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# OAR Box 1140 Prepped by Ryan Dugan



### Document

Number: 

# AA) IV-A-D 1 Docket Number: 

# A-86-0 3

Printed 4/23/20087:58:42 AM

Sheet 44 of 48P. 2 

# n]4AIlX I Tr

, • iriAU G2 2 199 0 U^BA/M R DOCKE

T ENVIRONMENTAL PROTECTIONAGENC Y

4 0 CF R Part s 8 0 an

d 8 6 [AMS-FRL

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

AGENCY : Environmenta l Protectio n Agency .

ACTION : Fina l Rule .

SUMMARY : Today' s Fina l Rul e implement s a ne wnationa l progra mo f diese l fue l qualit ycontrol , completin g actio n o n a recen t EP Aproposa l (5 4 F R 35276 , Augus t 24 , 1989) . Thi s actio n require s tha t refiner s reduc e th e sulfu r conten t o f on-highwaydiese l fue l from curren 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 x specificatio n o f 4 0 (o r mee t a maximu maromatic s leve l o f 3 5 percent) . Bot h reguirement s wil l tak e effec t a t al lP. 3

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

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

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

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



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thi s actio n i s availabl e onl ybyfilin g a petitio n fo r revie wi n th e Unite d State s Cour t o f Appeal s fo r th e Distric t o f Columbi a Circui t withi n 6 0 day s o f publication . Unde r sectio n 307(b)(2 ) o f th e Act , th e reguirement s whic h ar e th e subjec t o f today' s notic e ma y no t b e challenge d late r i n judicia l proceeding s brough t by EP At o enforc e thes e reguirements .

ADDRESSES : Materia l relevan t t o thi s fina l rul e i s containe d i n Publi c Docke t No . A-86-03 . Th e docke t i s locate d i n RoomM-1500 , Watersid e Mal l (groun d floor) , U.S . Environmenta l Protectio n Agency , 40 1 M Stree t SW , Washington , D C 20460 . Th e docke t ma yb e inspecte d betwee n 8 a.m . an

d 3 p.m . Monda ythroug h Friday . Areasonabl e fe e ma yb e charge d b

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



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

d 0.1 0 g/BHP-hr fo r heavy-dut ydiese l truck s beginnin g i n th e 199 4 mode l yea r (5 0 F R 10606 , Marc h 15 , 1985) . Durin g th e rulemakin g process , engin e manufacturer s expresse d concer n tha t sulfu r i n diese l fue l coul d eithe r plu g th e trap-oxidizer s tha t EP Aprojecte 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 EP Aregulat 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 , EP Aresponde d tha t no t enoug h wa 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 regulatoryactio n a t tha t time , bu t tha t i t woul d continu e t o stud yth e issu e and , i f warranted , conside r regulatin g diese l fue l sulfu r content .

I n Jun e o f 1986 , EP Arelease d fo r publi c commen t a stud yprepare d unde r contrac t fo r EP AbyEnergyan d Resourc e Consultants , Inc . (ERC ) an d Sobotk a an

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

d sulfat e particulat e emissions , thi s stud y



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showe d tha t reducin g 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 h lowsulfu r fuel . Th e cos t o f reducing th e fue l sulfu r leve l t o 0.0 5 weigh t percen t wa s estimate d t o b e 1. 2 cent s pe r gallon .
Furthe r studie s o f th e refinerycos t an d engin e lif e issue s wer e undertake n an d a repor t b

ySouthwes t Researc h Institut e (SwRI ) entitle d "Stud yo f th e Effect s o f Reduce d Diese l Fue l Sulfu r Conten t o n Engin e Wear " a s wel l a s a repor t byBonne r an d Moor e Consultants , Inc . (B&M ) entitle d

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

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



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

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

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

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

Avariet yo f contro l option s wer e considere d i n th e rulemakin g developmen t process . Sulfu r contro l o f varyin g level s down t o 0.0 5 weigh t percen t wer e considere d wit h n o chang e i n aromatics . Additionally , aromatics-contro l option s ranging fromn o contro l t o a reductio n t o 2 0 volum e



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

benefit s an

d cos t effectiveness , th e Agenc ydecide d t o propos e sulfu r contro l t o 0.0 5 weigh t percent . Significan t aromatic s contro l belo wcurren t level s wa s no t propose d sinc e th e analysi s o f th e benefit s o f associate d particulat e reductions , whic h di d no t includ e cance r benefits , di d no t demonstrat e th e cos t effectiveness , from a nationa l perspective , o f reducin g th e conten t o f aromatic s i n diese l fue l a t thi s time . EP Apropose d instead t o cap aromatic s a t curren t level s s o a s t o preven t a ris e i n th e future . Thi s wa s propose d t o b e don e b y establishin g a minimu mcetan e inde x specificatio n o f 40 .

Th e cos t o f controllin g diesel-fue l qualit yi s dependen t o n a numbe r o f things , mos t notabl e th e degre e t o whic h segregatio n woul d occu r betwee n on-highwayan d off-highwaydiese l fue l an d th e amoun t o f desulfurizatio n eguipmen t currentl yi n plac e i n th e refining industry . I n th e NPRM th e 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 . Thes e figure s represen t annua l cost s t o th e refining industryo f $83 0 millio n an

d $36 0 million , respectively .



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Ther e ar e a numbe r o f benefit s (bot h financia l an d environmental ) whic h ca n b e attribute d t o diese l fue l sulfu r 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 th e 199 4 mode l yea r wil l likel ynecessitat e th e us e o f exhaus t aftertreatmen t devices . Reduction s i n fue l sulfu r woul d resul t i n smal l reduction s i n engine-ou t particulate , makin g i t somewha t easie r t o compl ywit h th e stringen t 199 4 particulat e standard . Additionally , th e us e o f som e aftertreatmen t device s suc h a s flow-through catalyst s an d catalyze d trap s i s effectivel yprohibite d b ycurren t fue l sulfu r level s a s thes e device s tend t o generat e sulfat e particulat e from

th e fue l sulfur . Reducin g 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 y diesel s (MHDDEs) , $75 2 fo r heav yheavy-dut ydiesel s (HHDDEs ) an

d $70 0 fo r urba n buses .

Th e 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 h lowsulfu r fuel. ' Dependin g upo n th e metho d use d t o evaluat e thes e benefits , an d th e vehicl e clas s evaluated , EP Aestimate d cos t saving s fromsulfu r contro l rangin g from0.8^/ga l t o 30^/gal .



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-Th e thir d are a o f benefit s attribute d t o fue l qualit y

contro l wa s tha t o f emission s an d ai r guality . Substantia l reduction s i n S0 2 an d particulat e matte r emission s beyond th e reduction s resultin g 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 , som e 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 h th e 199 4 particulat e standards . Th e reduction s estimate d i n th e NPRM ar e shown i n Tabl e 1 .



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

[100 0 tons/yr ] Pollutan t 1995[1 ] 2015[l j
Tota l Particulat e 99-19 6 (19%-38% ) «- 2 J 159-32 1 (23%-46% ) Directl y Emitte d 10-2 9 (3%-10% ) 3-3 5 (1%-10% ) Indirec t 89-16 7 (43%-80% ) 156-28 6 (44%-80% ) S0 2 310-58 0 (43%-80% ) 542-99 3 (44%-80% ) H C 1 4 3%[3 l 8 8 12 % C O 14 1 8 % 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 from baselin e emission s o f numbe r tw o fue l oi l use . [3 ] Figure s represen t percen t reductio n frombaselin e fo r mobil e sources .

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-Th e resultin g ai r gualit 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 3 concentration s o f particulat e by2. 3 - 6. 3 yg/ m(i n compariso n t o curren t level s o f 1 8 - 9 0 yg/ m) an d SO, , by 7. 0 - 16. 7 Mg/m 3 (i n compariso n t o curren t level s o f up t o

3 6 7 Pg/ m) . Ai r qualit ybenefit s i n t l effect s an

d visibilit ywer e als o described . 3 6 7 Pg/ m) . Ai r qualit ybenefit s i n th e area s o f healt h

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 regulatin g diese l fue l quality . Th e Draf t Regulator yImpac 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 found i n th e methodology . Th e effec t o f diese l fue l gualit yo n cance r risk s wil l b e addresse d byth e Agenc yi n a stud yo f th e healt h effect s an

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

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

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Tabl e 2

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

Sulfu r Control 1
Wea r Credi t Scenari o Maximu mwea r credi t include d Minimu mwea r credi t include d N o wea r credi t include d Cost-Effectivenes s ($/ton ) -68,14 8 t o -19,25 3 -3,90 6 t o 4,30 4 2,82 6 t o 6,77 3

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

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-Th e effectiv e dat e o f th e diese l fue l regulation s wa s

propose d t o b e Octobe r 1 , 1993 . Thi s dat e wa s consisten t wit h th e join t industryproposa l submitte d t o EP Ab yth e engin e manufacturer s an d oi l refiners . Additionally , a n EP Acontracte 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 bylat 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 h th e 199 4 heavy-dut ydiese l particulat e regulations .

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

d importer s t o retai l outlets . I n term s o f liability , a liabilit yschem e wa s chose n whereb yth e regulate d part yanywher e i n th e distributio n chai n offerin g fo r sale , supplyin g o r transportin g a noncomplyin g fue l woul d b e hel d liable . Additionally , a vicariou s liabilit yprovisio n wa s include d suc h tha t partie s upstream i 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 h the ycoul d exercis e som e control . Aprovisio n wa s als o include d whereb yoff-highway

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-P.1 6 TTprfT'T" " (•"•'"T^n f -•••••- - diese l fue l no t meetin g th e propose d on-highwayfue l standard s mus t b e visibl ydye d i n orde r t o distinguis h i t fromon-highwaydiese l fuel . Finally , th e propose d fue l t o b e use d fo r certificatio n testin g 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 sam e specification s propose d fo r in-us e fuel . Tha t is , i t woul d contai n n o mor e tha n 0.0 5 weigh t percen t sulfu r an d woul d hav e a minimu

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

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

d later .

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

d wa s followe d b ya thirt yda ycommen t period . Durin g th e publi c commen t period , whic h ende d Novembe r 10 , 1989 , comment s wer e receive d frommor e tha n 4 0 parties .

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

EP A"ha 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 rulemakin g although man yo f th e comment s requeste d tha t modification s t o th e propose d rulemaking b e made . Mor e tha n twent yo f th e entitie s commentin g o n th e propose d rulemakin g expresse d stron g support . Commenter s supportin g th e rul e include d fou r governmen t agencie s including th e state s o f Ne wYork , Colorad o an d California ; eigh t refiner s an d refiner s organization s including th e America n Petroleu m Institut e (API) , th e Nationa l Petroleu mRefiner s Associatio n (NPRA) , an d th e Rock

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

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

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

Issue : Smal l Markete r Impact s

I n th e notic e o f proposed , rulemakin g an d th e draf t regulatoryimpac t analysis , EP Adi d no t specificall y analyz e th e potentia l impact s o f th e rul e o n th e segment s o f th e distributio n system 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 som e sever e impact s o n smal l marketer s i n th e downstrea msegmen t o f th e distributio n system .

Summaryo f th e Comment s

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

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

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

mmarketers . Al l o f thes e variou s entitie s claime d tha t th e rul e woul d hav e potentiall ysever e impact s o n th e segment s o f th e industrydownstreamo f bul k terminals . Mos t notably , the ycalle d fo r a stud yo f th e impact s o f havin g a segregate d fue l 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 mmarketin g industry .

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PMAA , NEFI , an

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

d marketin g segregate d numbe r tw o distillat e fuels . PMA Aargue d tha t i t woul d cos t a n 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 h th e averag e cos t t o handl e segregate d fuel s bein g abou t 1. 5 cent s pe r gallon . Marketer s fo r who mth e increase d cos t t o handl e segregate d fuel s woul d b e prohibitiv e woul d b e face d wit h significan t losse s o f customer s accompanie d wit h significan t losse s o f revenue s according t o PMAA .

Bot h ESP Aan

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

d plant s ar e mor e likel yt o b e abl e t o handl e segregate d fuel s an d woul d therefor e hav e a considerabl e advantag e i n bein g abl e t o ad d t o thei r custome r bas e by pickin g up customer s los t b yothe r marketers . Furthermore , the yclai mtha t i t i s rathe r commonplac e fo r smal l marketer s t o compet e directl ywith

- thei r suppliers . Th e mai n fea r associate d wit h thi s situatio n i s tha t supplier s ma yb e abl e t o restric t th e availabilit yo f on e o r bot h fuel s t o th e smal l marketer s an d us e thi s leverag e t o tak e ove r some o f th e market s serve d b yth e smal l marketers .

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-P.2 1

Fo r a variet yo f reasons , man ycommenter s expresse d a desir e fo r th e entir e poo l o f diese l fue l t o b e subjec t t o uniformstandards . ESPA , PMAA , SBA , GreshamPetroleu m Co. , SIGMA , an

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

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

d shi p transportation . Finally , man

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

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

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-P.2 2

b e pursued . Ne wYor k an d Colorad o eve n wen t s o fa r a s t o argu e tha t th e rul e shoul d b e phase d i n earl ya s low-sulfu r fue l become s available . O n th e othe r hand , NEF I fel t tha t th e extensio n o f fue l sulfu r regulation s t o th e entir e poo l coul d pus h u p th e pric e o f heatin g oi l t o a poin t wher e i t woul d b e les s competitiv e wit h othe r heatin g 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 h suppl y coul d b e affected . First , they

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

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

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

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-P.2 3

o f on-highwayfuel , whic h PMA Aargue s woul d resul t i n shortages . Furthermore , ESP Aargue d tha t EPAha d no t evaluate d th e capabilitie s o f latera l pipeline s t o handl e segregate d fuel s an d tha t th e smalle r latera l pipeline s ma y no t b e abl e t o handl e tw o grade s o f diese l fuel , whic h woul d creat e suppl yshortage s o f on e o r th e othe r grad e o f fuel . Analysi s o f Comment s
Give n th e potentia l fo r impact s o n th e distributio n systemidentifie d bycommenter s an d th e genera l lac k o f soli d informatio n wit h whic h t o mak e soun d analyses , EP A decide d t o fun

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

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

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impact s o n smal l marketer s woul d b e low . Th e followin g 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 operatin g characteristic s o f petroleu mmarketin g firm s a s wel l a s th e overal l attribute s o f th e market . I n addition , informatio n wa s gathere d o n th e variou s cost s associate d wit h purchasin g ne weguipmen t an d carryin g o n operation s wit h segregate d fuel . Base d o n th e dat a gathered , severa l ke yattribute s o f th e marketer s wer e identified . On e o f th e mos t importan t wa s th e marketer' s size . T o gaug e th e effect s o f fir

msize , fou r differen t siz e classification s wer e developed . Marketer s wer e modele d a s havin g annua l distillat e sale s o f $400,000 , $ 1 million , $2. 5 million , o r $ 5 million . Give n tha t th e annua l distillat e sale s o f some marketer s ca n b e a s hig h a 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 byth e ne wrule . I n addition , firm s wer e classifie d a s bein g i n eithe r a stron g o r wea k financia l position . "Strong " firm s wer e modele d usin g media n financia l dat a fo r eac h grou p whil e "weak " firm s represen t th e lowes t quartil e data . Othe r characteristi c variable s whic h wer e use d i n th e modelin g include d existin g eguipmen t (singl e o r multipl e distillat e storag e tanks , possessio n o r nonpossessio n o f compartmentalize d deliver y trucks) , degre e o f fi t betwee n th e size s o f an yexistin g

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multipl e tank s an

d th e sale s distributio n o f th e fuels , an d th e proportio n o f distillat e sale s comin g fromon-highway fuel .

I n term s o f th e marketin g environment , i t wa s decide d tha t ther e wer e tw o mai n marke t characteristic s whic h neede d t o b e modeled . Thes e tw o characteristic s wer e th e densit yo f marketer s i n th e give n marke t are a an d th e relativ e sale s o f on - an d off-highwayfuel s i n th e region . Market s wer e describe d a s havin g eithe r a hig h densit yo f marketer s (typica l o f urba n areas ) o r a lo wdensit yo f marketer s (i.e. , rura l areas) . Thi s paramete r affecte d th e competitiv e environmen t face d byindividua l firm s an d wa s als o associate d wit h suc 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 h t o specializ e i n onl yon e typ e o f fuel . A s fo r th e sale s spli t betwee n on - an d off-highwayfuel , IC F identifie d tw o characteristi c markets . On e wa s th e Ne wEngland area , wher e widesprea d us e o f hom e heatin g oi l result s i n on-highwayfue l bein g a relativel ysmal l portio n o f tota l sales . Fo r othe r area s o f th e country , sale s ar e mor e nearl ybalanced , although off-highwayus e stil l ha s a smal l edg e fo r th e customer s service d b ysmal l marketers . Base d o n th e collecte d data , IC F identifie d sale s split s o f 8 0 percen t off-highway/2 0 percen t on-highwayan d 6 0 percen t off-highway/4 0 percen t on-highwaya s bein g appropriat e fo r

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-P.2 6

modelin g th e relativ e sales . Therefore , th e four characteristi c market s use d i n th e analysi s consis t o f market s wit h a hig h concentratio n o f marketer s wit h eithe r predominantl yoff-highwa ysale s o r relativel yeve n sale s split s an

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

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

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

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

d segregatin g 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 fou r tenth s o f a cen t pe r gallon . Som e marketer s woul d fin d specializin g 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 segregatin g t o b e th e cheapes t response . I n area s wit h a lowdensit yo f marketer s an d relativel yeve n sale s o f on -

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-P.2 8

an d off-highwayfuels , most
- marketer s woul d fin d segregating t o b e th e leas t costl yoptio n wit h cost s ranging fromtw o t o fou r tenth s o f a cen t pe r gallon . Thus , i n al l case s th e cost s wer e relativel ysmall .

ICF' s analysi s o f th e marke t condition s showe d tha t mos t o f th e cos t increase s shoul d pas s throug h t o consumer s withou t significan t decrease s i n th e demand fo r fuel . Consequently , mos t marketer s shoul d b e abl e t o cop e wit h th e additiona l cost s withou t significan t impact s o n thei r businesses , although some o f th e weake r firm s ma y experienc e som e difficulties . I t shoul d als o b e note d tha t ther e wer e tw o possibl e marke t response s no t specificall y analyze d byIC F whic h woul d represen t lowe r cos t solution s fo r marketer s i n som e cases . First , marketer s locate d nea r terminal s coul d increas e th e amoun t o f deliverie s mad e directl yfromterminals , thu s bypassin g som e o f th e nee d fo r investment s i n capita l eguipmen t an d possibl yreducing handlin g cost s fo r th e fuel . Second , dependin g o n th e response s o f refiner s an d pipeline/termina l operators , i t i s possibl e tha t some market s o r eve n region s o f th e countrywil l switc h exclusivel yt o usin g low-sulfu r fuel , thereb ycompletel yeliminatin g 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 tw o option s wil l occu r i s difficul t t o predict . Further , a t leas t fo r increasin g deliverie s

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-P.2 9

direc t fro

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

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

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

A s discusse d late r i n thi s Preamble , today' s actio n contain s a two-yea r extensio n fo r qualifyin g smal l refiners . Thi s smal l refine r extensio n i s no t expecte d t o adversel yaffec t smal l marketers . Althoug h a thir d clas s o f diese l fue l wil l b e created , marketer s wil l no t b e reguire 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

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-thir d clas s o f fue l sol d durin g th e shor t perio d o f th e

exemptio n i s no t expecte d t o b e grea t enough t o disadvantag e marketer s choosin g t o no t carryth e fuel . Regardin g th e possibilit yfo r competitiv e disadvantage s wit h large r marketer s an d terminals , result s o f th e IC F stud

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

thi s rule .

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-P.3 1

Concernin g th e issu e o f establishin g a uniform standar d fo r th e entir e poo l o f diese l fuel , EP Adoe 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 EP Aha s authorit yt o regulat e emission s from stationarysource s unde r certai n circumstances , EP A currentl ylack s direc t authorit yt o se t nationa l standard s wit h respec t t o th e conten t o f fue l no t use d fo r highwa y purposes . Furthermore , th e availabl e leadtime betwee n no w an d 199 4 i s probabl yinsufficien t fo r refiner s t o mak e th e 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 th e appropriat e contro l t o implemen t fo r th e off-highway market . Thi s woul d involv e th e developmen t o f additiona l cos t an d benefi t informatio n fo r dealin g wit h off-highway fuels . I n addition , sinc e n o suc h actio n ha s bee n proposed , i t woul d involv e developin g a ne wrulemakin g proposal . Thi s i s a length yprocess , an

d i t woul d clearl y no t b e possibl e t o regulat e th e sulfu r conten t o f thes e fuel s b

y1994 . No r coul d th e Agenc ydelayimplementatio n o f on - highwa yfue l contro l beyond 1994 . Implementatio n o f contro l by199 4 i s necessar ybecaus e o f th e expecte d introductio n i n tha t yea r o f contro l hardwar e o n heavy-dut y diese l engine s whic h wil l requir e low-sulfu r fue l fo r prope r functioning .

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-Whil e i t i s no t feasibl e t o requir e th e entir e poo l t o

b e desulfurized , i t shoul d b e pointe d ou t tha t ther e i s n o prohibitio n agains t th e off-highwayus e o f low-sulfu r fuel . Low
- sulfu r fue l ca n b e use d fo r an ydesire d application . Indeed , i f th e marke t force s ar e suc h tha t i t i s mor e economica l fo r muc h o f th e fue l poo l t o mee t th e standard s fo r on-highwayfuel , the n tha t i s wha t wil l likel yhappen . Th e rul e a s propose d provide s th e maximu m flexibilit yfor . th e handlin g o f off-highwayfuel s an d heatin g oils .
Concernin g th e possibl e upsettin g o f th e competitiv e balanc e betwee n on-highwaytruc k transportatio n an d rai l an d shi p transportation , EP Adoe s no t believ e tha t th e rul e wil l hav e a significan t effec t o n thi s balance . EP Aha s see n n o evidenc e -tha t a smal l differenc e i n fue l price s woul d lea d t o truc k transportatio n bein g noncompetitiv e wit h othe r mean s o f transportation . Mor e importantly , i n man yinstances , rai l o r shi p transportatio n woul d no t b e abl e t o replac e truc k transportation . Regardin g th e issu e o f misfueling , EP Aagree s tha t havin g a uniform standar 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 , EP Aha s constructe d a n

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-P.3 3

enforcemen t schem e (describe d late r i n thi s preamble ) whic h shoul d minimiz e th e potentia l fo r misfueling .
Marketer s hav e argue d tha t setting-u p a segregate d fue l syste mwoul d involv e an increas e i n inventorysinc e th e tw o product s woul d no t b e readil yinterchangeable . N o quantitativ e estimate s o f th e nee d fo r increase d inventory wer e mad e bymarketers , no r wa s th e clai mo f resultan t shortage s substantiated . EP Abelieve s tha t th e factor s affectin g th e amoun t o f inventorykep t bymarketer s ar e comple x an

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

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

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-period . Suc h a n increas e i n demand shoul d b e readil y

manageabl e fo r th e shor t tim e befor e inventorie s wer e establishe d an

d demand returne d t o norma l levels .
With

- respec 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 y affecte d i s th e RockyMountai n region . Thi s area , unlik e th e res t o f th e country , i s fairl yrelian t o n fue l produce d b ysmal l independen t refiners , whic h ma yhav e some difficult ymeetin g th e sulfu r requiremen t b yOctobe r 1993 . However , th e extensio n bein g provide d fo r smal l refinerie s t o alleviat e leadtime constraint s shoul d als o mitigat e shortage s i n th e Rock yMountains . (Se e discussio n i n separat e section. ) Fo r othe r regions , AP I comment s indicat e tha t th e producer s o f th e fue l wil l b e abl e t o suppl ysufficien t amount s o f low-sulfu r fuel . _ • I n fact , accordin g 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 h ca n b e use d i n al l applications ) t o avoi d th e burden s o f segregation . Thus , EP Ai s convince d tha t refiner s wil l b e abl e t o produc e enoug h on-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 h segregate d products , leading t o shortage s o f on-highwayfue l du e t o

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to o man

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

d th e presenc e o f majo r marketers . Bot h o 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 throug h marketin g outlet s o f th e majo r oi l companies .

Th e las t issu e raise d concerne d th e effec t o f thi s rul e o n smal l latera l pipelines . Contraryt o ESPA' s claims , th e repor t don e b ySC I examinin g th e effec t o f EPA' s proposa l o n th e produc t distributio n networ k di d loo k a t th e abilit yo f latera l pipeline s t o handl e segregate d

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

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fuels.[3 ] SC I indicate d tha t i f thes e entitie s wer e t o hav e a proble mwit h compliance , i t woul d b e i n storing th e segregate d product s a t th e en d o f th e pipeline , a proble m simila r t o tha t face d b ysmal l marketers . However , SC I foun d tha t segregatio n o f high

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

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

Issue : Smal l Refine r Impact s
Prio r t o issuing th e notic e o f propose d rulemaking , EP Acontracte d wit h Sobotk a Consultant s Inc . (SCI ) t o evaluat e th e impact s o f sulfu r contro l o n smal l refiners . Usin g a n aggregat e refinin g model , thi s stud yconclude d that , fo r thos e smal l refinerie s capabl e o f financin g 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 som e segment s o f th e industrywoul d b e

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-economicall yunabl e t o compl yo r coul d b e somewha t

economicall ydisadvantaged . i n an ycase , i t wa s reasone d tha t refiner s unabl e t o compl ywit h th e rul e woul d stil l b e abl e t o continu e productio n b ysellin g th e fue l produce d int o the

- off-highwaymarket . Comment s o n th e proposa l argue d strongl ytha t th e smal l refiner s impact s woul d b e muc h wors e tha n projecte d b yEPA , an

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

Summaryo f Comment s

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

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

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

mgasolin e volatilit y(RVP ) an d RCR

A requirements . Frontie r argue d tha t EPA' s ow n leadtime analysi s indicate d tha t smal l refiner s woul d fin d i t mor e difficul t tha n larg e refiner s t o compl ywit h bot h RV P an d sulfu r contro l i n th e same tim e period . Witc o furthe r requeste d tha t EP Aallo wextension s fo r case s i n whic h delay s ar e cause d b ydifficultie s i n obtaining necessary constructio n permits .
Reflectin g a n overal l concer n wit h leadtime , smal l refiner s a s a grou p seeme d t o believ e tha t a n 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 a n extensio n o r a n exemption . Request s fo r extension s argue d fo r a s muc h a s fiv e additiona l year s (Frontie r Refining) . Th e AIR A

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

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

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

I n additio n t o commenter s requestin g som e formo f extensio n o r exemption , fou r refiner s expresse d a n interes t i n banking , trading , and/o r averaging o f sulfu r credits , whil e th e AP I an d th e Engin e Manufacturer s Associatio n (EMA ) oppose d an

ybankin g an

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

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

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-P.4 0

objecte d t o extensio n o f an yfor mo f relie f t o smal l refiner s o n th e basi s tha t thes e refiner s wer e participant s i n developin g th e origina l agreemen t an d wer e sufficientl y protecte d byit s provision s leaving th e off-highwaymarke t unregulated .
Furthermore , commenter s argue d tha t some region s o f th e countr yd 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 becom e depresse d i n pric e du e t o a projecte d increas e i n competitio n fo r off-highwaymarkets . Fo r instance , AIR A claime d tha t man

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

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

Th e SC I stud

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

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refiner s argue d tha t th e cost s fo r majo r refiner s t o remov e sulfu r fromth e fue l ma yhav e bee n underestimate d also . EP Aha s no t undertake n ne wanalyse s t o confirmo r den yan y o f th e cos t estimate s presented . However , i t i s apparen t tha t even - i f th e fue l cost s wer e substantiall yhigher , th e rul e woul d stil l b e quit e cos t effective . Regardles s o f uncertaintie s o n costs , EP Aconcur s wit h smal l refine r group s arguing tha t smal l refiner s ma ynee d mor e leadtime beyond 199 4 t o compl ywit h th e rule . Eve n fo r majo r refineries , th e leadtime i s alread yshort . API , Chevron , an

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

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

d instal l th e necessarycapita l equipmen t i n tim e 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 continuin g delay s wil l forc e refiner s t o purchas e foreign-mad e equipment . Accordin g t o Phillips , "U S engineers , sho p fabricator s an d constructor s wil l b e straine d t o simultaneousl yfil l al l order s resultin g from EPA' s fina l rule. "

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

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engineerin g expertis e an d i n gettin g permit s tha n large r refiners . Th e EP Aleadtime analysi s pointe d t o constructio n an

d engineerin g availabilit yconstraint s a s bein g a possibl e bottlenec k i n th e procuremen t o f equipmen t t o compl ywit h th e rule , especiall ywit h simultaneou s demand s fromRVP requirements . Thi s indicatio n tha t constructio n an

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

ysmal l refiner s ma yno t hav e bee n awar e o f th e agreemen t bein g develope d byth 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 plannin g an d desig n 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 financin g fo r th e necessar yengineerin g an d constructio n o f th e desulfurizin g equipmen t tha n ar e majo r refiners . Th e EP Aleadtime analysi s wa s base d o n th e assumptio n tha t raisin g 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 spendin g fo r refineryupgrade s i s onl ya portio n o f th e tota l capita l budget . However , thi s

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assumptio n i s les s applicabl e t o smal l refiner s tha n i t i s t o majo r oi l companies . Indeed , th e EP Aleadtime analysi s acknowledge d tha t firm s tha t operat e purel yo r principall y i n refining woul d tend t o hav e th e greates t difficult yi n raising th e capita l require d byenvironmenta l regulations . Furthermore , smalle r refinerie s ar e les s likel yt o hav e an y existin g desulfurizatio n capacit yan d therefor e ar e face d wit h a proportionatel ybigge r tas k a t proportionatel y greate r expens e tha n majo r refiners .
Give n thes e facts , th e Agenc ybelieve s i t woul d b e appropriat e t o provid e smal l refiner s a limite d extensio n befor e requiring ful l complianc e wit h th e rule . However , EP Abelieve s tha t th e amoun t o f tim e requeste d bysmal l refiner s i s excessiv e an d tha t th e situatio n doe s no t justif yan extensio n o f mor e tha n tw o years . Fo r example , action s take n byth e Californi a Ai r Resource s Boar d (CARB ) indicat e tha t smal l refiner s i n Californi a ar e expecte d t o nee d onl ya on e yea r extensio n t o mee t th e same sulfu r standar d i n tha t State . I n th e 198 9 rulemakin g i n whic h CAR 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 sam e tim e a s thi s rule , smal l refiner s wer e allowe d a on e yea r extensio n fo r meetin g th e sulfu r specification . However , i t shoul d b e note d that , i n th e cas e o f California , smal l refiner s no t abl e t o compl yb yth e en

d o f th e extensio n

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

O n th e othe r hand , two additiona l year s shoul d b e full yadequat e t o mee t th e need s o f smal l refiners . Atw o yea r extensio n woul d provid e a tota l o f fiv e year s o f leadtime , whic h th e SC I repor t indicate d woul d b e sufficien t t o allo wenough facilitie s t o b e buil t t o desulfuriz e th e entir e fue l pool . Th e rule , therefore , allow s up t o a tw o yea r extension , although i t seek s t o provid e significan t incentives , i n th e 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 ]

I n additio n t o requiring smal l refiner s t o mee t som e interi mlevel s o f control , eithe r through us e o f existin g desulfurizatio n capacit yo r through fue l blendin g wit h low-sulfu r blendstock , EP Abelieve s i t i s necessar yt o preven t th e us e o f thi s fue l i n vehicle s equippe d wit h 199 4 o r late r mode l yea r diese l engines . Man yo f thes e engine s ar e expecte d t o emplo yadvance d emission s contro l

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

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-technolog ywhic h i 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 functionin g o f thes e device s an

d must , therefore , b e prevented . I t i s als o importan t t o limi t th e extensio n t o thos e smal l refiner s wh o wil l actuall yus e i t t o ai d i n complyin g wit h th e rule . Tha t is , refiner s wh o pla n t o eventuall ydiscontinu e sal e o f on-highwayfue l rathe r tha n instal l ne wequipmen t shoul d no t b e eligibl e fo r a n extension . Finally , an y extensio n shoul d b e structure d t o preven t smal l refiner s fro m selling mor e on-highwayfue l unde r th e term s o f th e extensio n tha n the ysol d i n prio r years . Thi s i s neede d bot h t o limi t th e exces s emission s fromth 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 , EP Aha s develope d a limite d smal l refineryextension . Th e detail s o f th e extensio n follow .

Fue l wit h a sulfu r conten t greate r tha n 0.0 5 weigh t percen t bu t whic h meet s th e appropriat e sulfu r limi t describe d i n Tabl e 3 an d meet s th e othe r specification s fo r on-highwaydiese l fue l describe d i n thi s rule , ma yb e produce d bysmal l refiner s according t o th e eligibilit y requirement s describe d below . Suc h fue l wil l b e referre d t o a s exempte d on-highwaydiese l fuel .

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

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-P.4 7

Th e sulfu r level s specifie d i n Tabl e 3 actuall y represen t significan t reduction s fromth e curren t sulfu r level s o f smal l refiners . Curren t sulfu r level s o f diese l fuel s produce d bysmal l refiner s averag e mor e tha n 0.2 5 weigh t percen t an d i n manycase s approac h 0. 5 weigh t percent , s b thes e level s wil l forc e smal l refiner s t o mak e interi mreduction s i n th e sulfu r conten t o f thei r fuels . Smal l refiner s wil l b e force d t o eithe r mak e bette r us e o f existing desulfurizatio n equipmen t o r blend thei r outpu t wit h low-sulfu r diese l stoc k i n orde r t o compl ywit h th e interi m sulfu r standards . Thus, , although th e ful l benefi t o f th e 0.0 5 weigh t percen t standar d wil l no t b e realize d fo r smal l refiner s durin g th e extensio n period , ther e wil l b e significan t reduction s fromcurren t levels .
Smal l refinerie s wil l b e define d accordin g t o th e siz e criteri a establishe d fo r smal l refiner s i n th e lead phase-dow

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

d require s that :

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

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

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Th e abov e capacitie s shal l b e measure d i n term s o f th e averag e o f th e actua l dail yfeedstoc k us e o f th e affecte d refiner s o r refinerie s durin g th e perio d Januar yl , 198 8 t o Decembe r 31 , 1989 . Thes e average s wil l b e calculate d a s barrel s pe r calenda r day .
Th e extensio n wil l b e limite d t o qualifyin g U.S . domesti c smal l refineries . I n orde r t o qualify , a smal l refine r mus t als o demonstrat e a commitmen t t o produc e diese l fue l wit h a 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 sho wtha t capita l commitment s t o mak e th e necessarymodification s t o suppl ylowsulfu r fue l hav e bee n made . Evidenc e o f capita l commitment s t o mak e modification s shal l includ e copie s o f execute d an d bindin g contract s fo r desig n an d construction , an d copie s o f approve d permit s fo r constructio n o f th e eguipment . I n addition , t o qualif yfo r th e secon d yea r o f th e extension , th e smal l refine r mus t provid e evidenc e b yJul y1 , 199 4 tha t on-sit e constructio n ha s begun . Thes e provision s wil l ensur e tha t onl yrefiner s intending t o mak e modification s allowing the m

t o produc e complyin g fue l a t th e en d o f th e extensio n perio d wil l b e allowe d t o mak e us e o f th e extensio n period .

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

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volum e sol d b

ya refinerydurin g eithe r o f th e tw o year s o f th e exemptio n wil l b e limite d t o th e averag e o f th e annua l amoun t o f on-highwayfue l produce d a t th e refiner ydurin g th e perio d Octobe r 1 , 198 9 t o Septembe r 30 , 1990 . On-highwayfue l productio n wil l b e estimate d fromamount s reporte d a s on-highwaydiese l fue l fo r Federa l excis e ta x purposes . Thi s amoun t ca n includ e fuel s fo r whic h th e refineryreporte d th e sale s a s wel l a s a portio n o f th e fue l sol d throug h license d re-sellers . Th e on-highway portio n o f th e fuel s sol d through license d re-seller s ma y b e assume d t o b e th e same a s th e averag e on-highway fractio n o f sale s reporte d bytha 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 h sulfu r content s o f mor e tha n 0.0 5 weigh t percen t i n 199 4 an d late r mode l yea r vehicles , an yexempte d fue l produce d fo r on-highwayconsumptio n whic h ha s a sulfu r conten t o f greate r tha n 0.0 5 weigh t percen t wil l b e segregate d from fue l o f sulfu r conten t o f les s tha n 0.0 5 weigh t percent . Th e segregatio n programwil l contai n th e followin g provisions :

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

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

yvolum e Colo r Inde x (CI ) solven t blu e 9 9 an d 1 2 percen t byvolum e C I solven t re d 16 6 a t a minimu

mconcentratio n o f 2 0 part s pe r millio n byvolume . 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 h a sulfu r conten t o f les s tha n 0.0 5 weigh t percent . I n addition , retailer s carryin g exempte d fue l mus t mee t th e following requirements :

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

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

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-P.5 1

EP Abelieve 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 recognizin g manufacture r concern s regarding recal l liability . Thi s extensio n shoul d permi t smal l refiner s wh o inten d to " compl ywit h th e rul e bu t wh o ma ynee d additiona l tim e t o compl yt o d o s o withou t seriousl ydisruptin g 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 fro mexpandin g sale s o r b y selling lowe r grad e product s int o a premiu mmarke t o n a n equa l footing .

A t th e sam e time , EP Arecognize s tha t ther e ma yb e some increas e i n th e possibilit yo f misfuelin g i n th e shor t term . However , th e Agenc ybelieve s tha t th e segregatio n provisions , th e limit s o n sulfu r conten t an d th e vehicl e labeling provision s wil l minimiz e bot h th 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 a n issu e coul d b e complicate d becaus e i t coul d b e difficul t fo r manufacturer s t o determin e whethe r o r no t a vehicl e ha d bee n misfueled . EP Awil l conside r thi s facto r i n workin g wit h manufacturer s i n resolving suc h implementatio n issues .

I n a n analogou s setting , EP Aexempte 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

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-P.5 2

specia l leadtime problem s faced , bythis.-group. " 3 8 Federa l Registe r 3374 0 (1976) , se e 4 0 CF R §80.-20(b)(1976) . Th e lead regulatio n wa s uphel d wit h respec t t o severa l othe r issue s i n Ethy l Corp . v . EPA , 54 1 F.2 d (D.C . Cir)(e n banc) , cert , denied , 42 6 U.S . 94 1 (1976) . Congres s late r specificall yprovide d b ystatut e fo r a limite d exemptio n fo r smal l refiner s fromth e lead conten t requirement s unde r CA A§211(g) , se e Smal l Ref . Lea d Phase-Dow n Tas k Forc e v . EPA , 70 5 F.2 d 50 6 (D.C . Cir . 1983) .

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

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covere d b

yth e exemption , as - wel l a s fo r th e othe r provision s include d i n thi s Fina l Rule .
Th e abov e extensio n t o th e rul e shoul d provid e smal l refiner s wit h sufficien t additiona l leadtime s o tha t thos e refiner s actuall yintending t o compl ywit h th e rul e wil l b e abl e t o d o so . Therefore , a sulfu r bankin g an d tradin g programi s no t necessar yt o assis t smal l refiner s i n complyin g wit h th e rule . Suc h a programi s als o undesirabl e fromth e standpoin t tha t i t woul d b e difficul t t o implemen t an

d enforc e i n th-i s setting wher e differen t type s o f fue l ar e availabl e a t th e sam e time .
Th e propose d extensio n shoul d als o alleviat e som e o f th e problem s face d byrefiner s locate d i n region s wit h limite d off-highwaymarkets . However , i t shoul d als o b e pointe d ou t tha t lac k o f a loca l marke t fo r off-highway fue l woul d no t necessaril ypreclud e a refine r fromsellin g fue l intende d fo r off-highwayuses . A s ESP Aan d IFTO Ahav e pointe d out , region s wit h larg e demand s fo r off-highway fue l als o tend t o impor t larg e amount s o f suc h fue l ove r grea t distances . Wit h th 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 shippin g costs .

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-P.5 4

Issue : Level s o f th e Standard s

I n .the notic e o f propose d rulemaking , EP Apresente d justification s fo r th e level s o f contro l selecte d fo r bot h sulfu r an

d aromatics . Som e commenters , however , expresse d th e opinio n tha t th e level s o f contro l selecte d ma yno 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 h sulfu r an d aromatic s wer e appropriate . EMA , API , mos t manufacturer s an d mos t refiner s supporte d bot h th e 0.0 5 weigh t percen t limi t fo r sulfu r an d th e 4 0 cetan e inde x cap fo r aromatics . However , ther e wer e a fe w commenter s wh o woul d hav e like d t o hav e see n a highe r limi t o n sulfu r conten t a s wel l a s a fe wgovernmen t agencie s wh o requeste d tighte r control s o n aromatics .

IFTOA , ESPA , NEFI , an d Frontie r Refinin g al l questione d whethe r o r no t th e sulfu r leve l o f 0.0 5 weigh t percen t wa s optimized . IFTO Aan d NEF I bot h claime d tha t havin g a uniformsulfu r leve l fo r th e entir e poo l woul d b e desirabl e bu t onl yi f th e allowabl e sulfu r leve l wa s highe r tha n 0.0 5 weigh t percent . Bot h organization s indicate d tha t requiring heatin g oi l t o mee t a sulfu r standar d o f

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-P.5 5

0.0 5 weigh t percen t woul d increas e th e cos t o f heatin g oi l to o muc h t o b e tolerable . ESP Aclaime d tha t EP Aha d faile d t o live u p t o it s obligatio n t o fin d th e optima l sulfu r leve l citin g 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 Refinin g (referring t o th e difficultie s face d b ysmal l refiner s i n complyin g wit h th e rule ) aske d EP At o evaluat e th e feasibilit yo f a highe r limi t fo r sulfu r claimin g tha t an yloosening o f th e sulfu r reguirement s woul d eas e th e burden s o n smal l refiners .
Th e State s o f Colorad o an d Californi a a s wel l a s th e Cit yo f Denve r requeste d tha t tighte r control s b e place d o n aromatic s (i n additio n t o askin g fo r direc t measuremen t o f aromatic s levels-..--a s th e mean s o f control) . Californi a woul d lik e t o se e consistenc ywit h it s ow n rule s fo r diese l fue l qualit ywhic h specif ya maximu maromatic s conten t o f 1 0 volum e percent . Denve r an d th e Stat e o f Colorad o ar e attemptin g 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 combatin g 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 sulfu r leve l o f 0.0 5 weigh t percen t i s indee d th e bes t

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-leve l o f sulfu r contro l whic h ca n b e selecte d wit h

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

Aals o believe s tha t highe r level s woul d no t b e acceptable . 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 h respec t t o establishin g a singl e standar d fo r al l middl e distillate , a s ha s previousl ybee n discussed , EP Awoul d no t b e abl e t o rel yo n th e authorit y i t ha s use d fo r thi s rul e an d i t woul d nee d t o institut e a ne wproceedin g i f an ysuc h effor t wer e t o b e undertaken . Therefore , thi s fina l rul e retain s th e sulfu r standar d a s proposed .

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-Regardin g 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 , EPA believe s that , o n a nationa l basis , th e cost s o f reducing th e aromatic s leve l ar e no t currentl yjustifie d b yth e concomitan t reductio n i n particulat e emissions . EP A conclude d tha t reducin g th e aromatic s leve l t o 2 0 volum e percen t woul d cos t a n incrementa l 3.2 4 cent s pe r gallon . A t th e same time , th e additiona l reduction s i n particulat e matte r emission s woul d b e onl ymarginal . EP Acalculate d th e cos t effectivenes s o f reducing th e aromatic s leve l t o 2 0 volum e percen t t o b e betwee n $310,75 1 an d $560,37 8 pe r to n o f particulat e matte r compare d t o a maximu mo f $6,77 3 pe r to n o f particulat e matte r fo r sulfu r control . I n 1995 , fo r instance , contro l o f sulfu r conten t t o 0.0 5 weigh t percen t i s expecte d t o resul t i n a ne t reductio n o f 1 9 percen t o f th e particulat e attributabl e t o th e on-highway us e o f diese l fue l whil e contro l o f aromatic s conten t t o 2 0 volum e percen t woul d resul t i n a reductio n o f onl ytw o percent . However , thi s analysi s doe s no t includ e an assessmen t o f th e potentia l impac t o h cance r risk , whic h i s a n issu e that , a s note d earlier , wil l b e addresse d byEP A i n a separat e action . Therefore , EP Ai s no t attempting t o reduc e aromatic s conten t i n diese l fue l wit h thi s action . Furthermore , additiona l leadtime woul d b e require d i f suc h a requiremen t wer e t o b e imposed , whic h woul d furthe r delay th e effectiv e dat e o f thi s rule .

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-P.5 8

Issue : Winter-tim e blendin g o f jet-A , kerosene . o r

numbe r on e fue l oi l t o reduc e th e cloud poin t an d pou r poin t o f numbe r tw o diese l fue l Durin g winte r months , diese l fue l i s typicall yblende d wit h jet-A , kerosene , o r numbe r on e fue l oi l t o lowe r th e cloud poin t i n col d climat e regions . Undilute d numbe r tw o diese l fue l typicall yha s a clou d poin t (the temperatur e a t whic h a cloud o f wa x crystal s firs t appears ) o f around 12°F . Sinc e th e consequence s o f suc h solid s pluggin g fue l line s o r othe r engin e part s ar e catastrophic , operator s an d fue l supplier s tak e th e precautio n o f blendin g numbe r tw o diese l fue l wit h lighte r fuel s t o ensur e tha t th e mixtur e wil l no t reac h it s cloud point . I n th e notic e o f propose d rulemaking , EP Areguire d tha t al l fuel s use d a s on-highway diese l fue l mee t th e sulfu r an d aromatic s specifications , regardles s o f th e tim e o f year , withou t specificall y statin g ho wfuel s blende d wit h on-highwaydiese l fuel s woul d b e handled .

Summar yo f th e Comment s

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

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

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blendin g 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 Rocky, Mountai n Oi l an d Ga s Associatio n al l submitte d comment s requestin g a winter-tim e exemptio n t o allo wth e blendin g o f kerosene-typ e fuels , whic h ma yhav e a sulfu r conten t o f greate r tha n 0.0 5 weigh t percent , int o th e on-highwaydiese l fue l market . Chevro n pointe d ou t that , whil e th e AST M sulfu r specificatio n fo r jet- Afue l i s 0. 3 weigh t percent , th e nationa l averag e fo r sulfu r conten t o f thi s commo n blendin g fue l ha s remaine d nearl yconstan t averaging betwee n 0.0 5 an d 0.0 6 weigh t percen t fo r th e pas t te n years . Chevro n propose d tha t EP Afinaliz e th e rul e wit h a winter-tim e blendin g 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 h 3 1 wit h a maximu msulfu r conten t fo r th e blende d fue l t o b e se t bya cooperativ e testin g program wit h EM At o determin e th e maximu mfue l sulfu r conten t whic h 199 4 an

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

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-P.6 0

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

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

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-P.6 1

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 tw o diese l fuel . Sinc e th e propose d regulation s onl yinclud e fuel s intende d fo r us e a s an on-highwaymoto r fuel , jet- Aan d kerosen e wil l no t b e covere d b yth e regulation s unles s the y hav e bee n designate d a s bein g intende d fo r us e a s a diese l fuel . Th e dyein g requiremen t i s t o distinguis h diese 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 meetin g th e specification s fo r on-highwayfuel , woul d b e indistinguishabl e fromon-highwaydiese l fuel . Sinc e th e jet- Aan d kerosen e blendstock s hav e physica l propertie s whic h naturall ydistinguis h them from numbe r tw o diese l fuel , an

d a s suc h inherentl yrequir e them t o b e segregate d fromnumbe r tw o diese l fuel , the ywoul d no t nee d t o b e dye d t o distinguis h themfromon-highwaydiese l fuel . I n addition , sinc e kerosen e an d jet- Atyp e fuel s cos t abou t fiv e cent s pe r gallo n mor e tha n numbe r tw o diese l fuel , dyein g shoul d no t b e neede d a s a n incentiv e fo r keepin g thes e fuel s segregate d fromth e on-highway diese l fue l market . Numbe r on e diese l fuel , however ; woul d b e covere d byth e dyein g requirement s du e t o it s designatio n a s a diese l fuel .

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

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-P.6 2

' Jf , • • ~It[ T . - - - - -
th e Nationa l Institut e fo r Petroleu man d Energ

yResearc h (NIPER ) indicat e tha t th e averag e sulfu r content s o f jet- A an d numbe r on e diese l ar e fairl yclos e t o 0.0 5 weigh t percent , whic h woul 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 tha n 0.0 5 weigh t percen t t o cove r th e need s fo r winte r blendin g wit h on-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 sulfu r conten t ha s bee n fairl yconsisten t ove r th e pas t decade . Fo r numbe r on e diesel , whic h ha s a n AST M specificatio n fo r sulfu r conten t o f 0. 5 weigh t percent , th e nationa l averag e fo r sulfu r conten t i n 198 9 wa s 0.06 4 weigh t percent . However , onl yth e are a designat e b yNIPE R a s th e centra l regio n ha d a n averag e sulfu r - conten t o f greate r tha n 0.0 6 weigh t percent . Give n th e broa d nationa l distributio n o f fuel s suitabl e fo r blendin g wit h numbe r tw o diese l fuel , EP A believe s tha t th e marke t wil l b e abl e t o suppl ysufficien t quantitie s o f blendin g fuel s wit h lowsulfu 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 fromth e sulfu r requirement s d o no t appea r t o b e necessaryan d al l on-highwaydiese l fuel , blende d o r not , wil l b e require d t o mee t th e 0.0 5 weigh t percen t sulfu r standard .

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Issue : Testin g o f Fue l Sulfu r Level s

EP Apropose d usin g AST M standar d tes t metho d D-262 2 fo r 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 establishin g a defens e t o a n allege d violation . However , othe r tes t method s no t specificall ymentioned , wit h varyin g complexit yan

d accuracy , ar e available .

Summaryo f th e Comment s
Navista r supporte d th e Agency' s selectio n o f D-2622 , sayin g 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 EP Aallo wth e us e o f ASTM

- D-4294 , whic h i s a n energ ydispersiv e x-ray technique . The yclaime d tha t i t i s les s expensiv e an d provide s equivalen t accuracy . Chevro n als o suggeste d tha t D-429 4 i s acceptabl e fo r us e wit h carefu l qualit ycontrol . PG T als o suggeste d tha t roun d robi n testing o f suc h alternativ e tes t procedure s b e performe d t o establis h equivalenc yt o AST M D-2622 . Chevron , Conoc o an d PG T recommende d tha t EP Aus e th e ASTM D-262 2 tes t a s th e referenc e test . Amoc o an d Phillip s als o suggeste d tha t th e Agenc yallo wth e us e o f othe r methods .

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

Th e tes t metho d propose d b yEP Arepresent s th e metho d whic h wil l b e use d byth e Agenc yfo r enforcemen t complianc e purposes . Defense s containe d i n th e propose d regulation s require d tha t sulfu r testing according t o AST M D-262 2 b e complete d byrefiner s o r importer s t o establis h a defens e t o a n allege d violatio n o f th e rule . N o specifi c tes t metho d requirement s wer e propose d fo r othe r affecte d parties . A s note d b yth e commenters , th e equipmen t necessaryt o complet e ASTM D-262 2 i s costly . Th e alternativ e tes t metho d recommende d byPenzoi l an d Princeto n Gamma-Tech , ASTM D-4294 , ma yb e essentiall ya s accurat e a s AST M D-2622 , ye t cost s ar e significantl yless . Th e Agenc yrecognize s tha t i t ma yb e desirabl e fo r manyo f th e regulate d partie s t o b e abl e t o procur e th e AST M D-429 4 equipmen t fo r oversigh t testing . Therefore , EP Aha s decide d tha t fo r purpose s o f establishing a defens e t o a n allege d violatio n o f th e sulfu r percentage , a regulate d part yma yus e th e AST M standar d tes t metho d D-4294 . Th e defendan t wil l b e responsibl e t o suppor t it s dat a wit h a qualit ycontro l pla n an d demonstrat e th e abilit yt o accuratel yperformthi s tes t method . Furthermore , partie s usin g thi s tes t metho d fo r defens e purpose s mus t hav e 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 th e tes t

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-P.6 5

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

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

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

I n it s proposal , th e Agenc ycite d evidenc e tha t highe r aromatic s level s i n diese l fue l coul d potentiall y contribut e t o highe r emissions . Th e Agenc ythu s sawi t a s desirabl e t o preven t th e aromatic s level s o f diese l fuel s 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 , EP Achos e t o us e a minimu mcetan e inde x o f 4 0 a s a surrogat e fo r cappin g aromatics .

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

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-P.6 6

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 fro mthi 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 nothin g t o increas e th e cetan e inde x abov e th e minimu

m valu 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 a n alternativ e t o th e minimu m cetan e index o f 40 . Phillip s Petroleu

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

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

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-P.6 7 --j.,,.-.,,- , . . - ; - Volkswage n suggeste d tha t th e appropriat e cetan e numbe r shoul d b e 45 .
Navista r supporte d th e minimu mcetan e inde x standard , an d th e us e o f ASTM-D97 6 fo r it s determination . I t wen t further , however , t o sugges t that , becaus e o f th e minimu m cetan e inde x (whic h wa s establishe d t o cap aromatic s levels) , th e Agenc yshoul d als o includ e a maximu maromatic s leve l o f 43 % fo r it s diese l tes t fuels . Analysi s o f th e Comment s

Th e Agency' s goa l i n establishing a minimu 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 M tes t metho d D 976 , wa s selecte d becaus e o f it s simplicit yi n use , acceptanc e b

yth e industry , an d th e fac t tha t i t i s mos t directl ycontrolle d b yth e densit yo f th e fue l whic h i s strongl yinfluence d b yth e aromatic s conten t o f th e fuel . However , ther e i s nothin g uniqu e abou t th e cetan e inde x whic h woul d preclud e th e alternativ e us e o f othe r method s o f controllin g 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 objection s t o th e establishmen t o f a n optiona l maximu m aromatic s specification . Th e Agenc ycannot , however , establis h th e

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-P.6 8

maximu ma s 4 5 percen t sinc e thi s i s wel l abov e curren t averag e levels . Th e result s o f MVMA' s survey s o f diese l fue l sho wtha t th e averag e aromatic s level s i n recen t year s hav e bee n i n th e 3 0 t o 3 5 percen t range . Therefore , thi s fina l rul e provide s a n optiona l 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 meetin g th e cetan e inde x specification . Th e aromatic s conten t shal l b e determine d usin g AST M tes t metho d D-1319 , a s i s currentl yuse d fo r EP Ates t fue l specification .
Concernin g th e comment s b yPhillips , Mobi l an d Volkswagen , EP Anote s tha t th e purpos e o f th e cetan e inde x specificatio n establishe d her e i s t o cap aromatic s a t approximatel ycurren t levels . Th e Agency , therefore , see s n o reaso n fo r i t t o establis h a . 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 byth e market , an d EP Asee s n o reaso n tha t thi s shoul d b e change d bythi s rule . Finally , EP Adisagree s wit h Navista r wh o argue d tha t i t i s appropriat e t o includ e a maximu maromatic s leve l o f 4 3 percen t fo r certificatio n fuel s t o maintai n consistenc y wit h th e minimu

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

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

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

Issue : Dyein g o f Off-HighwayFue l

Th e Agenc ypropose d tha t an ydiese l fue l whic h doe s no t sho wvisibl e evidenc e o f bein g dye d shal l b e considere d t o b e availabl e fo r us e i h 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 by undye d produc t whic h ma yb e use d fo r othe r purposes .

Summaryo f th e Comment s

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

d Ga s Association , an d th e Petroleu

m Marketer s Associatio n o f Americ a (PMAA ) al l expresse d suppor t fo r dyein g 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 dyein g a t th e refineryleve l woul d b e difficul t wherea s th e Independen t Fue l Termina l Operator s

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-P.7 0

Associatio n (IFTOA ) recommende d tha t dyein g b e don e a t th e termina l leve l t o preven t suppl yproblems . Th e Ne 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 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 n o advers e healt h effect s ar e know

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

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

Aan d th e IFTO

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

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

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-P.7 1 Phillip s Petroleu

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

PMA

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

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

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

d minimu

mcetan e inde x standards . Th e inten t wa s fo r th e dy e t o b e adde d a t th e earlies t poin t i n th e distributio n network , namel yb yth e refine r o r importer , s o tha t thi s visua l clu e woul d facilitat e detectio n o f misfuelin g o r blendin g o f noncomplyin g diese l fuel s a t al l points . Althoug h th 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 b e base d o n actua l analysi s o f diese l fue l sample s according t o th e ASTM tes t method s specifie d i n thi s regulation .

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-P.7 2
Suppor t b

yMobil , Phillips , an d Amoc o clearl y indicate s tha t th e refinin g industr ysupport s th e dyein g concept . Thi s approac h ha 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 h effect s o r mechanica l problem s attributabl e t o th e specifi c dy e require d b

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

EP Ai s awar e tha t th e specifi c dy e require d byth e regulation s wil l no t normall yb e blu e whe n adde d t o diese l fuel . Du e t o th e characteristi c yellowis h colo r o f diese l fuel , upo n dyein g 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 h fiel d personne l wil l b e looking for . Th e Agenc ywil l no t recommend specifi c dy e concentration s t o b e used , a s th e regulatio n require s visibl e evidenc e o f th e dy e bein g added . Liabl e partie s bea r th e burde n o f addin g sufficien t dy e t o accomplis h th e goa l o f th e dyein g programo r ris k fue l bein g teste d a s on-highwayfuel . A s severa l commenter s pointe d out , re d o r

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-P.7 3

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

Severa l partie s pointe d ou t tha t th e possibilit y exist s tha t residua l dy e ma yb e presen t from deliverie s o f off-highwayfue l whe n a truc k i s subsequentl yuse d fo r on-highwayfuel . However , base d upo n typica l dy e concentration s used , th e presenc e o f th e dy e wil l no t b e a proble ma 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 enough residua l fue l wer e presen t t o caus e visibl e coloration , th e 0.0 5 weigh t percen t sulfu r standar d woul d als o b e exceeded . I n an yevent , fo r enforcemen t purposes , colo r alon e woul d no t b e use d t o establis h a violation . A fue l sampl e woul d b e analyze d an d i f th e sulfu r o r cetan e standard s wer e exceeded , the n a violatio n woul d hav e occurred . I f residua l sulfu r conten t i s hig h enoug h t o rais e th e leve l o f th e on-highwayshipmen t abov e th e standard , the n a violatio n ha s occurred .

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-P.7 4

'< Phillip s Petroleum' s concer n regardin g wate r haz e i n diese l fue l cause d b yth e dy e wa s no t raise d b yan yothe r commenters . Furthermore , Phillip s faile d t o suppl yan y dat a t o suppor t it s concerns . Ther e i s n o informatio n availabl e - t o th e Agenc ywhic h indicate s tha t thi s i s a significan t proble man 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 . Althoug h th e additio n o f dy e t o diese l fuel s i s use d b yothe r countrie s a s a mean s t qdiscourag e ta x evaders , i t i s no t EPA' s functio n t o initiat e suc h a programhere . EP Aagree s wit h th e commenter s pointin g ou t tha t undye d fue l wil l i n man ycase s b e use d fo r off-highway application s a s wel l a s on-highway . Therefore , i t woul d no t b e accurat e t o conside r al l undye d fue l t o b e on-highwayfue l fo r ta x purposes .

Issue : Enforcemen t Liabilit ySchem e

EP Apropose d an optio n fo r th e presumptio n o f lega l liabilit yfo r diese l fue l standard s violation s whic h covere d al l partie s i n th e distributio n chain . Th e scheme als o include d a vicariou s liabilit yprovisio n whereb y partie s upstream

i n th e distributio n chai n ca n b e hel d responsibl e fo r violation s whic h ar e foun d a t downstream

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-prov e complianc e wit h the- - standard s an d creat e an unfai r economi c burden . Bot h SIGM Aan d PMA Abelieve d tha t spuriou s claim s wil l tak e enormou s amount s o f tim e an d mone yt o defend agains t claim s o f contaminatio n o r marketin g noncomplyin g diese l fuel . SIGM Aspecificall y oppose d a n 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 programt o tes t eac h incoming an d outgoin g load wil l b e a n enormou s cos t burden .

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

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

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facilitie s ove r whic h the ycoul d exercis e som e 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 samplin g an d testing o f product .

Summaryo f th e Comment s

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

d lead phasedow n regulations . Phillip s ha d additiona l concern s ove r th e hug e pape r trai l an d comple x certification s programwhic h ma yb e necessar yt o overse e downstrea

mdistributor s an

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

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

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

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

Th e liabilit yprovision s propose d b yEP Afo r th e diese l fue l regulation s ar e basicall yidentica l t o thos e use d i n th e Agency' s lead contaminatio n regulation s an d volatilit yregulations . The yplac e responsibilit yfo r complyin g wit h th e standard s fo r sulfu r percentag e an d cetan e inde x a t al l level s i n th e distributio n chain . Thi s include s th e vicariou s liabilit yo f upstream partie s fo r violation s foun

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

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-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 downstreamdistributor 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 h th e RV P regulation s currentl yimpos 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 y differen t aspect s o f contro l whic h woul d necessitat e th e Agenc yt o conside r a differen t scheme . Th e availabilit yo f a n oversigh t programa s par t o f a defens e agains t presumptiv e an

d vicariou s liabilit yi s necessar yt o encourag e th e 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,--and-

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

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-P.7 9

part yinvolved , bu t the yshoul d b e sufficien t t o allo wtru e qualit ycontrol .
Testin g a s par t o f a n oversigh t progra mrequire s refiner s an

d importer s t o us e th e AST M standar d tes t metho d D-262 2 i n th e propose d regulations . A s alread ystated , EP A wil l allo wth e us e o f AST M tes t metho d D-429 4 result s fo r a n oversigh t programdefens e byal l partie s covere d b y thes e regulations .

A s par t o f an oversigh t program , thes e ar e n o 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 noncomplyin g produc t i t woul d b e necessar yt o attemp t t o retriev e th e fue l o r diver t i t t o a n off-highway use . I t i s possibl e tha t th e paperwor k an d invoice s whic h currentl yar e associate d wit h diese l fue l distributio n wil l b e sufficien t t o trac k th e flo wo f fue l throug h th e chain . Thi s paperwor k trai l ca n als o b e use d byupstreampartie s t o specif yth e fue l qualit yo f deliverie s t o downstream parties .

EP Abelieve 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 . Manywholesal e purchaser-consumer s wil l b e tempte d b yth e expecte d pric e differentia l t o switc h on - an d off-highway

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

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

EP Apropose d tha t an yundye d diese l fue l woul d b e considere d on-highwa yfue l whil e off-highwa yfue l woul d b e dye d wit h a blu e dye . Som e independen t marketer s impor t off-highwa ydiese l fue l fro mCanad a whic h ha s alread ybee n dye d red .

Summar yo f th e Comment s

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

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-P.8 1

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

An yimporte d diese l fue l intende d fo r off-highwayus e wil l hav e t o b e dye d wit h th e blu e dy e specifie d i n today' s regulations . Apparently , th e re d dy e whic h i 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 re d dy e omitte d a t th e shipping point . Importer s o f heatin g oi l whic h i s undye d wil l hav e t o ad d blu e dy e t o th e fue l a t th e poin t an

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

Issue : Testin g Variabilit yfo r Complianc e

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

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-Summaryo f th e Comment s

Th e America n Petroleu mInstitut e (API) , Phillips , an d Amoc o al l raise d concern s tha t th e sulfu r 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 RockyMountai 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 h pointe d ou t tha t th e reproducabilit yo f th e AST M tes t metho d D-262 2 i s 0.00 8 weigh t percen t a t th e 9 5 percen t confidenc e limit . Thi s fac t woul d effectivel yrequir e refiner s t o mee t a 0.04 2 weigh t percen t standar d fo r sulfu r a t al l time s i f the y woul d expec t t o alway s tes t belo w0.0 5 weigh t percent . API , Amoc o an

d RMOG Aagree d tha t thi s wil l requir e lowe r en d "stacking " o f margin s an d wil l requir e blendin g belo w th e standard , whic h coul d b e a seriou s an d costl y disadvantag e t o th e manufacture r an d a n 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 ypercen t penalt ybelo wth e standard , whic h i 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

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-neede d t o sho wcomplianc e i s outsid e th e agreemen t reache d

byth e concerne d industries . Amoc o state d tha t many refiner s wil l us e les s expensiv e instrument s whic h wil l hav e precisio n an d reproducibilit yinferio r t o tha t require d b

yAST M tes t metho d D-2622 . Th e fina l regulation s therefor e neede d a statemen t t o establis h a 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 , throug h recor d keeping , tha t eac h blend teste d i s les s tha n th e EP Astandard , an d i n addition , th e averag e o f al l blend s wa s belo wth e standar d b yth e tes t complianc e margin . AP I believe d thi s woul d b e a reasonabl e an d effectiv e basi s fo r compliance . Analysi s o f th e Comment s

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

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

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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 th e sulfu r conten t o f moto r vehicl e diese l fue l wer e found t o contai n 0.0 6 weigh t percen t sulfur , thi s woul d b e considere d a violatio n o f th e regulatorystandar d tha t coul d subjec t liabl e partie s t o enforcemen t action .

Issue : Enforcemen t fo r Misfuelin g

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

yusin g noncomplyin g fue l i n thei r eguipmen 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 Rocky Mountai n Oi l an

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

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

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

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- P.8 5

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

API , RMOG

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

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

Th e propose d regulation s establishe d a n enforcemen t scheme whic h include s al l partie s i n th e distributio n chain . Simila r t o othe r fue l regulation s enforce d byEPA , th e individua l wh o misfuel s thei r ow n vehicl e i s no t specificall ycovere d bythi 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 own fuelin g wh o ar e flee t operator s o r person s i n th e busines s o f servicin g o r leasing moto r vehicle s o r moto r vehicl e engine s (whic h woul d includ e nearl yal l heavy-dut yoperation ) woul d b e covere d b

yth e tampering prohibitio n containe d i n Sectio n 203(a)(3 ) o f th e Act .

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

noncomplyin g fue l ma yrende r inoperativ e thos e specifi c device s o r element s o f desig n fo r whic h complyin g fue l i s required . Thi s constitute s tamperin g an d i s a violatio n o f th e Ac t fo r whic h th e Agenc ydoe s pursu e enforcement . I f instance s aris e wher e misfuelin g i s occurrin g wher e th e part ydoin g th e misfuelin g i s a covere d part yunde r Sectio n 203(a)(3) , th e Agenc yma yundertak 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 . N o consideratio n wa s give n t o th e possibilit y o f exemptin g an

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

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

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

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

_fue l i s importe d fromPacifi c Resources , Inc . an d th e remainin g 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 fromSingapor e i s unlikel yan d th e government , whic h i s th e sol e owne r o f fue l storin g tankage , ha s facilitie s fo r storing onl yon e grad e o f fue l withou t goo d prospect s fo r bein g abl e t o ad

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

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-Rule . Aprimar yreaso n fo r promulgatin g th e . rul e i s t o

provid e low-sulfu r fue l necessaryfo r th e prope r operatio n o f 199 4 an

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

III . Descriptio n o f th e Fina l Rul e

Thi s sectio n summarize s th e contro l measure s containe d i n today' s fina l rule . Th e detaile d reguirement s ma yb e foun d i n thei r entiret yi n th e regulation s publishe d wit h today' s fina l rule .

A . Commercia l Fue l Requirement s



### 1 . Standard s

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

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

m aromatic s conten t o f 3 5 percen t byvolume .

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-Th e onl yexceptio n t o thes e requirement s i s a tw o yea r

extensio n o f th e effectiv e date , wit h variou s interi m restrictions , applicabl e t o qualifyin g smal l domesti c refiners . Unde r thi s extensio n an yfue l produce d b

ysmal l refiner s fo r on-highwayus e i s require d t o hav e a sulfu r conten t o f 0.2 5 weigh t percen t o r les s afte r Septembe r 30 , 1993 , 0.1 0 weigh t percen t o r les s afte r Septembe r 30 , 1994 , an d 0.0 5 weigh t percen t o r les s afte r Septembe r 30 , 1995 . 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 th e distributio n networ k ar e covere d b ythes e regulations , including refiners , importers , distributors , carriers , resellers , retai l an d wholesal e purchaser-consumers . An y diese l fue l fo r us e i n moto r vehicle s mus t compl ywit h th e th e applicabl e standard s whe n introduce d int o commerce , sold , offere d fo r sale , supplied , offere d fo r supply , dispensed , o r transported . Onc e diese l fue l ha s bee n introduce d int o th e distributio n network , th e fue l mus t compl ywit h thes e standard s a t al l point s u p t o an d

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

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

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

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

c . Testin g Methodologie s Fou r testin g methodologie s ar e include d i n thi s Fina l Rule . Th e firs t one , AST M standar d tes t metho d D 2622-87 , determine s th e percentag e o f sulfu r i n th e diese l fue l bymean s o f X-ray spectrometry . Th e secon d test , AST M standar d tes t metho d D 4294-83 , determine s th e percentage , o f sulfu r i n th e diese l fue l bymean s o f nondispersiv e x-rayfluorescenc e spectrometry . Th e thir d test , AST M standar d metho d D 976-80 , i s a metho d fo r estimatin g th e AST M cetan e inde x o f th e diese l fue l fromth e AP I gravit yan d mid-boilin g point . Finally , AST M standar d tes t metho d D 1319-8 8 i s

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P.9 2

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

-91

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

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- r —T-^r-T--riTTiT

- ' "•<' - -r-- P - . -

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

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

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

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

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

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

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•rr - WJW^tyfurjTr^^f^

'•- -vr- - - - -

- — : - segregation , th e regulation s cal l fo r dyein g o f th e fuel , dispensin g 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 h a sulfu r conten t o f 0.0 5 weigh t percen t o r less .

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

d o f th e extensio n period , an

d wil l b e limite d a s t o th e maximu mamoun t o f on-highwayfue l produceabl e unde r th e extension .
Smal l refinerycapacit ylimitation s ar e a s follows . First , th e refineryi n questio n mus t hav e a crud e oi l o r bon a fid e feedstoc k capacit yo f 50,00 0 barrel s pe r da yo r less . Second , th e refinerymus t b e owne d o r controlle d b y a refine r wit h a tota l combine d crud e oi l o r bon a fid e feedstoc k capacit yo f 137,50 0 barrel s pe r da yo r less . Thes e capacitie s ar e t o b e measure d i n term s o f th e averag e o f th e actua l dail ycrud e oi l o r bon a fid e feedstoc k us e durin g th e perio d Januar y1 , 198 8 throug h Decembe r 31 , 1989 , calculate d a s barrel s pe r calenda r day . Furthermore , onl yrefinerie s locate d i n a State , th e Distric t o f

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Columbia , th e Commonwealt h o f Puert o Rico , th e Virgi n Islands , Guam , America n Samo a o r th e Commonwealt h o f th e Norther n Marian a Island s ar e eligibl e fo r a n extension . Refine r capacit yrelativ e t o th e 137,50 0 barrel s pe r dayo r les s limi t refer s t o worldwid e capacit yowne d o r controlle d bytha t refiner . Participatin g smal l refiner s wil l als o b e require d t o demonstrat e byJul y1 , 199 3 a commitmen t t o produc e diese l fue l meetin g th e 0.0 5 weigh t percen t limi t byOctobe 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 necessar y equipmen t an

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

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-on-highwayportio n o f th e fuel s sol d throug h license d

re-seller s ma yb e assume d t o b e th e sam e a s th e averag e on-highwayfractio n o f sale s reporte d bytha t customer , unles s suitabl e evidence , acceptabl e t o th e Administrator , indicate s otherwise .

B . Fue l Specification s fo r Vehicl e Certificatio n an d Othe r Complianc e Testin g Certificatio n fue l use d fo r 1991-199 3 mode l yea r engine s shal l contai n 0.1 0 sulfu r percentag e b yweigh t (±0.0 2 weigh t percent) . Beginnin g wit h th 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 x o f 40 . Al l othe r complianc e testin g (e.g. , recall , selectiv e enforcemen t audits ) wil l b e conducte d usin g tes t fuel s meetin g th e sam e sulfu r specification s a s th e tes t fue l use d i n certifyin g th e particula r mode l yea r vehicl e bein g tested . Tha t is , 1991-199 3 mode l yea r engine s woul d b e teste d wit h fue l containin g 0.1 0 sulfu r percentag e byweigh 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 h fue l havin g a sulfu r conten t rangin g from0.0 3 t o 0.0 5 sulfu r percentag e b yweigh t an

d a minimu

m cetan e inde x o f 40 .

-97

-P.9 9

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

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 x specificatio n o f 4 0 t o 199 4 an d late r servic e accumulatio n fuels . Thi s valu e wa s inadvertentl yomitte d from th e proposal . Th e secon d chang e

-98

-P. 1

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

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

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

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

-99

-P. 2

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 found tha t th e cos t an d competitiv e impact s o f thi s Actio n o n smal l marketer s woul d generall y b e smal l an

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

V . Administrativ e Designatio n an d Regulator yAnalysi s

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

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

-100

-P. 3 ' "T"'T T "

earlie r i n thi s preamble , o f th e cance r ris k assessmen t whic h wa s found t o contai n significan t errors .
Th e Regulator yImpac t Analysi s ha s bee n place d i n th e publi c docke t reference d a t th e beginnin g o f today' s notice . I n addition , intereste d partie s ma yobtai n singl e copie s throug h a writte n reques t t o th e publi c contac t liste d previously .
Thi s regulatio n wa s submitte d t o th e Offic e o f Managemen t an

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

VI . Reportin g an

d Recordkeepin g Requirement s

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

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

-101

-P. 4 'T\J* l' l ^n^|'H(» , t7^'».?»* ,l '^'* , T!W^TT^irj'-T»-^*j i

including tim e fo r reviewin g instruction s an d completin g an d reviewin g th e collectio n o f information .

Send comment s regardin g th e burde n estimat e o r an y othe r aspec t o f thi s collectio n o f information , includin g suggestion s fo r reducin g thi s burden , to :

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

an d t o the :
Offic e o f Informatio n an d Regulator yAffair 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 . Statutor yAuthorit y
Authorit yfo r th e action s include d i n today' s fina l rul e i s grante d t o EP Ab 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) .

-102

-P. 5 "T'H'T'IWJ'' T " " n *TJ T . " •—"-. - • ra
### VIH. Lis t o f Subject s
4 0 CF R Par t 8 0

Fue l additives , Diese l fuel , Incorporatio n b y reference , Moto r vehicl e pollution , Penalties , Reportin g an d recordkeepin g requirements .
4 0 CF R Par t 8 6
Administrativ e practic e an d procedures , Ai r pollutio n control , Diese l fuel , Moto r vehicles , Labeling , Moto r vehicl e pollution , Reportin g an d recordkeepin g requirements .

DATE : Administrato r

-103

-P. 6

- ~ r T<f"' : F^rUfn«»'- \

For th e reason s set ou

t i nth e preamble , Part s 8 0 an d8 6 o f Titl e 4 0 o f th e Code o f Federa l Regulation s are amende d as follows :
PART 80—REGULATION O F FUEL S AN

D FUEL ADDITIVE S

1 . The "Authority " citatio nfo r Par t 8 0 continue s t o rea das follows : Authority : Section s 114 , 21 1 an d301(a ) of th

e Clea nAi r Ac t a s amended , 42- US.C . 7414 , 754 5 an d7601(a) .

2 . Sectio

n80. 2 i s amende

d b y revisin

g paragraph s (h) , (j) / (1) » (n) , (o) , (r) , an d(t) , an

db y addin g ne w paragraph s (w) , (x) , (y) , (z) , (aa ) an d(bb ) t

o rea das follows :

§ 80. 2 Definition s
(h ) "Refiner

y mean s a plan

t a t whichgasoline o r diese l fue l i s produced . (j ) "Retai l outlet " mean s an y establishmen t a

t which gasoline or diese l fue l i s soldo r offere

d fo r sal e fo

r us e in moto r vehicles .P. 7

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

r store s o

r cause s th

e transportatio

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

t an y point betweenan y gasoline o

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

r a distributor an d

- t resell s o

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

r facilitie s are not substantiall y owned , leased , o r controlledb

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

nthat i s a

nultimat e consume r of gasoline o r diese l fue l an

dwhichpurchase s o r obtain s gasoline o r diese l fue l fro m a supplie r fo

r us e i

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

t leas t 550-gallo n capacity

substantiall y

under th

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

g stock s o

r components , o

r diese l fue l fro

m a foreig ncountr

y into th

e Unite

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

dth e Norther

nMarian

a Islands) . 

### -2 -P. 8

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

o transport s o

r store s o

r cause s th

e transportatio

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

r otherwis e havin

g an y ownershi po f th

e gasoline o

r diese l fuel , an

dwithou t alterin

g eithe r th

e quality

o r quantity

o f th e gasoline o

r diese l fuel .
(w ) "Cetan

e index " o

r "Calculate

dcetane index " i s a number representin

g th e ignitio

npropertie s o f diese l fue l oil s fro m AP I gravity

an dmid-boilin

g point as decermined b y AST M standar d metho

dD 976-80 , entitle d "Standa . dMethod s fo r Calculated Cetane Inde xo f Distillat e Fuels" . ASTM tes t metho

d D 976-8 0 i s incorporate db y reference . Thi s incorporatio nb y referenc e wa s approve db y th e Director of th

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

cop y ma y b e obtainedfro

m th e America

nSociety

fo r Testin

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

cop y ma y b e inspecte

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

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

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

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

r percentage " i s th e percentage of sulfu r as determinedb

y AST M standar

dtes t metho

dD 2622-87 , entitled "Standar

dTes t Metho

dfo r Sulfu r i nPetroleu

m Product s b

y X-Ra y

-3 -P. 9

Spectrometry" . ASTM tes t metho

dD 2622-8 7 i s incorporate d b y reference . Thi s incorporatio nb y referenc e wa s approve db y th e Director o f th

e Federa l Registe r inaccordanc e wit h5 U.S.C . 552(a ) an

d1 CF RPar t 51 . A

cop y ma y b e obtaine

dfro m th e AmericanSociety

fo r Testin

g an dMaterials , 191 6 Rac e Street , Philadelphia , P

A 19103 . A

cop y ma y b e inspecte

da t th e Ai r Docke t Sectio

n(A-130) , Roo

m M-1500 , U.S . Environmenta l Protectio

nAgency , Docke t No . A-86-03 , 40 1 M Street , S.W. , Washington , D.C . 2046 0 o r a t th e Offic e of th

e Federa l Register , 110 0 L Street , N.W. , Roo m 8401 , Washington , D.C . 20005 . (z ) "Aromati c content " i s th e aromati c hydrocarbo n conten t i

nvolum

e percent as determine db y AST M standar

dtes t metho dD 1319 - 88 , entitle d"Standar

dTes t Metho

dfo r HydrocarbonType s i nLiqui dPetroleu

m Product s b

y Fluorescen t Indicator Adsorption" . AST M tes t metho

dD 1319-8 8 i s incorporated b

y reference . Thi s incorporatio nb y referenc e wa s approve db y th e Director of th

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

cop y ma y b e obtained fro m th e America

nSociety

fo r Testin

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

cop y ma y b e inspecte

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

m M-1500 , U.S . Environmenta l Protectio

nAgency , Docke t No . A-86-03 , 40 1 M Street , S.W. , Washington , D.C . 2046 0 o r a t th e Offic e of th

e Federa l Register , 110 0 L Street , N.W. , Roo m 8401 , Washington , D.C . 20005 . -4 -P.1 0
T f n .TT- , (ip^yTp ,

(aa ) "Smal l refinery " mean s a domesti c diese l fue l refiner y
(1 ) Whichha s a crude oi l o r bonafide feedstock capacity o f 50,00 0 barrel s per da y o r less , an

d
(2 ) Whichi s not owne do r controlledb

y an y refiner wit h a tota l combine

dcrude oi l o

r bonafide feedstock capacity greate r tha

n137,50 0 barrel s per day .
Th e abov e capacitie s shal l b e measuredi

nterm s of th

e averag e o f th

e actua l dail y

utilizatio

nrate s o f th

e affected refiner s o

r refinerie s durin g th e perio

dJanuar

y 1 , 198 8 t

o Decembe r 31 , 1990 . Thes e average s wil l b e calculateda s barrel s pe r calenda r day . (bb ) "Exempte

d on-highwa

y diese l fuel " mean s an y diese l fue l whichi s produce db y a smal l refiner

y unde r th

e provision s o f section s 80.29(a)(2 ) an d80.2 9 (c) . (x ) "Diese l fuel " mean s an y fue l sol di

nan y Stat e an

d suitabl e fo

r us e i

ndiese l motor vehicle s an ddiese l moto r vehicl e engines , an dwhichi s commonl y o r commerciall y

know no r sol das diese l fuel .

-5 -P.1 1

3 . Ne

w sectio n80.2 9 i s added , t o rea da s follows :

§ 80.2 9 Control s an dprohibition s o

ndiese l fue l quality .
(a ) Prohibitedactivities . (1 ) Excep t as provide di nsubparagrap

h(2) , beginnin

g Octobe r 1 , 1993 , n o refiner , importer , distributor , reseller , carrier , retailer o r wholesal e purchaser-consume r shal l manufacture , introduc e into commerce , sell , offe r fo r sale , supply , dispense , offer fo r supply , o

r transpor t an

y diese l fue l fo r us e i

nmotor vehicle s unles s th e diese l fue l i s fre e o f visibl e evidenc e of th e dy e 1 , 4 - dialkylamin o anthraquinone an

d ha s a cetan

e inde xo f a

t leas t 40 , o

r a maximu m aromati c content of 3 5 volum e percent , an

da sulfu

r percentag e n

o greate r tha

n0.0 5 percent . (2 ) On-highwa

y diese l fue l producedunde r th e smal l refiner provision s of paragrap h(c ) ma

y exceedth

e sulfu

r standar dof subparagrap

h(1 ) durin

g th e perio dfro m Octobe r 1 , 199 3 throug

hSeptember 30 , 199 5 s o lon g a s it meet s th e followin

g alternativ

e standards : 0.2 5 weigh t percent fro m Octobe r 1 , 199 3 throug hSeptember 30 , 1994 , an d0.1 0 weight percent fro

m Octobe r 1 , 1994 , throug hSeptembe r 30 , 1995 . Suc h on-highwa

y diese l fue l shal l b e produce

di nconformity

with al l o f th

e provision s of paragrap h(c ) an

d shal l not b

e sold , suppliedo

r : dispensedto 199 4 o r late r mode l year motor vehicles .

-6 -P.1 2

(b ) Determinatio

nof compliance . An y diese l fue l which doe s not sho

w visibl e evidenc e o f bein g dye dwith1 , 4 - dialkylamin

o - anthraquinone (whic hha s a characteristi c blue-greencolor i ndiese l fuel ) shal l b e considere

dt o b e availabl e fo

r us e indiese l motor vehicle s an dmotor vehicl e engines , an

dshal l b

e subjec t to th

e prohibition s of paragrap h (a) . Complianc e wit hth e standard s liste dinparagrap

h(a ) shal l b

e determinedb

y th e us e of one of th e samplin

g methodologie s specifie dinAppendi xGt o thi s part . (c ) Smal l refiner y compliance . (1 ) Wher e a smal l refiner y intend s t o us e th e sulfu

r standar dextensio

ni nsubparagrap

h(a)(2 ) of thi s section , th e refine r shal l submi t to th e Administrator b y Jul y 1 , 1993 , evidenc e of capita l commitment s to mak e th e necessar

y modification s t o suppl y lo w sulfu r diese l fue l o

no r befor e Octobe r 1 , 1995 . Suc hevidenc e shal l includ e copie s of executedan

dbindin

g contract s fo

r desig nan dconstruction , an d copie s of approve

dpermit s fo

r constructio

nof th

e equipment . Inorde r to qualif y fo r th e secon dyea r o f th

e extension , th

e refiner shal l provide evidenc e b y Jul y 1 , 1994 , tha t on-sit e constructio

nha s begun . The Administrator shall , uponrevie w an dacceptanc e of thi s evidence , provide a letter t o th e refiner y whichqualifie s it as a smal l refiner y allowe

d t o produc e an

dsel l exempte

don-highwa

y diese l fuel . A

separat e qualification ' letter shal l b e obtaine

dfo r eac hof th

e followin

g one-year periods : Octobe r 1 , 199 3 t o September 30 , 1994 ; an

dOctobe r 1 , 199 4 t o September 30 , 1995 . -7 -P.1 3

(2 ) The volum

e of exempte

don-highwa

y diese l fue l sol d b y a smal l refiner

y durin g eac hone-year perio

dOctobe r 1 , 199 3 t o September 30 , 1994 , an dOctobe r 1 , 199 4 to September 30 , 1995 , shal l b

e limite

dto th

e average of th

e annua l amount of on-highwa

y diese l fue l produce da t th e refiner

y durin g th e perio dOctobe r 1 , 198 9 to September 30 , 1990 . On-highwa y diese l fue l productio nshal l b

e tha t amount reporte das on-highwa

y diese l fue l fo

r Federa l excis e ta xpurposes . Thi s amount caninclude fuel s fo r whichth

e refiner

y reporte

dth e sale s as wel l as a portio nof th

e fue l sol dthroug hlicense

d re-seilers . The on-highwa y portio

nof th

e fuel s sol dthroug h license dre-seller s ma

y b e assume

dto b

e th e sam e as th

e averag e on-highwa

y fractio

nof sale s reporte db y tha t customer , unles s suitabl e evidence , acceptabl e to th e Administrator , indicate s otherwise . (3 ) Refiner s wh

o produc e exempte

don-highwa

y diese l fue l shal l dy

e it to distinguis hit fro m other diese l fuel . Th e dy e fo r thi s purpos e shal l b e a purpl e dy

e mixtur e o f approximatel y 3 8 percent b

y volum e Xylene , 5 0 percent b y volum e Color Inde

x (CI ) solvent blue 9 9 an d1 2 percent b

y volum e C I solvent re

d 166 . Th

e dy e shal l b

e adde dto exempte

don-highwa

y diese l fue l a t a minimu

m concentratio

no f 2 0 part s pe

r millio

nb y volume .

-8 -P.1 4

(4 ) An

y retailer wh

o sell s o

r offer s fo

r sal e exempte

d on-highwa

y diese l fue l shall :
(A ) Als o offer fo r sal e diese l fue l meetin g th e standard s o f paragrap h(a)(1) ; an

d
(B ) Prominentl y

labe l wit ha permanent legibl e labe l eachdiese l fue l pum pstan das follows : (i ) Fo

r diese l fue l pum pstand s fo

r introductio

nof exempte don-highwa

y diese l fue l into motor vehicles , th e labe l shal l state : Exempt Hig hSulfu r Diese l Fuel . Not Lega l fo r us e i n199 4 an

dLate r Diese l Engines . (ii ) Fo

r diese l fue l pum pstand s fo

r introductio

nof diese l fue l meetin g th e standard s of paragrap h(a)(1 ) into moto r vehicles , th e labe l shal l state : Lo w Sulfu r Diese l Fuel . Suitabl e fo

r Us e i nAn y Diese l Engine . (5 ) An

y retailer wh

o sell s o

r offer s fo

r sal e exempte

d on-highwa

y diese l fue l an

dwh o dispense s diese l fue l a t mor e tha none fue l dispensin g islan dshall :
(A ) Plac e exempte don-highwa

y diese l fue l an

dlo w sulfu r diese l fue l o

nseparat e fue l dispensin g islands .

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

fue l dispensin g islan d a s follows : (i ) Fo r a fue l dispensin g islan d wher e exempte d on-highwaydiese l fue l i s dispense d int o moto r vehicles , th e sign shal l state : Exemp t High Sulfu 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 meetin g th e standard s o f paragrap h (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 ) N o 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 h i s labele d "lowsulfu r diese l fue l only" . (7 ) Thes e regulation s d o no t requir e an yretai l outlet , distributor , reseller , o r carrie r t o sell , supply , offe r fo r sal e o r supply , o r transpor t exempte d on-highwaydiese l fuel . However , an

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

-10

-P.1 6

- "-TITI^ T —••:••

4 . Ne

w Sectio n80.3 0 i s added , to rea das follows :

§ 80.3 0 Liability fo 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

nof a diese l fue l standar dset fort

hi n§ 80.2 9 i s detecteda t a refiner

y o r importer' s facility , th e refine r o

r importer shal l b e deeme di nviolation . (b ) Violation s a

t carrie r facilities . Wher e a violatio n o f a diese l fue l standar dset fort

hi n§ 80.2 9 i s detecte d a t a carrier' s facilit" , whethe r i na transpor t vehicle , i na storage facility , o r elsewher e a

t th e facility , th

e followin

g partie s shal l b

e deeme di nviolation : (1 ) Th

e carrier , except a s provide di nparagrap

h(g)(1 ) of thi s section ; an d (2 ) The refiner o r importer a

t whos e refiner

y o r import facility

th e diese l fue l wa s produce do r imported , except as providedi

nparagrap

h(g)(2 ) of thi s section . (c ) Violation s a t brande

ddistributor o r reseller facilities . Wher e a violatio nof a diese l fue l standar dset forthi

n§ 80.2 9 i s detecte da t a distributor o r reseller' s facility

whichi s operatin g under th

e corporate , trad

e o r bran d nam e o f a refiner o r an y of it s marketin

g subsidiaries , th e followin

g partie s shal l b

e deeme di nviolation : (1 ) The distributor o r reseller , except as provide di n paragrap

h(g)(3 ) of thi s section ;

-11 -P.1 7

(2 ) The carrie r (i f any) , i f th e carrie r cause

dth e diese l fue l to violat e th e standar

db y fue l switching , blending , mislabeling , o r an y othe r means ; an

d (3 ) The refiner unde r whos e corporate , trade , o r bran d nam e (o r that of an

y o f it s marketin g subsidiaries ) th e distributor o

r reseller i s operating , except as provide di n paragrap

h(g)(4 ) of thi s section . (d ) Violation s a t unbrandeddistributor facilities . Wher e a violatio

nof a diese l fue l standar dset forthi

n§ 80.2 9 i s detecte

d a t th a facilit

y of a distributor not operatin

g unde r a refiner' s corporate , trade , o r bran dname , o

r tha t of an

y of it s marketin

g subsidiaries , th e followin

g shal l b e deemedi

nviolation : (1 ) Th

e distributor , except as provide di nparagrap

h (g)(3 ) of thi s section ; (2 ) Th

e carrie r (i f any) , i f th e carrie r cause

dth e diese l fue l to violat e th e standar

db y fue l switching , blending , mislabeling , o r an y other means ; an

d (3 ) Th

e refiner o

r importer a

t whos e refiner

y o r import facility

th e diese l fue l wa s produce do r imported , except as provided i

nparagrap

h(g)(2 ) of thi s section . (e ) violation s a t brande

dretai l outlet s o r wholesal e purchaser-consume r facilities . Wher e a violatio nof a diese l fue l standar

dset fort

hi n§ 80.2 9 i s detecte da t a retai l outle t o

r a t ' a wholesal e purchaser-consume r facilit y displayin

g th e corporate , trade , o r bran dnam e of a refiner o

r an y of it s

-12 -P.1 8

marketin

g subsidiaries , th e followin

g partie s shal l b e deeme d inviolation : (1 ) The retailer o r wholesal e purchaser-consumer , except a s providedinparagrap h(g)(5 ) of thi s section ; (2 ) The distributor and/or reseller (i f any) , except a s provided i

nparagrap

h(g)(3 ) of thi s section ; (3 ) The carrie r (i f any) , i f th e carrie r cause

d th e diese l fue l to violat e th e standar

db y fue l switching , blending , mislabeling , o r an y other means ; an

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

y o f it s marketin

g subsidiaries , i s displayeda t th e retai l outle t o r wholesal e purchaser-consume r facility , excep t a s provided inparagrap h(g)(4 ) o f thi s section . (f ) Violation s a

t unbrande

dretai l outlet s o r wholesal e purchaser-consume r facilities . Wher e a violatio no f a diese l fue l standar

dset fort

hi n§ 80.2 9 i s detecteda t a retai l outle t o

r a t a wholesal e purchaser-consume r facility not displayin

g th e corporate , trade , o r bran d nam e of a refiner o

r an y of it s marketin

g subsidiaries , th e followin

g partie s shal l b e deemedi

nviolation : (1 ) The retailer o r wholesal e purchaser-consumer , except a s provided i

nparagrap

h(g)(5 ) of thi s section ; (2 ) The distributor (i f any) , except as provide d i n paragrap

h(g)(3 ) of thi s section ; (3 ) The carrie r (i f any) , i f th e carrie r cause

dth e diese l fue l to violat e th e standar

d b y fue l switching , blending , mislabeling , o r an y other mean ; an

d -13 -P.1 9

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

yth e carrier , fo r monitorin g th e diese l fue l store d o r transporte d bytha t carrier , suc h a s periodi c samplin g an d testin g o f th e cetan e inde x an

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

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

-14

-P.2 0

(i ) Tha t th

e violatio

nwa s not cause

db y hi m o r hi s employe e o

r agent ; an

d (ii ) Tes t results , performe di naccordanc e wit hth e samplin g an dtestin

g methodologie s set forthi nAppendi xGt

o thi s part , AST

M standar

dtes t metho

dD 2622-8 7 o

r AST M standar

d tes t metho

d D 4294-8 3 fo

r sulfu r percentage (Entitle d"Standar

d Tes t Metho

dfo r Sulfu

r i nPetroleu

m Product s b

y Non-Dispersiv

e X-Ra y Fluorescenc e Spectrometry" . ASTM standar

dtes t metho

d D 4294-8 3 i s incorporate db y reference . Thi s incorporatio nb y referenc e wa s approve d b y th e Director of th

e Federa l Registe r i naccordanc e wit h5 U.S.C . 552(a ) an d1 CF RPar t 5 1 . A

cop y ma y b e obtainedfro

m th e America

nSociety

fo r Testin

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

cop y ma y b e inspecte

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

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

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

e Federa l Register , 110 0 L Street , N.W. , Roo m 8401 , Washington , D.C . 20005 . Partie s usin g thi s metho

dmus t b

e abl e t o suppor t thei r dat a wit ha quality contro l pla

nan d demonstrat e th

e ability

to accuratel y

perfor

m thi s tes t method . The

y mus t als o hav

e evidenc e fro

m th e manufacture r o

r other s that it reliabl y produce s result s substantiall y equivalen t to thos e produce db y AST M standar

dtes t metho

d D 2622-87.) , an

d AST M standar

dtes t metho

dD 1319-8 8 fo

r aromati c content o r AST M standar

dmetho

dD 976-8 0 fo

r cetane index , whic hevidenc e that th e diese l fue l determine dt o b e i n violatio

nwa s i

ncomplianc e withth e diese l fue l standard s when
-15 -P.2 1

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

ycas e i n whic h a distributo r o r reselle r woul d b e i n violatio n unde r paragraph s (c)(1) , (d)(1) , (e)(2 ) o r (f)(2 ) o f thi s section , th e distributo r o r reselle r shal l no t b e deeme d i n violatio n i f h e ca n demonstrate :
(i ) Tha t th e violatio n wa s no t cause d byhi mo r hi s employe e o r agent ; an d
(ii ) Evidenc e o f a n oversigh t programconducte d byth e distributo r o r reseller , suc h a s periodi c samplin g an d testin g o f diese l fuel , fo r monitorin g th e sulfu r percentag e an d cetan e inde x o f th e diese l fue l tha t th e distributo r o r reselle r sells , supplies , offer s fo r sal e o r supply , o r transports . (4 ) I n an

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

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

-16

-tes t metho dD 4294-8 3 fo

r sulfu r percentage (Partie s usin g AST M standar dtes t metho

dD 4294-8 3 mus t b e abl e to suppor t thei r dat a wit ha quality contro l pla

nan ddemonstrat e th

e abilit

y t o accuratel y

perfor

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

e evidenc e fro

m th e manufacture r o

r other s that it reliabl y produce s result s substantiall y equivalent t o thos e produce db y ASTM standar

dtes t metho

dD 2622-87. ) an

dAST M standar

dtes t methodD 1319-8 8 fo r aromati c content o r AST M standar

dmetho

d D 976-8 0 fo

r cetane inde

xa t th e refiner

y a t whichth

e diese l fue l wa s produced , whichevidenc e that th e diese l fue l wa s i n complianc e wit hth e diese l fue l standard s whe ntransported fro m th e refinery ; (ii ) Tha t th

e violatio

nwa s not cause

db y hi m o r hi s employe e o

r agent ; an

d (iii ) Tha t th

e violation : (A ) Wa s cause

db y a nac t i nviolatio

no f la

w (othe r tha n th e Ac t o

r thi s part) , o

r a nact of sabotage o r vandalism , whethe r o

r not suc

hact s are violation s of la w i nth e jurisdictio

nwher e th

e violatio

nof th

e requirement s of thi s par t occurred , o

r (B ) Wa s cause

db y th e actio nof a reseller o

r a retailer supplie db y suc hreseller , i

nviolatio

nof a contractua l undertakin

g impose

db y th e refiner o

nsuc hreseller designe d t o prevent suc

haction , an

ddespit e reasonabl e effort s b y th e refiner (suc

has periodi c samplin g an dtesting ) t

o insure complianc e wit hsuc hcontractua l obligation , o r

-17 -r- i r f - ••.•rTpr' "

(C ) Wa s cause

db y th e actio

nof a retailer wh o i s supplieddirectl y

b y th e refiner (an

dnot b

y a reseller) , i

n violationof a contractua l undertakin g impose

db y th e refiner o nsuc hretailer designe dt o prevent suc

haction , an

ddespit e reasonabl e effort s b y th e refiner (suc

has periodi c samplin g an dtesting ) t o insure complianc e wit hsuc hcontractua l obligation , o

r (D ) Wa s causedb

y th e actio no f a distributor subjec t to a contrac t wit hth e refiner fo

r transportatio

nof diese l fue l fro m a termina l to a distributor , retailer o r wholesal e purchaser-consumer , i nviolatio

nof a contractua l undertakin g impose db y th e refiner o

nsuc hdistributor designedto prevent suc haction , an

ddespit e reasonabl e effort s b y th e refiner (suc has periodi c samplin g an dtesting ) to ensur e complianc e wit hsuchcontractua l obligation , o r (E ) Wa s cause

db y a carrier o

r other distributor not subjec t t o a contrac t wit hth e refiner bu

t engagedb

y hi m fo r transportatio

nof diese l fue l fro m a termina l to a distributor , retaile r o

r wholesal e purchaser-consumer , despit e reasonabl e effort s b

y th e refiner (suc

has specificatio

no r inspectio

nof equipment ) to prevent suc haction , o

r (F ) Occurreda t a wholesal e purchaser-consume r facility : Provided , however , that i f suc hwholesal e purchaser-consume r wa s supplie db y a reseller , th

e refiner mus t demonstrat e that th e violatio

ncoul d no

t hav e bee npreventedb

y suc hreseller' s complianc e wit ha contractua l undertakin g impose db y th e refiner o

nsuc hreseller as provide di n -18 -^^^^ MP.2 4

paragrap

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

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

y reasonabl y

specifi c showings , b y direc t o

r circumstantia l evidence , that th e violatio

nwa s cause

do r mus t hav e beencause

db y another . (5 ) I nan y cas e i

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

nunde r paragraph s (e)(1 ) o

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

r wholesal e purchaser-consume r shal l not b e deeme dinviolationi f h e ca n demonstrat e tha t th e violatio

nwa s not cause

db y hi m o r hi s employe e o

r agent . (6 ) Inparagraph 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 party mus t demonstrat e b y reasonabl y

specifi c showings , b y direc t o

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

r agen t di d not caus e th

e violation .

-19 -P.2 5 "TITHS *

5 . Ne

w Sectio n80.3 1 i s added , t o rea da s follows :

§ 80.3 1 Control s applicabl e t o moto r vehicl e manufacturers .
The manufacture r o f an y diese l fuele

dmotor vehicl e which i s equippedwit ha 199 4 o r later mode l year diese l engine shal l affi xtw

o o r mor e permanent legibl e label s readin g "Lo w Sulfu r Diese l Fue l Only " t o suc hvehicl e a

t th e tim e of it s manufacture , as follows : (a ) On e labe l shal l b e locate

do nth e instrument pane l s o as to b

e readil y

visibl e to th

e operator o f th

e vehicle . Th

e require dstatement ma

y b e incorporate

dint o th

e desig

nof th

e instrumen t pane l rather tha nprovide

do na separat e label . Suchlabe l shal l not consis t of a deca l whichca nb e remove

db y th e vehicl e operator . (b ) One labe l shal l b e locate

dimmediatel y

adjacent t

o eachdiese l fue l filler tan k inlet , outside o f an y filler inle t compartment , an

dshal l b

e locate

dso as to b

e readil y

visibl e t o an y perso nintroducin

g diese l fue l int o suc hfiller inlet . The Administrato r may , upo napplicatio

nfro m a moto r vehicl e manufacturer , approv e othe r labe l location s tha t achiev e th e purpos e of thi s paragraph . Thi s labe l shal l not b e a decal . (c ) Suc

hlabel s shal l b e inth

e Englis hlanguage i n bloc k letter s whichshal l b e of a color that contrast s wit h thei r background .

-20 -P.2 6

6 . Ne

w Appendi xGi s adde dt o rea das follows :

APPENDI XG —

SAMPLIN

GPROCEDURE S FO

RDIESEL FUEL

1 . Scop

e 1. 1 Thi s metho

dcover s procedure s fo r obtainin

g representativ

e sample s of diese l fue l fo r th e purpos e of testin g fo r complianc e wit hth e cetane inde

xan d sulfu

r percentag e standard s se t fort hi n§ 80.29 .
2 . Summar

y of Metho

d 2. 1 It i s necessar y that th

e sample s b

e truly representativ

e of th

e diese l fue l i

nquestion . Th

e precaution s require d t o ensur e th

e representativ

e characte r of th

e sample s ar e numerou s an

ddepen

dupo nth e tank , carrier , containe r o r lin e fro m whichth

e sampl e i s bein

g obtained , th

e typ e an d cleanlines s of th e sampl e container , an dth e samplin

g procedure s tha t are t o b e used . A

summar

y o f th

e samplin

g procedure s an

dthei r applicatio ni s presente

dinTabl e 1 . Eac h procedur e i s suitabl e fo r samplin

g a materia l under 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 na sampl e i nsuc h manne r an

dfro m suc hlocation s i

nth e tan k o r other containe r that th e sampl e wil l b

e trul y representativ

e of th e diese l fuel .

-21 -3 . Descriptio nof Term

s 3. 1 "Average sample " i s on e tha t consist s of proportionat e part s fro m al l section s of th e container . 3. 2 "All-level s sample " i s on e obtainedb

y submergin

g a stoppered beake r o r bottl e to a poin t as near as possibl e t o th e draw-of f level , the nopenin

g th e sampler an

draisin

g it a t a rat e suc

htha t i t i s abou

t 3/ 4 ful l (maximu m 8 5 percent ) as i t emerge s fro

m th e liquid . A

nall-level s sampl e i s not necessaril y

a naverag e sampl e becaus e th e tan k volum

e ma y not b e proportiona l to th e depthan

dbecaus e th

e operator ma

y not b e abl e t

o rais e th

e sampler a

t th e variabl e rat e require d fo r proportionat e filling . The rat e o f fillin g i s proportiona l t o th e squar e root o f th e depthof immersion . 3. 3 "Runnin

g sample " i s one obtainedb y lowerin

g a n unstopperedbeake r o r bottl e fro

m th e to pof th

e gasoline t

o th e leve l of th

e botto m o f th e outle t connectio no r swin g line , an dreturnin

g i t t o th

e to pof th

e to pof th

e diese l fue l a

t a unifor m rat e of spee

dsuc hthat th

e beaker o

r bottl e i s abou

t 3/ 4 ful l whe nwithdraw nfro m th e diese l fuel . 3. 4 "Spot sample " i s one obtaine da t som e specifi c locatio ni nth e tan k b y mean s of a thie f bottle , o r beaker . 3. 5 "To

psample " i s a spot sampl e obtaine d6 inche s (150mm ) belo

w th e to psurfac e of th

e liqui d(Figure 1 of Appendi xD) . 3. 6 "Upper sample " i s a spot sampl e take na t th e raid-point o f th

e uppe r thir

dof th

e tan k content s (Figure 1 of Appendi xD) . -22 -P.2 8 '"•"^rrr '

3. 7 "Middl e sample " i s a spot sampl e obtainedfro m th e middl e o f th

e tan k content s (Figure 1 o f Appendi xD) . 3. 8 "Lower sample " i s a spot sampl e obtaine da t th e leve l of th

e fixe d tan k outle t o

r th e swin g lin e outle t (Figure 1 o f Appendi xD) . 3. 9 "Clearanc e sample " i s a spot sampl e take n4 inche s (10 0 mm ) belo

w th e leve l of th

e tan k outle t (Figure 1 of Appendi xD) . 3.1 0 "Botto

m sample " i s a spot sampl e obtainedfro m th e materia l o

nth e botto m surfac e of th

e tank , container , o r lin e a t it s lowes t point . 3.1 1 "Drai nsample " i s a ta psampl e obtainedfro m th e draw-of f o

r discharg e valve . Occasionally , a drai nsampl e ma y b e th e sam e a s a botto

m sample , as i

nth e cas e of a tan

k car . 3.1 2 "Continuou s sample " i s on e obtaine

dfro m a pipeline i nsuchmanne r as to giv e a representativ

e average o f a movin g stream . 3.1 3 "Nozzl e sample " i s on e obtaine

dfro m a diese l pum

p nozzl e whic hdispense s diese l fue l fro m a storage tan

k 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 ma y b e clear o

r brow nglas s bottles , o

r cans . Th

e clear glas s bottl e i s advantageou s becaus e i t tdiy b

e examine

dvisuall y

fo r cleanliness , an

dals o allow s visua l inspectio nof th

e sampl e fo

r free wate r o

r soli d impurities . The brow nglas s bottl e afford s som e protectio

n -23 -P.2 9

fro m light . Can s wit hth e seam s soldere

do nth e exterio

r surfac e wit ha flu xo f rosi ni

na suitabl e solven t ar e preferre

dbecaus e suc

ha flu

xi s easil y

remove

d wit hdiese l fuel , wherea s man

y other s ar

e ver y difficul t t

o remove . I f suc hcan s are not available , other can s made wit ha welde d constructio

ntha t are not affecte dby , an

d tha t d o not affect , th e diese l fue l bein g sample

dar e acceptable . 4. 2 Containe r closure . Cork o r glas s stoppers , o r scre w cap s o f plasti c o

r metal , ma

y b e use dfo r glas s bottles ; scre w cap s onl y

shal l b

e us ' dfo

r can s to provide a vapor-tight closur e seal . Cork s mus t b e of goo

dquality , clea

nan dfre e fro m hole s an

dloos e bit s of cork . Never us e rubber stoppers . Contac t o f th

e sampl e wit hth e cork ma

y b e prevented b

y wrappin g ti no

r aluminu

m foi l aroun

dth e cork befor e forcin g i t int o th e bottle . Glas s stopper s mus t b e a perfec t fit . Scre w cap s mus t b

e protectedb

y a cork dis k face dwit hti no

r aluminu

m foil , o

r othe r materia l that wil l not affec t petroleu m o r petroleu

m products . I

naddition , a phenoli c ca pwit ha teflo

ncoate

d liner ma

y b e used . 4. 3 Cleanin

g procedure . Th e metho

dof cleanin

g al l sampl e container s mus t b e consistent wit hth e residua l material s i

nth e containe r an

dmus t produc e sampl e container s that ar

e clea nan dfre e of water , dirt , lint , washin g compounds , naphtha , o r other solvents , solderin g fluxe s o

r acids , corrosion , rust , an doil . -24 -P.3 0

Ne w sampl e container s shoul dbe inspecte dan dcleane

di f necessary . Dr

y th e containe r b

y eithe r passin

g a current o f clean , war

m ai r throug

hth e containe r o

r b y allowin

g it t o ai r dr y i na cleanare

a a t roo m temperature . Whe ndry , stopper o

r ca pth e containe r immediately .

5 . Samplin

g Apparatu s 5. 1 Samplin

g apparatu s i s describe di ndetai l unde r eac h o f th e specifi c samplin g procedures . Clean , dry , an dfree al l samplin g apparatu s fro

m an y substanc e that might contaminat e th e material , usin

g th e procedur e described i n4.3 .
6 . Tim

e an dPlac e o f Samplin

g 6. 1 Whe nloadin g or dischargin

g diese l fuel , tak e sample s fro

m bothshippin

g an dreceivin

g tanks , an

dfro m th e pipeline i f required . 6. 2 Shi po

r barge tanks . Sampl e eac hproduc t after th e vesse l i s loade

do r jus t befor e unloading . 6. 3 Tan

k cars . Sampl e th e produc t after th e ca r i s loade do r jus t befor e unloading . NOTE : Whe ntakin g sample s fro

m tank s suspectedof containin

g flammabl e atmospheres , precaution s shoul db e take n to guar dagains t ignition s due t o stati c electricity . Meta l o r conductiv

e objects , suc

ha s gage tapes , sampl e containers , an d thermometers

y shoul dnot b

e lowere

dinto o

r suspende

di na compartment o

r tan k whichi s bein

g fille

do r immediatel y

afte r cessatio

nof pumping . A

waitin

g perio

dof approximatel y on e -25 -P.3 1 i

—r-fp i-'-n-yfjminut e wil l generall y permi t a substantia l relaxatio nof th

e electrostati c charge ; unde r certai ncondition s a longe r perio d ma y b e deeme dadvisable .

7 . Obtainin

g Sample s 7. 1 Direction s fo r samplin

g canno t b

e made explici t enoug hto cove r al l cases . Extrem e car e an

dgoo djudgement ar

e necessar

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

daverage conditio nof th

e material . Clea

nhand s ar e important . Cleanglove s ma y b e wornbu

t onl y when absolutel y

necessary , suc

has i ncol dwea'.her , o

r whenhandlin

g material s a

t hig htemperature , o

r fo r reason s o f safety . Selec t wipin

g cloth s so tha t lin t i s not introduced , contaminatin

g samples . 7. 2 A s man

y petroleu

m vapor s ar

e toxi c an

d flammable , avoi dbreathin

g the m o r ignitin

g the m fro m a nope nflam e o r a spark producedb y static . Follo

w al l safety

precaution s specifi c to th

e materia l bein

g sampled .
8 . Handlin

g Sample s 8. 1 Containe r outage . Never completel y fil l a sampl e container , bu

t allo w adequat e roo

m fo r expansion , takin g into consideratio

nth e temperatur e of th e liqui da

t th e tim e o f fillin g an d th e probabl e maximu m temperatur e t

o whichth

e fille dcontaine r ma

y b e subjected .

-26 -9 . Shippin g Sample s 9. 1 T o prevent los s o f liqui ddurin g shipment , an

dto protec t agains t moistur e an ddust , cover wit hsuitabl e vapor tigh t caps . The cap s of al l container s mus t b e screwe

ddow n tightl y an dcheckedfo

r leakage . Posta l an dexpres s offic e regulation s applyin g to th

e shipment of flammabl e liquid s mus t b e observed .

10 . Labelin g Sampl e Container s 10. 1 Labe l th

e containe r immediately after a sampl e i s obtained . Us e waterproo f an doilproo f in

k o r a penci l har

d enoug ht o dent th

e tag , sinc e sof t penci l an d ordinar

y in k marking s are subjec t to obliteratio nfro m moisture , oi l smearin g an dhandling . A

nindelibl e identificatio nsymbol , suc has a ba

r code , ma

y b e use di nlie uof a manuall y

addresse

d label . The labe l shal l referenc e th e followin

g information : 10.1. 1 Dat e an

dtim e (th e perio delapse

ddurin

g continuou s sampling) ; 10.1. 2 Nam

e of th e sample ; 10.1. 3 Nam

e o r number an

downer of th

e vessel , car , o

r container ; 10.1. 4 Bran

dan dgrade o f material ; an d 10.1. 5 Referenc e symbo l o r identificatio

nnumber .

-27 -T T - W-'TFff^W*'- ;

11 . Samplin

g procedurp ^ 11. 1 The standar d samplin

g procedure s describe di nthi s metho dare summarize

d i nTabl e 1 . Alternativ e samplin

g procedure s ma

y b e use di f a mutuall y

satisfactor

y agreement ha s beenreache

db y th e party(ies ) involve dan dEP A an dsuc h agreemen t ha s beenpu t inwritin

g an dsigne

db y authorize

d officials .
Tabl e 1

Summar y of Diese l Fue l Samplin g Procedure s an

dApplicability

Type o f Containe r Procedur e Paragrap h Storag e tanks , shi p an dbarg e tanks , tan k cars , tan

k trucks . Storag e tank s wit h tap s Pipe an d line s
Retai l outle t an

d whole-sal e purchaser consume r facility storag e tanks . Bottl e samplin g

Ta psamplin

g Continuou s lin e samplin g Nozzl e samplin g 11. 2

11. 3 11. 4

11. 5

-28 -T f - • = • -rmw'-

11. 2 Bottl e o

r beaker sampling . Th e bottl e o

r beaker samplin g procedur e i s applicabl e fo r samplin

g liquid s of 1 6 2 pound s (1.1 2 kgf/c m ) RV P o r les s i

ntan k cars , tan

k trucks , shor e tanks , shi ptanks , an dbarge tanks . 11.2. 1 Apparatus . A suitabl e samplin

g bottl e or beake r a s show ninFigur 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 beaker as near as possibl e to th e draw-of f level , pul l ou t th e stopper wit ha shar pjer k o f th e cor do r chai nan

d rais e th

e bottl e a

t a unifor

m rat e s o that i t i s about 3/ 4 ful l a s i t emerge s fro

m th e liquid . 11.2.2. 2 Runnin

g sample . Lowe r th e unstopperedbottle s o r beake r as near as possibl e t o th e . leve l of th

e botto m o f th e outle t connectio

no r swin g lin e an dthe nrais e th

e bottl e o

r beake r to th

e to p of th

e gasolin

e a t a unifor

m rat e of spee

d suc hthat i t i s about 3/ 4 ful l whenwithdraw nfro m th e diese l fuel . 11.2.2. 3 Upper , middle , an dlowe

r samples . Lower th e weighted , stoppere dbottl e t

o th e prope r depth s (Figure 1 of Appendi xD ) as follows : Uppe r sampl e middl e o f upper thir do f th

e tan k content s Middl e sample... . middl e of th e tan k content s Lowe r sampl e leve l o f th e fixe dtan k outle t o

r th e swing-lin

e outle t A t th e selecte

dleve l pul l ou

t th e stopper wit ha shar p -29 -jer

k o f th

e cor do r chai nan

dallo w th e bottl e o

r beaker t

o fil l completely , a s evidencedb y th e cessatio

no f ai r bubbles . Whenfull , rais e th e bottl e o

r beaker , pou

r of f a smal l amount , an dstoppe r immediately . 11.2.2. 4 To

psample . Obtai nthi s sampl e (Figure 1 o f Appendi xD ) i

nth e sam e manne r as specifie di n11.2.2. 3 bu

t a t si xinche s (15 0 mm ) belo w th e to psurfac e o f th

e tan k contents . 11.2.2. 5 Handling . Stopper an dlabe l bottl e sample s immediatel y

after takin

g them , an

ddeliver to th

e laborator

y i n th e origina l samplin

g bottles . 11. 3 Tapsampling . The ta p samplin

g procedur e i s applicabl e fo

r samplin

g liquid s o f twenty-si xpound s (1.8 3 2 kgf/c m ) RV P o r les s i

ntank s whichar e equippedwit h suitabl e samplin

g tap s o

r lines . Th

e assembly

fo r ta psamplin

g i s show ni nFigur e 3 of Appendi xD . 11.3. 1 Apparatu s 11.3.1. 1 Tan

k taps . The tan k shoul db

e equippedwit ha t leas t thre e samplin g tap s place

dequidistant throughou t th e tan k height an

dextendin

g a t leas t thre e fee t (0. 9 meter ) insid e th e tan k shell . A

standar

d1/ 4 inc

hpip e wit hsuitabl e valv e i s satisfactory . 11.3.1. 2 Tube . A deliver

y tub e that wil l not contaminat e th e produc t bein

g sample

d an dlon g enoug ht o reac ht o th e botto m of th e sampl e containe r i s require dt o allo w submerge

dfilling . 11.3.1. 3 Sampl e containers . Us e clean , dr y glas s bottle s of convenien t siz e an d strengtho

r meta l container s to receiv e th e samples . -30 -P.3 6

11.3. 2 Procedur e 11.3.2. 1 Befor e a sampl e i s drawn , flushth e ta p(o r gage glas s drai ncock ) an dlin e unti l the

y are purgedcompletely . Connec t th

e clea ndeliver

y tub e to th

e tap . Dra

w upper , middle , o

r lowe r sample s directl y fro m th e respectiv

e taps after th

e flushin

g operation . Stopper an dlabe l th

e sampl e containe r immediatel y after filling , an ddelive r it t

o th e laboratory . 11. 4 Continuou s sampling . The continuou s samplin g procedur e i s applicabl e fo r samplin

g liquid s of 1 6 pound s (1.1 2 2 kgf/c m ) RV P o r les s an

dsemiliquid s i

npipelines , fillin g lines , an

d transfe r lines . Th e continuou s samplin g ma y b e don e manuall y

o r b y usin g automati c devices . 11.4. 1 Apparatu s 11.4.1. 1 Samplin

g probe . Th

e functio

nof th

e samplin

g prob e i s t o withdra

w fro m th e flo w strea m a portio

nthat wil l b

e representativ

e of th

e entir e stream . Th e apparatu s assembl y fo r continuou s samplin g i s show

ni nFigur e 4 of Appendi xD . Probe design s tha t are commonl y use dar e as follows : 11.4.1.1. 1 A

tub e extendin

g to th

e cente r of th

e lin e an d bevele da t a 4 5 degre e angl e facin g upstrea

m (Figure 4(a ) of Appendi xD) . 11.4.1.1. 2 A

long-radiu s forge delbo w o r pip e ben dextendin

g t o th e cente r lin

e of th

e pip e an dfacin

g upstream . The en dof th e prob e shoul d b

e reame

dt o giv e a shar

pentranc e edge (Figure 4(b ) of Appendi xD) . 11.4.1.1. 3 A

closed-en

dtub e wit ha roun

dorific e space

d nea r

, i -31 -P.3 7

th e closeden

d whichshoul db

e positionedi

nsuc ha wa y that th e orific e i s i nth e cente r o f th

e pipelin

e an di s facin

g th e strea m as show

ni nFigur e 4(c ) of Appendi xD . 11.4.1. 2 Prob

e location . Sinc e th e flui dto b

e sample

dma y no t i nal l case s b

e homogeneous , th

e location , th

e positio

nan d th e siz e o f th

e samplin

g prob e shoul db

e suc has to minimiz e stratificatio

no r droppin

g ou t o f heavier particle s withi nth e tub e or th

e displacemen t o f th e produc t withi nth e tub e a s a resul t o f variatio ni ngravity

o f th

e flowin

g stream . Th

e samplin g probe shoul d b

e locate

dpreferabl y

i na vertica l ru

n o f pipe an

da s near a s 'practicabl e t o th e point wher e th

e produc t passe s to th e receiver . Th

e prob e shoul dalways b

e i n a horizonta l position . 11.4.1.2. 1 The samplin g line s shoul db

e as shor t a s practicabl e an dshoul d b

e cleare

dbefor e an

y sample s are taken . 11.4.1.2. 2 Wher e adequat e flowin g velocity

i s not available , a suitabl e devic e fo r mixin

g th e flui dflo

w to ensur e a homogeneou s mixtur e a t al l rate s of flo w an dto eliminat e stratificatio

nshoul db

e installe

dupstrea

m of th

e samplin

g tap . Som

e effectiv

e device s fo

r obtainin

g a homogeneou s mixtur e are a s follows : Reductio ni npip e size ; a serie s of baffles ; orific e o r perforate

dplate ; an

da combinatio

no f an

y of thes e methods . 11.4.1.2. 3 The desig no r sizin

g of thes e device s i s optiona l wit hth

e user v a s lon

g a s th

e flo w pas t th

e samplin

g point i s homogeneou s an

dstratificatio

ni s eliminated .

-32 -11.4.1. 3 T o contro l th e rat e a

t whic hth

e sampl e i s withdrawn , th

e prob e o r probe s shoul db

e fitte dwit hvalve s o

r plu g cocks . 11.4.1. 4 Automati c samplin g device s tha t mee t th e standard s se t out in11.4.1. 5 ma y b e use di nobtainin

g sample s of diese l fuel . The quality o f sampl e collected mus t b e of sufficient siz e fo r analysis , an

dit s compositio

nshoul db

e identica l with th e compositio

no f th

e batchflowin

g inth

e lin e whil e th

e sampl e i s bein

g taken . A

nautomati c sampler installatio n necessaril y

include s not onl y th e automati c samplin g devic e that extract s thesample s fro m th e line , bu

t als o a suitabl e probe , connectin

g lines , auxiliar

y equipment , an

da containe r i nwhic hth

e sampl e i s collected . Automati c sampler s ma y b e classifiedas follows : 11.4.1.4. 1 Continuou s sampler , tim e cycl e (nonproportional ) type . A

sampler designedan doperate

di nsucha manne r tha t it transfer s equa l increment s of liqui dfro m th e pipeline to th

e sampl e containe r a t a unifor

m rat e of on

e o r mor e increment s per minut e i s a continuou s sampler . 11.4.1.4. 2 Continuou s sampler , flow-responsiv e (proportional ) type . A

sampler that i s designe dan doperatedi

nsuc ha manne r tha t it wil l automaticall y adjus t th

e quantity

of sampl e i

n proportio

nt o th

e rat e of flo

w i s a flow-responsiv e (proportional ) sampler . Adjustment o f th e quantity

of sampl e ma y b e made eithe r b

y varyin

g th e frequenc

y of transferrin

g equa l increment s of sampl e t o th e sampl e container , o r b y varyin g th e volum

e of th

e increment s whil e maintainin g a -33 -'TT"*"PTrT ' "

constant frequenc

y of transferrin

g th e increment s t

o th e sampl e container . The apparatu s assembl y fo r continuou s samplin g i s show ni nFigur e 4 of Appendi xD . 11.4.1.4. 3 Intermittent sampler . A sampler that i s designe d an doperatedi

nsuc ha manne r that i t transfer s equa l increment s of liqui dfro m a pipeline to th

e sampl e containe r a t a unifor

m rat e o f les s tha non e increment pe

r minut e i s a

n intermitten t sampler . 11.4.1. 5 Standard s o f installation . Automati c sampler installation s shoul dmee t al l safet y requirement s i

nth e plant o r » r e a wher e used , an dshoul dcompl y

wit hAmerica

nNationa l Standar dCode fo

r Pressur e Piping , an dother applicabl e code s (ANS I B31.1) . The sampler shoul db e so installe

da s to provide ampl e acces s spac e fo r inspectio

nan dmaintenance . 11.4.1.5. 1 Smal l line s connectin g variou s element s o f th e installatio

nshoul db

e s o arrange

dthat complet e purgin g of th

e automati c sampler an dof al l line s ca nb e accomplishe

d effectively . Al l flui dremainin g i nth e sampler an

dth e line s fro m th e precedin

g samplin

g cycl e shoul db

e purge dimmediatel y befor e th

e star t of an

y give nsamplin

g operation . 11.4.1.5. 2 I

nthos e case s wher e th e sampler desig

ni s suc

hthat complet e purgin

g o f th

e samplin

g line s an

d th e sampler i s not possible , a smal l pum pshoul db

e installe

di norder t

o circulat e a continuou s strea m fro m th e samplin

g tub e pas t o

r throug hth e sampler an

dbac k int o th

e line . The automati c sampler shoul d the nwithdra

w th e sampl e fro

m th e sidestrea

m throug hth e shortes t possibl e connection . -34 -11.4.1.5. 3 Unde r certai nconditions , ther e ma y b e a tendenc

y fo r wate r an

dheav y particle s t o dro

pou t inth

e discharge lin

e fro m th e samplin

g devic e an

dappea

r i nth e sampl e container durin g som e subsequent samplin g period . T o circumvent thi s possibility , th

e discharge pipe fro m th e samplin

g devic e shoul d b e fre e o f pocket s o r enlarge

dpipe areas , an dpreferabl y shoul db

e pitcheddownwar

dto th e sampl e container . 11.4.1.5. 4 T o ensur e clean , free-flowin g lines , pipin

g shoul d b e designedfo

r periodi c cleaning . 11.4.1. 6 Fiel d calibration . Composit e sample s obtaine dfro m th e automati c sampler installatio nshoul db

e verifie

dfo r quantity

performanc e i

na manne r that meet s wit hth e approva l o f al l partie s concerned(includin g EPA) , a

t leas t onc e a mont h an dmor e ofte

ni f condition s warrant . I nth e cas e of time-cycl e samplers , deviation s i nquantity

of th e sampl e take

n shoul dnot excee

d ± fiv

e percent fo

r an y givensetting . I nth e cas e of flow-responsiv e samplers , th

e deviatio

ni nquantity

of sampl e take

nper 1,00 0 barrel s of flowin g strea

m shoul dnot exceed± 5 percent . Fo r th e purpos e of field-calibratin g a n installation , th

e composit e sampl e obtainedfro m th e automati c sampler unde r tes t shoul db e verifie

dfo r quality

b e comparin

g o nth e basi s o f physica l an dchemica l properties , wit heithe r a properl y

secure

dcontinuou s nonautomati c sampl e o r tan k sample . Th

e tan k sampl e shoul db e take nunder th

e followin

g conditions : 11.4.1.6. 1 Th

e batc hpumpe ddurin

g th e tes t interva l shoul db e divertedint o a clea ntan k an da sampl e take

nwithi non

e hou r -35 -P.4 1

after cessatio

no f pumping . 11.4.1.6. 2 I f th

e samplin

g of th

e deliver

y tan k i s t

o b e delaye dbeyon

d one hour , the nth e tan k selectedmus t b e equippedwit ha

nadequat e mixin

g means . Fo

r vali dcomparison , th e samplin

g o f th

e deliver

y tan k mus t b

e complete

dwithi n eight hour s after cessatio nof pumping , eventhoug hth e tan k i s equippedwit ha motor-drivenmixer . 11.4.1.6. 3 Whenmakin g a norma l full-tan k deliver

y fro m a tank , a properl y

secure

dsampl e ma

y b e use dt o chec k th

e result s of th e sampler i f th

e parie s (includin g EPA ) .uutuall

y agre e t

o thi s procedure . 11.4.1. 7 Receiver . The receiver mus t tow a clean , dr y containe r of convenien t siz e to receiv e th e sample . Al l connection s fro

m th e sampl e prob

e t o th

e sampl e containe r mus t b e tre e of leaks . Tw o type s of containe r ma y b e used , dependin

g upo nservic e requirements . 11.4.1.7. 1 Atmospheri c container . The atmospheri c containe r shal l b e constructedi

nsuc ha wa y tha t it retard s evaporatio n los s an dprotect s th

e sampl e fro

m extraneou s materia l suc ha s rain , snow , dust , an dtrash . Th

e constructio

nshoul dallo

w cleaning , interior inspection , an dcomplet e mixin

g o f th

e sampl e prior t o removal . Th e containe r shoul d b e provide

dwith a suitabl e vent . 11.4.1.7. 2 Closedcontainer . Th e close

dcontaine r shal l b e constructedinsuc ha manne r that i t prevent s evaporatio n loss . Th

e constructio

nmus t allo

w cleaning , interior

-36 -inspectio nan dcomplet e mixin

g o f th

e sampl e prior to removal . Th e containe r shoul d b e equippe

dwit ha pressure-relie f valve . 11.4. 2 Procedure . 11.4.2. 1 Nonautomati c sample . Adjus t th e valv e o r plu g coc k fro m th e samplin

g prob e so that a stead

y strea m i s draw

nfro m th e probe . Wheneve r possible , th e rat e of sampl e withdrawa l shoul db

e suc htha t th

e velocity

o f liqui dflowin

g throug

hth e probe i s approximatel y equa l to th

e average linea

r velocity

of th e strea

m flowin

g throug

hth e pipeline . Measur e an drecor

d the rat e o f sampl e withdrawa l a s gallon s per hour . Ziver t th e sampl e strea

m to th

e samplin

g containe r continuousl y o r intermittentl y

to provid

e a quantity

of sampl e tha t wil l b e of sufficien t siz e fo

r analysis . 11.4.2. 2 Automati c sampling . Purge th e sampler an

dth e samplin g line s immediately befor e th

e star t of a samplin g operation . I f th

e sampl e desig

ni s suc

htha t complet e purgin g i s not possible , circulat e a continuou s strea m fro m th e prob e pas t o r throug

hth e sampler an

dback into th

e line . Withdra

w th e sampl e fro

m th e sid e strea m throug

hth e automati c sampler usin g th e shortes t possibl e connections . Adjus t th e sampler t

o delive r not les s tha non e an dnot mor e tha

n4 0 gallon s (15 1 liters ) o f sampl e durin g th e desire

dsamplin

g period . Fo

r time-cycl e samplers , recor dth e rat e a

t whichsampl e increment s wer e take

nper minute . Fo r flow-responsiv

e samplers , recor d th e proportio

nof sampl e t

o tota l stream . Labe l th e sample s an ddelive r the

m t o th e laborator

y i nth e container s i

nwhich the y wer e collected . -37 -r , ' T T'TTO!']i i » •
11. 5 Nozzl e sampling . The nozzl e samplin g procedur e i s applicabl e fo

r samplin

g diese l fue l fro m a retai l outle t o r wholesal e purchaser-consume r facility storage tank . 11.5. 1 Apparatus . Sampl e container s conformin g wit h4. 1 shoul db

e used . A

spacer , i f appropriat e (Figure 6 of Appendi x D) , an d a nozzl e extensio ndevic e similar t o that show

ni n Figure s 7 o

r 7 a o f Appendi xD shal l b e use dwhennozzl e sampling . The nozzl e extensio ndevic e doe s not nee dt o b e identica l t o that show ni nFigur e 7 o

r 7 a of Appendi xD bu t it shoul dbe a devic e tha t wil l botto m fil l :h

e container . 11.5. 2 Procedure . Immediatel y after diese l fue l ha s bee n deliveredfro

m th e pum p an dth e pum pha s bee

nreset , delive r a smal l amount o f produc t int o th e sampl e container . Rins e sampl e containe r an ddum pproduc t into wast e container . Inser t nozzl e extensio

n(Figure 7 o

r 7 a of Appendi xD ) into sampl e containe r an

dinser t pum

pnozzl e into extensio nwit hslot over ai r bleedhole . Fil l slowl y throug hnozzl e extensio

nt o 70-8 0 percent ful l (Figure 8 of Appendi xD) . Remov e nozzl e extension . Ca

p sampl e containe r a t once . Chec k fo

r leaks .

12 . Specia l Precaution s an dInstructions . 12. 1 Precautions . Officia l sample s shoul db e take nby , o r unde r th

e immediat e supervisio nof , a perso

nof judgement , skill , an

dsamplin

g experience . Never prepar e composit e sample s fo

r thi s test . Make certai nthat container s whichar e to b e shippe

db y commo ncarrie r confor m t o applicabl e Interstat e Commerc e Commission , state , an dloca l regulations . -38 -P.4 4

Whenflushin

g o r purgin

g line s o

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

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

ntw o gallon s (7. 6 liters ) capacity , o f sufficien t strengtht o withstan dth e pressur e to whic hthe

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

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

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

e an da liqui d deliver y tub e assemble

di na ca po r stopper . Th

e ai r tub

e extend s t o th

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

e liqui d deliver y tub e i s lon

g enoug hto reac

hth e botto m o f th e diese l fue l chambe r whil e th e sampl e i s bein g transferre

dt o th e chamber . The transfe r connectio nfo r th e closed-type containe r consist s o f a singl e tub e wit ha connectio nsuitabl e fo

r attachin

g it t o on

e o f th

e opening s of th

e sampl e container . The tub

e i s lon

g enoug

hto reac

hth e botto

m o f th

e diese l chambe r whil e th

e sampl e i s bein

g transferred . 12. 4 Samplin

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

g ope ntank s an

dtan k cars . A

nall-leve l sampl e obtained b

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

y immersin

g it i

nth e produc t t

o b e sampled . Thenobtai nth e -39 -sampl e immediately . Pou r of f enoug

hs o tha t th

e containe r wil l b e 70-8 0 percent ful l an dclos e i t promptly . Labe l th e containe r an

ddelive r i t t o th e laboratory . 12. 5 Samplin

g close

dtanks . Container s of either th e openo r close

d typ e ma y b e use dto obtai nsample s fro m close d or pressur e tanks . I f th e close

dtyp e i s used , obtai nth e sampl e usin

g th e wate r displacemen t procedur e describedi n12. 8 o r th e purgin

g procedur e describe din12.9 . The wate r displacemen t procedur e i s preferabl e becaus e th e flo w of produc t involve

di nth e purgin

g procedur e ma

y b e hazardous . 12. 6 Wate r displacemen t procedure . Completel y fil l th

e closed-type containe r wit hwate r an dclos e th

e valves . Whil e permittin

g a smal l amount of produc t to flo w throug

hth e fittings , connec t th e to po r inle t valv

e of th

e containe r t

o th e tan k samplin

g ta po r valve . Thenopenal l valve s o nth e inle t sid

e o f th

e container . Openth e botto m o r outle t valv

e slightl y

to allo

w th e wate r to b

e displace

d slowl y

b y th e sampl e enterin

g th e container . Regulat e th e flo w so that there i s n o appreciabl e change i npressur e withi nth e container . Clos e th

e outle t valv

e as soo

nas diese l fue l discharge s fro m th e outlet ; the

ninsuccessio

nclos e th

e inle t valv

e an dth e samplin g valv e o nth e tank . Disconnec t th e containe r an

d withdra w enoug hof th

e content s so that it wil l b e 70-8 0 percen t full . I f th e vapor pressur e of th e produc t i s not hig h enoug hto forc e liqui dfro m th e container , ope

nbothth

e upper an dlower valve s slightl y t o remov e th e excess . Promptl y sea l an dlabe l th

e container , an

ddelive r it t

o th e laboratory . -40 -P.4 6 'TT'S'-ITJUJ- "
12. 7 Purgin

g procedure . Connec t th e inle t valv

e of th

e closed-type containe r to th e tan k samplin

g ta po 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 ni t wil l b

e approximatel y

equa l to tha t inth e container bein g sampled . Allo

w a volum

e o f produc t equa l t o a t leas t twic e that of th e containe r to flo w throug

hth e samplin

g system . Thenclos e al l valves , th e outle t valv

e first , th

e inle t valv

e of th

e containe r second , an dth e tan k samplin

g valv e last , an

d disconnec t th

e containe r immediately . Withdra w enoug ho f th

e content s s o tha t th e sampl e containe r wil l b e 70-8 0 percent full . I f th e vapor pressur e of th e produc t i s not hig

henoug

hto forc e liqui dfro m th e container , openboth th e uppe r an

d lower valve s slightl y to remov

e th e excess . Promptl y

sea l an

dlabe l th

e container , an

ddelive r i t to th e laboratory .

-41 -r^ r " r ""TTfff ' i s ;rr"^r? n".v^-'

(Ml to wall ) h wttot

t WMV M n*n«O M A n Dimension s i n inche s (fa n scal e excep t a s noted ) A B decima l dimension s repiesen t minimu m an d maximu m Toleranc e fo ra B othe rdimension s i s ±«/» * Mad e o fnon-ferrou s material , uneffecte d b ygasofln e 

## Figur e 7a . Nozzl e Extensio n fo rNozzl e Samplin g (Compatibl e wit h narro wnec k sampl e containers )r-j- . - --mjfV "

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

t fort h below : 6 . The authority citatio

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

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

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

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

n exhaus t an

devaporativ

e emissio

ntestin

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

g specificatio

no r substantiall y

equivalen t specification s approved b

y th e Administrator , shal l b e use db y th e manufacture r inexhaus t an devaporativ

e testin

g except that octane specification s d o not apply .

-42 -"•••"-T"'"T!jf'-;-"T ; -

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

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

. ' hospi o rus , max .

. . vp[;?,4] , Hydrocarbo ncomposi t Olefins , Aromatics , Saturate s 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 ) ion : max . pet. , max . pet. , &ST M

Tes t Metho 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 Valu e 9 3 7. 5 0.050[1 ] (0.013)[1 ] 75-9 5 (23.9-35 ) 120-13 5 (48.9-57.2 ) 200-23 0 (93.3-110 ) 300-32 5 (148.9-162.8 ) 41 5 (212.8 ) 0.1 0 0.00 5 (0.0013 ) 8.7-9. 2 (60.0-63.4 ) 1 0 3 5 [5 ] [1 ] Maximum . [2 ] Fo r testin g a t altitude s abov e 1,21 9 m (4,00 0 ft ) th e specifie drang e i s 75°-105° F (23.9°-40.6°C) . [3 ] Fo r testin g 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 testin g a t altitude s abov e 1,21 9 m (4,00 0 ft ) th e specifie drang e i s 7.9-9. 2 ps i (54.5-63. 4 kPa) . [5 ] Remainder .

-43 -P.5 1

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

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

e gasoline use

dshal l b

e n o highe r tha

n1. 0 Researchoctan e number abov

e th e minimu

m recommende

d b y th e manufacture r an

dhav e a minimu

m sensitivity of 7 5 octane numbers , wher e sensitivity i s definedas th e Researchoctan

e number minu s th

e Motor octane number . (ii ) The Rei dVapo r Pressur e of th e gasoline usedshal l b e characteristi c o f th e moto r fue l use

ddurin

g the seaso

ni n whic hth

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

d evaporativ

e emissio ntestin

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

e o f commerciall y availabl e methano l fue l an dshal l consis t o f a t leas t 5 0 percent methano l b y volume . (i ) Manufacturer s shal l recommen d th e methano l fue l t o b e use dfo r testin

g an dservic e accumulatio ni naccordanc e wit h paragrap

h(3). .

-44 -(ii ) The Administrator shal l determine th e methano l fue l t o b e use dfo r testin

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

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

y are commerciall y

available , an

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

w chat onl y

th e designate

dfue l woul db

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

h(a)(3 ) o f thi s sectio nwoul dhdv

e a detrimenta l effec t o nemission s o

r durability , an

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

dprior to th

e star t o f testing . (5 ) Th

e specificatio

nrange o f th

e fuel s to b

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

d i naccordanc e wit h§86.090-21(b)(3) . (b ) Diese l tes t fuel . (1 ) Th e petroleu

m fuel s employe

d fo r testin

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

m fue l ma

y contai nnonmetalli c additive s as follows : cetane -45 -ir-T 1 rjf fWfT»!H"T " *T~ improver , meta l deactivator , antioxidant , dehazer , antirust , pou r depressant , dye , dispersan t an dbiocide . Excep t fo r th e sulfu r content o f "Typ e 2-D " fuel , fuel s specifie dfo r emission s testin

g are intende

dto b

e representativ

e of commerciall y

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

m fue l fo

r diese l vehicle s meetin g th e followin

g specifications , o r substantiall y

equivalen t specification s approve d b y th e Administrator , shal l b e use di n exhaus t emissio

ntesting . The grade of petroleu m fue l recommende

d b y th e engin e manufacturer , commerciall y designated as "Typ e 2-D " grade diesel , shal l b e used .

Ite m Cetane Number Distillationrange :

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 , Hydrocarboncompositio n Aromatics , min . pet . Paraffins , naphthenes , olefin s Flashpoint , min . ° F (°C ) Viscosity , centistoke s AST M Tes t 

### Metho dNo . D61 3 D8 6 D8 6 D8 6 D8 6 D8 6 D28 7 D262 2 D131 9

D9 3 D445 Tvo 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 m fue l fo r diese l vehicle s meetin g th e followin g specifications , o r substantiall y equivalen t specification s approve db y th e Administrator , shal l b e use di n servic e accumulation . Th e grad e o f petroleu m diese l fue l recommende db y

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

Ite m Cetan e Numbe r Distillatio nrange : 9 0 pet . poin t Gravity , Tota l sulfur , Flashpoint , min . Viscosity , o p (°C ) •AP I pet . o p <°C ) centistoke s AST M Tes t Metho d 961 3 x,8 6 028 7 D262 2 D9 3 D45 5 No . Typ e 2- D

38-5 8 540-65 0 (282.2-343.3 ) 30-3 9 0.08-0.1 2 13 0 (54.4 ) 1.5-4. 5 (4 ) Methano l fue l use d fo r exhaus t an d evaporativ e emissio ntestin g an di nservic e accumulatio no f methanol-fuele ddiese l 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 y volume .
(i ) Manufacturer s shal l recommen d th e methano l fue l t o b e use dfo r testin g an d servic e accumulatio ni n accordanc e wit hparagrap h(4) .
(ii ) The , Administrato r shal l determin e th e methano l fue l t o b e use dfo r testin g an d servic e accumulation .

-47 -P.5 5

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

g an d servic e accumulatio

nprovided :
(i ) The

y are commerciall y

available , an

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

w that onl y

th e designate

dfue l woul db

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

r (b)(4 ) o ^ thi s sectio nwoul dhav

e a detrimenta l effec t o

nemission s o

r durability , an

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

dprior t

o th e star t o f testing . (6 ) The specificatio nrange o f th

e fuel s t o b

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

e reporte

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

nma y b e use donl y wit hth

e advanc e approva l of th e Administrator . 

### (d ) Mixture s o f petroleu mand methano l fuel s fo r flexibl e fue l vehicles . (1 ) Mixture s of petroleu m an d methano l fuel s use d fo r exhaus t an

devaporativ

e emissio

n -48 -testin

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

e withi nth

e range o f fue l mixture s fo r whichth

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

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

dservic e accumulation ) expected t o resul t inth e highes t emissions , provided :
(i ) The fuel s whichconstitut e th e mixtur e wil l b

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

y th e manufacture r to sho w that th

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

dprior to th

e star t o f testing . (3 ) The specificatio nrang e of th

e fuel s to b

e use d unde r paragrap

h(d)(1 ) of thi s sectio nshal l be reporte di n accordanc e wit h§86.090-21(b)(3) .

-49 -8 . A ne w Sectio n86.113-9 4 i s proposedt o b e adde dto Subpar t B , to rea

das follows :
§86.113-9 4 Fue l specifications .
(a ) Otto-cvcl e tes f fuel . (l ) Gasoline havin g th e followin

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

n exhaus t an

devaporativ

e emissio

ntestin

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

g specificatio

nor substantiall y equivalen t specification s approvedb

y th e Administrator , shal l b e use db y t-.e manufacture r i

nexhaus t an

devaporativ

e testin

g excep t tha t octane specification s d o not apply .

-50 -- W'"" T T ' S-'UfJT! 1 "TM '

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

IBP[2] , 1 0 pet . point , 5 0 pet . point , 9 0 pet . point , EP , (max. ) Sulfur , weigh t pet . Phosphorus , max . RVP[3,4] , Hydrocarboncompos i Olefins , Aromatics , Saturate s min . min . g/U.S . ga l (g/litter )
o p <°C ) o p 

### (°C ) o p (°C ) o p (°C ) ° F (°C )
, max . g/U.S . ga l (g/liter ) ps i (kPa ) tion : max . pet. , max . pet. ,AST

M Tes t Metho 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 Value 9 3 7. 5 0.050[1 ] (0.013)[1 ] 75-9 5 (23.9-35 ) 120-13 5 (48.9-57.2 ) 200-23 0 (93.3-110 ) 300-32 5 (148.9-162.8 ) 41 5 (212.8 ) 0 1 0 0.00 5 (0.0013 ) 8.7-9. 2 (60.0-63.4 ) 1 0 3 5 [5 ] [1 ] Maximum . [2 ] For testin

g a t altitude s abov

e 1,21 9 m

(4,00 0 ft ) th

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

g whichi s unrelatedto evaporativ e emissio

n control , th

e specifie

drange i s 8.0-9. 2 ps i (55.2-63. 4 kPa) . [4 ] For testin

g a t altitude s abov

e 1,21 9 m

(4,00 0 ft ) th

e specifie

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

•51 -(2 ) Unleaded gasolin e representativ

e o f commercia l gasoline whic hwil l b e generall y

availabl e throug hretai l outlet s shal l b

e use di nservic e accumulatio nfo r petroleum fuele dOtto-cycl e vehicles . Leade dgasoline wil l not b e use d inservic e accumulation . (i ) The octane ratin g o f th

e gasoline use

dshal l b

e n o highe r tha

n1. 0 Researchoctane number abov e th e minimu

m recommende

db y th e manufacture r an

dhav e a minimu

m sensitivity o f 7. 5 octane numbers , wher e sensitivity i s definedas th e Researchoctane number minu s th e Motor octane number . (ii ) Th

e Rei dVapor Pressur e of th e gasoline use

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

ddurin

g th e seaso

ni n whic hth

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

devaporativ

e emissiontestin

g an di nservic e accumulatio no f methanol-fueled Otto-cycl e vehicle s shal l b e representativ

e o f commerciall y availabl e methano l fue l an dshal l consis t of a t leas t 5 0 percent methano l b y volume . (i ) Manufacturer s shal l recommen dth e methano l fue l t o b e use dfo r testin

g an dservic e accumulatio ni naccordanc e with paragrap

h(3) .

-52 -r T f • • ' r ' T -n JT (ii ) The Administrator shal l determine th e methano l fue l t o b e use dfo r testin

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

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

y are commerciall y

available , an

d
(ii ) Information , acceptabl e to th e Administrator , i s provided to sho

w that onl y

th e designatedfue l woul db e use di n custome r service , an d
(iii ) Us e of a fue l liste dunde r paragrap

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

e a detrimenta l effec t o nemission s or durability , an

d
(iv ) Writtenapprova l fro m th e Administrato r o f th e fue l specification s mus t b e provide

dprior to th

e star t of testing . (5 ) Th

e specificatio

nrange of th

e fuel s to b

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

dinaccordanc e wit h§86.090-21(b)(3) . (b ) Diese l tes t fuel . (1 ) The petroleu m fuel s employe

d fo r testin

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

m fue l ma

y contai nnonmetalli c additive s as follows : cetane -53 -P.6 1

• »- : "j"-f

;-?1l[^^T^• , " ' improver , meta l deactivator , antioxidant , dehazer , antirust , pou r depressant , dye , dispersan t an dbiocide . Fuel s specifie d fo r emission s testin g are intende

dto b

e representativ

e of commerciall y

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

m fue l fo

r diese l vehicle s meetin g th e followin

g specifications , o r substantiall y

equivalent specification s approve db y th e Administrator , shal l b e use di n exhaus t emissio

ntesting . Th

e grade o f petroleu m fue l recommende

db y th e engine manufacturer , commerciall y designate

d as "Typ e 2-D " grade diesel , shal l b e used .

Ite m Cetane Number Cetane Inde

x Distillationrange :

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

ncompositio

n Aromatics , min . pet . Paraffins , naphthenes , olefin s Flashpoint , min . Viscosity , centistoke s o p (°C ) AST

M Tes t 

### Metho dNo . D61 3 D97 6 D8 6 D8 6 D8 6 D8 6 D8 6 D28 7 D262 2 D131 9

D9 3 D44 5 Type 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 1 13 0 (54.4 ) 2.2-3. 4 .4 )

.8 ) .2 )

• 2 ) .6 )

[1 ] Remainder .

-54 -! > TT-VT*r""*tf*T.r
(3 ) Petroleu

m fue l fo

r diese l vehicle s meetin g th e followin

g specifications , o r substantiall y

equivalent specification s approve db y th e Administrator , shal l b e use di n servic e accumulation . The grade o f petroleu m diese l fue l recommende

db y th e engine manufacturer , commerciall y designate

d a s "Typ e 2-D " grade diese l fuel , shal l b e used .



### item Cetane Numoe r Caiane Inde

x Disti l .atio

nrange : 9 0 pet . point Gravity , Tota l sulfur , Flashpoint , min . o p C C ) °AP I pet . o p (°C ) AST

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

38-5 8 min . 4 0 540-63 0 (282.2-343.3 ) 30-3 9 0.03-0.0 5 13 0 (54.4 ) 1.5-4. 5 Vi_co.sity , (1 ) Methano l fue l use dfo r exhaus t an

devaporativ

e emissio ntestin

g an di nservic e accumulatio nof methanol-fueleddiese l vehicle s shal l b e representativ

e of commerciall y

availabl e methano l fue l an d shal l consis t of a t leas t 5 0 percent methano l b y volume . (i ) Manufacturer s shal l recommen dth e methano l fue l t o b e use d fo r testin

g an dservic e accumulatio ni n accordanc e wit hparagrap h(4) .

- i. (ii ) Th

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

g an dservic e accumulation . -55 -rf'Ti" ' TMj f .

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

g an dservic e accumulatio

nprovided :
(i ) The

y are commerciall y

available , an

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

w tha t onl y

th e designate

dfue l woul db

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

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

e a detrimenta l effec t o

nemission s o

r durability , an

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

dprior to th

e star t o f testing . (6 ) The specificatio nrang e of th

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

nma y b e use donl y wit hth

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

devaporativ

e emissio

n -56 -testin

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

e withi nth

e range of fue l mixture s fo r whichth

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

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

dservic e accumulation ) expecte dto resul t i

nth e highes t emissions , provided : (i ) The fuel s whichconstitut e th e mixtur e wil l b

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

y th e manr.fPTture

r t o sho w that th

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

dprior to th

e star t of testing . (3 ) Th

e specificatio

nrang e of th

e fuel s to b

e use d unde r paragrap

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

e reporte

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

-57 -" r """**^"BT''*T TM ! ' ' T _ T , T

9 . A ne w Sectio

n86.1313-9 1 i s proposedt o b e adde d t o Subpar t N , to rea

d as follows :
§86.1313-9 1 Fue l specifications . (a ) Otto-cycl e tes t fuel . (1 ) Gasoline havin g th e specification s liste dinTabl e N91- 1 wil l b e use db y th e Administrato r i

nexhaus t emissio ntestin

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

equivalen t specification s approve db y th e Administrator , shal l b e . use db ' th

e manufacture r i

nexhaus t emissio ntesting , excep t that th e octane specificatio ndoe s not apply .

-58 -" T*"*"">• - T" ' " *"-T J sr TM ' • 

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

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

(g/ i composition :

, ma x Aromatics , max . Saturate s gal . Lter )
o p (°C ) o p <°C ) o p (°C ) o p (°C )

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

. pet . pet . AST M

D269 9 D323 7 D8 6 D8 6 D8 6 D8 6 D8 6 D126 S D323 1 D32 3 D131 9 D131 9 D131 9 Valu e 9 3 7. 5 (0.050)[1 ] (0.013)[1 ] 75-9 5 (23.9-35 ) 120-13 5 (48.9-57.2 ) 200-23 0 (93.3-110 ) 300-32 5 (148.9-162.8 ) 41 5 (212.8 ) 0.1 0 0.00 5
v 3.0013 ) 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 h wil l b e generall yavailabl e throug h retai 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 h octan e numbe r abov e th e minimu m recommende d b

yth e manufacture r an d hav e a minimu

msensitivit y

- 'a o f 7. 5 octan e numbers , wher e sensitivit yi s define d a s th e Researc h octan e numbe r minu s th e Moto r octan e number . -59

-""Tff-'fw-fTiTTr r

(ii ) The Rei dVapor Pressur e of th e gasoline use

dshal l b e characteristi c o f th e motor fue l use

ddurin

g th e seaso ni n whic hth

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

devaporativ

e emissiontestin

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

e o f commerciall y availabl e methano l fue l an dshal l consis t of a t leas t 5 0 percen t methano l b y volume . (i ) Manufacturer s shal l recommen dth e methano l fue l t o b e use dfo r testin

g an dservic e accumulatio ninaccordanc e wit h paragrap

h(3) . (ii ) Th

e Administrator shal l determine *-h e methano l fue l t o b e use dfo r testin

g an dservic e accumulation .

i (4 ) Othe r methano l fuel s ma y b e use dfo r testin

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

y are commerciall y

available , an

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

w tha t onl y

th e designatedfue l woul db e use di n custome r service , an d

-60 -(iii ) Us e o f a fue l liste dunder paragrap

h(a)(3 ) of thi s sectio nwoul d hav

e a detrimenta l effec t o nemission s o

r durability , an

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

dprior to th

e star t o f testing . (5 ) The specificatio nrange of th

e fuel s to b

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

di naccordanc e wit h§86.090-21(b)(3) . (b ) Diese l tes t fuel . (1 ) The petroleu m fuel s fo

r testin

g diese l engine s employe dfo r testin

g shal l b

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

m fue l ma

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

g are intende

dto b

e representativ

e of commerciall y

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

m fue l fo

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

nTabl e N91-2 , o r substantiall y

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

m fue l use

d -61 -shal l b e commerciall y

designatedas "Typ e 2-D " grad

e diese l fue l except that fue l commerciall y designatedas "Typ e 1-D " grade diese l fue l ma y b e substitutedprovide dthat th

e manufacture r ha s submitte devidenc e t o th e Administrator demonstratin

g t o th

e Administrator' s satisfactio nthat thi s fue l wil l b

e th e predominant in-us e fuel . Suc hevidenc e coul d include suc

hthing s as copie s o f signe dcontract s fro

m customer s indicatin g th e intent t o purchas e an dus e "Typ

e 1-D " grade diese l fue l as th e primar

y fue l fo

r us e inth

e engine s o

r othe r evidenc e acceptabl e t o th e Administrator , whichth e Administrato r find s provide s equivalen t assurance .
Tabl e N91- 2 Ite m AST

M Type 1-D Type 2- D Cetan e D61 3 48-5 4 42-5 0 Distillationrange : 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 Hydrocarboncomposition : 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 -*" * I T P.7 0

(3 ) Petroleu

m fue l fo

r diese l engine s meetin g th e specification s inTabl e N91-3 , o r substantiall y

equivalent specification s approve db y th e Administrator , shal l b e use di n servic e accumulation . The grade o f petroleu m fue l use

dshal l b e commerciall y

designatedas "Typ e 2-D " grad

e diese l fue l excep t tha t fue l commerciall y designateda s "Typ e 1-D " grade diese l fue l ma

y b e substitute

dprovide

dthat th

e manufacture r ha s submitte

devidenc e t o th

e Administrator demonstratin g to th e Administrator' s satisfactio nthat thi s fue l wil l b e th e predominan t in-us e fuel . Suchevidenc e coul dinclude suc h thing s as copie s of.signe d contract s fro m customer s indicatin g th e intent to purchas e an dus e "Typ

e 1-D " grade diese l fue l as th e primar

y fue l fo

r us e i

nth e engine s o

r other evidenc e acceptabl e t o th

e Administrator .

Ite m Cetane Numbe r Distillationrange : 9 0 pet . point , Gravity , Tota l sulfur , pet . Flashpoint , min . o p <°C ) °AP I

, °F , (°C ) Viscosity , centistoke s Tabl e N91 - AST M D61 3 D8 6 D28 7 D262 2 D9 3 D45 5 - 3 Type 1-D

42-5 6 440-53 0 Type 2- D

30-5 8 540-63 0 (226.7-276.7)(282.2-332.2 )

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 dfo r exhaus t an

devaporativ

e emissio ntestin

g an dinservic e accumulatio nof methanol-fueled diese l engine s shal l b e representativ

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

y volume . -63 -P.7 1

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

g an dservic e accumulatio ni naccordanc e with paragrap

h(4) . (ii ) The Administrator shal l determine th e methano l fue l t o b e use dfo r testin

g an dservic e accumulation . (5 ) Othe r fuel s ma y b e use dfo r testin

g an dservic e accumulatio

nprovided : (i ) The

y are commerciall y

available , an

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

w that onl y

th e designate

dfue l woul db

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

r (b)(4 ) o f thi s sectio nwoul dhav

e a detrimenta l effec t o

nemission s o

r durability , an

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

dprior to th

e star t of testing . (6 ) The , specificatio nrange , of th

e fuel s to b

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

e reporte

di naccordanc e wit h§86.090-21(b)(3) . -64 -pan**^ ' '-*?r*fl r '••••-.---.

(c ) Fuel s no t meetin g th e specification s se t fort hi n thi s sectio

nma y b e use d onl y wit hth

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

devaporativ

e emissio

n testin g an dservic e accumulatio nfo r flexibl e fue l vehicle s shal l be withi nth e range of fue l mixture s fo r whichth

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

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

dservic e accumulation ) expectedt o resul t i nth e highes t emissions , provided : (i ) The fuel s whic hconstitut e th e mixtur e wil l b

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

y th e manufacture r to sho w that th

e designatedfue l mixture s woul dresul t inth e highes t emissions , an d
(iii ) Writtenapprova l fro m th e Administrator of th e fue l specification s mus t b e providedprior to th e star t of testing . -65 -• ' T V "Oi^fif T
- Iff ; -

(3 ) The specificatio nrange o f th

e fuel s t

o b e use d unde r paragrap

h(d)(2 ) of thi s sectio nshal l b

e reporte

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

-66 -10 . A

ne w Sectio

n86.1313-9 4 i s proposedt o b e adde dt o Subpar t N , t o rea

das follows :
§86.1313-9 4 Fue l specifications . (a ) Otto-cvcl e tes t fuel . (l ) Gasoline havin g th e specification s liste dinTabl e N94- 1 wil l b e usedb

y th e Administrato r inexhaus t emissio ntestin

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

equivalen t specification s approvedb y th e Administrator , shall - b e use db y th e manufacture r i

nexhaus t emissio ntesting , excep t that th e octane specificatio ndoe s not apply .

-67 -Tabl e N94- 1
Ite m Octane , research , min . Sensitivity , min . Lea d(organic) , g/U.S . gal . (g/liter )

- Distillatio nrange : IBP , ° F



### CC ) 1 0 pet . point , ° F



### CC ) 5 0 pet . point , ° F



### CC ) 90 ' pet . point , ° F



### CC ) EP , max . °F , C C ) Sulphur , max . wt . pet . Phosphorus , t x. , g/U.S . gal . (g/liter ) RVP , ps i (kPa ) Hydrocarbo ncomposition : Olefins , max . pet . Aror . e •.:'.-'s

, max . pet . Saturate s [1 ] Maximum . [2 ] Remainder . (2 ) Unleade dgasolin e AST M D269 9 D323 7 D8 6 D8 6 D8 6 D8 6 D8 6 D126 6 D3231 D32 3
D131 9 D131 9 D131 9 Valu e 9 3 7. 5 (0.050)[1 ] (0.013)tl ] 75-9 5 (23.9-35 ) 120-13 5 (48.9-57.2 ) 200-23 0 (93.3-110 ) 300-32 5 (148.9-162.8 ) 41 5 (212.8 ) 0.1 0 0.00 5 (0.0013 ) 8.0-9. 2 (60.0-63.4 ) 1 0 3 5 [2 ]

representativ e o f commercia l gasolin e whic hwil l b e generall y availabl e throug hretai l outlet s shal l b e use d i nservic e
(i ) Th e octan e rating o f accumulatio n

th e gasolin e highe r tha non e Researc hoctan e numbe r recommende d b

y th e manufacture r o f 7. 5 octan e numbers , wher e Researc hoctan e numbe r minu s th e

-6 8 an dhav e a sensitivit y Moto r octan e •

use dshal l b e no t

abov e th e minimu m minimu m sensitivit y i s define da s the 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 durin g th e seaso n i n whic h th 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 testin g 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 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 sho wtha t onl yth e designate d fue l woul d b e use d i n custome r service , an d

-69

-- a. ,.: : ]a a. :^pya- , , P.7 8

(iii ) Us e o f a fue l liste dunde r paragrap

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

e a detrimenta l effec t o nemission s o

r durability , an

d
(iv ) Writtenapprova l fro m th e Administrato r of th e fue l specification s mus t be providedprior t o th e star t o f testing . (5 ) The specificatio nrang e of th

e fuel s to b

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

d i naccoraiii . - wich§86.090-21(b ) (3) . 

### (b ) Piese l tes t t\\9"„
(1 ) The petroleu m £.''3l s fo r testin

g diese l engine s employedfo

r testin

g shal l D

2 clea nan dbright , wit hpou r an d clou dpoint s adequat e fo r operability . The petroleu m fue l ma

y contai nnonmetalli c additive s as follows : Cetane improver , meta l deactivator , antioxidant , dehazer , antirust , pou r depressant , dye , dispersant , an dbiocide . Fuel s specifiedfo r emission s testin

g are intende

dto b

e representativ

e of commerciall y

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

m fue l fo

r diese l engine s meetin g th e specification s inTabl e N94-2 , o r substantiall y

equivalen t specification s approve db y th e Administrator , shal l b e use di n exhaus t emission s testing . The grade of petroleu m fue l use

d shal l b

e commerciall y

designate

das "Typ

e 2-D " grade diese l -70 -' HJIUTT " f""

- Wf!" " r fue l excep t tha t fue l commerciall y designateda s "Typ e 1-D " grade diese l fue l ma y b e substitute

dprovide

dthat th

e manufacture r ha s submitte devidenc e to th e Administrator demonstratin

g to th

e Administrator' s satisfactio nthat thi s fue l wil l b

e th e predominan t in-us e fuel . Suc hevidenc e coul d include suc

hthing s a s copie s of signe dcontract s fro

m customer s indicatin g th e intent to purchas e an dus e "Typ

e 1-D " grade diese l fue l as th e primar

y fue l fo

r us e inth

e engine s o

r othe r evidenc e acceptabl e to th e Administrator .

Ite m Cetane Number Cetane Inde

x Distillationrange : IBP , ° F



### CC ) 1 0 pet . point , ° F



### CC ) 5 0 pet . point , ° F

C C ) 9 0 pet . point , ° F



### CC ) EP , ° F



### CC ) Gravity , °AP I Tota l sulfur , pet . Hydrocarboncomposition : Aromatics , pet . Paraffins , Naphthene s Olefin s Flashpoint , min. , °F , C C ) Viscosity , centistoke s [1 ] Minimum . [2 ] Remainder . Tabl e N94- 2

ASTM D61 3 D97 6 D8 6 D8 6 D8 6 D8 6 D8 6 D28 7 D262 2 D131 9 / D131 9 D9 3 D44 5 Type 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 Type 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 -P.8 0 T7J - i-"fwrwf* • (3 ) Petroleu

m fue l fo

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

nTabl e N94-3 , o r substantiall y

equivalent specification s approve db y th e Administrator , shal l b e use di n servic e accumulation . The grade of petroleu m fue l use

dshal l b e commerciall y

designateda s "Typ e 2-D " grade diese l fue l excep t tha t fue l commerciall y designated as "Typ e 1-D " grad

e diese l fue l ma

y b e substitutedprovide dtha t th

e manufacture r ha s submittedevidenc e to th e Administrator demonstratin g t o th e Administrator' s satisfactio ntha t thi s fue l wil l b e th e predominan t in-us e fuel . Suc hevidenc e coul dinclude suc h thing s a s copie s o f signe dcontract s fro

m customer s indicatin g th e intent t o purchas e an dus e "Typ

e 1-D " grad * diese l fue l a s th e primar

y fue l fo

r us e i

nth e engine s o

r othe r evidenc e acceptabl e t o th

e Administrator .

Tabl e N94- 3

Ite m

Cetane Numbe r Cetan e Inde

x Distillationrange : 9 0 pet . point , ° F

C C ) Gravity , °AP I Tota l sulfur , pet . Flashpoint , min. , °F ,



### CC ) Viscosity , centistoke s AST M

D61 3 D97 6 D8 6 D28 7 D262 2 D9 3 D45 5 Tvo e 1- D

40-5 6 min . 4 0 440-53 0 (226.7-276.7)(28 2

39-4 5 0.03-0.0 5 12 0 (48.9 ) 1.2-2. 2 Type 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 dfo r exhaus t an

devaporativ

e emissio ntestin

g an di nservic e accumulatio nof methanol-fueled -72 -P.8 1

diese l engine s shal l b e representativ

e o f commerciall y availabl e methano l fue l an dshal l consis t of a t leas t 5 0 percen t methano l b y volume . (i ) Manufacturer s shal l recommen dth e methano l fue l to b e usedfo

r testin

g an d servic e accumulatio ni naccordanc e wit h paragrap

h(4) . (ii ) The Administrator shal l determine th e methano l fue l t o b e use d fo r testin

g an dservic e accumulation . (5 ) Othe r fuel s ma y b e use dfo r testin

g an dservic e accumulatio

nprovided : (i ) The

y are commerciall y

available , an

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

w tha t onl y

th e designatedfue l woul db e use di n custome r service , an d
(iii ) Us e o f a fue l liste dunde r paragraph s (b)(2 ) an d (b)(3 ) o

r (b)(4 ) o f thi s sectio nwoul dhav

e a detrimenta l effec t o

nemission s o

r durability , an

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

dprior t

o th e star t of testing .

-73 -P.8 2

(6 ) The specificatio nrange o f th

e fuel s t

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

e reporte

dinaccordanc e wit h§86.090-21(b)(3) . (c ) Fuel s no t meetin g th e specification s se t forthi n thi s sectio

nma y b e use donl y wit hth

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

devaporativ

e emissio

n testin g an d servic e accumulatio nfo r flexibl e fue l vehicle s shal l be withi nth e range o f fue l mixture s fo r whic hth

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

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

dservic e accumulation ) expectedto resul t i nth e highes t emissions , provided :
(i ) The 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 provided b

y th e manufacture r t

o sho w that th

e designatedfue l mixture s woul d resul t i nth e highes t emissions , an d -74 -/ ... a rril . r „ yw y wrr ,,. r ..

( iii ) Writtenapprova l fro m th e Administrator of th e fue l specification s mus t b e providedprior to th e star t of testing .

( 3 ) The specificatio nrange of th

e fuel s to b

e use d unde r paragrap

h(d)(2 ) of thi s sectio nshal l b

e reporte

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

-75 -