DOCSLIB.ORG

Tier 4 Standards in the Indicated Model Year

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Tier 4 Standards in the Indicated Model Year Tuesday, June 29, 2004 Part II Environmental Protection Agency 40 CFR Parts 9, 69, et al. Control of Emissions of Air Pollution From Nonroad Diesel Engines and Fuel; Final Rule VerDate jul<14>2003 17:54 Jun 28, 2004 Jkt 203001 PO 00000 Frm 00001 Fmt 4717 Sfmt 4717 E:\FR\FM\29JNR2.SGM 29JNR2 38958 Federal Register / Vol. 69, No. 124 / Tuesday, June 29, 2004 / Rules and Regulations ENVIRONMENTAL PROTECTION these devices are damaged by sulfur. in the index, some information is not AGENCY These fuel controls will be phased-in publicly available, i.e., CBI or other starting in mid-2007. Today’s nonroad information whose disclosure is 40 CFR Parts 9, 69, 80, 86, 89, 94, 1039, final rule is largely based on the restricted by statute. Certain other 1048, 1051, 1065, and 1068 Environmental Protection Agency’s material, such as copyrighted material, [OAR–2003–0012; FRL–7662–4] 2007 highway diesel program. is not placed on the Internet and will be To better ensure the benefits of the publicly available only in hard copy RIN 2060–AK27 standards are realized in-use and form. Publicly available docket throughout the useful life of these materials are available either Control of Emissions of Air Pollution engines, we are also adopting new test electronically in EDOCKET or in hard From Nonroad Diesel Engines and Fuel procedures, including not-to-exceed copy at the Air Docket in the EPA AGENCY: Environmental Protection requirements, and related certification Docket Center, EPA/DC, EPA West, Agency (EPA). requirements. The rule also includes Room B102, 1301 Constitution Ave., ACTION: Final rule. provisions to facilitate the transition to NW, Washington, DC. The Public the new engine and fuel standards and Reading Room is open from 8:30 a.m. to SUMMARY: Nonroad diesel engines to encourage the early introduction of 4:30 p.m., Monday through Friday, contribute considerably to our nation’s clean technologies and clean nonroad excluding legal holidays. The telephone air pollution. These engines, used diesel fuel. We have also developed number for the Public Reading Room is primarily in construction, agricultural, provisions for both the engine and fuel (202) 566–1744, and the telephone and industrial applications, are programs designed to address small number for the Air Docket is (202) 566– projected to continue to contribute large business considerations. 1742. amounts of particulate matter, nitrogen The requirements in this rule will FOR FURTHER INFORMATION CONTACT: oxides, and sulfur oxides, all of which result in substantial benefits to public contribute to serious public health health and welfare through significant Carol Connell, Assessment and problems in the United States. These reductions in emissions of nitrogen Standards Division, Office of problems include premature mortality, oxides and particulate matter, as well as Transportation and Air Quality, aggravation of respiratory and nonmethane hydrocarbons, carbon Environmental Protection Agency, 2000 cardiovascular disease, aggravation of monoxide, sulfur oxides, and air toxics. Traverwood Drive, Ann Arbor, MI existing asthma, acute respiratory We are now projecting that by 2030, this 48105; telephone number: (734) 214– symptoms, chronic bronchitis, and program will reduce annual emissions 4349; fax number: (734) 214–4050; e- decreased lung function. We believe of nitrogen oxides and particulate mail address: [email protected], or that diesel exhaust is likely to be matter by 738,000 and 129,000 tons, Assessment and Standards Division carcinogenic to humans by inhalation. respectively. These emission reductions Hotline; telephone number: (734) 214– Today, EPA is adopting new emission will prevent 12,000 premature deaths, 4636; e-mail address: [email protected]. standards for nonroad diesel engines over 8,900 hospitalizations, and almost SUPPLEMENTARY INFORMATION: and sulfur reductions in nonroad diesel a million work days lost, and will fuel that will dramatically reduce achieve other quantifiable benefits every Does This Action Apply To Me? harmful emissions and will directly year. The total benefits of this rule will help States and local areas recently This action may affect you if you be approximately $80 billion annually designated as 8-hour ozone produce or import new diesel engines by 2030. The substantial health and nonattainment areas to improve their air which are intended for use in nonroad welfare benefits we are projecting for quality. This comprehensive national vehicles or equipment, such as this final action exceed those we program regulates nonroad diesel agricultural and construction anticipated at the time of this proposal. engines and diesel fuel as a system. New equipment, or if you produce or import Costs for both the engine and fuel engine standards will begin to take such nonroad vehicles or equipment. It requirements will be many times less, at effect in the 2008 model year, phasing may also affect you if you convert approximately $2 billion annually. in over a number of years. These nonroad vehicles or equipment, or the standards are based on the use of DATES: This final rule is effective on engines used in them, to use alternative advanced exhaust emission control August 30, 2004. fuels. It may also affect you if you devices. We estimate particulate matter The incorporation by reference of produce, import, distribute, or sell reductions of 95 percent, nitrogen certain publications listed in this nonroad diesel fuel. oxides reductions of 90 percent, and the regulation is approved by the Director of The following table gives some virtual elimination of sulfur oxides from the Federal Register as of August 30, examples of entities that may have to nonroad engines meeting the new 2004. follow the regulations. But because standards. Nonroad diesel fuel sulfur ADDRESSES: EPA has established a these are only examples, you should reductions of more than 99 percent from docket for this action under Docket ID carefully examine the regulations in 40 existing levels will provide significant Nos. OAR–2003–0012 and A–2001–28. CFR parts 80, 89, 1039, 1065, and 1068. health benefits as well as facilitate the All documents in the docket are listed If you have questions, call the person introduction of high-efficiency catalytic in the EDOCKET index at http:// listed in the FOR FURTHER INFORMATION exhaust emission control devices as www.epa.gov/edocket. Although listed CONTACT section of this preamble: Category NAICS SIC Examples of potentially regulated entities codesa codesb Industry ............................................. 333618 3519 Manufacturers of new nonroad diesel engines. Industry ............................................. 333111 3523 Manufacturers of farm machinery and equipment. Industry ............................................. 333112 3524 Manufacturers of lawn and garden tractors (home). Industry ............................................. 333924 3537 Manufacturers of industrial trucks. Industry ............................................. 333120 3531 Manufacturers of construction machinery. VerDate jul<14>2003 17:54 Jun 28, 2004 Jkt 203001 PO 00000 Frm 00002 Fmt 4701 Sfmt 4700 E:\FR\FM\29JNR2.SGM 29JNR2 Federal Register / Vol. 69, No. 124 / Tuesday, June 29, 2004 / Rules and Regulations 38959 NAICS Category SIC Examples of potentially regulated entities codesa codesb Industry ............................................. 333131 3532 Manufacturers of mining machinery and equipment. Industry ............................................. 333132 3533 Manufacturers of oil and gas field machinery and equipment. Industry ............................................. 811112 7533 Commercial importers of vehicles and vehicle components. 811198 7549 Industry ............................................. 324110 2911 Petroleum refiners. Industry ............................................. 422710 5171 Diesel fuel marketers and distributors. 422720 5172 Industry ............................................. 484220 4212 Diesel fuel carriers. 484230 4213 Notes: a North American Industry Classification System (NAICS). b Standard Industrial Classification (SIC) system code. How Can I Get Copies of This Outline of This Preamble B. Additional Requirements for Refiners Document and Other Related I. Overview and Importers Information? A. What Is EPA Finalizing? C. Requirements for Parties Downstream of B. Why Is EPA Taking This Action? the Refinery or Import Facility Docket. EPA has established an II. Nonroad Engine Standards D. Diesel Fuel Sulfur Sampling and Testing official public docket for this action A. What Are the New Engine Standards? Requirements under Docket ID No. OAR–2003–0012 at B. Are the New Standards Feasible? E. Selection of the Marker for Heating Oil http://www.epa.gov/edocket. The C. Why Do We Need 15ppm Sulfur Diesel F. Fuel Marker Test Method official public docket consists of the Fuel? G. Requirements for Record-keeping, Reporting, and PTDs III. Requirements for Engine and Equipment documents specifically referenced in H. Liability and Penalty Provisions for Manufacturers this action, any public comments Noncompliance A. Averaging, Banking, and Trading received, and other information related I. How Will Compliance With the Sulfur B. Transition Provisions for Equipment to this action. Although a part of the Standards Be Determined? Manufacturers VI. Program Costs and Benefits official docket, the public docket does C. Engine and Equipment Small Business A. Refining and Distribution Costs not include Confidential Business Provisions (SBREFA)
Load more

Recommended publications
  • Final Report
    Prepared by Legislative Policy and Research Office Task Force on Supporting Businesses in Reducing Diesel Emissions Final Report December 2020 TASK FORCE MEMBERS Susheela Jayapal Multnomah County (Task Force Chair) Dr. Erika Moseson Oregon Thoracic Society Mary Peveto Neighbors for Clean Air Portland Jana Jarvis Oregon Trucking Associations Bob Short CalPortland, Oregon Concrete & Aggregate Producers Larry Gescher HP Civil, Associated General Contractors Maria Hernandez-Segoviano Portland Public Schools Sen. Michael Dembrow, Senate District 23 Sen. Dennis Linthicum, Senate District 28 Rep. Shelly Boshart Davis, House District 15 Rep. Rob Nosse, House District 42 STAFF Patrick Brennan, Legislative Analyst Legislative Policy and Research Office [email protected] 503-986-1674 A publication of the Oregon Legislative Policy and Research Office, which provides centralized, professional, and nonpartisan research, issue analysis and committee management services for the Legislative Assembly. The Legislative Policy and Research Office does not provide legal advice. This document contains general information that is current as of the date of publication. Subsequent action by the legislative, executive, or judicial branches may affect accuracy. Report on Task Force on Supporting Businesses in Reducing Diesel Emissions | December 23, 2020 2 Chair: Susheela Jayapal Members: Sen. Michael Dembrow Sen. Dennis Linthicum Staff: Patrick Brennan, LPRO Analyst Rep. Shelly Boshart Davis Sean Murphy, Committee Assistant Rep. Rob Nosse Larry Gescher Maria Hernandez-Segoviano Jana Jarvis Erika Moseson Mary Peveto Bob Short 80th LEGISLATIVE ASSEMBLY TASK FORCE ON SUPPORTING BUSINESSES IN REDUCING DIESEL EMISSIONS Oregon State Capitol 900 Court St. NE, Rm 453-A Salem, OR 97301 PHONE 503-986-1674 FAX 503-364-0545 December 17, 2020 To: Honorable Peter Courtney, President of the Senate Honorable Tina Kotek, Speaker of the House Submitted herewith is the final report of the Task Force on Supporting Businesses in Reducing Diesel Emissions.
    [Show full text]
  • Draft Technology Assessment: Lower Nox Heavy-Duty Diesel Engines
    DRAFT TECHNOLOGY ASSESSMENT: LOWER NOX HEAVY-DUTY DIESEL ENGINES September 2015 State of California AIR RESOURCES BOARD This report has been prepared by the staff of the Air Resources Board. Publication does not signify that the contents reflect the views and policies of the Air Resources Board, nor does mention of trade names or commercial products constitute endorsement or recommendation for use. TABLE OF CONTENTS Contents Page Executive Summary ................................................................................................ ES-1 I. Introduction and Purpose of Assessment ...................................................... I-1 II. History of Emission Control for Heavy-Duty Diesel Engines ....................... II-1 III. Technologies Evaluated ................................................................................. III-1 A. Advanced Aftertreatment Systems ............................................................. III-1 1. Advanced SCR catalysts ................................................................................ III-1 2. Passive NOX adsorber ................................................................................... III-2 3. Combined SCR-DPF systems ........................................................................ III-3 4. Close-coupled SCR catalyst........................................................................... III-4 5. Alternative Sources for Ammonia ................................................................... III-4 6. Urea Delivery System ...................................................................................
    [Show full text]
  • Reduce Nox Emissions by Adsorber-Reduction Catalyston
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by UAD Journal Management System TELKOMNIKA, Vol.11, No.3, September 2013, pp. 481~488 ISSN: 1693-6930, accredited A by DIKTI, Decree No: 58/DIKTI/Kep/2013 DOI: 10.12928/TELKOMNIKA.v11i3.991 481 Reduce NOx Emissions by Adsorber-Reduction Catalyst on Lean Burn Engine Dongpeng Yue1, Qing Chang2*, Lei Liu2, Wen Zhang2,3, Shaoshu Chen2, Zhijun Li2 1School of Automotive and Transportation,Tianjin University of Technology and Education, Tianjin 300222 2State Key Laboratory of Engines,Tianjin University,Tianjin 300072 3Tianjin electronic information vocational technology college,Tianjin 300350 *Corresponding author, e-mail: [email protected], Telp: +86 022 27406781, Fax: +86 022 27383362 Abstrak Pengaruh sistem katalis baru yang terdiri dari tiga cara tradisional konverter katalis dan adsorber- reduksi konverter katalisis pada karakteristik emisi dan BSFC (Breake Specific Fuel Consumption-BSFC) dari sebuah mesin bensin yang ramping untuk membakar diteliti dalam makalah in, dimana skema yang berbeda dari katalis pengaturan sebuah konverter dan kecepatan yang berbeda-beda dan juga bebannya. Hasil menunjukkan bahwa posisi terbaik dengan tiga cara Catalyst adalah sebelum NOx diserap oleh Catalyst dengan sebuah skema untuk mengatur konverter ternyata adalah cara terbaik. Dengan cara mengefisiensikan konverter dan mengurangi emisi NOx dalam mesin bensin tersebut. Dimana terdapat efek dari kecepatan pada emisi gas buang dan BSFC juga terkait dengan rasio pewaktuan dalam proses membakar dan nilai absolut dari kedua waktu dari konverter katalis tersebut. Beban mesin adalah faktor utama yang berpengaruh terhadap karakteristik emisi gas buang dan BSFC dari mesin tersebut.
    [Show full text]
  • Application of Nox Adsorber to Diesel Depollution: Performances and Durability
    Oil & Gas Science and Technology – Rev. IFP, Vol. 58 (2003), No. 1, pp. 129-149 Copyright © 2003, Éditions Technip Application of NOx Adsorber to Diesel Depollution: Performances and Durability J.B. Dementhon1, T. Colliou1, B. Martin1, M. Bouchez2, M. Guyon3, I. Messaoudi2, R. Noirot4, S. Michon5, C. Gérentet5 and L. Pierron5 1 Institut français du pétrole, 1 et 4, avenue de Bois-Préau, 92852 Rueil-Malmaison Cedex - France 2 Ségime, 104, avenue Kennedy, 75016 Paris - France 3 Renault, 1, allée Cornuel - 91510 Lardy - France 4 PSA Peugeot Citroën, 18, rue des Fauvelles, 92256 La Garenne-Colombes - France 5 Renault VI, DER 1 - BP 310, 68802 Saint-Priest Cedex - France [email protected] - [email protected] - [email protected] - [email protected] [email protected] - [email protected] - [email protected] [email protected] - [email protected] - [email protected] Résumé — Application des pièges à NOx à la dépollution Diesel : performances et durabilité — Dans le but d’assurer une optimisation globale des performances d’un moteur Diesel (NOx, particules, consommation), le recours à un système de post-traitement de NOx s’avère nécessaire pour satisfaire aux normes Euro IV et suivantes. Parmi les procédés connus, le piège à NOx peut offrir des niveaux d’efficacité comparables à la réduction par l’urée sans toutefois présenter les mêmes contraintes. Le piège fonctionne sur la base d’une alternance entre des phases de fonctionnement pauvres durant lesquelles les NOx sont stockés, et des phases riches durant lesquelles les nitrates sont déstockés et les NOx traités.
    [Show full text]
  • United States District Court Eastern District of Michigan Southern Division
    Case 4:16-cv-14024-TGB-RSW ECF No. 60, PageID.<pageID> Filed 03/29/18 Page 1 of 31 UNITED STATES DISTRICT COURT EASTERN DISTRICT OF MICHIGAN SOUTHERN DIVISION JAMES BLEDSOE, et al., on be- half of themselves and all others similarly situated, Plaintiffs, v. Case No. 4:16-cv-14024 Hon. Terrence G. Berg FCA US LLC, a Delaware corpo- ration, and CUMMINS INC., an Indiana corporation, Defendants. OPINION AND ORDER GRANTING DEFENDANTS’ MOTIONS TO DISMISS WITHOUT PREJUDICE (Dkts. 26, 27) I. Introduction Plaintiffs in this proposed putative class action allege that Defend- ant FCA’s 2007-2012 Dodge Ram 2500 and 3500 diesel trucks (the “Trucks” or “Affected Vehicles”), equipped with 6.7-liter Turbo Diesel en- gines manufactured by Defendant Cummins Inc., emit nitrogen oxides (“NOx”) at levels in excess of federal and state emissions standards. The Complaint alleges violations of the Racketeer Influenced and Corrupt Or- ganizations Act (“RICO Act”), the Magnuson Moss Warranty Act (“MMWA”), as well as claims asserted under the respective laws of 49 states and the District of Columbia. Plaintiffs allege that Defendants Case 4:16-cv-14024-TGB-RSW ECF No. 60, PageID.<pageID> Filed 03/29/18 Page 2 of 31 marketed the Trucks as containing “clean diesel engines,” while they dis- charged emissions at levels greater than what a reasonable customer would expect based on the alleged representations. Defendants have moved for dismissal of Plaintiffs’ Complaint, which Plaintiffs oppose. Plaintiffs seek to bring claims on behalf of themselves and a nation- wide class of all persons or entities in the United States who, as of No- vember 1, 2016, owned or leased the following Trucks: 1.
    [Show full text]
  • Book of References
    Book of References Table of Contents Tab Description 1. The United States Department of Justice, Press Release, 17-037 “Volkswagen AG Agrees to Plead Guilty and Pay $4.3 Billion in Criminal and Civil Penalties; Six Volkswagen Executives and Employees are Indicted in Connection with Conspiracy to Cheat U.S. Emissions Tests” (11 January 2017) 2. United States of America v Volkswagen AG, 2017 WL 1093308 3. Environment Canada, Statement, “Government of Canada opens an investigation into Volkswagen’s alleged use of defeat devices to circumvent emissions regulations (22 September 2015) 4. David Bruser and Jesse McLean, “Volkswagen Canada resumes selling diesel cars at centre of emissions-testing scandal” Toronto Star (17 May 2017) 5. Volkswagen Group Canada Inc., Press Release, “Courts approve consumer settlement in Canada for Volkswagen and Audi 2.0L TDI vehicles nationwide (21 April 2017) 6. Letter from EPA and California Air Resources Board to VW, dated 6 January 2017 7. Environment and Climate Change Canada, “Nitrogen Oxides - NOx” (24 April, 2013) 8. Chossière GP, Malina R, Ashok A, et al. Public health impacts of excess NOx emissions from Volkswagen diesel passenger vehicles in Germany. Environmental Research Letters 2017;12:034014 9. In Re: Volkswagen “Clean Diesel: Marketing, Sales Practices, and Products Liability Litigation, Partial Consent Decree (28 June 2016) (US Div Ct NCal 2016) 10. Volkswagen Group of America, National ZEV Investment Plan: Cycle 1 Tab 1 (footnote 2) 6/13/2017 Volkswagen AG Agrees to Plead Guilty and Pay $4.3 Billion in Criminal and Civil Penalties; Six Volkswagen Executives and Employees are Indicted in Conn… JUSTICE NEWS Department of Justice Office of Public Affairs FOR IMMEDIATE RELEASE Wednesday, January 11, 2017 Volkswagen AG Agrees to Plead Guilty and Pay $4.3 Billion in Criminal and Civil Penalties; Six Volkswagen Executives and Employees are Indicted in Connection with Conspiracy to Cheat U.S.
    [Show full text]
  • Diesel Futures Forget the Black Soot and Smoke
    Diesel Futures Forget the black soot and smoke. Modern diesel-powered cars are quiet, clean and fast. BY PAUL WEISSLER Photo by Thorsten Weigl You would expect the 6-cylinder engine in the Mercedes E-Class and the V8 in the BMW 7 Series to be so smooth and quiet from the driver's seat that you'd have to look at their tachometers to be sure that they were running. You would not expect that of a diesel, however. Yet these are diesel engines. The world has been looking to gas/electric hybrids and fuel cells for future fuel efficiency. However, studies show that the diesel can equal or beat what the fuel cell might possibly deliver, and be within a gnat's whisker of a gasoline hybrid like the Prius. The studies of total energy consumption--so-called well-to-wheel studies--were conducted by General Motors, the Massachusetts Institute of Technology (MIT) and the University of Alberta in Canada. The MIT researchers, looking ahead to 2020, found the diesel well ahead of most hydrogen fuel cell possibilities and even ahead of the gas/electric hybrid. To demonstrate the diesel's acceptability, the Chrysler Group and Mercedes-Benz plan to join the only current diesel passenger-car importer, Volkswagen, with new models of their own. As of now, only the VW Jetta/Golf/Beetle 1.9-liter 4-cylinder turbocharged direct injection (TDI) is sold in the States. VW also will bring a more advanced 2.0-liter for the Passat, and probably a 5.0 V10 that develops 308 hp and 550 ft.-lb.
    [Show full text]
  • Particulate Matter and Nox Exhaust Aftertreatment Systems
    Particulate Matter and NOx Exhaust Aftertreatment Systems ABSTRACT Fleet fuel consumption is greatly reduced through the introduction of the HSDI Diesel engine. The reduced fuel consumption is then reflected in a reduction of CO 2 emissions. The drop in fuel consumption and CO 2 emissions results in a rise in market acceptance, which is also the result of desirable driving performance and greatly improved NVH behavior. The continuously increasing demands on placed on emissions performance also needs to be addressed. Particulate emissions can be reduced by more than 95% through the use of a diesel particulate trap. However, based on current knowledge, a further, substantial NOx engine out emission reduction for the diesel engine counteracts one of the other goals, which is reduced fuel consumption. Diesel engine compliance with current and future emission standards will require DeNOx technologies. Currently, the NH3-SCR and Lean NOx-Trap (LNT) technologies show the most promise as solutions to achieve the strict NOx standards. While the NH3-SCR technology addresses fuel consumption, the application of an additional reduction component is considered a drawback. Combining DeNOx technologies with the application DOC/DPF requires a detailed and thorough analysis of exhaust system layout at the very beginning of the engine development cycle. Modeling and simulation of emission and fuel consumption are required to determine the appropriate level of technology needed for various applications. The following information highlights the simulation results for aftertreatment components such as DOC, DPF, SCR and LNT and how various exhaust system layouts impact emission reduction. INTRODUCTION Diesel engine applications have achieved approximately a 50% market share in Europe and are beginning to gain a share of the U.S.
    [Show full text]
  • Catalyst-Based Diesel Particulate Filters and Nox Adsorbers: a Summary of the Technologies and the Effects of Fuel Sulfur
    Catalyst-Based Diesel Particulate Filters and NOx Adsorbers: A Summary of the Technologies and the Effects of Fuel Sulfur August 14, 2000 Manufacturers of Emission Controls Association 1660 L Street NW · Suite 1100 · Washington, DC 20036 · tel: 202.296.4797 · fax: 202.331.1388 · www.meca.org Table of Contents Page EXECUTIVE SUMMARY……………………………………………………………………….....1 INTRODUCTION……………………………………………………………………………….…..4 CATALYST-BASED DIESEL PARTICULATE FILTERS………………………………..…....5 Background and Technology Discussion.…………………………………………………….5 Impact of Diesel Fuel Sulfur on Catalyst-Based Diesel Particulate Filters..………………….6 Impact of Fuel Sulfur on the EPA Identified CB-DPF Technologies’ Reliability and Durability………………………….....……………………8 Effect of Fuel Sulfur on the EPA Identified CB-DPF Technologies’ Emissions Performance……………………………….....……………….11 NOx ADSORBERS……………………………………………………………………………….…13 Background and Technology Discussion……………………………………………………..13 Impact of Diesel Fuel Sulfur on NOx Adsorbers (NOx “Traps”)………………………….…17 Impact of Fuel Sulfur on NOx Adsorber Reliability and Durability……..………………………………………………………………………….18 Effect of Fuel Sulfur on NOx Adsorber Emissions Performance..…………………………………………………..………………………...21 SUMMARY AND RECOMMENDATIONS…………………………………………………………23 REFERENCES…...………………………………………………………………………………….…25 ACRONYMS and ABBREVIATIONS…..…………………………………………………………....27 MECA i August 14, 2000 Catalyst-Based Diesel Particulate Filters and NOx Adsorbers: A Summary of the Technologies and the Effects of Fuel Sulfur Table of Contents (continued)
    [Show full text]
  • 1 Appendix a Proposed Regulaton Order for Hd
    APPENDIX A PROPOSED REGULATON ORDER FOR HD OBD REGULATION Amend section 1971.1, title 13, California Code of Regulations, to read as follows: (Note: The proposed amendments are shown in underline to indicate additions and strikeout to indicate deletions from the existing regulatory text.) §1971.1. On-Board Diagnostic System Requirements--2010 and Subsequent Model-Year Heavy-Duty Engines (a) Purpose. The purpose of this regulation is to reduce motor vehicle and motor vehicle engine emissions by establishing emission standards and other requirements for onboard diagnostic systems (OBD systems) that are installed on 2010 and subsequent model-year engines certified for sale in heavy-duty applications in California. The OBD systems, through the use of an onboard computer(s), shall monitor emission systems in-use for the actual life of the engine and shall be capable of detecting malfunctions of the monitored emission systems, illuminating a malfunction indicator light (MIL) to notify the vehicle operator of detected malfunctions, and storing fault codes identifying the detected malfunctions. The use and operation of OBD systems will ensure reductions in in-use motor vehicle and motor vehicle engine emissions through improvements of emission system durability and performance. (b) Applicability. Except as specified in section (d)(7) and elsewhere in this regulation (title 13, CCR section 1971.1), all 2010 and subsequent model-year heavy-duty engines shall be equipped with an OBD system that has been certified by the Executive Officer as meeting all applicable requirements of this regulation (title 13, CCR section 1971.1).1 (c) Definitions. “Active technology” refers to a system, device, or distinct operational mode that reduces carbon dioxide emissions or fuel consumption when activated, and is either controlled by the engine or required to be monitored by the OBD system in accordance with section 1971.1.
    [Show full text]
  • MECA's Statement on EPA's ANPR for Regulating GHG Emissions Under
    STATEMENT OF THE MANUFACTURERS OF EMISSION CONTROLS ASSOCIATION ON THE U.S. ENVIRONMENTAL PROTECTION AGENCY’S ADVANCED NOTICE OF PROPOSED RULEMAKING FOR REGULATING GREENHOUSE GAS EMISSIONS UNDER THE CLEAN AIR ACT DOCKET ID NO. EPA-HQ-OAR-2008-0318 November 26, 2008 The Manufacturers of Emission Controls Association (MECA) is pleased to provide comments in support of the U.S. EPA’s Advanced Notice of Proposed Rulemaking for Regulating Greenhouse Gas Emissions Under the Clean Air Act. We believe an important opportunity exists to significantly reduce greenhouse gas emissions from mobile sources. MECA is a non-profit association of the world’s leading manufacturers of emission control technology for mobile sources. Our members have over 30 years of experience and a proven track record in developing and manufacturing emission control technology for a wide variety of on-road and off-road vehicles and equipment, including extensive experience in developing emission controls for gasoline and diesel light-duty vehicles in all world markets. Our industry has played an important role in the emissions success story associated with light-duty vehicles in the United States, and has continually supported efforts to develop innovative, technology-forcing, emissions programs to deal with air quality problems. INTRODUCTION Anthropogenic activities, particularly the burning of fossil fuels, have changed the composition of the atmosphere in ways that threaten dramatic changes to the global climate. Signs of climate change are evident worldwide and additional changes will have serious impacts on our nation’s future. Although transportation is a vital part of the economy and is crucial for everyday activities, it is also a significant source of greenhouse gas (GHG) emissions.
    [Show full text]
  • Exhaust Emission Catalyst Technology NEW CHALLENGES and OPPORTUNITIES in EUROPE
    Exhaust Emission Catalyst Technology NEW CHALLENGES AND OPPORTUNITIES IN EUROPE By Dirk Bosteels and Robert A. Searles Association for Emissions Control by Catalyst, Av. de Tervueren 100, 6-1040 Brussels, Belgium; (www.aecc.be) New technologies, incorporating the platinum group metals, are available to meet the exhaust emission regulations for cars, light-duty and heavy-duty vehicles and motorcycles being adopted by the European Unionfor implementation during the new century. These technologies include low light-offcatalysts, more themlly-durable catalysts, impmved substrate technology, hydrocarbon adsorbers, electrically heated catalysts, DeNOx catalysts and adsorbers, selective catalytic reduction and diesel particulate filters. This large range of technologies will allow exhaust emissions from all engines, both on- and non-road, to be lowered to unprecedented levels. This paper examines the state of emission control technologies currently available for all types of engine. Catalyst-equipped cars were fist introduced in challenge is to abate the remaining pollutants emit- the U.S.A. in 1974 (1) but only appeared on ted while enabhg use of fuel-efficient engine European roads in 1985. Indeed, it was not until technologies. This is paramount for achieving 1993 that the European Union (ELI) set new car good air quality and the targets for greenhouse gas emission standards that effectively mandated the reductions given the large increase in the number installation of emission control catalysts on gaso- of vehicles on European roads, the projections for he-fuelled cars. Worldwide, now more than 275 further increases in vehicle numbers and the million of the world's 500 million cars and over 85 greater distances driven each year.
    [Show full text]