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**ENVIRONMENTAL PROTECTION AGENCY 40 CFR Parts**  **79, 80, 85, 86, 600, 1036, 1037,**  **1039, 1042, 1048, 1054, 1065, and 1066**  **[EPA**

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**– 0135; FRL**  **9906 -**  **86 -**  **OAR ]**  **RIN 2060 -**  **AQ86 Control of Air Pollution from Mo**  **tor Vehicles: Tier 3 Motor Vehicle Emission and Fuel Standards**  **AGENCY** : Environmental Protection Agency (EPA). **ACTION** : Final Rule. **SUMMARY** : This action establish es more stringent vehicle emissions standards and will reduce the sulfur content of gasoline beg inning in 2017, as part of a s ys tems approach to addressing the impacts of motor vehicles and fuels on air quality and public health. The gasoline sulfur standard will make emission control sy stems more effective for both existing and new vehicles, and wi ll enable more stringent vehicle emissions standards. The vehicle standards will reduce both tailpipe and evaporative emissions from passenger cars, light

- dut y trucks, medium

- duty passenger vehicles, and some heav y - duty vehicles. This will result in sign ificant reductions in pollutants such as ozone, particulate matter, and air toxics across the country and help state and local agencies in their efforts to attain and maintain health

- based National Ambient Air Quality Standards. Motor vehicles are an impo rtant source of exposure to air pollution both regionall y and near roads. These vehicle standards are intended to harmonize with California’s Low Emission Vehicle program, thus creating a federal vehicle emissions program that will allow automakers to sel l the same vehicles in all 50 states. The vehicle standards will be implemented over the same timeframe as the greenhouse gas/fuel efficiency standards for light

- dut y vehicles (promulgated b y EPA and the National Highway Safety Administration in 2012) , a s part of a comprehensive approach toward regulating emissions from motor vehicles. **DATES** : This final rule is effective on **[Insert date 60 days after publication in the Federal Register]** 

. The incorporation by reference of certain publications listed in th is regulation is approved b y the Director of the **Federal Register** as of **[Insert date 60 days after publication**  **in the Federal Register]**  **. ADDRESSES**  : EPA has established a docket for this action under Docket ID No . EPA

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– 0135. All documents in the docket are listed on the www.regulations.gov web site. Although listed in the index, some information is not publicly available, e.g., CBI or other information whose disclosure is restricted b y statute. Certain other material, such as cop yri ghted materia l, is not placed on the Internet and will be publicly available only

in hard copy

form

. Publicly available docket materials are available either electronicall y in www.regulations.gov or in hard cop y at the Air and Radiation Docket and Information Center, EPA/DC, EPA West, Room 3334, 1301 Constitution Ave., NW, Washington, DC. The Public Reading Room is open from 8:30 a.m. to 4:30 p.m., Monday through Friday , excluding legal holiday s. The telephonePage 2 of 961

number for the Public Reading Room is (202) 566

- 1744, and the telephone number for the Air Docket is (202) 566

- 1742. **FOR FURTHER INFORMATION CONTACT** : JoNell Iffland , Office of Transportation and Air Quality , Assessment and Standards Division (ASD) , Environmental Protection Agency , 2000 Traverwood Drive, Ann Arbo r MI 48105; Telephone number: (734) 214

- 4 454 ; Fax number: (734) 214

- 4816; E

- mail address: iffland

. jonell @epa.gov. **SUPPLEMENTARY INFORMATION: I. General Information**  **A. Does this Action Apply to Me?** Entities potentially

affected by

this rule include gasol ine refiners and importers, ethanol producers, ethanol denaturant producers, butane and pentane producers, gasoline additive manufacturers, transmix processors, terminals and fuel distributors, light

- duty vehicle manufacturers, independent commercial impor ters, alternative fuel converters, and manufacturers and converters of vehicles between 8,500 and 14,000 lbs gross vehicle weight rating (GVWR). Potentially

regulated categories include: Category NAI CS a Code SI C b Code Examples of Potentially Affected Ent ities Industry 324110 2911 Petroleum refineries (including importers) Industry 325110 2869 Butane and pentane manufacturers Industry 325193 2869 Ethyl alcohol manufacturing Industry 324110,

211112 2911,

1321 Ethanol denaturant manufacturers Industry 211112 1321 Natural gas liquids extraction and fractionation Industry 325199 2869 Other basic organic chemical manufacturing Industry 486910 4613 Natural gas liquids pipelines, refined petroleum products pipelines Industry 424690 5169 Chemical and allie d products merchant wholesalers Industry 325199 2869 Manufacturers of gasoline additives Industry 424710 5171 Petroleum bulk stations and terminals. Industry 493190 4226 Other warehousing and storage

- bulk petroleum storage Industry 336111,

336112 3711 Li ght

- dut y vehicle and light

- dut y truck manufacturers Industry 811111,

811112, 811198 7538,

7533, 7534 Independent commercial importers Industry 335312,

336312, 3621,

3714, Alternative fuel convertersPage 3 of 961 336322, 336399, 811198 3519,

3599, 7534 Industry 33 3618,

336120, 336211, 336312 3699,

3711, 3713, 3714 On

- highway heavy

- dut y engine & vehicle (>8,500 lbs GVWR) manufacturers
a North American Industry Classification System (NAICS). b Standard Industrial Classification (SIC). This table is not intended to be exhaustive, but rather provides a guide for readers regarding entities likely

to be regulated b y this action. This table lists the types of entities that EPA is now aware could potentially be regulated by

this action. Other ty

pes of entities not liste d in the table could also be regulated. To determine whether your activities are regulated b y this action, you should carefully examine the applicability criteria in 40 CFR parts 79, 80, 85, 86, 600, 1036, 1065, and 106 6 and the referenced regulations. I f you have an y questions regarding the applicability

of this action to a particular entity , consult the person listed in the preceding **FOR FURTHER INFORMATION CONTACT** section. **B .**  **Did EPA Conduct a Peer Review before Issuing this Action**  **?** This regulatory

ac tion was supported b y influential scientific information. Therefore, EPA conducted peer reviews in accordance with OMB’s Final Information Quality Bulletin for Peer Review. EPA conducted several peer reviews in conne ction with data supporting the Tier 3 program, including new research on the effects of fuel properties changes (including sulfur effects) on exhaust and evaporative emissions of Tier 2 vehicles. The refinery

- by

- refinery cost model was also peer reviewed. The peer review reports are located in the docket for today's action, as well as the agency's response to the peer review comments. TABLE OF CONTENTS I. EXECUTIVE SUMMARY AN D PROGRAM OVERVIEW A. Introduction B. Overview of the Tier 3 Program 1. Major Public Comments and Key Changes from the Proposal 2. Key Components of the Tier 3 Program C. What Will the Impacts of the Standards Be? II. WHY I S EPA TAKING TH IS ACTION? A. Basis for Action under the Clean Air Act 1. Clean Air Act Section 202 2. Clean Air Act Section 211 B. Overview of Public He alth Impacts of Motor Vehicles and Fuels 1. OzonePage 4 of 961

2. Particulate Matter 3. Oxides of Nitrogen and Sulfur 4. Carbon Monoxide 5. Mobile Source Air Toxics 6. Near

- Roadway

Pollution 7. Environmental Impacts of Motor Vehicles and Fuels III. HOW WOULD THI S RULE REDUCE EMI SSIONS AND AI R POLLUTION? A. Effects of the Vehicle and Fuel Changes on Mobile Source Emissions 1. How Do Vehicles Produce the Emissions Addressed in this Action? 2. How Will the Changes to Gasoline Sulfur Content Affect Vehicle Emissions? B. How Will Emissions Be Reduced? 1. NO X 2. VOC 3. CO 4. Direct PM 2.5 5. Air Toxics 6. SO 2 7. Greenhouse Gases C. How Will Air Pollution Be Reduced? 1. Ozone 2. Particulate Matter 3. Nitrogen Dioxide 4. Air Toxics 5. Visibility 6. Nitrogen and Sulfur Deposition 7. Environmental Justice IV

. VEHICLE EMISSIONS PR OGRAM A. Tier 3 Tailpipe Emission Standards for Light

- Dut y Vehicles, Light

- Dut y Trucks, and Medium

- Duty

Passenger Vehicles 1. How the Tier 3 Program is Harmonized with the California LEV III Program 2. Summary

of the Tier 3 FTP and SFTP Tailpipe Standards 3. FTP Standards 4. SFTP StandardsPage 5 of 961

5. Feasibility

of the NMOG+NO X and PM Standards 6. Impact of Gasoline Sulfur Control on the Effectiveness of the Vehicle Emission Standards 7. Other Provisions B. Tailpipe Emissions Standards for Heav y - Dut y Vehicles 1. Overview and Scope of Vehicles Regulated 2. HDV Exhaust Emissions Standards 3. Supplemental FTP Standards for HDVs 4. HDV Emissions Averaging, Banking, and Trading 5. Feasibility

of HDV Standards 6. Other HDV Provisions C. Evaporative Emissions Standards 1. Tier 3 Evaporative Emission Standards 2. Program Structure and Implementation Flexibilities 3. Technological Feasibility 4. Heav y - Duty

Gasoline Vehicle (HDGV) Requirements 5. Evaporative Emission Requirement s for FFVs 6. Test Procedures and Certification Test Fuel D. Improvements to In

- Use Performance of Fuel Vapor Control Systems 1. Reasons for Adding a Leak Test Standard 2. Nature, Scope and Timing of Leak Standard 3. Leak Standard Test Procedure 4. Certifi cation and Compliance a. In

- Use Verification Program (IUVP) Requirements for the Leak Standard E. Onboard Diagnostic S ys tem Requirements 1. Onboard Diagnostic (OBD) Sy stem Regulation Changes

- Timing 2. Revisions to EPA OBD Regulatory Requirements 3. Provi sions for Emergency Vehicles 4. Future Considerations F. Emissions Test Fuel 1. Gasoline Emissions Test Fuel: Ethanol Content and Volatility 2. Other Gasoline Emissions Test Fuel Specifications 3. Flexible Fuel Vehicle Exhaust Emissions Test FuelPage 6 of 961

4. Implem entation Schedule 5. Implications of Emission Test Fuel Changes on CAFE Standards, GHG Standards, and Fuel Econom y Labels 6. Consideration of Test Fuel for Nonroad Engines and Highway Motorcycles 7. CNG and LPG Emissions Test Fuel Specifications G. Small Business Provisions 1. Lead Time and Relaxed Interim Standards 2. Assigned Deterioration Factors 3. Reduced Testing Burden and OBD Requirements 4. Hardship Relief 5. Eligibility

for the Flexibilities H. Compliance Provisions 1. Exhaust Emission Test Proced ures 2. Reduced Test Burden 3. Miscellaneous Provisions 4. Manufacturer In

- Use Verification Program (IUVP) Requirements V. FUEL PROGRAM A. Overview 1. Background 2. Summary

of Final Tier 3 Fuel Program Standards B. Annual Average Sulfur Standard C. Per

- Gal lon Sulfur Caps 1. Standards 2. Requirements for Gasoline Additives D. Averaging, Banking, and Trading Program 1. How Will the ABT Program Assist with Compliance? 2. ABT Modeling 3. Eligibility 4. Credit Generation and Use 5. Credit Trading Provisions 6. ABT Provisions for Small Refiners and Small Volume Refineries 7. Deficit Carryforward E. Additional Program FlexibilitiesPage 7 of 961

1. Regulatory

Flexibility

Provisions 2. Provisions for Refiners Facing Hardship Situations F. Compliance Provisions 1. Registration, Reporting, and Recordkeeping Requirements 2. Sampling and Testing Requirements 3. Small Refiner Compliance 4. Small Volume Refinery Compliance 5. Attest Engagements, Violations, and Penalties 6. Special Fuel Provisions and Exemptions G. Standards for Ox ygenates (Including Denatured Fuel Ethanol) and Certified Ethanol Denaturants H. Standards for Fuel Used in Flexible Fueled Vehicles I. Sulfur Standards for Purity Butane and Purity Pentane Streams Blended into Gasoline J. Standards for CNG and LPG K. Refinery Air Permitting Interactions 1. Proposal 2. Updated Assessment of Tier 3 Refinery Changes and Permitting Implications 3. Comments and Responses L. Refinery

Feasibility 1. Comments Received 2. Is it Feasible for Refiners to Comply with a 10 ppm Average Sulfur Standard? 3. Can Refiners Meet the January 1, 2017 Start Date? M. Statutory

Authority for Tier 3 Fuel Controls 1. Section 211(c)(1)(A) 2. Section 211(c)(1)(B) 3. Section 211(c)(2)(B) 4. Section 211(c)(2)(C) VI

. TECHNI CALAMENDMENTS AND REGULATORY STREA ML IN IN G A. Fuel Program Amendments 1. Fuels Program Regulatory Streamlining 2. Performance

- Based Measurement Sy stems (PBMS) 3. Downstream Pentane Blending 4. Acceptance of Top Tier Deposit Control Test DataPage 8 of 961

5. Potential Broader Regulatory Streamlining Through Program Restructuring B. Engine, Vehicle and Equipment Programs Amendments 1. Fuel Econom y Labeling 2. Removing Obsolete Regulatory Text 3. Motorcycle Driving Schedules 4. Updating Reference Procedures VII. WHAT ARE THE COST IM PACTS OF THE RULE? A. Estim ated Costs of the Vehicle Standards 1. What Changes Have Been Made to Vehicle Program Costs Since Proposal? 2. Summary

of Vehicle Program Costs B. Estimated Costs of the Fuel Program 1. Overview 2. Methodology 3. Fuel Program Costs 4. Other Cost Estimates C. Summary

of Program Costs VIII. WHAT ARE THE ESTIMAT ED BENEFITS OF THE R ULE? A. Overview B. Quantified Human Health Impacts C. Monetized Benefits D. What are the Limitations of the Benefits Anal ys is? E. Illustrative Anal ys is of Estimated Monetized Impact s Associated with the Rule in 2018 IX

. AL TERNATIVES ANALYSI S A. Vehicle Emission Standards 1. Shorter NMOG+NO X Standard Phase

- in 2. NMOG+NO X Standards Phase

- in and Early Tier 3 Credits 3. NMOG+NO X Standards 4. PM Standards 5. Higher Ethanol Content of Emis sions Test Fuel B. Fuel Sulfur Standards 1. Annual Average Sulfur Standard 2. Refinery

Gate Sulfur CapPage 9 of 961

C. Program Start Date X. ECONOMI C I MPACT ANALYSIS A. Introduction B. Vehicle Sales Impacts C. Impacts on Petroleum Refinery Sector Production D. Employ

me nt Impacts 1. Employ

ment Impacts in the Auto Sector 2. Refinery

Employ ment Impacts XI

. PUBLIC PARTI CIPATION XII. STATUTORY AND EXECUT IVE ORDER REVIEWS A. Executive Order 12866: Regulatory Planning and Review and Executive Order 13563: Improving Regulation and Regulatory Review B. Paperwork Reduction Act C. Regulatory

Flexibility

Act 1. Overview 2. Background 3. Reason for Today ’s Rule 4. Legal Basis for Agency Action 5. Summary

of Potentiall y Affected Small Entities 6. Reporting, Recordkeeping, and Complian ce 7. Related Federal Rules 8. Steps Taken to Minimize the Economic Impact on Small Entities D. Unfunded Mandates Reform Act E. Executive Order 13132: Federalism F. Executive Order 13175: Consultation and Coordination with Indian Tribal Governments G. Exec utive Order 13045: Protection of Children from Environmental Health Risks and Safety Risks H. Executive Order 13211: Actions Concerning Regulations That Significantly Affect Energy Supply , Distribution, or Use I. National Technology Transfer and Advancement Act J. Executive Order 12898: Federal Actions to Address Environmental Justice in Minority Populations and L ow - Income Populations K. Congressional Review Act XIII. STATUTORY PROVI SIONS AND LEGAL AUTHORITYPage 10 of 961



## I. **Executive Summary and Program**  **Overview A.**  **Introdu ction**  In this action, EPA is finalizing a major program designed to reduce air pollution from passenger cars and trucks. This program includes new standards for both vehicle emissions and the sulfur content of gasoline, considering the vehicle and its fuel as an integrated s ys tem. We refer to this program as the “Tier 3” vehicle and fuel standards. This rule is part of a comprehensive approach to address the impacts of motor vehicles on air quality

and public health. Over 149 million Americans are current ly experiencing unhealthy levels of air pollution, which are linked with respiratory and cardiovascular problems and other adverse health impacts that lead to increased medication use, hospital admissions, emergency department visits, and premature mortali ty
. 1 Motor vehicles are a particularly important source of exposure to air pollution, especiall y in urban areas. By 201 8, we project that in many areas that are not attaining health

- based ambient air quality standards (i.e., “ nonattainment areas ”) , passe nger cars and light trucks will contribute 10

- 25 percent of total nitrogen oxides (NO X) emissions, 15

- 30 percent of total volatile organic compound (VOC) emissions, and 5

- 10 percent of total direct particulate matter (PM 2.5 ) emissions. 2 These compounds fo rm ozone, PM, and other air pollutants, whose health and environmental effects are described in more detail in Section II. Cars and light trucks also continue to be a significant contributor to air pollution directly near roads, with gasoline vehicles acc ounting for more than 50 percent of near

- road concentrations of some criteria and toxic pollutants. 3 More than 50 million people live, work, or go to school in close proximity to high

- traffic roadway s, and the average American spends more than one hour traveling along roads each day

. 4 , 5 Over 80 percent of daily trips use personal vehicles. 6 The standards set forth in this rule will significantly reduce levels of multiple air pollutants (such as ambient levels of ozone, PM, nitrogen dioxide (NO 2 ), and mobile source air

1 The 149 million represents people living in O 3 , PM 2.5 , PM 10 , and SO 2 nonattainment areas. Data come from Summary Nonattainment Area Populat ion Exposure Report, current as of December 5 , 201 3 at: http://www.epa.gov/oar/oaqps/greenbk/popexp.html and contained in Docket EPA

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- 0135. 2 Mobile source contributions derived from inventories developed for this rule

. For more information on these inventories see the Emissions Inventory Technical Support Document (TSD) for the final Tier 3 Rule, Docket ID No. EPA

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- 20 11

- 01 35. 3 For example, see Fujita, E.M; Campbell, D.E.; Zielinska, B.; Arnott, W.P.; Chow , J.C. (2011) Concentrations of A ir Toxics in Motor Vehicle

- Dominated Environments. Health Effects Institute Research Report 156. Available at http://www.healtheffects.org 4 U.S. Census Bureau (2011). Current Housing Reports, Series H150/09, American Housing Survey for the United States : 2009. U.S. Government Printing Office, Washington, DC. Available at http://www.census.gov/hhes/www/housing/ahs/ahs09/ahs09.html

. (Note that this survey includes estimates of homes within 300 feet of highways with four or more lanes, railroads, and air ports.) 5 Drago, R. (2011). Secondary activities in the 2006 American Time Use Survey. U.S. Bureau of Labor Statistics Working Paper 446. Available at http://www.bls.gov 6 Santos, A.; McGuckin, N, Yukiko Nakamoto, H.; Gray, D.; Liss, S. (201 1) Summary of Travel Trends: 2009 National Household Travel Survey . Federal Highway Administration report no FHWA

- PL

- 11

- 022

. Available at http://nhts.ornl .gov/publications .shtml.Page 11 of 961

toxics (MSATs)) across the country , with immediate benefits from the gasoline sulfur control standards starting in 2017. These reductions will help state and local agencies in their effort to attain and maintain health

- based National Ambient Air Quality Standards (NAAQS). Few other national strategies exist that will deliver the same magnitude of multi

- pollutant reductions and associated public health protection that is projected to result from the Tier 3 standards. Without this acti on to reduce nationwide motor vehicle emissions, areas would have to adopt other , less cost
- effective measures to reduce emissions from other sources under their state or local authority

. In the absence of additional controls, certain areas would cont inue to have ambient ozone concentrations exceeding the NAAQS in the future. See Section III.C for more details. The Clean Air Act authorizes EPA to establish emissions standards for motor vehicles to address air pollution that may reasonably

be anticipat ed to endanger public health or welfare (section 202). EPA also has authority to establish fuel controls to address such air pollution (section 211). These statutory authorities are described in Section II.A. The vehicle and gasoline sulfur standards we are finalizing represent a “s ys tems approach” to reducing vehicle exhaust and evaporative emissions by addressing the vehicle and fuel as a s ys tem. The s ys tems approach enables emission reductions that are both technologicall y feasible and cost

- effective beyond what would be possible looking at vehicle and fuel standards in isolation. We first applied such an approach with our Tier 2 vehicle/gasoline sulfur standards (finalized in 2000). 7 We believe that a similar approach for the Tier 3 standards is a c ost
effective way

to achieve substantial additional emissions reductions. The Tier 3 standards include new light

- and heav y - duty vehicle emission standards for exhaust emissions of VOC (specificall y, non - methane organic gases, or NMOG), NO X , and PM, as well as new evaporative emissions standards. The fully phased

- in standards for light

- dut y vehicle, light

- dut y truck, and medium

- duty passenger vehicle tailpipe emissions are an 80 percent reduction in fleet average NMOG+NO X compared to current standards, and a 70 percent reduction in per

- vehicle PM standards. The full y phased

- in Tier 3 heav y- duty vehicle tailpipe emissions standards for NMOG+NO X and PM are on the order of 60 percent lower than current standards. Finally , the fully phased

- in evaporativ e emissions standards represent a 50 percent reduction from current standards. The vehicle emission standards, combined with the reduction of gasoline sulfur content from the current 30 parts per million (ppm) average down to a 10 ppm average, will result in dramatic emissions reductions for NO X , VOC, direct PM 2.5 , carbon monoxide (CO) and air toxics. For example, in 2030, when Tier 3 vehicles will make up the majority of the fleet as w ell as vehicle miles traveled, NO X and VOC emissions from o n - highway ve hicles will be reduced b y about 21 percent , and CO emissions will be reduced b y about 24 percent. National e missions of many air toxics from on

- highway vehicles will also be reduced b y 10 to nearly 30 percent. Reductions will continue beyond 2030 as more of the fleet is composed of vehicles meeting the fully phased

- in Tier 3 standards . For example, the Tier 3 program w ill reduce on

- highway

7 65 FR 6698 (February 10, 2000)Page 12 of 961

emissions of NO X and VOC nearl y 31 percent b y 2050, when vehicles meeting the full y phased

in Tier 3 standards will c omprise almost the entire fleet. Gasoline vehicles depend to a great degree on cataly tic converters to reduce levels of pollutants in their exhaust, including NMOG and NO X , as well as PM (specificall y, the volatile hydrocarbon fraction), CO, and most air t oxics. The catal yt ic converters become significantl y less efficient when exposed to sulfur . The Tier 2 rulemaking required refiners to take steps to reduce sulfur levels in gasoline by approximately

90 percent, to an average of 30 ppm. As discussed in S ection IV.A.6, subsequent research provides a compelling case that even this level of sulfur not only

degrades the emission performance of vehicles on the road today , but also inhibits necessary

further reductions in vehicle emissions performance to reach the Tier 3 standards. Thus, the 10 ppm average sulfur standard for Tier 3 is significant in two way s: it enables vehicles designed to the Tier 3 tailpipe exhaust standards to meet these standards in

- use for the duration of their useful life, and it facilitates immediate emission reductions from all the vehicles on the road at the time the fuel sulfur controls are implemented. EPA is not the first regulatory

agency to recognize the need for lower

- sulfur gasoline. Agencies in Europe and Japan have already imposed gasoline sulfur caps of 10 ppm, and the State of California is already averaging 10 ppm sulfur with a per gallon cap of 20 ppm. Other states are preempted b y the Clean Air Act from adopting new fuel programs to meet air quality objectives. Consequently , they could not receive the air quality benefits of lower sulfur gasoline without federal action. This action is one aspect of a comprehensive national program regulating emissions from motor vehicles. EPA’s final rule for reducing greenho use gas (GHG) emissions from light

- duty (LD) vehicles starting with model year (MY) 2017 (referred to here as the “2017 LD GHG” standards) is another aspect of this comprehensive program. 8 The Tier 3 program addresses interactions with the 2017 LD GHG rul e in a manner that aligns implementation of the two actions, to achieve significant criteria pollutant and GHG emissions reductions while providing regulatory

certainty and compliance efficiency. As vehicle manufacturers introduce new vehicle platforms fo r compliance with the GHG standards, they will be able to design them for compliance with the Tier 3 standards at the same time. The Tier 3 standards are also closely coordinated with California’s L ow Emission Vehicle (LEV ) III program to create a vehicle emissions program that will allow automakers to sell the same vehicles in all 50 states . (In December 2012 EPA approved a waiver of Clean Air Act preemption for the California Air Resources Board’s (CARB’s) LEV III program with compliance beginning in 20 15. Twelve states adopted the LEV III program under Section 177 of the Clean Air Act. 9 ) We have worked closely with individual vehicle manufacturers and their trade associations, who have emphasized the importance of a harmonized national program. Together, the Tier 3, 2017 LD GHG, and LEV III standards will provide significant reductions in GHGs, criteria pollutants and air toxics from motor vehicles while streamlining programs and enabling manufacturers to design a single vehicle for nationwide sales, thus reducing their costs of compliance. In this way , the Tier 3

8 EPA’s GHG standards are part of a joint National Program with the National Highway Traffic Safety Adm inistration, which also set coordinated standards for Corporate Average Fuel Economy (CAFE). 7 7 FR 62623 ( October 1 5 , 201 2 ). 9 These states include Connecticut, Delaware, Maryland, Maine, Massachusetts, New Jersey, New York, Oregon, Pennsylvania, Rhode Is land, Washington, and Vermont.Page 13 of 961

program responds to the May 21, 2010 Presidential Memorandum that requested that EPA develop a comprehensive approach toward regulating motor vehicles, including consideration of non - GHG emi ssions standards. 10 As part of the s ys tems approach to this program, we have consider ed the ty pes of fuels on which vehicles will be operating in the future . In particular, the renewable fuels mandate that was revised b y the Energy Ind ependence and Security Act (EISA) and is being implemented through the Renewable Fuel Standards program (RFS2) 11 is result ing in the use of significant amounts of ethanol

- blended gasoline. We are updating the specifications of the emissions test fuel with which vehicles demonstrate compliance with emissions standards, in order to better reflect the ethanol content and other properties of gasoline that is in use today and is expected in future ye ars . S ection I provides an overview of the vehicle and fuel standards we are finalizing as well as the impacts of the standards. The public health issues and statutory requirements that have prompted this action are described in Section II, and our discussion of how the Tier 3 standards will reduce emissi ons and air pollution is presented in Section III. Details of the standards and how they will be implemented can be found in Sections IV through VI. Sections VII through X contain our discussion of the standards’ technological feasibility and cost s , be nefits, and economic impacts. Sections XIthrough XIII address public participation, statutory and executive orders, and statutory provisions and legal authority under the Clean Air Act covered in this rulemaking. This final rule is based on extensive p ublic input received in response to EPA’s Tier 3 proposal. The proposal was signed and posted on the EPA website on March 29, 2013, and published in the Federal Register on May 21, 2013. EPA held two public hearings in Philadelphia and Chicago in April 2 013. In response to stakeholder requests, EPA extended the public comment period to July 1, 2013. We received more than 200,000 public comments. A broad range of stakeholders provided comments, including state and local governments, auto manufacturers, emissions control suppliers, refiners, fuel distributors and others in the petroleum industry , renewable fuels providers, environmental organizations, consumer groups, labor groups, private citizens, and others. Some of the issues raised in comments inclu ded lead time and the program’s start date, the vehicle manufacturers’ support for a 50

- state program harmonized with California, the need for and degree of gasoline sulfur control (including the level of the sulfur cap), the ethanol content of veh icle certification test fuel, and various details on the flexibilities and other program design features of both the vehicle and fuels standards. **B. Overview of the Tier 3 Program**  In the 14 ye ars since EPA established the Tier 2 Vehicle Program, manufacturers of light

duty vehicles and automotive technology suppliers have continued to develop a wide range of improved technologies capable of reducing vehicle emissions. The California LEV II program

10 The Presidential Memorandum is found at: http://www.whitehouse.gov/the

- press - of fice/presidential

memorandum

- regarding

- fuel

- efficiency

- standards. 11 75 FR 14670 (March 26, 2010)

.Page 14 of 961

has been instrumental in the continuous technology improvement s by requiring year after ye ar reductions in fleet average hydrocarbon levels, in addition to requiring the introduction of advanced exhaust and evaporative emission controls in partial zero emission vehicles (PZEVs). This technolog ical progress has made it possible for manufacturers to achieve emission reductions well beyond the requirements of the Tier 2 program if gasoline sulfur levels are lowered further. As a result, in conjunction with lower gasoline sulfur standards, we are establishing new Tier 3 standards for exhaust emissions of NMOG, NO X , and PM, as well as for evaporative hydrocarbon emissions. These vehicle emissions standards will phase in beginning with MY 2017. The structure of the Tier 3 standards is very similar to th at of the existing Tier 2 program. As with the Tier 2 program, the standards will apply to all light

- dut y vehicles (LDVs, or passenger cars), light

- duty trucks (LDT1s, LDT2s, LDT3s, and LDT4s) and Med ium

- Duty Passenger Vehicles ( MDPVs). We also are establishing separate b ut closely related standards for heav y- dut y vehicles up to 14,000 lbs Gross Vehicle Weight Rating (GVWR). 12 We have concluded that the vehicle emissions standards, in conjunction with the reductions in fuel sulfur also required b y this action, are feasible across the fleet in the timeframe provided

. Auto manufacturers have stressed the importance of being able to design , produce , and sell a single fleet of vehicles in all 50 states that compl ies with both the Tier 3 and California LEV III program s , as wel l as the greenhouse gas (GHG) /Corporate Average Fuel Economy (CAFE) programs in the same timeframe. To that end, we worked closel y with the California Air Resources Board and vehicle manufacturers to align the two programs as closely as p ossible

. This c onsistency

among the federal and California programs means that manufacturers do not need to design unique versions of vehicles with different emission control hardware and calibrations for different geographic areas. This allow s manufacturers to avoid the additional costs of parallel design, development, calibration, and manufacturing. We also have designed the Tier 3 program to be implemented in the same timeframe as the GHG emissions and fuel econom y standards for model years 2017

- 2025. We expect that in response to these programs, manufacturers will be developing entirely new powertrains for most of their vehicles. Because the Tier 3 standards will phase in over the same timeframe, manufacturers are in a better position to simultaneou sly

respond to all of these requirements. Overall, the final Tier 3 program is very similar to the program we proposed. As discussed below and throughout this preamble, the program phases in over several ye ars

– with the primary

vehicle emission standards starting in Model Year (MY) 2017 (2018 for heavier vehicles) and the gasoline sulfur control provisions beginning in 2017. As discussed above, we received a large number and wide range of comments on the proposed rule. Several comments raise particularly significant issues concerning some fundamental components of the Tier 3 program, including when the vehicle

- related and fuel

related requirements begin. We briefly discuss these key

issues in this section, and in more

12 These heavy

- duty vehicles were not included in the Tier 2 program but were subject to standards in a subsequent rule covering the heavy

- duty sector (66 FR 5002, January 18, 2001).Page 15 of 961

detail later in this preamble. T he Summary and Analy sis of Comments document provides our responses to the comments we received; it is located in the docket for this rulemaking and also on EPA’s website at www.epa.gov/otaq/tier3.htm. 1. Major Public Comments and Key Changes from the Proposa l
a. Start Date and Lead Time Issues (1) Gasoline Sulfur Control Program Many stakeholders commented on the proposed 2017 start date of the Tier 3 program, with state and NGO organizations supporting finalizing the standards as proposed. Conversel y, refiners, importers, and others in the fuel industry commented that they

believed the proposed start date would not provide a sufficient amount of lead time to meet the requirements of the Tier 3 program, and that EPA has historically provided at least four years of l ead time in previous fuels rulemakings. These commenters noted that five years of lead time is needed to allow for necessary refinery changes to be made during a refinery ’s normal turnaround/shutdown schedule (these occur every

four years, on average) and to allow adequate time for the permitting process. These commenters also stated that, given the proposed flexibility provisions for vehicles, that a 2017 fuel program start date was not trul y needed to enable the vehicle technology. Further, these comme nters stated that they believed insufficient lead time would drive up the costs for regulated entities as they

would need to do unscheduled shutdowns to install and/or revamp equipment to meet the proposed standards. Lastl y, they stated that the uncertainty regarding the potential availability

of credits would make meeting a 2017 start date more challenging. As discussed in greater detail in Section V below, we are finalizing the proposed start date of January

1, 2017. We understand refiners’ concer ns, including their concerns over the necessary capital investments and potential off

- cycle turnarounds/shutdowns to make refinery modifications for Tier 3

. In light of the se concerns, we are finalizing additional flexibilities beyond those already

in th e proposal and we are confident that the program being finalized today addresses these concerns. Considering all the flexibilities offered to regulated parties, there is, in effect, nearly

6 years of time to comply provided for those refineries that may need it. As discussed in Section V.D, we are finalizing a credit averaging, banking, and trading (ABT) program that will allow for a smooth transition from the Tier 2 to Tier 3 ABT programs (including provisions for earl y credit generation beginning i n 2014). These earl y credit provisions, coupled with the ability to carry over credits from Tier 2 into Tier 3 (an additional flexibility being finalized today

that was not part of the proposal), will allow for earl y actions to reduce sulfur levels b y som e refineries to be used to delay the need for actions at other refineries until 2020. This structure of the ABT program allows refiners and importers the flexibility to choose the most economical compliance strategy

– investment in technology, use of credits, or both

– for meeting the Tier 3 average gasoline sulfur standard. In addition, approved small refiners and small volume refineries are given an additional three ye ars from the January 1, 2017, Tier 3 program start date to comply (January 1, 2020). W e proposed that the Tier 2 ABT program would not only be separate from the Tier 3 ABT program, but that it would also end at the start of the Tier 3 program in 2017. The implications of this meant that any Tier 2 credits generated after 2012 would run the risk ofPage 16 of 961

expiring before the end of their full five

- ye ar life if they were not used before January 1, 2017. Commenters requested that EPA consider allowing such Tier 2 “banked” credits to receive their full five

- year life. This would eliminate any incent ive refiners may have to use these credits prior to the end of the Tier 2 program to raise their in

- use sulfur levels. The ABT program that we are finalizing today

enables a seamless transition from Tier 2 to Tier 3, including an allowance for Tier 2 bank ed credits to be used for their full five

- ye ar life or through December 31, 2019, whichever is earlier. Not only does this provision effectively provide more lead time and flexibility

for refiners and importers, but we believe these banked credits will he lp to provide certainty of the availability of credits for refiners and importers who may want to rely on them for compliance. Finally , as discussed in Section V.E.2 , we are also finalizing hardship provisions that allow refiners to petition for delayed co mpliance , on a case - by

- case basis , for situations of extreme hardship or extreme unforeseen circumstances. These provisions, similar to those implemented in past fuel rulemakings , provide a safety valve should all the other flexibilities provided prove insufficient. As part of these hardship provisions, we are finalizing the ability for refiners to carry

a deficit for up to 3 years, providing them with yet additional flexibility during the transition to Tier 3 should it prove necessary

.

(2) Vehicle Emissio n Control Program There were no major concerns raised for the proposed MY 2017 start date for lighter light

- duty vehicles, although commenters from the auto manufacturing industry raised concerns about the lead time we proposed for heavier light

- duty vehic les. Specifically , commenters pointed to Clean Air Act section 202(a)(3)(C) that, for vehicles over 6,000 lbs GVWR, requires that EPA emission standards provide at least four years of lead time and three years of regulatory stability

. In light of this statutory

requirement, in addition to the primary declining fleet average standards starting in MY 2018 for heavier vehicles, EPA proposed an alternative phase

- in schedule for an y manufacturer that prefers a longer lead time and annual stabil ity for these vehicles in lieu of the declining fleet average standards option. The commenters stated that the proposed alternative pathway would be too difficult to take advantage of in comparison to the primary program and thereby

failed to comply

with the Clean Air Act. In considering these comments, EPA also considered that during the development of the Tier 3 program and in their comments, the same auto industry commenters consistently urged EPA to design the Tier 3 program to harmonize with the Cali fornia LEV III standards as closely and as earl y as possible. As discussed in detail below in Section IV.A, extensive data that EPA has generated or received continue to support the conclusion that the primary fleet

- average standards provide a compliance path that is feasible across the industry and that closely harmonizes with LEV III. EPA believes that we have reasonabl y resolved these somewhat competing concerns

-- early harmonization vs. additional lead time

-- by finalizing the primary declining flee t average standards as proposed while also finalizing revised alternative phase

- in compliance schedules (see Section IV.A.2.c). In response to the comments on this topic, we have revised the alternative phase

- in schedules to reduce their associated burden for manufacturers, while still maintaining environmental benefits that are equivalent to the primaryPage 17 of 961

program. We also include provisions in the percent

- of

- sales phase

- in alternatives that allow manufacturers to exclude vehicle models that begin their 201 9 model year production earl y in 2018, in order to provide four years of lead time. b. Emissions Test Fuel In

- use gasoline has changed considerably since EPA last revised specifications for the test gasoline used in emissions testing of light

- and heav y - duty vehicles. Perhaps most importantly , gasoline containing 10 percent ethanol by volume (E10) has replaced non

oxygenated gasoline (E0) across the country . As a result, we are updating federal emissions test fuel specifications to better match in

- use fuel

. In the NPRM, EPA proposed that the specified gasoline for emissions testing be changed from E0 to E15 as a forward

- looking approach

. Since then, several factors hav e led EPA to reconsider that approach , including minimal proliferation on a national scale of stations offering E15 and the complexities that E15 would introduce for long

- term harmonization with California’s use of E10 in their LEVIII program. W e received comments from a broad set of stakeholders including the auto and oil industries, states, and NGOs with a general consensus that E15 would not be appropriate as the official test fuel at this time. Ethanol industry commenters supported E15 certi fication fuel, but provided no timeline by which this blend level would be representative of in

- use fuel. In light of the comments received and EPA’s assessment of the current and projected levels of ethanol in gasoline in use, we are finalizing E10 as th e new emissions test fuel. In deciding to finalize E10 test fuel, EPA considered whether to change the volatility of the test fuel, ty

pically expressed as pounds per square inch (psi) Reid Vapor Pressure (RVP). As discussed in detail in Section IV.F, afte r considering technical and policy implications as well as stakeholder comments, we have concluded that the most appropriate approach is to maintain an RVP of 9 psi for the E10 emissions test fuel at this time. EPA considered raising test fuel RVP to 10 p si, but decided to leave it unchanged at 9 psi based on what would have been the associated increase in stringency of the Tier 3 evaporative standard with 10 psi and the loss of regulatory

harmony on evaporative emissions with California’s LEV III program. As a result, after reassessing market trends and considering comments, EPA concludes that the most appropriate approach is to finalize an ethanol content of 10 percent and an RVP of 9 psi for emissions test gasoline. We will continue to monitor ethanol trends in the gasoline market, as discussed later in this preamble.
c. Gasoline Sulfur Caps As described in more detail in Section V.C. w e proposed two options for the Tier 3 per gallon sulfur caps

—

maintaining the Tier 2 refinery gate sulfur cap of 80 ppm (with a 95 ppm downstream sulfur cap ), and lowering to a 50 ppm refinery gate sulfur cap beginning January 1, 2020 (with a 65 ppm downstream cap). We received comments supporting lower per

- gallon caps which noted potential environmental benefits, gr eater certainty that vehicles would see lower and more uniform gasoline sulfur levels, and the ability to enable new vehicle technologies requiring very low sulfur levels. Conversel y, comments received in support of maintaining the Tier 2 per

-Page 18 of 961

gallon caps cited concerns on cost, flexibility for turnarounds/unplanned shutdowns (due to refinery fires, natural disasters, etc.), and gasoline supply and/or price impacts. Analy sis performed since the time of the proposal found that a lower refinery gate cap would likely

result in higher costs to the fuels industry and a decreased ability

to handle off

- spec product (potentiall y impacting gasoline suppl y and pricing), without an y significant increase in the nationwide emissions reductions provided b y the Tier 3 program. Thus, in today ’s action we are retaining the Tier 2 per

- gallon sulfur caps. The 80 ppm refinery gate cap will provide refiners needed flexibility in allowing for naturally

- occurring fuel batch variability , as well as more certainty

that they will be able to continue producing and distributing gasoline during turnarounds/upsets to avoid a total shutdown. It will also provide more certainty for transmix processors, additive manufacturers, and other downstream parties in producing gasoline. However, we do understand commenters’ concerns that retaining the Tier 2 sulfur caps might create regional differences in the benefits of the Tier 3 program. Therefore we will continue to monitor in

- use sulfur levels and their impact on vehicle em issions to ascertain whether a future reduction in the per

- gallon cap may be necessary

. d. Effect of Gasoline Sulfur on Tier 3 Vehicle Emissions The need for and level of gasoline sulfur control was a key issue raised in public comments. The petroleum industry raised concerns that there was insufficient basis for the proposed 10 ppm average sulfur level, while auto manufacturers and emissions control equipment manufacturers stressed that the feasibility of the Tier 3 vehicle standards was dependent on near

- ze ro gasoline sulfur levels. This issue is discussed in detail below in Section IV .A.6. In sum, EPA believes that the range of studies conducted by EPA and others in recent ye ars, along with the comments submitted by the auto industry

and emissions control manufacturers during the comment period and more recentl y, strongl y reinforce our conclusion that the impact of gasoline sulfur poisoning on exhaust catal ys t performance is significant. Sulfur is a well

- known cataly st poison. The nature of sulfur’s int eractions with active catal yt ic materials is complex and varies with cataly st composition, exhaust gas composition , and exhaust temperature. Thus, even if a manufacturer were able to certify a new vehicle to the new stringent standards, the manufacturer’s ability to maintain the emission performance of that vehicle in

- use is greatl y jeopardized if the vehicle is being operated on gasoline sulfur levels greater than 10 ppm. In fact, d ue to the variation in actual vehicle operation, any amount of gasoline s ulfur will deteriorate cataly st efficiency

. V ehicle manufacturers and suppliers , both individually

and through their trade associations, stressed the need for gasoline sulfur to be reduced to near zero levels in order for them to meet the proposed standards. However, we believe that a 10 ppm average sulfur level is sufficiently low to enable compliance with the Tier 3 vehicle standards, and as described below and in Section V, reducing sulfur levels further would cause sulfur control costs to quickly esca late. Taken together, this information provides a compelling argument that the fleetwide Tier 3 vehicle standards are achievable onl y with a reduction of gasoline sulfur content from the current 30 ppm average down to a 10 ppm average.Page 19 of 961

e. SFTP (US06) PM S tandard for Light

- Dut y Vehicles The final Tier 3 vehicle standards are largel y unchanged from their proposed levels. One change from the proposal is the PM emissions standards as measured on the US06 test cycle. The US06 cycle is part of the composite Su pplemental Federal Test Procedure (SFTP) and simulates aggressive driving. The US06 PM standards are part of the suite of Tier 3 tailpipe standards that limit emissions under a wide range of common vehicle driving conditions. Newer emissions test data pr esented in the NPRM, as well as more recent additional test data submitted in public comments, show that a numerically lower US06 PM standard is feasible and appropriatel y reflects the actual emissions performance achieved b y man y vehicles in the fleet tod ay while preventing increased emissions in the future. Taken together, the test results clearl y show that most current light

- dut y vehicles

– regardless of engine technology , emission control strategy , or vehicle size

– are performing at much lower US06 em ission levels than previousl y documented. Based on these newer data, we believe that it is appropriate to finalize a numerically lower US06 PM emission standard for LDVs, LDTs, and MDPVs, and to set a single standard for both lighter and heavier vehicles in this vehicle segment. In general, the final US06 PM standard for these vehicles begins to phase in at a level of 10 mg/mi in MYs 2017 and 2018, stepping down to a level of 6 mg/mi in MY2019. See Section IV.A.4.b for additional discussion of the US06 standards and how they will phase in. 2. Key Components of the Tier 3 Program
a. Tailpipe Standards for Light

- Dut y Vehicle, Light

- Duty Truck, and Medium

- Duty Passenger Vehicle Tailpipe Emissions We are establishing a comprehensive program that include s new flee t
- average standards for the sum of NMOG and NO X tailpipe emissions (presented as NMOG+NO X) a s well as new per - vehicle standards for PM. 13 These standards, when applied in conjunction with reduced gasoline sulfur content, will result in very significant imp rovements in vehicle emissions from the levels of the Tier 2 program. For these pollutants, the standards are measured on test procedures that represent a range of vehicle operation, including the Federal Test Procedure (or FTP, simulating ty

pical driving ) and the Supplemental Federal Test Procedure (or SFTP, a composite test simulating higher ambient temperatures, higher vehicle speeds, and quicker accelerations). In addition to the standards, we are extending the regulatory useful life period during whi ch the standards apply (see Section IV.A.7.b below) and making test fuel more representative of expected real

- world fuel (see Section I .B. 2.e below). The final standards are in most cases identical to those of California’s LEVIII program, which provides t he 50

- state harmonization strongly

supported by

the auto industry

. As proposed, the new Tier 3 FTP and SFTP NMOG+NO X standards are fleet

- average standards, meaning that a manufacturer calculate s the average emissions of the vehicles it sells in

13 A discussion of the reasons for combining NMOG and NO X for this purpose is in Section IV.A.3.a below
.Page 20 of 961

each model year and compare s that average to the applicable standard for that model year. The manufacturer certif

ies each of its vehicles to a per

- vehicle “bin” standard (see Section IV.A.2) and sales

- weight s these values to calculate its fleet

- average NMOG+NO X emissions for each model year. Table I

- 1 summarizes the fleet average standards for NMOG+NO X evaluated over the FTP. The standards for light

- dut y vehicles begin in MY 2017 at a level representing a 46 percent r eduction from the Tier 2 requirements. For the light

- dut y fleet over 6000 lbs GVWR , and MDPVs , the standards apply beginning in MY 2018. As shown, these fleet

- average standards decline during the first several years of the program, becoming increasingl y stringent until ultimately

reaching an 81 percent reduction when the transition is complete. The FTP NMOG+NO X program includes two separate sets of declining fleet

- average standards, with LDVs and small light trucks in one grouping and heavier light truck s and MDPVs in a second grouping, that converge at 30 milligram s per mile (mg/mi) in MY 2025 and later. As mentioned above, we are also providing alternative percent phase

- in schedules for this and the other light

duty standards. **Table I**  **- 1**  **Tier 3 LDV, LDT, and MDPV Fleet Average FTP NMOG+NO**  **X Standards**  **(mg/mi)** Model Year 2017 a 2018 2019 2020 2021 2022 2023 2024 2025 and later LDV/LDT1 b 86 79 72 65 58 51 44 37 30 LDT2,3,4 and MDPV 101 92 83 74 65 56 4 7 38 30

a For LDV and LDTs above 6000 lbs GVWR and MDPVs , the fleet average standards apply beginning in MY 2018. b These standards apply for a 150,000 mile useful life. Manufacturers can choose to certify some or all of their LDVs and LDT1s to a useful life of 120,000 miles. If a vehicle model is certified to the shorter useful life, a proportionally lower numerical fleet

- average standard applies , calculated by multiplying the respective 150,000 mile standard by 0.85 and rounding to the nearest mg. See Section IV.A.7. c . Similarly , as proposed, the NMOG+NO X standards measured over the SFTP are fleet

average standards, declining from MY 2017 until MY 2025, as shown in Table I

- 2 . In this case, the same standards a

ppl y to both lighter and heavier vehicles in the light

- duty fleet . In MY 2025, the SFTP NMOG+NO X standard reach es its final fleet average level of 50 mg/mi. **Table I**  **- 2**  **Tier 3 LDV, LDT, and MDPV Fleet Average S**  **FT P NMOG+NO**  **X Standards**  **(mg/mi)** Model Year 2017 a 2018 2019 2020 2021 2022 2023 2024 2025 and later NMOG + NO X 103 97 90 83 77 70 63 57 50
a For LDVs and LDTs above 6000 lbs GVWR and MDPVs , the fleet average standards apply beginning in MY 2018.Page 21 of 961

As proposed, m anufacturers can also earn credits if their fleet average NMOG+NO X performance is better than the applicable standard in any model year. Credits that have been previously

banked or obtained from other manufacturers can be used, or credits can b e tra ded to other manufacturers

. M anufacturers would also be allowed to carry forward deficits in their credit balance. (S ee Section s IV .A.7. a and IV.A.7.m ). We are also establishing PM standards as part of th e Tier 3 program, for both the FTP and US06 cycles ( as described above, US06 is a component of the SFTP test). Research has demonstrated that the level of PM from gasoline light

- dut y vehicles is more significant than previously

thought. 14 Although man y vehicles today are performing at or near the levels of the new standards, the data indicate that improvements, especiall y in high

- load fuel control and in the durability

of engine components, are possible. Under t ypical driving, as simulated by the FTP, the PM emissions of most current

technology

g asoline vehicles are fairl y low at certification and in use, well below the Tier 2 PM standards. At the same time we see considerable variation in PM emissions among vehicles of various makes, models, and designs. As a result, as proposed, we are setting the new FTP PM standard at a level that will ensure that all new vehicles perform at the level already being achieved b y well

- designed Tier 2 vehicles . The PM standards appl y to each vehicle separatel y (i.e., not as a fleet average). Also, in contrast to the declining NMOG+NO X standards, the PM standard on the FTP for certification testing is 3 mg/mi for all vehicles and for all model years. As for the NMOG+NO X standards, for vehicles over 6000 lbs GVWR, the FTP PM standard appl ies beginning in MY 2018. Manufacturers can phase in their vehicle models as a percent of U.S. sales through MY 2022. Most vehicles are already performing at this stringent PM level, and the primary

intent of the standard is to bring all light

- duty vehicles to the ty

pical level o f PM performance being demonstrated b y man y of today’s vehicles

. As proposed, the Tier 3 program also includes a temporary in

- use FTP PM standard of 6 mg/mi for the testing of in

- use vehicles that appl ies during the percent phase

- in period onl y. This in

- use standard will address the in

- use variability and durability uncertainties that accompan y the introduction of new technologies. Table I

- 3 presents the FTP certification and in

- use PM standards and the phase

- in percentages.

**Table I**  **- 3**  **Phase -**  **In for Tier 3**  **FT P**  **PM Standards 2017**  **a 2018**  **2019 2020**  **2021 2022 and**  **later Phase**  **- In**  (percent of U.S. sales) 20 b 20 40 70 100 100 **Certification Standard (mg/mi)**  3 3 3 3 3 3

14 Nam , E.; Fulp er, C.; Warila, J.; Somers, J.; Michaels, H.; Baldauf, R.; Rykowski, R.; and Scarbro, C. (2008). Analysis of Particulate Matter Emissions from Light

- Duty Gasoline Vehicles in Kansas City, EPA420

- R

- 08

- 010. Assessment and Standards Division Office of Transpo rtation and Air Quality U.S. Environmental Protection Agency Ann Arbor, MI, April 2008.Page 22 of 961

**In -**  **Use Standard (mg/mi)**  6 6 6 6 6 3

a For LDVs and LDTs above 6000 lbs GVWR and MDPVs , the FTP PM standards apply beginning in MY 2018. b Manufacturers comply in MY 2017 with 20 percent of their LDV and LDT fleet under 6,000 lbs GVWR, or a lt ernatively with 10 percent of their total LDV, LDT, and MDPV fleet. Finally , as discussed in Section I.B.1.e above, the Tier 3 program includes PM standards evaluated over the US06 driving cycle (the US06 is one part of the SFTP procedure) of 10 mg/mi through MY 2018 and of 6 mg/mi for 2019 and later model years, for light

- duty vehicles. As in the case of the FTP PM standards, the intent of the US06 PM standard is to bring the emission performance of all vehicles to that already being demonstrated b y man y vehicles in the current light

- duty fleet. b. Heav y - Duty

Vehicle Tailpipe Emissions Standards As discussed in detail in Section IV.B, we are setting Tier 3 exhaust emissions standards for complete heav y - dut y vehicles (HDVs) between 8,501 and 14,000 lb s GVWR. Vehicles in this GVWR range are often referred to as Class 2b (8,501

- 10,000 lb s ) and Class 3 (10,001

- 14,000 lb s ) vehicles, and are typicall y heavy

- dut y pickup trucks and work or shuttle vans. Most are built by

companies with even larger light

- dut y truck markets, and as such they frequently share major design characteristics and emissions control technologies with their LDT counterparts. However, in contrast to the largel y gasoline

- fueled LDT fleet, roughl y half of the heav y- dut y pickup and van fleet in the U.S. is di esel

- fueled . This is an important consideration in setting emissions standards, as diesel engine emissions control strategies differ from those of gasoline engines. As proposed, the key

elements of the Tier 3 program for HDVs parallel those being adopted for passenger cars and LDTs, with adjustments in standard levels, emission test requirement s, and implementation schedules appropriate to this sector. These key elements include combined NMOG+NO X declining fleet average standard s , a phase

- in of PM standards, adoption of a new emissions test fuel for gasoline

- fueled vehicles, extension of the regulatory useful life to 150,000 miles or 15 years (whichever occurs first), and a first

- ever requirement for HDVs to meet standards over an SFTP drive cycle that address es real

- world driving modes not well

- represented b y the FTP cycle s . We are adopting the Class 2b and Class 3 fleet average NMOG+NO X standards shown in Table I

- 4 , as proposed . The standards become more stringent in successive model years from 2018 to 2 022, with voluntary standards made available in 2016 and 2017, all of which are set at levels that match those of California’s LEV III program for these classes of vehicles. Each covered HDV sold b y a manufacturer in each model year contribute s to this fl eet average based on the mg/mi NMOG+NO X standard level of the “bin” declared for it by the manufacturer , who chooses from a set of seven discrete Tier 3 bins specified in the regulations

. These bin standards then become the compliance standards for the v ehicle over its useful life, with some adjustment provided for in

- use testing in the earl y model ye ars of the program. As proposed, m anufacturers can also earn credits for fleet average NMOG+NO X levels below the standard in any model year. Tier 3 credits that were previousl y banked, obtained fromPage 23 of 961

other manufacturers, or transferred across the Class 2b/Class 3 categories c an be used to help demonstrate compliance. Unused credits expire after 5 model ye ars. Manufacturers w ill also be allowed to carry forward deficits in their credit balance for up to 3 model ye ars. **Table I**  **- 4**  **Tier 3 HDV Fleet Average**  **FT P**  **NMOG+NO X**  **Standards (mg/mi)** Voluntary Required Program Model Year 2016 2017 2018 2019 2020 2021 2022 and later Class 2b 333 310 278 253 228 203 178 Class 3 548 508 451 400 349 298 247

We are adopting the proposed FTP PM standards of 8 mg/mi and 10 mg/mi for Class 2b and Class 3 HDVs, respectively , phasing in as an increasing percentage of a manufacturer’ s sales per year. We are adopting the same phase

- in schedule as for the light

- dut y sector during model ye ars 2018

- 2019

- 2020

- 2021: 20

- 40

- 70

- 100 percent, respectivel y, and a more flexible but equivalent alternative PM phase

- in is also being adopted . Tier 3 HDVs w ill also be subject to CO and formaldeh yd e exhaust emissions standards that are more stringent than the existing standards

. Finally , we are setting first

- ever nationwide SFTP standards for HDVs to ensure a robust overall control program that preclud es high off

- FTP cycle emissions by

having vehicle designers consider them in their choice of compliance strategies. As for light

- duty vehicles, we are requiring that SFTP compliance be based on a weighted composite of measured emissions from testing over the FTP cycle, the SC03 cycle, and an aggressive driving cycle, with the latter tailored to various HDV sub

- categories: the US06 cycle for most HDVs, the highway portion of the US06 cycle for low power

- to
- weight Class 2b HDVs, and the LA

- 92 (or “Unified”) cycle for Class 3 HDVs. The SFTP standards are the same as those adopted for California LEV III vehicles, and appl y to NMOG+NO X , PM, and CO emissions. The HDV program outlined above and described in detail in Section IV.B is substantially what we proposed . Commenters generall y supported the scope, stringency , and implementation phase

- in of this program. However, some industry commenters requested changes to some specific provisions of the proposal, and the program we are adopting reflects improvements we have made in response. These are: (1) a limited allowance for engine certification of Class 3 complete diesel vehicles to avoid a potential need for dual chassis

- and engine

- based certification and to better harmonize with LEV III, (2) relaxed interim i n - use testing standards to facilitate a smooth transition to the Tier 3 standards and to better harmonize with LEV III, (3) adoption of combined NMOG+NOx standards for the two highest (interim) bins, with a restriction placed on NOx levels in certification testing, to enhance the utility of these bins and to better harmonize with LEV III, and (4) a provision in the percent

- of

- sales phase

- in alternative to allow manufacturers to exclude vehicle models that begin their 2019 model year production earl y inPage 24 of 961

2018 , in order to provide four years of lead time. Commenters also requested relaxed standards for testing at high altitudes and changes to the credits program structure for generation of earl y credits and use of LEV III

- based “vehicle emission credits”, but we did not adopt these for reasons explained in Section IV.B. Overall, we expect the Tier 3 program we are adopting for HDVs to result in substantial reductions in harmful emissions from this large fleet of work trucks and vans. The f ully

- phased in Tier 3 standards levels for NMOG+NO X and PM are on the order of 60 percent lower than the current standards that took full effect in the 2009 model year.
c. Evaporative Emission Standards Gasoline vapor emissions from vehicle fuel sy stems occur when a vehicle is in operation, when it is parked, and when it is being refueled. These evaporative emissions, which occur on a daily basis from gasoline

- powered vehicles, are primarily functions of temperature, fuel vapor pressure, and activity. EPA first instituted evaporative emission standards in the earl y 1970s to address emissions when vehicles are parked after being driven. These are commonly referred to as hot soak plus diurnal emissions. Over the subsequent years the test procedures have been modified and improved and the standards have become more numericall y s tringent. We have addressed emissions which arose from new fuel sy stem designs by putting in place new requirements such as running loss emission standards and test procedure provisions to address permeatio n emissions. Subsequently standards were put in place to control refueling emissions from all classes of gasoline

- powered motor vehicles up to 10,000 lbs GVWR. Evaporative and refueling emission control sy stems have been in place for most of these vehicles for man y ye ars . These controls have led to significant reductions , but evaporative and refueling emissions still constitute 30

- 40 percent of the summer on

- highway mobile source hydrocarbon inventory

. These fue l vapor emissions are ozone and PM precursors, and also contain air toxics such as benzene. To control evaporative emissions, EPA is establishing more stringent standards that will require covered vehicles to have essentiall y zero fuel vapor emissions in use. These include more stringent evaporative emissions standards, new test procedures, and a new fuel/evaporative sy stem leak emission standard. The program also includes refueling emission standards for all complete heav y - duty

gasoline vehicles (HDGVs) over 10,000 lbs GVWR. EPA is including phase

- in flexibilities as well as credit and allowance programs. The standards, harmonized with California’s “zero evap” standards, are designed to allow for a use of common technology in vehicle models sold through out the U.S. The level of the standard remains above zero to account for nonfuel background emissions from the vehicle hardware. Requirements to meet the Tier 3 evaporative emission regulations phase in over a six model year period. We are finalizing thr ee options for the 2017 model ye ar, but after that the sales percentage requirements are 60 percent for MYs 2018 and 2019, 80 percent for model years 2020 and 2021, and 100 percent for model ye ars 2022 and later. In Table I

- 5 we present the Tier 3 evaporative hot soak plus diurnal emission standards b y vehicle class. The standards are approximately

a 50 percent reduction from the existing standards. To enhance flexibility and reduce costs, EPA is finalizing provis ions that allow manufacturers to generate allowances through earl y certifications (basicall y before the 2017 model year) and to demonstratePage 25 of 961

compliance using averaging concepts. Manufacturers may compl y on average within each of the four vehicle categories , but not across these categories. EPA is not making any changes to the existing light

- duty

running loss or refueling emission standards, with the exception of the certification test fuel requirement discussed in Section I. B.2 below.

**Table I**  **- 5**  **Tier 3 Evaporative Emission Standards (g/test)**  Vehicle Class Highest Hot Soak + Diurnal Level (over both 2

- day

and 3

- day

diurnal tests) LDV, LDT1 0.300 LDT2 0.400 LDT3, LDT4, MDPV 0.500 HDGVs 0.600 Flexible Fuel Ve hicles (FFVs) must meet the same evaporative emission standards as non - FFVs using Tier 3 emissions certification test fuel. However, FFVs must meet the refueling emission standards using 10 psi RVP fuel to account for emissions resulting from commingling with non

- E85 blends that may be in the vehicle’s fuel tank. EPA is establishing the canister bleed emission test procedure and emission standard to help ensure fuel vapor emissions are eliminated. Under this provision , manufacturers are required to measure diurnal emissions over the 2

- day diurnal test procedure from just the fuel tank and the evaporative emission canister and comply with a 0.020 gram per test (g/test) standard for all LDVs, LDTs, and MDPVs, without averaging. The corresponding canister bl eed test standard for HDGVs is 0.030 g/test. The Tier 3 evaporative emission standards will be phased in over a period of six model years between MY 2017 and MY 2022, with the leak test phasing in beginning in 2018. Data from in

- use evaporative emissions testing indicates that vapor leaks from vehicle fuel/evaporative s ys tems are found in the fleet and that even very small leaks have the potential to make significant contributions to the mobile source VOC inventory . To help address this issue, we are also adding a new standard and test procedure to control vapor leaks from vehicle fuel and vapor control s ystems. The standard will prohibit leaks with a cumulative equivalent diameter of 0.02 inches or greater. We are adding this simple and inexpensive test and emission standard to help ensure vehicles maintain zero fuel vapor emissions over their full useful life. New LDV, LDT, MDPV, and HDGV equal to or less than 14.000 lbs GVWR meeting the Tier 3 evaporative emission regulations are also required to meet the leak standard beginning in the 2018 model year. Manufacturers must comply with the leak standard phase

- in on the same percentage of sales schedule as that for the Tier 3 evaporative emission standard s . Manufacturers will comply with the leak emissio n standard during certification and in use. T he leak emission standard does not apply to HDGVs above 14,000 lbs GVWR. EPA is also establishing new refueling emission control requirements for all complete HDGVs equal to or less than 14,000 lbs GVWR (i.e., Class 2b/3 HDGVs), starting in the 2018 model year , and for all larger complete HDGVs by the 2022 model year . The existing refueling emission control requirements apply to complete Class 2b HDGVs, and EPA is extend ing thosePage 26 of 961

requirements to other complete HDGVs, since the fuel and evaporative control sy stems on these vehicles are very

similar to those on their lighter

- weight Class 2b counterparts.

d. Onboard Diagnostic S ys tems (OBD) EPA and CARB both have OBD regulations applicable to the vehicle classes co vered b y the T ier 3 emission standards. In the past the requirements have been very similar, so most manufacturers have met CARB OBD requirements and, as permitted in our regulations, EPA has generall y accepted compliance with CARB’s OBD requirements as s atisfying EPA’s OBD requirements. Over the past several ye ars CARB has upgraded its requirements to help improve the effectiveness of OBD in ensuring good in

- use exhaust and evaporative sy stem emissions performance. We have reviewed these provisions and agree with CARB that these revisions will help to improve in

- use emissions performance, while at the same time harmonizing with the CARB program. Toward that end, we are adopt ing and incorporat ing by reference the current CARB OBD regulations , effective f or the 2017 MY , with a few minor differences including phase

- in flexibility

provisions and specific additions to enhance the implementation of the leak standard. EPA is retain ing the provision that certifying with CARB’s program would permit manufacturers to seek a separate EPA certificate on that basis.
e. Emissions Test Fuel As described above, after reassessing market trends and considering comments, EPA is finalizing E10 as the ethanol blend level in emissions test gasoline for Tier 3 light

- duty and heavy - dut y gasoline vehicles. We will continue to monitor the in

- use gasoline supply and based on such review may

initiate rulemaking action to revise the specifications for emissions test fuel to include a higher ethanol blend level. EPA is also making additional changes that are consistent with CARB’s LEV III emissions test fuel specifications, including new specifications for octane, distillation temperatures, aromatics, olefins, sulfur and benzene. (See Section IV.F below for a detailed discussion of all the revised emission test fuel parameters.) As discussed in Sections IV.A.7.d (tailpipe emission testing) and IV.C.5.b (evaporative emission testing), we are requiring certification of all Tier 3 light

- dut y and chassis

- certified heav y- dut y gasoline vehic les on federal E10 test fuel. The new test fuel specifications will appl y to new vehicle certification, assembly line, and in

- use testing. With a change in the ethanol content of the test fuel, EPA also needed to consider whether a change is warranted i n the volatility of the test fuel, typicall y expressed as pounds per square inch (psi) Reid Vapor Pressure (RVP). As discussed in detail in Section IV.F below, after considering several technical and policy implications as well as stakeholder comments, EP A has concluded that the most appropriate approach is to maintain an RVP of 9 psi for the E10 certification fuel at this time.Page 27 of 961

In addition to finalizing a new E1 0 emissions test fuel, we are also finalizing detailed specifications for the E85 emissions t est fuel used for flexible fuel vehicle (FFV) certification, as discussed in Section IV. F

. 3

. 15 This will resolve uncertainty and confusion in the certification of FFVs designed to operate on ethanol levels up to 83 percent. Furthermore, we allow vehicle m anufacturers to request approval for an alternative certification fuel such as a high

- octane 30 percent ethanol b y volume blend (E30) for vehicles that may be optimize d for such fuel. f. Fuel Standards Under the Tier 3 fuel program, gasoline must contain n o more than 10 ppm sulfur on an annual average basis beginn ing January 1, 2017. Similar to the Tier 2 gasoline program, the Tier 3 program will appl y to gasoline in the U.S. and the U.S. territories of Puerto Rico and the Virgin Islands, excluding Califor nia. The program will result in gasoline that contains, on average, two

thirds less sulfur than it does today . In addition, following discussions with numerous refiners and other segments of the fuel market (e.g., pipelines, terminals, marketers, ethanol industry representatives, transmix processors, additive manufacturers , etc. ), the Tier 3 fuel program contains considerable flexibility to ease both initial and long

- term implementation of the program. The program that we are finalizing today includes an averaging, banking, and trading (ABT) program that allow s refiners and importers to spread out their investments over nearly a 6 ye ar period through the use of an earl y credit program and then rel y on ongoing nationwide averaging to meet the 10 ppm sulfur standard. In addition there is a three

- year delay for small refiners and “small volume refineries”. As a result of the earl y credit program, we anticipate considerable reductions in gasoline sulfur levels prior to 2017, with a complete transition to the 10 ppm average occurring b y J anuary 1, 2020. For more information on the gasoline sulfur program flexibilities, refer to Section V.E. Under today ’s Tier 3 gasoline sulfur program, we are maintaining the current 80 ppm refinery gate and 95 ppm downstre am per - gallon caps. We also evaluated and sought comment on the potential of lowering the per

- gallon caps

. While there are advantages and disadvantages with each of the sulfur cap options that we proposed, we believe that retaining the current Tier 2 sul fur caps is prudent at this time, as explained in more detail in Section V.C. Further, the stringency

of the 10 ppm annual average standard will result in reduced gasoline sulfur levels nationwide. Today ’s program requires that manufacturers of gasoline additives that are used downstream of the refinery at less than 1 volume percent must limit the sulfur contribution to the finished gasoline from the use of their additive to less than 3 ppm when the additive is used at the maximum recommended treatment rate (see Section V.C.2)

. This requirement will preclude the unnecessary

use of high sulfur content additives in gasoline. The vehicle emissions standards finalized today are fuel

- neutral (i.e. , they are applicable regardless of the type of fuel that the ve hicle is designed to use). There currently are no sulfur standards for the fuel used in compressed natural gas (CNG) and liquid propane gas (LPG) vehicles. We requested comment on whether it is necessary for EPA to establish sulfur standards

15 Flexible fuel vehicles are currently required to meet emissions certification requirements using both E0 and E85 test fuels. However, there were no detailed regulato ry specifications regarding the composition of E85 test fuels before those finalized today

.Page 28 of 961

for CNG and LPG to enable them meeting more stringent vehicle emissions standards. EPA is deferring finalizing in

- use sulfur requirements for CNG/LPG in this final rule to provide additional time to work with stakeholders to collect data on current CNG/LPG sulfur content, to determine whether additional control of in

- use CNG/LPG sulfur content is needed, and to evaluate the feasibility

and costs associated with potential additional sulfur controls (see Section V.J). Given that the information provided suggests that CNG/LPG sulfur levels tend to be low already, the vehicle emissions standards finalized today will appl y to CNG/LPG vehicles in addition to vehicles fueled on gasoline, diesel fuel, or any other fuel. The sulfur content of highway diesel fuel is already

re quired to meet a 15 ppm sulfur cap , which is sufficient for diesel fuel vehicles to meet the Tier 3 emissions standards. As the number of flex

- fuel vehicles (FFVs) in the in

- use fleet increases, it is becomin g increasingl y important that all fuels used in FFVs, not just gasoline, meet fuel quality standards. A lack of clarity regarding the standards that appl y to fuels used in FFVs could also act to impede the further expansion of ethanol blended fuels with c oncentrations greater than 15 volume percent, which is important to satisfying the requirements of the RFS2 program. Hence, we sought comment on appropriate regulatory mechanism s to implement in

- use quality standards for E51

- 83 and E16

- 50 in the Tier 3 proposal. Additional work is needed on some issues that could not be accommodated within the timeline for this Tier 3 final rule. Therefore, we are choosing not to finalize these provisions at this time. We intend to finalize in

- use fuel quality standards for E51

- 83 and perhaps E16

- 50 as well in a follow

- up final rule. g. Regulatory

Streamlining and Technical Amendments T his action also includes a number of items to help streamline the in

- use fuels regulations at 40 CFR part s 79 and 80. The majority of these items involve clarifying vague or inconsistent language, removal or updating of outdated provisions, and decreas ing in frequency and/or volume of reporting burden where data are no longer needed or are redundant with other EPA fuels programs. In general, we believe that these changes will reduce the burden on industry and allow the standards and resulting environmental benefits to be achieved as earl y as possible with no expected loss in environmental control. In some cases, these regulatory streamlining items are non - substantive amendments that correct minor errors or inconsistencies in the regulations. The regulatory

streamlining items that we are finalizing for the in

- use fuels regulations are changes that we believe are straightf orward and should be made quickly

. Th is action also includes a variety of technical amendments to certification

- related requirements for engine and vehicle emission standards ; adjusting the fuel econom y label provisions to correspond to the new Tier 3 s tandards , remov ing obsolete regulatory text , and making several minor corrections and clarifications. Please refer to Section VI for a complete discussion of technical amendments and regulatory

streamlining provisions and issues.Page 29 of 961

**C. What W**  **ill the Impacts of**  **the Standards Be?** The final Tier 3 vehicle and fuel standards together will reduce dramatically emissions of NO X , VOC, PM 2.5 , and air toxics. The gasoline sulfur standards, which will take effect in 2017, will provide large immediate reductions in emissi ons from existing gasoline vehicles and engines. NO X emissions are projected to be reduced by about 260,000 tons, or about 10 percent of emissions from on

- highway vehicles, in 2018, and these emission reductions will increase over time as newer vehicl es become a larger percentage of the fleet. In 2030, when 70 percent of the miles travelled are projected to be from vehicles that meet the full y phased

- in Tier 3 standards, we expect the NO X and VOC emissions to be reduced by about 330,000 tons and 170,0 00 tons, respectively , or 25 percent and 16 percent of emissions from on

- highway vehicles compared to their 2030 levels without the Tier 3 program. Emissions of CO are projected to decrease b y almost 3.5 million tons, or 24 percent of emissions from o n - highway vehicles. Emissions of many

air toxics will also be reduced, including benzene, 1,3

- butadiene, acetaldeh yde, formaldehyde, acrolein and ethanol, with reductions projected to rang e from 10 to nearl y 30 percent of national emissions from on

- highway vehicles. We expect these reductions to continue beyond 2030 as more of the fleet continues to turn over to Tier 3 vehicles; for example, by 2050, when nearl y all of the fleet will have turned over to vehicles meeting the full y phased

in Tier 3 st andards, we estimate the Tier 3 program will reduce on

- highway emissions of NO X and VOC nearly 31 percent from the level of emissions projected without Tier 3 controls. 16 These reductions in emissions of NO X , VOC, PM 2.5 and air toxics from the Tier 3 st andards are projected to lead to significant decreases in ambient concentrations of ozone, PM 2.5 and air toxics (including notable nationwide reductions in benzene concentrations) by 2030, and will immediately

reduce ozone in 2017 when the sulfur controls take effect. Additional information on the emission and air quality impacts of the final Tier 3 program is presented in Sections III.B and C. Exposure to ambient concentrations of ozone, PM 2.5 , and air toxics is linked to adverse human health impacts suc h as premature deaths as well as other important public health and environmental effects (see Section II.B). The final Tier 3 standards are expected to reduce these adverse impacts and yi eld significant benefits, including those we can monetize and th ose we are unable to quantify . We estimate that by 2030, the emission reductions of the Tier 3 standards will annually

prevent between 660 and 1,500 PM

- related premature deaths, between 110 and 500 ozone - related premature deaths, 81,000 work day s lost, 21 0,000 school absence days, and approximately 1.1 million minor restricted

- activity day s. The estimated annual monetized health benefits of the Tier 3 standards in 2030 (201 1 $) is between $ 7.4 and $ 19 billion, assuming a 3

- percent discount rate (or between $ 6.7 billion and $ 18 billion assuming a 7

- percent discount rate). We project the final fuel standards to cost on average 0.65 cent (i.e., less than a penn y) per gallon of gasoline, and the final vehicle standards to have an average cost that increases in proportion to the increase in stringency during the phase

- in period, from $ 28 per vehicle in 2017 to $ 72 per vehicle in 2025, when the standards are fully phased in. We estimate the annual cost

16 To estimate the benefits of the final Tier 3 rule, we performed air quality modeling for the year 2030.Page 30 of 961

of the overall program in 2030 will be approximately $ 1.5 bil lion , and the 2030 benefits will be between 4.5 and 13 times the costs of the program. The estimated benefits in Table I

- 6 include all of the human health impacts we are able to quantify and monetize at this time. However, the full complement of human health and welfare effects associated with PM, ozone and air toxics remain unquantified because of current limitations in methods and/or available data. As a result, the health benefits quantified in this section are likel y underestimates of the total benefits attributable to the final standards. See Sections VII and VIII for detailed descriptions of the costs and benefits of this action

. **Table I**  **- 6**  **Summary of Estimate**  **d Annual Benef**  **i ts and Costs Associated with the**  **Final Tier**  **3 Program (Billions, 201 1**  **$) a**  **Description 2030**  Vehicle Program Costs Fuels Program Costs Total Estimated Costs b $0.76 $0.70 $1.5 Total Estimated Health Benefits c,d,e,f 3 percent discount rat e 7 percent discount rate $7.4

- $19 $6.7

- $18 Annual Net Benefits (Total Benefits

– Total Costs) 3 percent discount rate 7 percent discount rate $5.9

- $18 $5.2

- $17 Notes: a All estimates represent annual benefits and costs anticipat ed for the year 2030. Totals are rounded to two significant digits and may not sum due to rounding. b The calculation of annual costs does not require amortization of costs over time. Therefore, the estimates of annual cost do not include a discount rate o r rate of return assumption (see Section VII of the preamble for more information on vehicle and fuel costs). c Total includes ozone and PM 2.5 estimated benefits. Range was developed by adding the estimate from the Bell et al., 2004 ozone premature mortal ity function to PM 2.5 - related premature mortality derived from the American Cancer Society cohort study ( Krewski et al., 200 9 ) for the low estimate and ozone premature mortality derived from the Levy et al., 2005 study to PM 2.5 - related premature mortality derived from the Six

- Cities ( Lepeule et al., 20 12 ) study for the high estimate. d Annual benefits analysis results reflect the use of a 3 percent and 7 percent discount rate in the valuation of premature mortality and nonfatal myocardial infarctions, consi stent with EPA and OMB guidelines for preparing economic analyses. e Valuation of premature mortality based on long

- term PM exposure assumes discounting over the SAB recommended 20

- year segmented lag structure described in the Regulatory Impact Analysis for the 20 12 PM National Ambient Air Quality Standards ( December, 2012 ). f Not all possible benefits are quantified and monetized in this analysis; the total monetized benefits presented here may therefore be underestimated. Potential benefit categories that have not been quantified and monetized, due to current limitations in methods and/or data availability, are listed in Table VIII

- 2. For example, we have not quantified a number of known or suspected health and welfare effects linked with reductions in ozone and PM (e.g., reductions in heart rate variability, reduced material damage to structures and cultural monuments, and reduced eutrophication in coastal areas). We are also unable to quantify health and welfare benefits associated with reductions in air toxics

.Page 31 of 961



## II. **Why Is EP**

**A Ta**  **ki ng this**  **Action ?**  The Clean Air Act authorizes EPA to establish emissions standards for motor vehicles to address air pollution that may reasonably

be anticipated to endanger public health or welfare. EPA also has authority

to establish fuel controls to address such air pollution. These statutory requirements are described in Section II.A. Emissions from motor vehicles and their fuels contribute to ambient levels of ozone, PM, NO 2 , sulfur dioxide (SO 2 ) and CO, which are all po llutants for which EPA has established health

- based NAAQS. These pollutants are linked with respiratory and/or cardiovascular problems and other adverse health impacts leading to increased medication use, hospital admissions, emergency

department visits, and premature mortality . Over 149 million people currentl y live in areas designated nonattainment for one or more of the current NAAQS for ozone , PM 2.5 , PM 10 , and SO 2 . 17 Motor vehicles also emit air toxics, and the most recent available data indicate that the majority of Americans continue to be exposed to ambient concentrations of air toxics at levels which have the potential to cause adverse health effects, including cancer, immune sy stem damage, and neurological, reproductive, developmental, respiratory, and other health problems. 18 A more detailed discussion of the health and environmental effects of these pollutants is included in Section II.B. Cars and light trucks also continue to be a significant contributor to air pollution directly near roads, w ith gasoline vehicles accounting for more than 50 percent of near

- road concentrations of some criteria and toxic pollutants. 19 More than 50 million people live, work, or go to school in close proximity to high

- traffic roadway s, and the average American spe nds more than one hour traveling each day , with over 80 percent of dail y trips occurring b y personal vehicle. 20 , 21 , 22 , 23 , 24 Exposure to traffic

- related pollutants has been linked with adverse health

17 Data come from Summary Nonattainment Area Population Exposure Report, current as of December 5 , 201 3 at: http://www.epa.gov/oar/oaqps/greenbk/popexp.html and contained in Docket EPA

- HQ

- OAR

- 2011

- 0135. 18 U.S. EPA. (2011) Summary of Results for the 2005 National

- Scale Assessment. www.epa.gov/ttn/atw/nata2005/05 pdf/sum_results.pdf. 19 For example, see Fujita, E.M; Campbell, D.E.; Zielinska, B.; Arnott, W.P.; Chow , J.C. (2011) Concentrations of Air Toxics in Motor Vehicle

- Dominated Environments. Health Effects Institute Research Report 156. Available at http://www. healtheffects.org 20 Rowangould, G.M. (2013) A census of the US near

- roadway population: public health and environmental justice considerations. Transportation Research Part D 25: 59

- 67. 21 U.S. Census Bureau ( 2011 ) . Current Housing Reports, Series H150 /09, American Housing Survey for the United States: 2009. U.S. Government Printing Office, Washington, DC. Available at http://www.census.gov/hhes/www/housing/ahs/ahs09/ahs09.html 22 Drago, R. ( 2011 ) . Secondary activities in the 2006 American Time Use Survey. U.S. Bureau of Labor Statistics Working Paper 446. Available at http://www.bls.gov 23 U.S. Department of Transportation, Bureau of Transportation Statistics. (2003) National Household Travel Survey 2001 Highlights Report. Government Pr inting Office, Washington, DC. Available at http://www.bts.gov/publications/highlights_of_the_2001_national_household_travel_survey/Page 32 of 961

impacts such as respiratory problems (particularl y in asthmatic children) and cardiovascular problems. In the absence of additional controls such as Tier 3 standards, many areas will continue to have ambient ozone and PM 2.5 concentrations exceeding the NAAQS in the future. States and local areas are req

uired to adopt control measures to attain the NAAQS and, once attained, to demonstrate that control measures are in place sufficient to maintain the NAAQS for ten ye ars (and eight years later, a similar demonstration is required for another ten

- year period). The Tier 3 standards w ill be a critical part of many areas’ strategies to attain and maintain the NAAQS

. Maintaining the NAAQS has been challenging for some areas in the past, particularl y those where high population growth rates lead to significant annual increases in vehicle trips and vehicle miles traveled. Our air quality modeling for this final rule , which is described in more detail in Section III.C, projects that in 201 8 a significant number of counties outside CA wi ll be within 10 percent of the 2008 ozone NAAQS, in the absence of additional controls. These counties in particular w ill benefit from the Tier 3 standards as they work to ensure long

- term maintenance of the NAAQS. Section III provides more detail on ho w we expect this action w ill reduce motor vehicle emissions and ambient levels of pollution. We project that the Tier 3 program w ill meaningfully reduce ozone concentrations as earl y as 2017 (the first year of the program), and even more significantl y in 2030. The estimated reductions are of significant enough magnitude to bring ozone levels in some counties from above the standard to below the standard, even without any additional controls. We also project that the Tier 3 standards w ill reduce ambient P M 2.5 concentrations. Without this action to reduce nationwide motor vehicle emissions, areas would have to adopt other measures to reduce emissions from other sources under their state or local authority

. Few other measures exist for providing multi

- pol lutant reductions of the same magnitude and cost
- effectiveness as those expec ted from the Tier 3 standards. Furthermore, most states do not have the authority to lower the sulfur in gasoline, which is needed to immediately reduce emissions from the existing fleet and also enable new vehicles to meet the Tier 3 emissions standards throughout their useful life. The projected reductions in ambient ozone and PM 2.5 that w ill result from the Tier 3 standards w ill provide significant health benefits. We estimat e that b y 2030, the standards w ill annually prevent between 660 and 1,500 PM

- rel ated premature deaths, between 110 and 500 ozone - related premature deaths, 81,000 work day s lost, 210,000 school absence days, and approximately 1.1 million minor restricted

- ac tivity day s (see Section VIII for more details). This action will also reduce air toxics; for example, we project that in 2030, the Tier 3 standards will decrease ambient benzene concentrations b y 10

- 25 percent in some urban areas. Furthermore, the Tie r 3 standards will reduce traffic

- associated pollution near major roads.

24 Santos, A.; McGuckin, N, Yukiko Nakamoto, H.; Gray, D.; Liss, S. (2011) Summary of Travel Trends: 2009 National Household Travel Surv ey . Federal Highway Administration report no FHWA

- PL

- 11

- 022. Available at http://nhts.ornl.gov/publications.shtml

.Page 33 of 961

EPA is finaliz ing Tier 3 vehicle and fuel standards as part of a comprehensive nationwide program for regulating all ty pes of air pollution from motor vehicles. EPA recentl y finalize d standards to reduce GHG emissions from light

- duty vehicles, starting with model year 2017. 25 The Tier 3 standards in this final rule , which address non

- GHGs, will be implemented on the same timeframe, thus allowing manufacturers to optimize their vehicle redesigns over both sets of standards. Furthermore, the Tier 3 vehicle and fuel standards are also closely aligned with California’s LEV III program, in such a way that manufacturers will be able to design a single vehicle for nationwide sales. This red uces the cost of compliance for auto manufacturers. This Tier 3 rulemaking responds to the President’s request in his May 2010 memorandum for EPA to review the adequacy of its existing non

- GHG standards for new motor vehicles and fuels, and to promulgate n ew standards, if necessary , as part of a comprehensive approach to regulating motor vehicles. 26 Based on our review, we have concluded that improved vehicle technology , combined with lower sulfur gasoline, make it feasible and cost

- effective to reduce emis sions well below the current Tier 2 levels. These emission reductions are necessary to reduce air pollution that is (and projected to continue to be) at levels that endanger public health and welfare. **A. Basis for Action under the Clean Air Act**  1. Clean Air Act Section 202 We are setting motor vehicle emission standards under the authority of section 202 of the Clean Air Act. Section 202(a) provides EPA with general authority to prescribe vehicle standards, subject to an y specific limitations elsewhere in the A ct. EPA is setting standards for larger light

- dut y trucks and MDPVs under the general authority of section 202(a)(1) and under section 202(a)(3), which requires that standards applicable to emissions of hydrocarbons, NO X , CO and PM from heav y - duty vehicle s 27 reflect the greatest degree of emission reduction available for the model year to which such standards apply, giving appropriate consideration to cost, energy , and safety . In addition, section 202(k) provides EPA with authority to issue and revise regul ations applicable to evaporative emissions of hydrocarbons from all gasoline

- fueled motor vehicles during: (1) operation, and (2) over 2 or more day s of nonuse; under ozone

- prone summertime conditions. Regulations under section 202(k) shall take effect as expeditiously as possible and shall require the greatest degree of emission reduction achievable by means reasonabl y expected to be available for production during any model year to which the regulations appl y, giving appropriate consideration to fuel volatility , and to cost, energy , and safety factors associated with the application of the appropriate technology. Further, section 206

25 77 FR 62623 (October 15, 2012). 26 The Presidential Memorandum is found at: http://www.whitehouse.gov/the

- press - of fice/presidential

memorandum

- regarding

- fuel

- efficiency

- standards. 27 LDTs that have gross vehicle weight ratings above 6000 lbs and all MDPVs are considered ‘‘heavy

- duty vehicles’’ under the CAA. See section 202(b)(3)(C). For regulatory purposes, we generally refer to those LDTs which are above 6000 lbs GVWR and at or below 8500 lbs GVWR as ‘‘heavy light

- duty trucks’’ made up of LDT3s and LDT4s , and we have defined MDPVs primarily as vehicles between 8500 and 10000 lbs GVWR designed primarily for the transportation of persons

. See 40 CFR 86.1803

- 01Page 34 of 961

and in particular section 206(d) of the Clean Air Act authorizes EPA to establish methods and procedures for testing whethe r a motor vehicle or motor vehicle engine conforms with section 202 requirements. 2. Clean Air Act Section 211 We are adopt ing gasoline sulfur controls pursuant to our authority under section 211(c)(1) of the CAA. This section allows EPA to establish a fuel c ontrol if at least one of the following two criteria is met: (1) The emission products of the fuel cause or contribute to air pollution which may

reasonably

be anticipated to endanger public health or welfare; or (2) the emission products of the fuel will impair to a significant degree the performance of any emissions control device or sy stem which is either in general use or which the Administrator finds has been developed to a point where in a reasonable time it will be in general use were the fuel contro l to be adopted. We are finalizing gasoline sulfur controls based on both of these criteria. Under the first criterion, we believe that gasoline with current levels of sulfur contributes to ambient levels of air pollution that endanger public health and we lfare, as described in Section II.B. Under the second criterion, we believe that gasoline sulfur impairs the emissions control sy stems of vehicles, as discussed in Section III.A.2. **B. Overview of Public Health Impacts of Motor Vehicles and Fuels**  Motor v ehicles emit pollutants that contribute to ambient concentration s of ozone, PM, NO 2, SO 2 , CO, and air toxics. Motor vehicles are significant contributors to emissions of VOC and NO X , which contribute to the formation of both ozone and PM 2.5 . Over 1 49 mil lion people currentl y live in counties designated nonattainment for one or more of the NAAQS, and this figure does not include the people living in areas with a risk of exceeding the NAAQS in the future. 28 The majority

of Americans continue to be exposed t o ambient concentrations of air toxics at levels which have the potential to cause adverse health effects. 29 In addition, populations who live, work, or attend school near major roads experience elevated exposure concentrations to a wide range of air pollutants. 30 EPA has already adopted many emission control programs that are expected to reduce ambient pollution concentration s. As a result of these programs, the number of areas that continue to violate the ozone and PM 2.5 NAAQS or have high levels of air t oxics is expected to continue to decrease. However, the baseline air quality modeling completed for this rule predicts that without additional controls there will continue to be a need for reductions in ozone, PM 2.5 and air toxics concentrations in some l ocations in the future. Section III.C of this preamble presents the air quality

modeling results for this action

.

28 Data come from Summary Nonattainment Area Population Exposure Report, current as of December 5, 2013 at: http://www.epa.gov/oar/oaqps/greenbk/popexp.html and contained in Docket EPA

- HQ

- OAR

- 20 11

- 0 135. 29 U.S. EPA. (2011) Summary of Results for the 2005 National

- Scale Assessment. www.epa.gov/ttn/atw/nata2005/05pdf/sum_results.pdf. 30 Health Effects Institute Panel on the Health Effects of Traffic

- Related Air Pollution. (2010) Traffic

- related air pollution: a critical revie w of the li terature on emissions, exposure, and health effects. HEI Special Report 17. Available at http://www.healtheffects.org]Page 35 of 961

1. Ozone
a. Background Ground

- level ozone pollution is ty pically formed through reactions involving VOC and NO X in the lower atmosphere in the p resence of sunlight. These pollutants, often referred to as ozone precursors, are emitted by man y types of pollution sources, such as highway and nonroad motor vehicles and engines, power plants, chemical plants, refineries, makers of consumer and commerc ial products, industrial facilities, and smaller area sources. The science of ozone formation, transport, and accumulation is complex. Ground

- level ozone is produced and destroyed in a cyclical set of chemical reactions, many of which are sensitive to te mperature and sunlight. When ambient temperatures and sunlight levels remain high for several day s and the air is relativel y stagnant, ozone and its precursors can build up and result in more ozone than ty picall y occurs on a single high

- temperature day. Ozone and its precursors can be transported hundreds of miles downwind from precursor emissions, resulting in elevated ozone levels even in areas with low local VOC or NO X emissions. b. Health Effects of Ozone This section provides a summary of the health eff

ects associated with exposure to ambient concentrations of ozone . 31 The information in this section is based on the information and conclusions in the February 2013 Integrated Science Assessment for Ozone (Ozone I SA) prepared b y EPA’s Office of Research an d Development (ORD)

. 32 The Ozone I SA concludes that human exposures to ambient concentrations of ozone are associated with a number of adverse health effects and characterizes the weight of evidence for these health effects. 33 The discussion below highlights the Ozone I SA’s conclusions pertaining to health effects associated with both short

- term and long

- term periods of exposure to ozone. For short

- term exposure to ozone, the Ozone I SA concludes that respiratory effects, including lung function decrements, pulmonary inflammation, exacerbation of asthma, respiratory

- related hospital admissions, and mortality , are causally associated with ozone exposure. It also concludes that cardiovascular effects, including decreased cardiac function and increased vascular disease, and total mortality are likely to be causall y associated with short

- term

31 Human exposure to ozone varies over time due to changes in ambient ozone concentration and because people mo ve between locations wh ich have notable different ozone concentrations. Also, the amount of ozone delivered to the lung is not only influenced by the ambient concentrations but also by the individuals breathing route and rate. 32 U.S. EPA. Integrated Science Assessment of Ozone and Related Photochemical Oxidants (Final Report). U.S. Environmental Protection Agency, Washington, DC, EPA/600/R

- 10/076F, 2013. The ISA is available at http://cfpub.epa.gov/ncea/isa/recordisplay.cfm?deid=247492#Dow nload 33 The ISA evaluates evidence and draw s conclusions on the causal relationship between relevant pollutant exposures and health effects, assigning one of five “weight of evidence” determinations: causal relationship, likely to be a causal relationship, suggestive of a causal relationship, inadequate to infer a causal relationship, and not likely to be a causal relationship. For more information on these levels of evidence, please refer to Table II in the Preamble of the ISA.Page 36 of 961

exposure to ozone and that evidence is suggestive of a causal relationship between central nervous s ys tem effects and short

- term exposure to ozone. For long

- term exposure to ozone, the Ozone I SA concludes that respiratory effects, including new onset asthma, pulmonary inflammation and injury , are likel y to be a causally related with ozone exposure. The Ozone ISA characterizes the evidence as suggestive of a causal relatio nship for associations between long

- term ozone exposure and cardiovascular effects, reproductive and developmental effects, central nervous s ys tem effects and total mortality . The evidence is inadequate to infer a causal relationship between chronic ozone exposure and increased risk of lung cancer. Finally , interindividual variation in human responses to ozone exposure can result in some groups being at increased risk for detrimental effects in response to exposure. The Ozone ISA identified several groups that are at increased risk for ozone

- related health effects. These groups are people with asthma, children and older adults, individuals with reduced intake of certain nutrients (i.e., Vitamins C and E), outdoor workers, and individuals having certain gen etic variants related to oxidative metabolism or inflammation. Ozone exposure during childhood can have lasting effects through adulthood. Such effects include altered function of the respiratory

and immune sy stems. Children absorb higher doses (normalize d to lung surface area) of ambient ozone, compared to adults, due to their increased time spent outdoors, higher ventilation rates relative to body size, and a tendency

to breathe a greater fraction of air through the mouth. Children also have a higher asthma prevalence compared to adults. Additional children’s vulnerability

and susceptibility

factors are listed in Section XII.G.
c. Current and Projected Concentration s of Ozone Concentrations that exceed the level of the ozone NAAQS occur in many parts of the country , including major population centers such as Atlanta, Baltimore, Chicago, Dallas, Houston, New York, Philadelphia, and Washington, D.C

. Inaddition, our modeling without the Tier 3 controls projects that in the future we will continue to have man y countie s that will have ambient ozone concentrations above the level of the NAAQS (see Section III.C.1). States will need to meet the standard in the 2015

- 2032 time frame for the 2008 ozone NAAQS . The emission reductions and significant ambient ozo ne improvements from this rule, which will take effect starting in 2017, w ill be helpful to states as they work to attain and maintain the ozone NAAQS. The primary

and secondary

NAAQS for ozone are 8

- hour standards with a level of 0.075 ppm. The most rece nt revision to the ozone standards was in 2008; the previous 8

- hour ozone standards, set in 1997, had a level of 0.08 ppm. In 2004, the U.S. EPA designated nonattainment areas for the 1997 8

- hour ozone NAAQS. 34 , 35 As of December 5 , 201 3 , there were 39 ozon e nonattainment areas for the 1997 ozone NAAQS composed of 2 16 full or partial counties w ith a total population of over 11 2 million. Nonattainment designations for the 2008 ozone standard

34 69 FR 23858 (April 30, 2004). 35 A nonattainment area is defi ned in the Clean Air Act (CAA) as an area that is violating an ambient standard or is contributing to a nearby area that is violating the standard.Page 37 of 961

were finalized on April 30, 2012 and May 31, 2012. 36 As of December 5, 2013, there were 46 ozone nonattainment areas for the 2008 ozone NAAQS, composed of 227 full or partial counties, with a population of over 123 million. As of December 5 , 201 3 , over 13 5 million people are living in ozone nonattainment areas. 37 States with ozone nonattainment areas are required to take action to bring those areas into attainment. The attainment date assigned to an ozone nonattainment area is based on the area’s classification. Most ozone nonattainment areas we re required to attain th e 1997 8

- hour ozone NAAQS in the 2007 to 2013 time frame and then to maintain it thereafter. 38 The attainment dates for areas designated nonattainment for the 2008 8

- hour ozone NAAQS are in the 2015 to 2032 timeframe, depending on the severity of the probl em in each area. In addition, EPA is currentl y working on a review of the ozone NAAQS. I f EPA revises the ozone standards pursuant to that review, the attainment dates associated with areas designated nonattainment for that NAAQS would be 5 or more ye ars after the final rule is promulgated, depending on the severity of the problem in each area. EPA has already adopted many emission control programs that are expected to reduce ambient ozone levels. As a result of these and other federal, state and local programs, 8

- hour ozone levels are expected to improve in the future. However, even with the implementation of all current state and federal regulations, there are projected to be counties violating the ozone NAAQS well into the future. Thus additional federal control programs, such as Tier 3, can assist areas with attainment dates in 201 8 and beyond in attaining the NAAQS as expeditiously as practicable and may

relieve areas with already stringent local regulations from some of the burden associated with adopting additional local controls. 2. Particulate Matter
a. Background Particulate matter is a highly complex mixture of solid particles and liquid droplets distributed among numerous atmospheric gases which interact with solid and liquid phases. Particles range in size from those smaller than 1 nanometer (10 - 9 meter) to over 100 micrometer (μm, or 10 - 6 meter) in diameter (for reference, a typical strand of human hair is 70 μ m in diameter and a grain of salt is about 100 μm). Atmospheric particles can be group ed into several classes according to their aerodynamic and ph ys ical sizes, including ultrafine particles (<0.1

36 77FR 30088 (May 21, 2012) and 77 FR 34221 (June 11, 2012)

. 37 The 13 5 million total is calculated by summin g, without double counting, the 1997 and 2008 ozone nonattainment populations contained in the Summary Nonattainment Area Population Exposure report (http://www.epa.gov/oar/oaqps/greenbk/popexp.html). If there is a population associated with both the 1997 and 2008 nonattainment areas, and they are not the same, then the larger of the two populations is included in the sum. 38 The Los Angeles South Coast Air Basin 8

- hour ozone nonattainment area and the San Joaquin Valley Air Basin 8

- hour ozone nonattainment area are designated as E xtreme and will have to attain before June 15, 2024. The Sacramento, Coachella Valley , Western Mojave and Houston 8

- hour ozone nonattainment areas are designated as S evere and will have to attain by June 15, 2019.Page 38 of 961

μm), accumulation mode or ‘fine’ particles (<1 to 3 μm), and coarse particles (>1 to 3 μm). 39 For regulatory

purposes, fine particles are measured as PM 2.5 and inhalable or thoracic coarse particles are measured as PM 10

- 2.5 , corresponding to their size (diameter) range in micrometers. The EPA currently

has standards that measure PM 2.5 and PM 10 . 40 Particles span man y sizes and shapes and may consist of hundreds of different chemicals. Particles are emitted directly from sources and are also formed through atmospheric chemical reactions; the former are often referred to as “primary” particles, and the latter as “secondary” particles. Particle concentr ation and composition varies b y time of ye ar and location , and in addition to differences in source emissions, is affected by several weather

- related factors, such as temperature, clouds, humidity , and wind. A further layer of complexity comes from particl es’ ability to shift between solid/liquid and gaseous phases, which is influenced by concentration and meteorology , especially

temperature. Fine particles are produced primaril y b y combustion processes and b y transformations of gaseous emissions (e.g., s ulfur oxides (SO X), oxides of nitrogen, and volatile organic compounds (VOC)) in the atmosphere. The chemical and phys ical properties of PM 2.5 may vary greatl y with time, region, meteorology , and source category . Thus, PM 2.5 may include a complex mixture o f different components including sulfates, nitrates, organic compounds, elemental carbon and metal compounds. These particles can remain in the atmosphere for day s to weeks and travel hundreds to thousands of kilometers. b. Health Effects of PM Scientific stu dies show ambient PM is associated with a broad range of health effects. These health effects are discussed in detail in the December 2009 Integrated Science Assessment for Particulate Matter (PM I SA)

. 41 The PM IS A summarizes health effects evidence assoc iated with both short

- and long

- term exposures to PM 2.5 , PM 10

- 2.5 , and ultrafine particles. The PM I SA concludes that human exposures to ambient PM 2.5 concentrations are associated with a number of adverse health effects and characterizes the weight of ev idence for these health outcomes. 42 The discussion below highlights the PM I SA’s conclusions pertaining to health effects associated with both short

- and long

- term PM exposures. Further discussion of health effects associated

39 U.S. EPA. (2 009). Integrated Science Assessment for Particulate Matter (Final Report). U.S. Environmental Protection Agency, Washington, DC, EPA/600/R

- 08/139F. Figure 3

- 1. 40 Regulatory definitions of PM size fractions, and information on reference and equivalent methods for measuring PM in ambient air, are provided in 40 CFR Parts 50, 53, and 58. With regard to national ambient air quality standards (NAAQS) which provide protection against health and welfare effects, the 24

- hour PM 10 standard provides protection aga inst effects associated with short

- term exposure to thoracic coarse particles (i.e., PM 10

- 2.5 ). 41 U.S. EPA. (2009). Integrated Science Assessment for Particulate Matter (Final Report). U.S. Environmental Protection Agency, Washington, DC, EPA/600/R

- 08/139 F. 42 The causal framework draws upon the assessment and integration of evidence from across epidemiological, controlled human exposure, and toxicological studies, and the related uncertainties that ultimately influence our understanding of the evidence. This framework employs a five

- level hierarchy that classifies the overall weight of evidence and causality using the following categorizations: causal relationship, likely to be causal relationship, suggestive of a causal relationship, inadequate to infer a causal relationship, and not likely to be a causal relationship ( U.S. EPA. (2009). Integrated Science Assessment for Particulate Matter (Final Report). U.S. Environmental Protection Agency, Wa shington, DC, EPA/600/R

- 08/139F, Table 1

– 3).Page 39 of 961

with PM 2.5 can also be found in the rulemaking documents for the most recent review of the PM NAAQS completed in 2012

. 43 , 44 The EPA concludes that a causal relationship exists between both long

- and short

- term exposures to PM 2.5 and premature mortality and cardiovascular effects and a l ikely causal relationship exists between long

- and short

- term PM 2.5 exposures and respiratory effects. Further, there is evidence suggestive of a causal relationship between long

- term PM 2.5 exposures and other health effects, including developmental and reproductive effects (e.g., low birth weight, infant mortality) and carcinogenic, mutagenic, and genotoxic effects (e.g., lung cancer mortality). 45 As summarized in the Final PM NAAQS rule, and discussed extensively in the 2009 PM ISA, the scientific evidence available since the completion of the 2006 PM NAAQS review significantl y strengthens the link between long

- and short

- term exposure to PM 2.5 and premature mortality , while providing indications that the magnitude of the PM 2.5 - mortality association with long

- term exposures may be larger than previousl y estimated. 46 , 47 The strongest evidence comes from recent studies investigating long

- term exposure to PM 2.5 and cardiovascular

- related mortality . The evidence supporting a causal relationship between long

- term PM 2.5 exposure and mortality also includes consideration of new studies that demonstrated an improvement in community

health following reductions in ambient fine particles. Several studies evaluated in the 2009 PM I SA h ave examined the association between cardiovascular effects and long

- term PM 2.5 exposures in multi

- city studies conducted in the U.S. and Europe. While studies were not available in the 2006 PM NAAQS review with regard to long

- term exposure and cardiovasc ular

- related morbidity , studies published since then have provided new evidence linking long

- term exposure to PM 2.5 with an array of cardiovascular effects such as heart attacks, congestive heart failure, stroke, and mortality . This evidence is coh erent with studies of short

- term exposure to PM 2.5 that have observed associations with a continuum of effects ranging from subtle changes in indicators of cardiovascular health to serious clinical events, such as increased hospitalizations and emergency d epartment visits due to cardiovascular disease and cardiovascular mortality. 49 As detailed in the 2009 PM I SA, extended anal ys es of studies available in the 2006 PM NAAQS review as well as epidemiological studies conducted in the U.S. and abroad publish ed

43 78 FR 3086 ( January 15, 201 3), pages 3103

- 3104. 44 77 FR 38890 ( June 29, 2012 ), pages 38906

- 38911. 45 These causal inferences are based not only on the more expansive epidemiological evidence available in this review but also reflect consideration of important progress that has been made to advance our understanding of a number of potential biologic modes of action or pathways for PM

- related cardiovascular and respiratory effects ( U.S. EPA. (2009). Integrated Science Assessment for Particulate Matter (Final Rep ort). U.S. Environmental Protection Agency, Wa shington, DC, EPA/600/R

- 08/139F, chapter 5). 46 78 FR 3103

- 3104 ( January 15, 2013 ). 47 U.S. EPA. (2009). Integrated Science Assessment for Particulate Matter (Final Report). U.S. Environmental Protection Agenc y, Wa shington, DC, EPA/600/R

- 08/139F, chapter 6 (Section 6.5) and chapter 7 (Section 7.6). 49 U.S. EPA. (2009). Integrated Science Assessment for Particulate Matter (Final Report). U.S. Environmental Protection Agency, Wa shington, DC, EPA/600/R

- 08/139F, chapter 2 (section 2.3.1 and 2.3.2) and chapter 6.Page 40 of 961

since then provide stronger evidence of respiratory

- related morbidity effects associated with long

- term PM 2.5 exposure. The strongest evidence for respiratory

- related effects is from studies that evaluated decrements in lung function growth (in childre n), increased respiratory s ymptoms, and asthma development. The strongest evidence from short

- term PM 2.5 exposure studies has been observed for increased respiratory

- related emergency department visits and hospital admissions for chronic obstructive pulmo nary disease (COPD) and respiratory infections. 50 The body of scientific evidence detailed in the 2009 PM I SA is still limited with respect to associations between long

- term PM 2.5 exposures and developmental and reproductive effects as well as cancer, mutagenic, and genotoxic effects , but is somewhat expanded from the 2006 review. The strongest evidence for an association between PM 2.5 and developmental and reproductive effects comes from epidemiological studies of low birth weight and infant mortality , especially

due to respiratory

causes during the post

- neonatal period (i.e., 1 month to 12 months of age). 51 With regard to cancer effects, ‘‘[m]ultiple epidemiologic studies have shown a consistent positive assoc iation between PM 2.5 and lung cancer mortality , but studies have generall y not reported associations between PM 2.5 and lung cancer incidence.’’ 52 Specific groups within the general population are at increased risk for experiencing adverse health effects related to PM exposures. 54 , 55 , 56 , 58 The evidence detailed in the 2009 PM ISA expands our understanding of previousl y identified at

- risk populations and lifestages (i.e., children, older adults, and individuals with pre

- existing heart an d lung disease) and supports the identification of additional at

- risk populations (e.g., persons with lower socioeconomic status, genetic differences). Additionally , there is emerging, though still limited, evidence for additional potentially

at
- risk populations and lifestages , such as those with diabetes, people who are obese, pregnant women, and the developing fetus. 59 For PM 10

- 2.5 , the 200 9 PM I SA conclude d that available evidence was suggestive of a causal relationship between short

- term exposures to PM 10

- 2.5 and cardiovascular effects (e.g., hospital admissions and ED visits, changes in cardiovascular function), respiratory effects (e.g, ED visits and hospital admissions, increase in markers of pulmonary inflammation), and

50 U.S. EPA. (2009). Integrated Science Assessment for Particulate Matter (Final Report). U.S. Environmental Protection Agency, Wa shington, DC, EPA/600/R

- 08/139F, chapter 2 (section 2.3.1 and 2.3.2) and chapter 6

. 51 U.S. EPA. (2009). Integrated Science Assessment for Particulate Matter (Final Report). U.S. Environmental Protection Agency, Wa shington, DC, EPA/600/R

- 08/139F, chapter 2 (section 2.3.1 and 2.3.2) and ch apter 7. 52 U.S. EPA. (2009). Integrated Science Assessment for Particulate Matter (Final Report). U.S. Environmental Protection Agency, Wa shington, DC, EPA/600/R

- 08/139F . pg 2

- 13 54 U.S. EPA. (2009). Integrated Science Assessment for Particulate Matter (Final Report). U.S. Environmental Protection Agency, Washington, DC, EPA/6 00/R

- 08/139F. Chapter 8 and Chapter 2. 55 77 FR 38890 ( June 29, 2012 ). 56 78 FR 3104 ( January 15, 201 3). 58 U.S. EPA. (2011 )

. Policy Assessment for the Review of the PM NAAQS. U.S. Environmental Protection Agency, Wa shington, DC, EPA/452/R

- 11

- 003. section 2.2.1. 59 U.S. EPA. (2009). Integrated Scie nce Assessment for Particulate Matter (Final Report). U.S. Environmental Protection Agency, Washington, DC, EPA/600/R

- 08/139F. Chapter 8 and Chapter 2 (Section 2.4.1).Page 41 of 961

premature mortality

. Data we re inadequate to draw conclusions regarding the relationships between long

- term exposure to PM 10

- 2. 5 and various health effects. 60 , 61 , 62 For u ltrafine particles, the 2009 PM I SA conclude d that the evidence wa s suggestive of a causal relationship between short

- term exposures and cardiovascular effects, including changes in heart rh ythm and vasomotor function (the ability of blood vessels to expan d and contract) . It also conclude d that there wa s evidence suggestive of a causal relationship between short

- term exposure to ultrafine particles and respiratory effects , including lung function and pulmonary inflammation, with limited and inconsistent ev idence for increases in ED visits and hospital admissions . Data we re inadequate to draw conclusions regarding the relationship between short

term exposure to ultrafine particle and additional health effects including premature mortality as well as long

- ter

m exposure to ultrafine particles and all health outcomes evaluated

. 63 , 64

c. Current and Projected Concentration s of PM 2.5 There are two primary NAAQS for PM 2.5 : an annual standard (12 .0 micrograms per cubic meter (μg/m 3 )) and a 24

- hour standard (35 μg/m 3 ) , and two secondary NAAQS for PM 2.5 : an annual standard (1 5 .0 μg/m 3 ) and a 24

- hour standard (35 μg/m 3 )

. The initial PM 2.5 standards were set in 1997 and revisions to the standards were finalized in 2006 and in December 2012. The December 2012 rule revised the level of the primary annual PM 2.5 standard from 15 .0 μg/m 3 to 12 .0 μg/m 3

. 65 There are man y areas of the country that are currently

in nonattainment for the annual and 24

- hour PM 2.5 NAAQS. Our modeling without the Tier 3 controls projects that in the future we will continue to have many areas that will have ambient PM 2.5 concentrations above the level of the NAAQS (see Section III.C.2). States will need to meet the 2006 24

- hour standard s in the 2015

- 2019 timeframe and the 2012 primary annual standard in the 2021

- 2025 timeframe. The emission reductions and improvements in ambient PM 2.5 concentrations from this action , which w ill take effect starting in 2017, w ill be helpful to state s as they work to attain and maintain the PM 2.5 NAAQS. In 2005 the EPA designated 39 nonattainment areas for the 1997 PM 2.5 NAAQS. 66 As of December 5 , 201 3 , over 68 million people lived in the 24 areas that are still designated as nonattainment for the 199 7 annual PM 2.5 NAAQS. These PM 2.5 nonattainment areas are comprised of 135 full or partial counties. EPA anticipates making initial area designation decision s for the 2012 primary annual PM 2.5 NAAQS in December 2014, with those designations

60 U.S. EPA. (2009). Integrated Science Assessment for Particulate Matter (Final Report) . U.S. Environmental Protection Agency, Washington, DC, EPA/600/R

- 08/139F. Section 2.3.4 and Table 2

- 6. 61 78 FR 3167

- 8 ( January 15, 201 3). 62 77 FR 38947

- 51 (June 29, 2012). 63 U.S. EPA. (2009). Integrated Science Assessment for Particulate Matter (Final R eport). U.S. Environmental Protection Agency, Washington, DC, EPA/600/R

- 08/139F. Section 2.3.5 and Table 2

- 6. 64 78 FR 3121 ( January 15, 201 3). 65 U.S. EPA (2012). National Ambient Air Quality Standards for Particulate Matter. http://www.epa.gov/PM/2012/finalrule.pdf . 78 FR 3164 66 70 FR 19844 (April 14, 2005).Page 42 of 961

likely becomi ng effective in earl y 2015. 67 On November 13 , 2009 and February 3, 2011 , the EPA designat ed 32 nonattainment areas for the 2006 24

- hour PM 2.5 NAAQS. 68 As of December 5, 2013, 28 of these areas remain designated as nonattainment, and they are composed of 1 04 full or partial counties with a population of over 65 million. In total, there are currentl y 39 PM 2.5 nonattainment areas with a population of over 84 million people. 69 States with PM 2.5 nonattainment areas will be required to take action to bring tho se areas into attainment in the future. Designated nonattainment areas not currently attaining the 1997 annual PM 2.5 NAAQS are required to attain the NAAQS by 2015 and will be required to maintain the 1997 annual PM 2.5 NAAQS thereafter. The 2006 24

- hour PM 2.5 nonattainment areas are required to attain the 2006 24

- hour PM 2.5 NAAQS in the 201 5 to 2019 time frame and will be required to maintain the 2006 24

- hour PM 2.5 NAAQS thereafter. Areas to be designated nonattainment for the 2012 primary annual PM 2.5 NAAQS will likely be required to attain the 2012 NAAQS in the 202 1 to 2025 time frame. The Tier 3 standards finalized here begin taking effect in 2017. The EPA has already adopted many mobile source emission control programs that are expected to reduce ambient PM concentration s. As a result of these and other federal, state and local programs, the number of areas that fail to meet the PM 2.5 NAAQS in the future is expected to decrease. However, even with the implementation of all current state and federal regulations, there are projected to be counties violating the PM 2.5 NAAQS well into the future. Thus additional federal control programs, such as Tier 3, can assist areas with attainment dates in 2017 and beyond in attaining the NAAQS as expeditiously as practicable and may

relieve areas with already stringent local regulations from some of the burden associated with adopting additional local controls. d. Current Concentrations of PM 10 In the December 2012 action in which the EPA promulgated the revised prim ary annual PM 2.5 NAAQS, the EPA also retained the existing primary and secondary

24

- hour PM 10 standards at 150 μg/m 3

. As of December 5 , 20 13, over 11 million people live in the 4 0 areas that are designated as nonattainment for the PM 10 NAAQS. There are 3 3 full or partial counties that make up the PM 10 nonattainment areas. 3. Oxides of Nitrogen and Sulfur
a. Background Nitrogen dioxide (NO 2 ) is a member of the NO X family of gases. Most NO 2 is formed in the air through the oxidation of nitric oxide (NO) emitted when fuel is burned at a high

67 U.S. EPA (2012). Fact Sheet: Implementing the Standards. http://www.epa.gov/airquality/particlepollution/2012/decfsimp.pdf 68 74 FR 58688 (November 13, 2009) and 76 FR 6056 (February 3, 2011)

. 69 Data come from Summary Nonattainment Area Population Exposure Report, current as of July 3 1, 201 3 at: http://www.epa.gov/oar/oaqps/greenbk/popexp.html and contained in Docket EPA

- HQ

- OAR

- 20 11

- 0 135.Page 43 of 961

temperature. Sulfur dioxide (SO 2 ), a member of the sulfur oxide (SO X) family of gases, is formed from burning fuels containing sulfur (e.g., coal or oil derived), extracting gasoline from oil, or extracting metals from ore. SO 2 and NO 2 and their gas phase oxidation products can dissolve in water droplets and further oxidize to form sulfuric and nitric acid which react with ammonia to form sulfates and nitrates, both of which are important components of ambient PM. The health effects of ambient PM are discussed in Section II.B.2.b of this preamble. NO X and VOC are the two major precursors of ozone. The health effects of ozone are covered in Section II. B.2.1.b. b. Health Effects of NO 2 The most recent review of the health effec ts of oxides of nitrogen completed by the EPA can be found in the 2008 Integrated Science Assessment for Nitrogen Oxides (NO X IS A)

. 70 The EPA concluded that the findings of epidemiologic, controlled human exposure, and animal toxicological studies provide evidence that is sufficient to infer a likel y causal relationship between respiratory

effects and short

- term NO 2 exposure. The 2008 NO X ISA conclude d that the strongest evidence for such a relationship comes from epidemiologic studies of respiratory effec ts including increased respiratory sy mptoms, emergency

department visits, and hospital admissions. Based on both short

- and long

- term exposure studies, the 2008 NO X ISA conclude d that individuals with preexisting pulmonary conditions (e.g., asthma or COPD ), children , and older adults are potentially at greater risk of NO 2 - related respiratory effects. Based on findings from controlled human exposure studies , the 2008 NO X ISA also dr ew two broad conclusions regarding airway

responsiveness following NO 2 expo sure. First, the NO X ISA conclude d that NO 2 exposure may

enhance the sensitivity

to allergen

- induced decrements in lung function and increase the allergen

- induced airway inflammatory

response following 30

- minute exposures of asthmatic adult s to NO 2 concentrations as low as 26 0 pp b

. Second, exposure to NO 2 has been found to enhance the inherent responsiveness of the airway to subsequent nonspecific challenges in controlled human exposure studies of healthy and asthmatic adult s. S mall but statistically significant increases in nonspecific airway hy perresponsiveness were reported for asthmatic adults following 30

- minute exposures to 200

- 300 ppb NO 2 and following 1

- hour exposures of asthmatics to 1 00 pp b NO 2 . Enhanced airway responsiveness could have important clinical implications for asthmatics since transient increases in airway responsiveness following NO 2 exposure have the potential to increase s ymptoms and worsen asthma control. Together, the epidemiologic and experimental data sets form a plausible, c onsistent, and coherent description of a relationship between NO 2 exposures and an array of adverse health effects that range from the onset of respiratory

sy mptoms to hospital admission. In evaluating a broader range of health effects, the 2008 NO X ISA concluded evidence was “suggestive but not sufficient to infer a causal relationship” between short

- term NO 2 exposure and premature mortality and between long

- term NO 2 exposure and respiratory effects. The latter was based largely on associations observed between long

- term NO 2 exposure and

70 U.S. EPA (2008). Integrated Science Assessment for Oxides of Nitrogen

– Health Criteria (Final Report). EPA/600/R

- 08/071. Washington, DC: U.S.EPA.Page 44 of 961

decreases in lung function growth in children. Furthermore, the 2008 NO X ISA concluded that evidence was “inadequate to infer the presence or absence of a causal relationship” between short

- term NO 2 exposure and cardiova scular effects as well as between long

- term NO 2 exposure and cardiovascular effects, reproductive and developmental effects, premature mortality, and cancer. 71 The conclusions for these health effect categories were informed by uncertainties in the evidenc e base such as the independent effects of NO 2 exposure within the broader mixture of traffic

- related pollutants, limited evidence from experimental studies, and/or an overall limited literature base.
c. Health Effects of SO 2 In formation on the health effects of SO 2 can be found in the 2008 Integrated Science Assessment for Sulfur Oxides (SO 2 IS A)

. 72 Short

- term peaks of SO 2 have long been known to cause adverse respiratory health effects, particularly among individuals with asthma. In addition to those with asthma (both children and adults), potentially sensitive groups include all children and the elderl y. During periods of elevated ventilation, asthmatics may experience s ymptomatic bronchoconstriction within minutes of exposure. Following an extensive eva luation of health evidence from epidemiologic and laboratory studies, the EPA concluded that there is a causal relationship between respiratory health effects and short

- term exposure to SO 2 . Separatel y, based on an evaluation of the epidemiologic evidence of associations between short

- term exposure to SO 2 and mortality, the EPA concluded that the overall evidence is suggestive of a causal relationship between short

- term exposure to SO 2 and mortality

. d. Current Concentration s of NO 2 The EPA most recentl y comp leted a review of the primary NAAQS for NO 2 in January 2010. There are two primary NAAQS for NO 2 : an annual standard (53 ppb) and a 1

- hour standard (100 ppb). The EPA promulgated area designations in the Federal Register on February 17, 2012. Inthis in itial round of designations, all areas of the country were designated as “unclassifiable/attainment” for the 2010 NO 2 NAAQS based on data from the existing air quality monitoring network. The EPA and state agencies are working to establish an expanded network of NO 2 monitors, expected to be deployed in the 2014

- 2017 time frame. Once three years of air quality data have been collected from the expanded network, the EPA will be able to evaluate NO 2 air quality

in additional locations

. 73 , 74

71 U.S. EPA (2008). Integrated Science Assessment for Oxides of Nitrogen

– Health Criteria (Final Report). E PA/600/R

- 08/071. Washington, DC: U.S.EPA. 72 U.S. EPA. (2008). Integrated Science Assessment (ISA) for Sulfur Oxides

– Health Criteria (Final Report)

. EPA/600/R

- 08/047F. Washington, DC: U.S. Environmental Protection Agency. 73 U.S. EPA. (201 2 ). Fact Sheet

– Air Quality Designations for the 2010 Primary Nitrogen Dioxide (NO 2 ) National Ambient A ir Quality Standards. http://www.epa.gov/airquality/nitrogenoxides/designations/pdfs/20120120FS.pdf 74 U.S. Environmental Protection Agency (2013). Revision to Ambient Nitrogen Dioxide Monitoring Requirements. March 7, 2013. http://www.epa.gov/airquality/nitrogenoxides/pdfs/20130307fr.pdfPage 45 of 961

e. Current Concentrati on s of S O 2 The EPA most recentl y completed a review of the primary SO 2 NAAQS in June 2010. The current primary

NAAQS for SO 2 is a 1

- hour standard of 75 ppb. The EPA finalized the initial area designations for 29 nonattainment areas in 16 states in a not ice published in the Federal Register on August 5, 2013. In this first round of designations, EPA only designated nonattainment areas that were violating the standard based on existing air quality monitoring data provided b y the states. The Agency did not have sufficient information to designate an y area as “attainment” or make final decisions about areas for which additional modeling or monitoring is needed (78 FR 47191, August 5, 2013). EPA anticipates designating areas for the revised SO2 standard in multiple rounds

. 4. Carbon Monoxide Carbon monoxide (CO) is a colorless, odorless gas emitted from combustion processes. Nationally

and, particularly

in urban areas, the majority of CO emissions to ambient air come from mobile sources.
a. Health Effects of Carbo n Monoxide In formation on the health effects of CO can be found in the January 2010 Integrated Science Assessment for Carbon Monoxide (CO ISA)

. 75 The CO IS A concludes that ambient concentrations of CO are associated with a number of adverse health effects. 76 This section provides a summary

of the health effects associated with exposure to ambient concentrations of CO. 77 Controlled human exposure studies of subjects with coronary artery disease show a decrease in the time to onset of exercise

- induced angina (chest pain) and electrocardiogram changes following CO exposure. In addition, epidemiologic studies show associations between short

- term CO exposure and cardiovascular morbidity , particularl y increased emergency room visits and hospital admissions for c oronary heart disease (including ischemic heart disease, myocardial infarction, and angina). Some epidemiologic evidence is also available for increased hospital admissions and emergency room visits for congestive heart failure and cardiovascular disease as a whole. The CO IS A concludes that a causal relationship is likely to exist between short

- term exposures to CO and cardiovascular morbidity . It also concludes that available data

75 U.S. EPA, (2010). Integrated Science Assessment for Carbon Monoxide (Final Report). U.S. Environmental Protection Agency, Washing ton, DC, EPA/600/R

- 09/019F, 2010. Available at http://cfpub.epa.gov/ncea/cfm/recordisplay.cfm?deid=218686. 76 The ISA evaluates the health evidence associated with different health effects, assigning one of five “weight of evidence” determinations: causa l relationship, likely to be a causal relationship, suggestive of a causal relationship, inadequate to infer a causal relationship, and not likely to be a causal relationship. For definitions of these levels of evidence, please refer to Section 1.6 of the ISA. 77 Personal exposure includes contributions from many sources, and in many different environments. Total personal exposure to CO includes both ambient and nonambient components; and both components may contribute to adverse health effects.Page 46 of 961

are inadequate to conclude that a causal relationship exists between lon g - term exposures to CO and cardiovascular morbidity

. Animal studies show various neurological effects with in

- utero CO exposure. Controlled human exposure studies report central nervous s ys tem and behavioral effects following low

- level CO exposures , although the findings have not been consistent across all studies . The CO IS A concludes the evidence is suggestive of a causal relationship with both short

- and long

- term exposure to CO and central nervous s ys tem effects. A number of studies cited in the CO IS A have evaluated the role of CO exposure in birth outcomes such as preterm birth or cardiac birth defects. The epidemiologic studies provide limited evidence of a CO

- induced effect on preterm births and birth defects, with weak evidence for a decrease i n birth weight. Animal toxicological studies have found perinatal CO exposure to affect birth weight, as well as other developmental outcomes. The CO ISA concludes the evidence is suggestive of a causal relationship between long

- term exposures to CO and developmental effects and birth outcomes. Epidemiologic studies provide evidence of associations between ambient CO concentrations and respiratory morbidity

such as changes in pulmonary function, respiratory sy mptoms, and hospital admissions. A limited number of epidemiologic studies considered copollutants such as ozone, SO 2 , and PM in two

- pollutant models and found that CO risk estimates were generall y robust, although this limited evidence makes it difficult to disentangle effects attributed to CO itsel f from those of the larger complex air pollution mixture. Controlled human exposure studies have not extensively evaluated the effect of CO on respiratory morbidity . Animal studies at levels of 50

- 100 ppm CO show preliminary evidence of altered pulmonary vascular remodeling and oxidative injury . The CO ISA concludes that the evidence is suggestive of a causal relationship between short

- term CO exposure and respiratory morbidity, and inadequate to conclude that a causal relationship exists between long

- te rm exposure and respiratory

morbidity. Finally , the CO IS A concludes that the epidemiologic evidence is suggestive of a causal relationship between short

- term concentrations of CO and mortality . Epidemiologic studies provide evidence of an association b etween short

- term exposure to CO and mortality , but limited evidence is available to evaluate cause

- specific mortality outcomes associated with CO exposure. In addition, the attenuation of CO risk estimates which was often observed in copollutant models c ontributes to the uncertainty as to whether CO is acting alone or as an indicator for other combustion

- related pollutants. The CO IS A also concludes that there is not likely to be a causal relationship between relevant long

- term exposures to CO and mortali ty
. b. Current Concentration s of C O There are two NAAQS for C O: an 8

- hour standard (9 ppm ) and a 1

- hour standard (35 ppm ). The primary

NAAQS for C O w ere re tain ed in August 2011

. T here are currentl y no CO nonattainment areas ; as of September 27, 2010, all CO nonattainment areas were redesignated to maintenance areas . The designations were based on the existing community

- wide monitoring network. EPA is making changes to the ambient air monitoring requirements for CO. The newPage 47 of 961

requirements are expected to res ult in approximately 52 CO monitors operating near roads within 52 urban areas b y J anuary 2015 (76 FR 54294, August 31, 2011). 5. Mobile Source Air Toxics Li ght

- dut y vehicle emissions contribute to ambient levels of air toxics known or suspected as human or animal carcinogens, or that have noncancer health effects. The population experiences an elevated risk of cancer and other noncancer health effects from exposure to the class of pollutants known collectively as “air toxics.” 78 These compounds include, but are not limited to, benzene, 1,3

- butadiene, formaldehyde, acetaldehyde, acrolein, polycyclic organic matter, and naphthalene. These compounds were identified as national or regional risk drivers or contributors in the 2005 National

- scale Air Toxics Asse ssment and have significant inventory

contributions from mobile sources. 79

a. Health Effects of Air Toxics i. Benzene The EPA’s Integrated Risk Information Sy stem ( IRI S ) database lists benzene as a known human carcinogen (causing leukemia) b y all routes of expo sure, and concludes that exposure is associated with additional health effects, including genetic changes in both humans and animals and increased proliferation of bone marrow cells in mice. 80 , 81 , 82 EPA states in its IRI S database that data indicate a causal relationship between benzene exposure and acute ly mphocy tic leukemia and suggest a relationship between benzene exposure and chronic non

- ly mphocy tic leukemia and chronic l ymphocytic leukemia. EPA’s IRI S documentation for benzene also lists a range of 2.2 x 10 - 6 to 7.8 x 10 - 6 as the unit risk estimate (URE) for benzene. 83 , 84 The International Agency

for Research on Carcinogens (IARC) has determined that benzene is a

78 U.S. E PA. (2011) Summary of Results for the 2005 National

- Scale Assessment. www.epa.gov/ttn/atw/nata2005/05pdf/sum_results.pdf. 79 U.S. EPA (2011) 2005 National

- Scale Air Toxics Assessment. http://www.epa.gov/ttn/atw/nata2005. 80 U.S. EPA. (2000). Integrated Risk Information System File for Benzene. This material is available electronically at: http://www.epa.gov/iris/subst/0276.htm

. 81 International Agency for Research on Cancer, IARC monographs on the eva luation of carcinogenic risk of chemicals to humans, Volume 29, Some industrial chemicals and dyestuffs, International Agency for Research on Cancer, World Health Organization, Lyon, France 1982. 82 Irons, R.D.; Stillman, W.S.; Colagiovanni, D.B.; Henry, V .A . (1992). Synergistic action of the benzene metabolite hydroquinone on myelopoietic stimulating activity of granulocyte/macrophage colony

- stimulating factor in vitro, Proc. Natl. Acad. Sci. 89:3691

- 3695. 83 A unit risk estimate is defined as the increase in the lifetime risk of an individual who is exposed for a lifetime to 1 μg/m3 benzene in air. 84 U.S. EPA. (2000). Integrated Risk Information System File for Benzene. This material is available electronically at: http://www.epa.gov/iris/subst/0276.htm

.Page 48 of 961

human carcinogen and the U.S. Department of Health and Human Services (DHHS) has characteriz ed benzene as a known human carcinogen. 85 , 86 A number of adverse noncancer health effects including blood disorders, such as preleukemia and aplastic anemia, have also been associated with long

- term exposure to benzene. 87 , 88 The most sensitive noncancer e ffect observed in humans, based on current data, is the depression of the absolute ly mphocy te count in blood. 89 , 90 EPA’s inhalation reference concentration (RfC) for benzene is 30 μg/m 3 . The RfC is based on suppressed absolute ly mphocy te counts seen in hum ans under occupational exposure conditions. In addition, recent work, including studies sponsored b y the Health Effects Institute, provides evidence that biochemical responses are occurring at lower levels of benzene exposure than previousl y known. 91 , 92 , 93 , 94 EPA’s IRI S program has not yet evaluated these new data. EPA does not currentl y have an acute reference concentration for benzene. The Agency for Toxic Substances and Disease Registry

(ATSDR) Minimal Risk L evel (MRL) for acute exposure to benzene is 29 μg/m 3 for 1

- 14 day s exposure. 95 , 96

85 International Agency for Research on Cancer (IARC). (1987). Monographs on the evaluation of carcinogenic risk of chemicals to humans, Volume 29, Supplement 7, Some industrial chemicals and dyestuffs , World Health Organization, Lyon, France. 86 U.S. Department of Health and Human Services National Toxicology Program. (2011). 12th Report on Carcinogens

. Available at: http://ntp.niehs.nih.gov/?objectid=03C9AF75

- E1BF

- FF40

- DBA9EC0928DF8B15. 87 Aksoy, M. (1989). Hematotoxicity and carcinogenicity of benzene. Environ. Health Perspect. 82: 193

- 197. 88 Goldstein, B.D. (1988). Benzene toxicity. Occupational medicine. State of the Art Reviews. 3: 541

- 554

. 89 Rothman, N., G.L. Li, M. Dosemeci, W.E. Bechtol d, G.E. Marti, Y.Z. Wang, M. Linet, L.Q. Xi, W. Lu, M.T. Smith, N. Titenko

- Holland, L.P. Zhang, W. Blot, S.N. Yin, and R.B. Hayes. (1996). Hematotoxicity among Chinese workers heavily exposed to benzene. Am. J. Ind. Med. 29: 236

- 246. 90 U.S . EPA. (2002). Toxicological Revie w of Benzene (Noncancer Effects). Environmental Protection Agency , Integrated Risk Information System (IRIS), Research and Development, National Center for Environmental Assessment, Washington DC. This material is available electronical ly at http://www.epa.gov/iris/subst/0276.htm

. 91 Qu, O.; Shore, R.; Li, G.; Jin, X.; Chen, C.L.; Cohen, B.; Melikian, A.; Eastmond, D.; Rappaport, S.; Li, H.; Rupa, D.; Suramaya, R.; Songnian, W.; Hui fant, Y.; Meng, M.; Winnik, M.; Kwok, E.; Li, Y.; Mu, R.; Xu, B.; Zhang, X.; Li, K. (2003). HEI Report 115, Validation & Evaluation of Biomarkers in Workers Exposed to Benzene in China. 92 Qu, Q., R. Shore, G. Li, X. Jin, L.C. Chen, B. Cohen, et al. ( 2002). Hematological changes among Chinese workers with a broad range of benzene exposures. Am. J. Industr. Med. 42: 275

- 285. 93 Lan, Qing, Zhang, L., Li, G., Vermeulen, R., et al. (2004). Hematotoxically in Workers Exposed to Low Levels of Benzene. S cience 306: 1774

- 1776. 94 Turtletaub, K.W. and Mani, C. (2003). Benzene metabolism in rodents at doses relevant to human exposure from Urban Air. Research Reports Health Effect Inst. Report No.113. 95 U.S. Agency for Toxic Substances and Disease Registry (ATSDR). (2007). Toxicological profile for benzene. Atlanta, GA: U.S. Department of Health and Human Services, Public Health Service. http://www.atsdr.cdc.gov/ToxProfiles/tp3.pdf. 96 A minimal risk level (MRL) is defined as an estimate of the daily human exposure to a hazardous substance that is likely to be without appreciable risk of adverse noncancer health effects over a specified duration of exposure.Page 49 of 961 ii. Formaldehyde In 1991, EPA concluded that formaldeh yde is a carcinogen based on nasal tumors in animal bioassays. 97 An Inhalation Unit Risk for cancer and a Reference Dose for oral noncancer effects were developed by the Ag ency

and posted on the IRI S database. Since that time, the National Toxicology

Program (NTP) and International Agency for Research on Cancer (IARC) have concluded that formaldeh yde is a known human carcinogen. 98 , 99 , 100 The conclusions b y IAR C and NTP reflect the results of epidemiologic research published since 1991 in combination with previous animal, human and mechanistic evidence. Research conducted b y the National Cancer Institute reported an increased risk of nasophary

ngeal cancer and specific l ymphohematopoietic malignancies among workers exposed to formaldeh yde. 101 , 102 , 103 A National Institute of Occupational Safety and Health study

of garment workers also reported increased risk of death due to leukemia among workers exposed to formaldeh yde. 104 Extended foll ow - up of a cohort of British chemical workers did not report evidence of an increase in nasophary ngeal or l ymphohematopoietic cancers, but a continuing statistically

significant excess in lung cancers was reported. 105 Finall y, a study of embalmers reported formaldehyde exposures to be associated with an increased risk of myeloid leukemia but not brain cancer. 106 Health effects of formaldehyde in addition to cancer were reviewed b y the Agency for Toxics Substances and Disease Registry in 1999 107 and supplemente d in 2010, 108 and by the

97 EPA. Integrated Risk Information System. Formaldehyde (CASRN 50

- 00

- 0) http://www.epa.gov/iris/subst/0 419/htm 98 National Toxicology Program, U.S. Department of Health and Human Services (HHS), 12th Report on Carcinogens, June 10, 2011 99 IARC Monographs on the Evaluation of Carcinogenic Risks to Humans Volume 88 (2006): Formaldehyde, 2

- Butoxyethanol and 1

- t ert
- Butoxypropan

- 2

- ol 100 IARC Mongraphs on the Evaluation of Carcinogenic Risks to Humans Volume 100F (2012): Formaldehyde 101 Hauptmann, M..; Lubin, J. H.; Stewart, P. A.; Hayes, R. B.; Blair, A. 2003. Mortality from lymphohematopoetic malignancies among w orkers in formaldehyde industries. Journal of the National Cancer Institute 95: 1615

- 1623. 102 Hauptmann, M..; Lubin, J. H.; Stewart, P. A.; Hayes, R. B.; Blair, A. 2004. Mortality from solid cancers among workers in formaldehyde industries. American Jo urnal of Epidemiology 159: 1117

- 1130. 103 Beane Freeman, L. E.; Blair, A.; Lubin, J. H.; Stewart, P. A.; Hayes, R. B.; Hoover, R. N.; Hauptmann, M. 2009. Mortality from lymphohematopoietic malignancies among workers in formaldehyde industries: The National Cancer Institute cohort. J. National Cancer Inst. 101: 751

- 761. 104 Pinkerton, L. E. 2004. Mortality among a cohort of garment workers exposed to formaldehyde: an update. Occup. Environ. Med. 61: 193

- 200. 105 Coggon, D, EC Harris, J Poole, KT Palmer. 2003. Extended follow

- up of a cohort of British chemical workers exposed to formaldehyde. J National Cancer Inst. 95:1608

- 1615. 106 Hauptmann, M,; Stewart P. A.; Lubin J. H.; Beane Freeman, L. E.; Hornung, R. W.; Herrick, R. F.; Hoover, R. N.; Fraumeni, J. F.; Haye s, R. B. 2009. Mortality from lymphohematopoietic malignancies and brain cancer among em balmers exposed to formaldehyde. Journal of the National Cancer Institute 101:1696

- 1708. 107 AT SDR. 1999. Toxicological Profile for Formaldehyde, U.S. Department of Hea lth and Human Services (HHS), July 1999. 108 AT SDR. 2010. Addendum to theToxicological Profile for Formaldehyde

. U.S. Department of Health and Human Services (HHS), October 2010.Page 50 of 961

World Health Organization. 109 These organizations reviewed the literature concerning effects on the eyes and respiratory

sy stem, the primary

point of contact for inhaled formaldehyde, including sensory irritation of eyes and respirato ry tract, pulmonary

function, nasal histopathology , and immune sy stem effects. In addition, research on reproductive and developmental effects and neurological effects were discussed. EPA released a draft Toxicological Review of Formaldehyde

– Inhalatio n Assessment through the IR IS program for peer review by the National Research Council (NRC) and public comment in June 2010. 110 The draft assessment reviewed more recent research from animal and human studies on cancer and other health effects. The NRC re leased their review report in April 2011. 111 The EPA is currently revising the draft assessment in response to this review. iii. Acetaldehyde Acetaldeh yd e is classified in EPA’s IRI S database as a probable human carcinogen, based on nasal tumors in rats, and is considered toxic by the inhalation, oral, and intravenous routes. 112 The URE in IRIS for acetaldeh yd e is 2.2 × 10 - 6 per μg/m 3

. 113 Acetaldehyde is reasonabl y anticipated to be a human carcinogen by the U.S. DHHS in the 12 th Report on Carcinogens and is class ified as possibly carcinogenic to humans (Group 2B) b y the IARC. 114 , 115 EPA is currentl y conducting a reassessment of cancer risk from inhalation exposure to acetaldeh yde. The primary

noncancer effects of exposure to acetaldehyde vapors include irritation of the eyes, skin, and respiratory tract. 116 Inshort

- term (4 week) rat studies, degeneration of olfactory epithelium was observed at various concentration levels of acetaldehyde

109 IPCS. 2002. Concise International Chemical Assessment Document 40. Formaldehy de. World Health Organization. 110 EPA (U.S. Environmental Protection Agency). 2010. Toxicological Review of Formaldehyde (CAS No. 50

- 00

- 0)

– Inhalation Assessment: In Support of Summary Information on the Integrated Risk Information System (IRIS). External Review Draft. EPA/635/R

- 10/002A. U.S. Environmental Protection Agency, Washington DC [online]. Available: http://cfpub.epa.gov/ncea/irs_drats/recordisplay.cfm?deid=223614 111 NRC (National Research Council). 2011. Review of the Environmental Protection Ag ency’s Draft IRIS Assessment of Formaldehyde. Washington DC: National Academies Press. http://books.nap.edu/openbook.php?record_id=13142 112 U.S. EPA (1991). Integrated Risk Information System File of Acetaldehyde. Research and Development, National Center for Environmental Assessment, Washington, DC. This material is available electronically at http://www.epa.gov/iris/subst/0290.htm

. 113 U.S. EPA (1991). Integrated Risk Information System File of Acetaldehyde. This material is available electronically at http://www.epa.gov/iris/subst/0290.htm. 114 NTP. (2011). Report on Carcinogens, T we lfth Edition. Research Triangle Park, NC: U.S. Department of Health and Human Services, Public Health Service, National Toxicology Program. 499 pp. 115 International Agency for Research on Cancer (IARC). (1999). Re

- evaluation of some organic chemicals, hydrazine, and hydrogen peroxide. IARC Monographs on the Evaluation of Carcinogenic Risk of Chemical to Humans, Vol 71. Lyon, France. 116 U.S. EPA (1991). Integrated Risk Information System File of Acetaldehyde. This material is available electronically at http://www.epa.gov/iris/subst/0290.htm.Page 51 of 961

exposure. 117 , 118 Data from these studies were used b y EPA to develop an inhalation r eference concentration of 9 μg/m 3 . Some asthmatics have been shown to be a sensitive subpopulation to decrements in functional expiratory volume (FEV1 test) and bronchoconstriction upon acetaldeh yde inhalation. 119 The agency is currently

conducting a reass essment of the health hazards from inhalation exposure to acetaldeh yde.

iv. Acrolein EPA most recently

evaluated the toxicological and health effects literature related to acrolein in 2003 and concluded that the human carcinogenic potential of acrolein coul d not be determined because the available data were inadequate. No information was available on the carcinogenic effects of acrolein in humans and the animal data provided inadequate evidence of carcinogenicity

. 120 The IARC determined in 1995 that acrolein was not classifiable as to its carcinogenicity

in humans. 121 Lesions to the lungs and upper respiratory tract of rats, rabbits, and hamsters have been observed after subchronic exposure to acrolein. 122 The Agency has developed an RfC for acrolein of 0.02 μ g/m 3 and an RfD of 0.5 μg/kg

- day

. 123 EPA is considering updating the acrolein assessment with data that have become available since the 2003 assessment was completed. Acrolein is extremely

acrid and irritating to humans when inhaled, with acute exposure res ulting in upper respiratory tract irritation, mucus hy persecretion and congestion. The intense irritancy of this carbonyl has been demonstrated during controlled tests in human subjects, who suffer intolerable eye and nasal mucosal sensory reactions withi n minutes of exposure. 124 These data and additional studies regarding acute effects of human exposure to acrolein are

117 U.S. EPA. (2003). Integrated Risk Information System File of Acrolein. Research and Development, National Center for Environmental As sessment, Washington, DC. This material is available electronically at http://www.epa.gov/iris/subst/0364.htm

. 118 Appleman, L.M., R.A. Woutersen, and V.J. Feron. (1982). Inhalation toxicity of acetaldehyde in rats. I. Acute and subacute studies. Toxicology . 23: 293

- 297. 119 Myou, S.; Fujimura, M.; Nishi K.; Ohka, T.; and Matsuda, T. (1993) Aerosolized acetaldehyde induces histamine

- mediated bronchoconstriction in asthmatics. Am. Rev. Respir.Dis.148(4 Pt 1): 940

- 943. 120 U.S. EPA. (2003). Integrated Risk Inf ormation System File of Acrolein. Research and Development, National Center for Environmental Assessment, Washington, DC. This material is available at http://www.epa.gov/iris/subst/0364.htm

. 121 International Agency for Research on Cancer (IARC). (1995) . Monographs on the evaluation of carcinogenic risk of chemicals to humans, Volume 63. Dry cleaning, some chlorinated solvents and other industrial chemicals, World Health Organization, Lyon, France. 122 U.S. EPA. (2003). Integrated Risk Information System File of Acrolein. Office of Research and Development, National Center for Environmental Assessment, Washington, DC. This material is available at http://www.epa.gov/iris/subst/0364.htm. 123 U.S. EPA. (2003). Integrated Risk Information System File of Acro lein. Office of Research and Development, National Center for Environmental Assessment, Washington, DC. This material is available at http://www.epa.gov/iris/subst/0364.htm. 124 U.S. EPA. (2003) Toxicological review of acrolein in support of summary information on Integrated Risk Information System (IRIS) National Center for Environmental Assessment, Washington, DC. EPA/635/R

- 03/003. p. 10. Available online at: http://www.epa.gov/ncea/iris/toxreviews/0364tr.pdf

.Page 52 of 961

summarized in EPA’s 2003 IRI S Human Health Assessment for acrolein. 125 Studies in humans indicate that levels as low as 0.09 ppm (0.21 mg/m 3 ) for five minutes may elicit subjective complaints of eye irritation with increasing concentrations leading to more extensive eye, nose and respiratory

s ymptoms. Acute exposures in animal studies report bronchial hy per responsiveness. Based on animal data (more pronounced respiratory irritancy in mice with allergic airway

disease in comparison to non

- diseased mice 126 ) and demonstration of similar effects in humans (e.g., reduction in respiratory rate), individuals with compromised respiratory function (e.g ., emph ys ema, asthma) are expected to be at increased risk of developing adverse responses to strong respiratory irritants such as acrolein. EPA does not currently have an acute reference concentration for acrolein. The available health effect reference values for acrolein have been summarized by EPA and include an ATSDR MRLfor acute exposure to acrolein of 7 μg/m 3 for 1

- 14 day s exposure; and Reference Exposure L evel (REL) values from the California Office of Environmental Health Hazard Assessment (OEHHA ) for one

- hour and 8

- hour exposures of 2.5 μg/m 3 and 0.7 μg/m 3 , respectively. 127

v. 1,3

-Butadiene EPA has characterized 1,3

- butadiene as carcinogenic to humans by inhalation. 128 , 129 The IARC has determined that 1,3

- butadiene is a human carcinogen and the U.S. DHHS has characterized 1,3

- butadiene as a known human carcinogen. 130 , 131 , 132 There are numerous studies consistently

demonstrating that 1,3

- butadiene is metabolized into genotoxic metabolites by experimental animals and humans. The specific mechanisms of 1,3

- butad iene

- induced carcinogenesis are unknown; however, the scientific evidence strongly suggests that the carcinogenic effects are mediated b y genotoxic metabolites. Animal data suggest that females may be more sensitive than males for cancer effects associate d with 1,3

- butadiene exposure; there are insufficient data in humans from which to draw conclusions about sensitive

125 U.S. EPA. (2003) Toxicological review of acrolein in support of summary information on Integrated Risk Information System (IRIS) National Center for Environmental Assessment, Washington, DC. EPA/635/R

- 03/003. Available online at: http://www.epa.gov/ncea/iris/toxreviews/0364tr.pdf

. 126 Morris JB, S ymanowicz PT, Olsen JE, et al. (2003). Immediate sensory nerve

- mediated respiratory responses to irritants in healthy and allergic airway - diseased mice. J Appl Physiol 94(4):1563

- 1571. 127 U.S. EPA. (2009). Graphical Arrays of Chemical

- Specific Health Effec t Reference Values for Inhalation Exposures (Final Report). U.S. Environmental Protection Agency, Washington, DC, EPA/600/R

- 09/061, 2009. http://cfpub.epa.gov/ncea/cfm/recordisplay.cfm?deid=211003 128 U.S. EPA. (2002). Health Assessment of 1,3

- Butadiene. O ffice of Research and Development, National Center for Environmental Assessment, Washington Office, Washington, DC. Report No. EPA600

- P

- 98

- 001F. This document is available electronically at http://www.epa.gov/iris/supdocs/buta

- sup.pdf

. 129 U.S. EPA. (2002) . “Full IRIS Summary for 1,3

- butadiene (CASRN 106

- 99

- 0)” Environmental Protection Agency, Integrated Risk Information System (IRIS), Research and Development, National Center for Environmental Assessment, Washington, DC http://www.epa.gov/iris/subst/0139.htm. 130 International Agency for Research on Cancer (IARC). (1999). Monographs on the evaluation of carcinogenic risk of chemicals to humans, Volume 71, Re

- evaluation of some organic chemicals, hydrazine and hydrogen peroxide and Volume 97 (in preparation), World Health Organization, Lyon, France. 131 International Agency for Research on Cancer (IARC). (2008). Monographs on the evaluation of carcinogenic risk of chemicals to humans, 1,3

- Butadiene, Ethylene Oxide and Vinyl Halides (Vinyl Fluoride, Vinyl Chlori de and Vinyl Bromide) Volume 97, World Health Organization, Lyon, France. 132 NTP. (2011). Report on Carcinogens, T we lfth Edition. Research Triangle Park, NC: U.S. Department of Health and Human Services, Public Health Service, National Toxicology Program. 499 pp.Page 53 of 961

subpopulations. The URE for 1,3

- butadiene is 3 × 10 - 5 per μg/m 3

. 133 1,3

- butadiene also causes a variety of reproductive and developmental ef fects in mice; no human data on these effects are available. The most sensitive effect was ovarian atrophy observed in a lifetime bioassay of female mice. 134 Based on this critical effect and the benchmark concentration methodology , an RfC for chronic heal th effects was calculated at 0.9 ppb (approximately 2 μg/m 3 ). vi. Ethanol EPA is planning to develop an assessment of the health effects of exposure to ethanol, a compound which is not currentl y listed on EPA’s IRIS database. Extensive health effects data are available for ingestion of ethanol, while data on inhalation exposure effects are sparse. In developing the assessment, EPA is evaluating pharmacokinetic models as a means of extrapolating across species (animal to human) and across exposure routes (oral to inhalation) to better characterize the health hazards and dose

- response relationships for low levels of ethanol exposure in the environment.

vii. Polycyclic Organic Matter The term pol yc yclic organic matter (POM) defines a broad class of compounds that includes the polycyclic aromatic hydrocarbon compounds (PAHs). One of these compounds, naphthalene, is discussed separately below. POM compounds are formed primarily from combustion and are present in the atmosphere in gas and particulate form. Cancer is th e major concern from exposure to POM. Epidemiologic studies have reported an increase in lung cancer in humans exposed to diesel exhaust, coke oven emissions, roofing tar emissions, and cigarette smoke; all of these mixtures contain POM compounds. 135 , 136 Ani mal studies have reported respiratory

tract tumors from inhalation exposure to benzo[a]py rene and alimentary

tract and liver tumors from oral exposure to benzo[a]py rene. 137 In1997 EPA classified seven PAHs (benzo[a]py

rene, benz[a]anthracene, chry sene, benz o[b]fluoranthene, benzo[k]fluoranthene, dibenz[a,h]anthracene, and indeno[1,2,3

- cd]py rene) as Group B2, probable human carcinogens. 138 Since that time, studies have found that maternal exposures to PAHs in a population of pregnant women were associated with several adverse birth outcomes, including low birth weight and reduced length at birth, as well as impaired cognitive development in

133 U.S. EPA. (2002). “Full IRIS Summary for 1,3

- butadiene (CASRN 106

- 99

- 0)” Environmental Protection Agency, Integrated Risk Information System (IRIS), Research and Development, National Center for Environmental Assessment, Washington, DC http://www .epa.gov/iris/subst/0139.htm. 134 Bevan, C.; Stadler, J.C.; Elliot, G.S.; et al. (1996). Subchronic toxicity of 4

- vinylcyclohexene in rats and mice by inhalation. Fundam. Appl. Toxicol. 32:1

- 10. 135 Agency for Toxic Substances and Disease Registry (ATSDR). ( 1995). Toxicological profile for Polycyclic Aromatic Hydrocarbons (PAHs). Atlanta, GA: U.S. Department of Health and Human Services, Public Health Service. Available electronically at http://www.atsdr.cdc.gov/ToxProfiles/TP.asp?id=122&tid=25. 136 U.S. EPA ( 2002). Health Assessment Document for Diesel Engine Exhaust . EPA/600/8

- 90/057F Office of Research and Development, Washington DC. http://cfpub.epa.gov/ncea/cfm/recordisplay.cfm?deid=29 060

. 137 International Agency for Research on Cancer (IARC). (2012). Monographs on the Evaluation of the Carcinogenic Risk of Chemicals for Humans, Chemical Agents and Related Occupations. Vol. 100F. Lyon, France. 138 U.S. EPA (1997). Integrated Risk I nformation System File of indeno(1,2,3

- cd)pyrene. Research and Development, National Center for Environmental Assessment, Washington, DC. This material is available electronically at http://www.epa.gov/ncea/iris/subst/0457.htm.Page 54 of 961

preschool children (3 ye ars of age). 139 , 140 These and similar studies are being evaluated as a part of the ongoing IR IS assess ment of health effects associated with exposure to benzo[a]py rene. viii. Naphthalene Naphthalene is found in small quantities in gasoline and diesel fuels. Naphthalene emissions have been measured in larger quantities in both gasoline and diesel exhaust compare d with evaporative emissions from mobile sources, indicating it is primaril y a product of combustion. Acute (short

- term) exposure of humans to naphthalene b y inhalation, ingestion, or dermal contact is associated with hemoly tic anemia and damage to the li ver and the nervous sy stem. 141 Chronic (long term) exposure of workers and rodents to naphthalene has been reported to cause cataracts and retinal damage. 142 EPA released an external review draft of a reassessment of the inhalation carcinogenicity of naphtha lene based on a number of recent animal carcinogenicity studies. 143 The draft reassessment completed external peer review. 144 Based on external peer review comments received, a revised draft assessment that considers all routes of exposure, as well as cancer and noncancer effects, is under development. The external review draft does not represent official agency opinion and was released solely for the purposes of external peer review and public comment. The National Toxicology Program listed naphthalene as "reasonably anticipated to be a human carcinogen" in 2004 on the basis of bioassay s reporting clear evidence of carcinogenicity in rats and some evidence of carcinogenicity

in mice. 145 California EPA has released a new risk assessment for naphthalene, and the IARC has reevaluated naphthalene and re

- classified it as Group 2B: possibly carcinogenic to humans. 146

139 Perera , F.P.; Rauh, V.; T sai, W

- Y.; et al. (2002). Effect of transplacental exposure to environmental pollutants on birth outcomes in a multiethnic population. Environ Health Perspect. 111: 201

- 205. 140 Perera, F.P.; Rauh, V.; Whyatt, R.M.; Tsai, W.Y.; Tang, D.; Diaz, D.; Hoepner, L.; Barr, D.; Tu, Y.H.; Camann, D.; Kinney, P. (2006). Effect of prenatal exposure to airborne polycyclic aromatic hydrocarbons on neurodevelopment in the first 3 years of life among inner

- city children. Environ Health Perspect 114: 1287

- 1292. 141 U. S. EPA . 1998. Toxicological Review of Naphthalene (Reassessment of the Inhalation Cancer Risk), Environmental Protection Agency, Integrated Risk Information System, Research and Development, National Center for Environmental Assessment, Washington, DC. This m aterial is available electronically at http://www.epa.gov/iris/subst/0436.htm

. 142 U. S. EPA. 1998. Toxicological Review of Naphthalene (Reassessment of the Inhalation Cancer Risk), Environmental Protection Agency, Integrated Risk Information System, Research and Development, National Center for Environmental Assessment, Washington, DC. This material is available electronically at http://www.epa.gov/iris/subst/0436.htm

. 143 U. S. EPA. (1998). Toxicological Review of Naphthalene (Reassessment of the Inhalat ion Cancer Risk), Environmental Protection Agency, Integrated Risk Information System, Research and Development, National Center for Environmental Assessment, Washington, DC. This material is available electronically at http://www.epa.gov/iris/subst/0436. htm

. 144 Oak Ridge Institute for Science and Education. (2004). External Peer Review for the IRIS Reassessment of the Inhalation Carcinogenicity of Naphthalene. August 2004. http://cfpub.epa.gov/ncea/cfm/recordisplay.cfm?deid=84403

. 145 NT P. (2011). Re port on Carcinogens, T we lfth Edition. Research Triangle Park, NC: U.S. Department of Health and Human Services, Public Health Service, National Toxicology Program. 499 pp. 146 International Agency for Research on Cancer (IARC). (2002). Monographs on the Ev aluation of the Carcinogenic Risk of Chemicals for Humans. Vol. 82. Lyon, France.Page 55 of 961

Naphthalene also causes a number of chronic non

- cancer effects in animals, including abnormal cell changes and growth in respiratory and nasal tissues

. 147 The current EPA IRI S assessment includes noncancer data on h yperplasia and metaplasia in nasal tissue that form the basis of the inhalation RfC of 3 μg/m 3

. 148 The ATSDR MRLfor acute exposure to naphthalene is 0.6 mg/kg/day

.

ix. Other Air Toxics In addition to the compounds described above, other compounds in gaseous hydrocarbon and PM emissions from motor vehicles will be affected b y this action . Mobile source air toxic compounds that will potentially be impacted include eth ylbenzene, propionaldehyde, tolu ene, and x yl ene. Information regarding the health effects of these compounds can be found in EPA’s IR IS database. 149 b. Current Concentration s of Air Toxics The most recent available data indicate that the majority of Americans continue to be exposed to ambie nt concentrations of air toxics at levels which have the potential to cause adverse health effects. 150 The levels of air toxics to which people are exposed vary depending on where people live and work and the kinds of activities in which they engage, as dis cussed in detail in U.S. EPA’s most recent Mobile Source Air Toxics Rule. 151 According to the National Air Toxic Assessment (NATA) for 2005, 152 mobile sources were responsible for 43 percent of outdoor toxic emissions and over 50 percent of the cancer risk an d noncancer hazard associated with primary

emissions. Mobile sources are also large contributors to precursor emissions which react to form secondary

concentrations of air toxics. Formaldehyde is the largest contributor to cancer risk of all 80 pollutant s quantitatively assessed in the 2005 NATA. Mobile sources were responsible for over 40 percent of primary emissions of this pollutant in 2005, and are major contributors to formaldehyde precursor emissions. Benzene is also a large contributor to cancer risk, and mobile sources account for over 70 percent of ambient exposure. Over the ye ars, EPA has implemented a number of mobile source and fuel controls which have resulted in VOC reductions, which also reduced formaldeh yde, benzene and other air toxic emissions.

147 U. S. EPA. (1998). Toxicological Review of Naphthalene, Environmental Protection Agency, Integrated Risk Information System, Research and Development, National Center fo r Environmental Assessment, Washington, DC. This material is available electronically at http://www.epa.gov/iris/subst/0436.htm 148 U.S. EPA. (1998). Toxicological Review of Naphthalene. Environmental Protection Agency, Integrated Risk Information System (IRIS), Research and Development, National Center for Environmental Assessment, Washington, DC http://www.epa.gov/iris/subst/0436.htm. 149 U.S. EPA Integrated Risk Information System (IRIS) database is available at: www.epa.gov/iris 150 U.S. EPA. (2011) Summary of Results for the 2005 National

- Scale Assessment. www.epa.gov/ttn/atw/nata2005/05pdf/sum_results.pdf. 151 U. S. Environmental Protection Agency (2007). Control of Hazardous Air Pollutants from Mobile Sources; Final Rule. 72 FR 8434, February 26, 200 7. 152 U. S. EPA. (2011). 2005 National

- Scale Air Toxics Assessment. http://www.epa.gov/ttn/atw/nata2005/.Page 56 of 961

6. Near

- Roadway

Pollution Locations in close proximity to major roadway s generall y have elevated concentrations of many air pollutants emitted from motor vehicles. Hundreds of such studies have been published in peer

- reviewed journals, concluding that concentrations of CO, NO, NO 2 , benzene, aldeh ydes, particulate matter, black carbon, and many other compounds are elevated in ambient air within approximately

300

- 600 meters (about 1,000

- 2,000 feet) of major roadway s. Highest concentrations of most p ollutants emitted directly by motor vehicles are found at locations within 50 meters (about 165 feet) of the edge of a roadway ’s traffic lanes. A recent large

- scale review of air quality measurements in vicinity of major roadway s between 1978 and 2008 conc luded that the pollutants with the steepest concentration gradients in vicinities of roadway s were CO, ultrafine particles, metals, elemental carbon (EC), NO, NO X , and several VOCs. 153 These pollutants showed a large reduction in concentrations within 100 m eters downwind of the roadway . Pollutants that showed more gradual reductions with distance from roadway s included benzene, NO 2 , PM 2.5 , and PM 10 . In the review article, results varied based on the method of statistical analy sis used to determine the tren d. For pollutants with relatively high background concentrations relative to near

- road concentrations, detecting concentration gradients can be difficult. For example, many aldehydes have high background concentrations as a result of photochemical breakdo wn of precursors from many different organic compounds. This can make detection of gradients around roadway s and other primary

emission sources difficult. However, several studies have measured aldehydes in multiple weather conditions, and found higher c oncentrations of man y carbonyls downwind of roadway s. 154 , 155 These findings suggest a substantial roadway source of these carbonyls. In the past 15 years, many studies have been published with results reporting that populations who live, work, or go to school near high

- traffic roadway s experience higher rates of numerous adverse health effects, compared to populations far away from major roads. 156 In addition, numerous studies have found adverse health effects associated with spending time in traffic, su ch as commuting or walking along high

- traffic roadway s. 157 , 158 , 159 , 160 The health

153 Karner, A.A.; Eisinger, D.S.; Niemeier, D.A. (2010). Near

- roadway air quality: synthesizing the findings from real

- wo rld data. Environ Sci Te chnol 44: 5334

- 5344. 154 Liu, W.; Zhang, J.; Kwon, J.l; et l. (2006). Concentrations and source characteristics of airborne carbonyl compounds measured outside urban residences. J Air Waste Manage Assoc 56: 1196

- 1204. 155 Cahill, T.M.; Charles, M.J.; Seaman , V.Y. (2010). Development and application of a sensitive method to determine concentrations of acrolein and other carbonyls in ambient air. Health Effects Institute Research Report 149. Available at http://dx.doi.org 156 In the widely

- used PubMed database o f health publications, between January 1, 1990 and August 18, 2011, 605 publications contained the keywords “traffic, pollution, epidemiology,” with approximately half the studies published after 2007. 157 Laden, F.; Hart, J.E.; Smith, T.J.; Davis, M.E.; G arshick, E. (2007) Cause

- specific mortality in the unionized U.S. trucking industry. Environmental Health Perspect 115:1192

- 1196. 158 Peters, A.; von Klot, S.; Heier, M.; Trentinaglia, I.; Hörmann, A.; Wichmann, H.E.; Löwel, H. (2004) Exposure to traffic an d the onset of myocardial infarction. New England J Med 351: 1721

- 1730.Page 57 of 961

outcomes with the strongest evidence linking them with traffic

- associated air pollutants are respiratory

effects, particularly

in asthmatic children, and cardiovascular effects. Num erous reviews of this body of health literature have been published as well. In 2010, an expert panel of the Health Effects Institute (HEI) published a review of hundreds of exposure, epidemiology , and toxicology studies. 161 The panel rated how the evidenc e for each typ e of health outcome supported a conclusion of a causal association with traffic

- associated air pollution as either “sufficient,” “suggestive but not sufficient,” or “inadequate and insufficient.” The panel categorized evidence of a causal association for exacerbation of childhood asthma as “sufficient.” The panel categorized evidence of a causal association for new onset asthma as between “sufficient” and as “suggestive but not sufficient.” “Suggestive of a causal association” was how the panel categorized evidence linking traffic

- associated air pollutants with exacerbation of adult respiratory s ymptoms and lung function decrement. It categorized as “inadequate and insufficient” evidence of a causal relationship between traffic

- related air pollution and health care utilization for respiratory problems, new onset adult asthma, chronic obstructive pulmonary

disease (COPD), nonasthmatic respiratory allergy , and cancer in adults and children. Other literature reviews have been published with conclusions similar to the HEI panel’s. 162 , 163 , 164 Health outcomes with few publications suggest the possibility of other effects still lacking sufficient evidence to draw definitive conclusions. Among these outcomes with a small number of positive studies are neurological impacts (e.g., autism and reduced cognitive function) and reproductive outcomes (e.g., preterm birth, low birth weight). 165 , 166 , 167 , 168 In addition to health outcomes, particularl y cardiopulmonary effects, conclusions of numerous studies suggest me chanisms by which traffic

- related air pollution affects health.

159 Zanobetti, A.; Stone, P.H.; Spelzer, F.E.; Schwartz, J.D.; Coull, B.A.; Suh, H.H.; Nearling, B.D.; Mittleman, M.A.; Verrier, R.L.; Gold, D.R. (2009) T

- wave alternans, air pollution and traffic in high

- risk subjects. Am J Cardiol 104: 665

- 670. 160 Dubowsky Adar, S.; Adamkiewicz, G.; Gold, D.R.; Schwartz, J.; Coull, B.A.; Suh, H. (2007) Ambient and microenvironmental particles and exhaled nitric oxide before and after a group bus trip . Environ Health Perspect 115: 507

- 512. 161 Health Effects Institute Panel on the Health Effects of Traffic

- Related Air Pollution. (2010). Traffic

- related air pollution: a critical revie w of the literature on emissions, exposure, and health effects. HEI Special Report 17. Available at http://www.healtheffects.org 162 Boothe, V.L.; Shendell, D.G. (2008). Potential health effects associated with residential proximity to freeways and primay roads: review of scientific literature, 1999

- 2006. J Environ Health 70: 33

- 41. 163 Salam, M.T.; Islam, T.; Gilliland, F.D. (2008). Recent evidence for adverse effects of residential proximity to traffic sources on asthma. Curr Opin Pulm Med 14: 3

- 8. 164 Raaschou

-Nielsen, O.; Reynolds, P. (2006). Air pollution and childhoo d cancer: a review of the epidemiological literature. Int J Cancer 118: 2920

- 9. 165 Volk, H.E.; Hertz

- Picciotto, I.; Delwiche, L.; et al. (2011). Residential proximity to freeways and autism in the CHARGE study. Environ Health Perspect 119: 873

- 877. 166 F ranco - Suglia, S.; Gryparis, A.; Wright, R.O.; et al. (2007). Association of black carbon with cognition among children in a prospective birth cohort study. Am J Epidemiol. doi: 10.1093/aje/kwm308. [Online at http://dx.doi.org] 167 Power, M.C.; Weisskopf, M .G.; Alexeef, S.E.; et al. (2011). Traffic

- related air pollution and cognitive function in a cohort of older men. Environ Health Perspect 2011: 682

- 687. 168 Wu, J.; Wilhelm, M.; Chung, J.; et al. (2011). Comparing exposure assessment methods for traffic

- rel ated air pollution in and adverse pregnancy outcome study. Environ Res 111: 685

- 6692.Page 58 of 961

Numerous studies indicate that near

- roadway exposures may increase s ys temic inflammation, affecting organ s ys tems, including blood vessels and lungs. 169 , 170 , 171 , 172 Lo ng - term exposures in near - road environments have been associated with inflammation

- associated conditions, such as atherosclerosis and asthma. 173 , 174 , 175 Several studies suggest that some factors may increase susceptibility

to the effects of traffic

- associated air pollution. Several studies have found stronger respiratory associations in children experiencing chronic social stress, such as in violent neighborhoods or in homes with high famil y stress. 176 , 177 , 178 The risks associated with residence, workplace, or schools near major roads are of po tentially

high public health significance due to the large population in such locations. According to the 2009 American Housing Survey , over 22 million homes (17.0 percent of all U.S. housing units) were located within 300 feet of an airport, railroad, or highway with four or more lanes. This corresponds to a population of more than 50 million U.S. residents in close proximity to high

- traffic roadway s or other transportation sources. Based on 2010 Census data, a 2013 publication estimated that 19 percent of the U.S. population (over 59 million people) lived within 500 meters of roads with at least 25,000 annual average dail y traffic (AADT), while about 3.2 percent of the population lived within 100 meters (about 300 feet) of such roads. 179 Another 2013 study

estimated that 3.7 percent of the U.S. population (about 11.3 million people) lived within 150 meters (about 500 feet) of interstate highway s, or other freeways and expressway s. 180

169 Riediker, M. (2007). Cardiovascular effects of fine particulate matter components in highway patrol officers. Inhal Toxicol 19: 99

- 105. doi: 10.1080/0895837070149 5238 Available at http://dx.doi.org 170 Alexeef, S.E.; Coull, B.A.; Gryparis, A.; et al. (2011). Medium

- term exposure to traffic

- related air pollution and markers of inflammation and endothelial function. Environ Health Perspect 119: 481

- 486. doi:10.1289/e hp.1002560 Available at http://dx.doi.org 171 Eckel. S.P.; Berhane, K.; Salam, M.T.; et al. (2011). Traffic

- related pollution exposure and exhaled nitric oxide in the Children’s Health Study. Environ Health Perspect (IN PRESS). doi:10.1289/ehp.1103516

. Ava ilable at http://dx.doi.org 172 Zhang, J.; McCreanor, J.E.; Cullinan, P.; et al. (2009). Health effects of real

- world exposure diesel exhaust in persons with asthma. Res Rep Health Effects Inst 138. [Online at http://www.healtheffects.org] 173 Adar, S.D.; Kl ein, R.; Klein, E.K.; et al. (2010). Air pollution and the microvasculatory: a cross

- sectional assessment of in vivo retinal images in the population

- based Multi

- Ethnic Study of Atherosclerosis. PLoS Med 7(11): E1000372. doi:10.1371/journal.pmed.10003 72

. Available at http://dx.doi.org 174 Kan, H.; Heiss, G.; Rose, K.M.; et al. (2008). Proxpective analysis of traffic exposure as a risk factor for incident coronary heart disease: the Atherosclerosis Risk in Communities (ARIC) study. Environ Health Perspe ct 116: 1463

- 1468. doi:10.1289/ehp.11290

. Available at http://dx.doi.org 175 McConnell, R.; Islam, T.; Shankardass, K.; et al. (2010). Childhood incident asthma and traffic

- related air pollution at home and school. Environ Health Perspect 1021

- 1026. 176 Isl am , T.; Urban, R.; Gauderman, W.J.; et al. (2011). Parental stress increases the detrimental effect of traffic exposure on children’s lung function. Am J Respir Crit Care Med (In press) 177 Clougherty, J.E.; Levy, J.I.; Kubzansky, L.D.; et al. (2007). Syne rgistic effects of traffic

- related air pollution and exposure to violence on urban asthma etiology. Environ Health Perspect 115: 1140

- 1146. 178 Chen, E.; Schrier, H.M.; Strunk, R.C.; et al. (2008). Chronic traffic

- related air pollution and stress interact t o predict biologic and clinical outcomes in asthma. Environ Health Perspect 116: 970

- 5. 179 Rowangould, G.M. (2013) A census of the US near

- roadway population: public health and environmental justice considerations. Transportation Research Part D 25: 59

- 67. 180 Boehmer, T.K.; Foster, S.L.; Henry, J.R.; Woghiren

- Akinnifesi, E.L.; Yip, F.Y. (2013) Residential proximity to major highways

– United States, 2010. Morbidity and Mortality Weekly Report 62(3);46

- 50.Page 59 of 961

As discussed in Section III , on average , populations near major roads h ave higher fractions of minority residents and lower socioeconomic status. Furthermore, on average, Americans spend more than an hour traveling each day , bringing nearly all residents into a high

- exposure microenvironment for part of the day

. In light of these concerns , EPA has required and is working with states to ensure that air quality monitors be placed near high

- traffic roadway s for determining NAAQS compliance for CO, NO 2 , and PM 2.5 ( in addition to those existing monitors located in neighborhoods an d other locations farther away

from pollution sources )

. Near

- roadway monitors for NO 2 begin operation between 2014 and 2017 in Core Based Statistical Areas (CBSAs) with population of at least 500,000. Monitors for CO and PM 2.5 begin operation between 201 5 and 2017. These monitors will further our understanding of exposure in these locations. EPA continues to research near

- road air quality , including the types of pollutants found in high concentrations near major roads and health problems associated with the mixture of pollutants near roads. 7. Environmental Impacts of Motor Vehicles and Fuels
a. Plant and Ecosy stem Effects of Ozone The welfare effects of ozone can be observed across a variety of scales, i.e. subcellular , c ellular, leaf, whole plant, population and ecos ys tem. Ozone effects that begin at small spatial scales, such as the leaf of an individual plant, when they occur at sufficient magnitudes (or to a sufficient degree) can result in effects being propagated along a continuum to larger and larg er spatial scales. For example, effects at the individual plant level, such as altered rates of leaf gas exchange, growth and reproduction can , when widespread, result in broad changes in ecos ys tems, such as productivity , carbon storage, water cycling, nutrient cycling, and community composition. Ozone can produce both acute and chronic injury in sensitive species depending on the concentration level and the duration of the exposure. 181 Inthose sensitive species 182 , effects from repeated exposure to ozone throughout the growing season of the plant tend to accumulate , so that even low concentrations experienced for a longer duration have the potential to create chronic stress on vegetation

. 183 Ozone damage to sensitive s pecies includes impaired photosy nthesis and visible injury to leaves

. T he impairment of photosy nthesis, the process by which the plant makes carbohydrates (its source of energy and food), can lead to reduced crop

181 73 FR 16486 (March 27, 2008). 182 73 FR 16491 (March 27, 2008). Only a small percentage of all the plant species growing within the U.S. (over 43,000 species have been catalogued in the USDA PLANTS database) have been studied with respect to ozone sensitivity

. 183 The concentration at which ozone levels ov erwhelm a plant’s ability to detoxify or compensate for oxidant exposure varies. Thus, whether a plant is classified as sensitive or tolerant depends in part on the exposure levels being considered. Chapter 9, section 9.3.4 of U.S. EPA, 2013 Integrated Science Assessment for Ozone and Related Photochemical Oxidants. Office of Research and Development/National Center for Environmental Assessment. U.S. Environmental Protection Agency. EPA 600/R

- 10/076F.Page 60 of 961

yi elds, timber production, and plant productivity and growth. Impaired ph otosy nthesis can also lead to a reduction in root growth and carbohydrate storage below ground, resulting in other, more subtle plant and ecosy stems impacts. 184 These latter impacts include increased susceptibility

of plants to insect attack, disease, harsh weather, interspecies competition and overall decreased plant vigor. The adverse effects of ozone on areas with sensitive species could potentially

lead to species shifts and loss from the affected ecos ys tems , 185 resu lting in a loss or reduction in associated ecosy stem goods and services. Additional ly , visible ozone injury to leaves can result in a loss of aesthetic value in areas of special scenic significance like national parks and wilderness areas and reduc ed use of sensitive ornamentals in landscaping

. 186 T he Integrated Science Assessment (I SA) for Ozone presents more detailed information on how ozone effects vegetation and ecos ys tems. 187 The I SA concludes that ambient concentrations of ozone are associated with a number of adverse welfare effects and characterizes the weight of evidence for different effects associated with ozone. 188 The I SA concludes that visible foliar injury effects on vegetation, reduced vegetation growth, reduced productivity

in terrestrial ecos ys tems, reduced yi eld and quality of agricultural crops, and alteration of below

- ground biogeochemical cycles are causall y associated with exposure to ozone. It also concludes that reduced carbon sequestration in terrestrial ecosy stems, alteration of terrestrial ecos ys tem water cycling, and alteration of terrestrial community composition are likely to be causall y associated with exposure to ozone. b. Visibility Visibility can be defined as the degree to which the atmosphere is transparent to visible light. 189 Visibility impairment is caused by light scattering and absorption by suspended particles and gases. Visibility is important because it has direct significance to people’s enjoy ment of daily

activities in all parts of the country . Indiv iduals value good visibility for the well

- being it provides them directl y, where they live and work, and in places where they enjo y recreational opportunities. Visibility is also highly

valued in significant natural areas, such as

184 73 FR 16492 (March 27, 2008). 185 73 FR 16493/1649 4 (March 27, 2008) , Per footnote 2 above, ozone impacts could be occurring in areas where plant species sensitive to ozone have not yet been studied or identified. 186 73 FR 16490/ 16497 (March 27, 2008). 187 U.S. EPA. Integrated Science Assessment of Ozone and Related Photochemical Oxidants (Final Report). U.S. Environmental Protection Agency, Washington, DC, EPA/600/R

- 10/076F, 2013. The ISA is available at http://cfpub.epa.gov/ncea/isa/recordisplay.cfm?deid=247492#Dow nload 188 The Ozone ISA evaluates the evidence associated with different ozone related health and welfare effects, assigning one of five “weight of evidence” determinations: causal relationship, l ikely to be a causal relationship, suggestive of a causal relationship, inadequate to infer a causal relationship, and not likely to be a causal relationship. For more information on these levels of evidence, please refer to Table II of the ISA. 189 Natio nal Research Council, (1993). Protecting Visibility in National Parks and Wilderness Areas. National Academy of Sciences Committee on Haze in National Parks and Wilderness Areas. National Academy Press, Washington, DC. This book can be viewed on the National Academy Press Website at http://www.nap.edu/books/0309048443/html/Page 61 of 961

national parks and wilde rness areas, and special emphasis is given to protecting visibility in these areas. For more information on visibility see the final 2009 PM I SA. 190 EPA is working to address visibility impairment. In 1999 , EPA finalized the regional haze program to protec t the visibility in Mandatory

Class I Federal areas. 191 There are 156 national parks, forests and wilderness areas categorized as Mandatory Class IFederal areas. 192 These areas are defined in CAA section 162 as those national parks exceeding 6,000 acres, wi lderness areas and memorial parks exceeding 5,000 acres, and all international parks which were in existence on August 7, 1977. EPA has also concluded that PM 2.5 causes adverse effects on visibility

in other areas that are not protected by the Regional Haze Rule, depending on PM 2.5 concentrations and other factors that control their visibility impact effectiveness such as dry chemical composition and relative humidity (i.e., an indicator of the water composition of the particles). EPA revised the PM 2.5 standards in December 2012 and established a target level of protection that is expected to be met through attainment of the existing secondary standards for PM 2.5 . i. Current Visibility Levels As mentioned in Section II.B.2.c , millions of people live in nonattainment areas for the PM 2.5 NAAQS. These populations, as well as large numbers of individuals who travel to these areas, are likel y to experience visibility impairment. In addition, while visibility trends have improved in mandatory

class Ifederal areas, the most recent data show that these areas continue to suffer from visibility

impairment. In summary , visibility impairment is experienced throughout the U.S., in multi

- state regions, urban areas, and remote m andatory class I federal areas.
c. Atmospheric Deposition Wet and dry

deposition of ambient particulate matter delivers a complex mixture of metals (e.g., mercury , zinc, lead, nickel, aluminum, cadmium), organic compounds (e.g., polycyclic organic matter, dio xins, furans) and inorganic compounds (e.g., nitrate, sulfate) to terrestrial and aquatic ecosy stems. The chemical form of the compounds deposited depends on a variety of factors including ambient conditions (e.g., temperature, humidity, oxidant levels) and the sources of the material. Chemical and ph ys ical transformations of the compounds occur in the atmosphere as well as the media onto which they deposit. These transformations in turn influence the fate, bioavailability and potential toxicity

of these compounds. Atmospheric deposition has been identified as a key component of the environmental and human health hazard posed by several pollutants including mercury , dioxin and PCBs. 193

190 U.S. EPA. (2009). Integrated Science Assessment for Particulate Matter (Final Report). U.S. Environmental Protection Agency, Washington, DC, EPA/600/R

- 08/139F. 191 64 FR 35714 (July 1, 1999). 192 62 FR 38680

- 38681 (July 18, 1997). 193 U.S. EPA. (2000). Deposition of Air Pollutants to the Great Waters: Third Report to Congress. Office of Air Quality Planning and Standards. EPA

- 453/R

- 00

- 0005.Page 62 of 961

Adverse impacts on water quality can occur when atmospheric contaminant s deposit to the water surface or when material deposited on the land enters a waterbody through runoff. Potential impacts of atmospheric deposition to waterbodies include those related to both nutrient and toxic inputs. Adverse effects to human health and welfare can occur from the addition of excess nitrogen via atmospheric deposition. The nitrogen

- nutrient enrichment contributes to toxic algae blooms and zones of depleted ox ygen, which can lead to fish kills, frequently in coastal waters. Deposition of heav y metals or other toxics may lead to the human ingestion of contaminated fish, impairment of drinking water, damage to freshwater and marine ecos ys tem components, and limits to recreational uses. Several studies have been conducted in U.S. coastal waters and in the Great Lakes Region in which the role of ambient PM deposition and runoff is investigated. 194 , 195 , 196 , 197 , 198 Atmospheric deposition of nitrogen and sulfur contributes to acidification, altering biogeochemistry

and affecting animal and plant life in terrestrial and aquatic ecos ys tems across the United States. The sensitivity of terrestrial and aquatic ecosy stems to acidification from nitrogen and sulfur deposition is predominantly governed b y geology

. Prolonged exposure to excess nitrogen and sul fur deposition in sensitive areas acidifies lakes, rivers and soils. In creased acidity

in surface waters creates inhospitable conditions for biota and affects the abundance and nutritional value of preferred prey species, threatening biodiversity and ecos ys tem function. Over time, acidifying deposition also removes essential nutrients from forest soils, depleting the capacity of soils to neutralize future acid loadings and negativel y affecting forest sustainability . Major effects include a decline in sen sitive forest tree species, such as red spruce (

Picea rubens ) and sugar maple ( Acer saccharum ), and a loss of biodiversity of fishes, zooplankton, and macro invertebrates

. In addition to the role nitrogen deposition plays in acidification, nitrogen deposit ion also leads to nutrient enrichment and altered biogeochemical cycling. In aquatic sy stems increased nitrogen can alter species assemblages and cause eutrophication. In terrestrial sy stems nitrogen loading can lead to loss of nitrogen sensitive lichen species, decreased biodiversity of grasslands, meadows and other sensitive habitats, and increased potential for invasive species. For a broader explanation of the topics treated here, refer to the description in Section 6.3.2 of the RIA. Adverse impacts on soil chemistry and plant life have been observed for areas heavil y influenced b y atmospheric deposition of nutrients, metals and acid species, resulting in species shifts, loss of biodiversity, forest decline, damage to forest productivity and reduction s in ecos ys tem services. Potential impacts also include adverse effects to human health through

194 U.S. EPA. (2004). National Coastal Con dition Report II. Office of Research and Development/ Office of Water. EPA

- 620/R

- 03/002. 195 Gao, Y., E.D. Nelson, M.P. Field, et al. (2002). Characterization of atmospheric trace elements on PM 2.5 particulate matter over the New York

-New Jersey harbor e stuary. Atmos. Environ. 36: 1077

- 1086. 196 Kim , G., N. Hussain, J.R. Scudlark, and T.M. Church. (2000). Factors influencing the atmospheric depositional fluxes of stable Pb, 210Pb, and 7Be into Chesapeake Bay. J. Atmos. Chem. 36: 65

- 79. 197 Lu, R., R. P. Turco, K. Stolzenbach, et al. (2003). Dry deposition of airborne trace metals on the Los Angeles Basin and adjacent coastal waters. J. Geophys. Res. 108(D2, 4074): AAC 11

- 1 to 11

- 24. 198 Marvin, C.H., M.N. Charlton, E.J. Reiner, et al. (2002). Surf icial sediment contamination in Lakes Erie and Ontario: A comparative analysis. J. Great Lakes Res. 28(3): 437

- 450.Page 63 of 961

ingestion of contaminated vegetation or livestock (as in the case for dioxin deposition), reduction in crop yield, and limited use of land due to contamination

. Atmospheric deposition of pollutants can reduce the aesthetic appeal of buildings and culturally important articles through soiling, and can contribute directly (or in conjunction with other pollutants) to structural damage b y m eans of corrosion or ero sion. Atmospheric deposition may affect materials principally by promoting and accelerating the corrosion of metals, by degrading paints, and b y deteriorating building materials such as concrete and limestone. Particles contribute to these effects becaus e of their electrol yt ic, h ygroscopic, and acidic properties, and their ability to adsorb corrosive gases (principall y sulfur dioxide). i. Current Nitrogen and Sulfur Deposition Over the past two decades, the EPA has undertaken numerous efforts to reduce nitrogen and sulfur deposition across the U.S. Analy ses of long

- term monitoring data for the U.S. show that deposition of both nitrogen and sulfur compounds has decreased over the last 1 9 ye ars. 199 The data show that reductions were more substantial for sulfur compounds than for nitrogen compounds. In the eastern U.S., where data are most abundant, total sulfur deposition decreased by about 44 percent between 1990 and 2007, while total nitrogen deposition decreased by 25 percent over the same time frame. 200 Th ese numbers are generated b y the U.S. national monitoring network and they likel y underestimate nitrogen deposition because neither ammonia nor organic nitrogen is measured. Although total nitrogen and sulfur deposition has decreased over time, man y areas continue to be negativel y impacted b y deposition. Deposition of inorganic nitrogen and sulfur species routinely measured in the U.S. between 2005 and 2007 were as high as 9.6 kilograms of nitrogen per hectare (kg N/ha) averaged over three ye ars and 20.8 kilograms of sulfur per hectare (kg S/ha) averaged over three years. 201 d. Environmental Effects of Air Toxics Emissions from producing, transporting and combusting fuel contribute to ambient levels of pollutants that contribute to adverse effects on vegetati on. Volatile organic compounds, some of which are considered air toxics, have long been suspected to play a role in vegetation damage. 202 Inlaboratory experiments, a wide range of tolerance to VOCs has been observed. 203 Decreases in harvested seed pod weight have been reported for the more sensitive plants, and

199 U.S. EPA. (2013). U.S. EPA’s Report on the Environment. Data accessed online November 25, 2013 at: http://cfpub.epa.gov/eroe/index.cfm ?f useaction=detail.viewInd&lv=list.listBySubTopic&r=216610&subtop=341&c h=46

. 200 U.S. EPA. (2012). U.S. EPA’s Report on the Environment. Data accessed online February 15, 2012 at: http://cfpub.epa.gov/eroe/index.cfm? fuseaction=detail.viewPDF&ch=46&lShowInd=0&subtop=341&lv=list.listBy Chapter&r=216610. 201 U.S. EPA. (2012). U.S. EPA's Report on the Environment. Data accessed online February 15, 2012 at: http://cfpub.epa.gov/eroe/index.cfm? fuseaction=detail.viewPDF&ch=46&lShowInd=0&subtop=341&lv=list.listBy Chapter&r=216610. 202 U.S. EPA. (1991). Effects of organic chemicals in the atmosphere on terrestrial plants. EPA/600/3

- 91/001. 203 Cape JN, ID Leith, J Binnie, J Content, M Donkin, M Skewes, DN Price AR Brown, AD Sharpe. (2003). Effects of VOCs on herbaceou s plants in an open

- top chamber experiment. Environ. Pollut. 124:341

- 343.Page 64 of 961

some studies have reported effects on seed germination, flowering and fruit ripening. Effects of individual VOCs or their role in conjunction with other stressors (e.g., acidification, drought, temp erature extremes) have not been well studied. In a recent study of a mixture of VOCs including ethanol and toluene on herbaceous plants, significant effects on seed production, leaf water content and photosy nthetic efficiency

were reported for some plant species. 204 Research suggests an adverse impact of vehicle exhaust on plants, which has in some cases been attributed to aromatic compounds and in other cases to nitrogen oxides. 205 , 206 , 207 

## III. **How Wo**  **uld This**  **Rule Reduce Emissions and**  **Air Pollution?**  **A. Effects of the V**  **ehicle and Fuel Changes on Mobile Source Emissions** The Tier 3 vehicle and fuel standards will significantly reduce the tailpipe and evaporative emissions of light

- and heav y - dut y vehicles in several ways, as described in this section. In addition, the ga soline sulfur standard will reduce emissions of SO 2 from existing gasoline

- powered vehicles and equipment. As described in Section II, all of these emission reductions will in turn improve air quality nationwide and reduce the health effects associated wi th air pollution from mobile sources. As with the Tier 2 program, EPA is implement ing closely

- coordinated requirements for both automakers and refiners in the same rulemaking action. The Tier 3 vehicle emission standards and gasoline sulfur standards repre sent a “sy stems approach” to reducing vehicle

related exhaust and evaporative emissions. By recognizing the relationships among the various sources of emissions addressed b y this action , we have been able to integrate the provisions into a single, coordin ated program. 1. How Do Vehicles Produce the Emissions Addressed in this Action ? The degree to which vehicles produce exhaust and evaporative emissions depends on the design and functionality of the engine and the associated exhaust and evaporative emissio n controls, in concert with the properties of the fuel on which the vehicle is operating. In the following paragraphs, we discuss how light

- and heav y- dut y vehicles produce each of these types of emissions, both from the tailpipe and from the fuel sy stem.

204 Cape JN, ID Leith, J Binnie, J Content, M Donkin, M Skewes, DN Price AR Brown, AD Sharpe. (2003). Effects of VOCs on herbaceous plants in an open

- top chamber experiment. Enviro n. Pollut. 124:341

- 343. 205 Viskari E

- L. (2000). Epicuticular wax of Norway spruce needles as indicator of traffic pollutant deposition. Water, Air, and Soil Pollut. 121:327

- 337. 206 Ugrekhelidze D, F Korte, G Kvesitadze. (1997). Uptake and transformation of benzene and toluene by plant leaves. Ecotox. Environ. Safety 37:24

- 29. 207 Kammerbauer H, H Selinger, R Rommelt, A Ziegler

- Jons, D Knoppik, B Hock. (1987). Toxic components of mo tor vehicle emissions for the spruce Picea abies. Environ. Pollut. 48:235

- 243.Page 65 of 961

a. Tailpipe (Exhaust) Emissions The pollutants emitted at the vehicle’s tailpipe and their quantities depend on how the fuel is combusted in the engine and how the resulting gases are treated in the exhaust sy stem. Historically , much of tailpipe emission control has focused on h ydrocarbon compounds (HC) and NO X . The portion of hydrocarbons that is methane is minimally reactive in forming ozone. Thus, for emission control purposes, the focus is generall y on non - methane hydrocarbons (NMHC), which are also expressed as non

- methane organic gases (NMOG) in order to account for ox ygenates (usuall y ethanol) now usually present in the fuel. Tailpipe hydrocarbon emissions also include several toxic pollutants, including benzene, acetaldeh yde, and formaldehyde. To varying degrees, the mass emissions of these pollutants are reduced along with other hydrocarbons b y the cataly tic converter and improved engine controls. Li ght

- and heav y - dut y gasoline vehicles also emit PM and CO. PM forms directly as a combustion product (as elemental carbon or soot) and indirectl y as semi

- volatile hydrocarbon compounds that form particles in the exhaust system or soon after exiting the tailpipe. CO is a product of incomplete fuel combustion. When operating properl y, modern exhau st emission controls (centering on the catal yt ic convertor) can reduce much of the HC (including toxics), NO X and CO exiting the engine. However, tailpipe emissions are increased during periods of vehicle startup, as catal yt ic convertors must warm up to b e effective; during subsequent operation due to the interference of sulfur in the gasoline; during high load operating events, as the catal ys t is overwhelmed or its operation is modified to protect against permanent damage; and as a vehicle ages, as the ca taly st degrades in performance due to the effects of high temperature operation and contaminants in the fuel and lubricating oil. b. Evaporative Emissions Gasoline vehicles also produce vapors in the fuel tank and fuel s ys tem that can be released as evaporat ive emissions. These vapors are primarily the lighter, more volatile hydrocarbon compounds in gasoline. As discussed in Section IV below, vehicle evaporative (“evap”) control sy stems are designed to block or capture vapors as they are generated. Vapors are generated in the vehicle fuel tank and fuel s ys tem (and released to the atmosphere if not adequatel y controlled) as fuel heats up due to ambient temperature increase and/or vehicle operation. Fuel vapors are also released when they permeate through el astomers in the fuel sy stem , when they

leak at connections or due to damaged components, and during refueling events. In general, the evap emission controls on current vehicles (and that will be improved under this action) consist of a canister filled with activated charcoal and connected by hoses to the fuel s ys tem. The hoses direct generated vapors to the canister, which collects the vapors on the carbon and stores them until the system experiences a “purge” event. During purge, the engine draws fre sh air through the canister, carrying vapors released by the carbon to the engine to be combusted and restoring the capacity of the canister. Evaporative emissions occur when vapors are emitted to the atmosphere because the evap sy stem is compromised, the carbonPage 66 of 961

canister is overwhelmed, or vapors permeate or leak. As such, evaporative emission controls also involve proper material selection for fuel s ys tem components, careful design of these components, and onboard diagnostics to check the sy stem for failure. 2. How W ill the Changes to Gasoline Sulfur Content Affect Vehicle Emissions? Gasoline vehicles rel y on highl y efficient aftertreatment catalysts to control tailpipe emissions of harmful pollutants like CO and NO X , as well as VOCs that include air toxi cs and precursor compounds to ozone and secondary PM in the atmosphere. These catal ys ts utilize finely

- dispersed precious metals that are susceptible to deactivation b y sulfur compounds in the exhaust. Studies have repeatedl y demonstrated that the presen ce of even a tiny amount of sulfur in fuel has a measurable impact on the ability of the catal ys t to control emissions, and that emission levels of most pollutants, especially NOx, are very

sensitive to fuel sulfur. 208 , 209 Sulfur naturally

occurs in crude oi l and is carried through the refining process into gasoline

. EPA’s Tier 2 rulemaking for light

- dut y vehicles, published in 2000, required refiners to reduce sulfur levels in gasoline to an average of 30 ppm , a reduction of about 90 percent from the in

- use baseline . At the time , there were indications that sulfur reductions below 30 ppm may provide additional emission benefits. However, the data was insufficient to quantify the benefits to the existing fleet, and the Tier 2 vehicle standards could be achi eved without lowering sulfur below 30 ppm

. 210 As discussed in Section IV.A.6, subsequent research provides a compelling case that even this level of sulfur degrades the emission performance of vehicles on the road today and inhibits necessary

further reducti ons in vehicle emissions performance, which depend on optimum cataly st performance to reach emission targets. A study conducted by

EPA and the auto industry

in support of the Mobile Source Air Toxics (MSAT) rule found significant reductions in NO X , CO and total HC when nine Tier 2 vehicles were tested on ultra

- low sulfur fuel. 211 In particular, the study found a 32 percent de crease in NO X when sulfur was reduced from 32 ppm to 6 ppm (equivalent to a 25 percent decrease if sulfur levels were reduced from 30 to 10 ppm, assuming a linear effect) . Another recent study by Umicore showed reductions of 41 percent for NO X and 17 percent for hydrocarbons on a PZEV operating on fuel with 33 ppm and 3 ppm fuel (equivalent to reductions of 27 percent and 11 percent , respectively , if sulfur levels were reduced from 30 to 10 ppm, assuming a linear effect). 212 A larger study of Tier 2 vehicles recentl y completed by EPA confirmed these results, showing significant reductions in FTP

- composite NO X (14 percent), CO (10 percent) and total

208 The Effects of Ultra

- Lo w Sulfur Gasoline on Emissions from Tier 2 Vehicles in the In

- Use Fleet , EPA

- 420

- R

- 1 4

- 00 2. 209 Durbin, T., “The Effect of Fuel Sulfur on NH3 and Other Emissions from 2000

- 2001 Model Year Vehicles”, May 2003. Published as Repo rt E

- 60 by the Coordinating Research Council, Alpharetta, GA. 210 65 FR 6698 (February 10, 2000) 211 Regulatory Impact Analysis for the Control of Hazardous Air Pollutants from Mobile Sources Final Rule, EPA 420

- R

- 07

- 002, Chapter 6 212 Ball D., Clark D., Moser D . (2011) , Effects of Fuel Sulfur on FTP NOx Emissions from a PZEV 4 Cylinder Application. SAE 2011 World Congress Paper 2011

- 01

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HC (15 percent) on the 5 ppm fuel, relative to 28 ppm fuel (equivalent to 12 percent, 9 percent, and 13 percent reduction, respectivel y, if sulfur levels were reduced from 30 to 10 ppm, assuming a linear effect)

. 213 For NO X , the majority of overall reductions were driven by large reductions on warmed

- up periods of the tes t cycle (Bag 2), which showed a 52 percent reduction using 5 ppm fuel relative t o 28 ppm fuel (equivalent to 45 percent reduction if sulfur levels were reduced from 30 to 10 ppm, assuming a linear effect) , consistent with the role of sulfur in catal ys t degradation discussed above. For additional details regarding these results, please see Section IV.A.6.c. Our application of these study results assumes a linear effect of sulfur level on catal ys t efficiency between the high and low sulfur test fuels. This is reasonable given that the mass flow rate of sulfur in exhaust gas changes in proportion to its concentration in the fuel, and that the chemical kinetics of adsorpti on of sulfur to the precious metal sites is approximately first order

. Linearity of effect is also supported by past studies with multiple fuel sulfur levels such as the CRC E

- 60 and 200 0 AAM/AIAM/Oil Industry emission test program s . 214 , 215 Based on these ana ly ses , the benefits of the Tier 3 sulfur standard are significant in two way s: they

enable vehicles designed to the Tier 3 tailpipe exhaust standards to meet these standards for the duration of their useful life, and they facilitate immediate emission red uctions from all the vehicles on the road at the time the sulfur controls are implemented. **B. How W**  **ill Emissions Be Reduced?**  The Tier 3 standards will reduce emissions of VOC, NO X (including NO 2 ), direct PM 2.5 , CO, SO 2 , and air toxics. The sulfur standard s will reduce emissions from the on

- road fleet immediately

upon implementation in calendar ye ar 2017. The vehicle standards will begin to reduce emissions as the cleaner cars and trucks begin to enter the fleet in model year 2017 and model year 2018, resp ectively . The magnitude of reduction will grow as more Tier 3 vehicles enter the fleet. We present emission reductions in calendar year 2018 to reflect the earl y reductions expected from the Tier 3 standards, and in calendar ye ar 2030 , when 70 percent of the miles travelled are from vehicles that meet the fully phased

- in Tier 3 standards . Although 2030 is the farthest ye ar that is feasible for air quality m odeling, the full reduction of the vehicle program will be realized after 2030, when the fleet has fully turned over to vehicles that meet the fully phased

- in Tier 3 standards; thus we present emission reductions projected in 2050 as well (see Chapter 7 of the RIA)

. Emission reductions are estimated on an annual basis, for all 50 U.S. states plus the District of Columbia, Puerto Rico and the U.S. Virgin Islands. The reductions were estimated using a version of EPA’s MOVES model updated for this anal ys is, as described in detail in

213 The Effects of Ultra

- Lo w Sulfur Gasoline on Emissions from Tier 2 Vehicles in the In

- Use Fleet , EPA

- 420

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- 00 2. 214 Durb in, T., “The Effect of Fuel Sulfur on NH3 and Other Emissions from 2000

- 2001 Model Year Vehicles”, May 2003. Published as Report E

- 60 by the Coordinating Research Council, Alpharetta, GA. 215 “AAM/AIAM/Oil Industry Low Sulfur & Oxygenate Test Program”, 2000 , last accessed on 01/15/14 at the following URL: http://www.arb.ca.gov/fuels/gasoline/carfg3/aam_prstn.pdf

.Page 68 of 961

Chapter 7 of the RIA. This version of MOVES includes our most recent d ata on how vehicle emissions are affected b y changes in sulfur, ethanol, RVP, and other fuel properties. We estimated emission reductions compared to a reference case that assumed renewable fuel volumes and ethanol blends based on the U.S. Energy Informati on Administration’s Annual Energy Outlook 2013 (AEO2013). 216 As described in Chapter 7 of the RIA, the reference and control scenarios based on AEO2013 reflect a mix of E10 , E15 , and E85 in both 2018 and 2030. The reference case assumed an average sulfur l evel of 30 ppm (10 ppm in California) and continuation of the Tier 2 vehicle program indefinitely , with the exception of California and Section 177 states that have adopted the LEV III program. The anal ys is described here account s for the following nationa l onroad rules:

 Tier 2 Motor Vehicle Emissions Standards and Gasoline Sulfur Control Requirements (65 FR 6698, February 10, 2000)

 Heav y - Duty

Engine and Vehicle Standards and Highway Diesel Fuel Sulfur Control Requirements (66 FR 5002, January 18, 2001)

 Mob ile Source Air Toxics Rule (72 FR 8428, February 26, 2007)

 Regulation of Fuels and Fuel Additives: Changes to Renewable Fuel Standard Program (75 FR 14670, March 26, 2010)

 Li ght

- Dut y Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Econ om y Standards for 2012

- 2016 (75 FR 25324, May 7, 2010)

 Greenhouse Gas Emissions Standards and Fuel Efficiency Standards for Medium

and Heav y - Dut y Engines and Vehicles ( 76 FR 57106 , September 15, 201 1 )

 2017 and Later Model Year Light

- Dut y Vehicle Greenhous e Gas Emissions and Corporate Average Fuel Economy Standards (77 FR 62623, October 15, 2012 ) The anal ys is also accounts for many other national rules and standards. In addition, the modeling accounts for state and local rules including California’s most r ecent L ow Emission Vehicle (LEV III) program adopted in California and twelve other states (also referred to as Section 177 states), 217 local fuel standards, Inspection/Maintenance programs, Stage II refueling controls, the National Low Emission Vehicle Program (NLEV), and the S ection 177 states LEV and LEV II programs. See the Tier 3 emissions modeling TSD for more detail. A summary

of emission reductions projected to result from Tier 3, relative to the reference case, is shown in calendar ye ars 201 8 and 20 30 for NO X , VOC, direct PM 2.5 , CO, SO 2 ,

216 U.S. Energy Information Administration, Annual Energy Outlook (Ap ril 15, 2013) 217 These states include Connecticut, Delaware, Maryland, Maine, Massachusetts, New Jersey, New York, Oregon, Pennsylvania, Rhode Island, Washington, and Vermont.Page 69 of 961

and total air toxics in Table III

- 1 . For many pollutants, the immediate reductions in 201 8 are significant; for example, combined NO X and VOC emissions will be reduced by over 300,000 tons. By 2030, combined NO X and VOC emissions will be reduced b y roughl y 500,000 tons, one quarter of the onroad inventory . Many of the modeled air toxics will be significantly reduced as well, including benzene, 1,3

- butadiene, acetaldehyde, acrolein and ethanol (ranging from 10 to nearl y 30 percent of the national onroad inventory by 2030). The relative reduction in overall emissions will continue to increase beyond 2030 as more of the fleet continues to turn over to Tier 3 vehicles; for exampl e, by 2050, when nearl y all of the fleet will have turned over to vehicles meeting the fully phased

- in Tier 3 standards, we estimate the Tier 3 program will reduce onroad emissions of NO X and VOC nearly 31 percent from the level of emissions projected with out Tier 3 controls.

**Table III**  **- 1**  **Estimated Emission Reductions from the Tier 3 Standards**

**(Annual U.S. S**  **hort T**  **ons)** 20 18 2030 Tons % of

Onroad Inventory Tons % of

Onroad Inventory NO X 264,369 10% 328, 509 25% VOC 47,504 3% 167,591 16% CO 278,879 2% 3,458,041 24% Direct PM 2.5 130 0.1% 7,892 10% Benzene 1,916 6% 4,762 26% SO 2 14,813 56% 12,399 56% 1,3

- Butadiene 257 5% 677 29% Formaldeh yd e 513 2% 1,277 10% Acetaldeh yd e 600 3% 2,067 21% Acrolein 40 3% 127 15% Ethanol 2,704 2% 19,950 16% Reductions for each pollutant are discussed in the following sections, focusing on the contribution of program elements to the total reductions summarized above. 1. NO X The Tier 3 sulfur standards will significantly reduce NO X emissions immediately upon implementation of the program. As discussed above, recent research on the impact of sulfur on Tier 2 technology

vehicles shows the potential for significant reductions in NO X emissions from the existing fleet of Tie r 2 vehicles by lowering sulfur levels to 10 ppm. Prior research shows that NO X emissions will also be expected to decrease from the fleet of older (pre

- Tier 2) light

-Page 70 of 961

duty vehicles as well as heav y - dut y gasoline vehicles, 218 although to a lesser extent than for Tier 2 vehicles. Table III

- 2 shows the reduction in NO X emissions, in annual short tons, projected in calendar years 2018 and 2030. The reductions are split into those attributable to the introduction of low sulfur fuel in the pre

- Tier 3 fleet (defined for this analy sis as model years prior to 2017); and reductions attributable to vehicle standards enabled b y low sulfur fuel (model year 2017 and later). As shown, upon implementation of the Tier 3 sulfur stan dards, total onroad NO X emissions are projected to drop 10 percent. This is primarily due to large reductions from Tier 2 gasoline vehicles, which contribute about one

- quarter of the NO X emissions from the on

- road fleet in 201 8 . The relative reduction gro ws as cleaner vehicles turn over into the fleet. By 2030, we project that the reduction in overall onroad NO X inventory will be 25 percent. **Table III**  **- 2**  **Projected NO X**  **Reductions from Tier 3 Program (Annual U. S. Tons)**  **2018 2030**  **Total reduction 264,369**  **328,509** Reduction from pre

- Tier 3 fleet due to sulfur standard 242,434 56,324 Reduction from Tier 3 fleet due to vehicle and sulfur standards 21,934 272,185
**Percent reduction in onroad NO**  **X emissions**  **10% 25%** 
2. VOC Table III

- 3 shows the reduction in VOC emissions, in annual short tons, projected in calendar years 2018 and 2030 resulting from the Tier 3 standards. In 2018 , as with NO X , we project reductions from the pre

- Tier 3 fleet with the fuel standards. By 2030 , the reduction in overall onroad VOC emissions will be 16 percent, the majority of this from the vehicles meeting the fully phased

- in Tier 3 standards . The evaporative standards are projected to account for roughl y one third of the overall vehicle program reduction in 2030. **Table III**  **- 3**  **Projected VOC Reductions from Tier 3 Program (Annual U.S. Tons)**

**2018 2030**  **Total reduction 47,504**  **167,591** Reduction from pre

- Tier 3 fleet due to sulfur standard 38,786 11,249 Reduction from Tier 3 fleet due to vehicle and sulfur standards 8,718 156,343

218 Rao, V. (2001) , Fuel Sulfur Effects on Exhaust Emissions: Recommendations for MOBILE6, EPA

- 420

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- 01

- 039Page 71 of 961 Exhaust 43,009 105,253 Evaporative 4,495 62,339 **Percent reduction in onroad VOC emissions**  **3% 16%** 
3. CO Table III

- 4 shows the reductions for CO, broken down by pre - and post

- Tier 3 in the manner described for NO X and VOC above. In contrast to NOx and VOC, the immediate CO reductions in the onroad fleet from sulfur control in 2018 are small, base d on research showing that fuel sulfur level has a minimal impact on CO emissions from Tier 2 vehicles . The CO exhaust standards are projected to reduce onroad CO emissions by 24 percent in 2030. **Table III**  **- 4**  **Projected CO Reductions from Tier 3 Program (Annual U.S. Tons)**

**2018 2030**  **Total reduction 278,879**  **3,458,041** Reduction from pre

- Tier 3 fleet due to sulfur standard 122,171 17,734 Reduction from Tier 3 fleet due to vehicle and sulfur standards 156,708 3 ,440,307
**Percent reduction in onroad CO emissions**  **2% 24%** 

4. Direct PM 2.5 Reductions in direct emissions of PM 2.5 are projected to result solely from the vehicle tailpipe standards, so meaningful reductions are realized mainly as the fleet turns over. By 2 030, we project a reduction of about 7,900 tons annually, which represents approximately 10 percent of the onroad direct PM 2.5 inventory

. T he relative reduction in onroad emissions is projected to grow to 28 percent in 2050 , when nearl y all of the fleet w ill have turned over to vehicles meeting the fully phased

- in Tier 3 standards . Reductions in NO X and VOC emissions will also reduce secondary PM formation, which is quantified as part of the air quality analysis described in Section III.C. 5. Air Toxics Emi ssions of air toxics also will be reduced b y the sulfur, exhaust and evaporative standards. Air toxics are generall y a subset of compounds making up VOC, so the reduction trends tend to track the VOC reductions presented above , for most air toxics. Table III

- 5 presents reductions for certain key air toxics, and Table III

- 6 presents reductions for the sum of 71 different toxic compounds.Page 72 of 961

**Table III**  **- 5**  **Reductions for Certain Individual Compounds (Annual U.S. Tons)**

Tons Reduced in 201 8 % Reduction

in Onroad Emissions Tons Reduced

in 2030 % Reduction in

Onroad Emissions Benzene 1,916 6% 4,762 26% Acetaldeh yd e 600 3% 2,067 21% Formalde hyde 513 2% 1,277 10% 1,3

- Butadiene 257 5% 677 29% Acrolein 40 3% 127 15% Naphthalene 99 3% 269 15% Ethanol 2,704 2% 19,950 16% The totals shown in Table III

- 6 represent the sum of 71 species including the toxics in Table III

- 5 , 15 pol yc yclic aromatic h ydrocarbon (PAH) compounds in gas and particle phase, and additional gaseous compounds such as toluene, x yl enes, styrene, hexane, 2,2,4

- trimethylpentane, n

- hexane, and propionald eh yd e ( see Appendix 7A of the RIA). As shown, in 2030 , the overall onroad inventory of total toxics will be reduced b y 15 percent, with nearl y one half of the vehicle program reductions coming from the evaporative standards. **Table III**  **- 6**  **Reductions in Total Mobile Source Air Toxics (Annual U.S. Tons)**

**2018 2030**  **Total reduction 15,583**  **64,558** Reduction from pre

- Tier 3 fleet due to sulfur standard 11,981 3,517 Reduction from Tier 3 fleet due to vehicle and su lfur standards 3,602 61,041

Exhaust 13,340 34,595 Evaporative 2,243 29,963 **Percent reduction in onroad toxics emissions**  **3% 15%** 
6. SO 2 SO 2 emissions from mobile sources are a direct function of sulfur in the fuel, and reducing sulfur in gasoline w ill resu lt in immediate reductions in SO 2 from the on and off

- road fleet. The reductions, shown in Table III

- 7 , are a function of the sulfur level and fuel consumption. This is reflected in the relative contribution of on

- ro ad vehicles and off

- road equipment, where off

- road gasoline consumption accounts for approximately 5 percent of overall gasoline use. 219

219 U.S. Energy Information Administration , Annual Energy Outlook 2013 (April 15, 2013)Page 73 of 961

**Table III**  **- 7**  **Projected SO 2**  **Reductions from Tier 3 Program (Annual U.S. Tons )** 

**2018 2030**  **Total reduction 15,565**  **13,261** Reduction from onroad vehicles due to sulfur standard 14,813 12,399
Reduction from off

- road equipment due to sulfur standard 752 862
**Percent reduction in onroad SO**  **2 emissions**  **56% 56%** 
7. Greenhouse Gases Reductio ns in nitrous oxide (N 2 O) emissions and methane (CH 4 ) emissions, both potent greenhouse gas emissions, are projected for gasoline cars and trucks as a result of the sulfur and tailpipe standards. A study conducted by

the University

of California

- Ri verside found a 29 percent reduction in N 2 O emissions over the FTP when sulfur was reduced from 30 to 5 ppm, 220 while EPA research described in Section IV.A.6 on sulfur effects found a 26 percent reduction in CH 4 emissions when sulfur was reduced from 28 to 5 ppm

. 221 Several studies have established correlations between reductions in tailpipe NO X emissions and reductions in N 2 O from gasoline cars and trucks, 222 , 223 , 224 , 225 as well as correlations between reductions in tailpipe HC emissions and reductions in CH 4 . 226 , 227 Studies by Winer, et al (2005) and Behrentz et al (2004) reported N 2 O: NO X ratio s of 0.06 and 0.095, respectivel y , and supported the application of N 2 O: NO X ratios to NO X emissions as a reasonable method for estimating N 2 O emission inventories. CARB has a lso used N 2 O : NO X ratio to develop the N 2 O emissions inventories for the LEV III program, based on a regression analysis suggesting N 2 O : NO X ratio of 0.04, on average. 228

220 Huai, et al. (2004) , Estimates of the emission rates of nitrous oxide from light

- duty vehicles using different chassis dynamometer test cycl es , Atmospheric Environment 6621

- 6629 221 The Effects of Ultra

- Lo w Sulfur Gasoline on Emissions from Tier 2 Vehicles in the In

- Use Fleet , EPA

- 420

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- 1 4

- 00 2, 222 Michaels, H. (1998) Emissions of Nitrous Oxide from Highway Mobile Sources , U.S. EPA EPA420

- R

- 98

- 00 9 223 Behrentz, et al. (2004), Measurements of nitrous oxide emissions from light

- duty motor vehicles: a pilot study , Atmospheric Environment 4291

- 4303 224 Meffert, et. al (2000) Analysis of Nitrous Oxide Emissions from Light Duty Passenger Cars, SAE 2000

- 01

- 1952 225 Winer, et al. (2005) Estimates of Nitrous Oxide Emissions and the Effects of Catalyst Composition and Aging , State of California Air Resources Board 02

- 313 226 Meszler, D. (2004), Light Duty Vehicle Methane and Nitrous Oxide Emissions: Greenhouse Gas Im pacts , Study for Northeast States Center for a Clean Air Future 227 Graham, L. , Greenhouse Gas Emissions from 1997

- 2005 Model Year Light Duty Vehicles , Environment Canada ERMD Report #04

- 44 228 LEV III Moblie Source Emissions Inventory Technical Support D ocument

– Appendix T , January 2012, last accessed on 01/15/14 at the following URL: http://www.arb.ca.gov/regact/2012/leviiighg2012/levappt.pdfPage 74 of 961

As detailed in Chapter 7.3 of the RIA , the N 2 O reductions are estimated b y employing two different methodologies, resulting in a range of reductions. The first method applies the relationship between N 2 O and NO X from a regression model 229 to NO X inventories from both Tier 3 and pre

- Tier 3 vehicles. The second method applies the regression of N 2 O and NO X onl y to Tier 3 vehicles and uses the UC Riverside sulfur results to estimate the N 2 O reductions from pre - Tier 3 vehicles. Using a 100

- year global warming potential of 298 for N 2 O according to the 2007 IPCC AR4 , 230 the estimated N 2 O reduction is 2.2 million metric tons of carbon dioxide equivalent (MMTCO 2 e) in 2018 , growing to the range between 3.8 to 4.0 MMTCO 2 e in 2030. For 2018, there was an agreement between the two methodologies described above, resulting in a single estimate. MOVES can be used to directl y estimate CH 4 reductions from the sulfur and vehicle standards, estimating an additional 0.1 MMTCO 2 e reduction in 2018 , growing to 0.3 MMTCO2e in 2030. The total GHG reduction from the Tier 3 rule is 2.3 MMTCO 2 e in 2018 , and between 4. 1 and 4.3 MMTCO 2 e in 2030. These reductions will be partially offset by CO 2 emissions associated with higher energy use required in the process of removing sulfur within the refinery

. As an extension of our refinery

- by

- refinery

cost modeling described i n Section VII.B., we calculated the CO 2 emission impacts of Tier 3 gasoline sulfur control. We estimated refinery

- specific changes in process energy and then applied emission factors that correspond to those changes, on a refinery

- by

refinery basis. As d escribed in Chapter 4.5 of the RIA, the results showed an increase of up to 1.9 MMTCO 2 e in 2018 and 1.6 MMTCO 2 e in 2030 for all U.S. refineries complying with the lower sulfur standards assuming that the sulfur standards are full y phased

- in. In 2018 , the combined impact of CH 4 and N 2 O emission reductions from the vehicles and CO 2 emission increases from the refineries shows a slight net decrease on a CO 2 equivalent basis. While still small, this net decrease grows to a range between 2.5 to 2.7 MMTCO 2 e by 2030. We do not expect the Tier 3 vehicle standards to result in any discernible changes in vehicle CO 2 emissions or fuel econom y. Emissions of the pollutants that are controlled b y the Tier 3 program

– NMOG, NO X , and PM

– are not a function of the amount of fuel consumed, since manufacturers need to design their catal yt ic emission control sy stems to reduce these emissions regardless of their engine

- out levels. **C. How W**  **ill Air Pollution Be Reduced?**  Reductions in emissions of NO X , VOC, PM 2.5 and air toxics expected as a result of the Tier 3 standards are projected to lead to significant improvements in air quality

. The air quality modeling predicts significant improvements in ozone concentrations due to the Tier 3 standards.

229 U.S. EPA, 2014, Memorandum to Docket: Regression Analysis of Nitrous Oxide and Oxides of Nitrogen from Motor V ehicles

. 230 The global warming potentials (GWP) used in this rule are consistent with the 100

- year time frame values in the 2007 Intergovernmental Panel on Climate Change (IPCC) Fourth Assessment Report (AR4). At this time, the 1996 IPCC Second Assessment Report (SAR) 100

- year GWP values are used in the official U.S. greenhouse gas inventory submission to the United Nations Frame wo rk Convention on Climate Change (per the reporting requirements under that international convention, which were last updated in 2006). N 2 O has a 100

- year GWP of 298 and CH 4 has a 100

- year GWP of 25 according to the 2007 IPCC AR4

.Page 75 of 961

Ambient PM 2. 5 and NO 2 concentrations are also expected to improve as a result of the Tier 3 program. Decreases in ambient concentrations of air toxics are projected with the Tier 3 standards, including notable nationwide reductions in benzene concentrations. Our air quality modeling also predicts improvements in visibility and sulfur deposition, as well as substantial decreases in nitrogen deposition as a result of the Tier 3 standards. The results of our air quality modeling of the impacts of the Tier 3 rule are summarized in the following section. 1. Ozone The air quality modeling done for this action projects that in 201 8 , with all current and required controls in effect but excluding the emissions changes expected to occur as a result of the Tier 3 standards or any other additional controls, at least 19 counties, with a projected population of over 37 million people, would have projected design values above the level of the 2008 8

- hour ozone standard of 75 ppb

. In 2030 the modeling projects that in the absen ce of Tier 3 standards or an y other additional controls there w ill be 6 counties with a population of over 19 million people with projected design values above the level of the 2008 8

- hour ozone standard of 75 ppb

. An additional 37 million people will be living in the 43 counties that will be close to (within 10 percent of) the level of the ozone standard. Air quality modeling indicates that this action will meaningfully decrease ozone design value concentrations in many areas of the country , including those that are projected to be exceeding, or close to exceeding, the ozone standard. In 201 8 , the majority of the design value decreases are between 0.5 and 1.0 ppb. In 2030, the Tier 3 rule will result in larger decreases in ozone design values, with the majority of counties projecting decreases of between 0

. 5 and 1. 0 ppb, and over 2 5 0 more counties with decreases greater than 1. 0 ppb. Since the Tier 3 standards go into effect during the period when some areas are still working to attain the ozone NAAQ S, the projected air quality changes will help st ate and local agencies in their effort to attain and maintain the ozone standard. 2. Particulate Matter The air qual ity

modeling conducted for this action projects that in 20 18 , with all current controls in e ffect but excluding the emissions changes expected to occur as a result of Tier 3 standards or an y other additional controls, at least 14 counties, with a projected population of over 20 million people, would have projected design values above the level of the annual standard of 12 μg/m 3 and at least 24 counties, with a projected population of over 18 million people, would have projected design values above the level of the 24

- hour standard of 35 μg/m 3. In 2030, the modeling projects that in the absen ce of Tier 3 standards or any other additional controls there will be 1 3 counties, with a projected population of over 2 1 million people, with projected design values above the level of the annual standard of 12 μg/m 3 and 18 counties, with a projected popu lation of over 12 million people, with projected design values above the level of the 24

- hour standard of 35 μg/m 3

. Since the Tier 3 standards go into effect during the period when some areas are still working to attain the 2006 and 2012 PM 2.5 NAAQS, the projected air quality changes will be useful to state and local agencies in their effort to attain and maintain the PM 2.5 standard s .Page 76 of 961

The Tier 3 standards will reduce 24

- hour and annual PM 2.5 design values due to projected tailpipe reductions in primary PM 2.5 , SO 2 , NO X and VOCs from reductions in fuel sulfur and engine controls

. In2018 the standards will have a small impact on annual PM 2.5 design values in the majority of modeled counties . However, in over 200 counties annual PM 2. 5 design values are projected to decrease b y greater than 0.0 1 μg/m 3 . In 2030 annual PM 2.5 design values in the majority

of modeled counties will decrease b y between 0.01 and 0.05 μg/m 3 and in over 1 4 0 additional counties design values are projected to decrease by greater th an 0.05 μg/m 3

. In addition, in 2018 24

- hour PM 2.5 design values in over 200 counties are projected to decrease by between 0.05 and 0.15 μg/m 3 and in 2030 24

- hour PM 2.5 design values in over 180 counties decrease b y at least 0. 15 μg/m 3

. 3. Nitrogen Dioxide Although our modeling indicates that b y 2030 the majority of the country will experience decreases of less than 0. 1 ppb in their annual NO 2 concentrations due to this rule , annual NO 2 concentrations are projected to decrease b y more than 0 .3 ppb in most ur ban areas. These emissions reductions would also likely decrease 1

- hour NO 2 concentrations and help any potential nonattainment areas to attain and maintain the standard. Additional information on the emissions reductions that are projected with this rul e is available in Section 7.2.1 of the RIA. 4. Air Toxics Our modeling indicates that the impacts of final Tier 3 standards include notable nationwide reductions in benzene and generall y s mall decreases in ambient concentrations of other air toxics, mai nly in urban areas. Although reductions are greater in 2030 (when 70 percent of the miles travelled are from vehicles that meet the fully phased

- in Tier 3 standards ) than in 201 7 (the first ye ar of the final program), our modeling projects there w ill be s mall immediate reductions in ambient concentrations of air toxics due to the Tier 3 sulfur controls. Furthermore, the full reduction of the vehicle program w ill be realized after 2030, when the fleet has fully turned over to vehicles meeting the full y pha sed

- in Tier 3 standards . Air toxics pollutants dominated by

primary emissions (or a decay

product of a directl y emitted pollutant) , such as benzene, are impacted more than air toxics that primarily result from photochemical transformation. Specificall y, in 2030, our modeling projects that the Tier 3 rule w ill decrease ambient benzene concentrations across much of the country on the order of 1 to 5 percent, with reductions ranging from 10 to 25 percent in some urban areas. Our modeling also shows reducti ons of 1,3

- butadiene and acrolein concentrations in 2030 ranging between 1 and 25 percent and 1 and 10 percent respectivel y , with 1,3

- butadiene decreases of at least 0.005 μg/m3 in urban areas. These toxics are national risk drivers and the reductions in ambient concentrations from this rule w ill result in reductions in risks from cancer and noncancer health effects. In some parts of the country

(mainly urban areas), ethanol and formaldeh yd e concentrations are projected to decrease on the order of 1 to 10 percent and 1 to 2.5 percent respectively in 2030 as a result of the Tier 3 rule. Decreases in ethanol concentrations are expected due to reductions in VOC as a result o f the Tier 3 standards. Changes in ambient acetaldehyde concentrations are generall y less than 1 percent across the U.S., although the Tier 3 rule may decrease acetaldehyde concentrations in some urban areas b y 1 to 2.5 percent in 2030. Changes in ambient naphthalenePage 77 of 961

concentrations are generally between 1 and 10 percent in 2030 with absolute decreases of up to 0.005 μg/m3

. Although the reductions in ambient air toxics concentrations expected from the Tier 3 standards are generall y s mall, they are projec ted to benefit the majorit y of the U.S. population. As shown in Table III

- 8 , over 75 percent of the total U.S. population is projected to experience a decrease in ambient benzene and 1,3

- butadiene concentrations of at least 1 percent. Over 60 percent of the U.S population is projected to experience at least a 1 percent decrease in ambient ethanol and acrolein concentrations, and over 35 percent would experience a similar decrease in ambient formaldeh yd e concentrations with the Tier 3 standards. **Table III**  **- 8**  **Percent of Total Population Experiencing Changes in Annual Ambient Concentrations of Toxic Pollutants in 2030 as a Result of the**  **Tier 3 Standards**  Percent Change Benzene Acrolein 1,3

- Butadiene Formaldeh yd e Ethanol Acetaldeh yd e Naphthalene ≤
- 50 > - 50 to ≤
- 25 > - 25 to ≤
- 10 2.29% 0.75% 19.07% 10.74% > - 10 to ≤
- 5 20.63% 12.72% 27.29% 5.39% 31.56% > - 5 to ≤
- 2.5 27.50% 25.17% 15.37% 0.60% 24.08% 20.58% > - 2.5 to ≤
- 1 28.60% 24.62% 18.33% 35.34% 34.10% 11.77% 14.98% > - 1 to < 1 20.97% 36.74% 19.93% 64.06% 36.43% 88.23% 22.14% ≥ 1 to < 2.5 ≥ 2.5 to < 5 ≥ 5 to < 10 ≥ 10 to < 25 ≥ 25 to < 50 ≥ 50 In addition, as described in Section 7.2.4.4.2 of the RIA, o ur modeling p rojects that acrolein concentrations would decrease to levels below the inhalation reference concentration for acrolein ( 0.02 μg/m3 ) for over 5 million people in 2030 , meaning that as a result of the Tier 3 standards, 5 million fewer Americans will be expo sed to ambient levels of acrolein high enough to present a potent ial for adverse health effects. 5. Visibility Air quality

modeling conducted for this final action was used to project visibility conditions in 137 mandatory class I federal areas across the U .S. The results show that in 2030 all the modeled areas w ill continue to have annual average deciview levels above backgroundPage 78 of 961

and the Tier 3 rule w ill improve visibility in all these areas. 231 The average visibility at all modeled mandatory

class Ifederal areas on the 20 percent worst day s is projected to improve by 0.02 deciviews, or 0.16 percent, in 2030. Section 7.2.5.5 of the RIA contains more detail on the visibility portion of the air quality modeling. 6. Nitrogen and Sulfur Deposition Our air quality modeling projects substantial decreases in nitrogen deposition as a result of the Tier 3 standards. The standards w ill result in annual percent decreases of greater than 2.5 percent in most major urban areas and greater than 5 percent in a few areas. In addition, smaller decreases, in the 1 to 2.5 percent range, w ill occur over much of the rest of the country . The impacts of the Tier 3 standards on sulfur deposition are smaller, ranging from no change to decreases of over 2.5 percent in some areas. For maps of 2030 deposition impacts and additional information on these impacts see Section 7.2.5.6 of the RIA. 7. Environmental Justice Environmental justice (EJ) is a principle asserting that all people deserve fair treatment and meaningful involvement with respect to environmental laws, regulations, and policies. EPA seeks to provide the same degree of protection from environmental health hazards for all people. As referenced below, numerous studies have found that some environmental hazards are more preva lent in areas with high population fractions of racial/ethnic minorities and people with low socioeconomic status (SES), as would be expected on the basis of those areas’ share of the general population. As discussed in Section II of this document, concentrations of many air pollutants are elevated near high

- traffic roadway s. If minority populations and low

- income populations disproportionately

live near such roads, then an issue of EJ may be present. Such disparities may be due to multiple factors. 232 Peop le with low SES often live in neighborhoods with multiple stressors and health risk factors, including reduced health insurance coverage rates, higher smoking and drug use rates, limited access to fresh food, visible neighborhood violence, and elevated rat es of obesity and some diseases such as asthma, diabetes, and ischemic heart disease. Although questions remain, several studies find stronger associations between air pollution and health in locations with such chronic neighborhood stress, suggesting that populations in these areas may be more

231 The level of visibility impairment in an area is based on the light

- extinction coefficient and a unitless visibility index, called a “deciview , ” which is used in the valuation of visibility. The deciview metric provides a scale for perceived visual changes over the entire range of conditions, from clear to hazy. Under many scenic conditions, the average person can generally perceive a change of one dec iview. The higher the deciview value, the worse the visibility. Thus, an improvement in visibility is a decrease in deciview value. 232 Depro, B.; Timmins, C. (2008) Mobility and environmental equity: do housing choices determine exposure to air pollution ? North Caroline State University Center for Environmental and Resource Economic PolicyPage 79 of 961

susceptible to the effects of air pollution. 233 , 234 , 235 , 236 Household

- level stressors such as parental smoking and relationship stress also may increase susceptibility

to the adverse effects of air pollution. 237 , 238 To address the existing conditions in areas near major roadway s, in comparison with other locations, we reviewed existing scholarl y literature examining the topic, and conducted our own evaluation of two national datasets: the U.S. Census Bureau’s American Housing Survey for calendar year 2009 and the U.S. Department of Education’s database of school locations. Existing publications that address EJ issues generally report that populations living near major roadway s (and other ty pes of transportation infrastructure) tend to be composed of larger fractions of nonwhite residents. People living in neighborhoods near such sources of air pollution also tend to be lower in income than people living elsewhere. Numerous studies evaluating the demographics and socioeconomic status of populations or schools near roadway s have found that they

include a greater percentage of minority residents, as well as lower SES (indicated b y variables such as median household income). Locations in these studies include Los Angeles, CA ; Seattle, WA ; Way ne County , MI ; Orange County, FL ; and the State of California 239 , 240 , 241 , 242 , 243 , 244

233 Clougherty, J.E.; Kubzansky, L.D. (2009) A framework for examining social stress and susceptibility to air pollution in respiratory health. Environ Health Perspect 117: 1351

- 1358. Doi:10.1289/ehp.0900612 [Online at http://dx.doi.org] 234 Clougherty, J.E.; Levy, J.I.; Kubzansky, L.D.; Ryan, P.B.; Franco Suglia, S.; Jacobson Canner, M.; Wright, R.J. (2007) Synergistic effects of traffic

- related air pollution and exposur e to violence on urban asthma etiology. Environ Health Perspect 115: 1140

- 1146. doi:10.1289/ehp.9863 [Online at http://dx.doi.org] 235 Finkelstein, M.M.; Jerrett, M.; DeLuca, P.; Finkelstein, N.; Verma, D.K.; Chapman, K.; Sears, M.R. (2003) Relation betwe en income, air pollution and mortality: a cohort study. Canadian Med Assn J 169: 397

- 402. 236 Shankardass, K.; McConnell, R.; Jerrett, M.; Milam, J.; Richardson, J.; Berhane, K. (2009) Parental stress increases the effect of traffic

- related air pollution o n childhood asthma incidence. Proc Natl Acad Sci 106: 12406

- 12411. doi:10.1073/pnas.0812910106 [Online at http://dx.doi.org] 237 Lewis, A.S.; Sax, S.N.; Wason, S.C.; Campleman, S.L (2011) Non

- chemical stressors and cumulative risk assessment: an overview of current initiatives and potential air pollutant interactions. Int J Environ Res Public Health 8: 2020

- 2073. Doi:10.3390/ijerph8062020 [Online at http://dx.doi.org] 238 Rosa, M.J.; Jung, K.H.; Perzanowski, M.S.; Kelvin, E.A.; Darling, K.W.; Camann, D.E. ; Chillrud, S.N.; Whyatt, R.M.; Kinney, P.L.; Perera, F.P.; Miller, R.L (2010) Prenatal exposure to polycyclic aromatic hydrocarbons, environmental tobacco smoke and asthma. Respir Med (In press). doi:10.1016/j.rmed.2010.11.022 [Online at http://dx.doi.o rg] 239 Marshall, J.D. (2008) Environmental inequality: air pollution exposures in California’s South Coast Air Basin. 240 Su, J.G.; Larson, T.; Gould, T.; Cohen, M.; Buzzelli, M. (2010) Transboundary air pollution and environmental justice: Vancouver and Se attle compared. GeoJournal 57: 595

- 608. doi:10.1007/s10708

- 009

- 9269

- 6 [Online at http://dx.doi.org] 241 Chakraborty, J.; Zandbergen, P.A. (2007) Children at risk: measuring racial/ethnic disparities in potential exposure to air pollution at school and ho me. J Epidemiol Community Health 61: 1074

- 1079. doi: 10.1136/jech.2006.054130 [Online at http://dx.doi.org] 242 Green, R.S.; Smorodinsky, S.; Kim, J.J.; McLaughlin, R.; Ostro, B. (2003) Proximity of California public schools to busy roads. Environ Health Perspect 112: 61

- 66. doi:10.1289/ehp.6566 [http://dx.doi.org] 243 Wu, Y; Batterman, S.A. (2006) Proximity of schools in Detroit, Michigan to automobile and truck traffic. J Exposure Sci & Environ Epidemiol. doi:10.1038/sj.jes.7500484 [Online at http:// dx.doi.org]Page 80 of 961

More recentl y, three publications report nationwide anal ys es that compare the demographic patterns of people who do or do not live near major roadway s. 245 , 246 , 247 All three of these studies found that people living near major roadway s are more likely to be minorities or low in SES. They

also found that the outcomes of their anal ys es varied between regions within the U.S. However, only

one such study

looked at whether such c onclusions were confounded by living in a location with higher population density and how demographics differ between locations nationwide. In general, it found that higher density areas have higher proportions of low income and minority residents. We an alyzed two national databases that allowed us to evaluate whether homes and schools were located near a major road. One database, the American Housing Survey (AHS), includes descriptive statistics of over 70,000 housing units across the nation. The study is conducted every

two years by

the U.S. Census Bureau. We analyzed data from the 2009 AHS. The second database we anal yz ed was the U.S. Department of Education’s Common Core of Data, which includes enrollment and location information for schools across the U.S. In anal yz ing the 2009 AHS, we focused on whether or not a housing unit was located within 300 feet of “4

- or - more lane highway , railroad, or airport.” 248 We analyzed whether there were differences between houses and householders in such locations and those not in them. 249 We include d other variables, such as land use category , region of country , and housing type. We found that ho m es with a nonwhite householder were 22

- 34 percent more likely to be located within 300 feet of these large transportation facilities, while ho mes with a Hispanic householder were 17

- 33 percent more likely . Households near large transportation facilities were, on average, lower in income and educational attainment, more likely to be a rental property and located in an urban area. In examining schools near major roadway s, we examined the Common Core of Data (CCD) from the U.S. Department of Education, which includes information on all public elementary

and secondary

schools and school districts nationwide. 250 To determine schoo l proximities to major roadway s, we used a geographic information sy stem (GI S) to map each school and roadway s based on the U.S. Census’s TIGER roadway file. 251 We found that

244 Su, J.G.; Jerrett, M.; de Nazelle, A.; Wolch, J. (2011) Does exposure to air pollution in urban parks have socioeconomic, racial, or ethnic gradients? Environ Res 111: 319

- 328. 245 Rowangould, G.M. (2013) A census of the US near

- roadway population: public health and environmental justice considerations. Transportation Research Part D; 59

- 67. 246 Tian, N.; Xue, J.; Barzyk. T.M. (2013) Evaluating socioeconomic and racial differences in traffic

- related metrics in the United States using a GIS approach. J Exposure Sci Environ Epidemiol 23: 215

- 222. 247 Boehmer, T.K.; Foster, S.L.; Henry, J.R.; Woghiren

- Akinnifesi, E.L.; Yip, F.Y. (2013) Residential proximity to major highways

– United St ates, 2010. Morbidity and Mortality Weekly Report 62(3): 46

- 50. 248 This variable primarily represents roadway proximity. According to the Central Intelligence Agency’s World Factbook, in 2010, the United States had 6,506,204 km or roadways, 224,792 km o f railways, and 15,079 airports. H ighways thus represent the overwhelming majority of transportation facilities described by this factor in the AHS. 249 Bailey, C . (2011) Demographic and Social Patterns in Housing Units Near Large Highways and other Transportation Sources . Memorandum to docket. 250 http://nces.ed.gov/ccd/ 251 Pedde, M.; Bailey, C. (2011) Identification of S chools within 200 M eters of U.S. P rimary and S econdary Roads. Memorandum to the docket.Page 81 of 961

minority students were overrepresented at schools within 200 meters of the largest roadway s, and that schools within 200 meters of the largest roadway s also had higher than expected numbers of students eligible for free or reduced

- price lunches. For example, Black students represent 21.57 percent of students at schools located within 2 00 meters of a primary road, whereas Black students represent 16.62 percent of students in all U.S. schools. Hispanic students represent 30.13 percent of students at schools located within 200 meters of a primary road, whereas Hispanic students represent 21.93 percent of students in all U.S. schools. Overall, there is substantial evidence that people who live or attend school near major roadway s are more likel y to be of a minority race, Hispanic ethnicity, and/or low SES. The emission reductions from this rule are projected to result in widespread air quality improvements, but the impact on pollution levels in close proximity to roadway s is expected to be most direct. Thus, this rule is likely to help in mitigating th e disparity in racial, ethnic, and economicall y - based exposures.


## IV. **Ve hicle Emissions Pr**  **ogram** In the 14 ye ars since EPA finalized the Tier 2 Vehicle Program, manufacturers of light

duty vehicles have continued to d evelop a wide range of improved technologies capable of reducing emissions, especially exhaust hydrocarbons, nitrogen oxides (NO X), and particulate matter (PM) , and evaporative hydrocarbons . The California LEV II program has been instrumental in the auto industry ’s continuous technology improvements by

requiring year after ye ar reductions in fleet average exhaust hydrocarbon levels . In addition , California set performance standards that have resulted in the introduction of advanced exhaust and evaporative emission controls in partial zero emission vehicles (PZEVs). Overall, this progress in vehicle technology

has made it possible for manufacturers to achieve emission reductions with a number of today ’s vehicles that go well beyond the requirements of the Tier 2 program. E xtensive data from existing Tier 2 (and California LEV II) vehicles presented in the NPRM and received since the proposal have demonstrated the potential for further significant reductions . For exhaust emissions, these opportunities i nclude addressing : emissions produced at start
- up ; emissions under high

- speed, high

- load conditions ; the effects of sulfur in gasoline ; the effects of increased oil consumption ; and the effects of age on vehicle s and control s ys tems. In addition, technol ogies now exist that have inherently low evaporative emission characteristics and demonstrate improved in

- use durability . Based on this body of data, we are adopting more stringent standards designed to reduce emissions, primarily exhaust non - methane organic gases (NMOG), NO X , and PM and evaporative h ydrocarbon emissions from new vehicles. As discussed in detail below and in the final RIA, we have concluded that, in conjunction with the reductions in fuel sulfur also required in this action, the new vehic le emissions standards are feasible , accounting for costs, across the fleet in the timeframe of the program . We believe that simultaneous reductions in fuel sulfur will be a key factor in enabling the entire fleet of vehicles subject to Tier 3 to meet the new emission standards in

- use, throughout the life of the vehicle s (see Section IV.A.6 below)

.Page 82 of 961

We received a large number and wide range of comments on the proposed vehicle emission program, and we have carefull y considered all of them. (The Summary and Anal ys is of Comments document addresses the comments received; it is located in the docket for this rulemaking and also on EPA’s website at www.epa.gov/otaq/tier3.htm.) With very few exceptions, we are finalizing the Tier 3 vehicle emission program as proposed, including the levels of the new emission standards and the phase

- in schedules. In several cases, as discussed in detail below, the comments and/or newer technical information have resulted in adjustments to the proposed program, including when the requirements begin, what fuel is used for vehicle compliance testing, and what the PM standard level is for testing under aggressive driving conditions. The final Tier 3 vehicle provisions, like the proposal, also harmonize closely with California’s LEV I II program. This section describes in detail the program for reducing tailpipe and evaporative emissions from light

- duty vehicles (LDVs, or passenger cars), light

- dut y trucks (LDT1s, 2s, 3s, and 4s), Medium

- Dut y Passenger Vehicles (MDPVs), and certain he av y - duty vehicles (HDVs). Sections IV.A and IV

. B discuss the tailpipe emission standards and time lines, and other provisions for new LDVs, LDTs, and MDPVs and for new heav y - dut y vehicles up to 14,000 lbs Gross Vehicle Weight Rating (GVWR). Section IV.C presents the new Tier 3 evaporative emissions standards and program and Section IV.D describes the new evaporative emissions leak test. Section IV.E presents improvements to the existing Onboard Diagnostics (OBD) provisions. In Section IV. F , we describe new provisions to update our federal certification fuel to better match today ’s in

- use fuel. We also discuss in this section the compliance flexibilities for small auto manufacturing companies and small

- volume manufacturers (IV. G ) as well as new testing and test procedure provisions and other compliance provisions (IV. H ). **A. Tier 3**  **Tailpipe Emission Standards for Light -** **Duty Vehicles, Light -**  **Duty Trucks, and Medium**  **- Duty Passenger Vehicles**  1. How the Tier 3 Program is Harmonized with the California LEV III Program In describing the Tier 3 program for light

- and heavy

- dut y vehicles in this preamble, we discuss how the provisions are consistent with the California Air Resources Board (CARB) LEV III program. 252 During the development of the proposed rule and in their c omments, a uto manufacturers stressed to us the importance of their being able to design and produce a single fleet of vehicles for all 50 states that simultaneously compl ies with requirements under the Tier 3 program and the LEV III program, as well as gre enhouse gas/CAFE requirements they are facing in the same timeframe. To the extent that the federal and California programs are consistent, special versions of vehicles with different emission control hardware and calibrations for different geographic are as will be unnecessary . This will allow manufacturers to avoid the additional costs of parallel design, development, calibration, and manufacturing. Consistency among programs also eliminate s the need to supply aftermarket parts for repair of multiple

252 See California Low

- Emission Vehi cles (LEV) & GHG 2012 regulations adopted by the State of California Air Resources Board, March 22, 2012, Resolution 12

- 21 incorporating by reference Resolution 12

- 11 , which was adopted January 26, 2012. Available at http://www.arb.ca.gov/regact/2012/lev iiighg2012/leviiighg2012.htm (last accessed December 2 , 201 3 ).Page 83 of 961

ve rsions of a vehicle. We believe that the most effective and efficient national program will result from close coordination between CARB LEV III and federal Tier 3 program elements and their implementation. To that end, we worked closely with CARB and th e vehicle manufacturers, the latter both individually

and through their trade associations, to align the two programs. The Tier 3 program is identical to LEV III in most major respects for light

- dut y vehicles (and heavy

- duty vehicle s, as described in sect ions below). The levels and the timing of the declining fleet

- average NMOG+NO X standards are identical to those in LEV III. T he Tier 3 emissions bins to which manufacturers will certify individual vehicle models in order to compl y with the fleet

- av erage standards, are also identical to those in LEV III. Similarly , the light

- dut y Tier 3 FTP PM standards and percent phase

- in match those for LEV III through MY 2024. We note there are a few light

- dut y Tier 3 and LEV III provisions that are different, for reasons discussed below. For example, the LEV III program and the Tier 3 program have different light

- dut y PM requirements late in the program (i.e., after MY 2024 (IV.A.3.b.)) , and the two programs have different final NMOG+NO X standards for small v olume manufacturers (IV.G.1). As also discussed below, we are finalizing a revised SFTP (US06) PM standard, and CARB has commented that it plans to take similar action in near future. CARB also indicated in their comments that they

intend to consider sev eral additional actions to further align several minor aspects of LEV III with the Tier 3 program once Tier 3 is finalized. Be yond the provisions mentioned above , the differences between the programs are not major and most will exist only in the transiti onal years of the Tier 3 program. These additional differences result from the fact that the LEV III requirements begin slightl y earlier and that a limited phase

- in of some provisions is necessary for a smooth transition to overall aligned programs. Thes e temporary differences include the process for how earl y compliance credits are generated and used (e.g., Section IV.A.7.a); how quickly manufacturers will need to move toward certifying all of their vehicle models to longer useful

- life values (e.g., Sect ion IV.A.7. c ) and on the new test fuel (e.g., Section IV.A.7. d); and transitional emissions bins to facilitate the transition from Tier 2 to Tier 3 ( Section IV.A.7. n). 2. Summary

of the Tier 3 FTP and SFTP Tailpipe Standards
a. Major Comments on and Significant Changes to the Proposal As mentioned above, we are finalizing most aspects of the comprehensive Tier 3 vehicle program as we proposed them. The levels of the FTP and SFTP standards for the key tailpipe pollutants of concern

-- the sum of NMOG and NO X em issions, expressed as NMOG+NO X , and PM

-- are the same as proposed (except for the numericall y lower final PM SFTP (US06) standard, as discussed below)

. In addition, the timing of the requirements remains the same as in the NPRM, starting with MY2017 and MY2018 and phasing in according to the same declining fleet

- average schedule for the NMOG+NO X standards and the same percent

- of

- sales phase

- in schedule for the PM standards. We continue to believe that these elements form a robust framework for the Tier 3 vehicle program and closely harmonize with the respective elements of California’s LEV III program.Page 84 of 961

There are several important provisions of the light

- duty Tier 3 program that we have revised from the proposal, based on further consideration and information that we received from commenters. We discuss each of these in detail later in this section and summarize them here.

 As described below in Section IV.A.2.c, each of the four primary Tier 3 emission standards has an associated alternative phase

- in opti on for heavier light

- duty vehicles that a manufacturer can choose if it prefers a later start date (to provide 4 years of lead time) and a stable standard. 253 We proposed that a manufacturer choosing these options be required to apply the alternative phase

- in schedule to its entire light

- dut y fleet. In response to comments from automakers that this restriction would be unnecessarily

burdensome, we reconsidered this provision. For the reasons discussed below, we are allowing a manufacturer to appl y the alte rnative phase

- in schedules to only their heavier light

- duty

vehicles, instead of their entire light

- dut y fleet. However, manufacturers have largely indicated that they

plan on adopting the primary program which is harmonized with LEV III.

 This Tier 3 rule provides an opportunity for EPA to reassess the degree to which the gasoline used for vehicle emissions testing and certification reflects in

- use gasoline around the country . In the case of ethanol content, we proposed that the emissions test fuel contain 15 percent ethanol (E15), anticipating a significant shift to higher ethanol content in use in the near future. For several reasons described below (Section IV.F.1), this shift in in

- use fuel is not materializing as quickl y as expected, and E10 continues to be almost universal today . We received a near consensus among comments from stakeholders that E10 test fuel is more appropriate. We agree that E10 most appropriately reflects in

- use gasoline around the country today and into the foreseeable future, and thus we are finalizing E10 for the test fuel. In addition, as discussed in Section IV.F.1, we are finalizing a fuel volatility specification for test fuel of 9 psi RVP, as proposed.

 We are finalizing a set of standards for PM as measured on the aggress ive

- driving segment of the SFTP test cycle (the US06 cycle) based on US06 PM test data that we published as part of the NPRM, along with more recent test data developed by California. Our review of these data has led us to finalize numerically lower level s for the US06 PM standards than we proposed. The data presented in the NPRM as well as the data provided by California clearl y show that the proposed US06 PM standards were inappropriately high, that US06 PM emissions are not closely related to vehicle w eight, and that lower values for the standards would achieve the goal of the program to bring all vehicles in the light

- dut y fleet to the US06 PM levels that are being met b y man y vehicles today . Based on the body of available data, we are establishing 6 mg/mi as the long

- term US06 PM standard. (This compares to the proposed standards of 10 and 20 mg/mi for lighter and heavier light

- dut y vehicles, respectivel y.) However, because there remains some uncertainty about how

253 In this preamble, “heavier light

- duty vehicles” refers to LDVs and LDTs greater than 6,000 lbs GVWR and MDPVs, and “lighter light

- duty vehicles” refers to LDVs and LDTs up to 6,000 lbs GVWR.Page 85 of 961 manufacturers will achieve this lev el in the earl y ye ars of the program, we are setting the standard at 10 mg/mi for the earl y years of the program, for MYs 2017 and 2018. Similarly , we are providing a less

- stringent standard of 10 mg/mi for testing of in

- use vehicles in recognition of the challenges of the requirements as vehicles age.

 In the Tier 3 program, as for vehicle emission control programs in the past, manufacturers are responsible for the emissions performance of the vehicle for a specified “useful life” of the vehicle. EPA proposed that vehicles meet the Tier 3 standards for 150,000 miles or 15 years, identical to the LEV III program’s approach. We proposed an option for lighter light

- dut y vehicles to certify to a shorter useful life of 120,000 miles or 10 (or 11, as applic able) years, as set in the Tier 2 program. We proposed that manufacturers certifying to the shorter useful life would need to meet numericall y lower NMOG+NO X standards (85 percent of the respective 150,000

- mile NMOG+NO X standards). We also proposed that a manufacturer choosing the shorter useful life for one vehicle model would need to use that useful life and associated standards for all of its lighter vehicles. Auto industry commenters stated that applying the provision across a manufacturer’s fleet wo uld create an onerous compliance burden. We have reconsidered our proposed approach, and as discussed in Section IV.A.7.c below, we will allow a manufacturer to split its lighter light

- duty fleet among models certified for either the 150,000 mile or 120,0 00 mile useful life and associated standards.

 Another area of substantial comment, primarily from the petroleum refining industry , questioned the technological need of auto manufacturers for lower in

- use sulfur levels in order to meet the Tier 3 vehicle emission standards. In contrast, auto manufacturers and emissions control sy stem manufacturers commented that lower sulfur gasoline is critical to meet the Tier 3 standards. After careful consideration of the comments, we continue to believe that the lar ge body of data presented in the NPRM, supplemented by newer data that consistently reinforces the earlier conclusions, strongl y supports our determination of the need for average in

- use gasoline sulfur levels to be at 10 ppm sulfur or lower for manufacturers to meet the Tier 3 vehicle standards across their fleets for the useful life of the vehicles. See Section IV.A.6 below for a detailed discussion of the need for gasoline sulfur control. b. Structure of the Primary Tier 3 Tailpipe Standards A s proposed, compliance with the standards is based on vehicle testing using test procedures that represent a range of vehicle operation, including the Federal Test Procedure (FTP) and the Supplemental Federal Test Procedure (SFTP). The Tier 3 FTP and SFTP NMOG+NO X standards are fleet

- average standards, meaning that the manufacturer calculate s the sales

- weighted average emissions of the vehicles it sells in each model year , accounting for an y Tier 3 emissions credits or deficits, and compare s that average t o the applicable standard for that model year. The fleet average standards for NMOG+NO X evaluated over the FTP are the same values as proposed and are summarized in Table IV

- 2 and discussed in detail below. For lighter light

- duty vehicles, the standards begin in MY 2017 at a level representing a 46 percent reduction from the current Tier 2 requirements for lighter vehicles and then become increasingl y stringent, culminating in an 81 percent reduction in MY 2025. The FTP NMOG+NO X programPage 86 of 961

includes separate fleet average standards for heavier vehicles that begin in MY 2018 and then converge with the standards for lighter vehicles at 30 milligrams per mile (mg/mi) in MY 2025 and later , as proposed

. 254 , 255 Manufacturers will determine thei r fleet average FTP NMOG+NO X emission values as we proposed, based on the per

- vehicle “bin standards” to which they certif y each vehicle model. M anufacturers will be free to certify vehicles to any

of the bins, so long as the sales

- weighted average of the NMOG+NO X values from the selected bins meets the fleet average standard for that model year. Table IV

- 1 presents the per

- vehicle bin standards. Similarly , the fleet average NMOG+NO X standards measured over the S FTP are summarized in Table IV

- 4 and discussed in detail below

. The SFTP NMOG+NO X fleet average standards decline from MY 2017 until MY 2025. In this case, the same standards appl y to both lighter and heavier vehicles. In MY 2 025, the SFTP NMOG+NO X standard reach es its fully phased

- in fleet average level of 50 mg/mi. Also as proposed, the new Tier 3 PM standards apply to each vehicle separatel y . The PM standards are per

- vehicle cap standards and not fleet

- average standards

. Also, in contrast to the declining NMOG+NO X standards, the PM standard on the FTP is a constant 3 mg/mi for all vehicles and for all model years , phasing in to an increasing percentage of vehicle sales beginning in MY 2017 for vehicles at or below 6,000 lb s Gross Vehicle Weight Rating ( GVWR) and in MY 2018 for vehicles above 6,000 lbs GVWR. As discussed in Section IV.A.3.b above, b ased on data generated by EPA and CARB test programs, most current light

- duty vehicles are already performing at or below th e 3 mg/mi level. However, some vehicles are emitting above this level, due to such factors as excessive fueling during cold start and combustion chamber and fuel sy stem designs that are not optimized for low PM emissions. The intent of the 3 mg/mi standard is to bring all light

- dut y vehicles to the PM level typical of that being demonstrated b y most light

- duty

vehicles today . To address the uncertainties that will accompany the introduction of new technologies, the program includes a separate in

- use FTP PM standard of 6 mg/mi for the testing of in

- use vehicles during the phase

- in period, as proposed, as described in more detail below. As presented in Table IV

- 3 , for vehicles at or below 6000 lbs GVWR, these FTP PM certification an d in

- use standards phase in over several years, beginning with a requirement that at least 20 percent of a company ’s U.S. sales of these vehicles compl y with the Tier 3 standards in MY 2017. We are also finalizing an option for a manufacturer to choose to certify 10 percent of its total light

- duty fleet sales

– including LDVs and LDT over 6,000 lbs GVWR and MDPVs

– to the Tier 3 FTP PM standards in MY 2017. Manufacturers would reach a 100 percent compliance requirement in MY 2021.

254 The declining NMOG+NO X fleet

- average standards consist of one set of declining standards that applies to light

duty vehicles (LDVs) and small light trucks (LDT1s) and a second set of declining standards that applies to heavier light trucks (LDT2s, LDT3s. LDT4s), and MDPVs. 255 This preamble presents the new Tier 3 standards in terms of milligrams per mile (mg/mi) for convenience. Throughout the associated Tier 3 regulatory language we continue to present the standard s in terms of grams per mile (g/mi) for consistency with earlier programs.Page 87 of 961

Finally , the Tier 3 program includes PM standards evaluated over the US06 cycle (a component of the SFTP test that captures higher speeds and accelerations). Based on emissions test data presented in the NPRM and additional data submitted in public comments, and as presented i n Table IV

- 5 and further discussed in Section IV.A.4.b below, we are establishing a single long

- term US06 PM standard of 6 mg/mi for both lighter and heavier vehicles, a level that is numerically

lower than what we proposed. How ever, because there remains some uncertainty about how manufacturers will decide to achieve this level in the earl y ye ars of the program, we are setting the standard through MY 2018 at 10 mg/mi. The US06 PM standard s phase in using the same 20

- 20

- 40

- 70

- 10 0 percent schedule , and on the same vehicles, as the new FTP PM standards . The 10 mg/mi standard applies in MYs 2017 and 2018 (at a percent

- of

- sales requirement of 20 percent, and the long

- term 6 mg/mi standard applies in MYs 2019 and later, increasing from 40 to 100 percent of sales. This US06 standard will apply to the same vehicle models that a manufacturer chooses to certify to the FTP PM standard during the percent phase

in period. As in the case of the FTP PM standards, the intent of the standard i s to bring the emission performance of all vehicles to that already being demonstrated by many vehicles in the current light

- dut y fleet. As proposed, we include a separate in

- use US06 PM standard during in the middle years of the program, but at a differe nt numerical level and during different ye ars than proposed (as discussed in Section IV.A.4.b below). We did not propose new emissio n requirements for an y vehicle or fuel over the cold temperature test cycles (i.e., the 20 ° F cold carbon monoxide ( CO ) and non - methane hydrocarbon (NMHC ) tests) , but requested comment on that decision. Only the automakers commented on this topic, agreeing with EPA’s approach of not changing its cold temperature requirements

. As indicated in the proposal, we are not establ ishing an y new cold temperature requirements in this rule.
c. Alternate Phase

- In Schedules For heavier light

- dut y vehicles (i.e., LDVs and LDTs greater than 6,000 lbs GVWR, plus MDPVs), EPA is also finalizing alternative phase

- i n schedules for each of the four primary vehicle emission standards: FTP NMOG+NO X , FTP PM, SFTP NMOG+NO X , and US06 PM. 256 These alternative phase

- ins are available if a manufacturer prefers stable standards and four full ye ars of lead time, as specified in the Clean Air Act for heavier vehicles. We describe each of the alternative phase

- ins in more detail below, including several way s in which we have revised the proposed provisions. EPA received comment on the proposed alternative phase

- in provisions, primarily from automakers and their trade associations. These comments questioned whether the proposed structure of and restrictions on the use of the alternative phase

- i ns were so onerous as to undul y restrict a manufacturer from choosing the alternative phase

- ins and their lead time and stability provisions as set forth in the Clean Air Act. The commenters criticized the proposed requirement that a manufacturer using th e alternative phase

- ins apply the alternative schedules to its entire light

- dut y fleet, both below and above 6,000 lbs GVWR. EPA had proposed this

256 Tier 3 standards for CO and HCHO phase in with the NMOG+NOx standards, as applicable.Page 88 of 961

provision to minimize the complexity of compl yi ng with the alternative phase

- in if a manufacturer’s heavier and lighter light

- dut y vehicles had different compliance structures. In consideration of these concerns, we have removed from the alternative phase

- in provisions the requirement that a manufacturer apply the alternative schedules to its entire light

duty fleet including vehicles below 6,000 lbs GVWR. For the practical functioning of the program, the final rule requires that any manufacturer choosing to use the alternative phase

- in apply all four alternative phase

- in schedules to its entire light

- dut y fle et above 6,000 lbs GVWR. We believe that the alternative phase

- ins allow manufacturers to compl y with emission standards in a time frame that is clearly feasible and full y compliant with the CAA requirements for lead time and regulatory

stability . To the extent that manufacturers choose to use them, the alternative would result in overall emission reductions essentially identical to those of the primary program. The alternative phase

- in schedules would begin to apply to each vehicle for either MY 2019 o r MY 2020, depending on exactl y when the manufacturer begins production of the vehicle. (See Section 86.1811

- 17(b)(8)(i) for how we implement this provision.) For models that begin MY 2019 production after the fourth anniversary of the signing of this fi nal rule, the alternative phase

- in would provide four full years of lead time and would first apply for MY 2019. The phase

- in obligation would be calculated based onl y on those vehicles beginning production after the fourth anniversary date. For models b eginning production before that date, the alternative phase

- in would first apply for MY 2020, and the phase

- in percentage for MY 2020 would be based on the manufacturer’s entire fleet of heavier light

- duty vehicles. Based on historical certification patte rns, few models begin production before mid

- calendar

- ye ar, so we expect that the vast majority of MY 2019 vehicles will begin production after the 4

- ye ar anniversary

and thus the alternative phase

- ins, if chosen, will ty picall y apply beginning in MY 2019. At the time of certification for MY 2018, a manufacturer must declare whether it intends to apply the alternative phase

- in schedules to its heavier light

- dut y vehicles. A manufacturer choosing the alternative phase

- ins would be committed to this phase

- i n approach for the duration of the phase

- ins, and could not later choose the fleet

- average approach for NMOG+ NO X standards. For all vehicles below 6,000 lbs GVWR, the primary program will apply , beginning in MY 2017. For a manufacture’s vehicles subject to the alternative phase

- ins, there would be no new tailpipe emissions requirements beyond the Tier 2 program until the beginning of the alternative phase

- in schedules; that is, MY 2019 or 2020, as explained above. As discussed above, a manufacturer choos ing the alternative phase

- in approach for its heavier light

- dut y vehicles would be required to use all four phase

- ins together. The next paragraphs explain how each of the alternative phase

- ins requires an increasing percent of the manufacturer’s sales to comply with the alternative standards. Thus, until the end of the phase

ins, some percent of a manufacturer’s affected vehicles will meet the new standard and the remainder of that year’s sales will not yet compl y with Tier 3. For the practical function ing of the program, a manufacturer choosing the alternative phase

- ins would be required to comply with exactly

the same segment of their fleet in each model year for all four alternative phase

- ins. For example, a manufacturer that complies with the 70 percent MY 2020 requirement for the FTP NMOG+NO X standard with a segment of its vehicle fleet must meet the 70 percent MYPage 89 of 961

2020 requirement for the FTP PM standard with the same set of vehicles. Vehicles covered b y the alternative phase

- in programs would be c onsidered “Final Tier 3” vehicles and thus would also need to compl y with the Tier 3 certification fuel and full useful life provisions. For the FTP and SFTP NMOG+NO X alternative phase

- in schedules, once the phase

- in is complete for a segment of a manufa cturer’s fleet, the standards continue for that set of vehicles through MY 2024, after which the full Tier 3 program applies regardless of the phase

- in strategy

. Thus, the fleet

- average standards that decline through MY 2024 do not apply for these vehicle s. Although manufacturers would implement all four alternative phase

- in schedules together, as discussed above, each alternative phase

- in has unique characteristics. The following paragraphs explain the unique provisions of each.

(1) Alternative Phase

-

In Schedule for the FTP NMOG+NO X Standard Instead of the primary

FTP NMOG+ NO X declining fleet average standards, a manufacturer choosing the alternative phase

- ins would comply with a stable fleet average FTP NMOG+NO X standard of 30 mg/mi that would apply to an increasing percentage of a manufacturer’s combined sales of LDVs and LDTs above 6,000 lbs GVWR and MDPVs. This percent phase

- in would match the percentages in the primary PM percent phase

- in schedule, as discussed above

– specifically , 40 percent of MY 2019 heavier light

- dut y vehicles (excluding those vehicles with production beginning before the 4

- year anniversary), 70 percent of all of its heavier light

- dut y vehicles in MY 2020, and 100 percent compliance in MY 2021 and later model years.

(2) Alternative Phase

-

In Schedule for the FTP PM Standard Instead of the primary

FTP PM percent phase

- in schedule, a manufacturer choosing the alternative phase

- ins would postpone the beginning of its FTP PM phase

- in for its LDVs and LDTs above 6,000 lbs GVWR and MDPVs until MY 2019 or 2020 (depending on the dates production begins for its vehicle models, as discussed above). The manufacturer would then comply with the 3 mg/mi per

- vehicle FTP PM standard (and the 6 mg/mi in

- use standard) on an increasing percentage of these vehicles, following the 40

- 70

- 100 percentage phase

- in of the primary PM program

-- specificall y, 40 percent of MY 2019 heavier light

- duty vehicles (excluding those vehicles with production beginning before the 4

- ye ar anniversary), 70 percent of all o f its heavier light

- duty vehicles in MY 2020, and 100 percent compliance in MY 2021 and later model years.

(3) Alternative Phase

-

In Schedule for the SFTP NMOG+NO X Standard As with the other alternative phase

- ins, instead of the primary SFTP NMOG+ NO X decli ning fleet average standards, a manufacturer choosing the alternative phase

- ins would comply with a stable fleet average SFTP NMOG+NO X standard of 50 mg/mi that would apply to an increasing percentage of a manufacturer’s combined sales of LDVs and LDTs abo ve 6000 lbs GVWR and MDPVs. This percent phase

- in again would match the percentages in the primary PM percent phase

- in schedule, as discussed above

– specificall y, 40 percent of MY 2019 heavier light

- duty vehicles (excluding those vehicles with production beginning before the 4

- ye arPage 90 of 961

anniversary), 70 percent of all of its heavier light

- duty vehicles in MY 2020, and 100 percent compliance in MY 2021 and later model ye ars.

(4) Alternative Phase

-

In Schedule for the US06 PM Standard Finally , instead of the primary U S06 PM percent phase

- in schedule , a manufacturer choosing the alternative phase

- ins would postpone the beginning of the US06 phase

- in for its LDVs and LDTs above 6,000 lbs GVWR and MDPVs until MY 2019 or 2020 (depending on the dates production begins for i ts vehicle models, as discussed above). The manufacturer would then comply

with the 10 mg/mi US06 PM standard for 40 percent of MY 2019 heavier light

- duty vehicles (excluding those vehicles with production beginning before the 4

- year anniversary), 70 percent of all of its heavier light

- dut y vehicles in MY 2020, with 100 percent compliance in MY 2021, and then 100 percent compliance with the 6 mg/mi standard in MY 2022 and later model ye ars. The next sections describe in more detail the new Tier 3 standard s, how they will be implemented over time, and the technological approaches that we believe are or will be available to manufacturers in order to comply

. 3. FTP Standards As summarized above, we are finalizing, largely as proposed, new standards for the primary pollutants of concern for this rule (NMOG, NO X , and PM) as measured on the FTP. The following paragraphs describe in more detail these FTP standards for NMOG+NO X and PM, as well as for carbon monoxide (CO) and formaldeh yde (HCHO).
a. FTP NMOG+NO X Standards T he Tier 3 NMOG and NO X standards are expressed in terms of the sum of the two pollutants

-- NMOG+NO X in mg/mi. 257 We received no comments recommending a different approach. The California LEV III standards are also expressed as NMOG+NO X ; aligning Tier 3 with LEV III is an important element of facilitating a national program. EPA received a number of comments about how the proposed NMOG+ NO X standards transition from the existing Tier 2 standards, but there was little comment recommending different level s of the standards themselves, especially later in the program. Based on our extensive evaluation of existing and emerging vehicle technologies (see Section IV.A.5) and the level of sulfur in gasoline that will be available during the implementation timef rame of this rule, and considering the comments we received, w e continue to believe that the fully phased

- in level for the fleet

- average FTP NMOG+NOx standard of 30 mg/mi is the most stringent level that we can reasonabl y establish . As discussed in Sectio n s IV.A.5 and IV.A.6 below, when necessary

257 See California Low

- Emission Vehicles (LEV) & GHG 2012 regulations adopted by the State of California Air Resources Board, March 22 , 2012, Resolution 12

- 21 incorporating by reference Resolution 12

- 11 , which was adopted January 26, 2012. Available at http://www.arb.ca.gov/regact/2012/leviiighg2012/leviiighg2012.htm (last accessed December 2 , 201 3 ).Page 91 of 961

margins of compliance and the demonstrated effects of fuel sulfur on emissions performance are considered, th e 30 mg/mi standard is effectivel y very close to zero. The 30 mg/mi Tier 3 NMOG+NO X standard is also co nsistent with the final LEV III standard. A key compliance mechanism adapted from the Tier 2 program is a “bin” structure for the FTP emission standards. For these purposes, a bin is a set of several standards that must be complied with as a group. Thus , as proposed, each FTP Tier 3 bin has an NMOG+NO X standard and a PM standard, as well as CO and HCHO standards. We intend for the Tier 3 CO and HCHO standards to prevent new engine and emission control designs that result in increases in CO and HCHO emis sions , compared to levels being achieved today . The standards are based on the comparable current LEV II and Tier 2 bin standards for these pollutants , which we believe are sufficientl y protective at this time

. There were no comments on the proposed CO and HCHO standards. The current standards are not technology

- forcing, and we believe that this will continue to be the case as Tier 3 technologies are developed. Table IV

- 1 presents the bin structure for light

- dut y vehicle, light

- dut y truck, and MDPV FTP standards

.

**Table IV**  **- 1**  **Tier 3 FT**  **P Standards for LDVs, LDTs and MDPVs (mg/mi)**  Bin NMOG+ NO X

(mg/mi) PM a

(mg/mi) CO

(g/mi) HCHO

(mg/mi) Bin 160 160 3 4.2 4 Bin 125 125 3 2.1 4 Bin 70 70 3 1.7 4 Bin 50 50 3 1.7 4 Bin 30 30 3 1.0 4 Bin 20 20 3 1.0 4 Bin 0 0 0 0 0

a In MYs 2017

- 20, the PM standard applies only to that segment of a manufacturer’s vehicles covered by the percent of sales phase

- in for that mo del year. Consistent with the Tier 2 principle of vehicle and fuel neutrality, the same Tier 3 standards appl y to all LDVs, LDTs, or MDPVs, regardless of the fuel they use , as proposed

. That is, vehicles certified to operate on any fuel (e.g., gasoline, diesel fuel, E85, CNG, LNG, hydrogen, and methanol) are all subject to the same standards. The Tier 3 NMOG+NO X standards as measured on the FTP will reduce the combined fleet

- average emissions graduall y from MY 2017 through 2025, as shown in Table IV

- 2 below. Beginning in MY 2017, there are two separate sets of fleet

- average standards for , first, LDVs and LDT1s and , second, all other LDTs (LDT2s, LDT3s, and LDT4s) and MDPVs . B oth fleet

-Page 92 of 961

average standards decline annuall y, converging in MY 2025. These declining average standards are identical to CARB’s LEV III standards. 258 As proposed and as discussed above (Section IV.A.2.a), the declining fleet

- average NMOG+NO X FTP standard s begin in MY 2017 for light

- dut y vehic les and light

- duty trucks with a GVWR up to and including 6,000 lbs and in MY 2018 for light

- duty vehicles and light

- dut y trucks with a GVWR greater than 6,000 lbs and MDPVs . The standards apply to the heavier vehicles a ye ar later to facilitate the trans ition to a 50

- state program for all manufacturers. During this transition period, as described above, there will be two fleet

- average NMOG+NO X standards for each model year, one for LDVs and LDT1s and one for all other LDTs (LDT2s, LDT3s, and LDT4s) and f or MDPVs that decline essentially linearl y from MY 2017 through MY 2025 . At that point , the two fleet

- average standards converge and stabilize for all later model years at the same level, 30 mg/mi, as shown in Table IV

- 2

. **Table IV**  **- 2**  **Tier 3 LDV, LDT, and MDPV Fleet Average FTP NMOG+NO**  **X Standards**  **(mg/mi)** Model Year 2017 a 2018 2019 2020 2021 2022 2023 2024 2025 and later LDV/LDT1 b 86 79 72 65 58 51 44 37 30 LDT2 ,3,4 and MDPV 101 92 83 74 65 56 47 38

a For LDVs and LDTs over 6,000 lbs GVWR and MDPVs , the fleet average standards appl y beginning in MY 2018. b These standards apply for a 150,000 mile useful life. Manufacturers can choose to certify their LDVs and LDV1s to a useful life of 120,000 miles. If a vehicle model is certified to the shorter useful life, a proportionally lower numerical fleet average standard appl ies , calculated by multiplying the respective 150,000 mile standard by 0.85 and rounding to th e nearest mg/mi

. See Section IV.A.7.c. As discussed above (Section IV.A.2.c), for LDVs and LDTs above 6,000 lbs GVWR and MDPVs, EPA is also providing an alternative phase

- in of the fleet

- average 30 mg/mi FTP NMOG+NO X standard

. b. FTP PM Standards We are establishing new FTP standards for PM emissions at the proposed levels

-- 3 mg/mi, with a temporary

standard of 6 mg/mi for in

- use vehicle testing

-- as summarized in Table IV

- 3 below. These levels are intended to ensure that all new vehicles will perform at a level representing what is already being achieved by well

- designed emission control technologies today

.

258 See California Low

- Emission Vehic les (LEV) & GHG 2012 regulations adopted by the State of California Air Resources Board, March 22, 2012, Resolution 12

- 21 incorporating by reference Resolution 12

- 11 , which was adopted January 26, 2012. Available at http://www.arb.ca.gov/regact/2012/levi iighg2012/leviiighg2012.htm (last accessed January 14, 201 4 ).Page 93 of 961

Many commenters were either silent on or supportive of the proposed FTP PM standard levels. However, some commenters

– including CARB and several NGOs and auto industry suppliers

-- supported a more stringent standard of 1 mg/mi, which the California LEV III program phases in beginning in MY 2025. After detailed consideration of these comments and inform ation available at this time, we continue to believe that the PM standards that we are finalizing for the federal Tier 3 program are the most stringent technically feasible standards within the implementation timeframe of this rule . ( See Section 1.5.1 of the RIA .) We will continue to work closel y with CARB in this area. Specificall y, our agencies will continue our parallel evaluations of how improved gravimetric PM measurement methods can reduce PM mass measurement variability at very low PM levels and h ow this relates to the evolving technological capabilities of automakers to reach very low PM levels with sufficient compliance margins. PM emissions over the FTP are generall y attributed to the cold start, when PM formation from combustion of the fuel i s facilitated b y the operating conditions, including a cold combustion chamber and fuel enrichment. During cold

- start operation , PM control is less effective , especiall y the oxidation by the catal yt ic converter of semi

- volatile organic compounds from the lubricating oil. We believe that for vehicles that are not already at the Tier 3 levels, the new standard s can be achieved with improvements to the fuel controls during the cold start , without the need for an y new technology or hardware. We also expect that manufacturers will pay close attention to maintaining low PM emissions during the implementation of newer technologies like gasoline direct injection (GDI) and turbocharged engines. Improvements in cold

- start exhaust catal ys t performance for NMOG+NOx control will also reduce emissions of semi

- volatile organic PM. For these reasons, cold start PM levels are relatively independent of vehicle application and therefore we are finalizing a single FTP PM standard for all light

- dut y vehicles , as proposed

. Unlike the NMOG+NO X FTP standard, it is not necessary for the FTP PM standard to phase in on a declin ing curve over time, since most manufacturers are already producing vehicles that meet the new standards . We are finalizing the proposed PM FTP percent

- of

- sales phase

- in during the first 5 years of the Tier 3 program in response to concerns expressed by automakers about logistical, facilities, and compliance challenges with a standard in the range of 3 mg/mi in the earl y ye ars of the program. Beginning in MY 2017 (and in MY 2018 for LDVs and LDTs over 6,000 lbs GVWR and MDPVs ), manufacturers will need to comply with the PM standard with a minimum of 20 percent of their U.S. sales. As shown in Table IV

- 3 , the percentage of the manufacturer’s sales that need to compl y increase s each ye ar, reaching 100 percent in MY 2021. In addition to this percent phase

- in, we are also establishing, as proposed, a separate PM standard of 6 mg/mi that will apply onl y for in

- use testi ng of vehicles certified to the new standards, and only during the percent phase

- in period. Due to the MY 2018 start date for vehicles over 6,000 lbs GVWR, manufacturers that have few or no vehicle models over 6,000 lbs GVWR will be required to certify a larger percentage of their total light

- dut y sales in MY 2017 than full line manufacturers. While we believe that most manufacturers will likely choose a single large

- volume durability group to meet the 2017 requirements, we are also including an option that a manufacturer could use to comply with the MY 2017 PM requirements . Under this option, a manufacturer may choose to certify 10 percent of its total light

- duty vehicle sales in MY 2017 to the new PM standards,Page 94 of 961

including light

- dut y vehicles over 6,000 lbs. This approach is consistent with the CARB LEV III program, which requires that 10 percent of all light

- duty vehicle sales meet the new PM standards in MY 2017. Because of the expected time and expense of performing emission tests on the improved PM test procedures, we are limit ing the number of tests using the new procedures that a manufacturer need s to perform at certification and during in

- use testing , as proposed

. Specificall y, manufacturers will only be required to test vehicles representing a m inimum of 25 percent of a model’s durability test groups during certification each model year (and a minimum of 2 durability

groups). 259 Manufacturers may select which durability groups to test, but will need to rotate the groups tested each ye ar to eventua lly cover their whole fleet. Similarly , manufacturers performing in

- use testing under the In - Use Verification Program can limit their testing to 50 percent of their low

- and high

- mileage test vehicles. Again, manufacturers will need to rotate their vehic le models so that each model will be tested every other year. Overall, we believe that the flexibility that these provisions provide will facilitate the expeditious implementation of the Tier 3 program, with no significant impact on the benefits of the pro gram.

**Table IV**  **- 3**  **Summary of Tier 3**  **LDV, LDT, and MDPV FT**  **P Standards** Program Element Units Model Year Notes

2017 a 2018 2019 2020 2021 2022 2023 + NMOG+NO X Standard (fleet average) mg/mi Per declining fle et average s (see Ta ble IV

- 2 ) b

PM Standards Phase

- in % 20 c 20 40 70 100 100 100

FTP Certification mg/mi 3 3 3 3 3 3 3 Note d
In

- use mg/mi 6 6 6 6 6 3 3 Note e a For LDVs and LDTs above 6,000 lbs GVWR and MDPVs , the FTP PM standards apply beginning in MY 2018. b The percent phase

- in does not apply to the declining fleet average standards. c Manufacturers comply in MY 2017 with 20 percent of their LDV and LDT fleet under 6,000 lbs GVWR, or a lt ernatively wi th 10 percent of their total LDV, LDT, and MDPV fleet. d Manufacturers must test 25 percent of each model year’s durability groups, and a minimum of 2. e Manufacturers must test 50 percent of their com bined low

- and high

- mileage in

- use vehicles. As di scussed in Section IV.A.2.c above, for LDVs and LDTs above 6 , 000 lbs GVWR and MDPVs , EPA is providing an alternative phase

- in of the 3 mg/mi FTP PM standard

.

259 Durability groups are a subset of engine families. Several engine families may have the same durability group.Page 95 of 961

4. SFTP Standards In addition to addressing vehicle emissions during ty pical driving, as address ed by the FTP standards presented above, the Tier 3 program also addresses emissions during more severe driving conditions. Thus , we are finalizing NMOG+NO X and PM standards as measured on the SFTP. The SFTP (and specificall y the US06 component of the te st) is designed to simulate , among other conditions, higher speeds and higher acceleration rates , and thus higher loads . As described below, most commenters were supportive of or silent on the proposed SFTP NMOG +NO X standards and the associated declining fleet

- average phase

- in schedule, but several commenters stated that the level of the standards should be more stringent than proposed. Based on our anal ys is of the stringency of the program, discussed in Section IV.A.5 below and in Chapter 1 of the RIA, w e disagree that more stringent SFTP NMOG+ NO X standards are necessary or appropriate at this time, and we are finalizing the standards and phase

- in schedule as proposed. However, we are finalizing more stringent SFTP standards for PM, which focus on the U S06 test component, based on newer data and public comments. These are also described below. The Tier 3 SFTP standards are necessary to address emissions during high

- load conditions, when engines can go into a fuel “enrichment” mode and the engine’s controls may temporaril y create a rich air/fuel mixture to protect exhaust components from thermal damage. Enrichment can increase emissions of NMOG+NO X and PM, primarily due to the incomplete combustion that occurs under rich conditions and the diminished eff ectiveness of the cataly st in these circumstances. However, enrichment can be minimized or eliminated in current and future engines, where components can be thermally protected even under high

- load conditions by careful electronic management of the air/fu el mixture and the combustion process. We are finalizing these SFTP standards, as well as limitations on the amount of enrichment that drivers can command (see Section IV.A.4.c below ) to address this important source of vehicle emission. We are also fina lizing an SFTP composite CO standard of 4.2 g/mi for all model years 2017 (or 2018 for LDVs and LDTs over 6000 lbs GVWR and MDPVs ) and later. This standard represents no effective change from the current Tier 2 SFTP CO standard, which we believe is already at a level that is sufficientl y stringent.
a. SFTP NMOG+NO X Standards We are finalizing the Tier 3 SFTP NMOG+NO X standards and declining fleet

- average phase

- in schedule as proposed and as presented in Table IV

- 5 b elow . Most commenters were generall y supportive of these standards or silent about them. However, several commenters stated that the proposed standards are too lenient, based on their evaluation of vehicle emission test data we presented in the NPRM. We have considered these comments and have reviewed the data from the NPRM. Our conclusion from that data continues to be that the SFTP NMOG+NOx emission levels that we are finalizing ensure that manufacturers essentially eliminate fuel enrichment events an d their emissions consequences, thereby resulting in important emissions reductions. See Chapter 1 of the RIA for an anal ys is of this data. W e do not believe that significant additional reductions would result from SFTP weighted NMOG+NO X standards more s tringent than the 50 mg/mi fully phased

- in level. In addition, we believe that the 50 mg/mi standard will ensure that the SFTP performance of future vehicles with futurePage 96 of 961

technologies continues to be comparable to that of the current fleet. The SFTP emissi ons value for certification of gaseous pollutants will continue to be calculated as a weighted composite value of emissions on three cycles (0.35 x FTP + 0.28 x US06 + 0.37 x SC03), as is done for the Tier 2 SFTP standards. To provide flexibility

in meet ing the fleet

- average standards, manufacturers will, as proposed, determine the specific SFTP composite standard for each individual vehicle family and report that self

- selected standard and the measured emission performance. (These self

selected standard s are analogous to “family emission limits,” or “FEL s,” used in other programs (e.g., heav y - dut y highway engine standards).) For each famil y, a manufacturer will choose an y composite NMOG+NO X standard, up to 180 mg/mi, in even 10 mg/mi increments. The manufacturer will then calculate the sales

- weighted average of all the selected standards of the families across its fleet and compare that emissions value to the applicable fleet

- average standards for that model year. Table IV

- 4 presents the declining fleet

- average SFTP NMOG+NO X standards. As discussed in Section IV.A.2.c above, for LDVs and LDTs above 6,000 lbs GVWR and MDPVs, EPA is providing an alternative phase

- in of the 50 mg/mi SFTP NMOG+NO X standard. b. US0 6 PM Standards We are finalizing a single short

- term US06 PM standard of 10 mg/mi for MYs 2017 and 2018 (or only

for MY 2018 for LDVs and LDTs over 6,000 lbs GVWR and MDPVs) and a single long

- term standard of 6 mg/mi for MY 2019 and later. These standards are numericall y lower than those we proposed, and less complex in their structure. As discussed below and in Chapter 1 of the RIA, a substantial body of more recent PM data from a variety of vehicles tested on the US06 cycle has given us greater understanding of the feasible level of control of these emissions, both currently and in the timeframe of the Tier 3 standards, including what level of control we may

reasonably

require for the light

- duty fleet . The standards we are finalizing reflect this review . Much of the more recent data was developed late in the development of the NPRM and, although we made it available in the rulemaking docket to inform potential commenters, the proposed standards did not reflect consideration of the newer data. Since the NPRM, additional data from CARB have become available, and we have considered all of this information in finalizing the US06 PM standards. We believe that the full y phased

- in US06 PM standard of 6 mg/mi will achieve the goal that we presented in the NPRM

– to maintain the performance being achieved by current well

performing vehicles taking into account reasonable compliance margins. Comments from stakeholders representing states, including CARB, and several NGOs urged EPA to finalize more stringent stand ards than those proposed, in some cases advocating for standards below 6 mg/mi. Conversel y, auto industry commenters generall y supported the proposed standards. We have concluded that the body of recent data clearl y shows that the long

- term 6 mg/mi stand ard, is the appropriate level to prevent any significant “backsliding” in US06 PM emissions as new vehicles and technologies enter the fleet. At the same time, the 6 mg/mi standard provides a reasonable compliance margin

-- about 50% above the average lev els of current vehicles, which are averaging about 4 mg/mi. A long

- term standard numericall y lower than 6 mg/mi would runPage 97 of 96 1

counter to our intent to bring the emissions performance of all vehicles to that already being demonstrated b y man y vehicles in the current light

- duty fleet. We believe the long

- term US06 PM standard we are finalizing is appropriate based on all of the information available at this time and will not hinder introduction of new technologies manufacturers may choose for compliance with the other Tier 3 standards or other rules. The short

- term, less

- stringent US06 standard of 10 mg/mi (applicable in MYs 2017 and 2018) responds to automaker concerns about uncertainties stemming from simultaneous regulatory

requirements and rapidl y evolvi ng exhaust and engine technologies in the coming ye ars. We recognize that vehicle control technologies for both criteria and GHG emissions are evolving and will continue to do so, including an expected expansion of gasoline direct injection (GDI) technolo gies (see IV.A.5.c and the RIA). Also, the transition to lower sulfur in

- use gasoline required b y this rule may create temporary

additional challenges in consistently achieving lower US06 PM emissions (see IV.A.6 and the RIA). We believe that most manufa cturers will implement similar if not identical emission control strategies to comply (or, more often, to continue to comply with) with both the 10 mg/mi and the 6 mg/mi standards. In so doing, we expect them to use the temporary additional compliance mar gi n provided b y the 10 mg/mi standard to reduce uncertainties about potential variability in performance (in use and, in particular, later in vehicle life) during the earl y ye ars of developing and commercializing their control technologies. 260 The 10 mg/mi standard will expire after MY 2018, and the long

- term standard of 6 mg/mi will take effect. As the implementation of the program continues, we believe a limited degree of relief for testing of in

- use vehicles is appropriate. Manufacturers commented that because of the industry ’s general lack of experience with stringent PM standards, especially as the newl y designed vehicles age, less stringent standards for in

- use testing would reduce near - term concerns about performance variability earl y in the program

. We agree, and we are finalizing a separate standard of 10 mg/mi for in

- use vehicle testing for the intermediate years of the program, MYs 2019 through MY 2023. This standard is numericall y lower than the proposed in

use standards

-- again because of the availability of improved US06 test data as described above

-- but the purpose of providing an in

- use standard remains the same. The in

- use standard, in conjunction with the short

- term 10 mg/mi standard represents a longer duration for the in

- use standard than we had proposed, again based on comments from the industry about their compliance concerns with new US06 standards. For MY 2024 and later, there will be no separate in

- use standard and all vehicles will need to meet the long

- term standard at cert ification and in use. EPA proposed that different US06 PM standards apply to lighter and heavier vehicles. The newer US06 PM test data discussed above also make clear that the US06 PM performance

260 We note that the purpose of the percent phase

- in schedule for the FTP and US06 PM standards is to facilitate the expansion of manufacturers’ PM testing facilities, which have been relatively limited in their availability prior to these new emission standards. While effectively providing more time for technology development as well as for expansion of facilities, we believe that the PM standards are designed to be fully feasible in the early years of the program and do not themselves require the phase

- in relief, especially given the short

- term 10 mg/mi standard and the temporary rela xed in

- use testing standards.Page 98 of 961

of current vehicles is not closely related to vehicl e weight, although the earlier data had indicated that this might be the case. Several commenters urged EPA to finalize a single standard for vehicles above and below 6,000 lbs GVWR based on the newer data. At the same time, auto manufacturers generall y supported the proposed vehicle weight distinction, asserting a higher degree of uncertainty about the emission performance of their larger vehicles, especially in the earl y ye ars of the program and in light of simultaneous technology challenges. The newer data clearl y show that larger vehicles today are generally achieving US06 PM levels very similar to smaller vehicles, and well below the proposed standards. We are not finalizing separate US06 standards for heavier and lighter vehicles because separate s tandards are unwarranted based on a review of the newer data. However, we believe that the short

- term 10 mg/mi standard, as well as the temporary

in

- use vehicle testing standard, will significantl y reduce manufacturer compliance uncertainties in the earl y ye ars of the program for all vehicles, as discussed above. As with the FTP PM standards, manufacturers will comply with the US06 PM standards with the same increasing minimum percentage of their vehicles, as shown in Table IV.5. Also as with the FTP P M phase

- in, we are providing the option for a manufacturer to choose to certify 10 percent of its total light

- duty vehicle sales in MY 2017 to the new US06 PM standards, including light

- duty vehicles over 6,000 lbs GVWR. As discussed in Section IV.A.2.c a bove, for LDVs and LDTs more than 6 , 000 lbs GVWR and MDPVs , EPA is also providing an alternative phase

- in of the US06 PM standard s . All of the SFTP/US06 standards are shown in Table IV

- 4 and Table IV

- 5

. **Table IV**  **- 4**  **Tier 3 LD**  **V, LDT, and MDPV SFTP Composite Fleet Average Standards**  Model Year 2017 a 2018 2019 2020 2021 2022 2023 2024 2025 and later NMOG + NO X (mg/mi) 103 97 90 83 77 70 63 57 50 CO (g/mi) 4.2 a

a For LDVs and LDTs above 6,000 lbs GVWR and MDPVs , the NMOG+NO X and CO standards apply beginning in MY 2018

.
**Table IV**  **- 5**  **Summary of LDV, LDT, and MDPV Tier 3**  **SFTP Stand ards**  Program Element Units Model Year Notes
2017 a 2018 2019 2020 2021 2022 2023 2024+ NMOG+NO X Standard (fleet average) mg/mi Per declining fleet average for cars and trucks (see Table IV

- 4 ) bPage 99 of 961

PM Standards Phas e - in % 20 c 20 40 70 100 100 100 100

US06 LDV, LDT, MDPV: Certification mg/mi 10 10 6 6 6 6 6
6 Note d LDV, LDT, MDPV: In

- Use 10 10 10 10 10

a For LDVs and LDTs above 6,000 lbs GVWR and MDPVs , the standards apply beginning in MY 2018

. b The perc ent phase

- in does not apply to the declining fleet average standards. c Manufacturers comply in MY 2017 with 20 percent of their LDV and LDT fleet under 6,000 lbs GVWR, or a lt ernatively with 10 percent of their total LDV, LDT, and MDPV fleet. d Manufacturers must test 25 percent of each model year’s durability groups, minimum of 2.

c. Enrichment L imitation for Spark

- Ignition Engines To prevent emissions that result from excessive enrichment from auxiliary emission control devices (AECD) that are subst antiall y present during the SFTP cycles, we are finalizing limitations on the magnitude of enrichment that can be commanded, including enrichment episodes encountered during in

- use operation . During conditions where enrichment is demonstrated to be present on the SFTP, the nominal air

- to
- fuel ratio c annot be richer at any time than the leanest air

- to
- fuel ratio required to obtain maximum torque (lean best torque or LBT). An air

- to
- fuel ratio of LBT plus a tolerance of 4 percent additional enrichment will be allowed in actual vehicle testing to protect for any in

- use variance in the air

- to
- fuel ratio from the nominal LBT air

- to
- fuel determination, for such reasons as air or fuel distribution differences from production variances or aging. LBT is defined a s the leanest air

- to
- fuel ratio required at a speed and load point with a fixed spark advance to make peak torque. Specifically, an increase in fuel will not result in an increase in torque while maintaining a fixed spark advance. LBT is determined by se tting the spark advance to a setting that is less than or equal to the spark advance required for best torque (MBT) and maintaining that spark advance when sweeping the air

- to
- fuel ratio. This fixed spark advance requirement is intended to prevent torque changes related to spark changes masking true LBT. One manufacturer commented that there is no universally accepted definition or procedure to determine LBT so we should retain the Tier 2 LBT requirements. We believe that the proposed definition provides sufficient clarity and will generall y agree with most manufacturers’ internal definition of LBT. Additionally , we are finalizing the flexibility that m anufacturers may request approval of an alternative LBT definition for a unique technology or control strategy
. The Agency may determine that an enrichment amount is excessive or not necessary and therefore deem that the approach does not meet the air

- to
- fuel ratio requirements. Enrichment required for thermal protection will continue to be allowed upon demonstration of necessity to the Agency , based upon temperature limitations of the engine or exhaust components. Manufacturers will be required to provide descriptions of all components requiring thermal protection, temperature limitations of the compon ents, how the enrichmentPage 100 of 961

strategy will detect over

- temperature conditions and correct them, and a justification regarding why the enrichment is the minimum necessary to protect the specific components. The Agency may determine that the enrichment is not j ustified or is not the minimum necessary based on the use of engineering judgment using industry

- reported thermal protection requirements. A manufacturer commented that this requirement to report enrichment requirements for component protection for every a pplication is burdensome and unnecessary . EPA believes that closer review of off

- cycle enrichment by

the agency , including enrichment for component protection, is necessary

to ensure emissions are well controlled under all operating conditions. While thi s requirement may in some cases require additional resources at certification, this information has generally been required to be maintained by manufactures to support use of enrichment as an auxiliary emission control device (AECD) and therefore should be an exercise of reporting existing records for most manufacturers. The requirements described in this section apply for vehicles certified to any of the Tier 3 standards. 5. Feasibility

of the NMOG+NO X and PM Standards In the proposal, we concluded that all of the Tier 3 emissions standards are technologicall y feasible in the time frame of the program. The technical conclusions we reached at that time have been further reinforced b y information we received in the public comments or has otherwise become available and placed in the docket for this rulemaking. After considering the comments received and with additional support ing information in Chapter 1 of the RIA, we conclude that the Tier 3 standards are feasible and reasonable, considering lead

- time prov ided and expected compliance costs

. For each of the emission standards, the lead time provided b y the program is more than sufficient for all manufacturers to comply . First, manufacturers in many cases are already adopting compl yi ng technologies for rea sons other than this rulemaking. For example, many of the technologies that manufacturers have begun to develop for model ye ars as earl y as MY 2014 in response to the CARB LEV III FTP and SFTP NMOG+NO X standards for the California market will likely

repre sent steps toward compliance with this national program. Similarly , manufacturers have been producing some limited vehicle offerings since as earl y as MY 2000 that comply

with our final MY 2025 standards in response to the CARB PZEV requirements . In addi tion, as described above, our program incorporates a number of phase

- in provisions that will ease the transition to compliance, including time some manufacturers may need to install PM testing capability

and to ramp up production on a national scale. This feasibility assessment is based on a variety of complementary technical data, studies, and analyses. As described below, these include our anal ys is of the stringency of the standards as compared to current Tier 2 emission levels. We also discuss below o ur observation that manufacturers are currentl y certifying several vehicle models under the California LEV II program that could likely achieve the Tier 3 NMOG+NO X and PM standards or similar levels. EPA has assessed the emissions control challenges manuf acturers will generally

face (e.g., cold start NMOG reductions and running (warmed

- up) NO X emissions under ty pical and more aggressive driving conditions) and the corresponding technologies that we expect to be available to manufacturers to meet these chal lenges. Our feasibility assessment accounts for the fact that the Tier 3 program will appl y toPage 101 of 961

all ty pes of new vehicles, ranging from small cars to large pick

- up trucks and MDPVs and representing a wide diversity in applications and in specific engine de signs. It is important to note that our primary assessment of the feasibility of engine and emission control technologies is based on the assumption that vehicles will be certified on gasoline with a fuel sulfur content of 10 ppm and operated on in

- use g asoline with an average of 10 ppm sulfur. 261 Therefore, our primary assessment does not incorporate the degradation of emission control sy stem caused by higher levels of sulfur content, as is discussed in Section IV

. A. 6 below and further discussed in the RIA. This assessment reinforces the critical role of gasoline sulfur control in making it possible for EPA to establish emission standards at these very stringent levels. See Section IV.6 below for a full discussion of our current knowledge of the effects of gasoline sulfur on current Tier 2 vehicle emissions as well as our projections of how we expect that sulfur will affect compliance on vehicles with standards in the range of the Tier 3 standards . The projections are based on extensive EPA testing of Ti er 2 vehicles as well as targeted evaluation of passenger cars and heavier trucks performing at or near the Tier 3 Bin 30 (30 mg/mi NMOG+NO X) including manufacturer supplied data of a prototy pe Tier 3 light

duty truck as discussed in Section IV.6. Since there are multiple aspects to the Tier 3 program, it is necessary to consider technical feasibility

in light of the different program requirements and their interactions with each other. In man y cases, manufacturers will be able to address more than one r equirement with the same general technological approach (e.g., faster catal ys t light

- off can improve both FTP NMOG+NO X and PM emissions). At the same time, the feasibility assessment must consider that different technologies may be needed on different typ es of vehicle applications ( e.g ., cars versus trucks) and must consider the relative effectiveness of these technologies in reducing emissions for the full useful life of the vehicle while operating on expected in

- use fuel. For example, certain smaller ve hicles with correspondingl y small engines may be less challenged to meet FTP standards than larger vehicles with larger engines. Conversel y, these smaller vehicles may

have more difficulty

meeting the more aggressive SFTP requirements than vehicles with l arger and more powerful engines. Additionally , the ability to meet the SFTP emission requirements can also be impacted b y the path taken to meet the FTP requirements (e.g., larger volume catal ys ts for US06 emissions control vs. smaller catal ys ts for impro ved FTP cold

- start emissions control). Throughout the following discussion, we address how these factors, individually

and in interaction with each other, affect the feasibility of the final program.
a. FTP NMOG+NO X Standards The Tier 3 emission requirem ents include stringent NMOG+NO X standards on the FTP that will require new vehicle hardware in order to achieve the 30 mg/mi fleet average level in MY 2025. The ty

pe of new hardware that will be required will vary depending on the specific application and emission challenges. Smaller vehicles with corresponding smaller engines will generall y need less new hardware while larger vehicles may need additional hardware and

261 Our technology, feasibility, and cost assessments are also consistent with an assumption that certification fuel will contain 1 0 percent ethanol and wi ll have other properties as specified in Section IV. F below

.Page 102 of 961

improvements beyond what will be needed for the smaller vehicles. While some vehicles, e speciall y larger light trucks, may face higher costs in meeting the standards, it is important to remember that not every

vehicle needs to meet the standard. The program has been structured to provide higher emission standard “bins” (see Table IV

- 1 above ) to which manufacturers may certify more challenged vehicles, so long as these vehicles are offset with vehicles certified in lower emission bins such that the fleet

- wide average meets the standard s . We believe that the availability

of the less

- stringent bins will allow for the balancing of feasib ility and cost considerations of compliance strategies for all vehicles. In the Tier 2 program, manufacturers took advantage of this flexibility , especiall y in the earl y ye ars of the program. Then, as technolog ies improved and/or became less expensive and the need for averaging diminished, manufacturers began certifying all or most of their fleets to the average bin (Tier 2 Bin 5). We anticipate that manufacturers will follow a similar trend with the Tier 3 sta ndards, rel yi ng on fleet averaging more significantly in the transitional years but certifying increasing numbers of their vehicles to the final fleet average standard of 30 mg/mi in the later ye ars of the program. In order to assess the technical feas ibility of a 30 mg/mi NMOG+NO X national fleet average FTP standard, EPA conducted two supporting analy ses. The initial analy ses performed were of the current Tier 2 and LEV II fleets. This provided a baseline for the current federal fleet emissions perfo rmance, as well as the emissions performance of the California LEV II fleet. The second consideration was a modal analy sis of ty pical vehicle emissions under certain operating conditions. In this way EPA determined the specific emissions performance chal lenges that vehicle manufacturers will face in meeting the lower fleet average emission standards. Each of these considerations is described in greater detail below. The current Tier 2 federal fleet is certified to an average of Tier 2 Bin 5, equivalent t o 160 mg/mi NMOG+NO X . 262 As an example, f or MY 2009 when the Tier 2 program was full y implemented across all vehicle types , 92 percent of LDVs and LDT1s were certified to Tier 2 Bin 5 and 91 percent of LDT2s through LDT4s were certified to Tier 2 Bin 5. Th is trend has generall y continued through MY 2013 as the most recent certification results indicate that manufacturers are continuing to certify primaril y to Tier 2 Bin 5 standards for the federal fleet however there has been a shift to more certifications using the cleaner bins as discussed in the RIA. This is not an unexpected result as there is no motivation prior to implementation of the Tier 3 rulemaking for vehicle manufacturers to produce a federal fleet that over

- complies with respect to the existing Tier 2 standards. By comparison, in the California fleet where compliance with the declining fleet average NMOG requirement and the “PZEV” program requires manufacturers to certify

vehicles to cleaner levels, only 30 percent of the LDVs and LDT1s are certified to Tier 2 Bin 5 and 60 percent are certified to cleaner bins such as Tier 2 Bin 3 and 4

. The situation regarding the truck fleet in California is similarly stratified, with 37 percent of the LDT2s through LDT4s being certified to Tier 2 Bin 5 and 5 5 percent being certified to the cleaner Tier 2 Bin 3 and 4 . In many cases identical vehicles are being certified to a lower standard in California and a higher standard federally simply because there is no incentive to

262 The Tier 2 program does not combine NMOG and NO X emissions into one fleet

- average standard. The fleet

average standard in that program is for NO X emissions alone. The NO X fleet

- average requirement of .07 gm/mi is the same level as the Bin 5 NO X standard.Page 103 of 961

over perform to the federal standards . We note that vehicles certified to a lower standard in California are operated on gasoline with an average sulfur content of 10 ppm and thereb y are able to maintain their emissions performance in

- use. Based on these patterns of federal and California certification, EPA believes that much of the existing Tier 2 fleet could currentl y be certified to a lower federal fleet average immediately, with no significant feasibility concerns, if lower sulfur gasoline were made available nationwide. Regardless of the Tier 2 bin standards at which manufacturers choose to certify their vehicles, actual measured emissions performance of these vehicles is ty pically well below the numerical standards. This difference is referred to as “compliance margin” and is a resu lt of manufacturers’ efforts to address all the sources of variability , including:

 Test

- to
- test variability (within one test site and lab

- to
- lab)

 Build variation expectations

 Manufacturing tolerances and stack

- up

 Vehicle operation (for example: driving h abits, ambient temperature, etc.)

 Fuel composition

 The effects of fuel sulfur on exhaust cataly sts and oxygen sensors

 The effects of other fuel components, including ethanol and gasoline additives

 Oil consumption

 The impact of oil additives and oil ash on exhaust catal ys ts and ox ygen sensors For MY 2009 thru MY 2013 , the compliance margin for a Tier 2 Bin 5 vehicle averaged approximately

60 percent. In other words, actual vehicle emissions performance was on average about 40 percent of a 160 mg/mi NMOG+N O X standard, or about 64 mg/mi. By comparison, for California

- certified vehicles, the average Super Ultra Low Emission Vehicle (SULEV) compliance margin was somewhat less for the more stringent standards, approximately 50 percent. We believe that the rec ent California experience is a likely indicator of compliance margins that manufacturers will design for in order to comply with the Tier 3 FTP standards. Thus, a ty pical Tier 2 Bin 5 vehicle, performing at 40 percent of the current standard (i.e., at abo ut 64 mg/mi) will need improvements sufficient to reach about 15 mg/mi (50 percent of a 30 mg/mi standard). To understand how the several currently

- used technologies described below could be used by manufacturers to reach the stringent Tier 3

-NMOG+NO X st andards, it is helpful to consider emissions formation in common modes of operation for gasoline engines, or modalPage 104 of 961

anal ys is. 263 The primary

challenge faced by

manufacturers for producing Tier 3 compliant light

duty gasoline vehicle powertrains will be keepi ng warmed

- up running emissions at effectivel y zero emissions levels while reduc ing the emissions during cold

- start operation which, based on modal anal ys is of a gasoline

- powered vehicle being operated on the FTP cycle, occurs during about the first 50 seco nds after engine start. Thus, we believe that to comply with the Tier 3 FTP standards, manufacturers will focus on effective control of these cold

- start emissions while maintaining zero running emissions; this is only possible when sulfur levels in the fu el do not degrade catal ys t performance . As discussed below, light

- dut y manufacturers are already applying several technologies capable of significant reductions in these cold start emissions to vehicles currentl y on the road. During the anal ys is of curr ent vehicles certified to the cleanest emission levels (Tier 2 Bin 2 and LEV II SULEV) it was noted that no large pick

- ups equipped with their application specific engines were performing at the 30 mg/mi NMOG+NO X level. We believe that these applications may

be the most challenging due to the fact that the design criteria required to provide the utility

aspect may

have direct impact on their ability to implement some of the technologies described in section IV.A.5.d below. Since these vehicles repre sent a substantial and important part of the light

- duty fleet, EPA performed a technical feasibility study directly targeting this class of vehicles. In order to assess the technical feasibility of a 30 mg/mi FTP NMOG+NO X standard, EPA purchased a 2011 C hevrolet Silverado heav y - light

- dut y (LDT4) pickup truck with a developmental goal of modifying the truck to achieve exhaust emission levels in compliance with the Tier 3 Bin 30 emissions standards including a reasonable compliance margin. The truck was equipped with a 5.3L V8 with General Motors’ “Active Fuel Management” cylinder deactivation s ys tem. This particular truck was chosen as an example of a Tier 3 prototype in part because cylinder deactivation is a key technology for light

- truck compliance with future GHG standards and in part because it achieved very low emissions in the OEM, Tier 2

- compliant configuration (certified to Tier 2 Bin 4). A prototype exhaust sy stem was obtained from MECA consisting of high

- cell

- density (900 cpsi) thin

- wall (2.5 m il), high

- PGM, close

- coupled Pd

- Rh catal ys ts with an additional under

- body Pd

- Rh cataly st. The total catal ys t volume was approximately

116 in 3 with a specific PGM loading of 125 g/ft 3 and approximate loading ratio of 0:80:5 (Pt:Pd:Rh). Third

- party (non

- O EM) EMS calibration tools were used to modify the powertrain calibration in an effort to improve cataly st light

- off performance. The final test configuration used approximately 4 degrees of timing retard and approximately 200 rpm higher idle speed relativ e to the OEM configuration during and immediately following cold

- start. The exhaust cataly st sy stem and HEGO sensors were bench aged to an equivalent 150,000 miles using standard EPA accelerated catal ys t bench

- aging procedures. The truck was tested on Ca lifornia LEV III E10 certification fuel at 9 ppm gasoline sulfur levels. The EPA Tier 3 prototyp e Silverado achieved NMOG+NOx emissions of 18 mg/mi on the 9 ppm S fuel. The NMOG+NOx emissions were approximately 60% of the Bin 30 standard and

263 A mo dal analysis provides a second

- by

- second view of the total amount of emissions over the entire cycle being considered.Page 105 of 961

thus are cons istent with meeting the Tier 3 Bin 30 exhaust emissions standard with a moderate compliance margin. The technologies used on the prototy pe Silverado to achieve these emission levels are common approaches used today on smaller vehicles. They do not comprom ise an y of the design utility

of this vehicle class and are some of the same approaches we expect manufacturers to use to meet the Tier 3 Bin 30 exhaust emissions standards

. b. SFTP NMOG+NO X Standards The increase in the stringency of the SFTP NMOG+NO X standards, specifically across the US06 cycle, will generall y only require additional focus on fuel control of the engines and diligent implementation of new technologies that manufacturers are already introducing or are likely to introduce in response to the current and 2017 LD GHG emission standards. These include downsized gasoline direct injection (GDI) and turbocharged engines, which may also include improvements to the engine and emission control hardware to tolerate higher combustion and exhaust temperatures expected in these future GHG

- oriented engine designs when under higher loads . The upgraded materials or components will enable manufacturers to rel y less on fuel enrichment during high

- speed/high

- load operation to protect components from overheating. This fuel enrichment is currentl y the source of elevated VOC, NO X , and PM emissions seen in a subset of the current Tier 2 fleet. With respect to enrichment, the primary method available to manufacturers to protect the catal ys t and other exhaust component s from over

- temperature conditions has been changes to the fuel/air mixture by

increasing the fuel fraction , but this is no longer the onl y tool available to manufacturers for this purpose. With the application of electronic throttle controls, variable v alve timing, exhaust gas recirculation and other exhaust temperature influencing technologies on nearl y every light

- duty vehicle, the manufacturer has the ability to sy stematically

control the operation and combustion processes of the engine to minimize or altogether avoid areas and modes of operation where thermal issues can occur. While some of these solutions could in some cases result in a small and temporary reduction in vehicle performance (absolute power levels), we believe that it could be an effec tive way to reduce NMOG+NO X emissions over the SFTP test. Additionally , some components, especiall y catal ys ts, can experience accelerated thermal deterioration that occurs when operating at higher temperatures for more time than expected under normal operation (e.g., trailer towing, mountain grades). Some upgrades of existing vehicle emission control technology , like catal ys t substrates and washcoats may be required to limit thermal deterioration and ensure vehicle emissions compliance throughout the useful life of the vehicle. Inorder to assess the technical feasibility of a 50 mg/mi NMOG+NO X national fleet average SFTP standard, EPA conducted an anal ysis of SFTP levels of Tier 2 and LEV II vehicles. The anal ys is was performed on the US06 results from current Tier 2 and LEV II vehicles tested in the in

- use verification program (IUVP) by manufacturers and submitted to EPA. This analy sis provided a baseline for the current Tier 2 and LEV II fleet emissions performance, as well as the SFTP emissions perfo rmance capability of the cleanest vehicles meeting the Tier 3 FTP standards. The anal ys is concluded that most vehicles in the IUVP testing program are already capable of meeting the composite SFTP standard of 50 mg/mi when the TierPage 106 of 961

3 FTP standard levels are factored into the composite calculation. With the technological improvements already underway as discussed above, we believe all MY 2017 and later vehicles will be able to comply

with the SFTP standards, either directl y or through the flexibility of th e averaging, banking and trading program. For further information on the analy sis see Chapter 1 of the RIA

. c. FTP and SFTP PM Standards As described above for NMOG+NO X over the SFTP, the increase in the stringency of the FTP and SFTP PM standards will gener ally also only require additional focus on fuel control of the engines and attention to PM emissions during the implementation of new technologies like gasoline direct injection (GDI) and turbocharged engines. Some upgrades of existing vehicle emission co ntrol technology may be required to ensure vehicle emissions performance is maintained throughout the useful life of the vehicle. These upgrades may include improvements to the engine to control wear that could result in increased PM from oil consumption and selection of GDI sy stems that will be capable of continuing to perform optimally even as the sy stems age. We based our conclusions about the ability of manufacturers to meet the PM standards largel y on the PM performance of the existing fleet, both o n the FTP and SFTP. In the case of FTP testing of current vehicles, data on both low and high mileage light

- duty vehicles demonstrate that the majority of vehicles are currently

achieving levels at or below the Tier 3 FTP PM standards. The testing result s can be found in Chapter 1 of the RIA . A small number of vehicles are at or just over the Tier 3 FTP PM standard at low mileage and could require calibration changes and/or catal ys t changes to meet the new standards. It is our expectation that the same calibration and catal ys t changes required to address NMOG will also provide the necessary PM control. Vehicles that currentl y have higher PM emissions over the FTP or SFTP at higher mileages will likely be required to control oil consumption and combustio n chamber deposits. We also analyzed PM test data results on the US06 test cycle from Tier 2 vehicles. The data show that man y vehicles are already at or below the Tier 3 standards on the US06 test cycle

. Vehicles that have high PM emission rates on th e US06 will likely need to control enrichment and oil consumption , particularly later in life. As described above for SFTP NMOG+NO X control, enrichment can be more accuratel y managed through available electronic engine controls. The strategies for reduci ng oil consumption are similar to those described above for controlling oil consumption on the FTP. However, given the higher engine speeds experienced on the US06 and the increase in oil consumption that can accompany this kind of operation, manufacturer s will most likely focus on oil sources stemming from the piston to cylinder interface and positive crankcase ventilation (PCV). Manufacturers have informed us that they have already

reduced or are planning to reduce the oil consumption of their engines by improved sealing of the paths of oil into the combustion chamber and improved piston

- to
- cylinder interfaces. Auto manufacturers have stated that they are already t aking or considering these actions to address issues of customer satisfaction and cost of ownership. In addition, many vehicle manufacturers acknowledge the relationship betweenPage 107 of 961

combustion chamber deposits and PM formation and are activel y pursuing design changes to mitigate fuel impingement within the combustion chamber and its commensurate PM effects. Both ty pes of controls are being widel y applied by manufacturers today. d. Technologies Manufacturers are Likel y to Appl y Most of the technologies expected to be applied to light

- duty vehicles to meet the stringent Tier 3 standards will address the emissions control sy stem’s ability to reduce emission during cold start while maintaining zero or near zero running emissions . The effectiveness of current vehicle emissions control sy stems at reducing cold start emissions depends in large part on the time it takes for the catal ys t to light off, which is ty picall y defined as the catal ys t reaching a temperature of 250 ° C. In order to improve cataly st light

- off, we expect that manufacturers will add technologies that provide heat from combustion more re adil y to the catal ys t or improve the catal ys t efficiency

at lower temperatures. These technologies include calibration changes, catal ys t platinum group metals (PGM) loading and strategy , thermal management, close

- coupled catal ys ts, and secondary

air injec tion, all which generall y improve emission performance of all pollutants. In some cases where the catal ys t light

- off and efficiency are not enough to address the cold start NMOG emissions, hydrocarbon adsorbers may be applied to trap hydrocarbons until su ch time that the catalyst is lit off. Note that with the exception of hydrocarbon adsorbers each of these technologies addresses NMOG, NO X , and PM performance. The technologies are described in greater detail below. Additional information on these techn ologies can also be found in Chapter 1 of the RIA.

 Engine Control Calibration Changes

– These include changes to retard spark and/or adjust air/fuel mixtures such that more combustion heat is created during the cold start. Control changes may include inje ction strategies in GDI applications, unique cold

- start variable valve timing and lift, and other available engine parameters. Engine calibration changes can affect NMOG, NO X and PM emissions.

 Cataly st PGM Loading

– Additional PGM loading, increased loadi ng of other active materials, and improved dispersion of PGM and other active materials in the catal ys t provide a greater number of sites available to catalyze emissions and addresses NMOG, NO X and PM emissions. Catalyst PGM loading, when implemented in c onjunction with low sulfur gasoline, will effectively eliminate NO X emissions under warmed

- up conditions.

 Thermal Management

– This category of technologies includes all design attributes meant to conduct the combustion heat into the cataly st with minimal cooling. This includes insulating the exhaust piping between the engine and the catal ys t, reducing the wetted area of the exhaust path, reducing the thermal mass of the exhaust sy stem, and/or using close

- coupled catal ys ts (i.e., the cataly sts are packaged as close as possible to the engine’s cylinder head to mitigate the cooling effects of longer exhaust piping). Thermal management technologies primarily address NMOG emissions, but also affect NO X and PM emissions **.**

 Secondary

Air Injection

– By

injecting air directly

into the exhaust stream, close to the exhaust valve, combustion can be maintained within the exhaust, creatingPage 108 of 961 additional heat b y which to increase the catal ys t temperature. The air/fuel mixture must be adjusted to provide a richer exhaust gas for the secondary air to be effective. There can be a NOx emissions disbenefit to use of secondary air injection since it can impact the ability

of ox ygen storage components (OSC) within the catal ys t to take up excess oxygen as necessary to promote NOx re duction reactions immediately following cold start conditions.

 Hydrocarbon Adsorber

– Traps h ydrocarbons during a cold start until the catalyst lights off, and then releases the hydrocarbons to be converted by the catal ys t.

 Gasoline Sulfur

– The relative e ffectiveness for NMOG and NO X control of the exhaust

- catal ys t related technologies is constrained by gasoline fuel sulfur levels. Thus, reduced sulfur in gasoline is an enabling technology to achieve the standards and maintain this performance during in

- u se operation. We discuss the relationship between gasoline sulfur and emissions in greater detail in Section IV.6 below and in the RIA

. Several commenters indicated that large light

- duty trucks (e.g., pickups and full

- size sport utility

vehicles (SUVs) in the LDT3 and LDT4 categories) will be the most challenging light

- duty vehicles to bring into compliance with the Tier 3 NMOG+NO X standards at the 30 mg/mi corporate average emissions level. A similar challenge was addressed when large light

duty trucks were brought into compliance with the Tier 2 standards over the past decade. Figure IV

- 1 provides a graphical representation of the effectiveness of Tier 3 technologies for large light

- duty truck applications. A compliance margin is shown in both cases. Note that the graphical representation of the effectiveness of cataly st technologies on NO X and NMOG when going from Tier 2 to Tier 3 levels also includes a reduction in gasoline sulfur levels from 30 ppm to 10 pp m.Page 109 of 961

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180

Tier 2 Bin 5 LDT3/4

w/30 ppm S Gasoline Tier 3 LDT3/4 w/10 ppm S Gasoline**N M** **O G** **+ N** **O x** **E m** **i s** **s o** **i n** **s (** **m g** **/ m** **i )** **@ 1** **2 0** **, 0** **0 0** **m i** **l e** **s**

NMOG+NOx Emissons of Tier 3 LD3/T4 NMOG+NOx Emissions of Tier 2 Bin 5 LDT3/4

60% Compliance Margin

20

- 40% Compliance Margin Tier 2 Bin 5 NMOG+NOx St andard

Tier 3 NMOG+NOx Standard
**Passive HC**  **Adsorber Thermal**  **Management Secondary**  **Air Injection**  67% Emissions

Reduction **Catalyst PGM**  **Loading**

**Figure IV**  **- 1**  **: Contribution of Tier 3 Technologies to Large Light -**  **Duty Truck Compliance**  **264**

264 The technologies and levels of control in this figure are based on a combination of confidential business information submitted by aut o manufacturers and suppliers, public data, and EPA staff engineering judgment.Page 110 of 961

6. Impact of Gasoline Sulfur Control on the Effectiveness of the Vehicle Emission Standards Inthis section , we di scuss the impact of gasoline sulfur control on the feasibility of the Tier 3 vehicle emissions standards and on the exhaust emissions of the existing in

- use vehicle fleet. Section IV.A.6.a describes the chemistry and phy sics of the impacts of gasoline sul fur compounds on exhaust cataly sts. Sections IV.A.6. b, c and d summarize research on the impacts of gasoline sulfur on vehicles utilizing various degrees of emission control technology , with Section IV.A.6. b summarizing historical studies on the impact of gasoline sulfur on vehicle emissions, Section IV.A.6. c describing impacts on Tier 2 vehicles and the existing light

- dut y vehicle fleet, and Section IV.A.6. d describing impacts on vehicles using technology consistent with what we expect to see in the future Tier 3 vehicle fleet. Section IV .A.6. e provides EPA’s assessment of the level of gasoline sulfur control necessary for light

- dut y vehicles to comply with Tier 3 exhaust emission standards. EPA’s primary

findings are:

• Reducing gasoline sulfur content t o a 10 ppm average will provide immediate and significant exhaust emissions reductions to the current, in

- use fleet of light

- duty vehicles.

• Reducing gasoline sulfur content to an average of 10 ppm will enable vehicle manufacturers to certify their entir e product line s of new light

- duty vehicles to the final Tier 3 Bin 30 fleet average standards. Without such sulfur control it would not be possible for vehicle manufacturers to reduce emissions sufficiently below Tier 2 levels to meet the new Tier 3 stand ards because it would require offsetting significantl y higher exhaust emissions resulting from the higher sulfur levels

. EPA has not identified an y existing or developing technolog ies that would compensate for or offset the higher exhaust emissions result ing from higher fuel sulfur levels.
a. Gasoline Sulfur Impacts on Exhaust Catalysts Modern three

- way

catal ytic exhaust systems utilize platinum group metals (PGM), metal oxides and other active materials to selectivel y oxidize organic compounds and carbon monoxide in the exhaust gases. These s ys tems simultaneously reduce NOx when air

- to
- fuel ratio control operates in a condition of relativel y low amplitude/high frequency oscillation about the stoichiometric point. Sulfur is a well

- known cataly st poison. T here is a large body of work demonstrating sulfur inhibition of the emissions control performance of PGM three

- way exhaust catal ys t sy stems. 265 , 266 , 267 , 268 , 269 , 270 , 271 , 272 , 273 , 274 The nature of sulfur interactions with washcoat

265 Beck, D.D., Sommers, J.W., DiMaggio, C.L. (1994). Impact of sulfur on model palladium

- only catalysts under simulated three

- way operation. Applied Catalysis B: Environmental 3 , 205

- 227. 266 Beck, D.D., Sommers, J.W. (1995). Impact of sulfur on the performance of vehicle aged palladium monoliths.” Applied Catalysis B: Environmental 6 , 185

- 200. 267 Beck, D.D., Sommers, J.W., DiMaggio, C.I. (1997). Axial characterization of oxygen s torage capacity in close coupled lightoff and underfloor catalytic converters and impact of sulfur. Applied Catalysis B: Environmental 11 , 273

- 290.Page 111 of 961

materials, active catal yt ic materials and catal ys t substrates is complex and varies with cataly st composition, exhaust gas composition and exhaust temperature. The variation of these interactions with exhaust gas composition and temperature means that the operational history of a vehicle is an important factor; continuous light

- load operation, throttle tip

- in events and enrichment under high

- load conditions can all impact sulfur interactions with the catal ys t. Sulfur from gasoline is oxidized during spark

- ignition engine combustion primarily to SO 2 and, to a much lesser extent, SO 3 - 2 . Sulfur oxides selectivel y chemically bind (chemisorb) with, and in some cases react with, active sites and coating materials within the catal ys t, thus inhibiting the intended cataly tic reactions. Sulfur oxides inhibit pollutant catalysis chiefl y b y selective poisoning of active PGM, ceria sites, and the alumina washcoating material (see Figure IV

- 2 ). 275 The amount of sulfur retained by an exhaust catal ys t sy stem is primarily a functio n of the concentration of sulfur oxides in the incoming exhaust gases, air

- to
- fuel ratio feedback and control by

the engine management s ys tem , the operating temperature of the catal ys t and the active materials and coatings used within the cataly st. In th eir supplemental comments to the Tier 3 proposal, APIcriticized the use of emissions data generated using gasoline with sulfur content outside of the range of 10 ppm to 30 ppm within EPA and other anal ys es of the impacts of gasoline sulfur on exhaust emis sions from current in

- use (Tier 2) and future (Tier 3) light

- duty vehicles. Specific examples include:

 Comparisons of exhaust emissions at 5 ppm and 28 ppm gasoline sulfur levels within the recent EPA study of emissions from Tier 2 vehicles 276

 Comparison o f exhaust emissions of a SULEV vehicle at 8 ppm and 33 ppm gasoline sulfur levels within the Takei et al. study277

268 Waqif, M., Bazin, P., Saur, O. Lavalley, J.C., Blanchard, G., Touret, O. (1997), Study of ceria sulfation . Applied Catalysis B: Environmental 11 , 193

- 205. 269 Bazin, P., Saur, O. Lavalley, J.C., Blanchard, G., Visciglio, V., Touret, O. (1997). “Influence of platinum on ceria sulfation.” Applied Catalysis B: Environmental 13 , 265

- 274. 270 Takei, Y., Kungasa, Y., Okada, M., Tanaka, T. Fujimoto, Y. (2000). Fuel Property Requirement for Advanced Technology Engines. SAE Technical Paper 2000

- 01

- 2019. 271 Takei, Y., Kungasa, Y., Okada, M., Tanaka, T. Fujimoto, Y. (2001). “Fuel properties for advanced engines.” Automotiv e Engineering International 109 12 , 117

- 120. 272 Kubsh, J.E., Anthony, J.W. (2007). The Potential for Achieving Low Hydrocarbon and NO X Exhaust Emissions from Large Light

- Duty Gasoline Vehicles. SAE Technical Paper 2007

- 01

- 1261. 273 Shen, Y., Shuai, S., Wang , J. Xiao, J. (2008). Effects of Gasoline Fuel Properties on Engine Performance. SAE Technical Paper 2008

- 01

- 0628. 274 Ball, D., Clark, D., Moser, D. (2011). Effects of Fuel Sulfur on FTP NO X Emissions from a PZEV 4 Cylinder Application. SAE Technical Paper 2011

- 01

- 0300. 275 Heck, R.M., Farrauto, R.J. (2002). Chapter 5: Catalyst Deactivation in Catalytic Air Pollution Control, 2 nd Edition. John Wiley and Sons, Inc. 276 The Effects of Ultra

- Lo w Sulfur Gasoline on Emissions from Tier 2 Vehicles in the In

- Use Fle et, EPA

- 420

- R

1 4

- 00 2

. 277 Takei, Y., Kungasa, Y., Okada, M., Tanaka, T. Fujimoto, Y. (2000). Fuel Property Requirement for Advanced Technology Engines. SAE Technical Paper 2000

- 01

- 2019.Page 112 of 961  Comparison of exhaust emissions of a PZEV vehicle at 3 ppm and 33 ppm gasoline sulfur levels within the Ball et al. study. 278 The relationship b etween changes in gasoline sulfur content and NOx, HC, NMHC and NMOG emissions is ty

pically linear

. The l inearity of sulfur impacts on NOx, NMHC and NMOG emissions is supported by past studies with multiple fuel sulfur levels all of which compare gasoline with differing sulfur levels that are below approximately 100 ppm (e.g., CRC E

- 60 and 2001 AAM/AIAM programs as well as comments on this rulemaking submitted by MECA )

. 279 , 280 , 281 An assumption of linearity of the effect of gasoline sulfur level on catal ys t effic iency between an y two test fuels with differing sulfur levels is reasonable given that the mass flow rate of sulfur in exhaust gas changes in proportion to its concentration in the fuel, and that the chemistry

of adsorption of sulfur on the active catal ys t sites is an approximately

- first

order chemisorption until all active sites within a cataly st reach an equilibrium state relative to further input of sulfur compounds

. The relative l inearity of the effect of gasoline sulfur level on NMOG and NOx emissions allows exhaust emissions results generated within EPA and other studies of gasoline sulfur at levels immediately above or below either 10 ppm or 30 ppm to be normalized to either 10 ppm sulfur (Tier 3 gasoline) or to 30 ppm sulfur (Tier 2 gasoline, which are used in the anal ys is of the impacts of the Tier 3 gasoline standards on existing in

- use vehicles and future Tier 3 vehicles. In their supplemental comments to the Tier 3 proposal, API also commented that EPA did not show the sulfur impact on exhaust em issions at intermediate sulfur levels between 10 ppm and 30 ppm . In response, based on the relative l inearity of the effect of gasoline sulfur level on NMOG and NOx emissions allowing exhaust emissions to be estimated for gasoline sulfur levels between 10 and 30 ppm, data in EPA’s analy sis shows increases NMOG+NOx emissions (as fuel sulfur increases) that become more severe (i.e., higher percentage increase in NMOG+NOx emissions) for vehicles with extremely low 282 exhaust emission (SULEV, PZEV, LEV III , Tier 3) as described in further detail in Sections IV.A.6.d and e.

278 Ball, D., Clark, D., Moser, D. (2011). Effects of Fuel Sulfur on FTP NOX Emissions from a PZEV 4 Cylinder Application. SAE Technical Paper 2011

- 01

- 0300. 279 Coordinating Research Council. 2003. “The Effect of Fuel Sulfur on NH 3 and Other Emissions from 2000

- 2001 Model Year Vehicles.” CRC Project No. E

- 60 Final Report. Acce ssed on the Internet on 12/4/2013 at the following URL: http://www.crcao.com/reports/recentstudies2003/E

- 60%20Final%20Report.pdf

. 280 Alliance of Automobile Manufacturers

. 2001

. “AAM

- AI AM Industry Low Sulfur Test Program .” 281 Manufacturers of Emission Controls Association. 2013. “The Impact of Gasoline Fuel Sulfur on Catalytic Emission Control Systems.” 282 Vehicles that meet the cleanest emission standards by demonstrate v ery low cold start NMOG and NOx emissions and zero or near

- zero running NMOG and NOx emissions.Page 113 of 961 100 Å Catalytic Site Deactivated by S ulfur Poisoning Active Catalytic Site

Alumina Wa shcoat Monolith Substrate

**Figure IV**  **- 2**  **Functional schematic showing selective poisoning of active catalytic sites by**

**sulfur compounds. Adapted from Heck and Farra uto 2002**  **. 283** 

283 Heck, R.M., Farrauto, R.J. (2002). Chapter 5: Catalyst Deactivation in Catalytic Air Pollution Control, 2 nd Edition. John Wiley and Sons, Inc.Page 114 of 961

Selective sulfur poisoning of platinum (Pt) and rhodium (Rh) is primarily from surface

layer chemisorption. Sulfur poisoning of palladium (Pd) and ceria appears to be via chemisorption combined with formation of more stable metallic sulfur co mpounds, e.g. PdS and Ce 2 O 2 S, present in both surface and bulk form (i.e., below the surface layer)

. 284 , 285 , 286 , 287 Ceria, zirconia and other ox ygen storage components (OSC) play an important role that is crucial to NO X reduction over Rh as the engine air

- to
- fuel ratio oscillates about the stoichiometric closed

loop control point. 288 Ceria sulfation interferes with OSC functionality within the catal ys t and thus can have a detrimental impact on the catal ys t’s ability to effectivel y reduce NOx emissions. Water

- gas - s hift reactions are important for NO X reduction over cataly sts combining Pd and ceria. This reaction can be blocked by sulfur poisoning and may be responsible for observations of reduced NO X activity

over Pd/ceria catal ys ts even with exposure to fairly low levels of sulfur (equivalent to 15 ppm in gasoline). 289 , 290 Pd is also of increased importance for meeting Tier 3 standards due to its unique application in the close

- coupled

- catal ys t location required for vehicles certifying to very stringent emission stand ards. Close

- coupling means that the exhaust catal ys t is moved as close as possible to the engine’s exhaust ports within the packaging constraints of an engine compartment. This ensures that the catal ys t reaches its minimal operational, or “light

- off” , te mperature as quickl y as possible after the vehicle is started. It also means, however, that the exhaust cataly st(s) in the close

- coupled location(s) are subject to higher exhaust temperatures during full y - warmed up operation. Pd is required in closed

- cou pled catal ys ts due to its resistance to high

- temperature thermal sintering thereby maintaining sufficient durability of the emissions control system over the useful life of a vehicle. Sulfur removal from Pd requires rich operation at higher temperatures than required for sulfur removal from other PGM cataly sts. 290 In addition to its interaction with catal ys t materials, sulfur can also react with the wash

coating itself to form alumina sulfate, which in turn can block coating pores and reduce gaseous diffusion to active materials below the coating surface (see Figure IV

- 2 ). 291 This may be a significant mechanism for the observed storage of sulfur compounds at light and mod erate load

284 Luo, T. Gorte , R.J. (2003). A Mechanistic Study of Sulfur Poisoning of the Water

- Gas

- Shift Reaction Over Pd/Ceria.” Catalysis Letters, 85, Issues 3

- 4, pg. 139

- 146. 285 Li

- Dun, A., Quan, D.Y. (1990). “Mechanism of sulfur poisoning of supported Pd(Pt)/Al 2 O 3 catalysts for H 2 - O 2 reaction.” Applied Catalysis 61 , Issue 1, pg. 219

- 234. 286 Waqif, M., Bazin, P., Saur, O. Lavalley, J.C., Blanchard, G., Touret, O. “Study of ceria sulfation.” Applied Catalysis B: Environmental 11 (1997) 193

- 205. 287 Bazin, P., Saur, O. Lavalley, J.C., Blanchard, G., Visciglio, V., Touret, O. “Influence of platinum on ceria sulfation.” Applied Catalysis B: Environmental 13 (1997) 265

- 274. 288 Heck, R.M., Farrauto, R.J. (2002). Chapter 6: Automotive Catalyst in Catalytic Air Pollution Control, 2 nd Edition. John Wiley and Sons, Inc..

. 289 Luo, T. Gorte, R.J. (2003) A Mechanistic Study of Sulfur Poisoning of the Water

- Gas

- Shift Reaction Over Pd/Ceria. Catalysis Letters, 85 , Issues 3

- 4, pg. 139

- 146. 290 Beck, D.D., Sommers, J.W. (1995) Impact of sulfur on the per formance of vehicle aged palladium monoliths. Applied Catalysis B: Environmental 6 , 185

- 200. 291 Beck, D.D., Sommers, J.W. (1995) Impact of sulfur on the performance of vehicle aged palladium monoliths. Applied Catalysis B: Environmental 6, 185

- 200.Page 115 of 961

operation with subsequent, rapid release as sulfate particulate matter emissions when high

- load, high

- temperature conditions are encountered. 292 Operating the catal ys t at a sufficientl y high temperature under net reducing conditions (e.g., air

- to
- fuel equivalence that is net fuel

- rich of stoichiometry) can effectively release the sulfur oxides from catal yst components. Thus, regular operation at sufficiently high temperatures at net fuel

- rich air

- to
- fuel ratios can minimize the effects of fuel sul fur levels on catal ys t active materials and catal ys t efficiency ; however, it cannot completely eliminate the effects of sulfur poisoning. In current vehicles, desulfurization conditions occur typicall y at high loads when there is a degree of commanded enrichment (i.e., fuel enrichment commanded by the engine management sy stem primarily for protection of engine and/or exhaust sy stem components). A study of Tier 2 vehicles in the in

- use fleet recentl y completed by EPA 293 shows that emission levels immediatel y following high speed/load operation is still a function of fuel sulfur level for the gasoline used following desulfurization. I f a vehicle operates on gasoline with less than 10 ppm sulfur, exhaust emissions stabilize over repeat FTP tests at emissions n ear those of the first FTP that follows the high speed/load operation and catal ys t desulfurization. I f the vehicle continues to operate on higher sulfur gasoline following desulfurization, exhaust emissions creep upward until a new equilibrium exhaust emi ssions level is established. This suggests that lower fuel sulfur levels achieve emission benefits unachievable by catal ys t desulfurization procedures alone. Continued operation on gasoline with a 10 ppm average sulfur content or lower is necessary afte r catal ys t desulfurization in order to achieve emissions reductions with the current in

- use fleet. 294 Furthermore, regular operation at the high exhaust temperatures and rich air

- to
- fuel ratios necessary for catal ys t desulfurization is not desirable and may not be possible for future Tier 3 vehicles for several reasons:

 Thermal sintering and resultant cataly st degradation: The temperatures necessary to release sulfur oxides are high enough to lead to thermal degradation of the catal ys t over time via thermal sintering of active materials. Sintering reduces the surface area available to participate in reactions and thus reduces the overall effectiveness of the catalyst.

 Operational conditions: It is not alway s possible to maintain fuel

- rich operational co nditions and exhaust cataly st temperatures that are high enough for sulfur removal because of cold weather, idle conditions and light

- load operation.

 In creased emissions: In order to achieve greater emission reductions across a fuller range of in

- use driv ing conditions, vehicle manufacturers’ use of commanded enrichment , which has been beneficial for sulfur removal , will be

292 Mar icq, M. M. Chace, R.E., Xu, N., Podsiadlik, D.H. (2002). The Effects of the Catalytic Converter and Fuel Sulfur Level on Motor Vehicle Particulate Matter Emissions: Gasoline Vehicles.” Environmental Science and Technology, 36 , No. 2 pg. 276

- 282. 293 The Ef

fects of Ultra

- Lo w Sulfur Gasoline on Emissions from Tier 2 Vehicles in the In

- Use Fleet, EPA

- 420

- R

- 14

- 002. 294 See Preamble Section IV.A.6.c and Chapter 1 of the RIA (Section 1.2.3.2) for more details on this study and its results.Page 116 of 961 greatl y reduced or eliminated under Tier 3. Additionally , the fuel

- rich air

- to
- fuel ratios necessary

for sulfur removal from active c ataly tic surfaces would result in increased PM, NMOG, CO and air toxic emissions, particularl y at the high

temperature, high load conditions (e.g., US06 or comparable) necessary for sulfur removal. Previously

used levels of commanded enrichment (e.g., und er Tier 2) would interfere with the strategies necessary to comply

with more stringent Tier 3 SFTP exhaust emissions standards. There are also additional provisions within the Tier 3 standards that further restrict the use of US06 and off

- cycle commanded e nrichment in an effort to reduce high

- load and off

- cycle PM, NMOG, CO and air toxic emissions. 295

 Expected changes to engine performance necessary to reduce fuel consumption and greenhouse gas emissions will improve the thermal efficiency of engines and may result in reduced exhaust temperatures. b. Previous Studies of Gasoline Sulfur Impacts This section summarizes studies to provide historical context regarding what is known about the direct impacts of gasoline sulfur on vehicle exhaust emissions. Reducing fu el sulfur levels has been the primary regulatory

mechanism EPA has used to minimize sulfur contamination of exhaust catal ys ts and to ensure optimum emissions performance over the useful life of a vehicle. The impact of gasoline sulfur on exhaust cataly st sy stems has become even more important as vehicle emission standards have become more stringent. Studies have suggested a progressive increase in cataly st sensitivity to sulfur when standards increase in string ency

and emissions levels decrease. Emission standards under the programs that preceded the Tier 2 program (Tier 0, Tier 1 , and National LEV, or NLEV) were high enough that the impact of sulfur was considered of little importance. The Tier 2 program reco gnized the importance of sulfur and reduced the sulfur levels in the fuel from around 300 ppm to 30 ppm in conjunction with the new emission standards. 296 At that time, very little work had been done to evaluate the effect of further reductions in fuel sulf ur, especially

on in

- use vehicles that may have some degree of cataly st deterioration due to real

- world operation or on vehicles with extremely low tailpipe emissions as described earlier

. In 2005, EPA and several automakers jointly conducted a research program, the Mobile Source Air Toxics (MSAT) Study that examined the effects of sulfur and other gasoline properties such as benzene and volatility on emissions from a fleet of nine Tier 2 compliant vehicles. 297 The study

found significant reductions in NO X , CO and total hydrocarbons (HC) when the vehicles were tested on low sulfur fuel, relative to 32 ppm fuel. In particular, the study

295 S ee §86.1811

- 17 (LD) within the Tier 3 regulations. Tier 3 restrictions to commanded enrichment are also discussed in further detail within section IV.A.4.c of this preamble. 296 Tier 2 Regulatory Impact Analysis , EPA 420

- R

- 99

- 023, December 22, 1999, last accessed on the Internet on 12/04/2013 at the following URL: http://epa.gov/tier2 297 Chapter 6 of the Regulatory Impact Analysis for the Control of Hazardous Air Pollutants from Mobile Sources Final Rule, EPA 420

- R

- 07

- 002 , February 2007, last accessed on the Internet on 12/04/2 013 at the following URL: http://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P1004LNN.PDF

.Page 117 of 961

found a 48 percent increase in NO X over the FTP when gasoline sulfur was increased from 6 ppm to 32 ppm. Given the preparatory procedures related to cataly st clean

- out and loading used by these studies, these results may represent a “best case” scenario relative to what would be expected under more ty

pical driving conditions. Nonetheless, these data suggested the effect of i n - use sulfur loading was largel y reversible for Tier 2 vehicles, and that there were likely to be significant emission reductions possible with further reductions in gasoline sulfur level. More recentl y, EPA completed a comprehensive study on the effects of gasoline sulfur on the exhaust emissions of Tier 2 vehicles at low to moderate mileage levels. 298 Further details of this study are summarized in Section IV.A.6.c of this preamble. In the NPRM, we summarized the limited dat a available regarding the impact of gasoline sulfur on the near

- zero exhaust emission vehicle technologies that will be necessary for Tier 3 compliance. Vehicles certified to California LEV II SULEV and PZEV standards and f ederal Tier 2 Bin 2 standards ac hieve levels of exhaust emissions control consistent with the levels of control that will be necessary for Tier 3 compliance. While these vehicles represent onl y a relativel y small subset (e.g., typicall y small light

- duty vehicles and light

- duty

trucks wi th limited GVWR or towing utility) of the broad range of vehicles that will need to comply with Tier 3 standards as part of a fleet

- wide average, data on these vehicles provide an opportunity to study the impact of gasoline sulfur on near

- zero exha ust emission technologies and is generall y representative of technology that are expected to be used with mid

- size and smaller light

- duty vehicles for Tier 3 compliance . Vehicle testing by Toyota (Takei et al.) of LEV I, LEV II ULEV and prototy

pe SULEV ve hicles showed larger percentage increases in NO X and HC emissions for SULEV vehicles as gasoline sulfur increased from 8 ppm to 30 ppm, as compared to other LEV vehicles they

tested

. 300 Ball et al. of Umicore Autocat USA, Inc. studied the impact of gasoli ne fuel sulfur levels of 3 ppm and 33 ppm on the emissions of a 2009 Chevrolet Malibu PZEV

. 301 Umicore’s testing of the Malibu PZEV vehicle showed a pronounced and progressive trend of increasing NO X emissions (referred to as “NO X creep”) when switching from a 3 ppm sulfur gasoline to repeated, back

- to
- back FTP tests using 33 ppm sulfur gasoline. The PZEV Chevrolet Malibu, after being aged to an equivalent of 150,000 miles, demonstrated emissions at a level consistent with the Tier 3 Bin 30 NMOG+NO X standards when operated on 3 ppm sulfur fuel and for at least one FTP test after switching to 33 ppm certification fuel. Following operation over 2 FTP cycles on 33 ppm sulfur fuel, NO X emissions alone were more than double the Tier 3 30 mg/mi NMOG+NO X standard. 274 This represents a 70% NO X increase between 3 ppm sulfur and 33 ppm sulfur gasolines, approximately 2

- 3 times of what has been previously reported for similar changes in fuel sulfur level for Tier 2 and old er vehicles. 302 , 303

298 The Effects of Ultra

- Lo w Sulfur Gasoline on Emissions from Tier 2 Vehicles in the In

- Use Fleet, EPA

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. 300 Takei, Y., Kungasa, Y., Okada, M., Tanaka, T. Fujimoto, Y. (2000). Fuel Property Requirement for Advanced Technology Engines. SAE Technical Paper 2 000

- 01

- 2019. 301 Ball, D., Clark, D., Moser, D. (2011). Effects of Fuel Sulfur on FTP NOX Emissions from a PZEV 4 Cylinder Application. SAE Technical Paper 2011

- 01

- 0300. 302 The Effects of Ultra

- Lo w Sulfur Gasoline on Emissions from Tier 2 Vehicles in the In

- Use Fleet , EPA

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Both the Umicore and Toyota studies suggest that the emissions from vehicles using near - zero exhaust emissions control technology similar to what is expected for compliance with the Tier 3 standards are more sensitive to changes in gasolin e sulfur content at low (sub

- 30 ppm) sulfur concentrations than technology used to meet the higher Federal Tier 2 and California LEV II standards. T he Umicore and Toyota studies clearly indicate that a progressive increase in catal ys t sensitivity

to sulfur continue s as exhaust emissions decrease from levels required b y f ederal Tier 2 and California LEV II emissions standards to the lower levels required b y Tier 3 emissions standards. In addition, although vehicles with Tier 2 technology have somewhat less sulfur sensitivity compared to future Tier 3 vehicles , there is still significant opportunity for further emissions reductions from the existing in

- use fleet b y reducing gasoline sulfur content from 30 ppm to 10 ppm. The results of recent testing demonstrating the potential for in

- use emissions reductions from further gasoline sulfur control are summarized in S ection IV.A.6.c. Recent data on the impact of gasoline sulfur on vehicles with exhaust emission control technologies that we expect to be used with Tier 3 vehicles is summarized in Sections IV .A.6.d and e

. c. EPA Testing of Gasoline Sulfur Effects on Tier 2 Vehicles and the In

- Use Fleet Both the MSAT 304 and Umicore 305 studies showed the emission reduction potential of lower sulfur fuel on Tier 2 and later technology vehicles over the FTP cycle. However, assessing the potential for reduction on the in

- use fleet requires understanding how sulfur exposure over time impacts emissions, and what the state of cataly st sulfur loading is for the ty pical vehicle in the field. In response to these data needs, EPA conducted a new study to assess the emission reductions expected from the in

- use Tier 2 fleet with a reduction in fuel sulfur level from current levels

. 306 Itwas designed to take into consideration what was known from prior studies on sulfur build

- up in cataly sts over time and the effect of periodic regeneration events that may result from higher speed and load operation over the course of day

- to
- day driving. The study sample described in this analy sis cons isted of 93 cars and light trucks recruited from owners in southeast Michigan, covering model years 2007

- 9 with approximately 20,000

- 40,000 odometer miles. 307 The makes and models targeted for recruitment were chosen to be representative of high sales vehic les covering a range of ty pes and sizes. Test fuels were two non - ethanol gasolines with properties ty pical of certification test fuel, one at a sulfur level of 5

303 Shapiro, E. (2009). National Clean Gasoline

– An Investigation of Costs and Benefits

. Published by the Alliance of Automobile Manufacturers. 304 Chapter 6 of the Regulatory Impact Analysis for the Control of Hazardous Air Pol lutants from Mobile Sources Final Rule, EPA 420

- R

- 07

- 002, February 2007, last accessed on the Internet on 12/04/2013 at the following URL: http://nepis.epa.gov/Exe/ZyPDF.cgi?Dockey=P1004LNN.PDF 305 Ball, D., Clark, D., Moser, D. (2011). Effects of Fuel Sulf ur on FTP NOX Emissions from a PZEV 4 Cylinder Application. SAE Technical Paper 2011

- 01

- 0300 306 The Effects of Ultra

- Lo w Sulfur Gasoline on Emissions from Tier 2 Vehicles in the In

- Use Fleet , EPA

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- 00 2. 307 The NPRM modeling was based on analysis of 81 passenger cars and trucks. Since the NPRM, twelve additional Tier 2 vehicles were tested and included in the statistical analysis described in the docketed final report, examining the effect of sulfur on emissions from Tier 2 vehicles. The analysis base d on the complete set of 93 Tier 2 vehicles is reflected in the results presented in this section and the emissions modeling for FRM.Page 1 19 of 961

ppm and the other at 28 ppm. All emissions data was collected using the FTP cycle at a nomin al temperature of 75 °F. Using the 28 ppm test fuel, emissions data were collected from vehicles in their as

received state as well as following a high

- speed/load “clean

- out” procedure consisting of two back

- to
- back US06 cycles intended to reduce sulfur lo ading in the catal ys t. A statistical anal ys is of this data showed highly significant reductions in several pollutants including NO X and hydrocarbons, demonstrating that sulfur loadings have a large effect on exhaust catal ys t performance, and that Tier 2 v ehicles can achieve significant reductions based on removing, at least in part, the negative impact of the sulfur loading on catal ys t efficiency ( Table IV

- 6 ). For example, Bag 2 NO X emissions dropped 31 percent between the pre

- and post

- cleanout tests on 28 ppm fuel.

**Table IV**  **- 6**  **Percent R**  **eduction in I**  **n -**  **U se**  **E missions**  **A fter the**  **C lean**  **- out** 

**U sing 28 ppm**  **T est**  **F uel**  **a** NO X (p

- value) THC

(p

- value) CO

(p

- value) NMHC

(p

- value) CH 4

(p

- value) PM

(p

- value) Bag 1

– – 6.0% (0.0151) – – 15.4% (< 0.0001) Bag 2 31.4%

(0.0003) 14.9%

(0.0118) – 18.7%

(0.0131) 14.4%

(0.0019) – Bag 3 35.4%

(<0.0001) 20.4%

(<0.0001) 21.5%

(0.0001) 27.7%

(<0.0001) 10.3%

(<0.0001) 2 4.5%

(<0.0001) FTP Composite 11.4%

(0.0002) 3.8%

(0.0249) 6.8%

(0.0107) 3.5%

(0.0498) 6.0%

(0.0011) 13.7%

(<0.0001) Bag 1

– Bag 3

– – 7.2% (0.0656) – – –

a The clean

- out effect is not significant at α = 0.10 when no reduction estimate is provided.Page 120 of 961

To assess the impact of lower sulfur fuel on in

- use emissions, further testing was conducted on a representative subset of vehicles on 28 ppm and 5 ppm fuel with accumulated mileage. A first step in this portion of the study was to assess the differences in the effectiveness of the clean

- out procedure under different fuel sulfur levels. Table IV

- 7 presents a comparison of emis sions immediately following (<50 miles) the clean

- out procedures at the low vs. high sulfur level. These results show significant emission reductions for the 5 ppm fuel relative to the 28 ppm fuel immediately after this clean

- out; for example, Bag 2 NO X e missions were 34 percent lower on the 5 ppm fuel vs. the 28 ppm fuel. This indicates that the catal ys t is not fully desulfurized, even after a clean out procedure, as long as there is sulfur in the fuel. This further indicates that current sulfur levels in gasoline continue to have a long

- term, adverse effect on exhaust emissions control that is not fully removed by

intermittent clean

- out procedures that can occur in day

- to
- day

operation of a vehicle and demonstrates that lowering sulfur levels to 10 ppm on average will significantly reduce the effects of sulfur impairment on emissions control technology

. **Table IV**  **- 7**  **Percent Reduction in Exhaust Emissions When Going from 28 ppm to 5 ppm Sulfur Gasoline for th**  **e First Three Repeat FTP Tests Immediately Following Clean -**  **out**

NO X (p

- value) THC

(p

- value) CO

(p

- value) NMHC

(p

- value) CH 4

(p

- value) PM a Bag 1 5.3%

(0.0513) 6.8%

(0.0053) 6.2%

(0.0083) 5.7%

(0.0276) 14.0%

(<0.0001) – Bag 2 34.4%

(0.0036) 33.9%

(<0.000 1) – a 26.4%

(0.0420) 49.4%

(<0.0001) – Bag 3 42.5%

(<0.0001) 36.9%

(<0.0001) 14.7%

(0.0041) 51.7%

(<0.0001) 28.5%

(<0.0001) – FTP Composite 15.0%

(0.0002) 13.3%

(<0.0001) 8.5%

(0.0050) 10.9%

(0.0012) 23.6%

(<0.0001) – Bag 1

– Bag 3

– a

– a

– a

– a

– a

– **a** The effectiveness of clean

- out cycle is not significant at α = 0.10

.
To assess the overall in

- use reduction between high and low sulfur fuel, a mixed model anal ys is of all data as a function of fuel sulfur level and miles driven after cleanout was performed. This anal ys is found highl y significant reductions fo r several pollutants, as shown in Table IV

- 8 . Reductions for Bag 2 NO X were particularl y high, estimated at 52 percent between 28 ppm and 5 ppm overall. For all pollutants, the model fitting did not find a significant miles

by

- sulfur interaction, suggesting the relative differences were not dependent on miles driven after clean

- out.

**Table IV**  **- 8**  **Percent Red uction in**  **E missions**  **from 28 ppm to 5 ppm F**  **uel S**  **ulfur on**  **I n**  **- U**  **se Tier 2 V**  **ehicles**Page 121 of 961 NO X (p

- value) THC

(p

- value) CO

(p

- value) NMHC

(p

- value) CH 4

(p

- value) NO X+NMOG

(p

- value) PM a Bag 1 7.1%

(0.0216) 9.2%

(0.0002) 6.7%

(0.0131) 8.1%

(0.0017) 16.6%

(< 0.0001) N/A

– Bag 2 51.9%

(< 0.0001) 43.3%

(< 0.0001) – a 42.7%

(0.0003) 51.8%

(< 0.0001) N/A

– Bag 3 47.8%

(< 0.0001) 40.2%

(< 0.0001) 15.9%

(0.0003) 54.7%

(< 0.0001) 29.2%

(< 0.0001) N/A

– FTP Composite 14.1%

(0.0008) 15.3%

(< 0.0001) 9.5%

(< 0.0001) 12.4%

(< 0.0001) 29.3%

(< 0.0001) 14.4 %

(< 0. 0001 ) – Bag 1

– Bag 3

– a 5.9% (0.0074) – a

– b

– b N/A

–

**a** Sulfur level not significant at α = 0.10. b Inconclusive because the mixed model did not converge.

Major findings from this study in clude:

 Largel y reversible sulfur loading is occurring in the in

- use fleet of Tier 2 vehicles and has a measureable effect on emissions of NO X , hydrocarbons, and other pollutants of interest.

 The effectiveness of high speed/load procedures in restoring cataly st efficiency is limited when operating on higher sulfur fuel.

 Reducing fuel sulfur levels from current levels to levels in the range of the Tier 3 gasoline sulfur standards is expected to achieve significant reductions in emissions of NO X , hydrocarbons, and other pollutants of interest in the current in

- use fleet.

 Assuming that the emissions impacts vs. gasoline sulfur content are approximately linear , changing gasoline sulfur content from 30 ppm to 10 ppm would result in NMOG+NO x emissions decreasing from 52 mg/mi to 45 mg/mi, respectively (a 13% decrease ), and NO x emissions decreasing from 19 mg/mi to 16 mg/mi, respectivel y (a 16% decrease ), for the vehicles in the study

. T o evaluate the robustness of the statistical anal ys es assessing the overall in

- use emissions reduction between operation on high and low sulfur fuel ( Table IV

- 8 ) , a series of sensitivity

anal ys es were performed to assess the impacts on study results of measurements from low

- emitting vehicles and influential vehicles , as documented in detail in the report

. 308 The

308 The Effects of Ultra

- Lo w Sulfur Gasoline on Emissions from Tier 2 Vehicles in the In

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sensitivity anal ys es showed that the magnitude and the statistical significance of the results were not impacted and thus demonstrated that the results are statisticall y robust. We also subjected the d esign of the experiment and data anal ys is to a contractor
- led independent peer

- review process in accordance with EPA’s peer review guidance. The results of the peer review 309 , 310 largel y supported the study

design, statistical analy ses, and the conclusions from the program and raised only minor concerns that have not changed the overall conclusions and have subsequently been addressed in the final version of the report

. 311 O verall, the reductions found in this study are in agreement with other low sulfur studies conducted on Tier 2 vehicles, namel y MSAT and Umicore studies mentioned above, in terms of the magnitude of NO X and HC reductions when switching from 28 ppm to 5 ppm fuel

. 312 We have reviewed the results of the emission effects study performed by

SGS , wh ich was included with API ’s comments on the Tier 3 proposal , and have concluded that these results are also consistent with the findings of EPA’s Tier 2 in

- use study , specificall y that exhaust emissions performance is sensitive to fuel sulfur level. 313 The SGS study also suggests that negative effects of exposure to a somewhat higher sulfur level (80 ppm in this case) are largely reversible for Tier 2 vehicles, meaning that reducing fuel sulfur levels nationwide will bring significant immediate benefits b y r educing emissions of the existing fleet. For further details regarding the Tier 2 In

Use Gasoline Sulfur Effects Study , see the final report

. 314 As a follow

- on phase to the Tier 2 in

- use study , EPA analyzed five vehicles 315 certified to Tier 2 Bin 4, LEV II ULEV and LEV II SULEV exhaust emissions standards to assess the gasoline sulfur sensitivity of Tier 2 and California LEV II vehicles with emission levels approaching or comparable to the Tier 3 standards. The anal ys is found that these low

- emitting Tier 2 vehicles showed similar or greater sensitivity to fuel sulfur levels compared to the original Tier 2 test fleet

– for example, a 24 percent reduction in FTP composite NOx emissions when sulfur is reduced from 28 ppm to 5 ppm. 316 Test results discussed below in section IV.A.6.d also confirm that there is significantly increased sensitivity

of exhaust emissions to gasoline sulfur as vehicle technologies advance towards exhaust emissions approaching near

- zero emissions (e.g., Tier 3 Bin 50 and lower). The impact of fuel sulfur on vehicles with exhaust emission control

309 Peer Review

of the Effects of Fuel Sulfur Level on Emissions from the In

- Use Tier 2 Vehicles , EPA

- HQ

- OAR

2011

- 0135

- 1847

. 310 EPA In

- Use Sulfur Report

– Response to Peer

- Review Comments, EPA

- HQ

- OAR

- 2011

- 0135

- 1848. 311 The Effects of Ultra

- Lo w Sulfur Gasoline on E missions from Tier 2 Vehicles in the In

- Use Fleet , EPA

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- 00 2. 312 Ball, D., Clark, D., Moser, D. (2011). Effects of Fuel Sulfur on FTP NO X Emissions from a PZEV 4 Cylinder Application. SAE Technical Paper 2011

- 01

- 0300. 313 American Petroleum Institute. 2013. Supplemental Comments of the American Petroleum Institute. Available in the docket for this final rule, docket no. EPA

- HQ

- OAR

- 2011

- 0135 314 The Effects of Ultra

- Lo w Sulfur Gasoline on Emissions from Tier 2 Vehicles in the In

- Use Fleet, EPA

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- 00 2

. 315 The make and model of the tested vehicles are Honda Crosstour, Chevrolet Malibu, Chevrolet Silverado, Ford Focus and Subaru Outback. 316 The Effects of Ultra

- Lo w Sulfur Gasoline on Emissions from Tier 2 Vehicles in the In

- Use Fleet , EPA

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technologies that we expect to be used with Tier 3 vehicles is summarized in the next two sections (Preamble IV.A.6.d and e). EPA believes that the studies by EPA and others described in this section strongl y support our conclusion that reducing gasoline sulfur content to a 10 ppm average will result in significant exhaust emissions reductions from the current in

- use fleet. However, some commenters have expressed concerns about the relevance and appropriateness of the data, as well as the conclusions drawn from them. The Summary and Anal ys is of Comments document, available in the docket for this rulemaking, provides our responses to those comments. d. Testing of Gasoline Sulfur Effects on Vehicles with Tier 3/LEV III Technology The Tier 3 fleet average exhaust emissions standards of 30 mg/mi NMOG+NOx will require large reductions of emissions across a broad range of light

- dut y vehicles and trucks w ith differing degrees of utility . Previous studies of sulfur impacts on extremely low exhaust emission vehicles (e.g., Toyota, Umicore) were limited to mid

- size or smaller light

- dut y vehicles. There are currently no LDT3 or an y LDT4 vehicles certified at or below Federal Tier 2 Bin 3 or to the California LEV II SULEV exhaust emission standards with the exception of a single h ybrid electric SUV . At the time of the Tier 3 NPRM, EPA was not aware of an y existing data demonstrating the impact of changes in g asoline sulfur content on larger vehicles with technology

comparable to what would be expected for compliance with Tier 3 exhaust emission standards. In their supplemental comments to the Tier 3 proposal , API criticized EPA’s reliance on emissions data from older vehicles that were not considered to be examples of future Tier

- 3

- like vehicles. In order to further evaluate this issue, the Agency initiated a test program at EPA’s National Vehicle and Fuel Emissions Laboratory (NVFEL) in Ann Arbor, Michigan. The Agency obtained a heavy

- light

- dut y truck and applied changes to the design and layout of the exhaust cataly st sy stem and to the calibration of the engine management s ystem consistent with our engineering anal ys es of technology necessary

to meet Tier 3 Bin 30 emissions with a 20 to 40% compliance margin at 150,000 miles. EPA also requested that Umicore loan the Agency the vehicle tested in their study to undergo further evaluation of gasoline sulfur impacts on exhaust emissions. In addition, Ford Motor Company completed testing of fuel sulfur effects on a Tier 3/LEV III developmental heav y - light

- dut y truck and submitted a summary report of their findings as part of their supplemental comments to the Tier 3 NPRM. The results of these three test programs are summarized below.

i. Ford Motor Company Tier 3 Sulfur Test Program Ford Motor Compan y recently completed testing of a heav y- light

- dut y truck (i.e., between 6000 and 8500 pounds GVWR) under development to meet the Tier 3 Bin 50 standards on two different fuel sulfur levels and submitted the resulting data to EPA as part of itsPage 124 of 961

supplemental comments. 317 , 318 The test results from this vehicle are particularly important when considering the following factors:

 These are the first detailed emissions data subm itted by a vehicle manufacturer to the Agency

demonstrating emissions of a heavy

- light

- dut y - truck consistent with Tier 3 Bin 50 or lower emissions levels.

 The truck tested uses a version of Ford’s 2.0 L GTDI engine, an engine with high BMEP (approximately 23

- bar) that can allow significant engine displacement downsizing while maintaining the truck’s utility . This is a key enabling GHG reduction strategy

anal yz ed by

EPA in the 2017

- 2025 GHG Final Rule. 319

 The vehicle was specifically under development by

a vehicle manufacturer with an engineering target of meeting Tier 3 Bin 50 and LEV III ULEV50 exhaust emissions standards

. Turbocharged, downsized engines are key technologies within Ford’s strategy to reduce GHG emissions. 320 EPA expects that trucks with conf igurations similar to this developmental Ford Explorer (downsized engines with reduced GHG emissions and very low emissions of NMOG+NOx) will become increasingl y prevalent within the timeframe of the implementation of the Tier 3 regulations. The developme ntal truck used close

- coupling of both catal ys t substrates and relativel y high PGM loading (150 g/ft 3 ). Ford used accelerated aging of the catal ys ts and O 2 sensors to an equivalent of 150,000 miles (the Tier 3 full useful life). The developmental hardware and engine management calibration configuration of this truck was designed to meet federal Tier 3 Bin 50 and California LEV III ULEV50 standards of 50 mg/mi NMOG+NOx at 150,000 miles. The emissions data submitted by Ford included NOx and NMHC emissions during operation on E10 California LEV III certification fuel at two different sulfur levels, 10 ppm and 26.5 ppm. Ford did not provide NMOG emissions data but there was sufficient information for EPA to calculate NMOG emissions from the provid ed NMHC data using calculations from Title 40 CFR 1066.665. The truck demonstrated average FTP NMOG+NO x emissions of 37 mg/mi on the 10 ppm E10 California LEV III fuel, emissions that are consistent with compliance with Bin 50 and

317 Ford Motor Company. 2013. “Quality Changes Needed to Meet Tier 3 Emission Standards and Future Greenhouse Gas Requirements.” Attachment 2: “Tier 3 Sulfur Test Program

– Ford Motor Company Summary Report.” Available within EPA Docket for this final rule, EPA

- HQ

- 2011

- 0135. 318 Dominic DiCicco, Ford Motor Company. 2013. “Additional data as requested. RE: Ford Supplemental Comments on Tier 3.” Available within EPA Docket for this final rule, EPA

- HQ

- 2011

- 0135. 319 See 77 FR 62840

- 62862, October 15, 2012; and Joint Tech nical Support Document: Final Rulemaking for 2017

- 2025 Light

- Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards (EPA

- 420

- R

- 12

- 901), August 2012, Chapter 3.4.1.7

- 3.4.1.8 (pages 3

- 88

– 3

- 95). 320 Ford Motor Comp any , 2012. “Sustainability 2011/2012

– Improving Fuel Economy.” Accessed on the Internet on 11/21/2013 at: http://corporate.ford.com/micros ites/sustainability

- report
- 2011

- 12/environment

- products

- plan

economy . Available within EPA Docket for this final rule, EPA

- HQ

- 2011

- 0135.Page 125 of 961

ULEV50 standards with a reasonable margin of compliance (emissions at approximately 70% of the standard). Retesting of the same vehicle on LEV3 E10 blended 321 to 26.5 ppm S resulted in average NMOG+NOx emissions of 53 mg/mi, 6% above the Tier 3 Bin 50 standard

. Ford found a high level of statistical significance with respect to the increase of emissions with increasing fuel sulfur. A ssuming a linear effect of sulfur on emissions performance , NMOG+NOx emissions would be approximately 56 mg/mi at 30 ppm sulfur, which is approximat ely 12% above the Bin 50 exhaust emissions standard. This also represents an increase in NMOG+NOx emissions of 53% with an approximate doubling of NOx emissions and a 13 % increase in NMOG for 30 ppm sulfur gasoline vs. 10 ppm sulfur gasoline. The advance d technology Ford truck , which was shown to be capable of complying with the Tier 3 Bin 50 standard with a reasonable margin of compliance on 10 ppm sulfur gasoline, in effect reverted to approximately L EV II ULEV exhaust emissions levels when tested on hi gher sulfur gasoline , equivalent to the previous level of emissions control to which earlier models of this vehicle were certified for MY 2013. The effect of increasing gasoline sulfur levels from 10 ppm to 30 ppm 322 on this vehicle essentiall y negated the entire benefit of the advances in emissions control technology that were applied by

the vehicle manufacturer to meet developmental goals for compliance with Tier 3 standards . This clearl y indicates, for this vehicle model using technology representative o f what would be expected for compliance with Tier 3 Bin 50 and post 2017 GHG standards , reducing gasoline sulfur to 10 ppm is needed for the advances in technology to achieve their intended effectiveness in reducing NMOG+NOx emissions. The advances in vehi cle technology and the reduction in gasoline sulfur clearl y are both needed to achieve the emissions reductions called for b y Tier 3.

ii. EPA Re

- test of Umicore 2009 Chevrolet Malibu PZEV Ball et al. of Umicore Autocat USA, Inc. previously studied the impact of gasoline fuel sulfur levels of 3 ppm and 33 ppm on the emissions of a 2009 Chevrolet Malibu PZEV. 323 In their supplemental comments, API commented that the composition of the two test fuels outside of sulfur content was not held constant and thus the e xhaust emissions differences attributed to the difference in gasoline sulfur levels may have been due to other fuel property differences. For example, the 3 ppm fuel used by Ball et al. was nonoxygenated EEE Clear test fuel (essentiall y, Tier 2 Federal cer

tification gasoline except with near

- zero sulfur) while the 33 ppm fuel was an oxygenated California Phase 2 LEV II certification fuel. Thus it was not entirely clear if the changes in NO x emissions observed between tests with the two fuels were significantl y impacted by fuel composition variables other than gasoline sulfur content. EPA obtained the same test vehicle from Umicore for retesting at the EPA NVFEL facility using the 5 ppm and 28 ppm sulfur E0 test fuels and vehicle test procedures used in EPA gasoline sulfur effects testing on Tier 2 vehicles (see S ection IV

. 6

. b).

321 Ford used the same tert

- butyl sulfide fuel sulfur additives used within the EPA testing in IV.A.6.c and d. 322 Emission s at 30 ppm sulfur estimated assuming approximately linear emissions effects between 10, 26.5 and 30 ppm gasoline sulfur levels. 323 Ball, D., Clark, D., Moser, D. (2011). Effects of Fuel Sulfur on FTP NOX Emissions from a PZEV 4 Cylinder Application. SAE Te chnical Paper 2011

- 01

- 0300. Available in the docket for this final rule.Page 126 of 961

In EPA’s retest of the 2009 Chevrolet Malibu PZEV , when sulfur was the only difference between the test fuels, the gasoline with higher sulfur resulted in significantly higher incr eases in NOx emissions with increasing fuel sulfur content than was observed in the previous testing b y Ball et al. at Umicore. Assuming emissions impacts vs. gasoline sulfur content are approximately

linear, the original data from Ball et al. would have result ed in a predicted increase in NOx emissions of approximately 40% when increasing gasoline sulfur from 10 ppm to 30 ppm. The EPA re - testing of the same vehicle that controlled for other fuel composition differences resulted in a predicted increase in NOx emissions of 93% when increasing gasoline sulfur from 10 ppm to 30 ppm, with NOx emissions approximately doubling from 22 g/mi to 43 g/mi, with no statistically significant difference in NMOG emissions and with an increase in NMOG+NOx emissions of 56% . The approximate doubling in NOx emissions with the Malibu PZEV between 10 ppm and 30 ppm sulfur was nearly identical to the results found during testing of the Tier 3 Bin 50 developmental Ford Explorer discussed above . The results confirm that fuel compositional differences other than sulfur may have impacted exhaust emissions results in the Ball et al. study b y underreporting a substantial portion of the effect of increased sulfur on NOx emissions. When controlling for other fuel composition differenc es, the resultant increase in NOx exhaust emissions due to increasing gasoline sulfur was more than double that observed in the original Ball et al. study . The observed increase in NMOG+NOx emissions during EPA testing of the Malibu PZEV was also compara ble to results found with the developmental Tier 3 Bin 50 Ford Explorer

. There was also a much higher increase in NOx and NMOG+NOx emissions for both the Malibu PZEV and the Tier 3 Bin 50 Explorer with increased gasoline sulfur than was observed with Tier 2 vehicles in the EPA Tier 2 in

- use study

. (See also Chapter 1.2.4 of the RIA)

iii. EPA Prototype Tier 3 Heavy

- light

- duty Truck Test Program EPA purchased a 2011 Chevrolet Silverado heav y - light

- dut y (LDT4) pickup truck with a developmental goal of modifying the truck to achieve exhaust emissions consistent with compliance with the Tier 3 Bin 30 emissions standards. The truck was equipped with a 5.3LV8 with General Motors’ “Active Fuel Management” cylinder deactivation sy stem. This particular truck was chos en in part because cylinder deactivation is a key technology for light

- truck compliance with future GHG standards and in part because it achieved very low emissions in its OEM, Tier 2

- compliant configuration (certified to Tier 2 Bin 4). A prototype exhaus t sy stem was obtained from MECA consisting of high

- cell

- density (900 cpsi) thin

- wall (2.5 mil), high

PGM, close

- coupled Pd

- Rh cataly sts with an additional under

- body Pd

- Rh catal ys t. The total catal ys t volume was approximately 116 in 3 with a specific PGM l oading of 125 g/ft 3 and approximate loading ratio of 0:80:5 (Pt:Pd:Rh). Third

- party (non

- OEM) EMS calibration tools were used to modify

the powertrain calibration in an effort to improve cataly st light

- off performance. The final test configuration used a pproximately

4 degrees of timing retard and approximately

200 rpm higher idle speed relative to the OEM configuration during and immediately

following cold

- start. The exhaust cataly st sy stem and HEGO sensors were bench aged to an equivalent 150,000 miles using standard EPA accelerated catal yst bench

- agingPage 127 of 961

procedures. 324 The truck was tested on California LEV III E10 certification fuel at 9 and 29 ppm gasoline sulfur levels. The EPA Tier 3 prototyp e Silverado achieved NMOG+NOx emissions of 18 mg/mi on the 9 ppm S fuel. The NMOG+NOx emissions were approximately 60% of the Bin 30 standard and thus are consistent with meeting the Tier 3 Bin 30 exhaust emissions standard with a moderate compliance margin. NMOG+NOx emissions increased to 29 mg/mi on the 29 ppm S fuel and one out of four tests exceeded the Bin 30 exhaust emissions standards. NMOG+NOx emissions would be at 19 mg/mi and 30 mg/mi with 10 ppm and 30 ppm gasoline sulfur, respectivel y, assuming a linear effect of sulfur on emissions performance. This represents an increase in NMOG+NOx emissions of approximately 55%, comparable to increases observed with both the EPA

- tested Chevrolet Malibu PZEV and the developmental Tier 3 Bin 50 Ford Explorer. The impact of increased gasoline sulfur on NMOG+NOx emiss ions was due to comparable increases (on a percentage basis) in both NMOG and NOx emissions. This effect of gasoline sulfur on the Prototy pe Silverado truck’s emissions differed from the sulfur impacts observed on the developmental Ford Explorer, which primarily affected NOx emissions, and the Malibu PZEV, where the impact was entirel y on NOx emissions.
e. Gasoline Sulfur Level Necessary for New Light

- duty Vehicles to Achieve Tier 3 Exhaust Emissions Standards Meeting Tier 3 NMOG+NOx standards will require major reductions in exhaust emissions across the entire fleet of new light

- dut y vehicles. As discussed in previous sections, the Tier 3 p rogram will require reductions in fleet average NMOG+NO x emissions of over 80 percent for the entire fleet of light

- duty vehicles and light

- duty

trucks. This significant level of fleet average emission reduction will require reductions from all parts of the fleet, including vehicles models with exhaust emissions currentl y at or near the level of the fully phased

- in Tier 3 FTP NMOG+NOx fleet average standard of 30 mg/mi

. Compliance with the more stringent Tier 3 fleet average standards will require vehicle manufacturers to certify a significant amount of vehicles to bin standards that are below the Bin 30 fleet average standard to offset other vehicles that are certified to bin standards that remain somewhat above the Bin 30 fleet average even after significantl y reducing their emissions. At the same time, the stringency of the Tier 3 standards will push almost all vehicle models to be close to or below the Bin 30 fleet average standard . There are onl y 2 compliance bins below Bin 30 , i.e., Bin 20 and Bin 0, available to offset emissions of vehicles certifying above Bin 30. There is also very

limited ability

for vehicle manufacturers to certify vehicles below the stringent Tier 3 fleet average exhaust emissions standard since Bin 20 and Bin 30 standards for individual vehicle certification test groups are approaching the engineering limits of what can be achieved for vehicl e s using an internal combustion engine and Bin 0 can onl y be achieved b y electric

- onl y vehicle operation . The result is that there is a very limited ability to offset sales of vehicles certified above the 30 mg/mi fleet average emission standard. This me ans in general that vehicle

324 U.S. Code of Federal Regulations, Title 40 , §86.1823

– 08 “Durability demonstration procedures for exhaust emissions.”Page 128 of 961

model s currentl y with higher emissions will have to achieve significant emissions reductions to minimize the gap, if any, between their certified bin levels under Tier 3 and the Tier 3 Bin 30 fleet average standard , and vehicle model s currently at or below Bin 30 will also have to achieve further emissions reductions under Tier 3 to offset the vehicles that remain certified to bin standards somewhat above Bin 30 l. The end result is a need for major reductions from all ty pes of v ehicles in the light

- duty fleet, including those above as well as most vehicles that are already near , at , or below the Tier 3 Bin 30 fleet average standard

. Achieving exhaust emissions reductions of over 80% for the fleet, with major reductions across all ty

pes of light

- duty

vehicles and light

- duty

trucks , will be a major technological challenge. Vehicles already have made significant advances in controlling cold start emissions and maximizing exhaust catal ys t efficiency (e.g. , improving warm

- up and catal ys t light

- off after cold starts and maintaining very high catal ys t efficiency

once warmed up) in order to meet Tier 2 and LEV II emissions standards. There are no “low

- hanging fruit” remaining for additional NMOG+NOx reductions from light

- dut y vehicles from a technology perspective, meaning that vehicle manufacturers cannot merely change one aspect of emissions control and thereb y achieve all of the required reductions. Instead , compliance with l ight

- duty Tier 3 exhaust emissions standards will require si gnificant improvements in all areas of emissions control

– with further improvements in fuel

- sy stem management and mixture preparation during cold start, improvements in achieving catal ys t light

- off immediatel y after cold start , and improved catal ys t effic iency during stabilized, fully

- warmed

- up conditions. Manufacturers will need further improvements in each of these areas with nearl y every vehicle in order to comply with the fleet

average Tier 3 standards. From a technology

perspective, the most likely control strategies will involve using exhaust cataly st technologies and powertrain calibration primarily focused on reducing cold

- start emissions of NMOG, and on reducing both cold

- start and warmed

- up (running) emissions of NO X . An important part of thi s strategy , particularly for larger vehicles having greater difficulty achieving cold

- start NMOG emissions control, will be to reduce NO X emissions to near

- zero levels. This will involve controlling engine

- out NOx emissions during cold start, shortening the cold start period prior to catal ys t light

- off of NOx reduction reactions , and better controlling NOx emissions once the catal ys t is fully warmed up. This is needed to allow a sufficient NMOG compliance margin so that vehicles can meet the combined NMOG +NO X emissions standards for their full useful life. While significant NMOG+NOx emissions reductions can be achieved from better control of cold start NMOG emissions, there are practical engineering limits to NMOG control for larger displacement vehicles ( e.g. , large light

- duty trucks with significant payload and trailer towing capabilities). This is based in part on the impact on NMOG emissions of the larger engine surface

- to
- volume ratio and resultant heat conduction from the combustion chamber during warm - up. There are also tradeoffs between some cold

- start NMOG controls and cold

- start NOx control. For example, secondary air injection and/or leaner fueling strategies improve cataly st light

- off for NMOG after a cold

- start but also place OSC components in an oxidation state that limits potential for NOx reduction and thus often result in higher cold

- start NOx emissions. Some applications achieve lower NMOG+NOx emissions without the use of secondary air injection by

careful calibration, changes to the cata ly st formulation and balancing of catal ys t HCPage 129 of 961

and NOx activity . The EPA Prototy pe Silverado and the developmental Ford Explorer are specific examples of this approach. Because of engineering limitations with large vehicles, heav y - light

- trucks and other vehicles with significant utility , we expect many applications will need close to 100% efficiency in NOx control under fully warmed

- up conditions and very fast light

- off of NOx reduction reactions over the exhaust catal ys t almost immediately after cold

- start for those applications. This will require significant improvements in cataly tic and engine

- out NOx reduction compared with Tier 2 vehicles and will be especiall y important for heavier vehicles due to the challenges of achieving low NMOG. These techn ology

improvements

- improving warm

- up and catal ys t light

- off after cold starts and maintaining very high catal ys t efficiency

- - once warmed up

– all rely on 10 ppm average sulfur fuel to achieve the very significant emissions reductions required for the fleet to achieve the Tier 3 Bin 30 fleet average emissions standard . The evidence from the test results and specific vehicle examples discussed above clearl y indicate that leaving the gasoline sulfur level at 30 ppm would largely negate the benefits of k ey technology

improvements expected to be used for compliance with Tier 3 exhaust emissions standards

. W ithout the lower 10 ppm gasoline sulfur content , the Tier 3 exhaust fleet average emissions standards would not be achievable across the broad range of vehicles that must achieve significant exhaust emissions reductions

. One aspect of the need for sulfur levels of 10 ppm average stems from the fact that achieving the Tier 3 emission standards will require very careful control of the exhaust chemistry and exhaust temperatures to ensure high cataly st efficiency . The impact of sulfur on OSC components in the catal yst makes this a challenge even at relativel y low (10 ppm) gasoline sulfur levels. NO X conversion by exhaust catal ys ts is strongl y influenced b y the OSC components like ceria. Ceria sulfation may play an important role in the large degradation of NO X emission control with increased fuel sulfur levels observed in the MSAT, Umicore and EPA Tier 2 In

- Use Gasoline Sulfur Effects studies and the much more severe NOx emissions degradation observed in recent test data from PZEV and prototype/developmental Tier 3/LEV III vehicles. 325 The importance of lower sulfur gasoline is also demonstrated by the fact that vehicles certified to California SULEV are ty p ically certif ied to higher bins for the federal Tier 2 program. Light

- dut y vehicles certified to CARB SULEV and federal Tier 2 Bin 2 exhaust emission standards accounted for approximately 3.1 percent and 0.4 percent, respectivel y , of vehicle sales for MY20 09. L ight

- dut y vehicles certified to SULEV under LEV II are more ty picall y certified federally to Tier 2 Bin 3, Bin 4 or Bin 5, and vehicles certified to SULEV and Tier 2 Bins 3

- 5 comprised approximately 2.5 percent of sales for MY2009. In particular, no nhy brid vehicles certified in California as SULEV are not certified to federal Tier 2 Bin 2 emissions standards even though the numeric limits for NO X and NMOG are shared between the California LEV II and federal Tier 2 programs for SULEV and Bin 2. Confi dential business

325 Heck, R.M., Farrauto, R.J. (2002). Chapter 6: Automotive Catal yst in Catalytic Air Pollution Control, 2 nd Edition. John Wiley and Sons, Inc.Page 130 of 961

information shared b y the auto companies indicate that the primary reason is an inability to demonstrate compliance with SULEV/Bin 2 emission standards after vehicles have operated in

use on gasoline with greater than 10 ppm sulfur and wi th exposure to the higher sulfur gasoline sold nationwide. While vehicles certified to the LEV II SULEV and Tier 2 Bin 2 standards both demonstrate compliance using certification gasoline with 15

- 40 ppm sulfur content, in

- use compliance of SULEV vehicles i n California occurs after significant, sustained operation on gasoline with an average of 10 ppm sulfur and a maximum cap of 30 ppm sulfur while federall y certified vehicles under the Tier 2 program operate on gasoline with an average of 3 0 ppm sulfur and a maximum cap of 80 ppm sulfur. Although the SULEV and Tier 2 Bin 2 standards are numericall y equivalent, the increased sulfur exposure of in

- use vehicles certified under the federal Tier 2 program results in a need for a higher emissions compliance margin to take into account the impact of in

- use gasoline sulfur on full useful life vehicle emissions. As a result, vehicles certified to California SULEV typicall y certify to emissions standards under the federal Tier 2 program that are 1

- 2 certification bin s higher (e.g., SULEV certified federally as Tier 2 Bin 3 or Bin 4) in order to ensure in

- use compliance with emissions standards out to the full useful life of the vehicle when operating on higher

- sulfur gasoline. There are currently

no LDTs larger than L DT2 with the exception of a single hy brid electric SUV certified to Tier 2 Bin 2 or SULEV emissions standards. We expect that additional catal ys t technologies, for example increasing cataly st surface area (volume or substrate cell density) and/or increase d PGM loading, will need to be applied to larger vehicles in order to achieve the catal ys t efficiencies necessary to comply

with the Tier 3 standards , and an y sulfur impact on catal ys t efficiency will have a larger impact on vehicles and trucks that rely m ore on very high catal ys t efficiencies in order to achieve very low emissions. The vehicle emissions data referenced in S ection IV.A.6.d represents the onl y known data on non

- hy brid vehicles spanning a range from mid

- size LDVs to heavy

- light

- trucks at the very low criteria pollutant emissions levels that will be needed to comply with the Tier 3 exhaust emissions standards. The developmental Ford Explorer, Chevrolet Malibu PZEV and EPA prototype Chevrolet Silverado vehicles described in section IV.A.6.c als o represent a range of different technology approaches to both criteria pollution control and GHG reduction (e.g., use of secondary air vs. emphasizing cold

- start NOx control, use of engine downsizing via turbocharging vs. cylinder deactivation for GHG control, etc.) and represent a broad range of vehicle applications and utility (mid

- size LDV, LDT3, LDT4). All of the vehicles with Tier 3/LEV III t echnology demonstrated greater than 50% increases in NMOG+NOx emissions when increasing gasoline sulfur from 1 0 ppm to 30 ppm. Two of the vehicles showed a doubling of NOx emissions when increasing gasoline sulfur from 10 ppm to 30 ppm. Both of the heav y - light

- dut y trucks with specific engineering targets of meeting Tier 3 emissions were capable of meeting their targeted emission standards with a sufficient compliance margin on 10 ppm sulfur gasoline and could not meet their targeted emissions standards or could not achieve a reasonable compliance margin when tested with 30 ppm sulfur gasoline. The negative imp act of gasoline sulfur on cataly tic activity

and the resultant loss of exhaust cataly st effectiveness to chemicall y reduce NO X and oxidize NMOG occur across all vehicle categories. However, the impact of gasoline sulfur on the effectiveness of exhaust cat al ys ts to control NO X emissions in the fully

- warmed

- up condition is particularly of concern for larger vehicles (the largest LDVs and LDT3s, LDT4s, and MDPVs). Manufacturers face the most significant challenges in reducing cold

- start NMOG emissions for th ese vehicles. BecausePage 131 of 961

of the need to reach near

- zero NO X emissions levels in order to offset engineering limitations on further NMOG exhaust emissions control with these vehicles , an y significant degradation in NO X emissions control over the useful life o f the vehicle w ould likel y prevent some if not most larger vehicles from reaching a combined NMOG+NO X level low enough to comply with the 30 mg/mi fleet

- average standard. Any degradation in catal ys t performance due to gasoline sulfur w ould reduce or elimi nate the margin necessary to ensure in

- use compliance with the Tier 3 emissions standards. Certifying to a useful life of 150,000 miles versus the current 120,000 miles will further add to manufacturers’ compliance challenge for Tier 3 large light trucks (See Section IV. A. 7. c below for more on the useful life requirements.) These vehicles represent a sufficiently

large segment of light

- dut y vehicle sales now and for the foreseeable future such that their emissions could not be sufficientl y offset (and thus the fleet

- average standard could not be achieved) b y certifying other vehicles to bins below the fleet average standard

. As discussed above, achieving Tier 3 levels as an average across the light

- duty fleet will require fleet wide reductions of approxim ately 80%. This will require significant reductions from all light duty vehicles , with the result that some models and ty pes of vehicles will be at most somewhat above the Tier 3 level, and all other models will be at or somewhat below Tier 3 levels. Ach ieving these reductions presents a major technology challenge. The required reductions are of a magnitude that EPA expects manufacturers to emplo y advances in technology in all of the relevant areas of emissions control

– reducing engine

- out emissions, re ducing the time to cataly st lightoff, improving exhaust catal ys t durability at 120,000 or 150,000 miles and improving efficiency

of fully warmed up exhaust catal ys ts. All of these areas of emissions control need to be improved, and gasoline sulfur reducti on to a 10 ppm average is a critical part of achieving Tier 3 levels through these emissions control technology improvements. The use of 10 ppm average sulfur fuel is an essential part of achieving Tier 3 levels while applying an array

of advancements in emissions control technology to the light

- dut y fleet

. T he testing of Tier 2 and Tier 3 ty pe technology

vehicles, as well as other information , shows that sulfur has a very

large impact on the effectiveness of the control technologies expected to be use d in Tier 3 vehicles. Without the reduction in sulfur to a 10 ppm average , the major technology

improvements projected under Tier 3 would only result in a limited portion of the emissions reductions needed to achieve Tier 3 levels. For example, without the reduction in sulfur from a 30 ppm to 10 ppm average , the technology improvements would not come close to achieving Tier 3 levels . In some cases this may result in the same effectiveness as the current Tier 2 technology

and achieve only

approximately Tier 2 levels of exhaust emissions control

. Achieving Tier 3 levels without a reduction in sulfur to 10 ppm levels would only be possible if there were technology improvements significantly above and beyond those discussed above. Theoreticall y, without reduc ing sulfur levels to 10 ppm average , emissions control technology

improvements would need to provide upwards of twice as much, and in some cases significantl y more than twice as much, emissions control effectiveness as the Tier 3 technology improvements di scussed above in Section IV.A.6.d . EPA has not identified technology improvements that could provide such a large additional increase in emissions control effectiveness, across the light

- dut y fleet, above and beyond that provided by the major improvements in technology discussed above, without any additional gasoline reductions in gasoline sulfur content. The impact of sulfur reduction on the effectiveness of the available technology

improvements play s such a large role in achieving the Tier 3 levels that there wouldPage 132 of 961

be no reasonable basis to expect that technology would be available, at the 30 ppm sulfur level, to fill the emission control gap left from no sulfur reduction, and achieve the very significant fleetwide reductions needed to meet the Tier 3 fl eet average standards . In effect reducing sulfur from 30 ppm to 10 ppm has such a large impact on the ability of the technology

improvements to achieve Tier 3 emissions levels that absent these sulfur reductions there is not a suite of technology

advancem ents available to fill the resulting gap in emissions reductions. We cannot identify a technology

path for vehicles that would achieve the Tier 3 Bin 30 average standard , across the fleet, with sulfur at 30 ppm levels, and as a result Tier 3 levels would not be technicall y feasible and achievable. This analy sis also applies to gasoline sulfur levels between 1 0 and 3 0 ppm, e.g. , 20 ppm. The Tier 3 required emissions reductions are so large and widespread across the fleet, and the technology

challenges ar e sufficientl y high, especially for heavier vehicles, that the large increase in emissions that would occur from a higher average sulfur level compared to a 10 ppm average would lead to an inability for vehicle technologies to widel y achieve Tier 3 levels as a fleet wide average in order to meet the Bin 30 fleet average standard. EPA acknowledges that some models in the light

- duty fleet, when viewed in isolation, may be able to achieve Tier 3 levels at current sulfur levels of 30 ppm average. Under the Tie r 3 fleet average standards, it is not sufficient for one or a few of a manufacturer’s vehicle models to meet Tier 3 levels because the manufacturer’s light

- duty vehicle fleet as a whole must achieve the Tier 3 30 mg/mi exhaust emissions standard as a flee t
- wide average. As discussed above, all vehicle models will need to achieve further reductions and be either below or no more than somewhat above Tier 3 levels to achieve the Tier 3 standard as a fleet wide average. Absent the reductions in sulfur levels to 10 ppm average, this is not achievable from a technology perspective. As discussed in Section V. B , the average 10 ppm gasoline sulfur standard is feasible and is the level that appropriatel y balances costs with the emission reductions that it provides and enables. Not onl y will a 10 ppm sulfur standard enable vehicle manufacturers to certify their entire product line of vehicles to the Tier 3 fleet average standards, but reducing gasoline sulfur to 10 ppm will better enable these vehicles to maintain their emission performance in

- use over their full useful life. Higher sulfur levels w ould make it impossible for vehicle manufacturers to meet the Tier 3 standards, and would forego the very large immediate reductions from the existing fleet. Reducing the sulfur level below 10 ppm would further reduce vehicle emissions and allow the Tier 3 vehicle standards to be achieved more easily . However, we believe that a 10 ppm average standard is sufficient to allow vehicles to meet the Tier 3 standards. Further, as discussed in Sections V.B and IX.B there are significant challenges associated wi th reducing sulfur below 10 ppm.Page 133 of 961

7. Other Provisions
a. Earl y Credits The California LEV III program is scheduled to begin at least two model years earlier than the federal Tier 3 program. 326 T he Tier 3 standards begin in MY 2017 for vehicles 6,000 lbs GVWR and less, and in MY 2018 for vehicles over 6,000 lbs GVWR. As a result, LEV III vehicles sold in California beginning in MY 2015 will be required to meet a lower fleet average NMOG+NO X level than the federal fleet will be meeting at that time. In addition, the California NMOG+NO X standards will further decline before Tier 3 begins, resulting in the gap growing between the current federal program and LEV III. We are finalizing an early credit program that with minor revisions is as we proposed. We have desi gned the early credit provisions to accomplish three goals: (1) to e ncourage manufacturers to produce a cleaner federal fleet earlier than otherwise required; (2) to provide valuable flexibility

to the manufacturers to facilitate the significant “step down” from the current Tier 2 Bin 5 fleet average required in MY 2016 to the LEV III

- based declining fleet average in MY 2017; and (3) to create an overall Tier 3 program that although starts later, is equivalent in stringency

to the LEV III program such that manufacturers will be able to produce a 50

- state fleet at the earliest opportunity

. Commenters were generall y supportive of or silent on the earl y credits program as proposed. The early credit program we are finalizing includes several distinct provisi ons. The first provision allow s manufacturers to generate early federal credits against the current Tier 2 Bin 5 requirement 327 in MYs 2015 and 2016 for vehicles under 6,000 lbs GVWR and MYs 2016 and 2017 for vehicles greater than 6,000 lbs GVWR. Earl y cre dits will only be available to manufacturers that comply under the primary

program (declining fleet average), not the alternative phase

- in approach (Section IV.A. 2.c above). In order to generate these credits, manufacturers sum the bin specific NMOG and N O X certification standards for each federall y certified Tier 2 vehicle and the bin NMOG+NO X standards for an y vehicle certified under the Earl y Tier 3 provision described below and calculate an NMOG+ NO X fleet average for the entire manufacturers fleet sol d in a model year . Credits are based on how far the fleet average is below the existing Tier 2 Bin 5 requirement (160 mg/mi total of NMOG and NO X). We expect that manufacturers will be able to achieve a fleetwide average below the Tier 2 Bin 5 level by s everal means, such as certifying LEV III vehicles either under Tier 2 or as Earl y Tier 3 vehicles under Tier 3 (discussed in the next section) to bin levels lower than Tier 2 Bin 5. Our anal ys is, presented in Section IV.A.5 above and Chapter 1 of the RIA , shows that manufacturers could certify man y vehicles currently certified to Tier 2 Bin 5 to a lower bin

-- e.g., to Tier 2 Bin 3 or Bin 4

– by

simply accepting a relativel y small reduction in compliance margin s. Man y

326 See California Low

- Emission Vehicles (LEV) & GHG 2012 regulations adopted by the State of California Air Resources Board, March 22, 2012, Resolution 12

- 21 incorporating by ref erence Resolution 12

- 11 , which was adopted January 26, 2012. Available at http://www.arb.ca.gov/regact/2012/leviiighg2012/leviiighg2012.htm (last accessed December 2 , 201 3 ). 327 Tier 2 standards are not set in the form of NMOG+NOx. The equivalent Tier 2 B in 5 fleet average in NMOG+ NO X term s is equal to 160 mg/mi (90 mg/mi NMOG + 70 mg/mi NO X ).Page 134 of 961

manufacturers certify

Tier 2 vehicle s to Tier 2 Bin 5 but also certify the same vehicle to a cleaner emission standard under the LE V II program (e.g. ULEV) with onl y a compliance margin difference. We believe that th e earl y credit provision will help us realize both our first and seco nd goals presented above . For example, a manufacturer certifying their federal fleet to Tier 2 Bin 4 will earn 50 mg/mi of NMOG+ NO X credits per vehicle (i.e., 160 mg/mi minus 110 mg/mi) , which we believe will encourage manufacturers to certify a cleaner federal fleet and provide a reasonable opportunity

for credit generation to facilitate the “step down” in stringency

. At the same time , if we allowed manufacturers to generate excessive earl y credits , manufacturers might thereby delay their compliance with the Tier 3 program, and thus the harmonization with LEV III, for several years. This would be in direct conflict with our third goal of creating a program of equal stringency to the California program as earl y as possible. In order to address this conc ern , we proposed and are finalizing a provision limiting the application of the early Tier 3 credits to the following conditions:

 Earl y Tier 3 credits generated as described above could be used without limitation in MY 2017 on the portion of the fleet ente ring the Tier 3 program in that MY

.
 Credits used for compliance in MY 2018 and beyond will be capped at an amount equal to the lesser of the manufacturer’s federal credits as calculated above or the manufacturer’s LEV III credits scaled up by the ratio of 50

- state sales to California and LEV III required states sales. This limitation account s for the fact that some LEV III credits may

have begun to expire and will no longer be eligible as a basis for Tier 3 earl y credits. By capping the available federal T ier 3 earl y credits , we believe that the two programs, LEV III and Tier 3 will be at parity in terms of relative stringency starting in MY 2018. In addition, because the number of Tier 3 earl y credits that can be used is based on the number of LEV III cre dits that the manufacturer has generated, there may be additional motivation for manufacturers to over

- perform in California during the initial model years , accelerating emission reduction benefits

. Finally , we are adopting, as proposed, a limitation on th e life of Tier 3 e arl y credit s to 5 ye ars , with no discounting, consistent with the California LEV III program

. b. Earl y Tier 3 Compliance We are finalizing, as proposed, the requirement that manufacturers begin the Tier 3 program in MY 2017 for vehicles up to 6,000 lbs GVWR and MY 2018 f or vehicles above 6,000 lbs GVWR under the primary phase

- in. The onl y proposed compliance approach available prior to MY 2017 was for manufacturers to continue to certify vehicles to the existing Tier 2 standards with the op portunity

to earn earl y credits (see previous section) that could be used in MY 2017 and later.Page 135 of 961

Several auto industry

commenters suggested additional provisions that could facilitate earlier harmonization between Tier 3 and LEV III and streamlining o f development and certification of vehicle models. Specificall y, these commenters requested the ability to have vehicles certified to the Tier 3 standards in MYs 2015 and 2016. They commented that this would allow them to develop, certify and sell a vehic le model for all 50 states, reducing the complexity

of potentiall y different federal and California requirements in MYs 2015 and 2016. Additionally , commenters noted that the Tier 3 program provides more flexibility in the certification bin structure comp ared with the existing Tier 2, providing them additional opportunities to generate earl y credits. To address this concern, we are finalizing a provision to allow manufacturers to certify to Tier 3 standards starting in MY 2015 as “Early Tier 3” vehicles. Manufacturers will have the option to certify

their vehicle models to meet the Tier 3 emission requirements in MY 2015 and 2016 for all LDVs, LDTs, and MDPVs, which would have been required to begin in MY 2017 under the primary

program. As an example, a m anufacturer choosing to certify a vehicle as Earl y Tier 3 can bring the same vehicle models certified to LE V III standards 328 in MY 2015 or 2016 into the Early

Tier 3 program by

meeting all the same requirements under the primary Tier 3 schedule. There would not be a Tier 3 fleet average requirement for FTP or SFTP in MY 2015 or 2016 (and 2017 for vehicles over 6,000 lbs GVWR and up to 8,500 and MDPVs) if all the same vehicle models certified to LEV III are also certified as the Earl y Tier 3 vehi cles meeting the same LEV III emission standards and also the Tier 3 additional requirements (high altitude, and cold CO and h ydrocarbons). These Earl y Tier 3 vehicles would replace any Tier 2 offering of the vehicle model consistent with the LEV II I offering replacing the LE V II models. If a manufacturers chooses to certify onl y a portion of their LE V III vehicle models as Earl y Tier 3 vehicles in a given MY, they will be required to meet the LEV III fleet average requirements in that MY for those models certified as Earl y Tier 3 vehicles. All vehicles models not certified as Earl y Tier 3 vehicles must meet all Tier 2 requirements.
c. Useful L ife The “useful life” of a vehicle is the period of time, in terms of years and mil es, during which a manufacturer is responsible for the vehicle’s emissions performance. For the Tier 3 program, we are finalizing several changes to the existing useful life provisions that are appropriate to the new Tier 3 standards described above. Th e auto manufacturing industry has uniformly expressed the desire to produce and sell a single national vehicle fleet , including a general ability and willingness of the industry to certify their vehicles to a 150,000 mile, 15 year full useful life , as requ ired by the LEV III program. However, the CAA, written at a time when vehicles did not last as long as they do today , precludes EPA from requiring a useful life value longer than 120,000 mile s (and 10 or 11 ye ar s , depending on vehicle category and weight) for lighter light

- dut y vehicles ( LDVs and LDTs up to 3,750 lbs loaded vehicle weight ( LVW ) and up to 6,000 lbs GVWR ( i.e., LDT1s) )

.

328 Including LEV III SFTP requirementsPage 136 of 961

For heavier light

- dut y vehicles (i.e., LDT2s, 3s, 4s, as well as MDPVs, representing a large fraction of the light

- duty f leet) , this statutory restriction does not apply , and we are finalizing a 150,000 mile, 15 year useful life value , as proposed . For the lighter vehicles, we are continuing to appl y the 120,000 mile (and 10 or 11 year, as applicable) useful life requirement from the Tier 2 program, also as proposed . For the se lighter vehicles, manufacturers are allowed to choose to certify

to either useful life value in complying with the fleet average. 329 In order for the Tier 3 NMOG+NO X standards to represent the same l evel of stringency regardless of which useful life value manufacturers choose , we proposed and are finalizing proportionally lower numerical values ( 85 percent of the NMOG+NO X 150,000 mile standards based on a data anal ys is in Chapter 1 of the RIA) for the declining fleet average FTP NMOG+NO X standards when a manufacturer chooses the 120,000 mile useful life . A manufacturer choosing the 120,000 mile useful life for any vehicle must maintain separate 120,000 mile and 150,000 mile useful life fleet averages for purposes of FTP NMOG+NO X fleet average compliance. Credits generated towards the required fleet averages are not transferable between the two useful life fleet averages. We proposed that a manufacturer that certifies an y vehicle model under the 120, 000 mile provision be required to certify all their LDVs and LDT1s to the 120,000 mile useful life and associated numericall y lower FTP NMOG+NO X fleet average standard. Comments from the auto industry

expressed a concern that this approach would be inflex ible to manufacturers’ needs and unnecessaril y burdensome. We have considered these comments, and we believe that the emission benefits of Tier 3 program will not be adversel y affected if manufacturers are allowed to certify these lighter vehicles to the 120,000 mile useful life standards on a test group basis, and therefore we are finalizing this approach. Standards for all other pollutants 330 and all other test cycles such as SFTP remain the same regardless of whether manufacturers choose the 120,000 mile or the 150,000 mile useful life periods. For emission standards other than PM standards (e.g., NMOG+NO X standards), as proposed , manufacturers will be required to certify all vehicles to the 150,000 mile useful life beginning with the first model year th at a vehicle model is certified to the FTP NMOG+NO X Bin 70 or lower (other than vehicles not ye t required to meet a 150,000 mile useful life during the program phase in, and vehicles for which a manufacturer has the option and cho o se s to appl y the 120,000 mile useful life value ) . This useful life requirement will appl y as earl y as MY 2017. Beginning in MY 2020, all vehicles will need to certify to the 150,000 mile useful life for all emissions , regardless of NMOG+NO X certification bin, unless they are eli gible for, and the manufacturer has chosen the 120,000 mile useful life and associated standards . (Note that the timing of the requirement to certify on the new test fuel follow s the same approach as for the useful life requirement for emission standards other than PM standards (i.e., based on the first ye ar a model is certified to FTP NMOG+NO X Bin 70 or below) as described in the next section .) For FTP and SFTP PM useful life requirements, manufacturers will be required to certify to 150,000 mile useful life for PM all vehicles that are included in the manufacturer’s phase

- in

329 CARB has stated that they do not expect to accept vehicles certified under the federal Tier 3 program to a 120,000 mil e useful life value for California certification, and thus for meeting California’s fleet average NMOG+NO X standards. 330 PM, CO, and HCHO

.Page 137 of 961

percentage meeting the new PM standards (other than eligible vehicles for which a manufacturer chooses to appl y the 120,000 miles useful life value ). d. Test Fuels for Exhaust Criteria Emissions Standards We recognize that test fuels are an important element of a national program. Vehicle manufacturers have emphasized in their comments the desire to reduce their test burden s by producing one vehicle that is tested on a single test procedure and on a single test fuel and that meets both California and federal requirements. Although we have been able to reasonabl y align the Tier 3 program with the LEV III program in most key respects, we recognize that the Tier 3 and LEV III test fuels are different, and that there may still exist some differences in emissions performance between vehicles tested on the two fuels. The largest difference between the two fuels is the Reid Vapor Pressure (RVP) , and other differences in distillation properties and aromatic levels also exist (largel y related to differences in actual in

- use fuel nationally and in California) . We are finalizing as proposed the requirement that manufacturers certify vehicles on the new Tier 3 E10 test fuels 331 beginning with the first model year that a vehicle model is certified to the FTP NMOG+NO X Bin 70 or lower

. 332 This requirement may apply as early as MY 2017 for vehicles up to 6000 lbs GVWR and MY 2018 for vehicles greater than 6000 lbs GVWR. 333 This requirement also applies to vehicles certified at Bin 70 and lower that are brought into the Tier 3 program under the Earl y Tier 3 option described in IV.A.7. b above, with the exception of the specific provision allowing the use of LEV III fuels discussed below

. Beginning in MY 202 0, all gasoline

- fueled models will need to certify on the Tier 3 test fuel s for all exhaust emission requirements , regardless of their certification bin. 334 As discussed in Section IV.A.7. c above, manufacturers must also meet the 150,000 mile useful life re quirements for NMOG+NO X standards for these same vehicles as they are certified to Bin 70 and lower. During the transition period from Tier 2 fuel to the new Tier 3 and LEV III E10 fuels, manufacturers have indicated that they face a substantial worklo ad challenge of developing and certifying each vehicle model to the two new fuels simultaneously

. We recognize this transitional challenge and are including an additional option. W e are finalizing as proposed an option that vehicles certified in MY s 2015 through 2019 to California LEV III standards using California LEV III E10 certification test fuels and test procedures can be used for certifying to EPA Tier 2 or Tier 3 exhaust emission standards , including PM

. A manufacturer may submit LEV III test dat a on vehicles tested using the new LEV III E10 fuels for Tier 2 or Tier 3 certifications. Consistent with existing Tier 2 policy , EPA may test vehicles certified to Tier 2 standards using LEV III test results on Tier 2 fuel for confirmatory or in

- use exha

ust testing. For vehicles certified in MY 2017 through 2019 to Tier 3 standards using LEV III E10 fuels, EPA will only use LEV III E10 fuels for confirmatory and in

- use testing (except for high altitude or

331 This includes fuels used for cold temperature and high altitude testing and durability requirements. See Section IV

. F below

. 332 The lower Bins are Bin 0, Bin 20, Bin 30 and Bin 50. 333 Vehicles above 6000 lb GVWR choosing the alternative phase

- in schedules described in Section IV.A.2.c above generally would begin using the Tier 3 test fuels for MY2019. 334 Diesel fueled and alternative fueled vehicles will continue to test on the fuels used under the Tier 2 program except for E85 fueled vehicles, for which we are finalizing new test fuel specifications (see Section IV. F below).Page 138 of 961

cold CO and h ydrocarbons testing, as described be low). Vehicles certified to the provisions of Earl y Tier 3 (Section IV.A.7.b above) will be treated the same as Tier 3 vehicles certified in MY 2017. For example, for MY 2015 and 2016, EPA will consider Earl y Tier 3 vehicles to be part of the Tier 3 program for purposes of fuel

- related testing obligations

. We will not accept test results using LEV II fuels for Tier 3 vehicle certification, including Early Tier 3 certifications, with the exception of the PZEV exhaust carry

- over provision described bel ow. California does not have fuel specifications for high altitude testing or cold CO and hydrocarbon testing. For this reason, we are finalizing that for vehicles that manufacturers choose to certify

using LEV III fuel and test procedures, manufacturer s must use program specific federal test fuels to comply with these federal

- onl y requirements (i.e. Tier 2 vehicles will use Tier 2 fuel and Tier 3 vehicles will use Tier 3 fuel). Similarly , high altitude and cold CO and hydrocarbon confirmatory and in

- us e testing for these vehicles will be performed on the federal fuel that the manufacturer is required to use at certification as specified above regardless of whether LEV III or federal fuel is used for other testing

. We proposed the requirement that after MY 2019, all Tier 3 certification, confirmatory and in

- use emission testing be required to use only the proposed Tier 3 E15 test fuel because it was believed to be a wors t case fuel for emissions. Because we are finalizing Tier 3 E10 test f uels which are very

similar as explained above to LEV III E10 test fuels, and not considered a wors t case fuel, we are not finalizing the requirement for all testing to be performed on Tier 3 E10 test fuel. Instead, for c ertifications after MY 2019 , EPA will continue to allow LEV III test results to be submitted for certification to Tier 3 standards, consistent with protocol under the Tier 2 program. H owever, if a manufacturer chooses to submit certification results for compliance with Tier 3 standards using the LEV III test fuel, then for confirmatory and in

- use testing we will hold vehicles to the Tier 3 standards while using the Tier 3 fuel in addition to the LEV III test fuel; we will not allow new or carry - over certifications using LEV II or Tier 2 certification test fuels after MY 2019. CARB has indicated that they will accept Tier 3 test data (on federal certification test fuel s ) to obtain a California certificate as earl y as MY 2015. In this manner manufacturers should be able to avoid compli ance testing on more than one fuel , since vehicles certified to Interim or Final Tier 3 status using federal certification test fuel s could also obtain LEV III certification

. Auto industry

commenters noted that the LEV III program provides an allowan ce for manufacturers to carry

over PZEV

- certified vehicle exhaust data 335 from the LEV II program into LEV III compliance in MY 2015 through MY 2019. Thus, CARB allows these PZEV vehicles to use emission testing results using LEV II fuel (i. e. California Phase II test fuel) to meet the LEV III obligations. The commenters suggested that EPA allow manufacturers to carry over such PZEV 150,000 mile useful life exhaust emission data to meet the Tier 3 standards. We agree that this approac h is appropriate during the transition, and we are finalizing this provision for MY 2015 through MY 2019, including allowing Earl y Tier 3 compliance at the Bin 30 level as a combined NMOG + NOX standard. EPA will hold vehicles certified using this provisi on to

335 California’s PZEV exhaust standards are the same as their SULEV standards and the Tier 3 Bin 30, and are certified to a 150,000 mile useful life.Page 139 of 961

the Tier 3 emission requirements when they are tested on the LE V II fuel for confirmatory and in

- use. Compliance testing of these vehicles for all other Tier 3 obligations (i.e., high

- altitude testing and Cold CO and hydrocarbons testing) must be performed using Tier 3 fuel, and these vehicles will be required to meet the Tier 3 standards for Bin 30.
e. High Altitude Requirements FTP emission standards are historicall y designed to be applicable at all altitudes. Under Tier 2, the same FTP emi ssion bin standards applied to vehicles tested at both low and high

altitude. However, fundamental ph ys ical challenges exist at high altitude resulting in typicall y higher emissions during cold starts compared with starts at lower altitudes (i.e., sea level) , and these challenges become more pronounced as emission standards become more stringent . This expected increase in emissions is primarily due to the lower air density at higher altitudes. Due to the lower air density , the needed volume of the hot c ombustion exhaust required to quickl y heat the cataly st in the first minute after a cold start is reduced. As a result, catal ys t light

- off is delayed and cold start emissions can increase. Vehicles under the Tier 2 program ty pically have had sufficient compliance margins to absorb this increase in emissions during testing under high

altitude conditions. However, given the extremely low standards we are finalizing in Tier 3, manufacturers will have less compliance margin with which to address the issue. Under the Tier 3 program, we expect that the emission control technologies selected for low altitude performance will also provide very significant emission control at high altitude. 336 However, as explained above, unique emission challenges exist with ope ration at higher altitude , often requiring manufacturers to design their emission controls specificall y for higher altitude. We do not believe that the impact of the fairl y small fraction of overall U.S. driving that occurs in high altitude locations warr ants a requirement for additional technologies to be applied specificall y for high

- altitude conditions. To avoid requiring manufacturers to use special high

altitude emission control technologies, we are allowing manufacturers limited relief for certification testing at high altitude, as proposed. Specificall y, for sea

- level certifications to Tier 3 Bins 20, 30, and 50, a manufacturer could comply with the next less

- stringent bin for testing at high altitude . For example, a manufacturer can certify to Bi n 50 for testing at high altitude versus Bin 30 at sea level). For vehicles certified at sea level to Bins 70 and 125, manufacturers can compl y with standards 35 mg/mi higher (e.g., 105 mg/mi and 160 mg/mi, respectivel y. We are providing no high altitude relief for vehicles certified to Bin 160. This high altitude relief provision applies to all Final Tier 3 vehicles for the duration of the Tier 3 program. For intermediate altitudes that fall between the specified low and high altitude test conditions, the emission performance should continue to be representative of the controls implemented to meet standards at the required altitude test conditions, consistent with Tier 2 protocol. An y deviation in the use of these controls at the intermediate altitudes may be

336 High

- altitude conditions means a test altitude of 1,620 meters (5,315 feet). Low altitude conditions means a test altitude less than 549 meters ( 1,800 feet).Page 140 of 96 1

considered an AECD that must be reported b y the manufacturer and justified as not being a defeat device 337

. Table IV

- 9 presents the Tier 3 high altitude standards.

**Table IV**  **- 9**  **T ier 3**  **High Altitude Standards** Bin Sea Level FTP Standard

(mg/mi NMOG+NO X) Altitude FTP Standard (mg/mi NMOG+NO X) Bin 160 160 160 Bin 125 125 160 Bin 70 70 105 Bin 50 50 70 Bin 30 30 50 Bin 20 20 30
f. Highway

Test Standards Sustained high

- speed operat ion can result in NO X emissions that may not be represented on either the FTP or SFTP cycles. Although we are not aware of any serious issues with this mode of operation with current Tier 2 vehicles, we are interested in preventing increases in these NO X emissions as manufacturers develop new or improved engine and emission control technologies. For this reason, we are finalizing, as proposed, a provision that the Tier 3 FTP NMOG + NO X standards above also apply on the Highway

Fuel Econom y Test (HFET), which is performed as a part of GHG and Fuel Econom y compliance testing. Thus, the Tier 3 FTP NMOG+NO X standard for the bin at which a manufacturer has chosen to certify a vehicle will also apply

on the HFET test. For example, if a manufacturer certifies a vehicle to Bin 70, the vehicle’s NMOG+NO X performance over the HFET could not exceed 70 mg/mi. Manufacturers will simply

need to ensure that the same emission control strategies implemented for the FTP and SFTP cycles are also effective during the highw ay test cycle. We believe that this requirement will not require manufacturers to take any unique technological action, will not add technology

costs, and will not add significantl y to the certification burden. g. Interim 4,000 Mile SFTP Standards During th e period of the declining NMOG+ NO X standards, we are finalizing the proposed requirement that interim Tier 3 vehicles meet 4,000 mile SFTP standards, consistent

337 §86.1809

- 12 Prohibition of defeat devicesPage 141 of 961

with the existing Tier 2 and LEV II program requirements. The 4,000 mile standards appl y to e ach vehicle model individually and to each component of the SFTP composite cycle. This approach is designed to prevent excessive emission levels from individual vehicle models being masked b y the averaging of the manufacturer’s fleet emissions. Similarly , this approach also prevents poor performance on a single cycle of the SFTP

. We believe it is appropriate to require any individual Interim Tier 3 vehicle to at a minimum meet the existing requirements under the Tier 2 and LEV II programs. Table IV

- 10 below presents the 4,000 mile SFTP standards for interim Tier 3 vehicles. **Table IV**  **- 10**  **4,000 Mile SFTP Exhaust Standards for Interim Tier 3 Vehicles (grams/mile)** Vehicle Category US06

NMOG+NO X US06

CO SC03

NMOG+NO X SC03

CO LDV/LDT1 0.14 8.0 0.20 2.7 LDT2 0.25 10.5 0.27 3.5 LDT3 0.4 10.5 0.31 3.5 LDT4 0.6 11.8 0.44 4.0

We believe that vehicles considered to be Final Tier 3 vehicles (i.e., they meet the Tier 3 PM requ irements, specifically the stringent SFTP PM standards) will have sufficiently robust designs that the 4,000 mile SFTP standards will no longer be necessary and so will not apply to those vehicles . Additionally , once the program reaches the fully phased

- i n fleet average composite standard of 50 mg/mi in 2025, high SFTP emissions even on a limited portion of a manufacturer’s fleet should be effectivel y mitigated , and the 4,000 mile SFTP standards will no longer appl y . h. Phase

- in Schedule As proposed, the ma

jor provisions of the Tier 3 program phase in based on model year and on the emission levels to which manufacturers certify their vehicles. As described in Section IV .A.3, under the Tier 3 program, manufacturers are required to certify each vehicle model to an FTP bin, which is then used to calculate the NMOG+NO X fleet average of all of its Tier 3 vehicles. Manufacturers must also determine the SFTP levels of each model and calculate the NMOG+NO X fleet average for the SFTP requirements as described in Sec tion IV.A.4. These separate FTP and SFTP fleet average calculations satisfy one aspect of certification under the Tier 3 program, specifically the standards associated with each model year. As described in Sections IV.A.7. c and IV.A.7. d above, the longer (150,000 mile) useful life value, as applicable, and the new Tier 3 test fuel for exhaust testing will be implemented as manufacturers certif

y vehicles to more stringent NMOG+NO X standards, with the threshold to implement both of these provisions being Bin 70. Beginning in MY 2017, any vehicle certified to Bin 70 or lower will be required to be certified on Tier 3 test fuel. In addition, any vehicle certified to Bin 70 or lower that is required to meet the longer 150,000 mile useful life will bePage 142 of 961

required to do so at that point. Independent of the Tier 3 test fuel phase in schedule, the 150,000 mile useful life for PM standards will be required when the vehicle is certified to the new Tier 3 PM standards as described below in the PM phase

- in schedules . Beg inning in MY 2020 , all gasoline

- fueled vehicles will be required to be certified for exhaust emissions on the Tier 3 test fuel, regardless of the ir certification bin or applicable useful life

. Manufacturers must also comply with more stringent PM standards on a percent phase

- in schedule. Compliance with the PM standards, which is consistent with the CARB LEV III program, is independent of the NMOG+NO X fleet average requirements described above. The PM emission standards for FTP and SFTP described in Secti on IV.A.3 and 4 respectivel y will be implemented as a percent phase

- in requirement as described below under a primary phase

- in schedule or under an optional phase

- in schedule. Vehicle models that a manufacturer certifie s to a Tier 3 NMOG+NO X bin, that meet the requirements of the PM phase

- in schedule, and that comply with the other Tier 3 requirements (i.e., 150,000 mile useful life and Tier 3 test fuel, as applicable) will be considered “Final Tier 3” compliant vehicles. All other vehicles certified to Ti er 3 bins but not yet meeting the PM and other Tier 3 requirements will be considered “Interim Tier 3” compliant vehicles. At the completion of the percent phase

- in period for PM (2021 for the primary PM phase

- in schedule and 2022 for the optional PM phas e - in schedule, as described below), 100 percent of vehicles will need to meet all of the Tier 3 requirements and will be considered Final Tier 3 vehicles. As proposed, f

or the PM requirements, each model ye ar manufacturers must meet either the primary PM percent phase

- in or the optional PM phase

- in as described in the following subsections. The primary percent PM phase

- in schedule is composed of fixed annual minimum phase

- in percentages that we expect most manufacturers to choose in order to comply with the Tier 3 requirements. The optional PM phase

- in schedule provides additional flexibility for manufacturers with too few product offerings to allow for a sufficiently gradual transition into the Final Tier 3 requirements , as described below. In either c ase, Interim Tier 3 vehicles not yet meeting the Tier 3 PM standards must at a minimum meet the Tier 2 PM full useful life FTP PM standard of 10 mg/mi and the SFTP PM weighted composite standard of 70 mg/mi.

i. Primary PM Percent Phase

-In Schedule It is imp ortant to note that the percent phase

- in of the new Tier 3 PM standards and the declining fleet average NMOG+NO X standards that we are finalizing are separate and independent elements of the Tier 3 program. “Phase

- in” in the context of Tier 3 PM standards means the fraction of a manufacturer’s fleet that is required to meet the new Tier 3 PM standards in a given model year. We expect that manufacturer fleets may consist of a mix of vehicle model s certified to Tier 2, LEV II, LEV III and Tier 3 standards throughout the percent phase

- in period. As discussed above, vehicles originally certified to Tier 2, LEV II, and LEV III may be carried over into the Tier 3 program as Interim Tier 3 vehicles. A vehicle will be considered a Final Tier 3 vehicle when it i s certified to one of the Tier 3 bins , meets the new Tier 3 PM standards for FTP (3mg/mi) and US06 (10 or 6 mg/mi), certifies to the 150,000 useful life valuePage 143 of 961

( as applicable), and certifies on the new Tier 3 test fuel. Table IV

- 11 below presents the PM phase

- in schedule for Final Tier 3 vehicles.

**Table IV**  **- 11**  **PM Phase -**  **in Schedule for Final Tier 3 Vehicles Model Year**  **2017 2018**  **2019 2020**  **2021 2022 and**  **later** Manufacturer’s Fl eet (%) 20 a 20 40 70 100 100
Vehicle T ypes ≤ 6,000 lbs

GVWR All vehicles ≤ 8,500 lbs GVWR and MDPVs

a Manufacturers comply in MY 2017 with 20 percent of their LDV and LDT fleet under 6,000 lbs GVWR, or alternatively with 10 percent of their total LDV, L DT, and MDPV fleet Optional PM Phase

- in The PM percent

- of

- sales phase

- in schedule described above will allow manufacturers with multiple vehicle models to plan the phase

- in of those models based on anticipated volumes of each vehicle model. However, manuf acturers certifying onl y a few vehicle models might not benefit from this schedule. This is because, in order to satisfy the phase

- in schedule percentages, they may have to over

- comply with the required percentages earlier than will a manufacturer with many

vehicle models available for the phase

- in. For instance, a manufacturer with onl y two models that each equally account for 50 percent of their sales will be required to introduce (at least) one of the models in MY 2017 to meet the PM phase

- in requirem ent of 20 percent in the first year. Because it represent s 50 percent of the manufacturer’s sales, this model will then also meet the requirements for MY 2018 (20 percent) and MY 2019 (40 percent). To meet the MY 2020 requirement of 70 percent of sales, however, the manufacturer will need to introduce the second Tier 3 vehicle that year. Thus the manufacturer will have introduced 100 percent of its Tier 3 models one year earlier than required of a manufacturer that is able to delay the final 30 percent o f its fleet until MY 2021 (by distributing its models over the entire phase

- in period). To provide for more equivalent phasing in of the PM requirements among all manufacturers in the early years of the program, we are finalizing, as proposed, an optional “indexed” PM phase

- in schedule that can be used by a manufacturer to meet its PM percent phase

- in requirements. A manufacturer that exceed s the phase

- in requirements in any given ye ar will be allowed to, in effect, offset some of the phase

- in requirements in a later model year. The optional phase

- in schedule will be acceptable if it passes a mathematical test. The mathematical test is designed to provide manufacturers a benefit from certifying to the standards at higher volumes than they

are obligated to under the normal phase

- in schedule, while ensuring that significant numbers of vehicles are meeting the new Tier 3 requirements during each ye ar of the optional phase

- in schedule. In this approach, manufacturers weight the earlier years by multiplying th eir percent phase

- in by the number of years prior to MY 2022 (i.e., the second year of the 100 percent phase

- in requirement).Page 144 of 961

The mathematical equation for appl yi ng the optional PM phase

- in is as follows: (5 x APP2017) + (4 x APP2018) + (3 x APP2019) + (2 x APP2020) + (1 x APP2021) ≥540, where APP is the actual phase

- in percentage for the referenced model ye ar. The sum of the calculation must be greater than or equal to 540, which is the result when the optional phase

- in equation is applied to the prim ary percent phase

- in schedule (i.e., 5 x 20% + 4 x 20% + 3 x 40% + 2 x 70% + 1 x 100% = 540). Applying the optional PM phase

- in equation to the hy pothetical manufacturer in the example above, the manufacturer can postpone its model introductions by one year each, to MY 2018 and MY 2021. Its calculation is (5 x 0% + 4 x 50% + 3 x 50% + 2 x 50% + 1 x 100% = 550, and thus the phase

- in is acceptable. i. In

- use Standards i. NMOG + NO

X The Tier 3 emission standards will require a substantial migration of emission control technology

historically

used only

on a small percent of the fleet and typically limited to smaller vehicles and engines. While we believe that these technologies can generally be used on an y vehicle and are applicable to the entire fleet, manufact urers have less experience with the in

- use performance of these technologies across the fleet. For example, technologies that accelerate catal ys t warm
- up such as catal ys t location close to the engine exhaust ports and other advanced thermal management app roaches will be new to certain vehicle types, particularly larger vehicles (i.e., LDT3/4s), which have historically not relied on these technologies to meet emission standards. As proposed, t o help manufacturers address the lack of in

- use experience and associated challenges with the expanded introduction of these technologies , particularly in the larger vehicles, we are finalizing temporaril y- relaxed in

- use NMOG+NO X standards that will apply to all vehicles certified to Bins 70 and cleaner as Interim or Final Tier 3 vehicles. The in

- use standards will apply

during the entire percent phase

- in period (i.e., through MY 2021). The in

use standards are 40 percent less stringent than the certification standards, providing a significant but reasonable temporary cushion for the uncertainties associated with new technologies (or new applications of existing technologies) over the life of the vehicle s . The in

- use NMOG + NO X standards are shown in Table IV

- 12

. **Table IV**  **- 12**  **FT P In**  **- Use Standards for Light Duty Vehicles and MDPVs (mg/mi)**  Bin NMOG+NO X

(mg/mi) Bin 160 160 Bin 125 125 Bin 70 98 Bin 50 70Page 145 of 961 Bin 30 42 Bin 20 28

ii. PM As with the NMOG+NO X standards, the introductio n of new emission control technologies or new applications of existing technologies (e.g., GDI, turbocharging, downsized engines) will create significant uncertainties for manufacturers about in

- use performance over the vehicle’s useful life. We are fina lizing as proposed a temporary in

- use FTP standard for PM of 6 mg/mi for all light duty vehicles certified to the Tier 3 full useful life 3 mg/mi standard. Since the Tier 3 FTP PM standard has a percent phase

- in schedule spread over several years, startin g in 2017 with full phase

- in completed in 2022, we are finalizing the requirement that the in

- use standard apply

to all vehicles certified to the new PM standards during the entire percent phase

- in period (i.e., through MY 2021). We also proposed temporari ly

- relaxed in

- use US06 PM standards. As described in Section IV.A.4.b above, we are finalizing an in

- use US06 PM standard of 10 mg/mi for the intermediate ye ars of the program (MYs 2019 through 2023) in response to industry concerns about emissions variab ility as the new standards become effective. j. FFVs Because of the ph ys ical and chemical differences in how emissions are generated and controlled between vehicles operating on different blends of gasoline and ethanol, manufacturers of vehicles designed fo r high

- percentage blends of ethanol (usuall y called Flexible Fuel Vehicles, or FFVs) may

face unique compliance challenges under the Tier 3 program. Historically , under the Tier 2 program, FFVs have only been required to meet all Tier 2 emission standards , FTP and SFTP, while operating on gasoline (E0) ; when operating on the alternative fuel (generall y this means a blend that is nominally 85 percent ethanol, or E85), they have onl y been required to meet the FTP emission standards. However, E85 use may

ris e considerabl y in the future as ethanol use increases in response to the Renewable Fuels Standards (RFS). Thus, as the Tier 3 program is implemented, it is increasingl y important that FFVs maintain their emission performance when operating on E85 across different operating conditions. We believe that at standard test conditions, requiring manufacturers to meet the Tier 3 standards on an y blend of gasoline and ethanol will not be significantl y more challenging technological ly

than compliance on lower ethano l blends, including the E10 Tier 3 test fuel we are adopting. We are thus finalizing, as proposed, the requirement that in addition to complying with the Tier 3 requirements when operating on Tier 3 test fuel , FFVs also comply with both the FTP and the S FTP emission standards when operating on E85. This include s the requirement to meet emission standards for both Tier 3 test fuel and E85 for the FTP, highway test, and SFTP emission standards at standard test temperatures (i.e., 68 ° F to 86 ° F). Since FF Vs can operate on any blend of gasoline and ethanol (up to a nominal 85 percent ethanol), the emissionPage 146 of 961

requirements appl y to operation at all levels of the alternative fuel that can be achieved with commerciall y available fuels. However, for exhaust emiss ion compliance demonstration purposes, we will test on Tier 3 test fuel and on fuel with the highest available ethanol content
. k. Credit for Direct Ozone Reduction (DOR) Technology Since the late 1990s, technologies have been commercialized with which vehic les can remove ozone from the air that flows over the vehicle’s coolant radiator. In such direct ozone reduction (DOR) technology , a catal yt ic coating on the radiator is designed to convert ambient ozone into gaseous ox yg en, as a way of addressing the air quality concerns about ozone. Detailed technical anal ys es for the California LEV II and the federal Tier 2 programs showed that when properly

designed these s ys tems can remove sufficient ozone from the air to be equivalent to a quantifiable reduction in tailpipe NMOG emissions. In the earlier programs, both California and EPA provided methodologies through which a manufacturer could demonstrate the capability

and effectiveness of the ozone

- reducing technology and be granted an NMOG credit. A small numbe r of vehicle models with DOR applications received credit under the LEV II program; no manufacturer formally applied for credits under the federal Tier 2 program. Some manufacturers have expressed an interest in the continued availability of a DOR credit a s a part of their potential LEV III and Tier 3 compliance strategies. EPA believes that when a DOR s ys tem is shown to be effective in reducing ozone, a credit toward Tier 3 compliance is warranted. We are finalizing a provision, as proposed, that manufac turers following the California methodology for demonstrating effectiveness and calculating a appropriate credit for a DOR sy stem be granted a specific credit toward the NMOG portion of the NMOG+NO X standard. 338 As with the California program, such a credit may not exceed 5 mg/mi NMOG. l. Credit for Adopting a 150,000

- Mile Emissions Warranty Under the Tier 3 standards , manufacturers are expected to design their emission control sy stems to continue to operate effectivel y for a useful life of 150,000 miles (120 ,000 miles for some smaller vehicles). However, manufacturers are onl y required to replace failed emission control components or s ystems on customers’ vehicles for a limited time period, specified in the Clean Air Act (80,000 miles/8 years for key emissio n control components). EPA believes that voluntary extension of this warrant y obligation b y manufacturers would provide additional emission reductions by

helping ensure that controls continue to operate effectively in actual operation through the full lif e of the vehicle. We are finalizing as proposed that a manufacturer providing its customers with a robust emission control sy stem warranty of 15 years or 150,000 miles be eligible for a modest credit of 5 mg/mi NMOG+NO X . 339 Because of the significant liabi lity that manufacturers would be accepting, we do not expect that the use of this credit opportunity will be widespread. However,

338 EPA is incorporating the CARB DOR methodology by reference. 339 Manufacturers choosing to comply with the standards for a 120,000 mile useful life for their LDVs and LDT1s are not eligible for thi s extended warranty credit for those vehicles.Page 147 of 961

based on our modeling of the expected deterioration of the emissions of future Tier 3 vehicles absent repair/replacement of f ailed emission controls, we anticipate that the value to the environment of long emissions warranties in terms of reduced real

- world emissions would significantl y exceed the 5 mg/mi NMOG+NO X credit. 340 We will use the same criteria for approving such a credit as does the parallel California program. 341 Thus, in addition to committing to customers that failing emission controls will be repaired or replaced for 15 years/150,000 miles, manufacturers will also need to accept the liability that in the event that a specific emissions control device fails on greater than 4 percent of a vehicle model’s production, they will recall the entire production of that model for repair.
m. Averaging, Banking, and Trading of Credits We proposed and are finalizing an averaging, b anking, and trading (ABT) program similar to those that have historically been a part of most EPA emission control programs. For the Tier 3 final rule, the ABT program is consistent with the other Tier 3 program elements, the heav y duty exhaust emission s tandards and the evaporative emission standards programs, with the only exception being credit life during the longer phase in for the light duty program as described below

. The ABT program is intended to provide an opportunity for manufacturers to deploy their Tier 3 vehicle models more efficiently , especiall y during the transition years, and to avoid excessive delay s in the necessary technological improvements across the fleet. We have designed the Tier 3 ABT program to provide for credits to be generat ed b y certifying vehicles that perform better than the fleet

- average NMOG+NO X standards . These credits may be used within a compan y to offset vehicles that perform worse than the standards, they may be banked for later use , or they

may be traded to other manufacturers. We are also finalizing limitations on the use of credits for the light

- dut y fleet. We proposed that Tier 3 credits expire after 5 model years following the model year they are generated and solicited comment on the Tier 3 credit life. In communications regarding the proposed rule, representatives of the auto industry expressed to EPA that the value of the ABT program during the MY 2017

- 2025 phase

- in of the primary program would be improved if credits had a longer credit life. 342 We determi ned that, with certain restrictions, Tier 3 credit life can be temporaril y extended with no adverse impacts on the overall emission reductions of the program. Specifically , we are finalizing a credit life of 8 years for credits generated in MYs 2017

- 2022 for the FTP and SFTP NMOG+NO X fleet average standards for the primary program only . For the heavier light

- duty vehicles, the 8

- ye ar credit life begins for credits generated in MY 2018. Note that, as proposed, credits generated under the Earl y Tier 3 Credit provision (Section IV.A.7.a) are limited to 5

- ye ar life , and are not affected by the longer credit life

. For credits generated in MYs 2023

- 2025, the credit life declines by one year of credit life annually , with credit life stabilizing at 5 years for c redits generated in MYs 2025 and later. That

340 Beardsley, M, et al. (2013, February). Updates to MOVES for the Tier 3 NPRM. Memorandum to the docket. 341 EPA is incorporating the CARB extended emission warranty provisions by reference. 342 Passavant, G. (January2014), Meetings with Chrysler

– Tier 3 NPRM Lead Time and ABT, Memorandum to Docket

.Page 148 of 961

is, credits generated in MY 2023 have a 7

- ye ar life, in MY 2024 a 6

- year life, and in MY 2025 and later a 5

- ye ar life. However, while credits can be generated, banked, and used internall y for the extended time periods, credits cannot be traded to other manufacturers after 5 ye ars. After considering the views expressed by manufacturers as well as the implementation schedules of this Tier 3 rule and the 2017 light

- duty GHG rule, we believe that the temporary up t o - 8

- ye ar credit life available to manufacturers during the phase

- in period provides substantial flexibility to address manufacturer uncertainties about future technology development and product planning during implementation of the Tier 3 program. We also believe this longer credit life provision will alleviate most if not all concerns expressed b y m anufacturers with respect to the challenges they may encounter by

simultaneous impl ementation of the two programs. As proposed, we are finalizing a provision f or a manufacturer to create a credit deficit, at certification or at the end of the production ye ar, if its fleet average emissions exceed the standard. A manufacturer would be required to use all of its banked credits, if any , before creating a credit de ficit. A credit deficit would need to be resolved before the fourth model year after the deficit was created; that is, a manufacturer may not maintain a credit deficit more than 3 consecutive model ye ars.
n. Tier 3 Transitional Emissions Bins During the development of the proposed rule and in their comments, manufacturers pointed out that they

may continue to produce some vehicles as late as MY 2019 that could be certified to Tier 2 Bin 3 or Bin 4 standards. In order to provide manufacturers flexibility in meeting the fleet average standards and to further facilitate the transition, we will allow manufacturers to certify

to the combined NMOG+NO X levels of these Tier 2 bins through MY 2019. We are finalizing two transitional Tier 3 bins, Bin 110 and Bin 8 5, that have FTP NMOG+NO X standards of 110 mg/mi and 85 mg/mi, respectivel y (i.e., the sum of the NMOG and NO X values from the Tier 2 bins) . T he associated FTP standards for CO, PM, and HCHO corresponding to these bins are identical to those for vehicles certified to the Tier 3 Bin 125. Tier 3 SFTP standards will apply to these vehicles, and these vehicles will be included in the Tier 3 PM percent phase

- in calculations.
o. Compliance Demonstration In general, we are finalizing requirements that manufacture rs demonstrate compliance with the Tier 3 light

- dut y vehicle emission standards in a very similar manner to existing Tier 2 vehicle compliance (see § 86.1860 of the regulatory language). However, for Tier 3 , manufacturers must calculate their compliance wi th the fleet average standards and percent phase

- in standards based on annual nationwide sales, including sales in California and Clean Air Act Section 177 states. We believe that this approach represents another step toward achieving the goal of an effec tivel y nationwide program as early as possible, which has been a basic principle in EPA’s development of this program and broadl y supported b y vehicle manufacturers. We also believe that basing compliance on nationwide sales may reduce the need for manufa cturers to project future sales and track past years’ sales in a disaggregated way

. Because the Tier 3 provisions become increasingly consistent with LEV III provisions as the TierPage 149 of 961

3 program phases in, we believe that any disproportionate impacts of diffe rent mixes of vehicles in different states are unlikely to occur. This nationwide compliance calculation approach applies to vehicles as they become subject to the Tier 3 provisions, either the declining fleet

- average NMOG+NO X curves or the percent phase

- in PM standards. Were any manufacturer to choose to use the alternative FTP and SFTP phase

- ins, which are not a part of the LEV III program, the manufacturer would not include sales in California or in the Section 177 states in its compliance calculation s. **B. Tailpipe Emissions Standards for Heavy**  **- Duty Vehicles**  1. Overview and Scope of Vehicles Regulated After considering the comments we received, w e are adopting the Tier 3 exhaust emissions standards that we proposed for chassis

- certified heavy

- dut y vehicl es (HDVs) be tween 85 01 and 14,000 lbs gross vehicle weight rating ( GVWR) . Vehicles in this GVWR range are o ften referred to as Class 2b (8 501

- 10,000 lbs) and Class 3 (10,001

- 14,000 lbs) vehicles, and are ty picall y full

- size pickup trucks and work vans certified as complete vehicles

. 343 Medium

- duty passenger vehicles (MDPVs), although in the Class 2b GVWR range, are subject to Tier 3 standards discussed in Section IV.A

. To a large extent, we are also adopting the Tier 3 certification testing and compliance provisions that we proposed for HDVs. There are, however, a number of improvements we are making in response to comments, as discussed in detail below. The Tier 3 program for HDVs w ill bring substantial reductions in harmful emissions from this large flee t of work trucks and vans, a fleet that is used extensively on every part of the nation’s highway , rural, and urban roadway s ys tem. The fully

- phased in Tier 3 standards levels for non - methane organic gas (NMOG ) plus oxides of nitrogen (NO X ), and for parti culate matter ( PM ), are on the order of 60 percent lower than the current standards levels. We proposed to require that diesel

- fueled Class 2b and 3 complete vehicles, like their gasoline

- fueled counterparts, be certified to the Tier 3 standards on the cha ssis test ; we also proposed to include these vehicles in the Tier 3 HDV averaging, banking, and trading (ABT) program . Currently

onl y gasoline

- fueled Class 2b/3 complete HDVs are required to chassis certify

. The International Council for Clean Transportation (I CCT) provided comments in support of this requirement, arguing that it is needed to stop manufacturers from making trucks marginally

above 8500 lbs GVWR to avoid light

- duty emission standards. The Truck and Engine Manufacturers Association (EMA) opp osed mandatory chassis certification for an y class

343 40 CFR 86.1803

- 01 defines HDVs to also include motor vehicles at or below 8,500 lbs GVWR that have a vehicle curb weight of more than 6,000 lbs or a basic vehicle frontal area in excess of 45 square feet, and these vehicles will also be subject to the Tier 3 standards and other provisions applicable to Class 2b vehicles discussed in this section.Page 150 of 961

of engines or vehicles over 8500 lbs GVWR, arguing that the existing flexibility is needed to minimize unnecessary

costs and certification burdens. EMA commented that, at a minimum, EPA should maintain op tional certification of diesel engines used in complete Class 3 vehicles. In their joint comments, the Alliance of Automobile Manufacturers and the Association of Global Automakers also requested that EPA retain the option for complete Class 3 diesel vehi cles and engines, arguing that otherwise manufacturers may be required to dual certify vehicle models that include variants both under and over 14,000 lbs. We are sensitive to this issue but remain concerned that the fleet average standard program we are f

inalizing would not work well if a major fleet component, such as complete Class 3 diesel trucks, can be left in or taken out of the fleet calculation based on what each manufacturer considers to be most advantageous. We believe the resulting competitive issues and uncertainties would be problematic, given the wide variance in gasoline/diesel HDV sales among the manufacturers, our provision for averaging across each manufacturers’ entire Class 2b/3 fleet, and the overwhelming preponderance of diesels in th e Class 3 market. It would also create uncertainties in the Tier 3 environmental benefits, given the pronounced difference between these Tier 3 standards and the heav y - dut y diesel engine standards we set 13 years ago, which we expect to remain in effect f or the foreseeable future. As a result, we are finalizing these provisions as proposed, except that we are providing that manufacturers, instead of certifying complete diesel Class 3 HDVs, may install diesel engines that have been engine

- certified for an y model year that the engine family has less than half of its sales being installed in such non

- chassis

- certified complete Class 3 vehicles. For example, if a compan y has a certified diesel engine family with 10,001 sales in MY 2020, up to 5,000 of those engines may be installed in complete Class 3 HDVs that are not chassis

- certified for exhaust emissions. This provision is intended to help address manufacturers’ concern about dual certification, while at the same time ensuring a coherent fleetwide standards regimen in this vehicle class. It also better harmonizes with California’s low

- emission vehicle (LEV) III program which does not mandate chassis certification for diesel Class 3 vehicles. By onl y allowing engine

- certified vehicles in the case of engi nes that are primarily produced for other purposes, we believe this approach adequatel y guards against potential abuse. In the case of complete diesel Class 3 HDVs produced by a company

other than the engine certifier, the responsibility

for ensuring the sales limit is not exceeded remains with the vehicle manufacturer, who will need to coordinate with the engine supplier to ensure compliance. Manufacturers of incomplete HDVs that are sold to secondary manufacturers for subsequent completion (less than 10 percent of the Class 2b and 3 U.S. market) are also allowed under existing EPA regulations to certify via either the chassis or engine test, and those who choose to chassis

- certify

in the future will be subject to Tier 3 requirements. We asked for comment on mandating chassis certification of incomplete Class 2b and 3 vehicles, n ot ing that California’s LEV III program includes such a requirement for Class 2b. Commenters expressed opposition to this extension of mandatory chassis certification, despite the ir general support for harmonization with LEV III; as a result, we are not mandating chassis certification for any incomplete HDVs.Page 151 of 961

The key elements of the Tier 3 program for HDVs parallel those for passenger cars and light

- duty trucks ( LDTs ) , with adjustm ents in standards levels, emissions test requirements, and implementation schedules, appropriate to this sector. These key elements include :

 a combined NMOG+NO X declining fleet average standard beginning in 2018 and reaching the final, fully

phased

- in lev el in 2022,

 creation of a bin structure for standards, including standards for carbon monoxide (CO) and formaldeh yde,

 PM standards phasing in separately on a percent
- of

- sales basis ,
 changes to the test fuel for gasoline

- and ethanol

- fueled vehicles,

 ext ension of the regulatory useful life to 150,000 miles,

 a new requirement to meet standards over the supplemental federal test procedure ( SFTP ) that address es real

- world driving modes not well

- repre sented by the federal test procedure (FTP) cycle alone, and

 special flexibility

provisions for small businesses and small volume manufacturers described in Section IV.G. As in the light

- dut y Tier 3 program, we have put a strong emphasis on coordinating HDV Tier 3 pro gram elements with California’s LEV III program for Class 2b and 3 vehicles, referred to in LEV III as medium

- duty vehicles (MDVs). The goal is to create a coordinated “national program” in which California would accept compliance with Tier 3 standards as sufficient to also satisfy L EV III requirements , thus allowing manufacturers to compl y nationwide by marketing a single vehicle fleet. As part of this effort, we proposed that manufacturers of Tier 3 HDVs calculate compliance with the fleet average standards and percent phase

- in standards based on annual nationwide sales, including sales in California and in states implementing California standards under Clean Air Act s ection 177 . Commenters expressed emphatic support for this approach and we are finalizing it as a key element of the Tier 3 program. 2. H DV Exhaust Emissions Standards
a. Bin Standards M anufacturers will certify HDVs to Tier 3 requirements by having them meet the standards for NMOG+NOx, PM, CO and formaldehyde for one of the bins listed in Table IV

- 13

. Manufacturers choose bins for their vehicles based on their product plans and corporate strategy for compliance with the fleet average standards discussed in Section IV.B .2.b, and once a vehicle’s bin is designated, those bin standards apply throughout its useful life. Because the fleet average standards become more stringent over time, the bin mix w ill gradually shift from higher to lower bins.Page 152 of 961

As in the past, there are numericall y higher standards levels for Class 3 vehicles than for Class 2b vehicles, reflective of the added challenge in reducing per

- mile emissions from large work trucks designed to carry and tow heavier loads. Also, the standards levels for both Class 2b and Class 3 HDVs are significantly higher than those being adopted for light

- duty trucks due t o marked differences in vehicle size and capability, and to our requirement to test HDVs in a loaded condition (at the adjusted loaded vehicle weight (ALVW ) ). By conducting emissions testing with loaded vehicles, the heav y- dut y program ensures that emissi ons controls are effective when these vehicles are performing one of their core function s : hauling heav y loads. This is a key

difference between the heavy

- dut y and light

- duty truck programs. The bin structure and standards levels are consistent with thos e in California’s LEV III program. We request ed comment on the usefulness of creating additional bins between Bin 0 and the next lowest bin in each vehicle class, as a means of encouraging clean technologies and adding flexibility , but commenters saw no n eed for these. **Table IV**  **- 13**  **FT P Standards for HDVs**  NMOG+NO X (mg/mi) PM

(mg/mi) CO

(g/mi) Formaldeh yd e

(mg/mi) **Class 2b (8 501**  **- 10,000 lbs GVWR):**  Bin 395 (interim) 395 8 6.4 6 Bin 340 (interim) 340 8 6.4 6 Bin 250 250 8 6.4 6 Bin 200 200 8 4.2 6 Bin 170 170 8 4.2 6 Bin 150 150 8 3.2 6 Bin 0 0 0 0 0 **Class 3 (10,001 -**  **14,000 lbs GVWR):** Bin 630 (interim) 630 10 7.3 6 Bin 570 (interim) 570 10 7.3 6 Bin 400 400 10 7.3 6 Bin 270 270 10 4.2 6 Bin 230 230 10 4.2 6 Bin 200 200 10 3.7 6 Bin 0 0 0 0 0 The NMOG +NO X standards levels for the highest bins in each class (Class 2b Bin 395 and Class 3 Bin 630) are equal to the sum of the current non
- methane hydrocarbon (NMHC) and NO X standards levels that took ful l effect in 2009, as well as to equivalent LEV standards in California’s LEV II program

. These bins are intended as carryover bins. That is, we expect them to be populated with vehicles that are designed to meet the current standards, and that are being phased out as new lower

- emitting vehicle designs phase in to satisfy the Tier 3 fleet average NMOG+NO X standard. We also consider the next highest bins (Class 2b Bin 340 and Class 3 Bin 570) to be carryover bins, because they likewise can be readily

achie ved b y vehicles designed for today ’s EPA and California LEV II emissions programs. As the 2018

- 2022 phase

in progresses, it w ill become increasingl y difficult to produce vehicles in these bins and still meet the fleet average standard. Therefore vehicles in these bins (as well as some others not yetPage 153 of 961

designed to meet Tier 3 PM standards described in Section IV.B.2.d) w ill be considered “interim Tier 3” vehicles, and the bins themselves w ill be considered “interim bins.” To facilitate their use in this carryover function, the interim bins do not require manufacturers to meet Tier 3 exhaust emissions standards on the SFTP, over the longer useful life, or with the new gasoline test fuel discussed in Section IV. F , although testing on this fuel w ill be allowed. These requirements do appl y in all other bins. In the context of these relaxed requirements for the interim bins, we propose d two additional measures to help ensure these bins are focused on their function of helping manufacturers transition to the long

- t erm Tier 3 emissions levels . First, we proposed that the interim bins would be available only in the phase

- in years of the program ; that is, through model ye ar ( MY ) 2021, as is appropriate to their interim status. Second, vehicles in the interim bins wou ld meet separate NMOG and NO X standards rather than combined NMOG+NO X standards

. The goal was to ensure that a manufacturer does not redesign or recalibrat e a vehicle model under combined NMOG+NO X Tier 3 standards for such purposes as reducing fuel consumption, through means that result in higher NO X or NMOG emissions than exhibited by today ’s vehicles, contrary to the intended carryover function of the interim bins. Industry commenters objected to both the proposed sunsetting of the interim bins and the proposed separate NOx and NMOG standards, arguing that they overl y restrict manufacturer flexibility and work against harmonization with LEV III. However, commenters did not address EPA’s concern regarding increased NOx emissions at the interim bin levels

. After considering the comments, we believe a modified approach to the interim bins can at least partl y address the industry concerns regarding harmonization while still precluding backsliding on NOx levels. We are finalizing the interim bins with combin ed NMOG+NOx standards as requested b y the commenters, but are adopting a restriction on deterioration

adjusted NOx levels in certification testing, to the levels allowed under the current standards in 40 CFR 86.1816

- 08. These are 0.2 and 0.4 g/mi for Clas s 2b and Class 3, respectivel y. This restriction will not apply

to vehicles in use, and does not impose a parallel NMOG restriction. Given our continuing concerns about NOx increases that would be allowed by the combined standards at the interim bin leve ls, we believe that this approach and the associated certification burden are reasonable, noting that manufacturers already must obtain NOx test results in certifying to an NMOG+NOx standard, and the differing NOx and NMOG deterioration mechanisms will lik ely

dictate that they

be considered separately in obtaining deteriorated NMOG+NOx levels for certification. We believe that making the interim bins available indefinitely would run counter to their limited purpose as an aid to making the transition to Tier 3 emissions levels. Making these bins permanent would, we believe, necessitate that they take on other key elements of the Tier 3 program such as longer useful life, SFTP compliance, and the use of Tier 3 test fuel. These requirements in turn would negate the usefulness of these bins in helping to carry over some pre Tier 3 vehicle designs during the transition years in which the declining fleet average standard levels are high enough to accommodate their continued sale. By MY 2022, the fleetwide standard will be stringent enough to effectivel y eliminate the ability of manufacturers to use interim bins while meeting the declining fleet average standard levels. We are thereforePage 154 of 961

adopting the sunsetting of the interim bins as proposed, making them availabl e only through MY 2021. b. Fleet Average NMOG+NO X Standards As in the light

- dut y Tier 3 program, a key element of the program we are finalizing for HDVs is a fleet average NMOG+NO X standard that becomes more stringent in successive model ye ars: in the case of HDVs, from 2018 to 2022. Each HDV sold by a manufacturer in each model year contributes to this fleet average based on the mg/mi NMOG+NO X level of the bin declared for it b y the manufacturer. Manufacturers may also earn or use credits for fleet average NMOG+NO X levels below or above the standard in any model year, as described in Section IV .B.4. As proposed, w e are adopting the separate Class 2b and Class 3 fleet average standards shown in Table IV

- 14 , though a manufacturer can effectivel y average the two fleet classes using credits (see Section IV.B.4). We believe this split

- curve approach is superior to a single phase

- in covering all HDVs because it recogniz es the different Class 2b/Class 3 fleet mixes among m anufacturers and the differing challenge in meeting mg/mi standards for Class 3 vehicles compared to Class 2b vehicles, while still allowing for a corporate compliance strategy based on a combined HDV fle et through the use of credits. We are adopting the p roposed fleet average NMOG+NOx standards . These are consistent with those set for the LEV III MDV program in model years 2018 and later. As proposed, we are also adopting provisions allowing m anufacturers to voluntarily meet bin and fleet average standards in model years 2016 and 2017 that are consistent with the MDV LEV III standards in those years , for the purpose of generating credits that can be used later or traded to others. These voluntary

standards are shown in Table IV

- 14 . This voluntary opt
- in program serves the important purpose of furthering consistency between the federal and California programs, such that manufacturers who wish to can produce a single vehicle fleet for sale nationwide, with the oppo rtunity for reciprocal certification in affected model years. It further incentivizes pulling ahead of Tier 3 technologies, with resulting environmental benefits, b y providing for early

compliance credits in this nationwide fleet. Commenters expressed su pport for this harmonized array of HDV emissions standards. Manufacturers choosing to opt into this early compliance program could start in either model year 2016 or 2017. They would have to meet the full complement of applicable bin standards and require ments for the bins they choose for their vehicles in meeting the 2016/2017 MY fleet average FTP NMOG+NO X standards, including SFTP standards in the bins that have SFTP standards. However, they do not need to meet the Tier 3 PM FTP and SFTP standards discu ssed in Sections IV.B.2.d and IV.B.3.a, or the evaporative emissions standards discussed in Section IV.C, because these requirements phase in on a later schedule. We are not extending the voluntary compliance opportunity

to the 2015 model year , based on m anufacturer comments indicating it would be of little value

.

**Table IV**  **- 14**  **HDV Fleet Average NMOG+NO X**  **Standards (mg/mi)** Voluntary Required ProgramPage 155 of 961

Model Year 2016 2017 2018 2019 2020 2021 2022 and later Clas s 2b 333 310 278 253 228 203 178 Class 3 548 508 451 400 349 298 247

We believe that the voluntary program provisions w ill benefit the environment, the regulated industry , and vehicle purchasers, because it has potential to accomplish early emissions reductions while maintaining the goal of a cost

- effective, nationwide vehicle program in every model year going forward. Although manufacturers will be allowed to meet the fleet average NMOG+NO X standard through whatever combination of bin

- specific vehicl es they choose, it is instructive to note that the fully phased in fleet average standard for model years 2022 and later w ill be the equivalent of a Class 2b fleet mix of 90 percent Bin 170 and 10 percent Bin 250 vehicles, and a Class 3 fleet mix of 90 percent Bin 230 and 10 percent Bin 400 vehicles. Therefore, it is appropriate to consider Bin 170 Class 2b vehicles and Bin 230 Class 3 vehicles to be representative of Tier 3

- compliant HDVs in the long term.
c. Alternative NMOG+NO X Phase

- in We believe the flee t average phase

- in described above will be flexible, effective, and highl y compatible with manufacturers’ desire to market vehicles nationwide, because of its close alignment with California’s LEV III program for medium

- duty vehicles. However, for any HD V manufacturers seeking four ye ars of lead time and three years of stability as specified in Clean Air Act section 202(a)(3)(C), we proposed an alternative compliance path. 344 This alternative approach was crafted to be equivalent to the NMOG+NO X declining fleet average in the above

- described LEV III

- harmonized alternative in every model year , except that the period for the voluntary

program in the alternative approach would extend an extra model year

— through 2018. To ensure that this approach meets the Act ’s stability requirement, instead of being structured around an annually declining fleet average standard, the alternative approach requires a manufacturer to demonstrate compliance (including through use of credits) with a schedule of annuall y increasing percent
- of

- sales of HDVs certified to the fully phased in 178 mg/mi (Class 2b) and 247 mg/mi (Class 3) standards, as shown in Table IV

- 15

. We are adopting the alternative percent

- of

- sales phase

- in largel y as propo sed, with limited changes described below. **Table IV**  **- 15**  **Percent -**  **of -**  **Sales Alternative NMOG+NO X**  **Phase -**  **in**

344 For vehicles above 6 , 000 lbs GVWR, C lean A ir A ct section 202(a)(3)( C) requires EPA to provide manufacturers with a minimum of 4 years of lead time before mandatory changes to any standard applicable to hydrocarbon , NO X , carbon monoxide, or PM can be implemented, and 3 years of stability between changes to any such standar d.Page 156 of 961 Voluntary Required Program Model Year 2016 2017 2018 2019 a 2020 2021 2022 and later Class 2b 29% 39% 5 4% 65% 77% 88% 100% Class 3 21% 32% 47% 60% 73% 87% 100% a Special provisions apply to models with an early

- starting 2019 model year. T he availability

of emissions averaging under our alternative phase

- in, discussed below, makes the two alternatives func tionall y equivalent, not just in the annual emissions reductions they achieve, but also in how manufacturers may design their mix of products t o meet the phase

in standards. Commenters who disagreed with this assessment for HDVs did not provide their reas oning, beyond referring to similar comments they had on the parallel light

- dut y (above 6000 lbs GVWR) alternative phase

- in. However, that proposed alternative differs from the one we proposed for HDVs, and the elements in it that were found objectionable by the manufacturers are not in the HDV alternative. (See Section IV.A.3 for discussion of comments on the light

duty alternative.) Commenters objected that the proposed percent

- of

- sales alternative has not been shown by EPA to be feasible, or in fact i s infeasible because it mandates the earl y phase

- in of low

emitting vehicles certified to the final standards. Such comments miss the fact that, with ABT, every manufacturer can produce the same mix of vehicles in any model year to comply

with either HDV phase

- in alternative, with the exception that MY 2018 is a voluntary phase

- in year under the alternative phase

- in and a required ye ar under the LEV III

- harmonized phase

- in. The ABT provisions enable a manufacturer to adopt a fleet average compliance strat egy while utilizing the percent

- of

- sales phase

- in that is identical to what would be required under the LEV III

- harmonized phase

- in’s fleet average standards. By no means are manufacturers forced to make only

vehicles certified to the final standards. Th e percent
- of

- sales phase

- in is thereb y no more stringent than the LEV III

- harmonized phase

- in, and the feasibility analy sis provided in Section IV.B.5, which expressly addresses the LEV III

- harmonized phase

- in, serves to demonstrate the feasibility of both alternatives. Some comments seem to assert that the percent

- of

- sales framework for the alternative was chosen b y EPA to make this alternative so stringent (b y requiring some vehicles to meet final standards four years earl y) that no reasonable compan y w ould use it. This is incorrect, both in regard to its actual effect (which as explained above is not more stringent), and in regard to our intent. The percent

- of

- sales framework for the alternative was proposed and is being adopted for the purpose of pro viding manufacturers with a phase

- in alternative that explicitly meets the applicable Clean Air Act stability requirement. We are making one change to the percent

- of

- sales alternative, necessitated by the fact that this final rule is being signed in 2014, not 2013 as envisioned in the proposal. HDV models for which the 2019 model year begins before the fourth anniversary of the signature date of thisPage 157 of 961

final rule may

be excluded from the Tier 3 fleet average compliance calculations and all other Tier 3 requi rements. These excluded vehicles would instead need to comply with the applicable pre - Tier 3 standards and requirements for the entire production of these models throughout the 2019 MY. This limited allowance ensures that the alternative meets EPA’s obli gation for four ye ars of lead time under the Clean Air Act. It is similar to a phase

- in alternative we provided in the light

- dut y vehicle Tier 2 rule (see 65 FR 6747, February 10, 2000). Note that 40 CFR 86.1803

- 01 defines “model year” as “the manufactur er’s annual production period (as determined b y the Administrator) which includes January 1 of such calendar year: Provided that if the manufacturer has no annual production period, the term ‘ model year ’ shall mean the calendar year.” Additional regulatio ns pertaining to the definition of a model year are in 40 CFR 85, subpart X. This allowance remains optional within the percent

- of

- sales alternative

-- a manufacturer may voluntaril y include these earl y - starting 2019 MY vehicles in the Tier 3 program, and in this case these vehicles would be treated no differently under the alternative than vehicles with a later

- starting 2019 MY, including with regard to whether manufacturers choose to make them part of the “phase

- in” fleet (vehicles counting toward the pha se - in percentages) or the “phase

out” fleet (vehicles not counting toward the phase

- in percentages). Although it is conceivable that manufacturers would commence an earl y start of the 2019 model year specificall y for the purpose of delaying Tier 3 obligati ons, we do not think this is likely , given the man y i mportant constraints and decisions that ty pically factor into setting this date, and the fact that signature of this final rule is occurring relativel y early in the calendar year, well before ty

pical mod el year start dates. We believe this is a reasonable way to provide a viable percent

- of

- sales phase

- in alternative that has four years of lead time without making the 2019 model year voluntary for all vehicles or putting new constraints on the timing of a manufacturer’s model ye ar. To help ensure that the percent

- of

- sales alternative is fully

equivalent to the LEV III

harmonized alternative in terms of fleet

- wide emissions control and technology mix choices, we are including some additional provisions , as proposed . First, the Tier 3 vehicles being phased in under the percent

- of

- sales alternative, in addition to meeting the fully phased

- in FTP NMOG+NO X standards, must also meet all other FTP and (as described below) SFTP standards required b y the LEV III

- h armonized alternative . These include the CO and formaldeh yde FTP standards, the 150,000 mile (15 year) useful life requirement, exhaust emissions testing with the new test fuel for gasoline

- and ethanol

- fueled vehicles discussed in Section IV. F , and the N MOG+NO X and CO SFTP standards in Table IV

- 16 . The specific standards are those for the bins in these tables closest to the fully phased

- in NMOG+NO X standards: Bin 170 for Class 2b and Bin 230 for Class 3. (The PM and evaporative emissions standards phase in on separate schedules under both alternatives, as discussed in Sections IV.B.2.d and IV.C.) Second, we are making an ABT program available for the percent

- of

- sales alternative, structured like the one created f or the LEV III

- harmonized alternative . This involve s certifying the vehicles in a manufacturer’s HDV fleet to the bin standards, and demonstrating compliance with the fleet average standards for the LEV III

- harmonized alternative in each model year, inclu ding through the use of ABT credits as in the LEV III

- harmonized alternative . We are us ing the fleet average calculation method for purposes of ABT because, as explained above, wePage 158 of 961

have determined that making this demonstration is equivalent to demonstrating compliance with the percent

- of

- sales requirement, and we see no value in complicating the program wi th another set of calculations. However, we are establishing one difference between the LEV III

- harmonized and percent
- of

- sales alternative s with respect to ABT provisions. Unlike in the LEV III

- harmonized alternative , manufacturers w ill not have to certify all vehicles into bins in order to take advantage of the ABT provisions under the percent

- of

- sales alternative. Rather they could choose to certify any “phase

- out” vehicles (that is, those not counting toward the percent

- of

- sales phase

- in) to the pre - Tier 3 NMHC and NO X standards, provided these vehicles do not have family emission limits (FEL s) above those standards. These non

- Tier 3 vehicles w ill no t be subject to the Tier 3 standards or other vehicle

- specific elements of the Tier 3 compliance program. There were no comments on these specific compliance and ABT provisions associated with the percent

- of

- sales alternative. d. Phase

- in of PM Standards Con sistent with the light

- duty Tier 3 pro gram discussed in Section IV.A, we are phasing in the PM standards for HDVs as an increasing percentage of a manufacturer’s production of chassis

- certified HDVs (co mbined Class 2b and 3) per ye ar . In addition to conce rns regarding the availability

and required upgrades of test facilities used for both light

- duty and heav y - duty vehicle testing, manufacturers have expressed uncertainty about PM emissions with new engine and emissions control technologies entering the mar ket as a result of new greenhouse gas ( GHG ) standards. Therefore we are adopting the same phase

- in schedule as for the light

- duty sector in model years 2018

- 2019

- 2020

- 2021: 20

- 40

- 70

- 100 percent, respectively . This w ill apply to HDVs certified under eith er NMOG+NO X phase

- in alternative. The California Air Resources Board (CARB) is phasing in the LEV III PM standards for HDVs on the same schedule, except that LEV III w ill also involve a 10 percent PM phase

- in in the 2017 model year . W e ask ed for comment on our adding this to our voluntary program for 2017, but received no comments on it and are not including it in the Tier 3 program. For manufacturers choosing the declining fleet average NMOG+NO X compliance path, the PM phase

- in requirement for HDVs will be completely independent of the NMOG+NO X phase

- in, with no requirement that both phase

- ins be met on the same vehicles

. As a result, vehicles certified to any of the bin standards for NMOG +NO X need not necessarily meet Tier 3 PM standards before the 2021 model year. Instead, the current 0.02 g/mi PM standard w ill apply for those vehicles not yetphased into the Tier 3 PM standards. We are requiring that manufacturers choosing the percent

- of

- sales phase

- in alternative for NMOG+NO X meet the PM phase

- in re quirements with only those vehicles certified to the Tier 3 NMOG+NO X standard, except in the 201 9 and earlier model years when the standards, including the PM standards, are voluntary , and in the 2021 model year when the 100 percent PM phase

- in requirement exceeds the 87

- 88 percent NMOG+NO X phase

- in requirement. This is appropriate given the ability of manufacturers to build “phase

- out” vehicles ( those not counting toward the phase

- in percentages) under the percent

- of

- sales NMOG+NOx alternative that are ce rtified entirel y to pre
Tier 3 standards while still participating in the Tier 3 ABT program, discussed above.Page 159 of 961

We w il l consider an y vehicle under either compliance path that is not certif ied to Tier 3 standards for PM and NMOG +NO X (as well as the other, co ncomitant Tier 3 standards and requirements such as the extended useful life), an “interim Tier 3” vehicle. This term also applies to vehicles certified in one of the interim bins, as discussed above. Note that compliance with Tier 3 evaporative emissions requirements follow s a separate phase

- in schedule as described in Section IV.C . As a result, a vehicle in an exhaust emissions family that the manufacturer has phased in to the new useful life and test fuel requirements may be in an evaporative emissions family that has not yet phased in th e Tier 3 useful life and test fuel for evaporative emissions compliance and testing.

i. Optional PM Phase

- in The percent

- of

- sales phase

- in schedule for the PM standard, described above, w ill allow manufacturers with multip le vehicle models to determine and plan the phase

- in of those models based on anticipated sales volumes of each model. However, manufacturers certifying only a few vehicle models may

not be able to take meaningful advantage of this schedule. This is beca us e their limited number of models may force them to over
- comply to reach the required minimum percentages , compared to a manufacturer with man y vehicle mode ls available from which to choose a phase

- in pathway

. For instance, a manufacturer with onl y two mo dels that each equally account for 50 percent of its sales would be required to introduce (at least) one of the models in MY 2018 to meet the phase

- in requirement of 20 percent in the first year. At the 50 percent level, this model would then also meet th e requirements for MY 2019 (40 percent). To meet the MY 2020 requirement of 70 percent of sales, however, the manufacturer would need to introduce the second Tier 3 vehicle that year. Thus the manufacturer would have introduced 100 percent of its Tier 3 m odels one ye ar earlier compared to a manufacturer that was able to delay the final 30 percent of its fleet until MY 2021 by distributing its redesign of models over the entire phase

- in period. To provide for more equal application of this benefit among all manufacturers in the earl y ye ars of the program, we are adopting the proposed optional “indexed” phase

- in schedule that could be used b y a manufacturer to meet the phase

- in requirements. A manufacturer that exceed s the phase

- in requirements in any given year w ill be allowed to, in effect, offset some of the phase

- in requirements in a later model year. The optional phase

- in schedule w ill be acceptable if it passes a mathematical test. The mathematical test is designed to provide manufacturers a benefit from certifying to the standards at higher volumes than they are obligated to under the normal phase

- in schedule, while ensuring that the overall population of complying vehicles at the end of the phase

- in is roughl y the same as under the fixed percentage ap proach. In this alternative approach, manufacturers w ill weight Tier 3 PM

- compliant vehicles in the earlier ye ars by multiplying their percent phase

- in by the number of years prior to MY 2022 ( that is , the second year of the 100 percent phase

- in requireme nt). The mathematical equation for appl yi ng the optional phase

- in is as follows: (4 x APP2018) + (3 x APP2019) + (2 x APP2020) + (1 x APP2021) ≥ 440,Page 160 of 961

where APP is the actual phase

- in percentage for the referenced model ye ar. The sum of the calculation w ill need to be greater than or equal to 440, which is the result when the optional phase

- in equation is applied to the primary percent phase

- in schedule (4 x 20% + 3 x 40% + 2 x 70% + 1 x 100% = 440 ). Commenters supported this optional PM phase

- in approach. 3. Supplemental FTP Standards for HDVs Unlike passenger cars and light trucks, HDVs are not currentl y subject to SFTP standards. SFTP standards are intended to ensure vehicles have robust emissions control over a wide range of real

- world driving patterns not well

- covered b y the FTP drive cycle. Even though HDVs are not ty

pically driven in the same way

as passenger cars and LDTs, especiall y as they frequentl y carry or tow heav y loads, we believe some substantial portion of real world heav y duty pickup and van driving is not well

- represented on the FTP cycle. The goal in setting the SFTP standards levels is not to force manufacturers to add expensive new control hardware for off

- FTP cycle conditions, but rather to ensure a robust overall control program that precludes high off

- FTP cycle emissions by

having vehicle designers consider them i n their choice of compliance strategies. High off

- FTP cycle emissions, even if encountered relatively

infrequentl y in real

- world driving, could create a substantial inadequacy in the Tier 3 program, which aims to achieve very low overall emissio ns in use. The SFTP provisions will also help make the HDV program more consistent with the heav y - dut y engine program, which for several years has included “not

- to
- exceed” provisions to control off

- cycle emissions. Therefore, in addition to the SFTP provisions, we are further limiting enrichment on spark ignition engines in all areas of operation unless absolutely necessary . a. SFTP NMOG+NO X , PM and CO Standards The SFTP standards levels are provided in Table IV

- 16 . These are consistent with those adopted in the LEV III program. **Table IV**  **- 16**  **SFTP Standards for HDVs** Vehicles in FTP Bins: NMOG+NO X (mg/mi) PM

(mg/mi) CO

(g/mi) **Class 2b with hp**  **/GVWR ≤ 0.024 hp/lb:**  **a** FTP Bins 200, 250 550 7 22.0 FTP Bins 150, 170 350 7 12.0 **Class 2b:** FTP Bins 200, 250 800 10 22.0 FTP Bins 150, 170 450 10 12.0 **Class 3:** FTP Bins 270, 400 550 7 6.0 FTP Bins 200, 230 350 7 4.0
a These standards apply for vehi cles optionally tested using emissions from only the highway portion of the US06 cycle.Page 161 of 961

We are linking Tier 3 SFTP implementation for HDVs directl y to the Tier 3 FTP phase

- in and bins for these vehicles. That is, an HDV certified to any of the Tier 3 FTP bin standards must meet the SFTP standards for that bin as well. However, because the FTP PM standard phase s in on a separate schedule, we will require that SFTP PM c ompliance be linked to the same schedule. That is, an HDV certified to the Tier 3 FTP P M standard must meet the applicable SFTP PM standard as well. This approach recognizes the complementary nature of FTP and SFTP provisions and helps to ensure that Tier 3 emissions controls are robust in real world driving. CARB expressed support in its written comments for this approach to linking FTP and SFTP requirements and an intent to propose aligning LEV III with it once the Tier 3 program is finalized. There are no SFTP requirements for the interim Tier 3 bins in each class (Class 2b Bins 340 and 395 and Class 3 Bins 570 and 630), because these are essentiall y carry - over bins from the previous standards to help facilitate the transition to Tier 3, and therefore are not intended to take on new requirements that might prompt a redesign . These implem entation provisions are consistent with the approach taken in the LEV III program, except that California applies more of the Tier 3 requirements for SFTP and extended useful life to vehicles in the interim bins. To help ensure a robust SFTP program that a chieves good control over a wide range of real world conditions, we propos ed to use a weighted

- average composite SFTP cycle, with NMOG+NO X emissions calculated from results of testing over three cycles: the US06, the FTP, and the SC03, weighting these resu lts by 0.28, 0.35, and 0.37, respectivel y. However, at proposal, we determined that the full US06 component of the composite cy cle, along with the ALVW loaded test condition, would not be sufficiently representative of real

- world driving for two groups of HDVs: those with low power

- to
- weight ratios and Class 3 vehicles. Therefore, as discussed in the proposal, SFTP testing of Class 2b vehicles with power

- to
weight ratios at or below 0.024 hp/lb, may , at the manufacturer’s option replace the full US06 compo nent of the composite SFTP emissions with the test results from only the second of the three emissions sampling bags in the US06 test, generall y referred to as the “highway” portion of the US06 . HDVs so tested will be subject to the correspondingl y lower SFTP standards levels shown in the table above. These vehicles will be driven during the test in the same way as the higher power

- to
- weight Class 2b vehicles (over the full US06 cycle) , using best effort (maximum power) if the vehicle cannot maintain the driving schedule. The large majority of Class 2b vehicles

-- those with pow er - to
- weight above 0.024 hp/lb

-- will be required to include emissions over the full US06 cycle in the composite SFTP. We believe that this approach provide s a robust but repeatabl e and reliable test for the full range of Class 2b vehicles, as the highway portion of the US06 retains broad coverage of vehicle speed/acceleration combinations measured in real

world driving. An y t esting conducted b y EPA would follow the manufacturer’s test path for the vehicle. For Class 3 vehicles, which range up to 14,000 lbs GVWR, we are also concerned that the full US06 cycle would not provide a representative drive cycle for SFTP testing. These vehicles are much larger than the light

- dut y vehicles that formed the basis for development of the US06 cycle, and loading them to ALVW for the SFTP test yields a very heavy test vehicle, not likely to be safel y driven in the real world in a manner that is ty pified b y this aggressive cycle. We believe that the LA

- 92 (or “Unified”) driving cycle developed by C ARB is morePage 162 of 961

representative of Class 3 truck driving patterns and will produce more robust results for use in SFTP evaluations. Therefore we are adopting the proposed LA

- 92 cycle for use in place of the US06 component of the composite SFTP for Class 3 HDVs. HDVs do not have SC03 emissions requirements under the current HDV standards. Manufacturers of HDVs have indicated that they expect the SC03 emissions to be consistently lower than either the US06 o r the FTP emissions levels, and therefore the added SC03 testing burden may

be unnecessary . We are therefore providing HDV manufacturers with the option to substitute the FTP emissions levels for the SC03 emissions results for purposes of compliance. How ever, we will retain the ability to determine the composite emissions using SC03 test results in confirmatory

or in

- use testing. We received no adverse comments on this proposed approach. The set of composite SFTP cycles and standards we propos ed and are adopting for HDVs is consistent with the MDV LEV III program. We received no adverse comments on them, except with regard to in

- use testing as discussed in Section IV.B.6.a. b. Enrichment L imitation for Spark

- Ignition Engines To prevent emissions from excess ive enrichment in areas not full y encountered in the SFTP cycles, we propos ed and are adopting limitations in the frequency and magnitude of enrichment episodes for spark

- ignition HDVs. These limitations are identical to those for light

duty vehicles . Se e Section IV.A.4.c for discussion of the requirements and relevant comments received

. 4. HDV Emissions Averaging, Banking, and Trading This section describes how exhaust emissions credits may be earned and used . See Section V.C for similar provisions that ap ply for evaporative emissions. We are continuing the practice of allowing manufacturers to satisfy standards through the averaging of emissions, as well as through the banking of emissions credits for later use and the trading of credits with others. Ther e are a number of facets of th e Tier 3 ABT program for HDVs that are different from the existing program. First, instead of separate NMHC and NO X credits, manufacturers earn combined NMOG+NO X credits, consistent w ith the form of the standards. Second, manufacturers may accrue a deficit in their credit balance. Deficits incurred in a model year may

be carried forward but a manufacturer will not be permitted to have a negative overall HDV credit balance in more than 3 consecutive model years . Manufacturers w ill have to use an y new credits to offset an y shortfall before those credits can be traded or banked for additional model years. C redits not used within 5 years after they are earned will be forfeited. These 5/3

- ye ar credit/deficit life provisions are consistent with our light

- duty Tier 3 approach, the California LEV III program for MDVs, and EPA programs for controlling GHG emissions from light

- and heav y - duty vehicles. Third, as part of our new require ment for chassis certification of complete diesel HDVs, we are allow ing the chassis

- certified diesel HDVs to participate in th e Tier 3 ABT program without restriction. Prior to Tier 3 they have not been allowed to earn or use ABT credits. WePage 163 of 961

are not restrict ing or adjust ing credit exchange between diese l and gasoline

- fueled HDVs, consistent with our shift to combined NMOG+NO X standards that helps to ensure comparable stringency

for these two engine ty

pes, and consistent also with the LEV III MDV program. C redits earned b y a chassis

- certified Tier 3 HDV m ay be used to demonstrate compliance with NMOG+NO X standards for any other chassis

- certified Tier 3 HDV, regardless of size and without adjustment. This effectivel y allows manufacturers to plan a comprehensive HDV compliance strategy

for their entire Clas s 2b and Class 3 product offering, by balancing credits so as to demonstrate compliance with the standards for both classes. Industry commenters argued that EPA should align the HDV credit provisions with the light

- duty program by

allowing earl y Tier 3 cre dits to be generated in MYs 2016 and 2017, calculated relative to the highest Class 2b and Class 3 bin NMOG+NOx levels (395 and 630 mg/mi, respectively), and capped at a level proportional to the California level in MY 2018. However, these highest bin lev els correspond to those of the existing HDV standards for NMHC and NOx, and are significantly higher than the MY 2016 and 2017 LEV III levels. Thus vehicles designed to just meet the LEV III standards in these years could generate a large preliminary numb er of credits under the industry ’s Tier 3 earl y credits proposal, credits they would not earn in LEV III, thereb y potentially thwarting the harmonization of the two programs. Truncating that credit bank for each manufacturer in 2018 such that it is propor tional to their LEV III balance could perhaps, with additional restrictions on trading and banking, restore a harmonized credit status in that year. However, it constitutes an unnecessarily complex and uncertain pathway to the same result as that achieved under EPA’s earl y opt
- in provisions. Commenters requested that we provide for the conversion of pre

- Tier 3 HDV credits for use in Tier 3. However, as discussed in the proposal, we are not including provisions for doing so . We believe that by

providing an earl y Tier 3 opt

- in program for HDVs, capable of generating credits for two model years before the mandatory standards take effect (even longer under the alternative percent

- of

- sales phase

- in approach), we are giving ample opportunity for the manufacture rs to accumulate earl y credits. M anufacturers commented that the proposed fleet average compliance approach is incongruous with California’s LEV III method based on vehicle equivalent credits (VECs). Although expressing that they have no preference for the method since the stringency is equivalent , they

recommended that EPA foster harmonization by providing a compliance option based on VECs. We believe that such an option would add unnecessary complexity to the Tier 3 p rogram, and is made even more unnecessary by the intent expressed in C ARB’s written comments to propose a fleet average option for LEV III that i s identical to EPA’s approach. In the past we have set upper bounds , called family emission limit (FEL) caps, o n how high emissions can be for credit

- using vehicles, regardless of how many credits might be available. Under our Tier 3 bin structure, we believe that exhaust emission FEL caps are no longer relevant for Tier 3 HDVs, as every vehicle must meet whatever standards appl y in the bin chosen for the vehicle b y the manufacturer. (The bin standard becomes the effective FEL.) Indeed, because credits and deficits are calculated based on the difference between a manufacturer’s fleet average emissions and the fle et average standards for a given model ye ar, credits are not calculated for individual vehicle families at all. Thus the standard forPage 164 of 961

NMOG +NO X in the highest a llowable bin serve s the purpose of the FEL caps in previous programs. Consistent with our propos al, we are not creating an averaging program for the HDV SFTP program, because we believe that the bin structure and FTP

- centered NMOG+NO X ABT program provide adequate flexibility for smooth program implementation, especiall y in light of our aim to have th e FTP standards be the primary technology

forcers. A separate ABT program for SFTP compliance would add substantial complexity with little benefit, and, by making it possible to demonstrate robust SFTP emissions control on a vehicle that lacks commensurat e FTP control, could prove at odds with the primary goal of the supplemental test for HDVs. 5. Feasibility

of HDV Standards The feasibility

assessment, discussed in more detail in Chapter 1 of the RIA, recognizes that the Tier 3 program is composed of several new requirements for Class 2b and 3 heavy

- duty vehicles, which include primarily large gasoline and diesel pick

- up trucks and vans with diverse application

- specific designs. These new exhaust emissions requirements include stringent NMOG+NO X and PM stand ards for the FTP and the SFTP, that w ill as a whole require new emissions control strategies and hardware in order to achieve the standards. The ty pe of new hardware that will be required will vary depending on the specific application and emissions chall enges. Additionall y, gasoline and diesel vehicles will require different emissions control strategies and hardware. The level of stringency for the SFTP NMOG+NO X standards w ill generall y onl y require additional precise control of the engine parameters no t necessitated in the past because of the lack of SFTP requirements. Similarly , the new PM standards on both the FTP and SFTP cycles will require more precise control of engine operation on gasoline vehicles while diesels already equipped with diesel part iculate filters w ill require minimal changes. The new PM standards may

also require that manufacturers consider the durability of their engines to the 150,000 miles useful life requirement with respect to engine wear resulting in increased oil consumption and potentially higher PM emissions. In order to assess the technical feasibility of NMOG+NO X national fleet average FTP standards of 178 mg/mi for Class 2b vehicles and 247 mg/mi for Class 3 vehicles, we conducted an anal ys is of certification data for th e HDVs certified in the 2010 and 2011 MYs . For this final rule, we also reviewed certification records for 2012 and 2013 MY vehicles, and determined that these primaril y involve carryover engines and emission control hardware

. Therefore we did not update the NPRM anal ys is however an y new or updated certification results in the 2012 or 2013 MYs are included in the RIA chapter 1 discussion. This analy sis provided a baseline for the current HDV fleet emissions performance, as well as the emissions performan ce specific to the Class 2b and 3 vehicles. The emissions performance of each heav y - dut y vehicle class specific to gasoline and diesel is shown in Table IV

- 17 below. It is important to note that the emissions res ults are onl y the 4000 mile test point results and do not incorporate any deterioration which manufacturers must account for when certifying to a full useful life standard. Designs limiting the deterioration of emission control hardware are critical to me eting the emission standards at the useful life of the Tier 3 program. Deterioration facto rs to adjust the values to the Tier 3 useful life standard of 150,000 miles were not available

. H owever , deterioration factors to adjust to 120,000 miles useful life , and their implications for performance at higher miles, are discussed in the RIA Chapter 1.Page 165 of 961

The anal ys is also reflects the importance of the combined NMOG+NO X standard approach , where diesels and gasoline H DVs can balance their combined NMOG and NO X lev els. Diesel vehicles in the analy sis produce very low NMHC emissions (NMOG is not reported for diesels) but higher NO X emissions, while gasoline vehicles have opposite performance. The combined standard allows manufacturers to determine the proper balanc e of the unique emissions challenges of a diesel o r gasoline vehicle.

**Table IV**  **- 17**  **2010/11 Certification Test Results at 4 000**  **Miles** NMHC NMOG NO X CO NMOG+NO X Gasoline Class 2b 0.050 0.052 0.041 1.648 0 .092

Class 3 0.080 0.083 0.073 2.373 0.156 NMHC+NO X Diesel Class 2b 0.037 0.138 0.195 0.174

Class 3 0.019 0.249 0.158 0.268 Combined Class 2b 0.043 0.026 0.089 0.922 0.133 Combined Class 3 0.050 0.041 0.16 1 1.265 0.212

Manufacturers typicall y certify their vehicles at emissions levels well below the numerical standards. This difference is referred to as “compliance margin” and is a result of manufacturers’ efforts to address all the sources of variability that could occur during the certification or in

- use testing processes and during in

- use operation. These sources of variability include: test

- to
- test variability , test location, build variation and manufacturing tolerances, vehicle operation (for examp le: driving habits, ambient temperature, etc.), and the deleterious effects of sulfur and other oil and fuel contaminants. To meet the NMOG+NO X standard of 178 mg/mi for Class 2b and 247 mg/mi for Class 3 vehicles and establish a compliance margin for th ese sources of variability , manufacturers will need to reduce their emission levels considerabl y from the levels indicated in this data set, particularly for diesel vehicles. However, as discussed above, these emission results do not include the expected e missions deterioration which will be determined by manufacturers during development and certification testing. Therefore, manufacturers will need to further reduce emissions levels in anticipation of the unavoidable emissions deterioration that will occur during the useful life of the vehicle. Further, deterioration is a function of several factors, but it is predominantly due to emissions control hardware thermal exposure (high temperatures), which is ty picall y a significant issue on vehicles used for pe rforming work like Class 2b and 3 vehicles. We also expect that the 2011 heav y - dut y GHG rule will present new challenges to manufacturers’ emissions performance goals as vehicles begin to use new engines designed toPage 166 of 961

meet the new GHG requirements. 345 Some o f these new technologies may result in emissions challenges that are specific to certain operating conditions. For example, downsized gasoline engines will likely

have improved FTP exhaust emissions but have increased challenge with the high

- load SFTP requirements. Diesel

- fueled vehicles may need to carefully balance engine controls which reduce GHG emissions but can increase criteria emissions (NO X). With regard to the ability of the heav y- duty fleet to meet the PM standards for the FTP and the SFTP, we based our conclusions on some testing of current heavy

- duty gasoline vehicles ( HDGVs ) and the PM performance of the existing light

–duty fleet with similar engines. Testing of two HDGVs with the highest sales volume (Ford F250 and Chevrolet Silverado 2500) , albeit not aged to full useful life, confirmed that they have similar PM emissions levels as the light

duty counterparts and therefore also meet the standards for both the Class 2b and Class 3 configurations. Data from light

- duty gasoline vehicles with similar or common engines with their heav y- dut y “sister” vehicle models demonstrates that these veh icles are currently meeting the Tier 3 FTP PM standards at the Tier 2 useful life mileage of 120,000 miles. Heavy

- dut y diesel vehicles all are equipped with DPFs and have no challenges meeting the FTP or SFTP PM standards being set for Tier 3. The SFTP test data from the same two heav y - dut y vehicles described above indicates that gasoline vehicles can achieve the s tandards for SFTP NMOG+NO X and PM. Since heavy - dut y vehicles are not currentl y required to compl y with any of the SFTP requirements, manufacturers have not focused on improving the emissions performance specifically over the SFTP cycles (US06 , LA

- 92, and SC03). Therefore, although the limited testi ng results had a high degree of variability , several tests met the PM standards for the high power

- to
- weight Class 2b vehicles. Consistent with light

- duty , vehicles that are demonstrating high PM on the US06 will need to control enrichment and oil consump tion from engine wear. Recently m anufacturers have already been implementing product changes to reduce oil consumption to address both customer satisfaction issues and to reduce cost of vehicle ownership. Given the technologies likely to be applied to mee t the HDV exhaust emissions standards, discussed below, we consider the lead time available before the standards take effect under all of the alternatives to be sufficient. HDV manufacturers are already adopting some of the complying technologies, especia lly for their light

- duty

vehicles, and these can readil y be adapted for heav y - duty

applications. In addition, manufacturers have already begun developing these technologies for HDVs, including diesels, in response to California’s recentl y adopted LEV III MDV standards which begin to take effect in the 2015 model year. Finally , as described above in Sections IV.B.2, IV.B.3, and IV.B.4, our program incorporates a number of phase

- in and alternative compliance provisions that will ease the transition to final standards without disrupting heav y - duty pickup and van product redesign cycles. Among these is an alternative phase

- in that does not begin mandatory standards until model year 2019. Comments we received on the proposed HDV standards did not specifically address our anal ys is of their technical feasibility . The Manufacturers of Emission Controls Association

345 76 FR 57106 (September 15, 2011).Page 167 of 961

(MECA) outlined diesel and gasoline

- engine technologies that they expect will be used to achieve the Tier 3 standards cost

- effectivel y, generally consi stent with our draft RIA. Vehicle and engine industry

commenters argued that the case we made for feasibility relied too heavil y on extending light

- dut y truck test data, supplemented by testing of onl y two HDVs, neither of which were full y aged or represe ntative of future vehicles designed to meet our new GHG standards. However, commenters did not question the feasibility , durability , implementability , or effectiveness of the technologies we identified, or their ability to achieve the proposed standards. Instead, the focus of these comments was on statutory provisions for lead time and stability , and on how relaxed standards for in

- use testing and testing at high altitudes would help to implement the standards within the allotted lead time. These issues, including changes we are making in response to the comments, are addressed in Sections IV.B.2.c, IV.B.6.a, and IV.B.6.f.

i. Technologies Likely to be Applied The technologies expected to be applied to vehicles to meet the lower standards levels w ill a ddress the emissions control sy stem’s ability to control emissions during cold start. Current vehicle emissions control sy stems depend on the time it takes for the catal ys t to light

- off, which is ty

picall y defined as the catal ys t reaching a temperature of 250 ° C. While the specific emissions challenge is somewhat different for gasoline engines than for diesel engines, achieving the necessary

temperatures in the catal ys ts is a common challenge. In order to improve catal ys t light

- off, the manufacturers will likely add technologies that provide heat from combustion more readil y to the catalyst or improve the catalyst efficiency at lower temperatures. These technologies could include calibration changes, thermal management, close

- coupled catal ys ts, catal ys t P latinum Group Metal ( PGM ) loading, and possibly secondary

air injection. In some cases, where the catal ys t light

- off response and efficiency are not enough to address the cold start emissions, hydrocarbon adsorbers may be applied to trap hydrocarbons unti l such time that the catal ys t is lit

- off. Note that with the exception of hydrocarbon adsorbers each of these technologies addresses both NMOG and NO X performance. Key potential technologies are described in greater detail below.

 Engine Control Calibrati on Changes

– These include changes to retard spark and/or adjust air/fuel mixtures such that more combustion heat is created during the cold start on gasoline engines. Diesel engines may use unique injection timing strategies or other available engine control parameters. Engine calibration changes can affect NMOG, NO X and PM emissions.

 Thermal Management

– This technology includes all design attributes meant to conduct the combustion heat into the catal ys t with minimal cooling on both gasoline and diesel e ngines. This includes insulating the exhaust piping between the engine and the cataly st, reducing the wetted area of the exhaust path and/or reducing the thermal mass of the exhaust sy stem. Close

- coupling of catal ys ts (packaging the catal ys ts as close to the head of the engine as possible to mitigate the cooling effects of longer exhaust piping) can also be effective, but is more difficult to employ than in light

- duty applications because of durability concerns with highl y loaded operation and the potenti al increase in fuel consumption to protect the catal ys t from high temperatures.Page 168 of 961

 Cataly st PGM Loading

– Additional PGM loading in the catal ys t provides a greater number of sites to catal yze emissions and addresses NMOG, NO X and PM emissions.

 Selective Catal yt ic Reduction Optimization

– Diesel applications will continue to refine this NO X emissions control strategy through improved hardware design and implementation in vehicle applications. Additional engineering enhancements in the control of the SCR sy stem and related processes will also help reduce emissions levels. 6. Other HDV Provisions
a. In

- Use Emissions The proposal requested comment on the need for relaxation of NMOG+NOx and PM standards for in

- use vehicle testing. The LEV III program includes these on an interim basis in the more stringent bins in both FTP and SFTP testing. However, in its written comments, CARB expressed the view that the technologies required for SFTP compliance are well

- established, and that sufficient lead time is provided such that interim in

- use standards for SFTP are not needed. As a result, CARB expressed an intent to propose aligning the LEV III program with the approach EPA proposed on this matter after the Tier 3 program is finalized. The manufacturers commented that relaxed interim in

- use standards are needed in the HDV sector, both for FTP and SFTP standards. The reasons cited were a need to harmonize with LEV III, the scarcity of data on which to establish standards that appl y over the full useful life, the extension of that useful life to 150,000 miles, the need for manufacturers to address customer concerns with new products and technologies, uncertainties that accompany the new SFTP cycles and Part 1066 testing requirements (especiall y for PM), and the introduction of i nnovative technologies required to meet GHG standards in the same timeframe. After considering the comments we have concluded that relaxed interim in

- use standards are appropriate for HDVs, both for FTP and SFTP testing. We are adopting HDV in

- use standards levels that are identical to those adopted for LEV III, as shown in Table IV

- 18 . We consider these levels reasonable, in line with relaxed in

- use standards adopted in past programs, and helpful toward harmonization. We are no t applying interim in

- use NMOG+NOx standards to the interim (two highest) bins for the FTP standards, because these bins are intended for carry

over of existing designs, and there should be little uncertainty over their in

- use emissions performance. Interim bin vehicles certified to the Tier 3 PM standards shall, however, be subject to the relaxed in

- use PM standards in the same way as for HDVs in other bins. Bin 0 standards are driven b y specific zero

- emissions technologies for which in

- use margins would not be appropriate, and so we are not setting in

- use standards for Bin 0. We are also adopting the general approach taken in LEV III of making these interim standards available during the phase

- in period (model years 2016

- 2022) for the first two model ye ars that a test group is newly certified to a Tier 3 NMOG+NOx or PM standard. Test groups subsequently

recertified to a more stringent NMOG+NOx bin standard may begin the two year cycle over again. A test group that is first certified into a Tier 3 bin in model year 2022 or later may not take advantage of the relaxed interim in

- use standards. LEV III adopted somewhat different applicability

years, for the most part ending earlier, in model year 2020. However, wePage 169 of 961

believe that the modest extension is appro priate to facilitate the Tier 3 phase

- in. If a vehicle test group is certified into a Tier 3 bin, but not yet to the Tier 3 PM standard, the in

- use standard for PM shall apply

for the first two model years it is first certified to the PM standard. In ord er to better harmonize with LEV III, the availability of these in

- use standards includes the voluntary model years. **Table IV**  **- 18**  **Interim In -**  **Use S tandards for HDVs**  FTP (mg/mi) SFTP (mg/mi) NMOG+NO X PM NMOG+NO X PM **Class 2b:** Bin 395 (interim)

-- a 16

-- a

-- a Bin 340 (interim)

-- a 16

-- a

-- a Bin 250 370 16 770/1120 b 12/15 b Bin 200 300 16 770/1120 b 12/15 b Bin 170 250 16 490/630 b 12/15 b Bin 150 220 16 490/630 b 12/15 b Bin 0

-- a

-- a

-- a

-- a **Class 3:** Bin 630 (interim)

-- a 20

-- a

-- a Bin 570 (interim)

-- a 20

-- a

-- a Bin 400 600 20 770 12 Bin 270 400 20 770 12 Bin 230 340 20 490 12 Bin 200 300 20 490 12 Bin 0

-- a

-- a

-- a

-- a
a No relaxed interim in

- use standard

. b The lower value applies to low power - to
- we ight vehicles optionally certified using only the highway portion of the SFTP US06

. b. HDV Useful L ife Currently the HDV regulatory

useful life, the period of use or time during which emissions standards apply, is 120,000 mi les or 11 years, whichever occurs first (40 CFR 86.1805

- 4). For Tier 3 vehicle criteria emissions we are extending the useful life to 150,000 miles or 15 years, whichever occurs first. This change better reflect s the improvements in vehicle durability an d longevity that have occurred in the several ye ars since the 120,000 mile useful life was established, and m aintain s consistency with the LEV III MDV program and with our Tier 3 program for large LDTs, for which the same useful life period is being adopte d

. T he new useful life requirement appl ies to Tier 3 HDVs in all bins except those designated as interim bins, consistent with the purpose of the interim bins to provide for limited carry - over of pre

- Tier 3 vehicle designs during the phase

- in period. Alth ough the percentage application in each ye ar will therefore depend on each manufacturer’s fleet binnin g strategy , the declining NMOG+NO X fleet average standard will ensure a robust phase

- in of the new usefulPage 170 of 961

life requirement over the 2018

- 2022 model years, such that it is expected to be about 50 percent in 2018, and necessarily

reaches 100 percent by

2022 when the interim bins are no longer available. For those manufacturers choosing to certify to the voluntary

standards, the new useful life will apply

eve n earlier, in model year 2016 or 2017. For manufacturers choosing the alt ernative percent

- of

- sales NMOG+NO X alternative, the n ew useful life requirement applies to all HDVs counted toward the phase

- in requirement, resulting in a generally equivalent usefu l life phase

- in rate to that of the LEV III

- harmonized alternative

. See Section IV.F.5 for further discussion of useful life requirements with regard to GHG standards. M anufacturers may optionall y retain the 120,000 mile/11 year useful life for PM on interim Tier 3 vehicles that are not phased in to the Tier 3 PM standards. We received no adverse comments on these useful life provisions.
c. Heav y - Duty

Alternative Fuel Vehicles As in the light

- dut y program, manufacturers must demonstrate heav y - dut y flex ible fuel vehicle (FFV) and dual

- fuel vehicle compliance with both the FTP and the SFTP emissions standards when operating on both the conventional petroleum

- derived fuel and the alternative fuel. Dedicated alternative fuel vehicles must demonstrate complianc e with both the FTP and SFTP emission standards while operating on the alternative fuel. For all of these vehicles, this includes the requirement to meet FTP emissions standards when conducting fuel consumption and GHG emissions testing, and also to meet the FTP and highway test requirements at high altitudes (see Sections IV.B.6.e and f). Because FFVs can operate on various combinations of their conventional and alternative fuel, the emissions requirements appl y to operation at an y mix of the fuels achi evable in the fuel tank with commerciall y available fuels, including for compliance at high altitudes, even though the required demonstration of compliance is limited to the conventional and alternative fuels designated for certification testing. We receiv ed no adverse comments on these provisions. d. Existing Provision to Waive HDV PM Testing EPA’s existing program includes a provision for manufacturers to waive measurement of PM emissions in non

- diesel heav y - duty vehicle emissions testing. As proposed, w e are eliminating this provision. We believe that the Tier 3 PM standards for these vehicles are of sufficient stringency

that routine waiver of testing is not appropriate. The CARB LEV III program also reflects this view. We do not expect this change to be onerous for manufacturers, as the number of heav y - duty vehicle families is not large. We received no adverse comments on this change.
e. Meeting HDV Standards in Fuel Consumption and GHG Emissions Testing As with the light

- dut y Tier 3 program, HDVs must m eet the FTP bin standards when tested over both the city and highway test cycles. We do not believe this adds a very significant test burden as vehicle emissions are already required to be measured when these tests are run for GHG and fuel consumption det erminations. Nor do we believe that this requirement is design forcing. Rather, we are creating this requirement to ensure that test vehicle calibrations are not set by manufacturers to minimize fuel consumption and GHG emissions, at the expense ofPage 171 of 961

causi ng high criteria pollutant emissions. Considering the additional work involved in measuring PM emissions and the reduced likelihood of high PM emissions on the highway test, we are not mandatin g that PM emissions testing be included in this requirement

. We received no adverse comments on these proposed provisions. f. HDV Altitude Requirements As in the past, we intend that HDV Tier 3 standards result in emissions controls that are effective over a full range of operating altitudes. We proposed that HDVs be required to meet the FTP bin standards (but not the SFTP standards) at high altitudes, and expressed our expectation that compliance with the FTP standards would require neither the use of special hardware nor a djustment to the level of the standards

. The manufacturers argued in their comments that the reasons EPA cited in proposing relief at high altitudes for light

- duty vehicles apply

for HDVs as well, and requested that relaxed NMOG+NOx standards be adopted in the more stringent bins for testing of HDVs at high altitudes. Ford argued that the challenges could be even greater for HDVs because they are designed to operate at high altitudes with heav y payloads and towed trailers, and this may necessitate the locating of emissions sy stems farther from exhau st manifolds, thereby increasing catal ys t lightoff delay s. Although we agree to a certain extent about the performance of gasoline

- fueled HDVs at high altitudes and their similarity to LDVs, the comments did not alter our view that the compliance margins p rovided in the HDV FTP bin standards compared to what the control technologies can achieve, and the freedom manufacturers have to shift to the more stringent bins graduall y as the program phases in, are adequate to account for these effects at altitude. The manufacturers provided no data to counter this view. We note that our adoption of relaxed interim in

- use standards for vehicles in these bins will be directionally

helpful to address any

remaining concerns by

manufacturers regarding emissions at altitu de (Section IV.B.6.a). This is because testing at high altitudes is often not required for certification (ty pically manufacturers use an engineering analysis instead), and thus the relaxed in

- use standards will help to facilitate Tier 3 implementation for an y HDV designs in which in

- use problems at high altitudes surface in the initial model years. **C. Evaporative Emissions Standards**  Gasoline vapor emissions from vehicle fuel sy stems, which are a mixture of hydrocarbon compounds, occur when a vehicle is in ope ration, when it is parked, and when it is being refueled. E vaporative emissions which occur daily from gasoline

- powered vehicles are primaril y functions of air and fuel temperature, fuel vapor pressure, and vehicle driving . EPA first instituted evaporative emissions standards in the early 1970s to address hydrocarbon emissions when vehicles are parked after being driven. These are commonly referred to as hot soak and diurnal emissions. Over the subsequent years the test proced ures have been modified and improved, the standards have been revised to be more stringent, and we have addressed emissions which arose from new fuel s ys tem designs by establishing new requirements such as running loss emission standards and test procedure provisions which address resting losses (e.g.,Page 172 of 961

permeation). Onboard refueling vapor recovery (ORVR) requirements for control of refueling emissions first began to phase

- in for light

- dut y vehicles (LDVs) and light

- duty trucks (LDTs) in the 1998 MY. These were later expanded to cover medium

- duty passenger vehicles (MDPVs) and some heav y - duty

gasoline vehicles (HDGVs). Even though evaporative and refueling emission control sy stems have been in place for most of these vehicles for many years, evaporative em issions still contribute 30

- 40 percent of the on - road mobile source hydrocarbon inventory

. The rate of these emissions in grams/day (hot soak and diurnal), grams/mile (running loss) or grams per gallon (refueling) depends on (1) the stringency

of the ap plicable emission standards, (2) ambient and fuel temperature, (3) fuel vapor pressure, and (4) the presence/ state of repair of the fuel/evaporative control sy stem. These fuel vapor emissions are ozone and PM precursors, and also contain air toxics such as benzene. Even though there are mature evaporative emission control programs in place, further h ydrocarbon emission reductions are needed and can be achieved from further evaporative emission controls on gasoline

- powered highway motor vehicles. This section discusses the vehicl e evaporative emission standards and related provisions for LDVs, LDTs, MDPVs, and HDGVs. The evaporative emissions program has six basic elements: (1) the earl y allowance program (MY 2015

- 2016), (2) the transitional program (M Y 2017), (3) the Tier 3 evaporative emission phase

- in program (MY 2018

- 202 1 ), (4) the full y phased

- in standards (MY2022+), ( 5 ) requirements for HDGVs including ORVR for the 2018MY, and ( 6 ) a leak standard and test procedure which become mandatory for Tier 3 vehicles in the 2018MY. As discussed below, we are finalizing more stringent standards that w ill apply for the 2

- and 3

- day

evaporative emissions tests, a canister bleed test procedure and emission standard, and a new certification test fuel specificat ion

. 346 As discussed in section IV.D, we are also adding a fuel/vapor sy stem leak standard and test procedure for LDVs, LDTs, and MDPVs. EPA is not changing an y existing light

- duty running loss or refueling emission standards with the Tier 3 FRM , with the e xception of the certification test fuel specification and the addition of a refueling emission controls for complete HDGVs over 10,000 lbs gross vehicle weight rating (GVWR). This section also describes phase

- in flexibilities, credit and allowance program s, and other issues related to evaporative emissions control. In this rule, the vehicle classifications, LDVs, LDTs, MDPVs, and HDGVs, remain unchanged from Tier 2 (see 40 CFR 86.1803

- 010) . For purposes of this discussion of the Tier 3 evaporative emis sions program, the vehicle standards can be further placed in four categories: (1) “zero evaporative emission” PZEV vehicles certified by CARB as part of the ZEV program, (2) vehicles certified b y CARB to meet LEV III evaporative emission program requirements on CARB certification fuel (7 RVP E10) as earl y as 2014 MY , (3) vehicles meeting the Tier 3 evaporative emissions program requirements using the Tier 3 certification test fuel (9 RVP E1 0 ), and (4) transitional vehicles meeting existing EPA evaporative requirements on Tier 2

346 Certification fuel provisions for evaporative and refueling emissions testing for flexible fuel vehicles (FFVs) are discussed separately below

.Page 173 of 961

certification test fuel (9 RVP E0). 347 , 348 For ease of reference these four categories may be referred to as PZEV evap, LEV III evap, Tier 3 evap, and Tier 2 /MSAT evap in this section. 349 1. Tier 3 Evaporative Emission Standards
a. Final St andards Th e Tier 3 program for evaporative emissions builds on previous EPA requirements as well as the evaporative emissions portion of CARB’s recent LEV III rule which starts mandatory phas e - in with the 2018 MY. The level of the standards, the timing of their implementation, and related provisions are designed in great measure to allow manufacturers to design, certify , and build one control sy stem for each evaporative/refueling family to meet CARB and EPA requirements so that these vehicles can be sold i n all 50 states. Commenters supported this approach and no commenter opposed the stringency or timing of the evaporative emission standards and related test procedures. We believe the program is appropriate since it will require new more stringent evaporat ive emissions control technology in new vehicles and also achiev e improved in

- use s ys tem performance. Section IV.C.1.a.i

, which follows, describes the basic emission standard levels for LDVs, LDTs, MDPVs , and HDGVs. Secti on IV.C.1.a.ii , describes a new canister bleed standard and testing requirement for measuring emissions from the evaporative canister. Section IV.C.1.a.iii discusses the optional use of the CARB LEV III Option 1 evaporative emission standards during a transition period. Next, Section IV.C.1.a.iv discusses interim use of CARB PZEV zero evap data based on CARB Phase II fuel. Finall y section IV.C.1.a.iv , discusses the ongoing requirement to meet running loss emission standards.

i. Hot Soak Plus Diurnal Standards The Tier 3 hot soak plus diurnal emission standards are designed to bring into the broader motor vehicle fleet the “zero evap” technology used b y the manufacturers in their partial zero emission vehicles (PZEVs). Manufacturers developed this “zero evap” technology as part of their response to meeting the requirements of the CARB Zero Emission Vehicle (ZEV) program. This program , which is in effect in 11 other states, allows manufacturers to meet their ZEV mandate percentages (totally or in

- part) by

the use of vehicles which among other characteristics have very

low fuel vapor emissions. The hot soak plus diurnal emission stand ards we are adopting (presented in Table IV

- 19 ) are designed to be met with technology that limits Tier 3 vehicles to essentially zero fuel vapor emissions . For the Tier 3 evaporative emissions program, we are not changing the basic 2

- and 3

-

347 We adopted the most recent vehicle evaporative emission standards f or LDVs, LDTs, and MDPVs in 2007 (72 FR 8428, February 26, 2007). The most recent standards for HDGVs were adopted in 2000 (66 FR 5165, January 18, 2001). 348 See S ection IV. F for a discussion of the final certification fuel provisions , including discuss ion of options for and im plications of the certification test fuel having 10 percent ethanol. 349 “PZEV evap” as discussed here refers only to the evaporative emission and useful life requirements of the PZEV program, not the exhaust emission requirements.Page 174 of 961

day evaporative emission test procedures other than the certification fuel requirements

. The level of the standards primarily accommodate s what is often referred to as new vehicle background h ydrocarbon emissions. These emiss ions arise from the off

- gassing of volatile hydrocarbons from plastics, rubbers, and other poly mers found in new vehicles (e.g., new tires, interiors, seats, fuel s ys tem components, paints, and adhesives). In the field these emissions decrease over time a s the vehicle ages, but this cannot necessaril y be replicated in the time that manufacturers ty

picall y allocate for vehicle certification or with the techniques normally used for vehicle pre

- conditioning

. Provisions related to vehicle pre

- conditioning bef ore evaporative emissions certification testing are discussed further below. In the past EPA has set relatively uniform (but not identical) evaporative emission standards for LDVs and LDTs and somewhat higher values for MDPVs and HDGVs . The Tier 3 hot so ak plus diurnal emission standards follow this approach, because in general the vehicles have higher levels of non

- fuel background emissions as they get larger. As described in more detail in Section IV .C.2.d below, EPA is finalizing a program that will allow manufacturers to demonstrate compliance with the hot soak plus diurnal evaporative emission standards using averaging concepts. A m anufacturer may comply by averaging within each of the four vehicle categories but for the reasons discussed below, may not rel y on averaging across categories. The technical approaches to meeting the standards are discussed in Section IV.C.2

. **Table IV**  **- 19**  **Final Evaporative Emission Standards (g/test)**  **a,b,c** Vehicle Category

/Averaging Sets Highest Hot Soak + Diurnal Level (over both 2

- day

and 3

- day

diurnal tests) LDV, LDT1 0.300 LDT2 0.400 LDT3, LDT4, MDPV 0.500 HDGVs 0.600
a The standards are in gram s of hydrocarbons as measured by flame ionization detector during the diurnal and hot soak emission tests in the enclosure known as the sealed housing for evaporative determination (SHED). b Note that the standards are the same for both tests; existing standards are slightly different for the 2

- and 3

- day tests
. c Vehicle categories are the same as in EPA’s Tier 2 final rule; see 65 FR 6698, February 10, 2000.

ii. Canister Bleed Emission Standard Inaddition to more stringent hot soak plus diurnal standards, EPA is finalizing a new canister bleed emission test procedure and standard as part of the Tier 3 program . The canister bleed test procedure is described in Section IV.C.6 below. EPA is adopting the canister bleed standard because it is an important tool in moving Tier 3 evaporative emissions control toward zero fuel vapor emissions. No commenter opposed the canister bleed standard or commented on the test procedure. The new test and standard align with the California LEV III requirements and help to ensure that near

- zero fuel vapor emissions are being emitted by vehicles from the fuel tank through the evaporative emission canister. M anufacturers will be required to measure diurnal emissions over the 2

- day diurnal test procedure from just the fuel tank and the evaporative emission canister using Tier 3 certification fuel and compl y with a 0.020 g/testPage 175 of 961

standard for all LDVs, LDTs, and MDPVs and 0.030 g/test for HDGVs. The feasibility of this standard is discussed in Section IV.C.3 below. The canister bleed test and standard drives canister design elements such as total gasoline working capacity , internal architecture, and the ty pe of carbon used. These are also key elements of canister design for the hot soak plus diurnal emission standards

. The canister bleed standard will be implemented differentl y than the hot soak plus diurnal standard. EPA is not applying the averaging program to this new bleed test standard as compliance is relativel y s traightforw ard and low in cost. Therefore, each evaporative/refueling emission family

certified by

manufacturers will need to demonstrate compliance with their respective standard. As discussed below, the canister bleed standard will not apply at high altitude, but proportional control is expected. Since the performance of the canister is also evaluated in the hot soak plus diurnal evaporative emissions sealed housing for evaporative determination (SHED) test the canister bleed emission standard will not be include d in the In

Use Verification Program of under 40 CFR 86.1845 through 1853, but it must be met in use. We will not have canister bleed specific family criteria for certification but the test will have to be completed and the standard met for each evaporati ve/refueling family including potentiall y twice if there are two canisters used. A deterioration factor will not be required, but the manufacturer must certify

that the standard will be met for the full useful life. A s mentioned above, the standard will have to be met in

- use and could be evaluated in EPA confirmatory testing. The canister bleed standard will have to be met using the same fuels and test procedures used for the hot soak plus diurnal standards. We will accept results on either CARB or EPA t est fuels/test temperatures for the canister bleed test provided the same are used for the hot soak plus diurnal test.

iii. Hot Soak Plus Diurnal Standard with the Fuel System Rig Test As part of its LEV III program, CARB has included an alternative set o f evaporative emission standards, referred to as Option 1 standards. These are shown in Table IV

- 20

.

**Table IV**  **- 20**  **CARB Option 1 Evaporative Emission Standards**
Vehicle Category High est Hot Soak + Diurnal Level (over both 2

- and 3

- day diurnal tests) (g/test) Running Loss (g/mile) Vehicle SHED Rig

SHED Passenger Car 0.350 0.0 0.05
LDT < 6,000 lbs GVWR 0.500 0.0 0.05 All other vehicles > 6,000 lbs GVWR 0.750 0.0 0.05Page 176 of 961

The Option 1 standards include evaporative emission standards (hot soak plus diurnal) that are slightly

higher numericall y than our final standards. Vehicles certified under this option may not use averaging in the CARB LEV III program because they basically repres ent the same evaporative emission standards as exist for PZEVs under CARBs ZEV program wherein averaging is not permitted. Option 1 also includes an additional SHED test of the vehicle fuel sy stem (rig test) that pre - dates development of the canister blee d emission standard. The rig SHED test is discussed in Section IV.C.6. From a practical perspective, this test is more difficult to conduct than the bleed test discussed above and is intended to force manufacturers to demonstrate at certification that th eir stand alone (not in chassis) fuel/vapor control sy stem designs have < 54 mg fuel vapor emissions. 350 While one commenter was in favor of permanentl y including Option 1 in the EPA final rule based on what it viewed to be favorable pre - production engineering design features of the rig SHED test, EPA is including Option 1 onl y as interim compliance alternative for a limited period of time but not as a permanent option in the Tier 3 evaporative emission program. While we see the value to vehicle manufacturer s of the rig SHED test as an engineering design and development tool, by its very nature, the rig SHED test and standard is not implementable as an enforceable standard because a fuel s ys tem cannot be removed from a vehicle and reconstructed in a SHED for testing without compromising its fundamental structural and mechanical integrity as it existed on the vehicle. We believe that the hot soak plus diurnal SHED test and standard and the canister bleed test and standard will accomplish the objective of keep ing fuel vapor emissions to a minimum while doing so in an enforceable manner

. EPA believes most manufacturers will prefer to certify to the averaging based standards in Table IV

- 1 (similar in stringency and program construct to CARB Option 2). However , because some manufacturers may have vehicle models meeting the CARB Option 1 standards and emission requirements now or in the near future, EPA will allow compliance with the CARB Option 1 standards as an acceptable interim alternative to compliance with the Tier 3 evaporative emission standards if the model is certified b y CARB to LEV III requirements b efore the 2017 MY. T hese vehicles could then be certified using carryover provisions through the 20 21 MY as part of the evaporative emissions phase

- in de scribed below

. This is two model years longer than in the proposal, but this extension is reasonable given the life cycle of most fuel/vapor control sy stems and the goal of aligning with the LEV III program for a national program where possible. 351 As note d in the following sections, vehicles certified under this provision will count toward the phase

- in percentage requirements and could earn allowances as discussed below, but the vehicles will not be eligible to earn or use credits for the evaporative emiss ions averaging program. Carryover vehicles will have to meet the EPA leak standard and the high altitude emission standard to be counted toward the sales percentage requirements for 2018 and later model years.

iv. Interim Carryover of PZEV Evap Data for Tier 3 Certification

350 Any value < 54mg rounds down to zero under the regulations. 351 EPA is incorporat ing by reference the CARB Option 1 test procedures and emission standards for this interim period

.Page 177 of 961

To earn credits toward compliance with the CARB Zero Evaporative Emissions (ZEV) program requirements, many manufacturers have certified LDVs and LDTs to 150,000 mile useful life emission standards similar to those found in Table IV

- 20 . These vehicles have used CARB Phase II fuel (E0) and met the rig SHED test requirement in lieu of the canister bleed standard, but otherwise have emplo yed the same basic technology EPA expects for the LEV III and Tier 3 programs. EPA is permitting data generated from certification of these vehicles in the 2015 and 2016 MYs to be used for Tier 3 evaporative emissions purposes through the 2021 MY.

v. Running Loss Emission Standards EPA has required vehicles to meet running lo ss emission standards since the 199 6 model ye ar . These requirements, which are specified in 40 CFR 86.134

- 96, appl y to all gasoline

powered highway

motor vehicles. EPA is not chang ing either the test procedures or emission standard for the running loss t est. However, the change in certification test fuel will apply to testing for such standards . This is appropriate based on the rationale for implementing a certification fuel change and is necessary since the running loss test is part of the overall test sequence for the 3

- day

hot soak plus diurnal test. EPA does not anticipate that the change in certification test fuel will impact the stringency of the running loss test and standards or the manufacturers’ ability

to comply

as part of Tier 3. b. High

- Alt itude Requirements Prior to this rule, the most recent vehicle evaporative emission standards were adopted in 2007. 352 The new standards adopted in 2007 apply only to testing under low

- altitude conditions. 353 Inth e 2007 rule, we decided to continue to appl y the previous “Tier 2” standards for testing under high

- altitude conditions. This was necessary to achieve an equivalent level of overall stringency

for high

- altitude testing , account ing for the various effects of altitude and lower atmospheric pressure on vapor generation rates, canister loading and purging dyn amics, and other aspects of controlling evaporative emissions due primarily to lower air density and vapor concentrations at altitude . While it is important for vehicles to have effective emission controls at high altitudes, we do not want the high

- altitude standards and test procedures to dictate the fundamental design of the Tier 3 evaporative emission control systems since the high altitude vehicle population is only about five percent of the national total. Therefore, we believe it is appropriate to address this goal b y appl yi ng the current 2

- day low altitude evaporative emission standards and requirements for high

- altitude testing. 354 The vehicle categories for the high altitude standards in th is rule are the same as for the low altitude standards. The standards are presented below in Table IV

- 21 . This will both reduce evaporative emissions at high altitude and again create a requirement to confirm that emission controls function effectivel y at high

352 See 72 FR 8428 (February 26, 2007). 353 Low altitude conditions means a tes t altitude less than 549 meters (1,800 feet). High

- altitude conditions means a test altitude of 1,620 meters (5,315 feet) plus or minus 100 meters (328 feet) or equivalent observed barometric test conditions of 83.3 kPa (24.2 inches Hg) plus or minus 1kPA (0.30 inches Hg) See 40 CFR 86.1803

- 01.

. 354 See Control of Air Pollution from New Motor Vehicles: Heavy

- Duty Engine and Vehicle Standards and Highway Diesel Fuel Sulfur Control Requirements 66 FR 5002, January 18, 2001and Control of Hazardous Air Pollutants from Mobile Sources, 72 FR 8428, February 26, 2007.Page 178 of 961

altitude without forcing manufacturers to appl y al titude

- specific technologies. T he leak standard presented in Section IV.D below will apply equally at low and high altitude testing as compliance is not dependent on air den sit y and vapor concentrations

.
**Table IV**  **- 21**  **Final High**  **- Altitude Evaporative Emission Standards (g/test)**  Vehicle Category Highest Hot Soak + Diurnal Level (over both 2

- day

and 3

- day

tests)(g/test) LDV, LDT1 0 .65 LDT2 0.85 LDT3, LDT4 1.15 MDPV 1.25 HDGVs < 14,000 lbs GVWR 1.75 HDGVs > 14,000 lbs GVWR 2.3 A few additional points should be noted about our Tier 3 high altitude evaporative emissions control program. First, EPA does not expect manufacturers to produce vehicles with high

- altitude onl y evaporative control s ys tems. Given the nature of evaporative emission control technology , there should be emission reductions at high altitude proportional to those achieved at lower altitudes. We are not applying the canister bleed test and emission standard at high altitude, but we expect similar emission reductions to those which will occur at low altitude. These vehicles will have to meet the canister bleed emission standard at low altitude and canister ble ed emission reductions at high altitude should be proportional as is the case with the low altitude hot soak plus diurnal standards. Any adjustment to meet the standard at high altitude to account for canister adsorption and desorption effects of higher altitudes would result in fundamentall y the same technology with an increase in the testing burden but not necessaril y more emissions control. Therefore, we believe the low

- altitude canister bleed test is sufficient for achieving the level of emission control for operation in both low

- altitude and high

- altitude conditions. Second, for vehicles certified with FELs above or below the applicable standard for testing at low altitude, the same differential will apply to the FEL s for high

- altitude. For example, if an LDV was certified with an FEL of 0.400 g instead of the 0.300 g standard, the high

- altitude FEL will be 0.75 g (0.65g+0.10g). This high

- altitude FEL will not be used for an y emission

- credit calculations, but it will be used as the emission standard for compliance purposes. Third, gasoline RVP for certification test fuel will be set at 7.8 RVP with 1 0 percent ethanol, as specified in Section IV.F. Finall y, we are finalizing a minor adjustment to the high altitude test procedures. The existing 2

- and 3

- day test procedures appl y equally at low and high altitude. We are keep ing th e same basic requirement but will allow for a downward adjustment of 5 °F in the temperatures related to the running loss test within the 3

- day test cycle. Thus, the applicable ambient temperatures at §86.134

- 96 (f) and (g) will be 90±5 °F instead of 95±5 °F for high altitude testing , and the entire fuel temperature profile from §86.129

- 94(d) shifts down by 5°F. EPA believes this is appropriate given the differences in atmospheric conditions at low versus high altitude and will still result in equivalent control of running loss emissions at higher altitudes. EPA r equest ed comment on the alternative approach of keeping test temperatures the same, but omitting the 3

- day test cycle for testing at high altitude. This was supported by one setPage 179 of 961

of commenters, but at this time EPA does not have the data needed to drop such a fundamental test requirement. As mentioned above, emission data from vehicles meeting the current CARB PZEV zero evap and CARB LEV III Option 1 requirements could be used to qualify that vehicle to meet the Tier 3 evaporative emission regulations for the 2017

- 20 21 MYs. To qualify for a federal certificate, the vehicle will also have to meet the Tier 3 high altitude evaporative emission requirements. CARB does not require vehicles to meet EPA high altitude requirements, so for these vehicles we are giving the manufacturers the option to certify either by providing SHED test data or based on an engineering demonstration using data and anal ys is and the application of good engineering judgment. For the 2015

- 2017MYs, manufacturers can use data based on either Tier 2 or Tier 3 test fuel. Beginning in the 2018 model year, for Tier 3 vehicle certification to the high alti tude standard, the data must be based on Tier 3 fuel.
c. Useful L ife Trends indicate that vehicle lifetimes are increasing. It is important that emission control sy stems be designed to meet requirements while vehicles are in use. As discussed in Section IV .A.7 and IV.B.6 of this preamble , along with the new emission standards, we are finalizing a longer useful life of 150,000 miles/15 years, whichever comes first, for LDTs up to 6,000 lbs GVWR but over 3,750 lbs loaded vehicle weight (LVW) (LDT2s), all LD Ts over 6,000 lbs GVWR (LDT3/4), MDPVs, and HDGVs. The longer useful life will apply to all certifications to the Tier 3 evaporative emission standards (see Table IV

- 19 and Table IV

- 20 above) . For an ev aporative/ refueling family certified to 150,000 miles/15 year useful life for evaporative emissions this useful life will also apply to the hot soak plus diurnal, running loss, canister bleed, fuel sy stem rig, refueling, leak, and high altitude standards. All of these standards impact the fuel and vapor control s ystems and it is technologically consistent to require the same useful life for these standards because they all rel y on the mechanical integrity, durability , and operational performance of the same components in the evaporative emissions control sy stem. Due to limitations in the CAA, for LDVs and for LDTs up to 6,000 lbs GVWR and at or below 3,750 lbs LVW (LDT1s), we are keeping the current useful life of 120,000 miles/10 years unless, as described in Section IV.A.7 , a manufacturer elects alternative exhaust emission requirements that are associated with 150,000 mile/15 year useful life for these vehicles. For manufacturers that select those optional standards, the useful life of 150,000 miles/1 5 years will apply for all Tier 3 evaporative emission requirements as listed in the previous paragraph. During the early , transition , and phase

- in program periods and until the final year of the allowed phase

- in period for the Tier 3 evaporative emissio n program (MY 2015

- 202 1 ) the differences between the exhaust and evaporative emission phase

- in programs presents the possibility

that in some cases a manufacturer could certify a model to the Tier 3 exhaust requirements (or CARB equivalents) but not necess arily to the Tier 3 evaporative emission requirements. 355 Inthose situations, the final rule provides that a famil y could have a 150,000

355 By the 202 2 MY, all Tier 3 evaporative system emissions certifications must use Tier 3 certification test fuel and test procedures or equivalent CARB test procedures, certification and emission standards . This affects evaporativePage 180 of 961

miles/15 years useful life for exhaust emissions but maintain the current useful life for all of the evaporative and re fueling emission standards since the vehicle does not yet meet Tier 3 evaporative emission requirements

. D uring the phase

- in period, if a family is certified to the Tier 3 evaporative emission requirements but not yet certified for Tier 3 exhaust emission requirements, then the useful life could be 150,000 miles/15 years for evaporative and refueling emissions standards but the existing useful life for exhaust emissions

. However, b y the 2022 MY the useful life for all of these requirements will be 150,00 0 miles/15 years for LDT2/3/4s, MDPVs, and HDGVs since b y that model ye ar all vehicles must be certified using Tier 3 certification fuel and test procedures and meet Tier 3 evaporative emission standards or CARB equivalents

. 356 OBD regulations call for the s ys tems to operate effectivel y over the useful life of the vehicle. We are not chang ing that requirement, but rather want to clarify that during the early , transition , and phase

- in years of the p rogram (MY 2015

- 202 1 ), all of the OBD monitoring requirements have the same useful life as that for the exhaust emission standard except for the evaporative s ys tem leak monitoring requirement which has the same as that required for the evaporative and refueling emission standards control sy stems. d. What Requirements Must a Vehicle Meet to Qualify as a Tier 3 Vehicle for Evaporative Emissions? As mentioned above, there are three different revised or new evaporative emision requirements applicable to Tier 3 vehicles. These are the hot soak plus diurnal standards, th e canister bleed standard, and the leak standard. In addition the refueling, running loss, and spit back standards are unchanged but will have to be met on Tier 3 certification fuel. Compliance with these requirements is potentially complicated by

the fa ct that the CARB ZEV and LEVIII programs will bring zero evap technology into the market place before or at the same time that Tier 3 implementation begins but with test fuel and test procedure differences. In order to qualify as a Tier 3 vehicle for evapo rative emission purposes the vehicle must meet all applicable requirements on the specified fuel. Unless otherwise specified (e.g., HDGV refueling spit back), if a vehicle does not meet all evaporative emission program requirements, includin g both the applicable standards and test fuel then it does not qualify as a Tier 3 vehicle for evaporative emission purposes. Table IV

- 4, below summarizes the requirements that vehicles in various categories must meet to qualify as a Tier 3 vehicle for eva porative emission purposes as a function of model year. The entries in the cells of the table specify the required test fuel. The table is for reference of the reader in reviewing subsequent sections of this preamble. Refer to the regulatory

text for spe cific requirements for the various programs.

(hot soak plus diurnal), running loss , and canister bleed emission standards certification. Refueling, spit back and leak standards are only to be met using Federal certification test fuel. 356 The only exception here will be for vehicles not meeting Tier 3 evaporative emission requirements in the 2022 MY as a result of the use of previously earned allowances.Page 181 of 961

**Table IV**  **- 22**  **Requirements for Vehicle to Qualify for Tier 3 Evaporative Emissions**

**Program and Test Fuel Requirements** Model Year Program/ Zero Evap Stds HS+DI/

Runnin g Loss Rig Caniste r Bleed Leak (except

H H DGV) * High

Altitude & Refuel ing/ Spit back ** MY 2017 TRANSI TI ON PROGRAM 2017 Percentage

- PZEV zero evap (carryover) CA Ph.

2 CA Ph. 2 N/A N/A EPA Tier 2 or Tier 3
2017 Percentage

- LE V III Opt. 1 CA Ph.

3 CA Ph. 3 N/A N/A EPA Tier 3
2017 Percentage

- LE V III Opt.2 CA Ph.

3 N/A CA Ph. 3 N/A EPA Tier 3
2017 Percentage

- Tier 3 Tier 3 N/A EPA Tier 3 N/A EPA Tier 3 2017 PZEV zero evap onl y (carryover) CA Ph.

2 CA Ph. 2 N/A N/A EPA Tier 2 or Tier 3 2017 20/20

- PZEV zero evap (carryover) CA Ph.

2 CA Ph. 2 N/A EPA Tier 3 EPA Tier 2

or Tier 3
2017 20/20

- LEV III Opt. 1 CA Ph.

3 CA Ph. 3 N/A EPA Tier 3 EPA Tier 3
2017 20/20

- LEV III Opt. 2 CA Ph.

3 N/A CA Ph. 3 EPA Tier 3 E PA Tier 3
2017 20/20

- Tier 3 Tier 3 N/A EPA Tier 3 EPA Tier 3 EPA Tier 3 MY 2018

- 2021 PHASE

- INPROGRAM 2018

- 2019 PZEV zero evap (carryover) CA Ph.

2 CA Ph. 2 N/A EPA Tier 2 or Tier 3 EPA

Tier 2 or Tier 3 2018

- 2021 LEV III Opt.1 CA Ph.

3 CA Ph. 3 N/A EPA Tier 3 EPA Tier 3 2018

- LEV III CA Ph. N/A CA Ph. 3 EPA Tier 3 EPAPage 182 of 961

2021 Opt. 2 3 Tier 3 2018

- 2021 Tier 3 Tier 3 N/A EPA Tier 3 EPA Tier 3 EPA Tier 3 MY 2022+ FU LLY PHASED

- IN PROGRAM 2022+ LEV III Opt. 2 CA Ph.

3 N/A CA Ph. 3 EPA Tier 3 EPA Tier 3 2022+ Tier 3 Tier 3 N/A EPA Tier 3 EPA Tier 3 EPA Tier 3 * L HDGVs are heavy

- duty gasoline vehicles with a GVWR equal to or less than 14,000 lbs; HHDGVs are heavy

duty gasoline vehicles with a GVWR in excess of 14,000 lbs. ** Incomplete HDGVs without ORVR may defer demonstrating compliance with the spit back require ment on Tier 3 fuel until the 2022 MY.

2. Program Structure and Implementation Flexibilities
a. Percentage Phase

- In Requirements As proposed, the final Tier 3 evaporative emission standards will be phased in over a period of six MYs 2017

- 2022. Manufacturer s supported the proposed phase

- in schedule and there were no issues raised with regard to lead time for any vehicle class. As discussed below, there will be three options for the 2017 MY. For the 2018

- 2019 MYs, the requirement will appl y to 60 percent of a manufacturer’s nationwide sales of all LDVs, LDTs, MDPVs, and HDGVs (including vehicles sold in California and the section 177 states) . This will increase to 80 percent for MYs 2020 and 2021 and by MY 2022 it will apply

to 100 percent of sales in these four categories. Beginning in MY 2018 any vehicle included in the percentage p hase

- in , except vehicles that had earned allowances , will have to meet the leak standard discussed in section IV .D

. Evaporative emission requirements for the MY 2017 apply on ly to LDVs, LDT1s, and LDT2s as defined in 40 CFR 86.1803

- 01. To be consistent with the start date for Tier 3 exhaust standards, phase

- in requirements will not include vehicles over 6,000 lbs GVWR until the 2018 MY. The manufacturers will have three opt ions. The first, which we are calling the “primary” or “percentage” option, require s that a value equal to 40 percent of a manufacturer’ s LDVs, LDT1s, and LDT2s sold outside of California and the states that have adopted the CARB ZEV or LEV III programs must meet the Tier 3 evaporative emission requirements on average. The 40 percent is calculated based on vehicles at or below 6,000 lbs GVWR but compliance can be based on vehicles regardless of their GVWR. The second which we are calling the “PZEV zero e vap onl y” option, require s a manufacturer to sell all of the LDVs, LDT1s, and LDT2s certified with CARB as meeting the PZEV evaporative emission requirements (zero evap) in MY 2017 throughout all of the U.S. and not to offer for sale any non

- PZEV zero evap version of those specific vehicle models/ configurations in an y state whose vehicles are covered b y the Tier 3Page 1 83 of 961

evaporative emission standards. Thus, this will apply to sales in an y state except for California and states that have adopted the CARB ZEV or LEV III programs under section 177 of the Clean Air Act. Under this second option, no tracking of sales or end of ye ar compliance calculation will be required. Some manufacturers may find this option attractive, as they have more limited product offerings and find tracking of production and sales more difficult. The third option, which we are terming the 20/20 option, requires that 20 percent of a manufacturer’s LDVs, LDT1s, and LDT2s (e.g., equal to or less than 6,000 lbs GVWR) sold outside of California and the states that have adopted the CARB ZEV or LEV III programs meet the Tier 3 evaporative emission requirements on average and that this 20 percent or another 20 percent of vehicles in the three groups listed above meet the leak standard discussed in section IV.D. Each percentage requirement must be met, (i.e., there is no flexibility to permit meeting shortfalls of the hot soak plus diurnal or leak standard percentages with higher values from the leak standard category). However, as w as the case with the 40 percent option above, compliance can be based on vehicles regardless of their GVWR. The third option was supported b y several commenters as a means to address 2017 MY transition issue s related to phase

- out of current products and ph ase - in of future products. EPA believes that for these vehicles the leak standard will provide emission reduction benefits comparable in magnitude to the Tier 3 evaporative emission standards. Thus, under this approach, the manufacturers’ product transi tion concerns c an be addressed while achieving the overall evaporative emission reductions from 2017 MY vehicles. It should be noted that these vehicles must also meet the 0.020 inch evaporative sy stem leak monitoring requirement which also takes effect i n the 2017 model year. As discussed below, beginning in the 2018 MY, to be counted toward the percentages needed to meet the Tier 3 phase

- in percentages (e.g., 60% in 2018 and 2019 MYs) a Tier 3 compliant vehicle must also meet the leak standard. At th e time of certification, manufacturers will identify which families will be included in their Tier 3 evaporative emission percentage calculations (this could be families above or below the individual Tier 3 evaporative emission standards for the given clas s of vehicles ( Table IV

- 19 ) as well as vehicles meeting CARB’s PZEV zero evap or LEV III Option 1 standards ( Table IV

- 20 ) and could also include earned allowances as discussed below. The manufacturers wi ll use projected sales information for these families plus allowances as desired and available, to show how they

expect to meet the phase

- in percentage requirements for the model year of interest. At the end of the model year reconciliation the manufacturers will be expected to show that the percentages were met . If the percentages are not met, the manufacturers will either use additional allowances and/ or bring more vehicle families /vehicles into the calculation until the sales percentage is met

. This step is being required because the initial demonstration of compliance with the fixed percentage at certification is based on projected sales. If the manufacturers did not have to demonstrate that the fixed percentages were met, the percentage would then b e a goal and not a requirement and there would be no means to capture the emission reduction shortfalls. This step is unique to the evaporative emission program relative to the NMOG +NOx and PM programs because the evaporative program involves both fix ed percentages and ABT. The NMOG+NOx program involves ABT but does not involve fixed percentages and the PM program involves fixed percentages but does not involve ABT. The additional vehicles added to meet the percentage could onl y be meeting the Tier 2 hot soak plus diurnal requirements. In this case, use the larger of the 2

- or 3

- day hot soak plusPage 184 of 961

diurnal certification emission levels. Adding these vehicle families/vehicles into the calculations (discussed below) may

result in a credit defici t for that model year for a given averaging set. A manufacturer could not have an unresolved deficit for more than three consecutive model years as discussed below. The deficit would have to be eliminated with positive credits not later than the ABT calc ulation and credit reconciliation which occurs after the fourth model year. As discussed above for exhaust emissions, while unlikely , it is possible that a manufacturer could in its annual certification preview meeting with EPA, indicate that its technol ogy

mix is such that it will have a credit deficit when the sales percentages requirement is met. This could occur if the fleet average evaporative emission value for Tier 3 vehicles did not meet the Tier 3 hot soak plus diurnal standard for the Tier 3 veh icles in any given averaging set. Also, a manufacturer could have a deficit from a previous model. In these situations, certifying with a projected or actual deficit would require EPA approval after submission of a plan from the manufacturer which explai ns how it will eliminate the deficit within the model years permitted. Even if a manufacturer had projected or actual deficits for two or three consecutive model years, all accrued deficits would have to be eliminated by the reconciliation which occurs af ter the fourth model year. Within this plan, which would have to be submitted and approved at each annual certification preview meeting, EPA would expect to see progress toward compliance as indicated b y such factors as improved emissions performance for f uture test groups, a substantiated trend toward a more favorable fleet technology sales mix, no backsliding in projected fleet average values, and perhaps other situation specific criteria. Requiring a showing at the time of certification based on proje cted sales requires due diligence b y the manufacturers and EPA, but the Tier 3 evaporative emissions program allows for fleet averaging, so a validation or “truing up” of these sales projections after the end of the model year is necessary

for determining compliance with the requirements of the standard. This is discussed in Section IV.C.2.d. iii

. As discussed further below, validated sales information will also be used for earning earl y allowances and to show compliance with the alternative phase

- in sched ule approach. For these purposes, vehicles included in the phase

- in percentage could be: (1) families which certified to PZEV zero evap or CARB LEV III Option 1 requirements in MYs 2015 and 2016, (2) families certified to meet Tier 3 evaporative emissi on requirements, (3) an y vehicle family certified to the CARB LEV III Option 2 hot soak plus diurnal evaporative emission standards, and ( 4 ) vehicles from the earl y allowance program. To qualify as a Tier 3 certification for evaporative emission purposes, an y new evaporative/refueling emission family certifications will have to meet the EPA Tier 3 certification requirements for both test procedure and certification test fuel for the evaporative (hot soak plus diurnal and canister bleed, running loss), refu eling , and spit back emission standards. The leak standard will apply in the 2018 and later MY s to all Tier 3 vehicles except HHDGVs and those from the earl y allowance program

. Furthermore, assuming the EPA provisions related to carryover of emissions data are met, 2015

- 2016 MY CARB PZEV zero evap evaporative emissions certifications could be carried over until the end of the 2019 MY and included as compliant vehicles within the Tier 3 program if they m e et the other applicable Tier 3 requirements

. The sam e is true for CARB LEVIII Option 1 certification, except carryover would be permitted through the 2021 MY if they meet the other Tier 3 requirements. See Table IV

- 4 for more detail on the program options and fuel r equirements b y model year.Page 185 of 961

The phase

- in percentages for MYs 2017 through 2022 reflect a percentage phase

- in concept applied successfully by EPA in previous rules involving evaporative and refueling emissions control. The phase

- in provides an appropriat e balance between the needed emission reductions and time for the manufacturers to make an orderl y transition to the new technology on such a broad scale. The higher initial percentage here is appropriate because the expected evaporative emission control technology is already being used to varying degrees b y 12 manufacturers on over 50 vehicle models today and is projected to gain even deeper penetration by 2017 due to the partial zero emission vehicles (PZEV) option within the CARB ZEV program. 357 b. Alternati ve Phase

- in Percentage Scheme As part of program flexibility , we are allow ing manufacturers to demonstrate compliance with the phase

- in percentage requirements of the evaporative emissions program by using a manufacturer

- determined alternative phase

- in pe rcentage scheme. Th e alternative phase

- in percentage provisions allow manufacturers to use a phase

- in more consistent with product plans such as beginning with a lower percentage (s) than required under the primary phase

- in during the earl y ye ars or to be nefit from producing and selling more than the minimum percentage of compliant vehicles early . This flexibility could also be helpful in the event that a manufacturer elects to put some vehicles on different phase

- in schedule s for meeting Tier 3 exhaust and evaporative emission standards. As explained further below, with some limitations, allowances could be used toward compliance with the alternative phase

- in scheme values for an y given model year . This approach, which was widely supported in comments by the manufacturers, would be available beginning in the 2017 MY for all manufacturers, except for any manufacturer which used the “PZEV zero evap only” nationwide option for the 2017 MY for whom the approach would be available beginning in 2018 MY. Vehicle and fuel eligibility requirements for the program are summarized in Table IV

- 23 . Refer to the regulatory text for specific requirements. **Table IV**  **- 23**  **V ehicle**  **Q ualifications for**  **2017 -**  **2 022MY A**  **lternative P**  **hase -**  **in Percentage**  **S chemes**  **& T est Fuel Requirements**  Model Year Program

Zero Evap Stds. HS+DI /

Running Loss Rig Canister

Bleed Leak (except

H HDGV) * High Altitude & Refueling/ Spit back ** 2017 PZEV evap

(carryover) CA Ph. 2 CA Ph. 2 N/A N/A EPA Tier 2 or Tier 3 2017 LEV III

Opt. 1 CA Ph. 3 CA Ph. N/A N/A EPA Tier 3

357 See http://drivecl ean.ca.gov/searchresults_by_smog.php?smog_slider_value=9&x=12&y=12 , (last accessed on December 6, 2013 )

.Page 186 of 961 3 2017 LEV III

Opt. 2 CA Ph. 3 N/A CA Ph. 3 N/A EPA Tier 3 2017 Tier 3 Tier 3 N/A EPA Tier 3 N/A EPA Tier 3 2018

- 2019 PZEV evap

(carryover) CA Ph. 2 CA Ph. 2 N/A EPA Tier 2

or Tier 3 EPA Tier 2 or Tier 3 2018

- 2021 LEV III

Opt. 1 CA Ph. 3 CA Ph. 3 N/A EPA Tier 3 EPA Tier 3
2018

- 202 2 LEV III

Opt. 2 CA Ph. 3 N/A CA Ph. 3 EPA Tier 3 EPA Tier 3 2018

- 202 2 Tier 3 Tier 3 N/A EPA Tier 3 EPA Tier 3 EPA Tier 3 * LHDGVs are heavy

- duty gasoline vehicles with a GVWR equal to or less than 14,000 lbs; HHDGVs are heavy

duty gasoline vehicles with a GVWR in excess of 14,000 lbs. ** Incomplete HDGVs without ORVR may defer demonstrating compliance with the spit back requirement on Tier 3 fuel until the 2022 MY. Unde r this approach, before the 201 7 MY (2018MY for a manufacturer which used the “PZEV zero evap onl y” nationwide option for the 2017 MY) , a manufacturer will present a plan to EPA which demonstrates that the sum of the product s of a weighting factor and the percentages of their U.S. vehicle sales for each model year from 201 7 (2018) through 2022 is greater than or equal to 1 280 if the program started in the 2017 MY (or 1040 if the program started in the 2018 MY) . The 1280 and 1040 numerical value s are equal to the sum of the product of the weighting factors and the percentage requirements for MY 201 7 or 2018 start dates, respectivel y, as applicable through MY 2022 . These are calculated in the following manner: [ (6)(2017MY%)+ (5)(2018MY%) +4(2019MY%)+ 3(2020M Y%) +2(2021MY%) +(1)(2022MY%)]. The 2017 MY portion of the calculation would not be included if the manufacturer used the “PZEV zero evap onl y” nationwide option and thus started the alternative phase

- in scheme in the 2018 MY. Under the regulations, EPA has the authority to question elements of the plan and to seek clarifications and potential changes as needed. EPA could disapprove the plan and potentially not allow the use of an alternative phase

- in scheme for the model year of interest if the manufacturer does not present a viable explanation and rationale as to how the required numerical sum for the phase

- in would be achieved. EPA also sought comment on including the 20 percent value hot soak plus diurnal value from the 20/20 option described above fo r 2017MY in this calculation. Manufacturers generall y supported including the 2017 MY in the calculation but did not clearly state whether the 40 percent or 20/20 option approach or both were supported. EPA has decided to include both options for the 201 7MY in the alternative phase

- in percentage scheme; 40 percent as described above or 20 percent, with the stipulation that any vehicle used to meet the 20 percent requirement in the 2017MY would also have to meet the OBD evaporative leak monitoring requirem ents and the leak standard. In other words, the flexibility of using different vehicles as allowed for the 20/20 option in the primary phase

- in scheme is not included in the alternative phase

- in. Including this restriction avoids the complexity that woul d be added if two differentPage 187 of 961

sets of vehicles were allowed to meet the two elements of the 20/20 option for the 2017 MY, as in the primary

phase

- in (e.g., expanding the calculation and tracking requirements and incorporating leak standard compliance and OBD evaporative s ys tem monitoring as part of the alternative phase

- in scheme). If a manufacturer’s hot soak plus diurnal value exceeded 20 percent then that larger value could be used in the alternative phase

- in calculation. However, the leak standard value cannot be less than 20 percent and for the first 20 percent the hot soak plus diurnal and the leak must be on the same vehicle and that vehicle must meet the 0.020 inch OBD evaporative s ys tem leak monitoring requirement. Compliance would be calculated in the following manner: [ (6)(2017MY%)+ (5)(2018MY %)+( 2019MY%)+3(2020MY %) + 2(2021MY%) +(1)(2022MY%)] . If choosing the 20/20 option approach for MY 2017, the value to be met or exceeded in the alternative phase

- in would be 1160 which is based on sub stituting the required phase

- in percentages for MYs 2017

- 2022 in the equation. Under this option as above, before the 2017 MY, the manufacturer would have to submit a plan to EPA which demonstrates that the sum of the product s of a weighting factor and th e percentage s of their U.S. vehicle sales for each model year from 201 7 through 2022 is greater than or equal to 1 160. A manufacturer that over complies with the targets (i.e ., 1040, 1160, 1280) may not trade the excess to another manufactur er. Also, a manufacturer must include all of its affected products in program, not just specific vehicle categories or subcategories. A manufacturer’s alternative phase

- in plan must be approved by EPA prior to the start of production for a given model year and will have to be reviewed with EPA each subsequent model year to confirm that the manufacturer’s target percentages are being met. This would be expected to occur at the annual certification preview meeting. Manufacturers not meeting their target g oals must present revised plans for EPA approval to show how the target percentages and equivalent emission standards will be met. Manufacturers using the alternative phase

- in percentage scheme must still show compliance with the hot soak plus diurnal sta ndards in each ye ar as discussed in Section IV.C.2.d. iii even if they fall short of their individual target goal percentages for a given year. EPA is not requiring that manufacturers include Tier 2 vehicles in the calculation for a given model year if the y fall short of projections (e.g., if a manufacturer projects 25% in a given model year but onl y achieves 22%) because it will have to be made up in a subsequent ye ar using a lower multiplier.
c. Allowance Program We are finalizing incentives for earl y introd uction of vehicles compliant with the Tier 3 evaporative emission regulations. Manufacturers c an take advantage of these incentives prior to MY 2018 by

selling vehicles that meet the Tier 3 evaporative emission regulations earlier than required or in greater numbers than required. Vehicle eligibility requirements for the allowance program are summarized in Table IV

- 24 . Refer to the regulatory text for specific provisions.

**Table IV**  **- 24**  **Vehicle Eligibility to Earn Allowances & Test Fuel Requirements** Model Year & Program V e h H S + R i g C a n H i gPage 188 of 961 i c l e C a t e g o r y D I / R u n n i n g L o s s i s t e r B l e e d h A l t i t u d e & R e f u e l i n g / S p i t b a c k * EVAPORATIV E EMISSIONS 2015

- 2016 PZEV zero evap carryover LDV ,

LDT CA Ph. 2 CA Ph. 2 N/A EPA Tier 2 / Tier 3

2015

- 2016 LEV III Option 1 LDV,

LDT CA Ph.

3 CA Ph. 3 N/A EPA Tier 2 / Tier 3
2015

- 2016 LEV III Option 2 A l l C A P N / A C A P E P A TiPage 189 of 961 h

. 3 h

. 3 er 2 / Ti er 3 2015

- 2016 Tier 3 All Tier 3 N/

A Ti er 3 EPA Tier 3
2017 “ PZEV evap only” carryover LDT 3&4 CA Ph. 2 C

A Ph . 2 N/ A EPA Tier 2 / Tier 3 2017 “Percentage” option

- LEV III Option 1 LDT3 &4 MDPV,

HDGV CA

Ph. 3 C

A Ph . 3 N/ A EPA Tier 3 2017 “Percentage” option LEV III

- Option 2 LDT3 /4 MDPV,

HDGV CA Ph. 3 C A Ph . 3 C A Ph . 3 EPA Tier 3 2017 “Pe rcentage” option Tier 3 LDT3 /4 MDPV,

HDGV Tier 3 E P A T i e r 3 E P A Ti er 3 EPA Tier 3

2017 “20/20” and all MY alt p hase

- in schemes N o t

a v a i l a b l e -

-

- -

-

- --- ---

2018+ LDV, LDT, MDPV & HDGV N o tPage 190 of 961 a v a i l a b l e ORVR*** 2015

- 2017 Earl y ORVR Complete

HDGV> 10,000 but < 14,000 lb s. GVWR --- --- --

- EPA Tier 2 /

Tier 3

2015

- 20 21 Earl y ORVR Complete

HDGV> 1 4 ,000 lb s. GVWR EPA Tier 2 / Tier 3 2015

- 20 21 ORVR In complete

HDGV > 8 , 5 00 lb s. GVWR EPA Tier 2 / Tier 3 * LHDGVs are heavy

duty gasoline vehicles with a GVWR equal to or less than 14,000 lbs; HHDGVs are heavy

duty gasoline vehicles with a GVWR in excess of 14,000 lbs. ** Incomplete HDGV s withoutPage 191 of 961

ORVR may defer demonstrat ing compliance with the spit back requiremen t on Tier 3 fuel until the 2022 MY. *** All ORVR certificatio ns must use Tier 3 fuel by the 2022 mo del year
As described below, manufacture rs c an earn “allowances” for selling any vehicle meeting the Tier 3 evaporative emission program requirements as specified in Table IV

- 22 earlier than required. The vehicles may be LDVs, LDTs, MDPVs, or HD GVs. Specificall y , the allowance program include s the following: (1) for MYs 2015 and 2016, any LDVs and an y LDTs meeting the Tier 3 evaporative emission program requirements as specified in Table IV

- 22 which are sold o utside of California and the states that have adopted CARB’s ZEV or LEV III programs, (2) for MYs 2015

- 2017, an y MDPV or HDGV meeting the Tier 3 evaporative emission program requirements as specified in Table IV

- 22 earl y and sold in any state, (3) for MY 2017, an y LDT3/4 meeting the Tier 3 evaporative emission program requirements as specified in Table IV

- 22 and sold outside of California and the states that have adopted CARB’s LEV III or ZEV programs, and (4) for MYs 2015

- 2017, any complete or incomplete HDGV with a GVWR greater than 10,00 0 lbs meeting the EPA refueling emissions regulations and sold outside of California and the states that have adopted CARB’s LEV III program. EPA asked for comment on extending the ORVR requirement to all HDGVs, complete and incomplete. As discussed in section IV.C.4.b, we are extending ORVR to all complete vehicles over 14,000 lbs GVWR, but are not including incomplete vehicles over 8,500 lbs GVW R in the ORVR requirement at this time. However, we are permitting complete vehicles over 14,000 lbs GVWR and incomplete HDGVs meeting the refueling emission standard to earn allowances through the 2021 MY. Any

complete or incomplete HDGV eligible to earn allowances for the model years and areas discussed above will earn them at a 1:1 rate for refueling emissions compliance purposes and at a 2:1 rate for Tier 3 evaporative emissions purposes because the refueling emission reductions are much larger. Furthermore, f

or the 2017 MY , manufacturers choosing EPA’s “percentage” option (see Section IV.C.2.a) could earn allowances for sales of LDT3s, LDT4s, MDPVs, and HDGVs that meet the CARB LEV III or Tier 3 evaporative emission standards and related requirement s assuming their LDV, LDT1/2 sales meet the 40 percent requirement. Similarly , manufacturersPage 192 of 961

choosing EPA’s “PZEV zero evap onl y” option could earn allowances in MY 2017 for LDT3/4s, MDPVs, and HDGVs that meet the “PZEV zero evap” evaporative emission standards , CARB LEV III, or EPA Tier 3 evaporative emission standards and related requirements. EPA has decided not to include allowances for the 2017MY for any manufacturer using the 20/20 option since it would involve identifying not onl y the vehicles exce eding the 20 percent for the Tier 3 evaporative emission requirements but also the vehicles exceeding the 20 percent for the leak standard and these may

be different vehicles. For both the “percentage” and “PZEV zero evap only” options for the 2017 model ye ar, to avoid double counting, the allowances will be earned only for those vehicles sold outside of California and the states that have adopted CARB’s LEV III/ZEV program requirements. To qualify

as a Tier 3 vehicle for evaporative emission allowance p urposes the vehicle must meet the requirements summarized in Table IV

- 22

. Manufacturers will earn one allowance for each qualifying vehicle sold. Manufacturers can use these allowances in MY 2017 through 2022 to help demonstrate compliance with the phase

- in percentage requirements and fleet average evaporative emission standards for those years. Since credits and allowances serve primarily the same purpose and allowing for splits of allowances/credits greatly complicates program implementation, the final rule provides that manufacturers c an only earn allowances in MYs 2015

- 2016 for an y LDVs and LDT1/2s meeting the Tier 3 evaporative emission regulations which are sold outside of California and the states that have adopted CARB’s ZEV or LEV III programs and for . MYs 2015

- 2017 for an y qualifying LDT3 /4 , MDPV, and HDGV. 358 Allowances will be used in the compliance determination in the following manner. Vehicles qualifying for allowances c an be used in the fleet average evaporative emi ssion standard calculation for any year during the phase

- in. This appl ies to the primary phase

- in and alternative phase

- in programs. Allowance vehicles will be entered into the compliance calculation with an emission value equivalent to the evaporative em ission standard for their vehicle category

from Table IV

- 19 even if it was certified to CARB PZ EV zero evap or LEV III Option 1 standards ( Table IV

- 20 ) . For the percent phase

- in requirement in either the primary or alternative phase

- in schemes, allowance vehicles will count for one vehicle for each allowance used within their vehicle category . For the primary scheme this will be counted as one vehicle, but for the alternative phase

- in option the value wil l be multiplied by the weighting factor ( 6 for 2017, 5 for 2018, 4 for 2019, 3 for 2020, etc). Within the alternative phase

- in scheme the manufacturer will be limited to using these earl y al lowances for no more than 10 percentage points of the phase

- in requirements in an y given model year (e.g., MYs 201 7

- 2022). EPA believes this limitation is appropriate since earl y use in the alternative phase

- in scheme is multiplied and e arly

introduction of “zero evap” technology should be encouraged, but not necessaril y at the expense of its widespread use across the various vehicle categories as the phase

- in progresses. The allowances are designed primarily to facilitate manufacturer transition during the program phase

- in. As such, they may not be traded between manu facturers and unused allowances will expire after the 2022 MY.

358 LDVs and LDT1/2 sold in California and states which have adopted the LEV III or ZEV programs cannot generate allowances because these programs will a lready require zero evap technology vehicles in those states in MYs 2015

- 2016.Page 193 of 961

An example here may

be helpful in demonstrating how allowances will work. Take a hy pothetical manufacturer who earned a total of 10,000 allowances in MYs 2015 and 2016 and sells 100,000 units per year. In MY 2018, the manufacturer will have a phase

- in requirement of 60 percent or 60,000 vehicles. For the primary phase

- in option the manufacturer could use part or all of its allowances in 2018 without restriction . For the alternative ph ase - in scheme assume the manufacturer set its alternative phase

- in value at 60 percent for the 2018 MY. T he final regulations limit the use of allowances to 10 percentage points of the 60 percent or in this case 10,000 vehicles out of 60,000 . Without a mu ltiplier this will require the use of all 10,000 allowances in 2018, but with the multiplier of 5 for MY 2018 only 2,000 allowances are needed to reach the 10 percentage point maximum. Using a similar calculus, the manufacturer could use another 10 percent age points in MY 2019, but it will require 2,500 allowances to reach this level since the multiplier is 4 assuming sales remain at 100,000 units per year . The number of allowances to reach the 10 percentage point level will increase each ye ar as the multiplier decrease s . d. Evaporative Emissions Averaging, B anking, and Trading i. Introduction Throughout EPA’s programs for mobile source emission controls, we have often included emission averaging programs for exhaust emissions. An emission averaging program is a n important factor we take into consideration in setting emission standards under the Clean Air Act. An emission averaging program can reduce the cost and improve the technological feasibility of achieving standards, helping to ensure the standards achiev e the greatest achievable reductions, considering cost and other relevant factors, in a time frame that is earlier than might otherwise be possible. Manufacturers gain flexibility in product planning and the opportunity for a more cost
- effective introduct ion of product lines meeting a new standard. Emission averaging programs also create an incentive for the early introduction of new technology , which allows certain emission families to act as leaders for new technology . This can help provide valuable in formation to manufacturers on the technology before they

apply the technology

throughout their product line. These programs generally involve averaging and banking, and sometimes trading (ABT). Averaging allows a manufacturer to certify one or more famil ies at emission levels above the applicable emission standards as long as the increased emissions are offset by one or more families certified below the applicable standards. These are referred to as individual family emission limits (FEL s). The over

- complying families generate credits that are used by the under

- compl yi ng families. Compliance is determined on a total mass emissions basis to account for differences in production volume, and on other factors as necessary such as useful life . The average o f all emissions for a particular manufacturer’s production within a vehicle category must be at or below the level of the applicable emission standards. Banking allows a manufacturer to generate emission credits and bank them for future use in its own averaging program in later ye ars. Trading allows a manufacturer to sell credits or obtain credits from another manufacturer. EPA proposed and is finalizing an emissions ABT program for the Tier 3 hot soak plus diurnal evaporative emissions standards. The ev aporative emissions ABT program is generall yPage 194 of 961

structured and operates the same as that for exhaust emissions as discussed in Section IV.A.7.m. The major difference is the added requirement to reconcile compliance with the fixed percentage requirement as di scussed in detail in Section IV.C.2.a. Also, there is a five year credit life for evaporative emissions as opposed to the longer interim values for NMOG+NOx FTP and SFTP credits. This is the EPA’s first averaging ty pe program for evaporative emissions fr om light

- duty or heav y- dut y vehicles. It does not apply to the canister bleed standard or the leak standard because it is the low altitude “zero evap” hot soak plus diurnal standard which will drive the fundamental approach used to comply with all of thes e requirements. We sought comment on the value of including trading in the program. The comments from the Alliance of Automobile Manufacturers and the Association of Global Automakers very generall y supported the inclusion of trading but provided no detail. Upon follow

- up from EPA no manufacturer provided any further explanation on the need for the program or how they might use it. 359 In past similar programs for exhaust emissions there have been only a few trades , but i ncorporating trading within the pro gram adds a degree of flexibility if a manufacturer finds itself in a credit deficit situation. Thus, we have decided to include trading, but credit trades are limited based on the same averaging set restrictions as discussed below for averaging and banki ng. The evaporative emissions AB T program will start with the 2017 MY for the percentage and 20/20 option s . Prior to the 2017 MY and for other options as discussed in Section IV.C.2.b, manufacturers may

earn allowances. The programs will continue for the 2018 MY and beyond for all manufacturers regardless of their 2017 MY option and will not sunset, as does the allowance program. Vehicles generating ABT credits in the 2017 MY or later will not be permitted to also generate allowances as this would be dou ble counting. A key element of an averaging program is the identification of the averaging sets. This establishes the basis within which evaporative emission families can be averaged for purposes of compliance as well as credit and deficit determinations. As proposed, w e are finalizing four averaging sets and the applicable emission standard for each of the averaging sets as shown in Table IV

- 19 . Except as noted in S ection IV.C.2.d.2 below , credit exchanges between averaging sets will not be permitted. Participation in ABT is voluntary since a manufacturer could elect to certify each family

within the averaging set to its individual standard as if there w ere no averaging program. An evaporative emission ABT calculation and asse ssment involves two distinct steps. The first is the determination of the credit/deficit status of each family relative to its applicable standard from Table IV

- 19 . The second is the role of ABT calculations in the overall compl iance demonstration which is discussed in Section IV.C.2.d

.

ii. Family Emission Limits

359 See Alliance of Automobile Manufacturers and Association of Global Automakers comments on the NPRM ( date d July 1, 2013 ) and Passavant, G. (June 2013 ) EPA and Auto Industry M eeting Related to Tier 3 Evap and OBD NPRM. Memorandum to the docket.Page 195 of 961

A manufacturer choosing to participate in the evaporative emissions ABT program will certify each emission family

to an F EL that applies for the hot soak plus diurnal standard for low altitude testing . The FEL selected b y the manufacturer becomes the emission standard for that emission family

. E mission credits (or deficits) are based on the difference between the emission standard that applies (b y vehicle category) and the FEL. The vehicles will have to meet the FEL for all emission testing. As mentioned in Section IV.C.1.b., above, for vehicles certified with FELs above or below the applicable standard for testing at low altitude, the same differential will apply to the F ELs for high

- altitude. This high

- altitude FEL will not be used for an y emission

credit calculations, but it will be used as the emission standard for compliance purposes. The final rule provides that the FELs selected b y the manufacturer must be selected at 0.025 g/test increments above or below the applicable Tier 3 evaporative emission standards for each vehicle category

. For example, for LDVs the increments for the FELs would be +/

- 0.025 from 0.300 g/test (e.g., 0.225, 0.250, 0.275, 0,300, 0.325, 0.3 50, 0.375 ... 0.500). The FEL is used in the compliance demonstration not the certified level. The certified level must be below the FEL, but the FEL could be a higher value than the closest increment value. For example, a certified value of 0.235 g/test could support an FEL of 0.250 g/test or any other higher increment value. One commenter asked that the gradation be finer than 0.025 g/test, but EPA believes this is the appropriate increment, since the standard itself is the sum of two values and roundin g of the measured values is involved. FELs are capped such that they cannot be set any

higher than 0.500 g/test for LDVs, 0.650 g/test for LDT1s and LDT2s, 0.900 g/test for LDT3s and LDT4s, 1.000 g/test for MDPVs, 1.4 g/test for HDGVs at or below 14,000 lb s GVWR, and 1.9 g/test for those above 14,000 lbs GVWR, respectivel y. These FEL caps are the 3

- day hot soak plus diurnal emission standards applicable under EPA’s existing regulations. While we asked for input on these FEL caps and vehicle groupings, no party provided comment

. Total e vaporative emission credits (or deficits) under the Tier 3 hot soak plus diurnal ABT program will be calculated differentl y in the 2017 model year and the 2018 and later model ye ars. For 2017 calculations will be based on sal es in the U.S. excluding California and the section 177 states which have adopted the LEV III/ZEV programs. For 2018 and later model ye ars it will be based on all 50 states. Calculations will use the following equation: Credits = (fleet average standard

– fleet average FEL) × “U.S. sales”. The “fleet average standard” term here is the applicable Tier 3 hot soak plus diurnal standard for the vehicle category from Table IV

- 19 . The sales number used in the 2018 and later MY calculation will be the number of vehicles of the evaporative emission families in that category sold in the U.S. which are subject to the Tier 3 evaporative emission standards. Emission credits banked under the evaporative emission ABT program will have a fiv e ye ar credit life and will not be discounted. This means the credits will maintain their full value through the fifth model year after the model year in which they

are generated. At the beginning of the sixth model year after they are generated, the cre dits will expire and c annot be used b y the manufacturer. We are limiting credit life so there is a reasonable overlap between credit generating and credit using vehicles. As mentioned above, for purposes of the compliance calculation, allowance vehicles will have an FEL equivalent to the EPA emission standard ( Table IV

- 19 ) for their respective vehicle category

.

iii. Compliance DemonstrationPage 196 of 961

Demonstration of compliance with the evaporative emissions standards is done after the end of each model ye ar. There are two steps. In the first step, as discussed above, manufacturers must show compliance with the applicable phase

- in percentages from the primary phase

- in scheme (i.e., 40, 60, 80, and 100), the 20/20 option for MY 2017, or an alternative phase

- in percentage scheme. It is sales from these families together with their respective FELs which will be used to make the demonstration of compliance with the emission standard on average within each vehicle averaging set. Compliant vehicle types for these purposes are the same as described in Section IV.C.1.c above for projected sales. If the required sales percentages are not met by direct sales or allowances, non

- Tier 3 vehicles would have to be identified to make up the shortfall in this calculation but would not be subject to the canister bleed or leak standard requirements

. Inthe second step, using the FELs , manufacturers calculate the sales

- weighted average emission levels within each of the four vehicle categories using sales for each family

. 360 Manufacturers are allowed to use credits only within a defined averaging set. The averaging sets are: (1) LDVs and LDT1s, (2) LDT2s, (3) LDT3s, LDT4s, and MDPVs, and (4) HDGVs. These sales

- weighted calculated values must b e at or below the emission standard for that vehicle category as shown in Table IV

- 19 , (unless credits from ABT are used) . If the difference between the standard and the sales

- weighted average FEL is a positive value this could g enerate banked credit available for future use. If the difference between the standard and the sales

- weighted average FEL is a negative value this would be a credit deficit which could be covered b y previously

banked credits . Credit deficits will be allo wed to be carried forward through negative banking . However, manufacturers are required to make up an y deficit s within the three subsequent model years with credits from vehicles in the same averaging set , except as described below. That is, after calcul ations for the fourth model year are complete, all previous deficits from the preceding model years will have to be resolved by credits generated by

the manufacturer or acquired through trading from vehicles within the same averaging set. As an illustratio n, a credit deficit accumulated in MY 2017 would have to be eliminated not later than the time that the 2020 MY ABT calculation is submitted to EPA. In no case will a manufacturer be permitted to carry

a deficit (negative credit balance) for more than three consecutive model ye ars. Using a similar illustration, all credit deficits accumulated in MYs 2017, 2018, and 2019 would have to be eliminated not later than the time that the 2020 MY ABT calculation is submitted to EPA. As discussed above, manufacturers are required to identify and include in the calculations for each of the four averaging sets, vehicle families from each of the vehicle categories ( see Table IV

- 19 ) until the total annual nationwide sales in the given model year equals or exceeds the prescribed percentages. This could include non

- Tier 3 vehicles. If the inclusion of non

- Tier 3 vehicles results in an exceedance of the hot soak plus diurnal emission standard for that category of vehicles, the credit deficit wo uld have to be made up in a subsequent model year. Credits from banking and trading can be used to cover deficits at any time within the appropriate averaging set.

360 For MY 2017 calculations will be based on sales in the U.S. excluding California and the section 177 states which have adopted the LEV III/ZEV programs. For 2018 and later model years it will be based on all 50 states.Page 197 of 961

Allowances c an also be used to demonstrate compliance with the percentage phase

- in requ irements and the vehicle category average emission standard. For purposes of the percentage phase

- in requirements , vehicles which have earned allowances are counted as compliant in the percentage calculation. For purposes of the calculations for complian ce with the emission standard, allowance vehicles enter into the evaporative emissions compliance calculation as having an emission rate equivalent to the standard for that category of vehicle. Thus, allowance vehicles can help in demonstrating compliance with the percentage phase

- in requirement (up to ten percentage points per model year in the alternative phase

- in scheme ) and can help in reducing deficits since their calculation value is equivalent to the level of the standard. As presented in detail above, during the 2017

- 20 21 MYs EPA is allowing manufacturers limited flexibility to meet the percentage phase

- in requirements using carryover certification data from vehicles certified to CARB PZEV zero evap and CARB LEV III Option 1 standards in the 201 5 or 2016 model years. These vehicles may have certification values slightl y higher than those of EPA’s Tier 3 program for the given vehicle and vehicle category . Since the emission standard values in Table IV

- 19 and Table IV

- 20 are very similar for any

given vehicle category , for purposes of simplification during the phase in, EPA in the final rule provides that any CARB PZEV zero evap or CARB LEV III Option 1 vehicles used in the 2017

- 20 21 MY s emission s tandard compliance determination be entered into the calculation with the emission level equivalent to the Tier 3 vehicle category in which the vehicle model would otherwise fit. However, we are not allowing manufacturers to generate emission credits for families certified with EPA based on carryover CARB PZEV zero evap or CARB LEV III Option 1 evaporative emissions data as provided for in Table IV

- 20 . We are not including these vehicles in the AB T program since the programs are not directl y comparable, and the structure of the current CARB ZEV program, which is the genesis of most PZEV zero evap offerings, allows for a different number of PZEV sales as a function of manufacturer size and CARB LEV III Option 1 does not permit ave raging. As mentioned above, we are limit ing use of credits to only within a defined averaging set. Cost effective technology is available to meet the hot soak plus diurnal emission standards on average within each of the vehicle categories in the avera ging sets, especially since the standards are designed to accommodate nonfuel hydrocarbon background emissions. Thus, further flexibility

is not needed. Moreover, we are constrain ing averaging to within these sets because of equity issues for the manufacturers. We are concerned that in the absence of such constraints the four or five manufacturers with a wide variety of product offerings in most or all of these categories would have a competitive advantage over the majority of manufacturers which have mor e limited product lines. This effect could be even more pronounced if the number of evaporative families is considered, since larger more diverse manufacturers have more models and thus more evaporative families. Nonetheless, m anufacturer use of credits from different averaging sets to demonstrate compliance is permitted in limited cases. As noted above, if a manufacturer has a credit deficit at the end of a model year in a given averaging set, they will have to use credits from the same averaging set d

uring the next three model ye ars to make up the deficit. However, if a deficit still exists at the end of the third year (i.e., the deficit has existed for three consecutive model years) , we are incorporating provisions to permit a manufacturer to use banked or traded credits from aPage 198 of 961

different averaging set to cover the remaining deficit in the fourth model year’s ABT calculation, with the following limitations. Manufacturers are able to use credits from the LDV and LDT1 averaging set to address remaining deficits in the LDT2 averaging set, and vice versa. Furthermore, manufacturers are permitted to use credits from the LDT3, LDT4, and MDPV averaging set to address remaining deficits in the HDGV averaging set, and vice versa. No other use of credit exch anges across different averaging sets is allowed. These restrictions are being finalized because of equity concerns caused b y the different nature and size of various manufacturer product lines. For both the percentage phase

- in and sales

- weighted averag e calculation steps above, we are bas ing the calculation on nationwide sales (excluding California and the section 177 states which have adopted the LEVIII/ZEV programs) in the 2017 MY since the anti

- backsliding provisions of the LEV III evaporative emissi ons program are in place through the 2017 MY

. The program uses annual nationwide sales beginning in the 2018 MY. We believe this approach is consistent with the manufacturers’ plans for 50

- state vehicles. A program design which enable s a nationwide program has been an important premise of this rulemaking . Furthermore, this is simpler for the manufacturers and for EPA since it relieves the need to project future model year sales or track past model year sales at a disaggregated level. We recognize that decisions by the manufacturers on a national fleet versus a bifurcated approach such as exists today (California and the section 177 states which have adopted the LEVIII/ZEV programs separate from the rest of U.S. sales) may not yet have been made. The C ARB LEV III and EPA phase

- in requirements are identical beginning in 2018, so EPA sees little need for concern that a nationwide

- based accounting approach could lead to disproportionate state by state impacts or the encouragement of practices which would l ead to any particular state or area not receiving the anticipated emission reductions with this nationwide approach to the calculation. As discussed above, manufacturers not meeting the percentage phase

- in requirements will need to include non

- Tier 3 veh icles in the count and include their emissions in the overall calculation of compliance with the hot soak plus diurnal standard and resolve shortfalls in compliance with the emission standard with future reductions, earned allowances, or credits. These n on - Tier 3 vehicles would not be subject to leak standard or canister bleed standard requirements. The additional vehicles could onl y be meeting the Tier 2 hot soak plus diurnal requirements and adding these vehicle families/vehicles into the calculation m ay result in a credit deficit. A manufacturer could not have an unresolved deficit for more than three model years as discussed below. The deficit would have to be eliminated with positive credits not later than the ABT calculation and credit reconciliat ion which occurs after the fourth model year. Resolving this sales percentage shortfall problem becomes a bit more complicated for the 2017 MY 20 /20 option because it require s that 20 percent of vehicles meet the Tier 3 evaporative emission requirements an d that 20 percent meet the leak standard. These may or may not be the same vehicles

. As a means to resolve this potential problem, EPA is requiring that an y shortfall of either of the 20 percent values (Tier 3 evaporative or leak standard) for the 2017 MY be covered b y allowances or by future sales of vehicles meeting the Tier 3 evaporative emission requirements in excess of the evaporative emission percentage sales requirement for that MY or some combination of MYs. For example, if a manufacturer w as fiv e percentage points short of either the 20 percentage points for the hot soak plus diurnal or the 20 percentage points for the leak standard in the 2017 MY, then it will have to accelerate sales of vehicles meeting Tier 3Page 199 of 961

evaporative emission requirements in the 2018

- 2021 MYs to cover the 5 percentage points (e.g., 65 percent in 2018 instead of 60 percent or 63 percent in 2018 MY and 62 percent in the 2019 MY, etc.). These vehicles as Tier 3 vehicles in MY 2018 or later would also have to meet the leak standard.
e. Small Volume Manufacturers As flexibility , we are establishing provisions for small volume manufacturer s and for those small business manufacturers and operationally independent small volume manufacturers with average annual nationwide s ales of 5,000 units or less

. 361 These manufacturers would be permitted to delay

meeting the Tier 3 evaporative emission standards, including the requirement to use EPA certification test fuel, until the 2022 MY

. See pages 29892 and 2999 8

- 2999 9 of the preamb le to the NPRM and Section IV.G.5 below for a discussion of the 5,000 vehicle threshold. This include s the hot soak plus diurnal standards, the canister bleed emission standard, and the leak standard. In the interim, these vehicles must meet the existing evaporative and refueling emission standards. The initial determination of whether a manufacturer is under the 5,000 unit threshold will be based on the three ye ar average of actual nationwide sales for MYs 2012

- 2014. This allowance would not be affected if a qualifying manufacturer’s nationwide sales later exceed that value before 2022. Similarly , new market entrants (not in the market in the 2012 MY) with projected sales of less than 5,000 units could be covered b y the small volume manufacturer provisi ons. However, in this case if actual running average nationwide sales exceed 5,000 units per ye ar in an y three consecutive model years they will have to meet the Tier 3 evaporative requirements in the third model year thereafter. For example, if a new market entrant in 2015 project s nationwide production of 4,000 units per year and the average of actual values in 2015

- 2017 exceed s 5,000 units per ye ar they will have to meet Tier 3 evaporative requirements b y the 2020 MY. 3. Technological Feasibility Evaporative/refueling emission control sy stems are an integral part of the overall vehicle engine and fuel sy stem. EPA is establishing two revised and three new standards in this rule (2

- /3

- day hot soak plus diurnal standards, high altitude standards canister ble ed standards, fuel rig SHED standard, leak standard) and a new test fuel which applies to these standards as well as the current running loss, refueling, and spit back emission standards. Hot soak plus diurnal emissions are fuel vapors which arise from the fuel sy stem when it is parked immediatel y after operation (hot soak) and during daily ambient heating and cooling or by means of permeation when the vehicle is at rest. Control of hot soak plus diurnal emissions is primarily achieved by

routing fuel v apors to a canister filled with activated carbon. These vapors are stored on the carbon and purged in the engine during vehicle operation. Hot soak plus diurnal emission rates vary with fuel vapor pressure, temperature, and fuel sy stem design. Permeation emissions have been reduced b y improving fuel tank and fuel line materials. Permeation emissions are sensitive to the gasoline ethanol content. While EPA has required

361 See 40 CFR§86.1838

- 01(d).Page 200 of 961

ethanol in the fuel used for assessing evaporative sy stem durability since 2004, Tier 3 is the first rule to require the certification test fuel for gasoline

- fueled vehicles to include ethanol (E10). C anister bleed emissions are fuel vapor s which diffuse from the canister vent as a result of the normal redistribution of vapors within the activated carbon while the vehicle is at rest. The emission rate depends on the tank volume, its fill quantity , the size and architecture of the canister and the characteristics of the carbon itself. While the biggest effect of this vapor re distribut ion is a uniform vapor concentration within the canister, it can also cause vapors to escape through the canister vent even without continued canister loading result ing from fuel tank heating. Vapor leaks in the vehicle fuel/evaporative s ys tem can arise from micro

- cracks or other flaws in various fuel/evaporative s ys tem component structures or welds, problems with component installations, and more generall y from connections between components and fuel lines and vapor lines. Control of leaks is especially important to achieving full useful life emission control sy stem performance. In Tier 3, the emissions test fuel is changing from 9 RVP E0 to 9 RVP E10. EPA does not expect the change in emissions test fuel to affect refueling, spit back, or running loss compliance technology

or strategies. While these elements of the evaporative/refueling program are separate requirements for compliance purposes, the integrated nature of the design and operation of the evaporative/ refueling control s ys tems and the vehicl e engine/fuel sy stems often leads to co

- benefits when technology

is added or upgraded. In some cases technology to meet one of the new or revised evaporative emission requirements will either help in efforts to meet other evaporative typ e requirements or enhance durability . For example, technology used to address the canister bleed standard will also reduce hot soak plus diurnal emissions and technology to meet the leak standard will reduce hot soak plus diurnal emissions and enhance durability

. Based on review of current certification data and the documentation in current professional literature, there is no doubt that the technology is available to meet the final evaporative emission standards described in this rule. 362 There are at least 50 vehicle model s which met the requirements in 2013. 363 There are many technologies manufacturers can consider which will reduce emissions and enhance durability . Manufacturer compliance options and cost considerations are also addressed b y the phase

- in flexibilities and as the ABT program. In the NPRM we described a variety of technology

approaches and calibrations which manufacturers could use to meet the Tier 3 evaporative emission requirements. No comments were provided on the stringency of the standards, the technol ogies, the feasibility of the standards, or the costs of compliance. Nonetheless, we updated our technology analy sis in light of new certification data and vehicle technology projections. As in the analy sis supporting the

362 Passavant, G. (December 2013). Assessment of 2013 MY Evaporative Emission Results. Memorandum to the docket. 363 See Chapter 1 of the RIA for more detail.Page 201 of 961

NPRM, we identified technologies on the basis of their control effectiveness and cost to implement. Not every

model will use every

technology

described below. Rather we expect manufacturers to appl y the technologies needed on any given model to meet the compliance target level. The tec hnologies could be broadl y grouped into two segments. The first are those expected to see widespread use based on their effectiveness and cost to implement. The second are those which are in relatively widespread use today , but could be optimized if nece ssary to achieve further reductions. In man y cases the reductions available from this second group are relativel y small and the costs are slightl y higher than for the other strategies. The anticipated control technologies to comply with the hot soak plus diurnal , canister bleed/rig, and leak standards are described briefl y below and are grouped in these two basic segments. A more detailed anal ys is for each vehicle category is found in Chapter 1 of the Regulatory Impact Analy sis (RIA).
a. Technologies expected to see widespread use: Engine/fuel sy stem conversion: As projected in our RIA for the 2017

- 2025 light

- duty GHG emissions final rule, EPA projects a significant movement from port fuel injection (PFI) engines to gasoline direct injection (GDI) engine s. This ranges from 60

- 100 percent of products for all categories except gasoline

- powered trucks over 14,000 lbs GVWR. This reduces air induction sy stems emissions by

90 percent. Air Induction Sy stem (AIS) Scrubber: For vehicles/engine models not converted to GDI, EPA projects the use of an AIS scrubber as is now used on some PZEV models. These would reduce air induction sy stem emissions by 85 percent. Canister honeycomb: This is a lower gasoline working capacit y activated carbon device designed to load and purge very

easily and quickl y. This device reduces canister bleed emissions by 90 percent but also provides control for the hot soak plus diurnal test. Reduce leaks from connections and improve seals and o

- rings: Vapor leaks from connections and th e emission rates from these leaks is exacerbated if poor sealing techniques or low grade seal materials are use in connectors such as o

- rings. Reducing connections in the fuel and evaporative s ys tems and improving techniques and materials would reduce thes e emissions by 90 percent. This would reduce hot soak plus diurnal emissions, improve durability , and help to assure compliance with the leak standard. Move parts into the fuel tank: Another means to reduce leak

- related vapor emissions is to move fuel evap orative s ys tem parts which are external to the fuel tank to the inside. Emissions from these parts would be completely eliminated. This would reduce hot soak plus diurnal emissions, improve durability , and help to assure compliance with the leak standard. OBD evaporative s ys tem leak monitoring: Beginning in the 2017 model year, the OBD s ys tem will need to be able to find, confirm, and signal a leak in the evaporative s ystem of 0.020 inches cumulative diameter or greater. This is currentl y done on most vehi cles less than 14,000 lbs GVWR as a result of the manufacturers’ response to meeting CARB requirements, but will be mandatory

under EPA regulations.Page 202 of 961

b. Technologies expected to be optimized if necessary to achieve further reductions: In the NPRM, EPA di scussed a number of other technologies with the demonstrated potential to further reduce evaporative emissions. These included: (1) upgrading the activated carbon canister and optimizing purge calibrations (especially for larger displacement engines), (2) upgrading fuel line materials to reduce permeation, (3) improving the fuel tank barrier layer to reduce permeation, (4) improving fuel tank manufacturing processes to reduce tank seam permeation emissions, (5) upgrading the fuel tank fill tube material to reduce permeation, and (6) improving the security

of the fill tube connection to the fuel tank. While each of these approaches reduces evaporative emissions, they are to large degrees in use today . Thus their further application may

be limited to specific situations. It is worth noting, that the use of these technologies has contributed to the relativel y large compliance margins under the existing hot soak plus diurnal standards. The reductions required and cost of compliance for any given vehicle model will depend on its current certification level and the type of evaporative emission control technology applied. The baseline emission values for 2

- day hot soak plus diurnal evaporative emission certification for current models range from 0.42

- 0.96 grams p er test (g/test). Achieving the desired compliance targets (at least 25 percent below the Tier 3 standard) would require reductions ranging from 0.12 g/test for LDT2s to 0.51 g/test for HDGVs. 364 EPA estimates 2025MY costs in the range of $9

- 15 per vehicle with a fuel cost savings of about $2 over the vehicle life. The application of the technologies expected to see widespread use under Tier 3 will create the margins need for compliance and in some cases create excess reductions which could be used to generate credits for ABT. 4. Heav y - Duty

Gasoline Vehicle (HDGV) Requirements
a. Background on HDGV HDGVs are gasoline

- powered vehicles with either a GVWR of greater than 8,500 lbs, or a vehicle curb weight of more than 6,000 lbs, or a basic vehicle frontal area in e xcess of 45 square feet. 365 HDGVs are predominantly but not exclusively

commercial vehicles, mostly trucks and other work type vehicles built on a truck chassis. EPA often discusses HDGVs in three basic categories for regulatory purposes according to their GVWR class. These are Class 2b (8,501

- 10,000 lbs GVWR), Class 3 (10,001

- 14,000 lbs GVWR), and Class 4 and above (over 14,000 lbs GVWR). These are further sub

- categorized into complete and incomplete vehicles. 366 Class 2b HDGVs are mostly produced by

the manufacturers as complete vehicles and are very similar to lower GVWR LDTs of the same basic model sold by the manufacturers. Class 3

364 Passavant, G. (December 2013). Asse ssment of 2013 MY Evaporative Emission Results. Memorandum to the docket. 365 MDPVs also meet the definition of HDVs, but they are classified separately for evaporative and refueling emission purposes. See 40 CFR 86.1803

- 01. 366 Heavy

- duty v ehicles may be comp lete or incomplete

. A complete HDGV is one that has the primary load carrying device or container (or equivalent equipment) attached, normally by the vehicle OEM. An incomplete vehicle is one that does not have the primary load carrying device o r container (or equivalent equipment) when it leaves control of the manufacturer of the engine

.Page 203 of 961

HDGVs are also built from LDT chassis with fuel sy stem designs that are similar to their Class 2b and LDT counterparts, but these are on some occasions sent to secondary manufacturers as incomplete vehicles to attach a load carrying device or container. EPA estimates that more than 95 percent of Class 2b/3 vehicles are complete when they leave the original equipment manufacturer (OEM). Class 4 and above HDGVs are built on a more traditional heav y - truck chassis and in most cases leave the OEM as an incomplete vehicle. For Class 2b/3 vehicles, it is common to certify

the vehicle for emissions purposes (exhaust, evaporative, e tc) as a full chassis, while for Class 4 and above the vehicle is certified as a chassis for evaporative emissions while the engine is dy

namometer certified for exhaust emissions. HDGVs have been subject to evaporative emission standards since the mid 1980 s. Recently , the timing of the standards has lagged requirements for LDVs and LDTs b y s everal ye ars, but the standards are of comparable stringency when vehicle size and fuel tank volume are considered. The most recent 2/3 day hot soak plus diurnal standards for HDGVs took effect in 2008. Refueling control requirements appl y to complete Class 2b vehicles only . These requirements phased

- in over the period from 2004

- 2006. b. HDGV Evaporative Emission Control Requirements As discussed above, EPA is includ ing HDGVs within the Tier 3 evaporative emissions program. The hot soak plus diurnal and canister bleed test emission standards that will apply to these HDGVs are presented in Table IV

- 19 and

- Table IV

- 20 and the high altitude standard is presented in Table IV

- 21 . These vehicles will be included in the averaging calculation beginning in the 2018 MY and will be eligible for creating and using allowances and credits. Furthermore , for the reasons discussed below, EPA is requiring that all complete HDGVs regardless of their GVWR be required to meet the refueling emission standard s and use the test procedures currentl y required for LDVs and LDTs and complete Class 2b vehicles. (See §86.1813

- 17). In their comments, manufacturers expressed concern about the amount of gasoline used in the development and certification of refueling emission control sy stems for HDGVs (due to the larger fuel tanks). To address this concern, EPA will perm it manufacturers to certify using two separate processes for vehicles with tanks of 40 gallons or larger. The first will be the engineering evaluation of canister and purge data from lighter weight HDGVs certified in the SHED to show that similar or scaled

- up sy stems on heavier HDGVs have the purge volume and canister working capacity to pass the refueling standard. This could include a comparison of control s ystem design elements such as canister shape, canister internal architecture, total canister volum e, and total gasoline working capacity as well as purge air volume over the Federal Test Procedure. This would be subject to the application of good engineering judgment. The second is application of the provisions of 40 CFR 86.153

- 98 (a) through (b)(1) o n a bench set up for a tank of the appropriate volume in lieu of a vehicle test to show the efficacy

of the fill neck seal. Such a test could be conducted in a conventional SHED. The ORVR requirement applies to complete Class 3 vehicles b y the 2018MY and all other complete HDGVs by the 2022MY

. EPA proposed these requirements for Class 3 HDGVsPage 204 of 96 1

and asked for comment on extending the requirements to all HDGVs. The manufacturers expressly commented that HDGV ORVR requirements should be limited to complete HD GVs. 367 There are onl y four manufacturers of HDGVs. Of these, three offer complete products in the Class 3 weight range and none offer complete products in the Class 4 and above weight range. As mentioned above, Class 3 vehicles have largel y the same vehic le chassis and fuel s ys tem configurations as Class 2b vehicles. The manufacturers of complete Class 2b vehicles indicated to the CARB and EPA that they carry across their Class 2b fuel evaporative control sy stem designs onto Class 3 and this includes the o nboard refueling vapor recovery (ORVR) sy stem used for control of refueling emissions. Thus, applying refueling emission controls to complete Class 3 vehicles adds no cost and has little additional emission reduction benefit. However, it does set a requi rement to continue these controls in future model years. There are no complete Class 4 and above HDGVs and neither manufacturer who certifies incomplete HDGVs above 14,000 lbs GVWR objected to establishing an ORVR requirement for complete HDGVs. 368 This sec tor is made of incomplete HDGV chassis and diesel

- powered products. However, setting a requirement for potential future Class 4 and above designs establishes certainty for manufacturers but brings no near term cost burden or emission reductions. In complet e HDGVs make up 15

- 20 percent of all HDGV sales. Of this, approximately 80 percent are Class 2b/3 and 20 percent are Class 4 and above. EPA is not extending the refueling emission control requirement to incomplete HDGVs at this time. The control sy stem d esigns would be essentiall y the same as on complete HDGVs, but manufacturers have indicated to EPA that they would have to establish additional measures to ensure that the steps taken to complete the vehicle b y the secondary manufacturer do not compromise the integrity and safety of the fuel/evaporative control sy stem (including ORVR) and that the ORVR sy stem continues to perform properl y with regard to emissions control. While there are relatively few of these vehicles, their contributions to the inventory are larger than might be expected due to their lower fuel econom y. Given these contributions, EPA may consider proposing to apply ORVR to incomplete HDGVs in a future action. EPA is also including a provision that manufacturers be permitted to comply w ith the refueling emission standard as early as the 2015 MY to earn on a one

- to
- one basis allowances which could be used to phase

- in the Class 3 refueling emission control requirement or as an allowance on a 2:1 basis under the Tier 3 evaporative emission program. EPA believes this is appropriate since the expected dail y average reduction in vehicle refueling emissions for this class of vehicles is large relative to the reduction in evaporative emissions expected under Tier 3. This would also apply

to any incomplete HDGV a manufacturer voluntaril y certified to the refueling emission standards. Any certifications, including those done early , must use EPA Tier 3 test procedures and certification test fuels or CARB LEV III equivalents

.

367 See comments of Alliance of Automobile Manufacturers and Association of Global Automakers in the public docket at EPA

- HQ

- OAR

- 2011

- 0135

- 4451. 368 Passavant, G., (September 2013). EPA and General Motors Meeting on Issues Related to Tier 3 NPRM and (September 2013). EPA and Ford Meeting on Issues Related to Tier 3 NPRM. Memorandums to the docket.Page 205 of 961

c. Other Program Elements for HDGVs In the NPRM, EPA sought comment on several provisions related to Tier 3 certification test fuel and evaporative emission control requirements. First, EPA sought comment on whether heav y- duty gasoline engines (HDGEs) not subject to new Tier 3 exhaust emission standards (those certified for exhaust emissions using an engine dynamometer) which are used in HDGVs subject to Tier 3 evaporative emission standards should certify

for exhaust emissions on Tier 3 emissions test fuel. 369 Manufacturers responded b y asking that the use of Tier 3 fuel for HDGE exhaust emissions certification be voluntary , but agreed that the use of Tier 3 certification fuel would not change the stringency of the current dy

namometer
- based emission standards or the costs of compliance. Based on consultations with manufacturers, EPA has decided to require that all HDGEs be certified on Tier 3 fuel b y the 2022MY. 370 To provide flexibility for very unique applications or circumstances, EPA will allow up to five percent of a manufacturer’s dy namometer
- certified HDGE sales in an y given model year to be certified using Tier 2 certification fuel. This flexibility is limited to certification based on carryover data beginning in the 2022MY. Second, as discussed in Sectio n IV.F.5 for light
- duty vehicles, we are committed to the principle of ensuring that any change in test fuel for heavy

- dut y gasoline vehicles/ engines will not affect the stringency

of either the fuel consumption or GHG emissions standards. As part of the separate rulemaking discussed in Section IV.F.5, we expect to establish the appropriate test procedure adjustment for HD engine fuel consumption standards and to determine the need for any test procedure adjustment for GHG emissions standards based on the change in certification test fuels. Third, to simplify

the evaporative emission regulations for HDGVs and to bring them more in line with the current structure of the product offerings in this sector, we are finalizing provisions to permit evaporative emi ssions certification by engineering analy sis for vehicles above 14,000 lbs GVWR (instead of above 26,000 lbs GVWR as permitted in the existing regulations). We are also finalizing regulatory language to clarify

how these provisions are to be implemented. This applies to the hot soak plus diurnal, running loss, and canister bleed standards. These HDGVs will remain subject to the emission standards when tested using the specified procedures. This is the same cut point allowed by CARB and will allow for one c ertification method. Even though it was supported by one commenter, we are not including specific provisions for design

- based certification for HDGVs over 14,000 lbs GVWR. EPA believes that the option to certify using engineering anal ys is and data serves the same purpose.

369 EPA also sought comment on whether to require HDGVs to use Tier 3 emissions test fuel for evaporative emissions standards even if we did not adopt the proposed Tier 3 evaporative emission standards and whether to allow C lass 4 and above HDGVs to earn allowances or credits if EPA did not adopt the Tier 3 standards for these vehicles. These have been superseded by our decision to apply the Tier 3 evaporative emission standards to all HDGVs as described above. 370 Passavant , G. (September 2013). EPA and General Motors Meeting on Issues Related to Tier 3 NPRM and (September 2013). EPA and Ford Meeting on Issues Related to Tier 3 NPRM. Memorandums to the docket.Page 206 of 961

Fourth, we are finalizing a revised description of evaporative emission families that doe s not reference sealing methods for carburetors or air cleaners as this technology is now obsolete for HDGEs

. Fifth, EPA is finalizing regulatory language permitting HDGVs over 14,000 lbs GVWR to be grouped with those between 10,001 and 14,000 lbs GVWR for purposes of compl yi ng with evaporative and refueling emission control standards and related provisions. In these cases, we require these HDGVs to meet all the requirements applicable to the group in which they are being included (e.g., useful life, OBD, etc.). Finally , the regulations at 40 CFR part 86 , subpart M, describe how to test heavy

- dut y vehicles above 14,000 lbs GVWR to demonstrate compliance with evaporative emission standards. Most of these provisions are identical to those that apply under 4 0 CFR part 86, subpart B. We are eliminating subpart M and replacing it with a simple instruction to test these heav y- dut y vehicles using the procedures of subpart B, with a small number of appropriate modifications noted as exceptions to the light

- duty t est procedures. Relying on references to subpart B instead of largely copying them into subpart M eliminate s man y pages of unnecessary regulatory

text and make s it easier to maintain a consistent set of requirements. Changing a provision in subpart B in the future will automatically appl y for evaporative testing of both light

duty and heavy

- dut y vehicles unless otherwise provided in the particular rulemaking

. In response to comments received, we are specifying that heavy

- dut y vehicles above 14,000 lbs GVWR must use the same drive schedules and test fuels that apply for light

- dut y vehicles. Subpart M already allows light

- dut y drive schedules and certification test fuels as an alternative to using those for heav y - duty vehicles, and most if not all manufact urers of these vehicles already use the light

- dut y drive schedules, which facilitates testing simplicity and coordination of design parameters with light

- dut y vehicles. The heav y - duty drive schedule generall y involves less driving, which makes this the mo re stringent test option for designing purge. Omitting this more stringent option therefore does not change the effective stringency of the applicable standards. With these changes from the proposed rule, there are only two aspects of testing that are di fferent for heav y - dut y vehicles above 14,000 lbs GVWR. First, the regulation s specify that the exhaust emission measurements are not required for the driving portion of the test between canister pre

- conditioning and diurnal testing. Exhaust emission stan dards in this vehicle size range appl y based on engine testing onl y. Second, wider engine speed tolerances appl y. This is captured in part 1066 b y specifying wider engine speed tolerances for an y t esting that does not require exhaust emission measurement s since the greater allowance has no effect on emissions measurements . This applies, for example, for pre

- conditioning drives for light

- dut y vehicles, and it also applies for pre - conditioning related to evaporative emissions of heavy

- dut y vehicles above 1 4,000 lbs GVWR. There are some differences in the existing test provisions i n subparts B and M that we are not preserving. Some of these differences arose from changes to subpart B that were inadvertentl y not carried over to subpart M. In other cases, there may have been an intentional distinction that no longer applies (such as provisions related to slippage on twin

- roll dy namometers )

. Also, we are not retaining distinctions in Subpart M related to procedures forPage 207 of 961

determining road load settings and for operating manual or automatic transmissions. Additional differences we are not preserving include gas divider specifications, SHED and dy namometer calibration procedures, and some provisions for alternative canister loading and vehicle pre

conditioning. We are also restoring the content of § 86.1235(b) through (i) related to dy namometer operating procedures, which were inadvertentl y removed in an earlier rulemaking. 5. Evaporative Emission Requirements for FFVs A flexible fuel vehicle (FFV) as defined in 40 CFR 86.1301

- 01 means an y motor vehicle engineered and designed to be operated on a petroleum fuel and on a methanol or ethanol fuel or any mixture of the petroleum fuel and methanol or ethanol. Man y manufacturers have one or more FFVs in th eir product offerings. These include many different LDV and LDT vehicle chassis styles including passenger cars, mini

- vans, pick

- ups, sport utility vehicles and even a few HDGVs. The EPA regulations implementing the FFV provisions for ethanol FFVs, includi ng those in 40 CFR 86.1811

- 04 and 86.1811

- 09, have been applied primaril y for FFVs capable of operating on gasoline/ethanol mixtures up to E85. As a matter of policy , EPA has not required certification testing for evaporative and refueling emissions on the full range of E0

- E85 fuel blends, but instead has allowed the option to use a blend created when Tier 2 fuel (9 RVP E0) is splash blended with ethanol to a 10 percent gasoline/ethanol blend. This simulates what often occurs in the vehicle fu el tank when Tier 2 fuel (9 RVP E0) is dispensed into a tank containing mostly E85. This yields a blend which has a Reid vapor pressure of about 10 psi. Nearl y all manufacturers have certified using this option. The California ARB LEV III program has no special evaporative or refueling emission test fuel requirements for FFVs. In the Tier 3 NPRM, EPA proposed to revise the certification test fuel for evaporative emissions, to revise the hot soak plus diurnal emission standard, and to add a canister blee d emission standard and a leak standard. These standards appl y to FFVs and non

- FFVs. EPA proposed to revise the ethanol content of the certification test fuel for refueling emissions but did not otherwise propose to change the fuel vapor pressure, the lev el of the refueling emission standard or the test procedure. Furthermore, in the NPRM, EPA sought comment on leaving unchanged the basic approach to FFV certification test fuel for Tier 3 evaporative and refueling emissions, except that the certification test fuel would be 9 RVP E0 splash blended with E15 such that the blend would have a 10 psi vapor pressure, i.e., the RVP of the evaporative emissions test fuel used by nearl y all manufacturers. Manufacturers commented that the Tier 3 certification test f

uel should be the same for FFVs and non

- FFVs and that carryover should be permitted from Tier 2 to Tier 3. EPA met with several manufacturers to clarify their comments and to discuss issues affecting the evaporative and refueling emissions certification f uel for FFVs. 371 For FFVs, EPA has several factors to consider for evaporative and refueling emission certification test fuel. First, EPA is finalizing a 9 RVP E10 certification test fuel for non

- FFVs

371 Passavant, G. (September, 2013). EPA, GM, Ford, and Chrysler Me eting on Tier 3 Certification Fuel for Evaporative and Refueling Emission Standards for FFVs. Memorandum to the docket.Page 208 of 961

for evaporative and refueling emissions. This is consist ent with our broader policy objective to allow the manufacturers to sell the same vehicles in all 50 states. Second, 10 psi RVP certification test fuel for the Tier 3 evaporative emission standards for FFVs could result in more evaporative emission reduct ions than a 9 psi RVP test fuel, but this would be counter to the broader policy

objective regarding a national program since CARB has no separate FFV evaporative emission standards and likel y would affect the stringency of the final evaporative emission s tandards. Specificall y, finalizing 10 psi RVP certification test fuel for the Tier 3 evaporative emission standards as applied to FFVs would increase the stringency of the evaporative emission standards for FFVs both compared to the Tier 3 evaporative emi ssion standards with 9 psi RVP test fuel for non

- FFVs and compared to the Tier 2/MSAT evaporative emission standards with 10 psi RVP test fuel for FFVs. Third, we are not changing the level of the refueling emission standard (though we are adding ethanol to the test fuel and extending ORVR to complete Class 3 HDGVs) and we did not examine how a potential change from the existing 10 psi RVP test fuel for FFV refueling would affect in

- use emission reductions or the stringency

of the refueling standard for FF Vs. A change in the test fuel vapor pressure likely would likely

lead to a change in the stringency of the refueling emission standard as they are now applied to FFVs. Retaining the current requirements for refueling emissions for FFVs does not affect the national program since CARB currently follows Federal Test Procedures and test fuels for ORVR. Balancing all of these factors, EPA is adopting a bifurcated scheme for evaporative and refueling emission certification for Tier 3. Evaporative emission requirements for the hot soak plus diurnal, canister bleed, running loss, spit back, and leak standards will be based on Tier 3 certification fuel (9 RVP E10) for FFVs. This will permit reciprocity between the LEVIII and Tier 3 evaporative emission standards programs and subject the manufacturers to onl y one set of evaporative emission tests for FFVs and non

- FFVs. However, for the refueling emission standard, EPA is retaining the 10 psi certification test fuel requirement for FFVs because the worst case in

- use RVP conditions when E0 and E85 are commingled will still be possible. In current s ys tems, the fuel vapor pressure in the refueling emission test drives the total gasoline working capacity

of the activated carbon canister that is necessary in the inte grated evaporative/refueling control sy stem. Although a 10 psi RVP certification fuel for evaporative emissions control could be viewed as more stringent, we believe that keeping the fuel vapor pressure at 10 psi in the refueling test, which is what was p roposed for comment, will help to assure that the in

- use emission reduction benefits of current evaporative s ystems on FFVs are retained. We expect that total canister gasoline working capacities will still be driven b y the 10 psi RVP fuel used in the ref ueling test and therefore the higher in

- use RVP conditions which impact evaporative emissions will still be addressed. EPA is specifying a 10 RVP E10 test fuel specification for FFV refueling emissions certification. However, as a compliance alternative EPA will continue to permit certification based on in vehicle fuel tank blending of two different fuels (i.e., vehicle fuel tank filled to 10 percent of capacity with E85 and then refueled to at least 95 percent of capacity with (9 RVP E0). Either of these approaches will also meet CARB certification test fuel requirements as the test fuel vapor pressure would be higher than with EPA’s 9 RVP E10 or CARB’s 7 RVP E10 test fuel. In addition, we are not changing existing requirements that all IUVP testing for evaporative and refueling tests are done on the non

- FFV fuel (i.e., Tier 2 IUVP vehicles are tested on 9 RVP E0 and Tier 3 IUVP vehicles are tested on 9 RVP E10.Page 209 of 961

In their comments on the Tier 3 NPRM, manufacturers asked that EPA allow carryover of certific ation emission data from Tier 2 to Tier 3. Since the regulatory approach for refueling emissions is basically

the same as what is currently being used by

the manufacturers, we believe there should be opportunity for carryover of refueling emission data un der the current regulatory program. Manufacturers also expressed concern that the refueling emission standard would require them to keep a 10 RVP E10 or 9 RVP E0 test fuel solely for refueling emission standard certification purposes. To help address thi s concern, in certification testing, EPA would consider approving other refueling test fuel blends with 10 percent ethanol and 10 psi such as a refueling event where a tank is filled initially with 10 percent E85 and during refueling test is filled with 90 percent 9 RVP E0. EPA would also permit manufacturers the option to seek EPA approval to certify by attestation using alternative procedures or through engineering anal ys is based on similar evaporative/refueling emission sy stem configurations and emissi on test results and data on similar vehicles showing that the vehicle could pass the refueling emission standard and meet the requirements in use on 10 psi RVP E10 fuel. They would remain subject to confirmatory testing on 10 RVP E10. Both of these optio ns could only be implemented with approval of the Administrator. 6. Test Procedures and Certification Test Fuel
a. Review and Update of Testing Requirements EPA adopted the current test requirements for controlling evaporative emissions in 1993. 372 Those chang es included: (1) diurnal testing based on heating and cooling the ambient air in the SHED 373 instead of forcing fuel temperatures through a specified temperature excursion; (2) repeated 24

- hour diurnal measurements to capture both permeation and diurnal emis sions; (3) high

- temperature hot soak testing; (4) high

- temperature running

- loss measurements with a separate standard, including controlled fuel temperatures according to a fuel

- temperature profile developed for the vehicle; and (5) canister preconditionin g to ensure that vehicles could effectively create canister capacity to prepare for several days of non

- driving. These test procedures are generall y referred to as “enhanced evap” testing. EPA adopted these “enhanced evap” test procedures in coordination with CARB. The test requirements include two separate test sequences to demonstrate the effectiveness of evaporative emission controls. The “ 2

- d ay sequence” involves canister loading to two

- gram breakthrough, followed by driving for the exhaust test (abo ut 31 minutes), a hot soak test, and two day s of cycled ambient temperatures. The “ 3

- day sequence” involves canister loading with 50 percent more vapor than needed to reach breakthrough, followed by driving for the exhaust test, driving for the running lo ss test (about 97 minutes total), a high

- temperature hot

- soak test, and three day s of cycled ambient temperature. The 2

- day

sequence was intended primaril y to insure a purge strategy which would create enough canister capacity to capture two day s of diurna l emissions after limited driving. The two

-

372 58 FR 16002 (March 24, 1993)

. 373 SHED is the Federal Register acronym for sealed housing for evaporative determination. The SHED is th e enclosure in which the evaporative emissions are captured before measurement.Page 210 of 961

day measurement period is also effective for requiring control of permeation and other fugitive emissions. The 3

- day

sequence was intended to establish a design benchmark for achieving adequate canister storage capacity to allow for several day s of parking on hot summer day s, in addition to requiring vehicle designs that prevent emissions during high

- temperature driving and shutdown conditions. After adopting these evaporative test procedures, we set new standards for refueling emissions control which called for onboard refueling vapor recovery (ORVR). 374 Manufacturers have typicall y designed their ORVR systems to be integrated with their evaporative controls, using a single canister and purge strategy to manage al l fuel vapors vented from the fuel tank. Due to the magnitude of the refueling emission load and the manner in which the load rates affect activated carbon capture efficiency , it has become clear that ORVR testing with these integrated s ys tems serves as the benchmark for achieving adequate canister storage capacity. In the nearly

20 years since adopting these test procedures, manufacturers have made great strides in developing designs and technologies to manage canister loading and purging and to reduce permeation emissions. Except as discussed below, we are not chang ing the test procedures for demonstrating compliance with the Tier 3 emission standards. As described above, we are adopt ing a new standard based on measured values over a canister bleed tes t, and a fuel sy stem rig test. These are intended to measure only fuel vapors which diffuse from the evaporative canister or permeate/leak from a fuel sy stem . CARB developed th ese procedure s as a means for se tting standard s that are not affected by nonfue l background emissions. Th e canister bleed test procedure is a variation of the established two

- day test sequence. The canister is preconditioned b y purging and loading to breakthrough, then attached to an appropriate test vehicle for driving over the duty cycle for the exhaust test. The canister is then attached to a fuel tank for measurement. After a stabilization period, the tank and canister undergo two day s of temperature cycling. Canister emissions are measured using a flame ionization detector ( FID), with a conventional SHED approach or b y collecting emissions in a bag and measuring the mass. Rather than repeating CARB’s regulations, we are incorporat ing those regulations by reference into the CFR. 375 This will avoid the possibility of complicati ons related to minor differences that may occur with separate test procedures. The fuel sy stem rig test is a bench test where a complete vehicle fuel s ys tem (without the vehicle chassis) is constructed in the SHED and evaluated over the 3

- day

cycle in both a “wet” and “dry” state. 376 CARB adopted the fuel sy stem “rig test” as an optional approach to demonstrate control of evaporative emissions without the effects of the nonfuel hydrocarbon emissions that are seen in testing the whole vehicle in the SHED. We generall y expect manufacturers to compl y with the EPA requirements which include the canister bleed test and emission standard instead of

374 59 FR 16262 (April 6, 1994). 375 For a description of the canister bleed test procedure (BETP), see pp.III

- 51 to III

- 55 of http://www.arb.ca.gov/db/search/search_result.htm?cx=006180681887686055858%3Abew1c4wl8hc&cof=FORID %3A11&q=BETP&siteurl=http%3A%2F% 2Fwww.arb.ca.gov%2Fhomepage.htm (last accessed on January 13, 2014). 376 See http:www.arb.ca.gov/msprog/macs/mac0503/mac0503.pdf for a description of the rig test standard and test procedure (last accessed on January 13, 2014).Page 211 of 961

CARB LEV III Option 1 which includes the rig test and emission standard. However, since we are accept ing PZEV zero e vap and CARB LEV III Option 1 certifications for the 2017

- 2018MYs and 2017

- 2021 MYs, respectivel y , we are also incorporat ing by reference CARB’s rig test into the CFR to accommodate those manufacturers that do in fact rel y on this approach. Also, as discus sed further below, we are adopt ing a new leak test procedure which will be used to measure leak rates for the leak standard. The leak test standard test procedure is contained in the regulatory text. Manufacturers have raised a pair of related concerns regarding the current test procedures. First, h ybrid vehicles and new engine designs for meeting fuel econom y standards and CO 2 emission standards increase the challenge of maintaining an adequate purge volume to prepare vehicles for the diurnal test. Fo r h ybrid vehicles this is related to the amount of time the engine is running. For other technologies this is related to the trend toward decreasing available vacuum in the intake manifold, which is the principal means of drawing purge air through the can ister. Second, preconditioning the canister b y l oading to breakthrough serves as a disincentive for some control strategies that might otherwise be effective at reducing emissions, such as designs involving greater canister capacity or better containment of fuel vapors inside the fuel tank. In addition, we have learned from studyingin

- use emissions and in

- use driving behaviors and usage patterns that it is not uncommon for vehicles to go for an extended period with little or no opportunity to purge the c anister. In the NPRM, w e request ed comment on an optional adjustment to the test procedure intended to address these three concerns. In this alternative, for designs involving pressurized tanks, manufacturers would determine an alternative vapor load to p recondition the canister before the exhaust test. If, for example, a fuel sy stem is designed to stay sealed up to 1 psi and to vent vapors to the canister if rising temperatures trigger a pressure

- relief valve, the manufacturer could quantify

the actual v apor load to the canister during three consecutive day s of cycling through diurnal test temperatures. This three

- day vapor load would be the amount of fuel vapor used to precondition the canister (loaded at the established rate of 15 grams per hour). Thi s canister loading may

also involve butane instead of fuel vapor, but we would likely require a greater mass of butane to account for the fact that it is easier to remove the butane from the activated carbon in the canister. This approach would be flexibl e to accommodate an y design target for pressurizing fuel tanks. Canister preconditioning for the ORVR test (for integrated and nonintegrated s ys tems) would remain unchanged. EPA sees merit in further consideration of such test procedure flexibilities, but auto manufacturers did not provide support these concepts in their comments and we are not adopting the proposed optional adjustment. b. Test Fuel for Certification EPA is chang ing the certification test fuel specifications as described in Section IV .F. H ere we discuss some implications for evaporative and refueling emissions testing beyond those discussed above for FFVs . We are revis ing the certification test fuel specification in conjunction with the Tier 3 standards, principally to include ethanol and reduce sulfur such that the test fuel better aligns with the current and projected in

- use fuel. Although we received unsolicited comment asking that we set durability test fuel specifications for evaporative and refueling emission control sy stems to be th e same as those for the certification test fuel (9 RVP E10 in thisPage 212 of 961

final rule), we are not changing durability fuel specifications in this rule other than to remove minimum sulfur content requirements. In particular, we are not changing the existing requi rement that “ an y mileage accumulation method for evaporative emissions must employ gasoline fuel for the entire mileage accumulation period which contains ethanol in, at least, the highest concentration permissible in gasoline under federal law and that is commercially available in an y state in the United States ”

. See §§ 86.1824

- 08(f)(1) and 86.113

- 04(a)(3)(i). EPA believes this is prudent policy to ensure that emission control sy stems are designed for the fuels with the potential to adversel y affect dura bility and there is no reason to change the existing approach especially

since E15 fuel is now legall y permissible and commercially available for appropriate vehicles and there is potential for its market penetration to increase in the future. Any bench a ging using E15 fuel must simulate the effects of alcohol in

- use fuels on evaporative emission system components. Since there are already vehicles in the market which employ the technology needed to meet the new hot soak plus diurnal requirements, EPA is t aking a flexible approach to the phase

in of the certification test fuel. This is summarized in Table IV

- 22

. To accommodate vehicles already designed to meet CARB PZEV zero evap evaporative emission requirements, EPA’s phase

- in provides that PZEV zero evap vehicles which qualify for carryover can use CARB Phase 2 fuel for evaporative emissions (hot soak plus diurnal and running loss standards) and rig test certification for MYs 2015

- 2019. For CARB PZEV zero evap vehicles, high altitude, refueling, and spit back standard certification may use either EPA Tier 2 or Tier 3 fuel in MYs 2015

- 2019. For the leak standard i n the 2018 and later MYs , they must use Tier 3 test fuel. Beginning in the 2017 MY, the use of PZ EV zero evap data is limited to carryover of data from 2015 or 2016 MY certifications. Those using CARB LEVIII Option 1 can use CARB Phase 3 fuel for evaporative emissions (hot soak plus diurnal and running loss standards) and rig test cer tification for MYs 2015

- 2021. For CARB Option 1, high altitude, refueling, and spit back standard certification must may use Tier 2 or Tier 3 fuel in MYs 2015

- 2016 but in the 2017 and later MYs all LEV III option 1 certifications for the high altitude, refueling, spit back, and leak standards must use EPA Tier 3 fuel. CARB LEV III Option 2 evaporative emission vehicles may use CARB Phase 3 fuel to meet evaporative (hot soak plus diurnal and running loss st andards) and canister bleed standards beginning in 2015MY and following. High altitude, refueling, and spit back may use Tier 2 or Tier 3 fuel in model ye ars 2015 and 2016. For 2017 and later model ye ars CARB LEV III option 2 evaporative families must us e Tier 3 test fuel for high altitude, refueling, spit back, and leak standard certifications

. Tier 3 evaporative emission vehicles must use Tier 3 fuel to meet ev aporative emission (hot soak plus diurnal and running loss standards), high altitude, canister bleed, and refueling/spit back emission standards beginning in the 2015MY and following. Beginning in the 2018 MY,Page 213 of 961

Tier 3 vehicles must use Tier 3 emission test fuel to demonstrate compliance with the leak standard requirements. 377 When the program is fully phased

- in, any Tier 3 evaporative emission certification will have to use Tier 3 certification test fuel and test procedures or CARB equivalent test procedures and fuels . This could be done as earl y as the 2015 MY and will be required for all vehicle models by

the 202 2 MY. 378 As indicated above and in Table IV

- 22 , w e are further appl ying the new test fuel at the same time to ORVR testing. Th erefore, beginning in the 2017 MY if manufacturers do an y new testing to demonstrate compliance with the Tier 3 evaporative emission standards (using Tier 3 or LEV III fuel) , they will need to submit test data to demonstrate compliance with the refueling emission standards using the new certification test fuel as well as the leak (when applicable), spit back, canister bleed, running loss, and high altitude emission standards. Any family that is not yet captured within the Tier 3 phase

- in percentage may

remain on Tier 2 certification fuel through the 20 21 MY. By the 202 2 MY all evaporative and refueling emission certif ications will have to be on EPA test procedures and certification fuels or CARB equivalents as identified in the regulations

. Policies regarding test procedures and test fuels for EPA confirmatory and other post certification testing are discussed in Sect ion IV .C.6.e below. Finally , we are including provisions to allow any vehicle certified to the refueling spit back standard separatel y (mostly incomplete HDGVs) to continue to do so using Tier 2 current certification fuel until the 2022 MY even if its evap orative emissions are certified on Tier 3 certification fuel. This is reasonable since the fill quality of the vehicle and eliminating spit back are not necessarily

related to the ethanol or sulfur content of the gasoline. The manufacturers must meet this requirement through testing, as the engineering evaluation flexibility available for HDGVs over 14,000 lbs GVWR does not apply to this standard.
c. Correction for Ethanol Portion of the SHED Measurement Another issue related to adding ethanol to the certif ication test fuel relates to the emission measurement in the SHED. Emissions are detected by flame ionization detectors (FID), which are less responsive to ethanol than gasoline. This effect causes under

- reporting from the ethanol portion of the fuel vap or. Fuel

- related emissions from the vehicle may be slightly more weighted toward ethanol than gasoline, depending on how the different fuel constituents permeate through various fuel

- sy stem materials, how they evaporate from the bulk fuel in the tank at varying temperatures, and how they adsorb onto and desorb from the activated carbon in the canister. We proposed to address this issue by the use of a prescribed correction factor. Under this approach manufacturers would simply multiply their SHED measur ement results by a fixed value to adjust upward for the difference in the FID response to ethanol. Data

377 This provision applies in 2 017 MY for vehicles meeting the Tier 3 requirements using the 20/20 option and does not apply to HDGVs with a GVWR greater than 14,000 lbs. Incomplete HDGVs have until the 2022 MY to meet the spit back standard. 378 The only exception here would be if a veh icle uses allowances in the 2022 mo del year to meet the Tier 3 evaporative emission requirements.Page 214 of 961

available to EPA at the time of the NPRM suggest ed that a value of approximately 1.1 would be appropriate for E15. 379 For an E10 certification fuel, Cal ifornia ARB finalized a value of 1.08. In their comments, the manufacturers supported the use of a correction factor, but stipulated that the value put forth by EPA was too large and they should be given the option to measure the ethanol fraction of the v apor in the SHED through procedures and instrumental approaches prescribed in the regulations (see 40 CFR1065.269 , 1065 .369 , and 1065. 805) instead of using a fixed correction value. Two manufacturers provided data based on testing with E10 test fuel which generall y showed lower ethanol fractions than represented by the 1.1 value proposed b y EPA for hot soak plus diurnal emissions, and uniformly showed very low ethanol fractions for refueling measurements. 380 EPA has reviewed the data provided b y the manufacturers and has considered their comment that they

should be given the option to measure the ethanol fraction and adjust the SHED results rather than be required to use a fixed correction factor. Based on these considerations, EPA is establishing the followin g approach with regard to ethanol corrections. First, EPA will permit measurement or the use of a fixed correction factor on an evaporative family by evaporative family basis. However, once the manufacturer selects an approach for any given evaporative famil y , that approach must be used in all subsequent testing of all vehicles certified using that data including carry over. For example, if a manufacturer chooses to measure the ethanol fraction for purposes of certification of a test group in a given model year, that same method must be used in any manufacturer confirmatory testing as well as IUVP or IUCP testing of all vehicles in that test group. Alternativel y, if a manufacturer uses the fixed correction factor in certifi cation it must also use it for all evaporative emission tests covered by the requirement for a given test group and for all follow on testing. Second, the decision on measurement or correction factor must be uniform on a test group basis for all evaporati ve emission standards covered b y the correction requirement. In this case this includes hot soak, diurnal, high altitude, running loss, and rig test measurements. Third, in terms of a fixed correction factor, EPA believes that the 1.08 value adopted b y Ca lifornia is consistent with the data and is specifying that value for hot soak plus diurnal (low and high altitude), running loss, and rig test measurement corrections for an y testing conducted with 10 percent ethanol. Based on the data provided b y the manufacturers, EPA is not requiring a fixed correction value or measurement for refueling, spit back, or canister bleed measurements for testing conducted with 10 percent ethanol. This aligns with the expectation that ethanol concentrations will be very low with FID

based measurements and that mass

- based measurements will capture an y ethanol adequately without a need for correction. Finally , EPA will use the method selected by the manufacturer in any confirmatory

or surveillance testing. However, since corrections will alway s be zero or greater, no correction is needed to make a failure determination if the FID value exceeds the emission standard or FEL. With regard to the 1.08, EPA remains open to future revisions to this value, in coordination with CARB, if a fuller data set representative of various vehicle models, SHED FID ethanol response values, FID designs (analog vs. digital), ethanol calculation

379 Moulis, C. ( 2012, January). SHED FID Responses for Ethanol. Memorandum to the docket. 380 Passavant, G. (2013, October). Manufacturer Data on Ethanol Meas urements in the SHED. Memorandum to the docket.Page 215 of 961

approaches (photo acoustic and impinger), and test sites demonstrates that a different value would be te chnically

appropriate and adequatel y conservative relative to the direct measurement methods permitted in 40CFR1065. For higher ethanol blends (such as E85), the regulation already specifies measurement and calculation procedures to adjust for this effec t. We are not making an y changes to these procedures. d. Vehicle Preconditioning for Nonfuel Hydrocarbon Emissions for the Tier 3 Evaporative Emission Standards The Tier 3 hot soak plus diurnal, leak, and canister bleed emission standards taken together are expected to bring about the widespread use of technology which effectivel y eliminates fuel vapor emissions. The fuel rig, canister bleed , and leak standards are not influenced b y nonfuel h ydrocarbon emissions from the vehicle. Nonfuel hydrocarbon emissio ns from the vehicle are measured as part of SHED emission testing, and are indistinguishable from fuel hydrocarbons when a FID is used to measure the concentration. The level of these nonfuel hydrocarbon emissions vary by vehicle and component design and m aterial. These emissions arise from paint, adhesives, plastics, fuel/vapor lines, tires, and other rubber or pol ym er components and are generally greater with larger size vehicles. These nonfuel hydrocarbon emissions are usually

highest with newly

manufac tured vehicles and decrease relativel y quickl y over time. Currently , manufacturers normally conduct some preconditioning to reduce or eliminate the effects of these nonfuel hydrocarbon emissions on evaporative emissions measurements in the SHED. In the past, this practice has not been addressed through regulatory provisions. However, given the stringent level of the Tier 3 hot soak plus diurnal evaporative emission standards, and that nonfuel hydrocarbon emissions are expected to be a significant portio n of the hydrocarbon emissions measured in the SHED, EPA believes that some sort of preconditioning before certification testing is appropriate and that a regulatory provision addressing this practice is warranted. Providing some recognition of and allowance for this practice will help to create the proper balance between necessary and proper preconditioning to address high nonfuel hydrocarbon emissions and excessive preconditioning which could undermine the intent of the hot soak plus diurnal emission standard (~ 50 mg or less of fuel evaporative emissions). EPA believes the goal of evaporative emissions preconditioning should be to get nonfuel hydrocarbon emissions to what we call vehicle background levels. A working definition of vehicle background leve l might be the level which will occur naturall y twelve months after production. A provision in the regulations which addresses preconditioning reduces ambiguity for the manufacturers and could reduce or eliminate any uncertainty in the true meaning of cer tification test results. Manufacturer activity

with regard to preconditioning often involves two practices. First, manufacturers in some cases “bake” their test vehicles at temperatures of 50 ° C or higher for periods of up to ten or more day s to accelerate the off

- gassing of these nonfuel hydrocarbon emissions before testing is conducted. While this practice is common, there is no standardized method or protocol for this preconditioning prior to new vehicle certification testing. For example, some manuf

acturers bake for a set period of time in a climate chamber while othersPage 216 of 961

bake in the climate chamber and periodicall y measure nonfuel background in a SHED until an acceptable or stable level of nonfuel h ydrocarbon emissions is achieved. Second, manufactur ers often remove, modify , or clean certain components which are the largest source of nonfuel hydrocarbon emissions. Preconditioning could also include measures to eliminate minor fuel drips, spills, or other fuel remnants which occur as a result of vehic le preparation for testing. We are not specifying standardized pre

- conditioning practices or protocols with regard to addressing nonfuel h ydrocarbon emissions before evaporative emission certification testing. However, we are finalizing general provisions in four areas. First, we specify in the regulations that preconditioning for the purpose of addressing nonfuel hydrocarbon emissions is permitted. Second, we specify

that any preconditioning is voluntary . Third, we specify that if preconditioning is co nducted, the details must be specified to EPA before certification testing, (i.e., at the time of the pre

- certification planning meeting). The goal of this preconditioning should be to get nonfuel hydrocarbon emissions to vehicle background levels as disc ussed above. The specifics to be discussed with EPA could include details on vehicle baking practices such the temperature and time duration in the climate chamber and practices conducted as an alternative or complement to vehicle baking such as installing used tires (drive and spare) on certification vehicles, and allowing the windshield washer tank to be filled only with water. EPA’s goal in these discussions is to gain certainty that manufacturers are not preconditioning vehicles so severel y that they c reate a level of nonfuel hydrocarbons that is artificially low and would not occur in use and thereb y creating a false additional compliance margin for fuel hydrocarbons in the certification test. Fourth, except as discussed below we are providing in the regulations that no pre - conditioning is permitted for testing of an y vehicle aged more than twelve months from its date of manufacture. This restriction for vehicles older than 12 months include s certification, confirmatory and in

- use testing for any vehi cle certified to the Tier 3 evaporative emission standards. For these vehicles, nonfuel hydrocarbon emissions will presumably be reduced to a stable level due to natural off gassing which begins after the vehicle is manufactured. Emissions from an y repla cement parts or other vehicle maintenance will presumabl y be encompassed within the margin below the standard created by this natural off

gassing. EPA received several comments concerning the proposed restriction on pre

conditioning of vehicles older than 12 months from the date of manufacture. The Alliance of Automobile Manufacturers and the Association of Global Automakers a sk ed that baking be permitted if such a vehicle is found to have identifiable contamination due to causes such as a fuel spill, ref

rigerant leak, or washer fluid leak and that the manufacturer be given the option to age the tires (tires only) from any vehicle where the tires are less than twelve months from manufacture as indicated on the sidewall. CARB asked that EPA only allow the use of an aged spare tire in an y t esting and not spare tire removal. EPA generall y agrees with these commenters and is finalizing provisions for limited flexibility subject to EPA approval. Under these provisions manufacturers may be permitted to clean any spills or leaks but not to bake the entire vehicle. Baking of tires less than 12 months old may also be permitted with EPA prior approval. Vehicles must be teste d with a spare tire in place since emissions from the spare tire were considered as the standard was developed. Manufacturers may exchange a new spare tire for one that is baked or aged. Finally , one manufacturer indicated that there may be circumstances where the base chassis for a certification vehicle was used in previous certification but that this base chassis was modified for a new model ye ar and cleaned, reconfigured, and recertified with newPage 217 of 961

components which affect background emissions. 381 While EPA b elieves this would be a rare occurrence, regulatory

provisions in this rule allow EPA to approve additional pre

- conditioning for vehicles in this situation upon manufacturer request and justification.
e. Reciprocity with CARB Over the past 15 ye ars EPA’s “enh anced evap” test procedures have been based on testing with 9 pound per square inch (psi) RVP gasoline with test temperatures representing a summer day

with peak temperatures of about 96 °F. CARB adopted the same basic procedures, but specified that testi ng should occur with 7 psi RVP gasoline at temperatures of up to 105 °F. EPA and CARB agreed that certification could be based on testing with either EPA or CARB conditions and that these provided equivalent stringency for purposes of evaporative control sy stem design. However, the provision allowing for this equivalence of test data preserved EPA’s ability

to also test with either EPA or CARB temperature conditions and related test fuels

. CARB alway s specified EPA test conditions for refueling as they w ere deemed worst case. CARB recently

change d their certification test fuel to a 7 RVP gasoline with 10 percent ethanol and as discussed in Section IV.F , we are chang ing the Federal certification test fuel specification to a 9 RVP gasoline with 1 0 percent ethanol. During the development of this FRM we carefully considered the practice of CARB/EPA reciprocity

with regard to certification test fuels, hot soak plus diurnal test procedures, running loss test procedures, and emission test results when it comes to evaporative emissions certification. Based on these considerations and the alignment of the ethanol content for the EPA and CARB certification fuels, we have decided to retain our current approach with regard to CARB/EPA reciprocity for evaporative an d refueling emissions. EPA and CARB have agreed to continue accepting emission test data on each other’s test fuels and temperature conditions for certification such that a uniform national program for certification test fuel will be able to exist. For model years during the evaporative emissions standard phase

- in discussed above (ending after the 20 21 MY), EPA will conduct an y post certification testing on an y vehicle in the Tier 3 program manufactured in the 2015

- 2021 MYs using the fuel and temperatures used by the manufacturer for certification. This approach covers families certified using carry over PZEV evaporative emissions data (through the 2019 MY) and LEV III Option 1 certifications (through the 2021MY). Our program flexibility in the ar ea of test fuels for hot soak plus diurnal, running loss and SHED rig/canister bleed emission standards is summarized in Table IV

- 25 . After the 2021model year , EPA will retain the option to test on either set of temperature s/fuels. This applies to all evaporative emission standards (hot soak plus diurnal, running loss, and canister bleed)

. For the other emission standards (refueling , leak, spit back, and high altitude hot soak plus diurnal) EPA will use the test fuel used b y the manufacturer through the 2019 model year. For the 2020 model year and later we may use Tier 3 fuel or California Phase 3 if its use is permitted for certification. Please refer to the regulatory text for specific p rovisions.

381 See public comment EPA

- HQ

- OAR

- 2011

- 0135

- 4299 and Passavant, G. (2013, October). VW E

- mail to EPA Regarding Vehicle Preconditioning. Memorandum to the docket.Page 218 of 961

EPA will review all Tier 3 program evaporative emissions data. I f the data shows that the EPA and CARB based test requirements give fully equivalent results, in the future we may revise our regulations so that a vehicle is alway s tested on the fuel used for its initial certification. Table IV

- 25 Tier 3 Evaporative Emissions Program Options and Test Fuels Vehicle Program Start

MY Program Standards Cert Fuel EPA test fuel for c onfirmatory , surveillance & IUVP End MY for Use in Tier 3 PZEV zero evap . 2015 Hot soak + diurnal,

running loss & SHED rig CA Ph. 2 Fuel used b y the manufacturer After 2019MY LEV III Opt. 1 2015 Hot soak + diurnal,

running loss & SHED rig CA Ph. 3 CA Phase 3 through 2019 MY, after EPA may use Tier 3 or CA Phase 3 After 2021MY LEV III Opt. 2 2015 Hot soak + diurnal,

running loss & c anister bleed CA Ph. 3 CA Phase 3 through 2019 MY, after EPA may use Tier 3 or CA Phase 3 N/A
Tier 3 2015 Hot soak + diurnal,

running loss & c anister bleed Tier 3 Tier 3 N/A
As shown in Table IV

- 22 , to qualify as a Tier 3 vehicle for evaporative emission purposes vehicles must meet the hot soak + diurnal, high altitude, rig/canister bleed, running loss, refueling, and spit back standards . The leak standard applies beginning in the 2018MY and the SHED rig/ canister bleed tests are program specific.
Generally , a vehicle test group using Tier 3 certification fuel and test procedures for me eting the various evaporative and refueling emission standards will qualify for inclusion in the Tier 3 evaporative emission standards phase

- in. However, EPA recognizes that the California and federal evaporative emission standard programs are starting from different bases and that the transition provisions are different in some way s. For example, the EPA program starts in the 2017 MY but after that has the same basic program construct as CARB in 2018. However, prior to the 2017 MY, CARB has a ZEV program provision which will continue to bring zero evap technology

into the fleet before the 2017 MY and CARB also allows early L EV III Option 1 and Option 2 evaporative emission certifications . To capitalize on this technology and to facilitate transition, w e are finalizing provisions that an y C ARB evaporative emission test data from MYs 2015 and 2016 PZEV zero evap certifications (hot soak plus diurnal and running loss) c an be used in federal certification for those evaporative families through the 2019 MY

. Similarly , we are finalizing provisions that CARB LEV III Option 1 certifications (hot soak plus diurnal and running loss) c an be used in federal certification for those evaporative families through the 2021 MY

. Assuming the vehicle test groups also meet the Tier 3 high altitude evaporative emission standards, the refueling emission standard, the spit back standard, and the leak standard when applicable, they

could be included in the percentage phase

- in calculations as Tier 3 vehicles. IfPage 219 of 961

the vehicl es do not meet the Tier 3 evaporative emission requirements manufacturers could potentially

sell them nationwide, but they could not be included as Tier 3 compliant vehicles in the percentage phase

- in calculation. Table IV

- 22 pro vides a concise summary of the requirements a vehicle must meet to qualify as a Tier 3 vehicle during the program’s earl y, transition, and phase

- in periods. EPA propose d a similar provision for a manufacturer who elects to use the CARB test procedures and test fuels to meet the refueling emission standard. However, no manufacturer indicated interest in their comments and we have decided not to include reciprocity for this provision in the Tier 3 program. While experimental data based on field bench testing suggests that the CARB test fuel RVP and dispensed temperature together would give the same results as the EPA test fuel RVP and dispensed temperature there are no vehicle test data in the record at this time. CARB has alway s accepted refueling and spit back certification on EPA test fuel and will continue to do so in the future. This provision would have added another layer of complexity to the program and was not necessary since the refueling and evaporative tests are done separately

. f. Evaporat ive and Refueling Emission Standards for Various Fuels The evaporative and refueling emission standards apply in different way s to different fuels. First, with regard to the evaporative emission standards, Clean Air Act section 202(k) specifies that gasoline

- fueled vehicles must be certified to evaporative emission standards

. Section 202(a) authorizes EPA to establish evaporative emission standards for other fuels

. Today evaporative emission standards appl y to LDVs, LDTs, MDPVs, and HDVs fueled by gasoline methanol, ethanol, natural gas, and liquified petroleum gas (LPG). For the refueling emission standard the situation is quite different. S ection 202(a)(6) of the Clean Air Act specifies that the refueling em ission standards apply to all LDVs regardless of the fuel used. Section 202(a) of the Clean Air Act authorizes EPA to establish emission standards for other fuels and classes of vehicles

. Prior to the Tier 3 final rule, the re fueling emission standards applied to all vehicles less than 10,000 lbs GVWR regardless of the fuel used

. Inthe NPRM, EPA requested comment on appl yi ng the refueling standards to all vehicles regardless of fuel used . This would include all volatile fuels. 382 The evaporative standards appl y today to all volatile fuels 383 (ex cept for diesel ) and we asked for comment on explicitly including dedicated ethanol as well as fuel

- cell vehicles, and electric vehicles . EPA also requested comment on applying the refueling and evaporative standards only to vehicles using volatile liquid fuels instead of all volatile fuels. EPA received four comments on this issue. One commenter expressed the view that evaporative requirements should be expanded to apply to volatile liquid fuels plus liquified petroleum gas (LPG) and liquified natural gas (LNG) while the three other commenters did not

382 A volatile fuel is a volatile liquid fuel or any fuel that is a gas at atmospheric pressure; gasoline, methanol, ethanol, natural gas, and LPG are volatile fuels. 383 A volatile liquid fuel is a fuel that is liquid at atmospheric pressure and has a Reid Vapor Pressure higher than 2.0 pounds per square i nch

– gasoline, ethanol, and methanol.Page 220 of 961

see the need to appl y the requirements to an y gaseous fueled vehicle or other vehicle using a non - vol atile liquid fuel because these vehicle fuel sy stems are sealed and rarely vent during normal operation or never vent at all. As is discussed further in the Summary and Anal ysis of comments, based on the comments , the fuel properties, and current industry fuel sy stem design practices, EPA has decided to retain the requirement that the evaporative and refueling emission standards appl y to vehicles using an y volatile fuel. For gaseous fueled vehicles (LPG and LNG/CNG vehicles), only the Tier 3 3

- day

hot soak plus diurnal and running loss standards apply. For the other volatile fuels all of the Tier 3 evaporative emission standards appl y. For the refueling emission standard the requirements apply to a ll complete vehicles less than 10,000 lbs GVWR regardless of the fuel used . This is not being changed, except that the requirement will not apply to diesel

powered LDTs and HDVs vehicles. For vehicles over 10,000 lbs GVWR, the refueling emission standards will apply

onl y to complete vehicles . This includes LPG, CNG, LNG, and dedicated ethanol or methanol vehicles. While the test procedures for these standards would apply , EPA is including regulatory

provisions to permit manufacturers to certify based on related data, engineering anal ys is, and compliance with published consensus standards. We are not appl yi ng these requirements to electric or fuel cell vehicles. For vehicles equal to or less than 8,500 lbs GVWR, the Tier 3 evaporative and refueling emission standards for alternative fuel vehicles apply to each vehicle of a vehicle evaporative/refueling family as the family

is included in the manufacturer’s phase

- in for the Tier 3 evaporative emission standards. For vehicles over 8,500 lbs GVWR, the application of the Tier 3 evaporative emission standards depends on the Job 1(first build) date for the vehicle evaporative famil y. If the Job 1 date for a vehicle model is before the fourth anniversary date of the signature of the rule then the Tier 3 evaporative emission standards do not apply until the next mo del year. If the Job 1 date is after the fourth anniversary date, the Tier 3 evaporative emission standards apply in that model year. This determines when the vehicle is to be included in the denominator of the percentage phase

- in calculation. The refuel ing emission standard applies only

to complete vehicles and we are applyingthe same phase

- in requirements as for complete HDGVs. For complete vehicles between 10,000 and 14,000 lbs GVWR the refueling emission standard applies in the 2018 model year. For c omplete vehicles with a GVWR in excess of 14,000 lbs GVWR, compliance is required in the 2022 model year. Finally , for all small businesses, the Tier 3 evaporative and refueling emission standards do not apply until the 2022 model year. g. Other Changes and Future Considerations T his rulemaking include d consideration of several amendments or clarifications to existing requirements related to evaporative emissions. As part of this process, EPA has concluded that the following provisions warrant adjustment, clarification, or correction:

 Even though the evaporative emission standards in 40 CFR part 86 appl y t o the same engines and vehicles that must meet exhaust emission standards, we require a separate certificate for complying with evaporative and ref ueling emission standards. An important related point to note is that the evaporative and refueling emission standards alway s appl y to the vehicle, while the exhaust emission standards may apply to either thePage 221 of 961

engine or the vehicle. Since we plan to appl y evaporative/refueling/leak standard and the recentl y adopted greenhouse gas standards to vehicle manufacturers, we believe it will be advantageous to have the regulations related to their certification requirements written together as much as possible to reduce burden and increase efficiency

. Therefore, for 2015 and later model ye ars, we are moving the emission standards and certification requirements for HDGVs from 40 CFR part 86 to the new 40 CFR part 1037, which was originall y used for greenhouse gas standards for heav y - dut y highway vehicles. This is not intended to change the requirements that appl y to these vehicles, except as noted in this section.

 Section 86.1810

- 01 contains specifications addressing whether diesel fuel vehicles can be waived from demonstrating compliance with the refueling emission standard through testing. In the existing regulation the potential for a waiver from testing depend ed on the diesel fuel having an RVP equal to or less than 1psi and the fuel tank having a temperature which does not exceed 130°F. We have examined this provision and are withdraw ing the fuel temperature limit specification. Short of fuel spillage in the SHED, EPA sees no likelihood that a diesel fueled vehicle with RVP less than 1 psi could fail the refu eling emission standard even at fuel tank temperatures above 130°F. This is due to the inherentl y low vapor pressure of diesel at these temperatures and the likelihood that vapor shrinkage conditions will occur in the fuel tank during refueling since the d ispensed fuel will be much cooler than the tank fuel.

 When adopting the most recent prior set of evaporative emission regulatory change s we did not carry

through the changes appl yi ng evaporative emission standards to vehicles using methanol

- fueled compres sion

- ignition engines. Th is final rule correct s this oversight.

 We are finalizing provisions to address which standards appl y when an auxiliary (nonroad) engine is installed in a motor vehicle, which is currentl y not directly addressed in the highway

regu lation. The approach require s testing complete vehicles with any auxiliary engines (and the corresponding fuel

- sy stem components). Incomplete vehicles are to be tested without the auxiliary engines, but any

such engines and the corresponding fuel

- sy stem components will need to meet the standards that appl y under our nonroad program as specified in 40 CFR part 1060.

 We are remov ing the option for secondary vehicle manufacturers to use a larger fuel tank capacity than is specified by

the certifying manufacturer without re

- certifying the vehicle. Secondary

vehicle manufacturers needing a greater fuel tank capacity must either work with the certifying manufacturer to include the larger tank, or go through the effort to re

certify the vehicle. T his provision has not been used and is better handled as part of certification rather than managing a separate process. We are including corresponding changes to the emission control information label.

 We are revising the provisions for setting the vehicle air conditio ning controls during the running loss portion of the evaporative emissions test cycle to simply reference the specifications for exhaust emission testing described in 40 CFR part 1066. This allowsPage 222 of 961

test labs to use a uniform set of test procedures for setti ng up test vehicles. This change is expected to have no effect on the stringency of the running loss test.

 EPA regulations at §86.1824

- 01 permit manufacturers to develop their full

- useful life deterioration factors for evaporative and refueling emission s tandards based on the use of good engineering judgment. These factors are additive in nature, and when added to the
“undeteriorated low mileage” test value the sum must be less than the applicable emission standard or FEL. Manufacturers usually certify su ch that this summed value falls below the emission standard or FEL enough to provide a margin for in

- use compliance and to address variability and other uncertainty. R egulations (at §86.1824

- 08) require that evaporative emissions durability assessments mu st employ gasoline fuel for the entire mileage accumulation period which contains ethanol in, at least, the highest concentration permissible in gasoline under federal law and that is commercially available in an y state in the United States (currently E15) . In their comments the Alliance of Automobile Manufacturers and the Association of Global Automakers asked to be able to use evaporative emissions deterioration factors from Tier 2/LEVII assessments even if the assessed or measured full life emission value used to determine the deterioration factor from the Tier 2/LEV II 2 testing is above the Tier 3/LEV III emission standard for the vehicle category of interest. (This situation, which is often referred to as line crossing, is not prohibited in the EPA re gulation.) 384 Thus, EPA is permitting the use of this data but requires that: (1) the manufacturers use good engineering judgment in the testing used to develop their deterioration factors and the assessment and application of this data in developing deterioration factors , (2) the manufacturers use the evaporative/refueling emissions test fuel as stipulated in the regulations for Tier 3, and (3) the addition of the deterioration factor to the low mileage test result does not result in an exceedance of the e mission standard or the FELcap for that category

of vehicles. **D. Improvements to In**  **- Use Performance of Fuel Vapor Control Systems**  1. Reasons for Adding a Leak Test Standard As emission standards approach zero, as in the “zero evap” standards discussed above, i n - use performance becomes critical for vehicles to meet the standards over their useful life periods and provide the expected emission reductions. Fuel vapor control sy stem leaks are not a new problem, in fact it was one of the main reasons for replacing the canister method for assessing evaporative emissions with the enclosure (SHED test) method used today

. 385 However, as emission standards have become more stringent, test procedures have improved, and vehicle lifetimes have increased, any m alfunction or de terioration in the sy stem causes significant emissions increases. Even a small leak can cause large amounts of HC vapor.

384 . Passavant, G. (December 2013) Background Information on Background Information: Carryover of Emissions Data and Line Crossing. Memorandum to the docket. 385 Rarick.T, “Evaporative Emission Enclosure (SHED) Procedure Analysis of Surveillance Program Data,” Evap 75

- 2, June 1975 and “Investigation and Assessment of Light

- Duty Vehicle Evaporative Emission Sources and Control,” EPA

- 460/3

- 76

- 014, June, 1976.Page 223 of 961

Therefore, the prevalence of leaks in the fleet can have a significant effect on the average evaporative emissions overall. As discuss ed in detail in the NPRM, recent laboratory and field data 386 show very high emissions from vehicles with liquid/vapor leaks. Field studies have indicated approximately 10 percent of overall fleet have significantl y elevated evaporative emissions. The studie s show that this frequency

increases as vehicles age. The Coordinating Research Council (CRC) E

- 77 programs randoml y recruited sixteen vehicles and almost half had some type of leak. Emissions related to these leaks grew in magnitude over the course of the program which lasted a few years. In addition, the EPA recently completed a test program to gather information on running loss emissions with implanted leaks of varying sizes, locations and fuel volatility. 387 Data from this study is not included in th e modeling anal ys is for this final rule, but the results show that there are significant emissions from leaks while driving as the fuel tank temperature rises. Therefore the reductions from the future prevention of leaks will be larger than our current estimates. These data led EPA to examine the OBD

- based evaporative s ys tem leak data available from I/M programs from several states to more accuratel y gauge the rate of leaks above the 0.020 inch monitoring threshold met by most manufacturers as a result of CARB’s 2004 model year OBD II requirements. 388 These are important data because even a vehicle with a fuel/evaporative s ys tem leak as small as 0.020 inches would be expected to fail the Tier 3 evaporative emission standard in a SHED test and in fa ct emit 4

- 5 times above the Tier 3 emission standard on a daily basis due to the number of vehicle trips per day

. We examined data for vehicles meeting CARB’s OBDII evaporative emission leak monitoring requirements as well as either the CARB/EPA enhanced evaporative emission or Tier2/LEV II evaporative emission standards. Since the data w ere gathered by the states under different protocols and time periods, the content of the data sets is not identical. To provide some degree of uniformity in our anal ys is, we examined the data for model years 200 0 and later, but within each state we only looked at calendar years of data beginning after the initial state I/M exemption period had passed (2

- 6 calendar years depending on the state). Thus the anal ys is fo cused on I/M OBD information for calendar ye ars 2004

- 2012

. Examined together, the data generall y indicate the following

.

386 CRC E

- 77 reports: Haskew, H., Liberty, T. (2008). Vehicle Evap orative Emission Mechanisms: A Pilot study, CRC Project E

- 77; Haskew, H., Liberty, T. (2010), Enhanced Evaporative Emission Vehicles (CRC E

- 77

- 2); Haskew, H., Liberty, T. (2010), Evaporative Emissions from In

- Use Vehicles: Test Fleet Expansion (CRC E

- 77

- 2b ); Haskew, H., Liberty, T. (2010), Study to Determine Evaporative Emission Breakdown, Including Permeation Effects and Diurnal Emissions Using E20 Fuels on Aging Enhanced Evaporative Emissions Certified Vehicles, CRC E

- 77

- 2c; DeFries, T., Lindner, J., Kish an, S., Palacios, C. (2011), Investigation of Techniques for High Evaporative Emissions Vehicle Detection: Denver Summer 2008 Pilot Study at Lipan Street Station; DeFries, T., Palacios, C., Weatherby, M., Stanard, A., Kishan, S.(2013) Estimated Summer Hot

- Soak Distributions for Denver’s Ken Caryl I/M Station Fleet. 387 Kishan, S., Sabisch, M., Stewart, J., Glinsky, G. (2014) Running Loss Testing with Implanted Leaks. 388 Weatherby, M., Sabisch, M., Kishan, S. (2014) Analysis of Evaporative On

- Board Diagnostic ( OBD) Readiness and DTCs Using I/M Data. Note: the data was presented in a docket memo for NPRM\ and is now part of a peer reviewed report.Page 224 of 961

 For all our States anal yz ed, the trend lines show that between 2

– 4 percent of the vehicles entering the I/M p rogram (at about 2 years old) have a “not ready” evaporative monitor. The percentage increased to between 8

– 11 percent as the vehicle aged to 8 ye ars old with a rate increase of approximately 1 percent per year as the vehicle ages

.
 The model years an d time periods analyzed for the four States shows approximately 0.7

- 2.5 percent of vehicles overall with a “ready” evap monitor had one or more stored evap DTCs, indicating a potential evaporative emissions

- related problem as defined in the OBD regulations

.
 A further review of the data shows that , overall, in the three States with an enforced OBD program approximately

0.7

– 1.6 percent of vehicles with a “ready” evap monitor had one or more stored evaporative emissions related DTCs. The fourth State, which does not enforce the OBD test, had a higher percentage (2.5 percent) of evap monitor “ready” vehicles that had stored evap related DTCs.

 For the same model years and time periods anal yz ed for the three States with enforced OBD programs, EPA estimates ab out 0.5 percent of vehicles with a “ready” evap monitor evaluated at four ye ars old in an I/M program had a stored DTC. This rate increased at a rate of about 0.15 percent per year and was about 1. 1 percent for vehicles at 8 years old. For the fourth state, which does not enforce OBD evaporative results, EPA estimates about 1.4 percent of vehicles evaluated at four ye ars old had a stored DTC. This rate increased at a rate of about 0.5 percent per ye ar and was about 3. 5 percent for vehicles at 8 years old

.
 Analyzing each state’s data for specific evaporative DTCs, over 50 percent of all evaporative codes were for evaporative s ys tem leaks. The second most common category (15

- 20 percent) involved some sort o f error in the operation of the purge flow control which could also contribute to evaporative leaks.

 The monitor “ready” rates are relativel y uniform for all States anal yz ed, but the percentage of evaporative emissions related MILs illuminated and the percentage of evaporative s ys tem leak related DTCs were larger in the fourth State . EPA believes this is the case because OBD is advisory onl y in this State ’ s I/M program, meaning that a vehicle could pass its I/ M requirement with a MIL illuminated and not have to repair it. In considering this inform ation for the fleet as a whole, a few other factors must be considered. First, a vehicle can pass its I/M requirements (based on provisions of individual State I/M programs) with the evaporative emissions monitor “not ready” . Second, the vehicle can p ass with a pending DTC. Third, it is not uncommon for vehicle repair related to an OBD MIL to occur just before I/M visits. Based on factors such as these, the values presented above are likel y to be conservative on a fleet average basis. Beyond this, a s discussed in the NPRM, earlier research conducted b y EPA and the state of Colorado indicated that OBD is not designed to catch every

evaporative sy stem leak and sometimes misses leaks it should have found but did notPage 225 of 961

for various reasons (some determined and some unknown). 389 This suggests that overall leak prevalence is higher than indicated b y the OBD data alone. Estimating a nationwide fleet average leak rate is possible with the limited data available if some informed assumptions are made. Onl y about 24.5 percent of vehicles in the U.S. are in I/M areas and of these only 20.8 percentage points (~4/5) are in areas which rely on OBD as part of the pass/fail protocol. There is at present no data on the prevalence of evaporative s ys tem leaks for vehicle s in areas without I/M. However, based on these data it reasonable to assume that the rates in these areas are no less than for areas with I/M (where I/M mandates repair) and are likel y similar to or larger than those for the one state anal yz ed where OBD is advisory onl y. Under those assumptions, the average leak rate across the country is much higher than for I/M areas alone. For example, if one considers data from the eight ye ar age point in the I/M data for states which require repair, the leak p revalence rate is about 1.4 percent and in the state where OBD is advisory

it is 3.5 percent. Weighted by the fleet percentages given above, this indicates a leak rate of about 3.0 percent in the fleet for the eight ye ar age point. This is a conservative estimate based on historic evaporative I/M data

. 391 The propensity for leaks in the vehicle fleet has the potential to reduce the benefits of the Tier 3 evaporative emission standards substantially . I f on any given day , as few as 3 percent of Tier 3 vehicl es have a leak(s) of 0.020 inches or greater this will cause in

- use emissions equivalent to essentially

all of the projected emission reductions from the Tier 3 evaporative emission standards on that day

. 392 Th e leak standard we are adopting will help technology to meet the Tier 3 evaporative emission standards and to improve in use durability . These technology measures (see Section IV .C .3 ) coupled with the upgrade to the OBD evaporative emissions certification and monitoring requirement s to signal problems at smaller threshold diameters (discussed in Section IV. E below) and additions to the IUVP program focused on testing a larger sample of vehicles for fuel/evaporative s ys tem leaks in IUVP than for evaporative emission standards alone will help to ensure improved in

- use performance of evaporative emission control sy stems
. Based on the above discussion, there needs to be an increased focus on evaporative emissions durability . Nevertheless, th ere is no question of the value of OBD leak monitoring for evaporative s ys tems, especiall y when owners complete needed repairs in response to the DTCs set
. The I/M OBD statistics and associated in

- use leak values discussed above would be higher without OBD evaporative sy stem leak monitoring. However, th ese dat a suggest that EPA OBD regulations in place for 2004 and later model ye ar vehicles will not alone be sufficient to address

389 Eastern Research Group (2013) Evaluation of the Effectiveness of On

- Board Diagnostic (OBD) Systems in Identifying F uel Vapor Losses from Light

- Duty Vehicles. 391 USEPA (2014), “Development of Evaporative Emissions Calculations for Tier 3 FRM” memorandum to the Tier 3 docket. 392 See EPA memorandum: “Initial Comparison of Emission Rates from Vehicles with Fuel/Vapor System Leaks to Tier 3 Evaporative Emission Reductions, December, 2013.”Page 226 of 961

concerns regarding the emission effects of vapor leaks from the fuel and evaporative control sy stems. 393 In the NPRM, EPA inc luded a substantial discussion of the work we conducted on high evaporative emission rates and our rationale for the need for a leak standard to help address these concerns. No commenter challenged the data or the premises for our conclusion that a leak s tandard was needed. Manufacturers asked that the leak standard be phased

- in with the Tier 3 evaporative emission standards and that use of upgraded OBDII evaporative sy stem monitoring capability be included as part of the in

- use verification program (IUVP) provisions. Both elements are contained in this final rule. CARB fully supported the proposed leak standard and test procedure and indicated its intent to adopt such provisions after the Tier 3 FRM is adopted. 2. Nature, Scope and Timing of Leak Standard The evaporative emission standards in this FRM will help to promote widespread use of improved technology

and materials which will reduce evaporative emissions in

- use. The new requirement for a leak standard and test procedure will help to ensure the durability of Tier 3 evaporative emission control sy stems nationwide. As discussed in the technological feasibility discussion in Section IV .C above, the actions of manufacturers to meet the Tier 3 evaporative emission standards are expected to address fue l/evaporative s ys tem design features which currentl y have a greater propensity for developing leaks and thus improve in

- use durability for evaporative control s ys tems compared to vehicles meeting previous evaporative emission standards. The leak standard will provide added assurance that as the manufacturers design for “zero evap” standards they also design the s ys tems to avoid leaks over the full useful life. Based on the information described above concerning evaporative emissions in

- use, we believe a l eak standard is necessary to ensure that vehicles meeting Tier 3 evaporative emission requirements not have evaporative emissions in excess of the Tier 3 standards for their full useful life . Toward that end, we are finalizing a leak standard to be met bo th at new vehicle certification and in use for IUVP testing

. The leak standard will appl y beginning in the 2017 MY to vehicles in the 20/20 option for that year and in the 2018 MY and later model years to an y vehicle certified to the Tier 3 evaporative em ission standards or a CARB carryover vehicle counted toward the sales percentage phase

- in requirements discussed in Section IV

. C , including LDVs, LDTs, MDPVs, and complete HDGVs up to 14,000 lbs GVWR. The standard will be applicable for the same useful li fe period as for the evaporative emission standards that appl y to the vehicle. The standard will apply to vehicles using volatile fuel (e.g., gasoline, FFV, and methanol fuel vehicles, but not diesel or CNG vehicles). To be compatible with CARB OBD requirements being met b y most manufacturers and the OBD requirements included in this notice, we are specifying that the leak standard be

393 Existing OBD regulations specify that if the fuel tank volume exceeds 25 gallons then the manufacturer may seek a larger leak detection orifice value. If a manufacturer seeks and is granted a larger value for OBD leak detection purposes, then that same numerical value becomes the leak standard value. We do not expect this value to exceed 0.040 inches.Page 227 of 961

expressed in the form of a cumulative equivalent orifice diameter. We are finalizing a value of 0.02 inches. 394 The standar d basically requires that the cumulative equivalent diameter of any orifices or “leaks” in the sy stem not exceed 0.02 inches. This is consistent with California OBD requirements (and those being finalized in this rule as well) that the OBD system be capabl e of identifying leaks in the fuel/evaporative s ys tem of a cumulative equivalent diameter of 0.020 inches EPA believes a standard at this level is feasible since earlier testing programs identified vehicles with essentiall y no leaks and it is essentially equivalent to that required for CARB OBD evaporative s ys tem leak monitoring. We are finalizing a leak standard of 0.02 inches which with rounding is a bit less stringent than the 0.020 inch OBD evaporative s ys tem leak monitoring requirement. EPA believes this level of precision is sufficient to accomplish the air quality objective and yet provides some compliance margin between the standard and the monitor requirement such as is reflected through multipliers for the exhaust emission standards established for other OBD monitors

. T he leak standard will be specified to one significant digit (e.g., 0.02 inches) but will have to be measured and reported to at least two significant digits. The leak standard will apply at the time of certification as well as during confirmatory and in

- use verification program testing. We do not expect that new vehicles being certified will have a leak problem, and since a vehicle with a leak would likely fail the evaporative emissions SHED test, there is little value in mandati ng a leak test at certification. Thus, EPA will permit a manufacturer to attest to compliance with the leak standard at certification. To implement the leak standard within the existing regulatory structure a few minor rule changes are being made . First, existing EPA regulations such as those at §86.098

- 24, specify criteria for evaporative/refueling emission families. EPA believes this basic structure is appropriate for the leak standard, with the additional criteria that vehicles in the same evaporative/refueling family must use the same basic approach to OBD leak detection. Significantl y different volume fuel tanks would likely also be a family

determinant, but we believe this is already covered b y the evaporative/ refueling family criteria. Second, sin ce the leak standard is a pass/fail requirement and not an emission rate, there is no requirement for the application of a deterioration factor. Third, EPA require s that the manufacturers recommend two or more leak test points for each test group. One of these points should be near the canister/purge valve (ideally in the vapor line between the canister/purge valve and the fuel tank) and the other in the gas cap/fill pipe area. Three points are required for vehicles with two separate evaporative and refueling canisters such as non

- integrated ORVR sy stems which employ two activated carbon canisters and four points are required for vehicles with dual fuel tanks and two separate evaporative/refueling control sy stems. EPA believes that linking the tim ing of the leak standard to the beginning of the phase

- in of the Tier 3 evaporative emission standards in the 2018 model year provides adequate lead time and is consistent with the technical rationale supporting the feasibility of the Tier 3 evaporative em ission standard.

394 Exi sting OBD regulations specify that if the fuel tank volume exceeds 25 gallons then the manufacturer may seek a larger leak detection orifice value. If a manufacturer seeks and is granted a larger value for OBD leak detection purposes, then that same numerical value becomes the leak standard value. We do not expect this value to exceed 0.040 inches.Page 228 of 961

3. Leak Standard Test Procedure The fundamental concepts underlying fuel/evaporative sy stem leak test are not new to the manufacturers. There is already a simple leak check in 40 CFR 86.608

- 98(a) (1) (xii)(A) and in the past at least three states included a fuel/evaporative s ys tem pressure leak test in I/M programs. More importantly , all LDVs, LDTs, MDPVs and HDGVs manufactured today have the onboard capability

to run a pressure or vacuum leak based check on the vehicle’s evaporative em ission system as part of OBD evaporative s ys tem leak monitoring. These sy stems employ either positive or negative pressure leak detection pumps or operate based on natural vacuum for negative pressure leak detection. EPA is finalizing a test based on a s imilar concept of placing the sy stem under a slight positive pressure (but from an external source), measuring the flow needed to maintain that pressure in the fuel/evaporative control s ys tem, and converting that flow rate to an equivalent orifice diamete r. With regard to the test procedure we will first discuss where the leak test can occur in the FTP test sequence. We will then discuss how the test is to be conducted. EPA proposed this test procedure as part of the NPRM and discussed it extensively i n the preamble to the proposed rule, and provided a full draft of the Recommended Practice for comment as an Appendix to the RIA. No comments were received. We are finalizing this test procedure as proposed. 395 First , when conducted, the leak test should be completed immediately following the first two preconditioning steps within the FTP sequence (see Figure B96

- 10 in 40 CFR 86.130

- 96). Thus, the vehicle preconditioning steps for the leak test are : (1) fill the vehicle fuel tank to 40 percent of capacity using the appropriate certification test fuel and then (2) let the vehicle soak for a minimum of a six hour period at a temperature in the range of 68

- 86 °F. EPA requires that the test be conducted with 9 RVP E1 0 test fuel for both certification and IU VP

. 396 After preconditioning is complete, the leak test is conducted and the test sequence proceed s as prescribed in subpart B or testing is terminated if the purpose is onl y to conduct leak testing. EPA believes this modest level of preconditioning is suffi cient to create standard conditions which enable repeatable and reliable measurement results. Preconditioning c annot include an y prescreening for leaks nor will any tightening of fittings or connections be permitted. After preconditioning is complete, ma nufacturers then run the leak test. To fully complete testing on a vehicle, two or more test points are required depending on the fuel evaporative s ys tem configuration. All points must pass for the vehicle test to be a pass. As discussed above, one of th ese points should be near the canister/purge valve (ideally in the vapor line between the canister/purge valve and the fuel tank) and the other in the gas cap/fill pipe area. Three points are required for vehicles with two separate evaporative and refueling canisters such as non - integrated ORVR sy stems which employ two activated carbon canisters and four points are required for vehicles with dual fuel tanks and two separate evaporative/refueling control sy stems such as dual tank LDTs . If the fuel/ evaporative s ys tem has an e mbedded evaporative

395 Smith, P. and Passavant, G., “ Recommended Test Procedure and Supporting Testing Data for the Evaporative Emissions Leak Test ”, December 201 3. 396 This is the s ame preconditioning that is called for in existing 40 CFR 86 subpart B for exhaust, evaporative, and refueling emissions testing . EPA will consider permitting the leak standard to be evaluated using CARB LEV III test fuel if CARB ultimately adopts this requirement.Page 229 of 961

sy stem test port then that point can be used. Al so , a manufacturer can develop a test rig such as a “fill pipe extension” which screw s into the fill pipe opening using cap threads at one end and on the other end ha s threads to screw the fill pipe vehicle cap in place. Within this extension there must be an access port for the leak test equipment to be attached. Thus, the full sy stem could be tested without any

direct intrusion or the need for a separate gas cap ass essment. The manufacturer must specify the test point s at the time of the pre

- certification meeting. If the manufacturer select s an entry point which requir es the fuel cap to be removed, then the cap will have to undergo a separate test as is now done in many I/M stations. 397 Inthis case, tests from both points combined must pass the standard. Manufacturers commented that only one test point was needed, but when asked by EPA they

offered no data to counter that provided by EPA in the NPRM which showed the potential for different results at different test point locations for the same vehicle. The procedure is conducted as follows:

 Calibrate the testing apparatus and otherwise verify testing apparatus is ready and able to complete the procedure

 Seal fuel s ys tem so as to pressure test entire s ys tem (purge valve, cap, etc.)

 Attach test apparatus to vehicle’s fuel sy stem at selected test point

 Pressurize fuel sy stem with nitrogen or another inert gas to at least 2.4 kilopascals (kPa)

 Allow flow and pressure to stabilize in accordance with specification provided in the regulatory

text

 Calculate effective leak orifice diameter from measured output flow rate and temperature and pressure data or use apparatus with built in computer providing an equivalent digit al readout. Calculate to the nearest 0.01 inch.

 Calculated effective orifice diameter must be less than or equal to the standard

 If leak test is conducted at the fuel cap opening then the manufacturer must also show evidence that the vehicle’s fuel cap is performing properl y. 398

 Use two or more separate test points , near the evaporative canister/purge valve and the other near the fuel cap are required. This is especiall y important if the fuel

397 For related information see “IM240 & Evap Technical Guidance”, EPA 420

- R

- 00

- 007, April , 2000. 398 Such tests are done routinely in I/M stations using a commercially available apparatus. The gas cap leak rate may be determined by pressure loss me asurement, direct flow measurement, or flow comparison methods and shall be compared to a pass/fail flow rate standard of 60 cubic centimeters per minute of air at 30 inches of water column. The flow rate methods are referenced to standard conditions of 70 °F and 1 atm.Page 230 of 961 cap/fill neck area is isolated from the rest of the fuel/evapo rative s ys tem as a result of the 40 percent fill or if dual tanks are not otherwise connected through vapor lines.

 Tests can be void if the test apparatus fails, becomes disconnected, fails to maintain a stable flow rate or pressure, or the test was stopp ed before completion due to safety considerations or some other relevant vehicle issue.

 Leak tests at all points (2 or more depending on the fuel tank/evaporative system configuration) must pass for a vehicle to pass. This includes performance within sp ecification for the fuel cap if it is removed for testing. The test procedure presented above is based on current fuel s ys tem designs. In the future, it is reasonable to expect changes in designs of the fuel sy stems such that the procedure above may need adjustment. EPA will monitor these fuel sy stem changes and modify the test procedure provisions as needed. Furthermore, existing EPA regulations (see §1065.10(c)) contain provisions which provide the opportunity for manufacturers to seek approval for spe cial or alternate test procedures if from a practical perspective their s ys tems cannot be evaluated under EPA requirements or they have an approach deemed equivalent or better. Any such special or alternative procedures must be reported under §86.004

- 21(b )(9). 4. Certification and Compliance As part of the Compliance Assistance Program (CAP 2000) in

- use verification program (IUVP) 399 the manufacturers began testing the evaporative emissions performance of small samples of in

- use vehicles owned and used b y the p ublic. These regulations can be found at 40 CFR 86 1845

- 01, and 1845

- 04. In 2000, EPA extended this requirement to cover chassis

certified HDVs, which for these purposes are basically all HDGVs up to 14,000 lbs GVWR. 400 The in

- use testing for evaporative emissions started in 2004 for 2001 MY LDVs, LDTs, and MDPVs and in 2008 for 2007 MY chassis certified HDGVs. Current IUVP data for evaporative emissions (including LDVs, LDTs, MDPVs, and HDGVs up to 14,000 lbs GVWR) covers about 1800 vehicle tests. Th ese data show that when evaluated in the laboratory using certification test procedures, the vast majority (over 95 percent) of the vehicles pass the evaporative emission standards to which they

were certified. While this information is indicative of good in

- use performance, it has limitations. First, the test results are for small sample sizes. For the approximately

150 million LDVs, LDTs, MDPVs, and chassis

- certified HDGVs produced between 2001 (the start of the IUVP program) and 2010 (latest avail able data), only about 0.001 percent of vehicles were tested. Second, the IUVP regulations place limits on the age/mileage for vehicle testing. Each model year is tested in two “batches,” nominally at the one and four ye ar age points. One year old vehi cles must have at least 10,000 miles and four year old vehicles must have at least 50,000 miles with at least one within the higher mileage group having an odometer reading of at least 75 percent of useful life (90,000 miles for most Tier 2 vehicles). With the even longer useful life periods under Tier 3, attention to in

- use durability for

399 See 64 FR 23906 (May 4, 1999). 400 See 65 FR 59922

- 59924 (October 6, 2000).Page 231 of 961

evaporative s ys tems becomes even more important. Including the leak standard within the IUVP protocol, as structured in the discussion below, will provide better inform ation to EPA and manufacturers concerning evaporative s ys tem performance and help to focus manufacturer efforts on using designs and hardware with full useful life durability in mind.

a. In

- Use Verification Program (IUVP) Requirements for the Leak Standard i. Introduction We believe it is important to identify leaks since vehicles with leaks are expected to have daily emission rates above the Tier 3 evaporative emissions standards , and the recent laboratory and field data 386 suggest a propensity for the diameter of vehicle leak orifice to get larger over time and thus to have even higher emissions. This is also important because evaporative leak emissions occur virtually every day whether the vehicle is driven or not. Thus identifying potential leak problems is important to capturing the emission benefits of the Tier 3 evaporative emission requirements. Toward that end, EPA is including assessment of compliance with the leak standard within the IUVP program. Indeveloping the proposed rule, w e considered expanding the evaporative emission testing portion of the IUVP program as a means to assess leaks, but we decided to focus on the leak standard because it is less burdensome than a full evaporative emissio ns SHED test and is a cost effective step toward assessing man y aspects of evaporative emissions performance in

- use . EPA believes adding a leak test requirement does not create an unreasonable burden. The test procedure described above is simple to run, inexpensive to conduct in terms of equipment and labor, and can be completed relativel y quickly compared to an evaporative emissions test. However, we are retaining the evaporative emissions testing requirements currentl y in IUVP to monitor broader evapor ative control sy stem effectiveness (e.g., purge, canister control efficiency , permeation).Page 232 of 961 ii. IUVP Test Requirements We are requiring that the leak test be conducted for each and every vehicle assessed in IU VP for exhaust emissions under 40 CFR 86.1845

- 04. This will begin for 2017 MY vehicles meeting the leak standard under the 20/20 option and more full y in the 2018 MY certifications for all test groups meeting the new leak standard. Th e leak test IUVP requirement include s the low and high mileage tests f or an y exhaust vehicle evaluated for exhaust emissions plus a requirement that there be at least one representative of each evaporative/refueling/leak family evaluated at each mileage/ye ar point. We are finalizing this approach to implementing IUVP for th e leak standard in lieu of creating a new set of requirements which would require another set of vehicles to be procured for testing. We are not including the leak test with any evaporative emissions test in IUVP, since a leak will be evident in the result s of the evaporative emissions test. The existing IUVP regulations at §86.1845

- 04, Table S04

- 07, call for test sample sizes on a sliding scale based on annual vehicle sales b y t est group. This can vary from zero for very small sales test groups to six vehi cles for test groups with sales exceeding 250,000. There are more exhaust emission test groups than there are evaporative/refueling tes t families and exhaust emission test groups may cover one or more of the same evaporative/refueling/leak families, so we expect to receive multiple leak test results for most evaporative/ refueling/leak families. This will expand the amount of IUVP data we receive in this important area and improve our ability to assess the overall leak performance for a given evaporative/refueling/leak family and the fleet as a whole. As discussed above, EPA believes that the fuel and evaporative control s ystem leaks are heavily influenced by

age as well as design and other factors. EPA asked comment on extending the age point for leak t esting for IUVP beyond the four year point to better assess this effect. However, in the past, manufacturers have expressed concern about the implications of testing older vehicles and about finding vehicles still within their warranty and recall liability periods. EPA believes further consideration of longer ye ar test points is merited for exhaust, evaporative, refueling and leak tests but because such a change could potentially affect all four tests we have decided to defer that action to a broader IUVP program review. Extending the time point for the leak test alone would create a different programmatic test burden in terms of more vehicle procurements than the program laid out above.

iii. Assessment of IUVP Leak Emission Standard Test Results The existing r egulations contain provisions addressing follow

- on testing requirements for exhaust emissions for vehicles which fail to meet various performance thresholds within IUVP (see 40 CFR 86.1846

- 01). As mentioned above, we expect that it will be common to get mo re than one leak test result over the course of each model year’s mileage testing point for each evaporative/ refueling/leak family as a result of the requirement to assess leaks with each exhaust IU VP test. However, the leak standard is basicall y pass/fai l at 0.02 inches and it is difficult to establish a threshold criteria for a pass/fail standard such as has been done for exhaust emissions where there is a multiplier applied to the level of the individual exhaust emission standard.Page 233 of 961

Given the importance o f the leak standard in assuring in

- use evaporative emissions control, we are finalizing a set of criteria for assessing leak standard results from IUVP. These criteria can be summarized as follows for each low and high mileage test point for each model ye ar tested:

 lf 50 percent or more of all vehicles evaluated in an evaporative/refueling/leak emission family for any given model year pass the leak standard, testing is complete. This applies to cumulative testing for that family throughout the model year for that mileage group. This is consistent with the exhaust emission requirements for IUVP and EPA believes it is reasonable since vehicles are tested in the “as received” condition from consumers.

 If only

one representative of the evaporative/refueling/le ak family is tested in a mileage group for that model ye ar’s vehicles and it passes the leak standard testing is complete. If that vehicle does not pass the leak standard a manufacturer may test an additional vehicle to achieve the 50 percent rate.

 If an e vaporative/refueling/leak emission family fails to achieve the 50 percent rate, it is presumed that the family

will enter into In - Use Confirmatory Testing Program (IUCP). Before IUCP begins, the manufacturer may ask for engineering anal ys is discussions wi th EPA to evaluate and understand the technical reasons for the testing outcomes and the implications for the broader fleet. Technical information for these discussions could include but will not be limited to detailed sy stem design, calibration, and oper ating information, technical explanations as to why

the individual vehicles tested failed the leak standard, and comparisons to other similar families from the same manufacturer. Relevant information from the manufacturer such as data or other information on owner complaints, technical service bulletins, service campaigns, special policy warranty programs, warranty repair data, state I/M data, and data available from other manufacturer specific programs or initiatives could help inform understanding of impl ications for the broader fleet. As part of this process a manufacturer could elect to provide evaporative emissions SHED test data on the individual vehicle(s) that did not pass the leak standard during IUVP. With an adequate technical basis, the outcome of this engineering anal ys is discussion could result in an EPA decision not to require IUCP testing. We will operate within the basic structure of the IUCP program in the existing regulations. Prior to commencing IUCP testing the manufacturer, after con sultation with EPA submits a written plan describing the details of the vehicle procurement, maintenance, and testing procedures. This plan could include inclusion of a hot soak plus diurnal SHED test to supplement leak test results. EPA must approve this plan before testing begins. As prescribed in the IUCP regulations for exhaust, if five vehicles are tested and all pass the leak standard then testing will be complete. If all five vehicles do not pass, then five more are tested. More vehicles can be te sted at the manufacturer’s discretion but all testing must be completed within the time period specified in the regulations. EPA and the manufacturer then enter into discussions regarding interpretation, technical understanding, and compliance/enforcement implications of the test results, if any

.

iv. Optional Test Procedure Approach for IUVP/IUCPPage 234 of 961

With the implementation of the OBD regulation changes in Section IV. E below regarding evaporative s ys tem leak rate monitoring , EPA is finalizing an optional approa ch to a portion of the leak test procedure

. This optional testing approach is included in the IUVP/IUCP testing program for the leak standard, but will not be used for certification testing for the leak standard. EPA can also use this procedure for conduc ting compliance assessments. Under this optional approach manufacturers will be able to rel y upon the operation of their OBD evaporative s ys tem leak detection hardware and operating protocols in lieu of running the stand alone in

- use leak test to check for the presence of a 0.02 inch leak in the fuel/evaporative s ys tem. Quite simply , if a vehicle is brought in for IUVP or IUCP testing and a scan tool query of the onboard computer indicates that the vehicle ha s successfully completed a full OBD

- based evaporative s ys tem leak monitoring check within the last 750 miles and no evaporative s ys tem leak problems for an y diameter above 0.020 inches are indicated (no pending or confirmed diagnostic trouble code ( s ) P0440, P0442, P0446, P0455, P0456, or P0457), the vehi cle would be deemed to have met and passed the leak standard test requirement. However, if the s ys tem ha s not successfull y completed a full OBD

- based evaporative s ys tem leak check within 750 miles with no problem indicated then the manufacturer will have the option to run its OBD

- based evaporative s ys tem leak check in the laboratory after prescribed preconditioning. This OBD

based approach is sometimes used in auto manufacturer dealerships and repair facilities to diagnose and fix evaporative sy stem leaks found by the OBD s ys tem. If the vehicle completes the full OBD

- based leak test in the laboratory then the vehicle’s pass/fail results for the 0.02 inch cumulative equivalent diameter orifice will be based on the OBD test result. This optional protocol c an appl y to every leak standard test after certification unless not approved by EPA for IUCP under 40 CFR 1846.01(i). Replicate tests will not be required or allowed but void tests could be repeated. Furthermore, EPA will permit the manufacturer to run th e stand alone EPA leak test in several situations. First, manufacturers c an conduct the stand alone test to confirm that a problem identified by

the OBD

- based evaporative s ys tem monitoring leak check is a leak and not a problem with the OBD leak monitor it self. Second, a manufacturer c an run the stand alone EPA leak test to confirm that the leak value identified by the OBD s ys tem is truly

above the level of the leak standard. Third, it can be used for vehicles which have not successfully completed a full OBD

- based evaporative sy stem leak monitoring check within the last 750 miles. Fourth, it c an be used to confirm that a DTC set within the last 750 miles actually indicat es the presence of a leak(s) greater than the standard. However, if a manufacturer ele ct s to use only OBD

- based evaporative s ys tem leak based monitoring in its IUVP testing; these results will be the basis for decisions regarding IUC P. As required in the existing IUVP regulations, all test data whether OBD based or based on EPA’s stand alo ne test procedure must be reported to EPA. There may be some advantages to this option since it employ s a pressure/vacuum approach manufacturers understand and creates positive/negative pressures manufacturers have accommodated within their fuel/evaporativ e s ys tem. One potential downside is that under current designs vehicle engines will have to be operating to create the pressure or vacuum and because the engine is operating this will require the OBD

- based leak test to be stand alone after the preconditio ning sequence is complete. This will be more challenging for natural vacuum leak detection sy stems unless extended driving is involved to create the fuel sy stem heat neededPage 235 of 961

for a natural vacuum event or this is done through a climate chamber or SHED based diurnal heat build. Allowing for this approach raises at least two implementation questions. The first is related to the value of conducting the OBD

- based test for a vehicle with a confirmed or pending leak DTC already set in the computer and/or an MIL i ndicated. In this case, EPA will permit the manufacturer to run the OBD

- based leak test and/or the stand alone EPA leak test or concede that the vehicle will not pass the leak standard and count the result. Second is the question of gas caps. This is amo ng the most common codes found in OBD records and is often related to operator error such as not tightening the gas cap properly . Codes of this nature have no value in this leak assessment, so a manufacturer will be permitted to correct the problem before testing and clear this OBD code before testing or run the stand alone EPA leak test. **E. Onboard Diagnostic System Requirements**  1. Onboard Diagnostic (OBD) Sy stem Regulation Changes

- Timing EPA first adopted OBD requirements for 1994 and later model year LDVs and LDTs. While EPA has extended its requirements from LDVs and LDTs to larger and heavier vehicles, 401 EPA’s last broad upgrade to its basic OBD regulation was in the 2005 timeframe. Since that time, CARB has adopted and the manufacturers have implemented a number of additional provisions to enhance the effectiveness of their OBD programs. These provisions include new requirements for OBD evaporative s ystem leak detection as well as provisions to help insure that sy stems are built and operate as designed ov er their full useful life, give reliable results (find and signal only true deficiencies), and operate frequently during in use operation. It is permitted in existing EPA regulations and is common practice for the industry to certify their OBD s ys tems with CARB and for EPA to accept CARB OBD certifications as satisfying EPA requirements. EPA is continu ing that practice and we are up dating our regulations to be consistent with the latest CARB regulations. EPA proposed to adopt, with a few adjustments, the C ARB regulatory requirements related to OBD II (see California Code of Regulations (CCR) 1968.2 dated May 18, 2010) . We received comment from CARB that since our NPRM was issued, they were s completing an update of their OBD II regulations and that EPA should adopt these provisions in lieu of the May 18, 2010 provisions. 402 We have reviewed these updates and concur with the commenters, so we are adopting the provisions officially approved by CARBs Office of Administrative Law on July 31, 2013. We are also adding provisions and continuing the exceptions as discussed below. The changes we are adopting do not include any changes to requirements for engines used in vehicles over 14,000 lbs GVWR or to vehicles over 14,000 lbs GVWR , except for HDGVs o ptionally certified using chassis procedures. To be consistent with the manner in which the Tier 3 exhaust

401 EPA’s OBD regulations for LDVs, LDTs, and MDPVs, are found at 40 CFR 86.1806

- 05. EPA has also adopted OBD requirements for incompletes and heavier vehicles (great er than 14,000 lbs GVWR) (see 74 FR 8324, February 24, 2009 and 40 CFR 86.010

- 18). 402 The latest update of CARB’s OBD regulations was adopted on July 31, 2013. See section 1968.2 at http://www.arb.ca.gov/msprog/obdprog/obdregs.htm /Page 236 of 961

emission standards are being implemented for the heav y - dut y vehicles between 8,501 and 14,000 lbs GVWR, the OBD requirements will be based on the Job 1 (first production) date for the vehicle/engine model. If the vehicle/engine model Job 1 date is before the fourth anniversary date of the signature of the Tier 3 rule the requirements will not be mandatory in that model year. If the Job 1 date is on o r after the fourth anniversary of the signature date of the Tier 3 rule the OBD requirements will apply in that model year. The Tier 3 OBD requirements will apply to all 8,501

- 14,000 lb HDVs in the 2020 model year. To be consistent with the manner in whi ch the Tier 3 exhaust emission standards We are taking this approach to OBD for three basic reasons. First, this is consistent with the goal of a national program and one vehicle technology for all 50 states. Second, compliance with the current CARB OB DII requirements is now demonstrated technology , compliance with these requirements is common within the industry today , and we expect that to continue in the future with the 2013 CARB changes . Thus, the added burden is minimal since essentiall y all manuf acturers certify

their CARB OBD s ys tems nationwide with EPA

. Third , the latest OBD sy stems run frequentl y on in

- use vehicles to identify potential exhaust and evaporative s ys tem performance problems, so adopting these provisions will create the opportunity for OBD to serve a more prominent role in ensuring the Tier 3 emission standards are met in

- use. Alignment with the existing CARB OBD II requirements will be required by the 2017 M Y, except as discussed below. Manufacturers requested a phase

- in comp liance approach in lieu of a fixed compliance date, but no specific justification was provided by the commenters and EPA could not establish a need for this accommodation since the most recent changes to CARB OBDII regulations (2013) did not meaningfully a ffect provisions regarding vehicles/engines under 14,000 lbs GVWR which have been in place since 2006. LDVs, LDTs, MDPVs and vehicles under 14,000 lbs GVWR already compl y with CARB OBDII requirements and use the CARB certification as the basis for EPA cer tification. . There is an important link between OBD provisions related to evaporative emission control sy stem leak monitoring and the leak standard. They each provide an important incentive to design fuel/evaporative sy stems with fewer propensities to de velop leaks in use but each addresses the issue from a different perspective. The distinction is that the leak standard prohibits leaks of greater than 0.02 inches cumulative equivalent diameter, while the OBD evaporative sy stem leak monitoring provision r equire s that the OBD s ys tem find leaks larger than 0.020 inches cumulative equivalent orifice diameter and notify the owner, but with no explicit requirement to repair the problem. Thus adopting a 0.020 inch cumulative equivalent orifice diameter align s th ese two programs and, as discussed above , facilitates the use of OBD evaporative s ys tem leak monitoring hardware/strategy as an optional leak detection test procedure for in

- use testing. With regard to OBD evaporative s ys tem leak detection, EPA received c omment that we should permit a phase

- in for compliance with the 0.020 inch evaporative sy stem leak monitoring requirement. Even though the 0.020 inch leak monitoring requirement has been in place since the 2004MY for CARB OBDII, and essentially manufacturers have met it for years, the existing EPA regulation actuall y only requires monitoring at the 0.040 inch threshold level. After considering the comments received, EPA is permitting a limited and minimal phase

- in for the 0.020 inch leak detection cri terion for the OBD evaporative s ys tem monitoring requirement. WePage 237 of 961

are permitting this phase

- in, because a few vehicle models still only meet the 0.040 inch monitoring threshold in their Federal configuration and complying with the 0.020 inch CARB OBD II r equirement entails validating performance in high altitude and cold weather regimes not seen in California. Thus, the 0.020 inch requirement would be new for those few models currentl y certified onl y t o the EPA evaporative leak monitoring requirement. W e are, therefore, implementing the following phase

- in provision for the 0.020 inch leak detection criterion for the OBD evaporative s ys tem monitoring requirement. First, if a vehicle model meets the 0.020 inch requirement in the 2016 model year it is no t eligible for the phase

- in provision. No backsliding is permitted. Second, for manufacturers with models not meeting the CARB OBDII evaporative sy stem leak monitoring requirement in the 2016 MY(see 13 CCR 1968.2(e)(4)), they will be permitted to delay

p roduct

- wide compliance with the 0.020 inch leak provision of the evaporative s ys tem monitoring requirements until the 2018 model year b y engaging in a voluntary earl y phase

- in. This phase

- in would begin in the 2016 model year and conclude in the 2018 mode l year at a 100 percent implementation rate. For example, a manufacturer could delay attaining 100 percent compliance with the OBD evaporative s ys tem leak monitoring requirement until the 2018 model year by complying in the 2016 model year using a percenta ge which is at least as large as the delay for the 2017 model ye ar (e.g ., 40% in 2016 MY, 60% in 2017MY, and 100% in 2018MY). 2. Revisions to EPA OBD Regulatory Requirements As discussed above, we are updat ing our OBD regulations to be consistent with curre nt California OBD II requirements

. We are incorporat ing by reference section 1968.2 of the California Code of Regulations as adopted July 31, 2013 (13 CCR 1968.2)

. This include s paragraphs (c) through (j) in their entirety. These paragraphs are entitled: (c) Definitions, (d) General R equirements, (e) Monitoring R equirements for G asoline/ S park I gnited E ngines, (f) Monitoring R equirements for D iesel/ C ompression I gnition E ngines, (g) Standardization R equirements, (h) Monitoring S ys tem D emonstration R equirements for C ertification, (i) Certification D ocumentation, (j) Production V ehicle E valuation T esting. The substance of many of these provisions is already contained in existing EPA OBD requirements for LDVs, LDTs, MDPVs, and complete HDGVs less than 14,000 lbs GVWR. 403 404 EPA will continue to accept certifications with CARB OBD requirements as satisfying EPA OBD requirements. The most noteworthy

changes we are finalizing are summarized below. The CCR below is the California Code of Regulations cite for each pertinent provision.

 EPA is adding a 0.020 inch leak detection monitoring threshold upstream of the purge valve for all 4 vehicle categories LDV, LDT, MDPV, and complete HDGVs up to 14,000 lbs GVWR except for those with fuel tanks larger than 25 gal lons capacity (see 13 CCR 1968.2(e)). OBD leak monitoring s ys tems will have to identify , store, and if required signal an y leak(s) equal to or greater than 0.020 inches cumulative equivalent diameter.

403 MDVs in the CARB r egulations basically incorporate MDPVs and complete HDGV less than 14,000 lbs GVWR as defined by EPA. 404 We are not chang ing the requirement for incompletes and vehicles with a GVWR above 14,000 lbs.Page 238 of 961

This will thus include diagnostic trouble codes (DTC) P0440, P0442, P0446, P0455, P0456, and P0457.

 EPA is incorporat ing by reference the full array

of rate based monitoring requirements (see 13 CCR1968.2 (d) (3)

- (6) ). Meeting the rate based monitoring requirements will help to insure that, even with enable c riteria, the exhaust and evaporative sy stem monitors run frequentl y enough that on average a problem would be identified and signaled to the owner in operation within two weeks. This will help to improve the fraction of time monitors are ready to find a po tential problem.

 EPA is incorporat ing by reference provisions regarding monitoring sy stem demonstration requirements for certification. We are incorporating by reference CARB provisions in this area and accept ing submissions to CARB for purposes of compliance demonstration (see 13 CCR 1968.2(h)). Adopting current CARB monitoring sy stem demonstration requirements assures that monitoring sy stems operate as designed when installed on certification vehicles.

 EPA is incorporat ing by reference the CARB productio n vehicle evaluation data program. This program requires manufacturers to demonstrate that the OBD sy stem functions as designed and certified when installed on production vehicles. (See 13 CCR 1968.2(j))

. In addition, we are adding two new requirements , and retain ing three minor exceptions. Each of these actions is described separatel y below.

 We are adding the requirement that before certification a manufacturer must demonstrate the ability

of its OBD leak monitoring sy stem to detect and report a 0.020 in ch leak in the fuel/evaporative s ys tem. Current CARB protocols within 13 CCR 1968.2(h)(3) do not require this demonstration as part of certification. This requirement help s to ensure the OBD s ys tem’s capability to function as designed and the OBD

- based ev aporative s ys tem leak monitoring hardware to be used as an optional test procedure for IUVP te sting for the leak standard. This requirement be ing added for the same vehicles that are subject to monitoring sy stem demonstration requirements for certificatio n under CARB OBD regulations under 1968.2(h)(3)

. 405 EPA test procedures are contained in 40CFR 86 .1806

- 17(b)

. In the spirit of aligning CARB and EPA OBD provisions, if CARB ultimately adopts this demonstration requirement and CARB’s test procedure p rovisions fulfill the purpose of the EPA requirement, EPA will strongly consider proposing to adopt the CARB test procedures in lieu of those in 40 CFR 86.1806

- 17(b). This requirement applies to any vehicle test group certified to the OBD 0.020 inch eva porative s ys tem leak monitoring requirement. Since the regulation requires only a relative few test groups each model ye ar per manufacturer, we will permit the

405 Passavant,G. (January, 2014). “Development of 0.020” Evaporative Leak Monitoring System Demonstration Requirement Test Procedure”. Memorandum to the docket.Page 239 of 961

manufacturers either to meet the requirement for the remainder of its test groups on production vehicles of a previous model year which used the identical monitoring hardware and strategies or to certify by attestation that each of their remaining test groups meets the requirement based on development , calibration, and other information. If a manufa cturer chooses to certify by attestation for some test groups for a given model ye ar, the regulations are structured such that over several model years a manufacturer would evaluate through testing all test groups as new groups are selected in subsequent model years.

 For the OBD evaporative sy stem leak monitoring requirement, EPA is establishing a requirement for a scan tool readable function (a new InfoT ype $14 in Service $09 of SAE J1979DA ) which c an be used to obtain the distance traveled since the OBD leak monitoring diagnostic was last completed successfully , i.e., the s ys tem passed or failed (identified an y leak above 0.020 inches) during that monitoring event (unless it is otherwise already required in other OBD s ys tem modes). The purpose of this requirement is to facilitate implementation of the leak standard within IUVP, by permitting the use of OBD evaporative s ys tem monitoring results as a tool to make pass/fail determinations during IUVP. As discussed in section IV.D above, if a vehicle succe ssfull y completed an evaporative s ys tem leak monitoring within the most recent 750 miles then the manufacturer could use this result for its IUVP requirement for the leak standard. EPA asked for comment on how best to implement this requirement within the OBD s ys tem, in what model year(s) it should be required and to which vehicle classes it should apply

. Manufacturers supported this requirement, and suggested a lower cost approach which we are adopting in the final rule. Rather than requiring that the di stance and monitoring results be stored in NVRAM to avoid false results based on a user induced code clear or battery disconnect, the manufacturers suggested that the “distance since evap monitoring decision” InfoTy

pe be reset to the maximum value ($FFFF/6 5,535km) when codes are cleared or after a reprogramming event (e.g., battery disconnect). The InfoTy pe would be reset to zero km when an evaporative monitoring pass/fail decision is later made, allowing the mileage to be read directl y at IUVP. In the us ual situation where no user induced code clear or reprogramming event (e.g., battery disconnect) occurred, the mileage since the last decision could be read directly . In either circumstance, the presence of an evaporative s ys tem leak related DTC (P0440, P0 442, P0446, P0455, P0456, and P0457 or manufacturer specific equivalent DTC) will indicate a failure and the lack of such a DTC will indicate a pass. The mileage and the pass/fail results will then be taken together for purposes of the 750 mile option in the IUVP assessment for the leak standard. 406 This requirement applies to all vehicle categories subject to the leak test including LDVs, LDTs, MDPVs, and complete HDGVs less than 14,000 lbs GVWR. Manufacturers

406 Passavant, G. (January, 2014). “Manufacturer Input on Distance Since Last Evaporative Monitoring Decision”. Memorandum to the docket.Page 240 of 961

commented that this requirement should apply on ly to vehicles/test groups meeting the leak standard. Since the leak standard phases

- in between 2018 and 2022 model years (2017 for manufacturers using the 20/20 evaporative emission option), a manufacturer may phase

- in compliance with this requirement as well.

 The minor exceptions which are contained in EPA’s existing OBD regulations are to be continued. Compliance with 13 CCR 1968.2(d)(1.4), pertaining to tampering protection is not required. Also, the deficiency provisions of 13 CCR 1968.2(k) are not be ing adopted. In addition, demonstration of compliance with 13 CCR 1968.2(e)(15.2.1)(C), to the extent it applies to the verification of proper alignment between the camshaft and crankshaft, will apply

only to vehicles equipped with variable valve timing. F or all model ye ars, the deficiency

provisions of paragraph (i) of the existing EPA regulations apply only to alternative fuel vehicle/engine manufacturers selecting this paragraph for demonstrating compliance. T hese changes, taken together will improve the performance, reliability , general utility , and effectiveness of OBD sy stems for Tier 3 exhaust and evaporative emission controls. Furthermore, these changes create the opportunity for OBD evaporative s ys tem leak monitoring sy stems to serve a more promine nt role in ensuring compliance with the leak standard. EPA believes that they

c an be implemented for minimal cost since most manufacturers are meeting them today

and will have to for LEV III vehicles. The provisions we are incorporating b y reference give manufacturers the flexibility to seek a revis ion to the emission threshold for a malfunction on an y diagnostic required if the most reliable monitoring method developed requires a higher threshold to prevent significant errors of commission in detecting a malfunction. 407 Any

decision on a potential exception would be preceded by a consultation between EPA and CARB. As discussed below, the OBD requirements will apply to small entities in the 2022 model ye ar, if they

choose to take advantage of one of the re vised implementation schedules for small volume manufacturers and small businesses

. However, as is the case for larger manufacturers, no backsliding is permitted meaning that if they voluntarily

meet the OBD requirements on their Federal configurations in the 2016 model year as a result of compliance with CARB regulations they must continue to meet the requirements on the Federal configurations in the 2017 and later model years. Small alternative fuel converters will still be able to meet the OBD requirem ents using the provisions of 40 CFR 85 Subpart F. Finally , it should be noted that as CARB updates its OBD regulations in the future EPA will consider these changes and propose to adopt them or incorporate them by

reference, if appropriate. 3. Provision s for Emergency Vehicles It is common for emergency vehicles such as law enforcement, medical response, and fire protection vehicles operated by government entities to be derived from similar publicly available vehicle configurations. However, these vehicles of ten have chassis configurations, auxiliary

407 See 13 CCR 196 8.2 (e)(17).Page 241 of 961

equipment packages, and performance requirements different from the standard publicly available configurations. These emergency response vehicles t ypicall y meet the various EPA emission standards based on the eng ineering calibrations and emission control hardware used in the publicly

available configuration. OBD requirements also apply to these vehicles and occasionall y their unique design and/or operating characteristics may prevent them from meeting one or more of the various OBD requirements. In comments on the NPRM, one manufacturer raised a concern that EPA’s proposed adoption of the current CARB OBDII requirements for the 2017 model year would create a compliance problem for two of their law enforcement vehi cle configurations. These two vehicle configurations cannot meet one element of the current CARB OBDII requirements (CCR 1968.2 (e)(6.2.1)(C)) without compromising the performance expected b y law enforcement personnel. 408 To address this issue CARB provid ed these vehicles an exemption from this provision, by permitting it to meet Federal requirements as permitted by the California Vehicle Code. This solved the problem because the CARB OBD II provision of interest did not exist within the Federal OBD requi rements at that time. This raises both a near term and a broader policy issue related to emergency vehicles

. First, we are incorporating a definition for emergency vehicle that is specific to the Tier OBD requirements. 409 Second, , with regard to the two law enforcement vehicle configurations identified by

the manufacturer , EPA has reviewed the manufacturer ’ s technical information and agrees with CARB’s previous assessment. 410 Thus, EPA will grant the manufacturer a three model year exemption from the requireme nt as requested by the manufacturer (MY2017

- 2019 inclusive). Specificall y, we are delaying the need to comply with the requirements of CCR 1968.2 (e)(6.2.1)(C)

- incorporated b y reference by EPA

- until the 2020MY for any emergency vehicle which does not m eet the requirement in the 2016 model year. This specificall y applies to the two test groups identified by the commenter. Second, in a broader context, there is a need to address the potential future need for a deficiency or an exemption for emergency res ponse vehicles. If CARB grants a deficiency for emergency

response vehicles under CCR 1968.2(k) we would expect this to be done in consultation with EPA. Furthermore, we are incorporating provisions to address a potential situation where an emergency veh icle needs a deficiency (a temporary

or permanent allowance for manufacturers to be non

- compliant with a specific requirement of the OBD regulations as long as certain requirements are met) or exemption which is not addressed b y CARB under CCR 1968.2(k). EPA is adopting a provision which authorizes us to address these circumstances based on an application from the manufacturer. Under this provision, EPA may

approve a request for a deficiency or in extreme circumstances a temporary or potentially

permanent exemption from a given OBD requirement. In considering decisions to approve/disapprove this request, EPA will consider the provisions of CCR 1968.2 (k)(1) plus

408 See Ford Motor Company comments on the Tier 3 NPRM at EPA

- HQ

- OAR

- 2011

- 0135

- 4349

. 409 For the Tier 3 OBD requirements , emergency vehicle means a motor vehicle manufactured primarily for use as an ambulance or combination ambulance

- hearse or fo r use by the United States Government or a State or local government for fire protection or law enforcement.
410 Passavant , G, (J anuary, 201 4 ). Information Related to CARB AFRIM OBD Requirements for Emergency Vehicles . Memorandum to the doc ket.Page 242 of 961

engineering information and vehicle emission and performance data provided by the manufacture r which demonstrates significant vehicle engineering or s ys tem performance issues (e.g., vehicle speed, , acceleration, handling, safety, fuel economy, cost) related to complying with the OBD requirements. 4. Future Considerations EPA and CARB coordinate c losel y on OBD II requirements. When changes to the requirements occur, CARB provisions often precede those from EPA. Since LEV III begins before Tier 3, EPA expects that CARB will revise any OBD II requirements related to the LEV III before EPA would do so for Tier 3. EPA expects to work with CARB on any potential changes to OBD II requirements related to LEV III and to consider proposing such changes in a future action since we expect great commonality between Tier 3 and LEV III exhaust and evaporative emission control sy stems. Two presentations related to CARB’s initial thinking for LEV III related OBDII revisions are available in the docket. 411 Inthe interim, for any Tier 3 exhaust emission bin which does not have a corresponding bin value in the Tier 2 program, the threshold for the exhaust emission malfunction criteria is that of the next higher bin in the Tier 2 regulation as prescribed for the latest model year in CCR 1968.2(e)(1)

- (3)

. In the NPRM, EPA discussed the basics of evaporative emission c ontrol technology and laid out concerns regarding the loss of evaporative and refueling emission control which occurs if a canister is not purged. This can potentially occur if the purge hardware fails or if the flow of purge air through the canister is i mpeded by foreign matter collecting at the inlet port or on the carbon itself, canister poisoning due to fuel or water intrusion, or activated carbon breakdown from phenomena such as road vibration. Failure of purge hardware is already covered b y OBD and a recent study

indicates that this is a relatively rare evaporative s ys tem problem. 412 Failure of the activated carbon to purge due to problems such as those mentioned above are not covered b y OBD. EPA is undertaking a study to better characterize the causes and frequency of such potential problems, and may propose in a future rulemaking an OBD

- based monitoring requirement related to activated carbon/canister capture should the study indicate a significant frequency of loss of canister efficiency in

- use and l oss in emissions control relative to other evaporative s ys tem failure modes. In the NPRM we also asked for comment on several other issues related to the role of OBD in future technology fuel/evaporative control sy stems. This included pursuing a monitori ng threshold less than the 0.020 inches cumulative diameter that we are finalizing in this notice for non

- pressurized and pressurized fuel sy stems. We asked about the feasibility and cost of requiring the OBD leak detection monitoring sy stem to detect an d signal the presence of a smaller diameter orifice, such as 0.010 inch upstream of the purge valve for a pressurized s ys tem with a designed in

- use operating pressure threshold in excess of 0.36 psi (10 inches water).

411 McCarthy , M

. , “CARB Light

- duty OBD Regulation Update”, SAE 2012 Onboard Diagnostics Symposium, Nov 2012 and Remenus, M

. , “CARB Light

- duty OBD Regulation Update”, SAE 2013 Onboard Diagnostics Symposium, September 2013. 412 Weatherby, M., Sabisch, M., Kishan, S. (2014) Analysis of Evaporative On

- Board Diagnostic (OBD) Readiness and DTCs Using I/M Data.Page 243 of 961

Also, for the pressurized sy stem, we asked for comment on a potential provision to require that the fuel tank vent to the canister at key off if the OBD s ys tem identifies a leak. In their comments manufacturers indicated concerns about the need for such provisions or their value in reducing emissions relative to current requirements. EPA believes both of these provisions merit further investigation, but at the present time we lack the data to assess the feasibility and emission reduction benefits associated with each approach and so are not taking action on them. Finally , in the NPRM we sought input on whether the operation of a vacuum pump or similar device used to assist or supplement vehicle engine vacuum purge or any device otherwise used to enhance or control purge flows, rates, or sched ules should be required to be monitored as part of OBD. In their comments the manufacturers indicated their view that this would be covered b y current OBD provisions, and we are not taking further actions. Emissions Test Fuel

**F. Emissions Test Fuel**  In

- use gasoline has changed considerably since EPA last revised specifications for the gasoline used in emissions testing of light

- and heavy

- duty vehicles

. S ulfur and benzene levels have been reduced and, perhaps most importantly , gasoline containing 10 percent ethanol b y volume (E10) has replaced non - oxygenated gasoline (E0) across the country . This trend has had second

- order effects on other gasoline properties. In

- use fuel is projected to continue to change as refiners adjust their gasoline production to re flect the renewable fuel volumes required under the RFS2 program , as well as further sulfur reduction under the Tier 3 rule

. 413 As a result, we are updat ing federal emission test fuel specifications to better match in

- use fuel. The revised test fuel specif

ications appl y for exhaust emissions testing, fuel econom y/ greenhouse gas testing, and emissions testing for non

- exhaust emissions (with some exceptions discussed elsewhere in this preamble, e.g., for refueling tests in flex

- fuel vehicles ). The revised ga soline specifications, found at §1065.710 and discussed below, appl y t o emissions testing of light

- duty cars and trucks as well as heav y- dut y gasoline vehicles certified on the chassis test, where the vehicles are certified to the Tier 3 standards. 414 1. Gasoli ne Emissions Test Fuel: Ethanol Content and Volatility
a. Emission Test Fuel Ethanol Content In the NPRM, EPA proposed that the emissions test gasoline be changed from E0 to E15 as a forward

- looking position based on indications following the 2011 E15 waiver decision that the market would move in that direction. 415 Since the time when we developed the proposal,

413 See 78 FR 49794 (August 15, 2013) for the latest renewable fuel requirements under the RFS2 program. 414 As discussed elsewhere in Section I V , we are also generally requiring the use of Tier 3 test fuel in conducting exhaust, evaporative, and refueling emissions testing of heavy

- duty gasoline engines certified on an engine dynamometer. These could include engines installed in incomplete Class 2b and Class 3 vehicles and engines used in vehicles above 14,000 lb GVWR. 415 EPA issued a waiver allowing E15 to be introduced into commerce for use in MY 2001 and newer light

- duty mo tor vehicles. On July 25, 2011, EPA finalized regulations to mitigate the potential for misfueling of vehicles,Page 244 of 961

several relevant factors have led EPA to reconsider that position, including limited proliferation on a national scale of stations offering E15 and the complexities E15 test fuel would introduce for long

- term harmonization of the Tier 3 vehicle emission regulations with California’s LEVIII program (which uses E10 for emissions testing). We received comments supporting use of E10 as emissions test f uel from the automotive and oil industries, as well as states and NGOs citing the fact that this was most representative of current market conditions. Other stakeholders involved in fuel marketing and distribution cited significant infrastructure cost and liability concerns in making E15 widel y available at existing stations. Ethanol industry commenters generall y supported E15 certification fuel as proposed, but provided no specific timeline on which this blend level would become representative of in

use fuel. The most recent survey s of the market show that E10 now comprises nearl y 100% of in

- use gasoline, with very small amounts of E0 and E15 being sold in limited areas where there is specific interest. 416 Based on this information and considering comment s, EPA is finalizing E10 as the ethanol blend level in emissions test gasoline for Tier 3 light

- duty and heavy

- duty gasoline vehicles. We will continue to monitor the in

- use gasoline suppl y and based on such review may

initiate rulemaking action to revise the specifications for emissions test fuel to include a higher ethanol blend level. As discussed above in Sections IV.A.7. d (tailpipe emission testing) and IV.C. 5 .b (evaporative emission testing), we are requiring all light

- duty and chassis

- certifie d heav y- dut y gasoline vehicles to be certified to Tier 3 standards on federal E10 test fuel. As described in those sections, EPA will accept emission certification test results performed according to CARB’s LEVIII procedures including CARB’s E10 test fuel . Confirmatory and i n - use exhaust or evaporative testing of vehicles certified on CARB’s E10 test fuel will be performed using that same test fuel through MY 2019. After MY 2019, EPA will continue the practice of accepting emission data at certification on the LEVIII test fuel; however confirmatory and in

- use testing may be performed using Tier 3 E10 test fuel at the discretion of the Agency. b. Certification Fuel Volatility (RVP) Specification In deciding to finalize E10 as the emissions test fuel it is a ppropriate to consider whether a change in the volatility

of the test fuel is warranted, ty pically expressed as in pounds per square inch (psi) Reid Vapor Pressure (RVP) or dry vapor pressure equivalent (DVPE). The Clean Air Act (Section 211(h)(1)) sets a national limit on summertime RVP in northern conventional gasoline areas of 9.0 psi to control ozone pollution. However, Congress included a waiver allowance (Section 211(h)(4)) granting an additional 1 psi RVP to 10% ethanol blends, meaning that E10 cou ld have an RVP up to 10 psi in these conventional gasoline areas unless specifically

engines, and equipment not covered by the E15 waiver, i.e., MY 2000 and older light

- duty motor vehicles, all heavy

- duty gasoline vehicles and engines, motorcycles, and all gasoline

- powered nonroad products (w hich in cludes boats). 415 Two of the required mitigation measures are a label for fuel pumps that dispense E15 to alert consumers to the appropriate and lawful use of the fuel and a prohibition on the use of E15 by consumers in vehicles not covered by the waiver, e xcluding flexible fuel vehicles (FFVs). For more details, see 76 FR 44406 (July 25, 2011). 416 More detail on fuel survey data is available in Chapter 3 of the Regulatory Impact Analysis.Page 245 of 961

prohibited by

state or local rules. Under Section 211(h)(4), E15 is not covered by the waiver and thus is restricted to 9 psi nationwide. The automakers submitted comment s that recommended leaving the RVP of emissions test fuel at 9 psi on the basis that raising the specification to 10 psi would increase the stringency of the proposed evaporative emission standards significantly . We agree that the resulting increased vapo r generation rates during the refueling test would increase emissions (by about 10 percent and during the hot soak, diurnal, canister bleed, and running loss tests by as much as 25 percent in total )

. While the likely increase in canister volume in respons e to higher certification fuel RVP would not be difficult for automakers to accommodate in most cases, there are additional uncertainties regarding cost and feasibility of strategies for removing the larger vapor loads from the canister during vehicle operation (vapor “purging”)

. Some vehicles have adequate engine vacuum available to accomplish the increased vapor purge, while others may require new or innovative approaches to increase purge volume or efficiency ( as discussed in the evaporative emissions t echnology discussion in Section IV.C.3)

. Several other commenters, such as NGOs and environmental groups, supported setting certification gasoline RVP to 10 psi to be representative of the worst

- case volatility vehicles may see in the market, making the test procedure more stringent than in the proposed program and further reducing evaporative emissions. Raising the certification test fuel RVP to 10 psi would also impact the equivalency of CARB and EPA hot soak plus diurnal evaporative emission test pro cedures . (California requires the use of 7 psi RVP test fuel, which, in conjunction with higher test temperatures, produces equivalent results to the federal test procedures using 9 psi fuel.) If we were to adopt 10 psi test fuel, we would likel y need to develop and adopt new test procedure adjustments in order to maintain the equivalency of CARB and EPA evaporative procedures (and allow reciprocal acceptance of test data generated under either agency ’s program). In addition, the 1 psi RVP waiver for E10 does not apply to gasoline with higher ethanol levels; for example, under current regulations E15 is subject to an RVP limit of 9 psi. I f EPA had adopted 10 psi test fuel in this rule and if gasoline with higher ethanol levels than E10 were to bec ome commonl y used nationwide, maintaining alignment with in

- use fuel could necessitate a change in emissions test fuel back to 9 psi. A review of 2011 gasoline batch data submitted to EPA shows that just under half of summertime gasoline was conventional gasoline at 10 psi RVP. An additional third was RFG at approximately

7 psi RVP, with the remainder having intermediate RVPs under local volatility control programs. A volume

- weighted average of these data is approximately 8.7 psi RVP. Thus, an emis sions test gasoline volatility at 9 psi aligns well with the average nationwide in

- use RVP today . In addition, virtually all of the areas that have elevated summertime ozone levels where excess evaporative VOC emissions would be of greatest concern already control in

- use gasoline RVP to levels less than 9 psi. Furthermore, under section 211(a)(5), governors can request that the 1 psi waiver for E10 not apply in their state if it causes an emissions increase that contributes to air pollution. Any state ex ercising this authority would have in

- use E10 RVP levels limited to 9 psi.Page 246 of 961

After considering these technical and policy issues in the context of the information available and comments received, we conclude that the most appropriate approach is to set an RV P of 9 psi for Tier 3 emissions test fuel.
c. Durability

Test Fuel EPA’s motor vehicle emissions standards ty pically require a level of performance over a specified test procedure, with emissions measured while the engine or the vehicle is operated using the specified test fuel and operated in a specified manner. The test fuel specifications ty picall y appl y for all emissions testing used to determine compliance with the standard, including emissions testing to obtain a certificate of conformity, as well as compliance testing for newly produced or in

- use engines or vehicles. While this test fuel is sometimes referred to as “certification fuel,” the test fuel specifications are not limited to certification related emissions testing, but also appl y to compliance related emissions testing after the certificate of conformity has been issued. The certification process also typically involves a process to ensure that the emissions controls sy stem is durable over the regulatory useful life of the vehicle or engine . This can involve long

- term or accelerated aging of a vehicle or engine prior to emissions testing. The fuel used for such aging is commonly referred to as service accumulation or durability fuel, and in many cases is specified as commercial gasoline th at will be generall y available through retail outlets (§86.113

- 04(a)(3)), or in some cases may be specified as gasoline which contains ethanol in, at least, the highest concentration permissible in gasoline under federal law and that is commerciall y availa

ble in any state in the United States, such as for durability aging of evaporative emissions system (§86.1824

- 08(f)). EPA is not changing the specifications for fuel used during durability

related aging that is part of the certification process. The regu latory changes in this final rule only appl y to the test fuel used during emissions testing, both for purposes of certification and for later compliance related testing. We are not chang ing the exhaust or evaporative durability fuel requirements outlined i n the provisions of §86.113

- 04(a)(3), except to remove the minimum sulfur content (15 ppm) specified at §86.113

- 04(a)(3)(i). Those provisions require that “ [u] nless otherwise approved b y the Administrator, unleaded gasoline representative of commercial ga soline that will be generally available through retail outlets must be used in service accumulation.” We expect that manufacturers will use service accumulation fuels that are generally representative of the national average in

- use fuels (or worst case fo r durability) during the model year which is being certified, including, for example, the ethanol content (for exhaust emissions), sulfur level, and fuel additive package. For exhaust emission bench aging durability programs as allowed under the provision s of §86.1823

- 08(d) and (e), the bench aging program should be designed using good engineering judgment to account for the effects of in

- use fuels on exhaust emissions, including the effects of future in

- use fuels on cataly tic converters, ox ygen sensors, f uel injectors, and other emission

- related components. For evaporative emissions, durability fuel requirements are the same as for exhaust emissions (as outlined above), plus an additional requirement in the provisions of §86.1824

- 08(f), that the service accumulation fuel “contains ethanol in, at least, the highest concentration permissible in gasoline under federal law and that is commerciall y available in an y state in the United States. Unless otherwise approved b y the Administrator, the manufacturer mu st determine the appropriate ethanol concentration by selecting the highest legal concentrationPage 2 47 of 961

commerciall y available during the calendar ye ar before the one in which the manufacturer begins its mileage accumulation.” Thus, we expect that E15 service accumulation fuel will be used for whole vehicle evaporative durability programs. Similarly , evaporative bench aging durability programs allowed under the provisions of §86.1824

- 08(d) and (e), should be designed using good engineering judgment to account for the durability effects of in

- use fuels on evaporative emissions, bleed emissions, and leakage emissions. 2. Other Gasoline Emissions Test Fuel Specifications Where possible, we are changing test fuel specifications to be consistent with CARB’s LEV III gaso line test fuel specifications. 417 Inaddition to the ethanol and volatility specifications discussed above, b elow is an overview of some of the key changes. Table IV

- 26 provides a summary

of the new test fuel properties. For more information on how we arrived at the test fuel property

ranges and ASTM test methods, refer to Chapter 3 of the R IA

.
 Octane

- lowering gasoline octane to around 87 (R+M)/2 to be representative of in

use fuel, i.e., regular

- grade E10 gasoline. Manufacture rs can continue to use high

octane gasoline for testing of premium

- required418 vehicles and engines as well as for testing unrelated to exhaust emissions. Historically , the high octane rating of test fuel has not had an y real emissions implications. However, as manufacturers begin introducing new advanced vehicle technologies (e.g., turbocharged / downsized), this may no longer be the case. For those vehicles where operation on high

- octane gasoline is required b y the manufacturer, we are allowing the manufac turer to test on a fuel with a minimum octane rating of 91 (R+M)/2 (in lieu of the 87 (R+M)/2 specified for general test fuel). According to the regulations found at §1065.710(d), vehicles or engines are considered to require premium fuel if they are desi gned specificall y for operation on high

- octane fuel and the manufacturer requires the use of premium gasoline as part of their warranty as indicated in the owner’s manual. Cases where premium gasoline is not required but is recommended to improve performa nce would not qualify

as a vehicle or engine that requires the use of premium fuel. For qualifying vehicles and engines, all emission tests must use the specified high

- octane fuel. For vehicles and engines certified on high

- octane gasoline, all EPA confi rmatory

and in

- use testing would also be conducted on high

- octane gasoline. All other test fuel specifications are the same as those described in Table IV

- 26

.
 Distillation Temperatures

- adjusting gasoline distillation temperatures to better reflect in

- use E10 gasoline. This includes minor T10, T90 and FBP adjustments based on AAM fuel survey s and refinery batch data. These data show that T50 varies widely in in

- use fuel, from around 150°F to 220°F. Adopting a wide specificat ion range for test fuel may

have undesirable effects on consistency of results between facilities and over time. Therefore, we have chosen a range of 190

- 210°F to maintain some overlap with CARB’s specification of 205

- 215°F but extending somewhat

417 LEV III test procedures, including a description of test fuel, can be found at 13 CCR 1961.2

. 418 Premium

- required defined at §1065.710(d).Page 248 of 961 lower to better capture federal in

- use fuel. For more information on how we arrived at the distillation temperatures in Table IV

- 26 , refer to Chapter 3 of the RIA.

 Sulfur

- lowering the sulfur content of test fuel to 8

- 11 p pm to be consistent with our new Tier 3 gasoline sulfur standards. The 10 ppm annual average sulfur standard for in

- use gasoline standard is expected to result in two

- thirds less sulfur nationwide so it is appropriate to lower the gasoline test fuel speci fication in concert.

 Benzene

- setting a benzene test fuel specification of 0. 5

- 0. 7 volume percent to represent in

- use fuel under the MSAT2 regulations. 419 The MSAT2 standards, which took effect January

1, 2011, limit the gasoline pool to 0.62 volume percent benzene on average.

 Total Aromatics

- lowering the range of aromatics content in the test fuel to better match today ’s in

- use E10 gasoline, and narrowing the range to limit variability of results. Data from recent gasoline batch data as well as AAM survey s support a specification of 22

- 26 volume percent. 420

 Distribution of Aromatics

– in addition to total aromatics and benzene, the updated test fuel requirements place boundaries on the distribution of aromatics by carbon number (i.e., prescribed volume percent ranges for each of C7, C8, C9, and C10+ hydrocarbons). There is evidence that the heaviest aromatics in gasoline contribute disproportionately

to PM emissions, so compliance with emission standards should be demonstrated on fuel with a composit ion representative of in

- use gasoline. For more information on the aromatics specifications, refer to Chapter 3 of the RIA.

 Olefins

- adjusting the olefins specification to a range of 4

- 10 volume percent to better match in

- use E10 gasoline

.
 Oth er Specifications

- adding distillation residue, total content of oxygenates other than ethanol, copper corrosion, solvent

- washed gum, and oxidation stability specifications to better control other performance properties of test fuel. These specifications are consistent with ASTM’s D4814 gasoline specifications and CARB’s LEV III test fuel requirements.

 Updates to Gasoline Test Methods

– updating some of the gasoline test methods previously specified in §86.113 with more appropriate, easier to use, or more precise test methods for ethanol

- blended gasoline. Key changes include replacement of ASTM D323 with ASTM D5191 for measuring vapor pressure; replacement of ASTM D1319 with ASTM D5769 for measuring aromatics and benzene; and replacement of ASTM D1266 with three alternative ASTM test methods (D2622, D5453 or D7039) for measuring sulfur.

419 72 FR 8434 (February 26, 2007). 420 More details on fuel property analysis are available in Chapter 3 of the RIA.Page 249 of 961 **Table IV**  **- 26**  **. Gasoline Emissions Test Fuel**  **Properties**

Property Unit SPECIFICATION Reference Procedure a Genera l Testing Low

Temperature Testing High Altitude

Testing Antiknock Index (R+M)/2

- 87.0

- 88. 4 b 87.0 Minimum AS TM D2699 and

D2700 Sensitivity (R

- M)

- 7.5 Minimum AS TM D2699 and D2700 Dry Vapor Pressure Equivalent (

DVPE) c,d kPa (psi) 60.0

- 63.4 ( 8.7

- 9.2) 77.2

- 81.4

(11.2

- 11.8) 52.4

- 55.2

(7.6

- 8.0) AS TM D5191 Distillation e

10% evaporated ° C ( ° F) 49

- 60 (120

- 140) 43

- 54

(110

- 130) 49

- 60

(120

- 140)
AS TM D86 50% evaporated ° C ( ° F) 88

- 99 (190

- 210) 90% evaporated ° C ( ° F) 157

- 168 (315

- 335) Evaporated final boiling

point ° C ( ° F) 193

- 216 (380

- 420 ) Residue milliliter 2.0 Maximum Total Aromatic Hydrocarbons volume % 21.0

- 25.0

AS TM D5769 C6 Aromatics (benzene) volume % 0.5

- 0.7 C7 Aromatics (toluene) volume % 5.2

- 6.4 C8 Aromatics volume % 5.2

- 6.4 C9 Aromatics volume % 5.2

- 6.4 C10+ Aromatics volume % 4.4

- 5.6 Olefins 5 mass % 4.0

- 10.0 AS TM D6550 Ethanol blended volume % 9.6

- 10.0 See §1065.710(b)(3) Ethanol confirmatory f volume % 9.4

- 10.2 AS TM D4815 or D5599 Total Conte nt of Oxygenates Other than Ethanol f volume % 0.1 Maximum AS TM D4815 or D5599 Sulfur mg/kg 8.0

- 11.0 AS TM D2622, D5453 or D7039 Lead g/l iter 0.0026 Maximum AS TM D3237 Phosphorus g/l iter 0.0013 Maximum AS TM D3231 Copper Corrosion

- No. 1 Maximum AS TM D130 Solvent

- Washed Gum Content mg/ 100 milli l iter 3.0 Maximum AS TM D381 Oxidation Stability minute 1 000 Minimum AS TM D525
aAS TM procedures are incorporated by reference in §1065.1010. See §1065.701(d) for other allowed procedures. b Octane specifications apply only for testing related to exhaust emissions. F or engines or vehicles that require the use of premium fuel, as described in paragraph (d) of this section, the adjusted specification for antiknock index is a minimum value of 91.0 ; n o maximum value applies. All other specifications apply for this high

- octane fuel. c C alculate dry vapor pressure equivalent, DVPE , based on the measured total vapor pressure, p T , using the followi ng equation: DVPE (kP a) = 0.956 ∙ p T - 2.39 (or D VPE (psi) = 0.956 ∙ p T – 0.347. DVPE is intended to be equivalent to Reid Vapor Pressure using a different test method. dParenthetical values are shown for informational purposes only. e The re ference procedure prescribes measurement of ol efin concentration in mass %. Multiply this result by 0.857 andPage 250 of 961

round to the first decimal place to determine the olefin concentration in volume %. f The re ference procedure prescribes concentration measurement s for ethanol and other oxygenates in mas s %. Convert results to volume % as specified in Section 14.3 of ASTM D4815.
As mentioned earlier, we will continue to allow manufacturers to test vehicles on premium

- grade gasoline should the vehicles require it. In addition, s ince we cannot predict all future changes in gasoline vehicle technologies and in

- use fuels, we will allow vehicle manufacturers to specify

an alternative test fuel under certain situations. Under this provision , if manufacturers were to design vehicles that required operation o n a higher octane, higher ethanol content gasoline (e.g., dedicated E30 vehicles or FFVs optimized to run on E30 or higher ethanol blends), under 40 CFR 1065.701(c), they can petition the Administrator for approval of a higher octane, higher ethanol content test fuel if they can demonstrate that such a fuel would be used b y the operator and would be readil y available nationwide, vehicles would not operate appropriately on other available fuels, and such a fuel would result in equivalent emissions performanc e. For vehicles certified on high

- octane, high

- ethanol gasoline, all EPA confirmatory and in

- use testing would also be conducted on high

- octane, high

- ethanol gasoline. This could help manufacturers who wish to raise compression ratios to improve vehicle efficiency as a step toward compl yi ng with the 2017 and later light

- dut y greenhouse gas and CAFE standards. This in turn could help provide a market incentive to increase ethanol use beyond E10 and enhance the environmental performance of ethanol as a transportation fuel b y using it to enable more fuel efficient engines. We received comments in general support of allowing certification on higher octane fuels if the vehicles require it, although some commenters believe that the criteria EPA is specifying for such an allowance are too severe. We have considered these comments, and as discussed in the Summary

and Anal ys is of Comments document, we continue to believe that our approach is appropriate, and we are finalizing these provisions as proposed. 3. F lexible Fuel Vehicle Exhaust Emissions Test Fuel We are also finalizing specifications for the fuel used in flexible fuel vehicles (FFV) exhaust emissions testing including certification testing. EPA is establishing specifications for FFV test fuel to re solve confusion and inconsistency among FFV manufacturers in carrying out their certification and other testing requirements and to ensure that FFV emissions are appropriatel y controlled over the range of in

- use fuels

. The FFV exhaust emissions test fuel specific ations will phase in on the s ame schedule as the E10 standard gasoline test fuel specifications for light

- and heav y - dut y gas oline vehicles (described in Section IV .F.4 ). These FFV exhaust emissions test f uel specifications may

be used voluntaril y prior to when they are required to be used. The base fuel stock used to formulate FFV exhaust emissions test fuel must comply with the specifications finalized today for the standard E10 emissions test fuel as de scribed in preamble Sections IV.F.1 and 2. This practice avoids the need to specify the ranges for a number of fuel parameters as we have done for gasoline test fuel in Table IV

- 26 and helps to minimize the number of test fuels that a vehicle manufacturer must store. D enatured fuel ethano l (DFE) that meets the specifications discussed in preamble Section V.G. must be blendedPage 251 of 961

into this base fuel stock to attain an ethanol content of 80 to 83 volume percent in the finis hed test fuel. C omm ercial grade normal butane can be added as a volatility trimmer to meet a 6.0 to 6.5 psi RVP specification for the finished test fuel

. 421 As an alternative to the use of DFE to manufacture FFV test fuel, neat (undenatured) fuel grade ethanol c an be used. A s an alt ernative to using a finished E10 standard gasoline test fuel in the manufacture of FFV tes t fuel, the gasoline blendstock used b y the fuel provider to produce a compliant E10 test fuel c an also be used to manufacture the FFV test fuel. This would allow ethanol to be blended only once to produce FFV test fuel. In such cases, a sample of the subject gasoline blendstock must be tested after the addition of ethanol to produce a fin ished standard E10 gasoline test fuel to demonstrate that the blend meets all of the requirements for standard gasoline test fuel described in Section IV.F. The public comments were supportive of EPA establishing specifications for FFV exhaust emissions test fuel. However, some commenters stated that the ethanol content and RVP specifications for FFV exhaust emissions test fuel should be based on typical values for in

- use E85. 422 Automobile manufacturers commented that EPA should wait to finali ze FFV test fuel specifications until a review of in

- use E51

- 83 fuel quality can be completed in later 2013. They stated that this would allow the FFV test fuel specifications to be representative of the change to in

- use “E85” composition since ASTM reduc ed the minimum ethanol concentration from 68 to 51 volume percent. Substantial publicly

available literature exists to demonstrate that the ethanol content of fuel used in FFVs has a significant effect on vehicle emissions. The effect of ethanol content o n FFV emissions becomes more pronounced with increasing ethanol concentration. The current ASTM specification for E85 provides that the ethanol content of E85 may vary from 51 to 83 volume percent depending on climactic conditions. 423 C onsistent with our long standing policy regarding the exhaust emissions testing of FFVs, we continue to believe that FFVs must comply with all emissions control requirements while using any fuel that they have the potential to operate on in

- use. This ensures vehicles are de signed and calibrated for emissions performance across the full range of potential in

- use fuel formulations. FFVs are required to have exhaust emissions certification testing conducted using both E10 and FFV exhaust emissions test fuel to account for the effect on emissions of the full range of potential ethanol blend formulations. To ensure that FFV certification testing adequately accounts for in

- use emissions performance, we are finalizing the ethanol content of FFV exhaust emissions test fuel at 81

- 8 3 volume percent as proposed. Exhaust emissions testing conducted using a fuel containing 81

- 83 volume percent ethanol will provide results that represent the effect of ethanol on FFV emissions performance

421 The specifications for commercial grade butane are contained in 40 CF R 80.82. 422 The term “E85” has historically been used to describe an ethanol blend for use in FFVs with a maximum ethanol content of 83 volume percent and satisfying other fuel parameter specifications established by ASTM International. ASTM D5798

- 1 3 , “Standard Specification for Ethanol Fuel Blends for Flexible

- Fuel Automotive Spark

- Ignition Engines”.
423 ASTM International D5798

- 1 3 , “Standard Specification for Ethanol Fuel Blends for Flexible

- Fuel Automotive Spark

- Ignition Engines”.Page 252 of 961

when this effect is most pronounced. The complim entary emissions certification testing required for FFVs on E10 will ensure that the effect on FFV emissions from the full range of potential in

use ethanol concentrations is represented. Given the need to ensure that FFV emissions certification testing i s representative of the full range of potential in

- use ethanol blends, it would be inappropriate to set the required ethanol concentration for FFV emissions test fuel based on ty pical in

- use levels as suggested b y some of the commenters. Similarly , the RVP of FFV exhaust emissions test fuel must assure emissions performance over the range of in

- use fuels. When ethanol and gasoline are blended to produce high level ethanol blends, the RVP can be and often is very low. As a result, ASTM instituted a minimum RVP for E51

- 83 of 5.5 psi. Given that low volatility fuels can make the control of cold start emissions more challenging, we are finalizing the RVP of FFV exhaust emissions test to be near the minimum RVP that will be encountered in

- use. The 6.0 to 6.5 RVP specification finalized today

will help to ensure that FFVs are designed and calibrated to maintain their exhaust emissions performance across the range of in

- use fuels. The levels of other fuel parameters for in

- use E51

- 83 are determined b y the leve ls of these parameters present in the gasoline blendstock used as diluted by the addition of ethanol. Therefore, we believe that requiring that the levels of these other fuel parameters present in FFV exhaust emissions test fuel be determined b y the dilut ion of the levels present in standard gasoline emissions test fuel appropriately reflects their potential effect on emissions performance. Given the considerations discussed above in determining the FFV exhaust emissions test fuel specifications finalized today , we do not believe that there would be a substantial benefit in waiting for the completion of the E51

- 83 fuel quality survey currentl y underway to finalize FFV test fuel specifications. As discussed in preamble Section V.H., the Agency is also con sidering finalizing the in

use fuel quality standards for higher level ethanol blends on which we sought comment in the NPRM. These standards included an in

- use RVP standard of 9.0 psi matching that of conventional gasoline. They also contained provision s to allow the production of high

- level ethanol blends for use in FFVs from natural gasoline and other higher volatility components. Were we to finalize these in

- use standards, we would also consider raising the RVP for the FFV exhaust emissions test fuel

. We are revising the definition of “alcohol” in 40 CFR part 600 to align with the change in the ASTM specification for in

- use fuels. Under the revised regulation, we consider an alcohol

fueled vehicle to be one that is designed to operate exclusively on a fuel containing 51 percent or more ethanol or other alcohol by volume. This is not intended to change the applicability , procedures, or requirements for the fuel econom y provisions in 40 CFR part 600. 4. Implementation Schedule As described earlier in thi s Section IV, we are establishing Tier 3 exhaust and evaporative emission standards. The changes in the specifications for test fuel appl y to vehicles certified to these new standards. The program is designed to transition to the new test fuel during the first few ye ars as the Tier 3 standards are phasing in. T esting requirement with the new Tier 3 test fuel start s with light

- duty vehicles certified to Tier 3 bin standards at or belowPage 253 of 961

Bin 70, and heav y- dut y vehicles certified to Tier 3 bin standards at o r below Bin 250 (for Class 2b) and Bin 4 00 (for Class 3). For light

- dut y vehicles, Table IV

- 27 below describes the implementation schedule of the new Tier 3 gasoline test fuels for each of the program elements in addition to the all the gasoline test fuel options available during the transition period. Table IV

- 3 below similarl y describes the heav y- dut y gasoline vehicle test fuel implementation schedule and gasoline test fuel options. The new Tier 3 PM requirements for both light
- dut y vehicles and heav y dut y vehicles which phase

- in independent of other vehicle exhaust emission requirements must be met using the certification test fuel for meeting the NMOG+NO X standards. Starting with model years 2020 for light

- dut y and 2022 for heav y - dut y, all manufacturers will use the new test fuel for all exhaust emission testing (with the exception of s mall v olume m anufacturers and small businesses, which can delay using the new test fuel for all vehicles until model year 2022). Manufacturers also need to comply with cold temperature CO and NMHC standards using the new test fuel for an y models that use the new test fuel for meeting the light

duty Tier 3 exhaust emission standards as indicated in the tables below . These same tests wi ll also provide the basis for meeting GHG requirements under 40 CFR part 86 and fuel economy requirements under 40 CFR part 600, as described in the following section.

**Table IV**  **- 27**  **. Exhaust Emissions**  **Gasoline Test Fuels for L**  **DVs, LDTs, and MDPVs**  **Emission Compliance Program**  **Test purpose:**

**demonstration of compliance to**  **the emissions standards:**  **Test Cycles**

**FTP City/ HWFE/SFTP Cold CO** 

**and NMHC**  **High**

**Altitude**

Tier 2 Certification (1)(2)(3)(4) ( 1 ) ( 1 )

Confir matory and In
- use Certification fuel

and/or (1)* ( 1 ) ( 1 ) Tier 3 Early Certification (1)**(2)***(3)(4) (1 )* * ( 3) (1 )* * ( 3) 2015 to 2017 Confirmatory and

In
- use C ertification fuel (1 )* * ( 3) (1 )* * ( 3) Tier 3 phase

- i n Certification (1)**(2)***(3)(4) (1 )* * ( 3) (1 )* * ( 3) 2017 to 2019 Confirmatory and

In
- use C ertification fuel (1 )* * ( 3) (1 )* * ( 3) Tier 3 complete Certification (3)(4) ( 3 ) ( 3 ) 2020+ Confirmatory and

In
- use Certifi cation fuel

and/or (3)* ( 3 ) ( 3 ) Fuels: (1) Tier 2 (2) LEV II (3) Tier 3 E10 (4) LEV III E10Page 254 of 961

*EPA accepts the use of California certification fuels (or Tier 3 E10 for Tier 2 certification) but manufacturer must compl y on the program specific Federal fuel. EPA may perform or require manufacturer testing on the Federal fuel. **Fuel (1) onl y allowed for Bins 160, 125, 110, 85. *** Fuel (2) onl y allowed for carryover SULEV 150k exhaust.

**Table IV**  **- 28**  **. Exhaust**  **Emissions Gasoline**  **Test Fuels for Heavy Duty Vehicles**  **Emission Compliance Program**  **Test purpose: demonstration of**  **compliance to the emissions**  **standards: Test Cycles** 

**FTP City/ HWFE/SFTP High**  **Altitude** Pre
- Tier 3 Certification (1)(2)(3)(4) ( 1 ) Confirm atory and In
- use Certification fuel

and/or (1)* ( 1 ) Tier 3 Early Certification (1)** (3)(4) (1 )* * ( 3) 2016 to 2017 Confirmatory and In
- use C ertification fuel (1 )* * ( 3) Tier 3 phase

- in Certification (1)** (3)(4) (1 )* * ( 3) 2018 to 2021 Confirmatory and In
- use C ertification fuel (1 )* * ( 3) Tier 3 complete Certification (3)(4) ( 3 ) 2022+ Confirmatory and In
- use Certification fuel

and/or (3)* ( 3 ) Fuels: (1) Tier 2 (2) LEV II (3) Tie r 3 E10 (4) LEV III E10 *EPA accepts the use of California certification fuels (or Tier 3 E10 for Tier 2 certification) but manufacturer must compl y on the program specific Federal fuel. EPA may perform or require manufacturer testing on the Federal fuel. **Fuel (1) onl y allowed for Bins 340, 395, 570, 630. Additionally , heav y - duty gasoline engines (HDGEs) not subject to new Tier 3 exhaust emission standards (those certified for exhaust emissions us ing an engine dynamometer) are required to be certified on Tier 3 fuel by MY 2022

. Further discussion can be found in Section IV .C.4.c.Page 255 of 961

For e vaporative emission testing , manufacturers will need to use the new test fuel for an y models that are to be certified to the Tier 3 evaporative emission standards. To the extent that these models are different than those used for exhaust emission testing with the new test fuel, manufacturers will need to do additional testing to demonstrate compliance with all applicable standards. They

may alternativel y use the new test fuel earlier than the regulations specify to avoid additional testing. We further require that manufacturers submit certification data based on the new test fuel to demonstrate compliance with refueling emission standards for any vehicles that are c ertified to the Tier 3 evaporative emission standards. 5. Implications o f Emission Test Fuel Changes o n CAFE Standards, GHG Standards, and Fuel Economy

L abels
a. Test Fuel Under regulations in 40 CFR part 600, vehicles use the same test fuel in emission testing conducted for CAFE standards, greenhouse gas (GHG) emissions, and the fuel econom y label as that used for emission testing for criteria pollutants. This includes the test fuel used for testing on all five cycles (FTP, highway fuel econom y test (HFET), US0 6, SC03, and Cold FTP). In the Tier 3 NPRM, EPA proposed a change in emissions test fuel used to determine compliance with criteria pollutant standards and this test fuel change would also appl y to CAFE and GHG standards and the fuel economy label such that a common test fuel under 40 CFR part 600 was retained. At the same time, EPA indicated its commitment to the principle that the change in test fuel would not affect the stringency of the CAFE or GHG standards and that the labeling calculations would be updated in a future action to reflect the change in test fuel properties. The NPRM indicated that more data and time were needed to assess the effects on stringency

and implementation of these programs. While EPA’s initial review of available data s uggested that the change in test fuel would not impact the GHG standards, more time and data were needed to confirm this initial view regarding the GHG standards and to determine what adjustments if any

would need to be made to the CAFE program and fuel economy label calculation procedures to account for the change in test fuel. EPA indicated we would defer action on appropriate adjustments, if any , for the GHG and CAFE programs until data were available to assess how the difference in the fuel prope rties (Tier 3 fuel compared to Tier 2 fuel) would impact the stringency of the CAFE and GHG standards for Tier 3 technology vehicles and the calculations for the fuel econom y label. EPA indicated that any adjustments or changes in the regulatory

text would be done through a future action. Manufacturers commented that EPA should take action on the necessary adjustments to compliance calculations as part of the Tier 3 final rule. The methodologies for addressing some elements of the changes in fuel propertie s such as the difference in energy density are already addressed in the regulation. One key element, the “R” factor found in the equation of 40 CFR 600.113

- 12(h)(1) is intended to capture inefficiencies and differences in how vehicles respond to changes in the energy

content of the fuel. This factor is empiricall y based, developed using vehicle test data. This value is presently set at 0.6 and is shown in the denominator of the aforementioned equation. While there has been some data evaluated to assess the impact of changing the emission test fuel on the “R” factor, EPA did not propose a value in the NPRM and specificall y stated that we would continue to investigate this issue and if necessary address it asPage 256 of 961

part of a future action, as opposed to changin g it in the Tier 3 final rule. Furthermore, as discussed above, there is a need for more data to fully understand how other changes in certification fuel for Tier 3, such as the octane specification, may affect the stringency

of the CAFE and GHG standards which were based on Tier 2 emission fuel, as well as any implications for the fuel econom y label. These potential effects are best understood using emission data generated on Tier 3/LEV III vehicles tested on both Tier 3 and Tier 2 test fuel. In addition, the manufacturers commented that even with the use of “anal ytically derived data” as permitted under current EPA regulations and guidance 424 , EPA should finalize an appropriate test procedure adjustment in the Tier 3 rulemaking, including adoption of an “ R ” factor of 1.0, and should allow manufacturers the option of using Tier 2 fuel for CAFE, GHG, and fuel economy

labeling at least through MY2019 to provide time for adjusting to the new test fuel

. In the NPRM, EPA indicated that we would not be changing th e “R” factor or implementing other adjustments or changes in the regulatory text in the FRM. In follow

- up meetings with the manufacturers, we expressed a willingness to consider permitting GHG and CAFE to continue on Tier 2 fuel until the future rulemakin g action to address the “R” factor and other potential changes was complete and in effect. The manufacturers responded that under this approach the existing regulations would require a significant amount of additional emission testing for an y model certif ied to the Tier 3/LEVIII exhaust emission standards before the future rulemaking is completed and in effect. 425 This is because Tier 3 test fuels would be used in emission data vehicles (EDVs) evaluated for compliance with Tier 3 criteria pollutant standard s, but these same EDVs would also have to be tested on Tier 2 fuel for GHG, fuel economy label, and CAFE program data purposes. Also, while Tier 2 fuel would apply to EDVs and fuel econom y data vehicles (FEDVs) evaluated for fuel econom y label, CAFE program data values, and compliance with GHG standards, these same FEDVs would have to be retested on Tier 3 fuel to show compliance with the Tier 3 criteria pollutant standards. This additional testing would also extend to in

- use verification program (IUVP) t esting under 40 CFR 86.1845 through 86.1853. In response to the concerns expressed by the manufacturers, EPA has identified five interim changes to existing regulations to both clarify testing requirements and to provide the manufacturers a reasonable op portunity to continue to test for CAFE, GHG, and labeling purposes on Tier 2 test fuels for each EDV and FEDV until such time as EPA determines appropriate adjustments, if any , related to a change to Tier 3 test fuels. EPA believes these changes can be implemented without impacting the integrity of the testing conducted for the criteria pollutant, CAFE, and GHG standards or values generated for determination of fuel econom y labels. It is very important to note that the emission test data generate d by these earl y Tier 3/LEVIII vehicles covering both Tier 2 and Tier 3 test fuel will provide data needed to assess the “R” value and the impact of the fuel change on the stringency of the CAFE and GHG

424 See 40 CFR §600.00 6

- 08(e) and EPA guidance letter CD 12

- 03, February 27, 2012 and CCD

- 04

- 06, March 11, 2004, available at http://iaspub.epa.gov/otaqpub/. 425 This could start as early as the 2015 MY w hen the LEV III program begins to phase

- in.Page 257 of 961

standards, and the calculations for the fuel economy labeling program. These data will be instrumental in developing an y appropriate adjustments to maintain equivalent stringency for the CAFE and GHG standards and to update the fuel econom y labeling calculations, as needed. At the present time, EPA expe cts to have the needed data in earl y to mid 2015 and will then be in a position to conduct a thorough assessment of the impacts of different emission test fuels on Tier 3/LEV III vehicles and develop an y appropriate adjustments and changes , in consultatio n and coordination with NHTSA. These interim changes which are presented below and shown in Table IV

- 29 , apply onl y to vehicles certified to the Tier 3 and/or LEV III exhaust emission standards in the model years before the future action mentioned above takes effect. These are reflected in 40 CFR 80. 600. 11 7

. 1. For an y given EDV or FEDV, our regulations will require that testing related to CAFE and GHG standards and the fuel economy label must still be done on Tier 2 fuel e ven if criteria pollutant testing is done on Tier 3 or LEV III fuel. The “R” value used in the fuel economy equation would remain at 0.6 until any change is made in a future rulemaking. 2. The requirement continues that FEDVs are expected to meet the cri teria pollutant emission standards. As a flexibility , rather than requiring FEDVs to retest on Tier 3 fuel to show that they pass the criteria pollutant emission standards, we are providing in the regulations that FEDVs may

meet these standards using Tier 2 fuel on each of the five cycles (as applicable) or be subject to retesting and passing on Tier 3 fuel if they do not meet requirements on Tier 2 fuel or otherwise do not comply with 40 CFR 86.1835

- 01(b) and 40 CFR 600.008(b). In these circumstances, assuming a retested vehicle meets criteria pollutant standards on Tier 3 fuel, the emissions results on the Tier 2 fuel will still be used for CAFE, GHG, and fuel economy labeling purposes. Retesting on Tier 3 fuel is onl y required for those cycles where the FEDV did not meet the criteria pollutant standards on Tier 2 fuel. 3. As a flexibility , if EDV testing is conducted on Tier 3/LEV III fuel for criteria pollutants (all 5 cycles), then we are requiring the EDV testing to be conducted on Tier 2 fuel for only 2 cycles (FTP and HFET) for GHG and CAFE purposes. These emission results on Tier 2 fuel are expected to meet the Tier 3 criteria pollutant standards. Our regulations then require manufacturers to use these EDV Tier 2 fuel test results (FTP and HFE T) for the CAFE, and GHG standards. The EDV Tier 2 fuel test results (FTP and HFET) would also be used for fuel econom y label calculations except in rare cases where the EDV does not pass the litmus test or if the manufacturer voluntarily elects to use th e vehicle specific 5

- cycle method to determine fuel econom y label values. In those two cases, the EDV would need to be tested on Tier 2 test fuel on each of the five cycles. 4. As a flexibility , during the interim model years, manufacturers may use either Tier 2 or Tier 3/LEVIII test fuel emission results to conduct the litmus evaluations for fuel econom y labeling under 40 CFR 600.115

- 11. All emission results for the five tests involved used must be from the same test fuel. EPA believes this is appropri ate since the litmus evaluation is based on a comparison of the percent differences of 2 and 5 cycle values rather than absolute differences in the values. If a manufacturer chooses to conduct the litmus evaluation using LEVIII fuel, the cold FTP test must still use Tier 3 fuel. In the situation where the manufacturer uses Tier 3/LEVPage 258 of 961

III test fuel for the litmus test the R

- factor will be 0.6. EPA will provide guidance on determining the values for the other fuel quality parameters needed for the fuel econ om y calculations when Tier 3/LEVIII fuel is used. 5. Exhaust emission testing for IUVP for GHGs shall be conducted using the same test fuel as used for criteria pollutant certification, unless the manufacturer uniformly elects to conduct its IUVP GHG tes ting on Tier 2 fuel. This relieves the need to conduct IUVP testing for criteria pollutants on Tier 3 fuel and GHG testing on Tier 2 fuel. EPA believes this is an acceptable interim regulatory flexibility , since the IUVP testing for GHGs does not involve the IUCP provisions of 40 CFR 86.1846

- 01.

Table IV

- 29 : Interim Testing Requirements for EDVs and FEDVs on Tier 3 and Tier 2 Test Fuel Criteria

Pollutant (EDVs) GHG/Label/CAF E Litmus IU VP

(EDVs and FEDVs) (Tier 2 fuel) Calculation Tests/Cycles 5

- cycle 5

- cycle 2

- cycle (CAFE/GHG/label) 5

- cycle Criteria Pollutant GHG * (label) Test fuel requirements Tier 3

fuel or other transition option ** Tier 2

fuel Tier 2 fuel Tier 3 fuel Tier 2 or

Tier 3 fuel Ti er 3

fuel Tier 2

fuel

FTP X X X Show criteria pollutant standards are met using Tier 2 fuel or must retest on Tier 3 fuel Use 5

-

cycle Tier 3 fuel or Tier 2 fuel test results X X

HFET X X X X X US06 X X X SC03 X X Cold FTP X X

* Manufacturer may uniformly elect to use Tier 2 fuel results to meet the IUVP GHG requirements or rely on Tier 3 results. ** **California Phase 2 fuel is only permitted for GHG/Label/CAF E**  **and Litmus assessments for vehicles certified for criteria pollutants in the Ti**  **er 3 program using carryover data from CARB LEV II certifications such as SULEVs and PZEVs .**  Manufacturers may

use LEVIII fuel (California Phase 3) in lieu of Tier 3 fuel, but any cold FTP testing must be done using Tier 3 Cold FTP fuel. LEV III fuel is 7 RVP E10 , Tier 3 fuel is 9 RVP E10 , and Tier 2 fuel is 9 RVP E0

.Page 259 of 961

Manufacturers have presented two points of view with regard to when the potential new requirements (including a revised “R” factor and other possible test procedure c hanges/adjustments related to CAFE, GHG, and fuel econom y labeling) should take effect once the future rulemaking action mentioned above is complete. Some have stated that use of the new provisions should be available for use as soon as possible after the rule is completed. This would minimize the need for any future duplicate testing and put manufacturers on course for full y aligning with the new requirements quickly . Others have asked that there be lead time provided before the application of the new req uirements becomes mandatory . The manufacturers have expressed concern that the use of the new requirements more quickly by one manufacturer versus another could create a competitive imbalance. At the same time, manufacturers do not necessarily

want to be forced to certify all products to the new requirements by a cut
- off date (e.g., 2020 model year) without EPA consideration of phase

- in or phase

- out provisions and data carryover. EPA understands the manufacturers’ various issues and concerns in thi s area. Based on the information available at this time, EPA is expecting to allow the optional use of any future adjustments for compliance calculation and labeling purposes as soon as the future rule mentioned above becomes effective. Furthermore, we e xpect that the mandatory use of any

such new adjustments with all Tier 3 certifications would be required for the 2020 MY. These initial timing projections are subject to revision based on timing of the completion of the future action and the data and record developed in that future rulemaking. b. Useful L ife for GHG Standards As stated above, EPA is committed to retaining equivalent stringency for GHG emissions compliance beginning in MY 2017. We need more emissions test data to better understand the GHG emission impacts of Tier 3 fuel in Tier 3 technology vehicles. However, we believe that certifying a vehicle to a longer useful life fo r an y emission constituent would have only a beneficial effect on emissions. To address potential concerns about changes in the stringency of the GHG standards resulting from a longer useful life, we are not requiring a longer useful life for GHG emission standards , although manufacturers can optionall y certify GHG emissions to a 150,000 mile, 15 year useful life. 6. Consideration of Test Fuel for Nonroad Engines and Highway Motorcycle s As described earlier in Section IV.F ., we are adopting new specifications for the gasoline emissions test fuel used for testing highway vehicles subject to the Tier 3 standards. Earlier in the development of this rulemaking, EPA also considered changing the test fuel specifications for other cate gories of engines, vehicles, equipment, and fuel s ys tem components that use gasoline. These include a wide range of applications, including small nonroad engines used in lawn and garden applications, recreational vehicles such as ATVs and snowmobiles, rec reational marine applications, and highway motorcycles. While engines in some of these categories employ advanced technologies similar to light

- duty vehicles and trucks, the vast majority of these engines emplo y much simpler designs, with many of the engi nes being carbureted with no electronic controls. Because of the lower level of technology , emissions from these engines are potentially

much more sensitive to changes in fuel quality

.Page 260 of 961

EPA is not applying the new emissions test fuel specifications to thes e other categories of engines, vehicles, equipment, and fuel s ys tem components. In discussing the potential change in test fuel specifications with the large number of businesses potentially impacted by

such a change, man y companies supported such a chang e. However, a number of manufacturers raised concerns about the level of ethanol in the new fuel, the cost of recertifying emission families on the new fuel, the impact on nationwide product offerings, and the cost impact of compl yi ng with the existing st andards on the new test fuel. EPA believes it is important that the test fuel for these other categories reflect real

- world fuel qualities but has elected to defer moving forward now pending additional analy sis of the impacts of changing the test fuel spe cifications for the wide range of engines, vehicles, equipment and fuel sy stem components that could be impacted. These impacts include the impact on the emissions standards, as well as the other issues raised by the manufacturers. EPA plans to explore s uch a change in a separate future action. While we are not changing the test fuel specifications for these other types of vehicles and engines, we are updating the reference standards associated with specific parameters and making minor adjustments to calculation methods. For certified engines and vehicles that have already been using the test fuel specified in §1065.710, we are clarifying that the RVP is calculated using the same equation described above for the new fuel specified for Tier 3 vehicles. We are also taking the opportunity to align and update test methods for the various gasoline test fuels in 40 CFR part 86. Specificall y, we are revising § § 86.113 and 86.213 to (1) use both ASTM D2699 and ASTM D2700 for octane measurements involving both research and motor octane specifications (including octane sensitivity), (2) use ASTM D2622 for all sulfur measurements, which is widely used and provides superior results compared with the methods that have been referenced in the regulations, (3) use AST M D5191 for measuring fuel volatility , including the calculation described above. We are also updating the regulations to reference a newer version of the following currentl y referenced procedures: ASTM D86, ASTM D1319 ASTM D2699, ASTM D3231, and ASTM D32 37. All these changes and updates align with fuel specifications in 40 CFR part 1065. 7. CNG and LPG Emissions Test Fuel Specifications There are currently

no sulfur specifications for the test fuel used for certifying natural gas (CNG) vehicles. There is a lso no sulfur specification in 86.113 for the test fuel used for certifying liquefied petroleum gas (LPG) light duty vehicles. The LPG certification test fuel for heav y- dut y highway engines and for nonroad engines in 1065.720 includes an 80 pp m maximum sulfur specification. We request ed comment on the appropriateness of changing 86.113 to ref erence 40 CFR part 1065 for all natural gas and LPG test fuels. We further request ed comment on amending these specifications to better reflect in

- use fuel charac teristics, and in particular on the appropriateness of aligning the sulfur specifications with those that apply for gasoline test fuel. We noted that c hanging the sulfur specifications would depend on establishing that the new specification is consistent with the range of properties expected from in

- use fuels. The Alliance of Automobile Manufacturers (the Alliance) stated that EPA should adopt a 10 ppm maximum sulfur specification for CNG and LPG vehicle certification test fuels. They also stated that §8 6.113 should reference part 1065 for CNG and LPG test fuels (for light and heav y duty vehicles). The American Petroleum Institute (API), the Association of Fuel andPage 261 of 961

Petrochemical Manufacturers (AFPM), and several individual refiners stated that EPA should not establish new sulfur standards for CNG and LPG vehicle certification test fuels until additional data are available on the sulfur content of in

- use CNG/LPG fuels. The National Propane Gas Association (NPGA) stated that they are opposed to a change in the sulfur specifications for LPG vehicle certification test fuels given that they are unaware of any

issue that would warrant such a change. As discussed in Section V.J. of today ’s preamble, additional time is needed for EPA to work with industry

to c ollect data on current CNG/LPG sulfur content, to determine whether additional control of in

- use CNG/LPG sulfur content is needed, and to evaluate the feasibility and costs associated with potential additional sulfur controls. Therefore, we are deferring finalizing in

- use quality

and certification test fuel specifications for CNG and LPG at this time. **G. Small**  **Business Provisions** We are adopting special flexibility provisions for small businesses that are subject to the Tier 3 emission s standards. Such busin esses are typically vehicle manufacturers, independent commercial importers (ICI s) , or alternative fuel vehicle converters. We are also providing Tier 3 flexibility to companies that, though they may not meet the eligibility

requirements for small busines ses, sell less than 5,000 vehicles per ye ar in the United States, and thus qualify as small volume manufacturers (SVMs). These companies and small businesses ty pically face similar challenges in implementing new EPA vehicle standards

. As in previous vehic le emissions rulemakings in which we have provided such flexibilities , our reason for doing so is that these entities generall y have more implementation difficulty than larger companies

. Small compan ies generally have more limited resources to carry out n ecessary

research and development ; they can be a lower priority

for emission control technology

suppliers than larger companies; they have lower vehicle production volume s over which to spread compliance costs ; and they have a limited diversity of product lines, which limits their ability

to take advantage of the phase

- in and averaging provisions that are major elements of the Tier 3 program

. We proposed small business provisions largel y based on the recommendations of the Small Business Advocacy Review (SB AR) Panel , described in Section XIII.C of the Notice of Proposed Rulemaking (NPRM)

. We proposed provisions for additional lead time , reduced testing requirements, and opportunities for hardship relief to help small entities to leverage technological devel opments by other s and to spread the availability of needed engineering , supplier, and capital resources. Based on the comments we received, we have improved on the proposed provisions in the final rule as described in detail below. 1. Lead Time and Relaxed Interim Standards We propos ed that small businesses and SVMs be allowed to postpone compliance with the standards and other Tier 3 requirements, including use of the new certification test fuel, until model year (MY) 2022. For MY 2022 and later, they would be subject to the same Tier 3 requirements as other manufacturers, including the declining fleet average NMOG+NOx standard s and the fully

phased in 30 mg/mi FTP standard for MYs 2025 and later. We requestedPage 262 of 961

comment on adopting relaxed FTP NMOG+NOx standards for small companies in the light

- duty market segment, noting that LE V III provides light

- duty SVMs with relaxed FTP NMOG+NOx standard s of 125 and 70 mg/mi in MYs 2022 and 2025 , respectivel y . We did not receive comments from non

- SVM small businesses sub ject to the Tier 3 vehicle standards about our proposed small entity phase

- in provisions. However, we received comments from SVMs, as well as the Alliance of Automobile Manufacturers and the Association of Global Automakers, arguing that the proposed phas e - in did not provide adequate lead time relief for SVMs, and that the long

- term Tier 3 standards for light

- dut y vehicles are not technologicall y feasible for SVMs. They highlighted the ability of large manufacturers to offset high emissions from high

- perf ormance, luxury

models by

averaging with their low

- emitting models, while competing SVM products must be designed to actuall y achieve low emissions while still meeting customers’ performance expectations. Their limited production can also result in emissi on control technology suppliers placing a lower priority on SVM orders than on those of larger, high

- volume manufacturers. Because of these factors, SVMs suggested that their companies meet a slightly more stringent NMOG+NO X standard (125 mg/mi) than what we proposed for SVMs in the earl y ye ars of the program, and a permanently relaxed standard of 51 mg/mi beginning in MY 2022. Ferrari suggested a compliance schedule for SVMs similar to the California LEV III program, with either a permanently relaxed st andard (matching the California LEV III 70 mg/mi long

- term standard) or a delay

until MY 2030 to meet the primary 30 mg/mi Tier 3 standard (when they suggest that SVMs could potentially compl y). CARB comments supported Tier 3 adoption of its LEV III provi sions for SVMs, including the long

- term 70 mg/mi standard beginning in MY 2025. VNG, a natural gas fuel network provider, commented that gaseous

- fuel small

- volume test groups should be given extended phase

- in opportunities identical to those proposed for SVMs, regardless of company size. As justification, VNG pointed to challenges unique to converting vehicles to operate on natural gas: thermal management of direct injection fueling and engine oil sy stems, adaptation of gasoline direct injection (GDI) controls to natural gas port fuel injection, and improvement of turbocharger response times. After considering the comments, we agree with SVMs that their unique logistical and technological challenges, especiall y in the later ye ars of the primary FTP NMOG+N Ox standards phase

- in schedule, warrant a significant period of relaxed standards for these manufacturers. However, we have found no fundamental reason wh y, given sufficient lead time, all manufacturers, regardless of company size and vehicle characteristics, will not be able to meet the Tier 3 standards. Thus, we are finalizing an optional program for SVMs, available to non - SVM small businesses as well, under which they can choose an alternative 3

- stage FTP NMOG+NOx fleet average standard phase

- in schedu le: an initial standard of 125 mg/mi for MYs 2017 through 2021, a more stringent standard of 51 mg/mi for MYs 2022 through 2027, and the final Tier 3 standard of 30 mg/mi thereafter. Because companies choosing this 3

- stage compliance option are certifyi ng to Tier 3 bin standards in MY 2017, we are requiring that other exhaust emissions standards, including SFTP and PM standards, appl y for their vehicles as well, to the same degree and on the same schedule as for other manufacturers. Application of evapo rative emissions and onboard diagnostics (OBD) standards, on the other hand, is not affected by choice of the 3

- stage compliance optionPage 263 of 961

for the FTP NMOG+NOx standards, and small companies may separatel y choose to delay compliance with evaporative emissions and OBD standards (except as noted in Section IV.G.3) until MY 2022, as proposed. In addition, small companies choosing the 3

- stage compliance option may

delay the longer useful life and new test fuel requirements for exhaust emissions standards until MY 2022 to align these changes with the 3

- stage schedule. This option would not preclude use of other applicable small entity flexibility

provisions discussed in this subsection. Although we are adopting this revised implementation schedule for SVMs and small businesses, we believe the proposed approach of allowing postponement of Tier 3 compliance until MY 2022 may

be useful for small companies needing more lead time to begin certifying Tier 3 vehicles. Therefore we are finalizing the proposed approach as an additional but separate option for such companies, including SVMs , I CI s , and alternative fu el vehicle converters

. Furthermore, because the optional 3

- stage SVM implementation schedule, and the record of comments that prompted it, are specific to the li ght

- duty sector, we are not extending it to heavy

duty vehicles and instead are finalizing only the proposed approach of allowing postponement of Tier 3 compliance until MY 2022 for an y SVMs and small businesses in the heav y - dut y s ector. Companies that tak e advantage of one of the SVM and small business implementation schedule provisions in either the light

- duty or heavy

- dut y sector are not allowed to generate or use Tier 3 exhaust emissions credits in that sector while or before they are subject to signifi cantly less stringent standards than other manufacturers. That is, they cannot earn or use Tier 3 exhaust emissions credits before MY 2022 under the 3

- stage light

- dut y SVM revised implementation schedule, and they

also cannot do so before MY 2022 if they are using the postponed compliance schedule that we proposed , unless they choose to end their use of these SVM implementation options earlier than MY 2022

. We disagree with VNG’s assessment that small

- volume test groups of large manufacturers should have until 2022 to comply with Tier 3. The technical challenges outlined by VNG have to do with converting gasoline vehicles to run reliabl y and durably on natural gas. Although these conversion challenges may be exacerbated for the new generation of turbochar ged GDI vehicles, we have no evidence or comments from a vehicle manufacturer indicating that meeting Tier 3 standards is significantly more difficult for natural gas vehicles than for gasoline vehicles. Note that we are providing some relief for small vo lume test groups in the form of assigned deterioration factors (discussed below), but not because of feasibility concerns. Rather, we believe that assigned deterioration factors provide a sufficient alternative to the extensive process of developing a uni que factor for each low

- volume vehicle model. We find no justification to delay compliance with Tier 3 standards for larger manufacturers’ low

volume models as requested by VNG. 2. Assigned Deterioration Factors In Tier 3 as in past programs, m anufacturers must demonstrate compliance with emission s standards throughout the vehicle’s useful life. This is generall y done by testing vehicles at low mileage and then applying a deterioration factor to the measured emission s levels. The deterioration factors are d etermined by testing emission s control sy stems before and after an aging process

. In the past we have allowed small entities to use deterioration factorsPage 264 of 961

assigned b y EPA instead of performing the extended testing , and we proposed to do so again for demons trating compliance with Tier 3 exhaust and evaporative emission s standards. We did not propose specific assigned deterioration factors, but noted that the proposed delay in the small entity compliance schedule to MY 2022 would allow sufficient deteriorati on data from large manufacturers to accumulate for timely develop ment of these factors. We are adopting the assigned deterioration factor provisions for small businesses and SVMs (as well as for small volume test groups), as proposed. Commenters expressed support, and asked that the Agency commit itself to keeping these factors up to date as durability data accumulates. In response, we can state that we are committed to periodically updating and publishing these assigned deterioration factors. Given that SVMs will be allowed to use the revised implementation schedule described above, starting in MY 2017, it becomes necessary to consider assigned deterioration factors in stages. Because there may not be a sufficient base of accumulated durability

data on Tier 3 vehicles b y MY 2017, we expect that the current set of assigned factors based on Tier 2 vehicles may continue in place for some time, noting that the MY 2017

- 2021 SVM fleet average of 125 mg/mi is not too much different from the average of today ’s T ier 2 vehicle emissions. By MY 2022, when the SVM NMOG+NOx fleet average standard drops to 51 mg/mile, we expect to have new assigned factors available. We note that small businesses and SVMs may also, with advance EPA approval, use deterioration factors developed b y another manufacturer (40 CFR 86.1826

- 01(b)). 3. Reduced Testing Burden and OBD Requirements Under our existing regulations, manufacturers must perform in

- use testing on their vehicles and demonstrate that their in

- use vehicles comply with the em ission s standards. The se regulations provide for reduced levels of testing for small companies with annual sales under 15,000 , and for no in

- use testing for those with annual sales up to 5,000

. We received no adverse comments on our propos al to conti nue this approach in Tier 3, and are retaining it. As described in Section s IV .A and IV.B , we are requiring manufacturers to test for PM emissions from vehicles of all fuel ty pe s , a change from previous practice in which non

- diesel vehicles could be waived from PM testing. However, we propos ed and have decided to continue the PM testing waiver in T ier 3 for small businesses and SVMs . In lieu of testing, these companies are required to make a statement of compliance with the Tier 3 PM standards , and their vehicles are still subject to the standards . We may however measure PM emissions to determine compliance in EPA confirmatory or in

- use testing. We propos ed to apply

CARB’s OBD requirements to Tier 3 vehicles, except that small alternative fuel vehicle converters would be allowed to instead meet our existing OBD requirements (40 CFR 86.1806

- 05) . The natural gas fuel network provider VNG objected that the proposed exception disadvantages larger vehicle manufacturers and should be made equally available to all vehicle manufacturers’ small volume test groups. We expect that larger manufacturers wishing to produce alternative fuel vehicles will be familiar with CARB’s OBD requirements and well

- positioned to implement these requirements in Tier 3. We note that larger OEMs themselves did not request to be covered by an extension of this provision.Page 265 of 961

We are finalizing the exception to the Tier 3 OBD requirements as proposed. Note that the optional delay

in Tier 3 implementation until MY 2022 that is available to small businesses, discussed above, includes a delay in the Tier 3 OBD requirement to MY 2022, as proposed, except that vehicles already meeting this requirement in MY 2017 must continue to do so in subsequent years. We are also adopting this Tier 3 OBD d elay to MY 2022 for small companies taking advantage of the revised light

- duty 3

- stage implementation schedule discussed above, even though other Tier 3 requirements start for them in MY 2017, in order to avoid overburdening these manufacturers with multip le sets of new OBD design constraints. 4. Hardship Relief We propos ed and are adopting provisions for small businesses and SVMs in hardship situations to apply

for additional time to meet the Tier 3 standards

. Such appeals will need to include evidence that the noncompliance would occur despite the manufacturer's best efforts to comply , and that severe economic hardship would occur if the relief is not granted, though the compan y need not show that its solvency will be in jeopardy without the relief. (This s howing is required in other EPA programs granting hardship relief under 40 CFR 1068.250.) The duration of relief will be established on a case

- by

- case basis for Tier 3 and is not being limited by regulation. Commenters supported these proposed provisions , within the context of a revised approach to SVM lead time, discussed above. 5. Eligibility

for the Flexibilities As proposed, we are using the federal Small Business Administration (SBA) criteria to define s mall businesses eligible for the special provision s. SBA defines small business vehicle manufacturer s as those with less than 1,000 employees , and small business IC Is and alternative fuel vehicle converters are evaluated using SBA criteria based on annual revenues. See Section IV .H.3 for a discussion of additional provisions that apply specifically

to ICI s. Also, as proposed, we are defining SVMs in 40 CFR 86.1838

- 01 for purposes of Tier 3 as compan ies with nationwide annual U.S. sales volumes at or below 5,000 vehicles, though the 15,000 vehicle thresh old used in Tier 2 continues to apply in a few regulatory

provisions that Tier 3 changes are not impacting. Eligibility will be evaluated using an average of 2012

- 2014 MY sales. For companies with no 2012 MY sales, projected sales may be used, but their eligibility will be re

evaluated thereafter using a three

- year running average. VNG commented that the proposed 5,000 vehicle threshold could potentially limit the ability (or willingness) of natural gas SVMs to scale up production by forcing a tradeoff be tween sales and regulatory

burden, pointing also to the fact that 15,000 vehicles is only 0.1% of annual light

- duty vehicle sales. We do not believe that the SVM relief provisions are so advantageous as to cause self

- limiting of sales, except possibly in the unlikely

case of a company

very near the threshold. Even if this were to happen, moving the threshold to 15,000 would not prevent the same dy namic from happening at that sales level. Furthermore, our use of a three

- ye ar average of sales for determini ng SVM eligibility protects the SVMs from being penalized for having an especiall y good ye ar not reflective of its long

- term growth trend. See the MY 2017 and later light

- duty GHG final rule for a discussion of our basis for adopting the 5,000 vehicle thr eshold (77 FR 62793, October 15, 2012).Page 266 of 961

We request ed comment on extending eligibility for the Tier 3 SVM provisions to small manufacturers that are owned b y large manufacturers but are able to demonstrate that they are operationall y independent. We establ ished such a provision in the light

- duty greenhouse gas (GHG) program , and CARB did so in LEV III

. Comments from CARB and Ferrari supported this extension. No commenters opposed it; however, Advanced Biofuels USA recommended caution to avoid advantaging SVMs capable of leveraging parent compan y resources to drasticall y increase U.S. market share within 2

- 3 years. Given the establishment of this provision in our GHG program, and the value of this extension for harmonization with LEV III, we are adopting this change into Tier 3 using the same eligibility criteria as in our GHG program, set forth in 40 CFR 86.1838

- 01(d). We believe these criteria are sufficiently strict and objective to address the concerns expressed b y Advanced Biofuels USA. To qualify

as SVMs in either the light

- dut y or heavy

- dut y Tier 3 programs, the compan y’s total sales of vehicles subject to standards under Part 86 Subpart S count toward the vehicle sales limit, including both light

- and heav y - duty vehicles. Companies so qualified may take advantage of SVM provisions in both sectors. **H. Compliance Provisions**  1. Exhaust Emission Test Procedures We are finalizing most of the amendments we proposed to 40 CFR part 1066 as part of the effort to migrate test requirements from 40 CFR part 86. We began this process a couple of ye ars ago when we established part 1066, but we applied these test procedures only to certain vehicles above 14,000 lbs gross vehicle weight rating ( GVWR) for the purpose of measuring greenhouse gas emissions (76 FR 57470, September 15, 2011). This final rule extends these procedures, with some amendments, to vehicles at or below 14,000 lbs GVWR for measurement of both criteria pollutants and greenhouse gas emissions. The procedures in part 1066 cover the same requirements th at have been included in 40 CFR part 86, but include more detailed specifications for how to measure exhaust emissions using a chassis dynamometer. They also reference large portions of 40 CFR part 1065 to align test specifications that apply equall y to e ngine

- based and vehicle

- based testing, such as CVS and anal yz er specifications, calibrations, test fuels, calculations, and definitions of many terms. Overall, the part 1066 procedures represent a modernization of the part 86 procedures rather than fundam entally different procedures. Until this rule, testing requirements related to chassis dy namometers have relied on a combination of regulatory provisions, EPA guidance documents, and extensive learning from industry experience that has led to a good unders tanding of best practices for operating a vehicle in the laboratory

to measure emissions. The revisions we are finalizing capture this range of material, integrating and organizing these specifications and procedures to include a complete set of provisions to ensure that emission measurements are accurate and repeatable. This final rule includes the following revisions to part 1066: • Clarification of regulatory requirements.Page 267 of 961

• Migration of mass

- based emission calculations from part 86 to part 1066. • Intro duction of a new NMOG calculation. • Revision of 40 CFR part 1066, subpart B, to increase the specificity with which part 1065 references are made as they pertain to testing equipment, test fluids, test gases, and calibration standards. • Addition of coast down procedures for light

- dut y vehicles. • Reordering of the test sequence with respect to vehicle preparation and running a test. • Specifying part 1065 procedures for PM measurement, including certain deviations from part 1065 for chassis testing. • Inse rtion of detailed test specifications for vehicles certified under 40 CFR part 86, subpart S. • Addition of provisions related to testing with four

- wheel drive dynamometers, as described below. • Correction of typographical errors. We are finalizing the us e of part 1065 for PM measurement with slight adjustments to the dilution air temperature, minimum dilution ratio, and background measurement requirements. By controlling the parameters that affect PM formation (dilution air temperature, dilution factor, s ample residence time, filter face temperature, and filter face velocity), the procedures will reduce lab

- to
- lab and test

- to
- test variability

. The regulations being finalized will provide alternative approaches to sample PM onto different combinations of fi lters. One option is to collect a sample for phases 1 and 2 of the FTP on a single filter, and collect a sample for phases 2 and 3 of the FTP onto a second filter. Another option is to collect a sample for phases 1, 2, and 3 on a single filter. A final option is to sample PM emissions from two full UDDS cycles; however manufacturers choosing this option must still run a separate three

- bag test for evaporative emission testing. We will continue to allow sampling under the traditional FTP methodology of a bag or filter per test phase (3 phases in total) instead of these new methods. We are also finalizing new PM sampling and calculation methods as proposed. We are revising the chassis dy namometer specifications in part 1066 by removing the maximum roll diam eter and by requiring speed and force measurements at a minimum frequency of 10 hertz (Hz). Some manufacturers may be interested in testing with nonstandard dy namometer configurations, such as new flat

- track dy namometers or old twin

- roll dy namometers. We m ay

approve the use of these and other nonstandard dynamometer configurations as alternative procedures under 40 CFR 1065.10(c)(7). We proposed that EPA may test vehicles with the capability of all

- wheel drive operation with dy namometers operating in either two
- wheel drive or four

- wheel drive mode, regardless ofPage 268 of 96 1

the ty pe of dy namometer that the manufacturer used for certifying the vehicle. However, the final regulations specify

that we will conduct our testing using the same drive mode as the manufacturer. Vehicle manufacturers commented that differences in test results between a vehicle tested on a two

- wheel drive and a four

- wheel drive dynamometer might be due to differences in dynamometer characteristics more than in vehicle operation. Results of a gove rnment
- industry

study that tested vehicles on both two

- wheel and four

- wheel drive dy namometers indicated fuel econom y differences in the range of ±4%, although the study was inconclusive with respect to the cause of the differences. 426 Based on the results of this study , we will continue to test vehicles during confirmatory tests using the manufacturer’s dy namometer configuration for that vehicle, and that test will be the official certification result. We are, however, finalizing revisions to 40 CFR 1066.4 10(g) to clarify that we may

also test the manufacturer’s vehicle in a different dynamometer configuration than what was used for certification testing for information

- gathering purposes. If we decide to perform this testing, we will depend on the manufac turer to cooperate in reconfiguring the test vehicle for our testing. We will continue to investigate the effects of four

- wheel drive dynamometers on emission results and will not rule out possible future test procedure changes that might require certific ation of, or allow EPA to perform confirmatory testing on, any

vehicle on a four

- wheel drive dy namometer. In their comments to this rulemaking, vehicle manufacturers stressed the importance to them that EPA use the same test procedures that they used for their certification testing when we perform confirmatory

testing on their vehicles. Although the manufacturers did not explain the reasons for their comment, w e presume that the manufacturers’ concern relates to situations where EPA test procedures would l ead to higher emission levels than those resulting from a slightly different test procedure used by a manufacturer. If so, the concern is misplaced. The purpose of EPA’s test procedure flexibility provisions is not to allow manufacturers to use test proc edures as a tool to enable compliance with the standards

– in other words, to demonstrate compliance for engines that in the absence of the regulatory test procedure flexibility would not meet the standard. Rather, the purpose is to reduce the burden of t esting. We go through the rulemaking process to establish the specified default test procedures as a means of creating an objective measure of compliance with emission standards. Where we also include alternative procedures, they

generally are not intend ed to change the conclusions from the rulemaking related to the stringency

of the emission standards, or to lead to a different conclusion regarding compliance relative to the specified test procedures. EPA has addressed this issue previously for engine t esting in §1065.10(a), where we note that we condition the allow ance to use alternate procedures on the provision that they would “ not affect your ability to show that your engines comply with the applicable emission standards. ” We note further that this provision “ generally requires emission levels to be far enough below the applicable emission standards so that any errors caused b y greater imprecision or inaccuracy do not affect your ability to state unconditionally

that the engines meet all applicable e mission standards. ” In a related context, §1065.10(c)(1) explains that the intent of the test procedures is “to produce emission measurements equivalent to those that would result from measuring emissions

426 “ Four Wheel Drive Dynamomete r Meeting with the Alliance of Automobile Manufacturers and the Global Automakers,” EPA Memo from Chris Laroo, November 13, 2013.Page 269 of 961

during in

- use operation ”. This provision, which a lso applies for vehicle testing, envisions a process in which both the manufacturer and EPA can appl y their engineering judgment to improve the representativeness of the testing. It would be appropriate for a manufacturer to ask EPA to modify

our test pro cedures if the manufacturer believed EPA’s test procedures would lead to results that were unrepresentative of in

- use operation. However, it would not be appropriate to ask us to modify our test procedures to make them less representative of in

- use operat ion. The proposed rule included discussion of SIunits as part of emission measurement procedures. At this time we are not converting emission standards to SIunits. Note however that like part 86, part 1066 relies extensively on calculations involving p hy sical parameters to calculate emission rates and perform various calibrations and verifications. As already reflected in part 1066, manufacturers have used a variety of units to perform these calculations. We would expect that dy

namometers and other labo ratory equipment are all capable of operating in SI units even if current practice in some laboratories is to use other units. Moving toward standardized units for calculations will allow us to more carefully and appropriately

specify precision values for various measured and calculated parameters. This will also simplify calculations, facilitate review of results from different laboratories, and help with communications regarding any round robin testing that might occur. As proposed, we will phase in the p art 1066 test procedures for certifying all sizes of chassis

- tested vehicles. All aspects of part 1066 related to PM testing must be met at the start of MY 2017 for vehicles certified to the PM standards. All other aspects of part 1066 must be met starting with the certification of MY 2022 vehicles. Manufacturers may begin using the part 1066 procedures before these deadlines, including step

- wise changes to migrate graduall y to part 1066 procedures. The regulations will require that good engineering judgm ent be used during this transition to ensure that the effective stringency of the standards is not changed. We recognize that individual differences between part 86 and part 1066 test procedures may have a slight upward or downward impact on measured emis sions, even though the combined overall impact will be negligible. Thus, during the migration, care must be taken to avoid applying an unbalanced mix of changes that could bias emissions. As described in Section IV.D, we are finalizing new test fuel speci fications for E10 gasoline test fuel in 40 CFR part 1065. The test fuels specified for natural gas and liquefied petroleum gas, while not used for very man y engine families, are currentl y following different specifications under 40 CFR part 86 and part 106 5. We intend to revisit these fuel specifications in the future in the hope of adopting single, comprehensive fuel specifications for natural gas and liquefied petroleum gas that properl y represent in

- use fuels for highway and nonroad applications. The proposal also included various technical amendments to 40 CFR part 1065, which we are finalizing largel y as proposed. See the Summary and Anal ys is of Comments for a discussion of changes we have made in response to comments. Of particular note is the revis ion to subpart F specific to preconditioning engines with exhaust aftertreatment devices. We are also adopting test procedures for unregulated pollutants such as semi

- volatile compounds (PAHs, etc.). These technical amendments, which have no effect on th e stringency of any emission standards, includePage 270 of 961

several minor changes to clarify regulatory

requirements, align with chassis

- testing procedures where appropriate, and correct typographical errors. 2. Reduced Test Burden We are updating the regulatory provisio ns that allow manufacturers to omit testing for certification, in

- use testing, and selective enforcement audits in certain circumstances. Sections IV .A.3, IV.B.6, and IV. G .3 describe how this applies for demonstrating that vehicles meet the Tier 3 PM stan dards. We are also allowing manufacturers to omit PM measurements for fuel econom y and GHG emissions testing that goes beyond the testing needed for certifying vehicles to the Tier 3 standards. Requiring such measurement would add a significant burden wi th very limited additional assurance that vehicles adequately control PM. We are also allowing manufacturers to ask us to omit PM and formaldehyde measurement for selective enforcement audits. I f there is a concern that any t ype of vehicle would not meet the Tier 3 PM or formaldeh yde standards, we will not approve a manufacturer’s request to omit measurement of these emissions during a selective enforcement audit. The existing regulations have allow ed for waived formaldeh yde testing for gasoline

- and dies el

- fueled vehicles. The Tier 3 NMOG+NO X emission standards are stringent enough that it is unlikely

that vehicles will comply with the NMOG+NO X standards while exceeding the formaldeh yde standards. We are therefore continuing this waiver practice, such that manufacturers of Tier 3 vehicles do not need to submit formaldehyde data for certification. 3. Miscellaneous Provisions The following additional certification and compliance provisions are included in the final rule:

 The certification practice for assigne d deterioration factors that are available for both

small volume manufacturers and small volume test groups has matured significantly since it was first adopted. We are revising §86.1826 to more carefull y reflect the current practice. For example, the ex isting regulations specified that manufacturers with sales volumes between 300 and 15,000 units per year should propose their own deterioration factors based on engineering anal ys is of emission data from other families. We believe it is best for EPA to de velop a set of assigned deterioration factors that can appl y to all small volume manufacturers and small volume test groups. The revised regulation accordingl y spells out a process for EPA to use available information to establish assigned deterioration factors that can be used for any number of manufacturers and test groups.

 The regulations in 40 CFR part 86 rel y on rounding procedures specified in ASTM E29. This standard is revised periodicall y. The newer versions are not likely to change in a way

that affects the regulation, but the updates make it difficult to maintain a coordinated reference to the current protocol. We are addressing this by specifying that the rounding protocol described in 40 CFR 1065.20(e) applies, unless specified otherwise. W e are not changing all the references in part 86; rather, we are defining “round” in subparts A and S to have the meaning given in 40 CFR part 1065Page 271 of 961 so that all new regulatory text would rely on this new description. The rounding specifications in 40 CFR part 1065 are intended to be identical to those in the latest versions of ASTM E29 and NI ST SP811. For example, this now includes procedures for nonstandard rounding, such as rounding to the nearest 25 units, or the nearest 0.05, where that is appropriate.

 Independent Commercial Importers (ICIs) are companies that import specialized vehicles into the U.S. and are subject to EPA requirements specified in 40 CFR p art 85, s ubpart P. The standards that appl y to the imported vehicles depend in part on the vehicl e’s model year. Therefore, vehicles imported by I CI s in the future will eventuall y be subject to the Tier 3 standards. Because all existing I CI s are small businesses , the Tier 3 standards generall y do not apply until 2022 at the earliest. In addition, the certification practices for ICIs have matured significantl y since they were first adopted. EPA is adopting two changes to update how the regulations affect IC Is. First, we are adopting a require ment for IC Is to use electric dyn amometers when running e xhaust emission tests. Electric dy namometers have been required for many years for vehicle manufacturers , and EPA believes it is time to require that I CI s use such test equipment. In cases where an ICI can demonstrate that they will incur a substantial i ncrease in compliance costs, the regulations include a provision allowing EPA to approve requests on a case

- by

- case basis to allow testing on other ty pes of dy namometers until the ICIis able to use an electric dy namometer meeting current specifications

. Second, we are adopting an allowance for ICIs to use a specific set of reduced testing procedures for up to 300 vehicles each ye ar that have been modified to a U.S.

- certified configuration. This has been allowed for ICIs since 1999 and was approved under EPA’s authority to establish equivalent alternate test procedures. 427 Instead of running a full set of emission tests, the reduced

- testing requirements allow IC Is to run an FTP for exhaust emissions, a highway fuel economy

test, and the hot soak test and the one - hour diurnal emission test that applied prior to the evaporative emission test procedures that involve 24

- hour cycling of ambient temperatures . We do not believe the se changes will have an y significant cost impacts on I CI s. Most IC Is have electric dy

namometers or can upgrade for a relatively small cost. The reduced testing burden provisions keep the cost of testing low, compared to the cost of running a full set of emission tests that would otherwise be required.

 We are adopting CARB’s onboard di agnostic requirements for light

- duty vehicles, light

- duty trucks, and heavy

- dut y vehicles at or below 14,000 lbs GVWR , as described in Section IV.C.5.d. We currently allow for this as an option, and almost all manufacturers do this already to avoid certif yi ng multiple sy stems. Now that we are adopting evaporative provisions that are largely based on California’s regulatory specifications and we are making efforts to adopt a single, national regulatory program, we believe this is an appropriate step. Thes e changes appl y starting in MY 2017 for vehicles subject to Tier 3 standards. In the case of alternative fuel conversions, we continue to apply the requirements of 40 CFR 86.1806

- 05.

427 See 40 CFR 86.106

- 96(a) and Enclosure 2 to EPA Guidance letter CCD

- 02

- 04, February 6, 2002.Page 272 of 961

4. Manufacturer In

- Use Verification Program (IUVP) Requirements The fuel on which an in

- use vehicle will be operated and tested is considered an integral part of the vehicle ’s emission control sy stem design. The Tier 2 program recognized that to achieve the desired emission reductions, vehicles must operate on the same fuel that the emission control sy stem was originally designed to encounter in

- use and during testing. In the Tier 2 program, we acknowledged that during the transition of the in

- use fuel from sulfur levels of 300 ppm to 30 ppm average level, vehicles designed for 30 ppm could encounter in

- use sulfur levels well above the level for which their emission control sy stems were designed. To address this issue, we allowed manufacturers, with agency approval, to perform specific preconditioning test procedures during the IU VP testing to ensure that potential exposure to high sulfur fuel would not impact the emission test results. These procedures included specific drive cycles or maneuvers not regularl y encountered during normal in

- use operation that would result in remov al of sulfur contamination from the emission control sy stem. Consistent with the Tier 2 program, EPA continues to recognize the importance of the fuel to the emission control sy stem design, particularly on Tier 3 vehicles designed to meet the most string ent emission levels of the program (i.e., Bin 70 and cleaner). Under the requirements of this final rule, in

- use fuel will transition from an average sulfur level of 30 ppm to a new average level of 10 ppm. The se sulfur requirements are average standards. Thus, even after the transition to the 10 pm average sulfur level, vehicles may still encounter sulfur levels during in

use operation that are above 10 ppm , and as high as the 95 ppm cap, which could adversely impact the emission control sy stem. Tier 3 vehicles tested by manufacturers in IUVP that have been exposed to such sulfur levels could experience sulfur

- related impacts, which in turn could cause the vehicle to temporaril y exceed emission standards. To address the potential emission impact on Ti er 3 vehicles from exposure to higher sulfur levels, we are modifying the IUVP testing process based in part on what was allowed under the Tier 2 program. Tier 3 vehicles tested in the IUVP are to be tested initially without allowing an y sulfur cleanout procedure, such as a US06 test run prior to the FTP or Highway Fuel Econom y (HFET) tests. If a vehicle fails the NMOG+NO X standard for the FTP or HFET cycle during the initial round of testing, manufacturers may perform a sulfur cleanout procedure before repeating the FTP or HFET , consisting of up to two US06 cycles. The measured US06 cycle and a preconditioning US06 cycle, if performed as part of the initial measured tests would serve as the cleanout procedure and therefore no additional US06 cycles would be allowed. Alternative sulfur cleanout procedures would require EPA approval. Following the sulfur cleanout procedure, the manufacturer will prep and soak the vehicles and then repeat the FTP and HFET tests. M anufacturer s choosing to perform the sulfur cleanout procedure would need to submit evidence that the vehicle encountered high sulfur levels in the fuel just prior to emission testing. This would need to include an analy sis of a fuel sample from the vehicle fuel sy stem as received from in

- use operation just prior to testing. If the fuel sample indicated that the vehicle had been operating on fuel containing 15 ppm or higher sulfur levels, only the emission results of the tests following the cleanout procedure would be used to determine emission compliance and whether to enter the in

- use compliance program (IUCP). We intend to monitor the emission results of in

- use testing and sulfur

- related test failures to determine if further reductions in the sulfur cap are required to ensure that Tier 3 vehicle s are meeting the standards under in

- use driving conditions.Page 273 of 961

The changes to the IUVP testing described above apply for light

- dut y vehicles , light

- duty trucks, and MDPVs. The se changes are not applicable to heav y- dut y vehicles tested in the IUVP program. Also, as described in Section IV.D, we are incorporating leak testing into the IUVP test protocol.


## V. **Fuel Pr ogram**  Under today ’s Tier 3 program, we are finalizing reductions in gasoline sulfur levels nationwide. These standards will help reduce curre nt levels of sulfur that contribute to ambient levels of air pollution that endanger public health and welfare . It will also help prevent the significant impairment of the emission control sy stems expected to be used in Tier 3 technology , significantl y improve the efficiency of emissions control sy stems currentl y in use, and continue prevention of the substantial adverse effects of sulfur levels on the performance of vehicle emissions control sy stems. **A. Overview**  1. Background
a. History

of Gasoline Sulfur Control Sulfur is naturally

occurring in crude oil. Crude oil containing higher concentrations of sulfur (i.e., greater than 0.5 percent) is called “sour” and crude containing lower sulfur concentrations (e.g., West Texas Intermediate) is referred to as “sweet.” Regardless of the concentration, because sulfur is naturall y occurring in crude oil, it is also naturally occurring in gasoline. As discussed in Section IV.A, sulfur impairs the performance of today ’s vehicle emission control technologies (i.e., precious metal catal yt ic converters), reducing the emission benefits of current and advanced vehicles. As explained below, in 2000 EPA took action to reduce gasoline sulfur levels under what is known as the Tier 2 Program428 and we are taking further action with to day’s Tier 3 Program. Tier 2 was a major, comprehensive program designed to reduce emissions from passenger cars, light trucks, and large passenger vehicles (including sport utility vehicles, minivans, vans, and pick

- up trucks) and the sulfur content of ga soline. Under this program, automakers were required to manufacture low

- emission vehicles when operated on low

- sulfur gasoline, and refiners were required to produce low

- sulfur gasoline nationwide. Required reductions in gasoline sulfur under the Tier 2 program began in 2004 with refinery and importer caps of 300 ppm and a corporate average cap of 120 ppm. For most refiners and importers, compliance with the final sulfur standards (30 annual average and 80 per

gallon cap) was required beginning in 2006

. The Tier 2 program was full y implemented on January 1, 2011 ( the ultra

- low sulfur diesel program allowed for some extensions of the Tier 2

428 67 FR 6698 (February 10, 2000)

.Page 274 of 961

gasoline program flexibility provisions) . The Tier 2 gasoline sulfur program also included an averaging, banking , and trading ( ABT ) program that allowed companies to generate credits for implementing the required changes earlier than their required start date, and allowed ongoing flexibility to meet the 30 average sulfur standard. At full implementation, the Tier 2 program (treating vehicles and fuels as a sy stem) required passenger vehicles to be over 77 percent cleaner and gasoline sulfur to be reduced b y up to 90 percent from pre

- program levels. b. Need for Additional Gasoline Sulfur Control The authority under which we are lowering the existing gasoline sulfur standards comes from Clean Air Act section 211(c)(1). This is because emission products of gasoline with current levels of sulfur cause or contribute to air pollution which may reasonably

be anticipated to end anger public health or welfare , and because emission products of gasoline with current levels of sulfur will impair to a significant degree the emissions control device or s ys tems on the vehicles subject to today ’s final Tier 3 standards. For more on our legal authority to set gasoline sulfur standards, refer to Section V. M

. As explained in Section IV.A, robust data from many sources show that gasoline sulfur at current levels (i.e., around 30 ppm on average ) continues to degrade vehicle catal yt ic converte r performance during normal operation. NOx emissions are the most significantly affected by

this degradation. T he NMOG+NO X vehicle emission standards, representing an 80 percent reduction from current Tier 2 standards, will not be possible without the ga soline sulfur controls we are finalizing today

. Today ’s 10 ppm sulfur standard should enable vehicle manufacturers to certify their entire product line of vehicles to the final Tier 3 fleet average standards. Tier 3 vehicles must achieve essentiall y zero warmed

- up NO X emissions to comply and must maintain this performance for up to 150,000 miles. An increase in emissions of only a few milligrams per mile due to sulfur could make compliance impossible for some vehicles. The standards are projected to be especiall y challenging for larger SUVs and pick

- up trucks. Based on testing of these vehicles, as shown in Section IV.A, reducing gasoline sulfur to 10 ppm should enable these vehicles to maintain their emission performance in

- use over their useful life. Lo wering gasoline sulfur will also help reduce emissions of pollutants that endanger public health and welfare from vehicles already on the road today. As also discussed above in Section IV.A , we have tested a wide range of vehicles to better understand the impact that even lower gasoline sulfur could have on emissions. Our test data showed significant NO X and VOC reductions when vehicles were tested on low sulfur gasoline. As also explained in more detail in Section III.B, lowering average gasoline sul fur from 30 to 10 ppm will result in approximately 260,000 less tons of NO X and 50,000 less tons of VOC almost immediately as the Tier 3 gasoline sulfur standards take effect. 2. Summary

of Final Tier 3 Fuel Program Standards The major elements of the fue l program being finalized today are summarized below. Please refer to sections V.B through V.J for more discussion on each of the elements summarized here.Page 275 of 961

a. Annual Average Sulfur Standard Under today ’s final Tier 3 fuel program, gasoline and any ethanol

- ga soline blend will be required to have a sulfur level of 10 ppm or less on an annual average basis beginning January 1, 2017. The 10 ppm average will apply to a refiner or importer’s annual gasoline production. Similar to the Tier 2 gasoline program, the Tier 3 program applies to gasoline in the United States and the U.S. territories of Puerto Rico and the Virgin Islands, excluding California. Please see Section V.B for a more detailed discussion of the annual average sulfur standard. b. Per

- Gallon Sulfur C aps Refiners and importers will continue to be subject to refinery gate per
- gallon sulfur caps of 80 ppm. Similarly , g asoline downstream of the refinery gate ( e.g ., at terminals, retail stations, etc.) will continue to be subject to a 95 ppm per - gallon su lfur cap . We are also committing to continue to evaluate if reductions in the per

- gallon sulfur caps are warranted. A more detailed discussion on our decision to continue the current 80 and 95 ppm per

gallon sulfur caps, and elements of an in

- use study, c an be found below in Section V.C.
c. Small Refiner and Small Volume Refinery Provisions As described in further detail in Section V.E.1, approved gasoline small refiners and small volume refineries must produce gasoline meeting the 10 ppm annual average sulfu r standard beginning January 1, 2020. Small refiners and small volume refineries who meet the 10 ppm sulfur standard prior to this date may generate credits for early Tier 3 program compliance. d. Averaging, Banking, and Trading (ABT) Program Section V.D dis cusses our averaging, banking, and trading ( ABT ) program . R efiners and importers may continue to generate credits for reductions in their gasoline sulfur levels below the current (Tier 2) 30 ppm average gasoline sulfur standard through December 31, 2016; and for reductions below the new 10 ppm average standard beginning January 1, 2017. These credits can be used for compliance with either the Tier 2 standard through 2016 or the Tier 3 standard beginning in 2017. The Tier 3 ABT program will have similar credit use provisions as the Tier 2 ABT program. These provisions include: five

- ye ar credit li fe from the year of generation; two

trade limit for inter

- company trading ; and the ability

to use credits internally , bank for future use, or trade to other refiners/importers. Although credits generated prior to January 1, 2017 will be valid for five ye ars or until December 31, 2019 , whichever is earlier.
e. Gasoline Additive Cap As discussed further in Section V.C., manufacturers of gasoline additives that are used downstream of the refinery at less than 1 .0 volume percent will be required to limit the sulfur contribution to the finishe d gasoline from the use of the additive to less than 3 pp m when the additive is used at the maximum recommended treatment rate. For each batch of additive produced, the manufacturer must retain sulfur test records for 5 ye ars , and must make these records available to EPA upon request.Page 276 of 961

Parties that introduce add itives to gasoline at over 1.0 volume percent will be required to satisfy all of the obligations of a refiner and fuel manufacturer , including demonstration that the finished blend meets the ap plicable sulfur specification. f. Requirements for Denatured Fuel Ethanol and Other Gasoline Ox ygenates Today ’s rule finalizes a 10 ppm sulfur cap for denatured fuel ethanol (DFE). While DFE is the predominant gasoline ox ygenate currently in use, these standards also apply to other gasoline oxygenates. Today ’s rule fin alizes a 3.0 volume percent limit on ethanol denaturant concentration. We are adopting the current ASTM International specifications that only natural gasoline, gasoline blendstocks, or gasoline may be used as denaturants for DFE

. 429 As discussed in the Summary

and Analy sis of Comments, we believe it is not necessary to finalize the proposed additional limits on the potential denaturants that may be used at this time

. We are also finalizing regulatory

text to state that DFE must be composed solely of carbon, hydrogen, oxygen, and sulfur. Testing, recordkeeping, and reporting obligations are also being finalized to implement these new standards as discussed in Section V.G. Sulfur testing using approved anal yt ical methods or volumetric blending records and denaturant product transfer documents (PTDs) can be used b y m anufacturers/importers of DFE in demonstrating compliance wi th the 10 pp m sulfur cap for DFE finalized today

. g. Fuel Used in Flexible Fuel Vehicles As discussed in S ection V.H., we are deferring finaliz ing additional fuel quality requirements for E16

- 50 and E51

- 83 at this time. We continue to believe in the import ance of implementing additional fuel quality standards for higher

- level ethanol blends and will continue to work with stakeholders in their development following the publication of this final rule. h. Standards for Butane and Pentane As discussed further in Section V.I, we are finalizing a 10 ppm sulfur cap for butane blended into gasoline effective January 1, 2017. This is consistent with the Tier 3 10 ppm refinery average sulfur specification finalized today . In addition, as discussed below in Section VI .A.4, we are also finalizing provisions to allow pentane to be blended into gasoline downstream of the refinery . These provisions are similar to the existing provisions for butane blending. This allowance will become effective [INSERT DATE 60 DAYS AFTER PUBLICATION IN THE FEDERAL REGISTER]; a 30 ppm sulfur cap will apply to pentane blended into gasoline (consistent with the existing sulfur cap for butane under the Tier 2 program) until December 31, 2016, after which a 10 ppm sulfur cap will apply

. i. CNG/LPG As discussed below in Section V.J, we are deferring establishing in

- use sulfur requirements for compressed natural gas ( CNG ) and liquid propane gas ( LPG ) to provide

429 ASTM D4806

- 13a, “Standard Specification for Denatured Fuel Ethanol for Blending with Gasoline for Use as Automotive Spark

- Ignition Engine Fuel”.Page 277 of 961

additional time to work with stakeholders to collect data on current CNG/LPG sulfur content ; to determine whether additional control of in

- use CNG/LPG sulfur content is needed ; and to evaluate the feasibility

and costs associated with potential additional sulfur controls. **B. Annual Average Sulfur Standard**  Under today ’s final Tier 3 fuel program, gasoline and any ethanol

- gasoline blend will be required to have a sulfur level of 10 ppm or less on an annual average basis beginning January 1, 2017. The 10 ppm average will apply to a refiner or importer’s annual gasoline production. Similar to the T ier 2 gasoline program, the Tier 3 program applies to gasoline in the United States and the U.S. territories of Puerto Rico and the Virgin Islands, excluding California. We are finalizing the 10 ppm average sulfur standard both to enable the new vehicle f leet to meet the Tier 3 vehicle standards being finalized today pursuant to CAA section 211(c)(1)(B), and to reduce emissions from the existing in

- use vehicle fleet that endanger public health and welfare pursuant to section 211(c)(1)(A) of the Clean Air A ct (CAA ). We received numerous comments both in support of and against the proposed 10 ppm annual average sulfur standard. Commenters opposing the standard believe that 10 ppm is too low and/or is not needed to enable Tier 3 vehicle technologies. Some commenters suggested that EPA should consider setting a less stringent sulfur standard than the proposed 10 ppm annual ave rage (detailed information regarding the comments can be found in the Summary and Analy sis of Comments document, which is located in the docket for this rulemaking). We believe that a 10 ppm annual average standard will help reduce current levels of sulfur that contribute to ambient levels of air pollution that endanger public health and welfare. It will also help prevent the significant impairment of the emission control sy stems expected to be used in Tier 3 technology , significantly improve the efficien cy

of emissions control sy stems currently in use, and continue prevention of the substantial adverse effects of sulfur levels on the performance of vehicle emissions control systems. This level is also feasible, and is the level that appropriatel y balance s costs with the emission reductions that it provides and enables. As discussed in Section IV.A.6., and further in Chapter 5 of the RIA, we believe that a standard of 10 ppm is appropriate, and when combined with the advances in emissions control technol ogies will be sufficient to meet the Tier 3 emissions standards. The feasibility of the 30 mg/mi NMOG+NOx fleet average depends on exhaust catal ys t sy stems that require gasoline with average sulfur levels of 10 ppm or less. Further, annual average sulfur levels greater than 10 ppm would significantly impair the emission control technology that we expect will be used to meet the Tier 3 standards and to ensure in

- use compliance over a vehicle’s useful life. This is particularl y a concern for some larger ve hicles that will need to reduce NOx to near

- zero levels, due to greater difficulty i n reducing cold

- start NMOG, in order to meet a combined NMOG+NOx standard. As discussed in Section IV.A.6, increasing gasoline sulfur from 10 ppm to 20 ppm or 30 ppm would make it impossible for vehicle manufacturers to meet the Tier 3 standards. Achieving Tier 3 standards would require offsetting the resultant higher emissions but EPA is not aware of existing technology or developing technology that could address these hi gher emissions when taking into consideration the entire vehicle fleet. In creasing gasoline sulfur from 10 ppm to 20 ppm or 30 ppm would also forego the very large immediate reductions from the existing fleet.Page 278 of 961

We also do not believe a sulfur standard low er than 10 ppm is necessary to enable vehicles to meet the Tier 3 standards. As also discussed in Section IV.A, reducing sulfur below 10 ppm would further reduce vehicle emissions and allow the Tier 3 vehicle standards to be achieved more easily . However , we believe that a 10 ppm average standard is sufficient to allow vehicles to meet the Tier 3 standards. Furthermore, as discussed below, there are significant challenges associated with reducing sulfur below 10 ppm. As explained in Section IV.A, sulf ur in fuel oxidizes in the exhaust and coats the sites where chemical reactions can take place on the precious metal catal ys ts used in vehicles to reduce emissions of VOC, NO X , PM, CO, and toxics. Accordingl y, an y s ulfur in gasoline causes vehicle emissio ns to increase. Sulfur can be burned off the catal ys t during high

- temperature, rich operation of the vehicle (i.e., aggressive driving conditions), but as long as there is any sulfur in the fuel, exhaust emissions will increase. Because any amount of sul fur in the fuel can have this effect, th e lower the sulfur the better. Refiners experience the same phenomenon with precious metal catal ys ts used in the reformer and isomerization units at their refineries. 430 To protect the precious metal catal ys ts in the se units, refiners reduce the sulfur in the feed to these units to 1 ppm or below. Thus, it is technicall y possible for refiners to reduce their gasoline sulfur levels to virtually zero. While refiners did not have reason to reduce the sulfur in FCC gaso line until Tier 2 required such reductions, some refiners have achieved reductions in this stream at some of their refineries for other reasons such as : 1) protecting the FCC catal ys t from the contaminants in the gas oil feed, 2) reducing stack emissions f rom the regenerator of the FCC unit, and most importantly

3) increasing gasoline yi elds from the FCC unit. For most refineries, FCC gasoline accounts for about one

- third of gasoline and before Tier 2 was the source of over 95 percent of the sulfur in gaso line. Under Tier 2, most refiners significantl y desulfurized FCC gasoline to around 70 to 80 ppm, yet FCC gasoline continues to contribute the majority of sulfur in gasoline today

. An annual average sulfur level of 10 ppm will achieve very large immediate reductions from the existing fleet, as discussed in Section s III and IV

. Because an y sulfur in gasoline will continue to impair vehicle catal ys t performance, reducing sulfur levels to zero would maximize vehicle emission reductions. However, there are two reasons wh y we believe a 10 ppm average sulfur standard is sufficient and further reductions (e.g., 10 ppm cap or 5 ppm average) are not necessary at this time. First, our anal ys is shows that a 10 ppm annual average is sufficient to enable vehicles to reach the Tier 3 standards. Consequently , while reducing sulfur levels further would continue to yield reductions from the in

- use fleet, they would not be necessary

to enable the new Tier 3 vehicle standards to be met. Second, while sulfur levels would c ontinue to reduce emissions from the existing fleet, reducing sulfur further below 10 ppm becomes increasingl y difficult and costly . FCC naphtha is very rich in high

- octane olefins. As the severity of desulfurization increases, more olefins are saturated , further sacrificing the octane value of this stream and further increasing h ydrogen consumption. Making up for this lost octane represents a significant portion of the sulfur control costs. Furthermore , as desulfurization severity increases, there is an increase in the amount of sulfur removed (in the form of hydrogen sulfide) which recombines with the olefins in the FCC naphtha, thus offsetting the principal desulfurization

430 Together, the streams from the reformer and isomerization units account for approximately one

- third of g asoline.Page 279 of 961

reactions. There are means to deal with the recombination reactions, but they result in even greater capital investments. Inaddition , while FCC gasoline contributes the majority of sulfur to the finished gasoline, as the sulfur level drops below 10 ppm, the sulfur level of the various other gasoline streams within the refinery als o become important. Any necessary treatment of these additional streams increases both capital and operating costs. U.S. refineries are currently in different positions, both technicall y and financially. In general, they

are configured to handle the di fferent crude oils they process and turn them into a widely varying product slate to match available markets. Those processing heavier, sour crudes may have a more challenging time reducing gasoline sulfur under the Tier 3 program. Also, those with highe r sulfur levels in other refinery streams may have a more difficult time desulfurizing gasoline. Perhaps most important, U.S. refineries vary greatl y in size (atmospheric crude capacities range from less than 5,000 to more than 500,000 barrels per day) an d thus have different economies of scale for adding capital to their refineries. Therefore , it can be less costly per gallon for some larger refineries to get down to 10 ppm than for smaller refineries, as discussed in Chapter 5 of the RIA. As a r esult, with a 10 ppm average standard, the flexibility afforded by

the ABT program helps those refineries with very high costs. They

have the option of staying above 10 ppm if they can acquire credits from other refineries that were able to lower their su lfur level below 10 ppm. However, if the gasoline sulfur standard were lower , this would essentially

end the ability of refiners to average sulfur reductions across their refineries. There simply would not be enough opportunit y to generate credits at lev els much below 10 ppm. As discussed further in Chapter 5 of the RIA, we assessed the potential costs of an annual average standard lower than 10 ppm (e.g., 5 ppm). Our anal ys is shows that sulfur control costs for refineries to meet a standard below 10 p pm could be on the order of two times more costly per ppm - gallon of gasoline sulfur reduced. In addition, a standard below 10 ppm could be cost

prohibitive for more challenged refineries. Further, such a standard would also introduce additional costs to address the contribution to gasoline sulfur from gasoline additives, transmix, ethanol denaturants, and contamination in the distribution sy stem. Therefore, we believe that the 10 ppm annual average standard will help reduce current levels of sulfur that contribute to ambient levels of air pollution that endanger public health and welfare. It will also help prevent significant impairment of the emission control sy stems expected to be used in Tier 3 technology , significantly improve the efficiency

of emis sions control sy stems currentl y in use, and continue prevention of the substantial adverse effects of sulfur on the performance of vehicle emissions control sy stems. The level is also feasible (especially

considering its associated ABT provisions, describ ed in Section V.D), and is the point which appropriatel y balances costs with the emission reductions that it provides and enables. **C. Per**  **- Gallon Sulfur Caps**  1. Standards The final Tier 3 program is composed of a 10 ppm refinery annual average sulfur standard (di scussed above in Section V.B ) with an 80 ppm per - gallon cap at the refinery gate and a 95 ppm per

- gallon cap downstream ; these per

- gallon caps currentl y exist under the Tier 2 program. We believe this is the most prudent approach for lowering in

- use sulfur whilePage 280 of 961

maintaining flexibility

considering cost and other factors. These per

- gallon caps are important in the context of an average sulfur standard to provide an upper limit on the sulfur concentration that vehicles must be designed to tolerate. T he cap s also limit downstream sulfur contamination and enable the enforcement of the gasoline sulfur standard in

- use. Our 10 ppm average standard with higher per

- gallon caps compares to a 10 ppm cap standard in much of Europe, Japan , and Korea. In addition to the gasoline standards we are finalizing today , we are also finalizing caps on the sulfur content of gasoline additives, to limit their contribution to the overall in

- use gasoline sulfur level.
a. What We Proposed We proposed two options for the per

- gallon s ulfur caps

— maintaining the Tier 2 80 ppm refinery gate sulfur and 95 ppm downstream sulfur cap s and, beginning January 1, 2020, lowering to 50 ppm refinery gate and 65 ppm downstream caps

. The 50 ppm refinery gate cap was proposed to take effect on January 1, 2020 , as this is the date when the small refiner, small volume refinery , and early credit use provisions would expire ; and also to avoid forcing additional refinery

investments during the earl y credit usage period. We also requested comment on loweri ng the caps to 20 ppm at the refinery gate and 25 ppm downstream. We received comments on both of the proposed per

- gallon cap options of 80/95 ppm and 50/65 ppm, as well as comments on finalizing lower caps of 20/25 ppm and a 20 ppm overall cap. Comments supporting lower caps noted potential environmental benefits, greater certainty that vehicles would see lower and more uniform gasoline sulfur levels, and enabling new vehicle technologies that require very low sulfur levels. Comments in support of maintaining the current Tier 2 caps cited concerns on cost, flexibility for turnarounds/unplanned shut downs (due to refinery fire, natural disaster, etc.), and potential impacts on gasoline supply and pricing. Detailed information regarding the comments we rec eived on the per

- gallon sulfur caps is provided in the Summary and Anal ys is of Comments document, which is available in the rulemaking record. b. Final Refinery

Gate Sulfur Cap In today ’s action, we are retaining the 80 ppm refinery gate cap. The refinery

gate cap provides flexibility

for batch

- to
- batch variability that naturall y occurs at a refinery due to the varying t yp es of crude that refineries process, variations in unit operations, and variations in product mix. It further provides for flexibility dur ing unit turnarounds, and unplanned upsets (e.g., refinery

fires, natural disasters, etc.), to avoid a complete refinery shutdown. A lower cap could create situations where refiners would need to store more off

- spec gasoline for future processing. Howeve r, if a refinery does not have adequate tankage for storing this product, and/or if its processing units are not large enough to “catch up” in refining off

- spec product, it could result in significant impacts to fuel pricing or supply . For a refiner that produces multiple products, an y potential supply impacts could also impact other fuel markets (e.g., diesel, jet fuel, etc.). Additionally , the refinery gate cap is a “hard” limit

— a refinery ’s actual production has to be well below this limit to account f or in

- use testing tolerances, safety margins, and an y additives that a refiner may need to add prior to the fuel leaving the refinery . An 80 ppm refinery gate cap will provide refiners needed flexibility , and more certainty that they will be able to conti nue producing and distributing at least some gasoline during turnarounds/upsets toPage 281 of 961

avoid a total shutdown. It will further provide more certainty for transmix processors, additive manufacturers and other downstream parties. As described below in Section V II, we believe that most refineries would not have significant costs as a result of the Tier 3 program because they will be able to meet the 10 ppm average sulfur standard largel y through revamps and operational changes at their facilities, rather than ins talling grassroots units. L owering to a cap of 50 ppm would directionally increase the costs of the Tier 3 program. The American Petroleum Institute (API) provided a detailed study with their comments 431 quantifying the additional costs associated with suc cessively more stringent per

- gallon caps. While we do not agree with the study ’s overall cost analy sis, we do agree that with a refinery gate cap of 50 ppm, a number of refiners would incur higher capital costs due to the decreased ability to handle off

- s pec product with a lower refinery gate cap. As refiners must ensure that they can continue to produce saleable product and meet demand in the event of an upset or an off

- spec batch of fuel, the need for installation of additional tankage and/or increased refinery processing capability would be greater with a 50 ppm refinery gate cap. While at the time of the proposal we believed that a cap of 50 ppm would have little cost impact, our more recent anal ys is shows that a 50 ppm cap would increase the cost of the Tier 3 gasoline sulfur standards b y approximately 10 percent (see RIA Chapter 5.2.2.4 ) . At the same time, the more stringent cap with its associated increase in cost would be unlikely to provide significant additional emission benefits nationwide. As discussed previously in Sections III and IV above , the emissions benefits associated with the Tier 3 program are mainl y driven by the reduction in the average sulfur content of gasoline from 30 to 10 ppm , since vehicle emissions are proportional to the su lfur content of the fuel. Changes in the cap would not affect this. In the context of the final ABT provisions, a higher cap does allow for increases in emissions on a temporal basis as one batch of fuel is allowed to have higher sulfur levels. However, this is then offset b y reductions in emissions from batches of fuel that are then required to be below the 10 ppm average standard. Similarly , the final ABT provisions allow for the possibility that the fuel from different refineries will cause varyin g emission reductions as one refinery ’s higher average sulfur levels would lead to less emission reductions in

- use. However, this is then offset b y greater reductions in emissions due to the fuel produced b y refineries with sulfur levels below the average standard. Based on our cost analy sis, which is discussed below in Section VII.B., we project nearl y 40% of the gasoline pool would be at 5 ppm, about 45% at 10 ppm and the remaining approximately

15% at levels higher than 10 ppm. The sulfur level for thi s 15% in our anal ys is ranges from 11 ppm all the way up to 70 ppm. However, as discussed in Section VII.B., these high sulfur levels are more a function of the limitations of our anal ys is where we could only model these refineries as remaining at their current Tier 2 sulfur levels. We anticipate that in most (if not all) cases refineries will make operational changes and/or investments in order to reduce their credit burden and reduce their compliance costs. This anticipation, along with the fact that a 10 ppm average standard by definition limits the amount of gasoline that can remain at

431 “ Economic and Supply Impacts of a Reduced Cap on Gasoline Sulfur Content ; Prepared for the American Petroleum Institute ”; Turner, Mason & Company. Document number: EPA

- HQ

- OAR

- 2011

- 0135

- 4285 ; API

- AFPM Attachment 13.Page 282 of 961

higher sulfur levels (regardless of the cap) , means that we anticipate most refineries, including those using credit s, w ill still average less than 20 or 30 ppm in their phy sical gasoline production . Nevertheless, the final ABT program does allow for the possibility (regardless of the cap) that were this higher sulfur fuel to be concentrated in any certain geographical area, it would not receive the full emission reducti ons from the Tier 3 program. We have considered the potential for areas to consistently receive fuel that might be predominantl y higher than the 10 ppm average. Because refineries generating credits and using credits are interspersed across the country , and because most areas receive a considerable portion of their fuel by pipeline, barge, rail, or truck from refineries in other areas, we expect the variation in average sulfur levels across the country

to be too limited to warrant lowering the per

- gallon cap to 50 ppm. Given the stringency

of the 10 ppm average standard, we predict that in

- use sulfur levels will generall y be well below 50 ppm. Further reductions in the refinery gate cap are also not needed to enable the vehicle emissions standards, as the vehicle standards are a function of the 10 ppm annual average sulfur standard. While vehicle manufacturers have expressed concerns about the potential impacts on emissions performance if individual vehicles are exposed to gasoline above 10 ppm due to higher per - gallon caps and/or credit usage 432 , we believe that vehicles will see sulfur levels closer to the 10 ppm average rather than the 80 ppm cap due to the fact that the 10 ppm average will drive reductions in gasoline sulfur levels. Thus, we belie ve it is prudent at this time to retain an 80 ppm refinery gate cap. However, we are committing to monitor and further evaluate in

- use sulfur levels and their impact on vehicle emissions. If it is warranted, we will reassess the sulfur cap level and the need for potential future regulatory action. Such ongoing evaluation will include analy ses of: in

- use fuel survey s; batch data that refineries are required to submit; and the sulfur credit market. It will also include the evaluation of an y issues or conc erns that might arise during implementation of the program. Finally , we will also carry out an ongoing evaluation of data submitted by the vehicle manufacturers on the performance of their Tier 3 vehicles in

- use.
c. Downstream Sulfur Cap W i th regard to the downstream sulfur cap, w e believe that maintaining a 15 ppm differential between the refinery gate sulfur cap and the downstream sulfur cap w ill provide pipeline operators, transmix processors, and gasoline additive users the same flexibil ity as was provided under the Tier 2 program

. As was the case under the Tier 2 program, allowing a 15 ppm differential is needed to ensure adequate flexibility in accommodating gasoline produced from transmix, instances of contamination during distributio n, and for the use of necessary (sulfur

- containing) additives. In rare circumstances when the sulfur contribution from all these sources are coincidently

at their maximum levels, a very limited number of batches of gasoline at the 95 ppm downstream sulfur cap may be present in the distribution system. However, we expect that this will not have a substantial impact on the average sulfur content of in

- use

432 Alliance of Automobile Manufacturers (2011, October 6). Letter to EPA Administrator, Lisa Jackson.Page 283 of 961

gasoline. Comments received on this issue were generall y in support of maintaining the 15 ppm delta. Pipeline operators are currentl y allowed to blend limited volumes of transmix into gasoline in their s ys tems provided that the resulting gasoline meets all fuel quality specifications and the endpoint of the blended gasoline does not exceed 437 ° F. 433 This en ables pipeline operators to avoid the installation of additional transmix storage and loading equipment at a number of remote locations to facilitate shipping small volumes of transmix to processing facilities by

truck. Currently transmix processors must produce gasoline sufficientl y below the 95 ppm downstream sulfur cap to accommodate an y downstream sulfur increases from the use of gasoline additives and contamination from further distribution. The sulfur content of the gasoline produced b y transmix processors is determined by the sulfur content of the transmix they receive, which in turn is primarily a function of the sulfur content of gasoline and jet fuel components in the transmix. 434 Transmix processors do not handle sufficient volumes to support th e installation of currently available desulfurization units. 435 d. Accounting for Ethanol Blending in the Determination of Compliance with Gasoline Sulfur Requirements In demonstrating compliance with the gasoline sulfur standards finalized today , gasoline re finers and importers may adjust the sulfur levels in the gasoline and blendstocks for oxygenate blending (BOBs) that they produce/import to account for the downstream addition of ethanol. We proposed that the sulfur content of denatured fuel ethanol ( DFE) used for downstream blending w ould be assumed to be 10 ppm in making such demonstrations of comp liance

. Refiners commented that refiners and importers should be allowed to either use the actual sulfur value of the DFE or conduct laboratory hand blend s of a representative sample of DFE to determine the effect on the sulfur content of the blended fuel from the addition of DFE. We agree that refiners and importers should be allowed to use the actual sulfur content of DFE when a sulfur test result is available and when the refiner can demonstrate that the test result was derived from a representative sample of the DFE that was blended with the gasoline or BOB

. The sulfur content of in

- use DFE will typicall y be lower than the 10 ppm sulfur cap finalized t oday for DFE. We assumed that DFE would have an average sulfur content of 5 ppm in conducting the refinery

analy sis to support this rule. Therefore, today ’s final rule requir es that in determining their compliance with today ’s sulfur s tandards, refiners and importers must either use the actual sulfur content of the DFE established through testing of the DFE actually blended

433 The requirements for transmix blenders are contained in 40 CFR 80.84(d). 437 °F is the maximum endpoint allowed for gasoline in ASTM D4814. 434 Transmix is a by

- product of the mul ti

- product pipeline distribution system. 40 CFR 80.84(a) defines transmix pipeline interface that does not meet the specifications for a fuel that can be used or sold, and that is composed solely of any combination of: previously certified gasoline (inclu ding previously certified gasoline blendstocks that become gasoline solely upon the addition of an oxygenate); distillate fuel; or gasoline blendstocks that are suitable for use as a blendstock without further processing. 435 Transmix processors produce ~0.1 percent of the gasoline consumed in the U.S.Page 284 of 961

or assume a 5 ppm sulfur content for the DFE added downstream . To prevent potential bias, a refiner or importer must choose to use o nl y one method during each annual compliance period. 2. Requirements for Gasoline Additives Today ’s action finalizes the requirement that manufacturers of gasoline additives used downstream of the refinery at less than 1 volume percent must limit the sulfur contribution to the finished gasoline from the use of their additive to no more than 3 ppm when the additive is used at the maximum recommended treatment rate. The additive manufacturer will be required to maintain records of its additive production quali ty control activities which demonstrate that the sulfur content of additive production batches is such that when the additive is used at its maximum recommended treatment rate it will add no more than 3 ppm to sulfur content of the finished gasoline

. We r eceived comments in support of our proposed requirements (these comments can be found in the docket to this rulemaking, and are summarized in the Summary and Anal ys is of Comments document, which is also located in the docket). An environmental organizatio n commented that the sulfur contribution from additives can have a material effect on emissions performance given the level of vehicle emissions control that is being finalized today

. We also received comments from gasoline additive manufactures were in f avor of the proposed controls. The requirements finalized today are designed to prevent the potential dumping of high sulfur materials into gasoline under the guise of the a ddition of gasoline additives. We continue to believe that all current gasoline additives contribute less than 3 ppm to the sulfur content of the finished fuel when used at the maxi mum recommended treatment rate (with 3 ppm being the extreme). N ormal additive production quality control practices already have had to consider the sulfur contribution of the additive to finished gasoline as a result of the Tier 2 gasoline sulfur requirements

. The maximum recommended treatment rate is already stated on product transfer document or packaging for the additive. Additive manufacturers are to retain production quality control r ecords for 5 ye ars and make these available to EPA upon request. Therefore, the requirements finalized today will not constrain the use of genuine gasoline additives or result in significant additional costs to gasoline additive manufactur ers. Parties that introduce additives to gasoline at over 1.0 volume percent are required to satisfy all of the obligations of a refiner and fuel manufacturer including demonstration that the finished blend meets the ap plicable sulfur specification. We also received comments from an environmental organization requesting that EPA promulgate limits on the combined sulfur contribution for all additives blended into a batch of gasoline in addition to controlling the sulfur contribution from individual additives. We believe that such additional controls are not necessary , would add an unwarranted additional compliance burden, and could interfere with the use of necessary downstream additives. Certain additives that provide critical fuel per formance characteristics (e.g., c orrosion control, demulsifiers) contain sulfur

- containing compounds as an essential functional component. Such additives are used to remedy specific instances of gasoline quality problems, and their treatment rate is gover ned b y the desire to limit the added cost from their use.Page 285 of 961

**D. Averaging, Banking, and Trading Program**  In today ’s rule , we are finalizing an ABT program that will reduce the compliance cost s and promote the feasibility of the Tier 3 gasoline sulfur program , be cause it will allow refiners and importers to choose the most economical compliance strategy ( i.e., investment in technology , credits, or both) to meet the 10 ppm average sulfur standard. In response to comments received on our proposal, we have simplifie d and added flexibility to the ABT program. The ABT program allows refiners and importers to continue to generate credits for overcompliance with the current Tier 2 30 ppm average gasoline sulfur standard through 2016, and the new 10 ppm average standard beginning in 2017. (Small refiners and small volume refineries have a January

1, 2020 compliance date, as described below.) These credits can be used for compliance with either the Tier 2 standard through 2016 or the Tier 3 standard beginning in 2017. C redits can also be banked for future use or transferred to other refinerie s for compliance with the average sulfur standard. In addition, we are allowing refiners and importers to also use an y valid credits banked from 2012 and 2013 under the Tier 2 program toward compliance with either the Tier 2 or Tier 3 sulfur programs

. We believe these provisions will provide a seamless transition from Tier 2 to the Tier 3 program. 1. How W ill the ABT Program Assist with Compliance? T he Tier 3 ABT program allows re finers and importers the flexibility to: 1) have varying gasoline sulfur levels for their batches of fuel as long as they meet the 10 ppm average over the course of the ye ar; 2) use credits generated at one of its refineries to offset higher sulfur gasolin e produced at another of its refineries; 3) bank generated credits for future use; and 4) participate in trading (via buyi ng and/or selling) of credits from another refiner to help lower costs. The ABT program allows for the generation of credits by refin er s and importers for over

- compliance with the 10 ppm sulfur standard (on a refinery /facility basis) , and for the transfer of these credits to other refiner s (for use a refinery) to reduce or eliminate their need to make cap ital investments to meet the 10 ppm standard. The ABT program w ill provide refiners and importers with multiple approaches to compliance, and each c an choose the approach that best minimizes their costs. 2. ABT Modeling For the proposed rule, we modeled the effects of an ABT program on ref inery compliance

. O ur modeling determined the lowest cost approach on a refinery

- by

- refinery basis under two scenarios: the first, in which every refinery has the opportunity

to make credit transfers with every

other refinery

in the nation, and a more lim ited scenario in which credit transfers would only

occur within companies that own more than one refinery

. In developing today ’s final program, we also analyzed the Tier 2 credit market and found that, currentl y, Tier 2 sulfur credits are both transferred within companies (intra

- compan y) and traded between companies ( inter

- compan y). As discussed in Chapter 4.3 of the RIA, in 2012 approximately

56% of the Tier 2 credit transactions were inter

- compan y trades. The remaining 44% were intra

- compan y trades. Th is anal ys is shows that there is a functioning, well

- established gasoline sulfur credit trading market. There does not appear to be any hindrance to credit trading currentl y or in the future. W e anticipate that a significant number of refineries w ill takePage 286 of 961

advantage of the opportunity to generate or use credits, thus lowering their compliance burden for the Tier 3 program. For a more complete discussion of our anal ys is of credit trading and the associated cost impacts of the ABT program, refer to Chapter 4

. 3 of the RIA. 3. Eligibility Consistent with our proposal, under today ’s final program, s ulfur credits may be generated by

both U.S. refiners and importers of gasoline into the U.S. only for gasoline that is subject to the sulfur requirements as described in the regulations at §80.1603. This excludes gasoline produced or imported for use in California (“California gasoline”) and gasoline designated for export , but includes gasoline produced b y California refineries for use outside the state. We sought comment in the proposed rule on whether or not to include California. All comments received on this issue were against the inclusion of such gasoline in the ABT program, largel y because it would cause additional burden but provide no appreciable credits to t he market to justify the additional compliance burden (such as batch reporting). We agree with these comments, and are finalizing the provision that California gasoline and gasoline for export will not be included in the ABT program. In order to exclude exported gasoline and California gasoline, refiners must keep records to demonstrate that the excluded gasoline was designated for export or as California gasoline, and was actually exported or used in California. While under existing fuel programs (e.g., MSAT2), we precluded importers from generating “ early” credits (credits generated before a program start date), we are allowing importers to generate early credits in the Tier 3 ABT program, consistent with our proposal. Importers were previously preclude d from generating earl y credits because they generally did not need additional lead time to comply with our fuel standards (as they most likely would not be investing in new refining technologies ) and we also thought it would be difficult for them to estab lish representative baselines from which early credits could be generated. However, earl y credit baselines are not a part of the Tier 3 program , as discussed above . In addition, commenters noted that while importers may not necessarily

have to take actio ns to desulfurize fuel like domestic refiners do, these parties may have to pay

premiums on obtaining lower sulfur fuel, thus their efforts to provide lower sulfur fuel should also be able to generate earl y credits. Thus, we are finalizing provisions allo w ing importers to generate earl y credits for sending over

compliant gasoline to the United States prior to January 1, 2017

. We proposed to limit credit generation to refiners and importers. Under the Tier 2 gasoline program, we allow refiners who produc e gasoline b y combining blendstocks together or adding blendstocks to previously certified gasoline (refiner

- blenders) to participate in the in the sulfur ABT program, but do not allow butane blenders who compl y with the reduced sampling, testing, and repo rting requirements to participate in the sulfur ABT program. 436 We are extending these provisions to butane and pentane blenders under the Tier 3 program. 437 Under today ’s rule, an y refiner who uses the reduced sampling, testing, and reporting provisions fo r blending butane or pentane into gasoline will not be allowed to generate credits. Refiner

-

436 The provisions for butane blenders are located in 40 CFR 80.82. 437 See Section V.I. for a discussion of the requirements for pentane blenders.Page 287 of 961

blenders who compl y with the full suite of sampling, testing, and reporting requirements will, however, be allowed to generate credits. We received several comment s from ethanol producers and Growth Energy (representing ethanol producers), who commented that DFE should be subject to an annual average sulfur standard and that ethanol producers should be able to participate in the ABT program that is available to refi ners and importers of gasoline. These commenters stated that preventing them from participating in the ABT program would provide refiners with pathway s to allow delayed adop tion of cleaner fuel standards at their expense. Some ethanol producers commented that they should be allowed to participate in the ABT program as a means of offsetting the additional cost of the proposed per

- batch sulfur testing and reporting requirements. We also received comments from refiners stating that c redit generation should be permitted only for refiners and importers

. As in existing EPA fuel programs, we continue to believe that it is not appropriate expand the ABT provisions to cover ethanol producers and oxygenate blenders for several reasons. First, expanding the ABT p rogram beyond refiners and importers could greatly increase the number of parties participating thereb y potentially complicating EPA compliance assurance activities while having little overall impact on the sulfur credit pool. Second, the current ABT program under the Tier 2 gasoline sulfur program, which is limited to gasoline refiners and importers, has functioned effectivel y with few compliance irregularities. Third, e xperience with the unleaded gasoline program suggests widespread abuse and fraud when credits have been allowed to be generated or sold by parties other than refiners or importers subject to the regulations

. Fourth, it would require a considerably more complicated compliance structure, including the application of all refiner responsibili ties to ethanol producers and blenders. Fifth, there is no need for DFE producers to generate credits in order to recoup the value for any lower sulfur content of their product. The value of any lower sulfur content will be reflected in the market price of DFE, similar to the octane value to refiners. Sixth, the sulfur ABT provisions were included to ease the burden of compliance for refiners who have to make capital changes to their facilities to meet today ’s more stringent sulfur standards. In additio n to reducing the cost of today ’s gasoline sulfur program, the ABT provisions allow for an earlier effective date of the sulfur standards than would otherwise be possible. Such considerations are not applicable to ethanol producers since capital expenditures for desulfurization equipment or other equipment will not be needed at their facilities to comply with the sulfur standards finalized today

. 438 Finally , o vercompliance with the per

- gallon sulfur cap for DFE is not a valid basis for credit generation

. We expect that in all cases , the DFE sulfur level w ill be below the cap. To allow credit generation for these parties , we would need to set an additional annual average sulfur standard for DFE at some level below 10 ppm and allow credits to be generated f or overcompliance with that standard. Accordingl y, we do not believe it is appropriate to allow ethanol producers or blenders to generate sulfur credits under the Tier 3 gasoline sulfur program , and as such, we are not finalizing such a provision

. The Ti er 3 rule prohibits any person downstream of the refinery or importer that produced or imported gasoline, CBOB, or RBOB

438 The requirements for ethanol producers finalized today are discu ssed in Section V.G.4.Page 288 of 961

who adds ox ygenate to such product from including the volume and sulfur content of the oxygenate in an y compliance calculations for credit generation. 4. Credit Generation and Use Under the Tier 3 ABT program, the credit generation provisions are nearly the same as those under the Tier 2 program

. In essence, the Tier 2 program simply continues with a lower standard below which credits are ge nerated. Refiners and importers are allowed to average within and across companies to meet the standard in the most cost

- effective manner possible , including generating and using credits

. For Tier 3, refiners and importers can generate credits for overco mplying with the 10 ppm standard on a volume

- weighted annual average basis beginning January

1, 2017. C redit generation periods remain 12 months long and continue to be sy nchronized with annual compliance demonstration periods. The final Tier 3 ABT program provisions for approved small refiner s and small volume refineries are discussed below in Section V.D. 6. Consistent with our proposal, and t o encourage early gasoline desulfurization and give the refining industry

flexibility

to stagger their investment s over time, we are also finalizing provisions to allow refiners and importers to generate credits prior to January 1, 2017 (i.e., earl y credits). We proposed an earl y credit program for overcompl iance with the current Tier 2 30 ppm gasoline sulfur standard from January 1, 2014 through December 31, 2016 . These earl y credits were proposed to have a credit life of three ye ars, and could be used through December 31, 2019

. We also proposed that refiners and importers who generated earl y credits would then hav e to designate them at the end of the compliance ye ar as either Tier 2 credits or Tier 3 early credits, and the credits would have to be used in accordance with the designation. We received several comments on our earl y credit provisions. Some commenters stated that the requirement to designate credits as either Tier 2 or Tier 3 would not provide refiners and importers the intended amount of flexibility , as they may not necessaril y be able to predict if they will need to use those earl y credits for either Tier 2 or Tier 3 compliance. Further, commenters were concerned that if more refiners than anticipated opt to bank the credits for possible future use at their own refineries, it could result in less credits being made available to the market. We also re ceived comments both in support of and against the proposed three

- ye ar credit life. Some commenters stated that they believed that all credits should have a five

- ye ar life to provide maximum flexibility and more certainty

on the availability

of credits; while other commenters supported the three

- year credit life limit, because it would coincide with the end of the small refiner/small refinery provisions thus providing more certaint y of the benefits of the Tier 3 program. Finall y, while not proposed, we re ceived man y comments requesting that EPA clarify what would become of “banked” Tier 2 credits (Tier 2 credits generated in 2012 and/or 2013 that were not used before the end of their five

- year credit life and would have expired when the Tier 3 program began, under the terms of the proposed ABT program). Commenters further stated that these credits should not expire, but rather should be allowed to receive their full five

ye ar credit life, as they

represent actual reductions in refinery sulfur levels.Page 289 of 961

As di scussed above, we are finalizing a more flexible approach to the ABT program than what we proposed. We believe this will provide for a more seamless transition from the Tier 2 to the Tier 3 credit programs and more certainty on credit availability. Consis tent with our proposal, refiners and importers may begin generating earl y credits on January

1, 2014, and continue through December 31, 2016. These credits will be generated on an annual average basi s, from a demonstration that the refiner or importer’s annual average gasoline sulfur level is below the current Tier 2 30 ppm annual average sulfur standard. We believe this simple earl y credit approach is possible because U.S. gasoline was averaging around 30 ppm as we started developing the Tier 3 program, based on compliance data. Since refiners and importers would need to continue to comply with the existing Tier 2 sulfur standards during the earl y credit period , absent Tier 3, they would need to maintain this level of performance on an industry

average basis. Accordingl y, an y additional gasoline sulfur reductions beyond 30 ppm will be attributed to the proposed Tier 3 program. In response to comments received, we are not requiring that credits be designated as either Tier 2 or Tier 3 and only used for the program for which they were designated. Refiners and importers may

use early credits either for ongoing compliance with the Tier 2 program, or bank them for future compliance with the Tier 3 program (within the limits of the credit life restrictions) . Essentiall y, the Tier 2 credit generation provisions simply continue, and an y banked credits generated in 2014 through 2016 that were not used for compliance with the Tier 2 standards would be carried over for use in complying with Tier 3. We believe t hat this will allow for more certainty

of credit availability

before refiners must make their Tier 3 investment decisions, thus reducing the cost of the program. It will also avoid any incentive for refiners to use up banked Tier 2 credits prior to 2017 c ausing increased in

- use sulfur levels and emissions. Based on our analy sis of the Tier 2 credit market for 2012, we believe that there will be a balance of 2012 banked credits equivalent to approximately two months of compliance, and we anticipate a similar amount (perhaps more) for 2013. Although we did not propose to allow for banked 2012 and 2013 Tier 2 credits to be used for compliance with the Tier 3 program, we are finalizing this provision for a number of reasons. First, the Tier 2 banked credits represent real reductions

—

refiners and importers are currently generating these credits for overcompliance with the Tier 2 gasoline sulfur standard. Second, allowing these banked credits to receive their full five

- year credit life will provide more assuran ce of the credit availability for trading for those who need them to comply with Tier 3 without a large capital investment. As previousl y explained, this will allow for more certainty of credits available far before making Tier 3 investment decisions, thu s reducing the cost of the program. A lack of certainty in the credit trading market could lead to refiners banking more credits than usual for their own use rather than allowing these credits to be available in the market for trading. As shown in Chapte r 4.3 of the RIA, refiners tend to hold credits as an insurance policy until they

approach the end of their credit life. If credit

- generating refiners continue with this approach, credits generated in 2012 and 2013 will likely

be available for purchase in 2017 and 2018 for those refiners that may want to rely on them for compliance (along with additional earl y credits generated in 2014 through 2016). Finall y, as we anticipate that these credits will be equal to about four months of compliance, the allowan ce of 2012 and 2013 banked Tier 2 credits makes for a more flexible program b y effectively allowing for a small amount of additional lead time without adversel y affecting the overall benefits of the Tier 3 program. As discussed previously , this will avoid an yPage 290 of 961

incentive for refiners to use up banked Tier 2 credits prior to 2017 causing increased in

- use sulfur levels and emissions. We believe these provisions will allow the Tier 3 program to begin on January

1, 2017, with more certainty regarding the availab ility of credits for those refiners needing (or choosing) to defer investment to better align with their existing turnaround/shutdown schedules. All credits generated before January 1, 2017 will be valid for five ye ars or until December 31, 2019, whichever is earlier

— no early credits may

be used for compliance beginning January

1, 2020. Thus, banked Tier 2 credits generated in 2012 and 2013 will receive their full five

- ye ar life and will not expire at the start of the Tier 3 program. However, credits gene rated in 2015 and 2016 that are unused as of December 31, 2019 will expire and become invalid. We believe that structuring the early credit program this way

will offer considerable flexibility to refiners phasing in Tier 3 gasoline sulfur controls , while still placing a date at which point the intended sulfur program will be full y implemented and enforceable

—January 1, 2020 (the same date small refiners and small refineries must begin compl yi ng with the 10 ppm sulfur standard)

. This will also provide a date certain to give auto manufacturers greater confidence for the design of their vehicles that all vehicles in

- use are running on 10 ppm average fuel. Otherwise, it is possible that the greater ease of generating earl y credits relative to 30 ppm sulfur (a s opposed to 10 ppm in 2017 and beyond) w ould allow higher sulfur levels to continue well beyond 2019. Consistent with our proposal, all credits generated beginning January 1, 2017 will be for overcompliance with the Tier 3 10 ppm annual average sulfur sta ndard, and will have a five

- year credit life. We believe five ye ar s will give refiners and importers sufficient time to use credits generated in previous ye ars while still placing limitations on credit life to help with enforcement. Five ye ars is consist ent with the Tier 2 ABT program, as well as the current credit life and recordkeeping provisions for other 40 CFR part 80 fuels programs, and coincides with the applicable statute of limitations for violations by parties who generate invalid credits

. C redits must be used within five years from the year they were generated (regardl ess of when/if they are traded), otherwise they will expire and become invalid. For example, credits generated in 2017 can be applied towards 2018

- 2022 compliance, as well as 201 7 compliance. After March 31 , 2023 (when reports for the 2022 annual compliance period will be due) , credits generated in 2017 will expire and become invalid. Similarly , credits generated in 2018 can be applied towards 2019

- 2023 compliance, as well as 20 18 compliance. After March 31 , 2024, credits generated in 2018 expire, and so on and so forth. 5. Credit Trading Provisions We are also finalizing provisions for credit trading in Tier 3 that are identical to those under the current Tier 2 program. As in th at program, i t is possible that sulfur credits could be generated b y one party, subsequently transferred or used in good faith b y another, and later found to have been calculated or created improperly or otherwise determined to be invalid. As in the curre nt Tier 2 program as well as other 40 CFR part 80 fuel programs, i f this occurs, we are requiring that both the seller and purchaser will have to adjust their sulfur calculations to reflect the proper credits and either party (or both) could be determined to be in violation of the standards and other requirements if the adjusted calculations demonstrate noncompliance with the 10 ppm standard.Page 291 of 961

S ulfur credits must be transferred directl y from the refiner or importer generating them to the party using them for compliance purposes. This ensures that the parties purchasing them are better able to assess the likelihood that the credits are valid. A s proposed, we are also finalizing an exception for the case where a credit generator transfers credits to a refiner or importer who inadvertentl y cannot use all the credits. In this case, the credits c an be transferred a second time to another refiner or importer. After the second trade, the credits must be used or they will expire . Allowing a maximum of two trades is consistent with other recent fuel programs and we believe it is sufficiently

flexible while still preserving adequate means for enforcement. While some commenters stated that they believe the two

- trade maximum is not necessary given the fact that credi ts are only

being traded within a small part of industry , we believe that unlimited trading could result in an unenforceable program and potentially lead to problems with invalid credit trading. Given the widespread use of credit trading between different companies under the Tier 2 program despite this provision, there appears to already be sufficient flexibility in the program. We received comments requesting that we clarify that intra

- company

trading will continue to be unlimited as it is in the existin g Tier 2 ABT program. Intra

- compan y trading will in fact remain unlimited, and we have added language to the final Tier 3 regulations to clarify this. There are currently no prohibitions against brokers facilitating the transfer of credits from one party to another. Any person can act as a credit broker, regardless of whether such person is a refiner or importer, as long as the title to the credits is transferred directly from the generating refiner or importer to the using refiner or importer. This proh ibition on outside parties taking ownership of credits was promulgated in response to problems encountered during implementation of the unleaded gasoline program , and has since been extended to subsequent fuels rulemakings. We continue to believe that m ai ntaining this prohibition will allow for maximum program enforceability and consistency with all of our other ABT programs for mobile sources and their fuels. 6. ABT Provisions for Small Refiners and Small Volume Refineries Consistent with our proposal, appro ved small refiners and small volume refineries must comply with the 10 ppm annual average standard by January 1, 2020 , which allows for an additional three ye ars for compliance . This is the primary form of relief offered to small refiners and small volume refineries under the Tier 3 gasoline sulfur program (discussed further in Section V.E, below)

. Approved small refiners and small volume refineries may continue to generate credits for overcomplying with the 30 ppm Tier 2 standard before January 1, 2020

. Prior to January

1, 2017, c redits generated b y small refiners and small volume refineries can be traded/sold to non

- small refiners for use b y December 31, 2019, and the credit revenues could be used to help offset their Tier 3 investments. When the Tier 3 program begins on January 1, 2017, small refiners and small volume refineries may

continue to generate credits for overcompliance with the 30 ppm sulfur standard (as they will still be subject to the Tier 2 standards through December 1, 2019), or they m ay generate credits for overcompliance with the Tier 3 10 ppm sulfur standard. We are finalizing that small refiners and small volume refineries must designate their credits as being generated for either the Tier 2 or Tier 3 ABT program, as proposed. Cre dits designated and generated as Tier 2 credits may

onl y be traded with other small refiners and small volume refineries (and thesePage 292 of 961

credits may

onl y be used for compliance through December 31, 2019). However, credits designated and generated as Tier 3 cre dits may be traded with non

- small refiners as well. Additionally , from January 1, 2017 through December 31, 2019, if a small refiner’s annual average sulfur level is below 10 ppm, they may elect to split the designation and generation of credits between b oth the 10 ppm and 30 ppm standards (without double

- counting). For example, in 2017, a small refiner with an annual gasoline sulfur average of 8 ppm could generate 20 ppm

volume Tier 2 credits (30 ppm

- 10 ppm) that could be used b y other small refiners and small volume refineries, or banked by the refinery

for future Tier 2 compliance. This small refiner would also generate 2 ppm

- volume Tier 3 credits (10 ppm

- 8 ppm) that could be sold to refiners and importers subject to Tier 3, or banked b y the refiner fo r future Tier 3 compliance. 7. Deficit Carryforward Under the final Tier 3 sulfur program, we are finalizing deficit carryforward provisions similar to the existing Tier 2 program, whereb y an individual refinery that does not meet the 10 ppm standard in a gi ven year may carry a credit deficit forward for 1 year. Under this deficit carryf orward allowance, the refinery will have to make up the credit deficit and come into compliance with the Tier 3 sulfur standard the next calendar ye ar. We received comments expressing concern that it will be more challenging for refineries to make up their credit deficit in one year with a 10 ppm sulfur standard, and requesting that the deficit carryforward allowance be extended to two or three ye ars. We disagree with these comments primarily because of concerns with the enforceability of allowing for a deficit beyond one ye ar. In addition, we believe that an extended deficit carryforward will further delay Tier 3 sulfur reductions. While we acknowledge that there might b e an increased hurdle for some refiners to make up their own credit shortfall, we believe the ABT program provides ample opportunity to purchase credits from others. However, in recognition of unanticipated circumstances, such as where credits are unavail able or are prohibitively expensive such that the refiner could not make up the deficit in one year, the Tier 3 hardship provisions provide EPA with the authority to allow for extended deficit carryforward, if a refiner’s hardship petition demonstrates that it meets the criteria. Thus, we are finalizing that a refiner could carry a deficit forward for up to 3 years only in cases of hardship situations, as described below in Section V.E.2. **E. Additional Program Flexibilities**  1. Regulatory

Flexibility

Provisions
a. S mall Business Regulatory Flexibility

Provisions W e are finalizing several regulatory flexibility provisions for small entities in the fuels industry to reduce the burden that the Tier 3 program could have on them. As in previous fuel rulemakings, our just ification for including provisions specific to small businesses is that these entities generall y have a greater degree of difficulty in compl yi ng with the standards compared to other entities. In developing the Tier 3 gasoline sulfur program, we evaluated the environmental need as well as the technical and financial ability of refiners and others in the fuel industry to meet the sulfur standards as expeditiously as possible. We believe it is necessary and feasible for the vastPage 293 of 961

majority of the program to be implemented in the established time frame to achieve the air quality benefits as soon as possible. Based on information available from small refiners and others (as discussed further in the Regulatory Flexibility

Analy sis description in Section XII.C) , w e believe that the category of entities classified as small generall y face unique circumstances with regard to compliance with environmental programs, compared to larger entities. Thus, as discussed below, we are finalizing several regulatory flexibility provisions for small refiners to reduce the burden that the Tier 3 program could have on them. Small entities as a category generally lack the resources that are available to larger companies to raise capital for investing in a new regulatory program, such as shifting of internal funds, securing of financing, or selling of assets. Small entities are also likely to have more difficulty in competing for any

needed engineering and construction resources. This is because the magnitude of their projects tends to be both smaller and less profitable for the contracted firms. As such, we are including provisions in today ’s rule that would provide assistance for small entities in meeting the 10 ppm sulfur standards. This proposed approach would allow the overall program to begin as earl y as possible; achieving the air quality benefits of the program as soon as possible, while helping to ensure that small entities have adequate time to raise capital for new fuel desulfurization equipment or to make any other needed changes. We also believe that small business regulatory flexibilities c an provide these entities with additional help and/or time to accumulate capital internally or to secure capital financing from lenders, and could spread out the availability of any n eeded engineering and construction resources in a manner that they are available by

the time they

are needed

. i. Delayed Standards for Small Refiners We are finalizing a compliance date of January 1, 2020 for small refiners, allowing small refiners to postpon e compliance with the Tier 3 program for up to three years. Small refiners will have from January

1, 2017 through December 31, 2019 to continue production of gasoline with an average sulfur level of 30 ppm (per the Tier 2 gasoline sulfur program). This d elayed compliance schedule for small refiners is not intended as an opportunity for those refiners to increase their production of gasoline with sulfur levels greater than 10 ppm , but rather w ill help small refiners with compliance with the program. Since the compliance costs for their competitors may rise during these three ye ars and since their gasoline will be sold into the same fungible market, this delay will not only provide them more lead time, but also financial support towards later compliance. C ompliance with the 10 ppm annual average sulfur standard will begin on January

1, 2020 for small refiners

. Further, as discussed in greater detail in Section V.D.5, a small refiner would be allowed to continue using Tier 2 gasoline sulfur credits through December 31, 2019 to meet their refinery average 30 ppm sulfur standard. ii. Refinery Gate and Downstream Caps During the Small Business Regulatory Enforcement Fairness Act (SBREFA) Panel process, small refiners raised the concern that a refinery gate cap of 2 0 ppm could cause problems during a refinery turnaround or an upset because a cap of this level could result in a refiner not being able to produce saleable gasoline. The Panel likewise had concerns that a downstream cap of 25 ppm may cause problems for s mall downstream entities such as transmix processors and gasoline additive manufacturers. They stated it would not be feasible forPage 294 of 961

transmix processors to install desulfurization equipment to produce gasoline that meets a 25 ppm sulfur cap. They

also stat ed that such a low sulfur cap could preclude certain necessary gasoline additives from the market whose activity depends on sulfur containing components. Thus, the Panel recommended that EPA assess and request comment on retaining the current Tier 2 refi nery gate and downstream caps of 80 and 95 ppm, respectivel y, to help provide maximum flexibility and avoid s ys tem upsets for the entire refining and distribution sy stem. Further, the Small Business Administration (SBA) and Office of Management and Budget (OMB) Panel members recommended that EPA propose retaining the 80 ppm and 95 ppm caps. The Panel also recommended that, if EPA were to propose caps lower than 80 and 95 ppm, the Agency request comment on additional refinery gate and downstream caps that are above 20/25 ppm but below 80/95 ppm. As discussed above , we proposed options to maintain the current 80/95 ppm caps or to lower them to 50/65 ppm and sought comment on a refinery gate cap of 20 ppm with a downstream cap of 25 ppm. We are retaining th e current 80/95 ppm per

- gallon sulfur caps in today ’s final rule . For more information on today’s final per - gallon sulfur cap provisions and related comments , refer to Section V. C of this preamble and Chapter 5 of the Summary and Analy sis of Comments document
. b. Small Volume Refinery Provisions Consistent with our proposal, we are finalizing a compliance date of January 1, 2020 for small volume refineries. Approved small volume refineries will receive a three

- ye ar delay (January 1, 2017 through December 31, 2019) in meeting the 10 ppm average gasoline sulfur standard, similar to the small refiner delay

. During the development of the Tier 3 rulemaking and throughout the SBREFA process, it became evident that some refineries may experience higher compliance c osts on a per
- gallon basis than other refineries, and in some cases considerabl y higher. These are refineries owned by a refiner/company

that would not meet the SBA definition of a small business. In an oversupplied gasoline market, these refineries may have difficulty justifying capital investments to comply with new standard s . In recognition of this concern under the RFS program, Congress granted all refineries with a crude oil throughput of less than or equal to 75,000 barrels per calendar day (bpcd) additional time to comply

. Consistent with this allowance , we are including delayed Tier 3 sulfur standards for approved small volume refineries. Overall, we believe that these small refineries are disproportionally impacted when it comes to their cost o f compliance and ability to rationalize the investment costs in today ’s gasoline market. Giving these refineries additional lead time will allow more time to invest in desulfurization technology , take advantage of advancements in technology , develop confi dence in a Tier 3 credit market as a means of compliance, and avoid competition for capital, engineering, and construction resources with the larger refineries. Credit generation opportunities for approved small volume refineries are identical to those fo r small refiners , as described above in Section V.D

. A refiner must apply

and be approved for small volume refinery status. We are finalizing a small volume refinery

net crude throughput of less than or equal to 75,000 bpcd, based on the highest crude throughput for the 2012 calendar ye ar. We received comment suggesting that a higher crude throughput (e.g., 90,000 bpcd) would be more appropriate , as the refining industry has changed since Congress set the 75,000 bpcd throughput limit for small refinerie s in the RFS program . In anal yz ing various crude throughput maximums between 75,000 and 90,000 bpcd, we do not believe it is appropriate or necessary to increase the threshold beyond what wasPage 295 of 961

previously

set by Congress. The 75,000 bpcd limit set by Congr ess was to recognize those refineries that would have difficulty with compliance with a rulemaking (from both a cost and feasibility standpoint), raising this limit would go beyond Congress’ intent. 2. Provisions for Refiners Facing Hardship Situations W e are finalizing hardship provisions that are intended to accommodate a refiner’s inability to comply

with the 10 ppm sulfur standard at the start of the Tier 3 program, and to deal with unforeseen circumstances that may occur at any

point during the program. These provisions , which are similar to those in existing fuels programs, are available to all refiners, small and non

- small, though relief will be granted on a case

- by

- case basis following a showing of certain requirements; primarily that compliance through the use of credits is not feasible. Any hardship waiver granted will not be a total waiver of compliance; rather, a hardship waiver will consist of short

- term relief that will allow a refiner facing a hardship situation to, for example, receive addition al time to comply . EPA will determine appropriate hardship relief based on the nature and degree of the hardship, as presented b y the refiner in its hardship application, and on our assessment of the credit market at that time

. Further, as discussed abov e in Section V.D.7, hardship waivers could grant relief in the form of additional deficit carryforward for up to three ye ars, depending on the level of hardship and the status of the credit market. A detailed description of the requirements for appl yi ng f or a hardship waiver is located in the regulations at 40 CFR 80.1625. We do not anticipate a great need for hardship relief, given the flexibilities offered as part of the Tier 3 program and an expected robust credit trading market. Nevertheless, we are f inalizing hardship provisions in this action as a failsafe for unforeseen circumstances, or should credits become scarce or prohibitively expensive.
a. Temporary

Waivers Based on Unforeseen Circumstances We are finalizing a provision to allow for temporary wa ivers based on unforeseen circumstances. EPA would, at our discretion, permit a refiner to seek a temporary waiver from the Tier 3 sulfur standards under certain rare circumstances. This waiver provision is intended to provide refiners relief in unanticipated circumstances

- such as a refinery fire or a natural disaster (i.e., force majeure )

- that cannot be reasonabl y foreseen now or in the near future. Under this provision, a refiner c an seek a hardship waiver for relief if it c an demonstrate that the magnitude of the impact i s so severe as to require such an extension. A refiner would need to show that: (1) the waiver is in the public interest; (2) the nonconformity is unavoidable; (3) it will meet the proposed Tier 3 standards as expeditiously as pos sible; (4) it will make up the air quality detriment associated with the nonconforming gasoline, where practicable; and (5) it will pay to the U.S. Treasury

an amount equal to the economic benefit of the nonconformity less the amount expended to make up th e air quality detriment. These conditions are similar to those in existing fuels regulations, and are necessary and appropriate to ensure that any waivers granted would be limited in scope. S uch a request will be based on the refiner’s inability to produc e compliant gasoline at the affected facility

due to extreme and unusual circumstances outside the refiner’s control that could not have been avoided through the exercise of due diligence. The hardship request willPage 296 of 961

also need to show that other avenues for mitigating the problem, such as the purchase of credits toward compliance under the ABT program provisions, have been pursued and yet were insufficient or unavailable. In light of other flexibilities , including the ABT program, we expect that the need for such requests will be rare. b. Temporary

Waivers Based on Extreme Hardship Circumstances In addition to the provision for short

- term relief in extreme unforeseen circumstances, we are also finalizing a hardship provision where a refiner may receive a hardship waiver based on severe economic or ph ys ical lead time limitations of the refinery to compl y with the Tier 3 standards at the start of the program. A refiner seeking such hardship relief under this provision must demonstrate that these criteria were met. In addition to showing that unusual circumstances exist that impose extreme hardship in meeting the Tier 3 standards, the refiner will need to show that: (1) it has made best efforts to compl y, including through the purchase of credits; (2) the r elief granted under this provision is in the public interest; (3) the environmental impact is acceptable; and (4) it has active plans to meet the requirements as expeditiously as possible. We expect that hardship relief requests under this provision will mostly be applicable at the beginning of the Tier 3 program, when refiners are making their investments to comply . If hardship relief under these circumstances is approved, we expect to impose appropriate conditions to ensure that the refiner is making be st efforts to achieve compliance offsetting any loss of emission control from the program. We believe that providing short

- term relief to those refiners that need additional time due to hardship circumstances will help to facilitate the adoption of the o verall Tier 3 program for the majority of the industry . However, we do not intend for hardship waiver provisions to encourage refiners to delay

planning and investments they would otherwise make. Again, because of the flexibilities of the overall Tier 3 program, especially the ABT program, we expect the need for additional relief to be rare. **F. Compliance Provisions**  This section describes the compliance provisions of today ’s program. For the most part, the Tier 3 sulfur standards simply reflect a lowering o f the current Tier 2 sulfur standards. Thus, we are retain ing most of the same compliance provisions as the current Tier 2 program, with exceptions as noted. However, we also propos ed and sought comment on several fuel program regulatory

streamlining mea sures, including a broader program redesign to streamline the reformulated gasoline and anti

- dumping regulations. 439 As discussed below, s ome of these streamlining measures will also impact the Tier 3 sulfur compliance provisions. 1. Registration, Reporting, and Recordkeeping Requirements Registration, recordkeeping, and reporting are necessary to track compliance with the Tier 3 standards and the ABT program.

439 For more information on Part 80 regulatory streamlining options, refer to Section VI.Page 297 of 961

a. Registration Requirements R efiners, importers, and anyone acting as a refiner (e.g., a terminal wi th blending or other refining operations) who expects to produce or import gasoline must register each of its facilities with EPA by

June 1, 2016, or six months prior to producing gasoline meeting the Tier 3 standards and/or participating in the credit pro gram. Manufacturers of denaturants that are designated as suitable for use in the manufacture of DFE that meets federal requirements must also register each of their facilities with EPA by June 1, 2016, or six months pri or to producing denaturant that is so designated. 440 Manufacturers of pentane designated as suitable for use b y blenders into previousl y certified gasoline (PCG) subject to the Tier 2 program must register each of their facilities with EPA prior to manufacturing pentane for such downstream b lending. 441 Manufacturers of pentane for use b y blenders of pentane into PCG subject to the Tier 3 program must register each of their facilities with EPA by June 1, 2016, or six months pri or to producing such pentane. After the Tier 3 program begins on January 1, 2017, any

non registered parties must register at least three months prior to producing gasoline , participating in the credit market , producing denaturant designated as suitable for use in the manufacture of DFE that meets federal requirements, or producing pentane for downstream blending into PCG under the Tier 3 program. Consistent with the existing registration requirements for butane blenders, pentane blenders must comply with the fuel registration requirements under the fuel and fuel additive s registration program of 40 CFR part 79. Most refiners, importers, and ethanol producers and some ethanol denaturant manufacturers are currentl y registered with EPA under other 40 CFR part 80 fuels programs. All manufacturers of gasoline additives for us e in highway vehicles are already required to be registered with EPA under 40 CFR part 79 fuel and fuel additives program. Parties who are already registered do not have to register again. T he same basic forms currentl y being used for existing fuels progr ams will be used for Tier 3 registration . These forms are well known in the regulated community and are simple to fill out. Upon receipt of a completed registration form, EPA will issue a unique 4

- digit compan y identification number and a unique 5

- digit facility identification number. As with existing fuels programs, these numbers will be required for all reports sent to EPA and for PTDs. Registrations do not expire and do not have to be renewed; however, registered parties are responsible for notifying us of an y change to their compan y or facility information. An entity ’s registration must include a corporate name and address (including the name, telephone number, and e

- mail address of a corporate contact person); and, for each facility operated b y the e ntity :

 Ty pe of facility

(e.g., refinery , import facility, pipeline, terminal, transmix facility, etc.)

440 As discussed in section V.I. of this preamble, the use of denaturants that are so designated enables DFE manufacturers to use streamlined provi sions to demonstrate compliance with the Tier 3 sulfur requirements for DFE. 441 The provisions for downstream blending of pentane into gasoline described in section VI.A.3. will become effective 60 days after the publication of this rule and may be used for gasoline subject to the Tier 2 program requirements as well as gasoline subject to the Tier 3 program requirements.Page 298 of 961

 Facility name

 Phy sical location

 N ame, telephone number, and e

- mail address of a corporate contact person b. Reporting Requirements R efiners and importers mu st submit annual reports demonstrating their compliance with the Tier 3 standards , and on the generation, use, and transfer of sulfur credits at each of its refineries or import facilities. Similar to our other sulfur programs, refiners and importers must submit data on individual batches of gasoline (including batch volume and sulfur content). Based on our experience with existing gasoline and sulfur

- based programs, we believe that requiring annual reports and individual sulfur batch data provide s an eff ective means of monitoring compliance with the standards and the credit program. Producers and importers of blender grade pentane for use b y pentane blenders must also submit annual reports that include data on individual batches demonstrating compliance w ith the quality requirements for blender grade pentane and batch volume. We proposed that producers and importers of DFE and other oxygenates would be required to submit an annual report that includes the total volume of DFE/oxygenate produced and an att estation that all batches met the proposed fuel quality requirements

. We continue to believe that such annual reports are important enforcement and compliance assurance mechanism and thus are finalizing the proposed annual reporting requirements for ox yge nate producers and importers. Tier 3 reports will be due annually on March 31 , on forms as required by EPA

. c. Recordkeeping Requirements Similar to current EPA fuels programs, refiners and importers must retain all records that demonstrate compliance with the Tier 3 program, including the ABT program. M anufacturers of DFE and other ox ygenates must keep records for five ye ars on individual batches of DFE/oxygenate (including batch volume,, denaturant concentration , and sulfur test results or other records to demonstrate compliance with the Tier 3 sulfur requirements as applicable). 442 Manufacturers of ethanol denaturant that is designated as suitable for use in the manufacture of DFE that meets federal requirements must keep records on individual batches of such denaturant including batch volume, and sulfur content.

442 As discussed in section V.G. of this preamble, DFE manufacturers may demonstrate compliance with Tier 3 sulfur requirements either by te sting each batch or mathematically using volumetric blend records and product transfer documents from the denaturants used provided such denaturants are from a registered denaturant producer.Page 299 of 961

Manufacturers of pentane that is designated as suitable for use for blending into PCG must keep records on individual batches of such pentane including batch volume, sulfur content, benzene cont ent, olefin content, aromatic content, C6 and higher hydrocarbon content, and purity as applicable. Manufacturers of gasoline additives for use in highway vehicles must keep records on individual batches of such additives including batch volume and addi tive production quality control activities which demonstrate that the sulfur content of additive production batches complies with the Tier 3 sulfur requirements. We expect that such records would include the results of periodic sulfur testing but not necessarily testing on each production batch. All parties in the gasoline , DFE, ethanol denaturant, pentane, and gasoline additive production and distribution sy stem subject to the Tier 3 sulfur program are also required to keep records of all PTDs and records of an y quality assurance programs. Records must be retained for five years. For credit transactions, records must be retained for five years from the usage date. Records must be made available to EPA on request ; if electronic records are kept, hard copies must be made available upon request. In formation submitted to EPA may be claimed as confidential business information (CBI). Parties making such a claim must follow all reporting guidance and clearl y mark the information being claimed as p roprietary . EPA will treat information covered by such a claim in accordance with the regulations at 40 CFR part 2 and other Agency procedures for handling proprietary

information. 2. Sampling and Testing Requirements Under the Tier 2 program, a sulfur conce ntration must be determined for every batch of gasoline. We are retain ing th is requirement under the Tier 3 program . As with the existing Tier 2 program, this every

- batch testing requirement will be required to occur prior to the batch leaving the refine ry . We are also retain ing the Tier 2 sampling, testing, and sample retention requirements in today ’s final rule

. Additionally , as discussed below in Section VI , we have included performance based measurement standards that will allow refiners to use alte rnate test methods for measuring sulfur if they so choose

. We proposed that m anufacturers of DFE would be required to test each individual batch of DFE for its sulfur content. Inresponse to comments, we are finalizing an alternative means for DFE manufac turers to demonstrate compliance with the Tier 3 sulfur requirements in addition to per batch testing. 443 We anticipate that DFE manufacturers will typically use this alternative means in the place of per batch sulfur testing. As discussed above, manufactur ers of additives for use in highway gasoline vehicles must maintain records of additive production quality control activities which demonstrate that the sulfur content of additive production batches complies with the Tier 3 sulfur requirements.

443 The alternative means of demonstrating compliance with the Tie r 3 sulfur requirements for DFE manufacturers is discussed in section V.G. of this preamblePage 300 of 961

We expect that periodic sulfur testing will be needed to comply with this requirement but not necessarily

testing on each additive production batch. Manufacturers of pentane that is designated as suitable for use by blenders into PCG must test every batch to demon strate compliance with the requirements sulfur content, benzene content, olefin content, aromatic content, C6 and higher hydrocarbon content, and purity as applicable. Blenders of pentane into gasoline must conduct periodic sampling and testing of the pentane they receive from each separate pentane supplier to demonstrate that the pentaene is compliant with the applicable compositional requirements. 3. Small Refiner Compliance To qualify

for small refiner status under the Tier 3 program, a refiner must apply by June 1, 2016 . As with our other existing EPA fuels programs, we are continuing to use the Small Business Administration definition of a small refiner: 1,500 employees (company

- wide). To qualify for small refiner status under Tier 3, a small refiner mu st also meet the following additional criteria:

 The refiner must have produced gasoline from crude oil during the 201 2 calendar ye ar.

 The refiner must have owned and operated the refinery during the period from January 1, 201 2 through December 31, 201 2 . N ew owners that purchased a refinery after that date will have do ne so with full knowledge of the proposed Tier 3 regulations, and should have planned to comply along with their purchase decisions. As with existing fuel programs, a refiner that restarts a refinery in the future may

be eligible for small refiner status. Thus, a refiner restarting a refinery that was shut down or non

- operational during calendar year 201 2 can appl y for small refiner status. In such cases, we will judge eligibility under the employ

ment and crude oil capacity criteria based on the most recent 12 consecutive months prior to the application, unless we conclude from data provided b y the refiner that another period of time is more appropriate. However, this is limited to a company that owned the refinery at the time that it was shut down. New purchasers will not be eligible for small refiner status for the same reasons described above.

 The refiner must have had 1,500 employees or less based on the average number of employees for a ll pay

periods from January

1, 201 2 through December 31, 201 2 for all subsidiaries, parent companies (i.e., an y company or companies with controlling interest), and joint ventures.

 The refiner must have had a crude oil capacity less than or equal to 155,00 0 bpcd during the 201 2 calendar year. A refiner appl yi ng for small refiner status must apply and provide EPA with several types of information, as specified in the regulations, b y June 1, 2016 . All refiners seeking small refiner status under this program must apply for small refiner status, regardless of whether the refiner has been approved for small refiner status under another fuel program. As with applications forPage 301 of 961

relief under other rules, applications for small refiner status under this final rule th at are later found to contain false or inaccurate information will be void ab initio

. Requirements for small refiner status applications:

 The total crude oil capacity as reported to the Energy Information Administration (EIA) of the U.S. Department of Ener gy (DOE) for the most recent 12 months of operation. This include s the capacity of all refineries controlled by a refiner and b y all subsidiaries and parent companies and joint ventures. We will presume that the information submitted to EIA is correct. (In cases where a company disagreed with this information, the company may petition EPA with appropriate data to correct the record when the company submitted its application for small refiner status. EPA will accept such alternate data at its discretion.)

 The name and address of each compan y location where employees worked during the 201 2 calendar year; and the number of employees at each location during this time period. This include s the locations and number of employees working at all subsidiaries , pare nt companies , and joint ventures.

 In the case of a refiner who reactivates a refinery that was either shutdown or non

operational from January 1, 201 2 through December 31, 201 2 , the name and address of each compan y location where employees worked since the refiner reactivated the refinery and the average number of employees at each location for each calendar year since the refiner reactivated the refinery

.
 The ty

pe of business activities carried out at each location.

 Contact information for a corporate cont act person, including: name, mailing address, phone and fax numbers, e

- mail address.

 A letter signed b y the president, chief operating officer, or chief executive officer of the compan y (or a designee) stating that the information contained in the application is true to the best of his/her knowledge and that the company owned the refinery as of January 1, 201 2

. An approved small refiner that exceeds the emplo yee count or crude capacity criteria due to merger with, acquisition by , or the acquisition of anoth er entity will lose its small refiner status. In situations where a small refiner loses its small refiner status due to merger with a non

small refiner, acquisition of another refiner, or acquisition by another refiner, we are finalizing provisions that are similar to those in our existing fuels programs to allow up to an additional 30 months of lead time to comply with the Tier 3 program after the disqualifying event , but no later than December 31, 2019

. 444 Th is 30 months of additional lead time will only apply to refineries that were previously

subject to small refiner relief, as we believe there will be no adverse

444 See, for example, 69 FR 39051 (June 29, 2004).Page 302 of 961

environmental impact because of the pre

- existing relief provisions that applied to the small refiner. A refiner will also lose its small refin er status if it ceases to process crude oil. Our intent has been, and continues to be, limiting the small refiner relief provisions to a small subset of refiners that are challenged, as discussed above. However, it is also our intent to avoid stifling nor

mal business growth. Therefore, an approved small refiner who exceeds the employee count or crude oil capacity criteria through normal business practices may retain its small refiner status. Further, in the sole case of a merger between two approved smal l refiners , such refiners will be permitted to retain their individual small refiner status. Additional financial resources would not ty

pically be provided in the case of a merger between two small refiners. Small refiner status for the two entities of the merger would not be affected; hence the original compliance plans of the two refiners should not be impacted. Moreover, no environmental detriment will result from the two small refiners maintaining their small refiner status within the merged entity a s they

would have likely

maintained their small refiner status had the merger not occurred. 4. Small Volume Refinery Compliance In the case of small volume refineries, the application process for qualification is similar to that of a small refiner. A refiner that is both a small refiner and owns a small volume refinery need not appl y for small volume refinery status; the small refiner application is all that is needed. Small refineries must have a net crude throughput threshold of no more than 75,000 bpcd ba sed on the highest throughput in calendar ye ars 2011 or 2012 as the basis for receiving small volume refinery status. R efiners must include the following in their applications for small volume refinery status :

 Proof that the refiner produced gasoline from crude oil during the 201 2 calendar year.

 Proof that the refiner owned and operated the refinery during the period from January 1, 201 2 through December 31, 201 2

.
 The refinery ’s total crude throughput as reported to EIA for each of calendar years 201 1 and 2 01 2 . Again, we will presume that the information submitted to EIA is correct. In cases where a refiner disagrees with this information, the refiner may petition EPA with appropriate data to correct the record when the refiner submits its application for small volume refinery status. EPA will accept such alternate data at its discretion.

 Contact information for a corporate contact person, including: name, mailing address, phone and fax numbers, e

- mail address.

 A letter signed b y the president, chief operating officer, or chief executive officer of the compan y (or a designee) stating that the information contained in the application is true to the best of his/her knowledge and that the company owned the refinery as of January 1, 201 2

.Page 303 of 961

5. Attest Engagements, Vi olations, and Penalties In today ’s final rule w e are retain ing the existing Tier 2 requirements for attest engagements for generation of both earl y and standard credits, use of credits, and compliance with the proposed program, using the procedures current ly used in existing EPA fuels programs for attest engagements. The violation and penalty provisions applicable to today ’s Tier 3 program will be very

similar to the provisions currently in effect in other gasoline programs as well. 6. Special Fuel Provisions and Exemptions The following paragraphs discuss several provisions and exemptions from the Tier 3 gasoline sulfur standards in special circumstances.
a. Gasoline Used in Military Applications In both our diesel fuel program and the Tier 2 gasoline sulfur pro gram , we provided an exemption for fuel used in tactical military vehicles and nonroad engines and equipment with a national security exemption (NSE) from the vehicle and engine emissions standards. Due to national security considerations, some of EPA’s e xisting regulations allow the military to request and receive NSEs for vehicles, engines, and equipment from emissions regulations if the operational requirements for such vehicles, engines, or equipment warrant such an exemption. Fuel used in these appli cations is also exempt if it is used in tactical military vehicles, engines, or equipment that are not covered b y an NSE but, for national security reasons (such as the need to be ready for immediate deploy ment overseas), need to be fueled on the same fuel as those with an NSE. We are including this exemption in the Tier 3 gasoline program. b. Gasoline Used in Research, Development, and Testing Similar to existing EPA fuels programs, we are finalizing provisions to allow for requests for an exemption from th e Tier 3 standards for gasoline used for research, development, and testing purposes (“R & D exemption”). We recognize that there may be legitimate research programs that require the use of gasoline with sulfur levels greater than those allowed under the Tier 3 program. Thus, we are including provisions for obtaining an exemption from the prohibition against persons producing, distributing, transporting, storing, selling, or dispensing gasoline that does not meet the Tier 3 gasoline sulfur standards, where such fuel is necessary to conduct a research, development, or testing program. Parties seeking an R & D exemption must submit an application for exemption to EPA that describes the purpose and scope of the program, and the reasons wh y the noncompliant ga soline is necessary . Upon presentation of the required information, an exemption may be granted at the discretion of EPA, with the condition that EPA can withdraw the exemption in the event the Agency

determines the exemption is not justified. In additio n, an exemption based on false or inaccurate information will be considered void ab initio . Gasoline subject to an exemption will be exempt from certain provisions of this rule, including the sulfur standards, provided certain requirements are met. These requirements include the segregation of thePage 304 of 961

exempt gasoline from non

- exempt gasoline, identification of the exempt gasoline on PTDs, and pump labeling.
c. Gasoline for Export Gasoline produced for export, and that is actuall y exported for use in a foreign co untry , will be considered exempt from the fuel content standards and other requirements of the Tier 3 gasoline sulfur program

. Inorder to exclude exported gasoline, refiners must retain records to demonstrate that the gasoline was exported. Such gasolin e must be designated by the refiner , and the PTD must state that the gasoline is for “export only” ; otherwise, the gasoline will be considered as intended for use in the U.S. and subject to the Tier 3 standards . Gasoline intended for export must be segreg ated from all gasoline intended for use in the U.S. Distributing or dispensing such fuel for domestic use will be illegal. d. Other Special Provisions and Exemptions Additionally , in existing EPA fuels programs we have included exemptions for racing fuel and for fuel used in the U.S. territories of Guam, American Samoa, and the Northern Mariana Islands ; we are finalizing such exemptions for th e Tier 3 program as well

. **G. Standards for**  **Oxygenates (Including Denatured F**  **uel Ethanol ) and Certified Ethanol**  **Denaturant s**  The following discussion is focused on the standards finalized today for denatured fuel ethanol (DFE) because DFE is the predominant gasoline oxygenate currently in

- use. 445 These standards also appl y to other gasoline ox ygenates. 446 1. Sulfur Standard The Tier 2 gasoline requirements include the prohibition on blending gasoli ne with DFE that has sulfur content higher than 30 ppm. 447 This r equirement reflects the 30 ppm refinery gasoline average sulfur requirement under the Tier 2 program

. Consistent with the ap proach under the Tier 2 program and our proposed 10 ppm refinery average sulfur standard for gasoline under the Tier 3 program , we propose d that producer s of DFE for use by oxygenate blenders would be required to meet a 10 ppm sulfur cap beginning January 1, 2017

. We proposed requiring DFE producers to test each batch of DFE to demonstrate compliance with the sulfur content standard, and to retain and provide batch reports to EPA. The Renewable Fuels Association (RFA) commented that if EPA were to accept current industry practices used to assure that DFE is compliant with the state of California’s 10 ppm

445 An importer of biofuels commented that EPA s hould clarify that the standards for DFE will apply to importers as w ell as domestic producers. The regulatio ns finalized today specifically state that the standards for denatured fuel ethanol apply to importers are will as domestic producers of DFE. 446 Public comments supported our proposal to apply the same standards to a ll gasoline oxygenates. 447 40 CFR 80.385(e).Page 305 of 961

sulfur cap for DFE in place of per

- batch sulfur testing and reporting there would be no additional burden to ethanol producers in meeting a 10 ppm sulf ur cap. 448 In2002, RFA conducted an industry survey that demonstrated DFE manufacturers were meeting California ’s 10 ppm maximum sulfur content requirement. Since then, RFA has recommended to the ethanol industry that all DFE meet this California requirem ent and indicated that ethanol producers are adhering to this recommendation. Other commenters also stated that DFE manufacturers have been producing DFE that complies with California specifications because of logistical difficulties in segregating ethano l destined for California from other destinations. An environmental organization commented that the proposed 10 ppm sulfur cap for DFE was necessary to ensure that the Tier 3 program benefits are actuall y realized. Refiners commented that requiring DFE to meet a 10 ppm sulfur cap was essential to facilitating their compliance with the Tier 3 gasoline sulfur requirements. In demonstrating compliance with the 10 ppm average gasoline sulfur standard finalized today , gasoline refiners and importers m ay adjust the sulfur levels in the gasoline and BOBs that they produce/import to account for the downstream addition of ethanol. 449 Therefore, the sulfur level of DFE has a direct effect on the extent of the desulfurization measures that a refiner/importer will have to undertake to compl y with the gasoline sulfur standards finalized today . A refiner commented that i f the sulfur standard for DFE was left at its current level of 30 ppm, greater capital inves tments would be needed to adjust and lower the sulfur content of other gasoline blending streams to preve nt violation of the ultimate 10 ppm annual average standard

. Some ethanol producers and Growth Energy (representing ethanol producers) commented that DFE should be subject to an annual average sulfur standard and be able to participate in the averaging banking and trading (ABT) program that is available to refiners and importers of gasoline. Some ethanol producers commented that they should be allowed to participate in the ABT program as a means of offse tting the additional cost of the proposed per

- batch sulfur testing and reporting requirements. EPA believes that requiring DFE to compl y with a 10 ppm sulfur cap is the most appropriate means of ensuring that finished gasoline blends attain the sulfur control goals of the Tier 3 program. Therefore, today ’s rule finalizes a 10 ppm sulfur cap for DFE. Becaus e essentially

all (if not all) DFE already meets California’s 10 ppm sul fur standard , EPA believes that the implementation of a federal 10 ppm sulfur ca p for DFE would not result in a significant incre ased burden for ethanol producers. 450 Neat ethanol produced with standard quality control practices should have negligible sulfur content. Denaturants with sufficiently low

- sulfur content to facilitate compl iance with the 10 ppm sulfur cap for DFE are widel y available. Allowing DFE

448 RFA requested regulatory relief from the proposed batch testing and reporting requirements as discussed in preamble Section V.G.4. 449 Accounting for the effect of oxygenate added downstream of the refinery or i mp ort facility in demonstrating compliance with the average gasoline sulfur standard is addressed in regulations finalized today at §80.1603 (d) . See Section V.C. in today’s preamble regarding the sulfur level in DFE that must be used by refiners and importers in making this compliance determination

. 450 The potential for additional burden associated with demonstrating compliance with a 10 ppm sulfur cap is discussed in Section V.G.4.Page 306 of 961

to exceed 10 ppm would result in the use of higher

- sulfur denaturants, thereby increasing gasoline refiner capital costs to install desulfurization equipment. As discussed in Sec tion V.D.3 of this preamble, there are several reasons wh y we do not believe that it is appropriate to expand the ABT provisions to include ethanol producers and importers. Furthermore, as discussed in Section V.G.4 , sulfur testing on each batch of DFE will not be required provided that the DFE producer or importer demonstrates compliance with the 10 ppm sulfur cap for DFE with volumetric blending records, whereas an average standard would require testing of every batch. We anticipate that DFE producers and importers will ty pically choose to demonstrate compliance with the 10 ppm sulfur cap using volumetric blending records rather than per

- batch sulfur testing. Therefore, we do not anticipate that DFE producers and importers will need to install additio nal sulfur testing equipment as a result of today ’s rule. Hence, there is no need to extend the flexibility

of meeting an annual average sulfur standard and participation in the ABT program to ethanol producers and importers to help facilitate their compl iance as exists for gasoline refiners. 451 Comments were supportive of the proposed January 1, 2017 implementation date for standards applicable to DFE. Today ’s action requires that importers and manufacturers of DFE comply with the standards finalized tod ay beginning January

1, 2017. 2. L imitation on the Ty pe of Ethanol Denaturant To limit the variability

in DFE composition and the associated potential impact on vehicle emissions, we proposed to allow the use of only certified gasoline, gasoline blendstocks f or ox ygenate blending (BOBs), and natural gasoline as denaturants. Commenters stated that it would be unnecessary

to place additional limits on the ty pes of denaturants that could be used beyond those in the ASTM specification for DFE. Groups represe nting refiners stated that EPA had not presented data to support that additional limitations on the ty pes of denaturants that can be used (or the allowed concentrations at which they may be used) are needed beyond those adopted b y ASTM and the State of Cal ifornia to address concerns about the potential adverse impacts on vehicle emissions performance. The ASTM specification for DFE requires that the only denaturants that can be used are gasoline, gasoline blendstocks, and natural gasoline. The State of Ca lifornia incorporated the ASTM limits on allowable denaturants into its regulations for DFE b y reference. 452 Thus, both ASTM and the State of California allow the use of gasoline blendstocks other than BOBs as denaturants. One refiner stated that DFE produ cers have used refinery gasoline blendstocks such as “light straight run” and “light naphtha” as denaturants and that removing this flexibility would increase DFE production costs

. They noted that access to this flexibility

could become more important und er a 10 ppm sulfur cap for DFE. In addition to needing to preserve the flexibility to use a range of gasoline blendstocks, ethanol manufacturers stated that EPA should consider the possibility of approving denaturants that are not currentl y

451 See Section V.D.3. of this preamble for additional discussion of why we are not extending the sulfur averaging, banking, and trading program to cover DFE manufacturers. 452 The California Code of Regulations references ASTM D 4806

- 99 which limits the allowed denaturants to gasoline, gasoline components, and natural gasoline.Page 307 of 961

allowed under the ASTM specification for DFE. One refiner stated that ASTM is the appropriate technical forum for the consideration of adding new allowable denaturants. EPA continues to believe that it is appropriate to implement additional controls to address the pote ntial impact of fuel components in denaturants other than sulfur on vehicle emissions. However, we agree with the comments that it is not appropriate to implement additional controls on the ty pes of denaturants that may be used beyond those currently adop ted by

ASTM and the State of California at this time. Therefore, in response to comments, today’s rule includes the requirement that onl y gasoline, gasoline blendstocks, and natural gasoline may be used to denature DFE. 453 This requirement is essentially the same as the current ASTM and State of California specifications for the type of denaturants that may be used . We will continue to monitor the potential need for additional controls on ethanol denaturants, and may revisit this issue in the c ontext of setting in

- use quality specifications for E85 in the future. 454 We will also continue to monitor the need for additional denaturants, and when appropriate EPA may undertake a future rulemaking to consider allowing their use. As discussed in Sectio n V.G.4 , in order for DFE producers and importers to take advantage of streamlined provisions for demonstrating compliance with the 10 ppm sulfur cap for DFE, they

must only

use denaturants from registered producers that have been demonstrated as meeting EPA compositional requirements. Denaturants from unregistered denaturant producers may

be used by

DFE producers provided that they test each batch of DFE to demonstrate compliance with the 10 ppm sulfur cap for DFE. 3. L imitation on Ethanol Denaturant Conce ntration To further limit the potential impact on vehicle emissions of fuel parameters in ethanol denaturants other than sulfur, we proposed to limit denaturant concentration in DFE to a maximum of 2 volume percent, which translates to 2.5 volume percent c onsidering rounding. We also requested comment on alternatel y adopting the additional fuel specifications currently in force for DFE in the State of California. While California allows a maximum denaturant content of 5 volume percent consistent with the industry consensus ASTM International (ASTM) specification for DFE , they also have maximum specifications for benzene, olefins, and aromatics as well as sulfur. 456 A number of refiners and ethanol manufacturers stated that it was unnecessary to limit denaturant concentration beyond the 5 volume percent specified by ASTM. Ethanol manufacturers stated that the RFS2 program requirement th at DFE contain no more than 2 volume percent denaturant for Renewable Identification Number ( RI N ) generation purposes

453 Finished gasoline used as denaturant must be compliant with the applicable EPA requirements. 454 See Section V.H. for a discussion of potential FFV in

- use fuel quality requirements. 456 California Cod e of Regulations 13 CCR section 2262.9. ASTM International D4806

- 13a, “Standard Specification for Denatured Fuel Ethanol for Blending with Gasolines for Use as Automotive Spark

- Ignition Engine Fuel”.Page 308 of 961

already provides a strong incentive to keep denaturant concentration under 2 percent

. 457 However, they

stated that the flexibility to h ave a slightly

higher denaturant content can be important to ethanol producers. One ethanol producer stated that the proposed maximum 2 volume percent cap on denaturant concentration would provide insufficient tolerance given that the Alcohol and Tobacco Tax and Trade Bureau requires a 1.96 percent minimum denaturant concentration

. 458 They

stated that EPA should provide a more reasonable tol erance t o avoid inadvertent compliance issues. A number of refiners stated that the current 5 volume percent maximum o n denaturant concentration established by ASTM would limit concerns regarding components other than sulfur so that they

would be unlikely

to impact vehicle emissions performance. One refiner stated that EPA should adopt the entire California specification s for DFE in order to address concerns about potential emissions impacts of fuel components in denaturants other than sulfur. They stated that this would not impose an additional burden on DFE producers since logistical difficulties in segregating ethanol destined for California from other destinations has already caused producers to DFE to California specifications. Since we are not finalizing benzene, olefin, or aromatics specifications for ethanol denaturants like California, we continue to bel ieve that it is appropriate to implement a more stringent limit on maximum denaturant concentration to address concerns about the potential impact on vehicle emissions of fuel parameters in ethanol denaturants other than sulfur. Setting a more stringent l imit on denaturant concentration will ensure that harmful components such as benzene potentially

present in ethanol denaturants are adequatel y diluted in the finished fuel blend. We agree with comments that it is appropriate to provide additional flexibil ity for the allowable denaturant levels that may be used. Therefore, we are finalizing a 3.0 volume percent maximum on ethanol denaturant concentration . This approach provides sufficient flexibility to DFE producers whil e avoiding the need to impose additional testing burdens on denaturant and DFE producers (e.g., for benzene and aromatics). We will consider whether additional controls may be needed for mid

- level ethanol blends and E85 in a later action. 4. Demonstration of Compliance with the Sulfur Requirements and Requirements for Certified Ethanol Denaturants To demonstrate compliance with the 10 ppm sulfur cap finalized today , we proposed that producers and importers of DFE would be required to test the sulfur content of each batch of DFE they produce. We also proposed that DFE producers would be required to provide batc h records to EPA on an annual basis. We requested comment on whether to require producers of

457 This RFS2 program provision is covered under the defi nition of renewable fuel/ethanol in 40 CFR 80.1401. The volume of denaturant used in excess of 2 volume percent must be subtracted from the total volume of DFE for RIN generation purposes. 458 Alcohol and Tobacco Tax and Trade Bureau formulas require a mini mum of two parts of approved denaturant to 100 parts of ethanol with a minimum of 195 proof ethanol.: 27 CFR Subpart X, Distilled Spirits for Fuel Use; ASTM International D4806

- 13a, “Standard Specification for Denatured Fuel Ethanol for Blending with Gaso lines for Use as Automotive Spark

- Ignition Engine Fuel”.Page 309 of 961

denaturants for use in DFE to register with EPA and to demonstrate compliance with a maximum sulfur specification based on the anticipated dilution with ethanol. Refiners stated that producers of DFE should be subject to requirements similar to those for gasoline refiners including batch sampling. However, refiners stated there would be no added value in requiring batch reports from DFE producers. Ethanol produ cers current ly use certificates of sulfur analy sis from denaturant producers and volumetric DFE blending records to assure themselves that when a sample of DFE is tested by the State of California that it will be found to be compliant with a 10 ppm sulfur cap. 461 They stated that EPA should accept such records to demonstrate compliance with the federal 10 ppm sulfur cap for DFE in place of per

batch sulfur testing on DFE. Under this approach, ethanol producers would maintain records regarding the denaturant sulfur content and the cal culations used to determine the sulfur content of the finished DFE

. Because the sulfur content of neat (un

- denatured) ethanol manufactured using industry

standard quality

control practices should be negligible, the sulfur content of DFE is effectivel y determined by the sulfur content of denaturant used. 462 Ethanol producers stated that they would also perform standard quality assurance activities including sampling incoming shipments of denaturant for sulfur c ontent on a periodic basis. Ethanol producers stated that many DFE production facilities do not have on site sulfur testing equipment and the installation of such equipment would represent a substantial burden to DFE producers. Ethanol producers stated that they had worked with denaturant producers to ensure access to a low

- sulfur stream of denaturants, and that it is common business practice for denaturant producers to provide them with information on the sulfur content of their product. Ethanol producers stated that sulfur test r esults from the ASTM Inter
- laboratory Crosscheck Program (ILCP) for DFE illustrate that batch reporting for DFE is unnecessary

. They noted that the IL CP data shows DFE ty picall y has sulfur content of 1 to 5 ppm. Ethanol producers stated that req uiring denaturant manufacturers to register with EPA would limit the number of denaturant suppliers willing to supply the ethano l industry

. They stated that i t is inappropriate to require a natural gasoline producer to register in order to suppl y product for DFE, because they are not required to register in order to supply the same product to a gas oline blender. EPA agrees that is appropriate to finalize requirements for the demonstration of compliance with the 10 ppm sulfur cap for DFE that are based on current industry practices rather than requiring sulfur testing on each batch of DFE. 463 We agree that that potential contribution to the sulfur content of DFE other than from the addition of denaturants can be

461 The State of California does not rely on industry testing and recordkeeping to help establish compliance with their sulfur requirements for DFE, instead choosing to focus on direct testing that they conduct. EPA relies on the review of industry records including those associated with tesing conducted by industry as well as direct testing conducted by EPA for compliance assurance. 462 Ethanol manufacture r s conduct periodic sulfate testing on neat ethanol to ensure that sulfur contamination from the manufacturing process is negligible. 463 Per

- batch sulfur testing f or other potential oxygenates will be required to demonstrate compliance with the 10 ppm sulfur cap. EPA may consider amending the requirements for other potential oxygenates in a later rulemaking based on additional information that we might receive.Page 310 of 961

adequatel y addressed b y the retention of produ ction quality control records by

the ethanol manufacturer. We agree that it is most appropriate to place the primary focus of compliance assurance on the denaturant manufacturers given the denaturant ty pically contributes the majority of the sulfur to the finished DFE. Therefore, we are finalizing s treamlined provisions that DFE producers and importers may use in demonstrating compliance with the 10 ppm sulfur cap for DFE as an alternative to testing each batch of DFE for its sulfur content. These stream lined provisions are based on the use of denaturant batch sulfur testing conducted b y denaturant producers who have registered with EPA and certified the denaturant they produce as meeting EPA requirements

. 464 Uncertified d enaturants from unregistered den aturant producers may be used by

DFE producers provided that they test each batch of DFE to demonstrate compliance with the 10 ppm sulfur cap for DFE. 465 DFE manufacturers that use denaturants that have been certified and designated on the denaturant product transfer document (PTD) as suitable for use in the manufacture of DFE that meets federal requirements will be able use PTDs for the denaturants used and volumetric blending records which show that the denaturant was added at 3.0 volume percent or less in demonstrating compliance with the 10 ppm sulfur cap for DFE in lieu of per

- batch sulfur testing of DFE. T he sulfur content of “neat” ( i.e. un - denatured) ethanol may be assumed to be negligible for the purposes of demonstration of compliance using volumetric blending records provide d that the DFE manufacturer maintains quality control records that demonstrate this assumption is justified. Today ’s rule also requires that DFE manufacturers conduct quality assurance to demonstrate affirmative defenses to presumptive liab ility

. 466 Producers and importers of DFE must initiate a PTD to accompany each batch of DFE which states that it meets federal standards. Denaturant manufacturers are accustomed to providing certificates of sulfur anal ys is to DFE manuf

acturers. Therefore, we believe that the requirements finalized today for denaturant manufacturers to conduct per

- batch sulfur testing, initiate a product transfer document stating that denaturant is suitable for use in manufacturing DFE that meets federal requirements, retain records, and register with EPA will not represent a substantial new burden. DFE manufacturers who use the mathematical method to demonstrate compliance with DFE sulfur requirements must only use certified denaturants from registered denaturant manufacturers. Registering with EPA will be a one

- time act, as will be the necessary modifications to denaturant product transfer documents. Thus, the requirement to register with EPA should not be a serious impediment for a manufacturer to enter the denaturant supply market. We believe that it is necessary to require denaturant manufacturers to register with EPA in order to facilitate compliance oversight. EPA needs to be able identify

all manufacturers of denaturants in order to periodically audit their

464 C ertified denaturant producers and importers will be required to register with EPA as a certified denaturant producer or importer by November 1, 2016, or 60 days before introducing certified denaturant into commerce, whichever is earlier. 465 The limitation on the types of denaturants that may be used and the maximum concentration at which a denaturant may be used discussed in Section V.G.2 and 3 would apply regardless of whether a denaturant from a registered or non

- registered denaturant manufacture are used

. 466 Such quality assurance practices include periodic calibration of the denaturant blending equipment to ensure that denaturants are not added in excess of 3.0 volume percent.Page 3 11 of 961

records, and to recognize potential denaturants in the system that are incorrectly designated as a certified denaturant appropriate for use in manufacturing DFE that meets federal sulfur re quirements. Denaturant manufacturers that supply their product to refiners for use in the manufacture of gasoline are not required to register with EPA because, unlike the DFE manufacturers, refiners are responsible for testing the final gasoline they pro duce. As is current practice today , we anticipate that ethanol manufacturers will negotiate the specific sulfur level they

require from denaturant manufacturers to facilitate compliance with the 10 ppm sulfur cap for DFE taking into consideration wh at level of compliance margin a given manufacturer feels is necessary . We believe that it is appropriate to allow this practice to continue. We understand that ethanol manufacturers currently require denaturant manufacturers to provide a product with a s ulfur content of 120 ppm or less in order to ensure that DFE that contains 5 volume percent denaturant can compl y with California’s 10 ppm sulfur cap for DFE. Thus, we expect that denaturant manufacturers will not need to change the sulfur content of the denaturant they

manufacture in order to comply with the requirements finalized today

. Manufacturers of certified denaturants used b y DFE producers that employ the volumetric blending record method in demonstrating compliance with the sulfur requirem ents fo r DFE must retain per batch sulfur test data on the denaturants they produce to demonstrate that the sulfur content of the denaturant will not cause the sulfur content of DFE to exceed 10 ppm when added to neat ethanol at 3.0 volume p ercent. The sulfur content of the certified denaturant must be stated on the PTD and must be no greater that 330 ppm. Any sample of denaturant which is designated as appropriate for use in manufacturing DFE that meets federal requirements, that is found by EP A to have sulfur content above 330 ppm will be deemed to be noncompliant, and the denaturant manufacturer may be liable for the associated penalties. A denaturant with a sulfur content of 330 ppm when used at 3.0 volume percent would result in a su lfur content of the finished DFE of 10 ppm. Certified denaturant manufacturers may represent the denaturant they

produce as having a sulfur content of less then 330 ppm on the PTD. In such cases, the denaturant batch must not exceed the sulfur content st ated on the PTD. We continue to believe that annual reports from ox ygen ate producers are important enforcement and compliance assurance tool. Therefore, we are finalizing the requirement that producers and importers of DFE and other ox ygenates must regis ter with EPA as and oxygenate producer or importer and submit annual report s to EPA that include the total volume of DFE/ox ygenate produced and an attestation that all batches met the proposed fuel quality requirements

. 467 5. Additional Requirements for Denatured Fuel Ethanol, Ethanol Denaturants, and Other Gasoline Ox ygenates We are finalizing regulatory text to clarify

that DFE and other gasoline oxygenates must be composed solel y of carbon, hydrogen, ox ygen, nitrogen, and sulfur. Manufacturers of

467 Oxygenate producers and importers will be required to register with EPA as an oxygenate producer or importer by November 1, 2016, or 60 days before introducing certified denaturant into commerce, whichever is earlier.Page 312 of 961

denaturants that are designated as suitable for use in the manufacture of DFE that meets federal requirements will also be required to attest that the denaturant is composed solely of carbon, hydrogen, oxygen, nitrogen, and sulfur. Producers and importers of gasoli ne ox ygenates, producers and importers of denaturants designated as suitable for manufacturing DFE meeting federal sulfur requirements, fuel distributors, and oxygenate blenders will be required to maintain the applicable records for 5 ye ars and provide th em to EPA upon request. **H. Standards for Fuel Used in Flexible Fueled Vehicles**  Flexible fuel vehicles ( FFVs ) are vehicles that are capable of operating on both gasoline and gas oline blends containing up to 83 volume p ercent ethanol. Ethanol fuel blends that contain from 51 and 83 volume percent ethanol (E51

- 83) have historicall y been referred to as “E85” in reference to the maximum allowed content of denatured ethanol assuming a 2 percent denaturant concentration. 468 Fuel blends that contain from 16 to 50 percent ethanol (E16

- 50) are sometimes referred to as mid

- level ethanol blends. Both E51

- 83 and E16

- 50 are currently used onl y in FFVs. Whether FFVs are operating on clear gasoline (E0), E85, or any level of ethanol in between, to maintain emission perfor mance the vehicles still need fuel that meet s certain quality specifications, such as the 10 ppm average g asoline sulfur standard finalized today . We anticipate that the use of higher level ethanol blends in FFVs will continue to increase in the future as the RFS program continues to be implemented . Significant public and private initiatives are also currently underway

to expand the use of ethanol blender pumps that dispense a variety of ethanol blends for use in FFVs. 469 Therefore it is becoming increasin gl y important that all fuels used in FFVs, not just gasoline, meet fuel quality standards. The lack of separate fuel quality standards that apply to fuels used in FFVs could act to impede the further expansion of ethanol blended fuels, which is important to satisfying the requirements of the RFS program. For these reasons, we believe it is important that our gasoline quality standards for not just sulfur, but also benzene, Reid Vapor Pressure (RVP), detergency , and compliance with the interpretive rule de fining the phrase “substantially similar” in CAA section 211(f)(1) 470 (i.e., contain only

carbon, h ydrogen, ox ygen, nitrogen, and sulfur) app ly to an y fuel used in an FFV. Our variou s standards for gasoline currently apply to any fuel sold for use in motor v ehicles, which is commonly or commerciall y known or sold as gasoline. In the fuel and fuel additive registration program, the gasoline family includes fuels composed of at least 50 percent clear gasoline b y volume. 471 As a result , our gasoline standards currentl y apply to E16

- 5 0

468 Industry consensus standards for E51

- 83 are described in ASTM International D5798

- 1 3 , “Standard Specification f or Ethanol Fuel Blends for Flexible

- Fuel Automotive Spark

- Ignition Engines ”. 469 The U.S. Department of Agriculture (USDA) has a program to assist in the funding for the installation of as many as 10,000 ethanol blender pumps over the next 15 years in rural areas. Grow th Energy has a “Blend Your Own Ethanol” program to encourage the installation of ethanol blender pumps. 470 73 FR 22277, 22281 (April 25, 2008). 471 40 CFR 79.56(e)(1)(i).Page 313 of 961

ethanol blends. However, additional regulatory provisions could be useful to facilitate compliance assurance if we are to continue to treat such mid

- level ethanol blends as gasoline. The existing requirement that E51

- 83 must be s ubstantially similar (sub

- sim) to the vehicle certification test fuel has provided a limited measure of control over in

- use E51

- 83 fuel quality . The finalization of specifications for FFV exhaust emission test fuel in today ’s action will provide improved clarity regarding what constitutes sub

- sim for in

- use E51

- 83. However, these specifications are not sufficient to provide clarity as to what is considered sub

- sim for E51

- 83. For example, E51

- 83 manufactured using onl y gasoline, gasoline blendstocks for oxygenate blending (BOBs), a limited volume of butane that meets the standards for downstream blending into gasoline, and denatured fuel ethanol that meets the standards finalized today would clearly be sub

- sim. However, use of natural gasoline may or may not result in an E51

- 83 blend that is sub

- sim. In addition to the need for additional clarity regarding what constitutes sub

- sim for E51

- 83, standards for sulfur, benzene, and RVP are needed to ensure fuel quality supports the attainment of our environme ntal goals. At proposal, we sought comment on appropriate regulatory mechanism s to implement in

use quality standards for E51

- 83 and E16

- 50. We requested specific comment on possible approaches, including draft regulations, which were described in detail in a memorandum to the dock et
. 472 The draft regulations contained fuel quality specifications for E51

- 83 and two options that E51

- 83 manufacturers could use to demonstrate compliance. We sought comment on whether the Agency

should continue to treat E16

- 50 as gasoline and on the need to clarify existing regulations on the mean ing of gasoline as any fuel that contains 50 percent or more gasoline. Given that E16

- 50 can onl y be used in FFVs, we also sought comment on whether to amend the regulations to treat E 16

- 50 as an alternative fuel. If EPA were to treat E16

- 50 as an alternative fuel rather than gasoline, we sought comment on whether we should take the same approa ch for E16

- 50 as detailed in the draft regulations for E51

- 83 with respect to sulfur, benzene , RVP standards, and substantially similar requi rements under CAA section 211(f). We received comments in support of and against our proposal. The vast majority of comments supported the need for EPA to promulgate in

- use quality standards for these high er level ethanol blends. We also received a number of detailed productive comments on the draft regulations. A number of stakeholders also expressed their willingness to work with EPA to provide supplementary

information on issues that were not addressed at proposal and not contained in their comments. At this time, we acknowledge that additional work is needed on some issues and we note that such work could not be accommodated within the timeline for this Tier 3 final rule. Therefore, we are deferring final action on these provisions at this time. We will continue to work with stakeholders in developing in

- use fuel quality standards for higher level ethanol blends following the publication of this final rule. Subsequently , we may issue a supplementary proposal prior to issuing a final rule if the additional information we receive from stakeholders warrants such an action.

472 Possible Approach to Fuel Quality Standards for Fuel Used in Flexible

- Fuel Automotive Spark

- Ignition Vehicles (FFVs), Memorandum to the docket , Jeff Herzog, April 2013

.Page 314 of 961

**I. Sulfur**  **Standards for Purity**  **Butane and Purity**  **Pentane Streams Blended into Gasoline**  Under the Tier 2 gasoline program, “purity” butane blended into gasoline downstream of the refinery

is subject to a 30 ppm sulfur cap and other specifications regarding its composition. 473 This is consistent with the 30 ppm refinery average sulfur standard under the Tier 2 program. Today ’s action finali zes the proposed 10 ppm sulfur cap for purity butane blended into gasoline effective January 1, 2017. This is consistent with the Tier 3 10 ppm refinery average sulfur specification finalized today

. As discussed in Section VI.A.4 in today ’s preamble, we are finalizing provisions to allow “purity” pentane to be blended into gasoline downstream of the refinery that are similar to the existing provisions for butane blending. This allowance will become effective [ IN SERT DATE 60 DAYS AFTER PUBLICATION IN THE FEDERALREGISTER]. Until December 31, 2016, a 30 ppm sulfur cap will apply to purity pentane blended into gasoline consistent with the existing sulfur cap for purity butane under the Tier 2 program. 474 Beginning January 1, 2017, a 10 ppm sulfur cap wi ll apply to purity pentane blended into gasoline consistent with the butane sulfur standard finalized today

. Butane blenders commented that a significant fraction of butane and pentane might be expected to have sulfur content in excess of 10 ppm after the Tier 3 gasoline sulfur requirements become effective. To maintain a stable and adequate supply of butane and pentane for downstream RVP trimming, butane blenders requested that EPA adopt a 10 ppm sulfur average cap with a 30 ppm sulfur cap. 475 Butane and pentane have an inherentl y low sulfur content that can be made to meet a 10 ppm sulfur cap with relatively mild desulfurization techniques. We anticipate that butane and pentane suppliers will desulfurize these blendstocks to well below 10 ppm sulfur as p art of their response to the Tier 3 gasoline sulfur requirements. Therefore, we believe that allowing butane and pentane used for RVP trimming to exceed a 10 ppm sulfur cap would needlessl y complicate compliance assurance and defer some of benefits of the Tier 3 sulfur requirements. **J. Standards for**  **CNG and**  **LPG** The vehicle emissions standards finalized today are fuel neutral (i.e., they are applicable regardless of the type of fuel that the vehicle is designed to use). There currently are no sulfur standards for the fuel used in compressed natural gas (CNG) and liquid propane gas (LPG) vehicles. We requested comment on whether it is necessary for EPA to establish sulfur standards for CNG and LPG to enable them meeting more stringent vehicle emissions standards, and whether a 15 ppm sulfur cap similar to that established for highway diesel fuel would be

473 40 CFR 80.82. 474 Other requirements regarding the composition of purity pentane will also apply that are similar to those for purity butane. 475 RVP trimming refers to the practice of adding a limited amount of butane/pentane to previously certified gasoline at a terminal so that the finished gasoline is closer to the maximum applicable volatility standard (summer or winter) than can be attained at the refinery level.Page 315 of 961

appropriate. Comment was also requested on whether and how to address the sulfur contribution from odorants and other additives used in CNG and LPG. We recei ved comments in support of and against EPA establishing sulfur standards for CNG and LPG and whether such standards are necessary to enable CNG and LPG vehicles to meet the vehicle emissions standards finalized today

. 476 In addition, some commenters stated that EPA should not establish new sulfur standards for in

- use CNG and LP G fuels until additional data is available on current sulfur levels, and the feasibility / costs associated with potential additional sulfur controls have been evaluated. EPA is defer

ring finalizing in

- use sulfur requirements for CNG/LPG in this final rule to provide additional time to work with stakeholders to collect data on current CNG/LPG sulfur content, to determine whether additional control of in

- use CNG/LPG sulfur content is ne eded, and to evaluate the feasibility and costs associated with potential additional sulfur controls. Given that the information currentl y available suggests already low sulfur levels in CNG/LPG, the vehicle emissions standards finalized today will apply to CNG/LPG vehicles in addition to vehicles fueled on gasoline, diesel fuel, or an y other fuel. 477 **K. Refinery Air Permitting Interactions**  EPA recognized when it proposed the Tier 3 fuel program that it is important to the success of the Tier 3 fuel program that refineries be able to obtain air permits, if needed, in time to complete the modifications necessary to comply

with the proposed gasoline sulfur program. Accordingl y, to help inform the public and obtain comment on this topic, a section of the preambl e to the proposed rule presented background information on air permitting requirements and programs. That information is not repeated in full here

. Based on our preliminary assessment of the proposed rule’s implications for needed refinery modifications, we estimated at the time of our proposal that only a small percentage of refineries would likely need to make modifications that would trigger a requirement to obtain air permits . Moreover , we anticipate d that these permit applications would be processed q uickly enough that air permitting would not be a significant obstacle to timely compliance with the proposed gasoline sulfur program. We continue to anticipate that there will be no such obstacle. Based on our final assessment, which takes into considerat ion updated information on current refinery

configurations and operations and refineries’ future plans as well as the requirements and flexibilities in the final Tier 3 fuel program , we believe that under the final Tier 3 gasoline sulfur standard from a lo w of four to a high of nine refineries would need major source NSR permits, which includes nonattainment New Source Review (NSR) and/ or Prevention of Significant Deterioration (PSD) permits. This estimate equates to approximately four to eight percent of the 108 refineries projected to sell gasoline that will be subject to the Tier 3 standards . The number of refineries needing major source NSR permits could be even lower if refineries appl y emission controls to reduce emissions increases below the signifi cance level s

476 See Chapter 5.8. in the Summary and Analysis of Comments Document that accompanies this rule. 477 Several commenters provided information on CNG and LPG sulfur levels as discussed in the Summary and Analysis of Comments associated with this rule.Page 316 of 961

applicable to affected pollutants or if they “net out” of NSR for the affected pollutants

. As stated above, EPA continues to anticipate that permit applications associated with refinery changes needed to compl y with the Tier 3 fuel program wi ll be processed quickly enough that air permitting will not be a significant obstacle to timely compliance with the gasoline sulfur program . 1. Proposal In the proposed rule , we stated our anticipation that the ty pes of changes (both phy sical and operational ) that would occur at most refineries would not result in sufficient emissions increases to require major NSR permits as a prerequisite for completing the needed changes for several reasons: because the emissions increase or the net emissions increase is n aturall y less than the significant level, because the refinery installs control technologies on project

- affected units to further limit the emissions increase , and/or because the refinery “nets out” all or part of the emissions increase. However, we antic ipate d that a small number of refineries had the potential to experience emissions increases to meet the proposed gasoline sulfur standard that are large enough to trigger major NSR (Nonattainment NSR and/or PSD). This small number of refineries would hav e to obtain a major NSR preconstruction permit prior to making these necessary process changes. For an y required major NSR permits, the associated control technology requirements (BACT and/or LAER) would apply onl y to new or modified units associated with the project and not to units at the refinery

that are not affected by

the project. We did not anticipate that the time frames required for the small number of affected refineries to obtain any needed NSR and/or PSD permits would present an obstacle to ti mely compliance with the proposed Tier 3 gasoline sulfur requirements. In the proposal we also discussed a number of concepts that might facilitate more expeditious permitting where it is required as a result of refinery changes needed to meet the new requ irements. That discussion was based primarily on concepts that had arisen during the earlier Tier 2 fuel program. That discussion is not repeated here. We invited public comment on those concepts. 2. Updated Assessment of Tier 3 Refinery Changes and Perm itting Implications EPA has updated our refinery

- by

- refinery assessment of the phy sical and operational changes that are likel y to be needed to allow each active refinery in the U.S. to produce gasoline that complies with the final Tier 3 fuel specificatio ns . We have also assessed the likely effects of those changes on refinery emissions. This updated assessment is described in more detail in the final RIA. Using this updated assessment, we were able to update our understanding of the potential scope of the major N SR permitting requirements refiners might face under the final Tier 3 program. In general, our assessment indicates that only a small number of refineries will likely need to make modifications of a type and size that would trigger the need for a PSD or n onattainment NSR permit. In our updated anal ys is, we adjusted the anal ys is to reflect the existence of a nationwide average, banking, and trading (ABT) program and refined our estimates regarding the ph ys icalPage 317 of 961

and operational changes that will b e required at each refinery ( as described in the final RIA). The modifications at a given refinery could include revamps to existing FCC pre

- or post
treatment unit(s) or the installation of a new grassroots post

- treatment unit for sulfur reduction

. Base d on the updated project ions of refinery

- specific changes, we re - estimated the increased demand for energy

(i.e., fuel to generate process heat, steam , and electricity), hydrogen, and sulfur recovery

associated with meeting the final Tier 3 standards . Hav ing received no comments suggesting that they should be changed, we re

- applied the representative industry emission factors for NAAQS pollutants, their precursors, and GHGs for each emitting process and combined them with estimates of incremental activity to estimate the emissions changes at each equipment unit (or group of similar units) at each refinery

. We determined upper and lower bounds for emissions increases resulting from changes necessary to meet the final Tier 3 gasoline sulfur specification. We did not have sufficient detailed information to predict which refineries would find it most profitable to generate additional electrical power and hydrogen on site rather than purchasing these inputs from external suppliers. If a refinery generates th ese additional inputs internally on site, the additional emissions would count towards the significant emissions rates and could affect the need for a major NSR permit. To account for these variables, we evaluated a high and a low case for each identified scenario. Under the high case, we assumed 100 percent internal generation of the additional electrical power and hydrogen, and under the low case, 100 percent external generation of the same. We expect refineries to actually be somewhere between these two extreme cases in the future. For the identified high and low cases, we compared the emissions increase for each pollutant at each refinery to the significant emissions increase threshold for that pollutant, taking into consideration the current attainm ent status for each pollutant where the refinery is located. An important aspect of our anal ys is is that we assumed that refineries would not install new emission controls on affected units for the purpose of staying below the significant emissions incre ase threshold and thereb y not triggering major NSR. In particular, we did not assume that selective cataly tic reduction (SCR) to control NO X emissions would be applied to new or modified fuel combustion units. This is an important assumption that tends t o result in overestimates of the number of major NSR permits needed for NAAQS

- related pollutants. In reality , appl yi ng new emission controls would be an option that refineries may employ to legally avoid major NSR permitting. We also did not assume that refineries would “net out” of NSR by taking credit for an y emissions reductions occurring within a contemporaneous timeframe, including an y new emissions reduction projects initiated specificall y for the purpose of “netting out.” This anal ys is resulted in a prediction of whether a PSD and/or a Nonattainment NSR permit would be needed for each refinery and the pollutants that would have to be addressed in those permits, under each of the two scenarios. Only the results for the high case are presented here. More detailed results as well as the underl yi ng methodology used in the permitting anal ys is are described in the final RIA for this rulemaking. In general terms, w e found that for the low case onl y about one

- half the number of refineries were estimated to trigger major NSR as were estimated for the high case.Page 318 of 961

We found that under the high case, nine refineries appeared likel y to have significant emissions increases for one or more pollutants and thus would trigger major NSR. 478 This estimate equates to ap proximately eight percent of the 108 refineries projected to sell gasoline that will be subject to the Tier 3 standards

. Of these nine refineries, we predicted that three refineries would need major source permits for NAAQS

- related pollutants and their pre cursors (PSD and/or Nonattainment NSR) and for GHGs (results for GHG are discussed below). Thus, we believe that under the final Tier 3 program only about three refineries may need major NSR air permits to address NAAQS pollutants. This number could be l ower if those refineries appl y pollution controls, such as SCR for NO X , to sufficiently reduce the emissions increases to levels that are below the applicable pollutant significance level, or if the refineries can achieve emissions reductions elsewhere at the facility to “net out” of major NSR. For refineries that are required to obtain a major NSR permit for NAAQS pollutants, the permitting process is expected to normally

take about 9 to 12 months once the permitting authority has received a complete appl ication. All three refineries just described as potentially needing NSR permits for NAAQS pollutants are also projected to need PSD permits for GHGs. In addition to these three refineries, we estimated that six other refineries may require a PSD permit addressing only GHG emissions from new or modified equipment that is part of the project. For these nine refineries, BACT would have to be applied for GHG emissions, which we expect in most cases would mean that new or modified fuel

- burning equipment would have to be designed for good energy efficiency

. We expect that the ty

pes of equipment and process technologies that refiners are likel y to modify or add to meet the final Tier 3 standards will generally be sufficient to satisfy BACT requirements for GHG e missions in terms of achievab ility , cost
- effective ness , and energy

efficien cy even absent the requirement to obtain a permit, meaning that having to demonstrate that BACT is in place would not necessitate an y shift in project design or cause i ncrease d costs. This expectation is based on the fact that there are strong economic incentives for refiners to design and purchase the most energy

- efficient process equipment to minimize the cost of production. For example, some of the new or modified e quipment expected to be involved in refinery projects designed to meet the final Tier 3 standards are fuel combustion units (e.g., process heaters). Because fuel cost (direct cost in the case of purchased natural gas and opportunity

cost in the case of re finery

- generated fuel gas) represents a significant component of total operating cost for such units, refineries will strive to maximize energy efficiency

based on available technologies as part of their project design. In 2010, EPA issued a white paper on available and emerging technologies for reducing GHGs from the petroleum refining industry

. 479 This white paper addresses the ty pes of equipment expected to be involved in projects designed to meet the final Tier 3 fuel standards, including process heate rs/boilers, hydrogen plants, and sulfur recovery units. The identified GHG control technologies for these types of units predominatel y involve opportunities for

478 Because state requirements regarding minor NSR permitting vary and we do not expect minor NSR permitting programs to be a significant challenge for refinery modification projects, we did not attempt to estimate how many of the remaining refineries might n eed to obtain minor NSR permits. 479 See “Available and Emerging Technologies for Reducing Greenhouse Gas Emissions from the Petroleum Refining Industry,” October 2010, available at http://www.epa.gov/nsr/ghgpermitting.html

.Page 319 of 961

energy efficiency . Consistent with the findings reported in the white paper, our experience t o date with GHG permitting at refineries and other similar sources supports the application of energy efficient design and operation of affected units for meeting BACT requirements , and we do not expect that in the time frame associated with Tier 3

- related projects, add

- on controls would be required. For EPA

- issued permits and permits issued by state or local agencies under delegation, consultation with other federal agencies under the Endangered Species Act and consideration of environmental justice will also be required. Significantly , no air quality modeling of GHGs will be required, and thus there would be no need to obtain extensive input information on meteorology

and emissions from other nearby sources. Given these differences, we expect that the t imeline for obtaining a permit only for GHG emissions should be shorter by several months than the timeline for a permit that addresses NAAQS pollutants. On March 22, 2012, the President issued Executive Order 13604 (EO 13604), Improving Performance of Fed eral Permitting and Review of Infrastructure Projects. EO 13604 states that federal permitting and review processes must provide a transparent, consistent, and predictable path for both project sponsors and affected communities , and that a number of described elements must be incorporated into routine agency practices to provide improvements in the performance of federal permitting processes. Under the EO, EPA has adopted a plan identifying th e permitting and review processes that EPA views as most critica l to significantl y reduc e the aggregate time required to make permitting and review decisions on infrastructure projects while improving outcomes for communities and the environment, and describing specific and measurable actions the agency will take to improve these processes

. 480 With regard to permitting under the Clean Air Act, this plan stated EPA ’s intention to issue a guidance memorandum b y the end of 2012 to apply to PSD permits issued b y EPA and by state or local agencies with delegated authority from EPA , aimed at clarifying expectations and responsibilities regarding the timel y processing of permit a pplications by

an EPA Regional Office or delegated agency

. This memorandum was subsequently

issued on October 15, 2012. 481 EPA Regional Offices serving as the permitting authorities for refineries making modifications as part of the Tier 3 program will be guided b y the memorandum. The memorandum also recommends that other permitting authorities consider following the approaches outlined in the memorandum where applicable. 3. Comments and Responses Several oil industry

commenters expressed doubt about whether EPA’s prediction of the small number of refineries that would need GHG permits was realistic. Commenters generall y stated that permits for the modifications needed to comply with the Tier 3 requirements should

480 The U.S. EPA Plan for Modernizi ng Federal Permitting and Review Pursuant to EO 13604, August 9, 2012. http://www.epa.gov/epainnov/pdf/eo

- infrastructure

- epa - final

- plan.pdf 481 Timely

Processing of Preventio n of Significant Deterioration (PSD) Permits when EPA or a PSD

- Delegated Air Agency Issues the Permit, Stephen D. Page to Regional Air Division Directors, October 15, 2012. http://www.epa .gov/region07/air/nsr/nsrmemos/timely.pdfPage 320 of 961

be issued expeditiously . Some industry commenters expressed doubt that this would be the case, noting what they

characterized as the slow pace at which GHG permits have been issued since the requirement for GHG permitting became effective. One oil industry commenter suggested that Tier 3

- related modifications be completel y exempt from permitting if they would not increase refinery

capacity by more than 10 percent. No other specific suggestions for stream lining were submitted. Environmental groups commented that any efforts to streamline permitting should not relax the substantive requirements to get a permit. The final rule does not establish any new flexibilities or exceptions to current permitting regu lations. On an ongoing basis, EPA continues to consider way s to streamline the permitting process consistent with CAA requirements and goals. EPA has concluded that only a small number of refineries appear to have the potential of triggering major source permitting as a result of modifications needed to meet the Tier 3 fuel program, given the flexibilities provided b y the final program in terms of when modifications must be in place in order to achieve compliance. There were no industry

comments that demon strated a specific reason for concern about permitting implications on a broad scale. The Response to Comment Document includes a fuller summary of the comments on refinery perm i tting implications and the EPA responses to these comments. **L. Refinery Feasibi**  **lity** While evaluating the merits of a national gasoline sulfur program to reduce emissions and enable future vehicle technologies, we also considered the refining industry ’s ability to reduce sulfur to 10 ppm on average b y J anuary 1, 2017 and the associate d costs (for more on fuel costs, refer to Section VII. B ). Based on information gathered from numerous stakeholder meetings and discussions with vendor companies that provide the gasoline desulfurization technologies both before and after the proposal , as well as the results from our refinery

- by

- refinery modeling, we believe it is technologically feasible at a reasonable cost for refiners to meet the sulfur standards in the lead time provided. A summary of our feasibility

anal ys is is presented below. For more on our feasibility and cost assessment s and the refinery modeling that supports them , refer to Chapters 4 and 5 of the RIA. 1. Comments Received We received a number of comments on the proposed rule regarding feasibility and lead time. Commenters in the refining industry generally stated that they

believe that the amount of lead time proposed is not sufficient. These commenters noted concerns that the short lead time proposed would drive up costs as there would be unscheduled shut

- downs to install and /or revamp equipment to meet the Tier 3 sulfur standard, and would not provide enough time for the permitting process. These commenters requested at least five ye ars of lead time, and noted that EPA has historically

provided at least four ye ars of lead ti me in previous fuels rulemakings. Commenters in the auto industry , as well as states and non

- governmental organizations (NGOs), encouraged us to finalize the rule as soon as possible and to retain the January 1, 2017 start date to harmonize our program wi th California’s LEVIII program and to enable Tier 3 benefits as soon as possible. As discussed in more detail below, we believe the amount of lead time provided is sufficient, especiall y given the flexibilities being provided. A complete discussionPage 321 of 961

on th e comments received with regard to lead time can be found in Chapter 5 of the Summary and Anal ys is of Comments document. 2. Is it Feasible for Refiners to Comply with a 10 ppm Average Sulfur Standard? Gasoline desulfurization technologies are well known and are readily available. Many technologies were demonstrated under Tier 2 and have been further demonstrated b y current fuel programs in California, Japan, and Europe. Under California’s Phase 3 Reformulated Gasoline program (CaRFG3), gasoline sulfur is lim ited to 15 ppm on average with a 20 ppm per - gallon cap. 482 California reduced their per

- gallon cap in phases from 60 ppm effective December 31, 2003, to 30 ppm effective December 31, 2005, to 20 ppm effective December 31, 2011. Actual in

- use gasoline sulfur levels, however, have been largel y constrained b y the Predictive Model that California refiners are using to demonstrate compliance. As a result, gasoline sulfur levels are lower than the CaRFG3 limits. Based on the Predictive Model, California gasolin e contained approximately

10 ppm sulfur on average in 2010 (9 ppm in the summer and 11 ppm in the winter). Japan currentl y has a 10 ppm gasoline sulfur cap that took effect in January 2008. Europe also has a 10 ppm sulfur cap that has been adopted by the 30 Member States that comprise the European Union (EU) and the European Free Trade Association (EFTA) as well as Albania and Bosnia

- Herzegovina. 483 Beijing, China also recently introduced a 10 ppm sulfur limit for gasoline. 484 These standards are considerabl y more stringent than the 10 ppm annual average standard being finalized today because each batch of gasoline produced at every refinery must meet the 10 ppm cap. As a result, every refinery must be designed to meet this cap regardless of changes in crude oil supply , operation conditions, or product mix. We note, however, that man y oil refineries outside of the United States operate differently from their U.S. counterparts. U.S. refiners have invested more heavily in fluidized catal yt ic cracker (FCC) uni ts than the rest of the world to maximize gasoline production. Because the FCC unit is responsible for nearly all the sulfur that ends up in gasoline, many U.S. refineries may face a bigger challenge in achieving 10 ppm gasoline sulfur levels. Even in th e U.S., however, the picture is changing. The Annual Energy Outlook for 2013 produced b y the Energy Information Administration supports the view that the U.S. demand for diesel fuel is increasing while the demand for gasoline is decreasing, starting the p rocess that will make the U.S. more like Europe. Thus, U.S. refiners seem to be beginning to move away from rel yi ng on the FCC unit as the most important refinery

unit. For this reason, the challenge of compl yi ng with more stringent gasoline sulfur contro l will decrease over time, and we discuss this more at the end of this section. The review of gasoline sulfur control in California and elsewhere and the future trend for gasoline demand support that achieving 10 ppm is feasible. The Tier 3 requirements are less

482 California Air Resources Board. (2008, August 29). The California Reformulated Gasoline Regulations , Title 13, California Code of Regulations, Sections 2250

- 2273.5. Retrieved from http://www.arb.ca.gov/fuels/ga soline/082908CaRFG_regs.pdf. 483 Hart Energy Consulting. (2011). International Fuel Quality Center: 2011 Worldwide Fuel Specifications 484 Article from China.org.cn entitled “ Beijing to implement stricter fuel standards ”, May 19, 2012, retrieved from http://www.china.org.cn/environment/2012

- 05/19/content_25422404.htmPage 322 of 961

demanding than those of Europe or Japan. This is because the Tier 3 sulfur standard is an average standard instead of a cap standard. The accompanyi ng Tier 3 cap standard is 80 ppm, which is much higher than the average standard, allows individu al gasoline batches to vary in sulfur level throughout the year. Compl yi ng with Tier 3 is also made easier, as compared to California, Europe and Japan, by the ABT program which allows refineries with an eas y path to compliance with Tier 3 to reduce thei r gasoline sulfur to less than 10 ppm sulfur and generate and sell those credits to refineries, which are more challenged b y Tier 3. 3. Can Refiners Meet the January 1, 2017 Start Date? An adequate amount of lead time is required for the implementation of any rulemaking. Depending on the level of effort required to comply, more or less lead time is also required. In the case of Tier 3, refiners need time to select the technology and the vendor that will provide the technology

needed for compliance with the fuels standard. Next, they need time to arrange an engineering and construction (E & C) contractor which will design and oversee the construction of the refinery

unit and the time needed to obtain the necessary permits and procure the necessary hardware. Next, refiners need time to construct the unit. Finally, the refiner needs time to make the necessary unit tie

- ins of the unit with the rest of the refinery and then startup the unit. This section, along with detailed anal ys is provided in the RIA, exp lains that when taking into account the time to revamp existing FCC postreater units or build grassroots postreater units, tie

- in the new or revamped units with the rest of the refinery and considering the flexibility offered b y the ABT program, refiners w ill be able to comply with the Tier 3 program within the lead time provided.
a. Time Required to Install Grassroots Units and Revamp Existing Units The technologies for complying with Tier 3 are well known and well proven. Refiners which complied with Tier 2 using FCC naphtha desulfurization technologies installed the following units: Axens Prime G+, CDTech’s CDHydro and CDHDS, UOP’s I SAL Sinopec’s S

Zorb and Exxon’s Scanfining. Refiners shopped around and chose among these various technologies which were largel y untested at the time, which required us to provide more lead time for Tier 2. Since the Tier 2 sulfur standard began to be phased in, nine years have elapsed, and we believe that refiners now have direct experience with the installation and operation of these technologies and the vendor companies that license them and continue to support their installations onsite. We therefore believe that refiners will be able to reach a decision very quickly when compl yi ng with Tier 3, particularly , because in most cases the refiners will be revamping the units already installed for Tier 2 when complying with Tier 3. Based on our conversations with refiners, construction companies, vendor companies and from published literature, we estimated the time it takes to revamp existing postreaters and install grassroots postreaters. To revamp an existing postreater it is expected to require up to two years. Installing a grassroots postreater is estimated to require three ye ars. Figure A reflects these project compl etion times showing the various major intermediate steps for completing the projects.Page 323 of 961

**Figure V.L**  **- 1**  **. Estimated Project Lead T**  **ime for Revamps and Grassroots Units**

0

- 3

- 6 6

- 9 9

- 12 12

- 15 15

- 18 18

- 21 21

- 24 24

- 27 27

- 30 30

- 33 33

- 36RevampPre-&Postreaters Scoping Studies Process Design Permitting Detailed Engineering Field Construction Start

- up / ShakedownGrassrootsPostreater Scoping Studies Process Desi gn Permitting Detailed Engineering Field Construction Start

- up / Shakedown
Since many

of the Tier 3 revamps are expected to be very modest (e.g., change out a reboiler or heat exchanger) , we believe that the revamping of postreaters could take less time than what we estimate in Figure V.L

- 1. Following EPA held discussions with many refiners in 2011 about EPA’s plan to pursue additional sulfur control post

- Tier 2 (Tier 3), refiners began the process of assessing how they would comply . The Tier 3 proposal was delayed for about a year and it is our understanding from recent discussions with vendor companies and some refiners that, during this time, many refiners began assessing how they int ended to comply

with Tier 3. Thus, many

refiners likely

have completed the scoping studies, which involves technology selection, and in the case of grassroots units, vendor selection as well (refiners with a particular postreater technology

in most cases are expected to simply revamp the same vendor’s technology , so there is no need to select a vendor). If refiners have already completed their scoping studies, we estimate that installation of the revamps or grassroots units would be about 3 months shorter than the 2 and 3 years, respectivel y, than we estimate in Figure V.L

- 1. We believe that these project timelines are reasonable in light of past industry experiences which show FCC postreaters being installed in refineries in less time than what we estim ate. At the Motiva refinery in Port Arthur, TX, a grassroots CDTech postreater was designed, constructed and started up in less than 2 years. At two refineries in Germany , two Prime G+ units were designed, constructed and started up

– one of them in two ye ars, and thePage 324 of 961

other in 18 months. As an extreme example, the $3.6 billion dollar, 180 kbbl/day crude oil expansion at Marathon’s Gary ville, LA refinery

was designed, constructed and started up in 4 ye ars. This project involved construction of 10 major r efinery units. Since these may

be best case examples, we continue to believe the projections provided above in Figure V.L

- 1 are reasonable. In contrast, EPA received comments and feedback during meetings from the refining industry

suggesting that many

of the steps outlined in Figure V.L

- 1 could take considerabl y longer. For example, they stated that permits could take 2 ye ars and procurement of vessels, pumps, compressors and heaters could take 2 ye ars as well, extending the time needed to complete their projects. However, even if this may be true in some situations, the examples above highlight that this is not true in all situations. Furthermore, most refineries, as discussed in section V.K. will not need to go through an y extensive permitting process and as discussed below, not all refineries will need to undertake extensive revamps of existing units or installation of grassroots units. So once again, we believe the timeline shown is reasonable for the vast majority of refineries. Many

can complete there actions faster. For those that may require a longer timeline, the program flexibilities discussed below allow for this within the lead time provided. b. Program Flexibility

that Extends Lead Time As discussed in Section V.D, the final Tier 3 program includes an ABT program that significantl y helps refiners comply with the January 1, 2017 start date. There are several provisions of the ABT program that help with respect to any leadtime constraints. The ABT program allow s for ongoing intra

- company and inter

- compan y trading nationwide . This will allow some refineries to over - compl y with the 10 ppm gasoline sulfur standard (in our anal ys is, we modeled these refineries bringing their gasoline down to 5 ppm) , allowing other refineries that would otherwi se need to install grassroots units to not invest and purchase credits instead. This aspect of the ABT program is very important because our anal ys is estimates that only

one refinery

would need to install a grassroots hydrotreater whereas without the ABT provisions, there could be as man y as 20 grassroots units. This one aspect has huge implications for leadtime because as discussed in the previous subsection, revamps require two ye ars or less whereas grassroots FCC postreater units require approximately three years to install. We are convinced that this aspect of the ABT program will be utilized to the maximum extent possible because refineries revamping their postreaters in lieu of installing grassroots postreaters result s in the most cost

- e ffective mechanism for meeting the 10 ppm annual average standard. An important issue to consider is that in order for refiners to opt not to invest in a grassroots unit they

would have to trust that credits will be available to them. For the proposal, we conservativel y assumed that refiners would only rel y on credits if they

could generate them internally . However, for the final rule anal ys is, we have assessed how the sulfur credits were being traded under Tier 2 and found that over half the sulfur cre dits were freel y traded between companies (as opposed to only being used within companies), and many single

- refinery companies had sulfur levels above 30 ppm (single

- refinery companies must purchase credits from other companies). Because credits have a 5

- ye ar life, we also see in the Tier 2 data that refiners tend to sell credits rather than let them simply expire. Refiners may hold them as a contingency , but then sell them prior to their expiration. For example, in 2012, 40 percent of the credits traded were generated in 2007 and were set to expire at the end of 2012. This one qualityPage 325 of 961

of the Tier 2 program ensures the free access to credits. We designed the Tier 3 credit trading program to work just like the Tier 2 credit trading program, thus we are c onfident that there will be widespread trading within and between refining companies. A second aspect of the ABT program that helps with leadtime is the provision for generating earl y sulfur credits and banking them for later use. As discussed in Sectio n V.D above, this provision allows refineries to reduce their gasoline sulfur to less than 30 ppm prior to January 1, 2017 and bank the credits for later use. Based on comments that we received on the proposed rule, we are allowing Tier 2 credits which are generated during the years 2012 and 2013 to also be used to show compliance for Tier 3. This effectively extends the earl y credit generation period for Tier 3 to encompass the ye ars 2012 to 2016, which is 5 years. Analyzing the 2012 gasoline quality data that refiners reported to EPA, we found that gasoline sulfur levels in the U.S. averaged about 26.7 ppm. Thus, refiners have already begun overcompl yi ng with Tier 2 b y 3.3 ppm, and are therefore already generating earl y credits that can be used for Tie r 3. If refiners do nothing more but continue to overcomply with Tier 2 b y 3.3 ppm over the 5 years of earl y credit generation, refiners will have generated enough credits to delay the completion of their capital projects by

roughl y a ye ar. Furthermore s ince those credits generated in 2012 and 2013 will expire in 2017 and 2018 respectivel y, refiners will have an incentive to either use them themselves or trade them in 2017 and 2018. Thus refiners that may need to count on them to delay their capital inve stment are likel y to be able to have access to them. When the extent of the flexibility afforded by

the final ABT provisions is fully understood by

refiners, we believe that refiners will generate a lot more early credits with their existing gasoline su lfur control units than the 3.3 ppm we observed in 2012. As we discussed in our cost anal ys is, to produce more diesel fuel in response to a greater demand for diesel fuel relative to gasoline, refiners are undercutting the swingcut portion of FCC naphtha at their refineries. 485 This action to shift what historically was blended into the gasoline pool to the diesel fuel pool, actually

also dramaticall y reduces the sulfur content of the gasoline pool. If the entire swingcut portion of FCC naphtha is undercut to the diesel fuel pool, the amount of sulfur in the gasoline pool is reduced b y about 50 percent. Our cost anal ys is estimates that at almost one quarter of U.S. refineries, refiners are full y undercutting the FCC naphtha to diesel fuel today . At man y other refineries, refiners are onl y partially undercutting their FCC naphtha. These refineries will be able to reduce the sulfur of their gasoline well below their current levels and generate a large number of earl y credits for Tier 3. Even for the subse t of refineries at which the FCC naphtha is not being undercut, refiners can assess how much activity or catal ys t life is left in its FCC postreater catal ys t and compare this time with the time to the next turnaround when the FCC postreater catal ys t is sch eduled to be replaced. If there is spare catal ys t life, the refiner could elect to “turn up” their postreaters to reduce their gasoline sulfur levels to under 30 ppm. With this strategy , the refiner would generate earl y sulfur credits. Also, when the re finer replaces the cataly st in its Tier 2 postreater, it can elect to do so with a more active catal ys t which would allow the refinery to produce gasoline at sulfur levels below 30 ppm and generate more early

credits for Tier 3.

485 The term swingcut means that this portion of the FCC product pool can be blended into gasoline or diesel fuel while still meeting the fuel quality specifications for either fuel regardless of where this swingcut is blended.Page 326 of 961

Based on the early

action s refiners are already taking, or could take, to reduce their gasoline sulfur levels, we believe that refiners would be able to reduce their gasoline sulfur to as low as 20 ppm, on average. By averaging 20 ppm for 2.5 years prior to 2017, refiners would be able to delay

completion of all capital investments for Tier 3 until mid 2019. If we add the 3.3 ppm of credits during 2012, 2013 and first part of 2014, refiners would be able to delay completion of all capital investments in Tier 3 until 2020. Thus, the earl y credit provisions will, in

- effect, provide nearl y 6 years of leadtime for full compliance with the fuels program. This will allow ample time for refiners to complete their investment and schedule their tie

- ins during normal shutdown activities. Iteffectivel y provides even more lead time than the 5 years that the refining industry

requested in their comments. The delay in the program implementation will also help to distribute the demand on the E & C industry over more ye ars ensuring that the E & C industry won’t be overwhelmed. We are also finalizing a compliance deadline of January 1, 2020 for small refiners and small volume refineries (i.e., refineries processing less than or equal to 75,000 net barrels per day of crude oil) . This will provide approximately 36 of the 108 affected refineries with nearl y 6 ye ars of lead time; again more than the 5 years that the refining industry requested in their comments. W e believe that these refiners and refineries are disproportionally impacted when i t comes to their cost of compliance and ability to rationalize investment costs in today ’s gasoline market. Giving these refiners and refineries additional lead time provides more time to invest in desulfurization technology, take advantage of advancement s in technology , develop confidence in a Tier 3 credit market as a means of compliance, and avoid competition for capital, engineering, and construction resources with the larger refineries. Due to the January 1, 2020 compliance deadline for small refiner s and small volume refineries we estimate that of the 64 refineries that will ultimately need to revamp (63) their existing hydrotreaters or add a grassroots hydrotreater (1) over the course of implementing the Tier 3 program 15 refineries could wait to take such actions until 2020. Further, as discussed in more detail in Section V.E.1 , small refiners and small volume refineries can generate early credits (from January

1, 2017 through December 31, 2019) relative to 30 ppm for sale to other small refiners/s mall volume refineries, and relative to 10 ppm for sale to non

- small refiners. This could provide another pool of earl y credits for Tier 3 prior to January

1, 2017 and ongoing credits during the years of 2017, 2018 and 2019. Despite the flexibility

afford ed b y the ABT program, some refiners have expressed concern that should they

want or need to rel y on credits for compliance, they may not be able to do so if they

cannot be assured that they will be able to acquire the necessary credits from other parties when the time comes. This could force them into making relatively costl y investments that they would otherwise be able to avoid. We recognize that this may be a concern, particularl y prior to 2020 when the market will be in a state of transition. While we cannot guarantee credit availability , and we are confident that the program as designed provides ample opportunity

for credit generation, we do believe that providing the market with at least some basic information on credit availability may provide som e added assurance and aid in credit market liquidity . Consequently , we pledge to work with the refining industry on way s to make information on the sulfur credit market more transparent over the period leading up to 2020, balancing their need for information with the resource constraints of the Agency . In doing so, to protect confidentiality , we will not be able to identify individual compan y credit balances or deficits , but would intend to provide an aggregated level of information, such as total credit balances for each vintage year , on an annual basis leading up to 2020 . Because industry hasPage 327 of 961

already shown the ability to identify and establish the necessary trading relationships under the Tier 2 program, we anticipate that they will be able to continue to do so under Tier 3. In summary , we believe that the ABT program we are finalizing today provides ample flexibility for compl yi ng with Tier 3. The averaging provisions will allow refiners that only need to revamp their Tier 2 postreaters to generate cr edits by overcomplying with the 10 ppm standard, and in turn allow refineries that otherwise need to install grassroots units to comply solely through the purchase of credits. The banking provisions also allow refiners to generate earl y credits, effective ly

delaying investments for compliance to potentially as late as 2020. Finally , the small refiner and small refinery provisions delay

compliance for approximately 36 refineries until 2020, as well as generate and trade earl y credits. We believe that all of these provisions effectively

address any

leadtime concerns. Furthermore, there are additional options available to refineries to avoid a noncompliance situation should all these program flexibilities prove insufficient. Refineries are permitted to carry a credit deficit for one year as long as they make it up the following year, and the final rule allows refiners to apply for hardship waivers if necessary . In addition, refineries with access to export markets can alway s choose to export fuel until such time as they

can bring their desulfurization capacity online. There is a large and growing gasoline export market from the U.S. already . Such exports of higher sulfur gasoline could be offset through imports of compliant gasoline suc h as historicall y occurred from Europe, which has a 10 ppm sulfur cap on gasoline.
c. Impact of Turnaround Timing We received numerous comments on the proposed January 1, 2017 compliance deadline. In their comments to the proposed Tier 3 rulemaking, the oi l industry stated that EPA must consider and include the time it takes to tie

- in the revamps and grassroots units in the proposed leadtime. The oil industry urged EPA increase the leadtime for Tier 3 to 5 years to allow for refiners to make their investme nts needed to comply with Tier 3 and tie

- in those new investments. Intoday ’s action we are finalizing a compliance deadline of January 1, 2017. As previously

explained above, various provisions of the ABT program effectively provide nearl y 6 ye ars of le adtime to complete capital projects. We also note that the capital projects do not have to be completed prior to installing the necessary tie

- ins. We do agree, however, that the need to make tie

- ins must be considered when assessing the feasibility of le adtime, and in doing so, our anal ys is shows that refiners can comply with Tier 3 within the leadtime provided. This is true not only because the final rule effectivel y provides nearl y 6 ye ars of leadtime to complete capital projects, as described above, b ut also because the capital projects do not have to be completed prior to installing the necessary tie

- ins. When a refiner builds a grassroots unit or some sort of revamp which involves new reactor volume or perhaps by adding a splitter, this new capital must be “tied

- in” to the rest of the refinery . The tie in usually involves connecting a pipe from the existing unit to the new capital installed for complying with Tier 3. However, a pipe cannot simply be added while the refinery is operating. Instead, the refiner will add the necessary pipe for making the tie

- in when the refinery

is shutdown for regular maintenance. The revamp or grassroots unit does not have to be started up at that time. Instead, the connection pipe just needs to be added and blocked off with a sealing

- ty

pe valve and a blind flange (essentially a flat piece of steel) is bolted on as a precaution against a leaky valve. Once this piping has been added, the refiner can restart itsPage 328 of 961

refinery . Then when the refiner is ready to complete th e tie

- in to the completed Tier 3 revamp or grassroots unit, the refiner would remove the blind flange and connect a pipe which connects the existing part of the refinery to the newl y installed grassroots postreater unit or revamp postreater subunit. This last step can either occur when the refinery is shutdown or still operating. At that point the refiner would only need to open the block valve to complete the tie

- in of the grassroots unit or revamp to the existing refinery

. On its webpage, the American Petroleum Institute (API) reports that the average time between turnarounds is 4 years when the U.S. refineries perform maintenance on the FCC unit. 486 This means that on average, 25% of U.S. refineries shutdown to perform maintenance on its FCC units each ye ar. Most often, refiners conduct maintenance turnarounds on their refineries during the spring when the demand for gasoline and diesel fuel is at their lowest. Thus, refiners will have the years of 2014, 2015 and 2016 to make their tie

- ins during a re gularly scheduled refinery

turnaround to be able to comply by January 1, 2017, thus roughl y three

quarters of the tie

- ins could occur before the January 1, 2017 compliance date. 487 If we superimpose the tie

- in issue with the ty pes of investments we project will be made for Tier 3, we project that for three

- quarters of the revamps, refiners will be able to make their tie

- ins prior to the January

1, 2017 start date, while the other refineries will require until the spring of 2017 to make their tie

- ins. As a w orse - case scenario, if refiners don’t even try to begin making their tie

ins until the spring of 2015, they would need the spring of 2015 to the spring of 2018 to complete their tie

- ins. However, regardless of whether we assume that tie

- ins begin to occur in 2014 or 2015, the flexibility

afforded by

the ABT program will readil y enable refiners to complete their capital investments and tie

- ins and comply with Tier 3 within the lead time provided. A more detailed discussion and anal y sis of Tier 3 compliance considering unit construction time, the tie

- ins of revamps and grassroots units and availability of credits is contained in Chapter 4 of the RIA. d. Hardship While we project that there will be plenty of credits available to allow ref iners to complete their capital investments and tie in the new or revamped unit to the rest of their refinery , we are providing another option to refiners as a safety valve in case there is a shortfall of credits. Consistent with our proposal, today ’s rul e contains provisions for a refiner to appl y for a hardship waiver. Thus, where a refiner cannot complete its project by January 1, 2017 and credits are not available or are prohibitively expensive, the refiner may file a hardship waiver. Details of our hardship provisions can be found in Section V.E.2.

486 Fact Sheet entitled “Refinery Turnarounds,” American Petroleum Institute (API) webpage: http://www.api.org/ oil

- and

- natural

- gas - overview/fuels

- and

- refining/refineries/refinery

- turnarounds ; downloaded June 21, 2013. 487 Since most refiners have already completed their scoping studies with the vendor companies which license the desulfurization technologies, they l ikely already understand what steps would need to be taken to tie

- in their revamps and grassroots units with their existing refinery. For this reason, we believe that refiners can begin making their tie

- ins as soon as the spring of 2014, and perhaps even earlier than that. One refiner who owns a number of refineries shared with us that they prepared the tie

- ins for Tier 3 when they installed their Tier 2 units.Page 329 of 961

e. Impact on the Engineering and Construction Industry As in prior rules, we also evaluated the capability of E&C industries to design and build gasoline h ydrotreaters as well as performing routine maintenance. Two areas where it is important to consider the impact of the fuel sulfur standards are: (1) refiners’ ability to procure design and construction services , and (2) refiners’ ability to obtain the capital necessary for the construction of new equipment required to meet the new gasoline quality specification. We evaluated the requirement for engineering design and construction personnel in a manner consistent with the Tier 2 anal ys is, particularl y for three types of workers needed to implement the refinery

changes: front

- end designers, detailed designers, and construction workers. We developed estimates of the maximum number of each of these ty pes of workers needed throughout the design and construction process and compared those figures to the number of personnel currentl y employed in these areas. The number of job hours necessary to design and build individual pieces of refinery equipment and the job hours per piece of equipment were taken from Moncrief and Ragsdale. 488 Their paper summarizes analyses performed in support of a National Petroleum Council study of gasoline desulfurization, as well as other potential fuel quality changes. The design and construction factors for desulfurization equipment are summarized in Table V

- 1

.
**Table V**  **- 1**  **Design and Construction Factors** Gasoline Refiners Number of New Pieces of Equipment per Refinery 60 Number of Revamped Pieces of Equipment per Refinery 15 Job Hours Per Piece of New Equ ipment a Front End Design 300 Detailed Design 1,200 Direct and Indirect Construction 9,150

a Revamped equipment estimated to require half as many hours per piece of equipment Refinery projects will differ in complexity and scope. Even if all refiners d esired to complete their project by the same date, their projects would inevitably begin over a range of months. Thus, two projects scheduled to start up at exactly the same time are not likel y to proceed through each step of the design and construction p rocess at the same time. Second, the design and construction industries will likely provide refiners with economic incentives to avoid temporary

peaks in the demand for personnel.

488 Moncrief, Philip & Ragsdale, Ralph. (2000). Can the U.S. E&C Industry Meet the EPA’s Low Sul fur Timetable? Paper presented at NPRA Annual Meeting, March 26

- 28, 2000. Paper No. AM

- 00

- 57.Page 330 of 961

Applying the above factors, we projected the maximum number of personnel needed in any given month for each ty

pe of job. The results are shown in Table V

- 2 . In addition to total personnel required, the percentage of the U.S. workforce in these areas is also shown, assuming that half of all projects occur in the Gulf Coast

.

**Table V**  **- 2**  **Maximum Monthly Demand for Personnel**

Front

- End Design Detailed

Engineering Construction Tier 3 Gasoline Sulfur Program Number of Workers 202 809 6,012 Percentage of Cur

rent Workforce a 11% 9% 4%

a Based on current employment in the U.S. Gulf Coast assuming half of all projects occur in the Gulf Coast To meet the Tier 3 sulfur standards, refiners are expected to invest $2 .0 billion between 2014 and 2019 and utilize approx imately 250 front

- end design and engineering jobs and 1,500 construction jobs . The number of estimated jobs required is small relative to overall number available in the U.S. job market. As such, we believe that three years, plus the additional flexibilities provided, is adequate lead time for refineries to obtain necessary permits, secure E&C resources, install new desulfurization equipment, and make all necessary retrofits to meet the Tier 3 sulfur standards. For an in

- depth assessment of stat ionary source implications, refer to Section V.K . For more on our E&C assessment, refer to Chapter 4 of the RIA. **M. Statutory Authority for Tier 3 Fuel Controls**  Consistent with our proposal, w e are adopting gasoline sulfur controls under our authority in sec tion 211(c)(1) of the Clean Air Act. This section gives us the authority to “control or prohibit the manufacture, introduction into commerce, offering for sale, or sale” of any fuel or fuel additive for use in a motor vehicle, motor vehicle engine, or nonroad engine or nonroad vehicle (1) whose emission products, in the judgment of the Administrator, cause or contribute to air pollution which may reasonabl y be anticipated to endanger the public health or welfare [section 211(c)(1)(A)] or (2) whose emission products will impair to a significant degree the performance of an y emission control device or sy stem which is in general use, or which the Administrator finds has been developed to a point where in a reasonable time it would be in general use were the fu el control or prohibition adopted [section 211(c)(1)(B)]. Consistent with our proposal, w e are finalizing controls on gasoline sulfur levels based on both of the Clean Air Act criteria, as described in more detail below. 1. Section 211(c)(1)(A) Under the fir st criterion, we believe that emission products of gasoline with current levels of sulfur contribute to ambient levels of ozone, particulate matter (PM), nitrogen dioxide (NO 2 ), sulfur dioxide (SO 2 ) and carbon monoxide (CO), which are all pollutants for wh ich EPA has established National Ambient Air Quality Standards (NAAQS). These pollutants are linked with respiratory

and/or cardiovascular problems and other adverse health impacts leading to increased medication use, hospital admissions, emergency department visits, and premature mortality

.Page 331 of 961

Approximately 1 4 9 million people currentl y live in counties exceeding a NAAQS. 489 Motor vehicles also emit air toxics, and the majority of Americans continue to be exposed to ambient concentrations of air toxics at levels which have the potential to cause adverse health effects, including cancer, immune sy stem damage, and neurological, reproductive, developmental, respiratory , and other health problems. 490 A more detailed discussion of the health and environmental e ffects of these pollutants is included in Section II.B. As discussed there , emissions of these pollutants cause or contribute to ambient levels of air pollution that are reasonabl y anticipated to endanger public health and welfare. Control of gasoline su lfur to 10 ppm will lead to significant reductions in emissions of these pollutants, with the benefits to public health and welfare significantl y outweighing the costs. EPA has evaluated the technical feasibility of achieving these sulfur levels, including the cost of the reductions

. W e have concluded that these reductions are feasible in the lead time provided

. For more on the feasibility of the fuel standards , refer to Section V.Labove and Chapter 4 of the RIA. As discussed in Section III , and further supported by the discussion in Section IV.A.6 , EPA also evaluated the emissions reductions from pre

- Tier 3 vehicles that will be achieved b y controlling gasoline sulfur level to 10 ppm on average

. Th e 10 ppm sulfur standard will provide significant reductions in harmful emissions independent of the vehicle standards and these reductions are significant and contribute to the total monetized health benefits. Already in 201 8 , when the emission reduction s are almost entirel y due to the sulfur standards , the Tier 3 program will provide significant benefits

. We continue to believe that the Tier 3 program will produce benefits to public health and welfare whose value significantl y outweighs the costs. These reductions can be achieved in a manner that is technologicall y feasible. In sum, EPA concludes that the entire body of evidence strongl y supports the view that controlling gasoline sulfur to 10 ppm is quite reasonable in light of the emissions reductions and benefits achieved, taking costs into consideration. For more detail on the costs and benefits of the Tier 3 program, refer to Chapter 5 of the RIA. Section 211(c)(2)(A) requires that, prior to adopting a fuel control based on a finding that the fuel’s emission products contribute to air pollution that can reasonabl y be anticipated to endanger public health or welf are, EPA must consider “all relevant medical and scientific evidence available, including consideration of other technologically or economically

feasible means of achieving emission standards under [section 202 of the Act].” EPA’s anal ys is of the medical and scientific evidence relating to the emissions impact from motor vehicle engines, which are impacted b y gasoline sulfur, is described in more detail in Chapter 6 of the RIA. EPA has also satisfied the statutory requirement to consider “other technologi cally or economicall y feasible means of achieving emission standards under section [202 of the Act].” This provision has been interpreted as requiring consideration of establishing emission standards under section 202 prior to establishing controls or pro hibitions on fuels or fuel additives under section

489 Data come from Summary Nonattainment Area Population Exposure Report, current as of July 20, 2012 at: http://www.epa.gov/oar/oaqps/greenbk/popexp.html and contained in Docket EPA

- HQ

- OAR

- 20 11

- 0 135. 490 U.S. EPA. (2011) Summary of Results for the 2005 National

- Scale Assessment. www.epa.gov/ttn/atw/nata2005/05pdf/sum_results.pdf.Page 332 of 96 1

211(c)(1)(A). See Ethyl	Corp.	v.	EPA , 541 F.2d. 1, 31

- 32 (D.C. Cir. 1976). In Ethyl , the court stated that section 211(c)(2)(A) calls for good faith consideration of the evidence and options, not for man datory

deference to regulation under section 202 compared to fuel controls. Id . at 32, n.66. EPA is also adopting Tier 3 emissions standards for motor vehicles under section 202. These standards could not achieve any emis sion reductions for vehicles already in use , while reducing fuel sulfur will achieve l arge emission reductions for vehicles already in use. For new vehicles, the use of 10 ppm average sulfur fuel is an essential part of achieving Tier 3 levels while applying an array

of advancements in emissions control technology to the light

- dut y fleet

. As shown in Section IV.A, w e believe that a chieving the Tier 3 exhaust emission standards will require technological improvements such as very careful control of the exh aust chemistry and exhaust temperatures to ensure high catal ys t efficiency

. These technology improvements, which are described in greater detail in the RIA (Chapter 1)

– improving warm

- up and catal ys t light

- off after cold starts and maintaining very high catal ys t efficiency

– all rel y on 10 ppm sulfur average fuel to achieve the very

significant emissions reductions required for the fleet to achieve Tier 3 emissions levels. Achieving Tier 3 emissions standards without a reduction in sulfur to 10 ppm levels would only

be possible if there were technology improvements significantly above and beyond even those mentioned above. EPA cannot identify technology improvements that could provide such a large additional increase in emissions co ntrol effectiveness, across the fleet, above and beyond that provided by

the major improvements in technology discussed above, without any additional gasoline sulfur control. As discussed in Section IV.A.3, the Tier 3 fleet average exhaust emissions stand ards of 30 mg/mi NMOG+NOx will require large reductions of emissions across a broad range of light

- dut y vehicles and trucks with differing degrees of utility

. Specificall y, achieving Tier 3 emissions standards as an average across the fleet will require f leet wide reductions of approximately 80%. We believe this means significant reductions from all sectors, with the result that there is a need for major reductions from all ty pes of vehicles in the light

- duty fleet, including those above as well as most vehicles that are already near , at , or below the Tier 3 Bin 30 fleet average standard

. Achieving these reductions presents a major technology challenge and EPA is not aware of technology

improvements that could provide such large additional increases in emissions control effectiveness, across the fleet, above and beyond that provided by the major improvements in control t echnologies expected for use in meeting today ’s Tier 3 standards. Rather, as available test data indicates, in addition to lower gasoline sulfur levels, the required reductions are of a magnitude that EPA expects manufacturers to emplo y advances in tec hnology in all of the relevant areas of emissions control

– exhaust cataly st technologies , (such as reducing the time to cataly st light off, improving exhaust cataly st durability at 120,000 or 150,000 miles and improving efficiency of fully warmed up exhau st cataly sts), reducing engine out emissions, power train calibration primarily focused on reducing cold

- start NMOG emissions , and on reducing both cold

- start and warmed

- up (running) NO X emissions

. The impact of sulfur reduction on the effectiveness of the available technology improvements play s such a large role in achieving the Tier 3 emissions standards that it is clearl y unrealistic to expect that technology would be available, at the 30 ppm sulfur standard , to fill the emission control gap left from no s ulfur reduction, and still achieve the very significant fleet wide reductions needed to meet the Tier 3 fleet average . In effect reducing sulfur from 30 ppmPage 333 of 961

to 10 ppm has such a large impact on the ability of the technology

improvements to achie ve Tier 3 emissions levels that absent these sulfur reductions there is not a suite of technology advancements available to fill the resultin g gap in emissions reductions. As also discussed in Section IV.A.6, testing of Ti er 2 and Tier 3 type vehicles, as well as other information , shows that sulfur has a very

large impact on the effectiveness of the control technologies expected to be use d in Tier 3 vehicles. Without the reduction in sulfur to a 10 ppm average , the major technology

improvements projected under Tier 3 would only result in a limited portion of the emissions reductions needed to achieve Tier 3 levels. For example, without the reduction in sulfur from a 30 ppm to 10 ppm average , the technology improvements wo uld not come close to achieving Tier 3 levels . In some cases this may result in the same effectiveness as the current Tier 2 technology

and achieve only

approximately Tier 2 levels of exhaust emissions control

. As earlier explained, EPA has not identifie d t echnology that would achieve the average Tier 3 emissions standards , across the fleet, with sulfur at 30 ppm levels, and as a result Tier 3 emissions standards would not be technicall y feasible and achievable. This is also the case for levels in

- between 30 and 10 ppm, e.g. , 20 ppm. The required emissions reductions are so large and widespread across the fleet, and the technology challenges are high enough , especiall y for heavier vehicles, that the large increase in emissions that would occur even from a higher average sulfur level compared to 10 ppm average would lead to an inability for the technology to widely achieve the Tier 3 fleet wide average emissions standards. Further, as also explained in Section IV .A.6, larger vehicles (the largest LDVs and LDT3s, LDT4s and MDPVs) will hav e greater difficulty achieving cold

- start NMOG emissions control as a result of today ’s emissions standards. ( Certifying to a useful life of 150,000 miles versus the current 120,0 00 miles will further add to manufacturers’ compliance challenge for large light trucks ; see Section IV.A.7.c for the useful life requirements .) This is based in part on the impact on NMOG emissions of the larger engine surface

- to
- volume ratio and resultant heat conduction from the combustion chamber during warm

- up. There are also tradeoffs between some cold

- start NMOG controls and cold

- start NOx control. For example, secondary air injection and/or leaner fueling strategies improve catal ys t light

- off for NMOG after a cold

- start but also place OSC components in an oxidation state that limits potential for NOx reduction and thus often result in higher cold

- start NOx emissions. Some applications achieve lower NMOG+NOx emissions without the use of secondary air injection by

careful calibration, changes to the catal ys t formulation and balancing of catal ys t HC and NOx activity . The EPA Prototy pe Silverado and the developmental Ford Explorer discussed in Section IV.A.6.c are specific examples of this approach. Thus, as a result of today ’s emissions standards these larger vehicles , in addition to needing to reduce NOx emissions to near

- zero levels (as is generally the case for all Tier 3 vehicles, as discussed below), these trucks may also have additional NMOG reduction challenge. 2. Section 211(c)(1)(B) Under the second criterio n, we believe that sulfur in gasoline will significantly impair the emission

- control sy stems expected to be in general use in motor vehicle engines designed to meet the Tier 3 emission standards. The Tier 3 fuel sulfur standards will restrict gasoline sul fur content to an annual average of 10 ppm beginning in 2017, to enable compliance with newPage 334 of 961

emission standards based on the use of advanced emission control technology that will be available to Tier 3 vehicles

. Section IV describes the substantial adverse effect of high gasoline sulfur levels on the emission

- control devices or sy stems for vehicles and engines meeting the Tier 3 emission standards. As discussed in Section IV.A.6 , sulfur in gasoline inhibit s the emissions control performance of modern three

- way exhaust catal ys t sy stems by selectivel y binding with, and in some instances reacting with active sites and coating materials. The amount of sulfur retained b y the catal ys t is primarily

a function of its operating temperature, the active mat erials and coatings used within the catal ys t, the concentration of sulfur oxides in the incoming exhaust gases, and air

- to
- fuel ratio feedback and control b y the engine management system. In addition to its interaction with catal ys t materials, sulfur can a lso react with the wash

- coating itself to form alumina sulfate, which in turn can block coating pores and reduce gaseous diffusion to active materials below the coating surface. Sulfur also interferes with the ability of OSC components to reduce NO X emissions

. Water

- gas - shift reactions , which are also important for NO X reduction over cataly sts combining Pd and ceria , can be blocked b y sulfur poisoning and may be responsible for observations of reduced NO X activity over Pd/ceria catal ys ts even with exposure to fairly low levels of sulfur (equivalent to 15 ppm in gasoline ). Operating the catal ys t at a sufficientl y high temperature under net reducing conditions (e.g., air

- to
- fuel equivalence that is net fuel

- rich of stoichiometry) can effectively re lease the sulfur oxides from the cataly st components. Thus, regular operation at sufficiently high temperatures at rich air

- to
- fuel ratios can minimize the effects of fuel sulfur levels on cataly st active materials and catalyst efficiency

. As discussed i n Section IV.A.6, h owever, it cannot completely

eliminate the effects of sulfur poisoning. In current vehicles, desulfurization conditions occur typically at high loads when there is a degree of commanded enrichment (i.e., fuel enrichment commanded by the engine management sy stem primarily for protection of engine and/or exhaust system components). A study of Tier 2 vehicles in the in

- use fleet recentl y completed b y EPA shows that emission levels immediately following high speed/load operation is still a function of fuel sulfur level, suggesting that lower gasol ine sulfur levels will bring emission benefits unachievable b y catal ys t desulfurization procedures alone. 491 For example, i f a vehicle operates on gasoline with less than 10 ppm sulfur, exhaust emissions stabilize over repeat FTP tests at emissions near th ose of the first FTP that follows the high speed/load operation and catal ys t desulfurization. Continued operation on gasoline with 10 ppm average sulfur content or lower is necessary after cataly st desulfurization in order to achieve emissions reductions with the current in

- use fleet. 492 As also discussed in Section IV.A.6, the emission effects study performed b y SGS also suggests that negative effects of exposure to a somewhat higher sulfur level (80 ppm in this case) are largel y reversible for Tier 2 vehi cles, and thus, suggests that reducing fuel sulfur levels nationwide will bring significant immediate benefits b y reducing emissions of the existing fleet. Finally , to the extent such conditions do not

491 The Effects of Ultra

- Lo w Sulfur Gasoline on Emissions from Tier 2 Vehi cles in the In

- Use Fleet, EPA

- 420

- R

- 14

- 002.
492 See Preamble Section IV.A.6.c and Chapter 1 of the RIA (Section 1.2.3.2) for more details on this study and its results.Page 335 of 961

occur today

as part of normal driving for vehicles in the in

- use fleet, there is no practical way to modify such existing vehicles to do so. Thus, reducing fuel sulfur levels has been the primary regulatory

mechanism to minimize sulfur contamination of the catal ys t and ensure optimum emissions performance o ver the useful life of a vehicle and is the only effective means for the in

use fleet

. For T ier 3 vehicles , there are several reasons wh y regular operation at the high exhaust temperatures and rich air

- to
- fuel ratios necessary for catal ys t desulfurization is not desirable and may not be possible

. The temperatures necessary to release sulfur oxides are high enough to lead to thermal degradation of the catal ys t over time through thermal sintering of active materials. Sintering reduces the surface area available to participate in reactions. Additionally , it is not alway s possible to maintain these cataly st temperatures (because of cold weather, idle conditions , light load operation) . Also, the rich air

- to
- fuel ratios necessary for sulfur removal can result in increased PM, NMOG and CO emiss ions

. T he impact of gasoline sulfur has become even more important as vehicle emission standards have become more stringent. Some studies have suggested an increase in catalyst sensitivity

to sulfur when standards increase in stringency and emissions levels decrease. 493 , 494 Emission standards under the programs that preceded the Tier 2 program (Tier 0, Tier 1 and National LEV, or NLEV) were high enough that the impact of sulfur was considered negligible. The Tier 2 program recognized the importance of sulfur and reduced the sulfur levels in the fuel from around 300 ppm to 30 ppm in conjunction with the new emission standards. At that time, very little work had been done to evaluate the effect of further reductions in fuel sulfur

– especiall y on in

- use vehicles that may have some degree of catal ys t deterioration due to real

world operation. As also shown in Section IV.A.6, there are currentl y available data from various studies and testing on Tier 2 vehicles that indicate that emissions performance is sensitive to sulfur levels in gasoline. Specificall y, the MSAT studies of Tier 2 vehicles showed the emission reduction potential of lower sulfur fuel on Tier 2 and later technology vehicles over the FTP cycle. For instance, there was a 48 percent increase in NOx over the FTP when gasoline sulfur was increased from 6 ppm to 32 ppm . Further, emissions data from testing conducted by EPA on a representative subset of vehicles (after clean

- out procedures) on 28 ppm and 5 ppm fuel with accumulated mileage , showed Bag 2 NO X emissions were 47 percent lower on the 5 ppm fuel as compared to 28 ppm fuel . T he reductions found in th ese studies are also cons is tent with the MSAT and Umicore studies on Tier 2 vehicles in terms of the magnitude of N O X and HC reductions when switching from 28 ppm to 5 ppm fuel. The results of the emission effects study performed b y SGS and included with API’s comments on the Tier 3 proposal are also consistent with the findings of EPA’s Tier 2 in

- u se study , namel y that emissions performance is sensitive to fuel sulfur level. Insum, these studies confirm our view that r educing sulfur levels in gasoline from current levels to levels in the range of t oday ’s final gasoline sulfur standards will be exp ected to achieve significant reductions in emissions of NO X , hydrocarbons, and other pollutants of interest from the in

- use fleet.

493 Takei, Y., Kungasa, Y., Okada, M., Tanaka, T. Fujimoto, Y. (2000). Fuel Property Requ irement for Advanced Technology Engines. SAE Technical Paper 2000

- 01

- 2019. 494 Ball, D., Clark, D., Moser, D. (2011). Effects of Fuel Sulfur on FTP NOX Emissions from a PZEV 4 Cylinder Application. SAE Technical Paper 2011

- 01

- 0300.Page 336 of 961

The importance of lower sulfur gasoline is also demonstrated by the fact that vehicles certified to California SULEV typical ly certify to higher bins for the federal Tier 2 program. Li ght

- dut y vehicles certified to SULEV under LEV II are more typically certified federally to Tier 2 Bin 3, Bin 4 or Bin 5. In particular, non

- hy brid vehicles certified to California SULEV are not certified to federal Tier 2 Bin 2 emissions standards even though the numeric limits for NO X and NMOG are shared between the California LEV II and federal Tier 2 programs for SULEV and Bin 2. Confidential business information shared by the auto companies indicate that the primary

reason is an inability

to demonstrate compliance with SULEV/Bin 2 emission standards after vehicles have operated in

- use on gasoline with greater than 10 ppm sulfur and with exposure to the h igher sulfur gasoline sold nationwide . While vehicles certified to the SULEV and Tier 2 Bin 2 standards both demonstrate compliance using certification gasoline with 15

- 40 ppm sulfur content, in

- use compliance of SULEV vehicles in California occurs afte r significant, sustained operation on gasoline with an average of 10 ppm sulfur and a maximum cap of 2 0 ppm sulfur while federall y certified vehicles operate on gasoline with an average of 30 ppm sulfur and a maximum cap of 80 ppm sulfur. Although the SUL EV and Tier 2 Bin 2 standards are numerically equivalent, the increased sulfur exposure of in

- use vehicles certified under the federal Tier 2 program results in a need for a higher emissions compliance margin to take into account the impact of in

- use gasol ine sulfur on full useful life vehicle emissions. As further discussed in Section IV.A.6.d , available studies and testing also confirm that there is significantl y increased sensitivity of exhaust emissions to gasoline sulfur by vehicles with exhaust emissi on control technologies that we expect to be used with vehicles compl yi ng with today ’s Tier 3 emissions studies. Specifically, available test data from the Ford Motor Company developmental heavy

- light

- duty truck and the Umicore Autocat 2009 Chevrolet Malibu PZEV show more increases in NOx and NMOG+NOx emissions with increased gasoline sulfur than was observed for Tier 2 vehicles. Similarly , test data from the EPA Tier 3 prototy pe 2012 Chevrolet Silverado heav y - light duty pickup also showed increased NMOG+NOx emissions and one exceedance of today ’s final Bin 30 exhaust emissions standards. In sum, available test data indicate that increasing gasoline sulfur levels from 10 ppm to 30 ppm on vehicles meeting Tier 3 standards essentiall y negated the e ntire benefit of the advances in emissions control technology that were applied to meet Tier 3 developmental goals. Because of the resulting need to reach near

- zero NO X levels to offset NMOG emissions, any significant degradation in NO X emissions control over the useful life of the vehicle will likely prevent some if not most larger vehicles from reaching a combined NMOG+NO X level low enough to comply with the 30 mg/mi fleet

- average standard. Any degradation in catal ys t performance due to gasoline sulfur will also reduce or eliminate the margin necessary to ensure in

- use compliance with the Tier 3 emissions standards. Thus, the impact of gasoline sulfur poisoning on exhaust catal ys t performance and the relative stringency of the Tier 3 exhaust emissions standards, particularl y for larger vehicles and trucks, when considered together make a compelling argument for the virtual elimination of sulfur from gasoline. As discussed in Section V. B , the average 10 ppm gasoline sulfur standard is feasible and is the level that appropriately balances costs with the emission reductions that it provides and enables. Not onl y will a 10 ppm sulfur standard enable vehicle manufacturers to certify their entire product line of vehicles to the Tier 3 fleet average standard s, but reducing gasoline sulfur to 10 ppm will better enable these vehicles to maintain their emission performance in

- use over their full useful life. Higher sulfur levels would make it impossible for vehicle manufacturers toPage 337 of 961

meet the Tier 3 standards, an d would forego the very large immediate reductions from the existing fleet. Reducing the sulfur level below 10 ppm would further reduce vehicle emissions and allow the Tier 3 vehicle standards to be achieved more easily . However, we believe that a 10 ppm average standard is sufficient to allow vehicles to meet the Tier 3 standards. Further, as discussed in Sections V.B and IX.B there are significant challenges associated with reducing sulfur below 10 ppm.

3. S ection 211(c)( 2 )(B) Section 211(c)(2)(B) requi res that, prior to adopting a fuel control based on a significant impairment to vehicle emission

- control sy stems, EPA consider available scientific and economic data, including a cost benefit anal ys is comparing emission

- control devices or sy stems which are or will be in general use that require the proposed fuel control with such devices or s ys tems which are or will be in general use that do not require the proposed fuel control. As described above and in the RIA (Chapter 1) , we conclude that the emissions control technology expected to be used to meet Tier 3 standards would be significantly impaired by

operation on gasoline with annual average sulfur levels greater than 10 ppm. Our anal ys is of the available scientific and economic data can be found below in Section VII . The RIA includes a detailed anal ys is of the environmental benefits of the emission standards (Chapters 6 and 8), an analy sis of the technological feasibility

and cost of controlling sulfur to the levels established in the final rule (Chapters 4 and 5), and a cost anal ys is of the sulfur control and motor vehicle and engine emission standards (Chapter 9). Under section 211(c)(2)(B), as just noted, EPA is also required to compare the costs and benefits of a chieving emission standards through emission

- control sy stems that would not be sulfur

- sensitive, if an y such sy stems are or will be in general use. We have determined that there are not (and will not be in the foreseeable future) emission control devices available for general use in motor vehicles that can meet the emission standards and would not be significantly impaired b y gasoline with current gasoline sulfur levels. Emissions cannot be reduced an ywh ere near the magnitude contemplated by the emission standards without the application of the kind of emissions control technology discussed in this final rule

. 4. S ection 211(c)( 2 )( C ) Section 211(c)(2)(C) of the Clean Air Act requires that prior to prohibiting a fuel or fuel additive, EPA establish that such p rohibition will not cause the use of another fuel or fuel additive “which will produce emissions which endanger the public health or welfare to the same or greater degree” than the prohibited fuel or additive. This finding is required by the Act onl y prio r to prohibiting a fuel or additive, not prior to controlling a fuel or additive. Since EPA is not prohibiting use of gasoline sulfur, but rather is controlling the level of sulfur in these fuels, this finding is not required for this rulemaking. However , EPA does not believe that the gasoline sulfur controls will result in the use of an y other fuel or additive that will produce emissions that will endanger public health or welfare to the same or greater degree as the emissions produced by gasoline with c urrent sulfur levels. Unlike the case of unleaded gasoline in the past, where lead performed a primary function by providing the necessary

octane for the vehicles to function properl y, sulfur does not serve an y useful function in gasoline. It is not adde d to gasoline, but occurs naturally

in the crude oil into which gasoline is processed. Were it not for the expense ofPage 338 of 961

sulfur removal, it would likely have been removed from gasoline years ago in order to improve the maintenance and durability characterist ics of motor vehicle engines. We are also adopting the various controls for DFE, other ox ygenates, butane and pentane blended into gasoline, and gasoline additives, under our authority in section 211(c)(1). As explained above, these controls are necessary to prevent emissions products that may endanger the public health or welfare or impair to a significant degree the performance of any emission control device or sy stem. Th is action basicall y extends various controls on gasoline to DFE, other ox ygenates , butane, and gasoline additives. The reasons for adopting the controls for gasoline apply

as well to adopt the controls for DFE, other oxygenates, butane, and gasoline additives. 

## VI. **Te chnical**  **Amendments and Regulatory S trea**  **mlining** In addition to adopting n ew Tier 3 vehicle standards and new gasoline sulfur standards, we are also finalizing a range of technical amendments and regulatory streamlining actions as part of the Regulatory

Review initiative. Some of these may have some bearing on implementation of the Tier 3 vehicle and fuel standards, while others deal with other aspects of EPA’s existing fuel and vehicle regulations. EPA is also sy

nchronizing several different reporting deadlines under various regulations affecting transportation and motor vehicl e fuels and fuel additives. This action will reduce regulatory

burdens by

aligning reporting deadlines across several programs and lays the foundation for the overall goal of combining various fuels reports together into a single, simplified electronic format in the near future

. **A. Fuel Program**  **Amendments** The following sections discuss the changes being finalized today to the fuels regulations in 40 CFR part s 79 and 80. Some of these changes are technical amendments to correct minor errors or inconsistencies in the regulations; others are to address areas in the regulations that needed clarification and/or streamlining ; still others are to provide additional flexibility

. With regard to regulatory streamlining, the majority of these items involve providing a dditional clarity , remov ing or updating outdated provisions, and decreasing the frequency and/or volume of reporting burden where data are either no longer needed or are redundant in light of other EPA fuels programs. In general, we believe that these changes are straightforward and will reduce burden on industry with no expected environmental impact. We are also finalizing regulations to adopt a performance

- based measurement sy stems approach to fuel parameter testing as discussed in Section VI.A.2, to expand the downstream butane blending provisions to allow for pentane blending as discussed in Section VI .A. 3, and to accept Top Tier test data under the gasoline deposit control program as discussed in Section VI .A.4

. We may

undertake additional regu latory streamlining in a future action following additional stakeholder interactions , as discussed in Section VI.A.5

.Page 339 of 961

Below is a table listing the provisions that we are amending in today ’s action. We have provided additional explanation for those amendme nts that warr ant additional explanation in the following sections

. **Table VI**  **- 1**  **Summary of Regulatory Streamlining and Technical Amendments** Section Description Varied Various sections amended to update referenc es to test methods (see Section VI.A.1.a.iii). 79.5 Revise d periodic reporting requirements. 80.2 Revise d and add ed definitions. 80.8 Amended to update sampling test methods, and to state to which fuels §80.8 applies. 80.46 Revise d measurement of RFG f uel parameters. 80.47 Added Performance

- Based Test Method Approach. 80.65 Amended to reduce complex model test parameters and reporting and to accommodate RVP adjustment when blender grade pentane is blended into gasoline downstream of the refinery

. 80. 65(f)(5) Added to allow for designation of an alternative lab. 80.66(f) Amended to delete references to appendices that no longer exist. 80.74 Amended to reflect the recordkeeping requirements for entities in the blender grade pentane distribution sy stem
. 80.75 Revise d RFG reporting requirements. Added reporting requirements for produces and importers of blender grade pentane. 80.77 Amended to reflect the product transfer document requirements for entities in the distribution system for blender grade pentane. 80.80 Amended to reflect the potential penalties requirements for entities in the distribution sy stem for blender grade pentane. 80.82 Amended to appl y butane blending provisions to entire part 80 and to revise RVP test method. 80.85 Added the requirements for downstream pentane blending. 80.86 Added the requirements for producers and importers of blender grade pe ntane. 80.87 Added the controls and prohibitions for entities in the blender grade pentane distribution sy stem. 80.101 Revise d measurement of conventional gasoline fuel parameters. 80.105 Amended to require identification of test methods used in refiner report s, and to add reporting requirements for butanePage 340 of 961 blenders

. 80.161(b)(1)(ii)(A)( 2 ) Amended to specify the requirements for certification of an additive under the new alternative gasoline deposit control certification option. 80.161(b)(1)(ii)(A)( 3 ) Added to specify the requirements for certification of an additive under all gasoline deposit control options other than the alternative certification option. 80.161(b)(2) Amended to address the submission of gasoline deposit control additive samples un der the alternative gasoline detergent certification option. 80.161(b)(3)(ii)(C) Amended to reflect that documentation of the fuel injector deposit demonstration test will be required under the alternative gasoline d eposit control certification option. 8 0.161(b)(3)(v) Amended to state that the results of the intake valve and fuel injector deposit demonstration test must be submitted to EPA as part of the certification letter under the alternative gasoline deposit control certification option. 80.161(b)(3 )(viii) Amended to change “PFID test” to “fuel injector test”. 80.161(d)(1) Amended to reflect the availability of the alternative gasoline deposit control certification option. 80.163(a)(1)(iii) Amended to specify that gasoline deposit control additives may be certified under the new alternative certification option. 80.164(a) Amended to reference the test fuel requirements under the alternative gasoline deposit control certification option. 80.165 Amended to accommodate the alternative deposit control test procedures and standards under the alternative gasoline deposit control certification option. 80.167(a) Amended to specify how confirmatory

testing will be conducted for additives certified under the alternative gasoline d eposit control certificatio n option. 80.176 Added to specify the certification test procedures and standards under the alternative gasoline deposit control certification option. 80.177 Added to specify the certification test fuels under the alternative gasoline deposit control certification option. 80.178 Added to i ncorporate standards and test methods by reference. 80.330 Revise d sampling and testing requirements. 80.340 Amended to add standards for gasoline produced by blending pentane into previousl y certified gasoline. 80.3 70 Amended to require identification of test method used and revises reporting requirements. 80.511 Revise d per - gallon and marker requirements. 80.572 Revise d labeling requirements. Amended to remove the requirement for 15 ppm highway diesel fuel pump la

bels beginning November 30, 2014, and to amend the title to reflect that the section includes labeling requirements for dispensers ofPage 341 of 961 motor vehicle diesel fuel. 80.573 Revise d labeling requirements. 80.574 Revise d labeling requirements. 80.580 In corporate d test methods by reference. 80.584(b)(3)(i) Amended to correct typographical error (“notc” to “not”). 80.585 Revise d test method approval process. 80.604 Revise d reporting requirements. 80.1235(a)(6) Amended to allow refiners and importers who are blending blendstock into previously certified gasoline ( PCG) an alternative to directly

test the blendstock for benzene. 80.1235(a)(5) Amended to clarify that refiners and importers may use either approach for blendstocks that are blended into either conv entional gasoline or reformulated gasoline. 80.1235(b)(2) Amended to clarify EPA’s intent (per §80.1238(b)) to allow refiners and importers to include ox ygenate blended downstream of a refinery or import facility in their annual average benzene calculatio n, and to make the section consistent with §80.1238(b). 80.1238 Revise d benzene determination. 80.1347(a)(5) Amended to require that a negative annual average must be reported as zero, and that a refiner must comply with §80.65(i) when producing RBOB or RFG and §80.101(g)(9) when producing conventional gasoline. 80.1347(a)(6) Added to allow refiners and importers who are blending blendstock into previously certified gasoline ( PCG) an alternative to directly

test the blendstock for benzene. 80.1348 Revis e d sample retention requirements. 80.1349 Added to allow importers who import gasoline into the U.S. by truck to use the sampling and testing requirements in 40 CFR part 80 subpart E as an alternative to the sampling and testing requirements in subpart L. 80.1354 Revise d reporting requirements for gasoline benzene program. 80.1407 Amended to reflect that pentane blenders incur a renewable volume obligation (RVO) for the blender grade pentane they add to previously

certified gasoline (PCG) 80.1451 Revise d RFS reporting requirements. 80.1640(d) Added to allow refiners who blend only blender

- grade pentane into PCG to meet the sampling and testing requirements for sulfur by using sulfur test results pursuant to §80.85.Page 342 of 961 1. Fuels Program Regulatory Streamlinin g
a. Amendments Related to Reduction of Testing and Reporting of Complex Model Gasoline Parameters In §§80.65 and 80.75, we are streamlin ing and reduc ing the reformulated gasoline ( RFG ) and conventional gasoline ( CG ) testing and reporting burden of gasoline r efiners and importers by reducing the testing and reporting requirements of certain fuel parameters associated with the complex model. Currently , for RFG, every batch must be tested for every parameter listed in §80.65

. No monthly

compositing of batch samples is allowed for any parameter. For CG , monthly compositing and batch reporting based on those monthly composites is allowed for all parameters except sulfur and benzene. W ith the phasing out of complex model standards 495 , reduced testing and reporting is appropriate, particularly for RFG. In cases where a refiner is subject to only

benzene, RVP, and sulfur standards, certain parameters no longer need to be tested and reported on an every

- batch basis. However, the full slate of complex model parameter s will still be needed in some cases. Specificall y, refiners producing RFG during the summer volatile organic compound (VOC ) control season will still need to use the complex model to determine VOC performance, and thus must still measure and report the relevant complex model fuel parameters. In addition, small refiners that are subject to the delayed compliance option for the 0.62 volume percent benzene standard will have to use the complex model (and thus measure all complex model parameters) until 2015 for CG MSAT1 compliance. 496 Currently , there are 17 complex model parameters on the RFG/anti

- dumping batch report. We are reducing testing and reporting requirements for some of these parameters for RFG, CG or both. For both RFG and CG, w e are eliminat in g testing and reporting of American Petroleum Institute (API) gravity . In addition, we are finalizing that oxygenates need not be reported unless the refiner’s gasoline includes ox ygenates or the refiner is including downstream added ox ygenate in its comp liance calculations. Apart from being necessary for use in the complex model, these parameters have little use for program compliance. Commenters agreed with the elimination of testing of API gravity and oxygenates. For winter RFG, we are eliminati ng the requirement to test and report aromatics, distillations and olefins on an every batch basis and instead will allow testing and reporting of monthly composites

. Commenters from the refining industry strongl y suggested that we eliminate testing of th ese parameters altogether, since they are not needed, and their elimination would further reduce the burden on regulated parties. While we agree that a reduction in burden would occur if refiners were not required to test, even on a monthly composite basi s, for these parameters, the man y interconnected aspects of the RFG program make any seemingl y innocuous change potentially fraught with unintended consequences . Thus, we are deferring the consideration of an y action to completely eliminate the testing of these parameters to any future fuel program restructuring, as discussed in Section VI.A.5.

495 Per §§80.41(e) and (f), and §80.101(c), applicable NOx and toxics emissions requirements are superseded by the Tier 2 gasoline sulfur standards and MSAT2 benzene standards, respectively. 496 61 FR 17230 (March 29, 2001).Page 343 of 961

S ulfur and benzene will continue to be tested and reported on an every batch basis as these values are necessary for the Tier 2 and Tier 3 gasoline sulfur and MSAT2 benzene programs. All summer complex model parameters will still be required to be tested and reported on an every

batch basis because of the summer VOC requirement for RFG. For CG , o nl y benzene, sulfur, and an y oxygenates that are actually included in the gasoline batch must be tested and reported on an every

- batch basis (except for refiners that are still subject to a complex model toxics standard; they must test all parameters but may use monthly

composite testing and reporting except for sulfur and b enzene, and oxygenate, where applicable). In the proposal, we stated “... values for aromatics, olefins, and distillation terms may continue to be determined from monthly

composites. ” Some commenters thought the term “may” in that sentence meant that report ing on those parameters at all is optional. That is an incorrect interpretation. Inthis final rule, we are finalizing requirements for use of either monthly composites or batch testing. The parameter s must still be measured and reported. Commenters in the refining industry do not think these parameters need to be measured at all for parties subject to the MSAT2 benzene standard, as compliance with that standard is not dependent on aromatic, olefin, o r distillation values. As mentioned earlier, there are several areas of the RFG and/or anti

- dumping programs where testing and reporting burden could likel y be reduced; however, we have not fully evaluated the implications of changing the current requirements, and thus we are leaving consideration of such changes to the broader program restructuring discussed in Section VI .A5. Nonetheless, the changes that are finalized today will substantially

reduce the testing and reporting burden on regulated parties.

b. Amendments Related to Reporting Dates EPA is amending various provisions in 40 CFR parts 79 and 80 to reduce the number of different reporting deadlines that regulated parties must meet and to enable the future use of a unified and simplified reporting for m. Currentl y under 40 CFR parts 79 and 80, there are ten separate cyclical reporting dates each year (eleven in a leap ye ar). Streamlining reporting deadlines will allow EPA to develop a single, user

- friendl y, electronic form that will collect all require d data, maximizing the capability of electronic reporting to provide reuse of data and avoid duplicate data submission. EPA’s goal is to simplify reporting and reduce the number of hours parties spend preparing and submitting reports while simultaneously improving data received from stakeholders . This overall effort responds to Executive Orders 13563 and 13610, which direct government agencies to simplify rules and to achieve reductions in paperwork and reporting burdens, and is part of EPA’s agency

- wide effort to streamline regulatory reporting requirements. We are amending these deadlines so that all affected programs use the same four reporting deadlines

. Programs that will be affected by this change include :

 the fuels and fuel additives registration program (40 CFR part 79, subpart A) ;

 the Reformulated Gasoline and Anti

- Dumping program (40 CFR part 80, subparts D and E) ;

 the Gasoline Sulfur program (40 CFR part 80 subpart H) ;Page 344 of 961

 the Motor Vehicle, Nonroad, L ocomotive, and Marine Diesel program (40 CFR part 80 subpart I) ;

 the Gasoline Benzene program (40 CFR part 80 subpart L) ;

 the Renewable Fuel Standard program (40 CFR part 80 subparts K and M) ; and

 the Tier 3 program being finalized today (40 CFR part 80 subpart O)

. We are finalizing that reporting d eadlines will be standardized as follows: June 1, for all reports covering quarter 1 of the compliance ye ar (January through March) ; September 1, for quarter 2 (April through June) ; December 1, for quarter 3 (July through September) ; and March 31 for quart er 4 (October through December)

. End

- of

- ye ar compliance reports will also be due on March 31. These changes will either delay or maintain current deadlines for nearly all required reports. Deadlines for all other annual reports will either be maintained i f they matched the new quarterl y deadline, or extended to match the new quarterl y deadline. Itshould be noted that even with the changes finalized today , r espondents will still have the option to report earlier than an y given deadline. Commenters generally agreed with the proposed date changes. Some commenters in the refining industry suggested eliminating all quarterly reporting for RFG if winter aromatics, olefins and distillation are no longer required to be reported as they suggested. These values are normally reported in the 1 st and 4 th quarters. As one commenter stated, “In addition, there is no point in splitting up summer RFG/RBOB reporting between the 2 nd and 3 rd quarters.” As noted above, winter aromatics, olefins and distillation are still required to be reported, albeit on a monthly composite basis. Thus, the need for quarterly reporting remains. However, we expect that the need for quarterl y reports will be evaluated as part of the broader program restructuring discussed in Section VI.A.5

. EPA proposed not to include “Attest Engagements” (currentl y due May 31 of the following ye ar) or reporting related to specific events under the Fuels Program, such as trading Renewable Identification Numbers (RIN s ) in EPA’s Moderated Transaction Sy stem ( EMTS) , in the reporting revisions described above

. Rather, a ll reporting deadlines for Attest Engagements and reporting specific events will remain the same. Some commenters communicated that if the annual and fourth quarter reporting deadlines were to b e extended to March 31 of each ye ar, then the attest engagement date should also be shifted one month from May 31 to June 30 to allow sufficient time for the significant data

- gathering and communications required to complete those engagements. EPA is not changing the compliance period associated with the new extended reporting date, but rather, is simply allowing additional time for data review, preparation and reporting. EPA does not believe that extending the attest engagement date is necessary because companies have the flexibility to use the extra reporting time to begin preparation for the attest engagement if they

prefer. As stated previousl y, the extension to reporting deadlines does not preclude stakeholders from reporting before the deadline. EPA is not extending the date for attest engagements from May 31 to June 30. That said, EPA is streamlining reporting dates to aid in our development of a single electronic reporting format and is updating the due date for attest engagements found in part 80 from May 31 to June 1. This change will not affect compliance or increase burden of reporting entities. Rather, the purpose of streamlining various reporting deadlines is to ease reporting burden and help aid EPA in the development and implementation of a single electronic reporting format.Page 345 of 961

We are also correcting a ty pographical error in 40 CFR 80.1451(f)(2) and clarifying that reports are to be signed by the “responsible corporate officer.” One commenter suggested that EPA revise the instances when a “responsible corporate officer” signature is required, and when perhaps someone else in the company can sign. The example given in the comment was that a phone number change should not require a “responsible corporate officer” signature, as getting this l evel of signature can be burdensome, and the company can have appropriate delegations in place when someone other than the “responsible corporate officer” is the signatory . While we understand the concern expressed, EPA does not believe a regulatory actio n is necessary

to address this concern but rather believes this issue is best addressed via administrative procedures. EPA plans to further evaluate this specific concern and similar “responsible corporate officer” issues and address the concerns in the f uture, outside of the regulatory framework. Finally , we are addressing a typographical error in the regulatory text. Specificall y, incorrect reference s under 40 CFR 79.5(a)(2) and 79.5(b) are being addressed as well as clarification being added

.

c. Amendm ents to Update Fuel Parameter Test Methods Refiners, importers and ox ygen ate blenders producing gasoline and diesel motor vehicle fuel are required to test RFG, CG and diesel fuel for various fuel parameters including aromatics, benzene, distillation, olef ins, oxygenate content, RVP, and sulfur. As stated in the proposal, a number of relevant regulatory provisions had references to test methods that have been revised and updated. Several comments were received indicating that since the time of the proposal, some of the proposed updates have been further revised and updated and the desire was expressed for the regulated community to have the opportunity

to use the most current version of each of these test methods. Today , we are updat ing those test methods to reflect current test methods in order to ensure that all test methods are readil y available to the regulated community. ASTM International (ASTM) test method D2622 is currentl y the designated test method for measuring sulfur, in gasoline and diesel fu el at the 500 ppm sulfur standard. (§§80.46(a)(1), 80.580(b)(2)

. ) ASTM test methods D5453, D6920, D3120 and D7039 are currentl y alternative test methods for measuring sulfur in gasoline. (§§80.46(a)(3)(i), 80.46(a)(3)(ii), 80.46(a)(3)(iii), 80.46(a)(3)( iv)

. ) ASTM test method D5453 is also an alternative test method for measuring sulfur in diesel fuel at the 500 ppm sulfur standard, as well as ASTM test method D4294. (§80.580(c)(2)

. ) ASTM test method D6667 is currently the designated test method for me asuring sulfur in butane. (§80.46 (a)(2)

. ) ASTM test methods D4468 and D3246 are currentl y alternative test methods for measuring the sulfur content in butane. (§ § 80.46(a)(4)(i), 80.46(a)(4)(ii)

. ) ASTM D1319 is currentl y the designated test method for measuring olefins in gasoline and aromatics in diesel fuel and is also allowed as an alternative test method for measuring aromatics in gasoline. (§ § 80.46(b) , 80.2(z) , and 80.46(f)(3) , respectivel y. ) ASTM D6550 is currentl y an alternative test method for measuring olefins in gasoline. (§80.46(b)(2)(i)

. ) ASTM test method D5599 is currentl y the designated test method for measuring ox ygenates in gasoline. (§80.46(g)(1)

. ) ASTM test method D4815 is currentl y an alternative test method for measuring ox ygenates in gasoline. (§80.46(g)(2)

. ) ASTM test method D5769 is currently the designated test method for measuring aromatics in gasoline. (§80.46(f)(1)

. ) ASTM test method D3606 is currently the designated test method for measuring benzene in gasoline. (§80 .46(e)

. ) ASTM test method D86 is currentl y the designated test method for measuring the distillation of gasoline. (§80.46(d)

. ) ASTM test method D5191 isPage 346 of 961

currentl y the designated test method for measuring the RVP of gasoline. (§80.46(c)

. ) ASTM test method D976 is currently the designated test method for measuring the Cetane Index of diesel fuel. (§80.2(w)

. ) ASTM standard practice D4057 is currentl y the manual sampling standard practice for petroleum and petroleum products. (§80.8(a)

. ) ASTM standard practice D4177 is currentl y the automatic sampling standard practice for petroleum and petroleum products

. (§80.8(b)

. ) ASTM standard practice D5842 is currentl y the RVP sampling standard practice for fuels

. (§80.8(c)

. ) ASTM standard practice D5854 is c urrentl y the composite sampling standard practice for petroleum and petroleum products

. (§80.8(a)

. ) Table VI

- 2 lists the designated anal yt ical test methods and alternative anal ytical test methods for RFG, CG and diesel fuel that we are updat ing in today ’s action. The Agency has reviewed these updated ASTM test methods and believes that the revisions contained in them will result in improvements in the utilization of these test methods for the regulated industry

. We also believe that our revisions to these test methods will not result in significant changes that would cause a user of an older version of the same method to incur increased compliance costs. Moreover, all of the revisions were deemed necessary by AST M so that improvements in the test method’s procedures would ensure better operation for the user of the test method. Thus, EPA is today updat ing the regulations for the following ASTM test methods: 1) ASTM D2622

- 10, the designated test method for measuri ng sulfur in RFG, CG, and alternative test method for diesel fuel at the 500 ppm sulfur standard; 2) ASTM D3120

- 08, alternative test method for sulfur in gasoline ; 3) ASTM D4294

- 10, alternative test method for sulfur in diesel fuel at the 500 ppm sulfur st andard; 4 ) ASTM D5453

- 12 , alternative test method for sulfur in gasoline and diesel fuel at the 500 ppm sulfur standard; 5 ) ASTM D6667

- 10, designated test method for sulfur in butane; 6 ) ASTM D4468

- 85( Reapproved 2011 ), alternative test method for sulfur in butane; 7 ) ASTM D3246

- 11, alternative test method for sulfur in butane; 8 ) ASTM D1319

- 13 , designated test method for measuring olefins in gasoline and aromatics in diesel fuel, as well as the alternative test method for measuring aromatics in gasoline; 9 ) ASTM D6550

- 10, alternative test method for measuring olefin content in gasoline; 10 ) ASTM D4815

- 13 , alternative test method for measuring ox ygenate content in gasoline; 11 ) ASTM D5599

- 00 (2010), the designated test method for measuring oxygen content in g asoline; 12 ) ASTM D5769

- 10, the designated test method for measuring aromatics in gasoline; 13 ) ASTM D3606

- 10, the designated test method for measuring benzene in gasoline; 14 ) ASTM D86

- 12 , the designated test method for measuring distillation properties o f gasoline; 15 ) ASTM D5191

- 12 , the designated test method for measuring the RVP of gasoline; 16 ) ASTM D976

- 06(2011), the designated test method for measuring the Cetane In dex of diesel fuel ; and 17) ASTM D7039

- 13, alternative test method for measuring sulf

ur in gasoline

. **Table VI**  **- 2**  **Designated & Alternative ASTM International Analytical Test Methods Under**

**RFG, CG & Diesel Motor Vehicle Fuel Programs** Fuel Parameter ASTM Analy tical Test Method Sulfur ( designated test method for gasoline) ASTM D2622

- 10, entitled “Standard Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X

- Ray Fluorescence Spectrometry” Sulfur ( designated test method for 500 ppm sulfur diesel) ASTM D2622

- 10, entitle d “Standard Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X

- Ray Fluorescence Spectrometry”Page 347 of 961

Sulfur (alternative test method for gasoline) ASTM D3120

- 08, entitled, “Standard Test Method for Trace Quantities of Sulfur in L ight Petroleum Hydrocarbons by

Oxidative Microcoulometry” Sulfur (alternative test method for 500 ppm sulfur diesel) ASTM D4294

- 10, entitled, “Standard Test Method for Sulfur in Petroleum Products by Energy Dispersive X

- ray Fluorescence Spectrometry” Sulfur ( alternative test method for gasoline) ASTM D5453

- 12 , entitled, “Standard Test Method for Determination of Total Sulfur in L ight Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel, and Engine Oil b y Ultraviolet Fluorescence” Sulfur ( alternative test method for 500 ppm sulfur diesel) ASTM D5453

- 12 , entitled, “Standard Test Method for Determination of Total Sulfur in L ight Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel, and Engine Oil b y Ultraviolet Fluorescence” Sulfur ( designated test meth od for butane) ASTM D6667

- 10, entitled, “Standard Test Method for Determination of Total Volatile Sulfur in Gaseous Hydrocarbons and Liquefied Petroleum Gases b y Ultraviolet Fluorescence” Sulfur ( alternative test method for butane) ASTM D4468

- 85( Reapprove d 2011 ), entitled, “Standard Test Method for Total Sulfur in Gaseous Fuels b y Hydrogenol ys is and Rateometric Colorimetry” Sulfur ( alternative test method for butane) ASTM D3246

- 11, entitled, “Standard Test Method for Sulfur in Petroleum Gas by Oxidative M icrocoulometry” Olefins (designated test method for gasoline) ASTM D1319

- 13, entitled “Standard Test Method for Hydrocarbon Ty

pes in Liquid Petroleum Products by Fluorescent Indicator Adsorption” Aromatics (alternative test method for gasoline and design ated test method for diesel) ASTM D1319

- 13, entitled “Standard Test Method for Hydrocarbon Ty

pes in Liquid Petroleum Products by Fluorescent Indicator Absorption,” for diesel fuel, this method is the designated test method; for gasoline, this method is an alternative test method and if used as an alternative method, its results must be correlated to ASTM D5769. Olefins (alternative test method for gasoline) ASTM D6550

- 10, entitled, “Standard Test Method for the Determination of Olefin Content of Gasolines by Supercritical

- Fluid Chromatograph y” Ox ygen content ( designated test method for gasoline) ASTM D5599

- 00 (2010), entitled, “Standard Test Method for Determination of Oxygenates in Gasoline b y Gas Chromatograph y and Oxygen Selective Flame Ionization Detec tion” Ox ygen content ( alternative test method for gasoline) ASTM D4815

- 13 , entitled “Standard Test Method for Determination of MTBE, ETBE, TAME, DIPE, tertiary

Amyl Alcohol and C 1 to C 4 Alcohols in Gasoline by Gas Chromatograph y” Aromatics ( designated te st method for ASTM D5769

- 10, entitled, “ Standard Test Method for Determination of Benzene, Toluene, and Total AromaticsPage 348 of 961

gasoline) in Finished Gasolines b y Gas Chromatograph y/Mass Spectrometry” Benzene ( designated test method for gasoline) ASTM D3606

- 10 , e ntitled, “Standard Test Method for Determination of Benzene and Toluene in Finished Motor and Aviation Gasoline by Gas Chromatography” Distillation ( designated test method for gasoline) ASTM D86

- 12 , entitled, “Standard Test Method for Distillation of Petroleum Products at Atmospheric Pressure” Reid Vapor Pressure ( designated test method for gasoline) ASTM D5191

- 12 , entitled, “Standard Test Method for Vapor Pressure of Petroleum Products (Mini

- Method)” Cetane Index ( designated test method for diesel) ASTM D976

- 06(2011), entitled, “Standard Test Method for Calculated Cetane Index of Distillate Fuels” Sulfur (alternative test method for gasoline) ASTM D7039

- 13, entitled, “Standard Test Method for Sulfur in Gasoline, Diesel Fuel, Jet Fuel, Kerosine, Biodiese l, Biodiesel Blends, and Gasoline Ethanol Blends by Monochromatic Wavelength Dispersive X

- ray Fluorescence Spectrometry”

d. Amendments Related to Downstream Blending and Upstream Refiner/Importer Compliance Determination Today ’s rule also clarifies the lis t of products that are not to be included in a refinery ’s or importer’s compliance determination under §80.1240. Refiners and importers are currently required under §80.1235(b)(2) to exclude ox ygenate added to finished gasoline, RBOB or CBOB downstream of either the refinery that produced the gasoline or the import facility where the gasoline was imported. This conflicts with EPA’s intended approach in §80.1238(b), which allows refiners and importers to include ox ygenate blended downstream of a refinery o r import facility in their annual average benzene calculation, provided the refiner or importer meets certain requirements. We are finalizing changes that will allow refiners and importers to include oxygenate blended downstream of their facility and that will make these related sections consistent. EPA received significant support for this action from commenters.

e. Amendments Regarding Previously Certified Gasoline For compliance with the MSAT2 regulations, for blendstock that is blended into previously

c ertified gasoline (PCG ), we are providing flexibility for refiners and importers by providing an alternative allowing them to directly sample and test each batch of blendstock, and treat the blendstock as a produced batch

. We are adding §80.1347(a)(6) to reflect this alternative. This practice is already allowed under the Tier 2 sulfur program (at §80.340(a)(2)). Refiners and importers are currently required to determine the benzene content of the PCG before the addition of blendstock, determine the benz ene content of the combined blend of PCG and blendstock, and calculate the properties of the blendstock by treating the PCG as a negative volume batch and treating the blended product as a positive batch. Due to variability in thePage 349 of 961

benzene test method, the PCG approach can sometimes result in calculated blendstock benzene concentrations that are negative, which is ph ys ically impossible. We are amending the regulations at §80.1235(a)(6) (and adding §80.1347(a)(6), as mentioned) to allow refiners and importe rs who blend blendstock into PCG to directly test the blendstock for benzene. We expect that this method will improve accuracy and ensure a positive benzene test result. Also, today ’s action will clarify

that regardless of the approach used, a negative s ulfur or benzene result cannot be reported; rather, an y negative result must be rounded to zero. Similarly , no negative annual average result can be reported. We are also amending the regulations at §80.1235(a)(5) to clarify that refiners and importers m ay use either approach for blendstocks that are blended into either conventional gasoline or reformulated gasoline. Lastl y, we are allow ing importers who import gasoline into the United States by truck to use the sampling and testing requirements in subpar t E for truck importers as an alternative to the sampling and testing requirements in subpart L. EPA provided these alternative requirements in subpart E to eliminate the need to test every truckload of imported conventional gasoline for all complex model parameters, including benzene. 497 Since Subpart L also requires importers to test every truckload of imported gasoline for benzene, EPA believes it is appropriate to allow truck importers of gasoline to use the sampling and testing requirements in subpart E as an alternative. We are amending the regulations to provide this alternative by adding a new §80.1349. EPA received significant support for this action from commenters.

f. Amendments Related to Designation of an Alternative Lab Refiners have indicated t o EPA that significant problems are created when a facility’s designated lab is nonoperational and testing cannot be performed at the lab during that time period. We are thus finaliz ing (at §80.65(f)(5)) that a facility will have the ability to designate a back

- up or alternative lab for testing during such times. In no case could this alternative lab be used to select the best test result, rather it may only be used on those occasions where operational necessity causes a need for it (e.g., the normal lab is closed, the apparatus for certain test methods are down, or independent lab personnel are not available). EPA received significant support for this action from commenters.

g. Amendments Related to De Minimis Reporting Changes We proposed that parties who submit batch reports would not be required to correct inconsequential errors in reporting batch volumes under certain conditions, the primary condition being that the discrepancy met the definition of “de minimis”, which as proposed, was an amount no great er than the smaller of 500 gallons or one (1) percent of the true batch volume. Under the proposal, regulated parties would no longer be require d to provide a complete resubmission of a compliance report when a minor discrepancy of a few barrels was uncov ered. We proposed that this new provision would apply to reporting for RFG, anti

- dumping, gasoline and diesel sulfur, and MSAT2 . We proposed that it would also apply to the RFS renewable volume obligation

497 70 FR 74561 (December 15, 2005).Page 350 of 961

(RVO) , but would only

apply to the volume of fuels produced or exported that result in a RVO for obligated parties. We received comments on this proposed change, many of which generall y agreed with our concept. However, commenters who agreed with the concept stated that they believe the proposed levels are so small that they are of little practical value, and that a de minimis volume of 500 gallons will almost always be less than 1 percent of the true batch volume. In examples provided, commenters stated that pipeline batch volumes are approximately 25, 000 barrels, and that a 500 gallon difference equates to a 0.05% difference; 500 gallons on a 250,000 gallon refinery production batch equates to 0.005%. Thus, according to the commenters, the 500 gallon limit

– which is clearly less than 1% in the two ex amples

- would fail to provide the intended relief and would not prevent a party from having to make inconsequential volume corrections. These commenters suggested that a de minimis threshold value of 0.5 percent be applied regardless of batch size. Seve ral commenters also recommended that we delete the proposed regulatory

text at §80.10 (c) and (d), as the application of a de minimis threshold implies that small volume errors in batch reporting are trul y inconsequential and do not have an impact on compl iance with fuel standards, so no separate demonstration of material impact should be required. One commenter stated that it opposes the de minimis provision with respect to the RFS program. According to the commenter, EPA did not provide sufficient legal or factual basis for the proposal in order for the public to provide meaningful comment. In addition, according to the commenter, the proposed de minimis change, if finalized, would allow obligated parties to under report their volume, thereb y reducing their RVO. The commenter also stated that EPA cannot finalize the proposed provision based on other comments it receives because, according to the commenter, EPA would still not be satisfying notice and comment requirements. We have decided not to finaliz e the proposed de minimis provisions at this time. One of the primary

motivations for proposing the de minimis provision was to avoid the need for inconsequential corrections to production volumes that would have no impact on compliance with standards that rel y on production volumes (e.g., average standards and RFS). Late changes to production volumes for whatever reason can necessitate simultaneous changes to compliance calculations that, if de minimis, would have no meaningful impact on compliance. How ever, as comments highlight, it is has proven difficult to come up with an acceptable de minimis threshold that can appl y across all potential situations. Furthermore, the proposed provision focused onl y on volume corrections, but in reality our experienc e suggests that corrections often take place for other purposes such as data entry , coding, formating or other ty pographical errors

– not only

minor corrections to reported volume. We believe that adjusting reports for inconsistencies will become less burdensome, as EPA intends to transition all reporting to electronic reporting in the future. In addition, EPA received input from the regulated community about a de minimis provision specificall y as it related to the RFS program. As discussed below in Secti on VI .A.1.h, we are finalizing a one

- month delay in the RFS reporting deadline, which we believe will provide obligated parties with more time to review and correct their records and reports, and help to minimize the need for late corrections. We will rev isit the need for a de minimis threshold in the future if these changes prove insufficient.Page 351 of 961 h. Amendments Related to RFS2 Annual Report Date EPA is finalizing the proposed changes to the RFS2 annual report date from the last day of February

to March 31. EPA i ntended the change would 1) alleviate staffing problem s for regulated entities because the regulatory requirements are often handled b y the same personnel and 2) provide relief from the urgent need to obtain RI Ns when small discrepancies in gasoline produc tion or import volumes are realized. Another reason for proposing a change to the reporting deadline from the last day in February

to March 31 was described in Section VI .A.1.b. (Amendments Related to Reporting Dates). Streamlining reporting dates will allow EPA to develop a single, user

- friendly , electronic form that will collect all required data, maximizing the capability of electronic reporting to provide reuse of data and avoid duplicate data submission. Commenters generally

agreed with the proposed date change. One commenter pointed out that the staffing issue described would not be addressed by the change date because EPA is changing both RFG and Anti

- dumping compliance deadlines to March 31

– same as the RFS2 annual reporting. EPA understands the point made but nonetheless, believes that d elaying the RFS reporting date will give reporting entities additional time and flexibility to review data and will have no impact on emissions, air quality , or compliance with the standard. EPA also believes that the overarching goal of streamlining reporting dates to develop a single electronic reporting format, in and of itself, will provide general relief to regulated parties. Comments received generall y support this view. EPA requested comment on whether or not the same date extension from the last day of February to March 31 should apply to those transferring RINs in EMTS for satisfying RVOs under the previous compliance ye ar. Some commenters wanted to have RIN trading through the new deadline (March 31), while others wanted trading to end on the last day of February to allow time for data cleanup which could improve compliance and reporting accuracy . One commenter also pointed out that changing the RIN trading deadline might have an unforeseen impact on the RI N market and suggested EPA carefully consider this possibility

before making a decision on extending the RIN trading date. EPA agrees that providing enough time for data cleanup is important to ensure reporting accuracy and meet compliance goals. In addition, EPA understands stakeholders’ concerns about how such a change in RI N trading could conceivably impact the RI N trading market dyn amics. As such, RIN transfers in EMTS for satisfying RVOs under the previous compliance ye ar will continue to end on the last day of February

. i. Amendments to the Highway Diesel Pump Label Requirements We are remov ing the requirement for diesel fuel pump labels for 15 ppm highway diesel fuel. Beginning December 1, 2010, all highway diesel fuel was required to be 15 ppm or less; thus, highway

diesel fuel labels are no longer needed to distinguish it from 500 ppm highway diesel fuel. However, we do recognize that it may confuse consumers who are accustomed to seeing the highway

diesel fuel pump labels if those labels were to disappear, thus , retail and wholesale purchaser

- consumer facilities will be free to continue labeling to eliminate confusion if they so choose. The elimination of this requirement from the regulations does not preclude retail and wholesale purchaser

- cons umer facilities from keeping 15 ppm highway diesel fuel labels, it only

eliminates the EPA requirement that such labels must be present.Page 352 of 961

Comments from parties in the fuels industry expressed support for this proposal. Additionally , we received a comment suggesting that the requirement of vehicle labeling for 15 ppm highway

diesel fuel (ultra low sulfur diesel fuel, or “ULSD”) should also be removed i n conjunction with this change, as the vehicle labels would be unnecessary for the same reasons noted for the pump labels. We note that this change was in fact made for vehicles under 14,000 lbs GVWR in a previous rulemaking for MY 2014 and later vehicles (see 40 CFR 86.1807

- 01(h)). Further, in today’s action, we are discontinuing the ULSD labels for MY 2014 and later vehicles above 14,000 lbs GVWR at 40 CFR 86.007

- 35(c).

2. Performance

- Based Measurement Sy stems (PBMS) T oday we are finalizing a performance

- based measurement s ys tem (PBMS) for chemical and phy sical properties of fuels regulated by EPA’s motor vehic le and engine fuel programs

. S pecificall y , they

are gasoline properties at §80.46, gasoline sulfur at §80.195, and diesel fuel properties at §80.2(z). At proposal, we explained that PBMS would set forth procedures and criteria for those laboratories maki ng measurements to demonstrate compliance with fuels regulations to qualify

alternative anal yt ical test methods. We also explained that it would set minimum statistical quality control (SQC) requirements, based on standard industry practices , and that lab oratories must maintain and document the precision and accuracy of anal yt ical methods used in the context of th i s program. We further explained that EPA envision ed that PBMS would provide additional flexibility to the regulated industry in choosing test m ethods and foster innovation and improvement in the precision and accuracy of the measurement of motor vehicle and engine fuel properties while not reducing the emission benefits that result from these fuel programs. We reasoned that PBMS should also provi de cost savings to the regulated industry

by providing rapid access to newly

- developed test methods with superior speed and ease of anal ys is. This is because s ome of these newer methods use less

- expensive easier to automate instrumentation and smaller quantities of consumables, thus , reducing both operating costs and environmental impact (78 FR 29953). Table VI

- 3 below lists fuel parameters and their corresponding designated test methods that we proposed to update

. **Table VI**  **- 3**  **Designated Analytical Test Methods for Gasoline and Diesel Fuel** Fuel Parameter Designated Analy tical Method Sulfur in gasoline ASTM D 2622

- 10 Sulfur in butane ASTM D 6667

- 10 500 ppm Sulfur Diesel Fuel ASTM D 2622

- 10 Olefins in gasoline ASTM 1319

- 10 Reid vapor pressure (RVP) in gasoline ASTM D 5191

- 10b , with the following correlation equation: RVP psi = (0.956 * X)

- 0.347 RVP kPa = (0.956 * X)

- 2.39 where: X = total measured vapor pressure in psi or kPa. D istillation in gasoline ASTM D86

- 11a Benzene in gasoline ASTM D 3606

- 10 , except that instrument parameters shall be adjusted to ensure complete resolution of benzene, ethanol, and methanolPage 353 of 961 peaks. Aromatics in gasoline ASTM D 5769

- 10 , except that sample c hilling requirements in section 8 of this standard are optional. Ox ygen and ox ygenate content in gasoline ASTM D 5599

- 00 (20 10 ) Aromatics in diesel fuel ASTM D1319

- 10

a. Overview of Proposed Program Requirements As explained at proposal, i n a June 29, 200 4 rulemaking, EPA specified a performance

based approach for measuring diesel sulfur at 15 ppm and 500 ppm and removed previous requirement s that had specified particular designated and alternative methods for 15ppm diesel sulfur

. 498 We decided, in that rul emaking, to offer two options for test methods for diesel sulfur at the 500 ppm level. The first option required use of either the designated test method or specific alternative test methods

. 499 The second option was for a test method to meet performance b ased requirements similar to those adopted for 15 ppm diesel sulfur

. 500 We proposed extending the performance

- based approach to method selection and qualification to other parameters besides diesel sulfur, with modifications appropriate to accommodate the differences among fuel parameters. Today , consistent with our proposal, we are finalizing requirements for PBMS subject to a few revisions of certain requirements that we are making in response to comments on our proposal. Specificall y, in today ’s act ion we are setting forth requirements that laboratories sh ould use to demonstrate the precision 501 and accuracy 502 of chosen fuel parameter measurement methods. As also explained at proposal, PBMS as finalized would: 1) require individual laboratories to demo nstrate adequate measurement quality , 2) allow laboratories to choose methods that meet their own needs, provided they can meet quality

criteria, 3) prescribe criteria rather than specific methods 503 , and 4) require all laboratories making regulatory measure ments to establish and maintain a statistical quality control program (72 FR 29955). EPA continues to believe that PBMS w ill no t compromise on either precision or accuracy relative to the sy stem

498 See 40 CFR 80.584 and 80.545. 499 See 40 CFR 80.580(c)(2). 500 See 40 CFR 80.584(a)(2), 40 CFR 80.584(b)(2)(i) through 40 CFR 80.584(b)(2)(iii), and 40 CFR 80.585. 501 Precision

– the amount of consistency in a set of measurements performed on the same material. ASTM repeatability and reproducibility are examples of measures of precision. ASTM Repeatability (“r”)

– the difference between successive test results obtained by the same operator with the same apparatus under constant operating conditions on identical test material. ASTM Reproducibility (“R”)

– the difference between two single and independent test results obtained by different operators working in different laboratories on identical test material using the same method. 502 Accuracy

– the closeness of a single measurement t o its true value of what is being measured. 503 For some parameters the criteria will be based on the laboratory’s chosen method’s ability to closely predict the measurements made by EPA’s chosen or “designated” method. This approach is made necessary by the “method

dependent” definition of some of the parameters to be measured.Page 354 of 961

that exists under current regulations. We have also incorpo rate d the standards and practices of V oluntary C onsensus S tandard B ased (VCSB) organizations wherever feasible. Today ’s requirements appl y to the qualification of anal yt ical test instrumentation and methods used to measure various characteristics of indivi dual fuel samples. Consistent with our proposal, i t does not apply to sampling methods or in

- line blending methods. The Agency received several comments asking to extend PBMS to in

- line blending methodologies expeditiously . As earlier explained, today ’s final action does not extend to sampling methods or in

- line blending methods. This is because , in

- line blending alrea dy has a certification process that sets forth qualification criteria that take into account the unique combinations of sampling, control , and anal ys is that are involved with in

- line blending. See 40 CFR 80.65(f). b. How Can We Establish the Accuracy of the Measurement Sy stem (All Qualified Methods/Installations) For Each Parameter? We proposed grouping the gasoline and diesel fuel parameters that must be measure d ( e.g., aromatics, sulfur, etc.), into two categories, depending upon whether it is practicall y feasible to construct and use gravimetric standards 504 for defining the parameter and thus , for determining the accuracy of a measurement me thod. To establish the accuracy of methods measuring each parameter for which gravimetric standards are not feasible , we proposed retain ing an EPA

- prescribed reference method or designated method that would, in effect, define the parameter

— as in “paramete r X is, for federal regulatory purposes, whatever method Z measures . ” We explained that p arameters that require such treatment w ould be described as “method

- defined” parameters. We also explained that anchoring the accuracy of a method intended to measure such a parameter would be accomplished by relating its measurements on a particular set of test fuels to measurements made on the same fuels b y a laboratory operating the designated method . We further explained that this approach is often referred to as “correlating” the new method with the designated method. Such a correlative approach to qualification is dependent for its workability upon the test fuels used to establish the correlation. They must be sufficiently

varied along all important dimensions so that day

- to
- day production laboratory operations are very

unlikely to turn up some unusual fuels (or a new class of fuels produced, say , by some new refining process) for which the correlation equation derived earlier does not hold true and where the predictions of the designated method’s results are quite erratic and inaccurate. As also explained at proposal, our c lassification of parameters into the absolute or method

- defined categories is not entirely straightforward. Of the parameters subject to our proposal, only

those with sulfur as the analy te seem to fall unambiguousl y into the absolute category
. We additionally explained that s ulfur is a single element rather than a compound (or, worse, a class of compounds with numerous members) and thus lends itself to the construction of gravimetric standards. We further explained that the methods that are currently used to measure sulfur in gasoline and diesel fuel have been subject to intensive recent development work and are

504 Gravimetric standards are test materials made by adding a carefully weighed (hence “gravimetric”) quantity of the analyte of interest to a measured quantity of another substance known not to contain any of the analyte. The result is a solution with a very accurately known concentration of the analyte. The accuracy of gravimetric standard reference materials can be closely controlled and is not dependent on an analytical test meth od.Page 355 of 961

largel y free of matrix effects. Sulfur in butane is, arguabl y, even more amenable to the absolute approach, since the matrix, butane, is a single compound rather than a constantly varying mixture of many compounds. We noted that the diesel sulfur rule used the absolute approach. W e therefore proposed to treat gasoline sulfur and sulfur in butane as absolute parameters. For a complete discussion of our classification scheme see 78 FR 29955

- 29956. Given logical and practical difficulties with using a gravimetric approach to qualifying methods for parameters other than sulfur, EPA proposed and sought comment on classification of parameters into either the absolute category to be used for sulfur or method defined or correlative category

to be used for all parameters other than sulfur

. Al l comments received were in support of this approach. Therefore, today , EPA is adopting a classification of fuel parameters where the absolute category will be used for sulfur in gasoline and butane, and a method defined category will be used for all other gasoline and diesel fuel parameters.
c. How Would Analy

tic Methods be Evaluated for Qualification? i. General Provisions : To Which Methods and Which Parties do the Proposed Requirements Apply? W e proposed and requested comments on requiring laboratories to qu alify all methods used in measurements for regulatory purposes. We explained that EPA did not believe that a relativel y simple qualification test w ould ensure continued measurement quality , but rather that th ese requirements w ould greatl y reduce the likel ihood of a laboratory undertaking important measurements without some assurance that an instrument is in working order, that at least one operator 505 in the laboratory understands the method for its use, and that it can be made to perform to meet acceptable criteria. We received comments that were supportive of these requirements. ii. How W ould Laboratories Demonstrate the Precision and Accuracy of Methods for Measuring “Absolute” Parameters and Thus Qualify the Methods for Use? As explained at proposal, test me thods ty picall y used for gasoline sulfur are also frequentl y used for diesel sulfur . We also noted that the ASTM test method designations for both are the same. At proposal, we explained that examination of test method descriptions , however, pointed toward substantial differences in how the se test methods are used in the different matrices . Thus, while we considered the possibility of allowing the diesel sulfur qualifications to be used also for gasoline sulfur, we believe d differences between a diesel f uel matrix and gasoline fuel matrix were likely too great to permit such a sweeping exemption from

505 The intent behind the qualification process is to demonstrate the facility’s capability with the method. Accordingly we did not propos e that each instrument used to implement a particular method be required to qualify (some labs may have several i nstruments implementing a single method) or that each operator be so required. We recommend, but did not propos e to require, that a laboratory rotate operators during the testing required for qualification, thereby both improving and testing the skills of all operators for a given method and strengthening its quality program.Page 356 of 961

qualification requirements. We reasoned that reworking test methods to measure gasoline sulfur w ould , in many

cases, generate most of the data needed for qu alification, and thus w ould not represent a major additional effort. So, despite VCSB

- sponsored gasoline sulfur test methods bearing the same organizational designations as their diesel counterparts, we propos ed to require that these test methods qualify separatel y for use in measuring gasoline sulfur (78 FR 29956). No negative comments were received on our proposal to require test methods that have already been qualified for diesel fuel to qualify separatel y for gasoline. Thus, consistent with our propos al, we are finalizing requirements for test facilities that have already qualified a method for measuring sulfur in diesel fuel to qualify test methods for measuring sulfur in gasoline. Operational Description : We proposed requiring a pplications for quali fication to include a complete operational description of the test method in question

. For methods published by organizations such as ASTM International, we explained that the test method designation number and title would satisfy this requirement. We al so proposed requiring the description to include the scope of the test method, a summary , discussion of interferences that are expected, apparatus needed, reagents, sampling and specimen preparation, calibration, test method procedure, calculations, and any t est method

- specific quality control (78 FR 29956). We received comments in support of these requirements as well as comments indicating that the regulations should explicitly state that the test method designation number and title of the test method wou ld meet the operational description requirement for VCSB test methods. The Agency agrees with this comment and has modified the final regulations as suggested. In today ’s action we are also finalizing all other operational description requirements as prop osed. Precision Qualification : We proposed and sought comments on requirements for precision qualification that were similar to requirements set forth in the non

- road diesel sulfur rule. As explained at proposal that rule imposed a maximum value for the standard deviation 506 of a series of at least 20 measurements over at least 20 day s on a single fuel under site precision conditions. Specifically , the diesel rule used 1.5 times the repeatability standard deviation (ASTM “r”/2.77) of what was the least pr ecise of the then

- allowed methods. We explained that the factor of 1.5, expands the allowable variability from that of back

- to
- back tests (as in ASTM’s definition of repeatability) to account for the sources of greater variability that find their way

into a longer series of tests on the same material. We explained that in the qualification process for ultra

- low sulfur diesel testing, the factor of 1.5 proved to be neither so tight that most laboratories were unable to meet it, nor so loose as to not be chal lenging at all. Thus , we consider ed it to be reasonable, as well as having proven to be workable in practice, and therefore proposed that the precision qualification for diesel fuel be applied to both absolute and method defined fuel parameters. Comments were supportive of our proposed precision criteria for the absolute fuel parameters of sulfur in gasoline and sulfur in butane. We also received comments that were against the extrapolation of precision qualification for absolute fuel parameters based on

506 Where the standard deviation is estimated from a sample of the population (formula uses “N

- 1” in the denominator).Page 357 of 961

published method repeatability (r) to method defined parameters. These comments will be addressed in more detail below under the discussion of precision criterion for method defined fuel parameters. Gasoline Sulfur Precision Criteria : We proposed and so ught comments on the use of the repeatability for ASTM D7039

- 07 ( i.e., 1.76 ppm at 10 ppm) to set the precision criterion for sulfur in gasoline

. We reasoned that the maximum allowable standard deviation of the twenty test results on a 10 ppm gasoline wou ld be 0.95 ppm 507

. We did not propose to prescribe the parameter level for the fuel used for these precision tests, because we believed that this maximum limit will vary depending upon the repeatability number that the ASTM D7039

- 07 test method’s repeatabil ity

formula yields, given the parameter value of the test fuel chosen. We also explained that i f a laboratory selected a 5 ppm fuel to test instead of a 10 ppm fuel, the maximum limit for the standard deviation would be 0.67 ppm (78 FR 29956

- 29957). Comme nts provided were in support of this requirement. Thus the Agency is finalizing the precision criterion for sulfur in gasoline that is based on the repeatability of ASTM D7039

- 07. This would require dividing it by

2.77 to obtain the underl yi ng standard d eviation, and multiplyingthe result by 1.5 to get the applicable precision criterion based on the concentration of sulfur in gasoline. Sulfur in Butane Precision Criteria : W e propos ed a precision criterion based on the repeatability

of ASTM D6667

- 10

. We explained that this test method’s repeatability at the 10 ppm level would be 1.15 ppm, and that calculations for sulfur yi eld ed an upper limit for the standard deviation of the 20 tests for sulfur in butane of 0.62 ppm (78 FR 29957). Most of the c omments we received were in support of our proposal . We also received one comment from the Independent Fuel Terminal Operators Association (IFTOA), a trade association for fuel terminal operators, which provided comments on behalf of its members. IFTOA expressed concerns over the repeatability

calculation we provided at proposal for 10 ppm sulfur in butane. IFTOA explained that reduced sulfur levels would inhibit butane blending due to reduced availability of butane with very

low sulfur. IFTOA requested additio nal flexibility and noted the difficulty and expense involved in finding butane with sulfur content of 10 ppm or below. Therefore, IFTOA urged the Agency

to consider focusing on the sulfur content of the final blend and not the sulfur content of the butan e component. IFTOA further provided comments urging the Agency to allow blenders downstream of the refinery and importer gate to add butane that meets the downstream per gallon cap so long as the butane blending operation does not cause the blender’s fini shed gasoline to have annual average sulfur content above 10 ppm. The Agency

disagrees with IFTOA’s reading of the example calculation provided in the proposed preamble and regulations, which utilized the repeatability of ASTM D6667

- 10 as the basis for the precision criterion when the sulfur level of butane was at 10 ppm. The intent of this example was not to provide a cap on sulfur in butane at 10 ppm, but rather only intended to be an example explaining that the precision criterion for sulfur in butane w ould be 0.62 ppm if the sulfur level in butane was 10 ppm. The Agency agrees with IFTOA that blenders downstream of

507 This number was determined by using the repeatability equation for “r” from ASTM D7039

- 07 for a 10 ppm sulfur gasoline to get 1.76 ppm, dividing the “r” in ppm by 2.77 to obtain the underlying standard deviation of 1.39 ppm , and multiplying the result by 1.5 (criterion used in diesel sulfur rule) to get 0.95 ppm.Page 358 of 961

the refinery

and importer gate should be permitted to add butane that meets the downstream per gallon cap of 80 ppm so long as the butane b lending operation does not cause the blender’s finished gasoline to have an annual average sulfur content above 10 ppm. Accordingl y, today’s final regulations include examples if sulfur in butane is at the 80 ppm cap, instead of the 10 ppm sulfur average. We are also finalizing precision criteria for sulfur in butane that is based on the repeatability

of ASTM D6777

- 10, consistent with our proposal. Temporal Distribution of Precision Tests : With regard to spacing of the required 20 precision tests, we pro posed and sought comments on requiring 7 or fewer tests per week and 2 or fewer tests per day . We also sought comments on the following two options : 1) a requirement that 23 or more hours must elapse between tests (this option requires either testing on w eekends or an extension of the 20 day s); and 2 ) tests arranged into no fewer than five batches of five or fewer tests each, with only one such batch allowed per day over 20 day s (78 FR 29957). We received comments in support of option 2, (i.e., arranging tests into no fewer than five batches or fewer tests each, with only one such batch allowed per day over the minimum of 20 days) because, according to commenters, it would provide the most flexibility and be easier to implement. Today ’s rule includes requ irements for testing that are consistent with our proposed option 2. Accuracy Qualification : We propos ed and sought comments on accuracy criteria for absolute fuel parameters that are similar to the criteria for sulfur in diesel fuel. We proposed that a p plicants for qualification would be required to select two commerciall y available gravimetric standard reference materials (SRM), and then show that their laboratory and method are capable of getting an average of ten consecutive results that are very clos e to the Accepted Reference Value ( ARV ), for each SRM

. W e propose d to use 0.75 times the precision criterion described above, which is the same value for sulfur in diesel. We explained that i n the case of gasoline sulfur, for a gravimetric standard with ARV = 10 ppm, this would be 0.75 times 0.95 ppm or 0.71 ppm. The corresponding numbers for sulfur in butane at the 10 ppm level would be 0.75 times 1.15 or 0.47 ppm. For other parameter s that might eventuall y fall into the absolute category , we proposed that the precision and accuracy criteria would be determined as a function of the ASTM repeatability of one of the methods (selected b y EPA) available for measuring that parameter (78 FR 29957). 508 Comments were supportive of our proposed requirements for determining accuracy

criteria for absolute fuel parameters. Thus, the Agency is finalizing the accuracy qualification criteria as proposed.

508 It is important to understand that the numerical examples presented in the text are entirely hypothetical, because use of precision testing material or gravimetric standards at levels other than those used in the examples would change all of the numbers. Us e of a gasoline sulfur gravimetric standard at 5 ppm (instead of the 10 ppm

used in the example) would require computing the repeatability of the method at 5 ppm using the equation given in the method description, dividing it by 2.77, multiplying the resul t by 1.5, and then multiplying that result by 0.75. As a short

cut, the accuracy criterion could be determined by multiplying the ASTM repeatability of the method at the level in question by 0.4061.Page 359 of 961 iii. How W

ould Laboratories Demonstrate The Precision and Accuracy of Methods for Measuring “Method

-Defined” Parameters and Qualify the Methods for Use? Operational Description : We proposed the same operational description requirements for both method defined and absolute parameters. We explained that publication of a test method by

a VCSB organization , such as ASTM , wher e the test method number and title is cited, would meet this criterion. We also explained that a non - VCSB test method would require additional information because non - VCSB test methods have not been full y vetted by a VCSB. We explained that the underlyin g scientific measurement principles must be thoroughly explained and the apparatus described well enough that a trained outsider could successfull y implement the non

- VCSB test method and replicate the applicant’s results (78 FR 299957). In addition, for non - VCSB test method we proposed that the description must include the scope of the test method, a summary , discussion of any interferences that are expected, apparatus needed, reagents, sampling and specimen preparation, calibration, test method procedure , calculations, and an y test method

- specific quality control. As previously

discussed in Section VI.A.3 .c.ii , we received comments in support of these requirements as well as comments indicating that the regulations should explicitly state that the test method designation number and title of the test method would meet the operational description requirement for VCSB test methods. The Agency agrees with this comment and has modified the final regulations as suggested. In today ’s action we are also finali zing all other operational description requirements as proposed. Precision Qualification Specifics : We proposed the same precision qualification criteria for both method defined and absolute parameters. For reference installations , we propose d additional requirements that the instrument must be shown to be in statistical control, as provided for in ASTM D6299

- 10 e1 (and the proposed SQC procedures) and that the applicant must submit control charts showing a record of in

- control operation for at least five months. At proposal we acknowledged that while these requirements would likely result in a delay

between instrument setup and the ability

to qualify

a reference installation, we believe d that any delay wa s necessary to demonstrate the stability of these c riticall y important installations. We reasoned that EPA expect ed no lack of laboratories that are capable of meeting these standards c onsidering the number of long

- established installations o f these designated test methods (78 FR 29957). The Agency

receiv ed several comments from the American Petroleum Institute, the Association of Fuel and Fuel Petrochemical Manufacturers, Chevron Products Company , and Marathon Petroleum Company L P that were against extrapolating the same precision qualification criteria f

or absolute fuel parameters, which is based on the published method’s repeatability

(r), to the precision qualification criterion of method defined fuel parameters. Specificall y, according to the commenters, precision criteria for method defined fuel para meters are sensitive to the matrix making up the fuel material that is to be anal yz ed. This degree of sensitivity

to the fuel matrix is different for different test methods, techniques, and instrumentation that measure the same method defined fuel property. Commenters recommended instead that the precision standard deviation qualification criterion be based on thePage 360 of 961

Test Performance Index (TPI), as described in ASTM D6792. 509 The commenters further explained that the TPI

in ASTM D6792 sets minimum site preci sion performance criteria based on test method reproducibility (R) and the Precision Ratio (PR) of the published test method. Also, commenters noted that using the TPI as outlined ASTM D6792 would be consistent with OMB Circular 119, which directs agencie s to use voluntary consensus standards in lieu of government unique standard except where inconsistent with law or otherwise impractical. The Agency

has evaluated ASTM D6792 and agrees that it would be appropriate to base the precision qualification criterion for method defined parameters on the TPIas described in ASTM D6792. We also agree that method

- defined test methods are subject to fuel matrix effects, and therefore, that the degree of sensitivity to the fuel matrix is different for different test me thods, techniques, and instrumentation that measure the same method defined fuel property

. Therefore, in a change from proposal, and in response to comments, we are requiring that the precision qualification criterion for method defined parameters be base d on the Test Performance Index (TPI) as described in ASTM D6792. Olefins in Gasoline Criterion : We had proposed to base the precision qualification for olefins in gasoline on the repeatability of ASTM D1319

- 10. Thus , we explained that for a test fuel wi th olefins at, say , 9 volume percent (Vol.%), the repeatability would be 0.972, the underlying standard deviation would be 0.972/2.77=0.351, and the precision criterion would be 1.5 times that or 0.53 Vol.%. We had proposed that a laboratory ’s standard d eviation for the 20 tests could not exceed that value and still qualify for precision (78 FR 29957

- 58). Several commenters including the American Petroleum Institute, the Association of Fuel and Fuel Petrochemical Manufacturers, Chevron Products Company , and Marathon Petroleum Company LP , argued that that the precision standard deviation criterion for method

- defined parameters should be based on the TPIdescribed in ASTM D6792

- 07. 510 Also, both API and AFPM stated that using the TPI as outlined in ASTM D67 92 is consistent with OMB Circular 119, which directs agencies to use voluntary consensus standards in lieu of government unique standards except where either inconsistent with law or otherwise impractical. As previously

explained, the Agency

has evaluated and agrees with the comment that the TPI , in ASTM D6792, should be used because it sets minimum site precision performance criteria based on test method reproducibility (R) and the Precision Ratio (PR) of the published test method. The Agency is therefor e, finalizing the requirement that precision criteria for olefins in gasoline will be based on the TPI in ASTM D6792. Additionally , consistent with our proposal to afford the regulated community the use of the most current version of test methods, we are also updating the olefin in gasoline test method ASTM D1319 to the 2013 year version, as discussed in Section VI.A.1.a.iii above. We are also finalizing requirements that the reproducibility

of ASTM D1319

- 13 be utilized in setting the precision criterion. For example, the reproducibility is 3.06 , and the precision criterion is 0.3 times 3.06 or 0. 92 volume percent (Vol. %), for a test fuel with olefins at 9 Vol. %

.

509 ASTM D6792

- 07, entitled, “Standard Practice for Quali ty Sy stem in Petroleum Products and Lubricants Testing Laboratories”. 510 ASTM D6792

- 07, Standard Practice for Quality System in Petroleum Products and Lubricants Testing Laboratories 1

.Page 361 of 961

**Table VI**  **- 4**  provides the TPIin ASTM D6792 for setting the olefin precision criterion. **Table VI**  **- 4**  **Method -**  **Defined Precision Criterion for Olefins in Gasoline**
ASTM Method Property Precision Ratio (R/r) ASTM

D6792 minimum TPI= (r/R’) Maximum

acceptable site precision (R’) Site

Precision Standard Deviation Qualification = R’/2.77
D1319

- 13 Olefins 3.2 1.2 0.83R 0.3R
Aromatics in Gasoline Criterion : W e propose d use of the repeatability standard deviation for D1319

- 10 to set the precision criteria for aromatics in gasoline (78 F R 29958). As previously

explained, in response to comments received on proposed requirements for precision criteria for method

- defined parameters, such as olefins in gasoline, the Agency is finalizing regulations for the use of the TPIin ASTM D6792 becau se we believe that it sets minimum site precision performance criteria based on test method reproducibility (R) and the Precision Ratio (PR) of the published test method. Additionally , as also previously explained, consistent with our proposal to afford the regulated community the use of the most current version of test methods, we are updating the aromatic in gasoline test method ASTM D1319 to the 2013 year version, as discussed in Section VI.A.1.a.iii. Thus, the reproducibility of ASTM D1319

- 13 should b e utilized in setting the precision criterion. In today ’s action, the Agency is finalizing precision criteria for aromatics in gasoline that is based on the TPI in ASTM D6792 TPI

. Thus , for example, the reproducibility is 3.7 , and the precision criterion i s 0.3 times 3.7 or 1.11 Vol. % for a test fuel with aromatics at 32 Vol. %. Table VI

- 5 provides the TPIin ASTM D6792 TPI for setting the aromatics precision criterion along with the use of ASTM D1319

- 13’s reproducibility

. Table VI

- 5 **Method -**  **Defined Precision Criterion for Aromatics in Gasoline** ASTM Method Property Precision Ratio (R/r) ASTM

D6792 minimum TPI= (r/R’) Maximum

acceptable site precision (R’) Site

Precision Standard Deviation Qualification = R’/2.77 D1319

- 13 Aromatics 2.8 1.2 0.83R 0.3R Oxygen and Oxygenates in Gasoline Criterion : We propose d use of the repeatability for D5599

- 00 ( 2010) to determine the precision criterion for ox ygen and ox yg enates in gasoline

. We expl ained that for a test gasoline with 3 m ass% total ox ygen, the repeatability would be 0.083 m ass% and the criterion for precision in this example to be 0.045 m ass% (78 FR 29958).Page 362 of 961

As previously

explained, in response to comments we received on our proposed precision criteria for method

- defined parameters, the Agency is finalizing the use of the TPI in ASTM D6792 for setting precision criteria for method defined parameters. Thus , for a test fuel with total oxygenate content at 3 mass % total oxygen , the reproducibility would be 0.32 , and the precision criterion is 0.3 times 0.32 or 0.10 mass % total oxygen. Table VI

- 6 provides the TPIin D6792for setting ox ygen and ox ygenates precision criterion. Table VI

- 6 **Method -**  **Defined Precision Criterion for Oxygenates in Gasoline**

**ASTM Method**  **Property Precision**  **Ratio (R/r) ASTM** 

**D6792 minimum**  **TPI = (r/R’) Maximum** 

**acceptable site**  **precision (R’)**  **Site**

**Precision Standard**  **Deviation Qualification**  **= R’/2.77** D5599

— 00 (2010) Ox ygenates 6.8 2.4 0.42R 0.15R For each method defined fuel parameter that lacked alternative test methods we proposed a precision criterion of 1.5 times the repeatability for the designated test method divided by 2.77. We had proposed that a laboratory ’s standard deviation for the 20 tests could not exceed that value and still qualify

for precision (Table VI

- 6, 78 FR 29958). As explained above, as it relates to the Agency ’s response to the proposed precision criterion for method defined fuel parameters, the Agency

today is finalizing precision criterion as provided in Table VI

- 7 for the various method defined fuel parameters lacking alternatives to the designated test method using the ASTM D6792 TPIapproach, ex cept for distillation. The distillation method defined fuel parameter is discussed in further detail below.

**Table VI**  **- 7**  **Method -**  **Defined Precision Criterion for Fuel Parameters lacking Alternatives to the Desig**  **nated Test Method**

**Test Method**  **Property Precision**  **ratio (R/r) ASTM** 

**D6792 minimum**  **TPI = (R/R’)**  **Maximum**

**acceptable site**  **precision (R’)**  **Site**

**Precision Standard**  **Deviation Qualification**  **= R’/2.77** D5191

- 12 RVP 1.9 1.2 0.83R 0.3R D3606

- 10 Benzene 4.6 2.4 0.42R 0 .15R D1319

- 13 Aromatics in

Diesel 2.8 1.2 0/83R 0.3R

With regard to distillation properties, (which is one of the parameters lacking alternatives to designated test methods), several commenters, including API and AFPM, recommended thePage 363 of 961

use of ASTM D86

- 07 for setting the precision criterion for distillation properties. According to these commenters, the precision criterion as published in later ye ar versions of ASTM D86 is not consistently

supportable by

actual ASTM ILCC program data. As support, they re ferenced Note 31 of the current ASTM D86 test method. 511 They commented that a plausible explanation for this is that the interlaboratory study (ILS) used to derive the current precision criteria required several runs on the ILS material to select heating p rofile, and hence does not reflect how the method is actually

conducted in a routine production environment. In addition, the ILS study sample set may

not adequately

cover the range of available real world production gasoline. They also stated that there is general consensus that the precision of this test method is sensitive to the slope of the boiling curve; hence, a constant precision as articulated in the cited ASTM D86

- 11, a method may

not be appropriate as a one

- size

- fits

- all measure for gasolines w ith different matrices and volatility

properties for winter as compared to summer fuels. According to commenters, directionally, and based on on

- going discussions with ASTM, it would appear that the ASTM test method precision may revert to a boiling curve slope based approach, similar to ASTM D86

- 07. They

further commented that for gasoline containing ten volume percent ethanol (E10), the boiling curve slope and hence precision is impacted by the location of the azeotrope point relative to the distillatio n points of interest (T 10 , T 50 and T 90 ). 512 Both APIand AFPM also commented that the precision function as stated in ASTM D86

- 07 is a more realistic representation for E

- 10 gasoline precision with different fuel matrices. Finally , API and AFPM expressed c oncerns on the use of ASTM D86

- 11a precision criteria and the proposed precision qualification of 1.5r/2.77, which they described as too restrictive. Both API and AFRPM provided fuel producer control chart data as an example, which is reproduced in Table VI

- 10. 513

Table VI

- 8 **: API**  **& AFPM**  **E xample of ASTM D86**  **- 11a**  **F uel**  **Producer Control Chart Data**

**IBP E10**  **E50 E90**  **FB P**  **Avg F** 103.65 151.32 224.88 351.44 417.16 **Stdev F** 1.93 1.66 1.36 1.22 2.66 **Avg C** 39.81 66.29 107 .16 177.47 213.98 **StDev C** 1.07 0.92 0.75 0.68 1.48 **EPA precision**  **criteria** 1.54 0.72 0.40 0.97 1.80

511 Note 31 of the current ASTM D86 test method reads “NOTE 31

– A new inte r laboratory study is being planned to address concerns that laboratories are not able to meet the precision for percent evaporated temperature at fifty percent.” 512 The azeotrope point is a function of the base stock gasoline composition, and therefore can vary with different fuel matrices. 513 The raw

data supporting the control data is supplied by API and AFPM in docket EPA

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After reviewing these comments and especiall y data set out in Table VI

- 8 , we agree that our proposed distillation precision cri terion would likely be too restrictive, especiall y for the distillation point of E50. Accordingl y, in a change from proposal and in response to these comments and additional data, the Agency is finalizing precision criterion for the gasoline distillation parameter based on 0.3 times the automated reproducibility of ASTM D86

- 07 instead of ASTM D86

- 11a. Table VI

- 9 provides the precision criterion for the gasoline distillation method defined fuel parameter. Table VI

- 9 **Method -**  **Defined Precision Criterion for Gasoline Distillation based on 0.3 times the Automated Reproducibility of ASTM D86**  **- 07**  Percent Evaporated Point 0.3* Reproducibility ( 0C) Initial Boiling Point 0.3 * 8.5 10 Percent Evaporated 0.3 *(3.0 +2.64*S c ) 50 Percent Evaporated 0.3*(2.9+3.97*S c ) 90 Percent Evaporated 0.3*(2.0+2.53*S c ) Final Boiling Point 0.3*10.5 Where S c is the average slope (or rate change) of the gasolin e distillation curve as calculated in accordance with Section 13.5 of ASTM D86

- 07 Accuracy Qualification : At proposal, we also explained that t est methods used to measure method

- defined parameters would likely fall into three separate tracks: reference i nstallations of designated methods intended for use in qualifying alternative methods; designated method installations intended for ordinary production measurements; and non

designated methods. W e propos ed and sought comments on requirements that referenc e instruments must be shown to have been near the middle of the distribution of the industry monthly inter

- laboratory

crosscheck program (ILCC) for at least five months prior to application. We also proposed that laboratories would specifically compute the difference between the instrument's average measurement of the fuel closest to the applicable standards (or to the average value for the fuel ty pe in the complex model) and the robust mean for that fuel obtained by all of the non

- outlier labs in the program. We further proposed that this difference would be standardized by

expressing it in robust standard deviation units. These standardized ILCC differences would be put into a moving average with a span of, say , 5 months. We proposed to set the standard s o that the instrument's moving average would be within the central 50% of the distribution of participating designated method labs. We also reasoned that because a robus t standard deviation is used by the ILCC program this percentage will have to be app roximate (78 FR 29958). Several commenters, including API and AFPM commented on the proposed requirements for reference installations of method defined fuel parameters used to qualify other method defined test methods. These comments and our response to these comments are discussed in further detail below. At proposal we discussed the role of Voluntary Consensus Bodies in qualifying alternative anal yt ical test methods as well as the use of reference materials in qualifying andPage 365 of 961

maintaining such test methods . We requested comments on the appropriateness of using three ty pes of standard reference materials for accuracy and on their applicability in the qualification process and statistical quality control process of analy

tical test methods. Specificall y, we proposed use of the following: 1) Gravimetric standards, 2) Consensus named fuels (e.g., gasoline or diesel fuels), and 3) Locally named standards. For a complete discussion of these issues see 78 FR 29958

- 29960. All comments received were in support of th e use of these kinds of reference materials in the qualification process and statistical control program.

d. Qualification Criteria for Designated Method Installations Used to Qualify Method

- Defined Parameter Instruments. We proposed the following requirement s for d esignated test method installations (also known as are reference installations ) that w ould be used to qualify method

- defined parameter instruments. We explained that these reference installations w ould be used to evaluate the accuracy of other alte rnative test methods and to establish correlation equations, and as such that we believe d that the y should be held to higher standards

. First, we propos ed that reference instruments must meet precision qualification requirements that are similar to the cri teria set forth in the non

- road diesel sulfur rule. As explained earlier, that rule imposed a maximum value for the standard deviation 514 of a series of at least 20 measurements over at least 20 days on a single fuel under site precision conditions. Specif icall y, the diesel rule used 1.5 times the repeatability standard deviation (ASTM “r”/2.77) of what was the least precise of the then

- allowed methods. We proposed that f or those method

defined parameters , shown in Table VI

- 6 of the proposed preamble, lacking currentl y allowed alternatives to their designated methods , the precision criteria would be based on the fuel parameter’s designated test method. At proposal, we also explained that i n each case the precision criterion is determined by (“r”/2.77) time s 1.5 where “r” is the ASTM repeatability determined for the particular fuel that is being used for the purpose of demonstrating the test method’s precision (79 FR 29960). As previously

discussed, the Agency

received comments that were not in support of ex trapolating the same precision qualification criteria for absolute fuel parameters, which is based on published method repeatability (r) of the applicable fuel parameter times 1.5 and dividing by

2.77, to precision criterion of method defined parameters. As previously explained, these commenters stated that the precision criteria of method defined parameters are sensitive to the matrix of the fuel. This degree of sensitivity to fuel matrix effects is different for different test methods, techniques, and i nstrumentation that claim to measure the same method defined fuel property. Also, commenters recommended that the precision standard deviation qualification criterion for method defined parameters be based on a TPI as described in ASTM D6792. 515 As previou sl y explained, the Agency has evaluated ASTM D6792 and agrees that the precision qualification criterion for method defined parameters be based on a TPI as described in

514 Where the standard deviation is estimated from a sample of the population (formula uses “N

- 1” in the denominator). 515 ASTM D6792

- 07, entitled, “Standard Practice for Quality System in Petroleum Products and Lubricants Testing Laboratories”.Page 366 of 961

ASTM D6792. Thus, in a change from proposal, we are finalizing requirements for reference instruments to meet precision qualification requirements as discussed above for their respective fuel parameter in **Table VI**  **- 4**  through Table VI

- 9 of this preamble. Second, we propos ed th at reference instruments must be shown to be near the middle of the distribution of the ILCC program for at least the five months prior to application. 516 We proposed requiring laboratories to specifically compute the difference between the instrument's av erage measurement of the fuel closest to the applicable standards (or to the average value for the fuel ty

pe in the complex model) and the robust mean for that fuel obtained by all of the non

outlier labs in the program. We further proposed that this diff erence be standardized by expressing it in robust standard deviation units. We also proposed that these standardized ILCC d ifferences would be put into a moving average with a span of, say , 5 months. We proposed to set the standard such that the instrument's moving average would be within the central 50% of the distribution of participating designated method labs. We explained that because a robus t standard deviation is used by the ILCC program this percentage w ould have to be approximate. We further explained that s uch lab

- specific qualification would be outside of the normal qualification of a lab for making regulatory measurements for certifying fuel and would pertain only to use of the instrument in certifying other methods. Inessence, these design ated method installations w ould serve as surrogates for the gravimetric standards that cannot be used in qualifying alternative methods for method

- defined parameters (79 FR 29960). Both API and AFPM stated that this requirement would be feasible f or a sing le entity wishing to qualify

alternate test methods under ASTM D6708 by using a single reference installation; however, they described the requirement as overl y restrictive in other instances. Based on a workup, provided as a separate attachment to their comments 517 , of the proposed requirements using ASTM D5599 Total Oxygen results on eleven RFG distributions, RFG1205 through RFG1303, they

showed that less than fifteen percent of the participants met the proposed EPA requirement of staying within the centra l 50 percent for 5 successive exchanges. Therefore, they suggested a requirement of 3 out of 5 successive exchanges staying within the middle 50 percent of the distribution of measurements on the IL CC program would be more realistically achieved in practic e. After reviewing these comments and data, the Agency agrees that setting a requirement of 3 out of 5 successive exchanges to stay within the middle 50% of the distribution of measurements of the industry monthly I LC C program for at least five months is more appropriate and achievable as compared to 5 out of 5 successive exchanges staying within the middle 50% of the distribution of measurements of the IL CC for at least five months. Another commenter recommended the option of using other crosscheck programs besides those from ASTM, and suggested that EPA revise criteria for the reference installations at 40 CFR 80.47(k)(2) to also refer to use of commercially available monthly

ILCC. The Agency

agrees that the regulated community should be able to use both commerciall y available and industry monthly I LC C, and has made this change to 40 CFR 80.47(k) to afford this flexibility

.

516 There may be an alternative to this measure to be had from the D6299

- 10 e1 calculations, so that we could require that the instrum ent be doing SQC and having a certain quality of performance. This could reduce the burden of calculations and align this requirement better with the NTTAA. 517 For a description of workup and spreadsheet associated with these comments, see attachment No. 4 in Docket number EPA

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Therefore, in a change from proposal, and in response to these comments, the Agency is setting a requirement that a reference insta llation of the designated test method must be shown to be within the middle 50% of the distribution of measurements for 3 out of 5 exchanges of either the industry or commerciall y available monthly ILCC program for at least five months. Another commenter s uggested that EPA should require applicants to submit control charts showing a record of in

- control operation for at least five months provided that: 1) regular maintenance and/or re

- calibration conducted during the 5 month in

- control qualification period is considered as part of in

- control normal operation, and 2) the clock for the 5 month period does not re
- start (in other words the sy stem is still considered to be in

- control) if an assignable cause for out of control is found, mitigated, and the s ys tem i s brought back in

- control during the period that the reference installation is attempting to meet the 5 month in

- statistical

- control requirement. The Agency

agrees with these two conditions and in a change from our proposal, we are finalizing regulations that would allow sy stems meeting these two conditions to be in

- control with respect to the 5 month in

- statistical

- control requirement. Finall y, for reference installations , we propose d that the reference instrument must be shown to be in statistical control, as provided for in ASTM D6299

- 10 e1 , comply with applicable SQC procedures a s well as have control charts showing a record of in

- control operation for at least five months. We explained that while these requirements would likely impose a delay between instrument setup and the ability to qualify

as a reference installation we believe d that an y delay would be necessary to demonstrate the stability of these critically

important installations. We also reasoned that we expected no lack of facilities capabl e of meeting these standards c onsidering the number of long

- established installations of these designated methods. APIand AFPM disagreed with this requirement and stated that summary statistics (mean and standard error = standard deviation / square root [no. of results]) from ILCC program data can be used as is, i.e., without imposing the reference installation criteria to conduct an ASTM D6708 assessment on VCSB alternate test methods, provided that the number of non

- outl yi ng results is greater than 16 f or both designated and alternate methods. According to both commenters, this is the current de facto methodology for determination of ARV of check standards as specified in ASTM D6299, clause 6.2.2.1 and Note 7. Both commenters also suggested that using A STM D6299 for establishing ARV would be consistent with OMB Circular 119. They

noted also that ASTM ILCC program data for the method

- defined parameters of interest exceeds this number (16) significantly

. APIand AFPM also commented that it is neither nece ssary nor statisticall y justified to apply the reference installation precision and middle 50 percent criteria to the IL CC program data for designated test method because the relevant IL CC program statistics are calculated using outlier

- free data, and the number of data points is large, hence providing a better statistical sample of the laboratory

population. According to them, the mean calculated using the full ILCC program outlier

- free data set is a more accurate representation of the population paramet er (μ) than the mean calculated using onl y the middle 50 percent. They noted the standard error for the arithmetic mean calculated using the full IL CC program data set is significantly reduced due to the square root [number of non

- outl yi ng results] term i n the denominator for calculation of standard error. Both API and AFPM also urged EPA to clearl y state that the use of ILCC program data as described above is suitable for an ASTM D6708 assessment of VCSB alternate test methods. EPA agrees that the use of ASTM ILCC program data is suitable for an ASTMPage 368 of 961

D6708 assessment of VCSB alternative test methods, provided that the number of non

- outl yi ng results is greater than 16 for both designated and alternate methods. In these situations where VCSB IL CP data is utilized during an ASTM D6708 assessment, the reference installation criteria provided in the regulations will not apply , rather a VCSB will have the flexibility of utilizing the VCSB ILCC program data to conduct an ASTM D6708 assessment. The Agency has made these changes in the final regulations to reflect these comments. Finally , API and AFPM noted that the current “robust” outlier treatment methodology for the ASTM CS92 IL CP program will be replaced with a statistically more rigorous approach using the Generalized Extreme Studentized Deviation (GESD) technique. Thus, they suggested that EPA remove the term “robust” from the preamble and regulations wording. EPA agrees with the comment and has removed “robust” from the final regulations wording.
e. Qual ification Criteria for Designated Test Method Installations that are “Method

- Defined” Parameters Instruments and Not Used to Qualify Other “Method

Defined” Methods At proposal, we explained that r efiners, importers and oxygenate blenders producing gasoline and diesel fuel are required to test these fuels to determine the levels of various specified parameters. A designated test method is associated with each parameter to be tested (except for sulfur concentration in ultra

- low sulfur diesel fuel, which must meet performance

based requirements 518 ) in 40 CFR p art 80. Table VI

- 5 of th e proposed rule preamble list ed the fuel parameters and their corresponding designated test methods. We proposed that installations of designated methods must maintain records and meet certain statistical quality control requirements. We explained that r equiring all installations of all methods, including existing designated method installations, to implement statistical quality control, would likely

suffice to homogenize and impro ve measurement quality in these already- stable and standardized methods (78 FR 29961). f. Qualification Criteria for Method Defined Parameter Instruments Other Than Designated Test Methods With regard to method

- defined parameters, the Agency today is finalizi ng two options for qualif ication of alternative test method s . The first option, known as the VCSB approach, allows for qualifying methods that have been sponsored and published by a voluntary

consensus standards body, such as ASTM International . The seco nd option, known as the non

- VCSB approach, involves qualification for a laboratory that has developed its own anal yt ical test method but has decided not to offer it for evaluation and establishment through a VCSB

- based organizational process. At proposal, we explained that both options would require the candidate method to have a precision criterion that is at least equal to that of the designated anal yt ical test method (though not defined in precisel y the same way). We also proposed to require that the a lternative method must also be capable of close correlation with the designated method for the parameter such that the refiner may use the alternative method results to produce predicted

518 See 40 CFR 80.580, 40 CFR 80.584 and 40 CFR 80.585.Page 369 of 961

designated method results that it can subsequently use in demonstrati ng compliance with the applicable fuel compos ition or performance standards (78 FR 29961). Consistent with our proposal, we are finalizing the following criteria for both the VCSB and non

- VCSB approaches to qualify method

- defined instruments that are discu ssed in further detail below.

i. Qualification Criteria for VCSB Method

-Defined Parameter Test Methods For methods that have been sponsored and published by a VCSB, such as ASTM, we expect that at a minimum, the VCSB must have fully described the anal yt ical t est method, so that it is replicable in many

different laboratories and its operation may be understood by

a technician. (We continue to consider publication of a method by a VCSB organization such as ASTM as meeting this criterion

. ) The VCSB must have t ested the candidate method in a round robin program against the designated method, must have published a determination that the method meets the criteria specified in the discussion below, and must have published the information necessary

to correlate the alternative method to the designated method

. Consistent with our proposal, a VCSB

- based candidate alternative anal yt ical test method need not be qualified separatel y in each laboratory that adopts it. This is because b y the time such a test method has be en through the extensive development process t ypicall y required b y a VCSB, the method’s procedures would have been exhaustively described. At this point there will be little uncertainty about how the anal yt ical test method is to be applied, and it will have been implemented in a variety of different laboratories and used on a variety of different ty

pes of fuels. Therefore, we continue to believe that the VCSB

- based process gives EPA some confidence that the analytical test method is likely to be stable in use and can be implemented with very little ambiguity regarding instrumentation, materials, and procedures. Moreover, VCSB method evaluation protocols have been established; including a protocol for comparing methods provide means for establishing a VCSB alternative method’s precision parity with the designated method for the parameter and for determining whether the alternative method can be adequatel y correlated with the designated method. 519 Further, consistent with our proposal, VCSB method

- defined tes t methods must utilize ASTM D6708 to determine if a correlation equation is necessary

.

ii. Qualification Criteria for non

- VCSB Method

-Defined Parameter Test Methods Consistent with our proposal, a candidate method that follows the non

- VCSB

- based route for qual ification must be qualified independentl y by each anal yt ical laboratory th at wishes to adopt the method. We proposed the following seven qualification criteria for non

- VCSB method

- defined p arameter test methods. First, the Agency

propose d to require a complete operational description of the non

VCSB test method, as described above in Section VI.A.2.c.iii of this preamble. We explained

519 ASTM D 6708

- 08, entitled, Standard Practice for Statistical Assessment and Improvement of E xpected Agreement Between T wo Test Methods that Purport to Measure the Same Property of a Material.Page 370 of 961

that the operational description must be thorough enough that a person lacking expertise in the operation of the test instrument would be able to replicate its results. Second, the Agency

propose d that the candidate non

- VCSB test method be tested on a range of fuels 520 and by

a qualified reference installation of the applicable designated test method. Third, the Agency

propose d that the specific laboratory using the candidate non

- VCSB test method must statistically establish through application of ASTM D6708

- 08 that the candidate method measures the same aspect of samples as the applicable designated test method. Fourth, the Age ncy

propos ed to disqualify non - VCSB test methods with important sample

- specific biases (matrix effects) that cannot be considered as random as determined b y ASTM D6708

- 08

. We explained that i t was possible that a non - VCSB test method suspected by the appl icant of being highly matrix

- sensitive may

be qualified on a narrowly circumscribed range of fuels (which must, meet the D6708 statistical variability criteria). In this situation, ty pes of fuels used for qualification and the method that is to be approve d must be specified in the method description. Fuels outside of this scope would have to be analyzed for regulatory purposes b y some other method. The Agency believes that any restriction on the scope of fuels to be used in qualifying a method must be ac companied by a discussion of how the applicant plans to screen samples for conformity to the scope. Fifth, the Agency

propose d that precision qualification be conducted in the form of cross

method reproducibility

of the candidate and applicable designated test method, where the “cross

method reproducibility” must be equal to or less than 70 percent of the published reproducibility of the applicable designated test method. We explained that the Agency believes that when ASTM D6708

- 08 is used in this manner (without joint round robin data) the cross

- method reproducibility (Rcm) output by

the program is not reall y a reproducibility in the usual sense, but rather indicates the expected value with uncertainty of the differences between the designated method and q ualification candidate method. We believe that when used this way , Rcm from ASTM D6708

- 08 is more analogous to a site precision than to an inter

- laboratory reproducibility

. For a detailed description of cross

method reproducibility

(Rcm) see 78 FR 29962. Sixth , the Agency propose d that the applicant would demonstrate, through the use of ASTM D6708

- 08, whether a correlation to the designated test method is necessary . We explained that ASTM D6708

- 08 could also be used to determine whether the candidate methods results are either null compared to the designated test method and thus , needs no adjustment or correlation, or whether some correction or correlation equation is required so the candidate method may

predict designated method results. We proposed the use of ASTM 6708

- 08 for corrections, i f it is determined that the candidate method requires such a correction to predict

520 Fuels, either consensus named fuels or locally named reference materials, used must be typical of those to be analyzed by the facility in practice and mus t meet the data requirements (variability, etc.) of ASTM D6708

- 08.Page 371 of 961

designated test method results. The Agency propose d that the correction would be applied to the candidate instruments output to obtai n measurements results for regulatory purposes. Finally , we proposed to require that applicants for non

- VCSB test methods secure an independent third party oversight and audit review of the data generated and used to qualify non

VCSB test methods. We prop osed that the independent third party would provide an overall assessment of the analy

tical technique and methodology and discuss any

limitations in the scope of the method, as well as attest that all requirements for non

- VCSB test method qualification hav e been satisfied. The Agency explained that this requirement would provide additional assurance that a non

- VCSB test method is found to be adequate in use for compliance (78 FR 29961

- 29962). We received comments in support of the proposed qualification criterion for non

- VCSB Method

- Defined Parameters. One commenter recommended allowing third

- party oversight service providers that have good working knowledge of ASTM D6708 and ASTM D6299 in addition to degrees in Chemistry or Statistics. Further, they beli eved that limiting the third party oversight qualification to only U.S. degree holders would exclude non

- U.S. degreed subject matter experts with equivalent knowledge and qualification. They suggested that rule language be expanded to include non

- U. S. equivalent degreed or industry recognized subject matter experts. Another commenter recommended professional chemical engineers with demonstrated experience in analy

tical techniques as an option to chemists and statisticians because, according to the c ommenter, chemical engineers have a strong background in chemistry , and based on trends within industry

they would also have experience in statistical process control. The Agency agrees with these comments and has amended the final regulations to include chemical engineers and non

- U.S. degreed subject matter experts with equivalent knowledge and qualifications as third party oversight service providers. Rule revisions have also been made to reflect the recommendation that all of these candidates should also have a good working knowledge of ASTM D6708 and ASTM D6299. Consistent with our proposal, the Agency today is finalizing the qualification criteria for non - VCSB method defined fuel parameters with the few changes in response to comments as discussed a

bove. g. Statistical Quality Control: How Can We Ensure that Test Methods Continue to Deliver Quality Measurement in Practice? T oday ’s final action also i nclude s a statistical quality control (SQC) program that must be applied to an y anal yt ical test method us ed in the regulatory programs covered b y this final action

. Consistent with our proposal, every laboratory that us es test instruments to measure fuel parameters to satisfy

EPA’s reporting or recordkeeping requirements must implement and maintain a basic S QC program. Unlike the qualification criteria requirements, where onl y one set of essentiall y identical instruments implementing the same method in a laboratory mustPage 372 of 961

qualify , every

laboratory must have a separate SQC program for each instrument used to make measurements for reporting or recordkeeping purposes. 521 Consistent with our proposal, w e are also finaliz ing requirements that provide implementation of a SQC program b y a laboratory as a defense in an y subsequent enforcement action s where measurements are in issue

. Today ’s requirements also reflect our proposal to adopt a subset of SQC procedures that are already widely in use from ASTM D6299

- 10 e1 . We continue to anticipate that the measures we are finalizing would not require the generation of much ad ditional data b y the laboratory that employ s them and that the SQC program would improve the quality

of measurement among those lab oratorie s that adopt such measures. These SQC procedures used b y laboratories would ensure that the test methods they have qualified and the instruments on which the methods are run yi eld results with appropriate accuracy and precision, e.g., that the results from a particular instrument does not drift over time to yield unacceptable values. The finalized minimum specific SQC requirements for laboratories for absolute parameters, VCSB

- approved methods used to measure method

- defined parameters, and non - VCSB proprietary

methods used to measure method

- defined parameters are discussed in further detail below. We proposed similar pr ecision and accuracy SQC requirements for each instrument used to measure absolute and VCSB

- approved and non

- VCSB proprietary methods for measuring method

- defined parameters in the laboratory

. W e proposed that every instrument would test a quality control (QC) material 522 either once per 20 production tests or once per week and maint ain both an “I” chart 523 and an “MR” chart

. 524 We proposed that any violation of the control limit w ould be investigated b y l aboratory personnel, corrective action taken as required , and records kept of the incident for a period of 5 years. We also propos ed allowing used of ASTM D6299

- 10 e1 procedures f or transition ing from one batch of QC material to another. We also proposed use of Annex A1.9, entitled “Q

- Procedure”, of ASTM D6299

- 10 e1 for validating new QC material. We proposed that when QC material is soon

- to
- be

- depleted, that a new batch of QC material would be prepared and its value compared to the old QC material on a chart. We explained that the new batch of QC material w ould be tested concurrentl y with the soon - to
- be

- depleted old QC material. And the results would be plotted from the “old” and

521 Such SQC programs are already an established part of VCSB protocols for analytical laboratory operation (as indicated by such practices as ASTM’s D6299

- 10 e1 ) and are likely to be part of mo st laboratories ”standard operating procedures.” Thus, such a requirement very likely adds little or nothing in the way of burden for most laboratories. Laboratories that lack such programs and would have to expend significant effort to create them are those most at risk for poor measurements and for which the effort is most easily justified. 522 See ASTM D6299

- 10 e1 , paragraph 3.2.3 for a definition and Section 6 for guidance, selection, construction, handling, storage and use of reference material sample s. 523 See ASTM D6299

- 10 e1 , section 7 and Section A1.5.1 for chart construction and usage, including criteria for deciding upon corrective action. 524 See ASTM D6299

- 10 e1 , Section A1.5.2 for chart construction and usage. Any exceed ance of the control limit sh ould be investigated.Page 373 of 961

“new” QC materials on respective chart s , and if no special

- cause signals are noted, then the result for the new material would be con sidered valid (78 FR 29963

- 64). 525 We received comments in support of all these requirements with the exception of requirements for both QC verification and validation of new QC materials. One commenter recommended that test facilities conduct verification of new QC material three times a ye ar rather than on a quarterl y basis so that this requirement is aligned with ASTM International ILCC program sample cycle frequency . The Agency agrees with this comment and has made rule language changes to reflect that test facilities can conduct verification of new QC material three times a ye ar in order to align this requirement with ASTM ILCC program sample cycle frequency . Additionally , the Agency envisions this change will help encourage the participation of ASTM S ubcommittees in the PBATM approach for their respective alternative test methods. One commenter noted that the Q

- procedure in ATSTM D6299, which relates to the handling of QC material batch transition, is intended to be an alternative approach to the concurrent testing (overlap) protocol. They suggested the option of using either one of the two procedures, and not both the Q

- Procedure and I

- procedure as we had proposed. According to the commenter, the Q

- procedure is technically equivalent to the I

- procedure. They also suggested that for sites opting to use the Q

- procedure, the very first run on the new QC batch should be validated b y either an overlap in

- control result of the old batch, or by a single execution of an accompan yi ng SRM. Then the new result would be considered validated if the single result of the SRM is within the established site precision (R’) of the ARV of the SRM. The Agency agrees that the Q

- procedure is functionall y equivalent to the I

- procedure and that laboratories should be given the flexibility to use either of these two procedures instead of both procedures, as proposed. The Agency also agrees that for sites opting to use the Q

- procedure, the very first run on the new QC batch should be validated by either an overlap in

- control result of the old batch, or b y a single execution of an accompan yi ng SRM. The new result would be considered validated if the single result of the SRM is within the established site precision (R’) of the ARV of the SRM. In response to these comments, we h ave revised our proposed regulations to reflect these suggested changes. We proposed requiring every instrument to test a commerci all y available gravimetric
“ SRM” (“check standard” as defined in ASTM D6299

- 10 e1 ) on a quarterl y basis. We explained that the absolute difference between the mean of multiple back

- to
- back tests of the SRM and the ARV of the SRM that is greater than 0.75 times the published reproducibility of the test method must be investigated b y l aboratory personnel, appropriate action taken, and records kept of the incident and investigation. We propos ed to require that records of the SRM measurements and investigations into an y exceedance of these proposed criteria must be kept for a period of 5 ye ars. Additionall y, we proposed to require l aboratories to pre - treat and assess results from the check standard testing after at least 15 testing occasions 526 , construct “MR” and “I” charts 527

525 See ASTM D6299

- 10 e1 , Annex A1.9 Q

- Procedure. Procedures differ depending whether an I

- chart, MR chart, EWMA chart, Q

- chart or a combination of these charts are utilized by the laboratory. 526 See ASTM D6299

- 10 e1 , Section 8.2 (pretreatment) and Section 8.4 (assessment). Procedures differ depending upon whether a single check standard is used for multiple testing occasions or multiple check standards must be used.Page 374 of 961

with control lines, and maintain control charts, logging, investigating, and correcting underlying causes of an y control limit violations as discussed in ASTM D6299

- 10 e1 . We propos ed to require that records of such incidents and the underlying control charts must be kept by the facility for a period of 5 years. (78 FR 29963.) One commenter suggested that the expanded uncertainty of the ARV should be incorporated into the accuracy qualification criterion as follows: Accuracy qualification criterion = square root [(0.75R)^2 + (0.75R)^2/L ], where L = the number of single results obtained from different labs used to calculate the consensus ARV. According to the commenter, this is because the standard error of the ARV in the consensus

- named fuels may not in all cases be negligible when compared to 0.75R. The Agency agrees with this comment and has incorporated the s tandard error of the ARV in the consensus

- named fuel into the accuracy qualification criteria for determining when appropriate action should be taken during an SQC investigation. Today , the Agency

is also finalizing the Statistical Quality Control requirem ents for absolute fuel parameters, and VCSB

- approved and non

- VCSB proprietary methods that are used for measuring method defined parameters, as proposed. Consistent with our proposal, the Agency is also finalizing requirements allowing use of either the “I” chart or Q

- procedure for validation of new check standards, and the incorporation of the standard error of the ARV in the consensus - named fuel into the accuracy qualification criteria for determining when appropriate action should be taken during an S QC investigation.

h. Agency

Approval Options We proposed to require qualification of onl y proprietary anal yt ical test methods, i.e., non

VCSB test methods for fuel parameters. We also sought comment on whether we should require qualification of all anal yt ica l test methods for fuel parameters. The following section contains a discussion of our propos al, as well as our final decision based on the comments received on our proposal. At proposal, we explained that the approach to performance

- based qualification of test methods would go considerabl y be yond the minimum requirements of the National Technology Transfer and Advancement Act of 1995 in providing flexibility of method choice, and accomplish performance

- based qualification without compromising measurement q uality

. We also reasoned that the primary tools for achieving the latter objective are lab oratory
- specific qualification of method installations and a requirement for across

- the

- board SQC. W e also explained that while EPA would benefit from PBMS, when fi nalized, by no longer having to evaluate new alternative measurement methodologies, this benefit would likely not offset the substantial and unpredictable resource costs involved in administering a qualification process and providing infrastructural suppor t for laboratories’ SQC programs (78 FR 29964

- 65). We proposed qualification requirements for only non - VCSB test methods for fuel parameters. We also proposed excluding designated test methods that have been in operation 6 months prior to finalizing this rule, as well as test methods that are developed by VCSBs, like

527 See ASTM D6299

- 10 e1 , Section 8.4 and appropriate Annex sections for ch art construction and guidance.Page 3 75 of 961

ASTM International or the International Organization for Standards (ISO) from qualification requirements. We had also proposed subjecting laboratories that develop test methods but decide not to offer them for evaluation and establishment through a VCSB

- based organizational process to qualification requirements. 528 We proposed that all test methods subject to qualification requirements must be qualified independentl y b y each anal yt ical laborato ry that wishes to adopt the test method. We explained that this is because such a test method would not have been shown to be capable of accurately measuring the fuel parameter in different laboratories and across a variety of fuel matrices. We also explained that the precision for the candidate anal yt ical test method must be established by a medium

- term series of measurements on production fuels, the workability

of the test method must be verified by at least on other laboratory , and its accuracy must be demonstrated b y direct correlation to the designated anal yt ical test method for the particular fuel parameter. For test methods that have been sponsored and published by a VCSB such as ASTM or ISO, we proposed that the test method must be fully described so that it is replicable in man y different laboratories and so that its operation may be understood b y a technician. We also proposed that the VCSB must have tested the candidate test method in a round robin program against the designated test method, mus t have published a determination that the test method meets the performance criteria as discussed, and must have published the information necessary to correlate the alternative test method to the designated test method. 529 We also proposed that a VSCB

- based alternative test method need not be qualified separately in each laboratory

that adopts it. We explained that this is because the test method’s procedures would have been exhaustively described by

the time the VCSB

- based candidate alternative test method has been through the extensive development process ty picall y required b y a VCSB. We also reasoned that at this point there would be little uncertainly about how the anal yt ical test method is to be applied, and it would have been implemented in a variety of different laboratories and used on a variety of different t ypes of fuels. We continue to believe that the VCSB

- based process gives some confidence that the analy tical test method is likely to be stable in use and can be implemented with very little amb iguity regarding instrumentation, materials, and procedures. As also explained at proposal, VCSB method evaluation protocols have been established, including a recently developed protocol for comparing methods, which provide means for establishing a propo sed VCSB alternative method’s precision parity with the

528 Reasons for not submitting a local method for VCSB evaluation may include the proprietary nature of software or apparatus or the fact that the method is highly matrix

- sensitive and not likely to perform consistently when us ed to analyze fuels with widely varying properties. EPA recognizes that matrix sensitivities may be subtle and methods with such characteristics may have been sponsored and published by VCSB’s. 529 This first approach assumes that a single such equation can be used for all labs using the method, an assumption that may not always hold true. The more detailed discussion of the two approaches that follow s this introduction explores this problem.Page 376 of 961

designated method for the parameter 530 and for determining whether the alternative test method can be adequately

correlated with the designated test method. 531 We also recognized that imposing qualificati on requirements on existing test methods developed b y a VCSB without adequate lead time may be problematic. We thus proposed to give methods published and in operation upon publication of the Tier 3 proposed rule (May 21, 2013) a grace period of one year from the effective date of a final rule to comply with today ’s requirements. We also proposed to exempt existing (i.e., in use for six months prior to publication of the proposal) installations of designated test methods that are method

- defined parameters from the qualification requirement. We reasoned that these installations were stable and capable methods in relatively

experienced hands because they are already

being used to certify

fuels, and that requiring their qualification could be disruptive and b urdensome to both their operators and to whomever manages the qualification process. We further reasoned that such installations would not benefit tangibly from this rule (as b y obtaining access to a desired new method), but would nevertheless bear a newl y - imposed burden. We also proposed record keeping and retention requirements for both VCSB alternative and non

- VCSB test methods. Parties would need to maintain qualification records for demonstrating compliance for a period of 5 ye ars after they cease us e of the particular test method. Parties must also maintain a complete description of the test method and data with statistical analy sis that supports its qualification. We also sought comment on whether the Agency should require qualification of all anal yt ical test method for the fuel parameters of 40 CFR part 80. This would include each designated test method, all alternative test method currentl y allowed b y our regulations, as well as an y other anal yt ical test method regardless of whether the test meth od was developed by a voluntary consensus standards based organization, like ASTM, or if it is a proprietary anal yt ical test method, that is, non

- VCSB test method. We recognized that imposing the qualification requirement on existing and operational instal lations of all methods without adequate lead time may be problematic. We thus proposed to give laboratories (i.e., those in operation when the proposal was published (May 21, 2013)) a grace period of one year from the effective date of the final rule prio r to complying with the requirements being finalized in today ’s rule. We explained that we believed that a year should be enough time to determine whether an existing test method is likely to qualify

or to adopt and qualify a replacement test method if it should fall short. New installations of previousl y accepted methods, including alternatives, would be required to qualify their laboratory

before being put into service just like all other installations of new test methods in a laboratory (78 FR 29964

- 29 965).

530 ASTM D6708

- 08, entitled, Standard Practice for Statistical As sessment and Improvement of Expected Agreement Between T wo Test Methods that Purport to Measure the Same Property of a Material. 531 ASTM D6708

- 08, entitled, Standard Practice for Statistical Assessment and Improvement of Expected Agreement Between T wo Test Methods that Purport to Measure the Same Property of a Material.Page 377 of 961

All comments received were in support of our proposal to require qualification of only non - VCSB test methods for fuel parameters. We also received several comments requesting a compliance period of 18 months from the effective date of this rule rather than one year. According to commenters, this period of time was needed b y the regulated community to help ensure adequate lead time to implement this new performance based measurement s ys tem program especiall y because there of expected modifications bas ed on comments that were received on the proposed PBMS requirements. Thus, there will be a need for further clarification and implementation guidance beyond what was proposed and finalized today . Some commenters noted the discrepancy between the preambl e and regulatory text as it related to the proposed exemption for installations of designated test methods of method

- defined parameters that were in use six months prior to publication of the proposed rule. Consistent with our proposal, the Agency

today i s finalizing requirements for qualification of only non - VCB test methods for fuel parameters, as proposed. We are also finalizing as proposed the exemption of existing (i.e., in use for six months prior to May 21, 2013) installations of designated test me thods from today ’s qualification requirements. Further, in response to comments and in a change from our proposal, we are now providing a compliance period of 18 months from the effective date of this final rule for when these performance based anal yt ical test methods measurement s ys tem requirements at 40 CFR 80.47 will be effective.

3. Downstream Pentane Blending Today ’s action finalizes provisions to allow blender grade pentane to be blended into previously

certified gasoline (PCG) downstream of a crude oi l refinery

. 532 These provisions will become effective [INSERT DATE 60 DAYS AFTER PUBLICATION IN THE FEDERAL REGI STER]. These provisions that are being finalized today are similar to the long standing provisions for blending butane into gasoline at 40 CFR 8 0.82, with additional provisions to provide adequate compliance assurance. Refiners are not able to produce gasoline or BOBs that are as close to the applicable maximum volatility

(RVP) standard in a given area as what can be achieved at a terminal throu gh RVP trimming due to spatial and temporal considerations regarding the shipment of gasoline to terminals. Butane is currently blended into PCG downstream of the refinery in order to trim RVP levels closer to the applicable maximum RVP specifications. B utane blenders are required to test the finished gasoline they produce to demonstrate compliance with the maximum RVP requirements. Testing for RVP is quick, and requires relativel y inexpensive and eas y to operate equipment. Hence, RVP testing can be acc ommodated at a terminal where small (tank truck sized) batches are continually produced b y blending for delivery to retail stations. Testing for other fuel parameters such as sulfur and benzene content requires more costly and technicall y demanding equipm ent that cannot readily be accommodated at a terminal. Such testing can also not be completed in a time frame that is compatible with the need for terminals to quickly move product to retailers in order to maintain adequate supply for consumers. These co nsiderations

532 Blender grade pentane refers to pentane that meets the specifications for either commercial grade or non

commercial grade pentane discussed below and as such may be added to previously cert ified gasoline by pentane blenders meeting the requirements finalized today. .Page 378 of 961

informed the Agency ’s prior decision to allow butane blenders to primaril y rely on testing conducted b y the butane supplier (and the producer of the PCG) to demonstrate compliance with gasoline fuel quality requirements other than maximum RVP. 533 The same considerations exist today regarding blending pentane into PCG. Therefore, we are finalizing provisions to allow pentane blenders to also primarily rel y on testing conducted b y the pentane producer or importer and the producer of the PCG to de monstrate compliance with gasoline fuel quality requirements other than maximum RVP. We are requiring that the test results on the pentane be generated by the producer or importer of the pentane because we believe that it is necessary to identify

a specif ic party that must register with EPA and be responsible for the pentane quality requirements. The fuels regulations place primary responsibility for sampling, testing, reporting and assuring that gasoline meets applicable fuel standards on refiners. The flexibility that this rule provides to butane blenders and pentane blenders does not shift this primary compliance obligation. The rule does, however, provide a limited flexibility for refiners who add these blendstocks to previously certified ga soline . The agency has provided this limited flexibility because of the unique nature of these blendstocks, and because of additional compliance requirements that are imposed on the manufacturers of these blendstocks and the refiners who use these blendst ocks. Refiners who use the special allowance for butane and pentane blending will remain liable for any fuel quality violations, but will be able to rel y on sampling and testing from the butane and pentane manufacturer, if all of the requirements of the r egulations are met. All other refiners, including blender

- refiners, must comply with all of the applicable sampling, testing, reporting recordkeeping and fuel quality standards, and may

not rely on test results from blendstock suppliers. As discussed in Section V.C. of today ’s preamble, the current butane sulfur cap will also apply to blender grade pentane blended into gasoline by until the implementation of today ’s Tier 3 sulfur requirements, when a 10 ppm sulfur cap will apply to both butane and pentane blended into gasoline. The benzene, olefins, and aromatics specifications for “commercial grade” and “non commercial grade” blender grade pentane discussed below are similar to the requirements for butane. We received comments in favor of our proposal to allow pentane blending into PCG. During our discussions with stakeholders following the proposal and from the review of public comments, we became aware of additional potential issues associated with assuring the quality of pentane for gasoline blendin g beyond those that exist for butane. 534 Inresponse to comments and to further limit variability in pentane quality, C6 and higher h ydrocarbons in pentane blended into gasoline must be limited to 5 volume percent or less. We were also made aware of the po ssibility

that parties that handle natural gasoline liquids (NGL) might misinterpret the pentane blending provisions finalized today to apply to natural gas liquids. A pentane stream for

533 Regulation of Fuels and Fuel Additives: Modifications to Standards and Requirements for Reformulated and Conventional Gasoline Including Butane Blenders and Attest Engagement s; Final Rule, December 15, 2005, 70 FR 74552. 534 See the Summary and Analysis of Comments for this rule for a detailed response to comments on the pentane blending provisions finalized today.Page 379 of 961

gasoline blending does not currentl y exist, and there are currentl y varying definitions of NGL, which is sometimes referred to pentanes

- plus. There is also concern about potential contamination if the same equipment is used to transport blender grade and NGL. Today ’s rule finalizes the following additional requirements, that will preclude potential confusion of NGL with blender grade pentane, help ensure that the quality of blender grade pentane is maintained throughout the distribution sy stem, and facilitate EPA enforcement and compliance assurance of the quality

require ments for blender grade pentane. First, producers and importers of pentane for gasoline blending must register with EPA. Such registrations must include sufficient information to demonstrate that the producer or importer will be capable of producing or importing blender grade pentane meeting today ’s quality specifications and that contamination during distribution to the pentane blender can be adequatel y limited. Second, producers and importers of pentane for gasoline blending must test each batch of blen der grade pentane to demonstrate that the quality requirements are met. Third, producers and importers of pentane for gasoline blending must submit an annual report to EPA that includes batch test data and information on the volume produced or imported. These requirements will enable EPA to perform effective oversight of entities that produce pentane for use by pentane blenders. Fourth, pentane blenders must use only blender grade pentane from registered producers or importers. We believe that this req uirement will provide additional assurance that pentane blenders are obtaining product only from legitimate producers. Fifth, pentane blenders must conduct periodic quality

assurance testing on both the commercial grade pentane and the non

commercial grad e pentane that they receive. Sixth, we are requiring a more frequent sampling frequency than is required for butane. For commercial

- grade pentane, pentane blenders must sample and test once for every 350,000 gallons of pentane received, or on c e every thr ee months, whichever is more frequent. For non

- commercial

- grade pentane, pentane blenders must sampl e and test once for every

250,000 gallons of pentane received, or on c e every three months, whichever is more frequent. We believe that the heightened leve l of concern regarding assuring the quality

of pentane used by

downstream blenders warrants these additional requirements. Finally , we are finalizing specific product transfer document and recordkeeping requirements for parties that produce and take cust ody of pentane for gasoline blending. Entities in the distribution chain for blender grade pentane must maintain records of their quality assurance activities to manage contamination while blender grade pentane is in their custody

. We proposed amendments to 40 CFR 80.79 to address the liability and prohibited activities for entities in the blender

- grade pentane distribution sy stem. During our review of the regulations finalized today , we noted that such provisions are already covered under existing regul ations that pertain to entities in the distribution system for butane used b y downstream butane blenders as well as other parties. Therefore, we are not finalizing the proposed amendments to 40 CFR 80.79. A party that blends pentane into gasoline is a refiner, similar to butane blenders. Similar to the butane blending provisions, pentane blending will not be allowed into RFG or RBOB from April 1 through September 30, or into an y RFG or RBOB that is designated as VOC

- controlled. Like butane blende rs, pentane blenders must test the finished gasoline to ensure that the applicable volatility

requirements are met. Consistent with the requirements for butane blenders,Page 380 of 961

pentane blenders will not be subject to other sampling and testing requirements that would otherwise appl y to a refiner, provided that they use blender grade pentane that meets today ’s specifications and conduct today ’s specified quality assurance practices. Testing to demonstrate compliance with gasoline compositional requirements other than maximum RVP will not be required for pentane blender provided that the blender has product transfer documents from the supplier that demonstrate the pentane is “commercial grade”. Until December 31, 2016, commercial grade pentane is defined as pentane that test results demonstrate is 95 percent pure and has the following properties: sulfur ≤ 30 ppm, benzene ≤ 0.03 volume percent, olefins ≤ 1.0 volume percent, aromatics ≤ 2.0 volume percent, and C6 and higher hydrocarbon content ≤ 5.0 volume percent. Beginning January 1, 2017, a sulfur standard of ≤ 10ppm will apply

while the other specifications for commercial grade pentane will remain unchanged. Product transfer documents from the supplier demonstrating the pentane is “non

commercial grade” may

also be used to demonstrate compliance with gasoline quality requirements other than volatility

. Until December 31, 2016, non

- commercial grade pentane is pentane that test results demonstrate as having the following properties: sulfur ≤ 30 ppm, benzene ≤ 0.03 volume percent, olefins ≤ 10.0 volume percent, aromatics ≤ 2.0 volume percent, and C6 and higher h ydrocarbon content ≤ 5.0 volume percent. Beginning January 1, 2017, a sulfur standard of ≤ 10ppm will apply while the other specific ations for non

- commercial grade pentane will remain unchanged. As discussed above, producers and importers of pentane for gasoline blending must test each batch of finished gasoline to demonstrate compliance with these quality requirements. The pentane parameter testing that is required of pentane producer/importers and pentane blenders must be conducted using test procedures that have been approved by the Administrator. No such test procedures are currentl y approved. As part of their registration requirements, pentane producers and importers must specify the test procedures that they will use to demonstrate compliance with the pentane quality requirements finalized today. EPA will continue to work with industry in establishing test procedures for use in meeting pentane testing requirements. We believe that the butane blending provisions have reduced the burden of compliance with EPA gasoline quality requirements. We anticipate that expanding these provisions to allow pentane to be blended into gasoline wil l further reduce the burden of compliance . The requirement that final blen ds must comply with maximum gasoline volatility requirements will ensure that the flexibility

to conduct downstream RVP trimming will not reduce the environmental benefits of EP A’s gasoline quality requirements. Due to its lower volatility compared to butane, larger volumes of pentane than butane can be blended into gasoline while still meeting the gasoline RVP standards. Thus, allowing pentane to be blended into gasoline downs tream of the refinery may displace butane blending. Since pentanes have a lower boiling point than butane, this could result in some environmental benefit from reduced vehicle evaporative emissions. A prominent butane blender stated that allowing pentan e blending would provide an opportunity to increase domestic gasoline supply which in turn could help reduce gasoline prices. One commenter requested that the blending flexibility for pentane be extended to other gasoline range h ydrocarbons such as heav y naptha. We disagree. We are not expanding today ’sPage 381 of 961

provisions beyond pentane. Pentane is a clean burning alkane like butane. The only concern with respect to the effect of downstream pentane and butane blending on vehicle emissions can be addressed thro ugh compliance with gasoline maximum volatility requirements. Less is known about the potential impacts on vehicle emissions of the downstream blending of blendstocks other than butane and pentane. We note that such blendstocks can still be utilized by r efiners. Allowing blending of heavier boiling range h ydrocarbons, such as heav y naptha, would also likely

raise additional compliance assurance issues. Similar to butane, blender grade pentane requires special pressure vessels for transport, storage, and blending into gasoline due to its relatively

high vapor pressure / boiling point. 535 These special equipment and handling needs present a significant barriers to entry into the pentane blending market, thereby limiting the potential number of parties engag ed in the market. The substantial investments needed for such special equipment also provides assurance that parties engaged in the pentane blending market will be motivated to comply with EPA requirements. These factors make us confident that the compli ance assurance requirements finalized today are sufficient to support provisions for pentane blending. On the other hand, in the case of heavier h ydrocarbons that are liquid under ambient conditions, gasoline handling equipment could be used. This would greatly multiply the number of potential parties that could supply product to downstream blenders, thereb y substantially

increasing compliance assurance concerns. Therefore, we are not finalizing provisions for downstream blending other than those for pentane at this time.

4. Acceptance of Top Tier D eposit Control Test Data Today ’s action finalizes the proposed amendments to EPA’s gasoline deposit control regulations to accept test data collected for the industry

- based “Top

- Tier” deposit control program as d emonstration of compliance with EPA’s intake valve deposit (IVD) and fuel injector deposit (F ID) control requirements. The “Top Tier” deposit control gasoline standards developed b y four major automakers are based on the premise that a more robust level o f the control of vehicle engine and fuel s ys tems beyond that provided by the EPA deposit control requirements is desirable and necessary for current vehicle technology

. 536 Several major gasoline marketers have adopted Top Tier for their gasoline. It is wi del y accepted that conformance with the Top Tier IVD and FID control testing requirements is more challenging than complying with the standard EPA IVD and FID testing requirements. A ccept ing IV D/FID test data that complies with the Top Tier requirements i n place of the standard EPA IVD/FID testing requirements will provide significant saving s to industry from reduced deposit control testing while maintaining the emissions benefits of EPA’s gas oline deposit control program. These changes are being codified in the regulations at §§80.161(b), 80.163(a)(1)(iii), 80.164(a), 80.165, 80.167(a), 80.176, and 80.177. The comments we received were in favor of the proposal to accept test data that demonstrates compliance with the Top Tier program as alternative compli ance data under EPA’s

535 The boiling point of pentane is ~ 97° F and butane is ~30° F. 536 The industry

- based Top Tier deposit control program is discussed at http://www.toptiergas.com/Page 382 of 961

deposit control program. Chevron stated that their extensive experience with deposit control and related vehicle/engine performance testing, combined with the vast body of technical literature on the subject, shows that compliance wi th Top Tier IVD/FID requirements provides improvements in emissions and performance compared to fuels with deposit control additive levels that merel y meet EPA’s deposit control requirements. Chevron identified a typographical error in the proposed regulations to codify the Top Tier testing requirements at §80.177(b)(1)(iv). The proposed regulations stated that test fuel used in IVD testing must contain no less than 240 ppm sulfur. This error is corrected in the regulations finalized today to state that test fuel used in IVD testing must contain no less than 24 ppm sulfur, consistent with the Top Tier deposit control standard.

5. Potential Broader Regulatory Streamlining Through Program Restructuring The current set of fuel regulations is the result of programs that have been established over the ye ars to reduce emissions from mobile sources. These programs include gasoline volatility (RVP), reformulated gasoline and anti

- dumping, sulfur control (which today ’s Tier 3 program will revise), mobile source air t oxics (MSAT1), benzene control (MSAT2), and the renewable fuel standards (RFS). Most of these regulations have been amended numerous times. The RFG and anti

- dumping regulations in particular contain some of the more extensive requirements on sampling, tes ting, and reporting. They also have some of the more stringent restrictions on gasoline use (e.g., restricting where fuel produced can be sold, what it may be commingled with, etc.). EPA used the RFG and anti

- dumping rules as the foundation for many aspe cts of subsequently

developed fuel regulatory programs. However, the subsequent rules, considered as a whole, have supplanted most of the RFG and anti

- dumping standards. For this reason, we proposed to streamline the regulations in several places as desc ribed above. Initial discussions with fuel industry representatives have indicated that a comprehensive review of the complete set of fuel regulations contained in 40 CFR p arts 79 and 80 (“Registration of Fuels and Fuel Additives” and “Regulation of Fuels and Fuel Additives,” respectivel y) of the Code of Federal Regulations could lead to further streamlining of the regulations beyond the streamlining provisions being finalized today

. EPA expects that further streamlining would result in more efficient and less costly

compliance determinations for affected parties while maintaining the environmental benefits of the programs. However, in many cases such changes could require not just the removal or streamlining of existing provisions but also the replacement of several provisions with new, less onerous ones that require further development, notice and comment. We intend to continue to seek comment in future actions on potential areas in the fuel regulations that may benefit from such a more comprehensive str eamlining effort. For example, it may be possible for the RFG VOC standard to be met if a sufficiently stringent RVP level is attained. Under this scenario, sampling and testing requirements at the refinery would be reduced. Another potential scenario c ould involve consolidation of some RFG and anti

- dumping rules; for example, a single set of rules governing the treatment of downstream ethanol blending and in

- use survey s could provide greater efficiency and flexibility

regarding fuel distribution. We rec eived a number of comments supporting the concept of further streamlining in 40 CFR parts 79 and 80, including suggestions for additional areas of the regulations to consider in the future.Page 383 of 961

**B. Engine, Vehicle and Equipment Programs**  **Amendments** We are amending several regulatory requirements for motor vehicles and other ty pes of vehicles and engines. These changes are intended to align with the Tier 3 standards and to make various adjustments and corrections to the regulations. We are also removing large port ions of obsolete regulatory

text and updating cross references accordingl y. 1. Fuel Econom y Labeling EPA adopted updated fuel econom y labeling requirements in 40 CFR part 600 on July 6, 2011. 537 The label display s a smog rating based on relative emission rate s for certified vehicles. With new Tier 3 standards, this rating scale becomes less useful, since the Tier 3 standards disallow certification to half of the existing smog ratings. We are therefore adopting a new transitional smog rating scale starting in model year 2018. Manufacturers choosing to transition to the Tier 3 NMOG+NO X standards based on a percentage phase

- in may continue to meet Tier 2 standards for the “phase

- out” fraction of the fleet through model year 2020, but must use a new smog rating scale that lines up, to the extent possible, the Tier 2 standards with the new Tier 3 scale. We believe it is appropriate to shift to the new transitional smog rating scale in model ye ar 2018 to reflect the start of Tier 3 program for the majority of vehi cles. The smog rating scale ranges from 1 to 10. The federal Tier 3 program comprises seven different NMOG+NO X emission certification levels. In addition, the California ZEV program for 2018 and later model years includes a unique TZEV category , which falls between a ZEV (Bin 0) and a SULEV20 (Bin 20), resulting in a total of eight emission standards. 538 EPA received comment asking that we develop appropriate ratings that account for both the exhaust certification and all

- electric range of TZEV vehicles. EPA plans to develop guidance for smog ratings for TZEV vehicles in its annual fuel economy guidance letter. Therefor e we are not finalizing a smog rating for California TZEV vehicles at this time. As proposed, w e are omitting rankings 2 and 4 to help convey the larger absolute differences in the g/mile standards between Bins 70 and 125 and Bins 125 and 160. We are al so adjusting the scale again in model year 2025 , once the Tier 3 standards are fully implemented, so that, the middle of the scale (a smog rating of 5 or 6) is equivalent to the fleet average standard of 0.030 g/mile for NMOG + NOx, consistent with the fue l economy and greenhouse gas rating. We revised the regulations slightly after the proposal to accommodate the presence of LEV III vehicles in 2017 and earlier model years.

2. Removing Obsolete Regulatory Text EPA regulations for highway and nonroad engines, vehicles, and equipment in many cases appl y for a range of model years before being replaced b y a new set of standards,

537 76 FR 39478 (July 6, 2011). 538 http://www.arb.ca.gov/regact/2012/zev2012/fro2rev.pdfPage 384 of 961

requirements, and other provisions for i mplementing a program that changes to reflect technological innovation, changing environmental needs, new business dyn amics, and other factors. We are taking steps in this rulemaking to remove substantial portions of regulatory text that no longer have an y regulatory significance, generall y because they have been superseded by newer provisions. In many cases, this simply

involves removing paragraphs or sections related to certifying products that no longer apply to 2004 or newer model years. In other cas es, we can remove whole subparts that apply onl y to engines and vehicles that have reached the end of their useful lives for the purpose of regulation. For example, the in

- use regulations from 40 CFR part 86, subpart H, applied only for 1993 through 2003 model year light

- dut y vehicles, light

- dut y trucks, and medium

- dut y passenger vehicles. Also, the National LEV standards in 40 CFR part 86, subpart R (and in Appendix XIII through XVIII of part 86), applied only for 1999 through 2003 model years. These subparts, and references to that content, can be removed from the CFR. Similarly , the provisions of 40 CFR part 86, subpart A, applied to light

- duty vehicles only through model year 2000 for light

- dut y vehicles and model year 2004 for light

- dut y trucks and c hassis

- certified heavy

- dut y vehicles. Much of that subpart continues to apply for heav y duty engines, so the obsolete portions must be removed more selectivel y. We are removing substantial portions of 40 CFR part 86, subpart A, to omit text that applies only for light

- duty vehicles or light

- duty

trucks, and additional portions that do not apply for any 2004 or newer model years. There are also instances where we are streamlining the organization of regulatory sections in 40 CFR part 86. For those place s where there is a new section for a given model year where all the old provisions continue to apply , and the new section introduces a narrow additional provision, we are cop yi ng the new paragraph into the section for the older model

- ye ar provisions, with descriptive language in place to say when the new provision applies as appropriate . This consolidation allow s us to take out numerous sections that can lead to confusion for the reader. The following sections describe additional changes to remove material.
a. Certification Short Test and I/M Provisions Inspection and maintenance (I/M) programs have been implemented by state and local governments for man y years. These programs have been effective at identifying vehicles that need some kind of repair to resto re the performance of a vehicle ’ s emission control sy stem. In that context, they

have also provided useful information to facilitate warranty coverage where defective components or sy stems were still covered by the manufacturer’s warranty , as required by section 207 of the Clean Air Act. In 1993, EPA adopted a requirement for the certification short test (“CST” or “cert short test”). 539 The purpose of the cert short test was to correlate the vehicle manufacturer’s certification and I/M testing. Under this approach, the vehicle manufacturer certifies that a properly maintained and operated vehicle will pass I /M testing.

539 58 FR 58382 (November 1, 1993)

.Page 385 of 961

When such a vehicle fails I/M during the warranty period, the manufacturer is responsible for the cost of repairs necessary

to correct the problem so the vehicle can pass the I/M test. EPA adopted requirements in 1993 for manufacturers to design and build their vehicles with OBD, which provides performance feedback for evaluating whether emission control sy stems are functioning properl y. Th is rule, combined with fleet turnover, has resulted in vehicles subject to I/M being equipped with OBD. The standard protocol for I/M programs now depends on the OBD s ys tem instead of tailpipe tests to determine which vehicles need maintenance. Since vehi cle manufacturers have to certify the performance of OBD s ys tems as part of the certification process, the use of OBD for I/M testing also provides a basis for determining that emission repairs are covered b y the manufacturer’s warranty, when necessary. F or man y ye ars, manufacturers have submitted a compliance statement for certification instead of submitting data to demonstrate that they meet the standards associated with the cert short test. Since emission measurements are no longer part of an y standardized I/M testing, it has become clear that OBD s ys tems have completel y replaced the cert short test as the means of making warranty determinations for I/M testing. We are therefore entirel y removing the cert short test standards and test procedures from 4 0 CFR part 86, subparts O and S, and similarly removing the emission measurement procedures from 40 CFR part 85, subpart W. The remaining regulatory text in 40 CFR part 85, subpart W, relates onl y to the role of OBD testing in the determination of manufact urers’ warrant y obligations resulting from I/M testing. In addition to removing material that no longer applies based on model years, we are updating this remaining text in two way s. First, we are expanding the scope to include medium

duty passenger vehi cles since these vehicles are now subject to both OBD certification requirements and I/M testing. Second, we are replacing all citations to SAE reference procedures with a cross

- reference to 40 CFR 86.1806, which accounts for the relevant OBD reference procedures. This avoids the possibility of changing the certification procedures in a way that departs from the I/M and warrant y provisions. Since these programs are paired, there will never be a need to specify different reference procedures for the two p rograms. b. Testing for Heav y - Dut y Highway Engines We recentl y completed the migration of test procedures for heav y- dut y highway engines from 40 CFR part 86, subpart N, to 40 CFR part 1065. Now that these manufacturers are all relying on the new test procedures, we are eliminating the regulatory provisions that no longer apply . This involves large portions of text in 40 CFR part 86, subpart N, that have been superseded b y analogous material in 40 CFR part 1065, such as anal yz er specifications, calibration procedures, calculation methods, and fuel specifications. The obsolete text also included several references to 40 CFR part 86, subpart D, which we will also no longer print in the CFR. We are keeping regulatory provisions in 40 CFR part 86, subpart N, th at serve as the “standard

- setting part” for matters related to testing, such as the duty c ycl es and not

- to
- exceed test procedures. These provisions are unique to heav y - dut y highway engines and are therefore not suitable for the general test specifications in 40 CFR part 1065. We will eventually migrate these remaining provisions to 40 CFR part 1036, where we already describe the greenhouse gas emission standards and certification requirements for heav y - dut y highway engines.Page 386 of 961

In the case of testing in

- use e ngines that were originally certified using the procedures in 40 CFR part 86, subpart N, we are including a regulatory provision to allow EPA and manufacturers to continue to use the original certification procedures as a pre

- approved alternate procedure.
c. Testing for Heav y - Dut y Highway Vehicles The regulations at 40 CFR part 86 , subpart M, describe how to test heavy

- duty vehicles above 14,000 lbs GVWR to demonstrate compliance with evaporative emission standards. Most of these provisions are identical to those that apply under 40 CFR part 86, subpart B. As described in Section IV.C, we are eliminating subpart M and replacing it with a simple instruction to test these heav y - dut y vehicles using the procedures of subpart B, with a small number of appropriate modifications noted as exceptions to the light

- duty test procedures. d. Service Information Requirements for Light

- Dut y Vehicles The service information regulations were originally adopted for light

- dut y motor vehicles 40 CFR 86.038

- 96. These requirements a pplied for 1996 and later model year vehicles. Starting with the 2001 model year, these same requirements were copied into §86.1808

- 01. These two sets of requirements are identical except for the model year applicability and a variet y of very minor styli stic differences. We are revising the service information regulations in §86.1808

- 01 to apply also to 1996 through 2000 model year vehicles, and to correct several typographical and formatting errors. These changes should have no practical significance, since the requirements are the same in both regulatory sections. 3. Motorcycle Driving Schedules The CFR includes two separate driving schedules for motorcycles. The first, for motorcycles at or above 170 cubic centimeters (cc), is identical to that used for light

- dut y vehicles except that the speeds are converted to kilometers per hour. The second driving schedule, for smaller motorcycles, is also identical except for a period of about three minutes of reduced

- speed operation. To simplify this arrangement, and to better incorporate the new LA

- 92 driving schedule described in Section IV.B for heavy

- dut y vehicles, we are eliminating the identical portions of these drive schedules. This revised approach involves referencing the driving schedule for light

- duty vehicles with instructions to convert to kilometers per hour and round the resulting speeds to the nearest 0.1 kilometers per hour, instead of repeating the driving schedule just to publish the same speed trace in different units. The unique portion of t he driving schedule is laid out, with reference to the light

- duty driving schedule for the portions that are unchanged. This is not intended to cause any change in the current requirements or practices for certifying motorcycles.

4. Updating Reference Proced ures The regulations in 40 CFR part 1065 depend on a large number of reference procedures and technical standards from ASTM, SAE International, and I SO, among others. These reference procedures and technical standards are updated periodically to keep them current with ongoing developments in the field. Man y times these changes include onl y minor corrections orPage 387 of 961

clarifications. In other cases the updates incorporate new test methods, accommodate changing engine technologies, or other more substantive chang es. Whether the updated reference documents involve major changes or not, it is important for the regulations to rely on documents that are readil y available. Toward that end, we are updating §1065.1010 with the latest versions of all the reference proce dures and technical standards that we were able to identify

. In areas of the regulations other than part 1065, we are generall y updating the regulation to rely on the latest reference documents where we are changing or adding a provision that depends on one of these reference documents, but we are not making broad or universal changes to these references in other parts of the regulation

. One particular area of interest relates to rounding. As described in Section IV. H .3, we are defining “round” for 40 CF R part 86 to have the meaning we give in 40 CFR 1065.20, which spells out a detailed rounding protocol that is consistent with ASTM E29 and NI ST SP811. This definition of “round” will defer to existing references in part 86 so that the part 1065 protocol will apply

onl y where we do not specificall y refer to ASTM E29. This is not intended to change the policy for calculating or reporting numerical quantities, but rather to clarify the protocol and avoid the administrative complication of referencing multip le versions of the ASTM document. We expect to eventually

remove all mandatory

references to ASTM E29 and NI ST SP811 and rely exclusively

on §1065.20 as the method for rounding numerical quantities. 

## VII. **What ar e the Cost Impacts of the Rule?**  We have estimated the costs for both the vehicle standards described in Section IV and the fuel standards described in Section V. This section summarizes these costs, while further information on the methodology we used to develop these costs can be found in Chapters 2 an d 5 of the RIA. Section VII.C provides a summary of total costs for the final vehicle and fuel programs together. For a comparison of the program costs to the monetized health and welfare benefits, see Section VIII. **A. Estimated Costs of the Vehicle Standard**  **s** To determine the cost for vehicles, we first determined which technologies were most likely to be applied b y vehicle manufacturers to meet the standards. These technologies were then combined into technology packages which reflected vehicle design attri butes that directl y contribute to a vehicle’s emissions performance. The attributes considered included vehicle type (car or truck), number of cylinders, engine displacement, and the type of fuel used (gasoline or diesel). We also created separate packag es for light

- duty and heav y - dut y trucks and vans. In estimating both cost and technology application, we have relied on publicly available information (such as that developed b y California or submitted as comments on the proposal ), confidential informatio n supplied by individual manufacturers and suppliers, and the results of our own in

- house testing. The technology packages that we developed represent what we consider to be the most likely average emissions control solution for each vehicle type.Page 388 of 961

In gene ral, we expect that the majority of vehicles will be able to comply with the Tier 3 standards which we are adopting through refinements of current emissions control components and sy stems. Some vehicles may require additional emission controls, such as large trucks with large displacement engines (in particular, LDT3s and LDT4s). Overall, smaller, lighter

- weight vehicles will require less extensive improvements than larger vehicles and trucks. Specifically , we anticipate a combination of technology upgra des including:

 Cataly st Platinum Group Metal (PGM) Loading. Increased catal ys t application of precious metals.

 Optimized Close

- coupled C ataly st: Improvements to the catal ys t sy stem design, structure, and packaging to reduce light

- off time.

 Optimized Ther

mal Management: Overall thermal management of the emissions control sy stem to shorten the time it takes for the cataly st to light

- off.

 Secondary

Air Injection: Increased application of secondary air injection for some 6

- cylinder and larger engines.

 Engin e Calibration: Engine control and calibration modifications to improve air and fuel mixtures, particularly at cold start and/or to control secondary air and hydrocarbon adsorbers.

 Hydrocarbon Adsorber: Limited application of hydrocarbon adsorbers to trap hydrocarbons during cold start and release the hydrocarbons after the cataly st lights off.

 Evaporative Emissions Controls: Improved evaporative emissions sy stems, including canister scrubbers, more permeation

- resistant materials, and improved s ys tem inte gration. 1. What Changes Have Been Made to Vehicle Program Costs Since Proposal? Chapter 2 of the final RIA contains details about what changes have been made since the proposal and wh y we have made those changes. We have made several changes since the propo sal, but two changes have significant impacts on the final rule vehicle costs and help to explain the large reduction in cost estimates between proposal and final rule. The first of these significant changes involves the catal ys t platinum group metal (PGM ) loading costs. As commenters pointed out, the cost estimates in the proposal have become dated, as they were based largely

on four

- ye ar - old estimates of the CARB LEVIII program. For this final rule, we have developed a more robust cataly st loading cost estimate using a methodology suggested b yPage 389 of 961

one commenter. 540 This more robust estimate results in lower costs than estimated in the proposal. The second significant contributer to reduced final rule cost estimates is the use of the MY 2017

- 2025 fleet mix pro jected to result from the most recent GHG and fuel econom y rules. That projected fleet mix shows a large percentage of four

- cylinder engines (generally these are inline engines, or I4), which are less costly to modify

to achieve Tier 3 compliance than the proposal’s projected MY 2012

- 2016 fleet mix, which included many more V

- configuration six

cylinder (V6) and eight

- cylinder (V8) engines. We mentioned in the preamble to the proposal our intention to use the projected MY 2017

- 2025 fleet for our final rule cost analy sis (see 78 FR 29970).We have made man y other updates to the anal ys is for this final rule. For example, we reviewed the MY2013 certification database to evaluate the certified emission levels of the fleet. We found that many

vehicles are alre ady being certified with emission levels that would meet final Tier 3 standards. Further, man y vehicles have certified emission levels that are 70% of the 0.30 g/mi NOx+NMOG standard, meaning that sufficient compliance margin exists for those vehicles to comply

with Tier 3 without any

additional costs. 541 Our final rule estimates no exhaust emission

- related Tier 3 costs for these vehicles (evaporative emission

- related costs are discussed below). We have also concluded that active HC adsorbers are not expect ed on any vehicles and, instead, a passive HC adsorber will be used. The passive HC adsorber is considerabl y less costly . We base this on comments from MECA and I CCT and on confidential business information (CBI) provided by Tier 1 suppliers after the proposal. 542 We have also decreased our evaporative emission control costs, in part because of the high penetration of gasoline engines with direct injection as projected b y the MY 2017

- 2025 GHG and fuel econom y rules. Direct injection removes a large source of evaporative emissions and, thus, means fewer vehicles need to add certain evaporative control technologies. We have also decreased the penetration rates of secondary

air injection in the later years of the program, for reasons described below. Lastl y , we have modified very slightl y our indirect cost markups to account for the fact that most of the research and development efforts required of auto makers are in response to CARB’s LEV III rule and need not be conducted again for Tier 3 compliance. We hav e made some changes that have increased costs, although the cost increases are smaller in magnitude than the cost decreases from other changes so, on net, estimated vehicle

level costs are lower than in the proposal. One such change was to increase the en gine calibration costs (from roughl y $2/vehicle to $5/vehicle), to cover expected calibration efforts

540 ICCT Comments in Response to the T ier 3 Proposed Rulemaking, Docket ID No. EPA

- HQ

- OAR

- 2011

- 0135

- 4304; Posada, Francisco, et. al., “Estimated Cost of Emission Control Technologies for Light

- Duty Vehicles Part 1

– Gasoline,” SAE 2013

- 01

- 0534, 4/8/2013. 541 As discussed in Section IV, we expect manufacturers to target 60

- 80% of the standard, or 20

- 40% compliance margins under Tier 3. 542 See ICCT, Docket ID No. EPA

- HQ

- OAR

- 2011

- 0135

- 4304, at page 11 of 21; see MECA, Docket ID No. EPA

HQ

- OAR

- 2011

- 0135

- 4675, at page 3 of 7.Page 390 of 961

associated with PM control on direct injected gasoline engines. We have also increased the penetration rates of the technology we term “optimized thermal management” for some vehicle classes. This was done to ensure that all vehicles adding technology include costs for either optimized close

- coupled catal ys ts or optimized thermal management b y setting the combined phase

- in rate in each vehicle category to 100%. Another change was to update all costs from 2010 dollars to 2011 dollars. 543 With respect to total program costs, the significant change since proposal was to exclude costs incurred on vehicles sold in all states (California and elsewhere) that have adopted the California LEVIII program. As a result, our estimated costs per vehicle are applied to millions fewer vehicles in the final rule, thus making the total program costs considerably lower. And finally , we have included operating savings (fuel savings) associated with avoiding the loss of fuel that would have otherwise evaporated absent the new Tier 3 controls. The otherwise evaporated fuel is ultimately used to propel the vehicle, thus providing a savings to the consumer. 2. Summary

of Vehicle Program Costs As in the proposal , we have developed our costs with respect to a given vehicle ty pe and the ty pe of engine with which it is equipped. The final cost per vehicle is the result of not only the cost per technology , but also the application rate of that technology for each vehicle type. For example, while the $ 119 ( 2017 cost in 2011$ ) cost of secondary air injection is the same for both a 6

- cylinder (V6) and 8

- cylinder (V8) application, we anticipate that only 25 percent of the V6 and 75 percent of the V8 passenger car applications will require it in MY2017

. In the same way , we anticipate that light truck applications will not add that technology until MY2018, again at a 25%/75% penetration rate for V6/V8 applications, respectivel y. Table VII

- 1 below shows our estimate of the cost of each of the emission control technologies for the gasoline vehicles affected b y this final rule. Table VII

- 2 provides the anticipated application rate of the technology

by vehicle type. Note that all of the costs shown in this section are in 2011 dollars and are marked

- up by

an Indirect Cost Multiplier (ICM) so they include both direct and indirect costs. (For details of regarding IC M s and their application refer to Chapter 2 of the RIA.)

543 We have updated 2010 dol lars to 2011 dollars using the Gross Domestic Product (GDP) price deflator as reported by the Bureau of Economic Analysis on May 30, 2013. The factor used, taken from Line 1 of Table 1.1.4 Price Indexes for Gross Domestic Product , wa s 1.035 to convert fro m 2009$ and 1.021 to convert from 2010$. For example, to convert from 2010$ to 2011$, we calculated the (value in 2010$)x1.021=(value in 2011$).Page 391 of 961

**Table VII**  **- 1**  **MY 2017 Technology Costs by Gasoline Engine Type (**  **2011 $)**  **a** Technology PC I4 PC V6 PC V8 LT

I4 LT V6 LT V8 HD c Class 2b HD Class 3 >14K HD d C ataly st Loading $ 43 $ 68 $ 101 $50 $75 $108 $ 59 $59 N/R Optimized Close

coupled Cataly st $24 $48 $ 71 $24 $48 $ 71 N/R N/R N/R Optimized Thermal Management $36 $36 $36 $36 $36 $36 $36 $36 N/R Secondary Air Injection N/R b $119 $119 N/R $119 $119 N/R N/R N/R Engine Calibration $ 5 $ 5 $ 5 $ 5 $ 5 $ 5 $ 5 $5 N/R Hydrocarbon Adsorber N/R N/R $20 N/R N/R $20 N/R N/R N/R Evaporative Emissions Controls $ 15 $ 15 $ 15 $14 $14 $14 $ 11 $17 $17

a PC=passenger car; LT=light truck; I4 = In

- line 4

- cylinder ; V6 = 6

- cylinder, V8 = 8

- cylinder b N/R

– Not Required c Heavy

- duty d Gasoline onlyPage 392 of 961 **Table VII**  **- 2**  **Technology Application Rates for Gasoline Vehicles** Technology PC I4 a PC V6 a PC V8
a LT I4 b LT V6 b LT V8

b Class 2b & 3 b >14K HD c Cataly st Loading 100% 100% 100% 100% 100% 100% 100% 0% Optimized Close

coupled Cataly st 50% 60% 75% 50% 60% 75% 0% 0% Optimized Thermal Management 50 % 40 % 25% 50 % 40 % 25% 25% 0% Secondary Air Injection d 0% 25% 75% 0% 25% 75% 0% 0% Engine Calibratio n 100% 100% 100% 100% 100% 100% 100% 0% Hydrocarbon Adsorber 0% 0% 15% 0% 0% 15% 0% 0% Evaporative Emissions Controls 100% 100% 100% 100% 100% 100% 100% 100%

a MY2017 and later b MY2018 and later (Note that, for the vehicle cost analysis, LDT1/2/3/4 are treated collectively as light trucks.) c Gasoline only d Secondary air injection penetration rates ramp down from values shown here as follows: Pass enger car and light truck V6 gasoline: 25/25/25/15/15/5/5/5/5% beginning in 2017 except for light trucks which have a 0% penetration in MY2017; Pass enger car and light truck V8: 75/75/ 7 5/65/65/55/55/45/45% beginning in 2017 except for light trucks which have a 0% penetration in MY2017.
Note the footnote to Table VII

- 2 describing the penetration rates used for secondary air injection sy stems in V6 and V8 gasoline vehicles. In the proposal, we did not use a ramped down penetration rate like that being used in this final rule for this technology . We have revised the penetration rates in this final rule because of the historical pattern b y which secondary air injection has been implemented in the light

- dut y fleet. Generall y, secondary air makes an appearance in the early

implementation stages and then is slowly phase d out as auto makers learn more about and become more comfortable with their ability to meet any

new emission standards with a lower degree of reliance on secondary air. Presumably , this technology is added in the earl y stages because it provides effectiv e and relatively easily implemented cold temperature control for difficult applications in which auto makers tend to consider every technique at their disposal to ensure full useful life compliance. Then, as experience is gained, the secondary air injecti on sy stems slowly

disappear from the new light

- dut y fleet due to its relatively high cost. We expect a similar implementation pattern in response to Tier 3. This position is corroborated by I CCT in their comments where they say , in the context of LEV II vehicles meeting the LEVPage 393 of 961

III standards, “In some cases it was easier and cheaper for manufacturers to add existing hardware (i.e., secondary air injection) than to invest the engineering resources to full y optimize precise air/fuel control and fast light

- o ff strategies, or to develop new hardware” (emphasis added). 544 Medium Duty

Passenger Vehicles (MDPVs) were included in the light

- dut y fleet as part of Tier 2. Given their current certification requirements for criteria pollutants, we have included the co sts for MDPVs to meet the Tier 3 standards with the light truck cost estimates. We do not expect that the technologies required to meet the Tier 3 standards for MDPVs will be different from those applied to light trucks (with V8 engines) , as in man y cases there are identical powertrains and chassis between the large light truck and MDPV platforms. We also expect that some manufacturers may continue to build and sell light

- duty diesel vehicles and certify

those vehicles to Tier 3. All light

- dut y diesel veh icles currentl y being sold in the federal fleet are equipped with some means of controlling NO X emissions, either a Lean NO X Trap (LNT) or selective catal yt ic reduction ( SCR) system. As these sy stems are already very effective in controlling NO X emissions , we expect that they will remain the primary emissions control sy stems to meet Tier 3. Similar to gasoline engines, diesel powertrains may be required to improve the effectiveness of their emission control systems during cold start. Therefore, we have developed our costs for diesels with the expectation that the incremental costs will be realized to improve LNT and SCR systems during cold start. The improvements have been categorized as general SCR optimization, which include packaging changes to the S CR system to allow faster light off; o ptimized thermal m anagement, to reduce the thermal mass of the sy stem and allow more of the combustion heat to reach the SCR system sooner; and the calibration work associated with both of these changes. Table VI I

- 3 below describes both the cost of the technologies as well as their anticipated application rates. **Table VII**  **- 3**  **MY 2017 Technology Costs and Application Rates for Diesel**  **Engines ( 2011**  **$)**

Technology Diesel Engine Costs (all ty pes) Li ght

- dut y and

Heav y- dut y Application Rate Optimized Thermal Management $36 25% Engine Calibration a $2 100% SCR Optimization $ 59 100%
a These engine calibration costs are the same as the prop osal since the increased calibration costs associated with gasoline direct injection do not apply for diesels

. We also estimated costs for HDVs between 8,501 and 14,000 lbs GVWR and for gasoline HDVs above 14,000 lbs . Vehicles in this range are often ref erred to as Class 2b (8,5001

- 10,000 lbs) , Class 3 (10,001

- 14,000 lbs) and Class 4 and above (>14,000 lbs) vehicles and are typicall y full

- size pickup truck and work vans. We applied the same process to the heavy

- dut y vehicles as

544 See EPA

- HQ

- OAR

- 2011

- 0135

- 4304 at page 11 of 21.Page 394 of 961

we did to the light

- dut y v ehicles. Heav y - dut y costs and application rates are included in Table VII

- 1 , Table VII

- 2 , and Table VII

- 3 above. We have also considered the impacts of manufacturer “learning

- by

- doing” on the technology

cost estimates. We reflect the phenomenon of volume

- based learning curve cost reductions in our modeling using two algorithms, depending on where in the learning cycle (i.e., on what portion of the learning curve) we consider a technology to be: the “steep” portion of the curve for newer technologies and “flat” portion of the curve for more mature technologies. We have made no changes to the application of learning curve cost red uctions relative to the proposal. For details surrounding learning

- by

- doing, please refer to Chapter 2 of the final RIA. The evaporative emissions standards that we are adopting will impose relatively small cost impacts. We estimate the cost of s ys te m improvements, including indirect cost s , to be less than $17 (MY2017 cost in 2011$) per vehicle, for all vehicle classes. This incremental cost reflects the cost of moving to low

- permeability materials, reduced number of fuel

- sy stem connections, longer c ontiguous lengths of plumbing, and low

- permeation connectors. We believe that learning is also appropriate for evaporative emissions control systems as described above and in more detail in Chapter 2 of the RIA. We have used the individual technology co sts discussed briefl y here and in more detail in Chapter 2 of the RIA to estimate package costs for each of the different gasoline and diesel engine ty pes in the fleet (i.e., I4 passenger car, V6 passenger car, etc.). We have then multiplied these package costs by

the project ed sales estimates for the years 2017 and later. The projected sales estimates used, as noted earlier, represent the future fleet mix rather than today ’s fleet mix. That fleet mix is discussed in more detail in Chapter 2 of the RIA. With these total annual costs, we then determined the sales

- weighted average cost increase for all passenger cars, light trucks and heav y - dut y vehicles. Table VII

- 4 below provides our estimates of the incremental cost per vehicle b y model ye ar for both tailpipe and evaporative emissions standards. These values reflect the total direct and indirect manufacturing costs as well as the appropriate learning

- by

doing effects . As stated above, a large portion of the cos t is incurred in the initial model years. Costs then continue to rise as the percentage of vehicles complying with the final standards increases through MY 2025. We have estimated costs consistent with the fact that manufacturers would be required to st art the phase

- in of Tier 3 standards in MY2017 for vehicles under 6,000 lbs GVWR and the expectation that MY2018 will begin the phase

- in for vehicles greater than 6,000 lbs GVWR. Based on the declining fleet averages for cars and trucks, we have apportion ed our estimates for full compliance across the phase

- in years as a percentage of the final standard. Manufacturers will be required to move from a Tier 2 Bin 5 fleet average in MY 2017 (for vehicles <6,000 lbs GVW). This results in a significant step in stringency . As a result, a large portion of the costs are expected to be incurred in the initial model years. Finall y, manufacturers have the opportunity

in MY 2015 and MY 2016 to earn Tier 3 credits by producing a fleet that is cleaner than the current Ti er 2 requirements. While we expect that most manufacturers will earn credits, either b y selling California vehicles as 50

- state vehicles or by certifying existing vehicles to lower Tier 2 bins, we have not reflected these credits in our cost analy sis. In that way , we believe that our cost estimates are conservative.Page 395 of 961 **Table VII**  **- 4**  **Per Vehicle Technology**  **Costs by Model Year (2011$)**  **a Model Year**  **2017 2018**  **2019 2020**  **2021 2022**  **2023 2024**  **2025** Passenger car $46 $51 $ 53 $57 $59 $63 $63 $64 $65
Li ght truck $0 $73 $78 $82 $86 $88 $87 $87 $86
Li ght

- dut y Combined $29 $59 $62 $66 $68 $72 $71 $72 $72
Class 2b $0 $44 $51 $60 $66 $75 $71 $70 $69
Class 3 $0 $33 $41 $49 $57 $65 $62 $61 $60 >14,000 pound HD $0 $10 $10 $13 $ 13 $16 $15 $15 $15

a Costs shown include costs for the Tier 3 standards on vehicles sold outside California and other states that have adopted LEVIII

. Total annual costs are shown below in Table VI I

- 5 . This table includes all costs associated with the final Tier 3 vehicle standards, i.e., both exhaust and evaporative emission standards. Also included are facility

- related costs associated with the final requirements to conduct more PM testing on gasoline vehicles. (Additional detail regarding the PM facility costs are described in section 2.6 of the final RIA .) We show the facility costs in the year 2016 even though the program does not begin until 2017. These costs represent the construction cost s that would be incurred before the first year of the standards in preparation for the testing efforts that would be required. We have not made an y changes to the costs per facility upgrade relative to the proposal, and we present the details supporting o ur estimates in Chapter 2 of the final RIA. Lastl y, as noted above, we have included the impact on operating costs associated with the new evaporative emission controls. Because the evaporative emissions that would have been emitted absent the new standards will ultimately be used to propel the vehicle, the avoided evaporative emissions represent a savings to the consumer. While these savings are small on a per - vehicle basis

— generally less than $2/vehicle over its lifetime

—they are notable on a fleetwide basis where, in calendar year 2025, they result in $11 million in pre

- tax savings. We also considered other operating costs, such as maintenance costs and repair costs, but concluded that the nature of the Tier 3 compliance technologies will not result in any increases or decreases in existing operating costs. We present the details about these operating savings in Chapter 2 of the final RIA.Page 396 of 96 1

**Table VII**  **- 5**  **Annual Costs of the Tier 3**  **Vehicle Program (Millions o f**  **2011 Dollars)**  **a**

Year Exhaust Evap Operating b Facili

ties Total LD HD All LD HD All LD HD All

2016 $0 $0 $0 $0 $0 $0 $0 $0 $0 $21.4 $21.4 2017 $268 $0 $268 $25.5 $0 $25.5 $0 $0 $0 $3.52 $297 2018 $519 $20.2 $539 $70.2 $3.24 $73.4

- $1.17

- $0.047

- $1.22 $3.52 $615 2019 $555 $24.2 $579 $69.2 $3.18 $72.4

- $2.03

- $0.094

- $2.12 $3.52 $653 2020 $571 $27.8 $599 $94.3 $4.12 $98.4

- $3.22

- $0.160

- $3.38 $3.52 $697 2021 $598 $31.5 $630 $92.8 $4.04 $96.8

- $4.44
- $0.226

- $4.67 $3.52 $725 2022 $605 $34.8 $64 0 $116 $4.93 $121

- $5.96

- $0.309

- $6.27 $3.52 $758 2023 $606 $33.3 $639 $111 $4.73 $116

- $7.45

- $0.390

- $7.84 $3.52 $751 2024 $620 $33.1 $653 $109 $4.70 $114

- $8.95

- $0.472

- $9.42 $3.52 $761 2025 $635 $32.8 $668 $108 $4.66 $113

- $10.4

- $0.553

- $11.0 $3. 52 $773 2030 $632 $31.8 $664 $108 $4.56 $113

- $18.0
- $0.959

- $19.0 $3.52 $761 a Costs shown include costs for the Tier 3 standards on vehicles sold outside California and other states that have adopted LEVIII

. b Operating costs use pre

- tax fuel prices; n egative cost values denote savings. **B. Estimated Costs of the Fuel Program**  The sulfur control program we are adopting is expected to result in many refiners further investing in sulfur control hardware and changing the operations in their refineries to reduce their gasoline sulfur levels. The final sulfur control program requires refiners and importers to reduce their gasoline sulfur levels on average down to 10 ppm. The ABT provisions being adopted along with the 10 ppm average sulfur control standard will allow refiners that reduce their gasoline sulfur levels below 10 ppm to earn credits and trade those credits to other refiners who would find it more expensive to reduce their sulfur levels down to the average standard. The ABT program will allow refiners to optimize their investments, which we believe will result in achieving the average sulfur control standard nationwide at lower costs. We are maintaining the current 80 ppm sulfur cap at the refinery gate
. We estimate that the national average refinery costs incurred to compl y with the fully phased

- in Tier 3 sulfur control program with ABT program will be 0.65 cents per gallon, averaged over all gasoline. This estimate includes the capital costs, which are amortized over the volume of gasoline produced

. In this section we summarize the methodology used to estimate the costs of Tier 3 sulfur control and our estimated costs for the program. A detailed discussion of all of these analy ses is found in Chapter 5 of the RIA. 1. Overview The basic methodolo gy

we used to estimate the cost of sulfur control for the final rule is similar to that for other rulemakings. Using a refinery

- by

- refinery cost model that we developed for this rulemaking, we projected the sulfur control technology expected to be used by each refinery , and the cost of each refinery ’s sulfur control step, to estimate compliance with the final sulfur control program. We aggregated the individual refinery costs to develop a national average cost estimate for the final sulfur control program

. We modeled costs assuming an in

- usePage 397 of 961

average of 10 ppm and assuming refiners take full advantage of the ABT provisions and minimize overcompliance based on experience for the Tier 2 program demonstrating this today

. R efinery

- by

- refinery

cost models are useful when individual refineries are expected to respond to program requirements in different way s and/or have significantly different process capabilities. Furthermore, as is the case with sulfur control, such approaches are possible when the refinery changes required are primaril y “add

- on s ” that do not impact the fundamental operation at the refinery . Thus, in the case of modeling potential gasoline sulfur control programs, we needed a model that could accurately simulate the variet y of decisions refi ners will make at different refineries, especially in the context of a nationwide ABT program. For this and other related reasons, we developed a refinery

- by

- refinery cost model to evaluate the costs and other impacts of the final sulfur control program. Refinery

- by

- refinery

cost models have been used in the past by both EPA and the oil industry for such programs as the Mobile Source Air Toxics gasoline benzene control 545 , highway and nonroad diesel fuel sulfur standards

. T hey are a proven means for estimat ing the cost of compliance for fuel control programs. While they will never precisely

model and predict individual refinery

operations and impacts, they provide both a good assessment of the overall market impacts and of the variation of impacts across th e refineries. Refinery

- by

- refinery models are also very

useful when estimating the cost impacts of ABT programs. We used a linear program (LP) cost model to estimate a cost for recovering the octane lost when refiners further desulfurize their gasoline to comply with the 10 ppm sulfur standard. Our refinery

modeling run for estimating octane cost assumed E10 with a small amount of E85. This cost is a key

input into the refinery

- by

- refinery cost model. The octane cost we developed from the LP model is $0 .31 octane number

- barrel. We also used the LP refinery model to estimate the change in gasoline qualities that occurs when refiners make up for the lost octane that were used as inputs into the emissions impacts analy sis discussed in Section III. 2. Methodolo gy The way that the refinery

- by

- refinery cost model works can be subdivided into two primary steps. First, the model attempts to model how refiners blend up gasoline at each of their refineries. This is an important step because the fluidized cataly tic cracker (FCC) naphtha, a product from FCC units, is responsible for almost all the sulfur in gasoline, even after compl yi ng with Tier 2. To help our understanding of how refiners blend up their gasoline, we used refinery unit throughput data which t ell us how refiners are using their refinery units. The per

- gallon cost is calculated over all the gasoline pool, while the desulfurization cost is incurred b y desulfurizing FCC naphtha; thus, the relative volume of FCC naphtha to the rest of the gasoline pool is important. The second primary

step of the refinery

- by

- refinery cost model is to project how refiners would comply

with the Tier 3 10 ppm average sulfur standard taking into consideration how they complied with the 30 ppm Tier 2 gasoline sulfur st andard. To determine how refiners would

545 “Co ntrol of Hazardous Air Pollutants From Mobile Sources,” 72 FR 8428, February 26, 2007.Page 398 of 961

comply with Tier 3, we contacted the vendors which provided the technology to refiners for complying with Tier 2 and continued to provide onsite support. Vendors provided information to us for installing grassroot s units or revamping existing FCC postreaters sufficient to reduce the gasoline pool down to 10 and 5 ppm. We also evaluated the need and cost to refiners to reduce the sulfur levels of other refinery streams and included costs for those refineries to hydrotreat the light straight run naphtha stream where such additional control appeared warranted. Finall y, we assessed the cost for complying with Tier 3 assuming that refiners take advantage of an ABT program. To assess the costs for the Tier 3 program that included an ABT program, we organized the estimated sulfur reduction costs for each refinery for achieving both 5 and 10 ppm from lowest to highest to determine the set of investments for Tier 3 which minimized the cost of the Tier 3 program. We made a number of modifications to the refinery

- by

- refinery model for the final rule cost anal ys is. Based on a review of credit trading occurring for Tier 2, which revealed that credits are freel y traded between refining companies, we changed our cost analysis to assume nationwide credit trading instead of restricting it to intra

- compan y trading, as we did for the Tier 3 proposal’s cost analy sis. We incorporated refinery unit throughput data that we obtained from EPA’s Office of Air Quality Planning and Standards (OAQPS). The refinery model we used for this final rule estimated sulfur reduction cost for each refinery based on actual starting sulfur levels, instead of assuming that each refinery was desulfurizing their gasoline from 30 ppm to 10 or 5 ppm. We furth er refined our assessment for treating light straight run naphtha, but did not include an y costs for treating butane since we found out from a vendor that butane is routinely treated today . We requested and received additional desulfurization cost data from vendor companies that we applied in our cost anal ys is. In response to comments from peer reviewers and other information that we obtained, we applied a higher offsite factor and a higher contingency

factor to the capital costs. Additional changes that were made for the final rule cost anal ys is are discussed in Chapter 5 of the RIA. Our refinery

- by

- refinery

sulfur cost model incorporates data on throughput volumes for each of the major refinery units in each refinery , including the crude unit, FCC unit , coker, hydrocracker, alkylation unit, reformer, isomerization unit, naphtha hydrotreater and aromatics plant. Unlike the unit capacity data used for the NPRM analy sis, throughput volumes are a much more robust set of data because they eliminate the need to try

to estimate how that refinery is operating that unit, or whether the unit is shutdown. We also used purchase and sales information for each refinery such as purchases of natural gas liquids, naphtha and sales of propylene. The propylene sales dat a were used to estimate whether a refinery is operating its FCC unit in propylene maximization mode. I f a refinery is operating in propylene maximization mode, some of the volume of FCC naphtha is cracked to produce increased volume of prop yl ene for sa les to the chemicals industry , but these refineries are producing a smaller volume of FCC naphtha. While the increased use of refinery

- specific data has improved the ability of the refinery

- by

- refinery

model to represent the operations of each refinery , there still is uncertainty about how each refinery

is being operated. To assess how well our refinery model estimates the gasoline production for each refinery , w e compared the gasoline production volume estimated by the refinery

- by

- refinery model for eac h individual refinery to the 2011 gasoline volumes reported by refiners to EPA. Despite the use of very

robust throughput data, there was still an overproduction of gasoline byPage 399 of 961

quite a few refineries. In trying to address this overproduction of gasoline v olume by our refinery model, we spoke to refiners, vendors and peer reviewers and also reviewed the results of our LP refinery

modeling runs. This led us to conclude that this volumetric difference in the refinery model was due in many

cases to not accounting for the undercutting of heav y gasoline into the jet and diesel fuel pools. We further discuss the implications of undercutting in Section VII.B.3. Overall, after we made some adjustments by assuming that certain refiners are undercutting heav y gasol ine to distillate, we were satisfied with the model’s volumetric estimates. To set up the refinery model, the model was updated with a projection of refined product volumes, and of input and output prices, from the Energy Information Administration’s Annu al Energy

Outlook (AEO) 2013 for the year 2018. For this refinery

- by

- refinery sulfur cost model, we conducted two sets of independent peer review s. One set of peer reviews was conducted for the version of the refinery

- by

- refinery model we developed for estimating the costs for the NPRM. We reviewed the peer review comments and decided that the impact on the estimated costs would be small, so we deferred making changes to address those peer review comments until the final rule. We developed another vers ion of the refinery

- by

- refinery cost model which addressed the comments we received from the first set of peer reviews, as well as included additional improvements to the refinery model based on new information that we received after we conducted the cost anal ys is for the NPRM. We submitted the final rule version of the refinery cost model for a second round of peer review. The peer review comments as well as our responses to these comments are contained in the docket. We addressed man y of the comments m ade b y the peer reviewers in the final version of the cost model. The oil industry has also conducted a similar anal ys is using a refinery

- by

- refinery

cost model, and we discuss the results of its anal ys is at the end of this chapter. Our assessment of ho w refiners will compl y with Tier 3 has not changed since we conducted our cost anal ysis for the NPRM. The refinery unit responsible for the greatest contribution of sulfur to gasoline is the FCC. The FCC processes a very heavy feedstock which contains hi gh levels of sulfur. 546 When the FCC cracks this heavy , sour feedstock, a portion of the sulfur in the feed to the FCC ends up in the FCC naphtha, an important gasoline blendstock stream. 547 Before the Tier 2 sulfur control program was implemented, FCC naphth a contributed over 95 percent of the sulfur to a refinery ’s gasoline, and now that Tier 2 has been full y implemented it still contributes roughl y 80 to 90 percent of the sulfur in refiner’s gasoline for those refineries with FCC units. To comply with the Tier 2 sulfur control program, most refiners installed FCC naphtha hydrotreaters (FCC postreaters) and some refiners installed FCC feed hydrotreaters (FCC pretreater) to reduce that unit’s sulfur contribution to their gasoline pool. The technologies installed include Axens Prime G+, Exxon

- Mobil Scanfining, CDTech’s CDHydro and CDHDS, Sinopec’s S

- Zo rb and UOP’s I SAL (UOP now offers a postreating technology

named Selectfining). Despite the much lower sulfur contribution to the gasoline pool by the FCC after complying with Tier 2, the vendors which supplied sulfur control technology

546 A hydrocarbon stream which contains large amounts of sulfur is also referred to as being sour. In general, the heavier the hydrocarbon portion of crude oil, the higher the natural sulfur content. 547 On average, the fluidiz ed catalytic cracker supplies about 35 percent of a refiner’s gasoline output.Page 400 of 961

for compl yi ng with the Tier 2 sulfur control program have informed us that to comply with a more stringent sulfur standard , refiners are expected to further reduce the sulfur in the FCC naphtha. We contacted each of those technology vendors , and some of them provided information useful to estimate the cost of lowering the sulfur in the FCC naphtha to allow each refinery to reduce the sulfur in its gasoline to 10 ppm. We also revi ewed literature that is available on the Web to further understand what would be involved to achieve a 10 ppm sulfur standard using postreating (see Chapter 4 of the RIA)

. We were able to obtain some additional sulfur cost information from the vendors sin ce we conducted our cost anal ysis for the proposed rule, and this was incorporated into our cost analysis. Gasoline desulfurization vendors were pessimistic that the operations of FCC pretreaters could be adjusted to enable those refineries which relied on those units to comply with the Tier 2 sulfur standard to meet a 10 ppm sulfur standard. Many of those FCC pretreater units have marginal (less than two years) turnaround times today and they would either require a major revamp or suffer even shorter turn around times if they were to simpl y be turned up. For the refineries solely

rel yi ng on FCC pretreaters to comply with Tier 2, desulfurization vendors project that most refineries in this situation will put in grassroots FCC postreaters to allow those refi neries to comply

with a 10 ppm gasoline sulfur standard. However, since adding grassroots FCC postreaters is relatively expensive for the amount of sulfur reduction obtained, the ABT anal ys is we conducted avoided many of these t ypes of investments. Inst ead , the refiner s with refineries in this situation are projected to acquire credits from refiners capable of reducing sulfur levels below 10 ppm at a lower cost. In addition to addressing the sulfur in the FCC naphtha, we believe that some refineries may need to reduce the sulfur in the light straight run (L SR) naphtha. Most refiners hydrotreat the L SR before sending that stream to an isomerization unit , and therefore that stream is very low in sulfur. Other refiners use a sweet crude oil, and once the L SR is treated by using an extraction desulfurization technology , the sulfur level of the LSR is likely to be very

low (under 10 ppm). However, some refineries that refine a more sour crude oil slate and do not have isomerization units could have fairly hi gh sulfur levels in their L SR, even after using extraction desulfurization. For these refineries, we conducted an assessment to determine whether these refineries have sufficient hydrotreating capacity to hydrotreat the LSR. We believe that refiners that do not currentl y desulfurize their L SR , but may need to do so because their crude oil is not sweet, could do so b y either feeding it to their naphtha hydrotreater (the h ydrotreater which desulfurizes the feed to the isomerization and reformer units) , or p erhaps even to the FCC postreater; we added a cost for this . Because LSR does not contain an y olefins, it is an easy stream to hydrotreat and actuall y improves the h ydrotreating conditions within the FCC naphtha hydrotreater. 3. Fuel Program Costs We use d the refinery

- by

- refinery cost model to estimate the costs of the 10 ppm average standard being adopted in this final rule. The Tier 3 fuels program maintains the 80 ppm cap sulfur control standard that was put in place under the Tier 2 sulfur program. Ingeneral, the cost model indicates that further desulfurizing the FCC naphtha will be the most cost

- effective means for achieving sulfur control. We accounted for additional costs to refiners for desulfurizing theirPage 401 of 961

LSR naphtha, for those refineries whe re we estimate that the LS R naphtha is not being desulfurized today and found that it likely needs to be

. A s described in Section V.A.4, we are also adopting an ABT program that is designed to ease the overall burden on the industry while still achieving the 10 ppm annual average sulfur standard for the nation as a whole. Under the ABT program, refineries that can reduce sulfur below 10 ppm at a relatively low cost can generate credits which can then be acquired by refinerie s for whom the cost of attaini ng the 10 ppm sulfur standard would be high er . These credits can be traded among refineries within the same company, or between refiners and importers nationwide. The net effect of this credit trading would be to reduce the overall cost of the program. T he extent to which the ABT provisions reduce the cost of the Tier 3 program depends on the extent that the ABT program is used by refiners. As summarized in the alternatives section (Section IX), the cost of the 10 ppm Tier 3 sulfur program is 0.65 c/gal assuming widespread nationwide credit trading, while if we assume that no credit averaging or trading between an y individual refinery occurs, the Tier 3 program cost increases to 0.88 c/gal, a 35% increase. In between those two scenarios is the case that sulfur credits are onl y used for averaging within companies (not traded between refineries owned b y different companies), and we estimated the cost for that scenario at 0.75 c/gal. Since we were not sure about the extent that credits were traded under Tie r 2 when we conducted the cost anal ys is for the NPRM, we conservativel y assumed for the NPRM cost anal ys is that refiners would only volume

- average sulfur levels among their refineries, and not trade credits between refining companies. However, for the fin al rule cost analy sis we evaluated the credit trading that was occurring under Tier 2. We found that 56% of credits were in fact being traded between refining companies under Tier 2, with the balance being used within refining companies. This demonstrate d that credit trading was freel y occurring between refining companies, supporting the conclusion that credit trading would occur nationwide among refineries under Tier 3. We therefore assumed nationwide credit trading for our final rule. To estimate the impact that the ABT program could have on nationwide average fuel costs, we began with the refinery

- by

- refinery costs described in Section VII.B.2.b for sulfur reductions down to either 10 ppm or 5 ppm. We then determined the lowest cost option among thre e alternatives for each refinery : 1. The refinery

reduces its sulfur to 10 ppm. 2. The refinery

reduces its sulfur to 5 ppm and generates credits for the increment between 10 ppm and 5 ppm. 3. The refinery

does not lower sulfur, but instead relies on th e purchase of credits to comply with the 10 ppm standard. A fourth category

applied to refineries whose average gasoline sulfur levels are already below 10 ppm (the ir refineries do not have FCC units). All such refineries were assumed to generate credits for the increment between 10 ppm and their current sulfur level. Our methodology

was unable to consider a fifth category where a refinery

may utilize less expensive capital and operational changes to reduce their sulfur levels partially below Tier 2Page 402 of 961

levels and rel y on purchasing credits only for the remainder. Such opportunities are likel y to exist at most refineries, but such refinery specific information is not available to us. As a result, refineries in the third category are modeled to simply

remain at Tier 2 sulfur levels and incur no capital or operating cost. To simplify

the modeling of how an ABT program might operate, we focused on the circumstances that refineries would face in the longer term, specificall y after 2020. This approach meant that the ABT program modeling did not consider the impact on gasoline sulfur levels of delayed compliance for small refiners and small volume refineries, nor did it consider the generation and use of any earl y sulfur credits. Moreover, our ABT modeling considered onl y gasoline sold for use outside of California, and only gasoline produced by

domestic refineries (not importers). Our final rule cost anal ys is is based on a nationwide credit trading scenario. Under Tier 2 today , a significant fraction of Tier 2 sul fur credits are bought and sold between companies and we believe that this practice will continue (see Section V.D for details about the ABT program). To model this phenomenon, we first establish an estimated cost for each refinery for reducing its gasoli ne sulfur down to 10 ppm and to 5 ppm. Next we ranked the sulfur control strategies for all the refineries in order from lowest to highest sulfur control cost per gallon of gasoline and estimated the impact of their projected sulfur control strategies on refinery sulfur levels using only one cost (either 10 or 5 ppm) for any one refinery . The model then follows this ranking, starting with the lowest

- cost refineries, and adds refineries and their associated control technologies one

- by

- one until the project ed national average gasoline sulfur level reaches 10 ppm. This modeling strategy projects the sulfur control technology that will be used by

each refinery , as well as identifies those refineries that are expected to generate credits and those that are exp ected to use credits in lieu of investing in sulfur control. The sum of the costs of the refineries expected to invest in further sulfur control provides the projected overall cost of the program. Based on the results of our cost anal ys is, we estimate that for the U.S. refining industry to achieve a 10 ppm average level with the full benefit of nationwide credit trading , the final sulfur control program would cost on average 0.65 cents per gallon when it is fully phased in, assuming that capital investments are amortized at a seven percent return on investment be fore taxes and expressed in 2011 dollars. Refiners would be expected to make $ 2.025 b illion in capital investments to achieve this sulfur reduction. These capital investments are expected to b e made over the 6 ye ars that the Tier 3 program is expected to be phased in, which would spread out the capital costs to average about $330 million per year. Our cost assessment is likely conservative (i.e., overestimates costs). The capital cost estimat e is based on vendor data which assumes that refiners are h ydrotreating full range FCC naphtha. If refiners are indeed undercutting their FCC naphtha at many refineries (and more will be doing so in the future), many refiners would likely

not need to make an y capital changes. This is because the FCC postreaters were designed when refiners were maximizing their gasoline production and h ydrotreating full range FCC naphtha. When undercutting the FCC naphtha to the diesel pool, refiners cut out about 16% of the FCC naphtha volume and about half of the sulfur. Thus, if a refiner was able to produce 30 ppm gasoline, after fully undercutting their FCC naphtha into the diesel pool, they would likel y be able to produce 15 ppm sulfur gasoline usingPage 403 of 961

their existing Tier 2 postreater. They could then use a more active catal ys t which likely would enable the refinery

to achieve 10 ppm gasoline without any capital changes to their FCC postreaters. If all refiners were undercutting their FCC naphtha and are able to comp ly with Tier 3 without any

capital additions to their FCC postreaters, the cost of the program would decrease to around 0.4 c/gal. Another way

that our modeling could be conservative is that refiners are slowly converting their FCC pretreaters over to mi ld hydrocrackers to produce more diesel fuel, which is in higher demand. We do not know the extent that this is happening, and our current anal ys is assumes that none of the FCC pretreaters have been converted over to mild hydrocrackers. However, a cost s ensitivity analy sis that we conducted with our refinery model estimates that if all the FCC pretreaters were converted over to mild hydrocrackers, costs of the Tier 3 program would decrease to 0.55 c/gal, assuming nationwide credit trading. If we combined the cost reduction of undercutting with the mild hydrocracking, the Tier 3 costs would be lower than either of two cost sensitivities which were conducted independentl y. We also received some comments by API and two of the peer reviewers about our octane costs. We will not include all the discussion here about octane costs because we do so in detail in the response to peer review comments and in Chapter 5 of the RIA. While we are comfortable with the octane costs that we used, we did conduct a sensitivity at a higher octane cost ($0.5/per octane number barrel instead of $0.31/octane number

- barrel that we used). At the higher octane cost of $0.5/octane number barrel, the Tier 3 sulfur control costs increases from 0.65 c/gal to 0.73 c/gal. We also est imated annual aggregate costs, including the amortized capital costs, associated with the new fuel standard. When the 10 ppm gasoline sulfur standard is full y phased in 20 20 , we estimate that the sulfur standard would cost $ 790_ million in that year . Figure VII

- 1 shows the distribution of refinery costs over the accumulated gasoline volume for the full y phased in 10 ppm sulfur standard.Page 404 of 961 **Figure VII**  **- 1**  **Tier 3 Sulfur Control Costs**

Figure VI I

- 1 shows that for almost 20 percent of the gasoline pool, refineries will not incur an y cost under Tier 3, either because these refineries are already very low in sulfur because they do not have FCC units, or because the refineries are purchasing credits. 548 For another 10 percent of the gasoline pool, the refinery costs are in the 0

– 0.5 cent/gal range. For the next 55 percent of the gasoline pool, the refinery costs are in the 0.5

– 1.0 c/gal range. For the last 15 percent of the gasoline pool, the refinery costs range from 1.0 to 2.1 c/gal for revamps, with the exception of one refinery at 2.8 c/gal representing the cost for the sole grassroots unit which our modeling estimates would need to be installed. All other re finers that may otherwise need to install a grassroots hydrotreater were able to comply more cheapl y through the purchase of credits. Figure VI I

- 2 summarizes our estimated U.S. gasoline sulfur levels over the accumulated gasoline volume post Tier 3.

548 Refineries purchasing credits will incur a cost for the purchase of the credit, but since we do not know what the price of a credit will be, we allocate all the cost for comp lying with Tier 3 solely on the refineries adding capital and incurring operating costs to comply with Tier 3.Page 405 of 961 **Figure VII**  **- 2**  **Estimated U**  **. S**  **. Gasoline Sulfur Levels Post Tier 3** 

Figure VI I

- 2 shows that over 80 percent of the gasoline pool would predominately be either 5 or 10 ppm representing the two sulfur levels to which we assumed that refiners would desulfurize their gasoline pool. For the rest of the gasoline pool, the refineries are clearl y purchasing credits and their sulfur levels range from 10 to nearl y 70 ppm. As discussed earlier, lacking more detailed refinery

- specific information, for these refineries we assumed that they take no action to reduce their gasoline sulfur below their Tier 2 levels. In reality these refineries are likel y to take some v ery cost
- effective steps to partially reduce their gasoline sulfur and not rely solely on credits to demonstrate compliance with Tier 3. Were we able to model such refinery changes, it would only

serve to further lower our projected costs. 4. Other Cost Es timates Three other cost studies were conducted to estimate the cost of additional reduction in gasoline sulfur. All of these studies show average costs of less than 2 cents per gallon. One of these studies was conducted in October 2011 by the Internati onal Council for Clean Transportation (I CCT). 549 IC CT retained Mathpro for this anal ys is. ICCT had Mathpro anal yz e a 10 ppm average gasoline sulfur standard in PADDs 1

– 4 (generally speaking, PADDs 1

– 4 represents the part of the U.S. east of, and inclu ding, the Rocky Mountain states). The cost presented b y ICCT is that complying with a 10 ppm average sulfur standard would cost refiners

549 Mathpro (October 2011). Refining Economics of a National Low Sulfur, Low RVP Gasoline Standard, Performed for The International Council for Cle an Transportation, Available at: http://www.theicct.org/sites/default/files/publications/ICCT04_Tier3_Report_Final_v4_All.pdf. Accessed December 12, 2011.Page 406 of 961

on average 0.8 cents per gallon. This cost was calculated based on a before

- tax 7 percent return on investment, the s ame capital amortization basis that we use for our cost anal ys is. The cost of a 10 ppm average gasoline sulfur control standard estimated by I CCT is very

close to our cost estimate. APIretained Baker and O’Brien to study the cost of additional sulfur co ntrol using a refinery

- by

- refinery

cost approach with Baker and O’Brien’s Prism model. 550 APIstudied a 10 ppm average gasoline sulfur standard, however, APIincluded a very stringent 20 ppm cap standard which did not allow for an ABT program to optimize re finery investments and minimize overall costs (an estimate of the impact of the 20 ppm cap standard using API information is presented below)

. APImade a series of conclusions based on the study . Perhaps the most important conclusion is that no refinery would shut down as a result of the 10 ppm gasoline sulfur control standard, even though APIdid not study the flexibilities of an ABT program and used excessively

high capital costs for a grassroots FCC postreater (see below). APIdid not report average c osts, but reported the marginal costs for the cost study . Marginal costs reflect the cost of the program to the refinery or refineries which would incur the highest costs, assuming that the highest cost refineries would set the price (or in this case, the price increase) of gasoline. Since they

assumed a 20 ppm cap precluding refiners from utilizing the ABT program, it required virtuall y all refiners to incur capital costs thereb y driving up marginal costs. The report concluded that marginal costs after the imposition of a 10 ppm gasoline sulfur program would increase the price of gasoline by 6 to 9 cents per gallon in most markets. APIdid not define how its statement “in most markets” would appl y to the U.S. gasoline suppl y. APIalso did not provide any

justification why

it assumed that the refineries that would experience the highest desulfurization cost under Tier 3 would also be the same refineries which set the gasoline price in the gasoline market today

. Although API did not provide an averag e gasoline desulfurization cost in its report, we could calculate an average cost based on the gasoline volume and total annual costs provided. The total cost reported in the report for the 10 ppm average gasoline sulfur standard is $2390MM/y

r and the non

- California gasoline volume is 7343 thousand barrels per day . This results in an average per

- gallon desulfurization cost of $0.89/bbl or 2.12 c/gal. The difference between the average cost and marginal cost (price increase) that API is projecting is prof it. Thus, API ’s anal ys is would suggest that the oil industry would profit from 10 ppm low sulfur standard b y roughl y 4 to 7 cents per gallon, or roughl y $4 to $8 billion dollars per ye ar as a result of gasoline sulfur control. The average cost of the 1 0 ppm average gasoline sulfur standard described above was calculated using API’s methodology for amortizing capital investments. To assess the costs consistent with OMB’s guidance for our rulemakings and to allow a direct comparison between the APIcost study

and our cost study , we adjusted the APIcosts to be on a similar basis as our

550 Baker and O’Brien , Addendum to Potential Supply and Cost Impacts of Lower Sulfur, Lower RVP Gaso line; prepared for The American Petroleum Institute. March 2012. Available at: http://www.api.org/Newsroom/upload/110715_LowerSulfur_LowerRVP_Final.pdf.Page 407 of 961

costs. We adjusted the APIcosts to reflect a before

- tax 7 percent return on investment (ROI) for capital invested for the hydrotreaters and hydrogen plants instead of the after

- tax 10 percent ROI used by API . This lowered the API estimated costs from 2.12 c/gal to 1.58 c/gal. API’s 1.58 cents per gallon cost is still higher than our 0. 65 c/gal cost with an ABT program that assumes nationwide trading of credits, and highe r than our 0. 86 c/gal for the case which assumes no ABT program. The remaining difference between our estimated costs and those by API are driven by API ’s assumptions for the capital costs that would be incurred for adding grassroots FCC postreaters, or revamping existing ones. While little detail is provided by API about what hardware comprises their desulfurization units, the inside battery limits (I SBL) and total capital costs for the FCC postreaters and FCC pretreaters are provided in API ’s report. API’s FCC pretreaters capital costs are consistent with the capital costs that we have used for this unit. However, the FCC postreater costs used b y APIare much higher than what we used and have been used in the past by others. API’s capital cost for a grassroots FCC postreater is $228 million for a 35,000 bbl/day unit, or $6540 per/bbl per day . API’s capital cost includes the outside battery limit (OSBL) costs. We were able to obtain a document which shed some light on the methodology that API used t o develop its FCC postreater capital costs. 551 When the proposed rule was being reviewed by the Office of Management Budget (OMB) at the end of 2012, API provided to OMB a document which provided answers to questions that EPA and EIA posed to APIand Baker and O’Brien back in mid

- 2011 when API was about to release its study of gasoline sulfur control costs. According to the document, API collected investment cost information for 5 FCC naphtha hydrotreater projects that were apparently completed by

refine rs to compl y with Tier 2, and not the low severity capital projects that refiners would use to comply with Tier 3. No specific information was provided for an y of those projects to determine whether each of those projects was ty pical, or if they

included aty

pical costs add

- ons for other refinery upgrades, which is common when refiners make changes in response to an environmental regulation. APIadjusted the capital cost to be on a 35kbbl/day basis and the capital costs were inflated from the year that the project was constructed in the 2003 to 2005 timeframe, to mid

- 2009 dollars using the Nelson

Farrar Refinery

Construction Index. APIthen reviewed the final capital investment costs for FCC postreaters with several other members that had recently insta lled FCC postreaters. One refiner which had presented an itemized list of capital costs for a recent FCC postreater installation stated that the costs for their recent FCC postreater installation were two times higher than the Nelson

- Farrar adjusted costs , so APIdoubled the costs. The information provided did not state whether these later installations used to double the estimated postreater costs were in the U.S. where engineering and construction are readily available or overseas where most recent FCC postreater installations have been occurring and where the installation costs could be much higher. In contrast, the ISBL capital cost that we used for a grassroots FCC postreater is $1500/bbl

- day

for a 30,000 bbl/day

grassroots unit, which increases to $ 2 430 /bbl/day when the

551 Document entitled “Follow

- up Questions from EPA

- EIA” (no other information provided on the document).Page 408 of 961

offsite and contingency costs are added on. Thus, the APIcapital costs of $6540 are about 2 and one half times higher than the capital costs that we are using for a grassroots FCC postreater. To check our capital costs, we found oth er capital cost estimates to which we could compare our costs, including the capital costs used b y the National Petroleum Council when it studied the cost of gasoline desulfurization prior to Tier 2. Compared to the average of the rest of the capital cost estimates, the APIcapital cost for FCC postreater is about four times higher. Compared to the next highest cost estimate, which is the FCC postreater capital cost from the Jacobs data base in the Haverl y refinery

cost model that we use, 552 the APIcapital costs are almost two times higher. As alluded to earlier, an important distinction must be made with respect to the severity of desulfurization for the capital cost comparison made for complying with Tier 2 versus Tier 3. For compl yi ng with the Tier 2 gasoline sulfur standard (Jacobs and NPC costs), a ty pical refinery would have installed an FCC postreater to desulfurize the FCC naphtha from about 800 ppm down to about 75 ppm, a 725 ppm, or a 91 percent sulfur reduction. In the case of a grassroots pos treater that would be installed for Tier 3, the postreater would treat FCC naphtha already low in sulfur due to the pretreater installed before the FCC unit (these refineries are currentl y complying with Tier 2 using an FCC pretreater). Thus, the new grass roots FCC postreater would only have to reduce the FCC naphtha from 100 ppm to 25 ppm, a much smaller 75 ppm or 75 percent sulfur reduction. A grassroots FCC postreater installed for Tier 2 would ty picall y remove 10 times more sulfur than one installed fo r Tier 3. This is important because a significant portion of the FCC postreater capital cost is devoted to avoiding the recombination reactions which occur when hydrogen sulfide concentrations are high and react with the olefins contained in the FCC naphtha. Thus, a grassroots FCC postreater installed for Tier 3 would be expected to be significantly lower in capital cost compared to a Tier 2 FCC postreater. When APIpresented the costs, they stated that their grassroots capital costs were based on an actual installation for the Tier 2 program. This is likely one important reason why the capital costs used by API for its cost study

of the Tier 3 program are so high. Another way to assess the API capital cost for the FCC postreaters is to compare it to th e FCC pretreater cost that APIis using. FCC pretreaters are much higher pressure units and use more expensive metallurgy than FCC postreaters and, for these two reasons, are much more expensive than FCC postreaters on a per

barrel basis. However, API ’s FCC postreater capital costs are about 50 percent more expensive than its own FCC pretreater capital costs, which is inconsistent with the design requirements of the units. API ’s estimated range of capital cost for revamping an FCC postreater is also higher than our range of capital cost for revamping an FCC postreater, when assessing the revamped costs as a percentage of the capital cost for a grassroots unit. APIestimates that revamping an FCC postreater would cost 30 to 70 percent of the capital cost for a grassroots FCC unit. Our capital cost estimate for revamping an FCC naphtha postreaters range from 17 to 50 percent of the capital cost for a grassroots FCC postreater, however, most of the revamps are estimated to cost at the lower end of that ran ge.

552 The installed capital cost for an FCC postreater from the Jacobs data base was adjusted to current year dollars. This estimated installed capital cost is several years old and may not represent Jacobs current cost estimate for a FCC postreater.Page 409 of 961

As discussed above, an important reason wh y API’s projected capital costs for compl yi ng with Tier 3 are so high is that APIassumed a 20 ppm cap standard in addition to the 10 ppm average standard that it studied. The 20 ppm cap standard eliminates the possibility of realizing the cost savings of an ABT program. After we proposed the Tier 3 rule, APIpresented to EPA, in its comments on the proposed rulemaking, its estimate for the cost of finalizing a more stringent cap standard. The study , which was contracted to the Turner, Mason & Company , estimated that a 20 ppm cap standard would increase the capital cost of complying with a 10 ppm average standard b y $6.1 billion. If we subtract the $6.1 billion in capital costs attributed to the 20 ppm cap standard from the $9.8 billion in total capital costs from API’s Addendum report which estimated the cost of complying with Tier 3, and adjust the fixed operating costs accordingl y, the API estimated average cost (not marginal cost) for complying with Tier 3 decreases to 0.97 c/gal. In addition to the questionable capital costs assumed for FCC postreaters as discussed above, this information from API on its estimated cost of complying with a 20 ppm cap standard helps to answer an important question of wh y API estimated average cost was still higher than the other studies after other cost adjustments were made. This final adjustment to the APIcosts makes the estimated API costs for complying with Tier 3 right in line with the other cost studies. This adjus ted APIcost, however, still does include the cost saving aspects of credit averaging and trading since the API anal ys is assumed that each refinery meets the 10 ppm average sulfur standard. Thus, to compare this most recent cost adjustment of API costs to our cost study , our 0.87 c/gal cost for no ABT program would be the most appropriate cost for comparison (see Chapter IX for alternative costs), The adjusted API cost and our cost are only 0.1 c/gal different. Our assessment of the APIstudy is supported by

work performed by

The Emissions Control Technology

Association (ECTA) which retained personnel within Navigant Economics. That study

assessed the costs of a 10 ppm average gasoline sulfur standard and also evaluated the ICCT and API cost studies. 553 Th e authors made a number of conclusions. After reviewing both the I CCT and API studies, the authors found that a primary difference in estimated costs between the two studies was the capital costs. The authors contacted vendor companies that license FCC p ostreater technologies and surveyed the companies to find out what the capital costs are for a FCC postreater. As a result of the survey , the report authors concluded that API ’s capital costs were too high, and those used in the I CCT study were about right. The authors found that Baker and O’Brien has a history of exaggerating the economic impacts of EPA rules, citing the costs and other impacts of its analy sis of the 2007 on

- highway heav y - dut y proposed rulemaking. The authors concluded that the impact o f a 10 ppm gasoline sulfur standard on the average refining cost would likely

be closer to the 1 cent per gallon estimate by the IC CT study . Furthermore, the report’s authors also pointed out that the marginal cost anal ys is conducted by APIdid not conside r the averaging banking and trading (ABT) program that we adopted, which would reduce the marginal costs of the Tier 3 final rule.

553 Sc hink, George R., Singer, Hal J., Economic Analysis of the Implications of Implementing EPA’s Tier 3 Rules, prepared for the Emissions Control Technology Association, June 14, 2012.Page 410 of 961

**C. Summary of Program Costs**  While the estimated costs for the separate vehicle and fuel programs are presented in Sections VII.A and VII.B , respectivel y, it is useful to present the combined cost estimates representing the full Tier 3 program

. We have chosen to use an annual cost format to represent the combined vehicle and program costs because this approach provides the most straightforward means for comparing vehicle costs to fuel costs, and for demonstrating the total cost impact of our final program. This approach to combined costs also provide s a basis for comparing the program costs to the projected benefits as described more fully in Section VIII. Table VII

- 6 below shows our estimated program costs by year. The total program costs for the final rule are lower than those projected for the proposal due to several reasons. First, the vehicle program costs are lower due in part to applying the per vehicle costs to vehicles excluding those sold in California and the states that have adopted the LEV III program. A complete discussion of the differences in vehicle costs between the proposal and final rule are outlined above in Section VII.A.1. Second, the fuel program costs are also lower than the values projected for the proposal due to lower refinery cos t estimates, as discussed above in Section VII.B. In addition, the annual fuel consumption projections are lower in the final rule because they reflect the inclusion of the L ight

- Duty Greenhouse Gas and Fuel Economy Standards for 2017

- 2025 model years. C omplete details of this analy sis can be found in the RIA Chapter 8

.

**Table VII**  **- 6**  **Total Annual Vehicle and Fuel**  **Control Costs, 201 1**  **$ a**  Year Vehicle

Exhaust Emission Control Costs ($Million) Vehicle Evaporative

Emission Control Costs ($Million) Vehicle

Operating Costs ($Million) Facility

Costs ($Million) Fuel Sulfur

Control Costs ($Million) Total

Program Costs ($Million) 2016 $0 $0 $0 $21 $0 $21 2017 $268 $26 $0 $4 $804 $1,101 2018 $539 $73

- $1 $4 $799 $1,4 14 2019 $579 $72

- $2 $4 $794 $1,447 2020 $599 $98

- $3 $4 $787 $1,484 2021 $630 $97

- $5 $4 $778 $1,503 2022 $640 $121

- $6 $4 $768 $1,526 2023 $639 $116

- $8 $4 $758 $1,509 2024 $653 $114

- $9 $4 $748 $1,509 2025 $668 $113

- $11 $4 $737 $1,510 20 30 $664 $113

- $19 $4 $696 $1,457
a These estimates include costs associated with : (a) the Tier 3 vehicle standards in all states except California and the states that have adopted the LEV III program; and, (b) the Tier 3 fuel standards in all states exce pt California.Page 411 of 961



## VIII. **What ar e the Estimated Benefits of the Rule?**  This section presents EPA’s anal ys is of the criteria pollutant

- related health and environmental impacts that will occur as a result of the final Tier 3 standards. The vehicles and fuels subject to the standards are significant sources of mobile source air pollution such as direct PM, NO X , SO X , VOCs and air toxics. The standards will reduce exhaust and evaporative emissions of these pollutants from vehicles. Emissions of NO X (a precursor t o ozone formation and secondarily

- formed PM 2.5 ), SO X (a precursor to secondaril y - formed PM 2.5 ), VOCs (a precursor to ozone formation and, to a lesser degree, secondarily

- formed PM 2.5 ) and directly

emitted PM 2.5 contribute to ambient concentrations of PM 2.5 and ozone. Exposure to ozone, PM 2.5 , and air toxics is linked to adverse human health impacts such as premature deaths as well as other important public health and environmental effects. For the final rulemaking , we have estimated the health and environm ental impacts in 2030, representing projected impacts associated with a year when the program is fully implemented and when most of the fleet is turned over . Overall, we estimate that the standards will lead to a net decrease in PM 2.5 - and ozone

- related he alth impacts. The estimated decrease in population

- weighted national average PM 2.5 exposure results in a net decrease in adverse PM

related human health impacts (the decrease in national population

- weighted annual average PM 2.5 is 0.04 μg/m 3 in 2030). Th e estimated decrease in population

- weighted national average ozone exposure results in a net decrease in ozone

- related health impacts (population

- weighted maximum 8

- hour average ozone decreases b y 0.32 ppb in 2030). 554 Using the lower end of EPA’s range of p referred premature mortality estimates ( Krewski et al., 20 09 for PM 2.5 and Bell et al., 2004 for ozone), 555 , 556 we estimate that b y 2030, implementation of the standards will reduce approximately 770 premature mortalities annually and will yi eld between $ 6.7 and $7.4 billion in total annual benefits , depending on the discount rate used

. 557 The upper end of the range of avoided premature mortality estimates associated with the standards (based on Lep eule et al., 20 12 for PM 2.5 and L ev y et al., 2005 for ozone) 558 , 559

554 Note that the national, population

- weighted PM 2.5 and ozone air quality m etrics presented in this Section represent an average for the entire, gridded U.S. CMAQ domain. These are different than the population

- weighted PM 2.5 and ozone design value metrics presented in Chapter 7, which represent the average for areas with a curr ent air quality monitor. 555 Krew ski, D., M. Jerret, R.T. Burnett, R. Ma, E. Hughes, Y. Shi, et al. (2009). Extended follow

- up and spatial analysis of the American Cancer Society study linking particulate air pollution and mortality. HEI Research Report, 14 0, Health Effects Institute, Boston, MA. 556 Bell, M.L., et al. (2004). Ozone and short

- term mortality in 95 U

. S

. urban communities, 1987

- 2000. Journal of the American Medical Association , 292(19) , 2372

- 2378. 557 The monetized value of PM 2.5 - related mortality accounts for a twenty
- year segmented cessation lag. To discount the value of premature mortality that occurs at different points in the future, we apply both a 3 and 7 percent discount rate. We also use both a 3 and 7 percent discount rate to value PM

- rel ated nonfatal heart attacks (myocardial infarctions). Nonfatal myocardial infarctions (MI) are valued using age

- specific cost

- of

- illness values that reflect lost earnings and direct medical costs over a 5

- year period following a nonfatal MI. 558 Lepeule J, Laden F, Dockery D, Schwartz J (2012). Chronic Exposure to Fine Particles and Mortality: An Extended Follow

- Up of the Harvard Six Cities Study from 1974 to 2009

. Environ Health Perspect. Jul;120(7):965

- 70.Page 412 of 961

results in approximately

2, 0 00 premature mortalities avoided in 2030 and will yi eld between $ 18 and $19 billion in total benefits. Thus, even using the lower end of the range of premature mortality estimates, the health impacts of the final standard s presented in this rule are projected to be substantial. We note that of necessity , decisions on the emissions and other elements used in the air quality modeling were made earl y in the anal yt ical process for the final rulemaking . For this re ason, the modeled changes in emissions used to support the air quality and benefits anal ys es are slightly

different than those used to represent the final emissions impacts of the Tier 3 standards. The magnitude of the differences is small, however, and f or that reason we do not expect these differences to materially impact our cost

- benefit conclusions. See Chapter 7.2.1.1 of the RIA for more details. **A. Overview**  We base our analy sis of the program’s impact on human health on peer

- reviewed studies of air qua lity

and human health effects. 560 , 561 These methods are described in more detail in Chapter 8 of the RIA . Our benefits methods are consistent with the RIA that accompanied the final revisions to the National Ambient Air Quality Standards (NAAQS) for Particul ate Matter and the final ozone NAAQS. To model the ozone and PM air quality impacts of the final standards, we used the Community Multiscale Air Quality

(CMAQ) model (see Chapter 7.2.2 of the RIA that accompanies this preamble). The modeled ambient air q uality data serves as an input to the Environmental Benefits Mapping and Analy sis Program version 4.0 65 (BenMAP). 562 BenMAP is a computer program developed b y the U.S. EPA that integrates a number of the modeling elements used in previous anal ys es (e.g., interpolation functions, population projections, health impact functions, valuation functions, analysis and pooling methods) to translate modeled air concentration estimates into health effects incidence estimates and monetized benefits estimates. The range of total monetized ozone

- and PM

- related health impacts projected in 2030 is presented in Table VIII

- 1 . We present total benefits based on the PM

- and ozone

- related premature mortality

function used. The benefits ranges therefore reflect the addition of each estimate of ozone

- related premature mortality (each with its own row in Table VIII

- 1 ) to estimates of PM

- related premature mortality

. **Table VIII**  **- 1**  **Estimated 2030 Monetized PM -**  **and Ozone -**  **Related Health Benefits**

559 Levy, J.I., S.M. Chemerynski, and J.A. Sarnat. ( 2005). Ozone exposure and mortality: an empiric bayes metaregression analysis. Epidemiology. 16(4) , 458

- 68. 560 U.S. Enviro nmental Protection Agency. (2012 ). Regulatory Impact Analysis for the Final Revisions to the National Ambient Air Quality Standards f or Particulate Matter . Prepared by: Office of Air and Radiation , EPA

452/R

- 12

- 005 . Retrieved August 14, 2013 at http://www.epa.gov/ttn/ecas/ria.html 561 U.S. Environmental Protection Agency. (2008). Final Ozone NAAQS Regulatory Impact Analysis . Prepared by: Office of Air and Radiation, Office of Air Quality Planning and Standards. Retrieved August 14, 2013 at http://www.epa.gov/ttn/ecas/ria.html 562 Information on BenMAP, including downloads of the software, can be found at http://www.epa.gov/ttn/ecas/ be nmodels.html.Page 413 of 961

2030 Total Ozone and PM Benefits

– PM Mortality Derived from American Cancer Society Analysis and Six

- Cities Analysis a Premature Ozone Mortality Function Referenc e Total Benefits (Billions, 201 1 $, 3% Discount Rate) b,c Total Benefits (Billions, 201 1 $, 7% Discount Rate) b,c Multi

- city analyses Bell et al., 2004 Total: $7.4

- $15 PM: $6.0

- $14 Ozone: $1.1 Total: $6.7

- $14 PM: $5.4

- $12 Ozone: $1.1 Huang et al., 2005 Total: $7.9

- $16 PM: $6.0

- $14 Ozone: $1.7 Total: $7.3

- $14 PM: $5.4

- $12 Ozone: $1.7 Schwartz, 2005 Total: $8.0

- $16 PM: $6.0

- $14 Ozone: $1.7 Total: $7.3

- $14 PM: $5.4

- $12 Ozone: $1.7 Meta

- analyses Bell et al., 2005 Total: $9.8

- $18 PM: $6.0

- $14 Ozone: $3.6 Total: $9.2

- $16 PM: $5.4

- $12 Ozone: $3.6 Ito et al., 2005 Total: $11

- $19 PM: $6.0

- $14 Ozone: $4.9 Total: $11

- $18 PM: $5.4

- $12 Ozone: $4.9 Levy et al., 2005 Total: $11

- $19 PM: $6.0

- $14 Ozone: $5.0 Total: $11

- $18 PM: $5.4

- $12 Ozone: $5.0

. a Total includes premature mortality

- related and morbidity

- related ozone and PM 2.5 estimated benefits. Range was developed by adding the estimate from the ozone premature mortality function to the estimate of PM 2.5 - related p remature mortality derived from either the ACS study ( Krewski et al., 200 9 ) or the Six

- Cities study ( Lepeule et al., 20 12 ). Range also reflects alternative estimates of non

- fatal heart attacks avoided based on either Peters et al. (2001) or a pooled estimate of four studies. b Note that total benefits presented here do not include a number of unquantified benefits categories. A detailed listing of unquantified health and welfare effects is provided in Table VIII

- 2. c Results reflect the use of both a 3 an d 7 percent discount rate, as recommended by EPA’s Guidelines for Preparing Economic Analyses and OMB Circular A

- 4. Results are rounded to two significant digits for ease of presentation and computation. Totals may not sum due to rounding. The benefits anal ys is presented in this chapter incorporates an array of policy and technical changes that the Agency has adopted since the Tier 3 proposal’s draft RIA. These changes reflect EPA’s work to update PM

- related benefits reflected in the most recent PM NAAQS. 563 Below we note the aspects of this analysis that differ from the Tier 3 proposal’s draft RIA: 564 1. Incorporation of the newest American Cancer Society (ACS) mortality study and newest Harvard Six Cities mortality study. In2012, Lepeule et al. published an extended anal ys is

563 U.S. Environmental Protection Agency. (2012). Regulatory Impact Analysis for the Final Revisions to the National Ambient Air Quality Standards for Particulate Matter. Prepared by: Office of Air and Radiation, EPA

452/R

- 12

- 005. Retrieved August 14, 2013 at http://www.epa.gov/ttn/ecas/ria.html 564 U.S. Environmental Protection Agency. (2013). Dr aft Regulatory Impact Analysis: Ti er 3 Motor Vehicle Emission and Fuel Standards . Prepared by: Office of Air and Radiation. EPA

- 420

- D

- 13

- 002 . Retri eved October 18, 2013 at http://www.epa.gov/otaq/documents/tier3/420d13002.pdfPage 414 of 961

of the Six Cities cohort. 565 Compared to the study it replaces (Laden et al., 2006) , 566 this new anal ys is follows the cohort for a longer time and includes more years of PM 2.5 monitoring data. The all

- cause PM 2.5 mortality risk coefficient drawn from Lepeule et al. is roughl y similar to the Laden et al. risk coefficient applied in the EPA’s recent analyses of long

- term PM 2.5 mortality and has narrower confidence intervals. In 2009, the Health Effects Institute published an extended analy sis of the ACS cohort (Krewski et al., 2009). 567 Compared to the study it replaces (Pope et al., 2002), 568 this new anal ys is incorporates a number of methodological improvements

. 569 The all

- cause PM 2.5 mortality risk estimate drawn from Krewski et al. (2009) is ide ntical to the Pope et al. (2002) risk estimate applied in recent EPA anal ys es of long

- term PM 2.5 mortality but has narrower confidence intervals. 2. Updated health endpoints. We have re moved the quantification of chronic bronchitis from our main anal ys is. T his change is consistent with the findings of the PM Integrated Science Assessment (I SA) that the evidence for an association between long

- term exposure to PM 2.5 and respiratory

effects is more tenuous

. 570 3. Updated demographic data. We updated the population demographic data in BenMAP to reflect the 2010 Census and future projections based on economic forecasting models developed b y Woods and Poole, Inc. 571 These data replace the earlier demographic projection data from Woods and Poole (20 11 ). 572 4. Incorporation of new morbidity studies. Since the publication of the 2004 Criteria Document for Particulate Matter , 573 the publication of the more recent PM ISA, 574 and the

565 Lepeule J, Laden F, Dockery D, Schwartz J

. 2012. Chronic Exposure to Fine Particles and Mortality: An Extended Follow

- Up of the Harvard Six Cities Study from 1974 to 2009

. Env iron Health Perspect. Jul;120(7):965

- 70. 566 Laden, F., J. Schwartz, F.E. Speizer, and D.W. Dockery. 2006. “Reduction in Fine Particulate Air Pollution and Mortality.” American Journal of Respiratory and Critical Care Medicine 173:667

- 672. 567 Krew ski, D., M. Jerret, R.T. Burnett, R. Ma, E. Hughes, Y. Shi, et al. (2009). Extended follow

- up and spatial analysis of the American Cancer Society study linking particulate air pollution and mortality. HEI Research Report, 140, Health Effects Institute, Boston, MA. 568 P ope, C.A., III, R.T. Burnett, M.J. Thun, E.E. Calle, D. Krewski, K. Ito, and G.D. Thurston. 2002. “Lung Cancer, Cardiopulmonary Mortality, and Long

- term Exposure to Fine Particulate Air Pollution.” Journal of the American Medical Association 287:1132

- 1141. 569 Refer to the 2012 PM NAAQS RIA for mor e detail regarding the studies themselves. 570 U.S. Environmental Pro tection Agency (U.S. EPA). 2009 . Integrated Science Assessment for Particulate Matter (Final Report). EPA

- 600

- R

- 08

- 139F. National Center for Environmental Assessment

—RTP Division. December. Available on the Internet at <http://cfpub.epa.gov/ncea/cfm/recordisplay.cfm?deid=216546>. 571 W oods & Poole Economics Inc. 20 12 . Population by Single Year of Age. CD

- ROM. Woods & Poole Economics, Inc. Washington, D. C. 572 Woods & Poole Economics, Inc. (2011). 2012 Complete Economic and Demographic Data Source (CEDDS). 573 U.S. Environmental Protection Agency (U.S. EPA). 2004. Air Quality Criteria for Particulate Matter. National Center for Environmental Assessment, Offic e of Research and Development, U.S. Environmental Protection Agency, Research Triangle Park, NC EPA/600/P

- 99/002bF. Available on the Internet at <http://cfpub.epa.gov/ncea/cfm/recordisplay.cfm?deid=87903>.Page 415 of 961

Provisional Assessment of Recent Studies on Health Effects of Particulate Matter Exposure (“Provision al Assessment”), 575 the epidemiological literature has produced several new studies examining the association between short

- term PM 2.5 exposure and acute myocardial infarctions, respiratory

and cardiovascular hospitalizations, respiratory and cardiovascular emergency

department visits, acute respiratory symptoms and exacerbation of asthma , respiratory

and cardiovascular hospitalizations. Upon careful evaluation of this new literature, we added several new studies to our health impact assessment; in many cases we have replaced older single

- city time

- series studies with newer multi

- city time

- series anal ys es. 5. Updated the survival rates for non

- fatal acute myocardial infarctions. Based on recent data from Agency

for Healthcare Research and Quality ’s Healthcare Ut ilization Project National Inpatient Sample database, 576 we identified death rates for adults hospitalized with acute m yocardial infarction stratified by age. These rates replace the survival rates from Rosamond et al. (1999). 577 6. Updated hospital cost

- of

- illn ess (COI), including median wage data. In previous benefits anal ys es , estimates of hospital charges and lengths of hospital stays were based on discharge statistics provided by the Agency

for Healthcare Research and Quality ’s Healthcare Utilization Project National Inpatient Sample (NI S) database for 2000. 578 The version of BenMAP (version 4.0. 65 ) used in this anal ys is updated this information to use the 2007 database. The data source for the updated median annual income is the 2007 American Community

Survey

. The benefits in Table VIII

- 1 include all of the estimated human health impacts we are able to quantify

and monetize at this time. However, the full complement of human health effects associated with PM , ozone and other criteria pollutants remain unquantified because of current limitations in methods and/or available data. We have not quantified a number of known or suspected health effects linked with these pollutants for which appropriate health impact functions are not available or which do not provide easil y interpretable outcomes (e.g., changes in heart rate variability). These are listed in Table VIII

- 2

. As a result of these omissions , the

574 U.S. Environmental Pro tection Agency (U.S. EPA). 2009 . Integrated Science Assessment for Particulate Matter (Final Report). EPA

- 600

- R

- 08

- 139F. National Center for Environmental Assessment

—RTP Division. December. Available on the Internet at <http://cfpub.epa.gov/ncea/cfm/recordisplay.cfm?deid=216546>. 575 U.S. Environmental Pro tection Agency (U.S. EPA). 2012 . Provisional Assessment of Recent Studies on Health Effects of Particulate Matter Exposure. EPA/600/R

- 12/056A. National Center for Environmental Assessment

—RTP Division. December. 576 Agency for Healthcare Research and Quality (AHRQ). 2009. HCUPnet, Healthcare Cost and Utilization Project. Rockville, MD. Available on the Internet at <http://hcupnet.ahrq.gov>.American Lung Association (ALA). 1999. Chronic Bronchitis. Available on the Internet at <http://www.lungusa.org/diseases/lungchronic.html>. 577 Rosamond, W., G. Broda, E. Kawalec, S. Rywik, A. Pajak, L. Cooper, and L. Chambless. 1999. “Comparison of Medical Care and Survival of Hospitalized Patients with Acute Myocardial Infarction in Poland and the Unit ed States.” American Journal of Cardiology 83:1180

- 1185

. 578 Agency for Healthcare Research and Quality (AHRQ). 2000. HCUPnet, Healthcare Cost and Utilization Project. Rockville, MD. Available on the Internet at <http://hcupnet.ahrq.gov>.Page 416 of 961

health benefits quantified in this section are likely underestimates of the total benefits attributable to the final standards.

**Table VIII**  **- 2**  **Estimated Quantified and U**  **nquantified Health**  **Effects BENEFITS**  **CATEGORY SPECIFIC EFFECT**  **EFFECT HAS**  **BEEN QUANTIFIED**  **EFFECT HAS**

**BEEN MONETIZED**  **MORE**

**INFORMATION Improved Human Health**  Reduced incidence of premature mo rtality and mo rbidity from exposure to PM 2.5 Adult premature mortality based on

cohort study estimates and expert elicitation estimate s (age >25 or age >30)   PM NAAQS RIA, Section 5.6
Infant mortality (age <1)   PM NAAQS RIA, Section 5.6 Non

- fatal heart attacks (age > 18)   PM NAAQS RIA, Section 5.6 Hospital admissions

—

respiratory (all ages)   PM NAAQS RIA, Section 5.6 H ospital admissions

—cardiovascular (age >20)   PM NAAQS RIA, Section 5.6 Emergency department visits for asthma (all ages)   PM NAAQS RIA, Section 5.6 Ac ute bronchitis (age 8

– 12)   PM NAAQS RIA, Section 5.6 Lo wer respiratory symptoms (age 7

– 14)   PM NAAQS RIA, Section 5.6 Upper respiratory symptoms (asthmatics age 9

– 11)   PM NAAQS RIA, Section 5.6 Asthma exacerbation (asthmatics age 6

– 18)   PM NAAQS RIA, Section 5.6 Lost work days (age 18

– 65)   PM NAAQS RIA, Section 5.6 Minor restricted

- activity days (age 18

– 65)   PM NAAQS RIA, Section 5.6 Chronic Bronchitis (age >26)

— — PM NAAQS RIA, Section 5.6 c Emergency department visits for cardiovascular effects (all ages) — — PM NAAQS RIA, Section 5.6 cPage 417 of 961 **BENEFITS CATEGORY**  **SPECIFIC EFFECT EFFECT**  **HAS BEEN**  **QUANTIFIED EFFECT HAS** 

**BEEN MONETIZED**  **MORE**

**INFORMATION**
Strokes and cerebrovascular di sease (age 50

– 79) — — PM NAAQS RIA, Section 5.6 c Other cardiovascular effects (e.g., other ages) — — PM ISA a Other respiratory effects (e.g., pulmonary function, non

- asthma ER visits, non

- bronchitis chronic diseases, other ages and populations) — — PM ISA a

Reproductive and developmental effects (e.g., low

birth weight, pre

term births, etc.) — — PM ISA a , b
Cancer, mutagenicity, and genotoxicity effects — — PM ISA a , b
Reduced incidence of premature mo rtality and mo rbidity from exposure to ozone Premature mortality based on short

term study estimates (all ages)   Ozone ISA
Premature mortality based on long

term study estimates (age 30

– 99) — — Ozone ISA c Hospital admissions

—

respiratory causes (age > 65)   Ozone ISA Hospital admissions

—

respirat ory causes (age <2)   Ozone ISA
Emergency department visits for asthma (all ages)   Ozone ISA
Minor restricted

- activity days (age 18

– 65)   Ozone ISA School absence days (age 5

– 17)   Ozone ISA Decreased outdoor worker productivity (age 18

– 65 )   Ozone ISA Other respiratory effects (e.g., premature aging of lungs) — — Ozone ISA a Cardiovascular and nervous system effects — — Ozone ISA b Reproductive and developmental effects — — Ozone ISA b
Reduced incidence of mo rbidity from Cancer (benzene, 1,3

- butadiene,

formaldehyde, acetaldehyde) Anemia (benzene) Disruption of production of blood — — IRIS a ,bPage 418 of 961 **BENEFITS CATEGORY**  **SPECIFIC EFFECT EFFECT**  **HAS BEEN**  **QUANTIFIED EFFECT HAS** 

**BEEN MONETIZED**  **MORE**

**INFORMATION** exposure to air toxics components (benzene)

Reduction in the number of blood platelets (benzene) Excessive bone marrow

formation (benzene) Depression of lymp hocyte counts (benzene) Reproductive and developmental effects (1,3

- butadiene) Irritation of eyes and mucus membranes (formaldehyde) Respiratory irritation (formaldehyde) Asthma attacks in asthmatics (formaldehyde) Asthma

- like symptoms in non

asthmatics (f

ormaldehyde) Irritation of the eyes, skin, and respiratory tract (acetaldehyde) Upper respiratory tract irritation and congestion (acrolein)

a We assess these benefits qualitatively because we do not have sufficient confidence in available data or methods. b We assess these benefits qualitatively because current evidence is only suggestive of causality or there are other significant concerns over the strength of the association.
c We assess these benefits qualitatively due to time and resource limitations for this analysis.
While there would be impacts associated with reductions in air toxic pollutant emission s that result from the final standards, we do not attempt to quantify and monetize those impacts (Sectio n III presents the estimated emission reductions associated with the final standards ). This is primarily

because currently

available tools and methods to assess air toxics risk from mobile sources at the national scale are not adequate for extrapolation t o incidence estimations or benefits assessment. The best suite of tools and methods currentl y available for assessment at the national scale are those used in the National

- Scale Air Toxics Assessment (NATA). The EPA Science Advisory

Board specificall y co mmented in their review of the 1996 NATA that these tools were not yet ready for use in a national

- scale benefits analy sis, because they did not consider the full distribution of exposure and risk, or address sub

- chronic health effects. 579 While EPA has sin ce improved these tools, there remain critical limitations for estimating incidence and assessing benefits of reducing mobile source air toxics.

579 Science Advisory Board. (2001). NATA

– Evaluating the National

- Scale Air Toxics Assessment for 1996

– an SAB Advisory. http://www.epa.gov/ttn/atw/sab/sabrev.html.Page 419 of 961

As part of the second prospective anal ys is of the benefits and costs of the Clean Air Act, 580 EPA conducted a c ase study anal ys is of the estimated health effects associated with reducing exposure to benzene in Houston from implementation of the Clean Air Act. While reviewing the draft report, EPA’s Advisory Council on Clean Air Compliance Anal ys is concluded that “ the challenges for assessing progress in health improvement as a result of reductions in emissions of hazardous air pollutants (HAPs) are daunting...due to a lack of exposure - response functions, uncertainties in emissions inventories and background levels, the difficulty of extrapolating risk estimates to low doses and the challenges of tracking health progress for diseases, such as cancer, that have long latency periods.” 581 EPA continues to work to address these limitations; however, we did not have the methods and tools available for national

- scale application in time for the anal ys is of the final standards. 582 The reduction in air pollut ion emissions that will result from the final program also is projected to have “welfare” co

- benefits in a ddition to human health benefits, including changes in visibility , materials damage, ecological effects from PM deposition, ecological effects from nitrogen and sulfur emissions, vegetation effects from ozone exposure, and climate effects. 583 Despite our go al to quantify and monetize as many

of the benefits as possible for the final rulemaking , the welfare co

- benefits of the Tier 3 standard s remain unquantified and non monetized due to data, methodology , and resource limitations. As a result, th e benefits quantified in this analy sis are likel y underestimates of the total benefits attributable to the final program. We refer the reader to Chapter 6 of the PM NAAQS RIA for a complete discussion of these welfare co

- benefits. 584 We received man y comments from the public and interested stakeholders, many of which were supportive of the benefits anal ys is conducted in support of the rulemaking and some that were adverse. Several commenters (primaril y associated with the fuels industry) were critical of a number of EPA assumptions and other aspects of the anal ys is

.

580 U.S. Environmental Protection Agency (U.S. EPA). (2011). The Benefits and Costs of the Clean Air Act from 1990 to 2020 . Office of Air and Radiation, Washington, DC. March. Available on the Internet at <http://www.epa.gov/air/sect812/feb11/fullreport.pdf>. 581 U.S. Environmental Protection Agency

— Science Advisory Board (U.S. EPA

- SAB). (2008). Benefits of Reduc ing Benzene Emissions in Houston, 1990

–2020 . EPA

- COUNCIL

- 08

- 001. July. Available at <http://yosemite.epa.gov/sab/sabproduct.nsf/D4D7EC9DAEDA8A548525748600728A83/$File/EPA

- COUNCIL

08

- 001

- unsigned.pdf>. 582 In April, 2009, EPA hosted a workshop on estimating the benefits or reducing hazardous air pollutants. This workshop built upon the work accom plished in the June 2000 Science Advisory Board/EPA Workshop on the Benefits of Reductions in Exposure to Hazardous Air Pollutants, which generated thoughtful discuss ion on approaches to estimating human health benefits from reductions in air toxics exposure, but no consensus was reached on methods that could be implemented in the near term for a broad selection of air toxics. Please visit http://epa.gov/air/toxicair/2009workshop.html for more information about the workshop and its associated materials. 583 We project that the Tier 3 vehicle and fuel standards will reduce nitrous oxide (N 2 O) and methane (CH 4 ) emissions from vehicles. The reductions in these potent greenhouse gases will be offset to some degree by the increase in CO 2 emissions from refineries. The com bined impact is a net de crease on a CO2

- equivalent basis and wo uld yield a net benefit if these reductions were monetized. 584 U.S. Enviro nmental Protection A gency. (2012 ). Regulatory Impact Analysis for the Final Revisions to the National Ambient Air Quality Standards for Particulate Matter . Prepared by: Office of Air and Radiation , EPA

452/R

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- 005 . Retrieved August 14, 2013 at http://www.epa.gov/ttn/ecas/ria.htmlPage 420 of 961

As described more full y in the Summary and Analysis of Comments document that accompanies this rulemaking, EPA disagrees with the claims of these commenters. We base our anal ys is of the program’s impact on human health and the environment on peer

- reviewed studies of air qua lity

and human health effects. 585 , 586 Our benefits methods are consistent with the RIA that accompanied the final revisions to the National Ambient Air Quality Standards (NAAQS) for Particulate Matter and the final ozone NAAQS. Our methods also undergo rigorous review by man y independent expert panels, including the Science Advisory Board and the National Research Council. Our methods and assumptions reflect their guidance, review, and recommendations. As a result , we believe our analy sis reflects the state of the science for health impacts and benefits assessment. The Agency

also received many

comments supportive of the benefits that the Tier 3 standards will achieve. This inc ludes broad support from man y non - governmental institutions, state and local governments, and private citizens. **B. Quantified Human Health Impacts**  Table VIII

- 3 and Table VIII

- 4 present the core estimates of annual PM 2.5 and ozone health impacts, respectively , in the 48 contiguous U.S. states associated with the final standards for 2030. For each endpoint presented in Table VIII

- 3 and Table VI II

- 4 , we provide both the mean estimate and the 90 percent confidence interval. Using EPA’s preferred estimates, based on the American Cancer Society (ACS) and Six

Cities studies and no threshold assumption in the model of mortality , we estimate that the final standards would result in between 660 and 1,500 cases of avoided PM 2.5 - related premature mortalities annually

in 2030. A sensitivity

anal ys is was also conducted to understand the impact of altern ative concentration response functions suggested by experts in the field. When the range of expert opinion is used, we estimate between 130 and 2,200 fewer premature mortalities in 2030 (see Table 8.8 in the RIA that accompanies this action). For ozone

- r elated premature mortality in 2030, we estimate a range of between 110 to 500 fewer premature mortalities.

**Table VIII**  **- 3**  **Estimated PM 2.5**  **- Related Health Impacts**  **a** Health Effect 2030 Annual Reduction in Incidence (5 th %

- 95 th %ile) Premature Mortality

– Derived from epidemiology literature b Adult, age 30+, ACS Cohort Study ( Krewski et al., 200 9 ) Adult, age 25+, Six

- Cities Study ( Lepeule et al., 20 12 ) 660 (480

– 840) 1,500

585 U.S. Enviro nmental Protection Agency. (2012 ). Regulatory Impact Analysis for the Final Revisions to the National Ambient Air Quality Standards for Particulate Matter . Prepared by: Office of Air and Radiation , EPA

452/R

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- 005 . Retrieved Augus t 14, 2013 at http://www.epa.gov/ttn/ecas/ria.html 586 U.S. Environmental Protection Agency. (2008). Final Ozone NAAQS Regulatory Impact Analysis . Prepared by: Office of Air and Radiation, Office of Air Quality Planning and Standards. Retrieved March, 26 , 2009 at http://www.epa.gov/ttn/ecas/ria.html . EPA

- HQ

- OAR

- 2009

- 0472

- 0238Page 421 of 961 Infant, age <1 year (Woodruff et al., 1997) (860

– 2,100) Non

- fatal myocardial infarction (adult, age 18 and over) Peters et al. (2001) Pooled estimate of 4 studies 790 (290

– 1,300) 85 (42

– 190) Hospital admissions

- respiratory (all ages) c,e 210 (

- 38

– 380) Hospital admissions

- cardiovascular (adults, age >18) d 250 (130

– 440) Emergency room visits for asthma (age 18 years and younger) e 340 (

- 58

– 660) Ac ute bronchitis, (children, age 8

- 12) e 980 (

- 35

– 2,000) Lo wer respiratory symptoms (children, age 7

- 14) 13,000 ( 6,000

– 19,000) Upper respiratory symptoms (asthmatic children, age 9

- 18) 18,000 (5,600

– 30,000) Asthma exacerbation (asthmatic children, age 6

- 18) 19,000 (2,300

– 37,000) Work loss days 81,000 (70,000

– 91,000) Minor restricted activity days (adults age 18

- 65) 480,000 (400,000

– 550,000)

a Incidence is rounded to two significant digits. Estimates represent incidence within the 48 contiguous United States. b PM

- related adult mortality based upon the most recent American Cancer Society (ACS) Cohort S tudy ( Krew ski et al., 200 9 ) and the mo st recent Six

- Cities Study ( Lepeule et al., 20 12 ). Note that these are two alternative estimates of adult mortality and should not be summed. PM

- related infant mortality based upon a study by Woodruff, Grillo, and Sc hoendorf, (1997). 587
c Respiratory hospital admissions for PM include admissions for chronic obstructive pulmonary disease (COPD), pneumonia and asthma. d Cardiovascular hospital admissions for PM include total cardiovascular and subcategories for ischemic h eart disease, dysrhythmias, and heart failure. e The negative estimates at the 5th percentile confidence estimates for these morbidity endpoints reflect the statistical power of the study used to calculate these health impacts. These results do not sugges t that reducing air pollution results in additional health impacts.

**Table VIII**  **- 4**  **Estimated Ozone -**  **Related Health Impacts a**  Health Effect 2030 Annual Reduction in Incidence (5th%

- 95th%ile) Premature Mortality , All ages b Multi

- City Analyses Bell et al. (2004)

– Non

- accidental 110

587 Woodruff, T.J., J. Grillo, and K.C. Schoendorf. (1997). The Relationship Between Selected Causes of Postneonatal Infant Mortality and Particulate Air Pollution in the United States. Environmental Health Perspectives 105(6):608

- 612.Page 422 of 961 Huang et al. (2005)

– Cardiopulmonary Schwartz (2005)

– Non

- accidental Meta

- analyses: Bell et al. (2005)

– All cause Ito et al. (2005)

– Non

- accidental Levy et al. (2005 )

– All cause (46

– 170) 160 (74

– 250) 170 (68

– 270) 350 (190

– 510) 490 (320

– 660) 500 (360

– 630) Hospital admissions

- respiratory causes (adult, 65 and older) c 740 (87

– 1,400) Hospital admissions

- respiratory causes (children, under 2) 310 (160

– 450) Emergency room visit for asthma (all ages) d 330 (

- 8

– 990) Minor restricted activity days (adults, age 18

- 65) 600,000 (290,000

– 910,000) School absence days 210,000 (92,000

– 300,000) a Incidence is rounded to two significant digits. Esti mates represent incidence within the 48 contiguous U.S. b Estimates of ozone

- related premature mortality are based upon incidence estimates derived from several alternative studies: Bell et al. (2004); Huang et al. (2005); Schwartz (2005) ; Bell et al. (2 005); Ito et al. (2005); Levy et al. (2005). The estimates of ozone

- related premature mortality should therefore not be summed. c Respiratory hospital admissions for ozone include admissions for all respiratory causes and subcategories for COPD and pneumo nia. d The negative estimate at the 5th percentile confidence estimate for this morbidity endpoint reflect s the statistical power of the study used to calculate this health impact

. This result do es not suggest that reducing air pollution results in additi onal health impacts. **C. Monetized Benefits**  Table VIII

- 5 presents the estimated monetary value of changes in the incidence of ozone and PM 2.5 - related health effects. All monetized estimates are stated in 201 1 dollars

. These estimates account for growth in real gross domestic product (GDP) per capita between the present and 2030. Our estimate of total monetized benefits in 2030 for the program, using the ACS and Six

- Cities PM mortality studies and the range of ozone m ortality assumptions, is between $ 7.4 and $ 19 billion, assuming a 3 percent discount rate, or between $ 6.7 and $ 18 billion, assuming a 7 percent discount rate. This represents the health benefits of the Tier 3 program anticipated to occur annually when th e program is fully implemented and most of the fleet turned over. **Table VIII**  **- 5**  **Estimated Monetary Value of Changes in Incidence of Health and Welfare Effects in 2030 (Millions of 201**  **1 $)**  **a HEALTH ENDPOINTS**  **2030 (5**  **TH AND 95**  **TH PERCENTILE)**  **PM 2.5**  **- Related Health Effects**  Premature Mortality

– Derived Adult, age 30+

- ACS studyPage 423 of 961

from Epidemiology Studies b , c ( Krew ski et al., 200 9 ) 3% discount rate 7% discount rate $6,100 ($910

- $14,000) $5,50 0 ($820

- $13,000) Adult, age 25+

- Six

- Cities study ( Lepeule et al., 20 12 ) 3% discount rate 7% discount rate $14,000 ($2,000

- $33,000) $12,000 ($1,800

- $30,000) Infant Mortality, <1 year

– (Woodruff et al. 1997) $13 ($1.8

- $ 32) Non

- fatal acute myocardial infarctions Peters et al., 2001 3% discount rate 7% discount rate Pooled estimate of 4 studies 3% discount rate 7% discount rate $96 ($21

- $230) $93 ($19

- $220) $10 ($2.6

- $27) $10 ($2.4

- $27) Hospital admissions for respiratory causes d $5.9 (

- $1.6

- $11) Hospital admissions for cardiovascular causes $9.9 ($5.0

- $17) Emergency room visits for asthma d $0.15 (

- $0.02

- $0.29) Ac ute bronchitis (children, age 8

– 12) d $0.49 (

- $0.02

- $1.2) Lo wer respiratory symptoms (children, 7

– 14) $0.27 ($0.11

- $0.51) Upper respiratory symptoms (asthma, 9

– 11) $0.62 ($0.18

- $1.4) Asthma exacerbations $1.1 ($0.14

- $2.7) Work loss days $12 ($11

– $14) Minor restricted

- activity days (MRADs) $34 ($20

- $49) **Ozone -**  **Related Health Effects** Premature Mortality, All ages

– Derived from Multi

- city analyses Bell et al., 2004 $1,100 ($150

- $2,800) Huang et al., 2005 $1,600 ($220

- $4,100) Schwartz, 2005 $1,700 ($220

- $4,400) Premature Mortality, All ages

– Derived from Meta

- analyses Bell et al., 2005 $3,600 ($510

- $8,800) Ito et al., 2005 $5,000 ($740

- $12,000 Levy et al., 2005 $5,100Page 424 of 961 ($760

- $12,000)

Hospital admissions

- respiratory causes (adult, 65 and older) $21 ($2.5

- $39) Hospital admissions

- respiratory causes (children, under 2) $3.7 ($1.9

- $5.4) Emergency room visit for asthma (all ages) $0.14 (

- $0.003

- $0.41) Minor restricted activity days (adults, age 18

- 65) $43 ($19

- $73) School absence days $21 ($9.3

- $31) a Monetary benefits are rounded to two significant digits for ease of presentation and computation. PM and ozone benefits are nationwide. b Monetary benefits adjusted to account for growth in real GDP per capita between 1990 and the analysis year (2030). c Valuation assumes discounting over the SAB recommended 20 year segmented lag structure. Results reflect the use of 3 percent and 7 percent discount rates consistent with EPA and OMB guidelines for preparing economic analyses. d The negative esti mate at the 5th percentile confidence estimate for this morbidity endpoint reflect s the statistical power of the study used to calculate this health impact

. This result do es not suggest that reducing air pollution results in additional health impacts.
**D. Wha**  **t are the Limitations of the Benefits Analysis?** Every benefit

- cost analy sis examining the potential effects of a change in environmental protection requirements is limited to some extent by data gaps, limitations in model capabilities (such as geographic c overage), and uncertainties in the underl yi ng scientific and economic studies used to configure the benefit and cost models. L imitations of the scientific literature often result in the inability to estimate quantitative changes in health and environmental effects, such as potential decreases in premature mortality associated with decreased exposure to carbon monoxide. Deficiencies in the economics literature often result in the inability to assign economic values even to those health and environmental outcomes which can be quantified. These general uncertainties in the underl yi ng scientific and economics literature, which can lead to valuations that are higher or lower, are discussed in detail in the RIA and its supporting references. Key

uncertainties that have a bearing on the results of the benefit

- cost anal ys is of the final standards include the following:

 The exclusion of potentially significant and unquantified benefit categories (such as health, odor, and ecological benefits of reduction in air tox ics, ozone, and PM);

 Errors in measurement and projection for variables such as population growth;

 Uncertainties in the estimation of future ye ar emissions inventories and air quality (including future ye ar climate uncertainty);

 Uncertainty in the estimate d relationships of health and welfare effects to changes in pollutant concentrations including the shape of the concentration

- response function, the size of the effect estimates, and the relative toxicity of the man y components of the PM mixture;Page 425 of 961

 Uncertai nties in exposure estimation; and

 Uncertainties associated with the effect of potential future actions to limit emissions. As Table VIII

- 5 indicates, total benefit estimates are driven primaril y b y the redu ction in premature mortalities each year. Some key assumptions underlying the premature mortality estimates include the following, which may also contribute to uncertainty:

 We assume that all fine particles, regardless of their chemical composition, are e qually potent in causing premature mortality . This is an important assumption, because PM 2.5 varies considerabl y in composition across sources, but the scientific evidence is not yet sufficient to allow differential effects estimates b y particle type. The 2009 PM I SA, which was twice reviewed by EPA’s Science Advisory Board Clean Air Science Advisory Committee (SAB

- CASAC) , concluded that “many constituents of PM 2.5 can be linked with multiple health effects, and the evidence is not yet sufficient to allow differentiation of those constituents or sources that are more closel y related to spec ific outcomes

. ” 588

 We assume that the health impact function for fine particles is log

- linear without a threshold in this analy sis. Thus, the estimates include health benefi ts from reducing fine particles in areas with varied concentrations of PM 2.5 , including both areas that do not meet the fine particle standard and those areas that are in attainment, down to the lowest modeled concentrations.

 We assume that there is a “ces sation” lag between the change in PM exposures and the total realization of changes in mortality effects. Specificall y, we assume that some of the incidences of premature mortality related to PM 2.5 exposures occur in a distributed fashion over the 20 year s following exposure based on the advice of EPA’s Science Advisory

Board Health Effects Subcommittee (SAB

- HES) , 589 which affects the valuation of mortality benefits at different discount rates.

 There is uncertainty in the magnitude of the association between ozone and premature mortality . The range of ozone benefits associated with the final standards is estimated based on the risk of several sources of ozone

- related mortality effect estimates. In a report on the estimation of ozone

- related premature mortal ity published by

the National Research Council, a panel of experts and reviewers concluded that short

- term exposure to ambient ozone is likely to contribute to

588 U.S. Environmental Protection Agency (U.S. EPA) . 2009 . Integrated Science Assessment for Particulate Matter (Final Report). EPA

- 600

- R

- 08

- 139F. Nation al Center for Environmental Assessment

—RTP Division. December. Available on the Internet at <http://cfpub.epa.gov/ncea/cfm/recordisplay.cfm?deid=216546>. 589 U.S. Environmental Protection Agency

— Science Advi sory

Board (U.S. EPA

- SAB). 2004 . Advisory Council o n Clean Air Compliance Analysis Response to Agency Request on Cessation Lag. EPA

- COUNCIL

- LTR

- 05

- 001. December. Available on the Internet at <http://yosemite.epa.gov/sab/sabproduct.nsf/0/39F44B098DB49F3C85257170005293E0/$File/council_ltr_05_001. pdf>.Page 426 of 961 premature deaths and that ozone

- related mortality should be included in estimates of the health benefits of reducing ozone exposure. 590 Despite the uncertainties described above, we believe this anal ys is provides a conservative estimate of the estimated criteria pollutant

- related health and environmental benefits of the standards in future years beca use of the exclusion of potentially significant benefit categories that are not quantifiable at this time. Acknowledging benefits omissions and uncertainties, we present a best estimate of the total benefits based on our interpretation of the best availab le scientific literature and methods supported by EPA’s technical peer review panel, the Science Advisory

Board’s Health Effects Subcommittee (SAB

- HES). The National Academies of Science (NRC, 2002) has also reviewed EPA’s methodology for anal yz ing the he alth benefits of measures taken to reduce air pollution. EPA addressed many of these comments in the anal ys is of the final PM NAAQS. 591 , 592 This analy sis incorporates this work to the extent possible. **E. Illustrative Analysis of**  **Estimated Monetized Impacts As**  **sociated with the Rule**  **in 201 8**  For illustrative purposes, this section presents the total estimated monetized benefits associated with the final standards in 201 8 . As presented in Section III.B, the emissions impacts of the final standards in 201 8 are pri marily due to the effects of sulfur on the existing (pre

- Tier 3) fleet. Table VIII

- 6 p resents total aggregate monetized benefits of the program in 201 8

. Monetized estimates are presented in 201 1 $. Our estimate of total monetized benefits associated with the final standards in 201 8 , using the ACS and Six

- Cities PM mortality studies and the range of ozone mortality assumptions, is between $ 2.1 and $ 5.6 billion, assuming a 3 percent discount rate, or between $ 1.9 and $ 5.3 billion, assuming a 7 percent discount rate. For a more detailed presentation of the quantified and monetized impacts of the final standards in 201 8 , please refer to Chapter 8 of the RIA that accompanies this preamble.

590 Nati onal Research Council (NRC), (2008). Estimating Mortality Risk Reduction and Economic Benefits from Controlling Ozone Air Pollution. The National Academies Press: Washington, D.C. 591 National Research Council (NRC). (2002). Estimating the Public Health Be nefits of Proposed Air Pollution Regulations. The National Academies Press: Washington, D.C. 592 U.S. Enviro nmental Protection Agency. (2012 ). Regulatory Impact Analysis for the Final Revisions to the National Ambient Air Quality Standards for Particulate M atter . Prepared by: Office of Air and Radiation , EPA

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**Table VIII**  **- 6**  **Total Estimated**  **Monetized Ozone and PM -**  **related Benefits Associated with the**  **Final Standards**  **in 201 8**  **a Total Ozone and PM Benefits (billions, 201**  **1 $)** 

**– PM Mortality Derived from**  **the ACS and Six -**  **Cities Studies 3% Discount Rate**  **7% Discount Rate** Ozone Mortality Function Reference Mean Total Benefits Ozone

Mortality Function Reference Mean Total Benefits Multi

- city Bell et al.,

2004 $2.1

- $4.1 Multi

- city Bell et al., 2004 $1.9

- $3.7 Huang et al., 2005 $2.3

- $4.2 Huang et a l., 2005 $2.1

- $3.9 Schwartz, 2005 $2.3

- $4.3 Schwartz, 2005 $2.1

- $3.9 Meta

- analysis Bell et al.,

2005 $3.1

- $5.0 Meta

- analysis Bell et al., 2005 $2.9

- $4.7 Ito et al., 2005 $3.6

- $5.6 Ito et al., 2005 $3.4

- $5.2 Levy et al., 2005 $3.6

- $5.6 Levy et al., 2005 $3.5

- $5.3 **Total Ozone and PM Benefits (billions, 2010$)**

**– PM Mortality Derived from**  **Expert Elicitation (Lowest and Highest Estimate) 3% Discount Rate**  **7% Discount Rate** Ozone Mortality Function Reference Mean Total Benefits Ozo ne

Mortality Function Reference Mean Total Benefits Multi

- city Bell et al.,

2004 $0.81

- $5.8 Multi

- city Bell et al., 2004 $0.78

- $5.3 Huang et al., 2005 $1.0

- $6.0 Huang et al., 2005 $0.98

- $5.5 Schwartz, 2005 $1.0

- $6.0 Schwartz, 2005 $1.0

- $ 5.5 Meta

- analysis Bell et al.,

2005 $1.8

- $6.8 Meta

- analysis Bell et al., 2005 $1.8

- $6.3 Ito et al., 2005 $2.3

- $7.3 Ito et al., 2005 $2.3

- $6.8 Levy et al., 2005 $2.4

- $7.4 Levy et al., 2005 $2.4

- $6.8

a Total includes estimated prematur e mortality

- related and morbidity

- related ozone and PM 2.5 benefits. Range was developed by adding the estimate from the ozone premature mortality function to the estimate of PM 2.5 - related premature mortality derived from either the ACS study ( Krewski et a l., 200 9 ) or the Six

- Cities study ( Lepeule et al., 20 12 ) or the lowest and highest mortality estimate across the range derived from the expert elicitation

. Range also reflects alternative estimates of non

- fatal heart attacks avoided based on either Peters et al. (2001) or a pooled estimate of four studies. 

## IX. **Alternatives Analysis**  As described throughout this preamble, we have considered a number of regulatory alternatives in the development of this final rule , including alternatives related to timing and stringency

of the standards, as well as alternative program design elements (e.g., averaging, banking, and trading). This section summarizes alternatives we have considered for both vehicle emission and fuel standards.Page 428 of 961

**A. Vehicle Emission Standards**  The federal vehicle emission standards we are adopting are the most stringent feasible considering anticipated developments in motor vehicle emissions control technology

. C onsideration of alternatives focused less on the level of the fleet

- average and per - vehicle st andards themselves and more on the phase

- in schedule for the standards, which can have an important influence on the cost of the standards. Phase

- in schedules directly impact costs depending on how they

are aligned with other light

- duty rules and product design cycles , especiall y those of the California LEV III criteria emissions program and the EPA greenhouse gas (GHG) rules . In addition, phase

- in schedules can impact the cost of available resources, specificall y design, development and testing resources within vehicle manufacturers and emission control suppliers. 593 As we considered options for the Tier 3 vehicle standards, one of the important factors we considered was the degree of harmonization that would result between Tier 3 and the CARB LEV III pro gram. As discussed earlier in this preamble, the auto manufacturing industry stressed throughout the development of the Tier 3 rule and in their comments on the proposed rule

– both as individual companies and through their trade associations

– the need f or harmonization of the two programs as completely and as soon as possible. Another factor in our consideration of program options has been how the timing of the Tier 3 program aligns with the federal light

- dut y vehicle GHG rules. We believe that both p rograms will be more efficient and less costl y if manufacturers have greater ability to coordinate their product planning to respond to the various regulatory requirements they face

. For these reasons, we have focused on program alternatives that generall y achieve close harmony with the California programs in the earliest appropriate time frame, and on a schedule matching those of the GHG rules as much as possible. The following paragraphs describe the major alternatives we have considered. 1. Shorter NMOG+NO X Standard Phase

- in We originall y considered requiring full implementation of the NMOG+NO X final fleet average standard b y MY 2022. However, we determined that this would have disrupted the manufacturer’s normal product design cycles, 594 and it would not have allowed manufacturers to use consistent product design cycle s for both the Tier 3 standards and the 2017 LD GHG standards, which reach full implementation in MY 2025. We are adopting a phase

- in schedule that graduall y increases the stringency of the s tandards until MY 2025 , as with the GHG program, in order to allow vehicle manufacturers to better integrate the compliance with Tier 3 into their product design cycles as well as to take advantage of additional learning to reduce

593 We note that the Tier 3 program includes additional phase

- in flexibility through the alternative phase

- in schedules for light

- duty

exhaust emissions standards, heavy

- duty exhaust emissions standards, and light

- and heavy

duty evaporative emissions standards. 594 A light

- duty

vehicle product design cycle is the number of years between major redesigns of a vehicle. Ty picall y, major redesigns are completed every 5 to 6 years.Page 429 of 961

costs. We believe this i mplementation schedule for the Tier 3 NMOG+NO X standards allow s us to achieve the environmental objectives of the program without imposing unnecessary cost s and burden on the industry

. 2. NMOG+NO X Standards Phase

- in and Early Tier 3 Credits The key agency goa ls in designing the structure of the Tier 3 program are to facilitate the step
- down in fleet average stringency in the initial model years and to create a program that is of equivalent stringency

and aligned with LEV III as earl y as possible. W e considere d allowing manufacturers to generate earl y credits against the current Tier 2 Bin 5 fleet average and to use generated earl y credits without limitation for the first five years of the Tier 3 program. CARB, along with some vehicle manufacturers, noted that if a manufacturer were to substantially over comply with the Tier 2 Bin 5 fleet average, these early credits might delay

achievement of the Tier 3 emission levels and also delay harmonization between the Tier 3 and LEV III programs for several ye ars. Bas ed on the fact that manufacturers are selling many vehicles today that are already cleaner than the existing Tier 2 Bin 5 fleet average, we believe that there is a strong potential for them to generate an excessive amount of credits. Also, most manufactur ers will already have begun to sell vehicles that meet the LEV III standards (and thus the Tier 3 standards). The use of such a “windfall” of credits would likely result in a substantial delay in achieving alignment between the LEV III and Tier 3 programs

. To avoid this potential misalignment, we are finalizing as proposed a provision that any earl y credits generated be capped starting in MY 2018 at the number of a manufacturer’s LEV III credits , but adjusted b y the ratio of California and other LEV III sales nationwide . (See Section IV .A.7.a for more detail on these early credit provisions .) This approach balance s the need for meaningful transition flexibility to avoid unnecessary

costs, while still ensuring expeditious harmonization with LEV III and achievement of the environmental benefits of the Tier 3 standards. 3. NMOG+NO X Standards We believe that the fleet

- average NMOG+NO X standards that we are finalizing reflect the greatest degree of emission reduction achievable considering cost , developments in technology , and gasoline sulfur levels as required by this rule. We also believe the implementation schedule for the NMOG+ NO X standards is as short as practicable, as explained above. W e believe that more stringent or less stringent standards are not j ustified based on the information currently

available , including comments received. Therefore, and consistent with our goal of harmonizing the Tier 3 program with LEV III as much as possible, we are finalizing the declining FTP and SFTP NMOG+NO X standards and phase

- in schedules as proposed, as discussed in Section IV.A.3 and IV.A.4 above. 4. PM Standards The FTP and SFTP (US06) PM standards that we are adopting are the most stringent technicall y feasible standards within the ir implementation timeframe and m eet the EPA goal of bringing all vehicles to the FTP and US06 PM emission levels demonstrated by most vehicles today

.Page 430 of 961

We considered adopting for Tier 3 the 1 mg/mi FTP PM standard that the LEV III program will begin phasing

- in in MY 2025. However, as explained in the proposal and in Section IV.A.3.b above, and upon further review of current test procedures and the public comments, we concluded that 3 mg/mi is the most stringent technologically feasible FTP PM standard. We will continue to work closel y w ith CARB in this area. Specifically , our agencies will continue our parallel evaluations of how improved gravimetric PM measurement methods can reduce PM mass measurement variability at very low PM levels , and how this relates to the evolving technological capabilities of automakers to reach very low PM levels with sufficient compliance margins. As discussed in Section IV.A.4, we are finalizing numericall y lower US06 standards than those we proposed. More recent test data show s that the levels of the fi nal US06 standards better meet EPA’s goal of capping US06 PM emissions at levels already being demonstrated by most vehicles in the current light

- duty fleet. We proposed a 10 mg/mi US06 PM standard for cars, and 20 mg/mi for trucks. Like the FTP PM standards, the US06 PM standards are per

- vehicle caps and not fleet averages. The comments we received ranged from suggesting a numericall y lower standard to maintaining the standards as proposed. CARB and other stakeholders recommended a standard of 4 mg/mi, and the International Council on Clean Transportation recommended that the standards be no higher than 6 mg/mi. The Alliance and Global Automakers supported the proposed standards. We considered all of the comments suggesting various levels for these standards, and we are finalizing standards of 10 mg/mi through MY 2021 and of 6 mg/mi for 2022 and later model ye ars, for both lighter and heavier vehicles , because they reflect the current US06 PM performance of most vehicles. We believe these standards wi ll address current poor performing vehicles and ensure that future vehicles with future technologies will perform, at a minimum, at or near the level of PM emissions that is being demonstrated by current vehicles. Because th e final standards maintain the s ame stringency relative to emission levels achieved currently , as we describe our goal for these standards in the proposal, there is no difference in the projected costs and benefits associated with the proposed and final US06 PM standard levels. The cost s associated with meeting the final PM standards are driven by the vehicle performance over the FTP. That is, the 3 mg/mi FTP standard is the primary controlling factor in a vehicle’s overall PM performance and manufacturer compliance strategies. The US0 6 PM standard is intended to supplement the FTP PM standard in that an y additional level of PM control required to meet the US06 PM standard is expected to be accomplished through calibration and not through the use of additional hardware

. 5. Higher Ethanol Content of Emissions Test Fuel We proposed and considered a change in the required ethanol content of emissions test fuel, from the current zero percent (E0) specification to a 15 percent ethanol (E15) specification. However, as discussed in Section IV.F above, the market fuel shift toward higher ethanol content has not materialized, and we are finalizing E10 as the Tier 3 gasoline test fuel to better match in

use fuels expected in the implementation timeframe of the Tier 3 standards. The adoption of E1 0 in lieu of E15 not only creates a federal test fuel that more closel y reflects the ethanol content of in

- use fuel currently and in the foreseeable future, but also more closely aligns with California’s LEV III test fuel.Page 431 of 961

**B. Fuel Sulfur Standards**  1. Annual Ave rage Sulfur Standard As explained in Section V. B ., we believe that a 10 ppm annual average standard is required to enable the vehicle fleet to meet the final Tier 3 standards and appropriatel y balances feasibility with costs. Other countries and Californi a have also reduced the sulfur content of their gasoline; California’s gasoline is already m eeting our proposed 10 ppm average sulfur level, and Europe and Japan have a cap on the sulfur content of gasoline at 10 ppm. During the development of the propose d rule, we considered imposing a 10 ppm cap (i.e., no averaging, banking and trading), similar to the standard in Europe and Japan, as well as an average standard lower than 10 ppm average , b ecause vehicle emission performance improves as sulfur is reduced

. However, b y allowing averaging to meet 10 ppm, we believe that the most challenged refiners would be able to avoid what could be cost

- prohibitive investments, while still meeting 10 ppm across the fuel pool. As discussed in Section VII.B., we estimate that allowing averaging would reduce nationwide control costs by nearl y 26 percent, and would still be sufficient to enable vehicles to meet the proposed Tier 3 standards. We also considered an even lower sulfur standard of 5 ppm. Based upon the results of our test programs and associated modeling, a sulfur standard of 5 ppm could reduce VOC+NO X emissions from the existing fleet b y an additional 65,000 tons in 201 8

. However, we believe a 5 ppm standard would significantly increase both capital and operating costs. Such a standard would require: (1) more severe treatment of FCC gasoline; ( 2 ) treatment of additional (non

- FCC) gasoline blendstocks; ( 3 ) essentiall y all refineries to reduce sulfur to 5 ppm, thereb y eliminating much of the benefit of the ABT pro visions ; and potentially (4 ) more overcapacity and storage for reprocessing off

- specification product . A 5 ppm standard would also warrant consideration of controlling the contribution to gasoline sulfur from gasoline additives, transmix, ethanol denaturants, and contamination in the distribution sy stem. In our anal ys is of the 10 ppm average standard and refineries that might reduce sulfur to 5 ppm in order to generate credits, we estimated that the sulfur control costs to achieve 5 ppm would be about twic e that for our final 10 ppm standard. This is 60 percent high er on a cost per ppm - gallon basis. The much higher cost is because a 5 ppm standard eliminat es the practical ability for refineries to trade credits. That is, there would not be enough refineries overcompl yi ng to generate credits and support a viable trading program . As a result, it could become prohibitivel y expensive for the more challenged refineries to comply, creating potential financial hardship situation s . Because the costs and other e conomic impacts rise dramaticall y as sulfur is reduced below 10 ppm, we believe that a 10 ppm sulfur standard is the most stringent feasible standard considering technology and cost. Table IX

- 1 below summarizes the various alternative gasoline sulfur progr ams that we assessed and our estimated costs for those alternative programs.

**Table IX**  **- 1**  **.** Summary

of Costs for Alternative Fuel ProgramsPage 432 of 961 **Sulfur Level Credit Trading**  **Per -**  **gallon Cost (c/gal)**  **Capital Cost**

**($MM)** Final Rule Case 10 Nationwide 0.65 2025 NPRM Case 10 Intra

- company Only 0.75 2195 No ABT Case 10 None 0.87 2990 Stringent Case 5 None 1.27 3805 Table IX

- 1 demonstrates that the ABT program has a profound impact on the cost of sulfur control. The es timated per

- gallon cost and the capital costs for the case without an ABT program are 35 percent and 47 percent higher, respectivel y, than the final rule case which assumes nationwide credit trading. The stringent sulfur control case, which modeled a 5 pp m average standard and assumes no ABT program, is estimated to cost about twice that of the final rule case. The final rule case, which provides a very flexible ABT program, achieves a 10 ppm average sulfur standard at the lowest cost and therefore is the most cost
- effective of the various options that we studied. A dditionally , a s discussed in Section s IV .A and V.B a standard above 10 ppm would not be sufficientl y low to meet the Tier 3 emissions standards. The feasibility of the 30 mg/mi NMOG+NOx fleet average depends on exhaust cataly st sy stems that require gasoline with average sulfur levels of 10 p p m or less. Further, annual average sulfur levels greater than 10 ppm would significantl y impair the emission control technology that we expect will be us ed to meet the Tier 3 standards and to ensure in

- use compliance over a vehicle’s useful life. This is particularl y a concern for some larger vehicles that will need to reduce NOx to near

- zero levels, due to greater difficulty i n reducing cold

- start NMOG, in order to meet a combined NMOG+NOx standard. As discussed in Section IV.A.6, increasing gasoline sulfur to 20 or 30 ppm would make it impossible for vehicle manufacturers to meet the Tier 3 standards. Achieving Tier 3 standards would require offsetting the resultant higher emissions , but EPA is not aware of existing or developing technology that could address these higher emissions when taking into consideration the entire vehicle fleet. Thus, we believe that a standard of 10 ppm is appropriate. When c ombined with the advances in emissions control technologies, a 10 ppm average sulfur standard is sufficient to allow vehicles meet the Tier 3 emissions standards at the lowest cost. 2. Refinery

Gate Sulfur Cap In addition to lower average sulfur standards, we also considered lowering the per - gallon cap standards . As discussed in Section V.C, we are maintaining the current per

- gallon caps of 80 ppm at the refinery

gate and 95 ppm downstream. We co

- proposed refinery gate per
- gallon cap standards of 50 ppm and 8 0 ppm (with downstream caps of 65 and 95, respectivel y), and we requested comment on a refinery gate cap of 20 ppm. In assessing the potential of a lower refinery gate cap of 50 ppm, we found that it would directionally

increase the costs of the Tier 3 p rogram. Our anal ys is shows that a 50 ppm cap would increase the cost of the Tier 3 gasoline sulfur standards b y approximately 10 percent (see RIA Chapter 5). A cap at this level would result in higher capital costs for a number of refinersPage 433 of 961

due to the dec reased ability to handle off

- spec product with a lower refinery gate cap. The need for installation of additional tankage and/or increased refinery processing capability

would also be greater, as refiners must ensure that they can continue to produce sale able product and meet demand in the event of an upset or an off

- spec batch of fuel. Additionally , the more stringent cap would unlikely provide significant additional emission benefits nationwide. As discussed previously in Sections III through V, the emi ssions benefits associated with the Tier 3 program are mainly associated with the reduction in the average sulfur content of gasoline from 30 to 10 ppm, since vehicle emissions are proportional to the sulfur content of the fuel; changes in the cap would no t affect this. We anticipate that in most (if not all) cases refineries will make operational changes and/or investments in order to reduce their credit burden and reduce their compliance costs; thus, we anticipate that most refineries, including those us ing credits, will still average less than 20 or 30 ppm in their phy sical gasoline production. While there will certainly be some variations above and below 10 ppm (just as there are today relative to the 30 ppm standard under the current Tier 2 program), it is not possible for us to predict them in a way that we could quantify the associated emissions and air quality impacts. As a result, we cannot currentl y estimate the potential benefits of a 50 ppm cap. However, during the implementation of the program we will be monitoring in

- use sulfur levels and further evaluating in

- use sulfur levels and their impact on vehicle emissions. This will provide us additional information with which to evaluate the potential benefits of a lower sulfur cap, if warranted. **C. Program**  **Start Date** We are finalizing the Tier 3 vehicle emissions and fuel standards with a 2017 start date, considering the vehicle and its fuel together as an integrated s ys tem. As described in Section IX .A.1 and 2, we considered different phase

- ins f or the vehicle program. We have also considered the comments requesting additional lead time for the fuel program. As discussed in Section V.L .3 , we believe that the lead time provided is sufficient to meet a January 1, 2017, start date for the fuel su lfur standard, especiall y coupled with the flexibilities being offered as part of the program and the fact that onl y a few refineries will need to install grassroots equipment to meet the Tier 3 standards. As discussed in Section V.D, we did consider and are finalizing, in response to comments, a provision allowing refiners to carry over credits from Tier 2. Given that the lead time and associated programmatic flexibility we are finalizing is sufficient to allow industry to readil y compl y; we do not expe ct that a delay in the start date of the fuel standards would change the cost of compliance; any further delay in the program start date would simply

delay the actions to comply . Furthermore, delaying the start of the program would forego significant emis sions, air quality , and health benefits. Sections III and VIII describe the impacts of the Tier 3 standards in the year 2018. The majority of these impacts result from the effects of the fuel sulfur standard on the existing fleet, because there will be l imited penetration of Tier 3 vehicles in 2018, and even those vehicles will not yet be meeting fully phased

- in standards. Thus, the 2018 estimates of emission reductions, air quality improvements, and health benefits are an approximation of the benefits that would be foregone for each ye ar that the program is delayed. Because we believe the start of the Tier 3 program isPage 434 of 961

feasible and appropriate, and its delay would forego significant benefits, we are finalizing, as proposed, fuel sulfur standards that take effect January 1, 2017. 

## X. **Econom ic**  **Im pact**  **Analysis A.**  **Introduction** The rule will affect two sectors directly : vehicle manufacturing and petroleum refining. For these two regulated sectors, the economic impact anal ys is discusses the market impacts from the r ule : changes in price and quantity sold. In addition, although anal ys is of employ ment impacts is not part of a benefit

- cost anal ys is (except to the extent that labor costs contribute to costs), employ

ment impacts of federal rules are of particular concern in the current economic climate of sizeable unemploy ment. Executive Order 13563, “Improving Regulation and Regulatory

Review” (January

18, 2011), states, “ Our regulatory s ys tem must protect public health, welfare, safety, and our environment while promot ing economic growth, innovation, competitiveness, and job creation ” (emphasis added). For this reason, we are examining the effects of this rule on employ ment in the regulated sectors. Some commenters suggest that the overall effects of Tier 3 on the econ om y are likel y to be positive, because the standards encourage innovation and reduce emissions. In addition, they suggest that Tier 3 will lead to greater emplo ym ent to develop the emissions control technologies and to upgrade refineries. As discussed further below, other commenters suggest negative impacts, especiall y due to the fuel standards. The Motor and Equipment Manufacturers Association asks that the regulations “be based on sound science and data and balance the public interest objectives with e conomic realities of manufacturers.” EPA has used the best available information in developing these standards (including the use of peer reviewed literature, peer reviewed models, public comments received, etc.), and has documented its final estimates of the economic impacts from these standards in the RIA. **B. Vehicle Sales Impacts**  This rule takes effect from MY 2017

- 2025. In the intervening ye ars, it is possible that the assumptions underlying a quantitative anal ys is, as well as market conditions, might c hange. For this reason, we present a qualitative discussion of the effects on vehicle sales of the standards at the aggregate market level. Vehicle manufacturers are expected to comply with the standards primarily through technological changes to vehicle s. These changes to vehicle design and manufacturing are expected to increase manufacturers’ costs of vehicle production. Section VII.A estimates the increase in vehicle costs due to the standards. These costs differ across ye ars and range from $ 46 to $ 65 for cars, $ 73 to $88 for trucks and $ 33 to $ 75 for Class 2b/3 vehicles (see Section VII.A). These costs are small relative to the cost of a vehicle. In a full y competitive industry, these costs would be entirel y passed through to consumers. However in an oligopolistic industry such as the automotive sector, these increases in cost may not fully pass through to the purchase price, and the consumers may face an increase in price thatPage 435 of 961

is less than the increased manufacturers’ costs of vehicle production

. 595 We do not quantify the expected level of cost pass

- through or the ultimate vehicle price increase consumers are expected to face, apart from noting that prices are expected to increase by an amount up to the increase in manufacturers’ costs. This incre ase in price is expected to lower the quantity of vehicles sold. Given that we expect that vehicle prices will not change b y more than the cost increase, we expect that the decrease in vehicle sales will be negligible. The effect of this rule on the use and scrappage of older vehicles is related to its effects on new vehicle prices and the total sales of new vehicles. The increase in price is likely to cause the “turnover” of the vehicle fleet (i.e., the retirement of used vehicles and their replacement by new models) to slow slightly , thus reducing the anticipated effect of the rule on fleet

- wide emissions. Because we do not estimate the effect of the rule on new vehicle price changes nor do we have a good estimate of the effect of new vehicle price ch anges on vehicle turnover, we have not attempted to estimate explicitly the effects of the rule on scrappage of older vehicles and the turnover of the vehicle fleet. Commenters note that the incentives to go beyond the 8

- ye ar/80,000

- mile warranty could i mprove vehicle reliability and lower costs, in addition to improving air quality . Other commenters suggest that harmonizing standards across the whole U.S. will benefit the economy

. EPA agrees that harmonized standards will simplify manufacturing and mar

keting decisions for automakers. The Manufacturers of Emission Controls Association points out that many SULEV

and PZEV

- compliant vehicles have already been sold in the U.S. Commenters did not raise other concerns with the qualitative vehicle sales anal ys is. **C. Impacts on Petroleum Refinery Sector Production**  The key change for refiners from the standards is more stringent sulfur requirements. This change to fuels is expected to increase manufacturers’ costs of gasoline production b y about 0. 65 cents per gallon (see Section VII.B). Some commenters raise concerns about the economic burdens to refineries and to consumers who must buy more expensive gasoline, in part based on estimates of the costs of the standards as high as 6

- 9 cents per gallon. As discus sed in Section VII.B of this preamble, EPA has considered the costs to refineries and has estimated that the additional cost of gasoline will be about 0.65 cents per gallon. Though some refineries may face costs of up to 2.1 cents per gallon, and one ref

inery up to 2.8 cents per gallon, most will face much lower costs, as the averaging, banking, and trading provisions of the standards si gnificantl y ease the challenge of refineries to meet the standards

.

595 See, for instance, Gr on, A., and Swenson, D. (2000), Cost Pass

- Through in the U.S. Automobile Market. Review of Economics and Statistics 82, 316

- 324 (Docket EPA - HQ
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- 0056) , who found signif icantly less than full

- cost pass
- through using data from 1984

- 1994. Using full

- cost pass
- through overstates costs and thus contributes to lower vehicle sales than using a lower estimate. To the extent that the auto industry has become more competitive ov er time, full

- cost pass
- through may be more appropriate than a result based on this older study.Page 436 of 961

In a perfectl y competitive industry , this cost wou ld be passed along completely to consumers. In an imperfectly competitive industry , as noted above, full cost pass

- through is not necessary : firms may

choose to reduce impacts on sales by not passing along full costs. In 2004, the Federal Trade Commissi on reported that “concentration for most levels of the petroleum industry has remained low to moderate.” 596 Thus the assumption of competitive markets has some foundation in this industry . We estimate that the price increase that consumers are likel y to fa ce should be positive and up to the increase in manufacturers’ costs of gasoline production. The Emissions Control Technology Association (ECTA) and Northeast States for Coordinated Air Use Management (NESCAUM) note that previous Tier 2 standards, which re quired greater reductions in absolute magnitude, do not appear to have had measurable adverse impacts on refineries. ECTA cites a study by Navigant Economics that found no measurable impact on gasoline price from Tier 2. NESCAUM notes that refineries use d a number of technologies and facility

improvements to achieve the standards in a cost

- effective manner, and notes that the North American refining industry is making significant new investments in response to favorable long

- term conditions. Small increa ses in gasoline price due to standards may be very difficult to identify , because of the natural volatility of gasoline prices. The effect of higher gasoline prices on gasoline sales is expected to be different over the short and long term. In the long run, in response to the increase in fuel costs, consumers can more easil y change their driving habits, including where they live or what vehicles they use. Because of this, we expect that gasoline sales will decrease more in the long run compared to the s hort run as a result of the price increase due to the rule. However, because manufacturers’ costs are expected to increase less than one cent per gallon, we expect that the decrease in gasoline sales will be negligible over all time horizons. **D. Employment**  **Im pacts**  This section discusses changes in employ ment due to the rule. We focus on the auto manufacturing sector and the refinery sector because they

are directl y regulated, and because they are likel y to bear a substantial share of changes in employment due to this rule. We partially quantify impacts in the auto sector, providing a mix of qualitative and quantitative discussion, following the methods used in the Final Rulemaking for 2017

–2025 Model Year Li ght

- Dut y Vehicle Greenhouse Gas Emissions and Cor porate Average Fuel Economy Standards. 597 For the refinery sector we provide a qualitative anal ys is. We also include discussion of effects on the motor vehicle parts manufacturing sector because the auto manufacturing sector can either produce parts intern ally or buy them from an external supplier, and we do not have estimates of the likel y breakdown of effort between the two sectors. For the same reasons, we discuss effects on producers of equipment that refiners will use to comply with the standards.

596 Federal Trade Commission, Bureau of Economics. (2004). The Petroleum Industry: Mergers, Structural Change, and Antitrust Enforcement . Retrieved August 16, 2011from Federal Trade Commission website: http://www.ftc.gov/os/2004/08/ 040813mergersinpetrolberpt.pdf (Docket EPA - HQ
- OAR
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- 0055 ). 597 7 7 FR 62623 ( October 1 5 , 201 2 )

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Che vron Products Company states that we did not consider the economic context of the time when discussing our impacts. As we stated in the NPRM, we recognize the importance of context. When the economy is at full employ

ment, an environmental regulation is unlikely to have much impact on net overall U.S. employ ment; instead, labor would primarily be shifted from one sector to another. These shifts in emplo yment impose an opportunity cost on society, approximated by

the wages of the employees, as regulation di verts workers from other activities in the econom y. In this situation, any effects on net employment are likely to be transitory as workers change jobs (e.g., some workers may need to be retrained or require time to search for new jobs, while shortages i n some sectors or regions could bid up wages to attract workers). On the other hand, if a regulation comes into effect during a period of high unemploy ment, a change in labor demand due to regulation may affect net overall U.S. employ ment because the lab or market is not in equilibrium. Schmalansee and Stavins point out that net positive employment effects are possible in the near term when the economy is at less than full employ

ment due to the potential hiring of idle labor resources b y the regulated sect or to meet new requirements (e.g., to install new equipment) and new economic activity in sectors related to the regulated sector. 598 Inthe longer run, the net effect on employ ment is more difficult to predict and will depend on the way in which the relate d industries respond to the regulatory

requirements. As Schmalansee and Stavins note, it is possible that the magnitude of the effect on emplo ym ent could vary over time, region, and sector, and positive effects on employ ment in some regions or sectors coul d be offset by negative effects in other regions or sectors. For this reason, they urge caution in reporting partial employ ment effects since it can “paint an inaccurate picture of net employ ment impacts if not placed in the broader economic context.” A number of commenters (including unions, environmentalists, investor organizations, Medical Advocates for Health Air, NESCAUM, and the National Association of Clean Air Agencies) argue that the standards will increase employ ment, by stimulating auto companie s and refiners to invest in pollution abatement equipment. As will be discussed further below, EPA agrees that the standards are likel y to lead to more employment to provide abatement equipment, but employ

ment due to production may also be reduced (althou gh b y very small amounts) due to incrementall y higher prices for vehicles and fuel; we expect the net impact on employment in the regulated sectors to be small. Chevron Products Company states that we do not account for the hardship on local and regional economies due to the increase in refinery costs. Because we do not consider employ ment impacts to be large, even at local and regional scale, we do not expect large impacts on the economies at that scale. ECTA argues that job impacts will be not only pos itive in the auto and auto parts sectors, but substantially

more positive than EPA states, based on Regional Input

- Output Modeling Sy stem (RIMS) multipliers that find increases of 5.9 jobs for every $1 million investment in new

598 Schmalensee, R., & Stavins, R. (2011). A Guide to Economic and Policy Analysis of EPA’s Transport Rule ” White paper commissioned by Excelon Corporation ( Docket EPA - HQ
- OAR
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auto parts. Multiplier impa cts trace the entire chain of job impacts associated with an expenditure, including factors such as changes in employ ment in retail establishments due to changes in workers in the auto sector. Because the expenditures will occur when unemplo ym ent is still high, ECTA argues, it is important to consider the multiplier effects of the expenditures that are embedded in the RIMS multipliers. As discussed above, the multiplier impacts of expenditures depend heavily on the state of the macroeconom y. Because of uncertainty over the state of the economy

when the increased expenditures will occur, EPA has not quantified the multiplier impacts due to changes in emplo ym ent associated with these standards. As discussed again below, some expenditures, perhaps especiall y in the refinery sector, will occur before the standards take effect, to get the manufacturing processes in place to meet the standards. These near - term expenditures may have some multiplier effects, because they are more likel y to have their impacts during the current period of above

- average unemploy ment. In contrast, the ongoing costs of complying with the standards, which contribute most directly to price increases, are likel y to come in future years, when it is expected that unemployment rates will b e lower. The Mercatus Center at George Mason University recommended that we “acknowledge that both jobs gained and jobs destroyed are costs of the proposed regulation. I deall y, compliance jobs should be minimized, not viewed as a benefit of a regulation.” This assertion is confusing, in that it implies that any effect on employment, positive or negative, is costly

. Marathon Petroleum Company and the American Petroleum Institute with the Association of Fuel and Petroleum Manufacturers argue that employ ment impacts should not be counted as benefits. Our anal ys is of the employ ment impacts of the standards is intended to identify additional ways that these standards will affect the public. Employ ment clearl y provides benefits to the people who are employed, and reducing unemploy ment is considered a desirable outcome in times of high unemploy ment. EPA disagrees that minimizing compliance jobs should be an independent objective of this rulemaking. The objective of the program is to improve air quality through reductions in vehicle emissions; we provide information concerning employ ment impacts as part of our overall anal ys is of economic impacts from the rule. 599 The Mercatus Center also requests that we consider the long

- term effects of unemploy ment on workers who may lose jobs, and that we acknowledge that those who lose jobs may not be the same people who gain jobs. We recognize there are costs to workers who shift from one job to another, 600 but we also note, as discussed further below, that we expect very sma ll employ

ment impacts from the standards. After reviewing these comments, we conclude they have not identified any specific reason to depart from the approach to employ ment anal ys is that was used in the NPRM , though we here use a slightly

modif ied theoretical framework. In the NPRM, we followed the

599 We note that employment shows up in the benefit

- cost analysis through labor costs, which are included in the costs of achieving the standards; any increases in employment are part of the increased expenditures due to the standards , and decreases in employment reduce expenditures

. 600 E.g., Jacobson, Louis S., Robert J. LaLonde, and Daniel G. Sullivan, “Earnings Losses of Displaced Workers.” American Economic Review 83(4) (1993): 685

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theoretical structure in a study by Morgenstern, Pizer, and Shih (2002) 601 of the impacts of regulation in employ

ment in the regulated sectors. We here shift to a very similar framework b y Berman and Bui. 602 RIA Chapter 9.1 provides additional background on this framework. In Berman and Bui’s (2001, p. 274

- 75) theoretical model, the change in a firm’s labor demand arising from a change in regulation is decomposed into two main components: output and substitution effects. 603

 The output effect describes how, if labor

- intensit y of production is held constant, a decrease in output generally leads to a decrease in labor demand. However, as noted by Berman and Bui, although it is often assumed that regulation increases marginal cost, and thereb y reduces output, it need not be the case. A regulation could induce a firm to upgrade to less polluting, and more efficient equipment that lowers marginal production costs, for example. In such a case, output could theoreticall y increase.

 The substitution effect describes how, holding output constant, regulation affects the labor

intensity of production. Although increased environmental regulation generally results in higher utilization of production factors such as pollution control equipment and energy to operate that equipment, the resulting impact on labor demand is ambiguous. For example, e quipment inspection requirements, specialized waste handling, or pollution technologies that are added to the production process may affect the number of workers necessary to produce a unit of output

. Berman and Bui (2001) model the substitution effect as the effect of regulation on pollution control equipment and expenditures that are required by th e regulation and the corresponding change in labor

- intensity of production. In summary , as the output and substitution effects may be both positive, both negative or some combination, standard neoclassical theory alone does not point to a definitive net e ffect of regulation on labor demand at regulated firms. 1. Employ

ment Impacts in the Auto Sector Following the Berman and Bui (2001 ) framework, we consider two effects for the auto sector: the output effect and the substitution effect.

601 Morgenstern, R., Pizer, W., & Shih, J. (2002). Jobs Versus the Environment: An Industry

- Level Perspective. Journal of Environmental Economics and Management 43, 412

- 436 (Docket EPA - HQ
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. 602 Berman, E. and L. T. M. Bui (2001). “Environmental Regulation and Labor Demand: Evidence from the South Coast Air Basin.” Journal of Public Economics 79 (2): 265

- 295 (Docket EPA - HQ
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. 603 The authors also discuss a third component, the impact of regulation on factor prices, but conclude that this effect is unlikely to be important for large competitive factor markets, such as labor and capital. Morgenstern, Pizer and Shih (2002) use a very similar model, but they break th e employment effect into three parts: 1) the demand effect; 2) the cost effect; and 3) the factor

- shift effect. See Morgenstern, Richard D., William A. Pizer, and Jhih

- Shyang Shih. “Jobs Versus the Environment: An Industry

- Level Perspective.” Journal of Environmental Economics and Management 43 (2002): 412

- 436 (Docket EPA - HQ
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.Page 440 of 961

a. The Output Effect The output effect depends on the effects of this rule on vehicle sales. If vehicle sales decrease, employ

ment associated with these activities will decrease. As discussed in Sec tion X.B, we do not make a quantitative estimate on the effect of the rule on vehicle sales but we note that the decrease in vehicle sales is expected to be negligible. Thus we expect any decrease in employ ment in the auto sector through the output effect to be small as well. b. The Substitution Effect The output effect, above, measures the effect due to new vehicle sales onl y. The substitution effect measures the impacts due to the changes in technologies needed for vehicles to meet the standards , separate from the effect on output (that is, as though holding output constant)

. This effect includes both changes in employ ment due to incorporation of abatement technologies and overall changes in the labor intensity of manufacturing. We estimate the substitution effect by multiplying the ratio of workers to each $1 million of expenditures in the auto sector b y the cost estimate s for complying with the rule. This approach estimates the effects of increased expenditures while holding constant the labor intensity of manufacturing; it does not take into account changes in labor intensity due to changes in the nature of production. This latter effect could either increase or decrease the employ ment impacts estimated here. 604 Some of the costs of this rule will be spent directl y in the auto manufacturing sector, but it is also likely

that some of the costs will be spent in the auto parts manufacturing sector. We separately present the ratios for both the auto manufacturing se ctor and the auto parts manufacturing sector. There are several public sources for estimates of employ ment per $1 million expenditures. As discussed in the RIA, EPA examines several sources for these estimates: the U.S. Bureau of Labor Statistics (BL S) ’s Employ ment Requirements Matrix (ERM), 605 the Census Bureau ’s Annual Survey of Manufactures 606 (ASM) , and its Economic Census. The use of these ratios has both advantages and limitations. It is often possible to estimate these ratios for quite specific secto rs of the econom y: for instance, it is possible to estimate the average number of workers in the light

- duty vehicle manufacturing sector per $1 million spent in the sector, rather than use the ratio from another, more aggregated sector, such as motor vehi cle manufacturing. As a result, it is not necessary to extrapolate employ

ment ratios from possibly unrelated sectors. On the other hand, these estimates are averages for the sectors, covering all the activities in those sectors; they may not be represent ative of the labor required when expenditures are required on specific activities, or when manufacturing processes change

604 As noted above, Morgenstern et al. (2002) separate the effect of holding output constant into two effects: the cost effect, which holds labor intensity constant, and the factor shift effect, which estimates those changes in labor intensity. 605 Bureau of Labor Statistics. Employment Requirements Matrix. http://www.bls.gov/emp/ep_data_emp_requirements.htm (Docket EPA - HQ
- OAR
- 2011
- 0135)
. 606 U.S. Census Bureau. Annu al Survey of Manufactures. http://www.census.gov/manufacturing/asm/index.html (Docket EPA - HQ
- OAR
- 2011
- 0135)
.Page 441 of 961

sufficiently

that labor intensity

changes

. For instance, the ratio for the motor vehicle manufac turing sector represents the ratio for all vehicle manufacturing, not just for emissions reductions associated with compliance activities . In addition, these estimates do not include changes in sectors that supply these sectors, such as steel or electroni cs producers. They thus may best be viewed as the effects on employ ment in the specific sectors due to the changes in expenditures in those sectors, rather than as an assessment of all employ ment changes due to these changes in expenditures. The values us ed here are adjusted to remove the employ ment effects of imports through use of a ratio of domestic production to domestic sales of 0.667. 607 As discussed in the RIA, trends in the BLS ERM are used to estimate productivity improvements over time that are us ed to adjust these ratios over time. Table X

- 1 provides estimates of the substitution effect of this rule on employment. Chapter 2.1 of the RIA discusses the vehicle cost estimates developed for this rule, dis cussed in Section VII.A, presented in the second column. The maximum value for employ ment impacts per $1 million (2011$) (before adjustments for changes in productivity , after accounting for the share of domestic production) is 1. 771 if all the additional costs are in the parts se ctor; the minimum value is 0.389 , if all the additional costs are in the light

- dut y vehicle manufacturing sector. Increased costs of vehicles and parts will , by itself , and holding labor intensity constant , be expected to incre ase employ ment between 2017 and 2025 by some hundreds of jobs each ye ar . While we estimate employment impacts, measured in job

- ye ars, beginning with program implementation, some of these employ ment gains may

occur earlier as auto manufacturers and parts su ppliers hire staff in anticipation of compliance with the standard. A job

- ye ar is a way to calculate the amount of work needed to complete a specific task. For example, a job

- ye ar is one ye ar of work for one person. **Table X**  **- 1**  **Employment Effects due to Increased Costs of Vehicles and Parts, in job -**  **years** Year Costs (Millions of 2010$) Maximum Employ ment Effect (if all expenditures are in the Parts Sector) Minimum Employ ment Effect (if all expenditures are in the Li ght Dut y Vehicle Mfg Sector) 2016 $ 21 0 0 2017 $ 297 400 100 2018 $ 615 800 200 2019 $ 653 800 200 2020 $ 697 800 200 2021 $ 725 800 200 2022 $ 758 800 200

607 To estimate the proportion of domestic production affected by the change in sales, we use data from Ward’s Automotive Group for total car and truck production in the U.S. compared to total car and truck sales in the U.S. For the period 2001

- 2010, the proportion is 66.7 percent (Docket EPA - HQ
- OAR
- 2011
- 0135
- 0333)

.Page 442 of 961

2023 $ 751 800 200 2024 $ 761 800 200 2025 $ 773 700 200
c. Summary

of Employ

ment Effects in the Auto Sector The overall effect of the standards on auto sector employ ment depends on the relative magnitude of the output effect and the substitution effect. Because we do not have quantitative estimates of the output effect , and onl y a partial estimate of the substitution e ffect, we cannot reach a quantitative estimate of the overall employ ment effects of the standards on auto sector employ ment or even whether the total effect will be positive or negative. However, given that the expected increase in production costs to the auto manufacturers is relatively small, we expect that the magnitudes of all these effects will be small as well. Additionally , the standards are not expected to provide incentives for manufacturers to shift employ

ment between domestic and foreign production. This i s because the increased standards of the rule will apply to vehicles sold in the U.S. regardless of where they are produced. If foreign manufacturers already have increased expertise in satisfying the requirements of the rule , there may be some initial in centive for foreign production, but the opportunity

for domestic manufacturers to sell in other markets might increase. To the extent that the requirements of this rule might lead to installation and use of technologies that other countries may

seek now o r in the future, developing this capacity for domestic production now may provide some additional ability to serve those markets. This potential benefit for domestic production will not apply if other countries are not likely to have similar standards. 2. Re finery

Employ ment Impacts The Berman and Bui (200 1 ) framework of output and substitution effects can also be applied to the impact of the rule on emplo ym ent in the refinery sector. Here we use a full y qualitative approach. A qualitative discussion allows for a wider incorporation of additional considerations, such as timing of impacts and the effects of the rule on imports and exports. Because the discussion is qualitative, we do not sum the net effects on employ ment. The output effect on refining sector emplo ym ent is expected to be negative. The discussion in Section X.C above suggested that the standards will cause a small decrease in the quantity of gasoline demanded due to higher production costs being passed through to consumers. This slightl y reduced level of sales will likely have a negative impact on employ ment in the refining sector. While we do not quantify the level of job losses that could be expected here, recall that the quantity of gasoline sold as a result of the se standards is expected to decrease b y onl y a very small amount over an y time horizon. The substitution effect of the standards on employment in the ref ining sector can be either positive or negative in the Berman and Bui framework ; here, we expect a small, possibly positive impact . In order to satisfy the requirements of the rule, firms in the refining indu stry are expected to perform additional work that will require hiring more emplo ye es, especiall y perhaps in the short run. Section V. L .2. e discusses the expected employ ment needed to reduce the sulfur content of fuels; as noted there, to meet the Tier 3 s ulfur standards, refiners are expected toPage 443 of 961

invest $2 billion between 201 2 and 2019 and utilize approximately 25 0 front

- end design and engineering jobs and 1 , 5 00 construction jobs. As the petroleum sector employed approximately 71,000 workers in 2011 , this temporary increase in employ

ment will be small when compared to 2011 levels. Chevron Products Company states that we have not considered global competitive forces in our assessment. As we discussed in the NPRM, this rule is not expected to provide incentives to shift employ

ment between domestic and foreign production. First, the standards will apply to gasoline sold in the U.S. regardles s of where it has been produced. U.S. gasoline demand is projected to continue to decline for the foreseeable future in response to higher gasoline prices, more stringent vehicle and engine greenhouse gas and fuel economy standards as well as increased use of renewable fuels. As a result, this anal ys is of incentives to shift employ ment between domestic and foreign production focuses on investments for existing capacity instead of expanding capacity. 608 Inthis case, what is relevant is whether the necessary modifications to comply with Tier 3 will be significantly cheaper overseas than in the U.S. The main impacts on capital and operating costs to comply with Tier 3 associated with adding h ydrotreating capacity are likel y to be similar overseas as in the U .S. This is particularly true when anal yz ing likely sources of U.S. imports. The majority of gasoline imported to the U.S. today

comes into the East Coast and is sourced out of either Europe or refineries in Canada or the Caribbean that exist almost sole ly to suppl y the U.S. market. These Canadian and Caribbean refineries, b y virtue of their focus on the U.S. market, are very similar to U.S. based refineries and would be expected to have to incur similar capital and operating costs as their U.S. based co mpetitors meeting the 10 ppm standard. Furthermore, the European refineries are already producing gasoline to a 10 ppm sulfur cap for Europe. To the extent they have refinery streams that are more difficult to hydrotreat, the U.S. market currently serve s as an outlet for their higher sulfur gasoline streams. As a result, they may incur capital and operating costs on a per gallon basis at least as high as for their U.S. based competitors for these remaining higher sulfur gasoline streams. Alternativel y, they may instead choose to find markets outside the U.S., opening the way

for increased U.S. based refinery demand. Finally , despite refining industry projections that previously imposed diesel rules would lead to greater U.S. reliance on imports through major negative impacts on domestic refining, the reverse has actuall y occurred. Over the last 8 ye ars, imports of gasoline and diesel fuel have continued to be the marginal supply , and have even dropped precipitously so that the U.S. is now a net export er of diesel fuel and is importing half the gasoline that it did at its peak in 2006. With the projected decline in future gasoline demand in the U.S. as vehicle fuel efficiency improves, gasoline imports are expected to continue to decline. Thus it is expected that for the refining sector, the output effect will lower employ ment, and the substitution effect will raise employ ment . As a whole then, it is not evident whether the standards will increase or decrease employ ment in the refining sector. However, given the small

608 While refinery capacity has been increasing around the world in recent years, it h as been designed primarily to supply foreign markets other than the U.S. (e.g., increasing demand in China and India).Page 444 of 961

anticipated reduction in quantity sold, it appears that the standards will not have major employ ment consequences for this sector. The petroleum refining industry is one of the manufacturing industries studied by Berman and Bui (200 1 ) when they look ed at the effect of environmental expenditures on employ ment. They found that “ Employ

ment effects are very small , generall y po sitive, but not statistically different from zero.” (p . 281) [ Berman and Bui, Table 3]. Berman and Bui also state that the estimates rule out large negative effects (p. 282). Because most of the abatement cost of the regulations they

an al yz e is incurred b y refineries, in their sample, they report separate employ ment effects for refineries and non

- refineries “which are also all small. ” (p. 282). Berman and Bui suggest some explanations for the zero or small estimates, particularly for oil refineries: they are capital

- intensive industries with relatively little employ ment when compared to o ther manufacturing; they

face relativel y inelastic demand because they sell output in local markets and/or because there are no unregulated refineries to compete with; and, finally , regulations may have been associated with productivity gains in petroleum refineries. We note that the regulations that th e s e estimate s are derived from are not directl y comparable to the current rule; they are b ased on the costs of reductions in refinery air pollution emissions instead of changing fuel properties, and therefore may not be applicable for the se standards. The American Petroleum Institute requested that we delete reference to use of anal ys is b y Morgenstern et al. (2002) because it is based on temporary construction jobs and a single study . We had presented that figure not as a conclusive estimate, but rather as one estimate that we too consider of unclear applicability

to the standards ; we have substituted Berman and Bui’s results. Several commenters cite a study

by Navigant Economics that estimates 24,500 installation jobs during the first three ye ars of the program, and 5,300 permanent jobs, associated with the refinery standards. These estimates include emplo ym ent not just in the refinery sector, but also multiplier effects (discussed above) for suppliers, which EPA does not estimate. As noted above, EPA estimates approximately 25 0 front

- end design and engineering jobs and 1 , 5 00 construction jobs

. Section 5.3 of the RIA contains some historical discussion regarding the impact on refineries and r efining capacity of earlier rules which resulted in higher costs for refiners. Over the period 2003

- 2011, when a number of rules were being implemented, EIA data show a net of two refinery

closures on its website. Meanwhile, over this same period the ave rage size of U.S. refineries increased from 113,000 barrels per day to 123,000 barrels per day, and total U.S. refining capacity increased by six percent. Thus, historically during a time when rules with much larger expected impacts were being implemented (the 2003 ultra

- low sulfur nonroad diesel proposal alone was expected to have a cost impact on refineries more than five times greater than the current rule), U.S. refining capacity increased even as the number of U.S. refineries slightly fell. While clos ing refineries has a negative effect on industry employ ment, it is likely

that the increased refining capacity at man y of the remaining plants had a positive effect on industry employ ment. The standards are also likely to have a positive impact on employ me nt among producers of equipment that refiners will use to comply with the standards. Section V.A.2.c notes that some refiners are expected to need to revamp their current treatment units, and others will need to add additional treatment units. Producers of this equipment will be expected to hire additional labor to meet this increased demand. We also note that the employ ment effects may

be different in the immediate implementation phase than in the ongoing compliance phase. Itis expected thatPage 445 of 961

the employ

ment increases through the substitution effect from revamping old equipment and installing additional equipment should occur in the near term, when current unemploy ment levels are high, and the opportunity cost of workers is relatively low. Meanwhile, the employ ment decreases in the refining sector from the output effect will not start until 2017, when compliance will be required, and when unemploy ment is expected to be reduced; in a time of full employ ment, an y changes in employ ment levels in th e regulated sector are mostly expected to be offset b y changes in employ ment in other sectors. 

## XI **. Public Participation**  Many interested parties participated in the rulemaking process that culminates with this final rule. This process provided opportunity for submitting written public comments following the proposal that we published on May 21, 2013 (78 FR 29816 ), and we considered these comments in developing the final rule. In addition, we held public hearings on the proposed rulemaking on April 24 and 29, 2013, and we have considered comments presented at the hearing. Throughout the rulemaking process, EPA met with stakeholders including representatives from various industries (vehicle manufacturers, fuel refiners, fuel distributors, suppliers, engine manuf acturers, etc.), states, non

- governmental organizations, and others. We have prepared a detailed Summary and Anal ys is of Comments document, which describes the comments we received on the proposal and our responses. The Summary and Analy sis of Comments is available in the docket for this rule at the Internet address listed under ADDRESSES, as well as on the Office of Transportation and Air Quality Web site (http://www.epa.gov/tier3.htm). In addition, comments and responses for key issues are included thro ughout this preamble. 

## XII. **St atutory and Executive Order Reviews**  **A. Executive Order 12866: Regulatory Planning and Review and Executive Order 13563:**  **Improving Regulation and Regulatory Review** Under section 3(f)(1) of Executive Order 12866 (58 FR 51735, October 4, 1993), this action is an “economically significant regulatory

action” because it is likely to have an annual effect on the economy

of $100 million or more. Accordingl y, EPA submitted this action to the Office of Management and Budget (OMB) for review unde r Executive Orders 12866 and 13563 (76 FR 3821, January

21, 2011) and an y changes made in response to OMB recommendations have been documented in the docket for this action. In addition, EPA prepared an anal ys is of the potential costs and benefits associat ed with this action. This analy sis is contained in Sections VII and VIII of this preamble and in Chapter 8 of the RIA. A cop y of the anal ys is is available in the docket for this action. **B. Paperwork Reduction Act**  This action is continuing existing informati on collection from the Tier 2 program, withPage 446 of 961

additional changes as noted below

. T he Office of Management and Budget (OMB) has previously

approved the information collection requirements contained in the existing the existing Tier 2 gasoline rule (65 FR 669 8, February 10, 2000), under the provisions of the Paperwork Reduction Act, 44 U.S.C. 3501 et seq. The I CR s w ere assigned OMB Control Numbers 2060

- 0437 (fuels), 2060

- 0104 (light

- duty vehicles), 2060

- 0287 (heavy

- dut y vehicles), and 2060

- 0086 (in

- use ve rifi cation program ). Th e I CRs are being revised to reflect the changes being finalized today

. T he additional information collection requirements in this rule will be submitted for a

pproval to OMB under the Paperwork Reduction Act

. The information collection requirements are not enforceable until OMB approves them. This rule contains reporting and recordkeeping requirement s to implement EPA’s motor vehicle certification program and the manufacturers’ in

- use verification program (IUVP). Existing regulations require manufacturers to submit emissions information to EPA in conjunction with these two programs. Manufacturers must submit an application for emission certification prior to p roduction. The application describes the major aspects of the product line, technical details of the emission control systems, and the results of tests to indicate compliance with the emissions limitations . The application and supporting test results are reviewed and, if appropriate, a certificate of conformity is issued. Subsequently, low

- and high

- mileage vehicles in use are tested for emissions by manufacturers and the results of those tests reported to EPA. EPA estimates the total number of responde nts to be 55, the total burden hours to be 73,567 , and the total cost to respondents to be $7,690,934. As a result of the change in certification test fuel from 9 RVP E0 to 9 RVP E10 , EPA must assess the need to make test procedure adjustments related to f uel economy

testing such that the change in test fuel quality does not impact the stringency of the CAFE standards. EPA recognized that this action was needed in the proposed rule , but deferred proposing a specific adjustment or set of adjustments because the data needed to determine the value(s) for the adjustments was not available. Historicall y, manufacturers have used criteria pollutant emission information from the exhaust emission testing for certification as part of the data needed to determine fue l econom y values. The final rule sets a process in motion for EPA to gather the information need to develop any test procedure adjustments. While the basic data will likely be available in late 2015 or earl y 2016, an y rule to enact potential test procedure adjustments will take additional time. During this interim period, any L EV III or earl y Tier 3 vehicles using E10 test fuel for exhaust emission certifications will have to be tested for fuel economy values on E0. EPA has studied the expected phase

- in rates for these vehicles in LEV III and estimates that for the 2015

- 2017 model years there will an average about 35 additional tests per year for the industry with an hour burden of about 30 hours per test. Thus, over this three

- ye ar period , the added ho ur burden is 1050 hours and the sum of the cost of testing and the hour burden is $402,150. This rule also contains reporting, recordkeeping, and Product Transfer Document (PTD) requirements for refiners and importers of motor vehicle gasoline. This rule contains registration, reporting, recordkeeping , and PTD requirements for producers and importers of denatured fuel ethanol (DFE) and other ox ygenates . This rule also contains registration, recordkeeping, and PTD requirements for producers of certified ethanol denaturants . This rule also contains recordkeeping and PTD requirements for producers of gasoline additives. The reporting, recordkeepi ng, and PTD requirements for refiners and importers of motor vehiclePage 447 of 961

gasoline are the same requirements that exist under the Tier 2 sulfur program. 609 The registration and reporting requirements for DFE producers and importers are new as are the registratio n requirements for producers and importers of certified ethanol denaturants. The recordkeeping and PTD requirements for gasoline additive producers, DFE manufacturers, ethanol denaturant manufacturers, and downstream parties under the Tier 3 program are n ew but should be minimal since we expect that they are already followed as part of normal business practices. EPA estimates the total number of respondents to be 2,675 , the total burden hours to be 84,000 and the total cost to respondents to be $ 6,300,000

. Finally , this rule also contains provisions for qualifications of laboratories on test methods. We have adopted recordkeeping and reporting requirements that would apply to fuel testing laboratories. The collected data will permit EPA to: (1) Qualify l aboratories to use test methods based upon accuracy and precision criteria supported by industry ; and (2) Ensure that various fuels meet the standards required under the regulations at 40 CFR part 80 and that the associated benefits to human health and the environment are realized. We estimate that 750 laboratories may

be subject to the information collection. This estimate is based upon our experience with qualification of laboratories under the existing diesel sulfur program. We estimate an annual repo rting burden of 95 hours per respondent and an annual recordkeeping burden of 104 hours, yi elding a total of 199 hours. For those laboratories that elect to be reference installations, the annual reporting burden would be 95 hours and the annual recordkeeping burden would be 128 hours. Burden is defined at 5 CFR 1320.3(b). The I CR s upporting statements can be found in Docket ID number EPA

–HQ

– OAR

– 2011

– 0135. An agency

may not conduct or sponsor, and a person is not required to respond to a collection of inf

ormation unless it displays a currently valid OMB control number. The OMB control numbers for EPA’s regulations in 40 CFR are listed in 40 CFR part 9. When th e IC R s are approved b y OMB, the Agency will publish a technical amendment to 40 CFR part 9 in th e Federal Register to display the OMB control number s for the approved information collection requirements contained in this final rule. We did not receive an y s pecific comments on the ICR; comments received regarding compliance

- related provisions are disc ussed above in Sections IV and V. **C. Regulatory Flexibility Act**  1. Overview The Regulatory

Flexibility

Act (RFA) generall y requires an agency to prepare a regulatory

flexibility

analy sis of any

rule subject to notice and comment rulemaking requirements under th e Administrative Procedure Act or any other statute unless the agency certifies that the rule will not have a significant economic impact on a substantial number of

609 65 FR 6698, February 10, 2000 ; OMB Control Number: 2060

- 0437; EPA ICR 1907.05Page 448 of 961

small entities. Small entities include small businesses, small organizations, and small go vernmental jurisdictions. For purposes of assessing the impacts of today ’ s rule on small entities, small entity is defined as: (1) a small business as defined b y the Small Business Administration’s (SBA) regulations at 13 CFR 121.201 (see table below); (2) a small governmental jurisdiction that is a government of a city , county , town, school district or special district with a population of less than 50,000; and (3) a small organization that is any not

- for

- profit enterprise which is independentl y owned and operated and is not dominant in its field. The following table provides an overview of the primary SBA small business categories potentially

affected by

this regulation: **Industry NAICS**  **a Code (2007)**  **Defined as small entity by SBA**

**if less than or equal to:** Gasoline fuel refiners and importers 324110 1,500 employees Ethanol producers 325193 1,000 employees Gasoline additive manufacturers 325199, 325998, 424690 1,000 employees

500 employees 100 employees Transmix processors Varied 1,500 employees Petroleum bulk stations and terminals 424710 100 employees Other warehousing and storage

bulk petroleum storage 493190 $25.5 million (annual receipts) Li ght

- dut y vehicle and light

- dut y truck manufacturers 336111, 336112 1,000 employees Independent commerci al importers 811111, 811112, 811198 $7 million (annual receipts)
Alternative fuel converters 335312, 336312, 336322, 336399, 811198 1,000 employees

750 employees ”
” $7 million (annual receipts) On

- highway

heavy

- dut y engine & vehicle (>8,500 lbs GVWR) manufacturers 333618, 336120, 336211, 336312 1,000 employees

”
” 750 employees Note: a North American Industrial Classification System 2. Background EPA’s Tier 2 Vehicle and Gasoline Sulfur Program, which was finalized in February 2000, took a sy stems
- based ap proach to motor vehicle pollution by setting standards for bothPage 449 of 961

passenger vehicles and their fuel (gasoline). The program set stricter tailpipe and evaporative emissions standards for criteria pollutants from vehicles beginning with model year (MY) 2004 and phasing in through 2009. The program also lowered the sulfur content of gasoline, to a 30 ppm refinery

average, 80 ppm per - gallon cap, and 95 ppm downstream cap; beginning in 2004 and phasing in through 2008. The potential to extend the phase

- in for s mall refiners and approved Gasoline Phase

- In Area (GPA) refiners through the end of 2010 was provided in the Highway Diesel Rule 610 in exchange for earl y compliance with the diesel program. Similar to the Tier 2 rule, the Tier 3 program is a comprehensive, sy stems
- based approach to address the impact of light

- dut y vehicles and certain heav y- duty vehicles on air quality and health. Pursuant to section 603 of the RFA, EPA prepared an initial regulatory flexibility anal ys is (IRFA) for the proposed rule and conv ened a Small Business Advocacy Review Panel to obtain advice and recommendations of representatives of the regulated small entities ( see 78 FR 29816, May

21, 2013). A detailed discussion of the Panel’s advice and recommendations is found in the Panel Repo rt, located in the rulemaking docket (document number: EPA

- HQ

- OAR

2011

- 0135

- 0423). A summary of the Panel’s recommendations is presented at 78 FR 29994 (May 21, 2013). As required b y s ection 604 of the RFA, we also prepared a final regulatory flexibility anal ys is (FRFA) for today ’s final rule. The FRFA addresses the issues raised by public comments on the IRFA, which was part of the proposal of this rule. The FRFA is available for review in the docket (see Chapter 10 of the RIA) and is summarized below. 3. Reason for Today ’s Rule This rule establish es more stringent vehicle emissions standards and reduce s the sulfur content of gasoline beginning in 2017, as part of a sy stems approach in addressing the impacts of motor vehicles and fuels on air quality and public health. The gasoline sulfur standard s will make emission control systems more effective and enable more stringent vehicle emissions standards, and the vehicle standards will reduce vehicle tailpipe and evaporative emissions. This will result in sign ificant reductions in pollutants such as ozone, particulate matter, and air toxics. For a more detailed discussion of the reasoning for today ’s rule, please see Sections II and III of this preamble. The vehicle and fuel programs are further discussed in Sections IV and V, respectivel y. 4. Legal Basis for Agency Action The Clean Air Act (CAA) authorizes EPA to establish emissions standards for motor vehicles to address air pollution that may reasonably

be anticipated to endanger public health or welfare. EPA also has authority to establish fuel controls to address such air pollution. The authority for the vehicle emission standards comes from CAA section 202(a), Section 202(k) provides EPA with authority to issue and revise regulations applicable to evaporat ive emissions of hydrocarbons from gasoline

- fueled motor vehicles, and section 206(d) authorizes EPA to establish methods and procedures for testing whether a motor vehicle or motor vehicle engine

610 66 FR 5136 (January 18, 2001).Page 450 of 961

conforms with section 202 requirements. The authority for the fuel standards comes from section 211(c). For more detailed information on our legal authority for today ’s proposal, please see Sections II.A and V.M of this preamble. 5. Summary

of Potentiall y Affected Small Entities The table above lists industries/sect ors potentially affected b y the Tier 3 rule. For businesses potentially

impacted by

the Tier 3 vehicle standards, this includes vehicle manufacturers, alternative fuel converters, and independent commercial importers. For businesses potentially

impacted by

the Tier 3 gasoline sulfur standards, this includes gasoline refiners and importers, distributors, fuel additive manufacturers, transmix processors , and ethanol producers. EPA used a variety

of sources to identify

which entities are appropriatel y consid ered “small.” EPA used the criteria for small entities developed b y the Small Business Administration under the North American Industry Classification S ys tem (NAI CS) as a guide. In formation about these entities comes from sources including the Energy Inf ormation Administration (EIA) within the U.S. Department of Energy , oil industry literature, EPA’s certification data, and previous rulemakings that have affected these industries. EPA then found employ ment information for these companies using the busine ss information database Hoover’s Online (a subsidiary

of Dun and Bradstreet). These entities fall under the categories listed in the table. 6. Reporting, Recordkeeping, and Compliance For an y emission control program, EPA must have assurances that the regulated products will meet the standards. The program that EPA is finalizing for manufacturers subject to this rule will include testing, reporting, and recordkeeping requirements for manufacturers of vehicles covered b y the Tier 3 regulations. Testing requi rements for these manufacturers will include certification emission (including deterioration factor) testing, in

- use testing, and production line testing. Reporting requirements will include emission test data and technical data on the vehicles. Manufacturers must keep records of this information. Similarly f or an y fuel control program, EPA must have the assurance that fuel produced, distributed, sold and used meets the applicable standard. T he recordkeeping, reporting, and compliance provisions of th is rule are consistent with those in place today for other fuel programs. Further, we will use existing registration and reporting s ys tems that parties in the fuel production and distribution industry are already familiar with. 7. Related Federal Rules The prim ary federal rules that are related to this final rule are: the Tier 2 Vehicle/Gasoline Sulfur rulemaking (65 FR 6698, February 10, 2000) , the 2017 L ight

- dut y Greenhouse Gas ( LD GHG) rule (77 FR 62623) , and the Greenhouse Gas Emissions Standards and Fuel Ef

ficiency Standards for Medium

- and Heav y - Dut y Engines and Vehicles (HD GHG) rule (76 FR 57106)

.Page 451 of 961

The LD GHG and HD GHG rule s are coordinated effort s by EPA and the National Highway Traffic Safety Administration (NHTSA) taking steps to reduce GHG emissions and improve fuel efficiency

from on

- road vehicles and engines. 8. Steps Taken to Minimize the Economic Impact on Small Entities
a. Significant Panel Findings The Small Business Advocacy Review Panel (SBAR Panel, or the Panel) considered regulatory

options and fl exibilities to help mitigate potential adverse effects on small businesses as a result of this rule. During the SBREFA Panel process, the Panel sought out and received comments on the regulatory options and flexibilities that were presented to SERs and Panel members. As described below, much of the Panel’s recommendations were proposed, and many of those flexibilities are being finalized today . ( The recommendations of the Panel are also located in Section 9 of the SBREFA Final Panel Report, which is avai lable in the public docket. ) In today ’s action we are also finalizing some additional flexibilities that were not discussed during the Panel process. b. Outreach with Small Entities and the Panel Process As required b y s ection 609(b) of the RFA, as amended by SB REFA, we conducted outreach to small entities and convened an SBAR Panel on August 4, 2011 to obtain advice and recommendations of representatives of the small entities that would be subject to the Tier 3 requirements. As part of the SBAR Panel process, we conducted outreach with representatives of small businesses that would be affected b y the rule. We met with these SERs to discuss the potential rulemaking approaches and flexibility options to decrease the impact of the rulemaking on their industries. The SERs provided written comments to the Panel, specifically on regulatory alternatives that could help to minimize the rule’s impact on small businesses. The Panel’s findings and discussions were based on the information that was available during the t erm of the Panel and issues that were raised by the SERs during the outreach meetings and in their comments. It was agreed that EPA should consider the issues raised by the SERs and discussions had by the Panel itself, and that EPA should consider comment s on flexibility alternatives that would help to mitigate negative impacts on small businesses to the extent legally

allowable by

the Clean Air Act. Alternatives discussed throughout the Panel process included those offered in previous or current EPA rule makings, as well as alternatives suggested b y SERs and Panel members. A full discussion of the regulatory alternatives and hardship provisions discussed and recommended by the Panel can be found in the SBREFA Final Panel Report , located in the rulemaking docket . A summary of the Panel’s recommendations, what the Agency

proposed, and what is being finalized today is discussed below. (A more detailed discussion of the final provisions for small entities can be found in Sections IV.G and V.E.) It should be noted that during the Panel process, two additional issues were discussed with SERs. EPA was considering extending the new certification fuel specifications to allPage 452 of 961

regulatory

categories of engines, vehicles, equipment, and fuel s ys tem components that use gasoline. This would have included a wide range of additional applications, including small nonroad engines used in lawn and garden applications, recreational vehicles such as ATVs and snowmobiles, recreational marine applications, on

- highway motorcycles, and heav y- dut y gasoline engines. In addition, EPA considered new volatility (Reid Vapor Pressure, or RVP) standards for in

- use gasoline. Neither of these issues was proposed, thus the discussion of Panel recommendations below does not address these issu es, however they are addressed in the Final Panel Report

. c. Panel Recommendations , Proposed Provisions, and Provisions Being Finalized Today i. Tier 3 Fuels (1) Lead Time

—Sulfur The Panel recommended that EPA allow small refiners to postpone their compliance with the Tier 3 program for up to three years. EPA proposed, and is finalizing, this provision. Approved s mall refiners will have from January 1, 2017 through December 31, 2019 to continue production of gasoline with an average sulfur level of 30 ppm (per the Tier 2 gasoline sulfur program). Compliance with the 10 ppm annual average sulfur standard will begin on January 1, 2020. As discussed further in Section V.D.6, small refiners may continue to generate sulfur credits relative to the 30 ppm sulfur standard through December 31, 2019. Comments received on the small refiner provisions were generall y supportive of the proposed three

- ye ar delay

. However, commenters did not agree with EPA’s proposal that small refiners could only generate earl y credits relative to the 10 ppm sulfur standard beginning January 1, 2017, and requested an earl y credit generation period for small refiners relative to the 30 ppm sulfur standard. As small refiners will still be subject to the 30 ppm sulfur standard when the Tier 3 progr am begins on January 1, 2017, we are finalizing that small refiners may continue to generate credits relative to 30 ppm through December 31, 2019. Additionally , from January 1, 2017 through December 1, 2019, small refiners may split their credit generatio n between both the 10 ppm and 30 ppm standards (without double

- counting). For example, during this time period, a small refiner with an average gasoline sulfur level of 8 ppm could generate 20 ppm

volume credits (30

- 10 ppm, relative to the 30 ppm Tier 2 s ulfur standard) plus 2 ppm

- volume credits (10

- 8 ppm, relative to the 10 ppm Tier 3 sulfur standard).

(2) Provisions for Additive Manufacturers During the SBREFA Panel process, different requirements than those proposed (and being finalized today) were discusse d for additive manufacturers. Thus, the provisions recommended b y the Panel were not applicable to the provisions proposed and now finalized for these parties. More information on the Panel’s recommendations for gasoline additive manufacturers can be found in the Final Panel Report, located in the rulemaking docket. W e proposed that p arties introducing additives to gasoline greater than 1.0 volume percent would be required to satisfy all of the obligations of a fuel manufacturer , including demonstration that the finished blend meets the applicable sulfur specification. We also proposed a maximum sulfur contribution of 3 ppm from the use of a gasoline additive addedPage 453 of 961

downstream of the refinery at less than 1.0 volume percent (when added at the maximum reco mmended treatment rate ). Lastly , we proposed that additive manufacturers would need to maintain records of their additive production quality control activities for five years. As discussed further in Section V.C., we are finalizing the requirement that manufacturers of gasoline additives used downstream of the refinery at less than 1.0 volume percent must limit the sulfur contribution to the finished gasoline from the use of the additive to less than 3 ppm when the additive is used at the maximum recommend ed treatment rate. For each batch of additive produced, the manufacturer must retain sulfur test records for five years, and must make these records available to EPA upon request. Parties that introduce additives to gasoline at over 1.0 volume percent wi ll be required to satisfy all of the obligations of a fuel manufacturer, including demonstration that the finished blend meets the applicable sulfur specification.

(3) Refinery Gate and Downstream Caps The Panel recommended that EPA assess and request comment on retaining the current Tier 2 refinery

gate and downstream caps of 80 and 95 ppm, respectivel y, to help provide maximum flexibility

and avoid sy stem upsets for the entire refining and distribution sy stem. The Panel also recommended that EPA request comm ent on additional refinery gate and downstream caps above 20/25 ppm but below 80/95 ppm. T he Panel expressed concern with a refinery gate cap as low as 20 ppm, because such a standard could cause operational problems for small refiners during a refinery turnaround or an upset

— a cap of this level could result in a refiner not being able to pro duce gasoline . The Panel likewise expressed concerns that a downstream cap of 25 ppm could cause problems for small downstream entities, such as transmix processors, because they

may not be able to reprocess finished gasoline down to this level. In the proposal, EPA co

- proposed caps of 80/95 ppm and 50/65 ppm and took comment on caps at 20/25 ppm. However, as discussed above in Section V.C, we are finalizing retaining the Tier 2 80 and 95 ppm caps. Since we are retaining the same caps from the Tier 2 program that entities in the fuel industry are currentl y complying with, we do not believe that additional flexibilities with respect to the refinery gate and downstream sulfur caps are needed. (4) Hardship Provisions The Panel recommended that EPA propose hardship provisions for all gasoline refiners and importers , similar to those in prior EPA fuels programs: (a) the extreme unforeseen circumstances hardship provision, and (b) the extreme hardship provision. The Panel also recommended that if EPA were to propose lower refinery gate and downstream caps, EPA should also consider hardship relief in the form of long

- term relief on the sulfur cap if the circumstances both warrant it and can be structured in a way to allow for it. EPA proposed, and is finalizing, both the extreme unforeseen circumstances and extreme hardship provisions for all gasoline refiners and importers. As described in Section V.E.2, hardship relief will be granted on a case - by

- case basis following a showing that compliance (especiall y through the use of credits) is not feasible. If a hardship waiver is granted, EPA will determine appropriate hardship relief based on the refiner’s hardship application and an assessment of the credit market at that time.Page 454 of 961 ii. Tier 3 Vehicles As discussed in Section 5 of the Panel Report, in addition to vehicle manufacturers, two categories that include small businesses are covered by the new vehicle standards: independent commerci al importers (ICI s), and alternative fuel vehicle converters. As discussed below, EPA’s expectation at the time of the Panel process was to propose a set of flexibilities that would be available to all small entities in these three business categories as well as to small volume manufacturers (SVMs) that sell less than 5,000 vehicles per year. The Panel identified a number of entities covered b y the vehicle standards that qualify as small businesses under the SBA definition. Six of these companies participated as SERs. The Panel and SERs discussed several regulatory flexibility

alternatives for small businesses that certify

vehicles subject to the proposed Tier 3 emission standards. As described in Appendix A of the Panel Report , EPA sought comment from the SERs on allowing small entities to skip the Tier 3 phase

- in and instead implement Tier 3 requirements for all of their ve hicles following the phase

- in period. In addition, EPA sought comment on the following flexibilities: (1) a hardship relief provis ion that would allow these businesses to apply for additional time to meet the requirements, (2) use of assigned deterioration factors for certification purposes, and (3) reduction in the number of tests required in the manufacturer in

use verification tes ting program. SERs were generally supportive of these flexibility provisions. However, one SER requested that EPA consider providing relaxed standards for exhaust emissions in addition to the delay , and another SER requested that we consider eliminating s ome of the evaporative emission s testing requirements. The recommendations made b y the Panel on these approaches are discussed in detail in Section XII.C of the NPRM

. We consequently proposed small business and small volume manufacturer provisions based on the se recommendations , as summarized in Section IV.G above

. These proposed provisions consisted of additional lead time , reduced testing requirements, and opportunities for hardship relief, that would help small entities to leverage technological deve lopments by other s and to spread the availability of needed engineering , supplier, and capital resources. Based on the comments we subsequentl y received during the public comment period, we have improved on the proposed provisions and are finalizing Tier 3 vehicle provisions for small businesses and SVMs as described in detail in Section IV.G above, consisting of:

 An alternative NMOG+NOx light

- duty fleet average standard phase

- in schedule for small businesses and SVMs: 125 mg/mi for MYs 2017

- 2021, 51 mg/m i for MYs 2022

- 2027, and 30 mg/mi thereafter;

 An optional delay

of Tier 3 requirements until MY 2022 for small businesses and SVMs;

 EPA

- assigned deterioration factors for small businesses and SVMs (as well as for small volume test groups);

 Reduced in

- use t esting requirements for SVMs with annual sales under 15,000, including no required testing for those with annual sales under 5,000;Page 455 of 961

 A PM testing waiver for small businesses and SVMs;

 An allowance for small alternative fuel vehicle converters to meet existi ng OBD requirements (40 CFR 86.1806

- 05) instead of new Tier 3 requirements;

 A provision for small businesses and SVMs in hardship situations to apply for additional time to meet the Tier 3 standards;

 An exten sion of eligibility for the Tier 3 SVM provision s to small manufacturers that are owned b y large manufacturers but are able to demonstrate that they are operationally independent. As required b y s ection 212 of SBREFA, EPA also is preparing a Small Entity Compliance Guide to help small entities comply with this rule. The Small Entity Compliance Guide will be available on EPA’s Office of Policy’s Small Entity website at: http://www.epa.gov/rfa/compliance

- guides.html , and on the Tier 3 websit e (http://www.epa.gov/otaq/tier3.htm ) 60 day s after publication of the final rule in the Federal Register. **D. Unfunded Mandates Reform Act**  Title II of the Unfunded Mandates Reform Act of 1995 (UMRA), 2 U.S.C. 1531

- 1538, requires Federal agencies, unless otherwise prohibited by law, to assess the effects of their regulatory

actions on State, local, and tribal governments and the private sector. This rule contains a Federal mandate that may result in expenditur es of $100 million or more for State, local, and tribal governments, in the aggregate, or the private sector in any one year. Accordingl y, EPA has prepared under section 202 of the UMRA a written statement of the cost

benefit anal ys is , which can be found in Section VIII of this preamble, and in Chapter 8 of the RIA. Consistent with section 205, EPA has identified and considered a reasonable number of regulatory

alternatives. These alternatives are described above in Sections IV, V, and IX of this preamble

. This rule is not subject to the requirements of section 203 of UMRA because it contains no regulatory

requirements that might significantly or uniquely

affect small governments. The rule imposes no enforceable duty on an y State, local or tribal governme nts. EPA has determined that this rule contains no regulatory requirements that might significantly or uniquely

affect small governments. EPA has determined that this rule contains a Federal mandate that may result in expenditures of $100 million or more for the private sector in an y one year, however EPA believes that the program being finalized today represents the least costly , and least burdensome approach to achieve the statutory requirements of the rule. The costs and benefits associated with this rule are discussed above in Section VIII of this preamble, and in Chapter 8 of the RIA, as required by section 202 of the UMRA.Page 456 of 961

**E. Executive Order 13132: Federalism**  This action does not have federalism implications. It will not have substantial direct effect s on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government, as specified in Executive Order 13132. Thus, Executive Order 13132 does not a pply to this action. Although Executive Order 13132 does not appl y t o this rule, EPA did consult with representatives of various State and local governments in developing the rule. EPA also consulted with representatives from the National Association of Clean Air Agencies (NACAA, representing state and local air pollution officials), Northeast States for Coordinated Air Use Management (NESCAUM, the Clean Air Association of the Northeast States), and the Ozone Transport Commission (OTC, a multi

- state organ ization created under the CAA responsible for advising EPA on transport issues and for developing and implementing regional solutions to the ground

- level ozone problem in the Northeast and Mid

- Atlantic regions). In the spirit of Executive Order 13132, and consistent with EPA policy to promote communications between EPA and State and local governments, EPA specifically solicit ed comment on th e proposed action from State and local officials. These comments are in the rulemaking docket and are summarized in the Summary and Anal ys is of Comments document. **F. Executive Order 13175: Consultation and Coordination with Indian Tribal**  **Governments** This action does not have tribal implications, as specified in Executive Order 13175 (65 FR 67249, November 9, 2000). This ru le will be implemented at the Federal level and will impose compliance costs only on those in the gasoline production, distribution, and additive industry and in the engine and vehicle manufacturing industries . Tribal governments will be affected onl y to the extent they purchase and use regulated fuels, vehicles, and equipment. Thus, Executive Order 13175 does not apply to this action. Although Executive Order 13175 does not appl y t o this action, EPA specifically solicit ed additional comment from tribal o fficials in developing this action (however we did not receive any comments)

. **G. Executive Order 13045: Protection of Children from Environmental Health Risks and**  **Safety Risks** This action is subject to EO 13045 (62 FR 19885, April 23, 1997) because it is an e conomicall y significant regulatory action as defined by EO 12866, and EPA believes that the environmental health or safety risk addressed b y this action may have a disproportionate effect on children. Accordingly , we have evaluated the environmental health or safety effects of air pollutants affected b y the Tier 3 program on children. The results of this evaluation are contained in Section II.B and associated references. Children are more susceptible than adults to many air pollutants because of difference s in phy siology , higher per body weight breathing rates and consumption, rapid development of the brain and bodily

s ys tems, and behaviors that increase chances for exposure. Even before birth,Page 457 of 961

the developing fetus may be exposed to air pollutants through the mother that affect development and permanently

harm the individual. In fants and children breathe at much higher rates per body weight than adults, with infants under one ye ar of age having a breathing rate up to five times that of adults. 611 In addition , children breathe through their mouths more than adults and their nasal passages are less effective at removing pollutants, which leads to a higher deposition fraction in their lungs. 612 Certain motor vehicle emissions present greater risks to children as w ell. Early lifestages (e.g., children) are thought to be more susceptible to tumor development than adults when exposed to carcinogenic chemicals that act through a mutagenic mode of action. 613 Exposure at a yo ung age to these carcinogens could lead to a h igher risk of developing cancer later in life. The adverse effects of individual air pollutants may be more severe for children, particularl y the youngest age groups, than adults. The Integrated Science Assessments and Criteria Documents for a number of pollutants affected by this rule, including those for NO 2 , SO 2 , PM, ozone and CO, describe children as a group with greater susceptibility

. Section II.B.6 discusses a number of childhood health outcomes associated with prox imity to roadway s, including evi dence for exacerbation of asthma s ymptoms and suggestive evidence for new onset asthma. In general, these studies do not identify the specific contaminants associated with adverse effects, instead addressing the near

- roadway environment as one containing numerous exposures potentially

associated with adverse health effects. T here is substantial evidence that people who live or attend school near major roadway s are more likely

to be of a minority

race, Hispanic ethnicity , and/or low SES. Within these high ly exposed groups, children’s exposure and susceptibility to health effects is greater than adults due to school

- related and seasonal activities, behavior, and phy siological factors. Section III.C describes the ambient air quality changes resulting from th e proposed standards, which represent levels to which the general population is exposed. Children are not expected to experience greater ambient concentrations of air pollutants than the general population. However, because of their greater susceptibility to air pollution and their increased time spent outdoors, it is likely that the proposed standards would have particular benefits for children’s health. **H. Executive Order 13211: Actions Concerning Regulations That Significantly Affect**  **Energy Supply, Distri bution, or Use** 

611 U.S. Environmental Pr otection Agency. ( 2009 ) . Metabolically

- derived ventilation rates: a revised approach based upon oxygen consumption rates. Washington, DC: Office of Research and Development. EPA/600/R

– 06/129F. http://cfpub.epa.gov/ncea/cfm/recordisplay.cfm?deid=202543. 612 Foos, B.; Marty, M.; Schwartz, J.; Bennet, W.; Moya, J.; Jarabek, A.M.; Salmon, A.G. (2008) Focusing on children’s inhalation dosimetry and health effects for risk assessment: an introduction. J Toxicol Environ Health 71A: 149

– 165. 613 U.S. Environmental Pro tection Agency. ( 2005 ) . Supplemental guidance for assessing susceptibility from early

- life exposure to carcinogens. Washington, DC: Risk Assessment Forum. EPA/630/ R

- 03/003F. http://www.epa.gov/raf/publications/pdfs/childrens_supplement_final.pdfPage 458 of 961

Executive Order 13211, “Actions Concerning Regulations That Significantly Affect Energy Supply , Distribution, or Use” (66 FR 28355 (May 22, 2001)), requires EPA to prepare and submit a Statement of Energy Effects to the Administrator of the Office of Information and Regulatory

Affairs, Office of Management and Budget, for certain actions identified as “significant energy

actions.” Section 4(b) of Executive Order 13211 defines “significant energy actions” as “an y action by an agency (normall y published in the Federal Register) that promulgates or is expected to lead to the promulgation of a final rule or regulation, including notices of inquiry , advance notices of proposed rulemaking, and notices of proposed rulemaking: (1)(i) that is a signif

icant regulatory

action under Executive Order 12866 or any successor order, and (ii) is likely

to have a significant adverse effect on the supply , distribution, or use of energy ; or (2) that is designated by the Administrator of the Office of Information and Regulatory Affairs as a significant energy

action.” Given the flexibilities being finalized for entities in the gasoline production and distribution sy stem, we believe that these mitigate any potential adverse effects on gasoline suppl y and distributio n. Although EPA does not expect this rule to have significant adverse effects on the supply or distribution of gasoline, we have prepared a Statement of Energy Effects for this action as follows. This rule ’s potential effects on energy suppl y, distributio n, or use have been anal yz ed and are further discussed above in:

 Section V

— fuel provisions of the rule and flexibilities, including hardship provisions.

 Section VII.B

— estimated costs of the fuel program.

 Section X

— economic impacts (specificall y, Section X. C for fuel economic impacts, and Section X.D on employ ment impacts). Given the estimated costs and impacts of the Tier 3 program , as discussed in this preamble and in the RIA , we do not expect this rule to have an adverse effect on the supply or distributi on of gasoline. This judgment is based on a comparison of the estimated impacts of the Tier 3 program to those required for the Tier 2 program, and a review of gasoline supply during the phase

- in of the Tier 2 gasoline sulfur program from 2003 through 201 1. As the Tier 2 program reduced gasoline sulfur from levels as high as 450 ppm to a 30 ppm annual average, significant capital investments were required of many refineries to meet the 30 ppm sulfur standard. Both during and at the end of the Tier 2 phas e - in, the U.S. gasoline markets did not experience a loss in gasoline supply as refiners utilized the flexibilities offered by the Tier 2 program to stagger investments and unit turnarounds/shutdowns to limit supply impacts. As discussed further in Chapte r 5 of the RIA, we do not believe that the Tier 3 program will significantl y affect U.S. gasoline suppl y and/or distribution. Comments received on the proposal estimating the impacts of an even more stringent program than Tier 3 support this conclusion 614

. Further, we do not believe that there are an y reasonabl e alternatives to the control of sulfur in gasoline which would provide the level of reduction of emissions, considering our cost
- benefit anal ys es, given b y the sulfur reduction being finalized in thi s rule.

614 EPA

- HQ

- OAR

- 2011

- 0135

- 4276 ; Attachment 7.Page 459 of 961

**I. National Technology Transfer and Advancement Act**  Section 12(d) of the National Technology Transfer and Advancement Act of 1995 (“NTTAA”), Public Law No. 104

- 113 (15 U.S.C. 272 note) directs EPA to use voluntary consensus standards in its regulatory activities unless to do so would be inconsistent with applicable law or otherwise impractical. Voluntary consensus standards are technical standards (e.g., materials specifications, test methods, sampling procedures, and business practices) that are deve loped or adopted by

voluntary

consensus standards bodies. NTTAA directs EPA to provide Congress, through OMB, explanations when the Agency decides not to use available and applicable voluntary

consensus standards. This rulemaking involves technical standards. EPA has decided to update a number of regulations which already contain voluntary consensus standards to more recent versions of these standards. EPA is finalizing use of the ASTM International (ASTM) standards listed in Table XII

- 1 below. The standards may be obtained through the ASTM Web site (www.astm.org) or by calling ASTM at (610) 832

– 9585. This rulemaking also involves environmental monitoring or measurement. Consistent with the Agency ’s Performance Based Measurement System (“PBMS”), EPA has decided not to require the use of specific, prescribed analy tic methods. Rather, the rule will allow the use of any method that meets the prescribed performance criteria. The PBMS approach is intended to be more flexible and cost

- effective for the regulated community ; it is also intended to encourage innovation in analy

tical technology

and improved data quality . EPA is not precluding the use of any method, whether it constitutes a voluntary consensus standard or not, as long as it meets the performance criteria specified. Comments received on this approach are discussed in Section VI and in the Summary

and Analy sis of Comments document. **Table XII**  **- 1**  **Designated Analyt ical Test Methods for Gasoline and Diesel Fuel**  Fuel Parameter Designated Analy tical Method Sulfur in gasoline ASTM D2622

- 10 Sulfur in butane ASTM D6667

- 10 500 ppm Sulfur Diesel Fuel ASTM D2622

- 10 Olefins in gasoline ASTM D 1319

- 13 Reid vapor pressure (RVP) in gasoline ASTM D5191

- 12 , with the following correlation equation: RVP psi = (0.956 * X)

- 0.347 RVP kPa = (0.956 * X)

- 2.39 where: X = total measured vapor pressure in psi or kPa Distillation in gasoline ASTM D86

- 12 B enzene in gasoline ASTM D3606

- 10 , except that instrument parameters shall be adjusted to ensure complete resolution of benzene, ethanol, and methanol peaks.Page 460 of 96 1

Aromatics in gasoline ASTM D5769

- 10 , except that sample chilling requirements in secti on 8 of this standard are optional. Ox ygen and ox ygenate content in gasoline ASTM D5599

- 00 ( 2010 ) Aromatics in diesel fuel ASTM D1319

- 13

**J. Executive Order 12898: Federal Actions to Address Environmental Justice in**  **Minority Populations and Lo w**  **- Income Populations**  Executive Order (EO) 12898 (59 FR 7629 (Feb. 16, 1994)) establishes federal executive policy on environmental justice. Its main provision directs federal agencies, to the greatest extent practicable and permitted by law, to make environmental justice part of their mission by identifying and addressing, as appropriate, disproportionately high and adverse human health or environmental effects of their programs, policies, and activities on minority populations and low

income populations i n the United States. EPA has determined that this final rule will not have disproportionatel y high and adverse human health or environmental effects on minority or low

- income populations because it increases the level of environmental protection for all af fected populations without having any disproportionately

high and adverse human health or environmental effects on any population, including an y minority or low

- income population. This final rule w ill reduce emissions from vehicles across the nation, both new vehicles (beginning in model ye ar 2017, when the vehicle standards start to appl y) and existing vehicles (as soon as the lower

- sulfur gasoline becomes available in 2017). As a result , this rule increase s the level of environmental protection for all populations. As discussed in Section III. C .7, there is evidence that minority

populations and low

- income populations live disproportionately near high

- traffic roadway s, where concentrations of many air pollutants are elevated. We expect this final rul e to increase the level of environmental protection for these populations. Thus, this final rule will not have a disproportionately high adverse human health or environmental effect on minority or low

- income populations. **K. Congressional Review Act**  The Congre ssional Review Act, 5 U.S.C. 801 et seq., as added by the Small Business Regulatory

Enforcement Fairness Act of 1996, generall y provides that before a rule may take effect, the agency

promulgating the rule must submit a rule report, which includes a cop y o f the rule, to each House of the Congress and to the Comptroller General of the United States. EPA will submit a report containing this rule and other required information to the U.S. Senate, the U.S. House of Representatives, and the Comptroller General of the United States prior to publication of the rule in the Federal Register. A m ajor rule cannot take effect until 60 day s after it is published in the Federal Register. This action is a “major rule” as defined by 5 U.S.C.Page 461 of 961

804( 2). This rule will be ef fective on [INSERT DATE 60 DAYS AFTER PUBLICATION IN THE FEDERAL REGI STER]. 

## XIII. **St atutory Pr**  **ovisions and Legal Authority**  Statutory authority for this action comes from sections 202, 203

- 209, 211, 213, 216, and 301 of the Clean Air Act, 42 U.S.C. sections 7414, 7521, 7522

- 7525, 7541, 7542, 7543, 7545, 7547, 7550, and 7601. Additional support for the procedural and compliance related aspects of this proposal, including the proposed recordkeeping requirements, comes from sections 114, 208, and 301(a) of the Clean Air Act, 42 U.S.C. sections 7414, 7542, and 7601(a). **List of Subjects** 40 CFR Part 79 Environmental protection, Administrative practice and procedure, Air pollution control, Confidential business information, Diesel fuel, Energy , Fuel additives, Gasoline, Motor vehicle pollution, Penalties, Petroleum, Reporting and recordkeeping requirements. 40 CFR Part 80 Environmental protection, Administrative practice and procedure, Air pollution control, Confidential Business Information, Diesel fuel, Fuel additives, Gasoline, Imports, Incorporation by reference, Labeling, Motor vehicle pollution, Penalties, Petroleum, Reporting and recordkeeping requirements. 40 CFR Part 85 Environmental protection, Administrative practice and procedure, Air pollution control, Confide ntial Business Information, Imports, Labeling, Motor vehicle pollution, Reporting and recordkeeping requirements, Research, Warranties. 40 CFR Part 86 Environmental protection, Administrative practice and procedure, Air pollutio n control, Confidential Business Information, Imports, Incorporation by reference, Labeling, Motor vehicle pollution, Reporting and recordkeeping requirements, Warranties. 40 CFR Part 600 Administrative practice and procedure, Electric power, Fuel economy , Incorporation b y reference, Labeling, Reporting and recordkeeping requirements. 40 CFR Parts 1036 and 1037 Administrative practice and procedure, Air pollution control, Confidential business information, Environmental protection, Labeling, Motor vehicle pollution, Reporting and recordkeeping requirements, Warranties.Page 462 of 961

40 CFR Part 1039 Environmental protection, Administrative practice and procedure, Air pollution control, Confidential business information, Imports, Labeling, Penal ties, Reporting and recordkeeping requirements, Warranties. 40 CFR Part 1042 Environmental protection, Administrative practice and procedure, Air pollution control, Confidential business information, Imports, Labeling, Penalties, Vessels, Reporting and rec ordkeeping requirements, Warranties. 40 CFR Part 1048 Environmental protection, Administrative practice and procedure, Air pollution control, Confidential business information, Imports, Labeling, Penalties, Reporting and recordkeeping requirements, Warranties. 40 CFR Part 1054 Environmental protection, Administrative practice and procedure, Air pollution control, Confidential business information, Imports, Labeling, Penalties, Reporting and recordkeeping requirements, Warranties. 40 CFR Parts 1065 and 1066 Environmental protection, Administrative practice and procedure, Incorporation by reference, Reporting and recordkeeping requirements, Research.

Dated: ____________________________

__________________________________ Gina McCarth y, AdministratorPage 463 of 961

For the reasons set forth in the preamble, title 40, chapter I of the Code of Federal Regulations is amended as follows:
**Part 79 -**  **REGISTRATION OF FUEL AND FUEL ADDITIVES** 1. The authority citation for part 79 continues to read as follows: Authority : 42 USC 7414, 7524, 7545, and 7601

. 2. Section 79.5 is amended by r evising paragraph s ( a ) and (b) introductory text to read as follows: **§ 79.5 Periodic reporting requirements.** (a) Fuel manufacturers. (1) For e ach calendar quarter (January through March, April through June, July

through September, October through December) commencing after the date prescribed for a particular fuel in subpart D of this part, fuel manufacturers shall submit to the Administrator a report for each registered fuel showing the range of concentration of each additive reported under §79.11(a) and the volume of such fuel produced in the quarter. Reports shall be submitted by the required deadline as shown in the following table:

**Table 1 to § 79**  **.5: Quarterly Reporting Deadlines Calendar Quarter**  **Time Period Covered Quarterly Report Deadline**  Quarter 1 January 1

– March 31 June 1 Quarter 2 April 1

– June 30 September 1 Quarter 3 July 1

– September 30 December 1 Quarter 4 October 1

– December 31 March 31 (2) Fuel manufacturers shall submit to the Administrator a report annuall y for each registered fuel providing additional data and information as specified in §§ 79 .3 2(c) and (d) and 79.33(c) and (d) in the designation of the fuel in subpart D of this part. Reports shall be submitted by

March 31 for the preceding year, or part thereof, on forms supplied by the Administrator upon request. If the date prescribed for a particular fuel in subpart D of this part, or the later registration of a fuel is between October 1 and December 31, no report will be required for the period to the end of that year. (b) Additive manufacturers. Additive manufacturers shall submit to th e Administrator a report annually for each registered additive providing additional data and information as specified in § 79 .31(c) and (d) in the designation of the additive in subpart D of this part. Additive manufacturers shall also report annually the volume of each additive produced. Reports shall be submitted by March 31 for the preceding year, or part thereof, on forms supplied by the Administrator upon request. If the date prescribed for a particular additive in subpart D of this part, or the lat er registration of an additive isPage 464 of 961

between October 1 and December 31, no report will be required for the period to the end of that year. These periodic reports shall not, however, be required for any additive that is:

* * * * *
**Part 80 -**  **REGULATION OF FU EL AND FUEL ADDITIVES**  3. The authority citation for part 80 continues to read as follows: Authority : 42 U.S.C

. 7414, 7521(l), 7545, and 7601(a). **Subpart A**  **-- [Am**  **ended]**
4. Section 80.2 is amended by : a. Revising the introductory t ext and paragraph s ( d ) , (w ), (z ), and (fff )

. b

. Adding paragraphs (vvv), (www), (xxx), (yyy), (zzz), (aaaa) , (bbbb), (cccc), (dddd), (eeee), (ffff), (gggg), (hhhh), (iiii), (jjjj), and (kkkk)

. **§ 80.2**  **Definitions.** Definitions apply in this part as described in this section. * * * * * (d) Previously

certified gasoline , or PCG, means conventional gasoline, reformulated gasoline, RBOB , or CBOB that previousl y has been included in a batch for purposes of complying with the standards of 40 CFR part 80 that apply to refiners and importers.

* * * * * (w) Cetane index or “ Calculated cetane index ” is a number representing the ignition properties of diesel fuel oils from APIgravity and mid

- boi ling point, as determined b y ASTM D976

. * * * * * (z) Aromatic content of diesel fuel is the aromatic h ydrocarbon content in volume percent as follows: (1) Through December 31, 2015, dete rmine aromatic content of diesel fuel by ASTM D1319

. (2) Beginning January 1, 2016 , determine aromatic content of diesel fuel b y a test method approved under § 80.47. * * * * * (fff) #1D means the distillate fuel classification relating to “No. 1

- D” dies el fuels as described in ASTM D 975

. * * * * * (vvv) Denatured fuel ethanol (DFE) means an alcohol of the chemical formula C 2 H 6 O which contains a denaturant to make it unfit for human consumption, that is produced or imported for use in motor gasoline , and that meets the requirements of § 80 .1610.Page 465 of 961

(www) Ox ygenate producer means any person who owns, leases, operates, controls, or supervises an ox ygenate production facility. (xxx) Ox ygenate production facility me ans an y facility where ox ygenate including DFE designated as transportation fuel is produced. (yyy) Ox ygenate importer m eans a person who imports oxygenate from a foreign country into the United States (including the Commonwealth of Puerto Rico, the Virgi n Islands, Guam, American Samoa, and the Northern Mariana Islands). (zzz) Ox ygenate import facility means any facility where oxygenate including DFE designated as transportation fuel is imported into the United States. ( aaaa) CBOB means gasoline blendsto ck that could become conventional gasoline solely upon the addition of ox ygen ate. (bbbb ) Natural gas liquids (NGL) means the components of natural gas (primaril y propane, butane, pentane, hexane, and heptane) that are separated from the gas stat e in the form of liquids in facilities such as a natural gas production facility , a gas processing plant, a natural gas pipeline , or a refinery or similar facility . The higher temperature boiling components of NGL are sometimes referred to as “natural gasoline”. ( cccc ) Natural gas means a mixture of h ydrocarbon gases that occurs with petroleum deposits, principally

methane together with varying quantities of ethane, propane, butane, and other gases. ( dddd) Butane blender means a refiner or refinery that produces gasoline b y blending butane that meets the quality specifications in § 80 .82 with conventional gasoline, CBOB, reformulated gasoline, or RBOB, and that uses the streamlined provisions in § 80 .82 to meet some of the applic able sampling and testing requirements. ( eeee ) Pentane blender means a refiner or refinery that produces gasoline by blending pentane that meets the quality specifications in § 80.86 with conventional gasoline, CBOB, reformulated gasoline, or RBOB, an d that uses the streamlined provisions in § 80.85 to meet some of the applicable sampling and testing requirements. ( ffff ) Blender

- commercial grade pentane means pentane that meets the requirements in § 80.86 (a)(3) for pentane for use b y a pentane blender pursuant to the requirements of § 80.85. ( gggg) Blender

- non - commercial grade pentane means pentane that meets the requirements in § 80.86(a)(4) for pentane fo r use by a pentane blender pursuant to the requirements of § 80.85. (hhhh) Blender

- grade pentane means pentane that meets the requirements for commercial grade pentane or non

- commercial grade pentane pursuant to the requirements of § 80.86.Page 466 of 961

( iiii ) Ethanol denaturant means previously certified gasoline (including previously certified blendstocks for oxygenate blending), gasoline blendstocks, or natural gasoline liquids that are added to neat (un

- denatured) ethanol to make it unfit for human consumption in a ccordance with the requirements of the Alcohol and Tobacco Tax and Trade Bureau of the U.S. Treasury Department .(jjjj) [Reserved] (kkkk) Materials incorporated by reference

. The published materials identified in this section are incorporat ed by reference into this section with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, a document must be published in the **Federal Register**  and the material must be available to the public. All approved materials are available for inspection at the Air and Radiation Docket and Information Center (Air Docket) in the EPA Docket Center (EPA/ DC) at Rm. 3334, EPA West Bldg., 1301 Constitution Ave. NW., Washington, DC. The EPA/DC Public Reading Room hours of operation are 8:30 a.m. to 4:30 p.m., Monday through Friday , excluding legal holidays. The telephone number of the EPA/DC Public Reading Room is (202) 566

– 1744, and the telephone number for the A ir Docket is (202) 566

– 1742. These approved materials are also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call (202) 741

– 6030 or go to http:// www.arc hives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html . In addition, these materials are available from the sources listed below. (1) ASTM International material. The following standards are available from ASTM International, 100 Barr Harbor Dr., P.O. Box C700, West Conshohocken, PA 19428

- 2959, (877) 909

–ASTM, or http://www.astm.org : (i) ASTM D975

- 13a, Standard Specification for Diesel Fuel Oils, approved December 1, 2013. (ii) ASTM D976

- 06 (Reapproved 2011), Standard Test Method for Calculated Cetane Index of Distillate Fuels, approved October 1, 2011. (iii) ASTM D1319

- 13, Standard Test Method for Hydrocarbon Ty pes in L iquid Petroleum Products by

Fluo rescent Indicator Adsorption, approved May 1, 2013. (2) [Reserved]
5. Section 80.8 is revised to read as follows: **§ 80**  **.8 Sampling methods for gasoline, diesel fuel, fuel additives, and renewable fuels.**  The sampling methods specified in this section shall be used to collect samples of gasoline, diesel fuel , blendstocks , fuel additives and renewable fuels for purposes of determining compliance with the requirements of this part. (a) Manual sampling. Manual sampling of tanks and pipelines shall be performed according to the applicable procedures specified in ASTM D4057.Page 467 of 961

(b) Automatic sampling. Automatic sampling of petroleum products in pipeli nes shall be performed according to the applicable procedures specified in ASTM D4177. (c) Sampling and sample handling for volatility measurement. Samples to b e anal yz ed for Reid Vapor Pressure (RVP) shall be collected and handled according to the applicable procedures specified in ASTM D5842. (d) Sample compositing. Composite samples shall be prepared using the applicable procedures specified in ASTM D5854. (e) Materials incorporated by reference. The published materials identified in this section are incorporated by reference into this section with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, a document must be published in the **Federal Register**  and the material must be available to the public. All approved materials are available for inspection at the Air and Radiation Docket and Information Center (Air Docket) in the EPA Docket Center (EPA/ DC) at Rm. 3334, EPA West Bldg., 1301 Constitution Ave . NW., Washington, DC . The EPA/DC Public Reading Room hours of operation are 8:30 a.m. to 4:30 p.m., Monday through Friday , excluding legal holidays. The telephone number of the EPA/DC Public Reading Room is (202) 566

– 1744, and the telephone number for the Air Docket is (202) 566

– 1742. These approved materials are also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call ( 202 ) 741

– 6030 or go to http:// www.archives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html . In addition, these materials are available from the sourc es listed below. (1) ASTM International material. The following standards are available from ASTM International, 100 Barr Harbor Dr., P.O. Box C700, West Conshohocken, PA 19428

- 2959, (877) 909

–ASTM , or http://www.astm.org : (i) ASTM D4057

- 12 , Standard P ractice for Manual Sampling of Petroleum and Petroleum Products, approved December 1, 2012

. (ii) ASTM D4177

- 95 (Reapproved 2010 ), Standard Practice for Automatic Sampling of Petroleum and Petroleum Products, approved May 1, 2010. (iii) ASTM D5842

- 04 (Reapproved 2009 ), Standard Practice for Sampling and Handling of Fue ls for Volatility Measurement, approved July 1, 2009. (iv) ASTM D5854

- 96 (Reapproved 2010 ), Standard Practice for Mixing and Handling of L iquid Samples of Petroleum and Petroleum Products, approved May 1, 2010. (2) [Reserved] **Subpart D --**  **[Am ended]**  6. Section 80.46 is amended by revising the section heading and paragraphs (a), (b), (c), (d), (e), (f

)(1), ( f )(3 )(i), (g), and (h ) to read as follows: **§ 80**  **.46 Measurement of reformulated gasoline and conventional gasoline fuel**  **parameters.**Page 468 of 961

(a) Sulfur . Sulfur content of gasoline and butan e must be determined by use of the following methods: (1 ) Through December 31 , 2015 , the sulfur content of gasoline must be determined by ASTM D2622 or by

one of the alternative test methods specified in paragraph (a)(3) of this section. Beginning January 1, 2016 , the sulfur content of gasoline must be determined b y a test method approved under § 80 .47. (2 ) Through December 31 , 2015 , the sulfur content of butane must be determined by ASTM D6667 or by

one of the alternative test methods specified in paragraph (a)(4) of this section. (3 ) Through December 31 , 2015 , any refiner or importer may

use ASTM D3120 , ASTM D5453 , ASTM D6920 , or ASTM D7039 for determining the sulfur content of gasoline provided the refiner or importer test result is correlated with the method specified in paragraph (a)(1) of this section: (4 ) Beginning January 1, 2016 , the sulfur content of butane must be determined by a test method approved under § 80 .47. Through December 31 , 2015 , any refiner or importer may

determine the sulfur content of butane using ASTM D4468 or ASTM D3246 ; provided the refiner or importer test result is correlated with the method specified in paragraph (a)(2) of this section

. (b) Olefins . Olefin content must be determined b y use of the following methods: (1) Through December 31 , 201 5 , olefin content must be determined using ASTM D1319

. Beginning January 1, 2016 , the olefin content of gasoline may be determined b y a test method approved under § 80 .47. (2 ) Through December 31 , 2015 , any refiner or importer may

determine olefin content using ASTM D6550 for purposes of mee ting any testing requirements involving olefin content, provided that the refiner or importer test result is correlated with the method specified in paragraph (b)(1) of this section on a site

- specific basis, in order to achieve an unbiased prediction of the result in volume percent, for the method specified in paragraph (b)(1) of this section. * * * * * (c) Reid Vapor Pressure (RVP). (1) Through December 31 , 2015 , Reid Vapor Pressure must be determined using ASTM D5191, except the following correction equation must be used: RVP psi = (0.956 * X)

– 0.347 RVP kPa = 0.956 * X)

– 2.39 Where: X = Total measured vapor pressure, in psi or kPa. (2) Beginn ing January 1, 2016 , RVP may be determined by

a test method approved under § 80 .47 , except as provided in paragraph (c)(2)(i) of this section

. (i) F or reporting purposes, the RVP test re sult computed from § 80.47 must continue to utilize the RVP correction equation in paragraph (c)(1) of this section

. (ii) [Reserved]Page 469 of 961

(d) Distillation. Through December 31 , 2015 , distillation parameters must be determined using ASTM D86. Beginning January 1, 2016 , the distillation parameters may be determined b y a test method approved under § 80 .47. (e) Benzene. Through December 31 , 2015 , benzene content must be determined using ASTM D3606 , except that i nstrument parameters shall be adjusted to ensure complete resolution of the benzene, ethanol and methanol peaks because ethanol an d methanol may

cause interference with ASTM D3606 when present

. Beginning January 1, 2016 , the benzene content may be determined by

a test method approved under § 80 .47

. (f)(1) Through December 31 , 2015 , aromatic content must be determined using ASTM D5769 , except the sample chilling requirements in section 8 of this standard method are optional. Beginning January 1, 2016 , the aromatic content may be determined by

a test method approved under § 80 .47. * * * * * (3)(i) Through December 31 , 2015 , any refiner or importer may

determine aromatics content using ASTM D1319 for the purposes of meeting an y test requirement involving aromatic content; provided that

– * * * * * (g) Oxygen and oxygenate content analysis

. (1) Through December 31 , 2015 , oxygen and ox ygenate content must be determined using ASTM D5599. Beginning January 1, 2016 , oxygen and ox ygenate content may be determined by a test method approved under § 80 .47. (2 ) Through December 31 , 2015 , when ox ygenates present are limited to MTBE, ETBE, TAME, DIPE, tertiary

- am ylalcohol and C1 to C4 alcohols, any refiner, importer, or ox ygenate blender may determine ox ygen and ox ygen content using ASTM D4815 for purposes of meeting an y testing requirement; provided that the refiner or importer test result is correlated with the method specified in paragraph (g)(1) of this section.

* * * * * (h) Materials incorporated by reference. Th e published materials identified in this section are incorporated by reference into this section with the approval of the Director of the Federal Register unde r 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, a document must be published in the **Federal Register**  and the material must be available to the public. All approved material s are available for inspection at the Air and Radiation Docket and Information Center (Air Docket) in the EPA Docket Center (EPA/ DC) at Rm. 3334, EPA West Bldg., 1301 Constitution Ave . NW., Washington, DC . The EPA/DC Public Reading Room hours of operation are 8:30 a.m. to 4:30 p.m., Monday through Friday , excluding legal holidays. The telephone number of the EPA/DC Public Reading Room is (202) 566

– 174 4, and the telephone number for the Air Docket is (202) 566

– 1742. These approved materials are also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call (202) 741

–Page 470 of 961

6030 or go to http:// www.archives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html . In addition, these materials are available from the sour ces listed below. (1) ASTM International material. The following standards are available from ASTM International, 100 Barr Harbor Dr., P.O. Box C700, West Conshohocken, PA 19428

- 2959, (877) 909

–ASTM , or http://www.astm.org : (i) ASTM D86

- 12, Standard Test Method for Distillation of Petroleum Products at Atmospheric Pressure , approved December 1, 2012

. ( i i) ASTM D1319

- 13, Standard Test Method for Hydrocarbon Ty pes in L iquid Petroleum Products by

Fluor escent Indicator Adsorption , approved May 1, 2013

. ( ii i) ASTM D2622

- 10, Standard Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X

- ray Fluorescence Spectrometry , approved February 15, 2010

. (i v ) ASTM D3120

- 08, Standard Test Method for Trace Quantities of Sulfur in Light Liquid Petroleum Hydrocarbons b y Oxidative Microcoulometry , approved December 15, 2008

. ( v ) ASTM D3246

- 11, Standard Test Method for Sulfur in Petroleum Gas b y Oxidative Microcoulometry , approved June 1, 2011

. ( v i) ASTM D3606

- 10, Standard Test Method for Determination of Benzene and Toluene in Finished Motor and Aviation Gasoline by Gas Chromatograph y , approved October 1, 2010

. ( vi i ) ASTM D4468

- 85 ( Re approved 2011), Standard Test Method for Total Sulfur in Gaseous Fuels by Hydrogenol ys is and Rateometric Colorimetry , approved November 1, 2011

. ( vii i) ASTM D4815

- 13, Standard Test Method for Determination of MTBE, ETBE, TAME, DIPE, tertiary

- Amyl Alcohol and C 1 to C 4 Alcohols in Gasoline by Gas Chromatograph y , approved October 1, 2013

. (i x ) ASTM D5191

- 13, Standard Test Method for Vapor Pressure of Petroleum P roducts ( Mini Method) , approved December 1, 2013

. ( x ) ASTM D5453

- 12 , Standard Test Method for Determination of Total Sulfur in Li ght Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel, and Engine Oil by Ultraviolet Fluorescence , approved November 1, 2012

. ( x i) ASTM D5599

- 00 (Reapproved 2010), Standard Test Method for Determination of Ox ygenates in Gasoline by Gas Chromatograph y and Ox ygen Selective Flame Ionization Detection , approve d October 1, 2010

. ( xi i) ASTM D5769

- 10, Standard Test Method for Determination of Benzene, Toluene, and Total Aromatics in Finished Gasolines by Gas Chromatography

/Mass Spectrometry , approved May

1, 2010

. ( xii i) ASTM D6550

- 10, Standard Test Method for Dete rmination of Olefin Content of Gasolines by

Supercritical

- Fluid Chromatograph y , approved October 1, 2010

. ( x i v ) ASTM D6667

- 10, Standard Test Method for Determination of Total Volatile Sulfur in Gaseous Hydrocarbons and Liquefied Petroleum Gases b y Ultravio let Fluorescence , approved October 1, 2010

. ( xv ) ASTM D6920

- 13, Standard Test Method for Total Sulfur in Naphthas, Distillates, Reformulated Gasolines, Diesels, Biodiesels, and Motor Fuels b y Oxidative Combustion and Electrochemical Detection , approved September 15, 2013

.Page 471 of 961

( xv i) ASTM D7039

- 13 , Standard Test Method for Sulfur in Gasoline , Diesel Fuel , Jet Fuel, Kerosine, Biodiesel, Biodiesel Blends, and G a soline

- Eth anol Blends by Monochromatic Wavelength Disper sive X

- ray Fluorescence Spectrometry , approved September 15, 2013

. (2) [Reserved] * * * * *
7. Section 80.47 is added to read as follows: **§80.47 Performance**  **- based Analytical Test Method Approach.**  All sample handling, testing procedures, and tests must be co nducted using good laboratory practices. (a) Definitions. As used in this subpart 80 : (1) Performance

- based Analy tical Test Method Approach means a measurement sy stem based upon established performance criteria for accuracy and precision with use of ana ly tical test methods. As used in this subpart, this is a measurement system used b y laboratories to demonstrate that a particular anal yt ical test method is acceptable for demonstrating compliance. (2) Accuracy means the closeness of agreement between an o bserved value from a single test measurement and an accepted reference value. (3) Precision means the degree of agreement in a set of measurements performed on the same property

of identical test material. (4) Absolute fuel parameter means a fuel paramet er for which a gravimetric standard is practical to construct and use. Sulfur content of gasoline, butane, or diesel fuel are examples of an absolute fuel parameter. (5) Gravimetric standard means a test material made by adding a carefull y weighed quantity of the anal yt e to a measured quantity of another substance known not to contain any of the analy

te, resulting in a solution with an accurately known concentrate of the anal yt e. (6) Consensus named fuels are homogeneous quantities of fuel that have been anal yz ed b y a number of different laboratories (by sending around small samples). The average concentration of some parameter of interest across all of the different laboratories is then used as the “consensus name” for that material. (7) Locally

- named r eference materials are gasoline or diesel fuels that are usually from the regular production of the facility where they

are used in laboratory

qualit y control efforts and have been analyzed using the designated method (either by the facility ’s lab or by

a referee lab) to obtain an estimate of their concentration. (8) Method

- defined fuel parameter means a fuel parameter for which an EPA

prescribed primary

test method or designated method defines the regulatory standard. Examples of method

- defined fuel param eters include olefin content in gasoline, Reid vapor pressure (RVP) of gasoline, distillation parameters of gasoline, benzene content of gasoline, aromatic content of gasoline and diesel fuel, and ox ygen/ox ygenates content of gasoline.Page 472 of 961

(9) Reference inst allations are designated test method installations that are used to qualify the accuracy

of other method

- defined parameter instruments. Reference installations of the designated test method will be used to evaluate the accuracy of other method

- defined alt ernative test methods and to establish correlation equations if necessary . (10) Correlation equation is a correction equation as determined by the use of ASTM D6708. This standard practice determines whether the comparison between the alternative test method and the designated test method is a null result. I f the comparison is not null, then the standard practice provides for a correlation equation that pr edicts designated test method results from the applicable method

- defined alternative test method. (11) Statistical quality

control (SQC) means a planned sy stem of activities whose purpose is to provide a level of quality that meets the needs of compliance with the standards of this part. This subpart prescribes specific SQC requirements for both absolute and method driven fuel parameters for both voluntary and non

- voluntary consensus - based standards bodies. (12) Voluntary

conse nsus - based standards body (VCSB) means a domestic or international organization that plans, develops, establishes, or coordinates voluntary consensus standards using agreed

- upon procedures and which possesses the attributes of openness, balance of interest , due process, and consensus, as explained in OMB Circular A

- 119 and the National Technology Transfer and Advancement Act of 1995, P.L . 104

- 113, sec. 12(d). (13) Non

- voluntary

consensus - based standards body (non

- VCSB) means a domestic or international regu lated party that has developed a proprietary anal yt ical test method that has not been adopted b y a VCSB organization. (b) Precision and accuracy criteria for approval for the absolute fuel parameter of gasoline sulfur. (1) Precision. Beginning January 1, 2016 , for motor vehicle gasoline , gasoline blendstock, and gasoline fuel additives subject to the gasoline sulfur standard at §80.195 and §80.1603, the maximum allowable standard deviation computed from the results of a minimum of 20 tests made over 20 days ( seven or fewer tests per week and two or fewer tests per day) on samples using good laboratory practices taken from a single homogeneous commercially available gasoline must be less than or equal to 1.5 times the repeatability

“r” div ided by

2.77, where “r” equals the ASTM repeatability of ASTM D7039 (Example: A 10ppm sulfur gasoline sample: maximum allowable standard deviation of 20 tests ≤1.5*(1.75ppm/2.77)=0.95 ppm). The 20 results must be a series of tests with a sequential reco rd of anal ys is and no emissions. A laboratory facility may exclude a given sample or test result only if the exclusion is for a valid reason under good laboratory

practices and it maintains records regarding the sample and test results and the reason for excluding them. (2) Accuracy

. Beginning January 1, 2016 , for motor vehicle gasoline , gasoline blendstock, and gasoline fuel additives subject to the gasoline sulfur standard at §§80.195 and 80.1603: (i) The arithmetic average of a continuous series of at least 10 tests performed using good laboratory

practices on a commercially available gravimetric sulfur standard in thePage 473 of 961

range of 1

- 10 ppm shall not differ from the accepted reference value (ARV) of the standard b y more than 0.71 ppm sulfur; (i i) The arithmetic average of a continuous series of at least 10 tests performed using good laboratory

practices on a commercially available gravimetric sulfur standard in the range of 10

- 20 ppm shall not differ from the ARV of the standard b y more than 1.0 0 ppm sulfur; and (iii) In applying the tests of paragraphs (b)(2)(i) and (ii) of this section, individual test results shall be compensated for any known chemical interferences using good laboratory practices. (3) The test method specified at §80.46(a)(1) and in use prior to [ **INSERT DATE 6 MONTHS**  **PRIOR TO PUBLICATION IN THE FEDERAL REGISTER**  ] is exempt from the requirements of paragraphs (b)(1) and (2) of this section. (c) Precision and accuracy criteria for approval of the absolute fuel p arameter of sulfur in butane. (1) Precision. Beginning January 1, 2016 , for butane subject to the butane sulfur standard at §§80.82, 80.195, 80.340(b ) and 80.1603, the maximum allowable standard deviation computed from the results of a mini mum of 20 tests made over 20 day s ( tests into no fewer than five batches or fewer tests each, with only one such batch allowed per day over the minimum of 20 day s ) on samples using good laboratory practices taken from a single homogeneous commercially available butane must be less than or equal to 1.5 times the repeatability (r) divided by 2.77, where “r” equals the ASTM repeatability of ASTM D6667 (Example: A 80 ppm sulfur butane sample: maximum allowable standard deviation of 20 tests ≤1.5*( 9.22ppm/2.77)= 4.99 ppm). The 20 results must be a series of tests with a sequential record of anal ys is and no emissions. A laboratory facility may exclude a given sample or test result only if the exclusion is for a valid reason under good laboratory

practices and it maintains records regarding the sample and test results and the reason for excluding them. (2) Accuracy

. Beginning January 1, 2016 , for butane subject to the butane sulfur standard at §§80.82 , 80.195, 80.340(b) and 80.1603

– (i) The arithmetic average of a continuous series of at least 10 tests performed using good laboratory

practices on a commercially available gravimetric sulfur standard in the range of 70

- 80 ppm , say

75 ppm, shall not di ffer from the accepted reference value ( ARV ) of the standard b y more than 4.68 ppm sulfur; (ii) The arithmetic average of a continuous series of at least 10 tests performed using good laboratory

practices on a commercially available gravimetric sulfur standard in the range of 80

- 90 ppm , say

85 ppm, shall not differ from the accepted reference value ( ARV ) of the standard b y more than 5.31 ppm sulfur; and (iii) In applying the tests of paragraphs (c)(2)(i) and (ii) of this section, individual tes t results shall be compensated for any known chemical interferences using good laboratory practices. (3) The test method specified at §80.46(a)(2) and in use prior to [ **INSERT DATE 6 MONTHS**  **PRIOR TO PUBLICATION IN THE FEDERAL REGISTER**  ] is e xempt from the requirements of paragraphs (c)(1) and (2) of this section.Page 474 of 961

(d) Precision criteria for approval of the method defined fuel parameter of olefins in gasoline. (1) Precision. Beginning January 1, 2016, for motor vehicle gasoline , gasoline blendstock, and gasoline fuel additives subject to the gasoline standards of this part, the maximum allowable standard deviation computed from the results of a minimum of 20 tests made over 20 day s ( tests may be arranged into no fewer than five batches or fewer tests each, with onl y one such batch allowed per day over the minimum of 20 day s ) on samples using good laboratory practices taken from a single homogeneous commerciall y available gasoline must be less than or equal to 0.3 times the reproducibility (R) , where “R” equals the ASTM reproducibility of ASTM D1319 (Example: A gasoline containing 9 Vol % olefins: maximum allowable standard deviation of 20 tests ≤ 0. 3*(3.06 Vol%) = 0.92 Vol%). The 20 results must be a series of tests with a sequential record of anal ys is and no emissions. A laboratory facility may exclude a given sample or test result only if the exclusion is for a valid reason under good laboratory practices and it maintains records regarding the sample and test results and the reason for excluding them

. ( 2) The test method specified at §80.46(b)(1) and in use prior to [ **INSERT DATE 6 MONTHS**  **PRIOR TO**  **PUBLICATION IN THE FEDERAL REGISTER** ] is exempt from the requirements of paragraph (d)(1) of this section. (e) Precision criteria for approval of the method defined fuel parameter of aromatics in gasoline. (1) Precision. Beginning January 1, 2016, for motor vehicle gasoline , gasoline blendstock, and gasoline fuel additives subject to the gasoline standards of this part, the maximum allowable standard deviation computed from the results of a minimum of 20 tests made over 20 day s ( tests may be arranged into no fewer than five batches or fewer tests each, with onl y one such batch allowed per day over the minimum of 20 day s ) on samples using good laboratory practices taken from a single homogeneous commerciall y availabl e gasoline must be less than or equal to 0.3 times the reproducibility (R), where “R” equals the ASTM reproducibility of ASTM D1319

- 13 (Example: A gasoline containing 32Vol% aromatics: maximum allowable s tandard deviation of 20 tests ≤0.3*(3.7 Vol%) = 1.11Vol %). The 20 results must be a series of tests with a sequential record of anal ys is and no emissions. A laboratory facility may exclude a given sample or test result only

if the exclusion is for a valid reason under good laboratory practices and it maintains records regarding the sample and test results and the reason for excluding them. (2) The test method specified at §80.46(f)(1) and in use prior to [ **INSERT DATE 6**  **MONTHS PRIOR TO**  **PUBLICATION IN THE FEDERAL REGISTER** ] is exempt from the requirements of paragraph (e)(1) of this section. (f) Precision criteria for approval of the method defined fuel parameter of ox ygen and ox ygenate content in gasoline. (1) Pre cision. Beginning January 1, 2016, for motor vehicle gasoline , gasoline blendstock, and gasoline fuel additives subject to the gasoline standards of this part, the maximum allowable standard deviation computed from the results of a minimum of 20 tests made over 20 day s ( tests may be arranged into no fewer than five batches or fewer tests each, with onl y one such batch allowed per day over the minimum of 20 day s ) onPage 475 of 961

samples using good laboratory practices taken from a single homogeneous commerciall y available gasoline must be less than or equal to 0.3 times the reproducibility (R), where “R” equals the ASTM reproducibility of ASTM 5599 (Example: A gasoline containing 3Mass% total ox ygen: maximum allowable standard deviation of 20 tests ≤ 0. 3*( 0. 32 Mass%) = 0.10 Mass %). The 20 results must be a series of tests with a sequential record of anal ys is and no emissions. A laboratory facility may exclude a given sample or test result only

if the exclusion is for a v alid reason under good laboratory practices and it maintains records regarding the sample and test results and the reason for excluding them. (2) The test method specified at §80.46(g)(1) and in use prior to [ **INSERT DATE 6 MONTHS**  **PRIOR TO PUBLICATION IN THE FEDERAL REGISTER**  ] is exempt from the requirements of paragraph (f)(1) of this section. (g) Precision criteria for approval of the method defined fuel parameter of Reid Vapor Pressure (RVP) in gasoline. (1) Precision. Beginning January 1, 2016, for motor vehicle gasoline , gasoline blendstock, and gasoline fuel additives subject to the gasoline standards of this part and volatility standards at §80.27, the maximum allowable standard deviation computed from the results o f a minimum of 20 tests made over 20 day s ( tests may be arranged into no fewer than five batches or fewer tests each, with only one such batch allowed per day over the minimum of 20 day s ) on samples using good laboratory pract ices taken from a single homogeneous commerciall y available gasoline must be less than or equal to 0.3 times the reproducibility

(R), where “R” equals the ASTM reproducibility of ASTM 5191 (Example: A g asoline having a RVP of 6.8psi: maximum allowable standard deviation of 20 tests ≤ 0. 3*(0.40psi) = 0.12 psi ). The 20 results must be a series of tests with a sequential record of anal ys is and no emissions. A laboratory facility may exclude a given sample or test result only if the exclusion is for a valid rea son under good laboratory

practices and it maintains records regarding the sample and test results and the reason for excluding them. (2) The test method specified at §80.46(c)(1) and in use prior to [ **INSERT DATE 6 MONTHS**  **PRIOR TO PUBLICA**  **TION IN THE FEDERAL REGISTER** ] is exempt from the requirements of paragraph (g)(1) of this section. (h) Precision criteria for approval of the method defined fuel parameter of gasoline distillation. (1) Precision. Beginning January 1, 2016 , f or motor vehicle gasoline , gasoline blendstock, and gasoline fuel additives subject to the gasoline standards of this part, the maximum allowable standard deviation computed from the results of a minimum of 20 tests made over 20 day s ( tests may be arranged into no fewer than five batches or fewer tests each, with onl y one such batch allowed per day over the minimum of 20 day s ) on samples using good laboratory practices taken from a single homogeneous commerciall y available gasoline must be less than or equal to 0.3 times the reproducibility (R), where “R” equals the ASTM reproducibility of ASTM D86 for the initial boiling point, E10, E50, E90 and final boiling point. (Example: A ga soline having an initial boiling point of 26 ° C and a final boiling point of 215 ° C: maximum allowable standard deviation of 20Page 476 of 961

tests for initial boiling point ≤0.3*(8 .5 °C ) = 2. 55 °C, maximum allowable standard deviation of 20 tests for E10 ≤0.3*(3.0+2.64*Sc)° C, maximum allowable standard deviation of 20 tests for E50 ≤ 0. 3*( 2. 9+3.97*Sc)° C, maximum all owable standard deviation of 20 tests for E90t ≤0.3*(2.0+ 2. 53*Sc) °C, and maximum allowable standard deviation of 20 tests for final boiling point ≤0.3*(10.5°C) = 3.15°C ), where Sc is the average slope (or rate of change) of the gasoline distillation curve as calculated in accordance with section 13.5 of ASTM D86. The 20 results must be a series of tests with a sequential record of analy sis and no emissions. A laboratory facility may exclude a given sample or test result only if the exclusion is for a valid reason under good laboratory

practices and it maintains records regarding the sample and test results and the reason for excluding them. (2) The test method specified at §80.46(d)(1) and in use prior to [ **INSERT DATE 6 MONTHS**  **PRIOR TO PUBLICATION IN THE FEDERAL REGISTER**  ] is exempt from the requirements of paragraph (h)(1) of this section. (i) Precision criteria for approval of the method defined fuel parameter of benzene in gasoline. (1) Precision. Beginning January 1, 2016, for motor vehicle gasoline , gasoline blendstock, and gasoline fuel additives subject to the gasoline standards of this part and MSAT2 standards at §§80.41, 80.101, 80.1230, the maximum allowab le standard deviation computed from the results of a minimum of 20 tests made over 20 day s ( tests may be arranged into no fewer than five batches or fewer tests each, with only one such batch allowed per day over the minimum of 20 d ay s ) on samples using good laboratory practices taken from a single homogeneous commerciall y available gasoline must be less than or equal to 0.3 times the reproducibility (R), where “R” equals the ASTM rep roducibility of ASTM D3606 (Example: A gasoline having a 1Vol% benzene: maximum allowable standard deviation of 20 tests ≤ 0. 3*(0.18 Vol%) = 0.054Vol %). The 20 results must be a series of tests with a sequential record of analy sis and no emissions. A laboratory

facility may exclude a given sample or test result only if the exclusion is for a valid reason under good laboratory practices and it maintains records regarding the sample and test results and the reason for excluding them. (2) The test method specified at §80.46(e)(1) and in use prior to [ **INSERT DATE 6 MONTHS**  **PRIOR TO PUBLICATION IN THE FEDERAL REGISTER**  ] is exempt from the requirements of paragraph (i)(1) of this section. (j) Precision criteria for app roval of the method defined fuel parameter of aromatics in diesel. (1) Precision. Beginning January 1, 2016, for motor vehicle gasoline, gasoline blendstock, and gasoline fuel additives subject to the motor vehicle diesel standa rds at §80.520, the maximum allowable standard deviation computed from the results of a minimum of 20 tests made over 20 day s ( tests may be arranged into no fewer than five batches or fewer tests each, with only one such batch allow ed per day over the minimum of 20 day s ) on samples using good laboratory practices taken from a single homogeneous commerciall y available gasoline must be less than or equal to 0.3 times the reproducibility

(R), where “ R” equals the ASTM reproducibility of ASTM D1319Page 477 of 961

(Example: A diesel fuel containing 35 Vol % aromatics: maximum allowable standard deviation of 20 tests ≤0.3*(3.7 Vol%) = 1.11Vol %). The 20 results must be a series of tests with a sequential record of anal ys is and no emissions. A laboratory facility may exclude a given sample or test result only if the exclusion is for a valid reason under good laboratory

practices and it maintains records regarding the sample and test results and the reason for excluding them. (2) The test method specified at §80.2(z) and in use prior to [ **INSERT DATE 6 MONTHS**  **PRIOR TO PUBLICATI**  **ON IN THE FEDERAL REGISTER** ] is exempt from the requirements of paragraph (j)(1) of this section. (k) Criteria for designated test method reference installations used to qualify the accuracy of other method

- defined parameter instruments. (1) Beginning January 1, 2016, for a single laboratory test facility

qualifying a method defined alternative test method , the reference installation of the method

- defined fuel parameter for the applicable designated test method must have precision equal t o 0.3 times the reproducibility

(R) of the method

- defined fuel parameter’s designated test method, where “R” is the reproducibility of the designated test method. (i) For olefins in gasoline , see §80.47 (d)(1 ). (ii) For aromatics in gasoline , see §80.47 (e)(1 ). (iii) For oxygen and oxygenate content of gasoline , see §80.47 (f)(1 ). (iv) For Reid Vapor Pressure (RVP) of gasoline , see §80 .47 (g)(1 ). (v) For gasoline distillation, see §80.47 (h)(1 ). (vi) For benzene in gasoline , see §80.47 (i)(1) (vii) For aromatics in diesel fuel, see §80.4 7 (j)(1 ). (2) The reference installation of the method

- defined fuel parameter for the applicable designated test method must be shown to stay within the middle 50% of the distribution of an industry or commercially available monthly inter

- laboratory crosscheck program for 3 out of 5 successive exchanges for at least a period of five months using good laboratory

practices. Specificall y, compute the difference between the instrument’s average measurement of the fuel closest to the app licable fuel standard (or to the average value for the fuel parameter in the complex model) and the mean for that fuel obtained by all of the non

- outlier labs in the monthly inter

- laboratory

crosscheck program. Standardize this difference b y expres sing it in standard deviation units. These standardized inter

- laboratory crosscheck differences should be placed in a moving average with a minimum span of five months. The instrument’s moving average in standard deviation units cannot be o utside the central 50% of the distribution of all laboratories that participated in the inter

- laboratory crosscheck program. (3) The reference installation of the method

- defined fuel parameter for the applicable designated test method must be shown to be i n statistical quality control as specified in ASTM D6299 for a minimum period of five months using good laboratory practices. The sy stem is still considered to be in statist ical quality control and the five month time period will not re

- start if

– (i) Regular maintenance and/or re

- calibration conducted during the five months in SQC qualification time period is considered as part of in

- control normal operation, and/or;Page 478 of 961

(ii) I f an assignable cause for ‘out of control’ is found, mitigated, and the s ys tem is brought back in statistical quality control during the five month time period that the reference installation is attempting to meet the five month in

- statistical

- control requirement, the five month time period does not re

- start and the s ys tem is still considered to be ‘in

- control’. (4) For a voluntary

consensus standards body, such as ASTM, or for a commercially available industry

crosscheck program, the summary statistics (m ean and standard error=standard deviation/square root [number of results]) from the VCSB or commerciall y available inter

- laboratory cross - check program (ILCP) data may be used as is without imposing the reference installations requirements of this section, provided that the number of non

- outl yi ng results is greater than 16 for both the designated and alternative test methods. The determination of ARV of check standards as specified in ASTM D6299, clause 6.2.2.1 and Note 7 shall be followed for the inter

- la boratory crosscheck program. The use of VCSB or commerciall y available ILCP data as described above is deemed suitable for an ASTM D6708 assessment of VCSB alternative test methods. (l) Qualification criteria for Voluntary Consensus Standard Based (VCSB) Method

Defined Parameter Test Methods. (1) Beginning January 1, 2016 , include full test method documentation by the Voluntary

Consensus Standard Based (VCSB) organization, including a description of the technology

and/or instrumentation that makes the method functional. (2) In clude information reported in the test method that demonstrates the test method meets the applicable precision information for the method

- defined fuel parameter as described in this section. (3) In clude information report ed in the test method that demonstrates the test method has been evaluated using ASTM D6708 and whether the comparison is a “null” result or whether a correlation equation ne eds to be applied that predicts designated test method results from the applicable method

- defined alternative test method. (4) The test methods specified at §§80.2(w) and 80.46(a)(1), (a)(2), (b)(1), (c)(1), (d)(1), (e)(1), (f)(1), and (g)(1) and in use prior to [ **INSERT DATE 6 MONTHS PRIOR TO**  **PUBLICATION IN THE FEDERAL REGISTER** ] are exempt from the requirements of paragraphs (l)(1) through (3) of this section. (m) Qualification criteria for Non

- Voluntary Consensus Standard Based (non

- VCSB) Method

- Defined Parameter Test Methods. For a non

- VCSB method to be approved, the following information must be submitted to the Administrator by each test facility

for each method that it wishes to have approved. (1) Beginning January 1, 201 6 , full and thorough test method documentation, including a description of the technology and/or instrumentation that makes the method functional so a person lacking experience with the test instrument would be able to replicate its results. (2) In formatio n reported in the test method that demonstrates the test method meets the applicable precision information using good laboratory practices for the method

defined fuel parameter as described in this section.Page 479 of 961

(3) Both the candidate method

- defined Non

- VCSB te st method and its respective designated test method must be tested on a range of consensus named fuels or locally

named reference materials that are typical of those anal yz ed b y the facility in practice using good laboratory

practices and must meet the dat a requirements for variability as required in ASTM D6708. (4) The facility

using the candidate method

- defined non

- VCSB test method must statistically

establish through appli cation of ASTM D6708 that the candidate method measures the same aspect of samples as applicable to its respective designated test method using good laboratory practices. (5) If the use of ASTM D6708 reveals that the candidate method

- defined non

- VCSB test method has sample

- specific biases due to matrix effects that cannot be determined as random the method is disqualified. If however, it is determined that the candidate method

- defined non

- VCSB test method can be qualified on a narrow circumscribed range of fuels while still meeting the data requirements for variability as required in ASTM D6708 (see paragraph (m)(3) of this section), then the ty pes of fuels on which the qualification was achieved and for which the method is to be approved must be specified in the candidate method

- defined non

- VCSB test me thod description. If there is an y restriction on the scope of fuels for which the candidate method

- defined non

- VCSB test method is to be qualified, the applicant must include a discussion of how the facility plans to screen sample for conformity to the sc ope. If the candidate method

- defined test method is found to have minimal matrix effects, a statement to this effect must be included by

the applicant in its application. (6) The candidate method

- defined non

- VCSB test method precision qualification must b e conducted in the form of “cross

- method reproducibility” (Rcm) of the candidate method and applicable designated test method as required in ASTM D6708, where the Rcm must b e equal to or less than 70 percent of the published reproducibility of the applicable designated test method using good laboratory practices. (7) The applicant of the candidate method

- defined non

- VCSB test method must demonstrate through the use of ASTM D6 708 whether a correlation to applicable designated test method is necessary . If it is determined through the use of this practice that the candidate method

- defined non

- VCSB test method require s a correlation equation in order to predict designated test method results, then this correlation equation must be applied to the candidate instruments output to obtain measurement results for regulatory purposes using good laboratory practices. (8) Any

a dditional information requested b y the Administrator and necessary to render a decision as to approval of the test method. (9) Samples used for precision and accuracy determination must be retained for 90 day s. (10) Within 90 days of the rec eipt of materials required to be submitted under paragraphs (m)(1) through (9) of this section, the Administrator shall determine whether the test method is approved under this section. (11) If the Administrator denies approval of the test method, within 9 0 day s of receipt of all materials required to be submitted in paragraphs (m)(1) through (9) of this section, the Administrator will notify the applicant of the reasons for not approving the method. If the Administrator does not notify the applicant withi n 90 day s of receipt of the application, then the test method shall be deemed approved.Page 480 of 961

(12) The Administrator may revoke approval of a test method under this section for cause, including, but not limited to, a determination by the Administrator that the a pproved test method has proved to be inadequate in practice. (13) An independent third

- party scientific review and written report and verification of the information provided pursuant to paragraphs (m)(1) through (9) of this section. The report and verifi cation shall be based upon a site visit and review of relevant documents and shall separatel y identify each item required b y paragraphs (m)(1) through (9) of this section, describe how the independent third

- party evaluated the accuracy

of the information p rovided, state whether the independent third

- party agrees with the information provided, and identify an y exceptions between the independent third

- party’s findings and the information provided. (i) The information required under this section must be conducted by an independent third party who is a professional chemist and statistician , or who is a chemical engineer, with the following qualifications: ( A) For a refiner, importer, ox ygen ate producer, and oxygenate blender, the independent third party must have at least a bachelor’s degree in chemistry and statistics, or at least a bachelor’s degree in chemical engineering, from an accredited college in the United States, or the independent third party must be a subject matter expert with equivalent knowledge and qualification, with professional work exp erience in the petroleum or ox ygenate field , especiall y with a demonstrated good working knowledge of ASTM D6708 and ASTM D6299

. (B) [Reserved] (ii) To be considered an independent third

- party under this paragraph (m)(13): (A) The third

- party shall not be employed by the refiner, importer, oxygenate producer, or ox ygenate blender, or an y subsidiary or employee of the refiner, import facility , oxygenate producing facility , or oxygenate blender. (B) The third party shall be free from an y interest in the refin er’s, importer’s, oxygenate producer’s, or oxygenate blender’s business. (C) The refiner, importer, oxygenate producer, or ox ygenate blender shall be free from an y interest in the third

- party’s business. (D) Use of a third

- part y that is debarred, suspended , or proposed for debarment pursuant to the Government

- wide Debarment and Suspension regulations, 40 CFR part 32, or the Debarment, Suspension and Ineligibility provisions of the Federal Acquisition Regulations, 48 CFR part 9 subpart 9.4, shall be deemed i n noncompliance with the requirements of this section. (iii) The independent third

- party shall retain all records pertaining to the verification required under this section for a period of five ye ars from the date of creation and shall deliver such records to the Administrator upon request. (iv) The independent third party must provide EPA documentation of his or her qualifications as described in this paragraph (m) as part of the scientific review

. (14) If the Administrator finds that an individual test facility has provided false or inaccurate information under this section, upon notice from the Administrator the approval shall be void ab initio.Page 481 of 961

(n) Accuracy

and Precision Statistical Quality Control ( SQC) Requirements for the Absolute Fuel Parameters. Beginning January 1 , 2016 , a test shall not be considered a test using an approved test method unless the following quality control procedures are performed separatel y for each instrument u sed to make measurements: (1) Every

facility shall conduct tests on every instrument with a commercially available gravimetric reference material, or check standard as defined in the ASTM D6299 at least three times a ye ar using good laboratory practices

.. The facility

must pre
treat and assess results from the check standard testing after at least 15 testing occasions as describe d in section 8.2 of this standard practice. The facility must construct “MR” and “I” charts with control lines as described in section 8.4 and appropriate Annex sections of this standard practice. In circumstances where the absolute difference between th e mean of multiple back

- to
- back tests of the standard reference material and the accepted reference value of the standard reference material is greater than 0.75 times the published reproducibility of the test method must be investigated b y the facility

. Records of the standard reference materials measurements as well as any investigations into any exceedance of these criteria must be kept for a period of five ye ars. (2)(i) Precision SQC. Every facility shall conduct tests on every instrument with a qual ity control material as defined in paragraph 3.2.3 in ASTM D6299 either once per week or once per every

20 productions tests, whichever is more frequent. The facility must c onstruct and maintain an “I” chart as described in section 7 and section A1.5.1 and a “MR” chart as described in section A1.5.2. Any violations of control limit(s) should be investigated b y personnel of the facility and records kept for a period of five ye ars. (ii) Validation of New QC Material. When a test facility is making a transition from one batch of QC material to the next batch of QC material, the facility will either construct an “I” chart as described in section 7 and section A1.5.1 of ASTM D6 299, or follow the “Q

- Procedure” in Annex 1.9 of ASTM D6299. In following the Q

- Procedure if the plot of results from the “ old ” and “ new ” QC materials on its respective chart shows no special

- cause signals, then the result of the “ new ” QC material will be considered valid. (iii) For test facilities opting to use the Q

- procedure, the first run on the new QC batch should be validated b y ei ther an overlap in

- c ontrol result of the old batch, or by a single execution of an accompanying standard reference material. The new QC material result would be considered validated if the single result of the standard reference material is within the established site precis ion (R’) of the Accepted Reference Value of the standard reference material, as determined b y ASTM D6792. (iv) The expanded uncertainty of the accepted reference value of consensus named fuels shall have the following accuracy qualification criterion: Ac curacy qualification criterion = square root [(0.75R)^2+(0.75R)^2/L ], where L = the number of single results obtained from different labs used to calculate the consensus ARV. (v) These records must be kept by the facility

for a period of five years. (o ) Accuracy

and Precision Statistical Quality Control (SQC) Requirements for the Voluntary

Consensus Standard Based (VCSB) Method

- Defined Fuel Parameters. Beginning January 1, 2016 , a test shall not be considered a test using an approved test method unless the following quality control procedures are performed separatel y for each instrument used to make measurements:Page 482 of 961

(1) Accuracy

SQC. Every

facility shall conduct tests of every instrument with a commerciall y available check standard as defined in the ASTM D6299 at least three times a ye ar using good laboratory practices

.. The check standard must be an ordinary fuel with levels of the fuel parameter of interest close to either the applicable regulatory standard or the average level of use for the facility. The Accepted Reference Value of the check standard must be determined b y the respective designated test method for the fuel parameter following the guidelines of ASTM D6299. The facility must pre
- treat and assess results from the check standard testing after at least 15 testing occasions as described in section 8.2 of this standard practice. The fa cility must construct “MR” and “I” charts with control lines as described in section 8.4 and appropriate Annex sections of this standard practice. In circumstances where the absolute difference between the mean of multiple back

- to
- back tests of the standard reference material and the accepted reference value of the standard reference material is greater than 0.75 times the published reproducibility

of the test method must be investigated by the facility . Records of the standard reference materials measure ments as well as any investigations into any exceedance of these criteria must be kept for a period of five years. (2)(i) Precision SQC. Every facility shall conduct tests of every instrument with a quality control material as defined in paragraph 3.2.3 in ASTM D6299 either once per week or once per every

20 productions tests, whichever is more frequent. The facility must construct and maintain an “I” chart as described in section 7 and section A1.5.1 and a “MR” chart as described in section A1.5.2. Any violations of control limit(s) should be investigated b y personnel of the facility and records kept for a period of five ye ars. (ii) Validation of New QC Material. When a test facility is making a transition from one batch of QC material to the next batch of QC material, the facility will either construct an “I” chart as described in section 7 and section A1.5.1 of ASTM D6299, or follow the “Q

- Procedure” in Annex 1.9 of A STM D6299. In following the Q

- Procedure if the plot of results from the “ old ” and “ new ” QC materials on its respective chart shows no special

- cause signal s, then the result of the “ new ” QC material will be considered valid. (iii) For test facilities opting to use the Q

- procedure, the first run on the new QC batch should be validated b y ei ther an overlap in

- control result of the old batch, or by a single exe cution of an accompanying standard reference material. The new QC material result would be considered validated if the single result of the standard reference material is within the established site precision (R’) of the Accepted Reference Value of the st andard reference material, as determined b y ASTM D6792. (iv) The expanded uncertainty of the accepted reference value of consensus named fuels shall have the following accuracy qualification criterion: Accuracy qualification criterion = square root [(0.7 5R)^2+(0.75R)^2/L ], where L = the number of single results obtained from different labs used to calculate the consensus ARV. (v) These records must be kept by the facility

for a period of five years. (p) Accuracy

and Precision Statistical Quality Control (SQC) Requirements for the Non

- Voluntary

Consensus Standard Based (Non

- VCSB) Method

- Defined Fuel Parameters. Beginning January 1, 2016 , a test shall not be considered a test using an approved test method unless the following quality contro l procedures are performed separately for each instrument used to make measurements:Page 483 of 961

(1) Accuracy

SQC for Non

- VCSB Method

- Defined test methods with minimal matrix effects. Every

facility shall conduct tests on every instrument with a commerciall y availabl e check standard as defined in the ASTM D6299 at least three times a ye ar using good laboratory practices

.. The check standard must be an ordinary fuel with levels of the fuel parameter of interest close to either the applicable regulatory standard or the average level of use for the facility. The Accepted Reference Value of the check standard must be determined b y the respective designated te st method for the fuel parameter following the guidelines of ASTM D6299. The facility must pre
- treat and assess results from the check standard testing after at least 15 testing occasions as described in section 8.2 of this standard practice. The facility must construct “MR” and “I” charts with control lines as described in section 8.4 and appropriate Annex sections of this standard practice. In circumstances where the absolute difference between the mean of multiple back

- to
- back tests of the standard reference material and the accepted reference value of the standard reference material is greater than 0.75 times the published reproducibility

of the test method must be investigated by the facility . Records of the standard reference materials measurements as well as any investigations into any exceedance of these criteria must be kept for a period of five years. (2)(i) Accuracy

SQC for Non

- VCSB Method

- Defined test methods with high sensitivity to matrix effects. Every

faci lity shall conduct tests on every instrument with a production fuel on at least a quarterly basis using good laboratory practices. The production fuel must be representative of the production fuels that are routinel y anal yz ed by the facility

. The Accepte d Reference Value of the production fuel must be determined by the respective reference installation of the designated test method for the fuel parameter following the guidelines of ASTM D6299. The facility must pre
- treat and assess results from the check standard testing after at least 15 testing occasions as described in section 8.2 of this standard practice. The facility must construct “MR” and “I” charts with control lines as described in section 8.4 and appropriate Annex sections of this standard practice. In circumstances where the absolute difference between the mean of multiple back

- to
- back tests of the standard reference material and the accepted reference value of the standard reference material is greater than 0.75 times the published reproducibility of the test method must be investigated b y the facility. Documentation on the identity of the reference installation and its control status must be maintained on the premises of the method

- defined alternative test method. Records of the standard reference materials measurements as well as any investigations into any

exceedances of this criterion must be kept for a period of five ye ars. (ii) Each fa cility

is required to send every 20th production batch of gasoline or diesel fuel to EPA’s laboratory , along with the facility ’s measurement result used to certify the batch using the respective method

- defined non

- VCSB test method. The EPA retains the right to return such sample on a blind basis for a required reanal ys is on the respective method

- defined non

- VCSB test method within 180 day s upon receipt of such sample. (3)(i) Precision SQC. Every facility shall conduct tests on every instrument with a qua lity control material as defined in paragraph 3.2.3 in ASTM D6299 either once per week or once per every

20 productions tests, whichever is more frequent. The facility must construct and maintain an “I” chart as described in section 7 and section A1.5.1 and a “MR” chart as described in section A1.5.2. Any violations of control limit(s) should be investigated b y personnel of the facility and records kept for a period of five ye ars.Page 484 of 961

(ii) Validation of New QC Material. When a test facility is making a transition from one batch of QC material to the next batch of QC material, the facility will either construct an “I” chart as described in section 7 and section A1.5.1 of ASTM D6299, or follow the “Q

- Procedure” in Annex 1.9 of ASTM D6299. In following the Q

- Procedure if the plot of results from th e “ old ” and “ new ” QC materials on its respective chart shows no special

- cause signals, then the result of the “ new ” QC material will be considered valid

. (iii) For test facilities opting to use the Q

- procedure, the first run on the new QC batch should be validated b y ei ther an overlap in

- control result of the old batch, or by a single execution of an accompanying standard reference material. The new QC material result would be considered validated if the single result of the standard reference material is within the established site precision (R’) of the Accepted Reference Value of the standard reference material, as determined b y ASTM D6792. (iv) The expanded uncertainty of the accepted reference value of consensus named fuels shall have the following accuracy qualification criterion: Accuracy qualification criterion = square root [(0.75R)^2+(0.75R)^2/L ], where L = the number of single results obtained from different labs used to calculate the consensus ARV. (v) These records must be kept by the facility

for a period of five years. (q) Record retention requirements for the test methods approved under this subpart. Each individual test facility must retain records related to the e stablishment of accuracy and precision values, all test method documentation, and any statistical quality control testing and anal ys is under this section using good laboratory practices for a period for five years. (r) Materials incorporat ed by reference. The published materials identified in this section are incorporated by reference into this section with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, a document must be published in the **Federal Register**  and the material must be available to the public. All approved materials are available for inspection at the Air and Radiation Docket and Information Center (Air Docket) in the EPA Docket Center (EPA/ DC) at Rm. 3334, EPA West Bldg., 1301 Constitution Ave. NW., Washington, DC. The EPA/DC Public Reading Room hours of operation are 8: 30 a.m. to 4:30 p.m., Monday through Friday , excluding legal holidays. The telephone number of the EPA/DC Public Reading Room is (202) 566

– 1744, and the telephone number for the Air Docket is (202) 566

– 1742. These approved materials are also available fo r inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call (202) 741

– 6030 or go to http:// www.archives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html

. In addition, these materials are available from the sources listed below. (1) ASTM International material. The following standards are available from ASTM International , 100 Barr Harbor Dr., P.O. Box C700, West Conshohocken, PA 19428

- 2959, (877) 909

–ASTM, or http://www.astm.org : (i) ASTM D86

- 12, Standard Test Method for Distillation of Petroleum Products at Atmospheric Pressure, approved December 1, 2012.Page 485 of 961

(ii) ASTM D1319

- 13, Standard Test Method for Hydrocarbon Ty pes in L iquid Petroleum Products by Fluorescent Indicator Adsorption, approved May 1, 2013. (iii) ASTM D3606

- 10 , Stan dard Test Method for Determination of Benzene and Toluene in Finished Motor and Aviation Gasoline by Gas Chromatograph y , approved October 1, 2010

. (iv) ASTM D5191

- 13, Standard Test Method for Vapor Pressure of Petroleum Products (Mini Method), approved December 1, 2013. (v) ASTM D5599

- 00 (Reapproved 2010), Standard Test Method for Determination of Ox ygenates in Gasoline by Gas Chromatograph y and Ox ygen Selective Flame Ionizati on Detection , approved October 1, 2010

. (vi) ASTM D6299

- 13, Standard Practice for Applying Statistical Quality Assurance and Control Charting Techniques to Evaluate Analytical Measurement System Performance , approved October 1, 2013

. (vii) ASTM D6667

- 10, S tandard Test Method for Determination of Total Volatile Sulfur in Gaseous Hydrocarbons and Liquefied Petroleum Gases b y Ultraviolet Fluorescence , approved October 1, 2010

. (viii) ASTM D6708

- 13, Standard Practice for Statistical Assessment and Improvement o f Expected Agreement Between Two Test Methods that Purport to Measure the Same Property of a Material , approved May 1, 2013

. ( ix ) ASTM D6792

- 13, Standard Practice for Quality Sy stem in Petroleum Products an d Lubricants Testing Laboratories, approved May 15, 2013

. (x) ASTM D7039

- 13 , Standard Test Method for Sulfur in Gasoline, Diesel Fuel, Jet Fuel, Kerosine, Biodiesel, Biodiesel Blends, and G a soline

- Eth anol Blends by Monochromatic Wavelength Dis persive X

- ray Fluorescence Spectrometry , approved September 15, 2013 , approved September 15, 2013

. (2) [Reserved] 8. Section 80.65 is amended by : a. Revising paragraph (d)(1). b. Removing and reserving paragraph (d)(2)(iv). c. Rev ising paragraph (d)(2)(v ). d. Revising paragraph (d)(3). e. Revising paragraphs (e)(1) introductory text, (e)(1)(i), and (e)(2) introductory text. f. Adding paragraphs (e)(3) and (e)(4). g. Revising paragraphs (f)(1)(i) and (f)(3)(iii)(A). h. Adding a n ew paragraph (f)(5). i. Revising paragraph (i) introductory text. j. Revising paragraphs (i)(1)(ii) and (i)(1)(iii). k. Revising paragraphs (i)(4)(ii) introductory text and (i)(4)(ii)(A). l. Revising paragraph (i)(6)(i). **§ 80 .65**  **General requirements for r efiners and importers.** 

* * * * * (d) * * *Page 486 of 961

(1) All gasoline produced or imported shall be properly designated as reformulated gasoline, conventional gasoline, RBOB, or CBOB. (2) * * * (iv) [Reserved] (v) For each of the following parameters, either gasoline or RBOB which meets the standard applicable to that parameter on a per

- gallon basis or on average

– (A) Toxics emissions performance; (B) NO X emissions performance in the case of gasoline certified using the complex model. (C) Be nzene content; and (D) In the case of VOC

- controlled gasoline or RBOB certified using the complex model, VOC emissions performance; and * * * * * (3) Every

batch of reformulated gasoline, conventional gasoline, RBOB, or CBOB produced or imported at each refinery or import facility

shall be assigned a number (the “batch number”), consisting of the EPA

- assigned refiner or importer registration number, the EPA facility

registration number, the last two digits of the year in which the batch was produced, and a unique number for the batch, beginning with the number one for the first batch produced or imported each calendar year and each subsequent batch during the calendar year being assigned the next sequential number (e.g., 4321

– 54321

– 95

– 000001, 4321

– 5 4321

– 95

– 000002, etc.). (e) * * * (1) Except as provided in paragraphs (e)(3) and (4) of this section, each refiner or importer shall, for each batch of reformulated gasoline or RBOB produced or imported, determine the volume and the value of each of the p roperties specified in paragraph (e)(2)(i) of this section, except that the value for RVP must be determined only in the case of reformulated gasoline or RBOB that is VOC

- controlled. These determinations shall

– (i) Be based on a representative sample of the reformulated gasoline or RBOB that is anal yz ed using the methodologies specified in § 80 .46 through December 31, 2015 , or, beginning January

1, 2016 , in either § 80 .46 or § 80 .47; * * * * * (2) In the event that the value of an y of these properties is determined b y the refiner or importer and b y an independent laboratory in conformance with the requirements of paragraph (f) of this section

– * * * * * (3) Beginning January 1, 2013, APIGravit y is not required to be meas ured or reported for the purpose of batch certification. (4) For the purposes of meeting the requirements of this paragraph (e) for any winter fuel parameter except benzene, oxygenate, RVP and sulfur, an y refiner or importer may, prior to anal ys is, combine samples of gasoline collected from more than one batch of gasoline o r blendstock (“composite sample” ), and treat such composite sample as one batch of gasoline or blendstock provided that the refiner or importer meets all the following requirements:Page 487 of 961

(i ) Samples must be from a single reporting ye ar, must be limited to non

- VOC gasoline, and must be of a single grade of gasoline or of a single type of batch

- produced blendstock. (ii) Combines samples of gasoline that are produced or imported over a period n o longer than one month. Blendstock samples of a single blendstock type obtained from continuous processes over a calendar month may be mixed together to form one blendstock sample and the sample subsequentl y analyzed for the required fuel parameters. (ii i)(A) Samples shall have been collected and stored using good laboratory practices in order to prevent change in product composition with regard to baseline properties and to minimize loss of volatile fractions of the sample. (B) Properties of the retained samples shall be adjusted for loss of butane or pentane by comparing the RVP measured immediately after blending with the RVP determined at the time that the supplemental properties are measured. (C) The volume of each batch or shipment sampled, to the ne arest gallon, shall have been noted and the sum of the volumes, in gallons, calculated. (iv) For each batch or shipment sampled, the ratio of its volume to the total volume determined in paragraph (e)(4)(iii)(C) of this section shall be determined to three decimal places. This shall be the volumetric fraction of the shipment in the mixture. (v) The total minimum volume required to perform duplicate anal ys es to obtain values of all of the required fuel parameters shall be determined. (vi) The volumetric frac tion determined in paragraph (e)(4)(iv) of this section for each batch or shipment shall be multiplied by the value determined in paragraph (e)(4)(v) of this section. (vii) The resulting value determined in paragraph (e)(4)(vi) of this section for each bat ch or shipment shall be the volume of each batch or shipment ’ s sample to be added to the mixture. This volume shall be determined to the nearest milliliter. (viii) The appropriate volumes of each shipment ’ s sample shall be thoroughly m ixed and the solution analyzed per the methods required under § 80 .46 or § 80 .47, as applicable. (ix) Uses the total of the volumes of the batches of gasoline that comprise the composite sample, and the results of the anal ys es of the composite sample, for purposes of compliance calculations under this paragraph (e). (f) * * * (1) * * * (i) Option 1. The refiner or importer shall, for each batch of reformulated gasoline or RBOB that is produced or imported, have the value for each property specified in para graph (e)(2)(i) of this section determined b y an independent laboratory that collects and anal yz es a representative sample from the batch using the methodologies specified in § 80 .46 through December 31, 2015 , and the methodologies specifi ed in § 80 .47 beginning January

1, 2016

. * * * * * (3) * * * (iii) * * *Page 488 of 961

(A) For each compliance ye ar b eginning with the 2014 compliance ye ar , a single annual report for calendar year January through December may

be submitted by

the following March 31. * * * * * (5) A refiner or importer may designate one alternate independent laboratory to perform testing required for compliance if all the fol lowing conditions are met: (i) The alternate independent laboratory meet s all provisions of this section for designated independent laboratories. (ii) The alternate laboratory is used only when the designated independent laboratory per paragraph (f)(2) of this section is unavailable and cannot perform testing required for compliance , for example, when the primary designated laboratory

is closed, the apparatus for certain test methods are down, or independent laboratory personnel are not available. ( i ii) Th e alternate independent laboratory is not used to select a preferred test result. * * * * * (i) Exclusion of previously certified gasoline. An y refiner who uses previously certified reformulated gasoline, conventional gasoline, RBOB, or CBOB to produce reformulated gasoline or RBOB must exclude the previously certified gasoline for purposes of demonstrating compliance with the standards under § 80 .41. This exclusion must be accomplished b y the refiner as follows: (1) * * * (ii) In the case of previously certified reformulated gasoline or RBOB determine the emissions performances for toxics and NOX, except as provided in § 80 .41(e) and (f), and VOC for VOC

- controlled gasoline, and the designations for VOC control. (iii) In the case of previously certified conventional gasoline or CBOB, determine the exhaust toxics and NOX emissions performances, except as provided in § 80 .101(c)(3) and (4). * * * * * (4) * * * (ii) Where a refiner uses previously certified conventional gasoline or CBOB to produce reformulated gasoline or RBOB

– (A) The refiner must include the volume and properties of any batch of previously certified conventional gasoline or CBOB as a negative batch in the refiner’ s anti

- dumping compliance calculations under § 80 .101(g) for the refinery , o r where applicable, the refiner’ s aggregation under § 80 .101(h); and * * * * * (6)(i) Any

refiner may

use the procedures specified in this paragraph (i) to combine previously

certified conventional gasoline or CBOB with reformulated gasoline or RBOB, to re classify

conventional gasoline or CBOB into reformulated gasoline or RBOB, or to change the designations of reformulated gasoline or RBOB with regard to VOC control. * * * * *
9. Section 80.66 is amended by revising paragraph (f) to read as follows:Page 489 of 961

**§ 8 0**  **.66 Calculation of reformulated gasoline properties.** 

* * * * * (f) Per

- gallon RVP shall be determined based upon the measurement of RVP of a representative sample of a batch of gasoline

. The total RVP value associated with a batch of gasoline (in RVP

- g allons) is calculated b y multiplying the RVP times the volume.

* * * * * 10. Section 80.74 is amended by : a. Revising the introductory text. b. Revising paragraphs (a) introductory text and (a)(1)

. c. Adding paragraphs (a)(3) and (a)(4). d

. Revising paragraph (b)(8)

. **§ 80.74 Recordkeeping requirements**  **.** All parties in the gasoline distribution network and the distribution network for pentane for use by pentane blenders under § 80.86 , shall maintain records containing the information as required in this section. These records shall be retained for a period of five years from the date of creation, and shall be delivered to the Administrator of EPA or to the Administrator ’ s authorized representative upon request. (a) All regulated parties. Any refiner, gasoline importer, oxygenate blender, producer of pentane for use b y pentane blenders, importer of pentane for use b y pentane blenders, carrier, distributor, reseller, retailer, or wholesale

- purc haser

- consumer who sells, offers for sale, dispenses, supplies, offers for suppl y, stores, blends, transports, or causes the transportation of an y reformulated gasoline, RBOB, or pentane for use b y pentane blenders shall maintain records containing the fol lowing information: (1) The product transfer documentation for all reformulated gasoline, RBOB, or pentane for use b y pentane blenders for which the party is the transferor or transferee; and

* * * * * (3) For producers and importers of pentane for use by pentane blenders, in addition to the records specified in paragraph (a)(1) of this section, records demonstrating that each batch of such pentane is compliant with the standards in § 80.86. (4) For pentane blenders, in addition to the re cords specified in paragraph (a)(1) of this section, records demonstrating compliance quality assurance program requirements in § 80.85. (b) * * * (8) In the case of butane or pentane blended into reformulated gasoline or RBOB under § 80.82 or § 80.85, d ocumentation of all the following:Page 490 of 961

(i) The volume of butane added

. (ii) The volume of the pentane added

. (iii) The volume of reformulated gasoline or RBOB both prior to and subsequent to the butane or pentane blending

. (iv) The purity

and properties of the butane specified in § 80.82(c) and (d), as appropriate

. (v) The purity and properties of the pentane specified in § 80.85(c) and (d), as appropriate

. (vi) Compliance with the requirements of §§ 80.82 and 80.85; and

* * * * *
11. Section 80 .75 is amended by : a . Revising the introductory text. b. R evising paragraph (a)

. c . R emo ving and reserving paragraph (b). d

. R evising paragraph (c)(1) introductory text
. e . Revising paragraph (d). f

. Revising paragraph s (e) introductory text and ( e)(1). g . Revising paragraph (g) introductory text. h

. R evising paragraph (h) introductory text. i

. R evising paragraph (i). j

. R emoving and reserving paragraph (k). k

. R evising paragraph (l). l

. Revising paragraph (m). m . R evising paragraph (o). n . Adding paragraph (p). **§ 80.75 Reporting**  **r equirements**  **.** Any refiner, gasoline importer , producer of pentane for use b y a pentane blender, and importer of pentane for use b y a pentane blender shall report as specified in this section, and shall report such other information as the Administrator may require. (a) Quarterl y reports for reformulated gasoline. An y refiner or importer that produces or imports any

reformulated gasoline or RBOB shall submit quarterly reports to the Administrator for each refinery at which such reformulated gasoline or RBOB was produced and for all such reformulated gasoline or RBOB imported b y each importer. (1) The quarterly

reports shall be for all such reformulated gasoline or RBOB produced or imported during the following time periods: (i) The first quarterl y report shall include information for reformulated gasoline or RBOB produced or imported from January 1 through March 31, and shall be submitted by June 1 of each year .Page 491 of 961

(ii) The second quarterl y report shall include information for reformulated gasoline or RBOB produced or imported from April 1 through June 30, and shall be submitted by September 1 of each ye ar . (iii) The third quarterly report shall include informatio n for reformulated gasoline or RBOB produced or imported from July 1 through September 30, and shall be submitted by December 1 of each year . (iv) The fourth quarterl y report shall include information for reformulated gasoline or RBOB produced or impo rted from October 1 through December 31, and shall be submitted by

March 31 of each ye ar. (2) All the following information shall be included in each quarterl y report for each batch of reformulated gasoline or RBOB which is included und er paragraph (a)(1) of this section: (i) The batch number. (ii) The date of production. (iii) The volume of the batch. (iv) The grade of gasoline produced (i.e., premium, mid

- grade, or regular). (v) For an y refiner or importer , all the following : (A) Each designation of the gasoline, pursuant to § 80 .65

. (B) The properties, along with identification of the test method used to measure those properties, pursuant to § § 80 .65 (e) and 80.66

. (vi) For an y importer, the PADD in which the imp ort facility is located. (vii) [Reserved] (viii) In the case of an y previously certified gasoline used in a refinery operation under the terms of § 80 .65(i), all the following information relative to the previously certified gasoline when received at the r efinery : (A) Id entification of the previously certified gasoline as such. (B) The batch number assigned by the receiving refinery

. (C) The date of receipt. (D) The volume, properties (along with identification of the test method used to measure those prope rties), and designation of the batch. (ix) In the case of butane blended with reformulated gasoline or RBOB under § 80.82, all the following: (A) Id entification of the butane batch as complying with the provisions of § 80.82. (B) Id entification of the butane batch as commercial or non

- commercial grade butane. (C) The batch number of the butane. (D) The date of production of the gasoline produced using the butane batch. (E) The volume of the butane batch. (F) The properties of the butane batch spe cified b y the butane supplier, or the properties specified in § 80 .82(c) or (d), as appropriate , along with the identification of the test method used to measure those properties

. (G) The volume of the gasoline batch subseq uent to the butane blending

. (x) In the case of an y imported GTAB, identification of the gasoline as GTAB. (xi) In the case of pentane blended with reformulated gasoline or RBOB under § 80.85 , all the following : (A) Id entification of the pentane batch as compl yi ng with the p rovisions of § 80.85

.Page 492 of 961

(B) Id entification of the pentane batch as commercial or non

- commercial grade pentane
. (C) The batch number of the pentane

. (D) The compan y and facility identification numbers of the supplier of the pentane batch. (E) The date o f production of the gasoline produced using the pentane batch

. ( F ) The volume of the pentane batch

. ( G ) The properties of the pentane batch specified b y the pentane supplier, or the properties specified in § 80.82(c) or (d), as appropriate along with the test method used to measure these properties

. ( H ) The volume of the gasoline batch subsequent to the pentane blending. (3) In formation pertaining to gasoline produced or imported during 1994 shall be included in the first quarterly report in 1995. (b) [Reserved] (c) * * * (1) Any

refiner or importer that produced or imported any reformulated gasoline or RBOB under the complex model that was to meet the VOC emissions performance standards on average (“averaged reformulated gasoline”) shall submit t o the Administrator, with the third quarterl y report, a report for each refinery or importer for such averaged reformulated gasoline produced or imported during the previous VOC averaging period. Beginning January 1, 2014, the information required b y this paragraph (c) shall be submitted with the fourth quarter report pursuant to § 80.75(a)(1)(iv) . This information shall be reported separatel y for the following categories: * * * * * (d) Benzene content averaging reports. Pursuant to § 80 .41(f)(3), for any refiner, refinery or importer not subject to the applicable standards at § 80 .41(f)(1), the report required b y this paragraph (d) is not required beginning January 1, 2014, or beginning January 1, 2016 for all other refiners. (1) Any

refiner or importer that produced or imported any reformulated gasoline or RBOB that was to meet the benzene content standards on average (“averaged reformulated gasoline”) shall submit to the Administrator, with the fourth quarterl y report, a report for each refinery or imp orter for such averaged reformulated gasoline that was produced or imported during the previous toxics averaging period. (2) All the following information shall be reported: (i) The volume of averaged reformulated gasoline or RBOB in gallons. (ii ) The compliance total content of benzene. (iii) The actual total content of benzene, along with identification of the test methods used to measure the content of benzene

. (iv) The number of benzene credits generated as a result of actual total benzene being less than compliance total benzene. (v) The number of benzene credits required as a result of actual total benzene being greater than compliance total benzene. (vi) The number of benzene credits transferred to another refinery or importer.Page 493 of 961

(v ii) The number of benzene credits obtained from another refinery or importer. (e) Toxics emissions performance averaging reports. Pursuant to § 80 .41(f)(3), for any refiner, refinery

or importer not subject to the applicable standards at § 80 .41(f)(1), the report required b y this paragraph (e) is not required beginning January 1, 2014, or beginning January

1, 2016 for all other refiners. (1) Any

refiner or importer that produced or imported any reformulated gasoline or RBOB that was to meet the toxics emi ssions performance standards on average (“averaged reformulated gasoline”) shall submit to the Administrator, with the fourth quarterl y report, a report for each refinery or importer for such averaged reformulated gasoline that was produced or imported during the previous toxics averaging period. * * * * * (g) NO X emissions performance averaging reports. Pursuant to § 80 .41(f)(2), for an y refiner, refinery

or importer not subject to the applicable standards at § 80 .41(f)(1), the report required b y this paragraph (g) is not required beginning January 1, 201 4

. * * * * * (h) Credit transfer reports. As an additional part of the fourth quarterl y report required b y this section, any refiner or importer shall, for each refinery or importer, supply the foll owing information for an y benzene credits that are transferred from or to another refinery

or importer : * * * * * (i) Covered areas of gasoline use report. An y refiner that produced an y reformu lated gasoline that was to meet any reformulated gasoline standard on average (“averaged reformulated gasoline”) shall, for each refinery at which such averaged reformulated gasoline was produced, submit to the Administrator, with the fourth quarterly repo rt, a report that contains the identity of each covered area that was supplied with any averaged reformulated gasoline produced at each refinery during the previous year. * * * * * (k) [Reserved] (l) Reports for per

- gallon compliance gasoline. In the ca se of reformulated gasoline or RBOB for which compliance with each of the standards set forth in § 80 .41 is achieved on a per

- gallon basis, the refiner or importer shall submit to the Administrator, by March 3 1 of each year, a report of the volume of each designated reformulated gasoline or RBOB produced or imported during the previous calendar ye ar for which compliance is achieved on a per

- gallon basis, and a statement that each gallon of this reformulated gasoline or RBOB met the applicable standards. (m ) Reports of compliance audits. Any refiner or importer shall submit the report of the compliance audit required by § 80 .65(h) to the Administrator by June 1 of each ye ar . * * * * *Page 494 of 961

(o) Additional reporting requirements for refiners that blend butane or pentane with reformulated gasoline or RBOB. For refiners that blend any butane or pentane with reformulated gasoline or RBOB under § 80 .82 or § 80 .8 5 , the refiner shall submit to the Administrator, by

March 3 1 of each ye ar, a report for the refinery which includes all the following information for the previous calendar year: (1) The total volume of butane and the total volume of pentane blended with reformulated gasoline or RBOB at the refinery , separatel y for reformulated gasoline and RBOB. (2) The tota l volume of reformulated gasoline or RBOB produced using butane and the total volume of reformulated gasoline or RBOB produced using pentane, separatel y for reformulated gasoline and RBOB. (3) A statement that each gallon of reformulated gasoline or RBOB produced using butane or pentane met the applicable per

- gallon standards under § 80.41. (4) A statement that all butane and pentane blended with reformulated gasoline or RBOB at the refinery

is included in the volume reported in paragraph (o)(2) of this s ection. (p) Reporting requirements for producers and importers of pentane for use b y pentane blenders. An y producer of pentane for use b y pentane blenders, or importer of pentane for use b y a pentane blender that produces or imports any pentane for use b y a pentane blender pursuant to the requirements of § 80.86 shall submit annual reports to the Administrator for each facility at which pentane for use b y pentane blenders was produced and for all su ch pentane imported b y each importer

. (1) All the followi ng information shall be included in each annual report for each batch of pentane for use by pentane blenders which is produced or imported from January 1 to December 31 of each year: (i) The batch number. (ii) The date of production. (iii) The volume of the batch. (iv) Whether the batch was produced to the standards for blender

- commercial grade pentane pursuant to § 80.86(a)(3) or blender non - commercial grade pentane pursuant to § 80.86(a)(4). (v) The properties, pursuant to the testing requirements of § 80.86(a)(3) or (a)(4) as applicable. (vi) A statement that the batch of pentane is composed solely of carbon, h ydrogen, oxygen, nitrogen, and sulfur. (vii) For an y importer, the PADD in which the import facility is located. (2) Each annual report shal l include the total volume of blender commercial grade pentane pursuant to § 80.86(a)(3) or blender

- non - commercial grade pentane pursuant to § 80.86(a)(4) for the reporting period. (3) Annual reports shall be submitted by March 31 of each ye ar.
12. Sect ion 80.77 is amended by revising the introductory text and paragraphs (c ), (d), and (f

) to read as follows : **§ 80.77**  **Product transfer documentation .** Page 495 of 961

On each occasion when any person transfers custody

or title to an y reformulated gasoline, RBOB, or pentane for use by a pentane blender other than when gasoline is sold or dispensed for use in motor vehicles at a retail outlet or wholesale purchaser

- consumer facility , the transf eror shall provide to the transferee documents which include the following information:

* * * * * (c) The volume of gasoline, RBOB, or pentane for use by a pentane blender which is being transferred; (d) The location of the gasoline or pentane for us e b y a pentane blender at the time of the transfer;

* * * * * (f) The proper identification of the product as reformulated gasoline, RBOB, or pentane for use b y a pentane blender; and

* * * * *

13. Section 80. 80 is amended by revising paragraphs (b ) and (d) to read as follows : **§ 80.80**  **Penalties .** 
* * * * * (b) Any

violation of a standard for average compliance during any averaging period, or for per

- gallon compliance for an y batch of gasoline or blender grade pentane, shall constitute a separate violati on for each and every standard that is violated.

* * * * * (d)(1 ) An y violation of any per - gallon standard or of an y per - gallon minimum or per

gallon maximum, other than the standards specified in paragraph (e) of this section, shall constitute a separate day

of violation for each and every day such gasoline or blender grade pentane giving rise to such violations remains any place in the gasoline or blender grade pentane distribution sy stem, beginning on the day that the gasoline or blender grade pent ane that violates such per

- gallon standard is produced or imported and distributed and/or offered for sale, and ending on the last day that any such gasoline or blender grade pentane is offered for sale or is dispensed to any ultimate consumer for use in any motor vehicle; unless the violation is corrected b y altering the properties and characteristics of the gasoline or blender grade pentane giving rise to the violations and any mixture of gasolines or blender grade pentane that contains any of the g asoline or blender grade pentane giving rise to the violations such that said gasoline or mixture of gasolines orPage 496 of 961

said blender grade pentane or mixture of blender grade pentanes has the properties and characteristics that would have existed if the gaso line or blender grade pentane giving rise to the violations had been produced or imported in compliance with all per

- gallon standards. (2) For the purposes of this paragraph (d), the length of time the gasoline or blender grade pentane in question remained in the gasoline or blender grade pentane distribution sy stem shall be deemed to be twenty- five day s; unless the respective party or EPA demonstrates b y reasonably specific showings, b y direct or circumstantial evidence, that the gasoline or blender grade pentane giving rise to the violations remained any place in the gasoline or blender grade pentane distribution sy stem for fewer than or more than twenty
- five day s.
* * * * *
14. Section 80.82 is amended to read as follows : **§ 80**  **.82 Butane blending.** A refiner for an y refinery that produces gasoline by blending butane with previously certified gasoline (PCG) may

meet the sampling and testing requirements for this part as follows: (a) Except as provided in paragraphs (e) and (i) of this section, any refinery that blends butane for which the refinery has documents from the butane supplier which demonstrate that the butane is commercial grade, as defined in paragraph (c) of this section, may

demonstrate compliance with the standards in this part based on the properties specified in paragraph (c) of this section, or the properti es specified by the butane supplier. (b)(1) Except as provided in paragraphs (e) and (i) of this section, any refiner that blends butane for which the refiner has documents from the butane supplier which demonstrate that the butane is non

- commercial grade , as defined in paragraph (d) of this section, may demonstrate compliance with the standards in this part based on the properties specified in paragraph (d) of this section, or the properties specified b y the butane supplier, provided that the refinery

– ( i) Conducts a quality assurance program of sampling and testing the butane obtained from each separate butane supplier which demonstrates that the butane has the properties specified in paragraph (d) of this section; and (ii) The frequency

of sampling and testing for the butane received from each butane supplier must be one sample for every 500,000 gallons of butane received, or one sample every three months, whichever is more frequent. (2) Where test results indicate the butane does not meet the requirements in paragraph (b)(1) of this section, the refiner may

– (i) Blend the butane with conventional gasoline, or reformulated gasoline that has been downgraded to conventional gasoline, provided the equivalent emissions performance of the butane batch, as determined using the provisions in § 80 .101(g)(3),Page 497 of 961

meets the refinery ’ s standards under § 80 .101 and the refiner meets all of the standards and requirements applicable to refiners of conventional gasoline under this par t; (ii) Blend the butane with reformulated gasoline or RBOB, provided that the final batch of butane blended with reformulated gasoline or RBOB meets the applicable per gallon standards in § 80 .41 (e) , as determined using the test methods in § 80 .46 or § 80

. 4 7, as applicable

. (c) Commercial grade butane is defined as butane for which test results demonstrate that the butane is 95% pure and has all the following properties: (1) Olefins ≤1.0 vol%. (2) Aromatics ≤2.0 vol%. (3) Benzene ≤0.03 vol%. (4) S ulfur ≤30 ppm from January 1, 2005 through December 31, 2016; ≤10 ppm beginning January

1, 2017 and thereafter. (d) Non

- commercial grade butane is defined as butane for which test results demonstrate the butane has all the following properties: (1) Ol efins ≤10.0 vol%. (2) Aromatics ≤2.0 vol%. (3) Benzene ≤0.03 vol%. (4) Sulfur ≤30 ppm beginning January 1, 2005 through December 31, 2016; ≤10 ppm beginning January

1, 2017 and thereafter. (e)(1) When butane is blended with conventional gasoline under this section during the period May

1 through September 15, the refiner shall demonstrate through sampling and testing, using the test method for Reid vapor pressure in § 80.46 or § 80 .47 , as applicable , that each batch of conventional gasoline blended with butane meets the volatility standards specified in § 80 .27. (2) Butane may

not be blended with any

reformulated gasoline or RBOB during the period April 1 through September 30, or with an y reformulated gasoline or RBOB designated as VOC

- controlled, under this section. (f) When butane is blended with previously certified gasoline under this section, product transfer documents which accompany the gasoline blended with butane must comply with all of the requirements of § 80.77 or § 80.106, as appropriate. (g) Butane blended with previously certified gasoline during a period of up to one month may

be included in a single batch for purposes of reporting to EPA, however, commercial grade butane and non

- commercial grade butane must be reported as separate bat ches. (h) Where a refiner chooses to include butane blended with gasoline in the refinery ’s annual average compliance calculations

– (1) In the case of butane blended with conventional gasoline, the equivalent emissions performance of the butan e must be calculated in accordance with thePage 498 of 961

provisions of § 80.101(g)(3). For purposes of this paragraph (h)(1), the property values in § 80.82(c) or (d), as appropriate, may be used; (2) In the case of butane blended with reformulated gasoline or RBOB, co mpliance with the reformulated gasoline standards may not be demonstrated using the provisions of this section; (3) All butane blended into gasoline during the annual averaging period must be included in annual average compliance calculations for the refin ery. (i) A refiner who onl y blends commercial grade or non

- commercial grade butane into PCG may

meet the sampling and testing requirements of this part by meeting the requirements of paragraphs (a) through (f) and (h)(3) of this section and all the fo llowing additional requirements: (1) The per

- gallon sulfur content of every batch of butane must not exceed 30 ppm from January

1, 2005 through December 31, 2016, and 10 ppm beginning January 1, 2017 and thereafter. (2) The refiner obtains test results fro m the butane supplier that demonstrate that the sulfur content of each load does not exceed the applicable per

- gallon sulfur standard under paragraph (i)(1) of this section through test results of samples of butane contained in the storage tank from which the butane blender is supplied. (i) Sampling and testing for the sulfur content of the butane b y the supplier must be subsequent to each receipt of butane into the supplier ’ s storage tank or the sampling and testing must be immediately before transfer of b utane to the butane blender. (ii) The testing must be performed in accord with the provisions of § 80.46 , § 80 .47 , or other test methods as approved b y the Administrator as applicable

. (iii) The butane blender must obtain a cop y of the butane supplier ’ s test results at the time of each transfer of butane to the butane blender. (3) The sulfur content and volume of each batch of gasoline produced is that of the butane that the refiner blends into PCG for the purposes of calculating compliance with the ap plicable per - gallon sulfur standard. (4) The requirements of paragraphs (i)(1) through (3) of this section apply regardless of whether the butane is commercial grade or non - commercial grade. (5) The quality

assurance testing requirement of par agraph (b)(1) of this section applies regardless of whether the butane is commercial grade or non - commercial grade. (6) If an y of the requirements of this paragraph (i) are not met, in whole or in part for any butane blended into gasoline, that butane is deemed in violation of the gasoline standards in § 80 .1603(a). (j) The PCG procedures of § 80 .1640 may be used to meet the sampling and testing requirements of subpart O of this part.
15. A new § 80.85 is added to subpart D to read as follows: **§ 80.85 Pen tane blending.** Page 499 of 961

A refiner for an y refinery where gasoline is produced by adding blender

- commercial grade pentane or blender

- non - commercial grade pentane meeting the requirements of § 80.86 to previousl y certified gasoline (PCG) may meet the sampling and testing requirements for this part as follows: (a) Any

refinery that blends pentane for which the refinery has product transfer docum ents f

rom a registered pentane suppli er which demonstrate that the pentane is blender

- commercial grade, as defined in § 80.86(a)(3) , may demonstrate compliance with the standards in this part based on the properties specifi ed in § 80.86(a)(3) , or th e properties specified b y the pentane supplier , provided that the refinery does all the following : (1) Obtains a cop y of the pentane supplier’s test results at the time of each transfer of pentane t o the pentane blender that indicates that the blender

- commercial grade pentane complies with the requirements of § 80.86(a)(3). (2 ) Conducts a quality assurance program of sampling and testing the pentan e obtained from each separate pentane supplie r using test procedures that have been approved b y the Administrator which demonstrates that the pentane has the properties specified in § 80.86(a)(3). Samples and tests the pentane rece ived from each pentane supplier at a frequency

of one sample for every

350,000 gallons of pentane received, or one sample every

three months, whichever is more frequent. (3) Enters into a contract with all parties who transport or store blender

- commercial grade pentane for use b y the refiner to assure that an adequate quality assurance program is imp lemented to ensure that blender

- commercial grade pentane will not be contaminated in transit to the refinery

. (b) Any

refiner that blends pentane for which the r efiner has product transfer documents from a registered pentane suppli er which demonstrate that the pentane is blen der

- non - commercial grade, as defined in § 80.86(a)(4) , may demonstrate compliance with the standards in this part based on the properties specified in § 80.86(a)(4) , or th e properties specified b y the pentane supplier, provided that the refinery does all the following : (1) Obtains a cop y of the pentane supplier’s test results at the time of each transfer of pentane to the pentane blender that indicates that the blender

- non - commercial grade pentan e complies with the requirements of § 80.86(a)(4). ( 2 ) Conducts a quality assurance program of sampling and testing the pentan e obtained from each separate pentane supplie r using test procedures that have been approved b y the Administrator which demonstrat es that the pentane has the properties specified in § 80.86(a)(4). Samples and tests the pentane received from each pentane supplier at a frequency

of one sample for every 250,000 gallons of pentane received, or one sample every

three months, whichever is more frequent. (3) Enters into a contract with all parties who transport or store blender

- non commercial grade pentane for use b y the refiner to assure that an adequate quality assurance program is implemented to ensure that blender

- non - commercial grade pentane will not be contaminated in transit to the refinery

. (c) When pentane is blended with conventional gasoline under this section during the period May

1 through September 15, the refiner shall demonstrate throu gh sampling andPage 500 of 961

testing, using the test method for Reid vapor pressure in § 80.46 or § 80 .47 as applicable , that each batch of conventional gasoline blended with pentane meets the volatility standards specified in § 80 .27 , and in an y EPA approved SIP

. (d) When pentane is blended with conventional gasoline, CBOB, reformulated gasoline, or RBOB under this section, product transfer documents which accompany the gasoline blended with pentane must comply with all of the requirements of § 80.77 or § 80.106, as appropriate. ( e) Pentane blended with conventional gasolin e, CBOB, reformulated gasoline, or RBOB during a period of up to one month may be included in a single batch for purposes of reporting to EPA, if the refiner meets the sample compositing requirements in § 80 .91(d)(4)(iii) , and repo rts blender

- commercial grade and blender

- non - commercial grade pentane as separate batches. (f) The provisions of this section may not be used for any

pentane blended with any reformulated gasoline or RBOB during the period April 1 through September 30, o r with any reformulated gasoline or RBOB designated as VOC

- controlled. (g) All pentane blended into gasoline during the annual averaging period must be included in annual average compliance calculations for the refinery

. (h) If an y of the requirements o f this section are not met, in whole or in part for any pentane blended into gasoline, that pentane is deemed in violation of the gasoline standards in § 80.1603(a). (i) If a refiner does not fully implement the requirements of this section, they may not rely on test results from the pentane producer, and may only blend pentane with gasoline if they

fully comply with all applicable requirements of this p art 80, including the sampling and testing requirements applicable to refiners who produc e gasoline by adding blendstocks to PCG

.

16. A new § 80.86 is added to subpart D to read as follows: **§ 80.86 Requir**  **e ments for producers and importers of pentane used by pentane**  **blenders .**  Producers and importers of pentane may desi gnate batches of pentane as blender

- commercial grade pentane or blender

- non - commercial grade pentane suitable for use by pentane blenders pursuant to the requirements in this section. (a) Standards. (1) The pentane must be composed solely of carbon, hydrogen, oxygen, nitrogen, and sulfur.Page 501 of 961

(2) The pentane must meet the standards for blender

- commercial grade pentane or blender

- non - commercial grade pentane. (3 ) For blender c ommerci al grade pentane, the producer o r importer must conduct anal yt ical testing to on each production batch to demonstrate compliance with the following standards using sampling and testing procedures that have been approved b y the Adminis trator : ( i) Pentane ≥ 95 vol%. (ii ) Olefins ≤1.0 vol%. ( iii ) Aromatics ≤2.0 vol%. ( iv ) Benzene ≤0.03 vol%. ( v ) C6 and higher carbon number hydrocarbons ≤5 .0 vol%. ( vi ) Sulfur ≤30 ppm from January 1, 2005 through December 31, 2016; ≤10 ppm beginnin g January

1, 2017 and thereafter. (4 ) For blender

- non - c ommerci al grade pentane , the producer or importer must conduct anal yt ical testing on each production batch to demonstrate compliance with the following standards using sampling and testing procedures that have been approved b y the Administrator : ( i ) Olefins ≤10.0 vol%. ( ii ) Aromatics ≤2.0 vol%. ( iii ) Benzene ≤0.03 vol%. ( iv ) C6 and higher carbon number hydrocarbons ≤5 .0 vol%. ( v ) Sulfur ≤30 ppm beginning January 1, 2005 through December 31, 2016; ≤10 ppm beginning January

1, 2017 and thereafte r. (b) Registration. The producer or importer of pentane for use by pentane blenders must register with EPA pursuant to the following requirements : (1 ) Registration dates. An y produc er or importer of pentane for use b y pentane blenders must register with EPA at least thirty days in advance of the first date that such person will produce or import pentane for use b y pentane blenders

. (2 ) R egistration for producers of pentane for us e b y pentane blenders

. Registration shall be on forms and following procedures prescribed by the Administrator, and shall include all the following information: (i) The name, business address, contact name, e

- mail address, and te lephone number of the producer of pentane for use b y pentane blenders. (ii) For eac h separate facility that will produce pentane for use b y pentane blenders , the facility

name, phy sical location, contact name, telephone number, and ty pe of facility

. (iii) For eac h separate f acility that will produce pentane for use b y pentane blenders

– (A) Whether records are kept on

- site or off

- site of the refinery

. (B) If records are kept off

- site, the primary

off

- site storage facility

name, phy sical location, contact name, and telephone number. (iv) A description of the production facility which demonstrates that the facility is capable of producing pentane that is complaint with the requirements of this section without significant modifications to the existing facility

. (v) A descripti on of the means pentane will be shipped from the production facility to the pentane blender(s) and the associated quality assurance practices which demonstratePage 502 of 961

that contamination during distribution can be adequately controlled so as not to cause the pentane to be in violation of the standards in this section. (vi) A description of the sampling and testing procedures that will be used pursuant to the requirements of paragraphs (a)(3) and (4) of this section. (vii ) EPA will supply

a company

registration number to each producer of pentane for use by pentane blenders , and a facility registration number for each production facility that is identified. These registration numbers shall be used in all reports to the Administrator. (viii ) Any producer of pentane for use b y pentane blenders shall submit updated registration information to the Administrator within thirty day s of any

occasion when the registration information previously supplied be comes incomplete or inaccurate. (3 ) R egistration for importers of pentane for use by pentane blenders

. Registration shall be on forms and following procedures prescribed by the A dministrator, and shall include all the following information: (i) The name, business address, contact name, and e

- mail address, telephone number of the importer. (ii) For each importer ’ s operations in a single PADD

– (A) Whether records are kept on

- sit e at the registered address or off

- site. (B) If records are kept off

- site, the primary

off

- site storage facility

name, phy sical location, contact name, e

- mail address, and telephone number. ( iii ) A description of the importer’s operating facili ty which demonstrates that the importer is capable of providing pentane that is complaint with the requirements of this section without significant modifications to the existing facility. ( iv ) A description of the means pentane will be shipped from the i mporter’s facility to the pentane blender(s) and the associated quality assurance practices which demonstrate that contamination during distribution can be adequately controlled so as not to cause the pentane to be in violation of the standards in this sec tion. (v) A description of the sampling and testing procedures that will be used pursuant to the requirements of paragraphs (a)(3) and (4) of this section. (vi ) EPA will supply

a company

registration number to each importer. This registration number shall be used in all reports to the Administrator. (vii ) Any

importer of pentane for use b y pentane blenders shall submit updated registration information to the Administrator within thirty day s of any

occasion when the registration information previously supplied becomes incomplete or inaccurate. (c) PTDs. The producer or importer of pentane for use by pentane blenders must initiate a PTD for each batch that it ships from its facility which c ontains the statement in paragraph (c) (1) or (c)(2) o f this section , as applicable

. (1) “ Blender commercial grade pentane for use by pentane blenders ”

. (2) “ Blender non - commercial grade pentane for use by pentane blenders ”

. (3 ) PTDs that are compl i ant with the requirements in paragraph (c ) of this section must be transferred from each party trans ferring pentane for use by pentane blenders to each party that receives pentane for use b y pentane blenders through to the pentane blender.Page 5 03 of 961

(4) Alternative PTD language to that specified in paragraphs (c ) (1) and (c)(2) of this section may

be used as approved by

EPA. (d) Batch numbers. Every batch of pentane for use by pentane blenders that is p roduced or imported at a pentane production or import facility shall be assigned a number (the “batch number”), consisti ng of the EPA

- assigned registration number, the EPA facility

registration number, the last two digits of the year in which the batch was produced, and a unique number for the batch, beginning with the number one for the first batch produc ed or imported each calendar ye ar and each subsequent batch during the calendar year being assigned the next sequential number (e.g ., 4321

– 54321

– 95

– 000001, 4321

– 54321

– 95

– 000002, etc.)

. 17. A new § 80.87 is added to subpart D to rea d as follows: **§ 80.87 Controls and prohibitions for producers, importers, and distributors of**  **pentane for use by pentane blenders**  **.** (a) Prohibited acts. No person shall

– (1) Produce , import, sell , distribute, offer for sale or distribution, blend , supply , offer for supply , store, transport, or cause the transportation of any product designated as pentane for use b y pentane blenders unless

– (i) Each gallon of such pentane for use b y pentane blenders meets the applicable standards specified in § 80. 86 ; and (ii) The product transfer documentation for such pentane for use b y pentane blenders complies with the requirements in §§ 80.77 an d 80.86(c). (2) Produce or import pentane for use b y pentane blenders unless the producer or importer complies with the recordkeeping requirements of § 80. 74, the reporting requirements of § 80.75 , and the requirements of § 80.86

. (3) Fail to meet an y other requirements of § 80.86. (4) Cause another person to commit an act in violation of this paragraph (a). (b) Persons liable

. The following persons are liable for violations of prohibited acts in paragraph (a) of this section : (1) Any

person who manufactures, imports, sells, distributes, offers for sale or distribution, blends, supplies, offers f or supply , stores, transports, or causes the transportation of an y product designated as pentane for use b y pentane blenders that violates § 80.86 is liable for the violation. (2) Any

person that causes another party to violate paragraph (a) of this secti on is liable for a violation of this paragraph (b). (3) Any

parent corporation is liable for any violations of this section that are committed by

an y of its wholly

- owned subsidiaries. (4) Each partner to a joint venture, or each owner of a facility owned by

two or more owners, is jointly

and severall y liable for an y violation of this subpart that occurs at the joint venture facility

or a facility

that is owned by

the joint owners, or a facility that is committed by

the joint venture operation or any of th e joint owners of the facility

.Page 504 of 961

(c) Any

person who violates this section is liable for the violation. (d) Determination of compliance. EPA may establish noncompliance with standards using an y information, including the results of testing using methods that are not included in § 80.46. ( e ) Dates controls and prohibitions begin. The controls and prohibitions specified in paragraph (a) of this section apply at an y location on or after [INSERT DATE 60 DAYS AFTER PUBLICATION IN THE FEDERAL REGI STER ]. (f) Penalties. (1) Any person liable for a violation under this section is subject to civil penalties as specified in sections 205 and 211(d) of the Clean Air Act (42 U.S.C. 7524 and 7545(d)) for every day of each such violation and the amount of economic benefit or savings resulting from each violation. (2) Any

person liable under this section for a violation of an applicable standards or causing another person to violate the requirements is subject to a separate day of violation fo r each and every

day the non

- compl yi ng pentane or gasoline remains any place in the pentane or gasoline distribution system. (3) For purposes of paragraph (c) of this section, the length of time the pentane or gasoline in question remained in the pentane or gasoline distribution system is deemed to be twenty - five day s, unless a person subject to liability or EPA demonstrates by reasonabl y specific showings, b y direct or circumstantial evidence, that the non

complying pentane or gasoline remained in the di stribution system for fewer than or more than twenty

- five days. (g) Any

person liable under this section for failure to meet, or causing a failure to meet, a provision of this subpart is liable for a separate day of violation for each and every day such provision remains unfulfilled. **Subpart E**

**— [**  **Am ended]**  18. Section 80.101 is amended by : a. Revising paragraph (i)(1)(i)(A). b. Revising paragraph (i)(3)(i)(C). c. Revising paragraph (i)(3)(ii)(C). **§ 80 .101 Standards applicable to refiners and i**  **mporters.**

* * * * * (i) * * * (1) * * * (i)(A) Through December 31, 2015 , determine the value of each of the properties required for determining compliance with the standards that are applicable to the refiner or importer, b y collecting and anal yz ing a representative sample of gasoline orPage 505 of 961

blendstock from the batch, using methodologies specified in § 80 .46; beginning January 1, 2016 , determine the value of each of the properties required for determining compliance with the standards that ar e applicable to the refiner or importer, by collecting and anal yz ing a representative sample of gasoline or blendstock from the batch, using methodologies specified in § 80 .47; except that

– * * * * * (3) * * * (i) * * * (C) The testing must be for each applicable parameter specified under § 80 .65(e)(2)(i), using the test methods specified under § 80 .46 through December 31, 2015 , or under § 80 .47 beginning January 1, 2016

. * * * * * (ii) * * * (C) The testing must be for each applicable parameter specified under § 80 .65(e )(2)(i), using the test methods specified under § 80 .46 through December 31, 2015 , or under § 80 .47 beginning January 1, 2016

. * * * * *
19. Section 80.105 is amended by : a. Revising paragraph (a)(5 ). b. Revising paragraph (a)( 7 )

. c. Revising paragraph (c ). d. Revising paragraph ( d)(2). **§ 80 .105 Reporting**  **r equirements.**  (a) * * * (5) All the following information for each batch of conventional gasoline or batch of blendstock included under paragraph (a) of this section: (i) The batch number. (ii) The date of production. (iii) The volume of the batch. (iv) The grade of gasoline produced (i.e., premium, mid

- grade, or regular). (v) The properties, along with identification of the tes t method used to measure those properties, pursuant to § 80 .101(i )

. (vi) In the case of an y previously certified gasoline used in a refinery operation under the terms of § 80.101(g)(9), all the following information relative to the previously certified gasoline when received at the refinery : (A) Id entification of the previously certified gasoline as such. (B) The batch number assigned by the receiving refinery

. (C) The date of receipt. (D) The volume, properties ( along with identification of th e test method used to measure those properties ) , and designation of the batch

.Page 506 of 961

(vii) In the case of butane blended with conventional gasoline under § 80.82, all the following: (A) Id entification of the butane batch as complying with the provis ions of § 80.82. (B) Id entification of the butane batch as commercial or non

- commercial grade butane. (C) The batch number of the butane. (D) The date of production of the gasoline produced using the butane. (E) The volume of the butane batch. (F) The pro perties of the butane batch specified by the butane supplier, along with identification of the test method used to measure those properties , or the properties specified in § 80 .82(c) or (d), as appropriate. (G) Where butane is blended with conventional gas oline during the period May 1 through September 15, the Reid vapor pressure, along with identification of the test method used to measure Reid vapor pressure (per § 80 .46 through December 31, 2015 and § 80 .47 beginning January 1, 2016 ); (viii) In the case of pentane blended with conventional gasoline under § 80.85 , all the following : (A) Id entification of the pentane batch as compl yi ng with the provisions of §§ 80.85 and 80.86

. (B) Id entification of the pentane batch as blender

- commercial grade or blender

- non commercial grade pentane

. (C) The batch number of the pentane

. (D) The date of production of the gasoline produced using the pentane

. (E) The volume of the pentane batch

. (F) The properties of the pentane batch specified b y the pentane supplier, or the properties specified in § 80.85(c) or (d), as appropriate. (G) Where pentane is blended with conventional gasoline during the period May 1 through September 15, the Reid vapor pressure, as measured using the a ppropriate test method in § 80.46 or § 80.47, as applicable. (ix ) In the case of an y imported GTAB, identification of the gasoline as GTAB. * * * * * (7) For refiners that blend any butane with conventional gasoline under § 80 .82, or any pentane with conventional gasoline under the report required under § 80.85 , the report described in paragraph (a) of this section must include all the following information for the annual averaging period : (i) The total volume of butane blended with conventional gasoline. (ii) The total volume of conventional gasoline produced using butane. (iii) A statement that the gasoline produced using butane meets all applicable downstream standards that apply to conventional gasoline under this s ubpart E, along with the test methods used to determine compliance with the downstream standards that apply to conventional gasoline under this s ubpart E

. (iv) A statement that all butane blended with conventional gasoline at the refinery is included in the volum e under paragraph (a)(7)(i) of this section, or a statement that all butane blended with conventional gasoline is included in the refinery ’ s annual average compliance calculations under § 80 .101. (v) The total volume of pentane blended with conventional g asoline

. (vi) The total volume of conventional gasoline produced using pentane

.Page 507 of 961

(vii) A statement that the gasoline produced using pentane meets all applicable downstream standards that apply to conventional gasoline under this subpart E

. (viii) A statement that all pentane blended with conventional gasoline at the refinery is included in the volume under paragraph (a)(7)(v) of this section, or a statement that all pentane blended with conventional gasoline is included in the ref inery ’s annual average compliance calculations under § 80.101.

* * * * * (c) For each averaging period, each refiner for each refinery and importer shall submit t o the Administrator of EPA, by June 1 of each ye ar, a report in accordance with the require ments for the Attest Engagements of § 80 .125 through § 80 .131. (d) * * * (2) Submitted to EPA by March 31 each ye ar for the prior calendar ye ar averaging period; and

* * * * * **Subpart G --**  **[Amended]** 19. Section 80.161 is amended by : a. Revising paragraph (b)(1)(ii)(A)( 2 ) and adding paragraph (b)(1)(ii)(A)( 3 ). b. Revising paragraph (b)(2) introductory text. c. Revising paragraphs (b)(3)(ii)(C), (b)(3)(v), and (b)(3)(viii). d. Revising paragraph (d)(1). **§ 80 .161 Detergent additive certification prog**  **ram.**
* * * * * (b) * * * (1) * * * (ii) * * * (A) * * * ( 2 ) In the case of the alternative national generic certification option pursuant to § 80 .163(a)(1)(iii), the minimum recommended concentration must equal or exceed the amount mixed into the associat ed test fuel specified in § 80 .177, which was shown to satisfy the fuel injector deposit control and intake valve deposit control performance tests and standards specified in § 80 .176. ( 3 ) In the case of an y other detergent certification option, the minimum recommended concentration must equal or exceed the amount mixed into the associated test fuel specified in § 80 .164, which was shown to satisfy the fuel injector deposit control and intake valve deposit control performance tests and standards specified i n § 80 .165. * * * * *Page 508 of 961

(2) The detergent additive manufacturer (or other certifying party) must submit to EPA a sample of the actual detergent additive package which was used in the certification test fuels specified in § 80 .164 or § 80 .177 or, if such samp le is not available, then a sample which has the same composition as the package used in certification testing. * * * * * (3) * * * (ii) * * * (C) Complete documentation of the test fuel formulation, IVD demonstration procedures, fuel injector deposit demo nstration procedure if applicable, detergent performance test procedures, and test results are available for EPA's inspection upon request. * * * * * (v) In the case of a national or PADD certification (pursuant to § 80 .163(a)(1 ) or (b)) for which the test fuel was specially formulated from refinery blend stocks, the results of the IVD demonstration test, pursuant to § 80 .164(b)(3). In the case of an alternative national generic certification (pursuant to § 80 .163(a)(1)(iii)), the results of the IVD demonstration test and fuel injector deposit demonstration test (pursuant to § 80 .177). * * * * * (viii) The test concentration(s) of the subject detergent additive in each test fuel, and the corresponding test results (percent flow res triction demonstrated in the fuel injector test and milligrams of deposit per valve demonstrated in the IVD test). * * * * * (d) * * * (1) If a detergent blender possesses deposit control performance test results as specified in § 80 .165, § 80 .166, or § 8 0 .176 which show that the minimum treat rate recommended b y the manufacturer of a detergent additive product exceeds the amount of that detergent actuall y required for effective deposit control, then, upon informing EPA in writing of these circumstances, the detergent blender may use the detergent at the lower concentration substantiated by these test results. * * * * *
20. Section 80.163 is amended by adding a new paragraph (a)(1)(iii) to read as follows: **§ 80 .163 Detergent certification options.** 

* * * * * (a) * * * (1) * * * (iii) Alternative national generic certification option. To be certified under this option, a candidate detergent must meet the deposit control performance test requirements and standards specified in § 80 .176 using test fuels that conform to the requirements in § 80 .177. A detergent certified under this option is eligible to be used at a conforming LAC in an y grade of gasoline, with or without an oxygenate component.Page 509 of 961

* * * * *
21. Section 80.164 is amended by revising paragraph (a) introductory text to read as follows: **§ 80 .164 Certification test fuels.**  (a) General requirements. This section provides specifications for the test fuels required in conjunction with the certification options described in §§ 80 .163(a)(1 ) and 80.163 (b) through (d). For each such certification option, the associated test fuel must meet or exceed the levels of four basic fuel parameters (aromatics, fuel sulfur, olefins, and T

– 90) prescribed here and may also contain spec ified ox ygenate compounds. In addition, pursuant to paragraph (b)(3) of this section, some fuels must undergo an IVD demonstration test before they are eligible to be used as test fuels under this certification program. Test fuel characteristics must be reported to EPA in the detergent certification letter required pursuant to § 80 .161(b)(3). The specifications for the test fuels required in conjunction with the alternative national generic certification option in § 80 .163(a)(1)(iii) are contained in § 80

. 177. * * * * *
22. Section 80.165 is revised to read as follows: **§ 80 .165 Certification test procedures and standards.**  This section specifies the deposit control test requirements and performance standards which must be met in order to certify detergent additives for use in unleaded gasoline, pursuant to § 80 .161(b)(1)(ii)(A)( 3 ). These standards must be met in the context of the specific test procedures identified in paragraphs (a) and (b) of this section, except as provided in paragraph (c) of this se ction. The testing must be conducted and the performance standards met when the subject detergent additive is mixed in a test fuel meeting all relevant requirements of § 80 .164, including the deposit

- forming tendency demonstration specified in § 80 .164(b) (3), if applicable. Complete test documentation must be submitted by the certifying party within 30 day s of receipt of a written request from EPA for such records. The certification test procedures and standards associated with the alternative national g eneric certification option in § 80 .163(a)(1)(iii) are contained in § 80 .176. (a) Fuel injector deposit control testing. The required test fuel must produce no more than 5% flow restriction in any one injector when tested in accordance with ASTM D5598. At the option of the certifier, fuel injector flow may be measured at intervals during the 10,000 mile test cycle described in ASTM D5598 , in addition to the flow measurements required at the completion of the test cycle, but not more than every 1,000 miles.Page 510 of 961

(b) Intake valve deposit control testing. The required test fuel must produce the accumulation of less than 100 mg of intake valve deposits on average when tested in accordance with ASTM D5500

. (c) Materials incorporated by reference. The published materials identified in this section are inco rporated by reference into this section with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, a document must be published in the **Federal Regist**  **er** and the material must be available to the public. All approved materials are available for inspection at the Air and Radiation Docket and Information Center (Air Docket) in the EPA Docket Center (EPA/ DC) at Rm. 3334, EPA West Bldg., 1301 Constitution Ave. NW., Washington, DC. The EPA/DC Public Reading Room hours of operation are 8:30 a.m. to 4:30 p.m., Monday through Friday , excluding legal holidays. The telephone number of the EPA/DC Public Reading Room is (202) 566

– 1744, and the telephone number for the Air Docket is (202) 566

– 1742. These approved materials are also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call (202) 741

– 6030 or go to http:// www.archives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html . In addition, these materials are available from the sources listed below. (1) ASTM International material. The following standards are available from ASTM International, 1 00 Barr Harbor Dr., P.O. Box C700, West Conshohocken, PA 19428

- 2959, (877) 909

–ASTM, or http://www.astm.org : (i) ASTM D5500

- 98 ( Reapproved 2008), Standard Test Method for Vehicle Evaluation of Unleaded Automoti ve Spark

- Ignition Engine Fuel for Intake Valve Deposit Formation , approved July 1, 2008

. (ii) ASTM D5598

- 01 ( Reapproved 2012), Standard Test Method for Evaluating Unleaded Automotive Spark

- Ignition Engine Fuel for Electronic Port Fuel Injector Fouling , approved November 1, 2012

. (2) [Reserved]
23. Section 80 .167 is amended by revising paragraph (a) to read as follows: **§ 80 .167 Confirmatory testing.** 

* * * * * (a) Confirmatory

testing conducted to evaluate the validity of detergent certifications under the national, PADD, or fuel

- specific options under §§ 80 .163(a)(1 ) and 80.163 (b) through (d) will generally entail a single vehicle test using the procedures detailed in § 80 .165. The test fuel(s) used in conducting such confirmatory certification testing will contain the specified fu el parameters at or below the minimum levels specified in § 80 .164, and will otherwise conform to the applicable certification test fuel specifications therein. Confirmatory

testing conducted to evaluate the validity of detergent certifications under the alternative national generic certification option in § 80 .163(a)(1)(iii) will generall y entail a single test using the procedures detailed in §Page 511 of 961

80 .177. The test fuel(s) used in conducting such confirmatory certification testing will contain the specified fuel parameters at or below the minimum levels specified in § 80 .177, and will otherwise conform to the applicable certification test fuel specifications therein. * * * * *
24. A new § 80 .175 is added to subpart G and reserved as follows: **§ 80 .175 [Res**  **erved]**
25. A new § 80 .176 is added to subpart G to read as follows: **§ 80 .176 Alternative certification test procedures and standards.**  This section specifies the deposit control test requirements and performance standards which must be met in order to c ertify detergent additives for use in unleaded gasoline pursuant to § 80 .161(b)(1)(ii)(A)( 2 ). These standards must be met in the context of the specific test procedures identified in paragraphs (a) and (b) of this section. Testing must be conducted and th e performance standards met when the subject detergent additive is mixed in a test fuels meeting all relevant requirements of § 80 .177. Complete test documentation must be submitted by the certifying party within 30 days of receipt of a written request from EPA for such records. (a) Fuel injector deposit control testing. The required test fuel must produce no more than one inoperative injector when tested in accordance with the fuel injector deposit test procedure specified in paragraph (c) of this secti on. (b) Intake valve deposit control testing. The required test fuel must produce the accumulation of less than 50 mg of intake valve deposits on average when tested in accordance with ASTM D6201 . ASTM D6201

- 04 (Reapproved 2009) , “Standard Test Me thod for Dy

namometer Evaluation of Unleaded Spark

- Ignition Engine Fuel for Intake Valve Deposit Formation , ” approved June 1, 2009, is incorporated b y reference into this section with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce an y edition other than that specified in this section, a document must be published in the **Federal Register** and the material must be available to the public. Copies are available from ASTM International, 100 Barr Harbor Dr. , P.O. Box C700, West Conshohocken, PA 19428

- 2959 , (877) 909

–ASTM, http://www.astm.org

. The document is also available for inspection at the Air and Radiation Docket and Information Center (Air Docket) in the EPA Docket C enter (EPA/ DC) at Rm. 3334, EPA West Bldg., 1301 Constitution Ave. NW., Washington, DC. The EPA/DC Public Reading Room hours of operation are 8:30 a.m. to 4:30 p.m., Monday through Friday , excluding legal holiday s. The telephone number of the EPA/DC Publ ic Reading Room is (202) 566

– 1744, and the telephone number for the Air Docket is (202) 566

– 1742. The document is also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this materi al atPage 512 of 961

NARA, call 202

- 741

- 6030 or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html

. (1) Tests conducted for the intake valve deposit demonstration test pursuant to § 80 .177(b)( 4 ) and to demonstrate compliance with the intake valve deposit control standards in this section must be conducted using the s ame engine block and cylinder head. (2) All results must be derived from operationally valid tests in accordance with the test validation criteria of ASTM D6201. (3) Test results shall be reported for individual intake valves and as an av erage of all intake valves. (c) Fuel injector deposit test procedure

. (1) Summary of Test Procedure

. After flushing the vehicle fuel sy stem with the fuel to be tested and installing new injectors, an automatic starter control sy stem starts the vehicle and lets it idle for five minutes. The engine is then shut off and allowed to soak for 25 minutes. This cycle is repeated for a total of 192 cycles (96 hours). During this time, the engine is kept at operating temperature with block heaters. After the 96 hours of start/soak cycles, the engine is allowed to hot

- soak for 48 hours, during which time the engine is not started but is maintained at operating temperature. At the end of the 48

- hour hot soak, the block heaters are turned off and the engine is allowed to cool naturall y to room temperature. At the end of this 48

- hour ambient temperature soak, an injector balance test is conducted to determine whether an y poppet nozzles are stuck closed. (2) Facilities and Equipment

– (i) Lo cation

. A temperature

- controlled garage or large room is needed. A dyn amometer is not needed, since this test is an idle test. The room temperature shall be maintained in the range of 68

- 75°F. The room shall be equipped with an exhaust sy stem that connects to the vehicle tai l pipe to remove the exhaust gases from the building. It is recommended that an interlock be provided so that if the building exhaust system fails, the vehicle test will shut down. (ii) Electrical Power. Two 110

- volt, 15

- amp circuits are needed (20

- amp c ircuits are recommended) to operate the four block heaters and a battery charger. (iii) Fuel Drain Facility

. A facility is required to drain the fuel from the vehicle between tests. The fuel is drained from the service port on the fuel rail, near the bac k of the engine. A commercial cart equipped with a tank and a suction pump is recommended for this operation. (iv) Vehicle. A Chevrolet Astro or GMC Safari van, model year 1998

- 2001, shall be used for the test. Either two

- wheel drive or all

- wheel drive is satisfactory , although the former allows easier installation of the block heaters. (v) Injectors. New injectors, General Motors part number 17091432, shall be used for each test. (vi) Block Heaters. Four block heaters, General Motors part number 12371 293, are needed for each vehicle. Two heaters shall be installed on each side of the engine, in the freeze plug locations. (vii) Battery

Charger. Because of the large number of starts and the very short engine running time, a battery

charger is needed. Itis recommended that the charger be installed permanentl y on the vehicle and remain plugged in while the test is in progress.Page 513 of 961

(viii) Starter Controller. A s ys tem is needed to start the engine automaticall y and then shut it off after exactl y five minutes of running. A commercial after

- market remote starting s ys tem connected to a timer or computer can be used, or a one

- of

- a - kind sy stem can be designed and built. (ix) Tech 2 Anal yz er. A General Motors Tech 2 anal yzer, part number GM3000094, available from Kent

- Moore, shall be used to conduct the injector balance test. (x) Fuel Pressure Gauge. A fuel pressure gauge capable of measuring fuel sy stem pressure to the nearest 1 psi over the range of 45 to 65 psi, shall be used with the Tech 2 anal yz er when cond

ucting the injector balance test. A pressure transducer shall not be used. (xi) Gaskets. The upper intake manifold gasket and injector body gasket will need to be replaced from time to time as they crack, tear, or wear out from frequent handling during i njector replacement. (3) Initial Vehicle Preparation

– (i) Diagnostics

. To help determine whether a vehicle is satisfactory

for use in this injector test procedure, a thorough inspection and engine diagnostic test shall be conducted as described in the se rvice manual. Check the cooling sy stem to be sure the coolant looks clean and there are no signs of rust. (ii) Block Heaters. Install four electric block heaters, General Motors part number 12371293, in the coolant passages of the engine block, two on ea ch side of the block. The heaters will be plugged into a heater control unit. Two of the heaters will remain on at all times during the first 144 hours of the injector fouling test, while the other two heaters will be turned on and off b y the controller as needed to maintain an engine temperature of about 100

- 102°C during the soak periods of the test. (The temperature will drop while the engine is running, as the coolant from the radiator circulates through the engine. The temperature should recover to 100

- 102°C within about 20 minutes after the engine shuts off.) (iii) Thermocouples. Install a 1/16

- inch Ty pe K thermocouple in a threaded bolt hole on the rear of the right cylinder head. This thermocouple provides the feedback signal to the controller t o turn two block heaters on and off. Install another thermocouple in the other hole near the first thermocouple. This second thermocouple provides a signal to an over - temperature safety

shut

- off on the heater controller. If the engine temperature reache s the set point (110°C recommended), the heater controller will signal the starter controller to shut down the test. (iv) Fuel Sy stem Flush. Drain the fuel from the fuel sy stem through the service port on the fuel rail at the back of the engine. Refuel w ith a non

- detergent gasoline containing between 5 and 10 percent ethanol. Drive the vehicle for approximately 100 miles to thoroughl y expose all parts of the fuel s ys tem to the fuel. The fuel pump and fuel filters should not be replaced unless there is a problem with them or if the vehicle history suggests that replacement would be prudent. If replacement is necessary , the new parts should first be conditioned by recirculating a 10% ethanol

- gasoline blend (without deposit control additive) through them f or one week. (v) Oil Change. Change the engine oil and oil filter, using oil that meets the manufacturer’s recommended service classification and viscosity grade. (vi) Battery

Charger. Install a battery charger in the vehicle so that it can be plugged in during the test and keep the battery at full charge.Page 514 of 961

(vii) Radiator. Install cardboard or other suitable material on the front of the radiator to block the flow of air through the radiator while the engine is running. This will help minimize the drop in coolant temperature. (viii) Starter Controller. Make the necessary changes to the vehicle electrical sy stem so that the engine can be started and stopped automatically on a programmed schedule. Install a starter controller or computer and program it to do the following: (A) Start the engine and let it run for 5 minutes, and then shut it off and let it hot

- soak for 25 minutes. (B) Repeat the 5/25 cycle for a total of 192 cycles. (C) Allow a 48

- hr hot soak during which the engine is not run but the engine temperature is maintained at 100

- 102°C. (D) Turn off the heaters for 48 hours. (E) Continuously

count and display

the number of cycles that have been completed throughout the test. (4) Test Procedure. The steps described in paragraphs (c)(3)(i) though (vi ) of this section must be performed by the action described in paragraph (c)(3)(vii) of this section so that the new injectors are exposed onl y to the new test fuel. Take the following additional steps: (i) Drain the fuel from the vehicle. (ii) Add approx imately 2 gallons of the fuel to be tested. (iii) Drive the vehicle for approximately 20 miles at speeds up to approximately 50

- 60 mph. Approximately

every 5 miles, stop the vehicle and moderately accelerate. If the radiator covering is still in place, w atch the temperature gauge during the driving and avoid overheating the engine. This step not onl y flushes the fuel s ys tem but also helps remove carbon (if an y) from the spark plugs and water from the exhaust system. (iv) Drain the fuel from the vehicle and add approximately 1 to 2 gallons of the fuel to be tested. (v) Drive the vehicle for approximately 5 miles. Watch the temperature gauge and avoid overheating the engine. (vi) Drain the fuel from the vehicle and add approximately 10 gallons of the fuel to be tested. (The test consumes about 7.5 gallons of fuel.) (vii) Remove the fuel injectors and install new injectors. Run the engine for a few minut es to be sure it runs properl y. (viii) Park the vehicle in the location where the test will be run. (ix) Connect the vehicle tail pipe to the building exhaust sy stem. (x) Depending on the design of the starter control s ys tem, remove fuses and relay s as necessary and connect the wires from the controller to the vehicle fuse box. Close the hood. (xi) Turn on the vehicle ignition switch and the security b ypass switch if so equipped. (xii) Turn on the heater controller and be sure that it is working. (xiii) Turn on the starter controller and the vehicle should start. (xiv) Monitor the engine temperature for the first few cycles to be sure it is increasing. (xv) At the end of the 192

- hour (8

- day) test, turn off the ignition switch, starter controller, and heater controller. Return the fuses, relay s, and wires to their standard configuration for normal operation o f the vehicle.Page 515 of 961

(xvi) Connect the Tech 2 anal yzer to the ALDL connector under the instrument panel, and connect the fuel pressure gauge to the service port on the fuel rail at the back of the engine. (xvii) Conduct the injector balance test b y following the instructions on the Tech 2. The injector balance test checks each injector individually to determine whether the poppet nozzle is stuck closed. First, the Tech 2 turns on the fuel pump momentarily to pressurize the fuel s ys tem. Then it pulses the injec tor for a preset interval. If the injector and poppet nozzle are working properl y, the fuel system pressure will decrease graduall y and smoothly by about 8 to 10 psi during the pulsing. If the pressure does not decrease, or decreases very

suddenl y but th en stops decreasing before the pulsing is done, the poppet is stuck closed. This procedure, beginning with pressurizing the fuel system, is carried out for each injector.
26. A new § 80 .177 is added to subpart G to read as follows: **§ 80 .177 Certificati**  **on test fuels for use with the alternative test procedures and standards.**  (a) General requirements. This section provides specifications for the test fuels required in conjunction with the alternative national generic certification option de scribed in § 80.163(a)(1)(iii). (1) The test fuel characteristics detailed in this section must be reported to EPA in the detergent certification letter required pursuant to § 80 .161(b)(3). (2) The levels of the basic fuel parameters specified in this section (ethanol, olefins, aromatics, sulfur, and 90% evaporation distillation temperature) must be measured in accordance with applicable procedures in § 80 .46. (3) No detergent

- active substance other than the detergent additive package undergoing testing may

be added to a certification test fuel. Ty pical nondetergent additives, such as antioxidants, corrosion inhibitors, and metal deactivators, may be present in the test fuel at the discretion of the additive certifier. In addition, any nondetergent additives (other than oxygenate compounds) which are commonly blended into gasoline and which are known or suspected to affect IVD or PFID formation, or to reduce the ability

of the detergent in question to control such deposits, should be added to the test fuel for certificati on testing. (4) Certification test requirements may be satisfied for a detergent additive using more than one batch of test fuel, provided that each batch satisfies all applicable test fuel requirements under this section. (5) Unless otherwise required by this section, finished test fuels must conform to the requirements for commercial gasoline described in ASTM D4814

. (b) Te st fuel for intake valve deposit testing

. The following specifications apply for the test fuels required for use in the test procedure specified in § 80 .176(b ) : ( 1 ) The test fuel must contain no less than 8.0 volume percent and no more than 10.0 volume percent ethanol. Commercial fuel grade denatured fuel ethanol must be used that conforms to the requirement of § 80 .1610 and ASTM D4806

.Page 516 of 961

( 2 ) The test fuel must contain no less than 8.0 volume percent olefins. At least 75 percent of the olefins must be derived from fluid cataly tic cracker unit (FCC) gasoline. Such FCC gasoline can be full

- range FCC gasoline or a mixture of light and heavy FCC gasolines. Su ch FCC gasoline must be produced by a commercial gasoline refiner and meet the following criteria: ( i ) The FCC gasoline must be designated b y the commercial refiner as full range FCC gasoline or whole FCC gasoline, and must have a T90 distillation temperature greater than 300°F. ( ii ) If a mixture of light and heav y FCC gasoline is used, heav y FCC gasoline must contribute at least 50 percent of the sulfur in the mixture. Heav y FCC gasoline must meet all the following criteria: ( A ) The heav y FCC gasoline must be designated b y the commercial refiner as heav y FCC gasoline. ( B ) The heav y FCC gasoline must have an API gravity less than 45 and a T90 distillation temperature greater than 325°F. ( 3 ) The test fuel must contain no less than 28 volume percent aromatics. ( 4 ) The test fuel must contain no less than 24 ppm sulfur. At least 60 percent of the sulfur must be derived from FCC gasoline that meets the specifications in paragraph (b)( 2 ) of this section. ( 5 ) The test fuel must have a T90 distillati on temperature of no less than 290°F. ( 6 ) The test fuel containing no deposit control additives must produce no less than 500 mg averaged over all intake valves when subjected to the intake valve deposit test specified in § 80 .176(b). ( 7 ) All gasoline blendstocks used to formulate the test fuel must be representative of normal refinery

operations and shall be derived from conversion units downstream of distillation. Butanes and pentanes may be used for vapor pressure adjustment. The use of chemical grade streams is prohibited. (c) Test fuel for fuel injector deposit testing : This paragraph provides specifications for the test fuels required for use in the test procedure specified in § 80 .176(c). The test fuel must conform to the spec ifications in either paragraph (c)(1) or (c)(2) of this section. The same base test fuel must be used for deposit demonstration testing and for demonstrating compliance with the fuel injector deposit control standards in § 80 .176(a). (1) Option 1

. (i) The test fuel must be a commercial full boiling range hydrocarbon gasoline or gasoline blending component, without oxygenates. (ii) The test fuel containing no deposit control additives must produce at least 5 inoperable injectors valves when subjected to the fuel injector deposit test specified in § 80 .176(c). (2) Option 2

. (i) The test fuel must meet the requirements for federal emissions test gasoline specified in § § 80. 112 and 80

. 113 into which 4

- methylbenzenethiol has been blended a s a concentration of 56 mg/L. (ii) The test fuel containing no deposit control additives must produce at least 4 inoperable injectors valves when subjected to the fuel injector deposit test specified in § 80 .176(c).Page 517 of 961

(d) Materials incorporated by r eference. The published materials identified in this section are incorporated by reference into this section with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, a document must be published in the **Federal Register**  and the material must be available to the public. All approved material s are available for inspection at the Air and Radiation Docket and Information Center (Air Docket) in the EPA Docket Center (EPA/ DC) at Rm. 3334, EPA West Bldg., 1301 Constitution Ave. NW., Washington, DC. The EPA/DC Public Reading Room hours of operation are 8:30 a.m. to 4:30 p.m., Monday through Friday , excluding legal holidays. The telephone number of the EPA/DC Public Reading Room is (202) 566

– 1744, and the telephone number for the Air Docket is (202) 566

– 1742. These approved materials are also avail able for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call ( 202 ) 741

– 6030 or go to http:// www

. archives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html

. In addition, these materials are available from the sources listed below

. (1 ) ASTM International material. The following standards are available from ASTM International , 100 Barr Harbor Dr., P.O. Box C700 , West Conshohocken, PA 19428

- 2959, (877) 909

–ASTM , or http://www.astm.org ; (i ) ASTM D4806

- 13a, Standard Specification for Denatured Fuel Ethanol for Blending with Gasolines for Use as Automotive Spark

- Ignition Engine Fuel , approved June 15, 2013

. (ii) ASTM D4814

– 13b, Standard Specification for Automo tive Spark

- Ignition Engine Fuel , approved December 1, 2013

. (2) [Rese rved] **Subpart H**

**— [Amended]**  27. Section 80.330 is amended by revising paragraphs (c)(1 ) and (d ) to read as follows: **§ 80 .330 What are the sampling and testing requirements for refiners and importers?** 

* * * * * (c) * * * (1) For purposes of paragraph (a) of this section, refiners and importers shall use the method provided in § 80 .46(a)(1) or one of the alternative test methods listed in § 80 .46(a)(3) to measure the sulfur content of gasoline they produce or import through De cember 31, 20 . Beginning January 1, 2016 , for purposes of paragraph (a) of this section, refiners and importers shall use an approved method in § 80 .47. * * * * * (d) Test method for sulfur in butane. (1) Refiners and importers shall use the method provided in § 80 .46(a)(2) through December 31, 2015 to measure the sulfur content of butane when the butane constitutes a batch of gasoline

. Beginning January 1, 2016 ,Page 518 of 961

refiners and importe rs shall use an approved method in § 80 .47 to measure the sulfur content of butane when the butane constitutes a batch of gasoline. (2) Except as provided in paragraph (d)(1) of this section, any ASTM sulfur test method for gaseous fuels may be used for quality

assurance testing under § § 80 .340(b)(4) and 80.400, if the protocols of the ASTM method are followed and the alternative test method is correlated to the method provided in § 80 .46(a)(2) through December 31, 20 , or in § 80 .47 beginning January 1, 2016

. * * * * *
28. Section 80.34 0 is amended by revising paragraphs (b)(1 ) and (d) to read as follows : **§ 80.340 What standards and requirements apply to refiners**  **producing gasoline by blending blendstocks into previously certified gasoline (PCG)**  **?**

* * * * * (b) * * * ( 1) The sulfur content of the butane received from the butane supplier must not exceed the following sulfur standards on a per

- gallon basi s as follows: (i)(A) 120 ppm in 2004; (B) 30 ppm from January 1, 2005 through December 31, 2016; and (C) 10 ppm on or after January 1, 2017

. (ii) Except that the per

- gallon sulfur content of butane blended to PCG that is desi gnated as GPA gasoline shall not exceed 150 ppm from January 1, 2004, through December 31, 2006.

* * * * * (d) Refiners who blend onl y blender

- grade pentane into PCG pursuant to the requirements of § 80.85 may meet the sampling and testing requirements by using sulfur test results of the pentane supplier pursuant to the requirements § 80.85, provided that the following requirements are also met: (1) The sulfur content and volume of each batch of gasoline produced is that of the blender

- grade pentane the re finer blends into gasoline for purposes of calculating compliance with the standards in §§ 80.195 and 80.216. (2) If an y of the requirements of this section are not met, in whole or in part, for any pentane blended into gasoline, that pentane is deemed in violation of the gasoline sulfur standards in § 80.85, or § 80.86 , § 80.195, § 80.216 as applicable.
29. Section 80.370 is amended by : a. Revising paragraph (a)(7)(iv). b. Revising paragraph (d)(2). c. Adding paragraph (e). d. Revis ing paragraph (f). **§ 80 .370 What are the sulfur reporting requirements?** Page 519 of 961

* * * * * (a) * * * (7) * * * (iv) The sulfur content of the batch, along with identification of the test method used to measure the sulfur content of the batch, as determined under § 80 .330; and * * * * * (d) * * * (2) Submitted to EPA by March 31 for the prior calendar year averaging period. * * * * * (e) [Reserved] (f) Attest reports. Attest reports for refiner and importer attest engagements required under § 80 .415 shall be s ubmitted to the Administrator b y June 1 of each year for the prior calendar ye ar averaging period. 30. Section 80.385 is amended by revising paragraph (e) to read as follows : **§ 80.385 What acts are prohibited under the gasoline sulfur program ?** 

* * * * * (e) Denatured fuel ethanol violation

. (1) Through December 31, 2016, blend into gasoline an y denatured fuel ethanol with a sulfur content higher than 30 ppm. (2 ) Beginning January 1, 2017 and thereafter, blend into gasoline an y denatured fuel ethanol with a sulfur content higher than 10 ppm. * * * * * **Subpart I**

**— [Amended]**  31. Section 80.511 is amended by revising paragraphs (b)(4) and (b)(10) to read as follows: **§ 80.511 What are the per**  **- gallon and marker requirements that apply**  **to NRLM dies el fuel,**  **ECA marine fuel, and heating oil downstream of the refiner or importer?** 

* * * * * (b) * * * (4) Except as provided in paragraphs (b)(5) through (8) of this section, the per

- gallon sulfur standard of § 80 .510(c) shall appl y to all NRLM diesel fuel beginning August 1, 2014 for all downstream locations other than retail outlets or wholesale purchaser

consumer facilities, shall apply to all NRLM diesel fuel beginning October 1, 2014 for retail outlets and wholesale purchaser

- consumer facilities, and s hall apply to all NRLM diesel fuel beginning December 1, 2014 for all locations. This paragraph (b)(4) does notPage 520 of 961

apply to LM diesel fuel produced from transmix or interface fuel that is sold or intended for sale in areas other than those listed in § 80 .510 (g)(1) or (g)(2), as provided by § 80 .513(f). * * * * * (10) For the purposes of this subpart, on an y occasion where a distributor directly dispenses fuel into vehicles or equipment from a mobile facility such as a tanker truck, the distributor shall be tr eated as a retailer, and the mobile facility shall be treated as a retail outlet.
32. Section 80.572 is amended by revising paragraph (a) to read as follows: **§ 80 .572**  **What labeling requirements apply to retailers and wholesale purchaser**  **- consumers of Mot**  **or Vehicle, NR, LM and NRLM diesel fuel and heating oil beginning June 1, 2010?** 

* * * * * (a) From June 1, 2010 through November 30, 2014, any retailer or wholesale purchaser

- consumer who sells, dispenses, or offers for sale or dispensing, moto r vehicle diesel fuel subject to the 15 ppm sulfur standard of § 80 .520(a)(1), must affix the following conspicuous and legible label, in block letters of no less than 24

- point bold ty pe, and printed in a color contrasting with the background, to each pump stand: UL TRA

- LOW SULFUR HIGHWAY DIESEL FUEL(15 ppm Sulfur Maximum)

Required for use in all highway diesel vehicles and engines. Recommended for use in all diesel vehicles and engines. * * * * *
33. Section 80.573 is amended by revising paragraph (a) t o read as follows: **§ 80 .573**  **What labeling requirements apply to retailers and wholesale purchaser**  **- consumers of NRLM diesel fuel and heating oil beginning June 1,**  **2012?**

* * * * * (a) From June 1, 2012 through September 30, 2014, for pumps dispe nsing NRLM diesel fuel subject to the 15 ppm sulfur standard of § 80 .510(c): UL TRA

- LOW SULFUR NON

- HI GHWAY DIESELFUEL (15 ppm Sulfur Maximum) Required for use in all model year 2011 and later nonroad diesel engines. Recommended for use in all other non

- highway diesel engines. WARNI NG Federal law prohibits use in highway vehicles or engines. * * * * *
34. Section 80.574 is revised to read as follows:Page 521 of 961 **§ 80.574 What labeling requirements apply to retailers and wholesale**  **purchaser -**  **consumers of ECA marine f uel beginning June 1, 2014?**  (a) Any

retailer or wholesale purchaser

- consumer who sells, dispenses, or offers for sale or dispensing ECA marine fuel must prominently and conspicuousl y display in the immediate area of each pump stand from which ECA marine f uel is offered for sale or dispensing, one of the following legible labels, as applicable, in block letters of no less than 24

- point bold ty

pe, printed in a color contrasting with the background: (1) From June 1, 2014 and beyond, for pumps dispensing ECA marine fuel subject to the 1,000 ppm sulfur standard of § 80 .510(k): 1,000 ppm SULFUR ECA MARINE FUEL (1,000 ppm Sulfur Maximum).

For use in Category

3 (C3) marine vessels only

. WARNI NG Federal law prohibits use in any engine that is not installed on a C3 marine vessel; use of fuel oil with a sulfur content greater than 1,000 ppm in an ECA is prohibited except as allowed b y 40 CFR part 1043. (2) The labels required b y paragraph (a)(1) of this section must be placed on the vertical surface of each pump hous ing and on each side that has gallon and price meters. The labels shall be on the upper two

- thirds of the pump, in a location where they are clearl y visible. (b) Alternative labels to those specified in paragraph (a) of this section may be used as approve d by

EPA. Send requests to

– (1) For US Mail : U.S. EPA, Attn: Diesel Sulfur Alternative Label Request, 6406J, 1200 Pennsylvania Avenue, NW, Washington, DC 20460. (2) [Reserved]
35. Section 80.580 is amended by revising paragraph (e) to read as follows : **§ 80**  **.580 What are the sampling and testing methods for sulfur?** 

* * * * * (e) Materials incorporated by reference. The published materials identified in this section are incorporated by reference into this sec tion with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition othe r than that specified in this section, a document must be published in the **Federal Register**  and the material must be available to the public. All approved materials are available for inspection at the Air and Radiation Docket and Information Center (Air Docket) in the EPA Docket Center (EPA/ DC) at Rm. 3334, EPA West Bldg., 1301 Constitution Ave . NW., Washington, DC . The EPA/DC Public Reading Room hour s of operation are 8:30 a.m. to 4:30 p.m., Monday through Friday , excluding legal holidays. The telephone number of the EPA/DC Public Reading Room is (202) 566

– 1744, and the telephone number for the Air Docket is (202) 566

– 1742. These approved materials arePage 522 of 961

also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call ( 202 ) 741

– 60 30 or go to http:// www.archives.gov / federal_register/ code_of_federal_regulations/ ibr_locations.html

. In addition, these materials are available from the sources listed below

. (1) ASTM International material. The following standards are available from ASTM International, 100 Barr Harbor Dr., P.O. Box C700, West Conshohocken, PA 19428

- 2959, (877) 909

–ASTM , or http://www.astm.org : (i) ASTM D2622

- 10 , Standard Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X

- ray Fluorescence Spectrometry , approved February 15, 2010

. (ii) ASTM D4294

- 10 , Standard Test Method for Sulfur in Petroleum and Petroleum Products by

Energy Dispersive X

- ray

Fluorescence Spectrometry , approved February 15, 2010

. ( iii ) ASTM D5453

- 12, Standard Test Method for Determination of Total Sulfur in Li ght Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel, and Engine Oil by Ultraviolet Fluorescence , a pproved November 1, 2012

. (iv) ASTM D6920

- 13, Standard Test Method for Total Sulfur in Naphthas, Distillates, Reformulated Gasolines, Diesels, Biodiesels, and Motor Fuels b y Oxidative Combustion and Electrochemical Detection , approved September 15, 2013

. (2) [Reserved]
36. Section 80.585 is amended by revising paragraph (d)(4) to read as follows: **§ 80.585 What is the process for approval of a test method for**  **determining the sulfur content of diesel or ECA marine fuel?**

* * * * * (d) * * * (4) The approval of an y test method under paragraph (b) of this section shall be valid for five ye ars from the date of approval by the Administrator. After the five year period has ceased, in order for the test method approval to remain valid, the test method must be resubmitted for approval with applicable precision and accuracy information contained in § 80 .584(a) and (b). If, however, the test method is later approved b y a voluntary consensus - based standards body , the approval shall remain valid as long as the conditions of paragraph (a) of this section are met.

* * * * *
37. Section 80.604 is amended by revising paragraphs (f)(3) and ( f) ( 4) to read as follows: **§ 80.604 What are the annual reporting requirements for refiners and**  **importers of NRLM diesel fuel?** Page 523 of 961

* * * * * (f) * * * (3) Except for small refiners subject to § 80 .554(d), submitted to EPA by September 1 each ye ar for the prior annual compliance period. Small refiners subject to the provisions of § 80 .554(d), reports must be submitt ed by September 1 for the previous reporting period. (4) With the exception of reports required under paragraph (b)(3) of this section, no reports will be required under this section after September 1, 2014. **Subpart L --**  **[Amended]** 38. Section 80.1235 is amended by revising paragraphs (a)(6) and (b)(2) to read as follows: **§ 80 .1235 What gasoline is subject to the benzene requirements of this subpart?**  (a) * * * (6) Blendstock that is combined with PCG to produce gasoline must be sampled and tested in acco rdance with the provisions at § 80 .1347(a)(5) or (6). (b) * * * (2) Ox ygenate added to PCG downstream of the refinery that produced the PCG, or downstream of the import facility where the PCG was imported, shall not be included in a refiner’s or importer’ s compliance calculations unless the refiner or importer that produced or imported the PCG complies with the requirements of § 80 .1238(b). On an y occasion where an y person downstream of the refinery or importer that produced or imported PCG adds oxygenate to such product, it shall not include the volume and benzene content of the ox ygen ate in an y compliance calculations or for credit generation under this subpart. * * * * *
39. Section 80.1238 is amended by revising paragraph (b)(1) to read as follows: **§ 80 .1238 How is a refinery’s or importer’s average benzene concentration determined?** 

* * * * * (b) * * * (1) For ox ygenate added to conventional gasoline or CBOB, the refiner or importer must comply

with the requirements of § 80 .101(d)(4)(ii) . The benzene content of theox ygenate must be determined using the applicable test method at § 80.46 through December 31, 2015, and at § 80.47 beginning January 1, 2016

. * * * * *Page 524 of 96 1

40. Section 80.1347 is amended b y revising paragraphs (a)(3)(i) and (a)(5 ) and adding paragraph (a)(6 ) to read as follows: **§ 80**  **.1347 What are the sampling and testing requirements for refiners and importers?**  (a) * * * (3)(i) Each sample shall be tested in accordance with the methodology specified at § 80 .46(e) through December 31, 2015 , to determine its benzene concentration for compliance with the requirements of this subpart. Beginning January 1, 2016 , each sample shall be tested in accordance wi th the methodology specified at § 80.47 to determine its benzene concentration for compliance with the requirements of this subpart. Any negative test result must be reported as zero. * * * * * (5) Previously

certified gasoline (PCG ) may be excluded as follows: (i) Any

refiner who uses PCG to produce gasoline at a refinery , must exclude the PCG for purposes of demonstrating compliance with the benzene standards at § 80 .1230. (ii) To accomplish the exclusion required in paragraph (a)(5)(i) o f this section, the refiner must determine the volume and benzene content of the PCG used at the refinery and the volume and benzene content of gasoline produced at the refinery , and use the compliance calculation procedures in paragraphs (a)(5)(iii) and ( iv) of this section. (iii) For each batch of PCG that is used to produce gasoline the refiner must include the volume and benzene content of the PCG as a negative volume and a positive benzene content in the refiner’s compliance calculations in accordance with the requirements at § 80 .1238. (iv) For each batch of gasoline produced at the refinery using PCG and blendstock, the refiner must determine the volume and benzene content of the combined product and include each batch for purposes of benzene complian ce in the refinery ’s compliance calculations at § 80 .1240 without regard to the presence of previousl y certified gasoline in the batch. (v) The refiner must use an y PCG that it includes as a negative batch in its compliance calculations pursuant to § 80 .12 40 as a component in gasoline production during the annual averaging period in which the PCG was included as a negative batch in the refiner’s compliance calculations. (vi) Any

negative annual average value must be reported as zero. (vii) The refiner must also comply with § 80 .65(i) when producing RBOB or RFG and § 80 .101(g)(9) when producing conventional gasoline. (6) As an alternative to the sampling and testing requirements in paragraph (a)(5) of this section, a refiner who produces gasoline b y blending one or more blendstock s into PCG may sample and test each batch of blendstock when received at the refinery to determine the volume and benzene content, and treat each blendstock receipt as a separate batch for purposes of demonstrating compliance with the benzene standards in § 80 .1230, and for benzene reporting. * * * * *
41. Section 80.1348 is revised to read as follows:Page 525 of 961

**§ 80 .1348 What gasoline sample retention requirements apply to refiners and importers?**  (a) Through December 31, 2015 , the g asoline sample retention requirements specified in subpart H of this part for the gasoline sulfur provisions apply for the purpose of complying with the requirements of this subpart L , except that in addition to including the sulfur test result as provided by § 80 .335(a)(4)(ii), the refiner, importer, or independent laboratory

shall also include with the retained sample the test result for benzene as conducted pursuant to § 80 .46(e). (b) Beginning January 1, 2016 , pursuant to § 80 .47, the gaso line sample retention requirements specified in subpart O of this part for the gasoline sulfur provisions apply for the purpose of complyingwith the requirements of this subpart L , except that in addition to including the sulfur test result as provided by § 80 .335(a)(4)(ii), the refiner, importer, or independent laboratory shall also include with the retained sample the test result for benzene as conducted pursuant to § 80 .4 7

. 42. A new § 80 .1349 is added to subpart Lto read as follows: **§ 80 .1349 Alt**  **ernative sampling and testing requirements for importers who import gasoline into the United States by truck.**  Importers who import conventional gasoline into the United States by truck may

comply with the sampling and testing requirements in § 80 .101(i)(3 ) instead of the requirements to sample and test every batch of gasoline under § 80 .1347. An importer that uses this approach must meet the 0.62 volume percent benzene standard on a per

- gallon basis.
43. Section 80.1354 is amended by revising paragraph s (b)(2 ) and (d)(2 ) to read as follows: **§ 80**  **.1354 What are the reporting requirements for the gasoline benzene program?**

* * * * * (b) * * * (2)(i) The annual average benzene concentration, per § 80 .1 238 , along with identification of the test method(s) used to measure the annual average benzene concentration. (ii) The maximum average benzene concentration, per § 80 .1240(b) , along with identification of the test method(s) used to measure the maximum ave rage benzene concentration. * * * * * (d) * * * (2) Submitted to EPA by March 31 each ye ar for the prior calendar ye ar averaging period. * * * * *Page 526 of 961

**Subpart M**  **-- [Am**  **ended]** 44. Section 80.1407 is amended by revising paragraph (c)(5) to read as follows: **§ 80 .1407 How are the Renewable Volume Obligations calculated?** 

* * * * * (c) * * * (5) Blendstock (including butane , pentane, and gasoline treated as blendstock (GTAB)) that has been combined with other blendstock and/or finished gasoline to produce ga soline. * * * * *
45. Section 80.1451 is amended by revising paragraph s (a)(1) introductory text and (f)(2 ) to read as follows: **§ 80**  **.1451 What are the reporting requirements under the RFS program?** (a) * * * (1) Annual compliance reports for the previous compliance period shall be submitted by March 31 of each year , except as provided in paragraph (a)(1)(xiv) of this section, and shall include all the following information: * * * * * (f) * * * (2) Quarterl y reports shall be submitted by the required deadline as shown in Table 1 of this section

. Any

reports generated by

EMTS must be reviewed, supplemented, and/or corrected if not complete and accurate, and verified by the owner or respo nsible corporate officer prior to submittal. Table 1 follows:

**Table 1 to § 80**  **.1451: Quarterly Reporting Deadlines Calendar Quarter**  **Time Period Covered Quarterly Report Deadline**  Quarter 1 January 1

- March 31 June 1 Quarter 2 April 1

– June 30 Septemb er 1 Quarter 3 July 1

– September 30 December 1 Quarter 4 October 1

– December 31 March 31

* * * * *
46. Section 80.1464 is amended by revising paragraph (d) to read as follows: **§ 80 .1464 What are the attest engagement requirement**  **s under the RFS program?**Page 527 of 961

* * * * * (d) For each compliance ye ar, each party subject to the attest engagement requirements under this section shall cause the reports required under this section to be submitted to EPA by June 1 of the ye ar follow ing the compliance year, except as provided in paragraph (g) of this section

. * * * * *
47. A new subpart O is added to part 80 to read as follows: **Subpart O**

**— Gasoline Sulfur**  Sec. 80.1600 Additional definitions for subpart O. 80.1601 Fuels subject to the provisions of this subpart. 80.1602 Applicability

. 80.1603 Gasoline sulfur standards for refiners and importers. 80.1604 Gasoline sulfur standards and requirements for parties downstream of refiners and i mporters. 80.1605 Deficit carryforward for refiners and importers. 80.1606 [Reserved] 80.1607 Gasoline sulfur standards and requirements for transmix processors and transmix blenders. 80.1608 [Reserved] 80.1609 Ox ygenate b lender requirements. 80.1610 Stan dards and requirements for producers and importers of denatured fuel ethanol and other oxygenates designated for use in transportation fuel

. 80.1611 Standards and requirements for certified ethanol denaturant

. 80.1612 [Reserved] 80.1613 Standards and other requirements for gasoline additive manufacturers and blenders. 80.1614 [Reserved] 80.1615 Credit generation. 80.1616 Credit use and transfer. 80.1617

— 80.1619 [Reserved] 80.1620 Small refiner definition. 80.1621 Small volume refinery definition. 80.1622 Approval for small refiner and small volume refinery status. 80.1623

— 80.1624 [Reserved] 80.1625 Hardship provisions. 80. 1626

— 80.1629 [Reserved] 80.1630 Sampling and testing requirements for refiners and importers. 80.1631 Gasoline, RBOB, and CBOB s ample retention requirements. 80.1632

— 80.1639 [Reserved]Page 528 of 961

80.1640 Standards and requirements that apply to refiners producing gas oline by blending blendstocks into previously certified gasoline (PCG). 80.1641 Alternative sulfur standards and requirements that apply to importers who transport gasoline b y truck. 80.1642 Sampling and t esting requirements for producers and importers o f denatured fuel ethanol and other oxygenates for use by oxygenate blenders

. 80.1643 Sample retention requirements for producers and importers of denatured fuel ethanol. 80.1644 Sampling and t esting requirements for producers and importers of ethanol denaturant designated as suitable for the manufacture of denatured fuel ethanol meeting federal quality requirements. 80.1645 Sample retention requirements for producers and importers of denaturant designated as suitable for the manufacture of denatured fuel ethanol meeting federal quality

requirements

. 80.164 6

— 80.1649 [Reserved] 80.1650 Registration. 80.1651 Product transfer document requirements. 80.1652 Reporting requirements for gasoline refiners , gasoline importers, oxygenate producers, and oxygenate i mporters
. 80.1653 Recordkeeping. 80.1654 California gasoline requirements. 80.1655 National security exemption. 80.1656 Exemptions for gasoline used for research, development, or testing purposes. 80.1657 [Reserved] 80.1658 Requirements for gasoline for us e in American Samoa, Guam, and the Commonwealth of the Northern Mariana Islands. 80.1659 [Reserved] 80.1660 Prohibited acts. 80.1661 What evidence may be used to determine compliance with the prohibitions and requirements of this subpart and liability for violations of this subpart? 80.1662 Liability

for violations

. 80.1663 Defenses for a violation of a prohibited act

. 80.1664 [Reserved] 80.1665 Penalties. 80.1666 Additional requirements for foreign small refiners and foreign small volume refineries. 80.1667 Attest engagement requirements. **Subpart O**

**— Gasoline Sulfur**  **§ 80 .1600**  **Additional definitions for subpart O.** The definitions of § 80 .2 and the following ad ditional definitions apply to this subpart O:Page 529 of 961

California gasoline means any gasoline designated by

a refiner or importer for use in California. Certified ethanol denaturant means ethanol denaturant that meets the requirements of § 80.1611. Certified Su lfur

- FRGAS has the meaning given in § 80 .1666(a)(5). Denatured fuel e thanol (DFE) m eans an alcohol of the chemical formula C 2 H 6 O which contains a denaturant to make it unfit for human consumption, that is produced or imported for use in motor gasoline , and that meets the requirements of § 80 .1610. Ethanol denaturant means previously certified gasoline (including previously certified blendstocks for ox ygenate blending), gasoline blendstocks, or natural gasoline liquids that are added to neat (un

- denatured) ethanol to make it unfit for human consumption in accordance with the requirements of the Alcohol and Tobacco Tax and Trade Bureau of the U.S. Treasury Department. Foreign refiner is a person who meets the definition of re finer under § 80 .2(i) for a foreign refinery

. Foreign refinery means a refinery that is located outside the United States . Note that the United States includes the Commonwealth of Puerto Rico, the Virgin Islands, Guam, American Samoa, and the Commonweal th of the Northern Mariana Islands

. Non

- Certified Sulfur

- FRGAS has the meaning given in § 80 .1666(a)(6). Non

- Sulfur

- FRGAS has the meaning given in § 80 .1666(a)(4). Sulfur

- FRGAS has the m eaning given in § 80 .1666(a)(3). Transmix has the meaning given at § 80 .84(a)(2). Transmix blender has the meaning given at § 80 .84(a)(7). Transmix gasoline product (TGP) has the meaning given at § 80 .84(a)(3). Transmix processing facility has the mean ing given at § 80 .84(a)(4). Transmix processor has the meaning given at § 80 .84(a)(5). **§ 80 .1601**  **Fuels subject to the provisions of this subpart.** (a) For the purposes of this subpart, the following fuels are subject to the standards and requirements of this subpart: (1) Reformulated and conventional gasoline and RBOB, and CBOB (collectively called “gasoline” unless otherwise specified).Page 530 of 961

(2) Any

blendstock blended with PCG, as defined in § 80 .2(d)

. (3) Ox ygenates blended with gasoline, RBOB, or CBOB. (b) For the purposes of this subpart, the following fuels are not subject to the standards and requirements of this subpart: (1) Gasoline that is used to fuel aircraft, racing vehicles o r racing boats that are used only in sanctioned racing events, provided that

– (i) Product transfer documents associated with such gasoline, and any pump stand from which such gasoline is dispensed, identify the gasoline either as gasoline that is restrict ed for use in aircraft, or as gasoline that is restricted for use in racing motor vehicles or racing boats that are used only in sanctioned racing events; (ii) The gasoline is completely segregated from all other gasoline throughout production, distributio n and sale to the ultimate consumer; and (iii) The gasoline is not made available for use as motor vehicle gasoline, or dispensed for use in motor vehicles, except for motor vehicles used only in sanctioned racing events. (2) California gasoline as defined in § 80 .1600 subject to the provisions of § 80 .1654. (3) Gasoline that is exported for sale and use outside the United States

. (4) Exempt fuels under § § 80 .1655 (national security exemptions), 80.1656 (gasoline used for research, development, or testin g purposes), and 80.1658 (gasoline used in American Samoa, Guam, and the Northern Mariana Islands). **§ 80 .1602**  **Applicability .**  (a) The provisions of this s ubpart O shall appl y beginning January 1, 2017, unless otherwise provided

. (b) The standards and requirements for gasoline sulfur under subpart H of this part shall continue to apply

until the gasoline produced or imported by any refiner or importer is required to compl y with the standards and requirements under this subpart O. **§ 80 .1603**  **Gasoline sulfur standards for refiners and importers.** (a) Sulfur standards. (1) Annual average standard. (i) The refinery or importer annual average gasoline sulfur standard is 10.00 parts per million (ppm) or milligrams per kilogram (mg/kg), except as provided in paragraph (a)(1)(iii) of this section. (ii) The averaging period is a calendar year (January 1 through December 31). (iii) The refinery

or importer annual average gasoline sulf ur standard is the maximum average sulfur level allowed for gasoline produced at a refinery or imported by

an importer during each calendar ye ar beginning January 1, 2017, except as provided by the following: (A) The credit use provisions of § 80 .1616. (B) Beginning January 1, 2020, for small refiners and small volume refineries approved pursuant to the provisions of § 80 .1622. Small refiners and small volumePage 531 of 961

refineries will continue to be subject to the provisions of subpart H of this part through Decembe r 31, 2019 (or until compliance with this subpart O begins). (C) Fuels not subject to the standards and requirements of this subpart O as specified in § 80 .1601(b). (iv) The annual average sulfur level is calculated in accordance with paragraph (c) of this section. (2) Per

- gallon cap standard. (i) The refinery or importer per

- gallon cap standard is 80 ppm, on a per - gallon basis except as otherwise provided by this section. (ii) The per

- gallon cap of paragraph (a)(2)(i) of this section is the maximum sulfur level allowed for an y batch of gasoline produced at a refinery or imported by an importer beginning January

1, 2017, except for fuels not subject to the standards and requirements of this subpart O as specified in § 80 .1601(b). (3) Use of Credits

. The ref inery or importer annual average gasoline sulfur standard may be met using credits as provided under § 80 .1616. Credits cannot be used to meet the applicable per

- gallon standard. (b) [Reserved] (c) Calculation of the annual average sulfur level. (1) Th e annual refinery or importer average gasoline sulfur level is calculated as follows:

Where: Sa = The refinery

or importer annual average sulfur level, in ppm (mg/kg). Vi = The volume of gasoline produced or imported in batch i, in gallons. Si = The su lfur content of batch i determined under § 80 .1630, in ppm (mg/kg). n = The number of batches of gasoline produced or imported during the averaging period. i = Individual batch of gasoline produced or imported during the averaging period. (2) The annual average sulfur level calculation in paragraph (c)(1) of this section shall be conducted to two decimal places using the rounding procedure specified in § 80 .9. (d) Ox ygenate added downstream from the refinery or import facility. A refiner or importer may include oxygenate added downstream from the refinery or import facility when calculating the sulfur content of a batch, provided that the following requirements are met : (1) For ox ygenate ad ded to reformulated gasoline, RBOB, conventiona l gasoline, or CB OB, the refiner or importer shall calculate the sulfur content of the batch by volume weighting the sulfur content of the conventional gasoline or CBOB and the sulfur content of the added ox ygenate pursuant to the following requirements : (i) The sulfur content of an y reformulated gasoline, RBOB, conventional gasoline, or CBOB shall be determined by sampling and testing each batch pursuant to § 80.46 or § 80.47 as applicable.Page 532 of 961

(ii) For each complete annual compliance period, the sulfur content of all the oxygenate added downstream of the refinery or import facility

shall be determined by

one of the following methods: (A) Testing the sulfur content of a sample of the ox yg enate pursuant to § 80.46 or § 80.47 , as applicable

. The refiner or importer must demonstrate through records relating to sampling, testing, and blending that the test result was derived from a representative sample of the ox ygenate that was blended with the batch of gasoline or BOB. (B) If the ox ygenate is denatured fuel ethanol, the sulfur content may be assumed to be 5.00 ppm. (iii) For denatured fuel ethanol, the refiner or importer may assume that the denatur ed fuel ethanol was blended with gasoline or BOB at a concentration of 10 volume percent, unless the refiner or importer can demonstrate that a different amount of denatured fuel ethanol was actually

blended with a batch of gasoline or BOB. (iv) The refine r or importer of conventional gasoline or CBOB must comply with the requirements of § 80.101(d)(4)(ii). (v) The refiner or importer of reformulated gasoline or RBOB must comply with the requirements of § 80.69(a). (v i ) Any

reformulated gasoline, RBOB, conv entional gasoline , or CBOB must meet the per

- gallon sulfur standard of paragraph (a)(2) of this section prior to calculating any dilution from the oxygenate added downstream. (vii) The reported volume of the batch is the combined volume of the reformulated gasoline, RBOB, conventional gasoline, or CBOB and the downstream added oxygenate. (2 ) The refiner or importer who first certifies the gasoline, CBOB, or RBOB is the only person who may

account for the downstream addition of oxygenate pursuant to the requ irements of paragraph (d) of this section. On any occasion where any

person downstream of the refinery or importer that produced or imported previously certified gasoline, CBOB or RBOB adds ox ygenate to such product, it shall not include the volume and s ulfur content of the ox ygenate in an y compliance calculations or for credit generation under this subpart O. (e) Exclusions. Refiners and importers must exclude from compliance calculations all the following: (1) Gasoline that was not produced at the refinery or imported by

the importer. (2) In the case of an importer, gasoline that was imported as Certified Sulfur

- FRGAS. (3) Blendstocks transferred to others, except RBOB and CBOB as provided in this subpart O. (4) Previously

certified gasoline ( PCG )

. (5) Gasoline exempted from standards under § 80 .1601(b). (f) Compliance calculation for the annual average sulfur standard. (1) Compliance by a refinery

or importer with the gasoline sulfur annual average standard at paragraph (a)(1) of this section is achieved if, for calendar ye ar y, the compliance sulfur value is less than or equal to 10 times the total gasoline volume produced or imported , as determined by the following equation:

CSVy = (Vy x Sa) + D(y

- 1)

– OCPage 533 of 961

Where: CSVy

= Compliance sulfur value for ye ar y , in ppm

- gallons. Vy = Total gasoline volume produced or imported in year y, in gallons. Sa = Annual average sulfur level calculated in accordance with paragraph (c) of this section, in ppm (mg/kg). D(y

- 1) = Sulfur deficit from the previous reporting period, per § 80 .1605, in ppm

gallons. OC = Sulfur credits obtained by the refinery

or importer, in ppm

- gallons. (2) Sulfur credits used in the calculation specified in paragraph (f)(1) of this section must be used in accordance with the requi rements at § 80 .1616. (3) Compliance with the gasoline sulfur annual average standard at paragraph (a)(1) of this section is not achieved, and a deficit is created per § 80 .1605, if for calendar ye ar y, the compliance sulfur value is greater than 10 times the total gasoline volume produced or imported . The deficit value to be included in the following ye ar's compliance calculation per paragraph (f) of this section is calculated as follows: Dy = CSVy

– (Vy

x 10y) Where: Dy = Sulfur deficit created in compl iance period y, in ppm

- gallons. **§ 80 .1604 Gasoline sulfur standards and requirements for parties downstream of refiners**  **and importers.** (a) The sulfur standard for gasoline at an y downstream location shall be determined in accordance with the provisions of this section. A downstream location is any point in the gasoline distribution sy stem downstream from refineries and import facilities, including, but not limited to, facilities of any of the following parties: (1) Distributors. (2) Carriers. (3) Ox ygen ate blenders. (4) Retailers. (5) Wholesale purchaser

- consumers. (b) Except as otherwise provided in this subpart O, the sulfur content of gasoline at any downstream location shall not exceed 95 ppm, on a per

- gallon basis, beginning January 1, 2017. **§ 8 0**  **.1605 Deficit carryforward for refiners and importers.** (a) Deficit carryforward. A refiner or importer may exceed the annual average sulfur standard for a given calendar year, creating a compliance deficit, provided that , in the calendar year following the year the standard is not met, the refinery or importer

–Page 534 of 961

( 1 ) Achieve s compliance with the annual average sulfur standard in § 80 .1603(a)(1); and ( 2 ) Use s additional sulfur credits sufficient to offset the compliance deficit of the previous year. (b) T he compliance deficit value shall be calculated in accordance with § 80 .1603(f)(3). **§ 80 .1606 [Reserved]**  **§ 80 .1607 Gasoline sulfur standards and requirements for transmix processors and**  **transmix blenders.** Transmix processors and transmix blenders may comply with the following sampling and testing requirements and standards instead of the sampling and testing requirements and standards otherwise applicable to a refiner under this subpart O. (a) Any

transmix processor who recovers transmix gasoline pro duct (TGP) from transmix through transmix processing under § 80 .84(c) must show through sampling and testing (using the methods in § 80 .1630) that the TGP meets the applicable sulfur standards under § 80 .1604(b), prior to the TGP leaving the transmix proce ssing facility

. (b) The sampling and testing required under paragraph (a) of this section shall be conducted following each occasion TGP is produced. (c) Any

transmix processor who produces gasoline by adding blendstock to TGP must, for such blendstock, comply with all requirements and standards that apply to a refiner under this subpart O, and must meet the downstream sulfur standards under § 80 .1604 for the gasoline produced b y blending blendstock and TGP, prior to the gasoline leaving the transmix processing facility

. (d) Any

transmix processor who produces gasoline by blending blendstock into TGP must meet the sampling and testing requirements of this subpart O using one of the following methods : (1 ) Option 1 . ( i) Sample and test the blendstock that will be added to TGP during the compliance ye ar when received at the transmix processing f acility , using the methods specified in § 80 .1630, to determine the volume and sulfur content, and treat each volume of blendstock that is blended into a volume of TGP as a separate batch for purposes of calculating and reporting compliance with the applic able annual average and per

- gallon cap sulfur standards in § 80 .1603. (ii) Use sulfur test results of the blendstock supplier provided that all the following requirements are met: (A) Sampling and testing b y the blendstock supplier is performed using the m ethods specified in § 80 .1630.Page 535 of 961

(B) Testing for the sulfur content of the blendstock in the supplier’s storage tank must be conducted following the last receipt of blendstock into the supplier's storage tank that supplies the transmix processor. (C) The transmix processor must obtain a copy of the blendstock supplier’s test results, reflecting the sulfur content of each load of blendstock supplied to the transmix processor, at the time of each transfer of blendstock to the transmix processor. (D) The transmi x processor must conduct a quality assurance program of sampling and testing for each blendstock supplier. The frequency of blendstock sampling and testing must be one sample for every 500,000 gallons of blendstock received or one sample every

3 months, wh ichever results in more frequent sampling. (iii) If an y of the requirements of paragraph (d)(1)(ii) of this section are not met, in whole or in part, for an y blendstock blended into TGP, the gasoline produced with that blendstock is deemed in violation of the gasoline sulfur standards of this subpart O. ( 2) Option 2

. (i) Sample and test each batch of TGP and determine the volume of the TGP. (ii) Sample and test the gasoline produced b y blending blendstock into TGP, and determine its volume. (iii) Calculate the sulfur content and the volume of the batch b y subtracting the volume and sulfur content of the TGP from the volume and sulfur content of the gasoline after blendstock blending. For purposes of compliance and reporting, the sulfur content shall be the calculated volume and sulfur content of the blendstock, and the applicable standards shall be the average and cap standards in § 80 .1603. The applicable cap standard of the gasoline blend shall be the cap standard under § 80 .1604. (iv) Tests shall be performed using the methods specified in § 80 .1630, to determine the sulfur content of the batch. (v) The su lfur content of each batch of gasoline produced b y blending blendstock into TGP must be no greater than the downstream sulfur standard under § 80 .1604 applicable to the designation of the TGP. (e) Any

transmix blender who produces gasoline b y blending tr ansmix, or mixtures of gasoline and distillate fuel described in § 80 .84(e), into previousl y certified gasoline under § 80 .84(d) must meet the applicable downstream sulfur standards under § 80 .1604 for the gasoline produced by blending transmix and previou sly certified gasoline and the endpoint standard specified in § 80 .84. (f) Any

transmix processor or transmix blender who adds any feedstock to its transmix other than gasoline, distillate fuel, or gasoline blendstocks from pipeline interface must meet al l requirements and standards that apply to a refiner under this subpart O for all gasoline it produces during a compliance period. **§ 80 .1608 [Reserved]**  **§ 80 .1609 Oxygenate blender requirements.** Page 536 of 961

(a) Ox ygenate blenders who blend only ox ygenate that complies with the requirements of paragraph (b) of this section into gasoline downstream of the refinery that produced the gasoline or the import facility where the gasoline was imported are not subject to the refiner or importer requirements of this subpart for such gasoline , but are subject to the requirements and prohibitions applicable to downstream parties in this subpart

. Such oxygenate blenders are subject to the requirements of paragraph (b) of this section, the requirements and prohibitions applicabl e to downstream parties, the requirements of § 80 .1603(d)(4), and the prohibition specified in § 80 .1660(e). (b) Beginning January 1, 2017, the DFE or other oxygenate used must compl y with the requirements of § 80 .1610 and all of the other requirements o f Subart O

. Prior to January 1, 2017, DFE is subject to the sulfur requirements of § 80 .385(e). **§ 80.1610 Standards and requirements for producers**  **and importers of**  **denatured fuel ethanol and other oxygenates designated**  **for use in**  **transportation fuel .**  Beginning January

1, 2017, producers and importers of denatured fuel ethanol (DFE) or other oxygenates designated for use in transportation fuel must comply with the following requirements: (a) Standards. (1) The sulfur content must not be greater than 10 ppm. (2) The DFE or other ox yge nate must be composed solely of carbon, h ydrogen, nitrogen, ox ygen and sulfur. (3) In the case of DFE, onl y previously certified gasoline (including previou sly certified blendstocks for oxygenate blending ) , gasoline blendstocks, or natural gas liquids may be used as denaturants. (4) The concentration of all denaturants used in DFE is limited to a maximum of 3.0 volume percent. (b) Registration. Unless registered under § 80 .1450, the producer or importer of DFE or other ox ygenate must register with EPA pursuant to the requirements of § 80 .1650. (c) PTDs. Inaddition to any other product transfer document requirements under this part, on each occasio n when any person transfers custody

or title to any

oxygenate upstream of an y ox ygenate blending facility, the transferor shall provide to the transferee product transfer documents which include the following information: (1) For DFE, “ D enatured fuel ethanol , maximum 10 ppm sulfur. ”; or (2) For ox ygenates other than DFE, The name of the specific ox ygenate must be identified on the PTD , f

ollowed by

“maximum 10 ppm sulfur”. (3) PTDs that are complaint with the requirements in paragraph (c) of this section must be transferred from each party transferring ox ygen ate to each party that receives oxygenate through to the oxygenate blender. (4) Alternative PTD language to that specified in paragraphs (c ) (1) and ( 2 ) of this section may

be used as approved by

EPA.Page 537 of 961

(d) Batch numbers. Every batch of oxygenate produced or imported at oxygenate production or import facility shall be assigned a numb er (the “batch number”), consisting of the EPA

- assigned ox ygenate producer or importer registration number, the EPA facility registration number, the last two digits of the year in which the batch was produced, and a unique number for the batch, beginning with the number one for the first batch produced or imported each calendar ye ar and each subsequent batch during the calendar year being assigned the next sequential number (e.g ., 4321

– 54321

– 95

– 000001, 4321

– 54321

– 95

– 000002, etc.)

. An alternative batch numbering protocol may be used as approved b y the Administrator. (e) Annual Reports. Submit annual reports to EPA pursuant to the requirements of § 80 .1652

. **§ 80 .1611**  **Standards and requirements for certified**  **ethanol denaturant .**  Producers and importers of ethanol denaturant that is suitable for the manufacture of denatured fuel ethanol (DFE) meeting feder al quality requirements may

designate the denaturant as certified ethanol denaturant if the following requirements are met
. (a) Standards. (1) The sulfur content must not be greater than 330 ppm as determined in accordance with the test requirements of § 80 .1630

. If the denaturant manufacturer represents a batch of denaturant as having a sulfur content of less than 330 ppm in the PTD, then the actual sulfur content must be no greater than the stated value as determined in a ccordance with the requirements of § 80.1644. (2) The ethanol denaturant must be composed solely of carbon, h ydrogen, nitrogen, oxygen and sulfur. (3) Only previously

certified gasoline (including previously certified blendstocks for oxygenate b lending) , gasoline blendstocks, or natural gas liquids may be used as denaturants. (b) Registration. Unless registered under § 80.76, § 80.103, or § 80 .1450, the producer or importer of ethanol denaturant must register with EPA pursuant to the requirements of § 80.1650. (c) PTDs. Inaddition to any other prod uct transfer document requirements under this part 80, on each occasion when any person transfers c ustody or title to any

ethanol denaturant designated as suitable for the production of DFE meeting federal quality requirements upstream o f a DFE production or import facility , the transferor shall provide to the transferee product transfer documents which include all the following information

. (1) The following statement: “ Certified Ethanol Denaturant suitable for use in the manufacture of denatured fuel eth anol meeting EPA stand ards. ”

. (2) If the certified ethanol denaturant manufacturer represents that a batch of ethanol denaturant has sulfur content less than 330 ppm, then either the actual sulfur content of the denaturant must be clearl y stated on the PTD, or the PTD must state the sulfur content is 330 ppm or less

.Page 538 of 961

(3 ) Alternative PTD language to that specified in paragraph (c ) (1) of this section may be used as approved b y EPA. (d) Batch numbers. Every batch of certified ethanol denaturant produced or imported at ox ygenate production o r import facility shall be assigned a number (the “batch number”), consisti ng of the EPA

- assigned ethanol denaturant producer or importer registration number, the EPA facility registration number, the last two digits of the year in which the batch was prod uced, and a unique number for the batch, beginning with the number one for the first batch produced or imported each calendar ye ar and each subsequent batch during the calendar ye ar being assigned the next sequential number (e.g. 4321

– 54321

– 95

– 000001, 4321

– 54321

– 95

– 000002, etc.)

. **§ 80 .1612**  **[Reserved] § 80**  **.1613 Standards and other requirements for gasoline additive manufacturers and blenders.**  Gasoline additive manufacturers and blenders must meet the following requirements: (a) Gasoline additive manufacturers, as defined in 40 CFR 79.2(f), who manufacture additives with a maximum allowed treatment rate of 1.0 volume percent or less must me et all the following requirements: (1 ) The additive must contribute no more than 3 ppm on a per gallon basis to the sulfur content of ga soline when used at the maximum recommended treatment rate. ( 2 ) The additive manufacturer must maintain records of its additive production quality control activities which demonstrates that the sulfur content of additive production batches complies with the sulfur requirement in paragraph (a)(1) of this section and make these records available to EPA upon request. ( 3 ) The maximum treatment rate on the product transfer document for the additive must state all the following: (i) The maximum registered concentration. (ii) The maximum allowed treatment rate which corresponds to the maximum registered concentration. The maximum allowed concentration must be less than 1.0% by volume

. (b) Any

person who blends an additive that meets the requirements of paragraph (a) in this section into PCG is not subject to any requirement of this subpart O, except the downstream gasoline sulf ur standard of § 80.1604(b) and the prohibition in § 80.1660(f) , if all the following conditions are met: (1) The person blends the additive to PCG at a concentration of less than 1.0% by volume. (2) The person does not add any other blendstoc k or additive except for oxygenates meeting the requirements of § 80.1610 and additives meeting the requirements of this section to PCG.Page 539 of 961

(c) Any

person who blends any

additive that does not meet the requirements of paragraphs (a) and (b) of this sectio n, is subject to all of the requirements of this subpart O, including the standards and requirements at § 80.1640 that apply to refiners producing gasoline by

blending blendstocks into PCG. ( d) Ox ygenate s subject to the 10 ppm per

- ga llon sulfur standard and the requirements of § 80 .1610 are not subject to the provisions of this section. On an y occasion where the additive blender is solel y acting as an ox ygenate blender, as defined in § 80 .2(mm), it is subject to the downstream gasoline sulfur standard of § 80 .1604(b ) and the prohibition in § 80 .1660(e ).

**§ 80**  **.1614 [Reserved] § 80**  **.1615 Credit generation.** (a) Any

of the following entities may generate credits under this subpart O : (1) U.S. refiners, including small refiners under § 80 .1620, and refiners owning small volume refineries under § 80 .1621

. (2) Importers. (3) Credits may

not be generated by

transmix processors, producers or blenders of ethanol and other ox ygenates, butane blenders using the flexibilities in § 80 .82 , or pentane blenders using the flexibilities in § 80 .85

. (b) Beginning with the 2014 annual averaging period, the number of credits generated for use in compl yi ng with the annual average standards of either subpart H of this part or § 80 .16 03(a) shall be calculated annually for each a

pplicable averaging period according to the following equation (pursuant to § 80.310) : CR a = V a × (S Credit − S a) Where: CR a = Credits generated for the averaging period. V a = Total annual volume of gasoline produced at a refinery or imported during the averaging period. S Credit =30.00 ppm. S a = Actual annual average sulfur level, calculated in accordance with the provisions of § 80.205, for gasoline produced at a refinery or imported during the averaging period, exclusive of any credits. The value of S a must be less than 30.00. (c) Except as provided in paragraph (d) of this section, beginning with the 2017 annual averaging period , the number of credits generated for use in compl yi ng with the annual average standards of § 80.1603(c)(1) shall be calculated annuall y for each applicable averaging period according to the following equation: CR a = V a × (10 − S a) Where:Page 540 of 961 CR a = Credits generated for the averaging period for use in complying with the annual average standards of § 80 .16 03(a). V a = Total annual volume of gasoline produced at a refinery or imported during the averaging period. S a = Actual annual average sulfur level, calculated in accordance with the provisions of § 80.1603(c)(1), for gasoline produced at a refinery or imported during the averaging period, exclusive of any credits. The value of S a must be less than 10.00. (d) For approved small refiners and small volume refineries onl y, the number of credits generated from January 1, 2017 through December 31, 2019 shall be calculated annually for each applicable averaging period as follows: (1) If a small refiner or small volume refinery has an annual average sulfur level (S a) (S a) less than 30.00 ppm but greater than 10.00 ppm fro m January 1, 2017 through December 31, 2019 , the refiner may generate credits using the equation specified in paragraph (b) of this section for use in complying with the annual average standards of subpart H of this part. (2) If a small refiner or small volume refinery has an annual average sulfur level (S a) less than 10.00 ppm from January 1, 2017 through December 31, 201 9, the refiner may generate credits using the equation specified in paragraph (c) of this section for use in complying with the annual average standards of § 80 .16 03(c)(1) and the following equation for compl yi ng with the annual average standards of sub part H of this part: CRT2 = V a × (20.00) Where: CRT2 = Credits generated for the averaging period for use in compl yi ng with the annual average standards of subpart H of this part only

. V a = Total annual volume of gasoline produced at a refinery or importe d during the averaging period. (For example: A small refiner with an annual average sulfur level of 8 ppm in 2018 may generate CRa = 2 ppm

- volume credits (10

- 8) for compliance with the annual average standards of § 80 .16 03(c)(1) plus CRT 2 = 20 ppm

- volume credits (30

- 10 ) for compliance with the annual average sulfur standards of subpart H of this part.). (3) Beginning January 1, 2020, small refiners and small volume refineries must follow paragraph (c) of this section for calculating credits under this subpart O. ( e ) No credits shall be generated

– (1) Under paragraphs (b), (c) and (d) of this section unless the value of CRa is positive. (2) Under paragraph (d)(2) of this section unless the value of CRT2 is positive. ( f ) The value s of CR a and CRT2 shal l be rounded to the nearest ppm

- gallon in accordance with the rounding procedure specified in § 80 .9. ( g ) A refiner or importer that include s downstream added ox ygenates in its RFG or conventional gasoline volume under the provisions of § § 80 .69 and 80.10 1(d)(4), respectivel y and §§ 80.340 and 80.1603(d) , shall include the downstream addedPage 541 of 961

oxygenate for the purpose of generating credits under paragraphs (b) through (d) of this section

. **§ 80 .1616 Credit use and transfer.**  (a) Credit use. (1) Onl y refiners and importers may generate, use, transfer or own credits g enerated under this subpart O. (2) CR a cr edits generated pursuant to subpart H of this part in the 2012 and 2013 averaging periods and generated pursuant to § 80.1615 may be used by

refiners and importers to meet the applicable annual average sulfur standards of § 80 .1603(a)(1). ( 3 ) CR a cr edits generated under § 80.1615 may be used to meet the requirements of either subpart H of this part or this subpart O, sub ject to the credit life restrictions in paragraph (b) of this section. (5) Cr edits generated under § 80.1615(c) may onl y be used to meet the requirements of this subpart O. (6) CRT2 credits generated under § 80.1615(d) may only be used to meet the requirem ents of subpart H of this part. (b) Credit life. ( 1 ) E xcept as provided in paragraph (b)(2) of this section, credits are valid for use for five ye ars after the ye ar in which they are generated. (2) C redits generated under § 80 .1615(b) through (d) ar e valid for use for five years after the ye ar in which they are generated, except that any CR a credits generated in 2015 and 2016 and an y remaining CRT2 credits w ill expire and become invalid after March 31 , 2020, when the 2019 annual compliance report is due

. ( 3) A refiner or importer possessing credits must use all credits prior to falling into a compliance deficit. ( 4) In no case may

a credit be transferred more than twice before being used or terminated. ( c ) Credit transfers. (1) Credits obtained from other refiners or importers may be used to meet the annual average standards of this subpart O, if all the following conditions are met: (i) The credits are generated and reported according to the requirements of this subpart O. (i i) The credits are used in compliance with the limitations regarding the appropriate periods for credit use pursuant to paragraph (a) of this section. (iii) Any

credit transfer takes place by March 31 following the calendar year averaging perio d when the credits are used. (iv) The credit has not been transferred between EPA registered companies more than twice. The first transfer by the refiner or importer who generated the credit (“transferor”) may onl y be made to a refiner or importer who int ends to use the credit (“transferee”) ; if the transferee cannot use the credit, it may make the second, and final, transfer onl y to a refiner or importer who intends to use the credit. Credit transfers that occur within a compan y are unlimited.Page 542 of 961

(v) The cr edit transferor must apply an y credits necessary

to meet the transferor ’ s applicable average standard before transferring credits to any other refiner or importer. (vi) The credit transferor does not create a negative credit balance as a result of the credit transfer. (vii) Each transferor must supply to the transferee records i ndicating all the following: (A) The years the credits were generated. (B) The identity

of the refiner or importer who generated the credits. (C) The identity

of the transferring party (if it is not the same party that generated the credits). (2) In the case of credits that have been calculated or created improperl y, or are otherwise determined to be invalid, all the following provisions appl y: (i) Invalid credits cannot be used to achieve compliance with the transferee ’ s averaging standard, regardless of the transferee ’ s good faith belief that the credits were valid. (ii) The refiner or importer who used the credits, and any transferor of the credits, must adjust their credit records and reports and sulfur calculations as necessary to reflect the proper credits. (iii) Any

properl y created credits existing in the transferor ’ s credit balance after correcting the credit balance, and after the tran sferor applies credits as needed to meet the average standard at the end of the compliance ye ar, must first be applied to correct the invalid transfers before the transferor trades or banks the credits. (3) CRT2 credits generated under § 80.1615(d) from January 1, 2017 through December 31, 2019 may

only be traded to and ultimately used from January

1, 2017 through December 31 b y small refiners and small volume refineries approved under § 80.1622. **§ 80 .1620 Small refiner definition.**  (a) For the purposes o f this subpart O, a gasoline small refiner is defined as any refiner who meets all the following criteria and has been approved by EPA as a small refiner per § 80 .1622: (1) Produces gasoline at its refineries b y processing crude oil through refinery pro cessing units. (2) Employed an average of no more than 1,500 people, based on the average number of employees for all pay

periods for calendar year 201 2 for all subsidiary companies, all parent companies, all subsidiaries of the parent companies, and all joint venture partners. (3) Had a corporate

- average crude oil capacit y less than or equal to 155,000 barrels per calendar day

(bpcd) for 201 2

. (b) For the purposes of this section, the term “refiner” shall include foreign refiners. (c) The number of employees and crude oil capacity under paragraph (a) of this section shall be determined as follows:Page 543 of 961

(1) The refiner shall include the employees and crude oil capacity of an y subsidiary companies, an y parent company and subsidiaries of the parent company in which the parent has 50 percent or greater ownership, and any joint venture partners. (2) For an y refiner owned b y a governmental entity, the number of employees and total crude oil capacity as specified in paragraph (a) of this section shall include all employees and crude oil production of the government to which the governmental entity is a part. (d) Notwithstanding the provisions of paragraphs (a) and (e)(1) of this section, a refiner that acquires or reactivates a refinery that was shut down or n on - operational during calendar ye ar 2011, may apply for small refiner status under this subpart O. (e) The following are ineligible for small refiner provisions under this subpart O : (1) Refiners with refineries built or started up on or after January 1, 201 2

. (2) Persons who exceed the employee or crude oil capacity criteria under this section on January

1, 201 2 , but who meet these criteria after that date, regardless of whether the reduction in employees or crude oil capacity is due to operationa l changes at the refinery or a compan y s ale or reorganization. (3) Importers. (4) Refiners who produce gasoline other than by processing crude oil through refinery processing units. (f)(1) A refiner approved as a small refiner under § 80 .1622 who subseque ntly ceases production of gasoline from processing crude oil through refinery processing units, employ s more than 1,500 people, or exceeds the 155,000 bpcd crude oil capacity limit after January

1, 201 2 as a result of merger with or acquisition of or b y another entity , is disqualified as a small refiner, except as provided for under paragraph (f)(4) of this section. If such disqualification occurs, the refiner shall notify EPA in writing no later than 20 day s following the disqualifying event. (2) Except as provided under paragraph (f)(3) of this section, an y refiner whose status changes under this paragraph (f) shall meet the applicable standards of § 80 .1603 within a period of up to 30 months from the disqualifying event for any of its refineries that were previously

subject to the small refiner standards of § 80 .1623. (3) A refiner may

appl y to EPA for up to an additional six months to comply with the standards of § 80 .1603 if more than 30 months would be required for the necessary engineering, permitting, construction, and start

- up work to be completed. Such applications must include detailed technical information supporting the need for additional time. EPA will base a decision to approve additional time on information provided b y the refiner and o n other relevant information. (4) Disqualification under this paragraph (f) of this section shall not apply in the case of a merger between two previously approved small refiners. (5) If a refiner receives a delay per paragraphs (f)(2) and/or (f)(3) of thi s section, the refiner may

not generate gasoline sulfur credits under this subpart O during that 30 or 36 month period. (6) All written notifications to EPA should be submitted to the address listed in § 80 .1622.Page 544 of 961

**§ 80 .1621 Small volume refinery**  **definition.** (a) For the purposes of this subpart O, a gasoline small volume refinery is defined as any refinery that meets all the following criteria, and has been approved b y EPA as a small volume refinery

per § 80 .1622: (1) Produces gasoline b y proce ssing crude oil through refinery processing units. (2) The average aggregate daily crude oil throughput, including feedstocks derived from crude oil, for the calendar ye ar 201 2 (as determined by dividing the aggregate throughput for the calendar year b y the number of days in the calendar ye ar) does not exceed 75,000 barrels. Throughput means the total crude oil feedstock input into the refinery less volumes injected into the crude oil supply after refinery

processing. (b) The following are ineligible for the small volume refinery provisions under this subpart O : (1) Refineries built or started up on or after January 1, 201 3

. (2) Persons who exceed the crude oil throughput under this section for calendar year 201 2 but who meet these criteria aft er that date, regardless of whether the reduction in crude oil capacity is due to operational changes at the refinery or a company

sale or reorganization. (3) Importers. (4) Refineries that produce gasoline other than b y processing crude oil through refine ry processing units. **§ 80 .1622 Approval for small refiner and small volume refinery status.**  (a) Applications for small refiner or small volume refinery status under this subpart O must be submitted to EPA by January 1, 2015

. (b) To qualify

for small refiner status under this subpart a refiner must submit an application to EPA containing all the following information for the refiner and for all subsidiary

companies, all parent companies, all subsidiaries of the parent companies, and all joint venture partners: (1)(i) A listing of the name and address of all compan y l ocations for the period January 1, 201 2 through December 31, 201 2

. (ii) The average number of employees at each location, based on the number of employees for each pay

period for th e period January 1, 201 2 through December 31, 201 2

. (iii) The ty

pe of business activities carried out at each location. (iv) For joint ventures, the total number of emplo ye es includes the combined employee count of all corporate entities in the venture. (v ) For government

- owned refiners, the total employee count includes all government employees.Page 545 of 961

(2)(i) The total corporate crude oil capacity of each refinery as reported to the Energy In formation Administration (EIA) of the U.S. Department of Energy (DOE), f or the period January

1, 201 2 through December 31, 201 2 . The information submitted to EIA is presumed to be correct. In cases where a company disagrees with this information, the compan y may petition EPA with appropriate data to correct the record when the compan y submits its application. (ii) Foreign small refiners applying for approval under this section must send the total corporate crude oil capacity of each refinery

for the period January

1, 201 2 through December 31, 201 2 , to the addr ess listed in paragraph (g) of this section. (3) The application must be signed b y the president, chief operating or chief executive officer of the company , or his/her designee, stating that the information is true to the best of his/her knowledge, and that the company owned the refinery

as of December 31, 201 2

. (4) Name, address, phone number, facsimile number, and e

- mail address of a corporate contact person. (c) To qualify

for small volume refinery status under this subpart, a refiner must submit an app lication to EPA containing all the following information for the refinery , or refineries, for which the refiner is appl yi ng for small volume refinery status: (1) A listing of the name and address of each small volume refinery owned by

the compan y. (2)(i ) The total crude throughput of each small volume refinery , defined as the total crude oil feedstock input into the refinery less the volumes injected into the crude oil supply after refinery

processing, as reported to EIA, for the period January 1, 201 2 through December 31, 201 2 . The information submitted to EIA is presumed to be correct. In cases where a company disagrees with this information, the company may petition EPA with appropriate data to correct the record when the company submits its applicat ion. (ii) Foreign refiners appl yi ng for small volume refinery approval under this section must send the total crude throughput of each small volume refinery , defined as the total crude oil feedstock input into the refinery less the volumes injected into th e crude oil supply after refinery

processing of each refinery for the period January

1, 201 2 through December 31, 201 2 , to the address listed in paragraph (g) of this section. (3) The application must be signed b y the president, chief operating or chief executive officer of the company , or his/her designee, stating that the information is true to the best of his/her knowledge, and that the company owned the refinery

as of December 31, 201 2

. (4) Name, address, phone number, facsimile number, and e

- mail address of a corporate contact person. (d) For foreign refiners, the small refiner or small volume refinery status application must contain all of the elements required in paragraph (b) or (c) of this section, as applicable, must demonstrate co mpliance with § 80 .1620, and must be submitted by June 1, 2016 to the address listed in paragraph (g) of this section.Page 546 of 961

(e) A refiner who qualifies as a small refiner or small volume refinery under this subpart and subsequentl y fails to mee t all the qualifying criteria as set out in § § 80 .1620 and 80.1621 will be disqualified pursuant to § 80 .1620(f) or § 80 .1621(d). (1) In the event such disqualification occurs, the refiner shall notify EPA in writing no later than 20 day s following the disqualifying event. (2) Disqualification under this paragraph (e) shall not apply in the case of a merger between two approved small refiners. (3) Any

refiner that acquires a refinery from another refiner with approved small refiner or small volume refine ry status under this subpart shall notify EPA in writing no later than 20 day s following the acquisition. (f) If EPA finds that a refiner provided false or inaccurate information in its small refiner status or small volume refinery status application unde r this subpart, the refiner ’ s small refiner or small volume refinery status will be void as of the effective date of this subpart. (g) Small refiner and small volume refinery status applications, and any other correspondence required by this sect ion, § 80 .1620, or § 80 .1621 shall be sent to the following address : U.S. EPA

— Attn: Tier 3 Program (Small Refiner/Small Volume Refinery Application), 6406J, 1200 Pennsylvania Avenue, NW., Washington, DC 20460. **§ §**  **80 .1623** 

**— 80.1624**  **[Reserved] § 80**  **.1625 Hardship provisions.** EPA may , at its discretion, grant a refiner of gasoline that processes crude oil through refinery processing units, for one or more of its refineries, temporary relief from some or all of the provisions of this subpart. (a) Extreme hardship circumstances. (1) EPA may, at its discretion, grant a refiner of gasoline that processes crude oil through refinery processing units, for one or more of its refineries, temporary

relief from some or all of the provisions of this subpart. EPA may grant such relief provided that the refiner demonstrates all the following: (i) Unusual circumstances exist that impose extreme hardship and significantly affect the refiner ’ s ability

to comply

by the applicable date. (ii) It has made best efforts to comply with the requirements of this subpart. (2) The application must specify the factors that demonstrate a significant economic hardship and must provide a detailed discussion regarding the inability of the refinery

to produce gasoline meeting the requirements of § 80 .1603. Such an application must include, at a minimum, all the following information: (i) Documentation of efforts made to obtain necessary financing, including all the following:Page 547 of 961

(A) Copies of loan applications for the necessary financing of the construction of a ppropriate sulfur reduction technology and other equipment procurements or improvements. (B) If financing has been disapproved or is otherwise unsuccessful, documents supporting the basis for that disapproval and evidence of efforts to pursue other means o f financing. (ii) A detailed analy sis of the reasons the refinery is unable to produce gasoline meeting the standards of this subpart O in 2017, including costs, specification of equipment still needed, potential equipment suppliers, and efforts already co mpleted to obtain the necessary

equipment. (iii) If unavailability of equipment is part of the reason for the inability to comply, a discussion of other options considered, and the reasons these other options are not feasible. (iv) If relevant, a demonstration that a needed or lower cost technology is immediately unavailable, but will be available in the near future, and full information regarding when and from what sources it will be available. (v) Schematic drawings of the refinery configuration as of January 1, 2011, and as of the date of the hardship extension application, and any planned future additions or changes. (vi) If relevant, a demonstration that a temporary unavailability

exists of engineering or construction resources necessary for design or i nstallation of the needed equipment. (vii) A detailed analy sis of the reasons the refinery is unable to use credits to meet the gasoline standards of this subpart O, including all avenues pursued to generate and/or procure credits, their cost, and ability to finance them. (viii) A discussion of an y sulfur reductions that can be achieved from current levels. (ix) The date the refiner anticipates compliance with the standards in § 80 .1603 can be achieved at its refinery

. (x) An anal ys is of the economic impact of compliance on the refiner ’ s business (including financial statements from the last 5 years, or for any time period up to 10 ye ars, at EPA ’ s request). (xi) Any

other information regarding other strategies considered, including strategies o r components of strategies that do not involve installation of equipment, and why meeting the standards in § 80 .1603 beginning in 2017 (or 2020 for approved small refiners and small volume refineries) is infeasible. (3) Hardship applications under this paragraph (a) must be submitted to EPA by January 1, 2016 to the address listed in paragraph (d) of this section. (b) Extreme unforeseen circumstances hardship. (1) In appropriate extreme, unusual, and unforeseen circumstances (for example, natural disaster or refinery fire) which are clearl y outside the control of the refiner or importer and which could not have been avoided b y the exercise of prudence, diligence, and due care, EPA may permit a refiner or importer, for a brief period, to dis tribute gasoline which does not meet the requirements of this subpart for all the following reasons: (i) It is in the public interest to do so (e.g., distribution of the nonconforming gasoline is necessary

to meet projected shortfalls which cannot otherwise be compensated for).Page 548 of 961

(ii) The refiner or importer exercised prudent planning and was not able to avoid the violation and has taken all reasonable steps to minimize the extent of the nonconformity

. (iii) The refiner or importer can show how the require ments for making compliant gasoline, and/or purchasing credits to partiall y or completely offset the nonconformity, will be expeditiously

achieved. (iv) The refiner or importer agrees to make up any air quality detriment associated with the nonconforming g asoline, where practicable. (v) The refiner or importer pay s to the U.S. Treasury an amount equal to the economic benefit of the nonconformity minus the amount expended pursuant to paragraph (b)(1)(iv) of this section, in making up the air quality detriment. (2) The hardship application must meet all other applicable requirements of this section, except paragraph (a) of this section. (c) Applications . (1) The hardship extension application must contain a letter signed by the president or the chief operatin g officer or chief executive officer of the compan y, or his/her designee, stating that the information contained in the application is true to the best of his/her knowledge. ( 2 ) Hardship applications under this section must be submitted in writing to the following address : U.S. EPA

—

Attn: Tier 3 Program (Hardship Application), 6406J, 1200 Pennsylvania Avenue, NW., Washington, DC 20460. **§§ 80.1626** 

**— 80.162**  **9 [Reserved]**  **§ 80 .1630 Sampling and testing requirements for refiners**  **, gasoline**  **importers** and producers and importers of certified ethanol denaturant **.** (a) Sample and test each batch of gasoline and certified ethanol denaturant

. (1) Refiners and importers shall collect a representative sample from each batch of gasoline produced or imported and test each sample to determine its sulfur content for compliance wi th requirements under this subpart prior to the gasoline leaving the refinery or import facility , using the sampling and testing methods provided in this section or § § 80 .8 (sampling) and 80.47 (testing). (2) Producers and importers of certified ethanol denaturant shall collect a representative sample from each batch of certified ethanol denaturant produced or imported and test each sample to determine its sulfur content for compliance with requirements under this subpart prior to the certified ethanol denaturant leaving the certified ethanol denaturant production or import facility , using the sampling and testing methods provided in this section or § § 80 .8 (sampling) and 80.47 (testing). ( 3 ) Except as provided in paragraph (a)( 4 ) of this section, the requi rements of this section apply

beginning January

1, 2017 for gasoline refiners and importers

. For producers and importers of certified ethanol denaturants, the requirements of this section apply beginning January

1, 2017, or the first date that certified ethanol denaturant is introduced into commerce, whichever is earlier.Page 549 of 961

( 4 )(i) Beginning January 1, 2017, any

refiner who produces gasoline using computer

controlled in

- line blending equipment is exempt from the requirement of paragraph (a)(1) of this sect ion to obtain the test results required under paragraph (a)(1) of this section prior to the gasoline leaving the refinery , provided that the refiner obtains an exemption from this requirement from EPA. To obtain such exemption, the refiner must

– (A) Have been granted an in

- line blending exemption under § 80 .65(f)(4); or (B) If the refiner has not been granted an exemption under § 80 .65(f)(4), submit to EPA all of the information required under § 80 .65(f)(4)(i)(A). A letter signed by the president, chief operating officer or chief executive officer of the company , or his/her designee, stating that the information contained in the submission is true to the best of his/her belief must accompany any submission under this paragraph (a)( 4 )(i)(B). (ii) Refiners who seek an exemption under paragraph (a)( 4 )(i) of this section must comply with an y EPA request for additional information or any other requirements that EPA includes as part of the exemption. (iii) Within 60 days of EPA ’ s receipt of a submission under paragraph (a)( 4 )(i)(B) of this section, EPA will notify the refiner if the exemption is not approved or of any deficiencies in the refiner ’ s submission, or if any additional information is required or other requirements are included in the exemption pursuant to paragraph (a)( 4 )(ii) of this section. In the absence of such notification from EPA, the effective date of an exemption under paragraph (a)( 4 )(i) of this section for refiners who do not hold an exemption under § 80 .65(f)(4) is 60 day s from EPA ’ s receipt of the refiner ’ s submission under paragraph (a)( 4 )(i)(B) of this section. (iv) EPA reserves the right to modify the requirements of an exemption under paragraph (a)( 4 )(i) of this section, in whole or in part, at any time, if EPA d etermines that the refiner ’ s operation does not effectivel y or adequately control, monitor or document the sulfur content of the refinery ’ s gasoline production, or if EPA determines that any other circumstances exist which merit modification of the requirements of an exemption, such as advancements in the state of the art for in

- line blending measurement which allow for additional control or more accurate monitoring or documentation of sulfur content. If EPA finds that a refiner provided false or inaccurate information in any submission required for an exemption under this section, upon notification from EPA, the refiner ’ s exemption will be void ab initio

. (b) Sampling methods. For purposes of paragraph (a) of this section, refiners , gasolin e importers , and producers and importers of certified ethanol denaturant shall sample each batch of gasoline by using one of the methods specified in § 80 .8

. Alternative methods for sampling batches of certified ethanol denaturant may be used as approved b y the Administrator

. (c) Test method for measuring sulfur content of gasoline and certified ethanol denaturant

. (1) For purposes of paragraph (a) of this section, refiners , gasoline importers , and producers and importers of certified ethanol denaturant shall use the method provided in § 80 .47, as applicable, to measure the sulfur content of gasoline or certified ethanol denaturant they

produce or import. (2) Sulfur content shall be reported to the nearest ppm.Page 550 of 961

(3) Alternative methods for the measur ement of the sulfur content of certified ethanol denaturants may

be used as approved by

the Administrator. **§ 80**  **.1631 Gasoline, RBOB, and CBOB s**  **ample retention requirements.** (a) Sample retention requirements. Beginning January 1, 2017, or January

1 of the first year credits are generated under § 80 .1615, whichever is earlier, any refiner or importer shall do all the following: (1) Collect a representative portion of each sample analyzed under § 80 .1630, of at least 330 milliliters in volume. (2) Retain sample portions for the most recent 20 samples collected, or for each sample collected during the most recent 21 day period, whichever is greater, not to exceed 90 day s for any

given sample. (3) Comply

with the gasoline sample handling and storage proce dures under § 80 .1630 for each sample portion retained. (4) Comply

with any request by

EPA to

– (i) Provide a retained sample portion to the Administrator ’ s authorized representative; and (ii) Ship a retained sample portion to EPA, within two working day s of the date of the request, b y an overnight shipping service or comparable means, to the address and following procedures specified b y EPA, and accompanied with the sulfur test result for the sample determined under § 80 .1630. (b) Sample r etention requirement for samples subject to independent anal ys is requirements. (1) Any

refiner or importer who meets the independent anal ysis requirements under § 80 .65(f) for any batch of reformulated gasoline or RBOB will have met the requirements of paragraph (a) of this section, provided the independent laboratory

meets the requirements of paragraph (a) of this section for the gasoline batch; except that the retained RBOB sample for purposes of this subpart O must be a sample of the RBOB prior to hand blending with ox ygenate. (2) For samples retained b y an independent laboratory under this paragraph (b), the test results required to be submitted under paragraph (a) of this section shall be the test results determined under § 80 .65(e). (c) Sampling comp liance certification. Any refiner or importer shall include with each annual report filed under § 80 .1652, the following statement, which must accuratel y reflect the facts and must be signed and dated b y the same person who signs the annual report: I certify

that I have made inquiries that are sufficient to give me knowledge of the procedures to collect and store gasoline samples, and Ifurther certify that the procedures meet the requirements of the ASTM procedures required under 40 CFR 80.1630. (d) Requirements for refiners who anal yz e composited samples. Prior to January 1, 2017, for purposes of complying with the requirements of this section, refiners who anal yz e composited samples under § 80 .1630 must retain portions of the compositedPage 551 of 961

samples. Porti ons of samples of each batch comprising the composited samples are not required to be retained. (e) Requirements for RBOB. For purposes of compl ying with the requirements of this section for RBOB, a sample of each RBOB batch produced must be retained. **§ 80 .1640 Standards and requirements that apply to refiners producing gasoline by**  **blending blendstocks into previously certified gasoline (**  **PCG )**  **.** (a) Any

refiner who produces gasoline by blending blendstock into PCG, as defined at § 80 .2(d), must meet th e requirements of § 80 .1630 to sample and test every batch of gasoline as follows: (1) Exclude the PCG for purposes of demonstrating compliance with the sulfur standards of this subpart O. (2) To accomplish the exclusion required in paragraph (a)(5) of thi s section, the refiner must determine the volume and sulfur content of the PCG used at the refinery and the volume of and sulfur content of the gasoline produced at the refinery , and use the compliance calculation procedures in paragraphs (a)( 3 ) and ( 4 ) of this section. (3) For each batch of PCG that is used to produce gasoline the refiner must include the volume and sulfur content of the PCG as a negative volume and a positive sulfur content in the refiner ’ s compliance calculations in accord with the requirements at § 80 .1603. (4) For each batch of gasoline produced at the refinery using PCG and blendstock, the refiner must determine the volume and sulfur content of the combined product and include each batch of combined product for purposes of sulf ur compliance in the refinery ’ s compliance calculations at § 80 .1603 without regard to the presence of previously

certified gasoline in the batch. (5) The refiner must use an y PCG that it includes as a negative batch in its compliance calculations pursuant to § 80 .1603 as a component in gasoline production during the annual averaging period in which the PCG was included as a negative batch in the refiner ’ s compliance calculations. (6) The refiner must also comply with § 80 .65(i) when producing RBOB or RFG and § 80 .101(g)(9) when producing conventional gasoline or CBOB. (7) Any

negative annual average sulfur value shall be reported as zero and not as a negative result. (b) In the alternative, a refiner may sample and test each batch of blendstock when receiv ed at the refinery

to determine the volume and sulfur content, and treat each blendstock receipt as a separate batch for purposes of compliance calculations for the annual average sulfur standard and for reporting. This alternative applies only if every b atch of blendstock used at a refinery during an averaging period has a sulfur content that is equal to, or less than, the applicable per

- gallon cap standard under § 80 .1603.Page 552 of 961

(c) Refiners who blend onl y butane into PCG may meet the sampling and testing requirements of this subpart O for sulfur by using sulfur test results of the butane supplier, provided that the requirements of § 80 .82 are met. (d) Refiners who blend onl y blender grade pentane into PCG may meet the sampling and testing requirements of th is subpart O for sulfur by usi ng sulfur test results of the pentane supplier, provided that the requirements of § 80.85 are met. **§ 80 .1641 Alternative sulfur standards and requirements that apply to importers**  **who transport gasoline by truck.** Importers who import gasoline into the United States by truck may

compl y with the following requirements instead of the requirements to sample and test every batch of gasoline under § 80 .1630, and the annual sulfur average and per

- gallon cap standards otherwise appl icable to importers under § 80 .1603: (a) Alternative standards. The imported gasoline must comply with the following standard s : (1) The annual average standard of 10 ppm and the per

- gallon standard of 80 ppm as provided b y § 80 .1603; or (2) A per

- gallon standard of 10 ppm. (b) Terminal testing. The importer may use test results for sulfur content testing conducted b y the terminal operator, for gasoline contained in the storage tank from which trucks used to transport gasoline into the United States are loaded, for purposes of demonstrating compliance with the standards in paragraph (a) of this section, provided all the following conditions are met: (1) The sampling and testing shall be performed after each receipt of gasoline into the storage tank, or immediately before each transfer of gasoline to the importer ’ s truck. (2) The sampling and testing shall be performed using the methods specified in § § 80 .8 and 80.47, respectively

. (3) At the time of each transfer of gasoline to the importer ’ s truck for import to the United States , the importer must obtain a cop y of the terminal test result that indicates the sulfur content of the truck load (or each compartment if fu el was loaded from different storage tanks). (c) Quality

assurance program. The importer must conduct a quality assurance program for each truck loading terminal as follows: (1) Quality

assurance samples must be obtained from the truck

- loading terminal and tested by the importer, or by

an independent laboratory , and the terminal operator must not know in advance when samples are to be collected. (2) The sampling and testing must be performed using the methods specified in § § 80 .8 and 80.47, respectively

. (3) The quality

assurance test results for sulfur must differ from the terminal test result by no more than the ASTM reproducibility of the terminal ’ s test results, as determined b y the following equation:Page 553 of 961 R = 105 × ((S +2)/104) 0.4 Where: R = ASTM reproducibility. S = Sulfur content based on the terminal ’ s test result. (4) The frequency

of the quality

assurance sampling and testing must be at least one sample for each fifty of an importer ’ s trucks that are loaded at a terminal, or one sample per month, whichever is more frequent. (d) Party

required to conduct quality assurance testing. The quality assurance program under paragraph (c) of this section shall be conducted b y the importer. In the alternative, this testing may be conducted by

an independent laboratory that meets the criteria under § 80 .65(f)(2)(iii), provided the importer receives, no later than 21 day s after the sample was taken, copies of all results of tests conducted. ( e) Assignment of batch numbers. The importer must treat each truckload of imported gasoline as a separate batch for purposes of reporting under § 80 .1652 and assigning batch numbers and maintaining records under § 80 .1653

. (f) EPA inspections of terminals. EPA inspectors or auditors, and auditors conducting attest engagements under § 80 .1667, must be given full and immediate access to the truck

- loading terminal and any laboratory

at which samples of gasoline collected at the terminal are anal yz ed, and must be allowed to conduct inspections, review records, collect gasoline samples, and perform audits. These inspections or audits may be either announced or unannounced. ( g) Certified Sulfur

- FRGAS. This section does not apply to Certified Sulfur

- FRGAS. (h) Reporting requirements. Any importer who elects to comply with the alternative standards in paragraph (a) of this section shall comply with all the following requirements: (1) All importer recordkeeping and reporting requirements under § § 80 .1652 and 80.1653, except as provided in paragraph (h)(2) of this section. (2) An importer who elects to comply with the alternative standards in paragraph (a)(2) of this section must certify in the annual report whether it is in c ompliance with the applicable per

- gallon batch standard set forth in paragraph (a)(2) of this section, in lieu of providing the information required b y § 80 .1652 regarding annual average sulfur content and compliance with the average standard under § 80 .16 03. (i) Effect of noncompliance. If an y of the requirements of this section are not met, all gasoline imported b y the truck importer during the time any requirements are not met is deemed in violation of the gasoline sulfur average and per

- gallon cap standards in § 80 .1603. Additionally , if any requirement is not met, EPA may notify the importer of the violation and, if the requirement is not fulfilled within 10 day s of notification, the truck importer may

not in the future use the sampling and testing p rovisions in this section in lieu of the provisions in § 80 .1630.Page 554 of 961 **§ 80 .1642**  **Sampling and testing requirements for producers and importers of denatured fuel ethanol**  **and other oxygenates for use by oxygenate blenders**  **.** Beginning January

1, 2017, producers and importers of denatured fuel ethanol (DFE) and other oxygenates for use b y oxygenate blenders must satisfy the sampling and testing requirements in this section prior to the addition of the oxygenate to gasoline or blendstocks for oxygenate blending . ( a) Sampling requirements

. Produc ers and importers of o xygenates for use b y oxygenate blenders shall collect a representative sample from each batch of oxygenate produced or imported prior to the oxygenate leaving the oxygenate production or import facility , using the sampling metho ds specified in § 80

. 8 or § 80

. 47

. (b) Determination of oxygenat e sulfur content

. Producers and importers of oxygenates must test each batch of ox ygenate they produce or import to determ ine its sulfur content to the nearest ppm us ing a test method provided in § 80 .47 , or, with respect to DFE may

use the alternative means of determining the sulfur content contained in paragraph (c) of this section (c ) Alternative means of determining the sulfur content of DFE. As an alternative to testing each batch of DFE pursuant to the requirements of paragraph (b ) of this section , the sulfur content of batches of DFE produced using certified denaturant meeting the requirements of § 80 .1611 may be determined as follows: (1) The sulfur content of the batch of DFE shall be calculated by volume weighting the sulfur contribution from th e denaturant), and the neat ethanol used. (2) The sulfur content of the neat (un

- denatured) ethanol used in the calculation in paragraph ( c )(1) of this section may be assumed to be negligible or assumed to be some specific value for the purposes of calcul ating the sulfur content of the DFE batch provided that the DFE manufacturer or importer conducts production quality control which demonstrates that such an assumption is valid. Otherwise, the sulfur content of the neat ethanol must be determin ed in accordance with the test requirements of § 80 .1630

. (3) The sulfur content of the certified denaturant(s) used in the calculation in paragraph ( c )(1) of this section must be consistent with the PTD(s) obtained from a registered certified ethanol den aturant producer(s) or importer(s) in accordance with the requirements of § 80.1611. If the PTD from the certified ethanol denaturant states that the sulfur content is 330 ppm , then the sulfur content of the sulfur content of the ethanol denaturant must be assumed to be 330 ppm. (4) A sample of each batch of DFE must be retained pursuant to the requirements of § 80.1643. (5) The sulfur content of each batch of DFE shall be reported to the nearest ppm.Page 555 of 961 **§ 80.164 3**  **Sample retention requirements for oxygenate**  **producers and importers**  **.** (a) Sample retention requirements. Beginning January 1, 2 017, an y producer or importer of oxygenate shall do all the following: (1) Retain a representative portion of eac h sample analyzed under § 80.1642 (b) , of at least 330 milliliters in volume. (2) Retain a representative sample of each batch of DFE for which the DEF producer or importer used the alternative means of deter mining the sulfur contents of the DFE batch pursuant to the requirements of § 80. 1642(c) , of at least 330 milliliters in volume. (3) Retain sample portions for the most recent 20 samples collected, or for each sample collected during the most recent 21 day period, whichever is greater, not to exceed 90 day s for any

given sample. (4) Comply

with the DFE sample handling and storage procedures under § 80.1642 for each sample portion retained. (5 ) Comply

with any requ est by

EPA to

– (i) Provide a retained sample portion to the Administrator ’ s authorized representative; and (ii) Ship a retained sample portion to EPA, within two working day s of the date of the request, b y an overnight shipping service or comparable means, to the address and following procedures specified b y EPA, and accompanied with the sulfur test result for the sample determined under § 80.1642 or the calculated sulfur content of the of the batch from which the sample was drawn determine d pursuant to the requirements of § 80.1611(e)

. (b) [Reserved] **§ 80.1644**  **Sampling and testing requirements for producers and importers of**  **certified ethanol denaturant**  **.** (a) Sample and test each batch of certified ethanol denaturant

. (1) Producers and importers of certified ethanol denaturant shall collect a representative sample from each batch of certified ethanol denaturant produced or imported and test each sample to determine its sulfur content for compliance with requirements under th is subpart prior to the ethanol denaturant leaving the production or import facility , using the sampling and testing methods provided in this section or § § 80 .8 (sampling) and 80.47 (testing). (2) T he requirements of this section apply beginning January

1, 2017 or on the first day that an ethanol denaturant manufacturer designates a batch of ethanol denaturant as compliant with the requirements of § 80 .1611 , whichever is earlier

. (b) Determination of certified ethanol denaturant sulfur content

. Producers and importers of certified ethanol denaturant who are required to test each batch of certified ethanol denaturant they

produce or import to determine its sulfur content pursuant to the requirements of § 80.1611 shall use the testing methods specified in par agraph (c) of this section.Page 556 of 961

(c ) Test method for meas uring sulfur content of certified ethanol denaturant

. (1) For purposes of paragraph (b) of this section, producers and importers of certified ethanol denaturant shall use the method provided in § 80 .47 to measur e the sulfur content of certified ethanol denaturant they produce or import. Alternative test methods may be used as approved b y the Administrator. (2 ) The s ulfur content of each batch of ethanol denaturant shall be reported to the nearest ppm. **§ 80 .164**  **5 Sample retention requirements for producers and importers of**  **denaturant designated as suitable for the manufacture of denatured fuel ethanol meeti**  **ng federal quality requirements .**  Beginni ng January

1, 2 017, or on the first day that any producer or importer of ethanol denaturant designates a batch of ethanol denaturant as suitable for the manufacture of denatured fuel ethanol meeting federal quality requirements , whichever is earlier, the e thanol denaturant producer or importer shall do all the following: ( a) Retain a representative portion of eac h sample collected under § 80.1644 , of at least 330 milliliters in volume. (b ) Retain sample portions for the most recent 20 samples collected , or for each sample collected during the most recent 21 day period, whichever is greater, not to exceed 90 day s for any

given sample. ( c ) Comply

with the ethanol denaturant sample handling and storage procedures under § 80.1644 for each sample portion re tained. ( d) Comply

with any request by

EPA to

– ( 1 ) Provide a retained sample portion to the Administrator ’ s authorized representative; and ( 2 ) Ship a retained sample portion to EPA, within two working day s of the date of the request, b y an overnight shipping service or comparable means, to the address and following procedures specified b y EPA, and accompanied with the sulfur test result for the sample determined under § 80.1644

.
**§ §**  **80 .164**  **6 -**  **80.1649 [Reserved] § 80**  **.1650 Registration.** The following registration requirements appl y under this subpart: (a) Registration. Registration with the EPA Administrator is required for any

– (1) Gasoline refiner or importer having any refinery or import facility

subject to the gasoline sulfur standards under this subpart O , unless already registered as a gasoline refiner or importer under § 80.76 or § 80.103

.Page 557 of 961

(2) Ox ygenate producer or importer having an y ox yg enate production facility or import facility

subject to the oxygenate sulfur standards under § 80 .1610

. (3) Ox ygenate blender who has an y ox ygenate blending facility that blends oxygenate into gasoline, RBOB , or CBOB where the resulting gasoline is subject to the gasoline sulfur stand ards under this subpart O , unless already registered as an oxygenate blender under § 80.76

. (4) Producer or importer of certified

. (b) Registration dates. (1) Any gasoline refiner or importer required to register shall do so by December 1, 2016 , or at least 30 day s in advance of the first date that such person will produce or import reformulated gas oline, convent ional gasoline, RBOB, or CBOB, whichever is earlier

. If a previousl y unregistered refiner or importer intends to generate credits prior to January 1, 2017 (pursuant to § 80.1615), registration must occur at least 90 day s prior to submitting an annual compliance report demonstrating credit generation

. (2) Any

oxygenate producer or importer required to register shall do so by November 1, 2016 , or at least 60 day s in advance of the first date that such person will produce or import oxygenate, whichever is earlier

. (3) Any

oxygenate blender required to register shall do so by November 1, 2016 , or at least 90 day s in advance of the first date that such person will blend oxygenate into RB OB, whichever is earlier

. (4) Any

ethanol denaturant producer or importer required to register shall do so by November 1, 2016, or at least 60 day s in advance of the first date that such person will produce or import ethanol denaturant, whichever is earlier

. (c) Refiner registration. (1) Registration shall be on forms and use procedures prescribed b y the Administrator, and shall include all the following information: (i) The name, business address, contact name, e

- mail address, and telepho ne number of the refiner. (ii) For each separate refinery, the facility name, phy sical location, contact name, e

mail address, telephone number, and type of facility. (iii) For each separate refinery

– (A) Whether records are kept on

- site or off

- site of th e refinery

. (B) If records are kept off

- site, the primary

off

- site storage facility

name, phy sical location, contact name, e

- mail address, and telephone number. (iv) For each separate refinery that produces reformulated gasoline and/or RBOB, the name, addr ess, contact name, e
- mail address, and telephone number of the independent laboratory

used to meet the independent anal ys is requirements of § 80 .65(f). (2) EPA will supply

a company

registration number to each refiner, and a facility registration number fo r each refinery that is identified. These registration numbers shall be used in all reports to the Administrator. (3 )( i)An y refiner shall submit updated registration information to the Administrator within thirty

day s of an y occasion when the registrat ion information previously supplied becomes incomplete or inaccurate; except thatPage 558 of 961

(ii) EPA must be notified in writing of an y change in designated independent laboratory

under paragraph (a)(1)(iv) of this section at least thirty days in advance of such change. (d) Gasoline importer registration. (1) Registration shall be on forms and use procedures prescribed b y the Administrator, and shall include all the following information: (i) The name, business address, contact name, e

- mail address, and telephone number of the importer. (ii) For each importer ’ s operations in a single PADD: (A) Whether records are kept on

- site at the registered address or off

- site. (B) If records are kept off

- site, the primary

off

- site storage facility

name, phy sical location, contac t name, e
- mail address, and telephone number. (C) For importers that import reformulated gasoline and/or RBOB, the name, address, contact name and telephone number of the independent laboratory used to meet the independent analy sis r equirements of § 80 .65(f). (2) EPA will supply

a company

registration number to each importer. This registration number shall be used in all reports to the Administrator. (3 )( i) An y importer shall submit updated registration inf ormation to the Administrator within thirty

day s of an y occasion when the registration information previously supplied becomes incomplete or inaccurate; except that (ii) EPA must be notified in writing of an y change in designated independent laboratory

und er paragraph (d)(1)(ii)(C) of this section at least thirty day s in advance of such change. (e) Ox ygenate producer registration. (1) Registration shall be on forms and use procedures prescribed b y the Administrator, and shall include all the following inf ormation: (i) The name, business address, contact name, e

- mail address, and telephone number of the ox ygenate producer. (ii) For each separate ox ygenate production facility, the facility name, ph ys ical location, contact name, telephone number, and type of facility

. (iii) For each separate ox ygenate production facility

– (A) Whether records are kept on

- site or off

- site of the refinery

. (B) If records are kept off

- site, the primary

off

- site storage facility

name, phy sical location, contact name, and telephone number. (iv) The ty

pe and chemical composition of the oxygenate. (2) EPA will supply

a company

registration number to each oxygenate producer, and a facility registration number for each ox ygenate production facility that is identified. These registratio n numbers or those provided under § 80 .1450 shall be used in all reports to the Administrator. (3) Any

oxygenate producer shall submit updated registration information to the Administrator within thirty day s of any

occasion when the registration informatio n previously

supplied becomes incomplete or inaccurate.Page 559 of 961

(f) Ox ygenate importer registration. (1) Registration shall be on forms and use procedures prescribed b y the Administrator, and shall include all the following information: (i) The name, business ad dress, contact name, and e

- mail address, telephone number of the importer. (ii) For each importer ’ s operations in a single PADD

– (A) Whether records are kept on

- site at the registered address or off

- site. (B) If records are kept off

- site, the primary

off

- s ite storage facility

name, phy sical location, contact name, e

- mail address, and telephone number. (iii) The ty

pe and chemical composition of the oxygenate. (2) EPA will supply

a company

registration number to each importer. This reg istration number shall be used in all reports to the Administrator. (g) Ox ygenate blender registration. (1) Registration shall be on forms and use procedures prescribed b y the Administrator, and shall include all the following information: (i) The name, business address, contact name, and e

- mail address, telephone number of the ox ygenate blender. (ii) For each separate ox ygenate blending facility, the facility name, ph ys ical location, contact name, telephone number, and type of facility

. (iii) For each separate oxygenate blending facility

– (A) Whether records are kept on

- site or off

- site of the refinery

. (B) If records are kept off

- site, the primary

off

- site storage facility

name, phy sical location, contact name, e

- mail address, and telephone number. (iv) The ty

pe and chemical composition of the oxygenate. (2) EPA will supply

a company

registration number to each oxygenate blender, and a facility registration number for each ox ygenate blending facility that is identified. These registration numbers or tho se provided under § 80 .1450 shall be used in all reports to the Administrator. (3) Any

oxygenate producer shall submit updated registration information to the Administrator within thirty day s of any

occasion when the registration information previously

sup plied becomes incomplete or inaccurate. (h ) Certified ethanol denaturant producer registration. (1) Registration shall be on forms and use procedures prescribed b y the Administrator, and shall include all the following information: (i) The name, business address, contact name, e

- mail address, and telephon e number of the ethanol denaturant producer. (ii) For each separate ethanol denaturant production facility , the facility name, phy sical location, contact name, telephone number, and ty pe of facility

. (iii ) For each separate ethanol denaturant production facility

– (A) Whether records are kept on

- site or off

- site of the ethanol denaturant production facility

. (B) If records are kept off

- site, the primary

off

- site storage facility

name, phy sical location, co ntact name, and telephone number.Page 560 of 961

(2) EPA will supply

a company

regis tration number to each ethanol denaturant producer, and a facility

registration number for each ethanol denaturant production facility that is identified. These registration numbers or those provided under § 80 .1450 shall be used in all reports to the Administrator. (3) Any ethanol denaturant producer shall submit updated registration information to the Administrator within thirty day s of any

occasion when the registration information pre viously

supplied becomes incomplete or inaccurate. (i ) Ethanol denaturant importer registration. (1) Registration shall be on forms and use procedures prescribed by the Administrator, and shall include all the following information: (i) The name, busines s address, contact name, and e

- mail address, telephone number of the importer. (ii) For each importer ’ s operations in a single PADD

– (A) Whether records are kept on

- site at the registered address or off

- site. (B) If records are kept off

- site, the primary off

- site storage facility

name, phy sical location, contact name, e

- mail address, and telephone number. (2) EPA will supply

a company

registration number to each importer. This registration number shall be used in all reports to the Administrator. **§ 80 .1**  **651 Product transfer document requirements.** (a) Gasoline, RBOB, CBOB, and ox ygenates. In addition to any other product transfer document requirements under this part 80, o n each occasion that any person transfers custody

or title to any

gasoline, RBOB, C BOB, or ox ygenate other than when gasoline is sold or dispensed for use in motor vehicles at a retail outlet or wholesale purchaser

- consumer facility , the transferor shall provide to the transferee documents which include all the following information: (1) The name and address of the transferor. (2) The name and address of the transferee. (3) The volume of gasoline, RBOB, CBOB, or ox ygenate which is being transferred. (4) The location of the gasoline, RBOB, CBOB, or oxygenate at the time of the transfer. (5 ) The date of the transfer. (b) Gasoline for export or with an exemption and California gasoline

. In addition to any other product transfer document requirements under this part 80, o n each occasion when an y person transfers custody or title to any gasoli ne for export or with an exemption under § § 80 .1654, 80.1655, 80.1656, or 80.1658, an y of the following statements must be included on the product transfer document: (1) For gasoline with a national security exemption under § 80 .1655, “This gasoline is for use in vehicles, engines, or equipment under an EPA

- approved national security exemption only .” (2) For gasoline with a research, development, or testing exemption under § 80 .1656, “This gasoline is for research, development, or testing purposes on ly .”Page 561 of 961

(3) For gasoline for use in American Samoa, Guam, and the Commonwealth of the Northern Mariana Is lands under § 80 .1658, “This is gasoline for use onl y in Guam, American Samoa, or the Northern Mariana Is lands .” (4) For gasoline for export purpose s, “This gasoline is for export only .” (5) For gasoline for racing purposes, “This gasoline is for racing purposes only .” (6) For California gasoline, pursuant to § 80 .1654, “California gasoline”. (c) Gasoline a dditive

. On each occasion when an y pe rson transfers custody or title to any gasoline additive intended to be used at less than 1 volume percent, other than when the gasoline additive is sold or dispensed for use in motor vehicles at a retail outlet or wholesale purchaser

- consumer facility, th e transferor shall provide to the transferee documents which include information on the maximum recommended treatment level. (d) Ethanol denaturant

. On each occasion when an y person transfers custody or title to any ethanol denaturant designated as suit able for use in the manufacture of denatured fuel ethanol meeting federal quality requirements pursuant to § 80 .16 11, the transferor shall provide to the transferee documents which include all the following information: (1) The name and address of the tran sferor. (2) The name and address of the transferee. (3) The volume of ethanol denaturant which is being transferred. (4) The location of the ethanol denaturant at the time of the transfer. (5) The date of the transfer. (6) A statement identifying the batch as “Ethanol denaturant suitable for the manufacture of denatured fuel ethanol meeting federal quality requirements”, or anther identifying statement as approved b y EPA consistent with the requirements of § 80 .16 11. (7) In formation on the sulfur content of the ethanol denaturant, as applicable, pursuant to the requirements of § 80 .16 11. (e) Ox ygenate
. On each occasion when an y person transfers custody or title to any oxygenate, the transferor shall provide to the transferee documents which include all the following information: (1) The name and address of the transferor. (2) The name and address of the transferee. (3) The volume of oxygenate which is being transferred. (4) The location of the oxygenate at the tim e of the transfer. (5) The date of the transfer. (6) For denatured fuel ethanol, a statement identifying the batch as “ Denatured fuel ethanol , maximum 10 ppm sulfur”. ( 7) For ox ygenates other than DFE, the name of the specific ox ygenate must be identified on the PTD , followed by “ maximum 10 ppm sulfur”

.. (8) Alternative PTD language to that spec ified in paragraphs (e ) (6) and ( 7 ) of this section may

be used as approved by

EPA consistent with the requirements of § 80

. 16 10

. **§ 80 .1652**  **Reporting requirements for gasoline refiners, gasoline**  **importers, oxygenate producers, and oxygenate importe rs**  **.**Page 562 of 961

Beginning with the 2017 averaging period or the first year credits are generated under § 80 .1615 (whichever is earlier), and continuing for each averaging period thereafter, any gasoline refiner or importer shall submit to EPA annual reports that contain the information required in this section, and an y other information as EPA may require. Beginning with the 2017 calendar ye ar and continuing each calendar year thereafter, an y oxygenate producer or importer shall submit to EPA annual reports that contain the information required in this section, and any other information as EPA may

require. R eporting shall be on forms and use procedures prescribed by the Administrator

. (a) Gasoline refiner and importer annual reports. Any refiner, for each of its refineries, and an y importer for the gasoline it imports, shall submit a report for each calendar year averaging period that includes all the following information: (1) The EPA importer, or refiner and refinery facility registration numbers. (2) The averag e standard under § 80 .1603, reported to two decimal places. (3) The total volume of gasoline produced or imported, reported to the nearest whole number. (4) The annual average sulfur level of the gasoline produced or imported, reported to two decimal place s. (5) The annual average sulfur level after inclusion of any credits, reported to two decimal places. (6) Separatel y provided information for credits, and separatel y b y ye ar of creation, as follows: (i) The number of credits at the beginning of the averag ing period, reported to the nearest whole number. (ii) The number of credits generated, reported to the nearest whole number. (iii) The number of credits used, reported to the nearest whole number. (iv) If an y credits were obtained from or transferred to o ther parties; and for each other party, its name and EPA refiner or importer registration number, and the number of credits obtained from or transferred to the other party

. (v) The number of credits that expired at the end of the averaging period, reported to the nearest whole number. (vi) The number of credits that will carry over into the subsequent averaging period, reported to the nearest whole number. (7) For each batch of gasoline produced or imported during the averaging period, all the following : (i) The batch number assigned under § 80 .65(d)(3); except that if composite samples of conventional gasoline representing multiple batches produced subsequent to December 31, 2003, are tested under § 80 .101(i)(2) for anti

- dumping compliance purposes, for purposes of this subpart a separate batch number must be assigned to each batch using the batch numbering procedures under § 80 .65(d)(3). (ii) The date the batch was produced. (iii) The volume of the batch, reported to the nearest whole number. (iv) The s ulfur content of the batch, reported to two decimal places, along with identification of the test method used to determine the sulfur content of the batch, as determined under § 80 .1630.Page 563 of 961

(8) All values measured or calculated pursuant to the requirements of this paragraph (a) shall be in accordance with the rounding procedure specified in § 80 .9. (9) When submitting reports under this paragraph (a) from January 1, 2017 through December 31, 2019, an y importer shall exclude Certified Sulfur

- FRGAS. (b) Additio nal reporting requirements for gasoline importers. From January 1, 2017 through December 31, 2019, importers shall report all the following information for Sulfur

- FRGAS imported during an annual averaging period: (1) The EPA refiner and refinery registration numbers of each foreign refiner and refinery where the Certified Sulfur

- FRGAS was produced. (2) The total gallons of Certified Sulfur

- FRGAS and Non

- Certified Sulfur

- FRGAS imported from each foreign refiner and refinery , reported to one decimal place

. (c) Ox ygenate refiner and importer annual reports. Any oxygenate producer, for each of its production facilities , and an y importer for the ox ygenate it imports, shall submit a report f or each calendar year period that includes all the following information: (1) The EPA oxygenate importer, or producer and producer facility registration numbers. (2 ) The total volume of ox yg enate produced or imported, reported to the nearest whole number. ( 3 ) For each batch of ox ygenate produc ed or imported during the cal endar ye ar , all the following: (i) The batch number assigned under § 80.1610(d). (ii) The date the batch was produced. (iii) The volume of the batch, reported to the nearest whole number. (iv) T he sulfur content of the batch, reported to two decimal pla ces. (v) For ox ygenates other than denatured fuel ethanol, the identification of the test method used to determine the sulfur content of the bat ch pursuant to the requirements of § 80.1642(c). ( vi ) For denatured fuel ethanol, either the identification of the test method used to determine the sulfur content of the batch (pursuant to § 80.1642 ), or the information used to calculate the sulfur content pursuant to the requirements of § 80.1642( c ). (4) All values measured or calculated pursuant to the requirements of this paragraph ( c ) shall be in accordance with the rounding procedure specified in § 80 .9. ( d) Report submission. Any annual report required under this section shall be

– (1) Signed and certified as meeting all of the applicable requirements of this subpart by the owner or a responsible corporate officer of the refiner , gasoline importer , oxygenate producer, ox ygenate importer, denaturant producer, or denaturant importer ; and (2) Submitted to EPA no later than the March 31 each ye ar for the prior calendar ye ar . ( e) Attest reports. Attest reports for refiner and importer attest engagements required under § 80 .1667 shall be submitted to the Administrator by June 1 of each year for the prior calendar ye ar .Page 564 of 961

**§ 80 .1653 Recordkeeping**  **.** Unless otherwise provided for in this section, the records required b y this section shall be retained for a period of five years from the date of creation, and shall be delivered to the Administrator of EPA or to the Administrator's authorized representative upon request. (a) Records that must be kept by gasoline refiners, importers, and parties in the gasoline distribution sy stem
. Beginning January 1, 2017 or January

1 of the first year that credits are generated (whichever is earlier), any person who produces, imports, sells, offers for sale, dispenses, distributes, supplies, offers for suppl y, stores, or transports gasoline, shall keep records contain ing the information as required in this section. (1) The product transfer document information required under § 80 .1651. (2) All the following information for an y sampling and testing for sulfur content required under this subpart O: (i) The location, date, time, and storage tank or truck identification for each sample collected. (ii) The name and title of the person who collected the sample and the person who performed the test. (iii) The results of the test as originall y printed b y the testing apparatus, or where no printed result i s produced, the results as originally recorded by

the person who performed the test. (iv) Any

record that contains a test result for the sample that is not identical to the result recorded under paragraph (a)(2)(iii) of this section. (v) The test methodolo gy used. (b) Additional records that refiners and importers must keep. Beginning January 1, 2014, or January

1 of the first year credits are generated under § 80 .1615, whichever is earlier, an y refiner for each of its refineries and any importer for the gasoline it imports, shall keep records that include all the following information: (1) For each batch of gasoline produced or imported

– (i) The batch volume. (ii) The batch number assigned under § 80 .65(d)(3) and the appropriate designation under para graph (b)(1)(iv) of this section; except that for composite samples of conventional gasoline representing multiple batches , that are tested under § 80 .101(i)(2) for purposes of this subpart, a separate batch number must be assigned to each batch using the batch numbering procedures under § 80 .65(d)(3). (iii) The date of production or importation. (iv) If appropriate, the designation of the batch as California gasoline under § 80 .1654, exempt gasoline for national security purposes under § 80 .1655, exempt g asoline for research and development under § 80 .1656, or for export outside the United States. (v) The test methodology used.Page 565 of 961

(2) In formation regarding credits, separatel y kept according to the ye ar of creation; and for credit generation or use starting in 2014. The following i nformation shall be kept separately for each ty

pe of credit generated under § 80 .1615: (i) The number of credits in the refiner ’ s or importer ’ s possession at the beginning of the averaging period. (ii) The number of credits generated. (iii) The number of credits used. (iv) If an y credits were obtained from or transferred to other parties, all the following for each other party: (A) The party ’ s name. (B) The party ’ s EPA refiner or importer registration number. (C) The number of credits obtained from, or transferred to, the party

. (v) The number of credits that expired at the end of the averaging period. (vi) The number of credits in the refiner ’ s or importer ’ s possession that will carry over into the subsequent averaging period. (vii) Contracts or other commercial documents that establish each transfer of credits from the transferor to the transferee. (3) The calculations used to determine compliance with the applicable sulfur average st andards of § 80 .1603 or § 80 .1604. (4) The calculations used to determine the number of credits generated under § 80 .1615. (5) A cop y of all reports submitted to EPA under § 80 .1652. (6) In the case of parties who process transmix, records of an y sampling and testing required under § 80 .1607. (c) Additional records gasoline importers must keep. Any importer shall keep records that identify

and verify

the source of each batch of certified Sulfur

- FRGAS and non - certified Sulfur

- FRGAS imported and demonstrate compliance with the requirements for importers under § 80 .1666. (d) Records that producers and importers of denatured fuel ethanol and other oxygenates must keep. Beginning January 1, 2017 or the first date when DFE is introduced into commerce that is represented on the product transfer document as meeting the standards in § 80.1610 (whichever is earlier), records of all the following must be kept for each batch of ox ygenate produced or imported by oxygenate producers and importers: (1) The date the batch was produced

. (2) The batch number. (3) The batch volume. ( 4) The product transfer document for the batch. (5 ) The sulfur content of the batch as determined pursuant to the requirements of § 80

. 16 42. (6) The following re cords shall be kept if the sulfur content of the batch was determined b y analytical testing : (i) The location, date, time, and storage tank or truck identification for each sample collectedPage 566 of 961

(ii) The name and title of the person who collected the sample an d the person who performed the test

. (iii) T he results o f the test as originall y printed b y the testing apparatus, or where no printed result is produced, the results as originally recorded by

the person who performed the test. (iv) Any

record that contains a test result for the sample that is not identical to the result recorded under paragraph (d)(5)(iii) of this section. (v) T he test methodology used. ( 7 ) For denatured fuel ethanol, the following records shall be kept if the sulfur content of the batch was determined b y the alternative means of demonstrating compliance with the sulfur requirements pursuant to the requirements of § 80 .16 42(c): (i) The name and title o f the person who calculated the sulfur content of the batch

. (ii) The date the calculation was performed. (iii) The calculated sulfur content. (iv) The sulfur content of the neat (un

- denatured) ethanol. ( v) The date each batch of neat ethanol wa s produced. (vi) The neat ethanol batch number. (vii) The neat ethanol batch volume. (viii) As applicable , the neat ethanol production quality control records , or the test results on the neat ethanol including

– (A) The location, date, time, and stora ge tank or truck identification for each sample collected. (B) The name and title of the person who collected the sample and the person who performed the test. (C) The results of the test as originall y printed b y the testing apparatus, or where no printed result is produced, the results as originally recorded by

the person who performed the test. (D) Any

record that contains a test result for the sample that is not identical to the result recorded under paragraph (d)(7)(v) of this section. (E) T he test methodology used. (v ) The sulfur content of the denaturant(s) used, and the volume percent at which the denaturant(s) were added to neat (un

- denatured) ethanol to produce denatured fuel ethanol. ( vi ) The product transfer documents for the denaturants used. (e) Records that parties who take custody of ox ygenates in the oxygenate distribution sy stem must keep. Beginning January 1, 2017 or the first date when a party takes custody of ox ygenate that is represented on the product transfer document as meetin g the standards in § 80.1610 (whichever is earlier), all parties that take custody of oxygenate

– from the ox ygenate producer through to the ox yg enate blender

– must keep a cop y of the product transfer document for each batch of ox yg enate. (f) Records that must be kept by producers and importers of ethanol denaturant designated as suitable for use in the manufacturer of denatured fuel ethanol meeting federal quality

requirements. Beginning January 1, 2017 or the first date when aPage 5 67 of 961

producer or importer of ethanol denaturant designated as suitable for use in the manufacturer of denatured fuel ethanol meeting federal quality requirements pursuant to the requirements of § 80.1611 introduces such denaturant into commerce, reco rds of all the following must be kept for each batch of such denaturant produced or imported: (1) The date each batch was produced. (2) The batch number. (3) The batch volume

. (4) The product transfer document for the batch. (5) Th e sulfur content of the batch. (6 ) The location, date, time, and storage tank or truck identification for each sample collected. (7 ) The name and title of the person who collected the sample and the person who performed the test

. (8 ) The results of the test as originall y printed b y the testing apparatus, or where no printed result is produced, the results as originally recorded by

the person who performed the test. (9 ) Any

record that contains a test result for the sample that is not identical to the re sult recorded under paragraph (f)(5 ) of this section. ( 10 ) The test methodology used. (g) Records that parties who take custody of ethanol denaturants designated a s suitable for use in the manufacturer of denatured fuel ethanol meeting federal quality requirements

. Beginning January 1, 2017, all parties that take custody of denaturants designated as suitable for use in the manufacture of DFE pursuant to § 80.1611 must keep the following records: (1) The product transfer document for the denaturant. (2) As applicable, the volume percent at which the denaturant was added to neat ethanol. (h) Records that producers and importers of gasoline additives as defined in 40 CFR 79.2(f) must keep

. Beginning January 1, 2017 producers and importers of gasoline additives must keep the following records: (1) The date the batch was produced. (2) The volume of the batch. (3) The product transfer document for the batch. (4) The max imum recommended treatment rate. (5) Records of the additive manufacturer’s control practices which demonstrate that the additive will contribute no more than 3 ppm on a per gallon basis to the sulfur content of gasoline when used at the maximum recomme nded treatment rate (i) Records that parties who take custody of gasoline additives in the gasoline additive distribution system must keep. Beginning January 1, 2017, a ll parties that take custody of gasoline additives for bulk addition to gasoline from the p roducer through to the party that adds the additive to gasoline must keep the following records; these requirements of do not apply for gasoline additives packaged for addition to gasoline in the vehicle fuel tank:Page 568 of 961

(1) T he product transfer document f or each batch of gasoline additive

. ( 2) As applicable, the treatment at which the additive was added to gasoline. (3) As applicable, the volume of gasoline that was treated with the additive. A new record shall be initiated in cases where a new batch of additives is mixed into a storage tank from which the additive is drawn to be injected into gasoline. (j) Records regarding credits

. The records required under this subpart O shall be kept for five ye ars from the date they were created; except in the following cases: (1 ) Transfers of credits. Except as provided in paragraph (f)(2) of this s ection, records relating to credit transfers shall be kept b y the transferor for five ye ars from the date the credits are transferred; and shall be kept by the transferee for five years from the date the credits were transferred, used, or terminated, which ever is later. (2) C redits generated prior to January 1, 2017

. (i) Where the party generating the credits does not transfer the credits, records must be kept for five years from the date of creation, use, or termination, whichever is later. (ii) Whe n credits generated prior to January 1, 2017 are transferred, records relating to such credits shall be kept by the transferor for five years from the date the credits are transferred; and shall be kept by the transferee for five years from the date the credits were transferred, used, or terminated, whichever is later. ( k) Make records available to EPA. On request b y EPA, the records required in this section shall be provided to the Administrator ’ s authorized representative. For records that are electronically

generated or maintained, the equipment and software necessary to read the records shall be made available; or, if requested by EPA, electronic records shall be converted to paper documents which shall be provided to the Admi nistrator ’ s authorized representative. **§ 80 .1654 California gasoline requirements.**  (a) California gasoline exemption. California gasoline that complies with all the requirements of this section is exempt from all other provisions of this subpart O. (b ) Requirements for California gasoline. (1) Each batch of California gasoline must be designated as such b y its refiner or importer. (2) Designated California gasoline must be kept segregated from gasoline that is not California gasoline, at all points in the distribution sy stem. (3) Designated California gasoline must ultimately be used in the State of California and not used elsewhere. (4) For California gasoline produced outside the State of California, the transferors and transferees must meet the product transfer document requirements of paragraph (b)(5) of this section. (5)(i) Any

refiner that operates a refinery located outside the State of California at which California gasoline (as defined in § 80 .1600) is produced must provide to any person to who m custody

or title of such gasoline has transferred, and each transfereePage 569 of 961

must provide to any

subsequent transferee, documents which include all the following information: (A) The name and address of the transferor. (B) The name and address of the transfere e. (C) The volume of gasoline which is being transferred. (D) The location of the gasoline at the time of the transfer. (E) The date and time of the transfer. (F) The identification of the gasoline as California gasoline. (ii) Each refiner and transferee o f California gasoline must maintain copies of the product transfer documents required to be provided by paragraph (b)(5)(i) of this section for a period of five ye ars from the date of creation and shall deliver such documents to the Administrator or to the Administrator ’ s authorized representative upon request. (6) Gasoline that is ultimately used in any

part of the United States outside of the State of California must comply with the standards and requirements of this subpart, regardless of an y designation as California gasoline. (c) Use of California test methods and offsite sampling procedures. In the case of any gasoline that is not California gasoline and that is either produced at a refinery located in the State of California or is imp orted from outside the United States into the State of California, the refiner or importer may , with regard to such gasoline

– (1) Use the sampling and testing methods approved in Title 13 of the California Code of Regulations instead of the sampling and t esting methods required under § 80 .1630; and (2) Determine the sulfur content of gasoline at offsite tankage (which would otherwise be prohibited under § 80 .65(e)(1)). Note that the requirements of § 80 .65(e)(1), regarding when the properties of a batch of reformulated gasoline must be determined, specify

that the properties of a batch of gasoline be determined prior to the gasoline leaving the refinery or import facility ; however, under this section, a refiner of California gasoline may

determine the properties of gasoline as specified under § 80 .65(e)(1) at offsite tankage provided that

– ( i ) The samples are properl y collected under the terms of a current and valid protocol agreement between the refiner and the California Air Resources Board with re gard to sampling at the offsite tankage and consistent with the requirements prescribed in Title 13, California Code of Regulations, section 2250 et seq. (May 1, 2003); and ( ii ) The refiner provides a copy of the protocol agreement to EPA upon request. **§ 80**  **.1655 National security exemption.** (a) The standards of § 80 .1603 do not apply to gasoline that is produced, imported, sold, offered for sale, supplied, offered for suppl y, stored, dispensed, or transported for use in an y of the fol lowing: (1) Tactical military

vehicles, engines, or equipment having an EPA national security exemption from the gasoline emission standards under 40 CFR part 86. (2) Tactical military

vehicles, engines, or equipment that are not subject to a national security exemption from vehicle or engine emissions standards as described in paragraph (a)(1) of this section but, for national security purposes (for purposes of readiness forPage 570 of 961

deploy ment overse a s), need to be fueled on the same gasoline as the vehicles, engines, or equipment for which EPA has granted such a national security exemption. (b) The exempt fuel must meet all the following conditions: (1) It must be accompanied by product transfer documents as required under § 80 .1651. (2) It must be segregated fro m non - exempt gasoline at all points in the distribution sy stem. (3) It must be dispensed from a fuel pump stand, fueling truck, or tank that is labeled with the appropriate designation of the fuel. (4) It may

not be used in any vehicles, engines, or equipm ent other than those referred to in paragraph (a) of this section. (c) Any

national securit y exemptions approved under subpart H of this part will remain in place under this subpart O. **§ 80**  **.1656 Exemptions for gasoline used for research, development, or testing purposes.**  (a) Written request for a research and development exemption. Any person may receive an exemption from the provisions of this subpart for gasoline used for research, development, or testing (“R&D”) purposes b y submitting the informat ion listed in paragraph (c) of this section to EPA. Applications for R&D exemptions must be submitted to the address in paragraph (h) of this section. (b) Criteria for a research and development exemption. For a research and development exemption to be granted, the person requesting an exemption must do all the following: (1) Demonstrate a purpose that constitutes an appropriate basis for exemption. (2) Demonstrate that an exemption is necessary

. (3) Design a research and development p rogram that is reasonable in scope. (4) Have a degree of control consistent with the purpose of the program and EPA ’ s monitoring requirements. (c) In formation required to be submitted. To demonstrate each of the elements in paragraph (b) of this se ction, the person requesting an exemption must include all the following information: (1) A concise statement of the purpose of the program demonstrating that the program has an appropriate research and development purpose. (2) An explanation of why the stated purpose of the program cannot be achieved in a practicable manner without performing one or more of the prohibited acts under this subpart O. (3) All the following, to demonstrate the reasonableness of the scope of the program: (i) An estimate o f the program ’ s beginning and ending dates. (ii) An estimate of the maximum number of vehicles or engines involved in the program and the number of miles and engine hours that will be accumulated on each.Page 571 of 961

(iii) The sulfur content of the gasoline expected t o be used in the program. (iv) The quantity

of gasoline which does not comply with the requirements of § 80 .1603. (v) The manner in which the information on vehicles and engines used in the program will be recorded and made available to the Administrator u pon request. (4) With regard to control, a demonstration that the program affords EPA a monitoring capability , including all the following: (i) A description of the technical and operational aspects of the program. (ii) The site(s) of the program (includin g facility name, street address, city, county, state, and zip code). (iii) The manner in which information on the fuel used in the program (including quantity , fuel properties, name, address, telephone number and contact person of the supplier, and the dat e received from the supplier), will be recorded and made available to the Administrator upon request. (iv) The manner in which the party will ensure that the research and development fuel will be segregated from gasoline meeting the standards of this subpart and how fuel pumps will be labeled to ensure proper use of the research and development fuel. (v) The name, address, telephone number, and title of the person(s) in the organization requesting an exemption from whom further information on the applicatio n may be obtained. (vi) The name, address, telephone number, and title of the person(s) in the organization requesting an exemption who is responsible for recording and making available the information specified in this paragraph (c), and the location where such information will be maintained. (d) Additional requirements. (1) The product transfer documents associated with research and development gasoline must compl y with requirements of § 80 .1651(c). (2) The research and development gasoline must be desi gnated b y the refiner or supplier, as applicable, as exempt research and development gasoline. (3) The research and development gasoline must be kept segregated from non

- exempt gasoline at all points in the distribution system. (4) The research and develop ment gasoline must not be sold, distributed, offered for sale or distribution, dispensed, supplied, offered for supply , transported to or from, or stored by a fuel retail outlet, or by

a wholesale purchaser

- consumer facility , unless the wholesale purchaser

- consumer facility is associated with the research and development program that uses the gasoline. (5) At the completion of the program, any emission control sy stems or elements of design which are damaged or rendered inoperative shall be replaced on vehic les remaining in service, or the responsible person will be liable for a violation of the Clean Air Act section 203(a)(3) (42 U.S.C. 7522 (a)(3)) unless sufficient evidence is supplied that the emission controls or elements of design were not damaged. (e) Memorandum of exemption. The Administrator will grant an R&D exemption upon a demonstration that the requirements of this section have been met. The R&D exemption will be granted in the form of a memorandum of exemption signed by the applicant and the A dministrator (or delegate), which may include such terms andPage 572 of 961

conditions as the Administrator determines necessary to monitor the exemption and to carry out the purposes of this section, including restoration of emission control systems. (1) The volume of f

uel subject to the approval shall not exceed the estimated amount under paragraph (c)(3) of this section, unless EPA grants a greater amount in writing. (2) Any

exemption granted under this section will expire at the completion of the test program or three ye ars from the date of approval, whichever occurs first, and may onl y be extended upon re

- application consistent will all requirements of this section. (3) EPA may

elect at an y time to review the information contained in the request, and where appropriate may

notify the responsible person of disapproval of the exemption. (4) In granting an exemption the Administrator may include terms and conditions, including replacement of emission control devices or elements of design, that the Administrator determines are necessary for monitoring the exemption and for assuring that the purposes of this subpart are met. (5) Any

violation of a term or condition of the exemption, or of any requirement of this section, will cause the exemption to be void ab initio. (6) If any

information required under paragraph (c) of this section should change after approval of the exemption, the responsible person must notify EPA in writing immediately . Failure to do so may result in disapproval of the exemption or may make it void ab in itio, and may

make the party liable for a violation of this subpart O. (f) Effects of exemption. Gasoline that is subject to a research and development exemption under this section is exempt from other provisions of this subpart O provided that the fuel is used in a manner that complies with the purpose of the program under paragraph (c) of this section and all other requirements of this section. (g) Notification of completion. The party shall notify EPA in writing within 30 day s after completion of the research and development program. (h) Submission. Requests for research and development exemptions shall be sent to the following address : U.S. EPA

— Attn: Tier 3 Program (R&D Exemption Request), 6406J, 1200 Pennsylvania Avenue, NW., Washington, DC 20460. **§ 80**  **.1657 [Reserved]**

**§ 80 .1658**  **Requirements for gasoline fo r use in American Samoa, Guam,**  **and the Commonwealth of the Northern Mariana Islands.** The gasoline sulfur standards of this subpart O do not apply to gasoline that is produced, imported, sold, offered for sale, supplied, offered for supply , stored, dispens ed, or transported for use in the Territories of Guam, American Samoa or the Commonwealth of the Northern Mariana Islands, provided that such gasoline meets all the following requirements: (a) The gasoline is designated by the refiner or importer as hi gh sulfur gasoline only for use in Guam, American Samoa, or the Commonwealth of the Northern Mariana Islands.Page 573 of 961

(b) The gasoline is used onl y in Guam, American Samoa, or the Commonwealth of the Northern Mariana Islands. (c) The gasoline is accompanied by d ocumentation that complies with the product transfer document requirements of § 80 .1651(c)(3). (d) The gasoline is segregated from non

- exempt high sulfur gasoline at all points in the distribution system from the point the fuel is designated as gasoline o nly for use in Guam, American Samoa, or the Commonwealth of the Northern Mariana Islands, while the fuel is in the United States but outside these Territories. **§ 80 .1659 [Reserved]**  **§ 80 .1660 Prohibited acts.**  No person shall: (a) Averaging violation. Produce or import gasoline that does not comply with the applicable sulfur average standard under § 80 .1603. (b) Cap standard violation. Produce, import, sell, offer for sale, dispense, supply , offer for suppl y, store or transport gasoline , oxygenate , or ethanol denaturant that does not comply

with the applicable sulfur cap standards under § 80 .1603, § 80 .1604, § 80 .1610 , or § 80 .161 1

. (c) Causing violating gasoline , oxygenate, or ethanol denaturant to be in the distribution system. Cause gasoline , oxygenate, or ethanol denaturant to be in the distribution system which does not comp ly with an applicable sulfur cap standard under § 80 .1603, § 80 .1604, § 80 .1610 , or § 80 .161 1

. ( d) Ox ygenate violation. Starting March 1, 2017, blend into gasoline, RBOB, or CBOB an y ox ygenate, including but not limited to denatured fuel ethanol, that has a sulfur content higher than 10 ppm. ( e ) Additive blender violation. Unless acting in the capacity of a gasoline refiner or importer under § 80 .1613, introduce an additive other than an ox ygenate compound into gasoline, CBOB, or RBOB which contribut es more than 3 ppm to the sulfur content of the finished gasoline, CBOB, or RBOB. ( f ) Additive manufacturer violation. Introduce an additive with a maximum allowed treatment rate of less than 1.0 volume percent into gasoline, CBOB, or RBOB which contrib utes more than 3 ppm to the sulfur content of the finished gasoline, CBOB, or RBOB, or introduce more than 1.0 volume percent of any additive other than anPage 574 of 961

oxygenate into gasoline, CBOB, or RBOB without complying with all of the requirements of Subpart O, including the standards and requirements at § 80.1640 that apply to refiners producing gasoline by blending blendstocks into PCG. (g) Denaturant violation. Cause or contribute to the introduction into commerce of an ethanol denaturant designated as suitable for the production manufacture of denatured fuel ethanol meeting federal quality requirements which does not comply w ith the requirements of § 80. 1611

. (h) Credit violation. G enerate, transfer, or use invalid credits or improperl y transfer or use credits. (i) Export violation. Distribute or dispense gasoline intended for export (pursuant to § 80.1603(b)(3)) for use in the United States

. (j) Failure to meet a requirement. Fail to meet a requirement that applies to that person under this subpart. **§ 80 .1661 What evidence may be used to determine compliance with the prohibitions and**  **requirements of this subpart and liability for violations of this subpart?** (a) Compliance w ith the sulfur standards of this subpart O shall be determined based on the sulfur level, measured or otherwise determined as applicable using the methodologies specified in § § 80 .47 , 80. 1611 , and 80. 1630 . Any evidence or information, including th e exclusive use of such evidence or information, may be used to establish the sulfur level of gasoline , ethanol denaturant, or oxygenate if the evidence or information is relevant to whether the sulfur level would have been in compliance with the standards if the appropriate sampling and testing methodology or other sulfur determination methodology as applicable had been correctly performed. Such evidence may be obtained from any

source or location and may include, but is not limited to, test results using methods other than those specified in § § 80 .47 and 80.1630, business records, and commercial documents. (b) Determinations of compliance with the requirements of this subpart other than the sulfur standards, and determinations of liability for any violat ion of this subpart, may be based on information obtained from an y source or location. Such information may include, but is not limited to, business records and commercial documents. **§ 80 .1662 Liability for violations**  **.** The following per sons are liable for violations under this subpart: (a) Persons liable for violations of prohibited acts

. ( 1) Averaging violation. Any refiner or importer who violates § 80 .1660(a) is liable for the violation.Page 575 of 961

(2) Causing an averaging violation. Any r efiner, importer, distributor, reseller, carrier, retailer, wholesale purchaser

- consumer, oxygenate blender , ethanol denaturant producer, or ethanol denaturant importer who causes another part y to violate § 80 .1660(a), is liable for a violation of § 80

. 1660(c). (3) Cap standard violation. Any refiner, gasoline importer, distributor, reseller, carrier, retailer, wholesale purchaser

- consumer, oxygenate producer, oxygenate importer, oxygenate blender, ethanol denaturant producer, ethanol denaturant importer, additive manufacturer, or additive blender who owned, leased, operated, controlled or supervised a facility wher e a violation of § 80 .1660(b ) occurred, is deemed in violation of § 80 .1660(b ). (4) Causing a cap standard violation. Any refiner, gasoline importer, distributor, reseller, carrier, retailer, wholesale purchaser

- consumer, oxygenate producer, oxygenate importer, oxygenate blender, ethanol denaturant producer, ethanol denaturant importer, additive manufacturer, or additive blender who produced, imported, sold, offered for sale, dispensed, supplied, offered for suppl y, stored, transported, or caused the tr ansportation or storage of gasoline , oxygenate, or ethanol denaturant that violates § 80 .1660(b), is deemed in violation of § 80 .1660(c). (5) Branded refiner/importer liability

. An y refiner or importer whose corporate, trade, or brand name, or whose marke ting subsidiary ’ s corporate, trade, or brand name appeared at a facility

where a violation of § 80 .1660(b) occurred, is deemed in violation of § 80 .1660(b). (6) Causing violating gasoline to be in the distribution sy stem. An y refiner, gasoline importer, distributor, reseller, carrier, ox ygenate producer, oxygenate importer, oxygenate blender, ethanol denaturant producer, ethanol denaturant importer, additive manufacturer, or additive blender who owned, leased, operated, controlled or supervised a facility from which gasoline , oxygenate, or ethanol denaturant was released into the distribution sy stem which does not comply with an applicable sulfur cap standard or a sulfur averaging standard is deemed in violation of § 80 .1660(d). (7) Carrier causation. In o rder for a carrier to be liable under paragraph (a)(2), (a)(3), (a)(4), or (a)(6) of this section, EPA must demonstrate, b y reasonabl y specific showing by direct or circumstantial evidence, that the carrier caused the violation. (8) Ox ygenate blender violation. Any oxygenate blender who violates § 80 .1660(e) is liable for the violation. (9) Additive manufacturer violation. Any additive manufacturer who violates § 80 .1660(g) is deemed liable for the violation. (10) Additive blender violation. Any additiv e blender who violates § 80 .1660(f) is deem ed liable for the violation. (11) Credit violation. Any refiner or importer who violates § 80 .1660(h) is liable for the violation. (12) Parent corporation liability

. An y parent corporation is liable for an y viol ations of this subpart that are committed by an y of its wholly

- owned subsidiaries. (13) Joint venture and joint owner liability

. Each partner to a joint venture, or each owner of a facility

owned by

two or more owners, is jointly and severally

liable for an y violation of this subpart that occurs at the joint venture facility or facility

owned by

the joint owners, or is committed by the joint venture operation or any of the joint owners of the facility

.Page 576 of 961

(b) Persons liable for failure to meet other provisio ns of this subpart. Any person who

– (1) Fails to comply

with a provision of this subpart not addressed in paragraph (a) of this section is liable for a violation of that provision. (2) Causes another person to fail to meet a requirement of this subpart n ot addressed in paragraph (a) of this section is liable for causing a violation of that provision. **§ 80 .1663 Defenses for a violation of a prohibited act**  **.** (a) Any

person deemed liable for a violation of a prohibition under § 80 .1662(a)( 3) through ( 10), will not be deemed in violation if the person demonstrates all the following: (1) The violation was not caused by the person or the person ’ s employee or agent. (2) In cases where product transfer document requirements under this subpart apply , the product transfer documents account for the fuel found to be in violation and indicate that the violating product was in compliance with the applicable requirements while in that person ’ s control; and (3) The person conducted a quality a ssurance sampling and testing program, as described in paragraph (d) of this section. A carrier may rel y on the quality

assurance program carried out b y another party, including the party who owns the gasoline in question, provided that the quality assurance program is carried out properly . Retailers and wholesale purchaser

- consumers are not required to conduct sampling and testing of gasoline as part of their quality assurance programs. (b) In the case of a violation found at a facility operating under the corporate, trade or brand name of a refiner or importer, or a refiner ’ s or importer ’ s marketing subsidiary , the refiner or importer must show, in addition to the defense elements required under paragraphs (a)(1) through ( 3) of thi s section, that the violation was caused by an y of the following: (1) An act in violation of law (other than the Clean Air Act or this part 80), or an act of sabotage or vandalism. (2) The action of an y refiner, gasoline importer, retailer, distributor, re seller, oxygenate blender, carrier, retailer or wholesale purchaser

- consumer in violation of a contractual agreement between the branded refiner or importer and the person designed to prevent such action, and despite periodic sampling and testing b y the branded refiner or importer to ensure compliance with such contractual obligation. (3) The action of an y carrier or other distributor not subject to a contract with the refiner or importer, but engaged for transportation of gasoline, oxygenate, or ethanol de naturant despite specifications or inspections of procedures and equipment which are reasonabl y calculated to prevent such action. (c) Under paragraph (a) of this section, for any person to show that a violation was not caused b y that person, or under paragraph (b) of this section to show that a violation was caused b y an y of the specified actions, the person must demonstrate by reasonabl y specific showings, b y direct or circumstantial evidence, that the violation was caused orPage 577 of 961

must have been caused by ano ther person and that the person asserting the defense did not contribute to that other person ’ s causation. (d) To demonstrate an acceptable quality assurance and testing program under paragraph (a)(2) of this section, a person must present evidenc e of all the following: (1) A periodic sampling and testing program to ensure the gasoline the person sold, dispensed, supplied, stored, or transported, meets the applicable sulfur standard. (2) On each occasion when gasoline is found not in compliance with the applicable sulfur standard

– (i) The person immediatel y ceases selling, offering for sale, dispensing, supplying, offering for supply , storing or transporting the non

- complying product; and (ii) The person promptl y remedies the violation and the f actors that caused the violation (for example, by removing the non

- complying product from the distribution sy stem until the applicable standard is achieved and taking steps to prevent future violations of a similar nature from occurring). (3) For an y carri er who transports gasoline in a tank truck, the quality assurance program required under this paragraph (d) need not include periodic sampling and testing of gasoline in the tank truck, but in lieu of such tank truck sampling and testing, the carrier shall demonstrate evidence of an oversight program for monitoring compliance with the requirements of this subpart relating to the transport or storage of gasoline b y tank truck, such as appropriate guidance to drivers regarding compliance with the applicable s ulfur standard and product transfer document requirements, and the periodic review of records received in the ordinary course of business concerning gasoline quality and delivery

. **§ 80 .1664 [Reserved]**  **§ 80 .1665 Penalties.**  (a) Any

person liable for a v iolation under § 80 .1662 is subject to civil penalties as specified in section 205 of the Clean Air Act (42 U.S.C. 7524) for every day of each such violation and the amount of economic benefit or savings resulting from each violation. (b) Any

person liabl e under § 80 .1662(a)(1) or (a)(2) for a violation of the applicable sulfur averaging standard or causing another party to violate that standard during an y averaging period, is subject to a separate day of violation for each and every day in the averaging p eriod. An y person liable under § 80 .1662(a)(11) or (b) for a failure to fulfill any requirement for credit generation, transfer, use, banking, or deficit correction, is subject to a separate day

of violation for each and every day in the averaging period in which invalid credits are generated or used. (c)(1) Any

person liable under § 80 .1662(a)(3) through ( 10) for a violation of an applicable sulfur per gallon cap standard under this subpart O or of causing another partyPage 578 of 961

to violate a cap standard, is s ubject to a separate day of violation for each and every day the non

- complying gasoline remains any place in the gasoline distribution sy stem. (2) Any

person liable under § 80 .1662(a)(6) for causing gasoline , oxygenate, or ethanol denaturant to be in the distribution system which does not comply with an applicable sulfur cap standard, or a sulfur averaging standard, is subject to a separate day of violation for each and every day that the non

- complying gasoline , oxygenate, or ethanol denaturant remains any place in the gasoline , oxygenate, or ethanol denaturant distribution system. (3) For purposes of this paragraph (c), the length of time the gasoline , oxygenate, or ethanol denaturant in question remained in the gasoline , oxygenate, or ethanol denaturant di stribution system is deemed to be twenty - five day s, unless a person subject to liability or EPA demonstrates b y reasonabl y specific showings, b y direct or circumstantial evidence, that the non

- complying gasoline , oxygenate, or ethanol denaturant remained i n the gasoline , oxygenate, or ethanol denaturant distribution sy stem for fewer than or more than twenty

- five days. (d) Any

person liable under § 80 .1662(b) for failure to meet, or causing a failure to meet, a provision of this subpart is liable for a separate day of violation for each and every day such provision remains unfulfilled. **§ 80 .1666 Additional requirements for foreign small refiners and foreign small volume**  **refineries.** The provisions of this section apply to certain foreign refiners and importers during the period January 1, 2017 through December 31, 2019. After December 31, 2019, foreign refiners are not subject to compliance requirements under subpart H of this part, or this subpart O; instead, the importer of an y foreign

- produced gasoline shall be responsible for compliance with the standards and requirements of this subpart O that relate to importers. (a) Definitions

. ( 1) Foreign small refiner is a foreign refiner that meets the definition of a small refiner under § 80 .1620. (2) Forei gn small volume refinery is a foreign refinery that meets the definition of a small volume refinery

under § 80 .1621. (3) Sulfur

- FRGAS , for this subpart, means gasoline produced from January 1, 2017 through December 31, 2019, at a foreign refinery of a refi ner that has been approved as a small refiner or a small volume refinery under § 80 .1622, and that is imported into the United States. (4) Non

- Sulfur

- FRGAS means gasoline that is produced at a foreign refinery that has not been approved as a small refiner refinery or small volume refinery under § 80 .1622, gasoline produced at a foreign refinery of an approved small refiner or at an approved small volume refinery

under § 80 .1622 that is not imported into the United States, and gasoline produced at a foreign refinery that is approved during a ye ar when the foreign refiner has opted to not participate in the Sulfur

- FRGAS program under paragraph (c)(3) of this section.Page 579 of 961

(5) Certified Sulfur

- FRGAS means Sulfur

- FRGAS the foreign refiner intends to include in the fo reign refinery ’ s sulfur compliance calculations under § § 80 .195 and 80.205 and does include in these compliance calculations when reported to EPA. (6) Non

- Certified Sulfur

- FRGAS means Sulfur

- FRGAS that is not Certified Sulfur

FRGAS. (b) Petition for approval of small refiner or small volume refinery status. To be approved for small refiner status or small volume refinery status a foreign refiner must submit a petition for approval as provided under § 80 .1622 and this section. If small refiner s tatus or small volume refinery status is approved, the foreign refiner may produce gasoline for export to the United States, during the period starting January 1, 2017 and ending December 31, 2019, that is subject to the sulfur content standards of subpart H of this part at § 80 .195 that were applicable to refiners from 2006 through 2016. A foreign refiner is not eligible to generate sulfur credits under subpart H of this part or this subpart O, as this occurs through the importer. (c) General requirem ents for foreign refiners approved as small refiners or small volume refinery

status. A foreign refiner of a refinery that has been approved as a small refiner refinery

or a small volume refinery must designate all gasoline produced at the foreign refinery that is exported to the United States as either Certified Sulfur

- FRGAS or as Non

- Certified Sulfur

- FRGAS, except as provided in paragraph (c)(3) of this section. (1) In the case of Certified Sulfur

- FRGAS, the foreign refiner must meet the sulfur standard s of subpart H of this part as described in paragraph (b) of this section and the requirements of this section. (2) In the case of Non

- Certified Sulfur

- FRGAS, the foreign refiner shall meet all the following provisions, except the foreign refiner shall sub stitute the name Non

- Certified Sulfur

- FRGAS for the names “reformulated gasoline” or “RBOB” wherever they appear in the following provisions: (i) The designation requirements in this section. (ii) The recordkeeping requirements under § 80 .1653. (iii) The r eporting requirements in § 80 .1652 and this section. (i v) The product transfer document requirements in § 80 .1651 and this section. (v) The prohibitions in § 80 .1660 and this section. (vi) The independent audit requirements under § 80 .415 and paragraph (h) of this section; and the attest engagement provisions of § § 80 .125 through 80.127, 80 .128(a), (b), (c), and (g) through (i), and 80 .130. (3)(i) Any

foreign refiner that has been approved as a small refiner or whose refinery has been approved as a small volume refinery under this subpart O may elect to classify no gasoline imported into the United States as Sulfur

- FRGAS, provided the foreign refiner notifies EPA of the election no later than November 1 of the prior calendar ye ar. (ii) An election under p aragraph (c)(3)(i) of this section shall meet all the following requirements: (A) Apply

to an entire calendar year averaging period, and appl y to all gasoline produced during the calendar year at the foreign refinery that is used in the United States.Page 580 of 961

( B) Remain in effect for each succeeding calendar ye ar averaging period, unless and until the foreign refiner notifies EPA of a termination of the election. The change in election shall take effect at the beginning of the next calendar year. (d) Designatio n, product transfer documents, and foreign refiner certification. (1) Any approved foreign small refiner or any foreign refiner having an approved small volume refinery

under this subpart O must designate each batch of Sulfur

- FRGAS as such at the time the gasoline is produced, unless the refinery has elected to classify

no gasoline exported to the United States as Sulfur

- FRGAS under paragraph (c)(3)(i) of this section. (2) On each occasion when any person transfers custody

or title to any

Sulfur

FRGAS prio r to its being imported into the United States, it must include all the following information as part of the product transfer document information in this section: (i) Id entification of the gasoline as Certified Sulfur

- FRGAS or as Non

- Certified Sulfur

- FRGA S. (ii) The name and EPA refinery registration number of the refinery where the Sulfur

FRGAS was produced. (3) On each occasion when Sulfur

- FRGAS is loaded onto a vessel or other transportation mode for transport to the United States, the foreign refiner s hall prepare a certification for each batch of the Sulfur

- FRGAS that meets all the following requirements: (i) The certification shall include the report of the independent third party under paragraph (f) of this section, and all the following additi onal information: (A) The name and EPA registration number of the refinery that produced the Sulfur

FRGAS. (B) The identification of the gasoline as Certified Sulfur

- FRGAS or Non

- Certified Sulfur

- FRGAS. (C) The volume of Sulfur

- FRGAS being transported, in gallons. (D) In the case of Certified Sulfur

- FRGAS , the sulfur content as determined under paragraph (f) of this section , and a declaration that the Sulfur

- FRGAS is being included in the compliance calculations under § 80 .205 for the refinery that produced the Sulfur

FRGAS. (ii) The certification shall be made part of the product transfer documents for the Sulfur

- FRGAS. (e) Transfers of Sulfur

- FRGAS to non

- U.S. markets. The foreign refiner is responsible to ensure that all gasolin e classified as Sulfur

- FRGAS is imported into the United States. A foreign refiner may remove the Sulfur

- FRGAS classification, and the gasoline need not be imported into the United States, but only if

– (1)(i) The foreign refiner excludes the volume and s ulfur content of the gasoline from the compliance calculations under § 80 .205. (ii) The exclusions under paragraph (e)(1)(i) of this section shall be on the basis of the sulfur content and volumes determined under paragraph (f) of this section; and (2) The foreign refiner obtains sufficient evidence in the form of documentation that the gasoline was not imported into the United States.Page 581 of 961

(f) Load port independent sampling, testing and refinery identification. (1) On each occasion Sulfur

- FRGAS is loaded onto a vessel for transport to the United States a foreign refiner shall have an independent third party do all the following: (i) Inspect the vessel prior to loading and determine the volume of any tank bottoms. (ii) Determine the volume of Sulfur

- FRGAS lo aded onto the vessel (exclusive of any tank bottoms present before vessel loading). (iii) Obtain the EPA

- assigned registration number of the foreign refinery

. (iv) Determine the name and country of registration of the vessel used to transport the Sulfur

- FR GAS to the United States. (v) Determine the date and time the vessel departs the port serving the foreign refinery

. (2) On each occasion Certified Sulfur

- FRGAS is loaded onto a vessel for transport to the United States a foreign refiner shall have an indep endent third party

– (i) Collect a representative sample of the Certified Sulfur

- FRGAS from each vessel compartment subsequent to loading on the vessel and prior to departure of the vessel from the port serving the foreign refinery

. (ii) Prepare a volume

- w eighted vessel composite sample from the compartment samples, and determine the value for sulfur in accordance with the methodology and requirements specified in § 80 .1630, by either of the following: (A) The third party analyzing the sample. (B) The third party observing the foreign refiner anal yzing the sample. (iii) Review original documents that reflect movement and storage of the certified Sulfur

- FRGAS from the refinery to the load port, and from this review determine all the following: (A) The refi nery

at which the Sulfur

- FRGAS was produced. (B) That the Sulfur

- FRGAS remained segregated from Non

- Sulfur

- FRGAS , Non

Certified Sulfur

- FRGAS , and o ther Certified Sulfur

- FRGAS produced at a different refinery

. (3) The ind ependent third party shall submit a report

– (i) To the foreign refiner containing the information required under paragraphs (f)(1) and (2) of this section, to accompany the product transfer documents for the vessel; and (ii) To the Administrator containin g the information required under paragraphs (f)(1) and (2) of this section, within thirty day s following the date of the independent third party ’ s inspection. This report shall include a description of the method used to determine the identity of the refi nery at which the gasoline was produced, assurance that the gasoline remained segregated as specified in paragraph (m)(1) of this section, and a description of the gasoline ’ s movement and storage between production at the source refinery and vess el loading. (4) The independent third party must do all the following: (i) Be approved in advance by EPA, based on a demonstration of ability to perform the procedures required in this paragraph (f). (ii) Be independent under the criteria specified in § 80 .65(f)(2)(iii). (iii) Sign a commitment that contains the provisions specified in paragraph (i) of this section with regard to activities, facilities and documents relevant to compliance with the requirements of this paragraph (f).Page 582 of 961

(g) Comparison of lo ad port and port of entry testing. (1)(i) Except as described in paragraph (g)(1)(ii) of this section, any foreign refiner and an y U.S. importer of Certified Sulfur

- FRGAS shall compare the results from the load port testing under paragraph (f ) of this section, with the port of entry testing as reported under paragraph (o) of this section, for the volume of gasoline and the sulfur value. (ii) Where a vessel transporting Certified Sulfur

- FRGAS off loads this gasoline at more than one U.S. port of entry , and the conditions of paragraph (g)(2 ) of this section are met at the first U.S. port of entry , the requirements of paragraph (g)(2) of this section do not apply

at subsequent ports of entry if the U.S. importer obtains a certification from the vessel owner, meeting the requirements of paragraph (r) of this section that the vessel has not loaded an y gasoline or blendstock between the first U.S. port of entry and the subsequent port of entry

. (2) The U.S. importer and the foreign refiner shall treat the gasoline as Non

- Certified Sulfur

- FRGAS, and the foreign refiner shall exclude the gasoline volume and properties from its gasoline sulf

ur compliance calculations under § 80 .205 under either of the following circumstances: (i ) The temperature

- corrected volumes determined at the port of entry and at the load port differ b y more than one percent

. ( ii ) The sulfur value determined at the port of entry is higher than the sulfur value determined at the load port, and the amount of this difference is greater than the reproducibility

amount specified for the port of entry test result by

ASTM. (h) Attest requirements. All the following additional procedures shall be carried out by an y foreign refiner of Sulfur

- FRGAS as part of the applicable attest engagement for each foreign refinery

under § 80 .415: (1) The inventory

reconciliation analy sis under the attest engagement provisions of § 80 .128(b) an d the tender anal ys is under § 80 .128(c) shall include Non

- Sulfur

- FRGAS in addition to the gasoline ty pes listed in § 80 .128(b) and (c). (2) Obtain separate listings of all tenders of Certified Sulfur

- FRGAS, and of Non

Certified Sulfur

- FRGAS. Agree the tot al volume of tenders from the listings to the gasoline inventory

reconciliation analy sis in the attest engagement provisions of § 80 .128(b), and to the volumes determined b y the third party under paragraph (f)(1) of this section. (3) For each tender under paragraph (h)(2) of this section where the gasoline is loaded onto a marine vessel, report as a finding the name and country of registration of each vessel, and the volumes of Sulfur

- FRGAS loaded onto each vessel. (4) Select a sample from the list of vesse ls identified in paragraph (h)(3) of this section used to transport Certified Sulfur

- FRGAS, in accordance with the attest engagement guidelines in § 80 .127, and for each vessel selected perform all the following: (i) Obtain the report of the independent third party , under paragraph (f) of this section, and of the U.S. importer under paragraph (n) of this section. (A) Agree the information in these reports with regard to vessel identification, gasoline volumes and test results.Page 583 of 961

(B) Id entify , and report as a finding, each occasion the load port and port of entry parameter and volume results differ b y more than the amounts allowed in paragraph (g) of this section, and determine whether the foreign refiner adjusted its refinery calculations as re quired in paragraph (g) of this section. (ii) Obtain the documents used by the independent third party to determine transportation and storage of the Certified Sulfur

- FRGAS from the refinery to the load port, under paragraph (f) of this section. Obtain tank activity records for any

storage tank where the Certified Sulfur

- FRGAS is stored, and pipeline activity records for any pipeline used to transport the Certified Sulfur

- FRGAS, prior to being loaded onto the vessel. Use these records to determine whether the Certified Sulfur

- FRGAS was produced at the refinery

that is the subject of the attest engagement, and whether the Certified Sulfur

- FRGAS was mixed with any Non

- Certified Sulfur

- FRGAS, Non

- Sulfur

FRGAS, or an y Certified Sulfur

- FRGAS produced at a diffe rent refinery

. (5) Select a sample from the list of vessels identified in paragraph (h)(3) of this section used to transport certified and Non

- Certified Sulfur

- FRGAS, in accordance with the attest engagement guidelines of § 80 .127, and for each vessel sele cted perform the following: (i) Obtain a commercial document of general circulation that lists vessel arrivals and departures, and that includes the port and date of departure of the vessel, and the port of entry and date of arrival of the vessel. (ii) Agr ee the vessel ’ s departure and arrival locations and dates from the independent third party

and U.S. importer reports to the information contained in the commercial document. (6) Obtain separate listings of all tenders of Non

- Sulfur

- FRGAS, and perform all the following: (i) Agree the total volume of tenders from the listings to the gasoline inventory reconciliation analy sis in § 80 .128(b). (ii) Obtain a separate listing of the tenders under this paragraph (h)(6) where the gasoline is loaded onto a marine vessel. Select a sample from this listing in accordance with the guidelines in § 80 .127, and obtain a commercial document of general circulation that lists vessel arrivals and departures, and that includes the port and date of departure and the ports and dates where the gasoline was off loaded for the selected vessels. Determine and report as a finding the country where the gasoline was off loaded for each vessel selected. (7) In order to complete the requirements of th is paragraph (h) an auditor must

– (i) Be independent of the foreign refiner. (ii) Be licensed as a Certified Public Accountant in the United States and a citizen of the United States, or be approved in advance b y EPA based on a demonstration of ability to perform the procedures required in the attest engagement provisions of § § 80 .125 through 80.130, 80.415 and this paragraph (h). (iii) Sign a commitment that contains the provisions specified in this paragraph (h) with regard to activities and documents relevant to compliance with the requirements of the attest engagement provisions of § § 80 .125 through 80.130, 80.415 and this paragraph (h).Page 584 of 961

(i) Foreign refiner commitments. Any foreign refiner shall commit to and comply with the following provisions as a condition to being approved for small refiner status or small volume refinery

status : (1) Any U.S. EPA inspector or auditor will be givencompl ete and immediate access to conduct inspections and audits of the foreign refinery

. (i) Inspections and audits may be either announced in advance by EPA, or unannounced. (ii) Access will be provided to any location where

– (A) Gasoline is produced; (B) Doc uments related to refinery operations are kept; (C) Gasoline or blendstock samples are tested or stored; and (D) Sulfur

- FRGAS is stored or transported between the foreign refinery and the United States, including storage tanks, vessels and pipelines. (iii) Inspections and audits may be by EPA employees or contractors to EPA. (iv) Any

documents requested that are related to matters covered by inspections and audits will be provided to an EPA inspector or auditor on request. (v) Inspections and audits b y EPA may include review and cop yi ng of any documents related to all the following: (A) Approval of the refiner as a small refiner or approval of the refinery as a small volume refinery

. (B) The volume and sulfur content of Sulfur

- FRGAS. (C) The proper classi fication of gasoline as being Sulfur

- FRGAS or as not being Sulfur

- FRGAS, or as Certified Sulfur

- FRGAS or as Non

- Certified Sulfur

- FRGAS. (D) Transfers of title or custody to Sulfur

- FRGAS. (E) Sampling and testing of Sulfur

- FRGAS. (F) Work performed and repo rts prepared b y independent third parties and b y independent auditors under the requirements of this section and § 80 .415, including work papers. (G) Reports prepared for submission to EPA, and any work papers related to such reports. (vi) Inspections and audits by EPA may include taking samples of gasoline or blendstock, and interviewing emplo ye es. (vii) Any

employee of the foreign refiner must be made available for interview by the EPA inspector or auditor, on request, within a reasonable time period. (vi ii) English language translations of any documents must be provided to an EPA inspector or auditor, on request, within 10 working days. (ix) English language interpreters must be provided to accompany EPA inspectors and auditors, on request. (2) An agent f

or service located in the District of Columbia will be named

. S ervice on this agent constitutes service on the foreign refiner or an y employee of the foreign refiner for an y action b y EPA or otherwise b y the United States related to the re quirements of this subpart O. (3) The forum for an y civil or criminal enforcement action related to the provisions of this section for violations of the Clean Air Act or regulations promulgated thereunder shall be governed b y the Clean Air Act, including the EPA administrative forum where allowed under the Clean Air Act.Page 585 of 961

(4) The substantive and procedural laws of the United States shall apply to an y civil or criminal enforcement action against the foreign refiner or any employee of the foreign refiner related to the provisions of this section. (5) Submitting a petition for approval as a small refiner or for small volume refinery status, producing and exporting gasoline under such approval, and all other actions to comply with the requirements of this subpart O constitute actions or activities that satisfy the provisions of 28 U.S.C. 1605(a)(2), but solel y with respect to actions instituted against the foreign refiner, its agents and emplo ye es in any court or other tribunal in the United States fo r conduct that violates the requirements applicable to the foreign refiner under this subpart O, including conduct that violates 18 U.S.C. 1001 or Clean Air Act section 113(c)(2) (42 U.S.C. 7413(c)(2)). (6) The foreign refiner, or its agents or emplo ye es, must not seek to detain or to impose civil or criminal remedies against EPA inspectors or auditors, whether EPA employees or EPA contractors, for actions performed within the scope of EPA employ ment related to the provisions of this section. (7) The commitment required by this paragraph (i) must be signed b y the owner or president of the foreign refiner business. (8) In an y case where FRGAS produced at a foreign refinery is stored or transported by another compan y between the refinery and the vessel that tr ansports the Sulfur

FRGAS to the United States, the foreign refiner shall obtain from each such other compan y a commitment that meets the requirements specified in paragraphs (i)(1) through (7) of this section. (j) Sovereign immunity

. By submitting a pet ition for approval as a small refiner or approval of a small volume refinery under this subpart O and this section, or by producing and exporting gasoline to the United States under such an approval under this section, the foreign refiner, its agents and e mployees, without exception, become subject to the full operation of the administrative and judicial enforcement powers and provisions of the United States without limitation based on sovereign immunity , with respect to actions instituted against the forei gn refiner, its agents and employees in any court or other tribunal in the United States for conduct that violates the requirements applicable to the foreign refiner under this subpart O, including conduct that violates 18 U.S.C. 1001 or Clean Air Act sect ion 113(c)(2) (42 U.S.C. 7413(c)(2)). (k) Bond posting. An y foreign refiner must meet the following requirements as a condition to being approved for small refiner or small volume refinery status : (l) The foreign refiner shall post a bond of the amount calculated using the following equation: Bond=G×$ 0.01 Where: Bond = Amount of the bond in U. S. dollars.

G = The largest volume of gasoline produced at the foreign refinery and exported to the United States, in gallons, during a single calendar year among the most recent of the following calendar ye ars, up to a maximum of three calendar years: thePage 586 of 961

calendar year immediately preceding the date the approval petition is submitted, the calendar year the approval petition is submitte d, and each succeeding calendar year. (2) Bonds shall be posted b y performing an y of the following: (i) Paying the amount of the bond to the Treasurer of the United States. (ii) Obtaining a bond in the proper amount from a third party suret y agent that is payable to satisfy U.S. administrative or judicial judgments against the foreign refiner, provided EPA agrees in advance as to the third party and the nature of the surety agreement. (iii) An alternative commitment that results in assets of an appropriate liquidity and value being readily

available to the United States, provided EPA agrees in advance as to the alternative commitment. (3) If the bond amount for a foreign refinery increases, the foreign refiner shall increase the bond to cover th e shortfall within 90 day s of the date the bond amount changes. If the bond amount decreases, the foreign refiner may reduce the amount of the bond beginning 90 day s after the date the bond amount changes. (4) Bonds posted under this paragraph (k) shall

– (i) Be used to satisfy any judicial judgment that results from an administrative or judicial enforcement action for conduct in violation of this subpart O, including where such conduct violates 18 U.S.C. 1001 and Clean Air Act section 113(c)(2) (42 U.S.C. 7413(c)(2)); (ii) Be provided b y a corporate surety that is listed in the U.S. Department of Treasury Circular 570 “Companies Holding Certificates of Authority as Acceptable Sureties on Federal Bonds and Acceptable Reinsuring Companies” (Avai lable from the U.S. Department of the Treasury , Financial Management Service, Surety Bond Branch, 3700 East

- West Highway , Room 6A04, Hyattsville, MD, 20782. Also available on the internet at http://www .fms.treas.gov/c570/c570.html ); and (iii) In clude a commitment that the bond will remain in effect for at least five years following the end of latest averaging period that the foreign refiner produces gasoline pursuant to the requirements of this subpart O. (5 ) On an y occasion a foreign refiner bond is used to satisfy an y judgment, the foreign refiner shall increase the bond to cover the amount used within 90 day s of the date the bond is used. (l) English language reports. Any report or other document s ubmitted to EPA by an y foreign refiner must be in English, or must include an English language translation. (m) Prohibitions. (1) No person may combine Certified Sulfur

- FRGAS with any Non

Certified Sulfur

- FRGAS or Non

- Sulfur

- FRGAS, and no person may comb ine Certified Sulfur

- FRGAS with an y Certified Sulfur

- FRGAS produced at a different refinery , until the importer has met all the requirements of paragraph (n) of this section, except as provided in paragraph (e) of this section. (2) No foreign refiner or other person may cause another person to commit an action prohibited in paragraph (m)(1) of this section, or that otherwise violates the requirements of this section.Page 587 of 961

(n) U.S. importer requirements. Any U.S. importer shall meet th e following requirements: (1) Each batch of imported gasoline shall be classified by the importer as being Sulfur

- FRGAS or as Non

- Sulfur

- FRGAS, and each batch classified as Sulfur

- FRGAS shall be further classified as Certified Sulfur

- FRGAS or as Non

- certif ied Sulfur

- FRGAS. (2) Gasoline shall be classified as Certified Sulfur

- FRGAS or as Non

- Certified Sulfur

- FRGAS according to the designation b y the foreign refiner if this designation is supported by

product transfer documents prepared by the foreign refiner as required in paragraph (d) of this section, unless the gasoline is classified as Non

- Certified Sulfur

FRGAS under paragraph (g) of this section. (3) For each gasoline batch classified as Sulfur

- FRGAS, any U.S. importer shall perform the fol lowing procedures: (i) In the case of both Certified and Non

- Certified Sulfur

- FRGAS, have an independent third party

– (A) Determine the volume of gasoline in the vessel. (B) Use the foreign refiner ’ s Sulfur

- FRGAS certification to determine the name and EP A

- assigned registration number of the foreign refinery that produced the Sulfur

FRGAS. (C) Determine the name and country of registration of the vessel used to transport the Sulfur

- FRGAS to the United States. (D) Determine the date and time the vessel arri ves at the U.S. port of entry

. (ii) In the case of Certified Sulfur

- FRGAS, have an independent third party

– (A) Collect a representative sample from each vessel compartment subsequent to the vessel ’ s arrival at the U.S. port of e ntry and prior to off loading an y gasoline from the vessel. (B) Prepare a volume

- weighted vessel composite sample from the compartment samples. (C) Determine the sulfur value using the methodologies specified in § 80 .1630, by the third party

anal yz in g the sample , or by the third party observing the importer anal yz ing the sample. (4) Any

importer shall submit reports within thirty day s following the date any vessel transporting Sulfur

- FRGAS arrives at the U.S. port of entry

– (i) To the Administrator containing the information determined under paragraph (n)(3) of this section; and (ii) To the foreign refiner containing the information determined under paragraph (n)(3) of this section. (5) Any U.S. importer shall meet the applicable requirements of this subpart O, including sulfur content standards specified in § 80 .1603, for an y imported gasoline that is not classified as Certified Sulfur

- FRGAS under paragraph (n)(2) of this section. (o) Truck imports of Certified Sulfur

- FRGAS produced by a foreign small refiner or foreign small volume refinery

. (1) Any refiner whose Certified Sulfur

- FRGAS is transported into the United States by truck may

petition EPA to use alternative procedures to meet all the following requirement s: (i) Certification under paragraph (d)(5) of this section.Page 588 of 96 1

(ii) Load port and port of entry sampling and testing under paragraphs (f) and (g) of this section. (iii) Attest under paragraph (h) of this section. (iv) Importer testing under paragraph (n)(3) of this section. (2) These alternative procedures must ensure Certified Sulfur

- FRGAS remains segregated from Non

- Certified Sulfur

- FRGAS and from Non

- Sulfur

- FRGAS until it is imported into the United States. The petition will be evaluated based on whether i t adequatel y addresses all the following: (i) Provisions for monitoring pipeline shipments, if applicable, from the refinery, that ensure segregation of Certified Sulfur

- FRGAS from that refinery from all other gasoline. (ii) Contracts with any terminals and/or pipelines that receive and/or transport Certified Sulfur

- FRGAS, that prohibit the commingling of such Certified Sulfur

- FRGAS with any of the following: (A) Other Certified Sulfur

- FRGAS from other refineries. (B) All Non

- Certified Sulfur

- FRGAS. (C) All Non

- Sulfur

- FRGAS (iii) Procedures for obtaining and reviewing truck loading records and U.S. import documents for Certified Sulfur

- FRGAS to ensure that such gasoline is only loaded into trucks making deliveries to the United States. (iv) Attest procedures to be conducted annuall y b y an independent third party that review loading records and import documents based on volume reconciliation, or other criteria, to confirm that all Certified Sulfur

- FRGAS remains segregated throughout the distrib ution system and is only loaded into trucks for import into the United States. (3) The petition required b y this section must be submitted to EPA along with the application for small refiner status or small volume refinery status under § 80 .1622 and this s ection. (p) Withdrawal or suspension of a foreign refinery ’ s small refiner or small volume refinery status approval. EPA may withdraw or suspend approval where any of the following occur: (1) A foreign refiner fails to meet an y requirement of this sectio n. (2) A foreign government fails to allow EPA inspections as provided in paragraph (i)(1) of this section. (3) A foreign refiner asserts a claim of, or a right to claim, sovereign immunity in an action to enforce the requirements in this subpart O. (4) A foreign refiner fails to pay a civil or criminal penalty that is not satisfied using the foreign refiner bond specified in paragraph (k) of this section. (q) [Reserved] (r) Additional requirements for petitions, reports and certificates. An y petition fo r approval, an y alternative procedures under paragraph (o) of this section, and any certification under paragraph (d)(3) of this section shall be

– (1) Submitted in accordance with procedures specified by the Administrator, including use of an y forms that may be specified by

the Administrator; andPage 589 of 961

(2) Be signed b y the president or owner of the foreign refiner company, or b y that person ’ s immediate designee, and shall contain the following declaration: I hereb y certify : (1) that I have actual authority to s ign on behalf of and to bind [insert name of foreign refiner] with regard to all statements contained herein; (2) that Iam aware that the information contained herein is being certified, or submitted to the United States Environmental Protection Agency , under the applicable requirements of 40 CFR Part 80, subparts H and O, and that the information is material for determining compliance under these regulations; and (3) that I have read and understand the information being certified or submitted, and this in formation is true, complete and correct to the best of m y knowledge and belief after I have taken reasonable and appropriate steps to verify the accuracy

thereof. I affirm that I have read and understand the provisions of 40 CFR p art 80, subpart O, including 40 CFR 80.1666 [insert name of foreign refiner]. Pursuant to Clean Air Act section 113(c) and 18 U.S.C. 1001 , the penalty for furnishing false, incomplete or misleading information in this certification or submissio n is a fine of up to $10,000, and/or imprisonment for up to five years. **§ 80 .1667 Attest engagement requirements.**  In addition to the requirements for attest engagements that apply to refiners and importers under § § 80 .125 through 80.130, 80.1666, and other sections of this part 80 the attest engagements for importers and refiners must include the following procedures and requirements each ye ar. (a) Refiners subject to national standards and Small R efiner and Small Volume Refinery Status. (1) If th e refiner asserts small refinery status or small volume refinery status for the refinery , obtain the EPA approval letter for the refinery to determine the refinery ’ s applicable annual average standard and credit generation status. (2) Determine whether the refinery applied the correct annual average sulfur standard and whether it was eligible to generate c redits and report the finding. (3) If the annual average sulfur standard is incorrect or credit generation was inappropriate, recalculate compliance using the appropriate sulfur standard and using appropriate c redits and report as a finding. (b) EPA reports. (1) Obtain and read a cop y of the refinery ’ s or importer ’ s annual sulfur reports filed with EPA for the ye ar. (2) Agree the ye arl y volume of gasoline reported to EPA in the sulfur reports with the inventory reconciliation anal ys is under the attest engagement provisions of § 80 .128. (3) Calculate the annual average sulfur level for all gasoline and agree that value with the value rep orted to EPA. (4) Obtain and read a cop y of the refinery ’ s or importer ’ s sulfur credit report. (5) Agree the information in the refinery ’ s or importer ’ s batch reports filed with EPA under § § 80 .75 and 80.105, and an y laboratory test results, with the infor mation contained in the annual sulfur report required under § 80 .1652.Page 590 of 961

(c) Credit generation before 2017. Inthe case of a refinery that generates credits during 2014 through 2016

– (1) Obtain a written representation from the company representative stat ing the refinery produces gasoline from crude oil. (2) Obtain the annual average sulfur level from paragraph (b)(3) of this section. (3) Compute and report as a finding the total number of sulfur credits generated, and agree this value with the value reported to EPA. (d) Credit generation in 2017 and thereafter. The following procedures shall be completed for a refinery

or importer that generates credits in 2017 and thereafter: (1) Obtain the annual average sulfur level for gasoline from paragraph (b)(3) of this section. (2) If the sulfur value under paragraph (d)(1) of this section is less than 10 ppm, compute and report as a finding the difference between the sulfur level under paragraph (d)(1) of this section and 10 ppm. (3) Compute and report as a find ing the total number of sulfur credits generated, and agree this number with the number reported to EPA. (e) Credit purchases and sales. The following attest procedures shall be completed for a refinery

or importer that is a transferor or transferee of c redits during an averaging period: (1) Obtain contracts or other documents for all credits transferred to another refinery or importer during the ye ar being reviewed; compute and report as a finding the number and year of creation of credits represented in these documents as being transferred away ; and agree with the report to EPA. (2) Obtain contracts or other documents for all credits received during the ye ar being reviewed; compute and report as a finding the number and ye ar of creation of credits repres ented in these documents as being received; and agree with the report to EPA. (f) Credit expiration. A refinery or importer that possesses credits during an averaging period must obtain a list of all credits in the refiner ’ s or importer ’ s possession at any time during the year being reviewed, identified by the year of creation of the credits. (g) Credit reconciliation. The following attest procedures shall be completed each ye ar credits were in the refiner ’ s or importer ’ s possession at an y time during the ye ar: (1) Obtain the credits remaining or the credit deficit from the previous year from the refiner ’ s or importer ’ s report to EPA for the previous year. (2) Compute and report as a finding the net credits remaining at the conclusion of the ye ar being reviewed by

totaling

– (i) Credits remaining from the previous ye ar; plus (ii) Credits generated under in an averaging period; plus (iii) Credits purchased; minus (iv) Credits sold; minus (v) Credits used; minusPage 591 of 961

(vi) Cr edits expiring; minus (vii) Credit deficit from the previous year. (3) Agree the credits remaining or the credit deficit at the conclusion of the year being reviewed with the report to EPA. (4) If the refinery

or importer had a credit deficit for both the previous year and the ye ar being reviewed, report this fact as a finding. **PART 85**

**— CONTROL OF AIR POLLUTION FROM MOBILE SOURCES**  49. The authority citation for part 85 continues to read as follows: Authority : 42 U .S.C. 7401

- 7671q. **Subpart F**

**— [Amended]**  50. Section 85.510 is amended by revising paragraph (b)(9) to read as follows: **§ 85.510**  **Exemption provisions for new**  **and relatively new vehicles/engines.** * * * * * (b) * * * (9) OBD requirements . (i) The OBD s ys tem must properl y detect and identify malfunctions in all monitored emission

- related powertrain s ys tems or components including an y new monitoring capability necessary

to identify

potential emission problems associated with the new fuel. (ii) Conduct all OBD t esting necessary to demonstrate compliance with 40 CFR 86.010

- 18 or 86.1806

- 05. (iii) Submit the applicable OBD reporting requirements set forth in 40 CFR part 86, subparts A and S, and submit the following statement of compliance if the OEM vehicles/engin es were required to be OBD

- equipped: The test group/engine family converted to an alternative fuel has fully functional OBD sy stems and therefore meets the OBD requirements specified in 40 CFR part 86 when operating on the alternative fuel. * * * * * 51. S ection 85.515 is amended by revising paragraph (b)(9)(iii) to read as follows: **§ 85.515 Exemption provisions for intermediate age vehicles/engines.** * * * * * (b) * * * (9) * * * (iii) In addition to conducting OBD testing described in this paragraph (b) (9), you must submit to EPA the following statement of compliance if the OEM vehicles/engines were required to be OBD

- equipped: The test group/engine family converted to an alternative fuel has fully functional OBD sy stems and therefore meets the OBD requirements specified in 40 CFR part 86 when operating on the alternative fuel. * * * * * 52. Section 85.520 is amended by revising paragraph (b)(4)(iii) to read as follows: **§ 85.520 Exemption provisions for outside useful life vehicles/engines.** * * * * * (b ) * * *Page 592 of 961

(4) * * * (iii) In addition to conducting OBD testing described in this paragraph (b)(4), you must submit to EPA the following statement of compliance if the OEM vehicles/engines were required to be OBD

- equipped: The test group/engine family conv erted to an alternative fuel has fully functional OBD sy stems and therefore meets the OBD requirements specified in 40 CFR part 86 when operating on the alternative fuel. * * * * * **Subpart P**

**— [Amended]**  53. Section 85.1515 is revised to read as follows: **§ 85.**  **1515 Emission standards and test procedures applicable to imported nonconforming**  **mo tor vehicles and motor vehicle engines.**  (a) Notwithstanding an y other requirements of this subpart, an y motor vehicle or motor vehicle engine conditionally

imported pursuant to § 85 .1505 or § 85 .1509 and required to be emission tested shall be tested using the FCT at 40 CFR part 86 applicable to current model year motor vehicles and motor vehicle engines at the time of testing or reduced testing requirements as follows: (1) IC Is are eligible for reduced testing under this paragraph (a) subject to the following conditions: (i) The OEM must have a valid certificate of conformity covering the vehicle. (ii) The vehicle must be in its original configuration as certified b y the O EM. This applies for all emission

- related components, including the electronic control module, engine calibrations, and all evaporative/refueling control hardware. It also applies for OBD software and hardware, including all sensors and actuators. (iii) The vehicle modified as described in paragraph (a)(1)(ii) of this section must fully comply with all applicable emission standards and requirements. (iv) Vehicles must have the proper OBD sy stems installed and operating. When faults are present, the ICI must test and verify the s ys tem’s ability

to find the faults (such as disconnected components), set codes, and illuminate the light, and set readiness codes as appropriate for each vehicle. When no fault is present, the ICI must verify that after suffici ent prep driving (ty pically one FTP test cycle), all OBD readiness codes are set and the OBD s ys tem does not indicate a malfunction (i.e., no codes set and no light illuminated). (v) The ICI may

not modify

more than 300 vehicles in any given model year usi ng reduced testing provisions in this paragraph (a). (vi) The ICI must state in the application for certification that it will meet all the conditions in this paragraph (a)(1). (2) The following provisions allow for ICIs to certify vehicles with reduced testing: (i) In addition to the test waivers specified in 40 CFR 86.1829, you may provide a statement in the application for certification, supported by engineering analy sis, that vehicles compl y with any of the following standards that apply instead of su bmitting test data: (A) Cold temperature CO and NMHC emission standards specified in 40 CFR 86.1811.Page 593 of 961 (B) SFTP emission standards specified in 40 CFR 86.1811 and 86.1816 for all pollutants. (C) For an ything other than diesel

- fueled vehicles, PM emission standards specified in 40 CFR 86.1811 and 86.1816. (D) An y running loss, refueling, spitback, bleed emissions, and leak standards specified in 40 CFR part 86, subparts A and S. (ii) You must perform testing and submit test data as follows to demonstrate comp liance with emission standards: (A) Exhaust and fuel economy tests . You must measure emissions over the FTP driving cycle and the highway fuel econom y driving cycle as specified in 40 CFR 600.109 to meet the fuel econom y requirements in 40 CFR part 600 an d demonstrate compliance with the exhaust emission standards in 40 CFR part 86 (other than PM). Measure exhaust emissions and fuel economy with the same test procedures used by the original manufacturer to test the vehicle for certification. However, you must use an electric dynamometer meeting the requirements of § 86 .108 or 40 CFR part 1066, subpart B, unless we approve a different dy namometer based on excessive compliance costs. If you certify based on testing with a different dy namometer, you must st ate in the application for certification that all vehicles in the emission family will comply

with emission standards if tested on an electric dyn amometer. (B) Evaporative emission test . You may measure evaporative emissions as specified in this paragrap h (a)(2)(ii)(B) to demonstrate compliance with the evaporative emission standards in 40 CFR part 86 instead of the otherwise specified procedures. Use measurement equipment for evaporative measurements specified in 40 CFR part 86, subpart B, except that the evaporative emission enclosure does not need to accommodate varying ambient temperatures. The evaporative measurement procedure is integral to the procedure for measuring exhaust emissions over the FTP driving cycle as described in paragraph (a)(ii)(2) (A) of this section. Perform canister preconditioning using the same procedure used b y the original manufacturer to certify the vehicle; perform this canister loading before the initial preconditioning drive. Perform a diurnal emission test at the end of the stabilization period before the exhaust emission test by

heating the fuel from 60 to 84°F, either b y exposing the vehicle to increasing ambient temperatures or b y applying heat directl y to the fuel tank. Measure hot soak emissions as described in 40 CFR 86.138

- 96(k). We may approve alternative measurement procedures that are equivalent to or more stringent than the specified procedures if the specified procedures are impractical for particular vehicle models or measurement facilities. The sum of the measured diurnal and hot soak values must meet the appropriate emission standard as specified in this section. (b) The emission standards applicable to nonconforming light

- duty vehicles and light

- dut y trucks imported pursuant to this subpart are outline d in tables 1 and 2 of this section, respectivel y. The useful life as specified in tables 1 and 2 of this section is applicable to imported light

- dut y vehicles and light

- dut y trucks, respectively. (c)(1) Nonconforming motor vehicles or motor vehicle engine s of 1994 OP year and later conditionally

imported pursuant to § 85 .1505 or § 85 .1509 shall meet all of the emission standards specified in 40 CFR part 86 for the OP year of the vehicle or motor vehicle engine. The useful life specified in 40 CFR part 86 f or the OP year of the motor vehicle or motor vehicle engine is applicable where useful life is not designated in this subpart.Page 594 of 961

(2)(i) Nonconforming light

- duty vehicles and light light

- duty trucks (LDV/LLDTs) originall y manufactured in OP years 2004, 2005 o r 2006 must meet the FTP exhaust emission standards of bin 9 in Tables S04

– 1 and S04

–2 in 40 CFR 86.1811

– 04 and the evaporative emission standards for light

- dut y vehicles and light light

- duty trucks specified in 40 CFR 86.1811

– 01(e)(5). (ii) Nonconforming LDT3s and LDT4s (HLDTs) and medium

- duty passenger vehicles (MDPVs) originally

manufactured in OP years 2004 through 2006 must meet the FTP exhaust emission standards of bin 10 in Tables S04

– 1 and S04

–2 in 40 CFR 86.1811

– 04 and the applicable evaporative em ission standards specified in 40 CFR 86.1811

– 04(e)(5). For 2004 OP ye ar HLDTs and MDPVs where modifications commence on the first vehicle of a test group before December 21, 2003, this requirement does not apply to the 2004 OP year. ICIs opting to bring al l of their 2004 OP year HLDTs and MDPVs into compliance with the exhaust emission standards of bin 10 in Tables S04

– 1 and S04

–2 in 40 CFR 86.1811

– 04, may use the optional higher NMOG values for their 2004

–2006 OP ye ar LDT2s and 2004

–2008 LDT4s. (iii) Nonco nforming LDT3s and LDT4s (HLDTs) and medium

- dut y passenger vehicles (MDPVs) originally

manufactured in OP years 2007 and 2008 must meet the FTP exhaust emission standards of bin 8 in Tables S04

– 1 and S04

–2 in 40 CFR 86.1811

– 04 and the applicable evaporativ e standards specified in 40 CFR 86.1811

– 04(e)(5). (iv) Nonconforming LDV/LLDTs originally manufactured in OP years 2007 through 2021 and nonconforming HLDTs and MDPVs originall y manufactured in OP year 2009 through 2021 must meet the FTP exhaust emission s tandards of bin 5 in Tables S04

– 1 and S04

–2 in 40 CFR 86.1811

– 04, and the evaporative standards specified in 40 CFR 86.1811

- 04(e)(1) through (4). (v) ICIs are exempt from the Tier 2 and the interim non

- Tier2 phase

- in intermediate percentage requirements fo r exhaust, evaporative, and refueling emissions described in 40 CFR 86.1811

– 04. (vi) In cases where multiple standards exist in a given model year in 40 CFR part 86 due to phase

- in requirements of new standards, the applicable standards for motor vehicle e ngines required to be certified to engine

- based standards are the least stringent standards applicable to the engine type for the OP ye ar. (vii) Nonconforming LDV/LLDTs originally manufactured in OP years 2009 through 2021 must meet the evaporative emissio n standards in Table S09

– 1 in 40 CFR 86.1811

– 09(e). However, LDV/LLDTs originally manufactured in OP years 2009 and 2010 and imported by

I CI s who qualify

as small

- volume manufacturers as defined in 40 CFR 86.1838

– 01 are exempt from the LDV/LLDT evaporative emission standards in Table S09

– 1 in 40 CFR 86.1811

– 09(e), but must comply with the Tier 2 evaporative emission standards in Table S04

– 3 in 40 CFR 86.1811

– 04(e). (viii) Nonconforming HLDTs and MDPVs originally manufactured in OP years 2010 through 2021 mu st meet the evaporative emission standards in Table S09

– 1 in 40 CFR 86.1811

– 09(e). However, HLDTs and MDPVs originall y manufactured in OP years 2010 and 2011 and imported by I CI s, who qualify

as small

- volume manufacturers as defined in 40 CFR 86.1838

– 01, are exempt from the HLDTs and MDPVs evaporative emission standards in Table S09

– 1 in 40 CFR 86.1811

– 09(e), but must comply with the Tier 2 evaporative emission standards in Table S04

– 3 in 40 CFR 86.1811

– 04(e).Page 595 of 961

(ix) Nonconforming LDVs, LDTs, MDPVs, and compl ete heav y - duty vehicles at or below 14,000 pounds GVWR originally manufactured in OP years 2022 and later must meet the Tier 3 exhaust and evaporative emission standards in 40 CFR 86.1811

- 17, 86.1813

- 17, and 86.1816

- 18. (3)(i) As an option to the requireme nts of paragraph (c)(2) of this section, independent commercial importers may elect to meet lower bins in Tables S04

– 1 and S04

–2 of 40 CFR 86.1811

– 04 than specified in paragraph (c)(2) of this section and bank or sell NOx credits as permitted in 40 CFR 86. 1860

– 04 and 40 CFR 86.1861

– 04. An I CImay not meet higher bins in Tables S04

– 1 and S04

–2 of 40 CFR 86.1811

– 04 than specified in paragraph (c)(2) of this section unless it demonstrates to the Administrator at the time of certification that it has obtained a ppropriate and sufficient NOx credits from another manufacturer, or has generated them in a previous model year or in the current model ye ar and not transferred them to another manufacturer or used them to address other vehicles as permitted in 40 CFR 86.1 860

– 04 and 40 CFR 86.1861

– 04. (ii) Where an ICI desires to obtain a certificate of conformity using a bin higher than specified in paragraph (c)(2) of this section, but does not have sufficient credits to cover vehicles produced under such certificate, the Administrator may issue such certificate if the I CIhas also obtained a certificate of conformity for vehicles certified using a bin lower than that required under paragraph (c)(2) of this section. The I CImay then produce vehicles to the higher bin only to the extent that it has generated sufficient credits from vehicles certified to the lower bin during the same model year. (4) [Reserved] (5) Except for the situation where an ICI desires to bank, sell or use NOx credits as described in paragraph (c)(3) o f this section, the requirements of 40 CFR 86.1811

– 04 related to fleet average NOx standards and requirements to comply with such standards do not apply to vehicles modified under this subpart. (6) ICIs using bins higher than those specified in paragraph ( c)(2) of this section must monitor their production so that they do not produce more vehicles certified to the standards of such bins than their available credits can cover. ICIs must not have a credit deficit at the end of a model ye ar and are not permitt ed to use the deficit carryforward provisions provided in 40 CFR 86.1860

– 04(e). (7) The Administrator may condition the certificates of conformit y issued to I CI s as necessary to ensure that vehicles subject to paragraph (c) of this section comply with the appropriate average NOx standard for each model year. (8)(i) Nonconforming LDV/LLDTs originally manufactured in OP years 2010 and later must meet the cold temperature NHMC emission standards in Table S10

– 1 in 40 CFR 86.1811

– 10(g). (ii) Nonconforming HLDTs and MDPVs originally manufactured in OP years 2012 and later must meet the cold temperature NHMC emission standards in Table S10

– 1 in 40 CFR 86.1811

– 10(g). (iii) I CI s, which qualify

as small

- volume manufacturers, are exempt from the cold temperature NMHC p hase

- in intermediate percentage requirements described in 40 CFR 86.1811

– 10(g)(3). See 40 CFR 86.1811

– 04(k)(5)(vi) and (vii). (iv) As an alternative to the requirements of paragraphs (c)(8)(i) and (ii) of this section, IC Is may elect to meet a cold temperature NMHC family emission level below the cold temperature NMHC fleet average standards specified in Table S10

– 1 of 40 CFRPage 596 of 961

86.1811

– 10 and bank or sell credits as permitted in 40 CFR 86.1864

– 10. An I CImay not meet a higher cold temperature NMHC family emis sion level than the fleet average standards in Table S10

– 1 of 40 CFR 86.1811

– 10 as specified in paragraphs (c)(8)(i) and (ii) of this section, unless it demonstrates to the Administrator at the time of certification that it has obtained appropriate and suf ficient NMHC credits from another manufacturer, or has generated them in a previous model ye ar or in the current model ye ar and not traded them to another manufacturer or used them to address other vehicles as permitted in 40 CFR 86.1864

– 10. (v) Where an I CIdesires to obtain a certificate of conformity using a higher cold temperature NMHC family emission level than specified in paragraphs (c)(8)(i) and (ii) of this section, but does not have sufficient credits to cover vehicles imported under such certific ate, the Administrator may issue such certificate if the ICI has also obtained a certificate of conformity

for vehicles certified using a cold temperature NMHC family emission level lower than that required under paragraphs (c)(8)(i) and (ii) of this secti on. The I CImay

then import vehicles to the higher cold temperature NMHC family emission level only to the extent that it has generated sufficient credits from vehicles certified to a family emission level lower than the cold temperature NMHC fleet average standard during the same model year. (vi) I CI s using cold temperature NMHC famil y emission levels higher than the cold temperature NMHC fleet average standards specified in paragraphs (c)(8)(i) and (ii) of this section must monitor their imports so that they do not import more vehicles certified to such family

emission levels than their available credits can cover. I CI s must not have a credit deficit at the end of a model year and are not permitted to use the deficit carryf orward provisions provided in 40 CFR 86.1864

– 10. (vii) The Administrator may condition the certificates of conformit y issued to I CI s as necessary to ensure that vehicles subject to this paragraph (c)(8) comply with the applicable cold temperature NMHC fleet average standard for each model ye ar. (d) Except as provided in paragraph (c) of this section, I CI 's must not participate in emission

related programs for emissions averaging, banking and trading, or nonconformance penalties. Table 1 to § 85 .1515

—Emission Standards Applicable to Import ed Light

- Duty Motor Vehicles 1,2,3 OP Year Hydrocarbon Carbon mo noxide Oxides of

nitrogen Diesel

Particulate Evaporative

hydrocarbon Useful life

(years/miles) 1968

– 19 76 1.5 gpm 15 gpm 3.1 gpm 6.0 g/test 5/50,000 1977

– 19 79 1.5 gpm 15 gpm 2.0 gpm 6.0 g/te st 5/50,000 1980 0.41 gpm 7.0 gpm 2.0 gpm 6.0 g/test 5/50,000 1981 0.41 gpm 3.4 gpm 1.0 gpm 2.0 g/test 5/50,000 1982

– 19 86 0.41 gpm 3.4 gpm 1.0 gpm 0.60 gpm 2.0 g/test 5/50,000 1987

– 19 93 0.41 gpm 3.4 gpm 1.0 gpm 0.20 gpm 2.0 g/test 5/50,000 1994 and later ( 4 ) ( 4 ) ( 4 ) ( 4 ) ( 4 ) ( 4 )
1 Diesel particulate standards apply only to diesel fueled light

- duty vehicles. Evaporative hydrocarbon standards apply only to non

- diesel fueled light

- duty vehicles. For alternative fueled light

- duty vehicles, the evaporative hydrocarbon standard is interpreted as organic material hydrocarbon equivalent grams carbon per test, as applicable. 2No crankcase emissions shall be discharged into the ambient atmosphere from any non

- diesel fueled light

- duty vehicle. 3 All light

- duty veh icles shall meet the applicable emission standards at both low and high

- altitudes according to the procedures specified in 40 CFR part 86 for current model year motor vehicles at the time of testing. 4 Specified in 40 CFR part 86 for the OP year of the vehi cle, as described in paragraph (c) of this section.Page 597 of 961

Table 2 to § 85 .1515

—Emission Standards Applicable to Imported Light

- Duty Trucks 1,2,3,4,5 OP year Hydrocarbon Carbon mo noxide Oxides of

nitrogen Diesel

Particulate Evaporative

hydrocarbon Useful life

(ye ars/miles) 1968

– 78 2.0 gpm 20 gpm 3.1 gpm 6.0 g/test 5/50,000 1979

– 80 1.7 gpm 18 gpm 2.3 gpm 6.0 g/test 5/50,000 1981 1.7 gpm 18 gpm 2.3 gpm 2.0 g/test 5/50,000 1982

– 19 83 1.7 gpm

(2.0) 18 gpm

(26) 2.3 gpm

(2.3) 0.60 gpm

(0.60) 2.0 g/test

(2.6) 5/50, 000 1984 0.80 gpm

(1.0) 10 gpm

(14) 2.3 gpm

(2.3) 0.60 gpm

(0.60) 2.0 g/test

(2.6) 5/50,000 1985

– 19 86 0.80 gpm

(1.0) 10 gpm

(14) 2.3 gpm

(2.3) 0.60 gpm

(0.60) 2.0 g/test

(2.6) 11/120,000 1987 0.80 gpm

(1.0) 10 gpm

(14) 2.3 gpm

(2.3) 0.26 gpm

(0.26) 2.0 g/test

(2.6) 11/120,000 1988

– 19 89 0.80 gpm

(1.0) 10 gpm

(14) 1.2 gpm6

(1.2) 0.26 gpm7

(2.0) 2.0 g/test

(2.6) 11/120,000 1988

– 19 89 0.80 gpm

(1.0) 10 gpm

(14) 1.7 gpm6

(1.7) 0.45 gpm7

(0.26) 2.0 g/test

(2.6) 11/120,000 1988

– 19 89 0.80 gpm

(1.0) 10 gpm

(14) 2.3 gpm6

(2.3) 0.45 gpm7

(0.26) 2.0 g/test

(2.6) 11/120,000 1990

– 19 93 0.80 gpm

(1.0) 10 gpm

(14) 1.2 gpm 8

(1.2) 0.26 gpm7

(0.26) 2.0 g/test

(2.6) 11/120,000 1990

– 19 93 0.80 gpm

(1.0) 10 gpm

(14) 1.7 gpm 8

(1.7) 0.45 gpm7

(0.26) 2.0 g/test

(2.6) 11/1 20,000 1994 and later ( 9 ) ( 9 ) ( 9 ) ( 9 ) ( 9 ) ( 9 ) 1 Diesel particulate standards apply only to diesel fueled light

- duty trucks. Evaporative hydrocarbon standards apply only to non
- diesel fueled light

- duty trucks. For alternative fueled light

- duty trucks, the evaporative hydrocarbon standard is interpreted as organic material hydrocarbon equivalent grams carbon per test, as applicable. 2No crankcase emissions shall be discharged into the ambient atmosphere from any non

- diesel fueled light

- duty truck. 3 A carbon mo noxide standard of 0.50% of exhaust flow at curb idle is applicable to all 1984 and later model year light

duty trucks sold to, or owned by, an importer for principal use at other than a designated high

- altitude location. This requirement is effective fo r light

- duty trucks sold to, or owned by an importer for principal use at a designated high

altitude location beginning with the 1988 model year. 4 All 1982 OP year and later light

- duty trucks sold to, or owned by, an importer for principal use at a designated high

altitude location shall meet high

- altitude emission standards according to the requirements specified in 40 CFR part 86 for current model year light

- duty trucks at the time of testing. 5 Standards in parentheses apply to motor vehicles sold to, or owned by, an importer for principal use at a designated high

altitude location. These standards must be met at high

- altitude according to the procedures specified in 40 CFR part 86 for current model year motor vehicles at the time of testing. 6 The oxides o f nitrogen standard of 1.2 gpm applies to light

- duty trucks at or below 3,750 pounds loaded vehicle weight and at or below

6,000 pounds GVWR. The 1.7 gpm standard applies to light

- duty trucks above 3,750 pound loaded vehicle weight and at or below 6,000 po unds GVWR; the 2.3 gpm standard applies to light

- duty trucks above 6,000 pounds GVWR. 7 The diesel particulate standard of 0.26 gpm applies to light

- duty trucks at or below 3,750 pounds loaded vehicle weight; the 0.45 gpm standard applies to light

- duty truc ks above 3,750 pounds loaded vehicle weight. 8 The NOx standard of 1.2 gpm applies to light

- duty trucks at or below 3,750 pounds loaded vehicle weight; the 1.7 gpm standard applies to light

- duty trucks above 3,750 pounds loaded vehicle weight. 9 Specified in 40 CFR part 86 for the OP year of the vehicle, as described in paragraph (c) of this section.
54. Subpart W, is revised to consist of §§ 85.2201, 85.2207, 85.2222, 85.2223, and 85.2231, to read as follows: **Subpart W**

**— Emission Control System Performance War**  **ranty Short Tests**Page 598 of 961

Sec. 85.2201 Applicability

. 85.2207 Onboard diagnostic test standards. 85.2222 Onboard diagnostic test procedures. 85.2223 Onboard diagnostic test report. 85.2231 Onboard diagnostic test equipment requirements. **Subpart W**

**— Emiss**  **ion Control System Performance Warranty Short Tests § 85.2201 Applicability.**  (a) This subpart describes the test provisions to be employed in conjunction with the Emissions Performance Warranty

in subpart V of this part. These provisions generally rel y on a vehicle’s onboard diagnostic s ys tem (OBD) to indicate whether a vehicle passes or fails the test. (b) The provisions of this subpart may be used to establish warranty eligibility for light

- dut y vehicles, light

- dut y trucks, and medium

- duty passenger vehicles when tested during the useful life as prescribed in subpart V of this part. **§ 85.2207**  **Onboard diagnostic test standards.** (a) A vehicle shall fail the OBD test if it is a 1996 or newer vehicle and the vehicle connector is missing, has been tampe red with, or is otherwise inoperable. (b) A vehicle shall fail the OBD test if the malfunction indicator light (MIL) is commanded to be illuminated and it is not visually illuminated according to visual inspection. (c) A vehicle shall fail the OBD test if the MIL is commanded to be illuminated for one or more diagnostic trouble codes (DTCs), as described in 40 CFR 86.1806. **§ 85.2222**  **Onboard diagnostic test procedures.** The test sequence for the OBD inspection shall consist of the following steps: (a) The OBD inspection shall be conducted with the key

- on/engine running, with the exception of inspecting for MIL illumination as required in paragraph (d)(4) of this section, during which the inspection shall be conducted with the key

- on/engine off. (b) The ins pector shall locate the vehicle connector and plug the test sy stem into the connector. (c) The test sy stem shall send a Mode $01, PID $01 request in accordance with 40 CFR 86.1806 to determine the OBD evaluation status. The test system shall determine what monitors are supported by

the OBD s ystem, and perform the readiness evaluation for applicable monitors in accordance with the requirements and specifications in 40 CFR 86.1806. (1) Coincident with the beginning of mandatory testing, repair, and retesting based upon the OBD test, if the readiness evaluation indicates that any onboard tests are not complete, the customer shall be instructed to return after the vehicle has been run under conditions that allow completion of all applicable onboard tests. If the readiness evaluation again indicates that any onboard test is not complete, the vehicle shall be failed. (2) An exception to paragraph (c)(1) of this section is allowed for MY 1996 to MY 2000 vehicles, inclusive, with two or fewer unset readiness monitors , and for MY 2001 and newer vehicles with no more than one unset readiness monitor. Vehicles from those model years which would otherwise pass the OBD inspection, but for the unset readiness code in question, may

be issued a passing certificate without bei ng required to operate the vehicle in such a way

as to activate those particular monitors. Vehicles from those model years with anPage 599 of 961

unset readiness code that also have a DTC stored resulting in an illuminated MIL must be failed, though setting the unset rea diness flag in question shall not be a prerequisite for passing the retest. (d) The test s ys tem shall evaluate the M IL status bit and record status information in the vehicle test record. (1) If the M IL status bit indicates that the MIL has been commanded to be illuminated, the test sy stem shall send a Mode $03 request in accordance with 40 CFR 86.1806 to determine the stored DTCs. The s ys tem shall repeat this cycle until the number of codes reported equals the number expected based on the Mode $01 response . All DTCs resulting in MIL illumination shall be recorded in the vehicle test record and the vehicle shall fail the OBD inspection. (2) If the M IL bit is not commanded to be illuminated the vehicle shall pass the OBD inspection, even if DTCs are present. (3) If the M IL bit is commanded to be illuminated, the inspector shall visually inspect the MI L to determine if it is illuminated. I f the MIL is commanded to be illuminated but is not, the vehicle shall fail the OBD inspection. (4) If the M IL does not illuminate at all when the vehicle is in the key

- on/engine

- off condition, the vehicle shall fail the OBD inspection, even if no DTCs are present and the MI L has not been commanded on. **§ 85.2223**  **Onboard diagnostic test report.** (a) Motorists whose vehicles fail the OBD test described in § 85 .2222 shall be provided with the OBD test results, including the codes retrieved, the name of the component or sy stem associated with each DTC, the status of the MIL illumination command, and the customer alert statement as stated in paragraph (b) of this section. (b) In addition to an y codes that were retrieved, the test report shall include the following language: Your vehicle's computerized self

- diagnostic system (OBD) registered the faults listed below. The faults are pr obably an indication of a malfunction of an emission component. However, multiple and/or seemingly unrelated faults may be an indication of an emission

- related problem that occurred previously, but upon further evaluation by the OBD system was determined t o be only temporary. Therefore, proper diagnosis by a qualified technician is required to positively identify the source of any emission

- related problem. **§ 85.2231**  **Onboard diagnostic test equipment requirements.** (a) The test sy stem interface to the vehi cle shall include a plug that conforms to the requirements and specifications of 40 CFR 86.1806. (b) The test s ys tem shall be capable of communicating with the standard data link connector of vehicles with certified OBD s ys tems. (c) The test sy stem shall be capable of checking for OBD monitors and the evaluation status of supported monitors (test complete/test not complete) in Mode $01 PID $01, as well as be able to request the DTCs, consistent with the requirements and specifications of 40 CFR 86.1806. **Part 86**

**— CONTROL OF EMISSIONS FROM NEW AND IN**  **- USE HIGHWAY**  **VEHICLES AND ENGINES** 55. The authority citation for part 86 continues to read as follows: Authority : 42 U.S.C. 7401

- 7671q.Page 600 of 961

56. Section 86.1 is revised to read as follows: **§ 86.1 I**  **ncorporation by reference .**  (a) Certain material is incorporated b y reference into this part with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, a document must be published in the Federal Register and the material must be available to the public. All approved materi al is available for inspection at U.S. EPA, Air and Radiation Docket and Information Center, 1301 Constitution Ave ., NW., Room B102, EPA West Building, Washington, DC 20460, (202) 202

- 1744, and is available from the sources listed below. It is also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202

– 741

– 6030, or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html

. (b) ASTM International material . The following standards are available from ASTM International, 100 Barr Harbor Drive, P.O. Box C700, West Conshohocken, PA, 19428

- 2959, (610) 832

- 9585, or http://www.astm.org /: (1) ASTM C1549

- 09, Standard Test Method for Determination of Solar Reflectance N ear Ambient Temperature Using a Portable Solar Reflectometer, approved August 1, 2009, IBR approved for § 86.1869

- 12(b). (2) ASTM D86

- 12, Standard Test Method for Distillation of Petroleum Products at Atmospheric Pressure, approved December 1, 2012, IBR a pproved for §§ 86.113

- 04 (a), 86.113

- 94(b), 86.213 (a), and 86.513 (a). (3) ASTM D93

- 13, Standard Test Methods for Flash Point by Pensky

- Martens Closed Cup Tester, approved July

15, 2013, IBR approved for § 86 .113

- 94(b). (4) ASTM D445

- 12, Standard Tes t Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dy namic Viscosity), approved April 15, 2012, IBR approved for § 86 .113

- 94(b). (5) ASTM D613

- 13, Standard Test Method for Cetane Number of Diesel Fuel Oil, approved December 1, 2013, IBR approved for § 86 .113

- 94(b). (6) ASTM D975

- 13a, Standard Specification for Diesel Fuel Oils, approved December 1, 2013 , IBR approved for § 86.1910 (c). (7) ASTM D976

- 06 (Reapproved 2011), Standard Test Method for Cal culated Cetane Index of Distillate Fuels, approved October 1, 2011, IBR approved for § 86 .11 3

- 94(b). (8) ASTM D1319

- 13, Standard Test Method for Hydrocarbon Ty pes in Liquid Petroleum Products by

Fluorescent Indicator Adsorption, approved May 1, 2013, IB R approved for §§ 86.113

- 04 (a), 86.213 (a), and 86.513 (a). ( 9 ) ASTM D1945

- 03 (reapproved 2010), Standard Test Method for Analysis of Natural Gas by Gas Chromatograph y, approved January 1, 2010 , IBR approved for §§ 86.113

- 94 (e) and 86.513 (d). ( 10 ) ASTM D2163

- 07, Standard Test Method for Determination of Hydrocarbons in Liquefied Petroleum (LP) Gases and Propane/Propene Mixtures by Gas Chromatograph y , approved December 1, 2007 , IBR approved for §§ 86.113

- 94 (f). ( 11 ) ASTM D2622

- 10, Standard Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X

- ray Fluorescence Spectrometry , approved February 15, 2010, IBR approved for §§ 86.113

- 04 (a), 86.113

- 94(b), 86.213 (a), and 86.513 (a).Page 601 of 961

( 12 ) AS TM D2699

- 13b , Standard Test Method for Research Octane Number of Spark

Ignition Engine Fuel, approved October 1, 2013, IBR approved for §§ 86.113

- 04 (a) and 86.213 (a). ( 13 ) ASTM D2700

- 13b , Standard Test Method for Motor Octane Number of Spark

- Ignition Engine Fuel, approved October 1, 2013, IBR approved for §§ 86.113

- 04 (a) and 86.213 (a). ( 14 ) ASTM D3231

- 13 , Standard Test Method for Phosphorus in Gasoline, approved June 15, 2013, IBR approved for §§ 86.113

- 04 (a), 86.213 (a), and 86.513 (a). ( 15 ) ASTM D3237

- 12, Standard Test Method for Lead in Gasoline By Atomic Absorption Spectroscop y, approved June 1, 2012, IBR approved for §§ 86.113

- 04 (a), 86.213 (a), and 86.513 (a). (16) ASTM D4052

- 11, Standard Test Method for Density , Relative Den sity , and API Gravit y of L iquids by

Digital Density

Meter, approved October 15, 2011, IBR approved for § 86 .113

- 94(b). (17 ) ASTM D5186

- 03 (Reapproved 2009), Standard Test Method for Determination of the Aromatic Content and Poly nuclear Aromatic Content of Diesel Fuels and Aviation Turbine Fuels By Supercritical Fluid Chromatography , approved April 15, 2009 , IBR approved for § 86.113

- 94(b). ( 18 ) ASTM D5191

- 13 , Standard Test Method for Vapor Pressure of Petroleum Products (Mini Method), approved December 1, 2013, IBR approved for §§ 86.113

- 04 (a), 86.213 (a), and 86.513 (a). ( 19 ) ASTM E29

- 93a, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications, approved March 15, 1993, IBR approved for §§ 86.004

- 15 (c), 86.007

- 11 (a), 86.007

- 15 (m), 86.1803

- 01, 86.1823

- 01 (a), 86.1824

- 01 (c), 86.1825

- 01 (c). ( 20 ) ASTM E903

- 96, Standard Test Method for Solar Absorptance, Reflectance, and Transmittance of Materials Using Integrati ng Spheres, approved April 10, 1996, IBR approved for § 86.1869

- 12(b). ( 21 ) ASTM E1918

- 06, Standard Test Method for Measuring Solar Reflectance of Horizontal and L ow - Sloped Surfaces in the Field, approved August 15, 2006, IBR approved for § 86.1869

- 12(b)

. (c) ANSI material . The following standards are available from American National Standards Institute, 25 W 43rd Street, 4th Floor, New York, NY 10036, (212) 642

- 4900, or http://www.ansi.org : (1) ANSI NGV1

- 2006, Standard for Compressed Natural Gas Vehicle (NGV) Fueling Connection Devices, 2 nd edition, reaffirmed and consolidated March 2, 2006, IBR approved for § 86 .1813

- 17 (f). (2) [Reserved] (d) California Air Resources Board . The following documents are available from the California Air Resources Board , 1001 IStreet, Sacramento, CA, 95812, (916) 322

–2884, or http://www.arb.ca.gov : (1) California Requirements Applicable to the LEV III Program, including the f ollowing documents: (i) LEV III exhaust emission standards are in Title 13 Motor Vehicles, Division 3 Air Resources Board, Chapter 1 Motor Vehicle Pollution Control Devices, Article 2 Approval of Motor Vehicle Pollution Control Devices (New Vehicles), §196 1.2 Exhaust Emission Standards and Test Procedures

– 2015 and Subsequent Model Passenger Cars,Page 602 of 961

Li ght

- Dut y Trucks, and Medium

- Duty Vehicles, effective as of December 31, 2012, IBR approved for § 86 .1803

- 01. (ii) LEV III evaporative emission standards for mo del year 2015 and later vehicles are in Title 13 Motor Vehicles, Division 3 Air Resources Board, Chapter 1 Motor Vehicle Pollution Control Devices, Article 2 Approval of Motor Vehicle Pollution Control Devices (New Vehicles) §1976 Standards and Test Proced ures for Motor Vehicle Fuel Evaporative Emissions, effective as of December 31, 2012, IBR approved for § 86 .1803

- 01. (2) California Regulatory Requirements Applicable to the National Low Emission Vehicle Program, October 1996, IBR approved for § 86.113

– 04 (a). (3) California Regulatory Requirements known as Onboard Diagnostics II (OBD

– II), Approved on April 21, 2003, Title 13, California Code of Regulations, Section 1968.2, Malfunction and Diagnostic Sy stem Requirements for 2004 and Subsequent Model

- Year Passenger Cars, Light

- Duty Trucks, and Medium

- Duty Vehicles and Engines (OBD

–II), IBR approved for § 86.1806

– 05 (j). (4) California Regulatory Requirements known as Onboard Diagnostics II (OBD

– II), Approved on November 9, 2007, Title 13, Cali fornia Code of Regulations, Section 1968.2, Malfunction and Diagnostic Sy stem Requirements for 2004 and Subsequent Model

- Year Passenger Cars, Light

- Duty Trucks, and Medium

- Duty Vehicles and Engines (OBD

–II), IBR approved for § 86.1806

– 05 (j). (5) Californi a Regulatory Requirements known as Onboard Diagnostics II (OBD

- II), Title 13, Motor Vehicles, Division 3, Air Resources Board, Chapter 1, Motor Vehicle Pollution Control Devices, Article 2, Approval of Motor Vehicle Pollution Control Devices (New V ehicles), §1968.2 Malfunction and Diagnostic Sy stem Requirements

– 2004 and Subsequent Model

- Year Passenger Cars, Light

- Duty Trucks, and Medium

- Duty Vehicles and Engines, effective as of July 31, 2013, IBR approved for § 86.1806

- 17 (a). (e) ISO material . The following standards are available from International Organization for Standardization, Case Postale 56, CH

- 1211 Geneva 20, Switzerland, 41

- 22

- 749

- 01

- 1 1, or http://www.iso.org : ( 1 ) ISO 13837:2008(E), Road Vehicles

— Safety glazing materials

—Method for the determination of solar transmittance, First edition, April 15, 2008, IBR approved for § 86.1869

- 12(b). ( 2 ) ISO 15765

- 4:2005(E), Road Vehicles

—Diagnos tics on Controller Area Networks (CAN)

—Part 4: Requirements for emissions

- related sy stems, January 15, 2005, IBR approved for §§ 86.010

- 18 (k) and 86.1806

- 05 (h). (f) NI ST material . The following documents are available from National In stitute of Standards and Technology , 100 Bureau Drive, Gaithersburg, MD, 20899, or http://www.nist.gov : (1) NIST Special Publication 811, 2008 Edition, Guide for the Use of the International Sy stem of Units (SI), March 2008 , IBR approved for § 86.1901 (d). (2) [Reserved] (g) SAE International material . The following standards are available from SAE International , 400 Commonw ealth Dr., Warrendale, PA 15096

- 0001, (877) 606

- 7323 (U.S. and Canada) or (724) 776

- 4970 (outside the U.S. and Canada), or http://www.sae.org : (1) SAE J1151, Methane Measurement Using Gas Chromatograph y, stabilized September 2011, IBR approved for § 86.111

- 94 (b).Page 603 of 961

(2) SAE J1349, Engine Power Test Code

— Spark Ignition and Comp ression Ignition

— As Installed Net Power Rating, revised September 2011, IBR approved for § 86.1803

- 01. (3) SAE J1850, Class B Data Communication Network Interface, Revised May 2001, IBR approved for § 86.1806

- 05 (h). (4) SAE J1877, Recommended Practice for Bar

- Coded Vehicle Identification Number Label, July 1994, IBR approved for § 86.095

- 35 (i). (5) SAE J1892, Recommended Practice for Bar

- Coded Vehicle Emission Configuration Label, October 1993, IBR approved for § 86.095

- 35 (i). (6) SAE J1930, Electrica l/Electronic Sy stems Diagnostic Terms, Definitions, Abbreviations, and Acron ym s, Revised May 1998, IBR approved for §§ 86.1808

- 01 (f), 86.1808

- 07 (f). (7) SAE J1930, Electrical/Electronic Sy stems Diagnostic Terms, Definitions, Abbreviations, and Acron ym s

—E quivalent to I SO/TR 15031

- 2: April 30, 2002, Revised April 2002, IBR approved for §§ 86.010

- 18 (k) and 86.1806

- 05 (h). (8) SAE J1939, Recommended Practice for a Serial Control and Communications Vehicle Network, Revised October 2007, IBR approved for § 8 6.010

- 18 (k). (9) SAE J1939

- 11, Physical Layer

—250K bits/s, Shielded Twisted Pair, Revised October 1999, IBR approved for § 86.1806

- 05 (h). (10) SAE J1939

- 13, Off

- Board Diagnostic Connector, July 1999, IBR approved for § 86.1806

- 05 (h). (11) SAE J1939

- 13, Off

- Board Diagnostic Connector, Revised March 2004, IBR approved for § 86.010

- 18 (k). (12) SAE J1939

- 21, Data L ink Layer, Revised April 2001, IBR approved for § 86.1806

- 05 (h). (13) SAE J1939

- 31, Network Layer, Revised December 1997, IBR approved for § 86. 1806

- 05 (h). (14) SAE J1939

- 71, Vehicle Application Layer (Through February 2007), Revised January 2008, IBR approved for §§ 86.010

- 38 (j) and 86.1806

- 05 (h). (15) SAE J1939

- 73, Application L ayer

—Diagnostics, Revised September 2006, IBR approved for §§ 86. 010

- 18 (k), 86.010

- 38 (j), and 86.1806

- 05 (h). (16) SAE J1939

- 81, Network Management, Revised May 2003, IBR approved for §§ 86.010

- 38 (j) and 86.1806

- 05 (h). (17) SAE J1962, Diagnostic Connector Equivalent to I SO/DIS 15031

- 3; December 14, 2001, Revised April 2002, IBR approved for §§ 86.010

- 18 (k) and 86.1806

- 05 (h). (18) SAE J1978, OBD II Scan Tool

—Equivalent to I SO/DIS 15031

- 4; December 14, 2001, Revised April 2002, IBR approved for §§ 86.010

- 18 (k) and 86.1806

- 05 (h). (19) SAE J1979, E/E Diagnostic Test Modes, Revised September 1997, IBR approved for §§ 86.1808

- 01 (f) and 86.1808

- 07 (f). (20) SAE J1979, (R) E/E Diagnostic Test Modes, Revised May 2007, IBR approved for §§ 86.010

- 18 (k) and 86.1806

- 05 (h). (21) SAE J2012, (R) Diagnostic Trouble Code Definit ions Equivalent to I SO/DI S 15031

- 6: April 30, 2002, Revised April 2002, IBR approved for §§ 86.010

- 18 (k) and 86.1806

- 05 (h). (22) SAE J2064 FEB2011, R134a Refrigerant Automotive Air

- Conditioned Hose, Revised February 2011, IBR approved for § 86.1867

- 12(a) and (b). (23) SAE J2284

- 3, High Speed CAN (HSC) for Vehicle Applications at 500 KBPS, May 2001, IBR approved for §§ 86.1808

- 01 (f) and 86.1808

- 07 (f).Page 604 of 961

(24) SAE J2403, Medium/Heavy

- Dut y E/E Systems Diagnosis Nomenclature

—Truck and Bus, Revised August 2007, IBR approved for §§ 86.010

- 18 (k), 86.010

- 38 (j), and 86.1806

- 05 (h). (25) SAE J2534, Recommended Practice for Pass

- Thru Vehicle Programming, February 2002, IBR approved for §§ 86.1808

- 01 (f) and 86.1808

- 07 (f). (26) SAE J2727 FEB2012, Mobile Air Conditio ning S ys tem Refrigerant Emission Charts for R

- 134a and R

- 1234yf, Revised February 2012, IBR approved for § 86.1867

- 12(a) and (b). (27) SAE J2765 OCT2008, Procedure for Measuring S ys tem COP [Coefficient of Performance] of a Mobile Air Conditioning Sy stem on a Test Bench, issued October 2008, IBR approved for § 86.1868

- 12(h). (h) Truck and Maintenance Council material . The following documents are available from the Truck and Maintenance Council , 950 North Glebe Road, Suite 210, Arlington, VA 22203

- 4181, or ( 703) 838

- 1754 : (1) TMC RP 1210B, Revised June 2007, WI NDOWSTMCOMMUNI CATION API, IBR approved for § 86.010

- 38 (j). (2) [Reserved] **Subpart A**

**— [Amended]**  57. Section 86.000

- 7 is amended as follows: a. By revising the introductory text. b. By removing and reserving paragraph (h)(1). c. By revising paragraph (h)(6). d. By removing paragraph (h)(7). **§ 86.000 -**  **7 Maintenance of records; submittal of information; right of entry.** Section 86.000

– 7 includes text that specifies requirements that differ from § 86 .091

– 7 o r § 86 .094

– 7. Where a paragraph in § 86 .091

– 7 or § 86 .094

– 7 is identical and applicable to § 86 .000

– 7, this may

be indicated by

specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86 .091

– 7.” or “[Reserved]. For guidance see § 86 .094

– 7.” * * * * * (h) * * * (6) EPA may

void ab initio a certificate for a vehicle certified to Tier 1 certification standards or to the respective evaporative and/or refueling test procedure and accompanyingevaporative and/or refueling standard s as set forth or otherwise referenced in § 86 .098

– 10 for which the manufacturer fails to retain the records required in this section or to provide such information to the Administrator upon request. **§ §**  **86 .000**  **- 8, 86.000**  **- 9, 86.000**  **- 16 [Removed]**  58. Remove § § 86 .000

- 8, 86.000

- 9, and 86.000

- 16. **§ 86 .000**  **- 24** 

**— [Amended]**  59. Section 86.000

- 24 is amended as follows: a. By removing the introductory text. b. By removing and reserving paragraphs (a), (b)(1) introductory text, and (b)(1)(iii) through (f). c. B y removing and reserving paragraphs (g)(1) and (g)(2).Page 605 of 961

d. By removing paragraph (h). **§ § 86**  **.000 -**  **26, 86.000 -**  **28, 86.001 -**  **9, 86.001 -**  **22 [Removed]** 60. Remove § § 86 .000

- 26, 86.000

- 28, 86.001

- 9, and 86.001

- 22. 61. Section 86.001

- 23 is amended by revising the introductory t ext and adding a heading to paragraph (c ) and removing and reserving paragraphs (c)(1), (f), and (g) to read as follows: **§ 86.001 -**  **23 Required data.** Section 86.001

–23 includes text that specifies requirements that differ from § 86 .098

–23. Where a paragraph in § 86 .098

–23 is identical and applicable to § 86 .001

–23, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86 .098

–23.” ***** ***** ***** ***** ***** (c) Emission data

— * * * * * **§ § 86**  **.001 -**  **25, 86.001 -**  **26 , 86.001**  **- 28, 86.001**  **- 30, 86.004**  **- 9 [Removed]**  62. Remove § § 86 .001

- 25, 86.001

- 26, 86.001

- 28, 86.001

- 30, and 86.004

- 9. 63. Section 86.004

- 11 is amended by revising paragraphs (b)(3) introductory text and (b)(4) introductory

text and adding paragraph (b)(4)(iv) to rea d as follows: **§ 86.004 -**  **11 Emission standards for 2004 and later model year diesel heavy -**  **duty engines and vehicles.**  * * * * * (b) * * * (3) This paragraph (b)(3) applies as specified in 40 CFR 1037.103. Evaporative emissions (total of non

- oxyge nated hydrocarbons plus methanol) from heav y - dut y vehicles equipped with methanol

- fueled diesel engines shall not exceed the following standards. The standards apply equally to certification and in

- use vehicles. The spitback standard also applies to newly assembled vehicles. * * * * * (4) This paragraph (b)(4) applies as specified in 40 CFR 1037.103. Evaporative emissions from 2004 and later model ye ar heav y - dut y vehicles equipped with natural gas

- fueled or liquefied petroleum gas

- fueled HDEs shall not exc eed the following standards. The standards appl y equally to certification and in

- use vehicles. * * * * * (iv) Compressed natural gas vehicles must meet the requirements for fueling connection devices as specified in § 86 .1813

- 17(f)(1). V ehicles meeting th ese requirements are deemed to comply with evaporative emission standards. * * * * * 64. Section 86.004

- 21 is amended as follows: a. By revising the introductory text b. By removing and reserving paragraph (b)(4)(i). c. By removing paragraph (b)(5)(v). d. By removing and reserving paragraphs (k) and (l).Page 606 of 961

**§ 86.004 -**  **21 Application for certification.** Section 86.004

–21 includes text that specifies requirements that differ from § 86 .094

–21. Where a paragraph in § 86 .094

–21 is identical and applicable to § 86 .004

–2 1, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86 .094

–21.” * * * * * **§ 86 .004**  **- 25** 

**— [Amended]**  65. Section 86.004

- 25 is amended by removing and reserving paragraphs (b)(4)(ii) and (b)(4)(iv). 66. Section 86.004

- 26 is amended as follows: a. By removing the introductory text. b. By removing and reserving paragraphs (a) and (b). c. By revising paragraph (d). **§ 86 .004**  **- 26 Mileage and service accumulation; emission measurements.**  * * * * * (d)(1) This paragraph (d) applies for heav y - dut y engines. (2)(i) The results of all emission testing shall be supplied to the Administrator. The manufacturer shall furnish to the Administrator explanation for voiding any test. The Administrator will determine if voiding the test was appropriate based upon the explanation given b y the manufacturer for the voided test. Tests between test points may be conducted as required by the Administrator. Data from all tests (including voided tests) may

be submitted weekl y to the Admi nistrator, but shall be delivered to the Administrator within 7 day s after completion of the test. In addition, all test data shall be compiled and provided to the Administrator in accordance with § 86 .007

–23. Where the Administrator conducts a test on a d urability data vehicle at a prescribed test point, the results of that test will be used in the calculation of the deterioration factor. (ii) The results of all emission tests shall be recorded and reported to the Administrator. These test results shall be rounded as specified in 40 CFR part 1065 to the number of decimal places contained in the applicable emission standard expressed to one additional significant figure. (3) Whenever a manufacturer intends to operate and test a vehicle (or engine) that may b e used for emission data, the manufacturer shall retain in its records all information concerning all emission tests and maintenance, including vehicle (or engine) alterations to represent other vehicle (or engine) selections. This information shall be sub mitted, including the vehicle (or engine) description and specification information required by the Administrator, to the Administrator following the emission test. (4) Emission testing of any t ype with respect to any certification vehicle or engine o ther than that specified in this subpart is not allowed except as such testing may be specificall y authorized by

the Administrator. **§ 86 .004**  **- 28** 

**— [Amended]**  67. Section 86.004

- 28 is amended by removing the introductory text and by

removing and reserving paragrap hs (a), (b), (f), and (g).Page 607 of 961

68. Section 86.004

- 30 is amended as follows: a. By revising the introductory text. b. By removing and reserving paragraphs (a)(4), (a)(5), (a)(10)(i), and (a)(11)(i) and (a)(12) through (a)(16). c. By removing paragraphs (a)(19) through (a)(21). d. By removing and reserving paragraphs (b)(1)(i) and (b)(1)(ii). e. By removing paragraph (b)(1)(ii)(C) and (b)(1)(ii) (D). f. By removing and reserving paragraph (b)(4). **§ 86.004 -**  **30 Certification.** Section 86.004

– 30 includes text that sp ecifies requirements that differ from § 86 .094

– 30. Where a paragraph in § 86 .094

– 30 is identical and applicable to § 86 .004

– 30, this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86 .094

– 30.” * * * * * 69. Section 86.004

- 38 is amended by removing the introductory text, removing and reserving paragraph (g), and adding paragraph (i) to read as follows: **§ 86 .004**  **- 38 Maintenance instructions.**  * * * * * (i) For each new diesel

- fueled engine subject to th e standards prescribed in § 86 .007

– 11, as applicable, the manufacturer shall furnish or cause to be furnished to the ultimate purchaser a statement that “This engine must be operated only with ultra low

- sulfur diesel fuel (meeting EPA specifications for hi ghway diesel fuel, including a 15 ppm sulfur cap).” 70. Section 86.005

- 10 is amended by revising the introductory text and paragraph (c) to read as follows: **§ 86 .005**  **- 10 Emission standards for 2005 and later model year Otto**  **- cycle heavy**  **- duty**  **engines and vehic les.**  Section 86.005

– 10 includes text that specifies requirements that differ from § 86 .099

– 10. Where a paragraph in § 86 .099

– 10 is identical and applicable to § 86 .005

– 10, this may be indicated by specifying the corresponding paragraph and the statement “[ Reserved]. For guidance see § 86 .099

– 10.” * * * * * (c) No crankcase emissions shall be discharged into the ambient atmosphere from any new 1998 or later model ye ar Otto

- cycle heavy

- duty engine. * * * * * **§ 86 .005**  **- 17 [Removed]**  71. Remove § 86 .005

- 17. **[Note t o Editor: We are intentionally changing § 86.007**  **- 17 from a long section to a single**  **sentence that references similar content elsewhere.]** 72. Section 86.007

- 17 is revised to read as follows: **§ 86.007**  **- 17**  **Onboard diagnostics for engines used in applicat**  **ions less than or equal to 14,000 pounds GVWR.** Page 608 of 961

Heav y- dut y engines intended to be installed in heavy dut y vehicles at or below 14,000 pounds GVWR that are subject to standards under this subpart must meet onboard diagnostic requirements as specified in § 86 .1806

. **§ 86 .007**  **- 21** 

**— [Amended]**  73. Section 86.007

- 21 is amended as follows: a. By removing and reserving paragraph (b)(4)(i). b. By removing paragraphs (b)(9) and (b)(10). c. By removing and reserving paragraphs (k) and (l). 74. Section 86.007

- 23 is ame nded by removing and reserving paragraphs (b)(2), (f), (g), and (l) and revising the introductory text and paragraph (c) to read as follows: **§ 86.007 -**  **23 Required data.** Section 86.007

–23 includes text that specifies requirements that differ from § 86 .098

–23 or § 86 .001

–23. Where a paragraph in § 86 .098

–23 or § 86 .001

–23 is identical and applicable to § 86 .007

–23, this may

be indicated by

specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86 .098

–23.” or “[Reserved]. For guidance see § 86 .001

–23.”. * * * * * (c) Emission data from c ertification vehicles and engines. The manufacturer shall submit emission data for each applicable emission standard from vehicles and engines tested in accordance with applicable test procedures and in such numbers as specified. These data shall include zero

- mile or zero

- hour data, if generated, and emission data generated for certification as required under § 86 .004

- 26. However, manufacturers may provide a st atement in the application for certification that vehicles and engines comply with the following standards instead of submitting test data, provided that the statement is supported by previous emission tests, development tests, or other appropriate information, and good engineering judgment: (1) Idle CO, smoke, or particulate matter emissions from methanol

- fueled or gaseous

- fueled diesel

- cycle certification engines. (2) Particulate matter emissions from Otto

- cycle certification engines or gaseous

- fueled certification engines. (3) CO emissions from diesel

- cycle certification engines. (4) Formaldeh yde emissions from petroleum

- fueled engines. (5) Particulate matter and formaldeh yde emissions when conducting Selective Enforcement Audit testing of Otto

- cycle eng ines. (6) Smoke from methanol

- fueled or petroleum

- fueled diesel

- cycle certification engines. (7) Smoke when conducting Selective Enforcement Audit testing of diesel

- cycle engines. (8) Evaporative emissions from vehicles fueled b y natural gas, liquefied petroleum gas, or hydrogen. * * * * * **§ 86**  **.007 -**  **30**

**— [Amended]**  75. Section 86.007

- 30 is amended as follows: a. By removing and reserving paragraphs (a)(4), (a)(5), (a)(7), (a)(10)(i), (a)(11)(i), and (a)(12) through (a)(16). b. By removing paragraphs (a)(19) through (a)(21). c. By removing and reserving paragraphs (b)(1)(i), (b)(1)(ii), and (b)(4).Page 609 of 961

d. By removing paragraph (f). 76. Section 86.007

- 35 is amended as follows: a. By revising paragraph (a) introductory text. b. By removing and reserving paragraphs (a)(1) and (a)(2) c. By revising paragraph (c). d. By removing and reserving paragraphs (d), (f), and (i). **§ 86 .007**  **- 35 Labeling.**  * * * * * (a) The manufacturer of any motor vehicle (or motor vehicle en gine) subject to the applicable emission standards (and family emission limits, as appropriate) of this subpart, shall, at the time of manufacture, affix a permanent legible label, of the ty pe and in the manner described below, containing the information h ereinafter provided, to all production models of such vehicles (or engines) available for sale to the public and covered by a Certificate of Conformity under § 86 .007

– 30(a). * * * * * (c) Vehicles powered b y model year 2007 through 2013 diesel

- fueled engin es must include permanent, readil y visible labels on the dashboard (or instrument panel) and near all fuel inlets that state “Use Ultra Low Sulfur Diesel Fuel Only”; or “Ultra Low Sulfur Diesel Fuel Only”. * * * * * **§ 86**  **.007 -**  **38 [Removed]** 77. Remove § 86 .007

- 38. 78. Section 86.008

- 10 is amended as follows: a. By removing the introductory text. b. By revising paragraphs (b) introductory text. c. By adding paragraph (b)(5). d. By revising paragraph (e). **§ 86 .008**  **- 10 Emission standards for 2008 and later model year**  **Otto -**  **cycle heavy -**  **duty engines and vehicles.**  * * * * * (b) This paragraph (b) applies as specified in 40 CFR 1037.103 . Evaporative emissions from heav y- dut y vehicles sha ll not exceed the following standards when measured using the test procedures specified in 40 CFR 1037.501. The standards appl y equally to certification and in

- use vehicles. The spitback standard also applies to newly assembled vehicles. For certification vehicles only , manufacturers may conduct testing to quantify a level of nonfuel background emissions for an individual test vehicle. Such a demonstration must include a description of the source(s) of emissions and an estimated decay rate. The demonstrated level of nonfuel background emissions may be subtracted from emission test results from certification vehicles if approved in advance b y the Administrator. * * * * * (5) Compressed natural gas vehicles must meet the requirements for fueling connection dev ices as specified in § 86.1813

- 17(f)(1). Vehicles meeting these requirements are deemed to comply with evaporative emission standards. * * * * *Page 610 of 961

(e) The standards described in this section do not apply to Otto

- cycle medium

- duty passenger vehicles (MDPVs) that are subject to regulation under subpart S of this part, except as specified in subpart S of this part. The standards described in this section also do not apply to Otto

- cycle engines used in such MDPVs, except as specified in subpart S of this part. T he term “medium

duty passenger vehicle” is defined in § 86 .1803. * * * * * 79. Section 86.010

- 38 is amended by revising paragraphs (g) and (i) to read as follows: **§ 86.010 -**  **38 Maintenance instructions.** * * * * * (g) Manufacturers are subject to the service

- i nformation requirements of § 86 .1808

- 01(f) beginning in the 2005 model year for manufacturers of heavy

- dut y vehicles and heav y - dut y engines weighing 14,000 pounds gross vehicle weight (GVW) and less that are subject to the OBD requirements of this part. * * * * * (i) Through model ye ar 2013, the manufacturer shall furnish or cause to be furnished to the ultimate purchaser the following statement for each new diesel

- fueled engine subject to the standards prescribed in § 86 .007

– 11, as applicable: “This engine must be operated onl y with ultra low

- sulfur diesel fuel (meeting EPA specifications for highway diesel fuel, including a 15 ppm sulfur cap).” * * * * * 80. Section 86.016

- 1 is amended by revising paragraphs (a), (b), and (c) and adding paragraphs (g) and (h) to read as follows: **§ 86.016 -**  **1 General applicability.** (a) Applicability . The provisions of this subpart apply for certain ty

pes of new heavy

- dut y engines and vehicles as described in this paragraph (a). Note that this subpart does not appl y for light

- d uty vehicles, light

- duty

trucks, or medium

- duty

passenger vehicles (see subpart S of this part for requirements that apply for those vehicles). In some cases, manufacturers of heavy

- duty engines and vehicles can choose whether to meet the requirements of this subpart or the requirements of subpart S of this part; those provisions are therefore considered optional, but only to the extent that manufacturers compl y with the other set of requirements. In cases where a provision applies only

for a certain vehi cle group based on its model year, vehicle class, motor fuel, engine type, or other distinguishing characteristics, the limited applicability is cited in the appropriate section. The provisions of this subpart apply for certain heavy

- duty

engines and vehi cles as follows: (1) The provisions of this subpart related to exhaust emission standards apply for diesel

- cycle and Otto

- cycle heav y - duty engines installed in vehicles above 14,000 pounds GVWR ; however, these vehicles may instead be certified under subpart S of this part as specified in § 86 .1801

. (2) The provisions of this subpart related to exhaust emission standards apply for engines that will be installed in incomplete vehicles at or below 14,000 pounds GVWR ; however, these vehicles may

instead be certified under subpart S of this part as specified in § 86 .1801

. (3) Diesel

- cycle and Otto

- cycle complete heavy

- duty vehicles at or b elow 14,000 pounds GVWR and the corresponding engines are not subject to the provisions of this subpart related to exhaust emission standards, except that these provisions are optional for diesel

- cyclePage 611 of 961

engines installed in such vehicles until those vehicles become subject to the Tier 3 standards under § 86 .1816

- 18

. (4) The provisions of this subpart related to evaporative emission standards apply for diesel

cycle and Otto

- cycle heavy

- dut y vehicles as follows: (i) These provisions do n ot apply for vehicles at or below 14,000 pounds GVWR. (ii) Vehicles above 14,000 pounds GVWR must meet evaporative emission standards as specified in 40 CFR 1037.103. This involves meeting the standards specified in § § 86 .008

- 10(b) and 86.007

- 11(b)(3) and (4) until the Tier 3 standards in § 86 .1813 start to apply

. (iii) Note that diesel

- fueled vehicles are not subject to evapo rative emissions under this part. (5) The provisions of this subpart related to onboard diagnostics appl y for diesel

- cycle and Otto

- cycle heavy

- dut y engines and vehicles as follows: (i) Engines installed in vehicles above 14,000 pounds GVWR must meet the o nboard diagnostic requirements specified in § 86 .010

- 18. (ii) Engines installed in vehicles at or below 14,000 pounds GVWR must meet the onboard diagnostic requirements specified in § 86

. 1806

. (b) Relationship to subpart S of this part . Unless specified otherwise, if engines are not subject to provisions of this subpart or if manufacturers choose not to meet optional pro visions of this subpart as described in paragraph (a) of this section, those engines must be installed in vehicles meeting the corresponding requirements under subpart S of this part. If a vehicle and its installed engine comply

with a mix of provisions f rom this subpart and from subpart S of this part, the vehicle must be certified under subpart S of this part, and the engine does not need to be certified separately

. (c) Greenhouse gas emission standards . See 40 CFR parts 1036 and 1037 for greenhouse gas emission standards that apply for heav y - duty

engines and vehicles. * * * * * (g) Clean alternative fuel conversions

. The provisions of this subpart also apply for clean alternative fuel conversions as defined in 40 CFR 85.502 of all vehicles described in paragraph (a) of this section. (h) Turbine engines . Turbine engines are deemed to be compression

- ignition engines for purposes of this part. **§ 86 .079**  **- 36 [Removed]**  81. Remove **§ 86** .079

- 36. 82. Section 86.082

- 2 is amended by adding definitions for “Round” and “Unit ed States” in alphabetical order to read as follows. **§ 86.082 -**  **2 Definitions.** * * * * * Round has the meaning given in 40 CFR 1065.1001, unless otherwise specified. * * * * * United States has the meaning given in 40 CFR 1068.30. * * * * * **§ 86 .085**  **- 2**  **[Amended]**Page 612 of 961

83. Section 86.085

- 2 is amended by removing the definition for “Incomplete gasoline

- fueled heav y- dut y vehicle”. * * * * * 84. Section 86.085

- 20 is revised to read as follows: **§ 86 .085**  **- 20 Incomplete vehicles, classification.**  For purposes of this part: (a) A heav y - dut y gasoline

- fueled vehicle is considered to be a complete vehicle if it has the primary load carrying device or container attached at the time the vehicle leaves the control of the manufacturer of the engine , and is considered to be an incomplete vehicle if it does not. (b) For all other heav y - duty vehicles, a vehicle that has the primary load carrying device or container attached at the time the vehicle is introduced into U.S. commerce is considered to be a complete vehicle. Vehicles not considered to be complete vehicles are incomplete vehicles. For purposes of determining when a vehicle is introduced into U.S. commerce, an assembl y of motor vehicle parts is deemed to be a vehicle if either of the followin g applies: (1) A piece of equipment that is intended for self

- propelled use on highways becomes a vehicle when it includes at least an engine, a transmission, and a frame. (Note: For purposes of this definition, any

electrical, mechanical, and/or hydrauli c devices attached to engines for the purpose of powering wheels are considered to be transmissions.) (2) A piece of equipment that is intended for self

- propelled use on highways becomes a vehicle when it includes a passenger compartment attached to a fram e with axles. **§ 86 .085**  **- 37** 

**— [Amended]**  85. Section 86.085

- 37 is amended by removing paragraph (b). **§ 86 .087**  **- 2 [ Removed]**  86. Remove **§ 86** .087

- 2. **§ 86 .091**  **- 29** 

**— [Amended]**  87. Section 86.091

- 29 is amended by removing and reserving paragraph (a). 88. Section 86.094

- 7 is amended by adding paragraph (h)(6) to read as follows: **§ 86.094 -**  **7 Maintenance of records; submittal of information; right of entry.** * * * * * (h) * * * (6) EPA may

void ab initio a certificate for a vehicle certified to Tier 1 certification standards or to the respective evaporative and/or refueling test procedure and accompanyingevaporative and/or refueling standards as set forth or otherwise referenced in § 86 .098

– 10 for which the manufacturer fails to retain the records required in this section or to provide such information to the Administrator upon request. * * * * * **§ 86**  **.094 -**  **13 [Removed]** 89. Remove § 86 .094

- 13. **§ 86 .094**  **- 14** 

**— [Amended]** Page 613 of 961

90. Section 86.094

- 14 is amended by removing and reserving paragraphs (c)(5) and (c)(7)(i)(A)( 1 ). **§ 86 .094**  **- 16**  **[Removed]** 91. Remove **§ 86** .094

- 16. **§ 86 .094**  **- 21** 

**— [Amended]**  92. Section 86.094

- 21 is amended by removing paragraph (b)(1)(i)(C) and by removing and reserving paragraphs (b)(4)(i), (b)(5)(iii)(B), (b)(8), (d), and ( g). **§ 86 .094**  **- 25** 

**— [Amended]**  93. Section 86.094

- 25 is amended as follows: a. By removing and reserving paragraphs (a), (b)(3)(i)(A), and (b)(3)(ii). b. By removing paragraphs (b)(3)(iii) through (b)(3)(vii). c. By removing and reserving paragraphs (b)(4) through (b)(6), (d), and (g). **§ § 86**  **.094 -**  **26 and 86.094 -**  **28 [Removed]** 94. Remove **§ § 86**  .094

- 26 and 86.094

- 28. **§ 86 .094**  **- 30** 

**— [Amended]**  95. Section 86.094

- 30 is amended as follows: a. By removing and reserving paragraphs (a)(1)(ii), (a)(4), (a)(5), and (a)(7). b. By removing p aragraphs (a)(9) through (a)(14). c. By removing and reserving paragraphs (b)(1)(i), (b)(1)(ii), and (b)(4). d. By removing and reserving paragraph (d). **§ § 86**  **.095 -**  **23, 86.095 -**  **26, and 86.095 -**  **30 [Removed]** 96. Remove **§ § 86**  .095

- 23, 86.095

- 26, and 86.095

- 30. 97. Secti on 86.095

- 35 is amended as follows: a. By removing and reserving paragraphs (a)(1) and (a)(2). b. By revising paragraph (a)(4) introductory text. c. By removing and reserving paragraphs (d), (e), and (f). d. By revising paragraph (g) introductory text. **§ 8 6**  **.095 -**  **35 Labeling.** (a) * * * (1)

– (2) [Reserved] * * * * * (4) Heavy

- dut y vehicles employing a fuel or fuels covered b y evaporative emission standards

. This paragraph (a)(4) applies for vehicles subject to evaporative emission st andards under this subpart, as described in § 86.016

- 1(a)(4). See 40 CFR part 1037 for provisions that apply in later model years. * * * * * (d)

– (f) [Reserved]Page 614 of 961

(g) Incomplete vehicle fuel tank capacity . This paragraph (g) applies for vehicles subject to evaporative emission standards under this subpart, as described in § 86.016

- 1(a)(4). See 40 CFR part 1037 for provisions that apply in later model years. * * * * * **§ § 86**  **.096 -**  **7, 86.096 -**  **8, and 86.096 -**  **21 [Rem oved]**  98. Remove **§ § 86**  .096

- 7, 86.096

- 8, and 86.096

- 21. **§ 86 .096**  **- 24** 

**— [Amended]**  99. Section 86.096

- 24 is amended as follows: a. By removing and reserving paragraphs (a)(8) through (a)(11) b. By removing and reserving paragraphs (a)(14)(ii), (a)(14)(iii), and (a)(14 )(vii). c. By removing and reserving paragraphs (b)(1), (c)(1), (c)(2), and (d). d. By removing paragraphs (g) and (h). **§ § 86**  **.096 -**  **26, 86.096 -**  **30, 86.096 -**  **35, 86.096 -**  **38, and 86.097 -**  **9 [Removed]** 100. Remove **§ § 86**  .096

- 26, 86.096

- 30, 86.096

- 35, 86.096

- 38, and 86.097

- 9. **§ 86 .098**  **- 23** 

**— [Amended]**  101. Section 86.098

- 23 is amended by removing and reserving paragraphs (b)(1)(i), (e)(2), and (e)(3). **§ § 86**  **.098 -**  **24, 86.098 -**  **25, 86.098 -**  **26, 86.098 -**  **28, 86.098 -**  **30, 86.098 -**  **35, 86.099 -**  **8, 86.099 -**  **9, and 86.099**  **- 17 [Removed]**  102. Remove **§ § 86**  .098

- 2 4, 86.098

- 25, 86.098

- 26, 86.098

- 28, 86.098

- 30, 86.098

- 35, 86.099

- 8, 86.099

- 9, and 86.099

- 17. **Subpart B**

**— [Amended]**  103. Section 86.101 is revised to read as follows: **§ 86.101 General applicability.** (a) General provisions . This subpart describes test procedur es for measuring exhaust, evaporative, and refueling emissions from motor vehicles subject to emission standards under subpart S of this part. This generall y includes light

- duty vehicles, light

- duty

trucks, and complete heav y - duty

vehicles at or below 14, 000 pounds GVWR. The following provisions apply for all testing under this subpart: (1) Provisions of this subpart appl y to tests performed by both the Administrator and manufacturers. (2) References in this subpart to engine families and emission control sy stems apply to durability groups and test groups as applicable. (3) Except as noted, heavy

- dut y vehicles are subject to all the same provisions of this subpart that apply to light

- duty

trucks. (4) The procedures in this subpart appl y for t esting vehicles powered by any fuel, except as specified in subpart S of this part. (5) For exhaust emission testing, measure emissions for all pollutants with an applicable emission standard.Page 615 of 961

(6) All emission control systems designed for production vehi cles must be functioning during testing. Maintenance to correct component malfunction or failure must be authorized in accordance with § 86 .1834. (7) The test sequence for the Federal Test Procedure (FTP) includes steps to precondition vehicles for evapor ative emission measurements; these steps are required for exhaust testing whether or not testing includes evaporative emission measurements. (8) Evaporative emission measurement procedures of this subpart include specifications for testing methanol

- fueled vehicles. For vehicles fueled with other oxygenated fuels, use good engineering judgment to apply these procedures. For example, if you are testing an ethanol

fueled vehicle, perform diagnostics in your evaporative emission enclosure with ethanol and pro pane. (9) For exhaust emission testing with ethanol

- gasoline blends that have less than 25% ethanol by

volume, if yo u use NMHC

- to
-NMOG conversion factors instead of measuring oxygenates as described in 40 CFR 1066.635, the testing specifications and diagn ostic requirements in this part 86 that are specific to ethanol

- gasoline blends do not apply

. (b) Migration to 40 CFR parts 1065 and 1066 . This subpart transitions to rely on the test procedure specifications in 40 CFR parts 1065 and 1066 as follows : (1) Through model ye ar 2021, manufacturers may use the test procedures specified in paragraph (c) or (d) of this section or, using good engineering judgement, elements of both. For an y EPA testing before model year 2022, EPA will use the manufacturer's selected procedures for determining road load parameters and appl yi ng acceptable speed

- tolerance criteria. For an y other parameters, EPA may conduct testing using either of the specified procedures. As allowed under this part, manufacturers may use carryo ver data from previous model years to demonstrate compliance with emission standards, without regard to the provisions of this section. (2) Manufacturers must use the following procedures before model ye ar 2022: (i) For vehicles certified to any of the Tie r 3 emission standards specified in subpart S of this part, determine overall driver accuracy based on driven cycle energy as described in 40 CFR 1066.425(j). (ii) Equipment specifications and measurement procedures that are specific to PM emissions from 4 0 CFR part 1066 appl y for an y vehicles certified to the Tier 3 PM emission standards specified in subpart S of this part. (iii) Use 40 CFR 1066.635 to determine NMOG for any vehicles certified to the Tier 3 NMOG+NOx emission standards in subpart S of this part. (3) For model years 2022 and later, manufacturers must use the test procedures specified in paragraph (d) of this section. (c) Interim procedures . Test vehicles as described in this subpart for the appropriate model year, through model ye ar 2021, as follows: (1) Sections 86.106 through 86.115 set forth general testing specifications and equipment requirements. Sections 86.116 through 86.126 discuss calibration methods and frequency

. Sections 86.127 through 86.145 describe procedures for measuring exhaust and evaporative emissions. Sections 86.146 through 86.157 lay out refueling test procedures. Sections 86.158 through 86.166 cover procedures related to the Supplemental Federal Test Procedure and testing related to air conditioning sy stems. The te st procedure for measuring fuel sy stem leaks is described in 40 CFR 1066.985.Page 616 of 961

(2) Alternate equipment, procedures, and calculation methods may be used if shown to yield equivalent or superior results, and if approved in advance b y the Administrator. (d) Lo ng - term procedures . Test vehicles as described in 40 CFR parts 1065 and 1066. The following requirements from this subpart also apply : (1) Use fuel for testing and service accumulation as specified in § 86 .113. (2) Perform evaporative emission tests as fo llows: (i) Use evaporative testing equipment meeting the specifications in § 86 .107. This equipment must meet calibration requirements as specified in § 86 .117. (ii) Generate fuel test temperature profiles as described in § 86 .129

- 94(d). (iii) Follow the general provisions and driving schedules described in 40 CFR part 1066, subpart I. Evaporative testing consists of vehicle preconditioning as described in § 86.132, diurnal measurement as described in § 86 .133, running loss testing as described in § 86 .13 4, and hot soak testing as described in § 86 .138. (iv) Calculate emission results as described in § 86 .143. (3) Keep records as described in § 86 .142 (4) Perform refueling emission tests, calculate emission results, and keep associated records as describ ed in § 86 .146 through 86.157. 104. Section 86.102 is revised to read as follows: **§ 86.102 Definitions.** The definitions in § 86 .1803 apply to this subpart. **§ 86.106 -**  **00 [Removed]** 105. Section 86.106

- 00 is removed. 106. Section 86.106

- 96 is amended by revising paragraph (a)(3) to read as follows: **§ 86 .106**  **- 96 Equipment required; overview.**  (a) * * * (3) Fuel, anal yt ical gas, and driving schedule specifications . Fuel specifications for exhaust and evaporative emission testing and for mileage accumulation for petroleum

- fueled and methanol

fueled vehicles are specified in § 86 .113. Analy tical gases are specified in § 86 .114. The Urban Dy namometer Driving Schedule (UDDS), US06, and SC03 driving schedules, for use in exhaust emission tests, and the New York City C ycl e (NYCC), for use with the UDDS in running loss tests, are specified in § § 86 .115, 86.130, 86.159, 86.160, and appendix Ito this part. * * * * * **§ 86 .107**  **- 96** 

**— [Amended]**  107. Section 86.107

- 96 is amended by removing and reserving paragraph (e). **§§ 86.108 -**  **79, 86.11 0**  **- 90**  **[Removed]** 108. Sections 86.108

- 79 and 86.110

- 90 are removed. 109. Section 86.110

- 94 is amended by revising paragraphs (b)(6)(i) and (d) to read as follows: **§ 86.110 -**  **94 Exhaust gas sampling system; diesel -**  **cycle vehicles, and Otto -**  **cycle vehicles requiring par**  **ticulate emissions measurements.** * * * * *Page 617 of 961

(b) * * * (6) * * * (i) Sized to permit development of turbulent flow ( Rey nolds No. >>4000) and complete mixing of the exhaust and dilution air between the mixing orifice and each of the two sample probe s (i.e., the particulate probe and the heated THC sample probe). It is recommended that uniform mixing be demonstrated b y the user. * * * * * (d) Filters, particulate sampling. Use fluorocarbon

- coated glass fiber filters or fluorocarbon

based (membrane) fi lters to collect particulate matter, as follows: (1) Use primary

and back

- up test filters as follows for particulate measurements: (i) During each phase of the UDDS, sample dilute exhaust simultaneously with paired primary and back

- up test filters. (ii) Po sition the back

- up filter holder 3 to 4 inches downstream of the primary filter holder. (iii) Determine the net weight of particulate material collected on each primary test filter and each back

- up test filter using the procedure described in § 86.139. (iv ) Determine a ratio of net weights using the following formula:
(v) If the ratio is greater than 0.95, base the particulate emission calculations on the net weight of the primary

filter only

. (vi) If the ratio is less than 0.95, base the particulate emis sion calculations on the combined net weights of the back

- up test filter and the primary test filter. (2) The particulate filter must have a 47 mm diameter (37 mm stain area). **§ 86.111 -**  **90 [Removed]** 110. Section 86.111

- 90 is removed. 111. Section 86.111

- 94 is amen ded by revising paragraph (b)(3)(vii) to read as follows: **§ 86 .111**  **- 94**  **Exhaust gas analytical system.** * * * * * (b) * * * (3) * * * (vii) Using a methane analyzer consisting of a gas chromatograph combined with a FID, measure methane according to SAE J115 1 (incorporated b y reference in § 86 .1). * * * * * 112. Section 86.113

- 04 is amended by revising paragraphs (a)(1), (a)(2) and (a)(3)(i) to read as follows: **§ 86.113 -**  **04 Fuel specifications.** * * * * * (a) * * * (1) Gasoline meeting the following specificatio ns, or substantially equivalent specifications approved b y the Administrator, must be used for exhaust and evaporative emission testing:Page 618 of 961

Table 1 of § 86 .113

- 04

– Test fuel specifications for gasoline without ethanol

Item Regular Reference Procedure 1 Research octane, Minimum2 93 ASTM D2699 ASTM D2700 Octane sensitivity2 7.5 Distillation Range (°F): Evaporated initial boiling point 3 10% evaporated 50% evaporated 90% evaporated Evaporated final boiling point 75

– 95 120

- 135 200

- 230 300

- 325 415 Maximum ASTM D86
Hydrocarbon composition (vol %): Olefins Aromatics Saturates 10% Maximum 35% Maximum Remainder ASTM D1319 Lead, g/gallon (g/liter), Maximum 0.050 (0.013) ASTM D3237 Phosphorous, g/gallon (g/liter), Maximum 0.005 (0.0013) AS TM D3231 Total sulfur, wt. % 4 0.0015

– 0.008 ASTM D2622 Dry Vapor Pressure Equivalent ( DVPE), kPa (psi) 5 60.0

- 63.4 (8.7

- 9.2) ASTM D5191 1 ASTM procedures are incorporated by reference in § 86 .1. 2 Octane specifications are optional for manufacturer tes ting. 3 For testing at altitudes above 1,219 m (4000 feet), the specified range is 75

- 105° F. 4 Sulfur concentration will not exceed 0.0045 weight percent for EPA testing. 5 For testing unrelated to evaporative emission control, the specified range is 54 .8

- 63.7 kPa (8.0

- 9.2 psi). For testing at altitudes above 1,219 m (4000 feet), the specified range is 52.0

- 55.4 kPa (7.6

- 8.0 psi). Calculate dry vapor pressure equivalent, DVPE , based on the measured total vapor pressure, p T , using the following equation: DVPE (kPa) = 0.956 ∙ p T - 2.39 (or DVPE (psi) = 0.956 ∙ p T – 0.347)
. DVPE is intended to be equivalent to Reid Vapor Pressure using a different test method. (2) Manufacturers may

use California test fuels, as follows: (i) For model year 2014 and earlier veh icles certified for 50

- state sale, manufacturers may perform exhaust emission tests using California Phase 2 gasoline as specified in Chapter 4 of the California Regulatory Requirements Applicable to the National Low Emission Vehicle Program, October 1996 (incorporated b y reference in § 86 .1). However, the Administrator may use or require the use of test fuel meeting the specifications in paragraph (a)(1) of this section for confirmatory

testing, selective enforcement auditing and in

- use testing. (ii) For model year 2015 and later, manufacturers may certify 50

- state Tier 2 vehicles based on testing used to meet California’s LEV III standards, subject to the following provisions: (A) Manufacturers may

perform exhaust and evaporative emission tests using California Phase 2 gasoline or California LEV III gasoline. The Administrator may use or require the use of test fuel me eting the specifications in paragraph (a)(1) of this section for confirmatory

testing, selective enforcement auditing and in

- use testing. (B) All evaporative testing with California fuel must be conducted with temperatures meeting the specifications adop ted b y the California Air Resources Board.Page 619 of 961

(C) The vehicles must also meet exhaust and evaporative emission standards at high

altitude conditions as specified in § § 86 .1811

- 17 and 86.1813

- 17 , except that testing is based on the fuel specified in paragraph (a)(1) of this section. (D) The vehicle must meet the applicable cold temperature standards using test fuel specified for cold temperature testing in § 86 .213 . ( 3) * * * (i) Unless otherwise approved by the Administrator, gasoline representative of commercial gasoline that will be generally available through r etail outlets must be used in service accumulation. Unless otherwise approved b y the Administrator, where the vehicle is to be used for evaporative emission durability demonstration, such fuel must contain ethanol as required b y § 86 .1824

– 08(f)(1). * * * * * **§ 86**  **.113 -**  **07**

**— [Removed]**  113. Remove § 86 .113

- 07. 114. A new § 86 .113

- 15 is added to subpart B to read as follows: **§ 86 .113**  **- 15**  **Fuel specifications.** Section 86.113

– 15 includes text that specifi es requirements that differ from § 86 .113

– 94. Where a paragraph in § 86 .113

– 94 is identical and applicable to § 86 .113

– 15 , this may be indicated by specifying the corresponding paragraph and the statement “[Reserved]. For guidance see § 86 .113

– 94.” (a) G asoline fuel . This paragraph (a) describes how to transition to an ethanol

- blend test fuel for vehicles certified under subpart S of this part. You may use the test fuels specified in § 86 .113

- 04(a) for vehicles that are not yet subject to testing with the new fuel. You may use the specified ethanol

- blend test fuel any time earlier than we specify as long as you use the corresponding procedures for measuring and calculating emission results. See 40 CFR 600. 11 7 for special provisions that apply

for em ission measurements related to fuel econom y and greenhouse gases. Manufacturers must certify using E10 test fuel as specified in 40 CFR 1065, subpart H, and service accumulation fuel meeting applicab le specifications as follows:: (1) Except as allowed under paragraph (a)(2) of this section, Use E10 test fuel to demonstrate compliance with the Tier 3 exhaust emission standards as specified in § 86 .1811 and 86.1816 , and to demonstrate compliance with the Tier 3 evaporative emission stand ards as specified in § 86 .1813

. (2) You may

use California test fuels to demonstrate compliance with Tier 3 emission standards as follows: (i) For vehicles certified for 50

- state sale, you may instead use California Phase 3 g asoline (E10) as adopted in California’s LEV III program for exhaust emission testing

. Through model year 2019, we will also use this E10 fuel for any low

- altitude exhaust emission testing with such vehicles. Starting in model ye ar 2020, we may use test fuel meeting either California Phase 3 gasoline (E10) or the gasoline (E10) test fuel specified in this paragraph (a). For cold temperature testing and for exhaust emission tests at high

a ltitude conditions, you may certify vehicles through model year 2019 based on testing with the gasoline (E0) test fuel specified in § 86 .113

- 04(a); for such vehicles, we may use test fuel meeting either the gasoline (E0) test fuel specified in § 86 .113

- 04( a) or the gasoline (E10) test fuel specified in this paragraph (a).Page 620 of 961

(ii ) For vehicles that were certified to SULEV exhaust emission standards with a 150,000 mile useful life under California’s LEV II program and that are eligible to use that carryover data for continued certification, you may use that carryover data to demonstrate compliance with the exhaust emission standards that apply for Bin 30 vehicles under § 86 .1811

- 17 for model ye ars 2015 through 2019. The test fuel specifications that applied for the original emission measurements under the LEV II program also apply for any additional exhaust testing under the Tier 3 program, including confirmatory testing, selective enforcement auditing, and in

- use testing. For vehicles certified under this paragraph (a)(2)( ii ), use the E10 test fuel specified in 40 CFR 1065.710 for cold temperature testing and high

- altitude testing. (iii) For vehicles certified for 50

- state sale, you may instead use California test fuel for evaporative emission testing as follows: (A) If you originally

certified vehicles in California in model year 2015 or 2016 to PZEV standards with California Phase 2 gasoline, you may use that data with carryover vehicles to certify to the Tier 3 evaporative emission standards through model year 2019. We will use this same fuel to measure diurnal, hot soak, running loss, and SHED rig emissions at low

- altitude conditions for such vehicles. For refueling, spitback, and high

- altitude testing, you may use test fuel meeting either the gasoline (E0) test fuel specified in § 86 .113

- 04(a) or the gasoline (E10) test fuel specified in this paragraph (a); we may use either of the specified fuels for our testing. For leak testing, you must use the gasoline (E10) test fuel specified in this paragraph (a). (B) If you certify

vehicles to LEV III standards with California Phase 3 gasoline (E10), you may use that collection of data to certify to the Tier 3 evaporative emission standards. Through model ye ar 2019, we will use this same fuel to measure diurnal, hot soak, running loss, SHED rig, and canister bleed emissions (as appropriate) at low

- altitude conditions; starting in model year 2020, we may use either California Phase 3 gasoline (E10) or the gasoline (E10) test fuel specified in this paragraph (a) for our testing with such vehicl es. For refueling, spitback, high

altitude, and leak testing, you must use the gasoline (E10) test fuel specified in this paragraph (a), except that you may instead use the gasoline (E0) test fuel specified in § 86 .113

- 04(a) for model year 2015 and 2016; we will use your selected fuel for our testing. Note that you may no longer certify vehicles to the Tier 3 standards based on California’s rig

- testing procedures after model year 2021, as described in § 86 .1813

- 17(g). (C) For evaporative emission testing with California test fuels, perform tests based on the test temperatures specified b y the California Air Resources Board. (3) Except as specified in paragraph (a)(2)( iii ) of this section and in this paragraph (a)(3), use E10 test fuel to demonstrate compliance with the refueling and spitback emission standards for an y vehicles that must be certified to meet the diurnal plus hot soak standards with E10 test fuel under paragraphs (a)(1 ) and (2 ) of this section. You may delay using E1 0 test fuel until model year 2022 for incomplete heav y- dut y vehicles not certified to refueling emission standards. (4) If a vehicle uses E10 test fuel for evaporative emission testing and E0 is the applicable test fuel for exha

ust emission testing, exhaust measurement and reporting requirements appl yPage 621 of 961

over the course of the evaporative emission test, but the vehicle need not meet the exhaust emission standards during the evaporative emission test run. (5) For service accumul ation , use a commercially available fuel , subject to the additional specification in § 86

. 1824

- 08(f) for evaporative emissions. (b) through (g) [Reserved]. For guidance see § 86 .113

– 94. 115. Section 86.113

- 94 is amended by removing and reserving paragraphs (a) and (d) and revising paragraphs (b)(2), (b)(3), (e), and (f)(3) to read as follows: **§ 86 .113**  **- 94** 

**— Fuel specifications.**  * * * * * (b) * * * (2) A diesel fuel designated as “Ty pe 2

- D” grade meeting the following specifications, or substantially

equivalent specifications approved by the Administrator, must be used for exhaust emission testing:

Property Unit Ty pe 2

- D Reference

Procedure 1 (i) Cetane Num

ber

— 40

- 50 ASTM D613 (ii) Cetane Index

— 40

- 50 ASTM D976 (iii) Distillation range: (A) IBP (B) 10 pct. point (C) 50 pct. point (D) 90 pct. point (E) EP °F (°C) 340

- 400 (171.1

- 204.4) 400

- 460 (204.4

- 237.8) 470

- 540 (243.3

- 282.2) 560

- 63 0 (293.3

- 332.2) 610

- 690 (321.1

- 365.6) ASTM D86
(iv) Gravity °API 32

- 37 ASTM D4052 (v) Total sulfur ppm 7

- 15 ASTM D2622 (vi) Hydrocarbon composition: Aromatics, minimum (Remainder shall be paraffins, naphthenes, and olefins) pct. 27 ASTM D5186 (vii) Fla shpoint, min. °F (°C) 130 (54.4) ASTM D93 (viii) Viscosity centistokes 2.0

- 3.2 ASTM D445 1 ASTM procedures are incorporated by reference in § 86 .1. (3) A diesel fuel designated as “Ty pe 2

- D” grade meeting the following specifications, or substantiall y equivalent specifications approved by the Administrator, must be used for service accumulation:Page 622 of 961 Property Unit Ty pe 2

- D Reference

Procedure 1 (i) Cetane Number

— 38

- 58 ASTM D613 (ii) Cetane Index, minimum

— 40 ASTM D976 (iii) 90 percent distillation °F 540

- 630 ASTM D86 (iv) Gravity °API 30

- 39 ASTM D4052 (v) Total sulfur Ppm 7

- 15 ASTM D2622 (vi) Flashpoint, minimum °F (°C) 130 (54.4) ASTM D93 (vii) Viscosity centistokes 1.5

- 4.5 ASTM D445 1 ASTM procedures are incorporated by reference in § 86 .1.

* * * * * (e) Natural gas. (1) A natural gas fuel meeting the following specifications, or substantially equivalent specifications approved b y the Administrator, must be used for exhaust and evaporative emission testing:

Item Value 1 Methane, CH 4 Minim um, 89.0 mole percent Ethane, C 2 H 6 Maximum, 4.5 mole percent C 3 and higher Maximum, 2.3 mole percent C 6 and higher Maximum, 0.2 mole percent Oxygen Maximum, 0.6 mole percent Inert gases (sum of CO 2 and N 2 ) Maximum, 4.0 mole percent 1 All parameters are based on the reference procedures in ASTM D1945 (incorporated by reference in § 86 .1). (2) The natural gas at ambient conditions must have a distinctive odor potent enough for its presence to be detected down to a concentration in air of not over o ne - fifth of the lower limit of flammability

. (3) Natural gas representative of commercially available natural gas fuel generall y available through retail outlets shall be used in service accumulation for natural gas

- fueled vehicles. (4) A natural gas fuel meeting different specifications may be used for testing and service accumulation if all the following conditions are met: (i) The alternate test fuel is commerciall y available. (ii) Information acceptable to the Administrator is provided to show that only the designated fuel will be used in customer service. (iii) The Administrator must provide advance written approval for the alternate test fuel. ( f) * * * (3) The specification range of the fuel to be used under paragraphs (f)(1) and (2) of this section s hall be measured in accordance with ASTM D2163 (incorporated b y reference in § 86.1). * * * * * **§ 86.115 -**  **00 [Removed]** 116. Section 86.115

- 00 is removed.Page 623 of 961

117. Section 86.115

- 78 is amended by revising the section heading and paragraphs (a) and (b) introductory

text to read as follows: **§ 86 .115**  **- 78 EPA dynamometer driving schedules.**  (a) The driving schedules for the Urban Dy namometer Driving Schedule, US06, SC03, and the New York Cit y C yc les are specified in appendix Iof this part. The driving schedules are defined by a smooth trace drawn through the specified speed vs. time relationships. They each consist of a distinct non

- repetitive series of idle, acceleration, cruise, and deceleration modes of various time sequences and rates. (b) The driver should attempt to fo llow the target schedule as closel y as possible (refer to § 86 .128 for additional cycle driving instructions). The speed tolerance at any given time for these schedules, or for a driver's aid chart approved b y the Administrator, are as follows: * * * * * 118. Section 86.117

- 96 is amended by revising the introductory text and paragraphs (c) introductory

text, (c)(1)(vii), and (c)(1)(ix) to read as follows: **§ 86.117**  **- 96**  **Evaporative emission enclosure calibrations.** The calibration of evaporative emission enclosures consists of three parts: initial and periodic determination of enclosure background emissions (hydrocarbons and methanol); initial determination of enclosure internal volume; and periodic h ydrocarbon and methanol retention check and calibration. Ethano l retention checks may be performed instead of methanol retention checks. Alcohol retentions may be omitted if no alcohol

- fueled vehicles will be tested in the evaporative enclosure. For evaporative and refueling emission tests with ethanol

- gasoline ble nds that have less than 25% ethanol by volume, if you account for ethanol with a mathematical adjustment as described in § 86 .1813

- 17(a)(1)(iv) instead of measuring ethanol, the testing specifications and diagnostic requirements in this part 86 that are sp ecific to ethanol

- gasoline blends do not apply . Alternate calibration methods may be used if shown to yield equivalent or superior results, and if approved in advance b y the Administrator; specifically, more extreme temperatures may

be used for determinin g calibration without affecting the validity of test results. * * * * * (c) Hydrocarbon and methanol (organic gas) retention check and calibration. The h ydrocarbon and methanol (if the enclosure is used for methanol

- fueled vehicles) retention check provide s a check upon the calculated volume and also measures the leak rate. The enclosure leak rate shall be determined prior to its introduction into service, following any modifications or repairs to the enclosure that may

affect the integrity of the enclosure , and at least monthly thereafter. The methanol retention check must be performed onl y upon initial installation and after major maintenance, consistent with good engineering judgment. If six consecutive monthly retention checks are successfull y completed without corrective action, the enclosure leak rate may be determined quarterl y thereafter as long as no corrective action is required. (1) * * * (vii) Inject into the enclosure 0.5 to 1.0 grams of pure methanol at a recommended temperature of at least 150 °F (65 °C) and/or 0.5 to 1.0 grams of pure propane at lab ambient temperature. The injected quantity may be measured b y volume flow or b y mass measurement. The method used to measure the quantity of methanol and propane must have an accuracy of ±0.5 perce nt of the measured value (less accurate methods may be used with the advance approval of the Administrator).Page 624 of 961

* * * (ix) To verify

the enclosure calibration, calculate the mass of propane and the mass of methanol using the measurements taken in paragraphs ( c)(1)(vi) and (viii) of this section. See paragraph (d) of this section. This quantity must be within ±2 percent of that measured in paragraph (c)(1)(vii) of this section for propane and ±5 percent for methanol. Evaluate long

- term trends using good engine ering judgment to minimize measurement bias. Keep records to document such evaluations and make them available to EPA upon request. * * * * * **§ §**  **86 .118**  **- 78, 86.127**  **- 96, and 86.128**  **- 00 [Removed]**  119. Sections 86.118

- 78, 86.127

- 96, and 86.128

- 00 are removed. 120. Se ction 86.128

- 79 is amended by revising paragraph (d) to read as follows: **§ 86 .128**  **- 79 Transmissions.**  * * * * * (d) The vehicle shall be driven with appropriate accelerator pedal movement necessary to achieve the speed versus time relationship prescribed by the driving schedule. Both smoothing of speed variations and excessive accelerator pedal perturbations are to be avoided. * * * * * **§ 86 .129**  **- 80** 

**— [Amended]**  121. Section 86.129

- 80 is amended by removing and reserving paragraph (a). **§ 86 .130**  **- 00 [Removed]**  122. Sec tion 86.130

- 00 is removed. 123. Section 86.130

- 96 is amended by adding introductory

text, revising paragraph (e), and adding paragraph (f) to read as follows: **§ 86.130 -**  **96 Test sequence; general requirements.** Paragraphs (a) through (d) of this section are ap plicable to vehicles tested for the FTP test. Paragraph (e) of this section is applicable to vehicles tested for the SFTP supplemental tests of air conditioning (SC03) and aggressive driving (US06). Paragraph (f) of this section is applicable to all emissi on testing. * * * * * (e) The supplemental tests for exhaust emissions related to aggressive driving (US06) and air conditioning (SC03) use are conducted as stand

- alone tests as described in § § 86 .158 through 86.160. These tests may

be performed in any

sequence that maintains the appropriate preconditioning requirements as specified in § 86 .132. (f) If tests are invalidated after collection of emission data from previous test segments, the test may be repeated to collect only those data points needed to complete emission measurements. Compliance with emission standards may be determined by

combining emission measurements from different test runs. If any emission measurements are repeated, the new measurements supersede previous values. **§ 86 .131**  **- 00 [Removed]**  124. Section 86.131

- 00 is removed.Page 625 of 961

125. Section 86.131

- 96 is amended by adding paragraphs (f) and (g) to read as follows: **§ 86.131 -**  **96 Vehicle preparation.** * * * * * (f) For vehicles to be tested for aggressive driving emissions (US06), provide a throttle positi on sensing signal that is compatible with the test dynamometer. This signal provides the input information that controls dy namometer dy

namic inertia weight adjustments (see §§ 86.108

- 00(b)(2)(ii) and 86.129

- 00(f)(2)). If a manufacturer chooses not to imple ment dy namic inertia adjustments for a portion or all of their product line, this requirement is not applicable. (g) You may

disable any

AECDs that have been approved solel y for emergency vehicle applications under paragraph (4) of the definition of defeat device in § 86 .1803. The emission standards do not appl y when an y of these AECDs are active. **§ 86 .132**  **- 96** 

**— [Amended]**  126. Section 86.132

- 96 is amended by removing and reserving paragraph (k). 127. Section 86.134

- 96 is amended by revising paragraphs (g)(1)(vi), (g )(1)(xvi), and (g)(2)(vi ) and adding paragraph (g)(4) to read as follows: **§ 86.134 -**  **96 Running loss test.** * * * * * (g) * * * (1) * * * (vi) Set vehicle air conditioning controls as described in 40 CFR 1066.835. * * * * * (xvi) Fuel tank pressure must not exceed 10 inches of water during the running loss test, except that temporary

exceedances are allowed for vehicles whose tank pressure remained below 10 inches of water during the entire outdoor driving period specified in § 86.129. These temporary pre ssure exceedances may not occur for more than 10 percent of the total driving time. * * * * * (2) * * * (vi) Set vehicle air conditioning controls as described in 40 CFR 1066.835. * * * * * (4) High

- altitude testing . For testing under high

- altitude conditions, decrease the target ambient and fuel temperatures b y 5°F. For example, the fuel temperature profile should be adjusted downward based on a nominal starting temperature of 90°F, and the nominal temperature in the enclosure should be 90°F. * * * * * **§ 86 .135**  **- 00 [Removed]**  128. Section 86.135

- 00 is removed. 129. Section 86.135

- 90 is amended by revising paragraphs (a) and (d) to read as follows: **§ 86 .135**  **- 90 Dynamometer procedure.**  (a) The dyn amometer run consists of two tests

— a “cold” start test, after a min imum 12

- hour and a maximum 36

- hour soak according to the provisions of § § 86 .132 and 86.133, and a “hot” start test following the “cold” start by 10 minutes. Engine startup (with all accessories turned off),Page 626 of 961

operation over the UDDS and engine shutdown make a complete cold

- start test. Engine startup and operation over the first 505 seconds of the driving schedule complete the hot start test. The exhaust emissions are diluted with ambient air in the dilution tunnel as shown in Figure B94

- 5 and Figure B94

- 6. A dilution tunnel is not required for testing vehicles waived from the requirement to measure particulate matter. Six particulate samples are collected on filters for weighing; the first sample plus backup is collected during the first 505 seconds of the co ld

- start test; the second sample plus backup is collected during the remainder of the cold

- start test (including shutdown); the third sample plus backup is collected during the hot start test. Continuous or batch proportional samples of gaseous emissions are collected for anal ys is during each test phase. Use the following measurement procedures for each typ e of engine: (1) For gasoline

- fueled, natural gas

- fueled and liquefied petroleum gas

- fueled Otto

- cycle vehicles, the composite samples collected in bags are anal yz ed for THC, CO, CO 2 , CH 4 , and NOx. (2) For petroleum

- fueled diesel

- cycle vehicles (optional for natural gas

- fueled, liquefied petroleum gas

- fueled and methanol

- fueled diesel

- cycle vehicles), THC is sampled and anal yz ed continuously

according to the provisions of § 86 .110. Parallel samples of the dilution air are similarly anal yz ed for THC, CO, CO 2 , CH 4 , and NOx. (3) For natural gas

- fueled, liquefied petroleum gas

- fueled and methanol

- fueled vehicles, bag samples are collected and anal yz ed for TH C (if not sampled continuously), CO, CO 2 , CH 4 , and NOx. (4) For methanol

- fueled vehicles, methanol and formaldehyde samples are taken for both exhaust emissions and dilution air (a single dilution air formaldehyde sample, covering the total test period may be collected). Parallel bag samples of dilution air are analyzed for THC, CO, CO 2 , CH 4 , and NOx. * * * * * (d) Practice runs over the prescribed driving schedule may be performed at test point, provided an emission sample is not taken, for the purpose o f finding the appropriate throttle action to maintain the proper speed

- time relationship, or to permit sampling s ys tem adjustment. Both smoothing of speed variations and excessive accelerator pedal perturbations are to be avoided. When using two

- roll dy

nam ometers a truer speed

- time trace may be obtained by

minimizing the rocking of the vehicle in the rolls; the rocking of the vehicle changes the tire rolling radius on each roll. This rocking may be minimized by

restraining the vehicle horizontally (or nearl y so) by using a cable and winch. * * * * * **§ 86 .135**  **- 94 and 86.137**  **- 90 [Removed]**  130. Sections 86.135

- 94 and 86.137

- 90 are removed. 131. Section 86.137

- 94 is amended by revising paragraphs (b)(16) through (b)(24) to read as follows: **§ 86.137 -**  **94 Dynamometer test r un, gaseous and particulate emissions.**  * * * * * (b) * * * (16) Immediatel y after the end of the sample period, turn off the cooling fan and close the engine compartment cover. (17) Turn off the CVS or disconnect the exhaust tube from the tailpipe(s) of th e vehicle.Page 627 of 961

(18) Repeat the steps in paragraphs (b)(2) through (b)(12) of this section for the hot start test, except only

two evacuated sample bags, two methanol sample impingers, two formaldehyde sample impingers, and one pair of particulate sample filter s, as appropriate, are required. The step in paragraph (b)(9) of this section shall begin between 9 and 11 minutes after the end of the sample period for the cold

- start test. (19) At the end of the deceleration scheduled to occur at 505 seconds, simultaneously turn off gas flow measuring device No. 1 (and the petroleum

- fueled diesel h ydrocarbon integrator No. 1; mark the petroleum

- fueled diesel hydrocarbon recorder chart and turn off the No. 1 particulate sample pump, if applicable) and position the sample selector valve to the “standby” position. (Engine shutdown is not part of the hot start test sample period.) Record the measured roll or shaft revolutions (and the No. 1 gas meter reading or flow measurement instrument). Carefully remove the third pair of particulate sample filters from the holder and place in a clean petri dish and cover, if applicable. (20) As soon as possible, transfer the hot start “transient” exhaust and dilution air samples to the anal yt ical sy stem and process the samples according to § 86.140, obtaining a stabilized reading of the exhaust bag sample on all anal yz ers within 20 minutes of the end of the sample collection phase of the test. Obtain methanol and formaldehyde sample anal ys es, if applicable, within 24 hours of the end of the sample period. If it is not possible to perform anal ys is on the methanol and formaldeh yd e samples within 24 hours, the samples should be stored in a dark, cold (4

- 10 °C) environment until analy sis. Anal yz e the samples within fourteen day s. (21) As soon as possible, and in no case longer than one hour after the end of the hot start phase of the test, transfer the six particulate filters to the weighing chamber for post

- test conditioning, if applicable. (22) Disconnect the exhaust tube from the vehicle tailp ipe(s) and drive the vehicle from dy namometer. (23) The CVS or CFV may be turned off, if desired. (24) Vehicles to be tested for evaporative emissions proceed according to § 86 .134; vehicles to be tested with the supplemental two

- diurnal test sequence for evaporative emissions proceed according to § 86 .138

- 96(k). For all others, this completes the test sequence. **§ 86 .137**  **- 96 [Removed]**  132. Section 86.137

- 96 is removed. 133. Section 86.142

- 90 is amended by revising paragraph (d) to read as follows: **§ 86.142 -**  **90 Reco rds required.**  * * * * * (d) Test results. Also include a comparison of drive cycle energy and target cycle energy

relative to both inertia and road load forces as specified in 40 CFR 1066.425 for each drive cycle or test phase, as appropriate. * * * * * 134. Section 86.143

- 96 is amended by revising paragraph (c) to read as follows: **§ 86.143 -**  **96 Calculations; evaporative emissions.** * * * * * (c) If the test fuel contains at least 25 % oxygenated compounds by volume, measure the concentration of ox ygenated comp ounds directl y using a photoacoustic analyzer specified in 40Page 628 of 961

CFR 1065.269 or using impingers as described in 40 CFR 1065.805(f). Calculate total hydrocarbon equivalent emissions with the following equation, using density values specified in 40 CFR 1066.10 05(f): 

#   OHCi THCE THC THC OHCi[THC-FID] 1 OHCi 1 N

i m m m RF

 

     



## 
Where: m THCE = the sum of the mass of THCE in the SHED. m THC = the mass of THC and all ox ygenated h ydrocarbons in the SHED, as measured b y the FID. Calculate THC mass based on ρ THC . ρ THC = the effective C 1 - equivalent den sity of THC as specified in 40 CFR 1066.1005(f). m OHCi = the mass of ox ygenated species i in the SHED. ρ OHCi = the C 1 - equivalent density of ox ygenated species i
. RF OHCi[THC

- FID] = the response factor of a THC

- FID to oxygenated species i relative to propane on a C 1 - equivalent basis as determined in 40 CFR 1065.845.

* * * * * 135. Section 86.153

- 98 is amended by adding paragraph (b)(3) to read as follows: **§ 86 .153**  **- 98 Vehicle and canister preconditioning; refueling test.**  * * * * * (b) * * * (3) Manufacturers may use the procedures described in this paragraph (b) to demonstrate compliance with the seal test for vehicles with fuel tanks exceeding 35 gallons nominal fuel tank capacity , and for any

incomplete vehicles. * * * * * **§ §**  **86 .162**  **- 00 and 86.167**  **- 17 [Remov**  **ed]** 136. Sections 86.162

- 00 and 86.167

- 17 are removed. 137. Subpart C is revised to consist of §§ 86.201 and 86.213 to read as follows: **Subpart C**

**— Emission Regulations for 1994 and Later Model Year Gasoline**  **- Fueled New**  **Light -**  **Duty Vehicles, New Light -**  **Duty Trucks and N ew Medium**  **- Duty Passenger Vehicles;**  **Cold Temperature Test Procedures** Sec. 86.201 General applicability

. 86.213 Fuel specifications. **Subpart C**

**— Emission Regulations for 1994 and Later Model Year Gasoline**  **- Fueled New**  **Light -**  **Duty Vehicles, New Light -**  **Duty Truc ks and New Medium**  **- Duty Passenger Vehicles;**  **Cold Temperature Test Procedures § 86.201 General applicability.**  (a) Vehicles are subject to cold temperature testing requirements as described in subpart S of this part and 40 CFR part 600. Perform testing to measure CO and NMHC emissions and determine fuel econom y as described in 40 CFR part 1066; see especiall y 40 CFR 1066.710. (b) Per form intermediate temperature testing as follows:Page 629 of 961

(1) For testing during ambient temperatures of less than 50 °F (10 °C ), perform testing as described in 40 CFR part 1066, subpart H. (2) For testing at temperatures of 50 °F (10 °C) or higher, pe rform FTP testing as described in 40 CFR part 1066. (c) Through model year 2021, manufacturers may certify vehicles based on data collected according to previously

published cold temperature and intermediate temperature testing procedures. In ad dition, we may approve the use of previousl y published cold temperature and intermediate temperature testing procedures for later model years as an alternative procedure under 40 CFR 1066.10(c). (d) Section 86.213 describes special provisions related to te st fuel specifications. **§ 86 .213 Fuel specifications.**  (a) Gasoline . Use a gasoline test fuel with ethanol (low

- level blend onl y) or without ethanol as follows: (1) You must certify

using service accumulation fuel and E10 test fuel as specified in § 86 .1 13 for an y vehicles required to use a low

- level ethanol

- gasoline blend test fuel for measuring exhaust emissions. You may use this test fuel any

time earlier than we specify

. (2) You may

use the test fuel specified in this paragraph (a)(2) for vehicles that are not yet subject to exhaust testing with an ethanol

- blend test fuel under § 86 .113. Manufacturers may certify based on this fuel using carryover data until testing with the ethanol

- blend test fuel is required. The following specifications appl y f or gasoline test fuel without ethanol: Table 1 of § 86 .213

– Cold temperature test fuel specifications for gasoline without ethanol Item Regular Premium Reference Procedure 1 (RON+MON)/2 2 87.8±0.3 92.3±0.5 ASTM D2699 ASTM D2700 Sensitivity 3 7.5 7.5 Dist illation Range (°F): Evaporated initial boiling point 10% evaporated 50% evaporated 90% evaporated Evaporated final boiling point 76

– 96 98

- 118 179

- 214 316

- 346 413 Maximum 76

– 96

105

- 125 195

- 225 316

- 346 413 Maximum ASTM D86
Hydro carbon composition (vol %): Olefins Aromatics Saturates 12.5±0.5 26.4±4.0 Remainder 10.5±0.5

32.0±4.0 Remainder ASTM D1319 Lead, g/gallon 0.01, Maximum 0.01,

Maximum ASTM D3237 Phosphorous, g/gallon 0.005 Maximum 0.005

Maximum ASTM D3231 Total s ulfur, wt. % 3 0.0015

– 0.008 0.0015

– 0.008 ASTM D2622 RVP, psi 11.5±0.3 11.5±0.3 ASTM D5191 1 ASTM procedures are incorporated by reference in § 86 .1. 2 Octane specifications are optional for manufacturer testing. The premium fuel specifications apply for vehicles designed to use high

- octane premium fuel. 3 Sulfur concentration will not exceed 0.0045 weight percent for EPA testing. (3) Manufacturers may

use the E0 gasoline test fuel specified in § 86 .113 for certification instead of the fuel specified in paragraph (a)(2) of this section, as long as the change in testPage 630 of 961

fuel does not cause cold temperature NMHC, CO, or CO 2 emissions to decrease; manufacturers must keep records documenting these emission effects and make them available to EPA upon request. (4) We may

approve alternate fuel specifications that are substantiall y equivalent to those in paragraph (a)(2) of this section for a manufacturer’s testing. (b) Diesel fuel . Diesel fuel for testing under this subpart must meet the specifications for low

temperature test fuel in 40 CFR 1065.703. **Subpart D**

**— [Removed and reserved]**  138. Subpart D, consisting of §§ 86.301

- 79 through 86.348

- 79, is removed and reserved

. **Subpart F**

**— [Amended]**  **§ 86.505**  **- 78** 

**– [Removed]**  139. Remove § 86.505

- 78. 140. Section 86.513

- 94 is redesignated as § 86 .513, and the newl y redesignated § 86 .513 is amended b y revising paragraphs (a) and (d) to read as follows: **§ 86.513**  **Fuel and engine lubricant specifications.** (a) Gasoline. (1) Gasoline meeting the following specifications, or substantially equivalent specifications approved by the Administrator, must be used for exhaus t and evaporative emission testing:Page 6 31 of 961

Table 1 of § 86.513

—Gasoline Test Fuel Specifications

Item Value Procedure 1 Distillation Range: 1. Initial boiling point, °C 2. 10% point, °C 3. 50% point, °C 4. 90% point, °C 5. End point, °C 23.9

— 35.0 2 48.9

— 57.2 9 3.3

— 110.0 148.9

— 162.8 212.8 maximum ASTM D86
Hydrocarbon composition: 1. Olefins, volume % 2. Aromatics, volume % 3. Saturates 10 maximum 35 maximum Remainder ASTM D1319 Lead (organic), g/liter 0.013 maximum ASTM D3237 Phosphorous, g/liter 0.0013 maxim um ASTM D3231 Sulfur, weight % 0.008 maximum ASTM D2622 Dry Vapor Pressure Equivalent (

DVPE) , kPa 55.2 to 63.4 3 ASTM D5191 1 ASTM procedures are incorporated by reference in § 86 .1. 2 For testing at altitudes above 1,219 m, the specified initial boilin g point range is (23.9 to 40.6) °C. 3 For testing at altitudes above 1,219 m, the specified volatility range is 52 to 55 kPa. Calculate dry vapor pressure equivalent, DVPE , based on the measured total vapor pressure, p T , using the following equation: DVPE (kPa) = 0.956 ∙ p T - 2.39 (or DVPE (psi) = 0.956 ∙ p T – 0.347)
. DVPE is intended to be equivalent to Reid Vapor Pressure using a different test method. (2) The following specifications apply for fuels used during service accumulation for certification: (i) Un leaded gasoline and engine lubricants representative of commercial fuels and engine lubricants which will be generall y available through retail outlets shall be used in service accumulation. (ii) The octane rating of the gasoline used shall be no higher th an 4.0 Research octane numbers above the minimum recommended by the manufacturer. (iii) The Reid Vapor Pressure of the gasoline used shall be characteristic of commercial gasoline fuel during the season in which the service accumulation takes place. * * * * * (d) Natural gas fuel. (1) Natural gas meeting the following specifications, or substantially equivalent specifications approved b y the Administrator, must be used for exhaust and evaporative emission testing:Page 632 of 961

Table 2 of § 86.513

—

Natural Gas Test Fuel Specifications Item Value 1 Methane, CH 4 Minimum, 89.0 mole percent Ethane, C 2 H 6 Maximum, 4.5 mole percent C 3 and higher Maximum, 2.3 mole percent C 6 and higher Maximum, 0.2 mole percent Oxygen Maximum, 0.6 mole percent Inert gases (sum of CO 2 and N 2 ) Maximum, 4.0 mole percent 1 All parameters are based on the reference procedures in ASTM D1945 (incorporated by reference in § 86 .1). (2) The natural gas at ambient conditions must have a distinctive odor potent enough for its presence to be detecte d down to a concentration in air of not over one

- fifth of the lower limit of flammability

. (3) Natural gas fuel and engine lubricants representative of commercial fuels and engine lubricants generally

available through retail outlets shall be used in servi ce accumulation. (4) A natural gas fuel meeting different specifications may be used for testing and service accumulation if all the following conditions are met: (i) The alternate test fuel is commerciall y available. (ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel will be used in customer service. (iii) The Administrator must provide advance written approval for the alternate test fuel. * * * * * 141. Section 86.515

- 78 is amended by revising paragraphs (a) and (d) to read as follows: **§ 86.515 -**  **78 EPA urban dynamometer driving schedule.** (a) The dyn amometer driving schedules are listed in appendix I . The driving schedules are defined b y a smooth trace drawn through the specified speed vs. time relationships. They consist of a nonrepetitive series of idle, acceleration, cruise, and deceleration modes of various time sequences and rates. Appropriate driving schedules are as follows: (1) Class I

—

Appendix I(b). (2) Class II

—

Appendix I(a)(2). (3) Class III

—

Appendix I(a)(2). * * * * * (d) For motorcycles with an engine displacement less than 50 cc and a top speed less than 58.7 km/hr (36.5 mph), the speed indicated for each second of operation on the applicable Class I driving trace (speed versus time sequence) speci fied in appendix I (b) shall be adjusted downward by the ratio of actual top speed to specified maximum test speed. Calculate the ratio with three significant figures b y dividing the top speed of the motorcycle in km/hr by 58.7. For example, for a motorcycl e with a top speed of 48.3 km/hr (30 mph), the ratio would be 48.3/58.7 = 0.823. The top speed to be used under this section shall be indicated in the manufacturer's application for certification, and shall be the highest sustainable speed of the motorcycl e with an 80 kg rider on a flat paved surface. If the motorcycle is equipped with a permanent speed governor that is unlikely to be removed in actual use, measure the top speed in the governed configuration; otherwise measure the top speed in the ungoverne d configuration. **Subpart G**

**— [Amended]**  142. Section 86.608

- 98 is amended by revising paragraph (a) to read as follows:Page 633 of 961

**§ 86.608 -**  **98 Test procedures.** (a) The prescribed test procedures are the Federal Test Procedure, as described in subpart B of this part, and the cold temperature CO test procedure as described in subpart C of this part. For purposes of Selective Enforcement Audit testing, the manufacturer shall not be required to perform an y of the test procedures in subpart B of this part relating to evaporative emission testing, other than refueling emissions testing, except as specified in paragraph (a)(2) of this section. (1) The Administrator may omit any of the testing procedures described in paragraph (a) of this section. Further, the Administrator may , on the basis of a written application by a manufacturer, approve optional test procedures other than those in subparts B and C of this part for an y motor vehicle which is not susceptible to satisfactory testing using the procedures in subparts B and C of this part. (2) The following exceptions to the test procedures in subpart B of this part are applicable to Selective Enforcement Audit testing: (i) For mileage accumulation, the manufacturer may use test fuel meeting the specifications for mileage and servi ce accumulation fuels of § 86 .113. Otherwise, the manufacturer may

use fuels other than those specified in this section only with the advance approval of the Administrator. (ii) The manufacturer may measure the temperature of the test fuel at other than th e approximate mid

- volume of the fuel tank, as specified in § 86 .131

– 96(a) with only a single temperature sensor, and may drain the test fuel from other than the lowest point of the tank, as specified in § § 86 .131

– 96(b) and 86.152

– 98(a), provided an equival ent method is used. Equivalency documentation shall be maintained by the manufacturers and shall be made available to the Administrator upon request. Additionally, for any test vehicle that has remained under laboratory ambient temperature conditions for at least 6 hours prior to testing, the vehicle soak described in § 86 .132

– 96(c) may be eliminated upon approval of the Administrator. In such cases, the vehicle shall be operated through the preconditioning drive described in § 86 .132

– 96(c) immediatel y foll owing the fuel drain and fill procedure described in § 86 .132

– 96(b). (iii) The manufacturer may perform additional preconditioning on Selective Enforcement Audit test vehicles other than the preconditioning specified in § 86 .132 only if the additional prec onditioning was performed on certification test vehicles of the same configuration. (iv) [Reserved] (v) The manufacturer may substitute slave tires for the drive wheel tires on the vehicle as specified in § 86 .135

– 90(e): Provided, that the slave tires are the same size. (vi) [Reserved] (vii) In performing exhaust sample anal ys is under § 86 .140

– 94. (A) When testing diesel vehicles, or methanol

- fueled Otto

- cycle vehicles, the manufacturer shall allow a minimum of 20 minutes warm

- up for the HC analyzer, and for diesel vehicles, a minimum of two hours warm

- up for the CO, CO2. and NOx anal yz ers. (Power is normally left on infrared and chemiluminescent anal yzers. When not in use, the chopper motors of the infrared analyzers are turned off and the phototube high voltage supply to the chemiluminescent analyzers is placed in the standby position.)Page 634 of 961 (B) The manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags. (viii) The manufacturer need not compl y with § 86 .142 or § 86 .1 55, since the records required therein are provided under other provisions of this subpart G. (ix) I f a manufacturer elects to perform the background determination procedure described in paragraph (a)(2)(xi) of this section in addition to performing the re fueling emissions test procedure, the elapsed time between the initial and final FID readings shall be recorded, rounded to the nearest second rather than minute as described in § 86 .154

– 98(e)(8). In addition, the vehicle soak described in § 86 .153

– 98(e) s hall be conducted with the windows and luggage compartment of the vehicle open. (x) The Administrator may elect to perform a seal test, described in § 86 .153

– 98(b), of both integrated and non

- integrated s ys tems instead of the full refueling test. When test ing non - integrated s ys tems, a manufacturer may conduct the canister purge described in § 86 .153

– 98(b)(1) directl y following the preconditioning drive described in § 86 .132

– 96(e) or directl y following the exhaust emissions test described in § 86 .137

– 96. (xi ) In addition to the refueling test, a manufacturer may elect to perform the following background emissions determination immediately prior to the refueling measurement procedure described in § 86 .154, provided EPA is notified of this decision prior to the start of testing in an SEA. (A) The SHED shall be purged for several minutes immediately prior to the background determination. Warning: If at any time the concentration of hydrocarbons, of methanol, or of methanol and hydrocarbons exceeds 15,000 ppm C, the enclosure should be immediately purged. This concentration provides a 4:1 safet y factor against the lean flammability limit. (B) The FID (or HFID) hydrocarbon anal yz er shall be zeroed and spanned immediately

prior to the background determination. If not already on, the enclosure mixing fan and the spilled fuel mixing blower shall be turned on at this time. (C) Place the vehicle in the SHED. The ambient temperature level encountered b y the test vehicle during the entire background emissions determination shall be 80 °F ±3 °F. The windows and luggage compartment of the vehicle must be open and the gas cap must be secured. (D) Seal the SHED. Immediatel y anal yz e the ambient concentration of h ydrocarbons in the SHED and record. This is the initial background hydrocarbon concentration. (E) Soak the vehicle for ten minutes ±1 minute. (F) The FID (or HFID) hydrocarbon anal yz er shall be zeroed and spanned immediately

prior to the end of the background determination. (G) Anal yz e the ambient concentration of h ydrocar bons in the SHED and record. This is the final background hydrocarbon concentration. (H) The total h ydrocarbon mass emitted during the background determination is calculated according to § 86 .156. To obtain a per

- minute background emission rate, divide the total hydrocarbon mass calculated in this paragraph b y the duration of the soak, rounded to the nearest second, described in paragraph (a)(2)(xi)(G) of this section. (I) The background emission rate is multiplied by the duration of the refueling measureme nt obtained in paragraph (a)(2)(ix) of this section. This number is then subtracted from the total grams of emissions calculated for the refueling testPage 635 of 961 according to § 86 .156

– 98(a) to obtain the adjusted value for total refueling emissions. The final result s for comparison with the refueling emission standard shall be computed by

dividing the adjusted value for total refueling mass emissions by the total gallons of fuel dispensed in the refueling test as described in § 86 .156

– 98(b). (xii) In addition to the requirements of subpart B of this part, the manufacturer shall prepare gasoline

- fueled and methanol

- fueled vehicles as follows prior to emission testing: (A) The manufacturer shall inspect the fuel s ys tem to ensure the absence of any leaks of liquid or vap or to the atmosphere b y appl yi ng a pressure of 14.5±0.5 inches of water (3.6±0.1 kPa) to the fuel s ys tem, allowing the pressure to stabilize, and isolating the fuel s ys tem from the pressure source. Following isolation of the fuel sy stem, pressure must not drop more than 2.0 inches of water (0.5 kPa) in five minutes. I f required, the manufacturer shall perform corrective action in accordance with paragraph (d) of this section and report this action in accordance with § 86 .609

– 98(d). (B) When performing this pressure check, the manufacturer shall exercise care to neither purge nor load the evaporative or refueling emission control s ys tems. (C) The manufacturer may not modify the test vehicle's evaporative or refueling emission control sy stems by component addi tion, deletion, or substitution, except to comply with paragraph (a)(2)(ii) of this section if approved in advance by the Administrator. (3) The following exceptions to the test procedures in subpart C of this part are applicable to Selective Enforcement Audit testing: (i) The manufacturer may measure the temperature of the test fuel at other than the approximate mid

- volume of the fuel tank, as specified in § 86 . 107

- 96(e), and may drain the test fuel from other than the lowest point of the fuel tank, provi ded an equivalent method is used. Equivalency documentation shall be maintained by the manufacturer and shall be made available to the Administrator upon request. (ii) In performing exhaust sample anal ys is under § 86 .140, the manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags. (iii) The manufacturer need not comply with § 86 .142 since the records required therein are provided under other provisions of this subpart G. (iv) In addition to the requirements of sub part C of this part, the manufacturer shall prepare gasoline

- fueled vehicles as follows prior to exhaust emission testing: (A) The manufacturer shall inspect the fuel s ys tem to ensure the absence of any leaks of liquid or vapor to the atmosphere b y appl yi n g a pressure of 14.5±0.5 inches of water (3.6±0.1 kPa) to the fuel s ys tem allowing the pressure to stabilize and isolating the fuel s ys tem from the pressure source. Following isolation of the fuel system, pressure must not drop more than 2.0 inches of wate r (0.5 kPa) in five minutes. If required, the manufacturer shall perform corrective action in accordance with paragraph (d) of this section and report this action in accordance with § 86 .609

– 98(d). (B) When performing this pressure check, the manufacturer shall exercise care to neither purge nor load the evaporative or refueling emission control s ys tem. (C) The manufacturer shall not modify the test vehicle's evaporative or refueling emission control sy stem by component addition, deletion, or substitution, except if approved in advance b y the Administrator, to comply with paragraph (a)(3)(i) of this section.Page 636 of 961

* * * * * 143. Section 86.609

- 98 is amended by revising paragraphs (a), (b), and (c) to read as follows: **§ 86.609 -**  **98 Calculation and reporting of test r esults.**  (a) Initial test results are calculated following the test procedures specified in § 86 .608

– 98(a). Round the initial test results to the number of decimal places contained in the applicable emission standard expressed to one additional significant figure. (b) Final test results for each test vehicle are calculated by summing the initial test results derived in paragraph (a) of this section for each test vehicle, dividing b y the number of times that specific test has been conducted on the vehicle, a nd rounding to the same number of decimal places contained in the applicable standard expressed to one additional significant figure. (c) Final deteriorated test results

. ( 1) For each test vehicle . The final deteriorated test results for each light

- dut y vehicle tested for exhaust emissions and/or refueling emissions according to subpart B, subpart C, or subpart R of this part are calculated b y first multiplying or adding, as appropriate, the final test results by or to the appropriate deterioration fact or derived from the certification process for the engine or evaporative/refueling family and model year to which the selected configuration belongs, and then b y multiplying by the appropriate reactivity adjustment factor, if applicable, and rounding to the same number of decimal places contained in the applicable emission standard. For the purpose of this paragraph (c), if a multiplicative deterioration factor as computed during the certification process is less than one, that deterioration factor is one. I f an additive deterioration factor as computed during the certification process is less than zero, that deterioration factor will be zero. (2) Exceptions . There are no deterioration factors for light

- dut y vehicle emissions obtained during spitback testing in accordance with § 86 .146. Accordingl y, for the fuel dispensing spitback test, the term “final deteriorated test results” means the final test results derived in paragraph (b) of this section for each test vehicle, rounded to the same number of decimal p laces contained in the applicable emission standard. * * * * * **§ 86 .610**  **- 98** 

**— [Amended]**  144. Section 86.610

- 98 is amended by removing and reserving paragraph (c)(2). 145. Section 86.612

- 97 is revised to read as follows: **§ 86.612**  **- 97**  **Suspension and revocation of ce rtificates of conformity.**  (a) The certificate of conformity is immediatel y suspended with respect to any vehicle failing pursuant to § 86 .610

- 98 (b) effective from the time that testing of that vehicle is completed. (b) The Administrator may suspend the ce rtificate of conformity for a configuration that does not pass a selective enforcement audit pursuant to § 86 .610

– 98(c) based on the first test, or all tests, conducted on each vehicle. This suspension will not occur before ten day s after failure to pass the audit. (c) If the results of vehicle testing pursuant to the requirements of this subpart indicates the vehicles of a particular configuration produced at more than one plant do not conform to the regulations with respect to which the certificate of con formity was issued, the Administrator may suspend the certificate of conformity with respect to that configuration for vehicles manufactured by the manufacturer in other plants of the manufacturer.Page 637 of 961

(d) The Administrator will notify the manufacturer in writ ing of an y suspension or revocation of a certificate of conformity in whole or in part: Except, that the certificate of conformity is immediately

suspended with respect to any vehicle failing pursuant to § 86 .610

- 98(b) and as provided for in paragraph (a) of this section. (e) The Administrator may revoke a certificate of conformity for a configuration when the certificate has been suspended pursuant to paragraph (b) or (c) of this section if the proposed remedy for the nonconformity, as reported b y the manu facturer to the Administrator, is one requiring a design change(s) to the engine and/or emission control sy stem as described in the Application for Certification of the affected configuration. (f) Once a certificate has been suspended for a failed vehicle as provided for in paragraph (a) of this section, the manufacturer must take the following actions: (1) Before the certificate is reinstated for that failed vehicle

— (i) Remedy the nonconformity ; and (ii) Demonstrate that the vehicle's final deteriorated t est results conform to the applicable emission standards or family particulate emission limits, as defined in this part 86 by retesting the vehicle in accordance with the requirements of this subpart. (2) Submit a written report to the Administrator within thirty day s after successful completion of testing on the failed vehicle, which contains a description of the remedy and test results for the vehicle in addition to other information that may be required by

this subpart. (g) Once a certificate has been su spended pursuant to paragraph (b) or (c) of this section, the manufacturer must take the following actions before the Administrator will consider reinstating such certificate: (1) Submit a written report to the Administrator which identifies the reason for the noncompliance of the vehicles, describes the proposed remedy, including a description of an y proposed quality

control and/or quality

assurance measures to be taken by the manufacturer to prevent the future occurrence of the problem, and states the dat e on which the remedies will be implemented. (2) Demonstrate that the engine famil y or configuration for which the certificate of conformity

has been suspended does in fact comply with the requirements of this subpart by testing vehicles selected from norm al production runs of that engine famil y or configuration at the plant(s) or the facilities specified b y the Administrator, in accordance with: the conditions specified in the initial test order pursuant to § 86 .603 for a configuration suspended pursuant t o paragraph (b) or (c) of this section. (3) If the Administrator has not revoked the certificate pursuant to paragraph (e) of this section and if the manufacturer elects to continue testing individual vehicles after suspension of a certificate, the certi ficate is reinstated for any vehicle actually determined to have its final deteriorated test results in conformance with the applicable standards through testing in accordance with the applicable test procedures. (h) Once a certificate for a failed engine famil y or configuration has been revoked under paragraph (e) of this section and the manufacturer desires to introduce into commerce a modified version of that engine family or configuration, the following actions will be taken before the Administrator may issue a certificate for the new engine family or configuration: (1) If the Administrator determines that the proposed change(s) in vehicle design may have an effect on emission performance deterioration and/or fuel economy, he/she shall notify the manufac turer within five working day s after receipt of the report in paragraph (g)(1) of thisPage 638 of 961

section whether subsequent testing under this subpart will be sufficient to evaluate the proposed change(s) or whether additional testing will be required. (2) After imp lementing the change(s) intended to remedy the nonconformity, the manufacturer shall demonstrate, if the certificate was revoked pursuant to paragraph (e) of this section, that the modified vehicle configuration does in fact conform with the requirements o f this subpart by testing vehicles selected from normal production runs of that modified vehicle configuration in accordance with the conditions specified in the initial test order pursuant to § 86 .603. The Administrator shall consider this testing to sati sfy the testing requirements of § 86 .079

– 32 or § 86 .079

– 33 if the Administrator had so notified the manufacturer. If the subsequent testing results in a pass decision pursuant to the criteria in § 86 .610

– 98(c), the Administrator shall reissue or amend the certificate, if necessary , to include that configuration: Provided, that the manufacturer has satisfied the testing requirements specified in paragraph (h)(1) of this section. If the subsequent audit results in a fail decision pursuant to the criteria in § 86 .610

- 98(c), the revocation remains in effect. Any design change approvals under this subpart are limited to the modification of the configuration specified by the test order. (i) A manufacturer may

at any time subsequent to an initial suspension of a ce rtificate of conformity

with respect to a test vehicle pursuant to paragraph (a) of this section, but not later than fifteen (15) day s or such other period as may be allowed by the Administrator after notification of the Administrator's decision to suspend or revoke a certificate of conformity in whole or in part pursuant to paragraph (b), (c) or (e) of this section, request that the Administrator grant such manufacturer a hearing as to whether the tests have been properl y conducted or an y sampling methods have been properly applied. (j) After the Administrator suspends or revokes a certificate of conformity pursuant to this section or notifies a manufacturer of his intent to suspend, revoke or void a certificate of conformity

under § 86 .007

- 30(e) or § 86 .18 50, and prior to the commencement of a hearing under § 86 .614, if the manufacturer demonstrates to the Administrator's satisfaction that the decision to suspend, revoke or void the certificate was based on erroneous information, the Administrator shall rei nstate the certificate. (k) To permit a manufacturer to avoid storing non

- test vehicles when conducting testing of an engine famil y or configuration subsequent to suspension or revocation of the certificate of conformity

for that engine family

or configuration pursuant to paragraph (b), (c), or (e) of this section, the manufacturer may request that the Administrator conditionally reinstate the certificate for that engine family or configuration. The Administrator may reinstate the certificate subject to the condition that the manufacturer consents to recall all vehicles of that engine famil y or configuration produced from the time the certificate is conditionally reinstated if the engine family or configuration fails the subsequent testing and to remedy an y nonconformity at no expense to the owner. **Subpart H**

**— [Removed and reserved]**  146. Subpart H, consisting of §§ 86.701

- 94 through 86.709

- 99, is removed and reserved. **Subpart L**

**— [Amended]**  147. Section 86.1102

- 87 is amended b y adding a definition of “Round” to paragraph (b) in alphabetical order to read as follows:Page 639 of 961

**§ 86.1102**  **- 87**  **Definitions.** * * * * * Round has the meaning given in 40 CFR 1065.1001

. * * * * * 148. Section 86.1105

- 87 is amended b y revising paragraph (e) to read as follows: **§ 86.1105**  **- 87**  **Emission standards f or which nonconformance penalties are available.**  * * * * * (e) The values of COC 50 , COC 90 , and MC 50 in paragraphs (a) and (b) of this section are expressed in December 1984 dollars. The values of COC 50 , COC 90 , and MC 50 in paragraphs (c) and (d) of this section are expressed in December 1989 dollars. The values of COC 50 , COC 90 , and MC 50 in paragraph (f) of this section are expressed in December 1991 dollars. The values of COC 50 , COC 90 , and MC 50 in paragraphs (g) and (h) of this section are expressed in December 1994 dollars. The values of COC 50 , COC 90 , and MC 50 in paragraph (i) of this section are expressed in December 2001 dollars. The values of COC 50 , COC 90 , and MC 50 in paragraph (j) of this section are expressed in December 2011 dollars. These values shall be adjusted for inflation to dollars as of January of the calendar ye ar preceding the model year in which the NCP is first available b y using the change in the overall Consumer Price Index, and rounded to the nearest whole dollar. * * * * * **S ubpart M** 

**— [Removed**  **and reserved ]**  149. Subpart M, consisting of §§ 86.1201

- 90 through 86.1246

- 96, is removed and reserved. **Subpart N --**  **Exhaust Test Procedures for Heavy -**  **duty Engines** 150. The heading of subpart N is revised to read as set forth above. 151. Section 86.1305

- 2010 is redesignated as § 86.1305, and newl y redesignated § 86.1305 is revised to read as follows: **§ 86.1305 Introduction; structure of subpart.** (a) This subpart specifies the equipment and procedures for performing exhaust

- emission tests on Otto

- cycle and diesel

- cycle heavy

- dut y engines. Subpart A of this part sets forth the emission standards and general testing requirements to comply with EPA certification procedures. (b) Use the applicable equipment and procedures for spark

- ignition or compression

- ignition engines in 40 CFR part 1065 to determine whether engines meet the duty - cycle emission standards in subpart A of this part. Measure the emissions of all regulated pollutants as specified in 40 CFR part 1065. Use the duty cycles and procedures specifi ed in §§ 86.1333, 86.1360, and 86.1362. Adjust emission results from engines using aftertreatment technology with infrequent regeneration events as described in § 86.004

–28. (c) The provisions in § § 86 .1370 and 86.1372 apply for determining whether an engi ne meets the applicable not

- to
- exceed emission standards. (d) Measure smoke using the procedures in subpart Iof this part for evaluating whether engines meet the smoke standards in subpart A of this part. (e) Use the fuels specified in 40 CFR part 1065 to perform valid tests, as follows: (1) For service accumulation, use the test fuel or any commerciall y available fuel that is representative of the fuel that in

- use engines will use.Page 640 of 961

(2) For diesel

- fueled engines, use the ultra low

- sulfur diesel fuel specif ied in 40 CFR part 1065 for emission testing. (3) For gasoline

- fueled engines, use the appropriate E10 fuel specified in 40 CFR part 1065; however, through model year 2021 you may instead use the appropriate E0 fuel specified in 40 CFR part 1065, with the exception that the E0 fuel must have sulfur concentration between 0.0015 and 0.008 weight percent and research octane of at least 93. Starting in model year 2022, you may certify up to 5 percent of your nationwide sales volume of en gines certified under subpart A of this part in a given model year based on this E0 test fuel if those engines are certified with carryover data. (f) You may

use special or alternate procedures to the extent we allow them under 40 CFR 1065.10. In addition , for 2010 and earlier model year engines, you may use modified test procedures as needed to conform to the procedures that were specified at the time of emission testing for the model year in question. (g) This subpart applies to you as a manufacturer, an d to an yone who does testing for you. (h) For testing conducted with engines installed in vehicles, including field testing conducted to measure emissions under Not

- To

- Exceed test procedures, use the test procedures and equipment specified in 40 CFR part 1 065, subpart J. **§§ 86.1305 -**  **90, 86.1305 -**  **2004, 86.1306 -**  **07, 86.1306 -**  **96, 86.1308 -**  **84, 86.1309 -**  **90, 86.1310 -**  **90, 86.1310**  **- 2007, 86.1311**  **- 94, 86.1312**  **- 88, 86.1312**  **- 2007, 86.1313**  **- 94, 86.1313**  **- 98, 86.1313**  **- 2004,**  **86.1313 -**  **2007, 86.1314 -**  **94, 86.1316 -**  **94, 86.1318 -**  **84, 86.1319 -**  **90 , 86.1320**  **- 90, 86.1321**  **- 94,**  **86.1322 -**  **84, 86.1323 -**  **84, 86.1323 -**  **2007, 86.1324 -**  **84, 86.1325 -**  **94, 86.1326 -**  **90, 86.1327 -**  **96, 86.1327**  **- 98, 86.1330**  **- 90, and 86.1332**  **- 90 [Removed]**  152. Remove §§ 86.1305

- 90, 86.1305

- 2004, 86.1306

- 07, 86.1306

- 96, 86.1308

- 84, 86.1309

- 90, 86.1310

- 90, 86.1310

- 2007, 86.1311

- 94, 86.1312

- 88, 86.1312

- 2007, 86.1313

- 94, 86.1313

- 98, 86.1313

- 2004, 86.1313

- 2007, 86.1314

- 94, 86.1316

- 94, 86.1318

- 84, 86.1319

- 90, 86.1320

- 90, 86.1321

- 94, 86.1322

- 84, 86.1323

- 84, 86.1323

- 2007, 86.1324

- 84, 86.1325

- 94, 86.1326

- 90, 86.13 27

- 96, 86.1327

- 98, 86.1330

- 90, and 86.1332

- 90. 153. Section 86.1333

- 2010 is redesignated as § 86.1333, and newl y redesignated § 86.1333 is amended b y revising paragraphs (a)(1), (c), and (d) to read as follows: **§ 86.1333 Transient test cycle generation.** (a) * * * (1) To unnormalize rpm, use the following equations: (i) For diesel engines:

##  

% 112 rpm Max Test Speed Curb Idle Speed Actual rpm Curb Idle Speed

   
Where: Max Test Speed = the maximum test speed as calculated in 40 CFR part 1065. (ii) For Otto

- cycle engines:



##   % 100 rpm Max Test Speed Curb Idle Speed Actual rpm Curb Idle Speed

   
Where:Page 641 of 961

Max Test Speed = the maximum test speed as calculated in 40 CFR part 1065. * * * * * (c) Clutch operation. Manual transmission engines may be tested with a clutch. If used, the clutch shall be disenga ged at all zero percent speeds, zero percent torque points, but may be engaged up to two points preceding a non

- zero point, and may be engaged for time segments with zero percent speed and torque points of durations less than four seconds. (d) Determine i dle speeds as specified in 40 CFR 1065.510. **§§ 86.1333 -**  **90, 86.1334 -**  **84, 86.1335 -**  **90, 86.1336 -**  **84, 86.1337 -**  **96, 86.1337 -**  **2007, 86.1338 -**  **84, 86.1338**  **- 2007, 86.1339**  **- 90, 86.1340**  **- 90, 86.1340**  **- 94, 86.1341**  **- 90, 86.1341**  **- 98, 86.1342**  **- 90,**  **86.1342 -**  **94, 86.1343 -**  **88, and 86.1344 -**  **94 [Removed]** 154. Remove §§ 86.1333

- 90, 86.1334

- 84, 86.1335

- 90, 86.1336

- 84, 86.1337

- 96, 86.1337

- 2007, 86.1338

- 84, 86.1338

- 2007, 86.1339

- 90, 86.1340

- 90, 86.1340

- 94, 86.1341

- 90, 86.1341

- 98, 86.1342

- 90, 86.1342

- 94, 86.1343

- 88, and 86.1344

- 94. 155. Section 86.1360

- 2007 is redesignated as § 86.1360, and newl y redesignated § 86.1360 is amended b y revising paragraphs (b)(1), (c), and (f)(3) to read as follows: **§ 86.1360**  **Supplemental emission test; test cycle and procedures.** * * * * * (b) * * * (1) Perform testing as desc ribed in § 86 .1362 for determining whether an engine meets the applicable standards when measured over the supplemental emission test. * * * * * (c) The engine speeds A, B and C, referenced in the table in paragraph (b)(1) of this section, must be determin ed as follows: Speed A = n lo + 0.25 × (nhi −n lo ) Speed B = n lo + 0.50 × (nhi −n lo ) Speed C = n lo + 0.75 × (nhi −n lo ) Where: nhi = High speed as determined b y calculating 70% of the maximum power. The highest engine speed where this power value occurs on the power curve is defined as nhi . n lo = Low speed as determined by calculating 50% of the maximum power. The lowest engine speed where this power value occurs on the power curve is defined as n lo . Maximum power = the maximum observed power calculated according to the engine mapping procedures defined in 40 CFR 1065.510. * * * * * (f) * * * (3) If the Maximum Allowable Emission L imit for any point, as calculated under paragraphs (f)(1) and (2) of this section, is greater than the applicable Not

- to
- Exceed limit (if wi thin the Not

to
- Exceed control area defined in § 86 .1370(b)), then the Maximum Allowable Emission L imit for that point shall be defined as the applicable Not

- to
- Exceed limit. * * * * * 156. Section 86.1362

- 2010 is redesignated as § 86.1362, and newl y redesignated § 86.1362 is revised to read as follows: **§ 86.1362 Steady -**  **state testing with a ramped -**  **modal cycle.** This section describes how to test engines under steady - state conditions.Page 642 of 961

(a) Measure emissions by testing the engine on a dy namometer with the follow ing ramped

- modal duty cycle to determine whether it meets the applicable steady - state emission standards:
RMC mo de Time in mode

(seconds) Engine

speed 1,2 Torque (percent) 2,3 1a Steady

- state 170 Warm Idle 0 1b Transition 20 Linear Transition Linear Transition. 2a Steady

- state 173 A 100 2b Transition 20 Linear Transition Linear Transition. 3a Steady

- state 219 B 50 3b Transition 20 B Linear Transition. 4a Steady

- state 217 B 75 4b Transition 20 Linear Transition Linear Transition. 5a Steady

- state 10 3 A 50 5b Transition 20 A Linear Transition. 6a Steady

- state 100 A 75 6b Transition 20 A Linear Transition. 7a Steady

- state 103 A 25 7b Transition 20 Linear Transition Linear Transition. 8a Steady

- state 194 B 100 8b Transition 20 B Linear Transition

. 9a Steady

- state 218 B 25 9b Transition 20 Linear Transition Linear Transition. 10a Steady

- state 171 C 100 10b Transition 20 C Linear Transition. 11a Steady

- state 102 C 25 11b Transition 20 C Linear Transition. 12a Steady

- state 100 C 75 12b Transi tion 20 C Linear Transition. 13a Steady

- state 102 C 50 13b Transition 20 Linear Transition Linear Transition. 14 Steady

- state 168 Warm Idle 0 1 Speed terms are defined in 40 CFR part 1065. 2 Advance from one mode to the next within a 20

- second transition phase. During the transition phase, command a linear progression from the speed or torque setting of the current mode to the speed or torque setting of the next mo de. 3 The percent torque is relative to maximum torque at the commanded engine speed. (b) Pe rform the ramped

- modal test as described in 40 CFR part 1065. (c) For 2007 through 2010 model years, manufacturers may follow the mode order described in this paragraph (c) instead of the mode order specified in paragraph (a) of this section. Any EPA test ing with these engines will rely on the same procedure used by the manufacturer for certification.Page 643 of 961

RMC mo de Time in mode

(seconds) Engine

speed 1,2 Torque

(percent) 2,3 1a Steady

- state 170 Warm Idle 0 1b Transition 20 Linear Transition Linear Transition 2a Steady

- state 170 A 100 2b Transition 20 A Linear Transition 3a Steady

- state 102 A 25 3b Transition 20 A Linear Transition 4a Steady

- state 100 A 75 4b Transition 20 A Linear Transition 5a Steady

- state 103 A 50 5b Transition 20 Linear Transition Li near Transition 6a Steady

- state 194 B 100 6b Transition 20 B Linear Transition 7a Steady

- state 219 B 25 7b Transition 20 B Linear Transition 8a Steady

- state 220 B 75 8b Transition 20 B Linear Transition 9a Steady

- state 219 B 50 9b Transition 20 Li near Transition Linear Transition 10a Steady

- state 171 C 100 10b Transition 20 C Linear Transition 11a Steady

- state 102 C 25 11b Transition 20 C Linear Transition 12a Steady

- state 100 C 75 12b Transition 20 C Linear Transition 13a Steady

- state 102 C 50 13b Transition 20 Linear Transition Linear Transition 14 Steady

- state 168 Warm Idle 0 1 Speed terms are defined in 40 CFR part 1065. 2 Advance from one mode to the next within a 20

- second transition phase. During the transition phase, command a lin ear progression from the speed or torque setting of the current mode to the speed or torque setting of the next mo de. 3 The percent torque is relative to maximum torque at the commanded engine speed. **§§ 86.1362 -**  **2007 and 86.1363 -**  **2007 [Removed]** 157. Remove §§ 8 6.1362

- 2007 and 86.1363

- 2007. 158. Section 86.1370

- 2007 is redesignated as § 86.1370, and newl y redesignated § 86.1370 is amended b y revising paragraphs (a), (b)(3), (b)(6), and (f) introductory text to read as follows: **§ 86.1370**  **Not -**  **To -**  **Exceed test procedure s.**  (a) General. The purpose of this test procedure is to measure in

- use emissions of heavy

- dut y diesel engines while operating within a broad range of speed and load points (the Not

- To

- Exceed Control Area) and under conditions which can reasonably be expe cted to be encountered in normal vehicle operation and use. Emission results from this test procedure are to be compared to the Not

- To

- Exceed Limits specified in § 86 .007

– 11(a)(4), or to later Not

- To

- Exceed Limits. The Not

- To

- Exceed Li mits do not apply for engine

- starting conditions. Tests conducted using the procedures specified in this subpart are considered valid Not

- To

- Exceed tests (Note: duty cycles and limits on ambient conditions do not apply for Not

- To

- Exceed tests). (b) * * *Page 644 of 961

(3) Notwithstanding th e provisions of paragraphs (b)(1) and (2) of this section, all operating speed and load points with brake specific fuel consumption (BSFC) values within 5% of the minimum BSFC value of the engine. For the purposes of this requirement, BFSC must be calculat ed under the general test cell conditions specified in 40 CFR part 1065. The manufacturer may petition the Administrator at certification to exclude such points if the manufacturer can demonstrate that the engine is not expected to operate at such points i n normal vehicle operation and use. Engines equipped with drivelines with multi

- speed manual transmissions or automatic transmissions with a finite number of gears are not subject to the requirements of this paragraph (b)(3). * * * * * (6)(i) For petroleum

- fueled diesel cycle engines, the manufacturer may identify particular engine

- vehicle combinations and may petition the Administrator at certification to exclude operating points from the Not

- to
- Exceed Control Area defined in paragraphs (b)(1) through (5) of this section if the manufacturer can demonstrate that the engine is not capable of operating at such points when used in the specified engine

- vehicle combination(s). (ii) For diesel cycle engines that are not petroleum

- fueled, the manufacturer may petit ion the Administrator at certification to exclude operating points from the Not

- to
- Exceed Control Area defined in paragraphs (b)(1) through (5) of this section if the manufacturer can demonstrate that the engine is not expected to operate at such points in normal vehicle operation and use. * * * * * (f) NTE cold temperature operating exclusion. Engines equipped with exhaust gas recirculation (EGR) whose operation within the NTE control area specified in paragraph (b) of this section when operating during co ld temperature conditions as specified in paragraph (f)(1) of this section are not subject to the NTE emission limits during the specified cold temperature conditions. * * * * * **§ 86 .1372**  **- 2007 ]Redesignated as § 86.1372]**  159. Section 86.1372

- 2007 is redesignated as § 86.1372. **§ § 86**  **.1375 -**  **2007 and 86.1380 -**  **2004 [Removed]** 160. Remove § § 86 .1375

- 2007 and 86.1380

- 2004. **Subpart O**

**— [Removed and reserved]**  161. Subpart O, consisting of §§ 86.1401 through 86.1442, is removed and reserved. **Subpart R**

**— [Removed and reserved**  **]** 162. Subpart R, consisting of §§ 86.1701

- 99 through 86.1780

- 99, is removed and reserved. **Subpart S**

**– [Amended]**  163. Section 86.1801

- 12 is amended b y revising paragraphs (a) through (d) and adding paragraphs (e), (f), and (g) to read as follows: **§ 86.1801**  **- 12**  **App licability.**  (a) Applicability. The provisions of this subpart apply to certain ty

pes of new vehicles as described in this paragraph (a). Where the provisions apply for a t ype of vehicle, they appl y for vehicles powered b y an y fuel , unless otherwise spec ified. In some cases, manufacturers of heav y- dut y engines and vehicles can choose whether to meet the requirements of this subpart orPage 645 of 961

the requirements of subpart A of this part; those provisions are therefore considered optional, but only to the extent th at manufacturers compl y with the other set of requirements. In cases where a provision applies only

to a certain vehicle group based on its model year, vehicle class, motor fuel, engine type, or other distinguishing characteristics, the limited applicabil ity is cited in the appropriate section. References in this subpart to 40 CFR part 86 generall y apply to Tier 2 and older vehicles, while references to 40 CFR part 1066 generall y appl y to Tier 3 and newer vehicles; see 40 CFR 86.101 for detailed provision s related to this transition. The provisions of this subpart apply

to certain vehicles as follows: (1) The provisions of this subpart appl y for light

- duty vehicles and light

- duty

trucks. (2) The provisions of this subpart appl y for medium

- duty passenger vehicles. The provisions of this subpart also apply for other complete heavy

- dut y vehicles at or below 14,000 pounds GVWR, except as follows: (i) The provisions of this subpart are optional for diesel

- cycle vehicles through model ye ar 2017 ; however, if yo u are using the provisions of § 86 .1811

- 17(b)(9) or § 86 .1816

- 18(b)(8) to transition to the Tier 3 exhaust emission standards, the provisions of this subpart are optional for those diesel

- cycle vehicles until the start of the Tier 3 phase

- in for those vehi cles

. (ii) Greenhouse gas emission standards appl y as specified in 40 CFR parts 1036 and 1037 instead of the standards specified in this subpart. (3) The provisions of this subpart generally do not apply

to incomplete heavy

- dut y vehicles or to complete veh icles above 14,000 pounds GVWR (see subpart A of this part and 40 CFR part 1037). However, this subpart applies to such vehicles in the following cases: (i) Heav y dut y vehicles above 14,000 pounds GVWR and all sizes of incomplete heav y duty vehicles may

be optionally

certified to the exhaust emission standards in this subpart that apply for heavy

- dut y vehicles. (ii) The evaporative emission standards appl y for incomplete heav y - duty vehicles at or below 14,000 pounds GVWR

. Evaporative emission standards also appl y for complete and incomplete heavy

- duty vehicles above 14,000 pounds GVWR as specified in 40 CFR 1037.103. (iii) Refueling emission standards appl y for complete heav y- duty vehi cles above 14,000 pounds GVWR as specified in 40 CFR 1037.103. All sizes of incomplete heav y- duty vehicles may

be optionally

certified to the refueling emission standards in this subpart

. (iv) The onboard diagnostic requirements in this subpart appl y for incomplete vehicles at or below 14,000 pounds GVWR, but not for any vehicles above 14,000 pounds GVWR. (4) The provisions of this subpart are optional for diesel

- fueled Class 3 heavy

- dut y vehicles in a given model year if those vehicles are equipped with engines certified to the appropriate standards in § 86 .007

- 11 for which less than half of the engine family ’s sales for the model ye ar in the United States are for complete Class 3 heavy

- dut y vehicles. This includes engines sold to all vehicle manufacturers. If you are the original manufacturer of the engin e and the vehicle, base this showing on your sales information. If you manufacture the vehicle but are not the original manufacturer of the engine, you must use your best estimate of the original manufacturer's sales information. (5) If you optionall y certify vehicles to standards under this subpart, those vehicles are subject to all the regulatory requirements as if the standards were mandatory

. (b) Relationship to subpart A of this part . Unless specified otherwise, if heavy

- duty vehicles are not subject to provisions of this subpart or if manufacturers choose not to meet optionalPage 646 of 961

provisions of this subpart as described in paragraph (a) of this section, the engines installed in those vehicles must meet the corresponding requirements under subpart A of thi s part. If a vehicle and its installed engine comply with a mix of provisions from this subpart and from subpart A of this part, the vehicle must be certified under this subpart, and the engine does not need to be certified separately

. (c) Clean alternati ve fuel conversions. The provisions of this subpart also apply to clean alternative fuel conversions as defined in 40 CFR 85.502 of all vehicles described in paragraph (a) of this section. (d) Small

- volume manufacturers. Special certification procedures are available for small

- volume manufacturers as described in § 86 .1838. (e) You . The term “you” in this subpart refers to manufacturers subject to the emission standards and other requirements of this subpart. (f) Vehicle . The term “vehicle”, when used gene rically , does not exclude any type of vehicle for which the regulations apply (such as light

- dut y trucks). (g) Complete and incomplete vehicles . Several provisions in this subpart, including the applicability

provisions described in this section, are dif ferent for complete and incomplete vehicles. We differentiate these vehicle ty pes as described in § 86 .085

- 20. * * * * * 164. Section 86.1803

- 01 is amended as follows: a. By removing the definition for “Certification Short Test (CST)”. b. By adding definition s for “Class 2b” and “Class 3” in alphabetical order. c. By removing the definition for “Complete heavy

- dut y vehicle”. d. By revising the definitions for “Family emission limit (FEL)”, “Heav y- duty vehicle”, and “H ybrid electric vehicle (HEV)”. e. By removi ng the definitions for “Incomplete heavy

- duty vehicle” and “Incomplete truck”. f. By adding definitions for “LEV III” and “Low

- altitude conditions” in alphabetical order. g. By removing the definition for “L ow altitude conditions”. h. By revising the definition for “Non

- methane organic gases (NMOG)”. i . By adding a definition for “Rated power” in alphabetical order. j . By removing the definition for “Round, rounded or rounding”. k . By adding definitions for “Roun d (rounded, rounding)”, “Section 177 states”, “Tier 3”, and “United States” in alphabetical order. l . By revising the definition for “U.S. sales”. m . By adding definitions for “Volatile liquid fuel” and “We (us, our)” in alphabetical order. **§ 86 .1803**  **- 01**  **Definitions.** * * * * * Class 2b means relating to heav y - dut y vehicles at or below 10,000 pounds GVWR. Class 3 means relating to heav y - dut y vehicles above 10,000 pounds GVWR and at or below 14,000 pounds GVWR. * * * * * Emergency

vehicle means one of the following: (1) For the greenhouse gas emission standards in § 86 .1818, emergency vehicle means a motor vehicle manufactured primarily for use as an ambulance or combination ambulance

- hearse or for use by the U.S. Government or a State or local government for law enforcement.Page 647 of 961

(2) For the OBD requirements in § 86 .1806, emergency vehicle means a motor vehicle manufactured primaril y for use in medical response or for use b y the U.S. Government or a State or loca l government for law enforcement or fire protection

. * * * * * Family emission limit (FEL) means a bin standard or emission level selected by the manufacturer that serves as the applicable emission standard for the vehicles in the famil y or test group in the context of fleet

- average standards or emission credits. * * * * * Heavy

- duty vehicle means any motor vehicle rated at more than 8,500 pounds GVWR or that has a vehicle curb weight of more than 6,000 pounds or that has a basic vehi cle frontal area in excess of 45 square feet. Note that MDPVs are heavy

- duty vehicles that are in many cases subject to requirements that apply for light

- duty

trucks. * * * * * Hybrid electric vehicle (HEV) means a motor vehicle which draws propulsion en ergy from onboard sources of stored energy that are both an internal combustion engine or heat engine using consumable fuel, and a rechargeable energy storage s ys tem such as a battery , capacitor, hydraulic accumulator, or fly wheel. This includes plug

- in h ybrid electric vehicles. * * * * * LEV III means relating to the LEV III emission standards in Title 13, §§1961.2 and 1976 of the California Code of Regulations, as adopted b y the California Air Resources Board (incorporated b y reference in § 86 .1). * * * * * Low

- altitude conditions means a test altitude less than 549 meters (1,800 feet). * * * * * Non

- methane organic gases (NMOG) means the sum of oxygenated and non

- oxygenated hydrocarbons contained in a gas sample as measured using the procedures described in 40 CFR 1066 .635

. * * * * * Rated power means an engine’s maximum power output in an installed configuration, as determined b y using SAE J1349 (incorporated b y reference in § 86 .1). * * * * * Round (rounded or rounding) has the meaning given in 40 CFR 1065.1001 , unless otherwise specified. * * * * * Section 177 states means the states that have adopted California’s motor vehicle standards for a particular model ye ar under section 177 of the Clean Air Act (42 U.S.C. 7507). * * * * * Tier 3 means re lating to the Tier 3 emission standards described in § § 86 .1811

- 17, 86.1813

- 17, and 86.1816

- 18. * * * * * United States has the meaning given in 40 CFR 1068.30. * * * * * U.S. sales means, unless otherwise specified, sales in any state or territory

of the United States except for California or the section 177 states. Sale location is based on the point of first sale to a dealer, distributor, fleet operator, broker, or other entity. * * * * *Page 648 of 961

Volatile liquid fuel means any fuel other than diesel or b iodiesel that is a liquid at atmospheric pressure and has a Reid Vapor Pressure higher than 2.0 pounds per square inch. * * * * * We (us, our) means the Administrator of the Environmental Protection Agency and any authorized representatives. * * * * * **§ 86.1805**  **- 01 [Removed]**  165. Remove § 86.1805

- 01. 166. A new § 86 .1805

- 17 is added to subpart S to read as follows: **§ 86.1805 -**  **17 Useful life.** (a) General provisions . The useful life values specified in this section apply for all exhaust, evaporative, refueling, and OBD emission requirements described in this subpart, except for standards that are specified to apply onl y at certification. These useful life requirements also apply to all air conditioning leakage credits, air conditioning efficiency credits, and other c redit programs used b y the manufacturer to compl y with the fleet

- average CO 2 emission standards in § 86 .1818. Useful life values are specified as a given number of calendar ye ars and miles of driving, whichever comes first. (b) Greenhouse gas pollutants

. The emission standards in § 86 .1818 appl y for a useful life of 10 ye ars or 120,000 miles for LDV and LLDT and 11 years or 120,000 miles for HLDT and HDV. Manufacturers may

alternatively

certify based on a longer useful life as specified in paragra ph (d) of this section. (c) Cold temperature emission standards . The cold temperature NMHC emission standards in § 86 .1811 apply

for a useful life of 10 years or 120,000 miles for vehicles at or below 6,000 pounds GVWR, and 11 years or 120,000 miles for v ehicles above 6,000 pounds GVWR. The cold temperature CO emission standards in § 86 .1811 apply for a useful life of 5 years or 50,000 miles. (d) Criteria pollutants . The useful life provisions of this paragraph (d) apply for all emission standards not cov ered b y paragraph (b) or (c) of this section. Except as specified in paragraph (f) of this section and in §§ 86.1811, 86.1813, and 86.1816, the useful life for LDT2, HLDT, MDPV, and HDV is 15 years or 150,000 miles. The useful life for LDV and LDT1 is 10 ye ars or 120,000 miles. Manufacturers may optionally

certify L DV and LDT1 to a useful life of 15 ye ars or 150,000 miles, in which case the longer useful life would appl y for all the standards and requirements covered b y this paragraph (d). (e) Intermediate useful life . Where exhaust emission standards are specified for an intermediate useful life, these standards apply for five ye ars or 50,000 miles. (f) Interim provisions . The useful life provisions of § 86 .1805

- 12 appl y for vehicles not yet subject to Tier 3 requirements. For example, vehicles above 6,000 pounds GVWR are not subject to the useful life provisions in this section until model year 2019 unless manufacturers voluntarily

certify to the Tier 3 requirements earlier than the regulations requir e. Also, where the transition to Tier 3 standards involves a phase

- in percentage for a given standard, vehicles not included as part of the phase

- in portion of the fleet continue to be subject to the useful life provisions of § 86 .1805

- 12 with respect to that standard. The useful life values for a set of vehicles may

be different for exhaust and evaporative emission standards in 2021 and earlier model years; if vehicles have different useful life values for evaporative and exhaust emissionPage 649 of 961

standards , the evaporative useful life applies for the OBD requirements related to the leak standard and the exhaust useful life applies for all other OBD requirements. **§§ 86.1806 -**  **01 and 86.1806 -**  **04 [Removed]** 167. Remove §§ 86.1806

- 01 and 86.1806

- 04. 168. Section 86.1806

- 05 is amended b y revising the section heading and paragraphs (b) introductory

text, (h), and (j) and adding paragraph (k)(7) to read as follows: **§ 86.1806 -**  **05 Onboard**  **diagnostics.** * * * * * (b) Malfunction descriptions . The OBD s ys tem must detect and identify malfunctions in all monitored emission

- related powertrain s ys tems or components according to the following malfunction definitions as measured and calculated in accordance with test procedures set forth in subpart B of this p art (chassis

- based test procedures), excluding those test procedures defined as “Supplemental” test procedures in § 86 .004

–2 and codified in § § 86 .158, 86.159, and 86.160. For clean alternative fuel conversion manufacturers, your OBD s ys tem is expected to detect and identify malfunctions in all monitored emission

- related powertrain s ys tems or components according to the malfunction definitions described in this paragraph (b) as measured and calculated in accordance with the chassis

- based test procedures se t forth in subpart B of this part to the extent feasible, excluding the elements of the Supplemental FTP (see § 86 .1803). However, at a minimum, sy stems must detect and identify malfunctions as described in paragraph (k)(7) of this section. * * * * * (h) Incorporation by reference

. The following additional requirements apply based on industry standard specifications, which are incorporated by reference in § 86.1: (1) The following requirements apply for standardized on

- board to off

- board communications : (i) Starting in model ye ar 2008, light

- duty vehicles and light

- dut y trucks must comply with I SO 15765

- 4:2005(E), “Road Vehicles

- Diagnostics on Controller Area Network (CAN)

—Part 4: Requirements for emission

- related sy stems”, January 15, 2005. (ii) Start ing in model year 2008, heav y - dut y vehicles must comply with the protocol described in paragraph (h)(1)(i) of this section, or the following set of SAE standards: SAE J1939

- 11, Revised October 1999; SAE J1939

- 13, July 1999; SAE J1939

- 21, Revised April 2001 ; SAE J1939

- 31, Revised December 1997; SAE J1939

- 71, Revised January 2008; SAE J1939

- 73, Revised September 2006; SAE J1939

- 81, May 2003. (iii) Note that for model years 1996 through 2007 manufacturers could instead compl y with the protocols specified in SA E J1850, I SO 9141

- 2, or ISO 14230

- 4. (2) L ight

- duty

vehicles and light

- duty

trucks must meet the following additional specifications: (i) Basic diagnostic data (as specified in §§ 86.094

- 17(e) and (f)) shall be provided in the format and units in SAE J1979 “E/E Diagnostic Test Modes

—Equivalent to I SO/DIS 15031

- 5: Revised, May

2007. (ii) Diagnostic trouble codes shall be consistent with SAE J2012 “Diagnostic Trouble Code Definitions

—Equivalent to I SO/DI S 15031

- 6: April 30, 2002”, (Revised, April 2002).Page 650 of 961

(iii) The connection interface between the OBD s ystem and test equipment and diagnostic tools shall meet the functional requirements of SAE J1962 “Diagnostic Connector

— Equivalent to I SO/DIS 15031

- 3: December 14, 2001” (Revised, April 2002). (iv) SAE J1930, Revi sed April 2002. All acron ym s, definitions and abbreviations shall be formatted according to this industry standard. Alternatively , manufacturers may use SAE J2403, Revised August 2007. (v) All equipment used to interface, extract, and display OBD

- related i nformation shall meet SAE J1978 “OBD II Scan Tool” Equivalent to I SO 15031

- 4: December 14, 2001”, (Revised, April 2002). * * * * * (j) California OBDII compliance option. Manufacturers may comply with California’s OBD requirements instead of meeting the re quirements of this section as follows: (1) Through the 2006 model year, demonstration of compliance with California OBDII requirements (Title 13 California Code of Regulations § 1968.2 (13 CCR 1968.2)), as modified, approved and filed on April 21, 2003 (in corporated by reference, see § 86.1), shall satisfy the requirements of this section, except that compliance with 13 CCR 1968.2(e)(4.2.2)(C), pertaining to 0.02 inch evaporative leak detection, and 13 CCR 1968.2(d)(1.4), pertaining to tampering protection, are not required to satisfy the requirements of this section. Also, the deficiency provisions of 13 CCR 1968.2(i) do not apply . In addition, demonstration of compliance with 13 CCR 1968.2(e)(16.2.1)(C), to the extent it applies to the verification of prop er alignment between the camshaft and crankshaft, applies only to vehicles equipped with variable valve timing. (2) For 2007 through 2012 model year vehicles, demonstration of compliance with California OBD II requirements (Title 13 California Code of Regulations § 1968.2 (13 CCR 1968.2)), approved on November 9, 2007 (incorporated b y reference, see § 86.1), shall satisfy the requirements of this section, except that compliance with 13 CCR 1968.2(e)(4.2.2)(C), pertaining to 0.02 inch evaporative leak detec tion, and 13 CCR 1968.2(d)(1.4), pertaining to tampering protection, are not required to satisfy the requirements of this section. Also, the deficiency provisions of 13 CCR 1968.2(k) do not appl y. In addition, demonstration of compliance with 13 CCR 1968.2 (e)(15.2.1)(C), to the extent it applies to the verification of proper alignment between the camshaft and crankshaft, applies only to vehicles equipped with variable valve timing. (3) Beginning with the 2013 model year, manufacturers may demonstrate compl iance with California’s 2013 OBD requirements as described in § 86 .1806

- 17(a). (4) For all model years, the deficiency provisions of paragraph (i) of this section and the evaporative leak detection requirement of paragraph (b)(4) of this section, if appli cable, apply to manufacturers selecting this paragraph for demonstrating compliance. (k) * * * (7) For clean alternative fuel conversion manufacturers (e.g., natural gas, liquefied petroleum gas, methanol, ethanol), in lieu of the requirements specified fo r other manufacturers in this paragraph (k), you may

demonstrate that the malfunction indicator light will illuminate, at a minimum, under any

of the following circumstances when the vehicle is operated on the applicable alternative fuel: (i) Otto

- cycle. A catal ys t is replaced with a defective catal ys t sy stem where the catal ys t brick for the monitored volume has been removed (i.e., empty catal ys t sy stem) resulting in anPage 651 of 961

increase of 1.5 times the NMOG (or NMOG+NOx) standard or FEL above the NMOG (or NMOG+NOx ) emission level measured using a representative 4000 mile cataly st sy stem. (ii ) Diesel

. (A) If monitored for emissions performance

— a catal ys t is replaced with a defective catal ys t sy stem where the catal ys t brick for the monitored volume has been remov ed (i.e., empty

cataly st can) resulting in exhaust emissions exceeding 1.5 times the applicable standard or FELfor NO X (or NMOG+NOx) or PM. (B) If monitored for performance

— a particulate trap is replaced with a trap that has catastrophically

failed. (iii) Misfire

. (A) Otto

- cycle. An engine misfire condition is induced that completely disables one or more cylinders, either through mechanical or electrical means, resulting in exhaust emissions exceeding 1.5 times the applicable standards or FEL for CO, NMOG, or NO X (or NMOG+NOx). (B) Diesel. An engine misfire condition resulting in complete lack of cylinder firing is induced and is not detected. (iv) If so equipped, an y ox ygen sensor is replaced with a completel y defective ox ygen sensor, or an electronic simu lation of such, resulting in exhaust emissions exceeding 1.5 times the applicable standard or FELfor CO, NMOG, or NO X (or NMOG+NOx). (v) If so equipped and applicable, a vapor leak is introduced in the evaporative and/or refueling s ys tem (excluding the tu bing and connections between the purge valve and the intake manifold) greater than or equal in magnitude to a leak caused b y a 0.040 inch diameter orifice, or the evaporative purge air flow is blocked or otherwise eliminated from the complete evaporative e mission control sy stem. At a minimum, gas cap removal or complete venting of the evaporative and/or refueling s ys tem may be introduced resulting in a gross leak of the complete evaporative emission control sy stem. (vi) A malfunction condition is induced r esulting in complete disablement in any emission

related powertrain s ys tem or component, including but not necessaril y limited to, the exhaust gas recirculation (EGR) system, if equipped, the secondary air sy stem, if equipped, and the fuel control s ys tem, singularly resulting in exhaust emissions exceeding 1.5 times the applicable emission standard or FEL for PM, CO, NMOG, or NO X (or NMOG+NOx). (vii) A malfunction condition is induced that completely disables an electronic emission

related powertrain s ys tem or component not otherwise described in this paragraph (k) that either provides input to or receives commands from the onboard computer resulting in a measurable impact on emissions. At a minimum, manufacturers may be required to perform this dis ablement on critical inputs and outputs where lack of the input and output disables an entire monitor as described in this paragraph (k)(7)(vii), disables multiple monitors (e.g., two or more) used b y the onboard computer, or renders the entire onboard computer and its functions inoperative. (viii) Clean alternative fuel conversion manufacturers must use good engineering judgment to induce malfunctions and may perform more stringent malfunction demonstrations than described in this paragraph (k)(7). In addition, the Administrator reserves the right to request a clean alternative fuel conversion manufacturer to perform stricter demonstration requirements, to the extent feasible, on clean alternative fuel conversions. * * * * * 169. A new § 86.1 806

- 17 is added to subpart S to read as follows: **§ 86.1806 -**  **17 Onboard**  **diagnostics.**Page 652 of 96 1

Model year 2017 and later vehicles must have onboard diagnostic (OBD) sy stems as described in this section. OBD s ys tems must generally detect malfunctions in the emission control sy stem, store trouble codes corresponding to detected malfunctions, and alert operators appropriatel y. (a) Vehicles must comply with the 2013 OBD requirements adopted for California as described in this paragraph (a). California’s 2013 O BD

- II requirements are part of Title 13, §1968.2 of the California Code of Regulations, approved on July 31, 2013 (incorporated by reference in § 86 .1). The following clarifications and exceptions apply for vehicles certified under this subpart: (1) For v ehicles not certified in California, references to vehicles meeting certain California Air Resources Board emission standards are understood to refer to the corresponding EPA emission standards for a given family , where applicable. Use good engineering ju dgment to correlate the specified standards with the bin standards that appl y under this subpart. (2) Vehicles must comply with OBD requirements throughout the useful life as specified in § 86 .1805. If the specified useful life is different for evaporative and exhaust emissions, the useful life specified for evaporative emissions applies for monitoring related to fuel

- system leaks and the useful life specified for exhaust emissions applies for all other parameters. (3) The purpose and applicability state ments in 13 CCR 1968.2(a) and (b) do not apply

. (4) The anti

- tampering provisions in 13 CCR 1968.2(d)(1.4) do not appl y. (5) The requirement to verify proper alignment between the camshaft and crankshaft described in 13 CCR 1968.2(e)(15.2.1)(C) applies on ly for vehicles equipped with variable valve timing. (6) The deficiency

provisions described in paragraph (c) of this section apply instead of 13 CCR 1968.2(k). (7) For emergency

vehicles only , the provisions of 13 CCR 1968.2(e)(6.2.1) related to monitorin g and identification of air

- fuel ratio cylinder imbalance, as part of the fuel s ys tem monitoring, do not apply

until model year 2020 , unless the vehicle met the requirements in 2016 or earlier model ye ars. (8) Appl y thresholds for exhaust emissio n malfunctions from Tier 3 vehicles based on the thresholds calculated for the corresponding bin standards in the California LEV II program as prescribed for the latest model year in CCR 1968.2(e)(1) through (3). For example, for Tier 3 Bin 160 standards, apply the threshold that applies for the LEV standards. For cases involving Tier 3 standards that have no corresponding bin standards from the California LEV II program, use the next highest LEV II bin. For example, for Tier 3 Bin 50 standards, appl y th e threshold that applies for the ULEV standards. You may appl y thresholds that are more stringent than we require under this paragraph (a)(8). (b) The following additional provisions apply : (1) Model year 2017 and lat er vehicles must meet the OBD sy stem requirements described in this paragraph (b)(1 ). When monitoring conditions are satisfied, test vehicles must detect the presence of a leak with an effective leak diameter at or above 0.020 inches, illuminate the MI L, and store the appropriate confirmed diagnostic trouble codes (DTCs) (13 CCR1968.2 refers to these as fault codes). For a 0.020 inch leak, the DTC(s) shall be a generic SAE J2012 DTC that is specific to an EVAP s ys tem very small leak (e.g., P0456, P04EE, or P04EF) or an equivalent manufacturer

- specific DTC that we approve. Conduct testing using an O’Keefe Controls Co. metal “Ty pe B” orifice with a diameter of 0.020 inches or an a lternate orifice diameter approved under 13 CCR 1968.2(e)(4.2.3) or (e)(4.2.4). (i) Use the methodology

specified in 13 CCR 1968.2(h)(2.2) to select test vehicles to demonstrate that the OBD sy stem is capable of detecting a 0.020 inch leak installed in thePage 653 of 961

evaporative s ys tem, except that the manufacturer may use production

- representative vehicles instead of the vehicle options specified in 13 CCR 1968.2(h)(2.3). (ii) Perform tests in the laboratory , with or without a dy namometer, or on an outdoor road surface, as necessary

to exercise the vehicle’s ability to detect leaks in the evaporative sy stem. (iii) Perform at least two tests to evaluate the OBD sy stem for leaks that are installed near the fuel fill pipe and near the canister. The implanted leak nea r the fuel fill pipe must be at the fuel cap or between the fuel cap and the fuel tank. The implanted leak near the canister must be in the vapor line between the canister and the fuel tank, or between the canister and the purge valve). If a vehicle has multiple canisters or fuel fill pipes, repeat the testing to evaluate the sy stem for implanted leaks corresponding to each canister and fuel fill pipe. You may

propose to implant leaks in different locations (e.g., near the purge valve); we will approve your alternate leak location if it more effectively demonstrates leak detection for your particular fuel sy stem design. (iv) If vehicle operation is needed to fulfill preconditioning (i.e., when engine

- off tests require driving before vehicle shutdown to e nable the engine

- off monitor) or monitoring conditions for leak detection under this paragraph (b)(1) utilize an FTP cycle, Unified cycle, or some other specified operating cycle that will satisfy the approved monitoring or preconditioning conditions witho ut the interference of approved deficiencies. Continue vehicle operation as needed to illuminate the MIL and store the appropriate DTCs. (v) Emission measurements are not required during this OBD evaporative sy stem leak monitoring demonstration testing. (vi) For test groups not selected for testing in a given model year, you may instead provide a statement in the application for certification, consistent with good engineering judgment, that vehicles meet leak

- detection requirements based on previous OBD t ests, development tests, or other appropriate information. For any untested test groups, the statement specified in § 86 .1844

- 01(d)(8) applies with regard to the leak monitoring requirement. We may

ask you to provide the data and other information that for med the basis for your statement. Select test groups in later model years such that testing will rotate to cover your whole product line over time. (vii) Submit the following information in the application for certification: (A) Describe the test sequenc e. (B) Identify

the driving cycle used and the time expired and distance driven before the MIL illuminated. (C) Identify

the ranges of in

- use environmental and vehicle operating conditions for which the vehicle will not meet the leak

- detection specificatio ns described in this paragraph (b)(1). To meet this requirement, you may give us the same information yo u gave the California Air Resources Board regarding enable conditions for the evaporative s ys tem leak monitor. (D) Identify

the confirmed and permanent DTCs set by the OBD sy stem during testing. (E) Include the freeze frame information stored at the point the fault is detected. (F) Include the SAE J1979 test results (e.g., Mode/Service $06) corresponding to the DTCs that were stored during the test. (vi ii) If you have one or more vehicle models in model year 2016 that do not comply with the leak requirements in 13 CCR 1968.2( e)(4 ), yo u may comply with the requirements ofPage 654 of 961

this paragraph (b)(1) in model year 2017 b y substituting model year 2016 vehic les on an equal

- percentage basis. Demonstrate this by calculating the percentage of vehicles subject to OBD requirements under this subpart that meet the requirements of this paragraph (b)(1) in model years 2016 and 2017; the sum of these two percentage v alues must be at or above 100 percent. An y model year 2017 vehicles not meeting the requirements of this paragraph (b)(1), as allowed by this paragraph (b)(1)(viii), may not be counted as compliant Tier 3 vehicles under the alternative phase

- in s pecified in § 86 .1813

- 17(g)( 2 )(ii). (2) For vehicles subject to the leak standard in § 86 .1813 , OBD s ys tems must record in computer memory

the result of the most recent successfull y completed diagnostic check for a 0.020 inch leak. Some one must be able to use the data to determine the miles driven since the last check occurred , the pass/fail result , and whether there has been a check since the computer memory

was last cleared (e.g., from a scan tool command or battery disconnect). The sy stem may

be designed to keep data only from the previous 750 miles of driving. (Note: This 750 mile requirement is related to the use of the OBD evaporative leak monitor in the leak test and should not be confused with either the minimum or maximum distance values specified in Table G

- 19 of SAE J1979.) The data must be reported in a standardized format consistent with other data required for the OBD s ys tem. The results must be scan

readable

. (3) For vehicles with fuel tanks exceeding 25 gallons nominal fuel tank capacity, you may request our approval for a leak threshold greater than 0.020 inches, up to a maximum value of 0.040 inches. We will generall y approve a leak threshold equal to the standard that applies under § 86 .1813. (c) You may

ask us to accept as compliant a vehicle that does not fully meet specific requirements under this section. Such deficiencies are intended to allow for minor deviations from OBD standards under limited conditions. We expect vehicles to have functioning OBD sy stems that meet the objectives stated in this section. The following provisions apply regarding OBD s ys tem deficiencies: (1) Except as specified in paragraph (d) of this section, we will not approve a deficiency that involves the complete lack of a major diagnostic monitor, such as monitors related to exhaust aftertreatment devices, oxygen sensors, air

- fuel ratio sensors, NOx sensors, eng ine misfire, evaporative leaks, and diesel EGR (if applicable). (2) We will approve a deficiency onl y if you show us that full compliance is infeasible or unreasonable considering any relevant factors, such as the technical feasibility of a given monitor , or the lead time and production cycles of vehicle designs and programmed computing upgrades. (3) Our approval for a given deficiency applies only

for a single model year, though you may continue to ask us to extend a deficiency approval in renewable on e - ye ar increments. We may approve an extension if you demonstrate an acceptable level of effort toward compliance and show that the necessary hardware or software modifications would pose an unreasonable burden. (d) For alternative

- fuel vehicles, manufa cturers may request a waiver from specific requirements for which monitoring may not be reliable for operation with the alternative fuel. However, we will not waive requirements that we judge to be feasible for a particular manufacturer or vehicle model.Page 655 of 961

(e) For alternative

- fuel conversions, manufacturers may meet the requirements of § 86 .1806

- 05 instead of the requirements of this section. (f) You may

ask us to waive certain requirements in this section for emergency vehicles. We will approve your reques t for an appropriate duration if we determine that the OBD requirement in question could harm sy stem performance in a way that would impair a vehicle’s ability to perform its emergency

functions. (g) The following interim provisions describe an alternate implementation schedule for the requirements of this section in certain circumstances: (1) Manufacturers may

delay compl yi ng with all the requirements of this section, and instead meet all the requirements that apply under § 86 .1806

- 05, for an y heav y- duty vehicles that are not yet subject to the Tier 3 standards in § 86 .1816. (2 ) Except as specified in this paragraph (g )(2 ), small

- volume manufacturers may delay complying with all the requirements of this section until model year 2022, and instead meet all the requirements that apply under § 86 .1806

- 05 during those ye ars. This provision does not apply for a vehicle model if it is identical to a 2016 vehicle model that was certified to meet California’s OBD requirements under § 86 .1806

- 05(j)(3). A vehicle model is considered identical to one from model ye ar 2016 if it is certified in the current year based on the same test data for exhaust or evaporative emissions under the carryover data provisions of this subpart. (3) Manufacturers may

disregard the r equirements of this section that apply above 8,500 pounds GVWR before model year 2019 and instead meet all the requirements that apply under § 86 .1806

- 05. This also applies for model year 2019 vehicles from a test group with vehicles that have a Job 1 dat e on or before [INSERT DATE FOUR YEARS AFTER FRM SI GNATURE] (see 40 CFR 85.2304). **§ 86**  **.1807 -**  **01**

**— [Amended]**  170. Section 86.1807

- 01 is amended b y removing and reserving paragraph (a)(3)(ix). 171. Section 86.1808

- 01 is amended as follows: a. By revising paragraphs (f) (1), (f)(3) introductory text, (f)(6)(ii)(D), (f)(7)(i) introductory text, (f)(7)(ii)(B), (f)(10)(ii), (f)(13) introductory text, (f)(13)(iv), and (f)(16)(i). b. By adding paragraph (g). **§ 86.1808 -**  **01 Maintenance instructions.** * * * * * (f) * * * (1) App licability . Manufacturers are subject to the provisions of this paragraph (f) for 1996 model year for and later light

- dut y vehicles and light

- duty trucks. Manufacturers are subject to the provisions of this paragraph (f) for 2005 model year and later heav y- duty vehicles at or below 14,000 pounds GVWR and the corresponding engines that are subject to the OBD requirements of this part. * * * * * (3) Information dissemination . Each manufacturer shall provide or cause to be provided to the persons specified in paragraph (f)(2)(i) of this section and to any other interested parties a manufacturer

- specific website containing the information specified in paragraph (f)(2)(i) of this section for vehicles identified in paragraph (f)(1) of this section that have been offered for sale;Page 656 of 961

this requirement does not apply to indirect information, including the information specified in paragraphs (f)(12) through (f)(16) of this section. Each manufacturer website shall

– * * * * * (6) * * * (ii) * * * (D) An y alternative means proposed b y a manufacturer must be available to aftermarket technicians at a fair and reasonable price. * * * * * (7) * * * (i) All information required to be made available by this section shall be made available at a fair and reasonable price. In determining whether a price is fair and reasonable, consideration may be given to relevant factors, including, but not limited to, the following: * * * * * (ii) * * * (B) The Administrator will act on the request within 180 day s follow ing receipt of a complete request or following receipt of any additional information requested b y the Administrator. * * * * * (10) * * * (ii) Provide on the manufacturer’s website an index of all emissions

- related training information available fo r purchase b y aftermarket service providers for 1994 and newer vehicles. The required information must be made available for purchase within 3 months of model introduction and then must be made available at the same time it is made available to manufacturer - franchised dealerships, whichever is earlier. The index shall describe the title of the course or instructional session, the cost of the video tape or duplicate, and information on how to order the item(s) from the manufacturer website . All of th e items available must be shipped within 24 hours of the order being placed and are to be made available at a fair and reasonable price as described in paragraph (f)(7) of this section. Manufacturers unable to meet the 24 hour shipping requirement under ci rcumstances where orders exceed suppl y and additional time is needed by the distributor to reproduce the item being ordered may exceed the 24 hour shipping requirement, but in no instance can take longer than 14 day s to ship the item. * * * * * (13) Generi c and enhanced information for scan tools . Manufacturers shall make available to equipment and tool companies all generic and enhanced service information including bi

directional control and data stream information as defined in paragraph (f)(2)(ii) of th is section. This requirement applies for 1996 and later model year vehicles. * * * * * (iv) Manufacturers can satisfy the requirement of paragraph (f)(13)(iii) of this section by making available diagnostic trouble trees on their websites in full text. * * * * * (16) * * * (i) Manufacturers who have developed special tools to extinguish the malfunction indicator light (MIL) for Model Years 1994 through 2003 shall make available the necessary information to equipment and tool companies to design a comparable generic tool. * * * * * (g) Through model ye ar 2013, the manufacturer shall furnish or cause to be furnished to the purchaser the following statement for each new diesel

- fueled Tier 2 vehicle (certified using a testPage 657 of 961

fuel with 15 ppm sulfur or l ess): “This vehicle must be operated onl y with ultra low sulfur diesel fuel (that is, diesel fuel meeting EPA specifications for highway diesel fuel, including a 15 ppm sulfur cap).” **§ 86 .1808**  **- 07 [Removed]**  172. Remove **§ 86** .1808

- 07. 173. Section 86.1809

- 12 is amend ed b y revising paragraph (c) introductory text to read as follows: **§ 86 .1809**  **- 12**  **Prohibition of defeat devices.** * * * * * (c) For cold temperature CO and cold temperature NMHC emission control, the Administrator will use a guideline to determine the appro priateness of the CO and NMHC emission control at ambient temperatures between 25 °F (the upper bound of the FTP test temperature range) and 68 °F (the lower bound of the FTP test temperature range). The guideline for CO emission congruity across the intermediate temperature range is the linear interpolation between the CO standard applicable at 25 °F and the CO standard applicable at 68 °F. The guideline for NMHC emission congruity across the intermediate temperature range is the linear interpolation betwe en the NMHC FEL pass limit ( e.g., 0.3499 g/mi for a 0.3 g/mi FEL) applicable at 20 °F and the Tier 2 NMOG standard or the Tier 3 NMOG+NOx bin standard to which the vehicle was certified at 68 °F, where the intermediate temperature NMHC level is rounded to the nearest hundredth for comparison to the interpolated line. For vehicles that exceed this CO emissions guideline or this NMHC emissions guideline upon intermediate temperature testing: * * * * * 174. Section 86.1810

- 01 is amended b y removing and reserv ing paragraph (m), and revising paragraphs (f

) , (k)(3) , and ( o ) to read as follows: **§ 86.1810 -**  **01 General standards; increase in emissions; unsafe condition; waivers.** * * * * * (f) Altitude requirements. Unless otherwise specified, emission standards apply at low

- altitude conditions and at high

- altitude conditions. The following exceptions appl y: (1) The supplemental exhaust emission standards as described in § 86.1811

– 04(f) appl y onl y at low

- altitude conditions; (2) The cold temperature NMHC emissio n standards as described in § 86.1811

– 10(g) appl y onl y at low

- altitude conditions; (3) The evaporative emission standards specified in § 86.1811

- 09(e) appl y at low

- altitude conditions. The evaporative emission standards specified in § 86.1811

- 04(e) continue to appl y at high

- altitude conditions for 2009 and later model year vehicles. * * * * * (k) * * * (3) Refueling receptacle requirements. Compressed natural gas vehicles must meet the requirements for fueling connection devices as specified in § 86 .1813

- 17(f)(1). * * * * * (o) NMOG measurement procedures . M easure NMOG emissions using the procedures described in 40 CFR 1065.635

. * * * * *Page 658 of 961

175. A new § 86 .1810

- 17 is added to subpart S to read as follows: **§ 86.1810 -**  **17 General requirements.** The following pro visions apply to all vehicles certified under this subpart: (a) An y device, s ys tem or element of design installed on or incorporated in a new motor vehicle to enable such vehicle to conform to the standards imposed by this subpart: (1) Shall not in its ope ration or function cause the emission into the ambient air of any noxious or toxic substance that would not be emitted in the operation of such vehicle without such sy stem, except as specificall y permitted by regulation; and (2) Shall not in its operation, function or malfunction result in any unsafe condition endangering the vehicle, its occupants, or persons or property in close proximity to the vehicle. (b) In establishing the phy sicall y adjustable range of each adjustable parameter on a new motor vehicl e, the manufacturer shall ensure that, taking into consideration the production tolerances, safe vehicle drivability

characteristics are available within that range. (c) Unless otherwise specified, the emission standards of this subpart appl y equally for certification and for in

- use vehicles throughout the specified useful

- life period. Also, manufacturers must use good engineering judgment to determine that all of a vehicle’s emission

related components are designed to operate properly throughout the spec ified useful

- life period. (d) Vehicles may

not discharge crankcase emissions into the ambient atmosphere. (e) All vehicles must have an onboard diagnostic system as described in § 86 .1806. (f) Emission standards apply at low

- altitude conditions and at high

- altitude conditions, except as noted in this subpart. (g) The cold temperature CO and NMHC standards in this subpart refer to test procedures set forth in subpart C of this part and 40 CFR part 1066, subpart H. All other emission standards in this subpart rely

on test procedures set forth in subpart B of this part. These procedures rel y on the test specifications in 40 CFR parts 1065 and 1066 as described in subparts B and C of this part. (h) Multi

- fueled vehicles (including dual

- fueled and flexible

- fueled vehicles) must comply with all the requirements established for each consumed fuel ( and blend of fuels for flexible

- fueled vehicles). The following specific provisions apply for flexible

- fueled vehicles that operate on ethanol and gasoline: (1) For exhaust emissions, we may identify the worst

- case fuel blend for testing in addition to what is required for gasoline

- fueled vehicles. The worst

- case fuel blend may be the fuel specified in 40 CFR 1065.725, or it may con sist of a combination of the fuels specified in 40 CFR 1065.710 (b) and 1065.725. We may waive testing with the worst

- case blended fuel for US06 and/or SC03 duty

cycles; if we waive onl y SC03 testing, substitute the SC03 emission result using the standard test fuel for gasoline

- fueled vehicles to calculate composite SFTP emissions. (2) For refueling emissions, we may identify the worst

- case fuel blend for testing in addition to what is required for gasoline

- fueled vehicles. The worst

- case fuel blend may consist of a combination of the fuels specified in 40 CFR 1065.710(c) and 1065.725. This is generall y expected to be a fuel blend with 10 percent ethanol and a nominal Dry Vapor Pressure Equivalent of 10 psi. You may prepare such a worst

- case fuel blend by mixing it before dispensing into the vehicle’s fuel tank, or b y consecutivel y dispensing appropriate amounts of the two specified fuels into a fuel tank.Page 659 of 961

(3 ) No additional spitback or evaporative emission testing is required beyond the emission measurements with the gasoline test fuel specified in 40 CFR 1065.710. (i) Where we specify

requirements based on a percentage of total sales volume in a given model ye ar, you may

instead ask us to calculate the percentage based on production volumes instead of sales volumes. **§ 86 .1811**  **- 01 [Removed]**  176. Remove **§ 86** .1811

- 01. 177. Section 86.1811

- 04 is revised as follows: a. By revising paragraph (e)(3)(i). b. By removing and reserving paragraph (h). c. By revising paragraphs (j ) , (n) , and ( o)(1 ) to re ad as follows: **§ 86.1811**  **- 04** 

**– Emission standards for light**  **- duty vehicles, light**  **- duty trucks and medium**  **** **duty passenger vehicles.** * * * * * (e) * * * (3) * * * (i) For gasoline

- fueled and methanol

- fueled LDV, LDT and MDPV: 0.20 grams hydrocarbon per gallon ( 0.053 grams per liter) of fuel dispensed. This standard also applies for diesel

- fueled LDV. * * * * * (j) Highway NOX exhaust emission standard. The NOx emissions measured on the federal Highway Fuel Econom y Test in 40 CFR part 600, subpart B, must not be greater than 1.33 times the applicable FTP NOx standard to which the manufacturer certifies the test group. Both the measured emissions and the product of the NOx standard and 1.33 must be rounded to the nearest 0.01 g/mi before being compared. * * * * * (n) Requirements for vehicles with rechargeable energy storage systems. Manufacturers must measure emissions from hy brid electric vehicles (including plug

- in hy brid electric vehicles) as described in 40 CFR part 1066, subpart F, except that these procedures do not apply for plug

- in hy brid electric vehicles during charge

- depleting operation. (o) * * * (1) Manufacturers must measure NMOG emissions using the procedures described in 40 CFR 1066.635

. * * * * * 178. A new § 86 .1811

- 17 is added to subpart S to read as follows: **§ 86.1811**  **- 17**  **Exhaust emission standards for light -**  **duty vehicles, light -**  **duty trucks and medium**  **- duty passenger vehicles.**  (a) Applicability

and general provisions . This section describes exhaust emission standards that apply for model year 2017 and later light

- dut y vehicles, light

- dut y trucks, and medium

- duty passenger vehicles. MDPVs are subject to all the same provisions of this section that appl y to LDT4. Some of the provisions of this section also apply to heavy

- dut y vehicles as specified i n § 86 .1816. See § 86 .1818 for greenhouse gas emission standards. See § 86 .1813 for evaporative and refueling emission standards. This section may appl y to vehicles from model years earlierPage 660 of 961

than 2017 as specified in paragraph (b)(11) of this section. (b) Tier 3 exhaust emission standards . Exhaust emissions may not exceed the Tier 3 exhaust emission standards, as follows: (1) Measure emissions using the chassis dy namometer procedures of 40 CFR part 1066, as follows: (i) Establish appropriate load sett ings based on loaded vehicle weight (see § 86 .1803). (ii) Use appropriate driving schedules. Measurements involve testing over multiple driving schedules. The Federal Test Procedure (FTP) is based on testing with the Urban Dy namometer Driving Schedule (UDDS). The Supplemental Federal Test Procedure (SFTP) involves testing with the UDDS, the US06 driving schedule, and the SC03 driving schedule. See 40 CFR 1066.801 for further information on these test cycles. (iii) Calculate SFTP emissions as a composi te of test results over the driving schedules identified in paragraph (b)(1)(ii) of this section based on the following calculation: SFTP (g/mi) = 0.35 ∙FTP + 0.28∙US06 + 0.37∙SC03 (A) For test vehicles that do not have air conditioning, you may omit SC03 testing. To calculate composite SFTP emissions for such vehicles, use FTP emission results to substitute for the SC03 value in the equation. (B) You may

also use FTP emission results to substitute for the SC03 value in the equation for the types of vehicles identified in 40 CFR 600.115 that automatically qualify for the derived 5

- cycle method for determining fuel econom y label values. Such vehicles remain subject to the SFTP standard when tested over the SC03 driving schedule. Other vehicles remain subject to the litmus

- test provisions in 40 CFR 600.115. (iv) Use E10 test fuel as required in § 86 .113, except as specified in this section. (v ) Hydrocarbon emission standards are expressed as NMOG; however, for certain vehicles you may measure exhaust emissions based on nonmethane hydrocarbon instead of NMOG as described in 40 CFR 1066.635. ( vi ) Measure emissions from hy brid electric vehicles (including plug

- in hybrid electric vehicles) as described in 40 CFR part 1066, subpart F, except that these procedures do not apply for plug

- in hy

brid electric vehicles during charge

- depleting operation. (2) Table 1 of this section describes full y phased

- in Tier 3 standards that apply as specified in this paragraph (b) for the identified driving schedules. The FTP standards for NMOG+NOx apply on a fleet

- average basis using discrete bin standards as described in paragraph (b)(4) of this section. The bin s tandards include additional emission standards for high

- altitude testing and for CO emissions when testing over the FTP driving schedule. The SFTP standards for NMOG+NOx appl y on a fleet

- average basis as described in paragraph (b)(5) of this section. Tab le 1 follows:Page 661 of 961

Table 1 of § 86 .1811

- 17

– Fully Phased

- in Tier 3 Exhaust Emission Standards (g/mile) NMOG+NOx PM CO Formaldehyde FTP 1 SFTP FTP US06 SFTP FTP 0.030 0.050 0.003 0.006 4.2 0.004

1 The fleet

- average FTP emission standard for NMOG+NOx is 0.026 g/mile for any LDV or LDT1 test group certified to standards based on a useful life of 120,000 miles or 10 years in a given model year. (3) The FTP standards specified in this section apply for testing at low

- altitude conditions and high

- altitude condit ions as specified in paragraph (b)(4) of this section. The SFTP standards specified in paragraph (b)(2) of this section apply onl y for testing at low

- altitude conditions. (4) The FTP emission standard for NMOG+NOx is based on a fleet average for a given model year. You must specify a family emission limit (FEL) for each test group. The FEL serves as the emission standard for the test group with respect to all required FTP testing. Calculate your fleet

- average emission level as described in § 86 .1860 ba sed on the FEL that applies for low

- altitude testing to show that you meet the specified standard. For multi

fueled vehicles, calculate fleet

- average emission levels based onl y on emission levels for testing with gasoline or diesel fuel. You may generate emission credits for banking and trading and you may use banked or traded credits as described in § 86 .1861 for demonstrating compliance with the FTP emission standard for NMOG+NOx. You comply with the emission standard for a given model ye ar i f you have enough credits to show that yo ur fleet

- average emission level is at or below the applicable standard. You may exchange FTP credits between or among an y test groups subject to standards under this section. You may not exchange FTP and SFTP credits. (i) Specify

one of the identified values from Table 2 of this section as the FEL for demonstrating that your fleet

- average emission level complies with the FTP emission standard for NMOG+NOx under low

- altitude conditions. These FEL values define emission bins that also determine corresponding emission standards for NMOG+NOx emissions under high

- altitude conditions, and for CO emissions, as follows: Table 2 of § 86 .1811

- 17

— Tier 3 FTP Bin Standards (g/mile) FEL Name NMOG+NOx

FEL s for Low Altitude NMOG+NOx for

High Altitude CO for Low and High Altitude Bin 160 0.160 0.160 4.2 Bin 125 0.125 0.160 2.1 Bin 70 0.070 0.105 1.7 Bin 50 0.050 0.070 1.7 Bin 30 0.030 0.050 1.0 Bin 20 0.020 0.030 1.0 Bin 0 0.000 0.000 0.0Page 662 of 961

(ii) Manu facturers earn a compliance credit of 0.005 g/mile NMOG+NOx for vehicles that are certified for a useful life of 150,000 miles or 15 years and that are covered by an extended warranty

over the same period for all components whose failure triggers MIL illum ination. Manufacturers may appl y the compliance credit as follows: (A) You may

reduce your official FTP emission result for certification by the amount of the compliance credit if that allows you to certify to a more stringent bin. In that case, you may use the more stringent bin standard for calculating the fleet

- average NMOG+NOx emission level. For an y compliance testing with these vehicles, the applicable FTP bin standard for NMOG+NOx is higher than the specified bin standard b y the amount of the comp liance credit. For example, if the official FTP emission result for NMOG+NOx is 0.052 g/mile, this qualifies for an FEL of 0.050 g/mile for calculating the fleet average and the vehicle is subject to an FTP bin standard of 0.055 g/mile. (B) If the amount of the compliance credit does not allow you to certify to a more stringent bin, calculate the fleet

- average NMOG+NOx emission level using an FEL for these vehicles that is smaller than the bin standard b y the amount of the compliance credit. For any compliance testing with these vehicles, the specified bin standard applies. For example, if the official FTP emission result for NMOG+NOx is 0.038 g/mile, calculate the fleet

- average NMOG+NOx emission level by specifying an FEL of 0.045 g/mile; these vehicle s are subject to the specified FTP bin standard of 0.050 g/mile. ( iii ) If you qualify for a compliance credit for direct ozone reduction under the LEV III program, you may appl y the compliance credit approved for California vehicles as described in para graphs (b)(4)(ii)(A) and (B) of this section. (iv) You may

combine the adjustments in paragraphs (b)(4)(ii) and (iii) of this section if yo u qualify

for them separatel y. (5) The SFTP emission standard for NMOG+NOx is also based on a fleet average in a g iven model year. You must specify FELs as described in paragraph (b)(4) of this section and calculate a fleet

- average emission level to show that you meet the SFTP emission standard for NMOG+NOx, except that you may specify FELs in any

even increment of 0 .010 g/mile up to a maximum value of 0.180 g/mile. You may generate emission credits for banking and trading and you may use banked or traded credits as described in § 86 .1861 for demonstrating compliance with the SFTP emission standard for NMOG+NOx. You comply with the emission standard for a given model ye ar if you have enough credits to show that yo ur fleet

- average emission level is at or below the applicable standard. You may exchange SFTP credits between or among an y test groups subject to standards under this section. You may not exchange FTP and SFTP credits. The SFTP standards described in this section apply onl y for testing at low

- altitude conditions. (6) The full Tier 3 program includes new emission standards for NMOG+NOx, PM, CO, and formalde hyde; it also includes measurement with a new test fuel and a longer useful life (for some vehicles). Vehicles meeting all these requirements are considered Final Tier 3 vehicles. Vehicles that do not meet all the Tier 3 requirements are considered Interim Tier 3 vehicles. Paragraphs (b)(7) through (13) of this section describe how to comply with standards during a phase

- in period. (7) The Tier 3 PM standards phase in over several years. The following provisions describe the primary

approach for phasing in the Tier 3 PM standards:Page 663 of 961

(i) You must meet the FTP and the US06 PM standards with 20, 20, 40, 70, and 100 percent of your projected nationwide sales of all vehicles subject to this section in model ye ars 2017 through 2021, respectivel y. In model years 2017 and 2018, an interim US06 PM standard of 0.010 g/mile applies. Each vehicle meeting the Tier 3 FTP standard for PM must also meet the Tier 3 US06 standard for PM. In model year 2017, the phase

- in requirement applies only

for vehicles at or below 6, 000 pounds GVWR; however, you may meet an alternative phase

- in requirement of 10 percent in model ye ar 2017 based on yo ur full production of vehicles subject to standards under this section. (ii) You may

disregard the phase

- in percentages specified in paragraph (b)(7)(i) of this section if you instead comply with an indexed PM phase

- in schedule as described in this paragraph (b)(7)(ii). To do this, you must notify us of your intent before January 1, 2017, and include a detailed plan for compl yi ng with th e indexed phase

- in schedule. You comply with the indexed phase

- in schedule by calculating a PM phase

- in index at or above 540 using the following equation for model years 2017 through 2021: PM phase

- in index = 5 ∙APP 2017 + 4 ∙APP 2018 + 3 ∙APP 2019 + 2 ∙APP 2020 + APP 2021 Where: APP = The phase

- in percentage of vehicles meeting the Tier 3 PM standards for the indicated model year, based on actual sales, as described in paragraph (b)(7)(i) of this section. (iii) Vehicles meeting the Tier 3 PM standards must meet those standards over the useful life as specified in § 86 .1805. Note that Interim Tier 3 vehicles may have different useful life values for PM emission standards than for other emission standards. (iv) An y vehicles not included for demonstrating complianc e with the Tier 3 PM phase

- in requirement must instead comply with an FTP emission standard for PM of 0.010 g/mile, and a composite SFTP emission standard for PM of 0.070 g/mile. (v) Measure PM emissions from all vehicles using the same test fuel speci fied in paragraph (b)(8) of this section for measuring NMOG+NOx emissions. (vi) You may

certify Interim Tier 3 vehicles based on carryover data. (vii) You may

use the alternative phase

- in provisions described in paragraph (b)(9) of this section to transi tion to the Tier 3 exhaust emission standards on a different schedule. (8) The following provisions describe the primary approach for phasing in the Tier 3 standards other than PM in 2025 and earlier model years: (i) FTP phase

- in . The fleet

- average FTP emission standard for NMOG+NOx phases in over several ye ars as described in this paragraph (b)(8)(i). You must identify FELs as described in paragraph (b)(4) of this section and calculate a fleet

- average emission level to show that you meet the FTP emissi on standard for NMOG+NOx that applies for each model year. For model year 2017, do not include vehicles above 6,000 pounds GVWR. Through model year 2019, you may also certify

to transitional Bin 85 or Bin 110 standards, which consist of all

- altitude FTP emission standards for NMOG+NOx of 0.085 or 0.110 g/mile, respectively ; additional FTP standards for PM, CO, and formaldeh yde appl y as specified in this section for vehicles certified to Bin 125 standards. Fleet

- average FTP emission standards decrease through the phase

- in period as shown in the following table:Page 664 of 961

Table 3 of § 86 .1811

- 17

— Declining Fleet

- Average Tier 3 FTP Emission Standards for NMOG+NOx (g/mile) Model Year LDV, LDT1 1 LDT2, HLDT 2017 2 0.086 0.101 2018 0.079 0.092 2019 0.072 0.083 202 0 0.065 0.074 2021 0.058 0.065 2022 0.051 0.056 2023 0.044 0.047 2024 0.037 0.038 2025 0.030 0.030 1 Calculate the adjusted fleet

- average standard for LDV and LDT1 test groups certified to standards based on a useful life of 120,000 miles or 10 years in a given model year by multiplying the specified value by 0.85 and rounding to the nearest 0.001 g/mile. Through mo del year 2019, apply this adjustment only if one or more test groups is certified to Bin 70 or lower standards based on a useful life of 120,000 miles or 10 years. 2 Vehicles above 6,000 pounds GVWR must meet the Tier 3 standards starting with model year 2018. (ii) SFTP phase

- in . The fleet

- average SFTP emission standard for NMOG+NOx phases in over several years as described in this paragraph (b)(8)(ii). You must identify FELs as described in paragraph (b)(5) of this section and calculate a fleet

- average emission level to show that you meet the SFTP emission standard for NMOG+NOx that applies for each model year. (A) Calculate the fleet

- average emission level together for all your light

- duty vehicles and light

- dut y trucks, except for those certified using the provisions of paragraph (b)(8)(ii)(C) of this section. For model ye ar 2017, do not include vehicles above 6,000 pounds GVWR (in th e numerator or denominator). (B) Fleet

- average FTP emission standards decrease through the phase

- in period as shown in the following table:Page 665 of 961 Table 4 of § 86 .1811

- 17

— Declining Fleet

- Average Tier 3 SFTP Emission Standards Model Year NMOG+NOx

(g/mile) 2 017 1 0.103 2018 0.097 2019 0.090 2020 0.083 2021 0.077 2022 0.070 2023 0.063 2024 0.057 2025 0.050 1 Vehicles above 6,000 pounds GVWR must meet the Tier 3 standards starting with model year 2018. (C) You may

use the Option 1 provisions specified in the LEV III program to demonstrate compliance with EPA’s SFTP standards. Do not include any such test groups when demonstrating compliance with the phased

- in fleet

- average SFTP standards specified in this paragraph (b)(8)(ii). Note that this option i s not available for vehicles certified to the transitional bins described in paragraph (b)(8)(i) of this section. (iii) Interim provisions . (A) For LDT2 and HLDT certified to bins higher than Bin 70 under this section through model year 2019, the Tier 2 us eful life period applies as specified in § 86 .1805

- 12 for all criteria pollutants other than PM. A similar provisions applies for LDV and LDT1, as described in Table 3 of this section. (B) You may

use the E0 test fuel specified in § 86 .113 through model year 2019 for gasoline

- fueled vehicles certified to bins higher than Bin 70. You may not certify these vehicles using carryover data after model year 2019. (iv) You may

use the alternative phase

- in provisions described in paragraph (b)(9) of this section t o transition to the Tier 3 exhaust emission standards on a different schedule. (9) This paragraph (b)(9) describes an alternative approach to phasing in the Tier 3 emission standards for vehicles above 6,000 pounds GVWR. I f you choose this approach, you must phase in the Tier 3 standards for all your vehicles above 6,000 pounds GVWR that are subject to this section according to this schedule. Under this alternative phase

- in, you must meet the fully

phased

- in standards specified in this paragraph (b) wi th 40, 70, and 100 percent of your projected nationwide sales of all vehicles above 6,000 pounds GVWR that are subject to this section in model years 2019 through 2021, respectivel y. Any vehicles not subject to Tier 3 standards during the phase

- in period must continue to comply with the Tier 2 standards in § 86 .1811

- 04(c) and (f), including the Tier 2 SFTP emission standards for NMHC+NOx and CO for 4,000

- mile testing as specified in § 86 .1811

- 04(f)(1). Vehicles subject to Tier 2 standards under this paragraph (b)(9) are subject to the useful life provisions in § 86 .1805

- 12 relative to exhaust emission standards . Each vehicle counting toward the phase

- in percentage under this paragraph (b)(9) must meet all the standards that apply throughout the useful lif

e as specified in § 86 .1805

- 17, and must use the Tier 3 test fuelPage 666 of 961

specified in § 86 .113

- 07. The following exceptions and special provisions apply under this paragraph (b)(9): (i) For model year 2019, yo u may exclude from the phase

- in calculation any test groups with vehicles above 6,000 pounds GVWR that have a Job 1 date on or before [INSERT DATE FOUR YEARS AFTER FRM SIGNATURE] (see 40 CFR 85.2304). (ii) The FTP and SFTP emission standards for NMOG+NOx are fleet

- average standards. Calculat e your fleet

- average values based on all the vehicles that are subject to the standard in a given ye ar. You may not generate credits for banking or trading in model ye ars 2019 or 2020, and you may not use banked or traded credits to demonstrate compliance with the standards in those years. (iii) The US06 emission standard for PM is 0.010 g/mile in model years 2019 through 2021, and 0.006 g/mile starting in model ye ar 2022. The other standards described in this paragraph (b)(9) appl y to all your vehic les above 6,000 pounds GVWR in model years 2022 through 2024. (10) You may

not use credits generated from Tier 2 vehicles for demonstrating compliance with the Tier 3 standards except as specified in this paragraph (b)(10). You may generate earl y credit s with U.S. sales of Tier 2 vehicles in the two model years before the Tier 3 standards start to appl y for a given vehicle model. Vehicles certified to the Tier 2 standards must meet all the Tier 2 requirements in § 86 .1811

- 10, including the fleet

- average Tier 2 standards. Calculate early Tier 3 emission credits as described in § 86 .1861 by subtracting the appropriate Tier 2 fleet

- average value for FTP emissions of NMOG+NOx from 0.160 g/mile. Calculate your fleet

- average value for the model year based on vehicles at or below 6,000 pounds GVWR in 2015, on all sizes of vehicles in 2016, and on vehicles above 6,000 pounds GVWR in 2017. You may use these earl y credits as described in § 86 .1861 for demonstrating compliance with the FTP emission standard for NMOG+NOx starting in model year 2017. For model years 2018 and later, you may use these earl y credits for banking or trading subject to a limitation based on credits generated in California, as follows: (i) For the applicable model years in which you generate emission credits relative to California’s LEV III fleet

- average NMOG+NOx standard, determine the actual California sales of light

- duty vehicles and light

- duty

trucks and the actual nationwide sales of those same vehicles. In 2015, count sales only fro m vehicle models at or below 6,000 pounds GVWR. For each model year, multiply the credits generated under the California program b y the ratio of nationwide vehicle sales to LEV III vehicle sales to calculate an effective nationwide quantity . Sum these re sults for model years 2015 through 2017. Note that this calculation results in a maximum credit quantity based on vehicle sales in all states, even though the initial credit calculation does not include vehicle sales in California or the section 177 state s. If you compl y with the LEV III standards based on pooled emission credits for California and the section 177 states, use those pooled emission credits and corresponding sales for calculating the maximum credit quantity

under this paragraph (b)(10)(i). (ii) You may

not use more earl y credits generated under this paragraph (b)(10) for banking or trading to demonstrate compliance with Tier 3 emission standards than the calculated value of the effective nationwide credit quantity summed in paragraph (b)(1 0)(i) of this section. If your generated credits are greater than this threshold, determine the percentage of your generated earl y credits that exceed the threshold. Calculate an adjusted quantity of earl y credits generated under this paragraph (b)(10) b yPage 667 of 961

decreasing the generated quantity from each model year b y the calculated percentage that exceed the applicable threshold. This adjusted quantity of credits may

be used for banking or trading relative to the Tier 3 standards , subject to the five

- ye ar credit life described in § 86 .1861. (11) You may

certify vehicles to the Tier 3 standards starting in model year 2015 . To do this, yo u may either sell all your LEV III veh icles models nationwide, or you may certify a subset of your fleet to alternate fleet

- average emission standards as follows: (i) The alternate fleet

- average FTP emission standards for NMOG+NOx are 0.100 g/mile in 2015 and 0.093 g/mile in 2016 for LDV and L DT1. (ii) The alternate fleet

- average FTP emission standards for NMOG+NOx are 0. 119 g/mile in 2015, 0. 110 g/mile in 2016 , and 0.101 g/mile in 2017 for LDT2 and HLDT. (iii) The alternate fleet

- average SFTP emission standards for NMOG+NOx are 0.140 in 201 5 for LDV and LDT1, 0.110 in 2016 for all vehicles, and 0.103 in 2017 for LDT2 and HLDT. (iv) The vehicles must meet FTP and SFTP standards for PM as specified in § 86 .1811

- 04. The PM testing provisions of § 86 .1829

- 01(b)(1)(iii)(B) appl y for these vehi cles. (v) Vehicles not certified to the Tier 3 standards in a given model year must meet all the requirements that appl y for Tier 2 vehicles in that model year. (vi) For cold temperature testing and for high

- altitude testing, you may use the E0 fuel speci fied in § 86 .113

- 04(a) or § 86 .213 instead of the E10 test fuel specified in § 86 .113

- 07. (vii) For vehicles certified under this paragraph (b)(11), you may generate emission credits and use those credits for demonstrating compliance with Tier 3 standards as described in paragraph (b)(10) of this section. (12) The following alternate standards apply for in

- use testing: (i) Alternate in

- use FTP standards for NMOG+NOx apply for 2021 and earlier model ye ar vehicles certified to Bin 70 and lower. Calculate th ese alternate standards b y multiplying the applicable FEL b y 1.4. These alternate standards appl y only for testing at low

- altitude conditions. (ii) The alternate in

- use FTP standard for PM is 0.006 g/mile for 2021 and earlier model ye ar vehicles. (iii) The in

- use US06 standard for PM is 0.010 g/mile for 2023 and earlier model year vehicles. (13) Keep records as needed to show that you meet the requirements specified in this paragraph (b) for phasing in standards and for complying with declining fleet

- average average standards. (c) Highway

NMOG+NOx exhaust emission standard

. NMOG+NOx emissions measured on the federal Highway

Fuel Economy

Test in 40 CFR part 600, subpart B, may not exceed the applicable FTP bin standard for NMOG+NOx. Demonstrate compliance with this standard for low

- mileage vehicles b y applying the appropriate deterioration factor. For vehicles not certified to any Tier 3 emission standards specified in paragraph (b) of this section, the provisions of § 86 .1811

- 04(j) appl y inste ad of this paragraph (c). (d) Special provisions for Otto

- cycle engines . The special provisions described in this paragraph (d) appl y for vehicles with Otto

- cycle engines. For vehicles not certified to any Tier 3 emission standards, the provisions of § 8 6 .1810

- 01(i)(6), (i)(13), and (i)(14) appl y instead of this paragraph (d).Page 668 of 961

(1) Enrichment limits . The nominal air

- fuel ratio throughout the US06 cycle may not be richer than the leanest air

- fuel mixture required for lean best torque, except as allowed und er paragraph (d)(2) of this section. Unless we approve otherwise in advance, lean best torque is the leanest air

- fuel ratio required at an y speed and load point with a fixed spark advance to make peak torque. The allowable tolerance around the nominal va lue for any given speed and load point over the US06 cycle for a particular vehicle is 4 percent, which is calculated as the nominal mass

- based air

- fuel ratio for lean best torque divided by 1.04. (2) Engine protection . AECDs that use commanded enrichme nt to protect the engine or emission control hardware must not use enrichment more frequently or to a greater degree than is needed for this purpose. For purposes of this section, commanded enrichment includes intended engine operation at air

- fuel ratios rich of stoichiometry , except the following: (i) Cycling back and forth in a narrow window between rich and lean operation as a result of feedback controls targeted to maintain overall engine operation at stoichiometry

. (ii) Small changes in the target air

- fuel ratio to optimize vehicle emissions or drivability

. This may be called “closed

- loop biasing.” (iii) Temporary

enrichment in response to rapid throttle motion. (iv) Enrichment during cold

- start and warm

- up conditions. (v) Temporary

enrichment for running OBD checks to comply with § 86 .1806. (3) A/C

- on specific calibrations. (i) A/C

- on specific calibrations (e.g., air

- fuel ratio, spark timing, and exhaust gas recirculation) that differ from A/C

- off calibrations may be used for a given set of engine op erating conditions (e.g., engine speed, manifold pressure, coolant temperature, air charge temperature, and any other parameters). Such calibrations must not unnecessarily reduce emission control effectiveness during A/C

- on operation when the vehicle is o perated under conditions that may reasonably

be expected during normal operation and use. If emission control effectiveness decreases as a result of such calibrations, the manufacturer must describe in the Application for Certification the circumstances under which this occurs and the reason for using these calibrations. (ii) For AECDs involving commanded enrichment, these AECDs must not operate differentl y for A/C

- on operation than for A/C

- off operation, except as provided under paragraph (d)(2) of this section. This includes both the sensor inputs for triggering enrichment and the degree of enrichment employed. (4) “ Lean

- on - cruise” calibration strategies. Manufacturers may use “lean

- on - cruise” strategies subject to the following specifications: (i) A “lean

- on - cruise” strategy is defined as the use of an air

- fuel ratio significantly leaner than stoichiometry

during non

- deceleration conditions at speeds above 40 mph. (ii) You must not employ “lean

- on - cruise” strategies during vehicle operation in normal driving conditions, including A/C usage, unless at least one of the following conditions is met: (A) Such strategies are substantially employed during the FTP, US06, or SC03 duty cycle. (B) Such strategies are demonstrated not to significantly reduce vehic le emission control effectiveness over the operating conditions in which they are employed. (C) Such strategies are demonstrated to be necessary to protect the vehicle occupants, engine, or emission control hardware.Page 669 of 961

(iii) If you propose to use a “lean

- on - cruise” strategy , you must describe in the application for certification the circumstances under which such a calibration would be used and the reasons for using it. (e) through (f) [Reserved] (g) Cold temperature exhaust emission standards . The following standards apply for vehicles tested over the test procedures specified in subpart C of this part: (1) Cold temperature CO standards . These cold temperature CO standards are applicable onl y to gasoline

- fueled vehicles. These standards apply for testing at low

- altitude conditions and high

- altitude conditions. Cold temperature CO exhaust emission standards apply when measured using the test procedures specified in subpart C of this part, as follows: (i) For LDV and LDT1, the standard is 10.0 g/mile CO. (ii) For LDT2, LDT3 and LDT4, the standard is 12.5 grams per mile CO. (2) Cold temperature NMHC standards

. Fleet average cold temperature NMHC standards are applicable onl y to gasoline

- fueled vehicles, and apply equally to certification and in

- use except as otherwise specified in § 86 .1811

- 10(u) for in

- use standards for applicable phase

- in models. Testing with other fuels such as a high

- level ethanol

- gasoline blend, or testing on diesel vehicles, is not required. Multi

- fuel, bi

- fuel or dual

- fuel vehicles must c omply with requirements using gasoline only

. (i) The standards are shown in the following table: Table 5 of § 86 .1811

- 17

—Fleet Average Cold Temperature NMHC Exhaust Emission Standards Vehicle weight category Cold temperature NMHC sales

- weighted fleet av erage standard (g/mile) LDV and LLDT 0.3 HLDT 0.5 (ii) The manufacturer must calculate its fleet average cold temperature NMHC emission level(s) as described in § 86 .1864

– 10(m). (iii) The standards specified in this paragraph (g)(2) apply only for te sting at low

- altitude conditions. However, manufacturers must submit an engineering evaluation indicating that common calibration approaches are utilized at high altitudes. Any deviation from low altitude emission control practices must be included in the auxiliary emission control device (AECD) descriptions submitted at certification. Any AECD specific to high altitude must require engineering emission data for EPA evaluation to quantify an y emission impact and validity of the AECD. (h) Small

- volume manuf

acturers . Small

- volume manufacturers may use the following Tier 3 phase

- in provisions: (1) Instead of the fleet

- average FTP standards for NMOG+NOx specified in this section, small

- volume manufacturers may meet alternate fleet

- average standards of 0.125 g/mile through model ye ar 2021, and 0.051 g/mile for model years 2022 through 2027. The following additional provisions apply for vehicles certified under this paragraph (h)(1): (i) Vehicles are subject to exhaust emission standards over the useful life as specified in § 86 .1805

- 12 through model year 2021 , and as specified in this section starting in model ye ar 2022

.Page 670 of 961

(ii) Gasoline

- fueled vehicles may use the E0 test fuel specified in § 86 .113

- 04 for vehicles certified to bins higher than Bin 70 through model ye ar 2021. (iii) Vehicles certified under this paragraph (h)(1) may generate emission credits and they may use banked or traded emiss ion credits relative to the alternate fleet

- average FTP standard for NMOG+NOx only in model years 2022 through 2027. (iv) Vehicles are subject to all the other requirements specified in this section. (2) Small

- volume manufacturers may delay complying w ith all the requirements of this section until model year 2022, and instead meet all the requirements that apply to Tier 2 vehicles under § 86 .1811

- 10 for 2021 and earlier model ye ars. (3) If meeting the Tier 3 standards would cause severe ec onomic hardship, small

- volume manufacturers may

ask us to approve an extended compliance deadline under the provisions of 40 CFR 1068.250, except that the solvency criterion does not appl y and there is no maximum duration of the hardship relief. **§ § 86**  **.18 12**  **- 01 and 86.1813**  **- 01 [Removed]**  179. Remove **§ § 86**  .1812

- 01 and 86.1813

- 01. 180. A new § 86 .1813

- 17 is added to subpart S to read as follows: **§ 86.1813**  **- 17**  **Evaporative and refueling emission standards.** Vehicles must meet evaporative and refueling emission standards a s specified in this section. These standards appl y for heav y dut y vehicles above 14,000 pounds GVWR as specified in § 86 .1801. The emission standards appl y for total hydrocarbon equivalent (THCE) measurements using the test procedures specified in subpar t B of this part, as appropriate. Note that § 86.1829 allows you to certify

without testing in certain circumstances. Except as specified in paragraph (b) of this section, evaporative and refueling emission standards do not apply for diesel

- fueled vehicl es. Unless otherwise specified, MDPVs are subject to all the same provisions of this section that apply

to LDT4. (a) Tier 3 evaporative emission standards . Vehicles may not exceed the Tier 3 evaporative emission standards, as follows: (1) Measure emission s using the test procedures of subpart B of this part, as follows: (i) Follow the vehicle preconditioning and exhaust testing procedures as described in subpart B of this part. (ii) Measure diurnal, running loss, and hot soak emissions as shown in § 86 .130 . This includes separate measurements for the two

- diurnal test sequence and the three

- diurnal test sequence; however, gaseous

- fueled vehicles are not subject to evaporative emission standards using the two

- diurnal test sequence. (iii) For gasoline

- fue led vehicles, use E10 test fuel as required in § 86 .113, except as specified in this section. (iv) Emissions are generally measured with a flame ionization detector (FID). In the case of diurnal, hot soak, and running loss testing with E10 test fuel, mult iply measured (unspeciated) FI D values by 1.08 to account for the FID’s reduced response to ethanol. You may instead determine total hydrocarbon equivalent for E10 testing based on speciated measurements as described in § 86.143

- 96(c). You must use the same method (with or without speciation) for all of the specified evaporative testing for a given evaporative/refueling family . Similarl y, an y evaporative/refueling families certified in later model years using carryover dat a must use the same method that was used for thePage 671 of 961

original testing. We may do testing with or without speciation, but we will apply the 1.08 correction factor to unspeciated measurements only if you also use it to determine your final test results. (2) Diurnal and hot soak emissions may not exceed the Tier 3 emission standards, as follows: (i) The emission standard for the sum of diurnal and hot soak measurements from the two
- diurnal test sequence and the three

- diurnal test sequence is based on a fleet av erage in a given model year. You must specify a famil y emission limit (FEL) for each evaporative famil y. The FEL serves as the emission standard for the evaporative famil y with respect to all required diurnal and hot soak testing. Calculate your fleet average emission level as described in § 86 .1860 based on the FEL that applies for low

- altitude testing to show that you meet the specified standard. For multi

- fueled vehicles, calculate fleet

- average emission levels based onl y on emission levels for testi ng with gasoline. You may generate emission credits for banking and trading and you may use banked or traded credits for demonstrating compliance with the diurnal plus hot soak emission standard for vehicles required to meet the Tier 3 standards , other than electric vehicles and gaseous

- fueled vehicles, as described in § 86 .1861 starting in model year 2017 . You comply with the emission standard for a given model year if you have enough credits to show that your fleet

- average emission le vel is at or below the applicable standard. You may exchange credits between or among evaporative families within an averaging set as described in § 86 .1861. Separate diurnal plus hot soak emission standards apply as shown for high

- altitude conditions. The sum of diurnal and hot soak measurements may not exceed the following fleet

- average Tier 3 standards: Table 1 of § 86 .1813

- 17

— Tier 3 Diurnal Plus Hot Soak Emission Standards (grams per test) Vehicle category Lo w - altitude conditions High

- altitude

cond itions LDV, LDT1 0.300 0.65 LDT2 0.400 0.85 HLDT 0.500 1.15 1 HDV 0.600 1.75 1 1.25 g/test for MDPVs. (ii) Specify

FELs as follows: (A) You may

specify the low

- altitude FEL in increments of 0.025 g above or below the otherwise applicable Tier 3 diurn al plus hot soak standard, up to the maximum values specified in the following table: Table 2 of § 86 .1813

- 17

— Tier 3 FEL Caps for Low

- Altitude Testing Vehicle category FEL caps LDV 0.500 LLDT 0.650 HLDT 0.900 MDPV 1.000 HDV 1.4 (B) Calculate the F EL for testing at high

- altitude conditions based on the differencePage 672 of 961 between the low

- altitude FEL and the standard. For example, if a light

- duty vehicle was certified with an FEL of 0.400 g instead of the 0.300 g standard, the FELfor testing under high

- alt itude conditions would be 0.75 g (0.65+0.10). (iii) Hydrocarbon emissions must not exceed 0.020 g for LDV and LDT and 0.030 g for HDV when tested using the Bleed Emission Test Procedure adopted b y the California Air Resources Board as part of the LEV III program. This procedure quantifies diurnal emissions without measuring hot soak emissions. The standards in this paragraph (a)(2)(iii) do not appl y for testing at high

- altitude conditions. For vehicles with non

integrated refueling canisters, the blee d emission test and standard do not apply to the refueling canister. You may perform the Bleed Emission Test Procedure using the analogous test temperatures and the E10 test fuel specified in subpart B of this part. (3) Running losses may

not exceed 0.05 g per mile when measured using the test procedures specified in § 86.134. This standard does not apply for gaseous

- fueled vehicles. (4) Fuel sy stems for vehicles operating on one or more volatile liquid fuels may not exceed an effective leak diameter o f 0.02 inches when measured using the procedure specified in 40 CFR 1066.985. For vehicles with fuel tanks exceeding 25 gallons nominal fuel tank capacity , you may

request our approval for a leak standard greater than 0.020 inches, up to a maximum value o f 0.040 inches. (5) The Tier 3 evaporative emission standards start to phase in with model year 2017 for vehicles at or below 6,000 pounds GVWR and with model year 2018 for vehicles above 6,000 pounds GVWR. Table 3 of this section specifies the minimum p ercentage of each manufacturer’s sales in each model ye ar that must be certified to the Tier 3 evaporative emission standards. Calculate annual percentages based on actual nationwide sales of all vehicles subject to standards under this paragraph (a) for the applicable model year; however, if all your FELs for Tier 3 evaporative families are at the applicable standard (neither generating nor using emission credits), the phase

- in requirements are based on projected sales. Also, if you certify vehicles abov e 6,000 pounds GVWR to the Tier 3 evaporative emission standards in model year 2017, you may count projected U.S. sales of those vehicles toward your calculation for meeting the 40 percent requirement in 2017 (numerator onl y). Manufacturers may

meet this requirement using the additional alternative phase

- in provisions in paragraph (g) of this section. Vehicles from the identified model years not certified to the Tier 3 evaporative emission standards continue to be subject to the evaporative emission stand ards specified in § 86.1811

- 09(e) or § 86.1816

- 08(d) , including the useful life provisions of § 86 .1805

- 12. Note that this subjects LDV and LDT1 to a 150,000 mile useful life for evaporative emissions if the vehicles are subject to a 150,000 mile useful life for exhaust emissions. Keep records as needed to show that you meet the phase

- in requirements specified in this section. See paragraph (g) of this section for additional provisions that apply for model year 2017 and the rest of the phase

- in.Page 673 of 961

Tabl e 3 of § 86 .1813

- 17

— Default Phase

- in Schedule for Tier 3 Evaporative Emission Standards Model year Minimum percentage of vehicles

subject to the Tier 3 standards 2017 40% 1,2 2018 60% 2019 60% 2020 80% 2021 80% 2022 100% 1 The phase

- in percentage f or model year 2017 applies only for vehicles at or below

6,000 pounds GVWR. 2 The leak standard specified in paragraph (a)(4) of this section does not apply for model year 2017. (6) For model year 2017, exclude vehicle sales from California and section 1 77 states from the calculation to demonstrate compliance with the phase

- in schedule in paragraph (a)(5) or (g) of this section, and from the credit calculation in § 86 .1860. (b) Refueling emissions . Light

- dut y vehicles, light

- duty trucks, and complete heavy - dut y vehicles must meet the refueling emission standards in this paragraph (b) when measured over the procedure specified in § 86 .150. These standards apply starting with model year 2018 for vehicles above 10,000 pounds GVWR. The following refueling s tandards apply : (1) 0.20 g THCE per gallon of fuel dispensed for vehicles using volatile liquid fuels . This standard also applies for diesel

- fueled LDV. (2) 0.15 g THC per gallon of fuel dispensed for liquefied petroleum gas - fueled vehicles and natural gas

- fueled vehicles. (c) Fuel spitback . For vehicles fueled b y volatile liquid fuels, fuel spitback emissions may not exceed 1.0 g THCE when measured using the test procedures specified in § 86.146. The fuel spitback standard applies only to newl y assembled vehicles. (d) [Reserved] (e) Auxiliary

engines and separate fuel s ys tems . The provisions of 40 CFR 1037.103(g) appl y for vehicles with auxiliary

engines. This includes any engines installed in the final vehicle co nfiguration that contribute no motive power through the vehicle’s transmission. (f) Refueling provisions for gaseous

- fueled vehicles . The following provisions apply specificall y for gaseous

- fueled vehicles: (1) Compressed natural gas vehicles mu st meet the requirements for fueling connection devices as specified in ANSINGV1

- 2006 (incorporated by reference in § 86 .1). (2) [Reserved] (3) With our advance approval, liquefied petroleum gas

- fueled vehicles with gauges or valves that can be opened to release fuel or fuel vapor during refueling (such as fixed liquid level gauges) may

be tested for refueling emissions without opening such gauges or valves, as outlined in § 86 .157

– 98(d)(2). We will approve your request if you can show that such gauges o r valves will not be open during in

- use refueling due to inaccessibility or other design features that would prevent them from opening or make this very unlikely

. (g) Alternative phase

- in options for Tier 3 evaporative emission standards . You may use any of the following alternative methods to transition to the Tier 3 evaporative emission standards:Page 674 of 961

(1) Starting in model ye ar 2015, you may earn an “allowance” for each vehicle that you certify earl y under this paragraph ( g )(1). For each allowance you ear n, you may

count it as one compliant vehicle in a later model ye ar during the phase

- in period. Calculate the total phase

- in percentage in each model year b y adding the allowances to the number of compliant vehicles (in the numerator), without increasing t otal sales (in the denominator). For each allowance you earn, you may alternativel y count it as one compliant vehicle under the phase

in schedule described in paragraph (g)(5) of this section, except that you may not use those allowances to increase the v alue of the phase

- in index from any model year by

more than 10 percentage points. Vehicles earning allowances under this paragraph (g)(1) may not have an FEL above the applicable Tier 3 standard, and may not generate emission credits for banking or tradin g. Allowances may not be traded to another company. You may earn allowances under this paragraph (g)(1) for earl y- compliant vehicles as follows: (i) Model year 2015 and 2016 vehicles at or below 6,000 pounds GVWR meeting the Tier 3 standards in paragraph (a) of this section or the equivalent California standards as specified in paragraph (g)(4) of this section earn allowances, as long as the vehicles are not sold in California or any of the section 177 states. (ii) Model year 2015 through 2017 LDV and L DT above 6,000 pounds GVWR meeting the Tier 3 standards in paragraph (a) of this section or the equivalent California standards as specified in paragraph (g)(4) of this section earn allowances, as long as the vehicles are not sold in California or any of the section 177 states. (iii) Model year 2015 through 2017 MDPV and HDV meeting the Tier 3 standards in paragraph (a) of this section or the equivalent California standards as specified in paragraph (g)(4) of this section earn allowances for vehicles sol d in an y state. (iv) To the extent that you over - compl y with the 40

- percent phase

- in requirement in model year 2017, you may count your actual U.S. sales exceeding the required number of Tier 3 vehicles as allowances toward meeting the phase

- in requirement in 2018 and later model years. (v) For HDV above 10,000 pounds GVWR and at or below 14,000 pounds GVWR that yo u certify

to the refueling emission standards in paragraph (b) of this section in model ye ars 2015 through 2017 and sell outside of Cali fornia and the section 177 states , a single vehicle may

produce two allowances if it is certified to the Tier 3 diurnal plus hot soak standard

. Allowances earned under this paragraph (g)(1)( v ) may alternatively

be used in mod el years 2018 through 2022 to phase in the refueling standard, except that a single earl y - compliant vehicle produces onl y a single allowance. (vi) Complete HDV above 14,000 pounds GVWR and all sizes of incomplete HDV earn allowances as described in paragraph (g)(1)(v) of this section if they are certified to the refueling emission standards in paragraph (b) of this section in model years 2015 through 2021. (2 ) The following alternative phase

- in options apply for model year 2017: (i) Y ou may

disregard the percentage phase

- in specified in paragraph (a)(5) of this section for 2017 if you choose 50

- state certification for all your vehicles meeting the LEV III PZEV evaporative standards in 2017. Under this option, you may not produce a higher

- emitting version of those vehicle models for sale outside of California or the section 177 states. Such vehicles may be certified using carryover data under the California program, but they may not generate or use emission credits. LDV and LD T1 that comply

under this paragraph (g)( 2 )(i) may not generate allowances under paragraphPage 675 of 961

(g)(1) of this section, regardless of the calculated percentage of compliant vehicles in model year 2017. (ii) You may

compl y with the phase

- in requirement for model ye ar 2017 by meeting the Tier 3 emission standards for diurnal plus hot soak, running loss, and bleed emissions (or the equivalent set of California standards as allowed in this section) with 20 percent of vehicles at or below 6,000 pounds GVWR, and by me eting the leak standard in paragraph (a)(2)(iii) of this section with 20 percent of vehicles at or below 6,000 pounds GVWR. You may optionall y include vehicles above 6,000 pounds GVWR under this paragraph (g)(2)(ii) to calculate the percentage (numerator only) if they meet the leak and/or evaporative emission standards in model year 2017. Vehicles compl yi ng with Tier 3 evaporative emission standards may generate or use emission credits relative to the diurnal plus hot soak standard as specified in this se ction, but they may not generate allowances. You may apply this option and use the alternative phase

- in calculation in paragraph (g)( 4 ) of this section, subject to the following conditions: (A) You must meet or exceed the 20 percent threshold f or both evaporative emissions and the leak standard. (B) All the vehicles meeting the leak standard must also meet the Tier 3 evaporative emission standards and the OBD requirements in § 86 .1806

- 17(b)(1). (C) Determine the appropriate percentage for calcul ating compliance under paragraph (g)(4) of this section by

adding 20 to the percentage of vehicles meeting the Tier 3 evaporative emission standards to account for vehicles meeting the leak standard. Do not increase the percentage based on meeting the le ak standard with more than 20 percent of your vehicles in model year 2017. (3 ) If you certify

model year 2021 or earlier vehicles to the LEV III evaporative emission standards in California, you may certify those as Tier 3 vehicles that count toward meetin g the phase

- in requirements of this section. Such vehicles must still be certified to the high

altitude standards in paragraph (a)(2) of this section and the leak standard specified in paragraph (a)(4) of this section. You may not certify

vehicles under this paragraph (g)( 3 ) after model ye ar 2021. Vehicles meeting the LEV III standards may also generate allowances under paragraph (g)(1) of this section; however, these vehicles may generate or use emission credits under this subpart only if they are not used to generate allowances and if they are certified using the Option 2 procedures under the LEV III program (including the bleed emission test). Vehicles may be certified under this paragraph ( g)(3 ) based on the rig test (“Option 1”) if they

are certified to LEV III standards based on the rig test before model ye ar 2017; this certification option applies through model year 202 1. In clude these Option 1 vehicles in the calculation of fleet average emissions by using the appropriate Tier 3 emission standard as the FEL. Note that the rig test is considered a diurnal test with respect to the provisions to account for ethanol emiss ions as described in paragraph (a)(1)(iv) of this section. ( 4 ) If you fall short of the phase

- in percentage specifications in paragraph (a)(5) of this section, you may

designate the requisite number of Tier 2 vehicles as Tier 3 vehicles for purposes of de monstrating compliance with the Tier 3 standards in this section. To do this, factor those Tier 2 vehicles into the Tier 3 fleet

- average emission calculation using an FEL that is equal to the applicable diurnal plus hot soak standard from the two

- day test sequence. The Tier 3 emission standards do not appl y to these Tier 2 vehicles. In addition, you mayPage 676 of 961

disregard the phase

- in percentages specified in paragraph (a)(5) of this section if you instead comply based on one of the following alternative measures : (i) You may

compl y with an alternate phase

- in schedule described in this paragraph (g)( 4 )(i). To do this, you must give us a detailed plan for describing how you will meet the alternate phase

- in schedule. You compl y with the alternate phase

- in schedu le b y calculating an evaporative phase

- in index using the following equation that is at or above 1,280 for model years 2017 through 2022 (or 1,040 for model years 2018 through 2022 if yo u use the provisions of paragraph (g)( 2)(i ) of this section): Evaporative phase

- in index = 6 ∙APP 2017 + 5 ∙APP 2018 + 4 ∙APP 2019 + 3 ∙APP 2020 + 2 ∙APP 2021 + APP 2022 Where: APP = The phase

- in percentage of vehicles meeting the Tier 3 evaporative emission standards for the indicated model year, based on actual sales, as described i n paragraph (a)(5) of this section. (ii) You may

compl y with an alternate phase

- in schedule described in this paragraph (g)( 4 )(ii). To do this, you must give us a detailed plan for describing how you will meet the alternate phase

- in schedule. You compl y with the alternate phase

- in schedule by calculating an evaporative phase

- in index using the following equation that is at or above 420 for model years 2017 through 2022 (or 380 for model years 2018 through 2022 if yo u use the provisions of paragraph (g)( 2)(i ) of this section): Evaporative phase

- in index = APP 2017 + APP 2018 + APP 2019 + APP 2020 + APP 2021 + APP 2022 Where: APP = The phase

- in percentage of vehicles meeting the Tier 3 evaporative emission standards for the indicated model year, based on actual sales, as described in paragraph (a)(5) of this section

. (5) This paragraph (g)(5) describes an alternative approach to phasing in the evaporative and refueling emission standards for gaseous - fueled vehicles above 8,500 pounds GVWR. Under this alternative phase

- in, you may disregard the requirements of this section related to evaporative emission standards that apply for these vehicles before model year 2019. Similarly , you may disreg ard the refueling emission standards of this section before model year 2019 for vehicles above 10,000 pounds GVWR. For model ye ar 2019, you may

exclude from the phase

- in calculation any evaporative families with vehicles that have a Job 1 date on or before [INSERT DATE FOUR YEARS AFTER FRM SI GNATURE] (see 40 CFR 85.2304). Any vehicles not subject to Tier 3 evaporative emission standards during this phase

- in period must continue to comply with the evaporative emission standards in § 86 .1816

- 08(d); such veh icles are subject to the useful life provisions in § 86 .1805

- 12 relative to evaporative emission standards. Each vehicle counting toward the phase

- in percentage under this paragraph (g)(5) must meet all the standards that apply throughout the useful life as specified in § 86 .1805

- 17. (h) Small

- volume manufacturers . Small

- volume manufacturers meeting the eligibility requirements in § 86.1838 may delay compl yi ng with the requirements in this section until model year 2022. If meeting the Tier 3 standards wo uld cause severe economic hardship, such manufacturers may

ask us to approve an extended compliance deadline under the provisions of 40 CFR 1068.250, except that the solvency criterion does not apply

and there is no maximum duration of the hardship relief.Page 677 of 961

**§ § 86**  **.1814 -**  **01, 86.1814 -**  **02, 86.1815 -**  **01, and 86.1815 -**  **02 [Removed]** 181. Remove § § 86 .1814

- 01, 86.1814

- 02, 86.1815

- 01, and 86.1815

- 02. 182. A new § 86 .1816

- 18 is added to subpart S to read as follows: **§ 86.1816**  **- 18**  **Emission standards for heavy -**  **duty vehicles.** (a) Applicability

and general provisions . This section describes exhaust emission standards that apply for model year 2018 and later complete heavy

- dut y vehicles. These standards are optional for incomplete heav y - duty vehicles and for heavy

duty vehicles abov e 14,000 pounds GVWR as described in § 86 .1801. Greenhouse gas emission standards are specified in § 86 .1818 for MDPVs and in 40 CFR 1037.104 for other HDV. See § 86 .1813 for evaporative and refueling emission standards. This section may appl y to vehicl es before model year 2018 as specified in paragraph (b)( 11 ) of this section. Separate requirements apply for MDPVs as specified in § 86 .1811. See subpart A of this part for requirements that apply for incomplete heav y - dut y vehicles and for heav y - duty e ngines certified independent of the chassis. The following general provisions apply : (1) Test all vehicles as described in this section using a chassis dynamometer; establish appropriate load settings based on adjusted loaded vehicle weight (see § 86 .1803 ). (2) Some provisions apply differentl y depending on the vehicle’s power

- to
- weight ratio. Determine a vehicle’s power

- to
- weight ratio b y dividing the engine’s rated power b y the vehicle’s GVWR (in hp/pound). For purposes of this section, if a test group includes multiple configurations, use the vehicle with the highest power

- to
- weight ratio to characterize the test group. (3) Use E10 test fuel as required in § 86 .113, except as specified in this section. (4) Measure emissions from hy brid electric vehicle s (including plug

- in hy brid electric vehicles) as described in 40 CFR part 1066, subpart F, except that these procedures do not apply for plug

- in hy

brid electric vehicles during charge

- depleting operation. (b) Tier 3 exhaust emission standards . Exhaust em issions may not exceed the Tier 3 exhaust emission standards, as follows: (1) Measure emissions using the procedures of subpart B of this part, using specific driving schedules and additional procedures as follows: (i) The Federal Test Procedure (FTP) is b ased on testing with the Urban Dynamometer Driving Schedule (UDDS) specified in paragraph (a) of Appendix Iof this part. (ii) The Heav y - Dut y Supplemental Federal Test Procedure (HD

- SFTP) involves testing with the UDDS, the SC03 driving schedule specifie d in paragraph (h) of Appendix I of this part, and one of the following additional driving schedules: (A) For Class 2b vehicles, the US06 driving schedule specified in paragraph (g) of Appendix Iof this part. (B) For Class 2b vehicles with a power

- to
- weight ratio at or below 0.024 hp/pound that are certified to optional standards under paragraphs (b)(2) and (4) of this section, the highway

portion of the US06 driving schedule characterized as the “second bag” in § 86 .159

- 08(a). (C) For Class 3 vehicles, th e LA

- 92 driving schedule as specified in paragraph (c) of Appendix Iof this part. (iii) HD

- SFTP emissions are calculated as a composite of test results over these driving schedules based on the following calculation:Page 678 of 961 HD

- SFTP (g/mi) = 0.35 ∙FTP + 0.28∙HDSIM + 0.37∙SC03 Where: HDSIM = the appropriate driving schedule specified in paragraph (b)(1)(ii)(A) through (C) of this section. (iv) You may

alternatively

use FTP emission results to substitute for the SC03 value in the calculation under paragraph (b)(1)(iii) of this section for a given vehicle for any testing under this section. Such vehicles remain subject to the SFTP standard when tested over the SC03 driving schedule. (v) Hydrocarbon emission standards are expressed as NMOG; however, yo u may measure exhaust emissions based on nonmethane hydrocarbon instead of NMOG as described in 40 CFR 1066.635. (2) Table 1 of this section describes full y phased

- in Tier 3 standards that apply as specified in this paragraph (b) for th e identified driving schedules. The FTP standards for NMOG+NOx apply on a fleet

- average basis using discrete bin standards as described in paragraph (b)(4) of this section. The bin standards include additional emission standards for CO emissions, and for NMOG+NOx standards when testing over the HD

- SFTP driving schedule. Table 1 follows: Table 1 of § 86 .1816

- 18 Fully Phased

- in Tier 3 HDV Exhaust Emission Standards (g/mile) HDV Class Fleet

- average

NMOG+NOx PM Formaldehyde FTP FTP HD

- SFTP FTP 2b 0.178 0 .008 0.010 1 0.006 3 0.247 0.010 0.007 0.006 1 For vehicles with a power - to
- weight ratio at or below 0.024 hp/pound that are certified using the driving schedule described in paragraph (b)(1)(ii)(B) of this section, the HD

- SFTP standard for PM is 0.007 g/mi le instead of the value specified in the table. (3) The FTP standards specified in this section apply equally for testing at low

- altitude conditions and high

- altitude conditions. The HD

- SFTP standards described in this section apply onl y for testing at low

- altitude conditions. (4) The FTP emission standard for NMOG+NOx is based on a fleet average in a given model ye ar. You must specify

a family emission limit (FEL) for each test group. The FEL serves as the emission standard for the test group with respect to all required FTP testing. Calculate yo ur fleet

- average emission level as described in § 86 .1860 to show that you meet the specified standard. For multi

- fueled vehicles, calculate fleet

- average emission levels based only on emission levels for testing with gasoline or diesel fuel. You may generate or use emission credits for banking and trading and you may use banked or traded credits for demonstrating compliance with the FTP emission standard for NMOG+NOx as described in § 86 .1861. You comply

with the emission standard for a given model ye ar if you have enough credits to show that your fleet

- average emission level is at or below the applicable standard. You may

exchange credits between or among any test groups subject to standards under this section. Specify one of the identified values from Table 2 or Table 3 of thisPage 679 of 961

section as the FE L for demonstrating that your fleet

- average emission level complies with the FTP emission standard for NMOG+NOx. These FEL values define emission bins that also determine corresponding emission standards for NMOG+NOx emissions over the HD

- SFTP driving schedule and for CO emissions, as follows: Table 2 of § 86 .1816

- 18 Tier 3 Bin Standards

— Class 2b (g/mile) FEL Name NMOG+NOx CO

FTP (FEL) HD

- SFTP 1 FTP HD

- SFTP Bin 250 0.250 0.800 6.4 22.0 Bin 200 0.200 0.800 4.2 22.0 Bin 170 0.170 0.450 4.2 12.0 Bin 150 0.150 0.450 3.2 12.0 Bin 0 2 0.000 0.000 0.0 0.0 1 Vehicles with a power

- to
- we ight ratio at or below 0.024 hp/pound that are certified using the driving schedule described in paragraph (b)(1)(ii)(B) of this section, the following HD

- SFTP bin standards for NMOG+NOx apply instead of those identified in the table: 0.350 g/mile for Bin 150 and Bin 170; and 0.550 g/mile for Bin 200 and Bin 250. 2 Vehicles certified to Bin 0 must also meet PM and formaldehyde standards of 0.000 g/mile instead of the standards specified in paragraph (b)(2) of this section.
Table 3 of § 86 .1816

- 18 Tier 3 Bin Standards

— Class 3 (g/mile) FEL Name NMOG+N Ox CO

FTP (FEL) HD

- SFTP FTP HD

- SFTP Bin 400 0.400 0.550 7.3 6.0 Bin 270 0.270 0.550 4.2 6.0 Bin 230 0.230 0.350 4.2 4.0 Bin 200 0.200 0.350 3.7 4.0 Bin 0 1 0.000 0.000 0.0 0.0 1 Vehicles certified to Bin 0 must also meet PM and formaldehyde standard s of 0.000 g/mile instead of the standards specified in paragraph (b)(2) of this section. (5) [Reserved] (6) The full Tier 3 program includes new emission standards for NMOG+NOx, PM, CO, and formaldeh yde; it also includes measurement with a new test fuel and a longer useful life. Vehicles meeting all these requirements are considered Final Tier 3 vehicles. Vehicles that do not meet all the Tier 3 requirements are considered Interim Tier 3 vehicles. The Tier 3 PM standards phase in over several ye ars. An y vehicles not subject to Tier 3 PM standards during the phase

- in period must continue to comply with the PM standards in § 86 .1816

- 08. Paragraph (b)(7) of this section describes how to transition to Tier 3 standards for emissions other than PM. The fo llowing provisions describe the primary approach for phasing in the Tier 3 PM standards: (i) You must meet the FTP emission standard for PM with 20, 40, 70, and 100 percent of yo ur projected nationwide sales of all vehicles subject to this section in model ye ars 2018Page 680 of 961

through 2021, respectively. Each vehicle meeting the Tier 3 FTP standard for PM must also meet the Tier 3 HD

- SFTP standard for PM. (ii) You may

disregard the phase

- in percentages specified in paragraph (b)(6)(i) of this section if you instead comply with an indexed PM phase

- in schedule as described in this paragraph (b)(6)(ii). To do this, you must notify us of your intent before January 1, 2018, and include a detailed plan for compl yi ng with the indexed phase

- in schedule. You comply with the indexed phase

- in schedule by calculating a PM phase

- in index at or above 440 using the following equation for model years 2018 through 2021: PM phase

- in index = 4 ∙APP 2018 + 3 ∙APP 2019 + 2 ∙APP 2020 + APP 2021 Where: APP = The phase

- in percentage of vehicles m eeting the Tier 3 PM standards for the indicated model year, based on actual sales. (iii) Vehicles meeting the Tier 3 PM standards must meet those standards over the useful life as specified in § 86 .1805. Note that Interim Tier 3 vehicles may have differe nt useful life values for PM emission standards than for other emission standards. (iv) Measure PM emissions from all vehicles using the same test fuel used for measuring NMOG+NOx emissions. (v) You may

certify Interim Tier 3 vehicles based on carryover data. (vi) You may

use the alternative phase

- in provisions described in paragraph (b)(8) of this section to transition to the Tier 3 exhaust emission standards on a different schedule. (7) The following provisions describe the primary approach for phasing in the Tier 3 standards other than PM in 2022 and earlier model years: (i) The fleet

- average FTP emission standard for NMOG+NOx phases in over several ye ars as described in this paragraph (b)(7)(i). You must identify FELs as described in paragraph (b)(4) of this section and calculate a fleet

- average emission level to show that yo u meet the FTP emission standard for NMOG+NOx that applies for each model year. You may certify using transitional bin standards specified in Table 5 of this section through model ye ar 2021; these vehicles are subject to FTP emission standards for PM and formaldeh yd e as described in paragraph (b)(2) of this section. You may use the E0 test fuel specified in § 86 .113 for gasoline

- fueled vehicles certified to the transitional bins; the useful life period for these vehicles is 120,000 miles or 11 years. Fleet

- average FTP emission standards decrease as shown in the following table:Page 681 of 961

Table 4 of § 86 .1816

- 18 Declining Fleet

- Average FTP Emission Standards for NMOG+NOx (g/mile) Model Year Class 2b Class 3 2016 1 0.333 0.548 2017 1 0.310 0.508 2018 0.278 0.451 2019 0.253 0.400 2020 0.228 0.349 2021 0.203 0.298 2022 0.178 0.247 1 Fleet

- average standards are shown for 2016 and 2017 for purposes of voluntary early compliance as described in paragraph (b)(11) of this section. Table 5 of § 86 .1816

- 18 Transitional Tier 3 FTP Bin Standards (g/mile) 1 Class FEL Name NMOG+NOx NOx 2 CO 2b Bin 395 0.395 0.2 6.4

Bin 340 0.340 0.2 6.4 3 Bin 630 0.630 0.4 7.3

Bin 570 0.570 0.4 7.3 1 Vehicles certified to Transitional Tier 3 FTP bins are not subject to HD

- SFTP standards. 2 The NOx standard applies only for certification testing with emission

- data vehicles. (ii) You may

use the alternative phase

- in provisions described in paragraph (b)(8) of this section to transition to the Tier 3 exhaust emission standards on a different schedule. (8) This paragraph (b)(8) describes an alternative approach to phasing in the Tier 3 emission standards. If you choose this approach, you must phase in the Tier 3 standards for all your vehicles subject to this section according to this schedule. Under this alternative phase in, yo u must meet all the standards specified in paragraph (b)(2) of this section according to the phase

- in schedule specified in Table 6 o f this section based on the indicated percentage of yo ur projected nationwide sales in each model year. These vehicles must meet the applicable FTP emission standard for CO and the HD

- SFTP emission standards for NMOG+NOx and CO that apply

for Class 2b Bi n 170 and Class 3 Bin 230 as described in paragraph (b)(4) of this section. Any

vehicles not subject to Tier 3 standards during the phase

- in period must continue to comply

with the gaseous exhaust emission standards in § 86 .1816

- 08. Each vehicle counting toward the PM phase

- in percentage under this paragraph (b)(8) in model ye ars 2019 and 2020 must also be included in the portion of the fleet meeting the Tier 3 standards for pollutants other than PM. Each vehicle counting toward the phase

- in percentage f

or any pollutant must use the Tier 3 test fuel specified in § 86 .113

- 07. The following exceptions and special provisions appl y under this paragraph (b)(8): (i) For model year 2019, yo u may exclude from the phase

- in calculation any test groups that have a Job 1 date on or before [INSERT DATE FOUR YEARS AFTER FRM SI GNATURE] (see 40 CFR 85.2304).Page 682 of 961

(ii) You may

generate Tier 3 emission credits during the phase

- in period if all your pre Tier 3 vehicles in a given model year have FELs at or below the NOx and NMHC standards in § 86 .1816

- 08. Determine emission credits by calculating fleet

- average emission levels for Tier 3 and pre

- Tier 3 vehicles together; for pre

- Tier 3 vehicles use an NMOG+NOx equivalent FEL of 0.395 g/mile for Class 2b vehicles and 0.630 g/mile for Class 3 vehicles. Table 6 of § 86 .1816

- 18 Alternative Phase

- in Schedule Model Year Class 2b Class 3

PM Other than

PM PM Other than PM 2019 40% 65% 40% 60% 2020 70% 77% 70% 73% 2021 100% 88% 100% 87% 2022 100% 100% 100% 100% (9) You may

not use credits generated from vehicles certified under § 86 .1816

- 08 for demonstrating compliance with the Tier 3 standards. (10) [Reserved] (11) You may

voluntarily

certify your vehicles under this section in model years 2016 and 2017. If yo u do this, the fleet

- average FTP emission standards for NMOG+NOx apply to all yo ur heav y - dut y vehicles under this section as specified in paragraph (b)(7)(i) of this section. Use an y of the available bin standards as described in this section. Vehicles c ertified under this paragraph (b)(11) must comply with the PM standards specified in § 86 .1816

- 08 instead of the Tier 3 PM standards specified in this section. (12) Alternate standards apply for in

- use testing with 2022 and earlier model year vehicles as d escribed in this paragraph (b)(12). These alternate standards appl y in the first model year that a test group is certified to Tier 3 FTP or HD

- SFTP standards for NMOG+NOx or PM under this section. The alternate in

- use standards also apply in the f ollowing model year (but not beyond 2022) for carryover test groups certified to the same bin standards. If you certify a test group to more stringent bin standards under this section in a given model year, the alternate in

- use standards apply as i f that were the first model year of certifyingto the Tier 3 standards. The provisions of this section apply separatel y for NMOG+NOx and PM. This paragraph (b)(12) does not apply for Bin 0 vehicles. (i) The alternate in

- use FTP standards for PM are 0.016 g/mile for Class 2b vehicles and 0.020 g/mile for Class 3 vehicles. (ii) The alternate in

- use HD

- SFTP standards for PM are 0.012 g/mile for Class 2b vehicles with a power

- to
- weight ratio at or below 0.024 hp/pound that are certified to optional standard s under paragraphs (b)(2) and (4) of this section, and 0.015 g/mile for other Class 2b vehicles. The alternate in

- use HD

- SFTP standard for PM is 0.012 g/mile for Class 3 vehicles. Alternate in

- use HD

- SFTP standards do not appl y for vehicles certified to the transitional bins described in paragraph (b)(7) of this section. (iii) Alternate in

- use FTP and HD

- SFTP standards for NMOG+NOx apply as specified in the following table:Page 683 of 961

Table 7 of § 86 .1816

- 18 Alternate In

- use NMOG+NOx Standards (g/mile) Class FEL N ame FTP HD

- SFTP 1
2b Bin 250 0.370 1.120

Bin 200 0.300 1.120 Bin 170 0.250 0.630 Bin 150 0.220 0.630
3 Bin 400 0.600 0.770

Bin 270 0.400 0.770 Bin 230 0.340 0.490 Bin 200 0.300 0.490 1 For Class 2b vehicles with a power - to
- weight ratio at or below 0.024 hp/pound that are certified to optional standards under paragraphs (b)(2) and (4) of this section, the following alternate in

- use FTP standards for NMOG+NOx apply instead of those identified in the table: 0.490 g/mile for Bin 150 and Bin 170; and 0.770 g/mile for Bin 200 and Bin 250. Note that vehicles certified to transitional Tier 3 FTP bins are not subject to HD

- SFTP standards. (13) Keep records as needed to show that you meet the requirements specified in this paragraph (b) for phasing in standards and for complying with declining fleet

- average average standards. (c) Highway

NMOG+NOx exhaust emission standard

. For vehicles certified to any of the Tier 3 standards specified in paragraph (b) of this section, NMOG+NOx emissions measured on the highway test cycle in 40 CFR part 600, subpart B, may not exceed the applicable NMOG+NOx bin standard for FTP testing. Demonstrate compliance with this standard for low

- mileage vehicles b y appl yi ng the appropriate deterioration factor. (d) Provisions fo r Otto

- cycle engines . The special provisions described in § 86 .1811

- 17(d) appl y to vehicles with Otto

- cycle engines that are certified under this section. (e) Small

- volume manufacturers . Small

- volume manufacturers meeting the eligibility requirements in § 86.1838 may delay compl yi ng with the requirements in this section until model year 2022. This also applies for continuing to use the E0 test fuel specified in § 86 .113 through model ye ar 2021. If meeting the Tier 3 standards would cause severe economic hardship, such manufacturers may ask us to approve an extended compliance deadline under the provisions of 40 CFR 1068.250, except that the solvency criterion does not apply

and there is no maximum duration of the hardship relief. 183. Section § 86 .1817

- 08 is amended b y revising the introductory text to read as follows: **§ 86.1817 -**  **08 Complete heavy -**  **duty vehicle averaging, trading, and banking program.** Section 86.1817

– 08 includes text that specifies requirements that differ from § 86 .1817

– 05. Where a paragraph in § 86 .1817

– 05 is identical and applicable to § 86 .1817

– 08, this may be indicated b y specif

yi ng the corresponding paragraph and the statement “[Reserved]. For guidance see § 86 .1817

– 05.” This section does not apply for NOx or NMOG+NOx emissions for vehi cles certified to the Tier 3 standards in § 86 .1816

- 18, including those vehicles that certify to the Tier 3 standards before model ye ar 2018 . See § § 86 .1860 and 86.1861 for provisions that apply for vehicles certified to the Tier3 standards

. * * * * * 184. Se ction 86.1818

- 12 is amended b y revising paragraph (a) to read as follows:Page 684 of 961

**§ 86.1818 -**  **12 Greenhouse gas emission standards for light -**  **duty vehicles, light -**  **duty trucks, and medium**  **- duty passenger vehicles.**  (a) Applicability . (1) This section contains standard s and other regulations applicable to the emission of the air pollutant defined as the aggregate group of six greenhouse gases: Carbon dioxide, nitrous oxide, methane, h ydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride. This section applies to 2 012 and later model ye ar LDV, LDT and MDPV, including multi

- fuel vehicles, vehicles fueled with alternative fuels, hybrid electric vehicles, plug

- in hy brid electric vehicles, electric vehicles, and fuel cell vehicles. Unless otherwise specified, multi

- fuel vehicles must comply

with all requirements established for each consumed fuel. The provisions of this section, except paragraph (c), also appl y to clean alternative fuel conversions as defined in 40 CFR 85.502, of all model year light

- duty vehicles, light

- duty trucks, and medium

- duty passenger vehicles. Manufacturers that qualify as a small business according to the requirements of § 86 .1801

– 12(j) are exempt from the emission standards in this section. Manufacturers that have submitted a declaration for a model year according to the requirements of § 86 .1801

– 12(k) for which approval has been granted b y the Administrator are conditionally exempt from the emission standards in paragraphs (c) through (e) of this section for the approved model year. (2) The standards specified in this section apply only for testing at low

- altitude conditions. However, manufacturers must submit an engineering evaluation indicating that common calibration approaches are utilized at high altitude. Any deviation from low altitude e mission control practices must be included in the auxiliary emission control device (AECD) descriptions submitted at certification. Any AECD specific to high altitude requires engineering emission data for EPA evaluation to quantify any emission impact and determine the validity of the AECD. * * * * * 185. Section § 86 .1821

- 01 is amended b y revising paragraphs (a) and (b) introductory text an adding paragraphs (b)(10) and (f) to read as follows: **§ 86.1821 -**  **01 Evaporative/refueling family determination.** (a) The gasoline

- , ethanol

- , methanol

- , liquefied petroleum gas

- , and natural gas

- fueled vehicles described in a certification application will be divided into groupings expected to have similar evaporative and/or refueling emission characteristics (as applicable ) throughout their useful life. Each group of vehicles with similar evaporative and/or refueling emission characteristics shall be defined as a separate evaporative/refueling family. Manufacturers shall use good engineering judgment to determine evaporativ e/refueling families. (b) For vehicles that operate on volatile liquid fuels to be classed in the same evaporative/refueling family , they must be similar with respect to all the following items: * * * * * (10) Eva porative emission standard or family emission limit (FEL). * * * * * (f) For vehicles to be classed in the same leak family , they must be similar with respect to the items listed in paragraph (b) of this section and use the same OBD method for detecting le aks. 186. Section § 86 .1823

- 08 is amended as follows: a. By revising the introductory text. b. By removing and reserving paragraph (g). c. By adding paragraph (n).Page 685 of 961

**§ 86.1823 -**  **08 Durability demonstration procedures for exhaust emissions.** This section describes durability demonstration procedures for exhaust emissions. Eligible small

- volume manufacturers or small

- volume test groups may optionall y m eet the requirements of §§ 86.1826 and 86.1838 instead of the requirements of paragraphs (a) through (m) of this s ection. A separate durability demonstration is required for each durability group. * * * * * (n) Emission component durability. [Reserved]. For guidance see 40 CFR 86.1823

- 01(e). 187. Section § 86 .1824

- 08 is amended as follows: a. By r evising the introductory text. b. By revising paragraphs (a) and (f)(1). c. By removing and reserving paragraph (h). d. By adding paragraph (k). **§ 86.1824 -**  **08 Durability demonstration procedures for evaporative emissions.** This section describes durability demonstration procedures for evaporative emissions. Eligible small

- volume manufacturers or small

- volume test groups may optionall y m eet the requirements of §§ 86.1826 and 86.1838 instead of the requirements of paragraphs (a) through (j) of this section. A separate durability demonstration is required for each evaporative/refueling family

. (a) Durability

program objective

. The durability program must predict an expected in

- use emission deterioration rate and emission level that effectivel y represents a si gnificant majority of the distribution of emission levels and deterioration in actual use over the full useful life of candidate in

- use vehicles of each vehicle design which uses the durability program. This requirement applies for all SHED

- based measurem ents except the bleed emission test. The standard for bleed emissions applies for the full useful life, but manufacturers do not need to establish deterioration factors for bleed emissions. The requirements of this section do not apply for spitback or le ak standards. * * * * * (f) * * * (1) For gasoline fueled vehicles certified to meet the evaporative emission standards set forth in this subpart, any

mileage accumulation method for evaporative emissions must employ gasoline fuel for the entire mileage a ccumulation period which contains ethanol in, at least, the highest concentration permissible in gasoline under federal law and that is commercially available in any state in the United States. Unless otherwise approved by the Administrator, the manufactur er must determine the appropriate ethanol concentration by selecting the highest legal concentration commerciall y available during the calendar ye ar before the one in which the manufacturer begins its mileage accumulation. The manufacturer must also provid e information acceptable to the Administrator to indicate that the mileage accumulation method is of sufficient design, duration and severity to stabilize the permeability of all non

- metallic fuel and evaporative s ys tem components to the mileage accumulati on fuel constituents. * * * * * (k) Emission component durability

. [Reserved]. For guidance see 40 CFR 86.1824

- 01(d). 188. Section § 86 .1826

- 01 is revised to read as follows: **§ 86.1826**  **- 01**  **Assigned deterioration factors for small -**  **volu me manufacturers and small**  **** **volume test groups.**Page 686 of 961

(a) Applicability. This program is an option available for small

- volume manufacturers and small

volume test groups as described in § 86 .1838. (b) Determination of deterioration factors. No service accumulatio n method or vehicle/component selection method is required. Deterioration factors for all ty pes of regulated emissions are assigned using the provisions in this paragraph (b). A separate assigned deterioration factor is required for each durability group. Manufacturers shall use good engineering judgment in applying deterioration factors. Manufacturers may use assigned deterioration factors that the Administrator determines and prescribes. (1) The deterioration factors will be the Administrator's estimate , periodically updated and published in a guidance document, of the 70th percentile deterioration factors calculated using the industry

- wide database of previousl y completed durability data vehicles or engines used for certification. (2) The Administrator may use discretion to develop assigned deterioration factors using alternative methods if there is insufficient information to calculate an appropriate industry

wide deterioration factor (for example: a new engine technology coupled with a proven emission control sy stem). These methods may include the use of assigned deterioration factors based on similar durability vehicles. (3) Alternativel y, with advance approval from the Administrator, a manufacturer may use deterioration factors developed by another m anufacturer. The manufacturer seeking to use these deterioration factors must

— (i) Demonstrate that the engines from the two manufacturers share technical parameters to the degree that would support the conclusion that a common deterioration factor should apply

for both vehicle configurations as defined in § 86 .1803. (ii) Provide supporting information, such as histograms of exhaust temperature data, comparisons of vehicle weight and road load horsepower, or comparisons of powertrains and emission control sy stems. 189. Section 86.1828

- 01 is amended b y removing and reserving paragraph (d) and adding paragraph (g) to read as follows: **§ 86.1828 -**  **01 Emission data vehicle selection.** * * * * * (g) Cold temperature NMHC testing . For cold temperature NMHC exhaust em ission compliance for each durability group, the manufacturer must select the vehicle expected to emit the highest NMHC emissions at 20 °F on candidate in

- use vehicles from the test vehicles specified in paragraph (a) of this section. When the expected wor st
- case cold temperature NMHC vehicle is also the expected worst

- case cold temperature CO vehicle as selected in paragraph (c) of this section, then cold temperature testing is required only for that vehicle; otherwise, testing is required for both the wor st
- case cold temperature CO vehicle and the worst

- case cold temperature NMHC vehicle. **§ 86 .1828**  **- 10 [Removed]**  190. Remove § 86 .1828

- 10. 191. Section 86.1829

- 01 is amended as follows: a. By removing and reserving paragraph (b)(1)(iii)(C). b. By revising paragraph (b )(2)(i).Page 687 of 961

c. By adding paragraph (b)(2)(iv). d. By revising paragraph (b)(4). f. By removing and reserving paragraph (d). **§ 86.1829 -**  **01 Durability and emission testing requirements; waivers.** * * * * * (b) * * * (2) * * * (i) Testing at low altitude . One E DV in each evaporative/refueling family and evaporative/refueling emission control sy stem combination must be tested in accordance with the evaporative/refueling test procedure requirement of subpart B of this part. The configuration of the EDV will be det ermined under the provisions of § 86 .1828

– 01. The EDV must also be tested for exhaust emission compliance using the FTP and SFTP procedures of subpart B of this part. In lieu of testing natural gas or h ydrogen fueled vehicles to demonstrate compliance with the evaporative and refueling emission standards specified in this subpart, a manufacturer may provide a statement in its application for certification that, based on the manufacturer's engineering evaluation of appropriate testing and/or design parameter s, all light

- dut y vehicles, light

- dut y trucks, and complete heav y- duty vehicles comply with applicable emission standards. This same testing exemption applies for vehicles fueled b y liquefied petroleum gas, except that refueling tests are required for sys tems that allow venting during the refueling operation. * * * * * (iv) For diesel

- fueled light

- duty vehicles, a manufacturer may provide a statement in the application for certification that vehicles compl y with the refueling emission standard instead of s ubmitting test data. Such a statement must be based on previous emission tests, development tests, or other appropriate information, and good engineering judgment. * * * * * (4) Electric vehicles and fuel cell vehicles . For electric vehicles and fuel cell vehicles, manufacturers may

provide a statement in the application for certification that vehicles compl y with all the requirements of this subpart instead of submitting test data. Such a statement must be based on previous emission tests, development te sts, or other appropriate information, and good engineering judgment. * * * * * 192. A new § 86 .1829

- 15 is added to subpart S to read as follows: **§ 86 .1829**  **- 15 Durability and emission testing requirements; waivers.**  This section describes general testing requi rements for certifying vehicles under this subpart, and includes several provisions allowing for statements of compliance instead of testing in certain circumstances. Where a manufacturer provides a statement instead of test data under this section, it mu st be based on previous emission tests, development tests, or other appropriate information, and on good engineering judgment. (a) One durability

demonstration is required for each durability group. The configuration of the DDV is determined according to § 86 .1822. The DDV shall be tested and accumulate service mileage according to the provisions of § § 86 .1823, 86.1824, 86.1825, and 86.1831. Small

volume manufacturers and small

- volume test groups may optionall y use the alternative durability provisions of § 86 .1838.Page 688 of 961

(b) The manufacturer must test EDVs as follows to demonstrate compliance with emission standards: (1) Test one EDV in each durability group using the test procedures in 40 CFR part 1066 to demonstrate compliance with cold temperature CO and NMH C exhaust emission standards. (2) Test one EDV in each test group using the FTP and SFTP test procedures in 40 CFR part 1066 and the HFET test procedures of 40 CFR part 600, subpart B, to demonstrate compliance with other exhaust emission standards. (3) Test one EDV in each evaporative/refueling family and evaporative/refueling emission control sy stem combination using the test procedures in subpart B of this part to demonstrate compliance with evaporative and refueling emission standards. (c) The manufac turer must demonstrate compliance with emission standards at low

- altitude conditions as described in paragraph (b) of this section. For standards that apply at high

- altitude conditions, the manufacturer may either perform the same tests or provide a state ment in the application for certification that, based on an engineering evaluation of appropriate testing to measure or simulate high

- altitude emissions, all vehicles comply with applicable emission standards at high altitude. (d) Manufacturers may

omit ex haust testing for certification in certain circumstances as follows: (1) For vehicles subject to the Tier 3 PM standards in § § 86 .1811, a manufacturer may provide a statement in the application for certification that vehicles comply with applicable PM standards instead of submitting PM test data for a certain number of vehicles. However, each manufacturer must test vehicles from a minimum number of durability data groups as follows: (i) Manufacturers with a single durability data group subject to the Tier 3 PM standards in § 86 .1811 must submit PM test data for that group. (ii) Manufacturers with two to eight durability data groups subject to the Tier 3 PM standards in § 86 .1811 must submit PM test data for at least two durability data groups each m odel ye ar. EPA will work with the manufacturer to select durability data groups for testing, with the general expectation that testing will rotate to cover a manufacturer’s whole product line over time. If a durability data group has been certified in an earlier model year based on submitted PM data, and that durability data group is eligible for certification using carryover test data, that carryover data may count toward meeting the requirements of this paragraph (d)(1), subject to the selection of dura bility data groups. (iii) Manufacturers with nine or more durability data groups subject to the Tier 3 PM standards in § 86 .1811 must submit PM test data for at least 25 percent of those durability data groups each model year. We will work with the manufacturer to select durability data groups for testing as described in paragraph (d)(1)(ii) of this section. (2) Small

- volume manufacturers may provide a statement in the application for certification that vehicles compl y with the applicable PM standard i nstead of submitting test data. (3) Manufacturers may

omit PM measurements for fuel economy and GHG testing conducted in addition to the testing needed to demonstrate compliance with the PM emission standards. (4) Manufacturers may

provide a statement in the application for certification that vehicles comply with the applicable formaldehyde standard instead of submitting test data. (5) When conducting Selective Enforcement Audit testing, a manufacturer may petition the Administrator to waive the requirement to measure PM emissions and formaldeh yde emissions.Page 689 of 961

(e) Manufacturers may

omit evaporative or refueling testing for certification in certain circumstances as follows: (1) For diesel

- fueled vehicles, a manufacturer may provide a statement in the applicati on for certification that vehicles comply with the refueling emission standard instead of submitting test data. (2) For vehicles fueled by natural gas, a manufacturer may provide a statement in the application for certification that vehicles compl y with ev aporative emission standards instead of submitting test data. Compressed natural gas vehicles meeting the requirements for fueling connection devices in § 86 .1813

- 17(f)(1) are deemed to compl y with evaporative and refueling emission standards. (3) For veh icles fueled by liquefied petroleum gas, a manufacturer may provide a statement in the application for certification that vehicles comply with evaporative and refueling emission standards instead of submitting test data, except that refueling tests are required for sy stems that allow venting during the refueling operation. (4) Manufacturers may

provide a statement in the application for certification that vehicles comply with the leak standard in § 86 .1813 instead of submitting test data. (5) For vehicles c ertified to the refueling emission standards in § § 86 .1811 or 86.1813, a manufacturer may

provide a statement in the application for certification that vehicles comply with the fuel dispensing spitback standard instead of submitting test data. (6) In lieu of testing vehicles for the supplemental two

- diurnal test sequence, a manufacturer may optionall y provide a statement of compliance in its application for certification that, based on the manufacturer's good engineering judgment, all vehicles in the evaporative/refueling emission family comply with the evaporative emission standard for the supplemental two

- diurnal test sequence. (i) The option to provide a statement of compliance in lieu of 2

- diurnal evaporative certification test data is limited to vehicle s with conventional evaporative emission control sy stems (as determined by the Administrator). EPA may perform confirmatory

2

- diurnal evaporative emission testing on test vehicles certified using this option. I f data shows noncompliance, it will be address ed through § 86 .1851. Also, if data shows noncompliance, EPA will generall y disallow subsequent waivers for the applicable evaporative famil y. (ii) Manufacturers shall supply information if requested by EPA in support of the statement of compliance describ ed in this paragraph (e)(6). This information shall include evaporative calibration information for the emission

- data vehicle and for other vehicles in the evaporative/refueling family , including, but not limited to, canister ty pe, canister volume, caniste r working capacity , canister shape and internal configuration, fuel tank volume, fuel tank geometry , the typ e of fuel delivery s ys tem (return, returnless, variable flow fuel pump, etc.), a description of the input parameters and software strategy used to c ontrol the evaporative canister purge, the nominal purge flow volume (in bed volumes) when vehicles are driven over the 2

- diurnal (FTP) driving cycle, the nominal purge flow volume (in bed volumes) when vehicles are driven over the 3

- diurnal (FTP + running loss) driving cycle, and other supporting information as necessary to demonstrate that the purge flow rate calibration on the 2

- diurnal test sequence is adequate to comply with the evaporative emission standard for the supplemental two

- diurnal test sequen ce. (7) Where a California evaporative emission standard is at least as stringent as a comparable federal evaporative emission standard for a vehicle, we may accept test data demonstratingPage 690 of 961

compliance with the California standard as demonstrating compliance with the comparable standard under this subpart. We may require you to provide test data clearly demonstrating that a vehicle tested using the California

- specified test procedures will meet the comparable standard under this subpart when tested using the test procedures specified in this part. (8) Through model ye ar 2019, we may accept test data demonstrating compliance with the California refueling emission standard as demonstrating compliance with the analogous refueling emission standard under this subp art if all the following conditions apply : (i) You certified the vehicles in model year 2016 to California’s refueling emission standards. (ii) You are certifying the vehicles to refueling standards for the new model year based on carryover data instead of performing new testing. (iii) You are also certifying the vehicles for evaporative emissions based on California test procedures under the provisions of paragraph (e)(6) of this section. (9) For vehicles with fuel tanks exceeding 35 gallons nominal fuel tank capacity , and for any incomplete vehicles, a manufacturer may provide a statement in the application for certification that vehicles comply with refueling emission standards instead of submitting test data, consistent with 40 CFR 1037.103(c). (f) For electric vehicles and fuel cell vehicles, manufacturers may provide a statement in the application for certification that vehicles compl y with all the requirements of this subpart instead of submitting test data. Tailpipe emissions of regulated pollutants from vehicles powered solely by electricity are deemed to be zero . 193. Section 86.1837

- 01 is amended b y revising paragraph (a) to read as follows: **§ 86.1837**  **- 01**  **Rounding of emission measurements.** (a) Unless otherwise sp ecified, the results of all emission tests shall be rounded to the number of places to the right of the decimal point indicated by expressing the applicable emission standard of this subpart to one additional significant figure, in accordance with 40 CFR 1 065.20. * * * * * 194. Section 86.1838

- 01 is amended b y revising paragraphs (a), (b), (c), and ( d) introductory text to read as follows: **§ 86.1838**  **- 01**  **Small -**  **volume manufacturer certification procedures.** (a) Overview

. The small

- volume manufacturer certification procedures described in paragraphs (b) and (c) of this section are optional. Small

- volume manufacturers may use these optional procedures to demonstrate compliance with the general standards and specific emission requirements contained in this subpart

. (b) Eligibility requirements

— (1) Small

- volume manufacturers. (i) Optional small

volume manufacturer certification procedures apply for vehicles produced by manufacturers with the following number of combined sales of vehicles subject to standards under this subpart in all states and territories of the United States in the model ye ar for which certification is sought, including all vehicles and engines imported under the provisions of 40 CFR 85.1505 and 85.1509: (A) 5,000 units for the Tier 3 standards de scribed in §§ 86.1811, 86.1813, and 86.1816. This volume threshold applies for phasing in the Tier 3 standards and for determining the corresponding deterioration factors. This is based on average nationwide sales volumes for model years 2012 through 201 4 for manufacturers thatPage 691 of 961 sell vehicles in model year 2012. The provision allowing delayed compliance with the Tier 3 standards applies for qualifying companies even if sales after model year 2014 increase beyond 5,000 units. Manufacturers with no sales i n model year 2012 may instead rel y on projected sales volumes; however, if nationwide sales exceed an average value of 5,000 units in any three consecutive model years, the manufacturer is no longer eligible for provisions that apply to small

- volume manufa cturers after two additional model years. For example, if actual sales in model years 2015 through 2017 exceed 5,000 units, the small

- volume provisions would no longer apply starting in model year 2020. (B) 15,000 units for all other requirements. See § 86 .1845 for separate provisions that apply for in

- use testing. (ii) If a manufacturer’s aggregated sales in the United States, as determined in paragraph (b)(3) of this section are fewer than the number of units specified in paragraph (b)(1)(i) of this sec tion, the manufacturer (or each manufacturer in the case of manufacturers in an aggregated relationship) may certify under the provisions of paragraph (c) of this section. (iii) A manufacturer that qualifies as a small business under the Small Business Adm inistration regulations in 13 CFR part 121 is eligible for all the provisions that apply for small

- volume manufacturers under this subpart. See § 86 .1801

- 12(j) to determine whether companies qualify as small businesses. (iv) The sales volumes specified in this section are based on actual sales, unless otherwise specified. (v) Except for delayed implementation of new emission standards, an eligible manufacturer must transition out of the special provisions that apply for small

- volume manufacturers as desc ribed in § 86 .1801

- 12(k)(2)(i) through (iii) if sales volumes increase above the applicable threshold. (2) Small

- volume test groups. (i) If the aggregated sales in all states and territories of the United States, as determined in paragraph (b)(3) of this section are equal to or greater than 15,000 units, then the manufacturer (or each manufacturer in the case of manufacturers in an aggregated relationship) will be allowed to certify a number of units under the small

- volume test group certification procedures in accordance with the criteria identified in paragraphs (b)(2)(ii) through (iv) of this section. (ii) If there are no additional manufacturers in an aggregated relationship meeting the provisions of paragraph (b)(3) of this section, then the manufacturer may certify whole test groups whose total aggregated sales (including heavy

- dut y engines) are less than 15,000 units using the small

- volume provisions of paragraph (c) of this section. (iii) If there is an aggregated relationship with another manufacturer which satisfies the provisions of paragraph (b)(3) of this section, then the following provisions shall apply : (A) If none of the manufacturers own 50 percent or more of another manufacturer in the aggregated relationship, then each manufacturer may certify whole test groups whose total aggregated sales (including heav y - duty engines) are less than 15,000 units using the small

- volume provisions of paragraph (c) of this section. (B) If an y of the manufacturers own 50 percent or more of another manufacturer in the aggregated relationship, then the limit of 14,999 units must be shared among the manufacturers in such a relationship. In total for all the manufacturers involved in such a relationship, aggregated sales (including heavy

- duty engines) of up to 14,9 99 units may be certified using the small

- volume provisions of paragraph (c) of thisPage 692 of 961 section. Only

whole test groups shall be eligible for small

- volume status under paragraph (c) of this section. (iv) In the case of a joint venture arrangement (50/50 owner ship) between two manufacturers, each manufacturer retains its eligibility for 14,999 units under the small

volume test group certification procedures, but the joint venture must draw its maximum 14,999 units from the units allocated to its parent manufact urers. Onl y whole test groups shall be eligible for small

- volume status under paragraph (c) of this section. (3) Sales aggregation for related manufacturers. The projected or actual sales from different firms shall be aggregated in the following situations : (i) Vehicles and/or engines produced b y two or more firms, one of which is 10 percent or greater part owned b y another; (ii) Vehicles and/or engines produced b y an y two or more firms if a third party has equity ownership of 10 percent or more in each of the firms; (iii) Vehicles and/or engines produced b y two or more firms having a common corporate officer(s) who is (are) responsible for the overall direction of the companies; (iv) Vehicles and/or engines imported or distributed by all firms where the veh icles and/or engines are manufactured b y the same entity and the importer or distributor is an authorized agent of the entity

. (c) Small

- volume provisions

. Small

- volume manufacturers and small

- volume test groups shall demonstrate compliance with all app licable sections of this subpart, with the following exceptions: (1) Durability demonstration . Use the provisions of § 86 .1826 rather than the requirements of § § 86 .1823, 86.1824, and 86.1825. (2) In

- use verification testing. Measure emissions from in

- use vehicles as described in § 86 .1845, subject to the following additional provisions: (i) In

- use verification test vehicles may be procured from customers or may be owned by , or under the control of the manufacturer, provided that the vehicle has accumulate d mileage in ty

pical operation on public streets and has received typical maintenance. (ii) In lieu of procuring in

- use verification test vehicles that have a minimum odometer reading of 50,000 miles, a manufacturer may demonstrate to the satisfaction of the Agency that, based on owner survey data, the average mileage accumulated after 4 ye ars for a given test group is less than 50,000 miles. The Agency may approve procurement of in

- use verification test vehicles that have a lower minimum odometer reading b ased on such data. (iii) The provisions of § 86.1845

– 04(c)(2) that require one vehicle of each test group during high mileage in

- use verification testing to have a minimum odometer mileage do not apply

. (iv) Manufacturers intending to use the provisions of this paragraph (c) shall submit to the Agency

a plan detailing how these provisions will be met before submitting an application for certification for the subject vehicles. (d) Operationally independent manufacturers . Manufacturers may submit an applicati on to EPA requesting treatment as an operationall y independent manufacturer. A manufacturer that is granted operationall y independent status may qualify for all the regulatory provisions of this subpart that appl y for small

- volume manufacturers on the basi s of its own vehicle production and/or sales volumes, and would not require aggregation with related manufacturers. In thisPage 693 of 961

paragraph (d), the term “related manufacturer(s)” means manufacturers that would qualify for aggregation under the requirements of p aragraph (b)(3) of this section. * * * * * 195. Section 86.1843

- 01 is amended b y revising paragraph (g) to read as follows: **§ 86.1843 -**  **01 General information requirements.** * * * * * (g) Recordkeeping . (1) This subpart includes various requirements to record d ata or other information. Unless we specify otherwise, store these records in any format and on any

media and keep them readil y available for eight ye ars after you send an associated application for certification, or eight years after you generate the data if they do not support an application for certification. You must promptly send us organized, written records in English upon request. We may review them at any

time. (2) Upon written request by the Administrator, a manufacturer shall submit any informati on as described in § 86 .1844

– 01 within 15 business days. A manufacturer may request the Administrator to grant an extension. The request must clearl y indicate the circumstances necessitating the extension. * * * * * 196. Section 86.1844

- 01 is amended b y revisi ng paragraphs (a), (d)(7), (d)(8), (d)(9), (d)(11), and (d)(16)(i) introductory text, removing paragraph (d)(16)(iv), and adding paragraph (e)(7) to read as follows: **§ 86.1844 -**  **01 Information requirements: Application for certification and submittal of in**  **formation upon request.** (a) All the information listed in this section must be submitted to the Agency according to the requirements specified in § 86 .1843; however, we may ask you to include less information than we specify , as long as you keep the specif ied records. * * * * * (d) * * * (7) A comprehensive list of all test results, including official certification levels, and the applicable intermediate and full useful life emission standards to which the test group is to be certified as required in § 86 .1829. Include the following additional information related to testing: (i) Include a comparison of drive cycle energy and target cycle energy

relative to both inertia and road load forces as specified in 40 CFR 1066.425 for each drive cycle or test phase , as appropriate. (ii) For gasoline

- fueled Tier 3 vehicles, identify the method of accounting for ethanol in determining evaporative emissions, as described in § 86 .1813. (iii) I dentify

an y aspects of testing for which the regulations obligate EPA testin g to conform to your selection of test methods. (8) A statement that all applicable vehicles will conform to the emission standards for which emission data is not being provided, as allowed under § 86 .1806 or § 86 .1829. The statement shall clearl y identify the standards for which emission testing was not completed. (9) Information describing each emission control diagnostic s ys tem required by § 86 .1806, including all of the following:Page 694 of 961

(i) A description of the functional operation characteristics of the diagnostic sy stem, with additional information demonstrating that the s ys tem meets the requirements specified in § 86 .1806. Include all testing and demonstration data submitted to the California Air Resources Board for certification. (ii) The general method o f detecting malfunctions for each emission

- related powertrain component. (iii) Any deficiencies, including resolution plans and schedules. (iv) A statement that the diagnostic s ys tem is adequate for the performance warranty test described in 40 CFR part 8 5, subpart W. (v) For vehicles certified to meet the leak standard in § 86 .1813, a description of the anticipated test procedure. The description must include, at a minimum, a method for accessing the fuel s ys tem for measurements and a method for pressurizing the fuel s ys tem to perform the procedure specified in 40 CFR 1066.985

. The recommended test method must include at least two separate points for accessing the fuel s ys tem, with additional access points as appropriate for multiple fuel tanks and multiple evaporative or refueling canisters. * * * * * (11) A list of all auxiliary emission control devices (AECD) installed on any applicable vehicles, including a justification for each AECD, the parame ters they sense and control, a detailed justification of each AECD that results in a reduction in effectiveness of the emission control sy stem, and rationale for why it is not a defeat device as defined under § 86 .1809. The following specific provisions ap pl y for AECDs: (i) For an y AECD uniquely used at high altitudes, EPA may request engineering emission data to quantify

an y emission impact and validity of the AECD. (ii) For an y AECD uniquely used on multi

- fuel vehicles when operated on fuels other than g asoline, EPA may

request engineering emission data to quantify an y emission impact and validity of the AECD. (iii) For Tier 3 vehicles with spark

- ignition engines, describe how AECDs are designed to comply with the requirements of § 86 .1811

- 17(d). I dentif y which components need protection through enrichment strategies; describe the temperature limitations for those components; and describe how the enrichment strategy corresponds to those temperature limitations. We may

also require manufacturers to submit this information for certification related to Tier 2 vehicles. * * * * * (16) * * * (i) A statement indicating that the manufacturer has conducted an engineering analy sis of the complete exhaust sy stem to ensure that the exhaust sy stem has been designed

– * * * * * (e) * * * (7) The results of an y production vehicle evaluation testing required for OBD systems under § 86 .1806. * * * * * **§ 86 .1845**  **- 01 [Removed]**  197. Remove § 86 .1845

- 01.Page 6 95 of 961

198. Section 86.1845

- 04 is amended b y revising paragraphs (a)(1), (a)(3), (b)(3) introductory text, (b)(4), (b)(5), (b)(6), (b)(7), (c) , and ( f ) to read as follows: **§ 86.1845**  **- 04**  **Manufacturer in -**  **use verification testing requirements.** (a) * * * (1) Manufacturers of LDV, LDT, MDPV and complete HDV must test, or cause to have tested, a specified number of vehicles. Such testing must be conducted in accordance with the provisions of this section. * * * * * (3) The following provisions apply regarding the possibility

of residual effects from varying fuel sulfur levels: (i) Vehicles certif

ied to Tier 3 standards under § 86 .1811 must alway s measure emissions over the FTP, then over the HFET (if applicable), then over the US06 portion of the SFTP. If a Tier 3 vehicle meets all the applicable emission standards except the FTP or HFET emission standard for NMOG+NOx, and a fuel sample from the tested vehicle (representing the as

- received condition) has a measured fuel sulfur level exceeding 15 ppm when measured as described in 40 CFR 1065.710, the manufacturer may repeat the FTP and HFET measure ments and use the new emission values as the official results for that vehicle. For all other cases of testing Tier 3 vehicles, measured emission levels from the first test will be considered the official results for the test vehicle, regardless of any te st results from additional test runs. Where repeat testing is allowed, the vehicle may operate for up to two US06 cycles (with or without measurement) before repeating the FTP and HFET measurements. The repeat measurements must include both FTP and HFET, even if the vehicle failed onl y one of those tests, unless the HFET is not required for a particular vehicle. Tier 3 vehicles may not undergo any

other vehicle preconditioning to eliminate fuel sulfur effects on the emission control sy stem, unless we app rove it in advance. (ii) Upon a manufacturer's written request, prior to in

- use testing, that presents information to EPA regarding pre

- conditioning procedures designed solel y to remove the effects of high sulfur in gasoline from vehicles produced through the 2007 model year, EPA will consider allowing such procedures on a case

- by

- case basis. EPA's decision will apply to manufacturer in

- use testing conducted under this section and to any in

- use testing conducted b y EPA. Such procedures are not available for complete HDV. For model year 2007 and later Tier 2 vehicles, this provision can be used onl y i n American Samoa, Guam, and the Commonwealth of the Northern Mariana Islands, and then only if low sulfur gasoline is determined b y the Administrator to be unavailable in that specific location. (b) * * * (3) Number of test vehicles

. For each test group, the minimum number of vehicles that must be tested is specified in Table S04

– 06 and Table S04

– 07 of this paragraph (b)(3). After testing the minimum number of veh icles of a specific test group as specified in Table S04

– 06 or S04

– 07 of this paragraph (b)(3), a manufacturer may test additional vehicles upon request and approval b y the Agency prior to the initiation of the additional testing. Any additional testing mu st be completed within the testing completion requirements shown in § 86 .1845

– 04(b)(4). The request and Agency approval (if any) shall apply to test groups on a case b y case basis and appl y only to testing under this paragraph. Separate approval will be re quired to test additional vehicles under paragraph (c) of this section. In addition to any testing that isPage 696 of 961

required under Table S04

– 06 and Table S04

– 07, a manufacturer shall test one vehicle from each evaporative/refueling family for evaporative/refueling emissions. If a manufacturer believes it is unable to procure the test vehicles necessary to test the required number of vehicles in a test group, the manufacturer may request, subject to Administrator approval, a decreased sample size for that test group. The request shall include a description of the methods the manufacturer has used to procure the required number of vehicles. The approval of an y such request, and the substitution of an alternative sample size requirement for the test group, will be based on a review of the procurement efforts made b y the manufacturer to determine if all reasonable steps have been taken to procure the required test group size. Tables S04

– 06 and S04

– 07 follow: * * * * * (4) Completion of testing . Testing of the vehicles in a test group and evaporative/refueling family must be completed within 12 months of the end of production of that test group (or evaporative/refueling family) for that model ye ar. (5) Testing . (i) Each test vehicle of a test group shall be tested in accord ance with the FTP and the US06 portion of the SFTP as described in subpart B of this part, when such test vehicle is tested for compliance with applicable exhaust emission standards under this subpart. Test vehicles subject to applicable exhaust CO 2 emissi on standards under this subpart shall also be tested in accordance with the HFET as described in part 600, subpart B, of this chapter. (ii) Manufacturers must measure PM emissions over the FTP and US06 driving schedules for at least 50 percent of the vehic les tested under paragraph (b)(5)(i) of this section. (iii) Starting with model year 2018 vehicles, manufacturers must demonstrate compliance with the Tier 3 leak standard specified in § 86 .1813, if applicable, as described in this paragraph (b)(5)(iii). Manufacturers must evaluate each vehicle tested under paragraph (b)(5)(i) of this section, except that leak testing is not required for vehicles tested under paragraph (b)(5)(iv) of this section for diurnal emissions. In addition, manufacturers must evalu ate at least one vehicle from each leak family for a given model year. Manufacturers may

rel y on OBD monitoring instead of testing as follows: (A) A vehicle is considered to pass the leak test if the OBD s ys tem completed a leak check within the previous 7 50 miles of driving without showing a leak fault code. (B) Whether or not a vehicle’s OBD s ys tem has completed a leak check within the previous 750 miles of driving, the manufacturer may operate the vehicle as needed to force the OBD s ys tem to perform a le ak check. If the OBD leak check does not show a leak fault, the vehicle is considered to pass the leak test. (C) If the most recent OBD leak check from paragraph (b)(5)(iii)(A) or (B) of this section shows a leak

- related fault code as specified in § 86 .18 06

- 17(b), the vehicle is presumed to have failed the leak test. Manufacturers may perform the leak measurement procedure described in 40 CFR 1066.985 for an official result to replace the finding from the OBD leak check. (D) Manufacturers may

not perform repeat OBD checks or leak measurements to over - ride a failure under paragraph (b)(5)(iii)(C) of this section. (iv) For nongaseous - fueled vehicles, one test vehicle of each evaporative/refueling famil y shall be tested in accordance with the supp lemental 2

- diurnal

- plus

- hot

- soak evaporative emission and refueling emission procedures described in subpart B of this part, when such test vehicle is tested for compliance with applicable evaporative emission andPage 697 of 961

refueling standards under this subpart. Fo r gaseous - fueled vehicles, one test vehicle of each evaporative/refueling family shall be tested in accordance with the 3

- diurnal

- plus

hot

- soak evaporative emission and refueling emission procedures described in subpart B of this part, when such test vehic le is tested for compliance with applicable evaporative emission and refueling standards under this subpart. The test vehicles tested to fulfill the evaporative/refueling testing requirement of this paragraph (b)(5)(ii) will be counted when determining compliance with the minimum number of vehicles as specified in Table S04

– 06 and Table S04

– 07 in paragraph (b)(3) of this section for testing under paragraph (b)(5)(i) of this section only if the vehicle is also tested for exhaust emissions under the requireme nts of paragraph (b)(5)(i) of this section. (6) Each test vehicle not rejected based on the criteria specified in appendix II to this subpart shall be tested in as

- received condition. (7) A manufacturer may

conduct subsequent diagnostic maintenance and/o r testing of an y vehicle. An y such maintenance and/or testing shall be reported to the Agency as specified in § 86 .1847. (c) High

- mileage testing

— (1) Test groups . Testing must be conducted for each test group. (2) Vehicle mileage. All test vehicles must h ave a minimum odometer mileage of 50,000 miles. At least one vehicle of each test group must have a minimum odometer mileage of 105,000 miles or 75 percent of the full useful life mileage, whichever is less. See § 86 .1838

– 01(c)(2) for small

- volume manufacturer mileage requirements. (3) Number of test vehicles . For each test group, the minimum number of vehicles that must be tested is specified in Table S04

– 06 and Table S04

– 07 in paragraph (b)(3) of this section. After testing the minimum number of vehicles of a specific test group as specified in Table S04

– 06 and Table S04

– 07 in paragraph (b)(3) of this section, a manufacturer may test additional vehicles upon request and approval b y the Agency prior to the initiation of the additional testing. An y additional testing must be completed within the testing completion requirements shown in § 86 .1845

– 04(c)(4). The request and Agency approval (if an y) shall apply to test groups on a case b y case basis and apply onl y to testing under this paragraph (c). In addition to any

testing that is required under Table S04

– 06 and Table S04

– 07, a manufacturer shall test one vehicle from each evaporative/refueling family for evaporative/refueling emissions. I f a manufacturer believes it is unable to procure the test vehicles nece ssary

to test the required number of vehicles in a test group as specified in Table S04

– 06 or Table S04

– 07, the manufacturer may request, subject to Administrator approval, a decreased sample size for that test group. The request shall include a descriptio n of the methods the manufacturer has used to procure the required number of vehicles. The approval of an y such request, and the substitution of an alternative sample size requirement for the test group, will be based on a review of the procurement efforts made b y the manufacturer to determine if all reasonable steps have been taken to procure the required test group size. (4) Initiation and completion of testing . Testing of a test group (or evaporative refueling family) must commence within 4 years of the end of production of the test group (or evaporative/refueling family) and be completed within 5 years of the end of production of the test group (or evaporative/refueling family). (5) Testing . (i) Each test vehicle shall be tested in accordance with the FT P and the US06 portion of the SFTP as described in subpart B of this part when such test vehicle is tested for compliance with applicable exhaust emission standards under this subpart. TestPage 698 of 961

vehicles subject to applicable exhaust CO 2 emission standards unde r this subpart shall also be tested in accordance with the HFET as described in 40 CFR part 600, subpart B. One test vehicle from each test group shall be tested over the FTP at high altitude. The test vehicle tested at high altitude is not required to be one of the same test vehicles tested at low altitude. The test vehicle tested at high altitude is counted when determining the compliance with the requirements shown in Table S04

– 06 and Table S04

– 07 in paragraph (b)(3) of this section or the expanded sampl e size as provided for in this paragraph (c). (ii) Manufacturers must measure PM emissions over the FTP and US06 driving schedules for at least 50 percent of the vehicles tested under paragraph (c)(5)(i) of this section. (iii) Starting with model year 2018 vehicles, manufacturers must evaluate each vehicle tested under paragraph (c)(5)(i) of this section to demonstrate compliance with the Tier 3 leak standard specified in § 86 .1813, except that leak testing is not required for vehicles tested under paragrap h (c)(5)(iv) of this section for diurnal emissions. In addition, manufacturers must evaluate at least one vehicle from each leak family for a given model ye ar. Manufacturers may rely on OBD monitoring instead of testing as described in paragraph (c)(5)(i ii) of this section. (iv) For nongaseous - fueled vehicles, one test vehicle of each evaporative/refueling famil y shall be tested in accordance with the supplemental 2

- diurnal

- plus

- hot

- soak evaporative emission procedures described in subpart B o f this part, when such test vehicle is tested for compliance with applicable evaporative emission and refueling standards under this subpart. For gaseous

- fueled vehicles, one test vehicle of each evaporative/refueling family shall be tested in accordance w ith the 3

- diurnal

- plus

- hot

- soak evaporative emission procedures described in subpart B of this part, when such test vehicle is tested for compliance with applicable evaporative emission and refueling standards under this subpart. The test vehicles tested t o fulfill the evaporative/refueling testing requirement of this paragraph (b)(5)(ii) will be counted when determining compliance with the minimum number of vehicles as specified in Table S04

– 06 and table S04

– 07 in paragraph (b)(3) of this section for testi ng under paragraph (b)(5)(i) of this section only if the vehicle is also tested for exhaust emissions under the requirements of paragraph (b)(5)(i) of this section. (6) Test condition . Each test vehicle not rejected based on the criteria specified in appe ndix II to this subpart shall be tested in as

- received condition. (7) Diagnostic maintenance . A manufacturer may conduct subsequent diagnostic maintenance and/or testing on an y vehicle. An y s uch maintenance and/or testing shall be reported to the Agency

a s specified in § 86 .1847

– 01. * * * * * (f)(1) A manufacturer must conduct in

- use testing on a test group b y determining NMOG exhaust emissions as described in 40 CFR 1066.635. (2) For flexible

- fueled vehicles certified to NMOG (or NMOG+NOx) standards, the manufacturer may

ask for EPA approval to demonstrate compliance using an equivalent NMOG emission result calculated from a ratio of ethanol NMOG exhaust emissions to gasoline NMHC exhaust emissions. Ethanol NMOG exhaust emissions are measured values from testing with the ethanol test fuel, expressed as NMOG. Gasoline NMHC exhaust emissions are measured values from testing with the gasoline test fuel, expressed as NMHC. This ratio must be established during certification for each emission

- data vehicle fo r the applicable test group. Use good engineering judgment to establish a different ratio for eachPage 699 of 961

duty cycle or test interval as appropriate. Identify the ratio values you develop under this paragraph (f)(1) and describe the duty cycle or test interval to which they apply in the Part II application for certification. Calculate the equivalent NMOG emission result by multiplying the measured gasoline NMHC exhaust emissions for a given duty c yc le or test interval by the appropriate ratio. (3) If the manuf

acturer measures NMOG as described in 40 CFR 1066.635(a), it must also measure and report HCHO emissions. As an alternative to measuring the HCHO content, if the manufacturer measures NMOG as permitted in 40 CFR 1066.635(c), the Administrator may approve, upon submission of supporting data by a manufacturer, the use of HCHO to NMHC ratios. To request the use of HCHO to NMHC ratios, the manufacturer must establish during certification testing the ratio of measured HCHO exhaust emissions to measured NMHC exha

ust emissions for each emission

- ` data vehicle for the applicable test group. The results must be submitted to the Administrator with the Part II application for certification. Following approval of the application for certification, the manufacturer may co nduct in

- use testing on the test group by measuring NMHC exhaust emissions rather than HCHO exhaust emissions. The measured NMHC exhaust emissions must be multiplied by the HCHO to NMHC ratio submitted in the application for certification for the test grou p to determine the equivalent HCHO exhaust emission values for the test vehicle. The equivalent HCHO exhaust emission values must be compared to the HCHO exhaust emission standard applicable to the test group. 199. Section 86.1846

- 01 is revised to read as foll ows: **§ 86.1846**  **- 01**  **Manufacturer in -**  **use confirmatory testing requirements.** (a) General requirements. (1) Manufacturers must test, or cause testing to be conducted, under this section when the emission levels shown by a test group sample from testing under § 86 .1845 exceeds the criteria specified in paragraph (b) of this section. The testing required under this section applies separately to each test group and at each test point (low and high mileage) that meets the specified criteria. The testing requirements appl y s eparately for each model year. These provisions apply to heav y- dut y vehicles starting with model year 2007. These provisions do not apply to emissions of CO 2 , CH 4 , and N 2 O. (2) The provisions of § 86 .1845

- 04(a)(3) re garding fuel sulfur effects apply equally to testing under this section. (b) Criteria for additional testing. (1) A manufacturer shall test a test group or a subset of a test group as described in paragraph (j) of this section when the results from testing conducted under § 86 .1845 show mean exhaust emissions for that test group of any pollutant(s) (except CO 2, CH 4 , and N 2 O) to be equal to or greater than 1.30 times the applicable in

- use standard and a failure rate, among the test group vehicles, for the c orresponding pollutant(s) of fifty percent or greater. (i) Additional testing is not required under this paragraph (b)(1) based on Supplemental FTP testing or evaporative/refueling testing. Testing conducted at high altitude under the requirements of § 86

. 1845

- 04(b) will be included in determining if a test group meets the criteria triggering testing required under this section. (ii) The vehicle tested under the requirements of § 86 .1845

– 04(c)(2) with a minimum odometer miles of 75% of useful life will not be included in determining if a test group meets the triggering criteria.Page 700 of 961

(iii) The SFTP composite emission levels shall include the IUVP FTP emissions, the IU VP US06 emissions, and the values from the SC03 Air Conditioning EDV certification test (without DFs applied). The calculations shall be made using the equations prescribed in § 86 .164. I f more than one set of certification SC03 data exists (due to running change testing or other reasons), the manufacturer shall choose the SC03 result to use in the ca lculation from among those data sets using good engineering judgment. (2) If fewer than 50 percent of the vehicles from a leak famil y pass either the leak test or the diurnal test under § 86 .1845, EPA may require further leak testing under this paragraph (b)(2). Testing under this section must include five vehicles from the family. If all five of these vehicles fail the test, the manufacturer must test five additional vehicles. EPA will determine whether to require further leak testing under this sectio n after providing the manufacturer an opportunity to discuss the results, including consideration of any of the following information, or other items that may be relevant: (i) Detailed s ys tem design, calibration, and operating information, technical expl anations as to why the individual vehicles tested failed the leak standard. (ii) Comparison of the subject vehicles to other similar models from the same manufacturer. (iii) Data or other information on owner complaints, technical service bulletins, servi ce campaigns, special policy warranty programs, warranty repair data, state I/M data, and data available from other manufacturer

- specific programs or initiatives. (iv) Evaporative emission test data on any individual vehicles that did not pass leak testing during IUVP. (c) Useful life. Vehicles tested under the provisions of this section must be within the useful life specified for the emission standards which were exceeded in the testing under § 86 .1845. Testing should be within the useful life specified, subject to sections 207(c)(5) and (c)(6) of the Clean Air Act where applicable. (d) Number of test vehicles. A manufacturer must test a minimum of ten vehicles of the test group or Agency

- designated subset. A manufacturer may , at the manufacturer's discre tion, test more than ten vehicles under this paragraph for a specific test group or Agency

- designated subset. If a manufacturer chooses to test more than the required ten vehicles, all testing must be completed within the time designated in the testing com pletion requirements of paragraph (g) of this section. Any

vehicles which are eliminated from the sample either prior to or subsequent to testing, or an y vehicles for which test results are determined to be void, must be replaced in order that the final sample of vehicles for which test results acceptable to the Agency are available equals a minimum of ten vehicles. A manufacturer may cease testing with a sample of five vehicles if the results of the first five vehicles tested show mean emissions for each p ollutant to be less than 75.0 percent of the applicable standard, with no vehicles exceeding the applicable standard for an y pollutant. (e) Emission testing. Each test vehicle of a test group or Agency

- designated subset shall be tested in accordance with the FTP and/or the SFTP (whichever of these tests performed under § 86 .1845 produces emission levels requiring testing under this section) as described in subpart B of this part, when such test vehicle is tested for compliance with applicable exhaust emissi on standards under this subpart. (f) Geographical limitations. (1) Test groups or Agency

- designated subsets certified to 50

- state standards: For low altitude testing no more than 50 percent of the test vehicles may be procured from California. The test veh icles procured from the 49 state area must be procuredPage 701 of 961

from a location with a heating degree day 30 year annual average equal to or greater than 4000. (2) Test groups or Agency

- designated subsets certified to 49 state standards: For low

- altitude testing al l vehicles shall be procured from a location with a heating degree day 30 year annual average equal to or greater than 4000. (3) Vehicles procured for high altitude testing may be procured from any area provided that the vehicle's primary

area of operation was above 4000 feet. (g) Testing. Testing required under this section must commence within three months of completion of the testing under § 86 .1845 which triggered the confirmatory testing and must be completed within seven months of the completion of th e testing which triggered the confirmatory testing. An y industry

review of the results obtained under § 86 .1845 and any additional vehicle procurement and/or testing which takes place under the provisions of § 86 .1845 which the industry believes may

affect the triggering of required confirmatory testing must take place within the three month period. The data and the manufacturers reasoning for reconsideration of the data must be provided to the Agency within the three month period. (h) Limit on manufacturer conducted testing. For each manufacturer, the maximum number of test group(s) (or Agency

- designated subset(s)) of each model ye ar for which testing under this section shall be required is limited to 50 percent of the total number of test groups of each mo del ye ar required to be tested by each manufacturer as prescribed in § 86 .1845, rounded to the next highest whole number where appropriate. For each manufacturer with onl y one test group under § 86 .1845, such manufacturer shall have a maximum potential tes ting requirement under this section of one test group (or Agency

- designated subset) per model year. (i) Testing plan . Prior to beginning in

- use confirmatory testing the manufacturer must, after consultation with the Agency , submit a written plan describing the details of the vehicle procurement, maintenance, and testing procedures (not otherwise specified by regulation) it intends to use. EPA must approve the test plan before the manufacturer may start further testing. (j) Testing a subset. EPA may designate a subset of the test group based on transmission ty pe for testing under this section in lieu of testing the entire test group when the results for the entire test group from testing conducted under § 86 .1845 show mean emissions and a failure rate which meet these criteria for additional testing. 200. Section 86.1848

- 10 is amended b y revising paragraph (c)(7) to read as follows: **§ 86.1848**  **- 10**  **Compliance with emission standards for the purpose of certification.** * * * * * (c) * * * (7) All certificates of conf ormity issued are conditional upon compliance with all the provisions of § § 86 .1811 through 86.1816 and §§ 86.1860 through 86.1862 both during and after model ye ar production. The manufacturer bears the burden of establishing to the satisfaction of the Administrator that the terms and conditions upon which each certificate was issued were satisfied. For recall and warranty purposes, vehicles not covered by a certificate of conformity will continue to be held to the standards stated or referenced in the cer tificate that otherwise would have applied to the vehicles. (i) Failure to meet the applicable fleet average standard will be considered to be a failure to satisfy the terms and conditions upon which the certificate was issued and the vehicles sold in viol ation of the fleet average standard will not be covered b y the certificate.Page 702 of 961

(ii) Failure to comply

fully with the prohibition against selling credits that it has not generated or that are not available, as specified in § 86 .1861, will be considered a failure to satisfy the terms and conditions upon which the certificate was issued and the vehicles sold in violation of this prohibition will not be covered b y the certificate. (iii) Failure to compl y fully with the phase

- in requirements of § § 86 .1811 through 8 6.1816 will be considered a failure to satisfy the terms and conditions upon which the certificate was issued and the vehicles sold that do not comply with the applicable standards, up to the number needed to comply , will not be covered b y the certificate. * * * * * 201. A new § 86 .1860

- 17 is added to subpart S to read as follows: **§ 86.1860**  **- 17**  **How to comply with the Tier 3 fleet -**  **average standards.** (a) You must show that you meet the applicable fleet

- average NMOG+NOx standards from §§ 86.1811 and 86.1816 and the fleet

- average evaporative emission standards from § 86 .1813 as described in this section. Note that separate fleet

- average calculations are required for the FTP and SFTP exhaust emission standards under § 86 .1811. (b) Calculate your fleet

- average valu e for each model year for all vehicle models subject to a separate fleet

- average standard using the following equation, rounded to the nearest 0.001 g/mile for NMOG+NOx emissions and the nearest 0.001 g/test for evaporative emissions:

i i i 1 total ( ) b N F EL Fleet average value N  

 

## 
Where: i = A counter associated with each separate Tier 3 test group or evaporative family

. b = The number of separate Tier 3 test groups or evaporative families from a given averaging set to which you certify

y our vehicles. N i = The actual nationwide sales for the model year for test group or evaporative famil y i
. In clude allowances for evaporative emissions as described in § 86 .1813. FEL i = The FEL selected for test group or evaporative family i . Disregard any separate standards that appl y for in

- use testing or for testing under high

- altitude conditions. N total = The actual nationwide sales for the model year for all your Tier 3 vehicles from the averaging set, except as described in paragraph (c) of this section. The pool of vehicle models included in N total may vary b y model ye ar, and it may be different for evaporative standards, FTP exhaust standards, and SFTP exhaust standards in a given model year. (c) Do not include an y of the following vehicles to calculate your fleet

- average value: (1) Vehicles that you do not certify to the standards of this part because they are permanently exempted under 40 CFR part 85 or part 1068. (2) Exported vehicles. (3) Vehicles excluded under § 86.1801. (4) For model year 2017, do not include vehicle sales in California or the section 177 states for calculating the fleet average value for evaporative emissions. (d) Except as specified in paragraph (e) of this section, your calculated fleet

- average value may not exceed the corresponding fleet

- average standard for the model ye ar. (e) You may

generate or use emission credits related to your calculated fleet

- average value as follows:Page 703 of 961

(1) You may

generate emission credits as described in § 86 .1861 if your fleet

- average value is below the corresponding fleet

- average standard. (2) You m ay

use emission credits as described in § 86 .1861 if your fleet

- average value is above the corresponding fleet

- average standard. Except as specified in paragraph (e)(3) of this section, you must use enough credits for each model year to show that your adj usted fleet average value does not exceed the fleet

- average standard. (3) The following provisions apply if you do not have enough emission credits to demonstrate compliance with a fleet

- average standard in a given model ye ar: (i) You may

have a credit def

icit for up to three model years within an averaging set under § 86 .1861

- 17(c). You may not bank emission credits with respect to a given emission standard during a model year in which you have a credit deficit in the same averaging set. If you fail to m eet the fleet

- average standard for four consecutive model ye ars, the vehicles causing you to exceed the fleet

- average standard will be considered not covered b y the certificate of conformity. You will be subject to penalties on an individual

- vehicle basis for sale of vehicles not covered b y a certificate of conformity

. (ii) You must notify

us in writing how you plan to eliminate the credit deficit within the specified time frame. If we determine that your plan is unreasonable or unrealistic, we may deny an application for certification for a test group or evaporative family if its bin standard or FEL would increase your credit deficit. We may determine that your plan is unreasonable or unrealistic based on a consideration of past and projected use of spec ific technologies, the historical sales mix of yo ur vehicle models , your commitment to limit sales of higher

- emission vehicles, and expected access to traded credits. We may also consider your plan unreasonable if your fleet

- average emis sion level increases relative to the first model year of a credit deficit or any later model year. We may require that you send us interim reports describing your progress toward resolving your credit deficit over the course of a model ye ar. (f) If the applicable bin standards and FELs for all your vehicle models are at or below a corresponding fleet

- average standard for a given model year, and you do not want to generate emission credits, you may omit the calculations described in this section. (g) For purposes of calculating the statute of limitations, the following actions are all considered to occur at the expiration of the deadline for offsetting a deficit as specified in paragraph (e)(3) of this section: (1) Failing to meet the requirements of paragraph (e)(3) of this section. (2) Failing to satisfy

the conditions upon which a certificate was issued relative to offsetting a deficit. (3) Selling, offering for sale, introducing or delivering into U.S. commerce, or importing vehicles that are found not to be covered b y a certificate as a result of failing to offset a deficit. 202. A new § 86 .1861

- 17 is added to subpart S to read as follows: **§ 86.1861**  **- 17**  **How do the NMOG+NOx and evaporative emission credit programs work?** You may use emission credits for purp oses of certification to show compliance with the applicable fleet

- average NMOG+NOx standards from §§ 86.1811 and 86.1816 and the fleet

average evaporative emission standards from § 86 .1813 as described in 40 CFR part 1037, subpart H, with certain exceptio ns and clarifications as specified in this section. MDPVs are subject to the same provisions of this section that apply to LDT4.Page 704 of 961

(a) Calculate emission credits as described in this paragraph (a) instead of using the provisions of 40 CFR 1037.705. Calculate positive or negative emission credits relative to the applicable fleet

average standard. Calculate positive emission credits if your fleet

- average level is below the standard. Calculate negative emission credits if your fleet

- average value is above th e standard. Calculate credits separately for each ty

pe of standard and for each averaging set. Calculate emission credits using the following equation, rounded to the nearest whole number: 

### [ ] Emission credit Volume Fleet average standard Fleet average value

   Where: Emission credit = The positive or negative cre dit for each discrete fleet

- average standard, in units of vehicle

- grams per mile for NMOG+NOx and vehicle

- grams per test for evaporative emissions. Volume = Sales volume in a given model year from the collection of test groups or evaporative families covered b y the fleet

- average value, as described in § 86 .1860. (b) The following restrictions apply instead of those specified in 40 CFR 1037.740: (1) Except as specified in paragraph (b)(3) of this section, emission credits may be exchanged only

within an averaging set, as follows: (i) HDV represent a separate averaging set with respect to all emission standards. (ii) LDV and LDT certified to standards based on a useful life of 150,000 miles and 15 ye ars together represent a single averaging set with respect to NMOG+NOx emission standards. Note that FTP and SFTP credits are not interchangeable. (iii) LDV and LDT1 certified to standards based on a useful life of 120,000 miles and 10 ye ars together represent a single averaging set with respect to NMOG+NOx emissio n standards. Note that FTP and SFTP credits are not interchangeable. (iv) The following separate averaging sets appl y for evaporative emission standards: (A) LDV and LDT1 together represent a single averaging set. (B) LDT2 represents a single averaging se t. (C) HLDT represents a single averaging set. (D) HDV represents a single averaging set. (2) You may

exchange evaporative emission credits across averaging sets as follows if you need additional credits to offset a deficit after the final year of maintain ing deficit credits as allowed under paragraph (c) of this section: (i) You may

exchange LDV/LDT1 and LDT2 emission credits. (ii) You may

exchange HLDT and HDV emission credits. (3) Except as specified in paragraph (b)(4) of this section, credits expire af ter five years. For example, credits you generate in model year 2018 may be used onl y through model year 2023. (4) For the Tier 3 declining fleet

- average FTP and SFTP emission standards for NMOG+NOx described in § 86 .1811

- 17(b)(8), credits generat ed in model years 2017 through 2024 expire after eight ye ars, or after model year 2030, whichever comes first; however, these credits may not be traded after five years. This extended credit life also applies for small

- volume manufacturers generating credits under § 86 .1811

- 17(h)(1) in model years 2022 through 2024. Note that the longer credit life does not apply for heavy

duty vehicles, for vehicles certified under the alternate phase

- in described in § 86 .1811

- 17(b)(9), or for vehicles generating earl y T ier 3 credits under § 86 .1811

- 17(b)(11) in model ye ar 2017.Page 705 of 961

(c) The credit

- deficit provisions 40 CFR 1037.745 apply to the NMOG+NOx and evaporative emission standards for Tier 3 vehicles. (d) The reporting and recordkeeping provisions of § 86 .1862 apply in stead of those specified in 40 CFR 1037.730 and 1037.735. (e) The provisions of 40 CFR 1037.645 do not apply

. 203. Section 86.1862

- 04 is revised to read as follows: **§ 86.1862**  **- 04**  **Maintenance of records and submittal of information relevant to compliance with**  **fleet -**  **average standards.** (a) Overview . This section describes reporting and recordkeeping requirements for vehicles subject to the following standards: (1) Tier 2 NOx emission standard for LDV and LDT in § 86 .1811

- 04. (2) Tier 3 FTP emission standard for N MOG+NOx for LDV and LDT in § 86 .1811

. (3) Tier 3 SFTP emission standard for NMOG+NOx for LDV and LDT (including MDPV) in § 86 .1811

. (4) Tier 3 evaporative emission standards in § 86 .1813

. (5) Tier 3 FTP emission standard for NMOG+NOx for HDV (other than MDPV) in § 86 .1816

. (6) Cold temperature NMHC standards in § 86 .1811

. (b) Maintenance of records. (1) The manufacturer producing any vehicles subject to a fleet

average standard under this subpart must establish and maintain all the fol lowing information in organized and indexed records for each model year: (i) Model year. (ii) Applicable fleet

- average standard. (iii) Calculated fleet

- average value. (iv) All values used in calculating the fleet

- average value achieved. (2) The manufacture r producing an y vehicle subject to the provisions in this section must keep all the following information for each vehicle: (i) Model year. (ii) Applicable fleet

- average standard. (iii) EPA test group or evaporative family , as applicable. (iv) Assembly

plant. (v) Vehicle identification number. (vi) The FEL and the fleet

- average standard to which the vehicle is certified. (vii) Information on the point of first sale, including the purchaser, city, and state. (3) The manufacturer must retain all records requi red to be maintained under this section for a period of eight ye ars from the due date for the annual report. Records may be stored in any format and on an y m edia, as long as manufacturers can promptly send EPA organized written records in English if we ask for them. Manufacturers must keep records readily available as EPA may review them at any

time. (4) The Administrator may require the manufacturer to retain additional records or submit information not specifically required b y this section. (5) EPA may

vo id ab initio a certificate of conformity for a vehicle certified to emission standards as set forth or otherwise referenced in this subpart for which the manufacturer fails to retain the records required in this section, to provide such information to the Administrator upon request, or to submit the reports required in this section in the specified time period.Page 706 of 961

(c) Reporting. (1) Each manufacturer must submit an annual report. Except as provided in paragraph (b)(2) of this section, the annual report must co ntain, for each applicable fleet average standard, the fleet average value achieved, all values required to calculate the fleet

average value, the number of credits generated or debits incurred, all the values required to calculate the credits or debits, and sufficient information to show compliance with all phase

in requirements, if applicable. The annual report must also contain the resulting balance of credits or debits. (2) When a manufacturer calculates compliance with the fleet

- average standard using the provisions in § 86 .1860

– 04(c)(2) or § 86 .1860

- 17(f), the annual report must state that the manufacturer has elected to use such provision and must contain the fleet

- average standard as the fleet

- average value for that model year. (3) For each applicabl e fleet

- average standard, the annual report must also include documentation on all credit transactions the manufacturer has engaged in since those included in the last report. Information for each transaction must include all the following information: (i) Name of credit provider. (ii) Name of credit recipient. (iii) Date the transfer occurred. (iv) Quantity

of credits transferred. (v) Model year in which the credits were earned. (4) Unless a manufacturer reports the data required by this section in the annual production report required under § 86 .1844

– 01(e) and subsequent model year provisions, a manufacturer must submit an annual report for each model ye ar after production ends for all affected vehicles produced b y the manufacturer subject to the provision s of this subpart and no later than May 1 of the calendar year following the given model year. Annual reports must be submitted to: Director, Compliance Division, U.S. Environmental Protection Agency , 2000 Traverwood, Ann Arbor, Michigan 48105. (5) Failure by

a manufacturer to submit the annual report in the specified time period for all vehicles subject to the provisions in this section is a violation of Clean Air Act section 203(a)(1) (42 U.S.C 7522(a)(1)) for each subject vehicle produced b y that manufac turer. (6) If EPA or the manufacturer determines that a reporting error occurred on an annual report previously

submitted to EPA, the manufacturer's credit or debit calculations will be recalculated. EPA may

void erroneous credits, unless transferred, and must adjust erroneous debits. In the case of transferred erroneous credits, EPA must adjust the selling manufacturer's credit or debit balance to reflect the sale of such credits and any resulting generation of debits. (d) Notice of opportunity for hearing

. Any voiding of the certificate under paragraph (a)(6) of this section will be made only after EPA has offered the manufacturer concerned an opportunity for a hearing conducted in accordance with § 86 .614 for light

- dut y vehicles and light

- dut y trucks and with 40 CFR part 1068, subpart G, for heav y - duty vehicles. 204. Section 86.1863

- 07 is amended b y adding introductory text to read as follows: **§ 86.1863**  **- 07**  **Optional chassis certification for diesel vehicles.** This section does not apply for vehicles certified to the Tier 3 standards in § 86 .1816

- 18, including those vehicles that certify to the Tier 3 standards before model year 2018. * * * * *Page 707 of 961

205. Section 86.1864

- 10 is amended b y revising paragraph (p) to read as follows: **§ 86.1864 -**  **10 How to comply with the fle et average cold temperature NMHC standards.**  * * * * * (p) Reporting and recordkeeping . Keep records and submit information for demonstrating compliance with the fleet average cold temperature NMHC standard as described in § 86 .1862

- 04. 206. Section 86.1868

- 12 is amended b y revising paragraphs (f)(1) and (g)(1) to read as follows: **§ 86.1868**

**– 12 CO**  **2 credits for improving the efficiency of air conditioning systems.**  * * * * * (f) * * * (1) The manufacturer shall perform the AC17 test specified in 40 CFR 1066.845 o n each unique air conditioning s ys tem design and vehicle platform combination for which the manufacturer intends to accrue air conditioning efficiency credits. The manufacturer must test at least one unique air conditioning system within each vehicle platform in a model ye ar, unless all unique air conditioning s ys tems within a vehicle platform have been previousl y tested. A unique air conditioning sy stem design is a s ys tem with unique or substantially different component designs or ty p es and/or s ys tem control strategies (e.g., fixed displacement vs. variable displacement compressors, orifice tube vs. thermostatic expansion valve, single vs. dual evaporator, etc.). In the first year of such testing, the tested vehicle configuration shall be the highest production vehicle configuration within each platform. In subsequent model years the manufacturer must test other unique air conditioning sy stems within the vehicle platform, proceeding from the highest production untested sy stem until all unique air conditioning s ys tems within the platform have been tested, or until the vehicle platform experiences a major redesign. Whenever a new unique air conditioning system is tested, the highest production configuration using that s ys tem shall be the v ehicle selected for testing. Air conditioning s ys tem designs which have similar cooling capacity , component ty pes, and control strategies, yet differ in terms of compressor pulley ratios or condenser or evaporator surface areas will not be considered to be unique sy stem designs. The test results from one unique s ys tem design may represent all variants of that design. Manufacturers must use good engineering judgment to identify the unique air conditioning sy stem designs which will require AC17 testing in sub sequent model years. Results must be reported separatel y for all four phases (two phases with air conditioning off and two phases with air conditioning on) of the test to the Environmental Protection Agency, and the results of the calculations required in 40 CFR 1066.845 must also be reported. In each subsequent model year additional air conditioning s ys tem designs, if such sy stems exist, within a vehicle platform that is generating air conditioning credits must be tested using the AC17 procedure. When all unique air conditioning s ys tem designs within a platform have been tested, no additional testing is required within that platform, and credits may be carried over to subsequent model years until there is a significant change in the platform design, at whi ch point a new sequence of testing must be initiated. No more than one vehicle from each credit

- generating platform is required to be tested in each model year. * * * * * (g) * * *Page 708 of 961

(1) For each air conditioning s ys tem selected by the manufacturer to generate air conditioning efficiency credits, the manufacturer shall perform the AC17 Air Conditioning Efficiency Test Procedure specified in 40 CFR 1066.845, according to the requirements of this paragraph (g). * * * * * 207. Appendix Ito Part 86 is amended b y rev ising the appendix heading, paragraph (a) before the table, and paragraphs (b) and (c), and removing and reserving paragraph (d) to read as follows: **Appendix I to Part 86**

**— Dynamometer Schedules**  (a) EPA light

- duty

urban dy namometer driving schedule (UDDS)

. This driving schedule is also known as the LA

- 4 cycle. (1) The driving schedule in this paragraph (a) applies for light

- dut y vehicles, light

- duty trucks, and heav y- dut y vehicles certified under subpart S of this part. (2) The driving schedule in this para graph (a) applies for motorcycles with engine displacement at or above 170 cc. Calculate the speed

- versus - time sequence in kilometers per hour by multiplying the listed speed by 1.6 and rounding to the nearest 0.1 kilometers per hour. (3) The driving sche dule follows: * * * * * (b) EPA driving schedule for motorcycles with engine displacement below 170 cc . Use the driving schedule specified in paragraph (a)(2) of this appendix, except that the schedule specified in this paragraph (b) applies for the porti on of the driving schedule from 164 to 332 seconds. Speed Versus Time Sequence Time (sec.) Speed (kph) 164 3.4 165 6.8 166 10.3 167 13.7 168 17.1 169 20.5 170 23.0 171 25.2 172 26.7 173 27.4 174 26.6 175 26.0 176 25.6 177 25.9 178 26.1 17 9 26.3 180 26.7 181 28.2 182 27.5 183 24.9 184 23.5 185 20.1 186 18.3 187 17.8 188 18.8 189 19.3 190 20.7 191 23.0 192 25.4 193 28.3 194 31.6 195 34.7 196 37.5 197 38.6 198 40.7 199 42.0 200 43.6 201 45.1 202 46.7 203 47.7 204 48.5 205 49.2 206 49.2 207 49.0 208 48.9 209 48.7 210 48.7 211 48.7 212 48.7 213 48.7 214 48.9 215 49.1 216 49.6 217 50.2 218 50.9 219 51.3 220 51.8 221 52.4 222 52.8 223 53.4 224 54.1 225 55.1 226 56.0 227 56.6 228 56.9 229 57.0 230 56.9 231 56.6 232 56.6 233 56.8 234 57.1 235 57.5 236 57.7 237 58.1 238 58.3 239 58.6 240 58.7 241 58.7 242 58.5 243 58.5 244 58.5 245 58.5 246 58.5 247 58.5 248 58.4 249 58.1 250 57.8 251 57.1 252 56.6 253 56.2 254 55.9 255 55.6 256 55.5 257 55.8 258 55.9 259 56.0 260 56.0 261 55.7 262 55.3 263 54.9 264 54.5 265 54.0 266 54.3Page 709 of 961

267 53.9 268 53.8 269 53.6 270 53.4 271 53.5 272 53.7 273 54.0 274 54.4 275 54.9 276 55.4 277 55.9 278 56.9 279 57.4 280 57.6 281 58 .0 282 58.0 283 57.8 284 57.2 285 56.5 286 55.5 287 54.4 288 53.4 289 53.4 290 53.4 291 52.9 292 51.9 293 51.8 294 51.9 295 51.8 296 51.4 297 51.3 298 51.3 299 51.3 300 50.9 301 50.3 302 49.8 303 48.9 304 47.8 305 46.6 306 45.4 30 7 44.1 308 43.0 309 41.8 310 39.9 311 38.3 312 36.5 313 35.0 314 33.7 315 32.6 316 31.7 317 31.6 318 31.1 319 30.0 320 28.5 321 25.7 322 22.3 323 20.8 324 19.8 325 19.2 326 17.6 327 16.1 328 12.9 329 11.2 330 8.3 331 4.9 332 1.5

(c) EPA driving schedule for class 3 heavy

- dut y vehicles . This driving schedule is also known as the LA

- 92 cycle.
Time (sec.) Speed (mph) 1 0.0 2 0.0 3 0.0 4 0.0 5 0.0 6 0.0 7 0.0 8 0.0 9 0.0 10 0.0 11 0.0 12 0.0 13 0.0 14 0.0 15 0.0 1 6 0.0 17 0.0 18 0.0 19 0.0 20 0.0 21 1.2 22 4.2 23 7.3 24 8.8 25 10.8 26 12.3 27 13.1 28 12.3 29 12.3 30 11.5 31 11.5 32 11.1 33 11.1 34 11.1 35 13.1 36 15.0 37 16.9 38 16.9 39 16.1 40 15.7 41 15.4 42 15.0 43 13.8 44 10.8 45 8. 4 46 6.1 47 4.2 48 3.5 49 3.5 50 1.5 51 0.0 52 0.0 53 0.0 54 0.0 55 0.0 56 0.0 57 0.0 58 0.0 59 0.0 60 0.0 61 0.0 62 0.0 63 1.2 64 3.5 65 7.7 66 11.1 67 13.8 68 16.5 69 18.4 70 20.4 71 20.7 72 19.6 73 17.3 74 12.3 75 8.1 76 6 .1 77 9.6 78 12.7 79 15.7 80 18.0 81 20.4 82 21.9 83 23.4 84 23.8 85 24.6 86 25.0 87 26.1 88 26.1 89 26.9 90 26.9 91 26.9 92 26.5 93 25.7 94 21.9 95 16.5 96 10.0 97 4.6 98 1.5 99 0.4 100 0.0 101 0.0 102 0.0 103 0.0 104 0.0 105 0.0 106 0.0 107 0.0 108 0.4 109 1.2 110 1.9 111 3.8 112 7.7 113 11.5 114 14.6 115 18.0 116 21.5 117 25.0 118 28.4 119 30.7 120 31.9 121 32.3 122 32.3 123 31.9 124 30.3 125 28.0 126 24.2 127 20.0Page 710 of 961

128 16.1 129 11.5 130 8.1 131 5.0 132 3.5 133 1.9 134 0.0 135 0.0 136 0.0 137 0.0 138 0.0 139 0.0 140 0.0 141 0.0 142 0.0 143 1.5 144 6.9 145 12.7 146 16.5 147 20.0 148 23.0 149 25.7 150 28.0 151 30.7 152 32.6 153 34.2 154 35.3 155 36.9 156 36.9 157 37.2 158 37.6 159 37.6 160 37.6 161 37.2 162 37.2 163 36.9 164 36.5 165 36.5 166 34.9 167 33.4 168 31.9 169 29.2 170 25.0 171 25.0 172 26.1 173 27.6 174 29.2 175 31.1 176 32.3 177 34.2 178 34.9 179 35.7 180 36.5 181 36.9 182 36.9 183 37.2 184 3 7.6 185 37.2 186 37.6 187 38.0 188 38.4 189 39.2 190 39.6 191 39.9 192 40.7 193 40.3 194 41.1 195 41.1 196 40.7 197 31.9 198 23.9 199 15.9 200 7.9 201 2.7 202 0.4 203 0.4 204 2.7 205 3.8 206 3.8 207 1.5 208 0.0 209 0.0 210 0.0 21 1 0.0 212 0.0 213 0.0 214 0.0 215 0.0 216 0.0 217 0.0 218 0.0 219 0.0 220 0.0 221 0.0 222 0.0 223 0.0 224 0.0 225 0.0 226 0.0 227 0.0 228 0.0 229 0.0 230 0.0 231 0.0 232 0.0 233 0.0 234 0.0 235 0.0 236 0.0 237 0.0 238 1.5 239 5. 0 240 8.8 241 11.5 242 14.2 243 15.4 244 16.1 245 16.1 246 16.9 247 16.5 248 16.9 249 18.0 250 19.2 251 20.4 252 20.4 253 21.1 254 21.1 255 22.3 256 23.0 257 23.8 258 24.2 259 24.6 260 25.0 261 25.7 262 25.7 263 26.5 264 27.6 265 28.4 266 29.2 267 30.3 268 31.1 269 31.1 270 30.7 271 31.1 272 29.6 273 29.2 274 29.2 275 28.8 276 28.0 277 23.0 278 21.1 279 21.5 280 20.7 281 20.7 282 19.6 283 16.5 284 13.1 285 9.6 286 7.3 287 3.8 288 0.8 289 0.0 290 0.0 291 0. 0 292 0.0 293 0.0 294 0.0 295 0.0 296 0.0 297 0.0 298 0.0 299 0.0 300 0.0 301 0.0 302 0.0 303 0.0 304 0.0 305 0.0 306 0.0 307 0.0 308 0.0 309 0.0 310 0.0 311 0.0 312 0.0 313 0.4 314 2.7 315 7.3 316 11.5 317 15.4 318 18.4 319 20. 7 320 24.2 321 26.9 322 29.6 323 31.1 324 32.6 325 33.8 326 34.9 327 36.9 328 39.2 329 41.1 330 43.0 331 43.8 332 44.5 333 45.3 334 45.3 335 44.9 336 44.5 337 43.8 338 43.4 339 42.6 340 41.9 341 41.5 342 40.7Page 711 of 961

343 40.3 344 41.1 345 41.5 346 42.6 347 43.4 348 44.2 349 44.9 350 45.7 351 46.5 352 46.8 353 47.2 354 48.0 355 47.6 356 48.4 357 48.0 358 47.2 359 46.1 360 45.7 361 44.9 362 44.2 363 43.8 364 44.5 365 44.9 366 45.3 367 46.5 368 48.0 369 48.8 370 49.5 371 49.9 372 49.9 373 49.9 374 49.5 375 49.5 376 48.8 377 48.8 378 48.8 379 48.4 380 48.8 381 49.5 382 50.3 383 50.7 384 51.8 385 52.6 386 53.4 387 54.1 388 55.3 389 55.3 390 56.1 391 56.4 392 56.4 393 56.4 394 57.2 395 56.8 396 5 7.6 397 57.6 398 57.6 399 58.0 400 58.0 401 58.4 402 58.4 403 58.8 404 59.1 405 58.8 406 58.8 407 58.0 408 58.0 409 57.6 410 57.6 411 57.6 412 57.6 413 57.6 414 59.1 415 59.5 416 59.9 417 60.3 418 60.3 419 61.1 420 60.3 421 59.9 4 22 59.5 423 59.1 424 59.1 425 59.5 426 59.5 427 59.5 428 59.9 429 60.3 430 60.7 431 60.7 432 61.4 433 61.8 434 61.8 435 61.8 436 61.8 437 61.1 438 60.7 439 60.3 440 60.3 441 60.3 442 59.5 443 58.8 444 59.1 445 58.8 446 58.8 447 58. 8 448 58.4 449 58.0 450 58.0 451 58.0 452 58.4 453 59.1 454 59.5 455 59.9 456 59.9 457 60.3 458 61.1 459 61.1 460 61.1 461 61.4 462 61.4 463 61.1 464 60.7 465 59.9 466 59.1 467 59.1 468 59.1 469 59.9 470 59.5 471 59.9 472 58.8 473 58.0 474 57.6 475 56.8 476 56.1 477 55.3 478 54.1 479 52.6 480 49.2 481 46.1 482 43.0 483 37.2 484 29.6 485 21.5 486 16.5 487 15.7 488 18.4 489 21.5 490 25.0 491 27.3 492 29.2 493 30.7 494 31.5 495 31.1 496 31.1 497 30.3 498 30.0 499 30.0 500 29.6 501 30.0 502 28.8 503 28.8 504 28.0 505 28.4 506 28.0 507 28.4 508 28.4 509 28.8 510 28.4 511 28.4 512 28.0 513 26.5 514 24.2 515 22.7 516 20.4 517 17.7 518 15.7 519 13.1 520 10.8 521 8.4 522 7.3 523 5.0 524 3.8 525 3.5 526 1.9 527 0.8 528 0.0 529 0.0 530 0.0 531 0.8 532 1.9 533 3.8 534 6.9 535 9.6 536 11.1 537 11.1 538 10.4 539 8.8 540 9.2 541 10.0 542 10.4 543 10.4 544 5.4 545 1.9 546 0.0 547 0.0 548 0.0 549 0.0 550 0.0 551 0.0 552 0. 0 553 0.0 554 0.0 555 0.0 556 0.0 557 0.0Page 712 of 961

558 0.0 559 0.0 560 0.0 561 0.0 562 0.0 563 0.0 564 0.0 565 0.0 566 0.0 567 0.0 568 0.0 569 0.0 570 0.0 571 0.0 572 0.4 573 1.5 574 3.5 575 6.1 576 10.4 577 14.2 578 16.9 579 19.2 580 20 .0 581 21.5 582 23.4 583 24.6 584 24.2 585 20.0 586 16.9 587 13.4 588 13.4 589 15.7 590 18.4 591 21.1 592 23.4 593 25.3 594 27.6 595 28.8 596 30.3 597 30.7 598 31.5 599 31.1 600 31.1 601 30.3 602 30.3 603 30.3 604 30.7 605 31.1 60 6 32.3 607 32.6 608 32.6 609 32.6 610 31.1 611 26.9 612 22.3 613 18.0 614 13.8 615 9.6 616 4.6 617 6.1 618 10.0 619 14.2 620 17.3 621 20.0 622 21.5 623 22.3 624 22.3 625 22.3 626 22.3 627 23.0 628 23.0 629 22.7 630 22.3 631 21.9 6 32 22.7 633 23.8 634 25.0 635 25.3 636 25.7 637 26.5 638 26.9 639 27.3 640 28.0 641 29.2 642 30.0 643 30.0 644 29.6 645 29.6 646 28.8 647 28.4 648 28.0 649 27.3 650 25.7 651 24.6 652 25.0 653 26.5 654 28.0 655 29.6 656 30.7 657 32. 3 658 33.0 659 34.2 660 34.6 661 35.3 662 36.1 663 36.1 664 36.9 665 36.9 666 37.6 667 37.6 668 38.4 669 38.0 670 37.6 671 37.6 672 37.2 673 36.9 674 36.1 675 35.7 676 36.1 677 35.7 678 35.7 679 35.7 680 36.1 681 36.1 682 35.7 683 35.7 684 34.9 685 34.6 686 34.2 687 33.8 688 33.4 689 33.0 690 30.3 691 29.2 692 28.4 693 25.0 694 21.1 695 16.9 696 13.4 697 13.1 698 12.3 699 12.7 700 15.7 701 19.2 702 22.3 703 24.6 704 25.7 705 26.5 706 26.5 707 26.9 708 27.3 709 27.3 710 27.6 711 28.4 712 28.8 713 28.8 714 29.2 715 28.8 716 28.8 717 28.0 718 28.0 719 27.6 720 26.5 721 24.6 722 20.7 723 16.5 724 15.0 725 14.2 726 14.2 727 13.8 728 13.8 729 11.9 730 8.4 731 4.2 732 1.2 733 0.0 734 0.0 735 0.0 736 0.0 737 0.0 738 0.0 739 0.0 740 0.0 741 0.0 742 0.0 743 0.0 744 0.0 745 0.0 746 0.0 747 0.0 748 0.0 749 0.0 750 0.0 751 0.0 752 0.0 753 0.0 754 0.0 755 0.0 756 0.0 757 0.0 758 0.0 759 0.0 760 0.0 761 0.0 762 0.0 763 1.5 764 5.4 765 9.2 766 11.5 767 14.6 768 17.3 769 19.2 770 21.1 771 20.7 772 20.7Page 713 of 961

773 19.6 774 18.4 775 16.9 776 16.9 777 16.5 778 16.9 779 16.9 780 16.9 781 17.3 782 19.2 783 20.4 784 21.1 785 22.3 786 22.3 787 22.7 788 22.3 789 22.7 790 22.3 791 23.8 792 25.7 793 27.6 794 29.6 795 30.0 796 29.2 797 27.6 798 25.0 799 23.8 800 23.4 801 24.2 802 23.4 803 23.0 804 20.4 805 18.8 806 17.3 807 15.0 808 13.1 809 9.2 810 6.9 811 4.6 812 4.6 813 4.6 814 4.2 815 5 .4 816 4.6 817 3.5 818 2.3 819 2.3 820 1.9 821 3.1 822 6.1 823 4.6 824 2.7 825 2.3 826 2.3 827 3.1 828 4.2 829 3.5 830 3.8 831 4.2 832 3.5 833 3.5 834 3.5 835 4.6 836 5.8 837 3.5 838 0.8 839 3.5 840 3.8 841 2.3 842 0.0 843 1.2 844 6.9 845 13.8 846 18.8 847 23.8 848 27.3 849 30.7 850 33.8 851 37.6 852 40.7 853 43.8 854 46.1 855 48.0 856 49.5 857 51.5 858 53.0 859 54.5 860 55.7 861 56.8 862 58.0 863 59.1 864 60.3 865 61.1 866 61.8 867 61.8 868 61.8 869 61. 8 870 62.6 871 63.4 872 63.0 873 63.0 874 62.6 875 61.8 876 61.8 877 62.2 878 62.2 879 62.6 880 63.7 881 64.5 882 64.9 883 66.0 884 66.0 885 66.8 886 66.4 887 66.8 888 67.2 889 66.4 890 66.4 891 66.0 892 65.7 893 65.7 894 66.4 895 66.0 896 65.7 897 65.3 898 65.3 899 64.5 900 64.5 901 64.1 902 63.7 903 63.7 904 63.7 905 64.5 906 64.5 907 64.9 908 64.5 909 64.1 910 64.9 911 65.3 912 65.3 913 65.3 914 64.1 915 63.4 916 63.0 917 63.4 918 64.1 919 64.9 920 65.3 921 64.5 922 64.1 923 63.4 924 63.7 925 63.4 926 63.4 927 63.4 928 63.4 929 63.7 930 64.5 931 65.3 932 64.9 933 63.7 934 63.0 935 59.9 936 55.3 937 50.7 938 49.2 939 48.0 940 46.1 941 44.2 942 41.1 943 39.9 944 36.1 945 32.6 946 2 9.2 947 24.6 948 20.7 949 19.2 950 16.5 951 15.0 952 11.9 953 9.6 954 8.4 955 5.8 956 1.2 957 0.0 958 0.0 959 0.0 960 1.2 961 3.1 962 5.0 963 8.4 964 11.5 965 14.6 966 16.9 967 18.8 968 21.1 969 23.8 970 26.5 971 28.0 972 29.6 97 3 30.7 974 32.6 975 34.2 976 35.3 977 36.1 978 36.9 979 38.0 980 38.0 981 38.0 982 38.0 983 38.0 984 37.2 985 36.9 986 36.1 987 35.7Page 714 of 961

988 34.9 989 34.9 990 33.8 991 31.5 992 28.8 993 25.7 994 24.6 995 23.4 996 22.3 997 21.5 998 20.0 999 20.0 1000 19.2 1001 19.2 1002 18.0 1003 11.9 1004 6.9 1005 2.7 1006 0.8 1007 0.4 1008 0.0 1009 0.0 1010 0.0 1011 0.0 1012 0.0 1013 0.0 1014 0.0 1015 0.0 1016 0.0 1017 0.0 1018 0.0 1019 0.0 1020 0.0 1021 0.0 1022 0.0 1023 0.4 1024 2.7 1025 6.1 1026 9.2 1027 11.5 1028 14.2 1029 16.1 1030 18.0 1031 20.0 1032 21.5 1033 23.0 1034 24.2 1035 25.0 1036 25.7 1037 26.9 1038 27.6 1039 27.6 1040 28.4 1041 29.2 1042 29.2 1043 30.0 1044 29.6 1045 29.6 1046 28.8 1047 2 8.0 1048 23.8 1049 18.8 1050 11.9 1051 6.1 1052 1.5 1053 1.5 1054 4.2 1055 8.1 1056 10.4 1057 13.1 1058 15.4 1059 18.0 1060 20.4 1061 23.0 1062 25.3 1063 27.3 1064 28.8 1065 30.3 1066 31.1 1067 32.3 1068 31.9 1069 32.3 1070 31.9 107 1 31.1 1072 28.8 1073 25.0 1074 22.7 1075 18.8 1076 15.4 1077 13.4 1078 11.9 1079 8.8 1080 5.0 1081 1.9 1082 2.3 1083 2.7 1084 3.5 1085 6.5 1086 10.8 1087 13.8 1088 16.1 1089 18.4 1090 20.4 1091 21.9 1092 21.9 1093 20.7 1094 17.3 10 95 13.1 1096 9.6 1097 8.8 1098 10.8 1099 12.7 1100 14.2 1101 14.6 1102 13.1 1103 11.1 1104 11.1 1105 11.1 1106 13.1 1107 15.7 1108 18.4 1109 20.7 1110 23.8 1111 25.7 1112 28.0 1113 30.0 1114 31.1 1115 32.3 1116 34.2 1117 35.7 1118 36 .9 1119 38.8 1120 40.3 1121 41.5 1122 42.2 1123 43.0 1124 43.8 1125 43.8 1126 43.4 1127 43.0 1128 42.2 1129 41.9 1130 41.5 1131 41.9 1132 41.9 1133 41.9 1134 42.2 1135 42.6 1136 42.6 1137 42.6 1138 42.6 1139 42.6 1140 42.6 1141 42.6 1142 42.2 1143 43.0 1144 43.4 1145 43.0 1146 42.6 1147 41.9 1148 40.7 1149 36.9 1150 32.6 1151 28.0 1152 23.4 1153 18.4 1154 14.6 1155 12.3 1156 9.2 1157 5.8 1158 1.9 1159 0.4 1160 0.0 1161 0.0 1162 0.0 1163 0.0 1164 0.0 1165 0.4 1 166 4.2 1167 9.2 1168 11.9 1169 14.2 1170 15.7 1171 15.0 1172 14.2 1173 13.4 1174 13.8 1175 14.6 1176 14.6 1177 14.2 1178 16.1 1179 15.7 1180 15.7 1181 14.6 1182 13.1 1183 10.0 1184 7.3 1185 3.5 1186 0.8 1187 0.0 1188 0.0 1189 0.0 1 190 0.0 1191 0.4 1192 2.7 1193 7.3 1194 11.5 1195 15.4 1196 19.2 1197 21.9 1198 23.8 1199 25.0 1200 26.1 1201 27.3 1202 28.8Page 715 of 961

1203 30.0 1204 29.6 1205 29.6 1206 28.8 1207 26.1 1208 22.3 1209 19.2 1210 16.5 1211 12.7 1212 9.6 1213 6.9 1214 4.2 1215 2.3 1216 0.8 1217 0.0 1218 0.0 1219 0.0 1220 0.0 1221 0.0 1222 0.0 1223 0.0 1224 0.0 1225 0.0 1226 0.0 1227 0.0 1228 0.0 1229 0.0 1230 0.0 1231 0.0 1232 0.0 1233 0.0 1234 0.0 1235 0.0 1236 0.0 1237 0.0 1238 0.0 1239 0.0 1240 3.5 1241 10.4 1242 15.4 1243 17.3 1244 17.3 1245 18.4 1246 21.5 1247 24.6 1248 27.3 1249 30.0 1250 31.5 1251 31.9 1252 32.6 1253 33.4 1254 34.9 1255 36.5 1256 37.6 1257 39.2 1258 40.3 1259 40.7 1260 41.1 1261 40.7 1262 40.7 1263 40.7 1264 41.5 1265 42.6 1266 43.0 1267 44.5 1268 45.3 1269 45.3 1270 44.9 1271 43.4 1272 40.3 1273 38.0 1274 36.1 1275 36.5 1276 38.0 1277 39.2 1278 40.7 1279 42.2 1280 43.4 1281 44.9 1282 45.7 1283 46.1 1284 46.8 1285 46.5 12 86 46.5 1287 46.5 1288 46.1 1289 46.1 1290 46.1 1291 46.8 1292 47.6 1293 48.0 1294 48.4 1295 48.0 1296 48.0 1297 47.2 1298 46.5 1299 46.8 1300 47.2 1301 48.4 1302 48.4 1303 48.8 1304 48.4 1305 47.6 1306 46.5 1307 44.2 1308 42.2 1309 41.5 1310 41.1 1311 40.7 1312 40.3 1313 39.6 1314 39.2 1315 38.8 1316 38.0 1317 37.6 1318 37.2 1319 36.5 1320 34.6 1321 31.5 1322 29.6 1323 29.2 1324 28.8 1325 28.8 1326 28.0 1327 28.0 1328 28.4 1329 29.6 1330 30.0 1331 30.3 1332 29. 2 1333 26.5 1334 25.3 1335 25.0 1336 24.6 1337 24.6 1338 25.3 1339 26.1 1340 27.3 1341 28.4 1342 29.2 1343 29.2 1344 29.6 1345 30.0 1346 31.1 1347 32.6 1348 33.8 1349 34.6 1350 34.9 1351 34.6 1352 34.9 1353 34.6 1354 34.9 1355 34.9 1356 34.9 1357 34.2 1358 33.8 1359 32.6 1360 31.5 1361 30.0 1362 28.8 1363 27.3 1364 23.8 1365 23.0 1366 23.0 1367 22.3 1368 20.4 1369 18.8 1370 17.7 1371 16.1 1372 14.6 1373 12.7 1374 11.1 1375 9.2 1376 8.8 1377 7.3 1378 6.1 1379 5. 0 1380 4.2 1381 3.5 1382 2.7 1383 2.3 1384 1.5 1385 1.2 1386 0.0 1387 1.2 1388 4.2 1389 7.3 1390 8.8 1391 10.8 1392 12.3 1393 13.1 1394 12.3 1395 12.3 1396 11.5 1397 11.5 1398 11.1 1399 11.1 1400 11.1 1401 13.1 1402 15.0 1403 16.9 1404 16.9 1405 16.1 1406 15.7 1407 15.4 1408 15.0 1409 13.8 1410 10.8 1411 8.4 1412 6.1 1413 4.2 1414 3.5 1415 3.5 1416 1.5 1417 0.0Page 716 of 96 1

1418 0.0 1419 0.0 1420 0.0 1421 0.0 1422 0.0 1423 0.0 1424 0.0 1425 0.0 1426 0.0 1427 0.0 1428 0.0 1429 0.0 1430 0.0 1431 0.0 1432 0.0 1433 0.0 1434 0.0 1435 0.0 1436 0.0 1437 0.0 1438 0.0 1439 0.0 1440 0.0 1441 0.0 1442 0.0 1443 0.0 1444 0.0 1445 0.0 1446 0.0 1447 0.0 1448 0.0 1449 0.0 1450 0.0 1451 0.0 1452 0.0 1453 0.0 1454 0.0 1455 0.0 1456 1.2 1457 4.2 1458 7.3 1459 8.8 1460 10.8 1461 12.3 1462 13.1 1463 12.3 1464 12.3 1465 11.5 1466 11.5 1467 11.1 1468 11.1 1469 11.1 1470 13.1 1471 15.0 1472 16.9 1473 16.9 1474 16.1 1475 15.7 1476 15.4 1477 15.0 147 8 13.8 1479 10.8 1480 8.4 1481 6.1 1482 4.2 1483 3.5 1484 3.5 1485 1.5 1486 0.0 1487 0.0 1488 0.0 1489 0.0 1490 0.0 1491 0.0 1492 0.0 1493 0.0 1494 0.0 1495 0.0 1496 0.0 1497 0.0 1498 1.2 1499 3.5 1500 7.7 1501 11.1 1502 13.8 1503 16.5 1504 18.4 1505 20.4 1506 20.7 1507 19.6 1508 17.3 1509 12.3 1510 8.1 1511 6.1 1512 9.6 1513 12.7 1514 15.7 1515 18.0 1516 20.4 1517 21.9 1518 23.4 1519 23.8 1520 24.6 1521 25.0 1522 26.1 1523 26.1 1524 26.9 1525 26.9 1526 26.9 1527 26.5 1528 25.7 1529 21.9 1530 16.5 1531 10.0 1532 4.6 1533 1.5 1534 0.4 1535 0.0 1536 0.0 1537 0.0 1538 0.0 1539 0.0 1540 0.0 1541 0.0 1542 0.0 1543 0.4 1544 1.2 1545 1.9 1546 3.8 1547 7.7 1548 11.5 1549 14.6 1550 18.0 1551 21. 5 1552 25.0 1553 28.4 1554 30.7 1555 31.9 1556 32.3 1557 32.3 1558 31.9 1559 30.3 1560 28.0 1561 24.2 1562 20.0 1563 16.1 1564 11.5 1565 8.1 1566 5.0 1567 3.5 1568 1.9 1569 0.0 1570 0.0 1571 0.0 1572 0.0 1573 0.0 1574 0.0 1575 0.0 1576 0.0 1577 0.0 1578 1.5 1579 6.9 1580 12.7 1581 16.5 1582 20.0 1583 23.0 1584 25.7 1585 28.0 1586 30.7 1587 32.6 1588 34.2 1589 35.3 1590 36.9 1591 36.9 1592 37.2 1593 37.6 1594 37.6 1595 37.6 1596 37.2 1597 37.2 1598 36.9 1599 36 .5 1600 36.5 1601 34.9 1602 33.4 1603 31.9 1604 29.2 1605 25.0 1606 25.0 1607 26.1 1608 27.6 1609 29.2 1610 31.1 1611 32.3 1612 34.2 1613 34.9 1614 35.7 1615 36.5 1616 36.9 1617 36.9 1618 37.2 1619 37.6 1620 37.2 1621 37.6 1622 38.0 1623 38.4 1624 39.2 1625 39.6 1626 39.9 1627 40.7 1628 40.3 1629 41.1 1630 41.1 1631 40.7 1632 31.9Page 717 of 961

1633 23.9 1634 15.9 1635 7.9 1636 2.7 1637 0.4 1638 0.4 1639 2.7 1640 3.8 1641 3.8 1642 1.5 1643 0.0 1644 0.0 1645 0.0 1646 0.0 164 7 0.0 1648 0.0 1649 0.0 1650 0.0 1651 0.0 1652 0.0 1653 0.0 1654 0.0 1655 0.0 1656 0.0 1657 0.0 1658 0.0 1659 0.0 1660 0.0 1661 0.0 1662 0.0 1663 0.0 1664 0.0 1665 0.0 1666 0.0 1667 0.0 1668 0.0 1669 0.0 1670 0.0 1671 0.0 1672 0.0 1673 1.5 1674 5.0 1675 8.8 1676 11.5 1677 14.2 1678 15.4 1679 16.1 1680 16.1 1681 16.9 1682 16.5 1683 16.9 1684 18.0 1685 19.2 1686 20.4 1687 20.4 1688 21.1 1689 21.1 1690 22.3 1691 23.0 1692 23.8 1693 24.2 1694 24.6 1695 25.0 1696 25.7 1697 25.7 1698 26.5 1699 27.6 1700 28.4 1701 29.2 1702 30.3 1703 31.1 1704 31.1 1705 30.7 1706 31.1 1707 29.6 1708 29.2 1709 29.2 1710 28.8 1711 28.0 1712 23.0 1713 21.1 1714 21.5 1715 20.7 1716 20.7 1717 19.6 1718 16.5 1719 13. 1 1720 9.6 1721 7.3 1722 3.8 1723 0.8 1724 0.0 1725 0.0 1726 0.0 1727 0.0 1728 0.0 1729 0.0 1730 0.0 1731 0.0 1732 0.0 1733 0.0 1734 0.0 1735 0.0

(d) [Reserved] * * * * * **Appendix XIII through Appendix XVIII to Part 86**

**— [Removed]**  208. Appendix XIII through Appendix XVIII to Part 86 are removed.
**PART 600**

**— FUEL ECONOMY AND GREENHOUSE GAS EXHAUST**  **EMISSIONS OF MOTOR VEHICLES** 209. The authority citation for part 600 continues to read as follows: Authority : 49 U.S.C. 32901

—23919q, Pub. L . 109

– 58. **Su bpart A** 

**— [Amended]**  210. Section 600.001 is amended by adding paragraph (e) to read as follows: **§ 600 .001 General applicability.**  * * * * * (e) You . The term “you” in this part refers to manufacturers subject to the requirements of this part.Page 718 of 961

211. Section 600.002 i s amended by revising the definitions for “Alcohol” and “Alcohol

- fueled automobile” and adding a definition for “We (us, our)” in alphabetical order to read as follows: **§ 600.002 Definitions.** * * * * * Alcohol means a mixture containing 85 percent or mo re by volume methanol, denatured ethanol, or other alcohols, in any combination. Alcohol

- fueled automobile means an automobile designed to operate on alcohol, but not on gasoline. * * * * * We (us, our) means the Administrator of the Environmental Protec tion Agency and any authorized representatives. * * * * * 212. Section 600.011 is amended by revising paragraphs (b), (c)(2), and (c)(3) to read as follows: **§ 600.011 Incorporation by reference.** * * * * * (b) ASTM International material . The following documents are available from ASTM International , 100 Barr Harbor Drive, P.O. Box C700, West Conshohocken, PA, 19428

- 2959, ( 610) 832

- 9585, or http://www.astm.org/

. (1) ASTM D975

- 13 a , Standard Specification for Diesel Fuel Oils, approved December 1, 2013, IBR approved for § 600.107

– 08(b). (2) ASTM D1298

- 12b, Standard Test Method for Density , Relative Density , or API Gravity of Crude Petroleum and L iquid Petroleum Products by Hydrometer Method, approved June 1, 2012, IBR approved for §§ 600.113

– 12(f) and (g) and 600.510

- 12(g). (3) ASTM D1945

- 03 (Reapproved 2010), Standard Test Method for Analysis of Natural Gas By

Gas Chromatography , approved January 1, 2010, IBR appr oved for § 600.113

- 12(f). (4) ASTM D3338/D3338M

- 09, Standard Test Method for Estimation of Net Heat of Combustion of Aviation Fuels, approved April 15, 2009, IBR approved for § 600.113

- 12(f). (5) ASTM D3343

- 05 (Reapproved 2010), Stan dard Test Method for Estimation of Hydrogen Content of Aviation Fuels, approved October 1, 2010, IBR approved for § 600.113

- 12(f). (c) * * * (2) SAE J1634, Battery

Electric Vehicle Energy

Consumption and Range Test Procedure, revised October 2012, IBR approved for §§ 600.116

- 12(a) and 600.311

- 12(j) and (k). (3) SAE J1711, Recommended Practice for Measuring the Exhaust Emissions and Fuel Econom y of H ybrid

- Electric Vehicles, Including Plug

- In H ybrid Vehicles, revised June 2010, IBR approved for §§ 600.114

- 12( c) and (f), 600.116

- 12(b) and (c), and 600.311

- 12( c ), (j), and (k). * * * * *Page 719 of 961

**Subpart B**

**— [Amended]**  213. Section 600.111

- 08 is revised to read as follows: **§ 600.111 -**  **08 Test procedures.** This section describes test procedures for the FTP, highway fuel economy test (HFET), US06, SC03, and the cold temperature FTP tests. Perform testing according to test procedures and other requirements contained in this part 600 and in 40 CFR parts 86 and 1066, including the provisions of 40 CFR part 86, subparts B, C, and S. M anufacturers may certify vehicles based on data collected according to previousl y published test procedures for model years through 2021. In addition, we may approve the use of previously

published test procedures for later model years as an alternative p rocedure under 40 CFR 1066.10(c). See 40 CFR 86.101 and 86.201 for detailed provisions related to this transition. (a) FTP testing procedures . Conduct FTP testing as described in 40 CFR 1066.810 through 1066.820 . You may omit evaporative emission measurements for testing under this part 600 unless we specificall y require it. (b) Highway

fuel economy

testing procedures . Conduct HFET testing as described in 40 CFR 1066.840. (c) US06 testing procedures . Conduct US06 testing as described in 40 CFR 1066.83 0 and 1066.831. (d) SC03 testing procedures . Conduct SC03 testing as described in 40 CFR 1066.830 and 835. (e) Cold temperature FTP procedures . Conduct cold temperature FTP testing as described in 40 CFR part 1066, subpart H. (f) Testing with alternative f uels . For vehicles designed to operate on an alternative fuel in addition to gasoline or diesel fuel, perform FTP and HFET testing as described in paragraphs (a) and (b) of this section for each ty pe of fuel on which the vehicle is designed to operate. N o US06, SC03, or cold temperature FTP testing is required on the alternative fuel. (g) Testing for vehicles with rechargeable energy storage s ys tems . Test electric vehicles and hy brid electric vehicles as described in § 600 .116. (h) Special test procedur es . We may allow or require you to use procedures other than those specified in this section as described in 40 CFR 1066.10(c). For example, special test procedures may

be used for advanced technology vehicles, including, but not limited to fuel cell vehi cles, h yb rid electric vehicles using hydraulic energy storage, and vehicles equipped with hydrogen internal combustion engines. Additionally , we may conduct fuel econom y and carbon

- related exhaust emission testing using the special test procedures approved for a specific vehicle. **§ 600.113**  **- 08**  **and 600.114**  **- 08** 

**— [Removed]**  214. Remove § 600.113

- 08 and 600.114

- 08. 215. Section 600.116

- 12 is amended as follows: a. By revising the section heading. b. By revising paragraph (a)(5). c. By redesignat ing paragraphs (b) and (c) as paragraphs (c) and (d), respectively

.Page 720 of 961

d. By adding a new paragraph (b). e. By revising the redesignated paragraphs (c) introductory text, (c)(1) introductory

text, (c)(2) introductory

text. f. By revising the redesignated para graph (c)(5). g. By adding paragraph (c)(9). **§ 600.116 -**  **12 Special procedures related to electric vehicles and hybrid electric vehicles.**  (a) * * * (5) We may

approve alternate measurement procedures with respect to electric vehicles if they are necessary or appropriate for meeting the objectives of this part. For example, we may approve the use of an earlier version of SAE J1634 for carryover vehicles, or if you show that it is equivalent for your vehicle. * * * * * (b) Determine performance values for h y brid electric vehicles that have no plug

- in capability as specified in §§ 600.210 and 600.311 using the procedures for charge

sustaining operation from SAE J1711 (incorporated by reference in § 600.011). We may approve alternate measurement procedures with respect to these vehicles if that is necessary or appropriate for meeting the objectives of this part. For example, we may approve alternate Net Energy Change tolerances for charge

- sustaining operation as described in paragraph (c)(5) of this section. ( c) Determine performance values for hy brid electric vehicles that have plug

- in capability as specified in §§ 600.210 and 600.311 using the procedures of SAE J1711 (incorporated by reference in § 600.011), with the following clarifications and modifications : (1) To determine fuel economy and CREE values to demonstrate compliance with CAFE and GHG standards, calculate composite values representing combined operation during charge

- depleting and charge

- sustaining operation using the following utility factors ex cept as specified in this paragraph (c): * * * * * (2) To determine fuel economy and CO 2 emission values for labeling purposes, calculate composite values representing combined operation during charge

- depleting and charge

sustaining operation using the fo llowing utility factors except as specified in this paragraph (c): * * * * * (5) The End

- of

- Test criterion is based on a 1 percent Net Energy Change as specified in Section 3.8 of SAE J1711. We may approve alternate Net Energy Change tolerances as specifie d in Section 3.9.1 or Appendix C of SAE J1711 if the 1 percent threshold is insufficient or inappropriate for marking the end of charge

- depleting operation. For charge

- sustaining tests, we may approve the use of alternate Net Energy Change tolerances as s pecified in Appendix C of SAE J1711 to correct final fuel economy values, CO 2 emissions, and carbon

- related exhaust emissions. For charge

- sustaining tests, do not use alternate Net Energy

Change tolerances to correct emissions of criteria pollutants. Add itionally , if we approve an alternate End

- of

- Test criterion or Net Energy Change tolerances for a specific vehicle, we may use the alternate criterion or tolerances for any testing we conduct on that vehicle. * * * * *Page 721 of 961

(9) The utility

factors described in this paragraph (c) are derived from equations in SAE J2841. You may

alternatively

calculate utility

factors directl y from the corresponding equations in SAE J2841. * * * * * 216. A new § 86 .11 7 is added to subpart B to read as follows: **§ 600 .11**  **7 Interim pro**  **visions.** The following provisions apply instead of other provisions specified in this part through model year 2019: (a) Except as specified in paragraph (e) of this section, manufacturers must demonstrate compliance with greenhouse gas emission standards and determine fuel economy values using gasoline test fuel as specified in 40 CFR 86.113

- 04(a), regardless of any testing with Tier 3 test fuel under paragraph (b) of this section. (b) Manufacturers may

demonstrate that vehicles comply with Tier 3 emission standards as specified in 40 CFR part 86, subpart S, during fuel econom y measurements using the gasoline test fuel specified in 40 CFR 86.113

- 04(a), as long as this test fuel is used for all the duty cycles specified in 40 CFR part 86, subpart S. I f a veh icle fails to meet a Tier 3 emission standard using the gasoline test fuel specified in 40 CFR 86.113

- 04(a), the manufacturer must retest the vehicle using the Tier 3 test fuel specified in 40 CFR 1065.710(b) to demonstrate compliance with all applicable e mission standards over that test cycle. (c) If a manufacturer demonstrates compliance with emission standards for criteria pollutants over all five test cycles using the Tier 3 test fuel specified in 40 CFR 1065.710(b), the manufacturer may use the deriv ed five

- cycle calculations to demonstrate compliance with greenhouse gas emission standards and determine fuel economy values. This also applies for fuel econom y labeling, as long as the test group meets the criteria described in § 600 .115. Vehicles test ed over the FTP and HFET cycles with the test fuel specified in 40 CFR 86.113

- 04(a) under this paragraph (b) must meet the Tier 3 emission standards over those test cycles. (d) Manufacturers may

perform testing with either gasoline test fuel specified in 40 CFR 86.113

- 04(a) or in 40 CFR 1065.710(b) to evaluate whether their vehicles meet the criteria for derived 5

- cycle testing under 40 CFR 600 .115; however, all five tests must use test fuel meeting the same specifications. (e) For IUVP testing under § 86 .1845, manufacturers may demonstrate compliance with greenhouse gas emission standards using a test fuel meeting specifications for demonstrating compliance with emission standards for criteria pollutants. **Subpart C**

**— [Amended]**  **§§ 600.206 -**  **08, 600.207 -**  **08 , 600.208**  **- 08, 600.209**  **- 08, and 600.210**  **- 08** 

**— [Removed]**  217. Remove §§ 600.206

- 08, 600.207

- 08, 600.208

- 08, 600.209

- 08, and 600.210

- 08. **Subpart D**

**— [Amended]**  **§§ 600.302 -**  **08 and 600.311 -**  **08**

**— [Removed]**  218. Remove 600.302

- 08 and 600.311

- 08. 219. Section 600.311

- 12 is amended b y revising paragraph (g) to read as follows:Page 722 of 961

**§ 600.311 -**  **12 Determination of values for fuel economy labels.**  * * * * * (g) Smog rating. Establish a rating for exhaust emissions other than CO 2 based on the applicable emission standards for the appropriate mod el year as shown in Tables 1 through 3 of this section. For Independent Commercial Importers that import vehicles not subject to Tier 2 or Tier 3 emission standards, the vehicle's smog rating is 1. Similarly , if a manufacturer certifies vehicles to emissio n standards that are less stringent than all the identified standards for any reason, the vehicle’s smog rating is 1. If EPA or California emission standards change in the future, we may revise the emission levels corresponding to each rating for future m odel years as appropriate to reflect the changed standards. If this occurs, we would publish the revised ratings as described in § 600 .302

– 12(k), allowing sufficient lead time to make the changes; we would also expect to initiate a rulemaking to update the smog rating in the regulation. Table 1 of § 600 .311

– 12

— Criteria for Establishing Smog Rating for Model Year 2025 and Later Rating U.S. EPA Tier 3 Emission

Standard California Air Resources Board LEV III Emission Standard 1 Bin 160 LEV 160 2 Bin 125 ULEV125 4 Bin 70 ULEV70 5 Bin 50 ULEV50 6 Bin 30 SULEV30 7 Bin 20 SULEV20 10 Bin 0 ZEV Table 2 of § 600 .311

– 12

— Criteria for Establishing Smog Rating for Model Years 2018

- 2024 Rating U.S. EPA Tier 3

Emission Standard U.S EPA Tier 2 Emission Standard California Air Resources Board

LEV III Emission Standard 1 Bin 160 Bin 5 through Bin 8 LEV 160 3 Bin 125 Bin 4 ULEV125 5 Bin 70 Bin 3 ULEV70 6 Bin 50

— ULEV50 7 Bin 30 Bin 2 SULEV30 8 Bin 20

— SULEV20 10 Bin 0 Bin 1 ZEVPage 723 of 961

Table 3 of § 600 .311

– 12

— Criteria for Establishing Smog Rating through Model Year 2017 Rating U.S. EPA Tier 2

Emission Standard California Air Resources Board LEV II Emission Standard California Air Resources Board LEV III Emission Standard 1

— ULEV & LEV II large trucks 2 Bin 8 SULEV II large trucks 3 Bin 7

— 4 Bin 6 LEV II, option 1 5 Bin 5 LEV II LEV160 6 Bin 4 ULEV II ULEV125 7 Bin 3

— ULEV70, ULEV50 8 Bin 2 SULEV II SULEV30 9

— PZEV SULEV20, PZEV 10 Bin 1 ZEV ZEV * * * * * **Subpart F**

**— [Amended]**  **§§ 600.507 -**  **08, 600.509**  **- 08, 600.510**  **- 08, and 600.512**  **- 08** 

**— [Removed]**  220. Remove §§ 600.507

- 08, 600.509

- 08, 600.510

- 08, and 600.512

- 08. **Appendix IV and Appendix V to Part 600**

**— [Removed and reserved]**  221. Remove and reserve Appendix IV and Appendix V to p art 600. **PART 1036**

**— CONTROL OF**  **EMISSIONS FROM NEW AND IN -**  **USE HEAVY**   ** DUTY HIGHWAY ENGINES** 222. The authority citation for part 1036 continues to read as follows: Authority : 42 U.S.C. 7401

- 7671q. **Subpart B**

**— [Amended]**  223. Section 1036.115 is amended by adding paragraph (b) to read as follows: **§ 103 6.115 Other requirements.**  * * * * * (b) You must design and produce your engines to comply with evaporative emission standards as follows: (1) For complete heav y - duty vehicles you produce, you must certify the vehicles to emission standards as specified i n 40 CFR 1037.103. (2) For incomplete heav y - duty vehicles, and for engines used in vehicles you do not produce, you do not need to certify your engines to evaporative emission standards or otherwise meet those standards. However, vehicle manufacturers cer tifying their vehicles with your engines may depend on you to produce your engines according to their specifications. Also, your engines must meet applicable exhaust emission standards in the installed configuration. **PART 1037**

**— CONTROL OF EMISSIONS FROM N**  **EW HEAVY -**  **DUTY MOTOR VEHICLES** Page 724 of 961

224. The authority citation for part 1037 continues to read as follows: Authority : 42 U.S.C. 7401

- 7671q. **Subpart B**

**– [Amended]**  225. Section 1037.101 is amended by revising paragraph (b)(4) and adding paragraph (c)(3) to read as follow s: **§ 1037.101 Overview of emission standards for heavy -**  **duty vehicles.** * * * * * (b) * * * (4) Fuel evaporative emissions . These requirements are described in 40 CFR part 86 and § 10 37.103. (c) * * * (3) For evaporative and refueling emissions, vehicles are regulated based on the ty pe of fuel they use. Vehicles fueled with volatile liquid fuels or gaseous fuels are subject to evaporative emission standards. Vehicles up to a certain size that are fueled with gasoline, diesel fuel, ethanol, methanol, or LP G are subject to refueling emission standards. 226. A new § 10 37.103 is added to read as follows: **§ 1037.103 Evaporative and refueling**  **emission standards.** (a) Applicability . Evaporative and refueling emission standards appl y to heavy

- duty vehicles as follo ws: (1) Complete and incomplete heav y- dut y vehicles at or below 14,000 pounds GVWR must meet evaporative and refueling emission standards as specified in 40 CFR part 86, subpart S, instead of the requirements specified in this section

. (2) Heav y- dut y vehicles above 14,000 pounds GVWR that run on volatile liquid fuel (such a s gasoline or ethanol) or gaseous fuel (such as natural gas or LPG) must meet evaporative and refueling emission standards as specified in this section

. (b) Emission standards . The evaporative and refueling emission standards and measurement procedures specified in 40 CFR 86.1813 apply for vehicles above 14,000 pounds GVWR , except as described in this section. The evaporative emission standards phase in over model ye ars 2018 throu gh 2022, with provisions allowing for voluntary compliance with the standards as earl y as model year 2015. Count vehicles subject to standards under this section the same as heav y- duty vehicles at or below 14,000 pounds GVWR to comply

with the phase

- in re quirements specified in 40 CFR 86.1813. These vehicles may

generate and use emission credits as described in 40 CFR part 86, subpart S, but only

for vehicles that are tested for certification instead of rel yi ng on the provisions of paragraph (c) of this s ection. T he following provisions apply instead of what is specified in 40 CFR 86.1813: (1) The refueling standards in 40 CFR 86.1813(b) apply to complete vehicles starting in model year 2022; they are optional for incomplete vehicles. (2) The leak standard in 40 CFR 86.1813(a)(4) does not apply

. (3) The FEL cap relative to the diurnal plus hot soak standard for low

- altitude testing is 1.9 grams per test. (4) The diurnal plus hot soak standard for high

- altitude testing is 2.3 grams per test.Page 725 of 961 (5) Testing doe s not require measurement of exhaust emissions. Disregard references in subpart B of this part to procedures, equipment specifications, and recordkeeping related to measuring exhaust emissions. All references to the exhaust test under 40 CFR part 86, sub part B, are considered the “dy namometer run” as part of the evaporative testing sequence under this subpart. (6) Vehicles not yet subject to the Tier 3 standards in 40 CFR 86.1813 must meet evaporative emission standards as specified in § § 86 .008

- 10(b) an d 86.007

- 11(b)(3) and (4). (c) Compliance demonstration . You may provide a statement in the application for certification that vehicles above 14,000 pounds GVWR comply with evaporative and refueling emission standards instead of submitting test data if you include an engineering anal ys is describing how vehicles include design parameters, equipment, operating controls, or other elements of design that adequately demonstrate that vehicles comply with the standards. We would expect emission control components and systems to exhibit a comparable degree of control relative to vehicles that compl y based on testing. For example, vehicles that comply under this paragraph (c) should rel y on comparable material specifications to limit fuel permeation, and components should be sized and calibrated to correspond with the appropriate fuel capacities, fuel flow rates, purge strategies, and other vehicle operating characteristics. You may alternatively

show that design parameters are comparable to those for vehicles at or below 14,000 pounds GVWR certified under 40 CFR part 86, subpart S. (d) CNG refueling requirement . C ompressed natural gas vehicles must meet the requirements for fueling connection devices as specified in 40 CFR 86.1813

- 17(f)(1). V ehicles meeting thes e requirements are deemed to comply with evaporative and refueling emission standards. (e) In complete vehicles . If you sell incomplete vehicles, you must identify the maximum fuel tank capacity for which you designed the vehicle’s evaporative emission control sy stem. (f) Useful life . Your vehicles must meet the evaporative emission standards of this section throughout their useful life, expressed in service miles or calendar years, whichever comes first. The useful life values for the standards of this sec tion are those that apply for criteria pollutants under 40 CFR part 86. (g) Auxiliary

engines and separate fuel s ys tems . The provisions of this paragraph (g) apply for vehicles with auxiliary engines. This includes any engines installed in the final vehic le configuration that contribute no motive power through the vehicle’s transmission. (1) Auxiliary

engines and associated fuel

- sy stem components must be installed when testing complete vehicles. If the auxiliary engine draws fuel from a separate fuel tank, you must fill the extra fuel tank before the start of diurnal testing as described for the vehicle’s main fuel tank. Use good engineering judgment to ensure that any nonmetal portions of the fuel sy stem related to the auxiliary engine have reached stab ilized levels of permeation emissions. The auxiliary engine must not operate during the running loss test or any other portion of testing under this section. (2) For testing with incomplete vehicles, you may omit installation of auxiliary engines and asso ciated fuel

- sy stem components as long as those components installed in the final configuration are certified to meet the applicable emission standards for Small SIequipment described in 40 CFR 1054.112 or for Large SI engines in 40 CFRPage 726 of 961 1048.105. For an y fuel

- sy stem components that you do not install, your installation instructions must describe this certification requirement. 227. Section 1037.104 is amended by adding paragraph (h)(2) to read as follows: **§ 1037.104 Exhaust emission standards for CO 2**  **, CH 4**  **, a nd N**  **2 O for heavy**  **- duty**  **vehicles at or below 14,000 pounds GVWR.** * * * * * (h) * * * (2) The evaporative and refueling emission standards in § 10 37.103. * * * * * **Subpart C**

**— [Amended]**  228. Section 1037.230 is amended by adding paragraph (e) to read as follows: **§ 1037.230 Vehicle families, sub**  **- families, and configurations.**  * * * * * (e) Divide your vehicles that are subject to evaporative emission standards into groups of vehicles with similar physical features expected to affect evaporative emissions. Group vehi cles in the same evaporative emission family if they are the same in all the following aspects, unless we approve a better way of grouping vehicles into families that have similar emission control characteristics: (1) Method of vapor storage, including the number of vapor storage devices, the working material, and the total working capacity of vapor storage (as determined under 40 CFR 86.132

- 96(h)(1)(iv)). You may consider the working capacity to be the same if the values differ b y 20 grams or less. (2) Me thod of purging stored vapors. (3) Material for liquid and vapor fuel lines. * * * * * 229. A new § 10 37.243 is added to subpart C to read as follows: **§ 10 37.243 Demonstrating compliance with evaporative emission standards.**  (a) For purposes of cert ification, your vehicle family is considered in compliance with the evaporative emission standards in subpart B of this part if you prepare an engineering anal ys is showing that your vehicles in the family will comply

with applicable standards throughout th e useful life, and there are no test results from an emission

- data vehicle representing the famil y that exceed an emission standard. (b) Your evaporative emission family is deemed not to comply if your engineering anal ys is is not adequate to show that all the vehicles in the family will comply

with applicable emission standards throughout the useful life, or if a test result from an emission

- data vehicle representing the famil y exceeds an emission standard. (c) To compare emission levels with emission stand ards, appl y deterioration factors to the measured emission levels. Establish an additive deterioration factor based on an engineering anal ys is that takes into account the expected aging from in

- use vehicles. (d) Appl y the deterioration factor to the off icial emission result, as described in paragraph (c) of this section, then round the adjusted figure to the same number of decimal places as the emission standard. Compare the rounded emission levels to the emission standard for each emission

- data vehicle

.Page 727 of 961

(e) Your anal ys is to demonstrate compliance with emission standards must take into account your design strategy for vehicles that require testing. Specificall y, vehicles above 14,000 pounds GVWR are presumed to need the same technologies that are requi red for heav y - dut y vehicles at or below 14,000 pounds GVWR. Similarly , your anal ys is to establish a deterioration factor must take into account your testing to establish deterioration factors for smaller vehicles. **Subpart F**

**— [Amended]**  230. Section 1037.501 is amended by adding paragraph (a) to read as follows: **§ 1037.501 General testing and modeling provisions.** * * * * * (a) Use the equipment and procedures specified in 40 CFR part 1066 § 10 to determine whether vehicles meet the evaporative and refueling emission standards specified in § 1037.103. * * * * * **PART 1039**

**— CONTROL OF EMISSIONS FROM NEW AND IN**  **- USE NONROAD**  **COMPRESSION -**  **IGNITION ENGINES** 231. The authority citation for part 1039 continues to read as follows: Autho rity : 42 U.S.C. 7401

- 7671q. **Subpart F**

**— [Amended]**  232. Section 1039.505 is revised to read as follows: **§ 10 39.505 How do I test engines using steady**  **- state duty cycles, including ramped**  **** **modal testing?** This section describes how to test engines under steady - stat e conditions. In some cases, we allow you to choose the appropriate steady - state duty cycle for an engine; you may also choose between discrete

- mode and ramped

- modal testing. In all cases, you must use the duty cycle you select in your application for ce rtification for all testing you perform for that engine family . If we test your engines to confirm that they meet emission standards, we will use the duty cycle you select for your own testing. If you submit certification test data using more than one duty c ycle, an y of the selected duty cycles may be used for an y subsequent testing. We may also perform other testing as allowed by the Clean Air Act. (a) You may

perform steady

- state testing with either discrete

- mode or ramped

- modal cycles as described in 40 CFR part 1065. (b) Measure emissions by testing the engine on a dy namometer with one of the following duty cycles to determine whether it meets the steady

- state emission standards in § 10 39.101(b): (1) Use the 5

- mode duty cycle or the corresponding ramped

- modal cycle described in paragraph (a) of Appendix II of this part for constant

- speed engines. Note that these cycles do not appl y to all engines used in constant

- speed applications, as described in § 10 39.801. (2) Use the 6

- mode duty cycle or the corresp onding ramped

- modal cycle described in paragraph (b) of Appendix II of this part for variable

- speed engines below 19 kW.Page 728 of 961 You may instead use the 8

- mode duty cycle or the corresponding ramped

- modal cycle described in appendix IV of this part if some engines from your engine family will be used in applications that do not involve governing to maintain engine operation around rated speed. (3) Use the 8

- mode duty cycle or the corresponding ramped

- modal cycle described in paragraph (c) of Appendix II of this par t for variable

- speed engines at or above 19 kW. (c) For constant

- speed engines whose design prevents full

- load operation for extended periods, you may

ask for approval under 40 CFR 1065.10(c) to replace full

- load operation with the maximum load for which the engine is designed to operate for extended periods. (d) To allow non

- motoring dy namometers on cycles with idle, you may omit additional points from the duty

- cycle regression as follows: (1) For variable

- speed engines with low

- speed governors, you may om it speed, torque, and power points from the duty

- cycle regression statistics if the following are met: (i) The engine operator demand is at its minimum. (ii) The dynamometer demand is at its minimum. (iii) It is an idle point f nref = 0 % (idle) and T ref = 0 % (idle). (iv) T ref < T ≤ 5 % · T maxmapped . (2) For variable

- speed engines without low

- speed governors, you may omit torque and power points from the duty

- cycle regression statistics if the following are met: (i) The dynamometer demand is at its minimum. (ii) It is an idle po int f nref = 0 % (idle) and T ref = 0 % (idle). (iii) f nref − (2 % · f

ntest) < f

n < f nref + (2 % · f

ntest). (iv) T ref < T ≤ 5 % · T maxmapped . **§ 10 39.510** 

**— [Amended]**  233. Section 1039.510 is amended by removing paragraph (c). **Part 1042**

**— Control of Emissions from N**  **ew and In -**  **use Marine Compression**   ** ignition Engines and Vessels** 234. The authority citation for part 1042 continues to read as follows: Authority : 42 U.S.C. 7401

- 7671q. **Subpart F**

**— [Amended]**  235. Section 1042.505 is revised to read as follows: **§ 10 42.505 Testing en**  **gines using discrete -**  **mod e or ramped**  **- modal duty cycles.**  This section describes how to test engines under steady - state conditions. In some cases, we allow you to choose the appropriate steady - state duty cycle for an engine; you may also choose between discre te
- mode and ramped

- modal testing. In all cases, you must use the duty cycle you select in your application for certification for all testing you perform for that engine family . I f we test your engines to confirm that they meet emission standards, we will u se the duty cycles you select for your own testing. If yo u submit certification test data using more than one duty c ycle, an y of the selected duty cycles mayPage 729 of 961

be used for an y subsequent testing. We may also perform other testing as allowed by the Clean Air Act. (a) You may

perform steady

- state testing with either discrete

- mode or ramped

- modal cycles as described in 40 CFR part 1065. (b) Measure emissions by testing the engine on a dy namometer with one of the following duty cycles (as specified) to determine whether it meets the emission standards in § § 10 42.101 or 1042.104: (1) General cycle. Use the 4

- mode duty c ycl e or the corresponding ramped

- modal cycle described in paragraph (a) of Appendix II of this part for commercial propulsion marine engines that are used with (or intended to be used with) fixed

- pitch propellers, propeller

- law auxiliary engines, and any

other engines for which the other duty cycles of this section do not apply . Use this duty cycle also for commercial variable

- speed propulsion marine engines that are used with (or intended to be used with) controllable

- pitch propellers or with electrically coupled propellers, unless these engines are not intended for sustained operation (e.g., for at least 30 minutes) at all four modes when installed i n the vessel. (2) Recreational marine engines. Except as specified in paragraph (b)(3) of this section, use the 5

- mode duty cycle or the corresponding ramped

- modal cycle described in paragraph (b) of Appendix II of this part for recreational marine engines with maximum engine power at or above 37 kW. (3) Controllable

- pitch and electrically coupled propellers. Use the 4

- mode duty cycle or the corresponding ramped

- modal cycle described in paragraph (c) of Appendix II of this part for constant

- speed propulsion marine engines that are used with (or intended to be used with) controllable

- pitch propellers or with electricall y coupled propellers. Use this duty cycle also for variable

- speed propulsion marine engines that are used with (or intended to be used with) c ontrollable

- pitch propellers or with electrically

coupled propellers if the duty c ycl es in paragraph (b)(1) and (b)(2) of this section do not apply

. (4) Constant

- speed auxiliary engines. Use the 5

- mode duty cycle or the corresponding ramped

- modal cycle des cribed in 40 CFR part 1039, Appendix II, paragraph (a) for constant
- speed auxiliary

engines. (5) Variable

- speed auxiliary engines. (i) Use the duty cycle specified in paragraph (b)(1) of this section for propeller

- law auxiliary engines. (ii) Use the 6

- mode duty cycle or the corresponding ramped

- modal cycle described in 40 CFR part 1039, Appendix II, paragraph (b) for variable

- speed auxiliary engines with maximum engine power below 19 kW that are not propeller

- law engines. (iii) Use the 8

- mode duty cycle or the corresponding ramped

- modal cycle described in 40 CFR part 1039, Appendix III, paragraph (c) for variable

- speed auxiliary engines with maximum engine power at or above 19 kW that are not propeller

- law engines. (c) For constant

- speed engines whose design prevents full

- load operation for extended periods, you may

ask for approval under 40 CFR 1065.10(c) to replace full

- load operation with the maximum load for which the engine is designed to operate for extended periods.Page 730 of 961

**Part 1048**

**— Control of Emissions fro**  **m New, Large Nonroad Spark -**  **ignition Engines**  236. The authority citation for part 1048 continues to read as follows: Authority : 42 U.S.C. 7401

- 7671q. **Subpart F**

**— [Amended]**  237. Section 1048.505 is amended b y revising the introductory text and paragraphs (a) and (c) and removing paragraphs (d) through (g) to read as follows: **§ 10 48.505 How do I test engines using steady**  **- state duty cycles, including ramped**  **** **modal testing?** This section describes how to test engines under steady - state conditions. In some cases, we allow you to choose the appropriate steady - state duty cycle for an engine; you may also choose between discrete

- mode and ramped

- modal testing. In all cases, you must use the duty cycle you select in your application for certification for all testing you perform for that engine family . I f we test your engines to confirm that they meet emission standards, we will use the duty cycles you select for your own testing. If yo u submit certification test data using more than one duty c ycle, an y of the selected duty cycle s may be used for an y subsequent testing. We may also perform other testing as allowed by the Clean Air Act. (a) You may

perform steady

- state testing with either discrete

- mode or ramped

- modal cycles described in 40 CFR part 1065. * * * * * (c) For full

- loa d operating modes, operate the engine at wide

- open throttle. **Part 1054**

**— Control of Emissions from New, Small Nonroad Spark** **- ignition Engines**  **and Equipment** 238. The authority citation for part 1054 continues to read as follows: Authority : 42 U.S.C. 7401

- 7671q. **Subpart F**

**— [Amended]**  239. Section 1054.505 is amended b y revising paragraph (a) and removing paragraph (e) to read as follows: **§ 10 54.505 How do I test engines?**  (a) This section describes how to test engines under steady- state conditions. For handheld engi nes you must perform tests with discrete

- mode sampling. For nonhandheld engines we allow you to perform tests with either discrete

- mode or ramped

- modal testing methods, as described in 40 CFR part 1065. You must use the same modal testing method for certif ication and all other testing you perform for an engine family . I f we test your engines to confirm that they meet emission standards, we will use the modal testing method you select for yo ur own testing. If you submit certification test data collected with both discrete

- mode and ramped

- modal testing (either in your original application or in an amendment to your application), either method may be used for subsequent testing. We may also perform other testing as allowed b y the Clean Air Act. Conduct duty

- cycle testing as follows: (1) For discrete

- mode testing, sample emissions separatel y for each mode, then calculate an average emission level for the whole cycle using the weighting factorsPage 731 of 961 specified for each mode. Control engine speed as specified in this se ction. Use one of the following methods for confirming torque values for nonhandheld engines: (i) Calculate torque

- related cycle statistics and compare with the established criteria as specified in 40 CFR 1065.514 to confirm that the test is valid. (ii) Ev aluate each mode separately to validate the duty

cycle. All torque feedback values recorded during non

- idle sampling periods must be within ±2 percent of the reference value or within ±0.27 N·m of the reference value, whichever is greater. Also, the mean t orque value during non

- idle sampling periods must be within ±1 percent of the reference value or ±0.12 N·m of the reference value, whichever is greater. Control torque during idle as specified in paragraph (c) of this section. (2) Unless we specify

otherwi se, you may simulate the governor for ramped

- modal testing consistent with good engineering judgment. * * * * * **PART 1065**

**— ENGINE**  **- TESTING PROCEDURES**  240. The authority citation for part 1065 continues to read as follows: Authority : 42 U.S.C. 7401

- 7671q. **Subpart A**

**— [Amended]**  241. Section 1065.1 is amended by revising paragraph (h) to read as follows: **§ 10 65.1 Applicability.**  * * * * * (h) This part describes procedures and specifications for measuring an engine’s exhaust emissions. While the measurements are geared toward engine

- based measurements (in units of g/kW·hr), man y of these provisions appl y equally to vehicle

- based measurements (in units of g/mile or g/kilometer). 40 CFR part 1066 describes the analogous procedures for vehicle

- based emission measure ments, and in many cases states that specific provisions of this part 1065 also apply for those vehicle

- based measurements. Where material from this part 1065 applies for vehicle

- based measurements under 40 CFR part 1066, it is sometimes necessary to include parenthetical statements in this part 1065 to properl y cite secondary

references that are different for vehicle

- based testing. See 40 CFR part 1066 and the standard

- setting part for additional information. 242. Section 1065.2 is amended by revising paragraphs (d) and (e) to read as follows: **§ 10 65.2 Submitting information to EPA under this part.**  * * * * * (d) We may

require an authorized representative of your company to approve and sign the submission, and to certify that all the information subm itted is accurate and complete. This includes everyone who submits information, including manufacturers and others. (e) See 40 CFR 1068.10 for provisions related to confidential information. Note however that under 40 CFR 2.301, emission data are general ly not eligible for confidential treatment. * * * * *Page 732 of 961

243. Section 1065.10 is amended by revising paragraphs (a) , (c)(7) introductory text , and ( d) to read as follows: **§ 10 65.10 Other procedures.**  (a) Your tes ting . The procedures in this part apply for all testing you do to show compliance with emission standards, with certain exceptions noted in this section. In some other sections in this part, we allow you to use other procedures (such as less precise or l ess accurate procedures) if they do not affect your ability to show that your engines comply

with the applicable emission standards. This generally requires emission levels to be far enough below the applicable emission standards so that any errors caused by greater imprecision or inaccuracy do not affect your ability to state unconditionally that the engines meet all applicable emission standards. * * * * * (c) * * * (7) You may

request to use alternate procedures that are equivalent to the specified proc edures, or procedures that are more accurate or more precise than the specified procedures. We may

perform tests with your engines using either the approved alternate procedures or the specified procedures. The following provisions appl y to requests for alternate procedures: * * * * * (d) Advance approval . If we require you to request approval to use other procedures under paragraph (c) of this section, you may not use them until we approve your request. 244. Section 1065.12 is amended by revising paragraphs (a), (d) introductory text, and (e) introductory

text to read as follows: **§ 10 65.12 Approval of alternate procedures.**  (a) To get approval for an alternate procedure under § 10 65.10(c), send the Designated Compliance Officer an initial written request describing the alternate procedure and wh y yo u believe it is equivalent to the specified procedure. Anyone may request alternate procedure approval. This means that an individual engine manufacturer may request to use an alternate procedure. This also means that an instrument manufacturer may request to have an instrument, equipment, or procedure approved as an alternate procedure to those specified in this part. We may approve your request based on this information alone, whether or not it includes all the information specified in this section. Where we determine that your original submission does not include enough information for us to determine that the alternate procedure is equivalent to the specified procedure, we may ask you to submit supplemental in formation showing that your alternate procedure is consistently

and reliabl y at least as accurate and repeatable as the specified procedure. * * * * * (d) If we do not approve your proposed alternate procedure based on the information in yo ur initial reque st, we may ask you to send additional information to fully evaluate your request. While we consider the information specified in this paragraph (d) and the statistical criteria of paragraph (e) of this section to be sufficient to demonstrate equivalence, it may

not be necessary

to include all the information or meet the specified statistical criteria. For example, sy stems that do not meet the statistical criteria in paragraph (e) of this section because they have a small bias toward high emission resultsPage 733 of 961

could be approved since they would not adversely

affect your ability

to demonstrate compliance with applicable standards

. * * * * * (e) Absent an y other directions from us, use a t- test and an F

- test calculated according to § 10 65.602 to evaluate whether your proposed alternate procedure is equivalent to the specified procedure. We may give you specific directions regarding methods for statistical analy sis, or we may approve other methods that you propose. Such alternate methods may

be more or less string ent than those specified in this paragraph (e). In determining the appropriate statistical criteria, we will consider the repeatability of measurements made with the reference procedure. For example, less stringent statistical criteria may

be appropriate for measuring emission levels being so low that they adversel y affect the repeatability of reference measurements. We recommend that you consult a statistician if you are unfamiliar with these statistical tests. Perform the tests as follows: * * * * * 245. Section 1065.15 is amended by revising paragraphs (a), (b), and (c)(2)(ii) to read as follows: **§ 10 65.15 Overview of procedures for laboratory and field testing.**  * * * * * (a) In the standard

- setting part, we set brake

- specific emission standards in g/(kW· hr) (or g/(hp·hr)), for the following constituents: (1) Total oxides of nitrogen, NO x . (2) Hydrocarbons, HC, which may be expressed in the following way s: (i) Total hydrocarbons, THC. (ii) Nonmethane h ydrocarbons, NMHC, which results from subtracting methane, CH 4 , from THC. (iii) Total hydrocarbon

- equivalent, THCE, which results from adjusting THC mathematically

to be equivalent on a carbon

- mass basis. (iv) Nonmethane h ydrocarbon

- equivalent, NMHCE, which results from adjusting NMHC mathematically

to be equi valent on a carbon

- mass basis. (3) Particulate matter , PM. (4) Carbon monoxide, CO. (5) Carbon dioxide, CO 2 . (6) Methane, CH 4 . (7) Nitrous oxide, N 2 O. (b) Note that some engines are not subject to standards for all the emission constituents identified in paragraph (a) of this section. Note also that the standard

- setting part may include standards for pollutants not listed in paragraph (a) of this section. (c) * * * (2) * * * (ii) Batch sampling. In batch sampling, continuously extract and store a sample of raw or dilute exhaust for later measurement. Extract a sample proportional to the raw or dilute exhaust flow rate. You may extract and store a proportional sample of exhaust in an appropriate container, such as a bag, and then measure NO x , HC, CO , CO 2 , CH 4 , N 2 O, and CH 2 O concentrations in the container after the test interval. You may deposit PMPage 734 of 961

from proportionall y extracted exhaust onto an appropriate substrate, such as a filter. In this case, divide the PM by the amount of filtered exhaust to calculate the PM concentration. Multiply

batch sampled concentrations by the total (raw or dilute) flow from which it was extracted during the test interval. This product is the total mass of the emitted constituent. * * * * * 246. Section 1065.20 is amended by revising paragraphs (a)(3), (b) introductory text, (c), (f)(1) and (g) to read as follows: **§ 10 65.20 Units of measure and overview of calculations.**  (a) * * * (3) We generally

designate temperatures in unit s of degrees Celsius (°C) unless a calculation requires an absolute temperature. In that case, we designate temperatures in units of Kelvin (K). For conversion purposes throughout this part, 0 °C equals 273.15 K. Unless specified otherwise, alway s use a bsolute temperature values for multiplying or dividing by

temperature. (b) Concentrations . This part does not rel y on amounts expressed in parts per million. Rather, we express such amounts in the following SIunits: * * * * * (c) Absolute pressure . Mea sure absolute pressure directly or calculate it as the sum of atmospheric pressure plus a differential pressure that is referenced to atmospheric pressure. Alway s use absolute pressure values for multiplying or dividing by pressure. * * * * * (f) * * * (1 ) Whenever we specify a range b y a single value and corresponding limit values above and below that value (such as X ±Y), target the associated control point to that single value (X). Examples of this ty pe of range include “±10 % of maximum pressure”, or “(30 ±10) kPa”. In these examples, you would target the maximum pressure or 30 kPa, respectivel y. * * * * * (g) Scaling of specifications with respect to an applicable standard

. Because this part 1065 is applicable to a wide range of engines and emission standards, some of the specifications in this part are scaled with respect to an engine’s applicable standard or maximum power. This ensures that the specification will be ade quate to determine compliance, but not overly burdensome b y requiring unnecessarily high

- precision equipment. Many

of these specifications are given with respect to a “flow

- weighted mean” that is expected at the standard or during testing. Flow

- weighted mean is the mean of a quantity

after it is weighted proportional to a corresponding flow rate. For example, if a gas concentration is measured continuously from the raw exhaust of an engine, its flow

- weighted mean concentration is the sum of the products (dry

- to
- wet corrected, if applicable) of each recorded concentration times its respective exhaust flow rate, divided b y the sum of the recorded flow rates. As another example, the bag concentration from a CVS system is the same as the flow

- weighted mean c oncentration, because the CVS sy stem itself flow

- weights the bag concentration. Refer to § 10 65.602 for information needed to estimate and calculate flow

- weighted means. Wherever a specification is scaled to a value based upon an applicable standard, int erpret the standardPage 735 of 961

to be the family

emission limit if the engine is certified under an emission credit program in the standard

- setting part. 247. Section 1065.25 is revised to read as follows: **§ 10 65.25 Recordkeeping.**  (a) The procedures in this part include v arious requirements to record data or other information. Refer to the standard

- setting part and § 10 65.695 regarding specific recordkeeping requirements. (b) You must promptly

send us organized, written records in English if we ask for them. We may revie w them at any

time. (c) We may

waive specific reporting or recordkeeping requirements we determine to be unnecessary

for the purposes of this part and the standard

- setting part. Note that while we will generally

keep the records required by this part, we are not obligated to keep records we determine to be unnecessary for us to keep. For example, while we require yo u to keep records for invalid tests so that we may verify that your invalidation was appropriate, it is not necessary for us to keep records f

or our own invalid tests. **Subpart B**

**— [Amended]**  248. Section 1065.130 is amended by revising paragraphs (a) and (c)(6) to read as follows: **§ 10 65.130 Engine exhaust.**  (a) General . Use the exhaust sy stem installed with the engine or one that represents a ty pical in

- use configuration. This includes any applicable aftertreatment devices. We refer to exhaust piping as an exhaust stack; this is equivalent to a tailpipe for vehicle configurations. * * * * * (c) * * * (6) We recommend that you connect multiple exhaus t stacks from a single engine into one stack upstream of any emission sampling. For raw or dilute partial

- flow emission sampling, to ensure mixing of the multiple exhaust streams before emission sampling, we recommend a minimum Rey nolds number, R e # , of 4000 for the combined exhaust stream, where Re # is based on the inside diameter of the combined flow at the first sampling point. You may

configure the exhaust sy stem with turbulence generators, such as orifice plates or fins, to achieve good mixin g; inclusion of turbulence generators may be required for Re # less than 4000 to ensure good mixing. Re # is defined in § 10 65.640. For dilute full

- flow (CVS) emission sampling, you may configure the exhaust system without regard to mixing in the laboratory section of the raw exhaust. For example you may size the laboratory

section to reduce its pressure drop even if the Re # in the laboratory section of the raw exhaust is less than 4000. * * * * * 249. Section 1065.140 is revised to read as follo ws: **§ 10 65.140 Dilution for gaseous and PM constituents.**  (a) General . You may

dilute exhaust with ambient air, purified air, or nitrogen. References in this part to “dilution air” may include any

of these. For gaseous emissionPage 736 of 961

measurement, the dilution air must be at least 15 °C. Note that the composition of the dilution air affects some gaseous emission measurement instruments’ response to emissions. We recommend diluting exhaust at a location as close as possible to the location where ambient air dilution would occur in use. Dilution may occur in a single stage or in multiple stages. For dilution in multiple stages, the first stage is considered primary dilution and later stages are considered secondary dilution. (b) Dilution

- air conditions and back ground concentrations . Before dilution air is mixed with exhaust, you may

precondition it by

increasing or decreasing its temperature or humidity . You may

also remove constituents to reduce their background concentrations. The following provisions apply to removing constituents or accounting for background concentrations: (1) You may

measure constituent concentrations in the dilution air and compensate for background effects on test results. See § 10 65.650 for calculations that compensate for background concentrations (40 CFR 1066.610 for vehicle testing). (2) Measure these background concentrations the same way you measure diluted exhaust constituents, or measure them in a way that does not affect your ability to demonstrate compliance with the applicab le standards. For example, you may use the following simplifications for background sampling: (i) You may

disregard any

proportional sampling requirements. (ii) You may

use unheated gaseous sampling s ys tems. (iii) You may

use unheated PM sampling s ys tems. (iv) You may

use continuous sampling if you use batch sampling for diluted emissions. (v) You may

use batch sampling if you use continuous sampling for diluted emissions. (3) For removing background PM, we recommend that you filter all dilution air, inclu ding primary

full

- flow dilution air, with high

- efficiency particulate air (HEPA) filters that have an initial minimum collection efficiency specification of 99.97 % (see § 10 65.1001 for procedures related to HEPA

- filtration efficiencies). Ensure that HEPA filters are installed properly so that background PM does not leak past the HEPA filters. If you choose to correct for background PM without using HEPA filtration, demonstrate that the background PM in the dilution air contributes less than 50 % to the n et PM collected on the sample filter. You may correct net PM without restriction if you use HEPA filtration. (c) Full

- flow dilution; constant

- volume sampling (CVS) . You may dilute the full flow of raw exhaust in a dilution tunnel that maintains a nominal ly constant volume flow rate, molar flow rate or mass flow rate of diluted exhaust, as follows: (1) Construction . Use a tunnel with inside surfaces of 300 series stainless steel. Electricall y ground the entire dilution tunnel. We recommend a thin

- walled and insulated dilution tunnel to minimize temperature differences between the wall and the exhaust gases. You may

not use any

flexible tubing in the dilution tunnel upstream of the PM sample probe. You may

use nonconductive flexible tubing downstream of the PM sample probe and upstream of the CVS flow meter; use good engineering judgment to select a tubing material that is not prone to leaks, and configure the tubing to ensure smooth flow at the CVS flow meter. (2) Pressure control . Maintain static pr essure at the location where raw exhaust is introduced into the tunnel within ±1.2 kPa of atmospheric pressure. You may use a booster blower to control this pressure. If you test using more careful pressure controlPage 737 of 961

and you show by

engineering anal ys is or by test data that you require this level of control to demonstrate compliance at the applicable standards, we will maintain the same level of static pressure control when we test. (3) Mixing . Introduce raw exhaust into the tunnel by directing it downstre am along the centerline of the tunnel. If you dilute directl y from the exhaust stack, the end of the exhaust stack is considered to be the start of the dilution tunnel. You may introduce a fraction of dilution air radially from the tunnel’s inner surface to minimize exhaust interaction with the tunnel walls. You may configure the s ys tem with turbulence generators such as orifice plates or fins to achieve good mixing. We recommend a minimum Rey

nolds number, Re # , of 4000 for the diluted exhaust stream, wh ere Re # is based on the inside diameter of the dilution tunnel. Re # is defined in § 10 65.640. (4) Flow measurement preconditioning . You may condition the diluted exhaust before measuring its flow rate, as long as this conditioning takes place downstream of any heated HC or PM sample probes, as follows: (i) You may

use flow straighteners, pulsation dampeners, or both of these. (ii) You may

use a filter. (iii) You may

use a heat exchanger to control the temperature upstream of any flow meter, but you must t ake steps to prevent aqueous condensation as described in paragraph (c)(6) of this section. (5) Flow measurement . Section 1065.240 describes measurement instruments for diluted exhaust flow. (6) Aqueous condensation . This paragraph (c)(6) describes how yo u must address aqueous condensation in the CVS. As described below, you may meet these requirements b y preventing or limiting aqueous condensation in the CVS from the exhaust inlet to the last emission sample probe. See that paragraph for provisions rela ted to the CVS between the last emission sample probe and the CVS flow meter. You may heat and/or insulate the dilution tunnel walls, as well as the bulk stream tubing downstream of the tunnel to prevent or limit aqueous condensation. Where we allow aque ous condensation to occur, use good engineering judgment to ensure that the condensation does not affect your ability to demonstrate that your engines comply with the applicable standards (see § 10 65.10(a)). (i) Preventing aqueous condensation . To prevent condensation, you must keep the temperature of internal surfaces, excluding any s ample probes, above the dew point of the dilute exhaust passing through the CVS tunnel. Use good engineering judgment to monitor temperatures in the CVS. For the purposes o f this paragraph (c)(6), assume that aqueous condensation is pure water condensate only , even though the definition of “aqueous condensation” in § 10 65.1001 includes condensation of an y constituents that contain water. No specific verification check is re quired under this paragraph (c)(6)(i), but we may

ask you to show how you comply with this requirement. You may use engineering anal ys is, CVS tunnel design, alarm systems, measurements of wall temperatures, and calculation of water dew point to demonstrat e compliance with this requirement. For optional CVS heat exchangers, you may use the lowest water temperature at the inlet(s) and outlet(s) to determine the minimum internal surface temperature.Page 738 of 961

(ii) Li miting aqueous condensation

. This paragraph (c)(6 )(ii) specifies limits of allowable condensation and requires you to verify that the amount of condensation that occurs during each test interval does not exceed the specified limits. (A) Use chemical balance equations in § 10 65.655 to calculate the mole fraction of water in the dilute exhaust continuously during testing. Alternativel y, you may continuously measure the mole fraction of water in the dilute exhaust prior to any condensation during testing. Use good engineering judgment to select, calibrate and verify water anal yz ers/detectors. The linearity verification requirements of § 10 65.307 do not apply to water anal yz ers/detectors used to correct for the water content in exhaust samples. (B) Use good engineering judgment to select and monitor locat ions on the CVS tunnel walls prior to the last emission sample probe. If you are also verifying limited condensation from the last emission sample probe to the CVS flow meter, use good engineering judgment to select and monitor locations on the CVS tunnel walls, optional CVS heat exchanger, and CVS flow meter. For optional CVS heat exchangers, you may use the lowest water temperature at the inlet(s) and outlet(s) to determine the minimum internal surface temperature. Identify the minimum surface temperature on a continuous basis. (C) Identify

the maximum potential mole fraction of dilute exhaust lost on a continuous basis during the entire test interval. This value must be less than or equal to 0.02. Calculate on a continuous basis the mole fraction o f water that would be in equilibrium with liquid water at the measured minimum surface temperature. Subtract this mole fraction from the mole fraction of water that would be in the exhaust without condensation (either measured or from the chemical balance ), and set an y negative values to zero. This difference is the potential mole fraction of the dilute exhaust that would be lost due to water condensation on a continuous basis. (D) Integrate the product of the molar flow rate of the dilute exhaust and the potential mole fraction of dilute exhaust lost, and divide by the totalized dilute exhaust molar flow over the test interval. This is the potential mole fraction of the dilute exhaust that would be lost due to water condensation over the entire test inte rval. Note that this assumes no re - evaporation. This value must be less than or equal to 0.005. (7) Flow compensation . Maintain nominally constant molar, volumetric or mass flow of diluted exhaust. You may maintain nominally

constant flow by

either mai ntaining the temperature and pressure at the flow meter or b y directly controlling the flow of diluted exhaust. You may

also directly

control the flow of proportional samplers to maintain proportional sampling. For an individual test, verify proportional sampling as described in § 10 65.545. (d) Partial

- flow dilution (PFD) . You may dilute a partial flow of raw or previously diluted exhaust before measuring emissions. Section 1065.240 describes PFD

- related flow measurement instruments. PFD may consist of constant or varying dilution ratios as described in paragraphs (d)(2) and (3) of this section. An example of a constant dilution ratio PFD is a “secondary dilution PM” measurement sy stem. (1) Applicability . (i) You may use PFD to extract a proportional r aw exhaust sample for any batch or continuous PM emission sampling over any transient duty

cy cle, an y steady state duty cycle, or any

ramped

- modal cycle.Page 739 of 961

(ii) You may

use PFD to extract a proportional raw exhaust sample for any batch or continuous gaseous emission sampling over an y transient duty cycle, any

steady

- state duty cycle, or an y ramped

- modal cycle. (iii) You may

use PFD to extract a proportional raw exhaust sample for any batch or continuous field

- testing. (iv)You may

use PFD to extract a proporti onal diluted exhaust sample from a CVS for any batch or continuous emission sampling. (v) You may

use PFD to extract a constant raw or diluted exhaust sample for any continuous emission sampling. (vi) You may

use PFD to extract a constant raw or diluted ex haust sample for an y steady state emission sampling. (2) Constant dilution

- ratio PFD. Do one of the following for constant dilution

- ratio PFD: (i) Dilute an already proportional flow. For example, you may do this as a way of performing secondary

dilution from a CVS tunnel to achieve overall dilution ratio for PM sampling. (ii) Continuously

measure constituent concentrations. For example, you might dilute to precondition a sample of raw exhaust to control its temperature, humidity , or constituent concentr ations upstream of continuous anal yz ers. In this case, you must take into account the dilution ratio before multiplying the continuous concentration by the sampled exhaust flow rate. (iii) Extract a proportional sample from a separate constant dilution ratio PFD s ys tem. For example, you might use a variable

- flow pump to proportionally fill a gaseous storage medium such as a bag from a PFD s ys tem. In this case, the proportional sampling must meet the same specifications as varying dilution ratio PFD in p aragraph (d)(3) of this section. (iv) For each mode of a discrete

- mode test (such as a locomotive notch setting or a specific setting for speed and torque), use a constant dilution ratio for any PM sampling. You must change the overall PM sampling sy stem dilution ratio between modes so that the dilution ratio on the mode with the highest exhaust flow rate meets § 10 65.140(e)(2) and the dilution ratios on all other modes is higher than this (minimum) dilution ratio by the ratio of the maximum exhaust flow rate to the exhaust flow rate of the corresponding other mode. This is the same dilution ratio requirement for RMC or field transient testing. You must account for this change in dilution ratio in your emission calculations. (3) Varying dilution

- ratio PFD . All the following provisions apply for varying dilution

ratio PFD: (i) Use a control s ys tem with sensors and actuators that can maintain proportional sampling over intervals as short as 200 ms (i.e., 5 Hz control). (ii) For control input, you may use any sensor output from one or more measurements; for example, intake

- air flow, fuel flow, exhaust flow, engine speed, and intake manifold temperature and pressure. (iii) Account for an y emission transit time in the PFD s ys tem, as necessary
. (iv) You may

use p reprogrammed data if they have been determined for the specific test site, duty cycle, and test engine from which you dilute emissions. (v) We recommend that you run practice cycles to meet the verification criteria in § 10 65.545. Note that you must verif y every emission test by

meeting the verificationPage 740 of 961

criteria with the data from that specific test. Data from previousl y verified practice cycles or other tests may

not be used to verify

a different emission test. (vi) You may

not use a PFD s ys tem that requi res preparatory tuning or calibration with a CVS or with the emission results from a CVS. Rather, you must be able to independentl y calibrate the PFD. (e) Dilution air temperature, dilution ratio, residence time, and temperature control of PM samples . Di lute PM samples at least once upstream of transfer lines. You may dilute PM samples upstream of a transfer line using full

- flow dilution, or partial

- flow dilution immediately

downstream of a PM probe. In the case of partial

- flow dilution, you may have up to 26 cm of insulated length between the end of the probe and the dilution stage, but we recommend that the length be as short as practical. The intent of these specifications is to minimize heat transfer to or from the emission sample before the final s tage of dilution, other than the heat you may need to add to prevent aqueous condensation. This is accomplished by initially cooling the sample through dilution. Configure dilution sy stems as follows: (1) Set the dilution air temperature to (25 ±5) °C. Use good engineering judgment to select a location to measure this temperature that is as close as practical upstream of the point where dilution air mixes with raw exhaust. (2) For an y PM dilution system (i.e., CVS or PFD), add dilution air to the raw e xhaust such that the minimum overall ratio of diluted exhaust to raw exhaust is within the range of (5:1 to 7:1) and is at least 2:1 for any primary dilution stage. Base this minimum value on the maximum engine exhaust flow rate for a given test interval. Either measure the maximum exhaust flow during a practice run of the test interval or estimate it based on good engineering judgment (for example, you might rely on manufacturer

- published literature). (3) Configure an y PM dilution system to have an overa ll residence time of (1.0 to 5.5) s, as measured from the location of initial dilution air introduction to the location where PM is collected on the sample media. Also configure the sy stem to have a residence time of at least 0.50 s, as measured from the location of final dilution air introduction to the location where PM is collected on the sample media. When determining residence times within sampling sy stem volumes, use an assumed flow temperature of 25 °C and pressure of 101.325 kPa. (4) Control sampl e temperature to a (47 ±5) °C tolerance, as measured anywhere within 20 cm upstream or downstream of the PM storage media (such as a filter). Measure this temperature with a bare

- wire junction thermocouple with wires that are (0.500 ±0.025) mm diameter, o r with another suitable instrument that has equivalent performance. 250. Section 1065.145 is amended by revising paragraphs (a), (c)(1), (c)(2)(ii), (d)(1)(ii), (e)(2)(ii), and (e)(3)(ii) to read as follows: **§ 10 65.145 Gaseous and PM probes, transfer lines, an**  **d sampling system components.**  (a) Continuous and batch sampling . Determine the total mass of each constituent with continuous or batch sampling. Both types of sampling s ys tems have probes, transfer lines, and other sampling sy stem components that are des cribed in this section. * * * * * (c) * * *Page 741 of 961

(1) Probe design and construction . Use sample probes with inside surfaces of 300 series stainless steel or, for raw exhaust sampling, use any nonreactive material capable of withstanding raw exhaust temperature s. Locate sample probes where constituents are mixed to their mean sample concentration. Take into account the mixing of any crankcase emissions that may be routed into the raw exhaust. L ocate each probe to minimize interference with the flow to other p robes. We recommend that all probes remain free from influences of boundary layers, wakes, and eddies

— especially near the outlet of a raw

- exhaust stack where unintended dilution might occur. Make sure that purging or back

- flushing of a probe does not in fluence another probe during testing. You may use a single probe to extract a sample of more than one constituent as long as the probe meets all the specifications for each constituent. * * * * * (2) * * * (ii) For probes that extract hydrocarbons for TH C or NMHC anal ys is from the diluted exhaust of compression

- ignition engines, two

- stroke spark

- ignition engines, or four

stroke spark

- ignition engines at or below 19 kW, we recommend heating the probe to minimize hydrocarbon contamination consistent with go od engineering judgment. If you routinely fail the contamination check in the 1065.520 pretest check, we recommend heating the probe section to approximately 190 °C to minimize contamination. * * * * * (d) * * * (1) * * * (ii) For THC transfer lines for t esting compression

- ignition engines, two

- stroke spark

ignition engines, or four

- stroke spark

- ignition engines at or below 19 kW, maintain a wall temperature tolerance throughout the entire line of (191 ±11)  C. If you sample from raw exhaust, you may

conn ect an unheated, insulated transfer line directl y to a probe. Design the length and insulation of the transfer line to cool the highest expected raw exhaust temperature to no lower than 191  C, as measured at the transfer line’s outlet. For dilute sampli ng, you may use a transition zone between the probe and transfer line of up to 92 cm to allow your wall temperature to transition to (191 ±11) °C. * * * * * (e) * * * (2) * * * (ii) Thermal chiller . You may use a thermal chiller upstream of some gas analyzers and storage media. You may not use a thermal chiller upstream of a THC measurement sy stem for compression

- ignition engines, two

- stroke spark

- ignition engines, or four

stroke spark

- ignition engines at or below 19 kW. If you use a thermal chiller upstream of an NO 2 - to
-NO converter or in a sampling s ys tem without an NO 2 - to
-NO converter, the chiller must meet the NO 2 loss

- performance check specified in § 10 65.376. Monitor the dewpoint, T

dew , and absolute pressure, p total , downstream of a thermal chiller . You may use continuously

recorded values of T dew and p total in the amount of water calculations specified in § 10 65.645. If it is valid to assume the degree of saturation in the thermal chiller, you may

calculate T

dew based on the known chiller perform ance and continuous monitoring of chiller temperature, T chiller . If it is valid to assume a constant temperature offset between T

chiller and T

dew , due to a known and fixed amount of sample reheat between the chiller outlet and the temperature measurement location, you may factor inPage 742 of 961

this assumed temperature offset value into emission calculations. If we ask for it, you must show by

engineering anal ys is or by data the validity

of an y assumptions allowed by this paragraph (e)(2)(ii). For our testing we may use average temperature and pressure values over the test interval or a nominal pressure value that we estimate as the dryer’s average pressure expected during testing as constant values in the calculations specified in § 10 65.645. For your testing you may use the maximum temperature and minimum pressure values observed during a test interval or duty cycle or the high alarm temperature setpoint and the low alarm pressure setpoint as constant values in the amount of water calculations specified in § 10 65.64 5. For your testing you may also use a nominal p total , which you may estimate as the dryer’s lowest absolute pressure expected during testing. (3) * * * (ii) For testing compression

- ignition engines, two

- stroke spark

- ignition engines, or four

stroke spark

- ignition engines at or below 19 kW, if you use a THC sample pump upstream of a THC anal yzer or storage medium, its inner surfaces must be heated to a tolerance of (191 ±11)  C. * * * * * 251. Section 1065.170 is amended by revising paragraphs (a)(1), (b) including Table 1, (c)(1)(i ) , and Figure 1 to read as follows: **§ 10 65.170 Batch sampling for gaseous and PM constituents.**  * * * * * (a) * * * (1) Verify proportional sampling af ter an emission test as described in § 10 65.545. Use good engineering judgment to select storage media that will not significantly change measured emission levels (either up or down). For example, do not use sample bags for storing emissions if the bags are permeable with respect to emissions or if they off gas emissions to the extent that it affects your ability to demonstrate compliance with the applicable gaseous emission standards. As another example, do not use PM filters that irreversibl y absorb or adsorb gases to the extent that it affects your ability to demonstrate compliance with the applicable PM emission standard. * * * * * (b) Gaseous sample storage media . Store gas volumes in sufficiently clean containers that minimally

off

- gas or allow per

meation of gases. Use good engineering judgment to determine acceptable thresholds of storage media cleanliness and permeation. To clean a container, you may repeatedly purge and evacuate a container and you may heat it. Use a flexible container (such a s a bag) within a temperature

- controlled environment, or use a temperature controlled rigid container that is initially evacuated or has a volume that can be displaced, such as a piston and cylinder arrangement. Use containers meeting the specifications in the Table1 of this section, noting that you may request to use other container materials under § 10 65.10. Sample temperatures must stay within the following ranges for each container material:Page 743 of 961

(1) Up to 40 °C for TedlarTM and Ky narTM

. (2) (191 ±11) °C for TeflonTM and 300 series stainless steel used with measuring THC or NMHC from compression

- ignition engines, two

- stroke spark

- ignition engines, and four

stroke spark

- ignition engines at or below 19 kW. For all other e ngines and pollutants, these materials may

be used for sample temperatures up to 202 °C. T ABLE 1 OF § 10 65.170

– C ONTAINER M ATERIALS FOR GASEOUS B AT CH S AMPLING
Emissions Engine type Compression

- ignition Two

- stroke spark

- ignition Four

- stroke spark

- ignition at or below

19 kW All other engines CO, CO 2 , O 2 , CH 4 , C 2 H 6 , C 3 H 8 , NO, NO 2 , N 2 O TedlarTM, Ky narTM, TeflonTM, or 300 series stainless steel TedlarTM, Ky narTM, TeflonTM, or 300 series stainless steel THC, NMHC TeflonTM or

300 series stainless steel TedlarTM, Ky narTM, TeflonTM, or 300 series stainless steel (c) * * * (1) * * * (i) If you expect that a filter’s total surface concentration of PM will exceed 400 μg, assuming a 38 mm diameter filter stain area, for a given test interval, you may use filter media with a minimum initial collection efficiency of 98 %; otherwise you must use a filter me dia with a minimum initial collection efficiency of 99.7 %. Collection efficiency must be measured as described in ASTM D2986 (incorporated b y reference in § 10 65.1010), though you may rel y on the sample

- media manufacturer’s measurements reflected in thei r product ratings to show that you meet this requirement. * * * * *0

0 .10
- 0.80 BETW EEN IN ADDITION TO TYPICAL RANGES GIVEN FOR PERFORATION  AND PERFORATION PATTERNS, W E RECOMMEND THE FOLLOWING:Page 745 of 961

**Subpart C**

**— [Amended]**  252. Section 1065.201 is amended by revising paragraphs (b), (d), (e), and (h) to read as follows: **§ 10 65.201 Overview and general provisions.**  * * * * * (b) Instrument types . You may use any of the specified instruments as described in this subpart to perform emission tests. I f you want to use one of these instruments in a way that is not specified in this subpart, or if you want to use a diff erent instrument, you must first get us to approve yo ur alternate procedure under § 10 65.10. Where we specify more than one instrument for a particular measurement, we may identify which instrument serves as the reference for comparing with an alternate p rocedure. You may generall y use instruments with compensation algorithms that are functions of other gaseous measurements and the known or assumed fuel properties for the test fuel . The target value for an y compensation algorithm is 0 % (that is, no bias high and no bias low), regardless of the uncompensated signal’s bias. * * * * * (d) Redundant s ys tems . For all measurement instruments described in this subpart, you may use data from multiple instruments to calculate test results for a single te st. If you use redundant s ys tems, use good engineering judgment to use multiple measured values in calculations or to disregard individual measurements. Note that you must keep your results from all measurements. This requirement applies whether or not you actuall y use the measurements in your calculations. (e) Range . You may

use an instrument’s response above 100 % of its operating range if this does not affect your ability to show that your engines comply with the applicable emission standards. Note that we require additional testing and reporting if an anal yz er responds above 100 % of its range. Auto

- ranging anal yz ers do not require additional testing or reporting. * * * * * (h) Recommended practices . This subpart identifies a variety of recommende d but not required practices for proper measurements. We believe in most cases it is necessary to follow these recommended practices for accurate and repeatable measurements. However, we do not specifically require you to follow these recommended practic es to perform a valid test, as long as you meet the required calibrations and verifications of measurement s ys tems specified in subpart D of this part. Similarly , we are not required to follow all recommended practices, as long as we meet the required cal ibrations and verifications. Our decision to follow or not follow a given recommendation when we perform a test does not depend on whether you followed it during your testing. 253. Section 1065.202 is revised to read as follows: **§ 10 65.202 Data updating, reco**  **rding, and control.** Your test sy stem must be able to update data, record data and control sy stems related to operator demand, the dyn amometer, sampling equipment, and measurement instruments. Use data acquisition and control sy stems that can record at the specified minimum frequencies, as follows:Page 746 of 961 T ABLE 1 OF § 10 65.202

–D ATA RECORDING AND C ONTROL M IN IMUM F REQUENCIES Applicable Test Protocol Section Measured Values Minimum Command and Control Frequency a Minimum

Recording Frequency

b,c § 10 65.510 Speed and t orque during an engine step

- map 1 Hz 1 mean value per step § 10 65.510 Speed and torque during an engine sweep

- map 5 Hz 1 Hz means § 10 65.514 § 10 65.530 Transient duty cycle reference and feedback speeds

and torques 5 Hz 1 Hz means § 10 65.514 § 10 65.530 Steady

- state and ramped

- mo dal duty cycle reference

and feedback speeds and torques 1 Hz 1 Hz § 10 65.520 § 10 65.530 § 10 65.550 Continuous concentrations of raw or dilute analyzers

— 1 Hz § 10 65.520 § 10 65.530 § 10 65.550 Batch concentrations of raw or dilute analyzers

— 1 mean value per test interval § 10 65.530 § 10 65.545 Diluted exhaust flow rate from a CVS with a heat

exchanger upstream of the flow measurement — 1 Hz § 10 65.530 § 10 65.545 Diluted exhaust flow rate from a CVS without a heat

exchanger ups tream of the flow measurement 5 Hz 1 Hz means § 10 65.530 § 10 65.545 Intake

- air or raw

- exhaust flow rate

— 1 Hz means § 10 65.530 § 10 65.545 Dilution air flow if actively controlled (for example,

a partial

- flow PM sampling system) d 5 Hz 1 Hz means § 10 65. 530 § 10 65.545 Sam

ple flow from a CVS that has a heat exchanger 1 Hz 1 Hz § 10 65.530 § 10 65.545 Sam

ple flow from a CVS that does not have a heat exchanger 5 Hz 1 Hz means

a The specifications for minimum command and control frequency do not apply for CFV s that are not using active control . b 1 Hz means are data reported from the instrument at a higher frequency, but recorded as a series of 1 s mean values at a rate of 1 Hz. c For CFVs in a CVS, the minimum recording frequency is 1 Hz. The minimum recordin g frequency does not apply for CFVs used to control sampling from a CVS utilizing CFVs. dDilution air flow specifications do not apply for CVS dilution air. 254. Section 1065.205 is revised to read as follows: **§ 10 65.205 Performance specifications for measure**  **ment instruments.** Your test sy stem as a whole must meet all the calibrations, verifications, and test

validation criteria specified outside this section for laboratory testing or field testing, as applicable. We recommend that your instruments meet the specifications in Table 1 of this section for all ranges you use for testing. We also recommend that you keep an y documentation you receive from instrument manufacturers showing that your instruments meet the specifications in Table 1 of this section.Page 747 of 961 T ABLE 1 OF § 10 65.205

–RECOMMENDED P ERFORMANCE S PECIFICATIONS FOR M EASUREMENT INSTRUMENTS
Measurement Instrument Measure d quantity symbol Complete System

Rise time ( t 10

- 90 ) and Fall time ( t90

- 10 ) a Recording update frequency Accuracy b Repeatability b Noise b

E ngine speed transducer f n 1 s 1 Hz means 2 % of pt. or 0.5 % of max. 1 % of pt. or 0.25 % of max. 0.05 % of max Engine torque transducer T 1 s 1 Hz means 2 % of pt. or 1 % of max. 1 % of pt. or

0.5 % of max 0.05 % of max. Electrical work (active

- power me ter) W 1 s 1 Hz means 2 % of pt. or 0.5 % of max. 1 % of pt. or 0.25 % of max. 0.05 % of max General pressure transducer (not a part of another instrument) p 5 s 1 Hz 2 % of pt. or 1 % of max. 1 % of pt. or

0.5 % of max. 0.1 % of max Atmospheric pressure meter for PM

stabilization and balance environments p atmos 50 s 5 times per hour 50 Pa 25 Pa 5 Pa General purpose atmospheric pressure meter p atmos 50 s 5 times per hour 250 Pa 100Pa 50 Pa Temperature sensor for PM

stabilization and balance environments T 50 s 0.1 Hz 0.25 K 0.1 K 0.1 K Other temperature sensor (not a part of another instrument) T 10 s 0.5 Hz 0.4 % of pt. K or 0.2 % of max. K 0.2 % of pt. K or 0.1 % of max. K 0.1 % of max Dewpoint sensor for intake air, PM

stabilization and balance envi ronments T dew 50 s 0.1 Hz 0.25 K 0.1 K 0.02 K Other dewpoint sensor T dew 50 s 0.1 Hz 1 K 0.5 K 0.1 K Fuel flow meterc (Fuel totalizer) m  5 s

(

—) 1 Hz (

—) 2 % of pt. or

1.5 % of max. 1 % of pt. or

0.75 % of max. 0.5 % of max. Tot al diluted exhaust meter (CVS) c (With heat exchanger before meter) n  1 s

(5 s) 1 Hz means

(1 Hz) 2 % of pt. or

1.5 % of max. 1 % of pt. or

0.75 % of max. 1 % of max. Dilution air, inlet air, exhaust, and sample flow meters c n  1 s 1 Hz means of 5 Hz samples 2.5 % of pt. or

1.5 % of max. 1.25 % of pt. or

0.75 % of max. 1 % of max. Continuous gas analyzer x 5 s 1 Hz 2 % of pt. or 2 % of meas. 1 % of pt. or 1 % of meas. 1 % of max. Batch gas analyzer x
— — 2 % of pt. or 2 % of meas. 1 % of pt. or 1 % of meas. 1 % of max. Gravimetric PM balance m PM — — See § 10 65.790 0.5  g — Inertial PM balance m PM 5 s 1 Hz 2 % of pt. or 2 % of meas. 1 % of pt. or 1 % of meas. 0.2 % of max.

a The performance specifications identified in the table apply separately for rise time and fall time. b Accuracy, repeatability, and noise are all determined with the same collected data, as described in § 10 65.305, and based on absolute values. “pt.” refers to the overall flow

weighte d mean value expected at the standard; “max.” refers to the peak value expected at the standard over any test interval, not the maximum of the instrument’s range; “meas” refers to the actual flow

- weighted mean measured over any test interval. c The procedure for accuracy, repeatability and noise measurement described in § 10 65.305 may be modified for flow meters to allow noise to be measured at the lowest calibrated value instead of zero flow rate.Page 748 of 961

255. Section 1065.210 is amended by revising paragraph (c) to read as follows: **§ 10 65.210 Work input and output sensors.**  * * * * * (c) Electrical work . Use a watt

- hour meter output to calculate total work according to § 10 65.650. Use a watt

- hour meter that outputs active power. Watt

- hour meters ty pically combine a Wheatstone bridge voltmeter and a Hall

- effect clamp

- on ammeter into a single microprocessor

- based instrument that anal yz es and outputs several parameters, such as alternating or direct current voltage, current, power factor, apparent power, reactive power , and active power. * * * * * 256. Section 1065.225 is amended by revising paragraph (a) to read as follows: **§ 10 65.225 Intake**  **- air flow meter.**  (a) Application . You may use an intake

- air flow meter in combination with a chemical balance of fuel, inlet air, and exhaust to calculate raw exhaust flow as described in § 10 65.655(e) and (f), as follows: (1) Use the actual value of calculated raw exhaust in the following cases: (i) For multiplying raw exhaust flow rate with continuously sampled concentrations. (ii) Fo r multiplying total raw exhaust flow with batch

- sampled concentrations. (iii) For verifying minimum dilution ratio for PM batch sampling as described in § 10 65.546. (iv) For calculating the dilution air flow for background correction as described in § 10 65 .667. (2) In the following cases, you may use an intake

- air flow meter signal that does not give the actual value of raw exhaust, as long as it is linearl y proportional to the exhaust flow rate’s actual calculated value: (i) For feedback control of a propo rtional sampling s ys tem, such as a partial

- flow dilution sy stem. (ii) For multiplying with continuously sampled gas concentrations, if the same signal is used in a chemical

- balance calculation to determine work from brake

- specific fuel consumption and fuel consumed. * * * * * 257. Section 1065.230 is amended by revising paragraph (d) to read as follows: **§ 10 65.230 Raw exhaust flow meter.**  * * * * * (d) Exhaust cooling . You may cool raw exhaust upstream of a raw

- exhaust flow meter, as long as you obser

ve all the following provisions: (1) Do not sample PM downstream of the cooling. (2) If cooling causes exhaust temperatures above 202 °C to decrease to below 180 °C, do not sample NMHC downstream of the cooling for compression

- ignition engines, two

stroke spark

- ignition engines, or four

- stroke spark

- ignition engines at or below 19 kW. (3) The cooling must not cause aqueous condensation. 258. Section 1065.240 is amended by revising paragraph (d) to read as follows: **§ 10 65.240 Dilution air and diluted exhaust fl**  **ow meters.**Page 749 of 961

* * * * * (d) Exhaust cooling . You may cool diluted exhaust upstream of a dilute

- exhaust flow meter, as long as you observe all the following provisions: (1) Do not sample PM downstream of the cooling. (2) If cooling causes exhaust t emperatures above 202 °C to decrease to below 180 °C, do not sample NMHC downstream of the cooling for compression

- ignition engines, two

stroke spark

- ignition engines, or four

- stroke spark

- ignition engines at or below 19 kW. (3) The cooling must not cause aqueous condensation as described in § 10 65.140(c)(6). 259. Section 1065.250 is amended by revising paragraph (b) to read as follows: **§ 10 65.250 Nondispersive infrared analyzer.**  * * * * * (b) Component requirements . We recommend that you use an NDIR anal yzer that meets the specifications in Table 1 of § 10 65.205. Note that your NDIR

- based s ystem must meet the calibration and verifications in § § 10 65.350 and 1065.355 and it must also meet the linearity

verification in § 10 65.307. 260. Section 1065.260 is amended b y revising paragraphs (b), (c), and (e) to read as follows: **§ 10 65.260 Flame**  **- ionization detector.**  * * * * * (b) Component requirements . We recommend that you use a FID anal yz er that meets the specifications in Table 1 of § 10 65.205. Note that your FID

- ba sed s ys tem for measuring THC, THCE, or CH 4 must meet all the verifications for h ydrocarbon measurement in subpart D of this part, and it must also meet the linearity verification in § 10 65.307. (c) Heated FID anal yz ers . For measuring THC or THCE from comp ression

- ignition engines, two

- stroke spark

- ignition engines, and four

- stroke spark

- ignition engines at or below 19 kW, you must use heated FID anal yz ers that maintain all surfaces that are exposed to emissions at a temperature of (191 ±11) °C. * * * * * (e ) NMHC and NMOG . For demonstrating compliance with NMHC standards, you may either measure THC and CH 4 and determine NMHC as described in § 10 65.660(b)(2) or (3), or you may measure THC and determine NMHC mass as described in § 10 65.660(b)(1). See 40 CFR 1066.635 for methods to demonstrate compliance with NMOG standards for vehicle testing. * * * * * 261. Section 1065.267 is amended by revising paragraph (b) to read as follows: **§ 10 65.267 Gas chromatograph with a flame ionization detector.**  * * * * * (b) Compon ent requirements . We recommend that you use a GC

- FI D that meets the specifications in Table 1 of § 10 65.205 and that the measurement be done according to SAE J1151 (incorporated by reference in § 10 65.1010). The GC

- FID must meet the linearity verificatio n in § 10 65.307.Page 750 of 961

262. A new § 1065.269 is added to subpart C under the center header “Hydrocarbon Measurements” to read as follows: **§ 10 65.269 Photoacoustic analyzer for ethanol and methanol.**  (a) Application . You may use a photoacoustic analy zer to measure ethanol and/or methanol concentrations in diluted exhaust for batch sampling. (b) Component requirements . We recommend that you use a photoacoustic anal yz er that meets the specifications in Table 1 of § 10 65.205. Note that your photoacoustic sy stem must me et the verification in § 10 65.369 and it must also meet the linearity verification in § 10 65.307. Use an optical wheel configuration that gives anal yt ical priority to measurement of the least stable components in the sample. Select a sample integration time of at least 5 seconds. Take into account sample chamber and sample line volumes when determining flush times for your instrument. 263. Section 1065.270 is amended by revising paragraph (b) to read as follows: **§ 10 65.270 Chemil**  **uminescent detector.** * * * * * (b) Component requirements . We recommend that you use a CLD that meets the specifications in Table 1 of § 10 65.205. Note that your CLD

- based s ys tem must meet the quench verification in § 10 65.370 and it must also meet the l inearity verification in § 10 65.307. You may

use a heated or unheated CLD, and you may use a CLD that operates at atmospheric pressure or under a vacuum. * * * * * 264. Section 1065.272 is amended by revising paragraph (b) to read as follows: **§ 10 65.272 Nond**  **ispersive ultraviolet analyzer.** * * * * * (b) Component requirements . We recommend that you use an NDUV analyzer that meets the specifications in Table 1 of § 10 65.205. Note that your NDUV

- based s ys tem must meet the verifications in § 10 65.372 and it mus t also meet the linearity verification in § 10 65.307. * * * * * 265. Section 1065.275 is amended by revising paragraph (b) to read as follows: **§ 10 65.275 N**  **2 O measurement devices.**  * * * * * (b) Instrument types . You may use any of the following anal yz ers to me asure N 2 O: (1) Nondispersive infrared (NDIR) anal yz er. (2) Fourier transform infrared (FTIR) anal yz er. Use appropriate anal yt ical procedures for interpretation of infrared spectra. For example, EPA Test Method 320 is considered a valid method for spectral interpretation (see http://www.epa.gov/ttn/emc/methods/method320.html). (3) Laser infrared anal yz er. Examples of laser infrared anal yz ers are pulsed

- mode high

resolution narrow band mid

- infrared anal yz ers, and modulated continuous wave high

resolution n arrow band mid

- infrared anal yz ers. (4) Photoacoustic anal yz er. Use an optical wheel configuration that gives analy tical priority to measurement of the least stable components in the sample. Select a samplePage 751 of 961

integration time of at least 5 seconds. Take into account sample chamber and sample line volumes when determining flush times for your instrument. (5) Gas chromatograph analyzer. You may use a gas chromatograph with an electron

capture detector (GC

- ECD) to measure N 2 O concentrations of diluted exhaust for batch sampling. (i)You may

use a packed or porous layer open tubular (PLOT) column phase of suitable polarity and length to achieve adequate resolution of the N 2 O peak for analysis. Examples of acceptable columns are a PLOT column consisting of bonded poly st yrene divinylbenzene or a Porapack Q packed column. Take the column temperature profile and carrier gas selection into consideration when setting up your method to achieve adequate N 2 O peak resolution. (ii) Use good engineering judgment to zero your instrument and correct for drift. You do not need to follow the specific procedures in § § 10 65.530 and 1065.550(b) that would otherwise appl y. For example, you may perform a span gas measurement before and after sample anal ys is without zeroing and use the average area counts of the pre

- span and post
- span measurements to generate a response factor (area counts/span gas concentration), which yo u then multiply by the area counts from your sample to generate the sample concentration. * * * * * 266. Section 1065 .280 is amended by revising paragraph (b) to read as follows: **§ 10 65.280 Paramagnetic and magnetopneumatic O**  **2 detection analyzers.**  * * * * * (b) Component requirements . We recommend that you use a PMD or MPD anal yz er that meets the specifications in Table 1 of § 10 65.205. Note that it must meet the linearit y verification in § 10 65.307. 267. Section 1065.284 is amended by revising paragraph (b) to read as follows: **§ 10 65.284 Zirconia (ZrO**  **2 ) analyzer.**  * * * * * (b) Component requirements . We recommend that you use a ZrO 2 anal yz er that meets the specifications in Table 1 of § 10 65.205. Note that your ZrO 2 - based s ys tem must meet the linearity

verification in § 10 65.307. 268. Section 1065.295 is amended by revising paragraph (b) to read as follows: **§ 10 65.295 PM iner**  **tial balance for field -**  **testing analysis.** * * * * * (b) Component requirements . We recommend that you use a balance that meets the specifications in Table 1 of § 10 65.205. Note that your balance

- based s ys tem must meet the linearity

verification in § 10 65. 307. If the balance uses an internal calibration process for routine spanning and linearity verifications, the process must be NI ST

- traceable. * * * * * **Subpart D**

**— [Amended]**  269. Section 1065.303 is revised to read as follows:Page 752 of 961

**§ 10 65.303 Summary of required c**  **alibration and verifications.** The following table summarizes the required and recommended calibrations and verifications described in this subpart and indicates when these have to be performed: T ABLE 1 OF § 10 65.303

– S UMMARY OF REQUIRED C ALIBRATION AND V ER IFICATIONS Type of calibration or verification Minimum frequency 1 § 10 65.305: Accuracy, repeatability and noise Accuracy: Not required, but recommended for initial installation. Repeatability: Not required, but recommended for initial installation. Noise: Not required, but recommended for initial installation.

§ 10 65.307: Linearity verification Speed: Upon initial installation, within 370 days before testing and after major maintenance. Torque: Upon initial installation, within 370 days before testing and after major maintenance. Electrical power, current, and voltage: Upon initial installation, within 370 days before testing and after major maintenance. 2 Fuel flow rate: Upon initial installation, within 370 days before testing, and after major maintenance

. Intake

- air, dilution air, diluted exhaust, and batch sampler flow rates: Upon initial installation, within 370 days before testing and after major maintenance, unless flow is verified by propane check or by carbon or oxygen balance. Raw exhaust flow rate : Upon initial installation, within 185 days before testing and after major maintenance, unless flow is verified by propane check or by carbon or oxygen balance. Gas dividers: Upon initial installation, within 370 days before testing, and after major maint enance. Gas analyzers (unless otherwise noted): Upon initial installation, within 35 days before testing and after major maintenance. FTIR and photoacoustic analyzers: Upon initial installation, within 370 days before testing and after major maintenance. G C

- ECD: Upon initial installation and after major maintenance. PM balance: Upon initial installation, within 370 days before testing and after major maintenance. Pressure, temperature, and dewpoint: Upon initial installation, within 370 days before testing and after major maintenance. § 10 65.308: Continuous gas analyzer system response and updating

- recording verification

— for gas analyzers not continuously compensated for other gas species Upon initial installation or after system modification that would aff ect response. § 10 65.309: Continuous gas analyzer system

response and updating

- recording verification

— for gas analyzers continuously compensated for other gas species Upon initial installation or after system modification that would affect response. § 10 65.310: Torque Upon initial installation and after major maintenance. § 10 65.315: Pressure, temperature, dewpoint Upon initial installation and after major maintenance. § 10 65.320: Fuel flow Upon initial installation and after major maintenance. § 10 65. 325: Intake flow Upon initial installation and after major maintenance. § 10 65.330: Exhaust flow Upon initial installation and after major maintenance. § 10 65.340: Diluted exhaust flow (CVS) Upon initial installation and after major maintenance. § 10 65. 341: CVS and batch sampler verification 3 Upon initial installation, within 35 days before testing, and after major maintenance. § 10 65.342 Sample dryer verification For thermal chillers: upon installation and after major maintenance. For osmotic membranes ; upon installation, within 35 days of testing, and after major maintenance.Page 753 of 961 § 10 65.345: Vacuum leak For laboratory testing: upon initial installation of the sampling sy stem, within 8 hours before the start of the first test interval of each duty

- cycle se quence, and after maintenance such as pre

- filter changes. For field testing: after each installation of the sampling system on the vehicle, prior to the start of the field test, and after maintenance such as pre

- filter changes. § 10 65.350: CO 2 NDIR H 2 O interference Upon initial installation and after major maintenance. § 10 65.355: CO NDIR CO 2 and H 2 O interference Upon initial installation and after major maintenance.
§ 10 65.360: FID calibration THC FID optimization, and THC FID verification Calibrate all FID analyzers: upon initial installation and after major maintenance. Optimize and determine CH 4 response for THC FID analyzers: upon initial installation and after major maintenance. Verify CH 4 response for THC FID analyzers: upon initial installation, within 185 days before testing, and after major maintenance. § 10 65.362: Raw exhaust FID O 2 interference For all FID analyzers: upon initial installation, and after major maintenance. For THC FID analyzers: upon initial installation, after major maintenanc e, and after FID optimization according to § 10 65.360. § 10 65.365: Nonmethane cutter penetration Upon initial installation, within 185 days before testing, and after major maintenance. § 10 65.369: H 2 O, CO, and CO 2 interference verification for ethanol ph otoacoustic analyzers Upon initial installation and after major maintenance. § 10 65.370: CLD CO 2 and H 2 O quench Upon initial installation and after major maintenance. § 10 65.372: NDUV HC and H 2 O interference Upon initial installation and after major maintenance. § 10 65.375: N 2 O analyzer interference Upon initial installation and after major maintenance. § 10 65.376: Chiller NO 2 penetration Upon initial installation and after major maintenance. § 10 65.378: NO 2 - to
- NO converter conversion Upon initial inst allation, within 35 days before testing, and after major maintenance. § 10 65.390: PM balance and weighing Independent verification: upon initial installation, within 370 days before testing, and after major maintenance. Zero, span, and reference sample v erifications: within 12 hours of weighing, and after major maintenance. § 10 65.395: Inertial PM balance and weighing Independent verification: upon initial installation, within 370 days before testing, and after major maintenance. Other verifications: up on initial installation and after major maintenance. 1 Perform calibrations and verifications more frequently than we specify, according to measurement system manufacturer instructions and good engineering judgment. 2 Perform linearity verification either f or electrical power or for current and voltage. 3 The CVS verification described in § 10 65.341 is not required for systems that agree within ±2 % based on a chemical balance of carbon or oxygen of the intake air, fuel, and diluted exhaust.
270. Section 1065.305 is amended by revising paragraph (d)(10)(i) to read as follows: **§ 10 6**  **5.305 Verifications for accuracy, repeatability, and noise.** * * * * * (d) * * * (10) * * * (i) Your measurement s ystems meet all the other required calibration, verification, and validation specifications that apply as specified in the regulations. * * * * * 271. Section 1065.307 is revised to read as follows: **§ 10 65.307 Linearity verification.** Page 754 of 961

(a) Scope and frequency . Perform linearity verification on each measurement sy stem listed in Table 1 of this section at least as frequently as indicated in Table 1 of § 10 65.303, consistent with measurement s ys tem manufacturer’s recommendations and good engineering judgment. The intent of linearity verification is to determine that a measurement s ys tem responds accuratel y and proportionally over the measurement range of interest. Linearity

verification generally

consists of introducing a series of at least 10 reference values to a measurement s ys tem. The measurement sy stem quantifies each reference value. The measured values are then collectively compared to the refer ence values by using a least

- squares linear regression and the linearity criteria specified in Table 1 of this section. (b) Performance requirements . I f a measurement sy stem does not meet the applicable linearity criteria referenced in Table 1 of this sec tion, correct the deficiency by re calibrating, servicing, or replacing components as needed. Repeat the linearity verification after correcting the deficiency to ensure that the measurement sy stem meets the linearity

criteria. Before you may use a measurement s ys tem that does not meet linearity criteria, you must demonstrate to us that the deficiency does not adversel y affect yo ur ability

to demonstrate compliance with the applicable standards. (c) Procedure . Use the following linearity verification prot ocol, or use good engineering judgment to develop a different protocol that satisfies the intent of this section, as described in paragraph (a) of this section: (1) In this paragraph (c), the letter “y” denotes a generic measured quantity, the superscript over - bar denotes an arithmetic mean (such as 

### y ), and the subscript “ ref ” denotes the known or reference quantity being measured. (2) Use good engineering judgment to operate a measurement sy stem at normal operating conditions. Thi s may

include any

specified adjustment or periodic calibration of the measurement s ys tem. (3) If applicable, zero the instrument as you would before an emission test by introducing a zero signal. Depending on the instrument, this may be a zero

- concentrati on gas, a reference signal, a set of reference thermodyn amic conditions, or some combination of these. For gas analyzers, use a zero gas that meets the specifications of § 10 65.750 and introduce it directl y at the anal yz er port. (4) If applicable, span th e instrument as you would before an emission test by introducing a span signal. Depending on the instrument, this may be a span

- concentration gas, a reference signal, a set of reference thermodyn amic conditions, or some combination of these. For gas anal yz ers, use a span gas that meets the specifications of § 10 65.750 and introduce it directl y at the anal yz er port. (5) If applicable, after spanning the instrument, check zero with the same signal you used in paragraph (c)(3) of this section. Based on the zero reading, use good engineering judgment to determine whether or not to rezero and or re

- span the instrument before continuing. (6) For all measured quantities, use the instrument manufacturer’s recommendations and good engineering judgment to select re ference values, yrefi , that cover a range of values that you expect would prevent extrapolation beyond these values during emission testing. We recommend selecting a zero reference signal as one of the reference values for the linearity verification. For pressure, temperature, dewpoint, power, current, voltage, photoacoustic anal yz ers, and GC

- ECD linearity verifications, we recommend at leastPage 755 of 961

three reference values. For all other linearity verifications select at least ten reference values. (7) Use the i nstrument manufacturer’s recommendations and good engineering judgment to select the order in which you will introduce the series of reference values. For example, you may

select the reference values randomly to avoid correlation with previous measurement s and to avoid hy steresis; you may select reference values in ascending or descending order to avoid long settling times of reference signals; or you may select values to ascend and then descend to incorporate the effects of any instrument hy steresis into the linearity verification. (8) Generate reference quantities as described in paragraph (d) of this section. For gas anal yz ers, use gas concentrations known to be within the specifications of § 10 65.750 and introduce them directly at the anal yz er port. (9 ) Introduce a reference signal to the measurement instrument. (10) Allow time for the instrument to stabilize while it measures the value at the reference condition. Stabilization time may include time to purge an instrument and time to account for its re sponse. (11) At a recording frequency of at least f Hz, specified in Table 1 of § 10 65.205, measure the value at the reference condition for 30 seconds (you may select a longer sampling period if the recording update frequency is less than 0.5 Hz) and reco rd the arithmetic mean of the recorded values, i y . Refer to § 10 65.602 for an example of calculating an arithmetic mean. (12) Repeat the steps in paragraphs (c)(9) though (11) of this section until measurements are complete at each of the reference conditions. (13) Use the arithmetic means, i y , and reference values, yrefi , to calculate least

- squares linear regression parameters and statistical values to compare to the minimum performance criteria specified i n Table 1 of this section. Use the calculations described in § 10 65.602. Using good engineering judgment, you may weight the results of individual data pairs (i.e. ( yrefi , i y )), in the linear regression calculations. (d) Reference signals . This paragraph (d) describes recommended methods for generating reference values for the linearity

- verification protocol in paragraph (c) of this section. Use reference values that simulate actual values, or introduce an actual value and measur e it with a reference

- measurement sy stem. In the latter case, the reference value is the value reported by the reference

- measurement s ys tem. Reference values and reference

- measurement sy stems must be NIST

- traceable. We recommend using calibration refere nce quantities that are NIST

- traceable within 0.5 % uncertainty , if not specified elsewhere in this part 1065. Use the following recommended methods to generate reference values or use good engineering judgment to select a different reference: (1) Speed

. Run the engine or dy namometer at a series of steady- state speeds and use a strobe, photo tachometer, or laser tachometer to record reference speeds. (2) Torque . Use a series of calibration weights and a calibration lever arm to simulate engine torque. Y ou may

instead use the engine or dy namometer itself to generate a nominal torque that is measured b y a reference load cell or proving ring in series with the torque
- measurement s ys tem. In this case, use the reference load cell measurement as the reference value. Refer to § 10 65.310 for a torque

- calibration procedure similar to the linearity verification in this section.Page 756 of 961

(3) Electrical power, current, and voltage . You must perform linearity verification for either electrical power meters, or for current a nd voltage meters. Perform linearity verifications using a reference meter and controlled sources of current and voltage. We recommend using a complete calibration s ys tem that is suitable for the electrical power distribution industry

. (4) Fuel rate . Op erate the engine at a series of constant fuel

- flow rates or re

- circulate fuel back to a tank through the fuel flow meter at different flow rates. Use a gravimetric reference measurement (such as a scale, balance, or mass comparator) at the inlet to the fu el

- measurement s ys tem. Use a stopwatch or timer to measure the time intervals over which reference masses of fuel are introduced to the fuel measurement s ys tem. The reference fuel mass divided by the time interval is the reference fuel flow rate. (5) Flo w rates

—inlet air, dilution air, diluted exhaust, raw exhaust, or sample flow . Use a reference flow meter with a blower or pump to simulate flow rates. Use a restrictor, diverter valve, a variable

- speed blower or a variable

- speed pump to control the rang e of flow rates. Use the reference meter’s response as the reference values. (i) Reference flow meters . Because the flow range requirements for these various flows are large, we allow a variety of reference meters. For example, for diluted exhaust flow for a full

- flow dilution system, we recommend a reference subsonic venturi flow meter with a restrictor valve and a blower to simulate flow rates. For inlet air, dilution air, diluted exhaust for partial

- flow dilution, raw exhaust, or sample flow, we allo w reference meters such as critical flow orifices, critical flow venturis, laminar flow elements, master mass flow standards, or Roots meters. Make sure the reference meter is calibrated and its calibration is NI ST

- traceable. If you use the difference of two flow measurements to determine a net flow rate, you may use one of the measurements as a reference for the other. (ii) Reference flow values . Because the reference flow is not absolutely constant, sample and record values of refi

n  for 30 seconds and use the arithmetic mean of the values, ref n  , as the reference value. Refer to § 10 65.602 for an example of calculating arithmetic mean. (6) Gas division . Use one of the two reference signals: (i) At the outlet o f the gas

- division system, connect a gas analyzer that meets the linearity verification described in this section and has not been linearized with the gas divider being verified. For example, verify the linearity

of an anal yz er using a series of reference anal yt ical gases directl y from compressed gas cylinders that meet the specifications of § 10 65.750. We recommend using a FID anal yz er or a PMD or MPD O 2 analyzer because of their inherent linearity. Operate this anal yz er consistent with how you would op erate it during an emission test. Connect a span gas to the gas

- divider inlet. Use the gas

division system to divide the span gas with purified air or nitrogen. Select gas divisions that you t ypicall y use. Use a selected gas division as the measured value. Use the anal yz er response divided by the span gas concentration as the reference gas

- division value. Because the instrument response is not absolutely constant, sample and record values of xrefi for 30 seconds and use the arithmetic mean of the valu es, ref x , as the reference value. Refer to § 10 65.602 for an example of calculating arithmetic mean. (ii) Using good engineering judgment and the gas divider manufacturer’s recommendations, use one or more reference flow meters to me asure the flow rates of the gas divider and verify

the gas

- division value.Page 757 of 961

(7) Continuous constituent concentration . For reference values, use a series of gas cylinders of known gas concentration or use a gas

- division system that is known to be linear with a span gas. Gas cylinders, gas

- division sy stems, and span gases that you use for reference values must meet the specifications of § 10 65.750. (8) Temperature. You may perform the linearit y verification for temperature measurement s ys tems with thermocou ples, RTDs, and thermistors by removing the sensor from the s ys tem and using a simulator in its place. Use a NIST

- traceable simulator that is independently calibrated and, as appropriate, cold

- junction

compensated. The simulator uncertainty scaled to abs olute temperature must be less than 0.5 % of T

max . If you use this option, you must use sensors that the supplier states are accurate to better than 0.5 % of T max compared with their standard calibration curve. (9) Mass . For linearity verification for gravimetric PM balances, use external calibration weights that meet the requirements in § 10 65.790. (e) Measurement s ys tems that require linearity verification . Table 1 of this section indicates measurement sy stems that require linearity verification, subject to the following provisions: (1) Perform linearity verification more frequentl y based on the instrument manufacturer’s recommendation or good engineering judgment. (2) The expression “

xmin ” refers to the reference value used during linearity verifi cation that is closest to zero. This is the value used to calculate the first tolerance in Table 1 of this section using the intercept, a 0 . Note that this value may be zero, positive, or negative depending on the reference values. For example, if the re ference values chosen to validate a pressure transducer vary from

- 10 to

- 1 kPa, xmin is

- 1 kPa. If the reference values used to validate a temperature device vary from 290 to 390 K, xmin is 290 K. (3) The expression “max” generally refers to the absolute value of the reference value used during linearity verification that is furthest from zero. This is the value used to scale the first and third tolerances in Table 1 of this section using a 0 and SEE . For example, if the reference values chosen to validate a pressure transducer vary from

- 10 to

- 1 kPa, then p max is +10 kPa. If the reference values used to validate a temperature device vary from 290 to 390 K, then T max is 390 K . For gas dividers where “max” is expressed as, xmax/ x span ; xmax is the maximum gas concentration used during the verification, x span is the undivided, undiluted, span gas concentration, and the resulting ratio is the maximum divider point reference value used during the verification (ty pically 1). The following are special cases where “max” refers to a different value: (i) For linearity verification with a PM balance, m max refers to the typical mass of a PM filter. (ii) For linearity

verification of torque on the engine’s primary output shaft, T

max refers to the manufacturer’s spec ified engine torque peak value of the lowest torque engine to be tested. (4) The specified ranges are inclusive. For example, a specified range of 0.98

- 1.02 for a 1 means 0.98  a 1  1.02. (5) L inearity

verification is optional for sy stems that pass the flow

- rate verification for diluted exhaust as described in § 10 65.341 (the propane check) or for s ys tems that agree within ±2 % based on a chemical balance of carbon or ox ygen of th e intake air, fuel, and exhaust.Page 758 of 961

(6) You must meet the a 1 criteria for these quantities only if the absolute value of the quantity is required, as opposed to a signal that is only linearl y proportional to the actual value. (7) L inearity

verification is required for the following temperature measurements: (i) The following temperature measurements always require linearity verification: (A) Air intake. (B) Aftertreatment bed(s), for engines tested with aftertreatment devices subject to cold

start testing. (C) Dilution air for gaseous and PM sampling, including CVS, double

- dilution, and partial

- flow s ys tems. (D) PM sample. (E) Chiller sample, for gaseous sampling s ys tems that use thermal chillers to dry samples and use chiller temperature to calculate the dewpo int at the outlet of the chiller. For your testing, if you choose to use a high alarm temperature setpoint for the chiller temperature as a constant value in determining the amount of water removed from the emission sample, you may

use good engineering ju dgment to verify the accuracy

of the high alarm temperature setpoint instead of linearity verification on the chiller temperature. To verify that the alarm trip point value is no less than 2.0 °C below the reference value at the trip point , we recommend that you input a reference simulated temperature signal below the alarm trip point and increase this signal until the high alarm trips. (ii) L inearity verification is required for the following temperature measurements if these temperature measurements are specified by the engine manufacturer: (A) Fuel inlet. (B) Air outlet to the test cell’s charge air cooler air outlet, for engines tested with a laboratory

heat exchanger that simulates an installed charge air cooler. (C) Coolant inlet to the test cell’s ch arge air cooler, for engines tested with a laboratory heat exchanger that simulates an installed charge air cooler. (D) Oil in the sump/pan. (E) Coolant before the thermostat, for liquid

- cooled engines. (8) L inearity

verification is required for the follow ing pressure measurements: (i) The following pressure measurements alway s require linearity verification: (A) Air intake restriction. (B) Exhaust back pressure as required in § 10 65.130(h). (C) Barometer. (D) CVS inlet gage pressure where the raw exhaust e nters the tunnel. (E) Sample dryer, for gaseous sampling s ys tems that use either osmotic

- membrane or thermal chillers to dry

samples. For your testing, if you choose to use a low alarm pressure setpoint for the sample dryer pressure as a constant value in determining the amount of water removed from the emission sample, you may use good engineering judgment to verify

the accuracy

of the low alarm pressure setpoint instead of linearity verification on the sample dryer pressure. To verify that the trip point value is no more than 4.0 kPa above the reference value at the trip point, we recommend that you input a reference pressure signal above the alarm trip point and decrease this signal until the low alarm trips. (ii) L inearity verification is required for the following pressure measurements if these pressure measurements are specified b y the engine manufacturer:Page 759 of 961

(A) The test cell’s charge air cooler and interconnecting pipe pressure drop, for turbo

charged engines tested with a laboratory heat exchange r that simulates an installed charge air cooler. (B) Fuel outlet. T ABLE 1 OF § 10 65.307

–M EASUREMENT S YSTEMS THAT REQUIRE L INEARITY V ERIFICATION Measurement system Quantity Linearity criteria | x min ( a 1 - 1)+ a 0 | a 1 SEE r 2 Speed f n ≤ 0.05 % ∙ f nmax 0.98

- 1.02 ≤ 2 % ∙ nmax f ≥ 0.990 Torque T ≤ 1 % ∙ max T 0.98

- 1.02 ≤ 2 % ∙ max T ≥ 0.990 Electrical power P ≤ 1 % ∙ max P 0.98

- 1.02 ≤ 2 % ∙ max P ≥ 0.990 Current I ≤ 1 % ∙ max I 0.98

- 1.02 ≤ 2 % ∙ max I ≥ 0.990 Voltage U ≤ 1 % ∙ max U 0.98

- 1.02 ≤ 2 % ∙ max U ≥ 0.990 Fuel flow rate m  ≤ 1 % ∙ max

m  0.98

- 1.02 ≤ 2 % ∙ max m  ≥ 0.990 Intake

- air flow rate 1 n  ≤ 1 % ∙ max

n  0.98

- 1.02 ≤ 2 % ∙ max n  ≥ 0.990 Dilution air flow rate 1 n  ≤ 1 % ∙ max

n  0.98

- 1.02 ≤ 2 % ∙ max n  ≥ 0.990 Diluted exhaust flow rate 1 n  ≤ 1 % ∙ max

n  0.98

- 1.02 ≤ 2 % ∙ max n  ≥ 0.990 Raw exhaust flow rate 1 n  ≤ 1 % ∙ max

n  0.98

- 1.02 ≤ 2 % ∙ max n  ≥ 0.990 Batch sampler flow rat es 1 n  ≤ 1 % ∙ max

n  0.98

- 1.02 ≤ 2 % ∙ max n  ≥ 0.990 Gas dividers x/x span ≤ 0.5 % ∙ xmax /x span 0.98

- 1.02 ≤ 2 % ∙ xma x /x span ≥ 0.990 Gas analyzers for laboratory testing x ≤ 0.5 % ∙ max x 0.99

- 1.01 ≤ 1 % ∙ max x ≥ 0.998 Gas analyzers for field testing x ≤ 1 % ∙ max x 0.99

- 1.01 ≤ 1 % ∙ max x ≥ 0.998 PM balance m ≤ 1 % ∙ max m 0.99

- 1.01 ≤ 1 % ∙ max m ≥ 0.998 Pressures p ≤ 1 % ∙ max p 0.99

- 1.01 ≤ 1 % ∙ max p ≥ 0.998 Dewpoint for intake air, PM

- stabilization and balance environments T dew ≤ 0.5 % ∙ dewmax

T 0.99

- 1.01 ≤ 0.5 % ∙ dewmax T ≥ 0.998 Other dewpoint measurements T dew ≤ 1 % ∙ dewmax

T 0.99

- 1.01 ≤ 1 % ∙ dewmax T ≥ 0.998 Analog

- to
- digital conversion of temperature signals T ≤ 1 % ∙ max T 0.99

- 1.01 ≤ 1 % ∙ max T ≥ 0.998

1 For flow meters that determine volumetric flow rate, std V  , you may substitute std

V  for n  as the quant ity and substitute stdm

ax V  for max

n 
. 272. Section 1065.308 is amended by revising paragraph (d)(2) and adding paragraph (g) to read as follows: **§ 10 65.308 Continuous gas analyzer system**  **- response and updating**  **- recording**  **verification**

**— for gas analyzers not continuously compensated for other gas species**  **.** * * * * * (d) * * * (2) Equipment setup . We recommend us ing minimal lengths of gas transfer lines between all connections and fast

- acting three

- way valves (2 inlets, 1 outlet) to control thePage 760 of 961

flow of zero and blended span gases to the sample sy stem’s probe inlet or a tee near the outlet of the probe. If yo u inj ect the gas at a tee near the outlet of the probe, you may correct the transformation time, t50 , for an estimate of the transport time from the probe inlet to the tee. Normally the gas flow rate is higher than the sample flow rate and the excess is overfl owed out the inlet of the probe. If the gas flow rate is lower than the sample flow rate, the gas concentrations must be adjusted to account for the dilution from ambient air drawn into the probe. We recommend you use the final, stabilized analyzer readi ng as the final gas concentration. Select span gases for the species being measured. You may use binary

or multi

- gas span gases. You may use a gas blending or mixing device to blend span gases. A gas blending or mixing device is recommended when blendi ng span gases diluted in N 2 with span gases diluted in air. You may use a multi

- gas span gas, such as NO

- CO

- CO 2 - C 3 H 8 - CH 4 , to verify multiple anal yz ers at the same time. If you use standard binary span gases, you must run separate response tests for each anal yz er. In designing your experimental setup, avoid pressure pulsations due to stopping the flow through the gas

- blending device. The change in gas concentration must be at least 20 % of the analyzer’s range. * * * * * (g) Optional procedure . Instead of using a three

- way valve to switch between zero and span gases, you may use a fast

- acting two

- way valve to switch sampling between ambient air and span gas at the probe inlet. For this alternate procedure, the following provisions apply : (1) If your pro be is sampling from a continuously flowing gas stream (e.g ., a CVS tunnel), you may

adjust the span gas flow rate to be different than the sample flow rate. (2) If your probe is sampling from a gas stream that is not continuously flowing (e.g ., a raw exh aust stack), you must adjust the span gas flow rate to be less than the sample flow rate so ambient air is alway s being drawn into the probe inlet. This avoids errors associated with overflowing span gas out of the probe inlet and drawing it back in when sampling ambient air. (3) When sampling ambient air or ambient air mixed with span gas, all the anal yz er readings must be stable within ±0.5 % of the target gas concentration step size. I f an y anal yz er reading is outside the specified range, you must resolve the problem and verify that all the anal yz er readings meet this specification. (4) For ox ygen anal yz ers, you may use purified N 2 as the zero gas and ambient air (plus purified N 2 if needed) as the reference gas. Perform the verification with seven repeat measurements that each consist of stabilizing with purified N 2 , switching to ambient air and observing the anal yz er’s rise and stabilized reading, followed b y switching back to purified N 2 and observing the anal yz er’s fall and stabilized reading. 273. S ection 1065.309 is amended by revising paragraphs (a) and (d)(2) and adding paragraphs (g) and (h) to read as follows: **§ 10 65.309 Continuous gas analyzer system**  **- response and updating**  **- recording**  **verification**

**— for gas analyzers continuously compensated for oth**  **er gas species.** (a) Scope and frequency . This section describes a verification procedure for sy stem response and updating

- recording frequency for continuous gas analyzers that output a single gas species mole fraction (i.e., concentration) based on a continuous combination of multiple gas species measured with multiple detectors (i.e., gas anal yz ers continuouslyPage 761 of 961

compensated for other gas species). See § 10 65.308 for verification procedures that apply to continuous gas analyzers that are not continuously c ompensated for other gas species or that use onl y one detector for gaseous species. Perform this verification to determine the s ys tem response of the continuous gas anal yz er and its sampling s ys tem. This verification is required for continuous gas analy z ers used for transient or ramped

modal testing. You need not perform this verification for batch gas anal yz ers or for continuous gas anal yz ers that are used onl y for discrete

- mode testing. For this check we consider water vapor a gaseous constituent. Th is verification does not apply to any processing of individual anal yz er signals that are time

- aligned to their t 50 times and were verified according to § 10 65.308. For example, this verification does not apply to correction for water removed from the samp le done in post

- processing according to § 10 65.659 (40 CFR 1066.620 for vehicle testing) and it does not apply to NMHC determination from THC and CH 4 according to § 10 65.660. Perform this verification after initial installation (i.e., test cell commission ing) and after an y modifications to the sy stem that would change the sy stem response
. * * * * * (d) * * * (2) Equipment setup . We recommend using minimal lengths of gas transfer lines between all connections and fast

- acting three

- way valves (2 inlets, 1 o utlet) to control the flow of zero and blended span gases to the sample sy stem’s probe inlet or a tee near the outlet of the probe. If yo u inject the gas at a tee near the outlet of the probe, you may correct the transformation time, t50 , for an estimate of the transport time from the probe inlet to the tee. Normally the gas flow rate is higher than the sample flow rate and the excess is overflowed out the inlet of the probe. If the gas flow rate is lower than the sample flow rate, the gas concentrations must be adjusted to account for the dilution from ambient air drawn into the probe. We recommend you use the final, stabilized analyzer reading as the final gas concentration. Select span gases for the species being continuously

combined, other than H 2 O. Select concentrations of compensating species that will yield concentrations of these species at the anal yz er inlet that covers the range of concentrations expected during testing. You may use binary

or multi

- gas span gases. You may use a gas blendin g or mixing device to blend span gases. A gas blending or mixing device is recommended when blending span gases diluted in N 2 with span gases diluted in air. You may

use a multi

- gas span gas, such as NO

- CO

- CO 2 - C 3 H 8 - CH 4 , to verify multiple anal yz ers at th e same time . In designing your experimental setup, avoid pressure pulsations due to stopping the flow through the gas blending device. The change in gas concentration must be at least 20 % of the anal yz er’s range. If H 2 O correction is applicable, then s p an gases must be humidified before entering the anal yz er; however, you may

not humidify

NO 2 span gas b y passing it through a sealed humidification vessel that contains water. You must humidify NO 2 span gas with another moist gas stream. We recommend humi difying your NO

- CO

- CO 2 - C 3 H 8 - CH 4 , balance N 2 blended gas b y flowing the gas mixture through a sealed vessel that humidifies the gas b y bubbling it through distilled water and then mixing the gas with dry NO 2 gas, balance purified air. If your s ys tem does n ot use a sample dryer to remove water from the sample gas, you must humidify

y our span gas to the highest sample H 2 O content that you estimate during emission sampling. If your s ys tem uses a sample dryer during testing, it must pass the sample dryer verif ication check in § 10 65.342, and you must humidify yourPage 762 of 961

span gas to an H 2 O content greater than or equal to the level determined in § 10 65.145(e)(2). If you are humidifying span gases without NO 2 , use good engineering judgment to ensure that the wall temp eratures in the transfer lines, fittings, and valves from the humidifying s ys tem to the probe are above the dewpoint required for the target H 2 O content. If you are humidifying span gases with NO 2 , use good engineering judgment to ensure that there is no condensation in the transfer lines, fittings, or valves from the point where humidified gas is mixed with NO 2 span gas to the probe. We recommend that you design your setup so that the wall temperatures in the transfer lines, fittings, and valves from the humidifying s ys tem to the probe are at least 5 oC above the local sample gas dewpoint. Operate the measurement and sample handling s ys tem as you do for emission testing. Make no modifications to the sample handling s ystem to reduce the risk of condensat ion. Flow humidified gas through the sampling s ys tem before this check to allow stabilization of the measurement sy stem’s sampling handling s ys tem to occur, as it would for an emission test. * * * * * (g) Optional procedure . Follow the optional procedure s in § 10 65.308(g), noting that you may use compensating gases mixed with ambient air for oxygen anal yz ers. (h) Anal yz ers with H 2 O compensation sampling downstream of a sample dryer . You may omit humidifying the span gas as described in this paragraph (h) . If an anal yz er compensates onl y for H 2 O, you may appl y the requirements of § 10 65.308 instead of the requirements of this section. You may omit humidifying the span gas if you meet the following conditions: (1) The anal yz er is located downstream of a sample dryer. (2) The maximum value for H 2 O mole fraction downstream of the dryer must be less than or equal to 0.010. Verify this during each sample dryer verification according to § 10 65.342. 274. Section 1065.310 is revised to read as follows: **§ 10 65.310 Tor**  **que calibration.** (a) Scope and frequency . Calibrate all torque

- measurement s ys tems including dy namometer torque measurement transducers and sy stems upon initial installation and after major maintenance. Use good engineering judgment to repeat the calibration. Follow the torque transducer manufacturer’s instructions for linearizing yo ur torque sensor’s output. We recommend that you calibrate the torque

- measurement sy stem with a reference force and a lever arm. (b) Recommended procedure to quantify lever

- arm length . Quantify the lever

- arm length, NI ST

- traceable within  0.5 % uncertainty. The lever arm’s length must be measured from the centerline of the dy namometer to the point at which the reference force is measured. The lever arm must be perpendicular to gravity (i.e., horizontal), and it must be perpendicular to the dy namometer’s rotational axis. Balance the lever arm’s torque or quantify

its net hanging torque, NIST

- traceable within  1 % uncertainty , and account for it as part of the reference torque. (c) Recommended procedure to quantify reference force . We re commend dead

- weight calibration, but you may

use either of the following procedures to quantify the reference force, NIST

- traceable within  0.5 % uncertainty.Page 763 of 961

(1) Dead

- weight calibration . This technique applies a known force b y hanging known weights at a k

nown distance along a lever arm. Make sure the weights’ lever arm is perpendicular to gravity (i.e., horizontal) and perpendicular to the dynamometer’s rotational axis. Apply

at least six calibration

- weight combinations for each applicable torque
- measurin g range, spacing the weight quantities about equally over the range. Oscillate or rotate the dynamometer during calibration to reduce frictional static hy steresis. Determine each weight’s reference force b y multiplying its NI ST

- traceable mass by the local acceleration of Earth’s gravity , as described in § 10 65.630. Calculate the reference torque as the weights’ reference force multiplied by the lever arm reference length. (2) Strain gage, load transducer, or proving ring calibration . This technique appli es force either b y hanging weights on a lever arm (these weights and their lever arm length are not used as part of the reference torque determination) or by operating the dyn amometer at different torques. Appl y at least six force combinations for each ap plicable torque

measuring range, spacing the force quantities about equally over the range. Oscillate or rotate the dynamometer during calibration to reduce frictional static hysteresis. In this case, the reference torque is determined by multiplyingthe force output from the reference meter (such as a strain gage, load transducer, or proving ring) b y its effective lever

- arm length, which you measure from the point where the force measurement is made to the dynamometer’s rotational axis. Make sure you me asure this length perpendicular to the reference meter’s measurement axis and perpendicular to the dy namometer’s rotational axis. 275. Section 1065.315 is amended by revising paragraph (a)(2) to read as follows: **§ 10 65.315 Pressure, temperature, and dewpoint c**  **alibration.** (a) * * * (2) Temperature . We recommend digital dry

- block or stirred

- liquid temperature calibrators, with data logging capabilities to minimize transcription errors. We recommend using calibration reference quantities that are NI ST

- traceable within 0.5 % uncertainty. You may

perform linearity verification for temperature measurement sy stems with thermocouples, RTDs, and thermistors by removing the sensor from the sy stem and using a simulator in its place. Use a NIST

- traceable simulator that is independentl y calibrated and, as appropriate, cold

- junction compensated. The simulator uncertainty scaled to absolute temperature must be less than 0.5 % of T max . If you use this option, you must use sensors that the supplier states are accurate to be tter than 0.5 % of T max compared with their standard calibration curve. * * * * * 276. Section 1065.341 is amended by revising the section heading and paragraphs (a) introductory

text, (d) introductory

text, and (f)(3) to read as follows: **§ 10 65.341 CVS, PFD,**  **and batch sampler verification (propane check).** (a) A propane check serves as a CVS verification to determine if there is a discrepancy in measured values of diluted exhaust flow. You may use the same procedure to verify PFDs and batch samplers. For purp oses of PFD and batch sampler verification, read the term CVS to mean PFD or batch sampler as appropriate. A propane check also serves as a batch

- sampler verification to determine if there is a discrepancy in a batch samplingPage 764 of 961

sy stem that extracts a sample from a CVS, as described in paragraph (g) of this section. Using good engineering judgment and safe practices, this check may be performed using a gas other than propane, such as CO 2 or CO. A failed propane check might indicate one or more problems that may require corrective action, as follows: * * * * * (d) If you performed the vacuum

- side leak verification of the HC sampling sy stem as described in paragraph (c)(8) of this section, you may use the HC contamination procedure in § 10 65.520(f) to verify H C contamination. Otherwise, zero, span, and verify contamination of the HC sampling s ys tem, as follows: * * * * * (f) * * * (3) Calculate total C 3 H 8 mass based on your CVS and HC data as described in § 10 65.650 (40 CFR 1066.605 for vehicle testing) and § 1 0 65.660, using the molar mass of C 3 H 8 , M

C3H8 , instead the effective molar mass of HC, M HC . * * * * * 277. Section 1065.350 is amended by revising paragraphs (d) and (e)(1) to read as follows: **§ 10 65.350 H**  **2 O interference verification for CO**  **2 NDIR analyzers.**  * * * * * (d) Procedure . Perform the interference verification as follows: (1) Start, operate, zero, and span the CO 2 NDIR analyzer as you would before an emission test. If the sample is passed through a dryer during emission testing, you may run this verif

ication test with the dryer if it meets the requirements of § 10 65.342. Operate the dryer at the same conditions as you will for an emission test. You may also run this verification test without the sample dryer. (2) Create a humidified test gas b y bubbl ing zero gas that meets the specifications in § 10 65.750 through distilled H 2 O in a sealed vessel. If the sample is not passed through a dryer during emission testing, control the vessel temperature to generate an H 2 O level at least as high as the maximum expected during emission testing. If the sample is passed through a dryer during emission testing, control the vessel temperature to generate an H 2 O level at least as high as the level determined in § 10 65.145(e)(2) for that dryer. (3) Introduce the humi dified test gas into the sample sy stem. You may introduce it downstream of an y sample dryer, if one is used during testing. (4) If the sample is not passed through a dryer during this verification test, m easure the H 2 O mole fraction, xH2O , of the humidifi ed test gas, as close as possible to the inlet of the anal yz er. For example, measure dewpoint, T dew , and absolute pressure, p total , to calculate xH2O . Verify

that the H 2 O content meets the requirement in paragraph (d)(2) of this section. If the sample i s passed through a dryer during this verification test, you must verify that the H 2 O content of the humidified test gas downstream of the vessel meets the requirement in paragraph (d)(2) of this section based on either direct measurement of the H 2 O content (e.g., dewpoint and pressure) or an estimate based on the vessel pressure and temperature. Use good engineering judgment to estimate the H 2 O content. For example, yo u may use previous direct measurements of H 2 O content to verify the vessel’s level of saturation.Page 765 of 961

(5) If a sample dryer is not used in this verification test, use good engineering judgment to prevent condensation in the transfer lines, fittings, or valves from the point where x H2O is measured to the analyzer. We recommend that you design your s ys tem so the wall temperatures in the transfer lines, fittings, and valves from the point where x H2O is measured to the anal yz er are at least 5 oC above the local sample gas dewpoint

. (6) Allow time for the analyzer response to stabilize. Stabilization time may include time to purge the transfer line and to account for analyzer response. (7) While the anal yz er measures the sample’s concentration, record 30 seconds of sampled data. Calculate the arithmetic mean of this data. The analyzer meets the inte rference verification if this value is within (0.0 ±0.4) mmol/mol. (e) * * * (1) You may

omit this verification if you can show by engineering anal ys is that for your CO 2 sampling sy stem and your emission

- calculation procedures, the H 2 O interference for yo ur CO 2 NDIR anal yz er alway s affects your brake

- specific emission results within  0.5 % of each of the applicable standards. This specification also applies for vehicle testing, except that it relates to emission results in g/mile or g/kilometer. * * * * * 278. Section 1065.355 is amended by revising paragraphs (d)(2) and (d)(4) to read a s follows: **§ 10 65.355 H**  **2 O and CO**  **2 interference verification for CO NDIR analyzers.**  * * * * * (d) * * * (2) Create a humidified CO 2 test gas by bubbling a CO 2 span gas that meets the specifications in § 10 65.750 through distilled H 2 O in a sealed vessel. If the sample is not passed through a dryer during emission testing, control the vessel temperature to generate an H 2 O level at least as high as the maximum expected during emission testing. If the sample is passed through a dryer during emission testing, c ontrol the vessel temperature to generate an H 2 O level at least as high as the level determined in § 10 65.145(e)(2) for that dryer. Use a CO 2 span gas concentration at least as high as the maximum expected during testing. * * * * * (4) If the sample is no t passed through a dryer during this verification test, m easure the H 2 O mole fraction, xH2O , of the humidified CO 2 test gas as close as possible to the inlet of the anal yz er. For example, measure dewpoint, T dew , and absolute pressure, p total , to calculate xH2O . Verify

that the H 2 O content meets the requirement in paragraph (d)(2) of this section. I f the sample is passed through a dryer during this verification test, you must verify that the H 2 O content of the humidified test gas downstream of the vessel meets the requirement in paragraph (d)(2) of this section based on either direct measurement of the H 2 O content (e.g., dewpoint and pressure) or an estimate based on the vessel pressure and temperature. Use good engineering judgment to estimate the H 2 O co ntent. For example, yo u may use previous direct measurements of H 2 O content to verify the vessel’s level of saturation. * * * * *Page 766 of 961

279. Section 1065.360 is amended by revising paragraphs (a)(3), (b), (d), and (e) to read as follows: **§ 10 65.360 FID optimization**  **and verification.** (a) * * * (3) Verify the CH 4 response within 185 day s before testing as described in paragraph (e) of this section. (b) Calibration . Use good engineering judgment to develop a calibration procedure, such as one based on the FID

- anal yz er manufacturer’s instructions and recommended frequency for calibrating the FID. Alternatel y, yo u may remove s ys tem components for off

- site calibration. For a FID that measures THC, calibrate using C 3 H 8 calibration gases that meet the specifications of § 10 65.750. For a FID that measures CH 4 , calibrate using CH 4 calibration gases that meet the specifications of § 10 65.750. We recommend FID anal yz er zero and span gases that contain approximately the flow

- weighted mean concentration of O 2 expected during t esting. If yo u use a FID to measure CH 4 downstream of a nonmethane cutter, you may calibrate that FID using CH 4 calibration gases with the cutter. Regardless of the calibration gas composition, calibrate on a carbon number basis of one (C 1 ). For example , if you use a C 3 H 8 span gas of concentration 200 mol/mol, span the FID to respond with a value of 600 mol/mol. As another example, if you use a CH 4 span gas with a concentration of 200  mol/mol, span the FID to respond with a value of 200 mol/mol. * * * * * (d) THC FID CH 4 response factor determinati on . This procedure is only for FID anal yz ers that measure THC. Since FID anal yz ers generall y have a different response to CH 4 versus C 3 H 8 , determine each THC

- FI D analyzer’s CH 4 response factor, RF CH4[THC

FID] , after FID optimization. Use the most recent RF CH4[THC

- FID] measured according to this section in the calculations for HC determination described in § 10 65.660 to compensate for CH 4 response. Determine RF CH4[THC

- FID] as follows, noting that you do not determine RF CH4[THC

- FID] for FIDs that are cali brated and spanned using CH 4 with a nonmethane cutter: (1) Select a C 3 H 8 span gas concentration that you use to span your analyzers before emission testing. Use only span gases that meet the specifications of § 10 65.750. Record the C 3 H 8 concentration of the gas. (2) Select a CH 4 span gas concentration that you use to span your analyzers before emission testing. Use only span gases that meet the specifications of § 10 65.750. Record the CH 4 concentration of the gas. (3) Start and operate the FID anal yz er according to the manufacturer’s instructions. (4) Confirm that the FID anal yz er has been calibrated using C 3 H 8 . Calibrate on a carbon number basis of one (C 1 ). For example, if you use a C 3 H 8 span gas of concentration 200 mol/mol, span the FID to respond with a value of 600 mol/mol. (5) Zero the FID with a zero gas that you use for emission testing. (6) Span the FID with the C 3 H 8 span gas that you selected under paragraph (d)(1) of this section. (7) Introduce at the sample port of the FID analyzer, the C H 4 span gas that you selected under paragraph (d)(2) of this section. (8) Allow time for the analyzer response to stabilize. Stabilization time may include time to purge the anal yz er and to account for its response.Page 767 of 961

(9) While the anal yz er measures the CH 4 concentration, record 30 seconds of sampled data. Calculate the arithmetic mean of these values. (10) For anal yz ers with multiple ranges, you need to perform the procedure in this paragraph (d) onl y on a single range. (11) Divide the mean measured con centration by the recorded span concentration of the CH 4 calibration gas. The result is the FID anal yz er’s response factor for CH 4 , RF CH4[THC

FID] . (e) THC FID CH 4 response verification . This procedure is onl y for FID analyzers that measure THC. Verify RF CH4[THC

- FID] as follows: (1) Perform a CH 4 response factor determination as described in paragraph (d) of this section. If the resulting value of RF CH4[THC

- FID] is within  5 % of its most recent previously

determined value, the THC FID passes the CH 4 response verification. For example, if the most recent previous value for RF CH4[THC

- FID] was 1.05 and it increased b y 0.05 to become 1.10 or it decreased b y 0.05 to become 1.0 0, either case would be acceptable because  4.8 % is less than  5 %. (2) If RF

CH4[THC

- FID] is not within the tolerance specified in paragraph (e)(1) of this section, use good engineering judgment to verify that the flow rates and/or pressures of FID fuel, burner air, and sample are at their most recent previously recorded values, as determined in paragraph (c) of this section. You may adjust these flow rates as necessary . Then determine the RF CH4[THC

- FID] as described in paragraph (d) of this section and verify

that it is within the tolerance specified in this paragraph (e). (3) If RF

CH4[THC

- FID] is not within the tolerance specified in this paragraph (e), re

- optimize the FID response as described in paragraph (c) of this section. (4) Determine a new RF CH4 [THC

- FID] as described in paragraph (d) of this section. Use this new value of RF

CH4[THC

- FID] in the calculations for HC determination, as described in § 10 65.660. (5) For anal yz ers with multiple ranges, you need to perform the procedure in this paragraph (e) onl y on a single range. 280. Section 1065.362 is amended by adding paragraph (d)(15) to read as follows: **§ 10 65.362 Non**  **- stoichiometric raw exhaust FID O**  **2 interference verification.**  * * * * * (d) * * (15) For anal yz ers with multiple ranges, you need to pe rform the procedure in this paragraph (d) onl y on a single range. 281. Section 1065.365 is amended by revising paragraphs (a), (b), (d)(1), (e)(1), (f) introductory

text, and (f)(1) to read as follows: **§ 10 65.365 Nonmethane cutter penetration fractions.**  (a) Scope and frequency . If you use a FID anal yz er and a nonmethane cutter (NMC) to measure methane (CH 4 ), determine the nonmethane cutter’s penetration fractions of CH 4 , PF CH4 , and ethane, PF C2H6 . As detailed in this section, these penetration fractions may be determined as a combination of NMC penetration fractions and FID anal yz er response factors, depending on yo ur particular NMC and FID anal yz er configuration. Perform this verification after installing the nonmethane cutter. Repeat this verification wi thin 185 day s of testing to verify

that the catal yt ic activity of the cutter has not deteriorated. NotePage 768 of 961

that because nonmethane cutters can deteriorate rapidly and without warning if they are operated outside of certain ranges of gas concentrations and outside of certain temperature ranges, good engineering judgment may dictate that you determine a nonmethane cutter’s penetration fractions more frequently

. (b) Measurement principles . A nonmethane cutter is a heated catal ys t that removes nonmethane h ydrocarbons from an exhaust sample stream before the FID analyzer measures the remaining hydrocarbon concentration. An ideal nonmethane cutter would have a CH 4 penetration fraction, PF CH4 , of 1.000, and the penetration fraction for all other nonmethane h ydrocar

bons would be 0.000, as represented by PF C2H6 . The emission calculations in § 10 65.660 use the measured values from this verification to account for less than ideal NMC performance. * * * * * (d) * * * (1) Select CH 4 and C 2 H 6 anal yt ical gas mixtures and e nsure that both mixtures meet the specifications of § 10 65.750. Select a CH 4 concentration that you would use for spanning the FID during emission testing and select a C 2 H 6 concentration that is ty pical of the peak NMHC concentration expected at the h ydro carbon standard or equal to the THC anal yz er’s span value. For CH 4 analyzers with multiple ranges, perform this procedure on the highest range used for emission testing. * * * * * (e) * * * (1) Select CH 4 and C 2 H 6 anal yt ical gas mixtures and ensure that b oth mixtures meet the specifications of § 10 65.750. Select a CH 4 concentration that you would use for spanning the FID during emission testing and select a C 2 H 6 concentration that is ty pical of the peak NMHC concentration expected at the h ydrocarbon stand ard and the C 2 H 6 concentration ty pical of the peak total hydrocarbon (THC) concentration expected at the hydrocarbon standard or equal to the THC anal yz er’s span value. For CH 4 anal yz ers with multiple ranges, perform this procedure on the highest range us ed for emission testing. * * * * * (f) Procedure for a FID calibrated with CH 4 , by passing the NMC . If you use a FID with an NMC that is calibrated with CH 4 , by by passing the NMC, determine its combined ethane (C 2 H 6 ) response factor and penetration fractio n, RF PF C2H6[NMC

- FID] , as well as its CH 4 penetration fraction, PF CH4[NMC

- FID ], as follows: (1) Select CH 4 and C 2 H 6 anal yt ical gas mixtures and ensure that both mixtures meet the specifications of § 10 65.750. Select a CH 4 concentration that you would use for spanning the FID during emission testing and select a C 2 H 6 concentration that is ty pical of the peak NMHC concentration expected at the h ydrocarbon standard or equal to the THC anal yz er’s span value. For CH 4 analyzers with multiple ranges, perform thi s procedure on the highest range used for emission testing. * * * * * 282. A new § 1065.369 is added to subpart D under the center header “Hydrocarbon Measurements” to read as follows: **§ 10 65.369 H**  **2 O, CO, and CO**  **2 interference verification for photoacoustic alc**  **ohol analyzers.** Page 769 of 961

(a) Scope and frequency . If you measure ethanol or methanol using a photoacoustic anal yz er, verify

the amount of H 2 O, CO, and CO 2 interference after initial analyzer installation and after major maintenance. (b) Measurement principles . H 2 O, CO, and CO 2 can positively interfere with a photoacoustic anal yz er by causing a response similar to ethanol or methanol. I f the photoacoustic anal yz er uses compensation algorithms that utilize measurements of other gases to meet this interference verif ication, simultaneously

conduct these other measurements to test the compensation algorithms during the anal yz er interference verification. (c) Sy stem requirements . Photoacoustic anal yz ers must have combined interference that is within (0.0 ± 0.5) μmol/mo l. We strongly recommend a lower interference that is within (0.0 ± 0.25) μmol/mol. (d) Procedure . Perform the interference verification by following the procedure in § 10 65.375(d), comparing the results to paragraph (c) of this section. 283. Section 1065.37 0 is amended by revising paragraphs (d)(9) and (e)(5) to read as follows: **§ 10 65.370 CLD CO**  **2 and H**  **2 O quench verification.**  * * * * * (d) * * * (9) While flowing NO and CO 2 through the gas divider, stabilize the output of the gas divider. Determine the CO 2 concentration from the gas divider output, applying gas property correction as necessary to ensure accurate gas division, or measure it using an NDIR. Record this concentration, x CO2act , and use it in the quench verification calculations in § 10 65.675. A lternativel y, you may use a simple gas blending device and use an NDIR to determine this CO 2 concentration. If you use an NDIR, it must meet the requirements of this part for laboratory testing and you must span it with the CO 2 span gas from paragraph (d) (4) of this section. * * * * * (e) * * * (5) Humidify

the NO span gas b y bubbling it through distilled H 2 O in a sealed vessel. If the humidified NO span gas sample does not pass through a sample dryer for this verification test, control the vessel temperature to generate an H 2 O level approximately equal to the maximum mole fraction of H 2 O expected during emission testing. If the humidified NO span gas sample does not pass through a sample dryer, the quench verification calculations in § 10 65.675 scale the measured H 2 O quench to the highest mole fraction of H 2 O expected during emission testing. If the humidified NO span gas sample passes through a dryer for this verification test, control the vessel temperature to generate an H 2 O level at least as high as the level determined in § 10 65.145(e)(2). For this case, the quench verification calculations in § 10 65.675 do not scale the measured H 2 O quench. * * * * * 284. Section 1065.375 is amended by revising paragraph (d) to read as follows: **§ 10 65.375 Interference**  **verification for N 2**  **O analyzers.** * * * * *Page 770 of 961

(d) Procedure . Perform the interference verification as follows: (1) Start, operate, zero, and span the N 2 O anal yz er as you would before an emission test. If the sample is passed through a dryer during emission t esting, you may run this verification test with the dryer if it meets the requirements of § 10 65.342. Operate the dryer at the same conditions as you will for an emission test. You may also run this verification test without the sample dryer. (2) Create a humidified test gas b y bubbling a multi component span gas that incorporates the target interference species and meets the specifications in § 10 65.750 through distilled H 2 O in a sealed vessel. If the sample is not passed through a dryer during emission testing, control the vessel temperature to generate an H 2 O level at least as high as the maximum expected during emission testing. If the sample is passed through a dryer during emission testing, control the vessel temperature to generate an H 2 O level at least as high as the level determined in § 10 65.145(e)(2) for that dryer. Use interference span gas concentrations that are at least as high as the maximum expected during testing. (3) Introduce the humidified interference test gas into the sample sy stem . You may introduce it downstream of an y sample dryer, if one is used during testing. (4) If the sample is not passed through a dryer during this verification test, m easure the H 2 O mole fraction, xH2O , of the humidified interference test gas as close as possible to the inlet of the anal yz er. For example, measure dewpoint, T dew , and absolute pressure, p total , to calculate x H2O . Verify

that the H 2 O content meets the requirement in paragraph (d)(2) of this section. If the sample is passed through a dryer during this verification test, you must verify

that the H 2 O content of the humidified test gas downstream of the vessel meets the requirement in paragraph (d)(2) of this section based on either direct measurement of the H 2 O content (e.g., dewpoint and pres sure) or an estimate based on the vessel pressure and temperature. Use good engineering judgment to estimate the H 2 O content. For example, you may use previous direct measurements of H 2 O content to verify the vessel’s level of saturation. (5) If a sample dryer is not used in this verification test, use good engineering judgment to prevent condensation in the transfer lines, fittings, or valves from the point where x H2O is measured to the analyzer. We recommend that you design your s ys tem so that the wall temperatures in the transfer lines, fittings, and valves from the point where x H2O is measured to the anal yz er are at least 5 oC above the local sample gas dewpoint

. (6) Allow time for the analyzer response to stabilize. Stabilization time may include ti me to purge the transfer line and to account for analyzer response. (7) While the anal yz er measures the sample’s concentration, record its output for 30 seconds. Calculate the arithmetic mean of this data. When performed with all the gases simultaneously , this is the combined interference. (8) The anal yz er meets the interference verification if the result of paragraph (d)(7) of this section meets the tolerance in paragraph (c) of this section. (9) You may

also run interference procedures separatel y for in dividual interference gases. If the interference gas levels used are higher than the maximum levels expected during testing, you may scale down each observed interference value (the arithmetic mean of 30 second data described in paragraph (d)(7) of this s ection) b y multiplying the observed interference b y the ratio of the maximum expected concentration value to the actual value used during this procedure. You may run separate interference concentrations of H 2 O (down to 0.025 mol/mol H 2 O content) that are lower than the maximum levels expectedPage 771 of 961

during testing, but you must scale up the observed H 2 O interference b y multiplying the observed interference b y the ratio of the maximum expected H 2 O concentration value to the actual value used during this procedure. The sum of the scaled interference values must meet the tolerance for combined interference as specified in paragraph (c) of this section. 285. Section 1065.376 is amended by revising paragraphs (b), (d)(2)(vi), and (d)(2)(viii) to read as follows: **§ 10 65.37**  **6 Chiller NO 2**  **penetration.** * * * * * (b) Measurement principles . A chiller removes H 2 O, which can otherwise interfere with a NO x measurement. However, liquid H 2 O remaining in an improperly designed chiller can remove NO 2 from the sample. If a chiller is used without an NO 2 - to
-NO converter upstream, it could remove NO 2 from the sample prior NO x measurement. * * * * * (d) * * * (2) * * * (vi) Next saturate the sampling sy stem by overflowing a dewpoint generator’s output, set at a dewpoint of 50  C, to the gas sampling s ys tem’s probe or overflow fitting. Sample the dewpoint generator’s output through the sampling s ys tem and chiller for at least 10 minutes until the chiller is expected to be removing a constant rate of H 2 O. * * * * * (viii) Correct x

NOxmeas to x

NOxdry based upon the residual H 2 O vapor that passed through the chiller at the chiller’s outlet temperature and pressure. * * * * * **Subpart E**

**— [Amended]**  286. Section 1065.405 is revised to read as follows: **§ 10 65.405 Test engine preparation and maintenanc**  **e.** This part 1065 describes how to test engines for a variety of purposes, including certification testing, production

- line testing, and in

- use testing. Depending on which ty pe of testing is being conducted, different preparation and maintenance requirements apply for the test engine. (a) If you are testing an emission

- data engine for certification, make sure it is built to represent production engines, consistent with paragraph (f) of this section. This includes governors that you normally install on p roduction engines. Production engines should also be tested with their installed governors. If your engine is equipped with multiple user - selectable governor ty pes and if the governor does not manipulate the emission control sy stem (i.e ., the governor onl y modulates an "operator demand" signal such as commanded fuel rate, torque, or power), choose the governor typ e that allows the test cell to most accuratel y follow the duty cycle. If the governor manipulates the emission control sy stem, treat it as an adjustable parameter. See paragraph (b) of this section for guidance on setting adjustable parameters. If you do not install governors on production engines, simulate a governor that is representative of a governor that others will install on yo ur production engines. In certain circumstances, you may incorporate test cellPage 772 of 961

components to simulate an in

- use configuration, consistent with good engineering judgment. For example, § § 10 65.122 and 1065.125 allo w the use of test cell components to represent engine cooling and intake air s ys tems. The provisions in § 10 65.110(e) also apply to emission

- data engines for certification. (b) We may

set adjustable parameters to an y value in the valid range , and you are responsible for controlling emissions over the full valid range. For each adjustable parameter, if the standard

- setting part has no unique requirements and if we have not specified a value, use good engineering judgment to select the most co mmon setting. If information on the most common setting is not available, select the setting representing the engine’s original shipped configuration. If information on the most common and original settings is not available, set the adjustable parameter in the middle of the valid range. (c) Testing generall y occurs only after the test engine has undergone a stabilization step (or in

- use operation). If the engine has not already bee n stabilized, run the test engine, with all emission control sy stems operating, long enough to stabilize emission levels. Note that you must generally use the same stabilization procedures for emission

- data engines for which you apply the same deteriorati on factors so low

- hour emission

- data engines are consistent with the low

- hour engine used to develop the deterioration factor. (1) Unless otherwise specified in the standard

- setting part, you may consider emission levels stable without measurement after 50 h of operation. If the engine needs less operation to stabilize emission levels, record your reasons and the methods for doing this, and give us these records if we ask for them. If the engine will be tested for certification as a low

- hour engine, see the standard

- setting part for limits on testing engines to establish low

- hour emission levels. (2) You may

stabilize emissions from a catal yt ic exhaust aftertreatment device b y operating it on a different engine, consistent with good engineering judgment. Note that good engineering judgment requires that you consider both the purpose of the test and how your stabilization method will affect the development and application of deterioration factors. For example, this method of stabilization is generall y not appropriate for production engines. We may also allow you to stabilize emissions from a catal yt ic exhaust aftertreatment device b y operating it on an engine

- exhaust simulator. (d) Record an y maintenance, modifications, parts changes, diagnostic or emissio ns testing and document the need for each event. You must provide this information if we request it. (e) For accumulating operating hours on your test engines, select engine operation that represents normal in

- use operation for the engine family

. (f) If your engine will be used in a vehicle equipped with a canister for storing evaporative h ydrocarbons for eventual combustion in the engine and the test sequence involves a cold

- start or hot

- start duty cycle, attach a canister to the engine before running an emission test. You may omit using an evaporative canister for any hot

- stabilized duty cycles. You may

request to omit using an evaporative canister during testing if you can show that it would not affect your ability to show compliance with the applicabl e emission standards. You may operate the engine without an installed canister for service accumulation. Prior to an emission test, use the following steps to precondition a canister and attach it to your engine:Page 773 of 961

(1) Use a canister and plumbing arrangeme nt that represents the in

- use configuration of the largest capacity canister in all expected applications. (2) Precondition the canister as described in 40 CFR 86.132

- 96 (j). (3) Connect the canister’s purge port to the engine. (4) Plug the canister port th at is normally connected to the fuel tank. (g) This paragraph (g) defines the components that are considered to be part of the engine for laboratory

testing. See § 10 65.110 for provisions related to s ys tem boundaries with respect to work inputs and output s. (1) This paragraph (g)(1) describes certain criteria for considering a component to be part of the test engine. The criteria are intended to apply broadly , such that a component would generall y be considered part of the engine in cases of uncertainty . Except as specified in paragraph (g)(2) of this section, an engine

- related component meeting both the following criteria is considered to be part of the test engine for purposes of testing and for stabilizing emission levels, preconditioning, and measuring emission levels: (i) The component directly affects the functioning of the engine, is related to controlling emissions, or transmits engine power. This would include engine cooling sy stems, engine controls, and transmissions. (ii) The co mponent is covered b y the applicable certificate of conformity . For example, this criterion would ty

pically exclude radiators not described in an application for certification. (2) This paragraph (g)(2) applies for engine

- related components that meet the criteria of paragraph (g)(1) of this section, but that are part of the laboratory setup or are used for other engines. Such components are considered to be part of the test engine for preconditioning, but not for engine stabilization. For example, if you test your engines using the same laboratory exhaust tubing for all tests, there would be no restrictions on the number of test hours that could be accumulated with the tubing, but it would need to be preconditioned separately for each engine. 287. Section 106 5.410 is amended by revising paragraph (c) to read as follows: **§ 10 65.410 Maintenance limits for stabilized test engines.**  * * * * * (c) If you inspect an engine, keep a record of the inspection and update your application to document an y changes that resul t. You may use an y kind of equipment, instrument, or tool to identify

bad engine components or perform maintenance if it is available at dealerships and other service outlets. * * * * * **Subpart F**

**— [Amended]**  288. Section 1065.501 is revised to read as follows: **§ 10 65.501 Overview.**  (a) Use the procedures detailed in this subpart to measure engine emissions over a specified duty c ycl e. Refer to subpart J of this part for field test procedures that describe how to measure emissions during in

- use engine operation. This section describes how to: (1) Map your engine, if applicable, b y recording specified speed and torque data, as measured from the engine’s primary output shaft.Page 774 of 961

(2) Transform normalized duty cycles into reference duty c ycl es for your engine b y using an engine map. (3) Prepare your engine, equipment, and measurement instruments for an emission test. (4) Perform pre

- test procedures to verify proper operation of certain equipment and anal yz ers. (5) Record pre

- test data. (6) Start or restart the engine and sampling s ys tems. (7) Sample emissions throughout the duty c ycl e. (8) Record post

- test data. (9) Perform post

- test procedures to verify proper operation of certain equipment and anal yz ers. (10) Weigh PM samples. (b) Unless we specify

otherwise, you may

co ntrol the regeneration timing of infrequentl y regenerated aftertreatment devices such as diesel particulate filters using good engineering judgment. You may control the regeneration timing using a sequence of engine operating conditions or you may initiat e regeneration with an external regeneration switch or other command. This provision also allows you to ensure that a regeneration event does not occur during an emission test. (c) An emission test generally consists of measuring emissions and other param eters while an engine follows one or more duty c yc les that are specified in the standard

- setting part. There are two general ty pes of dut y c ycl es: (1) Transient cycles . Transient duty cycles are ty

pically specified in the standard

- setting part as a secon d

- by

- second sequence of speed commands and normalized torque (or power) commands. Operate an engine over a transient cycle such that the speed and torque of the engine’s primary output shaft follows the target values. Proportionally sample emissions and o ther parameters and use the calculations in subpart G of this part to calculate emissions. Start a transient test according to the standard

- setting part, as follows: (i) A cold

- start transient cycle where you start to measure emissions just before startin g an engine that has not been warmed up. (ii) A hot

- start transient cycle where you start to measure emissions just before starting a warmed

- up engine. (iii) A hot running transient cycle where you start to measure emissions after an engine is started, war

med up, and running. (2) Steady - state cycles . Steady

- state duty c ycl es are typicall y specified in the standard

setting part as a list of discrete operating points (modes or notches), where each operating point has one value of a normalized speed command and one value of a normalized torque (or power) command. Ramped

- modal cycles for steady

- state testing also list test times for each mode and transition times between modes where speed and torque are linearly ramped between modes, even for cycles with % pow er. Start a steady

- state cycle as a hot running test, where you start to measure emissions after an engine is started, warmed up and running. Run a steady

- state duty cycle as a discrete

- mode cycle or a ramped

- modal cycle, as follows: (i) Discrete

- mode cycles . Before emission sampling, stabilize an engine at the first discrete mode of the duty cycle specified in the standard

- setting part. Sample emissions and other parameters for that mode in the same manner as a transient cycle, with thePage 775 of 961

exception that r eference speed and torque values are constant . Record data for that mode, transition to the next mode, and then stabilize the engine at the next mode. Continue to sample each mode discretely as a separate test interval and calculate composite brake

speci fic emission results according to § 10 65.650(g)(2). (A) Use good engineering judgment to determine the time required to stabilize the engine. You may

make this determination before starting the test based on prior experience, or you may

make this determination in real time based an automated stability criteria. If needed, you may continue to operate the engine after reaching stability to get laboratory equipment ready for sampling. (B) Collect PM on separate PM sample media for each mode. (C) The minimum sample time is 60 seconds. We recommend that you sample both gaseous and PM emissions over the same test interval. If you sample gaseous and PM emissions over different test intervals, there must be no change in engine ope ration between the two test intervals. These two test intervals may completel y or partially overlap, they

may run consecutively , or they may be separated in time. (ii) Ramped

- modal cycles . Perform ramped

- modal cycles similar to the way you would perform transient cycles, except that ramped

- modal cycles involve mostly steady

- state engine operation. Generate a ramped

- modal dut y cycle as a sequence of second

- by

second (1 Hz) reference speed and torque points. Run the ramped

- modal duty cycle in the same manner as a transient cycle and use the 1 Hz reference speed and torque values to validate the cycle, even for cycles with % power. Proportionally sample emissions and other parameters during the cycle and use the calculations in subpart G of this part to ca lculate emissions. (d) Other subparts in this part identify how to select and prepare an engine for testing (subpart E), how to perform the required engine service accumulation (subpart E), and how to calculate emission results (subpart G). (e) Subpart J of this part describes how to perform field testing. 289. Section 1065.510 is amended by revising paragraph (d)(5)(ii) to read as follows: **§ 10 65.510 Engine mapping.**  * * * * * (d) * * * (5) * * * (ii) For an y constant
- speed engine, you may perform an engine m ap with a continuous torque sweep b y continuing to record the mean feedback speed and torque at 1 Hz or more frequently . Use the dy namometer to increase torque. Increase the reference torque at a constant rate from no

- load to the endpoint torque as defin ed in paragraph (d)(5)(i) of this section. You may

continue mapping at higher torque setpoints. Unless the standard

setting part specifies otherwise, target a torque sweep rate equal to the manufacturer

declared test torque (or a torque derived from your published power level if the declared test torque is not known) divided by 180 seconds. Stop recording after you complete the sweep. Verify

that the average torque sweep rate over the entire map is within ±7 % of the target torque sweep rate. Use linear interpolation to determine intermediate values from this series of mean feedback speed and torque values. Use this series of mean feedback speeds and torques to generate the power map as described in paragraph (e) of this section.Page 776 of 961

* * * * * 290. Section 1065 .512 is amended by revising paragraph (b)(5) to read as follows: **§ 10 65.512 Duty cycle generation.**  * * * * * (b) * * * (5) Ramped

- modal cycles . For ramped

- modal cycles, generate reference speed and torque values at 1 Hz and use this sequence of points to run the cycle and validate it in the same manner as with a transient cycle. During the transition between modes, linearl y ramp the denormalized reference speed and torque values between modes to generate reference points at 1 Hz. Do not linearly ramp th e normalized reference torque values between modes and then denormalize them. Do not linearly ramp normalized or denormalized reference power points. These cases will produce nonlinear torque ramps in the denormalized reference torques. If the speed and torque ramp runs through a point above the engine’s torque curve, continue to command the reference torques and allow the operator demand to go to maximum. Note that you may omit power and either torque or speed points from the cycle

- validation criteria under these conditions as specified in § 10 65.514. * * * * * 291. A new § 1065.516 is added to subpart F to read as follows: **§ 10 65.516 Sample system decontamination and preconditioning.**  This section describes how to manage the impact of sampling s ys tem contam ination on emission measurements. Use good engineering judgement to determine if you should decontaminate and precondition your sampling s ystem. Contamination occurs when a regulated pollutant accumulates in the sample sy stem in a high enough concentrati on to cause release during emission tests. Hydrocarbons and PM are generall y the only regulated pollutants that contaminate sample s ys tems. Note that although this section focuses on avoiding excessive contamination of sampling sy stems, you must also use good engineering judgment to avoid loss of sample to a sampling s ys tem that is too clean. The goal of decontamination is not to perfec tly clean the sampling s ys tem, but rather to achieve equilibrium between the sampling s ys tem and the exhaust so emission components are neither lost to nor entrained from the sampling s ys tem. (a) You may

perform contamination checks as follows to determine if decontamination is needed: (1) For dilute exhaust sampling sy stems, measure hydrocarbon and PM emissions by sampling with the CVS dilution air turned on, without an engine connected to it. (2) For raw anal yz ers and sy stems that collect PM samples from raw exhaust, measure hydrocarbon and PM emissions by sampling purified air or nitrogen. (3) When calculating zero emission levels, apply all applicable corrections, including initial THC contamination and diluted (CVS) exhaust background corrections. (4) S ampling s ys tems are considered contaminated if either of the following conditions applies: (i) The h ydrocarbon emission level exceeds 2 % of the flow

- weighted mean concentration expected at the HC standard.Page 777 of 961

(ii) The PM emission level exceeds 5 % o f the level expected at the standard and exceeds 20 μg on a 47 mm PTFE membrane filter. (b) To precondition or decontaminate sampling s ystems, use the following recommended procedure or select a different procedure using good engineering judgment : (1) Start the engine an d use good engineering judgment to operate it at a condition that generates high exhaust temperatures at the sample probe inlet. (2) Operate an y dilution sy stems at their expected flow rates. Prevent aqueous condensation in the dilution sy stems. (3) Operate an y PM sampling s ys tems at their expected flow rates. (4) Sample PM for at least 10 min using any sample media. You may

change sample media at an y time during this process and you may discard them without weighing them. (5) You may

purge an y gaseous sampling s ys tems that do not require decontamination during this procedure. (6) You may

conduct calibrations or verifications on any idle equipment or anal yz ers during this procedure. (c) If your sampling s ys tem is still contaminated following the procedures specified in paragraph (b) of this section, you may use more aggressive procedures to decontaminate the sampling s ys tem, as long as the decontamination does not cause the sampling sy stem to be cleaner than an equilibrium condition such that artificiall y lo w emission measurements may

result. 292. A new § 1065.518 is added to subpart F to read as follows: **§ 10 65.518 Engine preconditioning.**  (a) This section applies for engines where measured emissions are affected by prior operation, such as with a diesel engine that relies on urea

- based selective cataly tic reduction. Note that § 10 65.520(e) allows you to run practice duty cycles before the emission test; this section recommends how to do this for the purpose of preconditioning the engine. Follow the standard

- setting part if it specifies a different engine preconditioning procedure. (b) The intent of engine preconditioning is to manage the representativeness of emissions and emission controls over the duty c ycl e and to reduce bias. (c) This paragraph (c) specifies the engine preconditioning procedures for different types of duty cycles. You must identify the amount of preconditioning before starting to precondition. You must run the predefined amount of preconditioning. You may measure emissions during precondit ioning. You may not abort an emission test sequence based on emissions measured during preconditioning. For confirmatory testing, you may ask us to run more preconditioning cycles than we specify in this paragraph (c); we will agree to this onl y if you s how that additional preconditioning cycles are required to meet the intent of paragraph (b ) of this section, for example, due to the effect of DPF regeneration on NH 3 storage in the SCR catal ys t. Perform preconditioning as follows, noting that the speci fic cycles for preconditioning are the same ones that apply for emission testing: (1) Cold

- start transient cycle. Precondition the engine b y running at least one hot

- start transient cycle. We will precondition your engine by running two hot

- start transie nt cycles. Immediately

after completing each preconditioning cycle, shut down the engine and complete the engine

- off soak period. Immediately after completing the lastPage 778 of 961

preconditioning cycle, shut down the engine and begin the cold soak as described in § 10 65.530(a)(1). (2) Hot

- start transient cycle. Precondition the engine by running at least one hot

- start transient cycle. We will precondition your engine by running two hot

- start transient cycles. Immediately

after completing each preconditioning cycle , shut down the engine, then start the next cycle (including the emission test) as soon as practical. For an y repeat cycles, start the next cycle within 60 seconds after completing the last preconditioning cycle (this is optional for manuf acturer testing). (3) Hot

- running transient cycle. Precondition the engine by running at least one hot

running transient cycle. We will precondition your engine by running two hot

- running transient cycles. Do not shut down the engine between cycles. Immediately after completing each preconditioning cycle, start the next cycle (including the emission test) as soon as practical. For any repeat cycles, start the next cycle within 60 seconds after completing the last preconditioning cycle ( this is optional for manufacturer testing). See § 10 65.530(a)(1)(iii) for additional instructions if the cycle begins and ends under different operating conditions. (4) Discrete

- mode cycle for steady - state testing. Precondition the engine at the same ope rating condition as the next test mode, unless the standard

- setting part specifies otherwise. We will precondition your engine by running it for at least five minutes before sampling. (5) Ramped

- modal cycle for steady - state testing. Precondition the engi ne by running at least the second half of the ramped

- modal cycle, based on the number of test modes. For example, for the five

- mode cycle specified in 40 CFR 1039.505(b)(1), the second half of the cycle consists of modes three through five. We will preco ndition your engine by running one complete ramped

- modal cycle. Do not shut down the engine between cycles. Immediately

after completing each preconditioning cycle, start the next cycle (including the emission test) as soon as practical. For an y repeat cycles, start the next cycle within 60 seconds after completing the last preconditioning cycle

. See § 10 65.530(a)(1)(iii) for additional instructions if the cycle begins and ends under different operating condi tions. (d) You may

conduct calibrations or verifications on any idle equipment or anal yz ers during engine preconditio ning. 293. Section 1065.520 is revised to read as follows: **§ 10 65.520 Pre**  **- test verification procedures and pre**  **- test data collection.**  (a) For te sts in which you measure PM emissions, follow the procedures for PM sample preconditioning and tare weighing according to § 10 65.590. (b) Unless the standard

- setting part specifies different tolerances, verify at some point before the test that ambient con ditions are within the tolerances specified in this paragraph (b). For purposes of this paragraph (b), “before the test” means any time from a point just prior to engine starting (excluding engine restarts) to the point at which emission sampling begins. (1) Ambient temperature of (20 to 30) °C. See § 10 65.530(j) for circumstances under which ambient temperatures must remain within this range during the test.Page 779 of 961

(2) Atmospheric pressure of (80.000 to 103.325) kPa and within ±5 kPa of the value recorded at the time of the last engine map. You are not required to verify atmospheric pressure prior to a hot start test interval for testing that also includes a cold start. (3) Dilution air conditions as specified in § 10 65.140, except in cases where you preheat yo ur CVS before a cold start test. We recommend verifying dilution air conditions just prior to the start of each test interval. (c) You may

test engines at any

intake

- air humidity , and we may test engines at any intake

- air humidity

. (d) Verify that auxil iary

- work inputs and outputs are configured as they were during engine mapping, as described in § 10 65.510(a). (e) You may

perform a final calibration of the speed, torque, and proportional

- flow control sy stems, which may include performing practice duty c ycles (or portions of duty cycles). This may

be done in conjunction with the preconditioning in § 10 65.518. (f) Verify the amount of nonmethane h ydrocarbon contamination in the exhaust and background HC sampling s ys tems within 8 hours before the start of the first test interval of each duty - cycle sequence for laboratory tests. You may

verify the contamination of a background HC sampling s ys tem by reading the last bag fill and purge using zero gas. For an y NMHC measurement sy stem that involves separatel y m easuring CH 4 and subtracting it from a THC measurement or for any CH 4 measurement sy stem that uses an NMC, verify

the amount of THC contamination using onl y the THC analyzer response. There is no need to operate any separate CH 4 analyzer for this verification; however, you may measure and correct for THC contamination in the CH 4 sample path for the cases where NMHC is determined by subtracting CH 4 from THC or, where CH 4 is determined, using an NMC as configured in § 10 65.365(d), (e), and (f); and usin g the calculations in § 10 65.660(b)(2). Perform this verification as follows: (1) Select the HC anal yz er range for measuring the flow

- weighted mean concentration expected at the HC standard. (2) Zero the HC anal yz er at the anal yz er zero or sample port. Not e that FID zero and span balance gases may

be any combination of purified air or purified nitrogen that meets the specifications of § 10 65.750. We recommend FID anal yz er zero and span gases that contain approximately

the flow

- weighted mean concentration o f O 2 expected during testing. (3) Span the HC analyzer using span gas introduced at the anal yz er span or sample port. Span on a carbon number basis of one (C 1 ). For example, if you use a C 3 H 8 span gas of concentration 200 mol/mol, span the FID to respon d with a value of 600 mol/mol. (4) Overflow zero gas at the HC probe inlet or into a tee near the probe outlet. (5) Measure the THC concentration in the sampling and background sy stems as follows: (i) For continuous sampling, record the mean THC concentration as overflow zero gas flows. (ii) For batch sampling, fill the sample medium (e.g., bag) and record its mean THC concentration. (iii) For the background system, record the mean THC concentration of the last fill and purge. (6) Record this value as the initial THC concentration, x THC[THC

- FID]init , and use it to correct measured values as described in § 10 65.660. (7) You may

correct the measured initial THC concentration for drift as follows:Page 780 of 961

(i) For batch and continuous HC analyzers, after determining th e initial THC concentration, flow zero gas to the anal yz er zero or sample port. When the anal yz er reading is stable, record the mean anal yz er value. (ii) Flow span gas to the anal yz er span or sample port. When the anal yz er reading is stable, record the m ean analyzer value. (iii) Use mean anal yz er values from paragraphs (f)(2), (f)(3), (f)(7)(i), and (f)(7)(ii) of this section to correct the initial THC concentration recorded in paragraph (f)(6) of this section for drift, as described in § 10 65.550. (8) If an y of the xTHC[THC

- FID]init values exceed the greatest of the following values, determine the source of the contamination and take corrective action, such as purging the sy stem during an additional preconditioning cycle or replacing contaminated portions : (i) 2 % of the flow

- weighted mean concentration expected at the HC (THC or NMHC) standard. (ii) 2 % of the flow

- weighted mean concentration of HC (THC or NMHC) measured during testing. (iii) 2 mol/mol. (9) If corrective action does not resolve the deficiency , you may request to use the contaminated s ys tem as an alternate procedure under § 10 65.10. 294. Section 1065.526 is revised to read as follows: **§ 10 65.526 Repeating of void modes or test interv**  **als.** (a) Test modes and test intervals can be voided because of instrument malfunction, engine stalling, emissions exceeding instrument ranges, and other unexpected deviations from the specified procedures. This section specifies circumstances for which a test mode or test interval can be repeated without repeating the entire test. (b) This section is intended to result in replicate test modes and test intervals that are identical to what would have occurred if the cause of the voiding had not occurred. It does not allow you to repeat test modes or test intervals in any circumstances that would be inconsistent with good engineering judgment. For example, the procedures specified here for repeating a mode or interval may not apply

for certain engines that include hy brid energy

storage features or emission controls that involve phy sical or chemical storage of pollutants. This section applies for circumstances in which emission concentrations exceed the anal yz er range onl y if it is due to operator error or anal yz er malfunction. It does not apply for circumstances in which the emission concentrations exceed the range because they were higher than expected. (c) If one of the modes of a discrete

- mode duty c ycle is voided while running the duty cycle as provide d in this section, you may void the results for that individual mode and continue the duty

cycle as follows: (1) If the engine has stalled or been shut down, restart the engine. (2) Use good engineering judgment to restart the duty cycle using the appropriate steps in § 10 65.530(b). (3) Stabilize the engine by operating it at the mode at which the duty c yc le was interrupted and continue with the duty cycle as specified in the standard

- setting part. (d) If an individual mode of a discrete

- mode duty cycl e sequence is voided after running the full duty

cycle, you may

void results for that mode and repeat testing for that mode as follows:Page 781 of 961

(1) Use good engineering judgment to restart the test sequence using the appropriate steps in § 10 65.530(b). (2) Stabili ze the engine by operating it at that mode. (3) Sample emissions over an appropriate test interval. (4) If you sampled gaseous and PM emissions over separate test intervals for a voided mode, you must void both test intervals and repeat sampling of both ga seous and PM emissions for that mode. (e) If a transient or ramped

- modal cycle test interval is voided as provided in this section, yo u may repeat the test interval as follows: (1) Use good engineering judgment to restart (as applicable) and precondition the engine to the same condition as would apply for normal testing. This may require you to complete the voided test interval. For example, you may generally repeat a hot

- start test of a heav y - dut y highway engine after completing the voided hot

- start test and allowing the engine to soak for 20 minutes. (2) Complete the remainder of the test according to the provisions in this subpart. (f) Keep records from the voided test mode or test interval in the same manner as required for unvoided tests. 295. Section 106 5.530 is amended by revising paragraphs (a), (b), and (c) to read as follows: **§ 10 65.530 Emission test sequence.**  (a) Time the start of testing as follows: (1) Perform one of the following if you precondition the engine as described in § 10 65.518: (i) For c old

- start duty c ycles, shut down the engine. Unless the standard

- setting part specifies that you may only perform a natural engine cooldown, you may perform a forced engine cooldown. Use good engineering judgment to set up s ys tems to send cooling air across the engine, to send cool oil through the engine lubrication sy stem, to remove heat from coolant through the engine cooling s ys tem, and to remove heat from any exhaust aftertreatment sy stems. In the case of a forced aftertreatment cooldown, good engine ering judgment would indicate that you not start flowing cooling air until the aftertreatment s ys tem has cooled below its catal yt ic activation temperature. For platinum

- group metal cataly sts, this temperature is about 200 °C. Once the aftertreatment sy st em has naturall y cooled below its catal yt ic activation temperature, good engineering judgment would indicate that you use clean air with a temperature of at least 15 °C, and direct the air through the aftertreatment s ys tem in the normal direction of exhaus t flow. Do not use an y cooling procedure that results in unrepresentative emissions (see § 10 65.10(c)(1)). You may start a cold

- start duty cycle when the temperatures of an engine’s lubricant, coolant, and aftertreatment s ys tems are all between (20 and 3 0) °C. (ii) For hot

- start emission measurements, shut down the engine immediately after completing the last preconditioning cycle. For any repeat cycles, start the hot

- start transient emission test within 60 seconds after completing the last precondition ing cycle (this is optional for manufacturer testing ). (iii) For testing that involves hot

- stabilized emission measurements, such as any steady

state testing with a ramped

- modal cycle, start the hot

- stabilized emission test within 60 seconds after completing the last preconditioning cycle ( the time between cycles isPage 782 of 961

optional for manufacturer testing ). If the hot

- stabilized cycle begins and ends with different operating conditions, add a linear transition period of 20 seconds between hot

stabilized cycles where you linearly ramp the (denormalized) reference speed and torque values over the transition period. See § 10 65.501(c)(2)(i) for discrete

- mode cycles. (2) If you do not precondition the engine as described in § 10 65.518, perform one of the following: (i) For cold

- start duty c ycles, prepare the engine according to paragraph (a)(1)(i) of this section. (ii) For hot

- start duty

cycles, first operate the engine at any speed above peak

- torque speed and at (65 to 85) % of maximum mapped power until either the engine coolant, block, or head absolute temperature is within ±2 % of its mean value for at least 2 min or until the engine thermostat controls engine temperature. Shut down the engine. Start the duty cycle within 20 min of engine shutdown. (iii) For testing that involves hot

- stabilized emission measurements, bring the engine either to warm idle or the first operating point of the duty cycle. Start the test within 10 min of achieving temperature stability . Determine temperature stability either as the point at which the engine coolant, block, or head absolute temperature is within ±2 % of its mean value for at least 2 min, or as the point at which the engine thermostat controls engine temperature. (b) Take the following steps before emission sampling begins: (1) For batch sampling, connect clean storage media, such as evacuated bags or tare

weighed filters. (2) Start all measurement instruments according to the instrument manufacturer’s instructions and using good engineerin g judgment. (3) Start dilution systems, sample pumps, cooling fans, and the data

- collection sy stem. (4) Pre

- heat or pre

- cool heat exchangers in the sampling sy stem to within their operating temperature tolerances for a test. (5) Allow heated or cooled comp onents such as sample lines, filters, chillers, and pumps to stabilize at their operating temperatures. (6) Verify that there are no significant vacuum

- side leaks according to § 10 65.345. (7) Adjust the sample flow rates to desired levels, using b ypass flo w, if desired. (8) Zero or re

- zero an y electronic integrating devices, before the start of any test interval. (9) Select gas anal yz er ranges. You may automatically

or manuall y switch gas anal yz er ranges during a test only

if switching is performed by changing the span over which the digital resolution of the instrument is applied. During a test you may not switch the gains of an anal yz er’s analog operational amplifier(s). (10) Zero and span all continuous analy zers using NI ST

- traceable gases that meet th e specifications of § 10 65.750. Span FID anal yz ers on a carbon number basis of one (1), C 1 . For example, if you use a C 3 H 8 span gas of concentration 200 mol/mol, span the FID to respond with a value of 600 mol/mol. Span FID anal yz ers consistent with the determination of their respective response factors, RF , and penetration fractions, PF , according to § 10 65.365. (11) We recommend that you verify gas an al yz er responses after zeroing and spanning by sampling a calibration gas that has a concentration near one

- half of the span gas concentration. Based on the results and good engineering judgment, you may decide whether or not to re

- zero, re - span, or re - cal ibrate a gas anal yz er before starting a test.Page 783 of 961

(12) Drain an y accumulated condensate from the intake air s ys tem before starting a duty cycle, as described in § 10 65.125(e)(1). If engine and aftertreatment preconditioning cycles are run before the duty cycl e, treat the preconditioning cycles and any associated soak period as part of the duty cycle for the purpose of opening drains and draining condensate. Note that yo u must close any intake air condensate drains that are not representative of those normally open during in

- use operation. (c) Start and run each test interval as described in this paragraph (c). The procedure varies depending on whether the test interval is part of a discrete

- mode cycle, and whether the test interval includes engine starting. Note that the standard

- setting part may apply different requirements for running test intervals. For example, 40 CFR part 1033 specifies a different way

to perform discrete

- mode testing. (1) For steady - state discrete

- mode duty c ycl es, start the duty cycle with the engine warmed

- up and running as described in § 10 65.501(c)(2)(i). Run each mode in the sequence specified in the standard

- setting part. This will require controlling engine speed, engine load, or other operator demand settings as specified in the standard

- setting part. Simultaneously

start any electronic integrating devices, continuous data recording, and batch sampling. We recommend that you stabilize the engine for at least 5 minutes for each mode. Once sampling begins, sample continuously for at least 1 minute. Note that longer sample times may be needed for accurately measuring very

low emission levels. (2) For transient and steady

- state ramped

- modal duty cycles that do not include engine starting, start the test interval with the engine running as soon as practical after completing engine preconditioning. Simultaneously start an y electronic integrating devices, continuous data recording, batch sampling, and execution of the duty cycle. (3) If engine starting is part of the test interval , simultaneously start an y electronic integrating devices, continuous data recording, and batch sampling before attempting to start the engine. Initiate the sequence of points in the duty cycle when the engine starts. (4) For batch sampling sy stems, you m ay advance or delay

the start and end of sampling at the beginning and end of the test interval to improve the accuracy of the batch sample, consistent with good engineering judgment. * * * * * 296. Section 1065.545 is revised to read as follows: **§ 10 65.545 Ve**  **rification of proportional flow control for batch sampling.** For an y proportional batch sample such as a bag or PM filter, demonstrate that proportional sampling was maintained using one of the following, noting that you may omit up to 5 % of the total numb er of data points as outliers: (a) For an y pair of flow rates, use recorded sample and total flow rates, where total flow rate means the raw exhaust flow rate for raw exhaust sampling and the dilute exhaust flow rate for CVS sampling, or their 1 Hz means w ith the statistical calculations in § 10 65.602. Determine the standard error of the estimate, SEE , of the sample flow rate versus the total flow rate. For each test interval, demonstrate that SEE was less than or equal to 3.5 % of the mean sample flow rate. (b) For an y pair of flow rates, use recorded sample and total flow rates, where total flow rate means the raw exhaust flow rate for raw exhaust sampling and the dilute exhaust flow rate for CVS sampling, or their 1 Hz means to demonstrate that each flo w rate wasPage 784 of 961

constant within ±2.5 % of its respective mean or target flow rate. You may use the following options instead of recording the respective flow rate of each type of meter: (1) Critical

- flow venturi option . For critical

- flow venturis, you may use recorded venturi

inlet conditions or their 1 Hz means. Demonstrate that the flow density at the venturi inlet was constant within ±2.5 % of the mean or target density over each test interval. For a CVS critical

- flow venturi, you may demonstrate this by

s howing that the absolute temperature at the venturi inlet was constant within ±4 % of the mean or target absolute temperature over each test interval. (2) Positive

- displacement pump option . You may use recorded pump

- inlet conditions or their 1 Hz means. Demonstrate that the flow density at the pump inlet was constant within ±2.5 % of the mean or target density over each test interval. For a CVS pump, yo u may demonstrate this by

showing that the absolute temperature at the pump inlet was constant within ±2 % of the mean or target absolute temperature over each test interval. (c) Using good engineering judgment, demonstrate with an engineering analy sis that the proportional

- flow control sy stem inherently ensures proportional sampling under all circumstance s expected during testing. For example, you might use CFVs for both sample flow and total dilute exhaust (CVS) flow and demonstrate that they alway s have the same inlet pressures and temperatures and that they alway s operate under critical

- flow conditions

. 297. Section 1065.546 is amended by revising the section heading and the introductory text to read as follows: **§ 10 65.546 Verification of minimum dilution ratio for PM batch sampling.**  Use continuous flows and/or tracer gas concentrations for transient and ramped

- modal cycles to verify

the minimum dilution ratios for PM batch sampling as specified in § 10 65.140(e)(2) over the test interval. You may use mode

- average values instead of continuous measurements for discrete mode steady

- state duty cycles. Determin e the minimum primary

and minimum overall dilution ratios using one of the following methods (you may

use a different method for each stage of dilution): * * * * * 298. Section 1065.550 is revised to read as follows: **§ 10 65.550 Gas analyzer range verification**  **and drift verification.** (a) Range verification . If an anal yz er operated above 100 % of its range at any time during the test, perform the following steps: (1) For batch sampling, re

- anal yz e the sample using the lowest anal yz er range that results in a maxi mum instrument response below 100 %. Report the result from the lowest range from which the anal yz er operates below 100 % of its range. (2) For continuous sampling, repeat the entire test using the next higher analy zer range. If the analyzer again operat es above 100 % of its range, repeat the test using the next higher range. Continue to repeat the test until the anal yz er alway s operates at less than 100 % of its range. (b) Drift verification

. Gas analyzer drift verification is required for all gaseous exhaust constituents for which an emission standard applies. It is also required for CO 2 even if there is no CO 2 emission standard. It is not required for other gaseous exhaust constituents for which only a reporting requirement applies (such as CH 4 and N 2 O).Page 785 of 961

(1) Verify drift using one of the following methods: (i) For regulated exhaust constituents determined from the mass of a single component, perform drift verification based on the regulated constituent. For example, when NO x mass is determined with a dry sample measured with a CLD and the removed water is corrected based on measured CO 2 , CO, THC, and NO x concentrations, you must verify the calculated NO x value. (ii) For regulated exhaust constituents determined from the masses of multiple subcomponents, perform the drift verification based on either the regulated constituent or all the mass subcomponents. For example, when NO x is measured with separate NO and NO 2 analyzers, you must verify either the NO x value or both the NO and NO 2 values. (iii) For regulated exhaust constituents determined from the concentrations of multiple gaseous emission subcomponents prior to performing mass calculations, perform drift verification on the regulated constituent. You may not verify the concentration subcomponent s (e.g., THC and CH 4 for NMHC) separately. For example, for NMHC measurements, perform drift verification on NMHC; do not verify THC and CH 4 separately

. (2) Drift verification requires two sets of emission calculations. For each set of calculations, include all the constituents in the drift verification. Calculate one set using the data before drift correction and calculate the other set after correcting all the data for drift according to § 10 65.672. Note that for purposes of drift verification , you mu st leave unaltered an y negative emission results over a given test interval (i.e., do not set them to zero). These unaltered results are used when verifying either test interval results or composite brake

- specific emissions over the entire duty cycle for drift. For each constituent to be verified, both sets of calculations must include the following: (i) Calculated m ass (or mass rate) emission values over each test interval. (ii) If you are verifying each test interval based on brake

- specific values, calc ulate brake

specific emission values over each test interval. (iii) If you are verifying over the entire duty cycle, calculate composite brake

- specific emission values. (3) The duty c ycl e is verified for drift if you satisfy the following criteria: (i) For each regulated gaseous exhaust constituent, you must satisfy one of the following: (A) For each test interval of the duty cycle, the difference between the uncorrected and the corrected brake

- specific emission values of the regulated constituent must be w ithin ±4 % of the uncorrected value or the applicable emissions standard, whichever is greater. Alternativel y, the difference between the uncorrected and the corrected emission mass (or mass rate) values of the regulated constituent must be within  4 % of the uncorrected value or the composite work (or power) multiplied by the applicable emissions standard, whichever is greater. For purposes of verifying each test interval, you may use either the reference or actual composite work (or power). (B) For each test interval of the duty cycle and for each mass subcomponent of the regulated constituent, the difference between the uncorrected and the corrected brake

specific emission values must be within ±4 % of the uncorrected value. Alternativel y, the differen ce between the uncorrected and the corrected emissions mass (or mass rate) values must be within ±4 % of the uncorrected value.Page 786 of 961

(C) For the entire duty c ycle, the difference between the uncorrected and the corrected composite brake

- specific emission values of the regulated constituent must be within ±4 % of the uncorrected value or applicable emission standard, whichever is greater. (D) For the entire duty

cycle and for each subcomponent of the regulated constituent, the difference between the uncorrected a nd the corrected composite brake

- specific emission values must be within ±4 % of the uncorrected value. (ii) Where no emission standard applies for CO 2 , you must satisfy one of the following: (A) For each test interval of the duty cycle, the difference between the uncorrected and the corrected brake

- specific CO 2 values must be within ±4 % of the uncorrected value; or the difference between the uncorrected and the corrected CO 2 mass (or mass rate) values must be within ±4 % of the uncorrected value. (B) For the entire duty c ycle, the difference between the uncorrected and the corrected composite brake

- specific CO 2 values must be within ±4 % of the uncorrected value. (4) If the test is not verified for drift as described in paragraph (b)(1) of this section, yo u may consider the test results for the duty cycle to be valid only

if, using good engineering judgment, the observed drift does not affect your ability to demonstrate compliance with the applicable emission standards. For example, if the drift

- corrected value is less than the standard b y at least two times the absolute difference between the uncorrected and corrected values, you may consider the data to be verified for demonstrating compliance with the applicable standard. **Subpart G**

**— [Amended]**  **[Note to E ditor: The equations and other mathematical expressions in this subpart**  **depend on careful use of italics. In general, variable expressions are italicized and subscripts are not. Please take steps to avoid changing the font from the original**  **Word file. T his has been a problem in some published rules.]**  299. Section 1065.601 is amended by revising paragraph (b) to read as follows: **§ 10 65.601 Overview.**  * * * * * (b) You may

use data from multiple systems to calculate test results for a single emission test, cons istent with good engineering judgment. You may also make multiple measurements from a single batch sample, such as multiple weighings of a PM filter or multiple readings from a bag sample. Although you may use an average of multiple measurements from a s ingle test, you may not use test results from multiple emission tests to report emissions. (1) We allow weighted means where appropriate. (2) You may

discard statistical outliers, but you must report all results. (3) For emission measurements related to durability testing, we may

allow you to exclude certain test points other than statistical outliers relative to compliance with emission standards, consistent with good engineering judgment and normal measurement variability ; however, you must include these results when calculating the deterioration factor. This would allow you to use durability data from an engine that has an intermediate test result above the standard that cannot be discarded as a statistical outlier, as long as good engineering judgment i ndicates that the test result does not represent thePage 787 of 961

engine’s actual emission level. Note that good engineering judgment would preclude you from excluding endpoints. Also, if normal measurement variability causes emission results below zero, include the negative result in calculating the deterioration factor to avoid an upward bias. These provisions related to durability testing are intended to address very

stringent standards where measurement variability is large relative to the emission standard. * * * * * 300. Section 1065.602 is amended by revising paragraphs (f), (j), (k), and (l)(1)(ii) to read as follows: **§ 10 65.602 Statistics.**  * * * * * (f) t- test . Determine if your data passes a t- test by using the following equations and tables: (1) For an unpaire d t- test, calculate the t statistic and its number of degrees of freedom, , as follows:

ref 2 2 y ref ref y y t N N

     Eq. 1065.602

- 5 2 2 2 y ref ref 2 2 2 2 y ref ref ref 1 1 N N v N N N N  

        
               

  Eq. 1065.602

- 6 Example:
ref y = 1205.3 

### y = 1123.8  ref = 9.399  y = 10.583 N ref = 11 N = 7

2 2 1205.3 1123.8 9.399 10.583 11 7 t    t = 16.63

 ref = 9.399  y = 10.583Page 788 of 961

N ref = 11 N = 7 2

2 2

2 2 2 2 9.399 10.583 11 7 9.399 10.583 11 7 11 1 7 1 v  

    
            



  v = 11.76 (2) For a paired t- test, calculate the t statistic and its number of degrees of freedom, , as follows, noting that the i

 are the errors (e.g., differences) between each pair of yrefi and y i :

ε 

### N t     Eq. 1065.602

- 7 Example: 

###  =
– 0.12580 N = 16

ε  = 0.04837 0.12580 16 0.04837 t    t = 10.403

v = N

– 1 Example: N = 16 v = 16

– 1 v = 15 (3) Use Table 1 of this section to compare t to the tcrit values tabulated versus the number of degrees of freedom. If t is less than tcrit , then t passes th e t- test. The Microsoft Excel software has a TINV function that returns results equivalent results and may be used in place of Table 1, which follows:Page 789 of 961 T ABLE 1 OF § 10 65.602

– C RITICAL t VALUES V ERSUS NUMBER OF D EGREES OF F REEDOM ,  1

 Confidence

90% 95% 1 6.314 12.706 2 2.920 4.303 3 2.353 3.182 4 2.132 2.776 5 2.015 2.571 6 1.943 2.447 7 1.895 2.365 8 1.860 2.306 9 1.833 2.262 10 1.812 2.228 11 1.796 2.201 12 1.782 2.179 13 1.771 2.160 14 1.761 2.145 15 1.753 2.13 1 16 1.746 2.120 18 1.734 2.101 20 1.725 2.086 22 1.717 2.074 24 1.711 2.064 26 1.706 2.056 28 1.701 2.048 30 1.697 2.042 35 1.690 2.030 40 1.684 2.021 50 1.676 2.009 70 1.667 1.994 100 1.660 1.984 1000+ 1.645 1.960 1 Use linear interpolatio n to establish values not shown here.
* * * * * (j) Standard estimate of error . Calculate a standard estimate of error, SEE , as follows:
2 i 0 y 1 y r efi i 1 y 

### ( )

2 N 

### y a a y SEE N

 

###  

    



 

#  Eq. 1065.602

- 11 Example:Page 790 of 961

N = 6000 y 1 = 2045.8 a 0y =
– 16.8083 a 1y = 1.0 110 y ref1 = 2045.0 

##   2 2 6000 ref 6000 y 2045.8 ( 1 6.8083 ) ( 1.0110 2045.0)

... ( 1 6.8083 ) ( 1.0110 ) 6000 2 y y SEE  

     
    


 SEE y = 5.348 (k) Coefficient of determination . Calculate a coefficient of determination, 2 y r , as follows: 

##   2 i 0 y 1 y refi 2 i 1 y 2 i i 1 ( ) 1 N

N y a a y r y y



  

    

 

 

#   Eq. 1065.602

- 12 Example: N = 6000 y 1 = 2045.8 a 0y =
– 16.8083 a 1y = 1.0110 yref1 = 2045.0 

### y = 1480.5 

##  

  2 2 6000 ref6000 2 y 2 2 6000 2045.8 ( 1 6.8083 ) ( 1.0110 2045.0)

... ( 1 6.8083 ) ( 1.0110 ) 1 2045.8 1480.5

... 1480.5 y y r y  

     
    
     


 

2 y r = 0.9859 (l) * * * (1) * * * (ii) Based on your engine design, estimate maximum power, P max , the design speed at maximum power, f nmax , the design maximum intake manifold boost pressure, p inmax , and temperature, T

inmax . Also, estimate a mean fraction of power that is lost due to friction and pumping, frict

P . Use this information along with the engine displacement volume, V disp , an approximate volumetric efficiency,  V, and the number of engine strokes per power stroke (two

- stroke or four

- stroke), N stroke , to estimate the maximum raw exhaust molar flow rate, exhmax

n 

. ***** ***** ***** ***** ***** 301. Section 1065.610 is amended by revising paragraphs (a) introductory tex t, (a)(1), (c)(3), and (d)(3)(ii) to read as follows: **§ 10 65.610 Duty cycle generation.** Page 791 of 961

* * * * * (a) Maximum test speed, f ntest . This section generally applies to duty c ycl es for variable

speed engines. For constant

- speed engines subject to duty cycles that specify

normalized speed commands, use the no

- load governed spee d as the measured f ntest . This is the highest engine speed where an engine outputs zero torque. For variable

- speed engines, determine f

ntest as follows: (1) Develop a measured value for f ntest as follows: (i) Determine maximum power, P max , from the engine map generated according to § 10 65.510 and calculate the value for power equal to 98 % of P max . (ii) Determine the lowest and highest engine speeds corresponding to 98 % of P max , using linear interpolation as appropriate. (iii) Determine the engine speed corresponding to maximum power, f nPmax , by calculating the average of the two speed values from paragraph (a)(1)(ii) of this section. (iv) Transform the map into a normalized power

- versus - speed map by dividing power terms by P

max and dividing speed term s by f nPmax . Use the following equation to calculate a quantity representing the sum of squares from the normalized map:

2 2 nnormi normi Sum of squares f P

  Eq. 1065.610

- 1 Where: i = an indexing variable that represents one recorded value of an en gine map. f nnormi = an engine speed normalized by dividing it by f

nPmax . P normi = an engine power normalized by dividing it by P

max . (v) Determine the maximum value for the sum of the squares from the map and multiply that value b y 0.98. (vi) Determine the lowest and highest engine speeds corresponding to the value calculated in paragraph (a)(1)(v) of this section, using linear interpolation as appropriate. Calculate f

ntest as the average of these two speed values. (viii) The following example illustrates a calculation of f ntest : ( f n1 = 2360, P 1 = 223.1, f nnorm1 = 1.002, P

norm1 = 0.967 ) ( f n2 = 2364, P2 = 227.7, f nnorm2 = 1.004, P

norm2 = 0.986 ) ( f n3 = 2369, P3 = 230.0, f nnorm3 = 1.006, P

norm3 = 0.994 ) ( f n4 = 2374, P

4 = 220.8, f

nnorm4 = 1.008, P

norm4 = 0.951 ) 

###    

ntest 0.98 230.0 223.1 0.98 230.0 230.0 2360 2364 2360 2369 2374 2369 227.7 223.1 220.8 230.0

2 2363 2371 2367 r min 2 f  

                    

       
    Sum of squares = (1.002 2 + 0.967 2 ) = 1.94 Sum of squares = (1.004 2 + 0.986 2 ) = 1.98 Sum of squares = (1.006 2 + 0.994 2 ) = 2.00 Sum of squares = (1.008 2 + 0. 951 2 ) = 1.92Page 792 of 961 

##    

npmax 0.98 2.0 1.94 0.98 2.0 2.0 2360 2364 2360 2369 2374 2369 1.98 1.94 1.92 2.0

2 2363 2371 2367 r min 2 f  

                    

       
   

* * * * * (c) * * * (3) Intermediate speed . Based on the map, determine maximum torque, T max , and the corresponding speed, f nTm ax , calculated as the average of the lowest and highest speeds at which torque is equal to 98 % of T max . Use linear interpolation between points to determine the speeds where torque is equal to 98% of T max . I dentify

your reference intermediat e speed as one of the following values: (i) f nTmax if it is between (60 and 75) % of maximum test speed. (ii) 60 % of maximum test speed if f nTmax is less than 60 % of maximum test speed. (iii) 75 % of maximum test speed if f nTmax is greater than 75 % of m aximum test speed. (d) * * * (3) * * * (ii) If the cycle begins with a set of contiguous idle points (zero

- percent speed, and zero

percent torque), leave the reference torques set to zero for this initial contiguous idle segment. This is to represent fre e idle operation with the transmission in neutral or park at the start of the transient duty cycle, after the engine is started. If the initial idle segment is longer than 24 seconds, change the reference torques for the remaining idle points in the initi al contiguous idle segment to CITT (i.e., change idle points corresponding to 25 seconds to the end of the initial idle segment to CI TT). This is to represent shifting the transmission to drive. * * * * * 302. Section 1065.630 is revised to read as follows: **§ 10**  **65.630 Local acceleration of gravity.** (a) The acceleration of Earth’s gravity, a g , varies depending on the test location. Determine a g at your location by entering latitude, longitude, and elevation data into the U.S. National Oceanographic and Atmosph eric Administration’s surface gravity prediction Web site at http://www.ngs.noaa.gov/cgi

- bin/grav_pdx.prl. (b) If the Web site specified in paragraph (a) of this section is unavailable, you may calculate a g for your latitude as follows: a g = 9.7803267715 ∙ [1 + 5.2790414 ∙ 10 - 3 ∙sin 2 (  ) + 2.32718 ∙ 10 - 5 ∙sin4 ( 

) + 1.262 ∙ 10 - 7 ∙sin 6 ( 

) + 7 ∙ 10 - 10 ∙sin 8 ( 

)] Eq. 1065.630

- 1 Where:  = Degrees north or south latitude. Example:  = 45 ° a g = 9.7803267715 ∙ (1 + 5.2790414 ∙ 10 - 3 ∙sin 2 (45) + 2.32718 ∙ 10 - 5 ∙sin4 (45) + 1.262 ∙ 10 - 7 ∙sin 6 (45) + 7 ∙ 10 - 10 ∙sin 8 (45)Page 793 of 961

a g = 9.8061992026 m/s 2 303. Section 1065.640 is revised to read as follows: **§ 10 65.640 Flow meter calibration calculations.**  This section describes the calculations for calibrating various flow meters. After you calibrate a flow meter using these calculations, use the calculations described in § 10 65.642 to calculate flow during an emission test. Paragraph (a) of this section first describes how to convert reference flow meter outputs for use in the calibrat ion equations, which are presented on a molar basis. The remaining paragraphs describe the calibration calculations that are specific to certain ty pes of flow meters. (a) Reference meter conversions . The calibration equations in this section use molar flo w rate, ref n  , as a reference quantity . If your reference meter outputs a flow rate in a different quantity , such as standard volume rate, stdref V  , actual volume rate, actref V  , or mass rate, ref m  , convert your reference meter output to a molar flow rate using the following equations, noting that while values for volume rate, mass rate, pressure, temperature, and molar mass may

change during an emission test, you should ensure that they are as constant as practical for each individual set point during a flow meter calibration:

stdref std actref act ref ref std act mix V p V p m n T R T R M

  

    

 Eq. 1065.640

- 1 Where:
ref n  = reference molar flow rate.

stdref V  = referen ce volume flow rate, corrected to a standard pressure and a standard temperature.
actref V  = reference volume flow rate at the actual pressure and temperature of the flow rate.
ref m  = reference mass flow. p std = standard pressure. p act = actual pressure of the flow rate. T std = standard temperature. T act = actual temperature of the flow rate. R = molar gas constant. M mix = molar mass of the flow rate. Example 1:
stdref V  = 1000.00 ft 3 /min = 0.471948 m 3 /s p std = 29.9213 in Hg @ 32 °F = 101.325 kPa = 101325 Pa = 101325 kg/(m ∙s 2 ) T std = 68.0 °F = 293.15 K R = 8.314472 J/(mol ∙K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K)

ref 0.471948 101325 293.15 8.314472 n  

 

ref n  = 19.619 mol/s Example 2:Page 794 of 961 ref m  = 17.2683 kg/min = 287.805 g/s M mix = 28.78 05 g/mol

ref 287.805 28.7805 n  

ref n  = 10.0000 mol/s (b) PDP calibration calculations . For each restrictor position, calculate the following values from the mean values determined in § 10 65.340, as follows: (1) PDP volume pumped per revolution, V rev (m 3 /r):

ref in rev in nPDP n R T V p f   

  Eq. 1065.640

- 2 Example:
ref n  = 25.096 mol/s R = 8.314472 J/(mo l ∙K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K)
in T = 299.5 K
in p = 98.290 kPa = 98290 Pa = 98290 kg/(m ∙s 2 )

nPDP f = 1205.1 r/min = 20.085 r/s 25.096 8.314472 299.5 98290 20.085 rev V   

 V rev = 0.03166 m 3 /r (2) PDP slip correction factor, K s (s/r):

out in s nPDP out 

### 1 p p K f p    Eq. 1065.640

- 3 Example:
nPDP f = 1205.1 r/min = 20.085 r/s

out p = 100.103 kPa
in p = 98.290 kPa

s 1 1 00.103 98.290 20.085 100.103 K    K s = 0.006700 s/r (3) Perform a least

- squares regression of PDP volume pumped per revolution, V rev , versus PDP slip correction factor, K s , by calculating slope, a 1 , and intercept, a 0 , as described in § 10 65.602. (4) Repeat the procedure in paragraphs (b)(1) through (3) of this section for every speed that you run your PDP. (5) The following example illustrates these calculations:Page 795 of 961 T ABLE 1 OF § 10 65.640

– E XAMPLE OF PDP C ALIBRATION D ATA

nPDP f (revolution/s) a 1

(m3 /s) a 0 (m3 /revolution) 12.6 0.841 0.056 16.5 0.831

- 0.013 20.9 0.809 0.028 23.4 .788

- 0.061 (6) For each speed at which you operate the PDP, use the corresponding slope, a 1 , and intercept, a 0 , to calculate flow rate during emission testing as described in § 10 65.642. (c) Venturi governing equations and permissible assumptions . This section describes the governing equations and permissible assumptions for calibrating a venturi and calculating flow using a venturi. Because a subsoni c venturi (SSV) and a critical

- flow venturi (CFV) both operate similarl y, their governing equations are nearl y the same, except for the equation describing their pressure ratio, r (i.e., r SSV versus rCFV). These governing equations assume one

- dimensional isentropic inviscid compressible flow of an ideal gas. In paragraph (c)(4) of this section, we describe other assumptions that you may make, depending upon how you conduct your emission tests. If we do not allow you to assume that the measured flow is an ideal gas, the governing equations include a first

- order correction for the behavior of a real gas; namely , the compressibility factor, Z. I f good engineering judgment dictates using a value other than Z =1, you may

either use an appropriate equation of s tate to determine values of Z as a function of measured pressures and temperatures, or you may develop your own calibration equations based on good engineering judgment. Note that the equation for the flow coefficient, C f , is based on the ideal gas assump tion that the isentropic exponent,  , is equal to the ratio of specific heats, C p / C v . I f good engineering judgment dictates using a real gas isentropic exponent, you may either use an appropriate equation of state to determine values of  as a function of measured pressures and temperature s, or you may develop your own calibration equations based on good engineering judgment. Calculate molar flow rate, , as follows:

t i n d f mix in

A p n C C Z M R T

   

    Eq. 1065.640

- 4 Where: C d = discharge coefficient, as determined in paragraph (c)(1) of this section. C f = flow coefficient, as determined in paragraph (c)(2) of this section. A t = venturi throat cross

- sectional area. p in = venturi inlet absolute static pressure. Z = compressibility

factor. M mix = molar ma ss of gas mixture. R = molar gas constant. T in = venturi inlet absolute temperature.Page 796 of 961

(1) Using the data collected in § 10 65.340, calculate C d using the following equation:

mix in d ref f t in 

### Z M R T C n C A p

    

   Eq. 1065.640

- 5 Where:
ref n  = a reference molar flow rate. (2) Determine C

f using one of the following methods: (i) For CFV flow meters only , determine C fCFV from the following table based on your values for  and 

, using linear interpolation to find intermediate values:

T ABLE 2 OF § 10 65.640

– C f CFV VERSUS  AND  FO R CFV F LO W M ETERS C f CFV  

exh = 1.385 

dexh =  ai r = 1.399 0.000 0.6822 0.6846 0.400 0.6857 0.6881 0.500 0.6910 0.6934 0.550 0.6953 0.6977 0.600 0.7011 0.7036 0.625 0.7047 0.7072 0.650 0.7089 0.7114 0.675 0.7137 0.7163 0.700 0.7193 0.7219 0.720 0.7245 0.7271 0.740 0.7303 0.7329 0.760 0.7368 0.7395 0.770 0.7404 0.7431 0.780 0.7442 0.7470 0.790 0.7483 0.7511 0.800 0.7527 0.7555 0. 810 0.7573 0.7602 0.820 0.7624 0.7652 0.830 0.7677 0.7707 0.840 0.7735 0.7765 0.850 0.7798 0.7828 (ii) For an y CFV or SSV flow meter, you may use the following equation to calculate C f :Page 797 of 961



#     

#   1

2 1

2
f 4 2 1 1 r C r  

   



  

    


     Eq. 1065.640

- 6 Where :  = isentropic exponent. For an ideal gas, this is the ratio of specific heats of the gas mixture, C

p / C v . r = pressure ratio, as determined in paragraph (c)(3) of this section.  = ratio of venturi throat to inlet diameters. (3) Calculate r as follows: (i) For SSV s ys tems only, calculate r SSV using the following equation:

SSV SSV in 1 p r p    Eq. 1065.640

- 7 Where: Δ p SSV = Differential static pressure; venturi inlet minus venturi throat. (ii) For CFV s ys tems only , calculate rCF V ite ratively using the following equation:

1 2 4 CFV CFV

1 1 2 2 r r

                   Eq. 1065.640

- 8 (4)You may

make any

of the following simplifying assumptions of the governing equations, or you may use good engineering judgment to develop more appropriate v alues for your testing: (i) For emission testing over the full ranges of raw exhaust, diluted exhaust and dilution air, you may

assume that the gas mixture behaves as an ideal gas: Z =1. (ii) For the full range of raw exhaust you may assume a constant ratio of specific heats of  =1.385. (iii) For the full range of diluted exhaust and air (e.g., calibration air or dilution air), you may assume a constant ratio of specific heats of  =1.399. (iv) For the full range of diluted exhaust and air, you may assume the molar mass of the mixture is a function only of the amount of water in the dilution air or calibration air, xH2O , determined as described in § 10 65.645, as follows: M mix = M

air ∙ (1

– xH2O ) + M H2O ∙ xH2O Eq. 1065.640

- 9 Example: M air = 28.96559 g/mol xH2 O = 0.0169 mol/mol M H2O = 18.01528 g/mol M mix = 28.96559 ∙ (1

– 0.0169) + 18.01528 ∙ 0.0169 M mix = 28.7805 g/mol (v) For the full range of diluted exhaust and air, you may assume a constant molar mass of the mixture, M mix , for all calibration and all test ing as long as your assumed molar mass differs no more than ±1 % from the estimated minimum and maximum molar massPage 798 of 961

during calibration and testing. You may assume this, using good engineering judgment, if you sufficientl y control the amount of water in cal ibration air and in dilution air or if yo u remove sufficient water from both calibration air and dilution air. The following table gives examples of permissible ranges of dilution air dewpoint versus calibration air dewpoint: T ABLE 3 OF § 10 65.640

–

E XAMP LES OF D ILUTION A IR AND C ALIBRATION A IR D EWPOINTS AT W HI CH YOU M AY A SSUME A C ONSTANT M mix If calibration T dew (  C) is... assume the following

constant M

mix (g/mol)... for the following ranges of T dew (  C) during emission tests a dry 28.96559 dry to 18 0 28.89263 dry to 21 5 28.86148 dry to 22 10 28.81911 dry to 24 15 28.76224 dry to 26 20 28.68685

- 8 to 28 25 28.58806 12 to 31 30 28.46005 23 to 34
aRange valid for all calibration and emission testing over the atmospheric pressure range (80.000 to 1 03.325) kPa. (5) The following example illustrates the use of the governing equations to calculate the discharge coefficient, C d of an SSV flow meter at one reference flow meter value. Note that calculating C d for a CFV flow meter would be similar, except that C f would be determined from Table 2 of this section or calculated iterativel y using values of  and  as described in paragraph (c)(2) of this section. Example:
ref n  = 57.625 mol/s Z = 1 M mix = 28.7805 g/mol = 0.0287805 kg/mo l R = 8.314472 J/(mol ∙K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) T in = 298.15 K A t = 0.01824 m 2 p in = 99.132 kPa = 99132.0 Pa = 99132 kg/(m ∙s 2 )  = 1.399  = 0.8 Δ p = 2.312 kPa

SSV 2.312 1 0 .977 99.132 r    

#     

#   1.399 1 1.399

2

1.399 1 2
f 4 2 1 .399 0.977 1 1.399 1 0 .8 0.977 C 

  

     

    Page 799 of 961

C f = 0.274

d 1 0 .0287805 8.314472 298.15 57.625 0.274 0.01824 99132.0 C     

  C d = 0.982 (d) SSV calibration . Perform the following steps to calibrate an SSV flow meter: (1) Calculate the Rey

nolds number, Re # , for each reference molar flow rate, ref n  , using the throat diameter of the venturi, d t . Because the dy

namic viscosity, μ , is needed to compute Re # , you may

use your own fluid viscosity model to determine μ for your calibration gas (usually

air), using good engineering judgment. Alternatively , you may use the Sutherland three

- coefficient viscosity model to approximate μ , as shown in the following sample calculation for Re # : # mix ref

t 4 M n Re = d    

   Eq. 1065.640

- 10 Where, using the Sutherland three

- coefficient viscosity model: 3 2 in 0 0 0 in 

### T T S T T S      

       

     Eq. 1065.640

- 11 Where: μ 0 = Sutherland reference viscosity. T 0 = Sutherland reference temperature. S = Sutherland constant. T ABLE 4 OF § 10 65.640

–

S UTHERLAND T HREE - C OEFFICIENT V ISCOSITY M ODEL P ARAMETERS

Gas a μ 0 T 0 S Temp range

within ±2 % error b Pressure

limitb kg/(m ∙s) K K K kPa Air 1.716 ∙10 - 5 273 111 170 to 1900 ≤ 1800 CO 2 1.370 ∙10 - 5 273 222 190 to 1700 ≤ 3600 H 2 O 1.12 ∙10 - 5 350 1064 360 to 1500 ≤ 10000 O 2 1.919 ∙10 - 5 273 139 190 to 2000 ≤ 2500 N 2 1.663 ∙10 - 5 273 107 100 to 1500 ≤ 1600

aUse tabulated parameters only for the pure gases, as listed. Do not combine parameters in calculations to calculate viscosities of gas mixtures. b The model results are valid only for ambient conditions in the specified ranges. Example: μ 0 = 1.716 ∙10 - 5 kg/(m ∙s) T 0 = 273 KPage 800 of 961

S = 11 1 K 3 2 5 298.15 273 111 1.716 10 273 298.15 111   

   
   

   

     μ = 1.838 ∙10 - 5 kg/(m ∙s) M mix = 28.7805 g/mol
ref n  = 57.625 mol/s d t = 152.4 mm = 0.1524 m T in = 298.15 K
# 5 4 2 8.7805 57.625 3.14159 0.1524 1.838 10 Re =



 

   Re # = 7.538 ∙10 8 (2 ) Create an equation for C d as a function of Re #

, using paired values of the two quantities. The equation may involve any

mathematical expression, including a poly nomial or a power series. The following equation is an example of a commonly used mathemati cal expression for relating C d and Re # : 6 d 0 1 #

10 C a a Re    Eq. 1065.640

- 12 (3) Perform a least

- squares regression anal ys is to determine the best

- fit coefficients for the equation and calculate the equation’s regression statistic, S EE, according to § 10 65.602. (4) If the equation meets the criterion of SEE ≤ 0.5 %, you may use the equation to determine C

d for emission tests, as described in § 10 65.642. (5) If the equation does not meet the specified statistical criterion , you may use good engineering judgment to omit calibration data points; however you must use at least seven calibration data points to demonstrate that you meet the statistical criterion. This will usually

involve narrowing the range of flow rates for a better curve fit. (6) Take corrective action if the equation does not meet the specified statistical criterion even after omitting calibration data points. For example, select another mathematical expression for the C d versus Re # equat ion, check for leaks, or repeat the calibration process. If you must repeat the process, we recommend applying tighter tolerances to measurements and allowing more time for flows to stabilize. (7) Once you have an equation that meets the specified statistical criterion , you may use the equation only

for the corresponding range of Re #

. (e) CFV calibration. Some CFV flow meters consist of a single venturi and some consist of multiple venturis, where different combinations of venturis are used to met er different flow rates. For CFV flow meters that consist of multiple venturis, either calibrate each venturi independentl y to determine a separate discharge coefficient, C d , for each venturi, or calibrate each combination of venturis as one venturi. In the case where you calibrate a combination of venturis, use the sum of the active venturi throat areas as A t , the square root of the sum of the squares of the active venturi throat diameters as d t , and the ratio ofPage 801 of 961

the venturi throat to inlet diameters as the ratio of the square root of the sum of the active venturi throat diameters ( d t) to the diameter of the common entrance to all the venturis ( D ). To determine the C d for a single venturi or a single combination of venturis, perform the following step s: (1) Use the data collected at each calibration set point to calculate an individual C d for each point using Eq. 1065.640

- 4. (2) Calculate the mean and standard deviation of all the C d values according to Eqs. 1065.602

- 1 and 1065.602

- 2. (3) If the standard deviation of all the C d values is less than or equal to 0.3 % of the mean C d , use the mean C d in Eq. 1065.642

- 4, and use the CFV onl y up to the highest r measured during calibration using the following equation:

CFV in 1 p r p    Eq. 1065.640

- 1 3 Where:  p CFV = Differential static pressure; venturi inlet minus venturi outlet. (4) If the standard deviation of all the C d values exceeds 0.3 % of the mean C d , omit the C d value corresponding to the data point collected at the highest r measured during calibration. (5) If the number of remaining data points is less than seven, take corrective action b y checking your calibration data or repeating the calibration process. If you repeat the calibration process, we recommend checking for leaks, appl yi ng tighter to lerances to measurements and allowing more time for flows to stabilize. (6) If the number of remaining C d values is seven or greater, recalculate the mean and standard deviation of the remaining C d values. (7) If the standard deviation of the remaining C d values is less than or equal to 0.3 % of the mean of the remaining C d , use that mean C d in Eq. 1065.642

- 4, and use the CFV values only

up to the highest r associated with the remaining C d . (8) If the standard deviation of the remaining C d still exceeds 0. 3 % of the mean of the remaining C

d values, repeat the steps in paragraph (e)(4) through (8) of this section. 304. Section 1065.642 is revised to read as follows: **§ 10 65.642 SSV, CFV, and PDP molar flow rate calculations.**  This section describes the equations for calculating molar flow rates from various flow meters. After you calibrate a flow meter according to § 10 65.640, use the calculations described in this section to calculate flow during an emission test. (a) PDP molar flow rate . Based upon the speed at which you operate the PDP for a test interval, select the corresponding slope, a 1 , and intercept, a 0 , as calculated in § 10 65.640, to calculate molar flow rate, n  as follows:
in rev nPDP in p V n f R T

  

  E q. 1065.642

- 1 Where:Page 802 of 961 out in 1 rev 0

nPDP out p p a V a f p     Eq. 1065.642

- 2 Example: a 1 = 0.8405 (m 3 /s) f nPDP = 12.58 r/s p out = 99.950 kPa p in = 98.575 kPa = 98575 Pa = 98575 kg/(m ∙s 2 ) a 0 = 0.056 (m 3 /r) R = 8.314472 J/(mol ∙K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) T in = 323.5 K

rev 0.8405 99.950 98.575 0.056 12.58 99.950 V     V rev = 0.06383 m 3 /r 98575 0.06383 12.58 8.314472 323.5 n   

 
n  = 29.428 mol/s (b) SSV molar flow rate . Based on the C d versus Re # equation you determined according to § 10 65.640, calculate SSV molar flow rate, n  during an emission test as follows:
t i n d f mix in

A p n C C Z M R T

   

    Eq. 1065.642

- 3 Example: A t = 0.01824 m 2 p in = 99.132 kPa = 99132 Pa = 99132 kg/(m ∙s 2 ) Z = 1 M mix = 28.7805 g/mol = 0.0287805 kg/mol R = 8.314472 J/(mol·K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) T in = 298.15 K Re # = 7.232·10 5  = 1.399  = 0.8  p = 2.312 kPa Using Eq. 1065.640

- 7, rssv = 0.997 Using Eq. 1065.640

- 6, C f = 0.274 Using Eq. 10 65.640

- 5, C d = 0.990Page 803 of 961 

### 0.01824 99132 0.990 0.274 1 0 .0287805 8.314472 298.15 n    

   

n  = 58.173 mol/s (c) CFV molar flow rate . Some CFV flow meters consist of a single venturi and some consist of multiple venturis, where different combinations of venturis are used to meter different flow rates. If you use multiple venturis and you calibrated each venturi independentl y to determine a separate discharge coefficient, C d (or calibration coefficient, K v), for each venturi, calculate the individual molar flo w rates through each venturi and sum all their flow rates to determine n  . I f you use multiple venturis and you calibrated each combination of venturis, calculate n  using the sum of the active venturi throat areas as A t , the square root of the sum of the squares of the active venturi throat diameters as d t , and the ratio of the venturi throat to inlet diameters as the ratio of the square root of the sum of the active venturi throat diameters ( d t) to the diamet er of the common entrance to all the venturis (

D ). (1) To calculate the molar flow rate through one venturi or one combination of venturis, use its respective mean C d and other constants you determined according to § 10 65.640 and calculate its molar flo w rate n  during an emission test, as follows:

t i n d f mix in

A p n C C Z M R T

   

    Eq. 1065.642

- 4 Example: C d = 0.985 C f = 0.7219 A t = 0.00456 m 2 p in = 98.836 kPa = 98836 Pa = 98836 kg/(m ∙s 2 ) Z = 1 M mix = 28.7805 g/mol = 0.0287805 kg/mol R = 8.314472 J/(mol·K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) T in = 378.15 K 

### 0.00456 98836 0.985 0.7219 1 0 .0287805 8.314472 378.15 n    

   

n  = 33.690 mol/s (2) To calculate the molar flow rate through one venturi or a co mbination of venturis, you may use its respective mean , K v , and other constants you determined according to § 10 65.640 and calculate its molar flow rate n  during an emission test. Note that if you follow the permissible ranges of dilution air dewpoint versus calibration air dewpoint in Table 3 of § 10 65.640, you may set M mix

- cal and M

mix equal to 1. Calculate n  as follows:
mi x-cal in std std in mix v 

### M K p p n T R T M    

  Eq. 1065.642

- 5 Where:Page 804 of 961 stdref in-cal in-cal v 

### V T K p   Eq. 1065.642

- 6 V stdref = volume flow rate of the standard at reference conditions of 293.15 K and 101.325 kPa. T in

- cal = venturi inlet temperature during calibration

. Pin

- cal = venturi inlet pressure during calibration

. M mix

- cal = molar mass of gas mixture used during calibration. M mix = molar mass of gas mixture during the emission test calculated using Equation 1065.640

- 9. Example: V stdref = 0.4895 m 3 T in

- cal = 302.52 K Pin

- cal = 99.654 kPa = 99654 Pa = 99654 kg/(m ∙s 2 ) p in = 98.836 kPa = 98836 Pa = 98836 kg/(m ∙s 2 ) p std = 101.325 kPa = 101325 Pa = 101325 kg/(m ∙s 2 ) M mix

- cal = 28.9656 g/mol = 0.0289656 kg/mol M mix = 28.7805 g/mol = 0.0287805 kg/mol T in = 353.15 K T std = 293.15 K R = 8.314472 J/(mol·K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K)
4 0 .5 0.4895 302.52 0.000074954 m s K kg 99654 v K      0.000074954 98936 101325 0.0289656

293.15 8.314472 353.15 0.0287805 n    

 

n  = 16.457 mol/s 305. Section 1065.644 is revised to read as follows: **§ 10 65.644 Vacuum**  **- decay leak rate.**  This section describes how to calculate the leak rate of a vacuum

- decay leak verification, which is described in § 10 65.345(e). Use the following equation to calculate the leak rate, leak n  , and compare it to the criterion specified in § 10 65.345(e ): 

##   2 1 2 1 vac leak 2 1



### p p T T V n R t t

 

    
 

  Eq. 1065.644

- 1 Where: V vac = geometric volume of the vacuum

- side of the sampling s ys tem. R = molar gas constant. p 2 = vacuum - side absolute pressure at time t 2 . T 2 = vacuum - side absolute temperature at time t 2 . p 1 = vacuum - side absolute pressure at time t 1 .Page 805 of 961

T 1 = vacuum - side absolute temperature at time t 1 . t 2 = time at completion of vacuum

- decay leak verification test. t 1 = time at start of vacuum

- decay leak verification test. Example: V vac = 2.0000 L= 0.00200 m 3 R = 8.314472 J/(mol·K) = 8.31447 2 (m 2 ∙kg)/(s 2 ∙mol∙K) p 2 = 50.600 kPa = 50600 Pa = 50600 kg/(m ∙s 2 ) T 2 = 293.15 K p 1 = 25.300 kPa = 25300 Pa = 25300 kg/(m ∙s 2 ) T 1 = 293.15 K t 2 = 10:57:35 AM t 1 = 10:56:25 AM 

##   leak 

### 50600 25300 0.0002 293.15 293.15 8.314472 10 :5 7 : 35 10 : 5 6 : 25 n  

    
 

 

leak 0.00200 86.304 8.314472 70 n   

leak 0.00030 mol/s n   306. Secti on 1065.645 is amended by revising the introductory text and paragraph (a) and adding paragraph (d) to read as follows: **§ 10 65.645 Amount of water in an ideal gas.**  This section describes how to determine the amount of water in an ideal gas, whic h you need for various performance verifications and emission calculations. Use the equation for the vapor pressure of water in paragraph (a) of this section or another appropriate equation and, depending on whether you measure dewpoint or relative humidi ty , perform one of the calculations in paragraph (b) or (c) of this section. Paragraph (d) of this section provides an equation for determining dewpoint from relative humidity and dry bulb temperature measurements. The equations for the vapor pressure of water as presented in this section are derived from equations in “Saturation Pressure of Water on the New Kelvin Temperature Scale” (Goff, J.A., Transactions American Society of Heating and Air

- Conditioning Engineers, Vol. 63, No. 1607, pages 347

– 354). Note that the equations were originally published to derive vapor pressure in units of atmospheres and have been modified to derive results in units of kPa by converting the last term in each equation. (a) Vapor pressure of water . Calculate the vapor pre ssure of water for a given saturation temperature condition, T sat , as follows, or use good engineering judgment to use a different relationship of the vapor pressure of water to a given saturation temperature condition: (1) For humidity

measurements made at ambient temperatures from (0 to 100) °C, or for humidity measurements made over super

- cooled water at ambient temperatures from (

– 50 to 0) °C, use the following equation:Page 806 of 961 sat

sat 8.2969 1 4 273.16 sat 10 H2O 10 sat 273.16 4.76955 1 3 273.16 lo g ( ) 1 0.79574 1 5 .02800 log 1.50475 10 1 1 0 273.16
0.42873 10 10 1 0 .2138602 T

T T p T  

    

  
 

   

    

   
          

                    

  Eq. 1065.645

- 1 Where: p H2O = vapor press ure of water at saturation temperature condition, kPa. T sat = saturation temperature of water at measured conditions, K. Example: T sat = 9.5 °C = 282.65 K 282.65 8.2969 1 4 273.16 10 H2O 10

273.16 4.76955 1 3 282.65

273.16 282.65 lo g ( ) 1 0.79574 1 5 .02800 log 1.50475 10 1 1 0 282.65 273.16 0.42873 10 10 1 0 .2138602 p  

    

  
 

   

    

   
                           

    log 10 ( p H2O ) = 0.074297 p H2O = 10 0.074297 = 1.186581 kPa (2) For humidity measurements over ice at ambient temperatures from (

– 100 to 0) °C, use the following equation:

10 H2O 10 sa t s at

sa t 273.16 273.16 log ( ) 9.096853 1 3 .566506 log
0.876812 1 0 .2138602

273.16 p T T

T    

     

           
 

    Eq. 1065.645

- 2 Example: T ice =
– 15.4 °C = 257.75 K

10 H2O 10

273.16 273.16 log ( ) 9.096853 1 3 .566506 log 257.75 257.75 257.75 0.876812 1 0 .2138602

273.16 p    
     

           
 

    log 10 ( p H20 ) =

– 0.798207 p H2O = 10 – 0. 79821 = 0.159145 kPaPage 807 of 961

* * * * * (d) Dewpoint determination from relative humidity and dry bulb temperature . This paragraph (d) describes how to calculate dewpoint temperature from relative humidity , RH %. This is based on “ITS

- 90 Formulations for Vapor P ressure, Frostpoint Temperature, Dewpoint Temperature, and Enhancement Factors in the Range

– 100 to +100 °C” (Hardy, B., The Proceedings of the Third International S ymposium on Humidity & Moisture, Teddington, London, England, April 1998). Calculate p H20s at as described in paragraph (a) of this section based on setting T sat equal to T

amb . Calculate p H20scaled by

multiplying p H20sat by RH %. Calculate the dewpoint, T dew , from p H20 using the following equation: 

###             2 3 2 1 1 6 H2O H2O H2O dew 2 3 1 3 5

H2O H2O H2O 2.0798233 10 2.0156028 10 ln 4.6778925 10 ln 9.2 288067 10 ln 1 1 .3319669 10 ln 5.6577518 10 ln 7.5172865 10 ln p p p T p p p  

             

         Eq. 1065.645

- 5 Where: ln( p H2O ) = the natural log of p H2Oscaled , which is the water vapor pressure scaled to the relative humidity

at the location of the relative humidity measurement, T

sat = T amb . Example: RH % = 39.61 % T sat = T amb = 20.00 °C = 293.15K Using Eq. 1065.6 45

- 1, p H2Osat = 2.3371 kPa p H2Oscaled = (39.61 %  ) = 0.925717 kPa = 925.717 Pa 

###             2 3 2 1 1 6 dew 2 3 1 3 5 2.0798233 10 2.0156028 10 ln 925.717 4.6778925 10 ln 925.717 9.2288067 10 ln 925.717 1 1 .3319669 10 ln 925.717 5.6577518 10 ln 925.71 7 7 .5172865 10 ln 925.717 T  

             

         T dew = 279.00 K = 5.85 °C 307. Section 1065.650 is amended by revising paragraphs (c)(1)(i), (c)(1)(ii), and (f)(4) to read as follows: **§ 10 65.650 Emission calculation**  **s.** * * * * * (c) * * * (1) * * * (i) Correct all gaseous emission analy zer concentration readings, including continuous readings, sample bag readings, and dilution air background readings, for drift as described in § 10 65.672. Note that you mus t omit this step where brake

- specific emissions are calculated without the drift correction for performing the drift validation according to § 10 65.550(b). When applying the initial THC and CH 4 contamination readings according to § 10 65.520(f), use the same values for both sets of calculations. You may also use as

- measured values in the initial set of calculations and corrected values in the drift

- corrected set of calculations as described in § 10 65.520(g)(7). (ii) Correct all THC and CH 4 concentrations f or initial contamination as described in § 10 65.660(a), including continuous readings, sample bags readings, and dilution airPage 808 of 961

background readings. * * * * * (f) * * * (4) Example . The following example shows how to calculate mass of emissions using proport ional values: N = 3000 f record = 5 Hz e fuel = 285 g/(kW ∙hr) w fuel = 0.869 g/g M c = 12.0107 g/mol
1 n   = 3.922 mol/s = 14119.2 mol/hr x Ccombdry1 = 91.634 mmol/mol = 0.091634 mol/mol xH2Oexh1 = 27.21 mmol/mol = 0.02721 mol/mol Using Eq. 1065.650

- 5,  t = 0.2 s
2 C combdry2 3000 Ccombdry3000 H2Oexh2 H2Oexh3000 

### 3.922 0.091634 12.0107

... 0.2

1 0 .02721 1 1

285 0.869 n x n x x x W  

             


    

 W  = 5.09 (kW ∙hr) * * * * * 308. Section 1065.655 is amended by revising paragraphs (c) introductory text, (c)(3), (d), (e), and (f)(2) to read as follows: **§ 10 65.655 Chemi**  **cal balances of fuel, intake air, and exhaust.** * * * * * (c) Chemical balance procedure . The calculations for a chemical balance involve a sy stem of equations that require iteration. We recommend using a computer to solve this sy stem of equati ons. You must guess the initial values of up to three quantities: the amount of water in the measured flow, xH2Oexh , fraction of dilution air in diluted exhaust, x dil/exh , and the amount of products on a C 1 basis per dry mole of dry

measured flow, x Ccombdry . You may

use time

- weighted mean values of combustion air humidity and dilution air humidity

in the chemical balance; as long as your combustion air and dilution air humidities remain within tolerances of ±0.0025 mol/mol of their respective mean values over the test interval. For each emission concentration, x , and amount of water, xH2Oexh , you must determine their completel y dry concentrations, x dry and xH2Oexhdry . You must also use your fuel’s atomic hydrogen

- to
- carbon ratio,  , oxygen - to
- carbon ratio,   sulfur

- to
- carbon ratio, 

, and nitrogen

- to
- carbon ratio,  . You may

calculate 

,  ,  , and  based on measured fuel composition as described in paragraph (d)(1) or (d)(2) of this section, or you may

use default values for a given fuel as described in paragraph (d)(3 ) of this section. Use the following steps to complete a chemical balance: * * * * * (3) Use the following s ymbols and subscripts in the equations for this paragraph (c): x dil/exh = amount of dilution gas or excess air per mole of exhaust. xH2Oexh = amount of H 2 O in exhaust per mole of exhaust. x Ccombdry = amount of carbon from fuel in the exhaust per mole of dry exhaust.Page 809 of 961

xH2dry = amount of H 2 in exhaust per amount of dry exhaust. K H2Ogas = wat er - gas reaction equilibrium coefficient. You may use 3.5 or calculate your own value using good engineering judgment. xH2Oexhdry = amount of H 2 O in exhaust per dry mole of dry

exhaust. xprod/intdry = amount of dry stoichiometric products per dry mole of i ntake air. x dil/exhdry = amount of dilution gas and/or excess air per mole of dry exhaust. x int/exhdry = amount of intake air required to produce actual combustion products per mole of dry (raw or diluted) exhaust. xraw/exhdry = amount of undiluted exhaust , without excess air, per mole of dry (raw or diluted) exhaust

. x O2int = amount of intake air O 2 per mole of intake air. x CO2intdry = amount of intake air CO 2 per mole of dry intake air. You may use x CO2intdry = 375 μmol/mol, but we recommend measuring the actual concentration in the intake air. xH2Ointdry = amount of intake air H 2 O per mole of dry intake air. x CO2int = amount of intake air CO 2 per mole of intake air. x CO2dil = amount of dilution gas CO 2 per mole of dilution gas. x CO2dildry = amount of dilution gas CO 2 per mole of dry dilution gas. If you use air as diluent, you may

use x CO2dildry = 375 μmol/mol, but we recommend measuring the actual concentration in the intake air. xH2Odildry = amount of dilution gas H 2 O per mole of dry dilution gas. xH2Odi l = amount of dilution gas H 2 O per mole of dilution gas. x [emission]meas = amount of measured emission in the sample at the respective gas anal yz er. x [emission]dry = amount of emission per dry mole of dry

sample. xH2O[emission]meas = amount of H 2 O in sampl e at emission

- detection location. Measure or estimate these values according to § 10 65.145(e)(2). xH2Oint = amount of H 2 O in the intake air, based on a humidity measurement of intake air.  = atomic hydrogen

- to
- carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption.  = atomic ox ygen - to
- carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption.  = atomic sulfur

- to
- carbon ratio of the mixture of fuel(s) being combusted, weighted b y molar consumptio n.  = atomic nitrogen

- to
- carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption. * * * * * (d) Carbon mass fraction and fuel composition . Determine carbon mass fraction of fuel, w c , and fuel composition represented b y α , β , γ , and δ using one of the following methods: (1) You may

calculate w c as described in this paragraph (d)(1) based on measured fuel properties. To do so, yo u must determine values for  and  in all cases, but you may set  and  to zero if the default va lue listed in Table 1 of this section is zero. Calculate w c using the following equation:
C c C H O S N

1 1 M w M M M M M

   

           Eq. 1065.655

- 19Page 810 of 961

Where: **[Note to Editor: The following expression for w**  **c is a lower**  **- case omega in the**  **Federal Register. It should be an i talicized lower**  **- case w.]**  w c = carbon mass fraction of fuel. M C = molar mass of carbon.  = atomic hydrogen

- to
- carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption. M H = molar mass of h ydrogen.  = atomic ox ygen - to
- carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption. M O = molar mass of ox ygen.  = atomic sulfur

- to
- carbon ratio of the mixture of fuel(s) being combusted, weighted b y molar consumption. M S = molar mass of sulfur.  = atomic nitrogen

- to
- carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption. M N = molar mass of nitrogen. Example:  = 1.8  = 0.05  = 0.0003  = 0.0001 M C = 12.0107 M H = 1.00794 M O = 15.9994 M S = 32.065 M N = 14.0067

c 1 1 2.0107 1 1 2.0107 1.8 1.00794 0.05 15.9994 0.0003 32.06 5 0 .0001 14.0067 w           
w c = 0.8206 (2) Determine a fuel’s elemental mass fractions and values for α , β , γ , and δ as follows: (i) For gaseous fuels, use the default values for α , β , γ , and δ in Table 1 of this section or use good engineering judgment to determine those values based on measurement. (ii) Determine mass fractions of liquid fuels as fo llows: (A) You may

determine the carbon and h ydrogen mass fractions according to ASTM D5291 (incorporated b y reference in § 10 65.1010). When using ASTM D5291 to determine carbon and h ydrogen mass fractions of gasoline (with or without blended eth anol), use good engineering judgment to adapt the method as appropriate. (B) Determine ox ygen mass fraction of gasoline (with or without blended ethanol) according to ASTM D5599 (incorporated b y reference in § 10 65.1010). For all other liquid fuels, de termine the ox ygen mass fraction using good engineering judgment. (C) Determine the nitrogen mass fraction according to ASTM D4629 or ASTM D5762 (incorporated b y reference in § 10 65.1010) for all liquid fuels. Select the correct methodPage 811 of 961

based on the expect ed nitrogen content. (D) Determine the sulfur mass fraction according to subpart H of this part. (iii) For liquid fuels, use the default values for α , β , γ , and δ in Table 1 of this section, or yo u may determine the value for any of these parameters based on measurement. Calculate these values using the following equations:

H C C H w M w M   

 Eq. 1065.655

- 20
O C C O w M w M   

 Eq. 1065.655

- 21
S C C S w M w M   

 Eq. 1065.655

- 22
N C C N w M w M   

 Eq. 1065.655

- 23 Where: w C = carbon mass fraction of fuel. w H = hydrogen mass fraction of fuel. w O = ox ygen mass fraction of fuel. w S = sulfur mass fraction of fuel. w N = nitrogen mass fraction of fuel. Example: w C = 0.8206 w H = 0.1239 w O = 0.0547 w S = 0.00066 w N = 0.000095 M C = 12.0107 M H = 1.00794 M O = 15.9994 M S = 32.065 M N = 14.0067 0.1239 12.0107 0.8206 1.00794   

 0.0547 12.0107 0.8206 15.9994   

 0.00066 12.0107 0.8206 32.065   

 0.000095 12.0107 0.8206 14.0067   

Page 812 of 961

 = 1.8  = 0.05  = 0.0003  = 0.0001 T ABLE 1 OF § 10 65.655

–D EFAULT VALUES OF  ,  ,  ,  , AND w c , FOR VARIOUS F UELS

Fuel Atomic hydrogen,

oxygen, sulfur, and nitrogen

- to
- carbon ratios CH α O β S  N  Carbon mass

fraction, w c g/g Gasoline CH 1.85 O 0 S 0N 0 0.866 E10 Gasoline CH 1.92 O 0.03 S 0N 0 0.833 E15 Gasoline CH 1.95 O 0.05 S 0N 0 0.817 E85 Gasoline CH 2.73 O 0.38 S 0N 0 0.576 #1 Diesel CH 1.93 O 0 S 0N 0 0.861 #2 Diesel CH 1.80 O 0 S 0N 0 0.869 Liquefied pe troleum gas CH 2.64 O 0 S 0N 0 0.819 Natural gas CH 3.78 O 0.016 S 0N 0 0.747 E100 Ethanol CH 3 O 0.5 S 0N 0 0.521 M100 Methanol CH 4 O 1 S 0N 0 0.375 Residual fuel blends Must be determined by measured fuel properties as described in paragraph (d)(1) of this section. (e) Calculated raw exhaust molar flow rate from measured intake air molar flow rate or fuel mass flow rate . You may calculate the raw exhaust molar flow rate from which you sampled emissions, exh

n  , based on the measured intake air molar flow rate, int n  , or the measured fuel mass flow rate, fuel m  , and the values calculated using the chemical balance in paragraph (c) of this section. The chemical balance must be based on raw exhaust gas concentrations. Solve for the chemical balance in paragraph (c) of this section at the same frequency

that you update and record int n  or fuel m  . For laboratory

tests, calculating raw exhaust molar flow rate using measured fuel mass flow rate is valid only for steady state testing. See § 10 65.915(d)(5)(iv) for application to field testing. (1) Crankcase flow rate

. If engines are not subject to crankcase controls under the standard

- setting part, you may calculate raw exhaus t flow based on int n  or fuel m  using one of the following: (i) You may

measure flow rate through the crankcase vent and subtract it from the calculated exhaust flow. (ii) You may

estimate flow rate through the crank case vent b y engineering analysis as long as the uncertainty

in your calculation does not adversel y affect your ability to show that your engines compl y with applicable emission standards. (iii) You may

assume your crankcase vent flow rate is zero. (2) Int ake air molar flow rate calculation . Calculate exh n  based on int

n  using the following equation:Page 813 of 961



#     int exh int/exhdry raw/exhdry H2Oexhdry 1 1 n n x x

x   

      




Eq. 1065.655

- 24 Where:
exh n  = raw exha

ust molar flow rate from which you measured emissions.
int n  = intake air molar flow rate including humidity in intake air. Example:
int n  = 3.780 mol/s x int/exhdry = 0.69021 mol/mol xraw/exhdry = 1.10764 mol/mol xH 20exhdry = 107.64 mmol/mol = 0.10764 mol/mol 

##     exh 3.780

0.69021 1.10764 1 1 0 .10764 n   

   

   

exh n  = 6.066 mol/s (3) Fuel mass flow rate calculation . This calculation may be used onl y for steady

- state laboratory

testing. See § 10 65.915(d)(5)(iv) for appl ication to field testing. Calculate
exh n  based on fuel

m  using the following equation: 

#   fuel c H2Oexhdry exh c C combdry



### 1 m w x n M x

   

 

 Eq. 1065.655

- 25 Where:
exh n  = raw exhaust molar flow rate from which you measur ed emissions.
fuel m  = fuel mass flow rate. Example:
fuel m  = 7.559 g/s w c = 0.869 g/g M C = 12.0107 g/mol x Ccombdry = 99.87 mmol/mol = 0.09987 mol/mol xH20exhdry = 107.64 mmol/mol = 0.107 64 mol/mol



##   exh 

### 7.559 0.869 1 0 .10764 12.0107 0.09987 n    

 

exh n  = 6.066 mol/s (f) * * * (2) Dilute exhaust and intake air molar flow rate calculation . Calculate exh n  as follows:Page 814 of 961



#     exh raw/exhdry int/exhdry H2Oexh dexh int 1 n x x x n n          Eq. 1065.655

- 26 Example:
int 7.930 mol/s n  

raw /exhdry 0.1544 mol/mol x  mol/mol

1451

. 0 int/exhdry  x
H2Oexh 32.46 mmol/mol 0.03246 mol/mol x  
dexh 49.02 mol/s n   

##     exh 0.1544 0.1451 1 0 .03246 49.02 7.930 0.4411 7.93 0 8 .371 mol/s n           309. Section 1065.659 is amended by revising paragraphs (a) and (d) to read as follows: **§ 10 65.659 Removed water correction.**  (a) If you remove water upstream of a concentration measurement, x , correct for the removed water. Perform this correction based on the amount of water at the concentration measurement, xH2O[emission]meas , and at the flow meter, xH2Oexh , whose flow is used to determine the mass emission rate or total mass over a test interval. For continuous analyzers downstream of a sample dryer for transient and ramped

- modal cycles, you must appl y this correction on a continuo us basis over the test interval, even if yo u use one of the options in § 10 65.145(e)(2) that results in a constant value for xH2O[emission]meas because x H2Oexh varies over the test interval. For batch analyzers, determine the flow

- weighted average based o n the continuous xH2Oexh values determined as described in paragraph (c) of this section. For batch anal yz ers, you may determine the flow

- weighted average x H2Oexh based on a single value of xH2Oexh determined as described in paragraphs (c)(2) and (3) of this section, using flow

- weighted average or batch concentration inputs. * * * * * (d) Perform a removed water correction to the concentration measurement using the following equation:
H2Oexh [emission]meas H2O[emission]meas



### 1 1 x x x x

 

    

   Eq. 1065.659

- 1 Example: x COme as = 29.0 μmol/mol xH2OCOmeas = 8.601 mmol/mol = 0.008601 mol/mol xH2Oexh = 34.04 mmol/mol = 0.03404 mol/mol

CO 1 0 .03404 29.0 1 0 .008601 x 

 
   

   x CO = 28.3 μmol/mol 310. Section 1065.665 is revised to read as fo llows:Page 815 of 961

**§ 10 65.665 THCE and NMHCE determination.**  (a) If you measured an ox ygen ated h ydrocarbon's mass concentration, first calculate its molar concentration in the exhaust sample stream from which the sample was taken (raw or diluted exhaust), an d convert this into a C 1 - equivalent molar concentration. Add these C 1 - equivalent molar concentrations to the molar concentration of non

- oxygenated total hydrocarbon (NOTHC). The result is the molar concentration of total hydrocarbon equivalent (THCE). C alculate THCE concentration using the following equations, noting that Eq. 1065.665

- 3 is required only if you need to convert your ox ygenated hydrocarbon (OHC) concentration from mass to moles :



##   THCE NOTHC OHCi OHCi-init 1 N

i x x x x

  
 

##  Eq. 1065.665

- 1 

##  



#   NOTHC THC[THC-FID]cor OHCi OHCi-init OHCi[TH C-FID] 1 N

i x x x x RF

    



##  Eq. 1065.665

- 2

dexhOHCi dexhOHCi OHCi OHCi dexh dexh

dexh m n M x m n M   Eq. 1065.665

- 3 Where: x THCE = The sum of the C 1 - equivalent concentrations of non

- oxygenated hydrocarbons, alcohols, and aldeh yd es. x NOTHC = The sum of the C 1 - equivalent concentrations of NOTHC. x OHCi = The C 1 - equivalent concentration of ox yge nated species i in diluted exhaust, not corrected for initial contamination. x OHCi

- init = The C 1 - equivalent concentration of the initial system contamination (optional) of ox ygenated specie s i , dry

- to
- wet corrected. x THC[THC

- FID]cor = The C 1 - equivalent response to NOTHC and all OHC in diluted exhaust, HC contamination and dry

- to
- wet corrected, as measured b y the THC

- FID. RF OHCi[THC

- FID] = The response factor of the FID to species i relativ e to propane on a C 1 - equivalent basis. C# = the mean number of carbon atoms in the particular compound. M dexh = The molar mass of diluted exhaust as determine in § 10 65.340. m dexhOHCi = The mass of ox ygen ated species i in dilute exhaust. M OHCi = The C 1 - equ ivalent molecular weight of oxygenated species i
. m dexh = The mass of diluted exhaust n dexhOHCi = The number of moles of ox ygenated species i in total diluted exhaust flow. n dexh = The total diluted exhaust flow. (b) If we require you to determine nonmeth ane hydrocarbon equivalent (NMHCE), use the following equation: x NMHCE = x THCE – RF CH4[THC

- FID]  x CH4 Eq. 1065.665

- 4Page 816 of 961

Where: x NMHCE = The sum of the C 1 - equivalent concentrations of nonox ygenated nonmethane hydrocarbon (NONMHC), alcohols, and aldehydes. RF CH4[THC

- FID] = response factor of THC

- FI D to CH 4 . x CH4 = concentration of CH 4 , HC contamination ( optional) and dry

- to
- wet corrected, as measured b y the gas chromatograph FID. (c) The following example shows how to determine NMHCE emissions based on ethanol (C 2 H 5 OH), methanol (CH 3 OH), acetaldeh yde (C 2 H 4 O), and formaldeh yd e (CH 2 O) as C 1 - equiva lent molar concentrations: x THC[THC

- FID]cor = 145.6 μmol/mol x CH4 = 18.9 μmol/mol x C2H5OH = 100.8 μmol/mol x CH3OH = 1.1 μmol/mol x C2H4O = 19.1 μmol/mol x CH2O = 1.3 μmol/mol RF CH4[THC

- FID] = 1.07 RF C2H5OH[THC

- FID] = 0.76 RF CH3OH[THC

- FID] = 0.74 RF H2H4O[THC

- FID] = 0.50 RF CH2O[THC

- FID] = 0.0

x NMHCE = x THC[THC

- FID]cor – ( x C2H5OH  RF

C2H5OH[THC

- FID] + x CH3OH  RF CH3OH[THC

- FID] + x C2H4O  RF

C2H4O[THC

- FID] + x CH2O  RF CH2O[THC

- FID]  + x C2H5OH + x CH3OH + x C2H4O + x CH2O – ( RF CH4[THC

- FID]  x CH4 )

x NMHCE = 145.6

– (100.8 ∙ 0.76 + 1.1  0.74 + 19.1  0.50 + 1.3  0  + 100.8 + 1.1 + 19.1 + 1.3

– (1.07  18.9) x NMHCE = 160.71 μmol/mol
311. Section 1065.690 is amended by revising paragraph (e) to read as follows: **§ 10 65.690 Buoyancy correction for PM sample media.**  * * * * * (e) Correction calculation . Correct the PM sample media for buo yancy using the following equations:
air weight cor uncor air media 

### 1 1 m m 

    

        

     Eq. 1065.690

- 1 Where: m cor = PM mass corrected for buo yanc y. m uncor = PM mass uncorrec ted for buoyancy .  air = density

of air in balance environment.Page 817 of 961

 weight = density

of calibration weight used to span balance.  media = density

of PM sample media, such as a filter.
abs mix air amb p M R T   

 Eq. 1065.690

- 2 Where: p abs = absolute pressure in balance environm ent. M mix = molar mass of air in balance environment. R = molar gas constant. T amb = absolute ambient temperature of balance environment. Example: p abs = 99.980 kPa T sat = T dew = 9.5 °C Using Eq. 1065.645

- 1, p H20 = 1.1866 kPa Using Eq. 1065.645

- 3, xH2O = 0.011868 mol/mol Using Eq. 1065.640

- 9, M mix = 28.83563 g/mol R = 8.314472 J/(mol·K) T amb = 20 °C

air 99.980 28.83563 8.314472 293.15   

  air = 1.18282 kg/m 3 m uncorr = 100.0000 mg  weight = 8000 kg/m 3  media = 920 kg/m 3

cor 1.18282

1 8000 100.0000 1.18282

1 920 m  

  

   

 

   m cor = 100.1139 mg 312. Section 1065.695 is amended by revising paragraph (c)(4)(i) and adding paragraph (c)(6)(x) to read as follow s: **§ 10 65.695 Data requirements.**  * * * * * (c) * * * (4) * * * (i) L inearity verification. * * * * * (6) * * * (x) Number and type of preconditioning cycles. * * * * *Page 818 of 961

**Subpart H**

**— [Amended]**  313. Section 1065.701 is amended by revising par agraphs (a), (d), and (f) to read as follows: **§ 10 65.701 General requirements for test fuels.**  (a) General . For all emission measurements, use test fuels that meet the specifications in this subpart, unless the standard

- setting part directs otherwise. Sec tion 1065.10(c)(1) does not apply

with respect to test fuels. Note that the standard

- setting parts generall y require that you design your emission controls to function properl y when using commerciall y available fuels, even if they differ from the test fue l. Where we specify multiple grades of a certain fuel ty pe (such as diesel fuel with different sulfur concentrations), see the standard

- setting part to determine which grade to use. * * * * * (d) Fuel specifications . Specifications in this section apply as follows: (1) Measure and calculate values as described in the appropriate reference procedure. Record and report final values expressed to at least the same number of decimal places as the applicable limit value. The right

- most digit for each limit value is significant unless specified otherwise. For example, for a specified distillation temperature of 60 °C, determine the test fuel’s value to at least the nearest whole number. (2) The fuel parameters specified in this subpart depend on measurement procedures that are incorporated b y reference. For an y of these procedures, you may instead rely

upon the procedures identified in 40 CFR part 80 for measuring the same parameter. For example, we may

identify different reference procedures for measuring gasoline parameters in 40 CFR 80.46. * * * * * (f) Service accumulation and field testing fuels . If we do not specify a service

accumulation or field

- testing fuel in the standard

- setting part, use an appropriate commerciall y available fuel such as those m eeting minimum specifications from the following table: T ABLE 1 OF § 10 65.701

–E XAMPLES OF S ERVICE - A CCUMULATION AND F IE LD - T ESTING F UELS Fuel category Subcategory Reference procedure 1
Diesel Light distillate and light blends with residual AS TM D975 Middl e distillate AS TM D6985 Biodiesel (B100) AS TM D6751 Intermediate and residual fuel All See § 10 65.705 Gasoline Automotive gasoline AS TM D4814 Automotive gasoline with ethanol concentration up to 10 volume %. AS TM D4814 Alcohol Ethanol (E51

- 83) AS TM D5798 Methanol (M70

- M85) AS TM D5797 Aviation fuel Aviation gasoline AS TM D910 Gas turbine AS TM D1655 Jet B wide cut AS TM D6615 Gas turbine fuel General AS TM D2880 1 AS TM specifications are incorporated by reference in § 10 65.1010.Page 819 of 961

314. Section 1065.7 03 is amended by revising paragraph (b) and Table 1 to read as follows: **§ 10 65.703 Distillate diesel fuel.**  * * * * * (b) There are three grades of #2 diesel fuel specified for use as a test fuel. See the standard

- setting part to determine which grade to u se. If the standard

- setting part does not specify

which grade to use, use good engineering judgment to select the grade that represents the fuel on which the engines will operate in use. The three grades are specified in the following table: T ABLE 1 OF § 10 65.703

– T EST F UEL S PECIFICATIONS F OR D IS TILLATE D IESEL F UEL

Property Unit Ultra Low Sulfur Low

Sulfur High

Sulfur Reference

Procedure 1 Cetane Number

— 40

- 50 40

- 50 40

- 50 AS TM D613 Distillation range: Initial boiling point 10 pct. point 50 pct. p oint 90 pct. point Endpoint °C 171

- 204 204

- 238 243

- 282 293

- 332 321

- 366 171

- 204

204

- 238 243

- 282 293

- 332 321

- 366 171

- 204

204

- 238 243

- 282 293

- 332 321

- 366 AS TM D86

Gravity °API 32

- 37 32

- 37 32

- 37 AS TM D4052 Total sulfur, ultra low sulfur mg/kg 7

– 15 See 40 CFR 80.580 Total sulfur, low and high sulfur mg/kg 300

- 500 800

- 2500 AS TM D2622or alternates as allowed under 40 CFR 80.580 Aro matics, min. (Remainder shall be paraffins, naphthenes, and olefins) g/kg 100 100 100 AS TM D5186 Flashpoint, min. °C 54 54 54 AS TM D93 Kinematic Viscosity cSt 2.0

- 3.2 2.0

- 3.2 2.0

- 3.2 AS TM D445 1 AS TM procedures are incorporated by reference in § 10 65.1010. See § 10 65.701(d) for other allowed procedures. * * * * * 315. Section 106 5.705 is revised to read as follows: **§ 10 65.705 Residual and intermediate residual fuel.**  This section describes the specifications for fuels meeting the definition of residual fuel in 40 CFR 80.2, including fuels marketed as intermediate fuel. Residual fu els for service accumulation and an y testing must meet the following specifications: (a) The fuel must be a commercially available fuel that is representative of the fuel that will be used by

the engine in actual use. (b) The fuel must be free of used lub ricating oil. Demonstrate this by showing that the fuel meets at least one of the following specifications. (1) Zinc is at or below 15 mg per kg of fuel based on the procedures specified in IP470, IP501, or IS O 8217 (incorporated by reference in § 10 65.10 10). (2) Phosphorus is at or below 15 mg per kg of fuel based on the procedures specified in IP500, IP501, or ISO 8217 (incorporated b y reference in § 10 65.1010). (3) Calcium is at or below 30 mg per kg of fuel based on the procedures specified in IP470, I P501, or ISO 8217 (incorporated by reference in § 10 65.1010). (c) The fuel must meet the specifications for one of the categories in the following table:Page 820 of 961 T ABLE 1 OF § 10 65.705

– S ERVICE A CCUMULATION AND T EST F UEL S PECIFICATIONS FOR RESIDUAL F UEL Property Uni t Category ISO

- F

- Reference Procedure 1 RMA 30 RMB

30 RMD

80 RME

180 RMF

180 RMG

380 RMH

380 RMK

380 RMH

700 RMK

700 Density at 15 °C, max. kg/m3 960.0 975.0 980.0 991.0 991.0 1010.0 991.0 1010.0 ISO 3675 or ISO 12185 (see also ISO 8217) Kinematic vi scosity at 50 °C, max. cSt 30.0 80.0 180.0 380.0 700.0 ISO 3104 Flash point, min. °C 60 60 60 60 60 ISO 2719 (see also ISO 8217) Pour point (upper) Winter quality, max. Summer quality, max. °C 0 6 24

24 30

30 30

30 30 30 30 30 ISO 3016 Carbon res idue, max. (kg/kg) % 10 14 15 20 18 22 22 ISO 10370 Ash, max. (kg/kg) % 0.10 0.10 0.10 0.15 0.15 0.15 ISO 6245 Water, max. (m3 /m 3 ) % 0.5 0.5 0.5 0.5 0.5 ISO 3733 Sulfur, max. (kg/kg) % 3.50 4.00 4.50 4.50 4.50 ISO 8754 or ISO 14596 (see also ISO 8217) Vanadium, max. mg/kg 150 350 200 500 300 600 600 ISO 14597 or IP 501 or IP 470 (see also ISO 8217) Total sediment potential, max. (kg/kg) % 0.10 0.10 0.10 0.10 0.10 ISO 10307

- 2 (see also ISO 8217) Aluminium plus silicon, max. mg/kg 80 80 80 80 80 ISO 104 78 or IP 501 or IP 470 (see also ISO 8217:2012) 1 ISO procedures are incorporated by reference in § 10 65.1010. See § 10 65.701(d) for other allowed procedures.Page 821 of 961

316. Section 1065.710 is revised to read as follows: **§ 10 65.710 Gasoline.**  (a) This section speci fies test fuel properties for gasoline with ethanol (low

- level blend only) and for gasoline without ethanol. Note that the “fuel type” for the fuels specified in paragraphs (b) and (c) of this section is considered to be gasoline. In contrast, fuels with higher ethanol concentrations, such as fuel containing 82 percent ethanol, are considered to be ethanol fuels rather than gasoline. We specify some test fuel parameters that apply uniquely for low

- temperature testing and for testing at altitudes above 1, 219 m. For all other testing, use the test fuel parameters specified for general testing. Unless the standard

- setting part specifies otherwise, use the fuel specified in paragraph (c) of this section for general testing. (b) The following specifications apply for a blended gasoline test fuel that has nominally 10 % ethanol (commonl y called E10 test fuel): (1) Prepare the blended test fuel from typical refinery gasoline blending components. You may not use pure compounds, except as follows: (i) You may

u se neat ethanol as a blendstock. (ii) You may

adjust the test fuel’s vapor pressure by adding butane. (iii) You may

adjust the test fuel’s benzene content by adding benzene. (iv) You may

adjust the test fuel’s sulfur content by adding sulfur compounds that are representative of those found with in

- use fuels. (2) Table 1 of this section identifies limit values consistent with the units in the reference procedure for each fuel property. These values are generally specified in international units. Values pre sented in parentheses are for information only . Table 1 follows:Page 822 of 961

T ABLE 1 OF § 10 65.710

– T EST F UEL S PECIFICATIONS F OR A L OW - L EVEL E THANOL - GASOLINE B LEND

Property Unit SPECIFICATION Reference Procedure 1 General Testing Low

Temperature Testing High Altitud e

Testing Antiknock Index (R+M)/2

- 87.0

- 88.4 2 87.0 Minimum AS TM D2699 and D2700 Sensitivity (R

- M)

- 7.5 Minimum AS TM D2699 and D2700 Dry Vapor Pressure Equivalent ( DVPE) 3,4 kPa (psi) 60.0

- 63.4 (8.7

- 9.2) 77.2

- 81.4

(11.2

- 11.8) 52.4

- 55.2

(7.6

- 8.0) AS TM D5191 Distillation 4 10% evaporated ° C ( ° F) 49

- 60 (120

- 140) 43

- 54

(110

- 130) 49

- 60

(120

- 140)
AS TM D86 50% evaporated ° C ( ° F) 88

- 99 (190

- 210) 90% evaporated ° C ( ° F) 157

- 168 (315

- 335) Evaporated final boiling point ° C ( ° F) 193

- 216 (380

- 420) Resi due milliliter 2.0 Maximum Total Aromatic Hydrocarbons volume % 21.0

- 25.0

AS TM D5769 C6 Aromatics (benzene) volume % 0.5

- 0.7 C7 Aromatics (toluene) volume % 5.2

- 6.4 C8 Aromatics volume % 5.2

- 6.4 C9 Aromatics volume % 5.2

- 6.4 C10+ Aromatics volume % 4.4

- 5.6 Olefins 5 mass % 4.0

- 10.0 AS TM D6550 Ethanol blended volume % 9.6

- 10.0 See paragraph (b)(3) of this section. Ethanol confirmatory6 volume % 9.4

- 10.2 AS TM D4815 or D5599 Total Content of Oxygenates Other than Ethanol 6 volume % 0.1 Maximum AS TM D4815 or D5599 Sulfur mg/kg 8.0

- 11.0 AS TM D2622, D5453 or D7039 Lead g/liter 0.0026 Maximum AS TM D3237 Phosphorus g/liter 0.0013 Maximum AS TM D3231 Copper Corrosion

- No. 1 Maximum AS TM D130 Solvent

- Washed Gum Content mg/100 milliliter 3.0 Maxim um AS TM D381 Oxidation Stability minute 1000 Minimum AS TM D525 1 AS TM procedures are incorporated by reference in § 10 65.1010. See § 10 65.701(d) for other allowed procedures. 2 Octane specifications apply only for testing related to exhaust emissions. For engines or vehicles that require the use of premium fuel, as described in paragraph (d) of this section, the adjusted specification for antiknock index is a minimum value of 91.0; no maxim um value applies. All other specifications apply for this high

- oct ane fuel. 3 Calculate dry vapor pressure equivalent, DVPE , based on the measured total vapor pressure, p T , using the following equation: DVPE (kP a) = 0.956 ∙ p T - 2.39 or DVPE (psi) = 0.956 ∙ p T – 0.347. DVPE is intended to be equivalent to Reid Vapor Pressure using a different test method. 4 Parenthetical values are shown for informational purposes only. 5 The reference procedure prescribes measurement of olefin concentration in mass %. Multiply this result by 0.857 and round to the first decimal place to determine the olefin concentration in volume %. 6 AS TM D5599 prescribes concentration measurements for ethanol and other oxygenates in mass %. Convert results to volume % asPage 823 of 961

specified in Section 14.3 of ASTM D4815. (3) The ethanol

- blended specification in Table 1 of this section is based on the volume % ethanol content of the fuel as determined during blending b y the fuel supplier and as stated by th e supplier at the time of fuel delivery . Use good engineering judgment to determine the volume % of ethanol based on the volume of each blendstock. We recommend using a flow

- based or gravimetric procedure that has an accuracy and repeatability

of ± 0.1 %

. (c) The specifications of this paragraph (c) apply for testing with neat gasoline. This is sometimes called indolene or E0 test fuel. Gasoline for testing must have octane values that represent commercially available fuels for the appropriate applicati on. Test fuel specifications appl y as follows: T ABLE 2 OF § 10 65.710

– T EST F UEL S PECIFICATIONS F OR N EAT (E0) G ASOLINE Property Unit SPECIFICATION Reference Procedure 1 General Testing Low

- Temperature Testing Distillation Range: Evaporated initial boil ing point

10% evaporated 50% evaporated 90% evaporated Evaporated final boiling point °C 24

- 35 2 49

- 57 93

- 110 149

- 163 Maximum, 213 24

- 36

37

- 48 82

– 101 158

- 174 Maximum, 212 AS TM D86

Hydrocarbon composition:

Olefins Aro matics Saturates volume % Maximum, 0.10 Maximum, 0.35 Remainder Maximum, 0.175

Maximum, 0.304 Remainder AS TM D1319

Lead g/liter Maximum, 0.013 Maximum, 0.013 AS TM D3237 Phosphorous g/liter Maximum, 0.0013 Maximum, 0.005 AS TM D3231 To tal sulfur mg/kg Maximum, 80 Maximum, 80 AS TM D2622 Dry vapor pressure equivalent 3 kPa 60.0

- 63.4 2,4 77.2

- 81.4 AS TM D5191 1 AS TM procedures are incorporated by reference in § 10 65.1010. See § 10 65.701(d) for other allowed procedures. 2 For testing at a ltitudes above 1219 m, the specified initial boiling point range is (23.9 to 40.6) °C and the specified volatility range is (52.0 to 55.2) kPa. 3 Calculate dry vapor pressure equivalent, DVPE , based on the measured total vapor pressure, p T , in kPa using the following equation: DVPE (kP a) = 0.956 ∙ p T - 2.39 or DVPE (psi) = 0.956 ∙ p T – 0.347. DVPE is intended to be equivalent to Reid Vapor Pressure using a different test method. 4 For testing unrelated to evaporative emissions, the specified range is (55.2 to 63.4) kPa.Page 824 of 961

(d) Use the high

- octane gasoline specified in paragraph (b) of this section only for engines or vehicles for which the manufacturer conditions the warranty on the use of premium gasoline. 317. Section 1065.715 is amended by revising paragraph (a) to read as follows: **§ 10 65.715 Natur**  **al gas.** (a) Except as specified in paragraph (b) of this section, n atural gas for testing must meet the specifications in the following table: T ABLE 1 OF § 10 65.715

– T EST F UEL S PECIFICATIONS F OR NATURAL GAS

Property Value 1 Methane, CH 4 Minimum, 0.87 mol/mol Ethane, C 2 H 6 Maximum, 0.055 mol/mol Propane, C 3 H 8 Maximum, 0.012 mol/mol Butane, C 4 H 10 Maximum, 0.0035 mol/mol Pentane, C 5 H 12 Maximum, 0.0013 mol/mol C 6 and higher Maximum, 0.001 mol/mol Oxygen Maximum, 0.001 mol/mol Inert gases (sum of CO 2 and N 2 ) Maximum, 0.051 mol/mol 1 Demonstrate compliance with fuel specifications based on the reference procedures in AS TM D1945 (incorporated by reference in § 10 65.1010), or on other measurement procedures using good engineering judgment. See § 10 65.701(d) for other allowed procedures. * * * * * 318. Section 1065.720 is amended by revising paragraph (a) to read as follows: **§ 10 65.720 Liquefied petroleum gas.**  (a) Except as specified in paragraph (b) of this section, liquefied petroleum gas for testing must meet the specifications in the following table: T ABLE 1 OF § 10 65.720

– T EST F UEL S PECIFICATIONS F OR L IQUEFIED P ETROLEUM GAS

Property Value Reference Procedure 1 Propane, C 3 H 8 Minimum, 0.85 m3 /m3 AS TM D2163 Vapor pressure at 38 °C Maximum, 1400 kPa AS TM D1267or D2598 2 Volatility residue (evaporated temperature, 35 °C) Maximum,

- 38 °C AS TM D1837 Butanes Maximum, 0.05 m3 /m3 AS TM D2163 Butenes Maximum, 0.02 m3 /m3 AS TM D2163 Pentenes and heavier Maximum, 0.005 m3 /m3 AS TM D2163 Propene Maximum, 0.1 m3 /m3 AS TM D2 163 Residual matter (residue on evap oration of 100 ml oil stain observ ation ) Maximum, 0.05 ml pass 3 AS TM D2158 Corrosion, copper strip Maximum, No. 1 AS TM D1838 Sulfur Maximum, 80 mg/kg AS TM D2784 Moisture content pass AS TM D2713 1 AS TM procedures are incorporated by reference in § 10 65.1010. See § 10 65.701(d) for other allowed procedures. 2 If these two test methods yield different results, use the results from ASTM D1267. 3 The test fuel must not yield a persistent oil ring when you add 0.3 ml of solv ent residue mixture to a filter paper in 0.1 ml increments and examine it in daylight after two minutes.
* * * * * 319. A new § 1065.725 is added to subpart H to read as follows: **§ 10 65.725 High**  **- level ethanol**  **- gasoline blends.** Page 825 of 961

For testing vehic les capable of operating on a high

- level ethanol

- gasoline blend , create a test fuel as follows: (a) Add ethanol to an E10 fuel meeting the specifications described in § 10 65.710 until the ethanol content of the blended fuel is between 80 and 83 volume %. (b) You may

alternatively

add ethanol to a gasoline base fuel with no ethanol if you can demonstrate that such a base fuel blended with the proper amount of ethanol would meet all the specifications for E10 test fuel described in § 10 65.710, other than the ethanol content. (c) The ethanol used for blending must be either denatured ethanol meeting the specifications in 40 CFR 80. 1610 , or fuel

- grade ethanol with no denaturant. Account for the volume of an y denaturant when calculati ng volumetric percentages. (d) The blended test fuel must have a dry vapor pressure equivalent between 41.5 and 45.1 kPa ( 6.0 and 6.5 psi) when measured using the procedure specified in § 10 65.710. You may add commercial grade butane as needed to meet thi s specification. 320. Section 1065.750 is amended by revising the introductory text and paragraph (a) to read as follows: **§ 10 65.750 Analytical Gases.**  Analy tical gases must meet the accuracy and purity

specifications of this section, unless yo u can show that o ther specifications would not affect your ability to show that you comply with all applicable emission standards. (a) Subparts C, D, F, and J of this part refer to the following gas specifications: (1) Use purified gases to zero measurement instruments and to blend with calibration gases. Use gases with contamination no higher than the highest of the following values in the gas cylinder or at the outlet of a zero

- gas generator: (i) 2 % contamination, measured relative to the flow

- weighted mean concentratio n expected at the standard. For example, if you would expect a flow

- weighted CO concentration of 100.0 mol/mol, then you would be allowed to use a zero gas with CO contamination less than or equal to 2.000 mol/mol. (ii) Contamination as specified in the following table: T ABLE 1 OF § 10 65.750

– G ENERAL S PECIFICATIONS F OR P URIFIED GASES 1 Constituent Purified Air Purified N 2 THC (C 1 - equivalent) ≤ 0.05 mol/mol ≤ 0.05 mol/mol CO ≤ 1 mol/mol ≤ 1 mol/mol CO 2 ≤ 10 mo l/mol ≤ 10 mo l/mol O 2 0.205 to 0.215 mol/mol ≤ 2 mol/mol NO x ≤ 0.02 mol/mol ≤ 0.02 mol/mol N 2 O 2 ≤ 0.02 mol/mol ≤ 0.02 mol/mol 1 We do not require these levels of purity to be NIST

- traceable. 2 The N 2 O limit applies only if the standard

- setting part requires you to report N 2 O or certify to an N 2 O standard. (2) Use the following gases with a FID anal yz er: (i) FID fuel . Use FID fuel with a stated H 2 concentration of (0.39 to 0.41) mol/mol, balance He or N 2 , and a stated total hydrocarbon concentration of 0.05 mol/mol or less. For GC

- FIDs that measure methane (CH 4 ) using a FID fuel that is balance N 2 , performPage 826 of 961

the CH 4 measurement as described in SAE J1151 (incorporated b y reference in § 10 65.1010). (ii) FID burner air . Use FID burner air that meets the specific ations of purified air in paragraph (a)(1) of this section. For field testing, you may use ambient air. (iii) FID zero gas . Zero flame

- ionization detectors with purified gas that meets the specifications in paragraph (a)(1) of this section, except that the purified gas O 2 concentration may

be any value. Note that FID zero balance gases may be any combination of purified air and purified nitrogen. We recommend FID analyzer zero gases that contain approximately the expected flow

- weighted mean concentratio n of O 2 in the exhaust sample during testing. (iv) FID propane span gas . Span and calibrate THC FID with span concentrations of propane, C 3 H 8 . Calibrate on a carbon number basis of one (C 1 ). For example, if you use a C 3 H 8 span gas of concentration 200 mol/mol, span a FID to respond with a value of 600 mol/mol. Note that FID span balance gases may be any combination of purified air and purified nitrogen. We recommend FID anal yz er span gases that contain approximately

the flow

- weighted mean concentrati on of O 2 expected during testing. If the expected O 2 concentration in the exhaust sample is zero, we recommend using a balance gas of purified nitrogen. (v) FI D CH 4 span gas . If you alway s span and calibrate a CH 4 FID with a nonmethane cutter, then span and calibrate the FID with span concentrations of CH 4 . Calibrate on a carbon number basis of one (C 1 ). For example, if you use a CH 4 span gas of concentration 200 mol/mol, span a FID to respond with a value of 200  mol/mol. Note that FID span balance gases may be any combination of purified air and purified nitrogen. We recommend FID anal yz er span gases that contain approximately the expected flow

- weighted mean c oncentration of O 2 in the exhaust sample during testing. If the expected O 2 concentration in the exhaust sample is zero, we recommend using a balance gas of purified nitrogen. (3) Use the following gas mixtures, with gases traceable within ±1 % of the NI S T

accepted value or other gas standards we approve: (i) CH 4 , balance purified air and/or N 2 (as applicable). (ii) C 2 H 6 , balance purified air and/or N 2 (as applicable). (iii) C 3 H 8 , balance purified air and/or N 2 (as applicable). (iv) CO, balance purified N 2 . (v) CO 2 , balance purified N 2 . (vi) NO, balance purified N 2 . (vii)) NO 2 , balance purified air. (viii) O 2 , balance purified N 2 . (ix) C 3 H 8 , CO, CO 2 , NO, balance purified N 2 . (x) C 3 H 8 , CH 4 , CO, CO 2 , NO, balance purified N 2 . (xi) N 2 O, balance purified air and /or N 2 (as applicable). (4) You may

use gases for species other than those listed in paragraph (a)(3) of this section (such as methanol in air, which you may use to determine response factors), as long as they

are traceable to within ±3 % of the NIST

- accep ted value or other similar standards we approve, and meet the stability requirements of paragraph (b) of this section.Page 827 of 961

(5) You may

generate your own calibration gases using a precision blending device, such as a gas divider, to dilute gases with purified N 2 or purified air. If your gas divider meets the specifications in § 10 65.248, and the gases being blended meet the requirements of paragraphs (a)(1) and (3) of this section, the resulting blends are considered to meet the requirements of this paragraph ( a). * * * * * **Subpart I**

**— [Amended]**  321. Section 1065.805 is amended by revising paragraphs (d) and (f) to read as follows: **§ 10 65.805 Sampling system.**  * * * * * (d) You may

bubble a sample of the exhaust through water to collect alcohols for later anal ys is. Y ou may

also use a photoacoustic analyzer to quantify ethanol and methanol in an exhaust sample as described in § 10 65.269. * * * * * (f) You may

sample alcohols or carbonyls using "California Non

- Methane Organic Gas Test Procedures" (incorporated b y refer ence in § 10 65.1010). If you use this method, follow its calculations to determine the mass of the alcohol/carbonylin the exhaust sample, but follow subpart G of this part for all other calculations (40 CFR part 1066, subpart G, for vehicle testing). * * * * * 322. Section 1065.845 is revised to read as follows: **§ 10 65.845 Response factor determination.**  Since FID anal yz ers generall y have an incomplete response to alcohols and carbonyl s, determine each FID analyzer’s alcohol/carbonyl response factor ( RF OHCi[T HC

- FID] ) after FID optimization to subtract those responses from the FID reading. Use the most recentl y determined alcohol/carbon ylresponse factors to compensate for alcohol/carbon ylresponse. You are not required to determine the response factor for a compound unless you will subtract its response to compensate for a response. (a) You may

generate response factors as described in paragraph (b) of this section, or yo u may use the following default response factors, consistent with good engineering judgme nt: T ABLE 1 OF § 10 65.845

–D EFAULT VALUES FOR THC FID RESPONSE F ACTOR RELATIVE TO P ROPANE ON A C 1 - E QUIVALENT B ASIS

Com pound Response factor (RF ) acetaldehyde 0.50 ethanol 0.75 formaldehyde 0.00 methanol 0.63 propanol 0.85Page 828 of 961

(b) Determine the alcohol/ carbon ylresponse factors as follows: (1) Select a C 3 H 8 span gas that meets the specifications of § 10 65.750. Note that FID zero and span balance gases may be any combination of purified air or purified nitrogen that meets the specifications of § 10 65.75 0. We recommend FID analyzer zero and span gases that contain approximately the flow

- weighted mean concentration of O 2 expected during testing. Record the C 3 H 8 concentration of the gas. (2) Select or prepare an alcohol/carbonylcalibration gas that meets the specifications of § 10 65.750 and has a concentration ty pical of the peak concentration expected at the hydrocarbon standard. Record the calibration concentration of the gas. (3) Start and operate the FID anal yz er according to the manufacturer’s instr uctions. (4) Confirm that the FID anal yz er has been calibrated using C 3 H 8 . Calibrate on a carbon number basis of one (C 1 ). For example, if you use a C 3 H 8 span gas of concentration 200 mol/mol, span the FID to respond with a value of 600 mol/mol. (5) Ze ro the FID. Note that FID zero and span balance gases may be any combination of purified air or purified nitrogen that meets the specifications of § 10 65.750. We recommend FID anal yz er zero and span gases that contain approximately the flow

weighted mean concentration of O 2 expected during testing. (6) Span the FID with the C 3 H 8 span gas that you selected under paragraph (a)(1) of this section. (7) Introduce at the inlet of the FID anal yz er the alcohol/carbonyl calibration gas that you selected under para graph (a)(2) of this section. (8) Allow time for the analyzer response to stabilize. Stabilization time may include time to purge the anal yz er and to account for its response. (9) While the anal yz er measures the alcohol/carbonyl concentration, record 30 s econds of sampled data. Calculate the arithmetic mean of these values. (10) Divide the mean measured concentration by the recorded span concentration of the alcohol/carbon ylcalibration gas on a C 1 - equivalent basis. The result is the FID anal yz er’s respo nse factor for alcohol/carbon yl , RF OHCi[THC

- FID] on a C 1 - equivalent basis. (c) Alcohol/carbon ylcalibration gases must remain within ±2 % of the labeled concentration. You must demonstrate the stability based on a quarterl y measurement procedure with a pr ecision of ±2 % percent or another method that we approve. Your measurement procedure may incorporate multiple measurements. If the true concentration of the gas changes deviates b y more than ±2 %, but less than ±10 %, the gas may be relabeled with the ne w concentration. 323. Section 1065.850 is revised to read as follows: **§ 10 65.850 Calculations.**  Use the calculations specified in § 10 65.665 to determine THCE or NMHCE and the calculations specified in 40 CFR 1066.635 to determine NMOG. **Subpart J**

**— [Amended]**  324. Se ction 1065.905 is amended by revising paragraphs (a) and (d)(2)(i)(A) to read as follows: **§ 10 65.905 General provisions.** Page 829 of 961

(a) General . Unless the standard

- setting part specifies deviations from the provisions of this subpart, field testing and laboratory t esting with PEMS must conform to the provisions of this subpart. Use good engineering judgment when testing with PEMS to ensure proper function of the instruments under test conditions. For example, this may require additional maintenance or calibration for field testing or may require verification after moving the PEMS unit. (d) * * * (2) * * * (i) * * * (A) Use good engineering judgment to control dilution air temperature. If you choose to directly and actively

control dilution air temperature , set the temperature to 25 °C. * * * * * 325. Section 1065.915 is amended by revising paragraph (a) to read as follows: **§ 10 65.915 PEMS instruments.**  (a) Instrument specifications . We recommend that you use PEMS that meet the specifications of subpart C of thi s part. For unrestricted use of PEMS in a laboratory or similar environment, use a PEMS that meets the same specifications as each lab instrument it replaces. For field testing or for testing with PEMS in a laboratory or similar environment, under the provisions of § 10 65.905(b), the specifications in the following table apply

instead of the specifications in Table 1 of § 10 65.205.Page 830 of 961 T ABLE 1 OF § 10 65.915

–RECOMMENDED M IN IMUM PEMS M EASUREMENT INSTRUMENT P ERFORMANCE Measurement Measured quantity symbol Rise time, t 10

- 90 , and Fall time, t90

- 10 Recording update

frequency Accuracy 1 Repeatability 1 Noise 1 Engine speed transducer f n 1 s 1 Hz means 5 % of pt. or 1 % of max. 2 % of pt. or

1 % of max. 0.5 % of max Engine torque estimator, BSFC (This is a signal from an engine’s ECM) T or BSFC 1 s 1 Hz means 8 % of pt. or 5 % of max. 2 % of pt. or

1 % of max. 1 % of max. General pressure transducer (not a part of another instrument) p 5 s 1 Hz 5 % of pt. or 5 % of max. 2 % of pt. or

0.5 % of max. 1 % of max Atmosphe ric pressure meter p atmo s 50 s 0.1 Hz 250 Pa 200 Pa 100 Pa General temperature sensor (not a part of another instrument) T 5 s 1 Hz 1 % of pt. K or 5 K 0.5 % of pt. K or

2 K 0.5 % of max

0.5 K General dewpoint sensor T dew 50 s 0.1 Hz 3 K 1 K 1 K Exhaust flow meter n  1 s 1 Hz means 5 % of pt. or 3 % of max. 2 % of pt. 2 % of max. Dilution air, inlet air, exhaust, and sample

flow meters n  1 s 1 Hz means 2.5 % of pt. or 1 .5 % of max. 1.25 % of pt. or

0.75 % of max. 1 % of max. Continuous gas analyzer x 5 s 1 Hz 4 % of pt. or 4 % of meas. 2 % of pt. or

2 % of meas. 1 % of max. Gravimetric PM balance m PM — — See § 10 65.790 0.5  g — Inertial PM balance m PM — — 4 % of pt. or 4 % of meas. 2 % of pt. or

2 % of meas. 1 % of max 1 Accuracy, repeatability, and noise are all determined with the same collected data, as described in § 10 65.305, and based on absolute values. “pt.” refers to the overall flow

- weighted mean value expected at the standard; “max.” refers to the peak value expected at the standard over any test interv al, not the maximum of the instrument’s range; “meas” refers to the actual flow

- weighted mean measured over any test interval.Page 831 of 961

* * * * * 326. Section 1065.920 is amended by revising paragraphs (a), (b) introductory text, and (b)(7) introductory

text to read as follows: **§ 10 65.920 PEMS Calibrations and verifications.**  (a) Subsystem calibrations and verifications . Us e all the applicable calibrations and verifications in subpart D of this part, including the linearity verifications in § 10 65.307, to calibrate and verify

PEMS. Note that a PEMS does not have to meet the sy stem
response and updating

- recording verificatio ns of § 10 65.308 and § 10 65.309 if it meets the overall verification described in paragraph (b) of this section or if it measures PM using an y method other than that described in § 10 65.170(c)(1). This section does not apply to ECM signals. Note that bec ause the regulations of this part require you to use good engineering judgment, it may be necessary

to perform additional verifications and anal ys is. It may

also be necessary

to limit the range of conditions under which the PEMS can be used or to include specific additional maintenance to ensure that it functions properl y under the test conditions. As provided in 40 CFR 1068.5, we will deem your sy stem to not meet the requirements of this section if we determine that you did not use good engineering judgm ent to verify the measurement equipment. We may also deem yo ur s ys tem to meet these requirements only under certain test conditions. If we ask for it, you must send us a summary of your verifications. We may also ask yo u to provide additional informat ion or anal ys is to support your conclusions. (b) Overall verification . This paragraph (b) specifies methods and criteria for verifying the overall performance of sy stems not full y compliant with requirements that apply for laboratory

testing. Maintain re cords to show that the particular make, model, and configuration of your PEMS meets this verification. You may rel y on data and other information from the PEMS manufacturer. However, we recommend that you generate yo ur own records to show that your specific PEMS meets this verification. If you upgrade or change the configuration of your PEMS, your record must show that your new configuration meets this verification. The verification required by this section consists of operating an engine over a d uty cycle in the laboratory

and statistically

comparing data generated and recorded by the PEMS with data simultaneously generated and recorded by laboratory

equipment as follows: * * * * * (7) The PEMS passes the verification of this paragraph (b) if an y one of the following are true for each constituent: * * * * * **Subpart K**

**— [Amended]**  327. Section 1065.1001 is amended as follows: a. By removing the definition for “C 1 equivalent (or basis)”. b. By adding a definition for “C 1 - equivalent (or basis)”. c. By remov ing the definition for “Engine”. d. By revising the definitions for “HEPA filter”, “Hydrocarbon (HC)”, “Oxygenated fuels”, and “Precision”. e. By adding a definition for “Purified air”.Page 832 of 961

**§ 10 65.1001 Definitions.**  * * * * * C 1 - equivalent (or basis) means a c onvention of expressing HC concentrations based on the total number of carbon atoms present, such that the C 1 equivalent of a molar HC concentration equals the molar concentration multiplied by the mean number of carbon atoms in each HC molecule. For example, the C 1 equivalent of 10 mol/mol of propane (C 3 H 8 ) is 30 mol/mol. C 1 equivalent molar values may be denoted as “ppmC” in the standard

- setting part. Molar mass may also be expressed on a C 1 basis. Note that calculating HC masses from molar concentr ations and molar masses is only valid where they are each expressed on the same carbon basis. * * * * * HEPA filter means high

- efficiency particulate air filters that are rated to achieve a minimum initial particle

- removal efficiency of 99.97 % using ASTM F1471 (incorporated b y reference in § 10 65.1010). * * * * * Hydrocarbon (HC) means THC, THCE, NMHC, NMOG, or NMHCE, as applicable. Hydrocarbon generall y means the h ydrocarbon group on which the emission standards are based for each type of fuel and engi ne. * * * * * Ox ygenated fuels means fuels composed of at least 25 % oxygen - containing compounds, such as ethanol or methanol. Testing engines that use ox ygenated fuels generall y requires the use of the sampling methods in subpart Iof this part. Howeve r, yo u should read the standard

- setting part and subpart I of this part to determine appropriate sampling methods. * * * * * Precision means two times the standard deviation of a set of measured values of a single zero or reference quantity . See also the related definitions of noise and repeatability in this section. * * * * * Purified air means air meeting the specifications for purified air in § 10 65.750. Purified air may

be produced by

purifying ambient air. The purification may occur at the test si te or at another location (such as at a gas supplier’s facility). Alternatively , purified air may be s ynthetically generated, using good engineering judgment, from purified oxygen and nitrogen. The addition of other elements normally present in purified ambient air (such as Ar) is not required. * * * * * 328. Section 1065.1005 is revised to read as follows: **§ 10 65.1005 Symbols, abbreviations, acronyms, and units of measure.**  The procedures in this part generally follow the International Sy stem of Units (SI), a s detailed in NI ST Special Publication 811, which we incorporate by reference in § 10 65.1010. See § 10 65.20 for specific provisions related to these conventions. This section summarizes the way we use sy

mbols, units of measure, and other abbreviations. ( a) Sy mbols for quantities

. This part uses the following s ymbols and units of measure for various quantities: Symbol Quantity Unit Unit symbol Units in terms of SI base unitsPage 833 of 961  atomic hydrogen

- to
- carbon ratio mole per mole mol/mol 1 A area square meter m2 m2 a 0 intercept of least squares regression a 1 slope of least squares regression a g acceleration of Earth’s gravity meter per square second m/s 2 m/s 2  ratio of diameters meter per meter m/m 1  atomic oxygen

- to
- car bon ratio mole per mole mol/mol 1 C# number of carbon atoms in a molecule C d discharge coefficient Cf flow coefficient δ atomic nitrogen

- to
- carbon ratio mole per mole mol/mol 1 d Diameter meter m m DR dilution ratio mole per mole mol/mol 1
 error between a quantity and its

reference
e brake

- specific emission or fuel

consumption gram per kilowatt hour g/(kW ∙hr) g ∙3.6 - 1 ∙10 6 ∙m- 2 ∙kg∙s 2 F F

- test statistic f frequency hertz Hz s - 1 f n angular speed (shaft) revolutions per minute r/min 2 ∙ π ∙60 - 1 ∙m·m- 1 ·s - 1
 ratio of specific heats (joule per kilogram kelvin) per (joule per kilogram kelvin) (J/(kg ∙K))/(J/(kg∙K)) 1  atomic sulfur

- to
- carbon ratio mole per mole mol/mol 1 K correction factor 1 K v calibration coefficient m 4 ∙s∙K0.5 /kg m 4
∙ s ∙K0.5 ∙kg - 1 l length meter m m  viscosity, dynamic pascal second Pa ∙s m- 1 ∙kg∙s - 1 M molar mass 1 gram per mole g/mol 10 - 3 ∙kg∙mol - 1 m mass kilogram kg kg m  mass rate kilogram per second kg/s kg ∙s - 1
 viscosity , kinematic meter squared per second m2 /s m2 ∙s - 1 N total number in series n amount of substance mole mol mol n  amount of substance rate mole per second mol/s mol ∙s - 1 P power kilowatt kW 10 3 ∙m2 ∙kg∙s - 3 PF pe netration fraction p pressure pascal Pa m- 1 ∙kg∙s - 2  mass density kilogram per cubic meter kg/m3 kg ∙m- 3  p differential static pressure pascal Pa m - 1 ∙kg∙s - 2 r ratio of pressures pascal per pascal Pa/Pa 1 r 2 coefficient of determination Ra aver age surface roughness micrometer m 10 - 6 m Re # Reynolds number RF response factor RH relative humidity  non - biased standard deviation S Sutherland constant kelvin K K SEE standard estimate of error T absolute temperature kelvin K K T Celsius temperature degree Celsius ° C K

- 273.15 T torque (moment of force) newton meter N ∙m m2 ∙kg∙s - 2  plane angle degrees ° rad t time second s s  t time interval, period, 1/frequency second s sPage 834 of 961 V volume cubic meter m3 m3 V  volume rate cubic meter per second m3 /s m3 ∙s - 1 W work kilowatt hour kW ∙hr 3.6 ∙10 - 6 ∙m2 ∙kg∙s - 2 w c carbon mass fraction gram per gram g/g 1 x amount of substance mole fraction 2 mole per mole mol/mol 1 x flow

- weighted mean concentration mole per mole mol/mol 1 y generic variable Z compressibility factor 1 See paragraph (f)(2) of this section for the values to use for molar masses. Note that in the cases of NO x and HC, the regulations specify effective molar masses based on assumed speciation rather than actual speciation. 2 Note that mole fractions for THC, THCE, NMHC, NMHCE, and NOTHC are expressed on a C 1 equivalent basis. (b) Sy mbols for chemical species . This part uses the fol lowing s ymbols for chemical species and exhaust constituents: Symbol Species Ar argon C carbon CH 2 O formaldehyde CH 3 OH methanol CH 4 m ethane C 2 H 4 O acetaldehyde C 2 H 5 OH ethanol C 2 H 6 ethane C 3 H 7 OH propanol C 3 H 8 propane C 4 H 10 butane C 5 H 12 pentane CO carbon monoxide CO 2 carbon dioxide H atomic hydrogen H 2 molecular hydrogen H 2 O water H 2 SO 4 sulfuric acid HC hydrocarbon He helium 85 Kr krypton 85 N 2 molecular nitrogen NH 3 ammonia NMHC nonmethane hydrocarbon NMHCE nonmethane hydrocarbon equivalent NO nitric oxide NO 2 nitrogen dioxide NO x oxides of nitrogen N 2 O nitrous oxide NMOG nonmethane organic gases NONMHC non - oxygenated nonmethane hydrocarbon NOTHC non - oxygenated total hydrocarbon O 2 molecular oxygen OHC oxygenated hydrocarbon 210 Po polonium 210 PM particulate matter S sulfur SVOC semi

- volatile organic compound THC total hydrocarbon THCE total hydrocarbon equ ivalent ZrO 2 zirconium dioxidePage 835 of 961

(c) Prefixes . This part uses the following prefixes to define a quantity: Symbol Quantity Value  micro 10 - 6 m milli 10 - 3 c centi 10 - 2 k kilo 10 3 M mega 10 6 (d) Superscripts . This part uses the following superscripts to define a quantity : Superscript Quantity overbar (such as y ) arithmetic mean overdot (such as y

 ) quantity per unit time (e) Subscripts . This part uses the following subscripts to define a quanti ty :

Subscript Quantity abs absolute quantity act actual condition air air, dry am b am

bient atmos atmospheric bkgnd background cal calibration quantity CFV critical flow venturi comb combined composite composite value cor corrected quantity dil dilution air dew dewpoint dexh diluted exhaust dry dry condition dutycycle duty cycle exh raw exhaust exp expected quantity fn feedback speed frict friction fuel fuel consumption hi,idle condition at high

- idle i an individual of a series idle c ondition at idle in quantity in init initial quantity, typically before an emission test int intake air j an individual of a series mapped conditions over which an engine can operate
max the maximum (i.e., peak) value expected at the standard over a

test interval; not the maximum of an instrument range meas measured quantity media PM sample media mi x mi xture of diluted exhaust and air norm normalized out quantity out P power part partial quantity PD P positive

- displacement pump post after the test interval pre before the test intervalPage 836 of 961 prod stoichiometric product record record rate ref reference quantity rev revolution sat saturated condition s slip span span quantity SSV subsonic venturi std standard condition stroke engine strokes p er power stroke T torque test test quantity test,alt alternate test quantity uncor uncorrected quantity vac vacuum side of the sampling system weight calibration weight zero zero quantity (f) Constants . (1) This part uses the following constants for the composition of dry air: Symbol Quantity mol/mol xArair amount of argon in dry air 0.00934 x CO2air amount of carbon dioxide in dry air 0.000375 x N2ai r amount of nitrogen in dry air 0.78084 x O2ai r amount of oxygen in dry air 0.209445 (2) This part uses the following molar masses or effective molar masses of chemical species: Symbol Quantity g/mol (10 - 3 ·kg·mol - 1 ) M ai r molar mass of dry air 1 28.96559 M Ar molar mass of argon 39.948 M C molar mass of carbon 12.0107 M CH3OH molar mass of methanol 32.04186 M C2H5OH molar mass of ethanol 46.06844 M C2H4O molar mass of acetaldehyde 44.05256 M C3H8 molar mass of propane 44.09562 M C3H7OH molar mass of propanol 60.09502 M CO molar mass of carbon monoxide 28.0101 M CH4 molar mass of methane 16.0425 M CO2 molar mass of carbon dioxide 44.0095 M H molar mass of atomic hydrogen 1.00794 M H2 molar mass of molecular hydrogen 2.01588 M H2O molar mass of water 18.01528 M CH2O molar mass of formaldehyde 30.02598 M He molar mass of helium 4.002602 M N molar mass of atomic nitrogen 14.0067 M N2 molar mass of molecular nitrogen 28.0134 M NH3 molar mass of ammonia 17.03052 M NMHC effective C 1 molar mass of nonmethane hydrocarbon 2 13.875389 M NMHCE effective C 1 molar mass of nonmethane hydrocarbon equivalent2 13.875389 M NOx effective molar mass of oxides of nitrogen 3 46.0055 M N2O molar mass of nitrous oxide 44.0128 M O molar mass of atomic oxygen 15.9994 M O2 molar mass of molecular oxygen 31.9988 M S molar mass of sulfur 32.065 M THC effective C 1 molar mass of total hydrocarbon 2 13.875389Page 837 of 961 M THCE effective C 1 molar mass of total hydrocarbon equivalent2 13.875389 1 See paragraph (f)(1) of this section for the composition of dry air. 2 The effective molar masses of THC, THCE, NMHC, and NMHCE are defined on a C 1 basis and are based on an atomic hydrogen

- to
- carbon ratio,  , of 1.85 (with β, γ, and δ equal to zero). 3 The effective molar mass of NO x is defined by the molar mass of nitrogen dioxide, NO 2 . (3) This part uses the following molar gas constant for ideal gases:

Symb ol Quantity J/(mol ∙K) (m2 ∙kg∙s - 2 ∙mol - 1 ∙K- 1 ) R molar gas constant 8.314472 (4) This part uses the following ratios of specific heats for dilution air and diluted exhaust: Symbol Quantity [J/(kg ∙K)]/[J/(kg∙K)]

 air ratio of specific heats for intake ai r

or dilution air 1.399  dil ratio of specific heats for diluted

exhaust 1.399  exh ratio of specific heats for raw

exhaust 1.385 (g) Other acron ym s and abbreviations . This part uses the following additional abbreviations and acron yms:

ABS acrylonitrile

- butadiene

- styrene AS TM American Society for Testing and Materials BMD bag mini

- diluter BSFC brake

- specific fuel consumption CARB California Ai r Resources Board CFR Code of Federal Regulations CFV critical

- flow venturi CI compression

- ignition CITT Curb Idle Transmission Torque CLD chemiluminescent detector CVS constant
- volume sampler DF deterioration factor ECM electronic control module EFC electronic flow control e.g. for example EGR exhaust gas recirculation EPA Environmental Protection Agency FEL Family Emission Limit FID flame

- ionization detector FTIR Fourier transform infrared GC gas chromatograph GC

- ECD gas chromatograph wi th an electron

- capture detector GC

- FID gas chromatograph with a flame ionization detector HEPA high

- efficiency particulate air IBP initial boiling point IBR incorporated by reference i.e. in other words ISO International Organization for Standardizat ion LP G liquefied petroleum gas MPD magnetopneumatic detection NDIR nondispersive infrared NDUV nondispersive ultraviolet NIST National Institute for Standards and TechnologyPage 838 of 961 NMC nonmethane cutter PD P positive

- displacement pump PE MS portable emissi on measurement system PFD partial

- flow dilution PL OT porous layer open tubular PMD paramagnetic detection PMP Polymethylpentene pt. a single point at the mean value expected at the standard. psi pounds per square inch PT FE polytetrafluoroethylene (c ommonly known as TeflonTM) RE rounding error RESS rechargeable energy storage system RFPF response factor penetration fraction RMC ramped

- modal cycle rms root
- mean square RTD resistive temperature detector SAW surface acoustic wave SEE standard esti mate of error SSV subsonic venturi SI spark

- ignition THC

- FID total hydrocarbon flame ionization detector TINV inverse student t- test function in Microsoft Excel UCL upper confidence limit UFM ultrasonic flow meter U.S.C. United States Code 329. Section 1065.1010 is revised to read as follows: **§ 10 65.1010**  **Incorporation by reference .**  (a) Certain material is incorporated b y reference into this part with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that speci fied in this section, a document must be published in the **Federal Register** and the material must be available to the public. All approved materials are available for inspection at the Air and Radiation Docket and Information Center (Air Docket) in the EPA Docket Center (EPA/ DC) at Rm. 3334, EPA West Bldg., 1301 Constitution Ave. NW., Washington, DC. The EPA/DC Public Reading Room hours of operation are 8:30 a.m. to 4:30 p.m., Monday through Friday , excluding legal holiday s. The telephone number of the EP A/DC Public Reading Room is (202) 566

– 1744, and the telephone number for the Air Docket is (202) 566

– 1742. These approved materials are also available for inspection at the National Archives and Records Administration (NARA). For information on the avail ability of this material at NARA, call (202) 741

– 6030 or go to http:// www.archives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html . In addition, these materials are available from the sources listed below. (b ) ASTM material

. The following standards are available from ASTM International, 100 Barr Harbor Dr., P.O. Box C700, West Conshohocken, PA 19428

–2959, (877) 909

– ASTM, or http://www.astm.org : (1) ASTM D86

- 12, Standard Test Method for Distillation of Petroleum Products at Atmospheric Pressure, approved December 1, 2012, IBR approved for § § 10 65.703 (b) and 1065.710 (b) and (c). (2) ASTM D93

- 13 , Standard Test Methods for Flash Point by Pensky

- Martens Closed Cu p Tester, approved July

15, 2013, IBR approved for § 10 65.703 (b).Page 839 of 961

(3) ASTM D130

- 12, Standard Test Method for Corrosiveness to Copper from Petroleum Products by

Copper Strip Test , approved November 1, 2012, IBR approved for § 10 65.710 (b). (4) ASTM D381

- 12 , Standard Test Method for Gum Content in Fuels by Jet Evaporation, approved April 15, 2012, IBR approved for § 10 65.710 (b)

. (5) ASTM D445

- 12, Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dy namic Visc osity), approved April 15, 2012, IBR approved for § 10 65.703 (b). (6) ASTM D525

- 12a, Standard Test Method for Oxidation Stability of Gasoline (Induction Period Method) , approved September 1, 2012, IBR approved for § 10 65.710 (b)

. (7) ASTM D613

- 13 , Stan dard Test Method for Cetane Number of Diesel Fuel Oil, approved December 1, 2013, IBR approved for § 10 65.703 (b). (8) ASTM D910

- 13a , Standard Specification for Aviation Gasolines, approved December 1, 2013, IBR approved for § 10 65.701 (f). (9) ASTM D97 5

- 13a , Standard Specification for Diesel Fuel Oils, approved December 1, 2013, IBR approved for § 10 65.701 (f). (10) ASTM D1267

- 12, Standard Test Method for Gage Vapor Pressure of Liquefied Petroleum (LP) Gases (LP

- Gas Method), approved November 1, 201 2, IB R approved for § 10 65.720 (a). (11) ASTM D1319

- 13, Standard Test Method for Hydrocarbon Ty pes in Liquid Petroleum Products by

Fluorescent Indicator Adsorption, approved May 1, 2013, IBR approved for § 10 65.710 (c). (12) ASTM D1655

- 13a , Standard Sp ecification for Aviation Turbine Fuels, approved December 1, 2013, IBR approved for § 10 65.701 (f). (13) ASTM D1837

- 11, Standard Test Method for Volatility of Liquefied Petroleum (LP) Gases, approved October 1, 2011, IBR approved for § 10 65.720 (a). (14) ASTM D1838

- 12a, Standard Test Method for Copper Strip Corrosion by L iquefied Petroleum (LP) Gases, approved December 1, 2012, IBR approved for § 10 65.720 (a). (15) ASTM D1945

- 03 (Reapproved 2010), Standard Test Method for Analy sis of Natural Gas b y Gas C hromatography , approved January 1, 2010, IBR approved for § 10 65.715 (a). (16) ASTM D2158

- 11, Standard Test Method for Residues in L iquefied Petroleum (LP) Gases, approved January

1, 2011, IBR approved for § 10 65.720 (a). (17) ASTM D2163

- 07, Standard Tes t Method for Determination of Hydrocarbons in Liquefied Petroleum (LP) Gases and Propane/Propene Mixtures by Gas Chromatograph y, approved December 1, 2007, IBR approved for §1065.720 (a). (18) ASTM D2598

- 12, Standard Practice for Ca lculation of Certain Phy sical Properties of L iquefied Petroleum (LP) Gases from Compositional Analy sis, approved November 1, 2012, IBR approved for § 10 65.720 (a). (19) ASTM D2622

- 10, Standard Test Method for Sulfur in Petroleum Products by Wavelength Dis persive X

- ray Fluorescence Spectrometry , approved February 15, 2010, IBR approved for § § 10 65.703 (b) and 1065.710 (b) and (c). (20) ASTM D2699

- 13b , Standard Test Method for Research Octane Number of Spark

Ignition Engine Fuel, approved October 1, 20 13, IBR approved for § 10 65.710 (b).Page 840 of 961

(21) ASTM D2700

- 13b , Standard Test Method for Motor Octane Number of Spark

Ignition Engine Fuel, approved October 1, 2013, IBR approved for § 10 65.710 (b). (22) ASTM D2713

- 13, Standard Test Method for Dry ness of Pro pane (Valve Freeze Method), approved October 1, 2013, IBR approved for § 10 65.720 (a). (23) ASTM D2784

- 11, Standard Test Method for Sulfur in L iquefied Petroleum Gases (Ox y - Hydrogen Burner or Lamp), approved January 1, 2011, IBR approved for § 10 65.720 (a). (24) ASTM D2880

- 13b , Standard Specification for Gas Turbine Fuel Oils, approved November 15, 2013, IBR approved for § 10 65.701 (f). (25) ASTM D2986

- 95a (Reapproved 1999 ), Standard Practice for Evaluation of Air Assay Media by

the Mo nodisperse DOP (DioctylPhthalate) Smoke Test, approved September 10, 1995, IBRapproved for § 10 65.170 (c). (Note: This standard was withdrawn by

ASTM

. ) (26) ASTM D3231

- 13 , Standard Test Method for Phosphorus in Gasoline, approved June 15, 2013, I BR approved for § 10 65.710 (b) and (c). (27) ASTM D3237

- 12, Standard Test Method for Lead in Gasoline By Atomic Absorption Spectroscop y, approved June 1, 2012, IBR approved for § 10 65.710 (b) and (c). (28) ASTM D4052

- 11, Standard Test Method for Density , Relative Density , and API Gravity of Liquids by

Digital Density Meter, approved October 15, 2011, IBR approved for § 10 65.703 (b). (29) ASTM D4629

- 12, Standard Test Method for Trace Nitrogen in Liquid Petroleum Hydrocarbons by

Sy ringe/Inlet Oxidative Combustion and Chemiluminescence Detection, approved April 15, 2012, IBR approved for § 10 65.655 (d). (30) ASTM D4814

- 13b , Standard Specification for Automotive Spark

- Ignition Engine Fuel, approved December 1, 2013, IBR approved for § 10 65.701 (f). (3 1) ASTM D4815

- 13 , Standard Test Method for Determination of MTBE, ETBE, TAME, DIPE, tertiary

- Amyl Alcohol and C 1 to C 4 Alcohols in Gasoline by Gas Chromatograph y, approved October 1, 2013, IBR approved for § 10 65.710 (b). (32) ASTM D5186

- 03 (Reapproved 2009), Standard Test Method for Determination of the Aromatic Content and Poly nuclear Aromatic Content of Diesel Fuels and Aviation Turbine Fuels By

Supercritical Fluid Chromatography , approved April 15, 2009, IBR approved for § 10 65.703 (b). (33) ASTM D5 191

- 13 , Standard Test Method for Vapor Pressure of Petroleum Products (Mini Method), approved December 1, 2013, IBR approved for § 10 65.710 (b) and (c). (34) ASTM D5291

- 10, Standard Test Method for Instrumental Determination of Carbon, Hydrogen, and Ni trogen in Petroleum Products and Lubricants, approved May 1, 2010, IBR approved for § 10 65.655 (d). (35) ASTM D5453

- 12, Standard Test Method for Determination of Total Sulfur in L ight Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel, and Engin e Oil by Ultraviolet Fluorescence, approved November 1, 2012, IBR approved for § 10 65.710 (b)

. (36) ASTM D5599

- 00 (Reapproved 2010), Standard Test Method for Determination of Ox ygenates in Gasoline by Gas Chromatograph y and Ox ygen Selective Flame Ionizati on Detection, approved October 1, 2010, IBR approved for § § 10 65.655 (d) and 1065.710 (b)

.Page 841 of 961

(37) ASTM D5762

- 12 Standard Test Method for Nitrogen in Petroleum and Petroleum Products by

Boat

- Inlet Chemiluminescence, approved April 15, 2012, IBR approved for § 10 65.655 (d). (38) ASTM D5769

- 10, Standard Test Method for Determination of Benzene, Toluene, and Total Aromatics in Finished Gasolines by Gas Chromatography

/Mass Spectrometry , approved May

1, 2010, IBR approved for § 10 65.710 (b)

. (39) ASTM D5797

- 13 , Standard Specification for Fuel Methanol (M70

- M85) for Automotive Spark

- Ignition Engines, approved June 15, 2013, IBR approved for § 10 65.701 (f). (40) ASTM D5798

- 13a , Standard Specification for Ethanol Fuel Blends for Flexible Fuel Automotive Spark

- Ignition Engines, approved June 15, 2013, IBR approved for § 10 65.701 (f). (41) ASTM D6550

- 10, Standard Test Method for Determination of Olefin Content of Gasolines by

Supercritical

- Fluid Chromatograph y , approved October 1, 2010, IBR appro ved for § 10 65.710 (b)

. (42) ASTM D6615

- 11a, Standard Specification for Jet B Wide

- Cut Aviation Turbine Fuel, approved October 1, 2011, IBR approved for § 10 65.701 (f). (43) ASTM D6751

- 12, Standard Specification for Biodiesel Fuel Blend Stock (B100) for Middle Distillate Fuels, approved August 1, 2012, IBR approved for § 10 65.701 (f). (44) ASTM D6985

- 04a , Standard Specification for Middle Distillate Fuel Oil

—Military Marine Applications, approved November 1, 2004, IBR approved for § 10 65.701 (f). (Note: This standard was withdrawn by ASTM

. ) (45) ASTM D7039

- 13 , Standard Test Method for Sulfur in Gasoline , Diesel Fuel , Jet Fuel, Kerosine, Biodiesel, Biodiesel Blends, and Gasoline

- Ethanol Blends by Monochromatic Wavelength Disper sive X

- ray Fluorescence Spectrometry , approved September 15, 2013, IBRapproved for § 10 65.710 (b)

. (46) ASTM F1471

- 09, Standard Test Method for Air Cleaning Performance of a High

Efficiency

Particulate Air Filter S ys tem, approved March 1, 2009, IBR approved for § 10 65.1001. ( c ) California Air Resources Board material

. The following documents are available from the California Air Resources Board, Haagen

- Smit L aboratory , 9528 Telstar Ave., El Monte, CA 91731

–290 8, (800) 242

–4450, or http://www.arb.ca.gov : (1) California Non

- Methane Organic Gas Test Procedures, Amended July 30, 2002, Mobile Source Division, California Air Resources Board, IBR approved for § 10 65.805 (f). (2) [Reserved] ( d) Insti tute of Petroleum material

. The following documents are available from the Energy Institute, 61 New Cavendish St., L ondon, W1G 7AR, UK, or by calling +44

– (0)20

– 7467

– 7100, or at http://www.energyinst.org : (1) IP 470, 2005, Determination of aluminum, silicon, vanadium, nickel, iron, calcium, zinc, and sodium in residual fuels b y atomic absorption spectrometry, IBR approved for § 10 65.705 (b). (2) IP 500, 2003, Determination of the phosphorus content of residual fue ls by ultra

violet spectrometry , IBR approved for § 10 65.705 (b).Page 842 of 961

(3) IP 501, 2005, Determination of aluminum, silicon, vanadium, nickel, iron, sodium, calcium, zinc and phosphorus in residual fuel oil by ashing, fusion and inductively coupled plasma emiss ion spectrometry , IBR approved for § 10 65.705 (b). ( e ) ISO material

. The following standards are available from the International Organization for Standardization, 1, ch. de la Voie

- Creuse, CP 56, CH

– 1211 Geneva 20, Switzerland, 41

–22

– 749

– 01

– 11, or http://www.iso.org : (1) ISO 2719:2002, Determination of flash point

—Pensky

- Martens closed cup method, IBR approved for § 10 65.705 (c). (2) ISO 3016:1994, Petroleum products

—Determination of pour point, IBR approved for § 10 65.705 (c). (3) ISO 3104:1994/Cor 1:1997, Petroleum products

—Transparent and opaque liquids

— Determination of kinematic viscosity and calculation of dy

namic viscosity , IBR approved for § 10 65.705 (c). (4) ISO 3675:1998, Crude petroleum and liquid petroleum products

— Laboratory determination of density

— Hydrometer method, IBR approved for § 10 65.705 (c). (5) ISO 3733:1999, Petroleum products and bituminous materials

— Determination of water

—Distillation method, IBR approved for § 10 65.7 05 (c). (6) ISO 6245:2001, Petroleum products

—Determination of ash, IBR approved for § 10 65.705 (c). (7) ISO 8217:2012, Petroleum products

—Fuels (class F)

— Specifications of marine fuels, Fifth edition, revised August 15, 2012, IBR approved for § 10 65.705 (b) and (c). (8) ISO 8754:2003, Petroleum products

—Determination of sulfur content

—Energy

dispersive X

- ray

Fluorescence spectrometry , IBR approved for § 10 65.705 (c). (9) ISO 10307

–2 (E): 2009 , Petroleum products

—Total sediment in residual fuel o ils

— Part 2: Determination using standard procedures for ageing, Second Ed., February 1, 2009, as modified by

I SO 10307

- 2:2009/Cor.1:2010(E), Technical Corrigendum 1, published May

15, 2010, IBR approved for § 10 65.705 (c). (10) ISO 10370:1993/Cor 1:1996, P etroleum products

—Determination of carbon residue

—Micro method, IBR approved for § 10 65.705 (c). (11) ISO 10478:1994, Petroleum products

—Determination of aluminium and silicon in fuel oils

—In ductively

coupled plasma emission and atomic absorption spectrosc opy methods, IBR approved for § 10 65.705 (c). (12) ISO 12185:1996/Cor 1:2001, Crude petroleum and petroleum products

— Determination of density

—Oscillating U

- tube method, IBR approved for § 10 65.705 (c). (13) ISO 14596:2007, Petroleum products

—Determination of sulfur content

— Wavelength

- dispersive X

- ray fluorescence spectrometry , I BR approved for § 10 65.705 (c). (14) ISO 14597:1997, Petroleum products

—Determination of vanadium and nickel content

—Wavelength dispersive X

- ray fluorescence spectrometry , IBR approv ed for § 10 65.705 (c). (15) ISO 14644

– 1:1999, Cleanrooms and associated controlled environments, IBR approved for § 10 65.190 (b). ( f ) NIST material

. The following documents are available from National Institut e of Standards and Technology , 100 Bureau Drive, Stop 1070, Gaithersburg, MD 20899

- 1070 , (301) 975

- 6478, or www.nist.gov :Page 843 of 961

(1) NIST Special Publication 811, 2008 Edition, Guide for the Use of the International Sy stem of Units (SI ), March 2008, IBR approved for § § 10 65.20 (a) and 1065.1005. (2) NIST Technical Note 1297, 1994 Edition, Guidelines for Evaluating and Expressing the Uncertainty

of NIST Measurement Results, Barry N. Taylor and Chris E. Kuyatt, IBR approved for § 10 65.1001

. ( g ) SAE International material

. The following standards are available from SAE International, 400 Commonwealth Dr., Warrendale, PA 15096

– 0001, (724) 776

–4841, or http://www.sae.org : (1) SAE 770141, 1977, Optimization of Flame I onization Detector for Determination of Hydrocarbon in Diluted Automotive Exhausts, Glenn D. Reschke, IBR approved for § 10 65.360 (c). (2) SAE J1151, Methane Measurement Using Gas Chromat ograph y, stabilized September 2011, IBR approved for §§ 1065.267 (b) and 1065.750 (a)

. 330. A new subpart L consisting of § 1065.1101 through § 1065.1111 is added to part 1065 to read as follows: **Subpart L**

**— METHODS FOR UNREGULA**  **TED AND SPECIAL POLL UTANTS**  Sec. 1065.1101 Applicability

. S EMI - V OLATILE O RGANIC C OMPOUNDS 1065.1103 General provisions for SVOC measurement. 1065.1105 Sampling sy stem design. 1065.1107 Sample media and sample s ys tem preparation; sampler assembly

. 1065.1109 Post

- test sampler disassemb ly and sample extraction. 1065.1111 Sample anal ysis. **Subpart L**

**— METHODS FOR UNREGULA**  **TED AND SPECIAL POLL UTANTS**  **§ 10 65.1101 Applicability.**  This subpart specifies procedures that may be used to measure emission constituents that are not measured (or not sep arately measured) by

the test procedures in the other subparts of this part. These procedures are included to facilitate consistent measurement of unregulated pollutants for purposes other than compliance with emission standards. Unless otherwi se specified in the standard

- setting part, use of these procedures is optional and does not replace an y requirements in the rest of this part. S EMI - V OLATILE O RGANIC C OMPOUNDS **§ 10 65.1103 General provisions for SVOC measurement.**  The provisions of § § 10 65 .1103 through 1065.1111 specify procedures for measuring semi

- volatile organic compounds (SVOC) along with PM. These sections specify how to collect a sample of the SVOCs during exhaust emission testing , as well as how to use wet chemistry techniques to extract SVOCs from the sample media for anal ys is. Note that the precise method you use will depend on the category of SVOCs being measured. For example, the method used to measure pol ynuclear aromatic h ydroc arbons (PAHs) willPage 844 of 961

differ slightly

from the method used to measure dioxins. Follow standard analytic chemistry methods for any

aspects of the anal ys is that are not specified. (a) Laboratory

cleanliness is especially

important throughout SVOC testing. Thoroughl y clean all sampling s ys tem components and glassware before testing to avoid sample contamination. For the purposes of this subpart, the sampling s ys tem is defined as sample pathway

from the sample probe inlet to the downstream most point where the sample is captured (in this case the condensate trap). (b) We recommend that media blanks be analyzed for each batch of sample media (sorbent, filters, etc.) prepared for testing. Blank sorbent modules (i.e., field blanks) should be stored in a sealed environment and should periodically accompany

the test sampling s ys tem throughout the course of a test, including sampling s ys tem and sorbent module disassembly , sample packaging, and storage. Use good engineering judgment to determine the frequency with which you should generate field blanks. The field blank sample should be close to the sampler during testing

. (c) We recommend the use of isotope dilution techniques, including the use of isotopically

labeled surrogate, internal, alternate, and injection standards. (d) If your target anal yt es degrade when exposed to ultraviolet radiation , such as nitropoly nuclear aromatic hydrocarbons (nPAHs ), perform these procedures in the dark or with ultraviolet filters installed over the lights. (e ) The following definitions and abbrevi ations apply for SVOC measurements: (1) Soxhlet extraction means the extraction method invented by Franz von Soxhlet, in which the sample is placed in a thimble and rinsed repeatedly with a recycle of the extraction solvent. (2) XAD

- 2 means a hydrophobic crosslinked polysty rene copol ym er resin adsorbent known commerciall y as Amberlite ® XAD ®

- 2, or an equivalent adsorbent like XAD

- 4. (3) Semi

- volatile organic compound (SVOC) means an organic compound that is sufficiently

volatile to exist in vapo r form in engine exhaust, but that readily condenses to liquid or solid form under atmospheric conditions. Most SVOCs have at least 14 carbon atoms per molecule or they have a boiling point between ( 240 and 400 ) °C. SVOCs include dioxin, quinone, and n itro

- PAH compounds. They may be a natural by

product of combustion or they

may be created post

- combustion. Note that SVOCs may be included in measured values of hy drocarbons and/or PM using the procedures specified in this part
. (4) Kuderna

-Danish concentrator means laboratory glassware known by

this name that consists of an air

- cooled condenser on top of an extraction bulb. (5) Dean

- Stark trap me ans laboratory glassware known by

this name that uses a reflux condenser to collect water from samples extracted under reflux. (6) PUF means poly

urethane foam. (7) Isotopically labeled means relating to a compound in which either all the hydrogen atoms are replaced with the atomic isotope hydrogen

- 2 (deuterium) or one of the carbon atoms at a defined position in the molecule is replaced with the atomic isotope carbon

- 13. **§ 10 65.1105 Sampling system design.**  (a) General . We recommend that you design your SVOC batch sampler to extract sample from undiluted emissions to maximize the sampled SVOC quantity

. To the extent practical, adjust sampling times based on the emission rate of target anal yt es from thePage 845 of 96 1

engine to obtain anal yt e concentrations above the detection limit . In some instances you may need to run repeat test cycles without replacing the sample media or disassembling the batch sampler. (b) Sample probe, transfer lines, and sample media holder design and construction . The sampling s ys tem should consist of a sample probe, transfer line, PM filter holder, cooling coil, sorbent module, and condensate trap. Construct sample probes, transfer lines, and sample media holders that have inside surfaces of nickel, titanium or another nonreactive material capable of withstanding raw exhaust gas temperatures. Seal all joints in the hot zone of the sy stem with gaskets made of nonreactive material similar to that of the sampling s ys tem components. You may use teflon gaskets in the cold zone. We recommend locating all components as close to probes as practical to shorten sampling sy stem length and minimize the surface exposed to engine exhaust. (c) Sample s ys tem configuration . This paragraph (c) specifies the components necessary to collect SVOC samples, along with our recommended design parameters. Where you do not follow our recomm endations, use good engineering judgment to design your sampling s ys tem so it does not result in loss of SVOC during sampling. The sampling sy stem should contain the following components in series in the order listed: (1) Use a sample probe similar to the PM sample probe specified in subpart B of this part. (2) Use a PM filter holder similar to the holder specified in subpart B of this part, although you will likely need to use a larger size to accommodate the hi gh sample flow rates. We recommend using a 110 mm filter for testing spark ignition engines or engines that utilize exhaust aftertreatment for PM removal and a 293 mm filter for other engines

. If yo u are not anal yz ing separately for SVOCs in gas and particle phases, yo u do not have to control the temperature of the filter holder. Note that this differs from normal PM sampling procedures , which maintain the filter at a much lower temperature to c apture a significant fraction of exhaust SVOC on the filter. In this method , SVOCs that pass through the filter will be collected on the downstream sorbent module. If you are collecting SVOCs in gas and particle phases, control your filter face temperature according to § 10 65.140(e)(4). (3) Use good engineering judgment to design a cooling coil that will drop the sample temperature to approximately 5 °C. Note that downstream of the cooling coil, the sample will be a mixture of vapor phase h ydrocarbons in CO 2 , air , and a primaril y aqueous liquid phase. (4) Use a hydrophobic sorbent in a sealed sorbent module. Note that this sorbent module is intended to be the final stage for collecting the SVOC sample and should be sized accordingl y. We recommend sizing the module to hold 40 g of XAD

- 2 along with PUF plugs at either end of the module, noting that you may vary the mass of XAD used for testing based on the anticipated SVOC emission rate. (5) Include a condensate trap to separate the aqueous liquid phase from the gas stream. We recommend using a peristaltic pump to remove water from the condensate trap over the course of the test to prevent build

- up of the condensate. Note that for some tests it may be appropriate to collect this water for anal ys is. (d) Sampler flow control . For testing using the recommended fil ter and sorbent module sizes, we recommend targeting an average sample flow rate of 70 liters per minute to maximize SVOC collection. The sampler must be designed to maintain proportionalPage 846 of 961

sampling throughout the test. Verify proportional sampling after an emission test as described in § 10 65.545. (e) Water bath . Design the sample s ys tem with a water bath in which the cooling coil, sorbent module, and condensate trap will be submerged. Use a heat exchanger or ice to maintain the bath temp erature at (3 to 7) °C. **§ 10 65.1107 Sample media and sample system preparation;**  **sample system assembly.**  This section describes the appropriate ty pes of sample media and the cleaning procedure required to prepare the media and w etted sample surfaces for sampling. (a) Sample media . The sampling s ys tem uses two ty pes of sample media in series: the first to simultaneously

capture the PM and associated particle phase SVOCs, and a second to capture SVOCs that remain in the gas phase , as follows : (1) For capturing PM, we recommend using pure quartz filters with no binder. Select the filter diameter to minimize filter change intervals, accounting for the expected PM emission rate, sample flow rate, and number of repeat tests . Note that when repeating test cycles to increase sample mass, you may replace the filter without repla cing the sorbent or otherwise disassembling the batch sampler. In those cases , include all filters in the extraction. (2) For capturing gaseous SVOCs, utilize XAD

- 2 resin contained between two PUF plugs. (b) Sample media and sampler preparation

. Prepare pre

- cleaned PM filters and pre

cleaned PUF plugs /XAD

- 2 as needed. Store sample media in containers protected from light and ambient air if you do not use them immediately after cleanin g . (1) Pre

- clean the filters via Soxhlet extraction with methylene chloride for 24 hours and dry over dry nitrogen in a low

- temperature vacuum oven. (2) Pre

- clean PUF and XAD

- 2 with a series of Soxhlet extractions: 8 hours with water, 22 hours with me thanol, 22 hours with methylene chloride, and 22 hours with toluene , followed b y dryi ng with nitrogen. (3) Clean sampler components , including the probe, filter holder, condenser, sorbent module, and condensate collection vessel b y rinsing three times with methylene chloride and then three times with toluene. Prepare pre

- cleaned aluminum foil for capping the probe inlet of the sampler after the sampling s ys tem has been assembled. (c) Sorbent spiking . Use good engineering judgment to verify the extent to which your extraction methods recover SVOCs absorbed on the sample media. We recommend spiking the XAD

- 2 resin with a surrogate standard before testing with a carbon

- 13 or hydrogen

- 2 isotopicall y labeled standard for each of the class of anal yt es targeted for anal ys is. Perform this spiking as follows: (1) Insert the lower PUF plug into the bottom of the sorbent module. (2) Add half of one portion of XAD

- 2 resin to the module and spike the XAD

- 2 in the module with th e standard. (3) Wait 1 hour for the solvent from the standard(s) to evaporate , add the remaining 20 g of the XAD

- 2 resin to the module , and then insert a PUF plug in the top of the sorbent module

. (4) Cover the inlet and outlet of the sorbent module with pre

- cleaned aluminum foil. (d) Sampling s ys tem assembly

. After preparing the sample media and the sampler , assemble the condensate trap, cooling coil, filter holder with filter, sample probe , andPage 847 of 961

sorbent module , then lower the assembl y into the reservoir. Cover the probe inlet with pre - cleaned aluminum foil. **§ 10 65.1109 Post**  **- test sampler disassembly and sample extraction.**  This section describes the process for disassembling and rinsing the sampling s ys tem and extracting and cleaning up the sample

. (a) Sampling s ys tem disassembly . Disassemble the sampling s ys tem i n a clean environment as follows after the test : (1) Remove the PM filter, PUF plugs , and all the XAD

- 2 from the sampling s ys tem and place them into a Soxhlet extraction thimble. Store them at or below 37 °C until analy sis

. (2) Rinse sampling s ys tem wetted surfaces upstream of the condensate trap with acetone followed b y toluene (or a comparable solvent system), ensuring that all the solvent remaining in liquid phase is collected (note that a fraction of the acetone and toluene will likely be lost to evaporation during mixing ). Rinse with solvent volumes that are sufficient to cover all the surfaces exposed to the sample during testing. We recommend three fresh solvent rinses with acetone and two with toluene. We recommend rinse volumes of 60 ml per rinse for all sampling sy stem components except the condenser coil, of which you should use 200 ml per rinse. Keep the acetone rinsate separate f rom the toluene rinsate to the extent practicable. Rinsate fractions should be stored separatel y in glass bottles that have been pre

- rinsed with acetone, hexane, and toluene (or purchase pre - cleaned bottles ). (3) Use good engineering ju dgment to determine if you should analyze the aqueous condensate phase for SVOCs. I f you determine that anal ys is is necessary , use toluene to perform a liquid

- liquid extraction of the SVOCs from the collected aqueous condensate using a separatory funnel or an equivalent method . Add the toluene from this aqueous extraction to the toluene rinsate fraction described in paragraph (a)(2) of this section. (4) Reduce rinsate solvent volumes as needed using a Kuderna

- Danish concentrator or rotary evaporator and retain these rinse solvents for reuse during sample media extraction for the same test. Be careful to avoid loss of low molecular weight anal yt es when concentrating with rotary evaporation

. (b) Sample extraction . Extract the SVOCs from the sorbent using Soxhlet extraction as described in this paragraph (b). Two 16 hour extractions are necessary to accommodate the Soxhlet extractions of all SVOCs from a single sample

. This reduces the possibility of losing low molecular weight SVOCs and promotes water removal. We recommend performing the first extraction with acetone/hexane and the second using toluene (or an equi valent solvent sy stem). You may alternatively use an equivalent method such as an automated solvent extractor

. (1) We recommend equipping the Soxhlet extractor with a Dean

- Stark trap to facilitate removal of residual water from the sampling sy stem rinse. The Soxhlet apparatus must be large enough to allow extraction of the PUF, XAD

- 2, and filter in a single batch. In clude in the extractor setup a glass thimble with a coarse or extra coarse sintered glass bottom. Pre

- clean th e extractor using proper glass

- cleaning procedures. We recommend that the Soxhlet apparatus be cleaned with a ( 4 to 8 ) hour Soxhlet extraction with methylene chloride at a cycling rate of three cycles per hour. Discard the solvent used for pre - cleanin g (no anal ys is is necessary).Page 848 of 961

(2) Load the extractor thimble before placing it in the extractor b y first rolling the PM filter around the inner circumference of the thimble , with the sampled side facing in. Push one PUF plug down into the bottom of the th imble , add approximately half of the XAD

- 2 , and then spike the XAD

- 2 in the thimble with the isotopically labeled extraction standards of known mass. Target the center of the XAD

- 2 bed for delivering the extraction standard . We recommend using multiple isotopically labeled extraction standards that cover the range of target analy tes. This generall y means that you should use isotopically

labeled standards at least for the lowest and highest molecular weight anal yt es for each category of compounds (such as PAHs and dioxins). These extraction standards monitor the efficiency of the extraction and are also used to determine anal yt e concentrations after analy sis. Upon completion of spiking, add the remaining XAD

- 2 to the thimble , insert the remaining PUF plug , and place the thimble into the extractor. Note that if you are collecting and anal yz ing for SVOCs in gas and particle phases, perform separate extractions for the filter and XAD

- 2. (3) For the initia l extraction, combine the concentrated acetone rinses (from the sampling sy stem in paragraph (a) of this section) with enough hexane to bring the solvent volume up to the target level of 700 ml. Assemble the extractor and turn on the heating c ontrols and cooling water. Allow the sample to reflux for 16 hours with the rheostat adjusted to cycle the extraction at a rate of ( 3.0 ±0.5 ) cycles per hour. Drain the water from the Dean

- Stark trap as it accumulates by opening the stopcock on the trap. Set aside the water for anal ys is or discard it . In most cases, an y water present will be removed within approximately

2 hours after starting the extraction. (4) A fter completing the initial extraction, remove the solvent and concentrate it to ( 4.0 ±0.5 ) ml using a Kuderna

- Danish concentrator that includes a condenser such as a three

ball Snyder column with venting dimples and a graduated collection tube. Using this concentrator will minimize evaporative loss of analy tes with lower molecular weight

. (i) Rinse the round bottom flask of the extractor with ( 60 to 100 ) ml of hexane and add the rinsate to this concentrated extract. (ii) Concentrate the mixture to ( 4 ±0.5 ) ml using a Kuderna

- Danish concentrator or similar apparatus. (iii) Repeat the steps in paragraphs (b)(4)(i) and (ii) of this section three times , or as necessary to remove all the residual solvent from the round bottom flask of the extractor , concentrating the final rinsate to ( 4 ±0.5 ) ml. (5) For the second extraction, combine the toluene rinses (from the sampling s ys tem in paragraph (a) of this section) with any additional toluene needed t o bring the solvent volume up to the target level of 700 ml. As noted in paragraph (a) of this section, you may need to concentrate the rinsate before adding it to the extraction apparatus if the rinsate solvent volume is too large. Allow the sample to reflux for 16 hours with the rheostat adjusted to cycle the extraction at a rate of ( 3.0 ±0.5 ) cycles per hour. Check the Dean

- Stark trap for water during the first 2 hours of the extraction (though little or no water should be present during this stage). (6) Upon completion of the second extraction, remove the solvent and concentrate it to ( 4 ±0.5 ) ml as described in paragraph (b)(4) of this sec tion. Using hexane from paragraph (b)(4) of this section as the rinse solvent effectively performs a solvent exchange of toluene with hexane.Page 849 of 961

(7) Combine the concentrated extract from paragraph (b)(4) of this section with the concentrated extract from paragraph (b)(6) of this section. Divide the extract into a number of fractions based on the number of anal yses you need to perform . Perform the separate sample clean

- up described in paragraph (c) of this section as needed for each fraction. (c ) Sample clean

- up . This paragraph (c) describes how to perform sample cleaning to remove from the sample extract any solids and any

SVOCs that will not be ana ly zed. This process, known as “sample clean

- up”, reduces the potential for interference or co

elution of peaks during analy tical anal ys is. Before performing the sample clean

- up, spike the extract with an alternate standard that co ntains a known mass of isotopically labeled compounds that are identical to the target anal yt es (except for the labeling). The category of the t arget anal yt e compounds (such as PAHs or dioxin ) will determine the number of compounds that make up the standard. For example, PAHs require the use of four compounds in the alternate standard to cover the four basic ring structures of PAHs (2

- ring, 3

- ring, 4

- ring, and 5

- ring structures). These alternate standards are used to monitor the efficiency

of the clean

- up procedure. Before sample clean

- up, concentrate the fractionated sample to about 2 ml with a Kuderna

- Danish concentrator or rotary evaporat or, and then transfer the extract to an 8 ml test tube with hexane rinse. Concentrate it to a volume of about 1 ml using a Kuderna

- Danish concentrator. Use good engineering judgm ent to select an appropriate column chromatographic clean

- up option for your target anal yt es. Note that these clean

- up techniques generall y remove compounds based on their polarity . The following procedures are examples of clean

- up techniques for PAHs and nPAHs

. (1) PAH clean

- up . The following method is appropriate for clean

- up of extracts intended for anal ys is of PAHs: (i) Pack a glass gravity column (250 mm x 10 mm recommended) by inserting a clean glass wool plug into the bottom of the column and add 10 g of activated silica gel in methylene chloride. Tap the column to settle the silica gel and then add a 1 cm layer of anhydrous sodium sulfate. Verify the volume of solvent required to completely elute all the PAHs and adj ust the weight of the silica gel accordingl y to account for variations among batches of silica gel that may affect the elution volume of the various PAHs

. (ii) Elute the column with 40 ml of hexane. The rate for all elutions should be about 2 ml/min

. You may increase the elution rate by using dry air or nitrogen to maintain the headspace slightl y above atmospheric pressure . Discard the eluate just before exposing the sodium sul fate layer to the air or nitrogen and transfer the 1 ml sample extract onto the column using two additional 2 ml rinses of hexane

. Just before exposing the sodium sulfate layer to the air or nitrogen , beg in elution of the column with 25 ml of hexane followed b y 25 ml of 40 volume % methylene chloride in hexane. Collect the entire eluate and concentrate it to about 5 ml using the Kuderna

- Danish concentrator or a rotary evaporator. Make sure no t to evaporate all the solvent from the extract during the concentration process. Transfer the eluate to a small sample vial using a hexane rinse and concentrate it to 100 μl using a stream of nitrogen without violently dis turbing the solvent. Store the extracts in a refrigerator at or below 4 °C , and away from light

. (2) nPAH clean up . The following procedure, adapted from “Determination and Comparison of Nitrated

- Polycyclic Aromatic Hydro carbons Measured in Air and Diesel Particulate Reference Materials” (Bamford, H.A., et al , Chemosphere, Vol. 50, I ssue 5,Page 850 of 961

pages 575

– 587), is an appropriate method to clean up extracts intended for anal ys is of nPAHs: (i) Condition an aminopropyl solid pha se extraction (SPE) cartridge b y eluting it with 20 ml of 20 volume % methylene chloride in hexane . Transfer the extract quantitatively to the SPE cartridge with at least two methylene chloride rinses . Elute the extract through the SPE cartridge b y using 40 ml of 20 volume % methylene chloride in hexane to minimize potential interference of polar constituents , and then reduce the extract to 0.5 ml in hexane and subject it to normal

- phase liquid chromatograph y using a pre - pr epared 9.6 mm x 25 cm semi

- preparative Chromegabond ® amino/cyano column ( 5 μm particle size ) to isolate the nPAH fraction. The mobile phase is 20 volume % methylene chloride in hexane at a constant flow rate of 5 ml per minute. Back

- flash the column with 60 ml of methylene chloride and then condition it with 200 ml of 20 volume % methylene chloride in hexane before each injection . Collect the effluent and concentrate it to about 2 ml us ing the Kuderna

- Danish concentrator or a rotary evaporator. Transfer it to a minivial using a hexane rinse and concentrate it to 100 μl using a gentle stream of nitrogen. Store the extracts at or below 4 °C , and away from light

. (ii) [Reserved] **§ 10 65.1111 Sample analysis.**  This subpart does not specify chromatographic or anal yt ical methods to analy ze extracts, because the appropriateness of such methods is highl y dependent on the nature of the target anal yt es. However, we recommend that you spike the extract with an injection standard that contains a known mass of an isotopically labeled compound that is identical to one of the target anal ytes (except for labeling). This injection standard allows you to monitor the efficiency

of the anal yt ical process b y verifyi ng the volume of sample injected for anal ys is. 331. Part 1066 is revised to read as follows: **Part 1066**

**—**

**VEHICLE -**  **TESTING PROCEDURES Subpart A** 

**—**

**APPLICABILITY AND GE NERAL PROVISIONS**  Sec. 1066.1 Applicability

. 1066.2 Submitting information to EPA under this part. 1066.5 Overview of this part 1066 and its relationship to the standard

- setting part. 1066.10 Other procedures. 1066.15 Overview of test procedures. 1066.20 Units of measure and overview of calculations. 1066.25 Recordkeeping. **Subpart B**

**— EQUIPMENT, MEASUREM**  **ENT INSTRUMENTS, FUE L, AND**  **ANALYTICAL GAS SPECI FICATIONS**  1066.101 Overview. 1066.105 Ambient controls and vehicle cooling fans. 1066.110 Equipment specifications for emission sampling s ys tems. 1066.120 Measurement instruments.Page 851 of 961

1066.125 Data updatin g, recording, and control

. 1066.130 Measurement instrument calibrations and verifications. 1066.135 L inearity verification. 1066.140 Diluted exhaust flow calibration. 1066.145 Test fuel, e ngine fluids , anal yt ical gas es, and other calibration standards. 1066.150 Analyzer interference and quench verification limit. **Subpart C**

**— DYNAMOMETER SPECIFIC**  **ATIONS** 1066.201 Dy

namometer overview. 1066.210 Dy

namometers. 1066.215 Summary

of verification procedures for c hassis dy namometers. 1066.220 L inearity verification for chassis dynamometer s ys tems. 1066.225 Roll runout and diameter verification procedure. 1066.230 Time verification procedure. 1066.235 Speed verification procedure. 1066.240 Torque transducer verification

. 1066.245 Response time verification. 1066.250 Base inertia verification. 1066.255 Parasitic loss verification. 1066.260 Parasitic friction compensation evaluation

. 1066.265 Acceleration and deceleration verification. 1066.270 Unloaded coas tdown verification. 1066.275 Daily

dy namometer readiness verification. 1066.290 Verification of speed accuracy for the driver’s aid. **Subpart D**

**— COASTDOWN**  1066.301 Overview of coastdown procedures. 1066.305 Coastdown procedures for motor vehicles at or bel ow 14,000 pounds GVWR. 1066.310 Coastdown procedures for vehicles above 14,000 pounds GVWR. 1066.315 Dy

namometer road

- load setting. **Subpart E**

**— PREPARING VEHICLES A** **ND RUNNING AN EXHAUS T**  **EMISSION TEST** 1066.401 Overview. 1066.405 Vehicle preparation and preco nditioning. 1066.410 Dy

namometer test procedure. 1066.415 Vehicle operation. 1066.420 Test preparation. 1066.425 Performing emission tests. **Subpart F**

**— ELECTRIC VEHICLES AN**  **D HYBRID ELECTRIC VEHICLES**  1066.501 Overview. **Subpart G**

**— CALCULATIONS**  1066 .601 Overview. 1066.605 Mass

- based and molar

- based exhaust emission calculations.Page 852 of 961

1066.610 Dilution air background correction. 1066.615 NO x intake

- air humidity correction. 1066.620 Removed water correction. 1066.625 Flow meter calibration calculations. 106 6.630 PDP, SSV, and CFV flow rate calculations. 1066.635 NMOG determination. 1066.695 Data requirements. **Subpart H**

**— COLD**  **TEMPERATURE TEST PRO CEDURES**  1066.701 Applicability

and general provisions. 1066.710 Cold temperature testing procedures for measuring CO and NMHC emissions and determining fuel economy

. **Subpart I**

**— EXHAUST EMISSION TES**  **T PROCEDURES FOR MOT OR**  **VEHICLES** 1066.801 Applicability

and general provisions. 1066.805 Road

- load power, test weight, and inertia weight class determination. 1066.810 Vehic le preparation. 1066.815 Exhaust emission test procedures for FTP testing

. 1066.816 Vehicle preconditioning for FTP testing. 1066.820 Composite calculations for FTP exhaust emissions. 1066.830 Supplemental Federal Test Procedures; overview. 1066.8 31 Exhaust emission test procedures for aggressive driving. 1066.835 Exhaust emission test procedure for SC03 emissions. 1066.840 Highway

fuel economy

test procedure. 1066.845 AC17 Air conditioning efficiency test procedure. **Subpart J**

**— EVAPORATIVE EMISSION**  **TEST PROCEDURES** § 10 66.901 Applicability and general provisions. T EST E QUIPMENT AND C AL CULATIONS FOR E VAPORATIVE AND REFUELING E MI SSIONS 1066.910 SHED enclosure specifications. 1066.915 Enclosures; auxiliary s ys tems and equipment. 1066.920 Enclosure calib rations. 1066.925 Enclosure calculations for evaporative and refueling emissions. 1066.930 Equipment for point

- source measurement of running losses. E VAPORATIVE AND REFUELING E MI SSION T EST P ROCEDURES FOR M OT OR V EHICLES 1066.950 Fuel temperature profile. 10 66.955 Diurnal emission test. 1066.960 Running loss test. 1066.965 Hot soak test. 1066.970 Refueling test for liquid fuels. 1066.971 Vehicle and canister preconditioning for the refueling test. 1066.975 Refueling test for LPG. 1066.980 Fuel dispensing spit back procedure. 1066.985 Fuel storage s ystem leak test procedure.Page 853 of 961

**Subpart K**

**— DEFINITIONS AND OTHE**  **R REFERENCE MATERIAL** 1066.1001 Definitions. 1066.1005 Sy

mbols, abbreviations, acrony ms, and units of measure. 1066.1010 In corporation by ref erence . Authority : 42 U.S.C. 7401

- 7671q. **Subpart A**

**—**

**APPLICABILITY AND GE NERAL PROVISIONS**  **§ 10 66.1 Applicability.**  (a) This part describes the emission measurement procedures that appl y to testing we require for the fo llowing vehicles: (1) Model year 2014 and later heav y- dut y highway vehicles we regulate under 40 CFR part 1037 that are not subject to chassis testing for exhaust emissions under 40 CFR part 86. (2) Model year 2022 and later motor vehicles (light

- duty and heav y - dut y) that are subject to chassis testing for exhaust emissions under 40 CFR part 86 , other than highway motorcycles. See 40 CFR part 86 for provisions describing how to implement this part 1066. (b) The procedures of this part may appl y to other ty

pes of vehicles, as described in this part and in the standard

- setting part. (c) The testing in this part 1066 is designed for measuring exhaust, evaporative, and refueling emissions. Procedures for measuring evaporative and refueling emissions fo r motor vehicles are in some cases integral with exhaust measurement procedures as described in § 10 66.801. Subpart J of this part describes provisions that are unique to evaporative and refueling emission measurements. Other subparts in this part are wri tten with a primary

focus on measurement of exhaust emissions. (d) The term “you” means anyone performing testing under this part other than EPA. (1) This part is addressed primarily to manufacturers of vehicles, but it applies equally to anyone who does testing under this part for such manufacturers. (2) This part applies to any manufacturer or supplier of test equipment, instruments, supplies, or an y other goods or services related to the procedures, requirements, recommendations, or options in this part. (e) Paragraph (a) of this section identifies the parts of the CFR that define emission standards and other requirements for particular typ es of vehicles. In this part, we refer to each of these other parts generically as the “standard

- setting part.” For example, 40 CFR part 1037 is the standard

- setting part for heav y - duty highway vehicles and parts 86 and 600 are the standard

- setting parts for light

- duty vehicles. For vehicles subject to 40 CFR part 86, subpart S, treat subpart I and subpart J of this part as belonging to 40 CFR part 86. This means that references to the standard

- setting part include subpart I and subpart J of this part. (f) Unless we specify

otherwise, the terms “procedures” and “test procedures” in this part include all aspects o f vehicle testing, including the equipment specifications, calibrations, calculations, and other protocols and procedural specifications needed to measure emissions.Page 854 of 961

(g) For additional information regarding these test procedures, visit our Web site at www. epa.gov, and in particular http://www.epa.gov/nvfel/testing/regulations.htm. **§ 10 66.2 Submitting information to EPA under this part.**  (a) You are responsible for statements and information in your applications for certification, requests for approved proce dures, selective enforcement audits, laboratory audits, production

- line test reports, or an y other statements you make to us related to this part 1066. If you provide statements or information to someone for submission to EPA, yo u are responsible for thes e statements and information as if you had submitted them to EPA yourself. (b) In the standard

- setting part and in 40 CFR 1068.101, we describe your obligation to report truthful and complete information and the consequences of failing to meet this obligat ion. See also 18 U.S.C. 1001 and 42 U.S.C. 7413(c)(2). This obligation applies whether you submit this information directl y to EPA or through someone else. (c) We may

void an y certificates or approvals associated with a submission of information if we fi nd that you intentionall y submitted false, incomplete, or misleading information. For example, if we find that you intentionally submitted incomplete information to mislead EPA when requesting approval to use alternate test procedures, we may void the certificates for all engine families certified based on emission data collected using the alternate procedures. This would also apply if you ignore data from incomplete tests or from repeat tests with higher emission results. (d) We may

require an authorized representative of your company to approve and sign the submission, and to certify that all the information submitted is accurate and complete. This includes everyone who submits information, including manufacturers and others. (e) See 40 CFR 1068.10 for provisions related to confidential information. Note however that under 40 CFR 2.301, emission data are generally not eligible for confidential treatment. (f) Nothing in this part should be interpreted to limit our ability under Clean Air Act section 208 (42 U.S.C. 7542) to verify that vehicles conform to the regulations. **§ 10 66.5 Overview of this part 1066 and its relationship to the standard**  **- setting part.**  (a) This part specifies procedures that can apply generall y to testing various categories of vehicl es. See the standard

- setting part for directions in applying specific provisions in this part for a particular ty pe of vehicle. Before using this part’s procedures, read the standard

- setting part to answer at least the following questions: (1) What drive schedules must Iuse for testing? (2) Should Iwarm up the test vehicle before measuring emissions, or do I need to measure cold

- start emissions during a warm

- up segment of the dut y cycle? (3) Which exhaust constituents do Ineed to measure? Measure all exhaust constituents that are subject to emission standards, an y other exhaust constituents needed for calculating emission rates, and any additional exhaust constituents as specified in the standard

- setting part. See 40 CFR 1065.5 regarding requests to o mit measurement of N 2 O and CH 4 for vehicles not subject to an N 2 O or CH 4 emission standard

. (4) Do an y unique specifications apply for test fuels? (5) What maintenance steps may Itake before or between tests on an emission

- data vehicle?Page 855 of 961

(6) Do any

unique requirements apply to stabilizing emission levels on a new vehicle? (7) Do an y unique requirements apply to test limits, such as ambient temperatures or pressures? (8) What requirements apply for evaporative and refueling emissions? (9) Are there an y emission standards specified at particular operating conditions or ambient conditions? (10) Do an y unique requirements appl y for durability testing? (b) The testing specifications in the standard

- setting part may differ from the specifications in this part. In cases where it is not possible to comply with both the standard

- setting part and this part, you must comply with the specifications in the standard

- setting part. The standard

- setting part may also allow you to deviate from the procedures of thi s part for other reasons. (c) The following table shows how this part divides testing specifications into subparts:

T ABLE 1 OF § 10 66.5

—D ESCRIPTION OF P ART 1066 S UBPARTS This subpart Describes these specifications or procedures Subpart A Applicability an d general provisions. Subpart B Equipment for testing. Subpart C Dy

namometer specifications. Subpart D Coastdowns for testing. Subpart E How to prepare your vehicle and run an emission test. Subpart F How to test electric vehicles and h ybrid electric vehicles. Subpart G Test procedure calculations. Subpart H Cold temperature testing. Subpart I Exhaust emission test procedures for motor vehicles. Subpart J Evaporative and refueling emission test procedures. Subpart K Definitions and reference material. **§ 10**  **66.10 Other procedures.** (a) Your testing. The procedures in this part apply for all testing you do to show compliance with emission standards, with certain exceptions noted in this section. In some other sections in this part, we allow you t o use other procedures (such as less precise or less accurate procedures) if they do not affect your ability to show that your vehicles compl y with the applicable emission standards. This generally requires emission levels to be far enough below the appli cable emission standards so that any errors caused by greater imprecision or inaccuracy do not affect your ability to state unconditionally that the engines meet all applicable emission standards. (b) Our testing. These procedures generally appl y for test ing that we do to determine if yo ur vehicles compl y with applicable emission standards. We may perform other testing as allowed b y the Act. (c) Exceptions. We may

allow or require you to use procedures other than those specified in this part as described in 40 CFR 1065.10(c). All the test procedures noted as exceptions to the specified procedures are considered genericall y as "other procedures." Note that the terms "special procedures" and "alternate procedures" have specific meanings; "special procedur es" are those allowed by 40 CFR 1065.10(c)(2) and "alternate procedures" are those allowed b y 40 CFR 1065.10(c)(7). If we require you toPage 856 of 961

request approval to use other procedures under this paragraph (c), you may not use them until we approve your request. **§ 10 66.15 Overview of test procedures.**  This section outlines the procedures to test vehicles that are subject to emission standards. (a) The standard

- setting part describes the emission standards that appl y. Evaporative and refueling emissions are generall y in the form of grams total hydrocarbon equivalent per test. We set exhaust emission standards in g/mile (or g/km), for the following constituents: (1) Total oxides of nitrogen, NO x . (2) Hydrocarbons, HC, which may be expressed in the following way s: (i) Total hydrocarbons, THC. (ii) Nonmethane h ydrocarbons, NMHC, which results from subtracting methane, CH 4 , from THC. (iii) Total hydrocarbon

- equivalent, THCE, which results from adjusting THC mathematically

to be equivalent on a carbon

- mass basis. (iv) Nonmethane h ydrocarbon

- equivalent, NMHCE, which results from adjusting NMHC mathematically

to be equivalent on a carbon

- mass basis. (v) Nonmethane organic gases, NMOG, which are calculated either from fully or partially speciated measurement of hydrocarbon s including oxygenates, or b y adjusting measured NMHC values based on fuel oxygenate properties. (3) Particulate matter , PM. (4) Carbon monoxide, CO. (5) Carbon dioxide, CO 2 . (6) Methane, CH 4 . (7) Nitrous oxide, N 2 O. (8) Formaldeh yde, CH 2 O. (b) Note that some vehicles may not be subject to standards for all the exhaust emission constituents identified in paragraph (a) of this section. Note also that the standard

- setting part may include standards for pollutants not listed in paragraph (a) of this section. (c) The provisions of this part appl y for chassis dynamometer testing where vehicle speed is controlled to follow a prescribed duty cycle while simulating vehicle driving through the dy namometer’s road

- load settings. We generally set exhaust emission standards over test intervals and/or drive schedules, as follows: (1) Vehicle operation . Testing involves measuring emissions and miles travelled while operating the vehicle on a chassis dynamometer. Refer to the definitions of “duty cycle” and “test interval” in § 10 66.1001. Note that a single drive schedule may have multiple test intervals and require weighting of results from multiple test intervals to calculate a composite distance

- based emission value to compare to the standard. (2) Constituent det ermination . Determine the total mass of each exhaust constituent over a test interval b y selecting from the following methods: (i) Continuous sampling . In continuous sampling, measure the exhaust constituent’s concentration continuously from raw or dilut e exhaust. Multiply this concentration by the continuous (raw or dilute) flow rate at the emission sampling location to determine the constituent’s flow rate. Sum the constituent’s flow rate continuously over the test interval. This sum is the total mas s of the emitted constituent.Page 857 of 961

(ii) Batch sampling . In batch sampling, continuously extract and store a sample of raw or dilute exhaust for later measurement. Extract a sample proportional to the raw or dilute exhaust flow rate, as applicable. You may ex tract and store a proportional sample of exhaust in an appropriate container, such as a bag, and then measure NO x , HC, CO, CO 2 , CH 4 , N 2 O, and CH 2 O concentrations in the container after the test interval. You may deposit PM from proportionally extracted ex haust onto an appropriate substrate, such as a filter. In this case, divide the PM by the amount of filtered exhaust to calculate the PM concentration. Multiply

batch sampled concentrations by the total (raw or dilute) flow from which it was extracted during the test interval. This product is the total mass of the emitted constituent. (iii) Combined sampling . You may use continuous and batch sampling simultaneously during a test interval, as follows: (A) You may

use continuous sampling for some constitue nts and batch sampling for others. (B) You may

use continuous and batch sampling for a single constituent, with one being a redundant measurement, subject to the provisions of 40 CFR 1065.201. (d) Refer to subpart G of this part and the standard

- setting p art for calculations to determine g/mile emission rates. (e) You must use good engineering judgment for all aspects of testing under this part. While this part highlights several specific cases where good engineering judgment is especiall y relevant, the r equirement to use good engineering judgment is not limited to those provisions where we specifically re - state this requirement. **§ 10 66.20 Units of measure and overview of calculations.**  (a) Sy stem of units . The procedures in this part follow both conventi onal English units and the International Sy stem of Units (SI), as detailed in NI ST Special Publication 811, which we incorporate b y reference in § 10 66.1010. Except where specified, equations work with either sy stem of units. Where the equations depen d on the use of specific units, the regulation identifies the appropriate units

. (b) Units conversion . Use good engineering judgment to convert units between measurement s ys tems as needed. For example, if you measure vehicle speed as kilometers per hour and we specify a precision requirement in terms of miles per hour, convert your measured kilometer per hour value to miles per hour before comparing it to our specification. The following conventions are used throughout this document and should be used to convert units as applicable: (1) 1 hp = 33,000 ft ∙lbf/min = 550 ft∙lbf/s = 0.7457 kW. (2) 1 lbf = 32.174 ft ∙lbm/s 2 = 4.4482 N. (3) 1 inch = 25.4 mm. (4) 1 mile = 1609.344 m. (5) For ideal gases, 1 μmol/mol = 1 ppm. (6) For ideal gases, 10 mmol/mol = 1 %. (c) Temperature . We generall y designate temperatures in units of degrees Celsius (°C) unless a calculation requires an absolute temperature. In that case, we designate temperatures in units of Kelvin (K). For conversion purposes thro ughout this part, 0 °C equals 273.15 K. Unless specified otherwise, alway s use absolute temperature values for multiplying or dividing by temperature.Page 858 of 961

(d) Absolute pressure . Measure absolute pressure directl y or calculate it as the sum of atmospheric pressure plus a differential pressure that is referenced to atmospheric pressure. Alway s use absolute pressure values for multiplying or dividing by pressure. (e) Rounding . The rounding provisions of 40 CFR 1065.20 apply for calculations in this part. Thi s generally

specifies that you round final values but not intermediate values. Use good engineering judgment to record the appropriate number of significant digits for all measurements. (f) Interpretation of ranges . Interpret a range as a tolerance unles s we explicitly identify it as an accuracy , repeatability , linearity , or noise specification. See 40 CFR 1065.1001 for the definition of tolerance. In this part, we specify two typ es of ranges: (1) Whenever we specify a range b y a single value and corres ponding limit values above and below that value (such as X ±Y), target the associated control point to that single value (X). Examples of this ty pe of range include “±10 % of maximum pressure”, or “(30 ±10) kPa”. In these examples, you would target the m aximum pressure or 30 kPa, respectivel y. (2) Whenever we specify a range b y the interval between two values, you may target an y associated control point to any value within that range. An example of this ty pe of range is “(40 to 50) kPa”. (g) Scaling of s pecifications with respect to an applicable standard . Because this part 1066 applies to a wide range of vehicles and emission standards, some of the specifications in this part are scaled with respect to a vehicle’s applicable standard or weight. This en sures that the specification will be adequate to determine compliance, but not overly

burdensome by

requiring unnecessaril y high

- precision equipment. Many of these specifications are given with respect to a “flow

- weighted mean” that is expected at the standard or during testing. Flow

- weighted mean is the mean of a quantity after it is weighted proportional to a corresponding flow rate. For example, if a gas concentration is measured continuousl y from the raw exhaust of an engine, its flow

- weighted mean c oncentration is the sum of the products of each recorded concentration times its respective exhaust flow rate, divided b y the sum of the recorded flow rates. As another example, the bag concentration from a CVS s ys tem is the same as the flow

- weighted mean concentration, because the CVS sy stem itself flow

- weights the bag concentration. **§ 10 66.25 Recordkeeping.**  (a) The procedures in this part include various requirements to record data or other information. Refer to the standard

- setting part and § 10 66.695 regarding specific recordkeeping requirements. (b) You must promptly

send us organized, written records in English if we ask for them. We may review them at any

time. (c) We may

waive specific reporting or recordkeeping requirements we determine to be unnecessary

for the purposes of this part and the standard

- setting part. Note that while we will generally

keep the records required by this part, we are not obligated to keep records we determine to be unnecessary for us to keep. For example, while we r equire yo u to keep records for invalid tests so we may verify that your invalidation was appropriate, it is not necessary for us to keep records for our own invalid te sts.Page 859 of 961

**Subpart B**

**— EQUIPMENT, MEASUREME**  **NT INSTRUMENTS, FUEL , AND**  **ANALYTICAL GAS SPECI FICATIONS**  **§ 10 66.101 Overview.**  (a) This subpart addresses equipment related to emission testing, as well as test fuels and anal yt ical gases. (b) The provisions of 40 CFR part 1065 specify engine

- based procedures for measuring emissions. Except as specified otherwise in this part, the provisions of 40 CFR part 1065 apply fo r testing required by

this part as follows: (1) The provisions of 40 CFR part 1065, subpart B, describe equipment specifications for exhaust dilution and sampling s ys tems; these specifications apply for testing under this part as described in § 10 66.110. (2) The provisions of 40 CFR part 1065, subpart C, describe specifications for measurement instruments; these specifications apply for testing under this part as described in § 10 66.120. (3) The provisions of 40 CFR part 1065, subpart D, describe specifications for measurement instrument calibrations and verifications; these specifications apply for testing under this part as described in § 10 66.130. (4) The provisions of 40 CFR part 1065, subpart H, describe specifications for fuels, engine fluids, and analy

tical gases; these specifications apply for testing under this part as described in § 10 66.145. (5) The provisions of 40 CFR part 1065, subpart I, describe specifications for testing with oxygenated fuels; these specifications appl y for NMOG determinatio n as described in § 10 66.635. (c) The provisions of this subpart are intended to specify s ys tems that can very

accuratel y and precisely

measure emissions from motor vehicles such as light

- duty vehicles. To the extent that this level of accuracy or pre cision is not necessary for testing highway motorcycles or nonroad vehicles, we may waive or modify

the specifications and requirements of this part for testing these other vehicles, consistent with good engineering judgment. For example, it may be approp riate to allow the use of a hydrokinetic dy

namometer that is not able to meet all the performance specifications described in this subpart. **§ 10 66.105 Ambient controls and vehicle cooling fans**  **.** (a) Ambient conditions. Dy namometer testing under this part generall y requires that you maintain the test cell within a specified range of ambient temperature and humidity . Use good engineering judgment to maintain relatively uniform temperatures throughout the test cell before testing. You are generally not requ ired to maintain uniform temperatures throughout the test cell while the vehicle is running due to the heat generated by the vehicle. Measured humidity values must represent the conditions to which the vehicle is exposed, which includes intake air; other than the intake air, humidity does not affect emissions , so humidity

need not be uniform throughout the test cell. (b) General requirements for cooling fans . Use good engineering judgment to select and configure fans to cool the test vehicle in a way that meets the specifications of paragraph (c) of this section and simulates in

- use operation. If you demonstrate that the specified fan configuration is impractical for special vehicle designs, such as vehicles with rear

-Page 860 of 961

mounted engines, or it does not provi de adequate cooling to properl y represent in

- use operation, you may ask us to approve increasing fan capacity or using additional fans

. (c) Allowable cooling fans for vehicles at or below 14,000 pounds GVWR. C ooling fan specifications for vehicle s at or below 14,000 pounds GVWR depend on the test cycle. Paragraph (c)(1) of this section summarizes the cooling fan specifications for the different test cycles; the detailed specifications are described in paragraphs (c)(2) through (5) of this section . See § 10 66.410 for instruction regarding how to use the fans during testing. (1) Cooling fan specifications for different test cycles are summarized as follows: (i) For the FTP test cycle, the allowable cooling fan configurations are described in paragr aphs (c)(2) and ( 3 ) of this section. (ii) For the HFET test cycle, the allowable cooling fan configurations are described in paragraphs (c)(2) and (3) of this section. (iii) For the US06 test cycle, the allowable cooling fan configurations are described in paragraphs (c)(2) and ( 4 ) of this section. ( iv ) For the LA

- 92 test cycle, the allowable cooling fan configurations are described in paragraphs (c)(2) and ( 4 ) of this section. ( v ) For SC03 and AC17 test cycles, the allowable cooling fan configurati on is described in paragraph (c)( 5 ) of this section. (2) You may

use a road

- speed modulated fan s ys tem meeting the specificat ions of this paragraph (c)(2) for an ything other than SC03 and AC17 testing. Use a road

- speed modulated fan that achieves a linear speed of cooling air at the blower outlet that is within ±3.0 mph (±1.3 m/s) of the corresponding roll speed when vehicle sp eeds are between 5 and 30 mph , and within ±6.5 mph (±2.9 m/s) of the corresponding roll speed at higher vehicle speeds; however you may limit the fan’s maximum linear speed to 70 mph. We recommend that the cooling fan have a minimum ope ning of 0.2 m 2 and a minimum width of 0.8 m. (i) Verify the air flow velocity

for fan speeds corresponding to vehicle speeds of 20 and 40 mph using an instrument that has an accuracy of ±2 % of the measured air flow speed. (ii) For fans with rectangul ar outlets, divide the fan outlet into sections as shown in Figure 1 of this section. As illustrated by the “+” in the following figure, measure flow from the center of each section; do not measure the flow from the center section.

Figure 1 of § 10 66.105

**—**Rectangular fan outlet grid

(iii) For fans with circular outlets, divide the fan outlet into 8 equal sections as shown in Figure 2 of this section. As illustrated by the “+” in the following figure, measure flow on the radial centerline of each section , at a radius of two

- thirds of the fan’s total radius.Page 861 of 961 Figure 2 of § 10 66.105

**—** Circular fan outlet grid

(iv) Verify

that the uniformity

of the fan’s axial flow is constant across the discharge area within a tolerance of ±4.0 mph of the vehicle’s speed at fan speeds corresponding to 20 mph , and within ±8.0 mph at fan speeds corresponding to 40 mph. For example, at a vehicle speed of 20 .2 mph, axial flow at all locations denoted b y the “+” across the discharge nozzle must be between 16 .2 and 24 .2 mph. When measuring the axial air flow velocity , use good engineering judgment to determine the distance from the nozzle outlet at each point of the fan outlet grid. Use these values to calculate a mean air flow velocity across the discharge area at each speed setting. The instrument used to verify the air velocity must have an accuracy

of ±2 % of the measured air flow velocity. (v) Use a multi

- axis flow meter or another method to verify that the fan’s air flow perpendicular to the axial air flow is less than 15% of the axial air flow, consistent with good engineering judgment. Demonstrate this by comparing the perpendicular air flow velocity to the mean air flow velocities determi ned in paragraph (c)(2)(iv) of this section at vehicle speeds of 20 and 40 mph. (3) You may

use a fixed

- speed fan with a maximum capacity up to 2.50 m 3 /s for FTP and HFET testing. (4) You may

use a fixed

- speed fan with a maximum capacity up to 7.10 m 3 /s for US06 and LA

- 92 testing. (5 ) For SC03 and AC17 testing , use a road

- speed modulated fan with a minimum discharge area that is equal to or exceeds the vehicle’s frontal inlet area. We recommend using a fan with a discharge area of 1.7 m 2

. (i) Air flow volumes must be proportional to vehicle speed. Select a fan size that will produce a flow volume of approximately 45 m 3 /s at 60 mph. If this fan is also the only source of test cell air circulation or if fan operational mechanics make the 0 mph air flow requirement impractical, air flow of 2 mph or less at 0 mph vehicle speed is allowed. (ii) Verify the uniformity of the fan’s axial flow as described in paragraph (c)(2)(iv) of this section, except that you must measure the axial air flow velocity 60 cm from the nozzle outlet at each point of the discharge area grid. (iii) Use a multi

- axis flow meter or another method to verify that the fan’s air flow perpendicular to the axial air flow is less than 10 % of the axial air flow, consistent with good engineering judgment. Demonstrate this by comparing the perpendicular air flow velocity to the mean air flow velocities determined in paragraph (c)(2)(iv) of this section at vehicle speeds of 20 and 40 mph.Page 862 of 961

(iv ) In addition to the road

- speed modulated fan, we may approve the use of one or more fixed

- speed fans to provide proper cooling to represent in

- use operation, but only up to a total of 2.50 m 3 /s for all additional fans. (d) Allowable cooling fans for vehicles above 14,000 pounds GVWR. For all testing, u se a road

- speed modulated fan sy stem that achieves a linear speed of cooling air at the blower outlet that is within ±3.0 mph (±1.3 m/s) of the corresponding roll speed when vehicle speeds are between 5 and 30 mph , and within ±10 mph (±4.5 m/s) of the corresponding roll speed at higher vehicle speeds. For vehicles above 19,500 pounds GVWR, we recomme nd that the cooling fan have a minimum opening of 2.75 m 2 , a minimum flow rate of 60 m 3 /s at a fan speed of 50 mph, and a minimum speed profile in the free stream flow , across the duct , that is ±15 % of the target flow rate. **§ 10 66.110 Eq**  **uipment specifications for emission sampling systems.** (a) This section specifies equipment related to emission testing, other than measurement instruments. This equipment includes dy namometers (described further in subpart C of this p art) and various emission

- sampling hardware. (b) The following equipment specifications appl y for testing under this part: (1) Connect a vehicle’s exhaust system to an y dilution stage as follows: (i) Minimize lengths of laboratory exhaust tubing . You may use a total length of laboratory exhaust tubing up to 4 m without needing to heat or insulate the tubing. However, you may use a total length of laboratory exhaust tubing up to 10 m if you insulate and/or heat the tubing to minimize the temperature difference between the exhaust gas and the whole tubing wall over the course of the emission test. The laboratory

exhaust tubing starts at the end of the vehicle’s tailpipe and ends at the first sample point or the first dilution point. The laboratory exhaust tubing may include flexible sections, but we recommend that you limit the amount of flexible tubing to the extent practicable. For multiple

- tailpipe configurations where the tailpipes combine into a single flow path for emission sampli ng, the start of the laboratory exhaust tubing may be taken at the last joint where the exhaust flow first becomes a single, combined flow. (ii) You may

insulate or heat an y laboratory exhaust tubing. (iii) Use laboratory

exhaust tubing materials that are smooth

- walled and not chemically reactive with exhaust constituents. (For purposes of this paragraph (b)(1), nominally smooth spiral

- style and accordion

- st yl e flexible tubing are considered to be smooth

walled.) For measurements involving PM, tubing mat erials must also be electricall y conductive. Stainless steel is an acceptable material for any testing . You may use short sections of nonconductive flexible tubing to connect a PM sampling s ys tem to the vehicle’s tailpipe; use good engineerin g judgment to limit the amount of nonconductive surface area exposed to the vehicle’s exhaust. (iv) We recommend that you use laboratory exhaust tubing that has either a wall thickness of less than 2 mm or is air gap

- insulated to minimize temperature diffe rences between the wall and the exhaust. (v) You must seal your system to the extent necessary to ensure that an y remaining leaks do not affect your ability

to demonstrate compliance with the applicable standards. We recommend that you seal all known leak s. (vi) Electrically

ground the entire exhaust sy stem, with the exception of nonconductive flexible tubing, as allowed under paragraph (b)(1)(iii) of this section.Page 863 of 961

(vii) For vehicles with multiple tailpipes, route the exhaust into a single flow. To ensure mixing of the multiple exhaust streams before emission sampling, we recommend a minimum Rey

nolds number, Re # , of 4000 for the combined exhaust stream, where Re # is based on the inside diameter of the combined flow at the first sampling point. You may con figure the exhaust sy stem with turbulence generators, such as orifice plates or fins, to achieve good mixing; this may be necessary for good mixing if Re # is less than 4000. Re # is defined in 40 CFR 1065.640. (2) Use equipment specifications in 40 CFR 1065.140 through 40 CFR 1065.190, except as follows: (i) For PM background measurement, the following provisions appl y instead of the analogous provisions in 40 CFR 1065.140(b): (A) You need not measure PM backgro und for every test. You may

appl y PM background correction for a single site or multiple sites using a moving

- average background value as long as your background PM sample media (e.g., filters) were all made b y the same manufacturer from the same material . Use good engineering judgment to determine how man y background samples make up the moving average and how frequentl y to update those values. For example, you might take one background sample per week and average that sample into previous background values, maintaining five observations for each calculated average value. Background sampling time should be representative of the duration of the test interval to which the background correction is applied. (B) You may

sample background PM from the dilution tunnel at any time before or after an emission test using the same sampling sy stem used during the emission test. For this background sampling, the dilution tunnel blower must be turned on, the vehicle must be disconnected from the laboratory exhaust tubing , and the laboratory exhaust tubing must be capped

. (C) The duration of your background sample may be different than that of the test cycle in which you are applying the background correction, consistent with good engineering judgment. (D) Your PM background correction may not exceed 5 μg or 5 % of the net PM mass expected at the standard, whichever is greater. (ii) The provisions of 40 CFR 1065.140(d)(2)(iv) do not apply

. (iii) For PM samples, conf igure dilution sy stems using the following limits: (A) Control the dilution air temperature as described in 40 CFR 1065.140(e)(1), except that the temperature may be set to (15 to 52) °C. Use good engineering judgment to control PM sample temperature as r equired under 40 CFR 1065.140(e)(4). (B) Apply

the provisions of this paragraph (b)(2)(iii)(B) instead of 40 CFR 1065.140(e)(2). Add dilution air to the raw exhaust such that the overall dilution factor of diluted exhaust to raw exhaust, as shown in Eq. 1066.610

- 2 or 1066.610

- 3, is within the range of (7:1 to 20:1). Compliance with this dilution factor range may be determined for an individual test interval or as a time

- weighted average over the entire duty cycle as determined in Eq. 1066.610

- 4. The maximum dilution factor limit of 20:1 does not apply for hy brid electric vehicles (HEVs), since the dilution factor is infinite when the engine is off; however we strongl y recommend that you stay under the specified maximum dilution factor limit when the engine is running. For partial

- flow sampling s ys tems, determine dilution factor using Eq. 1066.610

- 3. To determine the overall dilution factor for PMPage 864 of 961

samples utilizing secondary dilution air, multiply

the dilution factor from the CVS by the dilution ratio of secondary dilution air to primary diluted exhaust. (iv) In addition to the allowances in 40 CFR 1065.140(c)(6 ), you may heat the dilution air as described in paragraph (b)(2)(iii) (A) of this section to prevent or limit aqueous condensation. (v) If you choose to dilute the exhaust by using a remote mix tee, which dilutes the exhaust at the tailpipe, you may use the following provisions consistent with good engineering judgment, as long as they do not affect your ability to demonstrate compliance with the applicable standards : (A) You may

use smooth

- walled flexible tubing (including accordion

- style) in the dilution tunnel upstream of locations for fl ow measurement or gaseous emission measurement
. (B) You may

use smooth

- walled electricall y conductive flexible tubing in the dilution tunnel upstream of the location for PM emission measurements

. (C) All inside surfaces upstream of emission sampling must be made of 300 series stainless steel or poly

mer - based materials. (D) Use good engineering judgment to ensure that the materials you choose do not cause significant loss of PM from your sample. (vi) Paragraph (b)(1)(vi) of this section applies instead of 40 CFR 1065.145(b). (vii) Vehicles other than HEVs that appl y technology involving engine shutdown during idle may apply the sampl ing provisions of § 10 66.501(c). (c) The following table summarizes the requirements of paragraph (b)(2) of this section: T ABLE 1 OF § 10 66.110

– S UMMARY OF E QUIPMENT S PECIFICATIONS F ROM 40 CFR P ART 1065, S UBPART B, THAT A PPLY FOR C HASSIS T ESTING 40 CFR part 1065 references Applicability for chassis testing under this part

40 CFR 1065.140 Use all except as noted:

40 CFR 1065.140(b) applies as described in this section. Use 40 CFR 1065.140(c)(6), with the additional allowance described in this section. Do no t use 40 CFR 1065.140(d)(2)(iv). Use 40 CFR 1065.140(e)(1) as described in this section. Do not use 40 CFR 1065.140(e)(2). 40 CFR 1065.145 Use all except 40 CFR 1065.145(b). 40 CFR 1065.150 through 1065.190 Use all.
**§ 10**  **66.120 Measurement instrum ents.**  The measurement instrument requirements in 40 CFR part 1065, subpart C, apply with the following exceptions: (a) The provisions of § 10 66.125 apply instead of 40 CFR 1065.202. (b) The provisions of 40 CFR 1065.210 and 1065.295 do not apply

.Page 865 of 961

**§ 10 66.12**  **5 Data updating, recording, and control.** This section specifies criteria that your test s ys tem must meet for updating and recording data. It also specifies criteria for controll ing the systems related to driver demand, the dy namometer, sampling equipment, and measurement instruments. (a) Read and record values and calculate mean values relative to a specified frequency as follows: ( 1) This paragraph (a)(1) applies where we sp ecify a minimum command and control frequency that is greater than the minimum recording frequency , such as for sample flow rates from a CVS that does not have a heat exchanger. For these measurements, the rate at which you read and interpret the signal must be at least as frequent as the minimum command and control frequency . You may record values at the same frequency , or you may record them as mean values, as long as the frequency of the mean values meets the minimum recording frequency . You must use all read values, either b y recording them or using them to calculate mean values. For example, if your system reads and controls the sample flow rate at 10 Hz, you may record these values at 10 Hz, record them at 5 Hz by averaging pairs of consecutive poi nts together, or record them at 1 Hz b y averaging five consecutive points together. (2) For all other measured values covered b y this section, you may record the values instantaneously

or as mean values, consistent with good engineering judgment. (3) You may

not use rolling averages of measured values where a given measured value is included in more than one recorded mean value. (b) Use data acquisition and control sy stems that can command, control, and record at the following minimum frequencies:Page 866 of 961 T ABLE 1 OF § 10 66.125

–D ATA RECORDING AND C ONTROL M IN IMUM F REQUENCIES Applicable Section Measured Values Minimum Command and Control Frequency a Minimum

Recording Frequency

b,c § 10 66.310 § 10 66.315 Vehicle speed

— 10 Hz § 10 66.425 Continuous concentrations of raw or dilute analyzers — 1 Hz § 10 66.425 § 10 66.501 Power analyzer

— 1 Hz § 10 66.425 Bag concentrations of raw or dilute analyzers

— 1 mean value per test interval 40 CFR 1065.545 § 10 66.425 Diluted exhaust flow rate from a CVS with a

heat exchanger up stream of the flow measurement — 1 Hz
40 CFR 1065.545 § 10 66.425 Diluted exhaust flow rate from a CVS without

a heat exchanger upstream of the flow measurement 5 Hz 1 Hz means 40 CFR 1065.545 § 10 66.425 Dilution air flow if actively controlled (for

examp le, a partial

- flow PM sampling system) d 5 Hz 1 Hz means 40 CFR 1065.545 § 10 66.425 Sam

ple flow from a CVS that has a heat exchanger 1 Hz 1 Hz 40 CFR 1065.545 § 10 66.425 Sam

ple flow from a CVS that does not have a heat exchanger 5 Hz 1 Hz means § 10 66.42 0 Ambient temperature

— 1 Hz e § 10 66.420 Ambient humidity

— 1 Hz e § 10 66.420 Heated sample system temperatures, including

PM filter face — 1 Hz

a CFVs that are not using active control are exempt from meeting this requirement due to their operating princ iple. b 1 Hz means are data reported from the instrument at a higher frequency, but recorded as a series of 1 s mean values at a rate of 1 Hz. c For CFVs in a CVS, the minimum recording frequency is 1 Hz. For CFVs used to control sampling from a CFV CVS, th e minimum

recording frequency is not applicable. d This is not applicable to CVS dilution air. eUnless specified elsewhere in this part or the standard

- setting part. Note that this provision does not apply to soak periods w

here recording frequencies are no t specified. For these instances, we recommend a recording frequency of ≥ 0.016 Hz. **§ 10**  **66.130 Measurement instrument calibrations and verifications.** The measurement instrument calibration and verification requirements in 40 CFR part 1065, subpart D, appl y with the following exceptions: (a) The calibration and verification provisions of 40 CFR 1065.303 do not apply for engine speed, torque, fuel rate, or intake air flow. (b) The linearity

verification provisions of 40 CFR 1065.307 do not apply for eng ine speed, torque, fuel rate, or intake air flow. Section 1066.135 specifies additional linearity verification provisions that apply specifically

for chassis testing. (c) The provisions of § 10 66.220 apply instead 40 CFR 1065.310. (d) The provisions of 40 CFR 1065.320, 1065.325, and 1065.395 do not apply

. (e) If you are measuring flow volumetricall y (rather than measuring based on molar values ), the provisions of § 10 66.140 apply instead of 40 CFR 1065.340.Page 867 of 961

(f) The provisions of § 10 66.150 apply instead 40 CFR 1065.350(c), 1065.355(c), 1065.370(c), and 1065.375(c). (g) Table 1 of this section summarizes the required and recommended calibrations and verifications that are unique to testing under this part and indicates when these must be performed. Perform other required or recommended calibrations and verifications as described in 40 CFR 1065.303, with the exceptions noted in this section. Table 1 follows: T ABLE 1 OF § 10 66.130

– S UMMARY OF REQUIRED C ALIBRATIONS AND V ERIFICATI ONS Ty pe of calibration or verification Minimum frequencya
40 CFR 1065.307: Linearity verification The linearity verifications from 40 CFR part 1065 do not apply under this part for engine speed, torque, fuel rate, or intake air flow; the linearity verifi cation described in § 10 66.135 applies for the following measurements: Dynamometer s peed: See § 10 66.220. Dynamometer t orque: See § 10 66.220. 40 CFR 1065.310: Torque This calibration does not apply for testing under this part; see § 10 66.220. 40 CFR 1065 .320: Fuel flow This calibration does not apply for testing under this part. 40 CFR 1065.325: Intake flow This calibration does not apply for testing under this part. 40 CFR 1065.340: CVS calibration This calibration does not apply for CVS flow meters ca librated volumetrically as described in § 10 66.140. 40 CFR 1065.345: Vacuum leak Required upon initial installation of the sampling system; recommended within 35 days before the start of an emissions test and after maintenance such as pre

- filter changes. 40 CFR 1065.350(c), 1065.355(c), 1065.370(c), and 1065.375(c) These provisions do not apply for testing under this part; see § 10 66.150. 40 CFR 1065.395: Inertial PM balance and weighing These verifications do not apply for testing under this part.

aPer form calibrations and verifications more frequently if needed to conform to the measurement system manufacturer’s instructions and good engineering judgment. **§ 10 66.135 Linearity verification.**  This section describes requirements for linearity verification that are unique to testing under this part. (Note: see the definition of “linearity” in 40 CFR 1065.1001, where we explain that linearity

means the degree to which measured values agree with respective reference values and that the term “linearity” is n ot used to refer to the shape of a measurement instrument's unprocessed response curve.) Perform other required or recommended calibrations and verifications as described in 40 CFR 1065.307, with the exceptions noted in this section. (a) For gas anal yz er linearity , use one of the following options: (1) Use instrument manufacturer recommendations and good engineering judgment to select at least ten reference values, yrefi , that cover the range of values that you expect during testing (to prevent extrapolation beyond the verified range during emission testing). We recommend selecting zero as o ne of your reference values. For each range calibrated, if the deviation from a least

- squares best

- fit straight line is 2 % or less of the value at each data point, concentration values may be calculated b y use of a straight

- linePage 868 of 961

curve fit for that range. If the deviation exceeds 2 % at any point, use the best

- fit nonlinear equation that represents the data to within 2 % of each test point to determine concentration. If you use a gas divider to blend calibration gases, verify that the calibration curve p roduced names a calibration gas within 2 % of its certified concentration. Perform this verification between 15 and 50 % of the full

- scale anal yz er range. (2) Use the linearity requirements of 40 CFR 1065.307, except for CO 2 measurements used for determin ing fuel econom y and GHG emissions for motor vehicles at or below 14,000 pounds GVWR. If you choose this linearity option , you must use the provisions of 40 CFR 1065.672 to check for drif t and make appropriate drift corrections

. (b ) For dilution air, diluted exhaust, and raw exhaust sample flow , use a reference flow meter with a blower or pump to simulate flow rates. Use a restrictor, diverter valve, variable

- speed blower , or variable

- speed pump to control the range of flow rates. Use the reference meter’s response for the reference values. ( 1 ) Reference flow meters . Because of the large range in flow requirements , we allow a variety of reference meters. For example, for diluted exhaust flow for a full

- flow dilution sy stem, we recommend a reference subsonic venturi flow meter with a restrictor valve and a blower to simulate flow rat es. For dilution air, diluted exhaust for partial

- flow dilution, and raw exhaust, we allow reference meters such as critical flow orifices, critical flow venturis, laminar flow elements, master mass flow standards, or Roots meters. Make sure the referenc e meter is calibrated and its calibration is NI ST

- traceable. If you use the difference of two flow measurements to determine a net flow rate, you may use one of the measurements as a reference for the other. ( 2 ) Reference flow values . Because the reference flow is not absolutely constant, sample and record values of refi

Q  for 30 seconds and use the arithmetic mean of the values, ref Q  , as the reference value. Refer to 40 CFR 1065.602 for an example of calculati ng an arithmetic mean. ( 3 ) Li nearity

criteria . The values measured during linearity verification for flow meters must meet the following criteria: | xmin ( a 1 - 1)+ a 0 | ≤ 1 % ∙ max Q  ; a 1 = 0.98

- 1.02 ; SEE = ≤ 2 % ∙ max Q  ; and r

2 ≥ 0.990. ( c ) Perform linearity verifications for the following temperature measurements instead of those specified at 40 CFR 1065.307(e)(7): (1) Te st cell ambient air. (2) Dilution air for PM sampling, including CVS, double

- dilution, and partial

- flow sy stems. (3) PM sample. (4) Chiller sample, for gaseous sampling s ys tems that use thermal chillers to dry samples , and that use chiller temperature to c alculate dewpoint at the chiller outlet. For testing, if yo u choose to use the high alarm temperature setpoint for the chiller temperature as a constant value in determining the amount of water removed from the emission sample, yo u may verify the accuracy of the high alarm temperature setpoint using good engineering judgment without following the linearity verification for chiller temperature. We recommend that you input a simulated reference temperature signal below the alarm setpoint, increase this sign al until the high alarm trips, and verify that the alarm setpoint value is no less than 2 °C below the reference value at the trip point

.Page 869 of 961

(5) CVS flow meter inlet temperature. ( d) Perform linearity verifications for the following pressure measurements ins tead of those specified at 40 CFR 1065.307(e)(8): (1) Exhaust back pressure at the tailpipe exit

. (2) Barometric pressure. (3) CVS flow meter inlet pressure . (4) Sample dryer, for gaseous sampling s ys tems that use eithe r osmotic

- membrane dryers or thermal chillers to dry

samples. For your testing, if you choose to use a low alarm pressure setpoint for the sample dryer pressure as a constant value in determining the amount of water removed from the emission sample, you m ay verify the accuracy

of the low alarm pressure setpoint using good engineering judgment without following the linearity verification for sample dryer pressure. We recommend that you input a reference pressure signal above the alarm setpoint, decrease th is signal until the low alarm trips, and verify

that the alarm setpoint value is no more than 4 kPa above the reference value at the trip point. ( e ) When following procedures or practices that we incorporate by reference in § 10 66.1010, you must meet the linearity requirements given b y the procedure or practice for an y anal yt ical instruments not covered under 40 CFR 1065.307, such as GC

- FID or HPL C. **§ 10 66.140 Diluted exhaust flow calibration.**  (a) Overview . This section describes how to calibrate flow me ters for diluted exhaust constant
- volume sampling (CVS) s ys tems. We recommend that you also use this section to calibrate flow meters that use a subsonic venturi or ultrasonic flow to measure raw exhaust flow. You may

follow the molar flow calibration procedures in 40 CFR 1065.340 instead of the procedures in this section. (b) Scope and frequency . Perform this calibration while the flow meter is installed in its permanent position, except as allowed in paragraph (c) of this section. Perform this calibration after you change any part of the flow configuration upstream or downstream of the flow meter that may affect the flow

- meter calibration. Perform this calibration upon initial CVS installation and whenever corrective action does not resolve a failure to meet the diluted exhaust flow verification (i.e., propane check) in 40 CFR 1065.341. (c) Ex

- situ CFV and SSV calibration . You may remove a CFV or SSV from its permanent position for calibration as long as the flow meter meets the requirements in 40 CFR 1065.340(c). (d) Reference flow meter . Calibrate each CVS flow meter using a reference flow meter such as a subsonic venturi flow meter, a long

- radius ASME/NI ST flow nozzle, a smooth approach orifice, a laminar flow element, or an ultrasonic flow meter. Use a reference flow meter that reports quantities that are NIST

- traceable within ±1 % uncertainty . Use this reference flow meter’s response to flow as the reference value for CVS flow

- meter calibration. (e) Configuration . Calibrate the s ys tem with an y upstream screens or other restrictions that will be used during testing and that could affect the flow ahead of the reference flow meter. You may

not use any

upstream screen or other restriction that could affect the flow ahead of the reference flow meter , unless the flow meter has been calibrated with such a restriction.Page 870 of 961

(f) PDP calibration . Calibrate each positive

- displacement pump (PDP) to determine a flow

- versus - PDP speed equation that accounts for flow leakage across sealing surfaces in the PDP as a function of PDP inlet pressure. Determine unique equation coefficients for each speed at which you operate the PDP. Calibrate a PDP flow meter as follows: (1) Connect the s ys tem as shown in Figure 1 of this section. (2) Leaks between the calibration flow meter and the PDP must be less than 0.3 % of the total flow at the lowest calibrated flow point; for example, at the highest restriction and lowest PDP

- speed point. (3) While the PDP operates, maintain a constant temperature at the PDP inlet within ±2 % of the mean absolute inlet temperature, in 

### T

. (4) Set the PDP speed to the first speed point at which you intend to calibrate. (5) Set the variable restrictor to its wide

- open position. (6) Operate the PDP for at least 3 min to stabil ize the sy stem. Continue operating the PDP and record the mean values of at least 30 seconds of sampled data of each of the following quantities: (i) The mean flow rate of the reference flow meter, ref 

### Q  . This may

include several mea surements of different quantities, such as reference meter pressures and temperatures, for calculating ref



### Q 

. (ii) The mean temperature at the PDP inlet, in 

### T

. (iii) The mean static absolute pressure at the PDP in let, in 

### p . (iv) The mean static absolute pressure at the PDP outlet, out 

### p . (v) The mean PDP speed, nPDP 

### f

. (7) Incrementall y close the restrictor valve to decrease the absolute pressure at the inlet to the PDP, in 

### p . (8) Repeat the steps in paragraphs (f)(6) and (7) of this section to record data at a minimum of six restrictor positions ranging from the wide

- open restrictor position to the minimum expected pressure at the PDP inlet. (9) Calibrate the PDP b y using the collected data and the equations in § 10 66.625(a). (10) Repeat the steps in paragraphs (f)(6) through (9) of this section for each speed at which you operate the PDP. (11) Use the equations in § 10 66.630(a) to determine the PDP flow equation for emission testing. (12) Verify

the calibration by

performing a CVS verification (i.e., propane check) as described in 40 CFR 1065.341. (13) Ensure that the lowest inlet pressure tested during calibration is at least as lo w as the lowest PDP inlet pressure that will occur during emission testing. You may not use the PDP below the lowest inlet pressure tested during calibration. (g) SSV calibration . Calibrate each subsonic venturi (SSV) to determine its discharge coefficie nt, C

d , for the expected range of inlet pressures. Calibrate an SSV flow meter as follows: (1) Configure your calibration sy stem as shown in Figure 1 of this section. (2) Verify that an y leaks between the calibration flow meter and the SSV are less than 0 .3 % of the total flow at the highest restriction.Page 871 of 961

(3) Start the blower downstream of the SSV. (4) While the SSV operates, maintain a constant temperature at the SSV inlet within ±2 % of the mean absolute inlet temperature, in 

### T

. (5) Set the variable restrictor or variable

- speed blower to a flow rate greater than the greatest flow rate expected during testing. You may not extrapolate flow rates beyond calibrated values, so we recommend that you make sure the Reynolds number, Re # , at the SSV throat at the greatest calibrated flow rate is greater than the maximum Re # expected during testing. (6) Operate the SSV for at least 3 min to stabilize the sy stem. Continue operating the SSV and record the mean of at least 30 seconds of sampled data of each of the following quantities: (i) The mean flow rate of the reference flow meter, ref 

### Q  . This may

include several measurements of different quantities for calculating ref 

### Q  , such as reference meter press ures and temperatures. (ii) The mean temperature at the venturi inlet, in 

### T

. (iii) The mean static absolute pressure at the venturi inlet, in 

### p . (iv) Mean static differential pressure between the static pressure at the venturi inlet and the static pressure at the venturi throat, SSV 

### p 

. (7) Incrementall y close the restrictor valve or decrease the blower speed to decrease the flow rate. (8) Repeat the steps in paragraphs (g)(6) and (7) of this s ection to record data at a minimum of ten flow rates. (9) Determine an equation to quantify C d as a function of Re # by

using the collected data and the equations in § 10 66.625(b). Section 1066.625 also includes statistical criteria for validating the C

d v ersus Re # equation. (10) Verify

the calibration by

performing a CVS verification (i.e., propane check) as described in 40 CFR 1065.341 using the new C d versus Re # equation. (11) Use the SSV onl y between the minimum and maximum calibrated flow rates. If yo u want to use the SSV at a higher or lower flow rate, you must recalibrate the SSV. (12) Use the equations in § 10 66.630(b) to determine SSV flow during a test. (h) CFV calibration . The calibration procedure described in this paragraph (h) establishes the value of the calibration coefficient , K v , at measured values of pressure, temperature and air flow. Calibrate the CFV at the lowest expected static differential pressure between the CFV inlet and outlet. Calibrate the CFV as follows: (1) Configure your calibration sy stem as shown in Figure 1 of this section. (2) Verify that an y leaks between the calibration flow meter and the CFV are less than 0.3 % of the total flow at the highest restriction. (3) Start the blower downstream of the CFV. (4) While the CFV operates, maintain a constant temperature at the CFV inlet within ±2 % of the mean absolute inlet temperature, in 

### T

. (5) Set the variable restrictor to its wide

- open position. In stead of a variable restrictor, yo u may alternatel y vary the pressure downstream of the CFV b y varyi ng blower speedPage 872 of 961

or by introducing a controlled leak. Note that some blowers have limitations on nonloaded conditions. (6) Operate the CFV for at least 3 min to stabilize the sy stem. Continue operating the CFV and record the mean values of at least 30 sec onds of sampled data of each of the following quantities: (i) The mean flow rate of the reference flow meter, ref 

### Q  . This may

include several measurements of different quantities, such as reference meter pressures and temperatures, fo r calculating ref



### Q 

. (ii) The mean temperature at the venturi inlet, in 

### T

. (iii) The mean static absolute pressure at the venturi inlet, in 

### p . (iv) The mean static differential pressure betwe en the CFV inlet and the CFV outlet,
CFV 

### p 

. (7) Incrementall y close the restrictor valve or decrease the downstream pressure to decrease the differential pressure across the CFV, CFV 

### p 

. (8) Repeat the steps in para graphs (h)(6) and (7) of this section to record mean data at a minimum of ten restrictor positions, such that you test the fullest practical range of
CFV 

### p  expected during testing. We do not require that you remove calibration components or CVS components to calibrate at the lowest possible restriction. (9) Determine K

v and the lowest allowable pressure ratio, r , according to § 10 66.625. (10) Use K

v to determine CFV flow during an emission test. Do not use the CFV below the lowest allo wed r , as determined in § 10 66.625. (11) Verify

the calibration by

performing a CVS verification (i.e., propane check) as described in 40 CFR 1065.341. (12) If your CVS is configured to operate multiple CFVs in parallel, calibrate your CVS using one of the following methods: (i) Calibrate every

combination of CFVs according to this section and § 10 66.625(c). Refer to § 10 65.652(c) for instructions on calculating flow rates for this option. (ii) Calibrate each CFV according to this section and § 10 66.625. Refer to § 10 66.630 for instructions on calculating flow rates for this option. (i ) [Reserved] (j ) Ultrasonic flow meter calibration . [Reserved]Page 873 of 961 Figure 1 of 1066.140

— CVS calibration configurations

reference flow meter PDP

variable restrictor 12
6 ref 

## n  atmos 

### p

in 

## p out 

# p in 

## T PD

P 

## f 

# t

reference flow meter PDP

variable restrictor 12
6 ref 

## n  atmos 

### p

in 

## p out 

# p in 

## T PD

P 

## f 

# t

reference flow meter PDP

variable restrictor 12
6 ref 

## n  atmos 

### p

in 

## p out 

# p in 

## T PD

P 

## f 

# t

SSV reference flow meter ref 

## n  atmos 

### p

in 

## p in 

## T dew



## T


## p 

variable speed

blower SSV reference flow meter ref 

## n  atmos 

### p

in 

## p in 

## T dew



## T


## p 

variable speed

blower

CFV reference flow m eter variable restrictor ref 

## n  in



# p in 

# T atmos 

### p dew 

### T

blower

downstream pressure cont rol

CFV reference flow m eter variable restrictor ref 

## n  in



# p in 

# T atmos 

### p dew 

### T

blower

downstream pressure cont rol

**§ 10**  **66.145 Test fuel, engine fluids, analyti cal gases, and other calibration standards.**  (a) Test fuel . Use test fuel as specified in the standard

- setting part, or as specified in 40 CFR part 1065, subpart H, if it is not specified in the standard

- setting part.Page 874 of 961

(b) Lubricating oil . Use lubricating oil as specified in 40 CFR 1065.740. For two

- stroke engines that involve a specified mixture of fuel and lubricating oil, mix the lubricating oil with the fuel according to the manufacturer’s specifications. (c) Coolant . For liquid

- cooled engines, use co olant as specified in 40 CFR 1065.745. (d) Anal yt ical gases . Use anal yt ical gases that meet the requirements of 40 CFR 1065.750. (e) Mass standards . Use mass standards that meet the requirements of 40 CFR 1065.790. **§ 10 66.150 Analyzer interference and q**  **uench verification limit.** Analyzers must meet the interference and quench verification limits in the following table on the lowest, or most representative, instrument range that will be used during emission testing, instead of those specified in 40 CFR par t 1065, subpart D: T ABLE 1 OF § 10 66.150

–A NALYZER INTERFERENCE AND Q UENCH V ERIFICATION L IMITS Verification Limit 40 CFR 1065.350 ±2 % of full scale 40 CFR 1065.355 ±2 % of full scale 40 CFR 1065.370 ±2 % of full scale 40 CFR 1065.375 ±2 % of the flow

- weighted mean concentration of N 2 O expected at the standard **Subpart C**

**— DYNAMOMETER SPECIFIC**  **ATIONS § 10**  **66.201 Dynamometer overview.** This subpart addresses chassis dy namometers and related equipment. **§ 10 66.210 Dynamometers.**  (a) General requirements. A chassis dynamometer typically uses electrically generated load forces combined with its rotational inertia to recreate the mechanical inertia and frictional forces that a vehicle exerts on road surfaces (known as “road load”). Load forces are calculated u sing vehicle

- specific coefficients and response characteristics. The load forces are applied to the vehicle tires b y rolls connected to motor/absorbers. The dy namometer uses a load cell to measure the forces the dy namometer rolls apply

to the vehicle’s t ires. (b) Accuracy

and precision. The dynamometer’s output values for road load must be NI ST

- traceable. We may determine traceability to a specific national or international standards organization to be sufficient to demonstrate NIST

- traceability . The f orce measurement s ys tem must be capable of indicating force readings as follows: (1) For dynamometer testing of vehicles at or below 20,000 pounds GVWR, the dy namometer force

- measurement s ys tem must be capable of indicating force readings during a test to a resolution of ±0.05 % of the maximum load

- cell force simulated by the dy namometer or ±9.8 N (±2.2 lbf), whichever is greater. (2) For dy

namometer testing of vehicles above 20,000 pounds GVWR , the force

measurement s ys tem must be capable of in dicating force readings during a test to a resolution of ±0.05 % of the maximum load

- cell force simulated b y the dynamometer or ±39.2 N (±8.8 lbf), whichever is greater.Page 875 of 961

(c) Test cycles. The dy

namometer must be capable of fully simulating vehicle performance over applicable test cycles for the vehicles being tested as referenced in the corresponding standard

- setting part, including operation at the combination of inertial and road

- load forces corresponding to maximum road

- load conditions and maximum simulated inertia at the highest acceleration rate experienced during testing. (d) Component requirements. The following specifications apply : (1) The nominal roll diameter must be 120 cm or greater. The dy namometer must have an independent drive roll for each drive axle as tested under § 10 66.410(g), except that two drive axles may

share a single drive roll. Use good engineering judgment to ensure that the dy

namometer roll diameter is large enough to provide sufficient tire

- roll contact area to avoid tire ove rheating and power losses from tire

- roll slippage. (2) Measure and record force and speed at 10 Hz or faster. You may convert measured values to 1

- Hz, 2

- Hz, or 5

- Hz values before your calculations, using good engineering judgment. (3) The load applied by the dy namometer simulates forces acting on the vehicle during normal driving according to the following equation:

2 i i -1 i i i i i -1 

### v v FR A B v C v M t t      



Eq. 1066.210

- 1 Where: FR = total road

- load force to be applied at the surface of the roll. The total force is the sum of the individual tractive forces applied at each roll surface

. i = a counter to indicate a point in time over the driving schedule. For a dyn amometer operating at 10

- Hz intervals over a 600

- second driving schedule, the maximum value of i should b e 6,000. A = a vehicle

- specific constant value representing the vehicle’s frictional load in lbf or newtons. See subpart D of this part. B = a vehicle

- specific coefficient representing load from drag and rolling resistance, which are a function of vehicle speed, in lbf/mph or N ∙ s/m. See subpart D of this part. v = linear speed at the roll surfaces as measured by the dy namometer, in mph or m/s. L et vi

- 1 = 0 for i = 0. C = a vehicle

- specific coefficient representing aerody namic effects, which are a function of vehicle speed squared, in lbf/mph 2 or N ∙ s 2/m 2 . See subpart D of this part. M = mass of the vehicle in lbm or kg based on its test weight , including the effect of rotating axles as specified in § 10 66.310(b)(7 ), divided by the acceleration due to gravity as specified in 40 CFR 1065.630

. t = elapsed time in the driving schedule as measured by the dyn amometer, in seconds. Let ti

- 1 = 0 for i = 0. (4) We recomme nd that a dy namometer capable of testing vehicles at or below 20,000 pounds GVWR be designed to apply an actual road

- load force within ±1 % or ±9.8 N (±2.2 lbf) of the reference value, whichever is greater. Note that slightly higher errors may be expected during highl y transient operation for vehicles above 8,500 pounds GVWR.Page 876 of 961

(e) Dy namometer manufacturer instructions . This part s pecifies that you follow the dy namometer manufacturer’s recommended procedures for things such as calibrations and general operation. If you perform testing with a dy namometer that you manufactured or if you otherwise do not have these recommended procedures, use good engineering judgment to establish the additional procedures and specifications we specify in this part, unless we specify

otherwise. Keep records to describe these recommended procedures and how they

are consistent with good engineering judgment, including any quantified error estimates. **§ 10 66.215 Summary of verification**  **procedures for chassis dynamometers.** (a) Overview . This section describes the overall process for verifying and calibrating the performance of chassis dy nam ometers. (b) Scope and frequency . The following table summarizes the required and recommended calibrations and verifications described in this subpart and indicates when they must occur: T ABLE 1 OF § 10 66.215

– S UMMARY OF REQUIRED D YNAMOMETER V ERIFICATIONS Ty pe of verification Minimum frequencya § 10 66.220: Linearity verification Speed: Upon initial installation, within 370 days before testing, and after major maintenance. Torque (load): Upon initial installation and after major maintenance. § 10 66.225: Roll runout and diameter verification Upon initial installation and after major maintenance. § 10 66.230: Time verification Upon initial installation and after major maintenance. § 10 66.235: Speed measurement verification Upon initial installation, within 370 days before testing, and after major maintenance. § 10 66.240: Torque (load) transducer verification Upon initial installation, within 7 days of testing, and after major maintenance. § 10 66.245: Response time verification Upon initial installation, within 370 days before testing, and after major maintenance. § 10 66.250: Base inertia verification Upon initial installation and after major maintenance. § 10 66.255: Parasitic loss verification Upon initial installation, after major maintenance, and upon failure of a verification in § 10 66.270 or § 10 66.275. § 10 66.260: Parasitic friction compensation verification Upon initial installation, after major maintenance, and upon failure of a verification in § 10 66.270 or § 10 66.275. § 10 66.265: Acceleration and deceleration verification Upon initial installation and after major maintenance. § 10 66.270: Unloaded coastdown verification Upon initial installation, within 7 days of testing, and after major maintenance. § 10 66.275 Dynamometer readiness verificatio n Upon initial installation, within 1 day before testing, and after major maintenance. aPerform calibrations and verifications more frequently, according to measurement system manufacturer instructions and good engineering judgment. (c) Automated dyn amo meter verifications and calibrations . In some cases, dy namometers are designed with internal diagnostic and control features to accomplish the verifications and calibrations specified in this subpart. You may use these automated functions instead of foll owing the procedures we specify in this subpart to demonstrate compliance with applicable requirements, consistent with good engineering judgment.Page 877 of 961

(d) Sequence of verifications and calibrations . Upon initial installation and after major maintenance, per form the verifications and calibrations in the same sequence as noted in Table 1 of this section, except that you may perform speed linearity verification after the verifications in § § 10 66.225 and 1066.230. At other times, you may need to perform specifi c verifications or calibrations in a certain sequence, as noted in this subpart. If you perform major maintenance on a specific component, you are required to perform verifications and calibrations only on components or parameters that are affected by the maintenance. (e) Corrections

. Unless the regulation directs otherwise, if the dy namometer fails to meet any specified calibration or verification, make any necessary adjustments or repairs such that the dy

namometer meets the specification before running a test. Repairs required to meet specifications are generall y considered major maintenance under this part. **§ 10 66.220 Linearity verification for chassis dynamometer systems.**  (a) Scope and frequency . Perform linearity verification for dynamometer speed and torque at least as frequently as indicated in Table 1 of § 10 66.215. The intent of linearity verification is to determine that the sy stem responds accuratel y and proportionally over the measurement range of interest. Linearity verification generally

c onsists of introducing a series of at least 10 reference values to a measurement sy stem. The measurement s ys tem quantifies each reference value. The measured values are then collectively

compared to the reference values by using a least

- squares linear re gression and the linearity criteria specified in Table 1 of this section. (b) Performance requirements . I f a measurement sy stem does not meet the applicable linearity criteria in Table 1 of this section, correct the deficiency by re - calibrating, servicing , or replacing components as needed. Repeat the linearity verification after correcting the deficiency

to ensure that the measurement sy stem meets the linearity criteria. Before you may use a measurement s ys tem that does not meet linearity criteria, yo u must demonstrate to us that the deficiency does not adversel y affect your ability to demonstrate compliance with the applicable standards. (c) Procedure . Use the following linearity verification protocol, or use good engineering judgment to develop a different protocol that satisfies the intent of this section, as described in paragraph (a) of this section: (1) In this paragraph (c), the letter “y” denotes a generic measured quantity, the superscript over

- bar denotes an arithmetic mean (such as y ), and the subscript “ ref ” denotes the known or reference quantity being measured. (2) Operate the dyn amometer s ys tem at the specified operating conditions. This may include an y specified adjustment or periodic calibration of the dynamometer sy stem. (3) Set dy namometer speed and torque to zero. (4) Verify the dynamometer speed or torque signal based on the dynamometer manufacturer’s recommendations. (5) After verification, check for zero speed and torque. Use good engineering judgment to de termine whether or not to rezero or re

- verify speed and torque before continuing. (6) For both speed and torque, use the dyn amometer manufacturer’s recommendations and good engineering judgment to select reference values, yrefi , that cover a range of valu es that you expect would prevent extrapolation beyond these values during emissionPage 878 of 961

testing. We recommend selecting zero speed and zero torque as reference values for the linearity verification. (7) Use the dyn amometer manufacturer’s recommendations and go od engineering judgment to select the order in which you will introduce the series of reference values. For example, you may select the reference values randomly to avoid correlation with previous measurements and to avoid the influence of hy steresis; you may select reference values in ascending or descending order to avoid long settling times of reference signals; or you may

select values to ascend and then descend to incorporate the effects of any instrument hy steresis into the linearity verification. (8 ) Set the dynamometer to operate at a reference condition. (9) Allow time for the dynamometer to stabilize while it measures the reference values. (10) At a recording frequency of at least 1 Hz, measure speed and torque values for 30 seconds and record th e arithmetic mean of the recorded values, i 

### y . Refer to 40 CFR 1065.602 for an example of calculating an arithmetic mean. (11) Repeat the steps in paragraphs (c)(8) though (10) of this section until you measure speeds and torques at each of the reference settings. (12) Use the arithmetic means, i 

### y , and reference values, yrefi , to calculate least

- squares linear regression parameters and statistical values to compare to the minimum performance criteria specifie d in Table 1 of this section. Use the calculations described in 40 CFR 1065.602. Using good engineering judgment, you may weight the results of individual data pairs (i.e., ( yrefi , i 

### y )), in the linear regression calculations. Tab le 1 follows: T ABLE 1 OF § 10 66.220

– D YNAMOMETER M EASUREMENT S YSTEMS THAT REQUIRE L INEARITY V ERIFICATIONS Measurement sy stem Quantity Linearity criteria | y min ∙ ( a 1 - 1)+ a 0 | a 1 SEE r 2 Speed v < 0.05 % ∙ max v 0.98

- 1.02 < 2 % ∙ max v > 0.990 Torque (load) T < 1 % ∙ max T 0.99

- 1.01 < 1 % ∙ max T > 0.990 (d) R eference signals . Generate reference values for the linearity- verification protocol in paragraph (c) of this section as described for speed and torque in 40 CFR 1065.307(d). **§ 10**  **66.225 Roll runout and diameter verification procedure.**  (a) Overview. T his section describes the verification procedure for roll runout and roll diameter. Roll runout is a measure of the variation in roll radius around the circumference of the roll. (b) Scope and frequency . Perform these verifications upon initial installat ion and after major maintenance that could affect roll surface finish or dimensions (such as resurfacing or polishing). (c) Roll runout procedure. Verify roll runout based on the following procedure, or an equivalent procedure based on good engineering ju dgment: (1) Perform this verification with laboratory and dy namometer temperatures stable and at equilibrium. Release the roll brake and shut off power to the dy namometer. Remove an y dirt, rubber, rust, and debris from the roll surface. Mark measurement locations on thePage 879 of 961

roll surface using a marker. Mark the roll at a minimum of four equall y spaced locations across the roll width; we recommend taking measurements every 150 mm across the roll. Secure the marker to the deck plate adjac ent to the roll surface and slowl y rotate the roll to mark a clear line around the roll circumference. Repeat this process for all measurement locations. (2) Measure roll runout using an indicator with a probe that allows for measuring the position of the roll surface relative to the roll centerline as it turns through a complete revolution. The indicator must have some means of being securel y mounted adjacent to the roll. The indicator must have sufficient range to measure roll runout at all points, with a minimum accuracy of ±0.025 mm. Calibrate the indicator according to the instrument manufacturer’s instructions. (3) Position the indicator adjacent to the roll surface at the desired measurement location. Position the shaft of the indicator perpendicular to the roll such that the point of the indicator is slightly

touching the surface of the roll and can move freel y through a full rotation of the roll. Zero the indicator according to the instrument manufacturer’s instructions. Avoid distortion of th e runout measurement from the weight of a person standing on or near the mounted dial indicator. (4) Slowly

turn the roll through a complete rotation and record the maximum and minimum values from the indicator. Calculate runout as the difference between these maximum and minimum values. (5) Repeat the steps in paragraphs (c)(3) and (4) of this section for all measurement locations. (6) The roll runout must be less than 0.254 mm (0.0100 inches) at all measurement locations. (d) Diameter procedure. Verif y roll diameter based on the following procedure, or an equivalent procedure based on good engineering judgment: (1) Prepare the laboratory and the dynamometer as specified in paragraph (c)(1) of this section. (2) Measure roll diameter using a Pi Tape ®

. Orient the Pi Tape ® to the marker line at the desired measurement location with the Pi Tape ® hook pointed outward. Temporarily secure the Pi Tape ® to the roll near the hook end with adhesive tape. Slowly turn the roll, wrapping the Pi Tape ® around the roll surface. Ensure that the Pi Tape ® is flat and adjacent to the marker line around the full circumference of the roll. Attach a 2.26

- kg weight to the hook of the Pi Tape ® and position the roll so that the weight dangles freel y. Remove the adhesive ta

pe without disturbing the orientation or alignment of the Pi Tape ®

. (3) Overlap the gage member and the vernier scale ends of the Pi Tape ® to read the diameter measurement to the nearest 0.01 mm. Follow the manufacturer’s recommendation to correct the mea surement to 20 °C, if applicable. (4) Repeat the steps in paragraphs (d)(2) and (3) of this section for all measurement locations. (5) The measured roll diameter must be within ±0.254 mm of the specified nominal value at all measurement locations. You m ay revise the nominal value to meet this specification, as long as you use the corrected nominal value for all calculations in this subpart.Page 880 of 961

**§ 10 66.230**  **Time verification procedure.** (a) Overview. This section describes how to verify the accuracy

of the dyn amometer’s timing device. (b) Scope and frequency . Perform this verification upon initial installation and after major maintenance. (c) Procedure. Perform this verification using one of the following procedures: (1) WWV method. You may use the time an d frequency signal broadcast by

NI ST from radio station WWV as the time standard if the trigger for the dyn amometer timing circuit has a frequency

decoder circuit, as follows: (i) Contact station WWV by telephone by

dialing (303) 499

- 7111 and listen for th e time announcement. Verify

that the trigger started the dy namometer timer. Use good engineering judgment to minimize error in receiving the time and frequency signal. (ii) After at least 1000 seconds, re

- dial station WWV and listen for the time announce ment. Verify

that the trigger stopped the dy namometer timer. (iii) Compare the measured elapsed time, y act , to the corresponding time standard, yref , to determine the time error, y error , using the following equation:

act re f e r ro r re f 

### 1 0 0 % y y y y

   Eq. 1066.2 30

- 1 (2) Ramping method. You may use an operator
- defined ramp function to serve as the time standard as follows: (i) Set up a signal generator to output a marker voltage at the peak of each ramp to trigger the dy namometer timing circuit. Output the designated marker voltage to start the verification period. (ii) After at least 1000 seconds, output the designated marker voltage to end the verification period. (iii) Compare the measured elapsed time between marker signals, y act , to the corresponding time st andard, yref , to determine the time error, y error , using Eq. 1066.230

- 1. (3) Dy namometer coastdown method. You may use a signal generator to output a known speed ramp signal to the dy namometer controller to serve as the time standard as follows: (i) Generate upper and lower speed values to trigger the start and stop functions of the coastdown timer circuit. Use the signal generator to start the verification period. (ii) After at least 1000 seconds, use the signal generator to end the verification period. (iii) Compare the measured elapsed time between trigger signals, y act , to the corresponding time standard, yref , to determine the time error, y error , using Eq. 1066.230

- 1. (d) Performance evaluation . The time error determined in paragraph (c) of this sec tion may not exceed ±0.001 %. **§ 10 66.235**  **Speed verification procedure.** (a) Overview. This section describes how to verify the accuracy

of the dy namometer speed determination. When performing this verification, you must also ensure the dy namomete r speed at any

devices used to display or record vehicle speed ( such as a driver’s aid) is representative of the speed input from the dy namometer speed determination.Page 881 of 961

(b) Scope and frequency . Perform this verification upon initial installation, within 370 day s before testing, and after major maintenance. (c) Procedure. Use one of the following procedures to verify the accuracy

and resolution of the dy namometer speed simulation: (1) Pulse method . Connect a universal frequency counter to the out

put of the dy namometer’s speed

- sensing device in parallel with the signal to the dyn amometer controller. The universal frequency counter must be calibrated according to the counter manufacturer’s instructions and be capable of measuring with enough accura cy to perform the procedure as specified in this paragraph (c)(1). Make sure the instrumentation does not affect the signal to the dynamometer control circuits. Determine the speed error as follows: (i) Set the dy

namometer to speed

- control mode. Set the dy namometer speed to a value of approximately

4.5 m/s (10 mph); record the output of the frequency counter after 10 seconds. Determine the roll speed, v act , using the following equation:

roll act f d v n     Eq. 1066.235

- 1 Where: f = frequency

o f the dyn amometer speed sensing device, accurate to at least four significant figures. d roll = nominal roll diameter, accurate to the nearest 1.0 mm, consistent with § 10 66.225(d). n = the number of pulses per revolution from the dynamometer roll speed sen sor. Example: f = 2.9231 Hz = 2.9231 s - 1 d roll = 904.40 mm = 0.90440 m n = 1 pulse/rev

act 2.9231 0.90440

1 v 

   v act = 8.3053 m/s (ii) Repeat the steps in paragraph (c)(1)(i) of this section for the maximum speed expected during testing and at least tw o additional evenl y spaced speed points between the starting speed and the maximum speed point. (iii) Compare the calculated roll speed, v act , to each corresponding speed set point, vref , to determine values for speed error at each set point, v error , using the following equation:

v error = v act
- vref Eq. 1066.235

- 2 Example: v act = 8.3053 m/s vref = 8.3000 m/s v error = 8.3053

– 8.3000 = 0.0053 m/sPage 882 of 961

(2) Frequency

method. Install a piece of tape in the shape of an arrowhead on the surface of the dy namometer roll near the outer edge. Put a reference mark on the deck plate in line with the tape. Install a stroboscope or photo tachometer on the deck plate and direct the flash toward the tape on the roll. The stroboscope or photo tachometer must be calibrated according to the instrument manufacturer’s instructions and be capable of measuring with enough accuracy to perform the procedure as specified in this paragraph (c)(2). Determine the speed error as follows: (i) Set the dy

namometer to speed

- control mode. Set the dy namometer speed to a speed value of approximately 4.5 m/s (10 mph). Tune the stroboscope or photo tachometer until the signal matches the dy namometer roll speed. Record the frequency . Determine the roll speed, y act , using Eq. 1066.235

- 1, using the stroboscope or photo tachometer’s frequency for f

. (ii) Repeat the steps in paragraph (c)(2)(i) of this section for the maximum speed expected during testing and at least two additional evenl y spaced speed points between the starting speed and the max imum speed point. (iii) Compare the calculated roll speed, v act , to each corresponding speed set point, vref , to determine values for speed error at each set point, y error , using Eq. 1066.235

- 2. (d) Performance evaluation . The speed error determined in paragraph (c) of this section may not exceed ±0.02 m/s at any speed set point. **§ 10 66.240 Torque transducer verification.**  Verify torque
- measurement sy stems by performing the verifications described in § § 10 66.270 and 1066.275. **§ 10 66.245 Response time veri**  **fication.** (a) Overview. This section describes how to verify the dy namometer’s response time to a step change in tractive force

. (b) Scope and frequency . Perform this verification upon initial installation, within 370 day s before testi ng (i.e., annually), and after major maintenance. (c) Procedure. Use the dy namometer’s automated process to verify response time. You may perform this test either at two different inertia settings corresponding approximately to the minimum and maximum ve hicle weights you expect to test or using base inertia and two acceleration rates that cover the range of acceleration rates experienced during testing ( such as 0.5 and 8 mph/s). Use good engineering judgment to select road

- load coefficients representing vehicles of the appropriate weight. Determine the dy namometer’s settling response time, ts , based on the point at which there are no measured results more than 10 % above or below the final equilibrium value, as illustrated in Figure 1 of this section. The observed settling response time must be less than 100 milliseconds for each inertia setting.Page 883 of 961 Figure 1 of § 10 66.245

**—**Example of a settling response time diagram

**Ti me**  **( t**  **) t** **s R** **e s** **p o** **n s** **e 1.1**  **1. 0**  **0. 9** 

**§ 10 66.250 Base inertia verification.**  (a) Overview. This section describes how to verify the dy namometer’s base inertia. (b) Scope and frequency . Perform this verification upon initial installation and after major maintenance , such as maintenance that could affect roll inertia

. (c) Procedure. Verify

the base inertia using the following procedure: (1) Warm up the dynamometer according to the dynamometer manufacturer’s instructions. Set the dy

namometer’s road

- load inertia to zero, turning off any electrical simulation of road load and inertia so that the base inertia of the dynamometer is the only inertia present

. Motor the rolls to 5 mph. Apply a constant force to accelerate the roll at a nominal rate of 1 mph/s. Measure the elapsed time to accelerate from 10 to 40 mph, noting the corresponding speed and ti me points to the nearest 0.01 mph and 0.01 s. Also determine average force over the measurement interval. (2) Starting from a steady roll speed of 45 mph, apply a constant force to the roll to decelerate the roll at a nominal rate of 1 mph/s. Measure the elapsed time to decelerate from 40 to 10 mph, noting the corresponding speed and time points to the nearest 0.01 mph and 0.01 s. Also determine average force over the measurement interval. (3) Repeat the steps in paragraphs (c)(1) and (2) of this section for a total of five sets of results at the nominal acceleration rate and the nominal deceleration rate. (4) Use good engineering judgment to select two additional acceleration and deceleration rate pairs that cover the middle and upper rates expected duri ng testing. Repeat the steps in paragraphs (c)(1) through (3) of this section at each of these additional acceleration and deceleration rates. (5) Determine the base inertia, I b , for each measurement interval using the following equation:Page 884 of 961 b final init F I v v

t 

  Eq. 1066.250

- 1 Where: F = average dyn amometer force over the measurement interval as measured by the dy namometer. v final = roll surface speed at the end of the measurement interval to the nearest 0.01 mph. vinit = roll surface speed at the star t of the measurement interval to the nearest 0.01 mph. t  = elapsed time during the measurement interval to the nearest 0.01 s. Example: F = 1.500 lbf = 48.26 ft ∙lbm/s 2 v final = 40.00 mph = 58.67 ft/s vinit = 10.00 mph = 14.67 ft/s t  = 30.00 s

b 48.26 58.67 14.67 30.00 I 

 I b = 32.90 lbm (6) Calculate the base inertia error, I berror , for each of the thirty measured bas e inertia values, I

b , by comparing it to the manufacturer’s stated base inertia, I bref , using the following equation:

bref bact berror bref 

### 100 % I I I I    Eq. 1066.250

- 2 Example: I bref = 32.96 lbm
bact 

### I = 32.90 lbm (from paragraph (c)(5) of thi s section)

berror 32.96 32.90 100 %

32.96 I    I berror = 0.18 % (7) Determine the base inertia mean value, b 

### I , from the ten acceleration and deceleration interval base inertia values for each of the three acceleration/deceleratio n rates. Then determine the base inertia mean value, b 

### I , from the base inertia values corresponding to acceleration/deceleration rates . Calculate base inertia mean values as described i n 40 CFR 1065.602(b)Page 885 of 961

(8) Calculate the inertia error for the final base inertia mean value from paragraph (c)(7) of this section. Use Eq. 1066.250

- 2, substituting the final base inertia mean value from paragraph (c)(7) of this section for the in dividual base inertia. (d) Performance evaluation . The dynamometer must meet the following specifications to be used for testing under this part: (1) All base inertia errors determined under paragraph (c)(6) of this section may not exceed ±1.0 %. (2) The inertia error for the final base inertia mean value determined under paragraph (c)(8) of this section may not exceed ±0.20 %. **§ 10 66.255 Parasitic loss verification.**  (a) Overview. Verify

the dy namometer’s parasitic loss as described in this s ection, and correct as necessary . This procedure determines the dy namometer’s internal losses that it must overcome to simulate road load. Characterize these losses in a parasitic loss curve that the dy

namometer uses to apply

compensating forces to maint ain the desired road

load force at the roll surface. (b) Scope and frequency . Perform this verification upon initial installation, after major maintenance, and upon failure of a verification in either § 10 66.270 or § 10 66.275. (c) Procedure. Perform th is verification b y following the dynamometer manufacturer’s specifications to establish a parasitic loss curve, taking data at fixed speed intervals to cover the range of vehicle speeds that will occur during testing. You may zero the load cell at a selec ted speed if that improves your ability to determine the parasitic loss. Parasitic loss forces may

never be negative. Note that the torque transducers must be zeroed and spanned prior to performing this procedure. (d) Performance evaluation. Some dy namo meters automatically update the parasitic loss curve for further testing. If this is not the case, compare the new parasitic loss curve to the original parasitic loss curve from the dynamometer manufacturer or the most recent parasitic loss curve you programmed into the dynamometer. You may reprogram the dy namometer to accept the new curve in all cases, and you must reprogram the dy namometer if an y point on the new curve departs from the earlier curve by more than ±9.0 N for dynamometers capable of testin g vehicles at or below 20,000 pounds GVWR , or ±36.0 N (±8.0 lbf) for dy namometers not capable of testing vehicles at or below 20,000 pounds GVWR. **§ 10 66.260 Parasitic friction compensation evaluation.**  (a) Overview. This section describes how to verify the accuracy of the dy namometer’s friction compensation. (b) Scope and frequency . Perform this verification upon initial installation, after major maintenance, and upon failure of a verification in either § 10 66.270 or § 10 66.275. Note that this procedure relies on proper verification of speed and torque, as described in § § 10 66.235 and 1066.240. You must also first verify the dyn amometer’s parasitic loss curve as specified in § 10 66.255. (c) Procedure. Use the following procedure to verify the accuracy

of the dy namometer’s friction compensation: (1) Warm up the dynamometer as specified b y the dynamometer manufacturer.Page 886 of 961

(2) Perform a torque verification as specified b y the dy namometer manufacturer. For torque verifications rel yi ng on shunt p rocedures, if the results do not conform to specifications, recalibrate the dy namometer using NI ST

- traceable standards as appropriate until the dyn amometer passes the torque verification. Do not change the dy namometer’s base inertia to pass the torque verification. (3) Set the dynamometer inertia to the base inertia with the road

- load coefficients A, B, and C set to 0. Set the dynamometer to speed

- control mode with a target speed of 50 mph or a higher speed recommended b y the dynamometer manufacturer. On ce the speed stabilizes at the target speed, switch the dynamometer from speed

- control to torque

control and allow the roll to coast for 60 seconds. Record the initial and final speeds and the corresponding start and stop times. I f friction compensation is executed perfectly , there will be no change in speed during the measurement interval. (4) Calculate the power equivalent of friction compensation error, FC error , using the following equation: 

#   2 2 error init final 2 I FC v v

t   

 Eq. 1066.260

- 1 Where: I = dynamome ter inertia setting. t = duration of the measurement interval, accurate to at least 0.01 s. vinit = the roll speed corresponding to the start of the measurement interval, accurate to at least 0.05 mph. v final = the roll speed corresponding to the end of th e measurement interval, accurate to at least 0.05 mph. Example: I = 2000 lbm = 62.16 lbf·s 2 /ft t = 60.0 s vinit = 9.2 mph = 13.5 ft/s v final = 10.0 mph = 14.7 ft/s



#   2 2 error 62.16 1 3.5 14.7 2 6 0.00 FC   

 FC error =
– 16.5 ft ∙lbf/s =

– 0.031 hp (5) The friction compensation error may not exceed ±0.15 hp for dynamometers capable of testing vehicles at or below 20,000 pounds GVWR, or ±0.6 hp for dy namometers not capable of testing vehicles at or below 20,000 pounds GVWR. **§ 10 66.265 Acceleration and deceleration verification.**  (a) Overview. This section describes how to verify the dy namometer’s ability

to achieve targeted acceleration and deceleration rates. Paragraph (c) of this section describes how this verificat ion applies when the dy namometer is programmed directly for a specific acceleration or deceleration rate. Paragraph (d) of this section describes how this verification applies when the dy namometer is programmed with a calculated force to achieve a targete d acceleration or deceleration rate.Page 887 of 961

(b) Scope and frequency . Perform this verification or an equivalent procedure upon initial installation and after major maintenance that could affect acceleration and deceleration accuracy . Note that this procedure re lies on proper verification of speed as described in § 10 66.235. (c) Verification of acceleration and deceleration rates. Activate the dynamometer’s function generator for measuring roll revolution frequency . If the dy namometer has no such fun ction generator, set up a properly calibrated external function generator consistent with the verification described in this paragraph (c). Use the function generator to determine actual acceleration and deceleration rates as the dyn amometer traverses spe eds between 10 and 40 mph at various nominal acceleration and deceleration rates. Verify

the dynamometer’s acceleration and deceleration rates as follows: (1) Set up start and stop frequencies specific to your dy namometer by

identifying the roll

revolution frequency , f

, in revolutions per second (or Hz) corresponding to 10 mph and 40 mph vehicle speeds, accurate to at least four significant figures, using the following equation:

roll 

### v n f d   

 Eq. 1066.265

- 1 Where: v = the target roll speed, in inches per second (corresponding to drive speeds of 10 mph or 40 mph). n = the number of pulses from the dynamometer’s roll

- speed sensor per roll revolution. d roll = roll diameter, in inches. (2) Program the dy

namometer to accelerate the roll at a nominal rate of 1 mph/s from 10 mph to 40 mph. Measure the elapsed time to reach the target speed, to the nearest 0.01 s. Repeat this measurement for a total of five runs. Determine the actual acceleration rate for each run, a act , using the following equation:

final init act v v a t

  Eq. 1066.265

- 2 Where: a act = acceleration rate (decelerations have negative values). v final = the target value for the final roll speed. vinit = the setpoint value for the initial roll speed. t = time to accelerate from vinit to v final . Example: v final = 40 mph vinit = 10 mph t = 30.003 s

act 40.00 10.00 30.03 a   a act = 0.999 mph/sPage 8 88 of 961

(3) Program the dyn amometer to decelerate the roll at a nominal rate of 1 mph/s from 40 mph to 10 mph. Measure the elapsed time to reach the targ et speed, to the nearest 0.01 s. Repeat this measurement for a total of five runs. Determine the actual acceleration rate, a act , using Eq. 1066.265

- 2 (4) Repeat the steps in paragraphs (c)(2) and (3) of this section for additional acceleration and decele ration rates in 1 mph/s increments up to and including one increment above the maximum acceleration rate expected during testing. Average the five repeat runs to calculate a mean acceleration rate, act 

### a , at each setting. (5) Compare each mean acceleration rate, act 

### a , to the corresponding nominal acceleration rate, a ref , to determine values for acceleration error, a error , using the following equation:
act ref error ref 

### 100 % a a a a

   Eq. 1066.265

- 3 Example:
act 

### a = 0.999 mph/s a ref = 1 mph/s

error 0.999 1 100 % 1 a    a error =
– 0.100 % (d) Verification of forces for controlling acceleration and deceleration. Program the dy namometer with a calculated force value and determine actual acceleration an d deceleration rates as the dy namometer traverses speeds between 10 and 40 mph at various nominal acceleration and deceleration rates. Verify the dyn amometer’s ability to achieve certain acceleration and deceleration rates with a given force as follows: (1 ) Calculate the force setting, F , using the following equation:
b 

### FIa   Eq. 1066.265

- 4 Where: I b = the dy namometer manufacturer’s stated base inertia, in lbf·s 2 /ft. a = nominal acceleration rate, in ft/s 2

. Example: I b = 2967 lbm = 92.21 7 lbf·s 2 /ft a = 1 mph/s = 1.4667 ft/s 2 

### 92.217 1.4667 F   F = 135.25 lbf (2) Set the dynamometer to road

- load mode and program it with a calculated force to accelerate the roll at a nominal rate of 1 mph/s from 10 mph to 40 mph. Measure the elaps ed time to reach the target speed, to the nearest 0.01 s. Repeat this measurement for a total of five runs. Determine the actual acceleration rate, a act , for each run using Eq.Page 889 of 961

1066.265

- 2. Repeat this step to determine measured “negative acceleration” r ates using a calculated force to decelerate the roll at a nominal rate of 1 mph/s from 40 mph to 10 mph. Average the five repeat runs to calculate a mean acceleration rate, act 

### a , at each setting. (3) Repeat the steps in paragraph (d) (2) of this section for additional acceleration and deceleration rates as specified in paragraph (c)(4) of this section. (4) Compare each mean acceleration rate, act 

### a , to the corresponding nominal acceleration rate, a ref , to determine values for acceleration error, a error , using Eq. 1066.265

- 3 (e) Performance evaluation . The acceleration error from paragraphs (c)(5) and (d)(4) of this section may

not exceed ±1.0 %. **§ 10 66.270 Unloaded coastdown verification.**  (a) Overview. Use force m easurements to verify the dy namometer’s settings based on coastdown procedures. (b) Scope and frequency . Perform this verification upon initial installation, within 7 day s of testing, and after major maintenance. (c) Procedure. This procedure verifies th e dyn amometer’s settings derived from coastdown testing. For dynamometers that have an automated process for this procedure, perform this evaluation by setting the initial speed, final speed, inertial coefficients, and road

- load coefficients as required f or each test, using good engineering judgment to ensure that these values properl y represent in

- use operation. Use the following procedure if your dyn amometer does not perform this verification with an automated process: (1) Warm up the dy

namometer as spe cified b y the dynamometer manufacturer. (2) With the dy

namometer in coastdown mode, set the dy namometer inertia for the smallest vehicle weight that you expect to test and set A, B, and C road

- load coefficients to values ty

pical of those used during testin g. Program the dynamometer to coast down over the dynamometer operational speed range (typically from a speed of 80 mph through a minimum speed at or below 10 mph). Perform at least one coastdown over this speed range, collecting data over each 10 mph interval. (3) Repeat the steps in paragraph (c)(2) of this section with the dy namometer inertia and road

- load coefficients set for the largest vehicle weight that you expect to test
. (4) Determine the average coastdown force, F , for each speed and inertia se tting for each of the coastdowns performed using the following equation: 

##   init final 

### I v v F t    Eq. 1066.270

- 1 Where: F = the average force measured during the coastdown for each speed interval and inertia setting, expressed in lbf·s 2 /ft and rounded to four significant figures. I = the dynamometer’s inertia setting, in lbf· s 2 /ft. vinit = the speed at the start of the coastdown interval , expressed in ft/s to at least four significant figures. v final = the speed at the end of the coastdown interval, expressed in ft/s to at least four significant figures. t = coastdown time for each speed interval and inertia setting, accurate to at least 0.01 s.Page 890 of 961

Example: I = 2000 lbm = 65.17 lbf·s 2 /ft vinit = 25 mph = 36.66 ft/s v final = 15 mph = 22.0 ft/s t = 5.00 s 

##   65.17 36.66 22.0 5.00 F    F = 191.1 lbf (5) Calculate the target value of coastdown force, F ref , based on the applicable dy namometer parameters for each speed interval and inertia setting. (6) Compare the mean value of the coastdown force measured for each speed interval and inertia setting, act



### F , to the corresponding F ref to determine values for coastdown force error, F

error , using the following equation:

act ref error ref 100 % F F F F

   Eq. 1066.270

- 2 Example: F ref = 192 lbf

act F = 191 lbf

error 

### 191 192 100 % 192 F    F error = 0.5 % (d) Performance evaluation . The coastdown force error determined in paragraph (c) of this section may

not exceed the following: (1) For vehicles at or below 20,000 pounds GVWR, calculate F errormax for all speed and inertia settings from the following formula: F errormax (%) = (2.2 lbf/

F ref )·100 Eq. 1066.270

- 3 Example: F ref = 192 lbf F errormax (%) = (2.2/192)·100 = 1.14% (2) For vehicles above 20,000 pounds GVWR, the maximum allowable error, F errormax , for all speed intervals and inertia settings is ± 1.0 % or ±39.2 N, whichever is greater

. (e) Remedy for nonconforming dynamometers
. If the dy namometer is not able to meet this requirement, diagnose and repair the dyn amomete r before continuing with emission testing. Diagnosis should include performing the verifications in § 10 66.255 and § 10 66.260. **§ 10 66.275 Daily dynamometer readiness verification.** Page 891 of 961

(a) Overview. This section describes how to verify that the dy

namometer i s ready for emission testing. (b) Scope and frequency . Perform this verification upon initial installation, within 1 day before testing, and after major maintenance. (c) Procedure. For dyn amometers that have an automated process for this verification pro cedure, perform this evaluation by setting the initial speed and final speed and the inertial and road

- load coefficients as required for the test, using good engineering judgment to ensure that these values properl y represent in

- use operation. Use the fol lowing procedure if your dynamometer does not perform this verification with an automated process: (1) With the dy

namometer in coastdown mode, set the dy namometer inertia to the base inertia with the road

- load coefficient A set to 20 lbf (or a force that r esults in a coastdown time of less than 10 minutes) and coefficients B and C set to 0. Program the dy namometer to coast down for one 10 mph interval from 55 mph down to 45 mph. I f yo ur dyn amometer is not capable of performing one discrete coastdown, then coast down with preset 10 mph intervals that include a 55 mph to 45 mph interval. (2) Perform the coastdown. (3) Determine the coastdown force and coastdown force error using Eqs. 1066.270

- 1 and 1066.270

- 2. (d) Performance evaluation . The coastdown force error determined in paragraph (c) of this section may

not exceed the following: (1) For vehicles at or below 20,000 pounds GVWR, ± 1.0 % or ±9.8 N (±2.2 lbf), whichever is greater

. (2) For vehicles above 20,000 pounds GVWR, ± 1.0 % or ±39.2 N (±8.8 lbf), whichever is greater

. (e) Remedy for nonconforming dynamometers
. If the verification results fail to meet the performance criteria in paragraph (d) of this section, perform the procedure up to two additional times. I f the dy namometer is consistently una ble to meet the performance criteria, diagnose and repair the dynamometer before continuing with emission testing. Diagnosis should include performing the verifications in § 10 66.255 and § 10 66.260. **§ 10 66.290**  **Verification of speed accuracy for the drive**  **r’s aid.** Use good engineering judgment to provide a driver’s aid that facilitates compliance with the requirements of § 10 66.425. Verify the speed accuracy

of the driver’s aid as described in § 10 66.235. **Subpart D**

**— COASTDOWN**  **§ 10 66.301 Overview of coas**  **tdown procedures.** (a) The coastdown procedures described in this subpart are used to determine the load coefficients (A, B, and C) for the simulated road

- load equation in § 10 66.210(d)(3). (b) The general procedure for performing coastdown tests and calcul ating load coefficients is described in SAE J1263 and SAE J2263 (incorporated b y reference in § 10 66.1010). This subpart specifies certain deviations from those procedures for certain applications.Page 892 of 961

(c) Use good engineering judgment for all aspects of coas tdown testing. For example, minimize the effects of grade b y performing coastdown testing on reasonably level surfaces and determining coefficients based on average values from vehicle operation in opposite directions over the course. **§ 10 66.305 Coastdow**  **n procedures for motor vehicles at or below 14,000 pounds GVWR.**  For motor vehicles at or below 14,000 pounds GVWR, develop representative road

- load coefficients to characterize each test vehicle. Calculate road

- load coefficients by performing coastdowns u sing the provisions of SAE J1263 and SAE J2263 (incorporated by reference in § 10 66.1010). Perform coastdowns at a starting speed as specified in SAE J2263, or at the highest speed from the range of applicable duty cycles

. U se the same road

- load coefficients for all duty cycles. However, if your test conditions are substantially

different from the conditions represented by your road

- load coefficients, such as cold temperature testing, you may use good engineering judgment t o develop separate road

- load coefficients. **§ 10 66.310 Coastdown procedures for vehicles above 14,000 pounds GVWR.**  This section describes coastdown procedures that are unique to vehicles above 14,000 pounds GVWR. These procedures are valid for calculating road

- load coefficients for chassis and post

- transmission powerpack testing and for calculating drag area ( C D A ) for use in the GEM simulation tool under 40 CFR part 1037. (a) Determine road

- load coefficients by performing a minimum of 16 valid coastdown runs (8 in each direction). (b) Follow the provisions of Sections 1 through 9 of SAE J1263 and SAE J2263 (incorporated b y reference in § 10 66.1010), except as described in this paragraph (b). The terms and variables identified in this paragraph (b) have the meaning given in SAE J1263 or J2263 unless specified otherwise. (1) The test condition specifications of SAE J1263 apply except as follows for wind and road conditions: (i) We recommend that you do not perform coastdown testing on days for which winds are forecast to exceed 6.0 mph. (ii) The grade of the test track or road must not be excessive (considering factors such as road safety

standards and effects on the coastdown results). Road conditions should follow Section 7.4 of SAE J1263, except that roa d grade may exceed 0.5%. If road grade is greater than 0.02% over the length of the test surface, you must incorporate into the anal ys is road grade as a function of distance along the length of the test surface . Use Section 11.5 of SAE J2263 to calculate the force due to grade

. (2) Operate the vehicle at a top speed above 70 mph, or at its maximum achievable speed if it cannot reach 70 mph. If a vehicle is equipped with a vehi cle speed limiter that is set for a maximum speed below 70 mph, you must disable the vehicle speed limiter. Start the test at or above 70 mph , or at the vehicle’s maximum achievable speed if it cannot reach 70 mph. Collect data through a minimum speed at or below 15 mph. Data analy sis for valid coastdown runs must include the range of vehicle speeds specified in this paragraph (b)(2 ).Page 893 of 961

(3) Gather data regarding wind speed and direction, in coordination with time

- of

- day data, using at least one stationary electro

- mechanical anemometer and suitable data loggers meeting the specifications of SAE J1263, as well as the following additional specifications for the anemometer placed adjacent to the test s urface: (i) Calibrate the equipment by running the zero

- wind and zero

- angle calibrations within 24 hours before conducting the coastdown procedures . If the coastdown procedures are not complete 24 hours after calibrating the equipment, repeat the calibration for another 24 hours of data collection. (ii) Record the location of the anemometer using a GPS measurement device adjacent to the test surface (approximately) at the midway distance along the test surface used for coastdowns. (iii) Position the anemom eter such that it will be at least 2.5 but not more than 3.0 vehicle widths from the test vehicle’s centerline as the test vehicle passes the anemometer. (iv) Mount the anemometer at a height that is within 6 inches of half the test vehicl e’s maximum height. (v) Place the anemometer at least 50 feet from the nearest tree and at least 25 feet from the nearest bush (or equivalent roadside features). (vi) The height of the grass surrounding the stationary anemometer may

not exceed 10% of the anemometer’s mounted height, within a radius equal to the anemometer’s mounted height. (4) You may

split runs as per Section 9.3.1 of SAE J2263, but we recommend whole runs. If you split a run, analyze each portion separately, but count the split runs as o ne run with respect to the minimum number of runs required. (5) You may

perform consecutive runs in a single direction, followed by consecutive runs in the opposite direction, consistent with good engineering judgment. Harmonize starting and stopping points to the extent practicable to allow runs to be paired. (6) All valid coastdown run times in each direction must be within 2.0 standard deviations of the mean of the valid coastdown run times (from the specified maximum speed down to 15 mph) in that direction. Eliminate runs outside this range. After eliminating these runs yo u must have at least eight valid runs in each direction. You may use coastdown run times that do not meet these standard deviation requirements if we approve it in advance. In your request, describe why the vehicle is not able to meet the specified standard deviation requirements and propose an alternative set of requirements. (7) Anal yz e data for chassis and post

- transmission powerpack testing or for use in the GEM simulation tool as follows: (i) Follow the procedures specified in Section 10 of SAE J1263 or Section 11 of SAE J2263 to calculate coefficients for chassis and post

- transmission powerpack testing. (ii) Determine drag area, C D A , as follows instead of using the proced ure specified in Section 10 of SAE J1263: (A) Measure vehicle speed at fixed intervals over the coastdown run (generally at 10 Hz), including speeds at or above 15 mph and at or below the specified maximum speed. Establish the ele vation corresponding to each interval as described in SAE J2263 if you need to incorporate the effects of road grade. (B) Calculate the vehicle’s effective mass, M e , in kg by

adding 56.7 kg to the measured vehicle mass for each tire making road contact. T his accounts for the rotational inertia of the wheels and tires.Page 894 of 961

(C) Calculate the road

- load force for each measurement interval, F i , using the following equation:
i i 1 i e v v F M t 

     Eq. 1066.310

- 1 Where: i = an interval counter , starting with i=1 for the first interval. The designation ( i
- 1) corresponds to the end of the previous interval or, for the first interval, to the start of the test run. M e = the vehicle’s effective mass, expressed to at least the nearest 0.1 kg. v = v ehicle speed at the beginning and end of the measurement interval. Δ t = elapsed time over the measurement interval, in seconds. (D) Plot the data from all the coastdown runs on a single plot of F i vs. vi 2 to determine the slope correlation, D , based on the following equation:
2 i e m i

h F M g A D v

s 

       Eq. 106 6.310

- 2 Where: g = gravitational acceleration = 9.81 m/s 2

. Δ h = change in elevation over the measurement interval, in m. Assume Δ h = 0 if you are not correcting for grade. Δs = distance the vehicle travels down the road during the meas urement interval, in m. A m = the calculated value of the y

- intercept based on the curve

- fit. (E) Calculate drag area, C D A , in m 2 using the following equation: adj D 2 D C A    Eq. 1066.310

- 3 Where: ρ = air density at reference conditions = 1.17 kg/m 3

. adj act

98.21 293 T D D p

   

           Eq. 1066.310

- 4 T = mean ambient absolute temperature during testing, in K.
act 

### p = average ambient pressuring during the test, in kPa. (8) Determine the A, B, an d C coefficients identified in § 10 66.210 as follows: (i) For chassis and post

- transmission powerpack testing, follow the procedures specified in Section 10 of SAE J1263 or Section 12 of SAE J2263. (ii) For the GEM simulation tool, use the following values : A = A m B = 0 C = D adjPage 895 of 961

**§ 10 66.315 Dynamometer road**  **- load setting.**  Determine dynamometer road

- load settings for chassis testing by following SAE J2264 (incorporated b y reference in § 10 66.1010). **Subpart E**

**— PREPARING VEHICLES A** **ND RUNNING AN EXHAUS T**  **EMISSIO N TEST**  **§ 10 66.401 Overview.**  (a) Use the procedures detailed in this subpart to measure vehicle emissions over a specified drive schedule. Different procedures may appl y for criteria pollutants and greenhouse gas emissions as described in the standard

- setting part. This subpart describes how to

- (1) Determine road

- load power, test weight, and inertia class. (2) Prepare the vehicle, equipment, and measurement instruments for an emission test. (3) Perform pre

- test procedures to ve rify proper operation of certain equipment and anal yz ers and to prepare them for testing. (4) Record pre

- test data. (5) Sample emissions. (6) Record post

- test data. (7) Perform post

- test procedures to verify proper operation of certain equipment and anal yz ers. (8) Weigh PM samples. (b) The overall test generally consists of prescribed sequences of fueling, parking, and driving at specified test conditions. An exhaust emission test generally consists of measuring emissions and other parameters while a vehic le follows the drive schedules specified in the standard

- setting part. There are two general ty pes of test cycles: (1) Transient cycles . Transient test cycles are t ypically specified in the standard

- setting part as a second

- by

- second sequence of vehicle speed commands. Operate a vehicle over a transient cycle such that the speed follows the target values. Proportionally sample emissions and other parameters and calculate emission rates as specified i n subpart G of this part to calculate emissions. The standard

- setting part may specify three ty pes of transient testing based on the approach to starting the measurement, as follows: (i) A cold

- start transient cycle where you start to measure emissions ju st before starting an engine that has not been warmed up. (ii) A hot

- start transient cycle where you start to measure emissions just before starting a warmed

- up engine. (iii) A hot

- running transient cycle where you start to measure emissions after an engin e is started, warmed up, and running. (2) Cruise cycles . Cruise test cycles are t ypicall y specified in the standard

- setting part as a discrete operating point that has a single speed command. (i) Start a cruise cycle as a hot

- running test, where you start to measure emissions after the engine is started and warmed up and the vehicle is running at the target test speed. (ii) Sample emissions and other parameters for the cruise cycle in the same manner as a transient cycle, with the exception that the reference speed value is constant . Record instantaneous and mean speed values over the cycle.Page 896 of 961

**§ 10 66.405 Vehicle preparation and preconditioning.**  Prepare the vehicle for testing (including measurement of evaporative and refueling emissions if app ropriate), as described in the standard

- setting part. **§ 10 66.410**  **Dynamometer test procedure.** (a) D yn amometer testing may consist of multiple drive cycles with both cold

- start and hot

- start portions, including prescribed soak times before each test interval. The standard

- setting part identifies the driving schedules and the associated sample intervals, soak periods, engine startup and shutdown procedures, and operation of accessories, as applicable. Not every

test interval includes all these elements. (b) Place the vehicle onto the dy namometer without starting the engine (for cold

- start test cycles) or drive the vehicle onto the dy namometer (for hot

- start and hot

- running cycles only) and position a fan that directs cooling air to the vehicle during dy namom eter operation as described in this paragraph (b). This generall y requires squarely positioning the fan in front of the vehicle and directing the airflow to the vehicle’s radiator. Use good engineering judgment to design and configure fans to cool the te st vehicle in a way that properl y simulates in

- use operation, consistent with the specifications of § 10 66.105. Except for the following special cases, use a road

- speed modulated fan meeting the requirements of § 10 66.105(c)(2) that is p laced within 90 cm of the front of the vehicle and ensure that the engine compartment cover (i.e., hood) is closed: (1) For vehicles above 14,000 pounds GVWR, use a fan meeting the requirements of § 10 66.105 (d) that is placed within 90 cm of the front of the vehicle and ensure that the engine compartment cover is closed

. ( 2) For FTP, LA

- 92, US06, or HFET testing of vehicles at or below 14,000 pounds GVWR, you may use a fixed

- speed fan as specified in the following table, with the engine compartment cover open:

T ABLE 1 OF § 10 66.410

–F IX ED - S PEED F AN C APACITY AND P OSITION S PECIFICATIONS F OR V EHICLES AT OR BELOW 14,000 POUNDS GVWR Test cycle Maximum fan capacity Approximate distance from the front of the vehicle FTP Up to 2.50 m3 /s 0 to 30 cm U S06 Up to 7.10 m3 /s 0 to 60 cm LA

- 92 Up to 7.10 m3 /s 0 to 60 cm HFET Up to 2.50 m3 /s 0 to 30 cm (3 ) For SC03 and AC17 testing , use a road

- speed modulated fan meeting the requirements of § 10 66.105(c)( 5 ) that is placed within 60 to 90 cm of the front o f the vehicle and ensure that the engine compartment cover is closed. Position the discharge nozzle such that its lowest point is not more than 16 cm above the floor of the test cell. (c) R ecord the vehicle’s speed trace based on the time and speed data from the dy namometer at the recording frequencies given in Table 1 of § 10 66.125. Record speed to at least the nearest 0.01 mph and time to at least the nearest 0.1 s. (d) You may

perfo rm practice runs for operating the vehicle and the dy namometer controls to meet the driving tolerances specified in § 10 66.425 or adjust the emission sampling equipment. Verify that the accelerator pedal allows for enough control toPage 897 of 961

closely follow the pre scribed driving schedule. We recommend that you verify your ability to meet the minimum dilution factor requirements of § 10 66.110(b)(2)(iii)(B) during these practice runs. (e) Inflate tires on drive wheels according to the vehicle manufacturer’s specific ations. The tire pressure for drive wheels must be the same for dynamometer operation and for dy namometer coastdown procedures used for determining road

- load coefficients. Report these measured tire pressure values with the test results. (f) Tie down o r load the test vehicle as needed to provide a normal force at the tire and dy namometer roll interface to prevent wheel slip. For vehicles above 14,000 pounds GVWR , report this measured force with the test results. (g) Use good engineering judgment when t esting vehicles in four

- wheel drive or all

wheel drive mode. (For purposes of this paragraph (g), the term four

- wheel drive includes other multiple drive

- axle configurations.) This may involve testing on a dy namometer with a separate dyn amometer roll for each drive axle ; or two drive axles may use a single roll, as described in § 10 66.210(d)(1 ); or you may deactivate the second set of drive wheels and operate the veh icle on a single roll. For all vehicles at or below 14,000 GVWR, we will test your vehicle using the same dy namometer roll arrangement that you used . We may

also test your vehicle using another dy namometer roll arrangement for information

- gathering purposes. If we choose to perform additional testing that requires vehicle modifications , we will ask you to configure the vehicle appropriatel y . (h) Determine test weight as follows: (1) For vehicles at or below 14,000 pounds GVWR, determine ETW as described in § 10 66.805. Set dy

namometer vehicle inertia, I , based on dy

namometer type, as follows: (i) F or two
- wheel drive dy namometers, set I = ETW. (ii) For four

- wheel drive dy namometers, set I = 0.985 ∙ETW. (2) For vehicles above 14,000 pounds GVWR, determine the vehicle’s effective mass as described in § 10 66.310 and use this as the test weight. (i) Warm up the dy

namometer as recommended by the dy namometer manufacturer. (j) Following the test, determine the actual driving distance b y counting the number of dy namometer roll or shaft revolutions, or by integrating speed over the course of testing from a high

- resolution encoder s ys tem. **§ 10 66.415 Vehicle operation.**  This section describes how to test a conventionally configured vehicle (vehicles with transmission shifters, foot pedal accelerators, etc). You may ask us to modify

these procedures for vehicles that do not have these control features. (a) Start the vehicle as follows: (1) At the beginning of the test cycle, start the vehicle according to the procedure described in the owners manual. In the case of HEVs , this would generally involve activating vehicle s ys tems such that the engine will start when the vehicle’s c ontrol algorithms determine that the engine should provide power instead of or in addition to power from the rechargeable energy storage s ys tem (RESS). Unless we specify otherwise, engine starting throughout this part generall y refers to this step of acti vating the sy stem on HEVs , whether or not that causes the engine to start running.Page 898 of 961

(2) Place the transmission in gear as described b y the test cycle in the standard

- setting part. During idle operation, apply the brakes if necessary

to keep the drive wheels from turning. (b) If the vehicle does not start after your recommended maximum cranking time, wait and restart cranking according to your recommended practice. If you do not recommend such a cranking procedure, stop cranking after 10 seco nds, wait for 10 seconds, then start cranking again for up to 10 seconds. You may repeat this for up to three start attempts. If the vehicle does not start after three attempts, you must determine and record the reason for failure to start. Shut off samp ling s ys tems and either turn the CVS off or disconnect the laboratory exhaust tubing from the tailpipe during the diagnostic period to prevent flow through the exhaust system. Reschedule the vehicle for testing. This may require performing vehicle preparation and preconditioning if the testing needs to be rerun from a cold start. If failure to start occurs during a hot

- start test, you may reschedule the hot

- start test without repeating the cold

- start test, as long as you bring the vehicle to a hot

- st art condition before starting the hot

- start test. (c) Repeat the recommended starting procedure if the engine has a false start (i.e., an incomplete start). (d) Take the following steps if the engine stalls: (1) If the engine stalls during an idle period, restart the engine immediately and continue the test. If you cannot restart the engine soon enough to allow the vehicle to follow the next acceleration, stop the driving schedule indicator and reactivate it when the vehicle restarts. (2) Void the test if the vehicle stalls during vehicle operation. If this happens, remove the vehicle from the dyn amometer, take corrective action, and reschedule the vehicle for testing. Record the reason for the malfunction (if determined) and any corrective action. See th e standard

- setting part for instructions about reporting these malfunctions. (e) Operate vehicles during testing as follows: (1) Where we do not give specific instructions, operate the vehicle according to the recommendations in the owners manual, unless those recommendations are unrepresentative of what may reasonably

be expected for in

- use operation. (2) If vehicles have features that preclude dynamometer testing, you may modify these features as necessary

to allow testing, consistent with good engineeri ng judgment, as long as it does not affect your ability to demonstrate that your vehicles compl y with the applicable standards. Send us written notification describing these changes along with supporting rationale. (3) Operate vehicles during idle as follows: (i) For vehicles with automatic transmission, operate at idle with the transmission in “Drive” with the wheels braked, except that you may shift to “Neutral” for the first idle period and for an y idle period longer than one minute. If you put the vehicle in “Neutral” during an idle, you must shift the vehicle into “Drive” with the wheels braked at least 5 seconds before the end of the idle period. Note that this does not preclude vehicle designs involving engine shutdown during idle

. (ii) For vehicles with manual transmission, operate at idle with the transmission in gear with the clutch disenga ged, except that you may shift to “Neutral” with the clutch engaged for the first idle period and for an y idle period longer than one minute. If you put the vehicle in “Neutral” during idle, you must shift to first gear with the clutchPage 899 of 961

disengaged at least 5 seconds before the end of the idle period. Note that this does not preclude vehicle designs involving engine operation with shutdown during idle

. (4) Operate the vehicle with the appropriate accelerator pedal movement necessary to follow the scheduled speeds in the driving schedule. Avoid smoothing speed variations and unnecessary

movement of the accelerator pedal

. (5) Operate the vehicle smoothly , following representative shift speeds and procedures. For manual transmissions, the operator shall release the accelerator pedal during e ach shift and accomplish the shift without delay

. If the vehicle cannot accelerate at the specified rate, operate it at maximum available power until the vehicle speed reaches the value prescribed in the driving schedule. ( 6) Decelerate as follows: (i) For vehicles with automatic transmission, use the brakes or accelerator pedal as necessary , without manually changing gears, to maintain the desired speed. (ii) For vehicles with manual transmission, shift gears in a way that represents reasonable shift patterns for in

- use operation, considering vehicle speed, engine speed, and any other relevant variables. Disengage the clutch when the speed drops below 15 mph, when engine roughness is evident, or when good engineering judgment indicates the engine is likely to stall. Manufacturers may recommend shift guidance in the owners manual that differs from the shift schedule used during testing , as long as both shift schedules are described in the application for certificatio n ; in this case, we may shift during testing as described in the owners manual. **§ 10 66.420 Test preparation.**  (a) Follow the procedures for PM sample preconditioning and tare weighing as described in 40 CFR 1065 .590 if you need to measure PM emissions. (b) For vehicles above 14,000 pounds GVWR with compression

- ignition engines, v erify the amount of nonmethane hydrocarbon contamination as described in 40 CFR 1065.520(g). (c) Unless the standard

- setting part specif ies different tolerances, verify at some point before the test that ambient conditions are within the tolerances specified in this paragraph (c). For purposes of this paragraph (c), “before the test” means any time from a point just prior to engine starti ng (excluding engine restarts) to the point at which emission sampling begins. (1) Ambient temperature must be (20 to 30) °C. See § 10 66.425(h ) for circumstances under which ambient temperatures must remain within this range during the test. (2) Diluti on air conditions must meet the specifications in § 10 66.110(b)(2). We recommend verifying dilution air conditions just before starting each test interval. (d) Control test cell ambient air humidity as follows: (1) For vehicles at or below 14,000 pounds GVWR, follow the humidity requirements in Table 1 of this section, unless the standard

- setting part specifies otherwise. When complying with humidity requirements in the table, where no tolerance is specified, use good engineering judgment to maintain the humidity level near the specified value within the limitations of your test facility

. (2) For vehicles above 14,000 pounds GVWR, you may test vehicles at an y humidity

.Page 900 of 961 T ABLE 1 OF § 10 66.420

– T EST C ELL H UMIDITY REQUIREMENTS Test cycle Humidity requirement

(grains H 2 O per pound dry air) Tolerance (grains H 2 O

per pound dry air) AC17 69 ± 5 average, ± 10 instantaneous FTP 1 and LA

- 92 50 HFET 50 SC03 100 ± 5 US06 50 1 FTP humidity requirement does not apply for cold (

- 7°C), intermediate (10 °C), and h ot (35 °C) temperature testing. (e) You may

perform a final calibration of proportional

- flow control s ys tems, which may include performing practice runs. (f) You may

perform the following procedure to precondition sampling s ys tems: (1) Operate the vehicl e over the test cycle. (2) Operate an y dilution sy stems at their expected flow rates. Prevent aqueous condensation in the dilution sy stems as described in 40 CFR 1065.140(c)(6), taking into account allowances given in § 10 66.110(b)(2)(iv). (3) Operate an y PM sampling s ys tems at their expected flow rates. (4) Sample PM using an y sample media. You may change sample media during preconditioning. You must discard preconditioning samples without weighing them. (5) You may

purge an y gaseous sampling s ys tems d uring preconditioning. (6) You may

conduct calibrations or verifications on any idle equipment or anal yz ers during preconditioning. (g) Take the following steps before emission sampling begins: (1) For batch sampling, connect clean storage media, such as evacuated bags or tare

weighed filters. (2) Start all measurement instruments according to the instrument manufacturer’s instructions and using good engineering judgment. (3) Start dilution systems, sample pumps, and the data

- collection sy stem. (4) Pre

- heat or pre - cool heat exchangers in the sampling sy stem to within their operating temperature tolerances for a test. (5) Allow heated or cooled components such as sample lines, filters, chillers, and pumps to stabilize at their operating temperatures. (6) Adju st the sample flow rates to desired levels using by pass flow, if desired. (7) Zero or re

- zero an y electronic integrating devices before the start of any test interval. (8) Select gas anal yz er ranges. You may not switch the gain of an anal yz er’s analog op erational amplifier(s) during a test. However, you may switch (automatically or manually) gas analyzer ranges during a test if such switching changes onl y the range over which the digital resolution of the instrument is applied. For batch anal yz ers, sele ct ranges before final bag analy sis. (9) Zero and span all continuous gas analyzers using gases that meet the specifications of 40 CFR 1065.750. For FID anal yz ers, you may account for the carbon number of your span gas either during the calibratio n process or when calculating your final emission value. For example, if you use a C 3 H 8 span gas of concentration 200 ppm ( mol/mol), yo u may span the FID to respond with a value of 600 ppm ( mol/mol) of carbon or 200Page 901 of 961

ppm of propane. However, if your FID response is equivalent to propane, include a factor of three to make the final calculated h ydrocarbon mass consistent with a molar mass of 13.875389. When utilizing an NMC

- FID, span the FID anal yz er consistent with the determination of their respective response factors, RF , and penetration fractions, PF , according to 40 CFR 1065.365. (10) We recommend that you verify gas anal yz er responses after zeroing and spanning by sampling a calibration gas that has a concentration near one

- half of the span gas concentration. Based on the results, use good engineering judgment to decide whether or not to re
- zero, re - span, or re - calibrate a gas analyzer before starting a test. (11) If you correct for dilution air background concentrations of associated engine exhaust constituents, start sampling and recording background concentrations at the same time you start sampling exhaust gases. (12) Turn on cooling fans immediately before starting the test. (h) Proceed with the test sequence described in § 10 66.425. **§ 10 66.425 Performing emission tests.**  (a) See the standard

- setting part for drive schedules. These are defined b y a smooth fit of a sp ecified speed vs. time sequence. (b) The driver must attempt to follow the target schedule as closel y as possible, consistent with the specifications in paragraph (b) of this section. Instantaneous speeds must stay within the following tolerances: (1) The upper limit is 2.0 mph higher than the highest point on the trace within 1.0 s of the given point in time. (2) The lower limit is 2.0 mph lower than the lowest point on the trace within 1.0 s of the given time. (3) The same limits apply for vehicle operat ion without exhaust measurements, such as vehicle preconditioning and warm

- up, except that the upper and lower limits for speed values are ±4.0 mph. In addition, up to three occurrences of speed variations greater than the tolerance are acceptable for veh icle operation in which no exhaust emission standards apply , as long as they

occur for less than 15 seconds on any occasion and are clearl y documented as to the time and speed at that point of the driving schedule. (4) Void the test if you do not maintain speed values as specified in this paragraph (b), except as allowed b y this paragraph (b)(4). Speed variations (such as may occur during gear changes or braking spikes) may occur as follows, as long as such variations are clearl y documented, i ncluding the time and speed values and the reason for the deviation: (i) Speed variations greater than the specified limits are acceptable for up to 2.0 seconds on any occasion. (ii) For vehicles that are not able to maintain acceleration as specified in § 10 66.415(e)(5), do not count the insufficient acceleration as being outside the specified limits. (5) We may

approve an alternate test cycle and cycle

- validation criteria for vehicles that do not have enough power to follow the specified driving trace. The alternate driving specifications must be based on making best efforts to maintain acceleration and speed to follow the specified test cycle. We must approve these alternate driving specifications before you perform this testing.Page 902 of 961

(c) Figure 1 and Figure 2 of this section show the range of acceptable speed tolerances for ty pical points during testing. Figure 1 of this section is ty pical of portions of the speed curve that are increasing or decreasing throughout the 2

- second time interval. Figure 2 of th is section is ty

pical of portions of the speed curve that include a maximum or minimum value. Figure 1 of § 10 66.425

—Example of the allowable ranges for the driver’s trace

Figure 2 of § 10 66.425

—Example of the allowable ranges for the driver’s trace

( d) Start testing as follows: **1 .0**  **s**

**Time S** **p e** **e d**  **Allowable Range** **2 .** **0 m** **p h** **2 .** **0 m** **p h** 

**1 .0**  **s**

**1 .0**  **s**

**Time S** **p e** **e d**  **Allowable**

**Range 2** **. 0** **m p** **h 2** **. 0** **m p** **h**

**1 .0**  **s**Page 903 of 961

(1) If a vehicle is already running and warmed up, and starting is not part of the test cycle, operate the vehicle as follows: (i) For transient test cycles, control vehicle speeds to follow a drive schedule consisting of a series of idles, accelerations, cruises, and decelerations. (ii) For cruise test cycles, control the vehicle operation to match the speed of the first interval of the test cycle. Follow the instructions in the standard

- setting part to determine how long to s tabilize the vehicle during each interval, how long to sample emissions at each interval, and how to transition between intervals. (2) If engine starting is part of the test cycle, start recording continuous data, turn on an y electronic integrating devices , and start batch sampling before starting the engine. Initiate the driver’s trace when the engine starts. (e) Perform the following at the end of each test interval, except as specified in standard

setting part: (1) Shut down the vehicle if it is part of the test cycle or if testing is complete. (2) Continue to operate all sampling and dilution sy stems to allow the response times to elapse. Then stop all sampling and recording, including background sampling. Finall y, stop any integratin g devices and indicate the end of the duty cycle in the recorded data. (f) If testing involves engine shutdown followed by another test interval, start a timer for the vehicle soak when the engine shuts down. Turn off cooling fans, close the e ngine compartment cover (if applicable), and turn off the CVS or disconnect the exhaust tube from the vehicle’s tailpipe(s) unless otherwise instructed in the standard

- setting part. If testing is complete, disconnect the laboratory exhaust tubing from the vehicle’s tailpipe(s) and drive the vehicle from the dy namometer. (g) Take the following steps after emission sampling is complete: (1) For an y proportional batch sample, such as a bag sample or PM sample, verify that proportiona l sampling was maintained according to 40 CFR 1065.545. Void any samples that did not maintain proportional sampling according to those specifications. (2) Place an y used PM samples into covered or sealed containers and return them to the PM

- stabilization environment. Follow the PM sample post

- conditioning and total weighing procedures in 40 CFR 1065.595. (3) As soon as practical after the interval or test cycle is complete, or optionally during the soak period if practical, perform the following: (i) Be gin drift check for all continuous gas anal yz ers as described in paragraph (g)(5) of this section and zero and span all batch gas anal yz ers as soon as practical before an y batch sample analy sis. You may perform this batch anal yz er zero and span before the end of the test interval. (ii) Anal yz e any

conventional gaseous batch samples (HC, CH 4 , CO, NO x , and CO 2 ) no later than 30 minutes after a test interval is complete, or during the soak period if practical. Anal yz e background samples no later than 60 minutes after the test interval is complete. (iii) Analyze nonconventional gaseous batch samples (including background), such as NMHCE, N 2 O, or NMOG sampling with ethanol, as soon as practicable using good engineering judgment. (4) If an anal yz er operated above 100 % of its range at any time during the test, perform the following steps:Page 904 of 961

(i) For batch sampling, re

- anal yz e the sample using the lowest anal yz er range that results in a maximum instrume nt response below 100 %. Report the result from the lowest range from which the anal yz er operates below 100 % of its range. (ii) For continuous sampling, repeat the entire test using the next higher analy zer range. If the analyzer again operates above 10 0 % of its range, repeat the test using the next higher range. Continue to repeat the test until the anal yz er consistently operates at less than 100 % of its range. Keep records of any tests where the anal yz er exceeds its range. We may consider these res ults to determine that the test vehicle exceeded an emission standard , consistent with good engineering judgment. (5) After quantifying exhaust gases, verify drift as follows: (i) For batch and continuous gas anal yz ers, record the mean analyzer value after stabilizing a zero gas to the anal yz er. Stabilization may include time to purge the anal yz er of an y s ample gas, plus any additional time to account for anal yz er response. (ii) Record the mean analyzer value after stabilizing the span gas to the analyzer. Stabilization may

include time to purge the anal yz er of an y s ample gas, plus any additional time to account for anal yz er response. (iii) Use these data to verify that anal yz er drift does not exceed 2.0 % of the anal yz er full scale. (h ) Measure and record ambient pressure. Measure and record ambient temperature continuously

to verify that it remains within the temperature range specified in § 10 66. 420 (c)(1) throughout the test. Also measure humidity if required, suc h as for correcting NO x emissions, or meeting the requirements of § 10 66.420(d). (i) [Reserved] (j) For vehicles at or below 14,000 pounds GVWR , determine overall driver accuracy as follows: (1) Compare the following drive

- cycle metrics, based on measured vehicle speeds, to a reference value based on the target cycle that would have been generated by driving exactly to the target trace as described in SAE J2951 (incorporated by reference in § 10 66.1010 ): (i) Determine the Energy Economy Rating as described in Section 5.4 of SAE J2951. (ii) Determine the Absolute Speed Change Rating as described in Section 5.5 of SAE J2951. (iii) Determine the Inertia Work Rating as described in Section 5.6 of SAE J2951. (iv) Determine the phase

- weighted composite Energy Based Drive Metrics for the criteria specified in this paragraph (j)(1) as described in Section 5.7 of SAE J2951. (2) The standard

- setting part may require you to give us 10 Hz data to characterize both target and actual values for cycle energy . Calculate target values based on the vehicles speeds from the specified test cycle. **Subpart F**

**— ELECTRIC VEHICLES**  **AND HYBRID ELECTRIC VEHICLES**  **§ 10 66.501 Overview.**  Use the following procedures to test EVs and HEVs (including PHEVs): (a) Correct the results for Net Energy Change of the RESS as follows: (1) For all sizes of EVs, follow SAE J1634 (incorporated b y reference in § 10 66.1010 ). (2) For HEVs at or below 14,000 pounds GVWR, follow SAE J1711 (incorporated byPage 905 of 961

reference in § 10 66.1010) except as described in this paragraph (a). Disregard provisions of SAE J1711 that differ from this part or the standard

- setting part if they are not specific to HEVs. Apply

the following adjustments and clarifications to SAE J1711: (i) If the procedure calls for charge

- sustaining operation, start the drive with a State of Charge that is appropriate to e nsure charge

- sustaining operation for the duration of the drive. Take steps other than emission measurements to confirm that vehicles are in charge

- sustaining mode for the duration of the drive

. (ii) We may

approve the use of the alternate End

- of

- Test criterion in Section 3.9.1 of SAE J1711 and the Net Energy Change correction in Appendix C of SAE J1711 if the specified criterion and correction are insufficient or inappropriate for establishing the transition between charge

- depleting and charge

- sustaining operation. (iii) Appendix C of SAE J1711 may be used to correct final fuel econom y values, CO 2 emissions, and carbon

- related exhaust emissions, but may not be used to correct measured values for criteria pollutant emissions

. (iv) You may

test subject to a measurement accuracy of ±0.3 % of full scale in place of the measurement accuracy specified in Section 4.2a of SAE J1711. ( 3 ) For HEVs above 14,000 poun ds GVWR, follow SAE J2711 (incorporated by reference in § 10 66.1010) for requirements related to charge

- sustaining operation. (4) Use an integration frequency of 1 to 20 Hz for power analyzers to verify compliance with current and v oltage specifications

. (b) This paragraph (b) applies for vehicles that include an engine

- powered generator or other auxiliary

power unit that provides moti ve power. For example, this would include a vehicle that has a small gasoline engine that generates electricity to charge batteries. Unless we approve otherwise, measure emissions for all test cycles when such an engine is operating. For each test cycle for which emissions are not measured, yo u must validate that such engines are not operating at any time during the test cycle. (c) You may

stop emission sampling any time the engine is turned off, consistent with good engineering judgment. This is intende d to allow for higher concentrations of dilute exhaust gases and more accurate measurements. Take steps to account for exhaust transport delay

in the sampling sy stem, and be sure to integrate over the actual sampling duration when determining V mix . **Subpart G**

**— CALCULATIONS**  **§ 10 66.601 Overview.**  (a) This subpart describes calculations used to determine emission rates. See the standard

- setting part and the other provisions of this part to determine which equations apply for your testing. This subpart describes how to

– (1) Use the signals recorded before, during, and after an emission test to calculate distance

- specific emissions of each regulated pollutant. (2) Perform calculations for calibrations and performance checks. (3) Determine statistical values. (b) You may

use data from multiple systems to calculate test results for a single emission test, consistent with good engineering judgment. You may also make multiple measurements from a single batch sample, such as multiple weighing of a PM filter o r multiple readings from a bag sample. Although you may use an average of multiplePage 906 of 961

measurements from a single test, you may not use test results from multiple emission tests to report emissions. We allow weighted means where appropriate, such as for samp ling onto a PM filter over the FTP. You may discard statistical outliers, but you must report all results. **§ 10 66.605 Mass**  **- based and molar**  **- based exhaust emission calculations.**  (a) Calculate your total mass of emissions over a test cycle as specified in p aragraph (c) of this section or in 40 CFR part 1065, subpart G, as applicable. (b) S ee the standard

- setting part for composite emission calculations over multiple test intervals and the corresponding weighting factors

. (c) Perform the following sequence of p reliminary calculations to correct recorded concentration measurements before calculating mass emissions in paragraphs (d) and (e) of this section : (1) For vehicles above 14,000 pounds GVWR , correct all THC and CH 4 concentrations for initial contamination as described in 40 CFR 1065.660(a), including continuous readings, sample bag readings, and dilution air background readings. This correction is optional for vehicles at or below 14,000 pounds GVWR. (2) Correct all concentrations measured on a “dry” basis to a “wet” basis, including dilution air background concentrations. (3) Calculate all NMHC and CH 4 concentrations, including dilution air background concentrations, as described in 40 CFR 1065.660. (4) For vehicles at or below 14,000 pounds GVWR, calculat e HC concentrations, including dilution air background concentrations, as described in this section , and as described in § 10 66.635 for NMOG. For emission testing of vehicles above 14,000 pounds GVWR, with fuels that contain 25 % or more ox ygenated compo unds by volume, calculate THCE and NMHC concentrations, including dilution air background concentrations, as described in 40 CFR part 1065, subpart I

. (5) Correct NO x emission values for intake

- air humidity as de scribed in § 10 66.615. (6) Correct all gaseous concentrations for dilution air background as described in § 10 66.610. (7) Correct all PM filter masses for sample media buoyancy as described in 40 CFR 1065.690. (d) Calculate the emission mass of each gaseou s pollutant using the following equation:

[emission] mix [emission] [emi ssion] 

### m V x c

    

Eq. 1066.605

- 1 Where: m [emission] = emission mass over the test interval. V mix = total dilute exhaust volume over the test interval , corrected to standard reference conditions, and corrected for an y volume removed for emission sampling and for an y volume change from adding secondary dilution air

. ρ [emission] = density

of the appropriate chemical species as given in § 10 66.1005(f). x [emission] = measured emission concentration in the sample, after dry

- to
- wet and background corrections. c = 10 - 2 for emission concentrations in %, and 10 - 6 for emissio n concentrations in ppm.Page 907 of 961

Example : V mix = 170.878 m 3 (from paragraph (f) of this section) ρ NOx = 1913 g/m 3 x NOx = 0.9721 ppm c = 10 - 6 6 NOx 

### 170.878 1913 0.9721 10 0.3177 g m  

###      (e) Calculation of the emission mass of PM , m PM , is dependent on how many PM filters yo u use, as follows: (1) Except as specified in paragraphs (e)(2) and (3) of this section, calculate m PM using the following equation: 

#  

mix PM PMfil PMbkgnd

PMstd sdastd V m m m V V  

    

   Eq. 1066.605

- 2 Where: m PM = mass of partic ulate matter emissions over the test interval, as described in § 10 66.815(b)(1), (2), and (3). V mix = total dilute exhaust volume over the test interval , corrected to standard reference conditions , and corrected for an y volume removed for emi ssion sampling and for an y volume change from adding secondary dilution air

. V sdastd = total volume of secondary dilution air sampled through the filter over the test interval, corrected to standard temperature and pressure. m PMfil = mass of particulate matter emissions on the filter over the test interval. m PMbkgnd = mass of particulate matter on the background filter. Example : V mix = 170.878 m 3 (from paragraph (f) of this section) V PMstd = 0.925 m 3 (from paragraph (f) of this section) V sdastd = 0.527 m 3 (from paragraph (f) of this section) m PMfil = 0.0000045 g m PMbkgnd = 0.0000014 g 

##   PM 

### 170.878 0.0000045 0.0000014 0.00133 g 0.925 0.527 m  
     

   (2) If you sample PM onto a single filter as described in § 10 66.815(b)(4), calculate m PM using the fol lowing equation: 

##       

#   mix PM PMfil PMbkgnd

ct-PMstd ct-sdastd ht-PMstd ht-sdastd s-PMstd s-sdastd 

### 0.43 0.57

V m m m V V V V

V V    

  

      

Eq. 1066.605

- 3 Where:Page 908 of 961

m PM = mass of particulate matter emissions over the entire FTP as sampled according to § 10 66.815(b)(4). V mix = total dilute exhaust volume over the test interval , corrected to stand ard reference conditions, and corrected for an y volume removed for emission sampling and for an y volume change from adding secondary dilution air

. V [interval]

- PMstd = total volume of dilute exhaust sampled through the filter over the test interval (ct = cold transient, s = stabilized, ht = hot transient), corrected to standard reference conditions. V [interval]

- sdastd = total volume of secondary dilution air sampled through the filter over the test interval (ct = cold transient, s = stabilized, ht = hot transient), corrected to standard reference conditions. m PMfil = mass of particulate matter emissions on the filter over the test interval. m PMbkgnd = mass of particulate matter on the background filter over the test interval

. Example : V mix = 633.691 m 3 V ct
- PMstd = 0.925 m 3 V ct
- sdastd = 0.527 m 3 V s - PMstd = 1.967 m 3 V s - sdastd = 1.121 m 3 V ht

- PMstd = 1.122 m 3 V ht

- sdastd = 0.639 m 3 m PMfil = 0.0000106 g m PMbkgnd = 0.0000014 g 

##         PM 

### 633.691 0.0000106 0.0000014 0.925 0.527 1.122 0.639

1.967 1.121 0.43 0.57 m    

  

       m PM = 0.00222 g (3) If you sample PM onto a single filter as described in § 10 66.815(b)(5), calculate m PM using the following equation: 

###         

##   mix PM PMfil PMbkgnd

ct-PMstd ct-sdastd cs-PMstd cs-sdastd ht-PMs td ht-sdastd hs-PMstd hs-sdastd

0.43 0.57

V m m m V V V V V V V V    

  

 
      

Eq. 1066.605

- 4 Where: m PM = mass of particulate matter emissions over the entire FTP as sampled according to § 10 66.815(b)(5). V mix = total dilute exhaust volume over the test interval , corrected to standard reference conditions, and corrected for an y volume removed for emission sampling and for an y volume change from secondary dilution air

.Page 909 of 96 1

V [interval]

- PMstd = total volume of dilute exhaust sampled through the filter over the test interval (ct = cold transient, cs = cold stabilized, ht = hot transient, hs = hot stabilized), corrected to standard reference co nditions. V [interval]

- sdastd = total volume of secondary dilution air sampled through the filter over the test interval (ct = cold transient, cs = cold stabilized, ht = hot transient, hs = hot stabilized), corrected to standard reference conditions. m P Mfil = mass of particulate matter emissions on the filter over the test interval. m PMbkgnd = mass of particulate matter on the background filter over the test interval

. Example : V mix = 972.121 m 3 V ct
- PMstd = 0.925 m 3 V ct
- sdastd = 0.529 m 3 V cs - PMstd = 1.96 8 m 3 V cs - sdastd = 1.123 m 3 V ht

- PMstd = 1.122 m 3 V ht

- sdastd = 0.641 m 3 V hs

- PMstd = 1.967 m 3 V hs

- sdastd = 1.121 m 3 m PMfil = 0.0000229 g m PMbkgnd = 0.0000014 g 

###           PM 972.121 0.0000229 0.0000014 0.925 0.529 1.968 1.123 1.122 0.641 1.967 1.121

0.43 0.57 m    

  

 
       m PM = 0.00401 g (f) This paragraph (f) describes how to correct flow an d flow rates to standard reference conditions and provides an example for determining V mix based on CVS total flow and the removal of sample flow from the dilute exhaust gas. You may use predetermined nominal values for re moved sample volumes, except for flows used for batch sampling. (1) Correct flow and flow rates to standard reference conditions as needed using the following equation:

[flow]act in std [flow]std std in 

### V p T V p T

  

 Eq. 1066.605

- 5 Where: V [flow]std = total flow volume at the flow meter , corrected to standard reference conditions. V [flow]act = total flow volume at the flow meter at test conditions. p in = absolute static pressure at the flow meter inlet, measured directly or calculated as the sum of atmosp heric pressure plus a differential pressure referenced to atmospheric pressure. T std = standard temperature. p std = standard pressure. T in = temperature of the dilute exhaust sample at the flow meter inlet.Page 910 of 961

Example : V PMact = 1.071 m 3 p in = 101.7 kPa T std = 293.15 K p std = 101.325 kPa T in = 340.5 K
3 PMstd 1.071 101.7 293.15 0.925 m 101.325 340.5 V    

 (2) The following example provides a determination of V mix based on CVS total flow and the removal of sample flow from one dilute exhaust gas anal yz er and one PM sampling sy stem that is utilizing secondary dilution. Note that your V mix determination may

vary from Eq. 1066.605

- 6 based on the number of flows that are removed from your dilute exhaust gas and whether your PM sampling sy stem is using secondary dilution. For this example, V

mix is governed by

the following equation:

mi x CVSstd gasstd PMstd sdastd 

### V V V V V     Eq. 1066.605

- 6 Where: V CVSstd = total dilute exhaust volume over the test interval at the flow meter , corrected to standard reference conditions. V gasstd = total volume of sample flow through the gaseous emission bench over the test interval , corrected to standard reference conditions. V PMstd = total volume of dilute exhaust sampled through the filter over the test interval , corrected to standard reference conditions. V sdastd = total volume of secondary dilution air flow sampled through the filter over the test interval , corrected to standard reference conditions. Example : Using Eq. 1066.605

- 5 V CVSstd = 170.451 m 3 , where V CVSact = 170.721 m 3 , p in = 101.7 kPa, and T in = 294.7 K Using Eq. 1066.605

- 5 V gasstd = 0.028 m 3 , where V gasact = 0.033 m 3 , p in = 101.7 kPa, and T in = 340.5 K Using Eq. 1066.605

- 5 V PMstd = 0.925 m 3 , where V PMact = 1.071 m 3 , p in = 101.7 kPa, and T in = 340.5 K Using Eq. 1066.605

- 5 V sdastd = 0.527 m 3 , where V sdaact = 0.531 m 3 , p in = 101.7 kPa, and T in = 296.3 K V mix = 170.451 + 0.028 + 0.925

– 0.527 = 170.878 m 3 (g) Calculate total flow volume over a test interval , V [flow] , for a CVS or exhaust gas sampler as follows: (1) Varying versus constant flow rates . The calculation methods depend on differentiating varying and constant flow, as follows: (i) We consider the following to be examples of varying flows that require a continuous multiplication of concentration times flow rate: raw exhaust, exhaust diluted with a constant flow rate of dilution air, and CVS dilution with a CVS flow meter that does not have an upstream heat exchanger or electronic flow control.Page 911 of 961

(ii) We consider the following to be examples of con stant exhaust flows: CVS diluted exhaust with a CVS flow meter that has an upstream heat exchanger, an electronic flow control, or both. (2) Continuous sampling . For continuous sampling, you must frequently record a continuously

updated flow signal. This recording requirement applies for both varying and constant flow rates. (i) Varying flow rate . If you continuousl y sample from a varying exhaust flow rate, calculate V

[flow] using the following equation:

[flow] i

i 1 N 

### V Q t

 

###    

#   Eq. 1 066.605

- 7 Where: ∆t = 1/ f record Eq. 1066.605

- 8 Example: N = 505
CVS1 

### Q  = 0.276 m 3 /s

CVS2 

### Q  = 0.294 m 3 /s f record = 1 Hz Using Eq. 1066.605

- 8,  t = 1/1 = 1 s
CVS CVS505 

### (0.276 0.294

... ) 1 V Q     

 V CVS = 170.721 m 3 (ii) Constant flow rate . If yo u continuously sample from a constant exhaust flow rate, use the same calculation described in paragraph (g)(2)(i) of this section or calculate the mean flow recorded over the test interval and treat the mean as a batch sample, as described in paragraph (g )(3)(ii) of this section. (3) Batch sampling . For batch sampling, calculate total flow by integrating a varying flow rate or b y determining the mean of a constant flow rate, as follows: (i) Varying flow rate . If you proportionally collect a batch sample from a varying exhaust flow rate, integrate the flow rate over the test interval to determine the total flow from which you extracted the proportional sample, as described in paragraph (g)(2)(i) of this section. (ii) Constant flow rate . If you batch sample from a constant exhaust flow rate, extract a sample at a proportional or constant flow rate and calculate V [flow] from the flow from which you extract the sample by multiplying the mean flow rate by the time of the test interval using the following eq uation:
[flow] V Q t     Eq. 1066.605

- 9 Example:

CVS 

### Q  = 0.338 m 3 /s  t = 505 sPage 912 of 961 CVS 

### 0.338 505 V   V CVS = 170.69 m 3 **§ 10 66.610 Dilution air background correction.**  (a) Correct the emissions i n a gaseous sample for background using the following equation:
[emission] [emission]dexh [emission]bkgnd 

### 1 1 x x x DF    
            Eq. 1066.610

- 1 Where: x [emission]dexh = measured emission concentration in dilute exhaust (after dry

- to
- wet correction , if applicable ). x [em ission]bkgnd = measured emission concentration in the dilution air (after dry

- to
- wet correction , if applicable ). DF = dilution factor , as determined in paragraph (b) of this section. Example : x NOxdexh = 1.08305 ppm x NOxbkgnd = 0.12456 ppm DF = 9.14506

NOx 

### 1 1.08305 0.12456 1 0 .97211 ppm

9.14506 x    
  

        (b) Except as specified in paragraph (c) of this section, determine the dilution factor, DF , over the test interval using the following equation:

Eq. 1066.610

- 2 Where: x CO2 = amount of CO 2 measure d in the sample over the test interval. x NMHC = amount of C 1 - equivalent NMHC measured in the sample over the test interval. x CH4 = amount of CH 4 measured in the sample over the test interval. x CO = amount of CO measured in the sample over the test interval

.  = atomic hydrogen

- to
- carbon ratio of the test fuel. You may measure  or use default values from Table 1 of 40 CFR 1065.655.  = atomic ox ygen - to
- carbon ratio of the test fuel. You may measure  or use default values from Table 1 of 40 CFR 1065.655. Example : x CO2 = 1.456 % = 0.01456 CO2 NMHC CH4 CO 1 1 3 .76 1 ( ) 2 4 2 DF x x x x

     

          

   

   Page 913 of 961

x NMHC = 0.84 ppm = 0.00000084 x CH4 = 0.26 ppm = 0.00000026 x CO = 80.4 ppm = 0.0000804  = 1.92  = 0.03 

##   1 9. 14506 1.92 1.92 0.03 1 3 .76 1 0 .01456 0.00000084 0.00000026 0.00008 04 2 4 2 DF    

        

   

    (c) Determine the dilution factor, DF , over the test interval for partial

- flow dilution sample sy stems using the following equation:

dexhstd exhstd 

### V DF V  Eq. 1066.610

- 3 Where: V dexhstd = total dilute exhaust volume sampled over the test interval , corrected to standard reference conditions. V exhstd = total exhaust volume sampled from the vehicle , corrected to standard reference conditions. Example : V dexhstd = 170.9 m 3 V exhstd = 15.9 m 3 170.9 11.1 15.4 DF   (d) Determine the time

- weighted dilution factor, DF w , over the duty c ycl e using the following equation:

i i 1 w i i 1 i 1 N

N t DF t

DF 

 

 

#   Eq. 1066.610

- 4 Where: N = number of test intervals. i = test interval number t = duration of the test interval. DF = dilution factor over the test interval. Example : N = 3 DF 1 = 14.40 t 1 = 505 s DF 2 = 24.48 t 2 = 867 sPage 914 of 961

DF 3 = 17.28 t3 = 505 s

w 

### 505 867 505 18.82 111 505 867 505 14.40 24.48 17.28 DF                            **§ 10 66.615 NO**  **x intake**  **- air humidity correction.**  You may correct NO x emissions for intake

- air humidity as described in this section if the standard

- setting part allows it. See § 10 66.605(c)(1) for the proper sequence for appl yi ng the NO x intake

- air humidity correction. (a) For vehicles at or below 14,000 pounds GVWR , a pply a correction for vehicles with reciprocating e ngines operating over specific test cycles as follows : (1) Calculate a humidity

correction using a time

- weighted mean value for ambient humidity over the test interval. Calculate absolute ambient humidity , H , using the following equation: 

##   H2O d air atmos d 1000 %

% M p RH H M p p RH

   

   Eq. 1066.615

- 1 Where: M H2O = molar mass of H 2 O. p d = saturated vapor pressure at the ambient dry bulb temperature. RH = relative humidity

of ambient air M air = molar mass of air. p atm os = atmospheric pressure. Example: M H2O = 18.01528 g/mol p d = 2.93 kPa RH = 37.5 % M air = 28.96559 g/mol p atmos = 96.71 kPa



##   2 1000 18.01528 2.93 37.5 0.01 7.14741 gH O vapor kg dry air 28.96559 96.71 2.93 37.5 0.01 H      

    (2) Use the following equation to correct measured concentrations to a reference condition of 10.71 grams H 2 O vapor per kilogram of dry air for the FTP, US06, LA

- 92, SC03, and HFET test cycles: 

##   s NOxdexhcor NOxdexh 1 0 .0329 10.71 H x x H  

   Eq. 1066.615

- 2 Where: x NOxdexh = measured dilute NO x emissions. H s = humidity

scale. Set = 1 for FTP, US06, LA

- 92, and HFET test cycl es. Set = 0.8825 for the SC03 test cycle.Page 915 of 961

H = ambient humidity , as determined in paragraph (a)(1) of this section. Example: H = 7.14741 g H 2 O vapor/kg dry air time weighted over the FTP test cycle x NOxdexh = 1.21 ppm 

##   NOxdexhcor 1

1.21 1.08305 ppm 1 0 .0329 7.14741 10.71 x   

   (b) For vehicles above 14,000 pounds GVWR , apply correction factors as described in 40 CFR 1065.670. **§ 10 66.620 Removed water correction.**  Correct for removed water if water removal occurs upstream of a concentration measurement and downstream of a flow meter used to determine mass emissions over a test interval. Perform this correction based on the amount of water at the concentration measurement and on the amount of water at the flow meter. **§ 10 66.625 Flow meter calibration calculations.**  This section describes how to calibrate various flow meters based on mass flow rates. Calibrate your flow meter according to 40 CFR 1065.640 instead if you calculate emissions based on molar flow rates. (a) PDP calibration

. Perform the following steps to calib rate a PDP flow meter: (1) Calculate PDP volume pumped per revolution, V rev , for each restrictor position from the mean values determined in § 10 66.140:

ref in std rev nPDP in std Q T p V f p T

  

   Eq. 1066.625

- 1 Where:
ref 

### Q  = mean flow rate of the reference flow meter.

in 

### T = mean temperature at the PDP inlet

. p std = standard pressure = 101.325 kPa.
nPDP 

### f = mean PDP speed.
in 

### p = mean static absolute pressure at the PDP inle t. T std = standard temperature = 293.15 K. Example:
ref 

### Q  = 0.1651 m 3 /s

in 

### T = 299.5 K p std = 101.325 kPa
nPDP 

### f = 1205.1 r/min = 20.085 r/sPage 916 of 961 in 

### p = 98.290 kPa T std = 293.15 K 0.1651 299.5 101.3 20.085 98.290 293.15 rev V   

  V rev = 0.00866 m 3 /r (2) Calculate a PDP slip correction factor, K s for each restrictor position from the mean values determined in § 10 66.140:

out in s nPDP out 1 p p K f p    Eq. 1066.625

- 2 Where:
nPDP 

### f = mean PDP speed.

out 

### p = mean static absolute pressure at the PDP outlet

. in 

### p = mean static absolute pressure at the PDP inlet. Example:
nPDP 

### f = 1205.1 r/min = 20.08 5 r/s

out 

### p = 100.103 kPa
in 

### p = 98.290 kPa

s 1 1 00.103 98.290 20.085 100.103 K    K s = 0.006700 s/r (3) Perform a least

- squares regression of V rev , versus K

s , by calculating slope, a 1 , and intercept, a 0 , as described in 40 CFR 1065.602. (4) Repeat the procedure in paragraphs (a)(1) through (3) of this section for every speed that you run your PDP. (5) The following example illustrates a range of typical values for different PDP speeds: T ABLE 1 OF § 10 66.625

– E XAMPLE OF PDP C ALIBRATION D ATA

nPDP f (revolution/s) a 1

(m3 /s) a 0

(m3 /revolution ) 12.6 0.841 0.056 16.5 0.831

- 0.013 20.9 0.809 0.028 23.4 0.788

- 0.061 (6) For each speed at which you operate the PDP , use the appropriate regression equation from this paragraph (a) to calculate flow rate during emission testing as described in § 10 66.630. (b) SSV calibration . The equations governing SSV flow assume one

- dimensionalPage 917 of 961

isentropic inviscid flow of an ideal gas, except that the equations can account for compressible flow. Paragraph (b)(2)(iv) of this section describes other assumptions that may apply . If good engineering judgment dictates that you account for gas compressibility , you may either use an appro priate equation of state to determine values of Z as a function of measured pressure and temperature, or you may develop your own calibration equations based on good engineering judgment. Note that the equation for the flow coefficient, C f , is based on th e ideal gas assumption that the isentropic exponent,  , is equal to the ratio of specific heats, C p / C v . I f good engineering judgment dictates using a real gas isentropic exponent, you may either use an appropriate equation of state to determine values of  as a function of measured pressure and temperature, or you may develop your own calibration equations based on good engineering judgment. (1) Calculate volume flow rate, 

### Q  , as follows
t in std d f std mix in 

### A R p T Q C C p Z M R T

     

     Eq. 1066.625

- 3 Whe re: C d = discharge coefficient, as determined in paragraph (b)(2)(i) of this section. C f = flow coefficient, as determined in paragraph (b)(2)(ii) of this section. A t = cross - sectional area at the venturi throat. R = molar gas constant. p in = static absolute pressure at the venturi inlet. T std = standard temperature. p std = standard pressure. Z = compressibility

factor. M mix = molar mass of gas mixture. T in = absolute temperature at the venturi inlet

. (2) Perform the following steps to calibrate an SSV flo w meter: (i) Using the data collected in § 10 66.140, calculate C d for each flow rate using the following equation:

std mix in d r ef f t in std p Z M R T C Q C A R p T

     

     Eq. 1066.625

- 4 Where:
ref 

### Q  = measured volume flow rate from the reference fl ow meter

. (ii) Use the following equation to calculate C f for each flow rate: 

#     

#   1

2 1

2
f 4 2 1 1 r C r  

   



  

    


     Eq. 1066.625

- 5 Where:  = isentropic exponent. For an ideal gas, this is the ratio of specific heats of the gasPage 918 of 961

mixture, C

p / C v . r = pr essure ratio, as determined in paragraph (b)(2)(iii) of this section.  = ratio of venturi throat diameter to inlet diameter. (iii) Calculate r using the following equation:

in 

### 1 p r p    Eq. 1066.625

- 6 Where: Δ p = differential static pressure, calculated as venturi inlet pressure minus venturi throat pressure. (iv) You may

appl y an y of the following simplifying assumptions or develop other values as appropriate for your test configuration, consistent with good engineering judgment: (A) For raw exhaust, diluted exhaust, and dilution air, you may assume that the gas mixture is incompressible and therefore behaves as an ideal gas (Z =1). (B) For raw exhaust, you may assume  =1.385. (C) For diluted exhaust and dilution air, you may assume  =1.399. (D) For diluted exhaust and dilution air, you may assume M

mix is a function only

of the amount of water in the dilution air or calibration air, as follows: 

##   2 mix air H2 O H O H 2O

1 M M x M x      Eq. 1066.625

- 7 Where: M air = 28.96559 g/mol xH2O = amount of H 2 O in the dilution air or calibration air , determined as described in 40 CFR 1065.645. M H2O = 18.01528 g/mol Example: xH2O = 0.0169 mol/mol



##   mix 28.96559 1 0 .0169 18.01528 0.0169 M      M mix = 28.7805 g/mol (E) For diluted exhaust and dilution air, you may assume a constant molar mass of the mixture, M

mix , for all calibration and all testing if you control the amount of water in dilution air and in calibration air , as illustrated in the following table:Page 919 of 961 T ABLE 2 OF § 10 66.625

– E XAMPLES OF D ILUTION A IR AND C ALIBRATION A IR D EWPOINTS AT WHICH YO U M AY A SSUME A C ONSTANT M MIX If calibration T dew (  C) is... assume the following

constant M

mix (g/mol)... for the following ranges of T dew (  C) during emission tests a < 0 28.96559 < 18 0 28.89263 < 21 5 28.86148 < 22 10 28.81911 < 24 15 28.76224 < 26 20 28.68685

- 8 to 28 25 28.58806 12 to 31 30 28.46005 23 to 34
a The specified ranges are valid for all calibration and emission testing over the atmospheric pressure range (80.000 to 103.325) kPa. (v) The following example illustrates the use of the governing equations to calculate C d of an SSV flow meter at one reference flow meter value: Example:
ref 

### Q  = 2.395 m 3 /s Z = 1 M mix = 28.7805 g/mol = 0.0287805 kg/mol R = 8.314472 J/(mol ∙K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) T in = 298.15 K A t = 0.01824 m 2 p in = 99.132 kPa = 99132 Pa = 99132 kg/(m ∙s 2 )  = 1.399  = 0.8 Δ p = 7.653 kPa 2.312 1 0 .922 99.132 r    

#     

#   1.399 1 1.399

2

1.399 1 2
f 4 2 1 .399 0.922 1 1.399 1 0 .8 0.922 C 

  

     

     C f = 0.4 72

d 

### 101325 1 0 .0287805 8.314472 298.15 2.395 0.472 0.01824 8.314472 99132 293.15 C      

    C d = 0.985 (vi) Calculate the Rey

nolds number, Re # , for each reference flow rate, ref 

### Q  , using the throat diameter of the venturi, d t , and the uncorrected air density, . Because the dy nam ic viscosit y, μ , is needed to compute Re # , you may use your own fluid viscosityPage 920 of 961

model to determine μ for your calibration gas (usually air), using good engineering judgment. Alternatively , you may use the Sutherland three

- coefficient viscosity model to ap proximate μ , as shown in the following sample calculation for Re # : # ref

t 

### 4 Q Re = d     

  Eq. 1066.625

- 8 Where, using the Sutherland three

- coefficient viscosity model: 3 2 in 0 0 0 in T T S T T S      

       

     Eq. 1066.625

- 9 Where:  0 = Sutherland reference viscosity

. T 0 = Sutherland reference temperature. S = Sutherland constant. T ABLE 3 OF § 10 65.640

–

S UTHERLAND T HREE - C OEFFICIENT V ISCOSITY M ODEL P ARAMETERS

Gas a μ 0 T 0 S Temperature

range within ±2 % error

b Pressure

limitb kg/(m ∙s) K K K kPa Air 1.716 ∙10 - 5 273 111 170 to 1900 ≤ 1800 CO 2 1.370 ∙10 - 5 273 222 190 to 1700 ≤ 3600 H 2 O 1.12 ∙10 - 5 350 1064 360 to 1500 ≤ 10000 O 2 1.919 ∙10 - 5 273 139 190 to 2000 ≤ 2500 N 2 1.663 ∙10 - 5 273 107 100 to 1500 ≤ 1600

aUse tabulated parameters only fo r the pure gases, as listed. Do not combine parameters in calculations to calculate viscosities of gas mixtures. b The model results are valid only for ambient conditions in the specified ranges. Example: μ 0 = 1.716 ∙10 - 5 kg/(m ∙s) T 0 = 273 K S = 111 K 3 2 5 298.15 273 111 1.716 10 273 298.15 111   

   
   

   

     μ = 1.838 ∙10 - 5 kg/(m ∙s) T in = 298.15 K d t = 152.4 mm = 0.1524 m  = 1. 1509 kg/m 3Page 921 of 961 # 5 4 1 .1509 2.395 3.14159 0.1524 1.838 10 Re =



 

   Re # = 1.2531 ∙10 6 (vii) Calculate ρ using the following equation:

in mi x in 

### p M W R T   

 Eq. 1066.625

- 10 Example: 99132 0.0287805 8.314472 298.15   

 ρ = 1.1509 kg/m 3 (viii) Create an equation for C d as a function of Re #

, using paired values of the two quantities. The equation may involve any

mathematical expression, including a poly nomial or a power series. The following equation is an example of a commonly used mathematical expression for relating C d and Re # : 6 d 0 1 #



### 10 C a a Re    Eq. 1066.625

- 11 (ix) Perform a least

- squares regression anal ys is to determine the best

- fit coefficients for the equation and calculate SEE as described in 40 CFR 1065.602. (x) I f the equation meets the criterion of SEE ≤ 0.5 %, you may use the equation for the corresponding range of Re # , as described in § 10 66.652. (xi) I f the equation does not meet the specified statistical criteria, you may use good engineering judgment to omit calibration data points; however, you must use at least seven calibration data points to demonstrate that you meet the criterion . For example, this may involve narrowing the range of flow rates for a better curve fit. (xii) Take corrective action if the equation does not meet the speci fied statistical criterion even after omitting calibration data points. For example, select another mathematical expression for the C d versus Re # equation, check for leaks, or repeat the calibration process. If you must repeat the calibration pro cess, we recommend appl yi ng tighter tolerances to measurements and allowing more time for flows to stabilize. (xiii) Once you have an equation that meets the specified statistical criterion , you may use the equation onl y for the corresponding range of flow rates. (c) CFV calibration. Some CFV flow meters consist of a single venturi and some consist of multiple venturis where different combinations of venturis are used to meter different flow rates. For CFV flow meters that consist of multiple venturis, either calibrate each venturi independentl y to determine a separate calibration coefficient, K v , for each venturi, or calibrate each combination of venturis as one venturi by determining K

v for the sy stem. (1) To determine K v for a single venturi or a combination of venturis, perform the following steps: (i) Calculate an individual K v for each calibration set point for each restrictor position using the following equation:Page 922 of 961 refstd in v in Q T K = p   Eq. 1066.625

- 12 Where:
refstd 

### Q  = mean flow rate from the reference flow meter, corrected to standard reference conditions.
in 

### T = mean temperature at the venturi inlet

. in 

### p = mean static absolute pressure at the venturi inlet. (ii) Calculat e the mean and standard deviation of all the K v values (see 40 CFR 1065.602). Verify

choked flow by

plotting K

v as a function of in



### p . K v will have a relativel y constant value for choked flow; as vacuum pressure increases, the venturi will become unchoked and K v will decrease. Paragraphs (c)(1)(iii) through (viii) of this section describe how to verify your range of choked flow. (iii) If the standard deviation of all the K v values is less than or equal to 0.3 % of the mean K

v , use the mean K v in Eq. 1066.630

- 7, and use the CFV onl y up to the highest venturi pressure ratio, r , measured during calibration using the following equation:

CFV in 

### 1 p r p    Eq. 1066.625

- 13 Where:  p CFV = differential static pressure; venturi inlet minus venturi outlet. (iv) If the standard deviation of all the K v values exceeds 0.3 % of the mean K v , omit the K v value corresponding to the data point collected at the highest r measured during calibration. (v) If the number of remaining data points is less than seven, take corrective action b y checking your calibration data or repeating the calibration process. If you repeat the calibration process, we recommend checking for leaks, appl yi ng tighter t olerances to measurements and allowing more time for flows to stabilize. (vi) If the number of remaining K v values is seven or greater, recalculate the mean and standard deviation of the remaining K v values. (vii) If the standard deviation of the remaining K v values is less than or equal to 0.3 % of the mean of the remaining K v , use that mean K v in Eq 1066.630

- 7, and use the CFV values only

up to the highest r associated with the remaining K v . (viii) If the standard deviation of the remaining K v still excee ds 0.3 % of the mean of the remaining K

v values, repeat the steps in paragraph (c)(1)(iv) through (vii) of this section. (2) During exhaust emission tests, monitor sonic flow in the CFV b y monitoring r . Based on the calibration data selected to meet the standard deviation criterion in paragraphs (c)(1)(iv) and (vii) of this section, in which K v is constant, select the data values associated with the calibration point with the lowest absolute venturi inlet pressure to dete rmine the r limit. Calculate r during the exhaust emission test using Eq. 1066.625

- 8Page 923 of 961

to demonstrate that the value of r during all emission tests is less than or equal to the r limit derived from the CFV calibration data. **§ 10 66.630 PDP, SSV, and CFV flo**  **w rate calculations.** This section describes the equations for calculating flow rates from various flow meters. After you calibrate a flow meter according to § 10 66.625, use the calculations described in this section to calculate flow during an emission te st. Calculate flow according to 40 CFR 1065.642 instead if you calculate emissions based on molar flow rates. (a) PDP . (1) Based on the speed at which you operate the PDP for a test interval, select the corresponding slope, a 1 , and intercept, a 0 , as determined in § 10 66.625(a), to calculate PDP flow rate, 

### Q

 , as follows:

rev std in nPDP in std 

### V T p Q f T p

   

  Eq. 1066.630

- 1 Where: f nPDP = pump speed. V rev = PDP volume pumped per revolution , as determined in paragraph (a)(2) of this section

. T std = standard temperature = 293.15 K. p in = static absolute pressure at the PDP inlet. T in = absolute temperature at the PDP inlet

. p std = standard pressure= 101.325 kPa. (2) Calculate V

rev using the following equation:

out in 1 rev 0

nPDP out p p a V a f p     Eq. 1066.630

- 2 p out = static absolute pressure at the PDP outlet. Example: a 1 = 50.43 m 3 /min = 0.8405 m 3 /s f nPDP = 755.0 r/min = 12.58 r/s p out = 99.950 kPa p in = 98.575 kPa a 0 = 0.056 m 3 /r T in = 323.5 K

rev 0.8405 99.950 98.575 0.056 12.58 99.950 V     V rev = 0.063 m 3 /r 0.06383 293.15 98.575 12.58 323.5 101.3 Q    

  

### Q  = 0.7079 m 3 /s (b) SSV

. Calculate SSV flow rate , 

### Q  , as follows:Page 924 of 961 t in std d f std mix in 

### A R p T Q C C p Z M R T

     

     Eq. 1066.630

- 3 Where: C d = discharge coefficient, as determined based on the C d versus Re # equation in § 10 66.625(b)(2)(viii ). C f = flow coefficient, as determined in § 10 66.625(b)(2)(ii). A t = venturi throat cross

- sectional area. R = molar gas constant. p in = static absolute pressure at the venturi inlet. T std = standard temperature. p std = standard pressure. Z = compressibility

factor. M mix = molar mass of gas mixture. T in = absolute temperature at the venturi inlet

. Example: C d = 0.890 C f = 0.472 A t = 0.01824 m 2 R = 8.314472 J/(mol ∙K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) p in = 98.496 kPa T std = 293.15 K p std = 101.325 kPa Z = 1 M mix = 28.7789 g/mol = 0.0287789 kg/mol T in = 296.85 K 

### 0.01824 8.314472 98.496 293.15 0.89 0.472 101.325 1 0 .0287805 8.314472 296.85 Q      

     Q  = 2.155 m 3 /s (c) CFV

. If you use multiple venturis and you calibrated each venturi independently to determine a separate calibration coefficient, K v , for each venturi, calculate the individual volume flow rates through each venturi and sum all their flow rates to determine CFV flow rate, 

### Q

 . If you use multiple venturis and yo u calibrated venturis in combination , calculate 

### Q

 using the K

v that was determined for that combination of venturis. (1) To calculate 

### Q

 through one venturi or a combination of venturis, use the mean K v yo u determined in § 10 66.625(c) and calculate the appropriate quantit y for 

### Q  as follows:

v i n in 

### K p Q = T   Eq. 1066.630

- 7 Where: K v = flow meter calibration coefficient

. T in = temperature at the venturi inlet

.Page 925 of 961

p in = absolute static pressure at the venturi inlet

. Example: K v = 0.074954 m 3 ∙K0.5 /(kPa ∙s ) p in = 99.654 kPa T in = 353.15 K 

### 0.074954 99.654 353.15 Q    Q  = 0.39748 m 3 /s (2) [Reserved] **§ 10 66.635 NMOG determination.**  For vehicles subject to an NMOG standard, determine NMOG as described in paragraph (a) of this section. E xcept as specified in the standard

- setting part, you may alternativel y calculate NMOG results based on measured NMHC emissions as described in paragraphs (c) through (f) of this section. (a) Determine NMOG b y independentl y measuring alcohols and carbon yl s as described in 40 CFR 1065.805 and 1065.845. Use good engineering judgment to determine which alcohols and carbon yl s you need to measure. This would ty picall y require you to measure all alcohols and carbon yl s that you expect to contribute 1% or more of total NMOG . Calculate the mass of NMOG in the exhaust, m NMOG , with the following equation, using density values specified in § 10 66.1005(f):
OHCi NMOG NMHC NMHC OHCi[THC-FID] OHCi 1 1 OHCi N N

i i m m m RF m

 

      



##   Eq. 1066.635

- 1 Where: m NMHC = the mass of NMHC and all ox ygenated hydrocarbons (OHCs) in the exhaust, as determined using Eq. 1066.605

- 1. Calculate NMHC mass based on ρ NMHC . ρ NMHC = the effective C 1 - equivalent density of NMHC as specified in § 10 66.1005(f). m OHCi = the mass o f ox ygenated species i in the exhaust calculated using Eq. 1066.605

- 1. ρ OCHi = the C 1 - equivalent density of ox ygenated species i
. RF OHCi[THC

- FID] = the response factor of a THC

- FID to oxygenated species i relative to propane on a C 1 - equivalent basis as det ermined in 40 CFR 1065.845. (b) The following example shows how to determine NMOG as described in paragraph (a) of this section for (OHC) compounds including ethanol (C 2 H 5 OH), methanol (CH 3 OH), acetaldeh yde (C 2 H 4 O), and formaldeh yde (CH 2 O) as C 1 - equivalent concentrations: m NMHC = 0.0125 g m CH3OH = 0.0002 g m C2H5OH = 0.0009 g m CH2O = 0.0001 g m C2H4O = 0.00005 g RF CH3OH[THC

- FID] = 0.63 RF C2H5OH[THC

- FID] = 0.75 RF CH2O [THC

- FID] = 0.00Page 926 of 961

RF C2H4O[THC

- FID] = 0.50 ρ NMHC

- liq = 576.816 g/m 3 ρ CH3OH = 1332.02 g/m 3 ρ C2H5OH = 957.559 g/m 3 ρ CH2O = 1248.21 g/m 3 ρ C2H4O = 915.658 g/m 3

NMOG 0.0002 0.0009 0.63 0.75 1332.02 957.559 0.0125 576.816 0.0001 0.00005 0.00 0.5 1248.21 915.658 0.0002 0.0009 0.0001 0.00005 m        

            m NMOG = 0.013273 (c) For ethanol

- gasoline blends with less than 25 % ethanol b y volume, yo u may calculate NMOG from measured NMHC emissions as follows: (1) For hot

- start and hot

- running test cycles or intervals other than the FTP, you may determine NMOG based on the NMHC emission rate using the following equation:
NMOGh NMHCh 

### 1.03 e e   Eq . 1066.635

- 2 Where: eNMOGh = mass emission rate of NMOG from the hot

- running test cycle. eNMHCh = mass emission rate of NMHC from the hot

- running test cycle, calculated using ρ NMHC

- liq . Example: eNMHCh = 0.025 g/mi
NMOGh 

### 0.025 1.03 0.026 g/m i e    (2) You may

determine weighted composite NMOG for FTP testing based on the weighted composite NMHC emission rate and the volume percent of ethanol in the fuel using the following equation :



##   NMOGcomp NMHCcomp EtOH

1.0302 0.0071 e e VP     Eq. 1066.635

- 3 Where: eNMOGcomp = weighted FTP composite mass emission rate of NMOG

. eNMHCcomp = weighted FTP composite mass emission rate of NMHC , calculated using ρ NMHC

- li q . VPEtOH = volume percentage of ethanol in the test fuel. Use good engineering judgment to determine this value either as specified in 40 CFR 1065.710 or based on blending volumes, taking into account any denaturant. Example: eNMHCcomp = 0.025 g/mi VPEt OH = 10.1 % 

##   NMOGcomp 0.025 1.0302 0.0071 10.1 0.0275 g/mi e     Page 927 of 961

(3) You may

determine NMOG for the transient portion of the FTP cold

- start test for use in fuel econom y and CREE calculations based on the NMHC emission rate for the test interval and the volume percent of e thanol in the fuel using the following equation:



##   NMOG-FTPct NMHC-FTPct EtOH

1.0246 0.0079 e e VP

    Eq. 1066.635

- 4 Where: eNMOG

- FTPct = mass emission rate of NMOG from the transient portion of the FTP cold

start test ( generally

known as bag 1). eNMHC

- FTPct = mass emission rate of NMHC from the transient portion of the FTP cold

start test (bag 1), calculated using ρ NMHC

- liq . Example: eNMHC

- FTPct = 0.052 g/mi VPEtOH = 10.1 % 

##   NMOG-FTPct 0.052 1.0246 0.0079 10.1 0.0574 g/mi e      (4) You may

determine NMOG for the stabilized portion of the FTP test for either the cold

- start test or the hot

- start test (bag 2 or bag 4) for use in fuel economy and CREE calculations based on the corresponding NMHC emission rate and the volume percent of ethanol in the fuel using the following equation :



##   NMOG-FTPcs-hs NMHC-FTPcs-hs EtOH 1.1135 0.001 e e VP

    Eq. 1066.635

- 5 Where: eNMOG

- FTPcs

- hs = mass emission rate of NMOG from the stabilized portion of the FTP test (bag 2 or bag 4). eNMHC

- FTPcs

- hs = mass emission rate of NMHC from the stabilized portion of the FTP test (bag 2 or bag 4), calculated using ρ NMHC

- liq . (5) You may

determine NMOG for the transient portion of the FTP hot

- start test for use in fuel econom y and CREE calculations based on the NMHC emission rate for the test interval and the volume percent of ethanol in the fuel using the following equation:



##   NMOG-FTPht NMHC-FTPht EtOH

1.0195 0.0031 e e VP

    Eq. 1066.635

- 6 Where: eNMOG

- FTPht = mass emission rate of NMOG from the transient portion of the FTP hot

- start test (bag 3). eNMHC

- FTPht = mass emission rate of NMHC from the transient portion of the FTP hot

- start test (bag 3), calculated using ρ NMHC

- liq . (d) You may

take the following alternative steps when determining fuel economy and CREE under 40 CFR part 600 for testing with ethanol

- gasoline blends that have up to 25 % ethano l by

volume :Page 928 of 961

(1) Calculate NMOG b y test interval using Eq. 1066.635

- 3 for individual bag measurements from the FTP. (2) For HEVs, calculate NMOG for two

- bag FTPs using Eq. 1066.635

- 3 as described in 40 CFR 600.114. (e) We consi der NMOG values for diesel

- fueled vehicles, CNG

- fueled vehicles, LNG

fueled vehicles, and LPG

- fueled vehicles to be equivalent to NMHC emission values for all test cycles. (f) For all fuels not covered by paragraphs (c) and (e) of this section, manufacturers may propose a methodology

to calculate NMOG results from measured NMHC emissions. We will approve adjustments based on comparative testing that demonstrates how to properl y represent NMOG based on measured NMHC emissions. **§ 10 66.695**  **Data requ irements.**  Record information for each test as follows : (a) Test number. (b) A brief description of the test vehicle (or other sy stem/device tested). (c) Date and time of day

for each part of the test sequence. (d) Test results. Also include a validation of driver accuracy as described in § 10 66.425(j). (e) Driver and equipment operators. (f) Vehicle information as applicable, including identification number, model year, applicable emission standards (including bin standards or family emission limits, as applicable), vehicle model, vehicle class , test group, durability group, engine family , evaporative/refueling emission family , basic engine description (including displacement, number of cylinders, turbocharger/supercharger used, and c atal ys t type), fuel system (ty pe of fuel injection and fuel tank capacity and location), engine code, GVWR, applicable test weight, inertia weight class, actual curb weight at zero miles, actual road load at 50 mph, transmission class and configuration, axle ratio, odometer reading, idle rpm, and measured drive wheel tire pressure. (g) Dy namometer identification, inertia weight setting, indicated power absorption setting, and records to verify compliance with the drivi ng distance and cycle

- validation criteria as calculated from measured roll or shaft revolutions. (h) Anal yz er bench identification, anal yz er ranges, recordings of anal yz er output during zero, span, and sample readings. (i) Associate the following informati on with the test record: test number, date, vehicle identification, vehicle and equipment operators, and identification of the measurements recorded. (j) Test cell barometric pressure and humidity . You may use a central laboratory barometer if the barometric pressure in each test cell is shown to be within ±0.1 % of the barometric pressure at the central barometer location. (k) Records to verify

compliance with the ambient temperature requirements throughout the test procedure and records of fuel temperatures during the running loss test. (l) [Reserved] (m) For CVS s ys tems , record dilution factor for each test interval and the following additional information : (1) For CFV and SSV testing, V mix for each interval of the exhaust test.Page 929 of 961

(2) For PDP testing, t est measurements required to calculate V mix for each test interval

. (n) The humidity

of the dilution air , if you remove H 2 O from an emission sample before measurement. (o) Temperature of the dilute exhaust mixture and secondary dilution air (in the case of a double

- dilution system) at the inlet to the respective gas meter or flow instrumentation used for PM sampling. Determine minimum values, maximum values, mean values, and percent of time outsid e of the tolerance over each test interval. (p) The maximum exhaust gas temperature over the course of the test interval within 20 cm upstream or downstream of PM sample media. (q) If applicable, the temperatures of the heated FID, the gas in the heated sample line, and the heated filter. Determine minimum values, maximum values, average values, and percent of time outside of the tolerance over each test interval

. (r) Gas meter or flow measurement instrumentation readings used for batch sampling over each test interv al. Determine minimum, maximum, and average values over each test interval

. (s) The stabilized pre

- test weight and post

- test weight of each particulate sample media (e.g., filter). (t) Continuous temperature and humidity of the ambient air in which the PM sample media are stabilized. Determine minimum values, maximum values, average values, and percent of time outside of the tolerance over each test interval

. (u) For vehicles fueled by natural gas, the test fuel composition, including all carbon

containing compounds ( including CO 2 , but excluding CO). Record C 1 and C 2 compounds individually . You may record C 3 through C 5 hydrocarbons together, and you may record C 6 and heavier h ydrocarbon compounds together. (v) For vehicles fueled by liquefied petroleum gas, the test fuel composition, including all carbon

- containing compounds ( including CO 2 , but excluding CO). Record C 1 through C 4 compounds individually . You may record C 5 and heavier hydrocarbons together. (w) For the AC17 test in § 10 66.845 , interior volume, climate control s ys tem ty pe and characteristics, refrigerant used, compressor type, and evaporator/condenser characteristics. (x) Additional information related to evaporative emissions. [Reserved] (y) Additional information related to refueling emissions. [Reserved] **Subpart H**

**— COLD**  **TEMPERATURE TEST PRO CEDURES**  **§ 10 66.701 Applicability and general provisions.**  (a) The procedures of this part 1066 may be used for testing at an y ambient temperature. Section 1066.710 describes the provisions that apply for testing vehicles at a nominal temperature of 20 °C (68 °F); these procedures apply for motor vehicles as described in 40 CFR part 86, subpart S, and 40 CFR part 600. For other vehicles, see the standard

setting part to determine if your vehicle is required to meet emission standards outside the normal (20 to 30) °C ((68 to 86) °F) temperature range. (b) Do not appl y the humidity correction factor in § 10 66.615(a) for cold temperature testing.Page 930 of 961

**§ 10**  **66.710 Cold**  **te mperature**  **testing procedures for measuring CO and NMHC emissions and determining fuel economy** 

. This section describes procedures for measuring carbon monoxide (CO) and nonmethane hydrocarbon (NMHC) emissions and determining fuel econom y on a cold day using the FTP test cycle (see § 10 66.801). The following figure illustrates the test procedure:Page 931 of 961

Figure 1 of § 10 66.710

— Cold temperature testing sequence for measuring CO and NMHC emissions and determining fuel economyPage 932 of 961

(a) Follow the exhaust emission measurement procedures specified in § § 10 66.410 through 1066.425 and § 10 66.815(d), subject to the following exceptions and additional provisions: (1) Measure and control ambient conditions as specified in paragraph (b) of this section. (2) Use the vehicle’s heater and defroster as specified in paragraph (c) of this section. (3) Precondition and stabilize the vehicle as specified in paragraphs (d) and (e) of this section. Ensure that there is no precipitation or dew on the vehicle before the emission test. (4) For dynamometers that have independentl y heated bearings, start the emission test within 20 minutes after warming up the dy namometer ; for other ty

pes of dy namometers, start the emission test within 10 minutes after warming up the dy namometer
. (5) Adjust the dynamometer to simulate vehicle operation on the road at −7 °C. Base this adjustment on the road

- load force profile at −7 °C , or on a 10 percent decrease in the target coastdown time used for FTP testing. (6) Anal yz e samples for NMHC, CO, and CO 2 . You do not need to anal yze samples for other pollutants. (b) Maintain ambient conditions as follows instead of following the specifications in subpart E of this part: (1) Ambient temperature for emission tests . Measure and record ambient temperature in the test cell at least once every 60 seconds during the sampling period. The temperature must be ( −7.0 ±1.7) °C at the start of the test and average temperature must be (−7.0 ±2.8) °C during the test

. Instantaneous temperature values may be above −4.0 °C or below −9.0 °C, but not for more than 3 minutes at a time during the test. (2) Ambient temperature for preconditioning

. Instantaneous ambient temperature values may be above −4.0 °C or below −9.0 °C but not for more than 3 minutes at a time during the preconditioning period. At no time may the ambient temperatures be below

− 12 .0 °C or above −1.0 °C. The average ambient temperature during preconditioning must be ( −7.0 ±2.8) °C. You may precondition vehicles at temperatures above −7.0 °C or with a temperature tolerance greater than that described in this section (or both) if you determine that this will not cause NMHC, CO, or CO 2 emissions to decrease; if you modify the tempe rature specifications for vehicle preconditioning, adjust the procedures described in this section appropriatel y for your testing. (3) Ambient humidity . Maintain humidity low enough to prevent condensation on the dy namometer rolls during testing. (c) Heater and defroster . During the test, operate the vehicle’s interior climate control sy stem with the heat on and set to primarily defrost the front window. Turn air conditioning off

. You may

not use any

supplemental auxiliary

heat during this testing. You may set th e heater to any

temperature and fan setting during vehicle preconditioning. (1) Manuall y controlled systems . (i) Prior to the first acceleration, 20 seconds aft er the start of the UDDS, set the climate control as follows (these settings may be initiated prior to starting the vehicle if allowed by the vehicle’s climate control sy stem): (A) Temperature

. Set controls to maximum heat

. (B) Fan speed . Set the fan speed to full off or the lowest available speed if a full off position is not availabl e . (C) Airflow direction . Direct airflow to the front window (window defrost mode). (D) Air source . If independently controllable, set the sy stem to draw in outside air.Page 933 of 961

(ii) At the second idle of the test cycle, which occurs 125 seconds after the start of the test, set the fan speed to maximum . Complete by 130 seconds after the start of the test. Leave temperature and air source settings unchanged (iii) At the sixth idle of the test interval , whi ch occurs at the deceleration to zero miles per hour 505 seconds after the start of the test, set the fan speed to the lowest setting that maintains air flow. Complete these changes by 510 seconds after the start of the test. You may use different vent and fan speed settings for the remainder of the test. Leave the temperature and air source settings unchanged

. (2) Automatic control s ystems
. For vehicles with automatic control s ys tems , you may follow the provisions of paragraph (c)(1) of this section or you may set the temperature to 72 °F and the air flow control to the front window defrost mode for the whole test. (3) Multiple

- zone sy stems
. For vehicles that have separate driver and passenger controls or separate front an d rear controls, you must set all temperature and fan controls as described in paragraphs (c)(1) and (2 ) of this section , except that rear controls need not be set to defrost the front wi ndow

. (4) Alternative test procedures . We may approve the use of other settings under 40 CFR 86.1840 if a vehicle’s climate control s ys tem is not compatible with the provisions of this section. (d) Take the following steps to prepare and pre condition vehicles for testing under this section: (1) Prepare the vehicle as described in § 10 66.810(a). (2) Fill the fuel tank to approximately 40 % of the manufacturer’s nominal fuel tank capacity with the appropriate test fuel for cold temperatur e testing as specified 40 CFR part 1065, subpart H. The temperature of the dispensed test fuel must be at or below 15.5 °C. I f the leftover fuel in the fuel tank before the refueling event does not meet these specifications, drain the fuel tank before re fueling. You may operate the vehicle prior to the preconditioning drive to eliminate fuel effects on adaptive memory s ys tems. (3) You may

start the preconditioning drive once the fuel in the fuel tank reaches (12 .6 to

- 1.4 ) °C. Precondition the vehicle as follows: (i) Push or drive the vehicle onto the dynamometer. (ii) Operate the vehicle over one UDDS. You may perform additional vehicle preconditioning with repeated driving over the UDDS, subject to our advance approval. (iii) Turn off the test vehicle and any cooling fans within 5 minutes after completing the preconditioning drive. Ambient temperature must be between ( −12.0 and −1.0) °C in the 5 minutes following the preconditioning drive. ( iv) Do not manuall y purge or load the evaporative canister. (e) Soak the vehicle for (12 to 36) hours to stabilize it at test temperatures before starting the emission test as described in this paragraph (e). If you move a stabilized vehicle through a war

m area when transporting it to the dynamometer for testing, you must restabilize the vehicle b y holding it at an ambient temperature within the range specified in paragraph (b)(1) of this section for at least six times as long as the vehicle was exposed to warmer temperatures. Use one of the following methods to reach a stabilized condition: (1) Cold storage

. Measure and record ambient temperature in the test cell at least once every 60 seconds during the ambient cold soak period . These ambient temperatures may be above −4.0 °C or below −9.0 °C, but not for more than 3 minutes at a time. UsePage 934 of 961

measured values to calculate an hourl y average temperature. Each hourly average temperature must be ( −7.0 °C ±2.8) °C. (2) Forced

- cooling or warming . Posit ion fans to blow temperature

- controlled air onto the vehicle to stabilize the vehicle at the specified temperatures for emission testing. Position fans to target the vehicle’s drive train, engine block, and radiator rather than the oil pan. You may not p lace fans under the vehicle. You may consider the vehicle to be stabilized at the test temperature when the bulk oil temperature reaches (

- 8. 7 to
- 5.3 ) °C; measure oil temperature at one or more points away from the side or bottom surfaces of the oil pan. Each oil temperature measurement must be within the specified range before stabilization is complete. Once the vehicle reaches this stabilized condition, cold soak the vehicle within the stabilized temperature range for at least one hour before starting the emission test. During this time, keep the ambient temperature within the range specified in paragraph (b)(1) of this sectio n. **Subpart I**

**— EXHAUST EMISSION TES**  **T PROCEDURES FOR MOT OR**  **VEHICLES § 10**  **66.801 Applicability and general provisions.** This subpart I specifies how to apply the test procedures of this part for light

- d uty vehicles, light

- dut y trucks, and heav y- dut y vehicles at or below 14,000 pounds GVWR that are subject to chassis testing for exhaust emissions under 40 CFR part 86, subpart S. For these vehicles, references in this part 1066 to the standard

- setting p art include this subpart I. (a) Use the procedures detailed in this subpart to measure vehicle emissions over a specified drive schedule in conjunction with subpart E of this part. Where the procedures of subpart E of this part differ from this subpart I, the provisions in this subpart I take precedence. (b) Collect samples of every pollutant for which an emission standard applies, unless specified otherwise. (c) This subpart covers the following test procedures: (1) The Federal Test Procedure (FTP), which includes the general driving cycle. This procedure is also used for measuring evaporative emissions. This may be called the conventional test since it was adopted with the earliest emission standards. (i) The FTP consists of one Urban Dy namometer Drivin g Schedule (UDDS) as specified in paragraph (a) of Appendix Iof 40 CFR part 86, followed by a 10

- minute soak with the engine off and repeat driving through the first 505 seconds of the UDDS. Note that the UDDS represents about 7.5 miles of driving in an urban area. Engine startup (with all accessories turned off), operation over the initial UDDS, and engine shutdown make a complete cold

- start test. The hot

- start test consists of the first 505 seconds of the UDDS following the 10

- minute soak and a hot

- running portion of the UDDS after the first 505 seconds. The first 505 seconds of the UDDS is considered the transient portion; the remainder of the UDDS is considered the stabilized (or hot

- stabilized) portion. The hot

stabilized portion for the hot

- start test is generall y measured during the cold

- start test; however, in certain cases, the hot

- start test may involve a second full UDDS following the 10

- minute soak, rather than repeating only the first 505 seconds. See § § 10 66.815 and 1066.820.Page 935 of 961

(ii) Evaporative emission testing includes a preconditioning drive with the UDDS and a full FTP cycle, including exhaust measurement, followed by evaporative emission measurements. In the three

- day diurnal test sequence, the exhaust test is followed by a running loss test consisting of a UDDS, then two New York City C yc les as specified in paragraph (e) of Appendix Iof 40 CFR part 86, followed by another UDDS; see 40 CFR 86.134. Note that the New York City C ycle represents about 1.18 miles of driving in a city center . The running loss test is followed by a high

- temperature hot soak test as described in 40 CFR 86.138 and a three

- day diurnal emission test as described in 40 CFR 86.133. In the two

- day

diurnal test sequence, the exhaust test is followed by a low

temperature hot soak test as described in 40 CFR 86.138

- 96(k) and a two

- day diurnal emission test as described in 40 CFR 86.133

- 96(p). (iii) Refueling emission tests for vehicles that rel y on integrated control of diurnal and refueling emissions includes vehicle operation over the full FTP test cycle corresponding to the three

- day

diurnal test sequence to precondition and purge the evaporative canister. For non

- integrated s ys tems, there is a preconditioning drive over the UDDS and a refueling event, followed by repeated UDDS driving to purge the evaporative canister. The refueling emission t est procedures are described in 40 CFR 86.150 through 86.157. (2) The Supplemental Federal Test Procedure (SFTP) measures the emission effects from aggressive driving and ope ration with the vehicle’s air conditioner. The SFTP is based on a composite of three different test elements. In addition to the FTP, vehicles generall y operate over the US06 and SC03 driving schedules as specified in paragraphs (g) and (h) of Appendix I of 40 CFR part 86, respectivel y. In the case of heav y- duty vehicles above 10,000 pounds GVWR and at or below 14,000 pounds GVWR, SFTP testing involves additional driving over the LA

- 92 driving schedule specified in paragraph (c) of 40 CFR part 86, Appen dix I , instead of the US06 driving schedule. Note that the US06 driving schedule represents about 8.0 miles of relatively aggressive driving; the SC03 driving schedule represents about 3.6 miles of urban driving with the air conditioner operating; and the LA

- 92 driving schedule represents about 9.8 miles of relativel y aggressive driving for commercial trucks. See § § 10 66.815 and 1066.820. (3) The Highway

Fuel Economy

Test (HFET ) is specified in Appendix I of 40 CFR part 600. Note that the HFE T represents about 10.2 miles of rural and freeway driving with an average speed of 48.6 mph and a maximum speed of 60.0 mph. See § 10 66.840. (4) Cold temperature standards appl y for CO and NMHC emissions when vehicles operate over the FTP at a nominal temperature of

- 7 °C. See 40 CFR part 86, subpart C , and subpart H of this part. (5) Emission measurement to determine air conditioning credits for greenhouse gas standards. In this optional procedure, manufacturers operate vehi cles over repeat runs of the AC17 test sequence to allow for calculating credits as part of demonstrating compliance with CO 2 emission standards. The AC17 test sequence consists of a UDDS preconditioning drive, followed by emission measurements over the SC 03 and HFET driving schedules. See § 10 66.845. (d) The following provisions apply for all testing: (1) Ambient temperatures encountered by the test vehicle must be (20 to 30) °C, unless otherwise specified. Where ambient temperature specifications appl y before or between test measurements, the vehicle may be exposed to temperatures outside of the specified range for up to 10 minutes to account for vehicle transport or other actions to prepare forPage 936 of 961

testing. The temperatures monitored during testing must be representative of those experienced b y the test vehicle. For example, do not measure ambient temperatures near a heat source. (2) Do not operate or store the vehicle at an incline if good engineering judgment indicates that it would affect emissions. (3) If a test is void after collecting emission data from previous test segments, the test may be repeated to collect only those data points needed to complete emission measurements. You may combine emission measurements from different test runs to demonstrate compliance with emission standards. (4) Prepare vehicles for testing as described in § 10 66.810. (e) The following figure illustrates the FTP test sequence for measuring exhaust and evaporative emissions:Page 937 of 961 Figure 1 of § 10 66.801

–FTP test sequencePage 938 of 961

**§ 1 0**  **66.805 Road -**  **load power, test weight, and inertia weight class determination.** (a) Simulate a vehicle’s test weight on the dyn amometer using the appropriate equivalent test weight shown in Table 1 of this section. Equivalent test weights are established a ccording to each vehicle’s test weight basis, as described in paragraph (b) of this section. Table 1 also specifies the inertia weight class corresponding to each equivalent test weight; the inertia weight class allows for grouping vehicles with a range o f equivalent test weights. Table 1 follows:Page 939 of 961 T ABLE 1 OF § 10 66.805

–E QUIVALENT T EST W EI GHT S ( POUNDS )

Test weight Equivalent test Inertia weight Up to 1062 1000 1000 1063 to 1187 1125 1000 1188 to 1312 1250 1250 1313 to 1437 1375 1250 1438 to 1562 1500 1500 1563 to 1687 1625 1500 1688 to 1812 1750 1750 1813 to 1937 1875 1750 1938 to 2062 2000 2000 2063 to 2187 2125 2000 2188 to 2312 2250 2250 2313 to 2437 2375 2250 2438 to 2562 2500 2500 2563 to 2687 2625 2500 2688 to 2812 2 750 2750 2813 to 2937 2875 2750 2938 to 3062 3000 3000 3063 to 3187 3125 3000 3188 to 3312 3250 3000 3313 to 3437 3375 3500 3438 to 3562 3500 3500 3563 to 3687 3625 3500 3688 to 3812 3750 3500 3813 to 3937 3875 4000 3938 to 4125 4000 4000 4126 to 4375 4250 4000 4376 to 4625 4500 4500 4626 to 4875 4750 4500 4876 to 5125 5000 5000 5126 to 5375 5250 5000 5376 to 5750 5500 5500 5751 to 6250 6000 6000 6251 to 6750 6500 6500 6751 to 7250 7000 7000 7251 to 7750 7500 7500 7751 to 8250 8000 8000 8251 to 8750 8500 8500 8751 to 9250 9000 9000 9251 to 9750 9500 9500 9751 to 10250 10000 10000 10251 to 10750 10500 10500 10751 to 11250 11000 11000 11251 to 11750 11500 11500 11751 to 12250 12000 12000 12251 to 12750 12500 12500 12751 to 13250 13000 13000 13251 to 13750 13500 13500 13751 to 14000 14000 14000 (b) The test weight basis for non

- MDPV heavy

- duty vehicles is “adjusted loaded vehicle weight”. For all other vehicles, the test weight basis for establishing equivalent test weight is “loaded vehicle weight”. These load terms are defined in 40 CFR 86.1803.Page 940 of 961

(c) For FTP, SFTP, New York City C ycle, HFET, and LA

- 92 testing, determine road

load forces for each test vehicle at speeds between 9.3 and 71.5 miles per hour. The road

- load force must represent vehicle operation on a smooth, level road with no wind or calm winds, no precipitation, an ambient temperature of approximately 20 °C, and atmospheric pressure of 98.21 kPa. You may extrapolate road

- load force for speeds below 9.3 mph. **§ 1 0**  **66.810 Vehicle preparation.**  (a) Include additional fittings and adapters as required to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle. (b) For preconditioning that involves loading an evaporative emissi on canister with butane, provide valving or other means to allow for purging and loading the canister. (c) For vehicles to be tested for running loss emissions (40 CFR 86.134), prepare the fuel tank for measuring temperature and pressure as specified in 40 CFR 86.107

– 98(e) and (f) and 40 CFR 86.134. Vapor temperature measurement is optional during the running loss test. (d) For vehicles to be tested for running loss emissions, prepare the exhaust sy stem by sealing or plugging all detectable sources of exhaust gas leaks. Inspect or test the exhaust sy stem to ensure that there are no leaks that would cause exhaust hydrocarbon emissions to be detected as running losses. (e) The following provisions apply for preconditioning steps to reduce non fuel emissions to normal vehicle background levels for vehicles subject to Tier 3 evaporative emission standards under 40 CFR 86.1813: (1) You must notify

us in advance if you plan to perform such preconditioning. This notice must include a detailed description of the intended procedures and any measurements or thresholds for determining when stabilization is complete. You need not repeat this notification for additional vehicle testing in the same or later model years as long as your preconditioning prac tice conforms to these procedures. (2) You may

precondition a vehicle as described in paragraph (e)(1) of this section only within 12 months after the vehicle’s original date of manufacture, except that you may ask us to approve further preconditioning steps for any testing to address identifiable sources of nonfuel emissions beyond what would generall y occur with an appropriatel y aged in

- use vehicle. For example, you may clean up fluid leaks and you may perform further off

- vehicle p reconditioning for tires or other replacement parts that are less than 12 months old. You may also replace the spare tire with an aged spare tire, and you may replace the windshield washer fluid with water. **§ 10 66.815**  **Exhaust emission test procedures for FT**  **P testing** 

. (a) General . The FTP exhaust emission test sequence consists of a cold

- start test and a hot

- start test as described in § 10 66.801. (b) PM sampling options . Collect PM using an y of the procedures specified in paragraphs (b)(1) through (5) of this section and use the corresponding equation in § 10 66.820 to calculate FTP composite emissions. Testing must meet the requirements related to filter face velocity as described in 40 CFR 1065.170(c)(1)(vi), except as specified in paragraphs (b)(4) and (5) of this section. For procedures involving flow weighting, set the filter face velocity to a weighting target of 1.0 to meet the requirementsPage 941 of 961

of 40 CFR 1065.170(c)(1)(vi). Allow filter face velocity to decrease as a percentage of the weighting facto r if the weighting factor is less than 1.0. Use the appropriate equations in § 10 66.610 to show that you meet the dilution factor requirements of § 10 66.110(b)(2)(iii)(B). (1) You may

collect a separate PM sample for transient and stabilized portions of the cold

- start UDDS and the hot

- start UDDS. This may either be done by

sampling with three bags or four bags. You may omit the stabilized portion of the hot

- start test (bag 4) and use the stabilized portion of the cold

- start test (bag 2) in its place. ( 2) You may

collect PM on one filter over the cold

- start UDDS and on a separate filter over the hot

- start UDDS. (3) You may

collect PM on one filter over the cold

- start UDDS (bag 1 and bag 2) and on a separate filter over the 867 seconds of the stabilized p ortion of the cold

- start UDDS and the first 505 seconds of the hot

- start UDDS (bag 2 and bag 3). Note that this option involves duplicate measurements during the stabilized portion of the cold

- start UDDS. (4) You may

collect PM on a single filter over the cold

- start UDDS and the first 505 seconds of the hot

- start UDDS. If you use this method, adjust your sampling s ys tem flow rate to weight the filter face velocity over the three intervals of the FTP based on weighting targets of 0.43 for bag 1, 1.0 for ba g 2, and 0.57 for bag 3. (5) You may

collect PM on a single filter over the cold

- start UDDS and the full hot

- start UDDS. If you use this method, adjust your sampling s ys tem flow rate to weight the filter face velocity based on weighting targets of 0.75 fo r the cold

- start UDDS and 1.0 for the hot

- start UDDS. (c) Gaseous sampling options . Collect gaseous samples using an y of the following procedures: (1) You may

collect a single sample for a full UDDS (cold

- start or hot

- start). (2) You may

sample emissions separatel y for transient and stabilized portions of any UDDS. (3) You may

omit the stabilized portion of the hot

- start test (bag 4) and use the stabilized portion of the cold

- start test (bag 2) in its place. (d) Test sequence . Follow the exhaust emission measurement procedures specified in § § 10 66.410 through 1066.425, subject to the following exceptions and additional provisions: (1) Take the following steps for the cold

- start test: (i) Precondition the vehicle as described in § 10 66.816. Initiate the co ld

- start test following the 12 to 36 hour soak period. (ii) Start sampling and recording simultaneousl y with starting the vehicle. Place the vehicle in gear 15 seconds after engine starting, which is 5 seconds before the first acceleration. (iii) At the e nd of the deceleration scheduled to occur 505 seconds into the cold

- start UDDS, simultaneously

switch all the sample flows from the cold

- start transient interval to the stabilized interval, stopping all cold

- start transient interval sampling and recording, including background sampling. Reset integrating devices for the stabilized interval and indicate the end of the cold

- start interval in the recorded data. Operate the vehicle over the remainder of the UDDS. Turn the engine off 2 seconds after the end o f the last deceleration in the stabilized interval (1,369 seconds after the start of the driving schedule).Page 942 of 961

(iv) Five seconds after the engine stops running, stop all stabilized interval sampling and recording, including background sampling. Stop any inte grating devices for the stabilized interval and indicate the end of the stabilized interval in the recorded data. Note that the 5 second delay is intended to account for sampling s ys tem transport. (2) Take the following steps for the hot

- start test: (i) Initiate the hot

- start test (9 to 11) minutes after the end of the sample period for the cold

- start UDDS. (ii) Repeat the steps in paragraph (d)(1)(ii) of this section. Operate the vehicle over the first 505 seconds of the UDDS. At the end of the decele ration scheduled to occur 505 seconds into the hot

- start UDDS, turn off the engine and simultaneously stop all hot

- start sampling and recording, including background sampling, and any integrating devices. (iii) For tests that do not include bag 4 operation , turn the engine off. To include bag 4 measurement, operate the vehicles over the remainder of the UDDS and conclude the testing as described in paragraphs (d)(1)(iii) and (iv) of this section. (3) This completes the procedure for measuring FTP exhaust e missions. See § 10 66.801 and subpart J of this part for continuing the test sequence to measure evaporative or refueling emissions

. **§ 10 66.816 Vehicle preconditioning for FTP testing** 

. Precondition the test vehicle b efore the FTP exhaust measurement as described in 40 CFR 86.132. **§ 10 66.820 Composite calculations for FTP exhaust emissions.**  (a) Determine the mass of exhaust emissions of each pollutant for each FTP test interval as described in § 10 66.605. (b) Calcul ate the final composite gaseous test results as a mass

- weighted value, e [emission]

- FTPcomp , in grams per mile using the following equation:

c h [emission]-FTPcomp ct cs ht hs

0.43 0.57

m m e D D D D

   

              Eq. 1066.820

- 1 Where: m c = the combined mass emissions determined from the cold

- start UDDS test interval (generally known as bag 1 and bag 2), in grams. D ct = the measured driving distance from the transient portion of the cold

- start test (bag 1), in miles. D cs = the measured driving distance from the stabilized portion of the cold

- start tes t (bag 2), in miles. m h = the combined mass emissions determined from the hot

- start UDDS test interval in grams. This is the hot

- stabilized portion from either the first or second UDDS (bag 2, unless you measure bag 4), in addition to the hot transient po rtion (bag 3). D ht = the measured driving distance from the transient portion of the hot

- start test (bag 3), in miles. D hs = the measured driving distance from the stabilized portion of the hot

- start test (bag 4), in miles. Set D hs = D cs for testing where the hot

- stabilized portion of the UDDS is not run.Page 943 of 961

(c) Calculate the final composite PM test results as a mass

- weighted value, e PM

- FTPcomp , in grams per mile as follows: (1) Use the following equation for PM measured as described in § 10 66.815(b)(1), (2), or (3):

PM- cUDDS PM-hUDDS PM- FTPcomp ct cs ht hs

0.43 0.57 m m e D D D D

   

              Eq. 1066.820

- 2 Where: m PM

- cUDDS = the combined PM mass emissions determined from the cold

- start UDDS test interval (bag 1 and bag 2), in grams, as calculated using Eq. 1066.605

- 2. m PM

- hUDDS = the combined PM mass emiss ions determined from the hot

- start UDDS test interval (bag 3 and bag 4), in grams, as calculated using Eq. 1066.605

- 2. This is the hot

stabilized portion from either the first or second UDDS (bag 2, unless you measure bag 4), in addition to the hot transi ent portion (bag 3). (2) Use the following equation for PM measured as described in § 10 66.815(b)(4): 

##    

PM PM- FTPcomp ct cs ht

0.43 0.57

m e D D D

     Eq. 1066.820

- 3 Where: m PM = the combined PM mass emissions determined from the cold

- start UDDS test interval and the first 50 5 seconds of the hot

- start UDDS test interval (bag 1, bag 2, and bag 3), in grams, as calculated using Eq. 1066.605

- 3. (3) Use the following equation for PM measured as described in § 10 66.815(b)(5):



##    

PM PM- FTPcomp ct cs ht hs

0.43 0.57

m e D D D D

      Eq. 1066.820

- 4 Where: m PM = the combined PM mass emissions determined from the cold

- start UDDS test interval and the hot

- start UDDS test interval (bag 1, bag 2, bag 3, and bag 4), in grams, as calculated using Eq. 1066.605

- 4. **§ 10 66.830**  **Supplemental Federal Test Procedures; overvie w.**  Sections 1066.831 and 1066.835 describe the detailed procedures for the Supplemental Federal Test Procedure (SFTP). This testing applies for all vehicles subject to the SFTP standards in 40 CFR part 86, subpart S. The SFTP test procedure consists of FT P testing and two additional test elements

— a sequence of vehicle operation with more aggressive driving and a sequence of vehicle operation that accounts for the impact of the vehicle’s air conditioner. (a) The SFTP standard applies as a composite repres enting the three test elements. The emission results from the aggressive driving test element ( § 10 66.831), the air conditioning test element ( § 10 66.835), and the FTP test element ( § 10 66.820) arePage 944 of 961

anal yz ed according to the calculation methodology and compared to the applicable SFTP emission standards as described in 40 CFR part 86, subpart S. (b) The test elements of the SFTP may be run in any

sequence that includes the specified preconditioning steps. **§ 10 66.831**  **Exhaust emission test procedures for aggr essive driving.**  (a) This section describes how to test using the US06 or LA

- 92 driving schedule. The US06 driving schedule can be divided into two test intervals

—the US06 City cycle comprises the combined portions of the cycle from 1 to 130 seconds and from 495 to 596 seconds, and the US06 Highway cycle comprises the portion of the cycle between 130 and 495 seconds. See § 10 66.801 for further information on the driving schedules. (b) Take the following steps to precondition vehicles for testing under this section: (1) Drain and refill the vehicle’s fuel tank(s) in any of the following cases: (i) For aggressive

- driving tests that do not follow FTP or HFET testing. (ii) For a test element that starts more than 72 hours after the most recent FTP or HFET measurement (with or without evaporative emission measurements). (iii) For testing in which the test vehicle has not remained in an area where ambient temperatures were within the range specified for testing since the previous FTP or HFET. (2) Keep ambient temp eratures within the ranges specified for test measurements throughout the preconditioning sequence. (3) Warm up the vehicle to a stabilized condition as follows: (i) Push or drive the vehicle onto the dynamometer. (ii) Operate the vehicle one time over one of the driving schedules specified in this paragraph (b)(3)(ii). You may ask us to use a particular preconditioning driving schedule if that is related to fuel effects on adaptive memory sy stems. For our testing, we will generall y operate the vehicle ov er the same preconditioning cycle that will be used for testing in this section. You may exercise your sampling equipment, but you may not determine emissions results during preconditioning. Choose from the following driving schedules: (A) The first 505 seconds of the UDDS (bag 1) (B) The last 867 seconds of the UDDS (bag 2). (C) The HFET driving schedule. (D) US06 driving schedule or, for heav y - dut y vehicles above 10,000 pounds GVWR with a power - to
- weight ratio at or below 0.024 hp/lbm, just the highw ay portion of the US06 driving schedule. (E) The SC03 driving schedule. (F) The LA

- 92 driving schedule. (4) Allow the vehicle to idle for (1 to 2) minutes. This leads directl y into the test measurements described in paragraph (c) of this section. (c) Fo r testing involving the full US06 driving schedule, you may collect emissions from separate city and highway test intervals (see 40 CFR part 600), or you may collect emissions over the full US06 driving schedule as a single test interval. Take the followi ng steps to measure emissions over separate city and highway

test intervals: (1) At 130 seconds, simultaneously stop all US06 City , and start all US06 Highway sampling, recording, and integrating (including background sampling). At 136 seconds (before the acceleration), record the measured dyn amometer roll revolutions.Page 945 of 961

(2) At 495 seconds, simultaneously stop all US06 Highway , and start all US06 City sampling, recording, and integrating (including background sampling). At 500 seconds (before the acceleration), record the measured dy namometer roll revolutions. (3) Except as specified in paragraph (c)(4) of this section, treat the emissions from the first and second portions of the US06 City test interval as a single sample. (4) I f you collect gaseous emis sions over separate city and highway

test intervals, you may still collect PM over the full US06 driving schedule as a single test interval. If you do this, calculate a composite dilution factor based on city and highway

emissions using Eq. 1066.610

- 4 to show that you meet the dilution factor requirements of § 10 66.110(b)(2)(iii)(B). (d) For diesel

- fueled vehicles, measure THC emissions on a continuous basis as described in 40 CFR part 1065. For separate measurement of the city and highway

test interval s as described in paragraph (c) of this section, perform separate calculations for each portion of the test cycle. (e) Follow the exhaust emission measurement procedures specified in § § 10 66.410 through 1066.425, subject to the following exceptions and additional provisions: (1) Following the preconditioning specified in paragraph (b) of this section, place the vehicle in gear and simultaneously start sampling and recording. Begin the first acceleration 5 seconds after placing the vehicle in gear. (2) Operate the vehicle over the full US06 driving schedule, except as follows: (i) For heav y - dut y vehicles above 10,000 pounds GVWR, operate the vehicle over the LA

- 92 driving schedule. (ii) Heav y - dut y vehicles at or below 10,000 pounds GVWR with a power

- to
- weight ratio at or below 0.024 hp/lbm may be certified using only

the highway

portion of the US06 driving schedule as described in 40 CFR 86.1816. (iii) All heav y - dut y vehicles shall be tested at their adjusted loaded vehicle weight as described in 40 CFR 86.18 16. (3) Turn the engine off 2 seconds after the end of the last deceleration. Five seconds after the engine stops running, stop all sampling and recording, including background sampling. Stop any

integrating devices and indicate the end of the test cycle in the recorded data. Note that the 5 second delay is intended to account for sampling s ys tem transport. (4) Correct calculated NO x emissions as described in § 10 66.615(a)(1). **§ 10 66.835**  **Exhaust emission test procedure for SC03 emissions.** This section d escribes how to test using the SC03 driving schedule (see § 10 66.801). This procedure is designed to determine gaseous exhaust emissions while simulating an urban trip on a hot summer day . The provisions of 40 CFR part 86 and 40 CFR part 600 waive SC03 t esting for some vehicles; in those cases, calculate SFTP composite emissions by

adjusting the weighting calculation as specified in 40 CFR part 86, subpart S. (a) Drain and refill the vehicle’s fuel tank(s) if testing starts more than 72 ho urs after the last drain and fill operation. (b) Keep the vehicle in an environment meeting the conditions described in paragraph (f) of this section throughout the preconditioning sequence. (c) Warm up the vehicle to a stabilized condition as follows:Page 946 of 961

(1) Push or drive the test vehicle onto the dynamometer. (2) Close the vehicle’s windows before testing. (3) The test cell and equipment must meet the specifications in paragraph (e) of this section. Measure and control ambient conditions as specified in paragraph (f) of this section. (4) Set the vehicle’s air conditioning controls by selecting A/C mode and “maximum”, setting airflow to “recirculate” (if so equipped), selecting the highest fan setting, and turning the A/C temperature to full cold (or 72 °F for automatic s ys tems). Turn the control to the “on” position before testing so the air conditioning s ys tem is active whenever the engine is running. (5) Perform a preconditioning drive b y operating the test vehicle one time over the first 505 seconds of the UDDS (bag 1), the last 867 seconds of the UDDS (bag 2), or the SC03 driving schedule. If the air conditioning test sequence starts more than 2 hours after a different exhaust emission test, you may instead operate the vehicle one time over the full UDDS. (6) Following the preconditioning drive, turn off the test vehicle and the vehicle cooling fan(s) and allow the vehicle to soak for (9 to 11) minutes. (d) Follow the exhaust emission measurement procedures specified in § § 10 66.410 through 1 066.425, subject to the following exceptions and additional provisions: (1) Place the vehicle in gear 15 seconds after engine starting, which is 3 seconds before the first acceleration. Follow the SC03 driving schedule. (2) Turn the engine off 2 second s after the end of the last deceleration. Five seconds after the engine stops running, stop all sampling and recording, including background sampling. Stop any

integrating devices any

indicate the end of the test cycle in the recorded data. Note that th e 5 second delay is intended to account for sampling s ys tem transport. (3) Correct calculated NO x emissions as described in § 10 66.615(a)(2). (e) The following requirements apply for the test cell and cooling fan configuration: (1) Minimum test cell size

. The test cell must be at least 20 feet wide, 40 feet long, and 10 feet high, unless we approve the use of a smaller test cell. We will approve this only if you demonstrate that the smaller test cell is capable of meeting all the requirements of this secti on. (2) Vehicle frontal air flow

. Verify that the fan configuration meets the requirements of § 10 66.105(c)(3). (f) Maintain ambient conditions as follows: (1) Ambient temperature and humidity

. Measure and record ambient temperature and humidity in the test cell at least once every 30 seconds during the sampling period. Alternativel y, if you collect data of at least once every 12 seconds , you may

use a moving average of up to 30 second intervals to measure and record ambient temperature and humidity

. Control ambient temperature throughout the test sequence to 3 5.0 ±3.0 °C. Control ambient temperature during emissi on sampling to (33.6 to 36.4) °C on average. Control ambient humidity during emission sampling as described in § 10 66.4 20(d). ( 2 ) Conditions before and after testing

. Use good engineering judgment to demonstrate that you meet the specified instantaneous temperature and humidity tolerances in paragraphs (f)(1) of this section at all times before and between emissi on measurements. ( 3 ) Solar heat load

. Simulate solar heating as follows:Page 947 of 961

(i) You may

use a metal halide lamp, a sodium lamp, or a quartz halogen lamp with dichroic mirrors as a radiant energy emitter. We may

also approve the use of a different ty pe of ra diant energy

emitter if you demonstrate that it meets the requirements of this section. (ii) We recommend achieving radiant heating with spectral distribution characteristics as described in the following table:

T ABLE 1 OF § 10 66.835

–RECOMMENDED S PECTRAL D ISTRIBUTION Band width (nm) Percent of total spectrum Lo wer limit (%) Upper limit (%) <320 a

— 0 320

–400 0 7 400

–780 45 55 >780 35 53

a Note that you may need to filter the UV region between 280 and 320 nm. (iii) Determine radiant energy intensity experienced by the vehicle as the average value between two measurements along the vehicle’s centerline, one at the base of the windshield and the other at the bottom of the rear window (or equivalent location for vehicles without a rear window). This value must be 850 ±45 W/m 2 . Instruments for measuring radiant energy intensity must meet the following minimum specifications: (A) Sensitivity

of 9 microvolts per W/m 2

. (B) Response time of 5 seconds. For purposes of this requirement, “response time” means the time for the instrument to reach 95 percent of its equilibrium response after a step change in radiant intensity

. (C) Cosine response error of no more than ± 1 % for 0

– 70 degree zenith angles. The cosine response error is the percentage difference be tween the intensity measured at a given angle and a reference value, where the reference value is the intensity predicted from the zero

- degree intensity and the cosine of the incident angle. (D) When comparing measured values for radiant energy to referenc e values, each measured value over the full range of measurement may not deviate from the corresponding reference value b y more than ±0.5 % of the analyzer range’s maximum value. (iv) Check the uniformity of radiant energy

intensity at least every

500 hours of emitter usage or every

6 months, whichever is sooner, and after any major modifications affecting the solar simulation. Determine uniformity by measuring radiant energy intensity as described in paragraph (f)(4)(iii) of this section at each point of a 0.5 m grid over the vehicle’s full footprint, including the edges of the footprint, at an elevation 1 m above the floor. Measured values of radiant energy intensity must be between (722 and 978) W/m 2 at all points. **§ 10 66.840 Highway fuel economy**  **test procedure.** This section describes the procedure for the highway fuel econom y test (HFET). This test involves emission sampling and fuel economy measurement for certain vehicles as described in 40 CFR part 86, subpart S, and in 40 CFR part 600. See § 10 66.801 for further information on the driving schedules. Follow the exhaust emission measurementPage 948 of 961

procedures specified in § § 10 66.410 through 1066.425, subject to the following exceptions and additional provisions: (a) Perform the HFET immediately foll owing the FTP when this is practical. I f the HFET procedure starts more than 3 hours after an FTP (including evaporative emission measurements, if applicable), operate it over one UDDS to precondition the vehicle. We may approve additional preconditionin g in unusual circumstances. (b) Operate the vehicle over the HFET driving schedule for preconditioning. Allow the vehicle to idle for 15 seconds (with the vehicle in gear), then start a repeat run of the HFET driving schedule and simultaneously start samp ling and recording. (c) Turn the engine off at the end of the HFET driving schedule and stop all sampling and recording, including background. Stop an y integrating devices and indicate the end of the test cycle in the recorded data. **§ 10 66.845**  **AC17 air conditioning efficiency test procedure.**  (a) Overview

. This section describes a voluntary procedure for measuring the net impact of air conditioner operation on CO 2 emissions. See 40 CFR 86.1868 for provisions describing how to use these procedures to calculate credits and otherwise comply with emission standards. (b) Test cell . Operate the vehicle in a test cell meeting the specifications described in § 10 66.832(e). You may

add airflow up to at a maximum of 4 miles per hour during engine idling and when the engine is off if that is needed to meet ambient temperature or humidity requirements. (c) Ambient conditions . Measure and control ambient conditions as specified in § 10 66.832(f), except that you must control ambient temperature during emission sampling to (22.0 to 28.0) °C throughout the test and (23.5 to 26.5) °C on average. These tolerances appl y to the combined SC03 and HFET drive cycles during emission sampling . Note that you must set the same ambient temperature target for both the air conditioning on and off portions of emission sampling. Control ambient temperature during the preconditioning cycle and 30 minute soak to 25.0 ±5.0 °C. For these same modes with no emission sampling, target the specified ambient humidity levels, but you do not need to meet the humidity tolerances. Note that solar heating is disabled for certain test intervals as described in this section. (d) Interior air temperature measurement
. Measure and record the vehicle’s interior air temperature at least once every 5 seconds during the sampling period. Measure temperature at the outlet of the center

- most duct on the dashboard , and approximately 30 mm behind the driver’ s headrest and passenger’s headrest

. (e) Air conditioning s ys tem settings . For testing that requires the air conditioning to be operating, set the vehicle’s air conditioning controls as follows: (1) For automatic s ys tems, set the temperature co ntrol to 72 °F (22 °C). (2) For manual s ys tems, select A/C mode, set the temperature to full cold and “maximum”, set airflow to “recirculate” (if so equipped), and select the highest fan setting. During the first idle period of the SC03 driving schedule (between 186 and 204 seconds), reduce the fan speed setting to nominally 50 % of maximum fan speed, set airflow to “fresh air” (if so equipped), and adjust the temperature setting to target a temperature of 55° F (13 °C) at the dashboard air outlet. Mainta in these settings for the remainder of the test. You may rel y on prior temperature measurements to determine thePage 949 of 961

temperature setting ; however, if the sy stem is unable to meet the 55 °F (13 °C) target, yo u may instead set airflow to “fresh air” and temperature to full cold . If the vehicle is equipped with technology that defaults to recirculated air at ambient temperatures above 75 °F (22 °C), th at technology should remain enabled throughout the test ; this may mean not setting the airflow to “recirculate” at the start and not setting the airflow to "fresh air" during the first idle period of the SCO3 driving schedule. (f) Test procedure

. Follow the exhaust emission measurement procedures specified in § § 10 66.410 through 1066.425, subject to the following exceptions and additional provisions: (1) Prepare each test vehicle for a series of tests according to 40 CFR 86.132

- 00(a) through (g). If the vehicle has been tested within the last 36 hours concluding with a 12 to 36 hour soak, continue to paragraph (f)(2) of this section ; otherwise perform an additional UDDS preconditioning cycle that concludes with a 12 to 36 hour soak. You may use a forced cooldown sy stem to bring critical vehicle temperatures to within soak temperature limits. Critical temperatures include transmission oil, engine oil, engine coolant, and cabin air temperatures. (2) Open the vehicle’s windows and ope rate the vehicle over a preconditioning UDDS with no solar heating and with the air conditioning off. At the end of the preconditioning drive, turn off the test vehicle and all cooling fans. (3) Turn on solar heating within one minute after turning off the engine. Once the solar energy intensity reaches 805 W/m2 , let the vehicle soak for 30 ±1 minutes. You may alternativel y rel y on prior measurements to start the soak period after a defined period of warming up to the specified solar heat load. Close the vehicle’s windows at the start of the soak period; ensure that the windows are adequately closed where instrumentation and wiring pass through to the interior. (4) Turn the air conditioning control to the “on” position before testing so the air conditi oning sy stem is active whenever the engine is running. Place the vehicle in gear 15 seconds after engine starting, which is 3 seconds before the first acceleration. At the end of the driving schedule, simultaneously switch all the sampling, recording, an d integrating from SC03 to HFET, including background sampling. Indicate the end of the test cycle in the recorded data. Record the measured dy namometer roll revolutions corresponding to the SC03 driving schedule. (5) Directly

following the SC03 driving schedule, operate the vehicle over the HFET driving schedule. Turn the vehicle off at the end of the driving schedule and simultaneously

stop all sampling, recording, and integrating, including background sampling. Indicate the end of the test cycle in the recorded data. Record the measured dy namometer roll revolutions corresponding to the HFET drive schedule. Turn off the solar heating. (6) Allow the vehicle to remain on the dy namometer for (10 to 15) minutes after emission sampling has concluded. Rep eat the testing described in paragraphs (f)(1) through (5) of this section and turn off the vehicle’s air conditioner and the solar heating throughout the test run. The windows may be open or closed. (g) Calculations . (1) Determ ine the mass of CO 2 emissions for each of the two test intervals as described in § 10 66.605. (2) Calculate the composite mass

- weighted emissions of CO 2 , e CO2

- AC17comp , representing the average of the SC03 and HFET emissions, in grams per mile using the fol lowingPage 950 of 961

equation:

SC 03 HFET CO 2- AC17comp SC03 HFET

0.5 0.5 m m e D D

   

       

    Eq. 1066.845

- 1 Where: m SC03 = mass emissions from the SC03 test interval, in grams. D SC03 = measured driving distance during the SC03 test interval , in miles. m HFET = mass emissions from the HFET test interval, in grams. D HFET = measured driving distance during the HFET test interval, in miles. **Subpart J**

**— EVAPORATIVE EMISSION**  **TEST PROCEDURES § 10**  **66.901 Applicability and general provisions.** This subp art describes how to measure evaporative and refueling emissions from test vehicles. The provisions of § § 10 66.910 through 1066.930 include general provisions for equipment and calculations related to evaporative and refueling emissions. The provisions o f § § 10 66.950 through 1066.985 describe provisions that apply specificall y to motor vehicles subject to standards under 40 CFR part 86, subpart S, or 40 CFR part 1037. T EST E QUIPMENT AND C AL CULATIONS FOR E VAPORATIVE AND REFUELING E MI SSIONS **§ 10**  **66.910 SH ED enclosure specifications.**  Enclosures for evaporative and refueling emissions must meet the specifications described in 40 CFR 86.106

- 96, 86.107

- 96(a), and 86.107

- 98(a). **§ 10**  **66.915 Enclosures; auxiliary systems and equipment.** Enclosures for evaporative and refueling emissions must be equipped with fans, blowers, and measurement and data recording equipment as described in 40 CFR 86.107

- 98(b) through (h) and (j). **§ 10**  **66.920 Enclosure calibrations.** Enclosures for evaporative and refueling emissions must m eet the calibration specifications described in 40 CFR 86.116

- 94 and 86.117

- 96. **§ 10**  **66.925 Enclosure calculations for evaporative and refueling emissions.** Calculate emissions for evaporative emissions as described in 40 CFR 86.143

- 96. Calculate emissions for refueling emissions as described in 40 CFR 86.143

- 96 and 86.156

- 98. **§ 10**  **66.930 Equipment for point -**  **source measurement of running losses.** For point

- source measurement of running loss emissions, use equipment meeting the specifications in 40 CFR 86.10 7

- 96(i)Page 951 of 961

E VAPORATIVE AND REFUELING E MI SSION T EST P ROCEDURES FOR M OT OR V EHICLES **§ 10**  **66.950 Fuel temperature profile.** Develop fuel temperature profiles for running loss testing as described in 40 CFR 86.129

- 94(d). **§ 10**  **66.955 Diurnal emission test.** Test veh icles for diurnal emissions as described in 40 CFR 86.133

- 96. **§ 10**  **66.960 Running loss test.** Test vehicles for running loss emissions as described in 40 CFR 86.134

- 96. **§ 10**  **66.965 Hot soak test.** Test vehicles for hot soak emissions as described in 40 CFR 8 6.138

- 96. **§ 10**  **66.970 Refueling test for liquid fuels.** Except as described in § 10 66.975, test vehicles for refueling emissions as described in 40 CFR 86.150

- 98, 86.151

- 98, 86.152

- 98, and 86.154

- 98. Keep records as described in 40 CFR 86.155

- 98. **§ 10**  **66.9 71 Vehicle and canister preconditioning for the refueling test.**  Precondition vehicles for the refueling emission test as described in 40 CFR 86.153

- 98. **§ 10**  **66.975 Refueling test for LPG.** For vehicles designed to operate on liquefied petroleum gas, measure refueling emissions as described in 40 CFR 86.157

- 98. **§ 10**  **66.980 Fuel dispensing spitback procedure.** Test vehicles for spitback emissions as described in 40 CFR 86.146

- 96. **§ 10**  **66.985 Fuel storage system leak test procedure.** (a) Scope . Perform this test as required in the standard

- setting part to verify that there are no significant leaks in your fuel storage s ys tem. (b) Measurement principles . Leaks are detected by measuring pressure, temperature, and flow to calculate an equivalent orifice diameter for the sy stem. Use good engineering judgment to develop and implement leak test equipment. You may not tighten fittings or connections in the vehicle’s fuel s ys tem to prepare the vehicle for testing. (c) Measurement equipment

. Your leak test equipme nt must meet the following requirements: (1) Pressure, temperature, and flow sensors must be calibrated with NIST

- traceable standards. (2) Correct flow measurements to standard reference conditions. (3) Leak test equipment must have the ability to pressurize fuel storage s ys tems to at least 4.1 kPa and have an internal leak rate of less than 0.20 standard liters per minute. (4) You must be able to attach the test equipment to the vehicle without permanent alteration of the fuel storage or evaporative emis sion control sy stems. For any testing thatPage 9 52 of 961

involves pressurizing the fuel sy stem and detecting leaks at access points away from the fuel fill pipe, the gas cap must be installed in the production configuration. For the test point at or near the fuel fill pipe, attaching the test equipment may involve adding an extension to the fuel fill pipe that incorporates the access point to the fuel system. If the extension apparatus has a fixed cap, the vehicle’s gas cap must be tested separatel y as described in paragraph (d)(9) of this section. This separate testing is not required if the extension apparatus incorporates the vehicle’s gas cap. (5) The point of attachment to the fuel storage s ys tem must allow pressurization to test sy stem integrit y of the fuel tank and of fuel lines and vapor lines reaching up to and including the gas cap and the evaporative canister. The evaporative s ys tem test port available on some vehicles is an example of an effective attachment point. ( d) Leak test procedure . Test a vehicle’ s fuel storage s ys tem for leaks as follows: (1) Refuel vehicle to 40 % of its nominal fuel tank capacity

. (2) Soak the vehicle for 6 to 24 hours at a temperature between (20 and 30) °C; record this setpoint temperature and maintain temperatures throughout the leak test at this setpoint temperature within a tolerance ±2 °C. (3) Before performing the test, purge the fuel storage s ys tem of an y residual pressure, bringing the s ys tem into equilibrium with ambient pressure. (4) Seal the evaporative canister’s vent to atmosphere and ensure that the vehicle’s purge valve is closed. (5) Attach the leak test equipment to the vehicle. (6) Pressurize the fuel storage s ys tem with N 2 or another inert gas to at least 2.4 kPa. Use good engineering judgment to avoid overpre ssurizing the s ys tem. (7) Maintain gas flow through the s ys tem for at least 180 seconds, ensuring that the flow reading is stable for an effective leak diameter of ±0.002 inches. (8) Use the following equation, or a different equation you develop based on good engineering judgment, to calculate the effective leak diameter, d eff: 

##    

2 0.5057

gas eff in atmos in atmos N 7.844 V d p p p p SG T    

 

  

   Where: d eff = effective leak diameter, in inches, expressed to at least two decimal places. V gas = volumetric flow of gas, in m 3 /s. p in = inlet pressure to orifice, in kPa. p atmos = atmospheric pressure, in kPa. SG N2 = specific gravity

of N 2 relative to air at 101.325 kPa and 15.5 °C = 0.967. T = temperature of flowing medium, in K. (9) Repeat the test described in this paragraph (c) for each access point described in the application for certification. Use each test result (without averaging) to determine whether the vehicle passes the leak standard. (10) Gas caps may

need to be tested separatel y for leaks as described in paragraph (c)(4) of this secti on. Test the gas caps using commercially available flow equipment such asPage 953 of 961

that used for inspection

- and

- maintenance programs for motor vehicles to determine a leak rate in cubic centimeters per minute resulting from a sustained tank pressure of 7.5 kPa. C orrect the leak rate to standard reference conditions, based on the measured leak rate corresponding to atmospheric pressure. The corrected leak value may not exceed 60 cubic centimeters per minute. (11 ) You may

use special or alternative test procedures as described in 40 CFR 1065.10(c). ( e ) Equipment calibration . Use good engineering judgment to calibrate the leak check device. **Subpart K**

**— DEFINITIONS AND OTHE**  **R REFERENCE MATERIAL § 10**  **66.1001 Definitions.** The definitions in this section apply to this p art. The definitions apply to all subparts unless we note otherwise. Other terms have the meaning given in 40 CFR part 1065. The definitions follow: Average means the arithmetic mean of a sample. Bag 1 means relating to the first 505 seconds of the FTP cold

- start test interval. Note that the term bag 1 may also apply

to measurement of constituents that are not collected in a bag, such as PM and continuously measured THC. Bag 2 means relating to the last 867 seconds of the FTP cold

- start test interval. Bag 3 means relating to the first 505 seconds of the FTP hot

- start test interval. Bag 4 means relating to the last 867 seconds of the FTP hot

- start test interval, if run. Note that bag 2 is generall y used in place of bag 4. Base inertia means a value expressed in mass units to represent the rotational inertia of the rotating dyn amometer components between the vehicle driving tires and the dy namometer torque
- measuring device, as specified in § 10 66.250. C 1 - equivalent means a convention of expres sing HC concentrations based on the total number of carbon atoms present, such that the C 1 - equivalent of an HC concentration equals the concentration multiplied by the mean number of carbon atoms in each HC molecule. For example, the C 1 - equivalent of 10 p pm of propane (C 3 H 8 ) is 30 ppm. C 1 - equivalent concentration values may be denoted as “ppmC” in the standard

- setting part. Densities may

also be expressed on a C 1 basis. Note that calculating HC masses from concentrations and densities is only valid wher e they

are each expressed on the same carbon basis. Driving schedule means a series of vehicle speeds that a vehicle must follow during a test. Driving schedules are specified in the standard

- setting part. A driving schedule may consist of multiple test intervals. Duty cycle means a set of weighting factors and the corresponding test cycles, where the weighting factors are used to combine the results of multiple test intervals into a composite result. FTP means one of the following: (1) The test cycle co nsisting of one UDDS as specified in paragraph (a) of Appendix Iof 40 CFR part 86, followed by a 10

- minute soak with the engine off and repeat driving through the first 505 seconds of the UDDS. See § 10 66.801(c)(1).Page 954 of 961

(2) The entire test procedure for meas uring exhaust and/or evaporative emissions as described in § 10 66.801(c). Footprint has the meaning given in the standard

- setting part. HFET means the test cycle specified in Appendix I of 40 CFR part 600. LA

- 92 means the test cycle specified in Appendix I, paragraph (c), of 40 CFR part 86. Nonmethane organic gas (NMOG) means the combination of organic gases other than methane as calculated in § 10 66.635. Note that for this part, the organic gases are summed on a mass basis without any adjustment for pho tochemical reactivity

. Parts

- per - million (ppm) means ppm on a molar basis. For h ydrocarbon concentrations including HC, THC, NMHC, and NMOG, ppm means ppm on a C 1 - equivalent molar basis. Road

- load coefficients means sets of A, B, and C road

- load force coe fficients that are used in the dy

namometer road

- load simulation, where road

- load force at speed v equals A + B ∙ v + C ∙ v2

. SC03 means the test cycle specified in Appendix I, paragraph (h), of 40 CFR part 86. SFTP means the collection of test cycles as give n in 1066.801(c)(2). Standard reference conditions means the following: (1) Standard pressure is 101.325 kPa. (2) Standard temperature is 293.15 K. Test interval means a period over which a vehicle’s emission rates are determined separately . For man y standards, compliance with the standard is based on a weighted average of the mass emissions from multiple test intervals. For example, the standard

setting part may

specify a complete dut y c ycl e as a cold

- start test interval and a hot

- start test interval. In cases where multiple test intervals occur over a duty c yc le, the standard

setting part may

specify additional calculations that weight and combine results to arrive at composite values for comparison against the applicable stan dards. Test weight has the meaning given in § § 10 66.410(b) or 1066.805. UDDS means the test cycle specified in Appendix I , paragraph (a), of 40 CFR part 86.US06 means the test cycle specified in Appendix I, paragraph (g), of 40 CFR part 86. Unloaded coastdown means a dy namometer coastdown run with the vehicle wheels removed from the roll surface. We (us, our) means the Administrator of the Environmental Protection Agency and an y authorized representatives. **§ 10 66.1005 Symbols, abbreviations, acronym**  **s, and units of measure.** The procedures in this part generally follow either the International S ys tem of Units (SI) or the United States customary units, as detailed in NI ST Special Publication 811, which we incorporate b y reference in § 10 66.1010. See 40 CFR 1065.20 for specific provisions related to these conventions. This section summarizes the way we use sy

mbols, units of measure, and other abbreviations. (a) Sy mbols for quantities . This part uses the following s ymbols and units of measure for variou s quantities: Symbol Quantity Unit Unit symbol Unit in terms of SIPage 955 of 961 base units  atomic hydrogen to carbon ratio mole per mole mol/mol 1 A area square meter m2 m2 A vehicle frictional load pound force or newton lbf or N kg ∙s - 2 A m calculated vehicle frictional load pound force or newton lbf or N kg ∙s - 2
a 0 intercept of least square s

regression a 1 slope of least squares regression
a acceleration feet per second squared or meters per second squared ft/s 2 or m/s 2 m ∙s - 2 B vehicle load from drag and

rolling resistance pound force per mile per hour or newton second per meter lb f/mph or N ∙s/m kg ∙s - 1 ∙m- 1  ratio of diameters meter per meter m/m 1  atomic oxygen to carbon ratio mole per mole mol/mol 1 c conversion factor C vehicle

- specific aerodynamic

effects pound force per mile per hour squared or newton second squared pe r meter squared lbf/mph 2 or N ∙s 2 /m2 kg ∙m- 2
C# number of carbon atoms in a

molecule C# number of carbon atoms in a molecule C# C d discharge coefficient C D A drag area meter squared m2 m2 Cf flow coefficient C p heat capacity at constant pressure jo ule per kelvin J/K J ∙K- 1 C v heat capacity at constant volume joule per kelvin J/K J ∙K- 1 d diameter meters m m D distance miles or meters mi or m m D slope correlation pound force per mile per hour squared or newton second squared per meter squared lbf/mph 2 or N ∙s 2 /m2 kg ∙m- 2 DF dilution factor 1 e mass weighted emission result grams/mile g/mi F force pound force or newton lbf or N kg ∙s - 2 f frequency hertz Hz s - 1 f n angular speed (shaft) revolutions per minute r/min 2 ∙ π ∙60 - 1 ∙m·m- 1 ·s - 1 FC friction compensation error horsepower or watt W kg·m2 ·s - 3 FR Road

- load force pound force or newton lbf or N kg ∙s - 2 g gravitational acceleration meters per second squared m/s 2 m ∙s - 2
 ratio of specific heats (joule per kilogram kelvin) per (joule per kilogram kelvin) (J/(kg ∙K))/(J/(kg∙K)) 1
 am

bient humidity grams water vapor per kilogram dry air g H 2 O vapor/kg dry air g H 2 O vapor/kg dry

air  h change in height meters m m I inertia pound mass or kilogram lbm or kg kg I current am pere A A i indexing variab le IR inertia work rating K correction factor 1 K v calibration coefficient m 4 ∙s∙K0.5 /kg m 4 ∙s∙K0.5 ∙kg - 1  viscosity, dynamic pascal second Pa ∙s m- 1 ∙kg∙s - 1 M molar mass gram per mole g/mol 10 - 3 ∙kg∙mol - 1 M e effective mass kilogram kg kg m mass pound mass or kilogram lbm or kg kg N total number in series n total number of pulses in a series p pressure pascal Pa m - 1 ∙kg∙s - 2  p differential static pressure pascal Pa m - 1 ∙kg∙s - 2Page 956 of 961 p d saturated vapor pressure at

am bient dry bulb temperature kilopascal kPa m - 1 ∙kg∙s - 2 PF penetration fraction Q flow cubic feet or cubic meter ft 3 or m3 m3 Q  flow rate cubic feet per minute or cubic meter per second ft 3 /min or m3 /s m3 /s ρ mass density kilogram per cubic meter kg/m3 kg ∙m- 3 R dynamometer roll revolutions revolutions per minute rpm 2 ∙ π ∙60 - 1 ∙ m·m- 1 ·s - 1 r ratio of pressures pascal per pascal Pa/Pa 1 r 2 coefficient of determination Re # Reynolds number RF response factor RH relative humidity S Sutherland constant kelvin K K SEE standard estimate of error SG specific gravity  s distance traveled during

measurement interval meters m m T absolute temperature kelvin K K T Celsius temperature degree Celsius ° C K

– 273.15 T torque (moment of force) newton meter N ∙m m2 ∙kg∙s - 2 t time second s s Δt time interval, period, 1/frequency second s s U voltage volt V m2 ∙kg∙s - 3 ∙A - 1
v speed miles per hour or meters per second mph or m/s m ∙s - 1 V volume cubic meter m3 m3 VP volume percent
x concentratio n of emission over a

test interval part per million ppm y generic variable Z compressibility factor Z compressibility factor Z (b) Sy mbols for chemical species . This part uses the following s ymbols for chemical species and exhaust constituents: Symbol Species CH 4 methane CH 3 OH methanol CH 2 O formaldehyde C 2 H 4 O acetaldehyde C 2 H 5 OH ethanol C 2 H 6 ethane C 3 H 7 OH propanol C 3 H 8 propane C 4 H 10 butane C 5 H 12 pentane CO carbon monoxide CO 2 carbon dioxide H 2 O water HC hydrocarbon N 2 molecular nitro gen NMHC nonmethane hydrocarbon NMHCE nonmethane hydrocarbon equivalent NMOG nonmethane organic gas NO nitric oxide NO 2 nitrogen dioxidePage 957 of 961 NO x oxides of nitrogen N 2 O nitrous oxide O 2 molecular oxygen OHC oxygenated hydrocarbon PM particulate matter THC total hydrocarbon THCE total hydrocarbon equivalent (c) Superscripts . This part uses the following superscripts to define a quantity : Superscript Quantity overbar (such as y ) arithmetic mean overdot (such as y

 ) quantity per unit time (d) Subscripts . This part uses the following subscripts to define a quantity :

Subscript Quantity 0 reference abs absolute quantity AC17 air conditioning 2017 test interval act actual or measured condition a ctint actual or measured condition over the speed interval adj adjusted air air, dry atmos atmospheric b base bkgnd background c cold comp composite cor corrected cs cold stabilized ct cold transient cUDDS cold

- start UDDS D driven dew dewpoint dexh dilute exhaust quantity dil dilute e effective emission emission specie error error EtOH ethanol exh raw exhaust quantity exp expected quantity fil filter final final flow flow measurement device type gas gaseous h hot HFET highway fuel economy test hs hot stabilized ht hot transient hUDDS hot

- start UDDS i an individual of a series ID driven inertia in inlet int intake init initial quantity, typically before an emission testPage 958 of 961 IT target inertia liq liquid
max the maximum (i.e. peak) value expected at the standard over a test

interval; not the maximum of an instrument range meas measured quantity mi x dilute exhaust gas mixture out outlet PM particulate matter record record ref reference quantity rev revolution roll dynamo meter roll s settling s slip s stabilized sat saturated condition SC03 air conditioning driving schedule span span quantity sda secondary dilution air std standard conditions T target t throat test test quantity uncor uncorrected quantity w we ighted zero zero quantity (e) Other acrony

ms and abbreviations . This part uses the following additional abbreviations and acron yms:

A/C air conditioning AC17 air conditioning 2017 test interval ALVW adjusted loaded vehicle weight ASME American Soci ety of Mechanical Engineers CFR Code of Federal Regulations CFV critical

- flow venturi CNG compressed natural gas CVS constant
- volume sampler EPA Environmental Protection Agency ETW equivalent test weight EV electric vehicle FID flame

- ionization det ector FTP Federal test procedure GC gas chromatograph GEM greenhouse gas emissions model GHG greenhouse gas (including CO 2 , N 2 O, and CH 4 ) GP S global positioning system GVWR gross vehicle weight rating HEV hybrid electric vehicle, including plug

- in hybrid electric

vehicles HFET highway fuel economy test HLDT heavy light

- duty truck HPLC high pressure liquid chromatography IBR incorporated by reference LA

- 92 Los Angeles 1992 driving schedule MDPV medium

- duty passenger vehicle NIST National Institute for Standards and Technology NMC nonmethane cutterPage 959 of 961 PD P positive

- displacement pump PHEV plug

- in hybrid electric vehicle PM particulate matter RESS rechargeable energy storage system ppm parts per million SAE Society of Automotive Engineers SC03 air conditioning driving schedule SEA selective enforcement audit SFTP supplemental federal test procedure SI International System of Units SSV subsonic venturi UDDS urban dynamometer driving schedule US06 aggressive driving schedule U.S.C. United S tates Code WWV NIST radio station call sign (f) This part uses the following densities of chemical species: Symbol Quantity 1,2 g/m3 g/ft 3 ρ CH4 density of methane 666.905 18.8847 ρ CH3OH density of methanol 1332.02 37.7185 ρ C2H5OH C 1 - equivalent density of ethanol 957.559 27.1151 ρ C2H4O C 1 - equivalent density of acetaldehyde 915.658 25.9285 ρ C3H8 density of propane 611.035 17.3026 ρ C3H7OH C 1 - equivalent density of propanol 832.74 23.5806 ρ CO density of carbon monoxide 1164.41 32.9725 ρ CO2 density of carbon dioxide 1829.53 51.8064 ρ HC

- gas effective density of hydrocarbon

- gaseous fuel 3 (see 3) (see 3) ρ CH2O density of formaldehyde 1248.21 35.3455 ρ HC

- liq effective density of hydrocarbon

- liquid fuel 4 576.816 16.3336 ρ NMHC

- gas effective density of nonmethane hydrocarbon

- gaseous fuel 3 (see 3) (see 3) ρ NMHC

- liq effective density of nonmethane hydrocarbon

- liquid fuel 4 576.816 16.3336 ρ NMHCE

- gas effective density of nonmethane equivalent hydrocarbon

-

gaseous fuel 3 (see 3) (see 3) ρ NMHCE

- liq eff

ective density of nonmethane equivalent hydrocarbon

- liquid fuel 4 576.816 16.3336 ρ NOx effective density of oxides of nitrogen 5 1912.5 54.156 ρ N2O density of nitrous oxide 1829.66 51.8103 ρ THC

- liq effective density of total hydrocarbon

- liquid fuel 4 5 76.816 16.3336 ρ THCE

- liq effective density of total equivalent hydrocarbon

- liquid fuel 4 576.816 16.3336 1 Densities are given at 20 °C and 101.325 kPa. 2 Densities for all hydrocarbon containing quantities are given in g/m3

- carbon atom and g/ft 3

- carbon atom. 3 The effective density for natural gas fuel and liquefied petroleum gas fuel are defined by an atomic hydrogen

- to
- carbon ratio,  , of the hydrocarbon components of the test fuel. ρ HCgas = 41.57 ∙(12.011 + ( 

∙1.008)). 4 The effective density for gasolin e and diesel fuel are defined by an atomic hydrogen

- to
- carbon ratio,  , of 1.85. 5 The effective density of NO x is defined by the molar mass of nitrogen dioxide, NO 2 . (g) Constants . (1) This part uses the following constants for the composition of dry a ir: Symbol Quantity mol/mol xArair amount of argon in dry air 0.00934 x CO2air amount of carbon dioxide in dry air 0.000375 x N2ai r amount of nitrogen in dry air 0.78084 x O2ai r amount of oxygen in dry air 0.209445Page 960 of 961

(2) This part uses the following molar masses or effective molar masses of chemical species: Symbol Quantity g/mol (10 - 3 ·kg·mol - 1 ) M ai r molar mass of dry air 1 28.96559 M H2O molar mass of water 18.01528 1 See paragraph (g)(1) of this section for the composition of dry air. (3) This part us es the following molar gas constant for ideal gases:

Symbol Quantity J/(mol ∙K) (m2 ∙kg∙s - 2 ∙mol - 1 ∙K- 1 ) R molar gas constant 8.314472
(h) Prefixes . This part uses the following prefixes to define a quantity: Symbol Quantity Value  micro 10 - 6 m milli 10 - 3 c centi 10 - 2 k kilo 10 3 M mega 10 6 n nano 10 - 9 **§ 10**  **66.1010 Incorporation by reference**  **.** (a) Certain material is incorporated by reference into this part with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, a document must be published in the Federal Register and the material must be available to the public. All approved material is available for inspection at U.S. EPA, Air and Radiation Docket and Information Center, 1301 Constitution Ave., NW., Room B 102, EPA West Building, Washington, DC 20460, (202) 202

- 1744, and is available from the sources listed below. It is also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202

– 741

– 6030, or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html. To enforce an y edition other than that specified in this section, a document must be published in the **Federal Register** and the material must be available to the public. (b) SAE International material . The following standards are available from SAE International , 400 Commonwealth Dr., Warrendale, PA 15096

– 0001, (877) 606

– 7323 (U.S. and Canada) or (7 24) 776

–4970 (outside the U.S. and Canada), or http://www.sae.org : (1) SAE J1263, Road L oad Measurement and Dynamometer Simulation Using Coastdown Techniques, revised March 2010, IBR approved for § § 10 66.301(b ), 1066.305, and 1066.310(b). (2) SAE J1634, Battery Electric Vehicle Energy Consumption and Range Test Procedure, revised October 2012, IBR approved for § 10 66.501(a). (3) SAE J1711, Recommended Practice for Measuring the Exhaust Emissions and Fuel Economy of Hy brid

- Electric Vehicles, Including Plu g - In Hy brid Vehicles, revised June 2010, IBR approved for § § 10 66.125 and 1066.501(a).Page 961 of 961

(4) SAE J2263, Road L oad Measurement Using Onboard Anemometry and Coastdown Techniques, revised December 2008, IBR approved for § § 10 66.301(b ), 1066.305, and 1066.310(b ). (5) SAE J2264, Chassis Dy namometer Simulation of Road Load Using Coastdown Techniques, revised January 2014 , IBR approved for § 10 66.315. (6) SAE J2711, Recommended Practice for Measuring Fuel Econom y and Emissions of Hy brid

- Electric an d Conventional Heavy

- Duty Vehicles, issued September 2002, IBR approved for § 10 66.501(a). (7) SAE J2951, Drive Quality Evaluation for Chassis Dy namometer Testing, revised January 2014 , IBR approved for § 10 66.425(j). (c) National Institute of Standards and Technology material. The following documents are available from National Institute of Standards and Technology , 100 Bureau Drive, Stop 1070, Gaithersburg, MD 20899

- 1070, (301) 975

- 6478, or www.nist.gov : (1) NIST S pecial Publication 811, 2008 Edition, Guide for the Use of the International Sy stem of Units (SI), Ambler Thompson and Barry N. Taylor, Phy sics Laboratory , March 2008, IBR approved for § § 10 66.20(a) and 1066.1005. (2) [Reserved]