Alternative Method for Calculating Off-Cycle Credits Under the Light-Duty Vehicle Greenhouse Gas Emissions Program: Applications From General Motors and Toyota Motor North America, 8262-8264 [2018-03846]

Download as PDF daltland on DSKBBV9HB2PROD with NOTICES 8262 Federal Register / Vol. 83, No. 38 / Monday, February 26, 2018 / Notices diversity. In an effort to obtain nominations of diverse candidates, the Agency encourages nominations of women and men of all racial and ethnic groups. All nominations will be fully considered, but applicants need to be aware of the specific representation sought as outlined in the Summary above. In addition, EPA is seeking nominees with knowledge in community sustainability, environmental financing, public health and health disparities, solid and hazardous waste, land use and equitable development, environmental sociology and social science. Other criteria used to evaluate nominees will include: • The background and experience that would help members contribute to the diversity of perspectives on the committee (e.g., geographic, economic, social, cultural, educational background, professional affiliations, and other considerations; • demonstrated experience with environmental justice and community sustainability issues at the national, state, or local level; • excellent interpersonal and consensus-building skills; • ability to volunteer time to attend meetings 2–3 times a year, participate in teleconference meetings, attend listening sessions with the Administrator or other senior-level officials, develop policy recommendations to the Administrator, and prepare reports and advice letters; and • willingness to commit time to the committee and demonstrated ability to work constructively and effectively on committees. How To Submit Nominations: Any interested person or organization may nominate qualified persons to be considered for appointment to this advisory committee. Individuals are encouraged to self-nominate. Nominations can be submitted in electronic format (preferred) following the template available at https:// www.epa.gov/environmentaljustice/ nominations-nejac. To be considered, all nominations should include: • Current contact information for the nominee, including the nominee’s name, organization (and position within that organization), current business address, email address, and daytime telephone number. • Brief Statement describing the nominees interest in serving on the NEJAC. ´ ´ • Resume and a short biography (no more than 2 paragraphs) describing the professional and educational qualifications of the nominee, including a list of relevant activities, and any VerDate Sep<11>2014 17:58 Feb 23, 2018 Jkt 244001 current or previous service on advisory committees. • Letter[s] of recommendation from a third party supporting the nomination. Letter[s] should describe how the nominee’s experience and knowledge will bring value to the work of the NEJAC. Other sources, in addition to this Federal Register notice, may also be utilized in the solicitation of nominees. To help the EPA in evaluating the effectiveness of its outreach efforts, please tell us how you learned of this opportunity. Dated: February 2, 2018. Matthew Tejada, Designated Federal Officer, National Environmental Justice Advisory Council. [FR Doc. 2018–03844 Filed 2–23–18; 8:45 am] BILLING CODE 6560–50–P ENVIRONMENTAL PROTECTION AGENCY [FRL–9974–37–OAR] Alternative Method for Calculating OffCycle Credits Under the Light-Duty Vehicle Greenhouse Gas Emissions Program: Applications From General Motors and Toyota Motor North America Environmental Protection Agency (EPA). ACTION: Notice. AGENCY: EPA is requesting comment on applications General Motors (GM), and Toyota Motor North America (Toyota) for off-cycle carbon dioxide (CO2) credits under EPA’s light-duty vehicle greenhouse gas emissions standards. ‘‘Off-cycle’’ emission reductions can be achieved by employing technologies that result in real-world benefits, but where that benefit is not adequately captured on the test procedures used by manufacturers to demonstrate compliance with emission standards. EPA’s light-duty vehicle greenhouse gas program acknowledges these benefits by giving automobile manufacturers several options for generating ‘‘off-cycle’’ carbon dioxide (CO2) credits. Under the regulations, a manufacturer may apply for CO2 credits for off-cycle technologies that result in off-cycle benefits. In these cases, a manufacturer must provide EPA with a proposed methodology for determining the real-world off-cycle benefit. These two manufacturers have submitted applications that describe methodologies for determining off-cycle credits. The off-cycle technologies vary by manufacturer and include thermal SUMMARY: PO 00000 Frm 00024 Fmt 4703 Sfmt 4703 control technologies such as high efficiency alternators, an efficient air conditioning compressor, and active climate control seats. Pursuant to applicable regulations, EPA is making descriptions of each manufacturer’s offcycle credit calculation methodologies available for public comment. DATES: Comments must be received on or before March 28, 2018. ADDRESSES: Submit your comments, identified by Docket ID No. EPA–HQ– OAR–2017–0754, to the Federal eRulemaking Portal: https:// www.regulations.gov. Follow the online instructions for submitting comments. Once submitted, comments cannot be edited or withdrawn. The EPA may publish any comment received to its public docket. Do not submit electronically any information you consider to be Confidential Business Information (CBI) or other information whose disclosure is restricted by statute. Multimedia submissions (audio, video, etc.) must be accompanied by a written comment. The written comment is considered the official comment and should include discussion of all points you wish to make. The EPA will generally not consider comments or comment contents located outside of the primary submission (i.e. on the web, cloud, or other file sharing system). For additional submission methods, the full EPA public comment policy, information about CBI or multimedia submissions, and general guidance on making effective comments, please visit https://www2.epa.gov/dockets/ commenting-epa-dockets. FOR FURTHER INFORMATION CONTACT: Roberts French, Environmental Protection Specialist, Office of Transportation and Air Quality, Compliance Division, U.S. Environmental Protection Agency, 2000 Traverwood Drive, Ann Arbor, MI 48105. Telephone: (734) 214–4380. Fax: (734) 214–4869. Email address: french.roberts@epa.gov. SUPPLEMENTARY INFORMATION: I. Background EPA’s light-duty vehicle greenhouse gas (GHG) program provides three pathways by which a manufacturer may accrue off-cycle carbon dioxide (CO2) credits for those technologies that achieve CO2 reductions in the real world but where those reductions are not adequately captured on the test used to determine compliance with the CO2 standards, and which are not otherwise reflected in the standards’ stringency. The first pathway is a predetermined list of credit values for specific off-cycle technologies that may be used beginning E:\FR\FM\26FEN1.SGM 26FEN1 daltland on DSKBBV9HB2PROD with NOTICES Federal Register / Vol. 83, No. 38 / Monday, February 26, 2018 / Notices in model year 2014.1 This pathway allows manufacturers to use conservative credit values established by EPA for a wide range of technologies, with minimal data submittal or testing requirements, as long as the technologies meet EPA regulatory definitions. In cases where the off-cycle technology is not on the menu but additional laboratory testing can demonstrate emission benefits, a second pathway allows manufacturers to use a broader array of emission tests (known as ‘‘5-cycle’’ testing because the methodology uses five different testing procedures) to demonstrate and justify off-cycle CO2 credits.2 The additional emission tests allow emission benefits to be demonstrated over some elements of real-world driving not adequately captured by the GHG compliance tests, including high speeds, hard accelerations, and cold temperatures. These first two methodologies were completely defined through notice and comment rulemaking and therefore no additional process is necessary for manufacturers to use these methods. The third and last pathway allows manufacturers to seek EPA approval to use an alternative methodology for determining the off-cycle CO2 credits.3 This option is only available if the benefit of the technology cannot be adequately demonstrated using the 5cycle methodology. Manufacturers may also use this option for model years prior to 2014 to demonstrate off-cycle CO2 reductions for technologies that are on the predetermined list, or to demonstrate reductions that exceed those available via use of the predetermined list. Under the regulations, a manufacturer seeking to demonstrate off-cycle credits with an alternative methodology (i.e., under the third pathway described above) must describe a methodology that meets the following criteria: • Use modeling, on-road testing, onroad data collection, or other approved analytical or engineering methods; • Be robust, verifiable, and capable of demonstrating the real-world emissions benefit with strong statistical significance; • Result in a demonstration of baseline and controlled emissions over a wide range of driving conditions and number of vehicles such that issues of data uncertainty are minimized; • Result in data on a model type basis unless the manufacturer demonstrates that another basis is appropriate and adequate. 1 See 40 CFR 86.1869–12(b). 40 CFR 86.1869–12(c). 3 See 40 CFR 86.1869–12(d). Further, the regulations specify the following requirements regarding an application for off-cycle CO2 credits: • A manufacturer requesting off-cycle credits must develop a methodology for demonstrating and determining the benefit of the off-cycle technology, and carry out any necessary testing and analysis required to support that methodology. • A manufacturer requesting off-cycle credits must conduct testing and/or prepare engineering analyses that demonstrate the in-use durability of the technology for the full useful life of the vehicle. • The application must contain a detailed description of the off-cycle technology and how it functions to reduce CO2 emissions under conditions not represented on the compliance tests. • The application must contain a list of the vehicle model(s) which will be equipped with the technology. • The application must contain a detailed description of the test vehicles selected and an engineering analysis that supports the selection of those vehicles for testing. • The application must contain all testing and/or simulation data required under the regulations, plus any other data the manufacturer has considered in the analysis. Finally, the alternative methodology must be approved by EPA prior to the manufacturer using it to generate credits. As part of the review process defined by regulation, the alternative methodology submitted to EPA for consideration must be made available for public comment.4 EPA will consider public comments as part of its final decision to approve or deny the request for off-cycle credits. II. Off-Cycle Credit Applications A. General Motors 1. High-Efficiency Alternator General Motors (GM) is requesting GHG credits for alternators with improved efficiency relative to a baseline alternator. This request is for the 2010 to 2016 model years. Automotive alternators convert mechanical energy from a combustion engine into electrical energy that can be used to power a vehicle’s electrical systems. Alternators inherently place a load on the engine, which results in increased fuel consumption and CO2 emissions. High efficiency alternators use new technologies to reduce the overall load on the engine yet continue to meet the electrical demands of the vehicle systems, resulting in lower fuel 2 See VerDate Sep<11>2014 17:58 Feb 23, 2018 consumption and lower CO2 emissions. Some comments on EPA’s proposed rule for GHG standards for the 2016–2025 model years suggested that EPA provide a credit for high-efficiency alternators on the pre-defined list in the regulations. While EPA agreed that high-efficiency alternators can reduce electrical load and reduce fuel consumption, and that these impacts are not seen on the emission test procedures because accessories that use electricity are turned off, EPA noted the difficulty in defining a one-size-fits-all credit due to lack of data.5 GM proposes a methodology that would scale credits based on the efficiency of the alternator; alternators with efficiency (as measured using an accepted industry standard procedure) above a specified baseline value could get credits of 0.16 grams/ mile per percent improvement in alternator efficiency. This methodology is similar to that proposed by Ford and published for comment in June of 2017.6 Details of the testing and analysis can be found in the manufacturer’s application. 2. Active Climate Control Seats GM is also applying for off-cycle GHG credits for the use of active climate control seat technologies. Based on GM’s analysis, they are requesting credits equal to 2.3 grams CO2 per mile for passenger cars and 2.9 grams CO2 per mile for trucks on all models that use these seats in both front seating locations. This request is for a larger amount of credit than could be earned by these designs using the pre-defined regulatory ‘‘menu’’ of default off-cycle credits for ventilated seats (1.0 and 1.3 grams/mile for cars and trucks, respectively). The technology used by GM uses a combination of ventilation fans and cooling devices. Active cooling to the seat back is provided by the installation of thermoelectric devices (TED) and a blower which provides positive, temperature controlled airflow pushed towards the occupant. The seat cushion also features a blower operating in a pull mode, drawing the air surrounding the occupant into the seat cushion. The foams in both seating surfaces include a textile spacer fabric that facilitates lateral airflow under occupant load. The seat covers are made of cloth and backed by an additional layer of textile spacer fabric to promote airflow to the occupant. GM performed a series of simulations on three vehicle platforms, demonstrating credit values of 1.7 and 2.1 grams/mile for cars and trucks, 5 See 4 See Jkt 244001 PO 00000 40 CFR 86.1869–12(d)(2). Frm 00025 Fmt 4703 Sfmt 4703 8263 6 See E:\FR\FM\26FEN1.SGM 77FR 62730, October 15, 2012. 82 FR 27819, June 19, 2017. 26FEN1 8264 Federal Register / Vol. 83, No. 38 / Monday, February 26, 2018 / Notices respectively. The analysis also accounted for emissions associated with the power consumption of the ventilated seat technology. The request is for these credit levels for 2010–2016 models using active climate control seat technology in both front seating locations. daltland on DSKBBV9HB2PROD with NOTICES B. Toyota Motor North America (Toyota) Using the alternative methodology approach discussed above, Toyota is applying for credits for an air conditioning compressor manufactured by Denso that results in air conditioning efficiency credits beyond those provided in the regulations. This request is for the 2013 and subsequent model years. This compressor, known as the Denso SAS compressor, improves the internal valve system within the compressor to reduce the internal refrigerant flow necessary throughout the range of displacements that the compressor may use during its operating cycle. The addition of a variable crankcase suction valve allows a larger mass flow under maximum capacity and compressor start-up conditions (when high flow is ideal), and then it can reduce to smaller openings with reduced mass flow in mid- or lowcapacity conditions. The refrigerant exiting the crankcase is thus optimized across the range of operating conditions, reducing the overall energy consumption of the air conditioning system. EPA first approved credits for General Motors (GM) for the use of the Denso SAS compressor in 2015,7 and has subsequently approved such credits for BMW, Ford, and Hyundai.8 The credits calculated for the Denso SAS compressor would be in addition to the credits of 1.7 grams/mile for variable-displacement A/C compressors already allowed under EPA regulations.9 However, it is important to note that EPA regulations place a limit on the cumulative credits that can be claimed for improving the efficiency of A/C systems. The rationale for this limit is that the additional fuel consumption of A/C systems can never be reduced to zero, and the limits established by regulation reflect the maximum possible reduction in fuel consumption projected 7 ‘‘EPA Decision Document: Off-cycle Credits for Fiat Chrysler Automobiles, Ford Motor Company, and General Motors Corporation.’’ Compliance Division, Office of Transportation and Air Quality, U.S. Environmental Protection Agency. EPA–420– R–15–014, September 2015. 8 EPA Decision Document: Off-cycle Credits for BMW Group, Ford Motor Company, and Hyundai Motor Company.’’ Compliance Division, Office of Transportation and Air Quality, U.S. Environmental Protection Agency. EPA–420–R–17–010, December 2017. 9 See 40 CFR 86.1868–12. VerDate Sep<11>2014 17:58 Feb 23, 2018 Jkt 244001 by EPA. These limits, or caps, on credits for A/C efficiency, must also be applied to A/C efficiency credits granted under the off-cycle credit approval process. In other words, cumulative A/C efficiency credits for an A/C system—from the A/ C efficiency regulations and those granted via the off-cycle regulations— must comply with the stated limits. Toyota is requesting an off-cycle GHG credit of 1.1 grams CO2 per mile for the Denso SAS compressor. Toyota cited the bench test modeling analysis referenced in the original GM application, which demonstrated a benefit of 1.1 grams/ mile. Like other manufacturers, Toyota also ran vehicle tests using the AC17 test. Six tests were conducted on a Toyota Corolla, resulting in a calculated benefit of 1.4 grams/mile, thus substantiating the bench test results. Based on these results, Toyota is requesting a credit of 1.1 grams/mile for all Toyota vehicles equipped with the Denso SAS compressor with variable crankcase suction valve technology, starting with 2013 model year vehicles. Details of the testing and analysis can be found in the manufacturer’s application. III. EPA Decision Process EPA has reviewed the applications for completeness and is now making the applications available for public review and comment as required by the regulations. The off-cycle credit applications submitted by GM and Toyota (with confidential business information redacted) have been placed in the public docket (see ADDRESSES section above) and on EPA’s website at https://www.epa.gov/vehicle-andengine-certification/complianceinformation-light-duty-greenhouse-gasghg-standards. EPA is providing a 30-day comment period on the applications for off-cycle credits described in this notice, as specified by the regulations. The manufacturers may submit a written rebuttal of comments for EPA’s consideration, or may revise an application in response to comments. After reviewing any public comments and any rebuttal of comments submitted by manufacturers, EPA will make a final decision regarding the credit requests. EPA will make its decision available to the public by placing a decision document (or multiple decision documents) in the docket and on EPA’s website at the same manufacturerspecific pages shown above. While the broad methodologies used by these manufacturers could potentially be used for other vehicles and by other manufacturers, the vehicle specific data needed to demonstrate the off-cycle emissions reductions would likely be PO 00000 Frm 00026 Fmt 4703 Sfmt 4703 different. In such cases, a new application would be required, including an opportunity for public comment. Dated: February 6, 2018. Byron Bunker, Director, Compliance Division Office of Transportation and Air Quality Office of Air and Radiation. [FR Doc. 2018–03846 Filed 2–23–18; 8:45 am] BILLING CODE 6560–50–P FEDERAL COMMUNICATIONS COMMISSION [OMB 3060–0185] Information Collection Being Reviewed by the Federal Communications Commission Federal Communications Commission. ACTION: Notice and request for comments. AGENCY: As part of its continuing effort to reduce paperwork burdens, and as required by the Paperwork Reduction Act of 1995 (PRA), the Federal Communications Commission (FCC or Commission) invites the general public and other Federal agencies to take this opportunity to comment on the following information collections. Comments are requested concerning: Whether the proposed collection of information is necessary for the proper performance of the functions of the Commission, including whether the information shall have practical utility; the accuracy of the Commission’s burden estimate; ways to enhance the quality, utility, and clarity of the information collected; ways to minimize the burden of the collection of information on the respondents, including the use of automated collection techniques or other forms of information technology; and ways to further reduce the information collection burden on small business concerns with fewer than 25 employees. The FCC may not conduct or sponsor a collection of information unless it displays a currently valid Office of Management and Budget (OMB) control number. No person shall be subject to any penalty for failing to comply with a collection of information subject to the PRA that does not display a valid OMB control number. DATES: Written PRA comments should be submitted on or before April 27, 2018. If you anticipate that you will be submitting comments, but find it difficult to do so within the period of time allowed by this notice, you should SUMMARY: E:\FR\FM\26FEN1.SGM 26FEN1

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[Federal Register Volume 83, Number 38 (Monday, February 26, 2018)]
[Notices]
[Pages 8262-8264]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2018-03846]


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ENVIRONMENTAL PROTECTION AGENCY

[FRL-9974-37-OAR]


Alternative Method for Calculating Off-Cycle Credits Under the 
Light-Duty Vehicle Greenhouse Gas Emissions Program: Applications From 
General Motors and Toyota Motor North America

AGENCY: Environmental Protection Agency (EPA).

ACTION: Notice.

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

SUMMARY: EPA is requesting comment on applications General Motors (GM), 
and Toyota Motor North America (Toyota) for off-cycle carbon dioxide 
(CO2) credits under EPA's light-duty vehicle greenhouse gas 
emissions standards. ``Off-cycle'' emission reductions can be achieved 
by employing technologies that result in real-world benefits, but where 
that benefit is not adequately captured on the test procedures used by 
manufacturers to demonstrate compliance with emission standards. EPA's 
light-duty vehicle greenhouse gas program acknowledges these benefits 
by giving automobile manufacturers several options for generating 
``off-cycle'' carbon dioxide (CO2) credits. Under the 
regulations, a manufacturer may apply for CO2 credits for 
off-cycle technologies that result in off-cycle benefits. In these 
cases, a manufacturer must provide EPA with a proposed methodology for 
determining the real-world off-cycle benefit. These two manufacturers 
have submitted applications that describe methodologies for determining 
off-cycle credits. The off-cycle technologies vary by manufacturer and 
include thermal control technologies such as high efficiency 
alternators, an efficient air conditioning compressor, and active 
climate control seats. Pursuant to applicable regulations, EPA is 
making descriptions of each manufacturer's off-cycle credit calculation 
methodologies available for public comment.

DATES: Comments must be received on or before March 28, 2018.

ADDRESSES: Submit your comments, identified by Docket ID No. EPA-HQ- 
OAR-2017-0754, to the Federal eRulemaking Portal: https://www.regulations.gov. Follow the online instructions for submitting 
comments. Once submitted, comments cannot be edited or withdrawn. The 
EPA may publish any comment received to its public docket. Do not 
submit electronically any information you consider to be Confidential 
Business Information (CBI) or other information whose disclosure is 
restricted by statute. Multimedia submissions (audio, video, etc.) must 
be accompanied by a written comment. The written comment is considered 
the official comment and should include discussion of all points you 
wish to make. The EPA will generally not consider comments or comment 
contents located outside of the primary submission (i.e. on the web, 
cloud, or other file sharing system). For additional submission 
methods, the full EPA public comment policy, information about CBI or 
multimedia submissions, and general guidance on making effective 
comments, please visit https://www2.epa.gov/dockets/commenting-epa-dockets.

FOR FURTHER INFORMATION CONTACT:  Roberts French, Environmental 
Protection Specialist, Office of Transportation and Air Quality, 
Compliance Division, U.S. Environmental Protection Agency, 2000 
Traverwood Drive, Ann Arbor, MI 48105. Telephone: (734) 214-4380. Fax: 
(734) 214-4869. Email address: [email protected].

SUPPLEMENTARY INFORMATION: 

I. Background

    EPA's light-duty vehicle greenhouse gas (GHG) program provides 
three pathways by which a manufacturer may accrue off-cycle carbon 
dioxide (CO2) credits for those technologies that achieve 
CO2 reductions in the real world but where those reductions 
are not adequately captured on the test used to determine compliance 
with the CO2 standards, and which are not otherwise 
reflected in the standards' stringency. The first pathway is a 
predetermined list of credit values for specific off-cycle technologies 
that may be used beginning

[[Page 8263]]

in model year 2014.\1\ This pathway allows manufacturers to use 
conservative credit values established by EPA for a wide range of 
technologies, with minimal data submittal or testing requirements, as 
long as the technologies meet EPA regulatory definitions. In cases 
where the off-cycle technology is not on the menu but additional 
laboratory testing can demonstrate emission benefits, a second pathway 
allows manufacturers to use a broader array of emission tests (known as 
``5-cycle'' testing because the methodology uses five different testing 
procedures) to demonstrate and justify off-cycle CO2 
credits.\2\ The additional emission tests allow emission benefits to be 
demonstrated over some elements of real-world driving not adequately 
captured by the GHG compliance tests, including high speeds, hard 
accelerations, and cold temperatures. These first two methodologies 
were completely defined through notice and comment rulemaking and 
therefore no additional process is necessary for manufacturers to use 
these methods. The third and last pathway allows manufacturers to seek 
EPA approval to use an alternative methodology for determining the off-
cycle CO2 credits.\3\ This option is only available if the 
benefit of the technology cannot be adequately demonstrated using the 
5-cycle methodology. Manufacturers may also use this option for model 
years prior to 2014 to demonstrate off-cycle CO2 reductions 
for technologies that are on the predetermined list, or to demonstrate 
reductions that exceed those available via use of the predetermined 
list.
---------------------------------------------------------------------------

    \1\ See 40 CFR 86.1869-12(b).
    \2\ See 40 CFR 86.1869-12(c).
    \3\ See 40 CFR 86.1869-12(d).
---------------------------------------------------------------------------

    Under the regulations, a manufacturer seeking to demonstrate off-
cycle credits with an alternative methodology (i.e., under the third 
pathway described above) must describe a methodology that meets the 
following criteria:
     Use modeling, on-road testing, on-road data collection, or 
other approved analytical or engineering methods;
     Be robust, verifiable, and capable of demonstrating the 
real-world emissions benefit with strong statistical significance;
     Result in a demonstration of baseline and controlled 
emissions over a wide range of driving conditions and number of 
vehicles such that issues of data uncertainty are minimized;
     Result in data on a model type basis unless the 
manufacturer demonstrates that another basis is appropriate and 
adequate.
    Further, the regulations specify the following requirements 
regarding an application for off-cycle CO2 credits:
     A manufacturer requesting off-cycle credits must develop a 
methodology for demonstrating and determining the benefit of the off-
cycle technology, and carry out any necessary testing and analysis 
required to support that methodology.
     A manufacturer requesting off-cycle credits must conduct 
testing and/or prepare engineering analyses that demonstrate the in-use 
durability of the technology for the full useful life of the vehicle.
     The application must contain a detailed description of the 
off-cycle technology and how it functions to reduce CO2 
emissions under conditions not represented on the compliance tests.
     The application must contain a list of the vehicle 
model(s) which will be equipped with the technology.
     The application must contain a detailed description of the 
test vehicles selected and an engineering analysis that supports the 
selection of those vehicles for testing.
     The application must contain all testing and/or simulation 
data required under the regulations, plus any other data the 
manufacturer has considered in the analysis.
    Finally, the alternative methodology must be approved by EPA prior 
to the manufacturer using it to generate credits. As part of the review 
process defined by regulation, the alternative methodology submitted to 
EPA for consideration must be made available for public comment.\4\ EPA 
will consider public comments as part of its final decision to approve 
or deny the request for off-cycle credits.
---------------------------------------------------------------------------

    \4\ See 40 CFR 86.1869-12(d)(2).
---------------------------------------------------------------------------

II. Off-Cycle Credit Applications

A. General Motors

1. High-Efficiency Alternator
    General Motors (GM) is requesting GHG credits for alternators with 
improved efficiency relative to a baseline alternator. This request is 
for the 2010 to 2016 model years. Automotive alternators convert 
mechanical energy from a combustion engine into electrical energy that 
can be used to power a vehicle's electrical systems. Alternators 
inherently place a load on the engine, which results in increased fuel 
consumption and CO2 emissions. High efficiency alternators 
use new technologies to reduce the overall load on the engine yet 
continue to meet the electrical demands of the vehicle systems, 
resulting in lower fuel consumption and lower CO2 emissions. 
Some comments on EPA's proposed rule for GHG standards for the 2016-
2025 model years suggested that EPA provide a credit for high-
efficiency alternators on the pre-defined list in the regulations. 
While EPA agreed that high-efficiency alternators can reduce electrical 
load and reduce fuel consumption, and that these impacts are not seen 
on the emission test procedures because accessories that use 
electricity are turned off, EPA noted the difficulty in defining a one-
size-fits-all credit due to lack of data.\5\ GM proposes a methodology 
that would scale credits based on the efficiency of the alternator; 
alternators with efficiency (as measured using an accepted industry 
standard procedure) above a specified baseline value could get credits 
of 0.16 grams/mile per percent improvement in alternator efficiency. 
This methodology is similar to that proposed by Ford and published for 
comment in June of 2017.\6\ Details of the testing and analysis can be 
found in the manufacturer's application.
---------------------------------------------------------------------------

    \5\ See 77FR 62730, October 15, 2012.
    \6\ See 82 FR 27819, June 19, 2017.
---------------------------------------------------------------------------

2. Active Climate Control Seats
    GM is also applying for off-cycle GHG credits for the use of active 
climate control seat technologies. Based on GM's analysis, they are 
requesting credits equal to 2.3 grams CO2 per mile for 
passenger cars and 2.9 grams CO2 per mile for trucks on all 
models that use these seats in both front seating locations. This 
request is for a larger amount of credit than could be earned by these 
designs using the pre-defined regulatory ``menu'' of default off-cycle 
credits for ventilated seats (1.0 and 1.3 grams/mile for cars and 
trucks, respectively).
    The technology used by GM uses a combination of ventilation fans 
and cooling devices. Active cooling to the seat back is provided by the 
installation of thermoelectric devices (TED) and a blower which 
provides positive, temperature controlled airflow pushed towards the 
occupant. The seat cushion also features a blower operating in a pull 
mode, drawing the air surrounding the occupant into the seat cushion. 
The foams in both seating surfaces include a textile spacer fabric that 
facilitates lateral airflow under occupant load. The seat covers are 
made of cloth and backed by an additional layer of textile spacer 
fabric to promote airflow to the occupant.
    GM performed a series of simulations on three vehicle platforms, 
demonstrating credit values of 1.7 and 2.1 grams/mile for cars and 
trucks,

[[Page 8264]]

respectively. The analysis also accounted for emissions associated with 
the power consumption of the ventilated seat technology. The request is 
for these credit levels for 2010-2016 models using active climate 
control seat technology in both front seating locations.

B. Toyota Motor North America (Toyota)

    Using the alternative methodology approach discussed above, Toyota 
is applying for credits for an air conditioning compressor manufactured 
by Denso that results in air conditioning efficiency credits beyond 
those provided in the regulations. This request is for the 2013 and 
subsequent model years. This compressor, known as the Denso SAS 
compressor, improves the internal valve system within the compressor to 
reduce the internal refrigerant flow necessary throughout the range of 
displacements that the compressor may use during its operating cycle. 
The addition of a variable crankcase suction valve allows a larger mass 
flow under maximum capacity and compressor start-up conditions (when 
high flow is ideal), and then it can reduce to smaller openings with 
reduced mass flow in mid- or low-capacity conditions. The refrigerant 
exiting the crankcase is thus optimized across the range of operating 
conditions, reducing the overall energy consumption of the air 
conditioning system. EPA first approved credits for General Motors (GM) 
for the use of the Denso SAS compressor in 2015,\7\ and has 
subsequently approved such credits for BMW, Ford, and Hyundai.\8\
---------------------------------------------------------------------------

    \7\ ``EPA Decision Document: Off-cycle Credits for Fiat Chrysler 
Automobiles, Ford Motor Company, and General Motors Corporation.'' 
Compliance Division, Office of Transportation and Air Quality, U.S. 
Environmental Protection Agency. EPA-420-R-15-014, September 2015.
    \8\ EPA Decision Document: Off-cycle Credits for BMW Group, Ford 
Motor Company, and Hyundai Motor Company.'' Compliance Division, 
Office of Transportation and Air Quality, U.S. Environmental 
Protection Agency. EPA-420-R-17-010, December 2017.
---------------------------------------------------------------------------

    The credits calculated for the Denso SAS compressor would be in 
addition to the credits of 1.7 grams/mile for variable-displacement A/C 
compressors already allowed under EPA regulations.\9\ However, it is 
important to note that EPA regulations place a limit on the cumulative 
credits that can be claimed for improving the efficiency of A/C 
systems. The rationale for this limit is that the additional fuel 
consumption of A/C systems can never be reduced to zero, and the limits 
established by regulation reflect the maximum possible reduction in 
fuel consumption projected by EPA. These limits, or caps, on credits 
for A/C efficiency, must also be applied to A/C efficiency credits 
granted under the off-cycle credit approval process. In other words, 
cumulative A/C efficiency credits for an A/C system--from the A/C 
efficiency regulations and those granted via the off-cycle 
regulations--must comply with the stated limits.
---------------------------------------------------------------------------

    \9\ See 40 CFR 86.1868-12.
---------------------------------------------------------------------------

    Toyota is requesting an off-cycle GHG credit of 1.1 grams 
CO2 per mile for the Denso SAS compressor. Toyota cited the 
bench test modeling analysis referenced in the original GM application, 
which demonstrated a benefit of 1.1 grams/mile. Like other 
manufacturers, Toyota also ran vehicle tests using the AC17 test. Six 
tests were conducted on a Toyota Corolla, resulting in a calculated 
benefit of 1.4 grams/mile, thus substantiating the bench test results. 
Based on these results, Toyota is requesting a credit of 1.1 grams/mile 
for all Toyota vehicles equipped with the Denso SAS compressor with 
variable crankcase suction valve technology, starting with 2013 model 
year vehicles. Details of the testing and analysis can be found in the 
manufacturer's application.

III. EPA Decision Process

    EPA has reviewed the applications for completeness and is now 
making the applications available for public review and comment as 
required by the regulations. The off-cycle credit applications 
submitted by GM and Toyota (with confidential business information 
redacted) have been placed in the public docket (see ADDRESSES section 
above) and on EPA's website at https://www.epa.gov/vehicle-and-engine-certification/compliance-information-light-duty-greenhouse-gas-ghg-standards.
    EPA is providing a 30-day comment period on the applications for 
off-cycle credits described in this notice, as specified by the 
regulations. The manufacturers may submit a written rebuttal of 
comments for EPA's consideration, or may revise an application in 
response to comments. After reviewing any public comments and any 
rebuttal of comments submitted by manufacturers, EPA will make a final 
decision regarding the credit requests. EPA will make its decision 
available to the public by placing a decision document (or multiple 
decision documents) in the docket and on EPA's website at the same 
manufacturer-specific pages shown above. While the broad methodologies 
used by these manufacturers could potentially be used for other 
vehicles and by other manufacturers, the vehicle specific data needed 
to demonstrate the off-cycle emissions reductions would likely be 
different. In such cases, a new application would be required, 
including an opportunity for public comment.

    Dated: February 6, 2018.
Byron Bunker,
Director, Compliance Division Office of Transportation and Air Quality 
Office of Air and Radiation.
[FR Doc. 2018-03846 Filed 2-23-18; 8:45 am]
 BILLING CODE 6560-50-P
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