[Federal Register Volume 60, Number 163 (Wednesday, August 23, 1995)]
[Rules and Regulations]
[Pages 43880-43907]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-18255]




[[Page 43879]]

_______________________________________________________________________

Part III





Environmental Protection Agency





_______________________________________________________________________



40 CFR Parts 9 and 86



Control of Air Pollution From New Motor Vehicles and New Motor Vehicle 
Engines: Evaporative and Refueling Emission Regulations for Gasoline- 
and Methanol-Fueled Light-Duty Vehicles and Light-Duty Trucks and 
Heavy-Duty Vehicles; Technical Amendments; Final Rule

  Federal Register / Vol. 60, No. 163 / Wednesday, August 23, 1995 / 
Rules and Regulations   

[[Page 43880]]


ENVIRONMENTAL PROTECTION AGENCY

40 CFR Parts 9 and 86

[FRL-5258-7]
RIN 2060-AF49


Control of Air Pollution From New Motor Vehicles and New Motor 
Vehicle Engines: Evaporative and Refueling Emission Regulations for 
Gasoline- and Methanol-Fueled Light-Duty Vehicles and Light-Duty Trucks 
and Heavy-Duty Vehicles; Technical Amendments

AGENCY: Environmental Protection Agency (EPA).

ACTION: Final rule; technical amendments.

-----------------------------------------------------------------------

SUMMARY: On March 24, 1993 EPA finalized a new test procedure to 
measure evaporative emissions from motor vehicles. The amendments 
contained in this document modify several of the test procedure's 
tolerances, equipment specifications, and procedural steps.
    In compliance with the Paperwork Reduction Act, this document 
announces that the information collection requirements contained in the 
Evaporative Emissions Final Rule were approved by the Office of 
Management and Budget on May 9, 1994.
    Also, this document incorporates by reference the California 
Regulatory Requirements Applicable to the Evaporative Emissions Program 
(January 4, 1995). EPA will accept test data developed using the 
California procedure for demonstrating compliance with the 1996 model 
year federal evaporative emissions requirement for purposes of 
certification.

DATES: The amendments to 40 CFR part 86 are effective October 23, 1995, 
unless notice is received by September 22, 1995, that adverse or 
critical comments will be submitted or that an opportunity to submit 
such comments at a public hearing is requested. If the Agency receives 
such comments or a request for a public hearing by September 22, 1995, 
EPA will then publish a subsequent Federal Register document 
withdrawing from this action only those items which are specifically 
listed in those comments or in the request for a public hearing. See 
Supplementary Information for further discussion on submission of 
public comment.
    The incorporation by reference of the publications listed in the 
regulations is approved by the director of the Federal Register as of 
October 23, 1995.
    The information collection requirements contained in 40 CFR 86.096-
7, 86.096-8, 86.096-9, 86.096-10, 86.096-14, 86.096-21, 86.096-23, 
86.096-26, 86.096-30, 86.096-35, 86.097-9, 86.098-23, 86.099-8, 86.099-
9, and 86.099-10, which were published at 58 FR 16002, March 24, 1993, 
and the amendments to 40 CFR part 9 are effective August 23, 1995.

ADDRESSES: Interested parties may submit written comments (in 
duplicate, if possible) to Public Docket No. A-94-35 at Air Docket 
Section, U.S. Environmental Protection Agency, First Floor, Waterside 
Mall, Room M-1500, 401 M Street SW., Washington, DC 20460 (telephone 
202-260-7548). Materials relevant to the evaporative emissions final 
rule and this direct final rule are available for inspection in Public 
Dockets A-89-18 and A-94-35 at the above address.

FOR FURTHER INFORMATION CONTACT: Mr. Alan Stout, (313) 741-7805.

SUPPLEMENTARY INFORMATION:

Table of Contents

I. Introduction
II. Overview of Technical Amendments
III. List of Changes to Test Procedures
IV. Public Participation and Effective Date
V. Paperwork Reduction Act
VI. Administrative Designation
VII. Regulatory Flexibility Act
VIII. Unfunded Mandates Act
IX. Judicial Review

I. Introduction

    On March 24, 1993 the Environmental Protection Agency (EPA) 
published a final rule establishing new requirements to test vehicles 
for evaporative emissions (58 FR 16002), which will apply to new motor 
vehicles beginning in model year 1996 according to a phased-in 
compliance schedule. The procedure was amended with several corrections 
and minor changes by a direct final rule, which was published June 28, 
1993 (58 FR 34535). As EPA and manufacturers have come closer to 
implementing the new test procedure, it has become clear that there are 
several potential changes to the test procedure that would make testing 
simpler, safer, and less resource-intensive. In addition, the Agency 
wants to harmonize its evaporative emission test procedure with that of 
the California Air Resources Board (CARB).
    EPA has worked closely with the California Air Resources Board and 
manufacturers to identify all the changes to the test procedure 
specifications that could improve the test without affecting test 
stringency. The regulations contained in this document reflect these 
discussions. This document is published as a direct final rule. In the 
case of adverse comments received in response to this document by 
September 22, 1995, EPA will remove from the regulations those 
provisions that receive comment. EPA may, at its discretion, propose 
such provisions in a future rulemaking action.
    A copy of this document is also available electronically on the 
Technology Transfer Network (TTN), which is an electronic bulletin 
board system (BBS) operated by EPA's Office of Air Quality Planning and 
Standards. The service is free of charge, except for the cost of the 
phone call. Users are able to access and download TTN files on their 
first call using a personal computer and modem according to the 
following information.

TTN BBS: 919-541-5742
(1200-14400 bps, no parity, 8 data bits, 1 stop bit)
Voice Helpline: 919-541-5384
Also accessible via Internet: TELNET
ttnbbs.rtpnc.epa.gov
Off-line: Mondays from 8:00 AM to 12:00 Noon ET

    Users who have not called TTN previously will first be required to 
answer some basic informational questions for registration purposes. 
After completing the registration process, users must proceed through 
the following menu choices from the Top Menu to access information on 
this rulemaking.

 GATEWAY TO TTN TECHNICAL AREAS (Bulletin Boards)
 OMS--Mobile Sources Information
 Rulemaking & Reporting
<1> Light Duty
<7> File area #7. . . Evaporative Emissions

    At this point, the system will list all available files in the 
chosen category in reverse chronological order with brief descriptions. 
To download files, users must select a transfer protocol that is 
supported by the terminal software on their own computer, then set 
their own software to receive the file using that same protocol.
    If unfamiliar with handling compressed (i.e. ZIP'ed) files, users 
should go to the TTN top menu, System Utilities (Command: 1) to 
identify the program that must be downloaded to un-ZIP the files of 
interest. After completing a session, users can quit the TTN BBS with 
the  command.
    Please note that due to differences between the software used to 
develop the document and the software into which the document may be 
downloaded, changes in format, page length, etc. may occur. 

[[Page 43881]]


II. Overview of Technical Amendments

    In addition to the test procedure changes, EPA has in this rule 
addressed the issue of reliance on CARB's test procedure (i.e., the 
California Regulatory Requirements Applicable to the Evaporative 
Emissions Program, January 4, 1995) for testing 1996 model year 
vehicles for evaporative emissions. EPA is modifying the existing 
evaporative emission regulations to accept manufacturers' data showing 
compliance with CARB's 1996 model year certification requirements as 
demonstration of compliance with the evaporative emissions portion of 
the federal certification requirements for the 1996 model year. EPA's 
confirmatory and in-use testing of 1996 model year vehicles certified 
in this way will also rely on the CARB procedure for evaluating 
compliance with test requirements. EPA's evaporative emission 
regulations have been modified to incorporate by reference relevant 
CARB regulations. EPA intends to evaluate CARB's pending technical 
amendments, once finalized, and will approve use of the resulting 
modified procedure for 1996 model year vehicles, provided the modified 
procedure maintains at least the same level of control as CARB's 
existing procedure.
    The more flexible arrangement for certifying 1996 model year 
vehicles should have no negative air quality impact. Because of the 
uncertainty surrounding EPA's technical amendments to the evaporative 
emission test procedure, especially where they affect procurement of 
test equipment, manufacturers have been constrained in their ability to 
conduct testing according to federal specifications. Given the 
direction CARB has taken with its own pending technical amendments, EPA 
is confident that the CARB procedure will be as stringent, or nearly as 
stringent, as the EPA procedure. Furthermore, since the enhanced test 
requirements apply to only 20 percent of each manufacturer's 1996 model 
year fleet, the air quality impact of any compromise in test stringency 
would be very limited.
    Following promulgation of this rule and the pending changes to the 
CARB procedure, the remaining differences of significance between EPA's 
and CARB's evaporative emission test procedures are limited to the 
specifications for temperatures and fuel volatility. EPA is pursuing a 
test program to better understand the relative stringency of the two 
sets of test conditions and to decide if data generated according to 
the CARB test procedure will be acceptable for federal testing on a 
long-term basis. The same information will be factored into the 
decision related to carryover of data from the CARB test procedure for 
federal certification in subsequent model years.
    The most significant changes to the test procedure fall into three 
categories: (1) Control of fuel tank temperature and pressure during 
running loss testing, (2) air circulation during the diurnal emission 
test, and (3) a provision for a simplified procedure for generating 
fuel temperature profiles for the running loss test. Each of these 
areas is briefly described below.
    The issues of greatest concern relate to controlling fuel tank 
temperature and pressure during the running loss test. These technical 
amendments incorporate several changes to deal with these concerns. For 
example, the procedure for outdoor testing to generate fuel temperature 
profiles now allows the option of stabilizing vehicle and fuel 
temperatures to 95  deg.F before driving. Also, determination of 
compliance with the fuel tank pressure limit during driving on a 
dynamometer would depend on control of vapor temperatures throughout 
the running loss test; conversely, measurement of fuel tank pressure 
and vapor temperature may be omitted at the discretion of those 
responsible for testing. Another change allows temporary exceedances to 
the fuel tank pressure limit during driving on a dynamometer to account 
for potentially artificial tank heating effects in the laboratory. 
Finally, equipment specifications related to heating and cooling the 
vehicle's fuel tank have been broadened to increase the degree of 
control that technicians have in controlling fuel tank temperatures.
    Another important issue was the requirement in the initial final 
rule to maintain a specified wind speed underneath the vehicle during 
diurnal emission testing. The regulations contain a new requirement to 
control ambient temperatures underneath the test vehicle and allow an 
option to use an established fan configuration to meet the required 
wind speed specification (5 mph). This change provides an option to 
comply with the wind speed requirement without measuring underbody air 
velocity on every test.
    Also, EPA has included in the regulations a provision giving 
general guidance for use of a heated wind tunnel for generating fuel 
temperature profiles. Further work will be required in the 
certification process to implement the policy; for example, to 
determine what constitutes acceptable correlation between wind tunnel 
and outdoor fuel temperature profiles, how often and on what vehicles 
correlation would have to be demonstrated, and how fuel temperature 
profiles could be carried over to subsequent model years.
    Manufacturers are required to submit either test data or an 
engineering evaluation to demonstrate compliance with evaporative 
emission standards at high altitudes. One manufacturer has expressed to 
EPA its concern that a fuel temperature profile generated at low 
altitude has limited applicability for testing at high altitude, which 
causes difficulty in testing methanol-fueled vehicles. The existing 
regulatory language for high-altitude requirements provides the Agency 
limited discretion to adjust the test procedure to accommodate changes 
related to fuel temperature profiles. EPA believes it is inappropriate 
to address this issue in a direct final rulemaking, since any change 
that cannot be accommodated under the Agency's existing discretion 
would require a formal proposal and a period for public comment. EPA 
encourages interested manufacturers to work with EPA's Certification 
Division to resolve this issue.
    In addition to the changes to the evaporative emission test 
procedure, these technical amendments include revised language related 
to the test requirements for onboard refueling vapor recovery, 
initially finalized April 6, 1994 (59 FR 16262), to clarify test 
provisions and make typographical corrections.

III. List of Changes to Test Procedures

    The following list describes the individual changes made to the 
test procedure. Explanation and, where appropriate, EPA's 
interpretation of the resulting regulatory language is provided.
Vehicle Preconditioning

    1. Change initial soak to 6 hours minimum:

--The procedure previously called for a 12-hour minimum soak before the 
preconditioning drive, though EPA reserved the option of conducting 
testing with only a 6-hour soak. The shorter soak time is sufficient to 
stabilize the vehicle.

    2. Make the initial soak and refueling event optional for a second 
test run on a vehicle (or optional for any SEA test):

--Vehicles that have already been tested in the laboratory have been 
sufficiently stabilized with respect to temperature and fuel effects.

    3. Require vehicles to be parked within 5 minutes after the 
refueling procedure:

 
[[Page 43882]]

--The regulations previously required the test vehicle to be parked 
within 5 minutes after completion of the preconditioning drive. Since 
test vehicles must be refueled during the hour following the 
preconditioning drive, the timing of the parking event is best 
specified relative to completion of the refueling event.

    4. Precondition multiple canisters as a set unless they are 
arranged in parallel:

--While canisters configured in parallel should be preconditioned 
individually, as the initial final rule required, EPA agrees that 
evaporative canisters arranged in a series configuration should be 
preconditioned as a set to best simulate normal vehicle operation.

    5. Add requirement to use a service port on evaporative canisters 
(if so equipped) for loading and purging steps:

--Provided that manufacturers install such service ports on their 
production canisters, EPA agrees that it is appropriate to use the 
ports for the preconditioning procedure.

    6. Allow replacement canister to collect vapors during canister 
preconditioning:

--The regulations have been modified to clarify that it is acceptable 
to collect fuel tank vapors that may escape during the period that the 
vehicle's canister is disconnected. This arrangement would provide a 
safety benefit without affecting the condition of the test vehicle.

    7. Specify a representative vapor load to the canister for all 
flexible-fueled and methanol-fueled vehicles:

--The regulations previously called for representative vapor loading 
for dedicated methanol-fueled vehicles only. A vehicle using any amount 
of methanol should not have its canister loaded with pure butane, since 
the engine's electronic controls depend on a vapor composition from the 
canister being similar to that coming from the fuel tank. Using 
repeated diurnal heat builds to precondition the canister for the two-
day diurnal sequence would provide, by definition, a representative 
vapor composition. EPA anticipates that the best way to conduct bench-
loading for either test sequence would be to generate vapors from an 
off-board fuel tank or other reservoir partially filled with the type 
of fuel to be used in the subsequent test run.

    8. Delete parenthetical reference to volumetric flow rate 
equivalent to 40 g/hr butane load:

--The regulations previously provided a conversion of the mass flow 
rate into volumetric units for the convenience of the reader. Because 
this conversion is valid only at sea level, it has been deleted.

Diurnal Emission Test
    9. Provide flexibility to satisfy 5-mph wind speed requirement near 
tank with a demonstrated configuration:

--This provision allows one to conduct diurnal emission tests without 
routinely measuring wind speed under the fuel tank. Consistently using 
a given fan configuration that has been demonstrated to satisfy the 
wind speed requirement on the test vehicle or a broad range of vehicles 
would be sufficient to show adequate airflow underneath the test 
vehicle.

    10. Add undertank thermocouple for instantaneous and average 
temperature tolerances and relax tolerance on sidewall temperatures to 
5  deg.F:

--The new requirement to measure air temperatures under the fuel tank 
becomes the primary measurement for following the ambient fuel 
temperature profile. The sidewall temperature measurement serves the 
purpose of ensuring adequate air mixing in the enclosure and providing 
a temperature measurement representative of the overall enclosure 
volume (for calculation of mass emissions).

    11. Allow passive fixed-volume diurnal enclosures and change 
pressure tolerance to 2 in. H2O:

--The regulatory language has been broadened to accommodate a different 
design of a fixed-volume diurnal enclosure and to match the 
specifications in place for variable-volume enclosures.

    12. Delete maximum surface temperature:

--EPA believes that the specified maximum surface temperature does not 
affect the test vehicle or the emission measurement, and so can be 
deleted without compromising test effectiveness.

Hot Soak Test

    13. Allow a 7-minute interval before the hot soak test; add 
language to encourage making this interval as short as possible; add 
language to make sure fans are off at the end of the running loss test:

--EPA continues to believe that the time between the running loss and 
hot soak tests is very important for an accurate measurement of hot 
soak emissions. EPA believes a relaxed time specification does not 
compromise test stringency for several reasons. First, the language for 
the hot soak tests for both test sequences specifies that the intent of 
testing is to minimize the time before the hot soak test. Second, new 
language specifying that fans must be turned off after the running loss 
test should prevent technicians from artificially cooling the fuel 
during the period between the test segments. Third, the vehicle 
continues to operate at idle until just before entry into the hot soak 
enclosure. Fourth, EPA may make an extra effort to minimize the time 
interval before the hot soak measurement for its testing. Similarly, 
EPA may conduct the hot soak test with no elapsed time between the end 
of the running loss test and the beginning of the hot soak test by 
making a continuous measurement of running loss and hot soak emissions 
in a running loss enclosure.

    14. Delete maximum surface temperature:

--EPA believes that the specified maximum surface temperature does not 
affect the test vehicle or the emission measurement, and so can be 
deleted without compromising test effectiveness.

Running loss test

    15. Increase maximum flow rate for under-tank blower; increase 
minimum temperature to 85  deg.F:

--Increasing the maximum flow rate of the under-tank blower to 4,000 
cubic feet per minute (cfm) increases the degree of flexibility 
available for controlling fuel temperatures. The regulations provide 
for a maximum flow rate of 6,000 cfm for exceptional circumstances. To 
prevent a high flow rate of chilled air from condensing generated fuel 
vapors, the minimum temperature of air from the blower was increased 
from 70 deg. to 85  deg.F.

    16. Define a tolerance for vapor temperature control, but make 
measurement of vapor temperature and pressure in the tank optional 
during lab driving:

--Manufacturers have indicated to EPA that it is important to control 
vapor temperatures during the running loss test, primarily to prevent 
artificially high fuel tank pressures and vapor generation. EPA 
believes it is appropriate to define a tolerance for controlling vapor 
temperatures similar to that for controlling liquid fuel temperatures. 
However, because of the technical difficulty of controlling vapor 
temperatures during driving, the regulations provide the 

[[Page 43883]]
discretion for any laboratory testing to omit measurement of vapor 
temperatures. EPA recognizes fuel tank pressure is very dependent on 
vapor temperatures; therefore, vehicles must comply with the limit on 
fuel tank pressures only if vapor temperatures are measured and 
controlled to the specified profile. If a manufacturer chooses not to 
develop a vapor temperature profile, compliance with the limit on fuel 
tank pressure will be limited to the required outdoor driving.
To address manufacturers' concern that vapor generation may be affected 
by uncontrolled vapor temperatures, the regulations now state the 
expectation that a facility be designed in a way that avoids 
unrepresentative heating or cooling of the vapor space during the 
running loss test. Also, in the case of EPA testing without measured 
vapor temperatures, if a vehicle exceeds an emission standard, the 
regulations provide manufacturers the opportunity to conduct subsequent 
testing on that vehicle. If a manufacturer can show that the exceedance 
is attributable to inadequate control of vapor temperatures, EPA will 
invalidate its test run. To make such a demonstration, (1) a 
manufacturer would be expected to conduct a complete test for 
evaporative emissions, controlling vapor temperatures to the specified 
tolerances; (2) the vehicle would have to meet the applicable standards 
for running loss, hot soak and diurnal emissions; and (3) the 
manufacturer would be expected to explain why the test facility for the 
EPA test could have caused excessive vapor temperatures. To use this 
provision, manufacturers would need to have developed a vapor 
temperature profile prior to certification for the vehicle in question.

    17. Allow temporary exceedances of fuel tank pressure limit:

--EPA is aware that characteristics of a laboratory's system for 
managing fuel tank temperatures could cause the tank pressure during 
driving on a dynamometer to show transient pressure behavior that does 
not exist during on-road driving. In response, EPA has modified the 
regulations to allow a vehicle to exceed the pressure limit for up to 
10 percent of the total driving time during the running loss test.

    18. Require proportional-speed fan for cooling engine:

--The fixed-speed fan originally specified in the regulations may in 
some cases provide inadequate cooling for test vehicles. Additional 
cooling capacity is needed because vehicles are operated on the 
dynamometer with the hood closed or nearly closed. The regulations, as 
amended by this final rule, now require a more complex fan; the new fan 
is considerably more expensive, but does not compromise the 
effectiveness of the test in any way. Because EPA believes that blowing 
air underneath the test vehicle, past the engine and the fuel tank, is 
the best primary source of heat for controlling fuel temperatures, the 
original provision for this underbody blower is preserved as a 
supplement to the proportional-speed fan.

    19. Allow manufacturers to start the test with fuel at less than 95 
 deg.F:

--EPA recognizes that some future vehicles may be designed to keep fuel 
temperatures below daily peak temperatures. The regulations now 
describe what manufacturers must do to demonstrate the need for a 
temperature offset (parking and driving on hot summer days), and set a 
threshold of 3  deg.F as the minimum offset that must be demonstrated 
to make use of this provision.

    20. Specify a 6-hour maximum soak before the running loss test; 
limit the fuel heating rate to 5  deg.F per hour; and require 
stabilized fuel temperatures for 1 hour before the running loss test:

--The set of changes to the vehicle stabilization requirement provide 
better control of fuel temperatures, and thus vapor generation, in the 
time between the exhaust emission test and the running loss test. The 
amended regulations provide for a faster heating rate or a longer 
stabilization period for those vehicles that may have unusually cool 
fuel following the exhaust emission test.

    21. Set average ambient temperature to 2  deg.F for the 
running loss test:

--This change resolves the inconsistency contained in EPA's original 
regulations regarding specifications for an average ambient temperature 
during the running loss test.

    22. Require ambient temperature measurement at the inlet to the 
frontal fan; require sidewall temperature measurement for enclosure 
testing only:

--To clarify the original language, the regulations now specify that 
temperature measurement upstream of the frontal fan is to be used for 
demonstrating compliance with ambient temperature tolerances. In 
enclosure testing, measurement of sidewall temperatures is also 
required, but will likely be used only for calculation of mass 
emissions.

    23. Allow direct tank heating for controlling fuel tank 
temperatures:

--The use of heat blankets or other direct methods of heating the fuel 
tank during the running loss test may be needed for some vehicles whose 
fuel temperatures cannot easily be controlled with circulating air. The 
need to supplement the underbody blowers is most likely for designs in 
which the fuel tank is isolated from the underbody in some way. This 
provision gives EPA, manufacturers, and contract laboratories the 
discretion to use direct tank heating if use of the specified fans is 
insufficient to adequately control fuel temperatures. Direct tank 
heating should be the exception and should be employed only after 
attempting to control fuel temperatures with the specified fan 
configuration. Also, the regulations add detailed cautionary language 
to prevent the possibility of artificially increasing vapor generation 
by this method.

    24. Allow use of a naturally aspirated running loss enclosure, if 
it is shown to yield equivalent results:

--EPA anticipates the possibility that running loss enclosures will 
best be designed with a hybrid configuration; i.e., the test vehicle 
would consume air from the enclosure ambient, with monitored makeup air 
coming in through an orifice in a wall of the enclosure. The existing 
language specifies that air be routed directly from outside the 
enclosure into the engine's intake system. These technical amendments 
allow use of a hybrid enclosure if testing shows that emission 
measurement results are equivalent or superior to those from currently 
specified enclosures.

    25. Correct reference to duration of driving schedule:

--The original language incorrectly identified the duration of the 
driving schedule for defining fuel temperature tolerances.

    26. Adjust densities for 68 deg. F ambient temperature for point-
source calculations:

--The original regulations inadvertently based densities on a 
temperature of 74 deg. F. The corrected densities are hydrocarbons = 
16.88 g/ft3; methanol = 37.71 g/ft3.

    27. Delete requirement for Type J thermocouple:

--Though EPA expects to continue to depend on installation of Type J 
thermocouples for confirmatory 

[[Page 43884]]
testing, this specification has been deleted from the regulations to 
allow manufacturers to conduct their own testing using any temperature 
sensor that meets the functional specifications for temperature 
measurement.

Procedure for generating fuel temperature profiles

    28. Add the option for developing vapor temperature profiles:

--If manufacturers wish to develop vapor temperature profiles, 
subsequent testing on those models may include measurement and control 
of vapor temperatures according to the profile.

    29. Allow low-volatility fuel for generating profiles:

--Manufacturers expressed a desire to have the flexibility to use a 
test fuel with a different volatility than that specified for the 
outdoor driving procedure; in particular, manufacturers wish to use 
California's phase II reformulated gasoline. EPA has observed that 
gasoline with lower volatility corresponds to slightly higher fuel 
temperatures during driving. EPA therefore believes that using a fuel 
such as California phase II reformulated gasoline, which has a lower 
volatility than that of federal test fuel, would not sacrifice test 
stringency. The new regulatory language is intended to allow use of 
California's specified test fuel, even though other parameters besides 
volatility fall outside the federal test fuel specifications.
EPA will also accept demonstration of compliance with the fuel tank 
pressure requirement using California phase II reformulated gasoline. 
Using this fuel will cause somewhat lower fuel tank pressures, which 
makes it easier to comply with the pressure limit. EPA believes this is 
acceptable for a combination of reasons. First, vehicles tested on a 
dynamometer to certify compliance with evaporative emission standards 
will also demonstrate compliance with the fuel tank pressure 
requirement, but with federal fuel. Also, because EPA may conduct its 
own testing to measure pressure during outdoor driving, manufacturers 
have no incentive to take advantage of the lower volatility fuel to 
comply with the fuel tank pressure requirement.

    30. Change speed measurement accuracy to  1 mph:

--Conventional equipment for measuring speeds during outdoor driving 
cannot resolve speeds to the 0.1 mph tolerance originally 
specified. Relaxing the accuracy to 1 mph would enable 
manufacturers to use existing equipment and will not affect the 
validity of the fuel temperature profiles.

    31. Allow fuel heating/stabilization up to 953 deg. F 
before drive:

--The regulations will continue to allow a 12-hour soak before starting 
the outdoor drive, with no control of the fuel temperature during that 
time. However, the regulations now include a provision to stabilize 
fuel temperatures in a temperature-controlled environment before the 
drive. When vehicles are stabilized in this way, manufacturers are 
expected to attempt to start outdoor vehicle operation with fuel 
temperatures at the nominal temperature of 95 deg. F. Manufacturers may 
need to take steps to isolate the fuel tank from the pavement or other 
heat sources and to begin the test drive as soon as possible after 
exiting the enclosure.

    32. Specify 125 deg. F as minimum pavement temperature throughout 
the outdoor drive:

--EPA has learned that the requirement for pavement temperatures 
staying 30 deg. F above ambient was sometimes difficult to meet, 
because pavement temperatures might not increase fast enough to stay 
30 deg. F ahead of increasing ambient temperatures. Since fuel 
temperature is limited to a nominal starting point of 95 deg. F, fixing 
the minimum pavement temperature at 125 deg. F satisfies EPA's desire 
to keep the pavement temperature at least 30 deg. F above the initial 
fuel temperature.

    33. Allow rolling fuel temperature profiles:

--New language clarifies that manufacturers may use a rolling average 
to derive fuel temperature profiles for testing.

    34. Add general provision for hot wind tunnel approach to 
generating temperature profiles:

--See Section II above.

    35. Add provision to allow temporary wind gusts:

--Originally, wind speed was limited to a maximum of 15 mph throughout 
the period of outdoor driving. EPA would like to avoid invalidating a 
test run for occasional gusts of wind exceeding the 15 mph limit, since 
fuel temperature profiles should be unaffected. To accommodate such a 
situation, the regulations now allow wind speeds between 15 and 25 mph 
for up to 5 percent of the total driving time.

    36. Allow small-volume manufacturers to use alternate methods to 
generate profiles:

--EPA realizes that small-volume manufacturers may not have the 
resources to conduct a full test program according to the prescribed 
procedure to establish fuel temperature profiles for their vehicles. 
These manufacturers may use other means to generate fuel temperature 
profiles, though EPA expects such profiles to be at least as stringent 
as those that would be generated according to the full set of 
specifications for outdoor testing.

    37. Allow the possibility of alternate methodologies for correcting 
fuel temperature profiles:

--One issue EPA has not resolved with manufacturers is the method of 
correcting measured fuel temperature profiles to create a target 
profile for running loss testing. EPA has agreed to add language to the 
regulations allowing an alternate correction methodology, subject to 
prior Agency approval. This change provides EPA the discretion to 
accommodate a future resolution without requiring a subsequent change 
to the regulations.

Spitback Test

    38. Change refueling rate to 9.80.3 gallons per minute:

--The changed refueling rate matches that used for the refueling 
emission test. Specifying consistent refueling rates allows use of the 
same equipment for the two procedures.

    39. Allow vehicle to be moved across lab with engine off:

--Safety regulations at some facilities prevent driving a test vehicle 
from the dynamometer to the refueling site. The test procedure 
therefore now includes an allowance for moving the vehicle with the 
engine off, without changing the time constraints.

    40. Add time specification for the period between the end of the 
drive and the start of refueling (not just key-off):

--This time specification was missing from the original test procedure.

Equipment Calibration

    41. Add the option to use alternate calibration data:

--The regulations have been modified to allow alternate calibration 
techniques that are acceptable to EPA. Under the modified regulations, 
EPA would approve use of the calibration methods currently required by 
CARB for demonstrating compliance with equipment specifications for 
federal testing.


[[Page 43885]]

    42. Add the option to use new calibration procedures for pre-1996 
testing:

--Manufacturers may use their upgraded facilities to continue testing 
according to the test procedure specified in Sec. 86.130-78.

Miscellaneous

    43. Allow limited subtraction of nonfuel background emissions for 
certification vehicles:

--For certification vehicles only, manufacturers may conduct testing on 
individual vehicles to quantify nonfuel background levels. Testing must 
indicate the expected decay rate of the nonfuel emissions. In addition 
manufacturers must indicate the primary source of the measured nonfuel 
emissions. EPA will not approve use of a correction for nonfuel 
emissions if (1) the emissions cannot be accounted for, (2) the source 
can be easily removed, or (3) the rate of decay indicates a significant 
potential for increased in-use emissions.
This change is consistent with EPA's long-standing position that 
nonfuel background emissions should be included in testing for 
evaporative emissions. By making no provision to treat nonfuel 
emissions separately for in-use vehicles, EPA maintains this 
fundamental position. EPA believes that the provision for special 
treatment of some certification vehicles gives manufacturers some 
flexibility to simplify vehicle selection and preparation, without 
compromising EPA's expectation that manufacturers prevent nonfuel 
emissions from constituting a significant source of in-use emissions. 
Moreover, EPA still expects manufacturers routinely to take basic steps 
to minimize nonfuel emissions from certification vehicles, for example, 
to use weathered vehicles.

    44. Allow continuous measurement of evaporative emissions 
(hydrocarbon only):

--At various points through the procedure, the language has been 
revised to allow continuous emission measurement, rather than just 
testing at the beginning and end of a sampling period. Continuous 
measurement would make it possible to terminate a test, without making 
it invalid, if the vehicle has exceeded the standard well before the 
end of the test.

    45. Remove obsolete sections from the Code of Federal Regulations 
(CFR):

--Sections of title 40 part 86 of the CFR that affect only 1990 model 
year and older vehicles will not be printed in future CFR publications.

    46. Change from ``alternate sampling systems'' to ``alternate 
equipment or procedures'':

--The revised language clarifies the meaning of this provision in 
Sec. 86.106-96.

    47. Add simplified calculation for variable-volume enclosures for 
diurnal emission testing:

--Variable volume enclosures trap a fixed mass of air for the duration 
of the test; therefore, the ideal gas law dictates that the ratio of 
PV/T must remain constant during the test. Carrying this assumption 
into the calculation of mass emissions allows one to omit separate 
determination at the end of the test of pressure, temperature, and 
volume in the enclosure.

    48. Revise the equation for calculating the mass of methanol 
emissions:

--The equation is simplified by eliminating the explicit temperature 
correction for the enclosure volume (Vn) and sample volume 
(Ve), and instead requires that the sample volumes be corrected 
for changes in temperature, to be consistent with Vn, prior to 
being used in the equation.

Refueling Emission Test

    49. Allow road-speed modulated fan during vehicle operation:

--EPA would like to allow the same road-speed modulated fans for engine 
cooling during the refueling emission test that are specified for the 
running loss test. Because these fans provide a better simulation of 
on-road air cooling, the test vehicle's hood should be closed during 
testing with these fans. If one continues to rely on the conventional 
fixed-speed cooling fan, the test vehicle's hood should be left open to 
increase the capacity for engine cooling.

IV. Public Participation and Effective Date

    To prepare this final rule, EPA has worked actively with CARB and 
the automobile manufacturers to reach a resolution on the many issues 
involved. EPA twice distributed draft regulatory language for review 
and met periodically with interested participants. EPA benefitted 
greatly from this extensive interaction, so that the resulting set of 
changes to the test procedure, reflecting this broad input, will 
significantly improve EPA's and manufacturers' ability to conduct 
testing more efficiently.
    The Agency is publishing this action as a direct final rule because 
it views the changes as not affecting test stringency and anticipates 
no adverse or critical comments. This action will become effective 
unless the Agency receives notice that adverse or critical comments 
will be submitted, or that a party requests the opportunity to submit 
such oral comments pursuant to section 307(d)(5) of the Clean Air Act, 
as amended. If such notice is received regarding a change to a 
particular regulatory provision by September 22, 1995, EPA will 
withdraw the provision in question before the effective date by 
publishing a subsequent Federal Register document removing the 
identified provision from the direct final rule.

V. Paperwork Reduction Act

    EPA is amending the table of currently approved information 
collection request (ICR) control numbers issued by the Office of 
Management and Budget (OMB) for various regulations. The amendments in 
this document update the table to accurately display those information 
requirements promulgated under the Evaporative Emissions Final Rule 
(March 24, 1993, 58 FR 16002). The affected regulations are codified at 
40 CFR part 86, subpart A. EPA will continue to present OMB control 
numbers in a consolidated table format to be codified in 40 CFR part 9 
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 number 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.
    This ICR was subject to public notice and comment prior to OMB 
approval. As a result, EPA finds that there is ``good cause'' under 
section 553(b)(B) of the Administrative Procedures Act (5 U.S.C. 
553(b)(B)) to amend this table without additional notice and comment. 
Due to the technical nature of the table, further notice and comment 
would be unnecessary.

VI. Administrative Designation

    Pursuant to Executive Order 12866 (58 FR 51735, October 4, 1993), 
the Agency must determine whether a regulatory action is 
``significant'' and therefore subject to OMB review and the 
requirements of the Executive Order. The Order defines ``significant 
regulatory action'' as one that is likely to result in a rule that may:


[[Page 43886]]

    (1) Have an annual effect on the economy of $100 million or more 
or adversely affect in a material way the economy, a sector of the 
economy, productivity, competition, jobs, the environment, public 
health or safety, or state, local, or tribal governments or 
communities;
    (2) Create a serious inconsistency or otherwise interfere with 
an action taken or planned by another agency;
    (3) Materially alter the budgetary impact of entitlements, 
grants, user fees, or loan programs or the rights and obligations of 
recipients thereof; or
    (4) Raise novel legal or policy issues arising out of legal 
mandates, the President's priorities, or the principles set forth in 
the Executive Order.

Pursuant to the terms of Executive Order 12866, the Agency has 
determined that this direct final rule is not a ``significant 
regulatory action.''
VII. Regulatory Flexibility Act

    The Regulatory Flexibility Act of 1980 requires federal agencies to 
examine significant adverse impacts of federal regulations on a 
substantial number of small entities. The Agency believes that the 
changes to the test requirements published in this final action are 
unlikely to have a significant economic impact on a substantial number 
of small entities. In fact, the revisions expand the flexibility of 
small businesses required to comply with existing regulations.

VIII. Unfunded Mandates Act

    Under section 202 of the Unfunded Mandates Reform Act of 1995, EPA 
must prepare a budgetary impact statement to accompany any proposed or 
final rule that includes a federal mandate with estimated costs to the 
private sector of $100 million or more, or to state, local, or tribal 
governments of $100 million or more in the aggregate. Under section 
205, EPA must select the most cost-effective and least burdensome 
alternative that achieves the objectives of the rule and is consistent 
with statutory requirements. Section 203 requires EPA to establish a 
plan for informing and advising any small governments that may be 
significantly or uniquely impacted by the rule.
    EPA has determined that this direct final rule imposes no new 
federal requirements and therefore does not include any federal mandate 
with costs to the private sector or to state, local, or tribal 
governments.

IX. Judicial Review

    Under section 307(b) of the Clean Air Act, EPA hereby finds that 
these regulations are of national applicability. Accordingly, judicial 
review of this action is available only by filing a petition for review 
in the United States Court of Appeals for the District of Columbia 
Circuit within 60 days of publication. Under section 307(b)(2) of the 
Act, the requirements that are the subject of this document may not be 
challenged later in judicial proceedings brought by EPA to enforce 
these requirements.

List of Subjects

40 CFR Part 9

    Reporting and recordkeeping requirements.

40 CFR Part 86

    Environmental protection, Administrative practice and procedures, 
Air pollution control, Confidential business information, Gasoline, 
Incorporation by reference, Labeling, Motor vehicle pollution, Motor 
vehicles, Reporting and recordkeeping requirements.

40 CFR Part 600

    Administrative practice and procedures, Electric power, Energy 
conservation, Fuel economy, Gasoline, Labeling, Motor vehicles, 
Reporting and recordkeeping requirements.

    Dated: July 6, 1995.
Carol M. Browner,
Administrator.

    For the reasons set out in the preamble, title 40, chapter I, parts 
9 and 86 of the Code of Federal Regulations, are amended as set forth 
below.

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.

    2. Section 9.1 is amended by removing from the table entries 
86.078-7, 86.082-14, 86.084-5, 86.084-14, 86.084-26, 86.085-8--86.085-
9, 86.085-21--86.085-25, 86.085-27--86.085-30, 86.085-35, 86.085-37--
86.085-38, 86.087-21, 86.087-23, 86.087-25, 86.087-28, 86.087-30, 
86.087-35, 86.088-21, 86.088-23, 86.088-25, 86.088-28, 86.088-30, 
86.088-35, 86.090-7, 86.090-14--86.090-15, 86.090-23, 86.090-25--
86.090-28, 86.090-30, 86.142-82, 86.144-78, 86.537-78, 86.542-78, 
86.1310-84, 86.1310-88, 86.1335-84, 86.1341-84, 86.1342-84, 86.1344-84, 
86.1344-88 and by adding new entries in numerical order under the 
indicated heading 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 New and In-Use Motor Vehicles and New   
 and In-Use Motor Vehicle Engines: Certification and Test Procedures    
                                                                        
                *         *         *         *         *               
86.085-37..................................................    2060-0104
                                                                        
                *         *         *         *         *               
86.090-14..................................................    2060-0104
                                                                        
                *         *         *         *         *               
86.090-25..................................................    2060-0104
86.090-26..................................................    2060-0104
86.090-27..................................................    2060-0104
                                                                        
                *         *         *         *         *               
86.096-7...................................................    2060-0104
86.096-10..................................................    2060-0104
86.096-14..................................................    2060-0104
86.096-26..................................................    2060-0104
86.096-30..................................................    2060-0104
86.099-10..................................................    2060-0104
                                                                        
                *         *         *         *         *               
------------------------------------------------------------------------

PART 86--[AMENDED]

    3. 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)).

    4. Part 86 is amended by removing the following sections: 86.078-7, 
86.081-8, 86.082-8, 86.082-14, 86.083-30, 86.084-5, 86.084-14, 86.084-
15, 86.084-26, 86.085-8, 86.085-9, 86.085-10, 86.085-11, 86.085-21, 
86.085-22, 86.085-23, 86.085-24, 86.085-25, 86.085-27, 86.085-28, 
86.085-29, 86.085-30, 86.085-35, 86.085-38, 86.087-8, 86.087-9, 86.087-
10, 86.087-21, 86.087-23, 86.087-25, 86.087-28, 86.087-29, 86.087-30, 
86.087-35, 86.088-9, 86.088-11, 86.088-21, 86.088-23, 86.088-25, 
86.088-28, 86.088-29, 86.088-30, 86.088-35, 86.090-7, 86.090-10, 
86.090-11, 86.090-15, 86.090-23, 86.090-28, 86.090-29, 86.090-30, 
86.090-35, 86.106-82, 86.109-82, 86.110-82, 86.111-82, 86.112-82, 
86.116-82, 86.119-78, 86.126-78, 86.139-82, 86.142-82, 86.144-78, 
86.401-78, 86.410-78, 86.509-78, 86.511-78, 

[[Page 43887]]
86.513-82, 86.516-78, 86.521-78, 86.526-78, 86.527-78, 86.535-78, 
86.537-78, 86.540-78, 86.542-78, 86.544-78, 86.1309-84, 86.1310-84, 
86.1310-88, 86.1311-84, 86.1335-84, 86.1341-84, 86.1342-84, 86.1344-84, 
86.1344-88, 86.1501-84, 86.1504-84, 86.1506-84, 86.1513-84, 86.1513-87.
    5. Section 86.1 is amended by adding paragraph (b)(4) to read as 
follows:


Sec. 86.1  Reference materials.

* * * * *
    (b) * * *
    (4) California regulatory requirements. The following table sets 
forth California regulatory requirements that have been incorporated by 
reference. The first column lists the name and date of the material. 
The second column lists the sections of the part, other than Sec. 86.1, 
in which the matter is referenced. The second column is presented for 
information only and may not be all-inclusive. Copies of these 
materials may be obtained from U.S. EPA, Office of Air and Radiation, 
401 M Street, S.W., Washington, DC 20460.

------------------------------------------------------------------------
       Document No. and name               40 CFR part 86 reference     
------------------------------------------------------------------------
California Regulatory Requirements   86.096-8; 86.096-9; 86.096-10.     
 Applicable to the Evaporative                                          
 Emissions Program, January 4, 1995.                                    
------------------------------------------------------------------------

Subpart A--[Amended]

    6. Section 86.096-8 of subpart A is amended by revising paragraph 
(b) introductory text and adding paragraph (b)(5)(iv) to read as 
follows:


Sec. 86.096-8  Emission standards for 1996 and later model year light-
duty vehicles.

* * * * *
    (b) Evaporative emissions from light-duty vehicles shall not exceed 
the following standards. The standards apply equally to certification 
and in-use vehicles. The spitback standard also applies to newly 
assembled vehicles. For certification vehicles only, manufacturers may 
conduct testing to quantify a level of nonfuel background emissions for 
an individual test vehicle. Such a demonstration must include a 
description of the source(s) of emissions and an estimated decay rate. 
The demonstrated level of nonfuel background emissions may be 
subtracted from emission test results from certification vehicles if 
approved in advance by the Administrator.
* * * * *
    (5) * * *
    (iv) For the 1996 model year, manufacturers may satisfy the testing 
requirements for federal certification to the evaporative standards of 
paragraph (b) of this section, except the fuel dispensing spitback 
test, by presenting test results from the certification procedures 
defined by the California Regulatory Requirements Applicable to the 
Evaporative Emissions Program (January 4, 1995). These requirements 
have been incorporated by reference (see Sec. 86.1).
* * * * *
    7. Section 86.096-9 of subpart A is amended by revising paragraphs 
(b) introductory text and (c) through (k), and adding paragraph 
(b)(5)(iv) to read as follows:


Sec. 86.096-9  Emission standards for 1996 and later model year light-
duty trucks.

* * * * *
    (b) Evaporative emissions from light-duty trucks shall not exceed 
the following standards. The standards apply equally to certification 
and in-use vehicles. The spitback standard also applies to newly 
assembled vehicles. For certification vehicles only, manufacturers may 
conduct testing to quantify a level of nonfuel background emissions for 
an individual test vehicle. Such a demonstration must include a 
description of the source(s) of emissions and an estimated decay rate. 
The demonstrated level of nonfuel background emissions may be 
subtracted from emission test results from certification vehicles if 
approved in advance by the Administrator.
* * * * *
    (5) * * *
    (iv) For the 1996 model year, manufacturers may satisfy the testing 
requirements for federal certification to the evaporative standards of 
paragraph (b) of this section, except the fuel dispensing spitback 
test, by presenting test results from the certification procedures 
defined by the California Regulatory Requirements Applicable to the 
Evaporative Emissions Program (January 4, 1995). These requirements 
have been incorporated by reference (see Sec. 86.1).
    (c) [Reserved]. For guidance see Sec. 86.094-9.
    (d) through (f) [Reserved].
    (g) through (k) [Reserved]. For guidance see Sec. 86.094-9.
    8. Section 86.096-10 of subpart A is amended by revising paragraph 
(b) introductory text and adding paragraph (b)(5)(iv) to read as 
follows:


Sec. 86.096-10  Emission standards for 1996 and later model year Otto-
cycle heavy-duty engines and vehicles.

* * * * *
    (b) Evaporative emissions from heavy-duty vehicles shall not exceed 
the following standards. The standards apply equally to certification 
and in-use vehicles. The spitback standard also applies to newly 
assembled vehicles. For certification vehicles only, manufacturers may 
conduct testing to quantify a level of nonfuel background emissions for 
an individual test vehicle. Such a demonstration must include a 
description of the source(s) of emissions and an estimated decay rate. 
The demonstrated level of nonfuel background emissions may be 
subtracted from emission test results from certification vehicles if 
approved in advance by the Administrator.
* * * * *
    (5) * * *
    (iv) For the 1996 model year, manufacturers may satisfy the testing 
requirements for federal certification to the evaporative standards of 
paragraph (b) of this section, except the fuel dispensing spitback 
test, by presenting test results from the certification procedures 
defined by the California Regulatory Requirements Applicable to the 
Evaporative Emissions Program (January 4, 1995). These requirements 
have been incorporated by reference (see Sec. 86.1).
* * * * *
    9. Section 86.096-11 of subpart A is amended by revising paragraph 
(b)(5)(i) to read as follows:


Sec. 86.096-11  Emission standards for 1996 and later model year diesel 
heavy-duty engines and vehicles.

* * * * *
    (b) * * *
    (5)(i) For vehicles with a Gross Vehicle Weight Rating of up to 
26,000 lbs, the standards set forth in paragraphs (b)(3) and (b)(4) of 
this section refer to a composite sample of evaporative emissions 
collected under the conditions and measured in accordance with the 
procedures set forth in subpart M of this part. For certification 
vehicles only, manufacturers may conduct testing to quantify a level of 
nonfuel background emissions for an individual test vehicle. Such a 
demonstration must include a description of the source(s) of emissions 
and an estimated decay rate. The demonstrated level of nonfuel 
background emissions may be subtracted from emission test results from 
certification vehicles if approved in advance by the Administrator.
* * * * * 

[[Page 43888]]

    10. Section 86.098-7 of subpart A is amended by adding paragraphs 
(h)(1) through (h)(5) to read as follows:


Sec. 86.098-7   Maintenance of records; submittal of information; right 
of entry.

* * * * *
    (h)(1) through (h)(5) [Reserved]. For guidance see Sec. 86.094-7.
* * * * *
    11. Section 86.098-11 of subpart A is amended by revising paragraph 
(b)(3)(iii)(A) to read as follows:


Sec. 86.098-11   Emission standards for 1998 and later model year 
diesel heavy-duty engines and vehicles.

* * * * *
    (b) * * *
    (3) * * *
    (iii)(A) For vehicles with a Gross Vehicle Weight Rating of up to 
26,000 lbs, the standards set forth in paragraph (b)(3) of this section 
refer to a composite sample of evaporative emissions collected under 
the conditions and measured in accordance with the procedures set forth 
in subpart M of this part. For certification vehicles only, 
manufacturers may conduct testing to quantify a level of nonfuel 
background emissions for an individual test vehicle. Such a 
demonstration must include a description of the source(s) of emissions 
and an estimated decay rate. The demonstrated level of nonfuel 
background emissions may be subtracted from emission test results from 
certification vehicles if approved in advance by the Administrator.
* * * * *
    12. Section 86.098-26 is amended by removing paragraphs 
(a)(3)(i)(B) through (a)(3)(ii)(B) and adding paragraphs (a)(3)(i)(D) 
through (a)(3)(ii)(B) to read as follows:


Sec. 86.098-26   Mileage and service accumulation; emission 
measurements.

* * * * *
    (a)(3)(i)(D) through (a)(3)(ii)(B) [Reserved]. For guidance see 
Sec. 86.094-26.
* * * * *
    13. Section 86.099-8 of subpart A is amended by revising paragraph 
(b) introductory text to read as follows:


Sec. 86.099-8  Emission standards for 1999 and later model year light-
duty vehicles.

* * * * *
    (b) Evaporative emissions from light-duty vehicles shall not exceed 
the following standards. The standards apply equally to certification 
and in-use vehicles. The spitback standard also applies to newly 
assembled vehicles. For certification vehicles only, manufacturers may 
conduct testing to quantify a level of nonfuel background emissions for 
an individual test vehicle. Such a demonstration must include a 
description of the source(s) of emissions and an estimated decay rate. 
The demonstrated level of nonfuel background emissions may be 
subtracted from emission test results from certification vehicles if 
approved in advance by the Administrator.
* * * * *
    14. Section 86.099-9 of subpart A is amended by revising paragraph 
(b) introductory text to read as follows:


Sec. 86.099-9   Emission standards for 1999 and later model year light-
duty trucks.

* * * * *
    (b) Evaporative emissions from light-duty trucks shall not exceed 
the following standards. The standards apply equally to certification 
and in-use vehicles. The spitback standard also applies to newly 
assembled vehicles. For certification vehicles only, manufacturers may 
conduct testing to quantify a level of nonfuel background emissions for 
an individual test vehicle. Such a demonstration must include a 
description of the source(s) of emissions and an estimated decay rate. 
The demonstrated level of nonfuel background emissions may be 
subtracted from emission test results from certification vehicles if 
approved in advance by the Administrator.
* * * * *
    15. Section 86.099-10 of subpart A is amended by revising paragraph 
(b) introductory text to read as follows:


Sec. 86.099-10  Emission standards for 1999 and later model year Otto-
cycle heavy-duty engines and vehicles.

* * * * *
    (b) Evaporative emissions from heavy-duty vehicles shall not exceed 
the following standards. The standards apply equally to certification 
and in-use vehicles. The spitback standard also applies to newly 
assembled vehicles. For certification vehicles only, manufacturers may 
conduct testing to quantify a level of nonfuel background emissions for 
an individual test vehicle. Such a demonstration must include a 
description of the source(s) of emissions and an estimated decay rate. 
The demonstrated level of nonfuel background emissions may be 
subtracted from emission test results from certification vehicles if 
approved in advance by the Administrator.
* * * * *
    16. Section 86.099-11 of subpart A is amended by revising paragraph 
(b)(3)(iii)(A) to read as follows:


Sec. 86.099-11   Emission standards for 1999 and later model year 
diesel heavy-duty engines and vehicles.

* * * * *
    (b) * * *
    (3) * * *
    (iii)(A) For vehicles with a Gross Vehicle Weight Rating of up to 
26,000 lbs, the standards set forth in paragraph (b)(3) of this section 
refer to a composite sample of evaporative emissions collected under 
the conditions and measured in accordance with the procedures set forth 
in subpart M of this part. For certification vehicles only, 
manufacturers may conduct testing to quantify a level of nonfuel 
background emissions for an individual test vehicle. Such a 
demonstration must include a description of the source(s) of emissions 
and an estimated decay rate. The demonstrated level of nonfuel 
background emissions may be subtracted from emission test results from 
certification vehicles if approved in advance by the Administrator.
* * * * *

Subpart B--[Amended]

    17. Section 86.106-96 of subpart B is amended by revising paragraph 
(a) introductory text to read as follows:


Sec. 86.106-96   Equipment required; overview.

    (a) This subpart contains procedures for exhaust emission tests on 
petroleum-fueled, natural gas-fueled, liquefied petroleum gas-fueled, 
and methanol-fueled light-duty vehicles and light-duty trucks, and for 
evaporative emission tests on gasoline-fueled, natural gas-fueled, 
liquefied petroleum gas-fueled, and methanol-fueled light-duty vehicles 
and light-duty trucks. Certain items of equipment are not necessary for 
a particular test, e.g., evaporative enclosure when testing petroleum-
fueled diesel vehicles. Alternate equipment, procedures, and 
calculation methods may be used if shown to yield equivalent or 
superior results, and if approved in advance by the Administrator. 
Equipment required and specifications are as follows:
* * * * *
    18. Section 86.107-96 of subpart B is amended by revising 
paragraphs (a)(1) introductory text, (a)(1)(ii)(A), (a)(1)(ii)(B), 
(a)(2), (a)(3)(i), (a)(3)(ii), (c)(1), (d), (e), and (f) to read as 
follows:


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

    (a) Testing enclosures--(1) Diurnal emission test. The enclosure 
shall be readily sealable, rectangular in shape, with space for 
personnel access to all sides of the vehicle. When sealed, the 

[[Page 43889]]
enclosure shall be gas tight in accordance with Sec. 86.117-96. 
Interior surfaces must be impermeable and nonreactive to hydrocarbons 
(and to methanol, if the enclosure is used for methanol-fueled 
vehicles). The temperature conditioning system shall be capable of 
controlling the internal enclosure air temperature to follow the 
prescribed temperature versus time cycle as specified in Sec. 86.133-96 
and Appendix II of this part, within an instantaneous tolerance of 
3.0 deg. F of the nominal temperature versus time profile 
throughout the test, and an average tolerance of 2.0 deg. F over the 
duration of the test (where the average is calculated using the 
absolute value of each measured deviation). The control system shall be 
tuned to provide a smooth temperature pattern that has a minimum of 
overshoot, hunting, and instability about the desired long-term ambient 
temperature profile. Interior surface temperatures shall not be less 
than 40 deg. F at any time during the diurnal emission test. To 
accommodate the volume changes due to enclosure temperature changes, 
either a variable-volume or fixed-volume enclosure may be used for 
diurnal emission testing:
* * * * *
    (ii) Fixed-volume enclosure. * * *
    (A) The enclosure shall be equipped with a mechanism to maintain a 
fixed internal air volume. This may be accomplished either by 
withdrawing air at a constant rate and providing makeup air as needed, 
or by reversing the flow of air into and out of the enclosure in 
response to rising or falling temperatures. If inlet air is added 
continuously throughout the test, it should be filtered with activated 
carbon to provide a relatively low and constant hydrocarbon level. Any 
method of volume accommodation shall maintain the differential between 
the enclosure internal pressure and the barometric pressure to a 
maximum value of 2.0 inches of water.
    (B) The equipment shall be capable of measuring the mass of 
hydrocarbon and methanol (if the enclosure is used for methanol-fueled 
vehicles) in the inlet and outlet flow streams with a resolution of 
0.01 gram per hour. A bag sampling system may be used to collect a 
proportional sample of the air withdrawn from and admitted to the 
enclosure. Alternatively, the inlet and outlet flow streams may be 
continuously analyzed using an on-line FID analyzer and integrated with 
the flow measurements to provide a continuous record of the mass 
hydrocarbon and methanol removal.
    (2) Running loss test. The enclosure shall be readily sealable, 
rectangular in shape, with space for personnel access to all sides of 
the vehicle. When sealed, the enclosure shall be gas tight in 
accordance with Sec. 86.117-96. The enclosure may be equipped with a 
personnel door, provided that the enclosure can still meet the 
requirements of Sec. 86.117-96 with the door installed. Interior 
surfaces must be impermeable and nonreactive to hydrocarbons and to 
methanol (if the enclosure is used for methanol-fueled vehicles). 
Interior surface temperatures shall not be less than 40 deg. F. If a 
running loss enclosure meets all the requirements of paragraph (a)(1) 
of this section, it may be used as a diurnal evaporative emission 
enclosure. The enclosure must contain a dynamometer that meets the 
requirements of Sec. 86.108. Provisions shall be made to remove exhaust 
gases from the enclosure. During the running loss test, ambient 
temperatures must be maintained at 955 deg. F 
(952 deg. F on average). An air or oxygen cylinder with an 
attached self-contained breathing apparatus may be provided for the 
vehicle operator. The air required for vehicle operation shall be 
provided by one of the following methods:
    (i) The running loss enclosure may be equipped to supply air to the 
vehicle, at a temperature of 955 deg. F, from sources 
outside of the running loss enclosure directly into the operating 
engine's air intake system. Supplemental air requirements (e.g., for an 
air pump) shall be supplied by drawing air from the engine intake 
source.
    (ii) If it is shown to yield equivalent or superior results, the 
running loss enclosure may be designed with an air makeup system that 
brings outside air into the enclosure to accommodate the aspiration 
needs of the engine and any auxiliary devices. The makeup air shall be 
monitored to establish the background hydrocarbon levels (or 
hydrocarbon and methanol, levels, if applicable) of the makeup air. A 
filter may be used to provide dry air with a stable concentration of 
background hydrocarbon. The makeup-air vent shall be readily sealable 
for calibration of the enclosure and other purposes. For calculation of 
running loss emissions, it may be assumed that the hydrocarbon and 
methanol concentration in the air consumed by the vehicle is the same 
as that of the rest of the air in the enclosure.
    (3) Hot soak test. * * *
    (i) If the hot soak test is conducted in the same enclosure as the 
immediately preceding running loss test, interior surface temperatures 
shall not be below 70 deg. F for the last 55 minutes of the hot soak 
test.
    (ii) If the hot soak test is not conducted in the same enclosure as 
the immediately preceding running loss test, interior surface 
temperatures shall not be below 70 deg. F for the duration of the hot 
soak test.
* * * * *
    (c) Evaporative emission hydrocarbon and methanol data recording 
system.
    (1) The electrical output of the FID used for measuring 
hydrocarbons (or hydrocarbons plus methanol, as appropriate) shall be 
recorded at least at the initiation and termination of each running 
loss and hot soak test, and at least at the initiation and termination 
of the enclosure sampling period(s) for the diurnal emission test, as 
described in Sec. 86.133. The recording may be taken by means of a 
strip chart potentiometric recorder, by use of an on-line computer 
system or other suitable means. In any case, the recording system must 
have operational characteristics (signal-to-noise ratio, speed of 
response, etc.) equivalent to or better than those of the signal source 
being recorded, and must provide a permanent record of results. The 
record shall show a positive indication of the initiation and 
completion of each hot soak, running loss, or diurnal emission test 
(including initiation and completion of sampling period(s)), along with 
the time elapsed during each soak.
* * * * *
    (d) Fuel temperature control system. Fuel temperatures of the test 
vehicle shall be controlled, as specified in Sec. 86.134(g)(1)(xv), 
with the following combination of fans. The control system shall be 
tuned and operated to provide a smooth and continuous fuel temperature 
profile that is representative of the on-road temperature profile. The 
running loss test configuration should be designed to avoid heating or 
cooling the fuel tank's vapor space in a way that would cause vapor 
temperature behavior to be unrepresentative of the vehicle's on-road 
profile.
    (1) A vehicle cooling fan shall discharge air to the front of the 
vehicle. The fan shall be a road-speed modulated fan that is controlled 
to a discharge velocity that follows the dynamometer roll speed, at 
least up to speeds of 30 mph, throughout the driving cycle. If a 
warning light or gauge indicates that the vehicle's engine coolant has 
overheated, subsequent test runs on the vehicle must include a vehicle 
cooling fan that follows the dynamometer roll speed at all speeds 
throughout the test cycle. The fan may direct airflow to both the 

[[Page 43890]]
vehicle radiator air inlet(s) and the vehicle underbody.
    (2) An additional fan may be used to discharge airflow from the 
front of the vehicle directly to the vehicle underbody to control fuel 
temperatures. Such a fan shall provide a total discharge airflow not to 
exceed 8,000 cfm.
    (3) Additional fans may be used to route heating or cooling air 
directly at the bottom of the vehicle's fuel tank. The air supplied to 
the tank shall be between 85 deg. and 160 deg. F, with a total 
discharge airflow not to exceed 4,000 cfm. For exceptional 
circumstances, manufacturers may direct up to 6,000 cfm at the bottom 
of the fuel tank with the advance approval of the Administrator.
    (4) Direct fuel heating may be needed for canister preconditioning, 
as specified in Sec. 86.132(j)(2). Also, under exceptional 
circumstances in which airflow alone is insufficient to control fuel 
temperatures during the running loss test, direct fuel tank heating may 
be used (see Sec. 86.134-96(g)(1)(xv)). The heating system must not 
cause hot spots on the tank wetted surface that could cause local 
overheating of the fuel. Heat must not be applied directly to the 
tank's vapor space, nor to the liquid-vapor interface.
    (e) Temperature recording system. A strip chart potentiometric 
recorder, an on-line computer system, or other suitable means shall be 
used to record enclosure ambient temperature during all evaporative 
emission test segments, as well as vehicle fuel tank temperature during 
the running loss test. The recording system shall record each 
temperature at least once every minute. The recording system shall be 
capable of resolving time to 15 s and capable of resolving 
temperature to 0.75 deg. F (0.42 deg. C). The 
temperature recording system (recorder and sensor) shall have an 
accuracy of 3 deg. F (1.7 deg. C). The recorder 
(data processor) shall have a time accuracy of 15 s and a 
precision of 15 s. Enclosures shall be equipped with two 
ambient temperature sensors, connected to provide one average output, 
located 3 feet above the floor at the approximate mid-length of each 
side wall of the enclosure and within 3 to 12 inches of each side wall. 
For diurnal emission testing, an additional temperature sensor shall be 
located underneath the vehicle to provide a temperature measurement 
representative of the air temperature under the fuel tank. For running 
loss testing, an ambient temperature sensor shall be located at the 
inlet to the fan that provides engine cooling. Manufacturers shall 
arrange that vehicles furnished for testing at federal certification 
facilities be equipped with temperature sensors for measurement of fuel 
tank temperatures. Vehicles shall be equipped with two temperature 
sensors installed to provide an average liquid fuel temperature. The 
temperature sensors shall be placed to measure the temperature at the 
mid-volume of the liquid fuel at a fill level of 40 percent of nominal 
tank capacity. An additional temperature sensor may be placed to 
measure vapor temperatures approximately at the mid-volume of the vapor 
space, though measurement of vapor temperatures is optional during the 
running loss test. In-tank temperature sensors are not required for the 
supplemental two-diurnal test sequence specified in Sec. 86.130-96.
    (f) Pressure recording system. A strip chart potentiometric 
recorder, an on-line computer system, or other suitable means, shall be 
used to record the enclosure gage pressure for any testing in an 
enclosure, as well as the vehicle's fuel tank pressure during the 
running loss test and the outdoor driving procedure specified in 
Sec. 86.129-94(d). Fuel tank pressure measurement and recording 
equipment are optional during the running loss test. The recording 
system shall record each pressure at least once every minute. The 
recording system shall be capable of resolving time to 15 s 
and capable of resolving pressure to 0.1 inches of water. 
The pressure recording system (recorder and sensor) shall have an 
accuracy of 1.0 inch of water. The recorder (data 
processor) shall have a time accuracy of 15 s and a 
precision of 15 s. The pressure transducer shall be 
installed to measure the pressure in the vapor space of the fuel tank.
* * * * *
    19. Section 86.107-98 of subpart B is amended by revising paragraph 
(e)(1) to read as follows:


Sec. 86.107-98  Sampling and analytical system.

* * * * *
    (e) Temperature recording system--(1) For all emission testing. A 
strip chart potentiometric recorder, an on-line computer system, or 
other suitable means shall be used to record enclosure ambient 
temperature during all evaporative emission test segments, as well as 
vehicle fuel tank temperature during the running loss test. The 
recording system shall record each temperature at least once every 
minute. The recording system shall be capable of resolving time to 
15 s and capable of resolving temperature to 
0.75 deg. F (0.42 deg. C). The temperature 
recording system (recorder and sensor) shall have an accuracy of 
3 deg. F (1.7 deg. C). The recorder (data 
processor) shall have a time accuracy of 15 s and a 
precision of 15 s. Enclosures shall be equipped with two 
ambient temperature sensors, connected to provide one average output, 
located 3 feet above the floor at the approximate mid-length of each 
side wall of the enclosure and within 3 to 12 inches of each side wall. 
For diurnal emission testing, an additional temperature sensor shall be 
located underneath the vehicle to provide a temperature measurement 
representative of the temperature of the air under the fuel tank. For 
running loss testing, an ambient temperature sensor shall be located at 
the inlet to the fan that provides engine cooling. Manufacturers shall 
arrange that vehicles furnished for testing at federal certification 
facilities be equipped with temperature sensors for measurement of fuel 
tank temperature. Vehicles shall be equipped with 2 temperature sensors 
installed to provide an average liquid fuel temperature. The 
temperature sensors shall be placed to measure the temperature at the 
mid-volume of the liquid fuel at a fill level of 40 percent of nominal 
tank capacity. An additional temperature sensor may be placed to 
measure vapor temperatures approximately at the mid-volume of the vapor 
space, though measurement of vapor temperatures is optional during the 
running loss test. In-tank temperature sensors are not required for the 
supplemental two-diurnal test sequence specified in Sec. 86.130-96 or 
for the refueling test specified in Sec. 86.151-98.
* * * * *
    20. Section 86.117-96 of subpart B is amended by revising the 
introductory text and paragraphs (a)(1)(ii), (a)(1)(iii), (a)(7), (b), 
(c) heading, (c)(1) introductory text, (c)(1)(iv), (c)(1)(v), 
(c)(1)(vii), (d)(1) introductory text and equation, (d)(1)(v), and 
(e)(1)(iii), adding paragraph (d)(3), and removing and reserving 
paragraphs (d)(1)(iii) and (d)(1)(iv) to read as follows:


Sec. 86.117-96   Evaporative emission enclosure calibrations.

    The calibration of evaporative emission enclosures consists of 
three parts: initial and periodic determination of enclosure background 
emissions (hydrocarbons and methanol); initial determination of 
enclosure internal volume; and periodic hydrocarbon and methanol 
retention check and calibration. Methanol measurements may be omitted 
if methanol-fueled vehicles will not be tested in the evaporative 
enclosure. Alternate calibration methods may be used if 

[[Page 43891]]
shown to yield equivalent or superior results, and if approved in 
advance by the Administrator; specifically, more extreme temperatures 
may be used for determining calibration without affecting the validity 
of test results.
    (a) Initial and periodic determination of enclosure background 
emissions. * * *
    (1) * * *
    (ii) Fixed-volume enclosures may be operated with inlet and outlet 
flow streams either closed or open; if inlet and outlet flow streams 
are open, the air flowing into and out of the enclosure must be 
monitored in accordance with Sec. 86.107-96(a)(1)(ii)(B). Ambient 
temperatures shall be maintained at 963 deg. F throughout 
the 4-hour period.
    (iii) For running loss enclosures ambient temperatures shall be 
maintained at 953 deg. F throughout the 4-hour period. For 
running loss enclosures designed with a vent for makeup air, the 
enclosure shall be operated with the vent closed.
* * * * *
    (7) Allow the enclosure to stand undisturbed for four hours.
* * * * *
    (b) Initial determination of enclosure internal volume. Prior to 
its introduction into service the enclosure internal volume shall be 
determined by the following procedure:
    (1) Carefully measure the internal length, width and height of the 
enclosure, accounting for irregularities (such as braces) and calculate 
the internal volume. For variable-volume enclosures, latch the 
enclosure to a fixed volume when the enclosure is held at a constant 
temperature; this nominal volume shall be repeatable within 
0.5 percent of the reported value.
    (2) [Reserved].
    (3) [Reserved].
    (c) Hydrocarbon and methanol (organic gas) retention check and 
calibration. * * *
    (1) An enclosure to be used for the diurnal emission test (see 
Sec. 86.133-96) shall be calibrated according to the following 
procedure. Calibration for hydrocarbon and methanol may be conducted 
simultaneously or in sequential test runs.
* * * * *
    (iv) [Reserved].
    (v) Turn on the ambient temperature control system (if not already 
on) and adjust it for an initial temperature of 96 deg. F (36 deg. C). 
On variable-volume enclosures, latch the enclosure to the appropriate 
volume position for the set temperature. On fixed-volume enclosures 
close the outlet and inlet flow streams.
* * * * *
    (vii) Inject into the enclosure 2 to 6 grams of pure methanol at a 
temperature of at least 150 deg. F (65 deg. C) and/or 2 to 6 grams of 
pure propane. The injected quantity may be measured by volume flow or 
by mass measurement. The method used to measure the quantity of 
methanol and propane shall have an accuracy of 0.2 percent 
of the measured value (less accurate methods may be used with the 
advance approval of 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, the net withdrawn methanol (in the case of diurnal 
emission testing with fixed-volume enclosures), and initial and final 
temperature and pressure according to the following equation:
[GRAPHIC][TIFF OMITTED]TR23AU95.000

Where:
* * * * *
    (iii) [Reserved].
    (iv) [Reserved].
    (v) VE=Volume of sample withdrawn, ft3. Sample volumes 
must be corrected for differences in temperature to be consistent with 
determination of Vn, prior to being used in the equation.
* * * * *
    (3) For variable-volume enclosures, defined in 
Sec. 86.107(a)(1)(i), the following simplified form of the hydrocarbon 
mass change equation may be used:
[GRAPHIC][TIFF OMITTED]TR23AU95.001

    (e) Calibration of equipment for point-source testing of running 
losses. * * *
    (1) * * *
    (iii) Operate the vapor sampling system in the normal manner and 
release a known quantity of pure propane into the most frequently used 
fuel vapor collector during the sampling period (approximately 5 
minutes).
* * * * *
    21. Section 86.129-94 of subpart B is amended by revising 
paragraphs (d)(1), (d)(2)(iii), (d)(3)(ii), (d)(3)(iii), (d)(4)(i), 
(d)(4)(ii), (d)(4)(iii), (d)(7)(iii), and (d)(7)(iv) and adding 
paragraph (d)(7)(v) to read as follows:


Sec. 86.129-94   Road load power, test weight, inertia weight class 
determination, and fuel temperature profile.

* * * * *
    (d) Fuel temperature profile--(1) General requirements. (i) To be 
tested for running losses, as specified in Sec. 86.134, a vehicle must 
have a fuel temperature profile. The following procedure is used to 
generate the fuel temperature profile, which serves as a target for 
controlling fuel temperatures during the running loss test. This 
profile represents the fuel temperature change that occurs during on-
road driving. If a vehicle has more than one fuel tank, a profile shall 
be established for each tank. Manufacturers may also simultaneously 
generate a profile for vapor temperatures.
    (ii) If a manufacturer uses a vehicle model to develop a profile to 
represent multiple models, the vehicle model selected must have the 
greatest expected fuel temperature increase during driving of all those 
models it represents. Also, manufacturers must select test vehicles 

[[Page 43892]]
with any available vehicle options that increase fuel temperatures 
during driving (for example, any feature that limits underbody 
airflow).
    (iii) Manufacturers may conduct testing to develop fuel temperature 
profiles in a laboratory setting, subject to approval by the 
Administrator. The laboratory facility should simulate outdoor testing 
to reproduce fuel and vapor temperature behavior over the specified 
driving schedule. The design of the laboratory facility should include 
consideration of any parameters that may affect fuel temperatures, such 
as solar loading, pavement heat, and relative wind velocities around 
and underneath the test vehicle. Indoor testing to develop the fuel 
temperature profiles must be conducted with little or no vehicle-
specific adjustment of laboratory parameters. Manufacturers would need 
to maintain an ongoing demonstration of correlation between laboratory 
and outdoor measurement of fuel temperatures. Specifically, fuel 
temperatures and pressures from indoor driving should be at least as 
high as measured when driving outdoors according to the procedures 
described in this section.
    (iv) Small-volume manufacturers, as defined in Sec. 86.094-
14(b)(1), may use an alternate method for generating fuel temperature 
profiles, subject to the approval of the Administrator.
    (v) The Administrator may conduct testing to establish any 
vehicle's temperature profiles or to verify compliance with fuel tank 
pressure requirements.
    (2) * * *
    (iii) The data recording system described in paragraph (d)(2)(ii) 
of this section shall be capable of resolving time to 1 s, 
capable of resolving temperature to 2 deg. F, capable of 
resolving pressure to 1.0 inch of water, and capable of 
resolving speed to 1 mph. The temperature and pressure 
signals shall be recorded at intervals of up to 1 minute; speed signals 
shall be recorded at intervals of up to 1 second.
    (3) * * *
    (ii) Wind conditions shall be calm to light with maximum wind speed 
of 15 mph. In the case of temporary gusting, wind speeds between 15 and 
25 mph may occur for up to 5 percent of the total driving time without 
invalidating the data collection. Wind speed shall be measured and 
recorded in regular intervals of at least once per minute. Measure wind 
speed with the following requirements (based on Federal Standard for 
Siting Meteorological Sensors at Airports, FCM-S4-1987). The site 
should be relatively level, but small gradual slopes are acceptable. 
The sensor shall be mounted 30 to 33 feet (9 to 10 meters) above the 
average ground height within a radius of 500 feet (150 meters). The 
sensor height shall not exceed 33 feet, except as necessary to be at 
least 15 feet (5 meters) above the height of any obstruction (e.g. 
vegetation, buildings, etc.) within a 500 foot (150 meter) radius. An 
object is considered to be an obstruction if the included lateral angle 
from the sensor to the ends of the object is 10 degrees or more.
    (iii) Road surface temperature shall be at least 125  deg.F 
throughout the driving period. Pavement temperature shall be measured 
and recorded in regular intervals of at least once per minute. The 
track temperature may be measured with an embedded sensor, a portable 
temperature probe, or an infrared pyrometer that can provide an 
accuracy of 2  deg.F. Temperatures must be measured on a 
surface representative of the surface where the vehicle is driven.
* * * * *
    (4) Profile determination procedure. (i) Drain the fuel tank(s) and 
fill with test fuel to the ``tank fuel volume'' defined in Sec. 86.082-
2. The test fuel should meet the specifications of Sec. 86.113, except 
that fuel with a lower volatility may be used, subject to Administrator 
approval. Manufacturers using a lower volatility fuel must generate a 
vapor temperature profile for demonstrating compliance with the limit 
on fuel tank pressure during the running loss test (see Sec. 86.134-
96).
    (ii) The vehicle shall be moved to the location where the data is 
to be collected. It may be driven a maximum distance of 5 miles and may 
also be transported by other means. The vehicle shall be stabilized by 
one of the following methods:
    (A) The vehicle shall be parked for a minimum of 12 hours in an 
open area on a surface that is representative of the test road, without 
any artificial heating or cooling of the fuel. The orientation of the 
front of the vehicle during parking (e.g., N, SW, etc.) shall be 
documented.
    (B) The vehicle may be soaked in a temperature-controlled 
environment to stabilize fuel temperatures. Before starting the drive, 
the vehicle shall be stabilized with fuel temperatures 95 3 
 deg.F for at least one hour. The fuel temperature may not exceed 98 
deg.F at any time before the beginning of the driving schedule, during 
which only whole-vehicle heating and cooling may be used to control 
fuel temperatures. If a manufacturer uses the provisions of paragraph 
(d)(7)(v) of this section to establish a lower initial fuel temperature 
for the running loss test, the fuel in the test vehicle may not be 
stabilized at a temperature higher than the newly established initial 
fuel temperature.
    (iii) Once the ambient conditions specified in paragraph (d)(3) of 
this section are met and the vehicle has been stabilized according to 
paragraph (d)(4)(ii) of this section, the vehicle's engine may be 
started. The vehicle's air conditioning system (if so equipped) shall 
be set to the ``normal'' air conditioning mode and adjusted to the 
minimum discharge air temperature and high fan speed. Vehicles equipped 
with automatic temperature controlled air conditioning systems shall be 
set to operate in ``automatic'' temperature and fan modes with the 
system set at 72  deg.F.
* * * * *
    (7) * * *
    (iii) If all these requirements are met, the following calculations 
shall be performed to determine a profile for liquid fuel temperatures 
and, if applicable, for vapor temperatures:

Ti,profile=Ti-To.

Where:

    (A) Ti,profile=the series of temperatures that comprise the 
relative temperature profile.
    (B) Ti=the series of observed liquid fuel or vapor 
temperatures during the drive.
    (C) To=the liquid fuel or vapor temperature observed at the 
start of the specified driving schedule.
    (iv) The relative temperature profile consists of the set of 
temperatures at each 1-minute interval. If temperatures are sampled 
more frequently than once per minute, the temperature data points may 
represent a rolling average of temperatures sampled for up to one-
minute intervals. If multiple valid test runs are conducted for any 
model, then all the collected data shall be used to calculate a 
composite profile, based on the average temperatures at each point. The 
absolute temperature profile is determined by adding 95  deg.F (35 
deg.C) to each point of the relative profile. Other methodologies for 
developing corrected liquid fuel and vapor space temperature profiles 
may be used if demonstrated to yield equivalent results and approved in 
advance by the Administrator.
    (v) Manufacturers may use a lower initial fuel temperature for the 
running loss test, if approved in advance by the Administrator. To 
demonstrate the need for such an adjustment, manufacturers would be 
expected to determine the maximum fuel temperature experienced by a 
vehicle during an extended park or after driving one UDDS cycle when 
exposed to the ambient conditions described in paragraph (d)(3) of this 
section. To use this provision, 

[[Page 43893]]
manufacturers would have to show maximum fuel temperatures no greater 
than 92  deg.F.
    22. Section 86.130-96 of subpart B is amended by revising figure 
B96-10 at the end of the section and adding paragraph (e) to read as 
follows:


Sec. 86.130-96  Test sequence; general requirements.

* * * * *
    (e) If tests are invalidated after collection of emission data from 
previous test segments, the test may be repeated to collect only those 
data points needed to complete emission measurements. Compliance with 
emission standards may be determined by combining emission measurements 
from different test runs. If any emission measurements are repeated, 
the new measurements supersede previous values.

BILLING CODE 6560-50-P
      

[[Page 43894]]
    [GRAPHIC][TIFF OMITTED]TR23AU95.008
    


BILLING CODE 6560-50-C

[[Page 43895]]

    23. Section 86.131-96 of subpart B is amended by revising paragraph 
(d) to read as follows:


Sec. 86.131-96  Vehicle preparation.

* * * * *
    (d) For vehicles to be tested for running loss emissions, prepare 
the fuel tank(s) for measuring and recording the temperature and 
pressure of the fuel tank as specified in Sec. 86.107-96 (e) and (f). 
Measurement of vapor temperature is optional during the running loss 
test. If vapor temperature is not measured, fuel tank pressure need not 
be measured.
* * * * *
    24. Section 86.132-96 of subpart B is amended by revising 
paragraphs (c), (f), (h) introductory text, (h)(1)(i), (h)(2), (j) 
introductory text, (j)(1) introductory text, (j)(1)(i), and (j)(1)(vi) 
to read as follows:


Sec. 86.132-96  Vehicle preconditioning.

* * * * *
    (c)(1) Gasoline- and methanol-fueled vehicles shall be soaked for 
at least 6 hours after being refueled. Petroleum-fueled diesel vehicles 
and gaseous-fueled vehicles shall be soaked for at least 1 hour after 
being refueled. Following this soak period, the test vehicle shall be 
placed, either by being driven or pushed, on a dynamometer and operated 
through one Urban Dynamometer Driving Schedule (UDDS), specified in 
Sec. 86.115 and Appendix I of this part.
    (2) Once a test vehicle has completed the refueling and vehicle 
soak steps specified in paragraphs (b) and (c)(1) of this section, 
these steps may be omitted in subsequent testing with the same vehicle 
and the same fuel specifications, provided the vehicle remains under 
laboratory ambient temperature conditions for at least 6 hours before 
starting the next test. In such cases, each subsequent test shall begin 
with the preconditioning drive specified in this paragraph. The test 
vehicle may not be used to set dynamometer horsepower.
* * * * *
    (f)(1) Gasoline- and methanol-fueled vehicles. After completion of 
the preconditioning drive, the vehicle shall be driven off the 
dynamometer. The vehicle's fuel tank(s) shall be drained and then 
filled with test fuel, as specified in Sec. 86.113, to the ``tank fuel 
volume'' defined in Sec. 86.082-2. The vehicle shall be refueled within 
1 hour after completion of the preconditioning drive. The fuel cap(s) 
shall be installed within 1 minute after refueling. The vehicle shall 
be parked within five minutes after refueling.
    (2) Petroleum-fueled diesel vehicles. Within five minutes after 
completion after the preconditioning drive, the vehicle shall be driven 
off the dynamometer and parked.
    (3) Gaseous-fueled vehicles. After completion of the 
preconditioning drive, the vehicle shall be driven off the dynamometer. 
Vehicle fuel tanks shall be refilled with fuel that meets the 
specifications in Sec. 86.113. Fuel tanks shall be filled to a minimum 
of 75% of service pressure for natural gas-fueled vehicles or a minimum 
of 75% of available fill volume for liquefied petroleum gas-fueled 
vehicles. Prior draining of the fuel tanks is not called for if the 
fuel in the tanks already meets the specifications in Sec. 86.113. The 
vehicle shall be parked within five minutes after refueling, or, in the 
absence of refueling, within five minutes after completion of the 
preconditioning drive.
* * * * *
    (h) During the soak period for the three-diurnal test sequence 
described in Sec. 86.130-96, evaporative canisters, if the vehicle is 
so equipped, shall be preconditioned according to the following 
procedure. For vehicles with multiple canisters in a series 
configuration, the set of canisters must be preconditioned as a unit. 
For vehicles with multiple canisters in a parallel configuration, each 
canister must be preconditioned separately. If production evaporative 
canisters are equipped with a functional service port designed for 
vapor load or purge steps, the service port shall be used during 
testing to precondition the canister. In addition, for model year 1998 
and later vehicles equipped with refueling canisters, these canisters 
shall be preconditioned for the three-diurnal test sequence according 
to the procedure in paragraph (j)(1) of this section. If a vehicle is 
designed to actively control evaporative or refueling emissions without 
a canister, the manufacturer shall devise an appropriate 
preconditioning procedure, subject to the approval of the 
Administrator.
    (1)(i) Prepare the evaporative emission canister for the canister 
purging and loading operation. The canister shall not be removed from 
the vehicle, unless access to the canister in its normal location is so 
restricted that purging and loading can only reasonably be accomplished 
by removing the canister from the vehicle. Special care shall be taken 
during this step to avoid damage to the components and the integrity of 
the fuel system. A replacement canister may be temporarily installed 
during the soak period while the canister from the test vehicle is 
preconditioned.
* * * * *
    (2) For methanol-fueled and flexible-fueled vehicles, canister 
preconditioning shall be performed with a fuel vapor composition 
representative of that which the vehicle would generate with the fuel 
mixture used for the current test. Manufacturers shall develop a 
procedure to precondition the evaporative canister, if the vehicle is 
so equipped, for the different fuel. The procedure shall represent a 
canister loading equivalent to that specified in paragraph (h)(1) of 
this section and shall be approved in advance by the Administrator.
* * * * *
    (j) For the supplemental two-diurnal test sequence described in 
Sec. 86.130-96, one of the following methods shall be used to 
precondition evaporative canisters during the soak period specified in 
paragraph (g) of this section. For vehicles with multiple canisters in 
a series configuration, the set of canisters must be preconditioned as 
a unit. For vehicles with multiple canisters in a parallel 
configuration, each canister must be preconditioned separately. In 
addition, for model year 1998 and later vehicles equipped with 
refueling canisters, these canisters shall be preconditioned for the 
supplemental two-diurnal test sequence according to the procedure in 
paragraph (j)(1) of this section. Canister emissions are measured to 
determine breakthrough. Breakthrough is here defined as the point at 
which the cumulative quantity of hydrocarbons emitted is equal to 2 
grams.
    (1) Butane loading to breakthrough. The following procedure 
provides for emission measurement in an enclosure. Breakthrough may 
also be determined by measuring the weight gain of an auxiliary 
evaporative canister connected downstream of the vehicle's canister, in 
which case, the following references to the enclosure can be ignored. 
The auxiliary canister shall be well purged prior to loading. If 
production evaporative canisters are equipped with a functional service 
port designed for vapor load or purge steps, the service port shall be 
used during testing to precondition the canister.
    (i) Prepare the evaporative/refueling emission canister for the 
canister loading operation. The canister shall not be removed from the 
vehicle, unless access to the canister in its normal location is so 
restricted that purging and loading can only reasonably be accomplished 
by removing the canister from the vehicle. Special care shall be 

[[Page 43896]]
taken during this step to avoid damage to the components and the 
integrity of the fuel system. A replacement canister may be temporarily 
installed during the soak period while the canister from the test 
vehicle is preconditioned.
* * * * *
    (vi)(A) For gasoline-fueled vehicles, load the canister with a 
mixture composed of 50 percent butane and 50 percent nitrogen by volume 
at a rate of 40 grams butane per hour.
    (B) For methanol-fueled and flexible-fueled vehicles, canister 
preconditioning shall be performed with a fuel vapor composition 
representative of that which the vehicle would generate with the fuel 
mixture used for the current test. Manufacturers shall develop a 
procedure to precondition the evaporative canister, if the vehicle is 
so equipped, for the different fuel.
* * * * *
    25. Section 86.133-96 of subpart B is amended by revising 
paragraphs (c), (h), and (i)(5) to read as follows:


Sec. 86.133-96  Diurnal emission test.

* * * * *
    (c) The test vehicle shall be exposed to ambient temperatures 
cycled according to the profile specified in Sec. 86.133 and Appendix 
II of this part.
    (1) Temperatures measured with the underbody temperature sensor 
shall follow the profile with a maximum deviation of 3 deg. F at any 
time and an average temperature deviation not to exceed 2 deg. F, where 
the average deviation is calculated using the absolute value of each 
measured deviation. In addition, the temperature from the sidewall 
temperature sensors shall follow the profile with a maximum deviation 
of 5 deg. F at any time.
    (2) Ambient temperatures shall be measured at least every minute. 
Temperature cycling shall begin when time=0 minutes, as specified in 
paragraph (i)(5) of this section.
* * * * *
    (h) Prior to sampling for emissions and throughout the period of 
cycled ambient temperatures, the mixing fan(s) shall circulate the air 
at a rate of 0.80.2 cfm per cubic foot of ambient volume. 
The mixing fan(s), plus any additional fans if needed, shall also 
maintain a minimum wind speed of 5 mph (8 km/hr) under the fuel tank of 
the test vehicle. The Administrator may adjust fan speed and location 
to ensure sufficient air circulation around the fuel tank. The wind 
speed requirement may be satisfied by consistently using a fan 
configuration that has been demonstrated to maintain a broad 5-mph air 
flow in the vicinity of the vehicle's fuel tank, subject to 
verification by the Administrator.
    (i) * * *
    (5) Within 10 minutes of closing and sealing the doors, analyze 
enclosure atmosphere for hydrocarbons and record. This is the initial 
(time=0 minutes) hydrocarbon concentration, CHCi, required in 
Sec. 86.143. Hydrocarbon emissions may be sampled continuously during 
the test period.
* * * * *
    26. Section 86.134-96 of subpart B is amended by revising 
paragraphs (a), (f), (g)(1)(v), (g)(1)(vii), (g)(1)(viii), (g)(1)(xii) 
introductory text, (g)(1)(xii)(A), (g)(1)(xiv), (g)(1)(xv), 
(g)(1)(xvi), (g)(2)(v), (g)(2)(vii), (g)(2)(x), and (g)(2)(xii) and 
adding paragraphs (g)(1)(xx)(C) and (g)(2)(xv) to read as follows:


Sec. 86.134-96  Running loss test.

    (a) Overview. Gasoline- and methanol-fueled vehicles are to be 
tested for running loss emissions during simulated high-temperature 
urban driving; this test is not required for gaseous-fueled vehicles. 
During operation, tank temperatures are controlled according to a 
prescribed profile to simulate in-use conditions. If the vehicle is 
determined to have exceeded the standard before the end of the running 
loss test, the test may be terminated without invalidating the data. 
The test can be run either in a sealed enclosure or with the point-
source method, as specified in paragraph (g) of this section. 
Measurement of vapor temperature is optional during the running loss 
test; however, if testing by the Administrator shows that a vehicle has 
exceeded an emission standard without measurement of vapor 
temperatures, the manufacturer may, utilizing its own resources, 
conduct subsequent testing on that vehicle to determine if the 
exceedance is attributable to inadequate control of vapor temperatures.
* * * * *
    (f) Temperature stabilization. Immediately after the hot transient 
exhaust emission test, the vehicle shall be soaked in a temperature 
controlled area for a maximum of 6 hours until the fuel temperature is 
stabilized. The fuel may be heated or cooled to stabilize fuel 
temperatures, but the fuel heating rate must not exceed 5 deg. F in any 
1-hour interval during the soak period. A manufacturer may use a faster 
heating rate or a longer period for stabilizing fuel temperatures if 
the needed heating cannot be easily accomplished in the 6-hour period, 
subject to Administrator approval.
    (1) Fuel temperatures must be held at 95 3 deg. F for 
at least one hour before the start of the running loss test.
    (2) If a vehicle's fuel temperature profile has an initial 
temperature lower than 95 deg. F, as described in Sec. 86.129-
94(d)(7)(v), the fuel in the test vehicle must be stabilized to within 
3 deg. F of that temperature for at least one hour before the start of 
the running loss test.
    (g) Running loss test. * * *
    (1) Enclosure method. * * *
    (v) Fans shall be positioned as described in Secs. 86.107-96 (d) 
and (h).
* * * * *
    (vii) Connect the air intake equipment to the vehicle, if 
applicable. This connection shall be made to minimize leakage.
    (viii) The temperature and pressure recording systems shall be 
started. Measurement of vapor temperature is optional during the 
running loss test. If vapor temperature is not measured, fuel tank 
pressure need not be measured.
* * * * *
    (xii) When the ambient temperature is 955 deg. F 
(353 deg. C) and the fuel has been stabilized according to 
paragraph (f) of this section, the running loss test may begin. Measure 
the initial ambient temperature and pressure.
    (A) Analyze enclosure atmosphere for hydrocarbons and record. This 
is the initial (time=0 minutes) hydrocarbon concentration, CHCi, 
required in Sec. 86.143. Hydrocarbon emissions may be sampled 
continuously during the test period.
* * * * *
    (xiv) The ambient temperature shall be maintained at 
955 deg. F (952 deg. F on average) during the 
running loss test, measured at the inlet to the cooling fan in front of 
the vehicle; it shall be recorded at least every 60 seconds.
    (xv) The fuel temperature during the dynamometer drive shall be 
controlled to match the fuel tank temperature profile determined in 
Sec. 86.129. Measured fuel temperatures must be within 
3 deg. F of the target profile throughout the test run. 
Vapor temperatures, if measured, must be within 5 deg. F of 
the target profile during the first 4186 seconds of the running loss 
test, and within 3 deg. F for the remaining 120 seconds of 
the test run. For any vehicle complying with the test standards, vapor 
temperatures may be higher than the specified tolerances without 
invalidating test results. For testing by the Administrator, vapor 
temperatures may be lower than the specified tolerances without 
invalidating test results. If the test vehicle has more than one fuel 
tank, the temperatures for both fuel tanks shall 

[[Page 43897]]
follow the target profiles determined in Sec. 86.129. The control 
system shall be tuned and operated to provide smooth and continuous 
tank temperature profiles that are representative of the on-road 
profiles.
    (xvi) Tank pressure shall not exceed 10 inches of water at any time 
during the running loss test unless a pressurized system is used and 
the manufacturer demonstrates that vapor would not be vented to the 
atmosphere upon fuel cap removal. A vehicle may exceed the pressure 
limit for temporary periods during the running loss test, up to 10 
percent of the total driving time, provided that the vehicle has 
demonstrated conformance with the pressure limit during the entire 
outdoor driving period specified in Sec. 86.129. Measurement of fuel 
tank pressures will be considered valid only if vapor temperatures are 
measured and controlled to the tolerances specified in paragraph 
(g)(1)(xv) of this section.
* * * * *
    (xx) * * *
    (C) Turn off all the fans specified in Sec. 86.107-96(d). Also, the 
time that the vehicle's engine compartment cover is open for removal of 
air intake equipment, if applicable, shall be minimized to avoid loss 
of heat from the engine compartment.
* * * * *
    (2) Point-source method. * * *
    (v) Fans shall be positioned as described in Sec. 86.107-96(d).
* * * * *
    (vii) The temperature and pressure recording systems shall be 
started. Measurement of vapor temperature is optional during the 
running loss test. If vapor temperature is not measured, fuel tank 
pressure need not be measured.
* * * * *
    (x) The ambient temperature shall be maintained at 
955 deg. F (952 deg. F on average) during the 
running loss test, measured at the inlet to the cooling fan in front of 
the vehicle; it shall be recorded at least every 60 seconds.
* * * * *
    (xii) The tank pressure requirements described in paragraph 
(g)(1)(xvi) of this section apply also to running loss testing by the 
point source method.
* * * * *
    (xv) At the end of the running loss test, turn off all the fans 
specified in Sec. 86.107-96(d).
* * * * *
    27. Section 86.138-90 of subpart B is amended by revising paragraph 
(b) to read as follows:


Sec. 86.138-90  Hot soak test.

* * * * *
    (b) The enclosure doors shall be closed and sealed within two 
minutes of engine shutdown and within seven minutes after the end of 
the exhaust emission test. The steps after the end of the driving cycle 
should be done as quickly as possible to minimize the time needed to 
start the hot soak test.
* * * * *
    28. Section 86.138-96 of subpart B is amended by revising 
paragraphs (a)(2), (b)(2)(v)(A), and (b)(2)(viii) to read as follows:


Sec. 86.138-96  Hot soak test.
    (a) * * *
    (2) Gaseous-fueled vehicles. Since gaseous-fueled vehicles are not 
required to perform a running loss test, the hot soak test shall be 
conducted within seven minutes after completion of the hot start 
exhaust test.
    (b) * * *
    (2) * * *
    (v) * * *
    (A) Analyze the enclosure atmosphere for hydrocarbons and record. 
This is the initial (time = 0 minutes) hydrocarbon concentration, 
CHCi, required in Sec. 86.143. Hydrocarbon emissions may be 
sampled continuously during the test period.
* * * * *
    (viii) The vehicle shall enter the enclosure; the enclosure doors 
shall be closed and sealed within 2 minutes of engine shutdown and 
within seven minutes after the end of the running loss test.
* * * * *
    29. Section 86.143-96 of subpart B is amended by revising 
paragraphs (b)(1)(i) introductory text and equation, (b)(1)(i)(D), 
(b)(2)(i)(B), and (b)(2)(ii)(B), adding paragraph (b)(1)(iii), and 
removing and reserving paragraphs (b)(1)(i)(C) and (b)(1)(i)(E) to read 
as follows:


Sec. 86.143-96  Calculations; evaporative emissions.

* * * * *
    (b) * * *
    (1) * * *
    (i) Methanol emissions:
    [GRAPHIC][TIFF OMITTED]TR23AU95.002
    
Where:
* * * * *
    (C) [Reserved].
    (D) VE=Volume of sample withdrawn, ft\3\. Sample volumes must 
be corrected for differences in temperature to be consistent with 
determination of Vn, prior to being used in the equation.
    (E) [Reserved].
* * * * *
    (iii) For variable-volume enclosures, defined in 
Sec. 86.107(a)(1)(i), the following simplified form of the hydrocarbon 
mass change equation may be used:
[GRAPHIC][TIFF OMITTED]TR23AU95.003

    (2) * * *
    (i) * * *
    (B) CH3OH= 37.71 g/ft\3\, density of pure vapor at 
68 deg. F.
* * * * *
    (ii) * * *
    (B) HC= 16.88 g/ft\3\, density of pure vapor at 
68 deg. F (for hydrogen to carbon ratio of 2.3).
* * * * *
    30. Section 86.146-96 of subpart B is amended by revising 
paragraphs (f), (i)(1), and (i)(2) to read as follows:

[[Page 43898]]



Sec. 86.146-96  Fuel dispensing spitback procedure.

* * * * *
    (f) Following the preconditioning drive, the vehicle shall be moved 
or driven at minimum throttle to the refueling area.
* * * * *
    (i) * * *
    (1) The fueling operation shall be started within 4 minutes after 
the vehicle is turned off and within 8 minutes after completion of the 
preconditioning drive. The average temperature of the dispensed fuel 
shall be 655 deg. F (183 deg. C).
    (2) The fuel shall be dispensed at a rate of 9.80.3 
gallons/minute (37.11.1 L/min) until the automatic shutoff 
is activated.
* * * * *
    31. Section 86.152-98 of subpart B is amended by revising paragraph 
(a) to read as follows:


Sec. 86.152-98  Vehicle preparation; refueling test.

    (a) Provide additional fittings and adapters, as required, to 
accommodate a fuel drain at the lowest point possible in the tank(s) as 
installed on the vehicle. The canister shall not be removed from the 
vehicle, unless access to the canister in its normal location is so 
restricted that purging and loading can only reasonably be accomplished 
by removing the canister from the vehicle. Special care shall be taken 
during this step to avoid damage to the components and the integrity of 
the fuel system. A replacement canister may be temporarily installed 
during the soak period while the canister from the test vehicle is 
preconditioned.
* * * * *
    32. Section 86.153-98 is amended by revising paragraphs (a) and 
(c)(2) to read as follows:


Sec. 86.153-98  Vehicle and canister preconditioning; refueling test.

    (a) Vehicle and canister preconditioning. Vehicles and vapor 
storage canisters shall be preconditioned in accordance with the 
preconditioning procedures for the supplemental two-diurnal evaporative 
emissions test specified in Sec. 86.132-96 (a) through (j). For 
vehicles equipped with non-integrated refueling emission control 
systems, the canister must be loaded using the method involving butane 
loading to breakthrough (see Sec. 86.132-96(j)(1)).
* * * * *
    (c) * * *
    (2) To provide additional opportunity for canister purge, conduct 
additional driving on a dynamometer, within one hour of completion of 
the hot start exhaust test, by operating the test vehicle through one 
UDDS, a 2 minute idle, two NYCCs, another 2 minute idle, another UDDS, 
then another 2 minute idle (see Sec. 86.115-78 and Appendix I of this 
part). Fifteen seconds after the engine starts, place the transmission 
in gear. Twenty seconds after the engine starts, begin the initial 
vehicle acceleration of the driving schedule. The transmission shall be 
operated according to the specifications of Sec. 86.128-79 during the 
driving cycles. The vehicle's air conditioner (if so equipped) shall be 
turned off. Ambient temperature shall be controlled as specified in 
Sec. 86.151-98. It is not necessary to monitor and/or control in-tank 
fuel temperatures.
    (i) The fixed-speed fan specified in Sec. 86.135-94(b) may be used 
for engine cooling. If a fixed-speed fan is used, the vehicle's hood 
shall be opened.
    (ii) Alternatively, the roadspeed-modulated fan specified in 
Sec. 86.107-96(d)(1) may be used for engine cooling. If a road-speed 
modulated fan is used, the vehicle's hood shall be closed.
* * * * *
    33. Section 86.154-98 is amended by revising paragraph (e)(3) to 
read as follows:


Sec. 86.154-98  Measurement procedure; refueling test.

* * * * *
    (e) * * *
    (3) An electrical ground shall be attached to the vehicle. The 
vehicle fuel filler cap shall be removed and the enclosure door shall 
be closed and sealed within two minutes of cap removal. The FID (or 
HFID) trace shall be allowed to stabilize.
* * * * *

Subpart G--[Amended]

    34. Section 86.608-90 of subpart G is amended by revising paragraph 
(a)(2)(ii) to read as follows:


Sec. 86.608-90  Test procedures.

    (a) * * *
    (2) * * *
    (ii) The manufacturer may measure the temperature of the test fuel 
at other than the approximate mid-volume of the fuel tank, as specified 
in Sec. 86.131-96(a) with only a single temperature sensor, and may 
drain the test fuel from other than the lowest point of the tank, as 
specified in Sec. 86.131-96(b), provided an equivalent method is used. 
Equivalency documentation shall be maintained by the manufacturers and 
shall be made available to the Administrator upon request. 
Additionally, for any test vehicle that has remained under laboratory 
ambient temperature conditions for at least 6 hours prior to testing, 
the vehicle soak described in Sec. 86.132-96(c) may be eliminated upon 
approval of the Administrator. In such cases, the vehicle shall be 
operated through the preconditioning drive described in Sec. 86.132-
96(c) immediately following the fuel drain and fill procedure described 
in Sec. 86.132-96(b).
* * * * *
    35. Section 86.608-98 of subpart G is amended by revising paragraph 
(a)(2)(ii) to read as follows:


Sec. 86.608-98  Test procedures.

    (a) * * *
    (2) * * *
    (ii) The manufacturer may measure the temperature of the test fuel 
at other than the approximate mid-volume of the fuel tank, as specified 
in Sec. 86.131-96(a) with only a single temperature sensor, and may 
drain the test fuel from other than the lowest point of the tank, as 
specified in Sec. 86.131-96(b) and Sec. 86.152-98(a), provided an 
equivalent method is used. Equivalency documentation shall be 
maintained by the manufacturers and shall be made available to the 
Administrator upon request. Additionally, for any test vehicle that has 
remained under laboratory ambient temperature conditions for at least 6 
hours prior to testing, the vehicle soak described in Sec. 86.132-96(c) 
may be eliminated upon approval of the Administrator. In such cases, 
the vehicle shall be operated through the preconditioning drive 
described in Sec. 86.132-96(c) immediately following the fuel drain and 
fill procedure described in Sec. 86.132-96(b).
* * * * *
Subpart M--[Amended]

    36. Section 86.1207-96 of subpart M is amended by revising 
paragraphs (a)(1) introductory text, (a)(1)(ii)(A), (a)(1)(ii)(B), 
(a)(2), (a)(3)(i), (a)(3)(ii), (c)(1), (d), (e), and (f) to read as 
follows:


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

    (a) Testing enclosures--(1) Diurnal emission test. The enclosure 
shall be readily sealable, rectangular in shape, with space for 
personnel access to all sides of the vehicle. When sealed, the 
enclosure shall be gas tight in accordance with Sec. 86.1217-96. 
Interior surfaces must be impermeable and nonreactive to hydrocarbons 
(and to methanol, if the enclosure is used for methanol-fueled 
vehicles). The temperature conditioning system shall 

[[Page 43899]]
be capable of controlling the internal enclosure air temperature to 
follow the prescribed temperature versus time cycle as specified in 
Sec. 86.1233-96 and Appendix II of this part, within an instantaneous 
tolerance of 3.0  deg.F of the nominal temperature versus 
time profile throughout the test, and an average tolerance of 2.0 
deg.F over the duration of the test (where the average is calculated 
using the absolute value of each measured deviation). The control 
system shall be tuned to provide a smooth temperature pattern that has 
a minimum of overshoot, hunting, and instability about the desired 
long-term ambient temperature profile. Interior surface temperatures 
shall not be less than 40  deg.F at any time during the diurnal 
emission test. To accommodate the volume changes due to enclosure 
temperature changes, either a variable-volume or fixed-volume enclosure 
may be used for diurnal emission testing:
* * * * *
    (ii) Fixed-volume enclosure. * * *
    (A) The enclosure shall be equipped with a mechanism to maintain a 
fixed internal air volume. This may be accomplished either by 
withdrawing air at a constant rate and providing makeup air as needed, 
or by reversing the flow of air into and out of the enclosure in 
response to rising or falling temperatures. If inlet air is added 
continuously throughout the test, it should be filtered with activated 
carbon to provide a relatively low and constant hydrocarbon level. Any 
method of volume accommodation shall maintain the differential between 
the enclosure internal pressure and the barometric pressure to a 
maximum value of 2.0 inches of water.
    (B) The equipment shall be capable of measuring the mass of 
hydrocarbon and methanol (if the enclosure is used for methanol-fueled 
vehicles) in the inlet and outlet flow streams with a resolution of 
0.01 gram per hour. A bag sampling system may be used to collect a 
proportional sample of the air withdrawn from and admitted to the 
enclosure. Alternatively, the inlet and outlet flow streams may be 
continuously analyzed using an on-line FID analyzer and integrated with 
the flow measurements to provide a continuous record of the mass 
hydrocarbon and methanol removal.
    (2) Running loss test. The enclosure shall be readily sealable, 
rectangular in shape, with space for personnel access to all sides of 
the vehicle. When sealed, the enclosure shall be gas tight in 
accordance with Sec. 86.1217-96. The enclosure may be equipped with a 
personnel door, provided that the enclosure can still meet the 
requirements of Sec. 86.1217-96 with the door installed. Interior 
surfaces must be impermeable and nonreactive to hydrocarbons and to 
methanol (if the enclosure is used for methanol-fueled vehicles). 
Interior surface temperatures shall not be less than 40  deg.F. If a 
running loss enclosure meets all the requirements of paragraph (a)(1) 
of this section, it may be used as a diurnal evaporative emission 
enclosure. The enclosure must contain a dynamometer that meets the 
requirements of Sec. 86.1208. Provisions shall be made to remove 
exhaust gases from the enclosure. During the running loss test, ambient 
temperatures must be maintained at 955  deg.F 
(952  deg.F on average). An air or oxygen cylinder with an 
attached self-contained breathing apparatus may be provided for the 
vehicle operator. The air required for vehicle operation shall be 
provided by one of the following methods:
    (i) The running loss enclosure may be equipped to supply air to the 
vehicle, at a temperature of 955 deg. F, from sources 
outside of the running loss enclosure directly into the operating 
engine's air intake system. Supplemental air requirements (e.g., for an 
air pump) shall be supplied by drawing air from the engine intake 
source.
    (ii) If it is shown to yield equivalent or superior results, the 
running loss enclosure may be designed with an air makeup system that 
brings outside air into the enclosure to accommodate the aspiration 
needs of the engine and any auxiliary devices. The makeup air shall be 
monitored to establish the background hydrocarbon levels (or 
hydrocarbon and methanol, levels, if applicable) of the makeup air. A 
filter may be used to provide dry air with a stable concentration of 
background hydrocarbon. The makeup-air vent shall be readily sealable 
for calibration of the enclosure and other purposes. For calculation of 
running loss emissions, it may be assumed that the hydrocarbon and 
methanol concentration in the air consumed by the vehicle is the same 
as that of the rest of the air in the enclosure.
    (3) Hot soak test. * * *
    (i) If the hot soak test is conducted in the same enclosure as the 
immediately preceding running loss test, interior surface temperatures 
shall not be below 70 deg. F for the last 55 minutes of the hot soak 
test.
    (ii) If the hot soak test is not conducted in the same enclosure as 
the immediately preceding running loss test, interior surface 
temperatures shall not be below 70 deg. F for the duration of the hot 
soak test.
* * * * *
    (c) Evaporative emission hydrocarbon and methanol data recording 
system. (1) The electrical output of the FID used for measuring 
hydrocarbons (or hydrocarbons plus methanol, as appropriate) shall be 
recorded at least at the initiation and termination of each running 
loss and hot soak test, and at least at the initiation and termination 
of the enclosure sampling period(s) for the diurnal emission test, as 
described in Sec. 86.1233. The recording may be taken by means of a 
strip chart potentiometric recorder, by use of an on-line computer 
system or other suitable means. In any case, the recording system must 
have operational characteristics (signal-to-noise ratio, speed of 
response, etc.) equivalent to or better than those of the signal source 
being recorded, and must provide a permanent record of results. The 
record shall show a positive indication of the initiation and 
completion of each hot soak, running loss, or diurnal emission test 
(including initiation and completion of sampling period(s)), along with 
the time elapsed during each soak.
* * * * *
    (d) Fuel temperature control system. Fuel temperatures of the test 
vehicle shall be controlled, as specified in Sec. 86.1234(g)(1)(xv), 
with the following combination of fans. The control system shall be 
tuned and operated to provide a smooth and continuous fuel temperature 
profile that is representative of the on-road temperature profile. The 
running loss test configuration should be designed to avoid heating or 
cooling the fuel tank's vapor space in a way that would cause vapor 
temperature behavior to be unrepresentative of the vehicle's on-road 
profile.
    (1) A vehicle cooling fan shall discharge air to the front of the 
vehicle. The fan shall be a road-speed modulated fan that is controlled 
to a discharge velocity that follows the dynamometer roll speed, at 
least up to speeds of 30 mph, throughout the driving cycle. If a 
warning light or gauge indicates that the vehicle's engine coolant has 
overheated, subsequent test runs on the that vehicle must include a 
vehicle cooling fan that follows the dynamometer roll speed at all 
speeds throughout the test cycle. The fan may direct airflow to both 
the vehicle radiator air inlet(s) and the vehicle underbody.
    (2) An additional fan may be used to discharge airflow from the 
front of the vehicle directly to the vehicle underbody to control fuel 
temperatures. 

[[Page 43900]]
Such a fan shall provide a total discharge airflow not to exceed 8,000 
cfm.
    (3) Additional fans may be used to route heating or cooling air 
directly at the bottom of the vehicle's fuel tank. The air supplied to 
the tank shall be between 85 deg. and 160 deg. F, with a total 
discharge airflow not to exceed 4,000 cfm. For exceptional 
circumstances, manufacturers may direct up to 6,000 cfm at the bottom 
of the fuel tank with the advance approval of the Administrator.
    (4) Direct fuel heating may be needed for canister preconditioning, 
as specified in Sec. 86.1232(j)(2). Also, under exceptional 
circumstances in which airflow alone is insufficient to control fuel 
temperatures during the running loss test, direct fuel tank heating may 
be used (see Sec. 86.1234-96(g)(1)(xv)). The heating system must not 
cause hot spots on the tank wetted surface that could cause local 
overheating of the fuel. Heat must not be applied directly to the 
tank's vapor space, nor to the liquid-vapor interface.
    (e) Temperature recording system. A strip chart potentiometric 
recorder, an on-line computer system, or other suitable means shall be 
used to record enclosure ambient temperature during all evaporative 
emission test segments, as well as vehicle fuel tank temperature during 
the running loss test. The recording system shall record each 
temperature at least once every minute. The recording system shall be 
capable of resolving time to 15 s and capable of resolving 
temperature to 0.75 deg. F (0.42 deg. C). The 
temperature recording system (recorder and sensor) shall have an 
accuracy of 3 deg. F (1.7 deg. C). The recorder 
(data processor) shall have a time accuracy of 15 s and a 
precision of 15 s. Enclosures shall be equipped with two 
ambient temperature sensors, connected to provide one average output, 
located 3 feet above the floor at the approximate mid-length of each 
side wall of the enclosure and within 3 to 12 inches of each side wall. 
For diurnal emission testing, an additional temperature sensor shall be 
located underneath the vehicle to provide a temperature measurement 
representative of the air temperature under the fuel tank. For running 
loss testing, an ambient temperature sensor shall be located at the 
inlet to the fan that provides engine cooling. Manufacturers shall 
arrange that vehicles furnished for testing at federal certification 
facilities be equipped with temperature sensors for measurement of fuel 
tank temperatures. Vehicles shall be equipped with two temperature 
sensors installed to provide an average liquid fuel temperature. The 
temperature sensors shall be placed to measure the temperature at the 
mid-volume of the liquid fuel at a fill level of 40 percent of nominal 
tank capacity. An additional temperature sensor may be placed to 
measure vapor temperatures approximately at the mid-volume of the vapor 
space, though measurement of vapor temperatures is optional during the 
running loss test. In-tank temperature sensors are not required for the 
supplemental two-diurnal test sequence specified in Sec. 86.1230-96.
    (f) Pressure recording system. A strip chart potentiometric 
recorder, an on-line computer system, or other suitable means, shall be 
used to record the enclosure gage pressure for any testing in an 
enclosure, as well as the vehicle's fuel tank pressure during the 
running loss test and the outdoor driving procedure specified in 
Sec. 86.1229-85(d). Fuel tank pressure measurement and recording 
equipment are optional during the running loss test. The recording 
system shall record each pressure at least once every minute. The 
recording system shall be capable of resolving time to 15 s 
and capable of resolving pressure to 0.1 inches of water. 
The pressure recording system (recorder and sensor) shall have an 
accuracy of 1.0 inch of water. The recorder (data 
processor) shall have a time accuracy of 15 s and a 
precision of 15 s. The pressure transducer shall be 
installed to measure the pressure in the vapor space of the fuel tank.
* * * * *
    37. Section 86.1217-96 of subpart M is amended by revising the 
introductory text and paragraphs (a)(1)(ii), (a)(1)(iii), (a)(7), (b), 
(c) heading, (c)(1) introductory text, (c)(1)(v), (c)(1)(vii), (d)(1) 
introductory text and equation, (d)(1)(v), and (e)(1)(iii), adding 
paragraphs (d)(1)(xiii), (d)(1)(xiv), and (d)(3), and removing and 
reserving paragraphs (c)(1)(iv), (d)(1)(iii) and (d)(1)(iv) to read as 
follows:
Sec. 86.1217-96  Evaporative emission enclosure calibrations.

    The calibration of evaporative emission enclosures consists of 
three parts: initial and periodic determination of enclosure background 
emissions (hydrocarbons and methanol); initial determination of 
enclosure internal volume; and periodic hydrocarbon and methanol 
retention check and calibration. Methanol measurements may be omitted 
if methanol-fueled vehicles will not be tested in the evaporative 
enclosure. Alternate calibration methods may be used if shown to yield 
equivalent or superior results, and if approved in advance by the 
Administrator; specifically, more extreme temperatures may be used for 
determining calibration without affecting the validity of test results.
    (a) Initial and periodic determination of enclosure background 
emissions. * * *
    (1) * * *
    (ii) Fixed-volume enclosures may be operated with inlet and outlet 
flow streams either closed or open; if inlet and outlet flow streams 
are open, the air flowing into and out of the enclosure must be 
monitored in accordance with Sec. 86.107-96(a)(1)(ii)(B). Ambient 
temperatures shall be maintained at 963 deg. F throughout 
the 4-hour period.
    (iii) For running loss enclosures ambient temperatures shall be 
maintained at 953 deg. F throughout the 4-hour period. For 
running loss enclosures designed with a vent for makeup air, the 
enclosure shall be operated with the vent closed.
* * * * *
    (7) Allow the enclosure to stand undisturbed for four hours.
* * * * *
    (b) Initial determination of enclosure internal volume. Prior to 
its introduction into service the enclosure internal volume shall be 
determined by the following procedure:
    (1) Carefully measure the internal length, width and height of the 
enclosure, accounting for irregularities (such as braces) and calculate 
the internal volume. For variable-volume enclosures, latch the 
enclosure to a fixed volume when the enclosure is held at a constant 
temperature; this nominal volume shall be repeatable within 
0.5 percent of the reported value.
    (2) [Reserved].
    (3) [Reserved].
    (c) Hydrocarbon and methanol (organic gas) retention check and 
calibration. * * *
    (1) An enclosure to be used for the diurnal emission test (see 
Sec. 86.1233-96) shall be calibrated according to the following 
procedure. Calibration for hydrocarbon and methanol may be conducted 
simultaneously or in sequential test runs.
* * * * *
    (iv) [Reserved].
    (v) Turn on the ambient temperature control system (if not already 
on) and adjust it for an initial temperature of 96 deg. F (36 deg. C). 
On variable-volume enclosures, latch the enclosure to the appropriate 
volume position for the set temperature. On fixed-volume enclosures 
close the outlet and inlet flow streams.
* * * * * 

[[Page 43901]]

    (vii) Inject into the enclosure 2 to 6 grams of pure methanol at a 
temperature of at least 150 deg. F (65 deg. C) and/or 2 to 6 grams of 
pure propane. The injected quantity may be measured by volume flow or 
by mass measurement. The method used to measure the quantity of 
methanol and propane shall have an accuracy of 0.2 percent 
of the measured value (less accurate methods may be used with the 
advance approval of 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, the net withdrawn methanol (in the case of diurnal 
emission testing with fixed-volume enclosures), and initial and final 
temperature and pressure according to the following equation:
[GRAPHIC][TIFF OMITTED]TR23AU95.004

Where:
* * * * *
    (iii) [Reserved].
    (iv) [Reserved].
    (v) VE=Volume of sample withdrawn, ft3. Sample volumes 
must be corrected for differences in temperature to be consistent with 
determination of Vn, prior to being used in the equation.
* * * * *
    (xiii) MCH3OH,out=mass of methanol exiting the enclosure, in 
the case of fixed-volume enclosures for diurnal emission testing, 
g.
    (xiv) MCH3OH,in=mass of methanol entering the enclosure, in 
the case of fixed-volume enclosures for diurnal emission testing, 
g.
* * * * *
    (3) For variable-volume enclosures, defined in 
Sec. 86.1207(a)(1)(i), the following simplified form of the hydrocarbon 
mass change equation may be used:
[GRAPHIC][TIFF OMITTED]TR23AU95.005

    (e) Calibration of equipment for point-source testing of running 
losses. * * *
    (1) * * *
    (iii) Operate the vapor sampling system in the normal manner and 
release a known quantity of pure propane into the most frequently used 
fuel vapor collector during the sampling period (approximately 5 
minutes).
* * * * *
    38. Section 86.1229-85 of subpart M is amended by revising 
paragraphs (d)(1), (d)(2)(iii), (d)(3)(ii), (d)(3)(iii), (d)(4)(i), 
(d)(4)(ii), (d)(4)(iii), (d)(7)(iii), and (d)(7)(iv) and adding 
paragraph (d)(7)(v) to read as follows:


Sec. 86.1229-85  Dynamometer load determination and fuel temperature 
profile.

* * * * *
    (d) Fuel temperature profile--(1) General requirements. (i) To be 
tested for running losses, as specified in Sec. 86.1234, a vehicle must 
have a fuel temperature profile. The following procedure is used to 
generate the fuel temperature profile, which serves as a target for 
controlling fuel temperatures during the running loss test. This 
profile represents the fuel temperature change that occurs during on-
road driving. If a vehicle has more than one fuel tank, a profile shall 
be established for each tank. Manufacturers may also simultaneously 
generate a profile for vapor temperatures.
    (ii) If a manufacturer uses a vehicle model to develop a profile to 
represent multiple models, the vehicle model selected must have the 
greatest expected fuel temperature increase during driving of all those 
models it represents. Also, manufacturers must select test vehicles 
with any available vehicle options that increase fuel temperatures 
during driving (for example, any feature that limits underbody 
airflow).
    (iii) Manufacturers may conduct testing to develop fuel temperature 
profiles in a laboratory setting, subject to approval by the 
Administrator. The laboratory facility should simulate outdoor testing 
to reproduce fuel and vapor temperature behavior over the specified 
driving schedule. The design of the laboratory facility should include 
consideration of any parameters that may affect fuel temperatures, such 
as solar loading, pavement heat, and relative wind velocities around 
and underneath the test vehicle. Indoor testing to develop the fuel 
temperature profiles must be conducted with little or no vehicle-
specific adjustment of laboratory parameters. Manufacturers would need 
to maintain an ongoing demonstration of correlation between laboratory 
and outdoor measurement of fuel temperatures. Specifically, fuel 
temperatures and pressures from indoor driving should be at least as 
high as measured when driving outdoors according to the procedures 
described in this section.
    (iv) Small-volume manufacturers, as defined in Sec. 86.094-
14(b)(1), may use an alternate method for generating fuel temperature 
profiles, subject to the approval of the Administrator.
    (v) The Administrator may conduct testing to establish any 
vehicle's temperature profiles or to verify compliance with fuel tank 
pressure requirements.
    (2) * * *
    (iii) The data recording system described in paragraph (d)(2)(ii) 
of this section shall be capable of resolving time to 1 s, 
capable of resolving temperature to 2 deg. F, capable of 
resolving pressure to 1.0 inch of water, and capable of 
resolving speed to 1 mph. The temperature and pressure 
signals shall be recorded at intervals of up to 1 minute; speed signals 
shall be recorded at intervals of up to 1 second.
    (3) * * *
    (ii) Wind conditions shall be calm to light with maximum wind speed 
of 15 mph. In the case of temporary gusting, wind speeds between 15 and 
25 mph may occur for up to 5 percent of the total driving time without 
invalidating the data collection. Wind speed shall be measured and 
recorded in regular intervals of at least once per minute. Measure wind 
speed with the following 

[[Page 43902]]
requirements (based on Federal Standard for Siting Meteorological 
Sensors at Airports, FCM-S4-1987). The site should be relatively level, 
but small gradual slopes are acceptable. The sensor shall be mounted 30 
to 33 feet (9 to 10 meters) above the average ground height within a 
radius of 500 feet (150 meters). The sensor height shall not exceed 33 
feet, except as necessary to be at least 15 feet (5 meters) above the 
height of any obstruction (e.g. vegetation, buildings, etc.) within a 
500 foot (150 meter) radius. An object is considered to be an 
obstruction if the included lateral angle from the sensor to the ends 
of the object is 10 degrees or more.
    (iii) Road surface temperature shall be at least 125 deg. F 
throughout the driving period. Pavement temperature shall be measured 
and recorded in regular intervals of at least once per minute. The 
track temperature may be measured with an embedded sensor, a portable 
temperature probe, or an infrared pyrometer that can provide an 
accuracy of 2 deg. F. Temperatures must be measured on a 
surface representative of the surface where the vehicle is driven.
* * * * *
    (4) Profile determination procedure. (i) Drain the fuel tank(s) and 
fill with test fuel to the ``tank fuel volume'' defined in Sec. 86.082-
2. The test fuel should meet the specifications of Sec. 86.1213, except 
that fuel with a lower volatility may be used, subject to Administrator 
approval. Manufacturers using a lower volatility fuel must generate a 
vapor temperature profile for demonstrating compliance with the limit 
on fuel tank pressure during the running loss test (see Sec. 86.1234-
96).
    (ii) The vehicle shall be moved to the location where the data is 
to be collected. It may be driven a maximum distance of 5 miles and may 
also be transported by other means. The vehicle shall be stabilized by 
one of the following methods:
    (A) The vehicle shall be parked for a minimum of 12 hours in an 
open area on a surface that is representative of the test road, without 
any artificial heating or cooling of the fuel. The orientation of the 
front of the vehicle during parking (e.g., N, SW, etc.) shall be 
documented.
    (B) The vehicle may be soaked in a temperature-controlled 
environment to stabilize fuel temperatures. Before starting the drive, 
the vehicle shall be stabilized with fuel temperatures 
953 deg. F for at least one hour. The fuel temperature may 
not exceed 98 deg. F at any time before the beginning of the driving 
schedule, during which only whole-vehicle heating and cooling may be 
used to control fuel temperatures. If a manufacturer uses the 
provisions of paragraph (d)(7)(v) of this section to establish a lower 
initial fuel temperature for the running loss test, the fuel in the 
test vehicle may not be stabilized at a temperature higher than the 
newly established initial fuel temperature.
    (iii) Once the ambient conditions specified in paragraph (d)(3) of 
this section are met and the vehicle has been stabilized according to 
paragraph (d)(4)(ii) of this section, the vehicle's engine may be 
started. The vehicle's air conditioning system (if so equipped) shall 
be set to the ``normal'' air conditioning mode and adjusted to the 
minimum discharge air temperature and high fan speed. Vehicles equipped 
with automatic temperature controlled air conditioning systems shall be 
set to operate in ``automatic'' temperature and fan modes with the 
system set at 72 deg. F.
* * * * *
    (7) * * *
    (iii) If all these requirements are met, the following calculations 
shall be performed to determine a profile for liquid fuel temperatures 
and, if applicable, for vapor temperatures: Ti,profile=Ti-
To.

Where:

    (A) Ti,profile=the series of temperatures that comprise the 
relative temperature profile.
    (B) Ti=the series of observed liquid fuel or vapor 
temperatures during the drive.
    (C) To=the liquid fuel or vapor temperature observed at the 
start of the specified driving schedule.
    (iv) The relative temperature profile consists of the set of 
temperatures at each 1-minute interval. If temperatures are sampled 
more frequently than once per minute, the temperature data points may 
represent a rolling average of temperatures sampled for up to one-
minute intervals. If multiple valid test runs are conducted for any 
model, then all the collected data shall be used to calculate a 
composite profile, based on the average temperatures at each point. The 
absolute temperature profile is determined by adding 95 deg. F (35 deg. 
C) to each point of the relative profile. Other methodologies for 
developing corrected liquid fuel and vapor space temperature profiles 
may be used if demonstrated to yield equivalent results and approved in 
advance by the Administrator.
    (v) Manufacturers may use a lower initial fuel temperature for the 
running loss test, if approved in advance by the Administrator. To 
demonstrate the need for such an adjustment, manufacturers would be 
expected to determine the maximum fuel temperature experienced by a 
vehicle during an extended park or after driving one UDDS cycle when 
exposed to the ambient conditions described in paragraph (d)(3) of this 
section. To use this provision, manufacturers would have to show 
maximum fuel temperatures no greater than 92 deg. F.
    39. Section 86.1230-96 of subpart M is amended by revising figure 
M96-1 at the end of the section and adding paragraph (e) to read as 
follows:


Sec. 86.1230-96  Test sequence; general requirements.

* * * * *
    (e) If tests are invalidated after collection of emission data from 
previous test segments, the test may be repeated to collect only those 
data points needed to complete emission measurements. Compliance with 
emission standards may be determined by combining emission measurements 
from different test runs. If any emission measurements are repeated, 
the new measurements supersede previous values.

BILLING CODE 6560-50-P

[[Page 43903]]
[GRAPHIC][TIFF OMITTED]TR23AU95.009



BILLING CODE 6560-50-C

[[Page 43904]]

    40. Section 86.1231-96 of subpart M is amended by revising 
paragraph (d) to read as follows:


Sec. 86.1231-96  Vehicle preparation.

* * * * *
    (d) For vehicles to be tested for running loss emissions, prepare 
the fuel tank(s) for measuring and recording the temperature and 
pressure of the fuel tank as specified in Sec. 86.1207-96 (e) and (f). 
Measurement of vapor temperature is optional during the running loss 
test. If vapor temperature is not measured, fuel tank pressure need not 
be measured.
* * * * *
    41. Section 86.1232-96 of subpart M is amended by revising 
paragraphs (c), (f), (h) introductory text, (h)(1)(i), (h)(2), (j) 
introductory text, (j)(1) introductory text, (j)(1)(i), and (j)(1)(vi) 
to read as follows:


Sec. 86.1232-96  Vehicle preconditioning.

* * * * *
    (c) Gasoline- and methanol-fueled vehicles shall be soaked for at 
least 6 hours after being refueled. Gaseous-fueled vehicles shall be 
soaked for at least 1 hour after being refueled. Following this soak 
period, the test vehicle shall be placed, either by being driven or 
pushed, on a dynamometer and operated through one Heavy-Duty Vehicle 
Urban Dynamometer Driving schedule, specified in Sec. 86.1215 and 
Appendix I of this part. Once a test vehicle has completed the 
refueling and vehicle soak steps specified in paragraphs (b) and (c) of 
this section, these steps may be omitted in subsequent testing with the 
same vehicle and the same fuel specifications, provided the vehicle 
remains under laboratory ambient temperature conditions for at least 6 
hours before starting the next test. In such cases, each subsequent 
test shall begin with the preconditioning drive specified in this 
paragraph. The test vehicle may not be used to set dynamometer 
horsepower.
* * * * *
    (f)(1) Gasoline- and methanol-fueled vehicles. After completion of 
the preconditioning drive, the vehicle shall be driven off the 
dynamometer. The vehicle's fuel tank(s) shall be drained and then 
filled with test fuel, as specified in Sec. 86.1213, to the ``tank fuel 
volume'' defined in Sec. 86.082-2. The vehicle shall be refueled within 
1 hour after completion of the preconditioning drive. The fuel cap(s) 
shall be installed within 1 minute after refueling. The vehicle shall 
be parked within five minutes after refueling.
    (2) Gaseous-fueled vehicles. After completion of the 
preconditioning drive, the vehicle shall be driven off the dynamometer. 
Vehicle fuel tanks shall be refilled with fuel that meets the 
specifications in Sec. 86.1213. Fuel tanks shall be filled to a minimum 
of 75% of service pressure for natural gas-fueled vehicles or a minimum 
of 75% of available fill volume for liquefied petroleum gas-fueled 
vehicles. Prior draining of the fuel tanks is not called for if the 
fuel in the tanks already meets the specifications in Sec. 86.1213. The 
vehicle shall be parked within five minutes after refueling, or, in the 
absence of refueling, within five minutes after completion of the 
preconditioning drive.
* * * * *
    (h) During the soak period for the three-diurnal test sequence 
described in Sec. 86.1230-96, evaporative canisters, if the vehicle is 
so equipped, shall be preconditioned according to the following 
procedure. For vehicles with multiple canisters in a series 
configuration, the set of canisters must be preconditioned as a unit. 
For vehicles with multiple canisters in a parallel configuration, each 
canister must be preconditioned separately. If production evaporative 
canisters are equipped with a functional service port designed for 
vapor load or purge steps, the service port shall be used during 
testing to precondition the canister. In addition, for model year 1998 
and later vehicles equipped with refueling canisters, these canisters 
shall be preconditioned for the three-diurnal test sequence according 
to the procedure in paragraph (j)(1) of this section. If a vehicle is 
designed to actively control evaporative or refueling emissions without 
a canister, the manufacturer shall devise an appropriate 
preconditioning procedure, subject to the approval of the 
Administrator.
    (1)(i) Prepare the evaporative emission canister for the canister 
purging and loading operation. The canister shall not be removed from 
the vehicle, unless access to the canister in its normal location is so 
restricted that purging and loading can only reasonably be accomplished 
by removing the canister from the vehicle. Special care shall be taken 
during this step to avoid damage to the components and the integrity of 
the fuel system. A replacement canister may be temporarily installed 
during the soak period while the canister from the test vehicle is 
preconditioned.
* * * * *
    (2) For methanol-fueled and flexible-fueled vehicles, canister 
preconditioning shall be performed with a fuel vapor composition 
representative of that which the vehicle would generate with the fuel 
mixture used for the current test. Manufacturers shall develop a 
procedure to precondition the evaporative canister, if the vehicle is 
so equipped, for the different fuel. The procedure shall represent a 
canister loading equivalent to that specified in paragraph (h)(1) of 
this section and shall be approved in advance by the Administrator.
* * * * *
    (j) For the supplemental two-diurnal test sequence described in 
Sec. 86.1230-96, one of the following methods shall be used to 
precondition evaporative canisters during the soak period specified in 
paragraph (g) of this section. For vehicles with multiple canisters in 
a series configuration, the set of canisters must be preconditioned as 
a unit. For vehicles with multiple canisters in a parallel 
configuration, each canister must be preconditioned separately. In 
addition, for model year 1998 and later vehicles equipped with 
refueling canisters, these canisters shall be preconditioned for the 
supplemental two-diurnal test sequence according to the procedure in 
paragraph (j)(1) of this section. Canister emissions are measured to 
determine breakthrough. Breakthrough is here defined as the point at 
which the cumulative quantity of hydrocarbons emitted is equal to 2 
grams.
    (1) Butane loading to breakthrough. The following procedure 
provides for emission measurement in an enclosure. Breakthrough may 
also be determined by measuring the weight gain of an auxiliary 
evaporative canister connected downstream of the vehicle's canister, in 
which case, the following references to the enclosure can be ignored. 
The auxiliary canister shall be well purged prior to loading. If 
production evaporative canisters are equipped with a functional service 
port designed for vapor load or purge steps, the service port shall be 
used during testing to precondition the canister.
    (i) Prepare the evaporative/refueling emission canister for the 
canister loading operation. The canister shall not be removed from the 
vehicle, unless access to the canister in its normal location is so 
restricted that purging and loading can only reasonably be accomplished 
by removing the canister from the vehicle. Special care shall be taken 
during this step to avoid damage to the components and the integrity of 
the fuel system. A replacement canister may be temporarily installed 
during the soak period while the canister from the test vehicle is 
preconditioned.
* * * * * 

[[Page 43905]]

    (vi)(A) For gasoline-fueled vehicles, load the canister with a 
mixture composed of 50 percent butane and 50 percent nitrogen by volume 
at a rate of 40 grams butane per hour.
    (B) For methanol-fueled and flexible-fueled vehicles, canister 
preconditioning shall be performed with a fuel vapor composition 
representative of that which the vehicle would generate with the fuel 
mixture used for the current test. Manufacturers shall develop a 
procedure to precondition the evaporative canister, if the vehicle is 
so equipped, for the different fuel.
* * * * *
    42. Section 86.1233-96 of subpart M is amended by revising 
paragraphs (c), (h), and (i)(5) to read as follows:


Sec. 86.1233-96  Diurnal emission test.

* * * * *
    (c) The test vehicle shall be exposed to ambient temperatures 
cycled according to the profile specified in Sec. 86.1233 and Appendix 
II of this part.
    (1) Temperatures measured with the underbody temperature sensor 
shall follow the profile with a maximum deviation of 3 deg. F at any 
time and an average temperature deviation not to exceed 2 deg. F, where 
the average deviation is calculated using the absolute value of each 
measured deviation. In addition, the temperature from the sidewall 
temperature sensors shall follow the profile with a maximum deviation 
of 5 deg. F at any time.
    (2) Ambient temperatures shall be measured at least every minute. 
Temperature cycling shall begin when time=0 minutes, as specified in 
paragraph (i)(5) of this section.
* * * * *
    (h) Prior to sampling for emissions and throughout the period of 
cycled ambient temperatures, the mixing fan(s) shall circulate the air 
at a rate of 0.80.2 cfm per cubic foot of ambient volume. 
The mixing fan(s), plus any additional fans if needed, shall also 
maintain a minimum wind speed of 5 mph (8 km/hr) under the fuel tank of 
the test vehicle. The Administrator may adjust fan speed and location 
to ensure sufficient air circulation around the fuel tank. The wind 
speed requirement may be satisfied by consistently using a fan 
configuration that has been demonstrated to maintain a broad 5-mph air 
flow in the vicinity of the vehicle's fuel tank, subject to 
verification by the Administrator.
    (i) * * *
    (5) Within 10 minutes of closing and sealing the doors, analyze 
enclosure atmosphere for hydrocarbons and record. This is the initial 
(time=0 minutes) hydrocarbon concentration, CHCi, required in 
Sec. 86.1243. Hydrocarbon emissions may be sampled continuously during 
the test period.
* * * * *
    43. Section 86.1234-96 of subpart M is amended by revising 
paragraphs (a), (f), (g)(1)(v), (g)(1)(vii), (g)(1)(viii), (g)(1)(xii) 
introductory text, (g)(1)(xii)(A), (g)(1)(xiv), (g)(1)(xv), 
(g)(1)(xvi), (g)(2)(v), (g)(2)(vii), (g)(2)(x), and (g)(2)(xii) and 
adding paragraphs (g)(1)(xx)(C) and (g)(2)(xv) to read as follows:


Sec. 86.1234-96  Running loss test.

    (a) Overview. Gasoline- and methanol-fueled vehicles are to be 
tested for running loss emissions during simulated high-temperature 
urban driving; this test is not required for gaseous-fueled vehicles. 
During operation, tank temperatures are controlled according to a 
prescribed profile to simulate in-use conditions. If the vehicle is 
determined to have exceeded the standard before the end of the running 
loss test, the test may be terminated without invalidating the data. 
The test can be run either in a sealed enclosure or with the point-
source method, as specified in paragraph (g) of this section. 
Measurement of vapor temperature is optional during the running loss 
test; however, if testing by the Administrator shows that a vehicle has 
exceeded an emission standard without measurement of vapor 
temperatures, the manufacturer may, utilizing its own resources, 
conduct subsequent testing on that vehicle to determine if the 
exceedance is attributable to inadequate control of vapor temperatures.
* * * * *
    (f) Temperature stabilization. Immediately after the hot transient 
exhaust emission test, the vehicle shall be soaked in a temperature 
controlled area for a maximum of 6 hours until the fuel temperature is 
stabilized. The fuel may be heated or cooled to stabilize fuel 
temperatures, but the fuel heating rate must not exceed 5 deg. F in any 
1-hour interval during the soak period. A manufacturer may use a faster 
heating rate or a longer period for stabilizing fuel temperatures if 
the needed heating cannot be easily accomplished in the 6-hour period, 
subject to Administrator approval.
    (1) Fuel temperatures must be held at 953 deg. F for at 
least one hour before the start of the running loss test.
    (2) If a vehicle's fuel temperature profile has an initial 
temperature lower than 95 deg. F, as described in Sec. 86.1229-
85(d)(7)(v), the fuel in the test vehicle must be stabilized to within 
3 deg. F of that temperature for at least one hour before the start of 
the running loss test.
    (g) Running loss test. * * *
    (1) Enclosure method. * * *
    (v) Fans shall be positioned as described in Secs. 86.1207-96 (d) 
and (h).
* * * * *
    (vii) Connect the air intake equipment to the vehicle, if 
applicable. This connection shall be made to minimize leakage.
    (viii) The temperature and pressure recording systems shall be 
started. Measurement of vapor temperature is optional during the 
running loss test. If vapor temperature is not measured, fuel tank 
pressure need not be measured.
* * * * *
    (xii) When the ambient temperature is 955 deg. F 
(353 deg. C) and the fuel has been stabilized according to 
paragraph (f) of this section, the running loss test may begin. Measure 
the initial ambient temperature and pressure.
    (A) Analyze enclosure atmosphere for hydrocarbons and record. This 
is the initial (time=0 minutes) hydrocarbon concentration, CHCi, 
required in Sec. 86.1243. Hydrocarbon emissions may be sampled 
continuously during the test period.
* * * * *
    (xiv) The ambient temperature shall be maintained at 
955 deg. F (952 deg. F on average) during the 
running loss test, measured at the inlet to the cooling fan in front of 
the vehicle; it shall be recorded at least every 60 seconds.
    (xv) The fuel temperature during the dynamometer drive shall be 
controlled to match the fuel tank temperature profile determined in 
Sec. 86.1229. Measured fuel temperatures must be within 
3 deg. F of the target profile throughout the test run. 
Vapor temperatures, if measured, must be within 5 deg. F of 
the target profile during the first 4186 seconds of the running loss 
test, and within 3 deg. F for the remaining 120 seconds of 
the test run. For any vehicle complying with the test standards, vapor 
temperatures may be higher than the specified tolerances without 
invalidating test results. For testing by the Administrator, vapor 
temperatures may be lower than the specified tolerances without 
invalidating test results. If the test vehicle has more than one fuel 
tank, the temperatures for both fuel tanks shall follow the target 
profiles determined in Sec. 86.1229. The control system shall be tuned 
and operated to provide smooth and continuous tank temperature profiles 
that are representative of the on-road profiles.
    (xvi) Tank pressure shall not exceed 10 inches of water at any time 
during 

[[Page 43906]]
the running loss test unless a pressurized system is used and the 
manufacturer demonstrates that vapor would not be vented to the 
atmosphere upon fuel cap removal. A vehicle may exceed the pressure 
limit for temporary periods during the running loss test, up to 10 
percent of the total driving time, provided that the vehicle has 
demonstrated conformance with the pressure limit during the entire 
outdoor driving period specified in Sec. 86.1229. Measurement of fuel 
tank pressures will be considered valid only if vapor temperatures are 
measured and controlled to the tolerances specified in paragraph 
(g)(1)(xv) of this section.
* * * * *
    (xx) * * *
    (C) Turn off all the fans specified in Sec. 86.1207-96(d). Also, 
the time that the vehicle's engine compartment cover is open for 
removal of air intake equipment, if applicable, shall be minimized to 
avoid loss of heat from the engine compartment.
* * * * *
    (2) Point-source method. * * *
    (v) Fans shall be positioned as described in Sec. 86.1207-96(d).
* * * * *
    (vii) The temperature and pressure recording systems shall be 
started. Measurement of vapor temperature is optional during the 
running loss test. If vapor temperature is not measured, fuel tank 
pressure need not be measured.
* * * * *
    (x) The ambient temperature shall be maintained at 
955 deg. F (952 deg. F on average) during the 
running loss test, measured at the inlet to the cooling fan in front of 
the vehicle; it shall be recorded at least every 60 seconds.
* * * * *
    (xii) The tank pressure requirements described in paragraph 
(g)(1)(xvi) of this section apply also to running loss testing by the 
point source method.
* * * * *
    (xv) At the end of the running loss test, turn off all the fans 
specified in Sec. 86.1207-96(d).
* * * * *
    44. Section 86.1238-90 of subpart M is amended by revising 
paragraph (i) to read as follows:


Sec. 86.1238-90  Hot soak test.

* * * * *
    (i) The enclosure doors shall be closed and sealed within two 
minutes of engine shutdown and within seven minutes after the end of 
the exhaust emission test. The steps after the end of the driving cycle 
should be done as quickly as possible to minimize the time needed to 
start the hot soak test.
* * * * *
    45. Section 86.1238-96 of subpart M is amended by revising 
paragraphs (a)(2), (b)(2)(v)(A), and (b)(2)(viii) to read as follows:


Sec. 86.1238-96  Hot soak test.

    (a) * * *
    (2) Gaseous-fueled vehicles. Since gaseous-fueled vehicles are not 
required to perform a running loss test, the hot soak test shall be 
conducted within seven minutes after completion of the hot start 
exhaust test.
    (b) * * *
    (2) * * *
    (v) * * *
    (A) Analyze the enclosure atmosphere for hydrocarbons and record. 
This is the initial (time = 0 minutes) hydrocarbon concentration, 
CHCi, required in Sec. 86.1243. Hydrocarbon emissions may be 
sampled continuously during the test period.
* * * * *
    (viii) The vehicle shall enter the enclosure; the enclosure doors 
shall be closed and sealed within 2 minutes of engine shutdown and 
within seven minutes after the end of the running loss test.
* * * * *
    46. Section 86.1243-96 of subpart M is amended by revising 
paragraphs (b)(1)(i) introductory text and equation, (b)(1)(i)(D), 
(b)(2)(i)(B), and (b)(2)(ii)(B), adding paragraph (b)(1)(iii), and 
removing and reserving paragraphs (b)(1)(i)(C) and (b)(1)(i)(E) to read 
as follows:


Sec. 86.1243-96  Calculations; evaporative emissions.

* * * * *
    (b) * * *
    (1) * * *
    (i) Methanol emissions:
    [GRAPHIC][TIFF OMITTED]TR23AU95.006
    
Where:
* * * * *
    (C) [Reserved].
    (D) VE=Volume of sample withdrawn, ft3. Sample volumes 
must be corrected for differences in temperature to be consistent with 
determination of Vn, prior to being used in the equation.
    (E) [Reserved].
* * * * *
    (iii) For variable-volume enclosures, defined in 
Sec. 86.1207(a)(1)(i), the following simplified form of the hydrocarbon 
mass change equation may be used:
[GRAPHIC][TIFF OMITTED]TR23AU95.007

    (2) * * *
    (i) * * *
    (B) CH3OH= 37.71 g/ft3, density of pure vapor at 
68 deg. F.
* * * * *
    (ii) * * *
    (B) HC= 16.88 g/ft3, density of pure vapor at 
68 deg. F (for hydrogen to carbon ratio of 2.3).
* * * * *
    47. Section 86.1246-96 of subpart M is amended by revising 
paragraphs (f), (i)(1), and (i)(2) to read as follows:


Sec. 86.1246-96  Fuel dispensing spitback procedure.

* * * * *
    (f) Following the preconditioning drive, the vehicle shall be moved 
or driven at minimum throttle to the refueling area.
* * * * *
    (i) * * *

[[Page 43907]]

    (1) The fueling operation shall be started within 4 minutes after 
the vehicle is turned off and within 8 minutes after completion of the 
preconditioning drive. The average temperature of the dispensed fuel 
shall be 655 deg. F (183 deg. C).
    (2) The fuel shall be dispensed at a rate of 9.80.3 
gallons/minute (37.11.1 l/min) until the automatic shutoff 
is activated.
* * * * *
[FR Doc. 95-18255 Filed 8-22-95; 8:45 am]
BILLING CODE 6560-50-P