[Federal Register Volume 63, Number 93 (Thursday, May 14, 1998)]
[Notices]
[Pages 26795-26798]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-12849]
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ENVIRONMENTAL PROTECTION AGENCY
[FRL-6013-7]
Retrofit/Rebuild Requirements for 1993 and Earlier Model Year
Urban Buses; Public Review of a Notification of Intent To Certify
Equipment
AGENCY: Environmental Protection Agency (EPA).
ACTION: Notice of Agency receipt of a notification of intent to certify
equipment and initiation of 45-day public review and comment period.
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SUMMARY: Johnson Matthey Incorporated (JM) has submitted to EPA a
notification of intent to certify urban bus retrofit/rebuild equipment
pursuant to 40 CFR Part 85, Subpart O. The equipment, referred to by JM
as the Cam Converter Technology (CCTTM) upgrade kit,
consists of proprietary cam shafts, a CEM IITM catalytic
exhaust muffler containing an oxidation catalyst, specified engine
rebuild parts, and a set of instructions. The candidate kit is
applicable to all Detroit Diesel Corporation (DDC) 6V92TA DDEC two-
cycle urban bus diesel engines from model years 1985 to 1993 with power
ratings of 253 and 277 horsepower (hp).
JM intends this equipment to be certified to the particulate matter
standard of 0.10 grams per brake-horsepower-hour (g/bhp-hr). JM has not
submitted life cycle cost information and does not intend that
certification of the equipment trigger (initiate) any new program
requirements for urban bus operators.
Pursuant to Sec. 85.1407(a)(7), today's Federal Register notice
summarizes the notification, announces that the notification is
available for public review and comment, and initiates a 45-day period
during which comments can be submitted. EPA will review this
notification of intent to certify, as well as any comments it receives,
to determine whether the equipment described in the notification of
intent to certify should be certified. If certified, the equipment can
be used by urban bus operators to reduce the particulate matter of
urban bus engines.
The notification of intent to certify, as well as other materials
specifically relevant to it, are contained in Category XXI-A of Public
Docket A-93-42, entitled ``Certification of Urban Bus Retrofit/Rebuild
Equipment''. This docket is located at the address listed below.
Today's notice initiates a 45-day period during which EPA will
accept written comments relevant to whether or not the equipment
included in this
[[Page 26796]]
notification of intent to certify should be certified. Comments should
be provided in writing to the addresses below.
DATES: Comments must be submitted on or before June 29, 1998.
ADDRESSES: Submit separate copies of comments to each of the two
following addresses:
1. U.S. Environmental Protection Agency, Public Air Docket A-93-42
(Category XXI-A), Room M-1500, 401 M Street S.W., Washington, DC 20460.
2. William Rutledge, Engine Compliance Programs Group, Engine
Programs and Compliance Division (6403J), U.S. Environmental Protection
Agency, 401 ``M'' Street S.W., Washington, DC 20460.
The JM notification of intent to certify, as well as other
materials specifically relevant to it, are contained in the public
docket indicated above. Docket items may be inspected from 8:00 a.m.
until 5:30 p.m., Monday through Friday. As provided in 40 CFR Part 2, a
reasonable fee may be charged by EPA for copying docket materials.
FOR FURTHER INFORMATION CONTACT: William Rutledge, Engine Programs and
Compliance Division (6403J), U.S. Environmental Protection Agency, 401
M St. SW, Washington, D.C. 20460. Telephone: (202) 564-9297.
SUPPLEMENTARY INFORMATION:
I. Program Background
On April 21, 1993, EPA published final Retrofit/Rebuild
Requirements for 1993 and Earlier Model Year Urban Buses (58 FR 21359).
The retrofit/rebuild program is intended to reduce the ambient levels
of particulate matter (PM) in urban areas and is limited to 1993 and
earlier model year (MY) urban buses operating in metropolitan areas
with 1980 populations of 750,000 or more, whose engines are rebuilt or
replaced after January 1, 1995. Operators of the affected buses are
required to choose between two compliance options: Option 1 establishes
particulate matter emissions requirements for each urban bus engine in
an operator's fleet which is rebuilt or replaced; Option 2 is a fleet
averaging program that establishes a specific annual target level for
average PM emissions from urban buses in an operator's fleet.
A key aspect of the program is certification of retrofit/rebuild
equipment, which begins when an equipment manufacturer submits an
application for certification (referred to in the rule as a
notification of intent to certify). To meet either of the two
compliance options, operators of the affected buses must use equipment
that has been certified by EPA. Emissions requirements under either of
the two options depend on the availability of retrofit/rebuild
equipment certified for each engine model. To be used for Option 1,
equipment must be certified as meeting a 0.10 g/bhp-hr PM standard or
as achieving a 25 percent reduction in PM. Equipment used for Option 2
must be certified as providing some level of PM reduction that would in
turn be claimed by urban bus operators when calculating their average
fleet PM levels attained under the program.
Under Option 1, additional information regarding cost must be
submitted in the notification, in order for certification of that
equipment to initiate (or trigger) program requirements for a
particular engine model. In order for the equipment to serve as a
trigger, the certifier must guarantee that the equipment will be
offered to affected operators for $7,940 or less at the 0.10 g/bhp-hr
PM level, or for $2,000 or less for the 25 percent or greater reduction
in PM. Both of the above amounts are based on 1992 dollars and include
life cycle costs incremental to the cost of a standard rebuild.
II. Notification of Intent To Certify
In a notification of intent to certify equipment signed March 6,
1998, Johnson Matthey (JM) applied for certification of equipment under
the Environmental Protection Agency's (EPA) Urban Bus Retrofit/Rebuild
Program. The candidate kit is applicable to 6V92TA DDEC urban bus
engine models made by Detroit Diesel Corporation (DDC) from model years
1985 to 1993 with power ratings of 253 and 277 hp. The notification
states that the candidate equipment achieves a particulate matter (PM)
level of 0.10 g/bhp-hr.
The equipment, referred to as the Cam Converter Technology
(CCTTM) upgrade kit, consists of a CEM IITM
catalytic exhaust muffler, proprietary cam shafts, turbocharger, piston
dome kits, piston skirts, ring sets, cylinder liners, blower drive
gear, blower assembly, blower bypass valve, rebuilt fuel injectors, and
offset key. The CCTTM kit would be available in two
horsepower levels (253, and 277) for 6V92TA DDEC engines.
The CEM II is a diesel oxidation catalyst that is the same size and
shape as the CEMTM. However, JM states that the CEM
IITM contains a catalyst with a different formulation than
the original CEM, and the CCTTM kit cannot be used with the
previously certified CEMTM in place of the new CEM
IITM. The CEM II is a direct, bolt-on replacement for the
original equipment muffler, and is designed to fit the specific bus/
engine combination (over 68 models are available).
The piston crowns are 15:1 compression ratio and are DDC parts. JM
indicates that the original coach engine cylinder liner has a 0.95 inch
inlet port. The cylinder liner of the candidate kit has 0.85 inch inlet
ports. The proprietary camshafts increase the amount of time that the
combustion gases stay in each cylinder, similar to internal exhaust gas
recirculation. The blower drive gear is a 40 tooth gear. The blower
assembly is a 100-percent by-pass blower for increased fuel efficiency.
The turbocharger is a standard DDC part that has been specifically
selected. The offset replaces the standard key used to mount the front
pulley or gear that also holds the speed sensor pulse wheel. When the
engine rebuild with the candidate kit is complete, it may be necessary
to change the ECM program. The notification lists the correct ECM
program, which varies by engine rotation direction, engine power
rating, and diesel fuel type. The program can be changed at a local DDC
distributor.
The CCTTM kit is to be used in conjunction with an
engine rebuild performed in accordance with standard DDC rebuild
procedures using specified engine rebuild parts. The kit is installed
using standard DDC rebuild practices except where amended by JM. The
specific parts and parts numbers for the components of the candidate
kit are listed in the JM notification. No cylinder heads are listed as
part of the kit. EPA requests comment regarding whether cylinder heads
should be included as a component of the kit.
The kit instructions specifies fuel injector height, offset key
size, and electronic control module (ECM) program. The JM notification
contains an installation guide for the CCT upgrade kit.
JM presents exhaust emissions data from testing a DDC 6V92TA engine
model, once rebuilt with the candidate kit and again rebuilt in a
baseline configuration. Testing was conducted in accordance with
procedures set forth at 40 CFR Part 86, Subparts N and I. The
notification provides lists of the DDC parts used for rebuilding the
baseline and certification test engines. Table 1 below summarizes the
data.
[[Page 26797]]
Table 1.--Summary of JM Testing
------------------------------------------------------------------------
Transient engine test (g/bhp-hr)
----------------------------------------
Gaseous and particulate test 1991 6V92TA 6V92TA DDEC
1991 HDDE DDEC II II with
standards baseline \1\ CCTTM \1\
------------------------------------------------------------------------
HC............................. 1.3 0.46 0.2
CO............................. 15.5 1.2 0.6
NOX............................ 5.0 4.9 5.0
PM............................. 0.25 0.19 0.091
BSFC\2\........................ ........... 0.483 0.489
Hp (R/O)\3\.................... ........... 277/271 277/270
------------------------------------------------------------------------
Smoke test Standards
(percent)
(1) Percent opacity
------------------------------------------------------------------------
ACCEL.......................... 20 2.7 2.3
LUG............................ 15 1.2 1.2
PEAK........................... 50 3.7 3.7
------------------------------------------------------------------------
\1\ All 6V92TA testing was performed on engine identification number
6VF186640.
\2\ Brake Specific Fuel Consumption (BSFC) is measured in units of lb/
bhp-hr.
\3\ Horsepower (Rated/Observed during testing).
As shown in Table 1 above, JM presents baseline test data from a
1991 model year configuration which documents PM emissions of 0.19 g/
bhp-hr. The data of Table 1 indicate that, when the engine is rebuilt
with the candidate CCTTM kit, PM emissions are less than
0.10 g/bhp-hr, and emissions of hydrocarbon (HC), carbon monoxide (CO),
oxides of nitrogen (NOX), and smoke opacity are less than or
equal to the federal standards applicable for the 1993 model year.
Based on this testing demonstration, apparently all CCT-equipped
engines would meet the 0.10 g/bhp-hr PM standard because installation
of the kit results in the replacement of all emissions related parts
with a specific set of parts, the combination of which results in a
documented PM level of 0.09 g/bhp-hr. The PM emissions level of an
original engine, prior to installation of the candidate kit, appears
irrelevant because all emissions-related parts are required to be
replaced upon installation of the kit. EPA requests comments on whether
or not all engines for which certification is intended, will meet the
0.10 g/bhp-hr PM standard.
Both the federal and California exhaust emissions standards for
NOX were lowered to 5.0 g/bhp-hr beginning with the 1991
model year. The emissions data of the above table indicate that engines
equipped with the candidate equipment can meet the 5.0 g/bhp-hr
NOX standard. Therefore, if certified, the equipment could
be used for all applicable engines, including those originally
certified for use in California.
The combination of the specified engine rebuild parts, proprietary
camshafts, new settings of the kit, and CEM-II, results in a PM level
less than 0.10 g/bhp-hr and NOX level in compliance with the
1991 federal standard of 5.0 g/bhp-hr. EPA requests comments on whether
the emissions test data presented by JM demonstrate that all engines
for which certification is requested will meet the 0.10 g/bhp-hr PM
standard and applicable federal and California NOX standards
with the candidate kit installed.
Even if ultimately certified by EPA, the equipment described in
JM's notification may require additional review by the California Air
Resources Board (CARB) before use in California. EPA recognizes that
special situations may exist in California that are reflected in the
unique emissions standards, engine calibrations, and fuel
specifications of the State. While requirements of the federal urban
bus program apply to several metropolitan areas in California, EPA
understands the view of CARB that equipment certified under the urban
bus program, to be used in California, must be provided with an
executive order exempting it from the anti-tampering prohibitions of
that State. Those interested in additional information should contact
the Aftermarket Part Section of CARB, at (818) 575-6848.
No life cycle costs information has been submitted by JM, because
JM does not intend certification of this equipment to trigger program
requirements. If certified, no new requirements would be placed on
operators, and no operator would be required to purchase this equipment
as a result of certification of the candidate equipment.
Certification of the candidate JM equipment would affect operators
as follows. EPA has not yet certified equipment, for the applicable
DDEC engines, to comply with the 0.10 g/bhp-hr standard and as being
available for less that the applicable life cycle cost. Therefore, the
0.10 g/bhp-hr PM standard has not been triggered for the applicable
engines. If the candidate equipment is certified, then no new
requirements would be placed on operators and no operator would be
required to purchase this equipment as a result of certification.
If EPA certifies other equipment that triggers the 0.10 g/bhp-hr
standard, then urban bus operators who choose to comply with compliance
Option 1 of this regulation will be required to use equipment certified
to the 0.10 g/bhp-hr standard no later than six months after
certification, when applicable engines are rebuilt or replaced.
If the candidate CCT kit is certified, then it would be available
to be used in full compliance with urban bus program requirements.
Certification of the CMXTM converter/muffler manufactured by
the Engelhard Corporation (60 FR 28402 ; May 31, 1995) triggered the
requirement for the applicable engines, when rebuilt or replaced, to
reduce PM by at least 25 percent. Until such time that the 0.10 g/bhp-
hr standard is triggered, the certification of the CMXTM
means that operators who elect to use compliance program 1 must use
equipment certified to reduce PM emissions by at least 25 percent, when
[[Page 26798]]
rebuilding or replacing the applicable engines. If certified, the
candidate kit would meet, and exceed, this requirement. The candidate
kit could also be used in full compliance if the program requirement to
use equipment certified to the 0.10 g/bhp-hr standard is triggered.
If the Agency certifies the candidate equipment, then operators who
choose to comply with Program 2 and install this equipment, would use
the 0.10 g/bhp-hr certification level in their calculations for fleet
level attained (FLA) as specified in the program regulations.
The date of this notice initiates a 45-day period during which EPA
will accept written comments relevant to whether the equipment
described in the JM notification of intent to certify should be
certified pursuant to the urban bus retrofit/rebuild regulations.
Interested parties are encouraged to review this notification, and
provide written comments during the 45-day review period. Separate
comments should be provided in writing to each of the addresses listed
under the Addresses section of this notice.
At a minimum, EPA expects to evaluate this notification of intent
to certify, and other materials submitted as applicable, to determine
whether there is adequate demonstration of compliance with: (1) the
certification requirements of Sec. 85.1406, including whether the
testing accurately substantiates the claimed emission reduction or
emission levels; and, (2) the requirements of Sec. 85.1407 for a
notification of intent to certify.
EPA requests that those commenting also consider these regulatory
requirements, plus provide comments on any experience or knowledge
concerning: (a) problems with installing, maintaining, and/or using the
equipment on applicable engines; and, (b) whether the equipment is
compatible with affected vehicles.
EPA will review this notification of intent to certify, along with
comments received from the interested parties, and attempt to resolve
or clarify issues as necessary. During the review process, EPA may add
additional documents to the docket as a result of the review process.
These documents will also be available for public review and comment.
Dated: May 5, 1998.
Richard D. Wilson,
Acting Assistant Administrator for Air and Radiation.
[FR Doc. 98-12849 Filed 5-13-98; 8:45 am]
BILLING CODE 6560-50-P
