California Code of Regulations › Title 13 - Motor Vehicles › Division 3 - Air Resources Board › Chapter 1 - Motor Vehicle Pollution Control Devices › Article 2 - Approval of Motor Vehicle Pollution Control Devices (New Vehicles) › Section 1956.8 - Exhaust Emissions Standards and Test Procedures - 1985 and Subsequent Model Heavy-Duty Engines and Vehicles, 2021 and Subsequent Zero-Emission Powertrains, and 2022 and Subsequent Model Heavy-Duty Hybrid Powertrains

Current through Register 2024 Notice Reg. No. 28, July 12, 2024
(a)
(1) The exhaust emissions (i) from new 1985 through 2003 model heavy-duty diesel engines (except methanol-fueled engines), and heavy-duty natural-gas-fueled and liquefied-petroleum-gas-fueled engines derived from diesel-cycle engines, and (ii) from all new 1993 through 2003 model heavy-duty methanol-fueled, diesel engines, except in all cases engines used in medium-duty vehicles, shall not exceed:
Exhaust Emission Standards
For 1985-2003 Model Heavy-Duty Engines Other than Urban Bus Engines (grams per brake horsepower-hour [g/bhp-hr])
Model Year
Total Hydrocarbons or OMHCE
A
Optional Non-methane Hydrocarbons
A
Carbon Monoxide
Oxides of Nitrogen
Particulates
#1985-1986
1.3
15.5
5.1
--
1987 B
1.3
15.5
5.1
--
1988-1989
1.3
15.5
6.0
0.60
1990
1.3
1.2
15.5
6.0
0.60
1991-1993 C
1.3
1.2
15.5
5.0
0.25 D
1994-1997
1.3
1.2
15.5
5.0
0.10 D
1995-1997 E
1.3
1.2
15.5
3.5 to 0.5
0.10
1998-2003 F
1.3
1.2
15.5
4.0 G, H
0.10 G
1998-2003 E
1.3
1.2
15.5
2.5 to 0.5 I
0.10
A The total or optional non-methane hydrocarbon standards apply to petroleum-fueled, natural-gas-fueled and liquefied-petroleum-gas-fueled engines. The Organic Material Hydrocarbon Equivalent, or OMHCE, standards apply to methanol-fueled engines.
B As an option a manufacturer may elect to certify to the 1988 model-year emission standards one year early, for the 1987 model year.
C For methanol-fueled engines, these standards shall be applicable beginning with the 1993 model year.
D Emissions averaging may be used to meet this standard. Averaging is restricted to within each useful life subclass and is applicable only through the 1995 model year. Emissions from engines used in urban buses shall not be included in the averaging program.
E These are optional standards. A manufacturer may elect to certify to an optional NOx standard between the values, inclusive, by 0.5 grams per brake horsepower-hour increments. Engines certified to any of these optional NOx standards are not eligible for participation in any averaging, banking or trading programs described in "California Exhaust Emission Standards and Test Procedures for 1985 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles" incorporated by reference in (b), below.
F These are mandatory standards.
G Engines of 1998 through 2003 model years may be eligible to generate banking credits based on these standards according to the requirements of the averaging, banking and trading programs described in "California Exhaust Emission Standards and Test Procedures for 1985 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles" incorporated by reference in (b), below.
H May be used as the certification standard for the higher emitting fueling mode of an engine certified under the dual fueling mode certification process of (a)(3)(4), below.
I May be used as the certification standard for the lower emitting fueling mode of an engine certified under the dual fueling mode certification process of (a)(3)(4), below.
(2)
(A) The exhaust emissions from new 2004 through 2023 model heavy-duty diesel engines, heavy-duty natural gas-fueled and lique-fied-petroleum-gas-fueled engines derived from diesel-cycle engines, and heavy-duty methanol-fueled diesel engines, and the optional, reduced-emission standards for 2002 through 2023 model engines produced beginning October 1, 2002, except in all cases engines used in medium-duty vehicles, shall not exceed:
Exhaust Emission Standards for 2004 Through 2023 Model Heavy-Duty Engines, and Optional, Reduced Emission Standards for 2002 Through 2023 Model Heavy-Duty Engines Produced Beginning October 1, 2002, Other than Urban Bus Model-Year Engines Produced From October 1, 2002 Through 2006 L (grams per brake horsepower-hour [g/bhp-hr])
Model Year
Oxides of Nitrogen Plu Non-methane Hydrocarbons
Optional Oxides of Nitrogen Plus Non-methane Hydrocarbons
Oxides of Nitrogen
Optional Oxides of Nitrogen
Non-methane hydrocarbons
Carbon Monoxide
Particulates
2004-2006 H
2.4 A, C, E, J
2.5 B, C, E, J
n/a
n/a
15.5
0.10 C
October 1, 2002-2006
n/a
1.8 to 0.3 A, D, F
n/a
n/a
15.5
0.03 to 0.01 G
2007-2023 M
n/a
n/a
0.20 I
0.14
15.5
0.01 K
2015-2021 (Optional) N, O
n/a
n/a
n/a
0.10, 0.05, or 0.02
0.14
15.5
0.01
2022-2023 (Optional) N, O
n/a
n/a
n/a
0.10, 0.05, 0.02, or 0.01
0.14
15.5
0.01
A This is the standard for the arithmetic sum of the oxides of nitrogen exhaust component certification value and the non-methane hydrocarbon exhaust component certification value, without individual restriction on the individual component values.
B This is the standard for the arithmetic sum of the oxides of nitrogen exhaust component certification value and the non-methane hydrocarbon exhaust component certification value, with the non-methane hydrocarbon individual component value not to exceed 0.5 g/bhp-hr.
C For 2004 through 2006 model years, emissions averaging may be used to meet this standard. Averaging must be based on the requirements of the averaging, banking and trading programs described in "California Exhaust Emission Standards and Test Procedures for 1985 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles" incorporated by reference in section 1956.8(b), below.
D A manufacturer may elect to certify to an optional reduced-emission NOx+NMHC standard between the values, inclusive, by 0.3 grams per brake horsepower-hour increments. Engines certified to any of these optional reduced-emission NOx standards are not eligible for participation in any averaging, banking or trading programs described in "California Exhaust Emission Standards and Test Procedures for 1985 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles" incorporated by reference in section 1956.8(b), below.
E May be used as the certification standard for the higher emitting fueling mode of an engine certified under the dual fueling mode certification process of section 1956.8(a)(4), below.
F May be used as the certification standard for the lower emitting fueling mode of an engine certified under the dual fueling mode certification process of section 1956.8(a)(4), below.
G A manufacturer may elect to certify to an optional reduced-emission PM standard between the specified values, inclusive, by 0.01 grams per brake horsepower-hour increments. Engines certified to any of these optional reduced-emission PM standards are not eligible for participation in any averaging, banking or trading programs described in "California Exhaust Emission Standards and Test Procedures for 1985 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles" incorporated by reference in section 1956.8(b), below.
H Engine manufacturers subject to the Heavy-Duty Diesel Engine Settlement Agreements (Settlement Agreements) 1 must produce engines in compliance with the requirements contained in their respective Settlement Agreement. Most engine manufacturers subject to the Settlement Agreements are required to manufacture engines meeting the exhaust emission standards for 2004 and subsequent model years engines beginning October 1, 2002.
I A manufacturer may elect to include any or all of its heavy-duty diesel engine families in any or all of the NOx emissions averaging, banking, or trading programs for heavy-duty diesel engines, within the restrictions described in "California Exhaust Emission Standards and Test Procedures for 1985 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles" incorporated in section 1956.8 (b), below. If the manufacturer elects to include engine families in any of these programs, the NOx family emission limit (FEL) may not exceed the following FEL caps: 2.00 grams per brake horsepower-hour (0.75 grams per megajoule) for model years before 2010; 0.50 grams per brake horsepower-hour (0.19 grams per megajoule) for model years 2010 and later. The FEL cap applies whether credits for the engine family are derived from averaging, banking, or trading programs.
J For 2007 through 2009 model years, a manufacturer may use these emission standards in accordance with section 1956.8 (a)(2)(B). A manufacturer may elect to include any or all of its heavy-duty diesel engine families in any or all of the NOx plus NMHC emissions averaging, banking, or trading programs for heavy-duty diesel engines, within the restrictions described in "California Exhaust Emission Standards and Test Procedures for 1985 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles" incorporated in section 1956.8 (b), below. If the manufacturer elects to include engine families in any of these programs, the NOx family emission limit (FEL) may not exceed the following FEL caps: 2.00 grams per brake horsepower-hour (0.75 grams per megajoule) for model years. The FEL cap applies whether credits for the engine family are derived from averaging, banking, or trading programs.
K A manufacturer may elect to include any or all of its heavy-duty diesel engine families in any or all of the particulate averaging, banking, or trading programs for heavy-duty diesel engines, within the restrictions described in "California Exhaust Emission Standards and Test Procedures for 1985 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles" incorporated by reference in section 1956.8 (b), below. The particulate FEL for each engine family a manufacturer elects to include in any of these programs may not exceed an FEL cap of 0.02 grams per brake horsepower-hour (0.0075 grams per megajoule). The FEL cap applies whether credits for the engine family are derived from averaging, banking, or trading programs.
L For 2007 through 2023 model-year urban bus engines, this section applies. For urban bus model-year engines produced from October 1, 2002 through 2006, refer to section 1956.1.
M For model years between 2007 and 2009, transit agencies purchasing urban buses and/or urban bus engines shall meet the requirements set forth in section 2023.1.
N Optional Low NOx emission standards. A manufacturer may choose to offer an engine that is 50%, 75%, or 90% (or 95% for 2022 and 2023 model year engines) below the current 0.20 g/bhp-hr NOx emission standards for heavy duty engines. A manufacturer may not include an engine family certified to the optional NOx emission standards in the ABT programs for NOx but may include it for particulates.
O On-Board Diagnostic (OBD) requirements are to be followed per title 13, CCR, section 1971.1 with the exception of the NOx emission threshold malfunction criteria for all applicable monitors, in which case a malfunction criterion of 0.4 g/bhp-hr NOx shall be used (i.e., the OBD system is required to detect a malfunction before NOx emissions exceed 0.4 g/bhp-hr).
1Seven of the largest heavy-duty diesel engine manufacturers will be implementing measures to reduce emissions beginning October 1, 2002, to meet the requirements of the Heavy-Duty Diesel Engine Settlement Agreements reached with the ARB. The Heavy-Duty Diesel Engine Settlements were agreements reached in response to lawsuits brought by the United States Environmental Protection Agency and violations alleged by the ARB pertaining to excess in-use emissions caused by the use of defeat devices and unacceptable algorithms. Navistar signed its Settlement Agreement on October 22, 1998. Cummins, Detroit Diesel Corporation, Caterpillar, Volvo, Mack and Renault signed their Settlement Agreements on December 15, 1998.
(B) Phase-in Options.
1. Early NOx compliant engines. For model years 2007, 2008, and 2009, a manufacturer may, at their option, certify one or more of their engine families to the combined NOx plus NMHC standard or FEL applicable to model year 2006 engines under section 1956.8 (a)(2)(A), in lieu of the separate NOx and NMHC standards or FELs applicable to the 2007 through 2023 model years, specified in section 1956.8 (a)(2)(A). Each engine certified under this phase-in option must comply with all other emission requirements applicable to model year 2007 engines. To qualify for this option, a manufacturer must satisfy the U.S.-directed production requirement of certifying no more than 50 percent of engines to the NOx plus NMHC standards or FELs applicable to 2006 engines, as specified in 40 Code of Federal Regulations, part 86, section 86.007-11(g)(1), as adopted January 18, 2001. In addition, a manufacturer may reduce the quantity of engines that are required to be phased-in using the early certification credit program specified in 40 Code of Federal Regulations, part 86, section 86.007-11(g)(2), as adopted January 18, 2001, and the "Blue Sky" engine program specified in 40 Code of Federal Regulations, part 86, section 86.007-11(g)(4), as adopted January 18, 2001.
2. Early PM compliant engines. A manufacturer certifying engines to the 2007 through 2023 model year PM standard listed in section 1956.8(a)(2)(A) (without using credits, as determined in any averaging, banking, or trading program described in "California Exhaust Emission Standards and Test Procedures for 1985 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," to comply with the standards) before model year 2007 may reduce the number of engines that are required to meet the 2007 through 2023 model year PM standard listed in section 1956.8(a)(2)(A) in model year 2007, 2008 and/or 2009. To qualify for this option, a manufacturer must satisfy the PM emission requirements pursuant to the methods detailed in 40 Code of Federal Regulations, part 86, section 86.007-11 (g)(2)(ii), as adopted January 18, 2001.
(C)
1. Except as provided in subsection (a)(2)(C)2 and (a)(2)(F) below, the exhaust emissions from new 2024 through 2026 model heavy-duty diesel engines, urban bus engines, heavy-duty natural gas-fueled and liquefied-petroleum-gas-fueled engines derived from diesel-cycle engines, and heavy-duty methanol-fueled diesel engines, in all cases engines used in heavy-duty vehicles over 14,000 pounds GVWR, shall not exceed:
Exhaust Emission Standards for 2024 through 2026 Model Light Heavy-Duty Engines, Medium Heavy-Duty Engines and Heavy Heavy-Duty Engines (g/bhp-hr)
Test Procedure
Oxides of Nitrogen
Non-methane Hydrocarbons
Carbon Monoxide
Particulates
FTP cycle
0.050
0.14
15.5
0.005
RMC cycle
0.050
0.14
15.5
0.005
Low-load cycle
0.200
0.14
15.5
0.005
2. 2024 through 2026 model year heavy-duty diesel engines rated at or greater than 525 bhp maximum power as defined in 40 CFR section 1065.510, as amended March 10, 2021 (Pre-publication), incorporated by reference herein.
a. In lieu of compliance with the requirements specified in subsection (a)(2)(C)1 above, a manufacturer may elect to certify a heavy-duty engine family or families rated at or above 525 bhp by:
i. submitting the federal engine family certification approval (e.g., federal certificate of conformity) for the applicable engine family or families and complying with all federal requirements for heavy-duty engines,
ii. demonstrating compliance with the Heavy-Duty Diesel Engine Idling Requirements for that model year as provided in subsection (a)(6) below, and
iii. providing emission warranty requirements for that model year as specified in 13 CCR section 2036.
b. A manufacturer is only eligible to utilize this option if it meets the criteria identified in subsections (a)(2)(C)2.b.i to ii below.
i. The manufacturer must have certified and sold heavy-duty diesel engines rated at or above 525 bhp maximum power in California for either the 2018 or 2019 model year.
ii. The maximum number of heavy-duty diesel engines covered by engine families certified under this provision that a manufacturer may sell in California in each applicable model year under this provision must not exceed 1.10 times that manufacturer's 2018 or 2019 model year California sales volume of engines rated at or above 525 bhp, whichever is greater.
3.
Legacy Engine Option.
For 2024, 2025, and 2026 model year heavy-duty diesel engine families rated below 525 bhp maximum power as defined in 40 CFR §
														1065.510, as amended March 10, 2021 (Pre-publication), incorporated by reference herein, a manufacturer may elect to certify a heavy-duty diesel engine family or families with 0.100 < FTP NOx FEL [LESS THAN EQUAL TO] 0.20 g/bhp-hr, and 0.005 < FTP PM FEL [LESS THAN EQUAL TO] 0.01 g/bhp-hr if it meets the criteria set forth below in subparagraphs a. and b. below:
a. The engine family meets the applicable regulatory requirements specified in title 13, CCR, section 1956.8 with the following allowances:
i. The low-load cycle emission standards in title 13, CCR, section 1956.8(a)(2)(C)1 would not be applicable.
ii. In lieu of meeting the requirements specified in subparagraph § 86.1370.B.6 of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in title 13, CCR, section 1956.8(b), the engine family must comply with the requirements for a 2023 model year engine family, as set forth in subparagraphs § 86.1370.A through § 86.1370.B.5 of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in title 13, CCR, section 1956.8(b).
iii. In lieu of meeting the requirements specified in subparagraph § 86.004-26.B of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in title 13, CCR, section 1956.8(b), the engine family must comply with the requirements for a 2023 model year engine family, as set forth in subparagraph § 86.004-26.A of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in title 13, CCR, section 1956.8(b).
iv. Comply with the heavy-duty OBD requirements specified in title 13, CCR, sections 1971.1 and 1971.5 applicable to a 2023 model year engine family.
b. A manufacturer is only eligible to utilize this option if it meets all of the criteria identified in subparagraphs i through vi below.
i. The manufacturer must certify the engine family subject to the averaging, trading, and banking provisions in section § 86.xxx-15.B.3 of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in title 13, CCR, section 1956.8(b).
ii. The maximum family emission limit for the engine family must not exceed the specified values in section § 86.xxx-15.B.3.(i) of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in title 13, CCR, section 1956.8(b).
iii.
Procedure to Offset Deficit Balance.
The manufacturer must offset its model year NOx and PM deficit balance generated by legacy engines by using credits from the heavy-duty zero-emission averaging set described in section § 86.xxx-15.B.3.(j) of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in title 13, CCR, section 1956.8(b).
1.
Credits from the Same Averaging Set.
If a sufficient quantity of heavy-duty zero-emission NOx or PM credits are not available, or are only available for a cost exceeding $4,000 (for enough NOx or PM credits to offset one medium heavy-duty legacy engine), the manufacturer may submit a plan for Executive Officer approval to use credits from the same averaging set described in section § 86.xxx-15.B.3.(a) of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in title 13, CCR, section 1956.8(b), to offset any remaining model year deficit balance generated by legacy engines. The plan must include information describing the manufacturer's attempts to purchase heavy-duty zero-emission NOx or PM credits from all manufacturers who have certified heavy-duty zero-emission vehicles or powertrains with CARB and that the manufacturer was denied a fair market offer to purchase such credits (i.e., such credits were only available at a cost exceeding $4,000 for enough NOx or PM credits to offset one medium heavy-duty legacy engine). The Executive Officer will base his or her determination upon the information included in the plan and the exercise of good engineering judgment that the information substantiates that sufficient heavy-duty zero-emission NOx or PM credits were not available or were only available at a cost exceeding $4,000 (for enough NOx or PM credits to offset one medium heavy-duty legacy engine).
2.
Carryover to the 2026 Model Year.
If credits from the same averaging set are not available, the manufacturer may carryover the NOx or PM deficit balance generated by legacy engines until the end of the 2026 model year, provided the manufacturer offsets the remaining legacy engine generated deficit balance times 1.25 with credits from the heavy-duty zero-emission averaging set or the same averaging set described in section § 86.xxx-15.B.3.(a) of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in title 13, CCR, section 1956.8(b) by the end of the 2026 model year. For example, if the deficit carried over from the 2025 model year to the 2026 model year is 1 Mg, the manufacturer would need to offset the deficit with 1.25 Mg by the end of the 2026 model year.
3.
Projects Targeted at California Disadvantaged Communities.
If at the end of the 2026 model year, a sufficient quantity of heavy-duty zero-emission NOx or PM credits are not available for the manufacturer to offset the remaining legacy engine generated deficit balance times 1.25, the manufacturer must take all the actions in A. to C. below for the remaining NOx or PM balance. For example, if the deficit balance is 1 Mg NOx, the manufacturer would need to offset the deficit balance with 1.25 Mg NOx.
As an option, the manufacturer may utilize this provision in the 2024 and 2025 model years if a sufficient quantity of heavy-duty zero-emission NOx or PM credits are not available for the manufacturer to offset the remaining legacy engine generated deficit balance times 1.25. For example, if the deficit balance is 1 Mg NOx, the manufacturer would need to offset the deficit balance with 1.25 Mg NOx.
A. Provide documentation to the Executive Officer substantiating that the manufacturer has attempted to purchase heavy-duty NOx or PM credits from all manufacturers with such credits and was denied a fair market offer; i.e., exceeding $4,000 for enough NOx or PM credits to offset one medium heavy-duty legacy engine.
B. Submit a plan for Executive Officer approval for projects targeted at California disadvantaged communities and that are sufficient to offset the excess emissions within five years. The plan must include project descriptions and budgets and a demonstration that the projects will achieve reductions required. The Executive Officer will base his or her determination upon the documentation provided by the manufacturer and the exercise of good engineering judgment that the plan would benefit disadvantaged communities, and would fully offset the excess emissions due to the credit deficit balance within five years. The manufacturer may submit contingency plans to be assessed and approved on the same standard as set forth in this subsection.
C. At the end of the five-year period, submit information documenting that the excess emissions have been offset. Failure to do so means that legacy engines would be subject to the provisions of § 86.004-15.A.(b)(5) of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in title 13, CCR, section 1956.8(b).
4.
Carryover to the 2025 Model Year.
The manufacturer may carry over the NOx or PM deficit balance generated by legacy engines from the 2024 model year to the 2025 model year, provided the manufacturer offsets the deficit balance with credits from the heavy-duty zero-emission averaging set. For example, if the deficit balance carried over from the 2024 model year to the 2025 model year is 1 Mg, the manufacturer would need to offset the deficit with 1 Mg of heavy-duty zero-emission averaging set credits by the end of the 2025 model year.
iv.
Legacy Engine Sales Limits.
A manufacturer may choose Option 1 or, if eligible, Option 2, and must remain in the same chosen option for model years 2024, 2025, and 2026. Option 2 is only available to a certifying manufacturer if it certifies medium heavy-duty diesel engines in addition to certifying products in another heavy-duty diesel primary intended service class for model years 2024 and 2025. For example, a manufacturer is eligible to use this option if it certifies both medium heavy-duty diesel engines and heavy heavy-duty diesel engines in the 2024 and 2025 model years. For both Options 1 and 2, the legacy engine sales limits in subsections 1 and 2 below are based on the total actual California sales of heavy-duty diesel engines, which is the combined total of all light heavy-duty (including medium-duty engines), medium heavy-duty, and heavy heavy-duty diesel engines that are sold in California.
1.
Option 1.
For each certifying heavy-duty diesel engine manufacturer, the total California sales volume of legacy engines certified under this provision may not exceed 45 percent of the manufacturer's total actual California sales of heavy-duty diesel engines for 2024 model year, and 25 percent of the manufacturer's total actual California sales of heavy-duty diesel engines for 2025 model year, and 10 percent of the manufacturer's total actual California sales of heavy-duty diesel engines for 2026 model year. For example, a manufacturer that sells a total of 1,000 heavy-duty diesel engines in California in 2024 model year would be allowed to sell up to 450 heavy-duty diesel legacy engines for that model year in California.
If a manufacturer exceeds the legacy engine sales limits in Option 1 for a given model year, the maximum percentage exceeding the allowable sales limits without being considered non-compliant in engine sales is 1 percent above a given legacy engine sales limit. The excess NOx and PM emissions from this percentage of heavy-duty legacy engines exceeding the allowable legacy engine sales limits must be offset at 4 times the deficit balance. For example, if the deficit balance of the percentage above a given legacy engine sales limit is 1 Mg NOx, the manufacturer would need to offset the deficit with 4 Mg NOx. All legacy engine sales above the legacy engine sales limits in Option 1 plus the 1 percent sales exceedance will be considered non-compliant engine sales. For example, if at the end of 2024 model year, a manufacturer using Option 1 determines that it has sold 1,000 heavy-duty diesel engines in California of which 500 are legacy engines, then the manufacturer must offset the deficit from 450 legacy engines at the normal rate (as used in subsection (a)(2)(C)3.b.iii. Procedure to Offset Deficit Balance) plus the deficit from 10 legacy engines (i.e., 1,000 engines x 1 percent) at 4 times the normal rate. The remaining 40 legacy engines would be considered non-compliant.
2.
Option 2.
The following requirements apply to each eligible certifying heavy-duty diesel engine manufacturer using Option 2.
A. The total California sales volume of medium heavy-duty diesel legacy engines under this provision may not exceed 60 percent of the manufacturer's total actual California sales of heavy-duty diesel engines for 2024 model year, and 60 percent of the manufacturer's total actual California sales of heavy-duty diesel engines for 2025 model year. No legacy engine sales are allowed in 2026 model year. For example, a manufacturer that sells a total of 1,000 heavy-duty diesel engines in California in 2024 model year would be allowed to sell up to 600 medium heavy-duty diesel legacy engines for that model year in California.
B. The total combined California sales volume of light heavy-duty and heavy heavy-duty diesel legacy engines certified under this provision may not exceed 15 percent of the manufacturer's total actual California sales of heavy-duty diesel engines for 2024 model year and 8 percent of the manufacturer's total actual California sales of heavy-duty diesel engines for 2025 model year. No legacy engine sales are allowed in 2026 model year. For example, a manufacturer that sells a total of 1,000 heavy-duty diesel engines in California in 2024 model year may sell up to 150 light heavy-duty and heavy heavy-duty diesel legacy engines combined for that model year in California.
C. If a manufacturer exceeds the legacy engine sales limits in Option 2 for 2024 or 2025 model years, the maximum percentage exceeding the allowable sales limits without being considered non-compliant is 5 percent for medium heavy-duty diesel engines and 1 percent for the combined light heavy-duty and heavy heavy-duty diesel engines above a given legacy engine sales limit. The excess NOx and PM emissions from these percentages of heavy-duty legacy engines exceeding the allowable legacy engine sales limits must be offset at 4 times the deficit balance. For example, if the deficit balance of the percentage above a given legacy engine sales limit is 1 Mg NOx, the manufacturer would need to offset the deficit with 4 Mg NOx. All legacy engine sales above the legacy engine sales limits in Option 2 plus the allowed percent sales exceedance will be considered non-compliant engine sales. For example, if at the end of 2024 model year, a manufacturer using Option 2 determines that it has sold 1,000 heavy-duty diesel engines in California of which 660 are medium heavy-duty diesel legacy engines and 150 are the combined light heavy-duty and heavy heavy-duty diesel legacy engines, then the manufacturer must offset the deficit from 600 medium heavy-duty diesel legacy engines and 150 light heavy-duty and heavy heavy-duty diesel engines at the normal rate plus the deficit from 50 medium heavy-duty diesel legacy engines (i.e., 1,000 engines x 5 percent) at 4 times the normal rate. The remaining 10 medium heavy-duty diesel legacy engines would be considered non-compliant.
v. NOx and PM deficits generated by legacy engines are subject to the provisions of § 86.004-15.A.(b)(5) of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in title 13, CCR, section 1956.8(b).
vi. In order to certify legacy engines in a particular model year, a manufacturer must also certify one or more heavy-duty diesel engine families subject to the standards in title 13, CCR, section 1956.8(a)(2)(C)1 in the same model year. For the 2024 model year, a manufacturer may certify legacy engine families prior to certifying at least one engine family subject to the standards in title 13, CCR, section 1956.8(a)(2)(C)1. Failure to certify a 2024 model year engine family to the standards in title 13, CCR, section 1956.8(a)(2)(C)1 will result in the revocation of all 2024 model year Executive Orders issued for legacy engine families under this provision ab initio.
(D) Except as provided in subsection (a)(2)(F) below, the exhaust emissions from new 2027 and subsequent model heavy-duty diesel engines, urban bus engines, heavy-duty natural gas-fueled and liquefied-petroleum-gas-fueled engines derived from diesel-cycle engines, and heavy-duty methanol-fueled diesel engines, in all cases engines used in heavy-duty vehicles over 14,000 pounds GVWR, shall not exceed:
Exhaust Emission Standards for 2027 and Subsequent Model Light Heavy-Duty Engines, and Medium Heavy-Duty Engines (g/bhp-hr)
Test Procedure
Oxides of Nitrogen
Non-methane Hydrocarbons
Carbon Monoxide
Particulates
FTP cycle
0.020
0.14
15.5
0.005
RMC cycle
0.020
0.14
15.5
0.005
Low-load cycle
0.050
0.14
15.5
0.005
Exhaust Emission Standards for 2027 Through 2030 Model Heavy Heavy-Duty Engines (g/bhp-hr)
Test Procedure
Intermediate Useful Life Oxides of Nitrogen
Oxides of Nitrogen
Non-methane Hydrocarbons
Carbon Monoxide
Particulates
FTP cycle
0.020
0.035
0.14
15.5
0.005
RMC cycle
0.020
0.035
0.14
15.5
0.005
Low-load cycle
0.050
0.090
0.14
15.5
0.005
Exhaust Emission Standards for 2031 and Subsequent Model Heavy Heavy-Duty Engines (g/bhp-hr)
Test Procedure
Intermediate Useful Life Oxides of Nitrogen
Oxides of Nitrogen
Non-methane Hydrocarbons
Carbon Monoxide
Particulates
FTP cycle
0.020
0.040
0.14
15.5
0.005
RMC cycle
0.020
0.040
0.14
15.5
0.005
Low-load cycle
0.050
0.100
0.14
15.5
0.005
(E) The exhaust emissions from new 2024 and subsequent model heavy-duty diesel engines, urban bus engines, heavy-duty natural gas-fueled and liquefied-petroleum-gas-fueled engines derived from diesel-cycle engines, and heavy-duty methanol-fueled diesel engines, in all cases engines used in heavy-duty vehicles over 14,000 pounds GVWR, certified to optional low NOx exhaust emission standards shall not exceed:
Optional Low NOx Exhaust Emission Standards for 2024 and Subsequent Model Heavy -Duty Diesel Engines (g/bhp-hr) A
Model Year
Test Procedure
Oxides of Nitrogen
Non-methane Hydrocarbons
Carbon Monoxide
Particulates
2024-2026
FTP and RMC cycles / Low-load cycle
0.020/0.080 or 0.010/0.040
0.14
15.5
0.005
2027 and subsequent
FTP and RMC cycles / Low-load cycle
0.010/0.025
0.14
15.5
0.005
A A manufacturer may not include an engine family certified to the optional NOx emission standard in the federal or California ABT programs for NOx but may include it for particulates.
(F)
Transit Agency Diesel-Fueled Bus and Engine Exemption Request
For 2022 and subsequent model diesel-fueled medium heavy-duty or heavy heavy-duty engines used in urban buses, the Executive Officer will approve a Transit Agency Diesel-Fueled Bus and Engine Exemption Request made by a transit agency that meets each of the conditions and requirements in subparagraphs 1 and 2 below. If granted, an exemption request will allow a transit agency to purchase, rent, or lease exempt buses, contract for service with bus service providers to operate exempt buses, or re-power buses with engines that are certified to both the federal emission standards for 2010 and later model year diesel-fueled medium heavy-duty or heavy heavy-duty engines and vehicles, as set forth in title 40, Code of Federal Regulations, section 86.007-11, as last amended October 25, 2016, and the Greenhouse Gas Emissions and Fuel Economy Standards for Medium- and Heavy-Duty Engines and Vehicles - Phase 2 requirements promulgated at 81 Fed. Reg. 73,478 (October 25, 2016).
1. Conditions
a. The transit agency is subject to the Innovative Clean Transit Regulations, California Code of Regulations, title 13, section 2023, et seq.
b. The transit agency has fulfilled the reporting requirements of the Innovative Clean Transit Regulations specified in California Code of Regulations, title 13, section 2023.8 in the year of submitting the Transit Agency Diesel-Fueled Bus and Engine Exemption Request.
c. The transit agency has purchased the required number of zero-emission buses in the immediately preceding year, as required by title 13, CCR, section 2023.1, or has been granted an exemption from the purchase of zero-emission bus(es) as specified in section 2023.4.
d. If the transit agency has bus(es) fueled with compressed natural gas (CNG) in their fleet, the Transit Agency Diesel-Fueled Bus and Engine Exemption Request must include a statement with a supporting explanation from the transit agency that it is cost prohibitive for the transit agency to procure CNG-fueled bus(es) or to fuel and support additional CNG-fueled bus(es) from any established fueling facility to which the transit agency has authority or agreement to access. If the transit agency has authority or agreement to access an established CNG fueling facility, the transit agency must also submit documentation that contains information about the fueling capacity of its established CNG fueling facility and how the transit agency has fully utilized this fueling capacity.
e. If the transit agency has previously received an Executive Exemption Approval Letter from the Executive Officer as described in title 13, CCR, section 1956.8(a)(2)(F)3, the transit agency must complete the reporting requirements of section 1956.8(a)(2)(F)5.
2. Requirements and Procedures
a. The transit agency must submit its Transit Agency Diesel-Fueled Bus and Engine Exemption Request to CARB's Executive Officer.
b. The Transit Agency Diesel-Fueled Bus and Engine Exemption Request must be submitted by May 1st of the first calendar year in which the exemption is requested.
c. The Transit Agency Diesel-Fueled Bus and Engine Exemption Request must identify the number of exempt buses needed for each bus type, and for each bus type how many exempt buses are planned to operate outside of NOx exempt areas.
d. If the transit agency requests to apply the exemption request to an existing contract, the Transit Agency Diesel-Fueled Bus and Engine Exemption Request must include a copy of the contract.
e. The Transit Agency Diesel-Fueled Bus and Engine Exemption Request must identify the number of exempt buses or re-powered buses that the transit agency requests for each calendar year within the triennial period of the Transit Agency Diesel-Fueled Bus and Engine Exemption Request, where the year the request is submitted is counted as the first calendar year. The requested number of exempted engines or buses for each calendar year must demonstrate compliance with the Innovative Clean Transit regulations' zero-emission bus purchase requirements under title 13, CCR, section 2023.1, including any approved purchase exemption request under section 2023.4.
f. At the submission of the Transit Agency Diesel-Fueled Bus and Engine Exemption Request, if any of the requested exempt buses cannot be replaced with zero-emission buses within the triennial period of the Transit Agency Diesel-Fueled Bus and Engine Exemption Request, even if state incentive funding can offset the entire incremental cost of zero-emission bus purchase, the Transit Agency Diesel-Fueled Bus and Engine Exemption Request must include the number of the exempt buses that cannot be replaced with zero-emission buses and an explanation of which reason, under title 13, CCR, section 2023.4(c), prevents the transit agency from purchasing zero-emission buses and must also provide the supporting documentation required in 2023.4(c).
3. The Executive Officer will issue an Executive Exemption Approval Letter if all foregoing conditions and requirements in subparagraphs 1 and 2 above are met. The Executive Exemption Approval Letter will allow a triennial quota for the purchase, rent, lease, contract for service, or re-power of exempt buses or engines. The triennial quota expires at the end of the third calendar year of the triennial period.
4. If the Transit Agency Diesel-Fueled Bus and Engine Exemption Request is approved by the Executive Officer, the transit agency may proceed with engine repower or exempt bus purchase, lease, rental, or contract for service. In the instance where new exempt engines and buses will be purchased or manufactured under the contract, the Executive Exemption Approval Letter will allow the bus and engine manufacturers to sell exempt engines to and manufacture exempt buses for the transit agency that has obtained the exemption. The transit agency must notify all parties involved of the approval and provide a copy of the issued Transit Agency Diesel-Fueled Bus and Engine Exemption Approval Letter to the engine and bus dealer(s), bus manufacturer(s), and engine manufacturer(s) involved with delivering the exempt buses or engines to the transit agency.
5. The transit agency must report the following information for the prior calendar year to the Executive Officer annually by March 31. The required information pertains to buses/engines delivered in the prior calendar year.
a. A copy of engine or bus purchase order, or purchase contract, as identified in title 13 CCR section 2023(b)(7) with the date of purchase or a lease, rental, or contract for service agreement;
b. A copy of the certificate of conformity issued under 40 CFR section 86.007-30, as amended October 25, 2016, incorporated by reference herein, for each engine family and the model year included in the purchase or a lease, rental, or service contract agreement;
c. The number of exempt engines and buses delivered to the transit agency or transit service contractor and what bus type(s) were delivered;
d. For each exempt engine and bus, provide the engine make, model and engine serial number (ESN), and vehicle identification number (VIN); and
e. Documentation of dates of delivery and in service.
6. If any of the requirements, conditions, or criteria of title 13, CCR, sections 1956.8(a)(2)(F)1.c. and 2. are not met after approval was granted, the Executive Officer shall revoke the Executive Exemption Approval Letter. A transit agency may request a hearing to review the Executive Officer's revocation of its Executive Exemption Approval Letter pursuant to the procedures set forth in title 17, CCR, section 60055.1 et. seq.
(3) Formaldehyde exhaust emissions from new 1993 and subsequent model methanol-fueled diesel engines, shall not exceed:
Model Year
Formaldehyde (g/bhp-hr)
1993-1995
0.10
1996 and subsequent
0.05
(4) An engine family whose design allows engine operation in either of two distinct alternative fueling modes, where each fueling mode is characterized by use of one fuel or a combination of two fuels and by significantly different emission levels under each mode, may certify to a different NOx or NOx plus NMHC (as applicable depending on model year) standard for each fueling mode, provided it meets the following requirements:
(A) The NOx or NOx plus NMHC certification standard used for operation under the higher emitting fueling mode must be one of the standards denoted by footnote H in paragraph (a)(1) and footnote E in paragraph (a)(2).
(B) The NOx or NOx plus NMHC certification standard used for operation under the lower emitting fueling mode must be one of the reduced-emission standards denoted by footnote I in paragraph (a)(1) and footnote F in paragraph (a)(2).
(C) The engine family is not used to participate in any manufacturer's averaging, banking or trading program.
(D) The engine family meets all other emission requirements contained in this section.
(E) The higher emitting fueling mode must be intended only for failsafe vehicle operation when a malfunction or inadvertent fuel depletion precludes operation in the lower emitting fueling mode, as evidenced by a significantly reduced horsepower versus engine speed curve when operating in the higher emitting fueling mode when compared to the similar curve for the lower emitting fueling mode.
(5) No crankcase emissions shall be discharged directly into the ambient atmosphere from any new 2007 or later model year diesel heavy-duty diesel engine, with the following exception: heavy-duty diesel engines equipped with turbochargers, pumps, blowers, or superchargers for air induction may discharge crankcase emissions to the ambient atmosphere if the emissions are added to the exhaust emissions (either physically or mathematically) during all emission testing. Manufacturers using this exception must manufacture the engines so that all crankcase emissions can be routed into a dilution tunnel (or other sampling system approved in advance by the Executive Officer), and must account for deterioration in crankcase emissions when determining exhaust deterioration factors. For the purpose of section 1956.8(a)(2), crankcase emissions that are routed to the exhaust upstream of exhaust aftertreatment during all operation are not considered to be "discharged directly into the ambient atmosphere."
(6)
Heavy-Duty Diesel Engine Idling Requirements.
Except as provided in subsection (6)(B) below, the requirements in this subsection apply to 2008 through 2023 model diesel engines used in heavy-duty vehicles over 14,000 pounds GVWR, and 2024 and subsequent model diesel engines used in medium-duty vehicles from 10,001 to 14,000 pounds GVWR and heavy-duty vehicles over 14,000 pounds GVWR. Manufacturers may meet the requirements of this subsection by either demonstrating compliance with the Engine Shutdown System requirements of subsection (6)(A), below or the optional NOx Idling Emission Standard specified in subsection (6)(C), below.
(A)
Engine Shutdown System.
The requirements in this subsection apply to engine manufacturers and original equipment manufacturers, as applicable, that are responsible for the design and control of engine and/or vehicle idle controls.
1. Requirements. Except as provided in subsections (a)(6)(B) and (a)(6)(C), all new 2008 and subsequent model-year heavy-duty diesel engines shall be equipped with an engine shutdown system that automatically shuts down the engine after 300 seconds of continuous idling operation once the vehicle is stopped, the transmission is set to "neutral" or "park", and the parking brake is engaged. If the parking brake is not engaged, then the engine shutdown system shall shut down the engine after 900 seconds of continuous idling operation once the vehicle is stopped and the transmission is set to "neutral" or "park." The engine shutdown system must be tamper-resistant and non-programmable. A warning signal, such as a light or sound indicator inside the vehicle cabin, may be used to alert the driver 30 seconds prior to engine shutdown. The engine shutdown system must be capable of allowing the driver to reset the engine shutdown system timer by momentarily changing the position of the accelerator, brake, or clutch pedal, or other mechanism within 30 seconds prior to engine shutdown. Once reset, the engine shutdown system shall restart the engine shutdown sequence described in this paragraph above, and shall continue to do so until the engine shuts down or the vehicle is driven.
2.
Engine Shutdown System Override:
The engine shutdown system may be overridden, to allow the engine to run continuously at idle, only under the following conditions:
a.
If the engine is operating in power take-off (PTO) mode.
The PTO system shall have a switch or a setting that can be switched "on" to override the engine shutdown system and will reset to the "off" position when the vehicle's engine is turned off or when the PTO equipment is turned off. Subject to advance Executive Officer approval, other methods for detecting or activating PTO operation may be allowed; or,
b.
If the vehicle's engine coolant temperature is below 60°F.
The engine shutdown system shall automatically be activated once the coolant temperature reaches 60ºF or above. The engine coolant temperature shall be measured with the engine's existing engine coolant temperature sensor used for engine protection, if so equipped. Other methods of measuring engine coolant temperature may be allowed, subject to advance Executive Officer approval.
c. If an exhaust emission control device is regenerating, and keeping the engine running is necessary to prevent aftertreatment or engine damage, the engine shutdown system may be overridden for the duration necessary to complete the regeneration process up to a maximum of 30 minutes. Determination of what constitutes the need for regeneration will be based on data provided by the manufacturer at time of certification. Regeneration events that may require longer than 30 minutes of engine idling to complete shall require advance Executive Officer approval. At the end of the regeneration process, the engine shutdown system shall automatically be enabled to restart the engine shutdown sequence described in subparagraph (a)(6)(A)1. above. A vehicle that uses a regeneration strategy under engine idling operating conditions shall be equipped with a dashboard indicator light that, when illuminated, indicates that the exhaust emission control device is regenerating. Other methods of indicating that the exhaust emission control device is regenerating may be used with advance Executive Officer approval.
d. if servicing or maintenance of the engine requires extended idling operation. The engine's electronic control module may be set to temporarily deactivate the engine shutdown system for up to a maximum of 60 minutes. The deactivation of the engine shutdown system shall only be performed with the use of a diagnostic scan tool. At the end of the set deactivation period, the engine's electronic control module shall reset to restart the engine shutdown system sequence described in subparagraph (a)(6)(A)1. above.
(B)
Exempt Vehicles
.
1. 2008 through 2023 model heavy-duty diesel engines to be used in buses as defined in California Vehicle Code sections  233,  612, and  642, school buses as defined in California Vehicle Code section  545, recreational vehicles as defined in Health and Safety Code section  18010, medium duty vehicles as defined in section of title 131900(b)(13) of title 13, California Code of Regulations (CCR), military tactical vehicles as defined in section of title 131905 of title 13, CCR, authorized emergency vehicles as defined in California Vehicle Code section  165, armored cars, as defined in California Vehicle Code sections  115, and workover rigs, as defined in section of title 132449 of title 13, CCR are exempted from these requirements.
2. 2024 and subsequent model heavy-duty engines to be used in military tactical vehicles as defined in title 13, CCR, section 1905 and authorized emergency vehicles as defined in California Vehicle Code §
													165 are exempted from these requirements.
(C)
Optional NOx idling emission standard
.
1. Emission standard.
a. In lieu of the engine shutdown system requirements specified in subsection (a)(6)(A) above, an engine manufacturer may elect to certify its new 2008 through 2023 model-year heavy-duty diesel engines and 2024 through 2026 model year heavy-duty diesel engines subject to the provisions specified in subsection (a)(2)(C)2 and 2024 through 2026 model year heavy-duty diesel engines subject to the provisions specified in subsection (a)(2)(C)(3) above, to an optional NOx idling emission standard of 30 grams per hour.
b. Except as provided in subsection (a)(6)(C)1.a above, in lieu of the engine shutdown system requirements specified in subsection (a)(6)(A) above, an engine manufacturer may elect to certify its new 2024 and subsequent model year heavy-duty diesel engines to the following optional NOx idling emission standards. The optional NOx idling emissions shall not exceed:
Optional NOx Idling Emission Standards for 2024 and Subsequent Model Diesel Engines Used in Medium-Duty Vehicles from 10,001 to 14,000 GVWR and Diesel Engines Used in Heavy-Duty Vehicles Greater than 14,000 Pounds GVWR (grams per hour)
Model Year
Oxides of Nitrogen
2024 - 2026
10
2027 and subsequent
5
2. Compliance Determination:
a. Compliance with these optional standards will be determined based on testing conducted pursuant to the supplemental NOx idling test cycle and procedures specified in section 86.1360-2007.B.4 of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in subsection (b). The manufacturer may request an alternative test procedure if the technology used cannot be demonstrated using the procedures in section 86.1360-2007.B.4, subject to advance approval of the Executive Officer.
b. A manufacturer certifying to the optional NOx idling standard must not increase emissions of CO, PM, or NMHC, determined by comparing results from the supplemental NOx idling test cycle and procedures specified in section 86.1360-2007.B.4 of the referenced "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles" to emission results from the idle mode of the supplemental steady state test cycle or emission results from idle portions of the transient test cycle for heavy duty diesel engines, respectively specified in sections 86-1360-2007 and 86.1327-98 of the referenced "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles." With advance Executive Officer approval, a manufacturer may use other methods of ensuring that emissions of CO, PM, and NMHC are not adversely affected in meeting the optional NOx requirement. Also, manufacturers shall state in their application for certification that meeting the optional NOx idling requirement will not adversely affect the associated emissions of CO, PM and NMHC.
c. An engine manufacturer certifying its engine to the optional NOx idling emission standard must also produce a vehicle label, as defined in subsection 35.B.4 of the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel Engines and Vehicles," as incorporated by reference in subsection (b).
(D)
Optional Alternatives to Main Engine Idling.
All new 2008 and subsequent model year heavy duty diesel engines may also be equipped with idling emission reduction devices that comply with the compliance requirements specified in title 13, CCR, section 2485(c)(3).
(7) Greenhouse Gas Emission Standards for new 2014 and Subsequent Model Heavy-Duty Diesel Engines, Heavy-Duty Natural Gas-Fueled and Liquefied-Petroleum-Gas-Fueled Engines Derived from Diesel-Cycle Engines, and Heavy-Duty Methanol-Fueled Diesel Engines.
(A) The CO2 emissions from new 2014 and subsequent model heavy-duty diesel engines, heavy-duty natural gas-fueled and liquefied-petroleum-gas-fueled engines derived from diesel-cycle engines, and heavy-duty methanol-fueled diesel engines, except in all cases engines used in medium-duty vehicles, shall not exceed:
CO2 Emission Standards for 2014 and Subsequent Model Heavy-Duty Diesel Engines A, B, C, D
(in g/hp-hr)
Model Years
Light heavy-duty -- vocational
Medium heavy-duty -- vocational
Heavy heavy-duty -- vocational
Medium heavy-duty -- tractor
Heavy heavy-duty -- tractor
2014-2016
600
600
567
502
475
2017-2020
576
576
555
487
460
2017-2027 (Optional) E
490
474
446
409
387
2021-2023
563
545
513
473
447
2024-2026
555
538
506
461
436
2027 and later
552
535
503
457
432
A
Family Certification Levels.
A Family Certification Level (FCL) must be specified for each engine family, which may not be less than the certified emission level for the engine family. The Family Emission Limit (FEL) for the engine family is equal to the FCL multiplied by 1.03. The FCL serves as the CO2 emission standard for the engine family with respect to certification and confirmatory testing instead of the standards specified in this subsection (a)(7)(A). The FEL serves as the emission standard for the engine family with respect to all other testing.
B
Averaging, Banking, and Trading Program and Credits.
The requirements for the optional averaging, banking, and trading program and for generating credits are described in the applicable test procedures incorporated by reference in subsection (b).
C
Alternate Phase-in Emission Standards.
Alternate phase-in emission standards may be used in lieu of the required CO2 emission standards in the table above. To qualify for these alternate phase-in emission standards, the manufacturer must begin certifying all of its model year 2013 diesel engines within a given primary intended service class to the applicable alternate emission standards of this footnote (c) and continue through model year 2016. This means that once a manufacturer chooses to certify a primary intended service class to the alternate emission standards of this footnote (c), it is not allowed to opt out of these standards. Engines certified to these alternate emission standards are not eligible for early credits. Note that these alternate emission standards for 2016 and later are the same as the otherwise applicable required emission standards for model year 2017 and later.
Alternate Phase-in CO2 Emission Standards (in g/hp-hr)
Model Years
Light heavy-duty -- vocational
Medium heavy-duty -- vocational
Heavy heavy-duty -- vocational
Medium heavy-duty -- tractor
Heavy heavy-duty -- tractor
2013-2015
618
618
577
512
485
2016
576
576
555
487
460
D
Alternate Emission Standards Based on 2011 Model Year Engines.
For model years 2014 through 2016, heavy-duty diesel engines may be certified to these alternate emission standards based on 2011 model year engines, if they are not part of an averaging set in which a balance of banked credits remain. These alternate standards are determined from the measured emission rate of the test engine of the applicable baseline 2011 engine family(ies) as described in the "California Exhaust Emission Standards and Test Procedures for 2004 and Subsequent Model Heavy-Duty Diesel-Engines and Vehicles," as incorporated by reference in section (b). The alternate CO2 standard for light and medium heavy-duty vocational-certified engines is equal to the baseline 2011 emission rate multiplied by 0.975. The alternative CO2 standard for tractor-certified engines and all other heavy heavy-duty engines is equal to the baseline 2011 emission rate multiplied by 0.970.
E
Optional Low-CO2 Emission Standards.
Heavy-duty diesel engines certified to these Optional Low-CO2 Emission Standards must also comply with the applicable methane and nitrous oxide emission standards set forth in subsections (a)(7)(B) and (a)(7)(C), respectively. In addition, engines certified to these Optional Low-CO2 Emission Standards and participating in the Innovative Technology Regulation set forth in sections 2208 and 2208.1 are not eligible to participate in the averaging, banking, and trading program, or to generate credits for certification.
(B) The methane (CH4) emissions from new 2014 and subsequent model heavy-duty diesel engines, heavy-duty natural gas-fueled and liquefied-petroleum-gas-fueled engines derived from diesel-cycle engines, and heavy-duty methanol-fueled diesel engines, except in all cases engines used in medium-duty vehicles, shall not exceed 0.10 g/hp-hr.
(C) The nitrous oxide (N2O) emissions from new 2014 and subsequent model heavy-duty diesel engines, heavy-duty natural gas-fueled and liquefied-petroleum-gas-fueled engines derived from diesel-cycle engines, and heavy-duty methanol-fueled diesel engines, except in all cases engines used in medium-duty vehicles, shall not exceed 0.10 g/hp-hr.
(8) Zero-Emission Powertrain Certification Standards. Model Year (MY) 2021 and subsequent MY all-electric and hydrogen fuel-cell powertrains used in heavy-duty vehicles (over 14,000 pounds gross vehicle weight rating) and incomplete medium-duty vehicles (from 8,501 through 14,000 pounds gross vehicle weight rating) may be certified in accordance with the "California Standards and Test Procedures for New 2021 and Subsequent Model Heavy-Duty Zero-Emission Powertrains," as adopted June 27, 2019, which is hereby incorporated by reference herein. Powertrains certified using these procedures shall be deemed to have exhaust emissions of zero for any criteria pollutant or greenhouse gas.
(9) The exhaust emissions from new 2022 and subsequent model optionally certified heavy-duty diesel hybrid powertrains used in heavy-duty vehicles over 14,000 pounds GVWR shall not exceed the emission standards in 13 CCR section 1956.8. The exhaust emission standards from new 2022 and subsequent model optionally certified diesel hybrid powertrains used in incomplete vehicles from 10,001 to 14,000 pounds GVWR shall not exceed the emission standards in 13 CCR section 1956.8.