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# OAR Box 1140 Prepped byRyanDugan



### Document

Number: 

# 41 ) IV-H-1 Docket Number: 

# A-86-0 3

Printed 4/23/2008 7:58:42 AM Sheet 41 of 48P. 2

Standard For m 83 (Re vSeptembe

r1983 ) 

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Importan t Read instruction s befor e completin g form

. D o no tuse th e sam e S F 8 3 t o requestbot h a n Executive Orde r1229 1 reviewan d approva l unde r th e Paperwor k

Reductio n Act

. Answe ral l question s i n Par tI

. I fthi s reques ti s fo rreviewunde rE.O

. 12291

. complet e Par tI I an d sig n th e regulator ycertification

. I fthi s requesti s fo rapprova l unde rth e Paperwor k Reductio n Actan d 5 CFR 1320

. ski p Par

tII , complet e Par

tII I an d sig n th e paperwor k certification

. Sen d thre e copie s o fthi s form , th e materia l t o be reviewed , an d fo r

paperwork—thre e copie s ofth e supportin g statement , to : Offic e o fInformatio n an d Regulator yAffairs Offic e ofManagemen tan d Budget Attention : DocketLibrary , Roo m 320 1 Washington , DC 2050 3 PAR TI.—Complet e Thi s Par t fo rAl l Requests . 1 . Oepartment/agenc

yan d Bureau/office originatin g reques t 2 . Agenc ycod e EPA/OA R 20 6 0 3 . Nam e o

fperson wh o ca n bes

t answe rquestions regardin g thi s reques t Willia m W

. Damic o FT S 374-827 8 Telephone number (31 3 ) 668-427 8 4 . Titleo f informatio ncollectio norrulemakin g Regulatio no f

Fuel s an d Fue lAdditives : Fue lQualit yRegulation s fo rHighwayDiese l Fue lSol di n199 3 an d Late rCalenda rYear s

5 . Legal authorit

yfo rinformatio n collectio n orrul e (cite United States Code. Public

Law, or Executive

Order) 4 2 us e 7414,7521,752 5 o r

7541,7542,754 5 an d 760 1 6 . Affected publi c (check all that apply) 1 Q Individual s orhouseholds 2 Q Stat

e o rloca l government

s 3 O Farm s

4 0 Businesse

s orothe rfor-profi t Federa l agencie s oremployee

s 6 IZ ! Non-profit institution s 7 & ] Smal l businesse

s o rorganization s PAR TII.—Complet e Thi s Par t Onl yi fth e Reques t i s fo rOM B Revie wUnde rExecutiv e Orde r1229 1 7 . Regulatio n Identifie rNumbe r(RIN )

j 0 6 9

_—_^° 0 or , Non e assigne d D 8 . Typ e o fsubmission (check

one in each

category) Classification 1 S Majo r 2 L J Nonmajo r Stage of development 1 L J Propose

d ordraf t 2 IX J Final o rinteri m final , wit h priorproposal 3 L J Final o

rinteri m final , withou

t prio rproposa l Type

of review requested 1 Q 2 Standar

d 2 D Pendin g 3 L J Emergenc

y 4 [ J Statutor

yorjudicia l deadlin e 9 . CFR sectio n affected 4 0 r.fa

8 0 &8 6 10 . Doe s thi s regulatio n contai n reportin g orrecordkeepin g requirement s that requir

e OM B approva l underIh e Paperwork Reductio n Ac

t and 5 CFR 1320 7 1 D Ye s 2 D No Certificatio n fo rRegulator ySubmission s I n submittin g thi s reques t fo rOM B review, th e authorized regulator ycontac t an d th e progra m officia l certif ythat th e requirement

s o fE.O . 1229 1 an d an

yapplicabl e polic ydirectives hav

e bee n complied with . • Signatur e o fprogram officia l jr e o fauthorise

d regulator

ycontac t Richard D . Wilson , Directo r

Offic e o f Mobil e Source s Oat e 

### MA Y

### 2 5 199 0 Signatur e <

12 . (OMB

use only) Previous edition s obsolet e NS N 754000-634-403 4 83-10 8 Standard Form 8 3 (Rev

. 9-83 ) Prescnoe a O

yOM B 5 CFR 132 0 an a E O 1229 1P. 3 

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# v»EP A Unite d State s Environmenta l Protectio n Aoanc y Washington , D C 2046 0 Federalis m Review * Nam e ofActio n Fina l Rul e fo r Fue l Qualit y Regulation s fo r Hghwa yDiese l Fue l Sol d I n 199 3 AndLate r Yoar o : — • • — Progra m Offic e OAR , OM S We have reviewed

this action for federalism

effects. Our

finding is as follows: | **\ N o federalis m effects

. Federalis m assessmen tI s no trequired

. _ ^ Federalis m assessmen tI s no trequired

. Actio n i s mandate d b ystatut e (explai n below)

. Federalis m assessmen tI s no trequired

. Actio n i s necessar yt o carryou tstatutoryrequiremen t(explai n below)

. Federalis m assessmen tI s require d (attached)

. Explanatio n Unde r the Clea nAi r Act , regulation s pertainin g t o nationa l standard s fo r moto r fuel s ar e the responsibilit y o f th e federa l government .

*Se e "Guideline s fo rImplementin g Executiv e Orde r12612 : Federalism. ' EP AFor m 3720-1 1 (1-89 )P. 4

ENVIRONMENTAL PROTECTIONAGENC Y 4 0 CFR Part s 8 0 an

d 8 6 

## f\~<&(,'° 3

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Regulatio n o f Fuel s an d Fue l Additives : Fue l Qualit yRegulation s fo r HighwayDiese l Fue l Sol d i n 199 3 an d Late r Calenda r Year s AGENCY : Environmenta l Protectio n Agency . ACTION : Fina l Rule . SUMMARY : Today' s Fina l Rul e implement s a ne wnationa l progra m o f diese l fue l qualit ycontrol , completing actio n o n a recen t EPAproposa l (5 4 FR 35276 , Augus t 24 , 1989) . Thi s actio n require s tha t refiner s reduc e th e sulfu r conten t o f on-highway diese l fue l fromcurren t averag e level s o f approximatel y0.2 5 weigh t percen t t o level s no t exceeding 0.0 5 weigh t percent . Thi s actio n als o require s tha t on-highwaydiese l fue l hav e a minimu mcetan e inde xspecificatio n o f 4 0 (or mee t a maximu m aromatic s leve l o f 3 5 percent) . Bot hrequirement s wil l tak e effec t a t al l point s throughou t th e distributio n systemo n Octobe r 1 , 1993 . Specia l provision s providing fo r a phasing-i n o f thes e requirement s fo r smal l domesti c refinerie s ar e als o included . Certificatio n diese l fue l wil l als o b e change d beginning wit hbot hth e 199 1 an d 199 4 mode l year s t o reflec t the above mentione d change s i n commercia l diese l fue l quality . Vehicle sP. 5

sol d i n mode l year s 199 1 through199 3 wil l b e certifie d using 0.1 0 weigh t percen t sulfu r fuel , reflecting th e averag e fue l sulfur leve l expecte d t o be use d ove r thes e vehicles ' usefu l lives . Beginning wit hth e 199 4 mode l year , th e certificatio n fue l sulfu r leve l woul d b e tha t o f commercia l diese l fue l (i.e. , no t t o excee d 0.0 5 weigh t percent ) an d a minimu

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

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

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

yfind s tha t thes e regulation s ar e o f nationa l applicability . Accordingly , judicia l reviewo f thi s actio n i s availabl e onl yb

yfiling a petitio n fo r revie wi n th e Unite d State s Cour t o f Appeal s fo r th e Distric t o f Columbi a Circui t withi n 6 0 day s o f publication . Unde r sectio n 307(b)(2 ) o f the Act , th e requirement s whic har e th e subjec t o f today' s notic e mayno t b e challenge d late r i n judicia l proceeding s brough t b y EPAt o enforc e thes e requirements .

ADDRESSES : Materia l relevan t t o thi s fina l rul e i s containe d i n Publi c Docke t No . A-86-03 . Th e docke t i s locate d i n Room M-1500 , Watersid e Mal l (groun d floor) , U.S . Environmenta l Protectio n Agency , 40 1 MStree t SW , Washington , D C 20460 . Th e

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docke t mayb e inspecte d betwee n 8 a.m . an d 3 p.m . Monday throughFriday . Areasonabl e fe e mayb e charge d b yEPAfor copying docke t materials .

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

d Revie wo f Proposa l I n Marc ho f 1985 , EPApromulgate d particulat e emissio n standard s o f 0.2 5 grampe r brak e horsepower-hou r (g/BHP-hr ) fo r heavy-dut ydiese l truck s (greate r than 8,50 0 lbs. ) an d 0.1 0 g/BHP-hr fo r urba n buses , effectiv e i n th e 199 1 mode l year ; an d 0.1 0 g/BHP-hr fo r heavy-dut ydiese l truck s beginning i n the 199 4 mode l yea r (5 0 FR 10606 , Marc h15 , 1985) . During the rulemaking process , engin e manufacturer s expresse d concer n tha t sulfu r i n diese l fue l coul d eithe r plug th e trap-oxidizer s tha t EPAprojecte d woul d b e neede d t o mee t th e propose d particulat e standard s o r generat e significan t particulat e sulfat e emission s tha t woul d mak e i t difficul t t o mee t th e standards . Thus , commenter s recommende d tha t EPAregulat e th e sulfu r conten t o f diese l fuel . I n th e preambl e t o th e fina l rule , EPAresponde d tha t no t enoughwa s the n know n abou t th e effec t o f diese l fue l sulfu r o n trap s o r particulat e emission s t o tak e regulatory actio n a t tha t time , bu t tha t i t woul d continu e t o stud ythe

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issu e and , i f warranted , conside r regulating diese l fue l sulfu r content . I n Jun e o f 1986 , EPArelease d fo r publi c commen t a stud y prepare d unde r contrac t fo r EPAb yEnerg

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

d Company , Inc . (SCI) , entitle d "Diese l Fue l Qualit yEffect s o n Emissions , Durability , Performance , an

d Costs " (5 1 FR 23437 , Jun e 27 , 1986) . I n additio n t o showing tha t a reductio n i n diese l fue l sulfur conten t woul d directl yreduc e SO

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

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

d Moor e Consultants , Inc . (B&M ) entitle d " AStud y o n Restrictio n o f Sulfu r an d Aromatic s Conten t o n Highway Diese l Fuel " wer e released . Th e SwR I repor t furthe r substantiate d th e possibilit yo f reduce d engin e wea r wit hlowe r sulfu r fuel . Th e B& Mrepor t assesse d th e cost s o f controlling sulfu r t o 0.0 5 weigh t percent , controlling aromatic s t o 2 0 volum e percent , an d controlling bot hsimultaneously . Als o assesse d i n th e B& Mrepor t wa s th e effec t o f th e degre e o f

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segregatio n o f heating oi l an d "highway " diese l fue l o n contro l cost . Subsequen t t o thes e studies , i n a landmar k initiative , member s o f th e diese l engin e manufacturing an d petroleu

m refining industrie s submitte d a join t proposa l fo r on-highway diese l fue l modificatio n t o EPA . Thi s proposa l include d a maximu msulfu r leve l o f 0.0 5 weigh t percen t an d a minimu

m cetan e inde xo f 4 0 (a s a mean s o f capping aromatic s a t curren t levels ) t o b e implemente d b yOctobe r 1 , 1993 . Als o include d wa s a provisio n t o allo wengin e certificatio n o n lowsulfur fue l beginning wit hth e 199 1 mode l yea r t o reflec t upcoming change s i n commercia l fuel . Al l o f thi s activit yculminate d i n th e publicatio n o f a Notic e o f Propose d Rulemaking (NPRM ) pertaining t o on-highway diese l fue l qualit y(5 4 FR 35276 , Augus t 24 , 1989) . Thi s proposa l include d a maximu m sulfu r conten t o f 0.0 5 weigh t percen t an

d a minimu

mcetan e inde xo f 4 0 fo r al l on-highway diese l fue l beginning o n Octobe r 1 , 1993 . Th e contro l option s considered ; cost , benefits , an d cost-effectivenes s o f fue l control ; leadtime ; enforcemen t issues ; an d certificatio n fue l wer e al l discusse d i n th e NPRMpreambl e a s summarize d below . Thes e topic s wer e evaluate d i n detai l i n th e Draf t Regulatory Impac t Analysi s (Draf t RIA ) whic hwa s publishe d i n suppor t o f th e NPRM . Avariet yo f contro l option s wer e considere d i n the rulemaking developmen t process . Sulfu r contro l o f varying level s dow

n t o 0.0 5 weigh t percen t wer e considere d wit hno

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d th e amoun t o f desulfurizatio n equipmen t currentl yi n plac e i n th e refining industry . I n th e NPR Mthe cos t o f sulfu r contro l (t o 0.0 5 weigh t percent ) wa s projecte d t o b e abou t 2. 3 cent s pe r gallo n a t curren t rate s o f segregatio n an

d 1. 8 cent s pe r gallo n fo r th e complet e (10 0 percent ) segregatio n scenario . Ther e ar e a numbe r o f benefit s (bot hfinancia l an d environmental ) whic hca n b e attribute d t o diese l fue l sulfur control . Th e firs t are a o f benefit s i s i n exhaus t aftertreatmen t technology . Th e 0. 1 g/BHP-hr particulat e standar d promulgate d fo r heavy-dut ydiese l vehicle s fo r the

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199 4 mode l yea r wil l likel ynecessitat e the us e o f exhaus t aftertreatmen t devices . Reduction s i n fue l sulfur woul d resul t i n smal l reduction s i n engine-ou t particulate , makin g i t somewha t easie r t o compl ywit hth e stringen t 199 4 particulat e standard . Additionally , th e us e o f some aftertreatmen t device s suc ha s flow-throughcatalyst s an d catalyze d trap s i s effectivel yprohibite d b ycurren t fue l sulfu r level s a s thes e device s ten

d t o generat e sulfat e particulat e from th e fue l sulfur . Reducing fue l sulfu r fo r 199 4 wa s projecte d t o resul t i n pe r vehicl e fue l economy , hardware , an d maintenanc e cos t saving s o f $32 4 fo r ligh t heavy-dut ydiesel s (LHDDEs) , $65 1 fo r mediu mheavy-dut ydiesel s (MHDDEs) , $75 2 fo r heav yheavy-dut y diesel s (HHDDEs ) an d $70 0 fo r urba n buses . Th e second are a o f benefit s fromfue l qualit ycontro l wa s tha t o f reduce d engin e wea r wit hlowsulfu r fuel . Depending upo n th e metho d use d t o evaluat e thes e benefits , an d the vehicl e clas s evaluated , EPAestimate d cos t saving s from sulfu r contro l ranging from0.8^/ga l t o 30^/gal . Th e thir d are a o f benefit s attribute d t o fue l qualit y contro l wa s tha t o f emission s an d ai r quality . Substantia l reduction s i n SO

- an d particulat e matte r emission s beyond th e reduction s resulting fromth e 199 4 0. 1 g/BHP-hr particulat e standar d wer e projecte d t o resul t fromfue l sulfu r control . Additionally , some reduction s o f H C an d C O wer e expecte d a s an indirec t resul t du e t o th e change s i n aftertreatmen t technologystrategie s use d b yth e engin e manufacturer s t o compl ywit hth e 199 4 particulat e standards . Th e reduction s estimate d i n th e NPRMar e show n i n Tabl e 1 . -7

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

[100 0 tons/yr ] p. n

Pollutan t 1995E1 ] 2015 m Tota l Particulat e Directl y Emitte d Indirec t SO 2 H C C O 99-19 6 (19%-38%)t2 ] 10-2 9 (3%-10% ) 89-16 7 (43%-80% ) 310-58 0 (43%-80% ) . 1 4 3%[3 ] 14 1 8 % 159-32 1 (23%-46% ) 3-3 5 (1%-10% ) 156-28 6 (44%-80% ) 542-99 3 (44%-80% ) 8 8 12 % 91 6 27 % [1 ] Lowe r en

d o f rang e resul t o f 10 0 percen t distillat e segregation , uppe r en d resul t o f curren t segregatio n practices . [2 ] Figure s i n parenthesi s represen t percen t reductio n frombaselin e emission s o f numbe r two fue l oi l use . [3 ] Figure s represen t percen t reductio n from baselin e fo r mobil e sources . Th e resulting ai r qualit yimpact s o f fue l contro l wer e als o analyze d i n th e NPRM . I t wa s projecte d tha t b yth e yea r 2015 , i n larg e metropolita n area s (greate r tha n 1,000,00 0 residents) , sulfu r contro l woul d reduc e annua l arithmeti c mea n concentration s o f particulat e b y2. 3 6. 3 mg/ m(i n compariso n t o curren t level s o f 1 8 - 9 0 mg/ m) an d SO

_b y 7. 0 - 16. 7 mg/m

_(i n compariso n t o curren t level s o f u p t o 6 7 3 mg/ m) . Ai r qualit ybenefit s i n th e area s o f healt heffect s

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an d visibilit ywer e als o described . Th e fina l environmenta l analysi s doe s no t contai n a n assessmen t o f th e potentia l fo r affecting cance r risk s b y regulating diese l fue l quality . Th e Draf t RegulatoryImpac t Analysi s di d contai n a preliminaryanalysis ; however , thi s analysi s ha s bee n remove d du e t o significan t error s foun d i n th e methodology . Th e effec t o f diese l fue l qualit yo n cance r risk s wil l b e addresse d b yth e Agenc yi n a separat e rulemaking whic hdeal s wit hth e contro l o f fue l relate d ai r toxics . Cost-effectivenes s o f pollutio n contro l i s define d a s the contro l cos t (ne t o f cos t credits ) pe r to n o f pollutan t removed . I t ca n b e use d t o identif yth e leas t cos t wayo f achieving a give n pollutio n contro l objective . I n thi s regulation , cost-effectivenes s analysi s i s use d t o ran k pollutio n contro l alternatives . Sinc e particulat e contro l wa s th e majo r focu s o f th e proposal , th e cost-effectivenes s o f particulat e reductio n attributabl e t o diese l fue l qualit y contro l wa s estimate d using a calendar-yea r approac hdiscounte d ove r a 33-yea r period . Particulat e emissio n reduction s wer e discounte d i n th e same fashio n a s th e costs , neglecting an y factor s whic hmigh t ten d t o increas e th e valu e o f thos e reduction s i n futur e years . Th e cost-effectivenes s o f sulfur contro l a s develope d i n th e proposa l i s show n i n Tabl e 2 .

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Tabl e 2

33-Yea r Urba n Cost-Effectivenes s Analysi s o f ': Sulfu r Control 1

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

Analysi s i s pe r to n o f particulat e matte r wit hno credit s take n fo r othe r emission s reductions . Range s reflec t impac t o f segregation . Se e draf t RIA . Th e effectiv e dat e o f th e diese l fue l regulation s wa s propose d t o b e Octobe r 1 , 1993 . Thi s dat e wa s consisten t wit h th e join t industryproposa l submitte d t o EPAb yth e engin e manufacturer s an d oi l refiners . Additionally , a n EPA contracte d stud

yb ySC I o n th e leadtime issu e conclude d tha t th e propose d regulation s coul d b e me t b ylat e 1993 . Finally , i t wa s highl ydesirabl e t o hav e th e regulation s i n effec t prio r t o th e introductio n o f th e 199 4 mode l yea r i n orde r t o expand th e technologica l option s availabl e t o th e engin e manufacturer s fo r complianc e wit hth e 199 4 heavy-dut ydiese l particulat e regulations . Avariet yo f enforcemen t option s wer e presente d i n the

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NPRM , covering poin t o f application , lega l responsibilit yan d complianc e monitoring . I t wa s propose d tha t th e fue l qualit y regulation s shoul d b e applicabl e a t al l point s i n the distributio n networ k fromrefiner s an d importer s t o retai l outlets . I n term s o f liability , a liabilit yscheme wa s chose n whereb yth e regulate d part yanywher e i n th e distributio n chai n offering fo r sale , supplying o r transporting a noncomplying fue l woul d b e hel d liable . Additionally , a vicariou s liabilit y provisio n wa s include d suc htha t partie s upstreami n th e distributio n chai n ca n b e hel d responsibl e fo r violation s whic h ar e foun

d a t downstreamfacilitie s ove r whic htheycoul d exercis e some control . Aprovisio n wa s als o include d whereb y off-highwaydiese l fue l no t meeting th e propose d on-highway fue l standard s mus t b e visibl ydye d i n orde r t o distinguis hi t fromon-highwaydiese l fuel . Finally , th e propose d fue l t o b e use d fo r certificatio n testing wa s defined . Fo r 199 4 an d late r model-yea r engines , certificatio n fue l woul d mee t th e same specification s propose d fo r in-us e fuel . Tha t is , i t woul d contai n n o mor e than 0.0 5 weigh t percen t sulfu r an d woul d hav e a minimu mcetan e inde xo f 40 . Fo r 1991-199 3 model-yea r engines , th e certificatio n fue l woul d contai n 0.1 0 weigh t percen t sulfur fuel . Thi s valu e represente d EPA' s estimat e o f th e averag e commercia l fue l sulfu r leve l thes e engine s woul d se e ove r thei r usefu l lif e give n tha t commercia l fue l woul d hav e abou t 0.2 5 weigh t percen t sulfu r i n 199 1 - 199 3 an d no mor e than 0.0 5 weigh t percen t sulfu r fo r 199 4 an

d later .

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-II . Publi c Participatio n

Following th e Augus t 24 , 198 9 publicatio n o f EPA' S proposa l (5 4 FR 35276) , a publi c hearing wa s hel d t o solici t comments . Thi s hearing wa s hel d o n Octobe r 11 , 198 9 an d wa s followe d b

ya thirt ydaycommen t period . During th e publi c commen t period , whic hende d Novembe r 10 , 1989 , comment s wer e receive d frommor e than 4 0 parties . Some additiona l comment s wer e als o receive d afte r th e clos e o f th e commen t perio d an d ar e include d i n th e discussion s below . EPAha s carefull yreviewe d al l o f th e comment s received . I n general , th e comment s wer e supportiv e o f th e rulemaking althoughman

yo f th e comment s requeste d tha t modification s t o th e propose d rulemaking b e made . Mor e than twent yo f th e entitie s commenting o n th e propose d rulemaking expresse d strong support . Commenter s supporting th e rul e include d four governmen t agencie s including th e state s o f Ne wYork , Colorad o an d California ; eigh t refiner s an d refiner s organization s including th e America n Petroleu mInstitut e (API) , th e Nationa l Petroleu

mRefiner s Associatio n (NPRA) , an d th e RockyMountai n Oi l an d Ga s Association ; seve n manufacturer s o r manufacturer s organization s including th e Engin e Manufacturer s Associatio n (EMA) , Ford , Genera l Motors , Navistar , an d Volkswagen ; th e America n Trucker s Associatio n (ATA) ; an d two privat e citizens . Th e following section s reviewth e substantiv e issue s raise d concerning change s t o th e proposa l an d provid e EPA' s response s t o each . Majo r issue s addresse d include : th e potentia l fo r advers e impact s o n smal l marketers ; impact s o n smal l refiners ;

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-th e appropriatenes s o f th e level s o f contro l proposed ; th e us e

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

### issue : Smal l Markete r impact s I n th e notic e o f propose d rulemaking an d th e draf t regulatoryimpac t analysis , EPAdi d no t specificall yanalyz e th e potentia l impact s o f th e rul e o n th e segment s o f th e distributio n system downstreamo f th e bul k terminals . Commenter s argue d tha t th e rul e doe s indee d hav e th e potentia l fo r some sever e impact s o n smal l marketer s i n th e downstream segmen t o f th e distributio n system . Summaryo f th e Comment s Commenter s submitte d extensiv e comment s o n thi s issue , touching o n manyaspect s o f th e rule' s potentia l impacts . I n it s review , EPAidentifie d fiv e basi c issue s whic hseemt o underli e th e concern s o f smal l independen t marketers . Thes e issue s are : a belie f tha t EPAhad no t adequatel yevaluate d the potentia l impact s o f th e rul e o n smal l marketers , th e cost s fo r smal l marketer s t o compl ywit hEPA' s proposal , th e possibilit y o f smal l marketer s being place d a t a competitiv e disadvantag e

-13

-P.1 7

compare d t o th e majo r integrate d petroleu mcompanies , a desir e fo r a uniformstandar d fo r th e entir e poo l o f numbe r two diesel , an

d concern s abou t th e suppl yo f fuel s afte r th e rul e goe s int o effect . Comment s wer e als o receive d o n th e impac t o f th e vicariou s liabilit yenforcemen t provision s o n smal l marketers . Thes e enforcement-relate d comment s ar e discusse d late r i n connectio n wit hothe r enforcemen t issues . Th e Independen t Fue l Termina l Operator s Associatio n (IFTOA) , Empir e Stat e Petroleu mAssociatio n (ESPA) , Ne wEnglan d Fue l Institut e (NEFI) , Petroleu mMarketer s Associatio n o f Americ a (PMAA) , Smal l Busines s Administratio n (SBA) , an d Societ yo f Independen t Gasolin e Marketer s Associatio n (SIGMA ) al l argue d tha t EPAmus t conduc t an analysi s o f th e potentia l impact s o f th e rul e o n downstream marketers . Al l o f thes e variou s entitie s claime d tha t the rul e woul d hav e potentiall y sever e impact s o n th e segment s o f th e industrydownstreamo f bul k terminals . Mos t notably , theycalle d fo r a stud yo f the impact s o f having a segregate d fue l system an d th e impact s thi s systemwoul d hav e o n th e competitiv e situatio n o f th e variou s entitie s i n th e petroleu mmarketing industry . PMAA , NEFI , an

d ESPAal l argue d tha t th e financia l impact s o f th e rul e o n smal l marketer s coul d b e great . Th e primary concer n wa s increase d cost s i n storing , transporting , an d marketing segregate d numbe r two distillat e fuels . PMA Aargue d tha t i t woul d cos t an averag e o f $40,00 0 t o upgrad e storag e facilitie s t o handl e segregate d fue l an d an averag e o f $60,00 0 t o handl e th e deliveryo f segregate d fuel s wit hth e averag e

•14

-JJM 8

cos t t o handl e segregate dfuel s bein g abou t 1. 5 cent s pe r gallon . Marketer s fo r who m th e increase dcos t t o handl e segregate dfuel s woul db e prohibitiv e woul db e face dwit h significan t losse s o f customer s accompanie dwit hsignifican t losse s o f revenue s accordin g t o PMAA . Bot hESP A

an dPMA

A believ e tha t th e rul e wil l plac e smal l marketer s a t a competitiv e disadvantag e compare dt o thei r large r competitors . PMA A claim s tha t large r terminal s an d plant s ar e mor e likel y t o b e abl e t o handl e segregate dfuel s an dwoul dtherefor e hav e a considerabl e advantag e i nbein g abl e t o ad dt o thei r custome r bas e b y pickin g u pcustomer s los t by othe r marketers . Furthermore , the y clai m

tha t i t i s rathe r commonplac e fo r smal l marketer s t o compet e directl y wit hthei r suppliers . Th e mai nfea r associate dwit hthi s situatio ni s tha t supplier s ma y b e abl e t o restric t th e availabilit y o f on e o r bot hfuel s t o th e smal l marketer s an dus e thi s leverag e t o tak e ove r som e o f th e market s serve db y th e smal l marketers . Fo r a variet y

o f reasons , man y commenter s expresse da desir e fo r th e entir e poo l o f diese l fue l t o b e subjec t t o unifor m

standards . ESPA , PMAA , SBA , Gresha m Petroleu m

Co. , SIGMA , an dth e Delt a Counci l al l woul dlik e t o se e a unifor m standar dbecaus e o f th e benefit s smal l marketer s woul dderive . Sinc e th e majorit y o f th e potentia l smal l markete r impact s resul t fro m

th e nee dt o handl e tw o segregate ddiese l fuels , th e adoptio no f unifor m standard s wa s see na s desirabl e sinc e i t avoid s th e nee dt o segregat e diese l fuels . AT A an da privat e citize nbot hexpresse dconcer nabou t intentiona l misfuelin g a s

•15 -P.1 9

a mean s o f gaining competitiv e advantage s an d wante d uniform standard s t o preven t this . AT Aals o expresse d concer n tha t the creatio n o f a pric e differentia l betwee n on-highwayan d off-highwayfuel s woul d upse t th e curren t competitiv e balanc e betwee n truc k transportatio n an d rai l an

d shi p transportation . Finally , man

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

d othe r benefit s ca n b e captured . ESPAcite d a lette r froma manufacture r o f heating equipmen t whic hstate d tha t reducing th e sulfu r conten t o f th e fue l woul d no t onl y reduc e emission s bu t als o greatl yextend th e usefu l lif e o f heating equipment . PMAA , SBA , th e Cit yo f Ne wYork , th e Stat e o f Ne wYor k an

d th e Stat e o f Colorad o al l argue d tha t the opportunit yt o gai n furthe r environmenta l benefit s b yextending th e regulation s shoul d b e pursued . Ne wYor k an d Colorad o eve n wen t s o far a s t o argu e tha t th e rul e shoul d b e phase d i n earl y a s low-sulfu r fue l become s available . O n th e othe r hand , NEF I fel t tha t th e extensio n o f fue l sulfu r regulation s t o the entir e poo l coul d pus hu p th e pric e o f heating oi l t o a poin t wher e i t woul d b e les s competitiv e wit hothe r heating fuel s an d therefor e oppose d a uniformfue l standard . Th e comment s o n th e issu e o f suppl yshortage s wer e wide-ranging . PMA Anote d severa l way s i n whic hsuppl ycoul d be affected . First , theystate d tha t large r working inventorie s wil l b e neede d sinc e shifting heating oi l t o on-highwayus e wil l no longe r b e possible , an d shifting low-sulfu r fue l t o home heating wil l probabl yno t b e economical . Second , they

-16

-suggeste d that , du e t o capita l constraints , man yrefiner s may choos e t o no t produc e on-highwayfuel ; an d tha t man

yo f thes e refiner s mayb e concentrate d i n a singl e regio n o f th e country , resulting i n regiona l shortages . Finally , PMA Astate d tha t man ymarketer s wil l discontinu e sale s o f on e o r th e othe r grade s o f diesel . Thi s coul d b e regionall yproblematic , they suggest . Fo r example , theynote d that , i n th e Northeast , on-highwaydiese l fue l comprise s a relativel ysmal l fractio n o f bot hth e tota l distillat e sale s an d th e distillat e sale s o f man yindividua l marketers . Thus , PMA Abelieve s tha t man yo f thes e marketer s maydiscontinu e sale s o f on-highwayfuel , whic h PMA Aargue s woul d resul t i n shortages . Furthermore , ESPA argue d tha t EPAhad no t evaluate d th e capabilitie s o f latera l pipeline s t o handl e segregate d fuel s an d tha t th e smalle r latera l pipeline s mayno t b e abl e t o handl e two grade s o f diese l fuel , whic hwoul d creat e suppl yshortage s o f on e o r the othe r grad e o f fuel . Analysi s o f Comment s Give n th e potentia l fo r impact s o n th e distributio n system identifie d b

ycommenter s an

d th e genera l lac k o f soli d informatio n wit hwhic ht o mak e soun d analyses , EPAdecide d t o fun d a contracto r stud yo f th e potentia l affect s o f th e rul e o n smal l marketers.[2 ] Th e stud yuse d a "mode l plant " approac ht o [2 ] Impact s o f Fue l Desulfurizatio n o n Distillat e Marketers , Marc h13 , 1990 , IC F Incorporated .

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-P.2 1

analyz e th e potentia l impact s o f th e rul e o n smal l marketers . Using thi s approach , dat a wa s gathere d o n the characteristic s o f smal l marketers , keyattribute s o f the marketer s wer e identified , th e industrywa s groupe d int o a numbe r o f mode l plant s according t o trend s i n th e keytraits , an d th e potentia l impac t o f th e rul e wa s analyze d fo r eac hmode l plan t unde r variou s likel ymarketing scenarios . Overall , th e stud y conclude d tha t th e impact s o n smal l marketer s woul d be low . Th e following paragraph s briefl ydescrib e th e IC F stud yan d it s results . Th e contracto r firs t gathere d dat a o n th e siz e an d operating characteristic s o f petroleu mmarketing firm s a s wel l a s th e overal l attribute s o f th e market . I n addition , informatio n wa s gathere d o n th e variou s cost s associate d wit h purchasing ne wequipmen t an d carrying o n operation s wit h segregate d fuel . Base d o n th e dat a gathered , severa l key attribute s o f th e marketer s wer e identified . . On e o f th e mos t importan t wa s th e marketer' s size . T o gaug e th e effect s o f firmsize , four differen t siz e classification s wer e developed . Marketer s wer e modele d a s having annua l distillat e sale s o f $400,000 , $ 1 million , $2. 5 million , o r $ 5 million . Give n tha t th e annua l distillat e sale s o f some marketer s ca n be a s higha s $2 0 million , i t ca n b e see n tha t th e stud ywa s focuse d o n smalle r firm s mor e likel yt o b e adversel yimpacte d b yth e ne wrule . I n addition , firm s wer e classifie d a s being i n eithe r a strong o r wea k financia l position . "Strong " firms wer e modele d using media n financia l dat a fo r eac hgrou p whil e

-18

-"weak " firm s represen t th e lowes t quartile . data . Othe r

characteristi c variable s whic hwer e use d i n th e modeling include d existing equipmen t (singl e o r multipl e distillat e storag e tanks , possessio n o r non-possessio n o f compartmentalize d deliverytrucks) , degre e o f fi t betwee n the size s o f an

yexisting multipl e tank s an d th e sale s distributio n o f th e fuels , an

d th e proportio n o f distillat e sale s coming fromon-highwayfuel . I n term s o f th e marketing environment , i t wa s decide d tha t ther e wer e two mai n marke t characteristic s whic hneede d t o b e modeled . Thes e two characteristic s wer e th e densit yo f marketer s i n th e give n marke t are a an d th e relativ e sale s o f on - an

d off-highwayfuel s i n th e region . Market s wer e describe d a s having eithe r a highdensit yo f marketer s (typica l o f urba n areas ) o r a lowdensit yo f marketer s (i.e. , rura l areas) . Thi s paramete r affecte d th e competitiv e environmen t face d b

yindividua l firm s an d wa s als o associate d wit hsuc h thing s a s th e abilit yo f a markete r t o fin d alternativ e customer s shoul d i t wis ht o specializ e i n onl yon e typ e o f fuel . A s fo r th e sale s spli t betwee n on - an d off-highwayfuel , IC F identifie d two characteristi c markets . On e wa s th e Ne w England area , wher e widesprea d us e o f home heating oi l result s i n on-highwayfue l being a relativel ysmal l portio n o f tota l sales . Fo r othe r area s o f th e country , sale s ar e mor e nearl y balanced , althoughoff-highwayus e stil l ha s a smal l edg e fo r th e customer s service d b ysmal l marketers . Base d o n the collecte d data , IC F identifie d sale s split s o f 8 0 percen t

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-off-highway/2 0 percen t on-highwayan d 6 0 percen t off-highway/4 0 percen t on-highwaya s being appropriat e fo r modeling the relativ e sales . Therefore , th e four characteristi c market s use d i n th e analysi s consis t o f market s wit ha hig h concentratio n o f marketer s wit heithe r predominantl y off-highwaysale s o r relativel yeve n sale s split s an d market s wit ha lowconcentratio n o f marketer s wit heithe r o f the two split s betwee n on - an d off-highwaysales . Cos t estimate s wer e develope d fo r a numbe r o f factor s necessaryt o analyz e th e possibl e response s o f marketers . Thes e include d cost s o f adding ne wtanks , cost s o f modifying piping s o tha t existing multipl e tank s coul d handl e segregate d fuels , cost s o f compartmentalizing deliverytrucks , additiona l cost s o f operating compartmentalize d trucks , an d cost s o f finding an

d servicing ne wcustomer s ove r a wide r area . Thes e cos t estimate s wer e combine d wit hth e variou s marke t characteristic s t o calculat e th e incrementa l cos t i n cent s pe r gallo n o f fue l handle d t o maintai n sale s o f an equa l amoun t o f fue l using thre e possibl e response s t o th e introductio n o f low-sulfu r fuel . Thes e response s were : specializing i n onl y on e fuel , segregating product s b yadding piping t o demanifol d existing multipl e tanks , o r segregating b yadding a ne wtank . I n eac ho f th e four marke t scenarios , th e mos t prevalen t grouping s o f markete r characteristic s wer e analyze d fo r cost s o f responses . I n general , th e stud yfoun d tha t i n area s wit ha high densit yo f marketer s an d predominantl yoff-highwaysales , mos t

-20

-marketer s woul d fin d specializing i n off-highwayfue l an d expanding deliveryarea s t o mak e u p fo r los t customer s t o be th e leas t cos t option . Thi s approac hwa s foun d t o ad

d abou t on e tent ho f a cen t pe r gallo n t o th e fue l cost . However , ther e woul d b e insufficien t demand fo r off-highwayfue l fo r al l marketers , t o selec t thi s option . Segregating wa s als o a fairl y inexpensiv e optio n wit hcost s o f a s lo wa s on e fourt ho f a cen t pe r gallon , s o tha t a premiu mfo r on-highwayfue l o f a s littl e a s on e thir d o f a cen t pe r gallo n abov e an ydifference s i n bas e fuel , cost s woul d b e sufficien t t o entic e man ymarketer s t o segregat e o r t o specializ e i n on-highwayfuels . Marketer s i n urba n area s wit hrelativel yeve n demand fo r bot hon - an d off-highwayfuel s woul d generall yfin d specializing i n eithe r on - o r off-highwayfuel s t o b e th e lowes t cos t optio n a t abou t on e fourt ho f a cen t pe r gallon , althoughlarge r marketer s woul d fin

d segregating t o b e a cos t competitiv e option . Marketer s i n rura l an d predominantl yoff-highwaysale s area s woul d fac e cost s ranging fromfiftee n hundredth s o f a cen t pe r gallo n t o four tenth s o f a cen t pe r gallon . Some marketer s woul d fin

d specializing i n off-highwaysale s t o b e th e lowes t cos t optio n whil e other s woul d fin d segregating t o b e the cheapes t response . I n area s wit ha lowdensit yo f marketer s an d relativel yeve n sale s o f on - an d off-highwayfuels , mos t marketer s woul d fin d segregating t o b e th e leas t costl yoptio n wit hcost s ranging fromtwo t o four tenth s o f a cen t pe r gallon . Thus , i n al l case s th e cost s wer e relativel ysmall . ICF' s analysi s o f th e marke t condition s showe d tha t mos t

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-P.2 5

o f th e cos t increase s shoul d pas s throught o consumer s withou t significan t decrease s i n th e demand fo r fuel . Consequently , mos t marketer s shoul d b e abl e t o cop e wit hthe additiona l cost s withou t significan t i'mpact s o n thei r businesses , althoughsome o f th e weake r firm s mayexperienc e some difficulties . I t shoul d als o b e note d tha t ther e wer e two possibl e marke t response s no t specificall yanalyze d b yIC F whic hwoul d represen t lowe r cos t solution s fo r marketer s i n some cases . First , marketer s locate d nea r terminal s coul d increas e the amoun t o f deliverie s mad e directl yfromterminals , thu s bypassing some o f th e nee d fo r investment s i n capita l equipmen t an d possibl yreducing handling cost s fo r th e fuel . Second , depending o n th e response s o f refiner s an d pipeline/termina l operators , i t i s possibl e tha t some market s o r eve n region s o f th e countrywil l switc hexclusivel yt o using low-sulfu r fuel , thereb ycompletel yeliminating th e nee d fo r marketer s t o chang e th e wa ydistillat e fuel s ar e handled . Th e exten t t o whic h thes e two option s wil l occu r i s difficul t t o predict . Further , a t leas t fo r increasing deliverie s direc t from terminals , i t i s difficul t t o estimat e thei r cos t impact . Therefore , thes e two option s wer e no t include d i n th e analysi s don e b yICF . However , i t shoul d b e note d that , du e t o thei r omissio n fro m th e study , th e result s o f th e stud ymayoverstat e th e potentia l impact s o f th e rul e o n smal l marketers . T o summariz e th e result s o f th e study , cost s t o smal l marketer s associate d wit hth e introductio n o f low-sulfur on-highwayfue l shoul d b e fairl ylow , generall yi n th e rang e o f

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-a fe wtenth s o f a cen t pe r gallo n eve n whe n installin g ne w

storag e tanks . Fo r th e mos t part , additiona l cost s t o th e marketer s wil l pas s throug ht o th e consumers . Therefore , mos t marketer s wil l se e ver ylittl e impac t fro mthi s rule . Thes e conclusion s wer e reache d eve n though , a s note d earlier , th e analysi s focuse d o n th e smal l en d o f th e marke t wher e th e change s woul d hav e th e greates t potentia l fo r advers e impacts . A s discusse d late r i n thi s Preamble , today' s actio n contain s a two-yea r extensio n fo r qualifyin g smal l refiners . Thi s smal l refine r extensio n i s no t expecte d t o adversel y affec t smal l marketers . Althoug ha thir d clas s o f diese l fue l wil l b e created , marketer s wil l no t b e require d t o carr ythi s fuel , s o the ywil l onl yd o s o i f i t i s t o thei r advantage . Furthermore , th e volum e o f thi s thir d clas s o f fue l sol d durin g th e shor t perio d o f th e exemptio n i s no t expecte d t o b e grea t enoug ht o disadvantag e marketer s choosin g t o no t carr yth e fuel . Regardin g th e possibilit yfo r competitiv e disadvantage s wit hlarge r marketer s an d terminals , result s o f th e IC F stud y sho wtha t th e competitiv e positio n o f smal l marketer s i s no t likel yt o b e degrade d compare d t o large r marketer s a s a resul t o f thi s rule . IC F foun d tha t thes e tw o group s serv e characteristicall ydifferen t portion s o f th e diese l fue l market . Large r marketer s an d termina l operator s serv e mainl y larg e account s capabl e o f receivin g ful l tan k truc k load s o f 3,00 0 t o 7,00 0 gallon s o n a regula r basis . O n th e othe r hand , smal l marketer s primaril yserv e smalle r account s receivin g partia l truc k load s o f a s littl e a s 20 0 gallons . Furthermore ,

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-large r marketer s hav e historicall yshow n littl e interes t i n expanding thei r operatio n int o market s currentl yserve d b y smalle r marketers . Eve n i f theywer e s o inclined , th e IC F stud yfoun d tha t large r marketer s appea r t o b e a t leas t a s ill-equippe d t o handl e segregate d fuel s a s smal l marketers . Therefore , th e stud yconclude s tha t no significan t shif t i n the competitiv e environmen t shoul d resul t fromthi s rule . Concerning th e issu e o f establishing a uniformstandard fo r th e entir e poo l o f diese l fuel , EPAdoe s no t fin d thi s t o b e a feasibl e optio n a t present . Firs t o f all , whil e EPAha s authorit yt o regulat e emission s fromstationarysource s unde r certai n circumstances , EPAcurrentl ylack s direc t authorit yt o se t nationa l standard s wit hrespec t t o th e conten t o f fue l no t use d fo r highwaypurposes . Furthermore , th e availabl e leadtime betwee n no wan

d 199 4 i s probabl yinsufficien t fo r refiner s t o mak e th e require d capita l investment s t o desulfuriz e th e entir e fue l pool . Finally , n o assessmen t ha s bee n don e o f the appropriat e contro l t o implemen t fo r th e off-highwaymarket . Thi s woul d involv e th e developmen t o f additiona l cos t an d benefi t informatio n fo r dealing wit hoff-highwayfuels . I n addition , sinc e n o suc hactio n ha s bee n proposed , i t woul d involv e developing a ne wrulemaking proposal . Thi s i s a length yprocess , ari

d i t woul d clearl yno t b e possibl e t o regulat e th e sulfu r conten t o f thes e fuel s b y1994 . No r coul d th e Agenc ydelayimplementatio n o f on - highwayfue l contro l beyond 1994 . Implementatio n o f contro l b y199 4 i s necessary becaus e o f th e expecte d introductio n i n tha t yea r o f contro l

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-hardwar e o n heavy-dut ydiese l engine s whic hwil l requir e

low-sulfu r fue l fo r prope r functioning . Whil e i t i s no t feasibl e t o requir e the entir e poo l t o be desulfurized , i t shoul d b e pointe d ou t tha t ther e i s no prohibitio n agains t th e off-highwayus e o f low-sulfu r fuel . Low - sulfu r fue l ca n b e use d fo r an ydesire d application . Indeed , i f th e marke t force s ar e suc htha t i t i s mor e economica l fo r muc ho f th e fue l poo l t o mee t th e standard s fo r on-highwayfuel , the n tha t i s wha t wil l likel yhappen . Th e rul e a s propose d provide s th e maximu mflexibilit yfo r the handling o f off-highwayfuel s an d heating oils . Concerning th e possibl e upsetting o f th e competitiv e balanc e betwee n on-highwaytruc k transportatio n an d rai l an

d shi p transportation , EPAdoe s no t believ e tha t th e rul e wil l hav e a significan t effec t o n thi s balance . EPAha s see n no evidenc e tha t a smal l differenc e i n fue l price s woul d lea d t o truc k transportatio n being non-competitiv e wit hothe r mean s o f transportation . Mor e importantly , i n man yinstances , rai l o r shi p transportatio n woul d no t b e abl e t o replac e truc k transportation . Regarding th e issu e o f misfueling , EPAagree s tha t having a uniformstandar d woul d greatl ysimplif yth e preventio n o f misfueling . However , a s ha s alread ybee n explained , i t i s no t possibl e t o mandat e a uniformstandar d a t thi s time . Therefore , EPAha s constructe d an enforcemen t scheme (describe d late r i n thi s preamble ) whic hshoul d minimiz e th e potentia l fo r misfueling .

-25

-"T-'J '• " ' r 'T« v i | Marketer s hav e argue d tha t setting-u p a segregate d fue l systemwoul d involv e an increas e i n inventorysinc e th e two product s woul d no t b e readil yinterchangeable . No quantitativ e estimate s o f th e nee d fo r increase d inventorywer e mad e b y marketers , no r wa s th e clai mo f resultan t shortage s substantiated . EPAbelieve s tha t th e factor s affecting the amoun t o f inventorykep t b ymarketer s ar e comple xan d tha t increase s i n inventoryar e no t a n inevitabl e outcom e o f thi s rule . However , assuming tha t increase s i n inventorymigh t occur , th e Agenc yha s attempte d t o estimat e thei r potentia l impacts . Accordin g t o th e IC F smal l marketer s study , marketer s presentl ykeep an averag e inventoryo f approximatel ya two wee k suppl y(or abou t 3. 8 percen t o f th e annua l volume sold) . Fo r th e wors t case , th e Agenc yassume d tha t al l marketer s woul d ad d th e same typ e o f fue l (i.e. , on-highway ) a s a ne wsegregate d fue l withou t decreasing inventorie s o f off-highwaydistillate . Th e Agenc yfurthe r assume d tha t inventorie s o f on-highwayfue l woul d b e establishe d ove r approximatel ya thre e mont hperio d a s tank s wer e constructe d an d th e ne wfue l became available . Fo r thi s case , demand fo r on-highwayfue l woul d no t increas e mor e tha n fiftee n percen t abov e th e norma l baselin e fo r tha t period . Suc han increas e i n demand shoul d b e readil y manageabl e fo r th e shor t time befor e inventorie s wer e establishe d an

d demand returne d t o norma l levels . Wit hrespec t t o regiona l production , th e onl yare a whic h ha s bee n identifie d tha t appear s t o b e potentiall yaffecte d i s th e Rock

yMountai n region . Thi s area , unlik e th e res t o f the

-26

-country , i s fairl yrelian t o n fue l produce d b ysmal l independen t refiners , whic hmayhav e some difficult ymeeting th e sulfu r requiremen t b yOctobe r 1993 . However , th e extensio n being provide d fo r smal l refinerie s t o alleviat e leadtime constraint s shoul d als o mitigat e shortage s i n th e Rock y Mountains . (Se e discussio n i n separat e section. ) Fo r othe r regions , AP I comment s indicat e tha t th e producer s o f th e fue l wil l b e abl e t o suppl ysufficien t amount s o f low-sulfu r fuel . I n fact , according t o API , i n it s Jul y19 , 198 8 statement , man y refiner s wil l produc e onl ylow-sulfu r fue l (whic hca n b e use d i n al l applications ) t o avoi d th e burden s o f segregation . Thus , EPAi s convince d tha t refiner s wil l b e abl e t o produc e enoughon-highwayfue l fo r al l region s o f th e country . Accordin g t o PMAA , man ysmal l marketer s woul d discontinu e sal e o f on e produc t i f face d wit hsegregate d products , leadin g t o shortage s o f on-highwayfue l du e t o to o man ymarketer s specializing i n off-highwayfuel . However , result s o f th e IC F smal l markete r stud yd o no t suppor t thi s contention . According t o th e IC F study , th e cost s o f eithe r segregatio n o r specializatio n shoul d b e small . Thus , eve n i n thos e area s wher e manymarketer s migh t favo r specialization , onl ya smal l increas e i n th e pric e o f on-highwayfue l shoul d b e sufficien t t o ensur e tha t marketer s wil l continu e t o suppl ybot htype s o f fuels . I t i s als o wort hnoting tha t IC F foun d tha t i n area s wit hlowcompetition , segregatio n t o suppl ybot htype s o f fuel s wa s ofte n th e lowes t cos t option . Additionally , th e urbanize d area s wher e specializatio n i s mos t likel yt o occu r ar e

-27

-P.3 1

characterize d b

ynearnes s t o terminal s an d the presenc e o f majo r marketers . Bot ho f thes e element s shoul d ac t a s stabilizing force s sinc e on-highwayfue l sale s coul d b e mad e directl yfromth e termina l o r throughmarketing outlet s o f the majo r oi l companies . Th e las t issu e raise d concerne d th e effec t o f thi s rul e on smal l latera l pipelines . Contraryt o ESPA' s claims , th e repor t don e b ySC I examining th e effec t o f EPA' s proposa l o n the produc t distributio n networ k di d loo k a t th e abilit yo f latera l pipeline s t o handl e segregate d fuels.[3 ] SC I indicate d tha t i f thes e entitie s wer e t o hav e a problem wit hcompliance , i t woul d b e i n storing th e segregate d product s a t th e en d o f the pipeline , a problemsimila r t o tha t face d b ysmal l marketers . However , SC I foun d tha t segregatio n o f high

- an d low-sulfu r distillat e throughou t th e produc t distributio n an d storag e chai n o f pipeline s an d terminal s wa s feasibl e a t lo wcost . Furthermore , pipelin e companie s ar e als o generall ylarge r entitie s than th e smal l marketer s describe d earlier . Thus , the conclusio n o f th e smal l markete r stud ytha t smal l marketer s shoul d b e abl e t o handl e product s wit hlittl e impac t shoul d als o b e vali d fo r latera l pipelines . Therefore , no problem s wit hth e capabilit yo f latera l pipeline s t o handl e segregate d product s i s anticipated .

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

-28

-Issue : Smal l Refine r Impact s

Prio r t o issuing th e notic e o f propose d rulemaking , EPA contracte d wit hSobotk a Consultant s Inc . (SCI ) t o evaluat e the impact s o f sulfu r contro l o n smal l refiners . Using a n aggregat e refining model , thi s stud yconclude d that , fo r thos e smal l refinerie s capabl e o f financing th e necessaryequipment , cost s t o produc e low-sulfu r fue l shoul d b e comparabl e t o thos e o f th e res t o f th e U.S . refining industry . However , thi s same repor t als o acknowledge d tha t some segment s o f th e industry woul d b e economicall yunabl e t o compl yo r coul d b e somewha t economicall ydisadvantaged . I n an ycase , i t wa s reasone d tha t refiner s unabl e t o compl ywit hth e rul e woul d stil l b e abl e t o continu e productio n b yselling th e fue l produce d int o the off-highwaymarket . Comment s o n th e proposa l argue d strongl y tha t th e smal l refiner s impact s woul d b e muc hwors e than projecte d b

yEPA , an

d tha t adequat e off-highwaymarket s woul d no t exist . Summaryo f Comment s Manycommenters , al l o f who meithe r wer e o r represente d smal l refiners , too k issu e wit hth e SC I analysi s o f th e situatio n o f smal l refiners . Atota l o f eleve n commenter s claime d th e SC I stud yhad significantl yunderestimate d the cost s fo r smal l refiner s t o produc e low-sulfu r fuel . Fo r example , Frontie r Refining estimate d it s cos t t o produc e low-sulfu r fue l a t four cent s pe r gallo n rathe r than th e 1. 8 cent s pe r gallo n estimate d fo r th e controlle d fue l unde r 10 0 percen t segregatio n estimate d i n th e NPRM . Th e Sunbelt/Huntway

-29

-Refining Compan yfurthe r claime d tha t capita l cost s woul d be $4,00 0 pe r barre l o f capacit yfo r smal l refiner s compare d t o $65 0 pe r barre l o f capacit yfo r large r refinerie s base d o n surveydat a fromNPRA . Smal l refiner s commenting o n th e NPRMals o indicate d tha t man yo f th e smal l refiner s desiring t o compl ywit hth e rul e woul d no t b e abl e t o d o s o b yOctobe r 1 , 1993 . Mos t notably , smal l refiner s complaine d tha t theywoul d hav e difficult y getting permit s an d arranging financing . According t o th e America n Independen t Refiner s Associatio n (AIRA) , smal l refiner s ar e a t a disadvantag e i n generating capita l o r arranging financing t o purchas e neede d equipment . Frontie r Refining argue d tha t i t coul d financ e th e equipmen t bu t tha t it s capita l budge t wa s alread yunde r strai n from gasolin e volatilit y(RVP ) an d RCR Arequirements . Frontie r argue d tha t EPA' s ow n leadtime analysi s indicate d tha t smal l refiner s woul d fin d i t mor e difficul t than larg e refiner s t o compl ywit hbot hRVP an d sulfu r contro l i n th e same time period . Witc o furthe r requeste d tha t EPAallo wextension s fo r case s i n whic hdelay s ar e cause d b ydifficultie s i n obtaining necessaryconstructio n permits . Reflecting an overal l concer n wit hleadtime , smal l refiner s a s a grou p seeme d t o believ e tha t an extensio n o r exemptio n woul d b e th e mos t appropriat e for mo f relief . Fiftee n commenter s aske d fo r eithe r an extensio n o r a n exemption . Request s fo r extension s argue d fo r a s muc ha s five additiona l year s (Frontie r Refining) . Th e AIR Asubmitte d a

-30

-proposa l fo r a three year extensio nfo r smal l refinerie s an d indicate

da willingnes s t o segregat e fuel s an dallo w sale s t

o b e limite

dt o 199 3 mode l year an dearlier vehicles . Sinclai r Oi l Co. , representin g a grou

pof Rock

y Mountai nrefiner s consistin

g of CrysenRefinin g Inc. , Flyin

g JPetroleu

m Inc. , Frontie r Refining , an dSinclai r Oil , submitte da proposa l fo

r a thre e year extensio nwhichinclude

dcap s o

nth e allowabl e sulfu r level s startin

g a t 0.1 5 weight percent i nth e firs t yea

r an ddeclinin

g to 0.1 0 weight percent i nth e thir dyear . Thi s proposal , however , di dnot require th e fuel s to b

e segregated . I nadditio

nto commenter s requestin g som e for m of extensio

no r exemption , fou

r refiner s expresseda ninteres t i

n banking , trading , and/or averagin g of sulfu

r credits , whil e th e AP I an dth e Engine Manufacturer s Association(EMA ) opposedan y bankin g an dtradin

g programs . Sinclai r Oi l Co . proposeda detailedsulfu

r bankin

g an dtradin

g progra

m t o b e applie

dt o smal l refiner s as a nalternat e for

m of relief . O

nth e other hand , AP I opposedan y suc hpla nas bein

g to o difficul t t

o pu t into plac e an

da s bein

g openfo

r abuse , whil e EM

A objectedt

o bankin g an dtradin

g program

s o nth e ground s that suc hprogram

s woul dallo

w fuel s wit hpotentiall y damagin

g level s of sulfu

r t o b e sol dto 199 4 an

dlater vehicles . Furthermore , AP I an dNPR A bothobjectedt

o extensio

nof an

y for m of relie f t

o smal l refiner s o

nth e basi s that thes e refiner s wer e participant s i n developin

g th e origina l agreement an dwer e sufficientl y protectedb

y it s provision s leavin g th e off-highwa

y marke t unregulated .

-31 -Furthermore , commenter s argue d tha t some region s o f the

countryd o no t hav e significan t off-highwaymarket s fo r diese l fue l an

d tha t th e off-highwaymarke t i s likel yt o become depresse d i n pric e du e t o a projecte d increas e i n competitio n fo r off-highwaymarkets . Fo r instance , AIR Aclaime d tha t man y o f it s member s woul d fin d i t verydifficul t t o fin d off-highway markets . Also , Sunbelt/HuntwayRefining Co . state d tha t off-highwaymarket s ar e verylimite d i n Arizona . Witco , o n the othe r hand , alread yserve s a larg e off-highwaymarke t bu t i s hoping t o b e abl e t o switc ht o th e on-highwaymarke t becaus e o f a belie f tha t th e off-highwaymarke t wil l become uneconomical . Analysi s o f Comment s Th e SC I stud

yindicate d tha t i t wa s possibl e tha t the abilit yo f smal l refiner s t o remov e sulfu r fromth e fue l at cost s comparabl e t o th e res t o f th e industrymayhav e bee n overstated . O n th e othe r hand , AP I a s wel l a s some majo r refiner s argue d tha t th e cost s fo r majo r refiner s t o remove sulfu r fromth e fue l mayhav e bee n underestimate d also . EP A ha s no t undertake n ne wanalyse s t o confirm o r den

yan yo f the cos t estimate s presented . However , i t i s apparen t tha t eve n i f th e fue l cost s wer e substantiall yhigher , th e rul e woul d stil l b e quit e cos t effective . Fo r example , i f th e averag e actua l fue l cost s wer e doubl e thos e estimate d b yEPA , th e cos t effectivenes s woul d b e a t mos t $13,546/ton , whic hi s stil l les s tha n th e $18,700/to n (i n 198 6 dollars ) estimate d fo r th e 199 4 particulat e standard s adopte d i n 1985 . Regardles s o f uncertaintie s o n costs , EPAconcur s wit h

-32

-smal l refine r group s arguing tha t smal l refiner s maynee d mor e

leadtime beyond 199 4 t o compl ywit hth e rule . Eve n fo r majo r refineries , th e leadtime i s alread yshort . API , Chevron , an d Phillip s al l indicate d i n comment s submitte d t o th e docke t tha t th e failur e t o finaliz e th e rul e prio r t o 199 0 ha s alread ymad e i t difficul t fo r large r refinerie s t o purchas e an d instal l the necessarycapita l equipmen t i n time t o mee t th e requirement s o f th e rule . I n fact , i n a January10 , 199 0 lette r t o EPA , Phillip s furthe r indicate d it s belie f tha t continuing delay s wil l forc e refiner s t o purchas e foreign-mad e equipment . According t o Phillips , "U S engineers , shop fabricator s an d constructor s wil l b e straine d t o simultaneousl yfil l al l order s resulting from

EPA' s fina l rule. " EPAbelieve s tha t i n suc han environmen t smal l refiner s woul d b e a t a definit e disadvantag e an d mayindee d fac e greate r delay s i n arranging fo r constructio n an d engineering expertis e an d i n getting permit s tha n large r refiners . Th e EPAleadtime analysi s pointe d t o constructio n an d engineering availabilit y constraint s a s being a possibl e bottlenec k i n th e procuremen t o f equipmen t t o compl ywit hth e rule , especiall ywit h simultaneou s demand s fromRVP requirements . Thi s indicatio n tha t constructio n an d engineering resource s ar e likel yt o b e taxe d support s th e argumen t tha t smal l refiner s woul d hav e difficult yarranging fo r thes e service s i n time t o compl ywit h th e rule . Again , th e comment s fromPhillip s woul d indicat e tha t th e constructio n an d engineering industryi s going t o be straine d t o mee t th e demand s o f th e majo r refiner s fo r ne w

-33

-equipmen t prio r t o Octobe r 1 , 1993 . Furthermore , man ysmal l refiner s mayno t hav e bee n awar e o f th e agreemen t being develope d b

yth e engin e manufacturer s an d th e oi l industryan d therefor e wer e unabl e t o begi n advance d planning an d design unti l quit e recently . Finally , smalle r refiner s ar e mor e likel yt o fac e delay s i n raising capita l o r arranging financing fo r th e necessary engineering an

d constructio n o f th e desulfurizing equipmen t than ar e majo r refiners . Th e EPAleadtime analysi s wa s base d o n th e assumptio n tha t raising capita l woul d no t b e a constrain t becaus e i t presume d integrate d companie s wher e capita l spending fo r refineryupgrade s i s onl ya portio n o f the tota l capita l budget . However , thi s assumptio n i s les s applicabl e t o smal l refiner s than i t i s t o majo r oi l companies . Indeed , th e EPAleadtime analysi s acknowledge d tha t firm s tha t operat e purel yo r principall yi n refining woul d ten d t o hav e th e greates t difficult yi n raising th e capita l require d b yenvironmenta l regulations . Furthermore , smalle r refinerie s ar e les s likel yt o hav e an yexisting desulfurizatio n capacit y an d therefor e ar e face d wit ha proportionatel ybigge r tas k a t proportionatel ygreate r expens e than majo r refiners . Give n thes e facts , th e Agenc ybelieve s i t woul d b e appropriat e t o provid e smal l refiner s a limite d extensio n befor e requiring ful l complianc e wit hth e rule . However , EPA believe s tha t th e amoun t o f time requeste d b ysmal l refiner s i s excessiv e an

d tha t th e situatio n doe s no t justif yan extensio n o f mor e than two years . Fo r example , action s take n b ythe

-34

-Californi a Ai r Resource s Boar d (CARB ) indicat e tha t smal l

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

d o f th e extensio n perio d coul d stil l sel l int o th e on-highway market s i n neighboring states . Thus , some time beyond tha t provide d b

yCaliforni a mayb e appropriat e fo r th e cas e o f a Nationwid e standard . O n th e othe r hand , two additiona l year s shoul d b e full y adequat e t o mee t th e need s o f smal l refiners . Atwo yea r extensio n woul d provid e a tota l o f fiv e year s o f leadtime , whic hth e SC I repor t indicate d woul d b e sufficien t t o allow enoughfacilitie s t o b e buil t t o desulfuriz e th e entir e fue l pool . Th e rule , therefore , allow s u p t o a two yea r extension , althoughi t seek s t o provid e significan t incentives , i n the for mo f interi mcap s o n th e sulfu r content , fo r refiner s t o compl ya s quickl ya s possible.[4 ]

[4 ] I t shoul d b e clea r fromthi s discussio n tha t EPAi s no t taking th e positio n tha t smal l refiner s ar e regularl y entitle d t o extr a leadtime . EPA' s decisio n i s a narrow one , base d solel yo n consideratio n o f th e merit s o f thi s particula r situation .

-35

-I n additio n t o requiring smal l refiner s t o mee t some

interi mlevel s o f control , eithe r throughus e o f existing desulfurizatio n capacit yo r throughfue l blending wit h low-sulfu r blendstock , EPAbelieve s i t i s necessaryt o preven t th e us e o f thi s fue l i n vehicle s equippe d wit h199 4 o r late r mode l yea r diese l engines . Manyo f thes e engine s ar e expecte d t o emplo yadvance d emission s contro l technologywhic hi s sensitiv e t o exces s sulfu r i n th e fuel . Th e us e o f fue l wit h sulfu r level s abov e 0.0 5 weigh t percen t coul d seriousl yimpai r th e functioning o f thes e device s an d must , therefore , be prevented . I t i s als o importan t t o limi t th e extensio n t o thos e smal l refiner s wh o wil l actuall yus e i t t o ai d i n complying wit hth e rule . Tha t is , refiner s wh o pla n t o eventuall ydiscontinu e sal e o f on-highwayfue l rathe r than instal l ne wequipmen t shoul d no t b e eligibl e fo r an extension . Finally , an

yextensio n shoul d b e structure d t o preven t smal l refiner s fromselling mor e on-highwayfue l unde r th e term s o f th e extensio n than theysol d i n prio r years . Thi s i s neede d bot ht o limi t th e exces s emission s from th e us e o f highe r sulfu r fue l an

d t o guar d agains t an yincentiv e fo r smal l refiner s t o increas e sale s an d profit s becaus e o f possibl y favorabl e marke t position s create d b yth e extension . Wit h thes e goal s i n mind , EPAha s develope d a limite d smal l refinery extension . Th e detail s o f th e extensio n follow . Fue l wit ha sulfu r conten t greate r than 0.0 5 weigh t percen t bu t whic hmeet s th e appropriat e sulfu r limi t describe d i n Tabl e 3 an

d meet s th e othe r specification s fo r on-highway

-36

-P.4 0

diese l fue l describe d i n thi s rule , mayb e produce d b ysmal l refiner s according t o th e eligibilit yrequirement s describe d below . Suc hfue l wil l b e referre d t o a s exempte d on-highway diese l fuel .

Tabl e 3

Sulfu r Limit s Fo r Smal l Refiner s Dat e Sulfu xkimi t Octobe r 1 , 199 3 0.2 5 weigh t percen t Octobe r 1 , 199 4 0.1 0 weigh t percen t Octobe r 1 , 199 5 0.0 5 weigh t percen t Th e sulfu r level s specifie d i n Tabl e 3 actuall yrepresen t significan t reduction s fromth e curren t sulfu r level s o f smal l refiners . Curren t sulfu r level s o f diese l fuel s produce d b y smal l refiner s averag e mor e than 0.2 5 weigh t percen t an d i n man ycase s approac h0. 5 weigh t percent , s o thes e level s wil l forc e smal l refiner s t o mak e interi mreduction s i n th e sulfur conten t o f thei r fuels . Smal l refiner s wil l b e force d t o eithe r mak e bette r us e o f existing desulfurizatio n equipmen t o r blend thei r outpu t wit hlow-sulfu r diese l stoc k i n orde r t o compl ywit hth e interi msulfu r standards . Thus , althoughthe ful l benefi t o f th e 0.0 5 weigh t percen t standar d wil l no t be

-37

-P.4 1

realize d fo r smal l refiner s during th e extensio n period , ther e wil l b e significan t reduction s from curren t levels . Smal l refinerie s wil l b e define d according t o the siz e criteri a establishe d fo r smal l refiner s i n th e lead phase-dow n provision s o f th e Clea n Ai r Ac t Amendment s o f 1977 . Thi s definitio n i s spelle d ou t i n Sectio n 21 1 (g ) o f th e Ac t an d require s that : a . th e tota l crud e oi l o r bonafid e feedstoc k capacit y o f th e refine r b e 137,50 0 barrel s pe r dayo r less , an d b . th e crud e oi l o r bonafid e feedstoc k capacit yo f individua l qualifying refinerie s b e 50,00 0 barrel s pe r dayo r less . Th e abov e capacitie s shal l b e measure d i n term s o f the averag e o f th e actua l dail yfeedstoc k us e o f th e affecte d refiner s o r refinerie s during th e perio d January1 , 198 8 t o Decembe r 1 , 1989 . Thes e average s wil l b e calculate d a s barrel s pe r calenda r day . Th e extensio n wil l b e limite d t o qualifying U.S . domesti c smal l refineries . I n orde r t o qualify , a smal l refine r mus t als o demonstrat e a commitmen t t o produc e diese l fue l wit ha maximu msulfu r conten t o f 0.0 5 weigh t percen t b yOctobe r 1 , 1995 , a s follows . B yJul y1 , 1993 , th e refine r mus t showtha t capita l commitment s t o mak e th e necessarymodification s t o suppl ylowsulfu r fue l hav e bee n made . Evidenc e o f capita l commitment s t o mak e modification s shal l includ e copie s o f execute d an

d binding contract s fo r design an d construction , an d

-38

-copie s o f approve d permit s fo r constructio n o f th e equipment .

I n addition , t o qualif yfo r th e second yea r o f th e extension , th e smal l refine r mus t provid e evidenc e b yJul y1 , 199 4 tha t on-sit e constructio n ha s begun . Thes e provision s wil l ensur e tha t onl yrefiner s intending t o mak e modification s allowing themt o produc e complying fue l a t th e en d o f th e extensio n perio d wil l b e allowe d t o mak e us e o f th e extensio n period . T o ensur e tha t th e volume o f on-highwayfue l sol d doe s no t increas e unde r th e term s o f th e extension , th e exempte d volume sol d b ya refineryduring eithe r o f th e two year s o f th e exemptio n wil l b e limite d t o th e averag e o f th e annua l amoun t o f on-highwayfue l produce d a t th e refineryduring th e perio d Octobe r 1 , 198 9 t o Septembe r 30 , 1990 . On-highwayfue l productio n wil l b e estimate d from amount s reporte d a s on-highwaydiese l fue l fo r Federa l excis e taxpurposes . Thi s amoun t ca n includ e fuel s fo r whic hth e refineryreporte d the sale s a s wel l a s a portio n o f th e fue l sol d throughlicense d re-sellers . Th e on-highwayportio n o f th e fuel s sol d through license d re-seller s mayb e assume d t o b e th e same a s the averag e on-highwayfractio n o f sale s reporte d b ytha t customer , unles s suitabl e evidence , acceptabl e t o th e Administrator , indicate s otherwise . I n addition , t o preven t th e us e o f fuel s wit hsulfur content s o f mor e tha n 0.0 5 weigh t percen t i n 199 4 an d late r mode l yea r vehicles , an yexempte d fue l produce d fo r on-highway consumptio n whic hha s a sulfur conten t o f greate r than 0.0 5 weigh t percen t wil l b e segregate d from fue l o f sulfu r conten t

-39

-o f les s than 0.0 5 weigh t percent . Th e segregatio n programwil l

contai n th e following provisions : 1 . Th e fue l mus t b e dye d t o distinguis hi t frombot h fue l intende d fo r off-highwayus e an d fue l intende d fo r genera l on-highwayuse ; th e dy e fo r thi s purpos e i s a purpl e dy e mixtur e o f approximatel y3 8 percen t b yvolume xylene , 5 0 percen t b yvolum e Colo r Index (CI ) solven t blu e 9 9 an d 1 2 percen t b

yvolume C I solven t re d 16 6 a t a minimu mconcentratio n o f 2 0 part s pe r millio n b yvolume . 2 . Anywholesale r o r retaile r wh o sell s exempte d on-highwayfue l mus t als o offe r fo r sal e fue l wit ha sulfu r conten t o f les s than 0.0 5 weigh t percent . 3 . I n addition , retailer s carrying exempte d fue l mus t mee t th e following requirements : prominentl ylabe l diese l fue l pump s a s t o the typ e o f fue l dispense d fromeach , plac e lowan

d highsulfu r fue l pump s o n separat e fue l dispensing island s a t facilitie s whic hdispens e diese l fue l a t mor e than on e fue l dispensing island . I n thi s case , retailer s mus t als o prominentl ylabe l th e island s a s t o th e typ e o f diese l fue l a t the give n island . 4 . I t shoul d als o b e note d tha t no markete r o r retaile r i s require d t o carryexempte d on-highwaydiese l fue l unde r thes e regulations .

-40

-EPAbelieve s tha t th e propose d extensio n fo r smal l

refinerie s provide s relie f tha t i s fai r an d equitabl e whil e stil l recognizing manufacture r concern s regarding recal l liability . Thi s extensio n shoul d permi t smal l refiner s wh o inten d t o compl ywit hth e rul e bu t wh o maynee d additiona l tim e t o compl yt o d o s o withou t seriousl ydisrupting thei r operations . O n th e othe r hand , smal l refiner s woul d no t gai n a windfal l i n profit s from expanding sale s o r b yselling lowe r grad e product s int o a premiu mmarke t o n an equa l footing . A t th e same time , EPArecognize s tha t ther e mayb e some increas e i n th e possibilit yo f misfueling i n th e shor t term . However , th e Agenc ybelieve s tha t th e segregatio n provisions , th e limit s o n sulfu r conten t an d th e vehicl e labeling provision s wil l minimiz e bot hth e likelihoo d an d th e impact s o f misfueling . I t i s plausibl e tha t recal l action s wher e possibl e sulfu r contaminatio n i s an issu e coul d b e complicate d becaus e i t coul d b e difficul t fo r manufacturer s t o determin e whethe r o r no t a vehicl e had bee n misfueled . EPAwil l conside r thi s facto r i n workin g wit hmanufacturer s i n resolving suc h implementatio n issues . I n an analogou s setting , EPAexempte d smal l refinerie s fromth e lead conten t rule s fo r a limite d time , i n regulation s issue d unde r CA

A§211 , "i n recognitio n o f th e specia l leadtime problem s face d b

ythi s group. " 3 8 Federa l Registe r 3374 0 (1976) , se e 4 0 CFR §80.-20(b)(1976) . Th e lead regulatio n wa s uphel d wit hrespec t t o severa l othe r issue s i n Ethy l Corp . v . EPA , 54 1 F.2 d (D.C . Cir)(e n banc) , cert , denied , 42 6 U.S . 94 1

-41

-(1976) . Congres s late r specificall yprovide d b ystatut e fo r a limite d exemptio n fo r smal l refiner s fromth e lead conten t requirement

- unde r CA A§211(g) , se e Smal l Ref . Lead Phase-Dow n Tas k Forc e v . EPA , 70 5 F.2 d 50 6 (D.C . Cir . 1983) . I n connectio n wit hth e lead conten t regulations , the Agenc yrequire d retailer s t o sel l unleade d fue l an d als o issued othe r provision s applicabl e t o th e retailer . Se e 4 0 CF R 80.2 2 (1989) . Thi s affirmativ e sal e requiremen t wa s uphel d i n Amoc o Oi l Co . v . EPA , 50 1 F.2 d 72 2 (D.C . Cir . 1974) . I n th e presen t case , th e retaile r ha s th e optio n whethe r o r no t t o sel l exempte d fuel , bu t i f exempte d fue l i s sol d bot htype s o f fue l mus t b e sol d an

d b e properl ylabele d fo r th e reason s discusse d above . Thes e an d th e othe r requirement s applicabl e t o retailer s alread

yi n th e rul e a s propose d ar e neede d t o promot e th e ai mo f §211(c ) o f preventing impairmen t o f th e emissio n contro l system s fromth e sulfu r conten t o f diese l fuel . Thus , a s thes e regulatoryexample s indicate , Sectio n 211(c ) o f the CA Aprovide s clea r authorit yfo r th e smal l refine r exemptio n an d th e requirement s governing retailer s wh o sel l fue l covere d b yth e exemption , a s wel l a s fo r th e othe r provision s include d i n thi s Fina l Rule . Th e abov e extensio n t o th e rul e shoul d provid e smal l refiner s wit hsufficien t additiona l leadtime s o tha t thos e refiner s actuall yintending t o compl ywit hth e rul e wil l b e abl e t o d o so . Therefore , a sulfu r banking an d trading progra

m i s no t necessaryt o assis t smal l refiner s i n complying wit hthe rule . Suc ha progra mi s als o undesirabl e fromth e standpoin t

-42

-tha t i t woul d b e difficul t t o implemen t an d enforc e i n thi s setting wher e differen t type s o f fue l ar e availabl e a t the same time . I t woul d als o increas e th e risk s o f fue l wit ha sulfu r conten t o f greate r than 0.0 5 weigh t percen t being sol d t o vehicle s manufacture d i n 199 4 an d later . Th e propose d extensio n shoul d als o alleviat e some o f th e problem s face d b

yrefiner s locate d i n region s wit hlimite d off-highwaymarkets . However , i t shoul d als o b e pointe d ou t tha t lac k o f a loca l marke t fo r off-highwayfue l woul d no t necessaril ypreclud e a refine r fromselling fue l intende d fo r off-highwayuses . A s ESPAan d IFTO Ahav e pointe d out , region s wit hlarg e demand s fo r off-highwayfue l als o ten d t o impor t larg e amount s o f suc hfue l ove r grea t distances . Wit hth e conversio n o f manyo f th e large r refinerie s t o productio n o f low-sulfu r fuel , i t shoul d b e possibl e fo r smal l refiner s t o shi p off-highwayfuel s t o thes e region s an d stil l b e abl e t o recaptur e th e increase d shipping costs .

Issue : Level s o f th e Standard s I n th e notic e o f propose d rulemaking , EPApresente d justification s fo r th e level s o f contro l selecte d fo r bot h sulfu r an

d aromatics . Some commenters , however , expresse d the opinio n tha t th e level s o f contro l selecte d mayno t hav e bee n th e optima l ones . Summaryo f th e Comment s Mos t commenter s believe d tha t th e level s o f contro l selecte d fo r bot hsulfu r an d aromatic s wer e appropriate . EMA ,

-43

-API , mos t manufacturer s an d mos t refiner s supporte d bot hthe 0.0 5 weigh t percen t limi t fo r sulfu r an d the 4 0 cetan e inde x cap fo r aromatics . However , ther e wer e a fewcommenter s wh o woul d hav e liked t o hav e see n a highe r limi t o n sulfu r conten t a s wel l a s a fewgovernmen t agencie s wh o requeste d tighte r control s o n aromatics . IFTOA , ESPA , NEFI , an d Frontie r Refining al l questione d whethe r o r no t th e sulfu r leve l o f 0.0 5 weigh t percen t wa s optimized . IFTO

Aan d NEF I bot hclaime d tha t having a uniform sulfu r leve l fo r th e entir e poo l woul d b e desirabl e bu t onl yi f th e allowabl e sulfu r leve l wa s highe r than 0.0 5 weigh t percent . Bot horganization s indicate d tha t requiring heating oi l t o mee t a sulfu r standar d o f 0.0 5 weigh t percen t woul d increas e th e cos t o f heating oi l to o muc ht o b e tolerable . ESPAclaime d tha t EPAhad faile d t o live u p t o it s obligatio n t o fin d th e optima l sulfur leve l citing th e Energyan d Resource s Consultant s an d Sabotk a Consultant s Inc . repor t stating tha t th e sulfu r leve l o f 0.0 5 weigh t percen t wa s no t optimized . Frontie r Refining (referring t o th e difficultie s face d b ysmal l refiner s i n complying wit hth e rule ) aske d EPA t o evaluat e th e feasibilit yo f a highe r limi t fo r sulfur claiming tha t an

yloosening o f th e sulfu r requirement s woul d eas e th e burden s o n smal l refiners . Th e State s o f Colorad o an d Californi a a s wel l a s the Cit y o f Denve r requeste d tha t tighte r control s b e place d on aromatic s (i n additio n t o asking fo r direc t measuremen t o f aromatic s level s a s th e mean s o f control) . Californi a woul d

-44

-lik e t o se e consistenc ywit hit s ow n rule s fo r diese l fue l qualit ywhic hspecif ya maximu maromatic s conten t o f 1 0 volume percent . Denve r an d th e Stat e o f Colorad o ar e attempting t o gai n th e emission s benefit s o f reduce d aromatic s content s a s a mean s o f combating thei r seriou s ai r pollutio n problems . Analysi s o f Comment s EP Abelieve s that , froma nationa l perspective , th e sulfur leve l o f 0.0 5 weigh t percen t i s indee d th e bes t leve l o f sulfur contro l whic hca n b e selecte d wit hcurrentl yavailabl e knowledge . Aprimarydriving forc e fo r th e proposa l o f thi s rul e wa s t o enabl e engin e manufacturer s t o us e aftertreatmen t technologywhic hi s crucia l t o meeting th e stringen t particulat e emission s standard s whic hwil l g o int o effec t i n 1994 . Currently , ther e i s insufficien t knowledg e o f the working s o f thes e device s t o kno wprecisel ywha t sulfu r leve l wil l b e tolerabl e i n th e lon g term . However , EMA , i n supporting thi s rule , indicate s it s belie f tha t a 0.0 5 weigh t percen t standar d i s sufficientl ylowt o provid e th e necessary protection . EM

Aals o believe s tha t highe r level s woul d no t be acceptable . Fro mth e refiners ' perspective , AP I ha s supporte d th e propose d standar d a s reasonabl e an d cos t effective . No r doe s EP Abeliev e i t i s appropriat e t o rais e th e sulfu r leve l i n orde r t o eas e complianc e b ysmal l refiner s (se e separat e discussio n o f th e smal l refine r issue) . Finally , wit hrespec t t o establishing a singl e standar d fo r al l middl e distillate , a s ha s previousl ybee n discussed , EPAwoul d no t b e abl e t o rel yo n th e authorit yi t ha s use d fo r thi s rul e an d i t woul d nee d t o

-45

-institut e a ne wproceeding i f an ysuc heffor t wer e t o b e undertaken . Therefore , thi s fina l rul e retain s th e sulfur standar d a s proposed . Regarding th e selectio n o f a mor e stringen t standar d fo r aromatic s control , a s indicate d i n th e proposal , EPAbelieve s that , o n a nationa l basis , th e cost s o f reducing th e aromatic s leve l ar e no t currentl yjustifie d b yth e concomitan t reductio n i n particulat e emissions . EPAconclude d tha t reducing the aromatic s leve l t o 2 0 volume percen t woul d cos t an incrementa l 3.2 4 cent s pe r gallon . A t th e same time , th e additiona l reduction s i n particulat e matte r emission s woul d b e onl y marginal . EPAcalculate d th e cos t effectivenes s o f reducing th e aromatic s leve l t o 2 0 volume percen t t o b e betwee n $310,75 1 an d $560,37 8 pe r to n o f particulat e matte r compare d t o a maximu mo f $6,77 3 pe r to n o f particulat e matte r fo r sulfu r control . I n 1995 , fo r instance , contro l o f sulfu r conten t t o 0.0 5 weigh t percen t i s expecte d t o resul t i n a ne t reductio n o f 1 9 percen t o f th e particulat e attributabl e t o th e on-highway us e o f diese l fue l whil e contro l o f aromatic s conten t t o 2 0 volum e percen t woul d resul t i n a reductio n o f onl ytwo percent . However , thi s analysi s doe s no t includ e an assessmen t o f th e potentia l impac t o n cance r risk , whic hi s an issu e that , a s note d earlier , wil l b e addresse d b yEPAi n a separat e rulemaking . Therefore , EPAi s no t attempting t o reduc e aromatic s conten t i n diese l fue l wit hthi s action . Furthermore , additiona l leadtime woul d b e require d i f suc ha requiremen t wer e t o b e imposed , whic hwoul d furthe r delaythe effectiv e dat e o f thi s rule . -46

-Issue : Winter-time—blendin g o f iet-A , kerosene , o r numbe r on e fuftl oi l t o rpHVr p th e cloud pnipt- . an d pou r poin t o f numbe r two diese l fue l During winte r months , diese l fue l i s typicall yblende d wit hjet-A , kerosene , o r numbe r on e fue l oi l t o lowe r th e clou d poin t i n col d climat e regions . Undilute d numbe r two diese l fue l typicall yha s a cloud poin t (the temperatur e a t whic ha cloud o f wa xcrystal s firs t appears ) o f aroun d 12°F . Sinc e the consequence s o f suc hsolid s plugging fue l line s o r othe r engin e part s ar e catastrophic , operator s an d fue l supplier s tak e the precautio n o f blending numbe r two diese l fue l wit hlighte r fuel s t o ensur e tha t th e mixtur e wil l no t reac hit s cloud point . I n th e notic e o f propose d rulemaking , EPArequire d tha t al l fuel s use d a s on-highwaydiese l fue l mee t th e sulfu r an d aromatic s specifications , regardles s o f th e time o f year , withou t specificall ystating ho wfuel s blende d wit hon-highway diese l fuel s woul d b e handled . Summaryo f th e Comment s Th e Empir e Stat e Petroleu mAssociatio n (ESPA ) an d the Petroleu

m Marketer s Associatio n o f Americ a (PMAA ) expresse d concer n abou t th e availabilit yo f a sufficien t suppl yo f low-sulfu r kerosene , jet-A , an d numbe r on e diese l fo r blending int o on-highwaydiese l fuel . PMA Apoint s ou t tha t th e amoun t o f fue l blende d ca n b e quit e substantial , reaching 3 0 percen t blendstoc k i n Ne wJerse yan d 4 0 percen t blendstoc k i n Minnesota . Phillip s Petroleum , th e Tosc o Corporation , Chevron , an d th e Rock

yMountai n Oi l an d Ga s Associatio n al l submitte d comment s requesting a winter-tim e exemptio n t o allowthe

-47

-P.5 1

blending o f kerosene-typ e fuels , whic hmayhav e a sulfur conten t o f greate r than 0.0 5 weigh t percent , int o the on-highwaydiese l fue l market . Chevro n pointe d ou t that , whil e th e AST Msulfu r specificatio n fo r jet- Afue l i s 0. 3 weigh t percent , th e nationa l averag e fo r sulfu r conten t o f thi s commo n blending fue l ha s remaine d nearl yconstan t averaging betwee n 0.0 5 an d 0.0 6 weigh t percen t fo r th e pas t te n years . Chevro n propose d tha t EPAfinaliz e th e rul e wit ha winter-tim e blending exemptio n fo r blende d on-highwayfuels . Th e exemptio n woul d b e i n effec t from

Novembe r 1 t o Marc h3 1 wit ha maximu msulfur conten t fo r th e blende d fue l t o b e se t b ya cooperativ e testing programwit hEM

At o determin e th e maximu mfue l sulfu r conten t whic h199 4 an

d late r engine s an d aftertreatmen t device s can tolerat e withou t permanen t damage . Th e Californi a Ai r Resource s Board , o n th e othe r hand , commente d tha t ther e wa s no technica l nee d fo r winte r exemption s fo r blende d fuels . Th e America n Petroleu mInstitut e include d a discussio n o f th e handling o f winter-tim e blending o f kerosene-typ e fuel s int o numbe r two diese l fue l i n it s comments . AP I addresse d th e possibilit yo f th e dyeing requiremen t fo r fuel s no t meeting the 0.0 5 weigh t percen t sulfu r standar d including th e poo l o f fuel s use d fo r winter-tim e blending . AP I urge d tha t th e dyeing requiremen t no t b e extende d t o thi s poo l pointing ou t tha t the blende d fue l woul d stil l b e require d t o mee t th e sulfu r limi t o f 0.0 5 weigh t percent . Analysi s o f Comment s EPAbelieve s tha t i t i s necessaryfo r al l on-highway

-48

-diese l fuel s t o mee t th e 0.0 5 weigh t percen t sulfu r limi t at

al l times . Firs t o f all , t o relaxthi s requiremen t fo r par t o f th e yea r woul d jeapordiz e man yo f th e environmenta l benefit s o f thi s rule . Mor e importantly , though , th e us e o f on-highway diese l fue l wit ha sulfu r conten t o f mor e than 0.0 5 weigh t percen t coul d damag e th e emission s contro l technologyo f 199 4 an d late r mode l yea r vehicles . Therefore , EPAwil l no t allow an yseasona l exemption s fromth e sulfu r levels . Concerning th e handling o f kerosen e an d jet-A , EPA generall yagree s wit hth e positio n pu t fort hb yAPI . Th e ASTM specification s an

d averag e propertie s o f jet-A , kerosene , an d numbe r on e diese l ten d t o grou

p thes e fuel s int o a separat e classificatio n fromnumbe r two diese l fuel . Sinc e th e propose d regulation s onl yinclud e fuel s intende d fo r us e a s a n on-highwaymoto r fuel , jet- Aan d kerosen e wil l no t b e covere d b yth e regulation s unles s theyhav e bee n designate d a s being intende d fo r us e a s a diese l fuel . Th e dyeing requiremen t i s t o distinguis hdiese l fue l which , bu t fo r th e sulfu r conten t o r cetan e index/aromatic s leve l no t meeting th e specification s fo r on-highwayfuel , woul d b e indistinguishabl e fromon-highway diese l fuel . Sinc e th e jet- Aan d kerosen e blendstock s have physica l propertie s whic hnaturall ydistinguis hthemfro m numbe r two diese l fuel , an d a s suc hinherentl yrequir e themt o b e segregate d fromnumbe r two diese l fuel , theywoul d no t nee d t o b e dye d t o distinguis hthemfro mon-highwaydiese l fuel . I n addition , sinc e kerosen e an d jet- Atyp e fuel s cos t abou t five cent s pe r gallo n mor e than numbe r two diese l fuel , dyeing

-49

-shoul d no t b e neede d a s an incentiv e fo r keeping thes e fuel s

segregate d fromth e on-highwaydiese l fue l market . Numbe r on e diese l fuel , however , woul d b e covere d b yth e dyeing requirement s du e t o it s designatio n a s a diese l fuel . EPAals o believe s tha t ther e wil l b e sufficien t stock s o f fuel s fo r blending whic hhav e a lowenoughsulfu r leve l t o be blende d int o th e on-highwaymarket . Survey s take n b ythe Nationa l Institut e fo r Petroleu m an d EnergyResearc h(NIPER ) indicat e tha t th e averag e sulfu r content s o f jet- Aan d numbe r on e diese l ar e fairl yclos e t o 0.0 5 weigh t percent , whic hwoul d indicat e tha t ther e i s a sufficien t suppl yo f thes e fuel s wit h a sulfu r conten t o f les s than 0.0 5 weigh t percen t t o cove r the need s fo r winte r blending wit hon-highwaydiese l fuel . Th e nationa l averag e fo r sulfu r conten t i n jet- Afue l i n 198 8 wa s 0.05 4 weigh t percen t and , a s AP I pointe d out , thi s sulfur conten t ha s bee n fairl yconsisten t ove r th e pas t decade . Fo r numbe r on e diesel , whic hha s an ASTMspecificatio n fo r sulfur conten t o f 0. 5 weigh t percent , th e nationa l averag e fo r sulfur conten t i n 198 9 wa s 0.06 4 weigh t percent . However , onl yth e are a designat e b

yNIPE R a s th e centra l regio n had an averag e sulfu r conten t o f greate r than 0.0 6 weigh t percent . Give n the broa d nationa l distributio n o f fuel s suitabl e fo r blending wit h numbe r two diese l fuel , EPAbelieve s tha t th e marke t wil l be abl e t o suppl ysufficien t quantitie s o f blending fuel s wit hlo w sulfu r content s t o mee t th e need s o f th e on-highwaymarket . Therefore , winter-tim e exemption s o f blende d fuel s fro mthe sulfu r requirement s d o no t appea r t o b e necessaryan d al l

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-on-highwaydiese l fuel , blende d o r not , wil l b e require d t o

mee t th e 0.0 5 weigh t percen t sulfu r standard .

Issue : Testing o f Fue l Sulfu r Level s EPApropose d using AST Mstandar d tes t metho d D-262 2 for it s ow n determinatio n o f sulfu r level s i n diese l fuel . I t wa s als o specifie d a s th e appropriat e metho d fo r establishing a defens e t o a

n allege d violation . However , othe r tes t method s no t specificall ymentioned , wit hvarying complexit yan d accuracy , ar e available . Summaryo f th e Comment s Navista r supporte d th e Agency' s selectio n o f D-2622 , saying i t wa s th e "bes t method " fo r thes e regulations . Amoc o als o supporte d thi s selection . Penzoi l an d Princeto n Gamma-Tec h(PGT) , however , suggeste d tha t EPAallo wth e us e o f ASTMD-4294 , whic hi s a n energydispersiv e x-raytechnique . The yclaime d tha t i t i s les s expensiv e an d provide s equivalen t accuracy . Chevro n als o suggeste d tha t D-429 4 i s acceptabl e fo r us e wit hcarefu l qualit ycontrol . PGT als o suggeste d tha t roun d robi n testing o f suc halternativ e tes t procedure s b e performe d t o establis hequivalenc yt o AST MD-2622 . Chevron , Conoc o an

d PGT recommende d tha t EPAus e th e AST MD-262 2 tes t a s th e referenc e test . Amoc o an d Phillip s als o suggeste d tha t th e Agenc yallo wth e us e o f othe r methods . Analysi s o f th e Comment s Th e tes t metho d propose d b yEPArepresent s th e metho d whic hwil l b e use d b yth e Agenc yfo r enforcemen t complianc e

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-purposes . Defense s containe d i n th e propose d regulation s

require d tha t sulfu r testing according t o AST MD-262 2 be complete d b

yrefiner s o r importer s t o establis ha defens e t o an allege d violatio n o f th e rule . No specifi c tes t metho d requirement s wer e propose d fo r othe r affecte d parties . A s note d b

yth e commenters , th e equipmen t necessaryt o complet e AST MD-262 2 i s costly . Th e alternativ e tes t metho d recommende d b yPenzoi l an

d Princeto n Gamma-Tech , AST MD-4294 , mayb e essentiall ya s accurat e a s AST MD-2622 , ye t cost s ar e significantl yless . Th e Agenc yrecognize s tha t i t maybe desirabl e fo r man yo f th e regulate d partie s t o b e abl e t o procur e th e ASTMD-429 4 equipmen t fo r oversigh t testing . Therefore , EPAha s decide d tha t fo r purpose s o f establishing a defens e t o an allege d violatio n o f th e sulfu r percentage , a regulate d part ymayus e th e AST Mstandar d tes t metho d D-4294 . Th e defendan t wil l b e responsibl e t o suppor t it s dat a wit ha qualit ycontro l pla n an d demonstrat e th e abilit yt o accuratel y performthi s tes t method . Furthermore , partie s using thi s tes t metho d fo r defens e purpose s mus t hav e evidenc e fro mthe manufacture r o r other s tha t i t reliabl yproduce s result s substantiall yequivalen t t o th e tes t metho d specifie d b yEPA . EPAwil l continu e t o us e th e AST MD-262 2 tes t fo r enforcemen t purpose s an

d wil l rel yo n thos e tes t result s i n an yenforcemen t action . Al l regulate d partie s ar e fre e t o us e an ytes t procedur e fo r determining , t o thei r ow n satisfaction , complianc e wit hthe regulation . Onl yth e ASTMD-262 2 metho d wil l b e use d b yEPA

-52

-fo r enforcemen t purpose s an d th e AST MD-429 4 tes t metho d wil l b e considere d a s a defens e onl yi f i t ca n be properl yqualifie d wit hsupporting documentation .

Issue : Us e o f Cetan e Inde xt o Cap Aromatic s Level s I n it s proposal , th e Agenc ycite d evidenc e tha t highe r aromatic s level s i n diese l fue l coul d potentiall ycontribut e t o highe r emissions . Th e Agenc ythu s sawi t a s desirabl e t o preven t th e aromatic s level s o f diese l fuel s fromincreasing i n th e future . However , sinc e direc t measuremen t o f aromatic s i s a somewha t complicate d procedure , EPAchos e t o us e a minimu m cetan e inde xo f 4 0 a s a surrogat e fo r capping aromatics . Summaryo f th e Comment s Witc o Corporatio n suggeste d tha t th e minimu mcetan e inde x woul d b e inappropriat e fo r it s on-highwaydiese l fue l becaus e i t use s a highl ynaptheni c Sa n Joaqui n crud e a s a feedstock . Diese l fuel s distille d fromthi s crude , i t wa s argued , hav e naturall ylowcetan e indices , an d requir e cetan e improver s t o b e marketable ; an

d tha t lowering aromatic s woul d d o nothing t o increas e th e cetan e inde xabov e th e minimu mvalu e o f 40 . Witco , therefore , requeste d tha t a maximu maromatic s leve l o f 4 5 percen t b e establishe d a s an alternativ e t o th e minimu m cetan e inde xo f 40 . Phillip s Petroleu

m wa s als o concerne d abou t th e us e o f th e cetan e index ; arguing tha t whe n sulfu r i s remove d fromdiese l fuel , th e cetan e indexmayb e a verypoo r estimat e o f the actua l cetan e rating o f th e fuel . (The cetan e rating , o r

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-cetan e number , o f a fue l i s a measur e o f engin e performanc e

using th e fue l an d i s take n directl yfromengin e tests , whil e th e cetan e inde xi s a n estimat e o f th e cetan e rating tha t i s calculate d fromfue l properties. ) T o preven t th e occurrenc e o f in-us e fuel s wit hlowcetan e ratings , Phillip s suggeste d tha t EPAmigh t rais e it s minimu mcetan e index . Mobi l als o state d tha t th e cetan e inde xi s no t th e bes t indicato r o f engin e combustio n performance , an d tha t EPAshoul d establis ha n optiona l minimu

mcetan e numbe r specificatio n o f 40 . Unde r thi s option , Mobi l adde d tha t cetan e improve r additive s shoul d be allowed . Volkswage n o f Americ a als o requeste d th e additio n o f a cetan e numbe r specification , althoughVolkswage n suggeste d tha t th e appropriat e cetan e numbe r shoul d b e 45 . Navista r supporte d th e minimu m cetan e inde xstandard , an d th e us e o f ASTM-D97 6 fo r it s determination . I t wen t further , however , t o sugges t that , becaus e o f th e minimu mcetan e index (whic hwa s establishe d t o cap aromatic s levels) , th e Agenc y shoul d als o includ e a maximu maromatic s leve l o f 43 % fo r it s diese l tes t fuels . Analysi s o f th e Comment s Th e Agency' s goa l i n establishing a minimu mcetan e inde x o f 4 0 fo r on-highwaydiese l fue l wa s t o contro l th e aromatic s conten t o f th e fue l a t approximatel ycurren t levels . Th e cetan e index , a s measure d b yAST Mtes t metho d D 976 , wa s selecte d becaus e o f it s simplicit yi n use , acceptanc e b ythe industry , an

d th e fac t tha t i t i s mos t directl ycontrolle d b y th e densit yo f th e fue l whic hi s strongl yinfluence d b ythe

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-aromatic s conten t o f th e fuel . However , ther e i s nothing

uniqu e abou t th e cetan e inde xwhic hwoul d preclud e the alternativ e us e o f othe r method s o f controlling th e aromatic s conten t o f diese l fuel . Thus , i n respons e t o Witco' s comment , EP Aha s n o abjection s t o th e establishmen t o f an optiona l maximu maromatic s specification . Th e Agenc ycannot , however , establis hth e maximu m a s 4 5 percen t sinc e thi s i s wel l above curren t averag e levels . Th e result s o f MVMA' s survey s o f diese l fue l showtha t th e averag e aromatic s level s i n recen t year s hav e bee n i n th e 3 0 t o 3 5 percen t range . Therefore , thi s fina l rul e provide s an optiona l standar d fo r th e maximu m aromatic s conten t o f on-highwayfue l o f 3 5 percen t a s a n alternativ e t o meeting th e cetan e inde xspecification . Th e aromatic s conten t shal l b e determine d using AST Mtes t metho d D-1319 , a s i s currentl yuse d fo r EPAtes t fue l specification . Concerning th e comment s b yPhillips , Mobi l an d Volkswagen , EPAnote s tha t th e purpos e o f th e cetan e inde xspecificatio n establishe d her e i s t o cap aromatic s a t approximatel ycurren t levels . Th e Agency , therefore , see s n o reaso n fo r i t t o establis ha performance-base d specification ; eithe r a highe r cetan e index , o r a cetan e numbe r specification . Thes e concern s have , i n th e past , bee n addresse d b yth e market , an

d EPAsee s n o reaso n tha t thi s shoul d b e change d b ythi s rule . Finally , EPAdisagree s wit hNavista r wh o argue d tha t i t i s appropriat e t o includ e a maximu maromatic s leve l o f 4 3 percen t fo r certificatio n fuel s t o maintai n consistenc ywit hthe minimu mcetan e inde xo f 4 0 whic hwa s proposed . Th e Agency' s

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-goa l fo r tes t fuel s i s tha t theyb e representativ e o f in-us e

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

mcetan e index specification , th e Agenc ywil l establis hno othe r limi t fo r it s certificatio n tes t fuels .

Issue : Dyeing o f Off-HiohwavFue l Th e Agenc ypropose d tha t an ydiese l fue l whic hdoe s no t showvisibl e evidenc e o f being dye d shal l b e considere d t o be availabl e fo r us e i n diese l moto r vehicle s an d moto r vehicl e engines . Sinc e th e diese l fue l standard s ar e propose d t o b e applicabl e a t al l site s i n th e distributio n network , thi s implie s tha t th e dy e mus t b e adde d a t th e refine r o r importe r facilit yt o avoi d noncomplianc e b yundye d produc t whic hmayb e use d fo r othe r purposes . Summaryo f th e Comment s Th e Mobi l Corporatio n state d tha t they"full ysupport " the dyeing proposal . Amoco , Phillip s Petroleum , th e Rock yMountai n Oi l an

d Ga s Association , an d th e Petroleu

mMarketer s Associatio n o f Americ a (PMAA ) al l expresse d suppor t fo r dyeing o f off-highwaydiese l fue l a t th e refinery . Th e America n Independen t Refiner s Associatio n believe d tha t dyeing a t the refineryleve l woul d b e difficul t wherea s the Independen t Fue l Termina l Operator s Associatio n (IFTOA ) recommende d tha t dyeing b e don e a t th e termina l leve l t o preven t suppl yproblems . Th e Ne wEngland Fue l Institut e (NEFI ) wa s concerne d abou t th e poin t o f dyeing . Th e IFTO Aan d Amoc o recommende d tha t th e Agenc y

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-specif yrequire d dy e concentrations .

IFTO Aan d Amoc o believe d th e dy e name d i n th e proposa l i s a n appropriat e dye . Amoc o state d tha t no advers e healt h effect s ar e know

n fo r th e propose d dy e whil e NEF I expresse d concer n ove r th e potentia l cos t an d healt heffect s o f th e dy e bu t cite d n o specifi c informatio n t o showther e wer e advers e healt heffects . Th e America n Trucking Associatio n believe d the dy e chose n mayno t b e a goo d on e sinc e i t believe s th e dye i s expensive . Th e Indiana FarmBurea u Cooperativ e Associatio n (IFBCA ) an

d Amoc o bot hpointe d ou t tha t th e specifie d dy e wil l appea r gree n whe n mixe d wit hdiese l fue l an d no t blu e a s state d i n th e proposal . Bot hth e IFBC Aan d th e IFTO

Aindicate d tha t curren t premiu

m diese l fue l i s dye d red o r purpl e t o distinguis hi t a s a premiu m produc t t o thei r customers . Th e Empir e Stat e Petroleu mAssociatio n (ESPA ) an d PMA Aquestione d possibl e contaminatio n o f lo wsulfu r fue l wit heithe r sulfur o r dy e fromresidua l amount s o f off-highwayfue l lef t i n truck s an d line s following deliveries . Phillip s Petroleu

mrecommende d tha t th e specifie d dy e compl ywit hpipelin e standard s fo r wate r haz e i n diese l fuel . PMA Aan d NEF I bot hexpresse d concer n tha t th e us e o f dy e fo r off-highwaydiese l fue l i s being don e fo r taxpurposes . PMA Asuggeste d tha t th e regulatio n stat e tha t dy e no t be indicativ e fo r taxpurpose s a s undye d fue l i s no t exclusivel y fo r on-highwayuses . Analysi s o f th e Comment s EPApropose d th e dyeing o f off-highwaydiese l fue l a s a

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mean s t o visuall ydetermin e i f diese l fue l wa s intende d fo r off-highwayus e an d no t i n complianc e wit hth e sulfur percentag e an

d minimu

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

yMobil , Phillips , an d Amoc o clearl yindicate s tha t th e refining industrysupport s th e dyeing concept . Thi s approac hha s bee n widel yuse d i n Europ e an d Canada , although fo r othe r reasons , fo r man yyears . Availabl e informatio n show s n o advers e healt heffect s o r mechanica l problem s attributabl e t o th e specifi c dy e require d b yth e regulations . Cos t o f the dy e an d dyeing equipmen t i s kep t minima l i f i t i s adde d a t the refineryo r importe r facility . Thi s wil l reduc e th e potentia l cos t burde n a t th e termina l o r distributo r level . Suppl y problem s o r shortage s shoul d als o no t occu r a s th e clea r diese l fue l mayals o b e sol d fo r off-highwayus e i f a temporary shortag e o f dye d fue l occurs . EPAi s awar e tha t th e specifi c dy e require d b ythe regulation s wil l no t normall yb e blu e whe n adde d t o diese l fuel . Du e t o th e characteristi c yellowis hcolo r o f diese l fuel ,

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-upo n dyeing th e fue l wil l appea r green . Thi s i s satisfactory ,

a s i t wil l indicat e tha t th e require d dy e ha s bee n adde d an d wil l b e th e colo r whic hfiel d personne l wil l b e looking for . Th e Agenc ywil l no t recommend specifi c dye concentration s t o be used , a s th e regulatio n require s visibl e evidenc e o f th e dye being added . Liabl e partie s bea r th e burde n o f addin g sufficien t dy e t o accomplis hth e goa l o f th e dyeing progra mo r ris k fue l being teste d a s on-highwayfuel . A s severa l commenter s pointe d out , red o r purpl e dy e i s currentl yadde d t o thei r premiu

mdiese l fue l fo r custome r recognition . Assuming tha t thes e fuel s compl ywit hth e sulfu r percentag e an d cetan e inde xrequirements , th e practic e wil l no t b e prohibited . Thes e color s wil l clearl yno t b e confuse d wit hblu e o r gree n an d allege d violation s will , i n an ycase , b e base d o n analysi s an d no t colors . Severa l partie s pointe d ou t tha t th e possibilit yexist s tha t residua l dy e mayb e presen t fromdeliverie s o f off-highway fue l whe n a truc k i s subsequentl yuse d fo r on-highwayfuel . However , base d upo n typica l dy e concentration s used > th e presenc e o f th e dy e wil l no t b e a problema s a smal l amoun t dilute d i n a subsequen t truc k load woul d no t generall yb e visible . I n fact , agai n base d upo n typica l dy e concentration s an d sulfu r levels , i f enoughresidua l fue l wer e presen t t o caus e visibl e coloration , th e 0.0 5 weigh t percen t sulfur standar d woul d als o b e exceeded . I n an yevent , fo r enforcemen t purposes , colo r alon e woul d no t b e use d t o establis ha violation . Afue l sampl e woul d b e analyze d an d i f th e sulfur

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-o r cetan e standard s wer e exceeded , the n a violatio n woul d have

occurred . I f residua l sulfu r conten t i s highenought o rais e th e leve l o f th e on-highwayshipmen t above the standard , the n a violatio n ha s occurred . Phillip s Petroleum' s concer n regarding wate r haz e i n diese l fue l cause d b yth e dy e wa s no t raise d b yan yothe r commenters . Furthermore , Phillip s faile d t o suppl yan ydat a t o suppor t it s concerns . Ther e i s n o informatio n availabl e t o the Agenc ywhic hindicate s tha t thi s i s a significan t probleman d therefore , unles s specifi c dat a i s provide d b yPhillip s o r othe r partie s t o suppor t thi s issu e i n th e future , i t wil l no t b e considere d further . Althoughth e additio n o f dy e t o diese l fuel s i s use d b y othe r countrie s a s a mean s t o discourag e taxevaders , i t i s no t EPA' s functio n t o initiat e suc ha programhere . EPA agree s wit hth e commenter s pointing ou t tha t undye d fue l wil l i n man ycase s b e use d fo r off-highwayapplication s a s wel l a s on-highway . Therefore , i t woul d no t b e accurat e t o conside r al l undye d fue l t o b e on-highwayfue l fo r taxpurposes .

Issue : Enforcemen t Liabilit yScheme EPApropose d an optio n fo r th e presumptio n o f lega l liabilit yfo r diese l fue l standard s violation s whic hcovere d al l partie s i n th e distributio n chain . Th e scheme als o include d a vicariou s liabilit yprovisio n whereb ypartie s upstreami n th e distributio n chai n ca n b e hel d responsibl e fo r violation s whic har e foun d a t downstreamfacilitie s ove r whic h

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-theycoul d exercis e some control . Specifi c defense s wer e

outline d i n th e proposa l t o rebut t th e presumptio n o f liability , including sampling an d testing o f product . Summaryo f th e Comment s Th e Mobil,Corporatio n an d Phillip s 6 6 Compan yoppose d the vicariou s liabilit yprovisio n wher e upstream partie s coul d be hel d responsibl e fo r violation s a t downstreamfacilitie s ove r whic hthe ycoul d exercis e some control . Phillip s state d tha t thes e provision s wil l presen t a far greate r burde n t o industry than simila r provision s o f th e RVP an d lead phasedow

n regulations . Phillip s had additiona l concern s ove r th e hug e pape r trai l an

d comple xcertification s programwhic hmayb e necessaryt o overse e downstreamdistributor s an d unbrande d dealer s t o preven t a large , uncontrolle d liabilit ypotential . Buckey e Pipelin e state d tha t th e accountabilit yo f sulfu r i s easie r tha n volatility , s o th e ful l enforcemen t program from th e RVP programi s no t heeded . Th e Societ yo f Independen t Gasolin e Marketer s o f America n (SIGMA ) an

d th e Petroleu

mMarketer s Associatio n o f Americ a (PMAA ) believe d tha t th e propose d enforcemen t scheme woul d requir e costl yoversigh t testing program s t o prov e complianc e wit hth e standard s an d creat e an unfai r economi c burden . Bot h SIGM Aan d PMA Abelieve d tha t spuriou s claim s wil l tak e enormou s amount s o f time an d mone yt o defend agains t claim s o f contaminatio n o r marketing noncomplying diese l fuel . SIGM A specificall yoppose d an oversigh t programa s par t o f a defens e t o a violatio n an

d PMA Aconcurre d tha t thi s oversigh t progra m

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-t o tes t eac hincoming an d outgoing loa

d wil l b e an enormou s cos t burden . ARC O Transportatio n Compan ywa s concerne d tha t testing requirement s wil l caus e delay s whil e waiting fo r tes t results . The yrecommende d tha t liabilit yb e onl yo n th e part ywhic h originall yintroduce d th e noncomplying product . I f needed , additiona l testing an d sampling a t retai l distributo r terminal s an d pump s coul d b e done . Th e Smal l Busines s Administratio n (SBA ) recommende d tha t th e propose d testing requirement s be shifte d fromth e retai l statio n t o th e termina l o r pipelin e t o alleviat e an unreasonabl e cos t burde n o n th e retailers . Thi s woul d reduc e th e numbe r o f test s require d fromwha t woul d occur i f SBA' s perceive d EPArequiremen t tha t everyshipmen t be teste d wer e enacted . Likewise , th e Nationa l Automobil e Dealer s Associatio n (NADA ) di d no t wan t liabilit yo n wholesal e purchaser-consumer s a s improvement s t o engin e lif e an d performanc e outweigh , i n NADA' s opinion , an yincentiv e t o chea t o n fue l use . NAD Arecommende d tha t th e distributo r shoul d b e require d t o certif ytha t thei r fue l deliverie s o f on-highwaydiese l fue l ar e "on-spec" . The yals o supporte d requiring EPAt o detec t a violatio n o f th e regulation s an d prov e tha t th e wholesal e purchaser-consume r cause d the non-compliance . Phillip s pointe d ou t tha t enforcemen t o f th e propose d liabilit yscheme wil l b e a difficul t an d comple xchallenge . Therefore , theyrecommende d tha t th e propose d vicariou s liabilit yprovision s shoul d b e delete d i n th e fina l rule .

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-Analysi s o f Comment s

Th e liabilit yprovision s propose d b yEPAfo r th e diese l fue l regulation s ar e basicall yidentica l t o thos e use d i n the Agency' s lea

d contaminatio n regulation s an d volatilit y regulations . The yplac e responsibilit yfo r complying wit hthe standard s fo r sulfu r percentag e an d cetan e inde xa t al l level s i n th e distributio n chain . Thi s include s th e vicariou s liabilit yo f upstreampartie s fo r violation s foun d at downstreamfacilitie s ove r whic htheyca n exercis e some control . Phillip s believe s tha t thes e regulation s plac e a heavie r burde n o n th e industrytha n th e lea d o r RVP regulations , particularl ywher e th e downstream distributor s o r unbrande d retailer s ar e concerned . However , thes e industrypartie s ar e th e identica l partie s ove r whic hth e RVP regulation s currentl y impos e th e same scheme . Ther e i s n o evidenc e tha t th e diese l fue l programwil l involv e an ydifferen t aspect s o f contro l whic hwoul d necessitat e th e Agenc yt o conside r a differen t scheme . Th e availabilit yo f an oversigh t program a s par t o f a defens e agains t presumptiv e an d vicariou s liabilit yi s necessaryt o encourag e th e industryt o ensur e tha t diese l fue l wil l compl ya t al l level s an d th e consume r wil l ge t th e fue l needed . SIGMA , PMAA , an

d th e Smal l Busines s Administratio n believ e tha t EPA' s proposa l wil l requir e th e testing o f eac hshipmen t o f fue l b

ycarrier s o r distributors . EPAagree s tha t suc h testing woul d impos e a significan t expens e an d time delayo n thes e parties . However , ther e i s n o requiremen t i n the

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-regulation s whic himpose s suc ha testing scheme . I f a part y

subjec t t o vicariou s liabilit ywishe s t o us e a defens e t o an y violation , some oversigh t programwil l b e necessary . However , th e specifi c natur e o f th e oversigh t programo r th e frequency o f an ysampling i s no t defined . Thes e parameter s ar e t o be determine d b

yth e part yinvolved , bu t theyshoul d b e sufficien t t o allo wtru e qualit ycontrol . Testing a s par t o f an oversigh t program require s refiner s an d importer s t o us e th e ASTMstandar d tes t metho d D-262 2 i n th e propose d regulations . A s alread ystated , EPAwil l allow th e us e o f AST Mtes t metho d D-429 4 result s fo r an oversigh t programdefens e b

yal l partie s covere d b ythes e regulations . A s par t o f an oversigh t program , thes e ar e n o requirement s tha t an

ypart yhol d th e produc t unti l tes t result s ar e available . I f tes t result s reveale d th e presenc e o f noncomplying produc t i t woul d b e necessaryt o attemp t t o retriev e th e fue l o r diver t i t t o an off-highwayuse . I t i s possibl e tha t th e paperwor k an d invoice s whic hcurrentl yar e associate d wit hdiese l fue l distributio n wil l b e sufficien t t o trac k th e flo wo f fue l throughth e chain . Thi s paperwor k trai l ca n als o b e use d b yupstreampartie s t o specif yth e fue l qualit yo f deliverie s t o downstreamparties . EPAbelieve s tha t ther e wil l b e economi c incentive s t o attemp t t o us e off-highwayfue l fo r on-highwaymarkets . Man y wholesal e purchaser-consumer s wil l b e tempte d b yth e expecte d pric e differentia l t o switc hon - an d off-highwayfue l fo r immediat e economi c gain . Onl yth e potentia l o f enforcemen t

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-actio n a t al l point s i n th e distributio n chai n wil l provid e the

necessarydeterrence . Th e Agenc yexpect s t o implemen t a comprehensiv e enforcemen t programsimila r t o thos e currentl y use d i n th e leade d fue l an d RVP programs . I t i s no t anticipate d tha t thes e program s wil l prov e t o b e to o comple x fo r effectiv e enforcemen t actio n t o occur . Therefore , the enforcemen t provision s outline d i n the propose d rul e wil l be retaine d fo r thi s Fina l Rule , including th e presumptiv e an d vicariou s liabilit yprovisions .

Issue : Dyeing o f Importe d Canadia n Fue l EPApropose d tha t an yundye d diese l fue l woul d b e considere d on-highwayfue l whil e off-highwayfue l woul d b e dye d wit ha blu e dye . Some independen t marketer s impor t off-highway diese l fue l from

Canad a whic hha s alread ybee n dye d red . Summaryo f th e Comment s Th e Societ yo f Independen t Gasolin e Marketer s o f Americ a (SIGMA ) wa s concerne d wit hEPA' s requirement s tha t off-highway diese l fue l b e dye d blue . Thi s concer n aros e fromth e fac t tha t off-highwaydiese l fue l importe d from Canad a wil l b e dye d red . Likewise , manyindependen t marketer s impor t heating oi l whic hi s undye d o r clear . Th e undye d fue l coul d b e confuse d b y U.S . Custom s Servic e agent s a s "moto r fuel " a t a highe r dut y rate . Analysi s o f th e Comment s An yimporte d diese l fue l intende d fo r off-highwayus e wil l hav e t o b e dye d wit hth e blu e dy e specifie d i n today' s

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-regulations . Apparently , th e red dye whic hi s adde d t o

off-highwaydiese l fue l i n Canad a i s adde d a t th e termina l prio r t o shipping . Therefore , fue l destine d fo r importatio n t o th e Unite d State s ca n hav e th e red dy e omitte d a t th e shipping point . Importer s o f heating oi l whic hi s undye d wil l hav e t o ad d blu e dy e t o th e fue l a t the poin t an d time o f importation , regardles s o f th e source . Otherwise , th e fue l woul d be considere d t o b e on-highwayfue l subjec t t o th e on-highwayfue l standards .

Issue : Testing Variabilit yfo r Complianc e EPApropose d a sulfu r standar d o f 0.0 5 weigh t percen t an d propose d AST Mtes t metho d D-262 2 fo r enforcemen t testing . Du e t o tes t variabilit yan d th e fac t tha t EPAdi d no t identif ya tes t toleranc e leve l agains t th e standard , manufacturer s wil l hav e t o produc e belo wth e standard . Summaryo f th e Comment s Th e America n Petroleu mInstitut e (API) , Phillips , an d Amoc o al l raise d concern s tha t th e sulfu r standar d o f 0.0 5 weigh t percen t doe s no t tak e tes t metho d variabilit yint o accoun t fo r complianc e purposes . Th e Rock yMountai n Oi l an d Ga s Associatio n (RMOGA ) als o expresse d concer n tha t n o fue l tes t toleranc e limit s ar e establishe d i n th e propose d regulations . Conoc o an d Phillip s bot hpointe d ou t tha t the reproducabilit yo f th e AST Mtes t metho d D-262 2 i s 0.00 8 weigh t percen t a t th e 9 5 percen t confidenc e limit . Thi s fac t woul d effectivel yrequir e refiner s t o mee t a 0.04 2 weigh t percen t

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-.-.m

standar d fo r sulfu r a t al l time s i f theywoul d expec t t o alway s tes t belo w0.0 5 weigh t percent . API / Amoc o an d RMOG Aagree d tha t thi s wil l requir e lowe r en d "stacking " o f margin s an d wil l requir e blending belo wth e standard , whic hcoul d b e a seriou s an d costl ydisadvantag e t o th e manufacture r an d an additiona l cos t t o th e consumer . RMOG Apointe d ou t tha t eve n greate r margin s woul d b e require d fo r downstreamcomplianc e du e t o vicariou s liability . Conoc o state d tha t thi s woul d actuall yresul t i n a twent y percen t penalt ybelo wth e standard , whic hi s sever e an d no t supporte d b

yengin e manufacturers * requirements . Th e resultan t 0.0 4 weigh t percen t sulfu r maximu m thu s neede d t o show complianc e i s outsid e th e agreemen t reache d b yth e concerne d industries . Amoc o state d tha t man yrefiner s wil l us e les s expensiv e instrument s whic hwil l hav e precisio n an d reproducibilit yinferio r t o tha t require d b yAST Mtes t metho d D-2622 . Th e fina l regulation s therefor e neede d a statemen t t o establis ha confidenc e leve l s o refiner s coul d establis h qualit ycontro l specifications . AP I suggeste d tha t refiner s o r supplier s substantiate , throughrecord keeping , tha t eac hblen d teste d i s les s than th e EPAstandard , an d i n addition , the averag e o f al l blend s wa s belo wth e standar d b yth e tes t complianc e margin . AP I believe d thi s woul d b e a reasonabl e an d effectiv e basi s fo r compliance . Analysi s o f th e Comment s Th e Agenc yrecognize s tha t tes t variabilit yexist s wit h th e AST Mtes t metho d D-2622 . Conoc o an d Phillip s bot hpoin t

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ou t tha t th e reproducibilit yi s 0.00 8 weigh t percent , an d t o assur e stric t confidenc e a t al l time s tha t a sampl e wil l no t excee d th e standard , refiner s wil l hav e t o blen d a t approximatel yth e 0.04 2 weigh t percen t level . Thi s issu e i s no t ne wt o th e fuel s program , a s al l curren t standard s ar e teste d according t o a specifie d tes t method . Al l tes t method s wil l contai n tes t tolerances . EPAha s alway s maintaine d the positio n tha t sample s mus t mee t th e standar d whe n teste d according t o th e prescribe d tes t method . EPAintend s t o us e th e approac htowar d enforcemen t toleranc e whic hwa s embodie d i n th e propose d regulations . Thi s mean s tha t n o enforcemen t toleranc e wil l b e adde d t o the standard . Thus , an ysampl e tha t exceed s th e standar d b yan y amoun t i s considere d a violatio n an d mayresul t i n a enforcemen t action .

Issue : Enforcemen t fo r Misfueling EPApropose d a

n enforcemen t scheme whic hwoul d requir e tha t al l partie s i n th e distributio n chai n compl ywit hth e diese l fue l standard s fo r sulfu r weigh t percen t an d cetan e index . No t explicitl yinclude d wer e person s wh o maymisfue l b y using noncomplying fue l i n thei r equipmen t designe d t o operat e o n complying fuel . Summaryo f th e Comment s Th e America n Petroleu mInstitut e (API) , th e Rock yMountai n Oi l an d Ga s Associatio n (RMOGA) , an d th e Nationa l Petroleu m Refiner s Associatio n (NPRA ) al l believe d tha t enforcemen t o f

-68

-th e fue l standard s shoul d focu s o n potentia l misfuelers . NPR A wa s disappointe d tha t EPAdi d no t includ e i n th e propose d rul e an yenforcemen t mechanism s fo r reducing intentiona l misfueling . The ypointe d ou t tha t EPAdi d no t addres s wha t enforcemen t actio n i t plan s t o tak e whe n a part ypurposel y introduce s non-complying dye d materia l int o highwayvehicles . API , RMOG

Aan d NPR Aal l believ e tha t dyeing o f non-complying materia l b yfue l supplier s couple d wit hstric t enforcemen t actio n b yEP Aagains t misfueler s woul d b e very effectiv e t o ensur e th e benefit s o f th e programar e realized . NPR Astate s tha t stric t enforcemen t agains t end-use r misfueling coul d als o reduc e th e los s o f federa l taxrevenues . Analysi s o f th e Comment s Th e propose d regulation s establishe d an enforcemen t scheme whic hinclude s al l partie s i n th e distributio n chain . Simila r t o othe r fue l regulation s enforce d b yEPA , th e individua l wh o misfuel s thei r ow

n vehicl e i s no t specificall ycovere d b ythi s proposal . Th e curren t languag e i n th e Clea n Ai r Ac t (Act ) doe s no t cove r individual s a s partie s t o who mthes e prohibition s apply . However , thos e partie s wh o d o thei r ow n fueling wh o ar e flee t operator s o r person s i n th e busines s o f servicing o r leasing moto r vehicle s o r moto r vehicl e engine s (whic hwoul d includ e nearl yal l heavy-dut yoperation ) woul d b e covere d b y th e tampering prohibitio n containe d i n Sectio n 203(a)(3 ) o f the Act . I n th e term s o f Sectio n 203(a)(3) , th e introductio n o f non-complying fue l mayrende r inoperativ e thos e specifi c

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-device s o r element s o f design fo r whic hcomplying fue l i s

required . Thi s constitute s tampering an d i s a violatio n o f the Ac t fo r whic hth e Agenc ydoe s pursu e enforcement . I f instance s aris e wher e misfueling i s occurring wher e th e part ydoing the misfueling is , a covere d part yunde r Sectio n 203(a)(3) , the Agenc ymayundertak e enforcemen t action .

Issue : Applicabilit yt o Hawai i an d Pacifi c Territorie s A s proposed , th e diese l fue l requirement s woul d hav e applie d t o th e 5 0 states , th e Distric t o f Columbi a an d U. S Territories . No consideratio n wa s give n t o th e possibilit yo f exempting an

yregion s fromth e rul e i n eithe r th e NPR Mo r i n th e draf t regulatoryimpac t analysis . Th e America n Samo a governmen t an

d Pacifi c Resources , Inc . hav e raise d th e issu e o f a possibl e exemptio n fo r Hawai i an d th e Pacifi c territories . Summaryo f Comment s Pacifi c Resources , Inc . an d th e America n Samo a governmen t hav e requeste d tha t Hawai i an d th e Pacifi c territorie s be exempte d from

th e rule . The yargu e tha t thes e island s ar e attainmen t area s fo r particulat e matte r an d ar e likel yt o remai n s o du e t o geographi c isolatio n an d naturall yoccurring trad e winds . Furthermore , th e regio n use s verylittl e on-highwaydiese l fuel , wit hHawai i consuming onl y approximatel y1,00 0 barrel s pe r dayo f on-highwaydiese l fue l (7 % o f th e dail yconsumptio n o f diese l fuel ) an d abou t 4,50 0 barrel s pe r yea r o f on-highwaydiese l fue l being use d i n America n Samo a (0.5 % o f th e annua l consumptio n o f diese l

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--T .

fuel) . Th e commenter s argue d tha t exemptio n o f thes e area s woul d no t impac t th e remainde r o f th e countrydu e t o geographi c isolation . Furthermore , America n Samo a ha s no indigenou s productio n o f diese l fuel , relying solel yo n import s fo r fuel . Forty-fiv e percen t o f th e fue l i s importe d fromPacifi c Resources , Inc . an d th e remaining fifty-fiv e percen t i s importe d fromthre e companie s i n Singapore . Th e America n Samo a governmen t believe s availabilit yo f low-sulfu r fue l fro m Singapor e i s unlikel yan d th e government , whic hi s the sol e owne r o f fue l storing tankage , ha s facilitie s fo r storing onl y on e grad e o f fue l withou t goo d prospect s fo r being abl e t o ad d additiona l storage . Analysi s o f Comment s Whil e recognizing th e attainmen t statu s o f thes e area s an d potentia l difficultie s i n complying , th e Agenc ybelieve s i t i s necessaryt o includ e themi n th e Fina l Rule . Aprimaryreaso n fo r promulgating th e rul e i s t o provid e low-sulfu r fue l necessaryfo r th e prope r operatio n o f 199 4 an d late r diese l vehicles . Withou t low-sulfu r fuel , emissio n contro l equipmen t o n thes e vehicle s coul d b e rendere d permanentl yinoperative . Sinc e vehicle s wit hadvance d technologywil l b e operating i n Hawai i an

d th e Pacifi c territorie s i n th e future , low-sulfur fue l mus t b e mad e available . Therefore , th e origina l scop e o f th e proposa l i s retaine d fo r thi s Fina l Rule .

III . Descriptio n o f th e Fina l Rul e Thi s sectio n summarize s th e contro l measure s containe d in

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-today' s fina l rule . Th e detaile d requirement s mayb e foun d i n thei r entiret yi n th e regulation s publishe d wit htoday' s fina l rule .

A . Commercia l Fue l Reguirement s 

### 1 . standard s Afte r Septembe r 30 , 1993 , al l diese l fue l sold , supplied , offere d fo r sal e o r supply , dispensed , o r transporte d i n an y stat e fo r us e i n on-highwaydiese l vehicle s shal l contai n no mor e tha n 0.0 5 percen t sulfu r b yweight , an

d shal l hav e eithe r a minimu

mcetan e inde xo f 4 0 o r a maximu maromatic s conten t o f 3 5 percen t b

yvolume . Th e onl yexceptio n t o thes e requirement s i s a two yea r extensio n o f th e effective , date , wit hvariou s interi m restrictions , applicabl e t o qualifying smal l domesti c refiners . Unde r thi s extensio n an yfue l produce d b ysmal l refiner s fo r on-highwayus e i s require d t o hav e a sulfur conten t o f 0.2 5 weigh t percen t o r les s afte r Septembe r 30 , 1993 , 0.1 0 weigh t percen t o r les s afte r Septembe r 30 , 1994 , an d 0.0 5 weigh t percen t o r les s afte r Septembe r 30 , 1995 . Anyfue l o f sulfu r conten t greate r tha n 0.0 5 weigh t percen t produce d unde r thi s extensio n mus t b e dye d an d segregate d fromfue l wit h a sulfu r conten t o f 0.0 5 weigh t percen t o r less , a s describe d earlie r i n Sectio n I I - Publi c Participation . 2 . Enforcemen t Provision s a . Overal l Enforcemen t Scheme . Al l partie s i n the distributio n networ k ar e covere d b ythes e regulations ,

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-including refiners , importers , distributors , carriers ,

resellers , retai l an d wholesal e purchaser-consumers . An y diese l fue l fo r us e i n moto r vehicle s mus t compl ywit hthe the applicabl e standard s whe n introduce d int o commerce , sold , offere d fo r sale , supplied , offere d fo r supply , dispensed , o r transported . Onc e diese l fue l ha s bee n introduce d int o the distributio n network , th e fue l mus t compl ywit hthes e standard s a t al l point s up t o an d including th e time i t leave s th e pump . Additionally , unde r EPA' s antitampering provisions , an yflee t operato r o r othe r part ysubjec t t o th e requirement s o f Sectio n 203(a)(3 ) o f th e Clea n Ai r Ac t wh o misfuele d an yheavy-dut y diese l vehicl e wit hnon-on-highwaydiese l fuel , o r an y heavy-dut ydiese l vehicl e equippe d wit ha 199 4 o r late r mode l yea r diese l engin e wit hfue l produce d unde r th e smal l refine r extension , woul d b e liabl e fo r prosecution . Th e regulation s defin e cetane , cetan e index , diese l fuel , sulfu r percentage , refinery , retai l outlet , distributor , reseller , wholesal e purchaser-consumer , importer , carrier , aromati c content , smal l refinery , an d exempte d on-highway diese l fuel . The yals o contai n specia l provision s governing th e productio n an d sal e o f fue l unde r th e smal l refine r extension . Referenc e method s fo r determining cetan e index , sulfu r percentag e an d aromatic s conten t ar e als o included . Thi s Fina l Rul e als o set s fort hregulation s establishing presumption s o f liabilit yfo r partie s foun d wit hnoncomplying fuel . Ther e i s als o a presumptiv e an d vicariou s liabilit y provisio n whic hhold s certai n upstreampartie s i n the

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-distributio n networ k responsibl e fo r violation s a t downstream

facilitie s ove r whic htheycoul d hav e exercise d some control . Defense s t o presumptiv e an d vicariou s liabilit yar e include d in th e regulations . Finally , thi s Fina l Rul e include s a vehicl e labelin g provision . Unde r thi s provision , an ydiese l vehicl e produce d fo r on-highwayus e i n mode l yea r 199 4 o r late r i s require d t o b e clearl ylabele d wit hnonremovabl e label s bearing th e word s "low-sulfu r diese l fue l only " a t bot hth e fille r pip e are a an d o n th e dashboard . b . Sampling Methodology . Th e sampling methodologyi s se t fort hi n Appendi xG . Th e sampling procedure s includ e nozzl e sampling , bottl e sampling , ta p sampling , an

d manua l line sampling . - Th e purpos e o f th e sampling methodologyi s t o assur e tha t th e sampl e take n i s tru e an d unaltere d an

d i s representativ e o f th e diese l fue l being tested . c . Testing Methodologies . Fou r testing methodologie s ar e include d i n thi s Fina l Rule . Th e firs t one , ASTMstandard tes t metho d D 2622-87 , determine s th e percentag e o f sulfu r i n th e diese l fue l b ymean s o f X-rayspectrometry . Th e secon d test , AST Mstandar d tes t metho d D 4294-83 , determine s the percentag e o f sulfu r i n th e diese l fue l b ymean s o f nondispersiv e x-rayflourescenc e spectrometry . Th e third test , AST Mstandar d metho d D 976-80 , i s a metho d fo r estimating the AST Mcetan e inde xo f th e diese l fue l fromth e AP I gravit yan d mid-boilin g point . Finally , AST Mstandar d tes t metho d D 1319-8 8 i s provide d fo r us e i n determining fue l aromati c

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-content . Whil e th e first , thir d an d fourt hmethod s ar e identifie d a s th e referenc e method s t o b e use d b yEPAi n it s enforcemen t testing programs , th e regulation s provid e fo r us e o f th e second tes t metho d fo r sulfu r b yregulate d partie s upo n sufficien t showing o f equivalence . Th e issu e o f wha t enforcemen t toleranc e shoul d b e allowe d whe n using thes e tes t method s wil l b e addresse d i n a manne r consisten t wit hothe r mobil e sourc e relate d standards . Th e diese l fue l refiner s an d othe r regulate d partie s wil l be expecte d t o mee t th e applicabl e sulfu r an d cetan e limit s a s establishe d b

yth e regulations . The ymus t tak e tes t variabilit yint o accoun t i n producing an d marketing diese l fue l an d canno t rel yo n th e Agenc yt o automaticall yprovid e a n enforcemen t toleranc e i n additio n t o th e absolut e standard s establishe d fo r sulfu r o r cetan e limits . Fo r example , i f the sulfu r conten t o f moto r vehicl e diese l fue l wer e foun d t o contai n 0.0 6 weigh t percen t sulfur , thi s woul d b e considere d a violatio n o f th e regulatorystandar d tha t coul d subjec t liabl e partie s t o enforcemen t action . d . Liabilit yProvisions . Th e liabilit yprovision s (4 0 CF R 80.30 ) ar e patterne d afte r th e liabilit yscheme use d i n the Agency' s lead contaminatio n regulations , a t 4 0 CF R 80.2 3 an d ar e almos t identica l t o th e volatilit yregulations , a t 4 0 CFR 80.27 . On e o f th e mai n feature s o f thes e provision s i s the presumptio n o f liabilit ywher e regulate d partie s ar e foun d offerin g fo r sale , supplying , o r transporting diese l fue l whic h fail s t o mee t th e requirement s fo r sulfu r percentag e o r cetan e

-75

-index . It i s th e responsibility

of eac

hregulate

dparty

t o monitor th

e diese l fue l whichi s bein g offeredfo

r sale , suppliedo

r transportedt

o verify

that th

e fue l complie s with standards . Anothe r important feature of th e diese l fue l enforcement provision s i s th

e inclusio

nof vicariou s liability provisions , muchlik

e thos e use

dsuccessfull y

i nth e lea dcontaminatio

n regulation s an

drecently

promulgatedi

nth e volatility regulations . Vicariou s liability mean s that partie s upstrea m fro m th e sit e of th

e violatio

nca nb e hel dresponsibl e fo r violation s foun

da t downstrea

m facilitie s over whichthe y ca n exercis e som

e control . Th

e proposedregulation s wil l als o exten dvicariou s liability fo r violation s a

t non-brandedretai l outlet s an

dwholesal e purchaser-consumer s to refiner s an d importers . Thi s change fro m previou s scheme s place s al l partie s o

nth e sam e leve l i

nterm s of oversight fo r assurin

g produc t quality . Year s of enforcement experienc e withth e gasoline regulation s hav e show nthat a fa

r larger percentage of violation s occu

r a t non-brandedfacilities . Defense s to vicariou s liability are set forthi nth e regulations . Basically , a nupstrea

m party ca navoi dvicariou s liability

i f that party

ca nsho w that th

e violationwa s cause d b y action s of someon e other tha

nthat party' s employee s o r agents . For th

e purpos e of thes e regulations , carrier s wil l b e presumedto b

e th e agent s of distributor s an dare als o presumptivel y

liable . Th

e specifi c evidenc e require dt o suppor t thi s defens e varie s dependin g o nwhichparty

i s raisin

g

-76 -th e defense , bu t i n genera l a part ymus t showproo f o f some

kin d o f oversigh t program , suc ha s record s o f testing o f the diese l fue l o r a contractua l obligatio n betwee n th e upstrea m an d th e downstreampartie s involved . 3 . Smal l Refine r Provision s Atwo-yea r extensio n fo r smal l refiners , whic hinclude s interi msulfu r leve l caps , i s include d i n today' s Fina l Rule . Qualifyin g U.S . domesti c smal l refiner s ar e required , fo r an y on-highwaydiese l fue l theyproduce , t o no t excee d 0.2 5 weigh t percen t sulfu r beginning Octobe r 1 , 1993 , 0.1 0 weigh t percen t sulfu r beginning Octobe r 1 , 1994 , an d 0.0 5 weigh t percen t sulfu r beginning Octobe r 1 , 1995 . I n addition , an yon-highway diese l fue l produce d unde r thi s extensio n mus t b e segregate d fromothe r on-highwaydiese l fuel . T o provid e fo r effectiv e segregation , th e regulation s cal l fo r dyeing o f th e fuel , dispensing from

separat e pump s (an d separat e island s wher e mor e tha n on e islan

d i s use d fo r diese l fuel ) an d th e prominen t labeling o f pump s an d islands . The yals o requir e an yretaile r selling fue l unde r th e extensio n provision s t o als o sel l on-highwayfue l wit ha sulfu r conten t o f 0.0 5 weigh t percen t o r less . T o b e eligibl e fo r thi s extension , smal l refinerie s mus t mee t certai n limitation s fo r refine r an d refinerycapacity , mus t demonstrat e a commitmen t t o compl ywit hth e 0.0 5 weigh t percen t limi t b

yth e en

d o f th e extensio n period , an d wil l be limite d a s t o th e maximu mamoun t o f on-highwayfue l produceabl e unde r th e extension .

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-P.8 1

Smal l refinerycapacit ylimitation s ar e a s follows . First , th e refineryi n questio n mus t have a crud e oi l o r bona fid e feedstoc k capacit yo f 50,00 0 barrel s pe r dayo r less . Second , th e refinerymus t b e owne d o r controlle d b ya refine r wit ha tota l combine d crud e oi l o r bona fid e feedstoc k capacit y o f 137,50 0 barrel s pe r dayo r less . Thes e capacitie s ar e t o be measure d i n term s o f th e averag e o f th e actua l dail ycrud e oi l o r bona fid e feedstoc k us e during th e perio d January1 , 198 8 throughDecembe r 31 , 1989 , calculate d a s barrel s pe r calenda r day . Furthermore , onl yrefinerie s locate d i n a State , the Distric t o f Columbia , th e Commonwealt ho f Puert o Rico , the Virgi n Islands , Guam , America n Samo a o r th e Commonwealt ho f the Norther n Marian a Island s ar e eligibl e fo r an extension . Refine r capacit yrelativ e t o th e 137,50 0 barrel s pe r dayo r les s limi t refer s t o worldwid e capacit yowne d o r controlle d b y tha t refiner . Participating smal l refiner s wil l als o b e require d t o demonstrat e b

yJul y1 , 199 3 a commitmen t t o produc e diese l fue l meeting th e 0.0 5 weigh t percen t limi t b yOctobe r 1 , 1995 . Thi s demonstratio n wil l requir e copie s o f contract s entere d int o fo r desig n an

d constructio n o f th e necessaryequipmen t an d copie s o f approve d permit s t o construc t th e equipment . Additionally , t o qualif yfo r th e second yea r o f th e extension , smal l refiner s mus t submi t evidenc e b yJul y1 , 199 4 demonstrating tha t on-sit e constructio n ha s begun . Lastly , th e amoun t o f fue l sol d unde r thi s extensio n b y eac hqualifying smal l refine r wil l b e limite d t o no mor e than

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-P.8 2

th e averag e o f it s annua l productio n o f on-highwayfue l during th e perio d Octobe r 1 , 198 9 t o Septembe r 30 , 1990 . On-highway fue l productio n wil l b e estimate d fromamount s reporte d a s on-highwaydiese l fue l fo r Federa l excis e taxpurposes . Thi s amoun t ca n includ e fuel s fo r whic hth e refineryreporte d the sale s a s wel l a s a portio n o f th e fue l sol d throughlicense d re-sellers . Th e on-highwayportio n o f th e fuel s sol d through license d re-seller s mayb e assume d t o b e th e same a s the averag e on-highwayfractio n o f sale s reporte d b ytha t customer , unles s suitabl e evidence , acceptabl e t o th e Administrator , indicate s otherwise . 

### B . Ziifi

l Specification s fj nvehicl e certificatio nam i Othe r Complianc e Testin g Certificatio n fue l use d fo r 1991-199 3 mode l yea r engine s shal l contai n 0.1 0 sulfu r percentag e b yweigh t (%0.0 2 weigh t percent) . Beginning wit hth e 199 4 mode l year , certificatio n fue l shal l hav e a sulfu r conten t ranging from0.0 3 t o 0.0 5 sulfu r percentag e b yweigh t an

d a minimu

mcetan e inde xo f 40 . Al l othe r complianc e testing (e.g. , recall , selectiv e enforcemen t audits ) wil l b e

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-conducte d using tes t fuel s meeting the same sulfur

specification s a s th e tes t fue l use d i n certifying th e particula r mode l yea r vehicl e being tested . Tha t is , 1991-199 3 mode l yea r engine s woul d b e teste d wit hfue l containing 0.1 0 sulfu r percentag e b yweigh t ( ± 0.0 2 weigh t percent ) an

d 199 4 an

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

d a minimu

mcetan e inde xo f 40 . I n general , propertie s specifie d fo r fuel s use d i n emission s testing ar e intende d t o b e representativ e o f th e propertie s o f fuel s commerciall yavailabl e an d in-us e during th e time perio d o f th e testing . Th e onl yexceptio n t o thi s i s th e sulfu r leve l specifie d fo r 1991-9 3 tes t fuels , whic hi s selecte d t o represen t th e averag e sulfu r conten t o f fuel s use d ove r th e lifetime s o f engine s manufacture d during thes e years . Thi s rul e als o clarifie s th e fac t tha t th e commercia l grad e o f fue l (i.e. , "Typ e 1-D " o r "Typ e 2-D" ) use d fo r emission s testing shal l b e th e grad e whic hwil l b e th e predominan t fue l burne d i n actua l us e o f th e engin e family . Th e regulation s establis ha presumptio n tha t thi s grad e wil l b e Typ e 2- D diese l fuel . Typ e 1- D diese l fue l mayb e substitute d provide d the manufacture r ha s submitte d evidenc e t o the Administrato r sufficien t t o establis htha t suc hfue l wil l be th e predominan t fue l in-us e fo r tha t engin e family . Evidenc e coul d includ e suc hthing s a s copie s o f execute d contract s

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-P.8 4

fromcustomer s indicating th e inten t t o purchas e an d us e Typ e 1- D diese l fue l a s th e primaryfuel . Tw o othe r mino r change s ar e include d i n th e tes t fue l specification s t o correc t error s i n th e proposal . Th e firs t add s a minimu mcetan e inde xspecificatio n o f 4 0 t o 199 4 an d late r servic e accumulatio n fuels . Thi s valu e wa s inadvertentl yomitte d fromth e proposal . Th e second chang e correct s th e cetan e inde xrang e fo r 199 4 an d late r Typ e 1-D diese l tes t fue l t o read 40-54 . Du e t o a typographica l erro r th e propose d rang e wa s liste d a s 40-42 .

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

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-I n respons e t o comment s o n it s proposa l fromsmal l

marketers , EPAha s als o conducte d a RegulatoryFlexibilit y Analysi s o f th e potentia l impact s o n smal l marketers.[5 ] A s discusse d i n mor e detai l earlie r i n thi s Preamble , th e smal l markete r Analysi s foun d tha t th e cos t an d competitiv e impact s o f thi s Actio n o n smal l marketer s woul d generall y b e smal l an

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

V . Administrativ e Designatio n an d RegulatoryAnalysi s

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

d othe r regulatoryprovision s an d th e alternative s tha t wer e considere d i n th e developmen t o f the NPRM . Sinc e th e regulation s i n today' s fina l rul e ar e

[5 ] Impact s o f Fue l Desulfurizatio n o n Distillat e Marketers , Marc h13 , 1990 , IC F Incorporated .

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-largel yth e same a s propose d i n th e NPRM , an d sinc e littl e substantiv e commen t wa s receive d o n the analyse s containe d i n th e Draf t RegulatoryImpac t Analysis , th e Agenc yha s conducte d n o furthe r analyse s o f the cost s an d benefit s o f today' s Fina l Rule . Th e onl ychang e fo r th e fina l RegulatoryImpac t Analysi s involve s th e deletion , note d earlie r i n thi s preamble , o f the cance r ris k assessmen t whic hwa s foun

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

d Budge t (OMB ) fo r reviewa s require d b y Executiv e Orde r 12291 . Anywritte n comment s fro mOMB an

d an yEPArespons e t o thos e comment s ar e i n th e publi c docke t fo r thi s rulemaking .

VI . Reporting an

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

d Budge t (OMB ) unde r the Paperwor k Reductio n Ac t o f 1980 , 4 4 U.S.C . 350 1 e t sea. , an d hav e bee n assigne d OM B Contro l Numbe r - Th e reporting an d recordkeeping requirement s o f thi s rul e wil l affec t smal l refiner s applying fo r benefit s unde r th e smal l refine r -83

-provisions . Th e publi c reporting burde n fo r thi s

collectio n i s estimate d t o b e hour s pe r response , including time fo r reviewing instruction s an d completing an d reviewing th e collectio n o f information .

Anycomment s regarding th e burde n estimat e o r an y othe r aspec t o f thi s collectio n o f information , including suggestion s fo r reducing thi s burden , shoul d b e sen t to : Chief , Informatio n Polic yBranc h PM-223 , U.S . Environmenta l Protectio n Agenc y 40 1 MStreet , S.W. ; Washington , D.C . 2046 0 an d t o the : Offic e o f Informatio n an d RegulatoryAffair s Offic e o f Managemen t an d Budge t Washington , D.C , 2050 3 "Attentio n Des k Office r fo r EPA. " VII . StatutoryAuthorit y Authorit yfo r th e action s include d i n today' s fina l rul e i s grante d t o EPAb ysection s 114 , 202 , 206 , 207 , 208 , 211 , an

d 30 1 o f th e Clea n Ai r Ac t (4 2 U.S.C . 7414 , 7521 , 7525 , 7541 , 7542 , 7545 , an d 7601) .

VIII . Lis t o f Subject s

4 0 CFR Par t 8 0

Fue l additives , Diese l fuel , Incorporatio n b y reference , Moto r vehicl e pollution , Penalties , Reporting an d recordkeeping requirements . -84

-P.8 8 T "H i

4 0 CFR Par t Bf

i

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

DATE : WilliamK . Reill y Administrato r

-85

-"w

_ "*""" W W f

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

1 . Th e "Authority " citatio n fo r Par t 8 0 continue s t o read a s follows : Authority : Section s 114 , 21 1 an d 301(a ) o f th e Clea n Ai r Ac t a s amended , 4 2 US.C . 7414 , 754 5 an d 7601(a) . 2 . Sectio n 80. 2 i s amendec ' b yrevising paragraph s (h) , (j) » (1) » (n) , (o) , (r) , an d (t) , an

d b yadding ne wparagraph s (w) , (x) , (y) , (z) , (aa ) an d (bb ) t o read a s follows :

§ 80. 2 Definition s (h ) "Refinerymean s a plan t a t whic hgasolin e o r diese l fue l i s produced . (j ) "Retai l outlet " mean s an yestablishmen t a t whic h gasolin e o r diese l fue l i s sol d o r offere d fo r sal e fo r us e i n moto r vehicles .P.9 1

(1 ) "Distributor " mean s an yperso n wh o transport s o r store s o r cause s th e transportatio n o r storag e o f gasolin e o r diese l fue l a t an ypoin t betwee n an ygasolin e o r diese l fue l refineryo r importer' s facilit yan d an yretai l outle t o r wholesal e purchaser-consumer' s facility . (n ) "Reseller " mean s an yperso n wh o purchase s gasolin e o r diese l fue l identifie d b yth e corporate , trade , o r bran d name o f a refine r fro msuc hrefine r o r a distributo r an d resell s o r transfer s i t t o retailer s o r wholesal e purchaser-consumer s displaying th e refiner' s brand , an d whos e asset s o r facilitie s ar e no t substantiall yowned , leased , o r controlle d b

ysuc hrefiner . (o ) "Wholesal e purchaser-consumer " mean s an y organizatio n tha t i s an ultimat e consume r o f gasolin e o r diese l fue l an

d whic hpurchase s o r obtain s gasolin e o r diese l fue l froma supplie r fo r us e i n moto r vehicle s an d receive s delivery o f tha t produc t int o a storag e tank o f a t leas t 550-gallo n capacit ysubstantiall yunde r th e contro l o f tha t organization . (r ) "Importer " mean s a perso n wh o import s gasoline , gasolin e blending stock s o r components , o r diese l fue l fro ma foreign countryint o the Unite d State s (including the Commonwealt ho f Puert o Rico , th e Virgi n Islands , Guam , America n Samoa , an

d th e Norther n Marian a Islands) . -2

-P.9 2

(t ) "Carrier " mean s an ydistributo r wh o transport s o r store s o r cause s th e transportatio n o r storag e o f gasolin e o r diese l fue l withou t taking titl e t o o r otherwis e having an y ownershi p o f th e gasolin e o r diese l fuel , an d withou t altering eithe r th e qualit yo r quantit yo f th e gasolin e o r diese l fuel . (w ) "Cetan e index " o r "Calculate d cetan e index " i s a numbe r representing th e ignitio n propertie s o f diese l fue l oil s fromAP I gravit yan d mid-boiling poin t a s decarmine d b yASTM standar d metho d D 976-80 , entitle d "Standa. d Method s fo r Calculate d Cetan e Inde xo f Distillat e Fuels" . ASTMtes t metho d D 976-8 0 i s incorporate d b yreference . Thi s incorporatio n b y referenc e wa s approve d b yth e Directo r o f th e Federa l Registe r i n accordanc e wit h5 U.S.C . 552(a ) an d 1 CFR Par t 51 . Acopy mayb e obtaine d from th e America n Societ yfo r Testing an d Materials , 191 6 Rac e Street , Philadelphia , PA19103 . Acopy mayb e inspecte d a t th e Ai r Docke t Sectio n (A

- 130) , Room M-1500 , U.S . Environmenta l Protectio n Agency , Docke t No . A-86-03 , 40 1 MStreet , S.W. , Washington , D.C . 2046 0 o r a t the Offic e o f th e Federa l Register , 110 0 L Street , N.W. , Room8401 , Washington , D.C . 20005 . (y ) "Sulfur percentage " i s th e percentag e o f sulfur a s determine d b

yAST Mstandard tes t metho d D 2622-87 , entitle d "Standard Tes t Metho d fo r Sulfu r i n Petroleu mProduct s b

yX-Ra y

-3

-P.9 3

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

d 1 CFR Par t 51 . Acopymayb e obtaine d fro m the America n Societ yfo r Testing an d Materials , 191 6 Rac e Street , Philadelphia , PA19103 . Acopymayb e inspecte d a t th e Ai r Docke t Sectio n (A-130) , RoomM-1500 , U.S . Environmenta l Protectio n Agency , Docke t No . A-86-03 , 40 1 MStreet , S.W. , Washington , D.C . 2046 0 o r a t th e Offic e o f th e Federa l Register , 110 0 L Street , N.W. , Room8401 , Washington , D.C . 20005 . (z ) "Aromati c content " i s th e aromati c hydrocarbo n conten t i n volume percen t a s determine d b yAST Mstandar d tes t metho d D 1319

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

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

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

yth e Directo r o f th e Federa l Registe r i n accordanc e wit h5 U.S.C . 552(a ) an d 1 CFR Par t 51 . Acopymayb e obtaine d fromth e America n Societ yfo r Testing an d Materials , 191 6 Rac e Street , Philadelphia , P A19103 . Acopymayb e inspecte d a t th e Ai r Docke t Sectio n (A-130) , RoomM-1500 , U.S . Environmenta l Protectio n Agency , Docke t No . A-86-03 , 40 1 MStreet , S.W. , Washington , D.C . 2046 0 o r a t th e Offic e o f th e Federa l Register , 110 0 L Street , N.W. , Room8401 , Washington , D.C . 20005 . -4

-P.9 4

(aa ) "Smal l refinery " mean s a domesti c diese l fue l refinery (1 ) Whic hha s a crud e oi l o r bonafid e feedstoc k capacit y o f 50,00 0 barrel s pe r dayo r less , an d (2 ) Whic hi s no t owne d o r controlle d b yan yrefine r wit h a tota l combine d crud e oi l o r bonafid e feedstoc k capacit y greate r tha n 137,50 0 barrel s pe r day . Th e abov e capacitie s shal l b e measure d i n term s o f the averag e o f th e actua l dail yutilizatio n rate s o f th e affecte d refiner s o r refinerie s during th e perio d January1 , 198 8 t o Decembe r 31 , 1990 . Thes e average s wil l b e calculate d a s barrel s pe r calenda r day . (bb ) "Exempte d on-highwaydiese l fuel " mean s an ydiese l fue l whic hi s produce d b ya smal l refineryunde r th e provision s o f section s 80.29(a)(2 ) an d 80.2 9 (c) . (x ) "Diese l fuel " mean s an yfue l sol d i n an yStat e an

d suitabl e fo r us e i n diese l moto r vehicle s an d diese l moto r vehicl e engines , an d whic hi s commonl yo r commerciall yknow n o r sol d a s diese l fuel .

-5

-3 . Ne wsectio n 80.2 9 i s added , t o read a s follows :

§ 80.2 9 Control s an d prohibition s o n diese l fue l quality . (a ) Prohibite d activities . (1 ) Excep t a s provide d i n subparagraph(2) , beginning Octobe r 1 , 1993 , n o refiner , importer , distributor , reseller , carrier , retaile r o r wholesal e purchaser-consume r shal l manufacture , introduc e int o commerce , sell , offe r fo r sale , supply , dispense , offe r fo r supply , o r transpor t an ydiese l fue l fo r us e i n moto r vehicle s unles s th e diese l fue l i s fre e o f visibl e evidenc e o f th e dye 1 , 4 - dialkylamin o anthraquinon e an

d ha s a cetan e inde xo f a t leas t 40 , o r a maximu maromati c conten t o f 3 5 volume percent , an d a sulfu r percentag e n o greate r than 0.0 5 percent . (2 ) On-highwaydiese l fue l produce d unde r th e smal l refine r provision s o f paragraph(c ) mayexcee d th e sulfu r standar d o f subparagraph(1 ) during th e perio d fromOctobe r 1 , 199 3 throughSeptembe r 30 , 199 5 s o lon g a s i t meet s th e following alternativ e standards : 0.2 5 weigh t percen t from Octobe r 1 , 199 3 throughSeptembe r 30 , 1994 , an d 0.1 0 weigh t percen t from

Octobe r 1 , 1994 , throughSeptembe r 30 , 1995 . Suc h on-highwaydiese l fue l shal l b e produce d i n conformit ywit h al l o f th e provision s o f paragraph(c ) an d shal l no t b e sold , supplie d o r dispense d t o 199 4 o r late r mode l yea r moto r vehicles . , ,

-6

-(b ) Determinatio n o f compliance . Anydiese l fue l whic h

doe s no t showvisibl e evidenc e o f being dye d wit h1 , 4 - dialkylamin o - anthraquinon e (whichha s a characteristi c blue-gree n colo r i n diese l fuel ) shal l b e considere d t o b e availabl e fo r us e i n diese l moto r vehicle s an d moto r vehicl e engines , an

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

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

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

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

-(2 ) Th e volume o f exempte d on-highwaydiese l fue l sol d

b ya smal l refineryduring eac hone-yea r perio d Octobe r 1 , 199 3 t o Septembe r 30 , 1994 , an d Octobe r 1 , 199 4 t o Septembe r 30 , 1995 , shal l b e limite d t o th e averag e o f th e annua l amoun t o f on-highwaydiese l fue l produce d a t the refineryduring the perio d Octobe r 1 , 198 9 t o Septembe r 30 , 1990 . On-highway diese l fue l productio n shal l b e tha t amoun t reporte d a s on-highwaydiese l fue l fo r Federa l excis e taxpurposes . Thi s amoun t ca n includ e fuel s fo r whic hth e refineryreporte d th e sale s a s wel l a s a portio n o f th e fue l sol d throughlicense d re-sellers . Th e on-highwayportio n o f th e fuel s sol d through license d re-seller s mayb e assume d t o b e th e same a s the averag e on-highwayfractio n o f sale s reporte d b ytha t customer , unles s suitabl e evidence , acceptabl e t o th e Administrator , indicate s otherwise . (3 ) Refiner s wh o produc e exempte d on-highwaydiese l fue l shal l dy e i t t o distinguis hi t from othe r diese l fuel . Th e dye fo r thi s purpos e shal l b e a purpl e dy e mixtur e o f approximatel y 3 8 percen t b

yvolume Xylene , 5 0 percen t b yvolume Colo r Index (CI ) solven t blu e 9 9 an d 1 2 percen t b

yvolume C I solven t red 166 . Th e dy e shal l b e adde d t o exempte d on-highwaydiese l fue l a t a minimu

m concentratio n o f 2 0 part s pe r millio n b yvolume .

-8

-— 'TT - •- •a W ^;. W ^ W -,.a-a f ^a-a (4 ) An

yretaile r wh o sell s o r offer s fo r sal e exempte d on-highwaydiese l fue l shall : (A ) Als o offe r fo r sal e diese l fue l meeting the standard s o f paragraph(a)(1) ; an d (B ) Prominentl ylabe l wit ha permanen t legibl e labe l eac hdiese l fue l pum p stan d a s follows : (i ) Fo r diese l fue l pum p stand s fo r introductio n o f exempte d on-highwaydiese l fue l int o moto r vehicles , th e labe l shal l state : Exemp t HighSulfu r Diese l Fuel . No t Lega l fo r us e i n 199 4 an

d Late r Diese l Engines . (ii ) Fo r diese l fue l pum p stand s fo r introductio n o f diese l fue l meeting th e standard s o f paragraph(a)(1 ) int o moto r vehicles , th e labe l shal l state : Lo wSulfu r Diese l Fuel . Suitabl e fo r Us e i n AnyDiese l Engine . (5 ) Anyretaile r wh o sell s o r offer s fo r sal e exempte d on-highwaydiese l fue l an d wh o dispense s diese l fue l a t mor e than on e fue l dispensing islan d shall : (A ) Plac e exempte d on-highwaydiese l fue l an d lo wsulfur diese l fue l o n separat e fue l dispensing islands .

-9

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

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

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

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

-10

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4 . Ne wSectio n 80.3 0 i s added , t o read a s follows :

§ 80.3 0 Liabilit yfo r violation s o f diese l fue l contro l an d prohibitions . (a ) Violation s a t refiner s o r importer s facilities . Wher e a violatio n o f a diese l fue l standard se t fort hi n § 80.2 9 i s detecte d a t a refineryo r importer' s facility , th e refine r o r importe r shal l b e deeme d i n violation . (b ) Violation s a t carrie r facilities . Wher e a violatio n o f a diese l fue l standard se t fort hi n § 80.2 9 i s detecte d a t a carrier' s facilit" , whethe r i n a transpor t vehicle , i n a storag e facility , o r elsewher e a t th e facility , th e following partie s shal l b e deeme d i n violation : (1 ) Th e carrier , excep t a s provide d i n paragraph(g)(1 ) o f thi s section ; an d (2 ) Th e refine r o r importe r a t whos e refineryo r impor t facilit yth e diese l fue l wa s produce d o r imported , excep t a s provide d i n paragraph(g)(2 ) o f thi s section . (c ) Violation s a t brande d distributo r o r reselle r facilities . Wher e a violatio n o f a diese l fue l standar d se t fort hi n § 80.2 9 i s detecte d a t a distributo r o r reseller' s facilit ywhic hi s operating unde r th e corporate , trad e o r bran d name o f a refine r o r an yo f it s marketing subsidiaries , the following partie s shal l b e deeme d i n violation : (1 ) Th e distributo r o r reseller , excep t a s provide d i n paragraph(g)(3 ) o f thi s section ;

•11

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(2 ) Th e carrie r (i f any) , i f th e carrie r cause d the diese l fue l t o violat e th e standard b yfue l switching , blending , mislabeling , o r an yothe r means ; an

d (3 ) Th e refine r unde r whos e corporate , trade , o r bran d name (or tha t o f an yo f it s marketing subsidiaries ) the distributo r o r reselle r i s operating , excep t a s provide d i n paragrap h(g)(4 ) o f thi s section . (d ) Violation s a t unbrande d distributo r facilities . Wher e a violatio n o f a diese l fue l standard se t fort hi n § 80.2 9 i s detecte d a t th e facilit yo f a distributo r no t operating unde r a refiner' s corporate , trade , o r brand name , o r tha t o f an

yo f it s marketing subsidiaries , th e following shal l b e deeme d i n violation : (1 ) Th e distributor , excep t a s provide d i n paragraph (g)(3 ) o f thi s section ; (2 ) Th e carrie r (i f any) , i f th e carrie r cause d the diese l fue l t o violat e the standard b yfue l switching , blending , mislabeling , o r an yothe r means ; an

d (3 ) Th e refine r o r importe r a t whos e refineryo r impor t facilit yth e diese l fue l wa s produce d o r imported , excep t a s provide d i n paragraph(g)(2 ) o f thi s section . (e ) Violation s a t brande d retai l outlet s o r wholesal e purchaser-consume r facilities . Wher e a violatio n o f a diese l fue l standar d se t fort hi n § 80.2 9 i s detecte d a t a retai l outle t o r a t a wholesal e purchaser-consume r facilit ydisplaying th e corporate , trade , o r bran d name o f a refine r o r an yo f it s

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' ' '[ ' y'VV

'

marketing subsidiaries , th e following partie s shal l b e deeme d i n violation : (1 ) Th e retaile r o r wholesal e purchaser-consumer , excep t a s provide d i n paragraph(g)(5 ) o f thi s section ; (2 ) Th e distributo r and/o r reselle r (i f any) , excep t a s provide d i n paragraph(g)(3 ) o f thi s section ; (3 ) Th e carrie r (i f any) , i f th e carrie r cause d the diese l fue l t o violat e th e standar d b yfue l switching , blending , mislabeling , o r an yothe r means ; an

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

yo f it s marketing subsidiaries , i s displaye d a t th e retai l outle t o r wholesal e purchaser-consume r facility , excep t a s provide d i n paragraph(g)(4 ) o f thi s section . (f ) Violation s a t unbrande d retai l outlet s o r wholesal e purchaser-consume r facilities . Wher e a violatio n o f a diese l fue l standar d se t fort hi n § 80.2 9 i s detecte d a t a retai l outle t o r a t a wholesal e purchaser-consume r facilit yno t displaying th e corporate , trade , o r bran d name o f a refine r o r an yo f it s marketing subsidiaries , th e following partie s shal l b e deeme d i n violation : (1 ) Th e retaile r o r wholesal e purchaser-consumer , excep t a s provide d i n paragraph(g)(5 ) o f thi s section ; (2 ) Th e distributo r (i f any) , excep t a s provide d i n paragraph(g)(3 ) o f thi s section ; (3 ) Th e carrie r (i f any) , i f th e carrie r cause d the diese l fue l t o violat e th e standard b yfue l switching , blending , mislabeling , o r an yothe r mean ; an

d -13

-TJJflT . •.-•..•n-ir. - • - -, -

(4 ) Th e refine r o r importe r a t whos e refineryo r impor t facilit yth e diese l fue l wa s produce d o r imported , excep t a s provide d i n paragraph(g)(2 ) o f thi s section . (g ) Defenses . (1 ) I n an ycas e i n whic ha carrie r woul d b e i n violatio n unde r paragraph(b)(1 ) o f thi s section , th e carrie r shal l no t b e deeme d i n violatio n i f h e ca n demonstrate : (i ) Bill s o f lading , invoices , deliverytickets , loadin g ticket s o r othe r document s fromth e refine r o r importe r a t whos e refineryo r impor t facilit yth e diese l fue l wa s produce d o r imported , o r th e carrier , reseller , o r distributo r fromwhom th e diese l fue l wa s received , whic hrepresente d t o th e carrie r tha t th e diese l fue l wa s i n complianc e wit hth e diese l fue l standards ; an

d (ii ) Evidenc e o f a n oversigh t progra mconducte d b

ythe carrier , fo r monitoring th e diese l fue l store d o r transporte d b ytha t carrier , suc ha s periodi c sampling an d testing o f the cetan e inde xan

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

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

-14

-P. 5

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

d testing methodologie s se t fort hi n Appendi xGt o thi s part , AST Mstandard tes t metho d D 2622-8 7 o r ASTMstandard tes t metho d D 4294-8 3 fo r sulfur percentag e (Entitle d "Standard Tes t Metho d fo r Sulfu r i n Petroleu mProduct s b

yNon-Dispersiv e X-RayFluorescenc e Spectrometry" . AST Mstandard tes t metho d D 4294-8 3 i s incorporate d b yreference . Thi s incorporatio n b y referenc e wa s approve d b yth e Directo r o f th e Federa l Registe r i n accordanc e wit h5 U.S.C . 552(a ) an d 1 CFR Par t 51 . Acopy mayb e obtaine d fro mth e America n Societ yfo r Testing an d Materials , 191 6 Rac e Street , Philadelphia , P A19103 . Acop

y mayb e inspecte d a t th e Ai r Docke t Sectio n (A-130) , Room M-1500 , U.S . Environmenta l Protectio n Agency , Docke t No . A-86-03 , 40 1 MStreet , S.W. , Washington , D.C . 2046 0 o r a t the Offic e o f th e Federa l Register , 110 0 L Street , N.W. , Room8401 , Washington , D.C . 20005 . Partie s using thi s metho d mus t b e abl e t o suppor t thei r dat a wit ha qualit ycontro l pla n an d demonstrat e th e abilit yt o accuratel yperform thi s tes t method . The ymus t als o hav e evidenc e fromth e manufacture r o r other s tha t i t reliabl yproduce s result s substantiall y equivalen t t o thos e produce d b yASTMstandard tes t metho d D 2622-87.) , an

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

-P. 6

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

ycas e i n whic ha distributo r o r reselle r woul d b e i n violatio n unde r paragraph s (c)(1) , (d)(1) , (e)(2 ) o r (f)(2 ) o f thi s section , th e distributo r o r reselle r shal l no t b e deeme d i n violatio n i f h e ca n demonstrate : (i ) Tha t th e violatio n wa s no t cause d b yhi mo r hi s employe e o r agent ; an d (ii ) Bill s o f lading , invoices , deliverytickets , loadin g ticket s o r othe r document s fro mth e refine r a t whos e refinery th e diese l fue l wa s produced , th e importe r a t whos e facilit y th e diese l fue l wa s imported , o r th e carrier , reselle r o r distributo r from

who mth e diese l fue l wa s received , whic h represente d t o th e distributo r o r reselle r tha t th e diese l fue l wa s i n complianc e wit hth e diese l fue l standard s whe n delivere d t o th e distributo r o r reseller ; an d (iii ) Evidenc e o f a n oversigh t progra mconducte d b

ythe distributo r o r reseller , suc ha s periodi c sampling an d testing o f diese l fuel , fo r monitoring th e sulfur percentag e an d cetan e inde xo f th e diese l fue l tha t th e distributo r o r reselle r sells , supplies , offer s fo r sal e o r supply , o r transports . (4 ) I n an

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

d testing methodologie s se t fort hi n Appendi xGt o thi s part , ASTMstandard tes t metho d D 2622-8 7 o r ASTMstandard -16

-P. 7

tes t metho d D 4294-8 3 fo r sulfu r percentag e (Partie s using AST M standar d tes t metho d D 4294-8 3 mus t b e abl e t o suppor t thei r dat a wit ha qualit ycontro l plan an d demonstrat e th e abilit yt o accuratel yperform thi s tes t method . The ymus t als o have evidenc e fromth e manufacture r o r other s tha t i t reliabl y produce s result s substantiall yequivalen t t o thos e produce d b y AST Mstandar d tes t metho d D 2622-87. ) an d AST Mstandar d tes t metho d D 1319-8 8 fo r aromati c conten t o r AST Mstandar d metho d D 976-8 0 fo r cetan e indexa t th e refinerya t whic hth e diese l fue l wa s produced , whic hevidenc e tha t th e disse l fue l wa s i n complianc e wit hth e diese l fue l standard s whe n transporte d fromth e refinery ; (ii ) Tha t th e violatio n wa s no t cause d b yhi mo r hi s employe e o r agent ; an d (iii ) Tha t th e violation : (A ) Wa s cause d b

yan ac t i n violatio n o f la w(othe r than th e Ac t o r thi s part) , o r a n ac t o f sabotag e o r vandalism , whethe r o r no t suc hact s ar e violation s o f la wi n the jurisdictio n wher e th e violatio n o f th e requirement s o f thi s par t occurred , o r (B ) Wa s cause d b

yth e actio n o f a reselle r o r a retaile r supplie d b

ysuc hreseller , i n violatio n o f a contractua l undertaking impose d b yth e refine r o n suc hreselle r designe d t o preven t suc haction , an d despit e reasonabl e effort s b ythe refine r (sucha s periodi c sampling an d testing ) t o insur e complianc e wit hsuc hcontractua l obligation , o r

•17

-P. 8

(C ) Wa s cause d b yth e actio n o f a retaile r wh o i s supplie d directl yb yth e refine r (an d no t b

ya reseller) , i n violatio n o f a contractua l undertaking impose d b yth e refine r o n suc hretaile r designe d t o preven t suc haction , an d despit e reasonabl e effort s b yth e refine r (sucha s periodi c sampling an d testing ) t o insur e complianc e wit hsuc hcontractua l obligation , o r (D ) Wa s cause d b

yth e actio n o f a distributo r subjec t t o a contrac t wit hth e refine r fo r transportatio n o f diese l fue l froma termina l t o a distributor , retaile r o r wholesal e purchaser-consumer , i n violatio n o f a contractua l undertaking impose d b

yth e refine r o n suc hdistributo r designe d t o preven t suc haction , an

d despit e reasonabl e effort s b yth e refine r (suc ha s periodi c sampling an d testing ) t o ensur e complianc e wit hsuc hcontractua l obligation , o r (E ) Wa s cause d b ya carrie r o r othe r distributo r no t subjec t t o a contrac t wit hth e refine r bu t engage d b yhi m fo r transportatio n o f diese l fue l from a termina l t o a distributor , retaile r o r wholesal e purchaser-consumer , despit e reasonabl e effort s b

yth e refine r (sucha s specificatio n o r inspectio n o f equipment ) t o preven t suc haction , o r (F ) Occurre d a t a wholesal e purchaser-consume r facility : Provided , however , tha t i f suc hwholesal e purchaser-consume r wa s supplie d b ya reseller , th e refine r mus t demonstrat e tha t the violatio n coul d no t hav e bee n prevente d b y suc hreseller' s complianc e wit ha contractua l undertaking impose d b

yth e refine r o n suc hreselle r a s provide d i n -18

-P. 9 '"•?:•

_r.-TS ,^' f •"--.•> - • - TM

paragraph(g)(4)(iii)(B ) o f thi s section . (iv ) I n paragraph s (g)(4)(iii)(A ) through(E ) o f thi s section , th e ter

m"wa s caused " mean s tha t th e refine r mus t demonstrat e b

yreasonabl yspecifi c showings , b ydirec t o r circumstantia l evidence , tha t th e violatio n wa s cause d o r mus t hav e bee n cause d b

yanother . (5 ) I n an

ycas e i n whic ha retaile r o r wholesal e purchaser-consume r woul d b e i n violatio n unde r paragraph s (e)(1 ) o r (f)(1 ) o f thi s section , th e retaile r o r wholesal e purchaser-consume r shal l no t b e deeme d i n violatio n i f h e can demonstrat e tha t th e violatio n wa s riot cause d b yhi mo r hi s employe e o r agent . (6 ) I n paragraph s (g)(l)(iii) , (g)(2)(i) , (g)(3)(i) , (g)(4)(ii ) an

d (g)(5 ) o f thi s section , th e respectiv e part y mus t demonstrat e b yreasonabl yspecifi c showings , b ydirec t o r circumstantia l evidence , tha t i t o r it s employe e o r agen t di d no t caus e th e violation .

-19

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5 . Ne wSectio n 80.3 1 i s added , t o read a s follows :

§ 80.3 1 Control s applicabl e t o moto r vehicl e manufacturers . Th e manufacture r o f an ydiese l fuele d moto r vehicl e whic h i s equippe d wit ha 199 4 o r late r mode l yea r diese l engin e shal l affi xtwo o r mor e permanen t legibl e label s reading "LowSulfur Diese l Fue l Only " t o suc hvehicl e a t th e time o f it s manufacture , a s follows : (a ) On e labe l shal l b e locate d o n th e instrumen t pane l s o a s t o b e readil yvisibl e t o th e operato r o f th e vehicle . Th e require d statemen t mayb e incorporate d int o th e design o f the instrumen t pane l rathe r than provide d o n a separat e label . Suc hlabe l shal l no t consis t o f a deca l whic hca n b e remove d b y th e vehicl e operator . (b ) On e labe l shal l b e located immediatel yadjacen t t o eac hdiese l fue l fille r tank inlet , outsid e o f an yfille r inle t compartment , an

d shal l b e locate d s o a s t o b e readil yvisibl e t o an yperso n introducing diese l fue l int o suc hfille r inlet . Th e Administrato r may , upo n applicatio n froma moto r vehicl e manufacturer , approv e othe r labe l location s tha t achiev e th e purpos e o f thi s paragraph . Thi s labe l shal l no t b e a decal . (c ) Suc hlabel s shal l be i n th e Englis hlanguag e i n bloc k letter s whic hshal l b e o f a colo r tha t contrast s wit h thei r background .

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6 . Ne wAppendi xGi s adde d t o read a s follows :

APPENDI XG

—

SAMPLIN

GPROCEDURE S FOR DIESE L FUE L

1 . Scop e 1. 1 Thi s metho d cover s procedure s fo r obtaining representativ e sample s o f diese l fue l fo r th e purpos e o f testing fo r complianc e wit hth e cetan e inde xan d sulfur percentag e standard s se t fort hi n § 80.29 . 2 . Summaryo f Metho d 2. 1 I t i s necessarytha t th e sample s b e trul y representativ e o f th e diese l fue l i n question . Th e precaution s require d t o ensur e th e representativ e characte r o f th e sample s ar e numerou s an

d depend upo n th e tank , carrier , containe r o r lin e fromwhic hth e sampl e i s being obtained , th e typ e an d cleanlines s o f th e sampl e container , an d th e sampling procedure s tha t ar e t o b e used . Asummaryo f th e sampling procedure s an

d thei r applicatio n i s presente d i n Tabl e 1 . Eac h procedur e i s suitabl e fo r sampling a materia l unde r definit e storage , transportation , o r containe r conditions . Th e basi c principl e o f eac hprocedur e i s t o obtai n a sampl e i n such manne r an

d fro m suc hlocation s i n the tank o r othe r containe r tha t th e sampl e wil l b e trul yrepresentativ e o f th e diese l fuel .

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3 . Descriptio n o f Term s 3. 1 "Averag e sample " i s on e tha t consist s o f proportionat e part s fro m al l section s o f th e container . 3. 2 "All-level s sample " i s on e obtaine d b ysubmerging a stoppere d beake r o r bottl e t o a poin t a s nea r a s possibl e t o th e draw-of f level , the n opening th e sample r an d raising i t a t a rat e suc htha t i t i s abou t 3/ 4 ful l (maximu m 8 5 percent ) a s i t emerge s fromth e liquid . An all-level s sampl e i s no t necessaril ya

n averag e sampl e becaus e th e tank volume mayno t b e proportiona l t o th e dept han d becaus e th e operato r mayno t b e abl* . t o rais e th e sample r a t the variabl e rat e require d fo r proportionat e filling . Th e rat e o f filling i s proportiona l t o th e squar e roo t o f th e dept ho f immersion . 3. 3 "Running sample " is " on e obtaine d b ylowering a

n unstoppere d beake r o r bottl e fro mth e top o f th e gasolin e t o th e leve l o f th e bottom o f the outle t connectio n o r swing line , an d returning i t t o th e to p o f th e top o f th e diese l fue l a t a uniformrat e o f spee d suc htha t th e beake r o r bottl e i s abou t 3/ 4 ful l whe n withdraw n fro m th e diese l fuel . 3. 4 "Spo t sample " i s on e obtaine d a t some specifi c locatio n i n th e tank b ymean s o f a thie f bottle , o r beaker . 3. 5 "Top sample " i s a spo t sampl e obtaine d 6 inche s (150mm ) belo wth e top surfac e o f th e liqui d (Figur e 1 o f Appendi xD) . 3- 6 "Uppe r sample " i s a spo t sampl e take n a t the mid-poin t o f th e uppe r third o f th e tank content s (Figur e 1 o f Appendi xD) . -22

-• 'T* ' , ^jrT"^ w 'ir!il" " "

3. 7 "Middl e sample " i s a spo t sampl e obtaine d fromthe middl e o f th e tank content s (Figur e 1 o f Appendi xD) . 3. 8 "Lowe r sample " i s a spo t sampl e obtaine d a t the leve l o f th e fixe d tank outle t o r th e swing lin e outle t (Figur e 1 o f Appendi xD) . 3. 9 "Clearanc e sample " i s a spo t sampl e take n 4 inche s (10 0 mm ) belo wth e leve l o f th e tank outle t (Figur e 1 o f Appendi xD) . 3.1 0 "Bottomsample " i s a spo t sampl e obtaine d fromth e materia l o n th e bottom surfac e o f th e tank , container , o r line a t it s lowes t point . 3.1 1 "Drai n sample " i s a ta p sampl e obtaine d fromthe draw-of f o r discharg e valve . Occasionally , a.drai n sampl e may b e th e same a s a bottom sample , a s i n th e cas e o f a tank car . 3.1 2 "Continuou s sample " i s on e obtaine d froma pipelin e i n suc hmanne r a s t o giv e a representativ e averag e o f a moving stream . 3.1 3 "Nozzl e sample " i s on e obtaine d froma diese l pum p nozzl e whic hdispense s diese l fue l fro m a storag e tank a t a retai l outle t o r a wholesal e purchaser-consume r facility . 4 . Sampl e Container s 4. 1 Sampl e container s mayb e clea r o r brow n glas s bottles , o r cans . Th e clea r glas s bottl e i s advantageou s becaus e i t mayb e examine d visuall yfo r cleanliness , an d als o allow s visua l inspectio n o f th e sampl e fo r fre e wate r o r soli d impurities . Th e brow n glas s bottl e afford s some protectio n

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fromlight . Can s wit hth e seam s soldere d o n th e exterio r surfac e wit ha flu xo f rosi n i n a suitabl e solven t ar e preferre d becaus e suc ha flu xi s easil yremove d wit hdiese l fuel , wherea s man

yother s ar e verydifficul t t o remove . I f suc hcan s ar e no t available , othe r can s mad e wit ha welde d constructio n tha t ar e no t affecte d by , an d tha t d o no t affect , th e diese l fue l being sample d ar e acceptable . 4. 2 Containe r closure . Cor k o r glas s stoppers , o r screw cap s o f plasti c o r metal , mayb e use d fo r glas s bottles ; screw cap s onl yshal l b e us'.s d fo r can s t o provid e a vapor-tigh t closur e seal . Cork s mus t b e o f goo d quality , clea n an d fre e fromhole s an

d loos e bit s o f cork . Neve r us e rubbe r stoppers . Contac t o f th e sampl e wit hthe cor k mayb e prevente d b y wrapping ti n o r aluminu mfoi l aroun

d th e cor k befor e forcing i t int o th e bottle . Glas s stopper s mus t b e a perfec t fit . Scre wcap s mus t b e protecte d b

ya cor k dis k faced wit hti n o r aluminu m foil , o r othe r materia l tha t wil l no t affec t petroleu mo r petroleu

m products . I n addition , a phenoli c cap wit ha teflo n coate d line r mayb e used . 4. 3 Cleaning procedure . Th e metho d o f cleaning al l sampl e container s mus t be consisten t wit hth e residua l material s i n th e containe r an d mus t produc e sampl e container s tha t ar e clea n an d fre e o f water , dirt , lint , washing compounds , naphtha , o r othe r solvents , soldering fluxe s o r acids , corrosion , rust , an d oil . -24

-P.1 6

Ne wsampl e container s shoul d b e inspecte d an d cleane d i f necessary . Dryth e containe r b yeithe r passing a curren t o f clean , warmai r throughth e containe r o r b yallowing i t t o ai r dryi n a clea n are a a t roo mtemperature . Whe n dry , stoppe r o r cap th e containe r immediately . 5 . Sampling Apparatu s 5. 1 Sampling apparatu s i s describe d i n detai l unde r eac h o f th e specifi c sampling procedures . Clean , dry , an d fre e al l sampling apparatu s fro man ysubstanc e tha t migh t contaminat e th e material , using th e procedur e describe d i n 4.3 . 6 . Time an

d Plac e o f Sampling 6. 1 Whe n loadin

g o r discharging diese l fuel , tak e sample s fro

mbot hshipping an d receiving tanks , an d fro mthe pipelin e i f required . 6. 2 Shi p o r barg e tanks . Sampl e eac hproduc t afte r the vesse l i s loade d o r jus t befor e unloading . 6. 3 Tank cars . Sampl e th e produc t afte r th e ca r i s loade d o r jus t befor e unloading . NOTE : Whe n taking sample s fromtank s suspecte d o f containing flammabl e atmospheres , precaution s shoul d b e take n t o guar d agains t ignition s du e t o stati c electricity . Meta l o r conductiv e objects , suc ha s gag e tapes , sampl e containers , an d thermometers , shoul d no t b e lowere d int o o r suspende d i n a compartmen t o r tan k whic hi s being fille d o r immediatel yafte r cessatio n o f pumping . Awaiting perio d o f approximatel yon e -25

-P.1 7

minut e wil l generall ypermi t a substantia l relaxatio n o f the electrostati c charge ; unde r certai n condition s a longe r perio d mayb e deeme d advisable . 7 . Obtaining Sample s 7. 1 Direction s fo r sampling canno t b e mad e explici t enought o cove r al l cases . Extreme car e an d goo d judgemen t ar e necessaryt o ensur e sample s tha t represen t th e genera l characte r an

d averag e conditio n o f th e material . Clea n hand s ar e important . Clea n glove s mayb e wor n bu t onl ywhe n absolutel ynecessary , suc ha s i n col d wea.her , o r whe n handling material s a t hightemperature , o r fo r reason s o f safety . Selec t wiping cloth s s o tha t lin t i s no t introduced , contaminating samples . 7. 2 A s man

ypetroleu

m vapor s ar e toxi c an d flammable , avoi d breathing themo r igniting themfroma n ope n flame o r a spar k produce d b ystatic . Follo wal l safet yprecaution s specifi c t o th e materia l being sampled . 8 . Handling Sample s 8. 1 Containe r outage . Neve r completel yfil l a sampl e container , bu t allowadequat e roo mfo r expansion , taking int o consideratio n th e temperatur e o f th e liqui d a t th e time o f filling an

d th e probabl e maximu mtemperatur e t o whic hthe fille d containe r mayb e subjected .

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-P.1 8

9 . Shinning Sample s 9. 1 T o preven t los s o f liqui d during shipment , an d t o protec t agains t moistur e an d dust , cove r wit hsuitabl e vapo r tigh t caps . Th e cap s o f al l container s mus t b e screwe d dow n tightl yan

d checke d fo r leakage . Posta l an d expres s offic e regulation s applying t o th e shipmen t o f flammabl e liquid s mus t b e observed . 10 . Labeling Sampl e Container s 10. 1 Labe l th e containe r immediatel yafte r a sampl e i s obtained . Us e waterproo f an d oilproo f in

k o r a penci l hard enought o den t th e tag , sinc e sof t penci l an d ordinaryin

k marking s ar e subjec t t o obliteratio n frommoisture , oi l smearing an

d handling . An indelibl e identificatio n symbol , suc ha s a ba r code , mayb e use d i n lie u o f a manuall yaddresse d label . Th e labe l shal l referenc e th e following information : 10.1. 1 Dat e an

d time (th

e perio d elapse d during continuou s sampling) ; 10.1. 2 Name o f the sample ; 10.1. 3 Name o r numbe r an d owne r o f th e vessel , car , o r container ; 10.1. 4 Bran

d an d grad e o f material ; an d 10.1. 5 Referenc e symbo l o r identificatio n number .

-27

-"T* " """THf^f-" 1 - "" • TfTTT W ...ay,TM?-.. — -.* ? _PJ 9

11 . Sampling procedure s 11. 1 Th e standard sampling procedure s describe d i n thi s metho d ar e summarize d i n Tabl e 1 . Alternativ e sampling procedure s mayb e use d i f a mutuall ysatisfactoryagreemen t ha s bee n reache d b

yth e party(ies ) involve d an d EPAan

d suc h agreemen t ha s bee n pu t i n writing an d signe d b

yauthorize d officials . Tabl e 1

Summaryo f Diese l Fue l Sampling Procedure s an

d Applicabilit y

Typ e o f Containe r Procedur e Paragraph Storag e tanks , shi p an d barg e tanks , tank cars , tank trucks . Storag e tank s wit h tap s Pip e an d line s Retai l outle t an

d whole-sal e purchaser

consume r facilit y storag e tanks . Bottl e sampling

Tap sampling Continuou s lin e sampling Nozzl e sampling 11. 2

11. 3 11. 4

11. 5

-28

-1 f "j«T "" ' 'rrirriw'-.TM

11. 2 Bottl e o r beake r sampling . Th e bottl e o r beake r sampling procedur e i s applicabl e fo r sampling liquid s o f 1 6 2 pound s (1.1 2 kgf/cm) RVP o r les s i n tank cars , tank trucks , shor e tanks , shi p tanks , an d barg e tanks . 11.2. 1 Apparatus . Asuitabl e sampling bottl e o r beake r a s show n i n Figur e 2 o f Appendi xD i s required . 11.2. 2 Procedure . 11.2.2. 1 All-level s sample . Lowe r th e weighted , stoppere d bottl e o r beake r a s nea r a s possibl e t o th e draw-of f level , pul l ou t th e stoppe r wit ha shar p jer k o f th e cord o r chai n an d rais e th e bottl e a t a uniform rat e s o tha t i t i s abou t 3/ 4 ful l a s i t emerge s from

th e liquid . 11.2.2. 2 Running sample . Lowe r th e unstoppere d bottle s o r beake r a s nea r a s possibl e t o th e leve l o f th e bottomo f the outle t connectio n o r swin g line an

d the n rais e th e bottl e o r beake r t o th e top o f th e gasolin e a t a uniformrat e o f spee d suc htha t i t i s abou t 3/ 4 ful l whe n withdrawn fromth e diese l fuel . 11.2.2. 3 Upper , middle , an d lowe r samples . Lowe r the weighted , stoppere d bottl e t o th e prope r depth s (Figur e 1 o f Appendi xD ) a s follows : Uppe r sampl e middl e o f uppe r third o f th e tank content s Middl e sample... . middl e o f th e tank content s Lowe r sampl e leve l o f th e fixe d tank outle t o r the swing-lin e outle t A t th e selecte d leve l pul l ou t the stoppe r wit ha shar p -29

-P.2 1

jerk o f th e cord o r chai n an d allowth e bottl e o r beake r t o fil l completely , a s evidence d b yth e cessatio n o f ai r bubbles . Whe n full , rais e th e bottl e o r beaker , pou r of f a smal l amount , an d stoppe r immediately . 11.2.2. 4 Top sample . Obtai n thi s sampl e (Figur e 1 o f Appendi xD ) i n th e same manne r a s specifie d i n 11.2.2. 3 bu t a t si xinche s (15 0 mm ) belo wth e top surfac e o f th e tank contents . 11.2.2. 5 Handling . Stoppe r an d labe l bottl e sample s immediatel yafte r taking them , an d delive r t o th e laboratoryi n th e origina l sampling bottles . 11. 3 Tap sampling . Th e ta p sampling procedur e i s applicabl e fo r sampling liquid s o f twenty-si xpound s (1.8 3 2 kgf/cm) RVP o r les s i n tank s whic har e equippe d wit h suitabl e sampling tap s o r lines . Th e assembl yfo r ta p sampling i s show n i n Figur e 3 o f Appendi xD . 11.3. 1 Apparatu s .11.3.1. 1 Tank taps . Th e tank shoul d b e equippe d wit ha t leas t thre e sampling tap s place d equidistan t throughou t th e tank heigh t an

d extending a t leas t thre e fee t (0. 9 meter ) insid e th e tank shell . Astandar d 1/ 4 inc hpip e wit hsuitabl e valv e i s satisfactory . 11.3.1. 2 Tube . Adeliverytub e tha t wil l no t contaminat e the produc t being sample d an d lon g enought o reac ht o th e bottomo f th e sampl e containe r i s require d t o allowsubmerge d filling . 11.3.1. 3 Sampl e containers . Us e clean , dryglas s bottle s o f convenien t siz e an d strengt ho r meta l container s t o receive the samples . -30

-,-T ,

11.3. 2 Procedur e 11.3.2. 1 Befor e a sampl e i s drawn , flus hth e ta p (or gag e glas s drai n cock ) an d line unti l theyar e purge d completely . Connec t th e clea n deliverytub e t o th e tap . Drawupper , middle , o r lowe r sample s directl yfromth e respectiv e tap s afte r th e flushing operation . Stoppe r an d labe l th e sampl e containe r immediatel yafte r filling , an d delive r i t t o th e laboratory . 11. 4 Continuou s sampling . Th e continuou s sampling procedur e i s applicabl e fo r sampling liquid s o f 1 6 pound s (1.1 2 2 kgf/cm) RVP o r les s an d semiliquid s i n pipelines , filling lines , an

d transfe r lines . Th e continuou s sampling mayb e don e manuall yo r b

yusing automati c devices . 11.4. 1 Apparatu s 11.4.1. 1 Sampling probe . Th e functio n o f th e sampling prob e i s t o withdrawfromth e flowstrea ma portio n tha t wil l be representativ e o f th e entir e stream . Th e apparatu s assembl y fo r continuou s sampling i s show n i n Figur e 4 o f Appendi xD . Prob e design s tha t ar e commonl yuse d ar e a s follows : 11.4.1.1. 1 Atub e extending t o th e cente r o f th e lin e an d bevele d a t a 4 5 degre e angl e facing upstrea m(Figur e 4(a ) o f Appendi xD) . 11.4.1.1. 2 Along-radiu s forge d elbo wo r pip e ben d extending t o th e cente r lin e o f th e pip e an d facing upstream . Th e en d o f th e prob e shoul d b e reame d t o giv e a sharp entranc e edg e (Figur e 4(b ) o f Appendi xD) . 11.4.1.1. 3 Aclosed-end tub e wit ha roun d orific e space d nea r -31

-th e close d en d whic hshoul d b e positione d i n suc ha waytha t th e orific e i s i n th e cente r o f th e pipelin e an d i s facing the strea ma s show

n i n Figur e 4(c ) o f Appendi xD . 11.4.1. 2 Prob e location . Sinc e th e flui d t o b e sample d may no t i n al l case s b e homogeneous , th e location , th e positio n an d th e siz e o f th e sampling prob e shoul d b e suc ha s t o minimiz e stratificatio n o r dropping ou t o f heavie r particle s withi n the tub e o r th e displacemen t o f th e produc t withi n th e tub e a s a resul t o f variatio n i n gravit yo f th e flowing stream . Th e sampling prob e shoul d b e locate d preferabl yi n a vertica l ru n o f pip e an

d a s nea r a s practicabl e t o th e poin t wher e th e produc t passe s t o th e receiver . Th e prob e shoul d alway s b e i n a horizonta l position . 11.4.1.2. 1 Th e sampling line s shoul d b e a s shor t a s practicabl e an d shoul d b e cleare d befor e an ysample s ar e taken . 11.4.1.2. 2 Wher e adequat e flowing velocit yi s no t available , a suitabl e devic e fo r mixing th e flui d flowt o ensur e a homogeneou s mixtur e a t al l rate s o f flowan d t o eliminat e stratificatio n shoul d b e installe d upstreamo f th e sampling tap . Some effectiv e device s fo r obtaining a homogeneou s mixtur e ar e a s follows : Reductio n i n pip e size ; a serie s o f baffles ; orific e o r perforate d plate ; an d a combinatio n o f an y o f thes e methods . 11.4.1.2. 3 Th e design o r sizing o f thes e device s i s optiona l wit hth e user , a s lon g a s th e flowpas t th e sampling poin t i s homogeneou s an

d stratificatio n i s eliminated .

-32

-11.4.1. 3 T o contro l th e rat e a t whic hth e sampl e i s

withdrawn , th e prob e o r probe s shoul d b e fitte d wit hvalve s o r plug cocks . 11.4.1. 4 Automati c sampling device s tha t mee t th e standard s se t ou t i n 11.4.1. 5 mayb e use d i n obtaining sample s o f diese l fuel . Th e qualit yo f sampl e collecte d mus t b e o f sufficien t siz e fo r analysis , an d it s compositio n shoul d b e identica l wit h th e compositio n o f th e batc hflowing i n th e line whil e the sampl e i s being taken . An automati c sample r installatio n necessaril yinclude s no t onl yth e automati c sampling devic e tha t extract s thesample s fromth e line , bu t als o a suitabl e probe , connecting lines , auxiliaryequipment , an d a containe r i n whic hth e sampl e i s collected . Automati c sampler s maybe classifie d a s follows : 11.4.1.4. 1 Continuou s sampler , time cycl e (nonproportional ) type . Asample r designe d an d operate d i n suc ha manne r tha t i t transfer s equa l increment s o f liqui d fromth e pipelin e t o th e sampl e containe r a t a uniformrat e o f on e o r mor e increment s pe r minut e i s a continuou s sampler . 11.4.1.4. 2 Continuou s sampler , flow-responsiv e (proportional ) type . Asample r tha t i s designe d an d operate d i n suc ha manne r tha t i t wil l automaticall yadjus t th e quantit yo f sampl e i n proportio n t o th e rat e o f flowi s a flow-responsiv e (proportional ) sampler . Adjustmen t o f the quantit yo f sampl e mayb e mad e eithe r b yvarying th e frequenc yo f transferring equa l increment s o f sampl e t o th e sampl e container , o r b y varying the volume o f the increment s whil e maintaining a -33

-constan t frequenc yo f transferring th e increment s t o th e sampl e

container . Th e apparatu s assembl yfo r continuou s sampling i s show n i n Figur e 4 o f Appendi xD . 11.4.1.4. 3 Intermitten t sampler . Asample r tha t i s designe d an d operate d i n suc ha manne r tha t i t transfer s equa l increment s o f liqui d froma pipelin e t o th e sampl e containe r a t a uniform

rat e o f les s than on e incremen t pe r minut e i s a n intermitten t sampler . 11.4.1. 5 Standard s o f installation . Automati c sample r installation s shoul d mee t al l safet yrequirement s i n th e plan t o r ?re a wher e used , an d shoul d compl ywit hAmerica n Nationa l Standar d Cod e fo r Pressur e Piping , an d othe r applicabl e code s (ANS I B31.1) . Th e sample r shoul d b e s o installe d a s t o provid e ampl e acces s spac e fo r inspectio n an d maintenance . 11.4.1.5. 1 Smal l line s connecting variou s element s o f the installatio n shoul d b e s o arrange d tha t complet e purging o f the automati c sample r an d o f al l line s ca n b e accomplishe d effectively . Al l flui d remaining i n th e sample r an d th e line s fromth e preceding sampling cycl e shoul d b e purge d immediatel y befor e th e star t o f an ygive n sampling operation . 11.4.1.5. 2 I n thos e case s wher e th e sample r design i s suc htha t complet e purging o f th e sampling line s an d th e sample r i s no t possible , a smal l pum p shoul d be installe d i n orde r t o circulat e a continuou s strea mfro mth e sampling tub e pas t o r throughth e sample r an d bac k int o th e line . Th e automati c sample r shoul d the n withdrawth e sampl e fromth e sidestrea m throughth e shortes t possibl e connection . -34

-11.4.1.5. 3 Unde r certai n conditions , ther e mayb e a tendenc y

fo r wate r an

d heav yparticle s t o drop ou t i n th e discharg e line fromth e sampling devic e an d appea r i n th e sampl e containe r during some subsequen t sampling period . T o circumven t thi s possibility , th e discharg e pip e fro mth e sampling devic e shoul d b e fre e o f pocket s o r enlarge d pip e areas , an d preferabl y shoul d b e pitche d downwar d t o th e sampl e container . 11.4.1.5. 4 T o ensur e clean , free-flowing lines , piping shoul d b e designe d fo r periodi c cleaning . 11.4.1. 6 Fiel d calibration . Composit e sample s obtaine d fro m th e automatic : sample r installatio n shoul d b e verifie d fo r quantit yperformanc e i n a manne r tha t meet s wit hth e approva l o f al l partie s concerne d (including EPA) , a t leas t onc e a mont h an d mor e ofte n i f condition s warrant . I n th e cas e o f time-cycl e samplers , deviation s i n quantit yo f th e sampl e take n shoul d no t excee d ± five percen t fo r an ygive n setting . I n th e cas e o f flow-responsiv e samplers , th e deviatio n i n quantit yo f sampl e take n pe r 1,00 0 barrel s o f flowing strea mshoul d no t excee d ± 5 percent . Fo r th e purpos e o f field-calibrating a n installation , th e composit e sampl e obtaine d from th e automati c sample r unde r tes t shoul d b e verifie d fo r qualit yb e comparing o n th e basi s o f physica l an d chemica l properties , wit heithe r a properl ysecure d continuou s nonautomati c sampl e o r tan k sample . Th e tank sampl e shoul d b e take n unde r th e following conditions : 11.4.1.6. 1 Th e batc hpumpe d during th e tes t interva l shoul d b e diverte d int o a clea n tank an d a sampl e take n withi n on e hour -35

-afte r cessatio n o f pumping .

11.4.1.6. 2 I f th e sampling o f th e deliverytank i s t o b e delaye d beyond on e hour , the n th e tank selecte d mus t b e equippe d wit han adequat e mixing means . Fo r vali d comparison , th e sampling o f th e deliverytank mus t b e complete d withi n eigh t hour s afte r cessatio n o f pumping , eve n thoughth e tank i s equippe d wit ha motor-drive n mixer . 11.4.1.6. 3 Whe n making a norma l full-tank deliveryfroma tank , a properl ysecure d sampl e mayb e use d t o chec k th e result s o f th e sample r i f th e paries

- (includin g EPA ) /autuallyagre e t o thi s procedure . 11.4.1. 7 Receiver . Th e receive r mus t b

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

-36

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

mi s draw

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

mflowing throughth e pipeline . Measur e an d record th e rat e o f sampl e withdrawa l a s gallon s pe r hou r Inver t the sampl e strea

mt o th e sampling containe r • contrinaouslyo r intermittentl yt o provid e a quantit yo f sampl e tha t w Y •.1...ft d o f sufficien t siz e fo r analysis . 11.4.2. 2 Automati c sampling . Purg e th e sampls r en d the sampling line s immediatel ybefor e th e star t o f a . sampling operation . I f th e sampl e design i s suc htha t complet e purging i s no t possible , circulat e a continuou s strea m from th e prob e pas t o r throughth e sample r an d bac k int o th e line . Withdraw th e sampl e from

th e sid e strea

mthroughth e automati c sample r using th e shortes t possibl e connections . Adjus t th e sample r t o delive r no t les s than on e an d no t mor e than 4 0 gallon s (15 1 liters ) o f sampl e during th e desire d sampling period . Fo r time-cycl e samplers , record th e rat e a t whic hsampl e increment s wer e take n pe r minute . Fo r flow-responsiv e samplers , record th e proportio n o f sampl e t o tota l stream . Labe l th e sample s an d delive r themt o th e laboratoryi n th e container s i n whic h theywer e collected . -37

-T"'-"- " '"I " —

11. 5 Nozzl e sampling . Th e nozzl e sampling procedur e i s applicabl e fo r sampling diese l fue l froma retai l outle t o r wholesal e purchaser-consume r facilit ystorag e tank . 11.5. 1 Apparatus . Sampl e container s conforming wit h4. 1 shoul d b e used . Aspacer , i f appropriat e (Figur e 6 o f Appendi x D ) , an d a nozzl e extensio n devic e simila r t o tha t show n i n Figure s 7 o r 7 a o f Appendi xD shal l b e use d whe n nozzl e sampling . Th e nozzl e extensio n devic e doe s no t nee d t o b e identica l t o tha t show n i n Figur e 7 o r 7 a o f Appendi xD bu t i t shoul d b e a devic e tha t wil l bottomfil l ;ii e container . 11.5. 2 Procedure . Immediatel yafte r diese l fue l ha s bee n delivere d from

th e pum

p an d th e pum

p ha s bee n reset , delive r a smal l amoun t o f produc t int o th e sampl e container . Rins e sampl e containe r an d dum p produc t int o wast e container . Inser t nozzl e extensio n (Figur e 7 o r 7 a o f Appendi xD ) int o sampl e containe r an

d inser t pum

p nozzl e int o extensio n wit hslo t ove r ai r blee d hole . Fil l slowl ythroughnozzl e extensio n t o 70-8 0 percen t ful l (Figur e 8 o f Appendi xD ) . Remov e nozzl e extension . Cap sampl e containe r a t once . Chec k fo r leaks . 12 . Specia l Precaution s an d Instructions . 12. 1 Precautions . Officia l sample s shoul d b e take n by , o r unde r th e immediat e supervisio n of , a perso n o f judgement , skill , an

d sampling experience . Neve r prepar e composit e sample s fo r thi s test . Mak e certai n tha t container s whic har e t o b e shippe d b ycommo n carrie r conformt o applicabl e Interstat e Commerc e Commission , state , an d loca l regulations . -38

-P.3 0

Whe n flushing o r purging line s o r containers , observ e the pertinen t regulation s an d precaution s agains t fire , explosion , an d othe r hazards . 12. 2 Sampl e containers . Us e container s o f no t les s than on e quar t (0. 9 liter ) no r mor e than two gallon s (7. 6 liters ) capacity , o f sufficien t strengt ht o withstand th e pressur e t o whic htheymayb e subjected . Open-typ e containers , hav e a singl e opening whic hpermit s sampling b yimmersion . Closed-typ e container s hav e two openings , on e i n eac hen d (or th e equivalen t thereof) , fitte d wit hvalve s suitabl e fo r sampling b

ywate r displacemen t o r b ypurging . 12. 3 Transfe r connections . Th e transfe r connectio n fo r th e open-typ e containe r consist s o f a n ai r tub e an

d a liqui d deliverytub e assemble d i n a cap o r stopper . Th e ai r tub e extend s t o th e bottomo f th e container . On e en d o f th e liqui d deliverytub e i s lon g enought o reac hth e bottomo f th e diese l fue l chambe r whil e th e sampl e i s being transferre d t o the chamber . Th e transfe r connectio n fo r th e closed-typ e containe r consist s o f a singl e tub e wit ha connectio n suitabl e fo r attaching i t t o on e o f th e opening s o f th e sampl e container . Th e tub e i s lon

g enought o reac hth e bottomo f th e diese l chambe r whil e th e sampl e i s being transferred . 12. 4 Sampling ope n tanks . Us e clea n container s o f the ope n typ e whe n sampling ope n tank s an d tank cars . An all-leve l sampl e obtaine d b

yth e bottl e procedur e describe d i n 11. 2 i s recommended . Befor e taking th e sample , flus hth e containe r b y immersing i t i n the produc t t o b e sampled . The n obtai n the -39

-P.3 1

sampl e immediately . Pou r of f enoughs o tha t th e containe r wil l b e 70-8 0 percen t ful l an d clos e i t promptly . Labe l th e containe r an

d delive r i t t o th e laboratory . 12. 5 Sampling close d tanks . Container s o f eithe r th e ope n o r close d typ e mayb e use d t o obtai n sample s fromclose d o r pressur e tanks . I f th e close d typ e i s used , obtai n the sampl e using th e wate r displacemen t procedur e describe d i n 12. 8 o r th e purging procedur e describe d i n 12.9 . Th e wate r displacemen t procedur e i s preferabl e becaus e th e flowo f produc t involve d i n th e purging procedur e mayb e hazardou s 12. 6 Wate r displacemen t procedure . Completel yfil l th e closed-typ e containe r wit hwate r an d clos e th e valves . Whil e permitting a smal l amoun t o f produc t t o flowthroughthe fittings , connec t th e top o r inle t valv e o f th e containe r t o th e tank sampling ta p o r valve . The n ope n al l valve s o n the inle t sid e o f th e container . Ope n th e bottomo r outle t valv e slightl yt o allowth e wate r t o b e displace d slowl yb yth e sampl e entering th e container . Regulat e th e flows o tha t ther e i s n o appreciabl e chang e i n pressur e withi n th e container . Clos e th e outle t valv e a s soo n a s diese l fue l discharge s fro m th e outlet ; the n i n successio n clos e th e inle t valv e an d the sampling valv e o n th e tank . Disconnec t th e containe r an d withdrawenougho f th e content s s o tha t i t wil l b e 70-8 0 percen t full . I f th e vapo r pressur e o f th e produc t i s no t high enought o forc e liqui d fromth e container , ope n bot hth e uppe r an d lowe r valve s slightl yt o remove the excess . Promptl ysea l an d labe l th e container , an d delive r i t t o th e laboratory . -40

-12. 7 Purging procedure . Connec t th e inle t valv e o f th e

closed-typ e containe r t o th e tank sampling ta p o r valve . Throttl e th e outle t valv e o f th e containe r s o tha t th e pressur e i n i t wil l b e approximatel yequa l t o tha t i n th e containe r being sampled . Allo wa volume o f produc t equa l t o a t leas t twic e tha t o f th e containe r t o flowthroughth e sampling system . The n clos e al l valves , th e outle t valv e first , th e inle t valv e o f th e containe r second , an d th e tank sampling valv e last , an

d disconnec t th e containe r immediately . Withdraw enougho f th e content s s o tha t th e sampl e containe r wil l b e 70-8 0 percen t full . I f th e vapo r pressur e o f th e produc t i s no t highenought o forc e liqui d fromth e container , ope n bot h th e uppe r an

d lowe r valve s slightl yt o remove th e excess . Promptl ysea l an

d labe l th e container , an d delive r i t t o th e laboratory .

-41

-Fo r th e reason s se t fort hi n th e Preamble , Par t 8 6 o f Titl e 4 0

o f th e Cod e o f Federa l Regulation s i s revise d to , a s se t fort h below : 6 . Th e authorit ycitatio n fo r Par t 8 6 continue s t o rea d a s follows : Authority : Sees.202 , 203 , 206 , 207 , 208 , 215 , 301(a) , o f th e Clea n Ai r Ac t a s Amended ; 4 2 U.S.C . 7521 , 7522 , 7524 , 7525 , 7541 , 7542 , 7549 , 755 0 an d 7601(a) . 7 . Ane wSectio n 86.113-9 1 i s propose d t o b e adde d t o Subpar t B , t o read a s follows : §86.113-9 1 Fue l specifications . (a ) Otto-cycl e tes t fuel . (1 ) Gasolin e having the following specification s wil l be use d b yth e Administrato r i n exhaus t an

d evaporativ e emissio n testing o f petroleum-fuele d Otto-cycl e vehicles . Gasolin e having th e following specificatio n o r substantiall yequivalen t specification s approve d b

yth e Administrator , shal l b e use d b ythe manufacture r i n exhaus t an d evaporativ e testing excep t tha t octan e specification s do no t apply .

-42

-""Trf"l7 r '"'" rr lTPl^r'" , ' r-" "

Item Octane , research , Sensitivity , Lead (organic) , Distillatio n Range :

IBP[2] , 1 0 pet . point , 5 0 pet . point , 9 0 pet . point , EP , (max. ) oulfuc , weigh t pet. , vliospiorus , max .

- VP'^,4] , i 1 min . min . g/U.S . ga l (g/litter ) o p 

### <°c ) o p <°C ) o p 

### (°C ) o p 

### (°C ) o p (°C ) max . g/U.S . ga l (g/liter ) ps i (kPa ) Hydrocarbo n composition : Olefins , Aromatics , Saturate s [1 ] Maximum . [2 ] Fo r testing a t max . pet. , max . pet. , AST

MTes t Method No . D269 9 • • * •

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

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

-43

-(2 ) Unleade d gasolin e representativ e o f commercia l

gasolin e whic hwil l b e generall yavailabl e throughretai l outlet s shal l b e use d i n servic e accumulatio n fo r petroleum-fuele d Otto-cycl e vehicles . Leade d gasolin e wil l no t b e use d i n servic e accumulation . (i ) Th e octan e rating o f th e gasolin e use d shal l b e no highe r than 1. 0 Researc hoctan e numbe r abov e th e minimu m recommende d b

yth e manufacture r an d hav e a minimu

msensitivit y o f ' / 5 ocban e numbers , wher e sensitivit yi s define d a s th e Researc h>ccane numbe r minu s th e Moto r octan e number . (ii ) Th e Rei d Vapo r Pressur e o f th e gasolin e use d shal l b e characteristi c o f the moto r fue l use d during th e seaso n i n whic heh

e servic e accumulatio n take s place . (3 ) Methano l fue l use d fo r exhaus t an d evaporativ e emissio n testing an d i n servic e accumulatio n o f methanol-fuele d Otto-cycl e vehicle s shal l b e representativ e o f commerciall y availabl e methano l fue l an d shal l consis t o f a t leas t 5 0 percen t methano l b yvolume . (i ) Manufacturer s shal l recommen d th e methano l fue l t o b e use d fo r testing an d servic e accumulatio n i n accordanc e wit h paragraph(3) .

-44

-(ii ) Th e Administrato r shal l determin e th e methano l fue l

t o b e use d fo r testing an d servic e accumulation . (4 ) Othe r methano l fuel s mayb e use d fo r testing an d servic e accumulatio n provided : (i ) The yar e commerciall yavailable , an d (ii ) Informatio n acceptabl e t o th e Administrator , i s provide d t o s h•-

» cha t onl yth e designate d fue l woul d b e use d i n custome r service , n n d (iii ) Us e o f a fue l listed unde r paragraph(a)(3 ) o f thi s sectio n woul d hav e a detrimenta l effec t o n emission s o r durability , anc 1 (iv ) Writte n approva l fro mth e Administrato r o f th e fue l specification s mus t b e provide d prio r t o th e star t o f testing . (5 ) Th e specificatio n rang e o f th e fuel s t o b e use d unde r paragraph s (a)(2) , (a)(3) , an d (a)(4 ) o f thi s sectio n shal l b e reporte d i n accordanc e wit h§86.090-21(b)(3) . (b ) Diese l tes t fuel . (1 ) Th e petroleu mfuel s employe d fo r testing diese l vehicle s shal l b e clean an d bright , wit h pou r an

d cloud point s adequat e fo r operability . Th e petroleu m fue l maycontai n nonmetalli c additive s a s follows : cetan e -45

-•".my* 

## '' 1 improver , meta l deactivator , antioxidant , dehazer , antirust , pou r depressant , dye , dispersan t an d biocide . Excep t fo r the sulfu r conten t o f "Typ e 2-D " fuel , fuel s specifie d fo r emission s testing ar e intende d t o b e representativ e o f commerciall yavailabl e in-us e fuels . (2 ) Petroleu

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

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

Ice m Cetan e Numbe r Distillatio n range :

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

EP , Gravity , Tota l sulfur , o p (°C ) o p (°C ) o p (°C ) o p (°C ) o p <°C ) °AP I pet . Hydrocarbo n compositio n Aromatics , min . pet . Paraffins , naphthenes , olefin s Flashpoint , min . Viscosity , centistoke s o p 

### (°c ) AST MTes t

Metho d No . D613 D8 6 D8 6 D8 6 D8 6 D8 6 D28 7 D262 2 D131 9

D9 3 D445 Typ e 2- D

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

• 8 )

• 2 )

• 2 )

• 6 )

[1 ] Remainder ,

-46

-(3 ) Petroleu mfue l fo r diese l vehicle s meetin g th e

followin g specifications , o r substantiall yequivalen t specification s approve d b yth e Administrator , shal l b e use d i n servic e accumulation . Th e grad e o f petroleu mdiese l fue l recommende d b yth e engin e manufacturer , commerciall ydesignate d a s "Typ e 2-D " grad e diese l fuel , shal l b e used .

AST MTes t Ite mMetho d No . Typ e 2- D Cetan e Numbe r "" > 1 3 38-5 8 Distillatio n range : 9 0 pet . poin t Gravity , Tota l sulfur , Flashpoint , min . Viscosity , (4 ) Methano l fue l use d fo r exhaus t an d evaporativ e emissio n testin g an d i n servic e accumulatio n o f methanol-fuele d diese l vehicle s shal l b e representativ e o f commerciall yavailabl e methano l fue l an d shal l consis t o f a t leas t 5 0 percen t methano l b yvolume . (i ) Manufacturer s shal l recommen d th e methano l fue l t o b e use d fo r testin g an d servic e accumulatio n i n accordanc e wit hparagrap h(4) . (ii ) Th e Administrato r shal l determin e th e methano l fue l t o b e use d fo r testin g an d servic e accumulation . o p (°C ) °AP I pet . ' o p <°C ) centistoke s ->H6

C28 7 D2o"2 2 D9 3 D455 540-65 0

(282.2-343.3 ) 30-3 9 0.08-0.1 2 13 0 (54.4 ) 1.5-4. 5

-47

-(5 ) Othe r fuel s mayb e use d fo r testing an d servic e accumulatio n provided : (i ) The yar e commerciall yavailable , an d (ii ) Information , acceptabl e t o th e Administrator , i s provide d t o showtha t onl yth e designate d fue l woul d b e use d i n custome r service , an d (iii ) Us e of ' 3 fuexlist^ . unde r paragraph s (b)(2 ) an d (b)(3 ) o r (b)(4 ) o f thi s sectio n woul d ^.av e a detrimenta l effec t o n emission s o r durability , an d (iv ) Writte n approva l fro m th e Administrato r o f the fue l specification s mus t b e provide d prio r t o th e star t o f testing . (6 ) Th e specificatio n rang e o f th e fuel s t o b e use d unde r paragraph s (b)(2) , (b)(3) , (b)(4) , an d (b)(5 ) o f thi s sectio n shal l b e reporte d i n accordanc e wit h§86.090-21(b)(3) . (c ) Fuel s no t meeting th e specification s se t fort hi n thi s sectio n mayb e use d onl ywit hth e advanc e approva l o f the Administrator . (d ) Mixture s o f petroleu man d methano l fuel s fo r flexibl e fue l vehicles . (1 ) Mixture s o f petroleu man d methano l fuel s use d fo r exhaus t an d evaporativ e emissio n -48

-P.4 1

testing an

d servic e accumulatio n fo r flexibl e fue l vehicle s shal l b e withi n th e rang e o f fue l mixture s fo r whic hth e vehicl e wa s designed . (2 ) Manufacture r testing an d servic e accumulatio n mayb e performe d using onl ythos e mixture s (mixture s mayb e differen t fo r exhaus t testing , evaporativ e testing , an d servic e accumulation ) expecte d t o resul t i n th e highes t emissions , provided : (i ) Th e fuel s whic hconstitut e th e mixtur e wil l b e use d i n custome r service , an d (ii ) Information , acceptabl e t o th e Administrator , i s provide d b

yth e manufacture r t o showtha t the designate d fue l mixture s woul d resul t i n th e highes t emissions , an d (iii ) Writte n approva l fromth e Administrato r o f th e fue l specification s mus t b e provide d prio r t o th e star t o f testing . (3 ) Th e specificatio n rang e o f th e fuel s t o b e use d unde r paragraph(d)(1 ) o f thi s sectio n shal l b e reporte d i n accordanc e wit h§86.090-21(b)(3) .

-49

-P.4 2 '""f^W" ' " "' " - ST - Ir'• •

8 . Ane wSectio n 86.113-9 4 i s propose d t o b e adde d t o Subpar t B , t o read a s follows : §86.113-9 4 Fue l specifications . (a ) Otto-cycl e tes t fuel . (1 ) Gasolin e having th e following specification s wil l b e use d b yth e Administrato r i n exhaus t an

d evaporativ e emissio n testing o f petroleum-fuele d Otto-cycl e vehicles . Gasolin e having th e following specificatio n o r substantiall yequivalen t specification " approve d b

yth e Administrator , shal l b e use d b yt'-. e manufacture r i n exhaus t an d evaporativ e testing excep t tha t octan e specification s d o no t apply .

-50

-Ite m

Octane , research , Sensitivity , Lea d (organic) , Distillatio n Range :

IBP[2] , 1 0 pet . point , ~5 0 pet . point , 9 0 pet . point , EP , (max. ) Sulfur , weigh t pet. , Phosphorus , max . RVP[3,4] , AST MTes t M min . min . g/U.S . gal . (g/litter ) o p <°C ) o p (°C ) o p (°C ) o p (°C ) o p (°C ) max . g/U.S . gal . (g/liter ) ps i (kPa ) Hydrocarbo n composition : Olefins , Aromatics , Saturate s [1 ] Maximum . [2 ] Fo r testin g a t specifie d rang e [3 ] Fo r testin g wh i max . pet. , max . pet. , etho d No .

D269 9

... . D323 7 D8 6 D8 6 D8 6 D8 6 D8 6 D126 6 D323 1 D32 3 D131 9 D131 9 D131 9 altitude s abov e 1,21 9 m i s 75°-105° F (23.9°-40. 6 c hi s unrelate d t o evap o control , th e specifie d rang e kPa) . [4 ] Fo r testin g a t specifie d rang e [5 ] Remainder . i s 8.0-9. 2 altitude s abov e 1,21 9 m i s 7.9-9. 2 ps i (54.5-63 . Valu e 9 3 7. 5 0.050[1 ] (0.013)[1 ] 75-9 5 (23.9-35 ) 120-13 5 (48.9-57.2 ) 200-23 0 (93.3-110 ) 300-32 5 (148.9-162.8 ) 41 5 (212.8 ) 0 1 0 0.00 5 (0.0013 ) 8.7-9. 2 (60.0-63.4 ) 1 0 3 5 [5 ] (4,00 0 ft ) th e °C ) . rativ e emissio n ps i (55.2-63. 4 (4,00 0 ft ) th e 4 kPa) . 

# ' 1

i i

-51 -P.4 4

(2 ) Unleade d gasolin e representativ e o f commercia l gasolin e whic hwil l b e generall yavailabl e throughretai l outlet s shal l b e use d i n servic e accumulatio n fo r petroleum

fuele d Otto-cycl e vehicles . Leade d gasolin e wil l no t b e use d i n servic e accumulation . (i ) Th e octan e rating o f th e gasolin e use d shal l b e n o highe r tha n 1. 0 Researc hoctan e numbe r abov e th e minimu m recommende d b

yth e manufacture r an d hav e a minimu

msensitivit y o f 7. 5 octan e numbers , wher e sensitivit yi s define d a s the Researc hoctan e numbe r minu s th e Moto r octan e number . (ii ) Th e Rei d Vapo r Pressur e o f th e gasolin e use d shal l b e characteristi c o f th e moto r fue l use d during th e seaso n i n whic hth e servic e accumulatio n take s place . (3 ) Methano l fue l use d fo r exhaus t an d evaporativ e emissio n testing an d i n servic e accumulatio n o f methanol-fuele d Otto-cycl e vehicle s shal l b e representativ e o f commerciall y availabl e methano l fue l an d shal l consis t o f a t leas t 5 0 percen t methano l b yvolume . (i ) Manufacturer s shal l recommen d th e methano l fue l t o b e use d fo r testing an d servic e accumulatio n i n accordanc e wit h paragraph(3) .

•52

-— — - —•1FT'E--;T f 'TTT 1 f "

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

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

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

-'"TTT" " '"•"»!'-ry'i "

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

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

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

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

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

EP , o p

(°C ) o p (°C ) o p 

### (°c ) o p <°C ) o p (°C ) °AP I pet . Gravity , Tota l sulfur , Hydrocarbo n compositio n Aromatics , min . pet . Paraffins , naphthenes , olefin s Flashpoint , min . ° F (°C ) Viscosity , centistoke s AST MTes t Metho d No . D613 D97 6 D8 6 D8 6 D8 6 D8 6 D8 6 D28 7 D262 2 D131 9

D9 3 D44 5 Typ e 2- D

40-4 8 40-4 8 340-40 0 (171.1-20 4 400-46 0 (204.4-23 7 470-54 0 (243.3-28 2 560-63 0 (293.3-33 2 610-69 0 (321.1-36 5 32-3 7 0.03-0.0 5 2 7 [1 ] 13 0 (54.4 ) 2.2-3. 4 .4 )

.8 ) .2 ) .2 )

• 6 )

[1 ] Remainder .

-54

-TTTT'TTTTT T"

(3 ) Petroleu

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

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

Ite m CV.aru e > jmos r Ci'can e Inde x D\i~t.i 7 ...tc:.o

n range : 9 0 2~t. poin t Gravity , Tota l sulfur , Flashpoint , min . V W.0 3 icy , o p (°C ) °AP I pet . o p (°C ) centi s toke s AST MTes t

Metho d D61 3 D97 6 D8 6 D28 7 D262 2 D9 3 D455 No . Typ e 2- D

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

-55

-r TM '3P * T " TTfl F J . (5 ) Othe r fuel s mayb e use d fo r testing an d servic e accumulatio n provided : (i ) The yar e commerciall yavailable , an d (ii ) Information , acceptabl e t o th e Administrator , i s provide d t o showtha t onl yth e designate d fue l woul d b e use d i n custome r service , an d (iii ) Us e ~ f a fue l liste d unde r paragraph s (b)(2 ) an d (b)(3 ) o r (b)(4 ) o f thi s sectio n woul d hav e a detrimenta l effec t o n emission s o r du-ability , an d (iv ) Writte n approva l fromth e Administrato r o f th e fue l specification s mus t b e provide d prio r t o th e star t o f testing . (6 ) Th e specificatio n rang e o f th e fuel s t o b e use d unde r paragraph s (b)(2) , (b)(3) , (b)(4) , an d (b)(5 ) o f thi s sectio n shal l b e reporte d i n accordanc e wit h§86.090-21(b)(3) . (c ) Fuel s no t meeting th e specification s se t fort hi n thi s sectio n mayb e use d onl ywit hth e advanc e approva l o f the Administrator . (d ) Mixture s o f petroleu man d methano l fuel s fo r flexibl e fue l vehicles . (1 ) Mixture s o f petroleu man d methano l fuel s use d fo r exhaus t an d evaporativ e emissio n -56

- 

## 1testing an d servic e accumulatio n fo r flexibl e fue l vehicle s shal l b e withi n th e rang e o f fue l mixture s fo r whic hth e vehicl e wa s designed . (2 ) Manufacture r testing an d servic e accumulatio n maybe performe d using onl ythos e mixture s (mixture s mayb e differen t fo r exhaus t testing , evaporativ e testing , an d servic e accumulation ) expecte d t o resul t i n th e highes t emissions , provided : (i ) Th e £uei s w::'c hconstitut e th e mixtur e wil l b e use d i n custome r service , ana (ii ) Information . acceptabl e t o th e Administrator , i s provide d b

yth e m^ ~ "-":ture

r t o showtha t th e designate d fue l mixture s woul d resul t i n th e highes t emissions , an d (iii ) Writte n approva l fro mth e Administrato r o f th e fue l specification s mus t b e provide d prio r t o th e star t o f testing . (3 ) Th e specificatio n rang e o f th e fuel s t o b e use d unde r paragraph(d)(1 ) o f thi s sectio n shal l b e reporte d i n accordanc e wit h§86.090-21(b)(3) .

•57

-"Tir * • '

9 . Ane wSectio n 86.1313-9 1 i s propose d t o b e adde d t o Subpar t N , t o read a s follows : §86.1313-9 1 Fue l specifications . (a ) Otto-cvcl e tes t fuel . (1 ) Gasolin e having the specification s listed i n Tabl e N91- 1 wil l b e use d b ythe Administrato r i n exhaus t emissio n testing petroleum-fuele d Otto-cycl e engines . Gasolin e ha^ir g thes e specification s o r subso..ntiallye r ivaien t specification s approve d b ythe Administrator , shal l b e use d bth e manufacture r i n exhaus t emissio n testing , excep t tha t th e octan e specificatio n doe s no t apply .

-58

-Tabl e N91- 1 P.5 1

Item Octane , research , min . Sensitivity , min . Lea d (organic) , g/U.S . gal . (g/liter ) Distillatio n range : IBP , ASTM

1 0 pet . point , 5 0 pet . point , 9 0 pet . point , EP , o p <°C ) o p 

### <°c > o p 

### (°c ) o p 

### (°c > max . °F . ( JJ > Sulphur , max . wt . pet . Phosphorus , max. , g/ US . gal . vy/iiter ; RVP , ps i (kPa ) Hydrocarbo n composition : Olefins , max . pet . ..comities , max . pet . Saturate s D269 9 D323 7 D8 6 D8 6 D8 6 D8 6 DO . D1 2 . D323o . D32 3 D131 1 DI0.0 9 D131. } 

### valu e 9 3 7. 5 (0.050)[1 ] (0.013)[1 ] 75-9 5 (23. S 120

- (48.9

- 200

- (93.3

- 300

- •.48 . S ,21 2

r 0

, 0 8.0

- (60.0

- )-35 ) -13 5 -57.2 ) -23 0 -110 ) •32 5 .-162.8 ) 41 5 I a O) 

### ;.: c J0 5 ? > " - / • ^ -63.4 ) 1 0 3 5 r 2\ [1 ] Maximum . [2 ] Remainder . (2 ) Unleade d gasolin e representativ e o f commercia l gasolin e whic hwil l b e generall yavailabl e throughretai l outlet s shal l b e use d i n servic e accumulation . (i ) Th e octan e ratin g o f th e gasolin e use d shal l b e no t highe r than on e Researc hoctan e numbe r abov e th e minimu m recommende d b

yth e manufacture r an d hav e a minimu

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

-59 - |Ujr~—— ~ "



### ;ljj] l AU G 2 3 199 0 \ i 

## \1) EP AA' R DOCKFT

_m V'>%'" --" . r-v-i-'-r—

(ii ) Th e Rei d Vapo r Pressur e o f th e gasolin e use d shal l b e characteristi c o f th e moto r fue l use d during th e seaso n i n whic hth e servic e accumulatio n take s place . (3 ) Methano l fue l use d fo r exhaus t an d evaporativ e emissio n testing an d i n servic e accumulatio n o f methanol-fuele d Otto-cycl e engine s shal l b e representativ e o f commerciall y availabl e methano l fue l an d shal l consis t o f a t leas t 5 0 percen t methano l b yvolume . (i ) Manufacturer s shal l recomr.^n d th e me' - lan

o . fue l t o b e use d fo r testing an d servic e accumulatio n i n ac-v . nee . wit h paragraph(3) . (ii ) Th e Administrato r shal l determin e n * methano l fue l t o b e use d fo r testing an d servic e accumulation . (4 ) Othe r methano l fuel s mayb e use d fo r testing an d servic e accumulatio n provided : / (i ) The yar e commerciall yavailable , an d (ii ) Information , acceptabl e t o th e Administrator , i s provide d t o showtha t onl yth e designate d fue l woul d b e use d i n custome r service , an d

-60

-(iii ) Us e o f a fue l liste d unde r paragraph(a)(3 ) o f thi s

sectio n woul d hav e a detrimenta l effec t o n emission s o r durability , an

d (iv ) Writte n approva l fro mth e Administrato r o f th e fue l specification s mus t b e provide d prio r t o th e star t o f testing . (5 ) Th e specificatio n rang e o f th e fuel s t o b e use d unde r paragraph s (a)(2) , (a)(3) , an d (a)(4 ) o f thi s sectio n shal l b e reporte d i n accordanc e wit?

- §86.090-21(b ) (3) . (b ) Diese l tes t fuel . (1 ) Th e petroleu mfuel s fo r testing diese l engine s employe d fo r testing shal l b e clean an d bright , wit hpour an d clou d point s adequat e fo r operability . Th e petroleu m fue l ma

y contai n nonmetalli c additive s a s follows : Cetan e improver , meta l deactivator , antioxidant , dehazer , antirust , pour depressant , dye , dispersant , an d biocide . Excep t fo r th e sulfur conten t o f "Typ e 2-D " fuel , fuel s specifie d fo r emission s testing ar e intende d t o b e represent.ativ e o f commerciall yavailabl e in-us e fuels . (2 ) Petroleu

mfue l fo r diese l engine s meeting the specification s i n Tabl e N91-2 , o r substantiall yequivalen t specification s approve d b yth e Administrator , shal l b e use d i n exhaus t emission s testing . Th e grad e o f petroleu m fue l use d -61

-shal l b e commerciall ydesignate d a s "Typ e 2-D " grad e diese l

fue l excep t tha t fue l commerciall ydesignate d a s "Typ e 1-D " grad e diese l fue l mayb e substitute d provide d tha t the manufacture r ha s submitte d evidenc e t o th e Administrato r demonstrating t o th e Administrator' s satisfactio n tha t thi s fue l wil l b e th e predominan t in-us e fuel . Suc hevidenc e coul d includ e suc hthing s a s copie s o f signe d contract s fro m customer s indicating th e inten t t o purchas e an d us e "Typ e 1-D " grad e diese l fue l a s th e primaryfue l fo r us e i n th e engine s o r othe r evidenc e acceptabl e t o th e Adm5n i ratOi.- , -"i-h

- the Administrato r find s provide s equivalen t assurance . -

Tabl e N91- 2 ItemASTMTyp e 1-D Typ e 2- D Cetan e D61 3 48-5 4 42-5 0 Distillatio n range : IBP , ° F D8 6 330-39 0 340-40 0

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

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

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

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

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

-(3 ) Petroleu mfue l fo r diese l engine s meeting th e specification s i n Tabl e N91-3 , o r substantiall yequivalen t specification s approve d b yth e Administrator , shal l b e use d i n servic e accumulation . Th e grad e o f petroleu m fue l use d shal l b e commerciall ydesignate d a s "Typ e 2-D " grad e diese l fue l excep t tha t fue l commerciall ydesignate d a s "Typ e 1-D " grad e diese l fue l mayb e substitute d provide d tha t th e manufacture r ha s submitte d evidenc e t o th e Administrato r demonstrating t o th e Administrator' s satisfactio n tha t thi s fue l wil l b e th e predominan t in-us e fuel . Suc hevidenc e coul d includ e suc h thing s a s copie s o f signe d contract s fromcustomer s indicating th e inten t t o purchas e an d us e "Typ e 1-D " grad e diese l fue l a s th e primaryfue l fo r us e i n th e engine s o r othe r evidenc e acceptabl e t o th e Administrator .

Ite m Cetan e Numbe r Distillatio n range : 9 0 pet . point , ° F

<°C ) Gravity , °AP I Tota l sulfur , pet . Flashpoint , min. , °F , <°C ) Viscosity , centistoke s Tabl e N91- 3 AST M D61 3 Typ e 1- D

42-5 6 Typ e 2- D

30-5 8 D8 6 440-53 0 540-63 0 (226.7-276.7)(282.2-332.2 ) D28 7 D262 2 D9 3 D45 5 39-4 5

0.08-0.1 2 12 0 (48.9 ) 1.2-2. 2 30-4 2

0.08-0.1 2 13 0 (54.4 ) 1.5-4. 5 (4 ) Methano l fue l use d fo r exhaus t an d evaporativ e emissio n testing an d i n servic e accumulatio n o f methanol-fuele d diese l engine s shal l b e representativ e o f commerciall y availabl e methano l fue l an d shal l consis t o f a t leas t 5 0 percen t methano l b yvolume . -63

-(i ) Manufacturer s shal l recommen d th e methano l fue l t o b e use d fo r testing an d servic e accumulatio n i n accordanc e wit h paragraph(4) . (ii ) Th e Administrato r shal l determin e th e methano l fue l t o b e use d fo r testing an d servic e accumulation . (5 ) Othe r fuel s mayb e use d fo r testing an d servic e accumulatio n provided : (i ) The yar e commerciall yavailable , an d (ii ) Information , acceptabl e t o th e Administrator , i s provide d t o showtha t onl yth e designate d fue l woul d b e use d i n custome r service , an d (iii ) Us e o f a fue l listed unde r paragraph s (b)(2 ) an d (b)(3 ) o r (b)(4 ) o f thi s sectio n woul d hav e a detrimenta l effec t o n emission s o r durability , an d (iv ) Writte n approva l fromth e Administrato r o f th e fue l specification s mus t b e provide d prio r t o th e star t o f testing . (6 ) Th e specificatio n range , o f th e fuel s t o b e use d unde r paragraph s (b)(2) , (b)(3) , (b)(4) , an d (b)(5 ) o f thi s sectio n shal l b e reporte d i n accordanc e wit h§86.090-21(b)(3) . -64

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### "1

(c ) Fuel s no t meeting th e specification s se t fort hi n thi s sectio n mayb e use d onl ywit hth e advanc e approva l o f the Administrator . (d ) Mixture s o f petroleu man d methano l fuel s £& £ flexibl e fue l vehicles . (1 ) Mixture s o f petroleu man d methano l fuel s use d fo r exhaus t an d evaporativ e emissio n testing an

d servic e accumulatio n fo r flexibl e fue l vehicle s shal l b e withi n th e rang e o f fue l mixture s fo r whic hth e vehicl e wa s designed . (2 ) Manufacture r testing an d servic e accumulatio n mayb e performe d using onl ythos e mixture s (mixture s mayb e differen t fo r exhaus t testing , evaporativ e testing , an d servic e accumulation ) expecte d t o resul t i n th e highes t emissions , provided : (i ) Th e fuel s whic hconstitut e th e mixtur e wil l b e use d i n custome r service , an d (ii ) Information , acceptabl e t o th e Administrator , i s provide d b

yth e manufacture r t o showtha t th e designate d fue l mixture s woul d resul t i n th e highes t emissions , an d (iii ) Writte n approva l fromth e Administrato r o f th e fue l specification s mus t b e provide d prio r t o th e star t o f testing . -65

-P.5 9

(3 ) Th e specificatio n rang e o f th e fuel s t o b e use d unde r paragraph(d)(2 ) o f thi s sectio n shal l b e reporte d i n accordanc e wit h§86.090-21(b)(3) .

-66

-*"-'-fV '••"TF^I V 10 . Ane wSectio n 86.1313-9 4 i s propose d t o b e adde d t o Subpar t N , t o rea

d a s follows : §86.1313-9 4 Fue l specifications . (a ) Otto-cycl e tes t fuel . (1 ) Gasolin e having th e specification s liste d i n Tabl e N94- 1 wil l b e use d b ythe Administrato r i n exhaus t emissio n testing petroleum-fuele d Otto-cycl * engines . Gasolin e having thes e specification s o r substantiall yequivalen t specification s approve d b ythe Adm i M s t re-tor , shal l b e use d b yth e manufacture r i n exhaus t emissio n testing , excep t tha t th e octan e specificatio n doe s no t apply .

-67

-P.6 1 "vn Tabl e N94- 1

Ite m Octane , research , min . Sensitivity , min . Lea d (organic) , g/U.S . (g/ i Distillatio n range : IBP , 1 0 pet . point , 5 0 pet . point , 9 0 pet . point , £p . ma x Sulphur,-."

- ..i'i . wt . Pho^ohorvti, . : xj/\3 . S . (g/ i RVP , Hydrocarbo n composition : Olefins,^- . ma x Ar o -.'..f-y'.; •••&., . - max . Sat mYti S •'••:••';•• : gal . iter )

o p 

### (°C ) o p 

### (°C ) o p 

### (°c ) o p (°C )

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

. pet . pet . / AST M

D269 9 D323 7 D8 6 D8 6 D8 6 D8 6 D8 6 D126 6 D323 1 D32 3 D131 9 D131 9 D131 9 Valu e 9 3 7. 5 (0.050)[1 ] (0.013)[1 ] 75-9 5 (23.9-35 ) 120-13 5 (48.9-57.2 ) 200-23 0 (93.3-110 ) 300-32 5 (148.9-162.8 ) 41 5 (212.8 ) • \ 0.10 .

0.00 5 (0.0013 ) 8.0-9. 2 (60.0-63.4 )

1 0 3 5 [2 ] [1 ] Maximum . [2 ] Remainder . (2 ) Unleade d gasolin e representativ e o f commercia l gasolin e whic hwil l b e generall yavailabl e throughretai l outlet s shal l b e use d i n servic e accumulation . (i ) Th e octan e rating o f th e gasolin e use d shal l b e no t highe r tha n on e Researc hoctan e numbe r abov e th e minimu m recommende d b

yth e manufacture r an d hav e a minimu

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

-68

-•*•" • i " . • (^"inTny'- ' (ii ) Th e Rei d Vapo r Pressur e o f th e gasolin e use d shal l b e characteristi c o f th e moto r fue l use d during th e seaso n i n whic hth e servic e accumulatio n take s place . (3 ) Methano l fue l use d fo r exhaus t an d evaporativ e emissio n testing ari d i n servic e accumulatio n o f methanol-fuele d Otto-cycl e engine s shal l b e representativ e o f commerciall y availabl e methano l fue l an d shal l consis t o f a t leas t 5 0 percen t methano l b yvolume . (i ) Manufacturer s shal l recommen d th e methano l fue l t o b e use d fo r testing an d servic e accumulatio n i n accordanc e wit h paragrap h(3) . (ii ) Th e Administrato r shal l determin e th e methano l fue l t o b e use d fo r testing an d servic e accumulation . (4 ) Othe r methano l fuel s mayb e use d fo r testing an d servic e accumulatio n provided : (i ) The yar e commerciall yavailable , an d (ii ) Information , acceptabl e t o th e Administrator , i s provide d t o showtha t onl yth e designate d fue l woul d b e use d i n custome r service , an d

-69

-P.6 3

(iii ) Us e o f a fue l liste d unde r paragraph(a)(3 ) o f thi s sectio n woul d hav e a detrimenta l effec t o n emission s o r durability , an

d (iv ) Writte n approva l fro mth e Administrato r o f th e fue l specification s mus t b e provide d prio r t o th e star t o f testing . (5 ) Th e specificatio n rang e o f th e fuel s t o b e use d unde r paragraph s (a)(2) , (a)(3) , an d (a)(4 ) o f thi s sectio n shal l h e r^orte d i n accb

_i i - wic h§86.090-21(b ) (3) . (b ) Diese l tesv : fue: . ' (1 ) Th e petroleu mfv-r. s ; fo r testing diese l engine s employe d fo r testing shal l : s clean an d bright , wit hpou r an d cloud point s adequat e fo r operability . Th e petroleu mfue l may contai n nonmetalli c additive s a s follows : Cetan e improver , meta l deactivator , antioxidant , dehazer , antirust , pou r depressant , dye , dispersant , an d biocide . Fuel s specifie d fo r emission s testing ar e intende d t o b e representativ e o f commerciall yavailabl e in-us e fuels . (2 ) Petroleu

mfue l fo r diese l engine s meeting the specification s i n Tabl e N94-2 , o r substantiall yequivalen t specification s approve d b yth e Administrator , shal l b e use d i n exhaus t emission s testing . Th e grad e o f petroleu mfue l use d shal l b e commerciall ydesignate d a s "Typ e 2-D " grad e diese l -70

- 

# Jfue l excep t tha t fue l commerciall ydesignate d a s "Typ e 1-D "

grad e diese l fue l mayb e substitute d provide d tha t the manufacture r ha s submitte d evidenc e t o th e Administrato r demonstrating t o th e Administrator' s satisfactio n tha t thi s fue l wil l b e th e predominan t in-us e fuel . Suc hevidenc e coul d includ e suc hthing s a s copie s o f signe d contract s from customer s indicating th e inten t t o purchas e an d us e "Typ e 1-D " grad e diese l fue l a s th e primaryfue l fo r us e i n th e engine s o r othe r evidenc e acceptabl e t o th e Administrator . Tabl e N94- 2

Ite m Cetan e Numbe r Cetan e Inde x Distillatio n range : IBP , ° F

(°C ) 1 0 pet . point , ° F

<°C ) 5 0 pet . point , ° F

(°C ) 9 0 pet . point , ° F

(°C ) EP , ° F



### (°C ) Gravity , °AP I Tota l sulfur , pet . Hydrocarbo n composition : Aromatics , pet . Paraffins , Naphthene s Olefin s Flashpoint , min. , °F , 

### (°C ) Viscosity , centistoke s [1 ] Minimum . [2 ] Remainder . AST M D61 3 D97 6 D8 6 D8 6 D8 6 D8 6 D8 6 D28 7 D262 2 D131 9 / D131 9 D9 3 D445 Typ e 1- D

40-5 4 40-5 4 330-39 0 (165.6-198.9 ) 370-43 0 (187.8-221.1 ) 410-48 0 (210-248.9 ) 460-52 0 (237.8-271.1 ) 500-56 0 (260.0-293.3 )

40-4 4 0.03-0.0 5 8[1 ] [2 ] 12 0 (48.9 ) 1.6-2. 0 Typ e 2- D 40-4 8 40-4 8 340-40 0 (171.1-204.4 ) 400-46 0 (204.4-237.8 ) 470-54 0 (243.3-282.2 ) 560-63 0 (293.3-332.2 ) 610-69 0 (321.1-365.6 )

32-3 7 0.03-0.0 5 27[1 ] [2 ] 13 0 (54.4 ) 2.0-3. 2

•71

-»T - .--Tr) * (3 ) Petroleu

mfue l fo r diese l engine s meeting the specification s i n Tabl e N94-3 , o r substantiall yequivalen t specification s approve d b yth e Administrator , shal l b e use d i n servic e accumulation . Th e grad e o f petroleu mfue l use d shal l b e commerciall ydesignate d a s "Typ e 2-D " grad e diese l fue l excep t tha t fue l commerciall ydesignate d a s "Typ e 1-D " grad e diese l fue l mayb e substitute d provide d tha t th e manufacture r ha s submitte d evidenc e t o th e Administrato r demonstrating t o th e Administrator' s satisfactio n tha t thi s fue l wil l b e th e predominan t in-us e fuel . Suc hevidenc e coul' 1 ' include . . suc h thing s a s copie s o l signe d contract s fromcustomer s indicating th e inten t t o purchas e an d us e "Typ e 1-D " grad Yi

- 1 fue l a a th e primaryfue l fo r us e i n th e engine s o r othe r evidenc e acceptabl e t o th e Administrator . Tabl e N94- 3

Ite m

Cetan e Numbe r Cetan e Inde x Distillatio n range : 9 0 pet . point , ° F <°C ) Gravity , °AP I Tota l sulfur , pet . Flashpoint , min. , °F , <°C ) Viscosity , centistoke s AST M

D61 3 D97 6 D8 6 D28 7 D262 2 D93 D45 5 Typ e 1- D

40-5 6 min . 4 0 440-53 0 (226.7-276.7)(28 /

39-4 5 0.03-0.0 5 12 0 (48.9 ) 1.2-2. 2 Typ e 2- D

30-5 8 min . 4 0 540-63 0 1.2-332.2 ) 30-4 2 0.03-0.0 5 13 0 (54.4 ) 1.5-4. 5 (4 ) Methano l fue l use d fo r exhaus t an d evaporativ e emissio n testing an d i n servic e accumulatio n o f methanol-fuele d

-72

-P.6 6

diese l engine s shal l b e representativ e o f commerciall y availabl e methano l fue l an d shal l consis t o f a t leas t 5 0 percen t methano l b

yvolume . (i ) Manufacturer s shal l recommen d th e methano l fue l t o b e use d fo r testing an d servic e accumulatio n i n accordanc e wit h paragrap h(4) . (ii ) Th e Administrato r shal l determin e th e methano l fue l t o b e use d fo r testing an d servic e accumulation . (5 ) Othe r fuel s mayb e use d fo r testing an d servic e accumulatio n provided : (i ) The / ar e commerciall yavailable , an d (ii ) Information , acceptabl e t o th e Administrator , i s provide d t o showtha t onl yth e designate d fue l woul d b e use d i n custome r service , an d (iii ) Us e o f a fue l liste d unde r paragraph s (b)(2 ) an d (b)(3 ) o r (b)(4 ) o f thi s sectio n woul d hav e a detrimenta l effec t o n emission s o r durability , an d (iv ) Writte n approva l fromth e Administrato r o f th e fue l specification s mus t b e provide d prio r t o th e star t o f testing .

-73

-(6 ) Th e specificatio nrang e o f th e fuel s t o b e use d

unde r paragraph s (b)(2) , (b)(3) , (b)(4) , an d (b)(5 ) o f thi s sectio nshal l b e reporte di n accordanc e wit h§86.090-21(b)(3) . (c ) Fuel s no t meeting th e specification s se t fort hi n thi s sectio n mayb e use d onl ywit hth e advanc e approva l o f the Administrator . (d ) Mixture s o f petroleu man d methano l fuel s ffl t flexibl e fue l vehicles . (1 ) Mixture s o f petroleu m«a- d methano l fuel s use dfor exhaus t an d evaporativ e emissio n testin g an d servic e accumulatio nfor flexibl e fue l vehic?e s shal l b e withi nth e rang e o f fue l mixture s fo r whic hth e vehicl e wa s designed . (2 ) Manufacture r testin g an d servic e accumulatio nma yb e performe dusin g onl ythos e mixture s (mixture s ma yb e differen t fo r exhaus t testing , evaporativ e testing , an d servic e accumulation ) expecte dt o resul t i n th e highes t emissions , provided : (i ) Th e fuel s whic hconstitut e th e mixtur e wil l b e use d i ncustome r service , an d (ii ) Information , acceptabl e t o th e Administrator , i s provide db yth e manufacture r t o sho wtha t th e designate dfue l mixture s woul dresul t i n th e highes t emissions , an d -74

-WWWTW^FfT V

(iii ) Writte n approva l fromth e Administrato r o f th e fue l specification s mus t b e provide d prio r t o th e star t o f testing . (3 ) Th e specificatio n rang e o f th e fuel s t o b e use d unde r paragraph(d)(2 ) o f thi s sectio n shal l b e reporte d i n accordanc e wit h§86.090-21(b)(3) .

-75

-