[Federal Register Volume 60, Number 159 (Thursday, August 17, 1995)]
[Notices]
[Pages 42881-42883]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-20423]
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ENVIRONMENTAL PROTECTION AGENCY
[FRL-5276-4]
Notice of Agency Completion of Study Regarding Heavy-Duty Engine
Rebuilding Practices and Availability of Documents
AGENCY: Environmental Protection Agency (EPA).
ACTION: Notice of completion of study and availability of documents.
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SUMMARY: EPA has completed a study of heavy-duty engine rebuilding
practices as required by Section 202(a)(3)(D) of the Clean Air Act
(CAA), and the results of that study are now available to the public.
Based on this study, EPA takes the current view that regulations
are not warranted to ensure that rebuilt current-technology heavy-duty
engines meet the certification emission standards that applied to the
engines when new. EPA retains broad authority under section
202(a)(3)(D) of the CAA to impose requirements controlling heavy-duty
engine rebuilding practices, and will continue to analyze whether
requirements are warranted to protect public health or welfare.
FOR FURTHER INFORMATION CONTACT: Tom Stricker, Environmental Engineer,
Manufacturers Operations Division (6405-J), U.S. Environmental
Protection Agency, Washington, D.C. 20460, Telephone: (202) 233-9322.
The available reports may be obtained by contacting the person
identified above.
SUPPLEMENTARY INFORMATION:
I. Introduction
Section 202(a)(3)(D) of the amended Clean Air Act (Act) requires
the Administrator to study the practice of rebuilding heavy-duty
engines (HDE's) and the impact rebuilding has on engine emissions. On
the basis of that study and other information, EPA may prescribe
requirements to control rebuilding practices, including emissions
standards, ``* * * which in the Administrator's judgment cause, or
contribute to, air pollution which may reasonably be anticipated to
endanger public health or welfare taking costs into account.'' 42
U.S.C. 7521(a)(3)(D). The required study has been completed and is now
available to the public. The study findings are set forth in three
documents: ``Heavy-Duty Engine Rebuilding Practices'', ``Heavy-Duty
Engine Rebuilding Practices--Results of Emissions Testing'', and Heavy-
Duty Engine Rebuilding Practices--Executive Summary''.
II. Background
EPA has long been aware that many HDE's, specifically heavy heavy-
duty diesel engines (HDDE's) and medium HDDE's, accumulate mileage far
exceeding their statutory useful-life mileage 1, in large part due
to engine rebuilding. Many heavy HDDE's accumulate up to one million
miles or more before retirement. As a result, heavy HDDE's and medium
HDDE's are unregulated for a large part of their actual lives.
\1\ See 40 CFR 86.085-2 for useful-life definitions.
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EPA conducted the statutorily required study in two phases
described below:
Phase I: Conduct a study of the current heavy-duty rebuild market,
including identifying the key players in the rebuild industry, the
current practices employed by rebuilders, the frequency of rebuilds and
the types of engines being rebuilt. The primary data collection source
utilized was a Request for Information published in the Federal
Register.2 Phase I was completed in January 1992, and a report was
circulated to various interested parties within government and
industry.
\2\ See ``Request for Information Concerning Heavy-Duty Rebuild
Study'', 56 FR 13825 (Apr. 4, 1991).
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Phase II: Using the findings of Phase I, conduct emissions testing
of various rebuilt heavy-duty engines. EPA solicited comments from
industry in the development of the final testing plan. A draft report
was completed in May, 1994 and made available to various interested
parties.
III. Phase I: Rebuild Study Findings
EPA found a marked difference in rebuild practices among the
various types of heavy-duty diesel engines. Heavy and medium heavy-duty
diesel engines are usually rebuilt whereas light heavy-duty diesel
engines and heavy-duty gasoline engines are seldom rebuilt.
EPA determined that heavy HDDE's are rebuilt every 300,000-400,000
miles. These large diesel engines are designed to be rebuilt, may
undergo up to three or more rebuilds in a lifetime, and generally
accumulate one million miles or more before scrappage.
EPA estimates that 220,000-250,000 heavy HDDE's (out of a total
heavy HDDE population of approximately 1.5 million) are rebuilt each
year by fleets, independent garages, independent remanufacturing
centers, original equipment (OE) dealers, OE remanufacturing facilities
and others. Critical emissions components such as the fuel injection
pump, fuel injectors, cylinder head, and cylinder kits (piston, rings
and liner) are generally rebuilt, replaced or calibrated during a
typical rebuild.
EPA found that medium HDDE's are generally rebuilt only once,
typically at around 200,000 miles. Significant mileage accumulation
after rebuild is possible since most of these engines operate for about
300,000 miles before scrappage.
EPA estimates that approximately 67,000 medium HDDE's (out of a
total medium HDDE population of approximately 900,000) are rebuilt each
year by fleets, independent garages, independent remanufacturing
centers, OE dealers, and OE remanufacturing facilities. As with heavy
HDDE's, most critical emission components are serviced during rebuild.
Due to the significant number of rebuilds performed on heavy HDDE's
and medium HDDE's and the likelihood of significant mileage
accumulation after rebuild, EPA determined quantitative emission data
from these categories of engines were needed to effectively determine
the impact of rebuilding on engine emissions.
Light heavy-duty diesel engines and heavy-duty gasoline engines
(HDGE's) are quite different from medium HDDE's and heavy HDDE's. EPA
found that light HDDE's and HDGE's are not frequently rebuilt. Most
engine manufacturers do not sponsor remanufacturing programs
[[Page 42882]]
for these engines because of small market demand.
EPA estimates that about 40,000 HDGE's are rebuilt each year out of
a population of about four million (about 1 percent annually). EPA
could not estimate the number of light HDDE rebuilds because so few of
these engines are rebuilt that data were not available. Rebuilds on
these two categories of engines generally result if engine failure
occurs early in the life of the vehicle, and rebuilding the engine is
financially advantageous compared to purchasing a new vehicle or
engine. Once rebuilt, additional mileage accrued by these engines is
generally limited by the vehicle life, which typically does not
substantially exceed the statutorial useful-life of 110,000 miles. Due
to the few number of rebuilds performed on these engines, no emissions
data were generated by EPA.
IV. Phase II: Rebuilt Engine Test Findings
EPA conducted emissions testing of rebuilt medium HDDE's and heavy
HDDE's to determine the impact of rebuilding on engine emissions. Mack
Trucks, Inc. (Mack) performed similar testing. The results of EPA and
Mack testing are shown in Tables 1 and 2 below. A complete description
of each test program is contained in an EPA report entitled ``Heavy-
Duty Engine Rebuild Study--Results of Emissions Testing''.
Every engine tested, when rebuilt, demonstrated emissions of
hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOX)
and particulate matter (PM) below the new engine certification
standards applicable when each engine was new. Five engines emitted
higher than the applicable standard for smoke. As discussed in the
above referenced report, the smoke emissions measured by EPA are
considered worst-case. In general, smoke emissions are becoming less of
a concern as PM standards become more stringent.
Based on the available data, no substantial difference in emissions
performance was noted based on the party that rebuilt the engine--OE
manufacturer, dealer, independent rebuild facility or fleet. Similarly,
no significant emissions performance difference was noted between OE
and aftermarket parts used to rebuild engines.
V. Advanced Diesel Engine Technologies
Engines contained in this study ranged from model year 1983 through
1990, inclusive. In general, heavy-duty diesel engines originally
produced during this timeframe used mechanical fuel injection control,
turbochargers and air-to-water or air-to-air aftercooling. Beginning in
the late 1980's and early 1990's, advanced technologies such as
electronic engine controls were incorporated into many engine designs
to increase durability, reliability and emissions control (EPA tested
one electronically controlled engine as part of this study). In
addition to electronic controls, future engines may be equipped with
other advanced control measures not present on most current engines,
such as exhaust gas recirculation (EGR), aftertreatment (catalyst or
particulate trap), advanced turbocharger geometry, and other engine
modifications. At present, it is unknown how these future technologies
will be addressed during rebuild and what affect rebuilding these
components will have on engine emissions. Additionally, as future
emission standards become more stringent, it may become more difficult
for rebuilders to achieve the same ``like-new'' emissions levels
demonstrated by the current-technology engines tested in EPA's study.
VI. Conclusion
Based on the study findings, regulations to control rebuilding
practices applicable to current-technology heavy-duty engines are not
warranted to ensure that rebuilt engines meet the emission
certification standards that applied to the engines when new. The study
demonstrated that current-technology rebuilt engines generally emit
below the standards applicable when such engines were new. While
rebuilding extends the actual life of engines, it does not appear that
the emissions characteristics of current engines deteriorate as a
result of rebuild. Furthermore, most emissions critical components are
currently replaced or adjusted during a typical engine rebuild.
EPA retains broad authority to prescribe requirements to control
heavy-duty engine rebuilding practices, and EPA will continue to
analyze whether such requirements are warranted to protect public
health or welfare.
Dated: August 7, 1995.
Carol M. Browner,
Administrator.
Table 1.--Results of EPA Heavy-Duty Rebuilt Engine Testing
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Smoke*
Engine description HC (g/ CO (g/ NOx (g/ Part. (g/ --------------------------------------
bhphr) bhphr) bhphr) bhphr) ``A'' ``B'' ``C''
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OE Remanufacture
(After Rebuild):
1987 Cummins NTC
315............. 0.778 5.000 6.140 0.424 24.7 18.4 41.7
(1.3) (15.5) (10.7) (na) (20) (15) (50)
1986 Caterpillar
3406B........... 0.708 3.840 8.203 0.603 21.0 10.1 32.2
(1.3) (15.5) (10.7) (na) (20) (15) (50)
Fleet Rebuild (After
Rebuild):
1990 Cummins NTC
365............. 0.896 3.620 5.782 0.430 8.4 11.2 12.2
(1.3) (15.5) (6.0) (0.6) (20) (15) (50)
1983 Cummins NTC
400............. 0.597 4.540 4.835 0.476 18.7 6.8 26.6
(1.3) (15.5) (10.7) (na) (20) (15) (50)
1986 Cummins
LTA10........... 1.293 6.270 4.288 0.902 43.2 18.7 68.9
(1.3) (15.5) (10.7) (na) (20) (15) (50)
Simulated In-Frame
Rebuild (After
Rebuild):
1989 Cummins NTC
365............. 0.752 3.000 5.736 0.286 10.0 16.3 16.8
(1.3) (15.5) (10.7) (0.6) (20) (15) (50)
1989 Detroit
Diesel Series 60 0.370 3.810 8.697 0.329 15.4 10.1 24.5
(1.3) (15.5) (10.7) (0.6) (20) (15) (50)
1986 Caterpillar
3406B........... 0.180 2.680 5.988 0.407 19.2 11.7 36.6
(1.3) (15.5) (10.7) (na) (20) (15) (50)
[[Page 42883]]
Independent
Remanufacture (After
Rebuild):
1987 General
Motors 8.2T..... 0.823 2.100 7.280 0.451 12.5 8.6 24.8
(1.3) (15.5) (10.7) (na) (20) (15) (50)
1987 Navistar
DT466........... 0.559 2.560 7.435 0.343 10.6 9.2 17.8
(1.3) (15.5) (10.7) (na) (20) (15) (50)
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*``A'' = Acceleration; ``B'' = Lugging; ``C'' = Peak.
Applicable standard shown in parentheses ( ) under each emission result.
Italic type indicates emissions above applicable standard when such engine was new.
Table 2.--Results of Mack Trucks, Inc. Heavy-Duty Rebuilt Engine Testing
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Smoke*
Engine description HC (g/ CO (g/ NOX (g/ Part. (g/ --------------------------------------
bhphr) bhphr) bhphr) bhphr) ``A'' ``B'' ``C''
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OE Remanufacture
(After Rebuild):
1987 Mack E6-350. 0.29 2.97 6.27 0.31 10.5 3.4 18.8
(1.3) (15.5) (10.7) (NA) (20) (15) (50)
1985 Mack EM6-300 0.59 7.46 6.90 1.26 62.1 5.2 98.8
(1.3) (15.5) (10.7) (NA) (20) (15) (50)
1987 Mack EM6-237 0.56 2.37 8.99 0.75 17.6 10.9 35.8
(1.3) (15.5) (10.7) (NA) (20) (15) (50)
Fleet Rebuild (After
Rebuild):
1984 Mack EM6-300 0.21 1.56 8.27 0.37 8.1 3.6 14.8
(1.3) (15.5) (10.7) (NA) (20) (15) (50)
1986 Mack E6-300. 0.16 2.69 8.82 0.23 9.1 3.1 17.0
(1.3) (15.5) (10.7) (NA) (20) (15) (50)
Simulated In-Frame
Rebuild (After
Rebuild):
1987 Mack E6-350. 0.21 2.18 6.32 0.42 10.6 10.4 19.4
(1.3) (15.5) (10.7) (NA) (20) (15) (50)
1984 Mack EM6-300 0.28 2.10 7.58 0.44 10.4 5.4 19.5
(1.3) (15.5) (10.7) (NA) (20) (15) (50)
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*``A'' = Acceleration; ``B'' = Lugging; ``C'' = Peak.
Applicable standard shown in parentheses ( ) under each emission result.
Italic type indicates emissions above applicable standard when such engine was new.
[FR Doc. 95-20423 Filed 8-16-95; 8:45 am]
BILLING CODE 6560-50-P
