Control of Air Pollution From New Motor Vehicles and New Motor
Vehicle Engines: Evaporative and Refueling Emission Regulations for
Gasoline- and Methanol-Fueled Light-Duty Vehicles and Light-Duty Trucks
and Heavy-Duty Vehicles; Technical Amendments
[Federal Register: August 23, 1995 (Volume 60, Number 163)]
[Rules and Regulations]
[Page 43879-43907]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
Environmental Protection Agency
40 CFR Parts 9 and 86
[FRL-5258-7]
RIN 2060-AF49
Control of Air Pollution From New Motor Vehicles and New Motor
Vehicle Engines: Evaporative and Refueling Emission Regulations for
Gasoline- and Methanol-Fueled Light-Duty Vehicles and Light-Duty Trucks
and Heavy-Duty Vehicles; Technical Amendments
AGENCY: Environmental Protection Agency (EPA).
ACTION: Final rule; technical amendments.
SUMMARY: On March 24, 1993 EPA finalized a new test procedure to
measure evaporative emissions from motor vehicles. The amendments
contained in this document modify several of the test procedure's
tolerances, equipment specifications, and procedural steps.
In compliance with the Paperwork Reduction Act, this document
announces that the information collection requirements contained in the
Evaporative Emissions Final Rule were approved by the Office of
Management and Budget on May 9, 1994.
Also, this document incorporates by reference the California
Regulatory Requirements Applicable to the Evaporative Emissions Program
(January 4, 1995). EPA will accept test data developed using the
California procedure for demonstrating compliance with the 1996 model
year federal evaporative emissions requirement for purposes of
certification.
DATES: The amendments to 40 CFR part 86 are effective October 23, 1995,
unless notice is received by September 22, 1995, that adverse or
critical comments will be submitted or that an opportunity to submit
such comments at a public hearing is requested. If the Agency receives
such comments or a request for a public hearing by September 22, 1995,
EPA will then publish a subsequent Federal Register document
withdrawing from this action only those items which are specifically
listed in those comments or in the request for a public hearing. See
Supplementary Information for further discussion on submission of
public comment.
The incorporation by reference of the publications listed in the
regulations is approved by the director of the Federal Register as of
October 23, 1995.
The information collection requirements contained in 40 CFR 86.096-
7, 86.096-8, 86.096-9, 86.096-10, 86.096-14, 86.096-21, 86.096-23,
86.096-26, 86.096-30, 86.096-35, 86.097-9, 86.098-23, 86.099-8, 86.099-
9, and 86.099-10, which were published at 58 FR 16002, March 24, 1993,
and the amendments to 40 CFR part 9 are effective August 23, 1995.
ADDRESSES: Interested parties may submit written comments (in
duplicate, if possible) to Public Docket No. A-94-35 at Air Docket
Section, U.S. Environmental Protection Agency, First Floor, Waterside
Mall, Room M-1500, 401 M Street SW., Washington, DC 20460 (telephone
202-260-7548). Materials relevant to the evaporative emissions final
rule and this direct final rule are available for inspection in Public
Dockets A-89-18 and A-94-35 at the above address.
FOR FURTHER INFORMATION CONTACT: Mr. Alan Stout, (313) 741-7805.
SUPPLEMENTARY INFORMATION:
Table of Contents
I. Introduction
II. Overview of Technical Amendments
III. List of Changes to Test Procedures
IV. Public Participation and Effective Date
V. Paperwork Reduction Act
VI. Administrative Designation
VII. Regulatory Flexibility Act
VIII. Unfunded Mandates Act
IX. Judicial Review
I. Introduction
On March 24, 1993 the Environmental Protection Agency (EPA)
published a final rule establishing new requirements to test vehicles
for evaporative emissions (58 FR 16002), which will apply to new motor
vehicles beginning in model year 1996 according to a phased-in
compliance schedule. The procedure was amended with several corrections
and minor changes by a direct final rule, which was published June 28,
1993 (58 FR 34535). As EPA and manufacturers have come closer to
implementing the new test procedure, it has become clear that there are
several potential changes to the test procedure that would make testing
simpler, safer, and less resource-intensive. In addition, the Agency
wants to harmonize its evaporative emission test procedure with that of
the California Air Resources Board (CARB).
EPA has worked closely with the California Air Resources Board and
manufacturers to identify all the changes to the test procedure
specifications that could improve the test without affecting test
stringency. The regulations contained in this document reflect these
discussions. This document is published as a direct final rule. In the
case of adverse comments received in response to this document by
September 22, 1995, EPA will remove from the regulations those
provisions that receive comment. EPA may, at its discretion, propose
such provisions in a future rulemaking action.
A copy of this document is also available electronically on the
Technology Transfer Network (TTN), which is an electronic bulletin
board system (BBS) operated by EPA's Office of Air Quality Planning and
Standards. The service is free of charge, except for the cost of the
phone call. Users are able to access and download TTN files on their
first call using a personal computer and modem according to the
following information.
TTN BBS: 919-541-5742
(1200-14400 bps, no parity, 8 data bits, 1 stop bit)
Voice Helpline: 919-541-5384
Also accessible via Internet: TELNET
ttnbbs.rtpnc.epa.gov
Off-line: Mondays from 8:00 AM to 12:00 Noon ET
Users who have not called TTN previously will first be required to
answer some basic informational questions for registration purposes.
After completing the registration process, users must proceed through
the following menu choices from the Top Menu to access information on
this rulemaking.
<T> GATEWAY TO TTN TECHNICAL AREAS (Bulletin Boards)
<M> OMS--Mobile Sources Information
<K> Rulemaking & Reporting
<1> Light Duty
<7> File area #7. . . Evaporative Emissions
At this point, the system will list all available files in the
chosen category in reverse chronological order with brief descriptions.
To download files, users must select a transfer protocol that is
supported by the terminal software on their own computer, then set
their own software to receive the file using that same protocol.
If unfamiliar with handling compressed (i.e. ZIP'ed) files, users
should go to the TTN top menu, System Utilities (Command: 1) to
identify the program that must be downloaded to un-ZIP the files of
interest. After completing a session, users can quit the TTN BBS with
the <Goodbye> command.
Please note that due to differences between the software used to
develop the document and the software into which the document may be
downloaded, changes in format, page length, etc. may occur.
[[Page 43881]]
II. Overview of Technical Amendments
In addition to the test procedure changes, EPA has in this rule
addressed the issue of reliance on CARB's test procedure (i.e., the
California Regulatory Requirements Applicable to the Evaporative
Emissions Program, January 4, 1995) for testing 1996 model year
vehicles for evaporative emissions. EPA is modifying the existing
evaporative emission regulations to accept manufacturers' data showing
compliance with CARB's 1996 model year certification requirements as
demonstration of compliance with the evaporative emissions portion of
the federal certification requirements for the 1996 model year. EPA's
confirmatory and in-use testing of 1996 model year vehicles certified
in this way will also rely on the CARB procedure for evaluating
compliance with test requirements. EPA's evaporative emission
regulations have been modified to incorporate by reference relevant
CARB regulations. EPA intends to evaluate CARB's pending technical
amendments, once finalized, and will approve use of the resulting
modified procedure for 1996 model year vehicles, provided the modified
procedure maintains at least the same level of control as CARB's
existing procedure.
The more flexible arrangement for certifying 1996 model year
vehicles should have no negative air quality impact. Because of the
uncertainty surrounding EPA's technical amendments to the evaporative
emission test procedure, especially where they affect procurement of
test equipment, manufacturers have been constrained in their ability to
conduct testing according to federal specifications. Given the
direction CARB has taken with its own pending technical amendments, EPA
is confident that the CARB procedure will be as stringent, or nearly as
stringent, as the EPA procedure. Furthermore, since the enhanced test
requirements apply to only 20 percent of each manufacturer's 1996 model
year fleet, the air quality impact of any compromise in test stringency
would be very limited.
Following promulgation of this rule and the pending changes to the
CARB procedure, the remaining differences of significance between EPA's
and CARB's evaporative emission test procedures are limited to the
specifications for temperatures and fuel volatility. EPA is pursuing a
test program to better understand the relative stringency of the two
sets of test conditions and to decide if data generated according to
the CARB test procedure will be acceptable for federal testing on a
long-term basis. The same information will be factored into the
decision related to carryover of data from the CARB test procedure for
federal certification in subsequent model years.
The most significant changes to the test procedure fall into three
categories: (1) Control of fuel tank temperature and pressure during
running loss testing, (2) air circulation during the diurnal emission
test, and (3) a provision for a simplified procedure for generating
fuel temperature profiles for the running loss test. Each of these
areas is briefly described below.
The issues of greatest concern relate to controlling fuel tank
temperature and pressure during the running loss test. These technical
amendments incorporate several changes to deal with these concerns. For
example, the procedure for outdoor testing to generate fuel temperature
profiles now allows the option of stabilizing vehicle and fuel
temperatures to 95 deg.F before driving. Also, determination of
compliance with the fuel tank pressure limit during driving on a
dynamometer would depend on control of vapor temperatures throughout
the running loss test; conversely, measurement of fuel tank pressure
and vapor temperature may be omitted at the discretion of those
responsible for testing. Another change allows temporary exceedances to
the fuel tank pressure limit during driving on a dynamometer to account
for potentially artificial tank heating effects in the laboratory.
Finally, equipment specifications related to heating and cooling the
vehicle's fuel tank have been broadened to increase the degree of
control that technicians have in controlling fuel tank temperatures.
Another important issue was the requirement in the initial final
rule to maintain a specified wind speed underneath the vehicle during
diurnal emission testing. The regulations contain a new requirement to
control ambient temperatures underneath the test vehicle and allow an
option to use an established fan configuration to meet the required
wind speed specification (5 mph). This change provides an option to
comply with the wind speed requirement without measuring underbody air
velocity on every test.
Also, EPA has included in the regulations a provision giving
general guidance for use of a heated wind tunnel for generating fuel
temperature profiles. Further work will be required in the
certification process to implement the policy; for example, to
determine what constitutes acceptable correlation between wind tunnel
and outdoor fuel temperature profiles, how often and on what vehicles
correlation would have to be demonstrated, and how fuel temperature
profiles could be carried over to subsequent model years.
Manufacturers are required to submit either test data or an
engineering evaluation to demonstrate compliance with evaporative
emission standards at high altitudes. One manufacturer has expressed to
EPA its concern that a fuel temperature profile generated at low
altitude has limited applicability for testing at high altitude, which
causes difficulty in testing methanol-fueled vehicles. The existing
regulatory language for high-altitude requirements provides the Agency
limited discretion to adjust the test procedure to accommodate changes
related to fuel temperature profiles. EPA believes it is inappropriate
to address this issue in a direct final rulemaking, since any change
that cannot be accommodated under the Agency's existing discretion
would require a formal proposal and a period for public comment. EPA
encourages interested manufacturers to work with EPA's Certification
Division to resolve this issue.
In addition to the changes to the evaporative emission test
procedure, these technical amendments include revised language related
to the test requirements for onboard refueling vapor recovery,
initially finalized April 6, 1994 (59 FR 16262), to clarify test
provisions and make typographical corrections.
III. List of Changes to Test Procedures
The following list describes the individual changes made to the
test procedure. Explanation and, where appropriate, EPA's
interpretation of the resulting regulatory language is provided.
Vehicle Preconditioning
Change initial soak to 6 hours minimum:
--The procedure previously called for a 12-hour minimum soak before the
preconditioning drive, though EPA reserved the option of conducting
testing with only a 6-hour soak. The shorter soak time is sufficient to
stabilize the vehicle.
2. Make the initial soak and refueling event optional for a second
test run on a vehicle (or optional for any SEA test):
--Vehicles that have already been tested in the laboratory have been
sufficiently stabilized with respect to temperature and fuel effects.
3. Require vehicles to be parked within 5 minutes after the
refueling procedure:
[[Page 43882]]
--The regulations previously required the test vehicle to be parked
within 5 minutes after completion of the preconditioning drive. Since
test vehicles must be refueled during the hour following the
preconditioning drive, the timing of the parking event is best
specified relative to completion of the refueling event.
4. Precondition multiple canisters as a set unless they are
arranged in parallel:
--While canisters configured in parallel should be preconditioned
individually, as the initial final rule required, EPA agrees that
evaporative canisters arranged in a series configuration should be
preconditioned as a set to best simulate normal vehicle operation.
5. Add requirement to use a service port on evaporative canisters
(if so equipped) for loading and purging steps:
--Provided that manufacturers install such service ports on their
production canisters, EPA agrees that it is appropriate to use the
ports for the preconditioning procedure.
6. Allow replacement canister to collect vapors during canister
preconditioning:
--The regulations have been modified to clarify that it is acceptable
to collect fuel tank vapors that may escape during the period that the
vehicle's canister is disconnected. This arrangement would provide a
safety benefit without affecting the condition of the test vehicle.
7. Specify a representative vapor load to the canister for all
flexible-fueled and methanol-fueled vehicles:
--The regulations previously called for representative vapor loading
for dedicated methanol-fueled vehicles only. A vehicle using any amount
of methanol should not have its canister loaded with pure butane, since
the engine's electronic controls depend on a vapor composition from the
canister being similar to that coming from the fuel tank. Using
repeated diurnal heat builds to precondition the canister for the twoday
diurnal sequence would provide, by definition, a representative
vapor composition. EPA anticipates that the best way to conduct benchloading
for either test sequence would be to generate vapors from an
off-board fuel tank or other reservoir partially filled with the type
of fuel to be used in the subsequent test run.
8. Delete parenthetical reference to volumetric flow rate
equivalent to 40 g/hr butane load:
--The regulations previously provided a conversion of the mass flow
rate into volumetric units for the convenience of the reader. Because
this conversion is valid only at sea level, it has been deleted.
Diurnal Emission Test
9. Provide flexibility to satisfy 5-mph wind speed requirement near
tank with a demonstrated configuration:
--This provision allows one to conduct diurnal emission tests without
routinely measuring wind speed under the fuel tank. Consistently using
a given fan configuration that has been demonstrated to satisfy the
wind speed requirement on the test vehicle or a broad range of vehicles
would be sufficient to show adequate airflow underneath the test
vehicle.
10. Add undertank thermocouple for instantaneous and average
temperature tolerances and relax tolerance on sidewall temperatures to
<plus-minus>5 deg.F:
--The new requirement to measure air temperatures under the fuel tank
becomes the primary measurement for following the ambient fuel
temperature profile. The sidewall temperature measurement serves the
purpose of ensuring adequate air mixing in the enclosure and providing
a temperature measurement representative of the overall enclosure
volume (for calculation of mass emissions).
11. Allow passive fixed-volume diurnal enclosures and change
pressure tolerance to <plus-minus>2 in. H<INF>2O:
--The regulatory language has been broadened to accommodate a different
design of a fixed-volume diurnal enclosure and to match the
specifications in place for variable-volume enclosures.
12. Delete maximum surface temperature:
--EPA believes that the specified maximum surface temperature does not
affect the test vehicle or the emission measurement, and so can be
deleted without compromising test effectiveness.
Hot Soak Test
13. Allow a 7-minute interval before the hot soak test; add
language to encourage making this interval as short as possible; add
language to make sure fans are off at the end of the running loss test:
--EPA continues to believe that the time between the running loss and
hot soak tests is very important for an accurate measurement of hot
soak emissions. EPA believes a relaxed time specification does not
compromise test stringency for several reasons. First, the language for
the hot soak tests for both test sequences specifies that the intent of
testing is to minimize the time before the hot soak test. Second, new
language specifying that fans must be turned off after the running loss
test should prevent technicians from artificially cooling the fuel
during the period between the test segments. Third, the vehicle
continues to operate at idle until just before entry into the hot soak
enclosure. Fourth, EPA may make an extra effort to minimize the time
interval before the hot soak measurement for its testing. Similarly,
EPA may conduct the hot soak test with no elapsed time between the end
of the running loss test and the beginning of the hot soak test by
making a continuous measurement of running loss and hot soak emissions
in a running loss enclosure.
14. Delete maximum surface temperature:
--EPA believes that the specified maximum surface temperature does not
affect the test vehicle or the emission measurement, and so can be
deleted without compromising test effectiveness.
Running loss test
15. Increase maximum flow rate for under-tank blower; increase
minimum temperature to 85 deg.F:
--Increasing the maximum flow rate of the under-tank blower to 4,000
cubic feet per minute (cfm) increases the degree of flexibility
available for controlling fuel temperatures. The regulations provide
for a maximum flow rate of 6,000 cfm for exceptional circumstances. To
prevent a high flow rate of chilled air from condensing generated fuel
vapors, the minimum temperature of air from the blower was increased
from 70 deg. to 85 deg.F.
16. Define a tolerance for vapor temperature control, but make
measurement of vapor temperature and pressure in the tank optional
during lab driving:
--Manufacturers have indicated to EPA that it is important to control
vapor temperatures during the running loss test, primarily to prevent
artificially high fuel tank pressures and vapor generation. EPA
believes it is appropriate to define a tolerance for controlling vapor
temperatures similar to that for controlling liquid fuel temperatures.
However, because of the technical difficulty of controlling vapor
temperatures during driving, the regulations provide the
[[Page 43883]]
discretion for any laboratory testing to omit measurement of vapor
temperatures. EPA recognizes fuel tank pressure is very dependent on
vapor temperatures; therefore, vehicles must comply with the limit on
fuel tank pressures only if vapor temperatures are measured and
controlled to the specified profile. If a manufacturer chooses not to
develop a vapor temperature profile, compliance with the limit on fuel
tank pressure will be limited to the required outdoor driving.
To address manufacturers' concern that vapor generation may be affected
by uncontrolled vapor temperatures, the regulations now state the
expectation that a facility be designed in a way that avoids
unrepresentative heating or cooling of the vapor space during the
running loss test. Also, in the case of EPA testing without measured
vapor temperatures, if a vehicle exceeds an emission standard, the
regulations provide manufacturers the opportunity to conduct subsequent
testing on that vehicle. If a manufacturer can show that the exceedance
is attributable to inadequate control of vapor temperatures, EPA will
invalidate its test run. To make such a demonstration, (1) a
manufacturer would be expected to conduct a complete test for
evaporative emissions, controlling vapor temperatures to the specified
tolerances; (2) the vehicle would have to meet the applicable standards
for running loss, hot soak and diurnal emissions; and (3) the
manufacturer would be expected to explain why the test facility for the
EPA test could have caused excessive vapor temperatures. To use this
provision, manufacturers would need to have developed a vapor
temperature profile prior to certification for the vehicle in question.
17. Allow temporary exceedances of fuel tank pressure limit:
--EPA is aware that characteristics of a laboratory's system for
managing fuel tank temperatures could cause the tank pressure during
driving on a dynamometer to show transient pressure behavior that does
not exist during on-road driving. In response, EPA has modified the
regulations to allow a vehicle to exceed the pressure limit for up to
10 percent of the total driving time during the running loss test.
18. Require proportional-speed fan for cooling engine:
--The fixed-speed fan originally specified in the regulations may in
some cases provide inadequate cooling for test vehicles. Additional
cooling capacity is needed because vehicles are operated on the
dynamometer with the hood closed or nearly closed. The regulations, as
amended by this final rule, now require a more complex fan; the new fan
is considerably more expensive, but does not compromise the
effectiveness of the test in any way. Because EPA believes that blowing
air underneath the test vehicle, past the engine and the fuel tank, is
the best primary source of heat for controlling fuel temperatures, the
original provision for this underbody blower is preserved as a
supplement to the proportional-speed fan.
19. Allow manufacturers to start the test with fuel at less than 95
deg.F:
--EPA recognizes that some future vehicles may be designed to keep fuel
temperatures below daily peak temperatures. The regulations now
describe what manufacturers must do to demonstrate the need for a
temperature offset (parking and driving on hot summer days), and set a
threshold of 3 deg.F as the minimum offset that must be demonstrated
to make use of this provision.
20. Specify a 6-hour maximum soak before the running loss test;
limit the fuel heating rate to 5 deg.F per hour; and require
stabilized fuel temperatures for 1 hour before the running loss test:
--The set of changes to the vehicle stabilization requirement provide
better control of fuel temperatures, and thus vapor generation, in the
time between the exhaust emission test and the running loss test. The
amended regulations provide for a faster heating rate or a longer
stabilization period for those vehicles that may have unusually cool
fuel following the exhaust emission test.
21. Set average ambient temperature to <plus-minus>2 deg.F for the
running loss test:
--This change resolves the inconsistency contained in EPA's original
regulations regarding specifications for an average ambient temperature
during the running loss test.
22. Require ambient temperature measurement at the inlet to the
frontal fan; require sidewall temperature measurement for enclosure
testing only:
--To clarify the original language, the regulations now specify that
temperature measurement upstream of the frontal fan is to be used for
demonstrating compliance with ambient temperature tolerances. In
enclosure testing, measurement of sidewall temperatures is also
required, but will likely be used only for calculation of mass
emissions.
23. Allow direct tank heating for controlling fuel tank
temperatures:
--The use of heat blankets or other direct methods of heating the fuel
tank during the running loss test may be needed for some vehicles whose
fuel temperatures cannot easily be controlled with circulating air. The
need to supplement the underbody blowers is most likely for designs in
which the fuel tank is isolated from the underbody in some way. This
provision gives EPA, manufacturers, and contract laboratories the
discretion to use direct tank heating if use of the specified fans is
insufficient to adequately control fuel temperatures. Direct tank
heating should be the exception and should be employed only after
attempting to control fuel temperatures with the specified fan
configuration. Also, the regulations add detailed cautionary language
to prevent the possibility of artificially increasing vapor generation
by this method.
24. Allow use of a naturally aspirated running loss enclosure, if
it is shown to yield equivalent results:
--EPA anticipates the possibility that running loss enclosures will
best be designed with a hybrid configuration; i.e., the test vehicle
would consume air from the enclosure ambient, with monitored makeup air
coming in through an orifice in a wall of the enclosure. The existing
language specifies that air be routed directly from outside the
enclosure into the engine's intake system. These technical amendments
allow use of a hybrid enclosure if testing shows that emission
measurement results are equivalent or superior to those from currently
specified enclosures.
25. Correct reference to duration of driving schedule:
--The original language incorrectly identified the duration of the
driving schedule for defining fuel temperature tolerances.
26. Adjust densities for 68 deg. F ambient temperature for pointsource
calculations:
--The original regulations inadvertently based densities on a
temperature of 74 deg. F. The corrected densities are hydrocarbons =
16.88 g/ft<SUP>3; methanol = 37.71 g/ft<SUP>3.
27. Delete requirement for Type J thermocouple:
--Though EPA expects to continue to depend on installation of Type J
thermocouples for confirmatory
[[Page 43884]]
testing, this specification has been deleted from the regulations to
allow manufacturers to conduct their own testing using any temperature
sensor that meets the functional specifications for temperature
measurement.
Procedure for generating fuel temperature profiles
28. Add the option for developing vapor temperature profiles:
--If manufacturers wish to develop vapor temperature profiles,
subsequent testing on those models may include measurement and control
of vapor temperatures according to the profile.
29. Allow low-volatility fuel for generating profiles:
--Manufacturers expressed a desire to have the flexibility to use a
test fuel with a different volatility than that specified for the
outdoor driving procedure; in particular, manufacturers wish to use
California's phase II reformulated gasoline. EPA has observed that
gasoline with lower volatility corresponds to slightly higher fuel
temperatures during driving. EPA therefore believes that using a fuel
such as California phase II reformulated gasoline, which has a lower
volatility than that of federal test fuel, would not sacrifice test
stringency. The new regulatory language is intended to allow use of
California's specified test fuel, even though other parameters besides
volatility fall outside the federal test fuel specifications.
EPA will also accept demonstration of compliance with the fuel tank
pressure requirement using California phase II reformulated gasoline.
Using this fuel will cause somewhat lower fuel tank pressures, which
makes it easier to comply with the pressure limit. EPA believes this is
acceptable for a combination of reasons. First, vehicles tested on a
dynamometer to certify compliance with evaporative emission standards
will also demonstrate compliance with the fuel tank pressure
requirement, but with federal fuel. Also, because EPA may conduct its
own testing to measure pressure during outdoor driving, manufacturers
have no incentive to take advantage of the lower volatility fuel to
comply with the fuel tank pressure requirement.
30. Change speed measurement accuracy to <plus-minus> 1 mph:
--Conventional equipment for measuring speeds during outdoor driving
cannot resolve speeds to the <plus-minus>0.1 mph tolerance originally
specified. Relaxing the accuracy to <plus-minus>1 mph would enable
manufacturers to use existing equipment and will not affect the
validity of the fuel temperature profiles.
31. Allow fuel heating/stabilization up to 95<plus-minus>3 deg. F
before drive:
--The regulations will continue to allow a 12-hour soak before starting
the outdoor drive, with no control of the fuel temperature during that
time. However, the regulations now include a provision to stabilize
fuel temperatures in a temperature-controlled environment before the
drive. When vehicles are stabilized in this way, manufacturers are
expected to attempt to start outdoor vehicle operation with fuel
temperatures at the nominal temperature of 95 deg. F. Manufacturers may
need to take steps to isolate the fuel tank from the pavement or other
heat sources and to begin the test drive as soon as possible after
exiting the enclosure.
32. Specify 125 deg. F as minimum pavement temperature throughout
the outdoor drive:
--EPA has learned that the requirement for pavement temperatures
staying 30 deg. F above ambient was sometimes difficult to meet,
because pavement temperatures might not increase fast enough to stay
30 deg. F ahead of increasing ambient temperatures. Since fuel
temperature is limited to a nominal starting point of 95 deg. F, fixing
the minimum pavement temperature at 125 deg. F satisfies EPA's desire
to keep the pavement temperature at least 30 deg. F above the initial
fuel temperature.
33. Allow rolling fuel temperature profiles:
--New language clarifies that manufacturers may use a rolling average
to derive fuel temperature profiles for testing.
34. Add general provision for hot wind tunnel approach to
generating temperature profiles:
--See Section II above.
35. Add provision to allow temporary wind gusts:
--Originally, wind speed was limited to a maximum of 15 mph throughout
the period of outdoor driving. EPA would like to avoid invalidating a
test run for occasional gusts of wind exceeding the 15 mph limit, since
fuel temperature profiles should be unaffected. To accommodate such a
situation, the regulations now allow wind speeds between 15 and 25 mph
for up to 5 percent of the total driving time.
36. Allow small-volume manufacturers to use alternate methods to
generate profiles:
--EPA realizes that small-volume manufacturers may not have the
resources to conduct a full test program according to the prescribed
procedure to establish fuel temperature profiles for their vehicles.
These manufacturers may use other means to generate fuel temperature
profiles, though EPA expects such profiles to be at least as stringent
as those that would be generated according to the full set of
specifications for outdoor testing.
37. Allow the possibility of alternate methodologies for correcting
fuel temperature profiles:
--One issue EPA has not resolved with manufacturers is the method of
correcting measured fuel temperature profiles to create a target
profile for running loss testing. EPA has agreed to add language to the
regulations allowing an alternate correction methodology, subject to
prior Agency approval. This change provides EPA the discretion to
accommodate a future resolution without requiring a subsequent change
to the regulations.
Spitback Test
38. Change refueling rate to 9.8<plus-minus>0.3 gallons per minute:
--The changed refueling rate matches that used for the refueling
emission test. Specifying consistent refueling rates allows use of the
same equipment for the two procedures.
39. Allow vehicle to be moved across lab with engine off:
--Safety regulations at some facilities prevent driving a test vehicle
from the dynamometer to the refueling site. The test procedure
therefore now includes an allowance for moving the vehicle with the
engine off, without changing the time constraints.
40. Add time specification for the period between the end of the
drive and the start of refueling (not just key-off):
--This time specification was missing from the original test procedure.
Equipment Calibration
41. Add the option to use alternate calibration data:
--The regulations have been modified to allow alternate calibration
techniques that are acceptable to EPA. Under the modified regulations,
EPA would approve use of the calibration methods currently required by
CARB for demonstrating compliance with equipment specifications for
federal testing.
[[Page 43885]]
42. Add the option to use new calibration procedures for pre-1996
testing:
--Manufacturers may use their upgraded facilities to continue testing
according to the test procedure specified in Sec. 86.130-78.
Miscellaneous
43. Allow limited subtraction of nonfuel background emissions for
certification vehicles:
--For certification vehicles only, manufacturers may conduct testing on
individual vehicles to quantify nonfuel background levels. Testing must
indicate the expected decay rate of the nonfuel emissions. In addition
manufacturers must indicate the primary source of the measured nonfuel
emissions. EPA will not approve use of a correction for nonfuel
emissions if (1) the emissions cannot be accounted for, (2) the source
can be easily removed, or (3) the rate of decay indicates a significant
potential for increased in-use emissions.
This change is consistent with EPA's long-standing position that
nonfuel background emissions should be included in testing for
evaporative emissions. By making no provision to treat nonfuel
emissions separately for in-use vehicles, EPA maintains this
fundamental position. EPA believes that the provision for special
treatment of some certification vehicles gives manufacturers some
flexibility to simplify vehicle selection and preparation, without
compromising EPA's expectation that manufacturers prevent nonfuel
emissions from constituting a significant source of in-use emissions.
Moreover, EPA still expects manufacturers routinely to take basic steps
to minimize nonfuel emissions from certification vehicles, for example,
to use weathered vehicles.
44. Allow continuous measurement of evaporative emissions
(hydrocarbon only):
--At various points through the procedure, the language has been
revised to allow continuous emission measurement, rather than just
testing at the beginning and end of a sampling period. Continuous
measurement would make it possible to terminate a test, without making
it invalid, if the vehicle has exceeded the standard well before the
end of the test.
45. Remove obsolete sections from the Code of Federal Regulations
(CFR):
--Sections of title 40 part 86 of the CFR that affect only 1990 model
year and older vehicles will not be printed in future CFR publications.
46. Change from ``alternate sampling systems'' to ``alternate
equipment or procedures'':
--The revised language clarifies the meaning of this provision in
Sec. 86.106-96.
47. Add simplified calculation for variable-volume enclosures for
diurnal emission testing:
--Variable volume enclosures trap a fixed mass of air for the duration
of the test; therefore, the ideal gas law dictates that the ratio of
PV/T must remain constant during the test. Carrying this assumption
into the calculation of mass emissions allows one to omit separate
determination at the end of the test of pressure, temperature, and
volume in the enclosure.
48. Revise the equation for calculating the mass of methanol
emissions:
--The equation is simplified by eliminating the explicit temperature
correction for the enclosure volume (V<INF>n) and sample volume
(V<INF>e), and instead requires that the sample volumes be corrected
for changes in temperature, to be consistent with V<INF>n, prior to
being used in the equation.
Refueling Emission Test
49. Allow road-speed modulated fan during vehicle operation:
--EPA would like to allow the same road-speed modulated fans for engine
cooling during the refueling emission test that are specified for the
running loss test. Because these fans provide a better simulation of
on-road air cooling, the test vehicle's hood should be closed during
testing with these fans. If one continues to rely on the conventional
fixed-speed cooling fan, the test vehicle's hood should be left open to
increase the capacity for engine cooling.
IV. Public Participation and Effective Date
To prepare this final rule, EPA has worked actively with CARB and
the automobile manufacturers to reach a resolution on the many issues
involved. EPA twice distributed draft regulatory language for review
and met periodically with interested participants. EPA benefitted
greatly from this extensive interaction, so that the resulting set of
changes to the test procedure, reflecting this broad input, will
significantly improve EPA's and manufacturers' ability to conduct
testing more efficiently.
The Agency is publishing this action as a direct final rule because
it views the changes as not affecting test stringency and anticipates
no adverse or critical comments. This action will become effective
unless the Agency receives notice that adverse or critical comments
will be submitted, or that a party requests the opportunity to submit
such oral comments pursuant to section 307(d)(5) of the Clean Air Act,
as amended. If such notice is received regarding a change to a
particular regulatory provision by September 22, 1995, EPA will
withdraw the provision in question before the effective date by
publishing a subsequent Federal Register document removing the
identified provision from the direct final rule.
V. Paperwork Reduction Act
EPA is amending the table of currently approved information
collection request (ICR) control numbers issued by the Office of
Management and Budget (OMB) for various regulations. The amendments in
this document update the table to accurately display those information
requirements promulgated under the Evaporative Emissions Final Rule
(March 24, 1993, 58 FR 16002). The affected regulations are codified at
40 CFR part 86, subpart A. EPA will continue to present OMB control
numbers in a consolidated table format to be codified in 40 CFR part 9
and in each CFR volume containing EPA regulations. The table lists the
section numbers with reporting and recordkeeping requirements, and the
current OMB control numbers. This display of the OMB control number and
its subsequent codification in the Code of Federal Regulations
satisfies the requirements of the Paperwork Reduction Act (44 U.S.C.
3501 et seq.) and OMB's implementing regulations at 5 CFR part 1320.
This ICR was subject to public notice and comment prior to OMB
approval. As a result, EPA finds that there is ``good cause'' under
section 553(b)(B) of the Administrative Procedures Act (5 U.S.C.
553(b)(B)) to amend this table without additional notice and comment.
Due to the technical nature of the table, further notice and comment
would be unnecessary.
VI. Administrative Designation
Pursuant to Executive Order 12866 (58 FR 51735, October 4, 1993),
the Agency must determine whether a regulatory action is
``significant'' and therefore subject to OMB review and the
requirements of the Executive Order. The Order defines ``significant
regulatory action'' as one that is likely to result in a rule that may:
[[Page 43886]]
(1) Have an annual effect on the economy of $100 million or more
or adversely affect in a material way the economy, a sector of the
economy, productivity, competition, jobs, the environment, public
health or safety, or state, local, or tribal governments or
communities;
(2) Create a serious inconsistency or otherwise interfere with
an action taken or planned by another agency;
(3) Materially alter the budgetary impact of entitlements,
grants, user fees, or loan programs or the rights and obligations of
recipients thereof; or
(4) Raise novel legal or policy issues arising out of legal
mandates, the President's priorities, or the principles set forth in
the Executive Order.
Pursuant to the terms of Executive Order 12866, the Agency has
determined that this direct final rule is not a ``significant
regulatory action.''
VII. Regulatory Flexibility Act
The Regulatory Flexibility Act of 1980 requires federal agencies to
examine significant adverse impacts of federal regulations on a
substantial number of small entities. The Agency believes that the
changes to the test requirements published in this final action are
unlikely to have a significant economic impact on a substantial number
of small entities. In fact, the revisions expand the flexibility of
small businesses required to comply with existing regulations.
VIII. Unfunded Mandates Act
Under section 202 of the Unfunded Mandates Reform Act of 1995, EPA
must prepare a budgetary impact statement to accompany any proposed or
final rule that includes a federal mandate with estimated costs to the
private sector of $100 million or more, or to state, local, or tribal
governments of $100 million or more in the aggregate. Under section
205, EPA must select the most cost-effective and least burdensome
alternative that achieves the objectives of the rule and is consistent
with statutory requirements. Section 203 requires EPA to establish a
plan for informing and advising any small governments that may be
significantly or uniquely impacted by the rule.
EPA has determined that this direct final rule imposes no new
federal requirements and therefore does not include any federal mandate
with costs to the private sector or to state, local, or tribal
governments.
IX. Judicial Review
Under section 307(b) of the Clean Air Act, EPA hereby finds that
these regulations are of national applicability. Accordingly, judicial
review of this action is available only by filing a petition for review
in the United States Court of Appeals for the District of Columbia
Circuit within 60 days of publication. Under section 307(b)(2) of the
Act, the requirements that are the subject of this document may not be
challenged later in judicial proceedings brought by EPA to enforce
these requirements.
List of Subjects
40 CFR Part 9
Reporting and recordkeeping requirements.
40 CFR Part 86
Environmental protection, Administrative practice and procedures,
Air pollution control, Confidential business information, Gasoline,
Incorporation by reference, Labeling, Motor vehicle pollution, Motor
vehicles, Reporting and recordkeeping requirements.
40 CFR Part 600
Administrative practice and procedures, Electric power, Energy
conservation, Fuel economy, Gasoline, Labeling, Motor vehicles,
Reporting and recordkeeping requirements.
Dated: July 6, 1995.
Carol M. Browner,
Administrator.
For the reasons set out in the preamble, title 40, chapter I, parts
9 and 86 of the Code of Federal Regulations, are amended as set forth
below.
PART 9--[AMENDED]
The authority citation for part 9 continues to read as follows:
Authority: 7 U.S.C. 135 et seq., 136-136y; 15 U.S.C. 2001, 2003,
2005, 2006, 2601-2671; 21 U.S.C. 331j, 346a, 348; 31 U.S.C. 9701; 33
U.S.C. 1251 et seq., 1311, 1313d, 1314, 1321, 1326, 1330, 1344, 1345
(d) and (e), 1361; E.O. 11735, 38 FR 21243, 3 CFR 1971-1975 Comp. p.
973; 42 U.S.C. 241, 242b, 243, 246, 300f, 300g, 300g-1, 300g-2,
300g-3, 300g-4, 300g-5, 300g-6, 300j-1, 300j-2, 300j-3, 300j-4,
300j-9, 1857 et seq., 6901-6992k, 7401-7671q, 7542, 9601-9657,
11023, 11048.
2. Section 9.1 is amended by removing from the table entries
86.078-7, 86.082-14, 86.084-5, 86.084-14, 86.084-26, 86.085-8--86.085-
9, 86.085-21--86.085-25, 86.085-27--86.085-30, 86.085-35, 86.085-37--
86.085-38, 86.087-21, 86.087-23, 86.087-25, 86.087-28, 86.087-30,
86.087-35, 86.088-21, 86.088-23, 86.088-25, 86.088-28, 86.088-30,
86.088-35, 86.090-7, 86.090-14--86.090-15, 86.090-23, 86.090-25--
86.090-28, 86.090-30, 86.142-82, 86.144-78, 86.537-78, 86.542-78,
86.1310-84, 86.1310-88, 86.1335-84, 86.1341-84, 86.1342-84, 86.1344-84,
86.1344-88 and by adding new entries in numerical order under the
indicated heading to read as follows:
Sec. 9.1 OMB approvals under the Paperwork Reduction Act.
* * * *
OMB control
40 CFR citation No.
* * * *
Control of Air Pollution From New and In-Use Motor Vehicles and New
and In-Use Motor Vehicle Engines: Certification and Test Procedures
* * * *
86.085-37.................................................. 2060-0104
* * * *
86.090-14.................................................. 2060-0104
* * * *
86.090-25.................................................. 2060-0104
86.090-26.................................................. 2060-0104
86.090-27.................................................. 2060-0104
* * * *
86.096-7................................................... 2060-0104
86.096-10.................................................. 2060-0104
86.096-14.................................................. 2060-0104
86.096-26.................................................. 2060-0104
86.096-30.................................................. 2060-0104
86.099-10.................................................. 2060-0104
* * * *
PART 86--[AMENDED]
3. The authority citation for part 86 continues to read as follows:
Authority: Secs. 202, 203, 205, 206, 207, 208, 215, 216, 217,
and 301(a), Clean Air Act, as amended (42 U.S.C. 7521, 7522, 7524,
7525, 7541, 7542, 7549, 7550, 7552, and 7601(a)).
4. Part 86 is amended by removing the following sections: 86.078-7,
86.081-8, 86.082-8, 86.082-14, 86.083-30, 86.084-5, 86.084-14, 86.084-
15, 86.084-26, 86.085-8, 86.085-9, 86.085-10, 86.085-11, 86.085-21,
86.085-22, 86.085-23, 86.085-24, 86.085-25, 86.085-27, 86.085-28,
86.085-29, 86.085-30, 86.085-35, 86.085-38, 86.087-8, 86.087-9, 86.087-
10, 86.087-21, 86.087-23, 86.087-25, 86.087-28, 86.087-29, 86.087-30,
86.087-35, 86.088-9, 86.088-11, 86.088-21, 86.088-23, 86.088-25,
86.088-28, 86.088-29, 86.088-30, 86.088-35, 86.090-7, 86.090-10,
86.090-11, 86.090-15, 86.090-23, 86.090-28, 86.090-29, 86.090-30,
86.090-35, 86.106-82, 86.109-82, 86.110-82, 86.111-82, 86.112-82,
86.116-82, 86.119-78, 86.126-78, 86.139-82, 86.142-82, 86.144-78,
86.401-78, 86.410-78, 86.509-78, 86.511-78,
[[Page 43887]]
86.513-82, 86.516-78, 86.521-78, 86.526-78, 86.527-78, 86.535-78,
86.537-78, 86.540-78, 86.542-78, 86.544-78, 86.1309-84, 86.1310-84,
86.1310-88, 86.1311-84, 86.1335-84, 86.1341-84, 86.1342-84, 86.1344-84,
86.1344-88, 86.1501-84, 86.1504-84, 86.1506-84, 86.1513-84, 86.1513-87.
5. Section 86.1 is amended by adding paragraph (b)(4) to read as
follows:
Sec. 86.1 Reference materials.
* * * *
(b) * * *
(4) California regulatory requirements. The following table sets
forth California regulatory requirements that have been incorporated by
reference. The first column lists the name and date of the material.
The second column lists the sections of the part, other than Sec. 86.1,
in which the matter is referenced. The second column is presented for
information only and may not be all-inclusive. Copies of these
materials may be obtained from U.S. EPA, Office of Air and Radiation,
401 M Street, S.W., Washington, DC 20460.
Document No. and name 40 CFR part 86 reference
California Regulatory Requirements 86.096-8; 86.096-9; 86.096-10.
Applicable to the Evaporative
Emissions Program, January 4, 1995.
Subpart A--[Amended]
6. Section 86.096-8 of subpart A is amended by revising paragraph
(b) introductory text and adding paragraph (b)(5)(iv) to read as
follows:
Sec. 86.096-8 Emission standards for 1996 and later model year lightduty
vehicles.
* * * *
(b) Evaporative emissions from light-duty vehicles shall not exceed
the following standards. The standards apply equally to certification
and in-use vehicles. The spitback standard also applies to newly
assembled vehicles. For certification vehicles only, manufacturers may
conduct testing to quantify a level of nonfuel background emissions for
an individual test vehicle. Such a demonstration must include a
description of the source(s) of emissions and an estimated decay rate.
The demonstrated level of nonfuel background emissions may be
subtracted from emission test results from certification vehicles if
approved in advance by the Administrator.
* * * *
(5) * * *
(iv) For the 1996 model year, manufacturers may satisfy the testing
requirements for federal certification to the evaporative standards of
paragraph (b) of this section, except the fuel dispensing spitback
test, by presenting test results from the certification procedures
defined by the California Regulatory Requirements Applicable to the
Evaporative Emissions Program (January 4, 1995). These requirements
have been incorporated by reference (see Sec. 86.1).
* * * *
Section 86.096-9 of subpart A is amended by revising paragraphs
(b) introductory text and (c) through (k), and adding paragraph
(b)(5)(iv) to read as follows:
Sec. 86.096-9 Emission standards for 1996 and later model year lightduty
trucks.
* * * *
(b) Evaporative emissions from light-duty trucks shall not exceed
the following standards. The standards apply equally to certification
and in-use vehicles. The spitback standard also applies to newly
assembled vehicles. For certification vehicles only, manufacturers may
conduct testing to quantify a level of nonfuel background emissions for
an individual test vehicle. Such a demonstration must include a
description of the source(s) of emissions and an estimated decay rate.
The demonstrated level of nonfuel background emissions may be
subtracted from emission test results from certification vehicles if
approved in advance by the Administrator.
* * * *
(5) * * *
(iv) For the 1996 model year, manufacturers may satisfy the testing
requirements for federal certification to the evaporative standards of
paragraph (b) of this section, except the fuel dispensing spitback
test, by presenting test results from the certification procedures
defined by the California Regulatory Requirements Applicable to the
Evaporative Emissions Program (January 4, 1995). These requirements
have been incorporated by reference (see Sec. 86.1).
(c) [Reserved]. For guidance see Sec. 86.094-9.
(d) through (f) [Reserved].
(g) through (k) [Reserved]. For guidance see Sec. 86.094-9.
Section 86.096-10 of subpart A is amended by revising paragraph
(b) introductory text and adding paragraph (b)(5)(iv) to read as
follows:
Sec. 86.096-10 Emission standards for 1996 and later model year Ottocycle
heavy-duty engines and vehicles.
* * * *
(b) Evaporative emissions from heavy-duty vehicles shall not exceed
the following standards. The standards apply equally to certification
and in-use vehicles. The spitback standard also applies to newly
assembled vehicles. For certification vehicles only, manufacturers may
conduct testing to quantify a level of nonfuel background emissions for
an individual test vehicle. Such a demonstration must include a
description of the source(s) of emissions and an estimated decay rate.
The demonstrated level of nonfuel background emissions may be
subtracted from emission test results from certification vehicles if
approved in advance by the Administrator.
* * * *
(5) * * *
(iv) For the 1996 model year, manufacturers may satisfy the testing
requirements for federal certification to the evaporative standards of
paragraph (b) of this section, except the fuel dispensing spitback
test, by presenting test results from the certification procedures
defined by the California Regulatory Requirements Applicable to the
Evaporative Emissions Program (January 4, 1995). These requirements
have been incorporated by reference (see Sec. 86.1).
* * * *
Section 86.096-11 of subpart A is amended by revising paragraph
(b)(5)(i) to read as follows:
Sec. 86.096-11 Emission standards for 1996 and later model year diesel
heavy-duty engines and vehicles.
* * * *
(b) * * *
(5)(i) For vehicles with a Gross Vehicle Weight Rating of up to
26,000 lbs, the standards set forth in paragraphs (b)(3) and (b)(4) of
this section refer to a composite sample of evaporative emissions
collected under the conditions and measured in accordance with the
procedures set forth in subpart M of this part. For certification
vehicles only, manufacturers may conduct testing to quantify a level of
nonfuel background emissions for an individual test vehicle. Such a
demonstration must include a description of the source(s) of emissions
and an estimated decay rate. The demonstrated level of nonfuel
background emissions may be subtracted from emission test results from
certification vehicles if approved in advance by the Administrator.
* * * *
[[Page 43888]]
10. Section 86.098-7 of subpart A is amended by adding paragraphs
(h)(1) through (h)(5) to read as follows:
Sec. 86.098-7 Maintenance of records; submittal of information; right
of entry.
* * * *
(h)(1) through (h)(5) [Reserved]. For guidance see Sec. 86.094-7.
* * * *
Section 86.098-11 of subpart A is amended by revising paragraph
(b)(3)(iii)(A) to read as follows:
Sec. 86.098-11 Emission standards for 1998 and later model year
diesel heavy-duty engines and vehicles.
* * * *
(b) * * *
(3) * * *
(iii)(A) For vehicles with a Gross Vehicle Weight Rating of up to
26,000 lbs, the standards set forth in paragraph (b)(3) of this section
refer to a composite sample of evaporative emissions collected under
the conditions and measured in accordance with the procedures set forth
in subpart M of this part. For certification vehicles only,
manufacturers may conduct testing to quantify a level of nonfuel
background emissions for an individual test vehicle. Such a
demonstration must include a description of the source(s) of emissions
and an estimated decay rate. The demonstrated level of nonfuel
background emissions may be subtracted from emission test results from
certification vehicles if approved in advance by the Administrator.
* * * *
Section 86.098-26 is amended by removing paragraphs
(a)(3)(i)(B) through (a)(3)(ii)(B) and adding paragraphs (a)(3)(i)(D)
through (a)(3)(ii)(B) to read as follows:
Sec. 86.098-26 Mileage and service accumulation; emission
measurements.
* * * *
(a)(3)(i)(D) through (a)(3)(ii)(B) [Reserved]. For guidance see
Sec. 86.094-26.
* * * *
Section 86.099-8 of subpart A is amended by revising paragraph
(b) introductory text to read as follows:
Sec. 86.099-8 Emission standards for 1999 and later model year lightduty
vehicles.
* * * *
(b) Evaporative emissions from light-duty vehicles shall not exceed
the following standards. The standards apply equally to certification
and in-use vehicles. The spitback standard also applies to newly
assembled vehicles. For certification vehicles only, manufacturers may
conduct testing to quantify a level of nonfuel background emissions for
an individual test vehicle. Such a demonstration must include a
description of the source(s) of emissions and an estimated decay rate.
The demonstrated level of nonfuel background emissions may be
subtracted from emission test results from certification vehicles if
approved in advance by the Administrator.
* * * *
Section 86.099-9 of subpart A is amended by revising paragraph
(b) introductory text to read as follows:
Sec. 86.099-9 Emission standards for 1999 and later model year lightduty
trucks.
* * * *
(b) Evaporative emissions from light-duty trucks shall not exceed
the following standards. The standards apply equally to certification
and in-use vehicles. The spitback standard also applies to newly
assembled vehicles. For certification vehicles only, manufacturers may
conduct testing to quantify a level of nonfuel background emissions for
an individual test vehicle. Such a demonstration must include a
description of the source(s) of emissions and an estimated decay rate.
The demonstrated level of nonfuel background emissions may be
subtracted from emission test results from certification vehicles if
approved in advance by the Administrator.
* * * *
Section 86.099-10 of subpart A is amended by revising paragraph
(b) introductory text to read as follows:
Sec. 86.099-10 Emission standards for 1999 and later model year Ottocycle
heavy-duty engines and vehicles.
* * * *
(b) Evaporative emissions from heavy-duty vehicles shall not exceed
the following standards. The standards apply equally to certification
and in-use vehicles. The spitback standard also applies to newly
assembled vehicles. For certification vehicles only, manufacturers may
conduct testing to quantify a level of nonfuel background emissions for
an individual test vehicle. Such a demonstration must include a
description of the source(s) of emissions and an estimated decay rate.
The demonstrated level of nonfuel background emissions may be
subtracted from emission test results from certification vehicles if
approved in advance by the Administrator.
* * * *
Section 86.099-11 of subpart A is amended by revising paragraph
(b)(3)(iii)(A) to read as follows:
Sec. 86.099-11 Emission standards for 1999 and later model year
diesel heavy-duty engines and vehicles.
* * * *
(b) * * *
(3) * * *
(iii)(A) For vehicles with a Gross Vehicle Weight Rating of up to
26,000 lbs, the standards set forth in paragraph (b)(3) of this section
refer to a composite sample of evaporative emissions collected under
the conditions and measured in accordance with the procedures set forth
in subpart M of this part. For certification vehicles only,
manufacturers may conduct testing to quantify a level of nonfuel
background emissions for an individual test vehicle. Such a
demonstration must include a description of the source(s) of emissions
and an estimated decay rate. The demonstrated level of nonfuel
background emissions may be subtracted from emission test results from
certification vehicles if approved in advance by the Administrator.
* * * *
Subpart B--[Amended]
17. Section 86.106-96 of subpart B is amended by revising paragraph
(a) introductory text to read as follows:
Sec. 86.106-96 Equipment required; overview.
(a) This subpart contains procedures for exhaust emission tests on
petroleum-fueled, natural gas-fueled, liquefied petroleum gas-fueled,
and methanol-fueled light-duty vehicles and light-duty trucks, and for
evaporative emission tests on gasoline-fueled, natural gas-fueled,
liquefied petroleum gas-fueled, and methanol-fueled light-duty vehicles
and light-duty trucks. Certain items of equipment are not necessary for
a particular test, e.g., evaporative enclosure when testing petroleumfueled
diesel vehicles. Alternate equipment, procedures, and
calculation methods may be used if shown to yield equivalent or
superior results, and if approved in advance by the Administrator.
Equipment required and specifications are as follows:
* * * *
Section 86.107-96 of subpart B is amended by revising
paragraphs (a)(1) introductory text, (a)(1)(ii)(A), (a)(1)(ii)(B),
(a)(2), (a)(3)(i), (a)(3)(ii), (c)(1), (d), (e), and (f) to read as
follows:
Sec. 86.107-96 Sampling and analytical systems; evaporative emissions.
(a) Testing enclosures--(1) Diurnal emission test. The enclosure
shall be readily sealable, rectangular in shape, with space for
personnel access to all sides of the vehicle. When sealed, the
[[Page 43889]]
enclosure shall be gas tight in accordance with Sec. 86.117-96.
Interior surfaces must be impermeable and nonreactive to hydrocarbons
(and to methanol, if the enclosure is used for methanol-fueled
vehicles). The temperature conditioning system shall be capable of
controlling the internal enclosure air temperature to follow the
prescribed temperature versus time cycle as specified in Sec. 86.133-96
and Appendix II of this part, within an instantaneous tolerance of
<plus-minus>3.0 deg. F of the nominal temperature versus time profile
throughout the test, and an average tolerance of 2.0 deg. F over the
duration of the test (where the average is calculated using the
absolute value of each measured deviation). The control system shall be
tuned to provide a smooth temperature pattern that has a minimum of
overshoot, hunting, and instability about the desired long-term ambient
temperature profile. Interior surface temperatures shall not be less
than 40 deg. F at any time during the diurnal emission test. To
accommodate the volume changes due to enclosure temperature changes,
either a variable-volume or fixed-volume enclosure may be used for
diurnal emission testing:
* * * *
(ii) Fixed-volume enclosure. * * *
(A) The enclosure shall be equipped with a mechanism to maintain a
fixed internal air volume. This may be accomplished either by
withdrawing air at a constant rate and providing makeup air as needed,
or by reversing the flow of air into and out of the enclosure in
response to rising or falling temperatures. If inlet air is added
continuously throughout the test, it should be filtered with activated
carbon to provide a relatively low and constant hydrocarbon level. Any
method of volume accommodation shall maintain the differential between
the enclosure internal pressure and the barometric pressure to a
maximum value of <plus-minus>2.0 inches of water.
(B) The equipment shall be capable of measuring the mass of
hydrocarbon and methanol (if the enclosure is used for methanol-fueled
vehicles) in the inlet and outlet flow streams with a resolution of
0.01 gram per hour. A bag sampling system may be used to collect a
proportional sample of the air withdrawn from and admitted to the
enclosure. Alternatively, the inlet and outlet flow streams may be
continuously analyzed using an on-line FID analyzer and integrated with
the flow measurements to provide a continuous record of the mass
hydrocarbon and methanol removal.
(2) Running loss test. The enclosure shall be readily sealable,
rectangular in shape, with space for personnel access to all sides of
the vehicle. When sealed, the enclosure shall be gas tight in
accordance with Sec. 86.117-96. The enclosure may be equipped with a
personnel door, provided that the enclosure can still meet the
requirements of Sec. 86.117-96 with the door installed. Interior
surfaces must be impermeable and nonreactive to hydrocarbons and to
methanol (if the enclosure is used for methanol-fueled vehicles).
Interior surface temperatures shall not be less than 40 deg. F. If a
running loss enclosure meets all the requirements of paragraph (a)(1)
of this section, it may be used as a diurnal evaporative emission
enclosure. The enclosure must contain a dynamometer that meets the
requirements of Sec. 86.108. Provisions shall be made to remove exhaust
gases from the enclosure. During the running loss test, ambient
temperatures must be maintained at 95<plus-minus>5 deg. F
(95<plus-minus>2 deg. F on average). An air or oxygen cylinder with an
attached self-contained breathing apparatus may be provided for the
vehicle operator. The air required for vehicle operation shall be
provided by one of the following methods:
(i) The running loss enclosure may be equipped to supply air to the
vehicle, at a temperature of 95<plus-minus>5 deg. F, from sources
outside of the running loss enclosure directly into the operating
engine's air intake system. Supplemental air requirements (e.g., for an
air pump) shall be supplied by drawing air from the engine intake
source.
(ii) If it is shown to yield equivalent or superior results, the
running loss enclosure may be designed with an air makeup system that
brings outside air into the enclosure to accommodate the aspiration
needs of the engine and any auxiliary devices. The makeup air shall be
monitored to establish the background hydrocarbon levels (or
hydrocarbon and methanol, levels, if applicable) of the makeup air. A
filter may be used to provide dry air with a stable concentration of
background hydrocarbon. The makeup-air vent shall be readily sealable
for calibration of the enclosure and other purposes. For calculation of
running loss emissions, it may be assumed that the hydrocarbon and
methanol concentration in the air consumed by the vehicle is the same
as that of the rest of the air in the enclosure.
(3) Hot soak test. * * *
(i) If the hot soak test is conducted in the same enclosure as the
immediately preceding running loss test, interior surface temperatures
shall not be below 70 deg. F for the last 55 minutes of the hot soak
test.
(ii) If the hot soak test is not conducted in the same enclosure as
the immediately preceding running loss test, interior surface
temperatures shall not be below 70 deg. F for the duration of the hot
soak test.
* * * *
(c) Evaporative emission hydrocarbon and methanol data recording
system.
(1) The electrical output of the FID used for measuring
hydrocarbons (or hydrocarbons plus methanol, as appropriate) shall be
recorded at least at the initiation and termination of each running
loss and hot soak test, and at least at the initiation and termination
of the enclosure sampling period(s) for the diurnal emission test, as
described in Sec. 86.133. The recording may be taken by means of a
strip chart potentiometric recorder, by use of an on-line computer
system or other suitable means. In any case, the recording system must
have operational characteristics (signal-to-noise ratio, speed of
response, etc.) equivalent to or better than those of the signal source
being recorded, and must provide a permanent record of results. The
record shall show a positive indication of the initiation and
completion of each hot soak, running loss, or diurnal emission test
(including initiation and completion of sampling period(s)), along with
the time elapsed during each soak.
* * * *
(d) Fuel temperature control system. Fuel temperatures of the test
vehicle shall be controlled, as specified in Sec. 86.134(g)(1)(xv),
with the following combination of fans. The control system shall be
tuned and operated to provide a smooth and continuous fuel temperature
profile that is representative of the on-road temperature profile. The
running loss test configuration should be designed to avoid heating or
cooling the fuel tank's vapor space in a way that would cause vapor
temperature behavior to be unrepresentative of the vehicle's on-road
profile.
(1) A vehicle cooling fan shall discharge air to the front of the
vehicle. The fan shall be a road-speed modulated fan that is controlled
to a discharge velocity that follows the dynamometer roll speed, at
least up to speeds of 30 mph, throughout the driving cycle. If a
warning light or gauge indicates that the vehicle's engine coolant has
overheated, subsequent test runs on the vehicle must include a vehicle
cooling fan that follows the dynamometer roll speed at all speeds
throughout the test cycle. The fan may direct airflow to both the
[[Page 43890]]
vehicle radiator air inlet(s) and the vehicle underbody.
(2) An additional fan may be used to discharge airflow from the
front of the vehicle directly to the vehicle underbody to control fuel
temperatures. Such a fan shall provide a total discharge airflow not to
exceed 8,000 cfm.
(3) Additional fans may be used to route heating or cooling air
directly at the bottom of the vehicle's fuel tank. The air supplied to
the tank shall be between 85 deg. and 160 deg. F, with a total
discharge airflow not to exceed 4,000 cfm. For exceptional
circumstances, manufacturers may direct up to 6,000 cfm at the bottom
of the fuel tank with the advance approval of the Administrator.
(4) Direct fuel heating may be needed for canister preconditioning,
as specified in Sec. 86.132(j)(2). Also, under exceptional
circumstances in which airflow alone is insufficient to control fuel
temperatures during the running loss test, direct fuel tank heating may
be used (see Sec. 86.134-96(g)(1)(xv)). The heating system must not
cause hot spots on the tank wetted surface that could cause local
overheating of the fuel. Heat must not be applied directly to the
tank's vapor space, nor to the liquid-vapor interface.
(e) Temperature recording system. A strip chart potentiometric
recorder, an on-line computer system, or other suitable means shall be
used to record enclosure ambient temperature during all evaporative
emission test segments, as well as vehicle fuel tank temperature during
the running loss test. The recording system shall record each
temperature at least once every minute. The recording system shall be
capable of resolving time to <plus-minus>15 s and capable of resolving
temperature to <plus-minus>0.75 deg. F (<plus-minus>0.42 deg. C). The
temperature recording system (recorder and sensor) shall have an
accuracy of <plus-minus>3 deg. F (<plus-minus>1.7 deg. C). The recorder
(data processor) shall have a time accuracy of <plus-minus>15 s and a
precision of <plus-minus>15 s. Enclosures shall be equipped with two
ambient temperature sensors, connected to provide one average output,
located 3 feet above the floor at the approximate mid-length of each
side wall of the enclosure and within 3 to 12 inches of each side wall.
For diurnal emission testing, an additional temperature sensor shall be
located underneath the vehicle to provide a temperature measurement
representative of the air temperature under the fuel tank. For running
loss testing, an ambient temperature sensor shall be located at the
inlet to the fan that provides engine cooling. Manufacturers shall
arrange that vehicles furnished for testing at federal certification
facilities be equipped with temperature sensors for measurement of fuel
tank temperatures. Vehicles shall be equipped with two temperature
sensors installed to provide an average liquid fuel temperature. The
temperature sensors shall be placed to measure the temperature at the
mid-volume of the liquid fuel at a fill level of 40 percent of nominal
tank capacity. An additional temperature sensor may be placed to
measure vapor temperatures approximately at the mid-volume of the vapor
space, though measurement of vapor temperatures is optional during the
running loss test. In-tank temperature sensors are not required for the
supplemental two-diurnal test sequence specified in Sec. 86.130-96.
(f) Pressure recording system. A strip chart potentiometric
recorder, an on-line computer system, or other suitable means, shall be
used to record the enclosure gage pressure for any testing in an
enclosure, as well as the vehicle's fuel tank pressure during the
running loss test and the outdoor driving procedure specified in
Sec. 86.129-94(d). Fuel tank pressure measurement and recording
equipment are optional during the running loss test. The recording
system shall record each pressure at least once every minute. The
recording system shall be capable of resolving time to <plus-minus>15 s
and capable of resolving pressure to <plus-minus>0.1 inches of water.
The pressure recording system (recorder and sensor) shall have an
accuracy of <plus-minus>1.0 inch of water. The recorder (data
processor) shall have a time accuracy of <plus-minus>15 s and a
precision of <plus-minus>15 s. The pressure transducer shall be
installed to measure the pressure in the vapor space of the fuel tank.
* * * *
Section 86.107-98 of subpart B is amended by revising paragraph
(e)(1) to read as follows:
Sec. 86.107-98 Sampling and analytical system.
* * * *
(e) Temperature recording system--(1) For all emission testing. A
strip chart potentiometric recorder, an on-line computer system, or
other suitable means shall be used to record enclosure ambient
temperature during all evaporative emission test segments, as well as
vehicle fuel tank temperature during the running loss test. The
recording system shall record each temperature at least once every
minute. The recording system shall be capable of resolving time to
<plus-minus>15 s and capable of resolving temperature to
<plus-minus>0.75 deg. F (<plus-minus>0.42 deg. C). The temperature
recording system (recorder and sensor) shall have an accuracy of
<plus-minus>3 deg. F (<plus-minus>1.7 deg. C). The recorder (data
processor) shall have a time accuracy of <plus-minus>15 s and a
precision of <plus-minus>15 s. Enclosures shall be equipped with two
ambient temperature sensors, connected to provide one average output,
located 3 feet above the floor at the approximate mid-length of each
side wall of the enclosure and within 3 to 12 inches of each side wall.
For diurnal emission testing, an additional temperature sensor shall be
located underneath the vehicle to provide a temperature measurement
representative of the temperature of the air under the fuel tank. For
running loss testing, an ambient temperature sensor shall be located at
the inlet to the fan that provides engine cooling. Manufacturers shall
arrange that vehicles furnished for testing at federal certification
facilities be equipped with temperature sensors for measurement of fuel
tank temperature. Vehicles shall be equipped with 2 temperature sensors
installed to provide an average liquid fuel temperature. The
temperature sensors shall be placed to measure the temperature at the
mid-volume of the liquid fuel at a fill level of 40 percent of nominal
tank capacity. An additional temperature sensor may be placed to
measure vapor temperatures approximately at the mid-volume of the vapor
space, though measurement of vapor temperatures is optional during the
running loss test. In-tank temperature sensors are not required for the
supplemental two-diurnal test sequence specified in Sec. 86.130-96 or
for the refueling test specified in Sec. 86.151-98.
* * * *
Section 86.117-96 of subpart B is amended by revising the
introductory text and paragraphs (a)(1)(ii), (a)(1)(iii), (a)(7), (b),
(c) heading, (c)(1) introductory text, (c)(1)(iv), (c)(1)(v),
(c)(1)(vii), (d)(1) introductory text and equation, (d)(1)(v), and
(e)(1)(iii), adding paragraph (d)(3), and removing and reserving
paragraphs (d)(1)(iii) and (d)(1)(iv) to read as follows:
Sec. 86.117-96 Evaporative emission enclosure calibrations.
The calibration of evaporative emission enclosures consists of
three parts: initial and periodic determination of enclosure background
emissions (hydrocarbons and methanol); initial determination of
enclosure internal volume; and periodic hydrocarbon and methanol
retention check and calibration. Methanol measurements may be omitted
if methanol-fueled vehicles will not be tested in the evaporative
enclosure. Alternate calibration methods may be used if
[[Page 43891]]
shown to yield equivalent or superior results, and if approved in
advance by the Administrator; specifically, more extreme temperatures
may be used for determining calibration without affecting the validity
of test results.
(a) Initial and periodic determination of enclosure background
emissions. * * *
(1) * * *
(ii) Fixed-volume enclosures may be operated with inlet and outlet
flow streams either closed or open; if inlet and outlet flow streams
are open, the air flowing into and out of the enclosure must be
monitored in accordance with Sec. 86.107-96(a)(1)(ii)(B). Ambient
temperatures shall be maintained at 96<plus-minus>3 deg. F throughout
the 4-hour period.
(iii) For running loss enclosures ambient temperatures shall be
maintained at 95<plus-minus>3 deg. F throughout the 4-hour period. For
running loss enclosures designed with a vent for makeup air, the
enclosure shall be operated with the vent closed.
* * * *
(7) Allow the enclosure to stand undisturbed for four hours.
* * * *
(b) Initial determination of enclosure internal volume. Prior to
its introduction into service the enclosure internal volume shall be
determined by the following procedure:
(1) Carefully measure the internal length, width and height of the
enclosure, accounting for irregularities (such as braces) and calculate
the internal volume. For variable-volume enclosures, latch the
enclosure to a fixed volume when the enclosure is held at a constant
temperature; this nominal volume shall be repeatable within
<plus-minus>0.5 percent of the reported value.
(2) [Reserved].
(3) [Reserved].
(c) Hydrocarbon and methanol (organic gas) retention check and
calibration. * * *
(1) An enclosure to be used for the diurnal emission test (see
Sec. 86.133-96) shall be calibrated according to the following
procedure. Calibration for hydrocarbon and methanol may be conducted
simultaneously or in sequential test runs.
* * * *
(iv) [Reserved].
(v) Turn on the ambient temperature control system (if not already
on) and adjust it for an initial temperature of 96 deg. F (36 deg. C).
On variable-volume enclosures, latch the enclosure to the appropriate
volume position for the set temperature. On fixed-volume enclosures
close the outlet and inlet flow streams.
* * * *
(vii) Inject into the enclosure 2 to 6 grams of pure methanol at a
temperature of at least 150 deg. F (65 deg. C) and/or 2 to 6 grams of
pure propane. The injected quantity may be measured by volume flow or
by mass measurement. The method used to measure the quantity of
methanol and propane shall have an accuracy of <plus-minus>0.2 percent
of the measured value (less accurate methods may be used with the
advance approval of the Administrator).
* * * *
(d) Calculations. (1) The calculation of net methanol and
hydrocarbon mass change is used to determine enclosure background and
leak rate. It is also used to check the enclosure volume measurements.
The methanol mass change is calculated from the initial and final
methanol samples, the net withdrawn methanol (in the case of diurnal
emission testing with fixed-volume enclosures), and initial and final
temperature and pressure according to the following equation:
<GRAPHIC><TIFF>TR23AU95.000
Where:
* * * *
(iii) [Reserved].
(iv) [Reserved].
(v) V<INF>E=Volume of sample withdrawn, ft<SUP>3. Sample volumes
must be corrected for differences in temperature to be consistent with
determination of V<INF>n, prior to being used in the equation.
* * * *
(3) For variable-volume enclosures, defined in
Sec. 86.107(a)(1)(i), the following simplified form of the hydrocarbon
mass change equation may be used:
<GRAPHIC><TIF1>TR23AU95.001
(e) Calibration of equipment for point-source testing of running
losses. * * *
(1) * * *
(iii) Operate the vapor sampling system in the normal manner and
release a known quantity of pure propane into the most frequently used
fuel vapor collector during the sampling period (approximately 5
minutes).
* * * *
Section 86.129-94 of subpart B is amended by revising
paragraphs (d)(1), (d)(2)(iii), (d)(3)(ii), (d)(3)(iii), (d)(4)(i),
(d)(4)(ii), (d)(4)(iii), (d)(7)(iii), and (d)(7)(iv) and adding
paragraph (d)(7)(v) to read as follows:
Sec. 86.129-94 Road load power, test weight, inertia weight class
determination, and fuel temperature profile.
* * * *
(d) Fuel temperature profile--(1) General requirements. (i) To be
tested for running losses, as specified in Sec. 86.134, a vehicle must
have a fuel temperature profile. The following procedure is used to
generate the fuel temperature profile, which serves as a target for
controlling fuel temperatures during the running loss test. This
profile represents the fuel temperature change that occurs during onroad
driving. If a vehicle has more than one fuel tank, a profile shall
be established for each tank. Manufacturers may also simultaneously
generate a profile for vapor temperatures.
(ii) If a manufacturer uses a vehicle model to develop a profile to
represent multiple models, the vehicle model selected must have the
greatest expected fuel temperature increase during driving of all those
models it represents. Also, manufacturers must select test vehicles
[[Page 43892]]
with any available vehicle options that increase fuel temperatures
during driving (for example, any feature that limits underbody
airflow).
(iii) Manufacturers may conduct testing to develop fuel temperature
profiles in a laboratory setting, subject to approval by the
Administrator. The laboratory facility should simulate outdoor testing
to reproduce fuel and vapor temperature behavior over the specified
driving schedule. The design of the laboratory facility should include
consideration of any parameters that may affect fuel temperatures, such
as solar loading, pavement heat, and relative wind velocities around
and underneath the test vehicle. Indoor testing to develop the fuel
temperature profiles must be conducted with little or no vehiclespecific
adjustment of laboratory parameters. Manufacturers would need
to maintain an ongoing demonstration of correlation between laboratory
and outdoor measurement of fuel temperatures. Specifically, fuel
temperatures and pressures from indoor driving should be at least as
high as measured when driving outdoors according to the procedures
described in this section.
(iv) Small-volume manufacturers, as defined in Sec. 86.094-
14(b)(1), may use an alternate method for generating fuel temperature
profiles, subject to the approval of the Administrator.
(v) The Administrator may conduct testing to establish any
vehicle's temperature profiles or to verify compliance with fuel tank
pressure requirements.
(2) * * *
(iii) The data recording system described in paragraph (d)(2)(ii)
of this section shall be capable of resolving time to <plus-minus>1 s,
capable of resolving temperature to <plus-minus>2 deg. F, capable of
resolving pressure to <plus-minus>1.0 inch of water, and capable of
resolving speed to <plus-minus>1 mph. The temperature and pressure
signals shall be recorded at intervals of up to 1 minute; speed signals
shall be recorded at intervals of up to 1 second.
(3) * * *
(ii) Wind conditions shall be calm to light with maximum wind speed
of 15 mph. In the case of temporary gusting, wind speeds between 15 and
25 mph may occur for up to 5 percent of the total driving time without
invalidating the data collection. Wind speed shall be measured and
recorded in regular intervals of at least once per minute. Measure wind
speed with the following requirements (based on Federal Standard for
Siting Meteorological Sensors at Airports, FCM-S4-1987). The site
should be relatively level, but small gradual slopes are acceptable.
The sensor shall be mounted 30 to 33 feet (9 to 10 meters) above the
average ground height within a radius of 500 feet (150 meters). The
sensor height shall not exceed 33 feet, except as necessary to be at
least 15 feet (5 meters) above the height of any obstruction (e.g.
vegetation, buildings, etc.) within a 500 foot (150 meter) radius. An
object is considered to be an obstruction if the included lateral angle
from the sensor to the ends of the object is 10 degrees or more.
(iii) Road surface temperature shall be at least 125 deg.F
throughout the driving period. Pavement temperature shall be measured
and recorded in regular intervals of at least once per minute. The
track temperature may be measured with an embedded sensor, a portable
temperature probe, or an infrared pyrometer that can provide an
accuracy of <plus-minus>2 deg.F. Temperatures must be measured on a
surface representative of the surface where the vehicle is driven.
* * * *
(4) Profile determination procedure. (i) Drain the fuel tank(s) and
fill with test fuel to the ``tank fuel volume'' defined in Sec. 86.082-
The test fuel should meet the specifications of Sec. 86.113, except
that fuel with a lower volatility may be used, subject to Administrator
approval. Manufacturers using a lower volatility fuel must generate a
vapor temperature profile for demonstrating compliance with the limit
on fuel tank pressure during the running loss test (see Sec. 86.134-
96).
(ii) The vehicle shall be moved to the location where the data is
to be collected. It may be driven a maximum distance of 5 miles and may
also be transported by other means. The vehicle shall be stabilized by
one of the following methods:
(A) The vehicle shall be parked for a minimum of 12 hours in an
open area on a surface that is representative of the test road, without
any artificial heating or cooling of the fuel. The orientation of the
front of the vehicle during parking (e.g., N, SW, etc.) shall be
documented.
(B) The vehicle may be soaked in a temperature-controlled
environment to stabilize fuel temperatures. Before starting the drive,
the vehicle shall be stabilized with fuel temperatures 95 <plus-minus>3
deg.F for at least one hour. The fuel temperature may not exceed 98
deg.F at any time before the beginning of the driving schedule, during
which only whole-vehicle heating and cooling may be used to control
fuel temperatures. If a manufacturer uses the provisions of paragraph
(d)(7)(v) of this section to establish a lower initial fuel temperature
for the running loss test, the fuel in the test vehicle may not be
stabilized at a temperature higher than the newly established initial
fuel temperature.
(iii) Once the ambient conditions specified in paragraph (d)(3) of
this section are met and the vehicle has been stabilized according to
paragraph (d)(4)(ii) of this section, the vehicle's engine may be
started. The vehicle's air conditioning system (if so equipped) shall
be set to the ``normal'' air conditioning mode and adjusted to the
minimum discharge air temperature and high fan speed. Vehicles equipped
with automatic temperature controlled air conditioning systems shall be
set to operate in ``automatic'' temperature and fan modes with the
system set at 72 deg.F.
* * * *
(7) * * *
(iii) If all these requirements are met, the following calculations
shall be performed to determine a profile for liquid fuel temperatures
and, if applicable, for vapor temperatures:
T<INF>i,profile=T<INF>i-T<INF>o.
Where:
(A) Ti,<INF>profile=the series of temperatures that comprise the
relative temperature profile.
(B) T<INF>i=the series of observed liquid fuel or vapor
temperatures during the drive.
(C) T<INF>o=the liquid fuel or vapor temperature observed at the
start of the specified driving schedule.
(iv) The relative temperature profile consists of the set of
temperatures at each 1-minute interval. If temperatures are sampled
more frequently than once per minute, the temperature data points may
represent a rolling average of temperatures sampled for up to oneminute
intervals. If multiple valid test runs are conducted for any
model, then all the collected data shall be used to calculate a
composite profile, based on the average temperatures at each point. The
absolute temperature profile is determined by adding 95 deg.F (35
deg.C) to each point of the relative profile. Other methodologies for
developing corrected liquid fuel and vapor space temperature profiles
may be used if demonstrated to yield equivalent results and approved in
advance by the Administrator.
(v) Manufacturers may use a lower initial fuel temperature for the
running loss test, if approved in advance by the Administrator. To
demonstrate the need for such an adjustment, manufacturers would be
expected to determine the maximum fuel temperature experienced by a
vehicle during an extended park or after driving one UDDS cycle when
exposed to the ambient conditions described in paragraph (d)(3) of this
section. To use this provision,
[[Page 43893]]
manufacturers would have to show maximum fuel temperatures no greater
than 92 deg.F.
22. Section 86.130-96 of subpart B is amended by revising figure
B96-10 at the end of the section and adding paragraph (e) to read as
follows:
Sec. 86.130-96 Test sequence; general requirements.
* * * *
(e) If tests are invalidated after collection of emission data from
previous test segments, the test may be repeated to collect only those
data points needed to complete emission measurements. Compliance with
emission standards may be determined by combining emission measurements
from different test runs. If any emission measurements are repeated,
the new measurements supersede previous values.
BILLING CODE 6560-50-P
[[Page 43894]]
<GRAPHIC><TIF2>TR23AU95.008
BILLING CODE 6560-50-C
[[Page 43895]]
23. Section 86.131-96 of subpart B is amended by revising paragraph
(d) to read as follows:
Sec. 86.131-96 Vehicle preparation.
* * * *
(d) For vehicles to be tested for running loss emissions, prepare
the fuel tank(s) for measuring and recording the temperature and
pressure of the fuel tank as specified in Sec. 86.107-96 (e) and (f).
Measurement of vapor temperature is optional during the running loss
test. If vapor temperature is not measured, fuel tank pressure need not
be measured.
* * * *
Section 86.132-96 of subpart B is amended by revising
paragraphs (c), (f), (h) introductory text, (h)(1)(i), (h)(2), (j)
introductory text, (j)(1) introductory text, (j)(1)(i), and (j)(1)(vi)
to read as follows:
Sec. 86.132-96 Vehicle preconditioning.
* * * *
(c)(1) Gasoline- and methanol-fueled vehicles shall be soaked for
at least 6 hours after being refueled. Petroleum-fueled diesel vehicles
and gaseous-fueled vehicles shall be soaked for at least 1 hour after
being refueled. Following this soak period, the test vehicle shall be
placed, either by being driven or pushed, on a dynamometer and operated
through one Urban Dynamometer Driving Schedule (UDDS), specified in
Sec. 86.115 and Appendix I of this part.
(2) Once a test vehicle has completed the refueling and vehicle
soak steps specified in paragraphs (b) and (c)(1) of this section,
these steps may be omitted in subsequent testing with the same vehicle
and the same fuel specifications, provided the vehicle remains under
laboratory ambient temperature conditions for at least 6 hours before
starting the next test. In such cases, each subsequent test shall begin
with the preconditioning drive specified in this paragraph. The test
vehicle may not be used to set dynamometer horsepower.
* * * *
(f)(1) Gasoline- and methanol-fueled vehicles. After completion of
the preconditioning drive, the vehicle shall be driven off the
dynamometer. The vehicle's fuel tank(s) shall be drained and then
filled with test fuel, as specified in Sec. 86.113, to the ``tank fuel
volume'' defined in Sec. 86.082-2. The vehicle shall be refueled within
1 hour after completion of the preconditioning drive. The fuel cap(s)
shall be installed within 1 minute after refueling. The vehicle shall
be parked within five minutes after refueling.
(2) Petroleum-fueled diesel vehicles. Within five minutes after
completion after the preconditioning drive, the vehicle shall be driven
off the dynamometer and parked.
(3) Gaseous-fueled vehicles. After completion of the
preconditioning drive, the vehicle shall be driven off the dynamometer.
Vehicle fuel tanks shall be refilled with fuel that meets the
specifications in Sec. 86.113. Fuel tanks shall be filled to a minimum
of 7512f service pressure for natural gas-fueled vehicles or a minimum
of 7512f available fill volume for liquefied petroleum gas-fueled
vehicles. Prior draining of the fuel tanks is not called for if the
fuel in the tanks already meets the specifications in Sec. 86.113. The
vehicle shall be parked within five minutes after refueling, or, in the
absence of refueling, within five minutes after completion of the
preconditioning drive.
* * * *
(h) During the soak period for the three-diurnal test sequence
described in Sec. 86.130-96, evaporative canisters, if the vehicle is
so equipped, shall be preconditioned according to the following
procedure. For vehicles with multiple canisters in a series
configuration, the set of canisters must be preconditioned as a unit.
For vehicles with multiple canisters in a parallel configuration, each
canister must be preconditioned separately. If production evaporative
canisters are equipped with a functional service port designed for
vapor load or purge steps, the service port shall be used during
testing to precondition the canister. In addition, for model year 1998
and later vehicles equipped with refueling canisters, these canisters
shall be preconditioned for the three-diurnal test sequence according
to the procedure in paragraph (j)(1) of this section. If a vehicle is
designed to actively control evaporative or refueling emissions without
a canister, the manufacturer shall devise an appropriate
preconditioning procedure, subject to the approval of the
Administrator.
(1)(i) Prepare the evaporative emission canister for the canister
purging and loading operation. The canister shall not be removed from
the vehicle, unless access to the canister in its normal location is so
restricted that purging and loading can only reasonably be accomplished
by removing the canister from the vehicle. Special care shall be taken
during this step to avoid damage to the components and the integrity of
the fuel system. A replacement canister may be temporarily installed
during the soak period while the canister from the test vehicle is
preconditioned.
* * * *
(2) For methanol-fueled and flexible-fueled vehicles, canister
preconditioning shall be performed with a fuel vapor composition
representative of that which the vehicle would generate with the fuel
mixture used for the current test. Manufacturers shall develop a
procedure to precondition the evaporative canister, if the vehicle is
so equipped, for the different fuel. The procedure shall represent a
canister loading equivalent to that specified in paragraph (h)(1) of
this section and shall be approved in advance by the Administrator.
* * * *
(j) For the supplemental two-diurnal test sequence described in
Sec. 86.130-96, one of the following methods shall be used to
precondition evaporative canisters during the soak period specified in
paragraph (g) of this section. For vehicles with multiple canisters in
a series configuration, the set of canisters must be preconditioned as
a unit. For vehicles with multiple canisters in a parallel
configuration, each canister must be preconditioned separately. In
addition, for model year 1998 and later vehicles equipped with
refueling canisters, these canisters shall be preconditioned for the
supplemental two-diurnal test sequence according to the procedure in
paragraph (j)(1) of this section. Canister emissions are measured to
determine breakthrough. Breakthrough is here defined as the point at
which the cumulative quantity of hydrocarbons emitted is equal to 2
grams.
(1) Butane loading to breakthrough. The following procedure
provides for emission measurement in an enclosure. Breakthrough may
also be determined by measuring the weight gain of an auxiliary
evaporative canister connected downstream of the vehicle's canister, in
which case, the following references to the enclosure can be ignored.
The auxiliary canister shall be well purged prior to loading. If
production evaporative canisters are equipped with a functional service
port designed for vapor load or purge steps, the service port shall be
used during testing to precondition the canister.
(i) Prepare the evaporative/refueling emission canister for the
canister loading operation. The canister shall not be removed from the
vehicle, unless access to the canister in its normal location is so
restricted that purging and loading can only reasonably be accomplished
by removing the canister from the vehicle. Special care shall be
[[Page 43896]]
taken during this step to avoid damage to the components and the
integrity of the fuel system. A replacement canister may be temporarily
installed during the soak period while the canister from the test
vehicle is preconditioned.
* * * *
(vi)(A) For gasoline-fueled vehicles, load the canister with a
mixture composed of 50 percent butane and 50 percent nitrogen by volume
at a rate of 40 grams butane per hour.
(B) For methanol-fueled and flexible-fueled vehicles, canister
preconditioning shall be performed with a fuel vapor composition
representative of that which the vehicle would generate with the fuel
mixture used for the current test. Manufacturers shall develop a
procedure to precondition the evaporative canister, if the vehicle is
so equipped, for the different fuel.
* * * *
Section 86.133-96 of subpart B is amended by revising
paragraphs (c), (h), and (i)(5) to read as follows:
Sec. 86.133-96 Diurnal emission test.
* * * *
(c) The test vehicle shall be exposed to ambient temperatures
cycled according to the profile specified in Sec. 86.133 and Appendix
II of this part.
(1) Temperatures measured with the underbody temperature sensor
shall follow the profile with a maximum deviation of 3 deg. F at any
time and an average temperature deviation not to exceed 2 deg. F, where
the average deviation is calculated using the absolute value of each
measured deviation. In addition, the temperature from the sidewall
temperature sensors shall follow the profile with a maximum deviation
of 5 deg. F at any time.
(2) Ambient temperatures shall be measured at least every minute.
Temperature cycling shall begin when time=0 minutes, as specified in
paragraph (i)(5) of this section.
* * * *
(h) Prior to sampling for emissions and throughout the period of
cycled ambient temperatures, the mixing fan(s) shall circulate the air
at a rate of 0.8<plus-minus>0.2 cfm per cubic foot of ambient volume.
The mixing fan(s), plus any additional fans if needed, shall also
maintain a minimum wind speed of 5 mph (8 km/hr) under the fuel tank of
the test vehicle. The Administrator may adjust fan speed and location
to ensure sufficient air circulation around the fuel tank. The wind
speed requirement may be satisfied by consistently using a fan
configuration that has been demonstrated to maintain a broad 5-mph air
flow in the vicinity of the vehicle's fuel tank, subject to
verification by the Administrator.
(i) * * *
(5) Within 10 minutes of closing and sealing the doors, analyze
enclosure atmosphere for hydrocarbons and record. This is the initial
(time=0 minutes) hydrocarbon concentration, C<INF>HCi, required in
Sec. 86.143. Hydrocarbon emissions may be sampled continuously during
the test period.
* * * *
Section 86.134-96 of subpart B is amended by revising
paragraphs (a), (f), (g)(1)(v), (g)(1)(vii), (g)(1)(viii), (g)(1)(xii)
introductory text, (g)(1)(xii)(A), (g)(1)(xiv), (g)(1)(xv),
(g)(1)(xvi), (g)(2)(v), (g)(2)(vii), (g)(2)(x), and (g)(2)(xii) and
adding paragraphs (g)(1)(xx)(C) and (g)(2)(xv) to read as follows:
Sec. 86.134-96 Running loss test.
(a) Overview. Gasoline- and methanol-fueled vehicles are to be
tested for running loss emissions during simulated high-temperature
urban driving; this test is not required for gaseous-fueled vehicles.
During operation, tank temperatures are controlled according to a
prescribed profile to simulate in-use conditions. If the vehicle is
determined to have exceeded the standard before the end of the running
loss test, the test may be terminated without invalidating the data.
The test can be run either in a sealed enclosure or with the pointsource
method, as specified in paragraph (g) of this section.
Measurement of vapor temperature is optional during the running loss
test; however, if testing by the Administrator shows that a vehicle has
exceeded an emission standard without measurement of vapor
temperatures, the manufacturer may, utilizing its own resources,
conduct subsequent testing on that vehicle to determine if the
exceedance is attributable to inadequate control of vapor temperatures.
* * * *
(f) Temperature stabilization. Immediately after the hot transient
exhaust emission test, the vehicle shall be soaked in a temperature
controlled area for a maximum of 6 hours until the fuel temperature is
stabilized. The fuel may be heated or cooled to stabilize fuel
temperatures, but the fuel heating rate must not exceed 5 deg. F in any
1-hour interval during the soak period. A manufacturer may use a faster
heating rate or a longer period for stabilizing fuel temperatures if
the needed heating cannot be easily accomplished in the 6-hour period,
subject to Administrator approval.
(1) Fuel temperatures must be held at 95<plus-minus> 3 deg. F for
at least one hour before the start of the running loss test.
(2) If a vehicle's fuel temperature profile has an initial
temperature lower than 95 deg. F, as described in Sec. 86.129-
94(d)(7)(v), the fuel in the test vehicle must be stabilized to within
3 deg. F of that temperature for at least one hour before the start of
the running loss test.
(g) Running loss test. * * *
(1) Enclosure method. * * *
(v) Fans shall be positioned as described in Secs. 86.107-96 (d)
and (h).
* * * *
(vii) Connect the air intake equipment to the vehicle, if
applicable. This connection shall be made to minimize leakage.
(viii) The temperature and pressure recording systems shall be
started. Measurement of vapor temperature is optional during the
running loss test. If vapor temperature is not measured, fuel tank
pressure need not be measured.
* * * *
(xii) When the ambient temperature is 95<plus-minus>5 deg. F
(35<plus-minus>3 deg. C) and the fuel has been stabilized according to
paragraph (f) of this section, the running loss test may begin. Measure
the initial ambient temperature and pressure.
(A) Analyze enclosure atmosphere for hydrocarbons and record. This
is the initial (time=0 minutes) hydrocarbon concentration, C<INF>HCi,
required in Sec. 86.143. Hydrocarbon emissions may be sampled
continuously during the test period.
* * * *
(xiv) The ambient temperature shall be maintained at
95<plus-minus>5 deg. F (95<plus-minus>2 deg. F on average) during the
running loss test, measured at the inlet to the cooling fan in front of
the vehicle; it shall be recorded at least every 60 seconds.
(xv) The fuel temperature during the dynamometer drive shall be
controlled to match the fuel tank temperature profile determined in
Sec. 86.129. Measured fuel temperatures must be within
<plus-minus>3 deg. F of the target profile throughout the test run.
Vapor temperatures, if measured, must be within <plus-minus>5 deg. F of
the target profile during the first 4186 seconds of the running loss
test, and within <plus-minus>3 deg. F for the remaining 120 seconds of
the test run. For any vehicle complying with the test standards, vapor
temperatures may be higher than the specified tolerances without
invalidating test results. For testing by the Administrator, vapor
temperatures may be lower than the specified tolerances without
invalidating test results. If the test vehicle has more than one fuel
tank, the temperatures for both fuel tanks shall
[[Page 43897]]
follow the target profiles determined in Sec. 86.129. The control
system shall be tuned and operated to provide smooth and continuous
tank temperature profiles that are representative of the on-road
profiles.
(xvi) Tank pressure shall not exceed 10 inches of water at any time
during the running loss test unless a pressurized system is used and
the manufacturer demonstrates that vapor would not be vented to the
atmosphere upon fuel cap removal. A vehicle may exceed the pressure
limit for temporary periods during the running loss test, up to 10
percent of the total driving time, provided that the vehicle has
demonstrated conformance with the pressure limit during the entire
outdoor driving period specified in Sec. 86.129. Measurement of fuel
tank pressures will be considered valid only if vapor temperatures are
measured and controlled to the tolerances specified in paragraph
(g)(1)(xv) of this section.
* * * *
(xx) * * *
(C) Turn off all the fans specified in Sec. 86.107-96(d). Also, the
time that the vehicle's engine compartment cover is open for removal of
air intake equipment, if applicable, shall be minimized to avoid loss
of heat from the engine compartment.
* * * *
(2) Point-source method. * * *
(v) Fans shall be positioned as described in Sec. 86.107-96(d).
* * * *
(vii) The temperature and pressure recording systems shall be
started. Measurement of vapor temperature is optional during the
running loss test. If vapor temperature is not measured, fuel tank
pressure need not be measured.
* * * *
(x) The ambient temperature shall be maintained at
95<plus-minus>5 deg. F (95<plus-minus>2 deg. F on average) during the
running loss test, measured at the inlet to the cooling fan in front of
the vehicle; it shall be recorded at least every 60 seconds.
* * * *
(xii) The tank pressure requirements described in paragraph
(g)(1)(xvi) of this section apply also to running loss testing by the
point source method.
* * * *
(xv) At the end of the running loss test, turn off all the fans
specified in Sec. 86.107-96(d).
* * * *
Section 86.138-90 of subpart B is amended by revising paragraph
(b) to read as follows:
Sec. 86.138-90 Hot soak test.
* * * *
(b) The enclosure doors shall be closed and sealed within two
minutes of engine shutdown and within seven minutes after the end of
the exhaust emission test. The steps after the end of the driving cycle
should be done as quickly as possible to minimize the time needed to
start the hot soak test.
* * * *
Section 86.138-96 of subpart B is amended by revising
paragraphs (a)(2), (b)(2)(v)(A), and (b)(2)(viii) to read as follows:
Sec. 86.138-96 Hot soak test.
(a) * * *
(2) Gaseous-fueled vehicles. Since gaseous-fueled vehicles are not
required to perform a running loss test, the hot soak test shall be
conducted within seven minutes after completion of the hot start
exhaust test.
(b) * * *
(2) * * *
(v) * * *
(A) Analyze the enclosure atmosphere for hydrocarbons and record.
This is the initial (time = 0 minutes) hydrocarbon concentration,
C<INF>HCi, required in Sec. 86.143. Hydrocarbon emissions may be
sampled continuously during the test period.
* * * *
(viii) The vehicle shall enter the enclosure; the enclosure doors
shall be closed and sealed within 2 minutes of engine shutdown and
within seven minutes after the end of the running loss test.
* * * *
Section 86.143-96 of subpart B is amended by revising
paragraphs (b)(1)(i) introductory text and equation, (b)(1)(i)(D),
(b)(2)(i)(B), and (b)(2)(ii)(B), adding paragraph (b)(1)(iii), and
removing and reserving paragraphs (b)(1)(i)(C) and (b)(1)(i)(E) to read
as follows:
Sec. 86.143-96 Calculations; evaporative emissions.
* * * *
(b) * * *
(1) * * *
(i) Methanol emissions:
<GRAPHIC><TIF3>TR23AU95.002
Where:
* * * *
(C) [Reserved].
(D) V<INF>E=Volume of sample withdrawn, ft\3\. Sample volumes must
be corrected for differences in temperature to be consistent with
determination of V<INF>n, prior to being used in the equation.
(E) [Reserved].
* * * *
(iii) For variable-volume enclosures, defined in
Sec. 86.107(a)(1)(i), the following simplified form of the hydrocarbon
mass change equation may be used:
<GRAPHIC><TIF4>TR23AU95.003
(2) * * *
(i) * * *
(B) <greek-r><INF>CH3OH= 37.71 g/ft\3\, density of pure vapor at
68 deg. F.
* * * *
(ii) * * *
(B) <greek-r><INF>HC= 16.88 g/ft\3\, density of pure vapor at
68 deg. F (for hydrogen to carbon ratio of 2.3).
* * * *
Section 86.146-96 of subpart B is amended by revising
paragraphs (f), (i)(1), and (i)(2) to read as follows:
[[Page 43898]]
Sec. 86.146-96 Fuel dispensing spitback procedure.
* * * *
(f) Following the preconditioning drive, the vehicle shall be moved
or driven at minimum throttle to the refueling area.
* * * *
(i) * * *
(1) The fueling operation shall be started within 4 minutes after
the vehicle is turned off and within 8 minutes after completion of the
preconditioning drive. The average temperature of the dispensed fuel
shall be 65<plus-minus>5 deg. F (18<plus-minus>3 deg. C).
(2) The fuel shall be dispensed at a rate of 9.8<plus-minus>0.3
gallons/minute (37.1<plus-minus>1.1 L/min) until the automatic shutoff
is activated.
* * * *
Section 86.152-98 of subpart B is amended by revising paragraph
(a) to read as follows:
Sec. 86.152-98 Vehicle preparation; refueling test.
(a) Provide additional fittings and adapters, as required, to
accommodate a fuel drain at the lowest point possible in the tank(s) as
installed on the vehicle. The canister shall not be removed from the
vehicle, unless access to the canister in its normal location is so
restricted that purging and loading can only reasonably be accomplished
by removing the canister from the vehicle. Special care shall be taken
during this step to avoid damage to the components and the integrity of
the fuel system. A replacement canister may be temporarily installed
during the soak period while the canister from the test vehicle is
preconditioned.
* * * *
Section 86.153-98 is amended by revising paragraphs (a) and
(c)(2) to read as follows:
Sec. 86.153-98 Vehicle and canister preconditioning; refueling test.
(a) Vehicle and canister preconditioning. Vehicles and vapor
storage canisters shall be preconditioned in accordance with the
preconditioning procedures for the supplemental two-diurnal evaporative
emissions test specified in Sec. 86.132-96 (a) through (j). For
vehicles equipped with non-integrated refueling emission control
systems, the canister must be loaded using the method involving butane
loading to breakthrough (see Sec. 86.132-96(j)(1)).
* * * *
(c) * * *
(2) To provide additional opportunity for canister purge, conduct
additional driving on a dynamometer, within one hour of completion of
the hot start exhaust test, by operating the test vehicle through one
UDDS, a 2 minute idle, two NYCCs, another 2 minute idle, another UDDS,
then another 2 minute idle (see Sec. 86.115-78 and Appendix I of this
part). Fifteen seconds after the engine starts, place the transmission
in gear. Twenty seconds after the engine starts, begin the initial
vehicle acceleration of the driving schedule. The transmission shall be
operated according to the specifications of Sec. 86.128-79 during the
driving cycles. The vehicle's air conditioner (if so equipped) shall be
turned off. Ambient temperature shall be controlled as specified in
Sec. 86.151-98. It is not necessary to monitor and/or control in-tank
fuel temperatures.
(i) The fixed-speed fan specified in Sec. 86.135-94(b) may be used
for engine cooling. If a fixed-speed fan is used, the vehicle's hood
shall be opened.
(ii) Alternatively, the roadspeed-modulated fan specified in
Sec. 86.107-96(d)(1) may be used for engine cooling. If a road-speed
modulated fan is used, the vehicle's hood shall be closed.
* * * *
Section 86.154-98 is amended by revising paragraph (e)(3) to
read as follows:
Sec. 86.154-98 Measurement procedure; refueling test.
* * * *
(e) * * *
(3) An electrical ground shall be attached to the vehicle. The
vehicle fuel filler cap shall be removed and the enclosure door shall
be closed and sealed within two minutes of cap removal. The FID (or
HFID) trace shall be allowed to stabilize.
* * * *
Subpart G--[Amended]
34. Section 86.608-90 of subpart G is amended by revising paragraph
(a)(2)(ii) to read as follows:
Sec. 86.608-90 Test procedures.
(a) * * *
(2) * * *
(ii) The manufacturer may measure the temperature of the test fuel
at other than the approximate mid-volume of the fuel tank, as specified
in Sec. 86.131-96(a) with only a single temperature sensor, and may
drain the test fuel from other than the lowest point of the tank, as
specified in Sec. 86.131-96(b), provided an equivalent method is used.
Equivalency documentation shall be maintained by the manufacturers and
shall be made available to the Administrator upon request.
Additionally, for any test vehicle that has remained under laboratory
ambient temperature conditions for at least 6 hours prior to testing,
the vehicle soak described in Sec. 86.132-96(c) may be eliminated upon
approval of the Administrator. In such cases, the vehicle shall be
operated through the preconditioning drive described in Sec. 86.132-
96(c) immediately following the fuel drain and fill procedure described
in Sec. 86.132-96(b).
* * * *
Section 86.608-98 of subpart G is amended by revising paragraph
(a)(2)(ii) to read as follows:
Sec. 86.608-98 Test procedures.
(a) * * *
(2) * * *
(ii) The manufacturer may measure the temperature of the test fuel
at other than the approximate mid-volume of the fuel tank, as specified
in Sec. 86.131-96(a) with only a single temperature sensor, and may
drain the test fuel from other than the lowest point of the tank, as
specified in Sec. 86.131-96(b) and Sec. 86.152-98(a), provided an
equivalent method is used. Equivalency documentation shall be
maintained by the manufacturers and shall be made available to the
Administrator upon request. Additionally, for any test vehicle that has
remained under laboratory ambient temperature conditions for at least 6
hours prior to testing, the vehicle soak described in Sec. 86.132-96(c)
may be eliminated upon approval of the Administrator. In such cases,
the vehicle shall be operated through the preconditioning drive
described in Sec. 86.132-96(c) immediately following the fuel drain and
fill procedure described in Sec. 86.132-96(b).
* * * *
Subpart M--[Amended]
Section 86.1207-96 of subpart M is amended by revising
paragraphs (a)(1) introductory text, (a)(1)(ii)(A), (a)(1)(ii)(B),
(a)(2), (a)(3)(i), (a)(3)(ii), (c)(1), (d), (e), and (f) to read as
follows:
Sec. 86.1207-96 Sampling and analytical systems; evaporative
emissions.
(a) Testing enclosures--(1) Diurnal emission test. The enclosure
shall be readily sealable, rectangular in shape, with space for
personnel access to all sides of the vehicle. When sealed, the
enclosure shall be gas tight in accordance with Sec. 86.1217-96.
Interior surfaces must be impermeable and nonreactive to hydrocarbons
(and to methanol, if the enclosure is used for methanol-fueled
vehicles). The temperature conditioning system shall
[[Page 43899]]
be capable of controlling the internal enclosure air temperature to
follow the prescribed temperature versus time cycle as specified in
Sec. 86.1233-96 and Appendix II of this part, within an instantaneous
tolerance of <plus-minus>3.0 deg.F of the nominal temperature versus
time profile throughout the test, and an average tolerance of 2.0
deg.F over the duration of the test (where the average is calculated
using the absolute value of each measured deviation). The control
system shall be tuned to provide a smooth temperature pattern that has
a minimum of overshoot, hunting, and instability about the desired
long-term ambient temperature profile. Interior surface temperatures
shall not be less than 40 deg.F at any time during the diurnal
emission test. To accommodate the volume changes due to enclosure
temperature changes, either a variable-volume or fixed-volume enclosure
may be used for diurnal emission testing:
* * * *
(ii) Fixed-volume enclosure. * * *
(A) The enclosure shall be equipped with a mechanism to maintain a
fixed internal air volume. This may be accomplished either by
withdrawing air at a constant rate and providing makeup air as needed,
or by reversing the flow of air into and out of the enclosure in
response to rising or falling temperatures. If inlet air is added
continuously throughout the test, it should be filtered with activated
carbon to provide a relatively low and constant hydrocarbon level. Any
method of volume accommodation shall maintain the differential between
the enclosure internal pressure and the barometric pressure to a
maximum value of <plus-minus>2.0 inches of water.
(B) The equipment shall be capable of measuring the mass of
hydrocarbon and methanol (if the enclosure is used for methanol-fueled
vehicles) in the inlet and outlet flow streams with a resolution of
0.01 gram per hour. A bag sampling system may be used to collect a
proportional sample of the air withdrawn from and admitted to the
enclosure. Alternatively, the inlet and outlet flow streams may be
continuously analyzed using an on-line FID analyzer and integrated with
the flow measurements to provide a continuous record of the mass
hydrocarbon and methanol removal.
(2) Running loss test. The enclosure shall be readily sealable,
rectangular in shape, with space for personnel access to all sides of
the vehicle. When sealed, the enclosure shall be gas tight in
accordance with Sec. 86.1217-96. The enclosure may be equipped with a
personnel door, provided that the enclosure can still meet the
requirements of Sec. 86.1217-96 with the door installed. Interior
surfaces must be impermeable and nonreactive to hydrocarbons and to
methanol (if the enclosure is used for methanol-fueled vehicles).
Interior surface temperatures shall not be less than 40 deg.F. If a
running loss enclosure meets all the requirements of paragraph (a)(1)
of this section, it may be used as a diurnal evaporative emission
enclosure. The enclosure must contain a dynamometer that meets the
requirements of Sec. 86.1208. Provisions shall be made to remove
exhaust gases from the enclosure. During the running loss test, ambient
temperatures must be maintained at 95<plus-minus>5 deg.F
(95<plus-minus>2 deg.F on average). An air or oxygen cylinder with an
attached self-contained breathing apparatus may be provided for the
vehicle operator. The air required for vehicle operation shall be
provided by one of the following methods:
(i) The running loss enclosure may be equipped to supply air to the
vehicle, at a temperature of 95<plus-minus>5 deg. F, from sources
outside of the running loss enclosure directly into the operating
engine's air intake system. Supplemental air requirements (e.g., for an
air pump) shall be supplied by drawing air from the engine intake
source.
(ii) If it is shown to yield equivalent or superior results, the
running loss enclosure may be designed with an air makeup system that
brings outside air into the enclosure to accommodate the aspiration
needs of the engine and any auxiliary devices. The makeup air shall be
monitored to establish the background hydrocarbon levels (or
hydrocarbon and methanol, levels, if applicable) of the makeup air. A
filter may be used to provide dry air with a stable concentration of
background hydrocarbon. The makeup-air vent shall be readily sealable
for calibration of the enclosure and other purposes. For calculation of
running loss emissions, it may be assumed that the hydrocarbon and
methanol concentration in the air consumed by the vehicle is the same
as that of the rest of the air in the enclosure.
(3) Hot soak test. * * *
(i) If the hot soak test is conducted in the same enclosure as the
immediately preceding running loss test, interior surface temperatures
shall not be below 70 deg. F for the last 55 minutes of the hot soak
test.
(ii) If the hot soak test is not conducted in the same enclosure as
the immediately preceding running loss test, interior surface
temperatures shall not be below 70 deg. F for the duration of the hot
soak test.
* * * *
(c) Evaporative emission hydrocarbon and methanol data recording
system. (1) The electrical output of the FID used for measuring
hydrocarbons (or hydrocarbons plus methanol, as appropriate) shall be
recorded at least at the initiation and termination of each running
loss and hot soak test, and at least at the initiation and termination
of the enclosure sampling period(s) for the diurnal emission test, as
described in Sec. 86.1233. The recording may be taken by means of a
strip chart potentiometric recorder, by use of an on-line computer
system or other suitable means. In any case, the recording system must
have operational characteristics (signal-to-noise ratio, speed of
response, etc.) equivalent to or better than those of the signal source
being recorded, and must provide a permanent record of results. The
record shall show a positive indication of the initiation and
completion of each hot soak, running loss, or diurnal emission test
(including initiation and completion of sampling period(s)), along with
the time elapsed during each soak.
* * * *
(d) Fuel temperature control system. Fuel temperatures of the test
vehicle shall be controlled, as specified in Sec. 86.1234(g)(1)(xv),
with the following combination of fans. The control system shall be
tuned and operated to provide a smooth and continuous fuel temperature
profile that is representative of the on-road temperature profile. The
running loss test configuration should be designed to avoid heating or
cooling the fuel tank's vapor space in a way that would cause vapor
temperature behavior to be unrepresentative of the vehicle's on-road
profile.
(1) A vehicle cooling fan shall discharge air to the front of the
vehicle. The fan shall be a road-speed modulated fan that is controlled
to a discharge velocity that follows the dynamometer roll speed, at
least up to speeds of 30 mph, throughout the driving cycle. If a
warning light or gauge indicates that the vehicle's engine coolant has
overheated, subsequent test runs on the that vehicle must include a
vehicle cooling fan that follows the dynamometer roll speed at all
speeds throughout the test cycle. The fan may direct airflow to both
the vehicle radiator air inlet(s) and the vehicle underbody.
(2) An additional fan may be used to discharge airflow from the
front of the vehicle directly to the vehicle underbody to control fuel
temperatures.
[[Page 43900]]
Such a fan shall provide a total discharge airflow not to exceed 8,000
cfm.
(3) Additional fans may be used to route heating or cooling air
directly at the bottom of the vehicle's fuel tank. The air supplied to
the tank shall be between 85 deg. and 160 deg. F, with a total
discharge airflow not to exceed 4,000 cfm. For exceptional
circumstances, manufacturers may direct up to 6,000 cfm at the bottom
of the fuel tank with the advance approval of the Administrator.
(4) Direct fuel heating may be needed for canister preconditioning,
as specified in Sec. 86.1232(j)(2). Also, under exceptional
circumstances in which airflow alone is insufficient to control fuel
temperatures during the running loss test, direct fuel tank heating may
be used (see Sec. 86.1234-96(g)(1)(xv)). The heating system must not
cause hot spots on the tank wetted surface that could cause local
overheating of the fuel. Heat must not be applied directly to the
tank's vapor space, nor to the liquid-vapor interface.
(e) Temperature recording system. A strip chart potentiometric
recorder, an on-line computer system, or other suitable means shall be
used to record enclosure ambient temperature during all evaporative
emission test segments, as well as vehicle fuel tank temperature during
the running loss test. The recording system shall record each
temperature at least once every minute. The recording system shall be
capable of resolving time to <plus-minus>15 s and capable of resolving
temperature to <plus-minus>0.75 deg. F (<plus-minus>0.42 deg. C). The
temperature recording system (recorder and sensor) shall have an
accuracy of <plus-minus>3 deg. F (<plus-minus>1.7 deg. C). The recorder
(data processor) shall have a time accuracy of <plus-minus>15 s and a
precision of <plus-minus>15 s. Enclosures shall be equipped with two
ambient temperature sensors, connected to provide one average output,
located 3 feet above the floor at the approximate mid-length of each
side wall of the enclosure and within 3 to 12 inches of each side wall.
For diurnal emission testing, an additional temperature sensor shall be
located underneath the vehicle to provide a temperature measurement
representative of the air temperature under the fuel tank. For running
loss testing, an ambient temperature sensor shall be located at the
inlet to the fan that provides engine cooling. Manufacturers shall
arrange that vehicles furnished for testing at federal certification
facilities be equipped with temperature sensors for measurement of fuel
tank temperatures. Vehicles shall be equipped with two temperature
sensors installed to provide an average liquid fuel temperature. The
temperature sensors shall be placed to measure the temperature at the
mid-volume of the liquid fuel at a fill level of 40 percent of nominal
tank capacity. An additional temperature sensor may be placed to
measure vapor temperatures approximately at the mid-volume of the vapor
space, though measurement of vapor temperatures is optional during the
running loss test. In-tank temperature sensors are not required for the
supplemental two-diurnal test sequence specified in Sec. 86.1230-96.
(f) Pressure recording system. A strip chart potentiometric
recorder, an on-line computer system, or other suitable means, shall be
used to record the enclosure gage pressure for any testing in an
enclosure, as well as the vehicle's fuel tank pressure during the
running loss test and the outdoor driving procedure specified in
Sec. 86.1229-85(d). Fuel tank pressure measurement and recording
equipment are optional during the running loss test. The recording
system shall record each pressure at least once every minute. The
recording system shall be capable of resolving time to <plus-minus>15 s
and capable of resolving pressure to <plus-minus>0.1 inches of water.
The pressure recording system (recorder and sensor) shall have an
accuracy of <plus-minus>1.0 inch of water. The recorder (data
processor) shall have a time accuracy of <plus-minus>15 s and a
precision of <plus-minus>15 s. The pressure transducer shall be
installed to measure the pressure in the vapor space of the fuel tank.
* * * *
Section 86.1217-96 of subpart M is amended by revising the
introductory text and paragraphs (a)(1)(ii), (a)(1)(iii), (a)(7), (b),
(c) heading, (c)(1) introductory text, (c)(1)(v), (c)(1)(vii), (d)(1)
introductory text and equation, (d)(1)(v), and (e)(1)(iii), adding
paragraphs (d)(1)(xiii), (d)(1)(xiv), and (d)(3), and removing and
reserving paragraphs (c)(1)(iv), (d)(1)(iii) and (d)(1)(iv) to read as
follows:
Sec. 86.1217-96 Evaporative emission enclosure calibrations.
The calibration of evaporative emission enclosures consists of
three parts: initial and periodic determination of enclosure background
emissions (hydrocarbons and methanol); initial determination of
enclosure internal volume; and periodic hydrocarbon and methanol
retention check and calibration. Methanol measurements may be omitted
if methanol-fueled vehicles will not be tested in the evaporative
enclosure. Alternate calibration methods may be used if shown to yield
equivalent or superior results, and if approved in advance by the
Administrator; specifically, more extreme temperatures may be used for
determining calibration without affecting the validity of test results.
(a) Initial and periodic determination of enclosure background
emissions. * * *
(1) * * *
(ii) Fixed-volume enclosures may be operated with inlet and outlet
flow streams either closed or open; if inlet and outlet flow streams
are open, the air flowing into and out of the enclosure must be
monitored in accordance with Sec. 86.107-96(a)(1)(ii)(B). Ambient
temperatures shall be maintained at 96<plus-minus>3 deg. F throughout
the 4-hour period.
(iii) For running loss enclosures ambient temperatures shall be
maintained at 95<plus-minus>3 deg. F throughout the 4-hour period. For
running loss enclosures designed with a vent for makeup air, the
enclosure shall be operated with the vent closed.
* * * *
(7) Allow the enclosure to stand undisturbed for four hours.
* * * *
(b) Initial determination of enclosure internal volume. Prior to
its introduction into service the enclosure internal volume shall be
determined by the following procedure:
(1) Carefully measure the internal length, width and height of the
enclosure, accounting for irregularities (such as braces) and calculate
the internal volume. For variable-volume enclosures, latch the
enclosure to a fixed volume when the enclosure is held at a constant
temperature; this nominal volume shall be repeatable within
<plus-minus>0.5 percent of the reported value.
(2) [Reserved].
(3) [Reserved].
(c) Hydrocarbon and methanol (organic gas) retention check and
calibration. * * *
(1) An enclosure to be used for the diurnal emission test (see
Sec. 86.1233-96) shall be calibrated according to the following
procedure. Calibration for hydrocarbon and methanol may be conducted
simultaneously or in sequential test runs.
* * * *
(iv) [Reserved].
(v) Turn on the ambient temperature control system (if not already
on) and adjust it for an initial temperature of 96 deg. F (36 deg. C).
On variable-volume enclosures, latch the enclosure to the appropriate
volume position for the set temperature. On fixed-volume enclosures
close the outlet and inlet flow streams.
* * * *
[[Page 43901]]
(vii) Inject into the enclosure 2 to 6 grams of pure methanol at a
temperature of at least 150 deg. F (65 deg. C) and/or 2 to 6 grams of
pure propane. The injected quantity may be measured by volume flow or
by mass measurement. The method used to measure the quantity of
methanol and propane shall have an accuracy of <plus-minus>0.2 percent
of the measured value (less accurate methods may be used with the
advance approval of the Administrator).
* * * *
(d) Calculations. (1) The calculation of net methanol and
hydrocarbon mass change is used to determine enclosure background and
leak rate. It is also used to check the enclosure volume measurements.
The methanol mass change is calculated from the initial and final
methanol samples, the net withdrawn methanol (in the case of diurnal
emission testing with fixed-volume enclosures), and initial and final
temperature and pressure according to the following equation:
<GRAPHIC><TIF5>TR23AU95.004
Where:
* * * *
(iii) [Reserved].
(iv) [Reserved].
(v) V<INF>E=Volume of sample withdrawn, ft<SUP>3. Sample volumes
must be corrected for differences in temperature to be consistent with
determination of V<INF>n, prior to being used in the equation.
* * * *
(xiii) M<INF>CH3OH,out=mass of methanol exiting the enclosure, in
the case of fixed-volume enclosures for diurnal emission testing,
<greek-m>g.
(xiv) M<INF>CH3OH,in=mass of methanol entering the enclosure, in
the case of fixed-volume enclosures for diurnal emission testing,
<greek-m>g.
* * * *
(3) For variable-volume enclosures, defined in
Sec. 86.1207(a)(1)(i), the following simplified form of the hydrocarbon
mass change equation may be used:
<GRAPHIC><TIF6>TR23AU95.005
(e) Calibration of equipment for point-source testing of running
losses. * * *
(1) * * *
(iii) Operate the vapor sampling system in the normal manner and
release a known quantity of pure propane into the most frequently used
fuel vapor collector during the sampling period (approximately 5
minutes).
* * * *
Section 86.1229-85 of subpart M is amended by revising
paragraphs (d)(1), (d)(2)(iii), (d)(3)(ii), (d)(3)(iii), (d)(4)(i),
(d)(4)(ii), (d)(4)(iii), (d)(7)(iii), and (d)(7)(iv) and adding
paragraph (d)(7)(v) to read as follows:
Sec. 86.1229-85 Dynamometer load determination and fuel temperature
profile.
* * * *
(d) Fuel temperature profile--(1) General requirements. (i) To be
tested for running losses, as specified in Sec. 86.1234, a vehicle must
have a fuel temperature profile. The following procedure is used to
generate the fuel temperature profile, which serves as a target for
controlling fuel temperatures during the running loss test. This
profile represents the fuel temperature change that occurs during onroad
driving. If a vehicle has more than one fuel tank, a profile shall
be established for each tank. Manufacturers may also simultaneously
generate a profile for vapor temperatures.
(ii) If a manufacturer uses a vehicle model to develop a profile to
represent multiple models, the vehicle model selected must have the
greatest expected fuel temperature increase during driving of all those
models it represents. Also, manufacturers must select test vehicles
with any available vehicle options that increase fuel temperatures
during driving (for example, any feature that limits underbody
airflow).
(iii) Manufacturers may conduct testing to develop fuel temperature
profiles in a laboratory setting, subject to approval by the
Administrator. The laboratory facility should simulate outdoor testing
to reproduce fuel and vapor temperature behavior over the specified
driving schedule. The design of the laboratory facility should include
consideration of any parameters that may affect fuel temperatures, such
as solar loading, pavement heat, and relative wind velocities around
and underneath the test vehicle. Indoor testing to develop the fuel
temperature profiles must be conducted with little or no vehiclespecific
adjustment of laboratory parameters. Manufacturers would need
to maintain an ongoing demonstration of correlation between laboratory
and outdoor measurement of fuel temperatures. Specifically, fuel
temperatures and pressures from indoor driving should be at least as
high as measured when driving outdoors according to the procedures
described in this section.
(iv) Small-volume manufacturers, as defined in Sec. 86.094-
14(b)(1), may use an alternate method for generating fuel temperature
profiles, subject to the approval of the Administrator.
(v) The Administrator may conduct testing to establish any
vehicle's temperature profiles or to verify compliance with fuel tank
pressure requirements.
(2) * * *
(iii) The data recording system described in paragraph (d)(2)(ii)
of this section shall be capable of resolving time to <plus-minus>1 s,
capable of resolving temperature to <plus-minus>2 deg. F, capable of
resolving pressure to <plus-minus>1.0 inch of water, and capable of
resolving speed to <plus-minus>1 mph. The temperature and pressure
signals shall be recorded at intervals of up to 1 minute; speed signals
shall be recorded at intervals of up to 1 second.
(3) * * *
(ii) Wind conditions shall be calm to light with maximum wind speed
of 15 mph. In the case of temporary gusting, wind speeds between 15 and
25 mph may occur for up to 5 percent of the total driving time without
invalidating the data collection. Wind speed shall be measured and
recorded in regular intervals of at least once per minute. Measure wind
speed with the following
[[Page 43902]]
requirements (based on Federal Standard for Siting Meteorological
Sensors at Airports, FCM-S4-1987). The site should be relatively level,
but small gradual slopes are acceptable. The sensor shall be mounted 30
to 33 feet (9 to 10 meters) above the average ground height within a
radius of 500 feet (150 meters). The sensor height shall not exceed 33
feet, except as necessary to be at least 15 feet (5 meters) above the
height of any obstruction (e.g. vegetation, buildings, etc.) within a
500 foot (150 meter) radius. An object is considered to be an
obstruction if the included lateral angle from the sensor to the ends
of the object is 10 degrees or more.
(iii) Road surface temperature shall be at least 125 deg. F
throughout the driving period. Pavement temperature shall be measured
and recorded in regular intervals of at least once per minute. The
track temperature may be measured with an embedded sensor, a portable
temperature probe, or an infrared pyrometer that can provide an
accuracy of <plus-minus>2 deg. F. Temperatures must be measured on a
surface representative of the surface where the vehicle is driven.
* * * *
(4) Profile determination procedure. (i) Drain the fuel tank(s) and
fill with test fuel to the ``tank fuel volume'' defined in Sec. 86.082-
The test fuel should meet the specifications of Sec. 86.1213, except
that fuel with a lower volatility may be used, subject to Administrator
approval. Manufacturers using a lower volatility fuel must generate a
vapor temperature profile for demonstrating compliance with the limit
on fuel tank pressure during the running loss test (see Sec. 86.1234-
96).
(ii) The vehicle shall be moved to the location where the data is
to be collected. It may be driven a maximum distance of 5 miles and may
also be transported by other means. The vehicle shall be stabilized by
one of the following methods:
(A) The vehicle shall be parked for a minimum of 12 hours in an
open area on a surface that is representative of the test road, without
any artificial heating or cooling of the fuel. The orientation of the
front of the vehicle during parking (e.g., N, SW, etc.) shall be
documented.
(B) The vehicle may be soaked in a temperature-controlled
environment to stabilize fuel temperatures. Before starting the drive,
the vehicle shall be stabilized with fuel temperatures
95<plus-minus>3 deg. F for at least one hour. The fuel temperature may
not exceed 98 deg. F at any time before the beginning of the driving
schedule, during which only whole-vehicle heating and cooling may be
used to control fuel temperatures. If a manufacturer uses the
provisions of paragraph (d)(7)(v) of this section to establish a lower
initial fuel temperature for the running loss test, the fuel in the
test vehicle may not be stabilized at a temperature higher than the
newly established initial fuel temperature.
(iii) Once the ambient conditions specified in paragraph (d)(3) of
this section are met and the vehicle has been stabilized according to
paragraph (d)(4)(ii) of this section, the vehicle's engine may be
started. The vehicle's air conditioning system (if so equipped) shall
be set to the ``normal'' air conditioning mode and adjusted to the
minimum discharge air temperature and high fan speed. Vehicles equipped
with automatic temperature controlled air conditioning systems shall be
set to operate in ``automatic'' temperature and fan modes with the
system set at 72 deg. F.
* * * *
(7) * * *
(iii) If all these requirements are met, the following calculations
shall be performed to determine a profile for liquid fuel temperatures
and, if applicable, for vapor temperatures: T<INF>i,profile=T<INF>iT
<INF>o.
Where:
(A) T<INF>i,profile=the series of temperatures that comprise the
relative temperature profile.
(B) T<INF>i=the series of observed liquid fuel or vapor
temperatures during the drive.
(C) T<INF>o=the liquid fuel or vapor temperature observed at the
start of the specified driving schedule.
(iv) The relative temperature profile consists of the set of
temperatures at each 1-minute interval. If temperatures are sampled
more frequently than once per minute, the temperature data points may
represent a rolling average of temperatures sampled for up to oneminute
intervals. If multiple valid test runs are conducted for any
model, then all the collected data shall be used to calculate a
composite profile, based on the average temperatures at each point. The
absolute temperature profile is determined by adding 95 deg. F (35 deg.
C) to each point of the relative profile. Other methodologies for
developing corrected liquid fuel and vapor space temperature profiles
may be used if demonstrated to yield equivalent results and approved in
advance by the Administrator.
(v) Manufacturers may use a lower initial fuel temperature for the
running loss test, if approved in advance by the Administrator. To
demonstrate the need for such an adjustment, manufacturers would be
expected to determine the maximum fuel temperature experienced by a
vehicle during an extended park or after driving one UDDS cycle when
exposed to the ambient conditions described in paragraph (d)(3) of this
section. To use this provision, manufacturers would have to show
maximum fuel temperatures no greater than 92 deg. F.
39. Section 86.1230-96 of subpart M is amended by revising figure
M96-1 at the end of the section and adding paragraph (e) to read as
follows:
Sec. 86.1230-96 Test sequence; general requirements.
* * * *
(e) If tests are invalidated after collection of emission data from
previous test segments, the test may be repeated to collect only those
data points needed to complete emission measurements. Compliance with
emission standards may be determined by combining emission measurements
from different test runs. If any emission measurements are repeated,
the new measurements supersede previous values.
BILLING CODE 6560-50-P
[[Page 43903]]
<GRAPHIC><TIF7>TR23AU95.009
BILLING CODE 6560-50-C
[[Page 43904]]
40. Section 86.1231-96 of subpart M is amended by revising
paragraph (d) to read as follows:
Sec. 86.1231-96 Vehicle preparation.
* * * *
(d) For vehicles to be tested for running loss emissions, prepare
the fuel tank(s) for measuring and recording the temperature and
pressure of the fuel tank as specified in Sec. 86.1207-96 (e) and (f).
Measurement of vapor temperature is optional during the running loss
test. If vapor temperature is not measured, fuel tank pressure need not
be measured.
* * * *
Section 86.1232-96 of subpart M is amended by revising
paragraphs (c), (f), (h) introductory text, (h)(1)(i), (h)(2), (j)
introductory text, (j)(1) introductory text, (j)(1)(i), and (j)(1)(vi)
to read as follows:
Sec. 86.1232-96 Vehicle preconditioning.
* * * *
(c) Gasoline- and methanol-fueled vehicles shall be soaked for at
least 6 hours after being refueled. Gaseous-fueled vehicles shall be
soaked for at least 1 hour after being refueled. Following this soak
period, the test vehicle shall be placed, either by being driven or
pushed, on a dynamometer and operated through one Heavy-Duty Vehicle
Urban Dynamometer Driving schedule, specified in Sec. 86.1215 and
Appendix I of this part. Once a test vehicle has completed the
refueling and vehicle soak steps specified in paragraphs (b) and (c) of
this section, these steps may be omitted in subsequent testing with the
same vehicle and the same fuel specifications, provided the vehicle
remains under laboratory ambient temperature conditions for at least 6
hours before starting the next test. In such cases, each subsequent
test shall begin with the preconditioning drive specified in this
paragraph. The test vehicle may not be used to set dynamometer
horsepower.
* * * *
(f)(1) Gasoline- and methanol-fueled vehicles. After completion of
the preconditioning drive, the vehicle shall be driven off the
dynamometer. The vehicle's fuel tank(s) shall be drained and then
filled with test fuel, as specified in Sec. 86.1213, to the ``tank fuel
volume'' defined in Sec. 86.082-2. The vehicle shall be refueled within
1 hour after completion of the preconditioning drive. The fuel cap(s)
shall be installed within 1 minute after refueling. The vehicle shall
be parked within five minutes after refueling.
(2) Gaseous-fueled vehicles. After completion of the
preconditioning drive, the vehicle shall be driven off the dynamometer.
Vehicle fuel tanks shall be refilled with fuel that meets the
specifications in Sec. 86.1213. Fuel tanks shall be filled to a minimum
of 7512f service pressure for natural gas-fueled vehicles or a minimum
of 7512f available fill volume for liquefied petroleum gas-fueled
vehicles. Prior draining of the fuel tanks is not called for if the
fuel in the tanks already meets the specifications in Sec. 86.1213. The
vehicle shall be parked within five minutes after refueling, or, in the
absence of refueling, within five minutes after completion of the
preconditioning drive.
* * * *
(h) During the soak period for the three-diurnal test sequence
described in Sec. 86.1230-96, evaporative canisters, if the vehicle is
so equipped, shall be preconditioned according to the following
procedure. For vehicles with multiple canisters in a series
configuration, the set of canisters must be preconditioned as a unit.
For vehicles with multiple canisters in a parallel configuration, each
canister must be preconditioned separately. If production evaporative
canisters are equipped with a functional service port designed for
vapor load or purge steps, the service port shall be used during
testing to precondition the canister. In addition, for model year 1998
and later vehicles equipped with refueling canisters, these canisters
shall be preconditioned for the three-diurnal test sequence according
to the procedure in paragraph (j)(1) of this section. If a vehicle is
designed to actively control evaporative or refueling emissions without
a canister, the manufacturer shall devise an appropriate
preconditioning procedure, subject to the approval of the
Administrator.
(1)(i) Prepare the evaporative emission canister for the canister
purging and loading operation. The canister shall not be removed from
the vehicle, unless access to the canister in its normal location is so
restricted that purging and loading can only reasonably be accomplished
by removing the canister from the vehicle. Special care shall be taken
during this step to avoid damage to the components and the integrity of
the fuel system. A replacement canister may be temporarily installed
during the soak period while the canister from the test vehicle is
preconditioned.
* * * *
(2) For methanol-fueled and flexible-fueled vehicles, canister
preconditioning shall be performed with a fuel vapor composition
representative of that which the vehicle would generate with the fuel
mixture used for the current test. Manufacturers shall develop a
procedure to precondition the evaporative canister, if the vehicle is
so equipped, for the different fuel. The procedure shall represent a
canister loading equivalent to that specified in paragraph (h)(1) of
this section and shall be approved in advance by the Administrator.
* * * *
(j) For the supplemental two-diurnal test sequence described in
Sec. 86.1230-96, one of the following methods shall be used to
precondition evaporative canisters during the soak period specified in
paragraph (g) of this section. For vehicles with multiple canisters in
a series configuration, the set of canisters must be preconditioned as
a unit. For vehicles with multiple canisters in a parallel
configuration, each canister must be preconditioned separately. In
addition, for model year 1998 and later vehicles equipped with
refueling canisters, these canisters shall be preconditioned for the
supplemental two-diurnal test sequence according to the procedure in
paragraph (j)(1) of this section. Canister emissions are measured to
determine breakthrough. Breakthrough is here defined as the point at
which the cumulative quantity of hydrocarbons emitted is equal to 2
grams.
(1) Butane loading to breakthrough. The following procedure
provides for emission measurement in an enclosure. Breakthrough may
also be determined by measuring the weight gain of an auxiliary
evaporative canister connected downstream of the vehicle's canister, in
which case, the following references to the enclosure can be ignored.
The auxiliary canister shall be well purged prior to loading. If
production evaporative canisters are equipped with a functional service
port designed for vapor load or purge steps, the service port shall be
used during testing to precondition the canister.
(i) Prepare the evaporative/refueling emission canister for the
canister loading operation. The canister shall not be removed from the
vehicle, unless access to the canister in its normal location is so
restricted that purging and loading can only reasonably be accomplished
by removing the canister from the vehicle. Special care shall be taken
during this step to avoid damage to the components and the integrity of
the fuel system. A replacement canister may be temporarily installed
during the soak period while the canister from the test vehicle is
preconditioned.
* * * *
[[Page 43905]]
(vi)(A) For gasoline-fueled vehicles, load the canister with a
mixture composed of 50 percent butane and 50 percent nitrogen by volume
at a rate of 40 grams butane per hour.
(B) For methanol-fueled and flexible-fueled vehicles, canister
preconditioning shall be performed with a fuel vapor composition
representative of that which the vehicle would generate with the fuel
mixture used for the current test. Manufacturers shall develop a
procedure to precondition the evaporative canister, if the vehicle is
so equipped, for the different fuel.
* * * *
Section 86.1233-96 of subpart M is amended by revising
paragraphs (c), (h), and (i)(5) to read as follows:
Sec. 86.1233-96 Diurnal emission test.
* * * *
(c) The test vehicle shall be exposed to ambient temperatures
cycled according to the profile specified in Sec. 86.1233 and Appendix
II of this part.
(1) Temperatures measured with the underbody temperature sensor
shall follow the profile with a maximum deviation of 3 deg. F at any
time and an average temperature deviation not to exceed 2 deg. F, where
the average deviation is calculated using the absolute value of each
measured deviation. In addition, the temperature from the sidewall
temperature sensors shall follow the profile with a maximum deviation
of 5 deg. F at any time.
(2) Ambient temperatures shall be measured at least every minute.
Temperature cycling shall begin when time=0 minutes, as specified in
paragraph (i)(5) of this section.
* * * *
(h) Prior to sampling for emissions and throughout the period of
cycled ambient temperatures, the mixing fan(s) shall circulate the air
at a rate of 0.8<plus-minus>0.2 cfm per cubic foot of ambient volume.
The mixing fan(s), plus any additional fans if needed, shall also
maintain a minimum wind speed of 5 mph (8 km/hr) under the fuel tank of
the test vehicle. The Administrator may adjust fan speed and location
to ensure sufficient air circulation around the fuel tank. The wind
speed requirement may be satisfied by consistently using a fan
configuration that has been demonstrated to maintain a broad 5-mph air
flow in the vicinity of the vehicle's fuel tank, subject to
verification by the Administrator.
(i) * * *
(5) Within 10 minutes of closing and sealing the doors, analyze
enclosure atmosphere for hydrocarbons and record. This is the initial
(time=0 minutes) hydrocarbon concentration, C<INF>HCi, required in
Sec. 86.1243. Hydrocarbon emissions may be sampled continuously during
the test period.
* * * *
Section 86.1234-96 of subpart M is amended by revising
paragraphs (a), (f), (g)(1)(v), (g)(1)(vii), (g)(1)(viii), (g)(1)(xii)
introductory text, (g)(1)(xii)(A), (g)(1)(xiv), (g)(1)(xv),
(g)(1)(xvi), (g)(2)(v), (g)(2)(vii), (g)(2)(x), and (g)(2)(xii) and
adding paragraphs (g)(1)(xx)(C) and (g)(2)(xv) to read as follows:
Sec. 86.1234-96 Running loss test.
(a) Overview. Gasoline- and methanol-fueled vehicles are to be
tested for running loss emissions during simulated high-temperature
urban driving; this test is not required for gaseous-fueled vehicles.
During operation, tank temperatures are controlled according to a
prescribed profile to simulate in-use conditions. If the vehicle is
determined to have exceeded the standard before the end of the running
loss test, the test may be terminated without invalidating the data.
The test can be run either in a sealed enclosure or with the pointsource
method, as specified in paragraph (g) of this section.
Measurement of vapor temperature is optional during the running loss
test; however, if testing by the Administrator shows that a vehicle has
exceeded an emission standard without measurement of vapor
temperatures, the manufacturer may, utilizing its own resources,
conduct subsequent testing on that vehicle to determine if the
exceedance is attributable to inadequate control of vapor temperatures.
* * * *
(f) Temperature stabilization. Immediately after the hot transient
exhaust emission test, the vehicle shall be soaked in a temperature
controlled area for a maximum of 6 hours until the fuel temperature is
stabilized. The fuel may be heated or cooled to stabilize fuel
temperatures, but the fuel heating rate must not exceed 5 deg. F in any
1-hour interval during the soak period. A manufacturer may use a faster
heating rate or a longer period for stabilizing fuel temperatures if
the needed heating cannot be easily accomplished in the 6-hour period,
subject to Administrator approval.
(1) Fuel temperatures must be held at 95<plus-minus>3 deg. F for at
least one hour before the start of the running loss test.
(2) If a vehicle's fuel temperature profile has an initial
temperature lower than 95 deg. F, as described in Sec. 86.1229-
85(d)(7)(v), the fuel in the test vehicle must be stabilized to within
3 deg. F of that temperature for at least one hour before the start of
the running loss test.
(g) Running loss test. * * *
(1) Enclosure method. * * *
(v) Fans shall be positioned as described in Secs. 86.1207-96 (d)
and (h).
* * * *
(vii) Connect the air intake equipment to the vehicle, if
applicable. This connection shall be made to minimize leakage.
(viii) The temperature and pressure recording systems shall be
started. Measurement of vapor temperature is optional during the
running loss test. If vapor temperature is not measured, fuel tank
pressure need not be measured.
* * * *
(xii) When the ambient temperature is 95<plus-minus>5 deg. F
(35<plus-minus>3 deg. C) and the fuel has been stabilized according to
paragraph (f) of this section, the running loss test may begin. Measure
the initial ambient temperature and pressure.
(A) Analyze enclosure atmosphere for hydrocarbons and record. This
is the initial (time=0 minutes) hydrocarbon concentration, C<INF>HCi,
required in Sec. 86.1243. Hydrocarbon emissions may be sampled
continuously during the test period.
* * * *
(xiv) The ambient temperature shall be maintained at
95<plus-minus>5 deg. F (95<plus-minus>2 deg. F on average) during the
running loss test, measured at the inlet to the cooling fan in front of
the vehicle; it shall be recorded at least every 60 seconds.
(xv) The fuel temperature during the dynamometer drive shall be
controlled to match the fuel tank temperature profile determined in
Sec. 86.1229. Measured fuel temperatures must be within
<plus-minus>3 deg. F of the target profile throughout the test run.
Vapor temperatures, if measured, must be within <plus-minus>5 deg. F of
the target profile during the first 4186 seconds of the running loss
test, and within <plus-minus>3 deg. F for the remaining 120 seconds of
the test run. For any vehicle complying with the test standards, vapor
temperatures may be higher than the specified tolerances without
invalidating test results. For testing by the Administrator, vapor
temperatures may be lower than the specified tolerances without
invalidating test results. If the test vehicle has more than one fuel
tank, the temperatures for both fuel tanks shall follow the target
profiles determined in Sec. 86.1229. The control system shall be tuned
and operated to provide smooth and continuous tank temperature profiles
that are representative of the on-road profiles.
(xvi) Tank pressure shall not exceed 10 inches of water at any time
during
[[Page 43906]]
the running loss test unless a pressurized system is used and the
manufacturer demonstrates that vapor would not be vented to the
atmosphere upon fuel cap removal. A vehicle may exceed the pressure
limit for temporary periods during the running loss test, up to 10
percent of the total driving time, provided that the vehicle has
demonstrated conformance with the pressure limit during the entire
outdoor driving period specified in Sec. 86.1229. Measurement of fuel
tank pressures will be considered valid only if vapor temperatures are
measured and controlled to the tolerances specified in paragraph
(g)(1)(xv) of this section.
* * * *
(xx) * * *
(C) Turn off all the fans specified in Sec. 86.1207-96(d). Also,
the time that the vehicle's engine compartment cover is open for
removal of air intake equipment, if applicable, shall be minimized to
avoid loss of heat from the engine compartment.
* * * *
(2) Point-source method. * * *
(v) Fans shall be positioned as described in Sec. 86.1207-96(d).
* * * *
(vii) The temperature and pressure recording systems shall be
started. Measurement of vapor temperature is optional during the
running loss test. If vapor temperature is not measured, fuel tank
pressure need not be measured.
* * * *
(x) The ambient temperature shall be maintained at
95<plus-minus>5 deg. F (95<plus-minus>2 deg. F on average) during the
running loss test, measured at the inlet to the cooling fan in front of
the vehicle; it shall be recorded at least every 60 seconds.
* * * *
(xii) The tank pressure requirements described in paragraph
(g)(1)(xvi) of this section apply also to running loss testing by the
point source method.
* * * *
(xv) At the end of the running loss test, turn off all the fans
specified in Sec. 86.1207-96(d).
* * * *
Section 86.1238-90 of subpart M is amended by revising
paragraph (i) to read as follows:
Sec. 86.1238-90 Hot soak test.
* * * *
(i) The enclosure doors shall be closed and sealed within two
minutes of engine shutdown and within seven minutes after the end of
the exhaust emission test. The steps after the end of the driving cycle
should be done as quickly as possible to minimize the time needed to
start the hot soak test.
* * * *
Section 86.1238-96 of subpart M is amended by revising
paragraphs (a)(2), (b)(2)(v)(A), and (b)(2)(viii) to read as follows:
Sec. 86.1238-96 Hot soak test.
(a) * * *
(2) Gaseous-fueled vehicles. Since gaseous-fueled vehicles are not
required to perform a running loss test, the hot soak test shall be
conducted within seven minutes after completion of the hot start
exhaust test.
(b) * * *
(2) * * *
(v) * * *
(A) Analyze the enclosure atmosphere for hydrocarbons and record.
This is the initial (time = 0 minutes) hydrocarbon concentration,
C<INF>HCi, required in Sec. 86.1243. Hydrocarbon emissions may be
sampled continuously during the test period.
* * * *
(viii) The vehicle shall enter the enclosure; the enclosure doors
shall be closed and sealed within 2 minutes of engine shutdown and
within seven minutes after the end of the running loss test.
* * * *
Section 86.1243-96 of subpart M is amended by revising
paragraphs (b)(1)(i) introductory text and equation, (b)(1)(i)(D),
(b)(2)(i)(B), and (b)(2)(ii)(B), adding paragraph (b)(1)(iii), and
removing and reserving paragraphs (b)(1)(i)(C) and (b)(1)(i)(E) to read
as follows:
Sec. 86.1243-96 Calculations; evaporative emissions.
* * * *
(b) * * *
(1) * * *
(i) Methanol emissions:
<GRAPHIC><TIF8>TR23AU95.006
Where:
* * * *
(C) [Reserved].
(D) V<INF>E=Volume of sample withdrawn, ft<SUP>3. Sample volumes
must be corrected for differences in temperature to be consistent with
determination of V<INF>n, prior to being used in the equation.
(E) [Reserved].
* * * *
(iii) For variable-volume enclosures, defined in
Sec. 86.1207(a)(1)(i), the following simplified form of the hydrocarbon
mass change equation may be used:
<GRAPHIC><TIF9>TR23AU95.007
(2) * * *
(i) * * *
(B) <greek-r><INF>CH3OH= 37.71 g/ft<SUP>3, density of pure vapor at
68 deg. F.
* * * *
(ii) * * *
(B) <greek-r><INF>HC= 16.88 g/ft<SUP>3, density of pure vapor at
68 deg. F (for hydrogen to carbon ratio of 2.3).
* * * *
Section 86.1246-96 of subpart M is amended by revising
paragraphs (f), (i)(1), and (i)(2) to read as follows:
Sec. 86.1246-96 Fuel dispensing spitback procedure.
* * * *
(f) Following the preconditioning drive, the vehicle shall be moved
or driven at minimum throttle to the refueling area.
* * * *
(i) * * *
[[Page 43907]]
(1) The fueling operation shall be started within 4 minutes after
the vehicle is turned off and within 8 minutes after completion of the
preconditioning drive. The average temperature of the dispensed fuel
shall be 65<plus-minus>5 deg. F (18<plus-minus>3 deg. C).
(2) The fuel shall be dispensed at a rate of 9.8<plus-minus>0.3
gallons/minute (37.1<plus-minus>1.1 l/min) until the automatic shutoff
is activated.
* * * *
[FR Doc. 95-18255 Filed 8-22-95; 8:45 am]
BILLING CODE 6560-50-P
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