[Federal Register Volume 63, Number 93 (Thursday, May 14, 1998)]
[Notices]
[Pages 26795-26798]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-12849]


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ENVIRONMENTAL PROTECTION AGENCY

[FRL-6013-7]


Retrofit/Rebuild Requirements for 1993 and Earlier Model Year 
Urban Buses; Public Review of a Notification of Intent To Certify 
Equipment

AGENCY: Environmental Protection Agency (EPA).

ACTION: Notice of Agency receipt of a notification of intent to certify 
equipment and initiation of 45-day public review and comment period.

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SUMMARY: Johnson Matthey Incorporated (JM) has submitted to EPA a 
notification of intent to certify urban bus retrofit/rebuild equipment 
pursuant to 40 CFR Part 85, Subpart O. The equipment, referred to by JM 
as the Cam Converter Technology (CCTTM) upgrade kit, 
consists of proprietary cam shafts, a CEM IITM catalytic 
exhaust muffler containing an oxidation catalyst, specified engine 
rebuild parts, and a set of instructions. The candidate kit is 
applicable to all Detroit Diesel Corporation (DDC) 6V92TA DDEC two-
cycle urban bus diesel engines from model years 1985 to 1993 with power 
ratings of 253 and 277 horsepower (hp).
    JM intends this equipment to be certified to the particulate matter 
standard of 0.10 grams per brake-horsepower-hour (g/bhp-hr). JM has not 
submitted life cycle cost information and does not intend that 
certification of the equipment trigger (initiate) any new program 
requirements for urban bus operators.
    Pursuant to Sec. 85.1407(a)(7), today's Federal Register notice 
summarizes the notification, announces that the notification is 
available for public review and comment, and initiates a 45-day period 
during which comments can be submitted. EPA will review this 
notification of intent to certify, as well as any comments it receives, 
to determine whether the equipment described in the notification of 
intent to certify should be certified. If certified, the equipment can 
be used by urban bus operators to reduce the particulate matter of 
urban bus engines.
    The notification of intent to certify, as well as other materials 
specifically relevant to it, are contained in Category XXI-A of Public 
Docket A-93-42, entitled ``Certification of Urban Bus Retrofit/Rebuild 
Equipment''. This docket is located at the address listed below.
    Today's notice initiates a 45-day period during which EPA will 
accept written comments relevant to whether or not the equipment 
included in this

[[Page 26796]]

notification of intent to certify should be certified. Comments should 
be provided in writing to the addresses below.

DATES: Comments must be submitted on or before June 29, 1998.

ADDRESSES: Submit separate copies of comments to each of the two 
following addresses:
    1. U.S. Environmental Protection Agency, Public Air Docket A-93-42 
(Category XXI-A), Room M-1500, 401 M Street S.W., Washington, DC 20460.
    2. William Rutledge, Engine Compliance Programs Group, Engine 
Programs and Compliance Division (6403J), U.S. Environmental Protection 
Agency, 401 ``M'' Street S.W., Washington, DC 20460.
    The JM notification of intent to certify, as well as other 
materials specifically relevant to it, are contained in the public 
docket indicated above. Docket items may be inspected from 8:00 a.m. 
until 5:30 p.m., Monday through Friday. As provided in 40 CFR Part 2, a 
reasonable fee may be charged by EPA for copying docket materials.

FOR FURTHER INFORMATION CONTACT: William Rutledge, Engine Programs and 
Compliance Division (6403J), U.S. Environmental Protection Agency, 401 
M St. SW, Washington, D.C. 20460. Telephone: (202) 564-9297.

SUPPLEMENTARY INFORMATION:

I. Program Background

    On April 21, 1993, EPA published final Retrofit/Rebuild 
Requirements for 1993 and Earlier Model Year Urban Buses (58 FR 21359). 
The retrofit/rebuild program is intended to reduce the ambient levels 
of particulate matter (PM) in urban areas and is limited to 1993 and 
earlier model year (MY) urban buses operating in metropolitan areas 
with 1980 populations of 750,000 or more, whose engines are rebuilt or 
replaced after January 1, 1995. Operators of the affected buses are 
required to choose between two compliance options: Option 1 establishes 
particulate matter emissions requirements for each urban bus engine in 
an operator's fleet which is rebuilt or replaced; Option 2 is a fleet 
averaging program that establishes a specific annual target level for 
average PM emissions from urban buses in an operator's fleet.
    A key aspect of the program is certification of retrofit/rebuild 
equipment, which begins when an equipment manufacturer submits an 
application for certification (referred to in the rule as a 
notification of intent to certify). To meet either of the two 
compliance options, operators of the affected buses must use equipment 
that has been certified by EPA. Emissions requirements under either of 
the two options depend on the availability of retrofit/rebuild 
equipment certified for each engine model. To be used for Option 1, 
equipment must be certified as meeting a 0.10 g/bhp-hr PM standard or 
as achieving a 25 percent reduction in PM. Equipment used for Option 2 
must be certified as providing some level of PM reduction that would in 
turn be claimed by urban bus operators when calculating their average 
fleet PM levels attained under the program.
    Under Option 1, additional information regarding cost must be 
submitted in the notification, in order for certification of that 
equipment to initiate (or trigger) program requirements for a 
particular engine model. In order for the equipment to serve as a 
trigger, the certifier must guarantee that the equipment will be 
offered to affected operators for $7,940 or less at the 0.10 g/bhp-hr 
PM level, or for $2,000 or less for the 25 percent or greater reduction 
in PM. Both of the above amounts are based on 1992 dollars and include 
life cycle costs incremental to the cost of a standard rebuild.

II. Notification of Intent To Certify

    In a notification of intent to certify equipment signed March 6, 
1998, Johnson Matthey (JM) applied for certification of equipment under 
the Environmental Protection Agency's (EPA) Urban Bus Retrofit/Rebuild 
Program. The candidate kit is applicable to 6V92TA DDEC urban bus 
engine models made by Detroit Diesel Corporation (DDC) from model years 
1985 to 1993 with power ratings of 253 and 277 hp. The notification 
states that the candidate equipment achieves a particulate matter (PM) 
level of 0.10 g/bhp-hr.
    The equipment, referred to as the Cam Converter Technology 
(CCTTM) upgrade kit, consists of a CEM IITM 
catalytic exhaust muffler, proprietary cam shafts, turbocharger, piston 
dome kits, piston skirts, ring sets, cylinder liners, blower drive 
gear, blower assembly, blower bypass valve, rebuilt fuel injectors, and 
offset key. The CCTTM kit would be available in two 
horsepower levels (253, and 277) for 6V92TA DDEC engines.
    The CEM II is a diesel oxidation catalyst that is the same size and 
shape as the CEMTM. However, JM states that the CEM 
IITM contains a catalyst with a different formulation than 
the original CEM, and the CCTTM kit cannot be used with the 
previously certified CEMTM in place of the new CEM 
IITM. The CEM II is a direct, bolt-on replacement for the 
original equipment muffler, and is designed to fit the specific bus/
engine combination (over 68 models are available).
    The piston crowns are 15:1 compression ratio and are DDC parts. JM 
indicates that the original coach engine cylinder liner has a 0.95 inch 
inlet port. The cylinder liner of the candidate kit has 0.85 inch inlet 
ports. The proprietary camshafts increase the amount of time that the 
combustion gases stay in each cylinder, similar to internal exhaust gas 
recirculation. The blower drive gear is a 40 tooth gear. The blower 
assembly is a 100-percent by-pass blower for increased fuel efficiency. 
The turbocharger is a standard DDC part that has been specifically 
selected. The offset replaces the standard key used to mount the front 
pulley or gear that also holds the speed sensor pulse wheel. When the 
engine rebuild with the candidate kit is complete, it may be necessary 
to change the ECM program. The notification lists the correct ECM 
program, which varies by engine rotation direction, engine power 
rating, and diesel fuel type. The program can be changed at a local DDC 
distributor.
    The CCTTM kit is to be used in conjunction with an 
engine rebuild performed in accordance with standard DDC rebuild 
procedures using specified engine rebuild parts. The kit is installed 
using standard DDC rebuild practices except where amended by JM. The 
specific parts and parts numbers for the components of the candidate 
kit are listed in the JM notification. No cylinder heads are listed as 
part of the kit. EPA requests comment regarding whether cylinder heads 
should be included as a component of the kit.
    The kit instructions specifies fuel injector height, offset key 
size, and electronic control module (ECM) program. The JM notification 
contains an installation guide for the CCT upgrade kit.
    JM presents exhaust emissions data from testing a DDC 6V92TA engine 
model, once rebuilt with the candidate kit and again rebuilt in a 
baseline configuration. Testing was conducted in accordance with 
procedures set forth at 40 CFR Part 86, Subparts N and I. The 
notification provides lists of the DDC parts used for rebuilding the 
baseline and certification test engines. Table 1 below summarizes the 
data.

[[Page 26797]]



                     Table 1.--Summary of JM Testing                    
------------------------------------------------------------------------
                                     Transient engine test (g/bhp-hr)   
                                ----------------------------------------
  Gaseous and particulate test                 1991 6V92TA   6V92TA DDEC
                                  1991 HDDE      DDEC II       II with  
                                  standards   baseline \1\    CCTTM \1\ 
------------------------------------------------------------------------
HC.............................          1.3         0.46          0.2  
CO.............................         15.5         1.2           0.6  
NOX............................          5.0         4.9           5.0  
PM.............................         0.25         0.19          0.091
BSFC\2\........................  ...........         0.483         0.489
Hp (R/O)\3\....................  ...........   277/271       277/270    
------------------------------------------------------------------------
           Smoke test             Standards                             
                                  (percent)                             
(1) Percent opacity                                                     
------------------------------------------------------------------------
ACCEL..........................           20         2.7           2.3  
LUG............................           15         1.2           1.2  
PEAK...........................           50         3.7           3.7  
------------------------------------------------------------------------
\1\ All 6V92TA testing was performed on engine identification number    
  6VF186640.                                                            
\2\ Brake Specific Fuel Consumption (BSFC) is measured in units of lb/  
  bhp-hr.                                                               
\3\ Horsepower (Rated/Observed during testing).                         

    As shown in Table 1 above, JM presents baseline test data from a 
1991 model year configuration which documents PM emissions of 0.19 g/
bhp-hr. The data of Table 1 indicate that, when the engine is rebuilt 
with the candidate CCTTM kit, PM emissions are less than 
0.10 g/bhp-hr, and emissions of hydrocarbon (HC), carbon monoxide (CO), 
oxides of nitrogen (NOX), and smoke opacity are less than or 
equal to the federal standards applicable for the 1993 model year.
    Based on this testing demonstration, apparently all CCT-equipped 
engines would meet the 0.10 g/bhp-hr PM standard because installation 
of the kit results in the replacement of all emissions related parts 
with a specific set of parts, the combination of which results in a 
documented PM level of 0.09 g/bhp-hr. The PM emissions level of an 
original engine, prior to installation of the candidate kit, appears 
irrelevant because all emissions-related parts are required to be 
replaced upon installation of the kit. EPA requests comments on whether 
or not all engines for which certification is intended, will meet the 
0.10 g/bhp-hr PM standard.
    Both the federal and California exhaust emissions standards for 
NOX were lowered to 5.0 g/bhp-hr beginning with the 1991 
model year. The emissions data of the above table indicate that engines 
equipped with the candidate equipment can meet the 5.0 g/bhp-hr 
NOX standard. Therefore, if certified, the equipment could 
be used for all applicable engines, including those originally 
certified for use in California.
    The combination of the specified engine rebuild parts, proprietary 
camshafts, new settings of the kit, and CEM-II, results in a PM level 
less than 0.10 g/bhp-hr and NOX level in compliance with the 
1991 federal standard of 5.0 g/bhp-hr. EPA requests comments on whether 
the emissions test data presented by JM demonstrate that all engines 
for which certification is requested will meet the 0.10 g/bhp-hr PM 
standard and applicable federal and California NOX standards 
with the candidate kit installed.
    Even if ultimately certified by EPA, the equipment described in 
JM's notification may require additional review by the California Air 
Resources Board (CARB) before use in California. EPA recognizes that 
special situations may exist in California that are reflected in the 
unique emissions standards, engine calibrations, and fuel 
specifications of the State. While requirements of the federal urban 
bus program apply to several metropolitan areas in California, EPA 
understands the view of CARB that equipment certified under the urban 
bus program, to be used in California, must be provided with an 
executive order exempting it from the anti-tampering prohibitions of 
that State. Those interested in additional information should contact 
the Aftermarket Part Section of CARB, at (818) 575-6848.
    No life cycle costs information has been submitted by JM, because 
JM does not intend certification of this equipment to trigger program 
requirements. If certified, no new requirements would be placed on 
operators, and no operator would be required to purchase this equipment 
as a result of certification of the candidate equipment.
    Certification of the candidate JM equipment would affect operators 
as follows. EPA has not yet certified equipment, for the applicable 
DDEC engines, to comply with the 0.10 g/bhp-hr standard and as being 
available for less that the applicable life cycle cost. Therefore, the 
0.10 g/bhp-hr PM standard has not been triggered for the applicable 
engines. If the candidate equipment is certified, then no new 
requirements would be placed on operators and no operator would be 
required to purchase this equipment as a result of certification.
    If EPA certifies other equipment that triggers the 0.10 g/bhp-hr 
standard, then urban bus operators who choose to comply with compliance 
Option 1 of this regulation will be required to use equipment certified 
to the 0.10 g/bhp-hr standard no later than six months after 
certification, when applicable engines are rebuilt or replaced.
    If the candidate CCT kit is certified, then it would be available 
to be used in full compliance with urban bus program requirements. 
Certification of the CMXTM converter/muffler manufactured by 
the Engelhard Corporation (60 FR 28402 ; May 31, 1995) triggered the 
requirement for the applicable engines, when rebuilt or replaced, to 
reduce PM by at least 25 percent. Until such time that the 0.10 g/bhp-
hr standard is triggered, the certification of the CMXTM 
means that operators who elect to use compliance program 1 must use 
equipment certified to reduce PM emissions by at least 25 percent, when

[[Page 26798]]

rebuilding or replacing the applicable engines. If certified, the 
candidate kit would meet, and exceed, this requirement. The candidate 
kit could also be used in full compliance if the program requirement to 
use equipment certified to the 0.10 g/bhp-hr standard is triggered.
    If the Agency certifies the candidate equipment, then operators who 
choose to comply with Program 2 and install this equipment, would use 
the 0.10 g/bhp-hr certification level in their calculations for fleet 
level attained (FLA) as specified in the program regulations.
    The date of this notice initiates a 45-day period during which EPA 
will accept written comments relevant to whether the equipment 
described in the JM notification of intent to certify should be 
certified pursuant to the urban bus retrofit/rebuild regulations. 
Interested parties are encouraged to review this notification, and 
provide written comments during the 45-day review period. Separate 
comments should be provided in writing to each of the addresses listed 
under the Addresses section of this notice.
    At a minimum, EPA expects to evaluate this notification of intent 
to certify, and other materials submitted as applicable, to determine 
whether there is adequate demonstration of compliance with: (1) the 
certification requirements of Sec. 85.1406, including whether the 
testing accurately substantiates the claimed emission reduction or 
emission levels; and, (2) the requirements of Sec. 85.1407 for a 
notification of intent to certify.
    EPA requests that those commenting also consider these regulatory 
requirements, plus provide comments on any experience or knowledge 
concerning: (a) problems with installing, maintaining, and/or using the 
equipment on applicable engines; and, (b) whether the equipment is 
compatible with affected vehicles.
    EPA will review this notification of intent to certify, along with 
comments received from the interested parties, and attempt to resolve 
or clarify issues as necessary. During the review process, EPA may add 
additional documents to the docket as a result of the review process. 
These documents will also be available for public review and comment.

    Dated: May 5, 1998.
Richard D. Wilson,
Acting Assistant Administrator for Air and Radiation.
[FR Doc. 98-12849 Filed 5-13-98; 8:45 am]
BILLING CODE 6560-50-P