### State ofUtah Department of 

### Environmental Quality

Dianne R. Nielson, Ph.D.

Executive Director DIVISION OF AIR QUALITY Richard W. Sprott Director

Apri112, 2006 Richard Long US EPA REGION 8 JON M. HUNTSMAN, JR. Governor GARY HERBERT Lieutenant Governor

999 18th Street Suite 300 Mail Code: SP-AR Denver, CO 80202-2466 Dear Mr. Long: RE: Utah Diesel 

### liM State Implementation Plan (SIP) DAQP-017-06

On February 6, 1996, Governor Leavitt submitted the Utah Diesel liM SIP to Region VIII for approval. In its review, Region VIII staffrecently identified the following deficiencies in our initial submittal: 1. The 20% program credit in the SIP attributable to the diesel inspection and maintenance (liM) program is not defensible and no scientific basis has been provided either in the SIP or its technical appendices. 2. There are no set opacity limits indicated in the SIP. 3. EPA cannot approve locomotive requirements or idling ordinances. 4. The SIP appendices are incomplete and marked DRAFT. 5. Opacity limits, equipment and test specifications, inspection procedures and cutpoints are not defined. When the SIP was submitted, Utah led the nation in establishing an effective diesel 

### liM program for heavy-duty and light-duty diesel vehicles. Other 

### liMjurisdictions have benefited from Utah's diesel 

### liM program experience in establishing their programs. Since 1996, Utah's liM counties have finalized their respective regulations and ordinances. The Society ofAutomotive Engineers (SAE) has finalized its J-1667 Snap Acceleration Smoke Test Procedure for Heavy-Duty Powered Vehicles. J-1667 is used by many states and other jurisdictions and is available from the California Air Resources Board at http://www.arb.ca.gov/msprog/hdvip/saej1667.pdf. To facilitate your staffs review, the

150 North 1950 West • PO Box 144820 • Salt Lake City, UT 84114-4820 • phone (801) 536-4000 • fax (801) 536-4099 T.D.D. (801) 536-4414 • www.deq.utah.gov

### • DAQP-017-06 April )1., 

### 2006

finalized test procedures and specifications are attached. These specifications include the opacity limits for each vehicle type. Over the past several years, UDAQ staffhave endeavored to work with EPA staffto establish a reasonable credit for our light and heavy duty diesel 11M programs. While the 20% credit initially requested may have been ambitious, we believe the attached study clearlyjustifies granting a minimum of a 2% SIP credit for reducing on-road diesel PMIO exhaust emissions. This request is also consistent with EPA's emphasis on the public health benefits gained from reducing diesel exhaust emissions. Denying Utah SIP credit eliminates any incentive to integrate future diesel On-board Diagnostics (OBD) testing into our 11M programs and conflicts with EPA's substantial investment in diesel retrofit and idling reduction technology throughout the nation. The anticipated promulgation of a more stringent fine particulate standard will require program areas to evaluate the effectiveness of a variety ofcontrol measures, including further controls on diesel vehicles. Diesel 11M programs were effective in identifying modified and tampered vehicles, which is a growing issue due to the increased availability of aftermarket 'performance' devices. Not granting any SIP credit for a diesel 11M program seems counter to the EPA's priorities and sends an inconsistent message to the public and program administrators. As a consequence ofnot being granted any program credit, Utah County suspended its diesel 11M program. UDAQ requests that EPA review the attached data and finalize its rulemaking on the subject submittal. Ifyou have any questions, feel free to call Joe Thomas at (801) 536-4175.



### Sin

# eM**~dW.S** rott



### cc: Margo Oge RWS/BC/kd Attach: 1. Davis County Diesel 11M program regulation, equipment specification and test procedure 2. Salt Lake County Diesel 11M program regulation, equipment specification and test procedure 3. Utah County Diesel 11M program regulation, equipment specification and test procedure 4. Diesel 11M program effectiveness study



### 2DAQP-017-06 April 12, 2006

5. Reply to "EPA Comments on Utah's 'Particulate Matter (PM) Exhaust Emissions Reductions from Diesel Inspection and Maintenance (I/M) Programs in Utah (Davis, Salt Lake and Utah Counties)'", January 20, 2005. 6. Regulatory Amendments to California's Heavy-Duty Vehicle Inspection Program and Periodic Smoke Inspection Program (Technical Support Document) 7. Multiple Smoke Opacity Measurements as Indicators ofParticulate Emissions for Heavy-Duty Diesel Vehicle Inspection and Maintenance Programs 8. FAX to Ran Macdonald (UDAQ) from Mark Carlock (CARB, October 23, 2003)

3

### DAVIS COUNTY ORDINANCE No. 06-98
AN ORDINANCE AMENDING THE DIESEL VEHICLE EMISSIONS INSPECTION MAINTENANCE PROGRAM ORDINANCE (ORDINANCE NO. 05-94) DATED DECEMBER 15, 1994, BY REPLACING APPENDIX E ESTABLISHING CRITERIA FOR DETERMINING VEHICLES REQUIRING ENHANCED 1/M PROGRAM TESTING. The Board ofCounty Commissioners ofDavis County, Utah, in a regular meeting, lawful notice ofwhich has been given, finds that and that it is in the best interest ofthe County that this ordinance be adopted. THEREFORE, the Board ofCounty Commissioners ofDavis County, Utah, ordains as follows: Section 1. Ordinance No. 05-94 Amended. The

### Diesel Vehicle Emissions Inspection/Maintenance Program Ordinance (Ordinance No. 05-94) dated December 15, 1994, is hereby amended by replacing Appendix E establishing criteria for determining vehicles requiring enhanced inspection/maintenance program testing. The new Appendix E is attached to this ordinance and incorporated herein by reference. Section 2. Conflicts This ordinance supersedes all prior ordinances, resolutions and policies ofDavis County to the extent they are in conflict with the specific provisions hereof. In all other respects such prior ordinances, resolutions and policies shall remain in full force and effect. Section 3. Effective Date This ordinance is necessary for the immediate preservation ofthe peace, health or safety ofthe county and its inhabitants and therefore shall take effect immediately upon publication in one issue ofa newspaper published and having general circulation in Davis County. This ordinance was unanimously and duly adopted by the Board ofCounty Commissioners ofDavis County, Utah on the 23rd day ofDecember, 1998, with Commissioners Carol R. Page, Gayle A. Stevenson, and Danny R. McConkie voting in favor ofthe ordinance. Board ofCounty Commissioners ofDavis County By:

______________ _ Dannie R. McConkie, Chairman

Attachment 1 ! 

# I 

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### f 

### t 

# I I
I 

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### • ( 

# lATTESTED BY:
Margene Isom Davis County Clerk/ Auditor Publication Date: December 31, 1998
Approved to as form:
Deputy Davis County Attorney

### ·,


### DIESEL VEHICLE EMISSIONS INSPECTION/MAINTENANCE PROGRAM ORDINANCE

TABLE OF CONTENTS SECTION 1.0 Definitions

..................................................................................................................2 2.0 Purpose

.......................................................................................................................7 3.0 Jurisdiction ofthe Division

........................................................................................7 4.0 Powers and Duties

......................................................................................................8 5.0 Scope

.......................................................................................................................... 10 6.0 General Provisions

..................................................................................................... 1 0 7.0 Standards and Specifications for Diesel Testing Equipment..

................................... 14 8.0 Permit Requirements for Diesel Inspection/Maintenance Program Fleet Stations

.... 16 9.0 Approval ofRequired Test Equipment

...................................................................... 19 10.0 Certification Requirements for Testing and Permitting ofApplicants for Diesel Opacity Inspectors

..................................................................................................... 19 11.0 Inspection Procedure

..................................................................................................21 12.0 Certificates ofCompliance

........................................................................................23 13.0 Certificates ofWaivers

..............................................................................................24 14.0 Temporary Waivers

...................................................................................................26 15.0 Engine Changes

.........................................................................................................26 16.0 Right to Appeal

..........................................................................................................27 17.0 Penalty

........................................................................................................................27 18.0 Severability

................................................................................................................28 19.0 Effective Date

............................................................................................................28 APPENDICES 

### APPENDIX A APPENDIXB APPENDIXC APPENDIXD APPENDIXE Cutpoints

............................................................................................30 Fee Schedule

......................................................................................31 Diesel Opacity Inspection Equipment Specifications

........................33 Diesel Vehicle Opacity Inspection Procedures

..................................34 Penalty Schedule

................................................................................35

### 1.0 DEFINITIONS For the purpose ofthis Ordinance, the following terms, phrases, and words shall have the following meanings, unless otherwise defined: 1.1 Accuracy: is the degree ofconformity ofa measure to a standard or a true value. 1.2 Basic Engine Systems: are those parts or assemblies which provide for the efficient conversion ofdiesel fuel into useful power to include, but not limited to, valve train mechanisms, cylinder heads, block, piston-ring-cylinder sealing integrity and post-combustion emissions control devices. 1.3 Calibration: is the process ofestablishing or verifying the accuracy oftest equipment. 1.4 Certificate ofCompliance: is the document which indicates that the smoke opacity levels from a diesel vehicle complies with applicable smoke opacity limits at the time ofthe inspection or after needed adjustments or repairs and reinspection. 1.5 Certificate ofWaiver: is a document, issued by the Division, used to verify that a vehicle has met the repair or adjustment requirements ofthe Diesel Vehicle Emissions Inspection /Maintenance Program Ordinance even though specific standards have not been met. 1.6 Certification: is assurance by an authorized source, whether it be the Federal Government, a laboratory, the manufacturer, the State, orthe Division, that a specific product or statement is, in fact, true and meets all applicable requirements. 1.7 Certified Neutral Density Filter: is an optical quality filter which reduces the amount oftransmitted light, an amount which is dependent upon the filter's optical density rating, uniformly across the visible light spectrum for the purpose ofverifying the accuracy ofthe Diesel Opacity Analyzer. 1.8 County: is Davis County, Utah. 1.9 Chassis Dynamometer or Dynamometer: is a vehicle power absorption device which has the ability to approximate or simulate actual on-road operation of motor vehicles through the application ofvariable loading.

### 1.10 Clean-Out Cycle: is the wide open throttle accelerations used to purge the exhaust system ofany residual exhaust prior to an Opacity Inspection applicable to Heavy Duty Diesel Vehicles. 1.11 Cutpoints: are the maximum allowable smoke opacity limits for a given weight class and model year ofa motor vehicle, as determined by the Division, using an approved Diesel Opacity Analyzer. 1.12 Dedicated Printer: is the printer on the approved Diesel Opacity Analyzer which is used solely to print Certificates ofCompliance. 1.13 Diesel I/M Program Fleet Station: is a private or public fleet, oftwenty five (25) or more vehicles, that has a valid permit, issued by the Division, to perform Diesel Opacity Inspections on their own vehicles in accordance with the Diesel Vehicle Emissions Inspection/Maintenance Program Ordinance. 1.14 Diesel Opacity Inspector: is an individual, employed by the Division or licensed by the Division, to perform Opacity Inspections on diesel vehicles. 1.15 Diesel Opacity Inspection: is an inspection of a diesel powered vehicle by a Diesel Opacity Inspector, employed by a Diesel I/M Program Fleet Station, or the Division. 1.16 Diesel Opacity Inspector's Permit: is the permit issued by the Division to a Diesel Opacity Inspector after completing the required training course and passing all aspects ofthe practical hands-on and written test procedures. 1.17 Diesel Opacity Analyzer: is an opacity meter with any additional hardware or software required by the Division to perform an official Diesel Opacity Inspection in accordance with this Ordinance. 1.18 Diesel Powered Motor Vehicle: includes only a motor vehicle which is operated with four wheels or more on the ground, propelled by a compression-ignited engine using diesel fuels. 1.19 Diesel Vehicle Inspection/Maintenance Program: means the opacity inspection and repair program for diesel powered vehicles established by the Division, pursuant to Section 41-6-163.8, Utah Code Annotated 1953, as amended. 1.20 Director: means the Director of the Environmental Health and Laboratory Division of the Davis County Health Department or his or her authorized representative.

### 1.21 Division: means the Environmental Health and Laboratory Division ofthe Davis County Health Department and the people employed there-in. 1.22 Drift: refers to the amount that the Diesel Opacity Analyzer readings change, expressed as a percentage offull scale, over a period oftime. 1.22.1 Zero Drift: refers to no change ofthe zero reading when the Diesel Opacity Analyzer is in the zero mode. 1.22.2 Span Drift: refers to the amount ofchange in reading when the Diesel Opacity Analyzer is in the span or full field mode. 1.23 Emissions Control Systems: are those parts, assemblies or systems originally installed by the manufacturer in or on a vehicle for the specific purpose of reducing exhaust emissions. 1.24 Engine Rated RPM: means a specific rpm at which the manufacturer states that the engine's maximum/rated brake horsepower is attained. Above this rpm, the engine's governor will typically begin limiting full load fuel quantity and thus prevent the engine from developing full power beyond this rpm. Rated engine power and speed information is usually found on a label affixed to the engine itselfor other underhood location. 1.25 Exemption Form: is a document used to verify that a vehicle is exempt from the testing and repair/adjustment requirements ofthis Ordinance. 1.26 FAS: means Free Acceleration Smoke pertaining to engine accelerations at wide open throttle (WOT) with no load on the engine. 1.27 GVWR: (Gross Vehicle Weight Rating) means the weight specified by the vehicle manufacturer as the maximum allowable loaded weight ofa single vehicle. 1.28 Heavy Duty Diesel Vehicle: as applicable to the Diesel Vehicle Inspection/ Maintenance Program refers to diesel vehicles with 16,001 pounds GVWR or more. 1.29 High Altitude Specifications: are tune-up specifications that have been provided, by the manufacturer, to the Environmental Protection Agency for vehicles operating 4,000 feet or more above sea level.

### 1.30 Idle Mode: is the condition where the vehicle engine is at operating temperature and running at an RPM rate specified by the manufacturer's curb idle speed, where the engine is not propelling the vehicle, and where the throttle is in the closed or idle stop position. This condition must be achieved without placing a load on the engine to decrease the RPM to the specified rate. 1.31 Inspection Area: is the area that is occupied by the Diesel Opacity Analyzer, test equipment, and the vehicle being inspected. 1.32 ISO: means International Standards Organization. 1.33 Light Duty Diesel Vehicle: as applicable to the Diesel Vehicle Inspection/ Maintenance Program refers to diesel vehicles with 16,000 pounds GVWR or less. 1.34 Maximum No-Load RPM or High Idle RPM: means the maximum rpm that the engine's governor will allow the engine to attain under no-load, wide open throttle (WOT) conditions. For many vehicular diesel engines, this rpm is typically 8 to 11% higher than the engine's rated rpm. 1.35 Motor Vehicle: is a selfpropelled motorized vehicle with an internal combustion powered engine which is licensed for operation on public roads and/or streets. Motor Vehicles exempted from the inspection requirements ofthis Ordinance are listed in Section 6.4 ofthis Ordinance. 1.36 MPH: means Miles Per Hour. 1.37 MSO: means Manufacturer's Statement ofOrigin, Manufacturer's Certificate of Origin, or similar such document accompanying each newly manufactured vehicle, provided by the new vehicle manufacturer. 1.38 Non-Certified Inspector: is any person who has not been licensed by the Division to perform official Diesel Opacity Inspections. 1.39 OffHighway Vehicles: are vehicles licensed to operate exclusively offhighways. 1.40 Opacity: means the degree to which the exhaust plume obscures the view expressed in percentage ofobstruction, or the degree, expressed in percent, to which transmittance oflight is reduced by the exhaust plume. 1.41 Opacity Meter: means an optical instrument which is designed to provide continuous real-time measurement ofthe opacity ofdiesel exhaust gases and particulates which pass through the optical unit.

### 1.42 Opacity Inspection: means the testing ofdiesel powered motor vehicles using procedures prescribed in this Ordinance in order to determine the magnitude (expressed as a percentage) ofobscured light (opacity) due to exhaust constituents, mainly fine particles. 1.43 Original Condition: is the condition ofthe emission control system(s) as installed by the manufacturer, but not necessarily to the original level ofeffectiveness. 1.44 PM 10 : 

### means particulate matter with an aerodynamic diameter less than or equal to a nominal ten micrometers as measured by an EPA reference or equivalent method. 1.45 Permit: is a document, issued by the Division, to a person or facility granting them authority to perform Diesel Opacity Inspections in accordance with this Ordinance. 1.46 Primary Residence: is the place which an individual lives more than six (6) months during a calendar year. 1.47 Publicly-Owned Vehicles: are motor vehicles owned by a Government entity, including but not limited to the Federal Government or any agency thereof, the State ofUtah or any agency or political subdivision thereof. 1.48 Repeatability: is the instrument's capability to provide the same value, within specified tolerances, for successive measurement ofthe same sample. 1.49 RPM: means Revolutions Per Minute as pertaining to engine crankshaft speed. 1.50 SAE: means Society ofAutomotive Engineers. 1.51 Safety Inspection Certificate: is a certificate issued to a vehicle after it has been inspected and passed an official Utah Highway Patrol Safety Inspection performed by a licensed safety inspection station. 1.52 Strip Chart Recorder: is an instrument which receives and records data from one or more electrical inputs and displays that information in the form ofa real-time, continuous (non-impact) tracings on paper. 1.53 Technical Bulletin: is a document, issued to Opacity Inspectors and/or Diesel 11M Program Fleet Stations by the Division to update, clarify or establish policies and/or procedures for their implementation in the Diesel Vehicle Inspection/ Maintenance Program.

### 1.54 Technical Centers: are those facilities operated by the Division for technical or administrative support ofthe Gasoline Inspection/Maintenance Program and Diesel Vehicle Inspection/Maintenance Program. 1.55 Temporary Waiver: is a Waiver that may be issued by the Director which will allow the temporary registration ofa vehicle based upon a vehicle owner's compliance with the conditions ofthe Waiver. 1.56 Training Program: means a formal program, administered, conducted, or approved by the Division, for the education ofDiesel Opacity Inspectors in basic emission control technology, inspection procedures, diagnosis and repair of emissions related problems, Diesel 1/M Program policies, procedures, and this Ordinance. 1.57 WOT: means Wide Open Throttle.

2.0 PURPOSE It

### is the purpose ofthis Ordinance to reduce PM 10 

### air pollution levels by requiring annual inspections ofboth light duty and heavy duty in-use diesel powered motor vehicles and by requiring emission related repairs/adjustments for those vehicles that fail to meet prescribed standards so as to: 2.1 Protect and promote the public health, safety and welfare; 2.2 Improve air quality; 2.3 Comply with the Utah Air Quality Board requirements under subsection 26-13- 6(8); and 2.4 Comply with the law enacted by the Legislature ofthe State ofUtah, section 41- 6-163.8 Utah Code Annotated, 1953, as amended.

3.0 JURISDICTION OF THE DIVISION All aspects ofthe Diesel Vehicle Emission Inspection/Maintenance Program within Davis County shall be subject to the direction and control ofthe Division.

### 4.0 POWERS AND DUTIES 

### 4.1 The Division shall be responsible for the enforcement and administration ofthis Ordinance and any other powers vested in it by law and shall: 4.1.1 Require the submission ofinformation, reports, plans, and specifications from Diesel I/M Program Fleet Stations as necessary to implement the provisions, requirements, and standards ofthis Ordinance; 4.1.2 Issue permits, certifications, and charge fees as necessary to implement the provisions, requirements and standards ofthis Ordinance; 4.1.3 Perform inspections (audits) ofany Diesel I/M Program Fleet Station, issue orders and/or notices, hold hearings, levy administrative penalties, and negotiate consent agreements as necessary to carry-out the purposes of this Ordinance; 4.1.4 Take samples and make analysis required to ensure that the provisions of this Ordinance are met; and 4.1.5 Make policies and procedures necessary to ensure that the provisions of this Ordinance are met and that the purposes ofthis Ordinance are accomplished. 4.2 The Division may suspend, revoke, negotiate a consent agreement in lieu ofa suspension, or deny a permit ofa Diesel I/M Program Fleet Station and/or require the surrender ofpermits issued under the provisions ofthis Ordinance and surrender ofunused Certificates ofCompliance issued to a Diesel liM Program Fleet Station upon showing that: 4.2.1 A vehicle was inspected and issued a Certificate ofCompliance by Diesel I/M Program Fleet Station personnel, and at the time ofinspection, the vehicle did not comply with the applicable requirements ofthis ordinance; 4.2.2 A Diesel I/M Program Fleet Station allowed a Certificate ofCompliance to be issued to a vehicle without an approved inspection being performed; 4.2.3 The station personnel violated any provision ofthis Ordinance, or any Division policy properly promulgated for the operation ofa Diesel I/M Program Fleet Station;

### 4.2.4 The station was not equipped as required by section 8.4.5 ofthis Ordinance; 4.2.5 The station was not operating from a location specified on the permit; 4.2.6 A Diesel Opacity Inspection was performed by an individual that at the time ofthe inspection did not hold a valid Diesel Opacity Inspectors Permit; 4.2.7 The station denies access, or fails to permit a representative ofthe Division to conduct an audit and/or inspection or conduct other necessary activities or business during regular business hours; 4.2.8 A vehicle was inspected and issued a Certificate ofCompliance by a Diesel I/M Program Fleet Station that, at the time ofinspection, exceeded permissible opacity levels as set forth in this Ordinance. 4.3 The Division may suspend, negotiate a consent agreement in lieu ofsuspension, revoke, or deny the Permit ofa Diesel Opacity Inspector and require the surrender ofthis Permit upon showing that: 4.3.1 The Diesel Opacity Inspector issued a Certificate ofCompliance for a vehicle without performing a Diesel Opacity Inspection approved by this Ordinance on that vehicle; 4.3.2 The Diesel Opacity Inspector denied the issuance ofa Certificate of Compliance for a vehicle that, at the time ofthe inspection, complied with this Ordinance; 4.3.3 The Diesel Opacity Inspector issued a Certificate ofCompliance for a vehicle that, at the time ofissuance, was in such condition that it did not comply with this Ordinance; 4.3.4 The Diesel Opacity Inspector knowingly allowed a Non-Certified Inspector to perform a Diesel Opacity Inspection, or any portion ofa Diesel Opacity Inspection; 4.3.5 The Diesel Opacity Inspector signed an inspection form or Certificate of Compliance indicating that he/she had performed the inspection when, in fact, he/she had not performed an inspection complying with the requirements ofthis Ordinance; 4.3.6 The Diesel Opacity Inspector signed a Certificate ofCompliance prior to an inspection being performed.

### 4.4 The Division shall respond, according to policies and procedures, to public complaints regarding the integrity ofinspections performed at Diesel liM Program Fleet Stations. 4.5 The Division, or the Division's authorized representative, is responsible for performing all Opacity Inspections on Light Duty Diesel Vehicles. 4.6 The Division is responsible for administering all aspects ofthe Heavy Duty Diesel Opacity Inspections. 4.6.1 The Division may perform periodic Opacity Inspections, during normal business hours, on any vehicle that has or will be inspected by a Diesel liM Program Fleet Station. 4.6.2 Heavy Duty Diesel Vehicles that are not included as part ofa Diesel liM Program Fleet Station may be inspected by the Division. Inspections may be performed at the Division facilities or at another specified location. 

### 5.0 SCOPE It 

### is unlawful for any person not to comply with any policy, procedure, Technical Bulletin, or Regulation relating to diesel emissions control, promulgated by the Federal Government, the State, the Davis County Health Department, or the Division, unless expressly waived by this Ordinance. 

### 6.0 GENERAL PROVISIONS Subject to the exceptions described in section 6.4 and pursuant to the schedule in section 6.1 and 6.1.1, individuals with their primary residence in Davis County must register their vehicles in Davis County and diesel powered motor vehicles that are or will be registered in Davis County, or operated from a facility within Davis County, shall be subject to a Diesel Opacity Inspection performed by a Diesel liM Program Fleet Station, a Division operated test facility or other entity approved by the Director. 6.1 Beginning December 15, 1994 a Certificate of Compliance or Waiver, or evidence that the motor vehicle is exempt from the Diesel 1/M Program requirements (as defined in section 6.4) shall be presented to the Davis County Assessor or the Utah State Tax Commission and the Air Pollution Control Fee paid as conditions precedent to annual registration or annual renewal of registration ofa motor vehicle. 6.1.1 The beginning date listed herein may be temporarily postponed if it is deemed necessary by the Director to aid in the smooth and effective implementation ofthe Diesel Vehicle Inspection/Maintenance Program.

### The temporary postponement of the program beginning date may be implemented if it is determined by the Director that the integrity of the program may be jeopardized because testing equipment, procedures, facilities, software or other aspects of the program are not ready for effective and accurate testing to begin. Different start-up dates may be selected for light duty and heavy duty vehicles. 6.2 A Certificate ofCompliance or Waiver issued to a dealer licensed with the State ofUtah and issued in the dealer's name, shall be valid for registration purposes for a period of six months as specified in section 41-3-28.5, Utah Code Annotated, 1953, as amended. The purchaser's name, address, and phone number shall be recorded by the dealer on the back ofthe Certificate. 6.3 Vehicle fleet owners shall comply with the Diesel Vehicle Inspection/ Maintenance Program requirements pursuant to a schedule determined by the Division. Federally-owned vehicles and vehicles of employees operated on a federal installation that do not require registration in the State of Utah shall comply with the Diesel Vehicle Inspection/Maintenance Program requirements pursuant to a schedule determined by the Division. 6.4 The following vehicles are exempt from this Ordinance: 6.4.1 All agricultural implements ofhusbandry not registered for highway use; 6.4.2 Any vehicle used for maintenance or construction and not designed or licensed to operate on the highway; 6.4.3 Any vehicle registered exclusively as an OffHighway Vehicle; 6.4.4 Any new vehicle being sold for the first time that has a valid MSO (Manufacturers Statement ofOrigin) form. 6.5 Owners of private or publicly owned Heavy Duty Diesel vehicles may request that a Division representative perform an on-site Diesel Opacity Inspection at a location other than a County owned test facility. On-site inspections by the Division shall only be performed in accordance with the following requirements: 6.5.1 On-site Diesel Opacity Inspections shall only be performed when there are five (5) or more vehicles at one test site. These vehicles may be owned by different individuals.

### 6.5.2 All vehicle owners must provide proofto the Division that the vehicle has passed a Utah Highway Patrol safety inspection within a two (2) month period previous to the date ofthe requested emissions inspection. 6.5.3 All test sites must comply with local zoning ordinances for the performance ofthese inspections and be approved by the Division prior to inspections being performed. 6.5.4 On-site Diesel Opacity Inspections for emergency response vehicles will not be subject to a minimum number ofvehicles at one location and may be allowed a zoning variance ifnecessary to allow tests to be performed at their location. 6.6 Required tools and equipment as noted in section 8.4.5, supplies, records, unused Certificates of Compliance, and other required forms, shall be kept at the Diesel I/M Program Fleet Station at all times and shall be available for inspection or collection by the Division at any time the Diesel I/M Program Fleet Station is open for business. 6.6.1 Records of completed inspections and duplicate copies of Certificates of Compliance issued shall be kept at the Diesel I/M Program Fleet Station at all times for a period of not less than eighteen (18) months and shall be available for inspection or collection by the Division at any time the Diesel I/M Program Fleet Station is open for business. 6.6.2 A periodic inspection and audit shall be made by a Division representative to verify compliance with this Ordinance for each Diesel I/M Program Fleet Station. As part ofthe periodic inspection and audit of the Diesel I/M Program Fleet Station the Division representative shall, as applicable, observe the performance ofan electronic equipment calibration performed by the Diesel Opacity Inspector, perform equipment calibrations and voltage correlations, examine calibration records and Certificates of Compliance as well as other required reports, forms, or records to verify that the use ofthese items are in compliance with this Ordinance and the policies and procedures ofthe Division. 6.6.3 During the station inspection and audit by the Division, the Division representative shall have exclusive access to the Diesel Opacity Analyzer.6.6.4 The Division representative may check the accuracy ofthe Diesel Opacity Analyzer using Division audit procedures to verify that the equipment is reading within the tolerances established by the Division. Diesel Opacity Analyzers not reading within the audit tolerances shall be recalibrated to within acceptable tolerances orbe placed "out ofservice". 6.7 FEES: The fees assessed upon Diesel 1/M Program Fleet Stations and the Diesel Opacity Inspectors shall be determined according to the fee schedule adopted by the Davis County Commission. The fee schedule as referenced in Appendix B to the Ordinance may be amended by the Davis County Commission as is deemed necessary to accomplish the purpose ofthis Ordinance. 6.7.1 Diesel emissions inspection fees shall not exceed the amounts specified in Appendix B. If a vehicle fails the inspection the owner is entitled to one reinspection for the reinspection fee specified in Appendix B ifthe owner returns to the Division within thirty (30) days from the date ofthe initial inspection. The Division shall extend the thirty day reinspection time to accommodate the vehicle owner ifthe Division is unable to schedule the retest of the vehicle within the thirty day time period. Subsequent inspections of failed vehicles and tests of failed vehicles after thirty days will be charged the original inspection fee. 6.7.2 Duplicate Certificates ofCompliance or Waiver may be issued to a vehicle owner/operator within two months ofthe initial test, fees for the duplicate certificate may not exceed the amount specified in Appendix B. 6.8 VEHICLE IDLING LIMITATION. It shall be unlawful for any owner or operator of any Heavy Duty Diesel Vehicle to cause or permit the same to be idled for a period in excess offifteen (15) consecutive minutes, or for a period in excess offorty-five (45) minutes in any one hundred-twenty (120) minute period (it being the intent ofthis provision that an owner or operator may not circumvent the provisions ofthis section by repeated turning on and offofa diesel engine). 6.8.1 EXEMPTION TO IDLING LIMITATIONS. Vehicles may be exempted from the idling limitation requirements of Section 6.8 under the following conditions: (a) To supply power to a refrigeration unit for the purpose ofcooling the contents ofa trailer.

### (b) To provide heat or air conditioning to a sleeper unit ofthe vehicle or to occupied buses. (c) Emergency response vehicles. 6.8.2 Vehicles exempted from the Vehicle Idling Limitations as applicable under Section 6.8.1 (a), (b) ofthis Ordinance shall not remain in an idling condition for a period longer than fifteen (15) consecutive minutes, or for a period in excess of forty-five (45) minutes in any one-hundred-twenty (120) minute period if located within five hundred (500) feet of any residence. 7.0 STANDARDS AND SPECIFICATIONS FOR DIESEL TESTING EQUIPMENT 7.1 No Diesel Opacity Inspection required by this Ordinance shall be performed unless the type ofinstrument used for measuring exhaust opacity from diesel powered motor vehicles is contained in the list ofapproved test equipment as provided by the Division. The test equipment shall meet the requirements ofthe equipment specifications referenced in Appendix C ofthis Ordinance. The test equipment shall be in good working condition, shall comply with calibration requirements ofthe Division, and shall be operated according to manufacturer's specifications and operating procedures. 7.2 Any test equipment being used to perform Diesel Opacity Inspections shall be registered with and approved by the Division and, ifrequired, shall bear a registration sticker issued by the Division. Registration stickers are not transferable or assignable. Any new or used test equipment put in use after station approval must be approved by the Divisionbefore use. Test equipment used temporarily during times ofbreakdown or repair ofthe registered equipment do not require a registration sticker but shall meet all other requirements ofthis section including the approval ofthe Division before being used to perform Diesel Opacity Inspections. 7.3 The test equipment printers shall be maintained in such a manner that the printing ofthe test results shall be clearly visible on all copies. Ifany printer fails to properly function, then the station shall discontinue testing until the required repairs have been performed. 7.4 It 

### shall be unlawful for any person to modify the hardware or the software ofan approved Diesel Opacity Analyzer without written application and written approval by the Division.

7.5 Documentation, Logistics, and Warranty Requirements.

### 7.5.1 Instruction Manual: An instruction manual shall accompany each Diesel Opacity Analyzer and shall contain at least the following information for the analyzer: (a) A complete technical description; (b) The functional mechanical and electrical schematics; (c) The accessories and options that are included and/or available; (d) The model number, identification marking and location; (e) Operating maintenance including daily, weekly, and monthly accommodations for maintaining sample system integrity including, but not limited to, leaks, hang-up, calibration and filters. The services to be performed only by the manufacturer shall be clearly identified; (f) 

### Information concerning the nearest service facility where the equipment can be serviced; and (g) The warranty provisions for the analyzer, including a list of warranty repair stations by name, address and telephone number. 7.5.2 The analyzer shall be maintained in accordance with the manufacturer's recommended maintenance schedule and records ofmaintenance service shall be maintained for examination by the Division. 7.6 Calibration ofDiesel Opacity Analyzers: 7.6.1 A Diesel Opacity Inspector shall perform a mechanical/electrical equipment calibration on the Diesel Opacity Analyzer following the manufacturer's recommended procedures not more than three (3) days prior to an official Diesel Opacity Inspection. Said calibration will be performed with a known source oflaboratory certified light absorbing material such as a Certified Neutral Density Filter or other device approved by the Division. 7.6.2 A Diesel Opacity Inspector shall perform an electrical zero and span check on the Diesel Opacity Analyzer following the analyzer manufacturer's procedures prior to each official Diesel Opacity Inspection. A Diesel Opacity Analyzer that fails the zero and span check shall be cleaned or recalibrated following manufacturer's recommendations.7.6.3 Ifthe Diesel Opacity Analyzer requires repairs in order to be used in accordance with this Ordinance, the Diesel liM Program Fleet Station shall discontinue use ofthe Diesel Opacity Analyzer and notify the Division that the analyzer is "Out-of-Service" and shall again notify the Division after repairs are made and before testing is resumed. 7.6.4 The Diesel Opacity Analyzer instruction manual and other Division approved information shall be reviewed by the Diesel Opacity Inspector to ensure that proper procedures are being used for performing the calibration check. 

### 8.0 PERMIT REQUIREMENTS FOR DIESEL INSPECTION/MAINTENANCE PROGRAM FLEET STATIONS Owners ofvehicle fleets with twenty five (25) or more Heavy Duty Diesel Vehicles may apply to the Director for a Diesel liM Program Fleet Station permit. This permit would allow fleet owners to inspect only their own vehicles that are registered to the individual or corporation identified on the permit. 8.1 The Director is authorized to issue or deny Diesel I/M Program Fleet Station permits. 8.2 No Diesel liM Program Fleet Station permit may be assigned, transferred, or used by any person other than the original owner identified on the Diesel liM Program Fleet Station permit. The Diesel liM Program Fleet Station permit shall be posted in a conspicuous place within public view on the premises. 8.3 The Diesel liM Program Fleet Station must be at a permanent location which meets all applicable zoning requirements to provide for the inspection ofdiesel vehicles, as licensed, and as defined in this Ordinance. 8.4 Application for a Diesel liM Program Fleet Stationpermit shall be made to the Division on a form provided by the Division. No Diesel liM Program Fleet Station permit shall be issued unless the Director finds that the facilities, tools and equipment ofthe applicant comply with the requirements ofthis Ordinance and that competent personnel, certified under the provisions ofsection 1 0.0, are employed and will be available to make inspections, and the operation thereof will be properly conducted in accordance with this Ordinance. 8.4.1 Each Diesel liM Program Fleet Station will assign one individual, either a manager or an Inspector, the responsibility ofresolving any problems or

### addressing any concerns that a Division representative may identify. The selected individual or his/her representative will be at the Diesel 1/M Program Fleet Station and available during normal business hours. The selected individual's name and title will be listed on the Diesel 1/M Program Fleet Station permit application form. 8.4.2 A Diesel 1/M Program Fleet Station shall immediately notify the Division and immediately surrender all unused Certificates ofCompliance at such time as the Diesel 1/M Program Fleet Station no longer employs a Diesel Opacity Inspector. 8.4.3 A Diesel 1/M Program Fleet Station shall notify the Division whenever five (5) or more consecutive Diesel Opacity Inspections are scheduled to be performed within an eight (8) hour period. The Director, at his discretion, may dispatch a field auditor to observe all ofor a portion ofthe Diesel Opacity Inspections performed. 8.4.4 A Diesel 1/M Program Fleet Station shall comply with all terms stated in the permit application and all the requirements ofthis Ordinance. 8.4.5 As a condition for permitting all Diesel 1/M Program Fleet Stations, the following tools shall be available for performance ofthe inspection and maintenance ofdiesel powered motor vehicles: (a) A Division approved Diesel Opacity Analyzer that meets the minimum specifications as outlined in APPENDIX C ofthis Ordinance; (b) A Division approved personal computer capable ofmeeting the minimum specifications as outlined APPENDIX C ofthis Ordinance; (c) A handbook, approved by the Division, that includes testing procedures to be followed by the Diesel Opacity Inspector; (d) An accurate strip chart recorder or other recording device capable ofrecording Diesel Opacity Inspection data for analysis; (e) Reference manuals specified and approved by the Division that contain tune up specifications, and information covering the emissions control systems for the model years and makes of vehicles involved in the Diesel Vehicle Emissions Inspection/ Maintenance Program;(f) Sufficient hand tools for proper performance of inspection and maintenance ofthe vehicle; (g) Exhaust gas removal equipment approved by the Division; (h) The Diesel Opacity Analyzer manufacturer's maintenance and calibration manual which must remain in the inspection area; (i) All forms, Technical Bulletins, and other information materials provided by the Division. 8.4.6 All facets of the Diesel Vehicle Emissions Inspection/Maintenance Program shall be performed by the Diesel Opacity Inspector including: (a) Diesel Opacity Inspection equipment preparation, and calibration checks; (b) Exhaust sampling and analysis for the purpose ofa Diesel Opacity Inspection for issuance ofa Certificate ofCompliance; (c) Preparation ofreports, forms, certificates; and (d) All other aspects of the official Diesel Opacity Inspection including but not limited to: the tampering inspection, inserting or attaching the exhaust opacity sampling equipment, hooking up the tachometer, entering the data, preconditioning the vehicle, and signing Certificates ofCompliance and inspection forms. 8.4.7 A Diesel I/M Program Fleet Station shall be kept in good repair and in safe condition for inspection purposes free ofobstructions and hazards. 8.5 PERMIT DURATION AND RENEWAL 8.5.1 Diesel I/M Program Fleet Station Permits shall be issued annually and shall expire one year from date of issuance. The Permit shall be renewable sixty (60) days prior to the date ofexpiration. 8.5.2 It is the responsibility of the owner/operator of the Diesel I/M Program Fleet Station to apply in a timely manner for a renewal of Diesel 11M Program Fleet Station Permits with the Division.

### 8.5.3 Diesel liM Program Fleet Station to hold Division Harmless: In making application for a Diesel I/M Program Fleet Station permit or for its renewal, such action shall constitute a declaration by the applicant that the Division shall be held harmless from liability incurred due to action or inaction ofDiesel I/M Program Fleet Station's owners or their employees. 8.5.4 Required permit fees and renewal fees are listed in APPENDIX B ofthis Ordinance. 8.6 Diesel liM Program Fleet Station Permits are the sole property of the Division. Only the license they represent is tendered. Permits may be suspended or revoked for violations of this Ordinance. Diesel I/M Program Station Permits obtained through fraud or misrepresentation may be deemed to be null and void. 9.0 APPROVAL OF REQUIRED TEST EQUIPMENT

10.0 

### 9.1 Diesel Opacity Inspections required by this Ordinance shall not be performed unless the equipment used meets the specifications as defined in the Ordinance and as approved by the Division. 9.2 Any changes to the design or performance characteristics of component specifications which may affect the equipment or instrument performance must be approved by the Division. It 

### shall be the instrument manufacturer's responsibility to confirm that such changes have no detrimental effect on the opacity meter or other equipment or instrument performance. CERTIFICATION REQUIREMENTS FOR TESTING AND PERMITTING OF APPLICANTS FOR DIESEL OPACITY INSPECTORS 

### 10.1 No person shall perform any part of a Diesel Opacity Inspection for the issuance of a Certificate of Compliance or Waiver unless the person possesses a valid Diesel Opacity Inspector's Permit issued by the Division. 10.2 Applications for a Diesel Opacity Inspector Permit shall be made on a form to be prescribed by the Division. No Diesel Opacity Inspector Permit shall be issued unless the applicant complies with the requirements ofthis section. 10.2.1 An applicant shall demonstrate knowledge, skill and competence concerning the operation and theory of diesel-fueled internal combustion engmes.

### 10.2.2 An applicant shall complete a Division approved training course and shall demonstrate knowledge, skill, and competence by passing a written and performance qualification test including, but not limited to, knowledge of the following: (a) Knowledge of the Ordinance governing the Diesel Vehicle Inspection/Maintenance Program; (b) Operation of and proper use, care, maintenance, and calibration of the Division approved Diesel Opacity Analyzer; (c) Proper use and distribution of the required inspection forms, Certificates, calibration records, and supplemental documents, and (d) Waiver requirements for all diesel vehicles failing the initial Diesel Opacity Inspection. 10.2.3 Requalification requirements for Diesel Opacity Inspectors. (a) Upon determination by the Director of the necessity of updating the qualifications for Diesel Opacity Inspectors, they shall be required to requalify. Requalification requirements shall be determined by the Director. (b) Diesel Opacity Inspectors shall be required to recertify annually. Failure to recertify within the required period oftime shall result in the suspension or revocation of the Diesel Opacity Inspector's permit as described in this Ordinance. 10.2.4 The Diesel Opacity Inspector's Permit shall be valid only at the station where the Inspector is employed at the time the permit was issued. Ifthe Inspector is later employed at another Diesel I/M Program Fleet Station, the Inspector shall notify the Division of the employment change. The Inspector shall reapply for a permit at the new location and pay the required fees. Prior to testing at the new location, the Inspector shall be permitted there and a new Permit number shall be issued. This Permit shall expire on the same date as the original.

### 1 0.2.5 The fee required to obtain a Diesel Opacity Inspector permit and for renewal ofthe permit is listed as part ofAPPENDIX B ofthis Ordinance. 10.3 Permit Expiration 10.3.1 The Diesel Opacity Inspectors Permit shall be issued annually and shall expire one year from the date ofissuance. The Diesel Opacity Inspector's Permit shall be renewable sixty (60) days prior to the date ofexpiration. 1 0.3.2 It 

### is the responsibility of the Diesel Opacity Inspector to pursue the renewal ofthe Permit. 10.4 The Diesel Opacity Inspector Permit is the sole property of the Division. Only the license it represents is tendered. The Division may suspend or revoke the permit for violations of this Ordinance. Diesel Opacity Inspector Permits that were obtained through fraud or misrepresentation may be deemed null and void. 

### 11.0 INSPECTION PROCEDURE 11.1 No Light Duty Diesel Vehicle may receive a Diesel Opacity Inspection unless that vehicle has passed an official Utah Highway Patrol Vehicle Safety Inspection as required by the law ofthe State ofUtah, section 41-6-158 Utah Code annotated, 1953, as amended. Proofofthe inspection shall be in the form of a valid Safety Inspection Certificate issued within the required time period. 11.2 The Diesel Opacity Inspection shall be performed by a Diesel Opacity Inspector who has been certified to perform Diesel Opacity Inspections at the location where the inspection is being performed. 11.3 The entire Diesel Opacity Inspection shall take place within the reach of the Diesel Opacity Analyzer's hoses and/or electrical leads. 11.4 The temperature where testing equipment is operated shall be not less than 41 o 

### Fahrenheit and not more than 110 o 

### Fahrenheit during the inspection. 11.5 The Diesel Opacity Analyzer shall be kept in an area that provides adequate protection from the weather, wind, and temperature extremes.

### 11.6 The electrical supply to the Diesel Opacity Analyzer shall meet the equipment manufacturer's requirements for voltage and frequency stability. 11.7 The Diesel Opacity Inspector shall not inspect or test any motor vehicle with a known mechanical condition which may cause injury to inspection personnel or damage to the inspection station or test equipment or which may affect the validity ofthe test, until such condition is corrected. Such conditions include, but are not limited to: coolant, oil or fuel leaks, low oil or low fluid levels, and high visible emissions. 11.8 Any time an engine stalls during a Diesel Opacity Inspection, the test shall be restarted. If an Inspector cannot complete a test because of continuous stalling, fluctuating RPM measurements, or RPM measurements that are not within the Division specified parameters, these conditions shall be corrected before the test is continued. 11.9 The Diesel Opacity Inspector shall accurately identify and enter vehicle and owner information from the vehicle to be tested as required by the data entry process of the Diesel Opacity Analyzer and any other data requirements of the Division. 11.10 Testing vehicles with multiple exhaust outlets require testing each outlet, recording the results from the exhaust outlet which emits the highest emission levels as the test results for the vehicle. 11.11 The Diesel Opacity Inspector shall determine the appropriate test procedure to follow depending on the vehicle weight rating and type and then proceed with the test procedures as outlined in APPENDIX D ofthis Ordinance. 11.11.1 If a vehicle is unable to be tested using a particular weight category test procedure as outlined in APPENDIX D because of an unusual engine/chassis configuration, the Director, at his/her discretion, may select an alternate test procedure to be performed on the vehicle. 11.12 The Division, the Davis County Health Department, Davis County, their officials or employees shall not be held responsible for any failure of any vehicle component or system occurring during an inspection if proper inspection procedures are followed.

### 12.0 CERTIFICATES OF COMPLIANCE 12.1 No person shall make, issue, or knowingly use any imitation or counterfeit Certificate ofCompliance. 12.1.1 No person shall knowingly use stolen or counterfeit Certificates of Compliance. 12.2 Certificates ofCompliance shall be purchased only from the Division. 12.3 No refund or credit shall be allowed for unused Certificates of Compliance, except as provided in Section 12.9. 12.4 Purchase ofCertificates ofCompliance: 12.4.1 Sales ofCertificates ofCompliance shall only be made to a representative ofthe Diesel I/M Program Fleet Station possessing an acceptable form of identification. 12.4.2 Certificates ofCompliance shall be sold at a cost established by the Davis County Commission and referenced in APPENDIX B, in lots to be determined by the Division. The Division may limit the number of Certificates of Compliance purchased to the number that the Division determines can be secured and stored safely. 12.4.3 Certificates ofCompliance shall not be sold, loaned, transferred, or given to any other Diesel liM Program Fleet Station, or any other individual or entity. The Diesel I/M Program Fleet Station shall at all times account for all Certificates ofCompliance that have been purchased by the station. 12.4.4 Certificates ofCompliance are solely the property ofthe Division, only the license they represent is tendered. Certificates of Compliance obtained through fraud, misrepresentation, and/or improper testing may be deemed null and void. 12.5 A Certificate of Compliance shall not be issued until a vehicle has received a Diesel Opacity Inspection conducted according to the requirements of this Ordinance. 12.6 All unused Certificates ofCompliance shall be kept in a secure place at all times to prevent loss or theft.12.7 Certificates of Compliance shall be used m sequential order by Diesel liM Program Fleet Stations. 12.8 Certificates of Compliance found to be missing, stolen, or unaccounted for, shall be reported to the Division within twenty four (24) hours and the station shall cease performing Diesel Opacity Inspections until the Division reauthorizes the station to again resume testing. 12.9 Upon final cancellation, suspension or revocation ofthe Diesel I/M Program Fleet Station Permit of any station, the station owner, manager or other responsible person shall immediately surrender all unused Certificates of Compliance to the Division. The Division shall receipt and refund the fee paid for unused Certificates of Compliance to the station owner according to the policies of the Division. Upon transfer or termination of business ownership, the Diesel liM Program Fleet Station permit and all Certificates of Compliance shall be immediately surrendered to the Division. Any person acquiring a business that has been permitted as a Diesel I/M Program Fleet Station, is prohibited from performing Diesel Opacity Inspections under the authority of any such permit or from issuing Certificates ofCompliance which were issued to the previous owner. 

### 13.0 CERTIFICATES OF WAIVER 13.1 No person shall make, 1ssue, or knowingly use any imitation or counterfeit Certificate ofWaiver. 13.1.1 No person shall knowingly use stolen or counterfeit Certificates of Wavier. 13.2 Ifit is determined by the Director that a particular vehicle can not be tested using any current test procedures, the Director may issue a Waiver allowing the vehicle to be registered until an alternate test procedure is developed. 13.3 Certificates of Waiver shall only be issued by the Division unless the Division determines other acceptable methods ofissuing the Waivers. A Waiver shall only be issued after determining that the vehicle complies with the requirements ofthis section for Waiver issuance. 13.4 A Certificate ofWaiver may be issued for Light Duty Diesel vehicles ifall ofthe following requirements are met: 13.4.1 Air pollution control devices that were originally installed by the manufacturer are in place and operable on the vehicle. Ifthe devices have been removed or rendered inoperable, they shall be replaced or repaired before a Waiver is granted. Costs for repairs or replacement ofpollution control equipment will notbe included in Waiver repair costs;

### 13.4.2 Any applicable High Altitude Adjustments have been performed following the manufacturers recommended procedures; 13.4.3 The vehicle continues to exceed applicable opacity standards after $750 (seven hundred and fifty dollars) of acceptable emissions related repairs have been performed after the first Diesel Opacity Inspection failure. Proofofrepair costs shall be provided for the vehicle to the Division in the form of a dated, itemized bill, invoice, work order, manifest or statement in which emissions related parts are specifically identified. Ifrepairs are made by the vehicle owner or by someone who does not possess a valid business license for automobile or truck repair, then the cost oflabor shall not be included in determining the cost of acceptable emission related repairs, and; 13.4.4 Any vehicle that does not experience any improvement in Opacity levels since the first Diesel Opacity Inspection shall not be eligible for an emissions repair Waiver regardless of the amount spent in attempting to repair the vehicle. 13.5 A Certificate ofWaiver may be issued for Heavy Duty Diesel vehicles ifall ofthe following requirements are met: 13.5.1 Air pollution control devices that were originally installed by the manufacturer are in place and operable on the vehicle. Ifthe devices have been removed or rendered inoperable, they shall be replaced or repaired before a Waiver is granted. Costs for repairs or replacement ofpollution control equipment will not be included in the repair Waiver; 13.5.2 Any applicable High Altitude Adjustments have been performed following the manufacturers recommended procedures; 13.5.3 The vehicle continues to exceed applicable opacity standards after $1500 (fifteen hundred dollars) ofacceptable emissions related repairs have been performed after the first Diesel Opacity Inspection failure. Proofofrepair costs shall be provided for the vehicle to the Division in the form of a dated, itemized bill, invoice, work order, manifest or statement in which emissions related parts are specifically identified. Ifrepairs are made by the vehicle owner or by someone who does not possess a valid business license for automobile or truck repair, then the cost of labor shall not be included in determining the cost of acceptable emission related repairs, and;

### 13.5.4 Any vehicle that does not experience any improvement in Opacity levels since the first Diesel Opacity Inspection shall not be eligible for an emissions repair Waiver regardless of the amount spent in attempting to repair the vehicle. 14.0 TEMPORARY WAIVERS 14.1 For all vehicles, if a part or parts which are necessary to bring a vehicle into compliance with this Ordinance is/are not available at the time the vehicle's registration is due, the owner/operator may obtain a signed form to that effect from a manufacturer, dealer or mechanic who has verified the non-availability of the part(s). The owner/operator shall then take such proofto the Division. The Director may issue a Temporary Waiver, for a period of time and under such conditions as he determines, so that the vehicle may be registered if the Temporary Waiver is issued. The owner shall have until the expiration of the time period specified by the Director to complete the necessary repairs or replacement, and submit a Certificate ofCompliance or Waiver to the Director to verify that the part(s) have been installed and that the vehicle is in compliance with all provisions ofthis Ordinance. The Director is under no obligation to issue Temporary Waivers under this section and is prohibited from issuing a Temporary Waiver for a vehicle that is emitting pollution levels that exceed visible emission requirements or that may be deemed hazardous. 14.2 Under certain conditions as determined by the Director, the Director may issue a Temporary Waiver enabling a vehicle to be registered. The person to whom the Temporary Waiver is issued shall comply with the conditions of the Temporary Waiver as agreed upon by a signed affidavit. Failure to comply with the affidavit shall be considered a violation of this Ordinance. The Director is under no requirement or obligation to issue Temporary Waivers under this section and is prohibited from issuing a Temporary Waiver for a vehicle that is emitting pollution levels that exceed visible emission requirements or that may be deemed hazardous. 15.0 ENGINE CHANGES Vehicles that have had their original engine changed, shall be tested to the Cutpoints applicable to the model year ofthe vehicle. This shall apply regardless ofthe year ofthe engine. Ifpollution control equipment that would have been installed on the original engine is missing, that equipment would have to be reinstalled before the vehicle would become eligible for a Waiver. Costs associated with such repairs shall not apply towards the Waiver amount. Ifthe engine has been converted from diesel fuel to another type offuel, the vehicle must comply with the laws governing the type offuel which is being used in the vehicle.

### 15.1 It 

### is a violation of this Ordinance to register a vehicle with a diesel engine as a vehicle using another type offuel or with an engine using another type offuel as a diesel. 

### 16.0 RIGHT TO APPEAL Within ten (10) calendar days after the Division has given notice ofviolation(s), permit denial, suspension, or revocation, any person(s) aggrieved may request in writing a hearing before the Director. The hearing shall take place within ten (10) calendar days after the request is received. A written notice ofthe Director's final determination shall be given within ten (1 0) calendar days after adjournment ofthe hearing. The Director may sustain, modify, orreverse the action or order. The Director may negotiate a consent agreement in lieu ofa permit suspension. 16.1 Persons aggrieved by decisions of the Director may appeal to the Davis County Commission for a hearing. Such appeals must be made in writing and outline the areas where the Director has allegedly failed to administer the requirements of this Ordinance. The Commission then has thirty (30) days to decide whether to grant a hearing. If the Commission decides to grant a hearing, a hearing date must be provided within fifteen (15) days of the date of the decision to grant a hearing. The results ofthe hearing with the Commission shall be transmitted to the aggrieved person within ten ( 1 0) days ofthe closing ofthe hearing. 16.2 Use of the hearing process outlined in Section 16 of this Ordinance does not precludejudicial review. 

### 17.0 PENALTY 17.1 Pursuant to Title 26A-1-123, Utah Code Annotated, 1953, as amended and the statutory authority of County Commissions to enact Ordinances, any person violating any of the provisions of this Ordinance, either by acts of omission or commission, shall be guilty ofa class B misdemeanor. Ifa person is found guilty ofa subsequent similar violation within two years, he/she shall be guilty ofa class A misdemeanor. 17.2 Each occurrence and/or day a violation is committed or permitted to continue shall constitute a separate violation.

### 17.3 At the request ofthe Director, the County Attorney may initiate legal action, civil or criminal, against any person who violates this Ordinance. 17.4 In addition to other penalties imposed by a court of competent jurisdiction, any person(s) found to be in violation ofthis Ordinance shall be liable for all expenses including a reasonable attorney's fee and costs of court incurred by the Division and/or the County incurred in any enforcement proceeding to enforce this Ordinance, whether civil or criminal. 17.5 APPENDIX E lists specific violations ofthis Ordinance by which permits issued under the provisions ofthis Ordinance may be suspended and for what periods of time and when conditions warrant, when permits may be revoked. The Director has authority to negotiate consent agreements in lieu ofsuspension time. 17.6 The penalty schedule referenced in APPENDIX E may be amended by the Davis County Commission as deemed necessary to accomplish the purpose of this Ordinance. 

### 18.0 SEVERABILITY If any provision, clause, sentence or paragraph of this Ordinance or the application thereofto any person or circumstances shall be held to be invalid, such invalidity shall not effect the other provisions or applications ofthe Ordinance. The valid part of any clause, sentence or paragraph of the Ordinance shall be given independence from the invalid provisions or application and to this end the provisions ofthe Ordinance are hereby declared to be severable.

### 19.0 EFFECTIVE DATE This Ordinance shall become effective the day of its enactment by the Davis County Commission. The appendices become effective on the specific date found on each of the appendices. Passed this 15th day ofDecember, 1994. Commissioner Holbrook voting aye Commissioner Page voting aye Commissioner Stevenson voting aye

Attest:

Margene Isom Davis County Clerk/Auditor

Approved as to form:

Melvin Wilson Davis County Attorney Gayle Stevenson, Chairman Davis County Commission

# ..
APPENDIX A

CUTPOINTS Maximum Allowable Opacity Limits: Heavy Duty Vehicles [16,001 pounds Gross Vehicle Weight Rating (GVWR) and larger] 70% Opacity
Light Duty Vehicles [16,000 pounds Gross Vehicle Weight Rating (GVWR) and smaller] 35% Opacity for Non-Turbocharged Vehicles 30% Opacity for Turbocharged Vehicles

Effective date: January 1, 1999 Adopted this 23rd day ofJanuary 1, 1998 by the Davis County Commission Commissioner McConkie voting aye Commissioner Page voting aye Commissioner Stevenson voting aye

Dannie R. McConkie, Chairman

Attest:

-------------------------- Margene Isom, Clerk

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# ..

APPENDIXB
FEE SCHEDULE The assessed fees for implementing the requirements of Section 6.7 of the Diesel Vehicle Emission Inspection/Maintenance Program shall be: Permitting ofan Official Diesel I/M Program Fleet Station $250.00 Annual Renewal ofStation Permit 25.00 Annual Renewal ofExpired Station Permit 75.00 Repermitting ofan I/M Station at a New Location 50.00 Clearing Mechanic Error Lockout (After 41h per Calendar Year) 15.00 Permitting ofan Official Diesel Opacity Inspector 20.00 Annual Renewal ofInspector 10.00 Annual Renewal ofExpired Inspector 30.00 Certificate ofCompliance 4.00 Duplicate Certificate ofCompliance or Waiver 5.00 Opacity Inspection Fee 15.00 Opacity Reinspection Fee 10.00 Diesel Vehicle Registration Fee 10.00 

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### ~ r !Passed this 15th day ofDecember, 1994. Commissioner Holbrook voting aye Commissioner Page voting aye Commissioner Stevenson voting aye

Attest:

Margene Isom Davis County Clerk!Auditor

Approved as to form:

Melvin Wilson Davis County Attorney Gayle Stevenson, Chairman Davis County Commission

### APPENDIX C
Diesel Opacity Inspection Equipment Specifications Equipment Specifications to Follow Based on SAE Technical Paper Being Written On Diesel Opacity Sampling Equipment.

### APPENDIX D
Diesel Vehicle Opacity Inspection Procedures Inspection Procedures To Follow Based On SAE Technical Committee Recommendations. 

## (

### APPENDIXE PENALTY SCHEDULE
1st 2nd 3rd 4th OCCURRENCE OCCURRENCE OCCURRENCE OCCURRENCE INACCURATE/ FORMAL UPTO 1 UPT03 REVOCATION INCOMPLETE WARNING MONTH MONTHS OR DATA (STATION & SUSPENSION SUSPENSION SUSPENSION MECHANIC) (STATION & {STATION & {STATION & MECHANIC_} MECHANIC) MECHANIC) PASS FAILED UPT03 UPT06 REVOCATION VEHICLE MONTHS MONTHS (STATION & SUSPENSION SUSPENSION MECHANIC) (STATION & (STATION & MECHANIC) MECHANIC) NON- UPT06 REVOCATION CERTIFIED MONTHS (STATION & OPACITY SUSPENSION MECHANIC) INSPECTOR (STATION & MECHANIC) FAILURE TO UPT06 REVOCATION INSPECT MONTHS (STATION) SUSPENSION

(STATION) REVOCATION (MECHANIC) STATION SUSPENSIONS MAY BEREDUCED IN LENGTH BYA NEGOTIATED CONSENTAGREEMENT WHICH MAY SUBSTITUTEMONETARY PENALTIES FOR PART ORALL OF THE SUSPENSION TIME. NEGOTIATED CONSENT AGREEMENTS ARE ONLYAPPLICABLE IN RELATIONTO STATIONAND MECHANIC PERMIT SUSPENSIONS. THESE PENALTIES APPLY TO ALL PERMITS ISSUED PURSUANT TOTHIS ORDINANCEPassed this 15 1h day ofDecember, 1994.

Commissioner Holbrook Voting aye Commissioner Page Voting aye Commissioner Stevenson Voting aye Attest:

Margene Isom Davis County Clerk/Auditor

Approved as to form:

Melvin Wilson Davis County Attorney Gayle Stevenson, Chairman Davis County Commission

See http://www.sae.org/servlets/productDetail?PROD TYP=STD&PROD CD=J1667 199602

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### - for Sae 11667 for further information.

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SALT LAKE CITY-COUNTY HEALTH DEPARTMENT HEALTH REGULATION #28

GOVERNING THE DIESEL VEHICLE EMISSIONS INSPECTION I 

### MAINTENANCE PROGRAM

Adopted by the Salt Lake City-County Board ofHealth September 1 , 1994 Revised September 5, 1996

Under Authority ofSection 26A-1-121 Utah Code Annotated, 1953, as amended

CERTIFIED OFFICIAL COPY SALT LAKE CITY-COUNTY HEALTH DEPARTMENT By

________________ _ THOMAS L. 

### SCHLENKER, M.D., M.P.H. Executive Director

Attahment 2DIESEL VEHICLE EMISSIONS INSPECTION/MAINTENANCE PROGRAM SECTION 1.0 Definitions 2.0 Purpose 3.0 Jurisdiction ofthe Department 4.0 Powers and Duties 5.0 Scope 6.0 General Provisions 7.0 Standards and Specifications for Diesel Testing Equipment 8.0 Permit Requirements for Diesel Vehicle Emissions Inspection/Maintenance Program Stations 9.0 Approval ofRequired Test Equipment 10.0 Certification Requirements for Testing and Licensing ofApplicants for Certified Diesel Opacity Inspectors. 11.0 Inspection Procedures 12.0 Certificates ofCompliance and Waiver, Temporary Waivers 13.0 Engine Changes 14.0 Right to Appeal 15.0 Penalty 16.0 Severability 17.0 Effective Date

1)


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1.0 DEFINITIONS
For the purpose of these Regulations, the following terms, phrases, and words shall have the following meanings, unless otherwise defined: 1.1 Accuracy: The degree by which an instrument is able to determine the true opacity of pollutants ofinterest; 1.2 Calibration: The process ofestablishing or verifying the accuracy ofan exhaust opacity meter to perform an accurate and consistent evaluation ofengine exhaust; 1.3 Certificate: A document, issued by the Department, to verify that a person has met the requirements for becoming a Certified Diesel Emissions Opacity Inspector. 1.4 Certificate of Compliance: A document used in the Diesel Vehicle Emissions Inspection/Maintenance Program to certify that a vehicle meets all applicable requirements of the program; 1.5 Certification: Assurance by an authorized source, whether it be a laboratory, the manufacturer, the State, or the Department, that a specific product or statement is, in fact, true and meets all requirements; 1.6 Certified Diesel Opacity Inspector : A person who has successfully completed all certificationrequirements and has beenissued a current, valid Diesel Mechanic Certificate bythe Department; 1.7 County: Salt Lake County, Utah; 1.8 Department: The Salt Lake City-County Health Department or its authorized representatives; 1.9 Diesel 

### liM Program Station: A Diesel Vehicle Emissions Inspection and Maintenance Station that has a valid permit, issued by the Department, to operate as an official station in the Vehicle Emissions Inspection/ Maintenance Program; 1.10 Diesel Vehicle Emissions Inspection/Maintenance Program: The program established, by the Department, pursuant to Section 41-6-163.8, Utah Code Annotated 1953, as amended; 1.11 Director: The Director ofthe Salt Lake City-County Health Department or his or her authorized representative; 1.12 Dynamometer: A device for simulating actual driving conditions as specified in Appendix B·

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21. 13 Emissions Control Systems: Parts, assemblies or systems originally installed by the manufacturer in or on a vehicle for the sole or primary purpose ofreducing emissions; 1.14 Engine Exhaust Opacity Meter: An instrument that is capable ofmeasuring the opacity of the smoke emanating from a motor vehicle which instrument is approvedby the Department for this use in accordance with these Regulations as an official test instrument; 1.15 Exemption Form: A documentused to verify that a vehicle is exempt from the testing and repair/adjustment requirements ofthese Regulations; 1.16 Fleet Diesel Inspection/Maintenance Station: Any business, organization, company, or entity which registers twenty five (25) ormore diesel powered vehicles in Salt LakeCounty and has been permitted by the Department to receive such designation. 1.17 Idle Mode: A condition where the vehicle engine is warmandrunning at the rate specified by the manufacturer's curbidle, where the engine is not propelling the vehicle, and where the throttle is in the closed or idle stop position. This condition must be achieved without placing a load on the vehicle to decrease the RPM to the specified rate; 1.18 Inspection: A vehicle emissions test performed for the purpose ofissuing a Certificate of Compliance or Waiver; 1.19 Inspection Area: The area that is occupied by the analyzer, sample hose, and the vehicle being inspected; 1.20 Mechanic: A Certified Emissions Mechanic possessing a current certificate, issuedbythe Department, to perform emissions testing at a location permitted by the Department; 1.21 Motor Vehicle: A selfpropelled motorized vehicle with an internal combustion powered engine which is licensed for operation onpublicroads and/or streets. MotorVehicles exempted from the inspection requirements of these Regulations are listed in Section 6.5 of these Regulations; 1.22 Non-certified Mechanic: Any person who has not been certified by the Department to perform official emissions tests; 1.23 Off-highway Vehicles: A vehicle licensed to operate exclusively offhighways; 1.24 Opacity: The percentage oflight obstructed from passing through the exhaust plume of a motor vehicle; 1.25 Opacity Meter: A detection device used to measure the opacity or smoke by percentage; 1.26 Publicly-Owned Vehicles: A motor vehicle ownedby a Government entity, including but 3 ' ( '' 

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not limited to the Federal Government or any agency thereof, the State ofUtah or any agency or political subdivision thereof;
1.27 Salt Lake City-County Board ofHealth: The Salt Lake City-County Board ofHealth as authorized by Section 26A-1-109, Utah Code annotated, 1953, as amended;
1.28 Station: A Diesel liM Program Station including all station personnel, employees, and owner(s);
1.29 Technical Bulletin: A document, issuedto CertifiedDiesel OpacityInspectorand/orDiesel I/M Program Stations by the Department, to update, clarifY or establish policies and/or procedures for their implementation in the Diesel Vehicle Emissions Inspection/Maintenance Program;
1.30 Temporary Waiver: A Waiver that may be issued by the Director which will allow the temporaryregistration ofa vehiclebasedupon a vehicle owner's compliance with the conditions ofthe waiver;
1.31 Training Course: A formal program, administered conducted, or approved by the Department, for the education ofcertified diesel emissions mechanics in basic emission control technology, inspection procedures, diagnosis and repair ofemissions related problems, Diesel I/M Program policies, procedures, and these Regulations;
1.32 Waiver or Certificate ofWaiver: A document, issued by the Department, used to verifY that a vehicle has met the repair or adjustment requirements ofthe Diesel Vehicle Emissions Inspection/MaintenanceProgramRegulations eventhough specific emissions standardshavenot been met.



### 2.0 PURPOSE It is the purpose of these Regulations to reduce PM 10 air pollution levels by requiring annual inspections ofdiesel powered vehicles and by requiring emissions related repairs/adjustments for those vehicles that fail to meet prescribed standards so as to: 2.1 Protect and promote the public health, safety and welfare;
2.2 Improve air quality;
2.3 Comply with the Utah State Implementation Plan for PM 10 and;
2.4 Comply with the law enacted by the Legislature ofthe State ofUtah, Sections 41-6-163.8 Utah Code Annotated, 1953, as amended.

43.0 JURISDICTION OF THE DEPARTMENT All aspects oftheDieselVehicleEmissionsInspection/MaintenanceProgramwithinSaltLakeCounty and enumerated in Section 2.0 shall be subject to the direction and control ofthe Department.

4.0 POWERS AND DUTIES 4.1 The Department, by the Director, shall be responsible for the enforcement and administration of these Rules and Regulations and any other powers vested in it by law and shall: 4.1.1 Require the submission ofinformation, reports, plans, and specifications from Diesel liMProgramStationsasnecessaryto implementtheprovisions,requirements, andstandards ofthese Regulations; 4.1.2 Issuepermits, certifications, andchargefees as necessarytoimplementtheprovisions, requirements and standards ofthese Regulations; 4.1.3 Perform audits ofany Diesel 11M Program Station, issue orders and/or notices, hold hearings, and levy administrative penalties, as necessary to effect the purpose of these Regulations; 4.1.4 Take samples and make analyses required to ensure that the provisions of these Regulations are met; and 4.1.5 Make policies and procedures necessary to ensure that the provisions of these Regulations are met and that the purposes ofthese Regulations are accomplished. 4.2 The Department may suspend, revoke, negotiate a fee or deny a permit ofa Diesel 11M Program Station and/or require the surrender of the permit and unused Certificates of Compliance ofany Diesel 11M Program Station upon showing that: 4.2.1 A vehicle was inspected and issued a Certificate of Compliance by the station personnel that did not, at the time of inspection, comply with all applicable policies, procedures, Technical Bulletins, and these Regulations; 4.2.2 A certified Diesel 11M Program Station allowed a Certificate ofCompliance to be issued to a vehicle without an approved inspection being performed; 4.2.3 The Stationhas violatedanyprovisionsoftheseRegulations, oranyRule, Regulation, or Department policy properly promulgated for the operation of a Diesel 11M Program Station;
4.2.4 The Station was not equipped as required by Section 8.5.3 ofthese Regulations; 5 

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4.2.5 The Station was not operating from a location specified on the permit; 4.2.6 An official inspection was performed by an individual that, at the time of the inspection, did not hold a valid Diesel Opacity Inspectors Certificate; and 4.2.7 The Station denies access to a representative of the Department to conduct an audit/inspection or other necessary business during regular business hours. 4.3 The Department may suspend, revoke, negotiate a fee, or deny the certificate ofan official Diesel Opacity Inspector and require the surrender ofthis certificate upon showing that: 4.3.1 The Certified Diesel Opacity Inspector caused a Certificate of Compliance to be issued to a vehicle without an approved inspection being performed; 4.3 .2 The Certified Diesel Opacity Inspector denied the issuance of a Certificate of Compliance to a vehicle that, at the time of the inspection, complied with the law for issuance ofsaid Certificate ofCompliance; 4.3.3 The CertifiedDiesel OpacityInspectorissued a Certificate ofComplianceto avehicle that, at the time of issuance, was in such condition that it did not comply with these Regulations; 4.3.4 The Certified Diesel Opacity Inspector knowingly allowed a non-certified person to perform an official Opacity Inspection, or any portion ofan official Opacity Inspection; 4.3.5 The Certified Diesel Opacity Inspector signed an inspection form or Certificate of Compliance statingthathe hadperformed the emissions inspection when, in fact, he/she did not; and 4.3.6 The Certified Diesel Opacity Inspector signed a Certificate ofComplianceprior to an inspection being performed. 4.4 The Department shall respond, according to thepolicies andprocedures ofthe Department, to public complaints regarding the integrity of inspections performed at Diesel liM Program Stations.



### 5.0 SCOPE It shall be unlawful for any person not to comply with any policy, procedure, Technical Bulletin, or Regulation promulgated by the Department, unless expressly waived by these Regulations. 

### 6.0 GENERAL PROVISIONS

6Subject to the exceptions described in Section 6.5 and pursuant to the schedule in Section 6.1 and 6.1.1, diesel poweredmotor vehicles ofmodel years 1968 and newerthat are or will beregistered or principly operated in Salt Lake County shall be subject to an exhaust opacity inspection performed by a Diesel liMProgram Station, a Department operated test facility or other entity approvedby the Director. 6.1 Program Beginning Date: Testing ofdiesel powered vehicles shall begin on November 1, 1994. Beginning Jan 1, 1995, a Certificate ofCompliance orWaiver, or evidence thatthe motor vehicle is exempt from the Diesel liM Program requirements (as defined in Section 6.5 ofthese regulations) shall be presented to the County Assessor or the Utah State Tax Commission and the Air Pollution Control Fee paid as conditions precedent to annual registration or annual renewal ofregistration ofa motor vehicle. 6.1.1 The beginning date noted in 6.1 may be temporarily postponed if it is deemed necessary by the Director to aid in the smooth and effective implementation ofthe Diesel Vehicle Inspection Maintenance Program. The temporary postponement ofthe program beginning date would only be implemented if it is determined by the Director that the integrity of the program may be jeopardized because testing equipment, procedures, facilities, software or other aspects ofthe program are notready for effective and accurate testing to begin. Different start-up dates may be selected for light and heavy duty diesels. 6.2 Certificate Validity Period: The official Diesel Opacity Inspection shall occur and a Certificate ofCompliance or Waiver shall be issued within eleven (11) months prior to the date ofthe motor vehicle registration. 6.3 Dealer Certificates: A Certificate ofCompliance issued to a dealer licensed with the State ofUtah and issued in the dealer's name, shall be valid for registration purposes for a period of six months as specified in Section 41-3-28.5, Utah Code Annotated, 1953, as amended. The purchaser's name, address, andphone number shall be recordedby the dealer onthe back ofthe Certificate ofCompliance. 6.4 Publicly-Owned Vehicles: Owners ofpublicly-ownedvehicles shall comply withthe Diesel liM Program requirements pursuant to a schedule determined by the Department. Federallyowned vehicles and vehicles ofemployees operated on a federal installation that do not require registrationinthe State ofUtah shall complywiththeDiesel liMProgramrequirementspursuant to a schedule determined by the Department. 6.5 Vehicle Exemption. The following vehicles are exempt from these Diesel liM Program requirements: 6.5.1 Any vehicle ofmodel year 1967 or older; 6.5.2 All agricultural implements ofhusbandry and any motor vehicle that qualifies for an exemption as required by Section 41-6-163.6 Utah Code Annotated, 1953, as amended; 7 

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6.5.3 Any vehicle used for maintenance or construction and not designed or licensed to operate on the highway; and 6.5.4 Any new vehicle being sold for the first time that has a valid MSO (manufacturers statement oforigin) form. 6.5.5 Any diesel powered vehicle ofthe current or future model year or ofthe two (2) model years immediatelyproceedingthe currentmodelyear, providingeach ofthefollowing requirements are met: (a) the Gross Vehicle Weight Rating (GVWR) of the vehicle is at least twenty six thousand pounds; (b) the vehicle is registered with the International Registration Plan (IRP) and the International Fuel Tax Agreement (IFTA); (c) the vehicle travels less than fifty percent (50%) of its total annual vehicle miles within the State ofUtah. Annual vehicle miles and percentages shall be calculated on a per vehicle basis using actual mileage from the prior year. The percentage ofin state mileage on new vehicles shall be estimated based on mileage from a replaced or other similarly situated vehicle. (d) the vehicle owner submits a completed, signed Diesel Emissions Exemption Affidavit at the time ofvehicle registration. 6.5.6 The Departmentmayrequest, priorto the granting ofanexemptionoranytime during the exemption period, various records such as apportionment, mileage (IRP, IFTA), and registration records documenting a vehicles actual age, weight, and Utah/total mileage. 6.5.7 Failure to provide the Department with requested documents is grounds for denial of exemption privileges. Discovery by the Department ofincorrect application information may result in, in addition to the penalties described in section 15.0 ofthis regulation, the permanent denial ofexemption privileges for all vehicles registered to that person, owner, corporation or entity.
6.6 EquipmentAvailable for Inspection. Requiredtools andequipment as noted in Section 8.5.3 supplies, records, unused Certificates of Compliance, and other required forms, records of completed inspections, and duplicate copies ofCertificates ofCompliance issued shall be kept at the Official Diesel I/M Program Station at all times for a period ofnot less than eighteen months and shall be available for inspection and collection by the Department at any time the inspection station is open for business. 6.6.1 A periodic inspection and audit shall be made by a Department representative to 8verifY compliance with these ofthe periodic inspection and audit ofthe Diesel 

### liMProgram Station, the Department representative shall, as applicable, observe the performance ofan electronic equipment calibration performed by the Certified Diesel Opacity Inspector, examine calibration records, and Certificates of Compliance, as well as other required reports, forms, or records to see that the use ofthese items is in compliance with these Regulations and the policies and procedures ofthe Department. 6.6.2 During the time of the inspection and audit by the Department, the Department representative shall have exclusive access to the approved emissions testing equipment.
6.6.3 The Department representative may checkthe accuracy ofthe test equipment using Department audit procedures to verifY that the equipment is reading within the tolerances established by the Department. Test equipment not reading within the tolerances shall be re-calibrated to acceptable tolerances orbe placed "out ofservice".
6.7 Fees. The fees assessedupon Diesel 

### liMProgram Stations andthe CertifiedDiesel Opacity Inspectors shall be determined according to the fee schedule adopted by the Department. The fee schedule is referenced in Appendix A to these regulations and may be amendedby the Salt Lake City-County Board ofHealth as the Board deems necessary to accomplish the purpose of these Regulations.
6.7.1 Air Pollution Control Fee-- one dollar ($1.00). This fee assessment includes all motorized vehicles including those that are exempted from the inspection requirements of these regulations.
6.7.2 Diesel I/M Program Stations may charge fees for required services. Those fees may not exceed, for each vehicle inspected, the following amounts: (a). The Dieselemissions inspectionfee shallnotexceedthe amountnotedinAppendix A. Ifa vehicle fails the inspection, the owner is entitled to one free re-inspection if he/she returns to the Station that performed the original test within thirty (30) days from the date ofthe initial inspection. The Station shall extend the thirty day reinspection time to accommodate the vehicle owner, ifthe station is unable to schedule the re-test ofthe vehicle within the thirty-day time period. (b). Duplicate Certificates ofCompliance may be issued to a vehicle owner/operator within two months ofthe initial test. The fee may not exceed the amount in Appendix A. (c). Fees are subject to change and may be amended by the Salt Lake City-County Board of Health as the board deems necessary to accomplish the purpose ofthese Regulations. (d). Ifa vehicle fails the emissions test and is withinthe time and mileage requirements 9 

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ofthe federal emissions warranty contained in the Federal Clean AirAct, the inspector shall inform the owner/operator that he/she may qualify for warranty coverage of emission related repairs as provided by the vehicle manufacturer and mandated by the Federal Environmental Protection Agency. 6.7.3 Diesel Emission Exemption Fee. Any vehicle which qualifies for an exemption from testing requirements under 6.5.5 of these Regulations shall be required to remit an exemption fee upon application for registration of the vehicle. This fee shall be in the amount listed in Appendix A ofthis regulation. 6.8 Vehicle Idling Limitation. No owner or operator ofa diesel powered vehicle shall allow or permit such vehicle to remain in an idling mode or condition for a period oftime exceeding fifteen (15) minutes. 6.8.1 Exemptionto IdlingLimitations. Vehicles maybe exempted from the idling limitation requirements ofSection 6.8 under the following conditions: (a). To supply power to a refrigeration unit for the purpose ofcooling the contents of a trailer. (b). To provide heat or air conditioning to a sleeper unit ofthe vehicle. (c). Emergency vehicles. 6.8.2 Vehicles exempted from the Vehicle Idling Limitations as applicable under section 6.8.1 (a) and (b) ofthese regulations shall not remain in an idling condition for a period longer than fifteen (15) minutes iflocated within five hundred (500) feet ofany residence.

7.0 STANDARDS AND SPECIFICATIONS FOR DIESEL TESTING EQUIPMENT 7.1 No diesel emissions inspection required bythese Regulations shall be performed unless the type ofinstrument used for measuring exhaust opacity from diesel powered motor vehicles is contained in the list of approved test equipment as provided by the Department. The test equipment shall meet the requirements ofthe equipment specifications referenced in Appendix C ofthese Regulations. The instrument shall be in good working condition, capable ofmeeting calibration requirements of the Department, and operated according to manufacturer's specifications and operating procedures. 7.2 Any test equipment used by a Diesel 

### liM Program Station shall be registered with and approved by the Department and, ifrequired, shall bear a registration sticker issued by the Department. Registration stickers are not transferable or assignable. Any new or used test equipment put in use after station approval must be approved by the Department before use. Test equipment used temporarily during times of breakdown or repair of the registered equipment do not require a registration sticker, but shall meet all other requirements ofthis section including the approval ofthe Department before use. 107.3 The test equipment printers shall be maintained in such a manner thatthe printing ofthe test results shall be clearly visible on all copies. Ifany printer fails to properly function, then the station shall discontinue testing until the required repairs have been performed. 7.4 It shall be illegal for any person to modify the hardware or the software of an approved opacity meter without written application and written approval by the Department. 7.5 Documentation, Logistics, and Warranty Requirements
7. 5.1 Instruction Manual: An instruction manual shall accompany each exhaust opacity meter and shall contain at least the following information for the analyzer: (a) A complete technical description; (b) The functional mechanical and electrical schematics; (c) The accessories and options that are included and/or available; (d) The model number, identification marking and location; (e) Operating maintenance including daily, weekly, and monthly accommodations for maintaining sample system integrity including, but not limited to, leaks, hang-up, calibration and filters. The services to be performed only by the manufacturer shall be clearly identified; (f) Information concerning the nearest service facility where the equipment can be serviced; (g) The warranty provisions for the opacity meter, including a list ofwarranty repair stations by name, address, and telephone number; and (h) The opacity meter shall be maintained in accordance with the manufacturer's recommended maintenance schedule and records ofthis maintenance service shall be maintained for examination by the Department.
7.6 Calibration ofExhaust Opacity Meters.
7.6.1 A certified Diesel Opacity Inspector shallperform a mechanical/electrical equipment calibration following manufacturer's recommended procedures within three (3) days prior to an Official Diesel Opacity Inspection. The calibration shall be performed with a known source oflaboratorycertifiedlightabsorbingmaterial suchas a neutral density filter orother device approvedby the Department.
7.6.2 A certified Diesel Opacity Inspector shall perform an electrical zero and span check following the opacity meter manufacturer's procedures priorto an Official Diesel Opacity Inspection. An opacity meter that fails the zero and span check shall be cleaned or recalibrated following manufacturer's recommendations.
7.6.3 Ifthe opacity meter requires repairs in order to be used in accordance with these Regulations, the certified station shall notify the Department that the opacity meter is "Out ofService" and shall again notify the Department after repairs are made andbefore testing 11 

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is resumed.
7.6.4 The opacity meter instruction manual and other Department approved information shall be reviewed by the inspector to ensure that proper procedures are being used for performing the calibration check.



### 8.0 PERMIT REQUIREMENTS OF THE DIESEL VEHICLE INSPECTION/MAINTENANCE PROGRAM STATION 8.1 Owners of vehicle fleets may apply to the Director for a Diesel liM Program Station inspection permit. This permit allows fleet owners to inspect only their own vehicles that are registered to the same individual or corporation. 8.1.1 A "fleet" shall consist ofa minimum twenty five(25) diesel powered vehicles or a number specified by the Director. 8.1.2 All fleet stations and mechanics certified to perform Diesel I/M tests will be subject to regular and unannounced inspections by the department. 8.1.3 During self-certifying fleet audits, auditors will review vehicle emissions inspection andmaintenancerecords andmayinspect arepresentative sample ofvehicles withanopacity meter to verify compliance. 8.1.4 Self-certifying fleet vehicles may be subject to a snap idle test with visual evaluation ofsmoke opacity. Vehicles that appearto exceedthe opacitylimit maybere-measured with an opacity meter and repaired ifthe meter confirms that the exhaust opacity exceeds the standard. 8.1.5 Self-certifying stations shall maintain records ofspecific repairs performed to bring failed vehicles into compliance. 8.2 The Director is authorized to issue or deny permits for the opacity inspection ofdiesel powered vehicles and the issuance ofCertificates ofCompliance or Waivers. 8.3 No permit for any Official Diesel liM Program Stationmaybe assigned, transferred, orused by any person otherthan the original owner identified onthe permit application for that specific Diesel liM Program Station. The permit shall be posted in a conspicuous place within public view on the premises. 8.4 The station shall be a permanent location which meets all applicable zoning requirements to provide for the inspection ofdiesel vehicles, as licensed, and as defined in these Regulations. 8.5 Application for a Diesel liM Program Station Permit shall be made to the Departmentupon 

### 12a form provided by the Director. No permit shall be issued unless the Director or his representative finds that the facilities, tools and equipment ofthe applicant comply with the requirements ofthese Regulations and that competentpersonnel, certified under the provisions ofSection 10.0 are employed and willbe available to makeinspections and adjustments, andthe operation thereofwill be properly conducted in accordance with these Regulations. 8.5.1 A Diesel liMProgram Station shall notify the Department and immediately surrender allunused Certificates ofCompliance ifthe station does nothave a CertifiedDiesel Opacity Inspector employed; 8.5.2 A Diesel liM Program Station shall comply with all terms stated in the permit application and all the requirements ofthese Regulations; and 8.5.3 As a condition for permitting all Diesel 

### liM Program Stations, the following tools shall be available for performance ofthe inspection and maintenance of diesel powered motor vehicles: (a) A Department approved exhaust opacity meter that meets the mtmmum specifications as outlined in Appendix C ofthese Regulations; (b) A Department approved dynamometer (iftesting light duty diesel vehicles) that meets the minimum specifications as outlined in Appendix B ofthese Regulations; i. Facilities which are fleet certified only and which will not be testing light duty vehicles are exempted from the dynamometer requirement of8.5.3.(b). (c) A Department approved personal computer capable of meeting the minimum specifications as outlined in Appendix C ofthese Regulations; (d) A handbook, approved by the Department, that includes testing procedures to be followed by the Certified Diesel Opacity Inspector; (e) An accurate strip chart recorder or other recording device, approved by the Department and capable ofrecording diesel test data, to be analyzed at a later date; (f) Reference manuals approvedbythe Departmentthatcontaintuneup specifications, and information coveringthe emissions control systems for the modelyears andmakes ofvehicles involvedinthe Diesel Vehicle Emissions Inspection/MaintenanceProgram; (g) Sufficient hand tools for proper performance ofinspection and maintenance ofthe vehicle; (h) Vehicle exhaust removal equipment;

13 ,., '·,,(i) The TestEquipment manufacturer's maintenance and calibrationmanual which must remain in the inspection area; and 

### U) All forms, Technical Bulletins, and other information materials provided by the Department. 8.5.4 All facets ofthe official Diesel liMProgram shallbe performedbythe CertifiedDiesel Opacity Inspector including: 8.5.4.1 Opacity inspection equipment preparation, and calibration checks; 8.5.4.2 Dynamometer operation, maintenance and calibration; 8.5.4.3 Exhaust opacity sampling and analysis for the purpose ofan official emissions test for issuance ofa Certificate ofCompliance; and 8.5.4.4 Preparation of reports, forms, Certificates of Compliance, the tampering inspection, inserting or attaching the exhaust opacity sampling equipment, hooking up the tachometer, entering the data, preconditioning the vehicle, and signing Certificates ofCompliance and inspection forms.

8.5 .5 An Official Diesel I/M Program Station shall be kept in good repair and in safe condition for inspection purposes free ofobstructions and hazards. 8.6 Permit Duration and Renewal 8.6.1 The permit for a Diesel liM Program Station shall be issued annually and shall expire one year from date ofissuance. The permit shall be renewable sixty (60) days prior to the date ofexpiration; 8.6.2 It is the responsibility ofthe owner/operator ofthe inspection station to pursue the permit renewal through appropriate channels. 8.6.3 Diesel I/M Program Station to hold Department Harmless In making application for a permit or for its renewal, such action shall constitute a declaration by the applicant that the Department shall be held harmless from liability incurred due to action or inaction of Diesel liM Program Station's owners or their employees.



### 9.0 APPROVAL OF REQUIRED TEST EQUIPMENT 9.1 Diesel Opacity Inspections required bythese Regulations shall not be performed unless the 

### 14equipment used meets the specifications as defined in this Regulation and as approved by the Department. 9.2 Any changesto the design orperformance characteristics ofcomponent specificationswhich may affect the equipment or instrument performance shall be approved by the Department. It shall be the instrument manufacturer's responsibility to confirm that such changes have no detrimental effect on the opacity meter or other equipment or instrument performance. 

### 10.0 CERTIFICATION REQUIREMENTS FOR TESTING AND LICENSING OF APPLICANTS FOR CERTIFIED DIESEL OPACITY INSPECTORS 10.1 No person shall perform any part ofan official Diesel Opacity Inspection for the issuance of a Certificate ofCompliance or Waiver unless the person possesses a valid Diesel Opacity Inspector's Certificate issued by the Department. 10.2 Applications for an official Diesel Opacity Inspector shall be made on a form to be prescribed by the Department. No certificate shall be issued unless the applicant complies with the requirements ofthis section. (a) An applicant shall demonstrate knowledge, skill, and competence concerning the operation and theory ofdiesel-fueled internal combustion engines; (b) An applicant shall complete a Department approved training course and shall demonstrate knowledge, skill, and competence by passing a written and performance qualification test including, but not limited to, knowledge ofthe following: i. Knowledge ofthe Rules and Regulations of Diesel Opacity Inspection Program procedures; ii. Operation ofand proper use, care, maintenance, and calibration ofthe Department approved Diesel liM Program Test Equipment; iii. Proper use and distribution of the required inspection forms, Certificates of Compliance, calibration records, and supplemental documents; and iv. Waiver requirements for all diesel vehicles failing the initial emissions inspection. (c) Re-qualification requirements for Diesel Opacity Inspectors i. Upon determination by the Director ofthe necessity ofupdating the qualifications for diesel opacity inspectors, they shall be required to re-qualify. Re-qualification requirements shall be determined by the Director; ii. DieselEmissions OpacityInspectors shallbe requiredtore-qualify annually. Failure 15to re-qualify within the required period of time shall result in the suspension or revocation ofthe Diesel Opacity Inspector's permit as described in these Regulations. (d) The Diesel Opacity Inspector's Certificate shall be valid only at the station where the inspector is currently employed at the time the certificate is issued. Ifthe inspector is later employed at another station, the inspector shall notify the Department ofthe employment change. The inspector shall re-apply for a certificate and pay the required fees. Prior to testing at the new station, the inspector shall be certified there and a new certificate number shall be issued. This certificate shall expire on the same date as the original. 10.3 Certificate Expiration 10.3.1 The opacity Inspector's Certificate shall be issued annually and shall expire one year from the date ofissuance. The certificate shall be renewable sixty days prior to the date of expiration.
10.3.2 It is the responsibility of the inspector to pursue the renewal of the Opacity Inspector's Certificate. 

### 11.0 INSPECTION PROCEDURE
11.1 The Official Opacity Inspection shall be performedby Certified Diesel Opacity Inspectors who have been certified at the station where the inspection is beingperformed and in accordance with Department approved inspection procedures. 11.2 The entire inspection shall take place within the reach ofthe opacity inspection equipment hoses and/or electrical leads. 11.3 The temperature ofthe inspection area shall be between 41 degrees Fahrenheit and 110 degrees Fahrenheit during the inspection. 11.4 The opacity inspection equipment shallbekept in an area thatprovides adequateprotection from the weather, wind, and temperature extremes. 11.5 The electrical supply to the opacity inspection equipment shall be able to meet the equipment manufacturer's requirements for voltage and frequency stability. 11.6 The Diesel Opacity Inspector shall not inspect ortest any motorvehicle with a mechanical condition which maycause injury to inspection personnel or damage to the inspection station or test equipment or which may affect the validity ofthe test, until such condition is corrected. Such conditions include, but are not limited to: coolant, oil, or fuel leaks, low oil or low fluid levels. 11.7 Any time an engine stalls during an official Diesel Opacity Inspection, the test shall be re16started. Ifan inspector cannot complete a test because ofcontinuous stalling, fluctuating RPM measurements, or RPM measurements that are not withinthe Department specified parameters, then these problems shall be corrected before the test is continued. 11.8 The Diesel Opacity Inspector shall accurately identify and enter vehicle and owner information from the vehicle to be tested as required by the data entry process. 11.9 For vehicles with multiple exhaust outlets, the Opacity Inspector shall observe the outlets during the pre-conditioning or clean-out cycle to determine which outlet emits the heavier exhaust smoke. During testing, the sample shall be taken from the exhaust outlet which emits the heavier smoke, ifthere is a difference in smoke levels.

11.10 The Diesel Opacity Inspector shall determine the appropriate test procedure to follow depending on vehicle type and proceed with the test procedures as recommended by EPA and the Society of Automotive Engineers (SAE) and outlined in Appendix D and E of these Regulations. 12.0 CERTIFICATES OF COMPLIANCE AND WAIVER, TEMPORARY WAIVERS CERTIFICATES OF COMPLIANCE 12.1 Noperson shall make, issue or knowingly use any photo copy, imitation or counterfeit of an official Certificate ofCompliance or Waiver; 12.2 Noperson shallknowinglyuse a stolen orcounterfeitCertificate ofCompliance orWaiver; 12.3 Certificates ofCompliance shall be purchased only from the Department; and 12.4 No refund or credit shall be allowed for unused Certificates ofCompliance, except as provided in Section 12.10. 12.5 Purchase ofCertificates ofCompliance 12.5.1 Certificates ofCompliance shall only be sold to a representative ofthe Diesel 

### liM Program Station possessing an acceptable form ofidentification; 12.5.2 Certificates ofCompliance shall be sold at a cost adopted by the County Board of Health and referenced in Appendix A, in lots to be determined by the Department. The Departmentmay limitthe number ofCertificates ofCompliance purchasedto anumberthat the Department believes can be secured and stored safely; and 12.5.3 Certificates ofCompliance shall not be sold, loaned, transferred, or given to any otherDiesel 

### liMProgram Station, orany unauthorized individual. TheDieselI/MProgram 

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Station shall at all times account for all Certificates ofCompliance that have beenpurchased by the station. 12.6 Certificates ofCompliance shall not be issued until an inspection has been performed as required by these regulations. 12.7 All unused Certificates ofCompliance shall be kept in a secure place at all times to prevent loss or theft. 12.8 Certificates of Compliance shall be used in sequential order by Diesel liM Program Stations. 12.9 Certificates ofCompliance that are missing, stolen or unaccounted for, shall be reported to the Department within 24 hours and the station shall cease performing emissions tests until an investigation by the Department has been completed and the Department re-authorizes the station to again begin testing. 12.10 Upon final cancellation, suspension or revocation ofthe Diesel liM Program Permit of any station, the station owner, manager or otherresponsible person shall immediately surrender all unused Certificates ofCompliance to the Department. The Department shall receipt and refund the fee paid for unused Certificates ofCompliance to the station owner according to the Salt Lake CountyAuditor'sprocedures. Upontransfer ortermination ofbusinessownership, the station permit and all Certificates of Compliance shall be immediately forwarded to the Department. Any person acquiring a business that has been permitted as an official Diesel liM Program Station is prohibited from using any permit or Certificates ofCompliance issued to the former business.

Certificates ofWaiver 12.11 A Certificate ofWaivermay be issued, by the Department, for light duty diesel vehicles ifall ofthe following requirements are met: 12.11.1 All air pollution control devices required by these Regulations are in place and apparently operable on the vehicle. If the devices have been removed or rendered inoperable, they shall be replaced orrepaired before a Waiver is granted. Costs for repairs or replacement ofpollution control equipment shall not count towards the repair Waiver; and 12.11.2 The vehicle continues to exceed applicable opacity standards after $750 (seven hundred fifty dollars) ofacceptable emissions related repairs have beenperformed afterthe first official test failure. Proof of repair costs shall be provided for the vehicle to the Department in the form ofa dated, itemizedbill, invoice work order, manifest or statement 18

### in which emissions related parts are specifically identified. Ifrepairs are madebythe vehicle ownerorby someone who does notpossess a validbusiness license for automobile or truck repair, then the cost oflabor shall not be included in the $750.
12.12 A Waiver may be issued, by the Department, for heavy duty diesel vehicles ifall ofthe following requirements are met: 12.12.1 Air pollution control devices are in place and apparently operable on the vehicle. Ifthe devices have beenremoved or rendered inoperable, they shall bereplaced orrepaired before aWaiveris granted. Costs for repairs orreplacement ofpollution control equipment shall not count towards the repair Waiver; and 12.12.2 The vehicle continues to exceed applicable opacity standards after $1500 (fifteen hundred dollars) ofacceptable emissions related repairs have beenperformed after the first official test failure. Proofofrepair costs shallbeprovided for the vehicle to the Department 

### in the form ofa dated, itemized bill, invoice, work order, manifest or statement in which emissions related parts are specifically identified. Ifrepairs are made bythe vehicle owner orby someone who does notpossess a validbusiness license for automobile ortruckrepair, then the cost oflabor shall not be included in the $1500.
12.13 Any vehicle that experiences any increase in opacity levels since the first opacity inspection shall not be eligible for an emissions repair waiver regardless ofthe amount spent in attempting to repair the vehicle. 12.14 Waivers shall only be issued bythe Departmentunless the Department determines other acceptable methods ofissuing the waivers. A waiver shall only be issued after determining that the vehicle complies with the requirements ofthis Section for Waiver issuance.

Temporary Waivers 12.15 For all vehicles, ifa part or parts are necessary to bring a vehicle into compliance is/are not available bythe time the vehicle's registration is due, the owner/operatormay obtain a signed form to that effectfrom a manufacturer, dealer, ormechanicwhohas verifiedthenon-availability ofthe part(s). The owner/operator shall then take such proofto the Department. The Director may issue a Temporary Waiver, for a period of time and under such conditions as he has determined, so that the vehicle maybe registered. The owner shall have until the expiration of the time period specified by the Directorto complete the necessary repairs or replacement, and submit a Certificate ofCompliance to the Directorto verify that the parts(s) havebeen installed and that the vehicle is in compliance with all provisions ofthese Regulations. The Director is under no obligation to issue these Waivers. 12.16 Under certain conditions as determined by the Director, the Director may issue a 

### 19 •.



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### ,..·



### .. \

Temporary Waiver enabling a vehicle to be registered. The person to whom the Temporary Waiver is issued shall comply with the conditions ofthe Temporary Waiver as agreed upon by a signed affidavit. Failure to comply with the affidavit shall be considered a violation ofthese Regulations. The Director is under no requirement or obligation to issue these Waivers.



### 13.0 ENGINE CHANGES Vehicles, in which the original engine has been changed, must meet the same standards as was applicable on the originally manufactured vehicle. Ifthe engine has been converted from diesel fuel to another type offuel, the vehicle must comply with the regulations governing the type of fuel which is being used in the vehicle. 

### 14.0 RIGHT TO APPEAL Within 10 calendar days after the Department has given a notice ofviolation(s), permit denial, revocation, or suspension, any person(s) aggrieved may request in writing a hearing before the Department. The written request for hearing shall be made on a form provided by the Department. The hearing shall take place within I0 calendar days after the request is received. A written notice ofthe Director's final determination shall be given within 10 calendardays after adjournment ofthe hearing. The Director may sustain, modify, or reverse the action or order.



### 15.0 PENALTY 15.1 Any person who is found guilty ofviolating any of the provisions of these Rules and Regulations, eitherby failing to do those acts required herein orby doing a prohibited act, shall be guilty ofa class B misdemeanorpursuantto Section26A-1-123, Utah Code Annotated, 1953, as amended. Ifa person is found guilty ofa subsequent similar violation within two years, he shall be guilty ofa class A misdemeanorpursuant to Section 26A-1-123, Utah Code Annotated, 1953, as amended; 15.2 Each time a violation is committed, or permitted to continue, shall constitute a separate offense; 15.3 The County Attorney, or, ifappropriate, the City Attorney may initiate legal action, civil or criminal, requested by the Department to abate any condition that exists in violation ofthese Rules and Regulations; 15.4 In addition to otherpenalties imposedby a court ofcompetentjurisdictions, any person(s) found guilty ofviolating any ofthese Rules and Regulations shall be liable for all expenses incurred by the Department; and 15.5 The Penalty Schedule referenced in Appendix F maybe amendedbythe Department as the 20Department deems necessary to accomplish the purpose ofthese Regulations.



### 16.0 SEVERABILITY Ifany provision, clause, sentence, or paragraph ofthese Regulations or the application thereof to any person or circumstances shall be held to be invalid, such invalidity shall not affect the otherprovisions or applications ofthese Regulations. The valid part ofany clause, sentence, or paragraph of these Regulations shall be given independence from the invalid provisions or application and to this end the provisions of these Regulations are hereby declared to be severable. 

### 17.0 EFFECTIVE DATE These Regulations shall become effective the day oftheir enactment by the Salt Lake City-County Board of Health. The appendices become effective on the specific date found on each of the appendices.

21 I • •

## APPENDIX SCHEDULE

Appendix A Fee Schedule Appendix B Dynamometer Requirements Appendix C Equipment Specifications Appendix D LDDV Testing Procedure Appendix E HDDV Testing Procedure Appendix F Penalty Schedule



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## APPENDIX A

FEE SCHEDULE

- EFFECTIVE SEPTEMBER 18, 1996

The assessed fees for implementing the requirements ofSection 6.7. ofthe Diesel Vehicle Emissions Inspection/Maintenance Program by the Department shall be: Permitting ofa Diesel liM Program Station
Annual Renewal ofStation Permit
Annual Renewal ofExpired Station Permit Re-permitting a Diesel liM Station at a New Location Permitting an Official Diesel 

### liM Mechanic
Annual Renewal ofDiesel Mechanic Permit
Annual Renewal ofExpired Diesel Mechanic Permit
Diesel Emissions Certificate ofCompliance
Diesel Emission Exemption Fee
Air Pollution Control Fee $

Fees that may be charged by Official Diesel liM Program Stations:
Official Diesel Opacity Inspection Duplicate Diesel Certificates ofCompliance



### 23 250.00
25.00
75.00
50.00

20.00
10.00
30.00

4.00
9.00
1.00

23.00

5.00

### MD-250 Horsepower:
Loading: Controls:

Hand Control: Rolls:

Maximum Speed:

Frame:

Lift: Air Requirements: Power Requirements:

Inertia: Axle Weight: Shipping Weight: Options: 

### APPENDIXB Diesel Dynamometer Specifications
CHASSIS DYNAMOMETER 900 hp maximum measurement capability 605 hp peak absorption Air-cooled eddy current power absorber (MDK-250) Pentium-based PC control system MD-7000 Control Platform Hand-held infrared controller for remote operation Precision machined & dynamically balanced Belted for bi-directional capability I0.70" (272 mm) diameter balanced rolls 40" (1,016 mm) face length 28" (711 mm) inner track width 108" (2743 mm) outer track width 19.6" (498 mm) roll spacing 150 mph (242 kph) Intermittent 110 mph (177 kph) Continuous Heavy-duty structural steel frame Heavy-duty restraint kit included Between roll lift with integrated roll lock 80 PSI, dry, regulated, oil free 115 VAC single phase, 60 Hz, 15 Amps (computer) 230 VAC single phase, 60 Hz, 40 Amps (dyno controls) Approx. 2,000 lbs 12,000 lbs (5,455 kg) maximum 9,400 lbs (4,264 kg)

• Color printer • 22,000 lb axle weight • Above ground ramps • Monitor upgrade • Cooling fan • Roll covers• 4 & 5 Gas analyzers • Overseas crating • 230 VAC control system • 50 Hz system
HEAVY DUTY DYNE SPECS FOR LIGHT DUTY DIESEL TESTING

Power and Air Service Considerations:

• A dedicated 110 VAC single-phase 20-ampere circuit for the analyzer cabinet. • A dedicated 220 VAC single-phase 30-ampere circuit for the dynamometer. • A dedicated voice grade telephone service for each analyzer cabinet to communicate to the host computer. • An 80- 120 psi, dry compressed air supply to operate the dynamometer lift. • In ground systems must have adequate pit drainage and ventilation systems. See foundations detail for requirements. • The addition ofa system to insure the building is adequately ventilated due to the introduction ofsubstantially higher quantities ofvehicle exhaust into the work area as a result ofthe ASM test. • The installation ofa Carbon Monoxide Monitoring System to provide adequate warning to the station's employees ifan unsafe level ofcarbon monoxide is reached. • The installation oftie downs will provide greater stability during testing as well as safety for employees and customers.
Data Communications Considerations Each analyzer will require one, standard telephone line with a modular 

### (RJ11) phonejack for use only by ASM2 testing system. You will need a separate telephone line andjack for each system installed.

Equipment Specification and Other Information Analyzer Cabinet The analyzer comes with a 25-foot power cord for the 110 VAC supply. A 25- foot probe hose and probe are also included. Dimensions Height Width Depth Electrical Power Line Voltage Current Load 

### 72" 41" 25" 110 VAC, single phase 20 Ampere

# ..·

Telephone Line A dedicated telephone line (voice grade, two-wire circuit, terminated to the analyzer cabinet with a RJ-11 modular phonejack) must be installed for each analyzer to provide communications between the analyzer and a host computer. This line must be ofsufficient length to allow for the cabinet to be positioned properly to view the monitor during an ASM test. A 20-foot telephone line extension is provided with the analyzer cabinet.

Heavv Duty Dynamometer (Below ground installations only) Dimensions Height Width Length Electrical Power Line Voltage Line Current Weight Capacity 16,000 lbs. GVWR Dynamometer Control Box 15 inches 152 

### Yz inches 36 

### Yz inches 220 VAC, single phase 30 Ampere

The dynamometer control box is an interface unit that converts signal voltages from the analyzer cabinet into high voltages to the dynamometer motor. Mounting Configurations This unit can physically mounted in three possible locations: (1) on a wall adjacent to the dynamometer, (2) on a frame anchored to the floor near the dynamometer and (3) mounted to the dynamometer motor housing cover. See detail drawings. All wiring (both signal and high voltage) should be installed in conduit between the dynamometer and the dynamometer controller. Local building codes will dictate specific requirements for the size and material ofthe conduit. Power Disconnect Box There must be a fused 30 amp Safety Switch box installed between the building main circuit breakerpanel and the dynamometer control box. This switch should be mounted on the dynamometer control box orin the wall as near as possible to the dynamometer control box. Local building codes will dictate specific requirements. This safety switch box is the positives disconnect device, which must interrupt power to the dynamometer controller during troubleshooting orservtcmg. Site preparation must include enough cable to bring 220 VAC from the disconnect box to the dynamometer controller plus an additional five (5) feet. '•' 

# .

APENDIXC Opacity Meter Specifications

The following data comprises the performance characteristics ofthe RRT 100:

Measurement Specifications Method Range Resolution Visual opacity 0-100% 0.1% Absorption Coefficient 0-30.0 

### Vm Kin 1/m (density) 0.01 lim

Mass concentration In mg/m3 1 0-1966 mg/m3 1 mg/ m3

Physical Specifications Power requirements: 11-15 volts

Data ports: Dimensions: Weight: Air pump volume 17 amps continuous 2 serial RS 232 C 17.5" wide x 16" deep x 1

0.5'' high 50 lbs. 1.2 liters/sec.

### EQUIPMENT SPECIFICATIONS

Equipmentused for testing in the Diesel Inspection and Maintenance Programwillbe only those approved by the Department and included on the official Department list ofapproved equipment. Equipmentmustmeetthose specifications as outlinedinSpecifications for the DieselInspection andMaintenance Program or as designated by the Director. Copies ofthis document are available through the Bureau ofAir Pollution Control.

26 

## . '

### APPENDIXD 

## LIGHT DUTY TESTING PROCEDURE

The emission testing oflight duty diesel powered vehicles registered in Salt Lake County shall be conducted using the following procedures: 1. Verify GVWR on vehicle decal 2. Inspect vehicle for unsafe or potentially damaging operation. (Leaking fluids, unusual engine noises, etc) 3. Chock wheels 4. Enter vehicle information into analyzer 5. Press "MODE" button on RTTIOO to select "CONTINUOUS MODE"

6. Press "TUNING" or "START" button- meter will begin tuning phase 7. Insert probe in tailpipe 8. Select proper stack (tailpipe) size 9. When "CONTINUOUS MODE" appears on the screen, accelerate to 50 mph and press "STORE" when prompted by analyzer. Follow analyzer prompts through wide open throttle portion. Press "STORE" button when prompted by analyzer 10. Press "PRINT" button to obtain printout 11. Enter opacity readings into analyzer 12. Remove probe from tailpipe

### LIGHT DUTY DIESEL TESTING PROCEDURES

Light duty diesel powered vehicles will be tested usmg the procedures as outlined in Specificationsfor the Diesel Inspection andMaintenance Program. Copies ofthis document are available through the Bureau ofAir Pollution Control.

28APPENDIX E



### TESTING A HEAVY DUTY VEHICLE Step 1. Preconditioning and Preparation 

### Testing cannot be performed if the meter environment temperature is less than 41 degrees Fahrenheit or greater than 110 degrees Fahrenheit. Temperatures outside of this range may produce inaccurate readings by the opacity meter. Any vehicle presented for testing must first be inspected visually for conditions which would present danger to the Inspector or to the facilities or equipment. Any condition which may affect the test results must also be corrected before testing can be performed. Some items of concern may be coolant leaks, fuel leaks, oil leaks, low fluid levels, continuous stalling of the engine, fluctuating RPM readings

or leaking exhaust systems. Additional measures of preparation include blocking the wheels to prevent accidental movement of the vehicle, bringing the vehicle to normal operating temperature, and ensuring proper ventilation of the testing area. The vehicle should be accelerated to determine if the governor is operating correctly. If the Inspector notices any malfunctions or improper conditions during this preparation phase, the test should be discontinued until the appropriate repairs are performed. If the vehicle to be tested is equipped with a dual exhaust system, only the darkest stack will be used for testing. After the vehicle reaches normal operating

### temperature, a visual snap test is to be performed to determine which stack is producing the darkest exhaust. When the opacity meter is turned on it will perform a
warm up sequence. Initial warm up time is between 6 and 9 minutes. The probe is not to be installed into the exhaust stack during the warm-up phase or damage to the opacity meter may occur. The probe is only to be inserted into the exhaust stack during the "TUNING" phase. After the warm up period, which occurs each time the opacity meter is initially turned on, the "START" button must be pressed to begin the "TUNING" sequence. The vehicle information can be entered into the computer during the time in which the meter is "TUNING". To enter the information, select "OPACITY TEST" from the main menu. The Inspector must then enter an access code before the computer will proceed. The access code must be kept confidential and never divulged to other certified or noncertified persons. Disciplinary action will be taken against those persons who allow their access code to be used be another individual. After entering the access code and pressing "ENTER", the vehicle information screen will appear. ALL OF THE INFORMATION REQUESTED ON THE SCREEN MUST BE COMPLETED BEFORE CONTINUING. The information must be entered accurately to ensure a reliable data base. After all of the information is entered the computer will direct the operator to proceed with the test. 

### Step 2. Vehicle Testing

### The operator must press the "START" button to begin the "TUNING" phase. During the tuning phase the opacity meter will ask for the exhaust stack diameter. If stack size is different than the default size of four inches, the correct size is to be entered at this time. This is accomplished by pressing either the "UP" or "DOWN" arrows. The probe should be inserted into the exhaust during the tuning phase. The opacity meter will now instruct the operator to "ACCELERATE". The accelerator pedal must be depressed RAPIDLY 

### to full throttle and held (the opacity meter screen will read "HOLD RPM") until the measurement reading appears
on the opacity meter screen. When the reading appears on the screen the accelerator pedal should be released. This sequence will be repeated, as directed by the opacity meter, until "TEST PASSED" or "TEST FAILED" appears on the screen. STEP 3. Certificate Completion 

### Upon completion of the test, a Certificate of Compliance and a Vehicle Inspection Report must be obtained by pressing the "PRINT" button on the front of the opacity meter. The Inspector must sign the Certificate of Compliance and the Vehicle Inspection Report where indicated. The vehicle owner must also sign the Vehicle Inspection Report. The original copy of the Certificate is given to the vehicle owner for registration purposes. The vehicle owners copy of the Vehicle Inspection Report must not be stapled to the Certificate original.The original copy of the Vehicle Inspection Report is to be stapled to the copy of the Certificate of Compliance and remain at the inspection facility for audit purposes. If the vehicle failed the test, the original copy of the Vehicle Inspection Report must be filed chronologically at the inspection facility for review by the auditor. The copy of the Vehicle Inspection Report is to be given to the vehicle owner. If the vehicle returns for a retest, and passes the test, both the failed Vehicle Inspection Report and the passed Vehicle Inspection Report must be stapled to the station copy of the Certificate of Compliance. If the vehicle fails a retest, both of the failed Vehicle Inspection Reports must be stapled together and re-filed in the "Failed Vehicle File".

### REAVY DUTY DIESEL TESTING PROCEDURES

Heavy duty diesel powered vehicles (16,001 and heavier GVWR) will be tested using the procedures as outlined in Specifications for theDieselInspection andMaintenance Program. This procedure is based on the Society ofAutomotive Engineers (SAE) paper 11667. Copies of the specification document and 11667 are available through the Bureau ofAir Pollution Control.

30APPENDIXF
PENALTY SCHEDULE

1st 2nd 3rd VIOLATION OCCURRENCE OCCURRENCE OCCURENCE Failure to Up to 2 mo. Revocation**ins~~ct** or suspension (Station & pro mg a (Station & Mechanic) vehicle other Mechanic) than vehicle entered in Revocation test record. (Mechanic)

Non- Up to 2.mo. Revocation certified suspensiOn (Station & inspector (Station & Mechanic) Mechanic)

Pass vehicle Up to l.mo. Up to 3 mo. Revocation that should suspensiOn suspension (Station & fail. Fail (Station & (Station & Mrlui:) vehicle that Mechanic) Mechanic) shouldpass (includmg tampering).

Inaccurate or Formal warning Up to l.mo. Up to 3.mo. incomplete data suspensiOn suspension (additional violations may

result in revocation) Failure to Formal warning Up to 1 mo. Up to 3.mo. follow suspension suspensiOn procedures. (additional violations may result in revocation)

31

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## UTAH COUNTY DIESEL VEHICLE EMISSIONS INSPECTION/MAINTENANCE PROGRAM
SECTION
1.0 Definitions 2.0 Purpose 3.0 Jurisdiction ofthe Department 4.0 Powers and Duties 5.0 Scope 6.0 General Provisions 7.0 Standards and Specifications for Diesel Testing Equipment 8.0 Permit Requirements for Diesel Inspection/Maintenance Program Fleet Stations 9.0 Approval ofRequired Test Equipment 10.0 Certification Requirements for Testing andLicensing ofApplicants for Diesel Opacity Inspectors 11.0 Inspection Procedure 12.0 Certificates ofCompliance 13.0 Certificates ofWaiver 14.0 Temporary Waivers 15.0 Engine Changes 16.0 Right to Appeal 17.0 Penalty 18.0 Severability 19.0 Effective Date APPENDICES APPENDIX A Cutpoints APPENDIX B Fee Schedule APPENDIX C Diesel Opacity Inspection Equipment Specifications APPENDIX D Diesel Vehicle Opacity Inspection Procedures APPENDIX E Penalty Schedule

Attachment 31.0 DEFINITIONS. Forthe purpose ofthese Regulations, the following terms, phrases, andwords shallhave the following meanings, unless otherwise defined: 1.1 Accuracy: is the degree ofconformity ofa measure to a standard or a true value. 1.2 Basic Engine Systems: are those parts or assemblies which provide for the efficient conversion ofdiesel fuel into useful power to include, but not limited to, valve train mechanisms, cylinderheads,block, piston-ring-cylinder sealingintegrity andpost-combustion emissions control devices.1.3 Calibration: is the process ofestablishing or verifying the accuracy oftest equipment. 1.4 Certificate ofCompliance: is the document which indicates thatthe smoke opacity levels from a diesel vehicle complies with applicable smoke opacity limits at the time ofthe inspection or after needed adjustments or repairs andre-inspection. 1.5 Certificate ofWaiver: is a document, issued by the Department, used to verify that a vehicle has met the repair or adjustment requirements of the Diesel Vehicle Emissions Inspection/Maintenance Program Regulations even though specific standards have not been met. 1.6 Certification: is assurance by an authorized source, whether it be a laboratory, the manufacturer, the State, orthe Department, that a specific product or statement is, in fact, true and meets all applicable requirements. 1.7 Certified Neutral Density Filter: is an optical quality filter which reduces the amount of transmitted light, an amount which is dependent upon the filter's optical density rating, uniformly across the visible light spectrum for the purpose ofverifying the accuracy ofthe Diesel Opacity Analyzer. 1.8 County: is Utah County, Utah. 1.9 Chassis DynamometerorDynamometer: is avehiclepowerabsorption device which has the ability to approximate or simulate actual on-road operation of motor vehicles through the application ofvariable loading. 1.10 Clean-Out Cycle: is the wide open throttle accelerations used to purge the exhaust system of any residual exhaust prior to an Opacity Inspection applicable to Heavy Duty Diesel Vehicles.

1.11 Cutpoints: are the maximum allowable smoke opacity limits for a given weight class and model year of a motor vehicle, as determined by the Department, using an approved Diesel Opacity Analyzer. 1.12 DedicatedPrinter: is theprinteronthe approvedDiesel OpacityAnalyzerwhich is used solely to print Certificates ofCompliance. "J •1.13 Department: means the City-County Health Department ofUtah County. 1.14 Diesel I/M Program Fleet Station: is a private or public fleet, oftwenty five (25) or more vehicles, that has a valid permit, issued by the Department, to perform Diesel Opacity Inspections on their own vehicles in accordance with the Diesel Vehicle Emissions Inspection/Maintenance Program Regulations. 1.15 Diesel Opacity Inspector: is an individual, employedby the Department orlicensed by the Department, to perform Opacity Inspections on diesel vehicles. 1.16 Diesel Opacity Inspection: is an inspection of a diesel powered vehicle by a Diesel Opacity Inspector, employed by a Diesel 1/M Program Fleet Station, or the Department. 1.17 Diesel Opacity Inspectors Permit: is the permit issued by the Department to a Diesel Opacity Inspector after completing the required training course and passing all aspects of the practical hands-on and written test procedures. 1.18 Diesel Opacity Analyzer: is an opacity meterwith any additional hardware or software required by the Department to perform an official Diesel Opacity Inspection in accordance with these Regulations. 1.19 Diesel Powered Motor Vehicle: includes only a motor vehicle which is operated with four wheels or more on the ground, propelled by a compression-ignited engine using diesel fuels. 1.20 Diesel Vehicle Inspection/Maintenance Program: means the opacity inspection and repairprogram for dieselpoweredvehicles establishedbythe Department, pursuantto Section 41-6- 163.8, Utah Code Annotated 1953, as amended. 1.21 Director: means the Director ofthe City-CountyHealth Department ofUtah County or his or her authorized representative. 1.22 Drift: refers to the amountthatthe Diesel OpacityAnalyzerreadings change, expressed as a percentage offull scale, over a period oftime. 1.22.1 Zero Drift: refers to no change ofthe zero reading when the Diesel Opacity Analyzer is in the zero mode. 1.22.2 Span Drift: refers to the amountofchange in reading when the Diesel Opacity Analyzer is in the span or full field mode. 1.23 Emissions Control Systems: are those parts, assemblies or systems originally installed by the manufacturer in or on a vehicle for the specific purpose ofreducing exhaust emissions.

31.24 Engine Rated RPM: means a specific rpm at which the manufacturer states that the engine's maximum/rated brake horsepower is attained. Above this rpm, the engine's governor will typically begin limiting full load fuel quantity and thus prevent the engine from developing full power beyond this rpm. Rated engine power and speed information is usually found on a label affixed to the engine itselfor other underhood location. 1.25 Exemption Form: is a documentusedto verifythat avehicle is exemptfrom the testing and repair/adjustment requirements ofthese Regulations. 1.26 FAS: means Free Acceleration Smokepertainingto engine acceleration atWOT with no load on the engine. 1.27 GVWR: (Gross Vehicle Weight Rating) means the weight specified by the vehicle manufacturer as the maximum allowable loaded weight ofa single vehicle. 1.28 Heavy Duty Diesel Vehicle: as applicable to the Diesel Vehicle Inspection/ Maintenance Program refers to diesel vehicles with 16,001 pounds GVWR or more. 1.29 HighAltitude Specifications: are tune-up specifications thathave beenprovided, bythe manufacturer, to the Environmental Protection Agency for vehicles operating 4,000 feet or more above sea level. 1.30 Idle Mode: is the condition where the vehicle engine is at operating temperature and running at an RPM rate specified by the manufacturer's curb idle speed, where the engine is not propelling the vehicle, and where the throttle is in the closed or idle stop position. This condition must be achieved without placing a load on the engine to decrease the RPM to the specified rate. 1.31 Inspection Area: is the area that is occupied by the Diesel Opacity Analyzer, test equipment, and the vehicle being inspected. 1.32 ISO: means International Standards Organization. 1.33 LightDuty DieselVehicle: as applicableto theDieselVehicle Inspection/Maintenance Program refers to diesel vehicles with 16,000 pounds GVWR or less. 1.34 MaximumNo-Load RPM orHighIdle RPM: means the maximumrpmthat the engine's governor will allow the engine to attain under no-load, wide open throttle (WOT) conditions. For many vehicular diesel engines, this rpm is typically 8 to 11% higher than the engine's rated rpm. 1.35 Motor Vehicle: is a self propelled motorized vehicle with an internal combustion powered engine which is licensed for operation on public roads and/or streets. Motor Vehicles exempted from the inspection requirements ofthese Regulations are listed in Section 6.4 ofthese Regulations.

41.36 MPH: means Miles Per Hour. 1.37 MSO: means Manufacturer's Statement ofOrigin, Manufacturer's Certificate ofOrigin, or similar such document accompanying each newly manufactured vehicle, provided by the new vehicle manufacturer. 1.38 Non-Certified Inspector: is anyperson who has notbeenlicensed bythe Departmentto perform official Diesel Opacity Inspections. 1.39 OffHighway Vehicles: are vehicles licensed to operate exclusively offhighways. 1.40 Opacity: means the degree to which the exhaustplume obscures the view expressed in percentage ofobstruction, or the degree, expressed in percent, to which transmittance oflight is reduced by the exhaust plume. 1.41 Opacity Meter: means an optical instrument which is designed to provide continuous real-time measurementofthe opacityofdiesel exhaust gases andparticulates whichpass through the optical unit. 1.42 Opacity Inspection: means the testing of diesel powered motor vehicles using procedures prescribed in this Regulation in order to determine the magnitude (expressed as a percentage) ofobscured light (opacity) due to exhaust constituents, mainly fine particles. 1.43 Original Condition: is the condition ofthe emissioncontrol system(s) as installedbythe manufacturer, but not necessarily to the original level ofeffectiveness. 1.44 PMw: means particulate matter with an aerodynamic diameter less than or equal to a nominal 10 micrometers as measured by an EPA reference or equivalent method. 1.45 Permit: is a document, issued by the Department, to a person or facility granting them authority to perform Diesel Opacity Inspections in accordance with these Regulations. 1.46 Primary Residence: is the place which an individual lives more than six (6) months during a calendaryear. 1.47 Publicly-OwnedVehicles: are motorvehicles ownedbya Governmententity, including butnot limitedto the Federal Government or any agency thereof, the State OfUtah orany agency or political subdivision thereof. 1.48 Repeatability: is the instrument's capabilityto providethe same value, within specified tolerances, for successive measurement ofthe same sample. 1.49 RPM: means Revolutions Per Minute as pertaining to engine crankshaft speed. 1.50 SAE: means Society ofAutomotive Engineers. 1.51 Safety Inspection Certificate: is a certificate issued to a vehicle after it has been inspected and passed an official Utah Highway Patrol Safety Inspection performed by a licensed 

### 5safety inspection station. 1.52 Strip Chart Recorder: is an instrument which receives and records data from one or more electrical inputs and displays that information in the form of a real-time, continuous (nonimpact) tracings on paper. 1.53 Technical Bulletin: is a document, issued to Opacity Inspectors and/or Diesel I/M Program Fleet Stationsby the Departmentto update, clarify orestablishpolicies and/orprocedures for their implementation in the Diesel Vehicle Inspection/Maintenance Program. 1.54 Technical Centers: are those facilities operated by the Department for technical or administrative support of the Gasoline Inspection/Maintenance ·Program and Diesel Vehicle Inspection/Maintenance Program. 1.55 TemporaryWaiver: is a waiverthat maybe issuedbythe Directorwhich will allow the temporary registration ofa vehicle basedupon a vehicle owner's compliance with the conditions of the waiver. 1.56 Training Program: means a formal program, administered, conducted, or approvedby the Department, for the education ofDiesel OpacityInspectors inbasic emissioncontroltechnology, inspection procedures, diagnosis and repair of emissions related problems, Diesel I/M Program policies, procedures, and these Regulations. 1.57 WOT: means Wide Open Throttle.



### 2.0PURPOSE
It is thepurpose ofthese Regulations to reduce PM10 airpollutionlevels byrequiringammal inspections in accordance with the schedule adopted bv the Board ofCountv Commissioners ofboth light duty and heavy duty in-use diesel powered motor vehicles andby requiring emission related repairs/adjustments for those vehicles that fail to meet prescribed standards so as to:

2.1 Protect and promote the public health, safety and welfare; 2.2 Improve air quality; 2.3 Comply with the Utah Air Conservation Committee requirements under 26-13-6(8);and

2.4 Comply with the law enacted by the Legislature ofthe State ofUtah, section 163.8 Utah Code Annotated, 1953, as amended.



### 6 41-6-,•



### 3.0 JURISDICTION OF THE DEPARTMENT All aspects ofthe Diesel Vehicle Emission Inspection/ Maintenance Program within Utah County shall be subject to the direction and control ofthe Department. 

### 4.0 POWERS AND DUTIES

4.1 The Department, bythe Director, shall be responsible for the enforcement and administration ofthese Rules and Regulations and any other powers vested in it by law and shall: 4.1.1 Require the submission ofinformation, reports, plans, and specifications from Diesel 1/M ProgramFleet Stations as necessary to implementthe provisions, requirements, and standards of these Regulations; 4.1.2 Issue permits, certifications, and charge fees as necessary to implementthe provisions, requirements and standards ofthese Regulations; 4.1.3 Perform inspections (audits) of any Diesel 1/M Program Fleet Station, issue orders and/ornotices, holdhearings, and levy administrativepenalties, as necessaryto affectthe purpose of these Regulations; 4.1.4 Take samples and make analysis required to ensure that the provisions of these Regulations are met; and 4.1.5 Make policies and procedures necessary to ensure that the provisions of these Regulations are met and that the purposes ofthese Regulations are accomplished.

4.2 The Department may suspend, revoke, negotiate a fee, or deny a permit of a Diesel 1/M Program Fleet Station and/or require the surrender of said permit and unused Certificates of Compliance ofsuch Diesel I/M Program Fleet Station upon showing that: 4.2.1 A vehicle was inspected and issued a Certificate by Diesel I/M Program Fleet Station personnel that did not, at the time ofinspection, comply with all applicable policies, procedures, Technical Bulletins, and these Regulations; 4.2.2 A Diesel 

### liMProgramFleet Station allowed a Certificate ofComplianceto be issuedto a vehicle without an approved inspection being performed; 4.2.3 The stationhas violated anyprovisions ofthese Regulations, orany Rule, Regulation, orDepartmentpolicyproperlypromulgated for the operation ofa Diesel 

### liMProgramFleet Station; 4.2.4 The station was not equipped as required by section 8.4.5 ofthese Regulations; 4.2.5 The station was not operating from a location specified on the permit;



### 74.2.6 A Diesel Opacity Inspection was performed by an individual that at the time ofthe inspection did not hold a valid Diesel Opacity Inspectors Permit; 4.2.7 The station denies access, or fails to permit a representative ofthe Department to conduct an audit and/or inspection or conduct other necessary activities orbusiness during regular business hours; 4.2.8 A vehicle was inspected and issued a Certificateby a Diesel I/M ProgramFleet Station that, at the time ofinspection, exceededpermissible opacity levels as set forth inthese Regulations, or technical bulletins.

4.3 The Department may suspend, revoke, or deny the Permit ofa Diesel Opacity Inspector and require the surrender ofthis Permit upon showing that: 4.3 .1 The Diesel Opacity Inspector issued a Certificate ofCompliance to a vehicle without performing a Diesel Opacity Inspection on that vehicle; 4.3.2 The Diesel Opacity Inspector denied the issuance ofa Certificate ofCompliance to a vehicle that, at the time ofthe inspection, complied with these Regulations; 4.3.3 The Diesel Opacity Inspectorissued a Certificate ofComplianceto avehicle that, atthe time ofissuance, was in such condition that it did not comply with these Regulations; 4.3.4 The Diesel Opacity Inspectorknowingly allowed aNon-CertifiedInspectorto perform a Diesel Opacity Inspection, or any portion ofa Diesel Opacity Inspection; 4.3.5 The Diesel Opacity Inspector signed an inspection form or certificate stating that he had performed the inspection when, in fact, he/she did not; 4.3 .6 The Diesel Opacity Inspector signed a Certificate ofCompliancepriorto an inspection being performed.

4.4. TheDepartment shallrespond, according to the policies andprocedures ofthe Department, to public complaints regarding the integrity ofinspections performed at Diesel I/M Program Fleet Stations.

4.5 The Department, ortheirrepresentative, is responsible forperforming all OpacityInspections on Light Duty Diesel Vehicles.

4.6 The Departmentis responsible for administering all aspects ofthe Heavy Duty Diesel Opacity Inspections. 4.6.1 The Department may perform periodic Opacity Inspections, during normal business hours, on any vehicle that has or will be inspected by a Diesel I/M Program Fleet Station. 4.6.2 Heavy Duty Diesel Vehiclesthatare notincludedas partofa Diesel liMProgramFleet

8 ., ',•

Station shall be inspected by the Department. Inspections may be performed at the Department facilities or at another specified location. 5.0 SCOPE
Itis unlawful for any personnot to comply with any policy, procedure, Technical Bulletin, or Regulation promulgated by the Department, unless expressly waived by these Regulations. 6.0 GENERAL PROVISIONS Subjectto the exceptions described in section 6.4 andpursuant to the schedule in section 6.1 and 6.1.1, individuals withtheirprimaryresidence inUtah Countymust registertheir diesel powered vehicles in Utah County. Diesel powered motor vehicles that are or will be registered in Utah County, or operated from a facility within Utah County, shall be subject to a Diesel Opacity Inspection performedby a Diesel 1/M Program Fleet Station, a Department operated test facility or other entity approved by the Director.

6.1 Beginning December 1, 1994 a Certificate of Compliance or Waiver, or evidence that the motor vehicle is exempt from the Diesel 1/M Programrequirements (as defined in section 6.4) shall be presented to the Utah County Assessor orthe Utah State Tax Commission and the Air Pollution Control Fee paid as conditions precedentto annualregistration orannual renewal ofregistration ofa motor vehicle. 6.1.1 The beginning date listed herein may be temporarily postponed if it is deemed necessary by the Director to aid in the smooth and effective implementation ofthe Diesel Vehicle Inspection/MaintenanceProgram. The temporarypostponement oftheprogrambeginning date may be implemented if it is determined by the Director that the integrity of the program may be jeopardized because testing equipment, procedures, facilities, software or other aspects of the program are not ready for effective and accurate testing to begin. Different start-up dates may be selected for light duty and heavy duty vehicles.

6.2 A Certificate ofCompliance or Waiver issued to a dealer licensed with the State ofUtah and issued in the dealer's name, shall be valid for registration purposes for a period ofsix months as specified in section 41-3-28.5, Utah Code Annotated, 1953, as amended. The purchasers name, address, and phone number shall be recorded bythe dealer on the back ofthe Certificate.

6.3 Vehicle fleet owners shall comply with the Diesel Vehicle Inspection/ Maintenance Program requirements pursuant to a schedule determined by the Department. Federally-owned vehicles and vehicles ofemployees operated on a federal installation that do not require registration in the State of Utah shall comply with the Diesel Vehicle Inspection/Maintenance Program requirements pursuant to a schedule determined by the Department.

6.4 The following vehicles are exempt from these Regulations:

96.4.1 All agricultural implements ofhusbandry not registered for highway use; 6.4.2 Any vehicle used for maintenance or construction and not designed or licensed to operate on the highway; 6.4.3 Any vehicle registered as an OffHighway Vehicle; 6.4.4 Any new vehicle being sold for the first time that has a valid MSO (manufacturers statement oforigin) form.

6.5 Owners ofprivate or publicly owned Heavy Duty Diesel vehicles may request that a Health Department representative perform an on-site Diesel Opacity Inspection at a location other than a County ownedtest facility. On-site inspectionsbythe HealthDepartment shall onlybeperformedin accordance with the following requirements: (a) On-site Diesel Opacity Inspections shall only be performed when there are five (5) or more vehicles at one test site. These vehicles may be owned by the same or different individuals. (b) All vehicle owners must provide proofto the Department that the vehicle has passed a Utah Highway Patrol safety inspection within the last two (2) months. (c) All test sites must comply with local zoning ordinances for the performance ofthese inspections and be approved by the Department prior to inspections being performed. (d) On-siteDiesel Opacity Inspections for emergency response vehicleswillnotbe subjectto aminimumnumberofvehicles at one location andmaybe allowed a zoningvariance ifnecessaryto allow tests to be performed at their location.

6.6 Requiredtools and equipment as notedin section 8.4.5, supplies, records, unused Certificates ofCompliance, and otherrequired forms, shallbekept at the DieselI/M ProgramFleet Station at all times and shall be available for inspection or collection by the Department at any time the Diesel I/M Program Fleet Station is open for business. 6.6.1 Records ofcompleted inspections and duplicate copies ofCertificates ofCompliance issued shall be kept at the DieselliMProgram Fleet Station at all times for a period ofnot less than eighteen (18) months and shall be available for inspection or collection by the Department at any time the Diesel I/M Program Fleet Station is open for business. 6.6.2 A periodic inspection andaudit shallbemadebya Departmentrepresentativeto verify compliance with these Regulations for each Diesel liM Program Fleet Station. As part of the periodic inspection and audit ofthe DieselI/MProgramFleet Stationthe Departmentrepresentative shall, as applicable, observe the performance ofan electronic equipment calibrationperformedby the Diesel Opacity Inspector, examine calibrationrecords, and Certificates ofCompliance as well as otherrequired reports, forms, orrecords to verify that the use ofthese items are incompliance with these Regulations and the policies and procedures ofthe Department.

10 ., '6.6.3 During the station inspection and audit by the Department, the Department representative shall have exclusive access to the Diesel Opacity Analyzer. 6.6.4 The Departmentrepresentative may checkthe accuracy ofthe Diesel OpacityAnalyzer using Department audit procedures to verify that the equipment is reading within the tolerances established by the Department. Diesel Opacity Analyzers not reading within the audit tolerances shall be recalibrated to within acceptable tolerances or be placed "out ofservice".

6.7 FEES. The fees assessed upon Diesel liM Program Fleet Stations and the Diesel Opacity Inspectors shall be determined according to the fee schedule adopted by the Department. The fee schedule as referenced in Appendix B to these regulations and maybe amendedbythe City-County Board ofHealth as the Board deems necessary to accomplish the purpose ofthese Regulations. 6.7.1 Diesel emissions inspection fee shall not exceed the amount specified in Appendix B. Ifa vehicle fails the inspection the owner is entitled to one reinspection not to exceed the reinspection fee specified inAppendix B ifhe/shereturns to the Departmentwithin thirty (30) days from the date of the initial inspection. The Department shall extend the thirty day reinspection time to accommodate the vehicle owner ifthe Department is unable to schedule the retest ofthe vehicle within the thirty day time period. 6.7.2 Duplicate Certificates ofCompliance orWaivermaybe issuedto a vehicle owner/operator within two months ofthe initial test, fees may not exceed the amount specified in Appendix B.

6.8 VEHICLE IDLING LIMITATION. It shall be unlawful for any owner or operator of any Heavy DutyDiesel Vehicle to cause orpermit the same to be idled for a period in excess offifteen (15) consecutive minutes, or for a period in excess offorty-five (45) minutes in any one hundredtwenty (120) minute period (itbeing the intent ofthis provision that an owneror operator may not circumvent the provisions ofthis section by repeated turning on and offofa diesel engine). 6.8.1 EXEMPTION TO IDLING LIMITATIONS. Vehicles may be exempted from the idling limitation requirements ofSection 6.8 under the following conditions: a) To supply power to a refrigeration unit for the purpose of cooling the contents of a trailer. b) To provide heat or air conditioning to a sleeper unit ofthe vehicle. c) Emergency response vehicles. 6.8.2 Vehicles exempted from the Vehicle Idling Limitations as applicable under Section 6.8.1 (a), (b) ofthese Regulations shall not remain in an idling condition for a period longer than fifteen (15) consecutive minutes, or for a period in excess offorty-five (45) minutes in any one hundred-twenty (120) minute period iflocated within five hundred (500) feet ofany residence. 7.0 STANDARDS AND SPECIFICATIONS FOR DIESEL TESTING EQUIPMENT

117.1 No Diesel Opacity Inspectionrequiredbythese Regulations shallbeperformedunless the type ofinstrumentused for measuring exhaust opacity from dieselpoweredmotorvehicles is contained in the list ofapprovedtest equipment as providedby the Department. The test equipment shallmeetthe requirements ofthe equipment specifications referenced in Appendix C ofthese Regulations. The test equipment shallbe in good working condition, shall complywith calibrationrequirements ofthe Department, and shall be operated according to manufacturer's specifications and operating procedures.

7.2 Any test equipmentbeingused to performDiesel Opacity Inspections shallberegistered with and approved by the Department and, if required, shall bear a registration sticker issued by the Department. Registration stickers are nottransferable orassignable. Anynew orusedtest equipment put in use after station approval must be approved by the Department before use. Test equipment used temporarily during times ofbreakdown or repair ofthe registered equipment do not require a registration stickerbut shall meet all otherrequirements ofthis sectionincludingthe approval ofthe Department before being used to perform Diesel Opacity Inspections.

7.3 The test equipment printers shall be maintained in such a manner that the printing ofthe test results shall be clearly visible on all copies. Ifanyprinter fails to properly function, thenthe station shall discontinue testing until the required repairs have been performed.

7.4 It shall be unlawful for any person to modify the hardware or the software ofan approved Diesel Opacity Analyzer without written application and written approval by the Department.

7.5 Documentation, Logistics, and Warranty Requirements. 7.5.1 Instruction Manual: An instruction manual shall accompany each Diesel Opacity Analyzer and shall contain at least the following information for the analyzer: (a) A complete technical description; (b) The functional mechanical and electrical schematics; (c) The accessories and options that are included and/or available; (d) The model number, identification marking and location; (e) Operating maintenance including daily, weekly, and monthly, accommodations for maintaining sample system integrity including, but not limited to, leaks, hang-up, calibration and filters. The services to be performed only by the manufacturer shall be clearly identified; (f) Information concerningthe nearest service facility where the equipmentcanbe serviced; and (g) The warranty provisions for the analyzer, including a list ofwarranty repair stations by name, address and telephone number. 7.5.2 The analyzer shallbemaintainedin accordancewiththemanufacturer'srecommended maintenance schedule and records ofmaintenance service shall be maintained for examination by the Department.

7.6 Calibration ofDiesel Opacity Analyzers



### 127.6.1 A Diesel Opacity Inspector shall perform amechanicaVelectrical equipmentcalibration on the Diesel Opacity Analyzer following the manufacturer's recommended procedures not more than three (3) days priorto an official Diesel Opacity Inspection. Said calibration will be performed with a known source of laboratory certified light absorbing material such as a Certified Neutral Density Filter or other device approved by the Department. 7.6.2 A Diesel Opacity Inspector shall perform an electrical zero and span check on the Diesel Opacity Analyzer following the analyzer manufacturer's procedures prior to each official Diesel Opacity Inspection. A Diesel Opacity Analyzer that fails the zero and span check shall be cleaned or recalibrated following manufacturer's recommendations. 7.6.3 Ifthe Diesel Opacity Analyzerrequires repairs in orderto be used in accordance with these Regulations, the Diesel 1/M ProgramFleet Station shall discontinue use ofthe Diesel Opacity Analyzer and notify the Departmentthat the analyzer is "Out-of-Service" and shall again notify the Department after repairs are made and before testing is resumed. 7.6.4 The Diesel Opacity Analyzer instruction manual and other Department approved information shall be reviewed by the Diesel Opacity Inspector to ensure that properprocedures are being used for performing the calibration check. 8.0 PERMIT REQUIREMENTS FORDIESELINSPECTION/MAINTENANCE PROGRAM FLEET STATIONS Owners ofvehicle fleets with twenty five (25) or more Heavy Duty Diesel Vehicles may apply to the Director for a Diesel liM Program Fleet Station permit. This permit would allow fleet owners to inspect only their own vehicles that are registered to the individual or corporation identified on the permit.

8.1 The Director is authorized to issue or deny Diesel 1/M Program Fleet Station permits. 8.2 No Diesel 1/M Program Fleet Station permit may be assigned, transferred, or used by any personotherthan the original owneridentified onthe Diesel 1/M ProgramFleet Stationpermit. The Diesel 1/M Program Fleet Stationpermit shall beposted in a conspicuous place within public view on the premises.

8.3 The Diesel 11M Program Fleet Station must be at a permanent location which meets all applicable zoning requirements to provide for the inspection ofdiesel vehicles, as licensed, and as defined in these Regulations.

8.4 Application for a Diesel 11M ProgramFleet Stationpermit shallbemade to the Department on a form providedbythe Director. No Diesel 1/M ProgramFleet Stationpermit shall be issuedunless the Director finds that the facilities, tools and equipment of the applicant comply with the requirements ofthese Regulations and that competent personnel, certified under the provisions of section I0.0, are employed and will be available tomake inspections, andthe operationthereofwill

13be properly conducted in accordance with these Regulations. 8.4.1 Each Diesel 1/M ProgramFleet Stationwill assign one individual, either a manager or an Inspector, the responsibility of resolving any problems or addressing any concerns that a Departmentrepresentative may identify. The selectedindividual orhis representative willbe atthe Diesel liM Program Fleet Station and available during normal business hours. The selected individual's name andtitle will be listed onthe DieselliM ProgramFleet Stationpermit application form. 8.4.2 A Diesel liM Program Fleet Station shall immediately notify the Department and immediately surrenderall unusedCertificates ofCompliance at suchtime as the DieselliMProgram Fleet Station no longer employs a Diesel Opacity Inspector. 8.4.3 A Diesel liM Program Fleet Station shall notify the Department whenever five (5) or more consecutiveDiesel Opacity Inspections are scheduledtobeperformedwithin an eight (8) hour period. The Director, at his discretion, may dispatch a field auditorto observe all ofor a portion of the Diesel Opacity Inspections performed. 8.4.4 A Diesel liM Program Fleet Station shall comply with all terms stated in the permit application and all the requirements ofthese Regulations. 8.4.5 As a conditionfor permitting all DieselliMProgramFleet Stations, the following tools shall be available for performance of the inspection and maintenance of diesel powered motor vehicles: (a) A Department approved Diesel Opacity Analyzer that meets the minimum specifications as outlined in APPENDIX C ofthese Regulations; (b) A Department approved personal computer capable ofmeeting the minimum specifications as outlined in APPENDIX C ofthese Regulations; (c) A handbook, approvedbythe Department, that includes testing proceduresto be followed by the Diesel Opacity Inspector; (d) An accurate strip chart recorder or other recording device capable ofrecording Diesel Opacity Inspection data for analysis; (e) Reference manuals approved by the Department that contain tune up specifications, and information covering the emissions control systems for the model years and makes ofvehicles involved in the Diesel Vehicle Emissions Inspection/Maintenance Program; (f) Sufficienthandtools for properperformance ofinspectionandmaintenance ofthe vehicle; (g) Exhaust gas removal equipment approved by the Department; (h) The DieselOpacityAnalyzermanufacturer'smaintenance andcalibrationmanual which must remain in the inspection area; (i) All forms, Technical Bulletins, and other information materials provided by the Department.



### 148.4.6 All facets ofthe Diesel Vehicle Emissions Inspection/Maintenance Program shall be performed by the Diesel Opacity Inspector including: 8.4.6.1 Diesel Opacity Inspection equipment preparation, and calibration checks; 8.4.6.2 Exhaust sampling and analysis for the purpose ofa Diesel OpacityInspection for issuance ofa Certificate ofCompliance; 8.4.6.3 Preparation ofreports, forms, certificates; and 8.4.6.4 All other aspects ofthe official Diesel Opacity Inspection including but not limited to; the tampering inspection, inserting orattaching the exhaust opacity sampling equipment, hooking up the tachometer, entering the data, preconditioning the vehicle, and signing Certificates and inspection forms. 8.4.7 A Diesel I/M Program Fleet Station shall be kept in good repair and in safe condition for inspection purposes free ofobstructions and hazards.

8.5 PERMIT DURATION AND RENEWAL 8.5.1 Diesel liMProgramFleet Station Permits shallbe issued annually and shall expire one year from date of issuance. The Permit shall be renewable sixty (60) days prior to the date of expiration. 8.5.2 Itis the responsibility ofthe owner/operatorofthe Diesel I/M ProgramFleet Station to timely apply for a renewal ofDiesel I/M Program Fleet Station Permits with the Department. 8.5.3 Diesel I/M ProgramFleet Stationto holdDepartmentHarmless: Inmaking application for a Diesel I/M Program Fleet Station permit or for its renewal, such action shall constitute a declarationbythe applicantthatthe Department shall beheldharmless from liability incurred due to action or inaction ofDiesel I/M Program Fleet Station's owners ortheir employees.

9.0 APPROVAL OF REQUIRED TEST EQUIPMENT

9.1 Diesel Opacity Inspections required by these Regulations shall not be performed unless the equipment used meets the specifications as defined in this Regulation and as approved by the Department.

9.2 Any changes to the design orperformance characteristics ofcomponent specifications which may affect the equipment orinstrument performance must be approved bythe Department. It shall be the instrument manufacturer's responsibility to confirm that such changes have no detrimental effect on the opacity meter or other equipment or instrument performance.

1510.0 CERTIFICATION REQUIREMENTS FOR TESTING AND LICENSING OF APPLICANTS FOR DIESEL OPACITY INSPECTORS 10.1 No person shall perform any part of a Diesel Opacity Inspection for the issuance of a Certificate ofCompliance orWaiverunless the personpossesses a valid Diesel Opacity Inspector's Permit issued by the Department. 10.2 Applications for a Diesel Opacity Inspector Permit shall be made on a form to beprescribed bythe Department. No Diesel Opacity InspectorPermit shallbe issuedunlessthe applicant complies with the requirements ofthis section. (a) An applicant shall demonstrate knowledge, skill, and competence concerningthe operation and theory ofdiesel-fueled internal combustion engines. (b) An applicant shall complete a Department approved training course and shall demonstrate knowledge , skill, and competence bypassing a written andperformance qualification test including, but not limited to, knowledge ofthe following: i. Knowledge ofthe Rules and Regulations ofthe Diesel Vehicle Inspection/Maintenance Program; ii. Operation ofand proper use, care, maintenance, and calibration ofthe Department approved Diesel Opacity Analyzer; iii. Properuse and distribution ofthe required inspection forms, Certificates, calibration records, and supplemental documents, and iv. Waiverrequirements for all diesel vehicles failing the initial Diesel Opacity Inspection. (c) Requalification requirements for Diesel Opacity Inspectors. i. Upon determination by the Director ofthe necessity ofupdating the qualifications for Diesel Opacity Inspectors, they shallberequiredto requalify. Requalificationrequirements shallbe determined by the Director.

ii. Diesel Opacity Inspectors shall be required to recertify annually. Failure to recertify within the requiredperiod oftime shall result in the suspension orrevocation ofthe Diesel Opacity Inspector's permit as described in these Regulations. (d) The Diesel OpacityInspector's Permit shallbevalid only atthe stationwherethe Inspector is presently employed. Ifthe Inspector is later employed at another Diesel I/M Program Fleet Station, the Inspector shall notify the Department ofthe employment change. The Inspector shall reapply for a permit at the new location and pay the required fees. Prior to testing at the new location, the Inspectorshallbepermittedthere and anew Permitnumber shall be issued. ThisPermit shall expire on the same date as the original. 10.3 Permit Expiration 10.3.1 The Diesel Opacity Inspectors Permit shall be issued annually and shall expire one
16year from the date ofissuance. The Diesel Opacity Inspector's Permit shall berenewable sixty (60) days prior to the date ofexpiration. 10.3.2 It is the responsibility ofthe Diesel Opacity Inspector to pursue the renewal ofthe Permit. 

### 11.0 INSPECTION PROCEDURE

11.1 No LightDuty Diesel Vehicle mayreceive a Diesel Opacity Inspectionunless thatvehiclehas been submitted to and passed a Utah Highway Patrol Vehicle Safety Inspection as required by the Legislature ofthe State ofUtah, section41-6-158 Utah Code annotated, 1953, as amended. Proofof the inspection shall be in the form ofa valid Safety Inspection Certificate. 11.2 The Diesel Opacity Inspection shall be performed by a Diesel Opacity Inspector who has been certified to perform Diesel Opacity Inspections at the location where the inspection is being performed. 11.3 The entire Diesel Opacity Inspection shall take place within the reach ofthe Diesel Opacity Analyzer's hoses and/or electrical leads. 11.4 The temperature ofthe Inspection Area shall be not less than 41 o Fahrenheit and not more than 110° Fahrenheit during the inspection. 11.5 The Diesel Opacity Analyzer shall be kept in an area thatprovides adequateprotection from the weather, wind, and temperature extremes. 11.6 The electrical supplyto the Diesel OpacityAnalyzer shall meetthe equipmentmanufacturer's requirements for voltage and frequency stability. 11.7 The Diesel Opacity Inspector shall not inspect ortest any motor vehicle with a mechanical conditionwhich may cause injury to inspectionpersonnel ordamage to the inspection stationortest equipment or which may affect the validity of the test, until such condition is corrected. Such conditions include, but are not limited to: coolant, oil, or fuel leaks, low oil orlow fluid levels, and high visible emissions. 11.8 Anytime an engine stalls during a Diesel OpacityInspection, the test shallberestarted. Ifan Inspectorcannotcomplete a testbecause ofcontinuous stalling, fluctuating RPM measurements, or RPM measurements that are notwithin the Department specifiedparameters, these conditions shall be corrected before the test is continued. 11.9 The Diesel Opacity Inspector shall accurately identify and enter vehicle and owner information from the vehicle to be tested as required bythe data entryprocess ofthe Diesel Opacity Analyzer. 11.10 Duringtesting, for vehicles with multiple exhaust outlets the sample shallbe taken from the


### 17exhaust outlet which emits the heavier smoke, ifthere is a difference in smoke levels. 11.11 The Diesel Opacity Inspector shall determine the appropriate test procedure to follow depending on the vehicle weight rating and type and then proceed with the test procedures as outlined in APPENDIX D ofthese Regulations. 11.11.1 Ifavehicle is unable to be testedusing aparticularweight categorytestprocedure as outlined in APPENDIX D because ofanunusual engine/chassis configuration. The Director, at his discretion, may select an alternate test procedure to be performed on the vehicle. 12.0 CERTIFICATES OF COMPLIANCE

12.1 No person shall make, issue, or knowingly use any imitation or counterfeit Certificate of Compliance. 12.1.1 No person shall knowingly use stolen or counterfeit Certificates. 12.2 Certificates ofCompliance shall be purchased only from the Department. 12.3 No refund or credit shall be allowed for unused certificates, except as provided in Section 12.9.

12.4 Purchase ofCertificates ofCompliance 12.4.1 Sales ofCertificates of Compliance shall only be made to a representative ofthe Diesel I/M Program Fleet Station possessing an acceptable form ofidentification. 12.4.2 Certificates ofCompliance shallbe sold at a cost adoptedbythe City-CountyBoardof Health and referenced in Appendix B, inlots to be determinedbythe Department. The Department may limit the number of certificates purchased to the number that the Department feels can be secured and stored safely. 12.4.3 Certificates ofCompliance shallnotbe sold, loaned, transferred, orgivento any other Diesel I/M Program Fleet Station, or any other individual or entity. The Diesel 

### liM ProgramFleet Station shall at all times account for all Certificates ofCompliancethathave beenpurchasedbythe station. 12.5 Certificates ofCompliance shall not be issued until a vehicle has received a Diesel Opacity Inspection, the results ofwhich comply with the terms ofthese Regulations. 12.6 All unused Certificates ofCompliance shall be kept in a secure place at all times to prevent loss ortheft. 12.7 Certificates ofCompliance shall be used in sequential order by Diesel I/M Program Fleet

18 •' 

# .'

Stations. 12.8 Certificates ofCompliance found to be missing, stolen, orunaccounted for, shall be reported to the Department within twenty four (24) hours and the station shall cease performing Diesel Opacity Inspections until the Department reauthorizes the station to again begin testing. 12.9 Upon final cancellation, suspension or revocation ofthe Diesel I/M Program Fleet Station Permit of any station, the station owner, manager or other responsible person shall immediately surrender all unused Certificates ofCompliance to the Department. The Department shall receipt and refund the fee paid for unused Certificates ofComplianceto the station owneraccording to the Utah County Auditor's procedures. Upon transfer or termination ofbusiness ownership, the Diesel I/M Program Fleet Station permit and all Certificates ofCompliance shall be immediately surrender to the Department. Any person acquiring a business that has been permitted as a Diesel I/M Program Fleet Station, is prohibited from performing Diesel Opacity Inspections under the authority ofany such permit or from issuing Certificates ofCompliance which were issued to the previous owner. 13.0 CERTIFICATES OF WAIVER

13.1 No person shall make, issue, or knowingly use any imitation or counterfeit Certificate of Waiver.13.1.1 No person shall knowingly use stolen or counterfeit Certificates. 13.2 Ifit is determinedbythe Directorthat a particularvehicle cannotbe testedusing any current test procedures, the Director may issue a Waiver allowing the vehicle to be registered until an alternate test procedure is developed. 13.3 Certificates of waiver shall only be issued by the Department unless the Department determines other acceptable methods ofissuing the waivers. A waiver shall only be issued after determining that the vehicle complies with the requirements ofthis section for waiver issuance. 13.4 A Certificate ofWaiver may be issued for Light Duty Diesel vehicles ifall ofthe following requirements are met: 13.4.1 Airpollution control devices that were originally installedbythe manufacturer are in place and operable on the vehicle. Ifthe devices have been removed or rendered inoperable, they shall be replaced orrepairedbefore aWaiveris granted. Costs for repairs orreplacement ofpollution control equipment will not be included in waiver repair costs; 13.4.2 Any applicable High Altitude Adjustments have been performed following the manufacturers recommended procedures; 13.4.3 The vehicle continues to exceed applicable opacity standards after $750 (seven hundred and fifty dollars) ofacceptable emissions relatedrepairs havebeenperformed afterthe first Diesel Opacity Inspection failure. Proof ofrepair costs shall be provided for the vehicle to the

19Departmentinthe form ofa dated, itemizedbill, invoice, workorder, manifestor statement in which emissions related parts are specifically identified. Ifrepairs are made by the vehicle owner or by someone who does notpossess a valid business license for automobile ortruckrepair, then the cost oflabor shall not be included in determining the cost ofacceptable emission related repairs, and 13.4.4 Any vehicle that does not experience any improvement in Opacity levels since the first Diesel Opacity Inspection shall notbe eligible for an emissions repair waiverregardless ofthe amount spent in attempting to repair the vehicle. 13.5 A Certificate ofWaivermay be issued for Heavy Duty Diesel vehicles ifall ofthe following requirements are met: 13.5.1 Airpollution control devices thatwere originally installedbythemanufacturerare in place and operable on the vehicle. Ifthe devices have been removed or rendered inoperable, they shallbereplaced orrepairedbefore aWaiveris granted. Costs for repairs orreplacement ofpollution control equipment will not be included in the repair Waiver; 13.5.2 Any applicable High Altitude Adjustments have been performed following the manufacturers recommended procedures; 13.5.3 The vehicle continues to exceed applicable opacity standards after $1500 (fifteen hundred dollars) ofacceptable emissions related repairs have been performed after the first Diesel Opacity Inspection failure. Proofofrepair costs shall beprovidedfor the vehicle to the Department in the form ofa dated, itemizedbill, invoice, work order, manifest or statement inwhich emissions relatedparts are specificallyidentified. Ifrepairs are made bythe vehicle ownerorby someonewho does not possess a valid business license for automobile ortruckrepair, then the cost oflabor shall not be included in determining the cost ofacceptable emission related repairs, and 13.5.4 Any vehicle that does not experience any improvement in Opacity levels since the first Diesel Opacity Inspection shall not be eligible for an emissionsrepairwaiverregardless ofthe amount spent in attempting to repair the vehicle. 14.0 TEMPORARY WAIVERS

14.1 Forall vehicles, ifapart orparts which are necessaryto bring avehicle into compliance with these Regulations is/are not available atthetime the vehicle's registrationis due, the owner/operator may obtain a signed form to that effect from a manufacturer, dealer, ormechanic who has verified the non-availability ofthepart(s). The owner/operator shall thentake suchproofto the Department. The Director may issue a Temporary Waiver, for a period oftime and under such conditions as he determines, so thatthe vehicle mayberegisterediftheTemporaryWaiveris issued. The owner shall have until the expiration ofthe time period specified by the Director to complete the necessary repairs orreplacement, and submit a Certificate ofCompliance or Waiver to the Director to verify that the part(s) have been installed andthat the vehicle is in compliance with allprovisions ofthese Regulations. The Director is under no obligation to issue Temporary Waivers under this section.



### 20j'

14.2 Under certain conditions as determined by the Director, the Directormay issue a Temporary Waiver enabling a vehicle to be registered. The person to whom the Temporary Waiver is issued shall comply with the conditions ofthe Temporary Waiver as agreed upon by a signed affidavit. Failure to comply with the affidavit shall be considered a violation of these Regulations. The Director is under no requirement or obligation to issue Temporary Waivers under this section. 15.0 ENGINE CHANGES Vehicles that have had their original engine changed, shall be tested to the Cutpoints applicable to the model year ofthe vehicle. This shall apply regardless ofthe year ofthe engine. If pollution control equipment that would have been installed on the original engine is missing, than that equipment would have to be reinstalled before the vehicle wouldbecome eligible for a waiver. Costs associated with such repairs would not apply towards the waiver amount. Ifthe engine has been converted from diesel fuel to anothertype offuel, the vehicle must complywith the regulations governing the type offuel which is being used in the vehicle. 16.0 RIGHT TO APPEAL Within ten (10) calendar days after the Department has given notice ofviolation(s), permit denial, revocation, or suspension, any person(s) aggrieved may request in writing a hearing before the Department. The written request for hearing shall be made on a form provided by the Department. The hearing shall take place within ten (1 0) calendardays afterthe request is received. A written notice ofthe Director's final determination shall be given within ten (10) calendar days after adjournment ofthe hearing. The Director may sustain, modify, orreverse the action or order. 17.0 PENALTY

17.1 Any person who is found guilty of violating any of the provisions of these Rules and Regulations, eitherby failing to do those acts required herein orby doing a prohibited act, shall be guilty ofa class B misdemeanor pursuant to Section 26A-1-123, Utah Code Annotated, 1953, as amended. Ifa person is found guilty ofa subsequent similar violation within two years, he shall be guilty ofa class A misdemeanor pursuant to Section 26A-1-123, Utah Code Annotated, 1953, as amended. 17.2 Each occurrence such violation is committed or permitted to continue shall constitute a separate violation. 17.3 The City Attorney, or, ifappropriate, the County Attorney, may initiate legal action, civil or criminal, to abate any condition that exists in violation ofthese Rules and Regulations. 17.4 In addition to other penalties imposed by a court ofcompetentjurisdictions, any person(s) found to be in violation of any ofthese Rules and Regulations shall be liable for all expenses including areasonable attorney's fee and costs ofcourt incurredbythe Department, CityAttorney or CountyAttorney incurredin any enforcementproceedingto enforce these Regulations, whethercivil

21or criminal. 1

7.5 The penalty schedule referenced in Appendix E may be amended by the Department as the Department deems necessary to accomplish the purpose ofthese Regulations. 18.0 SEVERABILITY If any provision, clause, sentence, or paragraph of these Regulations or the application thereofto any person orcircumstances shall beheldto be invalid, suchinvalidity shall not affect the other provisions or applications ofthese Regulations. The valid part of any clause, sentence, or paragraph of these Regulations shall be given independence from the invalid provisions or application and to this end the provisions ofthese Regulations are hereby declaredto be severable. 19.0 EFFECTIVE DATE These Regulations shall become effective the day oftheir enactment by the City-County Board of Health ofUtah County. The appendices become effective on the specific date found on each ofthe appendices.

22 

# ..

### APPENDIX A

UTAH COUNTY DIESEL OPACITY CUTPOINTS Effective Date: May 1, 1995 DIESEL VEHICLE EMISSIONS INSPECTION/MAINTENANCE PROGRAM The following schedule gives the maximum allowable opacity levels for both cars and trucks as determined by an approved smokemeter using the prescribed test procedures.

All passenger vehicles and light duty trucks 16,000 GVWR or less.

Maximum Opacity Levels

Model Year Engine Type Opacity 1973 and older All 40% 1974 and newer Naturally Aspirated 35% 1974 and newer Turbocharged 30%

All heavy duty trucks 16,001 GVWR or more.

Maximum Opacity Levels

Model Year Engine Type Opacity All Naturally Aspirated 70% All Turbocharged 70%

Note: These should be considered as "cutpoints" for maximum allowable opacity levels. Vehicles must never be resetto these opacity levels when readjustments are made, but rather shall be adjusted using manufacturer's specifications. By using manufacturer's specifications, the opacity levels should be well below the "cutpoints".



### A-1 

# l I 

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### I 

# I

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# I**~·** f 

### f 

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### APPENDIX B

FEE SCHEDULE Effective Date: December 1, 1994 The assessed fees for implementing the requirements of Section 6.7 ofthe Diesel Vehicle Emission Inspection/Maintenance Program shall be:

Permitting of an Official Diesel 1/M Program Fleet Station Annual Renewal of Station Permit Annual Renewal of Expired Station Permit Repermitting an 1/M Station at a New Location Clearing Mechanic Error Lockout(After 3rd/calender yr) Permitting an Official Diesel Opacity Inspector Annual Renewal of Inspector permit Annual Renewal of Expired Inspector permit Certificate of Compliance Duplicate Certificate of Compliance or Waiver Opacity Inspection Fee Opacity Reinspection Fee



### B-1 $250.00 25.00 75.00 50.00 25.00 20.00 10.00 30.00

4.00 5.00 23.00 10.00 

### .**~**

## APPENDIX C Diesel Opacity Inspection Equipment Specifications



### Effective Date: May 1, 1995 C-1.0 General Requirements For The Smokemeter 

### The Diesel opacity inspections require the use ofa smoke measurement and data processing system which includes four functional units. These units may be integrated into a single component or provided as a system of interconnected components. The four functional units are: a) A partial flow type smokemeter meeting the minimum specifications of section C-1.1 of this APPENDIX and capable of performing smoke readings in accordance with the current version of SAE J1667 Technical Paper. b) A data processing unit capable of performing the functions described in Appendices A and C ofJ1667 and meeting the requirements ofthe UTAH DIESEL 1/M PROGRAM analyzer specifications. c) A printer and electronic storage medium to record and outputthe individual corrected average opacity values from each test cycle, and the final average opacity test result. d) A dedicated printerto print certificates ofcompliance when a vehicle meets all applicable requirements of these regulations. C-1.1 Smokemeter minimum specifications. * Automatically self-calibrates at zero and 100% before each set of snap tests and at regular intervals in continuous or rolling mode. *Has a warm-up time of less than ten (10) minutes. * Meets SAE and ISO specifications for measuring smoke opacity. *Has an adjustable response time from zero to 1400 MS (milliseconds). * Has a physical response time of less than 100 MS and stores values every 10 MS in snap mode. *Can be powered by a 12 volt DC source. * Is controlled by a removable software program cartridge that is easily updated. C-1 

# i

I 

### ' 

# i 

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# I f l

### * Has a built-in printer that prints numerical or strip-chart type data. * Has enclosed heated measuring chamber of 

### 100 MM to provide for consistent, accurate smoke measurement and to provide for self-cleaning of lenses. * Has built-in self diagnostics and failure code display for hardware and software problems. * Automatically prompts operator when cleaning is needed. * Provides for PC/Data communication or remote control operation and allows for vehicle specific data to be entered using 2 RS232 ports. * Provisions for engine RPM measurement. *Is equipped with sampling probe that does not require specificplacementin exhaust stack and is not affected by wind or rain. * Has a visual display of zero to 

### 100 

### % opacity in 

### 0.1 

### % increments accurate to .55%. * Can operate at ambient temperatures from 

### 41° F - 

### 110° F.



### C-11 '· ***·~**

### APPENDIX D Diesel Vehicle Opacity Inspection Procedures 

### Effective Date: May 1, 1995 Safety is a primary concern during any diesel opacity inspection. If there is a hazardous condition with the vehicle orthe test equipment DO NOT BEGIN THE TEST. 

### If the test is in progress DISCONTINUE THE TEST IMMEDIATELY. D-1.0 Light Duty Diesel Test Procedure 

### D-1.1 Prior to performing the rolling-acceleration test the following items must be completed: (a) Drive the vehicle into the test lane centering it left to right on the dynamometer rollers.(b) Position the drive wheels on the lift plate between the rollers. (c) Lower the lift plate. (d) Position wheel chocks in front and behind of a non-drive wheel. (e) Walk around the vehicle looking for any hazardous conditions such as low tire pressure, studded tires, poor tire condition, fluid leaks, etc. Correct low tire pressure according to tire sidewall information. Abort inspection if more serious conditions exist. (f) The vehicle should be inspected for exhaust leaks. Severe leaks in the exhaust system must be repaired prior to performing the opacity inspection. (g) Check engine oil. Ifoil level is more than one quart low or more than one quart overfull do not test the vehicle. Inform vehicle owner ofthe condition. Ifthe oil level is low and the owner has oil it may be added by the owner and the test may continue. Vehicles that are overfull must have the oil drained to a safe level before the inspection may continue. (h) Verify that all engine driven accessories are turned off. (i) Secure the vehicle for testing. Center the vehicle in the cradle by slowly spinning the drive wheels with no load applied. Automatic restraints may be used if available. If automatic restraints are not available the vehicle must be fastened down to the floor anchors. Rear wheel drive vehicles require one restraint to the rear frame rail or trailer hitch. Remove the slack from the chain, tension is not necessary. Front wheel drive vehicles require two restraints crossing each other. Attach to a front frame rail, bumper brackets or tow hooks, tension should be felt.

D-1

### U) Position the auxiliary cooling fan in front of the vehicle air intake. directed atthe radiator

D-1.2 Enter the CONSTANT SPEED MODE on the dynamometer. Set the target speed at 50 MPH. Set the target load at 30% of the engine's rated horsepower. D-1.3 Check to make sure that the vehicle is at operating temperature by looking at the temperature gauge or feeling the upper radiator hose. If the vehicle is not at operating temperature it may be run on the dynamometerwith a light load until operating temperature is reached. D-1.4 Select the appropriate gear closest to direct drive, usually automatic transmissions will be "D" or "3" and manual transmissions will be 4th gear. Trucks with compound low should use 3rd gear. (gear selection may take some experimentation to get right). DO NOT TEST VEHICLE IN OVERDRIVE. Slowly accelerate vehicle to 50 MPH+ or- 2 MPH, begin applying the load. Continue accelerating until the actual load is the same as the target load entered during D-1.2 above. Allow speed and load to stabilize at the target values+ or5%. Note: On front wheel drive vehicles the steering wheel must be held firmly to avoid torque-steer problems. D-1.5 Record opacity when smoke readings stabilize or after 30 seconds ofreaching speed and load stability, whichever comes first. If smoke readings are fluctuating record the highest readings. D-1.6 With the load still applied to the vehicle slowly push the accelerator pedal to the floor and hold it 15 seconds or until the smoke and horsepower readings again stabilize. NOTE: The dynamometerwill hold the speed steady at 50 MPH +or- 5 MPH even with the vehicle at WOT. D-1.7Afterthe readings have stabilized remove yourfoot from the accelerator pedal and let the vehicle speed coast down while gently applying brake pedal pressure. Bring the rollers to a complete stop before placing the transmission in park. NOTE: NEVER APPLY HARD BRAKING FORCE TO A VEHICLE THAT IS TURNING THE DYNAMOMETER ROLLS. THE INERTIA FROM THE ROLLS COULD CATAPULT THE VEHICLE OUT OF THE CRADLE. D-1.8 If either ofthe opacity readings obtained in D-1.5 or D-1.6 are above the maximum allowable standard for the vehicle as referenced in APPENDIX A perform D-1.2 through D1.6 two additional times and record the results. If the three readings obtained are within 10% of each other then they should be averaged to determine pass/fail result. Ifthe three readings are not within 10% of each other then the lowest reading should be used to determine pass/fail result. D-1.9 Vehicles with turbocharged engines require a three to five minute idle period afterthe WOT portion of the opacity inspection is complete. This allows the turbocharger to cool down. D-1.1 0 Remove the probe, fan, wheel chocks and restraints. Raise the lift. 

### D-11t' D-1.11 If the opacity readings are equal to or less than the opacity standard for that particularvehicle as listed in APPENDIX A. The vehicle passes the opacity inspection and a certificate shall be issued. D-1.12 Vehicles with opacity readings above the maximum opacity cutpoint listed in APPENDIX A have failed the inspection and will not be given a certificate until repairs have been made to bring the opacity levels equal to or less than the maximum opacity cutpoint or they have met the waiver requirements. D-2.0 Heavy Duty Diesel Test Procedure D-2.1 Priorto conducting the snap-acceleration test the following items must be completed: (a) Ifthe vehicle is equipped with a manual transmission, the transmission must be placed in neutral and the clutch must be released. Ifthe vehicle is equipped with an automatic transmission, the transmission must be placed in the park position, if available, or otherwise in the neutral position. (b) Position wheel chocks in front and behind of a non-drive wheel. (c) Ifthe engine is equipped with an engine brake, it must be deactivated during the snap-acceleration testing. (d) All devices installed on the engine orvehicle which alterthe normal acceleration characteristics ofthe engine and have the effect oftemporarily lowering snap-acceleration test results, or preventing the test from being successfully completed, shall be deactivated prior to testing. (e) Verify that all engine driven accessories are turned off. (f) Check the vehicle for any hazardous conditions such as unusual engine noise, fluid leaks, etc. Abort the inspection f any hazardous conditions exist. (g) The vehicle should be inspected for exhaust leaks. Severe leaks in the exhaust system must be repaired prior to performing the snap-acceleration test. (h) Verify the speed-limiting capability of the engine governor by slowly depressing the engine throttle and allow the engine speed to gradually increase toward its maximum governed high idle speed. As the engine speed increases, carefully note any visual or audible indications that the engine or vehicle may be of questionable integrity. If there a no indications of problems, allow the engine speed to increase to the pointthat it is possible to verify that the speed limiting capability of the governor is functioning. Should there be any indication that the speed limiting governor is not functioning, or that potential engine damage , or unsafe conditions for personnel or equipment may occur, the throttle should immediately be released and the snap-acceleration testing ofthe vehicle shall be aborted.

D-IllD-2.2 Smokemeter installation. The smokemeter and othertest equipment used for snapacceleration tests shall meet the specifications outlined in APPENDIX C. The general installation and operational procedures specified by the manufacturer shall be followed when preparing to test a vehicle. D-2.3 A tachometer to measure the engine speed shall be installed and calibrated per the manufacturer's recommendations for all opacity tests performed at a self-certified fleet station. D-2.4 Prior to the test, the vehicle should be operated under load for at least 15 minutes to ensure that the engine is warmed-up orthe vehicle's water and loroil temperature gauges may be checked to verify that the engine is within its normal operating temperature range. D-2.5 Snap-acceleration cycle. With the vehicle engine warmed-up and at low idle speed: (a) The operator shall move the throttle to the fully open position as rapidly as possible. (b) The operator shall hold the throttle in the fully open position until the time the engine reaches its maximum governed speed, plus an additional1-4 seconds. (c) Upon completion of the 1-4 seconds with the engine at its maximum governed speed, the operator shall release the throttle and allow the engine to return to low idle speed.(d) Once the engine reaches its low idle speed, the operator shall allow the engine to remain at idle for a minimum of5 seconds, but no longerthan 45 seconds, before initiating the next snap-acceleration test cycle. (e) Steps (a) through (d) shall be repeated as necessary to complete the snapacceleration test cycles required to validate the test or until ten snap-acceleration test cycles have been completed, whichever comes first. D-2.6 If the opacity readings are equal to or less than the opacity standard for that particularvehicle as listed in APPENDIX A. The vehicle passes the opacity inspection and a certificate shall be issued. D-2.7 Vehicles with opacity readings above the maximum opacity cutpoint listed in APPENDIXA have failed the inspection and will not be given a certificate until repairs have been made to bring the opacity levels equal to or less than the maximum opacity cutpoint or they have met the waiver requirements.

D-IV l

# ,.

### Particulate Matter (PM) Exhaust Emissions Reductions from Heavy-dutyDiesel Vehicle Inspection and Maintenance (liM) Programs in Utah (Davis, Salt Lake and Utah Counties)

Utah Division ofAir Quality December 10, 2003 (Updated Aprilll, 2006 in Response to Comments from EPA Region VIII)

Attachment 4

### TABLE OF CONTENTS

1. Executive Summary

............................................................................................................. 3 2. Background......................................................................................................................... 4 2.1 Program Description

.................................................................................................. 4 3. Quantifying the Benefits ofthe Utah Diesel liM Program

.................................................. 5 3.1 Decrease in PM Exhaust Emissions in 2002...

............. ..... .............. ... ..... .... ... .......... 5 3.2 Programs Show a Decrease in the Percentage ofTrucks Failing Tests Over Time

... 8 4. Conclusions

.......................................................................................................................... 8 5. Recommendation

.................................................................................................................. 8 Appendix

................................................................................................................................ 9 Al. Inventory Change for Salt Lake and Utah Counties, 2002

............................... 9 A2. Programs Show a Decrease in the Percentage ofTrucks Failing the Tests Over.... 10 a Number of Years A3. Opacity Test Procedures

.................................................................... 11 A4. Characteristics ofPM Exhaust from Heavy-Duty Diesels

............................. 11 Detailed Computations ofHeavy-duty Diesel Vehicle PM Exhaust Reductions from

.........13 Opacity Testing Salt Lake County, Calendar Year 2002

.......................................................... 14 Utah County, Calendar Year 2002

................................................................ 18

2

### 1. Executive Summary



### This study shows that the Utah diesel I/M programs currently in place in Davis, Salt Lake and Utah Counties reduce PM exhaust. In 2002, the PM exhaust emissions reductions from the heavy-duty diesel 

### IJM programs were estimated to be 3.56 % and 6.96% ofthe PM exhaust emissions inventory of heavyduty diesel vehicles (HDDV) in Salt Lake and Utah Counties respectively. The Utah Division ofAir Quality is claiming a 2% reduction in PM exhaust emissions from on-road heavy-duty diesel vehicles from the diesel smoke opacity programs in its PMlO State Implementation Plan (SIP). To quantify PM exhaust emissions reductions, Utah used a methodology developed by Radian Corporation. 1 

### This study applies an "emissions reduction correction factor" to the repair ofeach malfunctioning component identified during smoke opacity testing.

Notes: 1. "Heavy-Duty Vehicle Inspection and Maintenance Final Report", Radian Corporation, May 1988.



### 3

### 2. Background Davis, Salt Lake, and Utah Counties began phase-in ofthe diesel Inspection and Maintenance (liM) 

### Program on November 1, 1994. The program is a PMIO control measure included in the PMIO SIP (see Section IX.A.6). The PM10 SIP text references the SIP Section XXI, "Diesel Inspection and Maintenance Program", which states that the program was begun "for purposes ofPM10 attainment". Salt Lake and Utah Counties are currently designated non-attainment for PM10. However, these areas are presently in attainment with the PMIO NAAQS, and the Utah Division ofAir Quality has submitted a new PMIO SIP maintenance plan to demonstrate attainment. The Utah Diesel liM 

### SIP Section XXI states that diesel engines contribute significantly to the ambient PMIO concentration along the Wasatch Front, primarily in Davis, Salt Lake, and Utah Counties. As a significant contributor to PM emissions, diesel vehicles must be maintained and operated in such a manner as to minimize these emissions. Implementation ofa diesel liM 

### program is perceived to be an issue ofequity by the public. Owners of gasoline vehicles have been subject to mandatory liM 

### programs in Davis, Salt Lake, and Utah Counties for a number ofyears. 

### 2.1 Program Description A description ofthe Utah diesel liM 

### programs for heavy-duty diesel vehicles (HDDVs) and light-duty diesel vehicles and trucks (LDDV and LDDT) follows:

• Diesel liM 

### (opacity) programs in Davis, Salt Lake and Utah Counties were implemented on November 1, 1994.

• Diesel programs in these counties required annual 

### opacity testing ofon-road diesel vehicles during calendar years 1994 through 2002.

• Beginning July 1, 2003, diesel vehicles less than six years old (i.e., during calendar year 2003, model years 1998 through 2002) are allowed to undergo opacity testing on a biennial basis. Vehicle age is defined here as (calendar year- model year), or (CY- MY).

• New model-year diesel vehicles are exempted from opacity testing (e.g., in calendar year 2003, model-year 2003 vehicles are exempt).

• During calendar year 2002, diesel vehicles ofmodel years 1968 through 2002 are required to undergo annual liM 

### as before.

• Weber County has never implemented opacity testing for diesel vehicles.

• There is a mix ofcentralized and decentralized test-and-repair facilities in the three counties.

• Farm trucks are exempt from testing.

4

### • Vehicles that fail the retest are required to be repaired. For light-duty trucks, Salt Lake County requires $750 to be spent on repairs before a cost waiver is issued. In all three counties, heavyduty trucks must spend up to $1,500 on repairs before a cost waiver can be obtained. Vehicles which are not issued a cost waiver are denied vehicle registration. The vehicles are required to have emissions control devices present and in operating order, except in Utah County, where no tampering inspections are performed.

• Davis and Utah Counties have a light-duty On-Board Diagnostics (OBD) program for Volkswagen diesel vehicles up to 8500 lbs GVWR. Light-Duty Diesel Vehicles 

### The light-duty diesel liM program was not evaluated in this paperbecause DAQ could not find a quantitative analysis ofPM exhaust emissions reductions from opacity testing oflight-duty diesels. Heavy-Duty Vehicles 

### Heavy-duty diesel vehicles (with a GVWR greater than 16,000 lbs are) tested using the SAE 11667 "snap acceleration" test procedure. This is a test to measure an average ofpeak smoke levels and is a transient, not a steady-state measurement. The opacity cutpoint has been adjusted upwards to compensate for altitude as recommended in the Society ofAutomotive Engineers J-1667 procedure. Altitude compensation is required to minimize false failures during snap acceleration opacity testing. 3. Quantifying the Benefits ofthe Utah Heavy-duty Diesel Vehicle Opacity Testing Programs


### Data from the Utah heavy-duty diesel vehicle liM programs and a statistical correlation developed by Radian Corporation were gathered and analyzed to substantiate the benefits ofthe Utah diesel opacity programs. 3.1 Decrease in PM Exhaust Emissions in 2002 

### By keeping records ofthe vehicles tested, the kinds ofrepairs, and conducting pre- and post-mass flow emission tests, a statistical correlation was developed by Radian that defines the change in the PM exhaust emissions inventory caused by the fraction ofthe HDDV fleet that fails an opacity test. The Radian study analyzes all potential component failures that cause vehicle smoke to increase and that can be identified by a smoke opacity program. There are only a very few engine component malfunctions that cause smoke to increase in diesel engines. The emission benefits associated with repair ofthese components are used to show the repair benefits ofUtah's diesel programs. The calculation ofPM exhaust emissions reductions for Utah is based on the failure rate for heavy-duty diesels greater than 16,000 pounds GVWR, the statistical correlation factor from the Radian study, and the current PM exhaust emissions inventory ofon-road HDDVs in the three counties as calculated by the EPA PARTS emissions model. The Radian study evaluated a HDDV fleet for opacity and determined the fraction ofvehicles failing by model year. Then they determined the engine problems associated with opacity increase that existed in each failing truck. Finally, emissions tests which measured the mass flow ofpollutants were made

5before and after repair of each engine failing the initial opacity test. Then percent change in mass flow emissions was calculated for pre- and post-engine repair conditions. A statistical correlation was computed that estimated 

### PM exhaust emissions increases for failing vehicles by model year. The following calculations were developed to estimate the amount of

### PM exhaust emission benefits from the Utah heavy-duty diesel 

### IIM program: Calculation 1. Heavy-Duty Control Factor Heavy-Duty Control Factor= 11 ( 1 

### + (FR * dTEML)) HDCF =the heavy-duty control factor. This fraction represents the decrease in current inventory associated with repairing HDDVs failing the opacity test to the point that they would pass the opacity test. FR = the failure rate for HDDVs in the testing program. Expressed as a fraction ofheavy-duty diesels undergoing the opacity test, this data comes from county testing data in Utah. dTEML =the increase in emissions ofHDDVs that fail the smoke opacity test compared to emissions of HDDVs that pass the smoke opacity test. Radian calculated this number from the change in mass flow of emissions from before and after repair ofan engine that failed the opacity test. It is inserted into the equation as a decimal, not as a percent. Calculation 2. Inventory in tons per day Fadj = Favg *(%targeted* a* b * (HDCF- 1) 

### + 1) where Fadj = the inventory in tons per day associated with repairing HDDVs to the point that they would pass the opacity test. This is the equation referred to as the statistical correlation in the text ofthis paper. Favg = the total current inventory (before test and repair) ofthe HDDV fleet in an air shed or an area to be evaluated. This was calculated using the EPA PARTS emissions model. %targeted= the percent ofHDDVs that are tested by the program. Since the county ordinances for areas with the diesel inspection and maintenance program require diesel vehicles to pass the opacity test to obtain renewal oftheir registration, this value is 100% in calendar year 2002, when annual testing was still required ofall model years. "a"= the adjustment factor that describes the fraction ofa year for which the test is considered valid. Since the test is valid for the whole year, the value should be 100%. "b" = the percent ofvehicles repaired. All vehicles subject to the diesel inspection and maintenance programs must pass the opacity test to have their registration renewed. The value ofthis parameter is 100% since no vehicle may drive without registration. Tables 1 and 2 show the data for the 

### HDDV smoke opacity tests performed in Salt Lake and Utah Counties, respectively, in calendar year 2002.



### 6

### Table 

### 1. Data for Smoke Opacity Tests on HDDVs, SaltLake County, UT Calendar Year 2002-SAL T LAKE COUNTY Year Number Tested* Number Failed* Percent Failed* dTEML** 1968- 1984 766 43 5.61% 322.88% 1985- 1987 555 26 4.68% 333.00% 1988-2002 10,722 96 0.90% 253.51%



### TOTAL 12,043 165 

### TRUCKS *The number ofvehicles tested, failed and repaired in the above table includes HDDVs only. **The variable "dTEML" is the increase in emissions ofHDDVs that fail the smoke opacity test compared to emissions ofHDDVs that pass the smoke opacity test. This value is different for each model-year group ofHDDVs. An abbreviated calculation for Salt Lake County, 2002 is shown in Appendix Al. For Salt Lake County, the 2002 heavy-duty diesel vehicle 

### PM exhaust is 0.6008 tons per day of

### PM exhaust with smoking diesels tested andrepaired. Compared to the pre-test-and-repair inventory of0.6230 tons per day of

### PM exhaust, this represents a reduction of 3.56%. 

### Table 2. Datafor Smoke Opacity Tests on HDDVs, Utah County, UT Calendar Year 2002--UTAH COUNTY Year Number tested Number failed Percent failed dTEML 1968- 1984 409 27 6.60% 322.88% 1985- 1987 228 16 7.02% 333.00% 1988-2002 1,992 28 1.41% 253.51%



### TOTAL 2,629 71 

### TRUCKS An abbreviated calculation for Utah County, 2002 is shown in Appendix Al. For Utah County, the 2002 heavy-duty diesel vehicle 

### PM exhaust inventory is 0.2140 tons per day of

### PM with smoking diesels repaired and compared to the pre-test-and-repair inventory of0.2300 tons per day of

### PM exhaust. This represents a reduction of6.96 

### %.



### 7

### Table 3: PMExhaust Reductions from Opacity Program as Percent of On-Road Heavy-duty Diesel Vehicle PM Exhaust Inventory by County County PM Exhaust Reductions from Opacity Program as Percent ofOn-road HDDV PM Exhaust Inventory in each County(%) 2002 Salt Lake 3.56% Utah 6.96% 

### 3.2 Programs Show a Decrease in the Percentage ofTrucksFailing Tests over Time Failure rates decrease very rapidly in the early years ofthe program. In later years, the percentage of failing vehicles falls more slowly. Programs in other areas ofthe United States show a similar trend. Failure rates from the Utah programs are found in Appendix A2 (pp. 10 and 11). In years when annual testing is required, the value of"% targeted" is 100%. Beginning January 1, 2004, all HDDVs are required to undergo biennial testing. The value of"% targeted" for these years will be 50%. A decrease in the value of"% targeted" causes the magnitude ofPM exhaust reductions to decrease. In addition, lower failure rates, which are expected in future years, will also cause the magnitude ofPM exhaust reductions to decrease. 

### 4. Conclusions 1. In calendar year 2002, opacity testing programs in Salt Lake and Utah Counties reduced PM exhaust emissions by approximately 3.56% and 6.96% ofon-road heavy-duty diesel emissions, respectively. 2. Opacity test results show a large decrease in the percent of vehicles failing the test over a number ofyears with most ofthe decrease in the early years. 3. Both proper maintenance ofdiesel vehicles and periodic smoke opacity testing and inspection are important in minimizing air pollution from these sources. 

### 5. Recommendation The Utah Division ofAir Quality is claiming a 2% credit for its on-road heavy-duty diesel opacity programs in the PMlO SIP Maintenance Plan. PM exhaust emissions reductions from the Salt Lake and Utah County opacity testing programs were estimated to be 3.56 % and 6.96%, respectively, for on-road heavy-duty diesels. Ifthe program is discontinued, it is very likely that maintenance on heavy-duty diesel engines will decrease and emissions will increase.

8

### APPENDIX Al. Inventory Change for Salt Lake and Utah County, 2002 Salt Lake County: Heavy-Duty Control Factor= 11(1 + (FR*dTEML)) Heavy-Duty Control Factor= 11(1+(0.0561*3.2288)) where 0.0561 is the failure rate for the 1968- 1984 model year heavy duty diesel trucks and 3.2288 is the change in emissions level from the Radian study. Heavy-Duty Control Factor= 0.8466 for 1968- 1984 model years Heavy-Duty Control Factor= 0.8652 for 1985- 1987 model years Heavy-Duty Control Factor= 0.9777 for 1988-2002 model years A weighted average by number ofvehicles makes the overall HDCF = 0.9643 Fadj = Favg *(%targeted* a* b * (HDCF- 1) + 1) where Favg =heavy-duty diesel vehicle inventory ofPM exhaust before test and repair and Fadj =heavy-duty diesel vehicle inventory ofPM exhaust after test and repair. Fadj = 0.6230 * (1.00*1.00*1.00*(0.9643- 1) + 1) where 0.6230 tons per day is the PM exhaust from the heavy-duty diesel vehicle fleet for 2002 before test and repair Fadj = 0.6008 tons PM per day= PM exhaust from the HDDV fleet for 2002 after test and repair 

### The percent reduction in the heavy-duty diesel vehicle PM exhaust inventory due to test and repair of these vehicles is the following:
Percent reduction (PM exhaust)= [(Favg- Fadj)/Favg]* 100% = [(0.6230- 0.6008)/0.6230]* 100% = (0.0222/0.6230)* 100% = 3.56% 

### Utah County: Heavy-Duty Control Factor= ll(l+(FR*dTEML)) Heavy-Duty Control Factor= 11(1+(0.0660*3.2288)) where 0.0660 is the failure rate for the 1968- 1984 model year heavy duty diesel trucks and 3.2288 is the change in emissions level from the Radian study. Heavy-Duty Control Factor= 0.8243 for 1968- 1984 model years Heavy-Duty Control Factor= 0.8105 for 1985- 1987 model years Heavy-Duty Control Factor= 0.9655 for 1988- 2002 model years A weighted average by number ofvehicles makes the overall HDCF = 0.9289 Fadj = Favg *(%targeted* a* b * (HDCF- 1) + 1)

9Fadj = 0.2300* (1.00* 1.00* 1.00*(0.9289- 1) + 1) where 0.2300 tons per day is the PM exhaust from the IIDDV fleet for 2002 before test and repair and Fadj = 0.2140 tons per day PM exhaust= PM exhaust emissions from IIDDV fleet for 2002 after test and repair. 

### The percent reduction in the heavy-duty diesel vehicle PM exhaust inventory due to test and repair of these vehicles is the following:
Percent reduction (PM exhaust)= [(Favg- Fadj)/Favg]* 100%

## = [(0.2300

- 0.2140)/0.2300]*100% 

## =(0.0160/0.2300)*100% 

## =6.96 % 

### A2. Programs Show a Decrease in the Percentage ofTrucks Failing the Tests Over a Number of Years: (Heavy-Duty Diesel Vehicles) Calendar Years Number ofVehicles Failure Rates Tested (%) Utah County 1995 402 14.4% Utah County 1996 2,441 13.6% Utah County 1997 2,528 7.9%

II 

### 1998 2,264 5.6%

II 

### 1999 2,075 5.7%

II 

### 2000 2,447 4.5%

II 

### 2001 2,516 2.2%

II 

### 2002 2,629 2.7% Salt Lake Co 1997 8,722 4.70% Salt Lake Co 1998 10,383 2.86%

II 

### 1999 10,142 2.28%

II 

### 2000 11,896 1.70%

II 

### 2001 12,461 1.65%

II 

### 2002 17,043 1.37%

10

### A3. Opacity Test Procedures Heavy-Duty Diesel Vehicle SAE J1667 Snap-Acceleration Program 

### J1667 requires, with the transmission in neutral and the engine at normal (low) idle, the accelerator pedal to be depressed to the maximum, or wide open throttle, position. The pedal is held at this position for five seconds or until the engine reaches maximum (governed) speed, whichever occurs first. The pedal is then released to allow the engine to return to normal idle. Typically, peak smoke opacity, rather than average smoke opacity, is measured during this test. This test cycle forms the basis ofthe SAE J1667 test. During the "snap-acceleration" test, smoke emissions can be emitted as a relatively short duration puffof smoke, and the response time ofthe instrument used to measure the opacity ofthe puff has a major effect on the measured value ofpeak smoke opacity. The most significant difference between the J1667 procedure and the procedure employed previously by CARB--the SAE J1243 test--is in the instrument response time specifications. The SAE J1667 procedure differs in several key respects from the earlier J1243 procedure, specifically because it is the recommended procedure for assessing smoke emissions from in-use vehicles powered by diesel engines. The SAE J1667 incorporates:

• A specific method for performing the snap acceleration test;

• Correction factors for normalizing measured smoke opacity when measurements are made at alternative optical path lengths and non-standard ambient conditions;

• Specifications for the smoke meter, and especially for overall instrument response time; and

• Correction factors for altitude. Three snap tests are made with the best two test results averaged. System/Dynamometer Setup 

### The system must display the appropriate horsepower loading for the dynamometer. The system will obtain the horsepower rating information from the Horsepower Lookup Table. Manufacturers' specified procedures shall be followed when setting up or attaching equipment and instrumentation. A4. Characteristics ofPM Exhaustfrom Diesels 

### Most diesel emissions particles are in the fine (less than 2.5 micron) and ultra-fine (less than 0.1 

### micron) range for the newest diesels in good mechanical order. 2

Notes: 2. Environmental Protection Agency, Office ofAir and Radiation, "Regulatory Impact Analysis, Chapter II: Health and Welfare Concerns and Emissions Benefits (EPA420-R-00-026) for the Final Rule, Control ofAir Pollution from New Motor Vehicles: Heavy-Duty Engine and Vehicle Standards and Highway Diesel Fuel Sulfur Control Requirements", January 18, 2001.



### 11

### West Virginia University Alternative Vehicle Program's findings are presented below: "The difference between black smoke and colorless smoke is likely to be that black smoke contains larger elemental carbon particles or indicates a heavier loading of PM, whereas, "colorless" smoke simply indicates a low loading of PM or the presence of acid droplets and hydrocarbons."3

Notes: 3. Private correspondence with West Virginia University, 10/9/2003.



### 12

### DETAILED COMPUTATIONS OF HEAVY-DUTY DIESEL VEHICLE PM EXHAUST REDUCTIONS FROM OPACITY TESTING

Salt Lake County, Calendar Year 2002 Utah County, Calendar Year 2002

13COMPUTATION OF PM EXHAUST REDUCTION FROM OPACITY TESTING OF HDDVs SALT LAKE COUNTY Nov. 28, 2003, rev. March 24, 2006 Method from Radian study, "Heavy-Duty Diesel Vehicle Inspection and Maintenance Study, Final Report", May 1988.
1. Compute average failure rate of opacity test Calendar Year 2002--SALT LAKE COUNTY
Vehicle Weight No of Class and Vehicles Model Years

1968-1984 766

HHDDV 436 MHDDV 186 LHDDV 144 SUBT 766 1985-1987 555

HHDDV 316 MHDDV 135 LHDDV 104 SUBT 555 1988-2003 10722

HHDDV 6100 MHDDV 2609 LHDDV 2012 SUBT 10722 TOTAL NO 12043 OF TRUCKS No of Failed Vehicles

43 24 10 8 43 26 15 6 5 26 96
55 23 18 96 165 %Failed

5.61% 5.61% 5.61% 5.61%

4.68% 4.68% 4.68% 4.68%

0.90% 0.90% 0.90% 0.90%

1.37% Vehicle Type Mix Fractions*

*depends on county and calendar year

0.5690 0.2434 0.1877 1.0000

0.5690 0.2434 0.1877 1.0000

0.5690 0.2434 0.1877 1.0000

HHDDV= heavy heavy-duty diesel vehicle (> 33,000 lbs GVWR) MHDDV= medium heavy-duty diesel vehicle (>19,500- 33,000 lbs GVWR) LHDDV = light heavy-duty diesel vehicle(< 19,500 lbs GVWR)
2. Find value of dTEML (from Radian Study) Let dTEML =change in total emissions level of PM exhaust



### 14The Radian study quantified emissions due to component malfunctions of heavy-duty diesel vehicles. The effect of each type of component malfunction on fleet-average emissions is calculated by multiplying the frequency of each malfunction in the fleet by its effect on emissions from heavy-duty diesel vehicles in which a malfunction occurs. Model-year Specific Change in Emissions Level for HDDVs that Fail Opacity Test Radian determined that the increase in emissions of PM exhaust due to malfunctions of components were the following. The increases were estimated for 3 model-year groups as follows:

PM No of Trucks 1968-1984 Ofo 322.88

766 1985- 1987 o/o 330.00

555 1988 -2003 o;o 253.51 10722

3. Compute emissions inventory of PM exhaust from HDDVs using the EPA PART5 mobile emissions model:

SL County 2002 Arterial Fwy & Ramp Local SUM SL County 2002 Arterial Fwy & Ramp Local SL County 2002 Arterial Fwy & Ramp Local SUM (winter weekday Vehicle Type

traffic) Mix Fractions 2BHDDV LHDDV 10,674,026 0.0096 0.0000 7,833,275 0.0146 0.0000 2,691,536 0.0004 0.0000 21,198,837 Emission Factors 2BHDDV LHDDV

0.147 0.000 0.147 0.000 0.147 0.000 PM Exhaust Emissions (tons per winter weekday) 2BHDDV LHDDV MHDDV

0.0166 0.0000 0.0756 0.0185 0.0000 0.0850 0.0002 0.0000 0.0008

4. Find values of HDCF, the heavy-duty control factors: MHDDV 0.0124 0.0190 0.0005

MHDDV

0.518 0.518 0.518



### HHDDV 0.1880 0.2108 0.0019 

### HHDDV 0.0269 0.0411 0.0011



### HHDDV 0.594 0.594 0.594

BUSES 0.0118 0.0136 0.0001 BUSES 0.0021 0.0033 0.0001

BUSES 0.479 0.479 0.479

SUM 0.2920 0.3280 0.0030 0.6230

The Radian study defines HDCF as the "heavy-duty control factor". These factors are used to recalculate the emissions inventory after test and repair. Values of HDCF by Model Year Group Weight Class 1968-1984 1985-1987 1988-2003



### 15HHDDV MHDDV LHDDV 0.8466 0.8466 0.8466 0.8661 0.8661 0.8661 Compute values of HDCF by vehicle weight class: Weight Class HHDDV MHDDV LHDDV HDCF by Wt Class

0.9643 0.9643 0.9643 0.9778 0.9778 0.9778

In the Radian study, only three groups of heavy-duty diesel vehicles were used, whereas in PARTS, five groups are used. Condense the five groups used in PARTS to the three groups used in the Radian study. PARTS Groups 2BHDDV and LHDDV MHDDV HHDDV and BUSES Radian Groups LHDDV MHDDV HHDDV Thus the values of HDCF for each of the five vehicle groups in PARTS are as follows: 2002 2BHDDV LHDDV MHDDV HHDDV BUSES HDCFs 0.9643 0.9643 0.9643 0.9643 0.9643 S. Compute adjusted inventory accounting for emissions reductions from opacity program: Let "Favg" =the inventory of PM exhaust from HDDV in tons per day before test and repair. Let "Fadj" =the inventory of PM exhaust from HDDVs in tons per day after repair to the point where they pass the opacity test: Thus Fadj = Favg * (% targeted * a * b * (H DCF -1) + 1) where "% targeted" = 1.00 or 100%; "a" = 1.00 and "b" = 1.00: The values of"% targeted", a and bare each 1.000; therefore, simply multiply the emissions inventory Computed in step 3 above by the value of HDCF to obtain the new inventory after test and repair of HDDVs. Adjusted Inventory of PM10 Exhaust Emissions (HDDV only) After Test and Repair
PM PM Exhaust PM PM Exhaust PM PM 2002 Exhaust Emissions Exhaust Emissions Exhaust Exhaust Emissions Emissions Emissions Emissions (tons per (tons per winter (tons per (tons per winter (tons per (tons per SL County winter weekday) winter weekday) winter winter weekday) weekday) weekday) weekday) 2BHDDV LHDDV MHDDV HHDDV BUSES SUM Arterial 0.0160 0.0000 0.0729 0.1813 0.0114 0.2816 Fwy& Ramp 0.0179 0.0000 0.0820 0.2033 0.0132 0.3163 Local 0.0002 0.0000 0.0007 0.0019 0.0001 0.0029 0.6008 6. Compute the PM exhaust emissions reductions from the opacity testing program:



### 16 : j 

# I 

# I 

# I I 

# I I 

# I I 

# I I t f.



### i 

## l fPM PM Exhaust PM PM Exhaust PM PM 2002 Exhaust Emissions Exhaust Emissions Exhaust Exhaust Emissions Reductions Emissions Reductions Emissions Emissions Reductions Reductions Reductions Reductions

(tons per (tons per winter (tons per (tons per winter (tons per (tons per SL County winter winter winter winter weekday) weekday) weekday) weekday) weekday) weekday) 2BHDDV LHDDV MHDDV HHDDV BUSES SUM Arterial 0.0006 0.0000 0.0027 0.0067 0.0004 0.0104 Fwy & Ramp 0.0007 0.0000 0.0030 0.0075 0.0005 0.0117 Local 0.0000 0.0000 0.0000 0.0001 0.0000 0.0001 0.0222
7. Compute the PM exhaust emissions reductions from the opacity testing program (in percent): (for HDDVs only) = 2002 3.57% Salt Lake Co
RECALCULATION OF THE ADJUSTED INVENTORY (i.e., the post-repair inventory of HDDVs only) USING A VALUE OF 96% FOR"% TARGETED":
The liM program managers report an estimated compliance rate of 96%, which is a more conservative value for the variable "% targeted".
Let "Fadj" =the inventory of PM1 0 exhaust from HDDVs in tons per day after test and repair.
Thus Fadj = Favg * (%targeted * a * b * (HDCF -1) + 1) where "%targeted" = 0.96 or 96%; "a" = 1.00 and "b"

= 1.00: Fadj =initial PM10 exhaust inventory of HDDVs * (% targeted*a*b*[HDCF- 1] + 1) where % targeted = 0.96 or 96%, the compliance rate; and a and b = 1.00 each.
Fadj = (0.623 tons per day) * (0.96*1.00*1.00*(0.9643 -1) + 1) 0.6016 tons per winter weekday
8. Compute the PM exhaust emissions reductions from HDDV opacity testing program at a compliance rate of 96%: 2002 Salt Lake County = (0.6230- 0.6016)/0.6230 = (0.0214/0.6230) = 0.0343 = 3.43%



### 17COMPUTATION OF PM EXHAUST REDUCTION FROM OPACITY TESTING UTAH COUNTY Dec. 3, 2003, revised Mar 24,2006 Method from Radian study, "Heavy-Duty Diesel Vehicle Inspection and Maintenance Study, Final Report", May 1988.
1. Compute average failure rate of opacity test Calendar Year 2002--UTAH COUNTY

Vehicle Weight Class and Model Years

1968- 1984
HHDDV MHDDV LHDDV SUBT
1985- 1987 HHDDV MHDDV LHDDV SUBT
1988-2003 HHDDV MHDDV LHDDV SUBT TOTAL NO OF TRUCKS No of Vehicles

409
233 100 77 409
228
130 56 43 228
1992 1134 485 373 1992
2629 No of Failed Vehicles

27
15 7 5 27
16
9 4 3 16
28 16 7 5 28
71 %Failed

6.60% 6.60% 6.60% 6.60%

7.02% 7.02% 7.02% 7.02%

1.41% 1.41% 1.41% 1.41% Vehicle Type Mix Fractions*

*depends on county and calendar year

0.5691 0.2435 0.1874 1.0000

0.5691 0.2435 0.1874 1.0000

0.5691 0.2435 0.1874 1.0000

HHDDV = MHDDV= LHDDV = heavy heavy-duty diesel vehicle (> 33,000 lbs GVWR) medium heavy-duty diesel vehicle (>19,500- 33,000 lbs GVWR) light heavy-duty diesel vehicle(< 19,500 lbs GVWR)
2. Find value of dTEML (from Radian Study) Let dTEML = change in total emissions level of PM exhaust The Radian study quantified emissions due to component malfunctions of heavy-duty diesel vehicles.



### 18The effect of each type of component malfunction on fleet-average emissions is calculated by multiplying the frequency of each malfunction in the fleet by its effect on emissions from heavy-duty diesel vehicles in which a malfunction occurs. Model-year Specific Change in Emissions Level for HDDVs that Fail Opacity Test Radian determined that the increase in emissions of PM exhaust due to malfunctions of components were the following. The increases were estimated for 3 model-year groups as follows:

PM No of Trucks 1968-1984 % 322.88

409 1985- 1987

o/o 330.00

228 1988- 2003

% 253.51

1992

3. Compute emissions inventory of PM exhaust from HDDVs using the EPA PART5 mobile emissions model: (winter UT County weekday Vehicle Type Mix Fractions traffic) 2002 2BHDDV LHDDV MHDDV 

### HHDDV BUSES Arterial 3,914,204 0.0094 0.0000 0.0122 0.0264 0.0021 Fwy& Ramp 2,942,674 0.0146 0.0000 0.0190 0.0411 0.0033 Local 1,424,522 0.0004 0.0000 0.0005 0.0011 0.0001 SUM 8,281,400 UT County Emission Factors 2002 2BHDDV LHDDV MHDDV 

### HHDDV BUSES Arterial 0.147 0.000 0.518 0.594 0.479 Fwy & Ramp 0.147 0.000 0.518 0.594 0.479 Local 0.147 0.000 0.518 0.594 0.479 UT County PM Exhaust Emissions (tons per winter weekday) 2002 2BHDDV LHDDV MHDDV 

### HHDDV BUSES SUM Arterial 0.0060 0.0000 0.0273 0.0677 0.0043 0.1052 Fwy & Ramp 0.0070 0.0000 0.0319 0.0792 0.0051 0.1232 Local 0.0001 0.0000 0.0004 0.0010 0.0001 0.0016 SUM 0.2300
4. Find values of HDCF, the heavy-duty control factors: The Radian study defines HDCF as the "heavy-duty control factor". This factor is used to recalculate the emissions inventory after test and repair. Values of HDCF by Model Year Group Weight Class HHDDV 1968-1984 0.8243 1985-1987 0.8120 1988-2003 0.9656



### 19MHDDV LHDDV 0.8243 0.8243 0.8120 0.8120 Compute values of HDCF by vehicle weight class:

Weight Class HHDDV MHDDV LHDDV HDCF by Wt Class

0.9303 0.9303 0.9303 0.96S6 0.96S6

In the Radian study, only three groups of heavy-duty diesel vehicles were used, whereas in PARTS, five groups are used. Condense the five groups used in PARTS to the three groups used in the Radian study. PARTS Groups 2BHDDV and LHDDV MHDDV HHDDV and BUSES Radian Groups LHDDV MHDDV HHDDV Thus the values of HDCF for each of the five vehicle groups in PARTS are as follows: 2002 2BHDDV LHDDV MHDDV HHDDV BUSES HDCFs 0.9303 0.9303 0.9303 0.9303 0.9303 S. Compute adjusted inventory accounting for emissions reductions from opacity program: Let "Favg" =the inventory of PM exhaust from HDDV in tons per day before test and repair. Let "Fadj" =the inventory of PM1 0 exhaust from HDDVs in tons per day after repair to the point where they pass the opacity test: Thus Fadj = Favg * (% targeted * a * b * (HDCF -1) + 1) where "% targeted" = 1.00 or 1 00%; "a" = 1.00 and "b" = 1.00: The values of"% targeted", a and bare each 1.000; therefore, simply multiply the emissions inventory computed in step 3 above by the value of HDCF to obtain the new inventory after test and repair of HDDVs. Adjusted Inventory of PM Exhaust Emissions (HDDV only) After Test and Repair
PM PM PM PM Exhaust PM PM 2002 Exhaust Exhaust Exhaust Emissions Exhaust Exhaust Emissions Emissions Emissions Emissions Emissions (tons per (tons per (tons per (tons per winter (tons per (tons per UT County winter winter winter winter winter weekday) weekday) weekday) weekday) weekday) weekday) 2BHDDV LHDDV MHDDV HHDDV BUSES SUM Arterial 

### o.ooss 0.0000 0.02S4 0.0629 0.0040 0.0979 Fwy& Ramp 0.006S 0.0000 0.0297 0.0737 0.0048 0.1146 Local 0.0001 0.0000 0.0004 0.0010 0.0001 0.001S 0.2140 6. Compute the PM exhaust emissions reductions from the opacity testing program:



### 20PM PM PM PM Exhaust PM PM Exhaust Exhaust Exhaust Exhaust Exhaust 2002 Emissions Emissions Emissions Emissions Emissions Emissions Reductions Reductions Reductions Reductions Reductions Reductions

(tons per (tons per (tons per (tons per (tons per

winter winter winter (tons per winter winter winter UT County weekday) weekday) weekday) weekday) weekday) weekday) 2BHDDV LHDDV MHDDV HHDDV BUSES SUM Arterial 0.0004 0.0000 0.0019 0.0047 0.0003 0.0073 Fwy & Ramp 0.0005 0.0000 0.0022 0.0055 0.0004 0.0086 Local 0.0000 0.0000 0.0000 0.0001 0.0000 0.0001 0.0160 7. Compute the PM exhaust emissions reductions from the opacity testing program (in percent): (for HDDVs only) = 2002 6.97% Utah County RECALCULATION OF THE ADJUSTED INVENTORY (i.e., the post-repair inventory of HDDVs only) USING A VALUE OF 96% FOR"% TARGETED": The 1/M program managers report an estimated compliance rate of 96%, which is a more conservative value for the variable "%targeted". Let "Fadj" =the inventory of PM1 0 exhaust from HDDVs in tons per day after test and repair. Thus Fadj = Favg * (%targeted * a * b * (HDCF -1) + 1) where "%targeted" = 0.96 or 96%; "a" = 1.00 and "b"

= 1.00: Fadj =initial PM10 exhaust inventory of HDDVs * (% targeted*a*b*[HDCF- 1] + 1) where %targeted= 0.96 or 96%, the compliance rate; and a and b = 1.00 each.
Fadj = (0.230 tons per day) * (0.96*1.00*1.00*(0.9303 -1) + 1) 0.2146 tons per winter weekday 8. Compute the PM exhaust emissions reductions from HDDV opacity testing program at a compliance rate of 96%: 2002 Utah County = (0.2300

- 0.2146)/0.2300 = (0.0154/0.2300) = 0.0670 

# = 6.70%



### 21

### • 

### •

Utah Division ofAir Quality Response to EPA's Comments on Utah's "ParticulateMatter (PM) Exhaust Emissions Reductions from Diesel Inspection and Maintenance (1/M) Programs in Utah (Davis, Salt Lake and Utah Counties)"- January 20, 2005

Numbers indicate the paragraphs in EPA's comments where the questions were raised. 

### 1, 2, 3. EPA believes that we are not meeting the requirements ofthe Voluntary Mobile Source Emissions Reduction Programs (VMEP). Response: a. DAQ is not requesting EPA to approve the diesel opacity testingprogram as a VMEP control measure for the PMJO SIP. DAQ is requesting EPA to approve a two percent reduction in on-road heavy-duty diesel vehicle PM10 exhaust emissions,which is a small reduction. IfEPA approves the emission credit (i.e., the two percent reduction in HDDV PM10 emissions), DAQ will be able to maintain an important control measure, in support of the newly proposed PM2.5 standards. The state would be disinclined to continue diesel 

### liM programs ifthere is no SIP credit. Without the opacity programs, on-road diesel vehicles would essentially be unregulated. This is not the message that DAQ wishes to convey to the trucking industry and the public. 

### 4. EPA believes that the use ofMOBILE6 inherently grants diesel 1/M emissions credit because PMlO EFs from this model do not account for deterioration effects (i.e., the model assigns the same EFs to older vehicles as new ones). Response: At the beginning ofthe PM10 SIP process, MOBILE6 did not include the ability to compute emission factors for PM. PAR T5 was used to model PM and S02 emissions. 

### 5. EPA questions the correlation between PMlO emissions and opacity readings. EPA requests clarification ofthe meaning ofthe variable "dTEML". Response: a. DAQ is aware that the literature shows that the correlation between opacity and PM is low. However, Radian Corporation, the author ofthe original study, has published an update to its report of 1987 showing stronger correlations. See attachment, "Multiple Smoke Opacity Measurements as Indicators ofParticulate Emissions for Heavy-Duty Diesel Vehicle Inspection and Maintenance Program". (approximately 2001) b. The variable "dTEML" is now clearly defined in the report.

Attachment 5

### 6. EPA requires that increases in other criteria pollutants, such as NOx, must be discussed and quantified. Response: The October 1997 TSD which contains amendments to the California HDVIP and smoke inspection program shows a negligible increase in NOx emissions for most ofthe repairs that reduce PM. See attachment (Tables 7-1, 7-2 and 7-3). Also, see the attached letter from Radian to Mark Carlock from 10/23/03. 7. EPA states thatDAQ's report applies to repaired vehicles only, or only [to] failed vehicles. DAQ will need to apply the findings ofthis report to the entire fleet ofdiesel vehicles, both light-duty and heavy-duty. Response: The opacity I/M programs in Davis, Salt Lake and Utah Counties require all 

### on-road diesel vehicles to undergo opacity testing-this includes light-duty diesel passenger vehicles and trucks and heavy-duty diesel vehicles (HDDVs). However, the goal ofthe original Radian Corporation report was to estimate PM 10 exhaust emissions reductions from HDDVs only. This approach is consistent with the Radian study, because its study does not address how to estimate PMlO emissions reductions from lightduty diesel vehicles and trucks. DAQ has not found any methodology or existing studies that can be applied to estimate PMlO emissions reductions from light-duty diesel vehicles. Our computations were limited to PMlO emissions reductions from HDDVs only. 8. EPA states that bullets 1 

### and 3 ( p.4 ofthe opacity report) are contradictory. In addition, EPA asks whether HDDVs undergo both OBD and opacity testing. Or are opacity tests performed only when the MIL light comes on? Response: a. Corrected in report. b. HDDVs undergo opacity testing only. In future years, the counties may implement OBD testing ofHDDVs. 9. EPA requests that we verify the values ofthe variables "%targeted", "a" and "b". Response: a. These variables are defined in the report. 

### 10. EPA states that the reported values of the variable "HDCF" are incorrect. EPA asks whether the values ofHDCF change in subsequentyears. EPA asks for clarification ofthe

2

# . •
paragraph under Table 1 ofthe report. EPA asks whether the variable HDCF and the numbers ofvehicles tested and failed apply to HDDVs only. Response: a. DAQ believes that its calculated values ofHDCF are correct (to at least three significant figures). Response: (continued) b. DAQ agrees that the values ofHDCF are not the same in subsequent calendaryears (e.g., 2003 -on). The values ofHDCF depend on the failure rate ofeach model-year group of HDDVs. DAQ expects the failure rate for opacity tests to decrease in subsequent years. This in turn causes the value ofHDCF to increase, which causes estimated PMlO exhaust emissions reductions to decrease.

c. In addition, the value of"% targeted" is 1.000 for annual testing and 0.500 for biennial testing. Underbiennial testing, the estimated PM10 exhaust emissions reductions decrease as well. d. Variables in Table 1have been labeled and defined in the report.

e. The heavy-duty control factor (HDCF) and the numbers ofvehicles tested, initially failed and then repaired pertain to HDDVs only. f. In order to clarify the computations, DAQ has eliminated references to light-duty diesel vehicles and trucks in the appendix pages (9 and 1 0) ofour report and in the attached detailed computations for Salt Lake and Utah Counties, respectively. The computations have been rewritten to make them easier to follow. 11. EPA needs clarification ofthe term "weighted average" (see page 9 ofreport). This term appears twice on page 9-in the computations for Salt Lake County and again in the computations for Utah County. EPA needs clarification ofthe sentence which reads, "The diesel inventory is both heavyduty diesel and light-duty diesel emissions, so the reduction must be calculated for the whole diesel inventory". Response: a. The term "weighted average" applies to failed HDDVs only. The value of"weighted average" is different for each county. In addition, the term "weighted average" refers to "weighted average ofthe value ofHDCF". There is a unique value ofHDCF for each model-year group ofHDDVs. Both "weighted average" and HDCF are functions ofthe failed HDDVs. b. The inventory includes PMIO emissions from HDDVs only.

3REGULATORYAMENDMENTSTO CALIFORNIA'S HEAVY-DUTY VEIDCLE INSPECfiONPROGRAM AND PERIODIC SMOKE INSPECfiONPROGRAM**TE~CALSUPPORTDOCUMENT**

Prepared 

### by: CALIFORNIA AIRRESOURCES BOARD 

### and ENERGY AND ENVIRONMENTALANALYSIS, INC.

October 1997

This report has been reviewedby the staff of the CaliforniaAirResourcesandapproved for publication. Approvaldoes not signify that the contents necessarily reflect the views and policies of the AirResourcesBoard, nor does it mention of trade names orcommercialproducts andservices constitute endorsement or recommendation for use. ·1' ' ··. Attachment 6RESULTSOFTRUCKSTIIATHAVEVISITEDREPAIRFACILITIESNORTHERNCA.LIFORNJATruckEn&inof.acinoY-FacWTatOp.cityRepairLocalioalllilillI0---r--l3614IS2023242837.C24344...-Cummillscu.pillarCummiuMadeCunmiaslHMadeCumminsCaterpillarCumminsCumminsCumminsCummins.•·-:-·.:...·.•\.,._........"'·-m'·.·•".-·,....NTCJSO19&019&0NTC4001984ETAZB67B.1971NTC-4001911DTo4661912EC63SO19UISS1912169]1974L-101919NTC4001984L-101993IS$197S------:-_r_--·49.6<•fiharw.._1/09197SS.II]/-4/97Cummint-SacnmcniOchallgod)211019170.7l/5197CaGpillll'•SuiLc.ndro70.4212519152.11311719761.9DindPcdclnaucc•212019194.14121197Sacnmcnto12.63126197O.S4122197Cummins·Sul..andro40.6Riwnicw1lld3119/9743.14117197SrocnmcaklSl.lDowHaaloDd•Modesto(filelpap$/1197iw.nalywodc)DiadPafonunce.S/619163.15116197SKriiiiCIIto74.4S/19/9769.1S/21197Jticbd1i-Sb:f,:Da19.7Tcnt0Tradar•4181')768.8S/22197Sacnmcnto.CI.I512719746.1S/21197IRighetti•Stod;1oa<49.5S/24/9796.9S/29197RiKhdli•Slodctoa96.3S/2119122.2S/30197RighcUi•SIOdc1oa43.4SI24."J766.7S/30197Riellehi•Stodcloll63.2-------Rep&inFuelpumpcalibntod,....__.l'unlplllllia&adjRatiofAll*«<linstalled.Pumprecalilnteda..-..puff...llllhllul_.,.oW,IIIIIIUiboRe-calibntodill_ieclonRepllcodilljocWRdJui1tIUclJIIIIIIPSetCMdad.RpiKodilt;tGiartips,npa-1IIRocoolcr,ldjtulcllaMrOidAdjus1cdfuel,....,AdjultcdCJio'fllleldllldfttubedilljedonRebuiltAFRCRcp-1injoctonAdjAFRC,Oushed·uvcc:tonReletClllioc0\'abAdendrcplt'"IinjectorAdjAFRCReletvalvesandinjodon-ColtS495.95SI12.J7S491.69S1111.26Owllr,.W_CMI'I&•$741.61$)69.61so.oo$1644.31OwertoS49S.SO$396.32suo.ssS%6.00_!379.46-r..a----I19.067.762.113.211.019.52US4.721.0jI21.1I35.9I'13.4I10.4I23.6J323I25.6I21.2'i11.1J-,J:>.I•-.f·•"•-';,"\>'•'''r\',,,>,.,.....•or.....'·"'!>-"·'''"......,..,.,.,......--..."-."'"····.···i''"'RESULTSOFTRUCKSTIIATIIAVEVISITEDREPAIRFACILITIESNORTHERNCALIFORNIA(Cclalillled)TIUCtEneineEqilleYwFieldTestOplcityllep!WLocatioalritial------------------Flucluateclbetweea4!iDcaoit1\'-711973S/2019739and1751'1.7197DchaTnd.Ccata-33.0S/2919746CllllllllinsNTC4001910512119143.16fJI91Rilheni-SIOdcton46.947CUIIIIIIiuNTClSO1974512119147.S6fJI97Riglletli•SloclclonS2J41CuaDnsNTC3501914S/2119769.3614191RichctQ-SIOI:klol12.46/13197)2.249CumminsNTC40019195/2819745.7614191Righetti-Stodcton40.7soCllmminsNTC3SO19115120/1174B6i4197Ripetti-SD:t1on•u5IO.oit61..-7119146/419762.16110197RolL•Stockton61.652IHDT4661976S/21f<T751.461llf<T7lnlcntale-Stodcton.9.653Dcnit6-711m41211'1761.4611ll'17R.t:L-Sloclcton73.7S4Catcrpill.,340681917S/28197]9.66113197HoltBros-Slocktoa37.1ssCatcn!ill.,3406819&7S/2819736.86/13197Holtllrol•Slodctoe31.956Catcrptlllt31761993611319721.16/13197HoltBros-Slockt01121.2S7Catcrpillu330681984S/211'1751.66113197HoltBros-SlocttonSS.lsaDetroit6-7119&S61419766.661131'17RieLDiesel-St«k1on75.759Catapillar31761990S/24197396/13197Hollllrol-St«kt01137.1L__60BV-92c__l977612197956116197R&.LDiesel-Stoc:ktoa93.6llqllinC1eModairfilterTIIDHP(letwl-,lmjectan,...acmnor)AdjUSialftJCI,_.,lutaiW_....ldwR«AdjnodW,_,RHCtovabaiadfrepiiiCOIIinjedanRe-111ovat.dlidlrepllocdqecllnRaot._.,.delayRepllaci!Vdc•111111Rcplleed-*aSetdnldeclday,,..,._.rock.-111111,RclluiUAFRCRebuihAFRCTlllliacIIIIIpcnalitymoduleAdjuslodAFRC1MiajoctarIIOIZiesSet1hroCtledelay.FOUIId.u-tchodinjodonandlinenSctowdleadf<:blngecl_compuler.lnstallocifnUiedelayCost$]4].11SIIO.OOS922.11SlllllciacMiwclm6.13S777.31S777.31S316.091631.66$541.61$213.11S480JB$414.19$706.90$401.79$984.26SW.94......-..--·26.222.319.626.032.129.177.116.130.034.614.6I16.727.7I9.S'21.161I42.49.4211.2f!l1><.-.!f"......rII-w...........\',•·-.........,....-·1-.............-..1'""'"'-:·····r,...,.--......·-t<·•'.·•·•......,...,...._..........,...•••-;..·:--r.-"';.........,.,·T.............................-.,:--··"RESULTSOFTRUCKSTHATIIA\'EVISITEDREfAIRFACILITIESSOUTHERNCALIFORNIATRICkEna._£acineY_.FieldTestOpaeilyRqiUlocati011lnilialRcpQaCostf"mal·-·-------------.ICuavnills1'/TCJ3S19711211919662.5211197Cummins-R.iallo9UNewIUclJMIIJIinmlled$100.0024.94CUrnmiDs1'/TC3651990211&19772.1]IS/97Cummins-RialtoS7.SRecalibnledlilclIIURIP$544."IS.II5CumminsNTC400197921619763.1)/6/97Cummins•Rialto78.SR-libntedIUcl5469.9924.6ICben&ed...fdlcr....7C.llrpiH•3<106-B1913ll&."¥762.23/l0/97Calcrpt11ar·Whiaia'supslcetlS2J9.07SS.lAFRCreworked$241.1511.0Olanced-ICallrpiU.-3-406-8199021419719.13125/97Calcrpi!Jar.Whit!Mr52.9reWOitedAFRC$306.3911.59ClltnminsNTC4001986)/619793.23126.'97Cummins-Rialto95.)1\aclpump$539.1010.9Rcpl--aInjectorsMidI10DenilIV-9219103/1319792.6l/26/97Detroit•CiiVof'lnduslry92.0holdedclly$944.101.3IIICIUIIminsNTC4001911213/9775.74/J/97Cummins•Rialto78.7RecalibraledlbclDUIIIP$52.5.1520.1RHuiltStopr-.,CollftlwM....oil12CumminsNTC44419113117197H.S4/10/97a-ins-RialtoSI.OlcalcatSTCoilrail.1714.3947.0RcpeirdidnotbclpmudlSlloplfiWallat6cWet...,.lllwbidil;ecton.TNCkwurclcuodbccauiCtuckOM*Aidflathohidtogo.lJCalclpillar3406-.o\1911311719796.94116197Caterpillar-Whinier91.0ReconditionedAFRC12.2AdjustedrailprcSIURI16CumminsNTClSO198S419197-46.94123197Cummins•Riallo41.0Uldfilellirbec$11.94li.ORec:alilnlodfilelpump.adjusted10__.and17CUmminsNTC350191441919742.24121197Cummins-Rialto47.0AFRC11.1RebuiltUldadjustedIBCat«pillu330681911313119773.9.cl30197Catcrpilw-Whinier92.-4file!ratiocontrol6.646.6Dift'erenccbetweenfieldandsboptestist.ec.uscReplacedreversingnclc.ownerhadinjec:torsrelayvalveUldadjusted19MackEM6-l00)983-4/IS/9778.7sn/97Mack-Anaheim£_leanedandrebuilt.injeclionpu"!!'___$15!.9125.9..•I1-0.....""t..a:.I-.a:.-·-··--ll£SULTSOFTIUJCICSTIL\TIIAVEVISITEDllUAJRFACILITIESSOUTIIEIU'fCALIFOIU'UA(Cal!liiM4)TIUdtEa&i-£apeY_.FieldT..aOpKilyRopUrLocalioa....._...,_.................21OamJniuNTC3501911:VII/9761.2eu-aiu.)doMcWJo40.9llc-iuL-101911311919759.1S/IS/9792.9lSc--.L-1011114S/1919'749.7S/19197c:-iDa.ElCajaa"''·'Po-S)'IMIU•SID16C.tapillv3-40681911Vl019163.7S/'20197Dic&o11.3l1CununiNL-10'"'S/119766...Culnnaina-ElCajGII12.0l9CUmminsNTClSO19173/11197615122197Cuaniu.Riallo0.1lOOllllmiaaNTC1919ll5l'n10.1Slll/97o-M..Jtiallo9ll611919'7c-.ina-Maalcldlo71.1Powers,......SeallC..tapillv3306B1975S/11975122197IDieao11.012CumminsNYC.COO1979S/119172.6CUmmins-ElC.joa10.633CumnUnaL-101917S/119763.9SI2'JN1!Cummins-ElCejoa76.0l-'MackEC0-3501911S/119761.25f2fJI97ElcWf.qllipaacal)1.4PowarSY5\CIII1•SIDC.tcrpilllr)30681916S/1197.QicacL_9S.O.....eo.F"..&--=1472.1321.1I0...10Ia.,...IMcelilmM,.y-..I........«MrSJ.'*59.0..............I........SI9SU613.1o..r•...............4U.................$1,.232.112U.......................-....<.........._...,$175.1511.1F.!...$)91.9134.1IAdjuiiMAfRC$247.7111.1................SMI.7161.3Miu...........llse.uo35.6.................t'I-'--......._..Sl039.20lUA4u*IW..-..TNCklloall&waW_..'-"42.Z731.7FuelPlapc.&lntiaaJ6.1.................airoooa.,IIIIIGiiGIS14t.S6S6.7S63USRMiltW.-plllltO.W.IOPI}'_29.1lilaia&.fild..uillp:valva.airruecrS696.l919.4TmkEncincEncine··--...-...-36DOCSeries60llCwruninsNTCJSO39CumminsNTCJSO.coCumminsL-10IVl41Cummills61Detroit6V-9262Caterpillar)406866Made.EC668Caterpillar3406-B693406-BRESULTSOFTRUCKSTIIATIIAVEVISITEDREPAI'RFACILITlESSOUTIIERNCALIFORNIA(Continued)Yearf'ICidTeatOpKityLocali011lnilid--·----191958.3S/21191\'aiJc::yDOCFOI.&.ot1otalceinitialrest198441119717S/27/97Cummins-Montebello96.019794flfC1711.6S/21/97Cummiru•1\fontebeRo19.0DidnolllavcIIICtcrlo1987S/2319772.6S/29197Cummins-ElCajontalcetest6113197.,Didaothave•198518.25127197Cummins•ElCaj011talcetestValleyDOC·Cityof1979S/2719769.16/10.197Industry71.9HarborDiesel•Long6119197Beach6719885/21/9713.66116/97PowerSystems•Whillier81.3198872.56/12197·Anahiem93.51990112519712.12121/97Caterpillar-Whinier1986SI2JI9749.26/20197San'--·7JlepeinRepl&oed2injoclonlindexhaautllllllifoklRepdedlilclpumplindinstalledmiuincAFRCIputsJlepairodfUelpumpIIIIIini1UicdmissinlAFRCIputsRepeireclilolpumpFlushlindtune.replacodlilljoctonrockerumsNICIIinjec10rResetlhroltlodelayLlnflluuedlbroetlcdelayorifaRcbuiltAFRCRepairedfuelpumpReassembledAFRCvalvelhal\VISstickingReplaoednozzlesCostFilial:..c::::._-·-SI2Ss.&lOwn«topay$20049.1$793.1912.1s<J06.7312.9.S54U447.4$959.9127.9S1S9.94roundodlomo11yCummins24.2S7S5.6S70.7S710.6010.1$176.2612.S$1,962.38I..CS2.C7.009.7$805.931_!li_M><=Ed=iI-l'

# .. 

# ..

CHAPTER 7 BENEFITS OFTHE HDVIP AND PSIP

OVERYJEW Aswiththe cost analysis, the emissions impact analysis in this report evaluates the impact of

· the overall inspection programs compared to having no such programs. The StaffReport also

.includes an incremental analysis showing the impact ofthe programs with the proposed

amendments incorporated, compared to the originally-adopted programs. Implementation ofthe HDVIP and PSIP will produce a series ofbenefits that can be generally classified as follows:

• A reduction 

### in the number ofheavy-duty diesel vehicles emitting excessive smoke; • A reduction in criteria and toxic air pollutant emissions from heavy-duty diesel vehicles; • A reduction in heavy-duty diesel vehicle fuel consumption; • A potential improvement in heavy-duty diesel vehicle reliability and performance. Reducing the number ofexcessively-smoking heavy-duty diesel vehicles is the primary goal ofthe HDVIP and PSIP. Reductions in criteria and toxic air pollutants, reductions in fuel consumption, and any improvements in vehicle reliability and performance accrue as direct, but secondary, benefits ofthe smoke reduction repairs. This chapter presents estimates ofthe magnitude ofreductions ofexcessive smoke, criteria pollutants (i.e., hydrocarbons or ROG, NOx and PM), and fuel consumption that will accrue due to HDVIP and PSIP implementation. Estimates have notbeen developed for toxic air pollutant reductions or any heavy-duty diesel vehicle reliability and performance improvements arising out ofprogram implementation, primarily due to a lack ofdefinitive data on which to quantify the magnitude ofsuch benefits. Studies necessary to determine the magnitude oftoxic air pollutant reduction and vehicle performance benefits could be conducted as an integral component ofthe HDVIP and PSIP programs simultaneously with active program enforcement. As demonstrated below, the HDVIP and PSIP are very cost-effective programs, even in the absence ofexplicit estimates for these secondary program benefits. Section 7.2 presents estimates for the HDVIP- and PSIP-driven reduction in the number of excessively-smoking heavy-duty diesel vehicles operating in California. Section 7.3 presents estimates ofprogram-driven reductions in criteria pollutant emissions. Finally, Section 7.3 presents estimates for the quantity ofdiesel fuel saved due to HDVIP and PSIP implementation.

7-l7.2 REDVCIION IN 

# mt NVMBEB 

### Qf YEBICLES

### IM1TIING Ex:CESSIYE SMOKE Generally. the effectiveness ofanemissions control program is measured 

### in terms ofdollar cost per mass. ofpollutant redU<:ed. However. since the primary goal ofthe HDVIP and PSIP is to reduce the level ofsmoke emissions from 

### bea.v.y-duty diesel veh;i(;les.. such a metric is ofno utility in quantifying primary prog,ram benefits. Smokeemi!.W>Ds are not measured on a mass basis and 

### cannot be added &a"OS$

### aD operating heavy-duty

### diesel vehicles toprovide 

### auseful measure 

### ofthe total quantity 

### of

### smoke reduced 

### thtoug.h theHDVIPand PSIP. 

### The most 

### reasonable measure for evaluatingHDVIP and 

### PSIP**sue~** 

### ia 

### reducing SlOOke emissions is through aa estimate of

### the program-induced 

### decrease inshe number ofheavy-duty diesel vehicles with 

### excessive smoke emissions

## operatin& in California. Tbe 1990'TSD presented a detailed theoretical analysis ofthe expected**redu~ion** in the number 

### ofheavy-duty 

### diesel vebicles withexcessive 

### smokeemissions operating 

### in California between 1990and 199S due tothe- implementation ofthe original HDVIP. While the details of that**analy~** 

### are not reproduced here. 

### a decline in thefi:actioa ofexcessivety-smoking vehicles from 44 

### pereent ofthe hea'V)"-dut)r diesel 

### fleet in 1990

### to 21 

### pen:ent ofthefleet in 1995 was predicted. Section 6.5.2 

### ofthis TSD 

### discusses data collected under the original HDVIP that provides

### a compelling vatidaboa 

### oftile 1990Tsn·sanalysis.**Mcrreover~** 

### this observational data provides a firm foundatioft onwhich tobasetheexpected decline in excessive smokeemissions due toimplementation oftheproposed HDVIP and PSlP. Datafrom the original HDVIP indicates that approximately 4S percent ofheavy-duty diesel vehicles wereemitting excessive smoke duringthe first few months oftheprogramin I991. By the end oft993**~** this ftaction had declined to lll.S: percent.. readily illwstrating theeffectiveness of that program

# m reducing dienumber ofvehideswith excessive smoke**emissions~** The recent RandomTru<:k Opacity Survey, conducted in support ofthc: proposedHDVIP and PSIP, indicates that the current failure rate for the same subset of vehicles subject to· the original HDVIP (i.e., pre-1993model year heavy-duty**diese~** vehicles) is approximately 20 percent (for an equivalent-stringeMy opaeity standard 

### and adjusting 

### for freet aging). Therefore, while there apparently hasbeen some backsliding ofmaintenance pramces since the suspension ofthe original HDVIP, the- effects. ofthat programremain strong andthenumber ofheavy-duty diesel vehiclesemitting excessive smoke continuestobe well' below that whicft wouldbe observed ifthe program were never implemented. It seems. reaso.nabte. however. to expect that over time, the percentage of !:tea-vy-du:tydiesetvehideswith oeessiv.e smoke emissiQn,s,wiltcontinue tel)- increase ifthe proposed: HOVIP'andPSIP are- not implemented. eventually stabiTtzing at**a.leve~** near that observed at the- beginning of the original!HDvtP. In addition

### ro preserving the current gains made through: theimplementation ofthe original HDVIP. implementation ofthe proposedHD·VIP and PSIP will promote a**renew~td** emphasis on vehicle maintenance and a corresponding furtheli reduction.in the number ofexcessively-smoking vehicles in California. It is estimated that after the first full year ofimplementation ofthe proposed HDVIP and PSIP (i.e., 1999), an additional 7 percent decline in the number of
7-2 ' 

# ·- 

# ..excessively-smoking heavy-duty diesel vehicles will be observed through the renewed promotion ofdeterrence-based vehicle maintenance (returning such maintenance practice to the same rate of occurrence as obseiVed at the time ofsuspension ofthe original HDVJP and avoiding further erosion ofthe gains ofthat program). This translates into a estimated 70,472 excessivelysmoking heavy-duty diesel vehicles in California in 1999 as opposed to 74,503 

### in the State without the proposed HDVIP and PSIP. Similarly, the number ofexcessively-smoking heavyduty diesel vehicles 

### in California in 2010 is estimated to be 67,657 with the proposed

### HDVIP and PSIP and 71,526 without the programs. These reductions should be viewed 

### in a larger perspective in that the indicated decline in excessively-smoking heavy-duty diesel vehicles (4,030 vehicles in 1999 and 3,869 vehicles in 2010) is but a fraction ofthe total decline due to HDVIP and PSIP implementation. In the absence ofthe lingering deterrence effects ofthe original HDVIP an additional24,747 excessively-smoking heavy-duty diesel vehicles would be in operation in 1999 and an additional 33,710 excessively-smoking heavy-duty diesel vehh,;

...; would be in operation in 2010. Therefore, the overall reduction in excessively-smoking heavy-duty diesel vehicles is 28,778 in 1999 and 37,580 in 2010. These reductions equate to a 29 percent reduction in excessively-smoking trucks in 1999 and a corresponding 36 percent reduction in 2010. While the bulk ofthe original HD'VIP-driven share ofthe reduction for 1999 can be presumed to occur regardless of implementation oftheproposed HDVIP and PSIP (given the fact that most ofthe deterrence-driven reduction is currently in place), there is no assurance that the estimated reduction for 2010 would not erode substantially ifenforcement ofsmoke standards is not resumed. Between 1999 and 2010, much, ifnot all ofthe lingering deterrence effect ofthe original HDVIP could be lost without implementation ofthe proposed

### HDVIP and PSIP.



### 7.3 REDUCTION IN CRITERIA POLLUTANT EMISSIONS Repairs and deterrence effects ofthe HDVIP and PSIP will not only reduce the number of vehicles with excessive smoke emissions, but will also reduce mass emissions ofcriteria pollutants. However, the determination ofHDVIP and PSIP impacts on criteria pollutant emissions is complex, involving such factors as detailed data on emission control system malperformance, the effect ofindividual malperformances on criteria pollutant emissions, the ability ofthe HDVIP and PSIP to identify individual malperformances, and the success ofvehicle repairs 

### in correcting identified malperformances. This subsection presents an estimate ofthese factors and the resulting magnitude ofthe criteria pollutant impact for ROG, NO", and PM. CO emissions from diesel vehicles are low relative to their gasoline counterparts (due to excess air combustion conditions) and therefore are not addressed in this analysis. The 

### ARB MVEI7G emissions inventory model indicates that diesels in total are responsible for only about 3.5 percent ofvehicular CO emissions in 1999 and about 7.5 percent ofvehicular CO emissions in 2010. Subsequent tothe preparation ofthe 1990 TSD, the ARB updated their MVEI7G emissions inventory model to estimate the criteria pollutant impacts ofa heavy-duty diesel vehicle smoke inspection program such as that proposed. Using the MVEI7G model would greatly simplify the
7-3detennination ofcriteria pollutant emission impacts since the model represents the State's official emissions inventory estimation tool and would provide a direct link between the analysis of HDVIP and PSW emission reductions and the overall State emissions inventory. Moreover, since ARB modeling staffindicates that the encoded MVEI7G algorithm to estimate emission reduction impacts was based on the methodology outlined in the 1990 TSD, thetheoretical foundation for the algorithm is both documented 

### and well understood. Unfortunately, preliminary emissions analyses using MVEI7G indicated problems with practical application ofthe model algorithm. First, the model did not account for the deterrence effects ofthe smoke inspection program, instead assuming that only those vehicles that are actually inspected and issued citation make any repairs. 

### As experience with both light duty vehicle inspection programs and the original HDVIP indicate, there is a sizeable deterrence effect due to program implementation that mustbe accounted for in quantifying program benefits. Second, theMVEI7Gmodel-assumed failure rate for individual model yearvehicles is invariant overtime. For example, a 1990 model yearvehicle fails at

### the same rate in 2010 (when it is 20 years old) as it did in 1995 (when it was 

### S

### years old). Such an assumption is not consistent with test program data such as that discussed 

### in Section 6.4. Finally, thepollutant-specific impact coefficients encoded 

### in MVEI7G are not consistent with the 1990 TSD modeling upon which the MVEI7G algorithm was based. In fact, individual repairs would have to reduce emissions by more than 100 percent in some cases for the coefficients encoded in MVEI7Gto be accurate. To sunnount these issues while at the same time retaining the advantages ofMVEI7G in terms ofoverall consistency with the State inventory (including consistency ofoverall vehicle counts, model year distributions, and vehicle class distributions), alternative sets ofinput parameters for use in the MVEI7Gemissions impact algorithm were developed to properly consider all HDVIP and PSIP impacts. The MVEI7G algorithm can effectively recognize five distinct HDVIP- and PSIP-related parameters as follows:

• The calendar year-specific heavy-duty diesel vehicle inspection rate; • The model year-specific failure rate within each class ofheavy-duty diesel vehicles; • The calendaryear-specific failed vehicle repair rate; • Model year- and pollutant-specific (ROG, NOx, and PM) emissions impact factors; • A calendar year-specific "discount" factor to correct for the phase-in ofprogram benefits during initial inspection years. Revised data was developed for each ofthese five parametersfor both 1999 and 2010 to analyze HDVIP and PSIP benefits. 7.3.1 Pollutant-Specific: Emissions lmpac:t Fac:toa As indicated above, the pollutant-specific emissions impact factors encoded in the MVEI7G model imply a greater than 100 percent emission reduction effectiveness ofrepair in some cases. Therefore, these factors were revised for this analysis to better reflect the actual emission

7-4 

### . 

# .reduction benefits ofvehicle repair. The basic smoke program-induced correction algorithm encoded 

### in MVEI7G is:

where: BERCF is the basic emission rate correction factor for vehicle class "i", model year 

### "j", and pollutant "k" due to smoke program implementation, IRis the smoke program inspection rate for vehicles in class ''r' in the calendar yearbeing modeled (in percent), RR is the fraction offailed vehicles in class "f' repaired in the calendar yearbeing modeled (in percent), FR is the smoke program failure rate for vehicle class "f' and model year "j" (in percent), and PSIF is the emissions impact ofrepairs for vehicle class "f' and model year "j" on pollutant "k" (in percent).

The structure ofthis algorithm is quite complex, especially the term involving the inverse of the failure rate (FR) and pollutant-specific impact factor (PSIF). Nevertheless, the basic emission rate correction factor (BER CF) should be equivalent to a calculation based on a simple pollutant mass balance as follows:
BER CF 

## = (Fraction Not Repaired) (1) + (Fraction Repaired) (ERCF)


## =(1 -Fraction Repaired) + (FractionRepaired)(ERCF)



## = 1 - ( 

# !o)(**~:0)**

# (:) + (

# ~~) ( :) (

# ~) (ERCF)

where: ERCF is the fraction ofpre-repair emissions left after a smoke program-induced vehicle repair.

7-5

# ==~---------------- 

# ..**·~**• 

# •

....

TABLE 7-1 CATALYST AND PARTICULATE TRAP DEFECT FREQUENCIES

· ..·. ·.•. 

### ....... ·.· . . ·. <

. Defect ·



### HHDDV 0.00 0.00 

### MHDDV 0.00 0.01 

### Catalyst Removed LHDDV 0.00 0.03 

### Urban Bus 0.00 0.00 

### HHDDV 0.40 

### I 0.50 1 0.00 

### MHDDV 0.30 0.00 

### Trap Removed LHDDV 0.30 0.00 

### Urban Bus 0.05 0.00
1 California-certified engines IFederally-certified engines.

7-7

# ..

( TABLE 7-l EMISSION REDUCTION CORRECfiONS FORAVERAGE REPAIRS

..:.-. 

### Vehicle 

## Oasi

. ModelYearl

. 

### ROG NO* 

### PM Pre-1987 0.8211 0.9817 0.6411 1988-1990 0.8349 0.9869 0.6798 HHDDV 1991-1993 0.7952 1.0008 0.7123 1994 and Later 0.8046 1.0008 0.6755 Pre-1987 0.8171 0.9934 0.6650 1988-1990 0.8258 0.9967 0.6990 MHDDV 1991-1993 0.7464 1.0037 0.6693 1994 and Later 0.7549 1.0037 0.6243 Pre-1987 0.8432 0.9926 0.7492 1988-1990 0.8442 0.9939 0.7514 LIIDDV 1991-1993 0.7542 1.0007 0.6772 1994 and Later 0.7627 1.0007 0.6388 Pre-1987 0.8914 1.0021 0.8063 1988-1990 0.9254 1.0041 0.8716 Urban Bus 1991-1993 0.8768 1.0024 0.7887 1994 

### and Later 0.8784 1.0024 0.7906

7-8 ; ' 

# ..

# ..

TABLE 7-3 

### EMISSION REDUCTION CORRECTIONS FOR FULL REPAIRS



### ..

## Vehic1~·a~ss .· ModeLYears ROG·. ·NO,. 

### PM Pre-1987 0.5879 0.9450 0.4257 1988-1990 0.6201 0.9086 0.4625 HHDDV 1991-1993 0.5518 0.8488 0.3923 1994 and Later 0.5482 0.8488 0.2965 Pre-1987 0.5407 0.9309 0.4268 1988-1990 ,... 5562 0.9280 0.4552 MHDDV 1991-1993 0.4376 0.9004 0.3249 1994 and Later 0.4324 0.8919 0.2173 Pre-1987 0.5474 0.9996 0.5116 1988-1990 0.5477 0.9908 0.5117 LHDDV 1991-1993 0.4221 0.9083 0.3278 1994 and Later 0.4163 0.8961 0.2154 Pre-1987 0.6761 0.9545 0.5882 1988-1990 0.7457 0.9885 0.6886 Urban 

### Bus 1991-1993 0.6606 0.9741 0.4514 1994 and Later 0.6520 0.9741 0.4474



# ., 7-9

### ,.



# ,. ( 

# , - 

# ..



# ..

7.l.l Ychjclc ln.spcc:tion Bate Conceptually, quantifying the inspection rate for the HDVIP and PSIP is a straightforward calculation ofthe ratio ofthe number ofvehicles inspected tothenumber 

### ofvehicles in use. However, because

### the smoke inspection program correction factor algorithm encoded in the ARB MVEI7G emissions inventory model is fairly simplistic and does not incorporate any explicit mechanism for considering

### the deterrence-driven maintenance impacts ofthe HDVIP and PSIP, these impacts must be modeled using the standard "inspection-failure-repair" algorithm presented above. Effectively. the impacts ofany smokeinspection program can be broken down into two basic components: (1) the impacts ofrepairs resulting from actual inspection failure and (2) the impacts ofdeterredtampering and preventive maintenanceundertaken to minimize failure risk. The former impactsare 

### limited by the actual number ofvehicles inspected while the latter impacts affect a far greatervehicle population. Therefore, a simple encoding ofthe fundamental HDVIP and PSIP inspection rate into 

### the MVEI7G model 

### will significantly underestimate overall program impacts. As discussed in Section 6.5.2, approximately 26 percent ofheavy-duty diesel vehicles are expected to exhibit reduced emissions due to either deterred tampering or increased maintenance. This estimate isbased on 

### actual smoke inspection program experience in California, gleaned from original HDVIP data collected between 1991 and 1993. As stated 

### in Section 6.5.2, this deterrence effect was originally hypothesized in the 1990 TSD and 

### has subsequently been effectively confirmed in actual practice through the original HDVIP. Since theMVEI7G smoke inspection correction factor algorithm does not include an explicit mechanism to address this deterrence fraction, it must be modeled through its equivalent impact on the effective vehicle inspection rate. This rate significantly exceeds the actual inspection rate calculated strictly on the basis ofphysical inspections performed. The effective inspection rate can be alternatively viewed as that rate ofinspection that would bring about the same improved maintenance behavior in a fleet ofvehicles that undertook no improved maintenance except in instances ofsmoke inspection failure. 7.3.3 Yebjde Failure Rate As was the case with the vehicle inspection rate, quantifying the basic vehicle failure rate for the HDVIP and PSIP is a conceptually straightforward calculation ofthe ratio ofthe number of vehicles failed to the number ofvehicles inspected. However, the deterrence effect that affects the vehicle inspection rate, as described in Section 7.3.2, carries over to affect the failure rate calculation as well. In effect, 100 percent ofvehicles undertaking deterrence-based maintenance are assumed equivalent to inspection "failures". Therefore, the effective HDVIP and PSIP failure rate is the effective inspection population-weighted average ofthe 1999 and 2010 model year and class-specific failure rates presented in Table 6-6, and an effective failure rate of 100 percent for deterrence-driven repairs. Light-heavy-duty diesel vehicle failure rates have been estimated by adjusting the medium-heavy-duty failure rates presented in Table 6-6 by a factor ofone-third.

7-10This correction factor for light-heavy-duty diesel vehicles is derived from the default class-specific smoke program failure rates encoded in the MVEI7G model. 7.3.4 Failed Vebjclc Repair Rate Quantifying the basic vehicle repair rate for the HDVIP and PSIP is a conceptually straightforward calculation ofthe ratio ofthe number ofvehicles repaired to the number of vehicles failed. Butonce again, the deterrence effect described in the Sections 7.3.2 and 7.3.3 carries over to affect the vehicle repair rate calculation. Since 100 percent ofthe malfunctions undertaken through deterrence-based maintenance are corrected, these vehicles exhibit both a 100 percent repair rate and an individual pollutant-specific repair impact that is greater than the aggregate impacts ofaverage defect identification rates and average defect correction rates. The effective HDVIP and PSIP repair rate is the failed vehicle population-weighted average ofthe 78.5 percent repair rate for vehicles that were physically inspected and failed, as observed in the original HDVIP (and assumed for the proposed 

## m::·.""!P and PSIP, see Section 6.5.1) and an effective repair rate of 100 percent for deterrence-driven maintenance. Moreover, the average and fully-successful pollutant-specific impact factors (PSIF) presented in Tables 7-2 and 7-3 must be aggregated by this same weighting factor to derive appropriate calendar year-specific PSIF values for input into MVEI7G. 

### 7.3.5 First Year Pro2ram Benefit Discount The MVEI7G smoke inspection program correctionfactor algorithm discounts first year emission reduction benefits by 50 percent and assumes zero benefit for calendar years in which no smoke inspection program is in place. While this makes intuitive sense, it is not explicitly correct for calendar years, such as 1994 through 1998, where there are residual carryover maintenance impacts associated with a previously-operating smoke program (in this case the original HDVIP). However, this is not a concern for the 1999 and 2010 emissions modeling performed in this analysis and has, therefore, not been altered. Full HDVIP and PSIP emission reduction benefits are assumed in both emissions analysis years. 7.3.6 The No HDVIP and PSIP Baseline In the standard MVEI7G emissions inventory model, emission loads without a smoke program in place cannot be estimated in a calendar year during which a smoke program is in effect. The MVEI7G model assumes that a smoke program either is or is not in place in any given calendar year and cannot be instructed to model the same year both with and without a smoke program. To surmount this problem and derive both "withHDVIP and PSIP" and "without HDVIP and PSIP" emission estimates, a modified version ofthe MVE17G smoke program parameter input table was developed that included a vehicle failure rate ofzero for all vehicle classes and model years. This input table forces the basic emission rate correction factor to unity, thereby providing an estimate ofuncorrected heavy-duty diesel vehicle emission rates.

7-1 l 

# r

t 

### !

# • • MD'

-----------------------------------

7.3.7 MVEI7G-Estjmated HDVIP and PSIP Emission Reductions Appendix C presents the MVEI7Ginput parameter files used to model the impacts ofthe HDVlP and PSIP in 1999 and 2010, respectively. These input files are designed to incorporate both direct failure-driven repair impacts and impacts accruing 

### as a result ofdeterrence-driven vehicle repair. The Statewide criteria pollutant emission reductions estimated by MVEI7G are presented in Table 7-4. As indicated, the HDVlP and PSIP are expected to reduce 1999-ROG emissions by 6.37 tons per average day, 1999-NO" emissions by 12.24 tons per average day, and 1999-PM emissions by 5.23 tons per average day respectively. Similar reductions in 2010 of5.30 tons ofROG per average day, 14.04 tons ofNO" per average day, and 3.20 tons ofPM per average day are predicted. (MVEI7G predictions oftons per summer day and tons perwinter day were converted to tons 

### per average day by assuming summer emissions are applicable eight months oftheyear and winter emissions are applicable four months ofthe year. The net effect of this weighting scheme is negligible since there are no significant differences in estimated summer and winter impacts.) The considerable difference between theMVEI7G-estimated baseline emission estimates for ROG,**NO~,** and PM relative to corresponding estimates derived under the alternative methodology documented in the 1990 TSD (even after considering the impacts offleet turnover) raises some concern that MVEI7G may not account for the full level ofvehicle malperformance in determining baseline heavy-duty diesel vehicle emission rates. Nevertheless, given the standing of the MVEI7G model, the estimates presented in Table 7-4 were used without alteration to estimate HDVlP and PSIP cost effectiveness in the "dollars per pound" format commonly used to evaluate other emission control programs. Given the observed differentials between MVEI7G baseline emission estimates and corresponding estimates developed in the 1990 TSD, the derived cost effectiveness estimates should be viewed as a conservative indicator ofprogram value.

7.4 FUEL CONSUMPTION IMPACTS The same basic malperformance model used to estimate the impacts ofsmoke repairs on criteria pollutant emissions (as described in detail in Section 7.4 ofthe 1990 TSD) also generates a corresponding estimate ofthe effect ofsmoke repairs on diesel fuel consumption. While this impact is modest, it is nevertheless positive and does accrue as a direct result ofHDVIP and PSIP implementation. Based on the population-weighted repair impacts predicted by the emissions malperformance model, a net decrease in diesel fuel consumption of0.69 percent in 1999 and 0.66 percent in 2010 is estimated in response to HDVIP and PSIP implementation. Using the fuel consumption estimates forecast by the MVEI7G model for those years, the net diesel fuel savings expected as a result ofHDVIP and PSIP implementation is 16.74 million gallons in 1999 and 19.22 million gallons in 2010.

7-12" ( TABLE 7-4. HDVIP AND PSIP CRITERIA POLLUTANT REDUCfiONS 

### Total Total HDVIPand On-Road PSIP 

### Calendar Pollutant · .. Vehicle BDDV Emission 

### Yea.-·

. .. ... Emissions Emissions Reductions



### . . (tpd)

. (tpd) 

### (tpd) ROG 1063.97 48.66 6.37 

### NO. 1597.68 443.16 12.24 1999 PM 52.61 28.96 5.24 Total 2,714.26 520.78 23.84 

### ROG 441.09 40.33 5.30 

### NOX 1100.15 404.42 14.03 2010 PM 45.19 17.74 3.19 Total 1,586.43 462.49 22.53

7-13

### Attachment 7 Multiple Smoke Opacity Measurements as Indicators of Particulate Emissions for Heavy-Duty Diesel Vehicle Inspection and Maintenance Programs

Christie-Joy Brodrick, graduate student Institute ofTransportation Studies

University ofCalifornia, Davis Davis, CA 95616 phone: (916) 752-1934

fax: (916) 752-6572 cjbrodrick@ucdavis.edu

Daniel Sperling, Ph.D. Director, Institute ofTransportation Studies University ofCalifornia, Davis Davis, CA 95616 phone: (916) 752-7434

fax: (916) 752-6572 dsperling@ucdavis.edu
Christopher S. Weaver, P.E. Engine, Fuel, and Emissions Engineering 9812 OldWinery Place, Suite 22 Sacramento, CA 95827 phone: (916) 368-4770

fax: (916) 362-2579 csw-efee@holonet.netAcknowledgement The authors would like to thank Professor Dan Chang, University ofCalifornia, Davis, for his oversight ofthis work. We would also like to thank the University ofCalifornia Transportation Center for funding this research.1.0 Introduction Heavy-duty diesel vehicle use is expanding everywhere. In the U.S., California Air Resources Board (CARB) estimates that between 1990 and 2010, the number of trucks will increase by 70% and vehicle miles traveled will increase by 60% (CARB, 1998). In developing countries, the demand for freight movement and hence trucks will grow faster than gross domestic product and population (World Bank, 1996). The highest growth rates are predicted for Central and Eastern Europe, where trucking activity is expected to triple by 2015 (World Bank, 1996). Heavy-duty diesel vehicles are a significant source ofparticulate (PM) and nitrogen oxide (NOx) emissions in the U.S. On-road heavy-duty diesel vehicles contribute 30% ofPM and 65% of NOx created by on-road vehicles (CARB, 1997). Furthermore, diesel exhaust releases particles at a rate ofabout 20 times greater than gasoline-fueled vehicles.
In developing countries, it is estimated that motor vehicles contribute 60% to 90% ofall urban air pollutants (WHO, 1996). A large obstacle to quantifying the contribution ofheavy-duty diesel vehicles is the poor data quality and general lack of data on emissions in developing countries. However, it is well known that heavy-duty vehicles in developing countries, many of which are poorly maintained and over twenty years old, are major sources of urban pollution. The heavy-duty vehicle portion ofemission in developing countries may not be as great as that in the U.S. due to the other significant sources ofpollution in the developing world, such as twostroke motorcycles and stationary industrial sources. In both the U.S. and developing countries, interest in controlling diesel em1sswns has increased in response to mounting evidence that diesel exhaust has a highly adverse impact on health. Diesel exhaust includes over 40 substances that are listed by the U.S. Environmental Protection Agency as hazardous air pollutants and by the Air Resources Board as toxic air contaminants (CARB, 1998). Diesel particulate emissions specifically are under scrutiny due to the large quantity produced and their association with human respiratory problems. Exact biological mechanisms are not completelyunderstood, but small particles (less that 2.5 microns in diameter) are believed to be pose the most severe health risks (Vedal, 1997). 92 percent ofdiesel particulates are less than 1 micron in diameter (CARB, 1998). These particles are in the size range that can be inhaled and eventually trapped into the bronchial and alveolar regions ofthe lung. In the U.S., advances in engine design, fuel quality, and emissions controls, have led to a decrease in certified emissions level. Despite this, in-use PM emissions are estimated to be much greater than emission standards due to poor maintenance, general systems failures, and tampering. Forthe 1995 heavy-duty vehicle fleet, the average emissions increases over the useful life ofa vehicle are estimated at 34% for VOC, 6.6% for NOx, and 43.7% for particulate (NRC, 1995). Because of the complexity and cost of emissions testing very few in-use emissions measurements have been made in developing countries. A rare World Bank study ofbus engine emissions in Chile found that the in-use bus NOx and PM emissions increased by a factor offour due to poor maintenance and system failure (Escudero-Ortuzar, 1991). The large amounts of black smoke, which is an indicator of high emissions and vehicle malfunction, visible from vehicles in cities such as Jakarta, Bangkok, and Tehran, indicate that the trend is likely generalizable to many developing countries. The most common approaches for reducing in-use vehicle emissions is conduct routine inspection programs, and require that improperly functioning vehicle be repaired. Heavy-dutyvehicle inspection and maintenance programs are prevalent in the U.S. and gaining favor in developing countries. The potential impact of proper heavy-duty vehicle maintenance is illustrated by the Chile study where overhauls ofbuses resulted in a 75% reduction in particulate emissions (Weaver, 1996). Options for inspection and maintenance programs include visual inspection, dynamometer testing, remote sensing, and smoke opacity testing. The criteria for selecting effective liM programs includes cost, ease, safety, accuracy, and enforceability. The most accurate liM procedure would be to measure emissions by running the vehicles on a dynamometer and analyzing the concentration ofthe specific pollutants, similar to what is done for light-duty vehicles in the California Smog Check II Program. However, even in developed countries, this is usually excluded as an option for heavy-duty vehicles due to the high costs of heavy-duty dynamometer testing and safety risks involved in testing poorly maintained heavyduty vehicles. Recently remote sensing has been applied to heavy-duty vehicles, but it lacks the sensitivity to be used in enforcement programs. In the U.S., smoke opacity tests are most often employed as indicators ofmalfunctioning and hence high emitting vehicles because ofthe lowcost, ease, and safety. There are five smoke opacity procedures, the snap-idle, idle, cruise, acceleration and lugdown, that are established tests for identifying malfunctioning engines in heavy-duty liM programs. The most frequently used technique is the "snap-idle" (or "snap-acceleration"), that loads the engine using its own inertia, as the engine is rapidly accelerated from idle to full (governor-limited) speed. This technique and the smoke measuring equipment have been extensively defined in the Society ofAutomotive Engineers procedure SAE J1667 (SAE, 1994). This is the procedure used in California's heavy-duty on-road liMprogram. Unfortunately, the relationship between snap-idle smoke opacity tests and PM emissions are only fair-to-poor (Duleep, 1997). This is not surprising since PM emissions differ considerably depending on engine operation. The snap-idle or any ofthe other smoke tests alone are not representative ofthe myriad driving conditions where PM emissions vary. For example, a malfunctioning smoke puff limiter results in a thick black "puff' of smoke when a truck accelerates, but does not affect emissions under other conditions. This would produce very high smoke opacity measurements in the snap-idle test, but would have only a modest impact on PM emissions over the entire driving cycle. Conversely, a dirty air filter or worn fuel injector could double PM emissions over the entire driving cycle, but would have only a modest effect on smoke during acceleration. Thus, the snap-idle test could identify high emitters with malfunctioning smoke pufflimiters, even ifthey were not especially high emitters ofPM, but might not identify high PM emitters with dirty filters orpoor injectors. Since reduction ofin-use PM is an increasingly high priority, it is desirable to develop a procedure that better identifies high PM emitters. The purpose ofthis research is to investigate alternatives to associating smoke to PM indirectly through vehicle malfunctions and to running expensive dynamometer tests. A desirable approach would be to run several smoke tests, which together were indicative of the PM emissions over a driving cycle. To date there has been no published effort to specify the relationship between PM emissions measured over a driving cycle and smoke from a combination ofsmoke tests. Since smoke opacity is directly related to PM (the Lambert-Beer Law) when both are measured simultaneously, it is hypothesized that measurements of smoke under a variety of driving conditions could be used to predict PM produced during a driving cycle by weighting several smoke test results by the portion of the driving that the smoke test condition represents.

# ..
To do this, smoke and PM levels in different modal operations (acceleration, deceleration, cruise, and idle) in the driving cycle would need to be characterized. Since current on-road smoke opacity tests are not necessarily indicative of driving cycle conditions, it is difficult to apply this weighting procedure to available smoke data to determine ifsmoke opacity measured under conditions characteristic of a driving cycle can be used to predict PM. Using existing data, it is possible, however, to apply regression models to investigate the potential relationship between a combination ofconventional smoke tests and PM emissions over an entire driving cycle. In this paper, the smoke-PM relationship is investigated in order to assess the potential for using multiple different smoke opacity test measurements as predictors ofPM over an entire driving cycle. This was accomplished by developing regression models with PM over the entire driving cycle as the dependent variable and various smoke opacity test results as the independent variables. The objective was to identify in-use PM-smoke relationships emissions that could serve as an analytical basis for converting crude smoke enforcement programs into PM enforcement programs. These relationships could be applied in U.S. 11M programs as well as those in developing countries. The relationships considered were evaluated not only based on the accuracy ofthe procedure, but also the tradeoffs ofcost, safety, and ease ofadministration.

2.0 Analysis ofSmoke-PM Relationship To determine the relationship between smoke opacity and PM, data from the New York City Department of Environmental Protection (NYCDEP) were used (NYCDEP, 1996). The NYCDEP, West Virginia University, and Colorado School of Mines have the only substantial data sets on HDDV PM and smoke opacity emissions. Data from West Virginia University were not used because the majority ofdata were for alternatively fueled heavy-duty vehicles, and fuel consumption data were not available. Data from Colorado School ofMines are proprietary and were not available. The NYCDEP data are for several types of smoke opacity and PM taken on vehicles between model years 1962 -1994. 2.1 NYCDEPData The usable data from NYCDEP included particulate and smoke opacity measurements from 147 diesel buses and 94 heavy-duty diesel trucks. For bus tests conducted after 1986, PM was measured for each vehicle on four different cycles: CBD15, N.Y. Bus Cycle-A, N.Y. Bus Cycle-B, and the N.Y. Bus Composite Cycle. For the majority of tests prior to 1986, bus data were available only for the N.Y. Bus Composite Cycle. Thus, in order to combine the pre-1986 and post-1986 databases, the data from the N.Y. Bus (NYBUS) cycle were used. The cycle average is 6.26 kmlhr over a distance of 1.04 km in 600 sec. For trucks, two cycles were used by the NYCDEP: the N.Y. Truck Non-Freeway Cycle and N.Y.-L.A. Non-Freeway Cycle. As with the bus databases, there was only one cycle common to all records, the low-speed N.Y. Truck Non-Freeway Cycle, so data from this cycle were used for the analysis. The cycle has an average speed of 12.19 kmlhr, and covers a distance of3.41 Km in 1015 sec. To control for the effects of test cycles variation on emissions, the NYCDEP PM measurements in g/mi were normalized to grams per gallon offuel consumed, based on carbon dioxide emissions over the same test cycle. This assumed constant fuel use, which is not realistic. However, second by second emissions and fuel use data were not available. Five different smoke opacity measurements were made on each bus. These included cruise, idle, wide open throttle acceleration [WOT(A)], wide open throttle neutral [WOT(N)], and wide open throttle deceleration [WOT(D)]. The WOT(N) is comparable to snap-idle. Smoke opacity test for trucksincluded cruise, idle, and wide open throttle acceleration [WOT(A)]. A discussion of each of these tests as well as other common smoke opacity tests is included in the next section. 2.2 Smoke Opacity Test Description The cruise smoke opacity test involves measuring smoke opacity for 5 to 10 seconds as a vehicle cruises at 30 mph. This test is most commonly conducted on a dynamometer, but it is possible to conduct the test on-road with a sufficiently large test area. Driver variability is a slight concern in this test, but the limiting factor is the space necessary for the test. Only nine buses and seven trucks in the NYCDEP database had cruise smoke over 1.5% opacity. All of these vehicles had high PM emissions in the range of 10 to 20 grams per mile (g/rni). The idle test is simply a no load test conducted on a stationary vehicle in neutral. It is easily run on the side of the road, but shows a very poor relationship with PM emissions for modem vehicles. Only very high PM emitters generally display smoke during idle. In the NYCDEP database, the few vehicles with idle smoke opacity above 1% had PM emissions three to five times higher than vehicles with idle smoke opacity of 1% or less. For properly functioning, contemporary heavy-duty vehicles (model years 1988 to 1998), smoke opacity on cruise and idle tests is expected to be 0.5%. On the WOT(N) or snap-idle smoke opacity test, the vehicle is put in neutral, and the accelerator is depressed rapidly to accelerate to governor speed. There is no additional load on the engine, and the test takes only a few seconds. It is favored for liM programs because it is easily and safely conducted on the side ofthe road. As discussed previously, the smoke opacity emissions from a snap-idle test are not well correlated with PM. The WOT(A) test procedure simulates real-world engine loading. The vehicle is accelerated to maximum governor speed while in low gear. This test is not considered practical for 11M testing because of the large space or heavy-duty dynamometers required. Even more important are safety limitations. Vehicles with poorly maintained brakes or throttles can accelerate out of control, so these vehicles are often rejected for dynamometer testing. Unfortunately, poorly functioning vehicles are often the same vehicles which are high PM emitters. The WOT(D) tests simulates real-world braking, and has the same safety problems as the WOT(A) test. A sixth procedure, the brake lug down smoke opacity test, was not conducted by the NYCDEP. Since the lugdown test measures smoke opacity under a variety ofvehicle operating conditions, it is the test that would have been most useful for this analysis. While there is much existing lugdown data, few vehicles have been tested for both lugdown smoke opacity and PM emissions. Lugdown tests, like acceleration tests, are a safety concern for poorly maintained vehicles.

2.3 Limitations There are several limitations to using the NYCDEP data set. The NYCDEP data are nearly all for city-owned vehicles

- primarily buses, but also smaller gross vehicle weight trucks. Thus, they are not representative any particular heavy-duty vehicle. There are a disproportionate number of low emitters, making up approximately 85% of the data. This is not necessarily unrepresentative, since it is generally believe that a few vehicles contribute the majority of emissions. It does present a problem, however, when trying to determine relationships between PM and smoke opacity. Often the decision whether to fit linear or nonlinear models to the data 

# ..was based upon only a few points in the moderate to high emitter range. In many cases, polynomial regression models appeared appropriate, but the quadratic and cubic terms were consistently unnecessary based on t-tests. As a result, this analysis can only be considered exploratory in nature, and more high-emitter data would need to be gathered to properly fit the models. A second limitation is that the lack ofdata on newer vehicles precluded development of relationships for several groups ofbuses and trucks. Perhaps the most severe limitation is that the data were collected over a fifteen year period with few records kept on modifications to the buses. Thus there are undefined variations in fuel composition, which has significant impact on the size and amount ofparticles. In analyzing the data, it is only possible to tell the model year of the vehicle, not the age of the engine. Thus, it is not possible to estimate the influence of engine replacement and vehicle age on the analysis 2.4RegressionAnalysis of NYCDEPData The largest concerns with performing regressions on the NYCDEP smoke opacity and PM data were the possible endogenousness of the smoke and PM variables as well as the potential multicollinearity ofthe smoke variables. Endogeneity frequently occurs in econometric analysis where the independent and dependent variable are systematically related as in the case where price is the independent variable and quantity is the dependent variable. In this case, since PM measured over the entire driving cycle is measured in grams with no reference to particle size or chemical composition, and smoke opacity in a smoke opacity test is a function ofparticle size, number concentration, and optical properties (which in tum is a function of chemical composition), it does not appear that the variables are endogenous. Had an indicator variable such as HC data been available and had the data set been more complete, it would have been desirable to use two-stage least squares regression to avoid the possibility of endogenous variables. The indicator variable (HC) could then have been combined with the endogenous variable (smoke opacity) to come up with a proxy variable for smoke opacity. Since no indicator variable was available, the endogeneity of smoke and PM was doubtful, and the data set was incomplete, the decision was made to apply ordinary least squares regression. In terms ofmulticollinearity, the first step in model development was construction of a correlation matrix to determine which variables were closely related. As expected, the various WOT tests were very highly correlated to one another. For example, for the pre-1985 model year groups, correlation coefficients between different WOT tests typically ranged from .75 to .99. Cruise and idle had the lowest correlations with each ofthe WOT variables (in the .50 and .30 range respectively). The correlations for peak WOT(N) were the least closely correlated with other WOT variables, however, correlations were still high (the correlation coefficient ranged from .61 to .71). To avoid potential multicollinearity problems, regressions were first limited to single independent variables with WOT(N), WOT(A), cruise and idle as the independent variables. An exploratory set of multivariate regressions was then generated by successively combining cruise smoke opacity as the first independent variable with each one of the WOT smoke opacity measurements as a second independent variable. This procedure was repeated for idle smoke opacity as the first independent variable. Unfortunately there were only a small number ofidle and cruise smoke opacities that indicated more than a negligible amount ofsmoke. Thus, there were not enough data points to draw conclusions from the multivariate regressions. The first analysis, determination of a relationship between wide-open neutral WOT(N) smoke opacity and PM, was conducted to confirm the commonly held theory that WOT(N) smoke opacity and PM are poorly related. It was chosen to use WOT(N) smoke opacity because it is very similar to snap-idle smoke opacity tests frequently conducted in 11M programs. If a relationship between PM and WOT(N) could be determined, PM emissions could be estimatedfrom the vast amount ofWOT(N) smoke data. Since heavy-duty 11M programs focus in trucks as well as buses, it would have been preferable to develop the relationships from PM and WOT(N) data on both types ofvehicles, but NYCDEP did not perform the WOT(N) test on trucks. A scatter plot ofWOT(N) smoke opacity vs. PM was created for NYCDEP bus data for bus model years 1962-1994. The scatter plot reveals no discernable relationship between smoke and PM. It appears possible to have high WOT(N) smoke and low PM emissions as well as low WOT(N) smoke and high PM. Since different model year vehicles were subject to different emission standards, different emission control technology, and different engine design, it was hypothesized that the smoke-PM relationship could vary with these factors. Due to the lack of vehicle data on the NYCDEP buses, emission standards were the only factors available in addition to the smoke opacity ofeach bus. Based on emission standards implementation dates, the data were divided into model year groups that were subject to the same standards. New scatter plots ofWOT(N) smoke opacity and PM were created for pre-1985, 1985-1987, 1988-1990, 1991-1993, and 1994+ vehicle groups. For buses, there were only 15 observations in the 1991-1993 model year group and 4 observations in the 1994+ model year group, so no relationships were developed for these data. The 1988- 1990 model year group had 18 vehicles, so only an exploratory relationship was developed. Division ofthe data by model years reveals distinctly different pattern in the smoke-PM relationship. Most obvious is the large reduction in PM emissions after 1985. The scatter plot of PM vs. smoke opacity for the pre-1985 buses reveals that PM tends to increase with smoke opacity, but there are large variations in the PM levels that are recorded at each of the lower smoke opacity levels. For both linear and non-linear relationships, diagnostic plots revealed that none ofthe models attempted fit this data. Despite the few data points for post-1985 model year vehicles, exploratory relationships were developed for WOT(N) smoke opacity and PM. The seven data points for 1990+ vehicles were all for vehicles with high PM and high smoke, whereas the data for 1985-1990 vehicles were all low to moderate emitters. As a result when the data were all combined into a post-1985 database, and nonlinear regression was attempted. The coefficient of determination as well as residual plots indicated that the models were poorly fit to the data. This is not surprising due to a large gap in the data due to there being a multitude oflow emitters and only a few high emitters. Since it is likely that high emitters have a different relationship between smoke opacity measured over smoke opacity tests and PM measured over the full driving cycle, it seems probable that a polynomial regression model would fit the data best, but with so few data point on high emitters, it was not possible explore this. As an alternative to grouping all the post-1985 data together, scatter plots of PM vs. WOT(N) smoke opacity for 1985-1987 and 1988-1990 model year buses are presented in Figure 1 and Figure 2 respectively. The coefficient of determination (R 2) for WOT(N) was .58, indicating that a fair amount of the variation in PM data was explained by WOT(N) smoke opacity (Table 1 ). A diagnostic plot ofresiduals vs. fitted values for 1985-1987 buses indicated a constancy of error variance and the residuals appeared normally distributed, so these models appeared appropriate. The residual plot for 1988-1990 buses, however, showed that the residuals may vary in a systematic fashion indicating that the model maynot be appropriate for the data set. Aside from the lack of fit of the regression models, two important trends appear in the scatter plots which confirm that WOT(N) smoke opacity may not be a good indicator of PM emissions over the full driving cycle. Many buses with a high smoke opacity reading in the snap-idle test also had high PM emissions. Some buses, however, exhibited high WOT(N) smoke while showing PM emissions only slightly higher than normal. In practice, this means that smoke opacity limits must be set high to avoid misidentifying low PM emitters. At the same time, many high PM emitters that do not have high smoke during snap-idle are missed. The main focus of this paper was to determine if combination of a variety of smoke opacity test results would be a strong indicator of PM emissions. It was hypothesized that a combination of smoke measurements under full driving cycle conditions (low-load, steady-state conditions and transient accelerations) would yield PM-smoke relationships. Since there were too few data points with measurable cruise and idle smoke opacity, it was not possible to conduct meaningful multivariable regressions. Instead, scatter plots are presented to illustrate potential relationships. The scatter plot ofPM vs. cruise smoke opacity was created for all bus data. All ofthe data are plotted because there were too few vehicles with measurable cruise smoke in each model year group. The figure illustrates that all vehicles with detectable smoke opacity (smoke opacity greater than or equal to 2%) had higher PM emissions (PM greater than 10 g/mi). Unlike the WOT(N) or WOT(A) data, there were not instances where high cruise smoke opacity was associated with low PM emissions. This may indicate incorporating smoke opacity tests into on road tests would not identify all high PM emitters, and probably would not falsely indicate that a vehicle was a high emitter. Thus, the cruise test potentially could be incorporated to current onroad tests along with WOT(N) test, to identify high emitters and reduce the number of low emitters falsely identified by the WOT(N) test. A similar analysis to the one above was conducted for WOT(A) smoke opacity. Although the acceleration smoke opacity test is generally not regarded as practical for on-road 11M application. As with the WOT(N) smoke opacity, a scatter plot of all truck data reveals no apparent relationship between WOT(A) smoke opacity and PM. Again, the data were divided according the emission standards that the vehicles were subject to. Since there were only 94 data points for trucks, the data were only divided into two categories: pre-1985 and post-1985. In general, WOT(A) smoke opacity were higher than WOT(N) measurements. This makes WOT(A) an attractive indicator, especially for newer vehicles where smoke opacity is very low. For low PM emitters, there were many instances where WOT(N) smoke was below 1%, but for these same vehicles, WOT(A) ranged from 1% to 15%. Thus, the WOT(A) appears to be a more sensitive indicator ofPM. The scatter plot ofPM vs. WOT(A) data for pre-1985 buses indicates a possible linear relationship, while the scatter plot for post-1985 buses indicates a possible curvilinear relationship. For the post-1985 buses, t-tests indicated the quadratic and cubic terms in the curvilinear fit were unnecessary, so a linear model was fit. There were to few data point to confidently develop models, so exploratory models are presented in Table 2. The results for truck PM-smoke relationships were very similar to the results for bus smoke-PM relationships. A scatter plot ofPM vs. WOT(A) smoke opacity reveals that there is no discernable relationship between smoke and PM for all ofthe vehicles in the database. The database was then divided into pre-1985 and post-1985 trucks. A scatter plot ofPM vs. WOT(A) smoke opacity for pre-1985 trucks illustrates that there was a possible non-linear relationship between smoke and PM. A polynomial regression model was fit to the data, however, and again t-tests indicated the quadratic and cubic terms were not necessary, so a linear model was fit (Table 3).As with the bus data, there were a few data points for high emitting trucks that did not follow the pattern ofthe rest ofthe data. This indicates that there is likely a different relationship between high and low emitters, and more data needs to be obtained for trucks with high smoke opacity to characterize these relationships. Another similarity to the bus smoke analysis is the high degree ofvariability in PM emissions at a single smoke opacity level. For a smoke opacity level of 18%, the PM level varied from 9 to 20 g/mi. While the level ofvariation for WOT(A) tests appears less than the variation for WOT(N) tests, the range ofPM measurements that are seen at each level ofsmoke opacity is still undesirably large. For post-1985 model year trucks, the majority ofthe data were for trucks between 1985- 1987. The 1988-1990 and the 1991-1993 model year groups had only 7 and 6 observations, respectively. Scatter plots reveals no particular relationship nor could regression models be fit to the data.Similar to the results for buses, a scatter plot ofPM vs. cruise smoke opacity for trucks reveals that vehicles with non-negligible smoke during cruise had higher PM emissions. Like WOT(A) smoke opacity, there were a considerable number ofPM emission levels associated with a single level of smoke opacity. However, unlike WOT(A) plots, there were no points where high cruise smoke opacity was associated with low levels ofPM emissions. As with buses, this indicates that the cruise test may fail to identify some higher PM emitters, but a vehicle identified with high smoke at cruise, is likely a high emitter. Thus, the cruise test has the potential to be used to single out gross emitters that the snap test alone would miss. If there had been more cruise data points, multivariate relationships would have been created to determine ifcombinations ofWOT and cruise tests would be good predictors ofPM. 1988-1990 model year buses and trucks were the only groups ofdata that had more than three cruise measurements above 1%. An exploratory analysis ofPM relationships to WOT and cruise smoke opacity for these groups indicates that combinations of these tests are potentially good predictors ofPM. Table 4 contains the regression models for the 1988-1990 buses and trucks.

3.0 Conclusions Increasing evidence of the adverse health effects associated with diesel exhaust have prompted action to reduce heavy-duty diesel vehicle emissions. For inspection and maintenance programs in developing countries especially, it is desirable to use smoke tests as indicators ofPM because smoke measurement is more suited to side-of-the-road application, and it is far less expensive and dangerous than actual PM measurement. Analysis ofdata from the New York City Department of Environmental Protection yielded only a fair-to-poor relationship between snapidle smoke opacity, the most commonly use on-road smoke test, and PM. Wherever the smoke cut-off point was set, a significant number of vehicles were either falsely identified or missed. This indicates that snap-idle smoke opacity is not a strong approach for identifying high PM emitters. The smoke-PM relationship may be improved by conducting a cruise smoke opacity test in addition to a WOT test. The few data that exist indicate that vehicles with high cruise smoke are consistently high PM emitters. As with the WOT(N) test alone, it is possible to have high PM emissions and low cruise smoke opacity. A WOT(A) smoke opacity tests may be superior to the WOT(N) test because oflower variation in PM at each level ofsmoke and better representation of lower smoke opacity levels. But its degree of superiority likely does notjustify the added costand equipment required to perform the test. A combination of WOT(N) and cruise smoke opacities appears to be the most promising identifier ofhigh PM emissions. Exploratory analysis showed a combination ofcruise and WOT(N) smoke were well correlated with PM. Currently, there is too little data to verify this relationship and quantify the impact ofincorporating a cruise smoke test into 11M programs.

### Figures

30



# - ·a 20 

# •

..._ OJ) '-"**~** 10 

### =.. 0 0 20 40 60 80 Snnke (¥lcity(%)

FIGURE 1 PM vs. WOT(N) Smoke Opacity for 1985-1987 Buses**20.------------------------.~~**



# i 15

..._**~10** 

# f 5**0+-----,---~-----,----,---~** 

### 0 10 

### 20 30 40 50 

### SDDke Opacity(%)

FIGURE 2 PM vs. WOT(N) Smoke Opacity for 1988-1990 Buses**60.-----------------------~** 50 

# -
·9 40

.......**~** 30

### ~ 20**~** 10**OT--,--~_,--,--,,--,--,-~** 0 10 20 30 40 50 60 70 80 Smoke Opacity(%)

FIGURE 3 PM vs. WOT(A) Smoke Opacity for Pre-1985 Buses**60.---------------------~** 50



# - ·a 40

.......**~** 30 :::; 20**~** 10 0 0 

# ••
20 40 

### 60 80 Smoke Opacity(%)

FIGURE 4 PM vs. WOT(A) Smoke Opacity for Post-1985 Buses**25~--------------------~** 

### ,-... 20 

# ·a

-... 15**~ ~**  10



### =-- 5 0+--------,--------,----------l 0 

### 20 40 

### 60 Smoke Opacity(%)

FIGURE 5 PM vs. WOT(A) Smoke Opacity for Pre-1985 Trucks

## •

Tables

TABLE 1 Statistics for Linear Regressions on Bus PM Emissions 1985-1987 Buses: PM= 3.85 

### + 0.16WOTN Variable B SE B WOTN 0.157 0.028 (Constant) 3.848 0.614 F-stat = 

### 31.9, R2 

### =.58,# observations= 24 T 

### 5.653 6.268

1988-1990 Buses: PM= 1.67 

### + 0.216WOTN Variable B SE B WOTN 0.216 0.044 (Constant) 1.668 0.867 F-stat = 24.5, R2 

### =.59,# observations= 18 T 4.946 1.924 Sig T 0.000 0.000

Sig T 0.000 0.071

TABLE 2 Statistics for Regressions on Bus PM Emissions Pre-1985 Buses: PM= 3.66 

### + 1.06WOTA Variable B SE B T WOTA 1.060 0.073 14.564 (Constant) 3.657 0.743 4.9241 F-stat = 212.1, R2 

### =.68, #observations= 101

Post-1985 Buses: PM= 3.02 

### + 0.184WOTA Variable B SE B WOTA 0.184 0.021 (Constant) 3.024 0.438 F-stat = 73.1, R2 

### =.63, #observations= 44 T 8.548 6.190 SigT 0.000 0.000

SigT 0.000 0.000 C.I. 

### Lower Upper 0.099 0.214 2.578 5.118

C.I. 

### Lower Upper 0.124 0.309 -0.161 3.497

C.I. 

### Lower Upper 0.915 1.204 2.183 5.130

Lower Upper 0.140 0.227 2.142 3.907TABLE 3 Statistics for Regression on Pre-1985 Truck PM Emissions PM =6.80 + 0.27WOTA variable B SE B T WOTA 0.270 0.036 7.451 (constant) 6.797 0.676 10.051 F-stat = 55.5, R2 = 55.2, #observations= 46 Sig T 0.000 0.000 C.I. Lower Upper 0.197 0.343 5.435 8.159

TABLE 4 Statistics for Multivariable Regressions on 1988-1990 Buses and Trucks 1988-1990 Buses: PM=0.79+0.13WOTA+2.80C Variable B SE B WOTA 0.128 0.041 CRUISE 2.795 0.571 (Constant) 0.792 0.393 F-stat = 94.3, R2 =.92, #observations= 18 T 3.117 4.888 2.016 SigT 0.006 0.000 0.060

1988-1990 Model Year Trucks: PM=0.50+3.39C+0.09WOTN C.I. Variable B SE B T WOTN 0.089 0.021 4.093 CRUISE 3.391 0.355 9.533 (Constant) 0.499 0.366 1.361 F-stat = 122.3, R2 =. 94, #observations= 13 SigT 0.001 0.000 0.192 C.I. Lower Upper -0.041 0.216 1.583 4.008 0.041 1.626

Lower Upper 0.043 0.136 2.637 4.146 -0.278 1.277 

## •

# ....



# ..

References


### California Air Resources Board. 1998. "Proposed Identification ofDiesel Exhaust as a Toxic Air Contaminant", April 22, 1998. California Air Resources Board

. 1997. "The Heavy-Duty Vehicle Inspection Program (HDVIP) and The Periodic Smoke Inspection Program (PSIP)", October 1997. Duleep, A.

### G.. 1997. "Smoke Opacity as an Indicator ofEngine and Emissions Control Problems." Proceedings World Car Conference, Riverside, CA, January 11-14. Escudero-Ortuzar, Juan. 1991. "Traffic and Air Pollution in Santiago, Chile". PTRC Seminar on Civilizing Transport; 

### Vol. A; September 1991. Jacobs, P. E., D.J. Chernich, and J.D. Kowaiski. 1991. "California's Heavy-Duty Vehicle Smoke and Tampering Inspection Program". SAE Paper 911669. New York City Department ofEnvironmental Protection. 1996. Heavy-Duty Emissions Testing Records. 

### Frost Street Emissions Laboratory, NY. National Research Council (1995). Expanding Metropolitan Highways: Implicationsfor Air Quality and Energy Use. 

### Transportation Research Board Special Publication 245; Washington, DC; 1995. Society ofAutomotive Engineers. 1994. Surface Vehicle RecommendedPractice: SnapAcceleration Smoke Test Procedure for Heavy-Duty DieselPowered Vehicles. 

### World Health Organization. 1996. Diesel Fuel and Exhaust Emissions. International Program on Chemical Safety, Geneva. Vedal, Sverre. 1997. "Critical Review: Ambient Particles and Health: The Lines that Divide. Journal ofthe Air and Waste Management Association"; Vol. 47; May 1997. Weaver, Chris. 1996. Emissions Factors in Thailandand Chile. 

### Report to the World Bank. World Bank. 1996. Sustainable Transport: Priorities for Policy Reform. World Bank. 1998. Air Pollution from Motor Vehicles.

# ..

### l'ntroduc:tion 

### DBTBRKXNATIOR**0~** 

### BBRBP%TS PROK TBB HBAVY btrl'Y VBBICI.a l:NSi'BC'.riOif ARD KA:INTBNA!ICB Ji'JtoGJUUI

Visible smoke lrom hQavy-duty diesel vehicl•• 1• a**concs~n** to society 5n regards to a.iJ: quality. StucUee have confirmed that visible smoke**m~r** 

### contain particles·and 

### gases whieh may 

### cause health problem• 

### includinq lnng cancer. Smoke is also visually 

### unpleasant. an4 numerous 

### complaints**aJ:~** received from citizen• who are 

### concerned about smoking 

### trucks. l'O 

### reduce tha 

### amount ot viaible smoke from diesel-powa.:-ecl 

### trucks, th":**~** tn' Resout"e•• Boa.:r:d (ARB) has 

### actoptad 1:-he Hftavy-Duty v•hicle Smoka and 

### 1**:>w;··~·ring** 

### Insp•ction 

### Program (HDVII'). In 

### thia 

### program, heavy-duty 

### diesel v•hlr 1**,~** •. l with 

### smok• opacity rQadinge qrctatar than 55\ (tor vehicles equipped :,: i ·· :, pre-1991 enqine•) or 40' (for those vshi.eles with 1991 or newer**en~J** :.n;-•. '\ are tarqett:eci for repairs. As 

### an incantive to repai.r en;rines, 

### opa.ratot •"l

.... :. tai.ling trucks are fined, howaver, & portion of the tine ilil retu.J.·p,-,tl ;·., tho•a owners 

### or opeJ:aters who repait" their 

### vehicle• and provide**x~··~il.•'** <! 

### as pZ:OQf. In this mamoz:and.um, the emi.ssl.bns benefits of the HDVIP are**calcul~ 1**  • .,.,!**.-~nd** 

### discussed.**IntortT~ation** from the Pre-enforcement proqram, !tadian' f.'**,.,"~'** • • t 

### entitled "Keavy Duty VQhic:le Inspection 

### and Maintenanc::e Study" ;u-1··! •.'.d ., eollectt!d itl tl'le HDVIP warQ U$8ci to estimaea the benefit9 of the prr.·,,·, i''''. some background infortttation on 

### these studie!i a.ce 9iven below. saekground PU-!:NF'ORCEMENT Bta!oz:e 

### implementing the HDVIP, a. preliminary study 

### (called the pt·..-- -anforcement study) was pertorm•d, and data. :f.!!'OIIl this study- waa**U""~~J** > ., 1 !1"' 

### analysis 

### ot the HDVIP. 

### nata were**c:olle~ctGid** from May 1990 to**Nov~'"'~**.... ·.· , ....**~1,**



### Attachment 8

## where a total of 3,830 heavy-duty 

## diesel vehicles 

## were 

## randomly selected for opac1ty 

## checks at 

## various locations throughout 

## the state. The 

## opacity level of each 

## vehicle was measured using a 

## snap 1dle test procedure.



## · Snap 1d1e tests 

## were performed 

## on vehicles with fully warmed engines 

## with

the wheels chocked. During 

## the actual 

## snap idle test, the 

## engine 1s 

## rapidly accelerated to maximum 

## governor speed. To give the owner/operator 

## of the

- vehicle the benefit of the 

## doubt three 

## nclean out" snaps 

## were done to 

## remove any excess 

## soot which may have built up while in operation or dur1ny idling. Three**t~st** 

## snaps were 

## then performed and an 

## average of the two 

## closest readings were used as the opacity reading for the 

## vehicle. 

## RADIAN STUDY !



## - ·Datl regarding 

## the effect of maintenance 

## on emissions were obtained from a study by 

## the Radian Corporation titled the "Heavy-Duty Diesel**Vehicl~** 

## Inspection 

## and· Maintenance**Study~,** 

## Revised Draft Final 

## Report VolumA li, 

## which was submitted to the ARB on December 7, 1987. Tha study**contilln~ct** 

## several major tasks including quantifying excess emissions due to C.:f!ffiJHment 

## malfunctions of heavy-duty diesel vehicles, developing and documentinrJ f\ 

## periodic inspection procedure, and a quick roadside smoke opacity tl!l'i: l11 

## identify heavy-duty diesel vehicles having excessive smoke**emission~.** 

## The 

## effect of each type of component malfunction 

## on fleet-averagP. rmi$t;fons 

## was calculated 

### by multiplying the 

## frequency of 

## each malfunction in 

### ·u!,.. 

## fleet by 

## its effect on emissio·ns from vehicles in which a malfunction DC"w-:. 

## The**la~est** 

## contributors to excess 

## hydrocarbon (HC) and particulate**enri·;sit.lll'~·** 

## (PM} were injector problems, tampering with puff limiters, 

## dirty**~ ~~~**  

### f·l t

## ters and excess 

## oil consumption. Injector p.roblems 

## and o11 consumption l'''·'\T 

## projected to 

## remain important in 

## the future. The vehicle 

## age groupings in this analysis were chosen 

## to make th"**1::·-:::··~,se** 

## of the data from the Radian 

## Study. Because of this, the relatiOTi!dt:p 

## between the fa11 ure of. 

## components and em1 

## ssions was analyzed by' vof.:, ': r· 

### .::ge 

## as shown in Table 1.**~.** 

## HDVIP From 

## November 25, 1991 to December 

## 3, 1992t 

## out of a total of zoo.nr_ln •!!:fl 

## vehicles operating in the state of California, 16,966 (8.49% of "·'**l~~~~;** 

### fleet} 

## were inspected. Vehicles were tested at various weigh**st~·~**

## ..**~•**

## .. !•:. 

### ·"'d 

## random roadside testing locations throughout the state using the**>!;'~i'** idi£J 

## test. The owners 

# of the vehicles were cited if 

## smoke from their**ti~ ~~was**  

## excessive. · Because component malfunctions were not identified at the inspectin11 

## the repair receipts were 

## used to determine 

## the types of malfuncf.i 1 •r:t



### -2- ·:

### repairs made on thes.e vehicles wer• assumed to have been performed 

### to t'emove 

## the cause of excessive smoke. Component.ma1function rates wera**obt~inecJ** 

### by 

### examining 

## repa1 r receipts 

## submitted by 

### tru·ck owners between 

## December 

## 23, ., 1991 and November 

## 24, 1992. The CQmponent malfunction rates. at 

## the**tint~** 

### of



## . the snap idle tests**were~** 

## therafore, assumed 

## to be the same as 

## the rate 

### of

component repairs 

## which were 

## determined from 

## the records received as 

## proof of 

## repairing the smoke problem. · 

## Data Analysis 

## and Discussion Benefits ware obtained 

## when the components that 

## may causa exces!fvA**~moke** 

### were repaired. The number of repaired vehicles was determined from. n•p:J·Ir 

### receipts. 

## Infonnation from the Pre-Enforcement 

## Program 

## was used 

## t.o estimate the number of vehicles and percent 

## failures. by 

### weight class as shf•Wn 

### In 

## Tab,e 1**~-·**

## ....**~** 

## . . " . . 

# .

As explained 

## ear:Jier, the component 

### malfunction r!tes for**vehicl(l~ 1h.:o~**  

### failed the 

## opacity test 

## were obtained frorn the**curr~nt** 

### HOVIP 

## an·.l : l ,-. , !H"·'•l 

## in Table 2.

-3-

## Table 2. Component malfunction 

## rates for vehicles that failed 

## the 

## opactty test.

...._..__ 

## No. Type of 

## Malfunction Pre 1984 1984-1987 Post 1987 (til 

# un (%)



# ---- 1 

## Timing Retarded 21.56 

## 23.18 

## 17.24 2 

## Moderate Injection Problems 

## 42.91 48.09 42.53 3 

## Savara Injection Problems 22.75 

## 23.18 16.67 4 Puff 

## lim1tar Problems 23.19 21.79 

## 16.09 5 

## Puff limiter 

## Disabled 9.01 3.46 2.A7 6 

## Max Fuel set too 

## high 16.10 12.80 

## 11.49 

## 7 Clogged 

## Air Filter 32.42 31.14 29.31 8 

## Wrong/Worn Turbo 7.39 

## 5.54 1.72 9 

## Other Air Problems 1.40 

## 1.04 1.15 10 

## Excess 

## 011 Consumption 0.15 

## 0.35 

# o.o

·- .......**--·~··-···-···** 

# _____._.....

# __ The change in emissions level 

## due to specific 

## malfunctioning componf.mi:s 

## wera taken 

## from. the Radian Corporat1on's 

## report 

## mentioned earlier 

## and ;JJ'G 

### shmtn 1 

## in Table 3.
Table 3. 

## Change in Emissions Level 

## due to Component 

## Malfunction

---- .......

## -:----·-·

.. 

## No. Type of Malfunction 

# NOx HC 

# PM (11 

## (%) {%}



## -- -........ -·

... ·-·- 

### 1 

## Timing Retarded -20 50 

## 50 2 

## Moderate Injection 

## Problems 

# .,.s 150 200 3 

## Severe Injection 

## Problems -10 500 

## 700 4 

## Puff Limiter 

## Problems 0 0 

### 20 

## 5 

## Puff 

## Limiter Disabled 10 

## -20 50 6 

## Maximum 

## Fuel Set 

## Too High 0 0 

### 20 

## 7 

## Clogged Air Filter 0 0 

## 30 8 

## Wrong/Worn 

## Turbo ,.. 0 

## 0 

## 40 9 

## Other Air 

## Problems 0 0 40 

## 10 

## Excass Oil Consumption 0 

### 300 

### 120 

## '-' implies a 

## decrease in ..... -. ·-- .. 

### Note: 

## emissions
The values 

## from Tables 2 and 3, and the equation from the**Radi~n ~~~.~.:,~**  

## L·,..·e appendix B} were used to calculate 

## the change in NOx, HC, and PM**':•·:·l·~,..-l,·r,·~** 

### from 

## baseline 

## emissions for each 

## model-year gt"oup failing the**op;v~ii:·.,** i;:·;(· •. 

## (Note 

## that the 

## item numbers, wh1 

## ch i 

## nd1 cate the type 

## of mal funct.·i n11 

### u<::···l 

## in the equation in the appendix, 

## do not 

## match the item 

## numbers in T;1ld ,. 1. 

### S1nce some of the components in the equation are not related to _-:::;H.l!'",**t.'~l'!.Y** 

### were not used to calculate 

## changes in 

## emi ss1ons'). 

## The resu1 t 1ng d·F**~~~q** ·i 11 

### · em1ss1on**le~els** 

### are 

## presented in Table 4.



## -4- .,

## Table 4. Hodel year specific 

## change in 

## emissions level for**vehicl~!=:** 

### tf-J(1t 

## fail the 

## opac,ty test. 

# -----------------------------········ Emiss1on pre-1984 

## 1984-1987 

## post-1987 type 

## (%) 

## (%} (%}



# -

- 

### ...... ·- .

### --... ...._,._



# NOx -7.80 -8.93 -6.90 

## HC 193.00 207.71 160.24 

## PH 322.88 330.00 

## 253.51

·--·····
... 

### -- ....._ I 

## Before 'emissions 

## benefits 

## can be calculated, the 

## present emission-;**mw~i.** 

## he defined. The 

## Fleet Average 

## emissions 

## (Favg), as defined 1n 

## Equat.luu 1. r'\re 

## the 

## emissions from the 

## fleet without considering 

## any 

## benefits fr·orn UH; 

## HDVIP.

where 

## favg • X(l+FR*dTEMl) {1}



## X • the ·em1ss1ons of the 

## fleet if 

## no veh1cles are 

### asst•mnr: ; ·' (:uoke excessively.

. FR

. • failure rate of vehicles 

## (from Table 1}, dTEML • Total change in emissions level (from Table 4), awl 

### Favg =the emissions of 

## the heavy duty 

## d1esel fleet consil:i '>t·• ;·{' 

### Qoth smok1ng and non smoking vehicles. X can 

## be 

## calculated using 

## Equation 2. 

## X a 

## Favg*{l/(l+FR*dTEML)) {2) 

## For the purposes 

## of this analysis, the fraction 

## by which 

## t_he flJ•"' · .. · : :;q 

### erniss1ons differ from emissions of the fleet without smoking**vet.~-",···** :·:t 

### be referred to as the heavy duty control factor (HDCF). 

### "{he Hon · · 

### obtained by 

### taking the failur.a·rates from 

## Table 1 and weighting :_;.,· . ·: ·**~.,e** 

### change in emissions 

## in Table 4. 

### Equation 3 

### was used to obtain tl ,, · ·.--·:' 

### ·lng 

## HDCF's shown in Table 5. HDCF**~** 

## {1/(l+FR*dTEML)}

-5- (3)

... ·, ·' . I •j.



### ' i



### /

## Table 6. Heavy Duty 

## Control Factors. Weight 

## Class**~-** 

# ----··

MHO ' 

## LHD NOx 

# HC PM NOx HC 

# PM NOx HC 

# PM Pre 

## 1984 1984-87 

## 1.044 :.:';; ' 1.028

.. 

## 0.492 

## 0.613 0.367. ('- ;. 

## . 0.499 1.022 1.012 0.656 0.787 0.533 

## 0.700 1.016 1.009 

## 0.721 0.828 

## 0.608

-0.1S2

--- I_.

# I\

.., ,. '' ' ': 

### . ' 

### '

'I 

## Post 1988 

## 1.015 ,'/ /(.J(./i 

## 0.745

,_ 

## 0.649 

## 1.006 0.880 

## 0.822 1.002 0.949 

## 0

..922



## ·-··-···---- Table 5 displays 

## "the potential 

## reduction of HC and CO-and 

## increa$P. ·in tiOx emissions 

# •f all 

## required repairs ware made on all 

## vehicles failiny 

## the smoke 

## opac1ty test 1n the fleet. Calculation 

### of 

## Emi'ss1on Benefits from HDVJP 

## Presently, in the HDVIP, only 

## a portion 

## of the 

## heavy-duty 

## diesel**fle~t t~**  

## inspected for smoke 

## opacity, therefore, 

## only 

## a portion of the**fle~t. oht~.1ned**  

### emissions 

## benefits from current HDVIP. The 

### following equation**t~::..~ ~~~'?rf**  

### to , modify 

## the emission 

## rates to 

## account for 

## HDVIP for 

## calendar yeal·**Jq:~?:** 

### Fadj 

# =**Favg-A{%targetted""a~*(HOCF** - 1) 

## + 1} (4) 

## Fadj**~** 

## Basic emission 

## rate which includes 

## HDVIP data Favg 

# = fleet emi ss1on rate which includes smoking 

## and non-**<=r~ilk:i** P<:r 

## vehicles ,;targetted • the**percent~ge** 

## of vehicles inspected un·der HDV.i.P 

## a • adjustment factor 

## (See assumptions in Append1x A

.. ) b**~** 

### percent 

## of vehicles 

## repaired To calculate 

### the ·benefits of the HDVIP for the 

### first year of thP.**pn~!p·;~"'­** 

## assum1ng that the 

## 8.49% 

## of the 

## fleet was targetted i 

## o 

## year 1, Ef4'A'l u on 

### ·1**w~s** 

### used to modify basic 

### emission rates present 

### in 

## the PC version 

### of HlFJ\ClF, 

### The %targetted was 

### 8.49% 

### •ta" was 

# o.st and 

### "b" was 74.7%. The**P~''o~nt** 

### (Jf 

### vehicles 

### repaired was 

### determined 

## using the 

## number of repair 

### rece·ipl

## ~­ submitted within a 

### year of citation during the 

### perfod from**Noven1b~· 4** **7.S~** 

### J9n 

### to October 16, 1993. The 

## statewide estimates of emission 

## reductin•:-5 ir- 

## t.Qns per 

## day (tpd) and% 

## reduct;on from present 

## emission values are $hn\·m 

### hl 

### Table 

### 6.

. I



# .

. '**~** ·'
. ··; I

## Note: The negative sign (-) 

## indicates 

## an increase 

## in emissions.--···-·-

..... With**8.4~** 

## of the vehicles targetted, emission levels for HC and l'fi**;~;** 

### r:. 

## estimated to decreased by 1..1% 

## and 1.6S respectively and NOx**emt~'·:lr•;•::** 

### :.,,·s 

## estimated to increased 

## by 0.08% due to the HDVIP. 

## As shown in Table 6, if the 

## entire HDD fleet is 

## targetted, the t·r·•.irr··**:.~** ,,:., 

## in HC and PM emissions is predicti!d to be 13.0% 

## and 18.9" 

## res·pectiv .,·:J**-~** '.: 

## l.;,e increase 

## in NOx emissions will 

## be 0.91. Table 7 contains emission estimates for the second year of the 111';

..**,~,** i·,_) 

### correction factor "a

.. is assumed to equal 1.0. In 

## the second a·,J·I ; ·• · 

### ···.···ng 

### years, if**100~** 

### of the fleet is targetted, then 

## emission levels 1**····~** :: · · ,. ·. 

### are predicted to be**24.5~** 

### for HC and 36.5% for PM. NOx 

### emissior.· · · predicted to increase by 

### 1.8%. 

## These changes would only take p·i. ·. ;..;:1% 

## of the fleet were 

## targetted in the first 

## year as well.

-7-**~** 

## Table 7. EMFAC 

## Emission Estimates in 

## TPD 

## for 1993.**---~**

## ..·--..**~-··---** 

## Weight 

## Reduction· %reduction Reduction %reduction 

## Class 

## for**8.4~** 

## for 8.49% 

## for 100% 

## for 100%**tar~etted** 

### ( pd) 

## ta.rgetted targetted (tpd) 

## target

## ted

.__.......

### ......... -···

# ----- HHD

## HC 1.1679 2.145% 

## 13.7567 2S.2.S9% 

# NOx -0.8447 -0.155,. -9.9492 -1..829% 

## PM 

## 1.8747 3.157% 22.0812 37.**J~e';**

... I 

### MHO

## HC 0.0470 1.187" 0.5531**13,.913-!~~** 

## NOx -0.0255 -0.069% 

## ·0.3007 -O.f\10% 

# PM 0.0648 Z.0341 0.7637**23.95()~** 

## LHO ·0.0007 

## HC 0.789% 0.0083 9.**2H'l';~** 

## NOx -0.0003**-0.045~** 

### ·0.0039 

## -0.**&2C!?~** 

## PM 0.0010 

## 1.497fr 0.0113 17 .(;Jii% 

## Total 

## HC 1.2156**2.07~** 

## 14.3182 24.**4i(;~** 

### NOX. 

## -0.8705 -0.150f. 

## -10.2538 1 'T(' >'·• -./.) .. '/
... 

## PM 1.9405 3.0981 

## 22.8563 36**f~'J',''** 4

... . ... 

### Rote: 

## The negative 

## sign (-) indicates an increase in**emissioni~** 

## · .. 

## Incorporation of HDYIP tnto EMFAC To incorporate 

## the HOVIP benefits 1nto 

## EMFAC, Equation 

## 4 should h·**•;·~·:·~.** 

## The •%targetted" 

## and "b" values depend 

## on the 

## nature and 

## scope or !

... " 

## program and were calculated for calendar 

## year 1992 througtl 

## 1994.**~. 1**  '":: 

### ',;;•ar 

## of 1993, 

### the. 

## HOVIP was suspended, 

## therefore, no benefits would ·IJ'.:: ,,.- ,;;···";

. 

## for the heavy-duty d1

## esel f1 eet for years 

## beyond 

## 1994. Table 8 1 n, : · · ... · 

### i:he 

### "a", "%targetted" and "b" values that should be used for each c;1;, ·;.:,- 

## year.· The 

## "a• 

## values are also included 

## for future years 

## when th·) :...-,,,, :·;·,y 

## be implemented again.

-8-

### • { 

## Table B. The •a" values for each year 

## to be 

## used in Equation 4.

: 

### · Year 

## ..a..**~targetted** 

### •b•



# ------ 1992 

# o.s 8.49 

## 74.7 1993 

## 1.0 8.49 

## 74.7 1994 

# o.s 8.49 

## 74.7 1995 

## NA 0.00 

## NA Year 1 

## 0.5 

## to be 

## determined later Year 

## 2 

## 1.0 

# •

... • •• 

## Year i 

## 1.0 

# • • 

### • • 

## Year n+l 0.5 n



### ··-- -·..............-.,._...,..._ 

### Year 

## 1 is the fir.st**yea~** 

### the 

## program 1s implemented, again. Year i 

### represents

..any year after the 

## f1rst year 

## of impl ementat1on of the 

### progr-:Jnt. Year 

## n+l**r~presents** 

## the year after the program 1s terminated. 

## Reconuandations In orde\'" to further 

## improve the estimate of the emissions banefi

## t**fn~m** 

## HDVIP, the 

## following suggestions should 

## be pursued: 

## 1. Randomly**~ample,** 

### us1ng the snap 

## idle test, those 

## vehicles wh·id•**'rn~n~** 

## repaired to 

## see how much the emissions were reduced 

## to 1) ensurP. l·h;at l.ho 

### repair performed 

## reduced opacity 

## readings to the 

## acceptable level, ;ti'.i 

## ;n 

## update the 

## emissions impact due to component 

## failure•

. 2. Track the number of 

## vehicles which pass the opacity test,**ev~n** 

## 1.>

..**:~~**



### which pass 

## the v1sua1 screening, to obtain 

## actual 

## failure rates. 3. 

### Estimate the emissions effect of component**malfunctio~s** 

### for ''N·">r· .Pftl1 

## vehicles. The Radian report only 

### included analyses for up to**19~Hl !;),.,,~,)'**  

## year vehicles.

-9- ' i .I

## APPENDIX A ASSUMPTIONS 

## Because very little 

## data ex;sts 

## on the 

## number of the vehicles 

## which are repaired 

## to compliance and on how 

## long they remain 1n 

## compliance, the following assumptions were 

## made in 

## deriving the benefits 

## of the UOVJP: 

## 1.) The current HOVIP fleet composition 

## is similar to the 

## fleet 

## composition encountered in the pre-enforcement program 1n regards to 

## the popul**ath1~1** 

## distribution by 

## model year and 

## we1ght category. 2.) All repairs on 

## vehicles 

## are assumed to 

## reduce or increase 

## emi**~~** 

## il.ms t.Jy 

## the amount 

## estimated through the use 

## of 

## the Radt 

## an 

## equation (Append 

### h o}. " ' 

## 3.) Repairs 

## performed to clear c1tattons 

## are effective 

## for at**l~ac;t** 

## nno year.. Figure 1 shows 

## that 

## most of the repairs 

## )lara performed within J.no 

## days of the 

## citation. 4.) 

## The adjustment 

## factor •a• is 

## assumed to be 

## 0.5 for the f1rsl**.Y~?ar,** 

## because vehicles.repaired 

## in first month accrued 

## benefits for 

## thr.-**t..,.i'lol~** 

## .vear 

## wh11e vehi,cles that wer-e repaired in 

## the 12th month 

## accrued negl i9ihl1! 

## benefits. The 

## rate at which 

## vehicles -.tere 

## targetted in the 

## progr?nt**1:1~, :~**  

### not 

## constant with 

## time {See 

## Figura 2) but are 

## assumed to 

## become more ·: 1. 

### {•.h1 {: 

## ;).s the 

## program 

## became· more established. 

## The number of tests per**d~.v** \·11'1:-; 

## assumed to remain 

## constant. 5.) Based on 

## monthly Heavy 

## Duty 

## Diesel Roads1da status report (

## s"'r1 

## r ·i**~~~·~·,.,** 

### 3), 

## the HDVIP was assumed 

## to have no 

## detarrent 

## effects, since th".Y·-· l**~** r.11 

## statistically .supportable trend in the 

## data.

-10-

# I•

... i 

## " APPENDIXB



### Equation used to calculate 

### eff'ccts 

### orramperlnc and malmaintenaDc:e-related de&cts on 

### emissions

.. 

### GrouP* 1. lnjdoia

## IDn1D& advaneed 2. 

### JDJec:doattmilig

### rebtded



### . U. Electi'ODh:a &iled

. 16. 

### Blee1roDb tmDprncl



### 19. BGRDisabled



# .. 3. 

### Minorhajeetlon problems 4. Modente

### iqjectiwproblems



### 6. Pufflim.ir.ermls-set 7. 

### PuffliJ:nitllr**~led**



### 8. Maximum fUel 

### hlch

9. 

### clogged air

### ft1ter

10. Wroq/Wom.

### Turbo

11. 

### Intercooler

### cloaed

12. 

### Other aJr problems



### 17. Catalytic convetter

### remove<! lS. Trap removed/disabled 

## s. Severe**JJU~on** 

### problems 

### 13. Mechanleal failure 14. !xcess oil comumptiou



### Source: Radian

### report. 

### Caleulationt

X 

### (1.0 

### +b.EF 3

### +AEF.t)

X

X

X**(l.O+~g)** X



### (1.0

## +AEF11)



# .... X**(l.O+~l:z)**



### (1.0 

### +**~17** 

### +&Efl&)]- 1.0



### +6Bl's +dEFua.jlOtlSO200'01$0i;::1soFigure1.Lengtlaoftimetakentoreceiverepairreceipts.'MaD•61.85ModiaB•47•\#\'..-yQlJl,'\•-....,_,'..,....'""l:---..'..........;::,..__,..__or•·-''•'··-••-•0:)·:::t)!iJO•:ooiCG..-,-........--..:. :·......-·.,.•.:.-.......tt...,..,-·-;····'"'··.;,,.;·••·.l•.•.!•.j_;.,;..,t.,..•.;.l';if.la•j.r.../··'""""...•...Figure2..AveragesnapidletestsperformedperdayduringthefintyearortheHDVIP.3S.OO30.00ilS.OOlI'll2t.OOt.ls.IO10.005.00G.OOI5/11-922li/12-61307/15·7131Ill.a/ISICVI0-1111IUl-11/lJ11/1_..11125Figure3.Pereentageofsnapidletest:failures.Rl•0.3066240.0035.0030.00E2s.oo.:!...:-20.00nfoea...lS.OOQIll10.00s.oo0.00....#'.1.·.:C/1"1-lm51\!-51.!26112.-6130a/31·9/ll9/14-101'910110.11111111·11113lUl..·llllS:...,.,../