[Federal Register Volume 60, Number 126 (Friday, June 30, 1995)]
[Rules and Regulations]
[Pages 34326-34377]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-14220]
[[Page 34325]]
_______________________________________________________________________
Part II
Environmental Protection Agency
_______________________________________________________________________
40 CFR Parts 9, 85, 86, 88 and 600
Control of Air Pollution From New and In-Use Motor Vehicles and New and
In-Use Motor Vehicle Engines; Technical Amendments to the Test
Procedures for Methanol-Fueled Motor Vehicles and Motor Vehicle Engines
and Petroleum-Fueled Motor Vehicles; Final Rule
Federal Register / Vol. 60, No. 126 / Friday, June 30, 1995 / Rules
and Regulations
[[Page 34326]]
ENVIRONMENTAL PROTECTION AGENCY
40 CFR Parts 9, 85, 86, 88 and 600
[AMS-FRL-5203-6]
Control of Air Pollution From New and In-Use Motor Vehicles and
New and In-Use Motor Vehicle Engines; Technical Amendments to the Test
Procedures for Methanol-Fueled Motor Vehicles and Motor Vehicle Engines
and Petroleum-Fueled Motor Vehicles; Final Rule
AGENCY: Environmental Protection Agency (EPA).
ACTION: Final rule.
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SUMMARY: This rule changes the test procedures previously promulgated
for methanol-fueled vehicles (April 11, 1989). These revisions make
minor corrections to the procedures, provide additional options, and
clarify the Agency's regulatory intent. The changes are expected to
allow manufacturers more flexibility in complying with the applicable
regulations, without sacrificing accuracy of test results. This action
is a part of an ongoing cooperative interaction between Agency staff
and the affected automobile and engine manufacturers to develop the
most efficient test procedures possible for alternative fuels such as
methanol. Among the most significant changes are revisions to the
testing requirements for flexible fuel vehicles (FFVs), the allowance
of electronic mass flow controllers for methanol and formaldehyde
sample systems, the allowance of lower temperatures for some heated
components, establishment of wider tolerances for SHED and CVS
(Constant Volume Sampler) verifications, and specification of the fuel
to be used with all flame ionization detectors. It should be noted that
the revision related to flame ionization detectors affects all light-
duty vehicles, including gasoline-fueled vehicles.
In compliance with the Paperwork Reduction Act, this rule also
displays the Office of Management and Budget (OMB) control numbers
issued under the Paperwork Reduction Act (PRA) for the final rules
titled ``Emission Standards for Clean-fuel Vehicles and Engines,
Requirements for Clean-Fuel Vehicle Conversions, and California Pilot
Test Program'' and the ``Standards for Emissions from Natural Gas-
Fueled, and Liquified Petroleum Gas-Fueled Motor Vehicles and Motor
Vehicle Engines, and Certification Procedures for Aftermarket
Conversions''. Also included in this Final Rule are minor changes that
were proposed in the ``Gaseous-Fueled Vehicles'' and ``Clean Fuel
Fleets'' Notices of Proposed Rulemaking, but were not finalized in the
respective Final Rules.
EFFECTIVE DATE: This final rule is effective July 31, 1995, except the
amendments to part 9 are effective June 30, 1995.
Sections 85.503, 85.505, 86.094-23, 86.094-24, 86.095-35 86.098-28,
86.113-94, 86.142-90, 86.150-98, 86.513-94, 86.542-90, 86.1242-90,
86.1344-94 published at 59 FR 48472 and Sec. 600.113-93 published at 59
FR 39638 and 48472, containing information collection requirements
which have now been approved by OMB, are effective June 30, 1995.
Sections 88.104 (b) and (d), 88.201-94 through 88.206-94, and
88.306-94(b) (1),(2), and (4) published at 59 FR 50042, containing
information collection requirements which have been now approved by
OMB, are effective June 30, 1995.
ADDRESSES: Material relevant to this rulemaking is contained in the
Docket A-92-02. The docket is located at the Air Docket Section (LE-
131), U.S. Environmental Protection Agency, Room M-1500, 401 M Street
SW., Washington, DC 20460, and may be inspected between 8 a.m. and 3
p.m. Monday through Friday. Information may also be obtained from the
U.S. Environmental Protection Agency, Office of Mobile Sources,
Regulation Development and Support Division, Engine and Vehicle
Regulation Branch, 2565 Plymouth Road, Ann Arbor, MI 48105.
FOR FURTHER INFORMATION CONTACT: Charles Moulis, Regulation Development
and Support Division, U.S. Environmental Protection Agency, 2565
Plymouth Road, Ann Arbor, MI 48105. Telephone: (313) 741-7826
SUPPLEMENTARY INFORMATION:
Introduction
On April 11, 1989, EPA published final regulations which extended
the Federal Motor Vehicle Control Program to methanol-fueled vehicles
(54 FR 14427). Where possible, the regulations simply applied the
existing petroleum-fueled vehicle test procedures to methanol-fueled
vehicles. In some cases where that was not possible, it was necessary
to incorporate procedures that were more complicated than the
procedures used to test petroleum-fueled vehicles. Since that time,
several methanol-fueled vehicles have been certified. Overall, the
methanol-fueled vehicle test procedures have proven to be accurate and
reliable, though some minor issues have been raised.
On March 1, 1993, EPA published a Notice of Proposed Rulemaking
(NPRM) proposing several revisions to the test procedures that were
established for methanol-fueled vehicles in 1989 (58 FR 11816). This
rulemaking was initiated to address the minor issues which arose while
implementing the previously promulgated certification procedures for
methanol-fueled vehicles. Some of the issues require only a
clarification of the Agency's regulatory intent, while others require
changes to the test procedures specified in the CFR. The revisions
being promulgated today are essentially the same revisions that were
proposed, though some of proposed revisions are not being finalized.
Also, some of the revisions were modified slightly in response to
public comments on the proposal.
The test procedure changes being finalized today include both
changes to the existing procedures and allowances for different
procedures to be used in place of some of those procedures previously
required. The substantive changes are described below. However, the
reader is advised to read the actual regulatory language, which is also
printed here, for the complete changes.
Also included in this action are minor changes that were proposed
in the ``Gaseous-Fueled Vehicles'' (57 FR 52912, November 5, 1992) and
``Clean Fuel Fleets'' (58 FR 32474, June 10, 1993) Notices of Proposed
Rulemaking, but were omitted from the regulations of the respective
Final Rules. For details, see ``Issues'' 12 and 16
The following discussion is organized by issue. For each issue,
there are separate sections describing what was proposed, the public
comments and EPA's response to them, and a summary of the changes that
are actually being finalized by today's action.
Issues: Proposal, Public Comments, and Final Action
1. Test Fuels
Proposal
Manufacturers of methanol-fueled flexible fuel vehicles (FFVs) have
been required to comply with the methanol-fueled vehicle standards when
using any fuel mixture within the vehicle's design range. (FFVs are
vehicles that are designed to operate using a methanol fuel, gasoline
and all mixtures of the two). In order to ensure that such vehicles
meet the standards over the full range of fuel mixtures, the previous
regulations (e.g., 40 CFR 86.113) required that manufacturers submit
test data for worst case fuel mixtures. However, it became apparent
that implementation of such an approach is
[[Page 34327]]
problematic, because the worst case fuel mixture may vary for the
various pollutants. Therefore, rather than attempting to identify a
single worst case fuel, the Agency proposed that manufacturers
demonstrate compliance by submitting test data for three fuel mixtures
during certification. The three proposed mixtures were: the methanol
fuel expected to be found in use, gasoline, and the highest volatility
mixture. The use of straight methanol fuel (e.g., M85 1) and
straight gasoline would demonstrate compliance at the two extremes of
operation. The high volatility mixture would ensure proper evaporative
emissions controls. This mixture was proposed to be approximately M10.
The Agency indicated that it would retain the right to perform its
confirmatory testing using any mixtures within the design range and to
continue to require compliance with the standards over the full range
as well.
\1\ Methanol fuels are commonly identified by their methanol
content using the abbreviation MXX, where XX is the volumetric
percent of the fuel which is methanol. M85, which is currently the
most common methanol fuel for light-duty vehicles, contains 85
percent methanol and 15 percent gasoline.
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For mileage accumulation of FFVs, the previous regulations also
required the use of the worst case fuel mixtures. For reasons similar
to those discussed above, the Agency proposed to allow manufacturers to
alternate between the methanol fuel (e.g., M85) and gasoline, at
mileage intervals not to exceed 5000 miles. The Agency also proposed
requiring that the total volume of the methanol fuel used for mileage
accumulation be at least 25 percent, but not more than 75 percent of
the total fuel volume used.
The original regulations specified that methanol test fuels be
representative of in-use fuels, did not include detailed specifications
of test fuel composition, as has been done for gasoline. This issue was
discussed in the NPRM, but no revisions to this requirement were
proposed.
Public Comments
The American Automobile Manufacturers Association (AAMA)
recommended that EPA not require manufacturers to use all three fuels
(gasoline, M10, and M85) to demonstrate compliance for each engine
family, when the manufacturers certify many methanol-fueled engine
families. They argued that the testing burden associated with using
three fuels for a large number of engine families would be too great.
Instead, AAMA recommended that EPA allow the manufacturers to certify
most methanol-fueled engine families using only M85, as long as they
tested one or two engine families using all three fuels. While the
Agency recognizes that the testing burden using three fuels can be
significantly more than using one fuel (as is the case with gasoline),
the Agency does not believe the AAMA recommendation is sufficient to
demonstrate compliance over the entire range of fuel mixtures for all
engine families. Compliance using M85 does not ensure compliance using
either gasoline, or M10; and compliance of one FFV engine family using
gasoline and M10 does not ensure compliance for all other FFV engine
families.
AAMA also disagreed with EPA's proposal to not adopt a permanent
and well defined methanol certification fuel specification. They stated
that ``it would become difficult, if not impossible, to demonstrate
compliance with all fuels if the fuel properties are allowed to drift
at random.'' The Agency, however, feels strongly that certification
fuel must be representative of in-use fuels. EPA recognizes that test
reproducibility is very important, and thus does not wish to have test
fuel properties varying randomly. The Agency will issue guidance as to
the fuel property specifications which define the representative
methanol fuel(s). The specifications will only change to the extent
that the fuel market as a whole changes, and EPA does not expect that
changes in the specifications will be significant from one year to the
next.
A related point that is worth clarifying pertains to the
possibility of EPA regulating in-use methanol fuels. While the Agency
recognizes that fuel properties such as chloride content (which effects
the corrosivity of the fuel), sulfur content (which can effect catalyst
efficiency), or vapor pressure (which can effect cold-starting) could
impact emissions, it has stated previously that it currently has no
plans to regulate commercial methanol fuels. This position has been
misinterpreted to mean that EPA has already decided that it will not
regulate commercial methanol fuels at any time in the future. However,
it is actually probable that EPA would regulate commercial methanol
fuels if it became apparent that in-use methanol fuel quality was
adversely affecting the environment. The Agency has no current plans to
regulate commercial methanol fuels because it is optimistic that
methanol fuel suppliers will voluntarily adopt industry-wide standards
that will make EPA regulation unnecessary.
Final Action
The Agency will still require that FFVs comply with the standards
when operating on any fuel mixture within the design range, but the
means by which this compliance is demonstrated is being changed. Rather
than attempting to identify a single worst case fuel, manufacturers
will now be required to demonstrate compliance by submitting test data
for three fuel mixtures during certification. These three mixtures are:
the methanol fuel expected to be found in use, gasoline, and the
highest volatility mixture. The highest volatility mixture will be M10
(more specifically, it will contain between nine and thirteen percent
methanol).
While the Agency will accept testing on the above fuels as an
adequate demonstration for certification, it should be emphasized that
the Agency will retain the right to perform its confirmatory testing
using any mixtures within the design range and will require compliance
with the standards over the full range as well.
For mileage accumulation of FFVs, EPA will require manufacturers to
alternate between the methanol fuel (e.g., M85) and gasoline, at
mileage intervals not to exceed 5000 miles. There is an additional
requirement that the total volume of the methanol fuel (e.g., M85) used
for mileage accumulation be at least 25 percent, but not more than 75
percent of the total fuel volume used. The Agency believes that these
requirements will be sufficient to demonstrate the durability of FFVs
in use, where the vehicles may be operated on only methanol, only
gasoline, or alternately on both fuels. EPA is not dictating which test
fuel mixtures should be used for the emissions tests performed to
determine deteriorations factors, but the Agency is currently
recommending that deterioration factors be determined for both the
alcohol fuel and the gasoline fuel.
Implicit in the rationale for the approach discussed above is the
assumption that there would be a reasonable possibility that a
significant number of in-use FFVs would be operated using both M85 and
gasoline. This assumption, however, would not necessarily be valid for
FFV models which had a very significant drop in performance when fueled
with gasoline. If the drop in performance were so drastic that the
vehicle became only marginally functional, then it would be very
unlikely that the vehicle operator would fuel the vehicle with gasoline
unless it were an emergency situation,
[[Page 34328]]
where the fuel tank was empty and no methanol fuel was available. Such
a vehicle is said to have only ``limp home'' capability when operated
with gasoline. The Agency recognizes that it would be reasonable for
these vehicles to be considered dedicated methanol-fueled vehicles for
the purposes of certification, and thus to be certified using only
methanol fuel (M85) for emissions testing and mileage accumulation. The
regulations have been modified to make this clear. Manufacturers should
obtain written approval to classify such vehicles as dedicated vehicles
from the Administrator prior to the start of testing. In determining
how to classify such vehicles, the Administrator would consider the
significance of the drop in performance using gasoline, the expected
availability of methanol fuel, and the expected vehicle use (i.e,
personal, taxi fleets, delivery vehicles, etc.). For example, a
methanol-fueled vehicle which lost 80 percent of its normal power when
using gasoline could be considered a dedicated vehicle; although, if
the vehicle was designed to be significantly overpowered, and still had
adequate acceleration with only 20 percent of its normal power, it
would not be considered a dedicated vehicle.
The regulations still do not specify methanol test fuels more
precisely than to require that the methanol test fuels be
representative of in-use fuels. The broad nature of this requirement is
the result of EPA's previous experience with gasoline. Because in-use
gasolines changed so significantly from the fuel used in certification,
especially in the area of vapor pressure, it became necessary for the
Agency to promulgate extensive regulations for in-use gasoline. The
Agency hopes that regulation of in-use methanol fuel quality will not
be necessary, and that industry-wide methanol fuel standards will be
adopted on a voluntary basis. Such standards would be accepted by EPA
as appropriate certification fuel standards, assuming that in-use fuels
consistently complied with the standards, since it would ensure that
the certification fuel is representative of in-use fuels. EPA
recognizes that, since the current market for methanol fuels is not
well defined, it is not possible at this time to determine one methanol
fuel that is truly representative of in-use fuels in all respects. For
previous certification of methanol-fueled vehicles, the Agency decided
that mixtures of chemical grade methanol and certification gasoline
were sufficiently representative to ensure that certification emissions
results would accurately reflect the behavior of in-use methanol-fueled
vehicles using market fuels. This approach is consistent with the
California Air Resources Board certification fuel specifications,
except that California's specification 2 does not require that the
methanol be chemical grade, and that it requires the use of
California's certification gasoline. Therefore, until such time that
the methanol fuel market is large enough to allow a better
determination of a representative fuel or until industry-wide standards
are adopted by fuel suppliers, the Agency will use, and require
manufacturers to use either a combination of chemical grade methanol
and certification gasoline in proportions that reflect the composition
of the intended in-use fuel, or California's certification methanol
fuel. For current M85-fueled vehicles this will be 84-88 percent (by
volume) methanol and the remainder gasoline. For M100-fueled vehicles,
the fuel will be neat chemical grade methanol, although it may contain
small amounts of fuel additives, provided that the manufacturer can
demonstrate that those same additives will be included in the in-use
fuel.
\2\ California Code of Regulations, Title 13, Section 2292.
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2. Methanol and Formaldehyde Sampling and Analysis
Proposal
The original regulations for methanol-fueled vehicles specified
separate sampling systems for methanol and formaldehyde. In the NPRM
for this action, the Agency proposed revisions in several areas related
to these requirements, although the most basic aspects of the
requirements remain unchanged. Under the proposed regulations, the
samples would still be collected by bubbling the sample gas through two
impingers, or, in the case of formaldehyde, through a cartridge
impregnated with dinitrophenylhydrazine (DNPH); and the impinger fluid
or cartridge would still be analyzed for methanol or formaldehyde using
chromatographic methods.
The most significant of the proposed changes affected the required
sampling flow rates. The previous regulations included minimum
requirements for flow rates through impingers and cartridges. They were
included to ensure that sufficient amounts of methanol and formaldehyde
are collected to allow for accurate detection by the chromatographic
instruments. Because there can be significant variations from system to
system, however, a single minimum flow rate is not appropriate for all
systems. To correct this, the Agency proposed to eliminate these
minimum flow rates, and to instead establish minimum concentrations for
the primary impingers and cartridges. More specifically, EPA proposed
that systems (and procedures) be required to be designed such that
testing of a vehicle or engine that emitted the maximum allowable level
of methanol, or emitted formaldehyde at a level that was ten percent of
the maximum emission level of methanol would result in analyte
concentrations that were 25 times higher than the levels of detection
for the instruments used. Systems that did not meet this requirement
due to high limits of detection were to be allowed, provided that the
resultant methanol concentration was greater than 25 mg/l, and the
resultant formaldehyde concentration is greater than 2.5 mg/l. For any
vehicles or engines that have an applicable formaldehyde standard, the
analyte concentrations used for design would be those that would result
from the maximum emission level allowed by that standard. The Agency
also proposed to add an additional design requirement that the amount
of methanol collected in the secondary impinger not be more than ten
percent of the total amount collected.
Another set of proposed revisions dealt with the method of flow
measurement. In several parts of the previous regulations, dry gas
meters were specifically required for sampling and calibration systems.
This was because dry gas meters were considered to be the most
appropriate type of flow meter for these applications at the time the
test procedures for methanol-fueled vehicles were originally developed.
It has became apparent, however, that these specifications were no
longer necessary. Therefore, the Agency proposed to allow other types
of flow meters to be used, provided that they meet an accuracy
specification of 2 percent.
Public Comments
The comments received regarding methanol and formaldehyde sampling
and analysis were generally supportive of the Agency's proposals. Some
of the comments, however, requested clarification of regulatory
language. In response, EPA has modified the regulatory language
regarding the design requirements for sample flow rates, the use of
secondary impingers and cartridges, and the accuracy specifications for
sample flow meters.
[[Page 34329]]
Final Action
Sampling systems (and procedures) will be required to be designed
such that testing of a vehicle or engine that emitted the maximum
allowable level of methanol (e.g., 0.95 g/mi methanol, or 14 g/FTP, for
a 0.41 g/mi THCE 3 standard), or emitted formaldehyde at a level
that was twenty percent of the maximum emission level of the lowest
applicable THCE or NMHCE (e.g., 0.082 g/mi formaldehyde, or 1.2 g/FTP,
for a 0.41 THCE standard) during the first phase of the test would
result in analyte concentrations that were at least 25 times higher
than the levels of detection for the instruments used. As proposed,
systems that do not meet this requirement due to high limits of
detection will be allowed, provided that the resultant methanol
concentration is greater than 25 mg/l, and the resultant formaldehyde
concentration is greater than 2.5 mg/l. For any vehicles or engines
that have an applicable formaldehyde standard, the analyte
concentrations used for design would be those that would result from
the maximum emission level allowed by that standard. The Agency is also
requiring that the amount of methanol collected in the secondary
impinger not be more than ten percent of the total amount collected.
\3\ THCE and NMHCE are replacing OMHCE and OMNMHCE; see
discussion in ``15. Other Issues.''
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Also, the Agency will allow other types of flow meters to be used,
provided that they meet the accuracy specifications of Secs. 86.120-90
or 86.1320-90. The specifications of these sections require accuracy of
1 percent of the maximum operating range and 2
percent of the reading.
3. Proportional Sampling
Proposal
Prior to this action, there were only two methods allowed by the
regulations for obtaining proportional samples when testing light-duty
vehicles: the Positive Displacement Pump-Constant Volume Sampler (PDP-
CVS) method and the Critical Flow Venturi-Constant Volume Sampler (CFV-
CVS) method. However, EPA proposed a third option for methanol-fueled
vehicles. This method is based on the current CFV-CVS system, but
allows proportional sampling of methanol and formaldehyde to be
maintained by electronically monitoring the CVS flow rate and
electronically controlling the sample flows. Similar approaches have
been used for some years in heavy-duty diesel testing and in light-duty
research testing. When using this approach, the ratio of sample flow to
CVS flow was to be required to remain within 5 percent of
the set-point ratio.
Public Comments
AAMA supported the Agency's proposals, and added that flow
controllers should vary the sample flow rate inversely with the square
root of the bulk stream temperature. EPA agrees, and has added such
language to the regulations.
Final Action
EPA is finalizing this revision as proposed. The Agency is not
requiring that these electronically-controlled sampling systems also
include separate flow meters to measure total sample volumes, but will
allow them. It should be emphasized that even though this option is
only being specified for methanol and formaldehyde sampling systems,
the Agency would consider allowing similar approaches for other samples
as equivalent procedures. (For example, paragraph (a)(5) of
Sec. 86.109-94 specifically allows the use of sampling procedures other
than those specified in that section, provided that they can be shown
to ``yield equivalent or superior results''.)
4. Prevention of Condensation
Proposal
Exhaust from methanol-fueled vehicles generally has much higher
water vapor content than conventional vehicles, which can lead to water
condensation under certain testing conditions, when the gas comes into
contact with surfaces at temperatures below its dew point. Such
condensation can create very significant problems with respect to
testing accuracy, since both methanol and formaldehyde are soluble in
water. However, if the gas comes into contact with very hot surfaces,
the methanol can undergo decomposition reactions. For these reasons, in
the previous rulemaking, EPA required that sample lines and transfer
systems be heated to 23515 deg.F (as measured at the
surface in contact with the raw and diluted exhaust gases). Some
manufacturers, however, have indicated a concern that this temperature
requirement may be too high for their systems. The Agency proposed to
change its regulatory focus from specifying the temperature
requirement, toward allowing manufacturers to determine the most
appropriate temperatures for their own individual systems. The
requirements to heat many of the components remained, but EPA proposed
changing the lower limit to the maximum dew point of the exhaust
mixture. Comments were requested on whether it will be necessary to
measure dew point continuously for each test.
It had also been suggested that heavy-duty engine manufacturers
should be allowed to use ducts up to 32 feet in length to transfer the
exhaust from the engine to the dilution tunnel. Testing by Southwest
Research Institute (SwRI) showed no significant difference between the
emission results from test systems using ducts 13 and 32 feet in
length.4 Therefore, the Agency proposed to allow transfer ducts up
to 32 feet in length (as is currently allowed for petroleum-fueled
engines). However, since the SwRI testing did not provide data for
systems in which the duct temperature exceeded 315 deg.C, this
allowance required that the maximum duct temperature not exceed 315
deg.C.
\4\ ``Effect of Exhaust Pipe Length on Emissions From a Heavy-
Duty Methanol Engine,'' SwRI-4962, May 1992, Docket Item A-92-02-II-
D-7.
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EPA also proposed allowing heating and dehumidifying the dilution
air, with some restrictions. The proposed restrictions limited the
maximum temperature and affect how the dilution air flow rate is
calculated.
Public Comments
The comments received regarding the prevention of condensation were
generally supportive of the Agency's proposals. AAMA stated that, based
on their testing experience, measurement of the dew point is not
necessary, provided that dilution systems are designed properly. EPA
agrees that continuous measurement of the dew point is not necessary,
and thus will also allow the absence of condensation to be demonstrated
through engineering analyses.
Detroit Diesel Corporation (DDC) supported EPA's proposal to allow
longer unheated exhaust transfer ducts for heavy-duty engines, but
requested that the Agency raise the maximum temperature from 315 deg.C
(as proposed) to 350 deg.C. Further, they indicated that they believed
that a limit on the average temperature of the duct would be more
appropriate than a limit on the maximum temperature.
EPA recognizes that the 315 deg.C limit was based on testing of
only one engine, and that other larger engines could easily result in
higher temperatures of the duct. However, the Agency does not consider
it to be unreasonable to expect manufacturers to make the slight
modifications to the duct that would be necessary to prevent the
maximum duct temperature from exceeding 315 deg.C. Simple
modifications such as the
[[Page 34330]]
addition of fins, or the use of cooling fans, should be able to
increase the heat transfer away from the duct sufficiently to allow the
systems to comply with this requirement even when testing larger
engines. The Agency also does not agree that a limit on the average
temperature would be more appropriate. While it is true that
controlling the average temperature would account for the length of
time that the exhaust is exposed to the higher temperatures, it would
allow the exhaust to be exposed to very high temperatures. Therefore,
EPA has decided that a limit on the maximum temperature is appropriate
at this time, especially given the increased complexity of determining
the average temperature of the duct instead of only the maximum
temperature.
Final Action
The Agency has changed its regulatory focus from specifying the
temperature requirement, to allowing manufacturers to determine the
most appropriate temperatures for their own individual systems.
However, EPA is establishing a lower limit of 5 deg.F above the
maximum dew point of the exhaust mixture, instead of the maximum dew
point as was proposed. The previously established maximum upper
temperature of 250 deg.F remains in effect. Although these limits
provide slightly less additional flexibility than was proposed, the
Agency believes that they allow for a sufficiently wide range of
temperatures. This revision is not intended to imply that the Agency no
longer believes that the appropriate temperature range for most systems
is 220-250 deg.F, but rather it is intended only to allow the
manufacturers more flexibility. Manufacturers must demonstrate that
their systems will prevent condensation from occurring, and will be
allowed to do so using engineering analyses, such as dew point data
from testing under some worst case conditions (e.g., with a large
engine during a period of high ambient humidity).
EPA is also revising the regulations to allow heavy-duty engine
manufacturers to use longer unheated ducts to transfer the exhaust from
the engine to the dilution tunnel. The Agency will allow transfer ducts
up to 32 feet in length, but will require that the maximum duct
temperature not exceed 315 deg.C. EPA recommends that steps be taken
to minimize the temperature increase in the transfer duct to reduce the
possibility of the methanol and formaldehyde reacting on the walls of
the transfer duct.
Today's rule also specifically allows heating and dehumidifying the
dilution air, with some minor restrictions. Allowing such pretreatment
of the dilution air may help to eliminate some of the condensation
problems associated with methanol-fueled vehicles, and may allow the
use of lower system temperatures as discussed above. The restrictions
limit the maximum temperature and affect how the dilution air flow rate
is calculated.
5. CVS and SHED Calibration and Retention Tests
Proposal
The regulations promulgated in 1989 required that, in addition to
tests previously required for propane, tests also be perfomed to ensure
that there are no losses of methanol in the CVS or SHED. The
regulations specified injecting a known quantity of methanol or propane
into the CVS or SHED, collecting a sample and comparing the amount
calculated from the measured value to the amount injected. The
regulations required, for methanol, that the measured value be within
two percent of injected value. However, actual testing experience by
both EPA and industry has shown that consistently obtaining results
within two percent can be problematic given the current state of
development of methanol test procedures. Therefore, EPA proposed to
establish wider limits (6 percent) for methanol recoveries
during the calendar years 1992-1995. For SHED testing, these wider
limits were to apply to both agreement between the amount injected and
the initial measured amounts (recovery tests) and between the initial
and final (after four hours) measured amounts (retention tests). EPA
requested comments regarding whether it was sufficient to widen the
tolerances through 1995, or if a longer period were required.
The Agency also proposed to require the use of a correction factor
that would be derived from the four-hour retention test. This was to be
a means of accounting for potential losses without increasing the
testing burden.
Public Comments
AAMA supported permanently widening the tolerances for CVS and SHED
recovery and retention tests for methanol to 6 percent.
They stated in their comments that they ``do not believe that a 2
percent limit will be achievable in the near future.'' EPA recognizes
that, at this time, complying with a 2 percent tolerance is not
possible without an unreasonable test burden. This is due in large part
to the imprecision of the GC analysis, which AAMA estimated at
5 percent. This imprecision could be reduced by performing
multiple GC analyses, although this would lead to a significant
increase in costs. When the vehicles are tested for compliance with a
carbon equivalence-based standard, however, the accuracy of the
methanol measurement becomes less important. Since the test procedure
determines the emissions of non-oxygenated HC by subtracting the
methanol FID response from the total FID response, an undermeasurement
of methanol will lead to an overmeasurement of HC, and vice versa. Thus
the net impact of the accuracy of the methanol measurement on the
accuracy of the calculated THCE emission rate is reduced. However, EPA
continues to believe that the 2 percent tolerance will ultimately be
achievable, and that this level of accuracy is appropriate. Therefore,
the Agency will maintain this specification, but will allow
manufacturers to request a waiver from the required 2 percent tolerance
after 1995, as described below.
AAMA opposed the use of correction factors for SHED testing. They
argued that correction factors are not necessary, and would be
``inconsistent with previous test requirements.'' EPA recognizes AAMA's
concerns. More importantly, however, the Agency believes that the
potential for losses can be addressed under the waiver provisions being
established today (see Final Action section below). Therefore, EPA is
not finalizing the proposed correction factor requirements.
Final Action
EPA is establishing a wider tolerance of 6 percent for
methanol recovery and retention during the calendar years 1992-1995, as
was proposed. After 1995, the Agency will allow manufacturers to
request a waiver from the required tolerance (e.g., 2
percent), provided that:
(1) The Administrator determines that compliance with the specified
tolerance is not practically feasible, and
(2) The manufacturer makes information available to the
Administrator which indicates that the calibration tests and their
results are consistent with good laboratory practice, and that the
results are consistent with the results of calibration testing
conducted by the Administrator, and
(3) The manufacturer complies with higher tolerances (up to
6 percent for recoveries and 8 for retention),
as specified by the Administrator.
In deciding whether to grant the waiver, and what the tolerances
should be under the waiver, EPA will be
[[Page 34331]]
concerned primarily with the degree to which any imprecision and
inaccuracy in the methanol sampling and measurement techniques would
affect its ability to determine compliance with emission standards.
More specifically, this means that the precision (repeatability) of
methanol measurements should be as good as is practically feasible, and
that there should be no losses in the system that would lead to a
significant undermeasurement of methanol. The determination of
practical feasibility will depend on the degree to which variability
can be reduced and the costs associated with the reduction. EPA
recognizes that the standard for precision that is ``consistent with
good laboratory practice'' will change with time, and will use its own
testing as the standard. That means that manufacturers will be required
to have precision that, in the Administrator's judgement, is
essentially as good as that of EPA.
6. Fuels for Flame Ionization Detectors
Proposal
Flame ionization detectors measure hydrocarbons and other organics
by ionizing the carbon atoms with a supplemental fuel source. At one
time, the primary fuel was a mixture of hydrogen in nitrogen (H2/
N2), but now the more commonly used fuel is a mixture of hydrogen
in helium (H2/He), which is thought to give a more accurate
response. In the previous regulations, it was somewhat unclear what
type of fuels were to be used with the heated flame ionization
detectors (heated FID or HFID) required for methanol-fueled vehicle
testing. Evaporative emissions testing and heavy-duty exhaust testing
required the use of H2/He, while the fuel for light-duty exhaust
testing was previously unspecified. Since the light-duty fuel was
unspecified, many testing facilities have used a mixture of hydrogen in
nitrogen. To eliminate this confusion, the Agency proposed to clearly
require that H2/He fuel be used for all FIDs when testing
methanol-fueled vehicles. Moreover, to provide consistent testing of
both alternatively-fueled and conventionally-fueled vehicles, the
Agency proposed to require the use of H2/He fuel for all heated
and unheated FIDs. The Agency also requested comments on whether
revisions are needed to the FID calibration procedure as outlined in
the CFR.
Public Comments
AAMA agreed with EPA's proposal to require that hydrogen/helium
mixtures be used as the fuel for all flame ionization detectors (FIDs).
AAMA also recommended that EPA add a requirement to optimize the FID to
make the response of methane (relative to propane) as close to one as
possible. The Agency agrees that optimizing the FID to reduce
variations in response factors is good engineering practice. However,
EPA has not seen evidence that FIDs are currently being improperly
calibrated, and thus does not believe that it is necessary to include
such a provision in the regulations at this time. EPA will continue to
consider this issue, and may propose further specifications for the
calibration of FIDs at a later time.
Final Action
EPA is finalizing this revision as proposed, and will require the
use of H2/He fuel for all heated and unheated FIDs.
7. Background Measurements
Proposal
The test procedures call for measurement of background
concentrations of various gases, including methanol and formaldehyde,
to be subtracted from the concentrations measured in the diluted
exhaust. Previously, only a single sample was required for
formaldehyde, while separate phase-by-phase samples were required for
methanol. However, for the purpose of consistency, EPA proposed to also
require only a single sample be collected to determine the methanol
concentration in the dilution air. It was also noted that, since
methanol levels in the dilution air will generally be very low, a
single impinger is sufficient to measure the methanol concentration in
the sample.
Public Comments
The comments received regarding the background measurements were
generally supportive of the Agency's proposals. DDC requested that EPA
clearly state in the regulations that background measurements are
optional for manufacturers. EPA agrees, and has added such language.
Final Action
EPA is finalizing this revision as proposed, and is also adding
regulatory language that states that background measurements are
optional for manufacturers.
8. Determination of Fuel Composition
Proposal
The regulations previously did not specify a procedure to determine
the carbon:hydrogen:oxygen ratio for methanol fuels and fuel mixtures,
other than to state that the ratio was to be measured. However, if the
methanol fuel and/or fuel mixtures are made from fuels for which the
ratios are known (such as chemical grade methanol and Indolene), then
the ratio for the resultant mixture can be calculated and no
measurement is necessary. EPA proposed to revise the regulations to
allow for calculation of the ratio for methanol fuels and fuel
mixtures.
Public Comments
The comments received regarding the determination of fuel
composition were supportive of the Agency's proposals.
Final Action
EPA is finalizing this revision as proposed.
9. NOX Humidity Correction Factor
Proposal
The humidity of the air in a test area is known to have an effect
on emissions of NOX, and EPA has established a correction factor
for NOX test results. It became apparent that the correction
factor established for heavy-duty methanol-fueled engines is erroneous.
EPA proposed to correct this by applying the correction factor
currently specified for gasoline-fueled engines to Otto-cycle methanol-
fueled engines, and the one currently specified for petroleum-fueled
diesel engines to methanol-fueled diesel engines, as was originally
intended.
Public Comments
EPA received no comments regarding this issue.
Final Action
EPA is finalizing this revision as proposed.
10. Heated Flame Ionization Detectors
Proposal
The regulations previously required that heated FIDs (HFIDs) be
used when testing methanol-fueled vehicles. The reason for this
requirement was that HFIDs provide a stable response for methanol more
quickly than unheated FIDs. Some manufacturers have suggested, however,
that in many cases the HFID is not necessary and that an unheated FID
is adequate. EPA proposed to allow unheated FIDs to be used in place of
heated FIDs for methanol-fueled vehicle testing.
Public Comments
The Agency received mixed comments in response to this proposed
revision. AAMA supported the use of
[[Page 34332]]
unheated FIDs for methanol-fueled vehicle testing, though they
indicated that they believe that it would be appropriate to require
that each test lab provide data to demonstrate equivalence between
their unheated FID and a heated FID, for their exhaust systems. The New
York State Department of Environmental Conservation (NYDEC) commented
that aromatic organics and large aliphatics can be lost to unheated
surfaces in sampling systems. They recommended that heated FIDs should
be used not only for testing methanol-fueled vehicles, but for testing
petroleum-fueled vehicles as well. Based on these comments, and data
from EPA testing (see Docket A-92-02), it is clear that unheated FIDs
can be used for methanol testing in some systems, but that there is the
potential for measurement problems in other systems. EPA will allow
unheated FIDs to be used in place of heated FIDs for evaporative
testing of methanol-fueled vehicles. The Agency will also allow the use
of unheated FIDs for exhaust testing, where there appears to be a
greater potential for measurement problems, but only after the
manufacturer demonstrates equivalence with the heated FID for its
system. EPA did not propose requiring heated FIDs for gasoline-fueled
vehicle testing and has not yet received sufficient information that it
is necessary.
Final Action
EPA will allow unheated FIDs to be used in place of heated FIDs for
evaporative testing of methanol-fueled vehicle testing. The Agency will
also allow the use of unheated FIDs for exhaust testing, provided that
the manufacturer can demonstrate equivalence with the heated FID for
its system.
11. Gaseous Standards for Methanol and Formaldehyde
Proposal
Gaseous standards of many gases have been specified in the
regulations and have been routinely used in calibration procedures;
however, such standards were not allowed for methanol and formaldehyde.
EPA proposed to allow the use of gaseous methanol standards for
response factor calculation, with the requirement that the
concentration of methanol in the standard gas not vary by more than two
percent over its useful lifetime (i.e., from the time it is prepared
until it is no longer used for testing).
Public Comments
AAMA supported EPA's proposal to allow the use of gaseous methanol
standards for the determination of the FID response to methanol.
However, they suggested that EPA widen the tolerance for stability to
4 percent (instead of 2 percent) to account for
variability in the measurement of methanol. They also suggested that
EPA allow bottles that exceed this tolerance to be renamed with the new
concentration. The Agency recognizes that the variability associated
with measuring methanol makes it possible that the measured
concentration of methanol could be outside the 2 percent
tolerance, even though the true concentration had not changed by more
than 2 percent. Therefore, EPA has added regulatory language that
clarifies that the 2 percent tolerance is for a reasonable
estimate of the true concentration, taking into account measurement
variability, not necessarily a single measurement. The Agency envisions
that manufacturers will use an average of multiple measurements to
determine the concentration, and will make enough measurements so that
the precision of the estimate is 2 percent. Also, EPA
agrees that standards that change by more than 2 percent can be renamed
with the new concentration, provided that the change is not greater
than 10 percent.
Final Action
EPA will allow the use of gaseous methanol standards for response
factor calculation, with the requirement that the concentration of
methanol in the standard gas shall not vary by more than two percent,
without being relabeled with the new concentration.
12. Idle CO Testing
Proposal
In the 1989 FRM, EPA established idle CO emission standards for all
methanol-fueled light-duty trucks and heavy-duty engines, including
heavy-duty diesel engines. In the NPRM for this current rulemaking, EPA
proposed to modify the testing provisions to allow for continuous
analysis instead of bag sampling and analysis. This was done to be
consistent with Sec. 86.1310, which allows continuous CO analysis for
transient testing of diesel cycle engines.
Public Comments
EPA received no comments regarding this issue.
Final Action
EPA is finalizing this revision as proposed.
In a related matter, EPA is correcting Secs. 86.094-9 and 86.097-9
to clarify that the idle CO standards of those sections are applicable
to gasoline-fueled, methanol-fueled, LPG-fueled and CNG-fueled light-
duty trucks. The applicability of these standards to LPG-fueled and
CNG-fueled light-duty trucks was specified in the Preamble of the FRM
which established standards and test procedures for gaseous-fueled
vehicles ( FR ), but the regulatory text of these sections was not
revised to reflect this requirement.
13. Direct Measurement of Non-Oxygenated Hydrocarbons
Proposal
Evaporative non-oxygenated hydrocarbon emissions from methanol-
fueled vehicles have been measured by separately measuring total
organic emissions and methanol emissions: the non-oxygenated
hydrocarbon emissions are the difference between these two
measurements. It had been suggested, however, that non-oxygenated
hydrocarbons can be measured directly by installing water-filled
impingers upstream of an FID calibrated on propane. The impingers would
be expected to remove the methanol from the gas as it is bubbled
through the water, but not the non-oxygenated hydrocarbons. The Agency
proposed to revise the regulations to allow this option.
Public Comments
The comments received indicate that the technique which was
proposed to measure non-oxygenated HC directly for methanol-fueled
vehicles is not sufficiently accurate at this time.
Final Action
EPA is not finalizing this option in this action.
14. FID Measurement of Methanol Emissions From M100 Vehicles
Proposal
Methanol emissions from M100 vehicles have been measured with an
impinger system. The combined emissions of methanol and non-oxygenated
HC have been measured by a FID and the non-oxygenated HC emissions have
been determined by subtracting the methanol (after correcting for FID
response) from the total. However, when the non-oxygenated HC emissions
are small, there is a significant potential for errors. Because the
amount of non-oxygenated HC emissions from M100 vehicles and engines is
generally small, EPA proposed to allow measurement of the
[[Page 34333]]
total emissions with an FID calibrated on methanol, as has already been
allowed through model year 1994.
Public Comments
AAMA supported this option to some extent, but felt that EPA should
not use this option for its testing. At this time, EPA believes that
the available information is not sufficient to support continuation of
this option beyond the 1994 model year.
Final Action
EPA is not finalizing this option in this action.
15. Collection of Methanol Samples
As noted above, methanol samples have been collected using
impingers. EPA also proposed, however, allowing two alternative
methods. The first was the allowance to measure methanol concentrations
from SHED testing by direct GC analysis of the bag samples. The second
alternative was the allowance of the use of cartridges, which are
designed to collect methanol, for both exhaust and evaporative testing.
Public Comments
The comments received regarding the measurement of methanol by GC-
bag analysis or from methanol cartridges do not support either of the
proposed approaches at this time.
Final Action
EPA is not finalizing either approach in this action.
16. Other Issues
AAMA indicated that the tolerance of 0.5 percent for
the liquid methanol injection device used during CVS and SHED
calibration may not be achievable at this time. EPA agrees, especially
since manufacturers will still be required to comply with the recovery
and retention tolerances specified by the Administrator. Thus, the
Agency is allowing less precise methods to be used. This change will
not effect the accuracy or precision of certification emissions tests.
AAMA requested that the Agency require the determination of the FID
response to methanol only twice annually, instead of monthly. However,
EPA believes that the response factor should be calculated each time
the FID is recalibrated, on a monthly basis.
EPA is replacing the terms ``Organic Material Hydrocarbon
Equivalent'' (OMHCE) and ``Organic Material Non-Methane Hydrocarbon
Equivalent'' (OMNMHCE) with ``Total Hydrocarbon Equivalent'' (THCE) and
``Non-Methane Hydrocarbon Equivalent'' (NMHCE). These new terms are
simpler and are more obviously related to the comparable terms being
used for petroleum-fueled vehicles (THC and NMHC). This change does not
have any substantive effect on the certification process.
Finally, included among the regulatory revisions in this FRM are
minor changes that allow the test procedures specified for measuring
formaldehyde from methanol-fueled heavy-duty engines to be used to
measure formaldehyde from other types of engines. These changes were
originally proposed in the ``Clean Fueled Fleets'' NPRM (58 FR 32474,
June 10, 1993), but were not finalized. The purpose of the changes is
to provide a means of measuring formaldehyde from non-methanol fueled
heavy-duty ULEV engines that have to comply with a separate
formaldehyde standard. In general, the changes are nothing more than
removing references such as ``for methanol-fueled engines'' that are
associated with the formaldehyde measurement procedures, and replacing
those references with ``as applicable.''
OMB Approval of Information Collection Requirements for CFV Emission
Standards and Gaseous Fuels Rulemakings
EPA is also amending the table of currently approved information
collection request (ICR) control numbers issued by OMB for various
regulations. Today's amendment updates the table to accurately display
those information requirements promulgated under Emission Standards for
Clean-fuel Vehicles and Engines, Requirements for Clean-Fuel Vehicle
Conversions, and California Pilot Test Program which appeared in the
Federal Register on September 30, 1994 (59 FR 50042) and under
Standards for Emissions From Natural Gas-Fueled, and Liquefied
Petroleum Gas-Fueled Motor Vehicles and Motor Vehicle Engines, and
Certification Procedures for Aftermarket Conversions which appeared in
the Federal Register on September 21, 1994 (59 FR 48472). The affected
regulations are codified at 40 CFR Parts 9, 85, 86, 88, and 600. EPA
will continue to present OMB control numbers in a consolidated table
format to be codified in 40 CFR part 9 of the Agency's regulations, 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 numbers
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.
Environmental and Economic Impacts
This regulation is intended only to reduce the administrative and
testing burden of certifying methanol-fueled vehicles. It does not
affect the stringency of emission standards. Thus, it should have no
impact on the environment.
This regulation does provide manufacturers some additional
flexibility, and will result in minor economic benefits. These economic
benefits, however, are expected to be small.
Statutory Authority
The statutory authority for this action is provided by sections
202(a) (1)-(2), 206, 301(a) of the Clean Air Act (42 U.S.C. 7521(a),
7525, and 7601(a)).
Administrative Designation and Regulatory Analysis
Under Executive Order 12866, EPA must judge whether a regulation is
``significant'' and, therefore, subject to OMB review and the
requirements of the Executive Order. This regulation is not a
``significant regulatory action'' because the amendments make only
minor and technical changes.
This Amendment to the final rule is not subject to the Office of
Management and Budget's review under the Executive Order and no
Regulatory Impact Analysis was prepared.
Reporting and Recordkeeping Requirements
The information collection requirements in this rule have been
approved by the Office of Management and Budget (OMB) under the
Paperwork Reduction Act, 44 U.S.C. 3501 et seq and have been assigned
control number 2060-0104. An Information Collection Request document
has been prepared by EPA (ICR No. 783.21) and a copy may be obtained
from Sandy Farmer, Information Policy Branch; EPA; 401 M St., SW.
(2136); Washington, DC 20460 or by calling (202) 260-2740.
Public reporting burden for this collection of information is
estimated to have a negligible effect on the existing clearance which
averages 15,900 hours per response, including time for reviewing
instructions, searching existing data sources, gathering and
maintaining the data needed, and completing the collection of the
information.
Send comments regarding the burden estimate or any other aspect of
this collection of information, including
[[Page 34334]]
suggestions for reducing this burden to Chief, Information Policy
Branch; EPA; 401 M St., SW. (2136); Washington, DC 20460; and to the
Office of Information and Regulatory Affairs, Office of Management and
Budget, Washington, DC 20503, marked ``Attention: Desk Officer for
EPA.''
All the information collection requirements for both the CFV
Emission Standards and Gaseous Fuels Emission Standards rulemakings
have been approved by the Office of Management and Budget under the
Paperwork Reduction Act, 44 U.S.C. 3501 et seq. and have been assigned
either control number 2060-0104 or 2060-0314.
Regulatory Flexibility Act
Under the Regulatory Flexibility Act. 5 U.S.C. 601 et seq., the
Administrator of EPA is required to determine whether a regulation will
have a significant economic impact on a substantial number of small
entities and, if so, to perform a regulatory flexibility analysis. The
technical amendments contained in this rulemaking will not increase the
burden or cost of compliance for any segment of the automotive
industry. Therefore, pursuant to 5 U.S.C. 605(b), I hereby certify that
this rule will not have a significant economic impact on a substantial
number of small entities.
List of Subjects
40 CFR Part 9
Reporting and recordkeeping requirements.
40 CFR Part 86
Environmental protection, Administrative practice and procedure,
Air pollution control, Gasoline, Labeling, Motor vehicles, Motor
vehicle pollution, Reporting and recordkeeping requirements.
Dated: April 28, 1995.
Carol M. Browner,
Administrator.
For the reasons set forth in the preamble, parts 9 and 86 of title
40 of the Code of Federal Regulations are amended as follows:
PART 9--[AMENDED]
1. 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.
1a. Section 9.1 is amended in the table by adding in numerical
order new entries under the center headings ``Control of Air Pollution
From Motor Vehicles and Motor Vehicle Engines,'' ``Control of Air
Pollution from New and In-Use Motor Vehicles and New and In-Use Motor
Vehicle Engines: Certification and Test Procedures,'' ``Clean-Fuel
Vehicles'' and ``Fuel Economy of Motor Vehicles,'' 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 Motor Vehicles and Motor Vehicle Engines
------------------------------------------------------------------------
85.503.................................................. 2060-0104
85.505.................................................. 2060-0104
* * * * *
------------------------------------------------------------------------
Control of Air Pollution From New and In-Use Motor Vehicles and New and
In-Use Motor Vehicle Engines: Certification and Test Procedures
------------------------------------------------------------------------
* * * * *
86.094-24(a)(3)(iii).................................... 2060-0314
* * * * *
86.098-28............................................... 2060-0104
* * * * *
86.150-98............................................... 2060-0104
* * * * *
86.513-94............................................... 2060-0104
* * * * *
86.1344-94.............................................. 2060-0104
* * * * *
------------------------------------------------------------------------
Clean-Fuel Vehicles
------------------------------------------------------------------------
* * * * *
88.204-94(b)(1)......................................... 2060-0314
88.204-94(c)............................................ 2060-0314
* * * * *
88.306-94(b)(1)......................................... 2060-0314
88.306-94(b)(2)......................................... 2060-0314
88.306-94(b)(4)......................................... 2060-0314
88.306-94(c)............................................ 2060-0314
88.306-94(f)............................................ 2060-0314
* * * * *
------------------------------------------------------------------------
Fuel Economy of Motor Vehicles
------------------------------------------------------------------------
* * * * *
600.113-93.............................................. 2060-0104
* * * * *
------------------------------------------------------------------------
PART 86--CONTROL OF AIR POLLUTION FROM NEW AND IN-USE MOTOR
VEHICLES AND NEW AND IN-USE MOTOR VEHICLE ENGINES: CERTIFICATION
AND TEST PROCEDURES
1b. 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)).
2. Section 86.001-21 of Subpart A is amended by removing paragraphs
(c) through (k) and adding paragraphs (c) through (l) to read as
follows:
Sec. 86.001-21 Application for certification.
* * * * *
(c) through (j) [Reserved]. For guidance see Sec. 86.094-21.
(k) and (l) [Reserved]. For guidance see Sec. 86.096-21.
3. Section 86.090-2 of Subpart A is amended by revising the
definition of ``Flexible fuel vehicle (or engine)'', removing the
definition of ``Organic Material Hydrocarbon Equivalent'' and adding
the definitions of ``Dedicated vehicle (or engine)'' and ``Total
Hydrocarbon Equivalent'' in alphabetical order to read as follows:
Sec. 86.090-2 Definitions.
* * * * *
Dedicated vehicle (or engine) means any motor vehicle (or motor
vehicle engine) engineered and designed to be operated using a single
fuel. Flexible fuel vehicles and multi-fuel vehicles are not dedicated
vehicles.
* * * * *
Flexible fuel vehicle (or engine) means any motor vehicle (or motor
vehicle engine) engineered and designed to be operated on a petroleum
fuel, a methanol fuel, or any mixture of the two. Methanol-fueled
vehicles that are only marginally functional when using gasoline (e.g.,
the engine has a drop in power output of more than 80 percent) are not
flexible fuel vehicles.
* * * * *
[[Page 34335]]
Total Hydrocarbon Equivalent means the sum of the carbon mass
emissions of non-oxygenated hydrocarbons, methanol, formaldehyde or
other organic compounds that are separately measured, expressed as
gasoline-fueled vehicle hydrocarbons. In the case of exhaust emissions,
the hydrogen-to-carbon ratio of the equivalent hydrocarbon is 1.85:1.
In the case of diurnal and hot soak emissions, the hydrogen-to-carbon
ratios of the equivalent hydrocarbons are 2.33:1 and 2.2:1,
respectively.
* * * * *
4. Section 86.090-3 of Subpart A is amended by removing the entry
for OMHCE in paragraph (b) and adding an entry for THCE in alphabetical
order to read as follows:
Sec. 86.090-3 Abbreviations.
* * * * *
(b) * * *
THCE--Total Hydrocarbon Equivalent
* * * * *
5. Section 86.094-2 of Subpart A is amended by adding the
definition of ``Non-Methane Hydrocarbon Equivalent'' in alphabetical
order to read as follows:
Sec. 86.094-2 Definitions.
* * * * *
Non-Methane Hydrocarbon Equivalent means the sum of the carbon mass
emissions of non-oxygenated non-methane hydrocarbons, methanol,
formaldehyde, or other organic compounds that are separately measured,
expressed as gasoline-fueled vehicle hydrocarbons. In the case of
exhaust emissions, the hydrogen-to-carbon ratio of the equivalent
hydrocarbon is 1.85:1. In the case of diurnal and hot soak emissions,
the hydrogen-to-carbon ratios of the equivalent hydrocarbons are 2.33:1
and 2.2:1, respectively.
* * * * *
6. Section 86.094-3 of Subpart A is amended in paragraph (b) by
placing the entries in alphabetical order, removing the entry for
OMNMHCE and adding an entry for NMHCE in alphabetical order to read as
follows:
Sec. 86.094-3 Abbreviations.
* * * * *
(b) * * *
* * * * *
NMHCE--Non-Methane Hydrocarbon Equivalent
* * * * *
7. Section 86.094-9 of Subpart A is amended by revising paragraph
(a)(1)(iii) to read as follows:
Sec. 86.094-9 Emission standards for 1994 and later model year light-
duty trucks.
(a) * * *
(1) * * *
(iii) Exhaust emissions of carbon monoxide from 1994 and later
model year light-duty trucks shall not exceed 0.50 percent of exhaust
gas flow at curb idle at a useful life of 11 years or 120,000 miles,
whichever first occurs (for Otto-cycle and methanol-natural gas- and
liquefied petroleum gas-fueled diesel-cycle light-duty trucks only).
* * * * *
8. Section 86.094-21 of Subpart A is amended by adding paragraph
(j) to read as follows:
Sec. 86.094-21 Application for certification.
* * * * *
(j) For methanol-fueled vehicles, the manufacturer shall specify:
(1) Whether the vehicle is a flexible fuel vehicle or a dedicated
vehicle (manufacturers must obtain advance approval from the
Administrator to classify methanol-fueled vehicles that can use
gasoline as dedicated vehicles); and
(2) The fuel(s) (i.e., the percent methanol) for which the vehicle
was designed.
9. Section 86.096-21 of Subpart A is amended by redesignating
paragraphs (j) and (k) as paragraphs (k) and (l), respectively,
removing paragraphs (c) through (i), and adding paragraphs (c) through
(j) to read as follows:
Sec. 86.096-21 Application for certification.
* * * * *
(c) through (j) [Reserved]. For guidance see Sec. 86.094-21.
* * * * *
10. Section 86.097-9 of Subpart A is amended by revising paragraph
(a)(1)(iii) to read as follows:
Sec. 86.097-9 Emission standards for 1997 and later model year light-
duty trucks.
(a) * * *
(1) * * *
(iii) Exhaust emissions of carbon monoxide from 1997 and later
model year light-duty trucks shall not exceed 0.50 percent of exhaust
gas flow at curb idle at a useful life of 11 years or 120,000 miles,
whichever first occurs (for Otto-cycle and methanol-natural gas- and
liquefied petroleum gas-fueled diesel-cycle light-duty trucks only).
* * * * *
11. Section 86.098-21 of Subpart A is amended by removing
paragraphs (c) through (k) and adding paragraphs (c) through (l) to
read as follows:
Sec. 86.098-21 Application for certification.
* * * * *
(c) through (j) [Reserved]. For guidance see Sec. 86.094-21.
(k) and (l) [Reserved]. For guidance see Sec. 86.096-21.
12. Section 86.107-90 of Subpart B is amended by revising the
introductory text of paragraph (a)(2)(i) and adding paragraph
(a)(2)(iii) to read as follows:
Sec. 86.107-90 Sampling and analytical system; evaporative emissions.
(a) * * *
(2) * * * (i) For gasoline- and methanol-fueled vehicles a
hydrocarbon analyzer utilizing the hydrogen flame ionization principle
(FID) shall be used to monitor the atmosphere within the enclosure (a
heated FID (HFID)(235 deg. 15 deg.F (113
8 deg.C)) is recommended for methanol-fueled vehicles).
Instrument bypass flow may be returned to the enclosure. The FID shall
have a response time to 90 percent of final reading of less than 1.5
seconds, and be capable of meeting performance requirements expressed
as a function of Cstd: where Cstd is the specific enclosure hydrocarbon
level, in ppm, corresponding to the evaporative emission standard:
* * * * *
(iii) The methanol sampling system shall be designed such that, if
a test vehicle emitted the maximum allowable level of methanol (based
on all applicable standards) during any phase of the test, the measured
concentration in the primary impinger would exceed either 25 mg/l or a
concentration equal to 25 times the limit of detection for the GC
analyzer, and such that the primary impinger collects at least 90
percent of the analyte in the samples. The remaining analyte shall be
collected by the secondary impinger. This requirement does not apply to
dilution air samples, since they do not require secondary impingers, or
to samples in which the concentrations approach the limit of detection.
The provisions of this paragraph apply to the design of sampling
systems, not to individual tests.
* * * * *
13. Section 86.107-96 of Subpart B is amended by revising paragraph
(b)(1) and adding paragraph (b)(3) to read as follows:
Sec. 86.107-96 Sampling and analytical systems; evaporative emissions.
* * * * *
(b) * * *
(1) For gasoline fueled, natural gas-fueled, liquefied petroleum
gas-fueled and methanol-fueled vehicles a hydrocarbon analyzer
utilizing the hydrogen flame ionization principle (FID) shall be used
to monitor the
[[Page 34336]]
atmosphere within the enclosure (a heated FID (HFID)(235 deg.
15 deg.F (113 8 deg.C)) is recommended for
methanol-fueled vehicles). For natural gas-fueled vehicles, the FID may
be calibrated using methane, or if calibrated using propane the FID
response to methane shall be determined and applied to the FID
hydrocarbon reading. Provided evaporative emission results are not
effected, a probe may be used to detect or verify hydrocarbon sources
during a running loss test. Instrument bypass flow may be returned to
the enclosure. The FID shall have a response time to 90 percent of
final reading of less than 1.5 seconds.
* * * * *
(3) The methanol sampling system shall be designed such that, if a
test vehicle emitted the maximum allowable level of methanol (based on
all applicable standards) during any phase of the test, the measured
concentration in the primary impinger would exceed either 25 mg/l or a
concentration equal to 25 times the limit of detection for the GC
analyzer, and such that the primary impinger collects at least 90
percent of the analyte in the samples. The remaining analyte shall be
collected by the secondary impinger. This requirement does not apply to
dilution air samples, since they do not require secondary impingers, or
to samples in which the concentrations approach the limit of detection.
The provisions of this paragraph apply to the design of sampling
systems, not to individual tests.
* * * * *
14. Section 86.109-94 of Subpart B is amended by revising
paragraphs (a)(2)(i) through (a)(2)(iv), text of paragraph (a)(3)
preceding figures, text of paragraph (a)(4) preceding figure,
paragraphs (a)(5), (b) introductory text, (b)(4), (b)(5), (b)(6), (c)
introductory text, (c)(4), (c)(5), and (c)(6), and adding paragraphs
(a)(6) and (d), and revising Figures B94-2 and B94-3 to read as
follows:
Sec. 86.109-94 Exhaust gas sampling system; Otto-cycle vehicles not
requiring particulate emissions measurement.
(a) * * *
(2) * * *
(i) Using a duct of unrestricted length maintained at a temperature
above the maximum dew point of the exhaust, but below 250 deg.F
(121 deg.C); heating and possibly cooling capabilities are required; or
(ii) Using a short duct (up to 12 feet long) constructed of smooth
wall pipe with a minimum of flexible sections, maintained at a
temperature above the maximum dew point of the exhaust, but below
250 deg.F (121 deg.C), prior to the test and during the 10 minute hot
soak segment and uninsulated during the test (insulation may remain in
place and/or heating may occur during testing provided maximum
temperature is not exceeded); or
(iii) Using smooth wall duct less than five feet long with no
required heating. A maximum of two short flexible connectors are
allowed under this option; or
(iv) Omitting the duct and performing the exhaust gas dilution
function at the vehicle tailpipe exit.
(3) Positive displacement pump. The Positive Displacement Pump-
Constant Volume Sampler (PDP-CVS), Figure B94-1 satisfies the first
condition by metering at a constant temperature and pressure through
the pump. The total volume is measured by counting the revolutions made
by the calibrated positive displacement pump. The proportional samples
for the bag sample, and for methanol-fueled vehicles, the methanol
sample (Figure B94-2) and the formaldehyde sample (Figure B94-3), are
achieved by sampling at a constant flow rate. For methanol-fueled
vehicles, the sample lines for the methanol and formaldehyde samples
are heated to prevent condensation. The temperature of the sample lines
shall be more than 5 deg.F (3 deg.C) above the maximum dew point of the
sample, but below 250 deg.F (121 deg.C). (Note: For 1990 through 1994
model year methanol-fueled vehicles, methanol and formaldehyde sampling
may be omitted provided the bag sample (hydrocarbons and methanol) is
analyzed using a HFID calibrated with methanol.)
* * * * *
BILLING CODE 6560-50-P
[[Page 34337]]
[GRAPHIC][TIFF OMITTED]TR30JN95.042
[[Page 34338]]
[GRAPHIC][TIFF OMITTED]TR30JN95.043
BILLING CODE 6560-50-C
[[Page 34339]]
(4) Critical flow venturi. The operation of the Critical Flow
Venturi-Constant Volume Sampler (CFV-CVS) sample system, Figure B94-4,
is based upon the principles of fluid dynamics associated with critical
flow. Proportional sampling throughout temperature excursions is
maintained by use of small CFVs in the sample lines (for methanol-
fueled vehicles, one line supplies sample for the bag sample, another
line supplies sample for the methanol sample, and a third line supplies
sample for the formaldehyde sample.) The methanol and formaldehyde
sample lines are heated to prevent condensation. The temperature of the
sample lines shall be more than 5 deg.F (3 deg.C) above the maximum dew
point of the sample, but below 250 deg.F (121 deg.C). Care should be
taken to ensure that the CFVs of the sample probes are not heated since
heating of the CFVs would cause loss of proportionality. The variable
mixture flow rate is maintained at sonic velocity, is inversely
proportional to the square root of the gas temperature, and is computed
continuously. Since the pressure and temperature are the same at all
venturi inlets, the sample volume is proportional to the total volume.
(Note: For 1990 through 1994 model year methanol-fueled vehicles,
methanol and formaldehyde sampling may be omitted provided the bag
sample (hydrocarbons and methanol) is analyzed using a HFID calibrated
with methanol.)
* * * * *
(5) Electronic flow control. The Critical Flow Venturi-Electronic
Flow Control-Constant Volume Sampler (CFV-EFC-CVS) system is identical
to the CFV-CVS system described in paragraphs (a)(4) and (c) of this
section, except that it maintains proportional sampling for methanol
and formaldehyde by measuring the CVS flow rate, and electronically
controlling sample flow rates. For methanol-fueled vehicles, the
samples lines for the methanol and formaldehyde samples are heated to
prevent condensation. The temperature of the sample lines shall be more
than 5 deg.F (3 deg.C) above the maximum dew point of the sample, but
below 250 deg.F (121 deg.C).
(6) Other systems. Other sampling systems may be used if shown to
yield equivalent or superior results, and if approved in advance by the
Administrator.
(b) Component description, PDP-CVS. The PDP-CVS, Figure B94-1,
consists of a dilution air filter and mixing assembly, heat exchanger,
positive displacement pump, sampling systems (see Figure B94-2 for
methanol sampling system and Figure B94-3 for formaldehyde sampling
system) sampling lines which are heated to a temperature that is more
than 5 deg.F (3 deg.C) above the maximum dew point of the sample, but
below 250 deg.F (121 deg.C) in the case of the methanol-fueled vehicles
(heating of the sample lines may be omitted, provided the methanol and
formaldehyde sample collection systems are close coupled to the probes
thereby preventing loss of sample due to cooling and resulting
condensation in the sample lines), and associated valves, pressure and
temperature sensors. The PDP-CVS shall conform to the following
requirements:
* * * * *
(4) The flow capacity of the CVS shall be large enough to
completely eliminate water condensation in the dilution and sampling
systems. (300 to 350 cfm (0.142 to 0.165 m3/s) is sufficient for
most petroleum-fueled vehicles. Higher flow rates are required for
methanol-fueled vehicles and may be required for natural gas-fueled and
liquefied petroleum gas-fueled vehicles. Procedures for determining CVS
flow rates are detailed in ``Calculation of Emissions and Fuel Economy
When Using Alternative Fuels,'' EPA 460/3-83-009.) (Copies may be
obtained from U.S. Department of Commerce, NTIS, Springfield, Virginia
22161; order PB 84104702.) Dehumidifying the dilution air
before entering the CVS is allowed. Hearing the dilution air is also
allowed, provided:
(i) The air (or air plus exhaust gas) temperature does not exceed
250 deg.F.
(ii) Calculation of the CVS flow rate necessary to prevent water
condensation is based on the lowest temperature encountered in the CVS
prior to sampling. (It is recommended that the CVS system be insulated
when heated dilution air is used.)
(iii) The dilution ratio is sufficiently high to prevent
condensation in bag samples as they cool to room temperature.
(5) Sample collection bags for dilution air and exhaust samples
shall be of sufficient size so as not to impede sample flow. A single
dilution air sample, covering the total test period, may be collected
for the determination of methanol and formaldehyde background
(methanol-fueled vehicles).
(6) The methanol sample collection system and the formaldehyde
sample collection system shall each be of sufficient capacity so as to
collect samples of adequate size for analysis without significant
impact on the volume of dilute exhaust passing through the PDP. The
systems shall also comply with the following requirements that apply to
the design of the systems, not to individual tests.
(i) The methanol system shall be designed such that, if a test
vehicle emitted the maximum allowable level of methanol (based on all
applicable standards) during the first phase of the test, the measured
concentration in the primary impinger would exceed either 25 mg/l or a
concentration equal to 25 times the limit of detection for the GC
analyzer. Sampling systems for all phases shall be identical.
(ii) The formaldehyde system shall be designed such that, if a test
vehicle emitted formaldehyde at a rate equal to twenty percent of the
maximum allowable level of NMHCE (i.e., 0.05 g/mi for a 0.25 g/mi NMHCE
standard), or the maximum formaldehyde level allowed by a specific
formaldehyde standard, whichever is less, during the first phase of the
test, the concentration of formaldehyde in the DNPH solution of the
primary impinger, or solution resulting from the extraction of the DNPH
cartridge, shall exceed either 2.5 mg/l or a concentration equal to 25
times the limit of detection for the HPLC analyzer. Sampling systems
for all phases shall be identical.
(iii) The methanol and formaldehyde impinger systems shall be
designed such that the primary impinger collects at least 90 percent of
the analyte in the samples. The remaining analyte shall be collected by
the secondary impinger. This requirement does not apply to dilution air
samples, since they do not require secondary impingers, or to samples
in which the concentrations approach the limit of detection.
(c) Component description, CFV-CVS. The CFV-CVS sample system,
Figure B94-4, consists of a dilution air filter and mixing assembly, a
cyclone particulate separator, unheated sampling venturies for the bag
samples, and for the methanol and formaldehyde samples from methanol-
fueled vehicles, samples lines heated to a temperature that is more
than 5 deg.F (3 deg.C) above the maximum dew point of the sample, but
below 250 deg.F (121 deg.C) for the methanol and formaldehyde samples
from methanol fueled vehicles (heating of the sample lines may be
omitted provided, the methanol and formaldehyde sample collection
systems are close coupled to the probes thereby preventing loss of
sample due to cooling and resulting condensation in the sample lines),
a critical flow venturi, and assorted valves, and pressure and
temperature sensors. The CFV sample system shall conform to the
following requirements:
* * * * *
[[Page 34340]]
(4) The flow capacity of the CVS shall be large enough to
completely eliminate water condensation in the dilution and sampling
systems. (300 to 350 cfm (0.142 to 0.165 m3/s) is sufficient for
most petroleum-fueled vehicles. Higher flow rates are required for
methanol-fueled vehicles and may be required for natural gas-fueled and
liquefied petroleum gas-fueled vehicles. Procedures for determining CVS
flow rates are detailed in ``Calculation of Emissions and Fuel Economy
When Using Alternative Fuels,'' EPA 460/3-83-009.) Dehumidifying the
dilution air before entering the CVS is allowed. Heating the dilution
air is also allowed, provided:
(i) The air (or air plus exhaust gas) temperature does not exceed
250 deg.F (121 deg.C).
(ii) Calculation of the CVS flow rate necessary to prevent water
condensation is based on the lowest temperature encountered in the CVS
prior to sampling. (It is recommended that the CVS system be insulated
when heated dilution air is used.)
(iii) The dilution ratio is sufficiently high to prevent
condensation in bag samples as they cool to room temperature.
(5) Sample collection bags for dilution air and exhaust samples
shall be of sufficient size so as not to impede sample flow. A single
dilution air sample, covering the total test period, may be collected
for the determination of methanol and formaldehyde background
(methanol-fueled vehicles).
(6) The methanol sample collection system and the formaldehyde
sample collection system shall each be of sufficient capacity so as to
collect samples of adequate size for analysis without significant
impact on the volume of dilute exhaust passing through the CVS. The
systems shall also comply with the following requirements that apply to
the design of the systems, not to individual tests.
(i) The methanol system shall be designed such that, if a test
vehicle emitted the maximum allowable level of methanol (based on all
applicable standards) during the first phase of the test, the measured
concentration in the primary impinger would exceed either 25 mg/l or a
concentration equal to 25 times the limit of detection for the GC
analyzer. Sampling systems for all phases shall be identical.
(ii) The formaldehyde system shall be designed such that, if a test
vehicle emitted formaldehyde at a rate equal to twenty percent of the
maximum allowable level of NMHCE (i.e., 0.05 g/mi for a 0.25 g/mi NMHCE
standard), or the maximum formaldehyde level allowed by a specific
formaldehyde standard, whichever is less, during the first phase of the
test, the concentration of formaldehyde in the DNPH solution of the
primary impinger, or solution resulting from the extraction of the DNPH
cartridge, shall exceed either 2.5 mg/l or a concentration equal to 25
times the limit of detection for the HPLC analyzer. Sampling systems
for all phases shall be identical.
(iii) The methanol and formaldehyde systems shall be designed such
that the primary impinger collects at least 90 percent of the analyte
in the samples. The remaining analyte shall be collected by the
secondary impinger. This requirement does not apply to dilution air
samples, since they do not require secondary impingers, or to samples
in which the concentrations approach the limit of detection.
(d) Component description, CFV-EFC-CVS. The CVS sample system is
identical to the system described in paragraph (c) of this section,
plus includes a means of electronically measuring the CVS flow rate,
and electronic mass flow controllers for the methanol and formaldehyde
sample lines. The EFC sample system shall conform to all of the
requirements listed in paragraph (c), except that the methanol and
formaldehyde samples must both be drawn from a static probe. It also
must comply with the following additional requirements:
(1) The ratio of the CVS mass flow rate to the sample mass flow
rate shall not deviate from the design ratio by more than 5
percent. (The volumetric sample flow rate shall be varied inversely
with the square root of the bulk stream temperature.)
(2) Flow meters to totalize sample volumes for methanol and/or
formaldehyde samples shall meet the accuracy specifications of
Sec. 86.120. Total sample volumes may be obtained from the flow
controllers, provided that the controllers meet the accuracy
specifications of Sec. 86.120.
15. Section 86.110-94 of Subpart B is amended by revising the text
of paragraph (a)(1) preceding the figures, paragraphs (a)(5)(i) through
(a)(5)(iii), (b) introductory text, (b)(1), (b)(2), (c), and (d), to
read as follows:
Sec. 86.110-94 Exhaust gas sampling system; diesel-cycle vehicles,
and Otto-cycle vehicles requiring particulate emissions measurements.
* * * * *
(a) * * *
(1) This sampling system requires the use of a PDP-CVS, CFV-CVS (or
a CFV-EFC-CVS), sample system with heat exchanger connected to a
dilution tunnel. The heat exchanger is not required for the CFV-CVS or
EFC-CFV-CVS if electronic flow controllers are used to maintain
proportionality for the particulate sample. Figure B94-5 is a schematic
drawing of the PDP system. Figure B94-6 is a schematic drawing of the
CFV-CVS system. (Methanol-fueled Otto-cycle vehicles may be tested
using this test equipment, without measuring particulate emissions.)
* * * * *
(5) * * *
(i) A tailpipe to dilution tunnel duct of unrestricted length
maintained at a temperature above the dew point of the mixture, but
below 250 deg.F (121 deg.C) through heating and cooling as required; or
(ii) Using a short duct (up to 12 feet long) constructed of smooth
wall pipe with a minimum of flexible sections maintained at a
temperature above the dew point of the mixture, but below 250 deg.F
(121 deg.C) prior to the test and during breaks in testing (insulation
may remain in place and or heating may occur during the testing
provided the maximum temperature is not exceeded); or
(iii) Using smooth wall duct less than five feet long with no
required heating. A maximum of two short flexible connectors are
allowed under this option; or
* * * * *
(b) Component description--petroleum-fueled, natural gas-fueled and
liquefied petroleum gas-fueled vehicles. The components necessary for
petroleum-fueled, natural gas-fueled and liquefied petroleum gas-fueled
vehicle exhaust sampling shall meet the following requirements:
(1) The PDP-CVS, Figure B94-5, shall contain a proportional
particulate sampling system, and shall conform to all of the
requirements listed for the exhaust gas PDP-CVS (Sec. 86.109(b)), with
one exception: a flow rate of sufficient volume is required to maintain
the diluted exhaust stream, from which the particulate sample flow is
taken, at a temperature of 125 deg.F (52 deg.C) or less.
(2) The CFV sample system, Figure B94-6, shall contain a
proportional particulate sampling system, and shall conform to all of
the requirements listed for the exhaust gas CFV sample system
(Sec. 86.109(c)), except for the following:
(i) A flow rate of sufficient volume is required to maintain the
diluted exhaust stream, from which the particulate sample flow is
taken, at a temperature of 125 deg.F (52 deg.C) or less.
(ii) If a constant volume particulate sample is collected, a heat
exchanger is required.
[[Page 34341]]
(iii) If a heat exchanger is used, the gas mixture temperature,
measured at a point immediately ahead of the critical flow venturi,
shall be within 20 deg.F (11 deg.C) of the designed
operating temperature at the start of the test. The gas mixture
temperature variation from its value at the start of the test shall be
limited to 20 deg.F (11 deg.C) during the entire test. The
temperature measuring system shall have an accuracy and precision of
2 deg.F (1.1 deg.C).
(iv) The cyclonic separator is optional.
* * * * *
(c) Component description--methanol-fueled vehicles. The components
necessary for methanol-fueled vehicle exhaust sampling shall meet the
following requirements:
(1) The PDP-CVS, Figure B94-5, shall contain a proportional
particulate sampling system, and shall conform to all of the
requirements listed for the exhaust gas PDP-CVS (Sec. 86.109), with one
exception: a flow rate of sufficient volume is required to maintain the
diluted exhaust stream, from which the particulate sample flow is
taken, at a temperature of 125 deg.F (52 deg.C) or less.
(2) The CFV-CVS sample system, Figure B94-6, shall contain a
proportional particulate sampling system, and shall conform to all of
the requirements listed for the exhaust gas CFV sample system
(Sec. 86.109), except for the following:
(i) A flow rate of sufficient volume is required to maintain the
diluted exhaust stream, from which the particulate sample flow is
taken, at a temperature of 125 deg.F (52 deg.C) or less.
(ii) If a constant volume particulate sample is collected, a heat
exchanger is required.
(iii) If a heat exchanger is used, the gas mixture temperature,
measured at a point immediately ahead of the critical flow venturi,
shall be within 20 deg.F (11 deg.C) of the designed
operating temperature at the start of the test. The gas mixture
temperature variation from its value at the start of the test shall be
limited to 20 deg.F (11 deg.C) during the entire test. The
temperature measuring system shall have an accuracy and precision of
2 deg.F (1.1 deg.C).
(iv) The cyclonic separator is optional.
(3) The EFC-CFV-CVS sample system shall conform to all of the
requirements listed for the exhaust gas EFC sample system (Sec. 86.109)
with three exceptions:
(i) A flow rate of sufficient volume is required to maintain the
diluted exhaust stream, from which the particulate sample flow is
taken, at a temperature of 125 deg.F (52 deg.C) or less.
(ii) A proportional particulate sample shall be collected using an
electronic flow controller that meets the performance criteria listed
in Sec. 86.109 for methanol and formaldehyde EFC systems.
(iii) The cyclonic separator is optional.
(4) Losses of methanol due to condensation of water in the duct
connecting the vehicle tail pipe to the dilution tunnel must be
eliminated. This may be accomplished by:
(i) The use of a duct of unrestricted length maintained at a
temperature above the maximum dew point of the exhaust, but below
250 deg.F (121 deg.C), through heating and cooling as required; or
(ii) The use of a short duct (up to 12 feet long) constructed of
smooth wall pipe with a minimum of flexible sections maintained at a
temperature above the maximum dew point of the exhaust, but below
250 deg.F (121 deg.C), prior to the test and during breaks in testing
(insulation may remain in place and/or heating may occur during testing
provided maximum temperature is not exceeded); or
(iii) Using smooth wall duct less than five feet long with no
required heating. A maximum of two short flexible connectors are
allowed under this option; or
(iv) Omitting the duct and performing the exhaust gas dilution
function at the vehicle tailpipe exit.
(5) The vehicle exhaust shall be directed downstream at the point
where it is introduced into the dilution tunnel.
(6) The dilution air shall be between 68 deg.F (20 deg.C) and
86 deg.F (30 deg.C) during the test (unless the requirements of
Sec. 86.109-94(b)(4) are also met).
(7) The dilution tunnel shall be:
(i) Sized to permit development of turbulent flow (Reynold's No.
>>4000) and complete mixing of the exhaust and dilution air between the
mixing orifice and the particulate sample probe. It is recommended that
uniform mixing be demonstrated by the user.
(ii) At least 8.0 inches (20.3 cm) in diameter.
(iii) Constructed of electrically conductive material which does
not react with the exhaust components.
(iv) Grounded.
(8) The temperature of the diluted exhaust stream inside of the
dilution tunnel shall be sufficient to prevent water condensation.
However, the sample zone dilute exhaust temperature shall not exceed
125 deg.F (52 deg.C) at any time during the test.
(9) The particulate sample probe shall be:
(i) Installed facing upstream at a point where the dilution air and
exhaust are well mixed (i.e., near the tunnel centerline, approximately
10 tunnel diameters downstream from the point where the exhaust enters
the dilution tunnel).
(ii) Sufficiently distant (radially) from the THC probe so as to be
free from the influence of any wakes or eddies produced by the THC
probe.
(iii) 0.5 inch (1.27 cm) minimum inside diameter.
(iv) The distance from the sampling tip to the filter holder shall
be at least five probe diameters (for filters located inside the
tunnel), but not more than 40.0 inches (102 cm) for filters located
outside of the dilution tunnel.
(v) Free from sharp bends.
(vi) Configured so that a clean particulate filter (including back
up filter) can be selected simultaneously with the selection of an
empty gaseous emissions bag.
(10) The flow rate through the particulate probe shall be
maintained to a constant value within 5 percent of the set
flow rate.
(11) The particulate sample pump shall be located sufficiently
distant from the dilution tunnel so that the inlet gas temperature is
maintained at a constant temperature ( 5.0 deg.F
(2.8 deg.C)).
(12) The gas meters or flow instrumentation shall be located
sufficiently distant from the tunnel so that the inlet gas temperature
remains constant ( 5.0 deg.F (2.8 deg.C)).
(13) The hydrocarbon probe shall be:
(i) Installed facing upstream at a point where the dilution air and
exhaust are well mixed (i.e., approximately ten tunnel diameters
downstream from the point where the exhaust enters the dilution
tunnel).
(ii) Sufficiently distant (radially) from the particulate probe so
as to be free from the influence of any wakes of eddies produced by the
particulate probe.
(iii) Heated and insulated over the entire length to maintain a
wall temperature more than 5 deg.F (3 deg.C) above the maximum dew
point of the sample, but below 250 deg.F (121 deg.C).
(iv) 0.19 in. (0.48 cm) minimum inside diameter.
(14) It is intended that the THC probe be free from cold spots
(i.e., free from cold spots where the probe wall temperature is less
than 5 deg.F (3 deg.C) above the maximum dew point of the sample.) This
will be determined by a temperature sensor located on a section of the
probe wall outside of the dilution tunnel. The temperature sensor shall
be insulated from any heating elements on the probe. The sensor shall
have an accuracy and precision of 2 deg.F (1.1 deg.C).
[[Page 34342]]
(15) The dilute exhaust gas flowing in the hydrocarbon sample
system shall be:
(i) At 235 deg.F 15 deg.F (113 deg.C
8 deg.C) immediately before the heated filter. This will be determined
by a temperature sensor located immediately upstream of the filter. The
sensor shall have an accuracy and precision of 2 deg.F
(1.1 deg.C).
(ii) At 235 deg. 15 deg.F (113 deg.C
8 deg.C) immediately before the HFID. This will be determined by a
temperature sensor located at the exit of the heated sample line. The
sensor shall have an accuracy and precision of 2 deg.F
(1.1 deg.C).
(16) It is intended that the dilute exhaust gas flowing in the
hydrocarbon sample system between 220 deg.F and 250 deg.F (105 deg.C
and 121 deg.C).
(17) For methanol-fueled vehicles, bag sampling procedures for the
measurement of hydrocarbons as described in Sec. 86.109 may be
employed.
(d) [Reserved]. For guidance see Sec. 86.110-90.
16. Section 86.113-94 of Subpart B is amended by revising paragraph
(d) to read as follows:
Sec. 86.113-94 Fuel specifications.
* * * * *
(d) Mixtures of petroleum and methanol fuels for flexible fuel
vehicles. (1) Mixtures of petroleum and methanol fuels used for exhaust
and evaporative emission testing and service accumulation for flexible
fuel vehicles shall consist of the appropriate petroleum fuels listed
in either paragraph (a) or paragraph (b) of this section and a methanol
fuel representative of the fuel expected to be found in use, as
specified in paragraph (c) of this section, and shall be within the
range of fuel mixtures for which the vehicle was designed, as reported
in Sec. 86.94-21(j). The Administrator may use any fuel or fuel mixture
within this range for testing.
(2) The fuel mixtures used by the manufacturers shall be sufficient
to demonstrate compliance over the full design range, and shall
include:
(i) For emission testing:
(A) The petroleum fuel specified in paragraph (a) or (b) of this
section;
(B) A methanol fuel representative of the methanol fuel expected to
the found in use, as specified in paragraph (c) of this section;
(C) A combination of the fuels specified in paragraphs (d)(2)(i)(A)
and (d)(2)(i)(B) of this section at a composition which represents the
highest Reid Vapor Pressure of in-use mixtures. This mixture shall
contain between 9-13 percent methanol by volume.
(ii) For service accumulation, the fuels specified in paragraphs
(a) and (c) of this section or, for diesel FFVs, paragraphs (b) and (c)
of this section shall be used alternately. The fuels shall be
alternated at mileage intervals not to exceed 5,000 miles. The fuels
shall be alternated such that the cumulative volumes of both the
methanol fuel and the petroleum fuel used shall be at least 25 percent
of the total fuel volume.
(iii) Or, other combinations for testing or service accumulation
which demonstrate compliance with the standards over the entire design
range of the vehicle, provided that written approval is obtained from
the Administrator prior to the start of testing.
(3) The specification range of the fuels to be used under this
paragraph (d) shall be reported in accordance with Sec. 86.094-21.
* * * * *
17. Section 86.114-94 of Subpart B is amended by revising
paragraphs (a)(2), (a)(5), (b), and (c), and adding paragraph (d) to
read as follows:
Sec. 86.114-94 Analytical gases.
(a) * * *
(2) Gases for the THC analyzer shall be:
(i) Single blends of propane using air as the diluent; and
(ii) Optionally, for response factor determination, single blends
of methanol using air as the diluent.
* * * * *
(5) Fuel for FIDs and HFIDs and the methane analyzer shall be a
blend of 40 2 percent hydrogen with the balance being
helium. The mixture shall contain less than one ppm equivalent carbon
response. 98 to 100 percent hydrogen fuel may be used with advance
approval by the Administrator.
* * * * *
(b) Calibration gases (not including methanol) shall be traceable
to within one percent of NIST (formerly NBS) gas standards, or other
gas standards which have been approved by the Administrator.
(c) Span gases (not including methanol) shall be accurate to within
two percent of true concentration, where true concentration refers to
NIST (formerly NBS) gas standards, or other gas standards which have
been approved by the Administrator.
(d) Methanol in air gases used for response factor determination
shall:
(1) Be traceable to within 2 percent of NIST (formerly
NBS) gas standards, or other standards which have been approved by the
Administrator; and
(2) Remain within 2 percent of the labeled
concentration. Demonstration of stability shall be based on a quarterly
measurement procedure with a precision of 2 percent (two
standard deviations), or other method approved by the Administrator.
The measurement procedure may incorporate multiple measurements. If the
true concentration of the gas changes by more than two percent, but
less than ten percent, the gas may be relabeled with the new
concentration.
18. Section 86.116-94 of Subpart B is amended by revising
paragraphs (c)(1) and (c)(3), and adding paragraph (g) to read as
follows:
Sec. 86.116-94 Calibrations, frequency and overview.
* * * * *
(c) * * *
(1) Calibrate the THC analyzers (both evaporative and exhaust
instruments), methane analyzer, carbon dioxide analyzer, carbon
monoxide analyzer, and oxides of nitrogen analyzer (certain analyzers
may require more frequent calibration depending on particular equipment
and uses).
* * * * *
(3) Perform an organic gas retention and calibration on the
evaporative emissions enclosure (see Sec. 86.117-90(c)).
* * * * *
(g) The Administrator, upon request, may waive the requirement to
comply with the specified methanol recovery tolerance (e.g.,
2 percent in Secs. 86.117-90 and 86.119-90), and/or the
specified methanol retention tolerance (e.g., 4 percent in
Sec. 86.117-90), and instead require compliance with higher tolerances
(not to exceed 6 percent for recoveries and 8
for retention), provided that:
(1) The Administrator determines that compliance with these
specified tolerances is not practically feasible; and
(2) The manufacturer makes information available to the
Administrator which indicates that the calibration tests and their
results are consistent with good laboratory practice, and that the
results are consistent with the results of calibration testing
conducted by the Administrator.
19. Section 86.117-90 of Subpart B is amended by revising
paragraphs (c) heading and introductory text, (c)(5), (c)(7), (c)(9),
(d)(1), and (d)(2)(iii) to read as follows:
Sec. 86.117-90 Evaporative emission enclosure calibrations.
* * * * *
(c) Hydrocarbon and methanol (organic gas) retention check and
calibration. The hydrocarbon and methanol (if the enclosure is used for
[[Page 34343]]
methanol-fueled vehicles) retention check provides a check upon the
calculated volume and also measures the leak rate. Prior to its
introduction into service and at least monthly thereafter (the methanol
check can be performed less frequently, provided it is performed at
least twice annually) the enclosure leak rate shall be determined as
follows:
* * * * *
(5) Inject into the enclosure a known quantity of pure propane (4g
is a convenient quantity) and a known quantity of pure methanol (4g is
a convenient quantity) in gaseous form; i.e., at a temperature of at
least 150-155 deg.F (65-68 deg.C). The propane and methanol may be
measured by volume flow or by mass measurement. The method used to
measure the propane and methanol shall have an accuracy of
0.5 percent of the measured value (less accurate methods
may be used with the advanced approval of the Administrator). The
methanol and propane tests do not need to be conducted simultaneously.
* * * * *
(7) To verify the enclosure calibration, calculate the mass of
propane and the mass of methanol using the measurements taken in steps
(4) and (6) (see paragraph (d) of this section). This quantity must be
within 2 percent of that measured in step 5 above. (For
1991-1995 calendar years, the difference may exceed 2
percent for methanol, provided it does not exceed 8 percent
for 1991 testing and 6 percent for 1992-1995 testing.)
* * * * *
(9) Calculate, using the equations in paragraph (d) of this section
and the readings taken in step (8), the hydrocarbon and methanol mass.
It may not differ by more than 4 percent of the value in
step (6). (For 1991-1995 calendar years, the difference may exceed
4 percent for methanol, provided it does not exceed
8 percent for 1991 testing and 6 percent for
1992-1995 testing.)
(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, temperature and pressure according to the following
equation:
[GRAPHIC][TIFF OMITTED]TR30JN95.000
Where:
(i) MCH3OH=Methanol mass change, g.
(ii) V=Enclosure volume, ft3, as measured in paragraph (b)(1) of
this section.
(iii) TE=Temperature of sample withdrawn, deg.R.
(iv) TSHED=Temperature of SHED, deg.R.
(v) VE=Volume of sample withdrawn, ft3.
(vi) PB=Barometric pressure at time of sampling, in. Hg.
(vii) CMS=GC concentration of test sample.
(viii) AV=Volume of absorbing reagent in impinger (ml).
(ix) i=Initial sample.
(x) f=Final sample.
(xi) 1=First impinger.
(xii) 2=Second impinger.
(2) * * *
(iii) CCH3OH=Methanol concentration as ppm carbon
[GRAPHIC][TIFF OMITTED]TR30JN95.001
* * * * *
20. Section 86.117-96 of Subpart B is amended by revising
paragraphs (c) heading and introductory text, (c)(1)(vii), (c)(1)(ix),
(c)(1)(xii), (d)(1), and (d)(2)(iii) to read as follows:
Sec. 86.117-96 Evaporative emission enclosure calibrations.
* * * * *
(c) Hydrocarbon and methanol (organic) retention check and
calibration. The hydrocarbon and methanol (if the enclosure is used for
methanol-fueled vehicles) retention check provides a check upon the
calculated volume and also measures the leak rate. The enclosure leak
rate shall be determined prior to its introduction into service,
following any modifications or repairs to the enclosure that may affect
the integrity of the enclosure, and at least monthly thereafter. (The
methanol check can be performed less frequently, provided it is
performed at least twice annually.) If six consecutive monthly
retention checks are successfully completed without corrective action,
the enclosure leak rate may be determined quarterly thereafter as long
as no corrective action is required.
(1) * * *
(vii) Inject into the enclosure 2 to 6 grams of pure propane and 2
to 6 grams of pure methanol in gaseous form; i.e., at a temperature of
at least 150 deg.F (65 deg.C). The propane and methanol may be
measured by volume flow or by mass measurement. The method used to
measure the propane and methanol shall have an accuracy of
0.2 percent of the measured value (less accurate methods
may be used with the advanced approval of the Administrator). The
methanol and propane tests do not need to be conducted simultaneously.
* * * * *
(ix) To verify the enclosure calibration, calculate the mass of
propane and the mass of methanol using the measurements taken in
paragraphs (c)(1)(vi) and (viii) of this section. See paragraph (d) of
this section. This quantity must be within 2 percent of
that measured in paragraph (c)(1)(vii) of this section. (For 1991-1995
calendar years, the difference may exceed 2 percent for
methanol, provided it does not exceed 6 percent.)
* * * * *
(xii) At the completion of the 24-hour cycling period, analyze the
enclosure atmosphere for hydrocarbon and
[[Page 34344]]
methanol content; determine the net withdrawn methanol (in the case of
diurnal emission testing with fixed volume enclosures); record
temperature and barometric pressure. These are the final readings for
the hydrocarbon and methanol retention check. The final hydrocarbon and
methanol mass, calculated in paragraph (d) of this section, shall be
within three percent of that determined in paragraph (c)(1)(viii) of
this section. (For 1991-1995 calendar years, the difference may exceed
3 percent for methanol, provided it does not exceed
6 percent.)
* * * * *
(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, temperature and pressure according to the following
equation:
[GRAPHIC][TIFF OMITTED]TR30JN95.002
Where:
(i) MCH3OH=Methanol mass change, g.
(ii) V=Enclosure volume, ft3, as measured in paragraph (b)(1) of
this section.
(iii) TE=Temperature of sample withdrawn, deg.R.
(iv) TSHED=Temperature of SHED, deg.R.
(v) VE=Volume of sample withdrawn, ft3.
(vi) PB=Barometric pressure at time of sampling, in. Hg.
(vii) CMS=GC concentration of test sample.
(viii) AV=Volume of absorbing reagent in impinger (ml).
(ix) i=Initial sample.
(x) f=Final sample.
(xii) 1=First impinger.
(xiii) 2=Second impinger.
(xiv) MCH3OH,out=mass of methanol exiting the enclosure, in the
case of fixed volume enclosures for diurnal emission testing,
g.
(xv) MCH3OH,in=mass of methanol exiting the enclosure, in the case
of fixed volume enclosures for diurnal emission testing, g.
(2) * * *
(iii) CCH3OH=Methanol concentration as ppm carbon
[GRAPHIC][TIFF OMITTED]TR30JN95.003
* * * * *
21. Section 86.119-90 of Subpart B is amended by revising
paragraphs (c)(1), (c)(4), and (c)(7) to read as follows:
Sec. 86.119-90 CVS calibration.
* * * * *
(c) * * *
(1) Obtain a small cylinder that has been charged with pure propane
or carbon monoxide gas (CAUTION--carbon monoxide is poisonous).
* * * * *
(4) Following completion of step (3) in this paragraph (c) (if
methanol injection is required), continue to operate the CVS in the
normal manner and release a known quantity of pure methanol (in gaseous
form) into the system during the sampling period (approximately five
minutes). This step does not need to be performed with each
verification, provided that it is performed at least twice annually.
* * * * *
(7) The cause for any discrepancy greater than 2
percent must be found and corrected. (For 1991-1995 calendar years,
discrepancies greater than 2 percent are allowed for the
methanol test, provided that they do not exceed 8 percent
for 1991 testing or 6 percent for 1992-1995 testing.)
22. A new Sec. 86.120-94 is being added to Subpart B to read as
follows:
Sec. 86.120-94 Gas meter or flow instrumentation calibration;
particulate, methanol and formaldehyde measurement.
(a) Sampling for particulate, methanol and formaldehyde emissions
requires the use of gas meters or flow instrumentation to determine
flow through the particulate filters, methanol impingers and
formaldehyde impingers. These instruments shall receive initial and
periodic calibrations as follows:
(1)(i) Install a calibration device in series with the instrument.
A critical flow orifice, a bellmouth nozzle, a laminar flow element or
an NBS traceable flow calibration device is required as the standard
device.
(ii) The flow system should be checked for leaks between the
calibration and sampling meters, including any pumps that may be part
of the system, using good engineering practice.
(2) Flow air through the calibration system at the sample flow rate
used for particulate, methanol, and formaldehyde testing and at the
backpressure which occurs during the test.
(3) When the temperature and pressure in the system have
stabilized, measure the indicated gas volume over a time period of at
least five minutes or until a gas volume of at least 1
percent accuracy can be determined by the standard device. Record the
stabilized air temperature and pressure upstream of the instrument and
as required for the standard device.
(4) Calculate air flow at standard conditions as measured by both
the standard device and the instrument(s). (Standard conditions are
defined as 68 deg.F (20 deg.C) and 29.92 in Hg (101.3 kPa).)
(5) Repeat the procedures of paragraphs (a)(2) through (4) of this
section using at least two flow rates which bracket the typical
operating range.
(6) If the air flow at standard conditions measured by the
instrument differs by 1.0 percent of the maximum operating
range or 2.0 percent of the point (whichever is smaller),
then a correction shall be made by either of the following two methods:
[[Page 34345]]
(i) Mechanically adjust the instrument so that it agrees with the
calibration measurement at the specified flow rates using the criteria
of paragraph (a)(6) of this section; or
(ii) Develop a continuous best fit calibration curve for the
instrument (as a function of the calibration device flow measurement)
from the calibration points to determine corrected flow. The points on
the calibration curve relative to the calibration device measurements
must be within 1.0 percent of the maximum operating range
of 2.0 percent of the point (whichever is smaller).
(b) Other systems. A bell prover may be used to calibrate the
instrument if the procedure outlined in ANSI B109.1-1973 is used. Prior
approval by the Administrator is not required to use the bell prover.
23. Section 86.121-90 of Subpart B is amended by revising
paragraphs (c) introductory text, (c)(1), and (c)(3)(iii) to read as
follows:
Sec. 86.121-90 Hydrocarbon analyzer calibration.
* * * * *
(c) FID response factor to methanol. When the FID analyzer is to be
used for the analysis of hydrocarbon samples containing methanol, the
methanol response factor of the analyzer shall be established. The
methanol response factor shall be determined at several concentrations
in the range of concentrations in the exhaust sample, using either bag
samples or gas bottles meeting the requirements of Sec. 86.114.
(1) The bag sample of methanol for analysis in the FID, if used,
shall be prepared using the apparatus shown in Figure B90-11. A known
volume of methanol is injected, using a microliter syringe, into the
heated mixing zone (250 deg.F (121 deg.C)) of the apparatus. The
methanol is vaporized and swept into the sample bag with a known volume
of zero grade air measured by a gas flow meter meeting the performance
requirements of Sec. 86.120.
BILLING CODE 6560-50-P
[[Page 34346]]
[GRAPHIC][TIFF OMITTED]TR30JN95.044
BILLING CODE 6560-50-C
[[Page 34347]]
* * * * *
(3) * * *
(iii) SAMppm=methanol concentration in the sample bag, or gas
bottle, in ppmC. SAMppm for sample bags
[GRAPHIC][TIFF OMITTED]TR30JN95.004
Where:
* * * * *
24. Section 86.123-78 of Subpart B is amended by adding paragraph
(c) to read as follows:
Sec. 86.123-78 Oxides of nitrogen analyzer calibration.
* * * * *
(c) When testing methanol-fueled vehicles, it may be necessary to
clean the analyzer frequently to prevent interference with NOX
measurements (see EPA/600/S3-88/040).
25. Section 86.127-94 of Subpart B is amended by adding paragraph
(f) to read as follows:
Sec. 86.127-94 Test procedures; overview.
* * * * *
(f) Background concentrations are measured for all species for
which emissions measurements are made. For exhaust testing, this
requires sampling and analysis of the dilution air. For evaporative
testing, this requires measuring initial concentrations. (When testing
methanol-fueled vehicles, manufacturers may choose not to measure
background concentrations of methanol and/or formaldehyde, and then
assume that the concentrations are zero during calculations.)
26. Section 86.127-96 of Subpart B is amended by adding paragraph
(g) to read as follows:
Sec. 86.127-96 Test procedures; overview.
* * * * *
(g) Background concentrations are measured for all species for
which emissions measurements are made. For exhaust testing, this
requires sampling and analysis of the dilution air. For evaporative
testing, this requires measuring initial concentrations. (When testing
methanol-fueled vehicles, manufacturers may choose not to measure
background concentrations of methanol and/or formaldehyde, and then
assume that the concentrations are zero during calculations.)
27. Section 86.137-90 of Subpart B is amended by revising paragraph
(b)(20) to read as follows:
Sec. 86.137-90 Dynamometer test run, gaseous and particulate
emissions.
* * * * *
(b) * * *
(20) As soon as possible, transfer the hot start ``transient''
exhaust and dilution air samples to the analytical system and process
the samples according to Sec. 86.140, obtaining a stabilized reading of
the exhaust bag sample on all analyzers within 20 minutes of the end of
the sample collection phase of the test. Obtain methanol and
formaldehyde sample analyses, if applicable, within 24 hours of the end
of the sample period. (If it is not possible to perform analysis on the
methanol and formaldehyde samples, within 24 hours, the samples should
be stored in a dark cold (4-10 deg.C) environment until analysis. The
samples should be analyzed within fourteen days.)
* * * * *
28. Section 86.137-94 of Subpart B is amended by revising
paragraphs (b)(4), (b)(6)(iii), (b)(6)(iv), and (b)(15), and removing
the note following paragraph (b)(6)(iv) to read as follows:
Sec. 86.137-94 Dynamometer test run, gaseous and particulate
emissions.
* * * * *
(b) * * *
(4) For methanol-fueled vehicles, with the sample selector valves
in the ``standby'' position, insert fresh sample collection impingers
into the methanol sample collection system, fresh impingers or a fresh
cartridge into the formaldehyde sample collection system and fresh
impingers (or a single cartridge for formaldehyde) into the dilution
air sample collection systems for methanol and formaldehyde (background
measurements of methanol and formaldehyde may be omitted and
concentrations assumed to be zero for calculations in Sec. 86.144).
* * * * *
(6) * * *
(iii) For methanol samples, the flow rates shall be set such that
the system meets the design criteria of Sec. 86.109 and Sec. 86.110.
For samples in which the concentration in the primary impinger exceeds
0.5 mg/l, it is recommended that the mass of methanol collected in the
secondary impinger not exceed ten percent of the total mass collected.
For samples in which the concentration in the primary impinger does not
exceed 0.5 mg/l, analysis of the secondary impingers is not necessary.
(iv) For formaldehyde samples, the flow rates shall be set such
that the system meets the design criteria of Sec. 86.109 and
Sec. 86.110. For impinger samples in which the concentration of
formaldehyde in the primary impinger exceeds 0.1 mg/l, it is
recommended that the mass of formaldehyde collected in the secondary
impinger not exceed ten percent of the total mass collected. For
samples in which the concentration in the primary impinger does not
exceed 0.1 mg/l, analysis of the secondary impingers is not necessary.
* * * * *
(15) Five seconds after the engine stops running, simultaneously
turn off gas flow measuring device No. 2 and if applicable, turn off
the hydrocarbon integrator No. 2, mark the hydrocarbon recorder chart,
turn off the No. 2 particulate sample pump and close the valves
isolating particulate filter No. 2, and position the sample selector
valves to the ``standby'' position (and open the valves isolating
particulate filter No. 1, if applicable). Record the measured roll or
shaft revolutions (both gas meter or flow measurement instrumentation
readings), and reset the counter. As soon as possible, transfer the
``stabilized'' exhaust and dilution air samples to the analytical
system and process the samples according to Sec. 86.140, obtaining a
stabilized reading of the exhaust bag sample on all analyzers within 20
minutes of the end of the sample collection phase of the test. Obtain
methanol and formaldehyde sample analyses, if applicable, within 24
hours of the end of the sample period. (If it is not possible to
perform analysis on the methanol and formaldehyde samples within 24
hours, the samples should be stored in a dark cold (4-10 deg.C)
environment until analysis. The samples should be analyzed within
fourteen days.) If applicable, carefully remove both pairs of
particulate sample filters from their respective holders, and place
each in a separate petri dish, and cover.
* * * * *
29. Section 86.140-94 of Subpart B is amended by revising
paragraphs (c) and (d) to read as follows:
Sec. 86.140-94 Exhaust sample analysis.
* * * * *
(c) For CH3OH (methanol-fueled vehicles), introduce test
samples into the gas chromatograph and measure the concentration. This
concentration is CMS in the calculations.
(d) For HCHO (methanol-fueled vehicles), introduce formaldehyde
test samples into the high pressure liquid chromatograph and measure
the concentration of formaldehyde as a dinitrophenylhydrazine
derivative in acetonitrile. This concentration is CFS in the
calculations.
* * * * *
30. Section 86.142-90 of Subpart B is amended by revising
paragraphs (p)(1)
[[Page 34348]]
through (p)(7), and removing paragraph (p)(8), to read as follows:
Sec. 86.142-90 Records required.
* * * * *
(p) * * *
(1) Specification of the methanol-fuel or methanol-fuel mixtures
used during the test.
(2) Volume of sample passed through the methanol sampling system
and the volume of deionized water in each impinger.
(3) The concentration of the GC analyses of the test samples
(methanol).
(4) Volume of sample passed through the formaldehyde sampling
system and the volume of DNPH solution used.
(5) The concentration of the HPLC analysis of the test sample
(formaldehyde).
(6) The temperatures of the sample lines before the HFID and the
impinger, the temperature of the exhaust transfer duct (as applicable),
and the temperature of the control system of the heated hydrocarbon
detector.
(7) A continuous measurement of the dew point of the raw and
diluted exhaust. This requirement may be omitted if the temperatures of
all heated lines are kept above 220 deg.F, or if the manufacturer
performs an engineering analysis demonstrating that the temperature of
the heated systems remains above the maximum dew point of the gas
stream throughout the course of the test.
* * * * *
31. Section 86.143-90 of Subpart B is amended by revising
paragraphs (a)(1) and (a)(2)(iii) to read as follows:
Sec. 86.143-90 Calculations; evaporative emissions.
(a) * * *
(1) For methanol:
[GRAPHIC][TIFF OMITTED]TR30JN95.005
Where:
(i) MCH3OH = Methanol mass change, g.
(ii) Vn = Net enclosure volume, ft3, as determined by
subtracting 50 ft3 (1.42 m\3\) (volume of vehicle with trunk and
windows open) from the enclosure volume. A manufacturer may use the
measured volume of the vehicle (instead of the nominal 50 ft3)
with advance approval by the Administrator: Provided, the measured
volume is determined and used for all vehicles tested by that
manufacturer.
(iii) TE = Temperature of sample withdrawn, deg.R.
(iv) VE = Volume of sample withdrawn, ft3.
(v) TSHED = Temperature of SHED, deg.R
(vi) CMS = GC concentration of sample, g/ml.
(vii) AV = Volume of absorbing reagent in impinger.
(viii) PB = Barometric pressure at time of sampling, in. Hg.
(ix) i = Initial sample.
(x) f = Final sample.
(xi) 1 = First impinger.
(xii) 2 = Second impinger.
(2) * * *
(iii) CCH3OH = Methanol concentration as ppm carbon.
[GRAPHIC][TIFF OMITTED]TR30JN95.006
* * * * *
32. Section 86.143-96 of Subpart B is amended by revising
paragraphs (b)(1)(i) and (b)(1)(ii)(C) to read as follows:
Sec. 86.143-96 Calculations; evaporative emissions.
* * * * *
(b) * * *
(1) * * *
(i) For methanol:
[GRAPHIC][TIFF OMITTED]TR30JN95.007
Where:
(A) MCH3OH = Methanol mass change, g.
(B) Vn = Net enclosure volume, ft3, as determined by
subtracting 50 ft\3\ (1.42 m3) (volume of vehicle with trunk and
windows open) from the enclosure volume. A manufacturer may use the
measured volume of the vehicle (instead of the nominal 50 ft3)
with advance approval by the Administrator: Provided, the measured
volume is determined and used for all vehicles tested by that
manufacturer.
(C) TE = Temperature of sample withdrawn, deg.R.
(D) VE = Volume of sample withdrawn, ft3.
(E) TSHED = Temperature of SHED, deg.R
(F) CMS = GC concentration of sample, g/ml.
(G) AV = Volume of absorbing reagent in impinger.
(H) PB = Barometric pressure at time of sampling, in. Hg.
[[Page 34349]]
(I) i = Initial sample.
(J) f = Final sample.
(K) 1 = First impinger.
(L) 2 = Second impinger.
(M) MCH3OH, out=mass of methanol exiting the enclosure, in the
case of fixed-volume enclosures for diurnal emission testing,
g.
(N) MCH3OH, in=mass of methanol entering the enclosure, in the
case of fixed-volume enclosures for diurnal emission testing,
g.
(ii) * * *
(C) CCH3OH = Methanol concentration as ppm carbon.
[GRAPHIC][TIFF OMITTED]TR30JN95.008
* * * * *
33. Section 86.144-94 of Subpart B is amended by revising
paragraphs (c)(5)(iv) through (c)(5)(xvi), (c)(7)(ii), and (e), and by
removing paragraphs (c)(5)(xvii) and (c)(5)(xviii), to read as follows:
Sec. 86.144-94 Calculations; exhaust emissions.
* * * * *
(c) * * *
(5) * * *
(iv)(A) CCH3OHe=Methanol concentration in the dilute exhaust, ppm.
(B) CCH3OHe=
[GRAPHIC][TIFF OMITTED]TR30JN95.009
(v)(A) CCH3OHd=Methanol concentration in the dilution air, ppm.
(B) CCH3OHd=
[GRAPHIC][TIFF OMITTED]TR30JN95.010
(vi) TEM=Temperature of methanol sample withdrawn from dilute
exhaust, deg.R.
(vii) TDM=Temperature of methanol sample withdrawn from dilution
air, deg.R.
(viii) PB=Barometric pressure during test, mm Hg.
(ix) VEM=Volume of methanol sample withdrawn from dilute exhaust,
ft3.
(x) VDM=Volume of methanol sample withdrawn from dilution air,
ft3.
(xi) CS=GC concentration of sample drawn from dilute exhaust,
g/ml.
(xii) CD=GC concentration of sample drawn from dilution air,
g/ml.
(xiii) AVS=Volume of absorbing reagent (deionized water) in impinger
through which methanol sample from dilute exhaust is drawn, ml.
(xiv) AVD=Volume of absorbing reagent (deionized water) in impinger
through which methanol sample from dilution air is drawn, ml.
(xv) 1=first impinger.
(xvi) 2=second impinger.
* * * * *
(7) * * *
(ii) For methanol-fueled vehicles, where fuel composition is
CxHyOz as measured, or calculated, for the fuel used:
[GRAPHIC][TIFF OMITTED]TR30JN95.011
* * * * *
(e) For methanol-fueled vehicles with measured fuel composition of
CH3.487O0.763, example calculation of exhaust emissions using
positive displacement pump:
(1) For the ``transient'' phase of the cold start test assume the
following: V0=0.29344 ft3 rev; N=25,801; R=37.5 pct; Ra=37.5
percent; PB=725.42 mm Hg; Pd=22.02 mm Hg; P4=70 mm Hg;
Tp 570 deg.R; FID HCe=14.65 ppm, carbon equivalent; r=0.788;
TEM=527.67 deg.R; VEM=0.2818 ft3; CS1=7.101;
AVS1=15.0 ml; CS2=0.256; AVS2=15.0 ml; TDM=527.67
deg.R; VDM=1.1389 ft3; CD1=0.439; AVD1=15.0 ml;
CD2=0.0; AVD2=15.0 ml; CFDE=8.970 g/ml;
VAE=5.0 ml; Q=0.1429; TEF=527.67 deg.R; VSE=0.2857
ft3; CFDA=0.39 g/ml; VAA=5.0 ml;
TDF=527.67 deg.R; VSA=1.1043 ft3; NOXe=5.273 ppm;
COem=98.8 ppm; CO2e=0.469 pct; CH4e=2.825 ppm; FID
HCd=2.771 ppm; NOXd=0.146 ppm; COdm=1.195 ppm;
CO2d=0.039 percent; CH4d=2.019 ppm; Dct=3.583 miles.
Then:
(i) Vmix=(0.29344)(25,801)(725.42-70)(528)/(760)(570)=6048.1.0
ft3 per test phase.
(ii) H=(43.478)(37.5)(22.02)/[725.42-(22.02x37.5/100)]=50 grains of
water per pound of dry air.
(iii) KH=1/[1-0.0047(50-75)]=0.8951.
(iv) COe=[1-(0.01+0.005 x 3.487) x 0.469)
[[Page 34350]]
-0.000323(37.5)) x 98.8=96.332 ppm.
(v) COd=(1-0.000323(37.5)) x 1.195=1.181 ppm.
(vi)
[GRAPHIC][TIFF OMITTED]TR30JN95.012
(vii) HCe=14.65
-(0.788)(10.86)=6.092.
(viii)
[GRAPHIC][TIFF OMITTED]TR30JN95.013
(x) CH3OHconc=10.86-0.16(1-1/24.939)=10.71 ppm.
(xi) CH3OHmass=6048.1 x 37.71 x (10.71/1,000,000)=2.44 grams
per test phase.
(xii) HCconc=[14.65 - (0.788)(10.86)] - [2.771 - (0.788)(0.16)]
(1-1/24.94)=3.553 ppm.
(xiii) HCmass=(6048.1)(16.33)(3.553/1,000,000)=0.35 grams per test
phase.
(xiv)
[GRAPHIC][TIFF OMITTED]TR30JN95.014
(xv)
[GRAPHIC][TIFF OMITTED]TR30JN95.015
(xvi) HCHOconc=0.664-0.0075(1-1/24.939)=0.6568 ppm.
(xvii) HCHOmass=(6048.1)(35.36)(0.6568/1,000,000)=0.1405 grams per
test phase.
(xviii) THCE=0.35+(13.8756/32.042)(2.44)+(13.8756/
30.0262)(0.1405)=1.47 grams per test phase.
(xix) NOXconc=5.273-(0.146)(1-1/24.939)=5.13 ppm.
(xx) NOXmass=(6048.1)(54.16)(5.13/1,000,000)(0.8951)=1.505 grams
per test phase.
(xxi) COconc=96.332-1.181(1-1/24.939)=95.2 ppm.
(xxii) COmass=(6048.1)(32.97)(95.2/1,000,000)=18.98 grams per test
phase.
(xxiii) CO2conc=0.469-0.039(1-1/24.939)=0.432 percent.
(xxiv) CO2mass=(6048.1)(51.85)(0.432/100)=1353 grams.
(xxv) CH4conc=2.825-2.019(1-1/24.939)=0.89 ppm.
(xxvi) NMHCconc=3.553 ppm-0.89 ppm=2.67 ppm.
(xxvii) NMHCmass=(6048.1)(16.33)(2.67/1,000,000)=0.263 grams per
test phase.
(xxviii) NMHCEmass=0.263+(13.8756/32.042)(2.44)+(13.8756/
30.0262)(0.1405)=1.39 grams per test phase.
(2) For the stabilized portion of the cold start test assume that
similar calculations resulted in the following:
(i) THCE=0.143 grams per test phase.
(ii) NOXmass=0.979 grams per test phase.
(iii) COmass=0.365 grams per test phase.
(iv) CO2mass=1467 grams per test phase.
(v) Ds=3.854 miles.
(vi) NMHCE=0.113 grams per test phase.
(3) For the ``transient'' portion of the hot start test assume that
similar calculations resulted in the following:
(i) THCE=0.488 grams as carbon equivalent per test phase.
(ii) NOXmass=1.505 grams per test phase.
(iii) COmass=3.696 grams per test phase.
(iv) CO2mass=1179 grams per test phase.
(v) Dht=3.577 miles.
(vi) NMHCE=0.426 grams per test phase.
(4) Weighted emission results:
(i)
[GRAPHIC][TIFF OMITTED]TR30JN95.016
(ii)
[[Page 34351]]
[GRAPHIC][TIFF OMITTED]TR30JN95.017
(iii)
[GRAPHIC][TIFF OMITTED]TR30JN95.018
(iv)
[GRAPHIC][TIFF OMITTED]TR30JN95.019
(v)
[GRAPHIC][TIFF OMITTED]TR30JN95.020
34. Section 86.509-90 of Subpart F is amended by revising
paragraphs (a)(2)(i) through (a)(2)(iv), (a)(3), text of paragraph
(a)(4) preceding the figure, paragraphs (b) introductory text, (b)(4),
(b)(5), (b)(6), (c) introductory text, (c)(4) and (c)(5), (c)(6), and
adding paragraphs (a)(5) and (d) to read as follows:
Sec. 86.509-90 Exhaust gas sampling system.
(a) * * *
(2) * * *
(i) Using a duct of unrestricted length maintained at a temperature
above the maximum dew point of the exhaust, but below 121 deg.C
(250 deg.F); heating and possibly cooling capabilities are required; or
(ii) Using a short duct (up to 12 feet long) constructed of smooth
wall pipe with a minimum of flexible sections, maintained at a
temperature above the maximum dew point of the exhaust, but below
121 deg.C (250 deg.F), prior to the test and during any breaks in the
test and uninsulated during the test (insulation may remain in place
and/or heating may occur during testing provided maximum temperature is
not exceeded); or
(iii) Using smooth wall duct less than five feet long with no
required heating. A maximum of two short flexible connectors are
allowed under this option; or
(iv) Omitting the duct and performing the exhaust gas dilution
function at the motorcycle tailpipe exit.
(3) Positive displacement pump. The Positive Displacement Pump-
Constant Volume Sampler (PDP-CVS), Figure F90-1 satisfies the first
condition by metering at a constant temperature and pressure through
the pump. The total volume is measured by counting the revolutions made
by the calibrated positive displacement pump. The proportional samples
are achieved by sampling at a constant flow rate. For methanol-fueled
motorcycle sample lines for the methanol and formaldehyde samples are
heated to prevent condensation. The temperature of the sample lines
shall be more than 3 deg.C (5 deg.F) above the maximum dew point of
the sample, but below 121 deg.C (250 deg.F). (Note: For 1990 through
1994 model year methanol-fueled motorcycles, methanol and formaldehyde
sampling may be omitted provided the bag sample (hydrocarbons and
methanol) is analyzed using a HFID calibrated with methanol.)
BILLING CODE 6560-50-P
[[Page 34352]]
[GRAPHIC][TIFF OMITTED]TR30JN95.045
BILLING CODE 6560-50-C
[[Page 34353]]
(4) Critical flow venturi. The operation of the Critical Flow
Venturi--Constant Volume Sampler (CFV-CVS) sample system, Figure F90-2,
is based upon the principles of fluid dynamics associated with critical
flow. Proportional sampling throughout temperature excursions is
maintained by use of small CFVs in the sample lines, which respond to
the varying temperatures in the same manner as the main CFV. For
methanol-fueled motorcycles, the methanol and formaldehyde sample lines
are heated to prevent condensation. The temperature of the sample lines
shall be more than 3 deg.C (5 deg.F) above the maximum dew point of the
sample, but below 121 deg.C (250 deg.F). Care must be taken to ensure
that the CFVs of the sample probes are not heated since heating of the
CFVs would cause loss of proportionality. (Note: For 1990 through 1994
model year methanol-fueled motorcycles, methanol and formaldehyde
sampling may be omitted provided the bag sample (hydrocarbons and
methanol) is analyzed using a HFID calibrated with methanol.) Total
flow per test is determined by continuously computing and integrating
instantaneous flow. A low response time temperature sensor is necessary
for accurate flow calculation.
* * * * *
(5) Electronic Flow Control. The Critical Flow Venturi--Electronic
Flow Control--Constant Volume Sampler (CFV-EFC-CVS) system is identical
to the CFV-CVS system described in paragraphs (a)(4) and (c) of this
section, except that it maintains proportional sampling for methanol
and formaldehyde by measuring the CVS flow rate, and electronically
controlling sample flow rates. It is recommended that sample volumes be
measured by separate flow meters. For methanol-fueled motorcycles, the
samples lines for the methanol and formaldehyde samples are heated to
prevent condensation. The temperature of the sample lines shall be more
than 20 deg.F (11 deg.C) above the maximum dew point of the sample,
but below 121 deg.C (250 deg.F).
* * * * *
(b) Component description, PDP-CVS. The PDP-CVS, Figure F90-1,
consists of a dilution air filter and mixing assembly, heat exchanger,
positive displacement pump, sampling systems including, probes and
sampling lines which, in the case of the methanol-fueled motorcycles,
are heated to prevent condensation (heating of the sample lines may be
omitted, provided the methanol and formaldehyde sample collection
systems are close coupled to the probes thereby preventing loss of
sample due to cooling and resulting condensation in the sample lines),
and associated valves, pressure and temperature sensors. The PDP-CVS
shall conform to the following requirements:
* * * * *
(4) The location of the dilution air inlet shall be placed so as to
use test-cell air for dilution and the flow capacity of the CVS shall
be large enough to completely eliminate water condensation in the
dilution and sampling systems. Control of water condensation with
methanol-fueled vehicles is critical. Additional care may also be
required to eliminate water condensation when testing natural gas and
liquefied petroleum gas-fueled vehicles. (Procedures for determining
CVS flow rates are detailed in ``Calculation of Emissions and Fuel
Economy When Using Alternative Fuels,'' EPA 460/3-83-009.)
Dehumidifying the dilution air before entering the CVS is allowed.
Heating the dilution air is also allowed, provided:
(i) The air (or air plus exhaust gas) temperature does not exceed
121 deg.C (250 deg.F).
(ii) Calculation of the CVS flow rate necessary to prevent water
condensation is based on the lowest temperature encountered in the CVS
prior to sampling. (It is recommended that the CVS system be insulated
when heated dilution air is used.)
(iii) The dilution ratio is sufficiently high to prevent
condensation in bag samples as they cool to room temperature.
(5) Sample collection bags for dilution air and exhaust samples
(hydrocarbons and carbon monoide) shall be of sufficient size so as not
to impede sample flow. A single dilution air sample, covering the total
test period, may be collected for the determination of methanol and
formaldehyde background (methanol-fueled motorcycles).
(6) The methanol sample collection system and the formaldehyde
sample collection system shall each be of sufficient capacity so as to
collect samples of adequate size for analysis without significant
impact on the volume of dilute exhaust passing through the PDP. The
systems shall also comply with the following requirements that apply to
the design of the systems, not to individual tests:
(i) The methanol system shall be designed such that if a test
motorcycle continuously emitted the maximum allowable level of methanol
(based on all applicable standards) the measured concentration in the
primary impinger would exceed either 25 mg/l or a concentration equal
to 25 times the limit of detection for the GC analyzer.
(ii) The formaldehyde system shall be designed such that if a test
motorcycle continuously emitted formaldehyde at a rate equal to twenty
percent of the maximum allowable level of THCE (i.e., 1.0 g/km for a
5.0 g/km standard), or the maximum formaldehyde level allowed by a
specific formaldehyde standard, whichever is less, the concentration of
formaldehyde in the DNPH solution of the primary impinger, or solution
resulting from the extraction of the DNPH cartridge, shall exceed
either 2.5 mg/l or a concentration equal to 25 times the limit of
detection for the HPLC analyzer.
(iii) The methanol and formaldehyde systems shall be designed such
that the primary impinger collects at least 90 percent of the analyte
in the samples. The remaining analyte shall be collected by the
secondary impinger. This requirement does not apply to dilution air
samples, since they do not require secondary impingers, or to samples
in which the concentrations approach the limit of detection.
(c) Component description, CFV-CVS. The CFV-CVS sample system,
Figure F90-2, consists of a dilution air filter and mixing assembly, a
cyclone particulate separator, unheated sampling venturies for the bag
samples, and for the methanol and formaldehyde samples from methanol-
fueled vehicles, samples lines heated to prevent condensation for the
methanol and formaldehyde samples from methanol fueled vehicles
(heating of the sample lines may be omitted provided, the methanol and
formaldehyde sample collection systems are close coupled to the probes
thereby preventing loss of sample due to cooling and resulting
condensation in the sample lines), a critical flow venturi, and
assorted valves, and pressure and temperature sensors. The CFV sample
system shall conform to the following requirements:
* * * * *
(4) The location of the dilution air inlet shall be placed so as to
use test-cell air for dilution and the flow capacity of the CVS shall
be large enough to completely eliminate water condensation in the
dilution and sampling systems. Control of water condensation with
methanol-fueled vehicles is critical. Additional care may also be
required to eliminate water condensation when testing natural gas and
liquefied petroleum gas-fueled vehicles. (Procedures for determining
CVS flow rates are detailed in
[[Page 34354]]
``Calculation of Emissions and Fuel Economy When Using Alternative
Fuels,'' EPA 460/3-83-009.) Dehumidifying the dilution air before
entering the CVS is allowed. Heating the dilution air is also allowed,
provided:
(i) The air (or air plus exhaust gas) temperature does not exceed
250 deg.F.
(ii) Calculation of the CVS flow rate necessary to prevent water
condensation is based on the lowest temperature encountered in the CVS
prior to sampling. (It is recommended that the CVS system be insulated
when heated dilution air is used.)
(iii) The dilution ratio is sufficiently high to prevent
condensation in bag samples as they cool to room temperature.
(5) Sample collection bags for dilution air and exhaust samples
(hydrocarbons and carbon monoxide) shall be of sufficient size so as
not to impede sample flow. A single dilution air sample, covering the
total test period, may be collected for the determination of methanol
and formaldehyde background (methanol-fueled motorcycles).
(6) The methanol sample collection system and the formaldehyde
sample collection system shall each be of sufficient capacity so as to
collect samples of adequate size for analysis without significant
impact on the volume of dilute exhaust passing through the CVS. The
systems shall also comply with the following requirements that apply to
the design of the systems, not to individual tests:
(i) The methanol system shall be designed such that if a test
motorcycle continuously emitted the maximum allowable level of methanol
(based on all applicable standards) the measured concentration in the
primary impinger would exceed either 25 mg/l or a concentration equal
to 25 times the limit of detection for the GC analyzer.
(ii) The formaldehyde system shall be designed such that if a test
motorcycle continuously emitted formaldehyde at a rate equal to twenty
percent of the maximum allowable level of THCE (i.e., 1.0 g/km for a
5.0 g/km standard), or the maximum formaldehyde level allowed by a
specific formaldehyde standard, whichever is less, the concentration of
formaldehyde in the DNPH solution of the primary impinger, or solution
resulting from the extraction of the DNPH cartridge, shall exceed
either 2.5 mg/l or a concentration equal to 25 times the limit of
detection for the HPLC analyzer.
(iii) The methanol and formaldehyde systems shall be designed such
that the primary impinger collects at least 90 percent of the analyte
in the samples. The remaining analyte shall be collected by the
secondary impinger. This requirement does not apply to dilution air
samples, since they do not require secondary impingers, or to samples
in which the concentrations approach the limit of detection.
(d) Component description, CFV-EFC-CVS. The CVS sample system is
identical to the system described in paragraph (c) of this section,
plus includes a means of electronically measuring the CVS flow rate,
and electronic mass flow controllers for the methanol and formaldehyde
sample lines, and separate flow meters to totalize sample flow volumes
(optional). The EFC sample system shall conform to all of the
requirements listed in paragraph (c) of this section, except that the
methanol and formaldehyde samples mat both be drawn from a single
static probe. It also must comply with the following additional
requirements:
(1) The ratio of the CVS flow rate to the sample flow rate shall
not deviate from the ratio at the start of the test by more than
5 percent. (The volumetric sample flow rate shall be varied
inversely with the square root of the bulk stream temperature.)
(2) Flow totalizers for methanol and/or formaldehyde samples shall
have an accuracy of 2 percent. Total sample volumes may be
obtained from the flow controllers, with the advance approval of the
administrator, provided that the controllers can be shown to have an
accuracy of 2 percent.
35. Section 86.513-94 of Subpart F is amended by revising
paragraphs (c)(1) and (c)(2), and adding paragraph (c)(3) to read as
follows:
Sec. 86.513-94 Fuel and engine lubricant specifications.
* * * * *
(c) * * * (1) mixtures of petroleum and methanol fuels used for
exhaust and evaporative emission testing and service accumulation for
flexible fuel motorcycles shall consist of the petroleum fuel listed in
paragraph (a) of this section and the methanol fuel listed in paragraph
(b), and shall be within the range of fuel mixtures for which the
vehicle was designed, as reported in accordance with Sec. 86.90-21. The
Administrator may use any fuel or fuel mixture within this range for
testing.
(2) The fuel mixtures used by the manufacturers shall be sufficient
to demonstrate compliance over the full design range, and shall
include:
(i) For emission testing,
(A) The petroleum fuel specified in paragraph (a) or (b),
(B) A methanol fuel representative of the methanol fuel expected to
the found in use, as specified in paragraph (b),
(ii) For service accumulation, an alternating combination of the
fuels specified in paragraphs (a) and (b) will be used to demonstrate
the durability of the emission control systems based on good
engineering judgement. The combination shall be selected such that the
cumulative volumes of both the methanol fuel and the petroleum fuel
used shall be at least twenty-five percent of the total fuel volume.
The fuels shall be alternated at mileage intervals not to exceed 1,000
kilometers.
(3) The specification range of the fuels to be used under paragraph
(c) of this section shall be reported in accordance with Sec. 86.094-
21.
* * * * *
36. Section 86.514-78 of Subpart F is amended by revising
paragraphs (a)(2) and (b), and adding paragraph (c) to read as follows:
Sec. 86.514-78 Analytical gases.
(a) * * *
(2) Gases for the THC analyzer shall be:
(i) Single blends of propane using air as the diluent; and
(ii) Optionally, for response factor determination, single blends
of methanol using air as the diluent.
* * * * *
(b) Calibration gases (not including methanol) shall be known to
within 2 percent of true values.
(c) Methanol in air gases used for response factor determination
shall:
(1) Be traceable to within 2 percent of NIST (formerly
NBS) gas standards, or other gas standards which have been approved by
the Administrator; and
(2) Remain within 2 percent of the labeled
concentration. Demonstration of stability shall be based on a quarterly
measurement procedure with a precision of 2 percent (two
standard deviations), or other method approved by the Administrator.
The measurement procedure may incorporate multiple measurements. If the
true concentration of the gas changes by more than two percent, but
less than ten percent, the gas may be relabeled with the new
concentration.
37. Section 86.516-90 of Subpart F is amended by revising paragraph
(c)(1) to read as follows:
Sec. 86.516-90 Calibrations, frequency and overview.
* * * * *
(c) * * *
(1) Calibrate the hydrocarbon analyzer, methane analyzer, carbon
dioxide analyzer, carbon monoxide
[[Page 34355]]
analyzer, and oxides of nitrogen analyzer (certain analyzers may
require more frequent calibration depending on particular equipment and
uses).
* * * * *
38. Section 86.519-90 of Subpart F is amended by revising
paragraphs (d)(1), (d)(4), and (d)(7) to read as follows:
Sec. 86.519-90 Constant volume sampler calibration.
* * * * *
(d) * * *
(1) Obtain a small cylinder that has been charged with pure propane
or carbon monoxide gas (CAUTION--carbon monoxide is poisonous).
* * * * *
(4) Following completion of step (3) above (if methanol injection
is required), continue to operate the CVS in the normal manner and
release a known quantity of pure methanol (in gaseous form) into the
system during the sampling period (approximately 5 minutes). This step
does not need to be performed with each verification, provided that it
is performed at least twice annually.
* * * * *
(7) The cause for any discrepancy greater than 2
percent must be found and corrected. The Administrator, upon request,
may waive the requirement to comply with