(a) Calibrate intake-air flow meters upon initial installation.
Follow the instrument manufacturer's instructions and use good
engineering judgment to repeat the calibration. We recommend using a
calibration subsonic venturi, ultrasonic flow meter or laminar flow
element. We recommend using calibration reference quantities that are
NIST-traceable within 0.5% uncertainty.
    (b) You may remove system components for off-site calibration. When
installing a flow meter with an off-site calibration, we recommend that
you consider the effects of the tubing configuration upstream and
downstream of the flow meter. We recommend specifying calibration
reference quantities that are NIST-traceable within 0.5%
uncertainty.
* * * * *
0
217. Amend Sec.  1065.330 by revising paragraphs (a) and (b) to read as
follows:

Sec.  1065.330  Exhaust-flow calibration.

    (a) Calibrate exhaust-flow meters upon initial installation. Follow
the instrument manufacturer's instructions and use good engineering
judgment to repeat the calibration. We recommend that you use a
calibration subsonic venturi or ultrasonic flow meter and simulate
exhaust temperatures by incorporating a heat exchanger between the
calibration meter and the exhaust-flow meter. If you can demonstrate
that the flow meter to be calibrated is insensitive to exhaust
temperatures, you may use other reference meters such as laminar flow
elements, which are not commonly designed to withstand typical raw
exhaust temperatures. We recommend using calibration reference
quantities that are NIST-traceable within 0.5% uncertainty.
    (b) You may remove system components for off-site calibration. When
installing a flow meter with an off-site calibration, we recommend that
you consider the effects of the tubing configuration upstream and
downstream of the flow meter. We recommend specifying calibration
reference quantities that are NIST-traceable within 0.5%
uncertainty.
* * * * *
0
218. Amend Sec.  1065.345 by revising paragraph (d) to read as follows:

Sec.  1065.345  Vacuum-side leak verification.

* * * * *
    (d) Dilution-of-span-gas leak test. You may use any gas analyzer
for this test. If you use a FID for this test, correct for any HC
contamination in the sampling system according to Sec.  1065.660. If
you use an O2 analyzer described in Sec.  1065.280 for this
test, you may use purified N2 to detect a leak. To avoid
misleading results from this test, we recommend using only analyzers
that have a repeatability of 0.5% or better at the reference gas
concentration used for this test. Perform a vacuum-side leak test as
follows:
    (1) Prepare a gas analyzer as you would for emission testing.
    (2) Supply reference gas to the analyzer span port and record the
measured value.
    (3) Route overflow reference gas to the inlet of the sample probe
or at a tee fitting in the transfer line near the exit of the probe.
You may use a valve upstream of the overflow fitting to prevent
overflow of reference gas out of the inlet of the probe, but you must
then provide an overflow vent in the overflow supply line.
    (4) Verify that the measured overflow reference gas concentration
is within 0.5% of the concentration measured in paragraph
(d)(2) of this section. A measured value lower than expected indicates
a leak, but a value higher than expected may indicate a problem with
the reference gas or the analyzer itself. A measured value higher than
expected does not indicate a leak.
* * * * *
0
219. Amend Sec.  1065.350 by revising paragraph (e)(1) to read as
follows:

Sec.  1065.350  H2O interference verification for CO2 NDIR analyzers.

* * * * *
    (e) * * *
    (1) You may omit this verification if you can show by engineering
analysis that for your CO2 sampling system and your
emission-calculation procedures, the H2O interference for
your CO2 NDIR analyzer always affects your brake-specific
emission results within 0.5% of each of the applicable
standards in this chapter. This specification also applies for vehicle
testing, except that it relates to emission results in g/mile or g/
kilometer.
* * * * *
0
220. Amend Sec.  1065.405 by revising paragraph (a) to read as follows:

Sec.  1065.405  Test engine preparation and maintenance.

* * * * *
    (a) If you are testing an emission-data engine for certification,
make sure it is built to represent production engines, consistent with
paragraph (f) of this section.
    (1) This includes governors that you normally install on production
engines. Production engines should also be tested with their installed
governors. If your engine is equipped with multiple user-selectable
governor types and if the governor does not manipulate the emission
control system (i.e., the governor only modulates an ``operator
demand'' signal such as commanded fuel rate, torque, or power), choose
the governor type that allows the test cell to most accurately follow
the duty cycle. If the governor manipulates the emission control
system, treat it as an adjustable

parameter. If you do not install governors on production engines,
simulate a governor that is representative of a governor that others
will install on your production engines.
    (2) In certain circumstances, you may incorporate test cell
components to simulate an in-use configuration, consistent with good
engineering judgment. For example, Sec. Sec.  1065.122 and 1065.125
allow the use of test cell components to represent engine cooling and
intake air systems.
    (3) The provisions in Sec.  1065.110(e) also apply to emission-data
engines for certification.
    (4) For engines using SCR, use any size DEF tank and fuel tank. We
may require you to give us a production-type DEF tank, including any
associated sensors, for our testing.
* * * * *
0
221. Amend Sec.  1065.410 by revising paragraph (c) to read as follows:

Sec.  1065.410  Maintenance limits for stabilized test engines.

* * * * *
    (c) If you inspect an engine, keep a record of the inspection and
update your application for certification to document any changes that
result. You may use any kind of equipment, instrument, or tool that is
available at dealerships and other service outlets to identify
malfunctioning components or perform maintenance. You may inspect using
electronic tools to monitor engine performance, but only if the
information is readable without specialized equipment.
* * * * *
0
222. Amend Sec.  1065.501 by revising paragraph (a) introductory text
to read as follows:

Sec.  1065.501  Overview.

    (a) Use the procedures detailed in this subpart to measure engine
emissions over a specified duty cycle. Refer to subpart J of this part
for field test procedures that describe how to measure emissions during
in-use engine operation. Refer to subpart L of this part for
measurement procedures for testing related to standards other than
brake-specific emission standards. This section describes how to--
* * * * *
0
223. Amend Sec.  1065.510 by revising paragraphs (a) introductory text,
(b) introductory text, (b)(4) through (6), (c)(2), and (g)(2)(i) to
read as follows:

Sec.  1065.510  Engine mapping.

    (a) Applicability, scope, and frequency. An engine map is a data
set that consists of a series of paired data points that represent the
maximum brake torque versus engine speed, measured at the engine's
primary output shaft. Map your engine if the standard-setting part
requires engine mapping to generate a duty cycle for your engine
configuration. Map your engine while it is connected to a dynamometer
or other device that can absorb work output from the engine's primary
output shaft according to Sec.  1065.110. Configure any auxiliary work
inputs and outputs such as hybrid, turbo-compounding, or thermoelectric
systems to represent their in-use configurations, and use the same
configuration for emission testing. See Figure 1 of Sec.  1065.210.
This may involve configuring initial states of charge and rates and
times of auxiliary-work inputs and outputs. We recommend that you
contact the EPA Program Officer before testing to determine how you
should configure any auxiliary-work inputs and outputs. If your engine
has an auxiliary emission control device to reduce torque output that
may activate during engine mapping, turn it off before mapping. Use the
most recent engine map to transform a normalized duty cycle from the
standard-setting part to a reference duty cycle specific to your
engine. Normalized duty cycles are specified in the standard-setting
part. You may update an engine map at any time by repeating the engine-
mapping procedure. You must map or re-map an engine before a test if
any of the following apply:
* * * * *
    (b) Mapping variable-speed engines. Map variable-speed engines
using the procedure in this paragraph (b). Note that under Sec.
1065.10(c) we may allow or require you to use ``other procedures'' if
the specified procedure results in unrepresentative testing or if your
engine cannot be tested using the specified procedure. If the engine
has a user-adjustable idle speed setpoint, you may set it to its
minimum adjustable value for this mapping procedure and the resulting
map may be used for any test, regardless of where it is set for running
each test.
* * * * *
    (4) Operate the engine at the minimum mapped speed. A minimum
mapped speed equal to (951)% of its warm idle speed
determined in paragraph (b)(3) of this section may be used for any
engine or test. A higher minimum mapped speed may be used if all the
duty cycles that the engine is subject to have a minimum reference
speed higher than the warm idle speed determined in paragraph (b)(3) of
this section. In this case you may use a minimum mapped speed equal to
(951)% of the lowest minimum reference speed in all the
duty cycles the engine is subject to. Set operator demand to maximum
and control engine speed at this minimum mapped speed for at least 15
seconds. Set operator demand to maximum and control engine speed at
(951)% of its warm idle speed determined in paragraph
(b)(3)(i) of this section for at least 15 seconds.
    (5) Perform a continuous or discrete engine map as described in
paragraphs (b)(5)(i) or (ii) of this section. A continuous engine map
may be used for any engine. A discrete engine map may be used for
engines subject only to steady-state duty cycles. Use linear
interpolation between the series of points generated by either of these
maps to determine intermediate torque values. Use the series of points
generated by either of these maps to generate the power map as
described in paragraph (e) of this section.
    (i) For continuous engine mapping, begin recording mean feedback
speed and torque at 1 Hz or more frequently and increase speed at a
constant rate such that it takes (4 to 6) min to sweep from the minimum
mapped speed described in paragraphs (b)(4) of this section to the
check point speed described in paragraph (b)(5)(iii) of this section.
Use good engineering judgment to determine when to stop recording data
to ensure that the sweep is complete. In most cases, this means that
you can stop the sweep at any point after the power falls to 50% of the
maximum value.
    (ii) For discrete engine mapping, select at least 20 evenly spaced
setpoints from the minimum mapped speed described in paragraph (b)(4)
of this section to the check point speed described in paragraph
(b)(5)(iii) of this section. At each setpoint, stabilize speed and
allow torque to stabilize. We recommend that you stabilize an engine
for at least 15 seconds at each setpoint and record the mean feedback
speed and torque of the last (4 to 6) seconds. Record the mean speed
and torque at each setpoint.
    (iii) The check point speed of the map is the highest speed above
maximum power at which 50% of maximum power occurs. If this speed is
unsafe or unachievable (e.g., for ungoverned engines or engines that do
not operate at that point), use good engineering judgment to map up to
the maximum safe speed or maximum achievable speed. For discrete
mapping, if the engine cannot be mapped to the check point speed, make
sure the map includes at least 20 points from 95% of warm idle to the
maximum mapped

speed. For continuous mapping, if the engine cannot be mapped to the
check point speed, verify that the sweep time from 95% of warm idle to
the maximum mapped speed is (4 to 6) min.
    (iv) Note that under Sec.  1065.10(c)(1) we may allow you to
disregard portions of the map when selecting maximum test speed if the
specified procedure would result in a duty cycle that does not
represent in-use operation.
    (6) Determine warm high-idle speed for engines with a high-speed
governor. You may skip this if the engine is not subject to transient
testing with a duty cycle that includes reference speed values above
100%. You may use a manufacturer-declared warm high-idle speed if the
engine is electronically governed. For engines with a high-speed
governor that regulates speed by disabling and enabling fuel or
ignition at two manufacturer-specified speeds, declare the middle of
this specified speed range as the warm high-idle speed. You may
alternatively measure warm high-idle speed using the following
procedure:
    (i) Run an operating point targeting zero torque.
    (A) Set operator demand to maximum and use the dynamometer to
target zero torque on the engine's primary output shaft.
    (B) Wait for the engine governor and dynamometer to stabilize. We
recommend that you stabilize for at least 15 seconds.
    (C) Record 1 Hz means of the feedback speed and torque for at least
30 seconds. You may record means at a higher frequency as long as there
are no gaps in the recorded data. For engines with a high-speed
governor that regulates speed by disabling and enabling fuel or
ignition, you may need to extend this stabilization period to include
at least one disabling event at the higher speed and one enabling event
at the lower speed.
    (D) Determine if the feedback speed is stable over the recording
period. The feedback speed is considered stable if all the recorded 1
Hz means are within 2% of the mean feedback speed over the
recording period. If the feedback speed is not stable because of the
dynamometer, void the results and repeat measurements after making any
necessary corrections. You may void and repeat the entire map sequence,
or you may void and replace only the results for establishing warm
high-idle speed; use good engineering judgment to warm-up the engine
before repeating measurements.
    (E) If the feedback speed is stable, use the mean feedback speed
over the recording period as the measured speed for this operating
point.
    (F) If the feedback speed is not stable because of the engine,
determine the mean as the value representing the midpoint between the
observed maximum and minimum recorded feedback speed.
    (G) If the mean feedback torque over the recording period is within
(01)% of Tmaxmapped, use the measured speed for
this operating point as the warm high-idle speed. Otherwise, continue
testing as described in paragraph (b)(6)(ii) of this section.
    (ii) Run a second operating point targeting a positive torque.
Follow the same procedure in paragraphs (b)(6)(i)(A) through (F) of
this section, except that the dynamometer is set to target a torque
equal to the mean feedback torque over the recording period from the
previous operating point plus 20% of Tmax mapped.
    (iii) Use the mean feedback speed and torque values from paragraphs
(b)(6)(i) and (ii) of this section to determine the warm high-idle
speed. If the two recorded speed values are the same, use that value as
the warm high-idle-speed. Otherwise, use a linear equation passing
through these two speed-torque points and extrapolate to solve for the
speed at zero torque and use this speed intercept value as the warm
high-idle speed.
    (iv) You may use a manufacturer-declared Tmax instead of
the measured Tmax mapped. If you do this, you may also
measure the warm high-idle speed as described in this paragraph (b)(6)
before running the operating point and speed sweeps specified in
paragraphs (b)(4) and (5) of this section.
* * * * *
    (c) * * *
    (2) Map the amount of negative torque required to motor the engine
by repeating paragraph (b) of this section with minimum operator
demand, as applicable. You may start the negative torque map at either
the minimum or maximum speed from paragraph (b) of this section.
* * * * *
    (g) * * *
    (2) * * *
    (i) Perform an engine map by using a series of continuous sweeps to
cover the engine's full range of operating speeds. Prepare the engine
for hybrid-active mapping by ensuring that the RESS state of charge is
representative of normal operation. Perform the sweep as specified in
paragraph (b)(5)(i) of this section, but stop the sweep to charge the
RESS when the power measured from the RESS drops below the expected
maximum power from the RESS by more than 2% of total system power
(including engine and RESS power). Unless good engineering judgment
indicates otherwise, assume that the expected maximum power from the
RESS is equal to the measured RESS power at the start of the sweep
segment. For example, if the 3-second rolling average of total engine-
RESS power is 200 kW and the power from the RESS at the beginning of
the sweep segment is 50 kW, once the power from the RESS reaches 46 kW,
stop the sweep to charge the RESS. Note that this assumption is not
valid where the hybrid motor is torque-limited. Calculate total system
power as a 3-second rolling average of instantaneous total system
power. After each charging event, stabilize the engine for 15 seconds
at the speed at which you ended the previous segment with operator
demand set to maximum before continuing the sweep from that speed.
Repeat the cycle of charging, mapping, and recharging until you have
completed the engine map. You may shut down the system or include other
operation between segments to be consistent with the intent of this
paragraph (g)(2)(i). For example, for systems in which continuous
charging and discharging can overheat batteries to an extent that
affects performance, you may operate the engine at zero power from the
RESS for enough time after the system is recharged to allow the
batteries to cool. Use good engineering judgment to smooth the torque
curve to eliminate discontinuities between map intervals.
* * * * *
0
224. Amend Sec.  1065.512 by revising paragraph (b)(1) to read as
follows:

Sec.  1065.512  Duty cycle generation.

* * * * *
    (b) * * *
    (1) Engine speed for variable-speed engines. For variable-speed
engines, normalized speed may be expressed as a percentage between warm
idle speed, fnidle, and maximum test speed,
fntest, or speed may be expressed by referring to a defined
speed by name, such as ``warm idle,'' ``intermediate speed,'' or ``A,''
``B,'' or ``C'' speed. Section 1065.610 describes how to transform
these normalized values into a sequence of reference speeds,
fnref. Running duty cycles with negative or small normalized
speed values near warm idle speed may cause low-speed idle governors to
activate and the engine torque to exceed the reference torque even
though the operator demand is at a minimum. In such cases, we recommend
controlling the dynamometer so it gives priority to follow the
reference torque instead of

the reference speed and let the engine govern the speed. Note that the
cycle-validation criteria in Sec.  1065.514 allow an engine to govern
itself. This allowance permits you to test engines with enhanced-idle
devices and to simulate the effects of transmissions such as automatic
transmissions. For example, an enhanced-idle device might be an idle
speed value that is normally commanded only under cold-start conditions
to quickly warm up the engine and aftertreatment devices. In this case,
negative and very low normalized speeds will generate reference speeds
below this higher enhanced-idle speed. You may do either of the
following when using enhanced-idle devices:
    (i) Control the dynamometer so it gives priority to follow the
reference torque, controlling the operator demand so it gives priority
to follow reference speed and let the engine govern the speed when the
operator demand is at minimum.
    (ii) While running an engine where the ECM broadcasts an enhanced-
idle speed that is above the denormalized speed, use the broadcast
speed as the reference speed. Use these new reference points for duty-
cycle validation. This does not affect how you determine denormalized
reference torque in paragraph (b)(2) of this section.
    (iii) If an ECM broadcast signal is not available, perform one or
more practice cycles to determine the enhanced-idle speed as a function
of cycle time. Generate the reference cycle as you normally would but
replace any reference speed that is lower than the enhanced-idle speed
with the enhanced-idle speed. This does not affect how you determine
denormalized reference torque in paragraph (b)(2) of this section.
* * * * *
0
225. Amend Sec.  1065.514 by revising paragraph (d) to read as follows

Sec.  1065.514  Cycle-validation criteria for operation over specified
duty cycles.

* * * * *
    (d) Omitting additional points. Besides engine cranking, you may
omit additional points from cycle-validation statistics as described in
the following table:

  Table 1 of Sec.   1065.514--Permissible Criteria for Omitting Points
                  From Duty-Cycle Regression Statistics
------------------------------------------------------------------------
When operator demand is at its   you may omit . .
             . . .                      .                 if . . .
------------------------------------------------------------------------
   For reference duty cycles that are specified in terms of speed and
                              torque (f, T)
------------------------------------------------------------------------
minimum.......................  power and torque.  Tref <0% (motoring).
minimum.......................  power and speed..  fnref = 0% (idle
                                                    speed) and Tref = 0%
                                                    (idle torque) and
                                                    Tref-(2% [middot]
                                                    Tmax mapped) < T <
                                                    Tref + (2% [middot]
                                                    Tmax mapped).
minimum.......................  power and speed..  fnref < enhanced-idle
                                                    speed \a\ and Tref >
                                                    0%.
minimum.......................  power and either   fn > fnref or T >
                                 torque or speed.   Tref but not if fn >
                                                    (fnref [middot]
                                                    102%) and T Tref +
                                                    (2% [middot] Tmax
                                                    mapped).
maximum.......................  power and either   fn < fnref or T <
                                 torque or speed.   Tref but not if fn <
                                                    (fnref [middot] 98%)
                                                    and T < Tref-(2%
                                                    [middot] Tmax
                                                    mapped).
------------------------------------------------------------------------
For reference duty cycles that are specified in terms of speed and power
                                 (f, P)
------------------------------------------------------------------------
minimum.......................  power and torque.  Pref < 0% (motoring).
minimum.......................  power and speed..  fnref = 0% (idle
                                                    speed) and Pref = 0%
                                                    (idle power) and
                                                    Pref-(2% [middot]
                                                    Pmax mapped) < P <
                                                    Pref + (2% [middot]
                                                    Pmax mapped).
minimum.......................  power and either   fn > fnref or P >
                                 torque or speed.   Pref but not if fn >
                                                    (fnref [middot]
                                                    102%) and P > Pref +
                                                    (2% [middot] Pmax
                                                    mapped).
maximum.......................  power and either   fn < fnref or P <
                                 torque or speed.   Pref but not if fn <
                                                    (fnref [middot] 98%)
                                                    and P < Pref-(2%
                                                    [middot] Pmax
                                                    mapped).
------------------------------------------------------------------------
\a\ Enhanced-idle speed determined from ECM broadcast or practice cycle.

* * * * *
0
226. Amend Sec.  1065.545 by revising paragraphs (a) and (b)
introductory text to read as follows:

Sec.  1065.545  Verification of proportional flow control for batch
sampling.

* * * * *
    (a) For any pair of sample and total flow rates, use continuous
recorded data or 1 Hz means. Total flow rate means the raw exhaust flow
rate for raw exhaust sampling and the dilute exhaust flow rate for CVS
sampling. For each test interval, determine the standard error of the
estimate, SEE, of the sample flow rate versus the total flow rate as
described in Sec.  1065.602, forcing the intercept to zero. Determine
the mean sample flow rate over each test interval as described in Sec.
1065.602. For each test interval, demonstrate that SEE is at or below
3.5% of the mean sample flow rate.
    (b) For any pair of sample and total flow rates, use continuous
recorded data or 1 Hz means. Total flow rate means the raw exhaust flow
rate for raw exhaust sampling and the dilute exhaust flow rate for CVS
sampling. For each test interval, demonstrate that each flow rate is
constant within 2.5% of its respective mean or target flow
rate. You may use the following options instead of recording the
respective flow rate of each type of meter:
* * * * *
0
227. Amend Sec.  1065.610 by revising paragraph (c)(2) to read as
follows:

Sec.  1065.610  Duty cycle generation.

* * * * *
    (c) * * *
    (2) A, B, C, and D speeds. If your normalized duty cycle specifies
speeds as A, B, C, or D values, use your power-versus-speed curve to
determine the lowest speed below maximum power at which 50% of maximum
power occurs. Denote this value as nlo. Take nlo
to be warm idle speed if all power points at speeds below the maximum
power speed are higher than 50% of maximum power. Also determine the
highest speed above maximum power at which 70% of maximum power occurs.
Denote this value as nhi. If all power points at speeds
above the maximum power speed are higher than 70% of maximum power,
take nhi to be the declared maximum safe engine speed or the
declared maximum representative engine speed, whichever is lower. Use

nhi and nlo to calculate reference values for A,
B, C, or D speeds as follows:
[GRAPHIC] [TIFF OMITTED] TP28MR22.107

Example:

nlo = 1005 r/min
nhi = 2385 r/min
fnrefA = 0.25 [middot] (2385-1005) + 1005
fnrefB = 0.25 [middot] (2385-1005) + 1005
fnrefC = 0.25 [middot] (2385-1005) + 1005
fnrefD = 0.25 [middot] (2385-1005) + 1005
fnrefA = 1350 r/min
fnrefB = 1695 r/min
fnrefC = 2040 r/min
fnrefD = 1212 r/min
* * * * *
0
228. Amend Sec.  1065.650 by revising paragraphs (a), (c)(2)(i), (3),
(4)(i), and (6), (d)(7), (e)(1) and (2), (f)(1) and (2), and (g)(1) and
(2) to read as follows:

Sec.  1065.650  Emission calculations.

    (a) General. Calculate brake-specific emissions over each
applicable duty cycle or test interval. For test intervals with zero
work (or power), calculate the emission mass (or mass rate), but do not
calculate brake-specific emissions. Unless specified otherwise, for the
purposes of calculating and reporting emission mass (or mass rate), do
not alter any negative values of measured or calculated quantities. You
may truncate negative values in chemical balance quantities listed in
Sec.  1065.655(c) to facilitate convergence. For duty cycles with
multiple test intervals, refer to the standard-setting part for
calculations you need to determine a composite result, such as a
calculation that weights and sums the results of individual test
intervals in a duty cycle. If the standard-setting part does not
include those calculations, use the equations in paragraph (g) of this
section. This section is written based on rectangular integration,
where each indexed value (i.e., ``i'') represents (or approximates) the
mean value of the parameter for its respective time interval, delta-t.
You may also integrate continuous signals using trapezoidal integration
consistent with good engineering judgment.
* * * * *
    (c) * * *
    (2) * * *
    (i) Varying flow rate. If you continuously sample from a varying
exhaust flow rate, time align and then multiply concentration
measurements by the flow rate from which you extracted it. We consider
the following to be examples of varying flows that require a continuous
multiplication of concentration times molar flow rate: Raw exhaust,
exhaust diluted with a constant flow rate of dilution air, and CVS
dilution with a CVS flow meter that does not have an upstream heat
exchanger or electronic flow control. This multiplication results in
the flow rate of the emission itself. Integrate the emission flow rate
over a test interval to determine the total emission. If the total
emission is a molar quantity, convert this quantity to a mass by
multiplying it by its molar mass, M. The result is the mass of the
emission, m. Calculate m for continuous sampling with variable flow
using the following equations:
[GRAPHIC] [TIFF OMITTED] TP28MR22.108

Example:

MNMHC = 13.875389 g/mol
N = 1200
xNMHC1 = 84.5 [mu]mol/mol = 84.5 [middot] 10-6
mol/mol
xNMHC2 = 86.0 [mu]mol/mol = 86.0 [middot] 10-6
mol/mol
nexh1 = 2.876 mol/s
nexh2 = 2.224 mol/s
frecord = 1 Hz

    Using Eq. 1065.650-5,

[Delta]t = 1/1 = 1 s
mNMHC = 13.875389 [middot] (84.5 [middot] 10-6
[middot] 2.876 + 86.0 [middot] 10-6 [middot] 2.224 + . . . +
xNMHC1200 [middot] nexh) [middot] 1
mNMHC = 25.23 g
* * * * *
    (3) Batch sampling. For batch sampling, the concentration is a
single value from a proportionally extracted batch sample (such as a
bag, filter, impinger, or cartridge). In this case, multiply the mean
concentration of the batch sample by the total flow from which the
sample was extracted. You may calculate total flow by integrating a
varying flow rate or by determining the mean of a constant flow rate,
as follows:
    (i) Varying flow rate. If you collect a batch sample from a varying
exhaust flow rate, extract a sample proportional to the varying exhaust
flow rate. We consider the following to be examples of varying flows
that require proportional sampling: Raw exhaust, exhaust diluted with a
constant flow rate of dilution air, and CVS dilution with a CVS flow
meter that does not have an upstream heat exchanger or electronic flow
control. Integrate the flow rate over a test interval to determine the
total flow from which you extracted the proportional sample. Multiply
the mean concentration of the batch sample by the total flow from which
the sample was extracted to determine the total emission. If the total
emission is a molar quantity, convert this quantity to a mass by
multiplying it by its molar mass, M. The result is the total emission
mass, m. In the case of PM emissions, where the mean PM concentration
is already in

units of mass per mole of exhaust, simply multiply it by the total
flow. The result is the total mass of PM, mPM. Calculate m
for each constituent as follows:
    (A) Calculate m for measuring gaseous emission constituents with
sampling that results in a molar concentration, x, using the following
equation:
[GRAPHIC] [TIFF OMITTED] TP28MR22.109

Example:

MNOx = 46.0055 g/mol
N = 9000
xNOx = 85.6 [mu]mol/mol = 85.6 [middot] 10-6 mol/
mol
ndexh1 = 25.534 mol/s
ndexh2 = 26.950 mol/s
frecord = 5 Hz

    Using Eq. 1065.650-5:

[Delta]t = 1/5 = 0.2
mNOx = 46.0055 [middot] 85.6 [middot] 10-6
[middot] (25.534 + 26.950 + . . . + nexh9000) [middot] 0.2
mNOx = 4.201 g

    (B) Calculate m for sampling PM or any other analysis of a batch
sample that yields a mass per mole of exhaust, M, using the following
equation:
[GRAPHIC] [TIFF OMITTED] TP28MR22.110

    (ii) Proportional or constant flow rate. If you batch sample from a
constant exhaust flow rate, extract a sample at a proportional or
constant flow rate. We consider the following to be examples of
constant exhaust flows: CVS diluted exhaust with a CVS flow meter that
has either an upstream heat exchanger, electronic flow control, or
both. Determine the mean molar flow rate from which you extracted the
sample. Multiply the mean concentration of the batch sample by the mean
molar flow rate of the exhaust from which the sample was extracted to
determine the total emission and multiply the result by the time of the
test interval. If the total emission is a molar quantity, convert this
quantity to a mass by multiplying it by its molar mass, M. The result
is the total emission mass, m. In the case of PM emissions, where the
mean PM concentration is already in units of mass per mole of exhaust,
simply multiply it by the total flow, and the result is the total mass
of PM, mPM. Calculate m for each constituent as follows:
    (A) Calculate m for measuring gaseous emission constituents with
sampling that results in a molar concentration, x, using the following
equation:
[GRAPHIC] [TIFF OMITTED] TP28MR22.111

    (B) Calculate m for sampling PM or any other analysis of a batch
sample that yields a mass per mole of exhaust, M, using the following
equation:
[GRAPHIC] [TIFF OMITTED] TP28MR22.112

    (C) The following example illustrates a calculation of
mPM:

MPM = 144.0 [mu]g/mol = 144.0 [middot] 10-6 g/mol
ndexh = 57.692 mol/s
[Delta]t = 1200 s
mPM = 144.0 [middot] 10-6 [middot] 57.692
[middot] 1200
mPM = 9.9692 g

    (4) * * *
    (i) For sampling with a constant dilution ratio, DR, of diluted
exhaust versus exhaust flow (e.g., secondary dilution for PM sampling),
calculate m using the following equation:
[GRAPHIC] [TIFF OMITTED] TP28MR22.113

Example:

mPMdil = 6.853 g
DR = 6:1
mPM = 6.853 [middot] 6
mPM = 41.118 g
* * * * *
    (6) Mass of NMNEHC. Determine the mass of NMNEHC using one of the
following methods:
    (i) If the test fuel has less than 0.010 mol/mol of ethane and you
omit the NMNEHC calculations as described in Sec.  1065.660(c)(1), take
the corrected mass of NMNEHC to be 0.95 times the corrected mass of
NMHC.
    (ii) If the test fuel has at least 0.010 mol/mol of ethane and you
omit the NMNEHC calculations as described in Sec.  1065.660(c)(1), take
the corrected mass of NMNEHC to be 1.0 times the corrected mass of
NMHC.
    (d) * * *
    (7) Integrate the resulting values for power over the test
interval. Calculate total work as follows:
[GRAPHIC] [TIFF OMITTED] TP28MR22.114

Where:

W = total work from the primary output shaft.
Pi = instantaneous power from the primary output shaft over an
interval i.
[GRAPHIC] [TIFF OMITTED] TP28MR22.115

[GRAPHIC] [TIFF OMITTED] TP28MR22.116

* * * * *
    (e) * * *
    (1) To calculate, mi, multiply its mean concentration, x, by its
corresponding mean molar flow rate, ni. If the result is a molar flow
rate, convert this quantity to a mass rate by multiplying it by its
molar mass, M. The result is the mean mass rate of the emission, mi. In
the case of PM emissions, where the mean PM concentration is already in
units of mass per mole of exhaust, simply multiply it by the mean molar
flow rate, ni. The result is the mass rate of PM, mPM.
Calculate mi using the following equation:
[GRAPHIC] [TIFF OMITTED] TP28MR22.117

    (2) To calculate an engine's mean steady-state total power, P, add
the mean steady-state power from all the work paths described in Sec.
1065.210 that cross the system boundary including electrical power,
mechanical shaft power, and fluid pumping power. For all work paths,
except the engine's primary output shaft (crankshaft), the mean steady-
state power over the test interval is the integration of the net work
flow rate (power) out of the system boundary divided by the period of
the test interval. When power flows into the system boundary, the
power/work flow rate signal becomes negative; in this case, include
these negative power/work rate values in the integration to calculate
the mean power from that work path. Some work paths may result in a
negative mean power. Include negative mean power values from any work
path in the mean total power from the engine rather than setting these
values to zero. The rest of this paragraph (e)(2) describes how to
calculate the mean power from the engine's primary output shaft.
Calculate P using Eq. 1065.650-13, noting that P, f, and T refer to
mean power, mean rotational shaft frequency, and mean torque from the
primary output shaft. Account for the power of simulated accessories
according to Sec.  1065.110 (reducing the mean primary output shaft
power or torque by the accessory power or torque). Set the power to
zero during actual motoring operation (negative feedback torques),
unless the engine was connected to one or more energy storage devices.
Examples of such energy storage devices include hybrid powertrain
batteries and hydraulic accumulators, like the ones illustrated in
Figure 1 of Sec.  1065.210. Set the power to zero for modes with a zero
reference load (0 N[middot]m reference torque or 0 kW reference power).
Include power during idle modes with simulated minimum torque or power.
[GRAPHIC] [TIFF OMITTED] TP28MR22.118

* * * * *
    (f) * * *
    (1) Total mass. To determine a value proportional to the total mass
of an emission, determine total mass as described in paragraph (c) of
this section, except substitute for the molar flow rate, n, or the
total flow, n, with a signal that is linearly proportional to molar
flow rate, nj, or linearly proportional to total flow, n, as follows:
[GRAPHIC] [TIFF OMITTED] TP28MR22.119

    (2) Total work. To calculate a value proportional to total work
over a test interval, integrate a value that is proportional to power.
Use information about the brake-specific fuel consumption of your
engine, efuel, to convert a signal proportional to fuel flow
rate to a signal proportional to power. To determine a signal
proportional to fuel flow rate, divide a signal that is proportional to
the mass rate of carbon products by the fraction of carbon in your
fuel, wC. You may use a measured wC or you may
use default values for a given fuel as described in Sec.  1065.655(e).
Calculate the mass rate of carbon from the amount of carbon and water
in the exhaust, which you determine with a chemical balance of fuel,
DEF, intake air, and exhaust as described in Sec.  1065.655. In the
chemical balance, you must use concentrations from the flow that
generated the signal proportional to molar flow rate, nj, in paragraph
(e)(1) of this section. Calculate a value proportional to total work as
follows:

[GRAPHIC] [TIFF OMITTED] TP28MR22.120

* * * * *
    (g) * * *
    (1) Use the following equation to calculate composite brake-
specific emissions for duty cycles with multiple test intervals all
with prescribed durations, such as cold-start and hot-start transient
cycles:
[GRAPHIC] [TIFF OMITTED] TP28MR22.121

Where:

i = test interval number.
N = number of test intervals.
WF = weighting factor for the test interval as defined in the
standard-setting part.
m = mass of emissions over the test interval as determined in
paragraph (c) of this section.
W = total work from the engine over the test interval as determined
in paragraph (d) of this section.

Example:

N = 2
WF1 = 0.1428
WF2 = 0.8572
m1 = 70.125 g
m2 = 64.975 g
W1 = 25.783 kW [middot] hr
W2 = 25.783 kW [middot] hr
[GRAPHIC] [TIFF OMITTED] TP28MR22.122

eNOxcomp = 2.548 g/kW [middot] hr

    (2) Calculate composite brake-specific emissions for duty cycles
with multiple test intervals that allow use of varying duration, such
as discrete-mode steady-state duty cycles, as follows:
    (i) Use the following equation if you calculate brake-specific
emissions over test intervals based on total mass and total work as
described in paragraph (b)(1) of this section:
[GRAPHIC] [TIFF OMITTED] TP28MR22.123

Where:

i = test interval number.
N = number of test intervals.
WF = weighting factor for the test interval as defined in the
standard-setting part.
m = mass of emissions over the test interval as determined in
paragraph (c) of this section.
W = total work from the engine over the test interval as determined
in paragraph (d) of this section.
t = duration of the test interval.

Example:

N = 2
WF1 = 0.85
WF1 = 0.15
m1 = 1.3753 g
m2 = 0.4135 g
t1 = 120 s
t2 = 200 s
W1 = 2.8375 kW [middot] hr
W2 = 0.0 kW [middot] hr
[GRAPHIC] [TIFF OMITTED] TP28MR22.124

eNOxcomp = 0.5001 g/kW [middot] hr

    (ii) Use the following equation if you calculate brake-specific
emissions over test intervals based on the ratio of mass rate to power
as described in paragraph (b)(2) of this section:
[GRAPHIC] [TIFF OMITTED] TP28MR22.125

Where:

i = test interval number.
N = number of test intervals.
WF = weighting factor for the test interval as defined in the
standard-setting part.
mi = mean steady-state mass rate of emissions over the test interval
as determined in paragraph (e) of this section.
P = mean steady-state power over the test interval as described in
paragraph (e) of this section.

Example:

N = 2
WF1 = 0.85
WF2 = 0.15
mi1 = 2.25842 g/hr
mi2 = 0.063443 g/hr
P1 = 4.5383 kW
P2 = 0.0 kW
[GRAPHIC] [TIFF OMITTED] TP28MR22.126

eNOxcomp = 0.5001 g/kW [middot] hr
* * * * *
0
229. Amend Sec.  1065.655 by revising paragraph (e)(1)(i) to read as
follows:

Sec.  1065.655  Chemical balances of fuel, DEF, intake air, and
exhaust.

* * * * *
    (e) * * *
    (1) * * *
    (i) Determine the carbon and hydrogen mass fractions according to
ASTM D5291 (incorporated by reference in Sec.  1065.1010). When using
ASTM D5291 to determine carbon and hydrogen mass fractions of gasoline
(with or without blended ethanol), use good engineering judgment to
adapt the method as appropriate. This may include consulting with the
instrument manufacturer on how to test high-volatility fuels. Allow the
weight of volatile fuel samples to stabilize for 20 minutes before
starting the analysis; if the weight still drifts after 20 minutes,
prepare a new sample). Retest the sample if the carbon, hydrogen,
oxygen, sulfur, and nitrogen mass fractions do not add up to a total
mass of 100  0.5%; you may assume oxygen has a zero mass
contribution for this specification for diesel fuel and neat (E0)
gasoline. You may also assume that sulfur and nitrogen have a zero mass
contribution for this specification for all fuels except residual fuel
blends.
* * * * *
0
230. Amend Sec.  1065.660 by revising paragraph (c)(1) to read as
follows:

Sec.  1065.660  THC, NMHC, NMNEHC, CH4, and C2H6 determination.

* * * * *
    (c) * * *
    (1) Calculate xNMNEHC based on the test fuel's ethane
content as follows:
    (i) If the content of your test fuel contains less than 0.010 mol/
mol of ethane, you may omit the calculation of NMNEHC concentration and
calculate the mass of NMNEHC as described in Sec.  1065.650(c)(6)(i).
    (ii) If the content of your fuel test contains at least 0.010 mol/
mol of ethane, you may omit the calculation of NMNEHC concentration and
calculate the mass of NMNEHC as described in Sec.  1065.650(c)(6)(ii).
* * * * *
0
231. Amend Sec.  1065.667 by revising paragraph (a) to read as follows:

Sec.  1065.667  Dilution air background emission correction.

    (a) To determine the mass of background emissions to subtract from
a diluted exhaust sample, first determine the total flow of dilution
air, ndil, over the test interval. This may be a measured
quantity or a calculated quantity. Multiply the total flow of dilution
air by the mean mole fraction (i.e., concentration) of a background
emission. This may be a time-weighted mean or a flow-weighted mean
(e.g., a proportionally sampled background). Finally, multiply by the
molar mass, M, of the associated gaseous emission constituent. The
product of ndil and the mean molar concentration of a
background emission and its molar mass, M, is the total background
emission mass, m. In the case of PM, where the mean PM concentration is
already in units of mass per mole of exhaust, multiply it by the total
amount of dilution air flow, and the result is the total background
mass of PM, mPM. Subtract total background mass from total
mass to correct for background emissions.
* * * * *
0
232. Amend Sec.  1065.672 by revising paragraphs (d)(3) and (4) to read
as follows:

Sec.  1065.672  Drift correction.

* * * * *
    (d) * * *
    (3) For any pre-test interval concentrations, use the last
concentration determined before the test interval. For some test
intervals, the last pre-zero or pre-span might have occurred before one
or more earlier test intervals.
    (4) For any post-test interval concentrations, use the first
concentration determined after the test interval. For some test
intervals, the first post-zero or post-span might occur after one or
more later test intervals.
* * * * *
0
233. Amend Sec.  1065.680 by revising the introductory text to read as
follows:

Sec.  1065.680  Adjusting emission levels to account for infrequently
regenerating aftertreatment devices.

    This section describes how to calculate and apply emission
adjustment factors for engines using aftertreatment technology with
infrequent regeneration events that may occur during testing. These
adjustment factors are typically calculated based on measurements
conducted for the purposes of engine certification, and then used to
adjust the results of testing related to demonstrating compliance with
emission standards. For this section, ``regeneration'' means an
intended event during which emission levels change while the system
restores aftertreatment performance. For example, exhaust gas
temperatures may increase temporarily to remove sulfur from an adsorber
or SCR catalyst or to oxidize accumulated particulate matter in a trap.
The duration of this event extends until the aftertreatment performance
and emission levels have returned to normal baseline levels. Also,
``infrequent'' refers to regeneration events that are expected to occur
on average less than once over a transient or ramped-modal duty cycle,
or on average less than once per mode in a discrete-mode test.
* * * * *
0
234. Amend Sec.  1065.695 by revising paragraph (a) to read as follows:

Sec.  1065.695  Data requirements.

    (a) To determine the information we require from engine tests,
refer to the standard-setting part and request from your EPA Program
Officer the format used to apply for certification or demonstrate
compliance. We may require different information for different
purposes, such as for certification applications, approval requests for
alternate procedures, selective enforcement audits, laboratory audits,
production-line test reports, and field-test reports.
* * * * *
0
235. Amend Sec.  1065.715 by revising paragraph (b)(3) to read as
follows:

Sec.  1065.715  Natural gas.

* * * * *
    (b) * * *

    (3) You may ask for approval to use fuel that does not meet the
specifications in paragraph (a) of this section, but only if using the
fuel would not adversely affect your ability to demonstrate compliance
with the applicable standards in this chapter.
* * * * *
0
236. Amend Sec.  1065.720 by revising paragraphs (a) and (b)(3) to read
as follows:

Sec.  1065.720  Data requirements.

    (a) Except as specified in paragraph (b) of this section, liquefied
petroleum gas for testing must meet the specifications in the following
table:

        Table 1 to Paragraph (a) of Sec.   1065.720--Test Fuel Specifications for Liquefied Petroleum Gas
----------------------------------------------------------------------------------------------------------------
                Property                                     Value                      Reference procedure \a\
----------------------------------------------------------------------------------------------------------------
Propane, C3H8...........................  Minimum, 0.85 m\3\/m\3\...................  ASTM D2163.
Vapor pressure at 38 [deg]C.............  Maximum, 1400 kPa.........................  ASTM D1267 or ASTM
                                                                                D2598.\b\
Butanes.................................  Maximum, 0.05 m\3\/m\3\...................  ASTM D2163.
Butenes.................................  Maximum, 0.02 m\3\/m\3\...................  ASTM D2163.
Pentenes and heavier....................  Maximum, 0.005 m\3\/m\3\..................  ASTM D2163.
Propene.................................  Maximum, 0.1 m\3\/m\3\....................  ASTM D2163.
Residual matter (residue on evaporation   Maximum, 0.05 ml pass \c\.................  ASTM D2158.
 of 100 ml oil stain observation).
Corrosion, copper strip.................  Maximum, No. 1............................  ASTM D1838.
Sulfur..................................  Maximum, 80 mg/kg.........................  ASTM D6667.
Moisture content........................  pass......................................  ASTM D2713.
----------------------------------------------------------------------------------------------------------------
\a\ Incorporated by reference; see Sec.   1065.1010. See Sec.   1065.701(d) for other allowed procedures.
\b\ If these two test methods yield different results, use the results from ASTM D1267.
\c\ The test fuel must not yield a persistent oil ring when you add 0.3 ml of solvent residue mixture to a
  filter paper in 0.1 ml increments and examine it in daylight after two minutes.

    (b) * * *
    (3) You may ask for approval to use fuel that does not meet the
specifications in paragraph (a) of this section, but only if using the
fuel would not adversely affect your ability to demonstrate compliance
with the applicable standards in this chapter.
* * * * *
0
237. Revise Sec.  1065.790 to read as follows:

Sec.  1065.790  Mass standards.

    (a) PM balance calibration weights. Use PM balance calibration
weights that are certified as NIST-traceable within 0.1%
uncertainty. Make sure your highest calibration weight has no more than
ten times the mass of an unused PM-sample medium.
    (b) Dynamometer, fuel mass scale, and DEF mass scale calibration
weights. Use dynamometer and mass scale calibration weights that are
certified as NIST-traceable within 0.1% uncertainty.
0
238. Amend Sec.  1065.901 by revising paragraphs (a) and (b)(3) to read
as follows:

Sec.  1065.901  Applicability.

    (a) Field testing. This subpart specifies procedures for field-
testing engines to determine brake-specific emissions and mass rate
emissions using portable emission measurement systems (PEMS). These
procedures are designed primarily for in-field measurements of engines
that remain installed in vehicles or equipment the field. Field-test
procedures apply to your engines only as specified in the standard-
setting part.
    (b) * * *
    (3) Do not use PEMS for laboratory measurements if it prevents you
from demonstrating compliance with the applicable standards in this
chapter. Some of the PEMS requirements in this part 1065 are less
stringent than the corresponding laboratory requirements. Depending on
actual PEMS performance, you might therefore need to account for some
additional measurement uncertainty when using PEMS for laboratory
testing. If we ask, you must show us by engineering analysis that any
additional measurement uncertainty due to your use of PEMS for
laboratory testing is offset by the extent to which your engine's
emissions are below the applicable standards in this chapter. For
example, you might show that PEMS versus laboratory uncertainty
represents 5% of the standard, but your engine's deteriorated emissions
are at least 20% below the standard for each pollutant.
0
239. Amend Sec.  1065.910 by revising paragraphs (b) and (d)(2) to read
as follows:

Sec.  1065.910  PEMS auxiliary equipment for field testing.

* * * * *
    (b) Locate the PEMS to minimize the effects of the following
parameters or place the PEMS in an environmental enclosure that
minimizes the effect of these parameters on the emission measurement:
    (1) Ambient temperature changes.
    (2) Electromagnetic radiation.
    (3) Mechanical shock and vibration.
* * * * *
    (d) * * *
    (2) You may install your own portable power supply. For example,
you may use batteries, fuel cells, a portable generator, or any other
power supply to supplement or replace your use of vehicle power. You
may connect an external power source directly to the vehicle's,
vessel's, or equipment's power system; however, you must not supply
power to the vehicle's power system in excess of 1% of the engine's
maximum power.
0
240. Amend Sec.  1065.915 by revising paragraph (d)(6) to read as
follows:

Sec.  1065.915  PEMS instruments.

* * * * *
    (d) * * *
    (6) Permissible deviations. ECM signals may deviate from the
specifications of this part 1065, but the expected deviation must not
prevent you from demonstrating that you meet the applicable standards
in this chapter. For example, your emission results may be sufficiently
below an applicable standard, such that the deviation would not
significantly change the result. As another example, a very low engine-
coolant temperature may define a logical statement that determines when
a test interval may start. In this case, even if the ECM's sensor for
detecting coolant temperature was not very accurate or repeatable, its
output would never deviate so far as to significantly affect when a
test interval may start.
0
241. Amend Sec.  1065.920 by:
0
a. Revising paragraphs (b)(2), (b)(4) introductory text, and
(b)(4)(iii).
0
b. Removing paragraph (b)(5).
0
c. Redesignating paragraphs (b)(6) and (7) as (b)(5) and (6),
respectively.

0
d. Revising newly redesignated paragraph (b)(6)(ii).
    The revisions read as follows:

Sec.  1065.920  PEMS calibrations and verifications.

* * * * *
    (b) * * *
    (2) Select or create a duty cycle that has all the following
characteristics:
    (i) Engine operation that represents normal in-use speeds, loads,
and degree of transient activity. Consider using data from previous
field tests to generate a cycle.
    (ii) A duration of (6 to 9) hours.
* * * * *
    (4) Determine the brake-specific emissions and mass rate emissions,
as applicable, for each test interval for both laboratory and the PEMS
measurements, as follows:
* * * * *
    (iii) If the standard-setting part specifies the use of a
measurement allowance for field testing, also apply the measurement
allowance during calibration using good engineering judgment. If the
measurement allowance is normally added to the standard, this means you
must subtract the measurement allowance from measured PEMS emission
results.
* * * * *
    (6) * * *
    (ii) The entire set of test-interval results passes the 95%
confidence alternate-procedure statistics for field testing (t-test and
F-test) specified in Sec.  1065.12.
0
242. Amend Sec.  1065.935 by revising paragraphs (d)(4) and (g) to read
as follows:

Sec.  1065.935  Emission test sequence for field testing.

* * * * *
    (d) * * *
    (4) Conduct periodic verifications such as zero and span
verifications on PEMS gas analyzers and use these to correct for drift
according to paragraph (g) of this section. Do not include data
recorded during verifications in emission calculations. Conduct the
verifications as follows:
    (i) For PEMS gas analyzers used to determine NTE emission values,
perform verifications as recommended by the PEMS manufacturer or as
indicated by good engineering judgment.
    (ii) For PEMS gas analyzers used to determine bin emission values,
perform zero verifications at least hourly using purified air. Perform
span verification at the end of the shift-day or more frequently as
recommended by the PEMS manufacturer or as indicated by good
engineering judgment.
* * * * *
    (g) Take the following steps after emission sampling is complete:
    (1) As soon as practical after emission sampling, analyze any
gaseous batch samples.
    (2) If you used dilution air, either analyze background samples or
assume that background emissions were zero. Refer to Sec.  1065.140 for
dilution-air specifications.
    (3) After quantifying all exhaust gases, record mean analyzer
values after stabilizing a zero gas to each analyzer, then record mean
analyzer values after stabilizing the span gas to the analyzer.
Stabilization may include time to purge an analyzer of any sample gas
and any additional time to account for analyzer response. Use these
recorded values, including pre-test verifications and any zero
verifications during testing, to correct for drift as described in
Sec.  1065.550.
    (4) Verify PEMS gas analyzers used to determine NTE emission values
as follows:
    (i) Invalidate any data that does not meet the range criteria in
Sec.  1065.550. Note that it is acceptable that analyzers exceed 100%
of their ranges when measuring emissions between test intervals, but
not during test intervals. You do not have to retest an engine if the
range criteria are not met.
    (ii) Invalidate any data that does not meet the drift criterion in
Sec.  1065.550. For HC, invalidate any data if the difference between
the uncorrected and the corrected brake-specific HC emission values are
within 10% of the uncorrected results or the applicable
standard, whichever is greater. For data that does meet the drift
criterion, correct those test intervals for drift according to Sec.
1065.672 and use the drift corrected results in emissions calculations.
    (5) Verify PEMS gas analyzers used to determine bin emission values
as follows:
    (i) Invalidate data from a whole shift-day if more than 1% of
recorded 1 Hz data exceeds 100% of the selected gas analyzer range. For
analyzer outputs exceeding 100% of range, calculate emission results
using the reported value. You must retest an engine if the range
criteria are not met.
    (ii) Invalidate any data for periods in which the CO,
CO2, and HC gas analyzers do not meet the drift criterion in
Sec.  1065.550. For HC, invalidate data if the difference between the
uncorrected and the corrected brake-specific HC emission values are
within 10% of the uncorrected results or the applicable
standard, whichever is greater. For data that do meet the drift
criterion, correct that data for drift according to Sec.  1065.672 and
use the drift corrected results in emissions calculations.
    (iii) For PEMS NOX analyzers used to determine bin
emission values, use the following drift limits to verify drift instead
of meeting the drift criteria specified in Sec.  1065.550:
    (A) The allowable analyzer zero-drift between successive zero
verifications is 2.5 ppm. The analyzer zero-drift limit
over the shift-day is 10 ppm.
    (B) The allowable analyzer span-drift limit is 4% of
the measured span value between successive span verifications.
    (6) Unless you weighed PM in-situ, such as by using an inertial PM
balance, place any used PM samples into covered or sealed containers
and return them to the PM-stabilization environment and weigh them as
described in Sec.  1065.595.
0
243. Amend Sec.  1065.1001 by:
0
a. Removing the definition for ``Designated Compliance Officer''.
0
b. Adding definitions for ``Dual-fuel'', ``EPA Program Officer'', and
``Flexible-fuel'' in alphabetical order.
0
c. Removing the definition for ``Intermediate test speed''.
0
d. Adding a definition for ``Intermediate speed'' in alphabetical
order.
0
e. Revising the definition for ``NIST-traceable''.
0
f. Adding definitions for ``No-load'' and ``Rechargeable Energy Storage
System (RESS)'' in alphabetical order.
0
g. Revising the definition for ``Steady-state''.
    The additions and revisions read as follows:

Sec.  1065.1001  Definitions.

* * * * *
    Dual-fuel has the meaning given in the standard-setting part.
* * * * *
    EPA Program Officer means the Director, Compliance Division, U.S.
Environmental Protection Agency, 2000 Traverwood Dr., Ann Arbor, MI
48105.
* * * * *
    Flexible-fuel has the meaning given in the standard-setting part.
* * * * *
    Intermediate speed has the meaning given in Sec.  1065.610.
* * * * *
    NIST-traceable means relating to a standard value that can be
related to NIST-stated references through an unbroken chain of
comparisons, all having stated uncertainties, as specified in NIST
Technical Note 1297 (incorporated by reference in Sec.  1065.1010).
Allowable uncertainty

limits specified for NIST-traceability refer to the propagated
uncertainty specified by NIST.
* * * * *
    No-load means a dynamometer setting of zero torque.
* * * * *
    Rechargeable Energy Storage System (RESS) means the components of a
hybrid engine or vehicle that store recovered energy for later use,
such as the battery system in a hybrid electric vehicle.
* * * * *
    Steady-state means relating to emission tests in which engine speed
and load are held at a finite set of nominally constant values. Steady-
state tests are generally either discrete-mode tests or ramped-modal
tests.
* * * * *
0
244. Amend Sec.  1065.1005 by adding a row in Table 1 of paragraph (a)
for ``[kappa]'' in alphanumeric order and revising paragraphs (b), and
(f)(1), (3), and (4) to read as follows:

Sec.  1065.1005  Symbols, abbreviations, acronyms, and units of
measure.

* * * * *
    (a) * * *

                               Table 1 of Sec.   1065.1005--Symbols for Quantities
----------------------------------------------------------------------------------------------------------------
                                                                                Units in terms of
         Symbol                 Quantity                Unit                Unit symbol          SI base units
----------------------------------------------------------------------------------------------------------------

                                                  * * * * * * *
[kappa].................  opacity............

                                                  * * * * * * *
----------------------------------------------------------------------------------------------------------------

* * * * *
    (b) Symbols for chemical species. This part uses the following
symbols for chemical species and exhaust constituents:

               Table 2 of Sec.   1065.1005--Symbols for Chemical Species and Exhaust Constituents
----------------------------------------------------------------------------------------------------------------
              Symbol                                                  Species
----------------------------------------------------------------------------------------------------------------
Ar...............................  argon.
C................................  carbon.
CH2O.............................  formaldehyde.
CH2O2............................  formic acid.
CH3OH............................  methanol.
CH4..............................  methane.
C2H4O............................  acetaldehyde.
C2H5OH...........................  ethanol.
C2H6.............................  ethane.
C3H7OH...........................  propanol.
C3H8.............................  propane.
C4H10............................  butane.
C5H12............................  pentane.
CO...............................  carbon monoxide.
CO2..............................  carbon dioxide.
H................................  atomic hydrogen.
H2...............................  molecular hydrogen.
H2O..............................  water.
H2SO4............................  sulfuric acid.
HC...............................  hydrocarbon.
He...............................  helium.
85Kr.............................  krypton 85.
N2...............................  molecular nitrogen.
NH3..............................  ammonia.
NMHC.............................  nonmethane hydrocarbon.
NMHCE............................  nonmethane hydrocarbon equivalent.
NMNEHC...........................  nonmethane-nonethane hydrocarbon.
NO...............................  nitric oxide.
NO2..............................  nitrogen dioxide.
NOX..............................  oxides of nitrogen.
N2O..............................  nitrous oxide.
NMOG.............................  nonmethane organic gases.
NONMHC...........................  non-oxygenated nonmethane hydrocarbon.
NOTHC............................  non-oxygenated total hydrocarbon.
O2...............................  molecular oxygen.
OHC..............................  oxygenated hydrocarbon.
210Po............................  polonium 210.
PM...............................  particulate matter.
S................................  sulfur.
SVOC.............................  semi-volatile organic compound.
THC..............................  total hydrocarbon.
THCE.............................  total hydrocarbon equivalent.

ZrO2.............................  zirconium dioxide.
----------------------------------------------------------------------------------------------------------------

* * * * *
    (f) * * *
    (1) This part uses the following constants for the composition of
dry air:

                 Table 6 of Sec.   1065.1005--Constants
------------------------------------------------------------------------
         Symbol                 Quantity                 mol/mol
------------------------------------------------------------------------
[khgr]Arair............  amount of argon in dry                  0.00934
                          air.
[khgr]CO2air...........  amount of carbon                       0.000375
                          dioxide in dry air.
[khgr]N2air............  amount of nitrogen in                   0.78084
                          dry air.
[khgr]O2air............  amount of oxygen in                    0.209445
                          dry air.
------------------------------------------------------------------------

* * * * *
    (3) This part uses the following molar gas constant for ideal
gases:

     Table 8 of Sec.   1065.1005--Molar Gas Constant for Ideal Gases
------------------------------------------------------------------------
                                                     J/([middot]K)
                                               (m\2\[middot]kg[middot]s-
        Symbol                 Quantity             \2\[middot]mol-
                                                   \1\[middot]K-\1\)
------------------------------------------------------------------------
R.....................  molar gas constant...                  8.314472
------------------------------------------------------------------------

    (4) This part uses the following ratios of specific heats for
dilution air and diluted exhaust:

 Table 9 of Sec.   1065.1005--Ratios of Specific Heats for Dilution Air
                           and Diluted Exhaust
------------------------------------------------------------------------
                                                  [J/(kg[middot]K)]/[J/
         Symbol                 Quantity              (kg[middot]K)]
------------------------------------------------------------------------
[gamma]air.............  ratio of specific                         1.399
                          heats for intake air
                          or dilution air.
[gamma]dil.............  ratio of specific                         1.399
                          heats for diluted
                          exhaust.
[gamma]exh.............  ratio of specific                         1.385
                          heats for raw exhaust.
------------------------------------------------------------------------

* * * * *
0
245. Amend subpart L by adding a new center header ``VANADIUM
SUBLIMATION IN SCR CATALYSTS'' after Sec.  1065.1111 and adding
Sec. Sec.  1065.1113, 1065.1115, 1065.1117, 1065.1119, and 1065.1121
under the new center header to read as follows:

Vanadium Sublimation in SCR Catalysts

Sec.  1065.1113  General provisions related to vanadium sublimation
temperatures in SCR catalysts.

    Sections 1065.1113 through 1065.1121 specify procedures for
determining vanadium emissions from a catalyst based on catalyst
temperature. Vanadium can be emitted from the surface of SCR catalysts
at temperatures above 550 [deg]C, dependent on the catalyst
formulation. These procedures are appropriate for measuring the
vanadium sublimation product from a reactor by sampling onto an
equivalent mass of alumina and performing analysis by Inductively
Coupled Plasma--Optical Emission Spectroscopy (ICP-OES). Follow
standard analytic chemistry methods for any aspects of the analysis
that are not specified.
    (a) The procedure is adapted from ``Behavior of Titania-supported
Vanadia and Tungsta SCR Catalysts at High Temperatures in Reactant
Streams: Tungsten and Vanadium Oxide and Hydroxide Vapor Pressure
Reduction by Surficial Stabilization'' (Chapman, D.M., Applied
Catalysis A: General, 2011, 392, 143-150) with modifications to the
acid digestion method from ``Measuring the trace elemental composition
of size-resolved airborne particles'' (Herner, J.D. et al.,
Environmental Science and Technology, 2006, 40, 1925-1933).
    (b) Laboratory cleanliness is especially important throughout
vanadium testing. Thoroughly clean all sampling system components and
glassware before testing to avoid sample contamination.

Sec.  1065.1115  Reactor design and setup.

    Vanadium measurements rely on a reactor that adsorbs sublimation
vapors of vanadium onto an alumina capture bed with high surface area.
    (a) Configure the reactor with the alumina capture bed downstream
of the catalyst in the reactor's hot zone to adsorb vanadium vapors at
high temperature. You may use quartz beads upstream of the catalyst to
help stabilize reactor gas temperatures. Select an alumina material and
design the reactor to minimize sintering of the alumina. For a 1-inch
diameter reactor, use 4 to 5 g of \1/8\ inch extrudates or -14/+24 mesh
(approximately 0.7 to 1.4 mm) gamma alumina (such as Alfa Aesar,
aluminum oxide, gamma, catalyst support, high surface area, bimodal).
Position the alumina downstream from either an equivalent amount of -
14/+24 mesh catalyst sample or an approximately 1-inch diameter by 1 to
3-inch long catalyst-coated monolith sample cored from the production-

intent vanadium catalyst substrate. Separate the alumina from the
catalyst with a 0.2 to 0.4 g plug of quartz wool. Place a short 4 g
plug of quartz wool downstream of the alumina to maintain the position
of that bed. Use good engineering judgment to adjust as appropriate for
reactors of different sizes.
    (b) Include the quartz wool with the capture bed to measure
vanadium content. We recommend analyzing the downstream quartz wool
separately from the alumina to see if the alumina fails to capture some
residual vanadium.
    (c) Configure the reactor such that both the sample and capture
beds are in the reactor's hot zone. Design the reactor to maintain
similar temperatures in the capture bed and catalyst. Monitor the
catalyst and alumina temperatures with Type K thermocouples inserted
into a thermocouple well that is in contact with the catalyst sample
bed.
    (d) If there is a risk that the quartz wool and capture bed are not
able to collect all the vanadium, configure the reactor with an
additional capture bed and quartz wool plug just outside the hot zone
and analyze the additional capture bed and quartz wool separately.
    (e) An example of a catalyst-coated monolith and capture bed
arrangement in the reactor tube are shown in the following figure:
[GRAPHIC] [TIFF OMITTED] TP28MR22.127

    (f) You may need to account for vanadium-loaded particles
contaminating catalyst-coated monoliths as a result of physical
abrasion. To do this, determine how much titanium is in the capture bed
and compare to an alumina blank. Using these values and available
information about the ratio of vanadium to titanium in the catalyst,
subtract the mass of vanadium catalyst material associated with the
catalyst particles from the total measured vanadium on the capture bed
to determine the vanadium recovered due to sublimation.

Sec.  1065.1117  Reactor aging cycle for determination of vanadium
sublimation temperature.

    This section describes the conditions and process required to
operate the reactor described in Sec.  1065.1115 for collection of the
vanadium sublimation samples for determination of vanadium sublimation
temperature. The reactor aging cycle constitutes the process of testing
the catalyst sample over all the test conditions described in paragraph
(b) of this section.
    (a) Set up the reactor to flow gases with a space velocity of at
least 35,000/hr with a pressure drop across the catalyst and capture
beds less than 35 kPa. Use test gases meeting the following
specifications, noting that not all gases will be used at the same
time:
    (1) 5 vol% O2, balance N2.
    (2) NO, balance N2. Use an NO concentration of (200 to
500) ppm.
    (3) NH3, balance N2. Use an NH3 concentration
of (200 to 500) ppm.
    (b) Perform testing as follows:
    (1) Add a new catalyst sample and capture bed into the reactor as
described in Sec.  1065.1113. Heat the reactor to 550 [deg]C while
flowing the oxygen blend specified in paragraph (a)(1) of this section
as a pretest gas mixture. Ensure that no H2O is added to the
pretest gas mixture to reduce the risk of sintering and vanadium
sublimation.
    (2) Start testing at a temperature that is lower than the point at
which vanadium starts to sublime. Start testing when the reactor
reaches 550 [deg]C unless testing supports a lower starting
temperature. Once the reactor reaches the starting temperature and the
catalyst has been equilibrated to the reactor temperature, flow NO, and
NH3 test gases for 18 hours with a nominal H2O
content of 5 volume percent.
    (3) After 18 hours of exposure, flow the pretest oxygen blend as
specified in paragraph (b)(1) of this section and allow the reactor to
cool down to room temperature.
    (4) Analyze the sample as described in Sec.  1065.1121.
    (5) Repeat the testing in paragraphs (b)(1) through (4) of this
section by raising the reactor temperature in increments of 50 [deg]C
up to the temperature at which vanadium sublimation begins.
    (6) Once sublimation has been detected, repeat the testing in
paragraphs (b)(1) through (4) of this section by decreasing the reactor
temperature in increments of 25 [deg]C until the vanadium concentration
falls below the sublimation threshold.
    (7) Repeat the testing in paragraphs (b)(1) through (6) of this
section with a nominal H2O concentration of 10 volume
percent or the maximum water concentration expected at the standard.

    (8) You may optionally test in a manner other than testing a single
catalyst formulation in series across all test temperatures. For
example, you may test additional samples at the same reactor
temperature before moving on to the next temperature.
    (c) The effective sublimation temperature for the tested catalyst
is the lowest reactor temperature determined in paragraph (b) of this
section below which vanadium emissions are less than the method
detection limit.

Sec.  1065.1119  Blank testing.

    This section describes the process for analyzing blanks. Use blanks
to determine the background effects and the potential for contamination
from the sampling process.
    (a) Take blanks from the same batch of alumina used for the capture
bed.
    (b) Media blanks are used to determine if there is any
contamination in the sample media. Analyze at least one media blank for
each reactor aging cycle or round of testing performed under Sec.
1065.1117. If your sample media is taken from the same lot, you may
analyze media blanks less frequently consistent with good engineering
judgment.
    (c) Field blanks are used to determine if there is any
contamination from environmental exposure of the sample media. Analyze
at least one field blank for each reactor aging cycle or round of
testing performed under Sec.  1065.1117. Field blanks must be contained
in a sealed environment and accompany the reactor sampling system
throughout the course of a test, including reactor disassembly, sample
packaging, and storage. Use good engineering judgment to determine how
frequently to generate field blanks. Keep the field blank sample close
to the reactor during testing.
    (d) Reactor blanks are used to determine if there is any
contamination from the sampling system. Analyze at least one reactor
blank for each reactor aging cycle or round of testing performed under
Sec.  1065.1117.
    (1) Test reactor blanks with the reactor on and operated
identically to that of a catalyst test in Sec.  1065.1117 with the
exception that when loading the reactor, only the alumina capture bed
will be loaded (no catalyst sample is loaded for the reactor blank). We
recommend acquiring reactor blanks with the reactor operating at
average test temperature you used when acquiring your test samples
under Sec.  1065.1117.
    (2) You must run at least three reactor blanks if the result from
the initial blank analysis is above the detection limit of the method,
with additional blank runs based on the uncertainty of the reactor
blank measurements, consistent with good engineering judgment.

Sec.  1065.1121  Vanadium sample dissolution and analysis in alumina
capture beds.

    This section describes the process for dissolution of vanadium from
the vanadium sublimation samples collect in Sec.  1065.1117 and any
blanks collected in Sec.  1065.1119 as well as the analysis of the
digestates to determine the mass of vanadium emitted and the associated
sublimation temperature threshold based on the results of all the
samples taken during the reactor aging cycle.
    (a) Digest the samples using the following procedure, or an
equivalent procedure:
    (1) Place the recovered alumina, a portion of the ground quartz
tube from the reactor, and the quartz wool in a Teflon pressure vessel
with a mixture made from 1.5 mL of 16 N HNO3, 0.5 mL of 28 N
HF, and 0.2 mL of 12 N HCl. Note that the amount of ground quartz tube
from the reactor included in the digestion can influence the vanadium
concentration of both the volatilized vanadium from the sample and the
method detection limit. You must be consistent with the amount ground
quartz tube included in the sample analysis for your testing. You must
limit the amount of quartz tube to include only portions of the tube
that would be likely to encounter volatilized vanadium.
    (2) Program a microwave oven to heat the sample to 180 [deg]C over
9 minutes, followed by a 10-minute hold at that temperature, and 1 hour
of ventilation/cooling.
    (3) After cooling, dilute the digests to 30 mL with high purity
18M[Omega] water prior to ICP-MS (or ICP-OES) analysis. Note that this
digestion technique requires adequate safety measures when working with
HF at high temperature and pressure. To avoid ``carry-over''
contamination, rigorously clean the vessels between samples as
described in ``Microwave digestion procedures for environmental
matrixes'' (Lough, G.C. et al., Analyst. 1998, 123 (7), 103R-133R).
    (b) Analyze the digestates for vanadium as follows:
    (1) Perform the analysis using ICP-OES (or ICP-MS) using standard
plasma conditions (1350 W forward power) and a desolvating
microconcentric nebulizer, which will significantly reduce oxide- and
chloride-based interferences.
    (2) We recommend that you digest and analyze a minimum of three
solid vanadium NIST Standard Reference Materials in duplicate with
every batch of 25 vanadium alumina capture bed samples that you analyze
in this section, as described in ``Emissions of metals associated with
motor vehicle roadways'' (Herner, J.D. et al., Environmental Science
and Technology. 2005, 39, 826-836). This will serve as a quality
assurance check to help gauge the relative uncertainties in each
measurement, specifically if the measurement errors are normally
distributed and independent.
    (3) Use the 3-sigma approach to determine the analytical method
detection limits for vanadium and the 10-sigma approach if you
determine the reporting limit. This process involves analyzing at least
seven replicates of a blank using the analytical method described in
paragraphs (a) and (b)(1) of this section, converting the responses
into concentration units, and calculating the standard deviation.
Determine the detection limit by multiplying the standard deviation by
3 and adding it to the average. Determine the reporting limit by
multiplying the standard deviation by 10 and adding it to the average.
Determine the following analytical method detection limits:
    (i) Determine the ICP-MS (or ICP-OES) instrumental detection limit
(ng/L) by measuring at least seven blank samples made up of the
reagents from paragraph (a) of this section.
    (ii) Determine the method detection limit (pg/m\3\ of flow or pg/g
of the total combined mass of the recovered alumina, a portion of the
ground quartz tube from the reactor, and the quartz wool) by measuring
at least seven reactor blank samples taken as described in Sec.
1065.1119(d).
    (iii) We recommend that your method detection limit determined
under paragraph (b)(3)(ii) of this section is at or below 2 ppm (2 pg/
m\3\). You must report your detection limits determined in this
paragraph (b)(3) and reporting limits (if determined) with your test
results.
    (4) If you account for vanadium-loaded particles contaminating
catalyst-coated monoliths as a result of physical abrasion as allowed
in Sec.  1065.1115(f), use the 3-sigma approach to determine the
analytical method detection limits for titanium and the 10-sigma
approach if you determine the reporting limit. This process involves
analyzing at least seven replicates of a blank using the analytical
method described in paragraphs (a) and (b)(1) of this section,
converting the responses into concentration units, and calculating the
standard deviation. Determine the detection limit by multiplying the
standard deviation by 3 and subtracting it from the average. Determine
the reporting limit by multiplying the

standard deviation by 10 and subtracting it from the average.
    (i) Determine the ICP-MS (or ICP-OES) instrumental detection limit
(ng/L) by measuring at least seven blank samples made up of the
reagents from paragraph (a) of this section.
    (ii) Determine the method detection limit (pg/m\3\ of flow or pg/g
of the total combined mass of the recovered alumina, a portion of the
ground quartz tube from the reactor, and the quartz wool) by measuring
at least seven reactor blank samples taken as described in Sec.
1065.1119(d).
0
246. Amend subpart L by adding a new center header ``SMOKE OPACITY''
after the newly added Sec.  1065.1121 and adding Sec. Sec.  1065.1123,
1065.1125, and 1065.1127 under the new center header to read as
follows:

Smoke Opacity

Sec.  1065.1123  General provisions for determining exhaust opacity.

    The provisions of Sec.  1065.1125 describe system specifications
for measuring percent opacity of exhaust for all types of engines. The
provisions of Sec.  1065.1127 describe how to use such a system to
determine percent opacity of engine exhaust for applications other than
locomotives. See 40 CFR 1033.525 for measurement procedures for
locomotives.

Sec.  1065.1125  Exhaust opacity measurement system.

    Smokemeters measure exhaust opacity using full-flow open-path light
extinction with a built-in light beam across the exhaust stack or
plume. Prepare and install a smokemeter system as follows:
    (a) Except as specified in paragraph (d) of this section, use a
smokemeter capable of providing continuous measurement that meets the
following specifications:
    (1) Use an incandescent lamp with a color temperature between (2800
and 3250) K or a different light source with a spectral peak between
(550 and 570) nm.
    (2) Collimate the light beam to a nominal diameter of 3 centimeters
and maximum divergence angle of 6 degrees.
    (3) Include a photocell or photodiode as a detector. The detector
must have a maximum spectral response between (550 and 570) nm, with
less than 4 percent of that maximum response below 430 nm and above 680
nm. These specifications correspond to visual perception with the human
eye.
    (4) Use a collimating tube with an aperture that matches the
diameter of the light beam. Restrict the detector to viewing within a
16 degree included angle.
    (5) Optionally use an air curtain across the light source and
detector window to minimize deposition of smoke particles, as long as
it does not measurably affect the opacity of the sample.
    (6) The diagram in the following figure illustrates the smokemeter
configuration:
    Figure 1 to paragraph (a) of Sec.  1065.1125-- Smokemeter Diagram.
    [GRAPHIC] [TIFF OMITTED] TP28MR22.128

    (b) Smokemeters for locomotive applications must have a full-scale
response time of 0.5 seconds or less. Smokemeters for locomotive
applications may attenuate signal responses with frequencies higher
than 10 Hz with a separate low-pass electronic filter that has the
following performance characteristics:
    (1) Three decibel point: 10 Hz.
    (2) Insertion loss: (0.00.5) dB.
    (3) Selectivity: 12 dB down at 40 Hz minimum.
    (4) Attenuation: 27 dB down at 40 Hz minimum.
    (c) Configure exhaust systems as follows for measuring exhaust
opacity:
    (1) For locomotive applications:
    (i) Optionally add a stack extension to the locomotive muffler.
    (ii) For in-line measurements, the smokemeter is integral to the
stack extension.
    (iii) For end-of-line measurements, mount the smokemeter directly
at the end of the stack extension or muffler.
    (iv) For all testing, minimize distance from the optical centerline
to the muffler outlet; in no case may it be more than 300 cm. The
maximum allowable distance of unducted space upstream of the optical
centerline is 50 cm, whether the unducted portion is upstream or
downstream of the stack extensions.
    (2) Meet the following specifications for all other applications:
    (i) For in-line measurements, install the smokemeter in an exhaust
pipe segment downstream of all engine components. This will typically
be part of a laboratory configuration to route the exhaust to an
analyzer. The exhaust pipe diameter must be constant within 3 exhaust
pipe diameters before and after the smokemeter's optical centerline.
The exhaust pipe diameter may not change by more than a 12-degree half-
angle within 6 exhaust pipe diameters upstream of the smokemeter's
optical centerline.
    (ii) For end-of-line measurements with systems that vent exhaust to
the ambient, add a stack extension and position the smokemeter such
that its optical centerline is (2.50.625) cm

upstream of the stack extension's exit. Configure the exhaust stack and
extension such that at least the last 60 cm is a straight pipe with a
circular cross section with an approximate inside diameter as specified
in the following table:

Table 1 to Paragraph (c)(2)(ii) of Sec.   1065.1125--Approximate Exhaust
                   Pipe Diameter Based on Engine Power
------------------------------------------------------------------------
                                                            Approximate
                Maximum rated horsepower                   exhaust pipe
                                                           diameter (mm)
------------------------------------------------------------------------
kW<40...................................................              38
40<=kW<75...............................................              50
75<=kW<150..............................................              76
150<=kW<225.............................................             102
225<=kW<375.............................................             127
kW> 375.................................................             152
------------------------------------------------------------------------

    (iii) For both in-line and end-of-line measurements, install the
smokemeter so its optical centerline is (3 to 10) meters further
downstream than the point in the exhaust stream that is farthest
downstream considering all the following components: Exhaust manifolds,
turbocharger outlets, exhaust aftertreatment devices, and junction
points for combining exhaust flow from multiple exhaust manifolds.
    (3) Orient the light beam perpendicular to the direction of exhaust
flow. Install the smokemeter so it does not influence exhaust flow
distribution or the shape of the exhaust plume. Set up the smokemeter's
optical path length as follows:
    (i) For locomotive applications, the optical path length must be at
least as wide as the exhaust plume.
    (ii) For all other applications, the optical path length must be
the same as the diameter of the exhaust flow. For noncircular exhaust
configurations, set up the smokemeter such that the light beam's path
length is across the longest axis with an optical path length equal to
the hydraulic diameter of the exhaust flow.
    (4) The smokemeter must not interfere with the engine's ability to
meet the exhaust backpressure requirements in Sec.  1065.130(h).
    (5) For engines with multiple exhaust outlets, measure opacity
using one of the following methods:
    (i) Join the exhaust outlets together to form a single flow path
and install the smokemeter (3 to 10) m downstream of the point where
the exhaust streams converge or the last exhaust aftertreatment device,
whichever is farthest downstream.
    (ii) Install a smokemeter in each of the exhaust flow paths. Report
all measured values. All measured values must comply with standards.
    (6) The smokemeter may use purge air or a different method to
prevent carbon or other exhaust deposits on the light source and
detector. Such a method used with end-of-line measurements may not
cause the smoke plume to change by more than 0.5 cm at the smokemeter.
If such a method affects the smokemeter's optical path length, follow
the smokemeter manufacturer's instructions to properly account for that
effect.
    (d) You may use smokemeters meeting alternative specifications as
follows:
    (1) You may use smokemeters that use other electronic or optical
techniques if they employ substantially identical measurement
principles and produce substantially equivalent results.
    (2) You may ask us to approve the use of a smokemeter that relies
on partial flow sampling. Follow the instrument manufacturer's
installation, calibration, operation, and maintenance procedures if we
approve your request. These procedures must include correcting for any
change in the path length of the exhaust plume relative to the diameter
of the engine's exhaust outlet.

Sec.  1065.1127  Test procedure for determining percent opacity.

    The test procedure described in this section applies for everything
other than locomotives. The test consists of a sequence of engine
operating points on an engine dynamometer to measure exhaust opacity
during specific engine operating modes to represent in-use operation.
Measure opacity using the following procedure:
    (a) Use the equipment and procedures specified in this part 1065.
    (b) Calibrate the smokemeter as follows:
    (1) Calibrate using neutral density filters with approximately 10,
20, and 40 percent opacity. Confirm that the opacity values for each of
these reference filters are NIST-traceable within 185 days of testing,
or within 370 days of testing if you consistently protect the reference
filters from light exposure between tests.
    (2) Before each test and optionally during engine idle modes,
remove the smokemeter from the exhaust stream, if applicable, and
calibrate as follows:
    (i) Zero. Adjust the smokemeter to give a zero response when there
is no detectable smoke.
    (ii) Linearity. Insert each of the qualified reference filters in
the light path perpendicular to the axis of the light beam and adjust
the smokemeter to give a result within 1 percentage point of the named
value for each reference filter.
    (c) Prepare the engine, dynamometer, and smokemeter for testing as
follows:
    (1) Set up the engine to run in a configuration that represents in-
use operation.
    (2) Determine the smokemeter's optical path length to the nearest
mm.
    (3) If the smokemeter uses purge air or another method to prevent
deposits on the light source and detector, adjust the system according
to the system manufacturer's instructions and activate the system
before starting the engine.
    (4) Program the dynamometer to operate in torque-control mode
throughout testing. Determine the dynamometer load needed to meet the
cycle requirements in paragraphs (d)(4)(ii) and (iv) of this section.
    (5) You may program the dynamometer to apply motoring assist with
negative flywheel torque, but only during the first 0.5 seconds of the
acceleration events in paragraphs (d)(4)(i) and (ii) of this section.
Negative flywheel torque may not exceed 13.6 N [middot] m.
    (d) Operate the engine and dynamometer over repeated test runs of
the duty cycle illustrated in Figure 1 of this appendix. As noted in
the figure, the test run includes an acceleration mode from points A
through F in the figure, followed by a lugging mode from points I to J.
Detailed specifications for testing apply as follows:
    (1) Continuously record opacity, engine speed, engine torque, and
operator demand over the course of the entire test at 10 Hz; however,
you may interrupt measurements to recalibrate during each idle mode.
    (2) Precondition the engine by operating it for 10 minutes at
maximum mapped power.
    (3) Operate the engine for (5.0 to 5.5) minutes at warm idle speed,
fnidle, with load set to Curb Idle Transmission Torque.
    (4) Operate the engine and dynamometer as follows during the
acceleration mode:
    (i) First acceleration event--AB. Partially increase and hold
operator demand to stabilize engine speed briefly at (20050) r/min above fnidle. The start of this acceleration
is the start of the test (t = 0 s).
    (ii) Second acceleration event--CD. As soon as measured engine
speed is within the range specified in paragraph (d)(4)(i) of this
section, but not more than 3 seconds after the start of the test,
rapidly set and hold operator demand at maximum. Operate the
dynamometer

using a preselected load to accelerate engine speed to 85 percent of
maximum test speed, fntest, in (51.5) seconds.
The engine speed throughout the acceleration must be within 100 r/min of a target represented by a linear transition between
the low and high engine speed targets.
    (iii) Transition--DEF. As soon as measured engine speed reaches 85
percent of fntest, rapidly set and hold operator demand at
minimum and simultaneously apply a load to decelerate to intermediate
speed in (0.5 to 3.5) seconds. Use the same load identified for the
acceleration event in paragraph (d)(4)(iv) of this section.
    (iv) Third acceleration event--FGH. Rapidly set and hold operator
demand at maximum when the engine is within 50 r/min of
intermediate speed. Operate the dynamometer using a preselected load to
accelerate engine speed to at least 95 percent of fntest in
(102) seconds.
    (5) Operate the engine and dynamometer as follows during the
lugging mode:
    (i) Transition--HI. When the engine reaches 95 percent of
fntest, keep operator demand at maximum and immediately set
dynamometer load to control the engine at maximum mapped power.
Continue the transition segment for (50 to 60) seconds. For at least
the last 10 seconds of the transition segment, hold engine speed within
50 r/min of fntest and power at or above 95
percent of maximum mapped power. Conclude the transition by increasing
dynamometer load to reduce engine speed as specified in paragraph
(d)(4)(iii) of this section, keeping operator demand at maximum.
    (ii) Lugging--IJ. Apply dynamometer loading as needed to decrease
engine speed from 50 r/min below fntest to intermediate
speed in (355) seconds. The engine speed must remain within
100 r/min of a target represented by a linear transition
between the low and high engine speed targets.
    (6) Return the dynamometer and engine controls to the idle position
described in paragraph (d)(3) of this section within 60 seconds of
completing the lugging mode.
    (7) Repeat the procedures in paragraphs (d)(3) through (6) of this
section as needed to complete three valid test runs. If you fail to
meet the specifications during a test run, continue to follow the
specified duty cycle before starting the next test run.
    (8) Shut down the engine or remove the smokemeter from the exhaust
stream to verify zero and linearity. Void the test if the smokemeter
reports more than 2 percent opacity for the zero verification, or if
the smokemeter's error for any of the linearity checks specified in
paragraph (b)(2) of this section is more than 2 percent.
    (e) Analyze and validate the test data as follows:
    (1) Divide each test run into test segments. Each successive test
segment starts when the preceding segment ends. Identify the test
segments based on the following criteria:
    (i) The idle mode specified in paragraph (d)(3) of this section for
the first test run starts immediately after engine preconditioning is
complete. The idle mode for later test runs must start within 60
seconds after the end of the previous test run as specified in
paragraph (d)(6) of this section. The idle mode ends when operator
demand increases for the first acceleration event (Points A and B).
    (ii) The first acceleration event in paragraph (d)(4)(i) of this
section ends when operator demand is set to maximum for the second
acceleration event (Point C).
    (iii) The second acceleration event in paragraph (d)(4)(ii) of this
section ends when the engine reaches 85 percent of maximum test speed,
fntest, (Point D) and operator demand is set to minimum
(Point E).
    (iv) The transition period in paragraph (d)(4)(iii) of this section
ends when operator demand is set to maximum (Point F).
    (v) The third acceleration event in paragraph (d)(4)(iv) of this
section ends when engine speed reaches 95 percent of fntest
(Point H).
    (vi) The transition period in paragraph (d)(5)(i) of this section
ends when engine speed first decreases to a point more than 50 r/min
below fntest (Point I).
    (vii) The lugging mode in paragraph (d)(5)(ii) of this section ends
when the engine reaches intermediate speed (Point J).
    (2) Convert measured instantaneous values to standard opacity
values, kstd, based on the appropriate optical path length
specified in Table 1 of Sec.  1065.1125 using the following equation:
[GRAPHIC] [TIFF OMITTED] TP28MR22.129

Where:

kstd = standard instantaneous percent opacity.
kmeas = measured instantaneous percent opacity.
lstd = standard optical path length corresponding with
engine power, in millimeters.
lmeas = the smokemeter's optical path length, in
millimeters.

Example for an engine <40 kW:

kmeas = 14.1%
lstd = 38 mm
lmeas = 41 mm
[GRAPHIC] [TIFF OMITTED] TP28MR22.130

    (3) Select opacity results from corrected measurements collected
across test segments as follows:
    (i) Divide measurements from acceleration and lugging modes into
half-second intervals. Determine average opacity values during each
half-second interval.
    (ii) Identify the 15 highest half-second values during the
acceleration mode of each test run.

    (iii) Identify the five highest half-second values during the
lugging mode of each test run.
    (iv) Identify the three overall highest values from paragraphs
(e)(3)(ii) and (iii) of this section for each test run.
    (f) Determine percent opacity as follows:
    (1) Acceleration. Determine the percent opacity for the
acceleration mode by calculating the average of the 45 readings from
paragraph (e)(3)(ii) of this section.
    (2) Lugging. Determine the percent opacity for the lugging mode by
calculating the average of the 15 readings from paragraph (e)(3)(iii)
of this section.
    (3) Peak. Determine the percent opacity for the peaks in either
acceleration or lugging mode by calculating the average of the 9
readings from paragraph (e)(3)(iv) of this section.
    (g) Submit the following information in addition to what is
required by Sec.  1065.695:
    (1) Exhaust pipe diameter(s).
    (2) Measured maximum exhaust system backpressure over the entire
test.
    (3) Most recent date for establishing that each of the reference
filters from paragraph (b) of this section are NIST-traceable.
    (4) Measured smokemeter zero and linearity values after testing.
    (5) 10 Hz data from all valid test runs.
    (h) The following figure illustrates the dynamometer controls and
engine speeds for exhaust opacity testing:
BILLING CODE 6560-50-P

[GRAPHIC] [TIFF OMITTED] TP28MR22.131

BILLING CODE 6560-50-C

PART 1066--VEHICLE-TESTING PROCEDURES

0
247. The authority citation for part 1066 continues to read as follows:

    Authority:  42 U.S.C. 7401-7671q.

0
248. Amend Sec.  1066.110 by revising paragraphs (b)(2)(i) and
(b)(2)(v) introductory text to read as follows:

Sec.  1066.110  Equipment specifications for emission sampling systems.

* * * * *
    (b) * * *
    (2) * * *
    (i) For PM background measurement, the following provisions apply
in addition to the provisions in 40 CFR 1065.140(b):
* * * * *
    (v) If you choose to dilute the exhaust by using a remote mix tee,
which dilutes the exhaust at the tailpipe, you may use the following
provisions consistent with good engineering judgment, as long as they
do not affect your ability to demonstrate compliance with the
applicable standards in this chapter:
* * * * *
0
249. Amend Sec.  1066.220 by revising paragraph (b) to read as follows:

Sec.  1066.220  Linearity verification for chassis dynamometer systems.

* * * * *
    (b) Performance requirements. If a measurement system does not meet
the applicable linearity criteria in Table 1 of this section, correct
the deficiency by re-calibrating, servicing, or replacing components as
needed. Repeat the linearity verification after correcting the
deficiency to ensure that the measurement system meets the linearity
criteria. Before you may use a measurement system that does not meet
linearity criteria, you must demonstrate to us that the deficiency does
not adversely affect your ability to demonstrate compliance with the
applicable standards in this chapter.
* * * * *
0
250. Amend Sec.  1066.415 by revising paragraph (e)(2) to read as
follows:

Sec.  1066.415  Vehicle operation.

* * * * *
    (e) * * *
    (2) If vehicles have features that preclude dynamometer testing,
you may modify these features as necessary to allow testing, consistent
with good engineering judgment, as long as it does not affect your
ability to demonstrate that your vehicles comply with the applicable
standards in this chapter. Send us written notification describing
these changes along with supporting rationale.
* * * * *
0
251. Amend Sec.  1066.420 by revising paragraph (b) to read as follows:

Sec.  1066.420  Test preparation.

* * * * *
    (b) Minimize the effect of nonmethane hydrocarbon contamination in
the hydrocarbon sampling system as follows:
    (1) For vehicles at or below 14,000 pounds GVWR with compression-
ignition engines, account for contamination using one of the following
methods:
    (i) Introduce zero and span gas during analyzer calibration using
one of the following methods, noting that the hydrocarbon analyzer flow
rate and pressure during zero and span calibration (and background bag
reading) must be exactly the same as that used during testing to
minimize measurement errors:
    (A) Close off the hydrocarbon sampling system sample probe and
introduce gases downstream of the probe making sure that you do not
pressurize the system.
    (B) Introduce zero and span gas directly at the hydrocarbon
sampling system probe at a flow rate greater than 125% of the
hydrocarbon analyzer flow rate allowing some gas to exit probe inlet.
    (ii) Perform the contamination verification in paragraph (b)(2) of
this section.
    (2) For vehicles above 14,000 pounds GVWR with compression-ignition
engines, verify the amount of nonmethane hydrocarbon contamination as
described in 40 CFR 1065.520(f).
* * * * *
0
252. Amend Sec.  1066.710 by revising the introductory text, removing
Figure 1, and adding paragraph (f) to read as follows:

Sec.  1066.710  Cold temperature testing procedures for measuring CO
and NMHC emissions and determining fuel economy.

    This section describes procedures for measuring carbon monoxide
(CO) and nonmethane hydrocarbon (NMHC) emissions and determining fuel
economy on a cold day using the FTP test cycle (see Sec.  1066.801).
* * * * *
    (f) The following figure illustrates the cold temperature testing
sequence for measuring CO and NMHC emissions and determining fuel
economy:
BILLING CODE 6560-50-P

[GRAPHIC] [TIFF OMITTED] TP28MR22.132

BILLING CODE 6560-50-C
0
253. Amend Sec.  1066.815 by revising paragraph (d)(1)(ii) to read as
follows:

Sec.  1066.815  Exhaust emission test procedures for FTP testing.

* * * * *
    (d) * * *
    (1) * * *
    (ii) Simultaneously start any electronic integrating devices,
continuous data recording, and batch sampling before attempting to
start the engine. Initiate the sequence of points in the test cycle
when the engine starts. Place the vehicle in gear 15 seconds after
engine starting, which is 5 seconds before the first acceleration.
* * * * *
0
254. Amend Sec.  1066.831 by revising paragraph (d) to read as follows:

Sec.  1066.831  Exhaust emission test procedures for aggressive
driving.

* * * * *
    (d) For diesel-fueled vehicles, measure THC emissions on a
continuous basis. For separate measurement of the city and highway test
intervals as described in paragraph (c) of this section, perform
separate calculations for each portion of the test cycle.
* * * * *
0
255. Amend Sec.  1066.835 by revising paragraphs (f)(1), (2), and
(3)(iii) to read as follows:

Sec.  1066.835  Exhaust emission test procedure for SC03 emissions.

* * * * *
    (f) * * *
    (1) Ambient temperature and humidity. Measure and record ambient
temperature and humidity in the test cell at least once every 30
seconds during the sampling period. Alternatively, if you collect data
of at least once every 12 seconds, you may use a moving average of up
to 30 second intervals to measure and record ambient temperature and
humidity. Control ambient temperature throughout the test sequence to
(35.03.0) [deg]C. Control ambient temperature during
emission sampling to (33.6 to 36.4) [deg]C on average. Control ambient
humidity during emission sampling as described in Sec.  1066.420(d).
    (2) Conditions before testing. Use good engineering judgment to
demonstrate that you meet the specified temperature and humidity
tolerances in paragraph (f)(1) of this section during the
preconditioning cycle and during

the vehicle soak period in paragraph (c)(6) of this section.
    (3) * * *
    (iii) Determine radiant energy intensity experienced by the vehicle
as the average value between two measurements along the vehicle's
centerline, one at the base of the windshield and the other at the
bottom of the rear window (or equivalent location for vehicles without
a rear window). This value must be (850 45) W/m2.
Instruments for measuring radiant energy intensity must meet the
following minimum specifications:
* * * * *
0
256. Amend Sec.  1066.845 by revising paragraphs (c) and (f)(3) to read
as follows:

Sec.  1066.845  AC17 air conditioning efficiency test procedure.

* * * * *
    (c) Ambient conditions. Measure and control ambient conditions as
specified in Sec.  1066.835(f), except that you must control ambient
temperature during emission sampling to (22.0 to 28.0) [deg]C
throughout the test and (23.5 to 26.5) [deg]C on average. These
tolerances apply to the combined SC03 and HFET drive cycles during
emission sampling. Note that you must set the same ambient temperature
target for both the air conditioning on and off portions of emission
sampling. Control ambient temperature during the preconditioning cycle
and 30 minute soak to (25.0 5.0) [deg]C. For these same
modes with no emission sampling, target the specified ambient humidity
levels, but you do not need to meet the humidity tolerances. Note that
solar heating is disabled for certain test intervals as described in
this section.
* * * * *
    (f) * * *
    (3) Turn on solar heating within one minute after turning off the
engine. Once the solar energy intensity reaches 805 W/m2, let the
vehicle soak for (30 1) minutes. You may alternatively rely
on prior measurements to start the soak period after a defined period
of warming up to the specified solar heat load. Close the vehicle's
windows at the start of the soak period; ensure that the windows are
adequately closed where instrumentation and wiring pass through to the
interior.
* * * * *
0
257. Amend Sec.  1066.1001 by adding definitions for ``Charge-
depleting'' and ``Charge-sustaining'' in alphabetical order and
revising the definition for ``Test interval'' to read as follows:

Sec.  1066.1001  Definitions.

* * * * *
    Charge-depleting means relating to the test interval of a plug-in
hybrid engine or powertrain in which the engine or powertrain consumes
electric energy from the RESS that has been charged from an external
power source until the RESS is depleted to the point that a test
interval qualifies as charge-sustaining. The engine might consume fuel
to produce power during a charge-depleting test interval.
    Charge-sustaining means relating to the test interval of a plug-in
hybrid engine or powertrain in which the engine or powertrain consumes
fuel to produce power such that the battery's net-energy change meets
the end-of-test criterion of SAE J1711 or SAE J2711, as applicable
(incorporated by reference in Sec.  1066.1010).
* * * * *
    Test interval means a period over which a vehicle's emission rates
are determined separately. For many standards, compliance with the
standard is based on a weighted average of the mass emissions from
multiple test intervals. For example, the standard-setting part may
specify a complete duty cycle as a cold-start test interval and a hot-
start test interval. In cases where multiple test intervals occur over
a duty cycle, the standard-setting part may specify additional
calculations that weight and combine results to arrive at composite
values for comparison against the applicable standards in this chapter.
* * * * *
0
258. Amend Sec.  1066.1005 by revising paragraphs (b), (g), and (h) to
read as follows:

Sec.  1066.1005  Symbols, abbreviations, acronyms, and units of
measure.

* * * * *
    (b) Symbols for chemical species. This part uses the following
symbols for chemical species and exhaust constituents:

       Table 2 to Paragraph (b) of Sec.   1066.1005--Symbols for Chemical Species and Exhaust Constituents
----------------------------------------------------------------------------------------------------------------
              Symbol                                                  Species
----------------------------------------------------------------------------------------------------------------
CH4..............................  methane.
CH3OH............................  methanol.
CH2O.............................  formaldehyde.
C2H4O............................  acetaldehyde.
C2H5OH...........................  ethanol.
C2H6.............................  ethane.
C3H7OH...........................  propanol.
C3H8.............................  propane.
C\4\ H10.........................  butane.
C5H 12...........................  pentane.
CO...............................  carbon monoxide.
CO2..............................  carbon dioxide.
H2O..............................  water.
HC...............................  hydrocarbon.
N2...............................  molecular nitrogen.
NMHC.............................  nonmethane hydrocarbon.
NMHCE............................  nonmethane hydrocarbon equivalent.
NMOG.............................  nonmethane organic gas.
NO...............................  nitric oxide.
NO2..............................  nitrogen dioxide.
NOX..............................  oxides of nitrogen.
N2O..............................  nitrous oxide.
O2...............................  molecular oxygen.
OHC..............................  oxygenated hydrocarbon.
PM...............................  particulate matter.
THC..............................  total hydrocarbon.

THCE.............................  total hydrocarbon equivalent.
----------------------------------------------------------------------------------------------------------------

* * * * *
    (g) Constants. (1) This part uses the following constants for the
composition of dry air:

   Table 7 to Paragraph (g)(1) of Sec.   1066.1005--Constants for the
                         Composition of Dry Air
------------------------------------------------------------------------
         Symbol                 Quantity                 mol/mol
------------------------------------------------------------------------
xArair.................  amount of argon in dry                  0.00934
                          air.
xCO2air................  amount of carbon                       0.000375
                          dioxide in dry air.
xN2air.................  amount of nitrogen in                   0.78084
                          dry air.
xO2air.................  amount of oxygen in                    0.209445
                          dry air.
------------------------------------------------------------------------

    (2) This part uses the following molar masses or effective molar
masses of chemical species:

    Table 8 to Paragraph (g)(2) of Sec.   1066.1005--Molar Masses or
               Effective Molar Masses of Chemical Species
------------------------------------------------------------------------
                                                       g/mol (10-
        Symbol                 Quantity        \3\[middot]kg[middot]mol-
                                                          \1\)
------------------------------------------------------------------------
Mair..................  molar mass of dry air                  28.96559
                         \1\.
MH2O..................  molar mass of water..                  18.01528
------------------------------------------------------------------------
\1\ See paragraph (g)(1) of this section for the composition of dry air.

    (3) This part uses the following molar gas constant for ideal
gases:

 Table 9 to Paragraph (g)(3) of Sec.   1066.1005--Molar Gas Constant for
                               Ideal Gases
------------------------------------------------------------------------
                                                    J/(mol[middot]K)
                                               (m\2\[middot]kg[middot]s-
        Symbol                 Quantity        \2\[middot]mol-1[middot]K-
                                                          \1\)
------------------------------------------------------------------------
R.....................  molar gas constant...                  8.314472
------------------------------------------------------------------------

    (h) Prefixes. This part uses the following prefixes to define a
quantity:

   Table 10 to Paragraph (h) of Sec.   1066.1005--Prefixes To Define a
                                Quantity
------------------------------------------------------------------------
         Symbol                 Quantity                  Value
------------------------------------------------------------------------
n......................  nano..................                    10\9\
[micro]................  micro.................                     10-6
m......................  milli.................                     10-3
c......................  centi.................                     10-2
k......................  kilo..................                    10\3\
M......................  mega..................                    10\6\
------------------------------------------------------------------------

0
259. Revise Sec.  1066.1010 to read as follows:

Sec.  1066.1010  Incorporation by reference.

    Certain material is incorporated by reference into this part with
the approval of the Director of the Federal Register in accordance with
5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than
that specified in this section, the Environmental Protection Agency
(EPA) must publish a document in the Federal Register and the material
must be available to the public. All approved material is available for
inspection at the EPA and at the National Archives and Records
Administration (NARA). Contact EPA at: U.S. EPA, Air and Radiation
Docket and Information Center, 1301 Constitution Ave. NW, Room B102,
EPA West Building, Washington, DC 20460, www.epa.gov/dockets, (202)
202-1744. For information on the availability of this material at NARA,
email: [email protected], or go to: www.archives.gov/federal-
register/cfr/

ibr-locations.html. The material may be obtained from the following
sources:
    (a) National Institute of Standards and Technology (NIST), 100
Bureau Drive, Stop 1070, Gaithersburg, MD 20899-1070;<PHONE_NUMBER>;
www.nist.gov.
    (1) NIST Special Publication 811, 2008 Edition, Guide for the Use
of the International System of Units (SI), Physics Laboratory, March
2008; IBR approved for Sec. Sec.  1066.20(a); 1066.1005.
    (2) [Reserved]
    (b) SAE International, 400 Commonwealth Dr., Warrendale, PA 15096-
0001;<PHONE_NUMBER> (U.S. and Canada) or<PHONE_NUMBER> (outside the
U.S. and Canada); www.sae.org.
    (1) SAE J1263, Road Load Measurement and Dynamometer Simulation
Using Coastdown Techniques, revised March 2010; IBR approved for
Sec. Sec.  1066.301(b); 1066.305(a); 1066.310(b).
    (2) SAE J1634, Battery Electric Vehicle Energy Consumption and
Range Test Procedure, revised July 2017; IBR approved for Sec.
1066.501(a).
    (3) SAE J1711, Recommended Practice for Measuring the Exhaust
Emissions and Fuel Economy of Hybrid-Electric Vehicles, Including Plug-
In Hybrid Vehicles, revised June 2010; IBR approved for Sec. Sec.
1066.501(a); 1066.1001.
    (4) SAE J2263, Road Load Measurement Using Onboard Anemometry and
Coastdown Techniques, revised May 2020; IBR approved for Sec. Sec.
1066.301(b); 1066.305; 1066.310(b).
    (5) SAE J2264, Chassis Dynamometer Simulation of Road Load Using
Coastdown Techniques, revised January 2014; IBR approved for Sec.
1066.315.
    (6) SAE J2711, Recommended Practice for Measuring Fuel Economy and
Emissions of Hybrid-Electric and Conventional Heavy-Duty Vehicles,
revised May 2020; IBR approved for Sec. Sec.  1066.501(a); 1066.1001.
    (7) SAE J2951, Drive Quality Evaluation for Chassis Dynamometer
Testing, revised January 2014; IBR approved for Sec.  1066.425(j).

PART 1068--GENERAL COMPLIANCE PROVISIONS FOR HIGHWAY, STATIONARY,
AND NONROAD PROGRAMS

0
260. The authority citation for part 1068 continues to read as follows:

    Authority:  42 U.S.C. 7401-7671q.

0
261. Amend Sec.  1068.1 by revising paragraphs (a)(2), (5), (6), (8),
(9), and (13) and adding paragraph (a)(15) to read as follows:

Sec.  1068.1  Does this part apply to me?

    (a) * * *
    (2) This part 1068 applies for heavy-duty motor vehicles and motor
vehicle engines we regulate under 40 CFR parts 1036 and 1037. This
includes trailers. This part 1068 applies to heavy-duty motor vehicles
and motor vehicle engines certified under 40 CFR part 86 to the extent
and in the manner specified in 40 CFR parts 85, 86, and 1036.
* * * * *
    (5) This part 1068 applies for locomotives that are subject to the
provisions of 40 CFR part 1033.
    (6) This part 1068 applies for land-based nonroad compression-
ignition engines that are subject to the provisions of 40 CFR part
1039. This part 1068 applies for engines certified under 40 CFR part 89
to the extent and in the manner specified in 40 CFR part 1039.
* * * * *
    (8) This part 1068 applies for marine compression-ignition engines
that are subject to the provisions of 40 CFR part 1042. This part 1068
applies for marine compression-ignition engines certified under 40 CFR
part 94 to the extent and in the manner specified in 40 CFR part 1042.
    (9) This part 1068 applies for marine spark-ignition engines that
are subject to the provisions of 40 CFR part 1045. This part 1068
applies for marine spark-ignition engines certified under 40 CFR part
91 to the extent and in the manner specified in 40 CFR part 1045.
* * * * *
    (13) This part applies for small nonroad spark-ignition engines
that are subject to the provisions of 40 CFR part 1054. This part 1068
applies for nonroad spark-ignition engines certified under 40 CFR part
90 to the extent and in the manner specified in 40 CFR part 1054.
* * * * *
    (15) This part 1068 applies to portable fuel containers we regulate
under 40 CFR part 59 to the extent and in the manner specified in 40
CFR part 59, subpart F.
* * * * *
0
262. Revise Sec.  1068.10 to read as follows:

Sec.  1068.10  Practices for handling confidential business
information.

    The provisions of this section apply both to any information you
send us and to any information we collect from inspections, audits, or
other site visits.
    (a) When you submit information to us, if you claim any of that
information as confidential, you may identify what you claim to be
confidential by marking, circling, bracketing, stamping, or some other
method; however, we will not consider any claims of confidentiality
over information we have determined to be not entitled to confidential
treatment under Sec.  1068.11 or other applicable provisions.
    (b) If you send us information without claiming it is confidential,
we may make it available to the public without further notice to you,
as described in 40 CFR 2.301(j).
    (c) For submissions that include information that may be entitled
to confidential treatment, we may require that you send a ``public''
copy of the report that does not include the confidential information.
We may require that you substantiate your claim to confidential
treatment for any items not contained in the public version. We will
release additional information from the complete version of such a
submission only as allowed under 40 CFR 2.301(j) and as described in
this subpart and the standard-setting part.
    (d) We will safeguard your confidential business information (CBI)
as described in 40 CFR 2.301(j). Also, we will treat certain
information as confidential and will only disclose this information if
it has been determined to be not entitled to confidential treatment as
specified in Sec.  1068.11(c). The following general provisions
describe how we will process requests for making information publicly
available:
    (1) Certification information. We will treat information submitted
in an application for certification as confidential until the
introduction-into-commerce date you identify in your application for
certification consistent with 40 CFR 2.301(a)(2)(ii)(B). If we issue
the certificate after your specified date, for the purpose of this
section the introduction-into-commerce date is the date we issue the
certificate. After that date, we will treat information submitted in an
application for certification as described in Sec.  1068.11.
    (2) Preliminary and superseded information. Preliminary and
superseded versions of information you submit are covered by
confidentiality determinations in the same manner as final documents.
However, we will generally not disclose preliminary or superseded
information unless we receive a request under 5 U.S.C. 552 that
specifically asks for all versions of a document, including preliminary
and superseded versions. We will consider a document preliminary if we
have not reviewed it to verify its accuracy or if the reporting
deadline has not yet passed. We will consider information superseded if
you submit a new document or a revised application for

certification to replace the earlier version.
    (3) Authorizing CBI disclosure. The provisions of this section do
not prevent us from disclosing protected information if you
specifically authorize it.
    (4) Relationship to the standard-setting part. The standard-setting
part may identify additional provisions related to confidentiality
determinations. Note that the standard-setting part identifies
information requirements that apply for each type of engine/equipment.
If this section identifies information that is not required for a given
engine, that does not create a requirement to submit the information.
    (5) Changes in law. The confidentiality determinations in this
section and in the standard-setting parts may be changed through the
processes described in 40 CFR 2.301(j)(4).
0
263. Add Sec.  1068.11 to read as follows:

Sec.  1068.11  Confidentiality determinations and related procedures.

    This section characterizes various categories of information for
purposes of making confidentiality determinations, as follows:
    (a) This paragraph (a) applies the definition of ``Emission data''
in 40 CFR 2.301(a) for information related to engines/equipment subject