Control of Emissions of Air Pollution From Locomotive Engines and Marine Compression-Ignition Engines Less Than 30 Liters per Cylinder

[Federal Register: April 3, 2007 (Volume 72, Number 63)]
[Proposed Rules]
[Page 16137-16151]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr03ap07-28]

[[pp. 16137-16151]]
Control of Emissions of Air Pollution From Locomotive Engines and
Marine Compression-Ignition Engines Less Than 30 Liters per Cylinder

[[Continued from page 16136]]

[[Page 16137]]

(3) Measure an NO calibration span gas that meets the
specifications of Sec. 1065.750 and is near the maximum concentration
expected during testing. Record this concentration, x_NOdry.
(4) Humidify the NO span gas by bubbling it through distilled water
in a sealed vessel. We recommend that you humidify the gas to the
highest sample dewpoint that you estimate during emission sampling.
(5) Downstream of the vessel, maintain the humidified gas
temperature at least 5 [deg]C above its dewpoint.
(6) Introduce the humidified gas upstream of any sample dryer, if
one is used during testing.
(7) Measure the humidified gas dewpoint, T_dew, and
pressure, p_total, as close as possible to the inlet of the
analyzer, or to the inlet of the sample dryer, if one is used.
(8) Allow time for the analyzer response to stabilize.
Stabilization time may include time to purge the transfer line and to
account for analyzer response.
(9) While the analyzer measures the sample's concentration, record
the analyzer's output for 30 seconds. Calculate the arithmetic mean of
these data. This mean is x_NOmeas.
(10) If your CLD is not equipped with a sample dryer, set
x_NOwet equal to x_NOmeas from paragraph (e)(9) of
this section.
(11) If your CLD is equipped with a sample dryer, determine
x_NOwet from x_NOmeas by correcting for the removed
water according to Sec. 1065.645. Use the amount of water at the
sample dryer outlet as x_H2Omeas for this calculation. Refer
to Sec. 1065.145(d)(2) and use the humidified gas dewpoint,
T_dew, and pressure, p_total, to determine x_H2O.
(12) Use x_NOwet to calculate the quench according to
Sec. 1065.675.
* * * * *
(g) * * *
(1) You may omit this verification if you can show by engineering
analysis that for your NO_X sampling system and your emission
calculations procedures, the combined CO₂ and H₂O
interference for your NO_X CLD analyzer always affects your
brake-specific NO_X emission results within no more than
±1.0% of the applicable NO_X standard.
* * * * *
56. Section 1065.372 is amended by revising paragraph (e)(1) to
read as follows:

Sec. 1065.372 NDUV analyzer HC and H2O interference verification.

* * * * *
(e) * * *
(1) You may omit this verification if you can show by engineering
analysis that for your NO_X sampling system and your emission
calculations procedures, the combined HC and H₂O
interference for your NO_X NDUV analyzer always affects your
brake-specific NO_X emission results by less than 0.5% of the
applicable NO_X standard.
* * * * *
57. Section 1065.376 is revised to read as follows:

Sec. 1065.376 Chiller NO2 penetration.

(a) Scope and frequency. If you use a chiller to dry a sample
upstream of a NO_X measurement instrument, but you don't use
an NO₂-to-NO converter upstream of the chiller, you must
perform this verification for chiller NO₂ penetration.
Perform this verification after initial installation and after major
maintenance.
(b) Measurement principles. A chiller removes water, which can
otherwise interfere with a NO_X measurement. However, liquid
water remaining in an improperly designed chiller can remove
NO₂ from the sample. If a chiller is used without an
NO₂-to-NO converter upstream, it could remove NO₂
from the sample prior NO_X measurement.
(c) System requirements. A chiller must allow for measuring at
least 95% of the total NO₂ at the maximum expected
concentration of NO₂.
(d) Procedure. Use the following procedure to verify chiller
performance:
(1) Instrument setup. Follow the analyzer and chiller
manufacturers' start-up and operating instructions. Adjust the analyzer
and chiller as needed to optimize performance.
(2) Equipment setup and data collection. (i) Zero and span the
total NO_X gas analyzer(s) as you would before emission testing.
(ii) Select an NO₂ calibration gas, balance gas of dry
air, that has an NO₂ concentration within ±5% of
the maximum NO₂ concentration expected during testing.
(iii) Overflow this calibration gas at the gas sampling system's
probe or overflow fitting. Allow for stabilization of the total
NO_X response, accounting only for transport delays and
instrument response.
(iv) Calculate the mean of 30 seconds of recorded total
NO_X data and record this value as x_NOxref.
(v) Stop flowing the NO₂ calibration gas.
(vi) Next saturate the sampling system by overflowing a dewpoint
generator's output, set at a dewpoint of 50 [deg]C, to the gas sampling
system's probe or overflow fitting. Sample the dewpoint generator's
output through the sampling system and chiller for at least 10 minutes
until the chiller is expected to be removing a constant rate of water.
(vii) Immediately switch back to overflowing the NO₂
calibration gas used to establish x_NOxref. Allow for
stabilization of the total NO_X response, accounting only for
transport delays and instrument response. Calculate the mean of 30
seconds of recorded total NO_X data and record this value as
x_NOxmeas.
(viii) Correct x_NOxmeas to x_NOxdry based upon
the residual water vapor that passed through the chiller at the
chiller's outlet temperature and pressure.
(3) Performance evaluation. If x_NOxdry is less than 95%
of x_NOxref, repair or replace the chiller.
(e) Exceptions. The following exceptions apply:
(1) You may omit this verification if you can show by engineering
analysis that for your NO_X sampling system and your emission
calculations procedures, the chiller always affects your brake-specific
NO_X emission results by less than 0.5% of the applicable
NO_X standard.
(2) You may use a chiller that you determine does not meet this
verification, as long as you try to correct the problem and the
measurement deficiency does not adversely affect your ability to show
that engines comply with all applicable emission standards.
58. Section 1065.378 is amended by revising paragraphs (d) and
(e)(1) to read as follows:

Sec. 1065.378 NO2-to-NO converter conversion verification.

* * * * *
(d) Procedure. Use the following procedure to verify the
performance of a NO₂-to-NO converter:
(1) Instrument setup. Follow the analyzer and NO₂-to-NO
converter manufacturers' start-up and operating instructions. Adjust
the analyzer and converter as needed to optimize performance.
(2) Equipment setup. Connect an ozonator's inlet to a zero-air or
oxygen source and connect its outlet to one port of a three-way tee
fitting. Connect an NO span gas to another port, and connect the
NO₂-to-NO converter inlet to the last port.
(3) Adjustments. Take the following steps to make adjustments:
(i) With the NO₂-to-NO converter in the bypass mode
(i.e., NO mode) and the ozonator off, adjust the NO and zero-gas flows
so the NO concentration at the analyzer is at the peak total
NO_X concentration expected during testing.

[[Page 16138]]

(ii) With the NO₂-to-NO converter still in the bypass
mode, turn on the ozonator and adjust the ozonator so the NO
concentration measured by the analyzer decreases by the same amount as
maximum concentration of NO₂ expected during testing. This
ensures that the ozonator is generating NO₂ at the maximum
concentration expected during testing.
(4) Data collection. Maintain the ozonator adjustment in paragraph
(d)(3) of this section, and keep the NO_X analyzer in the NO
only mode (i.e., bypass the NO₂-to-NO converter).
(i) Allow for stabilization, accounting only for transport delays
and instrument response.
(ii) Calculate the mean of 30 seconds of sampled data from the
analyzer and record this value as x_NOxref.
(iii) Switch the analyzer to the total NO_X mode (that
is, sample with the NO₂-to-NO converter) and allow for
stabilization, accounting only for transport delays and instrument
response.
(iv) Calculate the mean of 30 seconds of sampled data from the
analyzer and record this value as x_NOxmeas.
(v) Turn off the ozonator and allow for stabilization, accounting
only for transport delays and instrument response.
(vi) Calculate the mean of 30 seconds of sampled data from the
analyzer and record this value as x_NOxref.
(5) Performance evaluation. Divide the quantity of
(x_NOxmeas -x_NOref) by the quantity of
(x_NOref -x_NOref). If the result is less than 95%,
repair or replace the NO₂-to-NO converter.
(e) * * *
(1) You may omit this verification if you can show by engineering
analysis that for your NO_X sampling system and your emission
calculations procedures, the converter always affects your brake-
specific NO_X emission results by less than 0.5% of the
applicable NO_X standard.
* * * * *
59. Section 1065.390 is amended by revising paragraphs (d)(8) and
(d)(9) and adding paragraph (d)(10) to read as follows:

Sec. 1065.390 PM balance verifications and weighing process verification.

* * * * *
(d) * * *
(8) Subtract each buoyancy-corrected reference mass from its most
recent previously recorded buoyancy-corrected mass.
(9) You may discard reference PM sample media if you positively
identify a cause for the media's contamination, such as the media
falling onto the floor. In this case, you do not have to include the
contaminated reference media when determining compliance with paragraph
(d)(10) of this section.
(10) If any of the reference masses change by more than that
allowed under this paragraph (d), invalidate all PM results that were
determined between the two times that the reference masses were
determined. If you discarded reference PM sample media according to
paragraph (d)(9) of this section, you must still have at least one
reference mass difference that meets the criteria in this paragraph
(d). Otherwise, you must invalidate all PM results that were determined
between the two times that the reference masses were determined.

Subpart E--[Amended]

60. Section 1065.405 is amended by revising paragraphs (b) and (e)
introductory text to read as follows:

Sec. 1065.405 Test engine preparation and maintenance.

* * * * *
(b) Run the test engine, with all emission control systems
operating, long enough to stabilize emission levels to appropriately
apply deterioration factors. You must use the same stabilization
procedures for all emission-data engines for which you apply the same
deterioration factors so that all low-hour emission-data engines are
consistent with the low-hour engine used to develop the deterioration
factor.
(1) Unless otherwise specified in the standard-setting part, you
may consider emission levels stable without measurement if you
accumulate 12 h of operation for a spark-ignition engine or 125 h for a
compression-ignition engine.
(2) If the engine needs more or less operation to stabilize
emission levels, record your reasons and the methods for doing this,
and give us these records if we ask for them.
(3) You may stabilize emissions from a catalytic exhaust
aftertreatment device by operating it on an engine that is different
from the test engine, but only where it is consistent with good
engineering judgment. You may alternatively stabilize emissions from a
catalytic exhaust aftertreatment device by operating it on an engine-
exhaust simulator if it is allowed in the standard-setting part, or if
we have issued prior guidance, or if we otherwise approve of the use of
an engine-exhaust simulator in advance. This process of stabilizing
emissions from a catalytic exhaust aftertreatment device is often
called ``degreening''. Be sure to consider whether degreening under
this paragraph (b)(3) will adversely affect your ability to develop and
apply appropriate deterioration factors.
* * * * *
(e) If your engine will be used in a vehicle equipped with a
canister for storing evaporative hydrocarbons for eventual combustion
in the engine and the test sequence involves a cold-start or hot-start
duty cycle, attach a canister to the engine before running an emission
test. You may omit using an evaporative canister for any hot-stabilized
duty cycles. You may request to omit using an evaporative canister
during testing if you can show that it would not affect your ability to
show compliance with the applicable emission standards. You do not have
to accumulate engine operation before emission testing with an
installed canister. Prior to an emission test, use the following steps
to attach a canister to your engine:
* * * * *
61. The heading of subpart F is revised to read as follows:

Subpart F--Performing an Emission Test Over Specified Duty Cycles

62. Section 1065.501 is revised to read as follows:

Sec. 1065.501 Overview.

(a) Use the procedures detailed in this subpart to measure engine
emissions over a specified duty cycle. Refer to subpart J of this part
for field test procedures that describe how to measure emissions during
in-use engine operation. This section describes how to:
(1) Map your engine, if applicable, by recording specified speed
and torque data, as measured from the engine's primary output shaft.
(2) Transform normalized duty cycles into reference duty cycles for
your engine by using an engine map.
(3) Prepare your engine, equipment, and measurement instruments for
an emission test.
(4) Perform pre-test procedures to verify proper operation of
certain equipment and analyzers.
(5) Record pre-test data.
(6) Start or restart the engine and sampling systems.
(7) Sample emissions throughout the duty cycle.
(8) Record post-test data.
(9) Perform post-test procedures to verify proper operation of
certain equipment and analyzers.
(10) Weigh PM samples.
(b) An emission test generally consists of measuring emissions and
other parameters while an engine follows one or more duty cycles that
are specified in the standard-setting part. There are two general types
of duty cycles:

[[Page 16139]]

(1) Transient cycles. Transient duty cycles are typically specified
in the standard-setting part as a second-by-second sequence of speed
commands and torque (or power) commands. Operate an engine over a
transient cycle such that the speed and torque of the engine's primary
output shaft follows the target values. Proportionally sample emissions
and other parameters and use the calculations in subpart G of this part
to calculate emissions. Start a transient test according to the
standard-setting part, as follows:
(i) A cold-start transient cycle where you start to measure
emissions just before starting an engine that has not been warmed up.
(ii) A hot-start transient cycle where you start to measure
emissions just before starting a warmed-up engine.
(iii) A hot running transient cycle where you start to measure
emissions after an engine is started, warmed up, and running.
(2) Steady-state cycles. Steady-state duty cycles are typically
specified in the standard-setting part as a list of discrete operating
points (modes or notches), where each operating point and has one value
of a speed command and one value of a torque (or power) command.
Ramped-modal cycles for steady-state testing also list test times for
each mode and ramps of speed and torque to follow between modes. Start
a steady-state cycle as a hot running test, where you start to measure
emissions after an engine is started, warmed up and running. You may
run a steady-state duty cycle as a discrete-mode cycle or a ramped-
modal cycle, as follows:
(i) Discrete-mode cycles. Before emission sampling, stabilize an
engine at the first discrete mode. Sample emissions and other
parameters for that mode and then stop emission sampling. Record mean
values for that mode, and then stabilize the engine at the next mode.
Continue to sample each mode discretely and calculate weighted emission
results according to the standard-setting part.
(ii) Ramped-modal cycles. Perform ramped-modal cycles similar to
the way you would perform transient cycles, except that ramped-modal
cycles involve mostly steady-state engine operation. Perform a ramped-
modal cycle as a sequence of second-by-second speed commands and torque
(or power) commands. Proportionally sample emissions and other
parameters during the cycle and use the calculations in subpart G of
this part to calculate emissions.
(c) Other subparts in this part identify how to select and prepare
an engine for testing (subpart E), how to perform the required engine
service accumulation (subpart E), and how to calculate emission results
(subpart G).
(d) Subpart J of this part describes how to perform field testing.
63. Section 1065.510 is revised to read as follows:

Sec. 1065.510 Engine mapping.

(a) Applicability, scope, and frequency. An engine map is a data
set that consists of a series of paired data points that represent the
maximum brake torque versus engine speed, measured at the engine's
primary output shaft. Map your engine if the standard-setting part
requires engine mapping to generate a duty cycle for your engine
configuration. Map your engine while it is connected to a dynamometer
or other device that can absorb work output from the engine's primary
output shaft according to Sec. 1065.110. Configure any auxiliary work
inputs and outputs such as hybrid, turbo-compounding, or thermoelectric
systems to represent their in-use configurations, and use the same
configuration for emission testing. See Figure 1 of Sec. 1065.210.
This may involve configuring initial states of charge and rates and
times of auxiliary-work inputs and outputs. We recommend that you
contact the Designated Compliance Officer before testing to determine
how you should configure any auxiliary-work inputs and outputs. Use the
most recent engine map to transform a normalized duty cycle from the
standard-setting part to a reference duty cycle specific to your
engine. Normalized duty cycles are specified in the standard-setting
part. You may update an engine map at any time by repeating the engine-
mapping procedure. You must map or re-map an engine before a test if
any of the following apply:
(1) If you have not performed an initial engine map.
(2) If the atmospheric pressure near the engine's air inlet is not
within ±5 kPa of the atmospheric pressure recorded at the
time of the last engine map.
(3) If the engine or emission-control system has undergone changes
that might affect maximum torque performance. This includes changing
the configuration of auxiliary work inputs and outputs.
(4) If you capture an incomplete map on your first attempt or you
do not complete a map within the specified time tolerance. You may
repeat mapping as often as necessary to capture a complete map within
the specified time.
(b) Mapping variable-speed engines. Map variable-speed engines as
follows:
(1) Record the atmospheric pressure.
(2) Warm up the engine by operating it. We recommend operating the
engine at any speed and at approximately 75% of its expected maximum
power. Continue the warm-up until the engine coolant, block, or head
absolute temperature is within ±2% of its mean value for at
least 2 min or until the engine thermostat controls engine temperature.
(3) Operate the engine at its warm idle speed, within manufacturer
tolerances, if specified. Apply a representative amount of torque to
the engine's primary output shaft if nonzero torque at idle speed is
representative of its in-use operation. For example output torque at
idle speed might normally occur if the engine is always coupled to a
device such as a pump or hydrostatic drive that always applies some
amount of nonzero torque at idle. Record at least 30 values of speed and
use the mean of those values as measured idle speed for cycle generation.
(4) Set operator demand to maximum and control engine speed at (95
±1)% of its warm idle speed for at least 15 seconds. For
engines with reference duty cycles whose lowest speed is greater than
warm idle speed, you may start the map at (95 ±1)% of the
lowest reference speed.
(5) Perform one of the following:
(i) For any engine subject only to steady-state duty cycles (i.e.,
discrete-mode or ramped-modal), you may perform an engine map by using
discrete speeds. Select at least 20 evenly spaced setpoints between
warm idle and the highest speed above maximum mapped power at which (50
to 75)% of maximum power occurs. If this highest speed is unsafe or
unrepresentative (e.g., for ungoverned engines), use good engineering
judgment to map up to the maximum safe speed or the maximum
representative speed. At each setpoint, stabilize speed and allow
torque to stabilize. Record the mean speed and torque at each setpoint.
We recommend that you stabilize an engine for at least 15 seconds at
each setpoint and record the mean feedback speed and torque of the last
(4 to 6) seconds. Use linear interpolation to determine intermediate
speeds and torques. Use this series of speeds and torques to generate
the power map as described in paragraph (e) of this section.
(ii) For any variable-speed engine, you may perform an engine map
by using a continuous sweep of speed by continuing to record the mean
feedback speed and torque at 1 Hz or more frequently and increasing
speed at a constant rate such that it takes (4 to 6) min to sweep from
95% of warm idle to the highest speed above maximum

[[Page 16140]]

power at which (50 to 75)% of maximum power occurs. If this highest
speed is unsafe or unrepresentative (e.g., for ungoverned engines), use
good engineering judgment to map up to the maximum safe speed or the
maximum representative speed. Stop recording after you complete the
sweep. From the series of mean speed and maximum torque values, use
linear interpolation to determine intermediate values. Use this series
of speeds and torques to generate the power map as described in
paragraph (e) of this section.
(c) Negative torque mapping. If your engine is subject to a
reference duty cycle that specifies negative torque values (i.e., engine
motoring), generate a motoring map by any of the following procedures:
(1) Multiply the positive torques from your map by -40%. Use linear
interpolation to determine intermediate values.
(2) Map the amount of negative torque required to motor the engine
by repeating paragraph (b) of this section with minimum operator demand.
(3) Determine the amount of negative torque required to motor the
engine at the following two points: at warm idle and at the highest
speed above maximum power at which (50 to 75)% of maximum power occurs.
If this highest speed is unsafe or unrepresentative (e.g., for
ungoverned engines), use good engineering judgment to map up to the
maximum safe speed or the maximum representative speed. Operate the
engine at these two points at minimum operator demand. Use linear
interpolation to determine intermediate values.
(d) Mapping constant-speed engines. For constant-speed engines,
generate a map as follows:
(1) Record the atmospheric pressure.
(2) Warm up the engine by operating it. We recommend operating the
engine at approximately 75% of the engine's expected maximum power.
Continue the warm-up until the engine coolant, block, or head absolute
temperature is within ±2% of its mean value for at least 2
min or until the engine thermostat controls engine temperature.
(3) You may operate the engine with a production constant-speed
governor or simulate a constant-speed governor by controlling engine
speed with an operator demand control system described in Sec.
1065.110. Use either isochronous or speed-droop governor operation, as
appropriate.
(4) With the governor or simulated governor controlling speed using
operator demand, operate the engine at no-load governed speed (at high
speed, not low idle) for at least 15 seconds.
(5) Record at 1 Hz the mean of feedback speed and torque. Use the
dynamometer to increase torque at a constant rate. Unless the standard-
setting part specifies otherwise, complete the map such that it takes
(2 to 4) min to sweep from no-load governed speed to the lowest speed
below maximum mapped power at which the engine develops (85-95)% of
maximum mapped power. You may map your engine to lower speeds. Stop
recording after you complete the sweep. Use this series of speeds and
torques to generate the power map as described in paragraph (e) of this
section.
(e) Power mapping. For all engines, create a power-versus-speed map
by transforming torque and speed values to corresponding power values.
Use the mean values from the recorded map data. Do not use any
interpolated values. Multiply each torque by its corresponding speed
and apply the appropriate conversion factors to arrive at units of
power (kW). Interpolate intermediate power values between these power
values, which were calculated from the recorded map data.
(f) Measured and declared test speeds and torques. You may use test
speeds and torques that you declare instead of measured speeds and
torques if they meet the criteria in this paragraph (f). Otherwise, you
must use speeds and torques derived from the engine map.
(1) Measured speeds and torques. Determine the applicable speeds
and torques according to Sec. 1065.610:
(i) Measured maximum test speed for variable-speed engines.
(ii) Measured maximum test torque for constant-speed engines.
(iii) Measured ``A'', ``B'', and ``C'' speeds for steady-state tests.
(iv) Measured intermediate speed for steady-state tests.
(2) Required declared speeds. You must declare the following speeds:
(i) Warmed-up, low-idle speed for variable-speed engines. Declare
this speed in a way that is representative of in-use operation. For
example, if your engine is typically connected to an automatic
transmission or a hydrostatic transmission, declare this speed at the
idle speed at which your engine operates when the transmission is engaged.
(ii) Warmed-up, no-load, high-idle speed for constant-speed engines.
(3) Optional declared speeds. You may declare an enhanced idle
speed according to Sec. 1065.610. You may use a declared value for any
of the following as long as the declared value is within (97.5 to
102.5)% of its corresponding measured value:
(i) Measured maximum test speed for variable-speed engines.
(ii) Measured intermediate speed for steady-state tests.
(iii) Measured ``A'', ``B'', and ``C'' speeds for steady-state tests.
(4) Declared torques. You may declare an enhanced idle torque
according to Sec. 1065.610. You may declare maximum test torque as
long as it is within (95 to 100)% of the measured value.
(g) Other mapping procedures. You may use other mapping procedures
if you believe the procedures specified in this section are unsafe or
unrepresentative for your engine. Any alternate techniques you use must
satisfy the intent of the specified mapping procedures, which is to
determine the maximum available torque at all engine speeds that occur
during a duty cycle. Identify any deviations from this section's
mapping procedures when you submit data to us.
64. Section 1065.512 is revised to read as follows:

Sec. 1065.512 Duty cycle generation.

(a) Generate duty cycles according to this section if the standard-
setting part requires engine mapping to generate a duty cycle for your
engine configuration. The standard-setting part generally defines
applicable duty cycles in a normalized format. A normalized duty cycle
consists of a sequence of paired values for speed and torque or for
speed and power.
(b) Transform normalized values of speed, torque, and power using
the following conventions:
(1) Engine speed for variable-speed engines. For variable-speed
engines, normalized speed may be expressed as a percentage between idle
speed and maximum test speed, _¦ntest, or speed may be
expressed by referring to a defined speed by name, such as ``warm
idle,'' ``intermediate speed,'' or ``A,'' ``B,'' or ``C'' speed.
Section 1065.610 describes how to transform these normalized values
into a sequence of reference speeds, _¦nref. Note that
the cycle-validation criteria in Sec. 1065.514 allow an engine to
govern itself at its in-use idle speed. This allowance permits you to
test engines with enhanced-idle devices and to simulate the effects of
transmissions such as automatic transmissions. For example, an
enhanced-idle device might be an idle speed value that is normally
commanded only under cold-start conditions to quickly warm up the
engine and aftertreatment devices.
(2) Engine torque for variable-speed engines. For variable-speed
engines,

[[Page 16141]]

normalized torque is expressed as a percentage of the mapped torque at
the corresponding reference speed. Section 1065.610 describes how to
transform normalized torques into a sequence of reference torques,
T_ref. Section 1065.610 also describes under what conditions
you may command T_ref greater than the reference torque you
calculated from a normalized duty cycle. This provision permits you to
command T_ref values representing curb-idle transmission
torque (CITT). For any negative torque commands, command minimum
operator demand and use the dynamometer to control engine speed to the
reference speed. Note that the cycle-validation criteria in Sec.
1065.514 allow an engine to pass cycle statistics for torque for any
data points recorded during negative torque commands. Also, use the
maximum recorded torque at the minimum mapped speed as the maximum
torque for any reference speed at or below the minimum mapped speed.
(3) Engine torque for constant-speed engines. For constant-speed
engines, normalized torque is expressed as a percentage of maximum test
torque, T_test. Section 1065.610 describes how to transform
normalized torques into a sequence of reference torques,
T_ref. Section 1065.610 also describes under what conditions
you may command T_ref greater than 0 Nm when a normalized
duty cycle specifies a 0% torque command.
(4) Engine power. For all engines, normalized power is expressed as
a percentage of mapped power at maximum test speed,
_¦ntest. Section 1065.610 describes how to transform
these normalized values into a sequence of reference powers,
P_ref. Convert these reference powers to reference speeds and
torques for operator demand and dynamometer control.
(c) For variable-speed engines, command reference speeds and
torques sequentially to perform a duty cycle. Issue speed and torque
commands at a frequency of at least 5 Hz for transient cycles and at
least 1 Hz for steady-state cycles (i.e., discrete-mode and ramped-
modal). Linearly interpolate between the 1 Hz reference values
specified in the standard-setting part to determine more frequently
issued reference speeds and torques. During an emission test, record
the reference speeds and torques and the feedback speeds and torques at
the same frequency. Use these recorded values to calculate cycle-
validation statistics and total work.
(d) For constant-speed engines, operate the engine with the same
production governor you used to map the engine in Sec. 1065.510 or
simulate the in-use operation of a governor the same way you simulated
it to map the engine in Sec. 1065.510. Command reference torque values
sequentially to perform a duty cycle. Issue torque commands at a
frequency of at least 5 Hz for transient cycles and at least 1 Hz for
steady-state cycles (i.e., discrete-mode, ramped-modal). Linearly
interpolate between the 1 Hz reference values specified in the
standard-setting part to determine more frequently issued reference
torque values. During an emission test, record the reference torques
and the feedback speeds and torques at the same frequency. Use these
recorded values to calculate cycle-validation statistics and total work.
(e) You may perform practice duty cycles with the test engine to
optimize operator demand and dynamometer controls to meet the cycle-
validation criteria specified in Sec. 1065.514.
65. Section 1065.514 is revised to read as follows:

Sec. 1065.514 Cycle-validation criteria for operation over specified
duty cycles.

Validate the execution of your duty cycle according to this section
unless the standard-setting part specifies otherwise. This section
describes how to determine if the engine's operation during the test
adequately matched the reference duty cycle. This section applies only
to speed, torque, and power from the engine's primary output shaft.
Other work inputs and outputs are not subject to cycle-validation
criteria. For any data required in this section, use the duty cycle
reference and feedback values that you recorded during a test interval.
(a) Testing performed by EPA. Our tests must meet the
specifications of paragraph (g) of this section, unless we determine
that failing to meet the specifications is related to engine
performance rather than to shortcomings of the dynamometer or other
laboratory equipment.
(b) Testing performed by manufacturers. Emission tests that meet
the specifications of paragraph (g) of this section satisfy the
standard-setting part's requirements for duty cycles. You may ask to
use a dynamometer or other laboratory equipment that cannot meet those
specifications. We will approve your request as long as using the
alternate equipment does not adversely affect your ability to show
compliance with the applicable emission standards.
(c) Time-alignment. Because time lag between feedback values and
the reference values may bias cycle-validation results, you may advance
or delay the entire sequence of feedback engine speed and/or torque
pairs to synchronize them with the reference sequence.
(d) Omitting additional points. Besides engine cranking, you may
omit additional points from cycle-validation statistics as described in
the following table:

Table 1 of Sec. 1065.514.--Permissible Criteria for Omitting Points
From Duty-Cycle Regression Statistics
------------------------------------------------------------------------
When operator demand is at its you may omit . .
. . . . if . . .
------------------------------------------------------------------------
For reference duty cycles that are specified in terms of speed and
torque (fnref, Tref)
------------------------------------------------------------------------
minimum....................... power and torque. Tref < 0% (motoring).
minimum....................... power and speed.. fnref = 0% (idle
speed) and Tref = 0%
(idle torque) and
Tref - (2% [middot]
Tmax mapped) < T <
Tref + (2% [middot]
Tmax mapped).
minimum....................... power and either fn > fnref or T >
torque or speed. Tref but not if fn >
fnref and T > Tref.
maximum....................... power and either fn < fnref or T <
torque or speed. Tref but not if fn <
fnref and T < Tref.
------------------------------------------------------------------------
For reference duty cycles that are specified in terms of speed and power
(fnref, Pref)
------------------------------------------------------------------------
minimum...................... power and torque. Pref < 0% (motoring).
minimum...................... power and speed.. fnref = 0% (idle
speed) and Pref = 0%
(idle power) and
Pref - (2% [middot]
Pmax mapped) < P <
Pref + (2 % [middot]
Pmax mapped).
minimum....................... power and either fn > fnref or P >
torque or speed. Pref but not if fn >
fnref and P > Pref.

[[Page 16142]]

maximum....................... power and either fn < fnref or P <
torque or speed. Pref but not if fn <
fref and P < Pref.
------------------------------------------------------------------------

(e) Statistical parameters. Use the remaining points to calculate
regression statistics described in Sec. 1065.602. Round calculated
regression statistics to the same number of significant digits as the
criteria to which they are compared. Refer to Table 2 of Sec. 1065.514
for the default criteria and refer to the standard-setting part to
determine if there are other criteria for your engine. Calculate the
following regression statistics:
(1) Slopes for feedback speed, a_1fn, feedback torque,
a_1T, and feedback power a_1P.
(2) Intercepts for feedback speed, a_0fn, feedback
torque, a_0T, and feedback power a_0P.
(3) Standard estimates of error for feedback speed,
SEE_fn, feedback torque, SEE_T, and feedback power
SEE_P.
(4) Coefficients of determination for feedback speed,
r2_fn, feedback torque, r2_T,
and feedback power r2_P.
(f) Cycle-validation criteria. Unless the standard-setting part
specifies otherwise, use the following criteria to validate a duty cycle:
(1) For variable-speed engines, apply all the statistical criteria
in Table 2 of this section.
(2) For constant-speed engines, apply only the statistical criteria
for torque in Table 2 of this section.

Table 2 of Sec. 1065.514.--Default Statistical Criteria for Validating Duty Cycles
----------------------------------------------------------------------------------------------------------------
Parameter Speed Torque Power
----------------------------------------------------------------------------------------------------------------
Slope, a1............................ 0.950 < = a1 < = 1.030... 0.830 < = a1 < = 1.030... 0.830 < = a1 < = 1.030.
Absolute value of intercept, < = 10% of warm idle.... < = 2.0% of maximum < = 2.0% of maximum
[bond]a0[bond]. mapped torque. mapped power.
Standard error of estimate, SEE...... < = 5.0% of maximum test < = 10% of maximum < = 10% of maximum
speed. mapped torque. mapped power.
Coefficient of determination, r2..... >= 0.970............... >= 0.850............... >= 0.910.
----------------------------------------------------------------------------------------------------------------

66. Section 1065.520 is amended by revising paragraphs (b), (f)(1),
(g) introductory text, and (g)(7)(iii) to read as follows:

Sec. 1065.520 Pre-test verification procedures and pre-test data
collection.

* * * * *
(b) Unless the standard-setting part specifies different
tolerances, verify that ambient conditions are within the following
tolerances before the test:
(1) Ambient temperature of (20 to 30) [deg]C.
(2) Intake air temperature of (20 to 30) [deg]C upstream of all
engine components.
(3) Atmospheric pressure of (80.000 to 103.325) kPa and within
±5% of the value recorded at the time of the last engine map.
(4) Dilution air conditions as specified in Sec. 1065.140.
* * * * *
(f) * * *
(1) Start the engine and use good engineering judgment to bring it
to one of the following:
(i) 100% torque at any speed above its peak-torque speed.
(ii) 100% operator demand.
* * * * *
(g) After the last practice or preconditioning cycle before an
emission test, verify the amount of nonmethane contamination in the
exhaust and background HC sampling systems. You may omit verifying the
contamination of a background HC sampling system if its contamination
was verified within ten days before testing. For any NMHC measurement
system that involves separately measuring methane and subtracting it
from a THC measurement, verify the amount of HC contamination using
only the THC analyzer response. There is no need to operate any
separate methane analyzer for this verification. Perform this
verification as follows:
* * * * *
(7) * * *
(iii) 2 [mu]mol/mol.
* * * * *
67. Section 1065.525 is revised to read as follows:

Sec. 1065.525 Engine starting, restarting, optional repeating of void
discrete modes and shutdown.

(a) Start the engine using one of the following methods:
(1) Start the engine as recommended in the owners manual using a
production starter motor or air-start system and either an adequately
charged battery, a suitable power supply, or a suitable compressed air
source.
(2) Use the dynamometer to start the engine. To do this, motor the
engine within ±25% of its typical in-use cranking speed.
Stop cranking within 1 second of starting the engine.
(b) If the engine does not start after 15 seconds of cranking, stop
cranking and determine why the engine failed to start, unless the
owners manual or the service-repair manual describes the longer
cranking time as normal.
(c) Respond to engine stalling with the following steps:
(1) If the engine stalls during warm-up before emission sampling
begins, restart the engine and continue warm-up.
(2) If the engine stalls during preconditioning before emission
sampling begins, restart the engine and restart the preconditioning
sequence.
(3) If the engine stalls at any time after emission sampling begins
for a transient test or ramped-modal cycle test, the test is void.
(4) Except as described in paragraph (d) of this section, void the
test if the engine stalls at any time after emission sampling begins.
(d) If emission sampling is interrupted during one of the modes of
a discrete-mode test, you may void the results only for that individual
mode and perform the following steps to continue the test:
(i) If the engine has stalled, restart the engine.
(ii) Use good engineering judgment to restart the test sequence
using the appropriate steps in Sec. 1065.530(b).
(iii) Precondition the engine by operating at the previous mode for

[[Page 16143]]

approximately the same amount of time it operated at that mode for the
last emission measurement.
(iv) Advance to the mode at which the engine stalled and continue
with the duty cycle as specified in the standard-setting part.
(v) Complete the remainder of the test according to the
requirements in this subpart.
(e) Shut down the engine according to the manufacturer's specifications.
68. Section 1065.530 is revised to read as follows:

Sec. 1065.530 Emission test sequence.

(a) Time the start of testing as follows:
(1) Perform one of the following if you precondition sampling
systems as described in Sec. 1065.520(f):
(i) For cold-start duty cycles, shut down the engine. Unless the
standard-setting part specifies that you may only perform a natural
engine cooldown, you may perform a forced engine cooldown. Use good
engineering judgment to set up systems to send cooling air across the
engine, to send cool oil through the engine lubrication system, to
remove heat from coolant through the engine cooling system, and to
remove heat from any exhaust aftertreatment systems. In the case of a
forced aftertreatment cooldown, good engineering judgment would
indicate that you not start flowing cooling air until the
aftertreatment system has cooled below its catalytic activation
temperature. For platinum-group metal catalysts, this temperature is
about 200 [deg]C. Once the aftertreatment system has naturally cooled
below its catalytic activation temperature, good engineering judgment
would indicate that you use clean air with a temperature of at least 15
[deg]C, and direct the air through the aftertreatment system in the
normal direction of exhaust flow. Do not use any cooling procedure that
results in unrepresentative emissions (see Sec. 1065.10(c)(1)). You
may start a cold-start duty cycle when the temperatures of an engine's
lubricant, coolant, and aftertreatment systems are all between (20 and
30) [deg]C.
(ii) For hot-start emission measurements, shut down the engine.
Start the hot-start duty cycle as specified in the standard-setting part.
(iii) For testing that involves hot-stabilized emission
measurements, such as any steady-state testing, you may continue to
operate the engine at maximum test speed and 100% torque if that is the
first operating point. Otherwise, operate the engine at warm idle or the
first operating point of the duty cycle. In any case, start the emission
test within 10 min after you complete the preconditioning procedure.
(2) If you do not precondition sampling systems, perform one of the
following:
(i) For cold-start duty cycles, prepare the engine according to
paragraph (a)(1)(i) of this section.
(ii) For hot-start emission measurements, first operate the engine
at any speed above peak-torque speed and at (65 to 85)% of maximum
mapped power until either the engine coolant, block, or head absolute
temperature is within ±2% of its mean value for at least 2
min or until the engine thermostat controls engine temperature. Shut
down the engine. Start the duty cycle within 20 min of engine shutdown.
(iii) For testing that involves hot-stabilized emission
measurements, bring the engine either to warm idle or the first
operating point of the duty cycle. Start the test within 10 min of
achieving temperature stability. Determine temperature stability either
as the point at which the engine coolant, block, or head absolute
temperature is within ±2% of its mean value for at least 2
min, or as the point at which the engine thermostat controls engine
temperature.
(b) Take the following steps before emission sampling begins:
(1) For batch sampling, connect clean storage media, such as
evacuated bags or tare-weighed filters.
(2) Start all measurement instruments according to the instrument
manufacturer's instructions and using good engineering judgment.
(3) Start dilution systems, sample pumps, cooling fans, and the
data-collection system.
(4) Pre-heat or pre-cool heat exchangers in the sampling system to
within their operating temperature tolerances for a test.
(5) Allow heated or cooled components such as sample lines,
filters, chillers, and pumps to stabilize at their operating temperatures.
(6) Verify that there are no significant vacuum-side leaks
according to Sec. 1065.345.
(7) Adjust the sample flow rates to desired levels, using bypass
flow, if desired.
(8) Zero or re-zero any electronic integrating devices, before the
start of any test interval.
(9) Select gas analyzer ranges. You may automatically or manually
switch gas analyzer ranges during a test only if switching is performed
by changing the span over which the digital resolution of the
instrument is applied. During a test you may not switch the gains of an
analyzer's analog operational amplifier(s).
(10) Zero and span all continuous analyzers using NIST-traceable
gases that meet the specifications of Sec. 1065.750. Span FID
analyzers on a carbon number basis of one (1), C₁. For
example, if you use a C₃H₈ span gas of
concentration 200 [mu]mol/mol, span the FID to respond with a value of
600 [mu]mol/mol. Span FID analyzers consistently with the determination
of their respective response factors, RF, and penetration fractions,
PF, according to Sec. 1065.365.
(11) We recommend that you verify gas analyzer responses after
zeroing and spanning by sampling a calibration gas that has a
concentration near one-half of the span gas concentration. Based on the
results and good engineering judgment, you may decide whether or not to
re-zero, re-span, or re-calibrate a gas analyzer before starting a test.
(12) If you correct for dilution air background concentrations of
engine exhaust constituents, start measuring and recording background
concentrations.
(13) Drain any condensate from the intake air system and close any
intake air condensate drains that are not normally open during in-use
operation.
(c) Start testing as follows:
(1) If an engine is already running and warmed up, and starting is
not part of the duty cycle, perform the following for the various duty
cycles:
(i) Transient and steady-state ramped-modal cycles. Simultaneously
start running the duty cycle, sampling exhaust gases, recording data,
and integrating measured values.
(ii) Steady-state discrete-mode cycles. Control the engine
operation to match the first mode in the test cycle. This will require
controlling engine speed and load, engine load, or other operator
demand settings, as specified in the standard-setting part. Follow the
instructions in the standard-setting part to determine how long to
stabilize engine operation at each mode, how long to sample emissions
at each mode, and how to transition between modes.
(2) If engine starting is part of the duty cycle, initiate data
logging, sampling of exhaust gases, and integrating measured values
before attempting to start the engine. Initiate the duty cycle when the
engine starts.
(d) At the end of each test interval, continue to operate all
sampling and dilution systems to allow the sampling system's response
time to elapse. Then stop all sampling and recording, including the
recording of background samples. Finally, stop any integrating devices
and indicate the end of the duty cycle in the recorded data.

[[Page 16144]]

(e) Shut down the engine if you have completed testing or if it is
part of the duty cycle.
(f) If testing involves another duty cycle after a soak period with
the engine off, start a timer when the engine shuts down, and repeat
the steps in paragraphs (b) through (e) of this section as needed.
(g) Take the following steps after emission sampling is complete:
(1) For any proportional batch sample, such as a bag sample or PM
sample, verify that proportional sampling was maintained according to
Sec. 1065.545. Void any samples that did not maintain proportional
sampling according to Sec. 1065.545.
(2) Place any used PM samples into covered or sealed containers and
return them to the PM-stabilization environment. Follow the PM sample
post-conditioning and total weighing procedures in Sec. 1065.595.
(3) As soon as practical after the duty cycle is complete but no
later than 30 minutes after the duty cycle is complete, perform the
following:
(i) Zero and span all batch gas analyzers.
(ii) Analyze any gaseous batch samples, including background samples.
(4) After quantifying exhaust gases, verify drift as follows:
(i) For batch and continuous gas anlyzers, record the mean analyzer
value after stabilizing a zero gas to the analyzer. Stabilization may
include time to purge the analyzer of any sample gas, plus any
additional time to account for analyzer response.
(ii) Record the mean analyzer value after stabilizing the span gas
to the analyzer. Stabilization may include time to purge the analyzer
of any sample gas, plus any additional time to account for analyzer
response.
(iii) Use these data to validate and correct for drift as described
in Sec. 1065.550.
(h) Unless the standard-setting part specifies otherwise, determine
whether or not the test meets the cycle-validation criteria in Sec.
1065.514.
(1) If the criteria void the test, you may retest using the same
denormalized duty cycle, or you may re-map the engine, denormalize the
reference duty cycle based on the new map and retest the engine using
the new denormalized duty cycle.
(2) If the criteria void the test for a constant-speed engine only
during commands of maximum test torque, you may do the following:
(i) Determine the first and last feedback speeds at which maximum
test torque was commanded.
(ii) If the last speed is greater than or equal to 90% of the first
speed, the test is void. You may retest using the same denormalized
duty cycle, or you may re-map the engine, denormalize the reference
duty cycle based on the new map and retest the engine using the new
denormalized duty cycle.
(iii) If the last speed is less than 90% of the first speed, reduce
maximum test torque by 5%, and proceed as follows:
(A) Denormalize the entire duty cycle based on the reduced maximum
test torque according to Sec. 1065.512.
(B) Retest the engine using the denormalized test cycle that is
based on the reduced maximum test torque.
(C) If your engine still fails the cycle criteria, reduce the
maximum test torque by another 5% of the original maximum test torque.
(D) If your engine fails after repeating this procedure four times,
such that your engine still fails after you have reduced the maximum
test torque by 20% of the original maximum test torque, notify us and
we will consider specifying a more appropriate duty cycle for your
engine under the provisions of Sec. 1065.10(c).
69. Section 1065.545 is amended by revising paragraph (b)(2) to
read as follows:

Sec. 1065.545 Validation of proportional flow control for batch sampling.

* * * * *
(b) * * *
(2) Positive-displacement pump option. You may use the 1 Hz (or
more frequently) recorded pump-inlet conditions. Demonstrate that the
flow density at the pump inlet was constant within ±2.5% of
the mean or target density over each test interval. For a CVS pump, you
may demonstrate this by showing that the absolute temperature at the
pump inlet was constant within ±2% of the mean or target
absolute temperature over each test interval.
* * * * *
70. Section 1065.550 is revised to read as follows:

Sec. 1065.550 Gas analyzer range validation, drift validation, and
drift correction.

(a) Range validation. If an analyzer operated above 100% of its
range at any time during the test, perform the following steps:
(1) For batch sampling, re-analyze the sample using the lowest
analyzer range that results in a maximum instrument response below
100%. Report the result from the lowest range from which the analyzer
operates below 100% of its range.
(2) For continuous sampling, repeat the entire test using the next
higher analyzer range. If the analyzer again operates above 100% of its
range, repeat the test using the next higher range. Continue to repeat
the test until the analyzer always operates at less than 100% of its range.
(b) Drift validation and drift correction. Calculate two sets of
brake-specific emission results. Calculate one set using the data
before drift correction and calculate the other set after correcting
all the data for drift according to Sec. 1065.672. Use the two sets of
brake-specific emission results as follows:
(1) If the difference between the corrected and uncorrected brake-
specific emissions are within ±4% of the uncorrected results
or within ±4% of the applicable standard for all regulated
emissions, the test is validated for drift. If not, the entire test is void.
(2) If the test is validated for drift, you must use only the
drift-corrected emission results when reporting emissions, unless you
demonstrate to us that using the drift-corrected results adversely
affects your ability to demonstrate that your engine complies with the
applicable standards.
71. Section 1065.590 is amended by revising paragraph (j)(9) to
read as follows:

Sec. 1065.590 PM sample preconditioning and tare weighing.

* * * * *
(j) * * *
(9) Once weighing is completed, follow the instructions given in
paragraphs (g) through (i) of this section.
72. Section 1065.595 is amended by revising paragraph (e) to read
as follows:

Sec. 1065.595 PM sample post-conditioning and total weighing.

* * * * *
(e) To stabilize PM samples, place them in one or more containers
that are open to the PM-stabilization environment, which is described
in Sec. 1065.190. A PM sample is stabilized as long as it has been in
the PM-stabilization environment for one of the following durations,
during which the stabilization environment has been within the
specifications of Sec. 1065.190:
(1) If you expect that a filter's total surface concentration of PM
will be greater than about 0.5 [mu]g/mm2, expose the filter
to the stabilization environment for at least 60 minutes before weighing.
(2) If you expect that a filter's total surface concentration of PM
will be less than about 0.5 [mu]g/mm2, expose the filter to
the stabilization environment for at least 30 minutes before weighing.
(3) If you are unsure of a filter s total surface concentration of
PM, expose the filter to the stabilization environment for at least 60
minutes before weighing.

[[Page 16145]]

(4) Note that 0.5 [mu]g/mm2 is approximately equal to
567 [mu]g of net PM mass on a PM filter with a 38 mm diameter stain
area. It is also an approximate surface concentration at 0.07 g/
kW[middot]hr for a hot-start test with compression-ignition engines
tested according to 40 CFR part 86, subpart N, or 50 mg/mile for a
light-duty vehicle tested according to 40 CFR part 86, subpart B.
* * * * *

Subpart G--[Amended]

73. Section 1065.610 is amended by revising paragraph (b)(1) before
the equation to read as follows:

Sec. 1065.610 Duty cycle generation.

* * * * *
(b) Maximum test torque, Ttest. For constant-speed engines,
determine the measured T_test from the power-versus-speed
map, generated according to Sec. 1065.510, as follows:
(1) Based on the map, determine maximum power, P_max, and
the speed at which maximum power occurs, f_nPmax. Divide
every recorded power by P_max and divide every recorded speed
by f_nPmax. The result is a normalized power-versus-speed
map. Your measured T_test is the torque at which the sum of
the squares of normalized speed and power is maximum, as follows:
74. Section 1065.642 is amended as follows:
a. By revising the reference ``Eq. 1065.640-4'' to read ``Eq.
1065.640-5''.
b. By revising the reference ``Eq. 1065.640-5'' in paragraph (b) to
read ``Eq. 1065.640-6''.
c. By revising the reference ``Eq. 1065.640-6'' in paragraph (b) to
read ``Eq. 1065.640-7''.
75. Section 1065.650 is amended by revising the reference to
``1065.650-5'' in paragraph (e)(4) to be ``Eq. 1065.650-5'' and adding
Equation 1065.650-5 after Equation 1065.650-4 in paragraph (b)(2)(i) to
read as follows:

Sec. 1065.650 Emission calculations.

* * * * *
(b) * * *
(2) * * *
(i) * * *

Where:

[Delta]t = 1/f_record Eq. 1065.650-5
* * * * *
76. Section 1065.655 is amended by revising paragraphs (c)
introductory text and (d)(1)(ii) to read as follows:

Sec. 1065.655 Chemical balances of fuel, intake air, and exhaust.

* * * * *
(c) Chemical balance procedure. The calculations for a chemical
balance involve a system of equations that require iteration. We
recommend using a computer to solve this system of equations. You must
guess the initial values of up to three quantities: the amount of water
in the measured flow, x_H2O, fraction of dilution air in
diluted exhaust, x_dil, and the amount of products on a
C₁ basis per dry mole of dry measured flow,
x_Cproddry. For each emission concentration, x, and amount of
water, x_H2O, you must determine their completely dry
concentrations, x_dry and x_H2Odry. You must also
use your fuel's atomic hydrogen-to-carbon ratio, a, and oxygen-
to-carbon ratio, b. For your fuel, you may measure a and
b or you may use the default values in Table 1 of Sec. 1065.650.
Use the following steps to complete a chemical balance:
* * * * *
(d) * * *
(1) * * *
(ii) During emission testing you route open crankcase flow to the
exhaust according to Sec. 1065.130(i).
* * * * *

Subpart H--[Amended]

77. Section 1065.701 is amended by revising paragraphs (c)
introductory text and (e) to read as follows:

Sec. 1065.701 General requirements for test fuels.

* * * * *
(c) Fuels not specified in this subpart. If you produce engines
that run on a type of fuel (or mixture of fuels) that we do not specify
in this subpart, you must get our written approval to establish the
appropriate test fuel. See the standard-setting part for provisions
related to fuels not specified in this subpart. We will generally allow
you to use the fuel if you show us all the following things are true:
(1) Show that this type of fuel is commercially available.
(2) Show that your engines will use only the designated fuel in service.
(3) Show that operating the engines on the fuel we specify would
unrepresentatively increase emissions or decrease durability.
* * * * *
(e) Service accumulation and field testing fuels. If we do not
specify a service-accumulation or field-testing fuel in the standard-
setting part, use an appropriate commercially available fuel such as
those meeting minimum specifications from the following table:

Table 1 of Sec. 1065.701.--Examples of Service-Accumulation and Field-Testing Fuels
----------------------------------------------------------------------------------------------------------------
Fuel category Subcategory Reference procedure \1\
----------------------------------------------------------------------------------------------------------------
Diesel............................... Light distillate and light ASTM D975-04c
blends with residual.
Middle distillate............ ASTM D6751-03a
Biodiesel (B100)............. ASTM D6985-04a
Intermediate and residual fuel....... All.......................... See Sec. 1065.705
Gasoline............................. Motor vehicle gasoline....... ASTM D4814-04b
Minor oxygenated gasoline ASTM D4814-04b
blends.
Alcohol.............................. Ethanol (Ed75-85)............ ASTM D5798-99
Methanol (M70-M85)........... ASTM D5797-96
Aviation fuel........................ Aviation gasoline............ ASTM D910-04a
Gas turbine.................. ASTM D1655-04a
Jet B wide cut............... ASTM D6615-04a
Gas turbine fuel..................... General...................... ASTM D2880-03
----------------------------------------------------------------------------------------------------------------
\1\ ASTM specifications are incorporated by reference in Sec. 1065.1010.

78. Section 1065.703 is amended by revising Table 1 to read as follows:

Sec. 1065.703 Distillate diesel fuel.

* * * * *

[[Page 16146]]

Table 1 of Sec. 1065.703.--Test Fuel Specifications for Distillate Diesel Fuel
--------------------------------------------------------------------------------------------------------------------------------------------------------
Ultra low
Item Units sulfur Low sulfur High sulfur Reference procedure \1\
--------------------------------------------------------------------------------------------------------------------------------------------------------
Cetane Number.......................... ........................... 40-50 40-50 40-50 ASTM D 613-03b
Distillation range..................... [deg]C.....................
Initial boiling point.............. ........................... 171-204 171-204 171-204 ASTM D 86-04b
10 pct. point...................... ........................... 204-238 204-238 204-238
50 pct. point...................... ........................... 243-282 243-282 243-282
90 pct. point...................... ........................... 293-332 293-332 293-332
Endpoint........................... ........................... 321-366 321-366 321-366
Gravity............................ [deg]API................... 32-37 32-37 32-37 ASTM D 287-92
Total sulfur....................... mg/kg...................... 7-15 300-500 2000-4000 ASTM D 2622-03
Aromatics, min. (Remainder shall be g/kg....................... 100 100 100 ASTM D 5186-03
paraffins, naphthalenes, and
olefins).
Flashpoint, min........................ [deg]C..................... 54 54 54 ASTM D 93-02a
Kinematic Viscosity.................... cSt........................ 2.0-3.2 2.0-3.2 2.0-3.2 ASTM D 445-04
--------------------------------------------------------------------------------------------------------------------------------------------------------
\1\ ASTM procedures are incorporated by reference in Sec. 1065.1010. See Sec. 1065.701(d) for other allowed procedures.

79. Section 1065.705 is revised to read as follows:

Sec. 1065.705 Residual and intermediate residual fuel.

This section describes the specifications for fuels meeting the
definition of residual fuel in 40 CFR 80.2, including fuels marketed as
intermediate fuel. Residual fuels for service accumulation and any
testing must meet the following specifications:
(a) The fuel must be a commercially available fuel that is
representative of the fuel that will be used by the engine in actual use.
(b) The fuel must meet the specifications for one of the categories
in the following table:

Table 1 of Sec. 1065.705.--Service Accumulation and Test Fuel Specifications for Residual Fuel
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Category ISO-F-
Characteristic Unit ---------------------------------------------------------------------------------------------------- Test method reference \1\
RMA 30 RMB 30 RMD 80 RME 180 RMF 180 RMG 380 RMH 380 RMK 380 RMH 700 RMK 700
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Density at 15 [deg]C, max.............. kg/m\3\................. 960.0 975.0 980.0 991.0
991.0 1010.0 991.0 1010.0 ISO 3675
or ISO
12185:
1996/Cor
1:2001
(see
also ISO
8217:200
5(E)
7.1).
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Kinematic viscosity at 50 [deg]C, max.. cSt..................... 30.0 80.0 180.0
380.0
700.0 ISO
3104:199
4/Cor
1:1997.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Flash point, min....................... [deg]C.................. 60 60 60
60
60 ISO 2719
(see
also ISO
8217:200
5(E)
7.2).
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Pour point (upper) Winter quality, max. [deg]C.................. 0 24 30 30
30
30 ISO
3016.
Summer quality, max.................... ........................ 6 24 30 30
30
30 ISO
3016.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Carbon residue, max.................... (kg/kg)%................ 10 14 15 20 18 22 22 ISO 10370:1993/Cor
1:1996.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Ash, max............................... (kg/kg)%................ 0.10 0.10 0.10 0.15 0.15
0.15 ISO
6245.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Water, max............................. (m\3\/m\3\)%............ 0.5 0.5 0.5
0.5
0.5 ISO
3733.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Sulfur, max............................ (kg/kg)%................ 3.50 4.00 4.50
4.50
4.50 ISO 8754
or ISO
14596:
1998/Cor
1:1999
(see
also ISO
8217:200
5(E)
7.3).
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Vanadium, max.......................... mg/kg................... 150 350 200 500 300 600 600 ISO 14597 or IP 501 or IP
470 (see also ISO
8217:2005(E) 7.8).
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Total sediment potential, max.......... (kg/kg)%................ 0.10 0.10 0.10
0.10
0.10 ISO
10307-2
(see
also ISO
8217:200
5(E)
7.6).
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Aluminium plus silicon, max............ mg/kg................... 80 80 80
80
80 ISO
10478 or
IP 501
or IP
470 (see
also ISO
8217:200
5(E)
7.9).
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Used lubricating oil (ULO), max........ mg/kg................... Fuel shall be free of ULO. We consider a fuel to be free of ULO if one or more of the elements
zinc, phosphorus, or calcium is at or below the specified limits. We consider a fuel to contain
ULO if all three elements exceed the specified limits.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Zinc................................... ........................ 15 IP 501 or IP 470 (see ISO
8217:2005(E) 7.7).

[[Page 16147]]

Phosphorus............................. ........................ 15 IP 501 or IP 500 (see ISO
8217:2005(E) 7.7).
Calcium................................ ........................ 30 IP 501 or IP 470 (see ISO
8217:2005(E) 7.7).
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
\1\ ISO procedures are incorporated by reference in Sec. 1065.1010. See Sec. 1065.701(d) for other allowed procedures.

80. Section 1065.710 is amended by revising Table 1 to read as follows:

Sec. 1065.710 Gasoline.

* * * * *

Table 1 of Sec. 1065.710.--Test Fuel Specifications for Gasoline
--------------------------------------------------------------------------------------------------------------------------------------------------------
Low-temperature
Item Units General testing testing Reference procedure \1\
--------------------------------------------------------------------------------------------------------------------------------------------------------
Distillation Range.................. [deg]C.................
Initial boiling point........... ....................... 24-35 2................ 24-36................. ASTM D 86-04b
10% point....................... ....................... 49-57.................. 37-48.................
50% point....................... ....................... 93-110................. 82-101................ ........................................
90% point....................... ....................... 149-163................ 158-174............... ........................................
End point....................... ....................... Maximum, 213........... Maximum, 212.......... ........................................
Hydrocarbon composition:............ m \3\/m \3\............
Olefins............................. ....................... Maximum, 0.10.......... Maximum 0.175......... ASTM D 1319-03
Aromatics........................... ....................... Maximum, 0.35.......... Maximum, 0.304........
Saturates........................... ....................... Remainder.............. Remainder.............
Lead (organics)..................... g/liter................ Maximum, 0.013......... Maximum, 0.013........ ASTM D 3237-02
Phosphorous......................... g/liter................ Maximum, 0.0013........ Maximum, 0.005........ ASTM D 3231-02
Total sulfur........................ mg/kg.................. Maximum, 80............ Maximum, 80........... ASTM D 1266-98
Volatility (Reid Vapor Pressure).... kPa.................... 60.0-63.4\2\ \3\....... 77.2-81.4............. ASTM D 323-99a
--------------------------------------------------------------------------------------------------------------------------------------------------------
\1\ ASTM procedures are incorporated by reference in Sec. 1065.1010. See Sec. 1065.701(d) for other allowed procedures.
\2\ For testing at altitudes above 1 219 m, the specified volatility range is (52.0 to 55.2) kPa and the specified initial boiling point range is (23.9
to 40.6 [deg]C.
\3\ For testing unrelated to evaporative emissions, the specified range is (55.2 to 63.4) kPa.

81. Section 1065.715 is revised to read as follows:

Sec. 1065.715 Natural gas.

(a) Except as specified in paragraph (b) of this section, natural
gas for testing must meet the specifications in the following table:

Table 1 of Sec. 1065.715.--Test Fuel Specifications for Natural Gas
------------------------------------------------------------------------
Item Value \1\ (mol/mol)
------------------------------------------------------------------------
Methane, CH4........................... Minimum, 0.87.
Ethane, C2H6........................... Maximum, 0.055.
Propane, C3H8.......................... Maximum, 0.012.
Butane, C4H10.......................... Maximum, 0.0035.
Pentane, C5H12......................... Maximum, 0.0013.
C6 and higher.......................... Maximum, 0.001.
Oxygen................................. Maximum, 0.001.
Inert gases (sum of CO2 and N2)........ Maximum, 0.051.
------------------------------------------------------------------------
\1\ All parameters are based on the reference procedures in ASTM D 1945-
03 (incorporated by reference in Sec. 1065.1010). See Sec.
1065.710(d) for other allowed procedures.

(b) In certain cases you may use test fuel not meeting the
specifications in paragraph (a) of this section, as follows:
(1) You may use fuel that your in-use engines normally use, such as
pipeline natural gas.
(2) You may use fuel meeting alternate specifications if the
standard-setting part allows it.
(3) You may ask for approval to use fuel that does not meet the
specifications in paragraph (a) of this section, but only if using the
fuel would not adversely affect your ability to demonstrate compliance
with the applicable standards.
(c) When we conduct testing using natural gas, we will use fuel
that meets the specifications in paragraph (a) of this section.
(d) At ambient conditions, natural gas must have a distinctive odor
detectable down to a concentration in air not more than one-fifth the
lower flammable limit.
82. Section 1065.720 is revised to read as follows:

Sec. 1065.720 Liquefied petroleum gas.

(a) Except as specified in paragraph (b) of this section, liquefied
petroleum gas for testing must meet the specifications in the following
table:

Table 1 of Sec. 1065.720.--Test Fuel Specifications for Liquefied Petroleum Gas
----------------------------------------------------------------------------------------------------------------
Item Value Reference Procedure \1\
----------------------------------------------------------------------------------------------------------------
Propane, C3H8.......................... Minimum, 0.85 m3/m3....... ASTM D 2163-91

[[Page 16148]]

Vapor pressure at 38[deg]C............. Maximum, 1400 kPa......... ASTM D 1267-02 or 2598-022
Volatility residue (evaporated Maximum, -38[deg]C........ ASTM D 1837-02a
temperature, 35 [deg]C).
Butanes................................ Maximum, 0.05 m3/m3....... ASTM D 2163-91
Butenes................................ Maximum, 0.02 m3/m3....... ASTM D 2163-91
Pentenes and heavier................... Maximum, 0.005 m3/m3...... ASTM D 2163-91
Propene................................ Maximum, 0.1 m3/m3........ ASTM D 2163-91
Residual matter (residue on evap. of Maximum, 0.05 ml pass3.... ASTM D 2158-04
100) ml oil stain observ.).
Corrosion, copper strip................ Maximum, No. 1............ ASTM D 1838-03
Sulfur................................. Maximum, 80 mg/kg......... ASTM D 2784-98
Moisture content....................... pass...................... ASTM D 2713-91
----------------------------------------------------------------------------------------------------------------
\1\ ASTM procedures are incorporated by reference in Sec. 1065.1010. See Sec. 1065.701(d) for other allowed
procedures.
\2\ If these two test methods yield different results, use the results from ASTM D 1267-02.
\3\ The test fuel must not yield a persistent oil ring when you add 0.3 ml of solvent residue mixture to a
filter paper in 0.1 ml increments and examine it in daylight after two minutes.

(b) In certain cases you may use test fuel not meeting the
specifications in paragraph (a) of this section, as follows:
(1) You may use fuel that your in-use engines normally use, such as
commercial-quality liquefied petroleum gas.
(2) You may use fuel meeting alternate specifications if the
standard-setting part allows it.
(3) You may ask for approval to use fuel that does not meet the
specifications in paragraph (a) of this section, but only if using the
fuel would not adversely affect your ability to demonstrate compliance
with the applicable standards.
(c) When we conduct testing using liquefied petroleum gas, we will
use fuel that meets the specifications in paragraph (a) of this section.
(d) At ambient conditions, liquefied petroleum gas must have a
distinctive odor detectable down to a concentration in air not more
than one-fifth the lower flammable limit.
83. Section 1065.750 is amended by revising paragraphs (a)(2),
(a)(3), and (a)(4) to read as follows:

Sec. 1065.750 Analytical Gases.

* * * * *
(a) * * *
(2) Use the following gases with a FID analyzer:
(i) FID fuel. Use FID fuel with a stated H₂
concentration of (0.400 ±0.004) mol/mol, balance He, and a
stated total hydrocarbon concentration of 0.05 [mu]mol/mol or less.
(ii) FID burner air. Use FID burner air that meets the
specifications of purified air in paragraph (a)(1) of this section. For
field testing, you may use ambient air.
(iii) FID zero gas. Zero flame-ionization detectors with purified
gas that meets the specifications in paragraph (a)(1) of this section,
except that the purified gas O₂ concentration may be any
value. Note that FID zero balance gases may be any combination of
purified air and purified nitrogen. We recommend FID analyzer zero
gases that contain approximately the flow-weighted mean concentration
of O₂ expected during testing.
(iv) FID propane span gas. Span and calibrate THC FID with span
concentrations of propane, C₃H₈. Calibrate on a
carbon number basis of one (C₁). For example, if you use a
C₃H₈ span gas of concentration 200 [mu]mol/mol,
span a FID to respond with a value of 600 [mu]mol/mol. Note that FID
span balance gases may be any combination of purified air and purified
nitrogen. We recommend FID analyzer span gases that contain
approximately the flow-weighted mean concentration of O₂
expected during testing. If the expected exhaust O₂
concentration is zero, we recommend using a balance gas of purified
nitrogen.
(v) FID methane span gas. If you always span and calibrate a
CH₄ FID with a nonmethane cutter, then span and calibrate
the FID with span concentrations of methane, CH₄. Calibrate
on a carbon number basis of one (C₁). For example, if you
use a CH₄ span gas of concentration 200 [mu]mol/mol, span a
FID to respond with a value of 200 [mu]mol/mol. Note that FID span
balance gases may be any combination of purified air and purified
nitrogen. We recommend FID analyzer span gases that contain
approximately the flow-weighted mean concentration of O₂
expected during testing. If the expected exhaust O₂
concentration is zero, we recommend using a balance gas of purified
nitrogen.
(3) Use the following gas mixtures, with gases traceable within
±1.0% of the NIST accepted value or other gas standards we approve:
(i) CH₄, balance purified synthetic air and/or
N₂ (as applicable).
(ii) C₂H₆, balance purified synthetic air
and/or N₂ (as applicable).
(iii) C₃H₈, balance purified synthetic air
and/or N₂ (as applicable).
(iv) CO, balance purified N₂.
(v) CO₂, balance purified N₂.
(vi) NO, balance purified N₂.
(vii) NO₂, balance purified synthetic air.
(viii) O₂, balance purified N₂.
(ix) C₃H₈, CO, CO₂, NO, balance
purified N₂.
(x) C₃H₈, CH₄, CO, CO₂,
NO, balance purified N₂.
(4) You may use gases for species other than those listed in
paragraph (a)(3) of this section (such as methanol in air, which you
may use to determine response factors), as long as they are traceable
to within ±1.0% of the NIST accepted value or other similar
standards we approve, and meet the stability requirements of paragraph
(b) of this section.
* * * * *

Subpart I--[Amended]

84. Section 1065.805 is amended by revising paragraph (a) to read
as follows:

Sec. 1065.805 Sampling system.

(a) Proportionally dilute engine exhaust, and use batch sampling to
collect flow-weighted dilute samples of the applicable alcohols and
carbonyls at a constant flow rate. You may not use raw sampling for
alcohols and carbonyls.
* * * * *

Subpart J--[Amended]

85. Section 1065.901 is amended by revising paragraph (b)
introductory text to read as follows:

Sec. 1065.901 Applicability.

* * * * *
(b) Laboratory testing. You may use PEMS for any testing in a
laboratory or

[[Page 16149]]

similar environment without restriction or prior approval if the PEMS
meets all the specifications for the laboratory equipment that it
replaces. You may also use PEMS for any testing in a laboratory or
similar environment if we approve it in advance, subject to the
following provisions:
* * * * *
86. Section 1065.905 is amended by revising paragraph (e)
introductory text to read as follows:

Sec. 1065.905 General provisions.

* * * * *
(e) Laboratory testing using PEMS. You may use PEMS for testing in
a laboratory as described in Sec. 1065.901(b). Use the following
procedures and specifications when using PEMS for laboratory testing:
* * * * *
87. Section 1065.910 is revised to read as follows:

Sec. 1065.910 PEMS auxiliary equipment for field testing.

For field testing you may use various types of auxiliary equipment
to attach PEMS to a vehicle or engine and to power PEMS.
(a) When you use PEMS, you may route engine intake air or exhaust
through a flow meter. Route the engine intake air or exhaust as follows:
(1) Flexible connections. Use short flexible connectors where necessary.
(i) You may use flexible connectors to enlarge or reduce the pipe
diameters to match that of your test equipment.
(ii) Use flexible connectors that do not exceed a length of three
times their largest inside diameter.
(iii) Use four-ply silicone-fiberglass fabric with a temperature
rating of at least 315 [deg]C for flexible connectors. You may use
connectors with a spring-steel wire helix for support and you may use
NomexTM coverings or linings for durability. You may also
use any other nonreactive material with equivalent permeation-
resistance and durability, as long as it seals tightly.
(iv) Use stainless-steel hose clamps to seal flexible connectors,
or use clamps that seal equivalently.
(v) You may use additional flexible connectors to connect to flow
meters.
(2) Tubing. Use rigid 300 series stainless steel tubing to connect
between flexible connectors. Tubing may be straight or bent to
accommodate vehicle geometry. You may use T or Y fittings made of 300
series stainless steel tubing to join multiple connections, or you may
cap or plug redundant flow paths if the engine manufacturer recommends it.
(3) Flow restriction. Use flowmeters, connectors, and tubing that
do not increase flow restriction so much that it exceeds the
manufacturer s maximum specified value. You may verify this at the
maximum exhaust flow rate by measuring pressure at the manufacturer-
specified location with your system connected. You may also perform an
engineering analysis to verify an acceptable configuration, taking into
account the maximum exhaust flow rate expected, the field test system s
flexible connectors, and the tubing s characteristics for pressure
drops versus flow.
(b) For vehicles or other motive equipment, we recommend installing
PEMS in the same location where a passenger might sit. Follow PEMS
manufacturer instructions for installing PEMS in cargo spaces, engine
spaces, or externally such that PEMS is directly exposed to the outside
environment. Locate PEMS where it will be subject to minimal sources of
the following parameters:
(1) Ambient temperature changes.
(2) Ambient pressure changes.
(3) Electromagnetic radiation.
(4) Mechanical shock and vibration.
(5) Ambient hydrocarbons--if using a FID analyzer that uses ambient
air as FID burner air.
(c) Use mounting hardware as required for securing flexible
connectors, ambient sensors, and other equipment. Use structurally
sound mounting points such as vehicle frames, trailer hitch receivers,
walkspaces, and payload tie-down fittings. We recommend mounting
hardware such as clamps, suction cups, and magnets that are
specifically designed for your application. We also recommend
considering mounting hardware such as commercially available bicycle
racks, trailer hitches, and luggage racks where applicable.
(d) Field testing may require portable electrical power to run your
test equipment. Power your equipment, as follows:
(1) You may use electrical power from the vehicle, equipment, or
vessel, up to the highest power level, such that all the following are true:
(i) The power system is capable of safely supplying power, such
that the power demand for testing does not overload the power system.
(ii) The engine emissions do not change significantly as a result
the power demand for testing.
(iii) The power demand for testing does not increase output from
the engine by more than 1 % of its maximum power.
(2) You may install your own portable power supply. For example,
you may use batteries, fuel cells, a portable generator, or any other
power supply to supplement or replace your use of vehicle power.
However, you must not supply power to the vehicle, vessel, or equipment
s power system under any circumstances.
88. Section 1065.915 is amended by revising paragraph (a) before
the table and paragraphs (d)(1) and (d)(5)(iii)(B) to read as follows:

Sec. 1065.915 PEMS instruments.

(a) Instrument specifications. We recommend that you use PEMS that
meet the specifications of subpart C of this part. For unrestricted use
of PEMS in a laboratory or similar environment, use a PEMS that meets
the same specifications as each lab instrument it replaces. For field
testing or for testing with PEMS in a laboratory or similar
environment, under the provisions of Sec. 1065.905(b), the
specifications in the following table apply instead of the
specifications in Table 1 of Sec. 1065.205.
* * * * *
(d) * * *
(1) Recording ECM signals. If your ECM updates a broadcast signal
more or less frequently than 1 Hz, process data as follows:
(i) If your ECM updates a broadcast signal more frequently than 1
Hz, use PEMS to sample and record the signal s value more frequently.
Calculate and record the 1 Hz mean of the more frequently updated data.
(ii) If your ECM updates a broadcast signal less frequently than 1
Hz, use PEMS to sample and record the signal s value at the most
frequent rate. Linearly interpolate between recorded values and record
the interpolated values at 1 Hz.
(iii) Optionally, you may use PEMS to electronically filter the ECM
signals to meet the rise time and fall time specifications in Table 1
of this section. Record the filtered signal at 1 Hz.
* * * * *
(5) * * *
(iii) * * *
(B) Use a single BSFC value that approximates the BSFC value over a
test nterval (as defined in subpart K of this part). This value may be
a nominal BSFC value for all engine operation determined over one or
more laboratory duty cycles, or it may be any other BSFC that you
determine. If you use a nominal BSFC, we recommend that you select a
value based on the BSFC measured over laboratory duty cycles that best
represent the range of engine operation that defines a test interval
for field-

[[Page 16150]]

testing. You may use the methods of this paragraph (d)(5)(iii)(B) only
if it does not adversely affect your ability to demonstrate compliance
with applicable standards.
* * * * *
89. Section 1065.920 is amended by revising paragraphs (a) and
(b)(7) introductory text to read as follows:

Sec. 1065.920 PEMS Calibrations and verifications.

(a) Subsystem calibrations and verifications. Use all the
applicable calibrations and verifications in subpart D of this part,
including the linearity verifications in Sec. 1065.307, to calibrate
and verify PEMS. Note that a PEMS does not have to meet the system-
response specifications of Sec. 1065.308 if it meets the overall
verification described in paragraph (b) of this section. This section
does not apply to ECM signals.
(b) * * *
(7) The PEMS passes this verification if any one of the following
are true for each constituent:
* * * * *
90. Section 1065.925 is amended by revising paragraph (h)(8) to
read as follows:

Sec. 1065.925 PEMS preparation for field testing.

* * * * *
(h) * * *
(8) If corrective action does not resolve the deficiency, you may
use a contaminated HC system if it does not prevent you from
demonstrating compliance with the applicable emission standards.
91. Section 1065.935 is amended by revising paragraph (e)(1) to
read as follows:

Sec. 1065.935 Emission test sequence for field testing.

* * * * *
(e) * * *
(1) Continue sampling as needed to get an appropriate amount of
emission measurement, according to the standard setting part. If the
standard-setting part does not describe when to stop sampling, develop
a written protocol before you start testing to establish how you will
stop sampling. You may not determine when to stop testing based on
emission results.
* * * * *

Subpart K--[Amended]

92. Section 1065.1001 is amended by revising the definitions for
``Regression statistics'' and ``Tolerance'' and adding definitions in
alphabetical order for ``Mode'', ``NIST accepted'', and ``Recommend''
to read as follows:

Sec. 1065.1001 Definitions.

* * * * *
Mode means one of the following:
(1) A distinct combination of engine speed and load for steady-
state testing.
(2) A continuous combination of speeds and load specifying a
transition during a ramped-modal test.
(3) A distinct operator demand setting, such as would occur when
testing locomotives or constant-speed engines.
NIST accepted means relating to a value that has been assigned or
named by NIST.
* * * * *
Recommend has the meaning given in Sec. 1065.201.
Regression statistics means any of the regression statistics
specified in Sec. 1065.602.
* * * * *
Tolerance means the interval in which 95% of a set of recorded
values of a certain quantity must lie, with the remaining 5% of the
recorded values deviating from the tolerance interval. Use the
specified recording frequencies and time intervals to determine if a
quantity is within the applicable tolerance.
* * * * *
93. Section 1065.1005 is amended by revising paragraph (g) to add
defined acronyms for ``CITT'' and ``FEL'' in the table to read as follows:

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

* * * * *
(g) * * *

* * * * *
CITT............................. Curb Idle Transmission Torque.
FEL.............................. Family Emission Limit.

* * * * *

94. Section 1065.1010 is amended by revising paragraph (b) and
adding paragraph (f) to read as follows:

Sec. 1065.1010 Reference materials.

* * * * *
(b) ISO material. Table 2 of this section lists material from the
International Organization for Standardization that we have
incorporated by reference. The first column lists the number and name
of the material. The second column lists the section of this part where
we reference it. Anyone may purchase copies of these materials from the
International Organization for Standardization, Case Postale 56, CH-
1211 Geneva 20, Switzerland or http://www.iso.org.
Table 2 follows:

Table 2 of Sec. 1065.1010.--ISO Materials
------------------------------------------------------------------------
Part 1065
Document No. and name reference
------------------------------------------------------------------------
ISO 14644-1, Cleanrooms and associated controlled 1065.190
environments..............................................
ISO 8217:2005, Petroleum products--Fuels (class F)-- 1065.705
Specifications of marine fuels............................
ISO 3675:1998, Crude petroleum and liquid petroleum 1065.705
products--Laboratory determination of density--Hydrometer
method....................................................
ISO 12185:1996/Cor 1:2001, Crude petroleum and petroleum 1065.705
products--Determination of density--Oscillating U-tube
method....................................................
ISO 3104:1994/Cor 1:1997, Petroleum products--Transparent 1065.705
and opaque liquids--Determination of kinematic viscosity
and calculation of dynamic viscosity......................
ISO 2719:2002, Determination of flash point--Pensky-Martens 1065.705
closed cup method.........................................
ISO 3016:1994, Petroleum products--Determination of pour 1065.705
point.....................................................
ISO 10370:1993/Cor 1:1996, Petroleum products-- 1065.705
Determination of carbon residue--Micro method.............
ISO 6245:2001, Petroleum products--Determination of ash.... 1065.705
ISO 3733:1999, Petroleum products and bituminous materials-- 1065.705
Determination of water--Distillation method...............
ISO 8754:2003, Petroleum products--Determination of sulfur 1065.705
content--Energy-dispersive X-ray fluorescence spectrometry
ISO 14596:1998/Cor 1:1999, Petroleum products-- 1065.705
Determination of sulfur content--Wavelength-dispersive X-
ray fluorescence spectrometry.............................
ISO 14597:1997, Petroleum products--Determination of 1065.705
vanadium and nickel content--Wavelength-dispersive X-ray
fluorescence spectrometry.................................
ISO 10307-2:1993, Petroleum products--Total sediment in 1065.705
residual fuel oils--Part 2: Determination using standard
procedures for aging......................................

[[Page 16151]]

ISO 10478:1994, Petroleum products--Determination of 1065.705
aluminum and silicon in fuel oils--Inductively coupled
plasma emission and atomic absorption spectroscopy methods
IP-470, Aluminum, silicon, vanadium, nickel, iron, calcium, 1065.705
zinc and sodium in residual fuels, by AAS finish..........
IP-500 Phosphorus content of residual fuels by ultra-violet 1065.705
spectrometry..............................................
IP-501 Aluminum, silicon, vanadium, nickel, iron, sodium, 1065.705
calcium, zinc and phosphorus in residual fuel oil, by ICP
finish....................................................
------------------------------------------------------------------------

* * * * *
(f) Institute of Petroleum material. Table 6 of this section lists
the Institute of Petroleum standard test methods material from the
Energy Institute that we have incorporated by reference. The first
column lists the number and name of the material. The second column
lists the section of this part where we reference it. Anyone may
purchase copies of these materials from the Energy Institute, 61 New
Cavendish Street, London, W1G 7AR, UK, +44 (0)20 7467 7100 or
http://www.energyinst.org.uk. Table 6 follows:

Table 6 of Sec. 1065.1010.--Institute of Petroleum Materials
------------------------------------------------------------------------
Part 1065
Document No. and name reference
------------------------------------------------------------------------
IP-470, Aluminum, silicon, vanadium, nickel, iron, calcium, 1065.705
zinc and sodium in residual fuels, by AAS finish..........
IP-500 Phosphorus content of residual fuels by ultra-violet 1065.705
spectrometry..............................................
IP-501 Aluminum, silicon, vanadium, nickel, iron, sodium, 1065.705
calcium, zinc and phosphorus in residual fuel oil, by ICP
finish....................................................
------------------------------------------------------------------------

95. The authority citation for part 1068 continues to read as follows:

Authority: 42 U.S.C. 7401-7671q.

96. Section 1068.1 is amended by revising paragraphs (a) and (b) to
read as follows:

Sec. 1068.1 Does this part apply to me?

(a) The provisions of this part apply to everyone with respect to
the following engines and to equipment using the following engines
(including owners, operators, parts manufacturers, and persons
performing maintenance).
(1) Locomotives and locomotive engines we regulate under 40 CFR
part 1033.
(2) Land-based nonroad compression-ignition engines we regulate
under 40 CFR part 1039.
(3) Stationary compression-ignition engines certified to the
provisions of 40 CFR part 1039, as indicated under 40 CFR part 60,
subpart IIII.
(4) Stationary spark-ignition engines certified to the provisions
of 40 CFR parts 1048 or 1054, as indicated under 40 CFR part 60,
subpart JJJJ.
(5) Marine compression-ignition engines we regulate under 40 CFR
part 1042.
(6) Marine spark-ignition engines we regulate under 40 CFR part 1045.
(7) Large nonroad spark-ignition engines we regulate under 40 CFR
part 1048.
(8) Recreational SI engines and vehicles we regulate under 40 CFR
part 1051 (such as snowmobiles and off-highway motorcycles).
(9) Small nonroad spark-ignition engines we regulate under 40 CFR
part 1054.
(b) This part does not apply to any of the following engine or
vehicle categories:
(1) Light-duty motor vehicles (see 40 CFR part 86).
(2) Heavy-duty motor vehicles and motor vehicle engines (see 40 CFR
part 86).
(3) Aircraft engines (see 40 CFR part 87).
(4) Land-based nonroad diesel engines we regulate under 40 CFR part 89.
(5) Small nonroad spark-ignition engines we regulate under 40 CFR
part 90.
(6) Marine spark-ignition engines we regulate under 40 CFR part 91.
(7) Locomotives and locomotive engines we regulate under 40 CFR
part 92.
(8) Marine diesel engines we regulate under 40 CFR parts 89 or 94.
* * * * *
[FR Doc. 07-1107 Filed 4-2-07; 8:45 am]
BILLING CODE 6560-50-P

Notices For
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
1996
1995
1994

Control of Emissions of Air Pollution From Locomotive Engines and Marine Compression-Ignition Engines Less Than 30 Liters per Cylinder

Local Navigation