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# OAR Box 1772 Prepped by Charmelle Mathews



### Document

Number: 

# V-A-0 1 Docket Number: 

# A-86-0 3

Printed 12/2/20089:45:12 AM

Sheet 43 of 117P. 2



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## AU G2 2 w XX- '•• I : 

### Ox; ENVIRONMENTAL PROTECTIONAGENC Y

4 0 CF R Part s 8 0 an

d 8 6 [AMS-FRL

- ] Regulatio n o f Fuel s an d Fue l Additives : Fue l Qualit yRegulation s fo r HighwayDiese l Fue l Sol d i n 199 3 an d Late r Calenda r Year s 

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AGENCY : Environmenta l Protectio n Agency .

ACTION : Fina l Rule ,
SUMMARY : Today' s Fina l Rul e implement s a ne wnationa l progra mo f diese l fue l qualit ycontrol , completing actio n o n a recen t EPAproposa l (5 4 F R 35276 , Augus t 24 , 1989) . Thi s actio n require s tha t refiner s reduc e th e sulfu r conten t o f on-highwaydiese l fue l fromcurren t averag e level s o f approximatel y0.2 5 weigh t percen t t o level s no t exceeding 0.0 5 weigh t percent . Thi s actio n als o require s tha t on-highwaydiese l fue l hav e a minimu mcetan e index specificatio n o f 4 0 (or mee t a maximu maromatic s leve l o f 3 5 percent) . Bot hrequirement s wil l tak e effec t a t al lP. 3

point s throughou t th e distributio n systemo n Octobe r 1 , 1993 . Specia l provision s providin g fo r a phasing-i n o f thes e requirement s fo r smal l domesti c refinerie s ar e als o included . Certificatio n diese l fue l wil l als o b e change d beginning wit h bot hth e 199 1 an d 199 4 mode l year s t o reflec t th e abov e mentione d change s i n commercia l diese l fue l quality . Vehicle s sol d i n mode l year s 199 1 through 199 3 wil l b e certifie d usin g 0.1 0 weigh t percen t sulfu r fuel , reflecting th e averag e fue l sulfu r leve l expecte d t o b e use d ove r thes e vehicles ' usefu l lives . Beginnin g wit h th e 199 4 mode l year , th e certificatio n fue l sulfu r leve l woul d b e tha t o f commercia l diese l fue l (i.e. , no t t o excee d 0.0 5 weigh t percent ) an d a minimu

mcetan e inde x valu e o f 4 0 wil l b e established .

DATES : Thi s Fina l Rul e i s effectiv e o n [inser t dat e 3 0 day s following publication] . Th e incorporatio n b y referenc e o f certai n publication s liste d i n th e regulation s i s approve d b

yth e Directo r o f th e Federa l Registe r a s o f

Judicia l Revie w- Unde r sectio n 307(b)(1 ) o f th e Clea n Ai r Act , EPAhereb

yfind s tha t thes e regulation s ar e o f nationa l applicability . Accordingly , judicia l revie wo f



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thi s actio n i s availabl e onl ybyfiling a petitio n fo r revie wi n th e Unite d State s Cour t o f Appeal s fo r th e Distric t o f Columbi a Circui t withi n 6 0 day s o f publication . Unde r sectio n 307(b)(2 ) o f th e Act , th e requirement s whic h ar e th e subjec t o f today' s notic e may no t b e challenge d late r i n judicia l proceeding s brough t b y EPAt o enforc e thes e requirements .
ADDRESSES : Materia l relevan t t o thi s fina l rul e i s containe d i n Publi c Docke t No . A-86-03 . Th e docke t i s locate d i n RoomM-1500 , Watersid e Mal l (groun d floor) , U.S . Environmenta l Protectio n Agency , 40 1 M Stree t SW , Washington , D C 20460 . Th e docke t mayb e inspecte d betwee n 8 a.m . an

d 3 p.m . Mondaythrough Friday . Areasonabl e fe e mayb e charge d b

yEP Afo r copyin g docke t materials .

FOR FURTHE R INFORMATIO NCONTACT : Mr . WilliamDamic o Emissio n Contro l TechnologyDivisio n U.S . Environmenta l Protectio n Agenc y 256 5 Plymout hRoa d Ann Arbor , M I 4810 5 Telephon e (313 ) 668-427 8 SUPPLEMENTARY INFORMATION :

I . Background an

d Revie wo f Proposa l

I n Marc h o f 1985 , EPApromulgate d particulat e emissio n standard s o f 0.2 5 gra mpe r brak e horsepower-hou r (g/BHP-hr )



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fo r heavy-dut ydiese l truck s (greate r tha n 8,50 0 lbs. ) an d 0.1 0 g/BHP-hr fo r urba n buses , effectiv e i n th e 199 1 mode l year ; an

d 0.1 0 g/BHP-hr fo r heavy-dut ydiese l truck s beginning i n th e 199 4 mode l yea r (5 0 F R 10606 , Marc h15 , 1985) . Durin g th e rulemaking process , engin e manufacturer s expresse d concer n tha t sulfu r i n diese l fue l coul d eithe r plu g th e trap-oxidizer s tha t EPAprojecte d woul d b e neede d t o mee t th e propose d particulat e standard s o r generat e significan t particulat e sulfat e emission s tha t woul d mak e i t difficul t t o mee t th e standards . Thus , commenter s recommende d tha t EPAregulat e th e sulfur conten t o f diese l fuel . I n th e preambl e t o th e fina l rule , EPAresponde d tha t no t enough wa s the n know n abou t th e effec t o f diese l fue l sulfur o n trap s o r particulat e emission s t o tak e regulatoryactio n a t tha t time , bu t tha t i t woul d continu e t o stud yth e issu e and , i f warranted , conside r regulating diese l fue l sulfu r content .

I n Jun e o f 1986 , EPArelease d fo r publi c commen t a stud yprepare d unde r contrac t fo r EP Ab yEnergyan

d Resourc e Consultants , Inc . (ERC ) an d Sobotk a an

d Company , Inc . (SCI) , entitle d "Diese l Fue l Qualit yEffect s o n Emissions , Durability , Performance , an d Costs " (5 1 F R 23437 , Jun e 27 , 1986) . I n additio n t o showing tha t a reductio n i n diese l fue l sulfu r conten t woul d directl y reduc e S0 2 an

d sulfat e particulat e emissions , thi s stud y



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showe d tha t reducing fue l aromatic s woul d reduc e carbonaceou s an

d organi c particulate . Also , a 3 0 percen t extensio n o f engin e lif e wa s estimate d du e t o reduce d engin e wea r wit hlowsulfu r fuel . Th e cos t o f reducing th e fue l sulfu r leve l t o 0.0 5 weigh t percen t wa s estimate d t o b e 1. 2 cent s pe r gallon .
Furthe r studie s o f th e refinerycos t an d engin e lif e issue s wer e undertake n an d a repor t b

ySouthwes t Researc h Institut e (SwRI ) entitle d "Stud yo f th e Effect s o f Reduce d Diese l Fue l Sulfu r Conten t o n Engin e Wear " a s wel l a s a repor t b

yBonne r an

d Moor e Consultants , Inc . (B&M ) entitle d

" AStud yo n Restrictio n o f Sulfu r an d Aromatic s Conten t o n HighwayDiese l Fuel " wer e released . Th e SwR I repor t furthe r substantiate d th e possibilit yo f reduce d engin e wea r wit h lowe r sulfu r fuel . Th e B& M repor t assesse d th e cost s o f controlling sulfu r t o 0.0 5 weigh t percent , controlling aromatic s t o 2 0 volum e percent , an d controllin g bot hsimultaneously . Als o assesse d i n th e B& M repor t wa s th e effec t o f th e degre e o f segregatio n o f heatin g oi l an d "highway " diese l fue l o n contro l cost . Subsequen t t o thes e studies , i n a landmar k initiative , member s o f th e diese l engin e manufacturin g an d petroleu

m refining industrie s submitte d a join t proposa l fo r on-highwaydiese l fue l modificatio n t o EPA . Thi s proposa l



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include d a maximu

m sulfu r leve l o f 0.0 5 weigh t percen t an d a minimu

mcetan e inde x o f 4 0 (a s a mean s o f capping aromatic s a t curren t levels ) t o b e implemente d b y Octobe r 1 , 1993 . Als o include d wa s a provisio n t o allow engin e certificatio n o n lo wsulfur fue l beginning wit hth e 199 1 mode l yea r t o reflec t upcomin g change s i n commercia l fuel .
Al l o f thi s activit yculminate d i n th e publicatio n o f a Notic e o f Propose d Rulemaking (NPRM ) pertainin g t o on-highwaydiese l fue l qualit y(5 4 F R 35276 , Augus t 24 , 1989) . Thi s proposa l include d a maximu m sulfu r conten t o f 0.0 5 weigh t percen t an d a minimu

m cetan e inde x o f 4 0 fo r al l on-highwaydiese l fue l beginnin g o n Octobe r 1 , 1993 . Th e contro l option s considered ; cost , benefits , an d cost-effectivenes s o f fue l control ; leadtime ; enforcemen t issues ; an

d certificatio n fue l wer e al l discusse d i n th e NPRM preambl e a s summarize d below . Thes e topic s wer e evaluate d i n detai l i n th e Draf t RegulatoryImpac t Analysi s (Draf t RIA ) whic hwa s publishe d i n suppor t o f th e NPRM .

Avariet yo f contro l option s wer e considere d i n th e rulemaking developmen t process . Sulfu r contro l o f varyin g level s dow

n t o 0.0 5 weigh t percen t wer e considere d wit hn o chang e i n aromatics . Additionally , aromatics-contro l option s ranging fromn o contro l t o a reductio n t o 2 0 volum e



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percen t wer e evaluated . Base d upo n analyse s o f costs , benefit s an

d cos t effectiveness , th e Agenc ydecide d t o propos e sulfu r contro l t o 0.0 5 weigh t percent . Significan t aromatic s contro l belo wcurren t level s wa s no t propose d sinc e th e analysi s o f th e benefit s o f associate d particulat e reductions , whic h di d no t includ e cance r benefits , di d no t demonstrat e th e cos t effectiveness , fro m a nationa l perspective , o f reducing th e conten t o f aromatic s i n diese l fue l a t thi s time . EPApropose d instead t o cap aromatic s a t curren t level s s o a s t o preven t a ris e i n th e future . Thi s wa s propose d t o b e don e b y establishing a minimu mcetan e inde x specificatio n o f 40 .
Th e cos t o f controlling diesel-fue l qualit yi s dependen t o n a numbe r o f things , mos t notabl e th e degre e t o whic hsegregatio n woul d occu r betwee n on-highwayan d off-highwaydiese l fue l an d th e amoun t o f desulfurizatio n equipmen t currentl yi n plac e i n th e refining industry . I n th e NPR

M th e cos t o f sulfur contro l (t o 0.0 5 weigh t percent ) wa s projecte d t o b e abou t 2. 3 cent s pe r gallo n a t curren t rate s o f segregatio n an d 1. 8 cent s pe r gallo n fo r th e complet e (10 0 percent ) segregatio n scenario . Thes e figure s represen t annua l cost s t o th e refining industryo f $83 0 millio n an

d $36 0 million , respectively .



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Ther e ar e a numbe r o f benefit s (bot hfinancia l an d environmental ) whic h ca n b e attribute d t o diese l fue l sulfur control . Th e firs t are a o f benefit s i s i n exhaus t aftertreatmen t technology . Th e 0. 1 g/BHP-h r particulat e standar d promulgate d fo r heavy-dut ydiese l vehicle s fo r th e 199 4 mode l yea r wil l likel ynecessitat e th e us e o f exhaus t aftertreatmen t devices . Reduction s i n fue l sulfur woul d resul t i n smal l reduction s i n engine-ou t particulate , makin g i t somewha t easie r t o compl ywit h th e stringen t 199 4 particulat e standard . Additionally , th e us e o f some aftertreatmen t device s suc h a s .flow-throug h catalyst s an

d catalyze d trap s i s effectivel yprohibite d b ycurren t fue l sulfu r level s a s thes e device s ten d t o generat e sulfat e particulat e fromth e fue l sulfur . Reducing fue l sulfu r fo r 199 4 wa s projecte d t o resul t i n pe r vehicl e fue l economy , hardware , an

d maintenanc e cos t saving s o f $32 4 fo r ligh t heavy-dut ydiesel s (LHDDEs) , $65 1 fo r mediu m heavy-dut y diesel s (MHDDEs) , $75 2 fo r heav yheavy-dut ydiesel s (HHDDEs ) an

d $70 0 fo r urba n buses .

Th e secon

d are a o f benefit s fro mfue l qualit ycontro l wa s tha t o f reduce d engin e wea r wit hlo wsulfur fuel . Dependin g upo n th e metho d use d t o evaluat e thes e benefits , an d th e vehicl e clas s evaluated , EPAestimate d cos t saving s fro msulfu r contro l ranging fro m0.80/ga l t o 30-^/gal .



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Th e thir d are a o f benefit s attribute d t o fue l qualit y contro l wa s tha t o f emission s an d ai r quality . Substantia l reduction s i n S0 2 an d particulat e matte r emission s beyond th e reduction s resulting fro mth e 199 4 0. 1 g/BHP-hr particulat e standar d wer e projecte d t o resul t fro mfue l sulfur control . Additionally , some reduction s o f H C an d C O wer e expecte d a s an . indirec t resul t du e t o th e change s i n aftertreatmen t technolog ystrategie s use d b yth e engin e manufacturer s t o compl ywit h th e 199 4 particulat e standards . Th e reduction s estimate d i n th e NPR M ar e show

n i n Tabl e 1 .



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-Tabl e 1 Projecte d Nationwid e Emissio n Reduction s Du e t o Diese l Fue l Sulfu r Contro l

[100 0 tons/yr ] p.1 1

Pollutan t 1995[1 ] 2015[1 ] Tota l Particulat e Directl y Emitte d Indirec t 

### so 2 H C C O 99-19 6 (19%-38%)£ 2 3 10-2 9 (3%-10% ) 89-16 7 (43%-80% ) 310-58 0 (43%-80% ) 1 4 3 % C 3 3 14 1 8 % 159-32 1 (23%-46% ) 3-3 5 (1%-10% ) 156-28 6 (44%-80% ) 542-99 3 (44%-80% ) 8 8 12 % 91 6 27 %
[1 ] Lowe r en

d o f rang e resul t o f 10 0 percen t distillat e segregation , uppe r en d resul t o f curren t segregatio n practices . [2 ] Figure s i n parenthesi s represen t percen t reductio n fro mbaselin e emission s o f numbe r tw o fue l oi l use . [3 ] Figure s represen t percen t reductio n fro mbaselin e fo r mobil e sources .

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Th e resulting ai r qualit yimpact s o f fue l contro l wer e als o analyze d i n th e NPRM . I t wa s projecte d tha t b yth e yea r 2015 , i n larg e metropolita n area s (greate r tha n 1,000,00 0 residents) , sulfur contro l woul d reduc e annua l arithmeti c mea n concentration s o f particulat e b y2. 3 - 6. 3 Pg/m 3 (i n

3 compariso n t o curren t level s o f 1 8 - 9 0 Pg/ m) an d SO , b

y 7. 0 - 16. 7 Pg/n

u (i n compariso n t o curren t level s o f up t o 3 6 7 Pg/ m) . Ai r gualit ybenefit s i n th e area s o f healt h effect s an

d visibilit ywer e als o described .
Th e fina l environmenta l analysi s doe s no t contai n an assessmen t o f th e potentia l fo r affecting cance r risk s b y regulating diese l fue l quality . Th e Draf t RegulatoryImpac t Analysi s di d contai n a preliminaryanalysis ; however , thi s analysi s ha s bee n remove d du e t o significan t error s foun d i n th e methodology . Th e effec t o f diese l fue l qualit yo n cance r risk s wil l b e addresse d b yth e Agenc yi n a stud yo f th e healt h effect s an

d contro l cost s o f fue l relate d ai r toxics . Th e result s o f thi s stud ywil l serv e a s th e basi s fo r an y subsequen t regulatoryaction . Cost-effectivenes s o f pollutio n contro l i s define d a s th e contro l cos t (ne t o f cos t credits ) pe r to n o f pollutan t removed . I t ca n b e use d t o identif yth e leas t cos t wayo f achieving a give n pollutio n contro l objective . I n thi s regulation , cost-effectivenes s analysi s i s use d t o rank

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pollutio n contro l alternatives . Sinc e particulat e contro l wa s th e majo r focu s o f th e proposal , th e cost-effectivenes s o f particulat e reductio n attributabl e t o diese l fue l qualit y contro l wa s estimate d using a calendar-yea r approac hdiscounte d ove r a 33-yea r period . Particulat e emissio n reduction s wer e discounte d i n th e same fashio n a s th e costs , neglectin g an y factor s whic hmigh t ten d t o increas e th e valu e o f thos e reduction s i n futur e years . Th e cost-effectivenes s o f sulfu r contro l a s develope d i n th e proposa l i s show n i n Tabl e 2 .

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Tabl e 2

33-Yea r Urba n Cost-Effectivenes s Analysi s o f

Sulfu r Control 1

Wea r Credi t Scenari o Maximu mwea r credi t include d Minimu mwea r credi t include d N o wea r credi t include d Cost-Effectivenes s ($/ton ) -68,14 8 t o -19,25 3 -3,90 6 t o 4,30 4 2,82 6 t o 6,77 3

Analysi s i s pe r to n o f particulat e matte r wit hn o credit s take n fo r othe r emission s reductions . Range s reflec t impac t o f segregation . Se e draf t RIA .

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Th e effectiv e dat e o f th e diese l fue l regulation s wa s propose d t o b e Octobe r 1 , 1993 . Thi s dat e wa s consisten t wit hth e join t industr yproposa l submitte d t o EPAb yth e engin e manufacturer s an d oi l refiners . Additionally , an EPAcontracte d stud yb ySC I o n th e leadtime issu e conclude d tha t th e propose d regulation s coul d b e me t b ylat e 1993 . Finally , i t wa s highl ydesirabl e t o hav e th e regulation s i n effec t prio r t o th e introductio n o f th e 199 4 mode l yea r i n orde r t o expand th e technologica l option s availabl e t o th e engin e manufacturer s fo r complianc e wit hth e 199 4 heavy-dut ydiese l particulat e regulations .

Avariet yo f enforcemen t option s wer e presente d i n th e NPRM , covering poin t o f application , lega l responsibilit y an d complianc e monitoring . I t wa s propose d tha t th e fue l gualit yregulation s shoul d b e applicabl e a t al l point s i n th e distributio n networ k fro mrefiner s an

d importer s t o retai l outlets . I n term s o f liability , a liabilit yscheme wa s chose n whereb yth e regulate d part yanywher e i n th e distributio n chai n offering fo r sale , supplying o r transporting a noncomplying fue l woul d b e hel d liable . Additionally , a vicariou s liabilit yprovisio n wa s include d suc h tha t partie s upstrea m i n th e distributio n chai n ca n b e hel d responsibl e fo r . violation s whic har e foun d a t downstrea

mfacilitie s ove r whic h the ycoul d exercis e some control . Aprovisio n wa s als o include d whereb yoff-highway

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diese l fue l no t meetin g th e propose d on-highwayfue l standard s mus t b e visibl ydye d i n orde r t o distinguis h i t fro mon-highwaydiese l fuel . Finally , th e propose d fue l t o b e use d fo r certificatio n testing wa s defined . Fo r 199 4 an d late r model-yea r engines , certificatio n fue l woul d mee t th e same specification s propose d fo r in-us e fuel . Tha t is , i t woul d contai n n o mor e than 0.0 5 weigh t percen t sulfu r an d woul d hav e a minimu

mcetan e inde x o f 40 . Fo r 1991-199 3 model-yea r engines , th e certificatio n fue l woul d contai n 0.1 0 weigh t percen t sulfu r fuel . Thi s valu e represente d EPA' s estimat e o f th e averag e commercia l fue l sulfu r leve l thes e engine s woul d se e ove r thei r usefu l lif e give n tha t commercia l fue l woul d hav e abou t 0.2 5 weigh t percen t sulfu r i n 199 1 - 199 3 an

d n o mor e tha n 0.0 5 weigh t percen t sulfu r fo r 199 4 an

d later .

II . Publi c Participatio n
Following th e Augus t 24 , 198 9 publicatio n o f EPA' S proposa l (5 4 F R 35276) , a publi c hearing wa s hel d t o solici t comments . Thi s hearin g wa s hel d o n Octobe r 11 , 198 9 an

d wa s followe d b ya thirt ydaycommen t period . Durin g th e publi c commen t period , whic hende d Novembe r 10 , 1989 , comment s wer e receive d fro m mor e tha n 4 0 parties .

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Some additiona l comment s wer e als o receive d afte r th e clos e o f th e commen t perio d an d ar e include d i n th e discussion s below .

EPAha s carefull yreviewe d al l o f th e comment s received . I n general , th e comment s wer e supportiv e o f th e rulemaking althoughman yo f th e comment s requeste d tha t modification s t o th e propose d rulemaking b e made . Mor e tha n twent yo f th e entitie s commenting o n th e propose d rulemaking expresse d strong support . Commenter s supporting th e rul e include d four governmen t agencie s including th e state s o f Ne wYork , Colorad o an d California ; eigh t refiner s an d refiner s organization s including th e America n Petroleu m Institut e (API) , th e Nationa l Petroleu mRefiner s Associatio n (NPRA) , an d th e Rock

yMountai n Oi l an d Ga s Association ; seve n manufacturer s o r manufacturer s organization s including th e Engin e Manufacturer s Associatio n (EMA) , Ford , Genera l Motors , Navistar , an d Volkswagen ; th e America n Trucker s Associatio n (ATA) ; an d tw o privat e citizens . Th e following section s revie wth e substantiv e issue s raise d concerning change s t o th e proposa l an

d provid e EPA' s response s t o each . Majo r issue s addresse d include : th e potentia l fo r advers e impact s o n smal l marketers ; impact s o n smal l refiners ; th e appropriatenes s o f th e level s o f contro l proposed ; th e us e o f lighte r grade s o f fue l a s a blendstoc k t o improv e fue l

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propertie s i n col d weather ; method s o f testing fue l sulfur levels ; th e us e o f th e cetan e index a s a metho d o f capping aromatic s levels ; dyein g o f off-highwayfuels ; th e scheme s o f liabilit ychose n fo r enforcement ; th e importatio n o f dye d Canadia n fuel ; variabilit yi n complianc e testing methodologies ; enforcemen t agains t misfuelers ; an d th e applicabilit yt o Hawai i an d th e Pacifi c Territories .

Issue : Smal l Markete r Impact s

I n th e notic e o f proposed , rulemaking an d th e draf t regulatoryimpac t analysis , EPAdi d no t specificall y analyz e th e potentia l impact s o f th e rul e o n th e segment s o f th e distributio n system downstrea

mo f th e bul k terminals . Commenter s argue d tha t th e rul e doe s indee d hav e th e potentia l fo r some sever e impact s o n smal l marketer s i n th e downstrea msegmen t o f th e distributio n system .

Summaryo f th e Comment s

Commenter s submitte d extensiv e comment s o n thi s issue , touching o n man

yaspect s o f th e rule' s potentia l impacts . I n it s review , EP Aidentifie d fiv e basi c issue s whic h seem t o underli e th e concern s o f smal l independen t marketers . Thes e issue s are : a belie f tha t EPAha d no t adequatel y

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evaluate d th e potentia l impact s o f th e rul e o n smal l marketers , th e cost s fo r smal l marketer s t o compl ywit h EPA' s proposal , th e possibilit yo f smal l marketer s bein g place d a t a competitiv e disadvantag e compare d t o th e majo r integrate d petroleu mcompanies , a desir e fo r a uniform standar d fo r th e entir e poo l o f numbe r tw o diesel , an d concern s abou t th e suppl yo f fuel s afte r th e rul e goe s int o effect . Comment s wer e als o receive d o n th e impac t o f th e vicariou s liabilit yenforcemen t provision s o n smal l marketers . Thes e enforcement-relate d comment s ar e discusse d late r i n connectio n wit h othe r enforcemen t issues .
Th e Independen t Fue l Termina l Operator s Associatio n (IFTOA) , Empir e Stat e Petroleu mAssociatio n (ESPA) , Ne w England Fue l Institut e (NEFI) , Petroleu mMarketer s Associatio n o f Americ a (PMAA) , Smal l Busines s Administratio n (SBA) , an d Societ yo f Independen t Gasolin e Marketer s Associatio n (SIGMA ) al l argue d tha t EPAmus t conduc t an analysi s o f th e potentia l impact s o f th e rul e o n downstrea

mmarketers . Al l o f thes e variou s entitie s claime d tha t th e rul e woul d hav e potentiall ysever e impact s o n th e segment s o f th e industrydownstrea mo f bul k terminals . Mos t notably , the ycalle d fo r a stud yo f th e impact s o f havin g a segregate d fue l systeman d th e impact s thi s systemwoul d hav e o n th e competitiv e situatio n o f th e variou s entitie s i n th e petroleu mmarketing industry .

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PMAA , NEFI , an

d ESPAal l argue d tha t th e financia l impact s o f th e rul e o n smal l marketer s coul d b e great . Th e primaryconcer n wa s increase d cost s i n storing , transporting , an

d marketing segregate d numbe r tw o distillat e fuels . PMA Aargue d tha t i t woul d cos t an averag e o f $40,00 0 t o upgrad e storag e facilitie s t o handl e segregate d fue l an d a n averag e o f $60,00 0 t o handl e th e deliveryo f segregate d fuel s wit h th e averag e cos t t o handl e segregate d fuel s bein g abou t 1. 5 cent s pe r gallon . Marketer s fo r whom th e increase d cos t t o handl e segregate d fuel s woul d b e prohibitiv e woul d b e face d wit hsignifican t losse s o f customer s accompanie d wit hsignifican t losse s o f revenue s according t o PMAA .

Bot hESPAan

d PMA Abeliev e tha t th e rul e wil l plac e smal l marketer s a t a competitiv e disadvantag e compare d t o thei r large r competitors . PMA Aclaim s tha t large r terminal s an

d plant s ar e mor e likel yt o b e abl e t o handl e segregate d fuel s an d woul d therefor e hav e a considerabl e advantag e i n bein g abl e t o ad d t o thei r custome r bas e b y picking up customer s los t b yothe r marketers . Furthermore , the yclai mtha t i t i s rathe r commonplac e fo r smal l marketer s t o compet e directl ywith , thei r suppliers . Th e mai n fea r associate d wit hthi s situatio n i s tha t supplier s ma yb e abl e t o restric t th e availabilit yo f on e o r bot h fuel s t o th e smal l marketer s an d us e thi s leverag e t o tak e ove r some o f th e market s serve d b yth e smal l marketers .

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Fo r a variet yo f reasons , man ycommenter s expresse d a desir e fo r th e entir e poo l o f diese l fue l t o b e subjec t t o unifor m standards . ESPA , PMAA , SBA , Gresha mPetroleu

mCo. , SIGMA , an

d th e Delt a Counci l al l woul d lik e t o se e a unifor mstandar d becaus e o f th e benefit s smal l marketer s woul d derive . Sinc e th e majorit yo f th e potentia l smal l markete r impact s resul t fro mth e nee d t o handl e tw o segregate d diese l fuels , th e adoptio n o f uniformstandard s wa s see n a s desirabl e sinc e i t avoid s th e nee d t o segregat e diese l fuels . AT Aan d a privat e citize n bot hexpresse d concer n abou t intentiona l misfuelin g a s a mean s o f gainin g competitiv e advantage s an d wante d uniform

standard s t o preven t this . AT

Aals o expresse d concer n tha t th e creatio n o f a pric e differentia l betwee n on-highwayan d off-highway fuel s woul d upse t th e curren t competitiv e balanc e betwee n truc k transportatio n an d rai l an

d shi p transportation . Finally , man

ycommenter s expresse d a desir e t o hav e th e ne w standard s extende d t o off-highwayfuel s s o tha t furthe r environmenta l an

d othe r benefit s ca n b e captured . ESP A cite d a lette r fro ma manufacture r o f heatin g equipmen t whic hstate d tha t reducing th e sulfur conten t o f th e fue l woul d no t onl yreduc e emission s bu t als o greatl yextend th e usefu l lif e o f heating equipment . PMAA , SBA , th e Cit yo f Ne wYork , th e Stat e o f Ne wYor k an d th e Stat e o f Colorad o al l argue d tha t th e opportunit yt o gai n furthe r environmenta l benefit s b yextending th e regulation s shoul d

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b e pursued . Ne wYor k an d Colorad o eve n wen t s o far a s t o argu e tha t th e rul e shoul d b e phase d i n earl ya s low-sulfu r fue l become s available . O n th e othe r hand , NEF I fel t tha t th e extensio n o f fue l sulfur regulation s t o th e entir e poo l coul d pus h up th e pric e o f heatin g oi l t o a poin t wher e i t woul d b e les s competitiv e wit hothe r heating fuel s an d therefor e oppose d a uniform fue l standard .
Th e comment s o n th e issu e o f suppl yshortage s wer e wide-ranging . PMA Anote d severa l way s i n whic hsuppl y coul d b e affected . First , they

- state d tha t large r workin g inventorie s wil l b e neede d sinc e shifting heatin g oi l t o on-highwayus e wil l n o longe r b e possible , an d shifting low-sulfur fue l t o hom e heatin g wil l probabl yno t b e economical . Second , the ysuggeste d that , du e t o capita l constraints , man

yrefiner s ma ychoos e t o no t produc e on-highwayfuel ; an d tha t man

yo f thes e refiner s mayb e concentrate d i n a singl e regio n o f th e country , resultin g i n regiona l shortages . Finally , PMA Astate d tha t man y marketer s wil l discontinu e sale s o f on e o r th e othe r grade s o f diesel . Thi s coul d b e regionall yproblematic , the y suggest . Fo r example , the ynote d that , i n th e Northeast , on-highwaydiese l fue l comprise s a relativel ysmal l fractio n o f bot hth e tota l distillat e sale s an d th e distillat e sale s o f man yindividua l marketers . Thus , PMA A believe s tha t man

yo f thes e marketer s ma ydiscontinu e sale s

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o f on-highwayfuel , whic hPMA Aargue s woul d resul t i n shortages . Furthermore , ESPAargue d tha t EP Aha d no t evaluate d th e capabilitie s o f latera l pipeline s t o handl e segregate d fuel s an d tha t th e smalle r latera l pipeline s ma y no t b e abl e t o handl e tw o grade s o f diese l fuel , whic h woul d creat e suppl yshortage s o f on e o r th e othe r grad e o f fuel . Analysi s o f Comment s
Give n th e potentia l fo r impact s o n th e distributio n systemidentifie d b ycommenter s an

d th e genera l lac k o f soli d informatio n wit h whic ht o mak e soun d analyses , EPA decide d t o fun

d a contracto r stud yo f th e potentia l affect s o f th e rul e o n smal l marketers . [2 ] Th e stud yuse d a "mode l plant " approac ht o analyz e th e potentia l impact s o f th e rul e o n smal l marketers . Usin g thi s approach , dat a wa s gathere d o n th e characteristic s o f smal l marketers , ke y attribute s o f th e marketer s wer e identified , th e industry wa s groupe d int o a numbe r o f mode l plant s according t o trend s i n th e ke ytraits , an d th e potentia l impac t o f th e rul e wa s analyze d fo r eac h mode l plan t unde r variou s likel y marketing scenarios . Overall , th e stud yconclude d tha t th e

[2 ] Impact s o f Fue l Desulfurizatio n o n Distillat e Marketers , Marc h 13 , 1990 , IC F Incorporated .

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impact s o n smal l marketer s woul d b e low . Th e following paragraph s briefl ydescrib e th e IC F stud yan d it s results .
Th e contracto r firs t gathere d dat a o n th e siz e an d operating characteristic s o f petroleu mmarketin g firm s a s wel l a s th e overal l attribute s o f th e market . I n addition , informatio n wa s gathere d o n th e variou s cost s associate d wit hpurchasing ne wequipmen t an d carrying o n operation s wit hsegregate d fuel . Base d o n th e dat a gathered , severa l keyattribute s o f th e marketer s wer e identified . On e o f th e mos t importan t wa s th e marketer' s size . T o gaug e th e effect s o f fir

msize , four differen t siz e classification s wer e developed . Marketer s wer e modele d a s havin g annua l distillat e sale s o f $400,000 , $ 1 million , $2. 5 million , o r $ 5 million . Give n tha t th e annua l distillat e sale s o f some marketer s ca n b e a s hig ha s $2 0 million , i t ca n b e see n tha t th e stud

ywa s focuse d o n smalle r firm s mor e likel yt o b e adversel yimpacte d b yth e ne wrule . I n addition , firm s wer e classifie d a s bein g i n eithe r a strong o r wea k financia l position . "Strong " firm s wer e modele d using media n financia l dat a fo r eac hgrou p whil e "weak " firm s represen t th e lowes t quartil e data . Othe r characteristi c variable s whic hwer e use d i n th e modelin g include d existin g eguipmen t (singl e o r multipl e distillat e storag e tanks , possessio n o r nonpossessio n o f compartmentalize d delivery trucks) , degre e o f fi t betwee n th e size s o f an yexistin g

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multipl e tank s an

d th e sale s distributio n o f th e fuels , an d th e proportio n o f distillat e sale s coming fro m on-highway fuel .

I n term s o f th e marketing environment , i t wa s decide d tha t ther e wer e tw o mai n marke t characteristic s whic h neede d t o b e modeled . Thes e tw o characteristic s wer e th e densit yo f marketer s i n th e give n marke t are a an d th e relativ e sale s o f on - an d off-highwayfuel s i n th e region . Market s wer e describe d a s havin g eithe r a hig hdensit yo f marketer s (typica l o f urba n areas ) o r a lowdensit yo f marketer s (i.e. , rura l areas) . Thi s paramete r affecte d th e competitiv e environmen t face d b yindividua l firm s an d wa s als o associate d wit hsuc hthing s a s th e abilit yo f a markete r t o fin

d alternativ e customer s shoul d i t wis ht o specializ e i n onl yon e typ e o f fuel . A s fo r th e sale s spli t betwee n on - an d off-highwayfuel , IC F identifie d tw o characteristi c markets . On e wa s th e Ne wEngland area , wher e widesprea d us e o f hom e heatin g oi l result s i n on-highwa

yfue l bein g a relativel ysmal l portio n o f tota l sales . Fo r othe r area s o f th e country , sale s ar e mor e nearl ybalanced , although off-highwayus e stil l ha s a smal l edg e fo r th e customer s service d b ysmal l marketers . Base d o n th e collecte d data , IC F identifie d sale s split s o f 8 0 percen t off-highway/2 0 percen t on-highwayan d 6 0 percen t off-highway/4 0 percen t on-highwaya s bein g appropriat e fo r

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modeling th e relativ e sales . Therefore , th e four characteristi c market s use d i n th e analysi s consis t o f market s wit ha highconcentratio n o f marketer s wit h eithe r predominantl yoff-highwaysale s o r relativel yeve n sale s split s an

d market s wit h a lowconcentratio n o f marketer s wit heithe r o f th e tw o split s betwee n on - an d off-highway sales .

Cos t estimate s wer e develope d fo r a numbe r o f factor s necessaryt o analyz e th e possibl e response s o f marketers . Thes e include d cost s o f adding ne wtanks , cost s o f modifying pipin g s o tha t existing multipl e tank s coul d handl e segregate d fuels , cost s o f compartmentalizin g deliverytrucks , additiona l cost s o f operatin g compartmentalize d trucks , an d cost s o f finding an d servicing ne wcustomer s ove r a wide r area . Thes e cos t estimate s wer e combine d wit h th e variou s marke t characteristic s t o calculat e th e incrementa l cos t i n cent s pe r gallo n o f fue l handle d t o maintai n sale s o f an equa l amoun t o f fue l usin g thre e possibl e response s t o th e introductio n o f low-sulfu r fuel . Thes e response s were : specializing i n onl yon e fuel , segregating product s b y adding pipin g t o demanifol d existing multipl e tanks , o r segregating byadding a ne wtank . I n eac h o f th e fou r marke t scenarios , th e mos t prevalen t grouping s o f markete r characteristic s wer e analyze d fo r cost s o f responses .

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-P.2 7

I n general , th e stud yfoun d tha t i n area s wit h a high densit yo f marketer s an d predominantl yoff-highwaysales , mos t marketer s woul d fin d specializing i n off-highwayfue l an d expanding deliveryarea s t o mak e up fo r los t customer s t o b e th e leas t cos t option . Thi s approac hwa s foun d t o ad d abou t on e tent ho f a cen t pe r gallo n t o th e fue l cost . However , ther e woul d b e insufficien t demand fo r off-highway fue l fo r al l marketer s t o selec t thi s option . Segregatin g wa s als o a fairl yinexpensiv e optio n wit hcost s o f a s low a s on e fourt h o f a cen t pe r gallon , s o tha t a premiu mfo r on-highwayfue l o f a s littl e a s on e thir d o f a cen t pe r gallo n abov e an

ydifference s i n bas e fue l cost s woul d b e sufficien t t o entic e man ymarketer s t o segregat e o r t o specializ e i n on-highwayfuels . Marketer s i n urba n area s wit hrelativel yeve n demand fo r bot hon - an d off-highway fuel s woul d generall yfin d specializing i n eithe r on - o r off-highwayfuel s t o b e th e lowes t cos t optio n a t abou t on e fourt h o f a cen t pe r gallon , althoughlarge r marketer s woul d fin

d segregating t o b e a cos t competitiv e option . Marketer s i n rura l an d predominantl yoff-highwaysale s area s woul d fac e cost s ranging fromfiftee n hundredth s o f a cen t pe r gallo n t o four tenth s o f a cen t pe r gallon . Some marketer s woul d fin d specializing i n off-highwaysale s t o b e th e lowes t cos t optio n whil e other s woul d fin d segregating t o b e th e cheapes t response . I n area s wit ha lo wdensit yo f marketer s an d relativel yeve n sale s o f on -

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an d off-highwayfuels , mos t marketer s woul d fin d segregating t o b e th e leas t costl yoptio n wit hcost s ranging fro

mtw o t o four tenth s o f a cen t pe r gallon . Thus , i n al l case s th e cost s wer e relativel ysmall .

ICF' s analysi s o f th e marke t condition s showe d tha t mos t o f th e cos t increase s shoul d pas s through t o consumer s withou t significan t decrease s i n th e demand fo r fuel . Consequently , mos t marketer s shoul d b e abl e t o cop e wit h th e additiona l cost s withou t significan t impact s o n thei r businesses , althoughsome o f th e weake r firm s may experienc e some difficulties . I t shoul d als o b e note d tha t ther e wer e tw o possibl e marke t response s no t specificall y analyze d b

yIC F whic h woul d represen t lowe r cos t solution s fo r marketer s i n some cases . First , marketer s locate d nea r terminal s coul d increas e th e amoun t o f deliverie s mad e directl yfromterminals , thu s bypassin g some o f th e nee d fo r investment s i n capita l equipmen t an d possibl yreducing handling cost s fo r th e fuel . Second , dependin g o n th e response s o f refiner s an d pipeline/termina l operators , i t i s possibl e tha t some market s o r eve n region s o f th e countr ywil l switc hexclusivel yt o usin g low-sulfu r fuel , thereb ycompletel yeliminating th e nee d fo r marketer s t o chang e th e wa ydistillat e fuel s ar e handled . Th e exten t t o whic hthes e tw o option s wil l occu r i s difficul t t o predict . Further , a t leas t fo r increasing deliverie s

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-P.2 9

direc t fro

mterminals , i t i s difficul t t o estimat e thei r cos t impact . Therefore , thes e tw o option s wer e no t include d i n th e analysi s don e b yICF . However , i t shoul d b e note d that , du e t o thei r omissio n fro mth e study , th e result s o f th e stud yma yoverstat e th e potentia l impact s o f th e rul e o n smal l marketers .

T o summariz e th e result s o f th e study , cost s t o smal l marketer s associate d wit h th e introductio n o f low-sulfu r on-highwayfue l shoul d b e fairl ylow , generall yi n th e rang e o f a fe wtenth s o f a cen t pe r gallo n eve n whe n installing ne wstorag e tanks . Fo r th e mos t part , additiona l cost s t o th e marketer s wil l pas s through t o th e consumers . Therefore , mos t marketer s wil l se e ver ylittl e impac t fro

m thi s rule . Thes e conclusion s wer e reache d eve n though , a s note d earlier , th e analysi s focuse d o n th e smal l en d o f th e marke t wher e th e change s woul d hav e th e greates t potentia l fo r advers e impacts .

A s discusse d late r i n thi s Preamble , today' s actio n contain s a two-yea r extensio n fo r qualifyin g smal l refiners . Thi s smal l refine r extensio n i s no t expecte d t o adversel yaffec t smal l marketers . Althougha thir d clas s o f diese l fue l wil l b e created , marketer s wil l no t b e require d t o carrythi s fuel , s o the ywil l onl yd o s o i f i t i s t o thei r advantage . Furthermore , th e volum e o f thi s

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thir d clas s o f fue l sol d durin g th e shor t perio d o f th e exemptio n i s no t expecte d t o b e grea t enough t o disadvantag e marketer s choosing t o no t carryth e fuel . Regarding th e possibilit yfo r competitiv e disadvantage s wit hlarge r marketer s an d terminals , result s o f th e IC F stud

ysho wtha t th e competitiv e positio n o f smal l marketer s i s no t likel yt o b e degrade d compare d t o large r marketer s a s a resul t o f thi s rule . IC F foun d tha t thes e tw o group s serv e characteristicall ydifferen t portion s o f th e diese l fue l market . Large r marketer s an d termina l operator s serv e mainl ylarg e account s capabl e o f receiving ful l tank truc k load s o f 3,00 0 t o 7,00 0 gallon s o n a regula r basis . O n th e othe r hand , smal l marketer s primaril yserv e smalle r account s receiving partia l truc k load s o f a s littl e a s 20 0 gallons . Furthermore , large r marketer s hav e historicall yshow n littl e interes t i n expanding thei r operatio n int o market s currentl yserve d b y smalle r marketers . Eve n i f the ywer e s o inclined , th e IC F stud yfoun d tha t large r marketer s appea r t o b e a t leas t a s ill-equippe d t o handl e segregate d fuel s a s smal l marketers . Therefore , th e stud yconclude s tha t n o significan t shif t i n th e competitiv e environmen t shoul d resul t fromthi s rule .

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Concerning th e issu e o f establishin g a uniform standard fo r th e entir e poo l o f diese l fuel , EPAdoe s no t fin d thi s t o b e a feasibl e optio n a t present . Firs t o f all , whil e EPAha s authorit yt o regulat e emission s fro m stationarysource s unde r certai n circumstances , EPA currentl ylack s direc t authorit yt o se t nationa l standard s wit hrespec t t o th e conten t o f fue l no t use d fo r highway purposes . Furthermore , th e availabl e leadtime betwee n no w an d 199 4 i s probabl yinsufficien t fo r refiner s t o mak e th e reguire d capita l investment s t o desulfuriz e th e entir e fue l pool . Finally , n o assessmen t ha s bee n don e o f th e appropriat e contro l t o implemen t fo r th e off-highway market . Thi s woul d involv e th e developmen t o f additiona l cos t an d benefi t informatio n fo r dealing wit h off-highway fuels . I n addition , sinc e n o suc h actio n ha s bee n proposed , i t woul d involv e developing a ne wrulemaking proposal . Thi s i s a length yprocess , an

d i t woul d clearl y no t b e possibl e t o regulat e th e sulfur conten t o f thes e fuel s b y1994 . No r coul d th e Agenc ydelayimplementatio n o f on - highwayfue l contro l beyond 1994 . Implementatio n o f contro l b

y199 4 i s necessarybecaus e o f th e expecte d introductio n i n tha t yea r o f contro l hardwar e o n heavy-dut y diese l engine s whic hwil l requir e low-sulfu r fue l fo r prope r functioning .

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Whil e i t i s no t feasibl e t o reguir e th e entir e poo l t o b e desulfurized , i t shoul d b e pointe d ou t tha t ther e i s n o prohibitio n agains t th e off-highwayus e o f low-sulfu r fuel . Low - sulfu r fue l ca n b e use d fo r an ydesire d application . Indeed , i f th e marke t force s ar e suc htha t i t i s mor e economica l fo r muc h o f th e fue l poo l t o mee t th e standard s fo r on-highwayfuel , the n tha t i s wha t wil l likel yhappen . Th e rul e a s propose d provide s th e maximu m flexibilit yfor . th e handlin g o f off-highwayfuel s an d heatin g oils . Concernin g th e possibl e upsettin g o f th e competitiv e balanc e betwee n on-highwaytruc k transportatio n an d rai l an d shi p transportation , EPAdoe s no t believ e tha t th e rul e wil l hav e a significan t effec t o n thi s balance . EP Aha s see n n o evidenc e -tha t a smal l differenc e i n fue l price s woul d lead t o truc k transportatio n being noncompetitiv e wit hothe r mean s o f transportation . Mor e importantly , i n man yinstances , rai l o r shi p transportatio n woul d no t b e abl e t o replac e truc k transportation . Regardin g th e issu e o f misfueling , EPAagree s tha t havin g a uniformstandar d woul d greatl ysimplif yth e preventio n o f misfueling . However , a s ha s alread ybee n explained , i t i s no t possibl e t o mandat e a uniformstandar d a t thi s time . Therefore , EPAha s constructe d a n

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-P.3 3

enforcemen t scheme (describe d late r i n thi s preamble ) whic h shoul d minimiz e th e potentia l fo r misfueling .
Marketer s hav e argue d tha t setting-u p a segregate d fue l systemwoul d involv e a n increas e i n inventor ysinc e th e tw o product s woul d no t b e readil yinterchangeable . N o quantitativ e estimate s o f th e nee d fo r increase d inventory wer e mad e b

ymarketers , no r wa s th e clai m o f resultan t shortage s substantiated . EPAbelieve s tha t th e factor s affecting th e amoun t o f inventorykep t b ymarketer s ar e comple x an

d tha t increase s i n inventoryar e no t a n inevitabl e outcom e o f thi s rule . However , assuming tha t increase s i n inventorymigh t occur , th e Agenc yha s attempte d t o estimat e thei r potentia l impacts . Accordin g t o th e IC F smal l marketer s study , marketer s presentl ykee p an averag e inventoryo f approximatel ya tw o wee k suppl y(or abou t 3. 8 percen t o f th e annua l volum e sold) . Fo r th e wors t case , th e Agenc yassume d tha t al l marketer s woul d ad d th e same typ e o f fue l (i.e. , on-highway ) a s a ne w segregate d fue l withou t decreasing inventorie s o f off-highwaydistillate . Th e Agenc yfurthe r assume d tha t inventorie s o f on-highwayfue l woul d b e establishe d ove r approximatel ya thre e mont h perio d a s tank s wer e constructe d an

d th e ne wfue l became available . Fo r thi s case , demand fo r on-highwayfue l woul d no t increas e mor e tha n fiftee n percen t abov e th e norma l baselin e fo r tha t

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period . Suc han increas e i n demand shoul d b e readil y manageabl e fo r th e shor t time befor e inventorie s wer e establishe d an

d demand returne d t o norma l levels . Wit h respec t t o regiona l production , th e onl yare a whic hha s bee n identifie d tha t appear s t o b e potentiall y affecte d i s th e Rock yMountai n region . Thi s area , unlik e th e res t o f th e country , i s fairl yrelian t o n fue l produce d b ysmal l independen t refiners , whic hmayhav e some difficult ymeetin g th e sulfu r requiremen t b yOctobe r 1993 . However , th e extensio n bein g provide d fo r smal l refinerie s t o alleviat e leadtime constraint s shoul d als o mitigat e shortage s i n th e Rock yMountains . (Se e discussio n i n separat e section. ) Fo r othe r regions , AP I comment s indicat e tha t th e producer s o f th e fue l wil l b e abl e t o supply

- sufficien t amount s o f low-sulfu r fuel . _I n fact , according t o API , i n it s Jul y19 , 198 8 statement , man y refiner s wil l produc e onl ylow-sulfu r fue l (whic hca n b e use d i n al l applications ) t o avoi d th e burden s o f segregation . Thus , EPAi s convince d tha t refiner s wil l b e abl e t o produc e enoughon-highwayfue l fo r al l region s o f th e country .
Accordin g t o PMAA , man ysmal l marketer s woul d discontinu e sal e o f on e produc t i f face d wit hsegregate d products , leading t o shortage s o f on-highwayfue l du e t o

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to o man

ymarketer s specializing i n off-highwayfuel . However , result s o f th e IC F smal l markete r stud yd o no t suppor t thi s contention . Accordin g t o th e IC F study , th e cost s o f eithe r segregatio n o r specializatio n shoul d b e small . Thus , eve n i n thos e area s wher e man ymarketer s migh t favo r specialization , onl ya smal l increas e i n th e pric e o f on-highwayfue l shoul d b e sufficien t t o ensur e tha t marketer s wil l continu e t o suppl ybot h type s o f fuels . I t i s als o wort hnoting tha t IC F foun d tha t i n area s wit hlowcompetition , segregatio n t o suppl ybot h type s o f fuel s wa s ofte n th e lowes t cos t option . Additionally , th e urbanize d area s wher e specializatio n i s mos t likel yt o occu r ar e characterize d b ynearnes s t o terminal s an

d th e presenc e o f majo r marketers . Bot ho f thes e element s shoul d ac t a s stabilizing force s sinc e on-highwayfue l sale s coul d b e mad e directl yfro mth e termina l o r through marketin g outlet s o f th e majo r oi l companies .
Th e las t issu e raise d concerne d th e effec t o f thi s rul e o n smal l latera l pipelines . Contraryt o ESPA' s claims , th e repor t don e b ySC I examining th e effec t o f EPA' s proposa l o n th e produc t distributio n networ k di d loo k a t th e abilit yo f latera l pipeline s t o handl e segregate d

[3 ] Effect s o f Diese l Fue l Standard s o n Transportatio n an d Bul k Termina l Storag e o f Distillat e Fuels , SCI , Decembe r 17 , 1987 .

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fuels.[3 ] SC I indicate d tha t i f thes e entitie s wer e t o hav e a problem

wit hcompliance , i t woul d b e i n storing th e segregate d product s a t th e en d o f th e pipeline , a problem simila r t o tha t face d b ysmal l marketers . However , SC I foun d tha t segregatio n o f high

- an d low-sulfu r distillat e throughou t th e produc t distributio n an d storag e chai n o f pipeline s an

d terminal s wa s feasibl e a t lowcost . Furthermore , pipelin e companie s ar e als o generall ylarge r entitie s tha n th e smal l marketer s describe d earlier . Thus , th e conclusio n o f th e smal l markete r stud ytha t smal l marketer s shoul d b e abl e t o handl e product s wit h littl e impac t shoul d als o b e vali d fo r latera l pipelines . Therefore , n o problem s wit h th e capabilit yo f latera l pipeline s t o handl e segregate d product s i s anticipated .

Issue : Smal l Refine r Impact s
Prio r t o issuing th e notic e o f propose d rulemaking , EP Acontracte d wit h Sobotk a Consultant s Inc . (SCI ) t o evaluat e th e impact s o f sulfur contro l o n smal l refiners . Usin g an aggregat e refining model , thi s stud yconclude d that , fo r thos e smal l refinerie s capabl e o f financing th e necessaryeguipment , cost s t o produc e low-sulfu r fue l shoul d b e comparabl e t o thos e o f th e res t o f th e U.S . refining industry . However , thi s same repor t als o acknowledge d tha t some segment s o f th e industrywoul d b e

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economicall yunabl e t o compl yo r coul d b e somewha t economicall ydisadvantaged . i n an ycase , i t wa s reasone d tha t refiner s unabl e t o compl ywit hth e rul e woul d stil l b e abl e t o continu e productio n b yselling the fue l produce d int o th e off-highwaymarket . Comment s o n th e proposa l argue d strongl ytha t th e smal l refiner s impact s woul d b e muc hwors e tha n projecte d b yEPA , an

d tha t adequat e off-highwaymarket s woul d no t exist .

Summaryo f Comment s

Man ycommenters , al l o f whomeithe r wer e o r represente d smal l refiners , too k issu e wit h th e SC I analysi s o f th e situatio n o f smal l refiners . Atota l o f eleve n commenter s claime d th e SC I stud yha d significantl y underestimate d th e cost s fo r smal l refiner s t o produc e low-sulfu r fuel . Fo r example , Frontie r Refining estimate d it s cos t t o produc e low-sulfu r fue l a t four cent s pe r gallo n rathe r tha n th e 1. 8 cent s pe r gallo n estimate d fo r th e controlle d fue l unde r 10 0 percen t segregatio n estimate d i n th e NPRM . Th e Sunbelt/HuntwayRefining Compan yfurthe r claime d tha t capita l cost s woul d b e $4,00 0 pe r barre l o f capacit yfo r smal l refiner s compare d t o $65 0 pe r barre l o f capacit yfo r large r refinerie s base d o n surveydat a from NPRA .

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Smal l refiner s commenting o n th e NPRM als o indicate d tha t man

yo f th e smal l refiner s desiring t o compl ywit hth e rul e woul d no t b e abl e t o d o s o b yOctobe r 1 , 1993 . Mos t notably , smal l refiner s complaine d tha t theywoul d hav e difficult ygetting permit s an d arranging financing . Accordin g t o th e America n Independen t Refiner s Associatio n (AIRA) , smal l refiner s ar e a t a disadvantag e i n generatin g capita l o r arranging financing t o purchas e neede d eguipment . Frontie r Refining argue d tha t i t coul d financ e th e equipmen t bu t tha t it s capita l budge t wa s alread yunde r strai n fro

mgasolin e volatilit y(RVP ) an d RCR

A reguirements . Frontie r argue d tha t EPA' s ow n leadtime analysi s indicate d tha t smal l refiner s woul d fin d i t mor e difficul t tha n larg e refiner s t o compl ywit hbot h RVP an d sulfur contro l i n th e same time period . Witc o furthe r requeste d tha t EPAallo wextension s fo r case s i n whic h delay s ar e cause d b ydifficultie s i n obtaining necessary constructio n permits . Reflectin g an overal l concer n wit h leadtime , smal l refiner s a s a grou p seeme d t o believ e tha t an extensio n o r exemptio n woul d b e th e mos t appropriat e for mo f relief . Fiftee n commenter s aske d fo r eithe r an extensio n o r an exemption . Request s fo r extension s argue d fo r a s muc ha s fiv e additiona l year s (Frontie r Refining) . Th e AIR A

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submitte d a proposa l fo r a thre e yea r extensio n fo r smal l refinerie s an

d indicate d a willingnes s t o segregat e fuel s an d allo wsale s t o b e limite d t o 199 3 mode l yea r an d earlie r vehicles . Sinclai r Oi l Co. , representing a grou p o f Rock

yMountai n refiner s consisting o f Cryse n Refinin g Inc. , Flyin g J Petroleu mInc. , Frontie r Refining , an d Sinclai r Oil , submitte d a proposa l fo r a thre e yea r extensio n whic hinclude d cap s o n th e allowabl e sulfu r level s starting a t 0.1 5 weigh t percen t i n th e firs t yea r an d declining t o 0.1 0 weigh t percen t i n th e thir d year . Thi s proposal , however , di d no t reguir e th e fuel s t o b e segregated .

I n additio n t o commenter s requesting some for mo f extensio n o r exemption , four refiner s expresse d an interes t i n banking , trading , and/o r averaging o f sulfu r credits , whil e th e AP I an d th e Engin e Manufacturer s Associatio n (EMA ) oppose d an

ybankin g an

d trading programs . Sinclai r Oi l Co . propose d a detaile d sulfur bankin g an d tradin g progra mt o b e applie d t o smal l refiner s a s an alternat e for mo f relief . O n th e othe r hand , AP I oppose d an ysuc h pla n a s being to o difficul t t o pu t int o plac e an d a s bein g ope n fo r abuse , whil e EM Aobjecte d t o banking an d tradin g program s o n th e ground s tha t suc h program s woul d allo w fuel s wit hpotentiall ydamagin g level s o f sulfur t o b e sol d t o 199 4 an

d late r vehicles . Furthermore , AP I an d NPR Abot h

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objecte d t o extensio n o f an yfor mo f relie f t o smal l refiner s o n th e basi s tha t thes e refiner s wer e participant s i n developing th e origina l agreemen t an d wer e sufficientl y protecte d b

yit s provision s leaving th e off-highwaymarke t unregulated .
Furthermore , commenter s argue d tha t some region s o f th e countryd o no t hav e significan t off-highwaymarket s fo r diese l fue l an

d tha t th e off-highwaymarke t i s likel yt o become depresse d i n pric e du e t o a projecte d increas e i n competitio n fo r off-highwaymarkets . Fo r instance , AIR A claime d tha t man

yo f it s member s woul d fin d i t ver y difficul t t o fin d off-highwaymarkets . Also , Sunbelt/HuntwayRefining Co , state d tha t off-highway market s ar e ver ylimite d i n Arizona . Witco , o n th e othe r hand , alread

yserve s a larg e off-highwaymarke t bu t i s hopin g t o b e abl e t o switc h t o th e on-highwaymarke t becaus e o f a belie f tha t th e off-highwaymarke t wil l becom e uneconomical . Analysi s o f Comment s

Th e SC I stud

yindicate d tha t i t wa s possibl e tha t th e abilit yo f smal l refiner s t o remov e sulfu r fro mth e fue l a t cost s comparabl e t o th e res t o f th e industr ymayhav e bee n overstated . O n th e othe r hand , AP I a s wel l a s some majo r

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refiner s argue d tha t th e cost s fo r majo r refiner s t o remov e sulfur fromth e fue l ma yhav e bee n underestimate d also . EPAha s no t undertake n ne wanalyse s t o confir mo r den

yan y o f th e cos t estimate s presented . However , i t i s apparen t tha t even " i f th e fue l cost s wer e substantiall yhigher , th e rul e woul d stil l b e quit e cos t effective . Regardles s o f uncertaintie s o n costs , EP Aconcur s wit h smal l refine r group s arguing tha t smal l refiner s ma ynee d mor e leadtime beyond 199 4 t o comply * wit hth e rule . Eve n fo r majo r refineries , th e leadtime i s alread yshort . API , Chevron , an

d Phillip s al l indicate d i n comment s submitte d t o th e docke t tha t th e failur e t o finaliz e th e rul e prio r t o 199 0 ha s alread

ymad e i t difficul t fo r large r refinerie s t o purchas e an

d instal l th e necessarycapita l equipmen t i n time t o mee t th e requirement s o f th e rule . I n fact , i n a January10 , 199 0 lette r t o EPA , Phillip s furthe r indicate d it s belie f tha t continuing delay s wil l forc e refiner s t o purchas e foreign-mad e equipment . Accordin g t o Phillips , "US engineers , shop fabricator s an d constructor s wil l b e straine d t o simultaneousl yfil l al l order s resulting from EPA' s fina l rule. "

EP Abelieve s tha t i n suc h an environmen t smal l refiner s woul d b e a t a definit e disadvantag e an d mayindee d fac e greate r delay s i n arranging fo r constructio n an d

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-P.4 2

engineering expertis e an d i n getting permit s tha n large r refiners . Th e EPAleadtime analysi s pointe d t o constructio n an

d engineering availabilit yconstraint s a s bein g a possibl e bottlenec k i n th e procuremen t o f equipmen t t o compl ywit hth e rule , especiall ywit hsimultaneou s demand s fro

mRVP requirements . Thi s indicatio n tha t constructio n an

d engineering resource s ar e likel yt o b e taxe d support s th e argumen t tha t smal l refiner s woul d hav e difficult yarranging fo r thes e service s i n tim e t o compl y wit hth e rule . Again , th e comment s fro m Phillip s woul d indicat e tha t th e constructio n an d engineering industryi s goin g t o b e straine d t o mee t th e demand s o f th e majo r refiner s fo r ne weguipmen t prio r t o Octobe r l , 1993 . Furthermore , man

ysmal l refiner s mayno t hav e bee n awar e o f th e agreemen t being develope d b yth e engin e manufacturer s an d th e oi l industryan d therefor e wer e unabl e t o begi n advance d planning an d design unti l quit e recently . Finally , smalle r refiner s ar e mor e likel yt o fac e delay s i n raising capita l o r arranging financing fo r th e necessaryengineering an d constructio n o f th e desulfurizin g eguipmen t tha n ar e majo r refiners . Th e EP Aleadtime analysi s wa s base d o n th e assumptio n tha t raising capita l woul d no t b e a constrain t becaus e i t presume d integrate d companie s wher e capita l spending fo r refineryupgrade s i s onl ya portio n o f th e tota l capita l budget . However , thi s

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assumptio n i s les s applicabl e t o smal l refiner s than i t i s t o majo r oi l companies . Indeed , th e EPAleadtime analysi s acknowledge d tha t firm s tha t operat e purel yo r principall y i n refining woul d tend t o hav e th e greates t difficult yi n raising th e capita l require d b yenvironmenta l regulations . Furthermore , smalle r refinerie s ar e les s likel yt o hav e an y existing desulfurizatio n capacit yan d therefor e ar e face d wit ha proportionatel ybigge r tas k a t proportionatel y greate r expens e tha n majo r refiners . Give n thes e facts , th e Agenc ybelieve s i t woul d b e appropriat e t o provid e smal l refiner s a limite d extensio n befor e requiring ful l complianc e wit h th e rule . However , EPAbelieve s tha t th e amoun t o f time requeste d b ysmal l refiner s i s excessiv e an d tha t th e situatio n doe s no t justif yan extensio n o f mor e tha n two years . Fo r example , action s take n b

yth e Californi a Ai r Resource s Boar d (CARB ) indicat e tha t smal l refiner s i n Californi a ar e expecte d t o nee d onl ya on e yea r extensio n t o mee t th e same sulfu r standar d i n tha t State . I n th e 198 9 rulemaking i n whic h CARB establishe d a diese l fue l sulfu r standar d o f 0.0 5 weigh t percen t schedule d t o g o int o effec t a t th e same time a s thi s rule , smal l refiner s wer e allowe d a on e yea r extensio n fo r meetin g th e sulfu r specification . However , i t shoul d b e note d that , i n th e cas e o f California , smal l refiner s no t abl e t o compl yb yth e en

d o f th e extensio n

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perio d coul d stil l sel l int o th e on-highwaymarket s i n neighboring states . Thus , som e time beyond tha t provide d b yCaliforni a ma yb e appropriat e fo r th e cas e o f a Nationwid e standard .

O n th e othe r hand , two additiona l year s shoul d b e full yadeguat e t o mee t th e need s o f smal l refiners . Atw o yea r extensio n woul d provid e a tota l o f fiv e year s o f leadtime , whic h th e SC I repor t indicate d woul d b e sufficien t t o allo wenoughfacilitie s t o b e buil t t o desulfuriz e th e entir e fue l pool . Th e rule , therefore , allow s up t o a tw o yea r extension , althoughi t seek s t o provid e significan t incentives , i n th e for m o f interi mcap s o n th e sulfur content , fo r refiner s t o compl ya s quickl ya s possible.[4 ]

I n additio n t o requiring smal l refiner s t o mee t some interi mlevel s o f control , eithe r throughus e o f existin g desulfurizatio n capacit yo r throughfue l blendin g wit h low-sulfur blendstock , EPAbelieve s i t i s necessaryt o preven t th e us e o f thi s fue l i n vehicle s equippe d wit h 199 4 o r late r mode l yea r diese l engines . Man yo f thes e engine s ar e expecte d t o employadvance d emission s contro l

[4 ] I t shoul d b e clea r fro mthi s discussio n tha t EP Ai s no t taking th e positio n tha t smal l refiner s ar e regularl yentitle d t o extr a leadtime . EPA' s decisio n i s a narro wone , base d solel yo n consideratio n o f th e merit s o f thi s particula r situation .

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technolog

ywhic hi s sensitiv e t o exces s sulfu r i n th e fuel . Th e us e o f fue l wit hsulfur level s abov e 0.0 5 weigh t percen t coul d seriousl yimpai r th e functioning o f thes e device s an

d must , therefore , b e prevented . I t i s als o importan t - t o limi t th e extensio n t o thos e smal l refiner s wh o wil l actuall yus e i t t o ai d i n complying wit h th e rule . Tha t is , refiner s wh o pla n t o eventuall ydiscontinu e sal e o f on-highwayfue l rathe r tha n instal l ne wequipmen t shoul d no t b e eligibl e fo r an extension . Finally , an y extensio n shoul d b e structure d t o preven t smal l refiner s fro mselling mor e on-highwayfue l unde r th e term s o f th e extensio n tha n theysol d i n prio r years . Thi s i s neede d bot ht o limi t th e exces s emission s fro mth e us e o f highe r sulfur fue l an

d t o guar d agains t an yincentiv e fo r smal l refiner s t o increas e sale s an d profit s becaus e o f possibl y favorabl e marke t position s create d b yth e extension . Wit h thes e goal s i n mind , EPAha s develope d a limite d smal l refineryextension . Th e detail s o f th e extensio n follow .

Fue l wit ha sulfur conten t greate r tha n 0.0 5 weigh t percen t bu t whic hmeet s th e appropriat e sulfu r limi t describe d i n Tabl e 3 an d meet s th e othe r specification s fo r on-highwaydiese l fue l describe d i n thi s rule , ma yb e produce d b

ysmal l refiner s according t o th e eligibilit y requirement s describe d below . Suc hfue l wil l b e referre d t o a s exempte d on-highwaydiese l fuel .

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-P.4 6

Tabl e 3 Sulfu r Limit s Fo r Smal l Refiner s Dat e Sulfu r Limi t Octobe r 1 , 199 3 0.2 5 weigh t percen t Octobe r 1 , 199 4 0.1 0 weigh t percen t Octobe r 1 , 199 5 0.0 5 weigh t percen t

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-P.4 7

Th e sulfu r level s specifie d i n Tabl e 3 actuall y represen t significan t reduction s fromth e curren t sulfu r level s o f smal l refiners . Curren t sulfur level s o f diese l fuel s produce d b

ysmal l refiner s averag e mor e tha n 0.2 5 weigh t percen t an d i n man

ycase s approac h0. 5 weigh t percent , s o thes e level s wil l forc e smal l refiner s t o mak e interi mreduction s i n th e sulfu r conten t o f thei r fuels . Smal l refiner s wil l b e force d t o eithe r mak e bette r us e o f existing desulfurizatio n equipmen t o r blen d thei r outpu t wit hlow-sulfu r diese l stoc k i n orde r t o compl ywit h th e interi msulfu r standards . Thus, , althoughth e ful l benefi t o f th e 0.0 5 weigh t percen t standar d wil l no t b e realize d fo r smal l refiner s during th e extensio n period , ther e wil l b e significan t reduction s fro m curren t levels . Smal l refinerie s wil l b e define d according t o th e siz e criteri a establishe d fo r smal l refiner s i n th e lead phase-dow

n provision s o f th e Clea n Ai r Ac t Amendment s o f 1977 . Thi s definitio n i s spelle d ou t i n Sectio n 21 1 (g ) o f th e Ac t an

d require s that :

a . th e tota l crud e oi l o r bonafid e feedstoc k capacit yo f th e refine r b e 137,50 0 barrel s pe r dayo r less , an

d b . th e crud e oi l o r bonafid e feedstoc k capacit yo f individua l qualifyin g refinerie s b e 50,00 0 barrel s pe r dayo r less .

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Th e abov e capacitie s shal l b e measure d i n term s o f th e averag e o f th e actua l dail yfeedstoc k us e o f th e affecte d refiner s o r refinerie s during th e perio d January1 , 198 8 t o Decembe r 31 , 1989 . Thes e average s wil l b e calculate d a s barrel s pe r calenda r day .
Th e extensio n wil l b e limite d t o qualifyin g U.S . domesti c smal l refineries . I n orde r t o qualify , a smal l refine r mus t als o demonstrat e a commitmen t t o produc e diese l fue l wit ha maximu msulfu r conten t o f 0.0 5 weigh t percen t b

yOctobe r 1 , 1995 , a s .follows . ByJul y1 , 1993 , th e refine r mus t sho wtha t capita l commitment s t o mak e th e necessarymodification s t o suppl ylowsulfu r fue l hav e bee n made . Evidenc e o f capita l commitment s t o mak e modification s shal l includ e copie s o f execute d an d bindin g contract s fo r desig n an d construction , an d copie s o f approve d permit s fo r constructio n o f th e equipment . I n addition , t o qualif yfo r th e secon d yea r o f th e extension , th e smal l refine r mus t provid e evidenc e b yJul y1 , 199 4 tha t on-sit e constructio n ha s begun . Thes e provision s wil l ensur e tha t onl yrefiner s intending t o mak e modification s allowing themt o produc e complying fue l a t th e en d o f th e extensio n perio d wil l b e allowe d t o mak e us e o f th e extensio n period .

T o ensur e tha t th e volum e o f on-highwayfue l sol d doe s no t increas e unde r th e term s o f th e extension , th e exempte d

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volume sol d b

ya refineryduring eithe r o f th e tw o year s o f th e exemptio n wil l b e limite d t o th e averag e o f th e annua l amoun t o f on-highwayfue l produce d a t th e refinerydurin g th e perio d Octobe r 1 , 198 9 t o Septembe r 30 , 1990 . On-highwayfue l productio n wil l b e estimate d fro mamount s reporte d a s on-highwaydiese l fue l fo r Federa l excis e ta x purposes . Thi s amoun t ca n includ e fuel s fo r whic h th e refineryreporte d th e sale s a s wel l a s a portio n o f th e fue l sol d throughlicense d re-sellers . Th e on-highway portio n o f th e fuel s sol d throughlicense d re-seller s ma y b e assume d t o b e th e same a s th e averag e on-highway fractio n o f sale s reporte d b ytha t customer , unles s suitabl e evidence , acceptabl e t o th e Administrator , indicate s otherwise .

I n addition , t o preven t th e us e o f fuel s wit hsulfu r content s o f mor e tha n 0.0 5 weigh t percen t i n 199 4 an d late r mode l yea r vehicles , an yexempte d fue l produce d fo r on-highwa

yconsumptio n whic h ha s a sulfu r conten t o f greate r tha n 0.0 5 weigh t percen t wil l b e segregate d from fue l o f sulfu r conten t o f les s tha n 0.0 5 weigh t percent . Th e segregatio n programwil l contai n th e followin g provisions :

1 . Th e fue l mus t b e dye d t o distinguis hi t from bot hfue l intende d fo r off-highwayus e an d fue l

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intende d fo r genera l on-highwayuse ; th e dy e fo r thi s purpos e i s a purpl e dy e mixtur e o f Approximatel y3 8 percen t b yvolum e xylene , 5 0 percen t b

yvolum e Colo r Inde x (CI ) solven t blu e 9 9 an d 1 2 percen t b

yvolum e C I solven t re d 16 6 a t a minimu

mconcentratio n o f 2 0 part s pe r millio n b

yvolume . 2 . An

ywholesale r o r retaile r wh o sell s exempte d on-highwayfue l mus t als o offe r fo r sal e fue l wit ha sulfu r conten t o f les s tha n 0.0 5 weigh t percent . 3 . I n addition , retailer s carrying exempte d fue l mus t mee t th e following requirements :

- prominentl ylabe l diese l fue l pump s a s t o th e typ e o f fue l dispense d fromeach , plac e lowan

d high sulfu r fue l pump s o n separat e fue l dispensin g island s a t facilitie s whic h dispens e diese l fue l a t mor e tha n on e fue l dispensin g island . I n thi s case , retailer s mus t als o prominentl y labe l th e island s a s t o th e typ e o f diese l fue l a t th e give n island . 4 . I t shoul d als o b e note d tha t n o markete r o r retaile r i s require d t o carryexempte d on-highwaydiese l fue l unde r thes e regulations .

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EPAbelieve s tha t th e propose d extensio n fo r smal l refinerie s provide s relie f tha t i s fai r an d equitabl e whil e stil l recognizing manufacture r concern s regarding recal l liability . Thi s extensio n shoul d permi t smal l refiner s wh o inten d to ' compl ywit hth e rul e bu t wh o ma ynee d additiona l time t o compl yt o d o s o withou t seriousl ydisrupting thei r operations . O n th e othe r hand , smal l refiner s woul d no t gai n a windfal l i n profit s fromexpandin g sale s o r b y selling lowe r grad e product s int o a premiu mmarke t o n an equa l footing .

A t th e same time , EPArecognize s tha t ther e mayb e some increas e i n th e possibilit yo f misfuelin g i n th e shor t term . However , th e Agenc ybelieve s tha t th e segregatio n provisions , th e limit s o n sulfu r conten t an d th e vehicl e labeling provision s wil l minimiz e bot hth e likelihoo d an d th e impact s o f misfueling . I t i s plausibl e tha t recal l action s wher e possibl e sulfur contaminatio n i s an issu e coul d b e complicate d becaus e i t coul d b e difficul t fo r manufacturer s t o determin e whethe r o r no t a vehicl e ha d bee n misfueled . EP Awil l conside r thi s facto r i n workin g wit hmanufacturer s i n resolving suc h implementatio n issues .

I n an analogou s setting , EPAexempte d smal l refinerie s fro mth e lead conten t rule s fo r a limite d time , i n regulation s issue d unde r CA A§211 , "i n recognitio n o f th e

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specia l leadtime problem s face d bythis.-group. " 3 8 Federa l Registe r 3374 0 (1976) , se e 4 0 CF R §80.-20(b)(1976) . Th e lea d regulatio n wa s uphel d wit h respec t t o severa l othe r issue s i n Ethy l Corp . v . EPA , 54 1 F.2 d (D.C . Cir)(e n banc) , cert . denied , 42 6 U.S . 94 1 (1976) . Congres s late r specificall yprovide d b ystatut e fo r a limite d exemptio n fo r smal l refiner s fro mth e lea

d conten t requirement s unde r CA A§21 1 (g) , se e Smal l Ref . Lea d Phase-Dow n Tas k Forc e v . EPA , 70 5 F.2 d 50 6 (D.C . Cir . 1983) .

I n connectio n wit hth e lead conten t regulations , th e Agenc yrequire d retailer s t o sel l unleade d fue l an d als o issue d othe r provision s applicabl e t o th e retailer . Se e 4 0 CF R 80.2 2 (1989) . Thi s affirmativ e sal e requiremen t wa s uphel d i n Amoc o Oi l Co . v . EPA , 50 1 F.2 d 72 2 (D.C . Cir . 1974) . I n th e presen t case , the - retaile r ha s th e optio n whethe r o r no t t o sel l exempte d fuel , bu t i f exempte d fue l i s sol d bot h type s o f fue l mus t b e sol d an d b e properl y labele d fo r th e reason s discusse d above . Thes e an d th e othe r requirement s applicabl e t o retailer s alread yi n th e rul e a s propose d ar e neede d t o promot e th e ai mo f §21 1 (c ) o f preventing impairmen t o f th e emissio n contro l system s fro mth e sulfu r conten t o f diese l fuel . Thus , a s thes e regulatoryexample s indicate , Sectio n 211(c ) o f th e CA A provide s clea r authorit yfo r th e smal l refine r exemptio n an d th e reguirement s governin g retailer s wh o sel l fue l

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covere d byth e exemption , as - wel l a s fo r th e othe r provision s include d i n thi s Fina l Rule .
Th e abov e extensio n t o th e rul e shoul d provid e smal l refiner s wit hsufficien t additiona l leadtime s o tha t thos e refiner s actuall yintending t o compl ywit h th e rul e wil l b e abl e t o d o so . Therefore , a sulfu r bankin g an d tradin g programi s no t necessaryt o assis t smal l refiner s i n complying wit hth e rule . Suc ha progra mi s als o undesirabl e fro

mth e standpoin t tha t i t woul d b e difficul t t o implemen t an

d enforc e i n thi s setting wher e differen t type s o f fue l ar e availabl e a t th e same time . Th e propose d extensio n shoul d als o alleviat e some o f th e problem s face d b yrefiner s locate d i n region s wit h limite d off-highwaymarkets . However , i t shoul d als o b e pointe d ou t tha t lac k o f a loca l marke t fo r off-highway fue l woul d no t necessaril ypreclud e a refine r fro mselling fue l intende d fo r off-highwayuses . A s ESPAan d IFTO Ahav e pointe d out , region s wit hlarg e demand s fo r off-highway fue l als o ten

d t o impor t larg e amount s o f suc hfue l ove r grea t distances . Wit hth e conversio n o f man yo f th e large r refinerie s t o productio n o f low-sulfu r fuel , i t shoul d b e possibl e fo r smal l refiner s t o shi p off-highwayfuel s t o thes e region s an

d stil l b e abl e t o recaptur e th e increase d shipping costs .

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Issue : Level s o f th e Standard s

I n th e notic e o f propose d rulemaking , EPApresente d justification s fo r th e level s o f contro l selecte d fo r bot h sulfur an

d aromatics . Some commenters , however , expresse d th e opinio n tha t th e level s o f contro l selecte d mayno t hav e bee n th e optima l ones .

Summaryo f th e Comment s

Mos t commenter s believe d tha t th e level s o f contro l selecte d fo r bot hsulfu r an d aromatic s wer e appropriate . EMA , API , mos t manufacturer s an d mos t refiner s supporte d bot hth e 0.0 5 weigh t percen t limi t fo r sulfu r an d th e 4 0 cetan e inde x cap fo r aromatics . However , ther e wer e a few commenter s wh o woul d hav e like d t o hav e see n a highe r limi t o n sulfur conten t a s wel l a s a fewgovernmen t agencie s wh o requeste d tighte r control s o n aromatics .

IFTOA , ESPA , NEFI , an d Frontie r Refinin g al l questione d whethe r o r no t th e sulfu r leve l o f 0.0 5 weigh t percen t wa s optimized . IFTO Aan d NEF I bot h claime d tha t havin g a uniform

sulfu r leve l fo r th e entir e poo l woul d b e desirabl e bu t onl yi f th e allowabl e sulfu r leve l wa s highe r tha n 0.0 5 weigh t percent . Bot horganization s indicate d tha t requiring heatin g oi l t o mee t a sulfu r standar d o f

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0.0 5 weigh t percen t woul d increas e th e cos t o f heating oi l to o muc ht o b e tolerable . ESP Aclaime d tha t EP Aha d faile d t o live up t o it s obligatio n t o fin d th e optima l sulfur leve l citing th e Energyan d Resource s Consultant s an d Sabotk a Consultant s Inc . repor t stating tha t th e sulfur leve l o f 0.0 5 weigh t percen t wa s no t optimized . Frontie r Refining (referring t o th e difficultie s face d b ysmal l refiner s i n complying wit hth e rule ) aske d EPAt o evaluat e th e feasibilit yo f a highe r limi t fo r sulfu r claiming tha t an yloosening o f th e sulfu r requirement s woul d eas e th e burden s o n smal l refiners .
Th e State s o f Colorad o an d Californi a a s wel l a s th e Cit yo f Denve r requeste d tha t tighte r control s b e place d o n aromatic s (i n additio n t o asking fo r direc t measuremen t o f aromatic s levels.a s th e mean s o f -control) . Californi a woul d lik e t o se e consistenc ywit h it s ow n rule s fo r diese l fue l qualit ywhic hspecif ya maximu maromatic s conten t o f 1 0 volum e percent . Denve r an d th e Stat e o f Colorad o ar e attempting t o gai n th e emission s benefit s o f reduce d aromatic s content s a s a mean s o f combating thei r seriou s ai r pollutio n problems . Analysi s o f Comment s

EPAbelieve s that , fro ma nationa l perspective , th e sulfu r leve l o f 0.0 5 weigh t percen t i s indee d th e bes t

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leve l o f sulfu r contro l whic h ca n b e selecte d wit h currentl yavailabl e knowledge . Aprimarydriving forc e fo r th e proposa l o f thi s rul e wa s t o enabl e engin e manufacturer s t o us e aftertreatmen t technolog ywhic hi s crucia l t o meetin g th e stringen t particulat e emission s standard s whic h wil l g o int o effec t i n 1994 . Currently , ther e i s insufficien t knowledg e o f th e working s o f thes e device s t o kno wprecisel ywha t sulfur leve l wil l b e tolerabl e i n th e lon g term . However , EMA , i n supporting thi s rule , indicate s it s belie f tha t a 0.0 5 weigh t percen t standar d i s sufficientl ylowt o provid e th e necessary protection . EM

Aals o believe s tha t highe r level s woul d no t b e acceptable . Fromth e refiners ' perspective , AP I ha s supporte d th e propose d standar d a s reasonabl e an d cos t effective . No r doe s EP Abeliev e i t i s appropriat e t o rais e th e sulfu r leve l i n orde r t o eas e complianc e b ysmal l refiner s (se e separat e discussio n o f th e smal l refine r issue) . Finally , wit h respec t t o establishing a singl e standar d fo r al l middl e distillate , a s ha s previousl ybee n discussed , EP Awoul d no t b e abl e t o rel yo n th e authorit y i t ha s use d fo r thi s rul e an d i t woul d nee d t o institut e a ne wproceedin g i f an ysuc h effor t wer e t o b e undertaken . Therefore , thi s fina l rul e retain s th e sulfur standar d a s proposed .

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-P.5 7 Regardin g th e selectio n o f a mor e stringen t standard fo r aromatic s control , a s indicate d i n th e proposal , EPA believe s that , o n a nationa l basis , th e cost s o f reducing th e aromatic s leve l ar e no t currentl yjustifie d b yth e concomitan t reductio n i n particulat e emissions . EPA conclude d tha t reducing th e aromatic s leve l t o 2 0 volum e percen t woul d cos t a n incrementa l 3.2 4 cent s pe r gallon . A t th e same time , th e additiona l reduction s i n particulat e matte r emission s woul d b e onl ymarginal . EPAcalculate d th e cos t effectivenes s o f reducing th e aromatic s leve l t o 2 0 volum e percen t t o b e betwee n $310,75 1 an d $560,37 8 pe r to n o f particulat e matte r compare d t o a maximu mo f $6,77 3 pe r to n o f particulat e matte r fo r sulfu r control . I n 1995 , fo r instance , contro l o f sulfu r conten t t o 0.0 5 weigh t percen t i s expecte d t o resul t i n a ne t reductio n o f 1 9 percen t o f th e particulat e attributabl e t o th e on-highway us e o f diese l fue l whil e contro l o f aromatic s conten t t o 2 0 volume percen t woul d resul t in ' a reductio n o f onl ytw o percent . However , thi s analysi s doe s no t includ e an assessmen t o f th e potentia l impac t o n cance r risk , whic hi s an issu e that , a s note d earlier , wil l b e addresse d b yEPA i n a separat e action . Therefore , EPAi s no t attempting t o reduc e aromatic s conten t i n diese l fue l wit h thi s action . Furthermore , additiona l leadtime woul d b e reguire d i f suc h a reguiremen t wer e t o b e imposed , whic h woul d furthe r delay th e effectiv e dat e o f thi s rule .

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Issue : Winter-tim e blending o f jet-A , kerosene , o r

numbe r on e fue l oi l t o reduc e th e clou d poin t an

d pou r poin t o f numbe r two diese l fue l Durin g winte r months , diese l fue l i s typicall yblende d wit hjet-A , kerosene , o r numbe r on e fue l oi l t o lowe r th e cloud poin t i n col d climat e regions . Undilute d numbe r tw o diese l fue l typicall yha s a clou d poin t (the temperatur e a t whic ha clou

d o f wa x crystal s firs t appears ) o f aroun d 12°F . Sinc e th e consequence s o f suc h solid s plugging fue l line s o r othe r engin e part s ar e catastrophic , operator s an d fue l supplier s tak e th e precautio n o f blendin g numbe r tw o diese l fue l wit hlighte r fuel s "t o ensur e tha t th e mixtur e wil l no t reac hit s clou d point . I n th e notic e o f propose d rulemaking , EPArequire d tha t al l fuel s use d a s on-highway diese l fue l mee t th e sulfu r an d aromatic s specifications , regardles s o f th e time o f year , withou t specificall y stating ho wfuel s blende d wit h on-highwaydiese l fuel s woul d b e handled .
Summaryo f th e Comment s

Th e Empir e Stat e Petroleu mAssociatio n (ESPA ) an d th e Petroleu

mMarketer s Associatio n o f Americ a (PMAA ) expresse d concer n abou t th e availabilit yo f a sufficien t suppl yo f low-sulfu r kerosene , jet-A , an d numbe r on e diese l fo r

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blending int o on-highwaydiese l fuel . PMA Apoint s ou t tha t th e amoun t o f fue l blende d can b e quit e substantial , reaching 3 0 percen t blendstoc k i n Ne wJerse yan d 4 0 percen t blendstoc k i n Minnesota . Phillip s Petroleum , th e Tosc o Corporation , Chevron , an d th e Rock

yMountai n Oi l an d Ga s Associatio n al l submitte d comment s requesting a winter-tim e exemptio n t o allowth e blendin g o f kerosene-typ e fuels , whic hmayhav e a sulfur conten t o f greate r tha n 0.0 5 weigh t percent , int o th e on-highwaydiese l fue l market . Chevro n pointe d ou t that , whil e th e AST M sulfu r specificatio n fo r jet- Afue l i s 0. 3 weigh t percent , th e nationa l averag e fo r sulfu r conten t o f thi s commo n blendin g fue l ha s remaine d nearl yconstan t averaging betwee n 0.0 5 an d 0.0 6 weigh t percen t fo r th e pas t te n years . Chevro n propose d tha t EPAfinaliz e th e rul e wit ha winter-tim e blending exemptio n fo r blende d on-highwayfuels . Th e exemptio n woul d b e i n effec t fro m Novembe r 1 t o Marc h3 1 wit ha maximu msulfu r conten t fo r th e blende d fue l t o b e se t b ya cooperativ e testing program wit hEM At o determin e th e maximu mfue l sulfur conten t whic h 199 4 an

d late r engine s an d aftertreatmen t device s ca n tolerat e withou t permanen t damage . Th e Californi a Ai r Resource s Board , o n th e othe r hand , commente d tha t ther e wa s n o technica l nee d fo r winte r exemption s fo r blende d fuels .

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Th e America n Petroleu mInstitut e include d a discussio n o f th e handlin g o f winter-tim e blendin g o f kerosene-typ e fuel s int o numbe r tw o diese l fue l i n it s comments . AP I addresse d th e possibilit yo f th e dyeing requiremen t fo r fuel s no t meetin g th e 0.0 5 weigh t percen t sulfu r standar d including th e poo l o f fuel s use d fo r winter-time blending . AP I urge d tha t th e dyeing requiremen t no t b e extende d t o thi s poo l pointin g ou t tha t th e blende d fue l woul d stil l b e require d t o mee t th e sulfu r limi t o f 0.0 5 weigh t percent . Analysi s o f Comment s

EPAbelieve s tha t i t i s necessaryfo r al l on-highway diese l fuel s t o mee t th e 0.0 5 weigh t percen t sulfu r limi t a t al l times . Firs t o f all , t o relax thi s reguiremen t fo r par t o f th e yea r woul d jeopardiz e man yo f th e environmenta l benefit s o f thi s rule . Mor e importantly , though , th e us e o f on-highwaydiese l fue l wit ha sulfur conten t o f mor e tha n 0.0 5 weigh t percen t coul d damag e th e emission s contro l technologyo f 199 4 an d late r mode l yea r vehicles . Therefore , EP Awil l no t allo wan yseasona l exemption s from th e sulfu r levels . Concernin g th e handling o f kerosen e an d jet-A , EP A generall yagree s wit h th e positio n pu t fort hb yAPI . Th e AST M specification s an d averag e propertie s o f jet-A ,

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kerosene , an

d numbe r on e diese l ten d t o grou

p thes e fuel s int o a separat e classificatio n fro mnumbe r two diese l fuel . Sinc e th e propose d regulation s onl yinclud e fuel s intende d fo r us e a s an on-highwaymoto r fuel , jet- Aan d kerosen e wil l no t b e covere d b yth e regulation s unles s the y hav e bee n designate d a s being intende d fo r us e a s a diese l fuel . Th e dyeing reguiremen t i s t o distinguis hdiese l fue l which , bu t fo r th e sulfur conten t o r cetan e index/aromatic s leve l no t meetin g th e specification s fo r on-highwayfuel , woul d b e indistinguishabl e fro mon-highwaydiese l fuel . Sinc e th e jet- Aan d kerosen e .blendstock s hav e physica l propertie s whic h naturall ydistinguis h themfro mnumbe r tw o diese l fuel , an

d a s suc h inherentl yrequir e themt o b e segregate d from

numbe r tw o diese l fuel , theywoul d no t nee d t o b e dye d t o distinguis hthemfro m on-highwaydiese l fuel . I n addition , sinc e kerosen e an d jet- Atyp e fuel s cos t abou t fiv e cent s pe r gallo n mor e tha n numbe r tw o diese l fuel , dyein g shoul d no t b e neede d a s an incentiv e fo r keeping thes e fuel s segregate d fro mth e on-highway diese l fue l market . Numbe r on e diese l fuel , however , woul d b e covere d b

yth e dyeing requirement s du e t o it s designatio n a s a diese l fuel .

EP Aals o believe s tha t ther e wil l b e sufficien t stock s o f fuel s fo r blendin g whic h hav e a lowenoughsulfu r leve l t o b e blende d int o th e on-highwaymarket . Survey s take n b y

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th e Nationa l Institut e fo r Petroleu man d Energ

yResearc h (NIPER ) indicat e tha t th e averag e sulfu r content s o f jet- A an d numbe r on e diese l ar e fairl yclos e t o 0.0 5 weigh t percent , whic hwoul d indicat e tha t ther e i s a sufficien t suppl yo f thes e fuel s wit ha sulfu r conten t o f les s tha n 0.0 5 weigh t percen t t o cove r th e need s fo r winte r blendin g wit hon-highwaydiese l fuel . Th e nationa l averag e fo r sulfur conten t i n jet- Afue l i n 198 8 wa s 0.05 4 weigh t percen t and , as . AP I pointe d out , thi s sulfur conten t ha s bee n fairl yconsisten t ove r th e pas t decade . Fo r numbe r on e diesel , whic hha s a n ASTM specificatio n fo r sulfu r conten t o f 0. 5 weigh t percent , th e nationa l averag e fo r sulfur conten t i n 198 9 wa s 0.06 4 weigh t percent . However , onl yth e are a designat e b yNIPE R a s th e centra l regio n ha d an averag e sulfu r - conten t o f greate r tha n 0.0 6 weigh t percent . Give n th e broa d nationa l distributio n o f fuel s suitabl e fo r blendin g wit hnumbe r tw o diese l fuel , EP A believe s tha t th e marke t wil l b e abl e t o suppl ysufficien t quantitie s o f blendin g fuel s wit hlo wsulfu r content s t o mee t th e need s o f th e on-highwaymarket . Therefore , winter-tim e exemption s o f blende d fuel s fro mth e sulfu r requirement s d o no t appea r t o b e necessaryan d al l on-highwaydiese l fuel , blende d o r not , wil l b e require d t o mee t th e 0.0 5 weigh t percen t sulfu r standard .

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Issue : Testing o f Fue l Sulfu r Level s

EPApropose d using ASTM standar d tes t metho d D-262 2 fo r it s ow

n determinatio n o f sulfur level s i n diese l fuel . I t wa s als o specifie d a s th e appropriat e metho d fo r establishing a defens e t o a n allege d violation . However , othe r tes t method s no t specificall ymentioned , wit hvaryin g complexit yan

d accuracy , ar e available .
Summaryo f th e Comment s
Navista r supporte d th e Agency' s selectio n o f D-2622 , saying i t wa s th e "bes t method " fo r thes e regulations . Amoc o als o supporte d thi s selection . Penzoi l an d Princeto n Gamma-Tec h(PGT) , however , suggeste d tha t EPAallo wth e us e o f ASTM
- D-4294 , whic h i s a n energ

ydispersiv e x-ra y technique . The yclaime d tha t i t i s les s expensiv e an d provide s equivalen t accuracy . Chevro n als o suggeste d tha t D-429 4 i s acceptabl e fo r us e wit h carefu l qualit ycontrol . PGT als o suggeste d tha t roun d robi n testing o f suc h alternativ e tes t procedure s b e performe d t o establis h equivalenc yt o ASTM D-2622 . Chevron , Conoc o an d PGT recommende d tha t EPAus e th e ASTM D-262 2 tes t a s th e referenc e test . Amoc o an d Phillip s als o suggeste d tha t th e Agenc yallo wth e us e o f othe r methods .

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-P.6 4 Analysi s o f th e Comment s

Th e tes t metho d propose d b yEPArepresent s th e metho d whic hwil l b e use d b yth e Agenc yfo r enforcemen t complianc e purposes . Defense s containe d i n th e propose d regulation s reguire d tha t sulfu r testing according t o ASTM D-262 2 b e complete d b

yrefiner s o r importer s t o establis h a defens e t o a n allege d violatio n o f th e rule . N o specifi c tes t metho d requirement s wer e propose d fo r othe r affecte d parties . A s note d b yth e commenters , th e equipmen t necessaryt o complet e ASTM .D-262 2 i s costly . Th e alternativ e tes t metho d recommende d b yPenzoi l an

d Princeto n Gamma-Tech , ASTM D-4294 , mayb e essentiall ya s accurat e a s ASTM D-2622 , ye t cost s ar e significantl yless . Th e Agenc yrecognize s tha t i t mayb e desirabl e fo r man yo f th e regulate d partie s t o b e abl e t o procur e th e ASTM D-429 4 eguipmen t fo r oversigh t testing . Therefore , EPAha s decide d tha t fo r purpose s o f establishing a defens e t o an allege d violatio n o f th e sulfur percentage , a regulate d part ymayus e th e ASTM standar d tes t metho d D-4294 . Th e defendan t wil l b e responsibl e t o suppor t it s dat a wit ha qualit ycontro l pla n an d demonstrat e th e abilit yt o accuratel yperformthi s tes t method . Furthermore , partie s using thi s tes t metho d fo r defens e purpose s mus t hav e evidenc e from

th e manufacture r o r other s tha t i t reliabl y produce s result s substantiall yequivalen t t o th e tes t

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metho d specifie d b yEPA . EPAwil l continu e t o us e th e ASTM D-262 2 tes t fo r enforcemen t purpose s an d wil l rel yo n thos e tes t result s i n an

yenforcemen t action .
Al l "regulate d partie s ar e fre e t o us e an ytes t procedur e fo r determining , t o thei r ow n satisfaction , complianc e wit hth e regulation . Onl yth e ASTM D-262 2 metho d wil l b e use d b yEPAfo r enforcemen t purpose s an d th e ASTM D-429 4 tes t metho d wil l b e considere d a s a defens e onl yi f i t ca n b e properl yqualifie d wit h supporting documentation .

Issue : Us e o f Cetan e Index t o Cap Aromatic s Level s

I n it s proposal , th e Agenc ycite d evidenc e tha t highe r aromatic s level s i n diese l fue l coul d potentiall y contribut e t o highe r emissions . Th e Agenc ythu s sawi t a s desirabl e t o preven t th e aromatic s level s o f diese l fuel s fro mincreasing i n th e future . However , sinc e direc t measuremen t o f aromatic s i s a somewha t complicate d procedure , EP Achos e t o us e a minimu m cetan e inde x o f 4 0 a s a surrogat e fo r capping aromatics .

Summaryo f th e Comment s
Witc o Corporatio n suggeste d tha t th e minimu mcetan e inde x woul d b e inappropriat e fo r it s on-highwaydiese l fue l

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becaus e i t use s a highl ynaptheni c Sa n Joaqui n crud e a s a feedstock . Diese l fuel s distille d fromthi s crude , i t wa s argued , hav e naturall ylo wcetan e indices , an d requir e cetan e improver s t o b e marketable ; an d tha t lowering aromatic s - woul d d o nothing t o increas e th e cetan e inde x abov e th e minimu

mvalu e o f 40 . Witco , therefore , requeste d tha t a maximu

maromatic s leve l o f 4 5 percen t b e establishe d a s an alternativ e t o th e minimu mcetan e index o f 40 . Phillip s Petroleu

mwa s als o concerne d abou t th e us e o f th e cetan e index ; arguing tha t whe n sulfur i s remove d from diese l fuel , th e cetan e index mayb e a verypoo r estimat e o f th e actua l cetan e rating o f th e fuel . (The cetan e rating , o r cetan e number , o f a fue l i s a measur e o f engin e performanc e usin g th e fue l an d i s take n directl yfro m engin e tests , whil e th e cetan e index i s an estimat e o f th e cetan e rating tha t i s calculate d fro m fue l properties. ) T o preven t th e occurrenc e o f in-us e fuel s wit h lowcetan e ratings , Phillip s suggeste d tha t EP Amigh t rais e it s minimu mcetan e index . Mobi l als o state d tha t th e cetan e inde x i s no t th e bes t indicato r o f engin e combustio n performance , an

d tha t EPAshoul d establis han optiona l minimu mcetan e numbe r specificatio n o f 40 . Unde r thi s option , Mobi l adde d tha t cetan e improve r additive s shoul d b e allowed . Volkswage n o f Americ a als o regueste d th e additio n o f a cetan e numbe r specification , although

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-P.6 7

Volkswage n suggeste d tha t th e appropriat e cetan e numbe r shoul d b e 45 . Navista r supporte d th e minimu mcetan e inde x standard , an d th e us e o f ASTM-D97 6 fo r it s determination . I t wen t further , however , t o sugges t that , becaus e o f th e minimu m cetan e index (whichwa s establishe d t o cap aromatic s levels) , th e Agenc yshoul d als o includ e a maximu maromatic s leve l o f 43 % fo r it s diese l tes t fuels . Analysi s o f th e Comment s

Th e Agency' s goa l i n establishing a minimu m cetan e inde x o f 4 0 fo r on-highwaydiese l fue l wa s t o contro l th e aromatic s conten t o f th e fue l a t approximatel ycurren t levels . Th e cetan e index , a s measure d b yASTM tes t metho d D 976 , wa s selecte d becaus e o f it s simplicit yi n use , acceptanc e b

yth e industry , an d th e fac t tha t i t i s mos t directl ycontrolle d b yth e densit yo f th e fue l whic hi s strongl yinfluence d b yth e aromatic s conten t o f th e fuel . However , ther e i s nothin g uniqu e abou t th e cetan e inde x whic hwoul d preclud e th e alternativ e us e o f othe r method s o f controlling th e aromatic s conten t o f diese l fuel . Thus , i n respons e t o Witco' s comment , EPAha s n o objection s t o th e establishmen t o f an optiona l maximu m aromatic s specification . Th e Agenc ycannot , however , establis hth e

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maximu ma s 4 5 percen t sinc e thi s i s wel l abov e curren t averag e levels . Th e result s o f MVMA' s survey s o f diese l fue l showtha t th e averag e aromatic s level s i n recen t year s hav e bee n i n th e 3 0 t o 3 5 percen t range . Therefore , thi s fina l rul e provide s a n optiona l standard fo r th e maximu m aromatic s conten t o f on-highwayfue l o f 3 5 percen t a s a n alternativ e t o meetin g th e cetan e index specification . Th e aromatic s conten t shal l b e determine d using AST M tes t metho d D-1319 , a s i s currentl yuse d fo r EPAtes t fue l specification . Concerning th e comment s b yPhillips , Mobi l an d Volkswagen , EPAnote s tha t th e purpos e o f th e cetan e inde x specificatio n establishe d her e i s t o cap aromatic s a t approximatel ycurren t levels . Th e Agency , therefore , see s n o reaso n fo r it

- t o establis ha . performance-base d specification ; eithe r a highe r cetan e index , o r a cetan e numbe r specification . Thes e concern s have , i n th e past , bee n addresse d b

yth e market , an

d EPAsee s n o reaso n tha t thi s shoul d b e change d b ythi s rule . Finally , EPAdisagree s wit hNavista r wh o argue d tha t i t i s appropriat e t o includ e a maximu maromatic s leve l o f 4 3 percen t fo r certificatio n fuel s t o maintai n consistenc y wit hth e minimu

mcetan e index o f 4 0 whic hwa s proposed . Th e Agency' s goa l fo r tes t fuel s i s tha t the yb e

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representativ e o f in—us e fuels . Thus , sinc e th e onl ylimi t o n th e aromatic s conten t o f in-us e fuel s i s tha t impose d b y th e minimu

mcetan e inde x specification , th e Agenc ywil l establis hn o othe r limi t fo r it s certificatio n tes t fuels .

Issue : Dyeing o f Off-HighwayFue l

Th e Agenc ypropose d tha t an ydiese l fue l whic h doe s no t showvisibl e evidenc e o f being dye d shal l b e considere d t o b e availabl e fo r us e i n diese l moto r vehicle s an d moto r vehicl e engines . Sinc e th e diese l fue l standard s ar e propose d t o b e applicabl e a t al l site s i n th e distributio n network , thi s implie s tha t th e dy e mus t b e adde d a t th e refine r o r importe r facilit yt o avoi d noncomplianc e b y undye d produc t whic h mayb e use d fo r othe r purposes .

Summaryo f th e Comment s

Th e Mobi l Corporatio n state d tha t the y"full ysupport " th e dyeing proposal . Amoco , Phillip s Petroleum , th e Rock y Mountai n Oi l an

d Ga s Association , an d th e Petroleu

m Marketer s Associatio n o f Americ a (PMAA ) al l expresse d suppor t fo r dyeing o f off-highwaydiese l fue l a t th e refinery . Th e America n Independen t Refiner s Associatio n believe d tha t dyeing a t th e refineryleve l woul d b e difficul t wherea s th e Independen t Fue l Termina l Operator s

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Associatio n (IFTOA ) recommende d tha t dyein g b e don e a t th e termina l leve l t o preven t suppl yproblems . Th e Ne wEnglan d Fue l Institut e (NEFI ) wa s concerne d abou t th e poin t o f dyeing . Th e IFTO

Aan d Amoc o recommende d tha t th e Agenc y specif yrequire d dy e concentrations .

IFTO Aan d Amoc o believe d th e dy e name d i n th e proposa l i s an appropriat e dye . Amoc o state d tha t n o advers e healt h effect s ar e know

n fo r th e propose d dy e whil e NEF I expresse d concer n ove r th e potentia l cos t an d healt heffect s o f th e dy e bu t cite d n o specifi c informatio n t o showther e wer e advers e healt heffects . Th e America n Truckin g Associatio n believe d th e dy e chose n mayno t b e a goo d on e sinc e i t believe s th e dy e i s expensive . Th e Indian a Farm Burea u Cooperativ e Associatio n (IFBCA ) an d Amoc o bot hpointe d ou t tha t th e specifie d dy e wil l appea r gree n whe n mixe d wit h diese l fue l an

d no t blu e a s state d i n th e proposal . Bot h th e IFBC

Aan d th e IFTO

Aindicate d tha t curren t premiu m diese l fue l i s dye d re d o r purpl e t o distinguis h i t a s a premiu mproduc t t o thei r customers . Th e Empir e Stat e Petroleu

mAssociatio n (ESPA ) an d PMA Aquestione d possibl e contaminatio n o f lowsulfu r fue l wit h eithe r sulfu r o r dy e fro mresidua l amount s o f off-highwayfue l lef t i n truck s an d line s following deliveries .

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mrecommende d tha t th e specifie d dy e compl ywit hpipelin e standard s fo r wate r haz e i n diese l fuel .

PMA

Aan d NEF I bot hexpresse d concer n tha t th e us e o f dy e fo r off-highwaydiese l fue l i s being don e fo r ta x purposes . PMA

Asuggeste d tha t th e regulatio n stat e tha t dy e no t b e indicativ e fo r ta x purpose s a s undye d fue l i s no t exclusivel yfo r on-highwayuses . Analysi s o f th e Comment s

EPApropose d th e dyeing o f off-highwaydiese l fue l a s a mean s t o visuall ydetermin e i f diese l fue l wa s intende d fo r off-highwayus e an d no t i n complianc e wit h th e sulfu r percentag e an

d minimu

mcetan e inde x standards . Th e inten t wa s fo r th e dy e t o b e adde d a t th e earlies t poin t i n th e distributio n network , namel yb yth e refine r o r importer , s o tha t thi s visua l clu e woul d facilitat e detectio n o f misfueling o r blendin g o f noncomplyin g diese l fuel s a t al l points . Althoughth e presenc e o f dye d fue l wil l b e an indicato r o f off-highway , o r potentiall ynoncomplying , diese l fuel , i t wil l no t b e th e basi s fo r enforcemen t action . Enforcemen t wil l b e base d o n actua l analysi s o f diese l fue l sample s according t o th e ASTM tes t method s specifie d i n thi s regulation .

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yMobil , Phillips , an d Amoc o clearl y indicate s tha t th e refining industr ysupport s th e dyeing concept . Thi s approac h ha s bee n widel yuse d i n Europ e an d Canada , althoughfo r othe r reasons , fo r man yyears . Availabl e informatio n show s n o advers e healt heffect s o r mechanica l problem s attributabl e t o th e specifi c dy e require d b

yth e regulations . Cos t o f th e dy e an d dyein g equipmen t i s kep t minima l i f i t i s adde d a t th e refineryo r importe r facility . Thi s wil l reduc e th e potentia l cos t burde n a t th e termina l o r distributo r level . Suppl y problem s o r shortage s shoul d als o no t occu r a s th e clea r diese l fue l ma yals o b e sol d fo r off-highwayus e i f a temporaryshortag e o f dye d fue l occurs .

EPAi s awar e tha t th e specifi c dy e require d byth e regulation s wil l no t normall yb e blu e whe n adde d t o diese l fuel . Du e t o th e characteristi c yellowis hcolo r o f diese l fuel , upo n dyeing th e fue l wil l appea r green . Thi s i s satisfactory , a s i t wil l indicat e tha t th e reguire d dy e ha s bee n adde d an

d wil l b e th e colo r whic hfiel d personne l wil l b e looking for . Th e Agenc ywil l no t recommend specifi c dy e concentration s t o b e used , a s th e regulatio n require s visibl e evidenc e o f th e dy e being added . Liabl e partie s bea r th e burde n o f adding sufficien t dy e t o accomplis hth e goa l o f th e dyeing programo r ris k fue l bein g teste d a s on-highwayfuel . A s severa l commenter s pointe d out , re d o r

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purpl e dy e i s currentl yadde d t o thei r premiu mdiese l fue l fo r custome r recognition . Assuming tha t thes e fuel s compl y wit hth e sulfu r percentag e an d cetan e inde x requirements , th e practic e wil l no t b e prohibited . Thes e color s wil l clearl yho t b e confuse d wit hblu e o r gree n an d allege d violation s will , i n an ycase , b e base d o n analysi s an d no t colors .

Severa l partie s pointe d ou t tha t th e possibilit y exist s tha t residua l dy e mayb e presen t fro m deliverie s o f off-highwayfue l whe n a truc k . i s subsequentl yuse d fo r on-highwayfuel . However , base d upo n typica l dy e concentration s used , th e presenc e o f th e dy e wil l no t b e a problema s a smal l amoun t dilute d i n a subsequen t truc k loa d woul d no t generall yb e visible . I n fact , agai n base d upo n typica l dy e concentration s an d sulfu r levels , i f enoughresidua l fue l wer e presen t t o caus e visibl e coloration , th e 0.0 5 weigh t percen t sulfu r standar d woul d als o b e exceeded . I n an yevent , fo r enforcemen t purposes , colo r alon e woul d no t b e use d t o establis ha violation . A fue l sampl e woul d b e analyze d an d i f th e sulfu r o r cetan e standard s wer e exceeded , the n a violatio n woul d hav e occurred . I f residua l sulfur conten t i s high enough t o rais e th e leve l o f th e on-highwayshipmen t abov e th e standard , the n a violatio n ha s occurred .

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-P.7 4 Phillip s Petroleum' s concer n regarding wate r haz e i n diese l fue l cause d b yth e dy e wa s no t raise d b yan yothe r commenters . Furthermore , Phillip s faile d t o suppl yan y dat a t o suppor t it s concerns . Ther e i s n o informatio n available * t o th e Agenc ywhic h indicate s tha t thi s i s a significan t probleman d therefore , unles s specifi c dat a i s provide d b

yPhillip s o r othe r partie s t o suppor t thi s issu e i n th e future , i t wil l no t b e considere d further . Althoughth e additio n o f dy e t o diese l fuel s i s use d b yothe r countrie s a s a mean s t o discourag e ta x evaders , i t i s no t EPA' s functio n t o initiat e suc h a programhere . EPAagree s wit hth e commenter s pointin g ou t tha t undye d fue l wil l i n man ycase s b e use d fo r off-highway application s a s wel l a s on-highway . Therefore , i t woul d no t b e accurat e t o conside r al l undye d fue l t o b e on-highwayfue l fo r ta x purposes .

Issue : Enforcemen t Liabilit yScheme

EPApropose d an optio n fo r th e presumptio n o f lega l liabilit yfo r diese l fue l standard s violation s whic h covere d al l partie s i n th e distributio n chain . Th e scheme als o include d a vicariou s liabilit yprovisio n whereb y partie s upstreami n th e distributio n chai n ca n b e hel d responsibl e fo r violation s whic h ar e foun d a t downstream

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prov e complianc e wit h the

- standard s an d creat e an unfai r economi c burden . Bot h SIGM Aan d PMA Abelieve d tha t spuriou s claim s wil l tak e enormou s amount s o f time an d mone yt o defend agains t claim s o f contaminatio n o r marketing noncomplying diese l fuel . SIGM Aspecificall y oppose d an oversigh t progra ma s par t o f a defens e t o a violatio n an

d PMA Aconcurre d tha t thi s oversigh t programt o tes t eac hincoming an d outgoing loa

d wil l b e an enormou s cos t burden .

ARC O Transportatio n Compan ywa s concerne d tha t testin g reguirement s wil l caus e delay s whil e waitin g fo r tes t results . The yrecommende d tha t liabilit yb e onl yo n th e part ywhic horiginall yintroduce d th e noncomplyin g product . I f needed , additiona l testin g an d sampling a t retai l distributo r terminals.and pump s coul d b e done . Th e Smal l Busines s Administratio n (SBA ) recommende d tha t th e propose d testing requirement s b e shifte d fromth e retai l statio n t o th e termina l o r pipelin e t o alleviat e a n unreasonabl e cos t burde n o n th e retailers . Thi s woul d reduc e th e numbe r o f test s require d fro mwha t woul d occu r i f SBA' s perceive d EPArequiremen t tha t everyshipmen t b e teste d wer e enacted . Likewise , th e Nationa l Automobil e Dealer s Associatio n (NADA ) di d no t wan t liabilit yo n wholesal e purchaser-consumer s a s improvement s t o engin e lif e an

d performanc e outweigh , i n NADA' s opinion , an y

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facilitie s ove r whic hthe ycoul d exercis e some control . Specifi c defense s wer e outline d i n th e proposa l t o rebut t th e presumptio n o f liability , including sampling an d testing o f product .

Summaryo f th e Comment s

Th e Mobi l Corporatio n an d Phillip s 6 6 Compan yoppose d th e vicariou s liabilit yprovisio n wher e upstreampartie s coul d b e hel d responsibl e fo r violation s a t downstream facilitie s ove r whic hthe ycoul d exercis e some control . Phillip s state d tha t thes e provision s wil l presen t a fa r greate r burde n t o industrytha n simila r provision s o f th e RVP an

d lea d phasedow

n regulations . Phillip s ha d additiona l concern s ove r th e hug e pape r trai l an d comple x certification s programwhic h mayb e necessaryt o overse e downstrea

mdistributor s an

d unbrande d dealer s t o preven t a large , uncontrolle d liabilit ypotential . Buckey e Pipelin e state d tha t th e accountabilit yo f sulfu r i s easie r tha n volatility , s o th e ful l enforcemen t program fro mth e RVP progra mi s no t needed .
Th e Societ yo f Independen t Gasolin e Marketer s o f America n (SIGMA ) an d th e Petroleu

mMarketer s Associatio n o f Americ a (PMAA ) believe d tha t th e propose d enforcemen t scheme woul d requir e costl yoversigh t testin g program s t o

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-P.7 7

incentiv e t o chea t o n fue l use . NAD Arecommende d tha t th e distributo r shoul d b e require d t o certif ytha t thei r fue l deliverie s o f on-highwaydiese l fue l ar e "on-spec" . The y als o supporte d requiring EP At o detec t a violatio n o f th e regulation s an

d prov e tha t th e wholesal e purchaser-consume r cause d th e noncompliance . Phillip s pointe d ou t tha t enforcemen t o f th e propose d liabilit yscheme wil l b e a difficul t an d comple x challenge . Therefore , the yrecommende d tha t th e propose d vicariou s liabilit yprovision s shoul d b e delete d i n th e fina l rule . Analysi s o f Comment s

Th e liabilit yprovision s propose d b yEPAfo r th e diese l fue l regulation s ar e basicall yidentica l t o thos e use d i n th e Agency' s lead contaminatio n regulation s an d volatilit yregulations . The yplac e responsibilit yfo r complying wit hth e standard s fo r sulfu r percentag e an d cetan e index a t al l level s i n th e distributio n chain . Thi s include s th e vicariou s liabilit yo f upstreampartie s fo r violation s foun

d a t downstreamfacilitie s ove r whic hthe y ca n exercis e some control .

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-P.7 8 Phillip s believe s tha t thes e regulation s plac e a heavie r burde n o n th e industr ytha n th e lea d o r RV P regulations , particularl ywher e th e downstrea mdistributor s o r unbrande d retailer s ar e concerned . However , thes e industr ypartie s ar e th e identica l partie s ove r whic hth e RV P regulation s currentl yimpos e th e sam e scheme . Ther e i s n o evidenc e tha t th e diese l fue l progra mwil l involv e any differen t aspect s o f contro l whic hwoul d necessitat e th e Agenc yt o conside r a differen t scheme . Th e availabilit yo f a n oversigh t progra ma s par t o f a defens e agains t presumptiv e an d vicariou s liabilit yi s necessar yt o encourag e th e industr yt o ensur e tha t diese l fue l wil l compl ya t al l level s an d th e consume r wil l ge t th e fue l needed .

SIGMA , PMAA; - -and-

- th e Small - Busines s Administratio n believ e tha t EPA' s proposa l wil l requir e th e testin g o f eac h shipmen t o f fue l b ycarrier s o r distributors . EP A agree s tha t suc htestin g woul d impos e a significan t expens e an d tim e dela yo n thes e parties . However , ther e i s n o requiremen t i n th e regulation s whic himpose s suc ha testin g scheme . I f a part ysubjec t t o vicariou s liabilit ywishe s t o us e a defens e t o an yviolation , som e oversigh t progra m wil l b e necessary . However , th e specifi c natur e o f th e oversigh t progra mo r th e frequenc yo f an ysamplin g i s no t defined . Thes e parameter s ar e t o b e determine d b yth e

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-P.7 9

part yinvolved , bu t theyshoul d b e sufficien t t o allowtru e qualit ycontrol . Testing a s par t o f an oversigh t progra m require s refiner s an

d importer s t o us e th e ASTM standar d tes t metho d D-262 2 i n th e propose d regulations . A s alread ystated , EPA wil l allowth e us e o f ASTM tes t metho d D-429 4 result s fo r an oversigh t programdefens e b yal l partie s covere d b y thes e regulations .

A s par t o f an oversigh t program , thes e ar e n o reguirement s tha t an ypart yhol d th e produc t unti l tes t result s ar e available . I f tes t result s reveale d th e presenc e o f noncomplyin g produc t i t woul d b e necessaryt o attemp t t o retriev e th e fue l o r diver t i t t o an off-highway use . I t i s possibl e tha t th e paperwor k an d invoice s whic h currentl yar e associate d wit hdiese l fue l distributio n wil l b e sufficien t t o trac k th e flo wo f fue l throughth e chain . Thi s paperwor k trai l ca n als o b e use d b yupstrea

mpartie s t o specif yth e fue l gualit yo f deliverie s t o downstream parties .

EPAbelieve s tha t ther e wil l b e economi c incentive s t o attemp t t o us e off-highwayfue l fo r on-highwaymarkets . Man ywholesal e purchaser-consumer s wil l b e tempte d b yth e expecte d pric e differentia l t o switc h on - an d off-highway

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fue l fo r immediat e economi c gain . Onl yth e potentia l o f enforcemen t actio n a t al l point s i n th e distributio n chai n wil l provid e th e necessarydeterrence . Th e Agenc yexpect s t o implemen t a comprehensiv e enforcemen t progra msimila r t o thos e currentl yuse d i n th e leade d fue l an d RVP programs . I t i s no t anticipate d tha t thes e program s wil l prov e t o b e to o comple x fo r effectiv e enforcemen t actio n t o occur . Therefore , th e enforcemen t provision s outline d i n th e propose d rul e wil l b e retaine d fo r thi s Fina l Rule , including th e presumptiv e an d vicariou s liabilit y provisions .

Issue : Dyein g o f Importe d Canadia n Fue l

EPApropose d tha t an yundye d diese l fue l woul d b e considere d on-highwayfue l whil e off-highwayfue l woul d b e dye d wit ha blu e dye . Some independen t marketer s impor t off-highwaydiese l fue l fromCanad a whic h ha s alread ybee n dye d red .

Summaryo f th e Comment s

Th e Societ yo f Independen t Gasolin e Marketer s o f Americ a (SIGMA ) wa s concerne d wit h EPA' s requirement s tha t off-highwaydiese l fue l b e dye d blue . Thi s concer n aros e fromth e fac t tha t off-highwaydiese l fue l importe d from

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Canad a wil l b e dye d red . Likewise , man yindependen t marketer s impor t heatin g oi l whic hi s undye d o r clear . Th e undye d fue l coul d b e confuse d b yU.S . Custom s Servic e agent s a s "moto r fuel " a t a highe r dut yrate . Analysi s o f th e Comment s

An yimporte d diese l fue l intende d fo r off-highwayus e wil l hav e t o b e dye d wit hth e blu e dy e specifie d i n today' s regulations . Apparently , th e re d dy e whic hi s adde d t o off-highwaydiese l fue l i n Canad a i s adde d a t th e termina l prio r t o shipping . Therefore , fue l destine d fo r importatio n t o th e Unite d State s can hav e th e re d dy e omitte d a t th e shipping point . Importer s o f heatin g oi l whic hi s undye d wil l hav e t o ad d blu e dy e t o th e fue l a t th e poin t an

d tim e o f importation , regardles s o f th e source . Otherwise , th e fue l woul d b e considere d t o b e on-highwayfue l subjec t t o th e on-highwayfue l standards .

Issue : Testin g Variabilit yfo r Complianc e

EPApropose d a sulfu r standar d o f 0.0 5 weigh t percen t an d propose d ASTM tes t metho d D-262 2 fo r enforcemen t testing . Du e t o tes t variabilit yan d th e fac t tha t EPAdi d no t identif ya tes t toleranc e leve l agains t th e standard , manufacturer s wil l hav e t o produc e belo wth e standard .

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Summaryo f th e Comment s

Th e America n Petroleu mInstitut e (API) , Phillips , an d Amoc o al l raise d concern s tha t th e sulfu r standard o f 0.0 5 weigh t percen t doe s no t tak e tes t metho d variabilit yint o accoun t fo r complianc e purposes . Th e Rock yMountai n Oi l an d Ga s Associatio n (RMOGA ) als o expresse d concer n tha t n o fue l tes t toleranc e limit s ar e establishe d i n th e propose d regulations . Conoc o an d Phillip s bot hpointe d ou t tha t th e reproducabilit yo f th e ASTM tes t metho d D-262 2 i s 0.00 8 weigh t percen t a t th e 9 5 percen t confidenc e limit . Thi s fac t woul d effectivel yrequir e refiner s t o mee t a 0.04 2 weigh t percen t standar d fo r sulfu r a t al l time s i f the y woul d expec t t o alway s tes t belo w0.0 5 weigh t percent . API , Amoc o an

d RMOG Aagree d tha t thi s wil l requir e lowe r en d "stacking " o f margin s an d wil l requir e blendin g belo w th e standard , whic hcoul d b e a seriou s an d costl y disadvantag e t o th e manufacture r an d an additiona l cos t t o th e consumer . RMOG Apointe d ou t tha t eve n greate r margin s woul d b e require d fo r downstrea mcomplianc e du e t o vicariou s liability .

Conoc o state d tha t thi s woul d actuall yresul t i n a twent ypercen t penalt ybelo wth e standard , whic h i s sever e an d no t supporte d b yengin e manufacturers ' reguirements . Th e resultan t 0.0 4 weigh t percen t sulfu r maximu mthu s

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neede d t o sho wcomplianc e i s outsid e th e agreemen t reache d b yth e concerne d industries . Amoc o state d tha t man y refiner s wil l us e les s expensiv e instrument s whic h wil l hav e precisio n an d reproducibilit yinferio r t o tha t reguire d b

yASTM tes t metho d D-2622 . Th e fina l regulation s therefor e neede d a statemen t t o establis ha confidenc e leve l s o refiner s coul d establis hqualit ycontro l specifications . AP I suggeste d tha t refiner s o r supplier s substantiate , through recor d keeping , tha t eac h blend teste d i s les s tha n th e EPAstandard , an d i n addition , th e averag e o f al l blend s wa s belo wth e standar d b yth e tes t complianc e margin . AP I believe d thi s woul d b e a reasonabl e an d effectiv e basi s fo r compliance . Analysi s o f th e Comment s

Th e Agenc yrecognize s tha t tes t variabilit yexist s wit hth e ASTM tes t metho d D-2622 . Th e issu e o f wha t enforcemen t toleranc e shoul d b e allowe d whe n usin g thes e method s wil l b e addresse d i n a manne r consisten t wit hothe r mobil e sourc e relate d standards . Th e diese l fue l refiner s an d othe r regulate d partie s wil l b e expecte d t o mee t th e applicabl e sulfur an d cetan e limit s a s establishe d b yth e regulations . The ymus t tak e tes t variabilit yint o accoun t i n producing an

d marketin g diese l fue l an d canno t rel yo n th e Agenc yt o automaticall yprovid e an enforcemen t

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toleranc e i n additio n t o th e absolut e standard s establishe d fo r sulfur o r cetan e limits . Fo r example , i f th e sulfu r conten t o f moto r vehicl e diese l fue l wer e foun d t o contai n 0.0 6 weigh t percen t sulfur , thi s woul d b e considere d a violatio n o f th e regulatorystandar d tha t coul d subjec t liabl e partie s t o enforcemen t action .

Issue : Enforcemen t fo r Misfuelin g

EP Apropose d an enforcemen t scheme whic hwoul d requir e tha t al l partie s i n th e distributio n chai n compl ywit hth e diese l fue l standard s fo r sulfu r weigh t percen t an d cetan e index . No t explicitl yinclude d wer e person s wh o ma y misfue l b

yusing noncomplying fue l i n thei r equipmen t designe d t o operat e o n complying fuel .

Summaryo f th e Comment s

Th e America n Petroleu mInstitut e (API) , th e Rock y Mountai n Oi l an

d Ga s Associatio n (RMOGA) , an d th e Nationa l Petroleu

mRefiner s Associatio n (NPRA ) al l believe d tha t enforcemen t o f th e fue l standard s shoul d focu s o n potentia l misfuelers . NPR

Awa s disappointe d tha t EP Adi d no t includ e i n th e propose d rul e an yenforcemen t mechanism s fo r reducing intentiona l misfueling . The ypointe d ou t tha t EP A di d no t addres s wha t enforcemen t actio n i t plan s t o tak e

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whe n a part ypurposel yintroduce s noncomplying dye d materia l int o highwayvehicles .

API , RMOG

Aan d NPR Aal l believ e tha t dyein g o f noncomplying materia l by.fue l supplier s couple d wit hstric t enforcemen t actio n b yEP Aagains t misfueler s woul d b e ver y effectiv e t o ensur e th e benefit s o f th e programar e realized . NPR

Astate s tha t stric t enforcemen t agains t end-use r misfuelin g coul d als o reduc e th e los s o f federa l tax revenues . Analysi s o f th e Comment s

Th e propose d regulation s establishe d an enforcemen t scheme whic hinclude s al l partie s i n th e distributio n chain . Simila r t o othe r fue l regulation s enforce d b yEPA , th e individua l wh o misfuel s thei r ow n vehicl e i s no t specificall ycovere d b ythi s proposal . Th e curren t languag e i n th e Clea n Ai r Ac t (Act ) doe s no t cove r individual s a s partie s t o who mthes e prohibition s apply . However , thos e partie s wh o d o thei r ow n fueling wh o ar e flee t operator s o r person s i n th e busines s o f servicing o r leasing moto r vehicle s o r moto r vehicl e engine s (whic h woul d includ e nearl yal l heavy-dut yoperation ) woul d b e covere d byth e tampering prohibitio n containe d i n Sectio n 203(a)(3 ) o f th e Act .

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-I n th e term s o f Sectio n 203(a)(3) , th e introductio n o f

noncomplying fue l ma yrende r inoperativ e thos e specifi c device s o r element s o f desig n fo r whic h complying fue l i s reguired . Thi s constitute s tampering an d i s a violatio n o f th e Ac t fo r whic hth e Agenc ydoe s pursu e enforcement . I f instance s aris e wher e misfuelin g i s occurring wher e th e part ydoing th e misfuelin g i s a covere d part yunde r Sectio n 203(a)(3) , th e Agenc ymayundertak e enforcemen t action .

Issue : Applicabilit yt o Hawai i an d Pacifi c Territorie s A s proposed , th e diese l fue l reguirement s woul d hav e applie d t o th e 5 0 states , th e Distric t o f Columbi a an d U. S Territories . N o consideratio n wa s give n t o th e possibilit y o f exempting an

yregion s fro

mth e rul e i n eithe r th e NPRM o r i n th e draf t regulatoryimpac t analysis . Th e America n Samo a governmen t an d Pacifi c Resources , Inc . hav e raise d th e issu e o f a possibl e exemptio n fo r Hawai i an d th e Pacifi c territories .

Summaryo f Comment s
Pacifi c Resources , Inc . an d th e America n Samo a governmen t hav e requeste d tha t Hawai i an d th e Pacifi c territorie s b e exempte d fromth e rule . The yargu e tha t thes e island s ar e attainmen t area s fo r particulat e matte r

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an d ar e likel yt o remai n s o du e t o geographi c isolatio n an d naturall yoccurring trad e winds . Furthermore , th e regio n use s verylittl e on-highwaydiese l fuel , wit hHawai i consuming onl yapproximatel y1,00 0 barrel s pe r dayo f on-highwaydiese l fue l (7 % o f th e dail yconsumptio n o f diese l fuel ) an

d abou t 4,50 0 barrel s pe r yea r o f on-highway diese l fue l bein g use d i n America n Samo a (0.5 % o f th e annua l consumptio n o f diese l fuel) . Th e commenter s argue d tha t exemptio n o f thes e area s woul d no t impac t th e remainde r o f th e countrydu e t o geographi c isolation . Furthermore , America n Samo a ha s n o indigenou s productio n o f diese l fuel , relying solel yo n import s fo r fuel . Forty-fiv e percen t o f th e fue l i s importe d fromPacifi c Resources , Inc . an d th e remaining fifty-fiv e percen t i s importe d fro

mthre e companie s i n Singapore . Th e America n Samo a governmen t believe s availabilit yo f low-sulfu r fue l fro mSingapor e i s unlikel yan d th e government , whic h i s th e sol e owne r o f fue l storing tankage , ha s facilitie s fo r storing onl yon e grad e o f fue l withou t goo d prospect s fo r being abl e t o ad

d additiona l storage . Analysi s o f Comment s
Whil e recognizing th e attainmen t statu s o f thes e area s an d potentia l difficultie s i n complying , th e Agenc y believe s i t i s necessaryt o includ e themi n th e Fina l

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-Rule . Aprimaryreaso n fo r promulgatin g th e . rul e i s t o provid e low-sulfu r fue l necessaryfo r th e prope r operatio n o f 199 4 an

d late r diese l vehicles . Withou t low-sulfu r fuel , emissio n contro l equipmen t o n thes e vehicle s coul d b e rendere d permanentl yinoperative . Sinc e vehicle s wit h advance d technologywil l b e operating , i n Hawai i an d th e Pacifi c territorie s i n th e future , low-sulfu r fue l mus t b e mad e available . Therefore , th e origina l scop e o f th e proposa l i s retaine d fo r thi s Fina l Rule .

III . Descriptio n o f th e Fina l Rul e
Thi s sectio n summarize s th e contro l measure s containe d i n today' s fina l rule . Th e detaile d requirement s ma yb e foun d i n thei r entiret yi n th e regulation s publishe d wit h today' s fina l rule .

A . Commercia l Fue l Requirement s

1 . Standard s

Afte r Septembe r 30 , 1993 , al l diese l fue l sold , supplied , offere d fo r sal e o r supply , dispensed , o r transporte d i n an ystat e fo r us e i n on-highwaydiese l vehicle s shal l contai n n o mor e tha n 0.0 5 percen t sulfu r b y weight , an

d shal l hav e eithe r a minimu mcetan e inde x o f 4 0 o r a maximu

maromatic s conten t o f 3 5 percen t byvolume .

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Th e onl yexceptio n t o thes e requirement s i s a tw o yea r extensio n o f th e effectiv e date , wit h variou s interi m restrictions , applicabl e t o qualifyin g smal l domesti c refiners . Unde r thi s extensio n an yfue l produce d b

ysmal l refiner s fo r on-highwayus e i s require d t o hav e a sulfu r conten t o f 0.2 5 weigh t percen t o r les s afte r Septembe r 30 , 1993 , 0.1 0 weigh t percen t o r les s afte r Septembe r 30 , 1994 , an d 0.0 5 weigh t percen t o r les s afte r Septembe r 30 , 1995 . An yfue l o f sulfu r conten t greate r tha n 0.0 5 weigh t percen t produce d unde r thi s extensio n mus t b e dye d an d segregate d fro mfue l wit ha sulfu r conten t o f 0.0 5 weigh t percen t o r less , a s describe d earlie r i n Sectio n I I - Publi c Participation .
2 . Enforcemen t Provision s

a . Overal l Enforcemen t Scheme . Al l partie s i n th e distributio n networ k ar e covere d b ythes e regulations , including refiners , importers , distributors , carriers , resellers , retai l an d wholesal e purchaser-consumers . An y diese l fue l fo r us e i n moto r vehicle s mus t compl ywit hth e th e applicabl e standard s whe n introduce d int o commerce , sold , offere d fo r sale , supplied , offere d fo r supply , dispensed , o r transported . Onc e diese l fue l ha s bee n introduce d int o th e distributio n network , th e fue l mus t compl ywit hthes e standard s a t al l point s up t o an d

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including th e time i t leave s th e pump . Additionally , unde r EPA' s antitampering provisions , an yflee t operato r o r othe r part ysubjec t t o th e requirement s o f Sectio n 203(a)(3 ) o f th e Clean

- Ai r Ac t wh o misfuele d an yheavy-dut ydiese l vehicl e wit h non-on-highwaydiese l fuel , o r an yheavy-dut y diese l vehicl e equippe d wit h a 199 4 o r late r mode l yea r diese l engin e wit hfue l produce d unde r th e smal l refine r extension , woul d b e liabl e fo r prosecution .
Th e regulation s defin e cetane , cetan e index , diese l fuel , sulfu r percentage , refinery , retai l outlet , distributor , reseller , wholesal e purchaser-consumer , importer , carrier , aromati c content , smal l refinery , an d exempte d on-highwaydiese l fuel . The yals o contai n specia l provision s governin g th e productio n an d sal e o f fue l unde r th e smal l refine r extension . Referenc e method s fo r determining cetan e index , sulfu r percentag e an d aromatic s conten t ar e als o included . Thi s Fina l Rul e als o set s fort hregulation s establishing presumption s o f liabilit yfo r partie s foun d wit hnoncomplyin g fuel . Ther e i s als o a presumptiv e an d vicariou s liabilit yprovisio n whic hhold s certai n upstream partie s i n th e distributio n networ k responsibl e fo r violation s a t downstreamfacilitie s ove r whic hthe ycoul d hav e exercise d some control . Defense s t o presumptiv e an d vicariou s liabilit yar e include d i n th e regulations .

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Finally , thi s Fina l ..Rule include s a vehicl e labeling provision . Unde r thi s provision , an ydiese l vehicl e produce d fo r on-highwayus e i n mode l yea r 199 4 o r late r i s require d t o b e clearl ylabele d wit h nonremovabl e label s bearing th e word s "low-sulfu r diese l fue l only " a t bot hth e fille r pip e are a an d o n th e dashboard .
b . Sampling Methodology . Th e sampling methodology i s se t fort hi n Appendi x G . Th e sampling procedure s includ e nozzl e sampling , bottl e sampling , tap sampling , an d manua l lin e sampling , Th e purpos e o f th e sampling methodologyi s t o assur e tha t th e sampl e take n i s tru e an d unaltere d an

d i s representativ e o f th e diese l fue l bein g tested .

c . Testing Methodologies . Fou r testing methodologie s ar e include d i n thi s Fina l Rule . Th e firs t one , AST M standar d tes t metho d D 2622-87 , determine s th e percentag e o f sulfu r i n th e diese l fue l b ymean s o f X-ray spectrometry . Th e secon d test , ASTM standar d tes t metho d D 4294-83 , determine s th e percentage , o f sulfu r i n th e diese l fue l b

ymean s o f nondispersiv e x-ra yfluorescenc e spectrometry . Th e thir d test , ASTM standar d metho d D 976-80 , i s a metho d fo r estimatin g th e AST M cetan e inde x o f th e diese l fue l fro mth e AP I gravit yan d mid-boilin g point . Finally , ASTM standar d tes t metho d D 1319-8 8 i s

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-provide d fo r us e i n determinin g fue l aromati c content .

Whil e th e first , thir d an d fourt h method s ar e identifie d a s th e referenc e method s t o b e use d b yEPAi n it s enforcemen t testing programs , th e regulation s provid e fo r us e o f th e secon d tes t metho d fo r sulfu r byregulate d partie s upo n sufficien t showing o f equivalence .
Th e issu e o f wha t enforcemen t toleranc e shoul d b e allowe d whe n usin g thes e tes t method s wil l b e addresse d i n a manne r consisten t wit hothe r mobil e sourc e relate d standards . Th e diese l fue l refiner s an d othe r regulate d partie s wil l b e expecte d t o mee t th e applicabl e sulfu r an d cetan e limit s a s establishe d byth e regulations . The ymus t tak e tes t variabilit yint o accoun t i n producin g an d marketin g diese l fue l an d canno t rel yo n th e Agenc yt o automaticall yprovid e an enforcemen t toleranc e i n additio n t o th e absolut e standard s establishe d fo r sulfur o r cetan e limits . Fo r example , i f th e sulfu r conten t o f moto r vehicl e diese l fue l wer e foun d t o contai n 0.0 6 weigh t percen t sulfur , thi s woul d b e considere d a violatio n o f th e regulatorystandar d tha t coul d subjec t liabl e partie s t o enforcemen t action .
d . Liabilit yProvisions . Th e liabilit yprovision s (4 0 CF R 80.30 ) ar e patterne d afte r th e liabilit yscheme use d i n th e Agency' s lead contaminatio n regulations , a t 4 0

-91

-CF R 80.2 3 an d ar e almos t identica l t o th e volatilit y regulations , a t 4 0 CF R 80.27 . On e o f th e mai n feature s o f thes e provision s i s th e presumptio n o f liabilit ywher e regulate d partie s ar e foun d offering fo r sale , supplying , o r transportin g diese l fue l whic h fail s t o mee t th e requirement s fo r sulfu r percentag e o r cetan e index . I t i s th e responsibilit yo f eac h regulate d part yt o monito r th e diese l fue l whic hi s bein g offere d fo r sale , supplie d o r transporte d t o verif ytha t th e fue l complie s wit hstandards .
Anothe r importan t featur e o f th e diese l fue l enforcemen t provision s i s th e inclusio n o f vicariou s liabilit yprovisions , muc hlik e thos e use d successfull yi n th e lead contaminatio n regulation s an d recentl ypromulgate d i n th e volatilit yregulations . Vicariou s liabilit ymean s tha t partie s upstreamfromth e sit e o f th e violatio n ca n b e hel d responsibl e fo r violation s foun d a t downstream facilitie s ove r whic h the yca n exercis e some control . Th e propose d regulation s wil l als o extend vicariou s liabilit y fo r violation s a t nonbrande d retai l outlet s an d wholesal e purchaser-consumer s t o refiner s an d importers . Thi s chang e frompreviou s scheme s place s al l partie s o n th e same leve l i n term s o f oversigh t fo r assuring produc t quality . Year s o f enforcemen t experienc e wit hth e gasolin e regulation s hav e show

n tha t a fa r large r percentag e o f violation s occu r a t nonbrande d facilities .

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Defense s t o vicariou s liabilit yar e se t fort h i n th e regulations . Basically , an upstreampart yca n avoi d vicariou s liabilit yi f tha t part yca n sho wtha t th e violatio n wa s cause d b yaction s o f someon e othe r tha n tha t party' s employee s o r agents . Fo r th e purpos e o f thes e regulations , carrier s wil l b e presume d t o b e th e agent s o f distributor s an

d ar e als o presumptivel yliable . Th e specifi c evidenc e require d t o suppor t thi s defens e varie s dependin g o n whic hpart yi s raising th e defense , bu t i n genera l a part ymus t sho wproo f o f some kind o f oversigh t program , suc ha s record s o f testin g o f th e diese l fue l o r a contractua l obligatio n betwee n th e upstreaman d th e downstreampartie s involved .
Whe n thi s rul e wa s propose d o n Augus t 24 , 1989 , carriers , distributor s an d reseller s wer e require d a s par t o f th e affirmativ e defens e t o sho wbill s o f lading , invoices , deliverytickets , loading ticket s o r othe r document s fromth e refine r o r importe r whic h represente d tha t th e fue l wa s i n complianc e wit h on-highwaydiese l fue l standards . Thi s provisio n ha s no t bee n include d i n th e fina l rule . I n Nationa l Tank Truc k Carrier s Inc . v . Unite d State s Environmenta l Protectio n Agenc yan d WilliamK . Reilly , Administrator , (D.C . Cir . Jun e 26 , 1990) , th e U.S . Cour t o f Appeal s fo r th e Distric t o f Columbi a Circui t struc k down an identica l provisio n i n th e Volatilit y

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Regulation s fo r Gasolin e an d Alcoho l Blend s Sol d i n Calenda r Year s 198 9 an d Beyond , 5 4 Fed . Reg . 11,86 8 (1989) . Th e cour t hel d tha t EP Aha d no t adequatel y explaine d th e reaso n wh ycarrier s ha d "t o produc e documentatio n from th e shipper s attesting t o th e lawfulnes s o f eac hshipmen t eve n though th e regulation s d o no t impos e a correspondin g obligatio n o n shipper s tha t the yprovid e th e carrier s wit hsuc hdocumentation. " Th e cour t remande d th e cas e t o EP At o conside r furthe r action . Th e provisio n i n th e propose d regulatio n tha t impose d thi s requiremen t ha s bee n delete d from th e fina l rule . Amon g th e option s th e Agenc yi s considerin g i s adding a ne wprovisio n t o th e rul e whic hwoul d reguir e shipper s a s wel l a s carrier s t o maintai n an

d provid e th e necessarydocumentation .
3 . Smal l Refine r Provision s

Atwo-yea r extensio n fo r smal l refiners , whic h include s interi msulfu r leve l caps , i s include d i n today' s Fina l Rule . Qualifyin g U.S . domesti c smal l refiner s ar e required , fo r an

yon-highwaydiese l fue l the yproduce , t o no t excee d 0.2 5 weigh t percen t sulfu r beginnin g Octobe r 1 , 1993 , 0.1 0 weigh t percen t sulfu r beginnin g Octobe r 1 , 1994 , an d 0.0 5 weigh t percen t sulfu r beginnin g Octobe r 1 , 1995 . I n addition , an yon-highwaydiese l fue l produce d unde r thi s extensio n mus t b e segregate d fromothe r on-highwaydiese l fuel . T o provid e fo r effectiv e

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segregation , th e regulation s cal l fo r dyein g o f th e fuel , dispensing fromseparat e pump s (an d separat e island s wher e mor e tha n on e islan d i s use d fo r diese l fuel ) an d th e prominen t labeling o f pump s an d islands . The yals o requir e an yretaile r selling fue l unde r th e extensio n provision s t o als o sel l on-highwayfue l wit ha sulfu r conten t o f 0.0 5 weigh t percen t o r less .

T o b e eligibl e fo r thi s extension , smal l refinerie s mus t mee t certai n limitation s fo r refine r an d refinery capacity , mus t demonstrat e a commitmen t t o compl ywit hth e 0.0 5 weigh t percen t limi t b yth e en

d o f th e extensio n period , an

d wil l b e limite d a s t o th e maximu mamoun t o f on-highwayfue l produceabl e unde r th e extension .
Smal l refinerycapacit ylimitation s ar e a s follows . First , th e refineryi n questio n mus t hav e a crud e oi l o r bon a fid e feedstoc k capacit yo f 50,00 0 barrel s pe r dayo r less . Second , th e refinerymus t b e owne d o r controlle d b y a refine r wit ha tota l combine d crud e oi l o r bon a fid e feedstoc k capacit yo f 137,50 0 barrel s pe r dayo r less . Thes e capacitie s ar e t o b e measure d i n term s o f th e averag e o f th e actua l dail ycrud e oi l o r bon a fid e feedstoc k us e during th e perio d January1 , 198 8 through Decembe r 31 , 1989 , calculate d a s barrels " pe r calenda r day . Furthermore , onl yrefinerie s locate d i n a State , th e Distric t o f

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Columbia , th e Commonwealt ho f Puert o Rico , th e Virgi n Islands , Guam , America n Samo a o r th e Commonwealt ho f th e Norther n Marian a Island s ar e eligibl e fo r a n extension . Refine r capacit yrelativ e t o th e 137,50 0 barrel s pe r dayo r les s limi t refer s t o worldwid e capacit yowne d o r controlle d b ytha t refiner . Participatin g smal l refiner s wil l als o b e require d t o demonstrat e b

yJul y1 , 199 3 a commitmen t t o produc e diese l fue l meetin g th e 0.0 5 weigh t percen t limi t b yOctobe r l , 1995 . Thi s demonstratio n wil l requir e copie s o f contract s entere d int o fo r desig n an d constructio n o f th e necessar y equipmen t an

d copie s o f approve d permit s t o construc t th e equipment . Additionally , t o qualif yfo r th e second yea r o f th e extension , smal l refiner s mus t submi t evidenc e b yJul y 1 , 199 4 demonstratin g tha t on-sit e constructio n ha s begun . Lastly , th e amoun t o f fue l sol d unde r thi s extensio n b yeac hqualifying smal l refine r wil l b e limite d t o n o mor e tha n th e averag e o f it s annua l productio n o f on-highway fue l durin g th e perio d Octobe r 1 , 198 9 t o Septembe r 30 , 1990 . On-highwayfue l productio n wil l b e estimate d from amount s reporte d a s on-highwaydiese l fue l fo r Federa l excis e ta x purposes . Thi s amoun t ca n includ e fuel s fo r whic hth e refineryreporte d th e sale s a s wel l a s a portio n o f th e fue l sol d throughlicense d re-sellers . Th e

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on-highwayportio n o f th e fuel s sol d throug hlicense d re-seller s mayb e assume d t o b e th e same a s th e averag e on-highwayfractio n o f sale s reporte d b ytha t customer , unles s suitabl e evidence , acceptabl e t o th e Administrator , indicate s otherwise .

B . Fue l Specification s fo r Vehicl e Certificatio n an d Othe r Complianc e Testin g Certificatio n fue l use d fo r 1991-199 3 mode l yea r engine s shal l contai n 0.1 0 sulfu r percentag e b yweigh t ( ± 0.0 2 weigh t percent) . Beginnin g wit hth e 199 4 mode l year , certificatio n fue l shal l hav e a sulfu r conten t ranging fro

m0.0 3 t o 0.0 5 sulfu r percentag e b yweigh t an

d a minimu mcetan e inde x o f 40 . Al l othe r complianc e testin g (e.g. , recall , selectiv e enforcemen t audits ) wil l b e conducte d usin g tes t fuel s meetin g th e same sulfu r specification s a s th e tes t fue l use d i n certifyin g th e particula r mode l yea r vehicl e bein g tested . Tha t is , 1991-199 3 mode l yea r engine s woul d b e teste d wit hfue l containing 0.1 0 sulfu r percentag e b yweigh t ( + 0.0 2 weigh t percent ) an

d 199 4 an

d late r mode l yea r engine s woul d b e teste d wit hfue l havin g a sulfu r conten t ranging from0.0 3 t o 0.0 5 sulfu r percentag e b yweigh t an

d a minimu

mcetan e inde x o f 40 .

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I n general , propertie s specifie d fo r fuel s use d i n emission s testin g ar e intende d t o b e representativ e o f th e propertie s o f fuel s commerciall yavailabl e an d in-us e durin g th e tim e perio d o f th e testing . Th e onl yexceptio n t o thi s i s th e sulfu r leve l specifie d fo r 1991-9 3 tes t fuels , whic hi s selecte d t o represen t th e averag e sulfu r conten t o f fuel s use d ove r th e lifetime s o f engine s manufacture d durin g thes e years . Thi s rul e als o clarifie s th e fac t tha t th e commercia l grad e o f fue l (i.e. , "Typ e 1-D " o r "Typ e 2-D" ) use d fo r emission s testin g shal l b e th e grad e whic hwil l b e th e predominan t fue l burne d i n actua l us e o f th e engin e family . Th e regulation s establis h a presumptio n tha t thi s grad e wil l b e Typ e 2- D diese l fuel . Typ e 1-D diese l fue l ma yb e substitute d provide d th e manufacture r ha s submitte d evidenc e t o th e Administrato r sufficien t t o establis h tha t suc hfue l wil l b e th e predominan t fue l in-us e fo r tha t engin e family . Evidenc e coul d includ e suc hthing s a s copie s o f execute d contract s fromcustomer s indicating th e inten t t o purchas e an d us e Typ e l-D diese l fue l a s th e primaryfuel .

Tw o othe r mino r change s ar e include d i n th e tes t fue l specification s t o correc t error s i n th e proposal . Th e firs t add s a minimu m cetan e inde x specificatio n o f 4 0 t o 199 4 an d late r servic e accumulatio n fuels . Thi s valu e wa s inadvertentl yomitte d fromth e proposal . Th e secon d chang e

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correct s th e cetan e inde x rang e fo r 199 4 an d late r Typ e 1-D diese l tes t fue l t o rea d 40-54 . Du e t o a typographica l erro r th e propose d rang e wa s liste d a s 40-42 .

IV . RegulatoryFlexibilit yAnalysi s
Sectio n 60 5 o f th e RegulatoryFlexibilit yAc t require s EP At o performan analysi s o f th e impac t o f regulation s o n smal l entitie s whe n a significan t impac t o n a substantia l numbe r o f suc hentitie s woul d occur . Base d o n it s analysi s o f th e comment s receive d EP Aha s conclude d that , a s originall yproposed , thi s rul e coul d hav e ha d significan t impact s o n smal l refiners , an d thu s ha s include d a limite d two-yea r extensio n i n th e Fina l Rul e t o eas e th e regulatory burde n o n thes e smal l entities . EP Abelieve s tha t wit h thi s extensio n th e potentia l advers e impac t o n smal l refiner s i s effectivel ymitigated . Aful l discussio n o f th e smal l refine r issu e i s include d i n th e Publi c Participatio n sectio n o f thi s Preamble .

I n respons e t o comment s o n it s proposa l fromsmal l marketers , EP Aha s als o conducte d a RegulatoryFlexibilit y Analysi s o f th e potentia l impact s o n smal l marketers.[5 ]

[5 ] Impact s o f Fue l Desulfurizatio n o n Distillat e Marketers , Marc h 13 , 1990 , IC F Incorporated .

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A s discusse d i n mor e detai l earlie r i n thi s Preamble , th e smal l markete r Analysi s foun d tha t th e cos t an d competitiv e impact s o f thi s Actio n o n smal l marketer s woul d generall y b e smal l an

d tha t al l bu t th e financiall yweakes t firm s woul d b e abl e t o handl e th e extr a grad e o f fue l resultin g fro mthi s rule .

V . Administrativ e Designatio n an d Regulator yAnalysi s

Th e Administrato r ha s determine d tha t thi s actio n wil l constitut e a majo r regulatio n and , therefore , i s subjec t t o th e reguiremen t tha t a Regulator yImpac t Analysi s b e prepared . I n suppor t o f th e NPRM a Draf t Regulator yImpac t Analysi s wa s prepare d whic h include d detaile d assessment s o f th e estimate d economi c an d environmenta l impact s o f th e propose d regulations , a s wel l a s thorough analyse s o f th e technologica l feasibilit yo f th e propose d emissio n standard s an

d othe r regulatoryprovision s an d th e alternative s tha t wer e considere d i n th e developmen t o f th e NPRM . Sinc e th e regulation s i n today' s fina l rul e ar e largel yth e same a s propose d i n th e NPRM , an d sinc e littl e substantiv e commen t wa s receive d o n th e analyse s containe d i n th e Draf t Regulator yImpac t Analysis , th e Agenc yha s conducte d n o furthe r analyse s o f th e cost s an d benefit s o f today' s Fina l Rule . Th e onl ychang e fo r th e fina l RegulatoryImpac t Analysi s involve s th e deletion , note d

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earlie r i n thi s preamble , o f th e cance r ris k assessmen t whic hwa s foun

d t o contai n significan t errors .
Th e RegulatoryImpac t Analysi s ha s bee n place d i n th e publi c docke t reference d a t th e beginnin g o f today' s notice . I n addition , intereste d partie s mayobtai n singl e copie s througha writte n reques t t o th e publi c contac t liste d previously . Thi s regulatio n wa s submitte d t o th e Offic e o f Managemen t an

d Budge t (OMB ) fo r revie wa s require d by Executiv e Orde r 12291 . An ywritte n comment s fromOMB an d an yEP Arespons e t o thos e comment s ar e i n th e publi c docke t fo r thi s rulemaking .

VI . Reportin g an

d Recordkeepin g Requirement s

Th e informatio n collectio n requirement s containe d i n thi s fina l rul e hav e bee n approve d b yth e Offic e o f Managemen t an

d Budge t (OMB ) unde r th e Paperwor k Reductio n Ac t o f 1980 , 4 4 U.S.C . 350 1 e t seq. , an d hav e bee n assigne d OMB Contro l Numbe r 2060-0200 . Th e publi c reportin g requirement s o f thi s rul e wil l affec t smal l refiner s applyin g fo r benefit s unde r th e smal l refine r provisions . Th e publi c reporting burde n fo r thi s collectio n i s estimate d t o b e 73 7 hour s pe r response ,

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including tim e fo r reviewing instruction s an d completin g an d reviewing th e collectio n o f information .
Send comment s regarding th e burde n estimat e o r an y othe r aspec t o f thi s collectio n o f information , including suggestion s fo r reducin g thi s burden , to :

Chief , Informatio n Polic yBranc h PM-223 , U.S . Environmenta l Protectio n Agenc y 40 1 M Street , S.W. ; Washington , D.C . 2046 0

an d t o the :
Offic e o f Informatio n an d RegulatoryAffair s Offic e o f Managemen t an d Budge t Washington , D.C , 2050 3 "Attentio n Des k Office r fo r EPA. "

VII . StatutoryAuthorit y
Authorit yfo r th e action s include d i n today' s fina l rul e i s grante d t o EPAb ysection s 114 , 202 , 206 , 207 , 208 , 211 , an d 30 1 o f th e Clea n Ai r Ac t (4 2 U.S.C . 7414 , 7521 , 7525 , 7541 , 7542 , 7545 , an d 7601) .

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VIII . Lis t o f Subject s

4 0 CF R Par t 8 0

Fue l additives , Diese l fuel , Incorporatio n by reference , Moto r vehicl e pollution , Penalties , Reportin g an d recordkeepin g requirements .
4 0 CF R Par t 8 6

Administrativ e practic e an d procedures , Ai r pollutio n control , Diese l fuel , Moto r vehicles , Labeling , Moto r vehicl e pollution , Reportin g an d recordkeeping requirements .

DATE : Administrato r

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-P. 6

Fo r th e reason s se t ou t i n th e preamble , Part s 8 0 an d 8 6 o f Titl e 4 0 o f the Cod e o f Federa l Regulation s ar e amende d a s follows : PAR T 80—REGULATIO NO F FUEL S AN D FUE L ADDITIVE S

1 . Th e "Authority " citatio n fo r Par t 8 0 continue s t o read a s follows : Authority : Section s 114 , 21 1 an d 301(a ) o f th e Clea n Ai r Ac t a s amended , 42- US.C . 7414 , 754 5 an d 7601(a) .
2 . Sectio n 80. 2 i s aruende d b yrevising paragraph s (h) , (j) / (1) » (n) , (o) , (r) , an d (t) , an

d b yadding ne wparagraph s (w) , (x) , (y) , (z) , (aa ) an d (bb ) t o rea

d a s follows :

§ 80. 2 Definition s (h ) "Refinerymean s a plan t a t whic h gasolin e o r diese l fue l i s produced . (j ) "Retai l outlet " mean s an yestablishmen t a t whic h gasolin e o r diese l fue l i s sol d o r offere d fo r sal e fo r us e i n moto r vehicles .P. 7

(1 ) "Distributor " mean s an y perso nwh o transport s o

r store s o

r cause s th

e transportatio

no r storage of gasolin e o r diese l fue l a

t an y point betwee

nan y gasolin

e o r diese l fue l refiner y o r importer' s facilit y an dan y retai l outle t o r wholesal e purchaser-consumer' s facility . (n ) "Reseller " mean s an y perso nwh o purchase s gasolin e o r diese l fue l identifie db y th e corporate , trade , o r bran d nam e of a refiner fro m suc hrefiner o

r a distributor an d resell s o

r transfer s it t o retailer s o

r wholesal e purchaser-consumer s displayin g th e refiner' s brand , an dwhos e asset s o

r facilitie s ar

e not substantiall y owned , leased , o r controlledb

y suc hrefiner . (o ) "Wholesal e purchaser-consumer " mean s an y organizatio

nthat i s a

nultimat e consumer of gasolin e o r diese l fue l an

dwhichpurchase s o r obtain s gasolin

e o r diese l fue l fro m a supplier fo

r us e i

nmotor vehicle s an dreceive s deliver y of that produc t into a storage tan k of a

t leas t 550-gallo n capacity

substantiall y

under th

e contro l of that organization . (r ) "Importer " mean s a perso nwh o import s gasoline , gasoline blendin

g stock s o

r components , o

r diese l fue l fro

m a foreig ncountr

y into th

e Unite

dState s (includin g th e Commonwealthof Puert o Rico , th e Virgi nIslands , Guam , America n Samoa , an

dth e Norther

nMarian

a Islands) . 

### -2 -P. 8

(t ) "Carrier " mean s an y distributor wh

o transport s o

r store s o

r cause s th

e transportatio

no r storage of gasolin e o r diese l fue l withou t takin g titl e t

o o r otherwis e havin

g an y ownershi pof th

e gasoline o

r diese l fuel , an

dwithout alterin

g eithe r th

e quality

o r quantity

of th e gasoline o

r diese l fuel . (w ) "Cetan

e index " o

r "Calculate

dcetane index " i s a number representin

g th e ignitio

npropertie s of diese l fue l oil s fro m AP I gravity

an dmid-boilin

g poin t as decermine

db y AST M standar dmetho

dD976-80 , entitle d"Standa . dMethod s fo r CalculatedCetane Inde xof Distillat e Fuels" . AST M tes t metho

d D976-8 0 i s incorporate db y reference . Thi s incorporatio nb y referenc e wa s approve db y th e Director of th

e Federa l Registe r i naccordanc e wit h5 U.S.C . 552(a ) an d1 CF RPart 51 . A

cop y ma y b e obtaine

dfro m th e America

nSociety

fo r Testin

g an d Materials , 191 6 Rac e Street , Philadelphia , P A 19103 . A

cop y ma y b e inspecte

da t th e Ai r Docke t Sectio n(A - 130) , Roo

m M-1500 , U.S . Environmenta l Protectio nAgency , Docke t No . A-86-03 , 40 1 M

Street , S.W. , Washington , D.C . 2046 0 o r a t th e Offic e of th

e Federa l Register , 110 0 L Street , N.W. , Roo m 8401 , Washington , D.C . 20005 . (y ) "Sulfu

r percentage " i s th e percentage of sulfu r a s determine

db y AST M standar

dtes t metho

dD2622-87 , entitle d "Standar

dTes t Metho

dfo r Sulfu r i nPetroleu

m Product s b

y X-Ra y

-3 -P. 9

Spectrometry" . AST M tes t metho d D 2622-8 7 i s incorporate d b y reference . Thi s incorporatio n b yreferenc e wa s approve d b ythe Directo r o f th e Federa l Registe r i n accordanc e wit h5 U.S.C . 552(a ) an

d 1 CF R Par t 51 . Acopymayb e obtaine d fro mthe America n Societ yfo r Testing an d Materials , 191 6 Rac e Street , Philadelphia , P

A19103 . Acop

ymayb e inspecte d a t the Ai r Docke t Sectio n (A-130) , RoomM-1500 , U.S . Environmenta l Protectio n Agency , Docke t No . A-86-03 , 40 1 M Street , S.W. , Washington , D.C . 2046 0 o r a t th e Offic e o f the Federa l Register , 110 0 L Street , N.W. , Room8401 , Washington , D.C . 20005 . (z ) "Aromati c content " i s th e aromati c hydrocarbo n conten t i n volume percen t a s determine d b yASTM standar d tes t metho d D 1319

- 88 , entitle d "Standard Tes t Metho d fo r Hydrocarbo n Type s i n Liqui d Petroleu mProduct s b

yFluorescen t Indicato r Adsorption" . AST M tes t metho d D 1319-8 8 i s incorporate d b

yreference . Thi s incorporatio n b yreferenc e wa s approve d b

yth e Directo r o f the Federa l Registe r i n accordanc e wit h5 U.S.C . 552(a ) an d 1 CFR Par t 51 . Acopymayb e obtaine d fro mth e America n Societ yfo r Testing an d Materials , 191 6 Rac e Street , Philadelphia , P A19103 . Acop

ymayb e inspecte d a t th e Ai r Docke t Sectio n (A-130) , RoomM-1500 , U.S . Environmenta l Protectio n Agency , Docke t No . A-86-03 , 40 1 M Street , S.W. , Washington , D.C . 2046 0 o r a t th e Offic e o f the Federa l Register , 110 0 L Street , N.W. , Room8401 , Washington , D.C . 20005 . -4

-P.1 0

(aa ) refiner y 

## ( D "Smal l refinery " mean s a domesti c diese l fue l

Whic hha s a crud e oi l or bonafid e feedstoc kcapacit y o f 50,00 0 barrel s pe r day or less , an

d 

### (2 ) a tota l Whic hi s no t owne dor controlle db y an y refine r wit h combine dcrud e oi l or bonafid e feedstoc kcapacit y greate r tha n137,50 0 barrel s pe r day . 

### Th e averag e refiner s Decembe r abov e capacitie s shal l be measure di nterm s o f the

o f th e actua l dail y utilizatio nrate s o f the affecte d or refinerie s during the perio dJanuar y 1 , 198 8 t o 31 , 1990 . Thes e average s wil l b e calculate da s barrel s pe r calenda r day . (bb ) fue l whi i "Exempte don-highwa y diese l fuel " mean s an y diese l zh i s produce db

y a smal l refinery unde r th e provision s o f section s 80.29(a)(2 ) an d80.2 9 (c) . 

### (x ) suitabl e vehicl e sol da s < "Diese l fuel " mean s an y fue l sol di nan y Stat e an

d fo r us e i ndiese l moto r vehicle s an ddiese l moto r engines , an

dwhic hi s commonl y or commerciall y

know nor ftiese i fuel .



### -5 -P.1 1

3 . New

sectio n80.2 9 i s added , t o reada s follows :

§ 80.2 9 Control s an dprohibition s ondiese l fue l quality . (a ) Prohibite dactivities . (1 ) Excep t a s provide di nsubparagraph(2) , beginnin g Octobe r 1 , 1993 , no refiner , importer , distributor , reseller , carrier , retaile r or wholesal e purchaser-consume r shal l manufacture , introduc e int o commerce , sell , offe r for sale , supply , dispense , offe r fo r supply , or transpor t an y diese l fue l fo r us e i nmoto r vehicle s unles s th e diese l fue l i s fre e o f visibl e evidenc e o f the dye 1 , 4 - dialkylamin o anthraquinon e an

dha s a cetan e inde xo f at leas t 40 , or a maximu m aromati c conten t o f 3 5 volume percent , an da sulfu r percentag e no greate r tha n0.0 5 percent . (2 ) On-highwa y

diese l fue l produce dunde r th e smal l refine r provision s o f paragraph(c ) ma y excee dth e sulfu r standar do f subparagraph(1 ) during th e perio dfro m Octobe r 1 , 199 3 throug hSeptembe r 30 , 199 5 s o lon g a s i t meet s the followin g alternativ e standards : 0.2 5 weigh t percen t fro m Octobe r 1 , 199 3 throug hSeptembe r 30 , 1994 , an d0.1 0 weigh t percen t fro

m Octobe r 1 , 1994 , throughSeptembe r 30 , 1995 . Suc h on-highwa y

diese l fue l shal l be produce di nconformit y wit h al l o f th e provision s o f paragraph(c ) an dshal l no t be sold , supplie do r • dispense dt o 199 4 o r late r mode l yea r moto r vehicles .



### -6 -(b ) Determinatio n o f compliance . An ydiese l fue l whic h doe s no t sho wvisibl e evidenc e o f being dye d wit h 1 , 4 - dialkylamin o - anthraquinon e (whichha s a characteristi c blue-gree n colo r i n diese l fuel ) shal l b e considere d t o b e availabl e fo r us e i n diese l moto r vehicle s an d moto r vehicl e engines , an

d shal l b e subjec t t o th e prohibition s o f paragraph (a) . Complianc e wit hth e standard s liste d i n paragraph(a ) shal l b e determine d b yth e us e o f on e o f the sampling methodologie s specifie d i n Appendi x G t o thi s part . (c ) Smal l refinerycompliance . (1 ) Wher e a smal l refiner yintend s t o us e the sulfur standar d extensio n i n subparagraph (a)(2 ) o f thi s section , th e refine r shal l submi t t o the Administrato r b yJul y1 , 1993 , evidenc e o f capita l commitment s t o mak e th e necessary modification s t o suppl ylo wsulfur diese l fue l o n o r befor e Octobe r 1 , 1995 . Suc hevidenc e shal l includ e copie s o f execute d an

d binding contract s fo r design an d construction , an d copie s o f approve d permit s fo r constructio n o f th e equipment . I n orde r t o qualif yfo r th e secon d yea r o f th e extension , the refine r shal l provid e evidenc e b yJul y1 , 1994 , tha t on-sit e constructio n ha s begun . Th e Administrato r shall , upo n review an d acceptanc e o f thi s evidence , provid e a lette r t o the refinerywhic h qualifie s i t a s a smal l refineryallowe d t o produc e an

d sel l exempte d on-highwaydiese l fuel . Aseparat e qualificatio n lette r shal l b e obtaine d fo r eac h o f the following one-yea r periods : Octobe r 1 , 199 3 t o Septembe r 30 , 1994 ; an

d Octobe r 1 , 199 4 t o Septembe r 30 , 1995 . -7

-P.1 3

(2 ) Th e volume o f exempte don-highwa y diese l fue l sol d b y a smal l refiner y durin g eac hone-yea r perio dOctobe r 1 , 199 3 t o Septembe r 30 , 1994 , an dOctobe r 1 , 199 4 t o Septembe r 30 , 1995 , shal l b e limite dt o the averag e o f th e annua l amoun t o f on-highwa y

diese l fue l produce dat th e refinery durin g the perio dOctobe r 1 , 198 9 t o Septembe r 30 , 1990 . On-highwa y diese l fue l productio nshal l b e tha t amoun t reporte da s on-highwa y

diese l fue l for Federa l excis e taxpurposes . Thi s amoun t ca ninclud e fuel s for whic hth e refiner y reporte dthe sale s a s wel l a s a portio no f th e fue l sol dthroug hlicense d re-sellers . Th e on-highwa y portio no f th e fuel s sol dthroug h license dre-seller s ma y b e assume dt o b e th e sam e a s the averag e on-highwa y fractio no f sale s reporte db y tha t customer , unles s suitabl e evidence , acceptabl e t o th e Administrator , indicate s otherwise . (3 ) Refiner s who produc e exempte don-highwa y diese l fue l shal l dye i t t o distinguis hi t fro m othe r diese l fuel . Th e dye for thi s purpos e shal l b e a purpl e dye mixtur e o f approximatel y 3 8 percen t b

y volume Xylene , 5 0 percen t b y volume Colo r Inde x (CI ) solven t blu e 9 9 an d1 2 percen t b

y volume C I solven t red 166 . Th e dy e shal l b e adde dt o exempte don-highwa y diese l fue l at a minimu

m concentratio no f 2 0 part s pe r millio nb y volume .



### -8 -P.1 4

(4 ) Any

retaile r wh o sell s o r offer s fo r sal e exempte d on-highwa y

diese l fue l shall :
(A ) Als o offe r fo r sal e diese l fue l meetin g the standard s o f paragraph(a)(1) ; an d

(B ) Prominentl y

labe l wit ha permanen t legibl e labe l eac hdiese l fue l pum pstanda s follows : (i ) Fo r diese l fue l pum pstand s for introductio no f exempte don-highwa y diese l fue l int o moto r vehicles , th e labe l shal l state : Exemp t Hig hSulfu r Diese l Fuel . No t Lega l for us e i n199 4 an

dLate r Diese l Engines . (ii ) Fo r diese l fue l pum pstand s for introductio no f diese l fue l meetin g th e standard s o f paragraph(a)(1 ) int o moto r vehicles , th e labe l shal l state : Low Sulfu r Diese l Fuel . Suitabl e fo r Us e i nAny Diese l Engine . (5 ) Any

retaile r wh o sell s or offer s fo r sal e exempte d on-highwa y

diese l fue l an

dwh o dispense s diese l fue l at mor e tha non e fue l dispensin g islan dshall :
(A ) Plac e exempte don-highwa y diese l fue l an

dlo w sulfu r diese l fue l o nseparat e fue l dispensin g islands .

-9 -(B ) Prominentl ylabe l wit ha permanen t legibl e labe l eac h

fue l dispensing islan d a s follows : (i ) Fo r a fue l dispensing islan d wher e exempte d on-highwaydiese l fue l i s dispense d int o moto r vehicles , the sign shal l state : Exemp t HighSulfu r Diese l Fuel . No t Lega l for us e i n 199 4 an

d Late r Diese l Engines . (ii ) Fo r a fue l dispensing islan d wher e low-sulfu r diese l fue l meetin g th e standard s o f paragraph(a)(1 ) i s dispense d int o moto r vehicles , the sign shal l state : Lo wSulfu r Diese l Fuel . Suitabl e fo r Us e i n An yDiese l Engine . (6 ) No retaile r shal l sell , supply , dispense , introduc e o r allowth e introductio n o f exempte d on-highwaydiese l fue l int o an ymoto r vehicl e whic h i s labele d "lo wsulfu r diese l fue l only" . (7 ) Thes e regulation s d o no t requir e an yretai l outlet , distributor , reseller , o r carrie r t o sell , supply , offe r fo r sal e o r supply , o r transpor t exempte d on-highwaydiese l fuel . However , an

yo f thes e entitie s handling exempte d on-highway diese l fue l mus t als o handl e complying on-highwaydiese l fuel . (d ) Liability . Liabilit yfo r violation s o f paragraph (a ) an d (c ) o f thi s sectio n shal l b e determine d according t o the provision s o f § 80.30 . (e ) Penalties . Penaltie s fo r violation s o f paragraph (a ) an d (c ) o f thi s sectio n shal l b e determine d according t o th e provision s o f § 80.5 .

-10

-P.1 6

4 . New

Sectio n80.3 0 i s added , t o reada s follows :

§ 80.3 0 Liabilit y fo r violation s o f diese l fue l contro l an d prohibitions . (a ) Violation s at refiner s or importer s facilities . Wher e a violatio no f a diese l fue l standar dse t fort hi n§ 80.2 9 i s detecte dat a refinery or importer' s facility , th e refine r or importe r shal l b e deeme di nviolation . (b ) Violation s at carrie r facilities . Wher e a violatio n o f a diese l fue l standar dse t fort hi n§ 80.2 9 i s detecte da t a carrier' s facilit:- , whethe r i na transpor t vehicle , i na storag e facility , or elsewher e at th e facility , th e followin g partie s shal l b e deeme di nviolation : (1 ) Th e carrier , excep t a s provide di nparagraph(g)(1 ) o f thi s section ; an d (2 ) Th e refine r or importe r at whos e refiner y or impor t facilit y

th e diese l fue l wa s produce dor imported , excep t a s provide di nparagraph(g)(2 ) o f thi s section . (c ) Violation s at brande ddistributo r or reselle r facilities . Wher e a violatio no f a diese l fue l standar dse t fort hi n§ 80.2 9 i s detecte dat a distributo r or reseller' s facilit y

whic hi s operatin g unde r the corporate , trad e or brand name o f a refine r or an y o f it s marketin g subsidiaries , the followin g partie s shal l b e deeme di nviolation : (1 ) Th e distributo r or reseller , excep t a s provide din paragraph(g)(3 ) o f thi s section ;

-11 -P.1 7

(2 ) Th e carrie r (i f any) , i f th e carrie r cause dthe diese l fue l t o violat e th e standar db y fue l switching , blending , mislabeling , or an y othe r means ; an

d (3 ) Th e refine r unde r whos e corporate , trade , or brand name (o

r tha t o f an

y o f it s marketin g subsidiaries ) the distributo r or reselle r i s operating , excep t a s provide di n paragraph(g)(4 ) o f thi s section . (d ) Violation s a t unbrande ddistributo r facilities. Wher e a violatio no f a diese l fue l standar dse t fort hi n§ 80.2 9 i s detecte dat the facilit y o f a distributo r no t operatin g unde r a refiner' s corporate , trade , or brandname , or tha t o f an

y o f it s marketin g subsidiaries , the followin g shal l b e deeme di nviolation : (1 ) Th e distributor , excep t a s provide di nparagraph (g)(3 ) o f thi s section ; (2 ) Th e carrie r (i f any) , i f the carrie r cause dthe diese l fue l t o violat e th e standar db y fue l switching , blending , mislabeling , or an y othe r means ; an

d (3 ) Th e refine r or importe r at whos e refiner y or impor t facilit y

th e diese l fue l wa s produce dor imported , excep t a s provide di nparagraph(g)(2 ) o f thi s section . (e ) Violation s at brande dretai l outlet s or wholesal e purchaser-consume r facilities . Wher e a violatio no f a diese l fue l standar dse t fort hi n§ 80.2 9 i s detecte dat a retai l outle t or at : a wholesal e purchaser-consume r facilit y displayin g th e corporate , trade , or brandnam e o f a refine r or an y o f it s

-12 -P.1 8

marketin g subsidiaries , the following partie s shal l be deeme d i nviolation : (1 ) Th e retaile r or wholesal e purchaser-consumer , excep t a s provide di nparagraph(g)(5 ) o f thi s section ; (2 ) Th e distributo r and/o r reselle r (i f any) , excep t a s provide di nparagraph(g)(3 ) o f thi s section ; (3 ) Th e carrie r (i f any) , i f the carrie r cause dthe diese l fue l t o violat e th e standar db y fue l switching , blending , mislabeling , or an y othe r means ; an

d (4 ) Th e refine r whos e corporate , trade , or brandname , or tha t o f an

y o f it s marketin g subsidiaries , i s displaye dat th e retai l outle t or wholesal e purchaser-consume r facility , excep t a s provide di nparagraph(g)(4 ) o f thi s section . (f ) Violation s at unbrande dretai l outlet s or wholesal e purchaser-consume r facilities . Wher e a violatio no f a diese l fue l standar dse t fort hi n§ 80.2 9 i s detecte dat a retai l outle t or at a wholesal e purchaser-consume r facilit y no t displayin g th e corporate , trade , or brandname o f a refine r or an y o f it s marketin g subsidiaries , th e followin g partie s shal l b e deeme di nviolation : (1 ) Th e retaile r or wholesal e purchaser-consumer , excep t a s provide di nparagraph(g)(5 ) o f thi s section ; (2 ) Th e distributo r (i f any) , excep t a s provide din paragraph(g)(3 ) o f thi s section ; (3 ) Th e carrie r (i f any) , i f th e carrie r cause dthe diese l fue l t o violat e th e standar db y fue l switching , blending , mislabeling , or an y othe r mean ; an

d -13 -P.1 9

(4 ) Th e refine r o r importe r a t whos e refineryo r impor t facilit yth e diese l fue l wa s produce d o r imported , excep t a s provide d i n paragrap h(g)(2 ) o f thi s section . (g ) Defenses . (1 ) I n an ycas e i n whic h a carrie r woul d b e i n violatio n unde r paragrap h (b)(1 ) o f thi s section , th e carrie r shal l no t b e deeme d i n violatio n i f h e ca n demonstrate : (i ) Evidenc e o f an oversigh t progra m conducte d b

yth e carrier , fo r monitorin g th e diese l fue l store d o r transporte d b ytha t carrier , suc ha s periodi c sampling an d testin g o f th e cetan e inde x an

d sulfu r percentag e o f incoming diese l fuel , o r an yothe r evidenc e tha t show s tha t car e wa s take n t o avoi d blendin g th e diese l fue l wit hanything whic hwoul d chang e it s cetan e inde x o r sulfu r percentage ; an d (ii ) Tha t th e violatio n wa s no t cause d b yth e carrie r o r hi s employe e o r agent . (2 ) I n an

ycas e i n whic h a refine r o r importe r woul d b e i n violatio n unde r paragraph s (b)(2) , (d)(3) , o r (f)(4 ) o f thi s section , th e refine r o r importe r shal l no t b e deeme d i n violatio n i f h e ca n demonstrate :

-14

-P.2 0

(i ) Tha t th e violatio n wa s no t cause d b yhi mo r hi s employe e o r agent ; an d (ii ) Tes t results , performe d i n accordanc e wit hthe sampling an

d testing methodologie s se t fort h i n Appendi x G t o thi s part , AST M standar d tes t metho d D 2622-8 7 o r ASTM standard tes t metho d D 4294-8 3 fo r sulfur percentag e (Entitle d "Standar d Tes t Metho d fo r Sulfu r i n Petroleu m Product s b

yNon-Dispersiv e X-RayFluorescenc e Spectrometry" . AST M standar d tes t metho d D 4294-8 3 i s incorporate d b yreference . Thi s incorporatio n b y referenc e wa s approve d b ythe Directo r o f th e Federa l Registe r i n accordanc e wit h5 U.S.C . 552(a ) an d 1 CFR Par t 5.. . Acop y mayb e obtaine d fro mth e America n Societ yfo r Testing an d Materials , 191 6 Rac e Street , Philadelphia , P A19103 . Acop

y mayb e inspecte d a t th e Ai r Docke t Sectio n (A-130) , Room M-1500 , U.S . Environmenta l Protectio n Agency , Docke t No . A-86-03 , 40 1 M Street , S.W. , Washington , D.C . 2046 0 o r a t the Offic e o f th e Federa l Register , 110 0 L Street , N.W. , Room 8401 , Washington , D.C . 20005 . Partie s using thi s metho d mus t b e abl e t o suppor t thei r dat a wit h a qualit ycontro l pla n an d demonstrat e th e abilit yt o accuratel yperformthi s tes t method . The ymus t als o hav e evidenc e fro mth e manufacture r o r other s tha t i t reliabl yproduce s result s substantiall y equivalen t t o thos e produce d b yASTM standard tes t metho d D 2622-87.) , an

d AST M standard tes t metho d D 1319-8 8 fo r aromati c conten t o r ASTM standard metho d D 976-8 0 fo r cetan e index , whic h evidenc e tha t the diese l fue l determine d t o b e i n violatio n wa s i n complianc e wit h th e diese l fue l standard s whe n -15

-P.2 1

i t wa s delivere d t o th e nex t part yi n th e distributio n scheme . (3 ) I n an

ycas e i n whic h a distributo r o r reselle r woul d b e i n violatio n unde r paragraph s (c)(1) , (d)(1) , (e)(2 ) o r (f)(2 ) o f thi s section , th e distributo r o r reselle r shal l no t b e deeme d i n violatio n i f h e ca n demonstrate : (i ) Tha t th e violatio n wa s no t cause d b yhi mo r hi s employe e o r agent ; an d (ii ) Evidenc e o f a n oversigh t progra mconducte d b

yth e distributo r o r reseller , suc ha s periodi c sampling an d testin g o f diese l fuel , fo r monitorin g th e sulfu r percentag e an d cetan e inde x o f th e diese l fue l tha t th e distributo r o r reselle r sells , supplies , offer s fo r sal e o r supply , o r transports . (4 ) I n an

ycas e i n whic h a refine r woul d b e i n violatio n unde r paragraph s (c)(3 ) o r (e)(4 ) o f thi s section , th e refine r shal l no t b e deeme d i n violatio n i f h e ca n demonstrat e al l o f th e following : (i ) Tes t results , performe d i n accordanc e wit hth e sampling an

d testin g methodologie s se t fort hi n Appendi x G t o thi s part , AST M standar d tes t metho d D 2622-8 7 o r AST M standar d

-16

-P.2 2

tes t metho dD4294-8 3 for sulfu r percentag e (Partie s using AST M standar dtes t metho dD4294-8 3 mus t b e abl e t o suppor t thei r dat a wit ha qualit y contro l pla nan

ddemonstrat e the abilit y t o accuratel y

perfor

m thi s tes t method . The y mus t als o hav e evidenc e fro

m th e manufacture r or other s tha t i t reliabl y produce s result s substantiall y equivalen t t o thos e produce db y AST M standar dtes t metho dD 2622-87. ) an dAST M standar dtes t metho dD1319-8 8 for aromati c conten t or AST M standar dmetho d D976-8 0 fo r cetan e inde xat th e refiner y at whic hth e diese l fue l wa s produced , whic hevidenc e tha t the diase l fue l wa s in complianc e wit hth e diese l fue l standard s whe ntransporte d fro m th e refinery ; (ii ) Tha t th e violatio nwa s no t cause db y hi m or hi s employe e or agent ; an d (iii ) Tha t th e violation : (A ) Wa s cause db y a nac t i nviolatio no f la w (othe r than th e Ac t or thi s part) , or a nac t o f sabotag e or vandalism , whethe r or no t suc hact s ar e violation s o f la w i nthe jurisdictio nwher e th e violatio no f th e requirement s o f thi s par t occurred , o r (B ) Wa s cause db y the actio no f a reselle r or a retaile r supplie db

y suc hreseller , i nviolatio no f a contractua l undertakin g impose db y th e refine r onsuc hreselle r designe dt o preven t suc haction , an ddespit e reasonabl e effort s b y the refine r (suc ha s periodi c sampling an dtesting ) t o insur e complianc e wit hsuc hcontractua l obligation , or

-17 -P.2 3

(C ) Wa s cause db y th e actio no f a retaile r wh o i s supplie ddirectl y b y th e refine r (an dno t b

y a reseller) , i n violatio no f a contractua l undertakin g impose db y the refine r onsuc hretaile r designe dt o preven t suc haction , an ddespit e reasonabl e effort s b y th e refine r (suc ha s periodi c sampling an dtesting ) t o insur e complianc e wit hsuc hcontractua l obligation , or (D ) Wa s cause db y th e actio no f a distributo r subjec t t o a contrac t wit hth e refine r for transportatio no f diese l fue l fro m a termina l t o a distributor , retaile r or wholesal e purchaser-consumer , i nviolatio no f a contractua l undertakin g impose db

y th e refine r o nsuc hdistributo r designe dt o preven t suc haction , an

ddespit e reasonabl e effort s b y th e refine r (suc ha s periodi c sampling an dtesting ) t o ensur e complianc e wit hsuc hcontractua l obligation , or (E ) Wa s cause db y a carrie r or othe r distributo r no t subjec t t o a contrac t wit hthe refine r bu t engage db y hi m for transportatio no f diese l fue l fro m a termina l t o a distributor , retaile r o r wholesal e purchaser-consumer , despit e reasonabl e effort s b

y th e refine r (suc ha s specificatio nor inspectio no f equipment ) t o preven t suc haction , or (F ) Occurre dat a wholesal e purchaser-consume r facility : Provided , however , tha t i f suc hwholesal e purchaser-consume r wa s supplie db y a reseller , the refine r mus t demonstrat e tha t the violatio ncoul dno t hav e bee nprevente db y suc hreseller' s complianc e wit ha contractua l undertakin g impose db

y th e refine r o nsuc hreselle r a s provide di n -18 -P.2 4

paragrap

h(g)(4)(iii)(B ) of thi s section . (iv ) I nparagraph s (g)(4)(iii)(A ) throug h(E ) of thi s section , th

e ter m "wa s caused " mean s that th e refiner mus t demonstrat e b

y reasonably

specifi c showings , b y direc t o

r circumstantia l evidence , that th e violatio

nwa s cause

do r mus t hav e bee ncause db y another . (5 ) I nan y cas e i

nwhicha retailer o r wholesal e purchaser-consume r woul db e i nviolatio

nunder paragraph s (e)(1 ) o

r (f)(1 ) of thi s section , th e retailer o

r wholesal e purchaser-consume r shal l not b e deeme di nviolatio

ni f h e ca n demonstrat e that th e violatio

nwa s not cause

db y hi m o r hi s employe e o

r agent . (6 ) I nparagraph s (g)(l)(iii) , (g)(2)(i) , (g)(3)(i) , (g)(4)(ii ) an

d(g)(5 ) of thi s section , th e respectiv

e part y mus t demonstrat e b y reasonably

specifi c showings , b y direc t o

r circumstantia l evidence , that it o r it s employe e o

r agen t did not caus e th

e violation .

-19 -P.2 5

5 . New

Sectio n80.3 1 i s added , t o reada s follows :

§ 80.3 1 Control s applicabl e t o moto r vehicl e manufacturers .

Th e manufacture r o f an y diese l fuele dmoto r vehicl e whic h i s equippe dwit ha 199 4 o r late r mode l yea r diese l engin e shal l affi xtw

o o r mor e permanen t legibl e label s reading "Lo w Sulfu r Diese l Fue l Only " t o suc hvehicl e at th e time o f it s manufacture , a s follows : (a ) On e labe l shal l b e locate donth e instrumen t pane l s o a s t o b e readil y visibl e t o the operato r o f th e vehicle . Th e require dstatemen t ma y b e incorporate dint o th e desig no f th e instrumen t pane l rathe r tha nprovide dona separat e label . Suc hlabe l shal l no t consis t o f a deca l whic hca nb e remove db y th e vehicl e operator . (b ) On e labe l shal l b e locate dimmediatel y adjacen t to eac hdiese l fue l fille r tankinlet , outsid e o f an y fille r inle t compartment , an

dshal l b e locate ds o a s t o b e readil y visibl e t o an y perso nintroducin g diese l fue l int o suc hfille r inlet . Th e Administrato r may , upo napplicatio nfro m a moto r vehicl e manufacturer , approv e othe r labe l location s tha t achiev e the purpos e o f thi s paragraph . Thi s labe l shal l no t b e a decal . (c ) Suc hlabel s shal l b e i nthe Englis hlanguag e in bloc kletter s whic hshal l b e o f a colo r tha t contrast s wit h thei r background .

-20 -6 . New Appendi xGi s adde dt o reada s follows :

APPENDI XG —

SAMPLIN

GPROCEDURE S FORDIESE L FUE L

1 . Scop e 1. 1 Thi s metho dcover s procedure s for obtainin g representativ e sample s o f diese l fue l fo r th e purpos e o f testin g fo r complianc e wit hth e cetan e inde xan dsulfu r percentag e standard s se t fort hi n§ 80.29 .

2 . Summary

o f Metho d 2. 1 I t i s necessar y tha t th e sample s b e trul y representativ e o f th e diese l fue l i nquestion . Th e precaution s require dt o ensur e th e representativ e characte r o f the sample s ar e numerou s an

ddependupo nthe tank , carrier , containe r or lin e fro

m whic hth e sampl e i s being obtained , th e typ e an d cleanlines s o f th e sampl e container , an dth e sampling procedure s tha t ar e t o b e used . A summary

o f th e sampling procedure s an

dthei r applicatio ni s presente di nTabl e 1 . Eac h procedur e i s suitabl e fo r sampling a materia l unde r definit e storage , transportation , or containe r conditions . Th e basi c principl e o f eac hprocedur e i s t o obtai na sampl e i nsuc h manne r an

dfro m suc hlocation s i nth e tankor othe r containe r tha t th e sampl e wil l b e trul y representativ e o f the diese l fuel .

-21 -P.2 7

3 . Descriptio no f Term s 3. 1 "Averag e sample " i s on e tha t consist s o f proportionat e part s fro m al l section s o f th e container . 3. 2 "All-level s sample " i s on e obtaine db y submergin g a stoppere dbeake r or bottl e t o a poin t a s nea r a s possibl e t o th e draw-of f level , the nopenin g th e sample r an draising i t a

t a rat e suc htha t i t i s abou t 3/ 4 ful l (maximu m 8 5 percent ) a s i t emerge s fro

m th e liquid . Anall-level s sampl e i s no t necessaril y

a naverag e sampl e becaus e th e tankvolume ma y no t b e proportiona l t o th e dept han dbecaus e th e operato r ma y no t b e abl e t o rais e th e sample r at th e variabl e rat e require dfor proportionat e filling . Th e rat e o f filling i s proportiona l t o th e squar e roo t o f th e dept ho f immersion . 3. 3 "Running sample " i s on e obtaine db y lowering a

n unstoppere dbeake r or bottl e fro m th e to po f th e gasolin e t o th e leve l o f th e botto m o f the outle t connectio nor swing line , an dreturnin g i t t o th e topo f the topo f th e diese l fue l at a uniform

rat e o f spee dsuc htha t the beake r or bottl e i s abou t 3/ 4 ful l whe nwithdrawnfro m the diese l fuel . 3. 4 "Spo t sample " i s on e obtaine dat some specifi c locatio ni nth e tank b y mean s o f a thie f bottle , or beaker . 3. 5 "Topsample " i s a spo t sampl e obtaine d6 inche s (150mm ) below

th e topsurfac e o f th e liqui d(Figur e 1 o f Appendi xD) . 3. 6 "Uppe r sample " i s a spo t sampl e take nat th e mid-poin t o f th e uppe r thir do f th e tankcontent s (Figur e 1 o f Appendi xD) . -22 -P.2 8

3. 7 "Middl e sample " i s a spo t sampl e obtaine dfro m the middl e o f the tank content s (Figur e 1 o f Appendi xD) . 3. 8 "Lowe r sample " i s a spo t sampl e obtaine dat the leve l o f th e fixe dtan koutle t or th e swing line outle t (Figur e 1 o f Appendi xD) . 3. 9 "Clearanc e sample " i s a spo t sampl e take n4 inche s (10 0 mm ) below

th e leve l o f th e tankoutle t (Figur e 1 o f Appendi xD) . 3.1 0 "Botto

m sample " i s a spo t sampl e obtaine dfro m the materia l onth e botto m surfac e o f th e tank , container , or line at it s lowes t point . 3.1 1 "Drai nsample " i s a tapsampl e obtaine dfro m the draw-of f or discharg e valve . Occasionally , a drai nsampl e ma y b e th e sam

e a s a botto

m sample , a s i nth e cas e o f a tankcar . 3.1 2 "Continuou s sample " i s on e obtaine dfro m a pipelin e i nsuc hmanne r a s t o giv e a representativ e averag e o f a movin g stream . 3.1 3 "Nozzl e sample " i s on e obtaine dfro m a diese l pum

p nozzl e whic hdispense s diese l fue l fro m a storag e tankat a retai l outle t o r a wholesal e purchaser-consume r facility . 

### 4 . Sampl e Container s 4. 1 Sampl e container s ma y be clea r or brow nglas s bottles , or cans . Th e clea r glas s bottl e i s advantageou s becaus e i t ma y

b e examine dvisuall y for cleanliness , an dals o allow s visua l inspectio no f th e sampl e for fre e wate r or soli d impurities . Th e brow nglas s bottl e afford s som e protectio n -23 -P.2 9

fro m light . Can s wit hth e seam s soldere donthe exterio r surfac e wit ha flu xo f rosi ni na suitabl e solven t ar e preferre dbecaus e suc ha fluxi s easil y remove dwit hdiese l fuel , wherea s many other s ar e ver y difficul t t o remove . I f suc hcan s ar e no t available , othe r can s mad e wit ha welde d constructio ntha t ar e no t affecte dby , an d tha t do no t affect , th e diese l fue l being sample dar e acceptable . 4. 2 Containe r closure . Cor kor glas s stoppers , or scre w cap s o f plasti c or metal. , ma y be use dfor glas s bottles ; screw cap s onl y

shal l b e us- dfo r can s t o provid e a vapor-tigh t closur e seal . Cork s mus t b e o f goo dquality , clea nan dfre e fro m hole s an

dloos e bit s o f cork . Neve r us e rubbe r stoppers . Contac t o f th e sampl e wit hthe cor kma y b e prevente db y wrappin g ti nor aluminu m foi l aroundth e cor kbefor e forcin g i t int o th e bottle . Glas s stopper s mus t b e a perfec t fit . Screw cap s mus t be protecte db

y a cor k dis k face dwit hti nor aluminu m foil , or othe r materia l tha t wil l no t affec t petroleu m or petroleu

m products . I naddition , a phenoli c ca pwit ha teflo ncoate d line r ma y

b e used . 4. 3 Cleanin g procedure . Th e metho do f cleanin g al l sampl e container s mus t be consisten t wit hth e residua l material s i nth e containe r an dmus t produc e sampl e container s tha t ar e clea nan dfre e o f water , dirt , lint , washin g compounds , naphtha , or othe r solvents , solderin g fluxe s or acids , corrosion , rust , an doil . -24 -P.3 0

New sampl e container s shoul db e inspecte dan dcleane di f necessary . Dr y

th e containe r b y eithe r passin g a curren t o f clean , warm

ai r throughthe containe r or b y allowing i t t o ai r dr y i na clea nare a at roo m temperature . Whe ndry , stoppe r or ca pth e containe r immediately .

5 . Samplin g Apparatu s 5. 1 Sampling apparatu s i s describe di ndetai l unde r eac h o f th e specifi c sampling procedures . Clean , dry , an dfre e al l sampling apparatu s fro m an y substanc e tha t migh t contaminat e th e material , usin g th e procedur e describe di n4.3 .

6 . Time an

dPlac e o f Sampling 6. 1 Whenloading o r dischargin g diese l fuel , tak e sample s fro

m bot hshipping an dreceiving tanks , an dfro m the pipelin e i f required . 6. 2 Shi po r barg e tanks . Sampl e eac hproduc t afte r the vesse l i s loade dor jus t befor e unloading . 6. 3 Tan k cars . Sampl e th e produc t afte r th e ca r i s loade do r jus t befor e unloading . NOTE : Whentaking sample s fro m tank s suspecte do f containin g flammabl e atmospheres , precaution s shoul db e take n t o guar dagains t ignition s du e t o stati c electricity . Meta l or conductiv e objects , suc ha s gag e tapes , sampl e containers , an d thermometers; v

shoul dno t b e lowere dint o or suspende di na compartmen t o r tan k whic hi s being fille do r immediatel y afte r cessatio no f pumping . A waitin g perio do f approximatel y on e -25 -P.3 1

minut e wil l generall y permi t a substantia l relaxatio no f the electrostati c charge ; unde r certai ncondition s a longe r perio d ma y be deeme dadvisable .

7 . Obtainin g Sample s 7. 1 Direction s for sampling canno t be mad e explici t enoug ht o cove r al l cases . Extreme car e an dgoo djudgemen t ar e necessar y

t o ensur e sample s tha t represen t th e genera l characte r an

daverag e conditio no f the material . Clea nhand s ar e important . Clea nglove s ma y b e wor nbu t onl y whe n absolutel y

necessary , suc ha s i ncol dwea/her , or whenhandlin g material s at hightemperature , or fo r reason s o f safety . Selec t wipin g cloth s s o tha t lint i s no t introduced , contaminatin g samples . 7. 2 A s many

petroleu

m vapor s ar e toxi c an dflammable , avoi dbreathin g the m o r igniting the m fro m a nope nflam

e or a spar k produce db y static . Follow al l safet y

precaution s specifi c t o the materia l being sampled .

8 . Handlin g Sample s 8. 1 Containe r outage . Neve r completel y fil l a sampl e container , bu t allo w adequat e roo

m for expansion , taking int o consideratio nth e temperatur e o f th e liqui dat th e tim e o f fillin g an

dth e probabl e maximu m temperatur e t o whic hthe fille dcontaine r ma y b e subjected .

-26 -P.3 2

9 . Shippin g Sample s 9. 1 T o preven t los s o f liqui dduring shipment , an dt o protec t agains t moistur e an ddust , cove r wit hsuitabl e vapo r tigh t caps . Th e cap s o f al l container s mus t be screwe ddow n tightl y

an dchecke dfo r leakage . Posta l an dexpres s offic e regulation s applyin g t o th e shipmen t o f flammabl e liquid s mus t b e observed .

10 . Labelin g Sampl e Container s 10. 1 Labe l th e containe r immediatel y afte r a sampl e i s obtained . Us e waterproo f an doilproo f in

ko r a penci l har d enoug ht o den t th e tag , sinc e sof t penci l an dordinar y

in k marking s ar e subjec t t o obliteratio nfro m moisture , oi l smearin g an

dhandling . A

nindelibl e identificatio nsymbol , suc ha s a ba r code , ma y b e use di nlieuo f a manuall y addresse d label . Th e labe l shal l referenc e th e followin g information : 10.1. 1 Dat e an

dtim e (th e perio delapse ddurin g continuou s sampling) ; 10.1. 2 Name o f th e sample ; 10.1. 3 Name o r numbe r an downe r o f th e vessel , car , or container ; 10.1. 4 Brandan dgrad e o f material ; an d 10.1. 5 Referenc e symbo l or identificatio nnumber .

-27 -P.3 3

11 . Sampling procedure s 11. 1 Th e standar dsampling procedure s describe di nthi s metho dar e summarize di nTabl e 1 . Alternativ e sampling procedure s ma y

b e use di f a mutuall y satisfactor y

agreemen t ha s bee nreache db

y the party(ies ) involve dan dEPA an dsuc h agreemen t ha s bee npu t i nwritin g an dsigne db

y authorize d officials .

Tabl e 1

Summary o f Diese l Fue l Sampling Procedure s an

dApplicabilit y

Typ e o f Containe r Procedur e Paragraph Storag e tanks , shi p an dbarg e tanks , tan k cars , tank trucks . Storag e tank s wit h tap s Pip e an

dline s

Retai l outle t an

d whole-sal e purchaser consume r facilit y storag e tanks . Bottl e sampling

Ta psampling Continuou s lin e sampling Nozzl e sampling 11. 2

11. 3 11. 4

11. 5

-28 -11. 2 Bottl e o r beake r sampling . Th e bottl e or beake r

samplin g procedur e i s applicabl e for sampling liquid s o f 1 6 2 pound s (1.1 2 kgf/cm ) RVP or les s i ntankcars , tanktrucks , shor e tanks , shi ptanks , an dbarg e tanks . 11.2. 1 Apparatus . A suitabl e sampling bottl e or beake r a s show ni nFigur e 2 o f Appendi xD i s required . 11.2. 2 Procedure . 11.2.2. 1 All-level s sample . Lowe r th e weighted , stoppere d bottl e o r beake r a s nea r a s possibl e t o th e draw-of f level , pul l ou t th e stoppe r wit ha shar pjer ko f th e cor dor chai nan d rais e th e bottl e at a uniform rat e s o tha t i t i s abou t 3/ 4 ful l a s i t emerge s fro m th e liquid . 11.2.2. 2 Runnin g sample . Lowe r th e unstoppere dbottle s or beake r a s nea r a s possibl e t o the . leve l o f th e botto m o f the outle t connectio nor swing line an dthe nrais e th e bottl e or beake r t o th e topo f th e gasolin e at a uniform rat e o f spee d suc htha t i t i s abou t 3/ 4 ful l whe nwithdraw nfro m th e diese l fuel . 11.2.2. 3 Upper , middle , an dlowe r samples . Lowe r the weighted , stoppere dbottl e t o the prope r depth s (Figur e 1 o f Appendi xD ) a s follows : Uppe r sampl e middl e o f uppe r thir do f th e tank content s Middl e sample... . middl e o f th e tankcontent s Lowe r sampl e leve l o f the fixe dtankoutle t or the swing-lin e outle t At th e selecte dleve l pul l ou t the stoppe r wit ha shar p -29 -jer ko f th e cor dor chai nan dallo w the bottl e or beake r to fil l completely , a s evidence db y the cessatio no f ai r bubbles . Whe nfull , rais e th e bottl e o r beaker , pou r of f a smal l amount , an dstoppe r immediately . 11.2.2. 4 To psample . Obtai nthi s sampl e (Figur e 1 o f Appendi xD ) i nth e sam e manne r a s specifie di n11.2.2. 3 bu t a t si xinche s (15 0 mm ) belo w th e topsurfac e o f th e tankcontents . 11.2.2. 5 Handling . Stoppe r an dlabe l bottl e sample s immediatel y

afte r taking them , an ddelive r t o th e laborator y i n the origina l sampling bottles . 11. 3 Ta psampling . Th e tapsampling procedur e i s applicabl e fo r sampling liquid s o f twenty-si xpound s (1.8 3 2 kgf/cm ) RVP o r les s i ntank s whic har e equippe dwit h suitabl e sampling tap s or lines . Th e assembl y fo r tapsampling i s show

ni nFigur e 3 o f Appendi xD . 11.3. 1 Apparatu s .11.3.1. 1 Tan ktaps . Th e tankshoul db e equippe dwit ha t leas t thre e sampling tap s place dequidistan t throughou t the tankheigh t an

dextendin g at leas t thre e fee t (0. 9 meter ) insid e th e tankshell . A standar d1/ 4 inc hpip e wit hsuitabl e valv e i s satisfactory . 11.3.1. 2 Tube . A deliver y

tub e tha t wil l no t contaminat e the produc t being sample dan dlon g enought o reac ht o th e botto m o f th e sampl e containe r i s require dt o allo w submerge dfilling . 11.3.1. 3 Sampl e containers . Us e clean , dry glas s bottle s o f convenien t siz e an dstrengt hor meta l container s t o receiv e th e samples . -30 -11.3. 2 Procedur e

11.3.2. 1 Befor e a sampl e i s drawn , flus hth e ta p(o r gag e glas s drai ncock ) an dline unti l they ar e purge dcompletely . Connec t th e clea ndeliver y tub e t o the tap . Dra w upper , middle , or lowe r sample s directl y fro m the respectiv e tap s afte r th e flushin g operation . Stoppe r an dlabe l the sampl e containe r immediatel y afte r filling , an ddelive r i t t o the laboratory . 11. 4 Continuou s sampling . Th e continuou s sampling procedur e i s applicabl e fo r sampling liquid s o f 1 6 pound s (1.1 2 2 kgf/cm ) RVP or les s an dsemiliquid s i npipelines , filling lines , an

dtransfe r lines . Th e continuou s sampling ma y b e don e manuall y

or b y usin g automati c devices . 11.4. 1 Apparatu s 11.4.1. 1 Samplin g probe . Th e functio no f th e sampling prob e i s t o withdra w

fro m th e flo

w strea m a portio ntha t wil l be representativ e o f the entir e stream . Th e apparatu s assembl y fo r continuou s sampling i s show ni nFigur e 4 o f Appendi xD . Prob e design s tha t ar e commonl y use dar e a s follows : 11.4.1.1. 1 A

tub e extendin g t o the cente r o f th e lin e an d bevele dat a 4 5 degre e angl e facing upstream (Figur e 4(a ) o f Appendi xD) . 11.4.1.1. 2 A

long-radiu s forge delbow or pip e ben

dextendin g to th e cente r lin e o f the pip e an dfacing upstream . Th e en do f th e prob e shoul db e reame dt o giv e a shar pentranc e edg e (Figur e 4(b ) o f Appendi xD) . 11.4.1.1. 3 A

closed-endtub e wit ha roun dorific e space dnea r

. i -31 -th e close den dwhic hshoul db e positione di nsuc ha wa y tha t th e orific e i s i nth e cente r o f th e pipelin e an di s facing the strea m a s show

ni nFigur e 4(c ) o f Appendi xD . 11.4.1. 2 Prob e location . Sinc e th e flui dt o b e sample dma y no t i nal l case s b e homogeneous , th e location , th e positio nan d th e siz e o f th e sampling prob e shoul db e suc ha s t o minimiz e stratificatio nor droppin g ou t o f heavie r particle s withi nthe tub e o r th e displacemen t o f th e produc t withi nth e tub e a s a resul t o f variatio ni ngravit y o f th e flowing stream . Th e sampling prob e shoul db e locate dpreferabl y i na vertica l ru n o f pip e an

da s nea r a s practicabl e t o th e poin t wher e th e produc t passe s t o th e receiver . Th e prob e shoul dalway s be i n a horizonta l position . 11.4.1.2. 1 Th e sampling line s shoul db e a s shor t a s practicabl e an dshoul db e cleare dbefor e an y sample s ar e taken . 11.4.1.2. 2 Wher e adequat e flowing velocit y i s no t available , a suitabl e devic e fo r mixin g th e flui dflo w t o ensur e a homogeneou s mixtur e at al l rate s o f flo w an dt o eliminat e stratificatio nshoul db e installe dupstream o f th e sampling tap . Some effectiv e device s fo r obtainin g a homogeneou s mixtur e ar e a s follows : Reductio ni npip e size ; a serie s o f baffles ; orific e o r perforate dplate ; an da combinatio no f an y o f thes e methods . 11.4.1.2. 3 Th e desig nor sizing o f thes e device s i s optiona l wit hthe user1 , a s lon g a s the flo

w pas t the sampling poin t i s homogeneou s an

dstratificatio ni s eliminated .

-32 -11.4.1. 3 T o contro l th e rat e a t whic hth e sampl e i s withdrawn , th e prob e or probe s shoul db e fitte dwit hvalve s or plug cocks . 11.4.1. 4 Automati c sampling device s tha t mee t the standard s se t ou t i n11.4.1. 5 ma y be use di nobtainin g sample s o f diese l fuel . Th e qualit y o f sampl e collecte dmus t b e o f sufficien t siz e fo r analysis , an dit s compositio nshoul db e identica l wit h th e compositio no f th e batc hflowing i nth e lin e whil e the sampl e i s being taken . Anautomati c sample r installatio n necessaril y

include s no t onl y th e automati c sampling devic e tha t extract s thesample s fro m the line , bu t als o a suitabl e probe , connectin g lines , auxiliary equipment , an

da containe r i nwhic hth e sampl e i s collected . Automati c sampler s ma y be classifie da s follows : 11.4.1.4. 1 Continuou s sampler , tim e cycl e (nonproportional ) type . A

sample r designe dan doperate di nsuc ha manne r tha t i t transfer s equa l increment s o f liqui dfro m th e pipelin e t o the sampl e containe r at a unifor m rat e o f on e or mor e increment s pe r minut e i s a continuou s sampler . 11.4.1.4. 2 Continuou s sampler , flow-responsiv e (proportional ) type . A

sample r tha t i s designe dan doperate di nsuc ha manne r tha t i t wil l automaticall y adjus t the quantit y o f sampl e in proportio nt o the rat e o f flo w i s a flow-responsiv e (proportional ) sampler . Adjustmen t o f the quantit y o f sampl e ma y b e mad e eithe r b y varyin g the frequenc y o f transferrin g equa l increment s o f sampl e t o th e sampl e container , or b y varyin g th e volume o f the increment s whil e maintainin g a -33 -constan t frequenc y o f transferrin g th e increment s t o th e sampl e container . Th e apparatu s assembl y fo r continuou s sampling i s show ni nFigur e 4 o f Appendi xD . 11.4.1.4. 3 Intermitten t sampler . A sample r tha t i s designe d an doperate di nsuc ha manne r tha t i t transfer s equa l increment s o f liqui dfro m a pipelin e t o th e sampl e containe r a t a uniform

rat e o f les s tha non e incremen t pe r minut e i s a n intermitten t sampler . 11.4.1. 5 Standard s o f installation . Automati c sample r installation s shoul dmee t al l safet y requirement s i nth e plan t or a r e a wher e used , an dshoul dcompl y

wit hAmerica nNationa l Standar dCod e fo r Pressur e Piping , an dothe r applicabl e code s (ANS I B31.1) . Th e sample r shoul dbe s o installe da s t o provid e ampl e acces s spac e fo r inspectio nan dmaintenance . 11.4.1.5. 1 Smal l line s connectin g variou s element s o f the installatio nshoul db e s o arrange dtha t complet e purgin g o f the automati c sample r an do f al l line s ca nb e accomplishe d effectively . Al l flui dremaining i nthe sample r an dth e line s fro m th e precedin g sampling cycl e shoul db e purge dimmediatel y befor e th e star t o f an y give nsampling operation . 11.4.1.5. 2 I nthos e case s wher e the sample r desig ni s suc htha t complet e purgin g o f th e sampling line s an dth e sample r i s no t possible , a smal l pum pshoul dbe installe di norde r t o circulat e a continuou s strea m fro m th e sampling tub e pas t or throug hthe sample r an dbac k int o th e line . Th e automati c sample r shoul dthe nwithdraw the sampl e fro m th e sidestream throug hth e shortes t possibl e connection . -34 -11.4.1.5. 3 Unde r certai nconditions , ther e ma y b e a tendenc y fo r wate r an

dheav y particle s t o dro pou t i nth e discharg e line fro m th e samplin g devic e an dappea r i nth e sampl e containe r durin g som

e subsequen t sampling period . T o circumven t thi s possibility , th e discharg e pip e fro m the sampling devic e shoul d b e fre e o f pocket s or enlarge dpip e areas , an dpreferabl y shoul db e pitche ddownwar dt o the sampl e container . 11.4.1.5. 4 T o ensur e clean , free-flowin g lines , piping shoul d b e designe dfor periodi c cleaning . 11.4.1. 6 Fiel dcalibration . Composit e sample s obtaine dfro m th e automati c sample r installatio nshoul db e verifie dfor quantit y

performanc e i na manne r tha t meet s wit hth e approva l o f al l partie s concerne d(including EPA) , at leas t onc e a mont h an dmor e ofte ni f condition s warrant . I nth e cas e o f time-cycl e samplers , deviation s i nquantit y o f th e sampl e take n shoul dno t excee d± five percen t fo r an y give nsetting . I nthe cas e o f flow-responsiv e samplers , th e deviatio ni nquantit y o f sampl e take npe r 1,00 0 barrel s o f flowing strea m shoul dno t excee d± 5 percent . Fo r th e purpos e o f field-calibratin g a n installation , th e composit e sampl e obtaine dfro m th e automati c sample r unde r tes t shoul db e verifie dfo r qualit y b e comparin g o nth e basi s o f physica l an dchemica l properties , wit heithe r a properl y

secure dcontinuou s nonautomati c sampl e o r tank sample . Th e tanksampl e shoul dbe take nunde r th e followin g conditions : 11.4.1.6. 1 Th e batc hpumpe dduring th e tes t interva l shoul db e diverte dint o a clea ntank an da sampl e take nwithi non e hou r -35 -P.4 1

afte r cessatio n o f pumping . 11.4.1.6. 2 I f th e sampling o f the deliverytank i s t o b e delaye d beyon

d on e hour , the n the tank selecte d mus t b e equippe d wit ha

n adequat e mixing means . Fo r vali d comparison , th e sampling o f th e deliverytank mus t b e complete d withi n eigh t hour s afte r cessatio n o f pumping , eve n thoughthe tan k i s equippe d wit ha motor-drive n mixer . 11.4.1.6. 3 Whe n making a norma l full-tank deliveryfro ma tank , a properl ysecure d sampl e mayb e use d t o chec k th e result s o f th e sample r i f th e parie s (includin g EPA ) mutuall yagre e t o thi s procedure . 11.4.1. 7 Receiver . Th e receive r mus t b u a clean , dr

y containe r o f convenien t siz e t o receiv e th e sample . Al l connection s fro

m th e sampl e prob e t o the sampl e containe r mus t b e tre e o f lsaks . Tw o type s o f containe r mayb e used , depending upo n servic e requirements . 11.4.1.7. 1 Atmospheri c container . Th e atmospheri c containe r shal l b e constructe d i n suc h a waytha t i t retard s evaporatio n los s an d protect s th e sampl e fro mextraneou s materia l suc ha s rain , snow , dust , an d trash . Th e constructio n shoul d allow cleaning , interio r inspection , an d complet e mixing o f the sampl e prio r t o removal . Th e containe r shoul d b e provide d wit h a suitabl e vent . 11.4.1.7. 2 Close d container . Th e close d containe r shal l b e constructe d i n suc ha manne r tha t i t prevent s evaporatio n loss . Th e constructio n mus t allowcleaning , interio r

-36

-inspectio n an d complet e mixing o f th e sampl e prio r t o removal . Th e containe r shoul d b e equippe d wit h a pressure-relie f valve . 11.4. 2 Procedure . 11.4.2. 1 Nonautomati c sample . Adjus t th e valv e o r plug coc k fro mth e sampling prob e s o tha t a stead ystrea mi s draw

n fro m th e probe . Wheneve r possible , th e rat e o f sampl e withdrawa l shoul d b e suc h tha t th e velocit yo f liqui d flowing throughthe prob e i s approximatel yequa l t o th e averag e linea r velocit yo f th e strea

mflowing throughthe pipeline . Measur e an d record th e rat e o f sampl e withdrawa l a s gallon s pe r hour . Ziver t the sampl e strea

mt o th e sampling containe r continuousl yo r intermittentl yt o provid e a quantit yo f sampl e tha t wil l b e o f sufficien t siz e fo r analysis . 11.4.2. 2 Automati c sampling . Purg e th e sample r an d the sampling line s immediatel ybefor e the star t o f a sampling operation . I f th e sampl e design i s suc htha t complet e purging i s no t possible , circulat e a continuou s strea mfro mth e prob e pas t o r through the sample r an d bac k int o th e line . Withdraw th e sampl e from

th e sid e strea

mthrough th e automati c sample r using th e shortes t possibl e connections . Adjus t th e sample r t o delive r no t les s tha n on e an d no t mor e tha n 4 0 gallon s (15 1 liters ) o f sampl e during th e desire d sampling period . Fo r time-cycl e samplers , record the rat e a t whic hsampl e increment s wer e take n pe r minute . Fo r flow-responsiv e samplers , record th e proportio n o f sampl e t o tota l stream . Labe l the sample s an d delive r them

t o th e laborator

yi n th e container s i n whic h theywer e collected . -37

-P.4 3

11. 5 Nozzl e sampling . Th e nozzl e sampling procedur e i s applicabl e fo r sampling diese l fue l fro m a retai l outle t or wholesal e purchaser-consume r facilit y storag e tank . 11.5. 1 Apparatus . Sampl e container s conformin g wit h4. 1 shoul db e used ! A spacer , i f appropriat e (Figur e 6 o f Appendi x D ) , an da nozzl e extensio ndevic e simila r t o tha t show ni n Figure s 7 or 7 a o f Appendi xD shal l b e use dwhe nnozzl e sampling . Th e nozzl e extensio ndevic e doe s no t nee dt o be identica l t o tha t show ni nFigur e 7 or 7 a o f Appendi xDbu t i t shoul db e a devic e tha t wil l botto m fil l ;h

e container . 11.5. 2 Procedure . Immediatel y afte r diese l fue l ha s bee n delivere dfro

m th e pum

pan dth e pum

pha s bee nreset , delive r a smal l amoun t o f produc t int o th e sampl e container . Rins e sampl e containe r an ddum pproduc t int o wast e container . Inser t nozzl e extensio n(Figur e 7 or 7 a o f Appendi xD ) int o sampl e containe r an

dinser t pum

pnozzl e int o extensio nwit hslo t ove r ai r blee dhole . Fil l slowl y throughnozzl e extensio nt o 70-8 0 percen t ful l (Figur e 8 o f Appendi xD) . Remov e nozzl e extension . Ca psampl e containe r at once . Chec kfor leaks .

12 . Specia l Precaution s an dInstructions . 12. 1 Precautions . Officia l sample s shoul db e take nby , or unde r th e immediat e supervisio nof , a perso no f judgement , skill , an

dsampling experience . Neve r prepar e composit e sample s fo r thi s test . Mak e certai ntha t container s whic har e t o b e shippe db y commo ncarrie r conform t o applicabl e Interstat e Commerc e Commission , state , an dloca l regulations. -38 -P.4 4

Whenflushin

g o r purgin

g line s o

r containers , observ e th e pertinent regulation s an dprecaution s agains t fire , explosion , an dother hazards . 12. 2 Sampl e containers . Us e container s of no t les s tha

n on e quar t (0. 9 liter ) no r mor e tha

ntw o gallon s (7. 6 liters ) capacity , of sufficient strengthto withstan dth e pressur e t

o whichthe

y ma y b e subjected . Open-type container s hav e a singl e openin

g whichpermit s samplin g b y immersion . Closed-type container s hav e tw o openings , on

e i neac hen d(o r th e equivalent thereof) , fitte dwit hvalve s suitabl e fo r samplin g b y wate r displacement o r b y purging . 12. 3 Transfe r connections . Th e transfer connectio nfo r th e open-type containe r consist s of a nai r tub

e an da liqui d deliver y tub e assemble

di na ca po r stopper . Th

e ai r tub

e extend s to th

e botto m of th e container . One en dof th

e liquid deliver y tub e i s lon

g enoug ht o reac hth e botto m of th e diese l fue l chamber whil e th e sampl e i s bein g transferre

dt o th e chamber . Th

e transfer connectio nfo r th e closed-type container consist s of a singl e tub e wit ha connectio nsuitabl e fo

r attachin

g it t o on e of th

e opening s of th

e sampl e container . The tub

e i s lon

g enoug

ht o reac hth e botto

m of th

e diese l chamber whil e th

e sampl e i s bein

g transferred . 12. 4 Samplin

g ope ntanks . Us e clea ncontainer s of th e ope ntyp e whensamplin

g ope ntank s an

dtan kcars . A

nall-leve l sampl e obtaine

db y th e bottl e procedur e describe di n11. 2 i s recommended . Befor e takin g th e sample , flushth e container b

y immersin

g it i

nth e produc t t

o b e sampled . The

nobtai nth

e -39 -P.4 5

sampl e immediately . Pou r of f enoug hs o tha t th e containe r wil l b e 70-8 0 percen t ful l an dclos e i t promptly . Labe l the containe r an

ddelive r i t t o th e laboratory . 12. 5 Sampling close dtanks . Container s o f eithe r the ope nor close dtyp e ma y be use dt o obtai nsample s fro m close d o r pressur e tanks . I f the close dtyp e i s used , obtai nthe sampl e usin g th e wate r displacemen t procedur e describe di n12. 8 or th e purgin g procedur e describe di n12.9 . Th e wate r displacemen t procedur e i s preferabl e becaus e th e flo w o f produc t involve di nth e purgin g procedur e ma y b e hazardous . 12. 6 Wate r displacemen t procedure . Completel y fil l th e closed-typ e containe r wit hwate r an dclos e th e valves . Whil e permittin g a smal l amoun t o f produc t t o flo w throug hth e fittings , connec t th e topor inle t valv e o f th e containe r t o th e tan k sampling ta por valve . The nope nal l valve s o nth e inle t sid e o f th e container . Ope nth e botto m o r outle t valv e slightl y

t o allo

w th e wate r t o b e displace dslowl y b y the sampl e enterin g th e container . Regulat e th e flo w s o tha t ther e i s no appreciabl e chang e i npressur e withinth e container . Clos e th e outle t valv e a s soo na s diese l fue l discharge s fro m th e outlet ; the ni nsuccessio nclos e th e inle t valv e an dthe samplin g valv e onth e tank . Disconnec t th e containe r an d withdra w

enoug ho f th e content s s o tha t i t wil l be 70-8 0 percen t full . I f th e vapo r pressur e o f the produc t i s no t high enoug ht o forc e liqui dfro m th e container , ope nbot hthe uppe r an dlowe r valve s slightl y t o remove th e excess . Promptl y sea l an dlabe l th e container , an ddelive r i t t o th e laboratory . -40 -P.4 6

12. 7 Purgin g procedure . Connec t th e inle t valv e o f the closed-typ e containe r t o th e tanksampling tapo r valve . Throttl e th e outle t valv e o f th e containe r s o tha t the pressur e i ni t wil l b e approximatel y equa l t o tha t i nthe containe r bein g sampled . Allow a volume o f produc t equa l t o at leas t twic e tha t o f th e containe r t o flo w throughthe sampling system . The nclos e al l valves , th e outle t valv e first , th e inle t valv e o f th e containe r second , an dth e tan ksampling valv e last , an

ddisconnec t th e containe r immediately . Withdraw enoug ho f th e content s s o tha t th e sampl e containe r wil l be 70-8 0 percen t full . I f th e vapo r pressur e o f th e produc t i s no t hig henoug ht o forc e liqui dfro m the container , ope nbot h th e uppe r an

dlowe r valve s slightl y t o remov e th e excess . Promptl y

sea l an

dlabe l th e container , an ddelive r i t t o the laboratory .

-41 -P.4 7

(N i t

_soft) tw i *t l

wtttVi t raft s i t U a Al l Dimension s i n inche s (fu n scal e excep t a s noted ) A U decima l dimension s represen t minimu m an d maximu m Toleranc e fo ral l othe rdimension s is±»/*_ * Mad e o fnon-ferrou s material , uneffecte d bygasolin e 

## Rgur e 7a . Nozzl e Extensio n fo rNozzl e Samplin g (Compatibl e wit h narro wnec k sampl e containers )P.4 8

Fo r th e reason s set fort hi nth e Preamble , Par t 8 6 o f Titl e 4 0 of th e Code of Federa l Regulation s i s revise dto , as se

t fort h below : 6 . The authority citatio

nfo r Part 8 6 continue s t o rea d as follows : Authority : Sees.202 , 203 , 206 , 207 , 208 , 215 , 301(a) , of th e CleanAi r Ac t as Amended ; 4 2 U.S.C . 7521 , 7522 , 7524 , 7525 , 7541 , 7542 , 7549 , 755 0 an d7601(a) .
7 . A ne w Sectio

n86.113-9 1 i s propose dt o b e adde dt o Subpar t B , to rea

das follows : §86.113-9 1 Fue l specifications . (a ) Otto-cycl e tes t fuel . (1 ) Gasoline havin g th e followin

g specification s wil l b e use db y th e Administrator i

n exhaus t an

devaporativ

e emissio

ntestin

g of petroleum-fueled Otto-cycl e vehicles . Gasoline havin g th e followin

g specificatio

no r substantiall y

equivalent specification s approve db y th e Administrator , shal l b e use db y th e manufacture r i

nexhaus t an

devaporativ

e testin

g except that octane specification s d o not apply .

-42 -P.4 9

Ite m Octane , research , Sensitivity , Lea d(organic) , DistillationRange :

IBP[2] , 1 0 pet . point , 5 0 pet . point , 9 0 pet . point , EP , (max. ) Sulfur , weigh t pet. , . . lio-spiorus , max . ..VP[3,4] , Hydrocarboncomposi t Olefins , Aromatics , Saturate s min . min . g/U.S . ga l (g/litter ) °F <°C ) o p 

## CC ) o p C C ) o p CC )

. °F (°C ) max . g/U.S . ga l • (g/liter ) ps i (kPa ) ion : max . pet. , max . pet. , ASTM

Tes t Metho dNo . D269 9
• • • •

. D323 7 D8 6 D8 6 D8 6 D8 6 D8 6 D126 6

. D323 1 D32 3 D131 9 D131 9 D131 9 Valu e 9 3 7. 5 0.050[1 ] <0.013)[1 ] 75-9 5 (23.9-35 ) 120-13 5 (48.9-57.2 ) 200-23 0 (93.3-110 ) 300-32 5 (148.9-162.8 ) 41 5 (212.8 ) 0.1 0 0.00 5 (0.0013 ) 8.7-9, 2 (60.0-63.4 ) 1 0 3 5 [5 ] [1 ] Maximum . [2 ] Fo r testin g at altitude s abov e 1,21 9 m (4,00 0 ft ) th e specifie drang e i s 75°-105° F (23.9°-40.6°C) . [3 ] Fo r testin g whic hi s unrelate dt o evaporativ e emissio n control , th e specifie drang e i s 8.0-9. 2 ps i (55.2-63. 4 kPa) . [4 ] Fo r testin g at altitude s abov e 1,21 9 m (4,00 0 ft ) th e specifie drang e i s 7.9-9. 2 ps i (54.5-63. 4 kPa) . [5 ] Remainder .

-43 -P.5 0

(2 ) Unleadedgasoline representativ e o f commercia l gasoline whichwil l b e generall y

availabl e throug hretai l outlet s shal l b e use di nservic e accumulatio nfo r petroleum-fueledOtto-cycl e vehicles . Leade dgasoline wil l no t b e use di nservic e accumulation . (i ) Th

e octane ratin

g of th

e gasolin

e use dshal l b

e n o higher tha

n1. 0 Researchoctan e number abov

e th e minimu

m recommende

db y th e manufacture r an

dhav e a minimu

m sensitivity of 7 5 octan

e numbers , wher e sensitivity i s define

das th

e Researchicran

e number minu s th

e Motor octan

e number . (ii ) Th

e Rei dVapor Pressur e of th e gasolin

e use dshal l b e characteristi c of th e motor fue l use

ddurin

g th e seaso

ni n whichth

e servic e accumulatio ntake s place . (3 ) Methano l fue l use dfo r exhaus t an

devaporativ

e emissio ntestin

g an di nservic e accumulatio nof methanol-fueled Otto-cycl e vehicle s shal l b e representativ

e of commerciall y availabl e methano l fue l an dshal l consis t of a t leas t 5 0 percent methano l b

y volume . (i ) Manufacturer s shal l recommen dth e methano l fue l t o b e use dfo r testin

g an dservic e accumulatio ni naccordanc e wit h paragrap

h(3). .

-44 -P.5 1

(ii ) Th

e Administrator shal l determin e th e methano l fue l t o b e use dfo r testin

g an dservic e accumulation . (4 ) Othe r methano l fuel s ma y b e use dfo r testin

g an d servic e accumulatio nprovided : (i ) The

y are commerciall y

available , an

d (ii ) Information , acceptabl e t o th e Administrator , i s provide dt o sho w cha t only th e designate

dfue l woul db

e use di n custome r service , *°.n d (iii ) Us e of a fue l liste dunder paragrap

h(a)(3 ) of thi s sectio nwoul dhav

e a detrimenta l effec t o nemission s o

r durability , an

d (iv ) Writtenapprova l fro m th e Administrator of th e fue l specification s mus t b e provide

dprior t

o th e start of testing . (5 ) Th

e specificatio

nrang e of th

e fuel s to b

e use d unde r paragraph s (a)(2) , (a)(3) , an d(a)(4 ) of thi s sectio n shal l b e reporte

di naccordanc e with§86.090-21(b)(3) . (b ) Diese l tes t fuel . (1 ) Th e petroleu

m fuel s employe

d fo r testin

g diese l vehicle s shal l b e clea nan dbright , with pou r an dclou dpoint s adequat e fo r operability . Th e petroleu

m fue l ma

y contai nnonmetalli c additive s a s follows : cetane -45 -P.5 2

improver , meta l deactivator , antioxidant , dehazer , antirust , pou r depressant , dye , dispersan t an d biocide . Excep t fo r th e sulfu r conten t o f "Typ e 2-D " fuel , fuel s specifie d fo r emission s testing ar e intende d t o b e representativ e o f commerciall yavailabl e in-us e fuels . (2 ) Petroleu

mfue l fo r diese l vehicle s meeting th e following specifications , o r substantiall yequivalen t specification s approve d b yth e Administrator , shal l b e use d i n exhaus t emissio n testing . Th e grad e o f petroleu mfue l recommende d b

yth e engin e manufacturer , commerciall ydesignate d a s "Typ e 2-D " grad e diesel , shal l b e used .

Ice m Cetan e Numbe r Distillatio n range :

IBP , 1 0 pet . point , 5 0 pet . point , 9 0 pet . point ,

EP , Gravity , Tota l sulfur , o p 

### CC ) o p 

### (°c ) o p 

### <°c ) o p 

### CC ) o p 

### CC ) °AP I pet . Hydrocarbo n compositio n Aromatics , min . pet . Paraffins , naphthenes , olefin s Flashpoint , min . Viscosity , centistoke s o p 

### CC ) ASTM Tes t

Metho d No . D61 3 D8 6 D8 6 D8 6 D8 6 D8 6 D28 7 D262 2 D131 9

D9 3 D44 5 Typ e 2- D

42-5 0 340-40 0 (171.1-20 4 400-46 0 (204.4-23 7 470-54 0 (243.3-28 2 560-63 0 (293.3-33 2 610-69 0 (321.1-36 5 32-3 7 0.08-0.1 2 2 7 [1 ] 13 0 (54.4 ) 2.2-3. 4 .4 )

•8 )

• 2 ) .2 ) .6 )

[1 ] Remainder .

-46

-P.5 3

(3 ) Petroleu

mfue l fo r diese l vehicle s meeting the following specifications , o r substantiall yequivalen t specification s approve d b ythe Administrator , shal l b e use d i n servic e accumulation . Th e grad e o f petroleu m diese l fue l recommende d b

yth e engin e manufacturer , commerciall ydesignate d a s "Typ e 2-D " grad e diese l fuel , shal l b e used .

Ite m Cetan e Numbe r Distillatio n range : 9 0 pet . poin t Gravity , Tota l sulfur , Flashpoint , min . Viscosity , o p (°C ) °A? I pet . o p 

## CC ) centistoke s AST M Tes t



### Metho d D61 3 u8 6 -;'28 7 D262 2 D9 3 D45 5 No . TvD e 2- D

38-5 8 540-65 0 (282.2-343.3 ) 30-3 9 0.08-0.1 2 13 0 (54.4 ) 1.5-4. 5 (4 ) Methano l fue l use d fo r exhaus t an d evaporativ e emissio n testing an d i n servic e accumulatio n o f methanol-fuele d diese l vehicle s shal l b e representativ e o f commerciall yavailabl e methano l fue l an d shal l consis t o f a t leas t 5 0 percen t methano l b yvolume . (i ) Manufacturer s shal l recommen d th e methano l fue l t o b e use d fo r testing an d servic e accumulatio n i n accordanc e wit hparagraph(4) . (ii ) The > Administrato r shal l determin e th e methano l fue l t o b e use d fo r testing an d servic e accumulation .

-47

-P.5 4

(5 ) Othe r fuel s ma y b e use dfo r testin

g an dservic e accumulatio

nprovided : (i ) The

y ar e commerciall y

available , an

d (ii ) Information , acceptabl e t o th e Administrator , i s providedto sho

w that only

th e designate

dfue l woul db

e use di n custome r service , an d (iii ) Us e of a fue l liste dunder paragraph s (b)(2 ) an d (b)(3 ) o

r (b)(4 ) 61 thi s sectio nwoul dhav

e a detrimenta l effec t o

nemission s o

r durability , an

d (iv ) Writtenapprova l fro m th e Administrator of th e fue l specification s mus t b e provide

dprio r t o th e start of testing . (6 ) Th

e specificatio

nrang e of th

e fuel s t

o b e use d under paragraph s (b)(2) , (b)(3) , (b)(4) , an d(b)(5 ) of thi s sectio nshal l b

e reporte

di naccordanc e wit h§86.090-21(b)(3) . (c ) Fuel s not meetin g th e specification s set forthi n thi s sectio

nma y b e use donly wit hth

e advanc e approva l of th e Administrator . 

### (d ) Mixture s a f petroleu m an dmethano l fuel s £& £ flexibl e fue l vehicles . (1 ) Mixture s of petroleu m an d methano l fuel s use dfo r exhaus t an

devaporativ

e emissio

n -48 -testin

g an dservic e accumulatio nfo r flexibl e fue l vehicle s shal l b

e withi nth

e rang e of fue l mixture s fo r whichth

e vehicl e wa s designed . (2 ) Manufacture r testin g an dservic e accumulatio nma y b e performedusin

g only thos e mixture s (mixture s ma y b e different fo r exhaus t testing , evaporativ e testing , an

dservic e accumulation ) expecte dt o resul t i

nth e highes t emissions , provided : (i ) Th

e fuel s whichconstitut e th e mixtur e wil l b

e use d i ncustomer service , an d (ii ) Information , acceptabl e to th e Administrator , i s providedb

y th e manufacture r t

o sho w that th

e designatedfue l mixture s woul dresul t i nth e highes t emissions , an d (iii ) Writtenapprova l fro m th e Administrator of th e fue l specification s mus t b e provide

dprior t

o th e start of testing . (3 ) Th

e specificatio

nrang e of th

e fuel s t

o b e use d under paragrap

h(d)(1 ) of thi s sectio nshal l b

e reporte

di n accordanc e wit h§86.090-21(b)(3) .

-49 -P.5 6

8 . A ne w Sectio n86.113-9 4 i s propose dt o b e adde dt o Subpar t B , to rea

das follows : §86.113-9 4 Fue l specifications . (a ) Otto-cvcl e tes t fuel . (1 ) Gasolin e havin

g th e followin

g specification s wil l b e use db y th e Administrator i

n exhaus t an

devaporativ

e emissio

ntestin

g of petroleum-fueled Otto-cycl e vehicles . Gasoline havin g th e followin

g specificatio

no r substantiall y

equivalent specification s approve db y th e Administrator , shal l b e use db y t "< e manufacture r i

nexhaus t an

devaporativ

e testin

g except that octane specification s d o not apply .

-50 -P.5 7

Ite m Octane , research , Sensitivity , Lea d(organic) , DistillationRange :

IBP[2] , 1 0 pet . point , 5 0 pet . point , 9 0 pet . point , EP , (max. ) Sulfur , weigh t pet. , Phosphorus , max . RVP[3,4J , Hydrocarboncomposi t Olefins , Aromatics , Saturate s AST M Tes t ^ min . min . g/U.S . gal. (g/litter ) o p 

### CC ) o p 

### CC ) o p CC ) o p CC ) o p CC ) max . g/U.S . gal . (g/liter ) ps i (kPa ) ion : max . pet. , max . pet. , iPtho

dNo . D269 9

• • • • D323 7 D8 6 D8 6 D8 6 D8 6 D8 6 D126 6 D323 1 D32 3 D131 9 D131 9 D131 9 Valu e 9 3 7. 5 0.050[1 ] (0.013)[1 ] 75-9 5 (23.9-35 ) 120-13 5 (48.9-57.2 ) 200-23 0 (93.3-110 ) 300-32 5 (148.9-162.8 ) 41 5 (212.8 ) 0 1 0 0.00 5 (0.0013 ) 8.7- 9 . 2 (60.0-63.4 ) 1 0 3 5 [5 ] [1 ] Maximum . [2 ] For testin

g a t altitude s abov

e 1,21 9 m

(4,00 0 ft ) th

e specifie

drang e i s 75°-105° F (23.9°-40.6°C) . [3 ] For testin

g whichi s unrelate dt o evaporativ

e emissio

n control , th

e specifie

drang e i s 8.0-9. 2 ps i (55.2-63. 4 kPa) . [4 ] Fo r testin

g a t altitude s abov

e 1,21 9 m

(4,00 0 ft ) th

e specifie

drange i s 7.9-9. 2 ps i (54.5-63. 4 kPa) . [5 ] Remainder .

-51 -P.5 8

(2 ) Unleadedgasolin e representativ

e of commercia l gasoline whichwil l b e generall y

availabl e throug hretai l outlet s shal l b

e use di nservic e accumulatio nfo r petroleum fuele dOtto-cycl e vehicles . Leade dgasolin

e wil l no

t b e use d i nservic e accumulation . (i ) Th

e octane ratin

g of th

e gasolin

e use dshal l b

e n o higher tha

n1. 0 Researchoctan e number abov

e th e minimu

m recommende

db y th e manufacture r an

dhav e a minimu

m sensitivity of 7. 5 octane numbers , wher e sensitivity i s define

da s th e Researchoctan

e number minu s th

e Motor octan

e number . (ii ) Th

e Rei dVapor Pressur e of th e gasoline use

dshal l b e characteristi c of th e motor fue l use

ddurin

g th e seaso

ni n whichth

e servic e accumulatio ntake s place . (3 ) Methano l fue l use dfo r exhaus t an

devaporativ

e emissio ntestin

g an di nservic e accumulatio nof methanol-fueled Otto-cycl e vehicle s shal l b e representativ

e of commerciall y availabl e methano l fue l an dshal l consis t of a t leas t 5 0 percent methano l b

y volume . (i ) Manufacturer s shal l recommen dth e methano l fue l t o b e use dfo r testin

g an dservic e accumulatio ni naccordanc e with paragrap

h(3) .

-52 -P.5 9

(ii ) Th e Administrato r shal l determin e th e methano l fue l t o b e use d fo r testing an d servic e accumulation . (4 ) Othe r methano l fuel s mayb e use d fo r testin g an d servic e accumulatio n provided : (i ) The yar e commerciall yavailable , an d (ii ) Information , acceptabl e t o the Administrator , i s provide d t o sho wtha t onl yth e designate d fue l woul d b e use d i n custome r service , ari d (iii ) Us e o f a fue l liste d unde r paragraph(a)(3 ) o f thi s sectio n woul d hav e a detrimenta l effec t o n emission s o r durability , an

d (iv ) Writte n approva l fro mthe Administrato r o f th e fue l specification s mus t b e provide d prio r t o the star t o f testing . (5 ) Th e specificatio n rang e o f th e fuel s t o b e use d unde r paragraph s (a)(2) , (a)(3) , an d (a)(4 ) o f thi s sectio n shal l b e reporte d i n accordanc e wit h §86.090-21(b)(3) . (b ) Diese l tes t fuel . (1 ) Th e petroleu m fuel s employe d fo r testing -diese l vehicle s shal l b e clea n an d bright , wit h pou r an

d clou d point s adequat e fo r operability . Th e petroleu m fue l maycontai n nonmetalli c additive s a s follows : cetan e -53

-P.6 0

improver , meta l deactivator , antioxidant , dehazer , antirust , pou r depressant , dye , disp e fo r emission s testing ar e rsan t an d biocide . intende d t o b e commerciall yavailabl e in-us e fu e (2 ) Petroleu

mfue l following specifications , specification s approve d b y exhaus t emissio n testing . fo r o r Is . diese l vehi c Fuel s specifie d

representativ e o f

le s meeting the substantiall yequivalen t th e Administrator , Th e grad e o f recommende d b

yth e engin e manufa c a s "Typ e 2-D " grad e diesel ,

Item Cetan e Numbe r Cetan e Inde x Distillatio n range :

IBP , ° F



### CC ) 1 0 pet . point , ° F 

### CC ) 5 0 pet . point , ° F (°C ) 9 0 pet . point , ° F 

### CC ) EP , ° F



### CC ) Gravity , °AP I Tota l sulfur , pet . Hydrocarbo n compositio n Aromatics , min . pet . Paraffins , naphthenes , olefin s Flashpoint , min . ° F (°C ) Viscosity , centistoke s [1 ] Remainder . shal l

-54

- shal l b e use d i n petroleu

mfue l turer , commerciall ydesignate d b e used .
AST M Tes t Metho d No . D61 3 D97 6 D8 6 D8 6 D8 6 D8 6 D8 6 D28 7 D262 2 D131 9

D9 3 D44 5 Typ e 2- D

40-4 8 40-4 8 340-40 0 (171.1-204.4 ) 400-46 0 (204.4-237.8 ) 470-54 0 (243.3-282.2 ) 560-63 0 (293.3-332.2 ) 610-69 0 (321.1-365.6 ) 32-3 7 0.03-0.0 5 2 7 [1 ] 13 0 (54.4 ) 2.2-3. 4P.6 1

(3 ) Petroleu

mfue l fo r diese l vehicle s meeting the following specifications , o r substantiall yequivalen t specification s approve d b yth e Administrator , shal l b e use d i n servic e accumulation . Th e grad e o f petroleu mdiese l fue l recommende d b

ythe engin e manufacturer , commerciall ydesignate d a s "Typ e 2-D " grad e diese l fuel , shal l b e used .

Ite m C^fcan e _lunue r Caian e Inde x Disti l .atio

n range : 9 0 pet . poin t Gravity , Tota l sulfur , Flashpoint , min . ViwCOoity , o p 

### CC ) °AP I pet . o p 

### CC ) centistoke s AST M Tes t

Metho d D61 3 D97 6 D8 6 D28 7 D262 2 D9 3 D45 5 No . Typ e 2- D

38-5 8 min . 4 0 540-63 0 (282.2-343.3 ) 30-3 9 0.03-0.0 5 13 0 (54.4 ) 1.5-4. 5 (1 ) Methano l fue l use d fo r exhaus t an d evaporativ e emissio n testing an d i n servic e accumulatio n o f methanol-fuele d diese l vehicle s shal l b e representativ e o f commerciall yavailabl e methano l fue l an d shal l consis t o f a t leas t 5 0 percen t methano l b yvolume . (i ) Manufacturer s shal l recommen d the methano l fue l t o b e use d fo r testing an d servic e accumulatio n i n accordanc e wit hparagraph (4) . (ii ) Th e Administrato r shal l determin e the methano l fue l t o b e use d fo r testing an d servic e accumulation .
-55

-P.6 2

(5 ) Othe r fuel s ma y b e use dfo r testin

g an dservic e accumulatio

nprovided : (i ) The

y ar e commerciall y

available , an

d (ii ) Information , acceptabl e t o th e Administrator , i s providedt

o sho w that only

th e designate

dfue l woul db

e use di n custome r service , an d (iii ) Us e of a fue l liste dunder paragraph s (b)(2 ) an d (b)(3 ) o

r (b)(4 ) of thi s sectio nwoul dhav

e a detrimenta l effec t o

nemission s o

r durability , an

d (iv ) Writtenapprova l fro m th e Administrator o

f th e fue l specification s mus t b e provide

dprio r t o th e start of testing . (6 ) Th

e specificatio

nrang e of th

e fuel s t

o b e use d unde r paragraph s (b)(2) , (b)(3) , (b)(4) , an d(b)(5 ) of thi s sectio nshal l b

e reporte

di naccordanc e wit h§86.090-21(b)(3) . (c ) Fuel s not meetin g th e specification s se t fort hi n thi s sectio

nma y b e use donly withth

e advanc e approva l of th e Administrator . (d ) Mixture s of petroleu m an dmethano l fuel s fo r flexibl e fue l vehicles . (1 ) Mixture s of petroleu m an d methano l fuel s use dfo r exhaus t an

devaporativ

e emissio

n -56 -P.6 3

testin g an dservic e accumulatio nfo r flexibl e fue l vehicle s shal l b

e withi nth

e rang e o f fue l mixture s fo r whic hth e vehicl e wa s designed . (2 ) Manufacture r testin g an dservic e accumulatio nma y b e performe

dusin g only thos e mixture s (mixture s ma y b e different fo r exhaus t testing , evaporativ e testing , an

dservic e accumulation ) expecte dt o resul t i

nth e highes t emissions , provided : (i ) Th

e fuel s whichconstitut e th e mixtur e wil l b

e use d i ncustome r service , an d (ii ) Information , acceptabl e t o th e Administrator , i s providedb

y th e manv.fp-;ture

r t o sho w that th

e designatedfue l mixture s woul dresul t i nth e highes t emissions , an d (iii ) Writtenapprova l fro m th e Administrator of th e fue l specification s mus t b e provide

dprio r t o th e start of testing . (3 ) Th

e specificatio

nrang e of th

e fuel s t

o b e use d under paragrap

h(d)(1 ) of thi s sectio nshal l b

e reporte

di n accordanc e wit h§86.090-21(b)(3) .

-57 -P.6 4

9 . A ne w Sectio

n86.1313-9 1 i s propose dt o b e adde dt o Subpar t N , t

o rea das follows :
§86.1313-9 1 Fue l specifications . (a ) Otto-cycl e tes t fuel . (1 ) Gasoline havin g th e specification s liste di nTabl e N91- 1 wil l b e use db y th e Administrator i

nexhaus t emissio ntestin

g petroleum-fueled Otto-cycl e engines . Gasoline havin g thes e specification s o r substantiall y

equivalent specification s approve db y th e Administrator , shal l be . use db- th

e manufacture r i

nexhaus t emissio ntesting , except that th e octan e specificatio

ndoe s not apply .

-58 -P.6 5



### Tabl e N91- 1 Ite m Octane , research , min . Sensitivit y r min . Lea d (organic) , g/U.S . (g/ i Distillatio n range : IBP , 1 0 pet . 5 0 pet . 9 0 pet . EP , Sulphur , Phosphorus , RVP , Hydrocarbo n Olefin s point ,

point , point , ma x max . wt . max. , g/U.S .

(g/i . composition :

, ma x Aromatics , max . Saturate s gal . Iter ) o p 

### CC ) o p 

### CC ) o p 

### CC ) o p 

### CC )

. °F , (°C ) pet . gal . Iter ) ps i (kPa )

. pet . pet . 

### AST M

D269 9 D323 7 D8 6 D8 6 D8 6 D8 6 D8 6 D126 S D323 1 D32 3 D131 9 D131 9 D131 9 Valu e 9 3 7. 5 (0.050)[1 ] <0.013)[1 ] 75-9 5 (23.9-35 ) 120-13 5 (48.9-57.2 ) 200-23 0 (93.3-110 ) 300-32 5 U48.9-162.8 ) 41 5 (212.8 ) 0.1 0 0.00 5 ,0.0013 ) 8.0-9. 2 (60.0-63.4 ) 1 0 3 5 [2 ] [1 ] Maximum . [2 ] Remainder . (2 ) Unleade d gasolin e representativ e o f commercia l gasolin e whic hwil l b e generall yavailabl e throughretai l outlet s shal l b e use d i n servic e accumulation . (i ) Th e octan e ratin g o f th e gasolin e use d shal l b e no t highe r tha n on e Researc h octan e numbe r above th e minimu m recommende d b

yth e manufacture r an d hav e a minimu

m sensitivit y o f 7. 5 octan e numbers , wher e sensitivit yi s define d a s th e Researc hoctan e numbe r minu s th e Moto r octan e number .

-59

-(ii ) The Rei dVapor Pressur e o f th e gasoline use

dshal l b e characteristi c of th e motor fue l use

ddurin

g th e seaso ni n whichth

e servic e accumulatio ntake s place . (3 ) Methano l fue l use dfo r exhaus t an

devaporativ

e emissio ntestin

g an di nservic e accumulatio nof methanol-fueled Otto-cycl e engine s shal l b e representativ

e of commerciall y availabl e methano l fue l an dshal l consis t of a t leas t 5 0 percent methano l b

y volume . (i ) Manufacturer s shal l recommen dth e methano l fue l t o b e use dfo r testin

g an dservic e accumulatio ni naccordanc e with paragrap

h(3) . (ii ) Th

e Administrator shal l determin e i-h s methano l fue l to b e use dfo r testin

g an dservic e accumulation . (4 ) Othe r methano l fuel s ma y b e use dfo r testin

g an d servic e accumulatio nprovided : (i ) The

y ar e commerciall y

available , an

d (ii ) Information , acceptabl e t o th e Administrator , i s providedto sho

w that only

th e designate

dfue l woul db

e use di n custome r service , an d

-60 -P.6 7

(iii ) Us e of a fue l liste dunder paragrap

h(a)(3 ) of thi s sectio nwoul dhav

e a detrimenta l effec t o nemission s o

r durability , an

d (iv ) Writtenapprova l fro m th e Administrator of th e fue l specification s mus t b e provide

dprio r t o th e start of testing . (5 ) Th

e specificatio

nrang e of th

e fuel s t

o b e use d under paragraph s (a)(2) , (a)(3) , an d(a)(4 ) of thi s sectio n shal l b e reporte

di naccordanc e wit h§86.090-21(b)(3) . 

### (b ) Diese l tes t fuel . (1 ) Th

e petroleu

m fuel s fo

r testin

g diese l engine s employe dfo r testin

g shal l b

e clea nan dbright , wit hpou r an d clou dpoint s adequat e fo r operability . Th e petroleu

m fue l ma

y contai nnonmetalli c additive s as follows : Cetane improver , meta l deactivator , antioxidant , dehazer , antirust , pou r depressant , dye , dispersant , an dbiocide . Except fo r th e sulfu r content of "Typ e 2-D " fuel , fuel s specifie dfo r emission s testin

g are intende

dt o b e representativ

e o f commerciall y

availabl e in-us e fuels . (2 ) Petroleu

m fue l fo

r diese l engine s meetin g th e specification s i

nTabl e N91-2 , o r substantiall y

equivalent specification s approve db y th e Administrator , shal l b e use di n exhaus t emission s testing . Th e grad e o f petroleu

m fue l use

d -61 -P.6 8

shal l b e commerciall ydesignate d a s "Typ e 2-D " grad e diese l fue l excep t tha t fue l commerciall ydesignate d a s "Typ e 1-D " grad e diese l fue l mayb e substitute d provide d tha t the manufacture r ha s submitte d evidenc e t o th e Administrato r demonstrating t o th e Administrator' s satisfactio n tha t thi s fue l wil l b e th e predominan t in-us e fuel . Suc hevidenc e coul d includ e suc hthing s a s copie s o f signe d contract s fro m customer s indicating th e inten t t o purchas e an d us e "Typ e 1-D " grad e diese l fue l a s th e primaryfue l fo r us e i n th e engine s o r othe r evidenc e acceptabl e t o th e Administrator , whic hthe Administrato r find s provide s equivalen t assurance .
Tabl e N91- 2 ItemASTM Typ e 1- D Typ e 2- D Cetan e D61 3 48-5 4 42-5 0 Distillatio n range : IBP , ° F D8 6 330-39 0 340-40 0

(°C ) (165.6-198.9 ) (171.1-204.4 ) 1 0 pet . point , ° F D8 6 370-43 0 400-46 0

(°C ) (187.8-221.1 ) (204.4-237.8 ) 5 0 pet . point , ° F D8 6 410-48 0 470-54 0

(°C ) (210-248.9 ) (243.3-282.2 ) 9 0 pet . point , ° F D8 6 460-52 0 560-63 0

(°C ) (237.8-271.1 ) (293.3-332.2 ) EP , ° F D8 6 500-56 0 610-69 0

(°C ) (260.0-293.3 ) (321.1-365.6 ) Gravity , °AP I D28 7 40-4 4 32-3 7 Tota l sulfur , pet . D262 2 0.08-0.1 2 0.08-0.1 2 Hydrocarbo n composition : Aromatics , pet . D131 9 8[1 ] 27[1 ] Paraffins , Naphthenes , Olefin s D131 9 [2 ] [2 ] Flashpoint , min. , °F , D9 3 12 0 13 0 (°C ) (48.9 ) (54.4 ) Viscosity , centistoke s D44 5 1.6-2. 0 2.2-3. 4 [1 ] Minimum . [2 ] Remainder . -62

-P.6 9

(3 ) Petroleu

m fue l fo

r diese l engine s meetin g th e specification s i

nTabl e N91-3 , o r substantiall y

equivalent specification s approve db y th e Administrator , shal l b e use di n servic e accumulation . Th e grad e of petroleu

m fue l use

dshal l b e commerciall y

designate

das "Typ

e 2-D " grad

e diese l fue l except that fue l commerciall y designate

das "Typ

e 1-D " grad

e diese l fue l ma

y b e substitute

dprovide

dthat th

e manufacture r ha s submitte

devidenc e t

o th e Administrator demonstratin g t o th e Administrator' s satisfactio nthat thi s fue l wil l b e th e predominant in-us e fuel . Suc hevidenc e coul dinclud e suc h thing s as copie s of.signedcontract s fro m customer s indicatin g th e intent to purchas e an dus e "Typ

e 1-D " grade diese l fue l as th e primar

y fue l fo

r us e i

nth e engine s o

r other evidenc e acceptabl e to th

e Administrator .

Tabl e N91- 3 Itfil D AST M Typ e 1- D Typ e 2- D Cetane Number D61 3 42-5 6 30-5 8 Distillatio

nrange : 9 0 pet . point , ° F D8 6 440-53 0 540-63 0

(°C ) (226.7-276.7)(282.2-332.2 ) Gravity , °AP I Tota l sulfur , pet . Flashpoint , min. , °F ,



### CC ) Viscosity , centistoke s (4 ) Methano l fue l use dfo r exhaus t an

devaporativ

e emissio ntestin

g an di nservic e accumulatio nof methanol-fueled diese l engine s shal l b e representativ

e of commerciall y availabl e methano l fue l an dshal l consis t o f a t leas t 5 0 percent methano l b

y volume . -63 -

D28 7 D262 2 D9 3 D45 5 39-4 5

0.08-0.1 2 12 0 (48.9 ) 1.2-2. 2 30-4 2

0.08-0.1 2 13 0 (54.4 ) 1.5-4. 5(i ) Manufacturer s shal l recommen dth e methano l fue l t o b e use dfo r testin

g an dservic e accumulatio ni naccordanc e with paragrap

h(4) . (ii ) Th

e Administrator shal l determin e th e methano l fue l t o b e use dfo r testin

g an dservic e accumulation . (5 ) Other fuel s ma y b e use dfo r testin

g an dservic e accumulatio

nprovided : P.7 0

(i ) The

y ar e commerciall y

available , an

d (ii ) Information , acceptabl e to th e Administrator , i s providedt

o sho w that only

th e designate

dfue l woul db

e use di n custome r service , an d (iii ) Us e of a fue l liste dunder paragraph s (b)(2 ) an d (b)(3 ) o

r (b)(4 ) of thi s sectio nwoul dhav

e a detrimenta l effec t o

nemission s o

r durability , an

d (iv ) Writtenapprova l fro m th e Administrator of th e fue l specification s mus t b e provide

dprior t

o th e start of testing . (6 ) The , specificatio nrange , o

f th e fuel s t

o b e use d under paragraph s (b)(2) , (b)(3) , (b)(4) , an d(b)(5 ) o

f thi s sectio nshal l b

e reporte

di naccordanc e wit h§86.090-21(b)(3) . -64 -(c ) Fuel s not meetin g th e specification s set fort hi n thi s sectio

nma y b e use donly wit hth

e advanc e approva l o f th e Administrator . (d ) Mixture s o f petroleu man d methano l fuel s fJ_ X flexibl e fue l vehicles . (1 ) Mixture s of petroleu m an d methano l fuel s use dfo r exhaus t an

devaporativ

e emissio

n testin g an dservic e accumulatio nfo r flexibl e fue l vehicle s shal l b

e withi nth

e range of fue l mixture s fo r whichth

e vehicl e wa s designed . (2 ) Manufacture r testin g an dservic e accumulatio nma y b e performedusin

g onl y thos e mixture s (mixture s ma y b e different fo r exhaus t testing , evaporativ e testing , an

dservic e accumulation ) expecte dto resul t i

nth e highes t emissions , provided : (i ) Th

e fuel s whichconstitut e th e mixtur e wil l b

e use d i ncustome r service , an d (ii ) Information , acceptabl e t o th e Administrator , i s providedb

y th e manufacture r t

o sho w that th

e designate

dfue l mixture s woul dresul t i nth e highes t emissions , an d (iii ) Writtenapprova l fro m th e Administrator of th e fue l specification s mus t b e provide

dprior t

o th e start of testing . -65 -P.7 2

(3 ) The specificatio nrang e of th

e fuel s t

o b e use d under paragrap

h(d)(2 ) of thi s sectio nshal l b

e reporte

di n accordanc e wit h§86.090-21(b)(3) .

-66 -P.7 3

10 . A ne w Sectio

n86.1313-9 4 i s propose dto b

e adde dt o Subpar t N , to rea

das follows :
§86.1313-9 4 Fue l specifications . (a ) Otto-cvcl e tes t fuel . (1 ) Gasoline havin g th e specification s liste di nTabl e N94- 1 wil l b e use db y th e Administrator i

nexhaus t emissio ntestin

g petroleum-fueled Otto-cycl e engines . Gasoline havin g thes e specification s o r substantiall y

equivalent specification s approve db y th e Administrator , shall - b e use db y th e manufacture r i

nexhaus t emissio ntesting , except that th e octane specificatio ndoe s not apply .

-67 -P.7 4

Ite m Octane , research , Sensitivity , min . Lea d (organic) , min . g/U.S . (g/ 1 Distillatio n range : IBP , 1 0 pet . point , 5 0 pet . point , 90 ' pct v . point , EP , ma x Sulphur , max . wt . Phosphorus , .

_x. , RVP , g/U.S . (g/ i Hydrocarbo n composition : Olefins , Aror . e ...^s , Saturate s ma x

max . Iaj2l£

_

gal . iter ) op C C ) o p C C ) o p C C ) o p (°C )

. °F , C C ) pet . gal . iter ) ps i (kPa )

. pet . pet . N94-1 .

AST M D269 9 D323 7 D8 6 D8 6 D8 6 D8 6 D8 6 D126 6 D323 1 D32 3 D131 9 D131 9 D131 9 Valu e 9 3 7. 5 (0.050)[1 ] (0.013)[1 ] 75-9 5 (23.9-35 ) 120-13 5 (48.9-57.2 ) 200-23 0 (93.3-110 ) 300-32 5 (148.9-162.8 ) 41 5 (212.8 ) 0.1 0 0.00 5 (0.0013 ) 8.0-9. 2 (60.0-63.4 ) 1 0 3 5 [2 ] tl ] Maximum . [2 ] Remainde r (2 ) Unleade d gasolin e representativ e o f commercia l gasolin e whic h wil l b e generall yavailabl e throughretai l outlet s shal l b e use d i n servic e accumulation . (i ) Th e octan e ratin g o f th e gasolin e use d shal l b e no t highe r tha n on e Researc hoctan e numbe r abov e th e minimu m recommende d b

yth e manufacture r an d hav e a minimu

msensitivit y o f 7. 5 octan e numbers , wher e sensitivit yi s define d a s th e Researc hoctan e numbe r minu s th e Moto r octan e number .

-68

-P.7 5

(ii ) Th

e Rei dVapor Pressur e of th e gasoline use

dshal l b e characteristi c of th e motor fue l use

ddurin

g th e seaso ni n whic hth

e servic e accumulatio ntake s place . (3 ) Methano l fue l use dfo r exhaus t an

devaporativ

e emissio ntestin

g an di nservic e accumulatio nof methanol-fueled Otto-cycl e engine s shal l b e representativ

e of commerciall y availabl e methano l fue l an dshal l consis t of a t leas t 5 0 percent methano l b y Volume . (i ) Manufacturer s shal l recommen dth e methano l fue l t o be usedfo

r testin

g an dservic e accumulatio ni naccordanc e wit h paragrap

h(3) . (ii ) Th

e Administrator shal l determin e th e methano l fue l to b e use dfo r testin

g an dservic e accumulation . (4 ) Other methano l fuel s ma y b e use dfo r testin

g an d servic e accumulatio nprovided : (i ) The

y ar e commerciall y

available , an

d (ii ) Information , acceptabl e t o th e Administrator , i s providedto sho

w tha t onl y

th e designate

dfue l woul db

e use di n custome r service , an d

-69 -(iii ) Us e of a fue l liste dunder paragrap

h(a)(3 ) o

f thi s sectio nwoul dhav

e a detrimenta l effec t o nemission s o

r durability , an

d (iv ) Writtenapprova l fro m th e Administrator of th e fue l specification s mus t b e provide

dprior to th

e star t of testing . (5 ) Th

e specificatio

nrang e of th

e fuel s t

o b e use d under paragraph s (a)(2) , (a)(3) , an d(a)(4 ) of thi s sectio n shal l h e reporte

di naccorajr.... . wich§86.090-21(b ) (3) . (b ) Diese l test : fua_ . (1 ) The petroleu m f.-'3l s fo r testin

g diese l engine s employe dfo r testin

g shaij . 0 2 clea

nan dbright , wit hpou r an d clou dpoint s adequat e fo r operability . Th e petroleu

m fue l ma

y contai nnonmetalli c additive s as follows : Cetane improver , meta l deactivator , antioxidant , dehazer , antirust , pou r depressant , dye , dispersant , an dbiocide . Fuel s specifie dfo r emission s testin

g are intende

dt o b e representativ

e o f commerciall y

availabl e in-us e fuels . (2 ) Petroleu

m fue l fo

r diese l engine s meetin g th e specification s i

nTabl e N94-2 , o r substantiall y

equivalent specification s approve db y th e Administrator , shal l b e use di n exhaus t emission s testing . Th e grad e of petroleu

m fue l use

d shal l b

e commerciall y

designate

das "Typ

e 2-D " grade diese l -70 -P.7 7

fue l excep t tha t fue l commerciall ydesignate d a s "Typ e 1-D " grad e diese l fue l mayb e substitute d provide d tha t the manufacture r ha s submitte d evidenc e t o th e Administrato r demonstrating t o th e Administrator' s satisfactio n tha t thi s fue l wil l b e th e predominan t in-us e fuel . Suc hevidenc e coul d includ e suc hthing s a s copie s o f signe d contract s fro m customer s indicating th e inten t t o purchas e an d us e "Typ e 1-D " grad e diese l fue l a s th e primaryfue l fo r us e i n th e engine s o r othe r evidenc e acceptabl e t o th e Administrator .

Item Cetan e Numbe r Cetan e Inde x Distillatio n raig e IBP , 1 0 pet . po : 5 0 pet . po : 9 0 pet . po : EP , Gravity , Tota l sulfur , in

t Ln t Ln t >

• o p 

### CC )

, ° F 

### CC )

, ° F 

### (°c )

, ° F 

### CC ) o p 

### CC ) °AP I pet . Hydrocarbo n composition : Aromatics , Paraffins , Olefin s Flashpoint , mi n pet .

Naphthene s

• / °F , 

### CC ) Viscosity , centistoke s Tabl e N94- 2

AST M D61 3 D97 6 D8 6 D8 6 D8 6 D8 6 D8 6 D28 7 D262 2 D131 9 / D131 9 D9 3 D44 5 Typ e 1-D

40-5 4 40-5 4 330-39 0 (165.6-198.9 ) 370-43 0 (187.8-221.1 ) 410-48 0 (210-248.9 ) 460-52 0 (237.8-271.1 ) 500-56 0 (260.0-293.3 ) 40-4 4 0.03-0.0 5 8[1 ] [2 ] 12 0 (48.9 ) 1.6-2. 0 Typ e 2- D

40-4 8 40-4 8 340-40 0 (171.1-204.4 ) 400-46 0 (204.4-237.8 ) 470-54 0 (243.3-282.2 ) 560-63 0 (293.3-332.2 ) 610-69 0 (321.1-365.6 )

32-3 7 0.03-0.0 5 27[1 ] [2 ] 13 0 (54.4 ) 2.0-3. 2 [1 ] Minimum . [2 ] Remainder .
-71

-P.7 8 (3 ) Petroleu

m fue l fo r diese l engine s meetin g the specification s i nTabl e N94-3 , or substantiall y equivalen t specification s approve db y th e Administrator , shal l be use di n servic e accumulation . Th e grad e o f petroleu m fue l use dshal l b e commerciall y

designate da s "Typ e 2-D " grad e diese l fue l excep t tha t fue l commerciall y designate da s "Typ e 1-D " grad e diese l fue l ma y

b e substitute dprovide dtha t the manufacture r ha s submitte devidenc e t o th e Administrato r demonstratin g t o th e Administrator' s satisfactio ntha t thi s fue l wil l b e th e predominan t in-us e fuel . Suc hevidenc e coul dinclud e suc h thing s a s copie s o f signe dcontract s fro m customer s indicatin g th e inten t t o purchas e an dus e "Type-1-D " grad * diese l fue l a s th e primar y

fue l fo r us e i nthe engine s or othe r evidenc e acceptabl e t o th e Administrator .

Tabl e N94- 3

ItiSE D AST M Typ e 1- D Typ e 2- D

Cetan e Numbe r D61 3 40-5 6 30-5 8 Cetan e Inde xD97 6 min . 4 0 min . 4 0 Distillatio nrange : 9 0 pet . point , ° F D8 6 440-53 0 540-63 0 (°C ) (226.7-276.7)(282.2-332.2 ) Gravity , Tota l sulfur , pet . Flashpoint , °AP I

Ct . min. , °F , 

### CC ) istoke s D28 7

D262 2 D9 3 D45 5 39-4 5

0.03-0.0 5 12 0 (48.9 ) 1.2-2. 2 30-4 2

0.03-0.0 5 13 0 (54.4 ) 1.5-4. 5 (4 ) Methano l fue l use dfo r exhaus t an devaporativ e emissiontestin g an di nservic e accumulatio no f methanol-fuele d

-72 -P.7 9

diese l engine s shal l b e representativ

e o f commercially availabl e methano l fue l an dshal l consis t of a t leas t 5 0 percent methano l b

y volume . (i ) Manufacturer s shal l recommen dth e methano l fue l t o b e use dfo r testin

g an dservic e accumulatio ni naccordanc e with paragrap

h(4) . (ii ) The Administrator shal l determine th e methano l fue l t o b e use dfo r testin

g an dservic e accumulation . (5 ) Othe r fuel s ma y b e use dfo r testin

g an dservic e accumulatio

nprovided : (i ) The

y are commerciall y

available , an

d (ii ) Information , acceptabl e t o th e Administrator , i s providedto sho

w that only

th e designate

dfue l woul db

e use di n custome r service , an d (iii ) Us e of a fue l liste dunder paragraph s (b)(2 ) an d (b)(3 ) o

r (b)(4 ) of thi s sectio nwoul dhav

e a detrimenta l effec t o

nemission s o

r durability , an

d (iv ) Writtenapprova l fro m th e Administrator of th e fue l specification s mus t b e provide

dprio r t o th e start of testing .

-73 -P.8 0 (6 ) The specificatio nrange o f th

e fuel s t

o b e use d unde r paragraph s (b)(2) , (b)(3) , (b)(4) . an d(b)(5 ) of thi s sectio nshal l b

e reporte

di naccordanc e wit h§86.090-21(b)(3) . (c ) Fuel s no t meetin g th e specification s set forthi n thi s sectio

nma y b e use donly wit hth

e advanc e approva l of th e Administrator . 

## (d ) Mixture s o f petroleu m an_ 3 methano l tu&ls tsu. flexibl e fue l vehicles . (1 ) Mixture s of petroleu m an d methano l fuel s use dfo r exhaus t an

devaporativ

e emissio

n testin g an dservic e accumulatio nfo r flexibl e fue l vehicle s shal l b

e withi nth

e rang e of fue l mixture s fo r whichth

e vehicl e wa s designed . (2 ) Manufacture r testin g an dservic e accumulatio nma y b e performedusin

g only thos e mixture s (mixture s ma y b e different fo r exhaus t testing , evaporativ e testing , an

dservic e accumulation ) expecte dt o resul t i

nth e highes t emissions , provided : (i ) Th

e fuel s whichconstitut e th e mixtur e wil l b

e use d i ncustome r service , an d (ii ) Information , acceptabl e to th e Administrator , i s providedb

y th e manufacture r t

o sho w that th

e designate

dfue l mixture s woul dresul t i nth e highes t emissions , an d -74 -P.8 1

(iii ) Writtenapprova l fro m th e Administrator of th e fue l specification s mus t b e provide

dprior t

o th e start of testing . (3 ) Th

e specificatio

nrang e of th

e fuel s t

o b e use d under paragrap

h(d)(2 ) of thi s sectio nshal l b

e reporte

di n accordanc e wit h§86.090-21(b)(3) .

-75 -