[Federal Register Volume 60, Number 126 (Friday, June 30, 1995)]
[Rules and Regulations]
[Pages 34326-34377]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-14220]




[[Page 34325]]

_______________________________________________________________________

Part II





Environmental Protection Agency





_______________________________________________________________________



40 CFR Parts 9, 85, 86, 88 and 600



Control of Air Pollution From New and In-Use Motor Vehicles and New and 
In-Use Motor Vehicle Engines; Technical Amendments to the Test 
Procedures for Methanol-Fueled Motor Vehicles and Motor Vehicle Engines 
and Petroleum-Fueled Motor Vehicles; Final Rule

  Federal Register / Vol. 60, No. 126 / Friday, June 30, 1995 / Rules 
and Regulations   

[[Page 34326]]


ENVIRONMENTAL PROTECTION AGENCY

40 CFR Parts 9, 85, 86, 88 and 600

[AMS-FRL-5203-6]


Control of Air Pollution From New and In-Use Motor Vehicles and 
New and In-Use Motor Vehicle Engines; Technical Amendments to the Test 
Procedures for Methanol-Fueled Motor Vehicles and Motor Vehicle Engines 
and Petroleum-Fueled Motor Vehicles; Final Rule

AGENCY: Environmental Protection Agency (EPA).

ACTION: Final rule.

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SUMMARY: This rule changes the test procedures previously promulgated 
for methanol-fueled vehicles (April 11, 1989). These revisions make 
minor corrections to the procedures, provide additional options, and 
clarify the Agency's regulatory intent. The changes are expected to 
allow manufacturers more flexibility in complying with the applicable 
regulations, without sacrificing accuracy of test results. This action 
is a part of an ongoing cooperative interaction between Agency staff 
and the affected automobile and engine manufacturers to develop the 
most efficient test procedures possible for alternative fuels such as 
methanol. Among the most significant changes are revisions to the 
testing requirements for flexible fuel vehicles (FFVs), the allowance 
of electronic mass flow controllers for methanol and formaldehyde 
sample systems, the allowance of lower temperatures for some heated 
components, establishment of wider tolerances for SHED and CVS 
(Constant Volume Sampler) verifications, and specification of the fuel 
to be used with all flame ionization detectors. It should be noted that 
the revision related to flame ionization detectors affects all light-
duty vehicles, including gasoline-fueled vehicles.
    In compliance with the Paperwork Reduction Act, this rule also 
displays the Office of Management and Budget (OMB) control numbers 
issued under the Paperwork Reduction Act (PRA) for the final rules 
titled ``Emission Standards for Clean-fuel Vehicles and Engines, 
Requirements for Clean-Fuel Vehicle Conversions, and California Pilot 
Test Program'' and the ``Standards for Emissions from Natural Gas-
Fueled, and Liquified Petroleum Gas-Fueled Motor Vehicles and Motor 
Vehicle Engines, and Certification Procedures for Aftermarket 
Conversions''. Also included in this Final Rule are minor changes that 
were proposed in the ``Gaseous-Fueled Vehicles'' and ``Clean Fuel 
Fleets'' Notices of Proposed Rulemaking, but were not finalized in the 
respective Final Rules.

EFFECTIVE DATE: This final rule is effective July 31, 1995, except the 
amendments to part 9 are effective June 30, 1995.
    Sections 85.503, 85.505, 86.094-23, 86.094-24, 86.095-35 86.098-28, 
86.113-94, 86.142-90, 86.150-98, 86.513-94, 86.542-90, 86.1242-90, 
86.1344-94 published at 59 FR 48472 and Sec. 600.113-93 published at 59 
FR 39638 and 48472, containing information collection requirements 
which have now been approved by OMB, are effective June 30, 1995.
    Sections 88.104 (b) and (d), 88.201-94 through 88.206-94, and 
88.306-94(b) (1),(2), and (4) published at 59 FR 50042, containing 
information collection requirements which have been now approved by 
OMB, are effective June 30, 1995.

ADDRESSES: Material relevant to this rulemaking is contained in the 
Docket A-92-02. The docket is located at the Air Docket Section (LE-
131), U.S. Environmental Protection Agency, Room M-1500, 401 M Street 
SW., Washington, DC 20460, and may be inspected between 8 a.m. and 3 
p.m. Monday through Friday. Information may also be obtained from the 
U.S. Environmental Protection Agency, Office of Mobile Sources, 
Regulation Development and Support Division, Engine and Vehicle 
Regulation Branch, 2565 Plymouth Road, Ann Arbor, MI 48105.

FOR FURTHER INFORMATION CONTACT: Charles Moulis, Regulation Development 
and Support Division, U.S. Environmental Protection Agency, 2565 
Plymouth Road, Ann Arbor, MI 48105. Telephone: (313) 741-7826

SUPPLEMENTARY INFORMATION:

Introduction

    On April 11, 1989, EPA published final regulations which extended 
the Federal Motor Vehicle Control Program to methanol-fueled vehicles 
(54 FR 14427). Where possible, the regulations simply applied the 
existing petroleum-fueled vehicle test procedures to methanol-fueled 
vehicles. In some cases where that was not possible, it was necessary 
to incorporate procedures that were more complicated than the 
procedures used to test petroleum-fueled vehicles. Since that time, 
several methanol-fueled vehicles have been certified. Overall, the 
methanol-fueled vehicle test procedures have proven to be accurate and 
reliable, though some minor issues have been raised.
    On March 1, 1993, EPA published a Notice of Proposed Rulemaking 
(NPRM) proposing several revisions to the test procedures that were 
established for methanol-fueled vehicles in 1989 (58 FR 11816). This 
rulemaking was initiated to address the minor issues which arose while 
implementing the previously promulgated certification procedures for 
methanol-fueled vehicles. Some of the issues require only a 
clarification of the Agency's regulatory intent, while others require 
changes to the test procedures specified in the CFR. The revisions 
being promulgated today are essentially the same revisions that were 
proposed, though some of proposed revisions are not being finalized. 
Also, some of the revisions were modified slightly in response to 
public comments on the proposal.
    The test procedure changes being finalized today include both 
changes to the existing procedures and allowances for different 
procedures to be used in place of some of those procedures previously 
required. The substantive changes are described below. However, the 
reader is advised to read the actual regulatory language, which is also 
printed here, for the complete changes.
    Also included in this action are minor changes that were proposed 
in the ``Gaseous-Fueled Vehicles'' (57 FR 52912, November 5, 1992) and 
``Clean Fuel Fleets'' (58 FR 32474, June 10, 1993) Notices of Proposed 
Rulemaking, but were omitted from the regulations of the respective 
Final Rules. For details, see ``Issues'' 12 and 16
    The following discussion is organized by issue. For each issue, 
there are separate sections describing what was proposed, the public 
comments and EPA's response to them, and a summary of the changes that 
are actually being finalized by today's action.

Issues: Proposal, Public Comments, and Final Action

1. Test Fuels

Proposal
    Manufacturers of methanol-fueled flexible fuel vehicles (FFVs) have 
been required to comply with the methanol-fueled vehicle standards when 
using any fuel mixture within the vehicle's design range. (FFVs are 
vehicles that are designed to operate using a methanol fuel, gasoline 
and all mixtures of the two). In order to ensure that such vehicles 
meet the standards over the full range of fuel mixtures, the previous 
regulations (e.g., 40 CFR 86.113) required that manufacturers submit 
test data for worst case fuel mixtures. However, it became apparent 
that implementation of such an approach is 

[[Page 34327]]
problematic, because the worst case fuel mixture may vary for the 
various pollutants. Therefore, rather than attempting to identify a 
single worst case fuel, the Agency proposed that manufacturers 
demonstrate compliance by submitting test data for three fuel mixtures 
during certification. The three proposed mixtures were: the methanol 
fuel expected to be found in use, gasoline, and the highest volatility 
mixture. The use of straight methanol fuel (e.g., M85 1) and 
straight gasoline would demonstrate compliance at the two extremes of 
operation. The high volatility mixture would ensure proper evaporative 
emissions controls. This mixture was proposed to be approximately M10. 
The Agency indicated that it would retain the right to perform its 
confirmatory testing using any mixtures within the design range and to 
continue to require compliance with the standards over the full range 
as well.

    \1\ Methanol fuels are commonly identified by their methanol 
content using the abbreviation MXX, where XX is the volumetric 
percent of the fuel which is methanol. M85, which is currently the 
most common methanol fuel for light-duty vehicles, contains 85 
percent methanol and 15 percent gasoline.
---------------------------------------------------------------------------

    For mileage accumulation of FFVs, the previous regulations also 
required the use of the worst case fuel mixtures. For reasons similar 
to those discussed above, the Agency proposed to allow manufacturers to 
alternate between the methanol fuel (e.g., M85) and gasoline, at 
mileage intervals not to exceed 5000 miles. The Agency also proposed 
requiring that the total volume of the methanol fuel used for mileage 
accumulation be at least 25 percent, but not more than 75 percent of 
the total fuel volume used.
    The original regulations specified that methanol test fuels be 
representative of in-use fuels, did not include detailed specifications 
of test fuel composition, as has been done for gasoline. This issue was 
discussed in the NPRM, but no revisions to this requirement were 
proposed.
Public Comments
    The American Automobile Manufacturers Association (AAMA) 
recommended that EPA not require manufacturers to use all three fuels 
(gasoline, M10, and M85) to demonstrate compliance for each engine 
family, when the manufacturers certify many methanol-fueled engine 
families. They argued that the testing burden associated with using 
three fuels for a large number of engine families would be too great. 
Instead, AAMA recommended that EPA allow the manufacturers to certify 
most methanol-fueled engine families using only M85, as long as they 
tested one or two engine families using all three fuels. While the 
Agency recognizes that the testing burden using three fuels can be 
significantly more than using one fuel (as is the case with gasoline), 
the Agency does not believe the AAMA recommendation is sufficient to 
demonstrate compliance over the entire range of fuel mixtures for all 
engine families. Compliance using M85 does not ensure compliance using 
either gasoline, or M10; and compliance of one FFV engine family using 
gasoline and M10 does not ensure compliance for all other FFV engine 
families.
    AAMA also disagreed with EPA's proposal to not adopt a permanent 
and well defined methanol certification fuel specification. They stated 
that ``it would become difficult, if not impossible, to demonstrate 
compliance with all fuels if the fuel properties are allowed to drift 
at random.'' The Agency, however, feels strongly that certification 
fuel must be representative of in-use fuels. EPA recognizes that test 
reproducibility is very important, and thus does not wish to have test 
fuel properties varying randomly. The Agency will issue guidance as to 
the fuel property specifications which define the representative 
methanol fuel(s). The specifications will only change to the extent 
that the fuel market as a whole changes, and EPA does not expect that 
changes in the specifications will be significant from one year to the 
next.
    A related point that is worth clarifying pertains to the 
possibility of EPA regulating in-use methanol fuels. While the Agency 
recognizes that fuel properties such as chloride content (which effects 
the corrosivity of the fuel), sulfur content (which can effect catalyst 
efficiency), or vapor pressure (which can effect cold-starting) could 
impact emissions, it has stated previously that it currently has no 
plans to regulate commercial methanol fuels. This position has been 
misinterpreted to mean that EPA has already decided that it will not 
regulate commercial methanol fuels at any time in the future. However, 
it is actually probable that EPA would regulate commercial methanol 
fuels if it became apparent that in-use methanol fuel quality was 
adversely affecting the environment. The Agency has no current plans to 
regulate commercial methanol fuels because it is optimistic that 
methanol fuel suppliers will voluntarily adopt industry-wide standards 
that will make EPA regulation unnecessary.
Final Action
    The Agency will still require that FFVs comply with the standards 
when operating on any fuel mixture within the design range, but the 
means by which this compliance is demonstrated is being changed. Rather 
than attempting to identify a single worst case fuel, manufacturers 
will now be required to demonstrate compliance by submitting test data 
for three fuel mixtures during certification. These three mixtures are: 
the methanol fuel expected to be found in use, gasoline, and the 
highest volatility mixture. The highest volatility mixture will be M10 
(more specifically, it will contain between nine and thirteen percent 
methanol).
    While the Agency will accept testing on the above fuels as an 
adequate demonstration for certification, it should be emphasized that 
the Agency will retain the right to perform its confirmatory testing 
using any mixtures within the design range and will require compliance 
with the standards over the full range as well.
    For mileage accumulation of FFVs, EPA will require manufacturers to 
alternate between the methanol fuel (e.g., M85) and gasoline, at 
mileage intervals not to exceed 5000 miles. There is an additional 
requirement that the total volume of the methanol fuel (e.g., M85) used 
for mileage accumulation be at least 25 percent, but not more than 75 
percent of the total fuel volume used. The Agency believes that these 
requirements will be sufficient to demonstrate the durability of FFVs 
in use, where the vehicles may be operated on only methanol, only 
gasoline, or alternately on both fuels. EPA is not dictating which test 
fuel mixtures should be used for the emissions tests performed to 
determine deteriorations factors, but the Agency is currently 
recommending that deterioration factors be determined for both the 
alcohol fuel and the gasoline fuel.
    Implicit in the rationale for the approach discussed above is the 
assumption that there would be a reasonable possibility that a 
significant number of in-use FFVs would be operated using both M85 and 
gasoline. This assumption, however, would not necessarily be valid for 
FFV models which had a very significant drop in performance when fueled 
with gasoline. If the drop in performance were so drastic that the 
vehicle became only marginally functional, then it would be very 
unlikely that the vehicle operator would fuel the vehicle with gasoline 
unless it were an emergency situation, 

[[Page 34328]]
where the fuel tank was empty and no methanol fuel was available. Such 
a vehicle is said to have only ``limp home'' capability when operated 
with gasoline. The Agency recognizes that it would be reasonable for 
these vehicles to be considered dedicated methanol-fueled vehicles for 
the purposes of certification, and thus to be certified using only 
methanol fuel (M85) for emissions testing and mileage accumulation. The 
regulations have been modified to make this clear. Manufacturers should 
obtain written approval to classify such vehicles as dedicated vehicles 
from the Administrator prior to the start of testing. In determining 
how to classify such vehicles, the Administrator would consider the 
significance of the drop in performance using gasoline, the expected 
availability of methanol fuel, and the expected vehicle use (i.e, 
personal, taxi fleets, delivery vehicles, etc.). For example, a 
methanol-fueled vehicle which lost 80 percent of its normal power when 
using gasoline could be considered a dedicated vehicle; although, if 
the vehicle was designed to be significantly overpowered, and still had 
adequate acceleration with only 20 percent of its normal power, it 
would not be considered a dedicated vehicle.
    The regulations still do not specify methanol test fuels more 
precisely than to require that the methanol test fuels be 
representative of in-use fuels. The broad nature of this requirement is 
the result of EPA's previous experience with gasoline. Because in-use 
gasolines changed so significantly from the fuel used in certification, 
especially in the area of vapor pressure, it became necessary for the 
Agency to promulgate extensive regulations for in-use gasoline. The 
Agency hopes that regulation of in-use methanol fuel quality will not 
be necessary, and that industry-wide methanol fuel standards will be 
adopted on a voluntary basis. Such standards would be accepted by EPA 
as appropriate certification fuel standards, assuming that in-use fuels 
consistently complied with the standards, since it would ensure that 
the certification fuel is representative of in-use fuels. EPA 
recognizes that, since the current market for methanol fuels is not 
well defined, it is not possible at this time to determine one methanol 
fuel that is truly representative of in-use fuels in all respects. For 
previous certification of methanol-fueled vehicles, the Agency decided 
that mixtures of chemical grade methanol and certification gasoline 
were sufficiently representative to ensure that certification emissions 
results would accurately reflect the behavior of in-use methanol-fueled 
vehicles using market fuels. This approach is consistent with the 
California Air Resources Board certification fuel specifications, 
except that California's specification 2 does not require that the 
methanol be chemical grade, and that it requires the use of 
California's certification gasoline. Therefore, until such time that 
the methanol fuel market is large enough to allow a better 
determination of a representative fuel or until industry-wide standards 
are adopted by fuel suppliers, the Agency will use, and require 
manufacturers to use either a combination of chemical grade methanol 
and certification gasoline in proportions that reflect the composition 
of the intended in-use fuel, or California's certification methanol 
fuel. For current M85-fueled vehicles this will be 84-88 percent (by 
volume) methanol and the remainder gasoline. For M100-fueled vehicles, 
the fuel will be neat chemical grade methanol, although it may contain 
small amounts of fuel additives, provided that the manufacturer can 
demonstrate that those same additives will be included in the in-use 
fuel.

    \2\  California Code of Regulations, Title 13, Section 2292.
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2. Methanol and Formaldehyde Sampling and Analysis

Proposal
    The original regulations for methanol-fueled vehicles specified 
separate sampling systems for methanol and formaldehyde. In the NPRM 
for this action, the Agency proposed revisions in several areas related 
to these requirements, although the most basic aspects of the 
requirements remain unchanged. Under the proposed regulations, the 
samples would still be collected by bubbling the sample gas through two 
impingers, or, in the case of formaldehyde, through a cartridge 
impregnated with dinitrophenylhydrazine (DNPH); and the impinger fluid 
or cartridge would still be analyzed for methanol or formaldehyde using 
chromatographic methods.
    The most significant of the proposed changes affected the required 
sampling flow rates. The previous regulations included minimum 
requirements for flow rates through impingers and cartridges. They were 
included to ensure that sufficient amounts of methanol and formaldehyde 
are collected to allow for accurate detection by the chromatographic 
instruments. Because there can be significant variations from system to 
system, however, a single minimum flow rate is not appropriate for all 
systems. To correct this, the Agency proposed to eliminate these 
minimum flow rates, and to instead establish minimum concentrations for 
the primary impingers and cartridges. More specifically, EPA proposed 
that systems (and procedures) be required to be designed such that 
testing of a vehicle or engine that emitted the maximum allowable level 
of methanol, or emitted formaldehyde at a level that was ten percent of 
the maximum emission level of methanol would result in analyte 
concentrations that were 25 times higher than the levels of detection 
for the instruments used. Systems that did not meet this requirement 
due to high limits of detection were to be allowed, provided that the 
resultant methanol concentration was greater than 25 mg/l, and the 
resultant formaldehyde concentration is greater than 2.5 mg/l. For any 
vehicles or engines that have an applicable formaldehyde standard, the 
analyte concentrations used for design would be those that would result 
from the maximum emission level allowed by that standard. The Agency 
also proposed to add an additional design requirement that the amount 
of methanol collected in the secondary impinger not be more than ten 
percent of the total amount collected.
    Another set of proposed revisions dealt with the method of flow 
measurement. In several parts of the previous regulations, dry gas 
meters were specifically required for sampling and calibration systems. 
This was because dry gas meters were considered to be the most 
appropriate type of flow meter for these applications at the time the 
test procedures for methanol-fueled vehicles were originally developed. 
It has became apparent, however, that these specifications were no 
longer necessary. Therefore, the Agency proposed to allow other types 
of flow meters to be used, provided that they meet an accuracy 
specification of 2 percent.
Public Comments
    The comments received regarding methanol and formaldehyde sampling 
and analysis were generally supportive of the Agency's proposals. Some 
of the comments, however, requested clarification of regulatory 
language. In response, EPA has modified the regulatory language 
regarding the design requirements for sample flow rates, the use of 
secondary impingers and cartridges, and the accuracy specifications for 
sample flow meters. 

[[Page 34329]]

Final Action
    Sampling systems (and procedures) will be required to be designed 
such that testing of a vehicle or engine that emitted the maximum 
allowable level of methanol (e.g., 0.95 g/mi methanol, or 14 g/FTP, for 
a 0.41 g/mi THCE 3 standard), or emitted formaldehyde at a level 
that was twenty percent of the maximum emission level of the lowest 
applicable THCE or NMHCE (e.g., 0.082 g/mi formaldehyde, or 1.2 g/FTP, 
for a 0.41 THCE standard) during the first phase of the test would 
result in analyte concentrations that were at least 25 times higher 
than the levels of detection for the instruments used. As proposed, 
systems that do not meet this requirement due to high limits of 
detection will be allowed, provided that the resultant methanol 
concentration is greater than 25 mg/l, and the resultant formaldehyde 
concentration is greater than 2.5 mg/l. For any vehicles or engines 
that have an applicable formaldehyde standard, the analyte 
concentrations used for design would be those that would result from 
the maximum emission level allowed by that standard. The Agency is also 
requiring that the amount of methanol collected in the secondary 
impinger not be more than ten percent of the total amount collected.

    \3\ THCE and NMHCE are replacing OMHCE and OMNMHCE; see 
discussion in ``15. Other Issues.''
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    Also, the Agency will allow other types of flow meters to be used, 
provided that they meet the accuracy specifications of Secs. 86.120-90 
or 86.1320-90. The specifications of these sections require accuracy of 
1 percent of the maximum operating range and 2 
percent of the reading.

3. Proportional Sampling

Proposal
    Prior to this action, there were only two methods allowed by the 
regulations for obtaining proportional samples when testing light-duty 
vehicles: the Positive Displacement Pump-Constant Volume Sampler (PDP-
CVS) method and the Critical Flow Venturi-Constant Volume Sampler (CFV-
CVS) method. However, EPA proposed a third option for methanol-fueled 
vehicles. This method is based on the current CFV-CVS system, but 
allows proportional sampling of methanol and formaldehyde to be 
maintained by electronically monitoring the CVS flow rate and 
electronically controlling the sample flows. Similar approaches have 
been used for some years in heavy-duty diesel testing and in light-duty 
research testing. When using this approach, the ratio of sample flow to 
CVS flow was to be required to remain within 5 percent of 
the set-point ratio.
Public Comments
    AAMA supported the Agency's proposals, and added that flow 
controllers should vary the sample flow rate inversely with the square 
root of the bulk stream temperature. EPA agrees, and has added such 
language to the regulations.
Final Action
    EPA is finalizing this revision as proposed. The Agency is not 
requiring that these electronically-controlled sampling systems also 
include separate flow meters to measure total sample volumes, but will 
allow them. It should be emphasized that even though this option is 
only being specified for methanol and formaldehyde sampling systems, 
the Agency would consider allowing similar approaches for other samples 
as equivalent procedures. (For example, paragraph (a)(5) of 
Sec. 86.109-94 specifically allows the use of sampling procedures other 
than those specified in that section, provided that they can be shown 
to ``yield equivalent or superior results''.)

4. Prevention of Condensation

Proposal
    Exhaust from methanol-fueled vehicles generally has much higher 
water vapor content than conventional vehicles, which can lead to water 
condensation under certain testing conditions, when the gas comes into 
contact with surfaces at temperatures below its dew point. Such 
condensation can create very significant problems with respect to 
testing accuracy, since both methanol and formaldehyde are soluble in 
water. However, if the gas comes into contact with very hot surfaces, 
the methanol can undergo decomposition reactions. For these reasons, in 
the previous rulemaking, EPA required that sample lines and transfer 
systems be heated to 23515  deg.F (as measured at the 
surface in contact with the raw and diluted exhaust gases). Some 
manufacturers, however, have indicated a concern that this temperature 
requirement may be too high for their systems. The Agency proposed to 
change its regulatory focus from specifying the temperature 
requirement, toward allowing manufacturers to determine the most 
appropriate temperatures for their own individual systems. The 
requirements to heat many of the components remained, but EPA proposed 
changing the lower limit to the maximum dew point of the exhaust 
mixture. Comments were requested on whether it will be necessary to 
measure dew point continuously for each test.
    It had also been suggested that heavy-duty engine manufacturers 
should be allowed to use ducts up to 32 feet in length to transfer the 
exhaust from the engine to the dilution tunnel. Testing by Southwest 
Research Institute (SwRI) showed no significant difference between the 
emission results from test systems using ducts 13 and 32 feet in 
length.4 Therefore, the Agency proposed to allow transfer ducts up 
to 32 feet in length (as is currently allowed for petroleum-fueled 
engines). However, since the SwRI testing did not provide data for 
systems in which the duct temperature exceeded 315  deg.C, this 
allowance required that the maximum duct temperature not exceed 315 
deg.C.

    \4\ ``Effect of Exhaust Pipe Length on Emissions From a Heavy-
Duty Methanol Engine,'' SwRI-4962, May 1992, Docket Item A-92-02-II-
D-7.
---------------------------------------------------------------------------

    EPA also proposed allowing heating and dehumidifying the dilution 
air, with some restrictions. The proposed restrictions limited the 
maximum temperature and affect how the dilution air flow rate is 
calculated.
Public Comments
    The comments received regarding the prevention of condensation were 
generally supportive of the Agency's proposals. AAMA stated that, based 
on their testing experience, measurement of the dew point is not 
necessary, provided that dilution systems are designed properly. EPA 
agrees that continuous measurement of the dew point is not necessary, 
and thus will also allow the absence of condensation to be demonstrated 
through engineering analyses.
    Detroit Diesel Corporation (DDC) supported EPA's proposal to allow 
longer unheated exhaust transfer ducts for heavy-duty engines, but 
requested that the Agency raise the maximum temperature from 315  deg.C 
(as proposed) to 350  deg.C. Further, they indicated that they believed 
that a limit on the average temperature of the duct would be more 
appropriate than a limit on the maximum temperature.
    EPA recognizes that the 315  deg.C limit was based on testing of 
only one engine, and that other larger engines could easily result in 
higher temperatures of the duct. However, the Agency does not consider 
it to be unreasonable to expect manufacturers to make the slight 
modifications to the duct that would be necessary to prevent the 
maximum duct temperature from exceeding 315  deg.C. Simple 
modifications such as the 

[[Page 34330]]
addition of fins, or the use of cooling fans, should be able to 
increase the heat transfer away from the duct sufficiently to allow the 
systems to comply with this requirement even when testing larger 
engines. The Agency also does not agree that a limit on the average 
temperature would be more appropriate. While it is true that 
controlling the average temperature would account for the length of 
time that the exhaust is exposed to the higher temperatures, it would 
allow the exhaust to be exposed to very high temperatures. Therefore, 
EPA has decided that a limit on the maximum temperature is appropriate 
at this time, especially given the increased complexity of determining 
the average temperature of the duct instead of only the maximum 
temperature.
Final Action
    The Agency has changed its regulatory focus from specifying the 
temperature requirement, to allowing manufacturers to determine the 
most appropriate temperatures for their own individual systems. 
However, EPA is establishing a lower limit of 5  deg.F above the 
maximum dew point of the exhaust mixture, instead of the maximum dew 
point as was proposed. The previously established maximum upper 
temperature of 250  deg.F remains in effect. Although these limits 
provide slightly less additional flexibility than was proposed, the 
Agency believes that they allow for a sufficiently wide range of 
temperatures. This revision is not intended to imply that the Agency no 
longer believes that the appropriate temperature range for most systems 
is 220-250  deg.F, but rather it is intended only to allow the 
manufacturers more flexibility. Manufacturers must demonstrate that 
their systems will prevent condensation from occurring, and will be 
allowed to do so using engineering analyses, such as dew point data 
from testing under some worst case conditions (e.g., with a large 
engine during a period of high ambient humidity).
    EPA is also revising the regulations to allow heavy-duty engine 
manufacturers to use longer unheated ducts to transfer the exhaust from 
the engine to the dilution tunnel. The Agency will allow transfer ducts 
up to 32 feet in length, but will require that the maximum duct 
temperature not exceed 315  deg.C. EPA recommends that steps be taken 
to minimize the temperature increase in the transfer duct to reduce the 
possibility of the methanol and formaldehyde reacting on the walls of 
the transfer duct.
    Today's rule also specifically allows heating and dehumidifying the 
dilution air, with some minor restrictions. Allowing such pretreatment 
of the dilution air may help to eliminate some of the condensation 
problems associated with methanol-fueled vehicles, and may allow the 
use of lower system temperatures as discussed above. The restrictions 
limit the maximum temperature and affect how the dilution air flow rate 
is calculated.
5. CVS and SHED Calibration and Retention Tests

Proposal
    The regulations promulgated in 1989 required that, in addition to 
tests previously required for propane, tests also be perfomed to ensure 
that there are no losses of methanol in the CVS or SHED. The 
regulations specified injecting a known quantity of methanol or propane 
into the CVS or SHED, collecting a sample and comparing the amount 
calculated from the measured value to the amount injected. The 
regulations required, for methanol, that the measured value be within 
two percent of injected value. However, actual testing experience by 
both EPA and industry has shown that consistently obtaining results 
within two percent can be problematic given the current state of 
development of methanol test procedures. Therefore, EPA proposed to 
establish wider limits (6 percent) for methanol recoveries 
during the calendar years 1992-1995. For SHED testing, these wider 
limits were to apply to both agreement between the amount injected and 
the initial measured amounts (recovery tests) and between the initial 
and final (after four hours) measured amounts (retention tests). EPA 
requested comments regarding whether it was sufficient to widen the 
tolerances through 1995, or if a longer period were required.
    The Agency also proposed to require the use of a correction factor 
that would be derived from the four-hour retention test. This was to be 
a means of accounting for potential losses without increasing the 
testing burden.
Public Comments
    AAMA supported permanently widening the tolerances for CVS and SHED 
recovery and retention tests for methanol to 6 percent. 
They stated in their comments that they ``do not believe that a 2 
percent limit will be achievable in the near future.'' EPA recognizes 
that, at this time, complying with a 2 percent tolerance is not 
possible without an unreasonable test burden. This is due in large part 
to the imprecision of the GC analysis, which AAMA estimated at 
5 percent. This imprecision could be reduced by performing 
multiple GC analyses, although this would lead to a significant 
increase in costs. When the vehicles are tested for compliance with a 
carbon equivalence-based standard, however, the accuracy of the 
methanol measurement becomes less important. Since the test procedure 
determines the emissions of non-oxygenated HC by subtracting the 
methanol FID response from the total FID response, an undermeasurement 
of methanol will lead to an overmeasurement of HC, and vice versa. Thus 
the net impact of the accuracy of the methanol measurement on the 
accuracy of the calculated THCE emission rate is reduced. However, EPA 
continues to believe that the 2 percent tolerance will ultimately be 
achievable, and that this level of accuracy is appropriate. Therefore, 
the Agency will maintain this specification, but will allow 
manufacturers to request a waiver from the required 2 percent tolerance 
after 1995, as described below.
    AAMA opposed the use of correction factors for SHED testing. They 
argued that correction factors are not necessary, and would be 
``inconsistent with previous test requirements.'' EPA recognizes AAMA's 
concerns. More importantly, however, the Agency believes that the 
potential for losses can be addressed under the waiver provisions being 
established today (see Final Action section below). Therefore, EPA is 
not finalizing the proposed correction factor requirements.
Final Action
    EPA is establishing a wider tolerance of 6 percent for 
methanol recovery and retention during the calendar years 1992-1995, as 
was proposed. After 1995, the Agency will allow manufacturers to 
request a waiver from the required tolerance (e.g., 2 
percent), provided that:
    (1) The Administrator determines that compliance with the specified 
tolerance is not practically feasible, and
    (2) The manufacturer makes information available to the 
Administrator which indicates that the calibration tests and their 
results are consistent with good laboratory practice, and that the 
results are consistent with the results of calibration testing 
conducted by the Administrator, and
    (3) The manufacturer complies with higher tolerances (up to 
6 percent for recoveries and 8 for retention), 
as specified by the Administrator.
    In deciding whether to grant the waiver, and what the tolerances 
should be under the waiver, EPA will be 

[[Page 34331]]
concerned primarily with the degree to which any imprecision and 
inaccuracy in the methanol sampling and measurement techniques would 
affect its ability to determine compliance with emission standards. 
More specifically, this means that the precision (repeatability) of 
methanol measurements should be as good as is practically feasible, and 
that there should be no losses in the system that would lead to a 
significant undermeasurement of methanol. The determination of 
practical feasibility will depend on the degree to which variability 
can be reduced and the costs associated with the reduction. EPA 
recognizes that the standard for precision that is ``consistent with 
good laboratory practice'' will change with time, and will use its own 
testing as the standard. That means that manufacturers will be required 
to have precision that, in the Administrator's judgement, is 
essentially as good as that of EPA.

6. Fuels for Flame Ionization Detectors

Proposal
    Flame ionization detectors measure hydrocarbons and other organics 
by ionizing the carbon atoms with a supplemental fuel source. At one 
time, the primary fuel was a mixture of hydrogen in nitrogen (H2/
N2), but now the more commonly used fuel is a mixture of hydrogen 
in helium (H2/He), which is thought to give a more accurate 
response. In the previous regulations, it was somewhat unclear what 
type of fuels were to be used with the heated flame ionization 
detectors (heated FID or HFID) required for methanol-fueled vehicle 
testing. Evaporative emissions testing and heavy-duty exhaust testing 
required the use of H2/He, while the fuel for light-duty exhaust 
testing was previously unspecified. Since the light-duty fuel was 
unspecified, many testing facilities have used a mixture of hydrogen in 
nitrogen. To eliminate this confusion, the Agency proposed to clearly 
require that H2/He fuel be used for all FIDs when testing 
methanol-fueled vehicles. Moreover, to provide consistent testing of 
both alternatively-fueled and conventionally-fueled vehicles, the 
Agency proposed to require the use of H2/He fuel for all heated 
and unheated FIDs. The Agency also requested comments on whether 
revisions are needed to the FID calibration procedure as outlined in 
the CFR.
Public Comments
    AAMA agreed with EPA's proposal to require that hydrogen/helium 
mixtures be used as the fuel for all flame ionization detectors (FIDs). 
AAMA also recommended that EPA add a requirement to optimize the FID to 
make the response of methane (relative to propane) as close to one as 
possible. The Agency agrees that optimizing the FID to reduce 
variations in response factors is good engineering practice. However, 
EPA has not seen evidence that FIDs are currently being improperly 
calibrated, and thus does not believe that it is necessary to include 
such a provision in the regulations at this time. EPA will continue to 
consider this issue, and may propose further specifications for the 
calibration of FIDs at a later time.
Final Action
    EPA is finalizing this revision as proposed, and will require the 
use of H2/He fuel for all heated and unheated FIDs.

7. Background Measurements

Proposal
    The test procedures call for measurement of background 
concentrations of various gases, including methanol and formaldehyde, 
to be subtracted from the concentrations measured in the diluted 
exhaust. Previously, only a single sample was required for 
formaldehyde, while separate phase-by-phase samples were required for 
methanol. However, for the purpose of consistency, EPA proposed to also 
require only a single sample be collected to determine the methanol 
concentration in the dilution air. It was also noted that, since 
methanol levels in the dilution air will generally be very low, a 
single impinger is sufficient to measure the methanol concentration in 
the sample.
Public Comments
    The comments received regarding the background measurements were 
generally supportive of the Agency's proposals. DDC requested that EPA 
clearly state in the regulations that background measurements are 
optional for manufacturers. EPA agrees, and has added such language.
Final Action
    EPA is finalizing this revision as proposed, and is also adding 
regulatory language that states that background measurements are 
optional for manufacturers.

8. Determination of Fuel Composition

Proposal
    The regulations previously did not specify a procedure to determine 
the carbon:hydrogen:oxygen ratio for methanol fuels and fuel mixtures, 
other than to state that the ratio was to be measured. However, if the 
methanol fuel and/or fuel mixtures are made from fuels for which the 
ratios are known (such as chemical grade methanol and Indolene), then 
the ratio for the resultant mixture can be calculated and no 
measurement is necessary. EPA proposed to revise the regulations to 
allow for calculation of the ratio for methanol fuels and fuel 
mixtures.
Public Comments
    The comments received regarding the determination of fuel 
composition were supportive of the Agency's proposals.
Final Action
    EPA is finalizing this revision as proposed.

9. NOX Humidity Correction Factor

Proposal
    The humidity of the air in a test area is known to have an effect 
on emissions of NOX, and EPA has established a correction factor 
for NOX test results. It became apparent that the correction 
factor established for heavy-duty methanol-fueled engines is erroneous. 
EPA proposed to correct this by applying the correction factor 
currently specified for gasoline-fueled engines to Otto-cycle methanol-
fueled engines, and the one currently specified for petroleum-fueled 
diesel engines to methanol-fueled diesel engines, as was originally 
intended.
Public Comments
    EPA received no comments regarding this issue.
Final Action
    EPA is finalizing this revision as proposed.

10. Heated Flame Ionization Detectors

Proposal
    The regulations previously required that heated FIDs (HFIDs) be 
used when testing methanol-fueled vehicles. The reason for this 
requirement was that HFIDs provide a stable response for methanol more 
quickly than unheated FIDs. Some manufacturers have suggested, however, 
that in many cases the HFID is not necessary and that an unheated FID 
is adequate. EPA proposed to allow unheated FIDs to be used in place of 
heated FIDs for methanol-fueled vehicle testing.
Public Comments
    The Agency received mixed comments in response to this proposed 
revision. AAMA supported the use of 

[[Page 34332]]
unheated FIDs for methanol-fueled vehicle testing, though they 
indicated that they believe that it would be appropriate to require 
that each test lab provide data to demonstrate equivalence between 
their unheated FID and a heated FID, for their exhaust systems. The New 
York State Department of Environmental Conservation (NYDEC) commented 
that aromatic organics and large aliphatics can be lost to unheated 
surfaces in sampling systems. They recommended that heated FIDs should 
be used not only for testing methanol-fueled vehicles, but for testing 
petroleum-fueled vehicles as well. Based on these comments, and data 
from EPA testing (see Docket A-92-02), it is clear that unheated FIDs 
can be used for methanol testing in some systems, but that there is the 
potential for measurement problems in other systems. EPA will allow 
unheated FIDs to be used in place of heated FIDs for evaporative 
testing of methanol-fueled vehicles. The Agency will also allow the use 
of unheated FIDs for exhaust testing, where there appears to be a 
greater potential for measurement problems, but only after the 
manufacturer demonstrates equivalence with the heated FID for its 
system. EPA did not propose requiring heated FIDs for gasoline-fueled 
vehicle testing and has not yet received sufficient information that it 
is necessary.
Final Action
    EPA will allow unheated FIDs to be used in place of heated FIDs for 
evaporative testing of methanol-fueled vehicle testing. The Agency will 
also allow the use of unheated FIDs for exhaust testing, provided that 
the manufacturer can demonstrate equivalence with the heated FID for 
its system.

11. Gaseous Standards for Methanol and Formaldehyde

Proposal
    Gaseous standards of many gases have been specified in the 
regulations and have been routinely used in calibration procedures; 
however, such standards were not allowed for methanol and formaldehyde. 
EPA proposed to allow the use of gaseous methanol standards for 
response factor calculation, with the requirement that the 
concentration of methanol in the standard gas not vary by more than two 
percent over its useful lifetime (i.e., from the time it is prepared 
until it is no longer used for testing).
Public Comments
    AAMA supported EPA's proposal to allow the use of gaseous methanol 
standards for the determination of the FID response to methanol. 
However, they suggested that EPA widen the tolerance for stability to 
4 percent (instead of 2 percent) to account for 
variability in the measurement of methanol. They also suggested that 
EPA allow bottles that exceed this tolerance to be renamed with the new 
concentration. The Agency recognizes that the variability associated 
with measuring methanol makes it possible that the measured 
concentration of methanol could be outside the 2 percent 
tolerance, even though the true concentration had not changed by more 
than 2 percent. Therefore, EPA has added regulatory language that 
clarifies that the 2 percent tolerance is for a reasonable 
estimate of the true concentration, taking into account measurement 
variability, not necessarily a single measurement. The Agency envisions 
that manufacturers will use an average of multiple measurements to 
determine the concentration, and will make enough measurements so that 
the precision of the estimate is 2 percent. Also, EPA 
agrees that standards that change by more than 2 percent can be renamed 
with the new concentration, provided that the change is not greater 
than 10 percent.
Final Action
    EPA will allow the use of gaseous methanol standards for response 
factor calculation, with the requirement that the concentration of 
methanol in the standard gas shall not vary by more than two percent, 
without being relabeled with the new concentration.

12. Idle CO Testing
Proposal
    In the 1989 FRM, EPA established idle CO emission standards for all 
methanol-fueled light-duty trucks and heavy-duty engines, including 
heavy-duty diesel engines. In the NPRM for this current rulemaking, EPA 
proposed to modify the testing provisions to allow for continuous 
analysis instead of bag sampling and analysis. This was done to be 
consistent with Sec. 86.1310, which allows continuous CO analysis for 
transient testing of diesel cycle engines.
Public Comments
    EPA received no comments regarding this issue.
Final Action
    EPA is finalizing this revision as proposed.
    In a related matter, EPA is correcting Secs. 86.094-9 and 86.097-9 
to clarify that the idle CO standards of those sections are applicable 
to gasoline-fueled, methanol-fueled, LPG-fueled and CNG-fueled light-
duty trucks. The applicability of these standards to LPG-fueled and 
CNG-fueled light-duty trucks was specified in the Preamble of the FRM 
which established standards and test procedures for gaseous-fueled 
vehicles (   FR   ), but the regulatory text of these sections was not 
revised to reflect this requirement.

13. Direct Measurement of Non-Oxygenated Hydrocarbons

Proposal
    Evaporative non-oxygenated hydrocarbon emissions from methanol-
fueled vehicles have been measured by separately measuring total 
organic emissions and methanol emissions: the non-oxygenated 
hydrocarbon emissions are the difference between these two 
measurements. It had been suggested, however, that non-oxygenated 
hydrocarbons can be measured directly by installing water-filled 
impingers upstream of an FID calibrated on propane. The impingers would 
be expected to remove the methanol from the gas as it is bubbled 
through the water, but not the non-oxygenated hydrocarbons. The Agency 
proposed to revise the regulations to allow this option.
Public Comments
    The comments received indicate that the technique which was 
proposed to measure non-oxygenated HC directly for methanol-fueled 
vehicles is not sufficiently accurate at this time.
Final Action
    EPA is not finalizing this option in this action.

14. FID Measurement of Methanol Emissions From M100 Vehicles

Proposal
    Methanol emissions from M100 vehicles have been measured with an 
impinger system. The combined emissions of methanol and non-oxygenated 
HC have been measured by a FID and the non-oxygenated HC emissions have 
been determined by subtracting the methanol (after correcting for FID 
response) from the total. However, when the non-oxygenated HC emissions 
are small, there is a significant potential for errors. Because the 
amount of non-oxygenated HC emissions from M100 vehicles and engines is 
generally small, EPA proposed to allow measurement of the 

[[Page 34333]]
total emissions with an FID calibrated on methanol, as has already been 
allowed through model year 1994.
Public Comments
    AAMA supported this option to some extent, but felt that EPA should 
not use this option for its testing. At this time, EPA believes that 
the available information is not sufficient to support continuation of 
this option beyond the 1994 model year.
Final Action
    EPA is not finalizing this option in this action.

15. Collection of Methanol Samples

    As noted above, methanol samples have been collected using 
impingers. EPA also proposed, however, allowing two alternative 
methods. The first was the allowance to measure methanol concentrations 
from SHED testing by direct GC analysis of the bag samples. The second 
alternative was the allowance of the use of cartridges, which are 
designed to collect methanol, for both exhaust and evaporative testing.
Public Comments
    The comments received regarding the measurement of methanol by GC-
bag analysis or from methanol cartridges do not support either of the 
proposed approaches at this time.
Final Action
    EPA is not finalizing either approach in this action.
16. Other Issues

    AAMA indicated that the tolerance of 0.5 percent for 
the liquid methanol injection device used during CVS and SHED 
calibration may not be achievable at this time. EPA agrees, especially 
since manufacturers will still be required to comply with the recovery 
and retention tolerances specified by the Administrator. Thus, the 
Agency is allowing less precise methods to be used. This change will 
not effect the accuracy or precision of certification emissions tests.
    AAMA requested that the Agency require the determination of the FID 
response to methanol only twice annually, instead of monthly. However, 
EPA believes that the response factor should be calculated each time 
the FID is recalibrated, on a monthly basis.
    EPA is replacing the terms ``Organic Material Hydrocarbon 
Equivalent'' (OMHCE) and ``Organic Material Non-Methane Hydrocarbon 
Equivalent'' (OMNMHCE) with ``Total Hydrocarbon Equivalent'' (THCE) and 
``Non-Methane Hydrocarbon Equivalent'' (NMHCE). These new terms are 
simpler and are more obviously related to the comparable terms being 
used for petroleum-fueled vehicles (THC and NMHC). This change does not 
have any substantive effect on the certification process.
    Finally, included among the regulatory revisions in this FRM are 
minor changes that allow the test procedures specified for measuring 
formaldehyde from methanol-fueled heavy-duty engines to be used to 
measure formaldehyde from other types of engines. These changes were 
originally proposed in the ``Clean Fueled Fleets'' NPRM (58 FR 32474, 
June 10, 1993), but were not finalized. The purpose of the changes is 
to provide a means of measuring formaldehyde from non-methanol fueled 
heavy-duty ULEV engines that have to comply with a separate 
formaldehyde standard. In general, the changes are nothing more than 
removing references such as ``for methanol-fueled engines'' that are 
associated with the formaldehyde measurement procedures, and replacing 
those references with ``as applicable.''

OMB Approval of Information Collection Requirements for CFV Emission 
Standards and Gaseous Fuels Rulemakings

    EPA is also amending the table of currently approved information 
collection request (ICR) control numbers issued by OMB for various 
regulations. Today's amendment updates the table to accurately display 
those information requirements promulgated under Emission Standards for 
Clean-fuel Vehicles and Engines, Requirements for Clean-Fuel Vehicle 
Conversions, and California Pilot Test Program which appeared in the 
Federal Register on September 30, 1994 (59 FR 50042) and under 
Standards for Emissions From Natural Gas-Fueled, and Liquefied 
Petroleum Gas-Fueled Motor Vehicles and Motor Vehicle Engines, and 
Certification Procedures for Aftermarket Conversions which appeared in 
the Federal Register on September 21, 1994 (59 FR 48472). The affected 
regulations are codified at 40 CFR Parts 9, 85, 86, 88, and 600. EPA 
will continue to present OMB control numbers in a consolidated table 
format to be codified in 40 CFR part 9 of the Agency's regulations, and 
in each CFR volume containing EPA regulations. The table lists the 
section numbers with reporting and recordkeeping requirements, and the 
current OMB control numbers. This display of the OMB control numbers 
and its subsequent codification in the Code of Federal Regulations 
satisfies the requirements of the Paperwork Reduction Act (44 U.S.C. 
3501 et seq.) and OMB's implementing regulations at 5 CFR part 1320.

Environmental and Economic Impacts

    This regulation is intended only to reduce the administrative and 
testing burden of certifying methanol-fueled vehicles. It does not 
affect the stringency of emission standards. Thus, it should have no 
impact on the environment.
    This regulation does provide manufacturers some additional 
flexibility, and will result in minor economic benefits. These economic 
benefits, however, are expected to be small.
Statutory Authority

    The statutory authority for this action is provided by sections 
202(a) (1)-(2), 206, 301(a) of the Clean Air Act (42 U.S.C. 7521(a), 
7525, and 7601(a)).

Administrative Designation and Regulatory Analysis

    Under Executive Order 12866, EPA must judge whether a regulation is 
``significant'' and, therefore, subject to OMB review and the 
requirements of the Executive Order. This regulation is not a 
``significant regulatory action'' because the amendments make only 
minor and technical changes.
    This Amendment to the final rule is not subject to the Office of 
Management and Budget's review under the Executive Order and no 
Regulatory Impact Analysis was prepared.

Reporting and Recordkeeping Requirements

    The information collection requirements in this rule have been 
approved by the Office of Management and Budget (OMB) under the 
Paperwork Reduction Act, 44 U.S.C. 3501 et seq and have been assigned 
control number 2060-0104. An Information Collection Request document 
has been prepared by EPA (ICR No. 783.21) and a copy may be obtained 
from Sandy Farmer, Information Policy Branch; EPA; 401 M St., SW. 
(2136); Washington, DC 20460 or by calling (202) 260-2740.
    Public reporting burden for this collection of information is 
estimated to have a negligible effect on the existing clearance which 
averages 15,900 hours per response, including time for reviewing 
instructions, searching existing data sources, gathering and 
maintaining the data needed, and completing the collection of the 
information.
    Send comments regarding the burden estimate or any other aspect of 
this collection of information, including 

[[Page 34334]]
suggestions for reducing this burden to Chief, Information Policy 
Branch; EPA; 401 M St., SW. (2136); Washington, DC 20460; and to the 
Office of Information and Regulatory Affairs, Office of Management and 
Budget, Washington, DC 20503, marked ``Attention: Desk Officer for 
EPA.''
    All the information collection requirements for both the CFV 
Emission Standards and Gaseous Fuels Emission Standards rulemakings 
have been approved by the Office of Management and Budget under the 
Paperwork Reduction Act, 44 U.S.C. 3501 et seq. and have been assigned 
either control number 2060-0104 or 2060-0314.

Regulatory Flexibility Act

    Under the Regulatory Flexibility Act. 5 U.S.C. 601 et seq., the 
Administrator of EPA is required to determine whether a regulation will 
have a significant economic impact on a substantial number of small 
entities and, if so, to perform a regulatory flexibility analysis. The 
technical amendments contained in this rulemaking will not increase the 
burden or cost of compliance for any segment of the automotive 
industry. Therefore, pursuant to 5 U.S.C. 605(b), I hereby certify that 
this rule will not have a significant economic impact on a substantial 
number of small entities.

List of Subjects

40 CFR Part 9

    Reporting and recordkeeping requirements.

40 CFR Part 86

    Environmental protection, Administrative practice and procedure, 
Air pollution control, Gasoline, Labeling, Motor vehicles, Motor 
vehicle pollution, Reporting and recordkeeping requirements.


    Dated: April 28, 1995.
Carol M. Browner,
Administrator.

    For the reasons set forth in the preamble, parts 9 and 86 of title 
40 of the Code of Federal Regulations are amended as follows:

PART 9--[AMENDED]

    1. The authority citation for part 9 continues to read as follows:

    Authority: 7 U.S.C. 135 et seq., 136-136y; 15 U.S.C. 2001, 2003, 
2005, 2006, 2601-2671; 21 U.S.C. 331j, 346a, 348; 31 U.S.C. 9701; 33 
U.S.C. 1251 et seq., 1311, 1313d, 1314, 1321, 1326, 1330, 1344, 1345 
(d) and (e), 1361; E.O. 11735, 38 FR 21243, 3 CFR, 1971-1975 Comp. 
p. 973; 42 U.S.C. 241, 242b, 243, 246, 300f, 300g, 300g-1, 300g-2, 
300g-3, 300g-4, 300g-5, 300g-6, 300j-1, 300j-2, 300j-3, 300j-4, 
300j-9, 1857 et seq., 6901-6992k, 7401-7671q, 7542, 9601-9657, 
11023, 11048.


    1a. Section 9.1 is amended in the table by adding in numerical 
order new entries under the center headings ``Control of Air Pollution 
From Motor Vehicles and Motor Vehicle Engines,'' ``Control of Air 
Pollution from New and In-Use Motor Vehicles and New and In-Use Motor 
Vehicle Engines: Certification and Test Procedures,'' ``Clean-Fuel 
Vehicles'' and ``Fuel Economy of Motor Vehicles,'' to read as follows:


Sec. 9.1  OMB approvals under the Paperwork Reduction Act.

* * * * *

------------------------------------------------------------------------
                                                            OMB control 
                     40 CFR citation                            No.     
------------------------------------------------------------------------
                                                                        
                  *        *        *        *        *                 
------------------------------------------------------------------------
                                                                        
                                                                        
 Control of Air Pollution From Motor Vehicles and Motor Vehicle Engines 
                                                                        
------------------------------------------------------------------------
85.503..................................................       2060-0104
85.505..................................................       2060-0104
                                                                        
                  *        *        *        *        *                 
------------------------------------------------------------------------
                                                                        
                                                                        
 Control of Air Pollution From New and In-Use Motor Vehicles and New and
     In-Use Motor Vehicle Engines: Certification and Test Procedures    
                                                                        
------------------------------------------------------------------------
                                                                        
                  *        *        *        *        *                 
86.094-24(a)(3)(iii)....................................       2060-0314
                                                                        
                  *        *        *        *        *                 
86.098-28...............................................       2060-0104
                                                                        
                  *        *        *        *        *                 
86.150-98...............................................       2060-0104
                                                                        
                  *        *        *        *        *                 
86.513-94...............................................       2060-0104
                                                                        
                  *        *        *        *        *                 
86.1344-94..............................................       2060-0104
                                                                        
                  *        *        *        *        *                 
------------------------------------------------------------------------
                                                                        
                                                                        
                           Clean-Fuel Vehicles                          
                                                                        
------------------------------------------------------------------------
                                                                        
                  *        *        *        *        *                 
88.204-94(b)(1).........................................       2060-0314
88.204-94(c)............................................       2060-0314
                                                                        
                  *        *        *        *        *                 
88.306-94(b)(1).........................................       2060-0314
88.306-94(b)(2).........................................       2060-0314
88.306-94(b)(4).........................................       2060-0314
88.306-94(c)............................................       2060-0314
88.306-94(f)............................................       2060-0314
                                                                        
                  *        *        *        *        *                 
------------------------------------------------------------------------
                                                                        
                                                                        
                     Fuel Economy of Motor Vehicles                     
------------------------------------------------------------------------
                                                                        
                                                                        
                  *        *        *        *        *                 
600.113-93..............................................       2060-0104
                                                                        
                  *        *        *        *        *                 
------------------------------------------------------------------------

PART 86--CONTROL OF AIR POLLUTION FROM NEW AND IN-USE MOTOR 
VEHICLES AND NEW AND IN-USE MOTOR VEHICLE ENGINES: CERTIFICATION 
AND TEST PROCEDURES

    1b. The authority citation for part 86 continues to read as 
follows:

    Authority: Secs 202, 203, 205, 206, 207, 208, 215, 216, 217 and 
301(a), Clean Air Act, as amended (42 U.S.C. 7521, 7522, 7524, 7525, 
7541, 7542, 7549, 7550, 7552 and 7601(a)).


    2. Section 86.001-21 of Subpart A is amended by removing paragraphs 
(c) through (k) and adding paragraphs (c) through (l) to read as 
follows:


Sec. 86.001-21  Application for certification.

* * * * *
    (c) through (j) [Reserved]. For guidance see Sec. 86.094-21.
    (k) and (l) [Reserved]. For guidance see Sec. 86.096-21.
    3. Section 86.090-2 of Subpart A is amended by revising the 
definition of ``Flexible fuel vehicle (or engine)'', removing the 
definition of ``Organic Material Hydrocarbon Equivalent'' and adding 
the definitions of ``Dedicated vehicle (or engine)'' and ``Total 
Hydrocarbon Equivalent'' in alphabetical order to read as follows:


Sec. 86.090-2  Definitions.

* * * * *
    Dedicated vehicle (or engine) means any motor vehicle (or motor 
vehicle engine) engineered and designed to be operated using a single 
fuel. Flexible fuel vehicles and multi-fuel vehicles are not dedicated 
vehicles.
* * * * *
    Flexible fuel vehicle (or engine) means any motor vehicle (or motor 
vehicle engine) engineered and designed to be operated on a petroleum 
fuel, a methanol fuel, or any mixture of the two. Methanol-fueled 
vehicles that are only marginally functional when using gasoline (e.g., 
the engine has a drop in power output of more than 80 percent) are not 
flexible fuel vehicles.
* * * * * 

[[Page 34335]]

    Total Hydrocarbon Equivalent means the sum of the carbon mass 
emissions of non-oxygenated hydrocarbons, methanol, formaldehyde or 
other organic compounds that are separately measured, expressed as 
gasoline-fueled vehicle hydrocarbons. In the case of exhaust emissions, 
the hydrogen-to-carbon ratio of the equivalent hydrocarbon is 1.85:1. 
In the case of diurnal and hot soak emissions, the hydrogen-to-carbon 
ratios of the equivalent hydrocarbons are 2.33:1 and 2.2:1, 
respectively.
* * * * *
    4. Section 86.090-3 of Subpart A is amended by removing the entry 
for OMHCE in paragraph (b) and adding an entry for THCE in alphabetical 
order to read as follows:


Sec. 86.090-3  Abbreviations.

* * * * *
    (b) * * *


THCE--Total Hydrocarbon Equivalent
* * * * *
    5. Section 86.094-2 of Subpart A is amended by adding the 
definition of ``Non-Methane Hydrocarbon Equivalent'' in alphabetical 
order to read as follows:


Sec. 86.094-2  Definitions.

* * * * *
    Non-Methane Hydrocarbon Equivalent means the sum of the carbon mass 
emissions of non-oxygenated non-methane hydrocarbons, methanol, 
formaldehyde, or other organic compounds that are separately measured, 
expressed as gasoline-fueled vehicle hydrocarbons. In the case of 
exhaust emissions, the hydrogen-to-carbon ratio of the equivalent 
hydrocarbon is 1.85:1. In the case of diurnal and hot soak emissions, 
the hydrogen-to-carbon ratios of the equivalent hydrocarbons are 2.33:1 
and 2.2:1, respectively.
* * * * *
    6. Section 86.094-3 of Subpart A is amended in paragraph (b) by 
placing the entries in alphabetical order, removing the entry for 
OMNMHCE and adding an entry for NMHCE in alphabetical order to read as 
follows:


Sec. 86.094-3  Abbreviations.

* * * * *
    (b) * * *
* * * * *
NMHCE--Non-Methane Hydrocarbon Equivalent
* * * * *
    7. Section 86.094-9 of Subpart A is amended by revising paragraph 
(a)(1)(iii) to read as follows:


Sec. 86.094-9  Emission standards for 1994 and later model year light-
duty trucks.

    (a) * * *
    (1) * * *
    (iii) Exhaust emissions of carbon monoxide from 1994 and later 
model year light-duty trucks shall not exceed 0.50 percent of exhaust 
gas flow at curb idle at a useful life of 11 years or 120,000 miles, 
whichever first occurs (for Otto-cycle and methanol-natural gas- and 
liquefied petroleum gas-fueled diesel-cycle light-duty trucks only).
* * * * *
    8. Section 86.094-21 of Subpart A is amended by adding paragraph 
(j) to read as follows:


Sec. 86.094-21  Application for certification.

* * * * *
    (j) For methanol-fueled vehicles, the manufacturer shall specify:
    (1) Whether the vehicle is a flexible fuel vehicle or a dedicated 
vehicle (manufacturers must obtain advance approval from the 
Administrator to classify methanol-fueled vehicles that can use 
gasoline as dedicated vehicles); and
    (2) The fuel(s) (i.e., the percent methanol) for which the vehicle 
was designed.
    9. Section 86.096-21 of Subpart A is amended by redesignating 
paragraphs (j) and (k) as paragraphs (k) and (l), respectively, 
removing paragraphs (c) through (i), and adding paragraphs (c) through 
(j) to read as follows:


Sec. 86.096-21  Application for certification.

* * * * *
    (c) through (j) [Reserved]. For guidance see Sec. 86.094-21.
* * * * *
    10. Section 86.097-9 of Subpart A is amended by revising paragraph 
(a)(1)(iii) to read as follows:


Sec. 86.097-9  Emission standards for 1997 and later model year light-
duty trucks.

    (a) * * *
    (1) * * *
    (iii) Exhaust emissions of carbon monoxide from 1997 and later 
model year light-duty trucks shall not exceed 0.50 percent of exhaust 
gas flow at curb idle at a useful life of 11 years or 120,000 miles, 
whichever first occurs (for Otto-cycle and methanol-natural gas- and 
liquefied petroleum gas-fueled diesel-cycle light-duty trucks only).
* * * * *
    11. Section 86.098-21 of Subpart A is amended by removing 
paragraphs (c) through (k) and adding paragraphs (c) through (l) to 
read as follows:


Sec. 86.098-21  Application for certification.

* * * * *
    (c) through (j) [Reserved]. For guidance see Sec. 86.094-21.
    (k) and (l) [Reserved]. For guidance see Sec. 86.096-21.
    12. Section 86.107-90 of Subpart B is amended by revising the 
introductory text of paragraph (a)(2)(i) and adding paragraph 
(a)(2)(iii) to read as follows:


Sec. 86.107-90  Sampling and analytical system; evaporative emissions.

    (a) * * *
    (2) * * * (i) For gasoline- and methanol-fueled vehicles a 
hydrocarbon analyzer utilizing the hydrogen flame ionization principle 
(FID) shall be used to monitor the atmosphere within the enclosure (a 
heated FID (HFID)(235 deg. 15 deg.F (113 
8 deg.C)) is recommended for methanol-fueled vehicles). 
Instrument bypass flow may be returned to the enclosure. The FID shall 
have a response time to 90 percent of final reading of less than 1.5 
seconds, and be capable of meeting performance requirements expressed 
as a function of Cstd: where Cstd is the specific enclosure hydrocarbon 
level, in ppm, corresponding to the evaporative emission standard:
* * * * *
    (iii) The methanol sampling system shall be designed such that, if 
a test vehicle emitted the maximum allowable level of methanol (based 
on all applicable standards) during any phase of the test, the measured 
concentration in the primary impinger would exceed either 25 mg/l or a 
concentration equal to 25 times the limit of detection for the GC 
analyzer, and such that the primary impinger collects at least 90 
percent of the analyte in the samples. The remaining analyte shall be 
collected by the secondary impinger. This requirement does not apply to 
dilution air samples, since they do not require secondary impingers, or 
to samples in which the concentrations approach the limit of detection. 
The provisions of this paragraph apply to the design of sampling 
systems, not to individual tests.
* * * * *
    13. Section 86.107-96 of Subpart B is amended by revising paragraph 
(b)(1) and adding paragraph (b)(3) to read as follows:


Sec. 86.107-96  Sampling and analytical systems; evaporative emissions.

* * * * *
    (b) *  *  *
    (1) For gasoline fueled, natural gas-fueled, liquefied petroleum 
gas-fueled and methanol-fueled vehicles a hydrocarbon analyzer 
utilizing the hydrogen flame ionization principle (FID) shall be used 
to monitor the 

[[Page 34336]]
atmosphere within the enclosure (a heated FID (HFID)(235 deg. 
15 deg.F (113 8 deg.C)) is recommended for 
methanol-fueled vehicles). For natural gas-fueled vehicles, the FID may 
be calibrated using methane, or if calibrated using propane the FID 
response to methane shall be determined and applied to the FID 
hydrocarbon reading. Provided evaporative emission results are not 
effected, a probe may be used to detect or verify hydrocarbon sources 
during a running loss test. Instrument bypass flow may be returned to 
the enclosure. The FID shall have a response time to 90 percent of 
final reading of less than 1.5 seconds.
* * * * *
    (3) The methanol sampling system shall be designed such that, if a 
test vehicle emitted the maximum allowable level of methanol (based on 
all applicable standards) during any phase of the test, the measured 
concentration in the primary impinger would exceed either 25 mg/l or a 
concentration equal to 25 times the limit of detection for the GC 
analyzer, and such that the primary impinger collects at least 90 
percent of the analyte in the samples. The remaining analyte shall be 
collected by the secondary impinger. This requirement does not apply to 
dilution air samples, since they do not require secondary impingers, or 
to samples in which the concentrations approach the limit of detection. 
The provisions of this paragraph apply to the design of sampling 
systems, not to individual tests.
* * * * *
    14. Section 86.109-94 of Subpart B is amended by revising 
paragraphs (a)(2)(i) through (a)(2)(iv), text of paragraph (a)(3) 
preceding figures, text of paragraph (a)(4) preceding figure, 
paragraphs (a)(5), (b) introductory text, (b)(4), (b)(5), (b)(6), (c) 
introductory text, (c)(4), (c)(5), and (c)(6), and adding paragraphs 
(a)(6) and (d), and revising Figures B94-2 and B94-3 to read as 
follows:


Sec. 86.109-94  Exhaust gas sampling system; Otto-cycle vehicles not 
requiring particulate emissions measurement.

    (a) *  *  *
    (2) *  *  *
    (i) Using a duct of unrestricted length maintained at a temperature 
above the maximum dew point of the exhaust, but below 250 deg.F 
(121 deg.C); heating and possibly cooling capabilities are required; or
    (ii) Using a short duct (up to 12 feet long) constructed of smooth 
wall pipe with a minimum of flexible sections, maintained at a 
temperature above the maximum dew point of the exhaust, but below 
250 deg.F (121 deg.C), prior to the test and during the 10 minute hot 
soak segment and uninsulated during the test (insulation may remain in 
place and/or heating may occur during testing provided maximum 
temperature is not exceeded); or
    (iii) Using smooth wall duct less than five feet long with no 
required heating. A maximum of two short flexible connectors are 
allowed under this option; or
    (iv) Omitting the duct and performing the exhaust gas dilution 
function at the vehicle tailpipe exit.
    (3) Positive displacement pump. The Positive Displacement Pump-
Constant Volume Sampler (PDP-CVS), Figure B94-1 satisfies the first 
condition by metering at a constant temperature and pressure through 
the pump. The total volume is measured by counting the revolutions made 
by the calibrated positive displacement pump. The proportional samples 
for the bag sample, and for methanol-fueled vehicles, the methanol 
sample (Figure B94-2) and the formaldehyde sample (Figure B94-3), are 
achieved by sampling at a constant flow rate. For methanol-fueled 
vehicles, the sample lines for the methanol and formaldehyde samples 
are heated to prevent condensation. The temperature of the sample lines 
shall be more than 5 deg.F (3 deg.C) above the maximum dew point of the 
sample, but below 250 deg.F (121 deg.C). (Note: For 1990 through 1994 
model year methanol-fueled vehicles, methanol and formaldehyde sampling 
may be omitted provided the bag sample (hydrocarbons and methanol) is 
analyzed using a HFID calibrated with methanol.)
* * * * *
BILLING CODE 6560-50-P

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[GRAPHIC][TIFF OMITTED]TR30JN95.042



[[Page 34338]]
[GRAPHIC][TIFF OMITTED]TR30JN95.043



BILLING CODE 6560-50-C

[[Page 34339]]

    (4) Critical flow venturi. The operation of the Critical Flow 
Venturi-Constant Volume Sampler (CFV-CVS) sample system, Figure B94-4, 
is based upon the principles of fluid dynamics associated with critical 
flow. Proportional sampling throughout temperature excursions is 
maintained by use of small CFVs in the sample lines (for methanol-
fueled vehicles, one line supplies sample for the bag sample, another 
line supplies sample for the methanol sample, and a third line supplies 
sample for the formaldehyde sample.) The methanol and formaldehyde 
sample lines are heated to prevent condensation. The temperature of the 
sample lines shall be more than 5 deg.F (3 deg.C) above the maximum dew 
point of the sample, but below 250 deg.F (121 deg.C). Care should be 
taken to ensure that the CFVs of the sample probes are not heated since 
heating of the CFVs would cause loss of proportionality. The variable 
mixture flow rate is maintained at sonic velocity, is inversely 
proportional to the square root of the gas temperature, and is computed 
continuously. Since the pressure and temperature are the same at all 
venturi inlets, the sample volume is proportional to the total volume. 
(Note: For 1990 through 1994 model year methanol-fueled vehicles, 
methanol and formaldehyde sampling may be omitted provided the bag 
sample (hydrocarbons and methanol) is analyzed using a HFID calibrated 
with methanol.)
* * * * *
    (5) Electronic flow control. The Critical Flow Venturi-Electronic 
Flow Control-Constant Volume Sampler (CFV-EFC-CVS) system is identical 
to the CFV-CVS system described in paragraphs (a)(4) and (c) of this 
section, except that it maintains proportional sampling for methanol 
and formaldehyde by measuring the CVS flow rate, and electronically 
controlling sample flow rates. For methanol-fueled vehicles, the 
samples lines for the methanol and formaldehyde samples are heated to 
prevent condensation. The temperature of the sample lines shall be more 
than 5 deg.F (3 deg.C) above the maximum dew point of the sample, but 
below 250 deg.F (121 deg.C).
    (6) Other systems. Other sampling systems may be used if shown to 
yield equivalent or superior results, and if approved in advance by the 
Administrator.
    (b) Component description, PDP-CVS. The PDP-CVS, Figure B94-1, 
consists of a dilution air filter and mixing assembly, heat exchanger, 
positive displacement pump, sampling systems (see Figure B94-2 for 
methanol sampling system and Figure B94-3 for formaldehyde sampling 
system) sampling lines which are heated to a temperature that is more 
than 5 deg.F (3 deg.C) above the maximum dew point of the sample, but 
below 250 deg.F (121 deg.C) in the case of the methanol-fueled vehicles 
(heating of the sample lines may be omitted, provided the methanol and 
formaldehyde sample collection systems are close coupled to the probes 
thereby preventing loss of sample due to cooling and resulting 
condensation in the sample lines), and associated valves, pressure and 
temperature sensors. The PDP-CVS shall conform to the following 
requirements:
* * * * *
    (4) The flow capacity of the CVS shall be large enough to 
completely eliminate water condensation in the dilution and sampling 
systems. (300 to 350 cfm (0.142 to 0.165 m3/s) is sufficient for 
most petroleum-fueled vehicles. Higher flow rates are required for 
methanol-fueled vehicles and may be required for natural gas-fueled and 
liquefied petroleum gas-fueled vehicles. Procedures for determining CVS 
flow rates are detailed in ``Calculation of Emissions and Fuel Economy 
When Using Alternative Fuels,'' EPA 460/3-83-009.) (Copies may be 
obtained from U.S. Department of Commerce, NTIS, Springfield, Virginia 
22161; order  PB 84104702.) Dehumidifying the dilution air 
before entering the CVS is allowed. Hearing the dilution air is also 
allowed, provided:
    (i) The air (or air plus exhaust gas) temperature does not exceed 
250  deg.F.
    (ii) Calculation of the CVS flow rate necessary to prevent water 
condensation is based on the lowest temperature encountered in the CVS 
prior to sampling. (It is recommended that the CVS system be insulated 
when heated dilution air is used.)
    (iii) The dilution ratio is sufficiently high to prevent 
condensation in bag samples as they cool to room temperature.
    (5) Sample collection bags for dilution air and exhaust samples 
shall be of sufficient size so as not to impede sample flow. A single 
dilution air sample, covering the total test period, may be collected 
for the determination of methanol and formaldehyde background 
(methanol-fueled vehicles).
    (6) The methanol sample collection system and the formaldehyde 
sample collection system shall each be of sufficient capacity so as to 
collect samples of adequate size for analysis without significant 
impact on the volume of dilute exhaust passing through the PDP. The 
systems shall also comply with the following requirements that apply to 
the design of the systems, not to individual tests.
    (i) The methanol system shall be designed such that, if a test 
vehicle emitted the maximum allowable level of methanol (based on all 
applicable standards) during the first phase of the test, the measured 
concentration in the primary impinger would exceed either 25 mg/l or a 
concentration equal to 25 times the limit of detection for the GC 
analyzer. Sampling systems for all phases shall be identical.
    (ii) The formaldehyde system shall be designed such that, if a test 
vehicle emitted formaldehyde at a rate equal to twenty percent of the 
maximum allowable level of NMHCE (i.e., 0.05 g/mi for a 0.25 g/mi NMHCE 
standard), or the maximum formaldehyde level allowed by a specific 
formaldehyde standard, whichever is less, during the first phase of the 
test, the concentration of formaldehyde in the DNPH solution of the 
primary impinger, or solution resulting from the extraction of the DNPH 
cartridge, shall exceed either 2.5 mg/l or a concentration equal to 25 
times the limit of detection for the HPLC analyzer. Sampling systems 
for all phases shall be identical.
    (iii) The methanol and formaldehyde impinger systems shall be 
designed such that the primary impinger collects at least 90 percent of 
the analyte in the samples. The remaining analyte shall be collected by 
the secondary impinger. This requirement does not apply to dilution air 
samples, since they do not require secondary impingers, or to samples 
in which the concentrations approach the limit of detection.
    (c) Component description, CFV-CVS. The CFV-CVS sample system, 
Figure B94-4, consists of a dilution air filter and mixing assembly, a 
cyclone particulate separator, unheated sampling venturies for the bag 
samples, and for the methanol and formaldehyde samples from methanol-
fueled vehicles, samples lines heated to a temperature that is more 
than 5 deg.F (3 deg.C) above the maximum dew point of the sample, but 
below 250 deg.F (121 deg.C) for the methanol and formaldehyde samples 
from methanol fueled vehicles (heating of the sample lines may be 
omitted provided, the methanol and formaldehyde sample collection 
systems are close coupled to the probes thereby preventing loss of 
sample due to cooling and resulting condensation in the sample lines), 
a critical flow venturi, and assorted valves, and pressure and 
temperature sensors. The CFV sample system shall conform to the 
following requirements:
* * * * * 

[[Page 34340]]

    (4) The flow capacity of the CVS shall be large enough to 
completely eliminate water condensation in the dilution and sampling 
systems. (300 to 350 cfm (0.142 to 0.165 m3/s) is sufficient for 
most petroleum-fueled vehicles. Higher flow rates are required for 
methanol-fueled vehicles and may be required for natural gas-fueled and 
liquefied petroleum gas-fueled vehicles. Procedures for determining CVS 
flow rates are detailed in ``Calculation of Emissions and Fuel Economy 
When Using Alternative Fuels,'' EPA 460/3-83-009.) Dehumidifying the 
dilution air before entering the CVS is allowed. Heating the dilution 
air is also allowed, provided:
    (i) The air (or air plus exhaust gas) temperature does not exceed 
250 deg.F (121 deg.C).
    (ii) Calculation of the CVS flow rate necessary to prevent water 
condensation is based on the lowest temperature encountered in the CVS 
prior to sampling. (It is recommended that the CVS system be insulated 
when heated dilution air is used.)
    (iii) The dilution ratio is sufficiently high to prevent 
condensation in bag samples as they cool to room temperature.
    (5) Sample collection bags for dilution air and exhaust samples 
shall be of sufficient size so as not to impede sample flow. A single 
dilution air sample, covering the total test period, may be collected 
for the determination of methanol and formaldehyde background 
(methanol-fueled vehicles).
    (6) The methanol sample collection system and the formaldehyde 
sample collection system shall each be of sufficient capacity so as to 
collect samples of adequate size for analysis without significant 
impact on the volume of dilute exhaust passing through the CVS. The 
systems shall also comply with the following requirements that apply to 
the design of the systems, not to individual tests.
    (i) The methanol system shall be designed such that, if a test 
vehicle emitted the maximum allowable level of methanol (based on all 
applicable standards) during the first phase of the test, the measured 
concentration in the primary impinger would exceed either 25 mg/l or a 
concentration equal to 25 times the limit of detection for the GC 
analyzer. Sampling systems for all phases shall be identical.
    (ii) The formaldehyde system shall be designed such that, if a test 
vehicle emitted formaldehyde at a rate equal to twenty percent of the 
maximum allowable level of NMHCE (i.e., 0.05 g/mi for a 0.25 g/mi NMHCE 
standard), or the maximum formaldehyde level allowed by a specific 
formaldehyde standard, whichever is less, during the first phase of the 
test, the concentration of formaldehyde in the DNPH solution of the 
primary impinger, or solution resulting from the extraction of the DNPH 
cartridge, shall exceed either 2.5 mg/l or a concentration equal to 25 
times the limit of detection for the HPLC analyzer. Sampling systems 
for all phases shall be identical.
    (iii) The methanol and formaldehyde systems shall be designed such 
that the primary impinger collects at least 90 percent of the analyte 
in the samples. The remaining analyte shall be collected by the 
secondary impinger. This requirement does not apply to dilution air 
samples, since they do not require secondary impingers, or to samples 
in which the concentrations approach the limit of detection.
    (d) Component description, CFV-EFC-CVS. The CVS sample system is 
identical to the system described in paragraph (c) of this section, 
plus includes a means of electronically measuring the CVS flow rate, 
and electronic mass flow controllers for the methanol and formaldehyde 
sample lines. The EFC sample system shall conform to all of the 
requirements listed in paragraph (c), except that the methanol and 
formaldehyde samples must both be drawn from a static probe. It also 
must comply with the following additional requirements:
    (1) The ratio of the CVS mass flow rate to the sample mass flow 
rate shall not deviate from the design ratio by more than 5 
percent. (The volumetric sample flow rate shall be varied inversely 
with the square root of the bulk stream temperature.)
    (2) Flow meters to totalize sample volumes for methanol and/or 
formaldehyde samples shall meet the accuracy specifications of 
Sec. 86.120. Total sample volumes may be obtained from the flow 
controllers, provided that the controllers meet the accuracy 
specifications of Sec. 86.120.
    15. Section 86.110-94 of Subpart B is amended by revising the text 
of paragraph (a)(1) preceding the figures, paragraphs (a)(5)(i) through 
(a)(5)(iii), (b) introductory text, (b)(1), (b)(2), (c), and (d), to 
read as follows:


Sec. 86.110-94   Exhaust gas sampling system; diesel-cycle vehicles, 
and Otto-cycle vehicles requiring particulate emissions measurements.

* * * * *
    (a) * * *
    (1) This sampling system requires the use of a PDP-CVS, CFV-CVS (or 
a CFV-EFC-CVS), sample system with heat exchanger connected to a 
dilution tunnel. The heat exchanger is not required for the CFV-CVS or 
EFC-CFV-CVS if electronic flow controllers are used to maintain 
proportionality for the particulate sample. Figure B94-5 is a schematic 
drawing of the PDP system. Figure B94-6 is a schematic drawing of the 
CFV-CVS system. (Methanol-fueled Otto-cycle vehicles may be tested 
using this test equipment, without measuring particulate emissions.)
* * * * *
    (5) * * *
    (i) A tailpipe to dilution tunnel duct of unrestricted length 
maintained at a temperature above the dew point of the mixture, but 
below 250 deg.F (121 deg.C) through heating and cooling as required; or
    (ii) Using a short duct (up to 12 feet long) constructed of smooth 
wall pipe with a minimum of flexible sections maintained at a 
temperature above the dew point of the mixture, but below 250 deg.F 
(121 deg.C) prior to the test and during breaks in testing (insulation 
may remain in place and or heating may occur during the testing 
provided the maximum temperature is not exceeded); or
    (iii) Using smooth wall duct less than five feet long with no 
required heating. A maximum of two short flexible connectors are 
allowed under this option; or
* * * * *
    (b) Component description--petroleum-fueled, natural gas-fueled and 
liquefied petroleum gas-fueled vehicles. The components necessary for 
petroleum-fueled, natural gas-fueled and liquefied petroleum gas-fueled 
vehicle exhaust sampling shall meet the following requirements:
    (1) The PDP-CVS, Figure B94-5, shall contain a proportional 
particulate sampling system, and shall conform to all of the 
requirements listed for the exhaust gas PDP-CVS (Sec. 86.109(b)), with 
one exception: a flow rate of sufficient volume is required to maintain 
the diluted exhaust stream, from which the particulate sample flow is 
taken, at a temperature of 125 deg.F (52 deg.C) or less.
    (2) The CFV sample system, Figure B94-6, shall contain a 
proportional particulate sampling system, and shall conform to all of 
the requirements listed for the exhaust gas CFV sample system 
(Sec. 86.109(c)), except for the following:
    (i) A flow rate of sufficient volume is required to maintain the 
diluted exhaust stream, from which the particulate sample flow is 
taken, at a temperature of 125 deg.F (52 deg.C) or less.
    (ii) If a constant volume particulate sample is collected, a heat 
exchanger is required.

[[Page 34341]]

    (iii) If a heat exchanger is used, the gas mixture temperature, 
measured at a point immediately ahead of the critical flow venturi, 
shall be within  20 deg.F (11 deg.C) of the designed 
operating temperature at the start of the test. The gas mixture 
temperature variation from its value at the start of the test shall be 
limited to  20 deg.F (11 deg.C) during the entire test. The 
temperature measuring system shall have an accuracy and precision of 
 2 deg.F (1.1 deg.C).
    (iv) The cyclonic separator is optional.
* * * * *
    (c) Component description--methanol-fueled vehicles. The components 
necessary for methanol-fueled vehicle exhaust sampling shall meet the 
following requirements:
    (1) The PDP-CVS, Figure B94-5, shall contain a proportional 
particulate sampling system, and shall conform to all of the 
requirements listed for the exhaust gas PDP-CVS (Sec. 86.109), with one 
exception: a flow rate of sufficient volume is required to maintain the 
diluted exhaust stream, from which the particulate sample flow is 
taken, at a temperature of 125 deg.F (52 deg.C) or less.
    (2) The CFV-CVS sample system, Figure B94-6, shall contain a 
proportional particulate sampling system, and shall conform to all of 
the requirements listed for the exhaust gas CFV sample system 
(Sec. 86.109), except for the following:
    (i) A flow rate of sufficient volume is required to maintain the 
diluted exhaust stream, from which the particulate sample flow is 
taken, at a temperature of 125 deg.F (52 deg.C) or less.
    (ii) If a constant volume particulate sample is collected, a heat 
exchanger is required.
    (iii) If a heat exchanger is used, the gas mixture temperature, 
measured at a point immediately ahead of the critical flow venturi, 
shall be within  20 deg.F (11 deg.C) of the designed 
operating temperature at the start of the test. The gas mixture 
temperature variation from its value at the start of the test shall be 
limited to  20 deg.F (11 deg.C) during the entire test. The 
temperature measuring system shall have an accuracy and precision of 
 2 deg.F (1.1 deg.C).
    (iv) The cyclonic separator is optional.
    (3) The EFC-CFV-CVS sample system shall conform to all of the 
requirements listed for the exhaust gas EFC sample system (Sec. 86.109) 
with three exceptions:
    (i) A flow rate of sufficient volume is required to maintain the 
diluted exhaust stream, from which the particulate sample flow is 
taken, at a temperature of 125 deg.F (52 deg.C) or less.
    (ii) A proportional particulate sample shall be collected using an 
electronic flow controller that meets the performance criteria listed 
in Sec. 86.109 for methanol and formaldehyde EFC systems.
    (iii) The cyclonic separator is optional.
    (4) Losses of methanol due to condensation of water in the duct 
connecting the vehicle tail pipe to the dilution tunnel must be 
eliminated. This may be accomplished by:
    (i) The use of a duct of unrestricted length maintained at a 
temperature above the maximum dew point of the exhaust, but below 
250 deg.F (121 deg.C), through heating and cooling as required; or
    (ii) The use of a short duct (up to 12 feet long) constructed of 
smooth wall pipe with a minimum of flexible sections maintained at a 
temperature above the maximum dew point of the exhaust, but below 
250 deg.F (121 deg.C), prior to the test and during breaks in testing 
(insulation may remain in place and/or heating may occur during testing 
provided maximum temperature is not exceeded); or
    (iii) Using smooth wall duct less than five feet long with no 
required heating. A maximum of two short flexible connectors are 
allowed under this option; or
    (iv) Omitting the duct and performing the exhaust gas dilution 
function at the vehicle tailpipe exit.
    (5) The vehicle exhaust shall be directed downstream at the point 
where it is introduced into the dilution tunnel.
    (6) The dilution air shall be between 68 deg.F (20 deg.C) and 
86 deg.F (30 deg.C) during the test (unless the requirements of 
Sec. 86.109-94(b)(4) are also met).
    (7) The dilution tunnel shall be:
    (i) Sized to permit development of turbulent flow (Reynold's No. 
>>4000) and complete mixing of the exhaust and dilution air between the 
mixing orifice and the particulate sample probe. It is recommended that 
uniform mixing be demonstrated by the user.
    (ii) At least 8.0 inches (20.3 cm) in diameter.
    (iii) Constructed of electrically conductive material which does 
not react with the exhaust components.
    (iv) Grounded.
    (8) The temperature of the diluted exhaust stream inside of the 
dilution tunnel shall be sufficient to prevent water condensation. 
However, the sample zone dilute exhaust temperature shall not exceed 
125 deg.F (52 deg.C) at any time during the test.
    (9) The particulate sample probe shall be:
    (i) Installed facing upstream at a point where the dilution air and 
exhaust are well mixed (i.e., near the tunnel centerline, approximately 
10 tunnel diameters downstream from the point where the exhaust enters 
the dilution tunnel).
    (ii) Sufficiently distant (radially) from the THC probe so as to be 
free from the influence of any wakes or eddies produced by the THC 
probe.
    (iii) 0.5 inch (1.27 cm) minimum inside diameter.
    (iv) The distance from the sampling tip to the filter holder shall 
be at least five probe diameters (for filters located inside the 
tunnel), but not more than 40.0 inches (102 cm) for filters located 
outside of the dilution tunnel.
    (v) Free from sharp bends.
    (vi) Configured so that a clean particulate filter (including back 
up filter) can be selected simultaneously with the selection of an 
empty gaseous emissions bag.
    (10) The flow rate through the particulate probe shall be 
maintained to a constant value within 5 percent of the set 
flow rate.
    (11) The particulate sample pump shall be located sufficiently 
distant from the dilution tunnel so that the inlet gas temperature is 
maintained at a constant temperature ( 5.0 deg.F 
(2.8 deg.C)).
    (12) The gas meters or flow instrumentation shall be located 
sufficiently distant from the tunnel so that the inlet gas temperature 
remains constant ( 5.0 deg.F (2.8 deg.C)).
    (13) The hydrocarbon probe shall be:
    (i) Installed facing upstream at a point where the dilution air and 
exhaust are well mixed (i.e., approximately ten tunnel diameters 
downstream from the point where the exhaust enters the dilution 
tunnel).
    (ii) Sufficiently distant (radially) from the particulate probe so 
as to be free from the influence of any wakes of eddies produced by the 
particulate probe.
    (iii) Heated and insulated over the entire length to maintain a 
wall temperature more than 5 deg.F (3 deg.C) above the maximum dew 
point of the sample, but below 250 deg.F (121 deg.C).
    (iv) 0.19 in. (0.48 cm) minimum inside diameter.
    (14) It is intended that the THC probe be free from cold spots 
(i.e., free from cold spots where the probe wall temperature is less 
than 5 deg.F (3 deg.C) above the maximum dew point of the sample.) This 
will be determined by a temperature sensor located on a section of the 
probe wall outside of the dilution tunnel. The temperature sensor shall 
be insulated from any heating elements on the probe. The sensor shall 
have an accuracy and precision of  2 deg.F (1.1 deg.C).

[[Page 34342]]

    (15) The dilute exhaust gas flowing in the hydrocarbon sample 
system shall be:
    (i) At 235 deg.F  15 deg.F (113 deg.C  
8 deg.C) immediately before the heated filter. This will be determined 
by a temperature sensor located immediately upstream of the filter. The 
sensor shall have an accuracy and precision of  2 deg.F 
(1.1 deg.C).
    (ii) At 235 deg.  15 deg.F (113 deg.C  
8 deg.C) immediately before the HFID. This will be determined by a 
temperature sensor located at the exit of the heated sample line. The 
sensor shall have an accuracy and precision of  2 deg.F 
(1.1 deg.C).
    (16) It is intended that the dilute exhaust gas flowing in the 
hydrocarbon sample system between 220 deg.F and 250 deg.F (105 deg.C 
and 121 deg.C).
    (17) For methanol-fueled vehicles, bag sampling procedures for the 
measurement of hydrocarbons as described in Sec. 86.109 may be 
employed.
    (d) [Reserved]. For guidance see Sec. 86.110-90.
    16. Section 86.113-94 of Subpart B is amended by revising paragraph 
(d) to read as follows:


Sec. 86.113-94  Fuel specifications.

* * * * *
    (d) Mixtures of petroleum and methanol fuels for flexible fuel 
vehicles. (1) Mixtures of petroleum and methanol fuels used for exhaust 
and evaporative emission testing and service accumulation for flexible 
fuel vehicles shall consist of the appropriate petroleum fuels listed 
in either paragraph (a) or paragraph (b) of this section and a methanol 
fuel representative of the fuel expected to be found in use, as 
specified in paragraph (c) of this section, and shall be within the 
range of fuel mixtures for which the vehicle was designed, as reported 
in Sec. 86.94-21(j). The Administrator may use any fuel or fuel mixture 
within this range for testing.
    (2) The fuel mixtures used by the manufacturers shall be sufficient 
to demonstrate compliance over the full design range, and shall 
include:
    (i) For emission testing:
    (A) The petroleum fuel specified in paragraph (a) or (b) of this 
section;
    (B) A methanol fuel representative of the methanol fuel expected to 
the found in use, as specified in paragraph (c) of this section;
    (C) A combination of the fuels specified in paragraphs (d)(2)(i)(A) 
and (d)(2)(i)(B) of this section at a composition which represents the 
highest Reid Vapor Pressure of in-use mixtures. This mixture shall 
contain between 9-13 percent methanol by volume.
    (ii) For service accumulation, the fuels specified in paragraphs 
(a) and (c) of this section or, for diesel FFVs, paragraphs (b) and (c) 
of this section shall be used alternately. The fuels shall be 
alternated at mileage intervals not to exceed 5,000 miles. The fuels 
shall be alternated such that the cumulative volumes of both the 
methanol fuel and the petroleum fuel used shall be at least 25 percent 
of the total fuel volume.
    (iii) Or, other combinations for testing or service accumulation 
which demonstrate compliance with the standards over the entire design 
range of the vehicle, provided that written approval is obtained from 
the Administrator prior to the start of testing.
    (3) The specification range of the fuels to be used under this 
paragraph (d) shall be reported in accordance with Sec. 86.094-21.
* * * * *
    17. Section 86.114-94 of Subpart B is amended by revising 
paragraphs (a)(2), (a)(5), (b), and (c), and adding paragraph (d) to 
read as follows:


Sec. 86.114-94  Analytical gases.

    (a) * * *
    (2) Gases for the THC analyzer shall be:
    (i) Single blends of propane using air as the diluent; and
    (ii) Optionally, for response factor determination, single blends 
of methanol using air as the diluent.
* * * * *
    (5) Fuel for FIDs and HFIDs and the methane analyzer shall be a 
blend of 40 2 percent hydrogen with the balance being 
helium. The mixture shall contain less than one ppm equivalent carbon 
response. 98 to 100 percent hydrogen fuel may be used with advance 
approval by the Administrator.
* * * * *
    (b) Calibration gases (not including methanol) shall be traceable 
to within one percent of NIST (formerly NBS) gas standards, or other 
gas standards which have been approved by the Administrator.
    (c) Span gases (not including methanol) shall be accurate to within 
two percent of true concentration, where true concentration refers to 
NIST (formerly NBS) gas standards, or other gas standards which have 
been approved by the Administrator.
    (d) Methanol in air gases used for response factor determination 
shall:
    (1) Be traceable to within 2 percent of NIST (formerly 
NBS) gas standards, or other standards which have been approved by the 
Administrator; and
    (2) Remain within 2 percent of the labeled 
concentration. Demonstration of stability shall be based on a quarterly 
measurement procedure with a precision of 2 percent (two 
standard deviations), or other method approved by the Administrator. 
The measurement procedure may incorporate multiple measurements. If the 
true concentration of the gas changes by more than two percent, but 
less than ten percent, the gas may be relabeled with the new 
concentration.
    18. Section 86.116-94 of Subpart B is amended by revising 
paragraphs (c)(1) and (c)(3), and adding paragraph (g) to read as 
follows:


Sec. 86.116-94  Calibrations, frequency and overview.

* * * * *
    (c) * * *
    (1) Calibrate the THC analyzers (both evaporative and exhaust 
instruments), methane analyzer, carbon dioxide analyzer, carbon 
monoxide analyzer, and oxides of nitrogen analyzer (certain analyzers 
may require more frequent calibration depending on particular equipment 
and uses).
* * * * *
    (3) Perform an organic gas retention and calibration on the 
evaporative emissions enclosure (see Sec. 86.117-90(c)).
* * * * *
    (g) The Administrator, upon request, may waive the requirement to 
comply with the specified methanol recovery tolerance (e.g., 
2 percent in Secs. 86.117-90 and 86.119-90), and/or the 
specified methanol retention tolerance (e.g., 4 percent in 
Sec. 86.117-90), and instead require compliance with higher tolerances 
(not to exceed 6 percent for recoveries and 8 
for retention), provided that:
    (1) The Administrator determines that compliance with these 
specified tolerances is not practically feasible; and
    (2) The manufacturer makes information available to the 
Administrator which indicates that the calibration tests and their 
results are consistent with good laboratory practice, and that the 
results are consistent with the results of calibration testing 
conducted by the Administrator.
    19. Section 86.117-90 of Subpart B is amended by revising 
paragraphs (c) heading and introductory text, (c)(5), (c)(7), (c)(9), 
(d)(1), and (d)(2)(iii) to read as follows:


Sec. 86.117-90  Evaporative emission enclosure calibrations.

* * * * *
    (c) Hydrocarbon and methanol (organic gas) retention check and 
calibration. The hydrocarbon and methanol (if the enclosure is used for 


[[Page 34343]]
methanol-fueled vehicles) retention check provides a check upon the 
calculated volume and also measures the leak rate. Prior to its 
introduction into service and at least monthly thereafter (the methanol 
check can be performed less frequently, provided it is performed at 
least twice annually) the enclosure leak rate shall be determined as 
follows:
* * * * *
    (5) Inject into the enclosure a known quantity of pure propane (4g 
is a convenient quantity) and a known quantity of pure methanol (4g is 
a convenient quantity) in gaseous form; i.e., at a temperature of at 
least 150-155  deg.F (65-68  deg.C). The propane and methanol may be 
measured by volume flow or by mass measurement. The method used to 
measure the propane and methanol shall have an accuracy of 
0.5 percent of the measured value (less accurate methods 
may be used with the advanced approval of the Administrator). The 
methanol and propane tests do not need to be conducted simultaneously.
* * * * *
    (7) To verify the enclosure calibration, calculate the mass of 
propane and the mass of methanol using the measurements taken in steps 
(4) and (6) (see paragraph (d) of this section). This quantity must be 
within 2 percent of that measured in step 5 above. (For 
1991-1995 calendar years, the difference may exceed 2 
percent for methanol, provided it does not exceed 8 percent 
for 1991 testing and 6 percent for 1992-1995 testing.)
* * * * *
    (9) Calculate, using the equations in paragraph (d) of this section 
and the readings taken in step (8), the hydrocarbon and methanol mass. 
It may not differ by more than 4 percent of the value in 
step (6). (For 1991-1995 calendar years, the difference may exceed 
4 percent for methanol, provided it does not exceed 
8 percent for 1991 testing and 6 percent for 
1992-1995 testing.)
    (d) Calculations. (1) The calculation of net methanol and 
hydrocarbon mass change is used to determine enclosure background and 
leak rate. It is also used to check the enclosure volume measurements. 
The methanol mass change is calculated from the initial and final 
methanol samples, temperature and pressure according to the following 
equation:
[GRAPHIC][TIFF OMITTED]TR30JN95.000

Where:

(i) MCH3OH=Methanol mass change, g.
(ii) V=Enclosure volume, ft3, as measured in paragraph (b)(1) of 
this section.
(iii) TE=Temperature of sample withdrawn,  deg.R.
(iv) TSHED=Temperature of SHED,  deg.R.
(v) VE=Volume of sample withdrawn, ft3.
(vi) PB=Barometric pressure at time of sampling, in. Hg.
(vii) CMS=GC concentration of test sample.
(viii) AV=Volume of absorbing reagent in impinger (ml).
(ix) i=Initial sample.
(x) f=Final sample.
(xi) 1=First impinger.
(xii) 2=Second impinger.

    (2) * * *
    (iii) CCH3OH=Methanol concentration as ppm carbon
    [GRAPHIC][TIFF OMITTED]TR30JN95.001
    
* * * * *
    20. Section 86.117-96 of Subpart B is amended by revising 
paragraphs (c) heading and introductory text, (c)(1)(vii), (c)(1)(ix), 
(c)(1)(xii), (d)(1), and (d)(2)(iii) to read as follows:


Sec. 86.117-96  Evaporative emission enclosure calibrations.

* * * * *
    (c) Hydrocarbon and methanol (organic) retention check and 
calibration. The hydrocarbon and methanol (if the enclosure is used for 
methanol-fueled vehicles) retention check provides a check upon the 
calculated volume and also measures the leak rate. The enclosure leak 
rate shall be determined prior to its introduction into service, 
following any modifications or repairs to the enclosure that may affect 
the integrity of the enclosure, and at least monthly thereafter. (The 
methanol check can be performed less frequently, provided it is 
performed at least twice annually.) If six consecutive monthly 
retention checks are successfully completed without corrective action, 
the enclosure leak rate may be determined quarterly thereafter as long 
as no corrective action is required.
    (1) * * *
    (vii) Inject into the enclosure 2 to 6 grams of pure propane and 2 
to 6 grams of pure methanol in gaseous form; i.e., at a temperature of 
at least 150  deg.F (65 deg.C). The propane and methanol may be 
measured by volume flow or by mass measurement. The method used to 
measure the propane and methanol shall have an accuracy of 
0.2 percent of the measured value (less accurate methods 
may be used with the advanced approval of the Administrator). The 
methanol and propane tests do not need to be conducted simultaneously.
* * * * *
    (ix) To verify the enclosure calibration, calculate the mass of 
propane and the mass of methanol using the measurements taken in 
paragraphs (c)(1)(vi) and (viii) of this section. See paragraph (d) of 
this section. This quantity must be within 2 percent of 
that measured in paragraph (c)(1)(vii) of this section. (For 1991-1995 
calendar years, the difference may exceed 2 percent for 
methanol, provided it does not exceed 6 percent.)
* * * * *
    (xii) At the completion of the 24-hour cycling period, analyze the 
enclosure atmosphere for hydrocarbon and 

[[Page 34344]]
methanol content; determine the net withdrawn methanol (in the case of 
diurnal emission testing with fixed volume enclosures); record 
temperature and barometric pressure. These are the final readings for 
the hydrocarbon and methanol retention check. The final hydrocarbon and 
methanol mass, calculated in paragraph (d) of this section, shall be 
within three percent of that determined in paragraph (c)(1)(viii) of 
this section. (For 1991-1995 calendar years, the difference may exceed 
3 percent for methanol, provided it does not exceed 
6 percent.)
* * * * *
    (d) Calculations. (1) The calculation of net methanol and 
hydrocarbon mass change is used to determine enclosure background and 
leak rate. It is also used to check the enclosure volume measurements. 
The methanol mass change is calculated from the initial and final 
methanol samples, temperature and pressure according to the following 
equation:
[GRAPHIC][TIFF OMITTED]TR30JN95.002

Where:

(i) MCH3OH=Methanol mass change, g.
(ii) V=Enclosure volume, ft3, as measured in paragraph (b)(1) of 
this section.
(iii) TE=Temperature of sample withdrawn,  deg.R.
(iv) TSHED=Temperature of SHED,  deg.R.
(v) VE=Volume of sample withdrawn, ft3.
(vi) PB=Barometric pressure at time of sampling, in. Hg.
(vii) CMS=GC concentration of test sample.
(viii) AV=Volume of absorbing reagent in impinger (ml).
(ix) i=Initial sample.
(x) f=Final sample.
(xii) 1=First impinger.
(xiii) 2=Second impinger.
(xiv) MCH3OH,out=mass of methanol exiting the enclosure, in the 
case of fixed volume enclosures for diurnal emission testing, 
g.
(xv) MCH3OH,in=mass of methanol exiting the enclosure, in the case 
of fixed volume enclosures for diurnal emission testing, g.
    (2) * * *
    (iii) CCH3OH=Methanol concentration as ppm carbon
    [GRAPHIC][TIFF OMITTED]TR30JN95.003
    
* * * * *
    21. Section 86.119-90 of Subpart B is amended by revising 
paragraphs (c)(1), (c)(4), and (c)(7) to read as follows:


Sec. 86.119-90  CVS calibration.

* * * * *
    (c) * * *
    (1) Obtain a small cylinder that has been charged with pure propane 
or carbon monoxide gas (CAUTION--carbon monoxide is poisonous).
* * * * *
    (4) Following completion of step (3) in this paragraph (c) (if 
methanol injection is required), continue to operate the CVS in the 
normal manner and release a known quantity of pure methanol (in gaseous 
form) into the system during the sampling period (approximately five 
minutes). This step does not need to be performed with each 
verification, provided that it is performed at least twice annually.
* * * * *
    (7) The cause for any discrepancy greater than 2 
percent must be found and corrected. (For 1991-1995 calendar years, 
discrepancies greater than 2 percent are allowed for the 
methanol test, provided that they do not exceed 8 percent 
for 1991 testing or 6 percent for 1992-1995 testing.)
    22. A new Sec. 86.120-94 is being added to Subpart B to read as 
follows:


Sec. 86.120-94  Gas meter or flow instrumentation calibration; 
particulate, methanol and formaldehyde measurement.

    (a) Sampling for particulate, methanol and formaldehyde emissions 
requires the use of gas meters or flow instrumentation to determine 
flow through the particulate filters, methanol impingers and 
formaldehyde impingers. These instruments shall receive initial and 
periodic calibrations as follows:
    (1)(i) Install a calibration device in series with the instrument. 
A critical flow orifice, a bellmouth nozzle, a laminar flow element or 
an NBS traceable flow calibration device is required as the standard 
device.
    (ii) The flow system should be checked for leaks between the 
calibration and sampling meters, including any pumps that may be part 
of the system, using good engineering practice.
    (2) Flow air through the calibration system at the sample flow rate 
used for particulate, methanol, and formaldehyde testing and at the 
backpressure which occurs during the test.
    (3) When the temperature and pressure in the system have 
stabilized, measure the indicated gas volume over a time period of at 
least five minutes or until a gas volume of at least 1 
percent accuracy can be determined by the standard device. Record the 
stabilized air temperature and pressure upstream of the instrument and 
as required for the standard device.
    (4) Calculate air flow at standard conditions as measured by both 
the standard device and the instrument(s). (Standard conditions are 
defined as 68 deg.F (20 deg.C) and 29.92 in Hg (101.3 kPa).)
    (5) Repeat the procedures of paragraphs (a)(2) through (4) of this 
section using at least two flow rates which bracket the typical 
operating range.
    (6) If the air flow at standard conditions measured by the 
instrument differs by 1.0 percent of the maximum operating 
range or 2.0 percent of the point (whichever is smaller), 
then a correction shall be made by either of the following two methods: 


[[Page 34345]]

    (i) Mechanically adjust the instrument so that it agrees with the 
calibration measurement at the specified flow rates using the criteria 
of paragraph (a)(6) of this section; or
    (ii) Develop a continuous best fit calibration curve for the 
instrument (as a function of the calibration device flow measurement) 
from the calibration points to determine corrected flow. The points on 
the calibration curve relative to the calibration device measurements 
must be within 1.0 percent of the maximum operating range 
of 2.0 percent of the point (whichever is smaller).
    (b) Other systems. A bell prover may be used to calibrate the 
instrument if the procedure outlined in ANSI B109.1-1973 is used. Prior 
approval by the Administrator is not required to use the bell prover.
    23. Section 86.121-90 of Subpart B is amended by revising 
paragraphs (c) introductory text, (c)(1), and (c)(3)(iii) to read as 
follows:


Sec. 86.121-90  Hydrocarbon analyzer calibration.

* * * * *
    (c) FID response factor to methanol. When the FID analyzer is to be 
used for the analysis of hydrocarbon samples containing methanol, the 
methanol response factor of the analyzer shall be established. The 
methanol response factor shall be determined at several concentrations 
in the range of concentrations in the exhaust sample, using either bag 
samples or gas bottles meeting the requirements of Sec. 86.114.
    (1) The bag sample of methanol for analysis in the FID, if used, 
shall be prepared using the apparatus shown in Figure B90-11. A known 
volume of methanol is injected, using a microliter syringe, into the 
heated mixing zone (250 deg.F (121 deg.C)) of the apparatus. The 
methanol is vaporized and swept into the sample bag with a known volume 
of zero grade air measured by a gas flow meter meeting the performance 
requirements of Sec. 86.120.

BILLING CODE 6560-50-P

[[Page 34346]]
[GRAPHIC][TIFF OMITTED]TR30JN95.044



BILLING CODE 6560-50-C

[[Page 34347]]

* * * * *
    (3) * * *
    (iii) SAMppm=methanol concentration in the sample bag, or gas 
bottle, in ppmC. SAMppm for sample bags
[GRAPHIC][TIFF OMITTED]TR30JN95.004

Where:
* * * * *
    24. Section 86.123-78 of Subpart B is amended by adding paragraph 
(c) to read as follows:


Sec. 86.123-78  Oxides of nitrogen analyzer calibration.

* * * * *
    (c) When testing methanol-fueled vehicles, it may be necessary to 
clean the analyzer frequently to prevent interference with NOX 
measurements (see EPA/600/S3-88/040).

    25. Section 86.127-94 of Subpart B is amended by adding paragraph 
(f) to read as follows:


Sec. 86.127-94  Test procedures; overview.

* * * * *
    (f) Background concentrations are measured for all species for 
which emissions measurements are made. For exhaust testing, this 
requires sampling and analysis of the dilution air. For evaporative 
testing, this requires measuring initial concentrations. (When testing 
methanol-fueled vehicles, manufacturers may choose not to measure 
background concentrations of methanol and/or formaldehyde, and then 
assume that the concentrations are zero during calculations.)

    26. Section 86.127-96 of Subpart B is amended by adding paragraph 
(g) to read as follows:


Sec. 86.127-96  Test procedures; overview.

* * * * *
    (g) Background concentrations are measured for all species for 
which emissions measurements are made. For exhaust testing, this 
requires sampling and analysis of the dilution air. For evaporative 
testing, this requires measuring initial concentrations. (When testing 
methanol-fueled vehicles, manufacturers may choose not to measure 
background concentrations of methanol and/or formaldehyde, and then 
assume that the concentrations are zero during calculations.)

    27. Section 86.137-90 of Subpart B is amended by revising paragraph 
(b)(20) to read as follows:


Sec. 86.137-90  Dynamometer test run, gaseous and particulate 
emissions.

* * * * *
    (b) * * *
    (20) As soon as possible, transfer the hot start ``transient'' 
exhaust and dilution air samples to the analytical system and process 
the samples according to Sec. 86.140, obtaining a stabilized reading of 
the exhaust bag sample on all analyzers within 20 minutes of the end of 
the sample collection phase of the test. Obtain methanol and 
formaldehyde sample analyses, if applicable, within 24 hours of the end 
of the sample period. (If it is not possible to perform analysis on the 
methanol and formaldehyde samples, within 24 hours, the samples should 
be stored in a dark cold (4-10 deg.C) environment until analysis. The 
samples should be analyzed within fourteen days.)
* * * * *
    28. Section 86.137-94 of Subpart B is amended by revising 
paragraphs (b)(4), (b)(6)(iii), (b)(6)(iv), and (b)(15), and removing 
the note following paragraph (b)(6)(iv) to read as follows:


Sec. 86.137-94  Dynamometer test run, gaseous and particulate 
emissions.

* * * * *
    (b) * * *
    (4) For methanol-fueled vehicles, with the sample selector valves 
in the ``standby'' position, insert fresh sample collection impingers 
into the methanol sample collection system, fresh impingers or a fresh 
cartridge into the formaldehyde sample collection system and fresh 
impingers (or a single cartridge for formaldehyde) into the dilution 
air sample collection systems for methanol and formaldehyde (background 
measurements of methanol and formaldehyde may be omitted and 
concentrations assumed to be zero for calculations in Sec. 86.144).
* * * * *
    (6) * * *
    (iii) For methanol samples, the flow rates shall be set such that 
the system meets the design criteria of Sec. 86.109 and Sec. 86.110. 
For samples in which the concentration in the primary impinger exceeds 
0.5 mg/l, it is recommended that the mass of methanol collected in the 
secondary impinger not exceed ten percent of the total mass collected. 
For samples in which the concentration in the primary impinger does not 
exceed 0.5 mg/l, analysis of the secondary impingers is not necessary.
    (iv) For formaldehyde samples, the flow rates shall be set such 
that the system meets the design criteria of Sec. 86.109 and 
Sec. 86.110. For impinger samples in which the concentration of 
formaldehyde in the primary impinger exceeds 0.1 mg/l, it is 
recommended that the mass of formaldehyde collected in the secondary 
impinger not exceed ten percent of the total mass collected. For 
samples in which the concentration in the primary impinger does not 
exceed 0.1 mg/l, analysis of the secondary impingers is not necessary.
* * * * *
    (15) Five seconds after the engine stops running, simultaneously 
turn off gas flow measuring device No. 2 and if applicable, turn off 
the hydrocarbon integrator No. 2, mark the hydrocarbon recorder chart, 
turn off the No. 2 particulate sample pump and close the valves 
isolating particulate filter No. 2, and position the sample selector 
valves to the ``standby'' position (and open the valves isolating 
particulate filter No. 1, if applicable). Record the measured roll or 
shaft revolutions (both gas meter or flow measurement instrumentation 
readings), and reset the counter. As soon as possible, transfer the 
``stabilized'' exhaust and dilution air samples to the analytical 
system and process the samples according to Sec. 86.140, obtaining a 
stabilized reading of the exhaust bag sample on all analyzers within 20 
minutes of the end of the sample collection phase of the test. Obtain 
methanol and formaldehyde sample analyses, if applicable, within 24 
hours of the end of the sample period. (If it is not possible to 
perform analysis on the methanol and formaldehyde samples within 24 
hours, the samples should be stored in a dark cold (4-10 deg.C) 
environment until analysis. The samples should be analyzed within 
fourteen days.) If applicable, carefully remove both pairs of 
particulate sample filters from their respective holders, and place 
each in a separate petri dish, and cover.
* * * * *
    29. Section 86.140-94 of Subpart B is amended by revising 
paragraphs (c) and (d) to read as follows:


Sec. 86.140-94  Exhaust sample analysis.

* * * * *
    (c) For CH3OH (methanol-fueled vehicles), introduce test 
samples into the gas chromatograph and measure the concentration. This 
concentration is CMS in the calculations.
    (d) For HCHO (methanol-fueled vehicles), introduce formaldehyde 
test samples into the high pressure liquid chromatograph and measure 
the concentration of formaldehyde as a dinitrophenylhydrazine 
derivative in acetonitrile. This concentration is CFS in the 
calculations.
* * * * *
    30. Section 86.142-90 of Subpart B is amended by revising 
paragraphs (p)(1) 

[[Page 34348]]
through (p)(7), and removing paragraph (p)(8), to read as follows:


Sec. 86.142-90  Records required.

* * * * *
    (p) * * *
    (1) Specification of the methanol-fuel or methanol-fuel mixtures 
used during the test.
    (2) Volume of sample passed through the methanol sampling system 
and the volume of deionized water in each impinger.
    (3) The concentration of the GC analyses of the test samples 
(methanol).
    (4) Volume of sample passed through the formaldehyde sampling 
system and the volume of DNPH solution used.
    (5) The concentration of the HPLC analysis of the test sample 
(formaldehyde).
    (6) The temperatures of the sample lines before the HFID and the 
impinger, the temperature of the exhaust transfer duct (as applicable), 
and the temperature of the control system of the heated hydrocarbon 
detector.
    (7) A continuous measurement of the dew point of the raw and 
diluted exhaust. This requirement may be omitted if the temperatures of 
all heated lines are kept above 220 deg.F, or if the manufacturer 
performs an engineering analysis demonstrating that the temperature of 
the heated systems remains above the maximum dew point of the gas 
stream throughout the course of the test.
* * * * *
    31. Section 86.143-90 of Subpart B is amended by revising 
paragraphs (a)(1) and (a)(2)(iii) to read as follows:


Sec. 86.143-90  Calculations; evaporative emissions.

    (a) * * *
    (1) For methanol:
    [GRAPHIC][TIFF OMITTED]TR30JN95.005
    
Where:

(i) MCH3OH = Methanol mass change, g.
(ii) Vn = Net enclosure volume, ft3, as determined by 
subtracting 50 ft3 (1.42 m\3\) (volume of vehicle with trunk and 
windows open) from the enclosure volume. A manufacturer may use the 
measured volume of the vehicle (instead of the nominal 50 ft3) 
with advance approval by the Administrator: Provided, the measured 
volume is determined and used for all vehicles tested by that 
manufacturer.
(iii) TE = Temperature of sample withdrawn,  deg.R.
(iv) VE = Volume of sample withdrawn, ft3.
(v) TSHED = Temperature of SHED,  deg.R
(vi) CMS = GC concentration of sample, g/ml.
(vii) AV = Volume of absorbing reagent in impinger.
(viii) PB = Barometric pressure at time of sampling, in. Hg.
(ix) i = Initial sample.
(x) f = Final sample.
(xi) 1 = First impinger.
(xii) 2 = Second impinger.

    (2) * * *

(iii) CCH3OH = Methanol concentration as ppm carbon.
[GRAPHIC][TIFF OMITTED]TR30JN95.006

* * * * *
    32. Section 86.143-96 of Subpart B is amended by revising 
paragraphs (b)(1)(i) and (b)(1)(ii)(C) to read as follows:


Sec. 86.143-96  Calculations; evaporative emissions.

* * * * *
    (b) * * *
    (1) * * *
    (i) For methanol:
    [GRAPHIC][TIFF OMITTED]TR30JN95.007
    
Where:

(A) MCH3OH = Methanol mass change, g.
(B) Vn = Net enclosure volume, ft3, as determined by 
subtracting 50 ft\3\ (1.42 m3) (volume of vehicle with trunk and 
windows open) from the enclosure volume. A manufacturer may use the 
measured volume of the vehicle (instead of the nominal 50 ft3) 
with advance approval by the Administrator: Provided, the measured 
volume is determined and used for all vehicles tested by that 
manufacturer.
(C) TE = Temperature of sample withdrawn,  deg.R.
(D) VE = Volume of sample withdrawn, ft3.
(E) TSHED = Temperature of SHED,  deg.R
(F) CMS = GC concentration of sample, g/ml.
(G) AV = Volume of absorbing reagent in impinger.
(H) PB = Barometric pressure at time of sampling, in. Hg. 

[[Page 34349]]

(I) i = Initial sample.
(J) f = Final sample.
(K) 1 = First impinger.
(L) 2 = Second impinger.
(M) MCH3OH, out=mass of methanol exiting the enclosure, in the 
case of fixed-volume enclosures for diurnal emission testing, 
g.
(N) MCH3OH, in=mass of methanol entering the enclosure, in the 
case of fixed-volume enclosures for diurnal emission testing, 
g.
    (ii) * * *

(C) CCH3OH = Methanol concentration as ppm carbon.
      
    [GRAPHIC][TIFF OMITTED]TR30JN95.008
    
* * * * *
    33. Section 86.144-94 of Subpart B is amended by revising 
paragraphs (c)(5)(iv) through (c)(5)(xvi), (c)(7)(ii), and (e), and by 
removing paragraphs (c)(5)(xvii) and (c)(5)(xviii), to read as follows:


Sec. 86.144-94  Calculations; exhaust emissions.

* * * * *
    (c) * * *
    (5) * * *

(iv)(A) CCH3OHe=Methanol concentration in the dilute exhaust, ppm.
(B) CCH3OHe=
[GRAPHIC][TIFF OMITTED]TR30JN95.009

(v)(A) CCH3OHd=Methanol concentration in the dilution air, ppm.
(B) CCH3OHd=
[GRAPHIC][TIFF OMITTED]TR30JN95.010

(vi) TEM=Temperature of methanol sample withdrawn from dilute 
exhaust,  deg.R.
(vii) TDM=Temperature of methanol sample withdrawn from dilution 
air,  deg.R.
(viii) PB=Barometric pressure during test, mm Hg.
(ix) VEM=Volume of methanol sample withdrawn from dilute exhaust, 
ft3.
(x) VDM=Volume of methanol sample withdrawn from dilution air, 
ft3.
(xi) CS=GC concentration of sample drawn from dilute exhaust, 
g/ml.
(xii) CD=GC concentration of sample drawn from dilution air, 
g/ml.
(xiii) AVS=Volume of absorbing reagent (deionized water) in impinger 
through which methanol sample from dilute exhaust is drawn, ml.
(xiv) AVD=Volume of absorbing reagent (deionized water) in impinger 
through which methanol sample from dilution air is drawn, ml.
(xv) 1=first impinger.
(xvi) 2=second impinger.
* * * * *
    (7) * * *
    (ii) For methanol-fueled vehicles, where fuel composition is 
CxHyOz as measured, or calculated, for the fuel used:
[GRAPHIC][TIFF OMITTED]TR30JN95.011

* * * * *
    (e) For methanol-fueled vehicles with measured fuel composition of 
CH3.487O0.763, example calculation of exhaust emissions using 
positive displacement pump:
    (1) For the ``transient'' phase of the cold start test assume the 
following: V0=0.29344 ft3 rev; N=25,801; R=37.5 pct; Ra=37.5 
percent; PB=725.42 mm Hg; Pd=22.02 mm Hg; P4=70 mm Hg; 
Tp 570 deg.R; FID HCe=14.65 ppm, carbon equivalent; r=0.788; 
TEM=527.67 deg.R; VEM=0.2818 ft3; CS1=7.101; 
AVS1=15.0 ml; CS2=0.256; AVS2=15.0 ml; TDM=527.67 
deg.R; VDM=1.1389 ft3; CD1=0.439; AVD1=15.0 ml; 
CD2=0.0; AVD2=15.0 ml; CFDE=8.970 g/ml; 
VAE=5.0 ml; Q=0.1429; TEF=527.67 deg.R; VSE=0.2857 
ft3; CFDA=0.39 g/ml; VAA=5.0 ml; 
TDF=527.67 deg.R; VSA=1.1043 ft3; NOXe=5.273 ppm; 
COem=98.8 ppm; CO2e=0.469 pct; CH4e=2.825 ppm; FID 
HCd=2.771 ppm; NOXd=0.146 ppm; COdm=1.195 ppm; 
CO2d=0.039 percent; CH4d=2.019 ppm; Dct=3.583 miles.

Then:

(i) Vmix=(0.29344)(25,801)(725.42-70)(528)/(760)(570)=6048.1.0 
ft3 per test phase.
(ii) H=(43.478)(37.5)(22.02)/[725.42-(22.02x37.5/100)]=50 grains of 
water per pound of dry air.
(iii) KH=1/[1-0.0047(50-75)]=0.8951.
(iv) COe=[1-(0.01+0.005 x 3.487) x 0.469)

[[Page 34350]]
-0.000323(37.5)) x 98.8=96.332 ppm.
(v) COd=(1-0.000323(37.5)) x 1.195=1.181 ppm.
(vi)
[GRAPHIC][TIFF OMITTED]TR30JN95.012

(vii) HCe=14.65




    -(0.788)(10.86)=6.092.
(viii)
[GRAPHIC][TIFF OMITTED]TR30JN95.013

(x) CH3OHconc=10.86-0.16(1-1/24.939)=10.71 ppm.
(xi) CH3OHmass=6048.1 x 37.71 x (10.71/1,000,000)=2.44 grams 
per test phase.
(xii) HCconc=[14.65 - (0.788)(10.86)] - [2.771 - (0.788)(0.16)] 
(1-1/24.94)=3.553 ppm.
(xiii) HCmass=(6048.1)(16.33)(3.553/1,000,000)=0.35 grams per test 
phase.
(xiv)
[GRAPHIC][TIFF OMITTED]TR30JN95.014

(xv)
[GRAPHIC][TIFF OMITTED]TR30JN95.015

(xvi) HCHOconc=0.664-0.0075(1-1/24.939)=0.6568 ppm.
(xvii) HCHOmass=(6048.1)(35.36)(0.6568/1,000,000)=0.1405 grams per 
test phase.
(xviii) THCE=0.35+(13.8756/32.042)(2.44)+(13.8756/ 
30.0262)(0.1405)=1.47 grams per test phase.
(xix) NOXconc=5.273-(0.146)(1-1/24.939)=5.13 ppm.
(xx) NOXmass=(6048.1)(54.16)(5.13/1,000,000)(0.8951)=1.505 grams 
per test phase.
(xxi) COconc=96.332-1.181(1-1/24.939)=95.2 ppm.
(xxii) COmass=(6048.1)(32.97)(95.2/1,000,000)=18.98 grams per test 
phase.
(xxiii) CO2conc=0.469-0.039(1-1/24.939)=0.432 percent.
(xxiv) CO2mass=(6048.1)(51.85)(0.432/100)=1353 grams.
(xxv) CH4conc=2.825-2.019(1-1/24.939)=0.89 ppm.
(xxvi) NMHCconc=3.553 ppm-0.89 ppm=2.67 ppm.
(xxvii) NMHCmass=(6048.1)(16.33)(2.67/1,000,000)=0.263 grams per 
test phase.
(xxviii) NMHCEmass=0.263+(13.8756/32.042)(2.44)+(13.8756/ 
30.0262)(0.1405)=1.39 grams per test phase.

    (2) For the stabilized portion of the cold start test assume that 
similar calculations resulted in the following:
(i) THCE=0.143 grams per test phase.
(ii) NOXmass=0.979 grams per test phase.
(iii) COmass=0.365 grams per test phase.
(iv) CO2mass=1467 grams per test phase.
(v) Ds=3.854 miles.
(vi) NMHCE=0.113 grams per test phase.

    (3) For the ``transient'' portion of the hot start test assume that 
similar calculations resulted in the following:

(i) THCE=0.488 grams as carbon equivalent per test phase.
(ii) NOXmass=1.505 grams per test phase.
(iii) COmass=3.696 grams per test phase.
(iv) CO2mass=1179 grams per test phase.
(v) Dht=3.577 miles.
(vi) NMHCE=0.426 grams per test phase.

    (4) Weighted emission results:
(i)
[GRAPHIC][TIFF OMITTED]TR30JN95.016

(ii)

[[Page 34351]]
[GRAPHIC][TIFF OMITTED]TR30JN95.017


(iii)
[GRAPHIC][TIFF OMITTED]TR30JN95.018

(iv)
[GRAPHIC][TIFF OMITTED]TR30JN95.019

(v)
[GRAPHIC][TIFF OMITTED]TR30JN95.020

    34. Section 86.509-90 of Subpart F is amended by revising 
paragraphs (a)(2)(i) through (a)(2)(iv), (a)(3), text of paragraph 
(a)(4) preceding the figure, paragraphs (b) introductory text, (b)(4), 
(b)(5), (b)(6), (c) introductory text, (c)(4) and (c)(5), (c)(6), and 
adding paragraphs (a)(5) and (d) to read as follows:


Sec. 86.509-90  Exhaust gas sampling system.

    (a) * * *
    (2) * * *
    (i) Using a duct of unrestricted length maintained at a temperature 
above the maximum dew point of the exhaust, but below 121 deg.C 
(250 deg.F); heating and possibly cooling capabilities are required; or
    (ii) Using a short duct (up to 12 feet long) constructed of smooth 
wall pipe with a minimum of flexible sections, maintained at a 
temperature above the maximum dew point of the exhaust, but below 
121 deg.C (250 deg.F), prior to the test and during any breaks in the 
test and uninsulated during the test (insulation may remain in place 
and/or heating may occur during testing provided maximum temperature is 
not exceeded); or
    (iii) Using smooth wall duct less than five feet long with no 
required heating. A maximum of two short flexible connectors are 
allowed under this option; or
    (iv) Omitting the duct and performing the exhaust gas dilution 
function at the motorcycle tailpipe exit.
    (3) Positive displacement pump. The Positive Displacement Pump-
Constant Volume Sampler (PDP-CVS), Figure F90-1 satisfies the first 
condition by metering at a constant temperature and pressure through 
the pump. The total volume is measured by counting the revolutions made 
by the calibrated positive displacement pump. The proportional samples 
are achieved by sampling at a constant flow rate. For methanol-fueled 
motorcycle sample lines for the methanol and formaldehyde samples are 
heated to prevent condensation. The temperature of the sample lines 
shall be more than 3  deg.C (5  deg.F) above the maximum dew point of 
the sample, but below 121  deg.C (250  deg.F). (Note: For 1990 through 
1994 model year methanol-fueled motorcycles, methanol and formaldehyde 
sampling may be omitted provided the bag sample (hydrocarbons and 
methanol) is analyzed using a HFID calibrated with methanol.)
BILLING CODE 6560-50-P

[[Page 34352]]
[GRAPHIC][TIFF OMITTED]TR30JN95.045



BILLING CODE 6560-50-C

[[Page 34353]]

    (4) Critical flow venturi. The operation of the Critical Flow 
Venturi--Constant Volume Sampler (CFV-CVS) sample system, Figure F90-2, 
is based upon the principles of fluid dynamics associated with critical 
flow. Proportional sampling throughout temperature excursions is 
maintained by use of small CFVs in the sample lines, which respond to 
the varying temperatures in the same manner as the main CFV. For 
methanol-fueled motorcycles, the methanol and formaldehyde sample lines 
are heated to prevent condensation. The temperature of the sample lines 
shall be more than 3 deg.C (5 deg.F) above the maximum dew point of the 
sample, but below 121 deg.C (250 deg.F). Care must be taken to ensure 
that the CFVs of the sample probes are not heated since heating of the 
CFVs would cause loss of proportionality. (Note: For 1990 through 1994 
model year methanol-fueled motorcycles, methanol and formaldehyde 
sampling may be omitted provided the bag sample (hydrocarbons and 
methanol) is analyzed using a HFID calibrated with methanol.) Total 
flow per test is determined by continuously computing and integrating 
instantaneous flow. A low response time temperature sensor is necessary 
for accurate flow calculation.
* * * * *
    (5) Electronic Flow Control. The Critical Flow Venturi--Electronic 
Flow Control--Constant Volume Sampler (CFV-EFC-CVS) system is identical 
to the CFV-CVS system described in paragraphs (a)(4) and (c) of this 
section, except that it maintains proportional sampling for methanol 
and formaldehyde by measuring the CVS flow rate, and electronically 
controlling sample flow rates. It is recommended that sample volumes be 
measured by separate flow meters. For methanol-fueled motorcycles, the 
samples lines for the methanol and formaldehyde samples are heated to 
prevent condensation. The temperature of the sample lines shall be more 
than 20  deg.F (11  deg.C) above the maximum dew point of the sample, 
but below 121  deg.C (250  deg.F).
* * * * *
    (b) Component description, PDP-CVS. The PDP-CVS, Figure F90-1, 
consists of a dilution air filter and mixing assembly, heat exchanger, 
positive displacement pump, sampling systems including, probes and 
sampling lines which, in the case of the methanol-fueled motorcycles, 
are heated to prevent condensation (heating of the sample lines may be 
omitted, provided the methanol and formaldehyde sample collection 
systems are close coupled to the probes thereby preventing loss of 
sample due to cooling and resulting condensation in the sample lines), 
and associated valves, pressure and temperature sensors. The PDP-CVS 
shall conform to the following requirements:
* * * * *
    (4) The location of the dilution air inlet shall be placed so as to 
use test-cell air for dilution and the flow capacity of the CVS shall 
be large enough to completely eliminate water condensation in the 
dilution and sampling systems. Control of water condensation with 
methanol-fueled vehicles is critical. Additional care may also be 
required to eliminate water condensation when testing natural gas and 
liquefied petroleum gas-fueled vehicles. (Procedures for determining 
CVS flow rates are detailed in ``Calculation of Emissions and Fuel 
Economy When Using Alternative Fuels,'' EPA 460/3-83-009.) 
Dehumidifying the dilution air before entering the CVS is allowed. 
Heating the dilution air is also allowed, provided:
    (i) The air (or air plus exhaust gas) temperature does not exceed 
121 deg.C (250 deg.F).
    (ii) Calculation of the CVS flow rate necessary to prevent water 
condensation is based on the lowest temperature encountered in the CVS 
prior to sampling. (It is recommended that the CVS system be insulated 
when heated dilution air is used.)
    (iii) The dilution ratio is sufficiently high to prevent 
condensation in bag samples as they cool to room temperature.
    (5) Sample collection bags for dilution air and exhaust samples 
(hydrocarbons and carbon monoide) shall be of sufficient size so as not 
to impede sample flow. A single dilution air sample, covering the total 
test period, may be collected for the determination of methanol and 
formaldehyde background (methanol-fueled motorcycles).
    (6) The methanol sample collection system and the formaldehyde 
sample collection system shall each be of sufficient capacity so as to 
collect samples of adequate size for analysis without significant 
impact on the volume of dilute exhaust passing through the PDP. The 
systems shall also comply with the following requirements that apply to 
the design of the systems, not to individual tests:
    (i) The methanol system shall be designed such that if a test 
motorcycle continuously emitted the maximum allowable level of methanol 
(based on all applicable standards) the measured concentration in the 
primary impinger would exceed either 25 mg/l or a concentration equal 
to 25 times the limit of detection for the GC analyzer.
    (ii) The formaldehyde system shall be designed such that if a test 
motorcycle continuously emitted formaldehyde at a rate equal to twenty 
percent of the maximum allowable level of THCE (i.e., 1.0 g/km for a 
5.0 g/km standard), or the maximum formaldehyde level allowed by a 
specific formaldehyde standard, whichever is less, the concentration of 
formaldehyde in the DNPH solution of the primary impinger, or solution 
resulting from the extraction of the DNPH cartridge, shall exceed 
either 2.5 mg/l or a concentration equal to 25 times the limit of 
detection for the HPLC analyzer.
    (iii) The methanol and formaldehyde systems shall be designed such 
that the primary impinger collects at least 90 percent of the analyte 
in the samples. The remaining analyte shall be collected by the 
secondary impinger. This requirement does not apply to dilution air 
samples, since they do not require secondary impingers, or to samples 
in which the concentrations approach the limit of detection.
    (c) Component description, CFV-CVS. The CFV-CVS sample system, 
Figure F90-2, consists of a dilution air filter and mixing assembly, a 
cyclone particulate separator, unheated sampling venturies for the bag 
samples, and for the methanol and formaldehyde samples from methanol-
fueled vehicles, samples lines heated to prevent condensation for the 
methanol and formaldehyde samples from methanol fueled vehicles 
(heating of the sample lines may be omitted provided, the methanol and 
formaldehyde sample collection systems are close coupled to the probes 
thereby preventing loss of sample due to cooling and resulting 
condensation in the sample lines), a critical flow venturi, and 
assorted valves, and pressure and temperature sensors. The CFV sample 
system shall conform to the following requirements:
* * * * *
    (4) The location of the dilution air inlet shall be placed so as to 
use test-cell air for dilution and the flow capacity of the CVS shall 
be large enough to completely eliminate water condensation in the 
dilution and sampling systems. Control of water condensation with 
methanol-fueled vehicles is critical. Additional care may also be 
required to eliminate water condensation when testing natural gas and 
liquefied petroleum gas-fueled vehicles. (Procedures for determining 
CVS flow rates are detailed in 

[[Page 34354]]
``Calculation of Emissions and Fuel Economy When Using Alternative 
Fuels,'' EPA 460/3-83-009.) Dehumidifying the dilution air before 
entering the CVS is allowed. Heating the dilution air is also allowed, 
provided:
    (i) The air (or air plus exhaust gas) temperature does not exceed 
250 deg.F.
    (ii) Calculation of the CVS flow rate necessary to prevent water 
condensation is based on the lowest temperature encountered in the CVS 
prior to sampling. (It is recommended that the CVS system be insulated 
when heated dilution air is used.)
    (iii) The dilution ratio is sufficiently high to prevent 
condensation in bag samples as they cool to room temperature.
    (5) Sample collection bags for dilution air and exhaust samples 
(hydrocarbons and carbon monoxide) shall be of sufficient size so as 
not to impede sample flow. A single dilution air sample, covering the 
total test period, may be collected for the determination of methanol 
and formaldehyde background (methanol-fueled motorcycles).
    (6) The methanol sample collection system and the formaldehyde 
sample collection system shall each be of sufficient capacity so as to 
collect samples of adequate size for analysis without significant 
impact on the volume of dilute exhaust passing through the CVS. The 
systems shall also comply with the following requirements that apply to 
the design of the systems, not to individual tests:
    (i) The methanol system shall be designed such that if a test 
motorcycle continuously emitted the maximum allowable level of methanol 
(based on all applicable standards) the measured concentration in the 
primary impinger would exceed either 25 mg/l or a concentration equal 
to 25 times the limit of detection for the GC analyzer.
    (ii) The formaldehyde system shall be designed such that if a test 
motorcycle continuously emitted formaldehyde at a rate equal to twenty 
percent of the maximum allowable level of THCE (i.e., 1.0 g/km for a 
5.0 g/km standard), or the maximum formaldehyde level allowed by a 
specific formaldehyde standard, whichever is less, the concentration of 
formaldehyde in the DNPH solution of the primary impinger, or solution 
resulting from the extraction of the DNPH cartridge, shall exceed 
either 2.5 mg/l or a concentration equal to 25 times the limit of 
detection for the HPLC analyzer.
    (iii) The methanol and formaldehyde systems shall be designed such 
that the primary impinger collects at least 90 percent of the analyte 
in the samples. The remaining analyte shall be collected by the 
secondary impinger. This requirement does not apply to dilution air 
samples, since they do not require secondary impingers, or to samples 
in which the concentrations approach the limit of detection.
    (d) Component description, CFV-EFC-CVS. The CVS sample system is 
identical to the system described in paragraph (c) of this section, 
plus includes a means of electronically measuring the CVS flow rate, 
and electronic mass flow controllers for the methanol and formaldehyde 
sample lines, and separate flow meters to totalize sample flow volumes 
(optional). The EFC sample system shall conform to all of the 
requirements listed in paragraph (c) of this section, except that the 
methanol and formaldehyde samples mat both be drawn from a single 
static probe. It also must comply with the following additional 
requirements:
    (1) The ratio of the CVS flow rate to the sample flow rate shall 
not deviate from the ratio at the start of the test by more than 
5 percent. (The volumetric sample flow rate shall be varied 
inversely with the square root of the bulk stream temperature.)
    (2) Flow totalizers for methanol and/or formaldehyde samples shall 
have an accuracy of 2 percent. Total sample volumes may be 
obtained from the flow controllers, with the advance approval of the 
administrator, provided that the controllers can be shown to have an 
accuracy of 2 percent.

    35. Section 86.513-94 of Subpart F is amended by revising 
paragraphs (c)(1) and (c)(2), and adding paragraph (c)(3) to read as 
follows:


Sec. 86.513-94  Fuel and engine lubricant specifications.

* * * * *
    (c) * * * (1) mixtures of petroleum and methanol fuels used for 
exhaust and evaporative emission testing and service accumulation for 
flexible fuel motorcycles shall consist of the petroleum fuel listed in 
paragraph (a) of this section and the methanol fuel listed in paragraph 
(b), and shall be within the range of fuel mixtures for which the 
vehicle was designed, as reported in accordance with Sec. 86.90-21. The 
Administrator may use any fuel or fuel mixture within this range for 
testing.
    (2) The fuel mixtures used by the manufacturers shall be sufficient 
to demonstrate compliance over the full design range, and shall 
include:
    (i) For emission testing,
    (A) The petroleum fuel specified in paragraph (a) or (b),
    (B) A methanol fuel representative of the methanol fuel expected to 
the found in use, as specified in paragraph (b),
    (ii) For service accumulation, an alternating combination of the 
fuels specified in paragraphs (a) and (b) will be used to demonstrate 
the durability of the emission control systems based on good 
engineering judgement. The combination shall be selected such that the 
cumulative volumes of both the methanol fuel and the petroleum fuel 
used shall be at least twenty-five percent of the total fuel volume. 
The fuels shall be alternated at mileage intervals not to exceed 1,000 
kilometers.
    (3) The specification range of the fuels to be used under paragraph 
(c) of this section shall be reported in accordance with Sec. 86.094-
21.
* * * * *
    36. Section 86.514-78 of Subpart F is amended by revising 
paragraphs (a)(2) and (b), and adding paragraph (c) to read as follows:


Sec. 86.514-78  Analytical gases.

    (a) * * *
    (2) Gases for the THC analyzer shall be:
    (i) Single blends of propane using air as the diluent; and
    (ii) Optionally, for response factor determination, single blends 
of methanol using air as the diluent.
* * * * *
    (b) Calibration gases (not including methanol) shall be known to 
within 2 percent of true values.
    (c) Methanol in air gases used for response factor determination 
shall:
    (1) Be traceable to within 2 percent of NIST (formerly 
NBS) gas standards, or other gas standards which have been approved by 
the Administrator; and
    (2) Remain within 2 percent of the labeled 
concentration. Demonstration of stability shall be based on a quarterly 
measurement procedure with a precision of 2 percent (two 
standard deviations), or other method approved by the Administrator. 
The measurement procedure may incorporate multiple measurements. If the 
true concentration of the gas changes by more than two percent, but 
less than ten percent, the gas may be relabeled with the new 
concentration.

    37. Section 86.516-90 of Subpart F is amended by revising paragraph 
(c)(1) to read as follows:


Sec. 86.516-90  Calibrations, frequency and overview.

* * * * *
    (c) * * *
    (1) Calibrate the hydrocarbon analyzer, methane analyzer, carbon 
dioxide analyzer, carbon monoxide 

[[Page 34355]]
analyzer, and oxides of nitrogen analyzer (certain analyzers may 
require more frequent calibration depending on particular equipment and 
uses).
* * * * *
    38. Section 86.519-90 of Subpart F is amended by revising 
paragraphs (d)(1), (d)(4), and (d)(7) to read as follows:


Sec. 86.519-90  Constant volume sampler calibration.

* * * * *
    (d) * * *
    (1) Obtain a small cylinder that has been charged with pure propane 
or carbon monoxide gas (CAUTION--carbon monoxide is poisonous).
* * * * *
    (4) Following completion of step (3) above (if methanol injection 
is required), continue to operate the CVS in the normal manner and 
release a known quantity of pure methanol (in gaseous form) into the 
system during the sampling period (approximately 5 minutes). This step 
does not need to be performed with each verification, provided that it 
is performed at least twice annually.
* * * * *
    (7) The cause for any discrepancy greater than 2 
percent must be found and corrected. The Administrator, upon request, 
may waive the requirement to comply with 2 percent methanol 
recovery tolerance, and instead require compliance with a higher 
tolerance (not to exceed 6 percent), provided that:
    (i) The Administrator determines that compliance with the specified 
tolerance is not practically feasible; and
    (ii) The manufacturer makes information available to the 
Administrator which indicates that the calibration tests and their 
results are consistent with good laboratory practice, and that the 
results are consistent with the results of calibration testing 
conducted by the Administrator.
    39. Section 86.521-90 of Subpart F is amended by revising 
paragraphs (d) introductory text, (d)(1), and (d)(3)(iii) to read as 
follows:


Sec. 86.521-90  Hydrocarbon analyzer calibration.

* * * * *
    (d) FID response factor to methanol. When the FID analyzer is to be 
used for the analysis of hydrocarbon samples containing methanol, the 
methanol response factor of the analyzer shall be established. The 
methanol response factor shall be determined at several concentrations 
in the range of concentrations in the exhaust sample, using either bag 
samples or gas bottles meeting the requirements of Sec. 86.514.
    (1) The bag sample, if used, of methanol for analysis in the FID 
shall be prepared using the apparatus shown in Figure F90-4. A known 
volume of methanol is injected, using a microliter syringe, into the 
heated mixing zone (250 deg.F (121 deg.C)) of the apparatus. The 
methanol is vaporized and swept into the sample bag with a known volume 
of zero grade air measured by a gas flow meter meeting the performance 
requirements of Sec. 86.120.

BILLING CODE 6560-50-P

[[Page 34356]]
[GRAPHIC][TIFF OMITTED]TR30JN95.046



BILLING CODE 6560-50-C

[[Page 34357]]

* * * * *
    (3) * * *
(iii) SAMppm=methanol concentration in the sample bag, or gas bottle, 
in ppmC. SAMppm for sample bags:
[GRAPHIC][TIFF OMITTED]TR30JN95.021

Where:
* * * * *
    40. Section 86.523-78 of Subpart F is amended by adding paragraph 
(c) to read as follows:


Sec. 86.523-78  Oxides of nitrogen analyzer calibration.

* * * * *
    (c) When testing methanol-fueled motorcycles, it may be necessary 
to clean the analyzer frequently to prevent interference with NOX 
measurements (see EPA/600/S3-88/040).
    41. Section 86.527-90 of Subpart F is amended by adding paragraph 
(e) to read as follows:


Sec. 86.527-90  Test procedures, overview.

* * * * *
    (e) Background concentrations are measured for all species for 
which emissions measurements are made. For exhaust testing, this 
requires sampling and analysis of the dilution air. (When testing 
methanol-fueled motorcycles, manufacturers may choose not to measure 
background concentrations of methanol and/or formaldehyde, and then 
assume that the concentrations are zero during calculations.)
    42. Section 86.537-90 of Subpart F is amended by revising 
paragraphs (b)(4), (b)(6)(iii), (b)(6)(iv), (b)(12), and (b)(14), and 
by removing the note following paragraph (b)(6)(iv) to read as follows:


Sec. 86.537-90  Dynamometer test runs.

* * * * *
    (b) * * *
    (4) For methanol-fueled vehicles, with the sample selector valves 
in the ``standby'' position, insert fresh sample collection impingers 
into the methanol sample collection system, fresh impingers or a fresh 
cartridge into the formaldehyde sample collection system and fresh 
impingers (or a single cartridge for formaldehyde) into the dilution 
air sample collection systems for methanol and formaldehyde (background 
measurements of methanol and formaldehyde may be omitted and 
concentrations assumed to be zero for calculations in Sec. 86.544).
* * * * *
    (6) * * *
    (iii) For methanol samples, the flow rates shall be set such that 
the system meets the design criteria of Sec. 86.509. For samples in 
which the concentration in the primary impinger exceeds 0.5 mg/l, it is 
recommended that the mass of methanol collected in the secondary 
impinger not exceed ten percent of the total mass collected. For 
samples in which the concentration in the primary impinger does not 
exceed 0.5 mg/l, secondary impingers do not need to be analyzed.
    (iv) For formaldehyde samples, the flow rates shall be set such 
that the system meets the design criteria of Sec. 86.509. For impinger 
samples in which the concentration of formaldehyde in the primary 
impinger exceeds 0.1 mg/l, it is recommended that the mass of 
formaldehyde collected in the secondary impinger not exceed ten percent 
of the total mass collected. For samples in which the concentration in 
the primary impinger does not exceed 0.1 mg/l, secondary impingers do 
not need to be analyzed.
* * * * *
    (12) At the end of the deceleration which is scheduled to occur at 
505 seconds, simultaneously switch the sample flows from the 
``transient'' bags and samples to ``stabilized'' bags and samples, 
switch off gas flow measuring device No. 1 and, start gas flow 
measuring device No. 2. Before the acceleration which is scheduled to 
occur at 510 seconds, record the measured roll or shaft revolutions and 
reset the counter or switch to a second counter. As soon as possible, 
transfer the ``stabilized'' exhaust and dilution air samples to the 
analytical system and process the samples according to Sec. 86.540, 
obtaining a stabilized reading of the exhaust bag sample on all 
analyzers within 20 minutes of the end of the sample collection phase 
of the test. Obtain methanol and formaldehyde sample analyses, if 
applicable, within 24 hours of the end of the sample period. (If it is 
not possible to perform analysis on the methanol and formaldehyde 
samples within 24 hours, the samples should be stored in a dark cold 
(4-10 deg.C) environment until analysis. The samples should be analyzed 
within fourteen days.)
* * * * *
    (14) Five seconds after the engine stops running, simultaneously 
turn off gas flow measuring device No. 2 and position the sample 
selector valves to the ``standby'' position (and open the valves 
isolating particulate filter No. 1, if applicable). Record the measured 
roll or shaft revolutions (both gas meter or flow measurement 
instrumentation readings) and re-set the counter. As soon as possible, 
transfer the ``stabilized'' exhaust and dilution air samples to the 
analytical system and process the samples according to Sec. 86.540, 
obtaining a stabilized reading of the exhaust bag sample on all 
analyzers within 20 minutes of the end of the sample collection phase 
of the test. Obtain methanol and formaldehyde sample analyses, if 
applicable, within 24 hours of the end of the sample period. (If it is 
not possible to perform analysis on the methanol and formaldehyde 
samples within 24 hours, the samples should be stored in a dark cold 
(4-10 deg.C) environment until analysis. The samples should be analyzed 
within fourteen days.)
* * * * *
    43. Section 86.540-90 of Subpart F is amended by revising 
paragraphs (b) and (c) to read as follows:


Sec. 86.540-90  Exhaust sample analysis.

* * * * *
    (b) For CH3OH (methanol-fueled vehicles), introduce test 
samples into the gas chromatograph and measure the concentration. This 
concentration is CMS in the calculations.
    (c) For HCHO (methanol-fueled vehicles), introduce test samples 
into the high pressure liquid chromatograph and measure the 
concentration of formaldehyde as a dinitropheylhydrazine derivative in 
acetonitrile. This concentration is CFS in the calculations.
    44. Section 86.542-90 of Subpart F is amended by revising paragraph 
(p) to read as follows:


Sec. 86.542-90  Records required.

* * * * *
    (p) Additional required records for methanol-fueled vehicles:
    (1) Specification of the methanol fuel, or fuel mixtures, used 
during testing.
    (2) Volume of sample passed through the methanol sampling system 
and the volume of deionized water in each impinger. 

[[Page 34358]]

    (3) The methanol calibration information from the GC standards.
    (4) The concentration of the GC analyses of the test samples 
(methanol).
    (5) Volume of sample passed through the formaldehyde sampling 
system.
    (6) The formaldehyde calibration information from the HPLC 
standards.
    (7) The concentration of the HPLC analysis of the test sample 
(formaldehyde).
* * * * *
    45. Section 86.544-90 of Subpart F is amended by revising 
paragraphs (c)(5)(iv) through (c)(5)(xvi), and (c)(7)(ii), and removing 
paragraphs (c)(5)(xvii), (c)(5)(xviii), and (e) to read as follows:


Sec. 86.544-90  Calculations; exhaust emissions.

* * * * *
    (c) * * *
    (5) * * *
(iv)(A) CCH3OHe=Methanol concentration in the dilute exhaust, ppm.
(B)
[GRAPHIC][TIFF OMITTED]TR30JN95.022

(v)(A) CCH3OHd=Methanol concentration in the dilution air, ppm.
[GRAPHIC][TIFF OMITTED]TR30JN95.023

(B)
(vi) TEM=Temperature of methanol sample withdrawn from dilute 
exhaust,  deg.R.
(vii) TDM=Temperature of methanol sample withdrawn from dilution 
air,  deg.R.
(viii) PB=Barometric pressure during test, mm Hg.
(ix) VEM=Volume of methanol sample withdrawn from dilute exhaust, 
ft\3\.
(x) VDM=Volume of methanol sample withdrawn from dilution air, 
ft\3\.
(xi) Cs=GC concentration of sample drawn from dilute exhaust, 
g/ml.
(xii) CD=GC concentration of sample drawn from dilution air, 
g/ml.
(xiii) AVs=Volume of absorbing reagent (deionized water) in 
impinger through which methanol sample from dilute exhaust is drawn, 
ml.
(xiv) AVD=Volume of absorbing reagent (deionized water) in 
impinger through which methanol sample from dilution air is drawn, ml.
(xv) 1=first impinger.
(xvi) 2=second impinger.
* * * * *
(7) * * *
(ii) For methanol-fueled, natural gas-fueled or liquefied petroleum 
gas-fueled motorcycles, where fuel composition is CxHyOz 
as measured, or calculated, for the fuel used (for natural gas and 
liquefied petroleum gas-fuel, Z=0):
[GRAPHIC][TIFF OMITTED]TR30JN95.024

* * * * *
    46. Section 86.1207-90 of Subpart M is amended by revising 
paragraphs (b)(1) introductory text and (c)(2), and adding paragraph 
(b)(3) to read as follows:


Sec. 86.1207-90  Sampling and analytical system; evaporative emissions.

* * * * *
    (b) * * *
    (1) For gasoline and methanol-fueled vehicles a hydrocarbon 
analyzer utilizing the hydrogen flame ionization principle (FID) shall 
be used to monitor the atmosphere within the enclosure (a heated FID 
(HFID)(235 deg.15 deg.F (1138 deg.C)) is 
recommended for methanol-fueled vehicles). Instrument bypass flow may 
be returned to the enclosure. The FID shall have a response time to 90 
percent of final reading of less than 1.5 seconds, and be capable of 
meeting performance requirements expressed as a function of Cstd: where 
Cstd is the specific enclosure hydrocarbon level, in ppm, corresponding 
to the evaporative emission standard:
* * * * *
    (3) The methanol sampling system described in paragraph (b)(2) of 
this section shall be designed such that, if a test vehicle emitted the 
maximum allowable level of methanol (based on all applicable standards) 
during any phase of the test, the measured concentration in the primary 
impinger would exceed either 25 mg/l or a concentration equal to 25 
times the limit of detection for the GC analyzer, and such that the 
primary impinger collects at least 90 percent of the analyte in the 
samples. The remaining analyte shall be collected by the secondary 
impinger. The provisions of this paragraph apply to the design of 
sampling systems, not to individual tests.
    (c) * * *
    (2) For the methanol sample, permanent records shall be made of the 
following: the volumes of deionized water introduced into each 
impinger, the rate and time of sample collection and the chromatogram 
of the analyzed sample.
* * * * *
    47. Section 86.1207-96 of Subpart M is amended by revising 
paragraphs (b)(1) and (c)(2), and adding paragraph (b)(3) to read as 
follows:


Sec. 86.1207-96  Sampling and analytical systems; evaporative 
emissions.

* * * * * 

[[Page 34359]]

    (b) * * *
    (1) For gasoline-, liquefied petroleum gas-, natural gas- and 
methanol-fueled vehicles a hydrocarbon analyzer utilizing the hydrogen 
flame ionization principle (FID) shall be used to monitor the 
atmosphere within the enclosure (a heated FID 
(HFID)(235 deg.15 deg.F (1138 deg.C)) is 
recommended for methanol-fueled vehicles). Provided evaporative 
emission results are not affected, a probe may be used to detect or 
verify hydrocarbon sources during a running loss test. Instrument 
bypass flow may be returned to the enclosure. The FID shall have a 
response time to 90 percent of final reading of less than 1.5 seconds.
* * * * *
    (3) The methanol sampling system described in paragraph (b)(2) of 
this section shall be designed such that, if a test vehicle emitted the 
maximum allowable level of methanol (based on all applicable standards) 
during any phase of the test, the measured concentration in the primary 
impinger would exceed either 25 mg/l or a concentration equal to 25 
times the limit of detection for the GC analyzer, and such that the 
primary impinger collects at least 90 percent of the analyte in the 
samples. The remaining analyte shall be collected by the secondary 
impinger. The provisions of this paragraph apply to the design of 
sampling systems, not to individual tests.
    (c) * * *
    (2) For the methanol sample, permanent records shall be made of the 
following: the volumes of deionized water introduced into each 
impinger, the rate and time of sample collection and the chromatogram 
of the analyzed sample.
* * * * *
    48. Section 86.1213-94 is amended by revising paragraph (c) to read 
as follows:


Sec. 86.1213-94  Fuel specifications.

* * * * *
    (c) Mixtures of petroleum and methanol fuels for flexible fuel 
vehicles. (1) Mixtures of petroleum and methanol fuels used for exhaust 
and evaporative emission testing and service accumulation for flexible 
fuel vehicles shall consist of the gasoline listed in paragraph (a) of 
this section and the methanol fuel listed in paragraph (b) of this 
section, and shall be within the range fuel mixtures for which the 
vehicle was designed as reported in accordance with Sec. 86.94-21. The 
Administrator may use any fuel within this range for testing.
    (2) The fuel mixtures used by the manufacturers shall be sufficient 
to demonstrate compliance over the full design range, and shall 
include:
    (i) For emission testing:
    (A) The petroleum fuel specified in paragraph (a) of this section;
    (B) A methanol fuel representative of the methanol fuel expected to 
be found in use, as specified in paragraph (d) of this section; and
    (C) A combination of the fuels specified in paragraphs (c)(2)(i)(A) 
and (B) of this section that represents the composition which results 
in the highest Reid Vapor Pressure for the mixture. The mixture shall 
contain between nine and thirteen percent methanol.
    (ii) For service accumulation, an alternating combination of the 
fuels specified in paragraphs (a) and (b) of this section that, based 
on good engineering judgement, demonstrates the durability of the 
emission control system. The fuels may be used as a single mixture or 
alternated.
    (iii) Or, other combinations for testing or service accumulation 
which demonstrate compliance with the standards over the entire design 
range of the vehicle, provided that written approval is obtained from 
the Administrator prior to the start of testing.
    (3) The specification range of the fuels to be used under paragraph 
(c) of this section shall be reported in accordance with Sec. 86.094-
21.
* * * * *
    49. Section 86.1214-85 of Subpart M is amended by revising 
paragraphs (a)(1), (a)(2), (b) and (c) and adding paragraph (d) to read 
as follows:


Sec. 86.1214-85  Analytical gases.

    (a) * * *
    (1) Gases for the hydrocarbon analyzer shall be:
    (i) Single blends of propane using air as the diluent; and
    (ii) Optionally, for response factor determination, single blends 
of methanol using air as the diluent.
    (2) Fuel for the evaporative emission enclosure FID (or HFID for 
methanol-fueled vehicles) shall be a blend of 40 2 percent 
hydrogen with the balance being helium. The mixture shall contain less 
than 1 ppm equivalent carbon response. 98 to 100 percent hydrogen fuel 
may be used with advance approval by the Administrator.
* * * * *
    (b) Calibration gases (not including methanol) shall be traceable 
to within one percent of NIST (formerly NBS) gas standards, or other 
gas standards which have been approved by the Administrator.
    (c) Span gases (not including methanol) shall be accurate to within 
two percent of true concentration, where true concentration refers to 
NIST (formerly NBS) gas standards, or other gas standards which have 
been approved by the Administrator.
    (d) Methanol in air gases used for response factor determination 
shall:
    (1) Be traceable to within 2 percent of NIST (formerly 
NBS) gas standards, or other gas standards which have been approved by 
the Administrator; and
    (2) Remain within 2 percent of the labeled 
concentration. Demonstration of stability shall be based on a quarterly 
measurement procedure with a precision of 2 percent (two 
standard deviations), or other method approved by the Administrator. 
The measurement procedure may incorporate multiple measurements. If the 
true concentration of the gas changes by more than two percent, but 
less than ten percent, the gas may be relabeled with the new 
concentration.
    50. Section 86.1216-90 of Subpart M is amended by revising 
paragraphs (c)(1) and (c)(3), and adding paragraphs (d) and (e) to read 
as follows:


Sec. 86.1216-90  Calibrations; frequency and overview.

* * * * *
    (c) * * *
    (1) Calibrate the hydrocarbon analyzer (see Sec. 86.1221). Certain 
analyzers may require more frequent calibration depending on particular 
equipment and uses.
* * * * *
    (3) Perform a hydrocarbon retention check and calibration on the 
evaporative emission enclosure (see Sec. 86.1217).
    (d) At least twice annually or after any maintenance perform a 
methanol retention check and calibration on the evaporative emission 
enclosure (see Sec. 86.1217).
    (e) Calibrate the methanol analyzer as often as required by the 
manufacturer or as necessary according to good practice.
    51. Section 86.1217-90 of Subpart M is amended by revising 
paragraphs (c)(5), (c)(7) and (c)(9), (d)(1), (d)(2) introductory text 
and (d)(2)(i) through (d)(2)(iii) to read as follows:


Sec. 86.1217-90  Evaporative emission enclosure calibrations.

* * * * *
    (c) * * *
    (5) Inject into the enclosure a known quantity of pure propane (4g 
is a convenient quantity) and a known quantity of pure methanol (4g is 
a convenient quantity) in gaseous form; i.e., at a temperature of at 
least 150-155 deg.F (65-68 deg.C). The propane and methanol may be 
measured by volume flow or by mass measurement. The 

[[Page 34360]]
method used to measure the propane and methanol shall have an accuracy 
of 0.5 percent of the measured value. (Less accurate 
methods may be used with the advanced approval of the Administrator.) 
The methanol and propane tests do not need to be conducted 
simultaneously.
* * * * *
    (7) To verify the enclosure calibration, calculate the mass of 
propane and the mass of methanol using the measurements taken in steps 
(4) and (6). See paragraph (d) of this section. This quantity must be 
within 2 percent of that measured in step 5 above. (For 
1991-1995 calendar years, the difference may exceed 2 
percent for methanol, provided it does not exceed 6 
percent.)
* * * * *
    (9) Calculate, using the equation in paragraph (d) of this section 
and the readings taken in step (8), the hydrocarbon and methanol mass. 
It may not differ by more than 4 percent of the value in 
step (6). (For 1991-1995 calendar year methanol-fueled vehicles, the 
difference may exceed 4 percent for methanol, provided it 
does not exceed 6 percent.)
    (d) Calculations. (1) The calculation of net methanol and 
hydrocarbon mass change is used to determine enclosure background and 
leak rate. It is also used to check the enclosure volume measurements. 
The methanol mass change is calculated from the initial and final 
methanol samples, temperature and pressure according to the following 
equation:
[GRAPHIC][TIFF OMITTED]TR30JN95.025

Where:
(i) MCH3OH=Methanol mass change, g.
(ii) V=Enclosure volume, ft\3\, as measured in paragraph (b)(1) of this 
section.
(iii) TE=Temperature of sample withdrawn,  deg.R.
(iv) VE=Volume of sample withdrawn, ft\3\.
(v) PB=Barometric pressure at time of sampling, in. Hg.
(vi) CMS=GC concentration of test sample.
(vii) AV=Volume of absorbing reagent in impinger.
(viii) i=Initial sample.
(ix) f=Final sample.
(x) 1=First impinger.
(xi) 2=Second impinger.

    (2) The hydrocarbon mass change is calculated from the initial and 
final FID readings of hydrocarbon concentration, methanol concentration 
with FID response to methanol, temperature, and pressure according to 
the following equation:
[GRAPHIC][TIFF OMITTED]TR30JN95.026

Where:
(i) MHC=Hydrocarbon mass change, g.
(ii) CHC=FID hydrocarbon concentration as ppm carbon including FID 
response to methanol in the sample.
(iii) CCH3OH=Methanol concentration as ppm carbon.
[GRAPHIC][TIFF OMITTED]TR30JN95.027

* * * * *
    52. Section 86.1217-96 of Subpart M is amended by revising 
paragraphs (c)(1)(vii), (c)(1)(ix), (c)(1)(xii), (d)(1), (d)(2) 
introductory text, and (d)(2)(i) through (d)(2)(iii), and adding 
paragraph (c)(4) to read as follows:


Sec. 86.1217-96  Evaporative emission enclosure calibrations.

* * * * *
    (c) * * *
    (1) * * *
    (vii) Inject into the enclosure 2 to 6 grams of pure propane and 2 
to 6 grams of pure methanol in gaseous form; i.e., at a temperature of 
at least 150 deg.F (65 deg.C). The propane and methanol may be measured 
by volume flow or by mass measurement. The method used to measure the 
propane and methanol shall have an accuracy and precision of 
0.2 percent of the measured value. (Less accurate methods 
may be used with advanced approval of the Administrator.) The methanol 
and propane tests do not need to be conducted simultaneously.
* * * * *
    (ix) To verify the enclosure calibration, calculate the mass of 
propane and the mass of methanol using the measurements taken in 
paragraphs (c)(1)(vi) and (viii) of this section. See paragraph (d) of 
this section. This quantity must be within 2 percent of 
that measured in paragraph (c)(1)(vii) of this section. (For calendar 
years through 1995, the difference may exceed 2 percent for 
methanol, provided it does not exceed 6 percent.)
* * * * *
    (xii) At the completion of the 24-hour cycling period, analyze the 
enclosure atmosphere for hydrocarbon and methanol content; determine 
the net withdrawn methanol (in the case of diurnal emission testing 
with fixed-volume enclosures); record temperature and barometric 
pressure. These are the final readings for the hydrocarbon and methanol 
retention check. The final hydrocarbon and methanol mass, calculated in 
paragraph (d) of this section, shall be within 3 percent of that 
determined in paragraph (c)(1)(viii) of this section. (For calendar 
years through 1995, the difference may exceed 3 percent for 
methanol, provided it does not exceed 6 percent.)
* * * * *
    (4) The Administrator, upon request, may waive the requirement to 
comply with 2 percent methanol recovery tolerance, and/or 
the 3 percent retention tolerance and instead require 

[[Page 34361]]
compliance with higher tolerances (not to exceed 6 percent 
for recoveries and 8 for retention), provided that:
    (i) The Administrator determines that compliance with these 
specified tolerances is not practically feasible; and
    (ii) The manufacturer makes information available to the 
Administrator which indicates that the calibration tests and their 
results are consistent with good laboratory practice, and that the 
results are consistent with the results of calibration testing 
conducted by the Administrator.
    (d) Calculations. (1) The calculation of net methanol and 
hydrocarbon mass change is used to determine enclosure background and 
leak rate. It is also used to check the enclosure volume measurements. 
The methanol mass change is calculated from the initial and final 
methanol samples, temperature and pressure according to the following 
equation:
[GRAPHIC][TIFF OMITTED]TR30JN95.028

Where:
(i) MCH3OH=Methanol mass change, g.
(ii) V=Enclosure volume, ft\3\, as measured in paragraph (b)(1) of this 
section.
(iii) TE=Temperature of sample withdrawn, R.
(iv) TSHED=Temperature of enclosure, R.
(v) VE=Volume of sample withdrawn, ft\3\.
(vi) PB=Barometric pressure at time of sampling, in. Hg.
(vii) CMS=GC concentration of test sample.
(viii) AV=Volume of absorbing reagent in impinger.
(ix) i=Initial sample.
(x) f=Final sample.
(xi) 1=First impinger.
(xii) 2=Second impinger.

    (2) The hydrocarbon mass change is calculated from the initial and 
final FID readings of hydrocarbon concentration, methanol concentration 
with FID response to methanol, temperature, and pressure according to 
the following equation:
[GRAPHIC][TIFF OMITTED]TR30JN95.029

Where:
(i) MHC=Hydrocarbon mass change, g.
(ii) CHC=FID hydrocarbon concentration as ppm carbon including FID 
response to methanol in the sample.
(iii) CCH3OH=Methanol concentration as ppm carbon
[GRAPHIC][TIFF OMITTED]TR30JN95.030

* * * * *
    53. Section 86.1221-90 of Subpart M is amended by revising 
paragraphs (c) introductory text, (c)(1), and (c)(3)(iii) to read as 
follows:


Sec. 86.1221-90  Hydrocarbon analyzer calibration.

* * * * *
    (c) FID response factor to methanol. When the FID analyzer is to be 
used for the analysis of hydrocarbon samples containing methanol, the 
methanol response factor of the analyzer shall be established. The 
methanol response factor shall be determined at several concentrations 
in the range of concentrations in the exhaust sample, using either bag 
samples or gas bottles meeting the requirements of Sec. 86.114.
    (1) The bag sample of methanol for analysis in the FID, if used, 
shall be prepared using the apparatus shown in Figure M90-1. A known 
volume of methanol is injected, using a microliter syringe, into the 
heated mixing zone (250 deg.F (121 deg.C) of the apparatus. The 
methanol is vaporized and swept into the sample bag with a known volume 
of zero grade air measured by a gas flow meter with an accuracy of 
2 percent.

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[[Page 34362]]
[GRAPHIC][TIFF OMITTED]TR30JN95.047



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[[Page 34363]]

* * * * *
    (3) * * *
    (iii) SAMppm=methanol concentration in the sample bag, or gas 
bottle, in ppmC. SAMppm for sample bags:
[GRAPHIC][TIFF OMITTED]TR30JN95.031

Where:
* * * * *
    54. Section 86.1227-90 of Subpart M is amended by adding paragraph 
(c) to read as follows:


Sec. 86.1227-90  Test procedures; overview.

* * * * *
    (c) Background concentrations are measured for all species for 
which emissions measurements are made. For evaporative testing, this 
requires measuring initial concentrations. (When testing methanol-
fueled vehicles, manufacturers may choose not to measure background 
concentrations of methanol, and then assume that the concentrations are 
zero during calculations.)
    55. Section 86.1227-96 of Subpart M is amended by adding paragraph 
(c) to read as follows:


Sec. 86.1227-96  Test procedures; overview.

* * * * *
    (c) Background concentrations are measured for all species for 
which emissions measurements are made. For evaporative testing, this 
requires measuring initial concentrations. (When testing methanol-
fueled vehicles, manufacturers may choose not to measure background 
concentrations of methanol, and then assume that the concentrations are 
zero during calculations.)
    56. Section 86.1242-90 of Subpart M is amended by revising 
paragraph (l)(2), and removing paragraph (l)(3) to read as follows:


Sec. 86.1242-90  Records required.

* * * * *
    (l) * * *
    (2) The concentration of the GC analyses of the test samples 
(methanol).
* * * * *
    57. Section 86.1243-90 of Subpart M is amended by revising 
paragraphs (a) introductory text, (a)(1), (a)(2) introductory text, and 
(a)(2)(i) through (a)(2)(iii) to read as follows:


Sec. 86.1243-90  Calculations; evaporative emissions.

    (a) The calculation of the net hydrocarbon, methanol and 
hydrocarbon plus methanol mass change in the enclosure is used to 
determine the diurnal and hot soak mass emissions. The mass changes are 
calculated from initial and final hydrocarbon and methanol 
concentrations in ppm carbon, initial and final enclosure ambient 
temperatures, initial and final barometric pressures, and net enclosure 
volume using the following equations:
    (1) For methanol:
    [GRAPHIC][TIFF OMITTED]TR30JN95.032
    
Where:
    (i) MCH3OH=Methanol mass change, g.
    (ii) Vn=Net enclosure volume, ft3, as determined by 
subtracting 50 ft3 (1.42 m3) (volume of vehicle with trunk 
and windows open) from the enclosure volume. A manufacturer may use the 
measured volume of the vehicle (instead of the nominal 50 ft3) 
with advance approval by the Administrator: Provided, the measured 
volume is determined and used for all vehicles tested by that 
manufacturer.
(iii) TE=Temperature of sample withdrawn,  deg.R.
(iv) VE=Volume of sample withdrawn, ft3.
(v) TSHED=Temperature of SHED,  deg.R
(vi) PB=Barometric pressure at time of sampling, in. Hg.
(vii) CMS=GC concentration of sample.
(viii) AV=Volume of absorbing reagent in impinger.
(ix) i=Initial sample.
(x) f=Final sample.
(xi) 1=First impinger.
(xii) 2=Second impinger.
(2) For hydrocarbons:
[GRAPHIC][TIFF OMITTED]TR30JN95.033

Where:
(i) MHC=Hydrocarbon mass change, g.
(ii) CHC=FID hydrocarbon concentration as ppm carbon including FID 
response to methanol in the sample.
(iii) CCH23OH=Methanol concentration as ppm carbon.
      

[[Page 34364]]
    [GRAPHIC][TIFF OMITTED]TR30JN95.034
    

* * * * *
    58. Section 86.1243-96 of Subpart M is amended by revising 
paragraphs (b)(1)(i) and (b)(1)(ii)(C) to read as follows:


Sec. 86.1243-96  Calculations; evaporative emissions.

* * * * *
    (b) * * 
    (1) * * *
    Methanol emissions:
    [GRAPHIC][TIFF OMITTED]TR30JN95.035
    
Where:
(A) MCH23OH=Methanol mass change, g.
(B) VFn=Net enclosure volume, ft3, as determined by 
subtracting 50 ft3 (1.42 m3) (volume of vehicle with trunk 
and windows open) from the enclosure volume. A manufacturer may use the 
measured volume of the vehicle (instead of the nominal 50 ft3) 
with advance approval by the Administrator: Provided, the measured 
volume is determined and used for all vehicles tested by that 
manufacturer.
(C) TE=Temperature of sample withdrawn,  deg.R.
(D) VE=Volume of sample withdrawn, ft3.
(E) TSHED=Temperature of SHED,  deg.R.
(F) ACMS=GC concentration of sample.
(G) AV=Volume of absorbing reagent in impinger.
(H) PB=Barometric pressure at time of sampling, in. Hg.
(I) i=Initial sample.
(J) f=Final sample.
(K) 1=First impinger.
(L) 2=Second impinger.
(M) MCH3OH,out=mass of methanol exiting the enclosure, in the case 
of fixed volume enclosures for diurnal emission testing, g,
(N) MCH3OH,in=mass of methanol entering the enclosure, in the case 
of fixed volume enclosures for diurnal emission testing, g,

    (ii) * *  *
    (C) CCH3OH=Methanol concentration as ppm carbon.
    [GRAPHIC][TIFF OMITTED]TR30JN95.036
    
* * * * *
    59. Section 86.1309-90 of Subpart N is amended by revising 
paragraph (a)(2), text of paragraph (a)(3) preceding the figures, 
paragraphs (a)(4), (b) introductory text, (b)(4), (b)(5), (b)(6), (c) 
introductory text, (c)(4), (c)(5), and (c)(6), redesignating paragraphs 
(a)(5) and (a)(6) as paragraphs (a)(6) and (a)(7), adding paragraphs 
(a)(5) and (d), and revising Figures N90-2 and N90-3 to read as 
follows:


Sec. 86.1309-90  Exhaust gas sampling system; Otto-cycle engines.

    (a) * * *
    (2) Engine exhaust to CVS duct. For methanol-fueled engines, 
reactions of the exhaust gases in the exhaust duct connected to the 
dilution tunnel (for the purposes of this paragraph, the exhaust duct 
excludes the length of pipe representative of the vehicle exhaust pipe) 
shall be minimized. This may be accomplished by:
    (i) Using a duct of unrestricted length maintained at a temperature 
below 599 deg.F (315 deg.C). (Cooling capabilities as required); or
    (ii) Using a smooth wall duct less than five feet long with no 
required heating (a maximum of two short flexible connectors are 
allowed under this option); or
    (iii) Omitting the duct and performing the exhaust gas dilution 
function at the engine exhaust manifold, immediately after exhaust 
aftertreatment systems, or after a length of pipe representative of the 
vehicle exhaust pipe; or
    (iv) Partial dilution of the exhaust gas prior to entering the 
dilution tunnel, which lowers the duct temperature below 599 deg.F 
(315 deg.C).
    (3) Positive displacement pump. The Positive Displacement Pump 
Constant Volume Sampler (PDP-CVS), Figure N90-1 satisfies the first 
condition by metering at a constant temperature and pressure through 
the pump. The total volume is measured by counting the revolutions made 
by the calibrated positive displacement pump. The proportional samples 
for the bag sample, the methanol sample (Figure N90-2), and the 
formaldehyde sample (Figure N90-3), as applicable are achieved by 
sampling at a constant flow rate. For methanol-fueled engines, the 
sample lines for the methanol and formaldehyde samples are heated to 
prevent condensation. (Note: For 1990 through 1994 model year methanol-
fueled engines, methanol and formaldehyde sampling may be omitted 
provided the bag sample (hydrocarbons and methanol) is analyzed using a 
HFID calibrated with methanol.)
* * * * *
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[GRAPHIC][TIFF OMITTED]TR30JN95.048



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[GRAPHIC][TIFF OMITTED]TR30JN95.049



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[[Page 34367]]

    (4) Critical flow venturi. The operation of the Critical Flow 
Venturi Constant Volume Sampler (CFV-CVS), Figure N90-4 is based upon 
the principles of fluid dynamics associated with critical flow. The CFV 
system is commonly called a constant volume system (CVS) even though 
the flow varies. It would be more proper to call the critical flow 
venturi (CFV) system a constant proportion sampling system since 
proportional sampling throughout temperature excursions is maintained 
by use of a small CFVs in the sample lines. For engines requiring 
measurement of methanol and/or formaldehyde, one line supplies sample 
for the bag sample, another line supplies sample for the methanol 
sample, and a third line supplies sample for the formaldehyde sample. 
The lines for the methanol and formaldehyde samples are heated to 
prevent condensation with care being taken to ensure that the CFVs of 
the sample probes are not heated. (Note: For 1990 through 1994 model 
year methanol-fueled engines, methanol and formaldehyde sampling may be 
omitted provided the bag sample (hydrocarbons and methanol) is analyzed 
using a HFID calibrated with methanol. The variable mixture flow rate 
is maintained at choked flow, which is inversely proportional to the 
square root of the gas temperature, and is computed continuously. Since 
the pressure and temperature are the same at all venturi inlets, the 
sample volume is proportional to the total volume.)

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    (5) Electronic Flow Control. The Electronic Flow Control Critical 
Flow Venturi Constant Volume Sampler (EFC-CFV-CVS) is identical to the 
CFV-CVS system, except that it uses electronic mass flow meters to 
maintain proportional sampling for methanol and formaldehyde. The flow 
rate of the exhaust plus dilution air and the sample flow rate are 
measured electronically. Proportionality is maintained by 
electronically controlled metering valves in the methanol and 
formaldehyde sample lines. Control of the valves is based on the 
electronic response of the flow meters. It is recommended that total 
flow sample volumes be measured by separate flow meters. For methanol-
fueled engines, one line supplies sample for the bag sample, another 
line supplies sample for the methanol sample, and a third line supplies 
sample for the formaldehyde sample. The sample lines for methanol and 
for formaldehyde may both draw samples from a single static probe. The 
lines for the methanol and formaldehyde samples are heated to prevent 
condensation.
* * * * *
    (b) Component description, PDP-CVS. The PDP-CVS, Figure N90-1, 
consists of a dilution air filter and mixing assembly, heat exchanger, 
positive displacement pump, sampling systems (see Figure N90-2 for 
methanol sampling system and Figure N90-3 for formaldehyde sampling 
system) including sampling lines which are heated to prevent 
condensation in the case of the methanol-fueled engine, and associated 
valves, pressure and temperature sensors. The temperature of the sample 
lines shall be more than 5 deg.F (3 deg.C) above the maximum dew point 
of the mixture and less than 250 deg.F (121 deg.C). (It is recommended 
the they be maintained at 235 15 deg.F (113 
8 deg.C)). Heating of the sample lines may be omitted, 
provided the methanol and formaldehyde sample collection systems are 
close coupled to the probes thereby preventing loss of sample due to 
cooling and resulting condensation in the sample lines. The PDP-CVS 
shall conform to the following requirements:
* * * * *
    (4) The flow capacity of the CVS shall be large enough to eliminate 
water condensation in the system. This is especially critical for 
methanol-fueled engines and may also be of concern with natural gas- 
and liquefied petroleum gas-fueled engines; see ``Calculation of 
Emissions and Fuel Economy When Using Alternative Fuels,'' EPA 460/3-
83-009. Dehumidifying the dilution air before entering the CVS is 
allowed. Heating is also allowed, provided:
    (i) The air (or air plus exhaust gas) temperature does not exceed 
250 deg.F, or 125 deg.F if particulate emissions are measured;
    (ii) Calculation of the CVS flow rate necessary to prevent water 
condensation is based on the lowest temperature encountered in the CVS 
prior to sampling. (It is recommended that the CVS system be insulated 
when heated dilution air is used.);
    (iii) The dilution ratio is sufficiently high to prevent 
condensation in bag samples as they cool to room temperature.
    (5) Sample collection bags for dilution air and exhaust samples 
shall be of sufficient size so as not to impede sample flow. A single 
dilution air sample, covering the total test period, may be collected 
for the determination of methanol and formaldehyde background (where 
applicable).
    (6) The methanol sample collection system and the formaldehyde 
sample collection system shall each be of sufficient capacity so as to 
collect samples of adequate size for analysis without significant 
impact on the volume of dilute exhaust passing through the PDP. The 
systems shall also comply with the following requirements that apply to 
the design of the systems, not to individual tests:
    (i) The methanol system shall be designed such that, if a test 
engine emitted the maximum allowable level of methanol (based on all 
applicable standards) during the first phase of the test, the measured 
concentration in the primary impinger would exceed either 25 mg/l or a 
concentration equal to 25 times the limit of detection for the GC 
analyzer.
    (ii) The formaldehyde system shall be designed such that, if a test 
engine emitted formaldehyde at a rate equal to twenty percent of the 
maximum allowable level of THCE (i.e., 0.2 g/Bhp-hr for a 1.1 g/Bhp-hr 
THCE standard), or the maximum formaldehyde level allowed by a specific 
formaldehyde standard, whichever is less, during the first phase of the 
test, the concentration of formaldehyde in the DNPH solution of the 
primary impinger, or solution resulting from the extraction of the DNPH 
cartridge, shall exceed either 2.5 mg/l or a concentration equal to 25 
times the limit of detection for the HPLC analyzer.
    (iii) The methanol and formaldehyde systems shall be designed such 
that the primary impinger collects at least 90 percent of the analyte 
in the samples. The remaining analyte shall be collected by the 
secondary impinger. Sampling systems shall be identical for all phases.
    (c) Component description, CFV. The CFV sample system, Figure N90-
4, consists of a dilution air filter (optional) and mixing assembly, 
cyclone particulate separator (optional), unheated sampling venturies 
for the bag, methanol and formaldehyde samples, as applicable, heated 
sample lines to prevent condensation in the case of the methanol-fueled 
engine, critical flow venturi, and associated valves, pressure and 
temperature sensors. The temperature of the sample lines shall be more 
than 5 deg.F (3 deg.C) above the maximum dew point of the mixture and 
less than 250 deg.F (121 deg.C). (It is recommended the they be 
maintained at 235 15 deg.F (113  8 deg.C)). 
Heating of the sample lines may be omitted, provided the methanol and 
formaldehyde sample collection systems are close coupled to the probes 
thereby preventing loss of sample due to cooling and resulting 
condensation in the sample lines. The CFV sample system shall conform 
to the following requirements:
* * * * *
    (4) The flow capacity of the CVS shall be large enough to eliminate 
water condensation in the system. This is especially critical for 
methanol-fueled engines and may also be of concern with natural gas- 
and liquefied petroleum gas-fueled engines; see ``Calculation of 
Emissions and Fuel Economy When Using Alternative Fuels,'' EPA 460/3-
83-009. Dehumidifying the dilution air before entering the CVS is 
allowed. Heating is also allowed, provided:
    (i) The air (or air plus exhaust gas) temperature does not exceed 
250 deg.F, or 125 deg.F if particulate emissions are measured.
    (ii) Calculation of the CVS flow rate necessary to prevent water 
condensation is based on the lowest temperature encountered in the CVS 
prior to sampling. (It is recommended that the CVS system be insulated 
when heated dilution air is used.)
    (iii) The dilution ratio is sufficiently high to prevent 
condensation in bag samples as they cool to room temperature.
    (5) Sample collection bags for dilution air and exhaust samples 
shall be of sufficient size so as not to impede sample flow. A single 
dilution air sample, covering the total test period, may be collected 
for the determination of methanol and formaldehyde background (where 
applicable).
    (6) The methanol sample collection system and the formaldehyde 
sample collection system shall each be of sufficient capacity so as to 
collect 

[[Page 34370]]
samples of adequate size for analysis without significant impact on the 
volume of dilute exhaust passing through the CFV. The systems shall 
also comply with the following requirements that apply to the design of 
the systems, not to individual tests:
    (i) The methanol system shall be designed such that, if a test 
engine emitted the maximum allowable level of methanol (based on all 
applicable standards) during the first phase of the test, the measured 
concentration in the primary impinger would exceed either 25 mg/l or a 
concentration equal to 25 times the limit of detection for the GC 
analyzer.
    (ii) The formaldehyde system shall be designed such that, if a test 
engine emitted formaldehyde at a rate equal to twenty percent of the 
maximum allowable level of THCE (i.e., 0.2 g/Bhp-hr for a 1.1 g/Bhp-hr 
THCE standard), or the maximum formaldehyde level allowed by a specific 
formaldehyde standard, whichever is less, during the first phase of the 
test, the concentration of formaldehyde in the DNPH solution of the 
primary impinger, or solution resulting from the extraction of the DNPH 
cartridge, shall exceed either 2.5 mg/l or a concentration equal to 25 
times the limit of detection for the HPLC analyzer.
    (iii) The methanol and formaldehyde systems shall be designed such 
that the primary impinger collects at least 90 percent of the analyte 
in the samples. The remaining analyte shall be collected by the 
secondary impinger. Sampling systems shall be identical for all phases 
of the test.
    (d) Component description, EFC-CFV. The EFC-CFV sample system, is 
identical to the CFV system described in paragraph (c) of this section, 
with the addition of electronic flow controllers, metering valves, 
separate flow meters to totalize sample flow volumes (optional), for 
methanol and formaldehyde samples. Both samples may be drawn from a 
single static probe. The EFC sample system shall conform to the 
following requirements:
    (1) All of the requirements of paragraph (c) of this section.
    (2) The ratio of sample flow to CVS flow must not vary by more 
5 percent from the setpoint of the test.
    (3) The sample flow totalizers shall meet the accuracy 
specifications of Sec. 86.1320. Total sample flow volumes may be 
obtained from the flow controllers, with advance approval of the 
Administrator, provided that they can be shown to meet the accuracy 
specifications of Sec. 86.1320.
    60. Section 86.1310-90 of Subpart N is amended by revising the 
section heading, paragraph (a) introductory text, the text of paragraph 
(a)(1) preceding the figures, paragraphs (a)(4), (a)(5), 
(b)(1)introductory text, (b)(1)(i)introductory text, (b)(1)(ii), and 
(b)(1)(iii), to read as follows.


Sec. 86.1310-90  Exhaust gas sampling and analytical system; diesel 
engines.

    (a) General. The exhaust gas sampling system described in this 
paragraph is designed to measure the true mass of both gaseous and 
particulate emissions in the exhaust of petroleum-fueled, natural gas-
fueled, liquefied petroleum gas-fueled and methanol-fueled heavy-duty 
diesel engines. This system utilizes the CVS concept (described in 
Sec. 86.1309) of measuring the combined mass emissions of HC, 
CH3OH and HCHO from methanol-fueled engines and CO, CO2 and 
particulate from all fuel types. A continuously integrated system is 
required for THC (petroleum-fueled, natural gas-fueled, and liquefied 
petroleum gas-fueled engines) and NOX (all engines) measurement, 
and is allowed for all CO and CO2 measurements plus the combined 
emissions of CH3OH, HCHO, and HC from methanol-fueled engines. 
Where applicable, separate sampling systems are required for methanol 
and for formaldehyde. The mass of gaseous emissions is determined from 
the sample concentration and total flow over the test period. The mass 
of particulate emissions is determined from a proportional mass sample 
collected on a filter and from the sample flow and total flow over the 
test period. As an option, the measurement of total fuel mass consumed 
over a cycle may be substituted for the exhaust measurement of 
CO2. General requirements are as follows:
    (1) This sampling system requires the use of a PDP-CVS and a heat 
exchanger, a CFV-CVS (or an EFC-CFV-CVS) with either a heat exchanger 
or electronic flow compensation. Figure N90-5 is a schematic drawing of 
the PDP system. Figure N90-6 is a schematic drawing of the CFV-CVS 
system.
* * * * *
    (4) For methanol-fueled engines, cooling or reaction of the exhaust 
gases in the exhaust duct connected to the dilution tunnel (for the 
purposes of this paragraph, the exhaust duct excludes the length of 
pipe representative of the vehicle exhaust pipe) shall be minimized. 
This may be accomplished by:
    (i) Using a duct of unrestricted length maintained at a temperature 
below 599 deg.F (315 deg.C). (Heating and possibly cooling capabilities 
as required); or
    (ii) Using a smooth wall duct less than five feet long with no 
required heating (a maximum of two short flexible connectors are 
allowed under this option); or
    (iii) Omitting the duct and performing the exhaust gas dilution 
function at the engine exhaust manifold or immediately after exhaust 
aftertreatment systems, or after a length of pipe representative of the 
vehicle exhaust pipe; or
    (iv) Partial dilution of the exhaust gas prior to entering the 
dilution tunnel, which lowers the duct temperature below 599 deg.F 
(315 deg.C).
    (5) Heated sample lines are required for the methanol and 
formaldehyde samples (care must be taken to prevent heating of the 
sample probes unless compensation for varying flow rate is made). The 
sample collection lines shall be heated to a temperature more than 
5 deg.F (3 deg.C) above the maximum dew point of the mixture, but below 
250 deg.F (121 deg.C).
* * * * *
    (b) * * *
    (1) Exhaust dilution system. The PDP-CVS shall conform to all of 
the requirements listed for the exhaust gas PDP-CVS in Sec. 86.1309(b). 
The CFV-CVS shall conform to all of the requirements listed for the 
exhaust gas CFV-CVS in Sec. 86.1309(c). The EFC-CFV-CVS shall conform 
to all of the requirements listed for the exhaust gas EFC-CVS in 
Sec. 86.1309(d). In addition, the CFV-CVS and EFC-CFV-CVS must conform 
to the following requirements:
    (i) The flow capacity of the CVS must be sufficient to maintain the 
diluted exhaust stream at or below the temperatures required for the 
measurement of particulate and hydrocarbon emission noted below and at, 
or above, the temperatures where condensation of water in the exhaust 
gases could occur. This may be achieved by either of the following two 
methods:
* * * * *
    (ii) For the CFV-CVS or EFC-CFV-CVS, either a heat exchanger or 
electronic flow compensation (which also includes the particulate 
sample flows) is required (see Figure N90-6).
    (iii) For the CFV-CVS or EFC-CFV-CVS when a heat exchanger is used, 
the gas mixture temperature, measured at a point immediately ahead of 
the critical flow venturi, shall be within 20 deg.F 
(11 deg.C) of the average operating temperature observed 
during the test with the simultaneous requirement that condensation 
does not occur. The temperature measuring system(sensors and readout) 
shall have an accuracy and precision of 3.4 deg.F 
(1.9 deg.C). For systems utilizing a flow compensator to maintain 
proportional sampling, the 

[[Page 34371]]
requirement for maintaining constant temperature is not necessary.
* * * * *
    61. Section 86.1313-94 of Subpart N is amended by revising 
paragraph (d) to read as follows:


Sec. 86.1313-94  Fuel Specifications.

* * * * *
    (d) Mixtures of petroleum and methanol fuels for flexible fuel 
vehicles. (1) Mixtures of petroleum and methanol fuels used for exhaust 
emission testing and service accumulation for flexible fuel vehicles 
shall consist of the methanol and petroleum fuels listed in paragraph 
(a) or (b) of this section, and shall be within the range of fuel 
mixtures for which the vehicle was designed, as reported in accordance 
with Sec. 86.94-21. The Administrator may use any fuel mixture within 
this range for testing.
    (2) The fuel mixtures used by the manufacturers shall be sufficient 
to demonstrate compliance over the full design range, and shall 
include:
    (i) For emission testing:
    (A) A petroleum fuel specified in paragraph (a) or paragraph (b) of 
this section;
    (B) A methanol fuel representative of the methanol fuel expected to 
the found in use.
    (ii) For service accumulation, an alternating combination of the 
fuels specified in paragraphs (a) or (b), and (c) of this section that, 
based on good engineering judgement, demonstrates the durability of the 
emissions control system. The combination shall be selected such that 
the cumulative volumes of both the methanol fuel and the petroleum fuel 
used shall be at least 25 percent of the total fuel volume. The fuels 
shall be or alternated at intervals not to exceed 500 hours.
    (iii) Or, other combinations for testing and/or service 
accumulation which demonstrate compliance with the standards over the 
entire design range of the vehicle, provided that written approval is 
obtained from the Administrator prior to the start of testing.
    (3) The specification range of the fuels to be used under this 
paragraph (d) shall be reported in accordance with Sec. 86.094-21.
    62. Section 86.1314-94 of Subpart N is amended by revising 
paragraphs (b), (e), (g)(2) and (g)(3), and adding paragraph (g)(4) to 
read as follows:


Sec. 86.1314-94  Analytical gases.

* * * * *
    (b) Gases for the hydrocarbon analyzer shall be:
    (1) Single blends of propane using air as the diluent; and
    (2) Optionally, for response factor determination, single blends of 
methanol using air as the diluent.
* * * * *
    (e) Fuel for FIDs and HFIDs and methane analyzers shall be a blend 
of 40 2 percent hydrogen with the balance being helium. The 
mixture shall contain less than 1 ppm equivalent carbon response. 98 to 
100 percent hydrogen fuel may be used with advance approval by the 
Administrator.
* * * * *
    (g) * * *
    (2) Calibration gases (not including methanol) shall be traceable 
to within one percent of NIST (formerly NBS) gas standards, or other 
gas standards which have been approved by the Administrator.
    (3) Span gases (not including methanol) shall be accurate to within 
two percent of true concentration, where true concentration refers to 
NIST (formerly NBS) gas standards, or other gas standards which have 
been approved by the Administrator.
    (4) Methanol in air gases used for response factor determination 
shall:
    (i) Be traceable to within 2 percent of NIST (formerly 
NBS) gas standards, or other standards which have been approved by the 
Administrator; and
    (ii) Remain within 2 percent of the labeled 
concentration. Demonstration of stability shall be based on a quarterly 
measurement procedure with a precision of 2 percent (two 
standard deviations), or other method approved by the Administrator. 
The measurement procedure may incorporate multiple measurements. If the 
true concentration of the gas changes by more than two percent, but 
less than ten percent, the gas may be relabeled with the new 
concentration.
* * * * *
    63. Section 86.1316-94 of Subpart N is amended by revising 
paragraph (b)(1) to read as follows:


Sec. 86.1316-94  Calibrations; frequency and overview.

    (b) * * *
    (1) Calibrate the hydrocarbon analyzer, methane analyzer, carbon 
dioxide analyzer, carbon monoxide analyzer, and oxides of nitrogen 
analyzer (certain analyzers may require more frequent calibration 
depending on particular equipment and uses).
* * * * *
    64. Section 86.1319-90 of Subpart N is amended by revising 
paragraphs (e)(1), (e)(4), and (e)(7), and adding paragraph (e)(8) to 
read as follows:


Sec. 86.1319-90  CVS calibration.

* * * * *
    (e) * * *
    (1) Obtain a small cylinder that has been charged with pure propane 
or carbon monoxide gas (CAUTION--carbon monoxide is poisonous).
* * * * *
    (4) Following completion of step (3) above (if methanol injection 
is required), continue to operate the CVS in the normal manner and 
release a known quantity of pure methanol (in gaseous form) into the 
system during the sampling period (approximately five minutes). This 
step does not need to be performed with each verification, provided 
that it is performed at least twice annually.
* * * * *
    (7) The cause for any discrepancy greater than 2 
percent must be found and corrected. (For 1991-1995 calendar years, 
discrepancies greater than 2 percent are allowed for the 
methanol test, provided that they do not exceed 6 percent.)
    (8) The Administrator, upon request, may waive the requirement to 
comply with 2 percent methanol recovery tolerance, and 
instead require compliance with a higher tolerance (not to exceed 
6 percent), provided that:
    (i) The Administrator determines that compliance with these 
specified tolerances is not practically feasible; and
    (ii) The manufacturer makes information available to the 
Administrator which indicates that the calibration tests and their 
results are consistent with good laboratory practice, and that the 
results are consistent with the results of calibration testing 
conducted by the Administrator.
    65. Section 86.1321-94 of Subpart N is amended by revising 
paragraphs (a)(3)(ii), (a)(3)(iii), (c) introductory text, (c)(1), and 
(c)(3)(iii), and adding Figure N94-10 at the end of paragraph (c)(1), 
and adding paragraph (a)(3)(iv) to read as follows:


Sec. 86.1321-94  Hydrocarbon analyzer calibration.

* * * * *
    (a) * * *
    (3) * * *
    (ii) The procedure listed in subpart D of this part, which is:
    (A) If necessary, follow manufacturer's instructions for instrument 
start-up and basic operating adjustments.
    (B) Set the oven temperature 5 deg.C hotter than the required 
sample-line temperature. Allow at least one-half hour after the oven 
has reached 

[[Page 34372]]
temperature for the system to equilibrate.
    (C) Initial fuel flow adjustment. With the fuel and air-flow rates 
set at the manufacturer's recommendations, introduce a 350 ppmC 
75 ppmC span gas to the detector. Determine the response at 
a given fuel flow from the difference between the span-gas response and 
the zero-gas response. Incrementally adjust the fuel flow above and 
below the manufacturer's specification. Record and plot the span and 
zero response at these fuel flows. Adjust the fuel-flow rate to the 
rich side of the curve. This is initial flow-rate setting and may not 
be the final optimized flow rate.
    (D) [Reserved]
    (E) Linearity check. For each range used, check linearity as 
follows:
    (1) Zero the analyzer.
    (2) Span the analyzer using a calibration gas that will provide a 
response of approximately 90 percent of full-scale concentration.
    (3) Recheck the zero response. If it has changed more than 0.5 
percent of full scale, repeat the steps in paragraphs (a)(3)(ii)(E) (1) 
and (2) of this section.
    (4) Record the response of calibration gases having nominal 
concentrations of 30, 60, and 90 percent of full-scale concentration. 
It is permitted to use additional concentrations.
    (5) Perform a linear least square regression on the data generated. 
Use an equation of the form y=mx, where x is the actual chart 
deflection and y is the concentration.
    (6) Use the equation z=y/m to find the linear chart deflection (z) 
for each calibration gas concentration (y).
    (7) Determine the linearity (%L) for each calibration gas by:
    [GRAPHIC][TIFF OMITTED]TR30JN95.037
    
    (8) The linearity criterion is met if the %L is less than 
2 percent for each data point generated. Below 40 ppmC the 
linearity criterion may be expanded to 4 percent. For each 
emission test, a calibration curve of the form y=mx is to be used. The 
slope (m) is defined for each range by the spanning process.
    (9) If the %L for any point exceeds the specifications of the step 
in paragraph (a)(3)(ii)(E)(8) of this section, the air, fuel, and 
sample-flow rates may be varied.
    (10) If the %L for any data point still exceeds the specifications, 
repair or replace the analyzer, FID fuel, burner air, or calibration 
bottles prior to testing. Repeat the procedures of this section with 
the repaired or replaced equipment or gases.
    (F) Optimized flow rates. The fuel-flow rate, air-flow rate and 
sample-flow rate are defined as ``optimized'' at this point.
    (iii) The procedures specified by the manufacturer of the FID or 
HFID.
    (iv) Alternative procedures may be used if approved in advance by 
the Administrator.
* * * * *
    (c) FID response factor to methanol. When the FID analyzer is to be 
used for the analysis of hydrocarbon samples containing methanol, the 
methanol response factor of the analyzer shall be established. The 
methanol response factor shall be determined at several concentrations 
in the range of concentrations in the exhaust sample, using either bag 
samples or gas bottles meeting the requirements of Sec. 86.1314.
    (1) The bag sample of methanol for analysis in the FID, if used, 
shall be prepared using the apparatus shown in Figure N94-10. A known 
volume of methanol is injected, using a microliter syringe, into the 
heated mixing zone (250 deg.F (121 deg.C)) of the apparatus. The 
methanol is vaporized and swept into the sample bag with a known volume 
of zero grade air measured by a gas flow meter meeting the 
specifications of Sec. 86.1320.

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[[Page 34374]]

* * * * *
    (3) * * *
    (iii) SAMppm=methanol concentration in the sample bag, or gas 
bottle, in ppmC. SAMppm for sample bags:
[GRAPHIC][TIFF OMITTED]TR30JN95.038

Where:
* * * * *
    66. Section 86.1323-84 of Subpart N is amended by adding paragraph 
(d) to read as follows:


Sec. 86.1323-84  Oxides of nitrogen analyzer calibration.

* * * * *
    (d) When testing methanol-fueled engines it may be necessary to 
clean the analyzer frequently to prevent interference with NOX 
measurements (see EPA/60/S3-88/040).
    67. Section 86.1327-90 of Subpart N is amended by revising 
paragraph (a) to read as follows:


Sec. 86.1327-90  Engine dynamometer test procedures; overview.

    (a) The engine dynamometer test procedure is designed to determine 
the brake specific emissions of hydrocarbons, nonmethane hydrocarbons 
carbon monoxide, oxides of nitrogen, particulate, methanol and 
formaldehyde, as applicable. The test procedure consists of a ``cold'' 
start test following either natural or forced cool-down periods 
described in Secs. 86.1334 and 86.1335, respectively. A ``hot'' start 
test follows the ``cold'' start test after a hot soak of 20 minutes. 
The idle test of subpart P of this part may be run after the ``hot'' 
start test. The exhaust emissions are diluted with ambient air and a 
continuous proportional sample is collected for analysis during both 
the cold- and hot-start tests. The composite samples collected are 
analyzed either in bags or continuously for hydrocarbons (HC), methane 
(CH4--as applicable), carbon monoxide (CO), carbon dioxide 
(CO2), and oxides of nitrogen (NOX), or in sample collection 
impingers for methanol (CH3OH) and sample collection impingers (or 
cartridges) for formaldehyde (HCHO). Measurement of CH3OH and HCHO 
may be omitted for 1990 through 1994 model year methanol-fueled engines 
when a FID calibrated on methanol is used. A bag or continuous sample 
of the dilution air is similarly analyzed for background levels of 
hydrocarbon, carbon monoxide, carbon dioxide, and oxides of nitrogen 
and, if appropriate, methane and/or methanol and/or formaldehyde. In 
addition, for diesel-cycle engines, particulates are collected on 
fluorocarbon-coated glass fiber filters or fluorocarbon-based 
(membrane) filters, and the dilution air may be prefiltered.
* * * * *
    69. Section 86.1327-96 of Subpart N is amended by revising 
paragraph (a) to read as follows:


Sec. 86.1327-96  Engine dynamometer test procedures; overview.

    (a) The engine dynamometer test procedure is designed to determine 
the brake specific emissions of hydrocarbons, nonmethane hydrocarbons, 
carbon monoxide, oxides of nitrogen, particulate, methanol and 
formaldehyde, as applicable. The test procedure consists of a ``cold'' 
start test following either natural or forced cool-down periods 
described in Secs. 86.1334 and 86.1335, respectively. A ``hot'' start 
test follows the ``cold'' start test after a hot soak of 20 minutes. 
The idle test of subpart P of this part may be run after the ``hot'' 
start test. The exhaust emissions are diluted with ambient air and a 
continuous proportional sample is collected for analysis during both 
the cold- and hot-start tests. The composite samples collected are 
analyzed either in bags or continuously for hydrocarbons (HC), methane 
(CH4) carbon monoxide (CO), carbon dioxide (CO2), and oxides 
of nitrogen (NOX), or in sample collection impingers for methanol 
(CH3OH) and sample collection impingers (or cartridges) for 
formaldehyde (HCHO), as applicable. Measurement of CH3OH and HCHO 
may be omitted for 1990 through 1994 model year methanol-fueled engines 
when a FID calibrated on methanol is used. A bag or continuous sample 
of the dilution air is similarly analyzed for background levels of 
hydrocarbon, carbon monoxide, carbon dioxide, and oxides of nitrogen 
and, if appropriate, methane and/or methanol and/or formaldehyde. In 
addition, for diesel-cycle engines, particulates are collected on 
fluorocarbon-coated glass fiber filters or fluorocarbon-based 
(membrane) filters, and the dilution air may be prefiltered.
* * * * *
    69. Section 86.1330-90 of Subpart N is amended by revising 
paragraphs (b)(1) and (c) to read as follows:


Sec. 86.1330-90  Test sequence; general requirements.

* * * * *
    (b) * * * (1) The temperature of the CVS dilution air shall be 
maintained at greater than 68 deg.F (20 deg.C) throughout the test 
sequence, except as permitted by Sec. 86.1335-90. Heating of the 
dilution air above 86 deg.F is allowed provided:
    (i) The air (or air plus exhaust gas) temperature does not exceed 
250 deg.F, or 125 deg.F if particulate emissions are measured.
    (ii) Calculation of the CVS flow rate necessary to prevent water 
condensation is based on the lowest temperature encountered in the CVS 
prior to sampling. (It is recommended that the CVS system be insulation 
when heated dilution air is used.)
    (iii) The dilution ratio is sufficiently high to prevent 
condensation in bag samples as they cool to room temperature.
* * * * *
    (c) No control of ambient air, engine intake or CVS dilution air 
humidity is required (dehumidification of the dilution air prior to 
entering the CVS is allowed).
* * * * *
    70. Section 86.1337-90 of Subpart N is amended by revising 
paragraphs (a)(3), (a)(13) and (a)(26) to read as follows:


Sec. 86.1337-90  Engine dynamometer test run.

    (a) * * *
    (3) For methanol-fueled vehicles, install fresh methanol and 
formaldehyde impingers (or cartridges) in the exhaust and dilution air 
sample systems for methanol and formaldehyde. A single dilution air 
sample covering the total test period may be utilized for methanol and 
formaldehyde background. (Background measurements of methanol and 
formaldehyde may be omitted and concentrations assumed to be zero for 
calculations in Sec. 86.1344.)
* * * * *
    (13) Immediately after the engine is turned off, turn off the 
engine cooling fan(s) if used, and the CVS blower (or disconnect the 
exhaust system from the CVS). As soon as possible, transfer the ``cold 
start cycle'' exhaust and dilution air bag samples to the analytical 
system and process the samples according to Sec. 86.1340. A stabilized 
reading of the exhaust sample on all analyzers shall be obtained within 
20 minutes of the end of the sample collection phase of the test. 
Analysis of the methanol and formaldehyde samples shall be obtained 
within 24 hours of the end of the sample collection period. (If it is 
not possible to perform the analysis within 24 hours, the samples 
should be stored in a cold (4-10  deg.C) dark environment until 
analysis can be performed. The samples should be analyzed within 
fourteen days.) For diesel engines tested for particulate, carefully 
remove the filter holder from the sample flow apparatus, 

[[Page 34375]]
and remove each particulate sample filter from its holder and place 
each in a petri dish and cover.
* * * * *
    (26) As soon as possible, transfer the ``hot start cycle'' exhaust 
and dilution air bag samples to the analytical system and process the 
samples according to Sec. 86.1340. A stabilized reading of the exhaust 
sample on all analyzers shall be obtained within 20 minutes of the end 
of the sample collection phase of the test. Analysis of the methanol 
and formaldehyde samples shall be obtained within 24 hours of the end 
of the sample collection period. (If it is not possible to perform them 
within 24 hours, the samples should be stored in a cold (approximately 
4-10  deg.C) dark environment until analysis can be performed.) For 
diesel engines tested for particulate, carefully remove the assembled 
filter holder from the sample flow lines and remove each particulate 
sample filter from its holder and place each in a petri dish and cover 
as soon as possible. Within one hour after the end of the hot start 
phase of the test, transfer the four particulate filters to the 
weighing chamber for post-test conditioning.
* * * * *
    71. Section 86.1337-96 of Subpart N is amended by revising 
paragraphs (a)(3), (a)(13) and (a)(26) to read as follows:


Sec. 86.1337-96  Engine dynamometer test run.

    (a) * * *
    (3) For methanol-fueled vehicles, install fresh methanol and 
formaldehyde impingers (or cartridges) in the exhaust and dilution air 
sample systems for methanol and formaldehyde. A single dilution air 
sample covering the total test period may be utilized for methanol and 
formaldehyde background. (Background measurements of methanol and 
formaldehyde may be omitted and concentrations assumed to be zero for 
calculations in Sec. 86.1344.)
* * * * *
    (13) Immediately after the engine is turned off, turn off the 
engine cooling fan(s) if used, and the CVS blower (or disconnect the 
exhaust system from the CVS). As soon as possible, transfer the ``cold 
start cycle'' exhaust and dilution air bag samples to the analytical 
system and process the samples according to Sec. 86.1340. A stabilized 
reading of the exhaust sample on all analyzers shall be obtained within 
20 minutes of the end of the sample collection phase of the test. 
Analysis of the methanol and formaldehyde samples shall be obtained 
within 24 hours of the end of the sample collection period. (If it is 
not possible to perform the analysis within 24 hours, the samples 
should be stored in a cold (4-10  deg.C) dark environment until 
analysis can be performed. The samples should be analyzed within 14 
days.) For diesel engines tested for particulate, carefully remove the 
filter holder from the sample flow apparatus, and remove each 
particulate sample filter from its holder and place each in a petri 
dish and cover.
* * * * *
    (26) As soon as possible, transfer the ``hot start cycle'' exhaust 
and dilution air bag samples to the analytical system and process the 
samples according to Sec. 86.1340. A stabilized reading of the exhaust 
sample on all analyzers shall be obtained within 20 minutes of the end 
of the sample collection phase of the test. Analysis of the methanol 
and formaldehyde samples shall be obtained within 24 hours of the end 
of the sample collection period. (If it is not possible to perform them 
within 24 hours, the samples should be stored in a cold (approximately 
4-10  deg.C) dark environment until analysis can be performed.) For 
diesel engines tested for particulate, carefully remove the assembled 
filter holder from the sample flow lines and remove each particulate 
sample filter from its holder and place each in a petri dish and cover 
as soon as possible. Within 1 hour after the end of the hot start phase 
of the test, transfer the four particulate filters to the weighing 
chamber for post-test conditioning.
* * * * *
    72. Section 86.1340-90 of Subpart N is amended by revising 
paragraphs (g) and (h) to read as follows:


Sec. 86.1340-90  Exhaust sample analysis.

* * * * *
    (g) For CH3OH (where applicable), introduce test samples into 
the gas chromatograph and measure the concentration. This concentration 
is CMS in the calculations.
    (h) For HCHO (where applicable), introduce test samples into the 
high pressure liquid chromatograph and measure the concentration of 
formaldehyde as a dinitrophenylhydrazine derivative in acetonitrile. 
This concentration is CFS in the calculations.
    73. Section 86.1340-94 of Subpart N is amended by removing 
paragraphs (d)(8) through (h)(2) and adding paragraphs (d)(8) through 
(h) to read as follows:


Sec. 86.1340-94  Exhaust sample analysis.

* * * * *
    (d)(8) through (h) [Reserved]. For guidance see Sec. 86.1340-90.
    74. Section 86.1342-94 of Subpart N is amended by revising 
paragraphs (a)(1), (d)(3)(vi) through (d)(7)(ii), and (d)(8)(ii) to 
read as follows:


Sec. 86.1342-94  Calculations; exhaust emissions.

* * * * *
    (a) * * *
    (1) AWM=Weighted mass emission level (HC, CO, CO2, or 
NOX) in grams per brake horsepower-hour and, if appropriate, the 
weighted mass total hydrocarbon equivalent, formaldehyde, or non-
methane hydrocarbon emission level in grams per brake horsepower-hour.
* * * * *
    (d) * * *
    (d)(3)(vi) through (d)(5)(iii)(B) [Reserved]. For guidance see 
Sec. 86.1342-90.

(d)(5)(iv)(A) CCH3OHe=Methanol concentration in the dilute 
exhaust, in ppm.
(B)
[GRAPHIC][TIFF OMITTED]TR30JN95.039

(v)(A) CCH3OHd=Methanol concentration in the dilution air, in ppm

(B)

[[Page 34376]]
[GRAPHIC][TIFF OMITTED]TR30JN95.040


(vi) TEM=Temperature of methanol sample withdrawn from dilute 
exhaust,  deg.R
(vii) TDM=Temperature of methanol sample withdrawn from dilution 
air,  deg.R
(viii) PB=Barometric pressure during test, mm Hg.
(ix) VEM=Volume of methanol sample withdrawn from dilute exhaust, 
ft3
(x) VDM=Volume of methanol sample withdrawn from dilution air, 
ft3
(xi) CS=GC concentration of sample drawn from dilute exhaust
(xii) CD=GC concentration of sample drawn from dilution air
(xiii) AVS=Volume of absorbing reagent (deionized water) in 
impinger through which methanol sample from dilute exhaust is drawn, ml
(xiv) AVD=Volume of absorbing reagent (deionized water) in 
impinger through which methanol sample from dilution air is drawn, ml
(xv) 1=first impinger.
(xvi) 2=second impinger.

    (d)(6)(i) through (d)(7)(i) [Reserved]. For guidance see 
Sec. 86.1342-90.
    (d)(7)(ii) For methanol-fueled vehicles, where fuel composition is 
CxHyOz as measured, or calculated, for the fuel used:
[GRAPHIC][TIFF OMITTED]TR30JN95.041

    (d)(8)(i) * * *
    (d)(8)(ii) For Otto-cycle engines: KH=1/[1-0.0047(H-75)] (or 
for SI units, KH=1/[1-0.0329(H-10.71)]).
* * * * *
    75. Section 86.1344-94 of Subpart N is amended by revising 
paragraphs (e)(18) introductory text, (e)(18)(ii) through (e)(18)(vi), 
and removing paragraph (e)(18)(vii), to read as follows:


Sec. 86.1344-94  Required information.

* * * * *
    (e) * * *
    (18) For engines requiring methanol and/or formaldehyde measurement 
(as applicable):
* * * * *
    (ii) The methanol concentration of the GC analyses of the test 
samples, g/ml.
    (iii) Volume of sample passed through the formaldehyde sampling 
system.
    (iv) The formaldehyde concentration of the LC analysis of the test 
sample, g/ml.
    (v) Specification of the methanol test fuel, or fuel mixtures, used 
during testing.
    (vi) A continuous measurement of the dew point of the raw and 
diluted exhaust. This requirement may be omitted if the temperatures of 
all heated lines are kept above 220 deg.F, or if the manufacturer 
performs an engineering analysis demonstrating that the temperature of 
the heated systems remains above the maximum dew point of the gas 
stream throughout the course of the test.
* * * * *
    76. The heading of subpart P is revised to read as follows:

Subpart P--Emission Regulations for Otto-Cycle Heavy-Duty Engines, 
New Methanol-Fueled Natural Gas-Fueled, and Liquefied Petroleum 
Gas-Fueled Diesel-Cycle Heavy-Duty Engines, New Otto-Cycle Light-
Duty Trucks, and New Methanol-Fueled Natural Gas-Fueled, and 
Liquefied Petroleum Gas-Fueled Diesel-Cycle Light-Duty Trucks; Idle 
Test Procedures

    77. Section 86.1501-94 of Subpart P is revised to read as follows:


Sec. 86.1501-94  Scope; applicability.

    This subpart contains gaseous emission idle test procedures for 
light-duty trucks and heavy-duty engines for which idle CO standards 
apply. It applies to 1994 and later model years. The idle test 
procedures are optionally applicable to 1994 through 1996 model year 
natural gas-fueled and liquefied petroleum gas-fueled light-duty trucks 
and heavy-duty engines.

    78. Section 86.1504-94 of Subpart P is amended by revising 
paragraph (c) to read as follows:


Sec. 86.1504-94  Section numbering; construction.

* * * * *
    (c) All provisions in this subpart apply to gasoline-fueled and 
methanol-fueled Otto-cycle heavy-duty engines, methanol-fueled Diesel-
cycle heavy-duty engines, new Otto-cycle light-duty trucks, and 
liquefied petroleum gas-fueled, natural gas-fueled, and methanol-fueled 
diesel-cycle light-duty trucks.

    79. Section 86.1505-94 of Subpart P is amended by revising 
paragraph (a) to read as follows:


Sec. 86.1505-94  Introduction; structure of subpart.

    (a) This subpart describes the equipment and the procedures 
required to perform idle exhaust emission tests on heavy-duty engines 
and light-duty trucks. Subpart A of this part sets forth the testing 
requirements, reporting requirements and test intervals necessary to 
comply with EPA certification procedures.
* * * * *
    80. Section 86.1509-84 of Subpart P is amended by revising 
paragraph (c) to read as follows:


Sec. 86.1509-84  Exhaust gas sampling system.

* * * * *
    (c) A CVS sampling system with bag analysis as specified in 
Sec. 86.1309 or Sec. 86.109 or with continuous analysis as specified in 
Sec. 86.1310 is permitted as applicable. The inclusion of an additional 
raw carbon dioxide (CO2) analyzer as specified in Secs. 86.309-79 
and 86.316-79 is required if the CVS system is used, in order to 
accurately determine the CVS dilution factor. The heated sample line 
specified in Sec. 86.309-79 and Sec. 86.310-79 for raw emission 
requirements is not required for the raw CO2 measurement.
* * * * *
    81. Section 86.1511-84 of Subpart P is amended by revising 
paragraphs (a)(1) and (a)(8)(iii) to read as follows: 

[[Page 34377]]



Sec. 86.1511-84  Exhaust gas analysis system.

    (a) * * *
    (1) The analyzer used shall conform to the emission measurement 
accuracy provisions of Sec. 86.1338.
* * * * *
    (8) * * *
    (iii) During variations of 50 percent of nominal sample 
flow.
* * * * *
    82. Section 1514-84 of Subpart P is amended by adding paragraph (c) 
to read as follows:


Sec. 86.1514-84  Analytical gases.

* * * * *
    (c) If a CVS sampling system is used, the analytical gases 
specified in Sec. 86.1314 shall be used.

    83. Section 86.1537-84 of Subpart P is amended by revising 
paragraphs (d), (e)(1), (e)(2), and (e)(5) through (e)(7) to read as 
follows:


Sec. 86.1537-84  Idle test run.

* * * * *
    (d) Operate the warm engine at 2500 50 rpm, or rated 
torque speed for diesel-cycle engines, and zero load for a minimum of 
30 seconds and a maximum of 6 minutes.
    (e) * * *
    (1) If bag samples are drawn, with the sample selector valves in 
the standby position connect evacuated sample collection bags to the 
dilute exhaust and dilution air sample collection systems.
    (2) Start the CVS (if not already on), the sample pumps, 
integrators, and the raw CO2 analyzer, as applicable. (The heat 
exchanger of the constant volume sampler, if used, shall be running at 
operating temperature before sampling begins.)
* * * * *
    (5) Begin raw and dilute sampling.
    (6) For bag sampling, sample idle emissions long enough to obtain a 
sufficient bag sample, but in no case shorter than 60 seconds nor 
longer than 6 minutes. Follow the sampling and exhaust measurements 
requirements of Sec. 86.340-79(e) for the conducting of the raw 
CO2 measurement.
    (7) As soon as possible, transfer the idle test exhaust and 
dilution air samples to the analytical system and process the samples 
according to Sec. 86.1540-84. Obtain a stabilized reading of the 
exhaust sample on all analyzers within 20 minutes of the end of the 
sample collection phase of the test.
* * * * *
    84. In Part 86, all references to ``OMHCE'' are revised to read 
``THCE'', all references to ``Organic Material Hydrocarbon Equivalent'' 
are revised to read ``Total Hydrocarbon Equivalent'', all references to 
``Organic material hydrocarbon equivalent'' are revised to read ``Total 
hydrocarbon equivalent'', all references to ``organic material 
hydrocarbon equivalent'' are revised to read ``total hydrocarbon 
equivalent'', all references to ``OMNMHCE'' are revised to read 
``NMHCE'' , all references to ``Organic Material Non-Methane 
Hydrocarbon Equivalent'' are revised to read ``Non-Methane Hydrocarbon 
Equivalent'', all references to ``Organic material non-methane 
hydrocarbon equivalent'' are revised to read ``Non-methane hydrocarbon 
equivalent'', all references to ``organic material non-methane 
hydrocarbon equivalent'' are revised to read ``non-methane hydrocarbon 
equivalent''.

[FR Doc. 95-14220 Filed 6-29-95; 8:45 am]
BILLING CODE 6560-50-P