EPA420­
D­
04­
004
August
2004
Test
Procedures
for
Highway
and
Nonroad
Engines
and
Omnibus
Technical
Amendments
Draft
Technical
Support
Document
Assessment
and
Standards
Division
Office
of
Transportation
and
Air
Quality
U.
S.
Environmental
Protection
Agency
Table
of
Contents
Chapter
1:
Highway
engines
(
40
CFR
parts
85
and
86)
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1
Chapter
2:
Land­
based
nonroad
diesel
engines
(
40
CFR
parts
89
and
1039)
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6
Chapter
3:
Marine
diesel
engines
(
40
CFR
part
94)
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8
Chapter
4:
Locomotives
(
40
CFR
part
92)
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21
Chapter
5:
Small
nonroad
spark­
ignition
engines
(
40
CFR
part
90)
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22
Chapter
6:
Large
nonroad
spark­
ignition
engines
(
40
CFR
part
1048)
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23
Chapter
7:
Recreational
vehicles
(
40
CFR
part
1051)
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29
Chapter
8:
Test
Procedures
(
40
CFR
part
1065)
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40
Technical
Amendments
1
Chapter
1:
Highway
engines
(
40
CFR
parts
85
and
86)

I.
Ramped­
modal
testing
Manufacturers
must
meet
emission
standards
using
a
Supplemental
Emission
Test
(
SET)
starting
in
2007.
The
SET
measures
emissions
during
13
separate
steady­
state
modes
of
engine
operation.
For
the
laboratory­
based
SET
specified
in
§
86.1360­
2007,
we
propose
that
the
13­
mode
test
cycle
be
run
using
a
Ramped­
Modal
Cycle
(
RMC),
which
is
discussed
below.

An
RMC
operates
at
the
same
engine
speeds
and
loads
as
in
conventional
discrete­
mode
testing,
but
the
modes
are
connected
by
gradual
ramps
in
engine
speed
and/
or
torque
for
a
single,
continuous
emission­
sampling
period.
For
the
RMC
we
are
proposing
for
the
SET,
the
steadystate
modes
would
be
connected
with
twenty­
second
linear
speed
transitions
and
linear
torque
transitions,
which
is
consistent
with
the
transition
time
currently
allowed
in
§
86.1360­
2007.
The
difference
is
that
these
transitions
would
also
be
sampled
as
part
of
the
SET.
That
is,
emission
sampling
would
start
at
the
beginning
of
an
RMC
and
would
not
stop
until
its
last
mode
was
completed.

The
RMC
for
the
SET
would
involve
a
different
sequence
of
modes
than
is
currently
specified
in
§
86.1360­
2007.
For
example,
the
first
mode,
which
is
engine
idle,
would
be
split
so
that
half
of
the
idle
mode
occurs
at
the
beginning
of
the
test
and
half
occurs
at
the
end
of
the
test.
This
helps
facilitate
certain
technical
aspects
of
emission
sampling.
Instead
of
using
weighting
factors
for
each
steady­
state
mode,
an
RMC
specifies
different
time
durations
for
each
mode.
Time
durations
of
the
modes
and
transitions
are
proportioned
to
the
established
modal
weighting
factors
in
§
86.1360­
2007.
The
information
needed
to
run
the
SET
as
an
RMC
is
given
in
the
table
below.

There
are
several
advantages
to
running
the
SET
as
an
RMC.
First,
we
anticipate
that
manufacturers
will
use
aftertreatment
systems
with
discrete
regeneration
events
to
meet
the
emission
standards
for
2007
and
later
model
year
heavy­
duty
diesel
engines
(
January
18,
2001,
66
FR
5002).
Under
the
current
procedure
for
conducting
an
SET
in
§
86.1360­
2007,
manufacturers
sample
emissions
for
an
unspecified
time
duration
near
the
end
of
each
of
thirteen
individual
twominute
modes
(
except
idle,
which
is
four
minutes).
The
result
is
thirteen
separate
measurements
that
must
be
combined
mathematically
to
yield
an
overall
emission
result
in
g/
hp­
hr.
Because
discrete
aftertreatment
regeneration
events
typically
cause
short
but
large
increases
in
emissions,
the
current
procedure
in
§
86.1360­
2007
may
not
be
repeatable
 
a
regeneration
event
may
or
may
not
be
sampled
in
a
given
mode.
For
sampling
low
concentrations
of
PM,
this
effect
is
exaggerated
because
sample
times
per
mode
may
be
as
short
as
twenty
seconds.
Furthermore,
without
specific
start
and
stop
times
for
sampling
each
mode,
an
anticipated
regeneration
event
may
be
intentionally
or
unintentionally
included
or
excluded.
With
an
RMC,
this
variability
is
removed
by
requiring
emissions
sampling
for
the
entire
forty­
minute
cycle.
Draft
Technical
Support
Document
2
The
RMC
involves
one
emission
measurement
rather
than
13
separate
measurements
for
each
mode.
The
more
frequent,
separate
measurements
can
cause
inaccuracy,
especially
at
low
emission
levels,
since
dead
volumes
in
the
sampling
system
and
delayed
sampling
can
cause
the
system
to
assign
one
mode's
emissions
to
a
different
mode.
The
RMC
avoids
this
by
collecting
the
total
emissions
into
a
single
sample
and
dividing
by
the
total
work
done
over
the
test
period.
A
single
measurement
also
substantially
reduces
the
resource
burden
to
conduct
testing.

The
RMC
enables
the
use
of
batch
sampling
systems
such
as
bag
samplers.
This
is
an
advantage
at
low
emissions,
because
these
sampling
systems
are
capable
of
quantifying
lower
levels
than
continuous
sampling
systems.

The
longer
sampling
period
for
RMC
testing
also
increases
the
total
collected
mass
of
pollutants.
This
is
especially
significant
because
the
heavy­
duty
highway
diesel
PM
standard,
effective
in
2007,
approaches
current
PM
microbalance
quantification
limits.
Sampling
for
40
minutes
over
the
RMC
increases
the
total
collected
PM
by
500
percent
compared
with
the
conventional
discrete­
mode
procedure.

II.
Maximum
test
speed
Because
maximum
test
speed
in
part
1065
differs
from
rated
speed
in
part
86,
we
are
considering
a
change
to
adjust
how
maximum
test
speed
is
applied
to
heavy­
duty
highway
diesel
engines.
These
speeds
are
used
to
transform
normalized
speeds
into
reference
speeds
for
emission
testing.
For
heavy­
duty
highway
diesel
engines,
we
require
emission
testing
over
the
sequence
speeds
and
torques
in
40
CFR
part
86,
Appendix
I,
paragraph
(
f)(
2),
where
rated
speed
is
represented
by
100
%
speed
(
40
CFR
86.1333­
90(
g)).

Rated
speed
and
maximum
test
speed
can
differ.
Rated
speed
may
be
declared
by
the
manufacturer
within
or
above
the
speed
range
between
the
lowest
and
highest
speed
at
which
an
engine
generates
98
%
maximum
power.
As
stated
in
40
CFR
86.1333­
90(
g),
"[
Rated
speed]
is
generally
intended
to
represent
the
rpm
at
which
maximum
brake
horsepower
occurs."
In
contrast,
maximum
test
speed
is
the
speed
that
lies
farthest
from
the
zero­
speed,
zero­
power
point
on
an
engine
power
map
that
is
normalized
to
100
%
power
and
100
%
speed
at
that
power.
Four
such
engine
maps
are
illustrated
below.
For
engines
with
low
torque­
rise,
maximum
test
speed
is
at
maximum
power.
So
for
these
engines,
there
is
little
difference
between
maximum
test
speed
and
rated
speed.
Note
that
torque­
rise
means
an
increase
in
maximum
torque
from
maximum
power
to
maximum
torque.
We
have
observed,
however,
that
all
modern
heavy­
duty
highway
diesel
engines
have
high
torque­
rise,
which
causes
maximum
test
speed
to
be
(
15
to
35)
%
higher
than
rated
speed.
For
these
engines,
a
general
shift
toward
higher
test
speeds
is
intentional
in
order
to
test
these
engines
over
their
complete
operating
ranges.
Technical
Amendments
3
The
highest
percent
speed
in
the
part
86
test
sequence,
however,
is
not
100
%,
but
111.91
%
at
the
392nd
second
of
the
1200­
second
sequence.
There
are
also
several
other
occurrences
of
speeds
greater
than
100
%.
Coupled
with
a
speed
transformation
using
maximum
test
speed,
these
normalized
speeds
in
excess
of
100
%
might
not
represent
in­
use
operation
of
high
torquerise
engines.
We
request
comment
on
whether
or
not
speeds
above
maximum
test
speed
are
representative
of
in­
use
operation.
We
also
request
comment
on
ways
to
ensure
representative
testing
over
the
part
86
test
sequence.
We
request
comment
on
whether
or
not
we
should
specify
that
maximum
test
speed
should
be
equal
to
112
%
speed
for
this
particular
sequence.
This
would
shift
the
prescribed
speeds
that
are
in
excess
of
100
%
to
be
no
greater
than
99.92
%
of
maximum
test
speed.
This
adjustment
would
prevent
excessive
speeds,
while
ensuring
our
intent
to
specify
maximum
test
speed
to
test
an
engine
over
its
complete
operating
range.
0%
20%
40%
60%
80%
100%
120%

0%
20%
40%
60%
80%
100%
120%
140%
160%

%
Speed
at
which
maximum
power
occurs
%
Maximum
Power
maximum
test
speed
=
rated
speed
(
low
torque­
rise
engines)
maximum
test
speed
of
high­
torque­
rise
engines
Draft
Technical
Support
Document
4
Chapter
2:
Land­
based
nonroad
diesel
engines
(
40
CFR
parts
89
and
1039)

As
described
in
the
preamble,
we
are
proposing
to
clarify
the
standards
applicable
to
Independent
Commercial
Importers
under
Part
89
Subpart
G,
which
are
also
referenced
in
§
1039.660.
We
are
proposing
to
make
clear
that
the
applicable
standards
for
nonroad
diesel
engines
imported
by
ICIs
are
those
that
applied
during
the
year
of
the
original
production
of
the
engine.
The
current
regulations
were
written
when
Part
89
was
new
and
there
was
only
one
Tier
of
standards.
At
that
time,
there
were
only
two
categories
of
engines
 
those
produced
before
the
date
of
applicable
standards
and
those
produced
after.
Engines
produced
before
any
applicable
standards
are
clearly
unregulated
under
the
Act
and
may
be
imported
without
any
modification
(
although
that
does
not
mean
they
can
be
freely
installed
in
any
piece
of
equipment).
For
those
that
were
produced
after
the
effective
date
of
applicable
standards,
there
was
no
question
as
to
which
set
of
standards
applied
(
what
we
now
call
Tier
1).
Unfortunately,
no
amendments
were
made
to
the
ICI
provisions
as
first
Tier
2,
then
Tier
3
and
finally
Tier
4
standards
were
promulgated.

In
the
preamble,
we
explain
that
we
are
correcting
text
in
the
ICI
provisions
applicable
to
motor
vehicles
and
motor
vehicle
engines
to
make
clear
that
the
applicable
standards
for
those
vehicles
and
engines
are
those
of
the
original
production
year.
There
we
set
forth,
from
a
1996
final
rule,
that
"
many
older
vehicles
cannot
be
modified
to
meet
current
year
standards
without
extraordinary
cost,
which
makes
the
conversion
financially
unfeasible
for
many
owners
of
such
vehicles."
Particularly
with
the
stringency
of
the
Tier
4
standards,
we
believe
that
this
statement
also
applies
to
past
model
year
nonroad
engines
that
might
be
imported
by
ICIs.
Thus,
we
believe
that
the
appropriate
standards
are
those
from
the
original
year
of
production.
However,
as
a
precaution
against
the
ICI
program
being
used
to
circumvent
new
standards
for
large
numbers
of
motor
vehicles
and
motor
vehicle
engines,
we
are
proposing
to
cap
each
ICI's
usage
of
the
program
at
a
total
of
50
light­
duty
vehicles
and
trucks,
50
motorcycles,
and
5
motor
vehicle
engines
in
cases
where
the
year
of
production
standards
are
less
stringent
than
the
standards
that
apply
during
the
year
of
modification.

We
have
issued
only
three
certificates
of
conformity
for
nonroad
engine
ICIs
in
the
history
of
our
nonroad
regulations,
and
each
of
those
ICIs
imported
only
a
small
number
of
engines.
There
are
currently
no
ICIs
with
valid
nonroad
engine
certificates.
Additionally,
the
regulations
generally
require
that,
after
certification,
every
third
engine
imported
by
an
ICI
be
tested
on
an
engine
dynamometer
under
the
federal
test
procedure
(
FTP).
For
these
reasons,
we
do
not
believe
that
specifying
original
production
year
standards
for
these
engines
will
lead
to
significant
importation
of
older
nonroad
equipment
or
engines
in
the
Tier
4
timeframe
as
a
way
to
avoid
incremental
costs
associated
with
Tier
4
engines.
Still,
as
a
precaution,
we
are
proposing
to
cap
the
number
of
nonroad
diesel
engines
that
may
be
imported
by
an
ICI
in
a
given
model
year
at
5
per
year
where
the
original
production
year
standards
are
less
stringent
than
those
that
apply
Technical
Amendments
5
during
the
year
of
modification.
We
believe
this
cap
eliminates
any
concern
that
the
goals
of
the
Tier
4
program
might
be
jeopardized,
without
impacting
the
current
activities
of
any
ICI..
We
request
comment
on
the
appropriateness
and
size
of
this
cap.
We
believe
it
is
appropriate
to
take
this
action
to
provide
the
opportunity
for
ICIs
to
participate
in
the
U.
S.
market.
They
have
historically
been
small
businesses
and
their
existence
may
help
to
increase
equipment
choices
available
in
the
U.
S.
We
believe,
for
example,
that
ICIs
could
at
some
point
provide
a
mechanism
for
the
importation
of
unique
and
highly
specialized
machines
where
volumes
are
so
small
that
the
original
engine
manufacturer
elects
not
to
certify,
so
that
the
equipment
might
not
be
otherwise
available
in
the
U.
S.
We
intend
to
monitor
the
usage
of
the
ICI
provisions
when
aftertreatmentbased
standards
take
effect
for
nonroad
engines.
If
we
believe
that
the
ICI
provisions
are
being
misused,
or
adversely
impacting
air
quality
in
a
particular
location,
we
will
consider
addressing
the
problem
through
future
rulemaking.
Draft
Technical
Support
Document
AAnnex
VI
has
been
ratified
by
the
required
number
of
countries
(
15
countries
representing
at
least
50
percent
of
the
world's
merchant
shipping
tonnage)
and
will
enter
into
force
May
20,
2005.
The
countries
that
have
ratified
are:
Bahamas,
Bangladesh,
Barbados,
Denmark,
Germany,
Greece,
Liberia,
Marshall
Islands,
Norway,
Panama,
Samoa,
Singapore,
Spain,
Sweden,
and
Vanuatu,
representing
about
55
percent
of
the
world's
merchant
shipping
tonnage.
More
information
about
this
Convention
can
be
found
on
our
website,
www.
epa.
gov/
otaq/
marine.
htm
and
on
the
International
Maritime
Organization
website,
www.
imo.
org.

6
Chapter
3:
Marine
diesel
engines
(
40
CFR
part
94)

This
chapter
contains
an
explanation
of
several
changes
and
clarifications
we
are
proposing
to
apply
to
our
marine
diesel
engine
emission
control
program.
We
are
adding
a
definition
of
amphibious
vehicle
and
clarifying
the
meaning
of
auxiliary
marine
engine.
We
are
also
clarifying
the
application
of
certain
certification
flexibility
provisions.
These
changes
and
clarifications
are
necessary
to
address
issues
that
were
raised
by
manufacturers
and
vessel
owners
as
they
implement
this
program.

It
should
be
noted
that
the
proposed
revisions
described
below
do
not
affect
the
requirements
contained
in
Annex
VI,
Air
Pollution,
to
the
International
Convention
on
the
Prevention
of
Pollution
from
Ships,
1978,
as
modified
by
the
protocol
of
1978
relating
thereto.
Engine
manufacturers,
boat
builders,
and
vessel
operators
would
still
be
subject
to
those
requirements
once
the
Annex
goes
into
force.
A
3.1
Definition
of
Amphibious
Vehicle
(
94.2)

3.1.1
Background
In
our
original
nonroad
diesel
and
marine
engine
emission
control
programs,
we
adopted
a
definition
of
marine
vessel
that
is
consistent
with
the
General
Provisions
of
1
U.
S.
C.
3.
(
see
40
CFR
89.2,
91.2,
and
94.2).
According
to
that
definition,
"
the
word
`
vessel'
includes
every
description
of
watercraft
or
other
artificial
contrivance
used,
or
capable
of
being
used,
as
a
means
of
transportation
on
water."

In
our
recreational
vehicle
rule
(
67
FR
68242,
November
8,
2002),
we
adopted
a
different
definition
of
marine
vessel
for
our
standards
for
spark­
ignition
nonroad
engines
(
40
CFR
Parts
90
and
1048).
According
to
this
definition,
a
marine
vessel
is
"
a
vehicle
that
is
capable
of
operation
in
water
but
is
not
capable
of
operation
out
of
water."
This
definition
also
specifies
that
"
amphibious
vehicles
are
not
marine
vessels."
(
40
CFR
90.2
and
40
CFR
1048.801).
This
modification
was
intended
to
address
certain
kinds
of
all­
terrain
vehicles
that
can
be
used
on
both
land
and
water.
These
include
the
Argo
and
the
Max
all­
terrain
vehicles,
which
are
offroad
utility
Technical
Amendments
BAccording
to
the
U.
S.
Coast
Guard,
the
three
main
types
of
vehicles
used
in
the
amphibious
industry
today
were
originally
designed
as
military
transports
and
are
known
as
DUKWs
(
D=
1942;
U=
Utility;
K=
Front
Wheel
Drive;
and
W=
Two
rear
driving
axels),
LARCs
(
Lighter,
Amphibious,
Resupply,
Cargo),
and
ALVIS
STALWARTs.
DUKWs
were
originally
manufactured
in
the
early
1940s
for
the
U.
S.
Army,
while
LARCs
were
manufactured
for
the
Navy.
STALWARTs
were
manufactured
for
the
British
Army
in
the
late
1960s.
See
Navigation
and
Vessel
Inspection
Circular
No.
1­
01,
Inspection
of
Amphibious
Passenger
Carrying
Vehicles,
COMDTPUB
P16700.4
NVIC
1­
01,
11
December
2000.

7
vehicles
that
can
also
be
used
in
water.
The
body
design
of
these
nonroad
vehicles
allows
them
to
float.
They
are
propelled
through
the
water
by
their
tires,
which
can
act
as
linear
propellers,
or
by
a
jet
or
other
type
of
propeller.
These
vehicles
are
designed
to
carry
up
to
six
passengers
or
two
passengers
plus
a
payload
and
are
often
used
as
utility
or
research
vehicles
in
wetlands
and
swampy
areas.
Some
are
also
marketed
for
recreational
fishing
in
such
areas.
Because
these
vehicles
are
primary
intended
for
use
on
land,
however,
we
determined
that
it
is
appropriate
that
they
be
certified
to
the
applicable
ATV
or
offroad
utility
vehicle
standards.

We
have
since
learned
that
there
are
similar
amphibious
vehicles
that
use
compression­
ignition
engines.
These
include
small
vehicles
like
the
Supacat
as
well
as
larger
vehicles
like
the
DUKW,
LARC,
and
ALVIS
STALWART.
B
The
existence
of
these
land/
sea
vehicles
leads
us
to
reconsider
the
definition
of
marine
vessel
in
our
other
nonroad
programs
with
the
goal
of
treating
such
vessels
the
same
across
our
programs
and
to
have
a
uniform
definition.

3.1.2
Definition
of
Amphibious
Vehicle
For
the
purpose
of
our
mobile
source
emission
control
program,
we
are
proposing
to
define
amphibious
vehicle
as
a
vehicle
with
two
or
more
wheels
or
with
tracks
and
which
is
designed
to
be
operated
primarily
on
land
but
is
also
capable
of
operating
in
water.
Amphibious
vehicles
would
not
be
considered
marine
vessels
and
would
be
subject
to
the
emission
standards
that
apply
to
the
land­
based
equivalent
of
the
vehicle.
We
believe
this
approach
is
appropriate
because
it
would
subject
all
vehicles
of
a
similar
nature
to
the
same
set
of
emission
standards.
Otherwise,
a
manufacturer
who
makes
available
a
marine­
capable
version
of
a
land­
based
vehicle
would
have
to
certify
the
vehicle
to
two
different
standards.

We
propose
to
add
this
definition
to
our
land­
based
compression­
ignition
nonroad
engine
regulations
(
40
CFR
89),
our
spark­
ignition
marine
engine
regulations
(
40
CFR
91),
our
compression­
ignition
marine
engine
regulations
(
40
CFR
94),
our
spark­
ignition
nonroad
engine
<
19
kW
regulations
(
40
CFR
90),
our
spark­
ignition
nonroad
engine
>
19
kW
regulations
(
40
CFR
1048),
and
our
recreational
engine
and
vehicle
regulations
(
40
CFR
1051).
We
also
propose
to
make
the
necessary
changes
to
the
definition
of
marine
vessel
in
those
regulations.
Draft
Technical
Support
Document
8
3.1.3
Applicable
Emission
Standards
Amphibious
vehicles
can
be
street­
legal,
such
as
excursion
vehicles
for
tourism
purposes
(
e.
g.,
TrolleyBoats)
or
designed
only
for
off­
highway
use
(
e.
g.,
Argo,
Max,
DUKW).
To
determine
which
engine
standards
apply,
we
would
look
to
the
land­
based
application.
Under
this
approach,
any
vehicle
that
meets
our
definition
of
"
motor
vehicle"
in
85.1703(
a)
would
have
to
meet
the
highway
emission
standards
that
would
otherwise
be
applicable
to
the
vehicle
if
it
were
not
capable
of
operating
in
water.
So,
for
example,
a
street­
legal
TrolleyBoat
would
have
to
have
an
engine
that
meets
our
standards
for
heavy­
duty
highway
diesel
engines.

If
an
amphibious
vehicle
is
not
street­
legal,
i.
e.,
it
is
designed
only
for
off­
highway
use,
then
it
must
meet
the
emission
standards
in
effect
for
a
similar
nonroad
vehicle.
If
it
has
a
compressionignition
engine
(
e.
g.,
a
DUKW),
it
must
be
certified
to
meet
our
nonroad
diesel
engine
standards.
If
it
has
a
spark­
ignition
engine,
it
must
be
certified
to
meet
the
applicable
nonroad
standards:
allterrain
vehicle
standards,
small
SI
(<
19
kW)
standards,
or
large
(>
19
kW)
SI
standards
(
see
table
X.
1­
1).

Table
X.
1­
1
Application
of
Nonroad
to
Amphibious
Vehicles
Cycle
Terrain
Vehicle
Characteristics
Applicable
Standards
Spark­
ignition
Rough
Saddle
and
handlebar
ATV
Rough
No
saddle,
<
25
mph
Small
SI
Rough
No
saddle,
>
25
mph
ATV
Non­
rough
<
19
kW
Small
SI
Non­
rough
>
19
kW
Large
SI
Compression­
Ignition
Rough
or
non­
rough
Any
Nonroad
CI
The
proposed
definition
of
amphibious
vehicle
and
revision
of
our
definition
of
marine
vessel
are
intended
solely
for
the
purpose
of
our
national
emission
control
programs.
These
definitions
do
not
affect
in
any
way
how
these
vehicles
are
treated
by
the
United
States
Coast
Guard
or
any
other
federal,
state,
or
local
agency
that
may
have
requirements
for
the
safety,
registration,
or
operation
of
such
vehicles.
It
also
does
not
affect
the
requirements
for
amphibious
vessels
under
MARPOL
Annex
VI.
Specifically,
after
the
Annex
comes
into
force,
amphibious
vessels
with
diesel
engines
above
130
kW
will
be
required
to
have
MARPOL­
compliant
engines
as
demonstrated
by
an
Engine
International
Air
Pollution
Prevention
(
EIAPP)
certificate
and
related
documentation
(
Technical
File
and
Record
Book
of
Engine
Parameters).
In
addition,
vessels
above
400
gross
tons
will
be
required
to
have
an
International
Air
Pollution
Prevention
(
IAPP)
Technical
Amendments
9
certificate.
These
requirements
are
described
in
our
rulemaking
for
marine
diesel
engines
at
or
above
30
liters
per
cylinder,
which
is
available
on
our
website,
<
www.
epa.
gov/
otaq/
marine.
htm>.

3.1.4
Hovercraft
We
have
learned
that
there
are
small
hydrofoils
(
hovercraft)
that
can
also
operate
on
land
as
well
as
water.
One
example
is
the
Griffon
Hovercraft,
which
weighs
825
to
2,200
lbs
and
can
carry
5
to
80
passengers.

A
hovercraft
would
not
be
considered
to
be
an
amphibious
vehicle
under
the
above
definition
because
it
has
neither
wheels
nor
tracks.
Instead,
it
would
be
considered
a
marine
vessel
and
its
engines
would
be
subject
to
our
marine
engine
emission
control
program.
To
meet
these
requirements,
a
hovercraft
manufacturer
could
either
purchase
and
install
a
certified
marine
engine
or
take
advantage
of
our
marine
engine
dresser
provision.
This
provision
allows
an
engine
manufacturer,
post­
manufacturer
marinizer,
or
boat
builder
to
install
a
certified
land­
based
or
highway
engine
on
a
marine
vessel
as
long
as
the
engine
has
a
valid
certificate
of
conformity,
it
is
properly
labeled,
and
no
changes
are
made
to
the
engine
that
could
reasonably
be
expected
to
increase
its
emissions.
There
are
certain
conditions
associated
with
this
flexibility:
the
original
engine
label
must
be
clearly
visible;
a
supplemental
label
must
be
affixed
to
the
engine
identifying
it
as
a
dressed
engine,
and
certain
information
must
be
submitted
to
EPA
with
respect
to
the
engine
and
the
identity
of
the
manufacturer.
Section
3.4,
below,
has
additional
information
about
our
engine
dresser
program.

3.2
Auxiliary
Engines
(
94.2)

3.2.1
Background
In
our
December
1999
marine
diesel
engine
rulemaking,
we
adopted
a
definition
of
"
marine
engine"
that
is
based
on
whether
an
engine
is
installed
or
intended
to
be
installed
on
a
marine
vessel
(
40
CFR
94.2).
Some
manufacturers
have
requested
further
interpretation
of
the
phrase
"
installed
or
intended
to
be
installed"
as
used
in
the
definition
to
determine
whether
their
engines
are
subject
to
emission
standards
for
land­
based
or
marine
engines.

The
definition
adopted
in
1999
states:

Marine
engine
means
an
engine
that
is
installed
or
intended
to
be
installed
on
a
marine
vessel.
This
definition
does
not
include
portable
auxiliary
engines
for
which
the
fueling,
cooling
and
exhaust
systems
are
not
integral
parts
of
the
vessel.
(
64
FR
73334)

In
our
rule,
we
explained
some
background
we
considered
in
adopting
this
definition:

In
the
final
land­
based
nonroad
engine
rule,
we
determined
that
a
portable
auxiliary
engine
used
onboard
a
marine
vessel
should
not
be
considered
a
marine
engine
(
October
23,
1998,
63
FR
56967).
Instead,
a
portable
auxiliary
engine
is
considered
to
be
a
land­
based
engine
subject
to
the
requirements
of
40
CFR
Part
89.
To
distinguish
a
marine
auxiliary
engine
installed
on
a
marine
vessel
from
a
land­
based
portable
auxiliary
engine
Draft
Technical
Support
Document
10
used
on
a
marine
vessel,
we
specified
in
that
rulemaking
that
an
auxiliary
engine
is
installed
on
a
marine
vessel
if
its
fuel,
cooling,
or
exhaust
systems
are
an
integral
part
of
the
vessel.
These
auxiliary
engines
are
therefore
not
fundamentally
different
than
land­
based
engines
and
we
regulate
them
under
40
CFR
Part
89.
(
64
FR
73302,
discussing
EPA's
determination
in
"
Summary
and
Analysis
of
Comments:
Control
of
Emissions
from
Nonroad
Diesel
Engines,"
August
1998,
p.
92)

The
regulatory
text
and
explanation
in
the
final
rule
permit
some
narrow
amount
of
portability
for
an
engine
to
be
considered
"
installed
or
to
be
installed
on
a
marine
vessel"
and
thus
a
marine
engine.
However,
this
portability
is
limited
to
engines
that
have
systems
that
are
integral
to
the
vessel.
If
the
engine
does
not
have
systems
that
are
integral
to
the
vessel,
it
would
be
considered
a
land­
based
nonroad
engine.

3.2.2
Clarification
of
"
portable"

Since
we
finalized
the
above
definition,
we
learned
that
there
continues
to
be
confusion
about
what
is
meant
by
"
portable"
in
our
definition
of
marine
engine.
At
least
one
engine
manufacturer
sought
further
clarification
about
whether,
for
example,
an
engine
that
is
attached
to
a
barge
would
be
considered
portable.

EPA
would
not
consider
an
engine
"
installed"
if
it
can
easily
be
removed
from
a
vessel
to
provide
power
to
another
application
without
modifications.
In
this
case,
a
pump
engine
that
is
bolted
onto
the
main
deck
of
a
boat
or
barge
would
not
be
considered
installed
if
it
could
be
readily
disconnected
from
the
pump
machinery
and
lifted
off
the
vessel
to
power
a
pump
(
or
other
device)
elsewhere.
Such
an
engine
operates
more
as
a
stand­
alone
auxiliary
engine
than
a
marine
engine.
In
contrast,
EPA
would
consider
an
engine
installed
if
it
is
mounted
in
such
a
way
that
would
require
significant
effort
to
remove
the
engine
(
i.
e.,
there
is
more
to
the
mounting
than
a
few
brackets
or
straps).

The
one
exception
to
this
"
removability"
interpretation
of
the
regulation
is
for
those
engines
that
can
easily
be
removed
from
a
vessel,
but
whose
fueling,
cooling
or
exhaust
systems
are
integral
to
the
vessel.
Such
an
engine,
though
conceptually
portable
because
of
its
relationship
to
the
vessel,
cannot
operate
without
a
connection
to
the
vessel.
For
example,
if
a
portable
engine
could
be
designed
with
a
quick­
connect
access
to
the
onboard
fuel
supply
or
with
other
hardware
that
would
allow
the
engine
to
tie
into
the
vessel's
cooling
or
exhaust
systems,
EPA
would
consider
such
an
engine
installed.
Even
though
it
is
portable,
such
an
engine
could
not
generally
operate
without
the
fueling
or
other
systems
available
on
the
vessel.
In
other
words,
it
could
not
be
operated
once
it
is
removed
from
the
vessel.

3.2.3
Regulatory
revision
The
clarification
described
in
this
section
does
not
require
further
regulatory
text
in
40
CFR
94.
However,
we
are
adding
this
definition
to
our
other
nonroad
programs,
including
our
landbased
compression­
ignition
nonroad
engine
regulations
(
40
CFR
89),
our
spark­
ignition
marine
engine
regulations
(
40
CFR
91),
our
spark­
ignition
nonroad
engine
<
19
kW
regulations
(
40
CFR
90),
and
our
spark­
ignition
nonroad
engine
>
19
kW
regulations
(
40
CFR
1048).
Technical
Amendments
11
3.3
Certification
of
Marine
Auxiliary
Engines
(
94.912)

3.3.1
Background
The
general
industry
practice
is
to
produce
marine
engines
by
modifying
land­
based
engines
so
they
are
suitable
for
marine
application.
The
most
important
changes
usually
relate
to
tuning
the
power
characteristics
for
marine
propulsion,
adapting
the
engine
for
use
with
water­
based
cooling,
and
changing
various
parts
for
improved
corrosion
resistance
or
compliance
with
Coast
Guard
requirements.
However,
manufacturers
have
also
informed
us
that
they
sometimes
sell
engines
for
marine
auxiliary
service
that
are
identical
to
land­
based
engines.

3.3.2
Streamlined
certification
for
marine
auxiliary
engines
To
avoid
the
regulatory
and
compliance
burdens
associated
with
certifying
identical
auxiliary
marine
engines
under
two
separate
programs,
land­
based
and
marine,
we
are
proposing
to
allow
streamlined
certification.
Under
this
approach,
manufacturers
would
be
able
to
include
auxiliary
marine
diesel
engines
in
a
land­
based
engine
family
certified
under
40
CFR
part
89
or
1039,
with
the
following
conditions:

"
The
marine
engine
must
be
identical
in
all
material
respects
to
a
land­
based
engine
covered
by
a
valid
certificate
of
conformity;

"
The
marine
engine
may
not
be
used
as
a
propulsion
engine;

"
The
engine
must
have
the
emission
control
information
label
required
under
the
land­
based
program,
including
additional
information
to
identify
the
engine
as
certified
also
for
marine
auxiliary
purposes;

"
The
number
of
marine
engines
in
the
engine
family
must
be
smaller
than
the
number
of
land­
based
engines;
and
"
The
application
for
certification
must
identify
the
possibility
of
marine
auxiliary
installations,
including
projected
sales
of
marine
engines;
if
the
projected
marine
sales
are
substantial,
we
may
ask
for
the
year­
end
report
of
production
volumes
to
include
actual
marine
auxiliary
engine
sales.

The
requirement
that
the
marine
engine
be
identical
in
all
material
respect
to
a
land­
based
engine
covered
by
a
valid
certificate
of
conformity
means
that
there
must
be
no
changes
to
the
engine
for
use
in
the
marine
application.
There
can
be
no
changes
to
the
fuel
system,
the
turbocharger,
the
cooling
system
requirements
or
any
other
characteristic.
The
engine
must
be
able
to
be
used
interchangeably
in
a
marine
or
land­
based
application
without
modification.

The
proposed
streamlined
certification
for
auxiliary
engines
is
intended
solely
for
the
purpose
of
our
national
emission
control
programs.
This
streamlined
certification
does
not
affect
in
any
way
how
these
engines
are
treated
by
the
United
States
Coast
Guard
or
any
other
federal,
state,
or
local
agency
that
may
have
requirements
for
the
safety,
registration,
or
other
operation
of
such
engines.
It
also
does
not
affect
the
requirements
for
auxiliary
engines
under
MARPOL
Annex
Draft
Technical
Support
Document
CMARPOL
Annex
VI
is
Annex
VI,
Air
Pollution,
to
the
International
Convention
on
the
Prevention
of
Pollution
from
Ships,
1978,
as
modified
by
the
protocol
of
1978
relating
thereto.
More
information
about
this
Convention
can
be
found
on
our
website,
www.
epa.
gov/
otaq/
marine.
htm
and
on
the
International
Maritime
Organization
website,
www.
imo.
org.

12
VI.
C
Specifically,
after
the
Annex
comes
into
force,
any
diesel
engine
above
130
kW
installed
on
a
marine
vessel
constructed
on
or
after
January
1,
2000,
and
any
engine
above
130
kW
that
undergoes
a
substantial
conversion
on
or
after
January
1,
2000,
will
be
required
to
be
MARPOLcompliant
as
demonstrated
by
an
Engine
International
Air
Pollution
Prevention
(
EIAPP)
certificate
and
related
documentation
(
Technical
File
and
Record
Book
of
Engine
Parameters).
Therefore,
engine
manufacturers
who
take
advantage
of
the
streamlined
certification
for
auxiliary
engines
and
who
may
sell
those
engines
for
use
on
vessels
subject
to
MARPOL
Annex
VI
should
make
sure
they
obtain
the
necessary
MARPOL
Annex
VI
certification
when
they
apply
for
certification
of
their
land­
based
family.
The
MARPOL
Annex
VI
requirements
are
described
in
our
rulemaking
for
marine
diesel
engines
at
or
above
30
liters
per
cylinder,
which
is
available
on
our
website,
<
www.
epa.
gov/
otaq/
marine.
htm>.

3.4
Engine
Dressing
Provisions
(
94.907)

3.4.1
Background
Some
companies
produce
marine
engines
by
modifying
new,
land­
based
engines
and
modifying
for
installation
on
a
marine
vessel.
This
can
be
done
in
a
way
that
does
not
affect
emissions.
For
example,
the
modifications
may
consist
of
adding
a
generator
or
reduction
gears
for
propulsion.
It
can
also
involve
installing
a
new
marine
cooling
system
that
meets
original
manufacturer
specifications
and
duplicates
the
cooling
characteristics
of
the
land­
based
engine,
but
with
a
different
cooling
medium
(
i.
e.,
water).
This
is
similar
to
the
process
of
buying
certified
land­
based
engines
to
make
a
generator
or
other
equipment.
This
simplified
approach
of
producing
an
engine
can
be
described
as
dressing
an
engine
for
a
particular
marine
application.
Because
the
modified
land­
based
engine
is
subsequently
used
on
a
marine
vessel,
however,
it
would
be
considered
marine
diesel
engines
pursuant
to
our
definition
of
marine
engine.

We
included
a
provision
in
our
final
commercial
marine
diesel
engine
rule
that
exempts
engines
from
the
marine
certification
requirements
if
the
marinizing
company
meets
the
following
conditions
(
64
CFR
73303,
December
29,
1999;
see
40
CFR
907):

"
The
engine
being
dressed,
(
the
"
base"
engine)
must
be
a
heavy­
duty
highway,
land­
based
nonroad,
or
locomotive
engine,
certified
pursuant
to
40
CFR
86,
40
CFR
89,
or
40
CFR
92.
The
base
engine
must
be
certified
to
the
standards
that
apply
at
the
time
the
base
engine
manufacturer
completes
assembly
of
the
engine.
We
don't
allow
stockpiling
of
uncertified
engines.
Technical
Amendments
DPost­
manufacturer
marinizers
are
companies
that
produce
a
marine
engine
by
modifying
a
non­
marine
engine
and
vessel
manufacturers
that
substantially
modify
marine
engines.

13
"
The
dressing
process
must
not
involve
any
changes
that
can
reasonably
be
expected
to
increase
engine
emissions.
This
includes
a
requirement
that
engine
cooling
and
aftercooling
systems
stay
within
the
ranges
specified
by
the
original
engine
manufacturer.

"
The
original
emissions­
related
label
must
remain
on
the
engine.

"
The
dressing
company
must
report
annually
to
us
the
models
that
are
exempt
under
this
provision.

"
The
engine
model
must
not
be
primarily
for
marine
application.

It
should
be
noted
that
the
goal
of
our
engine
dressing
provisions
is
to
eliminate
the
burden
of
certification
and
other
compliance
requirements
where
we
have
confidence
that
an
engine
already
certified
to
comparable
standards
for
another
program
will
meet
marine
engine
emission
standards.
However,
the
certificate
holder
for
the
base
engine
continues
to
be
liable,
under
the
terms
of
the
original
certification,
for
the
emissions
performance
of
the
dressed
engine.

3.4.2
Regulatory
Changes
The
engine
dresser
provisions
as
they
are
currently
written
can
be
exercised
by
engine
manufacturers,
including
post­
manufacturer
marinizers.
D
We
are
proposing
to
expand
the
list
of
companies
who
can
use
this
flexibility
to
boat
builders
who
produce
a
marine
engine
by
installing
a
non­
marine
engine
on
a
vessel
without
substantially
modifying
it.
This
provision
is
intended
to
cover
circumstances,
like
the
hovercraft
example
described
in
section
3.2,
above,
in
which
a
vessel
manufacturer
uses
a
highway
or
nonroad
engine
on
a
vessel
but
does
not
modify
it
in
any
way
that
could
affect
its
emissions.
In
the
hovercraft
example,
the
engine
is
used
to
run
an
air
compressor
that
inflates
the
floating
platform
and
generates
air
turbulence
to
propel
the
vessel
forward.
The
engine
does
not
require
marine
engine
cooling
systems,
it
is
not
adjusted
to
provide
more
power,
and
it
requires
no
special
fuel
handling
systems.
A
similar
situation
exists
for
airboats,
where
a
highway
or
nonroad
engine
is
used
to
run
a
large
fan
to
propel
the
vessel
forward.
Because
such
engines
are
installed
on
a
vessel
they
are
considered
to
be
marine
engines.
Under
our
existing
programs,
the
boat
builder
manufacturer
would
have
to
certify
the
engines
as
marine
engines
even
if
they
have
a
certificate
of
conformity
under
our
highway
or
nonroad
emission
control
programs
because
they
do
not
qualify
as
engine
manufacturers
or
post­
manufacturer
marinizers.
Our
proposed
revision
will
make
it
clear
that
these
vessel
manufacturers
would
also
qualify
for
the
engine
dressing
exemption.

In
addition,
we
are
clarifying
the
provision
regarding
the
requirement
to
demonstrate
that
the
engine
model
is
not
primarily
used
in
marine
applications.
This
demonstration
requires
that
the
engine
manufacturer
show
that
fewer
than
50
percent
of
the
engine
model's
total
sales
for
the
model
year
are
dressed
engines.
This
includes
engines
dressed
by
others
as
well
as
the
manufacturer
of
the
base
engine.
This
can
be
shown
based
on
sales
information.
Engine
dressers
who
are
not
also
the
manufacturer
of
the
base
engine
must
get
the
original
manufacturer
to
confirm
that
the
engine
is
not
primarily
a
marine
engine.
Draft
Technical
Support
Document
14
We
are
also
clarifying
the
requirements
related
to
generating
and
using
emission
credits
with
these
engines.
Engines
adapted
for
marine
use
through
the
engine
dressing
provisions
may
not
generate
or
use
emission
credits
under
part
94.
However,
they
may
generate
credits
or
use
credits
under
the
averaging,
banking,
and
trading
(
ABT)
provisions
of
the
program
under
which
they
are
originally
regulated
(
highway,
land­
based
nonroad,
locomotive).

3.4.3
Requirement
to
Submit
Emission
Data
Under
our
existing
program,
base
engine
manufacturers
utilizing
the
dressing
exemption
must
submit
marine­
specific
emission
data
on
their
dressed
marine
engines.
In
addition,
we
may
request
marine­
specific
data
from
the
original
engine
manufacturer
if
another
company
is
dressing
their
engines
for
marine
application.
We
are
not
proposing
to
change
this
provision.

We
intend
to
use
this
data
for
program
oversight,
to
determine
the
validity
of
the
exemption.
This
is
important
because
marine
engines
are
not
operated
in
the
same
way
as
highway
or
landbased
nonroad
engines.
This
is
reflected
in
the
different
duty
cycles
used
for
certification
testing.

Specifically,
we
will
use
the
test
data
to
evaluate
the
extent
to
which
the
highway
or
landbased
nonroad
engines
can
be
expected
to
achieve
our
marine
engine
emission
limits
when
operated
as
marine
engines.
If
we
find
that
highway
or
land­
based
nonroad
engines
exceed
the
marine
standards
based
on
the
marine
duty
cycle
we
will
consider
suspending
this
flexibility.
The
suspension
of
this
flexibility
would
not
affect
marine
engines
already
in
the
fleet,
unless
there
is
a
substantial
emission
exceedence.

Using
the
data
obtained
under
the
engine
dresser
flexibility
program
to
evaluate
the
validity
of
the
exemption
suggests
that
engine
manufacturers
will
need
to
design
their
highway
or
land­
based
nonroad
engine
certification
test
programs
to
include
the
marine
duty
cycle
if
the
engine
may
be
sold
into
a
marine
application.
We
do
not
believe
this
will
be
burdensome,
especially
considering
that
the
alternative
is
to
do
a
full
certification
application
for
the
marine
engine.

As
discussed
above,
land­
based
engines
that
are
credit­
users
are
eligible
for
the
engine
dressing
exemption.
Although
they
are
properly
certified,
such
dressed
marine
diesel
engines
may
exceed
the
marine
emission
standards.
We
will
take
ABT
credit
use
into
account
when
we
evaluate
the
validity
of
the
program.

3.4.4
Other
engine
dressing
provisions
remain
unchanged
The
other
components
of
our
engine
dressing
provisions
remain
unchanged.
These
include
the
following:

"
Any
certified
heavy­
duty
highway,
nonroad,
or
locomotive
engine
will
be
eligible
for
the
dressing
exemption.

"
The
marine
not­
to­
exceed
(
NTE)
zone
provisions
do
not
apply
to
dressed
engines,
unless
NTE
provisions
are
in
place
for
the
certified
base
engine.
Technical
Amendments
EMARPOL
Annex
VI
is
Annex
VI,
Air
Pollution,
to
the
International
Convention
on
the
Prevention
of
Pollution
from
Ships,
1978,
as
modified
by
the
protocol
of
1978
relating
thereto.
More
information
about
this
Convention
can
be
found
on
our
website,
www.
epa.
gov/
otaq/
marine.
htm
and
on
the
International
Maritime
Organization
website,
www.
imo.
org.

15
"
Engines
that
qualify
as
dressed
engines
are
considered
to
have
a
certificate
under
regulatory
programs
for
both
land­
based
and
marine
engines.

"
If
we
find
that
a
company
with
an
engine
dressing
exemption
does
not,
in
fact,
meet
the
criteria
spelled
out
in
the
regulations,
the
engines
are
not
exempt
and
we
may
pursue
enforcement
for
selling
uncertified
marine
engines
and/
or
tampering
with
certified
engines.

"
The
engine
dressing
company
must
put
a
supplemental
label
on
each
exempted
engine
stating
the
name
of
the
dressing
company
and
the
fact
that
the
engine
was
marinized
without
affecting
emission
controls.
This
will
make
clear
that
the
engine
is
acceptable
for
use
in
a
marine
vessel.
In
addition,
dressing
companies
will
need
to
give
us
minimal
notification
that
they
are
modifying
certified
engines.
This
can
be
done
once
annually
for
a
company's
whole
range
of
dressed
marine
engines.

In
addition
to
the
labeling
requirement,
we
encourage
engine
manufacturers
to
inform
companies
dressing
their
engines
of
these
requirements.
This
will
not
only
aid
us
in
educating
affected
companies,
it
may
help
protect
engine
manufacturers
from
exposure
to
liability
if
their
engines
are
ever
found
in
a
marine
vessel
without
proper
documentation.

The
dressing
provisions
are
intended
solely
for
the
purpose
of
our
national
emission
control
programs.
This
streamlined
certification
does
not
affect
in
any
way
how
these
engines
are
treated
by
the
United
States
Coast
Guard
or
any
other
federal,
state,
or
local
agency
that
may
have
requirements
for
the
safety,
registration,
or
other
operation
of
such
engines.
It
also
does
not
affect
the
requirements
for
engines
under
MARPOL
Annex
VI.
E
Specifically,
after
the
Annex
comes
into
force,
any
diesel
engine
above
130
kW
installed
on
a
marine
vessel
constructed
on
or
after
January
1,
2000,
and
any
engine
above
130
kW
that
undergoes
a
substantial
conversion
on
or
after
January
1,
2000,
will
be
required
to
be
MARPOL­
compliant
as
demonstrated
by
an
Engine
International
Air
Pollution
Prevention
(
EIAPP)
certificate
and
related
documentation
(
Technical
File
and
Record
Book
of
Engine
Parameters).
Therefore,
engine
manufacturers
who
take
advantage
of
the
engine
dressing
provisions
and
who
may
sell
those
engines
for
use
on
vessels
subject
to
MARPOL
Annex
VI
should
make
sure
they
obtain
the
necessary
MARPOL
Annex
VI
certification
when
they
apply
for
certification
of
their
land­
based
family.
The
MARPOL
Annex
VI
requirements
are
described
in
our
rulemaking
for
marine
diesel
engines
at
or
above
30
liters
per
cylinder,
which
is
available
on
our
website,
<
www.
epa.
gov/
otaq/
marine.
htm>.

3.5
Engine
Repowers
(
94.1103(
b))
Draft
Technical
Support
Document
16
We
have
received
several
requests
for
clarification
about
vessel
repowers.
Much
of
the
existing
confusion
results
from
the
fact
that
our
marine
engine
program
and
the
Annex
VI
program
are
slightly
different
and
have
different
results
depending
on
whether
the
engine
used
to
repower
the
vessel
is
new
or
used.

3.5.1
Repowering
With
a
New
Engine
If
a
vessel
owner
is
going
to
replace
an
existing
engine
on
an
existing
vessel
with
a
new
engine,
then
the
new
engine
must
comply
with
the
requirements
of
MARPOL
Annex
VI
and
the
EPA
program.
Under
MARPOL
Annex
VI,
the
engine
must
meet
the
Regulation
13
NOx
limits
(
it
must
have
a
Statement
of
Voluntary
Compliance
or
an
EIAPP).
Under
the
EPA
program,
the
engine
must
comply
with
the
emission
limits
that
are
in
effect
when
the
repower
occurs.
Note
that
if
the
replacement
engine
is
certified
to
our
Tier
2
standards
it
should
also
have
a
Statement
of
Voluntary
Compliance
or
EIAPP
and
therefore
will
meet
both
the
MARPOL
Annex
VI
NOx
requirements
and
the
EPA
requirements.

We
provide
an
exemption
in
40
CFR
941103(
b)(
3)
which
would
allow
a
vessel
owner
to
replace
an
existing
engine
with
a
new
uncertified
engine
or
a
new
engine
certified
to
an
earlier
standard
engine
if
it
can
be
demonstrated
that
no
new
engine
that
is
certified
to
the
emission
limits
in
effect
at
that
time
is
produced
by
any
manufacturer
with
the
appropriate
physical
or
performance
characteristics
needed
to
repower
the
vessel.
In
other
words,
if
a
new
certified
engine
is
not
available
that
can
be
used,
an
engine
manufacturer
may
produce
a
replacement
engine
that
does
not
meet
all
of
the
requirements
of
our
marine
emission
control
program.
For
example,
if
an
vessel
has
twin
uncertified
engines
and
it
becomes
necessary
to
replace
one
of
them,
the
vessel
owner
can
request
approval
for
an
engine
manufacture
to
produce
a
new
uncertified
engine
if
it
can
be
demonstrated
that
the
vessel
will
not
function
properly
if
the
engines
are
not
identically
matched.

There
are
certain
conditions
for
this
exemption.
The
replacement
engine
must
meet
standards
at
least
as
stringent
as
those
of
the
original
engine.
So,
for
example,
if
the
original
engine
is
a
pre­
Tier
1
engine,
then
the
replacement
engine
would
not
have
to
meet
emission
limits.
If
it
is
a
Tier
1
engine,
it
would
not
have
to
meet
the
Tier
2
limits
if
those
are
the
limits
in
place
when
the
replacement
occurs.
In
addition,
the
engine
manufacturer
must
take
possession
of
the
original
engine
or
make
sure
it
is
destroyed.
Also,
the
replacement
engine
must
be
clearly
labeled
to
show
that
it
does
not
comply
with
the
standards
and
that
sale
or
installation
of
the
engine
for
any
purpose
other
than
as
a
replacement
engine
is
a
violation
of
federal
law
and
subject
to
civil
penalty.
Our
regulations
contain
the
information
that
must
be
on
the
label;
we
are
adding
a
provision
to
cover
the
case
where
the
engine
meets
a
previous
tier
of
standards.

Engines
that
qualify
for
this
exemption
are
still
subject
to
the
Annex
VI
engine
requirements.
This
means
that
if
the
vessel
is
subject
to
MARPOL
Annex
VI,
the
new
replacement
engine
must
be
certified
to
the
Annex
VI
NOx
limits.
Technical
Amendments
17
3.5.2
Repowering
With
a
Used
(
Rebuilt)
Engine
If
a
vessel
owner
replaces
an
existing
engine
with
a
used
(
rebuilt)
engine,
then
that
replacement
engine
is
not
required
to
be
certified
to
our
marine
standards.

It
should
be
noted,
however,
that
if
a
vessel
owner
is
going
to
replace
an
existing
engine
on
an
existing
vessel
constructed
on
or
after
January
1
2000
with
a
used
(
rebuilt)
engine,
the
engine
must
comply
with
the
requirements
of
MARPOL
Annex
VI.
Under
these
requirements,
the
Annex
VI
NOx
limits
would
apply
if
the
used
(
rebuilt)
engine
undergoes
a
major
conversion.
This
means
it
is
substantially
modified
during
the
rebuilding
process
(
e.
g.,
more
was
done
than
simply
replacing
used
parts
with
identical
new
part)
or
it
has
a
maximum
continuous
rating
more
than
10
percent
higher
than
the
old
engine.
If
the
original
engine
is
being
replaced
by
an
identical
used
(
rebuilt)
engine,
then
there
are
no
Annex
VI
emission
requirements
for
the
used
(
rebuilt)
engine.

The
MARPOL
Annex
VI
requirements
apply
to
diesel
marine
engines
above
130
kW.
If
the
engine
is
not
a
diesel
engine
or
is
a
diesel
engine
at
or
below
130
kW,
then
there
are
no
requirements
for
the
used
(
rebuilt)
engine
under
Annex
VI.

3.5.3
Disposal
of
the
Replaced
Engine
Our
current
regulations
require
the
engine
manufacturer
to
take
possession
of
the
engine
that
is
replaced.
We
are
revising
this
provision
to
allow
the
manufacturer
to
confirm
that
the
engine
has
been
destroyed
instead.

3.6
Other
Revisions
3.6.1
Excluded
and
Exempted
Engines
(
94.904)

We
are
proposing
to
add
a
new
provision
to
Subpart
J,
Exclusion
and
Exemption
Provisions,
to
allow
an
engine
manufacturer
to
take
an
action
with
respect
to
an
exempted
or
excluded
engine
that
would
otherwise
be
prohibited,
such
as
selling
it.
Before
the
engine
manufacturer
can
take
such
an
action,
the
engine
must
either
be
certified
or
modified
to
make
it
identical
to
an
engine
that
is
already
covered
by
a
certificate.

3.6.2
Requirements
Applicable
to
Vessel
Manufacturers,
Owners,
and
Operators
(
94.1001)

We
are
proposing
to
revise
the
applicability
provisions
in
Section
94.1001
in
Subpart
K,
Requirements
Applicable
to
Vessel
Manufacturers,
Owners,
and
Operators,
to
specify
that
some
of
the
requirements
in
that
subpart
apply
to
manufacturers,
owners,
and
operators
of
marine
vessels
that
contain
engines
with
per­
cylinder
displacement
of
at
least
2.5
liters.

Currently,
the
provisions
in
this
subpart
apply
only
to
manufacturers,
owners,
and
operators
of
marine
vessels
that
contain
engines
with
per­
cylinder
displacement
at
or
above
30
liters.
Draft
Technical
Support
Document
18
This
change
is
necessary
because
engines
with
per­
cylinder
displacement
between
2.5
and
30
liters
were
erroneously
left
out
of
this
provision
when
we
extended
mandatory
Tier
1
standards
to
these
engines
in
our
2003
rule
for
marine
diesel
engines
at
or
above
30
liters
per
cylinder.
Technical
Amendments
19
Chapter
4:
Locomotives
(
40
CFR
part
92)

As
summarized
in
the
preamble,
we
are
proposing
the
following
changes
to
40
CFR
part
92:

§
92.1
(
a)
&
(
d)
Add
paragraph
(
d)
to
clarify
that
subpart
L
applies
to
everyone.

§
92.2
Change
"
unique"
to
"
specific"
in
definition
of
calibration.

§
92.2
Add
"
manufactured"
to
paragraph
(
5)
of
definition
of
new
locomotive
§
92.2
Add
"
percent"
to
definition
of
repower
§
92.114(
d)(
2)
Allow
lower
backpressures
§
92.123
(
a)(
2)(
ii)
Delete
the
word
"
not"

Table
B124­
1
Clarify
that
15
minute
maximum
refers
to
time
after
lowest
idle
setting
is
reached
§
92.132(
d)
Correct
equation:
KH=
[
C1+
C2exp((­
.0143)(
10.714))]/
[
C1+
C2exp((­
0.0143)(
1000H))]

§
92.203(
d)
Correct
reference
from
§
92.208
to
§
92.204.

§
92.205(
a)&(
e),
§
92.210(
d)(
2)&(#),
§
92.215(
b)
Correct
reference
from
"
subpart"
to
"
part"

§
92.208(
a)
Change
"
in
which"
to
"
for
which".

§
92.210
Make
reference
plural
in
paragraph
(
b)(
1),
and
add
paragraph
(
b)(
2)
to
clarify
that
manufacturers
making
engine
modifications
within
an
engine
family
must
show
that
the
modified
engines
still
meet
emission
standards.

§
92.215(
a)(
2)(
i)(
A)
Correct
typo
in
"
process"

§
92.216
Delete
paragraph
(
a)(
2)
to
allow
the
Office
of
Air
and
Radiation
to
represent
itself
at
hearings.

§
92.212
Correct
typo
in
(
b)(
2)(
v)(
G),
replace
"
Locomotive"
with
"
Engine"
in
(
c)(
2)(
v)(
A),
and
correct
the
applicable
manufacture
date
in
(
c)(
2)(
v)(
D)(
2).

§
92.512(
e)
Delete
"
is
made"

§
92.906(
a)
Delete
"
as
defined
in
§
92.2".

§
92.1106(
a)
Correct
the
penalty
for
tampering
to
be
based
on
each
engine
in
violation,
as
opposed
to
each
engine
and
each
day.

Appendix
IV
to
part
92
Correct
"
13­
mode"
to
"
10­
mode"
Draft
Technical
Support
Document
20
Chapter
5:
Small
nonroad
spark­
ignition
engines
(
40
CFR
part
90)

We
have
adopted
a
new
approach
to
define
maximum
engine
power
in
40
CFR
part
1039
for
nonroad
diesel
engines
for
purposes
of
defining
the
applicability
of
standards.
This
definition
includes
a
detailed
procedure
for
determining
this
value.
The
current
approach
for
Small
SI
engines
is
to
rely
on
a
definition
of
"
gross
power"
that
describes
generally
how
to
characterize
an
engine's
maximum
power.
We
request
comment
on
adopting
the
new
definition
of
maximum
engine
power
in
40
CFR
part
90.
This
would
have
the
advantage
of
harmonizing
our
treatment
of
this
basic
tool
to
characterize
engines
and
would
allow
for
consistent
treatment
across
programs.

The
regulations
for
nonroad
diesel
engines
include
the
following
provisions
to
define
maximum
engine
power
in
40
CFR
1039.140:
(
a)
An
engine
configuration's
maximum
engine
power
is
the
maximum
brake
power
point
on
the
nominal
power
curve
for
the
engine
configuration,
as
defined
in
this
section.
Round
the
power
value
to
the
nearest
whole
kilowatt.
(
b)
The
nominal
power
curve
of
an
engine
configuration
is
the
relationship
between
maximum
available
engine
brake
power
and
engine
speed
for
an
engine,
using
the
mapping
procedures
of
40
CFR
part
1065,
based
on
the
manufacturer's
design
and
production
specifications
for
the
engine.
This
information
may
also
be
expressed
by
a
torque
curve
that
relates
maximum
available
engine
torque
with
engine
speed.
(
c)
The
nominal
power
curve
must
be
within
the
range
of
the
actual
power
curves
of
production
engines
considering
normal
production
variability.
If
after
production
begins
it
is
determined
that
your
nominal
power
curve
does
not
represent
production
engines,
we
may
require
you
to
amend
your
application
for
certification
under
§
1039.225.
Technical
Amendments
F
See
"
Redline
Version
of
40
CFR
Part
1048
Showing
Proposed
Changes,"
EPA
memo
from
Alan
Stout
to
Docket
OAR­
2004­
0017,
July
5,
2004.

21
Chapter
6:
Large
nonroad
spark­
ignition
engines
(
40
CFR
part
1048)

We
adopted
emission
standards
for
Large
SI
engines
in
November
2002
(
67
FR
68242).
The
regulations
in
40
CFR
part
1048
were
our
first
attempt
to
draft
emission­
control
regulations
in
plain­
language
format.
In
the
recent
final
rule
for
nonroad
diesel
engines,
we
went
through
a
similar
process,
including
extensive
interaction
with
a
different
set
of
manufacturers.
This
process
led
us
to
adopt
regulatory
provisions
in
40
CFR
part
1039
that
differ
from
those
in
part
1048.
Since
the
process
of
meeting
standards,
applying
for
certificates,
and
complying
with
other
emission­
related
requirements
has
a
lot
of
commonality
across
programs,
we
have
a
strong
interest
in
adopting
consistent
provisions
and
uniform
terminology
as
much
as
possible.
As
a
result,
we
are
proposing
extensive
changes
in
part
1048
to
align
with
the
regulations
in
part
1039.

Many
of
the
changes
we
are
proposing
for
part
1048
involve
relatively
minor
wording
differences.
Several
other
changes
involve
new
or
revised
language
to
express
a
regulatory
provision
more
clearly
without
changing
the
underlying
policy.
There
are
also
some
minor
organizational
changes
to
move
certain
provisions
to
a
different
location
that
better
reflects
their
relationship
to
the
overall
process
of
certifying
engines.
We
believe
it
is
important
to
make
these
changes
to
avoid
a
situation
where
we
unintentionally
apply
slightly
different
provisions
to
different
categories
of
engines.
These
changes
that
are
intended
to
involve
no
change
in
policy
are
not
listed
here.
F
The
following
tables
highlight
many
of
the
specific
changes
we
are
proposing
to
part
1048.

I.
Subpart
A
 
Overview
and
Applicability
Reference
Proposed
Change
1048.1
We
now
state
that
the
part
1048
requirements
apply
to
Large
SI
engines,
rather
than
to
the
manufacturers
of
Large
SI
engines.

1048.5
We
no
longer
state
that
aircraft
engines
are
excluded
from
emission
standards
under
40
CFR
part
1048,
since
we
have
changed
the
definition
of
nonroad
engine
to
clarify
that
aircraft
are
not
considered
nonroad
engines.
Draft
Technical
Support
Document
22
II.
Subpart
B
 
Emission
Standards
and
Related
Requirements
Reference
Proposed
Change
1048.101(
a)
In
the
November
2002
final
rule,
we
excluded
engines
above
560
kW
from
transient
emission
standards
on
an
interim
basis,
primarily
to
defer
this
decision
to
the
rulemaking
for
nonroad
diesel
engines.
Consistent
with
that
rulemaking,
we
are
affirming
this
decision
as
a
long­
term
provision
and
are
accordingly
moving
it
from
1048.145
to
1048.101.
These
engines
must
still
design
for
controlling
transient
emissions,
but
are
not
subject
to
the
transient
emission
standards
(
see
1048.205).

1048.101(
g)
The
provision
for
a
shorter
useful
life
now
includes
provisions
to
clarify
how
a
manufacturer
can
select
and
support
some
alternate
useful
life
period.
We
also
identify
this
as
a
shorter
useful
life
in
operating
hours,
not
in
years.
Note
that
we
are
requesting
comment
on
additional
changes
to
this
provision,
as
described
in
the
preamble.

1048.105
We
are
exempting
marine
auxiliary
engines
from
the
evaporative
emission
standards,
since
we
are
separately
pursuing
evaporative
controls
for
marine
systems,
which
will
eventually
extend
to
fuel
systems
for
both
propulsion
and
auxiliary
engines.

1048.115(
a)
Provisions
related
to
controlling
crankcase
emissions
more
carefully
explain
how
to
account
for
crankcase
emissions
in
those
cases
where
manufacturers
add
crankcase
emissions
to
measured
exhaust
emissions.

1048.115(
g)
The
prohibition
regarding
defeat
devices
originally
specified
that
an
emission­
control
strategy
that
is
active
during
testing
over
the
specific
duty
cycles
would
not
be
considered
a
defeat
device.
We
have
expanded
that
to
include
field­
testing
operation
by
excluding
operation
that
occurs
during
all
testing
under
the
procedures
of
Part
1048,
Subpart
F.

1048.120(
a)
The
scope
of
the
warranty
now
explicitly
includes
secondary
purchasers
to
make
clear
that
the
emission­
related
warranty
is
fully
transferrable
throughout
the
specified
warranty
period.
Also,
the
scope
of
the
warranty
includes
the
engine
and
all
its
emission­
related
components.

1048.120(
b)
Warranty
periods
are
clarified:
(
1)
If
mechanical
warranties
are
offered
without
charge,
the
emission­
related
warranty
for
the
corresponding
components
(
or
the
whole
engine,
as
applicable)
may
not
be
shorter
than
the
mechanical
warranty.
(
2)
If
manufacturers
offer
an
extended
warranty
for
an
extra
charge,
the
emission­
related
warranty
may
not
be
shorter
than
that,
but
only
for
those
particular
engines.
(
3)
We
clarify
that
the
warranty
period
starts
when
the
engine
is
first
placed
into
service.

1048.120(
c)
We
clarify
that
the
warranty
includes
components
such
as
catalysts
that
are
manufactured
by
another
company,
even
if
the
component
is
shipped
separately
and
the
certifying
manufacturer
never
takes
possession
of
those
components.

1048.120(
e)
We
add
a
requirement
for
manufacturers
to
describe
the
emission­
related
warranty
provisions
that
apply
to
their
engines
in
the
owners
manual.

1048.125(
c)
The
rule
originally
allowed
for
extra
maintenance
for
special
situations.
We
are
clarifying
this
to
point
out
that
manufacturers
must
make
clear
to
the
operator
that
this
additional
maintenance
is
tied
to
some
special
situation.

1048.125(
g)
This
provision
was
originally
adopted
as
§
1048.120(
d).
We
have
modified
this
to
more
carefully
track
provisions
in
the
Clean
Air
Act.
In
particular,
this
provision
now
clarifies
that
owners
must
generally
pay
for
scheduled
maintenance,
with
an
exception
for
relatively
expensive
parts
that
have
been
added
to
meet
emission
standards
and
that
are
not
needed
for
proper
engine
performance.
Technical
Amendments
23
1048.125(
h)
Consistent
with
§
1048.125(
g),
we
now
require
manufacturers
to
communicate
the
owner's
obligations
to
properly
maintain
their
engines.

1048.130(
d)
We
have
added
a
provision
allowing
manufacturers
to
communicate
installation
instructions
to
engine
installers
other
than
sending
a
copy
of
the
instructions
along
with
each
engine.
Manufacturers
would
describe
in
their
application
for
certification
that
they
would,
for
example,
post
their
installation
instructions
on
a
publicly
available
web
site.

1048.135(
c)
We
have
modified
the
requirements
for
the
emission
control
information
label:
(
1)
We
now
allow
manufacturers
to
apply
the
corporate
name
and
trademark
from
another
company,
(
2)
The
manufacturing
date
need
not
be
on
the
label,
as
long
as
the
manufacturer
keeps
records
that
allow
us
to
find
out
the
manufacturing
date,
(
3)
The
maintenance
specifications
may
be
omitted
from
the
label
if
there
is
not
enough
room
on
the
label
and
the
information
is
instead
printed
in
the
owners
manual.
(
4)
Useful
life
must
be
included
only
if
it
is
different
than
the
default
value
specified
in
§
1048.101(
g).

1048.135(
d)
We
are
adding
a
provision
to
specifically
allow
manufacturers
to
include
additional
label
information
related
to
meeting
other
emission
standards,
or
properly
maintaining
engines.

1048.135(
g)
We
are
adding
a
requirement
for
engine
manufacturers
to
supply
duplicate
labels
to
equipment
manufacturers
that
need
them
and
to
keep
basic
records
to
document
the
transactions.
We
have
already
adopted
corresponding
limits
on
what
equipment
manufacturers
must
do
to
properly
apply
these
duplicate
labels
and
prevent
abuse,
such
as
proliferation
of
counterfeit
labels.

1048.139
We
are
adding
a
new
section
that
describes
more
precisely
how
to
determine
maximum
engine
power.
This
applies
to
any
provision
in
the
regulations
that
relates
to
engine
power,
such
as
the
applicability
to
engines
above
19
kW.
Maximum
engine
power
values
also
serve
to
define
a
unique
engine
configuration
(
within
normal
production
tolerances).
If
manufacturers
want
to
include
engines
with
different
values
for
maximum
engine
power
in
an
engine
family,
they
would
treat
those
as
separate
engine
configurations.

1048.140
We
are
adding
a
new
set
of
voluntary
emission
standards
that
would
allow
a
manufacturer
to
qualify
for
the
Blue
Sky
designation.
Some
manufacturers
have
expressed
an
interest
in
using
automotive
engines
in
nonroad
applications.
The
additional
voluntary
standards
are
intended
to
more
closely
reflect
the
emission­
control
potential
of
a
modern
automotive
engine
(
light­
duty
or
heavy­
duty)
when
produced
for
nonroad
applications.
We
are
also
interested
in
aligning
our
voluntary
standards
with
those
under
consideration
by
the
California
Air
Resources
Board.

1048.145(
a)
We
are
clarifying
the
provisions
related
to
family
banking.
For
example,
we
are
adding
a
requirement
that
manufacturers
start
producing
early
engines
by
September
1,
2006
to
reduce
the
compliance
burden
in
2007.
This
prevents
manufacturers
from
reducing
their
burden
by
producing
engines
marginally
earlier
than
is
required
under
the
Tier
2
standards.
Once
a
manufacturer
qualifies,
all
the
engines
produced
before
January
1,
2007
would
count
toward
reducing
the
Tier
2
compliance
burden.
We
also
clarify
that
the
"
late"
engines
would
need
to
continue
to
be
certified
to
Tier
1
emission
standards,
with
all
the
associated
requirements.
Finally,
we
require
manufacturers
opting
into
family
banking
to
report
at
the
end
of
each
year
how
many
"
early"
or
"
late"
engines
they
produced
in
the
preceding
year.
Draft
Technical
Support
Document
24
III.
Subpart
C
 
Certifying
Engine
Families
Reference
Proposed
Change
1048.201(
g)
We
are
including
a
clearer
statement
that
we
may
require
manufacturers
to
deliver
test
engines
to
a
particular
facility
for
our
testing.

1048.205(
a)
We
are
clarifying
the
direction
to
describe
emission­
control
systems
to
require
that
manufacturers
identify
each
unique
configuration.

1048.205(
b)
We
are
adding
a
clarifying
note
to
include
part
numbers
for
emission­
related
components.
This
information,
which
is
already
commonly
included
in
applications,
helps
us
to
manage
the
information
related
to
the
certified
configuration,
especially
as
it
relates
to
running
changes
in
an
engine
family.

1048.205(
b)(
11)
The
instructions
for
completing
the
certification
application
now
include
detailed
items
related
to
auxiliary
emission­
control
devices.
This
clarifies
the
manufacturers'
existing
responsibility
to
describe
their
emission­
control
systems.

1048.205(
r)
Consistent
with
the
Tier
4
final
rule
for
nonroad
diesel
engines,
we
require
manufacturers
of
engines
above
560
kW
to
show
how
they
control
transient
emissions.
This
gives
us
an
opportunity
in
the
certification
process
to
ensure
that
engines
are
designed
with
control
strategies
that
are
similar
to
those
for
smaller
engines
and
to
ensure
that
engines
have
no
defeat
devices.

1048.205(
t)
In
addition
to
the
existing
requirement
to
describe
adjustable
parameters,
we
are
including
a
requirement
to
describe
how
the
adjustment
limits
are
effective
in
preventing
operators
from
making
inappropriate
adjustments.

1048.250(
b)
We
are
adding
a
requirement
to
keep
records
related
to
production
figures
by
separate
assembly
plants
and
lists
of
engine
identification
numbers
in
each
engine
family.

IV.
Subpart
D
 
Production­
line
Testing
1048.310(
g)
Clarify
that
the
maximum
testing
rate
of
1
percent
for
production­
line
testing
applies
only
after
testing
the
minimum
number
of
engines
specified.

V.
Subpart
F
 
Test
Procedures
Reference
Proposed
Change
1048.501(
a)
We
are
allowing
testing
with
partial­
flow
dilute
sampling.
This
approach
is
generally
used
for
larger
diesel
engines,
but
some
laboratories
may
also
be
set
up
to
use
partial­
flow
sampling
for
Large
SI
engines.

1048.501(
a)
We
no
longer
specify
that
testing
must
include
measurement
of
CO
2
emissions.
However,
if
manufacturers
use
equipment
and
procedures
that
require
measurement
of
CO
2
emissions,
then
this
information
must
be
included
in
the
application
for
certification
(
see
§
1048.205).
Technical
Amendments
7
Final
Regulatory
Impact
Analysis:
Control
of
Emissions
from
Nonroad
Diesel
Engines,
U.
S.
EPA,
May
2004,
EPA420­
R­
04­
0xx
(
Docket
OAR­
2004­
0017­
00xx).

25
1048.505
We
adopted
conventional
duty
cycles
and
procedures
for
steady­
state
testing
in
the
November
2002
final
rule.
We
are
supplementing
these
procedures
with
an
option
to
test
engines
using
a
different
kind
of
steady­
state
testing.
Ramped
modal
cycles
incorporate
the
same
testing
modes
(
in
engine
speed
and
load)
into
a
single,
continuous
sampling
period
that
involves
gradual
ramps
to
transition
from
one
mode
to
the
next.
See
the
related
supporting
document
for
additional
explanation
of
the
development
of
ramped­
modal
testing.
7
We
are
not
requiring
ramped­
modal
testing
instead
of
conventional
discrete­
mode
testing,
since
the
emission­
control
systems
on
Large
SI
engines
generally
do
not
have
technologies
that
are
time­
sensitive
(
such
as
aftertreatment
devices
that
undergo
regeneration
events),
nor
are
emission
levels
so
low
that
it
is
difficult
to
get
accurate
measurements
over
relatively
short
sampling
periods.

VI.
Subpart
G
 
Compliance
Provisions
Reference
Proposed
Change
1048.605
We
have
made
changes
to
this
section
to
clarify
the
responsibilities
of
the
original
manufacturer
of
the
engine
and
that
of
the
"
engine
dressing"
company.
We
also
clarify
the
ABT
responsibilities
relative
to
engines
or
vehicles
that
are
certified
under
the
motor­
vehicle
program
and
used
in
nonroad
applications.

1048.610
This
section
includes
the
same
changes
made
in
1048.605
and
adds
a
criterion
such
that
adding
500
pounds
to
the
weight
of
the
vehicle
is
considered
to
be
a
substantial
change
to
the
engine.
This
is
consistent
with
the
approach
we
have
taken
in
guidance
documents
under
current
regulations.
The
requirement
to
avoid
changing
the
emission­
control
system
now
includes
the
refueling
controls,
since
the
vehicle
is
being
used
in
nonroad
service
in
its
certified
configuration;
no
engine
installation
is
required.

1048.625
Provisions
related
to
engines
burning
noncommercial
fuels
have
been
modified
to
clarify
the
engine
manufacturer's
responsibilities
under
this
section.
We
have
also
modified
the
definition
of
noncommercial
fuel
to
include
fuel
that
is,
for
example,
captured
from
an
oil
well
and
sold
without
processing
the
fuel
to
conform
to
any
standardized
specifications
for
commercial
fuels.

1048.630
We
are
adding
provisions
describing
a
process
by
which
manufacturers
may
produce
engines
that
will
be
used
solely
for
competition.
These
are
consistent
with
provisions
we
have
adopted
for
nonroad
diesel
engines.

1048.635
We
are
adding
provisions
that
will
allow
manufacturers
to
place
another
company's
brand
name
on
the
emission
control
information
label.
This
is
consistent
with
provisions
we
have
adopted
for
nonroad
diesel
engines.

VII.
Subpart
I
 
Definitions
and
Other
Reference
Information
Reference
Proposed
Change
1048.801
Brake
power:
We
are
revising
the
definition
to
focus
on
power
required
to
fuel,
lubricate,
heat,
and
cool
the
engine,
rather
than
on
the
components
that
do
these
things.
This
is
necessary
to
address
the
ambiguity
that
would
result
from
a
single
component
such
as
a
heat
exchanger
that
cools
the
engine
in
addition
to
providing
cooling
for
other
purposes.
Draft
Technical
Support
Document
26
1048.801
We
are
revising
the
definition
for
constant­
speed
engines
to
clarify
the
that
there
are
two
distinct
types
of
constant­
speed
governing.
We
also
differentiate
between
constant­
speed
engines
(
certified
using
constant­
speed
duty
cycles)
and
constant­
speed
operation
(
any
kind
of
engine
operation
that
is
governed
to
stay
at
a
constant­
speed).
This
distinction
is
necessary
because
some
engines
that
are
not
restricted
to
constant­
speed
certification
may
be
installed
in
constantspeed
applications.

1048.801
Noncommercial
fuel:
We
have
broadened
this
definition
slightly
to
allow
naturally
emitted
gases
(
such
as
from
a
landfill)
to
continue
to
be
noncommercial
fuels
even
if
they
are
sold
to
an
operator,
as
long
as
the
product
is
not
modified
or
processed
in
a
way
that
would
allow
it
to
meet
applicable
standards
for
commercial
fuels.

1048.801
Round:
We
are
changing
our
rounding
specification
from
ASTM
E29
to
NIST
Special
Publication
811.
Our
understanding
is
that
these
two
publications
have
equivalent
specifications.

1048.820
We
are
revising
these
provisions
to
clarify
that
we
handle
confidential
information
that
we
gather
from
manufacturers
during
inspections
the
same
way
that
we
handle
what
manufacturers
send
to
us.

1048.825
We
are
adding
details
to
better
define
the
process
for
requesting
hearings
under
part
1048.
For
example,
manufacturers
would
need
to
send
a
written
request
within
30
days
of
an
EPA
judgment.
Also,
we
would
limit
hearings
to
substantial
factual
issues.
These
are
consistent
with
longstanding
regulatory
provisions
from
other
programs.
Technical
Amendments
27
Chapter
7:
Recreational
vehicles
(
40
CFR
part
1051)

We
are
considering
several
adjustments
to
the
test
procedures,
definitions,
and
other
provisions
related
to
the
emission­
control
program
for
recreational
vehicles.

1.
Evaporative
Emission
Family
Definition
Manufacturers
certify
their
fuel
systems
by
grouping
them
into
emission
families
that
have
similar
emission
characteristics.
The
emission
family
definition
is
fundamental
to
the
certification
process
and
to
a
large
degree
determines
the
amount
of
testing
required
for
certification.
In
the
preamble
for
recreational
vehicle
FRM
(
67
FR
68242,
November
8,
2002),
we
stated
that
"
the
regulations
include
specific
characteristics
for
grouping
emission
families
for
each
category
of
tanks
and
hoses.
For
fuel
tanks,
key
parameters
include
wall
thickness,
material
used
(
including
additives
such
as
pigments,
plasticizers,
and
UV
inhibitors),
and
the
emission­
control
strategy
applied.
For
hoses,
key
parameters
include
material,
wall
thickness,
and
emission­
control
strategy
applied."

However,
the
regulatory
text
simply
states
"
evaporative
emission
controls"
as
a
subset
of
the
engine
family
without
detailing
specific
characteristics.
We
are
proposing
to
modify
§
1051.230(
b)(
8)
to
include
the
key
parameters
discussed
above.
Types
of
evaporative
emission
controls
include,
but
would
not
be
limited
to,
permeation
barriers,
surface
treatments,
and
barrier
platelets
(
i.
e.
Selar
®
)
.

In
addition
we
are
restructuring
this
section
to
distinguish
between
exhaust
and
evaporative
emission
families.
Currently,
the
regulations
state
that
"
you
may
ask
us
to
create
separate
families
for
exhaust
emissions
and
evaporative
emissions."
We
are
proposing
that
the
primary
approach
be
to
have
separate
exhaust
and
evaporative
emission
families
with
the
option
for
the
manufacturer
to
combine
these
families
into
a
single
emission
family.

2.
Sealing
the
Fuel
Tank
During
Permeation
Testing
§
1051.515
of
the
regulations
specifies
that
the
fuel
tank
must
be
sealed
during
the
preconditioning
fuel
soak
and
permeation
test.
In
§
1051.515(
a)(
5),
we
expanded
on
how
a
tank
may
be
sealed
by
stating:
"
Seal
the
fuel
tank
using
nonpermeable
fittings,
such
as
metal
or
Teflon
 
.
"
This
statement,
as
it
is
written,
has
led
to
some
confusion.
One
manufacturer
was
under
the
impression
that
they
could
seal
all
openings
in
the
fuel
tank
with
metal
fittings
including
those
openings
that
would
be
sealed
in
some
other
way
in
production
vehicles.

However,
the
intent
of
this
statement
was
only
to
allow
nonpermeable
plugs
in
openings
that
would
not
normally
be
sealed
such
as
hose
connection
fittings.
In
the
case
where
a
fuel
cap
directly
mounted
to
the
fuel
tank,
the
production
fuel
cap
(
including
gaskets)
would
have
to
be
used
during
a
permeation
test.
The
inside
surface
area
of
the
fuel
cap
would
be
included
in
the
Draft
Technical
Support
Document
8Tuckner,
P.,
Baker,
J.,
"
Fuel
Permeation
Testing
using
Gravimetric
Methods,"
SAE
Paper
2000­
01­
1096,
2000,
Docket
A­
2000­
01,
Document
IV­
A­
96.

9Nulman,
M.,
Olejnik,
A.,
Samus,
M.,
Fead,
E.,
Rossi,
G.,
"
Fuel
Permeation
Performance
of
Polymeric
Materials,"
SAE
Paper
2001­
01­
1999,
2001,
Docket
A­
2000­
01,
Document
IV­
A­
23.

10Stevens,
M.,
Demorest,
R.,
"
Fuel
Permeation
Analysis
Method
Correction,"
SAE
Paper
1999­
01­
0376,
1999,
Docket
A­
2000­
02,
Document
IV­
A­
03.

11Lockhart,
M.,
Nulman,
M.,
Rossi,
G.,
"
Estimating
Real
Time
Diurnal
Permeation
from
Constant
Temperature
Measurements,"
SAE
Paper
2001­
01­
0730,
Docket
A­
2000­
01,
Document
IV­
A­
21.

28
calculation
of
total
tank
surface
area.
However,
if
there
is
a
vent
hole
in
the
fuel
cap,
the
vent
hole
could
be
sealed
using
a
nonpermeable
plug.

We
are
proposing
to
modify
§
1051.515(
a)(
5)
to
read:
"
Seal
the
fuel
tank
using
fuel
caps
and
other
fittings
that
would
be
used
to
seal
openings
in
a
production
fuel
tank.
In
the
case
where
openings
are
not
normally
sealed
on
the
fuel
tank
(
such
as
hose
connection
fittings
and
vents
in
fuel
caps),
these
openings
may
be
sealed
using
nonpermeable
fittings
such
as
metal
or
fluoropolymer
plugs."

In
addition,
we
are
proposing
to
include
a
clarification
in
the
definition
of
fuel
system
that
states:
"
In
the
case
where
the
fuel
tank
cap
or
other
components
(
excluding
fuel
lines)
are
directly
mounted
on
the
fuel
tank,
they
are
considered
to
be
a
part
of
the
fuel
tank."

3.
Definition
of
fuel
lines
The
fuel
system
hose
permeation
regulations
refer
to
"
fuel
lines"
without
providing
a
definition
of
what
fuel
lines
are.
The
intent
of
the
permeation
standards
is
to
prevent
hydrocarbons
from
permeating
through
the
walls
of
the
fuel
system.
This
permeation
occurs
at
the
same
rate
for
materials
exposed
to
saturated
fuel
vapor
as
it
does
for
materials
exposed
to
fuel.
8,9,10,11
Therefore
the
intent
of
the
permeation
standards
was
to
include
all
hose
and
tubing
in
the
fuel
system
that
carries
fuel
or
fuel
vapor.
To
clarify
this
point
we
are
proposing
to
add
a
definition
of
fuel
lines
that
reads
as
follows:
"
fuel
line
means
all
hoses
or
tubing
containing
either
liquid
fuel
or
fuel
vapor
including
fuel
delivery
hose
to
the
engine,
fuel
lines
on
the
engine,
fill
neck
hose,
hose
connecting
dual
fuel
tanks,
and
hose
connecting
a
fuel
tank
to
a
carbon
canister."

4.
Timing
of
the
permeation
test
run
The
fuel
tank
permeation
test
currently
includes
a
soak
period
on
gasoline
blended
with
10%
ethanol
(
E10).
The
purpose
of
this
soak
is
to
stabilize
the
permeation
rate
of
the
fuel
through
the
fuel
tank.
E10
is
used
because
it
generally
represents
the
worst
case
for
fuel
that
is
commonly
Technical
Amendments
29
used
by
in­
use
vehicles.
After
the
soak,
the
fuel
tank
is
drained
and
refilled
with
fresh
fuel
prior
to
the
permeation
weight
loss
test.
The
intent
is
to
begin
the
test
as
soon
as
the
fuel
in
the
tank
reaches
the
test
temperature.
However,
the
current
regulations
to
not
specify
the
allowable
period
between
the
fuel
soak
and
the
permeation
test
run.
We
are
proposing
to
require
the
permeation
test
run
to
begin
within
eight
hours
of
fueling
the
tank.
This
should
provide
ample
time
for
the
fuel
to
stabilize
within
the
test
temperature
range.

The
length
of
the
test
run
as
described
in
the
preamble
is
two
weeks.
This
was
determined
to
be
ample
time
for
the
weight
loss
to
be
large
enough
for
an
accurate
measurement
to
be
made
on
a
fuel
tank
meeting
the
permeation
standards.
In
the
regulations,
we
specify
a
range
of
2
to
4
weeks
using
good
engineering
judgement
based
on
the
permeation
rate.
The
intent
of
this
is
to
allow
more
time
for
tests
on
very
low
permeating
fuel
tanks
to
gain
a
large
enough
weight
loss
to
make
an
accurate
measurement.
To
provide
clarification
on
the
appropriate
test
length,
we
propose
to
update
the
regulations
to
more
clearly
define
when
a
4
week
test
may
be
used.

The
concern
with
the
above
timing
issues
is
two­
fold.
First,
if
the
fuel
in
the
tank
would
sit
long
enough
before
the
first
measurement
(
or
even
during
an
overly
long
weight
loss
test),
"
weathering"
of
the
fuel
could
reduce
the
measured
permeation
rate.
Weathering
refers
to
the
evaporation
of
lighter
hydrocarbons
in
the
fuel
resulting
in
a
less
volatile
fuel.
In
this
case,
the
fuel
during
the
test
could
end
up
having
a
significantly
lower
Reid
vapor
pressure
(
RVP)
than
is
specified
in
the
regulations.

The
second
concern
with
the
timing
of
the
permeation
testing
is
related
to
the
effects
on
ethanol
on
a
fuel
system.
When
the
fuel
tank
is
soaked
using
E10,
the
ethanol
in
the
fuel
can
temporarily
change
the
structure
of
the
polymers
used
to
construct
the
fuel
tank.
This
change
in
structure
increases
the
permeation
rate
through
most
materials.
The
fuel
permeation
test
run
itself
can
be
performed
using
either
gasoline
or
E10.
We
anticipated
that
either
fuel
would
produce
the
same
permeation
results
because,
even
if
gasoline
were
used,
the
effects
of
the
ethanol
fuel
soak
would
not
be
reversed
in
the
short
time
needed
to
perform
the
weight
loss
test.
Clearly,
if
the
fuel
tank
were
allowed
to
soak
too
long
with
gasoline
during
the
permeation
test,
the
effects
of
the
ethanol
soak
would
be
reversed
and
the
measured
emissions
could
be
underestimated.

To
provide
further
assurance
that
the
effects
of
the
ethanol
soak
are
included
in
the
permeation
test,
we
are
proposing
another
requirement
for
fuel
tanks
tested
for
permeation
on
gasoline.
Weight
measurements
of
the
fuel
tank
would
be
made
daily.
In
this
case,
daily
means
five
days
per
week
to
allow
for
weekends.
The
daily
weight
loss
would
be
plotted
versus
time
to
determine
if
a
linear
relationship
was
observed.
We
would
expect
that
if
the
ethanol
effects
were
to
begin
to
reverse,
that
the
slope
of
the
weight
loss
line
would
flatten.
If
a
linear
relationship
(
minimum
R­
squared
of
0.8)
was
not
seen
through
the
entire
permeation
test
run,
the
test
would
be
void.
To
avoid
the
issue
of
fuel
effects
on
the
permeation
rate,
EPA
would
likely
perform
any
confirmatory
tests
using
E10
fuel.
Draft
Technical
Support
Document
12
Final
Regulatory
Support
Document:
Control
of
Emissions
from
Unregulated
Nonroad
Engines,
EPA420­
R­
02­
022,
September
2002.

30
5.
Phase­
In
for
Youth
ATV
and
Off­
Highway
Motorcycle
Models
It
was
our
intention
in
the
recreational
vehicle
regulations
to
include
youth
ATV
and
offhighway
motorcycle
models
to
be
counted
in
the
phase­
in
percentage
requirements
for
ATVs
and
off­
highway
motorcycles.
Therefore,
we
are
proposing
language
to
clarify
that
ATVs
with
a
total
displacement
of
100
cc
or
less
and
off­
highway
motorcycles
with
a
total
displacement
of
70
cc
or
less
will
count
in
the
phase­
in
(
percentage)
requirements
of
§
1051.105.

6.
CO
Maximum
FEL
for
ATVs
For
standards
that
allow
averaging,
EPA
has
traditionally
set
a
maximum
allowable
family
emission
limit
(
FEL)
to
ensure
that
manufacturers
won't
establish
FELs
that
unneccesarily
exceed
the
standard.
Table
1
of
§
1051.107,
which
lists
the
exhaust
emission
standards
for
ATVs,
lists
a
maximum
allowable
family
emission
limit
of
50
g/
km
for
the
CO
standard.
However,
since
there
is
not
an
option
for
CO
averaging
for
ATVs,
there
is
no
need
for
a
maximum
allowable
family
emission
limit.
We
are
therefore
proposing
to
remove
the
FEL
cap
of
50
g/
km
from
Table
1.

7.
Emissions­
Related
Warranty
Period
The
language
in
§
1051.120(
b)
states
"
the
emission­
related
warranty
period
must
be
valid
for
at
least
50
percent
of
the
vehicles
minimum
useful
life
in
kilometers.."
However,
many
recreational
vehicles
are
equipped
with
hourmeters
instead
of
odometers.
Therefore
it
makes
sense
to
add
"
hours
of
engine
operation"
to
§
1051.120(
b).

8.
NER
Equations
The
recreational
vehicle
rule
requires
manufacturers
to
label
all
of
their
certified
vehicles
with
a
removable
hang­
tag
showing
its
emission
characteristics
relative
to
other
models.
In
lieu
of
providing
certification
emission
levels
on
the
tag,
manufacturers
are
required
to
calculate
and
provide
a
normalized
emission
rate
(
NER).
§
1051.135(
g)
requires
manufacturers
to
round
the
NER
to
the
nearest
whole
number.
However,
we
believe
that
it
would
be
more
appropriate
and
equitable
to
round
to
one
decimal
place
instead.
We
are
therefore
proposing
to
modify
§
1051.135(
g)
to
allow
rounding
to
one
decimal
place
rather
than
to
the
nearest
whole
number.

We
are
also
proposing
two
additional
equations
for
engines
under
225
cc
that
are
certified
to
g/
kW­
hr
standards.
The
first
equation
is
an
interim
provision
for
engines
under
225
cc
that
are
certified
under
§
1051.145(
b).
The
proposed
equation
is
similar
to
the
existing
equation
that
will
continue
to
apply
to
larger
engines
certified
under
§
1051.145(
b),
but
accounts
for
the
higher
standards
that
apply
to
engines
under
225
cc.
The
second
equations
would
apply
to
ATV
engines
under
100
cc
that
are
certified
under
§
1051.615.
This
equation
was
previously
described
in
the
Regulatory
Support
Document
for
the
recreational
vehicle
final
rule.
12
Technical
Amendments
31
9.
Useful
Life
for
Youth
ATV
and
Off­
Highway
Motorcycle
Models
§
1051.105(
c)
and
§
1051.107(
c)
state
that
"..
ATVs
and
off­
highway
motorcycles
must
meet
a
minimum
useful
life
of
10,000
kilometers,
1000
hours
of
operation,
or
five
years,
whichever
comes
first."
The
Motorcycle
Industry
Council
(
MIC)
provided
us
with
survey
data
that
indicates
that
for
off­
highway
motorcycles
with
a
displacement
less
than
70
cc
and
ATVs
with
a
displacement
less
than
100
cc,
the
minimum
useful
life
should
be
half
of
that
for
the
larger
displacement
models.
We
are
therefore
proposing
to
change
the
minimum
useful
life
for
these
youth
models
to
5,000
kilometers
and
500
hours.

10.
Raw
Gas
Sampling
Provisions
In
the
preamble
of
the
final
rule
adopting
standards
for
recreational
vehicles,
we
described
our
intent
to
allow
all
ATVs
certifying
to
the
J1088
cycle
to
use
raw
gas
sampling.
However,
through
oversight,
this
provision
did
not
appear
in
the
regulations.
We
are
therefore
proposing
to
adopt
the
intended
provision
allowing
all
ATVs
certifying
to
J1088
to
use
the
raw
gas
sampling
provisions
of
Part
91
for
engine
testing
through
the
2008
model
year.
ATVs
under
100
cc
and
off­
highway
motorcycles
under
70
cc
certifying
using
J1088
may
continue
to
use
raw
gas
sampling
through
the
2010
model
year
after
which
time
they
must
provide
data
and
an
analysis
which
demonstrates
emissions
equivalence
between
the
raw
gas
and
dilute
sampling
methods.

11.
Engine
Test
Speed
The
International
Snowmobile
Manufacturers
Association
(
ISMA)
and
the
Motorcycle
Industry
Council
(
MIC)
have
both
stated
that
due
to
the
nature
of
how
snowmobiles
and
ATVs
operate,
§
1065.515(
d)
which
describes
how
to
determine
"
maximum
test
speed,"
is
inappropriate
and
overly
burdensome.
They
have
suggested
language
that
significantly
reduces
the
number
of
steps
involved
in
determining
maximum
test
speed.
ISMA
has
suggested
the
following
language:
"
Maximum
test
speed
for
snowmobile
testing
is
the
maximum
steady
speed
of
the
installed
engine
during
normal
in­
use
operation
at
wide­
open
throttle."
MIC
suggested
the
following
language:
"
For
constant­
speed
engines,
maximum
test
speed
is
the
same
as
the
engine's
maximum
operating
speed
in
use.
For
variable­
speed
engines,
maximum
test
speed
is
the
vehicle's
rated
speed,
where
rated
speed
is
the
point
at
which
the
engine's
peak
power
occurs."
Rather
than
the
specific
wording
recommended,
we
are
proposing
a
more
general
approach
that
allows
manufacturers
to
test
engines
from
recreational
vehicles
based
on
an
engine's
maximum
power
if
that
better
represents
in­
use
operation.
We
request
comment
on
the
appropriateness
of
this
proposed
provision.

12.
Low­
speed
ATVs
There
are
two
types
of
vehicles
that
meet
the
definition
of
all­
terrain
vehicle.
First,
traditional
ATV
models
have
four
wheels,
a
single
seat
straddled
by
the
rider
and
handlebars.
We
also
define
Draft
Technical
Support
Document
32
other
vehicles
to
be
all­
terrain
vehicles
if
they
are
designed
for
operation
over
rough
terrain.
However,
we
exclude
rough­
terrain
vehicles
if
they
meet
certain
criteria
as
utility
vehicles.
Manufacturers
have
raised
the
concern
that
they
produce
low­
speed
models
that
would
meet
the
second
meaning
of
the
definition
for
all­
terrain
vehicle.
The
engine
technology
and
vehicle
operation,
however,
are
much
more
like
that
for
Small
SI
engines
covered
under
40
CFR
part
90.
To
address
this,
we
are
proposing
to
set
a
threshold
to
qualify
as
an
all­
terrain
vehicle
under
this
second
meaning
of
the
definition.
Any
such
vehicles
with
maximum
speed
below
25
miles
per
hour
would
not
be
considered
an
all­
terrain
vehicle
and
would
therefore
be
subject
to
emission
standards
under
40
CFR
part
90.
We
request
comment
on
this
approach
to
revising
the
definition
for
all­
terrain
vehicles.

13.
Ramped­
modal
Testing
As
described
in
Chapter
1,
we
have
developed
a
testing
method
that
simplifies
steady­
state
emission
measurements.
Ramped­
modal
procedures
combine
the
several
discrete
modes
into
a
defined
sequence
of
operation
with
a
fixed
amount
of
time
in
each
mode
to
capture
the
appropriate
weighting
factor
for
individual
modes.
Emissions
are
measured
continuously
during
engine
operation,
so
there
is
a
single
measurement
to
quantify,
rather
than
separately
measuring
emissions
from
each
mode
and
mathematically
determining
the
overall
brake­
specific
emission
level.
We
have
proposed
this
testing
method
either
as
a
required
method
or
an
alternative
method
for
several
other
engine
types.
This
approach
may
also
be
appropriate
for
the
steady­
state
testing
cycles
specified
for
snowmobiles
and
youth­
model
ATVs
and
off­
highway
motorcycles.
We
are
requesting
comment
on
allowing
manufacturers
to
choose
between
ramped­
modal
testing
and
the
conventional
approach
with
discrete­
mode
testing.

The
following
tables
show
how
we
would
convert
the
existing
steady­
state
duty
cycles
in
part
1051
to
ramped­
modal
cycles.

Ramped­
modal
Cycle
for
Testing
Snowmobiles
(
§
1051.505)
RMC
Mode
Time
in
Mode
Speed
(
percent)
Torque
(
percent)

1a
Steady­
state
27
Warm
Idle
0
1b
Transition
20
Linear
Transition
Linear
Transition
2a
Steady­
state
121
100
100
2b
Transition
20
Linear
Transition
Linear
Transition
3a
Steady­
state
347
65
19
3b
Transition
20
Linear
Transition
Linear
Transition
4a
Steady­
state
305
85
51
4b
Transition
20
Linear
Transition
Linear
Transition
5a
Steady­
state
272
75
33
5b
Transition
20
Linear
Transition
Linear
Transition
6
Steady­
state
28
Warm
Idle
0
1
Percent
speed
is
percent
of
maximum
test
speed.
2
Advance
from
one
mode
to
the
next
within
a
20­
second
transition
phase.
During
the
transition
phase,
command
a
linear
progression
from
the
torque
setting
of
the
current
mode
to
the
torque
setting
of
the
next
mode.
Technical
Amendments
33
3
Percent
torque
is
percent
of
maximum
test
torque
at
maximum
test
speed.

Ramped­
modal
Cycle
for
Testing
Recreational
Engines
(
§
1051.615)
RMC
Mode
Time
Speed
(
percent)
1,2
Torque
(
percent)
2,3
1a
Steady­
state
41
Warm
Idle
0
1b
Transition
20
Linear
Transition
Linear
Transition
2a
Steady­
state
135
85
100
2b
Transition
20
85
Linear
Transition
3a
Steady­
state
112
85
10
3b
Transition
20
85
Linear
Transition
4a
Steady­
state
337
85
75
4b
Transition
20
85
Linear
Transition
5a
Steady­
state
518
85
25
5b
Transition
20
85
Linear
Transition
6a
Steady­
state
494
85
50
6b
Transition
20
Linear
Transition
Linear
Transition
7
Steady­
state
43
Warm
Idle
0
1
Percent
speed
is
percent
of
maximum
test
speed.
2
Advance
from
one
mode
to
the
next
within
a
20­
second
transition
phase.
During
the
transition
phase,
command
a
linear
progression
from
the
torque
setting
of
the
current
mode
to
the
torque
setting
of
the
next
mode.
3
Percent
torque
is
percent
of
maximum
test
torque
at
the
commanded
test
speed.

14.
Other
Changes
We
adopted
emission
standards
for
recreational
vehicles
in
November
2002
(
67
FR
68242).
The
regulations
in
40
CFR
part
1051
were
our
first
attempt
to
draft
emission­
control
regulations
in
plain­
language
format.
In
the
recent
final
rule
for
nonroad
diesel
engines,
we
went
through
a
similar
process,
including
extensive
interaction
with
a
different
set
of
manufacturers.
This
process
led
us
to
adopt
regulatory
provisions
in
40
CFR
part
1039
that
differ
from
those
in
part
1051.
Since
the
process
of
meeting
standards,
applying
for
certificates,
and
complying
with
other
emission­
related
requirements
has
a
lot
of
commonality
across
programs,
we
have
a
strong
interest
in
adopting
consistent
provisions
and
uniform
terminology
as
much
as
possible.
As
a
result,
we
are
proposing
extensive
changes
in
part
1051
to
align
with
the
regulations
in
part
1039.

Many
of
the
changes
we
are
proposing
for
part
1051
involve
relatively
minor
wording
differences.
Several
other
changes
involve
new
or
revised
language
to
express
a
regulatory
provision
more
clearly
without
changing
the
underlying
policy.
There
are
also
some
minor
organizational
changes
to
move
certain
provisions
to
a
different
location
that
better
reflects
their
relationship
to
the
overall
process
of
certifying
engines.
We
believe
it
is
important
to
make
these
changes
to
avoid
a
situation
where
we
unintentionally
apply
slightly
different
provisions
to
Draft
Technical
Support
Document
13
See
"
Redline
Version
of
40
CFR
Part
1051
Showing
Proposed
Changes,"
EPA
memo
from
Alan
Stout
to
Docket
OAR­
2004­
0017,
July
5,
2004.

34
different
categories
of
engines.
These
changes
that
are
intended
to
involve
no
change
in
policy
are
not
listed
here.
13
The
following
tables
highlight
many
of
the
specific
changes
we
are
proposing
to
part
1051.

I.
Subpart
A
 
Overview
and
Applicability
Reference
Proposed
Change
1051.1
We
now
state
that
the
part
1051
requirements
apply
to
recreational
vehicles,
rather
than
to
the
manufacturers
of
recreational
vehicles.

II.
Subpart
B
 
Emission
Standards
and
Related
Requirements
Reference
Proposed
Change
1051.120(
a)
The
scope
of
the
warranty
now
explicitly
includes
secondary
purchasers
to
make
clear
that
the
emission­
related
warranty
is
fully
transferrable
throughout
the
specified
warranty
period.
Also,
the
scope
of
the
warranty
includes
the
engine
and
all
its
emission­
related
components.

1051.120(
b)
Warranty
periods
are
clarified:
(
1)
If
mechanical
warranties
are
offered
without
charge,
the
emission­
related
warranty
for
the
corresponding
components
(
or
the
whole
engine,
as
applicable)
may
not
be
shorter
than
the
mechanical
warranty.
(
2)
If
manufacturers
offer
an
extended
warranty
for
an
extra
charge,
the
emission­
related
warranty
may
not
be
shorter
than
that,
but
only
for
those
particular
engines.
(
3)
We
clarify
that
the
warranty
period
starts
when
the
engine
is
first
placed
into
service.

1051.120(
c)
We
clarify
that
the
warranty
includes
components
such
as
catalysts
that
are
manufactured
by
another
company,
even
if
the
component
is
shipped
separately
and
the
certifying
manufacturer
never
takes
possession
of
those
components.

1051.120(
e)
We
add
a
requirement
for
manufacturers
to
describe
the
emission­
related
warranty
provisions
that
apply
to
their
engines
in
the
owners
manual.

1051.125(
c)
The
rule
originally
allowed
for
extra
maintenance
for
special
situations.
We
are
clarifying
this
to
point
out
that
manufacturers
must
make
clear
to
the
operator
that
this
additional
maintenance
is
tied
to
some
special
situation.

1051.125(
g)
This
provision
was
originally
adopted
as
§
1051.120(
d).
We
have
modified
this
to
more
carefully
track
provisions
in
the
Clean
Air
Act.
In
particular,
this
provision
now
clarifies
that
owners
must
generally
pay
for
scheduled
maintenance,
with
an
exception
for
relatively
expensive
parts
that
have
been
added
to
meet
emission
standards
and
that
are
not
needed
for
proper
engine
performance.

1051.125(
h)
Consistent
with
§
1051.125(
g),
we
now
require
manufacturers
to
communicate
the
owner's
obligations
to
properly
maintain
their
engines.

1051.130(
d)
We
have
added
a
provision
allowing
manufacturers
to
communicate
installation
instructions
to
engine
installers
other
than
sending
a
copy
of
the
instructions
along
with
each
engine.
Manufacturers
would
describe
in
their
application
for
certification
that
they
would,
for
example,
post
their
installation
instructions
on
a
publicly
available
web
site.
Technical
Amendments
35
1051.135(
c)
We
have
modified
the
requirements
for
the
emission
control
information
label:
(
1)
We
now
allow
manufacturers
to
apply
the
corporate
name
and
trademark
from
another
company,
(
2)
The
manufacturing
date
need
not
be
on
the
label,
as
long
as
the
manufacturer
keeps
records
that
allow
us
to
find
out
the
manufacturing
date,
or
stamp
the
date
on
the
engine
and
print
it
in
the
owners
manual,
(
3)
Only
the
exhaust
emissions
must
be
printed
on
the
label.

1051.135(
d)
We
are
adding
a
provision
to
specifically
allow
manufacturers
to
include
additional
label
information
related
to
meeting
other
emission
standards,
or
properly
maintaining
engines.

1051.135(
g)
We
are
adding
a
requirement
for
engine
manufacturers
to
supply
duplicate
labels
to
equipment
manufacturers
that
need
them
and
to
keep
basic
records
to
document
the
transactions.
We
have
already
adopted
corresponding
limits
on
what
equipment
manufacturers
must
do
to
properly
apply
these
duplicate
labels
and
prevent
abuse,
such
as
proliferation
of
counterfeit
labels.

1051.145(
c)
We
are
correcting
the
provision
related
to
waived
production­
line
testing
for
engines
that
do
not
generate
or
use
ABT
credits;
the
corrected
language
refers
to
all
the
different
emission
standards
to
which
this
applies.

III.
Subpart
C
 
Certifying
Engine
Families
Reference
Proposed
Change
1051.201(
g)
We
are
including
a
clearer
statement
that
we
may
require
manufacturers
to
deliver
test
engines
to
a
particular
facility
for
our
testing.

1051.205(
a)
We
are
clarifying
the
direction
to
describe
emission­
control
systems
to
require
that
manufacturers
identify
each
unique
configuration.

1051.205(
b)
We
are
adding
a
clarifying
note
to
include
part
numbers
for
emission­
related
components.
This
information,
which
is
already
commonly
included
in
applications,
helps
us
to
manage
the
information
related
to
the
certified
configuration,
especially
as
it
relates
to
running
changes
in
an
engine
family.

1051.205(
b)(
11)
The
instructions
for
completing
the
certification
application
now
include
detailed
items
related
to
auxiliary
emission­
control
devices.
This
clarifies
the
manufacturers'
existing
responsibility
to
describe
their
emission­
control
systems.

1051.205(
k)
Add
a
requirement
to
include
the
hang­
tag
label
with
normalized
emission
rates
in
the
application
for
certification.

1051.205(
t)
In
addition
to
the
existing
requirement
to
describe
adjustable
parameters,
we
are
including
a
requirement
to
describe
how
the
adjustment
limits
are
effective
in
preventing
operators
from
making
inappropriate
adjustments.

1051.250(
b)
We
are
adding
a
requirement
to
keep
records
related
to
production
figures
by
separate
assembly
plants
and
lists
of
engine
identification
numbers
in
each
engine
family.

IV.
Subpart
D
 
Testing
Production­
Line
Engines
Reference
Proposed
Change
1051.310(
g)
Clarify
that
the
maximum
testing
rate
of
1
percent
for
production­
line
testing
applies
only
after
testing
the
minimum
number
of
engines
specified.
Draft
Technical
Support
Document
36
1051.345
Change
reporting
requirements
based
on
calendar
quarters
to
refer
instead
to
the
test
period.
This
addresses
small­
volume
families
for
which
the
test
period
is
the
full
model
year.

V.
Subpart
F
 
Test
Procedures
Reference
Proposed
Change
1051.501(
a)
We
no
longer
specify
that
testing
must
include
measurement
of
CO
2
emissions.
However,
if
manufacturers
use
equipment
and
procedures
that
require
measurement
of
CO
2
emissions,
then
this
information
must
be
included
in
the
application
for
certification
(
see
§
1051.205).

1051.520
The
provisions
that
were
adopted
under
this
section
are
now
included
under
§
1051.243.

VI.
Subpart
G
 
Compliance
Provisions
Reference
Proposed
Change
1051.605
We
have
made
changes
to
this
section
to
clarify
the
responsibilities
of
the
original
manufacturer
of
the
engine
and
that
of
the
"
engine
dressing"
company.
We
also
clarify
the
ABT
responsibilities
relative
to
engines
or
vehicles
that
are
certified
under
the
motor­
vehicle
program
and
used
in
recreational
vehicles.

1051.610
This
section
includes
the
same
changes
made
in
1051.605
and
adds
a
criterion
such
that
adding
500
pounds
to
the
weight
of
the
vehicle
is
considered
to
be
a
substantial
change
to
the
engine.
This
is
consistent
with
the
approach
we
have
taken
in
guidance
documents
under
current
regulations.
The
requirement
to
avoid
changing
the
emission­
control
system
now
includes
the
refueling
controls,
since
the
vehicle
is
being
used
in
nonroad
service
in
its
certified
configuration;
no
engine
installation
is
required.

1051.635
We
are
adding
provisions
that
will
allow
manufacturers
to
place
another
company's
brand
name
on
the
emission
control
information
label.
This
is
consistent
with
provisions
we
have
adopted
for
nonroad
diesel
engines.

VI.
Subpart
H
 
ABT
Provisions
Reference
Proposed
Change
1051.701
We
clarify
the
limits
on
using
emission
credits
across
families
and
model
years,
especially
as
it
relates
to
noncompliant
engines.

1051.705
We
clarify
the
process
for
reconciling
the
balance
of
emission
credits
at
the
end
of
the
model
year.

1051.710
We
clarify
the
process
for
banking
emission
credits
and
using
banked
emission
credits.

1051.715
We
clarify
the
process
for
trading
emission
credits.

1051.725
­
735
We
clarify
the
requirements
for
sending
us
ABT­
related
information
in
the
application
for
certification
and
the
end­
of­
year
report,
and
for
keeping
such
records.

1051.745
We
clarify
the
legal
liabilities
associated
with
using
ABT
provisions
to
comply
with
emission
standards.
Technical
Amendments
37
VII.
Subpart
I
 
Definitions
and
Other
Reference
Information
Reference
Proposed
Change
1051.801
Brake
power:
We
are
revising
the
definition
to
focus
on
power
required
to
fuel,
lubricate,
heat,
and
cool
the
engine,
rather
than
on
the
components
that
do
these
things.
This
is
necessary
to
address
the
ambiguity
that
would
result
from
a
single
component
such
as
a
heat
exchanger
that
cools
the
engine
in
addition
to
providing
cooling
for
other
purposes.

1051.801
Round:
We
are
changing
our
rounding
specification
from
ASTM
E29
to
NIST
Special
Publication
811.
Our
understanding
is
that
these
two
publications
have
equivalent
specifications.

1051.820
We
are
revising
these
provisions
to
clarify
that
we
handle
confidential
information
that
we
gather
from
manufacturers
during
inspections
the
same
way
that
we
handle
what
manufacturers
send
us.

1051.825
We
are
adding
details
to
better
define
the
process
for
requesting
hearings
under
part
1051.
For
example,
manufacturers
would
need
to
send
a
written
request
within
30
days
of
an
EPA
judgment.
Also,
we
would
limit
hearings
to
substantial
factual
issues.
These
are
consistent
with
longstanding
regulatory
provisions
from
other
programs.
Draft
Technical
Support
Document
38
Chapter
8:
Test
Procedures
(
40
CFR
part
1065)

The
following
tables
describe
the
changes
we
are
proposing
for
40
CFR
part
1065.
The
table
entries
generally
describe
the
background
and
rationale
for
provisions
we
are
adopting.
We
also
cite
the
source
of
many
of
these
provisions,
including
other
parts
of
the
Code
of
Federal
Regulations
and
the
standards
adopted
by
the
International
Organization
for
Standardization
(
ISO).

Subpart
A
 
Applicability
and
General
Provisions
§
1065.1
Applicability
Reference
Description
Source
(
a
)
and
(
b)
We
broadened
applicability
of
Part
1065
to
include
Model
year
2008
and
later
heavy­
duty
highway
engines
we
regulate
under
40
CFR
Part
86.
For
model
years
2006
and
2007,
manufacturers
may
use
the
test
procedures
in
this
part
or
those
specified
in
40
CFR
Part
86,
Subpart
N.

§
1065.2
Statements
in
applications
and
approvals
Reference
Description
Source
We
reiterated
anyone's
obligation
to
report
truthful
information
to
us
and
to
reiterate
our
treatment
of
confidential
business
information.
§
1068.101
§
1068.10
§
1065.5
Overview
and
relationship
to
standard
setting
parts
Reference
Description
Source
(
a)
We
revised
the
list
of
information
needed
from
standard
setting
parts
to
conduct
emissions
testing
according
to
this
part.
We
revised
the
list
to
reflect
a
broader
set
of
field
testing
requirements
among
the
standard
setting
parts.

§
1065.10
Other
procedures
Reference
Description
Source
(
c)(
3)
We
provided
guidance
on
how
to
gradually
update
your
test
procedures
to
eventually
comply
with
Part
1065
based
on
§
86.1306­
07(
c)(
3).
§
86.1306­
07(
c)
Technical
Amendments
39
§
1065.12
Approval
of
alternate
procedures
Reference
Description
Source
We
incorporated
and
revised
text
from
§
86.1306­
07(
d).
We
revised
§
86.1306­
07(
d)
text
to
provide
additional
guidance
on
how
to
use
statistical
tests
and
how
to
use
the
statistics
for
field
testing.(
3)
§
86.1306­
07(
d)

§
1065.15
Overview
of
procedures
for
lab
and
field
testing
Reference
Description
Source
We
described
lab
testing
and
field
testing
in
a
similar
context.

(
c)(
1)
We
described
engine
operation
during
lab
and
field
testing.

(
c)(
2)
We
allowed
both
continuous
and
batch
(
e.
g.
bag,
PM
filter)
sampling
of
emissions.
In
Part
1065
we
incorporate
specifications
in
Part
86,
Part
89,
and
ISO
8178.
40
CFR
Part
86
40
CFR
Part
89
ISO
8178
(
c)(
3)
We
allowed
work
determination
via
chemical
balances
of
fuel
and
exhaust.
This
enables
field
testing
without
a
direct
torque
measurement
and
without
a
flow
measurement
that
is
accurate
to
flow,
but
only
linearly
proportional
to
flow.

§
1065.20
Units
of
measure
and
overview
of
calculations.

Reference
Description
Source
(
a)
We
adopted
the
international
system
of
units
(
SI)
for
all
calculations.
We
revised
Part
1065
to
comply
with
a
federal
agency
requirement
to
adopt
SI.
15
CFR
1170
(
a)
We
adopted
a
molar
basis
for
calculating
ideal
gas
flows,
which
includes
intake
air,
dilution
air
and
raw
and
diluted
exhaust.
We
deleted
the
volume
and
mass
bases
to
eliminate
the
associated
confusion
from
different
datums
of
standard
pressure
and
standard
temperature.

(
f)
We
revised
equipment
and
measurement
instrument
specifications
in
Part
1065
to
scale
with
our
emissions
standards
and
with
the
power
of
your
engine.
We
revised
these
specifications
to
enable
Part
1065
to
be
applicable
across
a
wide
range
of
emissions
standards
and
engine
sizes.

§
1065.25
Recordkeeping
Reference
Description
Source
We
added
a
minimum
1­
year
requirement
to
keep
records,
which
may
be
superceded
by
requirements
in
the
standard­
setting
part.
Draft
Technical
Support
Document
40
Subpart
B
 
Equipment
Specifications
§
1065.101
Overview
Reference
Description
Source
We
revised
this
subpart
to
only
describe
equipment
specifications.
We
described
measurement
instrument
specifications
in
their
own
subpart:
Subpart
C.

§
1065.110
Dynamometers
and
operator
demand.

Reference
Description
Source
(
a)
We
revised
dynamometer
specifications
for
different
applications,
including
duty
cycles
with
motoring
commands.
We
broadened
specifications
for
standard
setting
parts
that
have
motoring
in
their
duty
cycles.
§
86.1308
§
89.306
ISO
8178­
1
§
7.2
(
b)
We
described
of
how
to
control
engine
operator
demand
(
e.
g.
throttle)
to
help
ensure
representative
testing
in
the
lab.

§
1065.120
Fuels
and
fuel
temperature
and
pressure
Reference
Description
Source
(
b)
We
allowed
manufacturers
to
specify
the
fuel
temperature
and
pressure
to
the
engine
to
help
ensure
representative
testing
in
the
lab.
ISO
8178­
1
§
6
§
1065.122
Engine
fluids,
heat
rejection,
and
engine
accessories
Reference
Description
Source
(
c)
We
described
how
to
use
engine
accessories
and
how
to
account
for
power
to
those
accessories.
§
86.1327­
98
8178­
11
§
5.3
§
1065.125
Engine
intake
air
Reference
Description
Source
We
allowed
emissions
testing
with
a
production
intake
air
system
to
help
ensure
representative
testing
in
the
lab.

(
b)
We
allowed
use
of
a
central
barometer
within
1
%
of
pressure
at
engine,
instead
of
0.1
%
in
§
86.1344(
e)(
4),
which
is
overly
stringent
considering
exhaust
conditions
are
only
held
within
1
%
of
barometric
(
e.
g.
within
4
inches
of
water
column).
§
86.1344(
e)(
4)

(
c)
We
allowed
engine
manufacturers
to
specify
a
range
of
intake
restriction,
noting
manufacturers'
liability
up
to
the
maximum
allowable
restriction.

(
d)
We
allowed
the
use
of
coolant
as
cool
as
25

C.
We
required
the
use
of
a
cooler
with
a
typical
charge
air
volume
to
help
ensure
representative
testing
in
the
lab.
8178­
11
§
5.2
Technical
Amendments
41
§
1065.130
Engine
exhaust
Reference
Description
Source
(
a)
through
(
d)
We
scaled
the
exhaust
system
material,
design,
and
component
specifications
in
Part
86
Subpart
N
to
enable
Part
1065
to
be
applicable
across
a
wide
range
of
engine
powers.
CFR
86
Subpart
N
(
e)
We
allowed
forced
aftertreatment
cool­
down
based
on
guidance
we
issued
in
the
past
(
1),
(
2).
§
86.1335­
90
(
f)
We
allowed
engine
manufacturers
to
specify
a
range
of
exhaust
restriction,
noting
manufacturers'
liability
up
to
the
maximum
allowable
restriction.

(
g)
We
added
specifications
on
how
to
route
open
crankcase
emissions
to
accommodate
standard
setting
parts
that
require
open
crankcase
emissions
measurements.

§
1065.140
Dilution
for
gases
and
PM.

Reference
Description
Source
(
a)
We
adopted
a
minimum
dilution
air
temperature
of
15
C
from
§
86.1310­
2007.(
3)
§
86.1310­
2007
(
b)(
1)
We
recommended
HEPA
filtration,
and
we
limited
PM
background
if
HEPA
filtration
is
not
used
to
improve
PM
measurement
repeatability.
§
86.1310­
2007
(
c)
We
revised
the
CVS
specifications,
which
we
based
on
§
86.1310­
2007,
to
scale
across
a
broad
range
of
engine
powers
to
enable
Part
1065
to
be
applicable
across
a
broad
range
of
engine
powers.
§
86.1310­
2007
(
d)
We
allowed
constant­
dilution
ratio
partial
flow
dilution
samplers
such
as
CVS
secondary
dilution
systems.
Previously
we
allowed
this
according
to
§
86.1310­
2007.
We
also
allowed
varying
dilution
ratio
samplers
for
gaseous
emissions,
such
as
bag
mini­
diluters.
We
only
allowed
varying
dilution
ratio
PFD
systems
for
PM
measurement
as
an
alternate
procedure,
where
we
required
prior
approval
from
us
according
to
§
1065.10
and
§
1065.12.
§
86.1310­
2007
(
e)
We
specified
temperature
control
during
PM
sampling
the
same
as
we
specified
in
86.1310­
2007.(
3)
§
86.1310­
2007
§
1065.145
Gaseous
and
PM
probes,
transfer
lines,
and
sample
conditioning
components
Reference
Description
Source
(
b)
We
defined
a
probe
as
only
that
section
of
a
sampling
system
inside
the
raw
or
dilute
exhaust
duct.
Note
that
this
is
a
change
from
some
of
our
other
regulations
where
we
allowed
up
to
1
meter
of
transfer
line
to
be
considered
part
of
the
probe.
Draft
Technical
Support
Document
42
(
b)
We
allowed
single
port
or
multiport
probes
oriented
in
any
direction
for
gaseous
emissions
sampling.
Note
that
this
is
a
change
from
some
of
our
other
regulations
where
we
required
certain
probes
and
orientations
for
gas
sampling.
We
allowed
a
wider
variety
of
probes.
because
gas
sampling
is
insensitive
to
the
previous
specifications.

(
b)
We
required
a
more
prescriptive
design
and
orientation
of
for
PM
probes
to
ensure
proper
PM
sampling.

(
c)
We
recommended
how
to
install
transfer
lines,
and
we
specified
materials
and
temperatures
of
transfer
lines
based
on
§
86.1310­
2007,
which
were
for
diesel
emissions
sampling.
We
extended
these
specifications
to
include
some
spark­
ignition
engines.(
3)
§
86.1310­
2007
(
d)
We
allowed
sample
conditioning
components
in­
line
with
transfer
lines
based
on
§
86.1310­
2007.(
3)
§
86.1310­
2007
§
1065.170
Batch
sampling
for
gaseous
and
PM
constituents
Reference
Description
Source
(
a)
and
(
b)
We
allowed
gaseous
batch
sampling
(
e.
g.
bag
sampling)
based
on
Part
86
subpart
B,
and
we
revised
batch
sampling
to
include
high
temperature
batch
sampling
(
i.
e.
191
C)
based
on
86.1310­
2007.(
3)
40
CFR
Part
86
Subpart
B
§
86.1310­
2007
(
c)
We
required
the
same
PM
sample
media
(
i.
e
filters)
that
we
required
in
86.1310­
2007.
In
addition
we
required
a
more
prescriptive
filter
specification
for
standards
below
0.05
g/
kW­
hr.
We
required
this
to
prevent
gas­
phase
hydrocarbon
adsorption
onto
the
PM
sample
media,
which
would
cause
an
incorrect
result.(
3)
§
86.1310­
2007
(
c)
We
added
PM
sample
media
and
PM
batch
sampling
specifications
based
on
86.1310­
2007.(
3)
§
86.1310­
2007
§
1065.190
PM
stabilization
and
weighing
environments
for
gravimetric
analysis
Reference
Description
Source
We
added
PM
stabilization
and
weighing
environmental
specifications
based
on
§
86.1312­
2007.(
3)
§
86.1312­
2007
(
b)
We
revised
our
recommended
clean
room
specification
from
an
obsolete
federal
standard
to
an
ISO
standard.
We
reduced
the
stringency
of
this
recommendation
by
an
order
of
magnitude
to
reflect
best
practices.
We
recommend
deviating
from
the
ISO
standard
to
control
air
velocities
near
a
balance.
§
86.1312­
2007
(
c)
We
adopted
§
86.1312­
2007
specifications
for
temperature
and
humidity,
and
we
added
guidance
on
humidity
control
as
a
function
of
sulfuric
acid
in
PM.(
3)
§
86.1312­
2007
(
d)
We
adopted
§
86.1312­
2007
specifications
for
temperature
and
humidity
monitoring,
but
we
are
less
prescriptive
on
the
averaging
of
these
parameters
to
allow
for
other
acceptable
system
designs.(
3)
§
86.1312­
2007
Technical
Amendments
43
(
e)
and
(
f)
We
adopted
§
86.1312­
2007
specifications
for
balance
installation
and
balance
accessories
and
tools.
We
added
recommendations
based
on
previous
guidance
we
issued
to
engine
manufacturers.
(
1),
(
2)
§
86.1312­
2007
§
1065.195
PM
stabilization
environment
for
in­
situ
analyzers
Reference
Description
Source
We
described
the
stabilization
environment
for
in­
situ
PM
analyzers,
based
on
§
86.1312
for
gravimetric
balances.(
3)
We
expected
that
these
instruments
are
likely
to
be
used
for
field­
testing
PM
measurement.
§
86.1312­
2007
(
b)
We
required
HEPA
filtration
of
equilibration
air
based
on
§
86.1310.(
3)

§
86.1310­
2007
(
c)
We
adopted
a
(
42
to
52)

C
equilibration
temperature
range
to
align
in­
situ
PM
measurement
temperature
with
the
PM
sampling
temperature
in
§
86.1310­
2007.(
3)
We
adopted
this
temperature
range
to
ensure
fast
equilibration
and
measurement
in­
situ.
We
added
guidance
on
humidity
control
as
a
function
of
sulfuric
acid
in
PM
to
align
in­
situ
PM
measurement
guidance
with
gravimetric
PM
measurement
guidance.
§
86.1310­
2007
Subpart
C
 
Measurement
Instruments
§
1065.201Overview
and
general
provisions
Reference
Description
Source
(
d)
We
allowed
combining
results
of
redundant
measurements
a
single
test
based
on
§
86.1310­
2007.(
3)
§
86.1310­
2007
(
e)
We
allowed
using
an
instrument's
response
if
it
is
greater
than
100
%
of
the
instrument's
range,
but
we
required
additional
testing,
which
is
similar
to
§
86.1338­
2007.
§
86.1338­
2007
(
f)
We
required
continuous
analyzer
signals
to
be
matched
to
other
continuous
signals
to
improve
repeatability
and
correlation
between
continuous
sampling
and
batch
sampling
systems.
We
defined
this
matching
as
"
dispersion".

§
1065.202
Data
recording
and
control
Reference
Description
Source
(
a)
We
required
minimum
recording
frequencies
of
data.
We
took
into
account
recent
research
that
indicated
that
significant
changes
in
raw
exhaust
flow
can
occur
over
a
period
as
short
as
200
milliseconds.(
4)

Combined
with
the
signal
dispersion
and
time
alignment
that
we
required
in
§
1065.201,
we
improved
repeatability
and
correlation
between
continuous
sampling
and
batch
sampling.
Draft
Technical
Support
Document
44
§
1065.205
Performance
specifications.

Reference
Description
Source
(
a)
We
recommended
performance
specifications
for
individual
instruments,
and
we
relied
on
the
calibrations
and
performance
checks
in
Subpart
D
to
ensure
that
complete
measurement
systems
perform
adequately.
We
recommended
performance
specifications
based
on
calibration
requirements
in
40
CFR
86
Subpart
N,
40
CFR
89
Subpart
D
Appendix
A,
and
ISO
8178­
1.
We
defined
accuracy,
repeatability,
and
noise
in
Part
1065
Subpart
D.
We
defined
these
values
relative
to
emissions
levels
at
a
standard;
not
a
lower
value
such
as
at
2
%
of
the
standard,
which
is
how
some
of
our
regulations
previously
specified
accuracy.
Essentially
we
allowed
instruments
to
be
matched
to
their
application
without
forcing
the
use
of
higher
performing
instruments
than
required.
40
CFR
86
Subpart
N
40
CFR
89
Subpart
D
Appendix
A
ISO
8178­
1
§
1065.210
Speed
and
torque
transducers
Reference
Description
Source
We
required
the
same
speed
and
torque
transducer
as
§
86.1308­
84.
§
86.1308­
84
§
1065.215
Pressure,
temperature,
and
dewpoint
transducers
Reference
Description
Source
We
recommended
specific
transducers
as
guidance
for
future
procurement
of
such
transducers.

§
1065.220
Fuel
flow
Reference
Description
Source
We
allowed
fuel
flow
to
be
directly
measured
or
calculated
by
chemical
balances
of
fuel,
intake
air,
and
exhaust,
plus
either
an
intake
air
flow
or
exhaust
flow
measurement.
We
allowed
both
options
to
help
facilitate
field
testing
and
redundant
measurements
for
lab
testing.
§
89.415
§
89.416
§
1065.225
Intake
air
flow
Reference
Description
Source
We
allowed
intake
air
flow
to
be
directly
measured
or
calculated
by
chemical
balances
of
fuel,
intake
air,
and
exhaust,
plus
either
a
fuel
or
exhaust
flow
measurement.
We
allowed
both
options
to
help
facilitate
field
testing
and
redundant
measurements
for
lab
testing.
§
89.414
§
1065.230
Raw
exhaust
flow
Reference
Description
Source
Technical
Amendments
45
We
allowed
exhaust
flow
to
be
directly
measured
or
calculated
by
chemical
balances
of
fuel,
intake
air,
and
exhaust,
plus
either
a
fuel
or
intake
air
flow
measurement.
We
allowed
both
options
to
help
facilitate
field
testing
and
redundant
measurements
for
lab
testing.
We
created
this
section
because
new
exhaust
flow
measurement
technology
has
matured
since
we
last
revised
our
regulations.
Combined
with
a
new
way
to
calculate
brake­
specific
emissions
that
we
allowed
in
§
1065.650,
a
signal
that
is
not
absolutely
calibrated­­
but
just
linearly
proportional
to
exhaust
flow­­
may
be
used
to
determine
brake­
specific
emissions.

§
1065.240
Dilution
air
and
diluted
exhaust
flow
Reference
Description
Source
We
required
the
same
flow
meters
as
in
§
86.1310­
2007
for
CVS
systems,
and
we
added
a
new
CVS
flow
meter,
an
ultrasonic
air
flow
meter,
because
this
technology
has
matured
since
we
last
updated
our
regulations.(
3)
§
86.1310­
2007
§
1065.245
Sample
flow
Reference
Description
Source
We
required
the
same
flow
meter
performance
as
specified
in
§
86.1320­
90,
and
we
provided
additional
guidance
on
flow
meter
selection.
§
86.1320­
90
§
1065.248
Gas
divider
Reference
Description
Source
We
required
the
same
flow
meter
performance
as
specified
in
§
86.1314­
94
for
gas
dividers.
We
also
required
a
periodic
gas
divider
linearity
check.
§
86.1314­
94
§
1065.250
Nondispersive
infra­
red
CO
analyzer
Reference
Description
Source
We
required
the
same
CO
measurement
technology
as
Part
86
and
Part
89.
§
86.1322­
84
§
89.309
§
1065.255
Nondispersive
infra­
red
CO2
analyzer
Reference
Description
Source
We
required
the
same
CO2
measurement
technology
as
Part
86
and
Part
89.
§
86.1324­
84
§
89.309
Draft
Technical
Support
Document
46
§
1065.260
Flame
ionization
detector
analyzer
for
THC,
NMHC,
CH4
Reference
Description
Source
We
required
the
same
THC,
NMHC
measurement
technology
as
Part
86
and
Part
89
and
we
allowed
a
flame
ionization
detector
to
be
coupled
with
a
nonmethane
cutter
to
facilitate
CH4
measurement
according
to
ISO
8178­
1
§
16.4.
§
86.1321­
84
§
89.309
ISO
8178­
1
§
16.4
§
1065.265
Nonmethane
cutter
for
CH4
Reference
Description
Source
We
adopted
the
same
nonmethane
cutter
performance
specification
as
ISO
8178­
1
to
provide
an
alternative
to
the
gas
chromatograph
we
specified
in
§
1065.267.
We
allowed
this
to
facilitate
continuous
sampling
of
NMHC
because
the
gas
chromatograph
is
only
applicable
to
batch
(
e.
g.
bag)
measurements.
ISO
8178­
1
§
16.4
§
1065.267
Gas
Chromatograph
for
CH4
Reference
Description
Source
We
adopted
a
gas
chromatograph
performance
specification
based
on
the
methane
analyzer
descriptions
in
§
86.1325­
94
and
§
89.324.
§
86.1325­
94
§
89.324
§
1065.270
Chemiluminescent
detector
analyzer
for
NOx
Reference
Description
Source
We
adopted
the
chemiluminescent
detector
analyzer
specification
in
§
86.1323­
2007
§
89.321.
§
86.1323­
2007
§
89.321
§
1065.272
Nondispersive
ultraviolet
analyzer
for
NOx
(
NO
and
NO2)

Reference
Description
Source
We
allowed
the
nondispersive
ultraviolet
detector
NOx
analyzer
because
it
has
matured
since
we
last
updated
our
regulations.
We
allowed
this
technology
to
provide
more
measurement
options,
especially
for
field
testing.

§
1065.274
Zirconia
sensor
for
NOx
Reference
Description
Source
We
allowed
the
zirconia
sensor
NOx
analyzer
because
it
has
matured
since
we
last
updated
our
regulations.
We
allowed
this
technology
to
provide
more
measurement
options,
especially
for
field
testing.
Technical
Amendments
47
§
1065.280
Paramagnetic
detector
analyzer
for
oxygen
Reference
Description
Source
We
adopted
the
paramagnetic
detector
analyzer
specification
for
oxygen
measurement
from
ISO
8178­
1.
ISO
8178­
1
§
8.9.4
§
1065.284
Zirconia
sensor
for
oxygen
Reference
Description
Source
We
allowed
the
zirconia
sensor
O2
analyzer
because
it
has
matured
since
we
last
updated
our
regulations.
We
allowed
this
technology
to
provide
more
measurement
options,
especially
for
field
testing.

§
1065.290
Gravimetric
balance
for
PM
Reference
Description
Source
We
adopted
the
gravimetric
balance
for
PM
specification
from
§
86.1312­
2007.(
3)
We
provided
additional
recommendations
for
features
to
consider
when
procuring
a
PM
balance.
§
86.1312­
2007
§
1065.295
Inertial
balance
for
PM
Reference
Description
Source
We
allowed
the
inertial
balance
for
PM
because
it
has
matured
since
we
last
updated
our
regulations.
We
allowed
this
technology
to
provide
more
measurement
options,
especially
for
field
testing.

Subpart
D
 
Calibrations
and
performance
checks
for
complete
measurement
systems
§
1065.301
Overview
Reference
Description
Source
(
a)
through
(
c)
We
required
calibrations
and
performance
checks
on
complete
laboratory
and
field
testing
measurement
systems,
which
include
the
probes,
transfer
lines,
sample
conditioning
equipment,
analyzers,
and
any
analog
to
digital
conversion
and
data
acquisition
devices.
We
replaced
some
calibrations
in
40
CFR
Part
86
and
40
CFR
Part
89
with
performance
checks.

(
d)
We
required
the
use
of
NIST
traceable
standards,
but
we
noted
that
you
may
ask
to
use
other
standards.

§
1065.305
Accuracy,
repeatability,
and
noise
performance
check.

Reference
Description
Source
We
defined
accuracy,
repeatability,
and
noise
by
the
procedure
that
we
specify
for
determining
these
values.
We
defined
these
values
procedurally
to
prevent
sellers
and
buyers
of
measurement
systems
from
misinterpreting
our
specifications.
We
defined
noise
is
a
limit
value,
below
which
you
may
set
recorded
values
to
zero.
Draft
Technical
Support
Document
48
§
1065.306
Summary
of
periodic
calibration
and
performance
checks
Reference
Description
Source
We
summarized
how
frequently
each
check
in
this
subpart
must
be
performed.
We
provided
this
summary
so
that
laboratories
and
field
test
operators
might
use
it
as
a
template
for
part
of
a
preventive
maintenance
plan.

§
1065.307
Linearity
check.

Reference
Description
Source
We
replaced
many
calibrations
that
we
required
according
to
40
CFR
Part
86
and
40
CFR
Part
89.
We
revised
our
approach
toward
instrument
calibration
because
it
did
not
apply
to
modern
instruments
that
use
other
signals
to
correct
for
interferences.

§
1065.308
Response
check
for
gas
analyzers
Reference
Description
Source
We
added
a
performance
check
to
determine
the
response
of
analyzers
and
the
alignment
of
any
compensation
signals.
We
added
this
check
to
verify
that
analyzer
response
and
recording
rate
were
matched
and
that
other
signals
used
to
compensate
for
interferences
were
aligned
with
the
primary
emissions
signal.

§
1065.310
Torque
calibration
Reference
Description
Source
We
adopted
the
calibration
specifications
in
§
86.1308­
84,
§
89.306,
and
§
89.307,
but
we
scaled
them
to
the
maximum
torque
of
an
engine
to
make
Part
1065
applicable
across
a
wide
range
of
maximum
engine
torques.
§
86.1308­
84
§
89.306
§
89.307
§
1065.315
Pressure,
temperature,
and
dewpoint
calibration.

Reference
Description
Source
We
provided
guidance
on
pressure,
temperature,
and
dewpoint
calibration.
We
allowed
laboratories
to
develop
their
own
calibration
procedures
because
of
the
diversity
of
measurement
technologies.
We
relied
on
performance
checks
such
as
the
linearity
check
to
ensure
measurement
system
performance.

§
1065.320
Fuel
flow
calibration.

Reference
Description
Source
Technical
Amendments
49
We
provided
guidance
on
fuel
flow
calibration.
We
allowed
laboratories
to
develop
their
own
calibration
procedures
because
of
the
diversity
of
measurement
technologies.
We
relied
on
performance
checks
such
as
the
linearity
check
to
ensure
measurement
system
performance.

§
1065.325
Intake
air
flow
calibration
Reference
Description
Source
We
provided
guidance
on
intake
air
flow
calibration.
We
allowed
laboratories
to
develop
their
own
calibration
procedures
because
of
the
diversity
of
measurement
technologies.
We
relied
on
performance
checks
such
as
the
linearity
check
to
ensure
measurement
system
performance.

§
1065.330
Exhaust
flow
check.

Reference
Description
Source
We
provided
guidance
on
exhaust
flow
calibration.
We
allowed
laboratories
to
develop
their
own
calibration
procedures
because
of
the
diversity
of
measurement
technologies.
We
relied
on
performance
checks
such
as
the
linearity
check
to
ensure
measurement
system
performance.

§
1065.340
CVS
calibration
Reference
Description
Source
We
adopted
CVS
calibration
specifications
from
§
86.1319­
90
and
especially
§
86.1319­
90(
e)(
3),
which
specified
calculations
that
assume
isentropic
compressible
flow.
We
adopted
molar
flow
reference
signals
for
calibration
to
eliminate
the
use
of
standard
pressure
and
temperature
values,
which
have
been
a
frequent
source
of
confusion
 
especially
across
different
regulations.
We
recognized
that
40
CFR
Part
86,
40
CFR
Part
89,
and
ISO
8178­
1
all
have
different
standard
conditions
specified
in
different
sections.
§
86.1319­
90
(
e)
We
adopted
PDP
calibration
specifications
from
§
86.1319­
90,
but
we
reformulated
the
equations
to
make
them
easier
to
understand.
§
86.1319­
90
(
f)
We
adopted
CFV
calibration
specifications
from
§
86.1319­
90
CFV,
but
we
reformulated
the
calibration
to
take
into
account
isentropic
compressible
flow.
We
specified
the
new
calibration
formulation
to
extend
use
of
the
calibration
data
to
a
wider
range
of
molar
masses
of
an
exhaust
mixture.
We
allowed
assumptions
to
be
made
in
order
to
reduce
the
new
formulation
to
the
formulation
in
§
86.1319­
90,
but
we
restricted
use
of
the
§
86.1319­
90
formulation
to
a
range
of
molar
masses
of
flow.
We
provided
similar
guidance
to
this
effect
in
the
past.(
1),(
2)
§
86.1319­
90
(
g)
We
adopted
the
SSV
calibration
in
§
86.1319­
90,
but
we
used
a
molar
reference
signal.
§
86.1319­
90
Draft
Technical
Support
Document
50
§
1065.341
Propane
check
Reference
Description
Source
We
adopted
the
propane
check
of
§
1319­
90(
f),
but
we
extended
its
use
to
check
secondary
dilution
systems,
and
we
added
an
option
to
use
a
flow­
based
reference
instead
of
the
gravimetric
reference
in
§
1319­
90(
f)
.
We
recognized
that
the
flow­
based
reference
has
been
used
successfully
in
light­
duty
CVS
applications,
and
we
allowed
this
reference
to
provide
more
options
to
engine
dynamometer
CVS
laboratories.
§
1319­
90(
f)

§
1065.345
Vacuum
side
leak
check
Reference
Description
Source
We
adopted
the
leak
checks
from
§
86.1337­
90
and
89.316,
but
we
revised
this
check
to
include
two
step­
by­
step
procedures
to
perform
the
check.
We
allowed
either
form
of
the
check
to
provide
more
options
to
engine
dynamometer
laboratory
operators
and
field
test
system
operators.
§
86.1337­
90
§
89.316
§
1065.350
CO2
NDIR
analyzer
H2O
interference
check.

Reference
Description
Source
We
adopted
the
performance
specification
in
§
89.318,
and
we
described
a
step­
by­
step
procedure
for
this
check.
§
89.318
§
1065.355
CO
NDIR
analyzer
CO2
and
H2O
interference
check.

Reference
Description
Source
We
adopted
the
performance
specification
in
§
89.318,
and
we
described
a
step­
by­
step
procedure
for
this
check.
§
89.318
§
1065.362
FID
calibration,
response
optimization,
CH4
response
factor
determination
and
FID
flow
check
Reference
Description
Source
We
adopted
the
performance
specification
in
§
89.318,
and
we
described
a
step­
by­
step
procedure
for
this
check.
We
allowed
a
simplified
check
that
when
completed
successfully,
significantly
reduced
the
burden
of
the
complete
check.
We
currently
use
this
simplified
check
successfully
at
our
EPA
labs;
therefore,
we
allowed
others
to
use
it.
§
89.318
§
1065.362
FID
O2
interference
check
Reference
Description
Source
We
incorporated
by
reference
ISO
8178­
1
§
8.8.3,
which
is
the
oxygen
interference
check
for
raw
exhaust
flame
ionization
detector
analyzers,
which
is
the
same
check
specified
in
§
89.318.
§
89.318
ISO
8178­
1
§
8.8.3
Technical
Amendments
51
§
1065.365
Nonmethane
cutter
penetration
determination.

Reference
Description
Source
We
adopted
a
revised
version
of
the
nonmethane
cutter
efficiency
determination,
which
is
specified
in
ISO
8178­
1
§
8.8.4.
We
revised
this
section
to
include
a
more
prescriptive
step­
by­
step
procedure,
and
a
simplified
calculation
to
detemine
nonmethane
cutter
penetration.
ISO
8178­
1
§
8.8.4
§
1065.370
CLD
H2O
and
CO2
interference
check
Reference
Description
Source
We
adopted
the
CLD
H2O
and
CO2
interference
check
from
§
86.1323­
2007.(
3)
§
86.1323­
2007
§
1065.372
NDUV
NOx
analyzer
performance
check
Reference
Description
Source
We
required
a
performance
check
specifically
for
nondispersive
ultraviolet
detector
NOx
analyzers.
We
required
this
check
because
of
its
limitations.
We
required
this
check
to
ensure
that
these
instruments
are
designed
and
operated
appropriately.

§
1065.374
Zirconia
analyzer
performance
check
Reference
Description
Source
We
required
a
performance
check
specifically
for
zirconia
detector
NOx
analyzers.
We
required
this
check
because
of
its
limitations.
We
required
this
check
to
ensure
that
these
instruments
are
designed
and
operated
appropriately.

§
1065.376
Thermal
chiller
NO2
penetration
check
Reference
Description
Source
We
required
this
performance
check
if
a
thermal
chiller
is
used
upstream
of
an
NO2
detector
or
NO2
to
NO
converter.
We
required
this
check
because
of
its
limitations.
We
required
this
check
to
ensure
that
these
instruments
are
designed
and
operated
appropriately.

§
1065.378
NO2
to
NO
converter
check
Reference
Description
Source
We
adopted
the
NO2
to
NO
converter
efficiency
specifications
in
§
86.1323­
84
and
ISO
8178­
1
§
8.7,
however
we
scaled
performance
to
the
level
of
NO2
expected
during
testing.
We
scaled
this
check
to
make
it
less
stringent
for
emissions
tests
that
are
not
affected
by
its
performance
and
more
stringent
for
emissions
tests
that
are
significantly
affected
by
its
performance.
§
86.1323­
84
ISO
8178­
1
§
8.7
Draft
Technical
Support
Document
52
§
1065.390
PM
weighing
process
performance
check
Reference
Description
Source
We
adopted
the
PM
weighing
process
performance
check
from
§
86.1312­
2007.(
3),
however
we
scaled
this
check
to
the
PM
emissions
expected
at
the
standard.
This
prevents
an
unnecessarily
stringent
requirement
for
PM
weighing.
§
86.1312­
2007
Subpart
E
 
Engine
selection,
preparation,
and
maintenance.

§
1065.405
Test
engine
preparation
and
maintenance.

Reference
Description
Source
We
required
specifications
for
engine
selection,
preparation,
and
maintenance;
however
we
stated
that
any
requirements
in
any
standard­
setting
part
take
precedence
over
the
specifications
in
this
subpart.

We
allowed
a
default
value
125
hours
of
engine
service
accumulation
for
compression­
ignition
engines
without
emissions
measurement.

Subpart
F
 
Running
an
emissions
test
in
a
laboratory
§
1065.501
Overview
Reference
Description
Source
We
summarized
all
of
the
step­
by­
step
procedures
for
running
an
emissions
test
in
a
laboratory,
and
we
reiterated
that
standard
setting
parts
specify
other
information
required
to
run
an
emissions
test.
We
required
variable
speed
and
constant
speed
engines
subject
to
steady­
state,
ramped
modal,
and
transient
testing
to
be
tested
according
to
this
subpart,
including
any
cold­
start
testing,
hot­
start
testing,
and
warmed­
up
running
engine
testing.
We
adopted
procedures
in
§
86.1327
through
§
86.1337
(
3),
§
89.404
through
§
89.408
and
ISO
8178­
1
§
11.
We
added
requirements
and
options
to
the
specifications
in
§
86.1327
through
§
86.1337
(
3),
§
89.404
through
§
89.408
and
ISO
8178­
1
§
11.
§
86.1327­
§
86.1337
§
86.1341
§
89.404­
§
89.408
§
89.410
ISO
8178­
1
§
11
§
1065.510
Engine
mapping
Reference
Description
Source
We
adopted
§
86.1332­
90
for
variable
speed
engines.
We
added
new
requirements
for
constant­
speed
engines,
which
rely
on
the
engine's
governor
or
simulated
governor
to
select
the
engine
speed
during
an
emissions
test.
We
required
this
to
ensure
that
constant
speed
engines
are
tested
in
a
representative
way.
§
86.1332­
90
Technical
Amendments
53
§
1065.512
Duty
cycle
generation.

Reference
Description
Source
We
adopted
§
86.1333­
90,
§
89.410,
ISO
8178­
1
§
11.5,
and
ISO
8178­
1
§
11.7
to
combine
the
requirements
for
steady­
state,
ramped
modal,
and
transient
test
cycle
generation.
We
allowed
constant
speed
engines
to
operate
at
the
speed
selected
by
the
engine's
governor
or
simulated
governor.
§
86.1333­
90,
§
89.410,
ISO
8178­
1
§
11.5,
ISO
8178­
1
§
11.7
§
1065.514
Cycle
validation
criteria
Reference
Description
Source
We
adopted
the
cycle
validation
criteria
of
§
86.1341­
90,
but
we
revised
the
point
omission
criteria
easier
to
understand.
We
revised
some
of
the
statistics
to
reflect
the
dependence
of
power
on
speed
and
torque.
We
revised
the
statistics
to
reflect
the
capabilities
of
modern
dynamometer
and
operator
demand
control
systems.
We
required
only
torque
validation
criteria
for
constant
speed
engines
because
we
allow
constant
speed
engines
to
be
governed
by
their
governor
or
simulated
governor
during
emissions
testing.
§
86.1341­
90
§
1065.520
Pre­
test
verification
procedures
and
pre­
test
data
collection
Reference
Description
Source
We
adopted
§
86.1330­
90,
§
86.1334­
84
and
§
89.406,
including
the
preconditioning
cycle
we
added
to
§
86.1330­
90
in
January
of
2001.(
3)

We
replaced
the
hydrocarbon
overflow
zero
and
span
procedure
with
a
hydrocarbon
sampling
system
contamination
check.
Up
to
a
certain
amount
of
contamination,
we
allowed
emissions
results
correction
by
subtracting
the
contamination
determined
with
an
overflow
zero
check
performed
after
an
analyzer
port
zero
and
span.
We
required
this
to
prevent
excessive
hydrocarbon
contamination
from
biasing
results.
We
allowed
some
contamination
to
be
appropriately
subtracted
from
emissions
results,
which
is
how
the
original
overflow
procedure
worked,
except
that
it
had
no
limits
on
contamination.
We
required
this
procedure
to
improve
test
repeatability.
§
86.1330­
90
§
86.1334­
84
§
89.406
§
1065.525
Engine
starting,
restarting
and
shutdown
Reference
Description
Source
We
adopted
§
86.1334­
84,
but
we
have
simplified
the
requirements
because
§
86.1334­
84
described
some
starting
procedures
with
obsolete
engine
components.
We
revised
§
86.1334­
84
to
achieve
the
same
intent.
§
86.1334­
84
Draft
Technical
Support
Document
54
§
1065.530
Emission
test
sequence.

Reference
Description
Source
We
adopted
§
86.1337­
90,
§
89.407,
and
ISO
8178­
1
§
11.7.1
and
combined
them
to
include
PM
sampling,
continuous
and
batch
sampling,
and
raw
and
dilute
sampling.
We
required
procedures
to
check
for
analyzer
drift.
We
allowed
collecting
and
correcting
for
background
emissions
in
dilution
air.
We
required
procedures
for
cold­
starts,
hot­
starts,
soak
periods,
and
hot
running
tests.
§
86.1337­
90,
§
89.407,
ISO
8178­
1
§
11.7.1.

§
1065.545
Validation
of
proportional
flow
control
for
batch
sampling
Reference
Description
Source
We
adopted
the
performance
specification
of
§
86.1310­
2007
for
PM
sampling
systems.(
3)
We
incorporated
additional
options
for
validating
proportional
sampling
based
on
the
principles
of
CVS
sampling.
§
86.1310­
2007
§
1065.550
Emissions
analyzer
range
and
drift
validation.

Reference
Description
Source
We
adopted
the
performance
specifications
in
§
86.1340­
90,
§
89.406,
and
ISO
8178­
1
§
11.8.
We
allowed
for
correction
of
a
limited
amount
of
analyzer
drift.
We
developed
this
procedure
jointly
with
measurement
instrument
manufacturers
and
engine
manufactures.
§
86.1340­
90,
§
89.406,
ISO
8178­
1
§
11.8.

§
1065.590
PM
sample
preconditioning
and
tare
weighing
Reference
Description
Source
We
adopted
§
86.1312­
2007.(
3)
We
added
an
option
to
perform
substitution
weighing,
which
has
been
used
in
ambient
PM
sampling
successfully
 
especially
when
PM
concentrations
are
very
low.
§
86.1312­
2007
§
1065.595
PM
sample
post­
conditioning
and
total
weighing.

Reference
Description
Source
We
adopted
§
86.1312­
2007.(
3)
We
added
an
option
to
perform
substitution
weighing,
which
has
been
used
in
ambient
PM
sampling
successfully
 
especially
when
PM
concentrations
are
very
low.
§
86.1312­
2007
Subpart
G
 
Calculations
and
data
requirements
§
1065.601
Applicability.

Reference
Description
Source
Technical
Amendments
55
We
consolidated
calculations
that
were
specified
multiple
times
in
this
part
(
i.
e.
Part
1065).
For
example
we
consolidated
statistical
calculations
for
instrument
performance,
alternate
system
approval,
and
duty
cycle
validation
in
§
1065.602.

We
adopted
SI
units
for
all
calculations,
except
for
one
set
of
example
calculations
in
§
1065.640
where
we
showed
how
to
convert
different
reference
flow
meter
signals
to
molar
reference
signals.

We
provided
completely
worked­
out
examples
for
every
calculation,
including
conversion
factors
for
various
engineering
units.

§
1065.602
Statistics
Reference
Description
Source
We
consolidated
statistics
calculations
that
were
specified
multiple
times
in
this
part
(
i.
e.
Part
1065).
For
example
we
consolidated
statistical
calculations
for
instrument
performance,
alternate
system
approval,
and
duty
cycle
validation.
We
added
examples
on
how
to
calculate
flow­
weighted
average
concentrations
at
a
given
standard
for
various
engines.
We
provided
these
examples
because
we
scale
many
measurement
instrument
specifications
to
this
value
tto
ensure
that
Part
1065
is
applicable
across
a
wide
range
of
emissions
standards
and
sampling
techniques
(
e.
g.
raw,
dilute,
continuous,
and
batch
sampling)

§
1065.605
Field
test
system
overall
performance
check
Reference
Description
Source
We
required
that
field
test
systems
pass
an
overall
check
versus
laboratory
measurements.
We
provided
a
complete
example
of
the
specialized
data
reduction
techniques
to
perform
this
check.

§
1065.610
Test
cycle
generation
Reference
Description
Source
We
consolidated
all
of
the
calculations
for
steady­
state,
ramped
modal,
and
transient
test
cycle
generation
from
§
86.1333­
90,
§
89.410,
ISO
8178­
1
§
11.5,
and
ISO
8178­
1
§
11.7.
We
allowed
constant
speed
engines
to
operate
at
the
speed(
s)
selected
by
the
engine's
governor
or
simulated
governor.
§
86.1333­
90,
§
89.410,
ISO
8178­
1
§
11.5,
ISO
8178­
1
§
11.7
§
1065.630
1980
International
gravity
formula
Reference
Description
Source
Draft
Technical
Support
Document
56
We
adopted
this
formula
to
prescribe
what
we
meant
in
previous
regulations
when
we
required
that
you
account
for
local
effects
on
gravity
at
your
location,
such
as
in
§
86.1308­
84(
e)(
1)(
i).
We
recommended
to
use
this
formula
when
conducting
dynamometer
torque
calibration
and
torque
linearity
checks
according
to
§
1065.308
and
§
1065.310.
§
86.1308­
84(
e)(
1)(
i)

§
1065.340
CVS
calibration
equations
Reference
Description
Source
We
adopted
CVS
calibration
calculations
from
§
86.1319­
90
and
especially
§
86.1319­
90(
e)(
3),
which
specified
calculations
that
assume
isentropic
compressible
flow.
We
adopted
molar
flow
reference
signals
for
calibration
to
eliminate
the
use
of
standard
pressure
and
temperature
values,
which
have
been
a
frequent
source
of
confusion
 
especially
across
different
regulations.
We
recognized
that
40
CFR
Part
86,
40
CFR
Part
89,
and
ISO
8178­
1
all
have
different
standard
conditions
specified
in
different
sections.
§
86.1319­
90
(
b)
We
adopted
PDP
calibration
calculations
from
§
86.1319­
90,
but
we
reformulated
the
equations
to
make
them
easier
to
understand.
§
86.1319­
90
(
c)
We
adopted
CFV
calibration
calculations
from
§
86.1319­
90
CFV,
but
we
reformulated
the
equations
to
take
into
account
isentropic
compressible
flow.
We
specified
the
new
calibration
equation
to
extend
use
of
the
calibration
data
to
a
wider
range
of
molar
masses
of
an
exhaust
mixture.
We
allowed
assumptions
to
be
made
in
order
to
reduce
the
new
equation
to
the
equation
in
§
86.1319­
90,
but
we
restricted
use
of
the
§
86.1319­
90
equation
to
a
range
of
molar
masses
of
flow.
We
provided
similar
guidance
to
this
effect
in
the
past.(
1),(
2)
§
86.1319­
90
(
d)
We
adopted
the
SSV
equation
in
§
86.1319­
90,
but
we
rearranged
it
to
use
a
molar
reference
signal.
§
86.1319­
90
§
1065.340
CVS
flow
rate
equations
Reference
Description
Source
We
adopted
CVS
flow
rate
calculations
from
§
86.1319­
90
and
especially
§
86.1319­
90(
e)(
3),
which
specified
calculations
that
assume
isentropic
compressible
flow.
We
adopted
molar
flow
rates
to
eliminate
the
use
of
standard
pressure
and
temperature
values,
which
have
been
a
frequent
source
of
confusion
 
especially
across
different
regulations.
We
recognized
that
40
CFR
Part
86,
40
CFR
Part
89,
and
ISO
8178­
1
all
have
different
standard
conditions
specified
in
different
sections.
§
86.1319­
90
(
a)
We
adopted
PDP
flow
rate
calculations
from
§
86.1319­
90,
but
we
reformulated
the
equations
to
make
them
easier
to
understand.
§
86.1319­
90
Technical
Amendments
57
(
b)
We
adopted
CFV
flow
rate
calculations
from
§
86.1319­
90
CFV,
but
we
reformulated
the
equations
to
take
into
account
isentropic
compressible
flow.
We
specified
the
new
flow
rate
equation
to
extend
use
of
the
flow
meter
to
a
wider
range
of
molar
masses
of
an
exhaust
mixture.
We
allowed
assumptions
to
be
made
in
order
to
reduce
the
new
flow
rate
equation
to
the
equation
in
§
86.1319­
90,
but
we
restricted
use
of
the
§
86.1319­
90
flow
rate
equation
to
a
range
of
molar
masses
of
flow.
We
provided
similar
guidance
to
this
effect
in
the
past.(
1),(
2)
§
86.1319­
90
(
c)
We
adopted
the
SSV
flow
rate
equation
in
§
86.1319­
90,
but
we
rearranged
it
to
calculate
a
molar
flow
rate.
§
86.1319­
90
§
1065.645
Amount
of
water
in
an
ideal
gas.

Reference
Description
Source
We
consolidated
several
other
sections'
requirements
to
calculate
this
value,
such
as
those
sections
that
required
an
amount
of
water
removed
correction,
a
buoyancy
correction,
a
background
emissions
correction,
chemical
balances
of
fuel,
exhaust,
and
intake
air,
and
flowmeter
calibrations
and
performance
checks.
We
specified
this
calculation
only
once
in
Part
1065
to
ensure
that
this
value
is
calculated
in
only
one
way.
We
adopted
an
internationally
accepted
formulation
for
this
value
from
the
World
Meteorological
Organization.

§
1065.650
Emissions
calculations
Reference
Description
Source
We
adopted
emissions
calculations
from
§
86.1342­
94,
§
89.418,
§
89.419,
and
ISO
8178­
1
§
12
though
§
16
to
combine
steady­
state,
ramped
modal,
and
transient
testing
calculations.
We
included
raw,
dilute,
continuous,
and
batch
sampling.
We
added
a
new
way
to
calculate
brake­
specific
emissions
based
on
the
ratio
of
a
value
proportional
to
an
emissions
mass
and
another
value
similarly
proportional
to
work.
§
86.1342­
94,
§
89.418,
§
89.419,
ISO
8178­
1
§
12
though
§
16.

§
1065.655
Chemical
balances
Reference
Description
Source
We
adopted
the
chemical
balances
from
§
89.418
and
ISO
8178­
1
Annexe
A.
We
specified
how
to
use
chemical
balances
to
determine
the
amount
of
water
in
exhaust,
the
amount
of
carbon­
containing
emissions
in
exhaust,
and
the
dilution
fraction
of
dilution
air
in
diluted
raw
exhaust.
§
89.418
ISO
8178­
1
Annexe
A
Draft
Technical
Support
Document
58
§
1065.657
Drift
validation
and
correction.

Reference
Description
Source
We
adopted
the
drift
performance
specification
from
§
86.1340­
90,
§
89.406,
and
ISO
8178­
1
§
11.8.
We
added
a
drift
correction
to
account
for
a
limited
amount
of
analyzer
drift.
We
developed
this
procedure
with
instrument
manufacturers
and
engine
manufactures.
We
added
this
correction
to
improve
repeatability.
§
86.1340­
90,
§
89.406,
ISO
8178­
1
§
11.8.

§
1065.658
Noise
correction.

Reference
Description
Source
We
allowed
values
lower
than
a
critical
noise
limit
to
be
set
to
zero.
We
specified
that
this
noise
limit
is
the
lower
of
two
values:
the
instrument
noise
specification
that
we
recommend
in
Subpart
C
for
lab
instruments
(
Subpart
J
for
field
testing
instruments)
and
the
actual
noise
of
an
instrument
as
determined
according
to
Subpart
D.
We
allowed
this
correction
for
all
instruments
with
the
expectation
that
it
will
be
most
beneficial
for
field
test
instruments
because
they
are
subject
to
more
external
sources
of
instrument
noise.

§
1065.659
Removed
water
correction.

Reference
Description
Source
We
adopted
the
corection
in
§
86.1342­
90,
§
89.418,
,
ISO
8178­
1
A.
2.4,
but
we
have
revised
it
to
take
into
account
any
condensation
that
occurs
upstream
of
a
flow
meter.
§
86.1342­
90,
§
89.418,
ISO
8178­
1
A.
2.4
§
1065.660
THC
and
NMHC
determination
Reference
Description
Source
We
adopted
the
THC
and
NMHC
determination
from
§
86.1342­
94,
ISO
8178
§
15.4.
We
allowed
multiplying
THC
by
0.98
as
an
approximation
for
NMHC.
We
replaced
the
hydrocarbon
overflow
zero
and
span
procedure
with
a
hydrocarbon
sampling
system
contamination
check.
Up
to
a
certain
amount
of
contamination,
we
allowed
emissions
results
correction
by
subtracting
the
contamination
determined
with
an
overflow
zero
check
performed
after
an
analyzer
port
zero
and
span.
We
required
this
to
prevent
excessive
hydrocarbon
contamination
from
biasing
results.
We
allowed
some
contamination
to
be
appropriately
subtracted
from
emissions
results,
which
is
how
the
original
overflow
procedure
worked,
except
that
it
had
no
limits
on
contamination.
We
required
this
procedure
to
improve
test
repeatability.
§
86.1342­
94,
ISO
8178
§
15.4
Technical
Amendments
59
§
1065.665
NMHCE
determination
Reference
Description
Source
We
adopted
the
THCE
and
NMHCE
determination
from
§
86.1342­
94
and
ISO
8178­
1
§
15.5
and
§
15.6.
We
allowed
multiplying
THC
by
0.98
as
an
approximation
for
NMHC.
We
replaced
the
hydrocarbon
overflow
zero
and
span
procedure
with
a
hydrocarbon
sampling
system
contamination
check.
Up
to
a
certain
amount
of
contamination,
we
allowed
emissions
results
correction
by
subtracting
the
contamination
determined
with
an
overflow
zero
check
performed
after
an
analyzer
port
zero
and
span.
We
required
this
to
prevent
excessive
hydrocarbon
contamination
from
biasing
results.
We
allowed
some
contamination
to
be
appropriately
subtracted
from
emissions
results,
which
is
how
the
original
overflow
procedure
worked,
except
that
it
had
no
limits
on
contamination.
We
required
this
procedure
to
improve
test
repeatability.
§
86.1342­
94,
ISO
8178­
1
§
15.5
and
§
15.6
§
1065.667
Dilution
air
background
correction
Reference
Description
Source
We
adopted
the
dilution
air
background
correction
from
§
86.1342­
94,
§
89.420,
and
ISO
8178­
1
§
13.5.
We
recommend
when
to
remove
background
emissions
from
dilution
air.
§
86.1342­
94,
§
89.420
ISO
8178­
1
§
13.5
§
1065.670
NOx
intake
air
humidity
correction
Reference
Description
Source
Draft
Technical
Support
Document
60
We
adopted
the
NOx
intake
air
humidity
correction
from
§
86.1342­
94,
§
89.418,
and
ISO
8178­
1
§
13.4,
but
we
revised
the
equation.
We
used
a
linear
fit
to
a
recent
set
of
comprehensive
data
collected
for
the
purpose
of
determining
a
NOx
humidity
correction
factor.(
5)
We
generated
the
equation
with
a
least
squares
linear
regression
line
of
more
than
300
data
points
generated
with
six
different
engines
over
a
broad
range
of
humidity
conditions.
We
forced
the
correction
to
pass
through
a
value
of
one
(
1)
at
75
grains
of
water
per
pound
of
dry
air
(
10.71
g/
kg
dry
air)
to
align
it
with
the
correction
from
§
86.1342­
94,
§
89.418,
and
ISO
8178­
1
§
13.4.
This
correction
is
significantly
more
consistent
with
computer
NOx
models
versus
the
previous
correction.
For
example,
from
the
range
of
(
0
to
95)
%
relative
humidity
at
30

C
ambient
temperature,
the
NOx
correction
from
§
86.1342­
94,
§
89.418,
and
ISO
8178­
1
§
13.4
was
1.70
while
the
linear
correction
we
adopted
was
1.48.
A
computer
NOx
model,
ALAMO,(
6)
predicted
a
correction
of
1.42
for
an
engine
at
rated
conditions
across
the
same
humidity.
For
this
example
the
linear
correction
is
4
%
higher
than
the
model,
but
the
correction
from
§
86.1342­
94,
§
89.418,
and
ISO
8178­
1
§
13.4
is
20
%
high.
We
based
this
revised
equation
on
data
and
verified
it
with
a
computer
model
to
improve
test
repeatability.
Below
is
an
illustration
of
the
uncorrected
data(
5),
the
data
corrected
according
to
§
86.1342­
94,
§
89.418,
and
ISO
8178­
1
§
13.4,(
5)
the
data
corrected
to
the
equation
we
adopted
in
Part
1065,
and
lines
depicting
the
corresponding
correction
factors.
§
86.1342­
94,
§
89.418,
ISO
8178­
1
§
13.4.
Technical
Amendments
61
§
1065.672
CLD
quench
check
calculations.

Reference
Description
Source
We
adopted
the
chemiluminescent
detector
Nox
analyzer
quench
check
performance
specification
from
§
86.1323­
2007.(
3)
§
86.1323­
2007
§
1065.690
PM
sample
media
buoyancy
correction.

Reference
Description
Source
We
adopted
the
bu
§
86.1312­
2007,(
3)
but
we
eliminated
the
temperature
and
humidity
portions
of
the
correction
because
we
specified
tight
humidity
and
temperature
control
in
the
PM
weighing
environment.
We
determined
that
making
corrections
based
on
small
changes
in
temperature
and
humidity
might
induce
error
due
to
the
measurement
error
associated
with
them.
We
revised
the
correction
so
that
it
only
accounts
for
changes
in
barometric
pressure,
which
is
the
dominant
parameter
that
causes
a
change
in
PM
sample
media
buoyancy.
§
86.1312­
2007.
Normalized
Brake­
specific
NOx
versus
Amount
of
Water
in
Intake
Air
Uncorrected
NOx,
Corrected
NOx,
and
Correction
Factors
0.8
0.9
1.0
1.1
1.2
1.3
1.4
0
0.01
0.02
0.03
0.04
Amount
of
water
in
intake
air,
x
H2O
(
mol/
mol)
Normalized
NOx,
eNOx
(
g/
hp­
hr)

Uncorrected
NOx
Part
86
correction
(
overcorrection)

Part
1065
correction
Draft
Technical
Support
Document
62
§
1065.695
Required
data.

Reference
Description
Source
We
adopted
the
data
requirements
from
§
86.1344­
94,
and
we
combied
these
with
required
data
from
various
standard
setting
parts
and
our
most
recent
application
formats
for
certification.
§
86.1344­
94
EPA's
most
recent
application
formats
for
certification.

Subpart
H
 
Engine
fluids,
test
fuels,
analytical
gases,
and
other
calibration
standards
§
1065.701
General
requirements
for
test
fuels
Reference
Description
Source
We
adopted
the
general
requirements
for
test
fuels
that
was
originally
in
Part
1065.

§
1065.703
Distillate
diesel
fuel
Reference
Description
Source
We
deleted
specific
ranges
of
fuel
parameters
for
diesel
service
accumulation
fuel,
which
is
different
from
§
86.1313­
2007.
We
adopted
a
10
mg/
kg
minimum
limit
for
aromatics,
which
is
the
same
as
the
nonroad
diesel
engine
Tier
IV
rule,(
7)
instead
of
25
mg/
kg,
which
was
in
§
86.1313­
2007.
We
eliminated
the
specification
for
Cetane
Index
because
it
is
obsolete
and
because
we
require
Cetane
Number,
which
is
a
more
accurate
determination
of
Cetane.
§
86.1313­
2007
§
1065.705
Residual
fuel
[
reserved]

Reference
Description
Source
We
reserved
this
section
for
a
future
marine
residual
fuel
specification.

§
1065.710
Gasoline.

Reference
Description
Source
We
adopted
the
test
fuels
that
were
originally
in
Part
1065.
Current
Part
1065
§
1065.715
Natural
gas.

Reference
Description
Source
We
adopted
the
test
fuels
that
were
originally
in
Part
1065.
Current
Part
1065
Technical
Amendments
63
§
1065.720
Liquefied
propane
gas
Reference
Description
Source
We
adopted
the
test
fuels
that
were
originally
in
Part
1065.
Current
Part
1065
§
1065.740
Lubricants.

Reference
Description
Source
We
adopted
the
lubricant
specification
in
§
89.330.
§
89.330
§
1065.745
Coolants.

Reference
Description
Source
We
adopted
the
coolant
specification
in
§
86.1327­
98
§
86.1327­
98
§
1065.750
Analytical
gases.

Reference
Description
Source
We
adopted
the
analytical
gas
specifications
in
§
86.1314­
94
and
§
89.312,
however,
we
allowed
zero
gas
contamination
to
scale
with
the
concentration
expected
at
the
standard.
In
some
cases
this
will
be
a
decrease
in
stringency,
however,
we
significantly
increased
the
stringency
on
the
level
of
contaminants
when
very
low
levels
of
emissions
are
expected
at
the
standard.
We
adopted
these
changes
to
improve
test
repeatability.
§
86.1314­
94,
§
89.312
§
1065.790
Mass
standards
Reference
Description
Source
We
adopted
the
dynamometer
calibration
weight
specifications
in
§
86.1308­
84
and
§
89.305.
We
specified
new
requirements
for
calibration
weights
for
PM
balances.
§
86.1308­
84
§
89.305
Subpart
I
 
Testing
with
oxygenated
fuels.

§
1065.801
Applicability.

Reference
Description
Source
We
applied
this
subpart
to
engines
tested
with
a
fuel
that
has
a
25
%
or
greater
concentration
of
oxygenate.

§
1065.805
Sampling
systems.

Reference
Description
Source
Draft
Technical
Support
Document
64
We
allowed
a
photo­
acoustic
analyzer
to
be
used
to
measure
methanol
and
ethanol
in
exhaust.
We
provided
similar
guidance
in
the
past,(
8)

which
is
consistent
with
regulations
published
by
the
California
Air
Resources
Board.(
9)

§
1065.660
Calculations.

Reference
Description
Source
We
relocated
the
calculations
to
§
1065.665.

Subpart
J
 
Field
Testing
§
1065.901
Applicability
Reference
Description
Source
We
applied
this
subpart
to
engines
with
field
testing
requirements,
including
manufacturer­
run
on­
vehicle
testing
requirements.
Refer
to
the
standard
setting
part
for
applicability.

We
superceded
the
current
field
testing
subpart
in
Part
1065
with
a
new
subpart.

§
1065.905
General
provisions.

Reference
Description
Source
We
provided
a
list
of
information
needed
from
standard
setting
parts
to
conduct
field
testing
according
to
this
part.
We
indicated
that
much
of
this
subpart
relies
on
specifications
in
other
subparts
of
Part
1065.

§
1065.910
Field
testing
equipment
Reference
Description
Source
We
specified
the
equipment
we
require
for
field
testing.
We
included
equipment
for
routing
exhaust
for
sampling
and
flow
measurement,
mounting
hardware,
and
power
supplies.

§
1065.915
Measurement
instruments.

Reference
Description
Source
We
specified
the
measurement
instruments
we
require
for
field
testing
by
referring
to
Subpart
C.
We
explained
how
to
use
signals
from
an
engine's
electronic
control
module.
We
specified
how
to
use
redundant
measurements.
We
specified
how
to
address
the
effects
of
ambient
conditions
on
field
test
measurement
systems.
We
specified
how
to
estimate
torque
in
the
field.
Technical
Amendments
65
§
1065.920
Calibrations
and
performance
checks
Reference
Description
Source
We
referred
to
Subpart
D
for
performance
checks.
We
specified
an
overall
field
test
system
performance
check
against
a
laboratory
that
meets
Part
1065.

§
1065.925
Measurement
instrument
and
equipment
preparation
Reference
Description
Source
We
specified
a
step­
by­
step
set
of
instructions
for
preparing
a
field
test
measurement
system
for
use.
We
based
the
instructions
on
a
generic
field
test
system
by
drawing
on
our
own
field
testing
experience
and
reports
outlining
similar
instructions.(
10),
(
11)

§
1065.930
Engine
starting,
restarting,
and
shutdown
Reference
Description
Source
We
specified
a
step­
by­
step
set
of
instructions
for
engine
starting,
restarting
and
shutdown
based
on
lab
testing,
except
that
an
engine
may
be
shut
down
and
restarted
any
number
of
times
during
a
field
test.

§
1065.935
Emission
test
sequence.

Reference
Description
Source
We
specified
a
step­
by­
step
set
of
instructions
for
running
a
field
test.
We
based
the
instructions
on
a
generic
field
test
system
by
drawing
on
our
own
field
testing
experience
and
reports
outlining
similar
instructions.(
10),
(
11)

§
1065.940
Emission
calculations.

Reference
Description
Source
We
specified
the
same
emissions
calculations
as
used
in
a
laboratory
according
to
§
1065.650.
We
noted
that
information
from
the
standard
setting
parts
are
required
to
define
individual
test
intervals
within
a
field
test.

Subpart
K
 
Definitions
and
other
reference
information
§
1065.1001
Definitions.

Reference
Description
Source
Draft
Technical
Support
Document
66
We
defined
terms
that
we
use
in
Part
1065.
We
revised
definitions
from
40
CFR
Part
86
and
40
CFR
Part
89.
We
revised
definitions
to
reflect
the
use
of
Part
1065
test
procedures
and
the
application
of
modern
emissions
control
technology
such
as
aftertreatment
systems.

§
1065.1005
Symbols,
abbreviations,
acronyms,
and
units
of
measure.

Reference
Description
Source
We
defined
the
symbols,
abbreviations,
acronyms,
and
units
of
measure
that
we
use
in
Part
1065.
We
minimized
repeating
symbols
for
different
quantities.
We
used
symbols
consistent
with
ISO
31.
We
revised
symbols,
abbreviations,
acronyms,
and
units
of
measure
to
reflect
the
use
of
Part
1065
test
procedures
and
the
application
of
SI
units,
and
molar
flow
rates.

§
1065.1010
Reference
materials.

Reference
Description
Source
We
revised
Part
1065
reference
materials
to
include
new
ISO
and
NIST
publications.
Technical
Amendments
67
References
for
Chapter
8
(
1)
Letter
from
EPA
to
EMA,
"
Guidance
Regarding
Test
Procedures
for
Heavy­
Duty
On­
Highway
and
Non­
Road
Engines",
Gregory
Green,
Division
Director,
Certification
and
Compliance
Division,
Office
of
Transportation
and
Air
Quality,
United
States
Environmental
Protection
Agency,
December
3,
2002.

(
2)
"
Supporting
Document
for
Letter
to
EMA
Regarding
Acceptable
Interpretations
and
Alternatives
to
the
Rules
and
Regulations
published
in
the
Federal
Register,
Vol.
66,
No.
12,
Thursday,
January
18,
2001",
Matthew
Spears,
Assessment
and
Standards
Division,
Office
of
Transportation
and
Air
Quality,
United
States
Environmental
Protection
Agency,
December
3,
2002.

(
3)
"
Description
of
Changes
to
the
Test
Procedures
Specified
in
40
CFR
Part
86
for
Model
Year
2007
and
Later
Heavy­
Duty
Engines",
Air
Docket
A­
99­
06,
IV­
B­
11,
Matthew
Spears,
Assessment
and
Standards
Division,
Office
of
Transportation
and
Air
Quality,
United
States
Environmental
Protection
Agency,
December
6,
2000.

(
4)
"
Performance
of
Partial
Flow
Sampling
Systems
Relative
to
Full
Flow
Cvs
for
Determination
of
Particulate
Emissions
Under
Steady­
State
and
Transient
Diesel
Engine
Operation",
Khalek
Imad
A.,
et
al.,
Southwest
Research
Institute,
Society
of
Automotive
Engineers
Technical
Paper
2002­
01­
1718,
May
2002.

(
5)
"
Heavy­
Duty
Diesel
Engine
NO
x
and
PM
Correction
Factors",
Project
08­
2597,
Southwest
Research
Institute,
San
Antonio,
TX,
July
27,
1999.

(
6)
"
A
PC­
Based
Model
for
Predicting
Nox
Reductions
in
Diesel
Engines",
Dodge,
Lee
G.,
Leone,
Douglas
M.,
Naegeli,
David
W.,
Dickey
Daniel,
W.,
Swenson,
Kendall
R.,
Southwest
Research
Institute
Society
of
Automotive
Engineers
Technical
paper
962060,
1996.

(
7)
Nonroad
Diesel
Tier
IV
Rule,
EPA420­
F­
04­
037,
May
2004.

(
8)"
Approval
of
the
Request
to
Use
the
Innova
1312
Photoacoustic
Multi­
gas
Monitor
in
the
Measurement
of
Ethanol
in
Exhaust
and
Evaporative
Emissions",
Gregory
Green,
Division
Director,
Certification
and
Compliance
Division,
Office
of
Transportation
and
Air
Quality,
United
States
Environmental
Protection
Agency,
January
25,
2002.

(
9)
Use
of
Innova
Photoacoustic
Multi­
gas
Monitor
to
Measure
Ethanol
Exhaust
and
Evaporative
Vehicle
Emissions",
Mail­
Out
#
MSO
2000­
08,
Summerfield,
R.
B,
Mobile
Source
Operations
Division,
California
Air
Resources
Board,
June
29,2000.

(
10)
"
On­
vehicle,
In­
use,
Heavy
Duty
Diesel
Engine
(
HDDE)
Protocol",
Czachura
Barry
S.
J.,
Analytical
Engineering
Incorporated,
September
2,
2003.
Draft
Technical
Support
Document
68
(
11)
"
Protocol
for
Measurement
of
Air
Pollutant
Emissions
from
Ferry
Boats",
Culnane
Mary,
San
Francisco
Water
Transit
Authority,
August
19,
2002.
