Current through Register 2024 Notice Reg. No. 38, September 20, 2024
(a) Limit and Procedure for Measuring
Nitrogen Dioxide (NO2).
(1) In order for a diesel emission control
strategy to be verified, effective January 1, 2007, the diesel emission control
strategy must not increase emissions of NO2 by more than
an increment equivalent in mass to 30 percent of the baseline NOx emission
level. Effective January 1, 2009, the increment is reduced to 20 percent of the
baseline NOx emission level. The average of NO2 emission
levels from both the initial and final emissions tests described in Section
2704(g) is used
to determine compliance with the NO2 limit. For chassis
dynamometer testing, only the NO2 emission level over
the UDDS cycle is used. The first NO2 emission limit
takes effect beginning on January 1, 2007. Diesel emission control strategies
verified and installed prior to January 1, 2007 are exempted from this
requirement. Those verified prior to January 1, 2007 will no longer be allowed
for installation after January 1, 2007 unless they meet the appropriate
NO2 emission limit. After January 1, 2007, all diesel
emission control strategies verified and installed must meet this
requirement.
(2)
NO2 emissions are to be quantified by one of the
following methods:
(A) Two chemiluminescence
analyzers,
(B) A dual-path
chemiluminescence analyzer, or
(C)
An alternative method approved by the Executive Officer.
(3) Analyzer configuration and determination
of NO2 emission level. For (2)(A) and (2)(B), the
analyzers are to be fed from a heated and conditioned sample path. If two
chemiluminescence analyzers are employed, they are to be simultaneously fed
from a common heated sample path. One instrument (or path) shall be set to NOx
mode, while the second shall be set to nitric oxide (NO) mode. The instrument
(or path) set to NOx mode receives a sample that has passed through an
NO2-to-NO converter, and the resultant concentration is
designated as total NOx (NO+NO2) in the sample. The
instrument (or path) that is set to NO mode receives a sample that has not
passed through the converter and quantifies the amount of NO only. The
difference between NO and NOx is the amount of NO2 in
the sample. Both NO and NOx signals are recorded by an external data
acquisition system at 1 Hertz. Using the average concentrations of NO and NOx
over the entire test cycle, the conventional equation for calculating total NOx
(Code of Federal Regulations, Title 40, part 86, Subpart N) is then used to
generate a gram per mile or g/bhp-hr value for both NO and NOx. The resulting
value for NO is then subtracted from that for NOx to determine the gram per
mile or g/bhp-hr value for NO2. The instrument for
measuring NO and NOx must be calibrated in accordance with the NOx calibration
procedure as described in the Code of Federal Regulations, Title 40, part 86,
Subpart N.
(4) Pre-conditioning
requirements. If the Executive Officer determines that a diesel emission
control strategy has a propensity to increase emissions of
NO2 and that NO2 emissions from a
diesel emission control strategy could be affected by the presence of
particulate matter or ash (as with a catalyzed diesel particulate filter), the
strategy must be pre-conditioned according to the following procedure:
(A) Initial test (prior to service
accumulation). Before conducting the initial emissions test, the unit being
tested must be pre-conditioned as follows:
1.
Install a new, unused unit on an engine that is an appropriate size for the
unit, in a good state of maintenance, and certified to a PM standard equal to
or more stringent than that of the engines in the emission control group for
which the applicant seeks verification.
2. Operate the engine on one of the test
cycles specified below for 25 to 30 hours. For on-road verifications, use
either the FTP (hotstart) or UDDS cycle as identified in 2703(e), or the
13-mode Supplemental Emissions Test (SET) in the Code of Federal Regulations,
Title 40, Part 86. For off-road and stationary verifications, use either the
steady-state test cycle or the Nonroad Composite Transient Cycle (NRTC)
(California Code of Regulations, Title 13, section
2423) from ARB off-road
regulations. For up to 10 hours of the 25 to 30 hour period, beginning after at
least the first three test cycle repetitions and ending before at least the
last three test cycle repetitions, an applicant may alternatively:
a. Run the engine at high load such that the
exhaust temperature is between 350 and 450 degrees Celsius, or
b. Alternate back and forth between high and
low loads such that the exhaust temperature never exceeds 525 degrees Celsius
and the low load operation does not result in significant soot accumulation at
the end of the pre-conditioning period.
3. Measure and record the backpressure,
exhaust temperature, date, and time on a second-by-second basis (1 Hertz) for
the duration of the 25 to 30 hour pre-conditioning period.
4. Following the 25 to 30 hour period of
operation, remove the unit from the pre-conditioning engine and install it on
the emissions test engine, if applicable. Proceed with the initial emissions
test and determine NO2i, as
defined in section
2706(a)(5).
Determine the average backpressure over each of the emissions test repetitions
and then average those values. The resulting average backpressure is compared
with that of the aged unit per subsection (B), below.
(B) Final test (after the service
accumulation). Before conducting the final emissions test, the aged unit may
need to be pre-conditioned if the backpressure is too high. The applicant may
either first perform the backpressure check described below or directly proceed
with the final emissions test with the understanding that the test must be
repeated if the backpressure is too high.
1.
Backpressure check. Run one hot-start of the emissions test cycle with the aged
unit installed on the emissions test engine. If using a chassis dynamometer,
run the UDDS. Measure and record the backpressure on a second-by-second basis
(1 Hertz) and determine the average. No pollutant measurements are necessary.
Proceed with the emissions test as described in subsection (B)(3.) below if
either the average backpressure is within 30 percent of the average
backpressure recorded for the initial test unit or, for transient test cycles,
the backpressure does not exceed 60 inches of water for more than two percent
of the time, or, for steady-state test cycles, the backpressure never exceeds
60 inches of water. Otherwise, pre-condition the aged unit as described in
subsection (B)(2.) below.
2. If the
backpressure of the aged unit does not comply with the appropriate criterion
described in subsection (B)(1.) above, burn off excess soot or clean out excess
ash as necessary. Run an additional repetition of the emissions test cycle
(hot-start) to check if the unit complies with the backpressure criterion.
Repeat as necessary.
3. Conduct
emissions testing with the aged unit. Determine
NO2f, as defined in section
2706(a) (5.). If
the backpressure does not comply with the appropriate criterion described in
subsection (B)(1.) above, pre-condition the unit in accordance with subsection
(B)(2.) and retest. If the backpressure check in subsection (B)(1.) was
conducted prior to emissions testing and the unit was brought into compliance
at that time, do not retest.
(C) In-use compliance testing. Before
conducting in-use compliance emissions testing, the test units may need to be
pre-conditioned. Using the required test cycle, measure and record the
backpressure on a second-by-second basis (1 Hertz) over one hot-start test with
a cleaned (or pre-conditioned per subsection (A) above) reference unit
installed on the engine to be used for in-use compliance testing. The reference
unit must be identical to the test units. Measure and record the backpressure
of the test units retrieved from the field using the same engine and test cycle
(one hot-start) as used with the reference unit. If the backpressure of a given
test unit is either within 30 percent of the average backpressure recorded for
the reference unit or, for transient test cycles, the backpressure does not
exceed 60 inches of water for more than two percent of the time, or, for
steady-state test cycles, the backpressure never exceeds 60 inches of water, it
does not require pre-conditioning. Otherwise, the test units must be
pre-conditioned following subsection (B) above. Other units may not be
substituted for the selected test units.
(D) Determination of backpressure. The
applicant must submit the actual recorded backpressure in an electronic format
as measured on a second-by-second basis over each test run and over the 25 to
30 hour pre-conditioning period. Prior to calculating the average backpressure
over a given test run, however, any negative values caused by the draw of the
dilution tunnel must first be zeroed.
(5) Determination of compliance with the
NO2 limit. Compliance with the
NO2 limit is based on the average incremental increase
in NO2 emissions as determined by the following
equation:
Percent Increase=100% x 0.5 x
[(NO2i -
NO2b)+(NO2f
- NO2b)] / NOxb
Where "NO2" and "NOx" stand for the
mass-based emission rates of NO2 and NOx, respectively,
as determined in subsection (a)(3) above, and the superscripts "i", "f", and
"b" stand for "initial test", "final test", and "baseline test", respectively.
For in-use compliance testing, the equation is:
Percent Increase=100% x (NO2
c - NO2
b) /
NOxb
Where the superscript "c" stands for the in-use compliance
emissions testing conducted with the unit installed on the test
engine.
(6) Alternative
Method to Measure NO2. The applicant may request the
Executive Officer to approve an alternative method in place of the required
methods. In reviewing this request, the Executive Officer may consider all
relevant information including, but not limited to, the following:
(A) Correlation of the alternative method
with the methods stated in 2(A) or 2(B).
(B) Body of existing data generated using the
alternative method.
(b) Limits on Other Pollutants.
(1) Limits on non-methane hydrocarbon (NMHC)
and NOx. In order for a diesel emission control strategy to be verified, the
applicant must comply with one of the following:
(A) The diesel emission control strategy must
not increase the emissions of either NMHC or NOx by more than ten percent of
the baseline emissions level as reported under section
2708 (a) except
that NMHC emissions may be increased by up to 0.1 g/bhp-hr provided the
increase does not cause the emissions to exceed the applicable NMHC emissions
standard or 0.5 g/bhp-hr if no standard exists, or
(B) For strategies verified prior to July 1,
2006, the applicant must provide sufficient evidence to demonstrate that the
sum of NMHC and NOx emissions with the strategy implemented does not exceed the
baseline emission level sum of NMHC and NOx as reported under Section
2708(a);
or
(C) For strategies verified on
or after July 1, 2006, the applicant must provide atmospheric modeling data
which indicates that widespread use of the strategy will not result in an
increase in exposure of the public to ozone. The atmospheric model employed
must be approved in advance by the Executive Officer.
(2) Limit on CO.
(A) On-road and Off-road (including portable)
Engines. In order for a diesel emission control strategy to be verified, the
diesel emission control strategy must not increase the emissions of CO greater
than the current CO emission standards for new diesel engines adopted by the
Air Resources Board and in effect at the time of verification.
(B) Stationary Engines. In order for a diesel
emission control strategy to be verified, the diesel emission control strategy
must either:
1. Meet the applicable CO
standard for off-road engines of the same model year and maximum rated power as
specified in the Off-Road Compression-Ignition Engine Standards (title 13, CCR,
section 2423). If no standards have been
established for an off-road engine of the same model year and maximum rated
power as the stationary diesel-fueled CI engine, then the stationary
diesel-fueled CI engine shall meet the Tier 1 standard in title 13, CCR,
section 2423 for an off-road engine of the
same maximum rated power, irrespective of the stationary diesel-fueled CI
engine's model; Or
2. Not increase
the emissions of CO by more than 10 percent of the baseline emissions level as
reported under section
2708(a).
(3) Limit on Ammonia
(NH3). In order for a diesel emission control strategy
to be verified, the diesel emission control strategy must not increase the
emissions of ammonia to a level greater than 25 parts per million by volume at
the tailpipe on average over any test cycle used to support emission reduction
claims.
(A) Emissions of ammonia are to be
quantified with a method subject to approval by the Executive Officer which
employs Fourier Transform Infrared (FTIR) spectroscopy. The applicant may
request the Executive Officer to approve an alternative method in place of the
required method. In reviewing this request, the Executive Officer may consider
all relevant information including, but not limited to, consistency with the
method required by U.S. EPA and the body of existing data generated using the
alternative method.
(B) If an
applicant does not expect its diesel emission control strategy to increase
emissions of ammonia, the applicant may request that the Executive Officer
waive the requirement to conduct testing for ammonia emissions. In reviewing
the request, the Executive Officer may consider all relevant information
including, but not limited to, the principles of operation of the diesel
emission control strategy, the existence of a mechanism for ammonia formation,
and published emissions data from similar technologies.
(C) The strategy must be in compliance with
applicable federal, state, and local government requirements relating to
ammonia emissions, which may be more stringent than the limit presented
here.
(4) Other
Pollutants. In order for a diesel emission control strategy to be verified, the
diesel emission control strategy must not increase the emissions of other
pollutants by more than ten percent of the baseline emission level as reported
under Section
2708(a).
(c) Fuel Additives. Diesel emission control
strategies that use fuel additives must comply with section
2710 and meet the following
additional requirements for verification. Fuel additives must be used in
combination with a level 3 diesel particulate filter unless they can be proven
to the satisfaction of the Executive Officer to be safe for use alone. In
addition, the applicant must meet the following requirements:
(1) The applicant must submit the exact
chemical formulation of the fuel additive,
(2) Diesel emission control strategies
employing the dosing of an additive in conjunction with a diesel particulate
filter must include an on-board monitor of the additive level in the reservoir,
integrated with the diesel particulate filter. The on-board monitor for fuel
additive must include indicators to notify the operator when the additive level
becomes low and when the additive tank is empty. In addition, the on-board
monitor must be capable of shutting off the supply of additive, if there is a
detected diesel particulate filter problem,
(3) The applicant must submit to the
Executive Officer environmental, toxicological, epidemiological, and other
health-related data pertaining to the fuel additive every two years. The
Executive Officer will review the data, including any new information, and may
revoke the verification if the data indicate that the fuel additives cause, or
are linked, to negative environmental, or health consequences.
(4) The applicant must conduct additional
emission tests of fuel additives.
(A) Except
as provided in (B) below, the additional emission tests must follow the same
test procedures, test cycles, and number of test runs as indicated in section
2703, except that the
concentration of the additive must be at least 50 ppm or 10 times higher than
that specified for normal use, whichever is highest. In all other respects, the
additive in the high concentration test solutions must be identical to that in
the fuel additive submitted for verification.
(B) The applicant may petition to use a
concentration less than that required in (A), above, if the higher dose would
result in catastrophic damage to the engine. The applicant must supply
information on the failure modes, and the level of the additive that would
trigger failure. The applicant must also supply information and data supporting
the highest feasible dose for testing. An increase in emissions is not by
itself sufficient to justify a dose lower than that required in (A), above, and
must be correlated to potential engine damage. After reviewing this information
and any other relevant information, the Executive Officer shall determine if
testing at a lower level could be accepted, or if testing must be conducted at
50 ppm or ten times the specified dose rate as required in
(A).
(5) Fuel additives
must be in compliance with applicable federal, state, and local government
requirements. This requirement includes, but is not limited to, registration of
fuel additives with the U.S. EPA. Registration of fuel additives with U.S. EPA
must be completed prior to submission of an applicant's preliminary
verification application.
(d) Alternative Diesel Fuels. Alternative
diesel fuels must be in compliance with applicable federal, state, and local
government requirements. This requirement includes, but is not limited to
registration of the alternative diesel fuel with the U.S. EPA. Registration of
alternative diesel fuels with U.S. EPA must be completed prior to submission of
an applicant's preliminary verification application. The applicant must conduct
additional emission tests of alternative diesel fuels if the Executive Officer
determines that such tests are necessary. The Executive Officer may consider
all factors including, but not limited to, fuel components that could adversely
affect emissions reductions and/or the applications to which they are
applied.
(e) Selective Catalytic
Reduction (SCR) Systems. A diesel emission control strategy that uses an SCR
system to reduce emissions of NOx has the following additional requirements:
(1) The diesel emission control strategy must
include a system to monitor the amount of reductant available and notify the
operator when the level is low. The notification must occur and be clearly
visible to the operator while the vehicle or equipment is in use.
(2) The diesel emission control strategy must
include a strong inducement to ensure that the operator maintains a constant
supply of reductant to the SCR system. For example, the diesel emission control
strategy may include a mechanism to de-rate the engine's maximum power output
if the operator fails to refill the reductant tank. The inducement must be both
resistant to tampering and strong enough to ensure an uninterrupted supply of
reductant. The applicant must propose an inducement for approval by the
Executive Officer.
(3) The diesel
emission control strategy must include a means to ensure that the reductant
present in the tank meets the specifications necessary for the SCR system to
function properly. The applicant must propose a quality control strategy for
approval by the Executive Officer.
(f) Operational Data Monitoring and Storage
Requirements. The following requirements apply to all diesel emission control
strategies that include exhaust aftertreatment:
(1) During emissions and durability testing,
the applicant must:
(A) Measure and record
exhaust backpressure and temperature pursuant to sections
2703 and
2704.
(B) Demonstrate that the backpressure caused
by its diesel emission control strategy is within the engine manufacturer's
specified limits, or will not result in any damage to the
engine.
(2) If operation
of the engine with the diesel emission control strategy installed will result
in a gradual build-up of backpressure exceeding the engine's specified limits
over time (such as due to the accumulation of ash in a filter), the applicant
must submit information describing how to reduce the backpressure.
(3) All diesel emission control strategies
that include a diesel particulate filter or other device that can cause exhaust
backpressure to increase over time must be installed with a backpressure
monitor to notify the operator of high backpressure conditions. The monitor
must have a minimum of two stages of notification: when the high backpressure
limit, as specified by the engine manufacturer or included in the verification
application, is approached and when the high backpressure limit is reached or
exceeded. These notifications must occur and be clearly visible to the operator
while the vehicle or equipment is in use. Vehicles or equipment that can be
operated from multiple locations by end-users must include a secondary
notification system on the vehicle or equipment to alert the operator of a high
backpressure condition. The applicant must identify the proposed high
backpressure limits for the strategy in its application for verification. Each
high backpressure notification event must be recorded pursuant to section
2706(f)(5).
(A) The final, maximum high backpressure
notification must be non-resettable by the operator and must meet the following
requirements:
1. If the notification is
triggered, it must remain on until a qualified technician can examine the
engine and filter to determine the cause of the high backpressure
condition.
2. If the notification
is triggered and the engine is subsequently turned off, it must immediately
resume when the engine is turned back on.
3. If the notification is triggered and the
notification system subsequently either loses power or otherwise becomes
nonfunctional, the notification must immediately resume when the system becomes
operational.
(4) The Executive Officer reserves the right
to require monitors that identify low backpressure limits in those cases where
failures leading to low backpressure are unlikely to be detected, or have the
potential to cause environmental damage beyond that caused by the engine prior
to being equipped with the emission control strategy (e.g., systems that
introduce additives into the fuel).
(5) All backpressure monitors must include an
electronic device that is able to do the following:
(A) Measure and record exhaust backpressure
and exhaust gas temperature data. Each record must include the date and time of
measurement.
(B) Have the capacity
to record exhaust backpressure, exhaust temperature, date, and time data as
described in (A) above for a period of at least 200 hours of actual engine
operation without overwriting any stored data. Measurements must be recorded at
least once every 30 seconds. Each record must consist of the instantaneous
measured exhaust backpressure and exhaust gas temperature or an average of such
measurements over no more than the preceding 30 seconds provided the maximum
and minimum values are also recorded for the same averaging period.
(C) Have the capacity to record error codes
and high backpressure codes for a period of at least 500 hours of actual engine
operation without overwriting any stored data. Each record must include the
code and the date and time it occurred.
(6) An applicant must submit to the Executive
Officer at the time of application all software and hardware that are required
to interface with the diesel emission control strategy and download and view
all recorded data. All such software and hardware associated with a diesel
emission control strategy that is already verified must be submitted to the
Executive Officer by the applicant no later than six months following the
effective date of this part of the regulation.
(g) Fuel and Oil Requirements. The applicant
must specify the fuel and lubricating oil requirements necessary for proper
functioning of the diesel emission control system. The applicant must also
specify any consequences that will be caused by failure to comply with these
requirements, as well as methods for reversing any negative
consequences.
(h) Maintenance
Requirements. The applicant must provide information on maintenance of the
diesel emission control strategy as follows:
(1) The applicant must identify all normal
maintenance requirements for the diesel emission control strategy. The
applicant must specify the recommended intervals for cleaning and/or replacing
components. Any components to be replaced within the defects warranty period
must be covered with the original diesel emission control system package or
provided free of charge to the customer at the appropriate maintenance
intervals. Any normal maintenance items that the applicant does not intend to
provide free of charge must be approved by the Executive Officer (the applicant
is not required to submit cost information for these items). In addition, the
applicant must specify procedures for proper handling of spent components
and/or materials cleaned from the diesel emission control strategy. If any such
materials are hazardous, the applicant must identify them as such in the
owner's manual. For filter-based diesel emission control strategies, the
applicant must include procedures for resetting any backpressure monitors after
maintenance procedures are completed.
(2) The applicant must provide detailed
maintenance information for a verified diesel emission control strategy to the
owner upon delivery of the diesel emission control strategy. The information
provided must be sufficient to enable an owner to conduct proper routine
maintenance on the diesel emission control strategy without requiring that
routine maintenance be provided exclusively by the applicant or the applicant's
distributor. The required information includes, but is not limited to:
(A) Specific routine maintenance and cleaning
procedures and timeframes.
(B) All
performance criteria used to determine a proper state of maintenance, such as
the pressure drop across a fully-cleaned diesel particulate filter.
(C) Any prohibitions or specific maintenance
practices which may result in damage to the diesel emission control
strategy.
(i)
Component Swapping and Re-Designation Practices
(1) Component Swapping Practices. Applicants
may authorize that components of a verified control strategy be moved from the
original installation and transferred to another vehicle or equipment, provided
the following provisions are met:
(A)
Identical components that have the same part number may only be swapped between
diesel emission control strategies that share a common diesel emission control
strategy family name.
(B)
Applicants must first receive written approval outlining the specific component
eligible to be moved from the Executive Officer prior to approving any
transfers.
(C) Recipient vehicle
must be fitted with the same diesel emission control strategy.
(D) Component swapping must also comply with
the requirements as described in subsection (i)(3).
(E) Donor vehicle/engine whose component has
been moved must remain in compliance with the terms and conditions of the
applicable Executive Order and have all diesel emission control strategy
components present and functional.
(2) Device Re-Designation Practices.
Applicants may authorize the complete removal of a verified diesel emission
control strategy from the original installation to another vehicle or equipment
within the end user's commonly owned fleet, provided the following provisions
are met:
(A) Applicants must receive written
approval from the Executive Officer prior to approving a diesel emission
control strategy re-designation.
(B) Any party which removes a verified diesel
emission control strategy from an engine/application must remove the verified
diesel emission control strategy engine label. If the engine label cannot be
removed whole, it must be destroyed.
(C) Any party which re-designates a device to
another engine/application which was never previously retrofit with that exact
diesel emission control strategy must obtain and properly install an
appropriate diesel emission control strategy engine label.
(D) Any party which removes a verified diesel
emission control strategy from an engine/application must ensure the
engine/application returns to its original factory configuration.
(E) Diesel emission control strategies which
are more than 10 years old based on the month and date of manufacture listed on
the device label, or devices of unknown age, are not legal candidate systems
for re-designation to a new engine/application.
(F) Diesel emission control strategy system
re-designation must also comply with the requirements as described in
subsection (i)(3).
(G) A diesel
emission control strategy installed on a vehicle or piece of equipment that is
repowered (see section
2701 (a)(38)) may
remain installed provided:
1. The replacement
engine meets all the terms and conditions of the diesel emission control
strategy Executive Order,
2. The
diesel emission control strategy is not more than 10 years old (based on month
and date of manufacture), and
3.
The appropriate diesel emission control strategy engine label is installed on
the replacement engine.
(3) Additional Component Swapping and
Re-designation Requirements. In addition to the specific requirements in
subparts (1) and (2), the following requirements must be met prior to the
approval of a component swap or device re-designation:
(A) Applicants must provide written
information to the Executive Officer on approved swapping and re-designation
practices and how the applicant intends to satisfy warranty and in-use
compliance requirements.
(B)
Applicants must provide instructions for assessing if the system still meets
its verified emissions reductions (for PM and/or NOx), instructions for device
movement to prevent installation on an inappropriate vehicle, and other
information required by the Executive Officer to assess the request.
(C) The end user and installer must verify
that the new recipient vehicle meets the terms of the original
verification.
(D) Applicants must
specify acceptable end user installation and reinstallation practices in the
owner's manual and the installation manual (see section
2706 (l) and
2706(n)) and possible repercussions to the end user if such practices are done
in an inappropriate manner.
(E) The
applicant must agree to honor the original product warranty and warranty period
(see sections
2702 and
2707) and must provide a written
statement to the Executive Officer confirming continued support of the original
product warranty.
(F) The installer
must agree to honor the original installation warranty and warranty period (see
section 2707). If the installer of either
a swapped component or re-designated diesel emission control strategy is not
the same as the installer who did the original installation of the diesel
emission control strategy, the new installer must assume the installation
warranty responsibilities defined in section
2707 for the remainder of the
original warranty period or until another installer swaps the component or
re-designates the diesel emission control strategy. If the original
installation warranty has expired or has less than one year remaining, the
installer must issue a new warranty to guard against potential installation
defects. The new installation warranty must meet the requirements of section
2707 except that the minimum
period is reduced to one year from the date of installation. Any transfer of a
diesel emission control strategy or component by an installer that does not
offer this installation warranty is not considered a valid
installation.
(G) No party shall
advertise, sell, lease, or offer for sale or lease, a used verified diesel
emission control strategy.
(j) System Labeling.
(1) The applicant must ensure that identical,
legible, and durable labels are affixed on both the diesel emission control
strategy and the engine (or an alternate location approved by the Executive
Officer) on which the verified diesel emission control strategy is installed
except as noted in (3) below. All labels must be constructed and affixed so
that they resist tampering and remain legible for the duration of the diesel
emission control strategy's minimum warranty period. One label shall be welded,
riveted, or otherwise permanently attached to the diesel emission control
strategy and the other affixed to the engine in such a manner that it cannot be
easily removed (e.g., bolted). The required labels must identify the name,
address, and phone number of the manufacturer, the diesel emission control
strategy family name (defined in (2) below) of the installed system, a unique
serial number, and the month and year of manufacture. The month and year of
manufacture are not required on the label if this information can be readily
obtained from the applicant by reference to the serial number. The applicant
and/or installer must ensure that the label is visible after installation. In
the event that the original strategy label is damaged, destroyed, or missing,
the device manufacture shall issue an ARB approved replacement. The replacement
label must be identical to the original label with the exception of the words
"REPLACEMENT LABEL" which must be included at the bottom line of information. A
sample scale drawing of the original and replacement labels must be submitted
with the verification application. The end user must notify the applicant in
the event of a damaged, destroyed, or missing original strategy label. The
applicant must issue a replacement label within 45 days of notification by an
end user of a damaged, destroyed, or missing label. All labels must be approved
by the Executive Officer and must only be used with an ARB verified diesel
emission control strategy. Unless an alternative is approved by the Executive
Officer, the label information must be in the following format:
Name, Address, and Phone Number of Manufacturer
Diesel Emission Control Strategy Family Name
Product Serial Number
ZZ-ZZ (Month and Year of manufacture, e.g., 06-02)
REPLACEMENT LABEL*
* "Replacement Label" to be used only when a replacement of
the original label has been issued by the device manufacturer.
(2) Diesel Emission Control Strategy Family
Name. Each diesel emission control strategy shall be assigned a family name
defined as below:
CA/MMM/YYYY/PM#/N##/AP/XXXXX
CA: Designates a diesel emission control strategy verified in
California.
MMM: Manufacturer code (assigned by the Executive
Officer).
YYYY: Year of verification.
PM#: PM verification level 0, 1, 1+, 2, 2+, 3, or 3+ (e.g.,
PM3 means a level 3 PM emission control system).
N##: NOx verified reduction level in percent, if any (e.g.,
N25 means NOx reduction of 25 percent).
AP: Verified application that includes one of the following:
On-road (ON), Off-road (OF), Stationary (ST), Marine (MA), Locomotive (LO),
Transport Refrigeration Unit (TR), or Auxiliary Power System (AP).
XXXXX: Five alphanumeric character code issued by the
Executive Officer.
(3) The
applicant may request that the Executive Officer approve an alternative label
format. In reviewing this request, the Executive Officer may consider all
relevant information including, but not limited to, the informational content
of an alternative label as proposed by the applicant.
(k) Additional Information. The Executive
Officer may require the applicant to provide additional information about the
diesel emission control strategy or its implementation when such information is
needed to assess environmental impacts associated with its use.
(l) Owner's Manual. The applicant must
provide a copy of the diesel emission control strategy owner's manual to the
Executive Officer and, upon delivery of the diesel emission control strategy,
to the end-user, which must clearly specify at least the following information:
(1) A Table of Contents located at the
beginning of the owner's manual identifying the location of subsections (2)
through (18) identified below.
(2)
A statement alerting the end-user of their responsibility for maintaining the
candidate engine such that it continues to meet the pre-installation
compatibility assessment conditions identified in section
2706(t).
(3) Warranty statement including the warranty
period over which the applicant is liable for any defects.
(4) Installation procedure and maintenance
requirements for the diesel emission control strategy.
(5) An objective criteria for DECS ash
removal (pressure drop across the filter, maximum clean filter weight,
pre-installation filter weight comparison, etc.) for determination if a DECS is
"cleaned" pursuant to section
2706(h)(2)(B)
(6) Possible backpressure range
imposed on the engine.
(7) Fuel
consumption penalty, if any.
(8)
Fuel requirements including sulfur limit, if any.
(9) Handling and supply of additives, if
any.
(10) Instructions for reading
and resetting the backpressure monitor.
(11) Requirements for lubrication oil quality
and maximum lubrication oil consumption rate.
(12) The following statements must be
included verbatim in the owner's manual:
YOUR RIGHT TO MAINTENANCE INFORMATION
The Air Resources Board requires that (Applicant's name)
provide detailed maintenance information for the diesel emission control system
upon delivery to the end-user pursuant to section
2706(h)(2), Title
13, California Code of Regulations, at no additional cost to the owner. If you
do not already have this information, contact (Applicant's chosen contact) at
1-800-xxx-xxxx.
THE IMPORTANCE OF ENGINE MAINTENANCE
Proper engine maintenance is critical for the proper
functioning of your diesel emission control strategy. Failure to document
proper engine maintenance, including oil consumption records, may be grounds
for denial of a warranty claim for a failed component of a diesel emission
control strategy.
THE IMPORTANCE OF PROPERLY MAINTAINING A DIESEL
EMISSION CONTROL STRATEGY
Proper maintenance is critical for the diesel emission
control strategy to function as intended. Failure to document proper diesel
emission control strategy maintenance, including cleaning and/or ash removal of
the system, replacement of consumables, and replacement of broken/failed parts,
may be grounds for denial of a warranty claim for a failed component of a
diesel emission control strategy.
(13) Contact information for replacement
components and cleaning agents.
(14) Contact information to assist an
end-user to determine proper ways to dispose of waste generated by the diesel
emission control strategy (e.g., ash accumulated in filter-based systems). At a
minimum, the owner's manual should indicate that disposal must be in accordance
with all applicable Federal, State and local laws governing waste
disposal.
(15) Appropriate methods
of removing the diesel emission control strategy from the original installed
configuration and installing the strategy on a different vehicle or piece of
equipment, if such practices are allowed. The applicant must state possible
repercussions to the end user if such practices are done in an inappropriate
manner. (See section
2706(i)).
(16) Appropriate methods of swapping
identical components in strategies that share the same diesel emission control
strategy family name.
(17) Parts
List. Those parts not covered by the warranty provisions of section
2707 must be specifically
identified by a common description and part number.
(18) Notification of potential safety
concerns associated with the operation of the diesel emission control
strategy.
(m) Noise Level
Control. Any diesel emission control strategy that replaces a muffler must
continue to provide at a minimum the same level of exhaust noise attenuation as
the muffler with which the vehicle was originally equipped by the vehicle or
engine manufacturer. Applicants must ensure that the diesel emission control
strategy complies with all applicable noise limits contained in Part 205, Title
40, Code of Federal Regulations and California Vehicle Code, Sections
27150,
27151 and
27200 through
27207, for
the gross vehicle weight rating and year of manufacture of the vehicle for
which the diesel emission control strategy is intended. All diesel emission
control strategies must be in compliance with applicable local government
requirements for noise control.
(n)
Installation Manual. The applicant must provide a copy of the diesel emission
control strategy installation manual that the applicant intends to provide to
installers and/or owners. The installation manual must include sufficient
detail to enable the installer to properly install the diesel emission control
strategy such that the installation is free from defects in workmanship,
materials, or operation which could cause any of the components of the diesel
emission control strategy to fail and allow the installer to warrant the
installation pursuant to section
2707(a)(2)(A).
(1) The installation manual must include the
criteria that will be used by the applicant to authorize a person or company to
install their verified diesel emission control strategy.
(2) The installation manual must also include
the criteria that will be used by the applicant to revoke a person or company's
authorization to install their diesel emission control
strategy.
(o) Parts List.
The applicant must include a list of all of the component parts of the diesel
emission control strategy. All primary components must be listed, including,
but not limited to, substrates, electronic control units, sensors, injectors,
pumps, blowers, storage tanks, and notification lights. For each listed
component, the applicant must give a description and identification number. The
applicant must also clearly specify which parts, if any, are not covered by the
warranty. Parts that may be excluded from warranty coverage are subject to
approval by the Executive Officer.
(p) Multimedia Assessment for Fuel
Strategies. Diesel emission control strategies which rely on fuel changes
either through use of additives or through use of alternative diesel fuels must
undergo an evaluation of the multimedia effects. No diesel emission control
strategy that relies on the use of an additive or an alternative fuel may be
verified unless a multimedia evaluation of the additive or alternative fuel has
been conducted and the California Environmental Policy Council established by
Public Resources Code section
71017
has determined that such use will not cause a significant adverse impact on the
public health or the environment, pursuant to Health and Safety Code section
43830.8.
No person shall sell, offer for sale, supply or offer for supply an alternative
fuel or a diesel fuel in California that contains an additive for use in a
verified diesel emission control strategy unless such a multimedia evaluation
has been conducted and resulted in a determination that use of the alternative
fuel or additive will not cause a significant adverse impact on the public
health and the environment. The applicant shall bear the expense of conducting
the multimedia assessment.
(q)
Sales and Installation. No person or entity shall advertise, sell, lease,
supply, offer for sale, represent, or install any device, apparatus, mechanism,
or fuel based system as a verified diesel emission control strategy for or on
any engine, vehicle or equipment that does not meet the terms and conditions of
the strategy's Executive Order. The applicant, distributor, and/or installer
must ensure that each verified diesel emission control strategy is supplied,
sold, leased, and installed pursuant to the provisions of the Executive Order.
Failure to follow the provisions of the Executive Order may result in
revocation or suspension of the verification and/or any other remedy available
under Part 5, Division 26 of the Health and Safety Code.
(r) Directionality Requirements for Diesel
Emission Control Strategies.
(1) Every diesel
emission control strategy must be installed as designed and specified by the
manufacturer. For a diesel emission control strategy comprised of multiple
exhaust aftertreatment parts, each aftertreatment part must be installed in the
proper order relative to the exhaust flow.
(2) Diesel emission control strategies
installed between February 19, 2009, and January 1, 2010
(A) The diesel emission control strategy must
indicate the proper direction of exhaust flow so the end user or installer can
clearly see how to properly install the device.
(3) Diesel emission control strategies
installed on or after January 1, 2010
(A) The
proper direction for exhaust to flow through the aftertreatment part of the
diesel emission control strategy must be clearly indicated on the outside
surface of the aftertreatment part using an arrow imprinted on or affixed to
the aftertreatment part which is clearly visible and durable.
(B) The aftertreatment part must be
constructed such that it can only be installed into the diesel emission control
strategy in one unique direction relative to the exhaust flow and cannot be
reversed.
(C) A diesel emission
control strategy not meeting these requirements may be installed after January
1, 2010, provided that the diesel emission control strategy:
(i) Has a date of manufacture no later than
December 31, 2009,
(ii) Complies
with (r)(1) and (r)(2) above, and
(iii) Is installed no later than December 31
2011.
(D) Except for an
aftertreatment part that reduces PM via a physical trapping mechanism, such as
a diesel particulate filter, the applicant may request that the Executive
Officer waive the requirements that an aftertreatment part indicate the flow
direction and have unidirectional construction. In reviewing the request, the
Executive Officer may consider all relevant information including, but not
limited to, the symmetry of the aftertreatment part, potential for impaired
performance as a result of different orientations relative to exhaust flow, and
interaction with other parts.
(s) Verification of a diesel emission control
strategy by the Air Resources Board does not release the applicant from
complying with all other applicable legal requirements.
(t) Pre-Installation Compatibility
Assessment. The applicant or authorized installer (i.e., the party conducting
the pre-installation compatibility assessment) must be able to demonstrate, to
the satisfaction of the Executive Officer, that a candidate engine being
considered for retrofit is compatible with the verified diesel emission control
strategy by ensuring that each candidate engine meets all the terms and
conditions of the Executive Order prior to installation.
(1) Each applicant must establish specific
criteria to determine the suitability of a candidate engine prior to
installation and provide this information to their authorized installers. This
must include but is not limited to: a smoke opacity limit, oil consumption
limits, fuel inspection requirements, visual inspections, and other assessment
criteria that may be used to determine that the candidate engine is appropriate
for use with the diesel emission control strategy and that the candidate engine
is in a proper state of maintenance and operating within the engine
manufacturers specifications. Candidate engines that do not meet the
suitability criteria or that have a smoke opacity measured in accordance with
Society of Automotive Engineers J1667 test procedures that exceeds the limit
established by the applicant must not be retrofit with the diesel emission
control strategy.
(A) The applicant must
select and define specific criteria (e.g., oil consumption limits, fuel
inspection requirements, visual inspection requirements, ensure adherence to
all the terms of the verification Executive Order, etc.) that can be used by
the installer to ensure that the candidate engine is appropriate for use with
the diesel emission control strategy.
(B) The applicant must select a smoke opacity
limit measured in accordance with Society of Automotive Engineers J1667 (1996)
test procedures that serves to prevent installation of a diesel emission
control strategy on an engine that is not appropriate for use with the diesel
emission control strategy.
(C) For
a diesel emission control strategy that is already verified, the holder of the
verification must establish and implement specific criteria, including a smoke
opacity limit, which may be used to determine the suitability of a candidate
engine no later than six months following the effective date of this part of
the regulation.
(D) For engines
that operate at a constant-speed or are otherwise designed such that they are
unable to follow Society of Automotive Engineers J1667 (1996) test procedures,
the applicant must propose an alternate criterion instead of a smoke opacity
level to determine the suitability of a candidate engine prior to
installation.
(2) For
diesel emission control strategies that have exhaust gas temperature
requirements for successful operation, the applicant or authorized installer
(i.e., the party conducting the pre-installation compatibility assessment) must
measure and record the exhaust gas temperature for each candidate engine to
determine if the temperature requirements are satisfied. These measurements
must represent the most challenging duty cycle (i.e., pattern of use) of the
candidate engine with respect to the temperature requirements. Notwithstanding,
the applicant is responsible for ensuring that the candidate engine is properly
assessed. In lieu of logging data for each candidate engine, only the applicant
may choose to data-log a representative number of candidate engines, provided
the following requirements are met:
(A) The
diesel emission control strategy is verified to reduce emissions of diesel
particulate matter only,
(B) At
least 5 representative engines must be data-logged from within each group of
similar engines, or 10 percent of each group, whichever is larger. All engines
in a group of 5 or fewer engines must be data-logged. Data from engines outside
the group cannot be used to support retrofit of engines within the group. A
group of engines is similar if:
1. All engines
belong to the same common ownership fleet.
2. All engines have the same make and
model.
3. All engines are certified
to the same PM emissions standard.
4. The maximum power ratings of all engines
fall within a range that does not exceed 100 horsepower. For example, all
engines are rated to between 250 and 350 horsepower.
5. None of the engines have exhaust gas
recirculation, or all of the engines have external exhaust gas recirculation,
or all of the engines have internal exhaust gas recirculation.
6. All engines are installed in similar
vehicles or equipment that perform a like function and have similar duty
cycles. Examples of vehicle or equipment groups considered similar include
solid waste collection vehicles, transit buses, class 8 tractors, excavators,
wheel loaders, and back-up emergency generators.
(C) If the diesel emission control strategy
is determined to be compatible with the candidate engine in its current
application, the applicant or authorized installer (i.e., the party conducting
the pre-installation compatibility assessment) must provide a written statement
to the end user at the time of installation and, upon request, to the Executive
Officer within 30 calendar days of the request, that includes:
1. A statement that the exhaust gas
temperature profile of the candidate engine was found to satisfy the
requirements of the diesel emission control strategy's Executive
Order,
2. The date of this
determination,
3. The name and
contact information of the owner of the common ownership fleet,
4. The Executive Order number and the diesel
emission control strategy family name,
5. The engine family name, engine make and
model, and power rating of each candidate engine along with a unique identifier
such as a vehicle identification number or an engine serial number,
6. A description of the vehicle or equipment
type for each candidate engine,
7.
Identification of which candidate engines were data-logged and the groups they
represent,
8. Identification of the
parameters used to define each group of similar engines,
9. The name of the authorized installer and
the date of installation, and
10. A
statement that any change in the duty cycle (i.e., pattern of use) used to
measure the exhaust gas temperature profile of the candidate engine may cause
the diesel emission control strategy to fail to meet the requirements of the
strategy's Executive Order and information regarding how such a change will
affect the performance of the strategy.
(D) In cases where representative sampling is
selected, the party conducting the pre-installation compatibility assessment is
still responsible for ensuring that all diesel emission control strategy
installs comply with all the terms and conditions of the Executive
Order.
(E) Data must be measured
and recorded using a stand-alone data logging system that is independent of the
diesel emission control strategy and must adhere to the following criteria:
1. The measured and recorded data must be
representative of the actual duty cycle and operation of the candidate engine
as best it can be anticipated at the time.
2. The exhaust gas temperature of the
candidate engine must be measured at a point in the exhaust system that is
within 6 inches of the proposed location of the inlet of the diesel emission
control strategy.
3. The recorded
exhaust gas temperature must have an accuracy of at least ±4 degrees
Celsius. The temperature sensor must have a range sufficient to accommodate the
highest exhaust gas temperature measured plus 10 percent without exceeding the
sensor's full scale rating while ensuring that 90 percent of the measured
values fall between 10 and 90 percent of the sensor's full scale
rating.
4. The exhaust gas
temperature of the candidate engine must be measured and recorded for a period
that is long enough to determine the exhaust gas temperature profile associated
with the candidate engine's duty cycle, but not less than 24 hours of
representative, actual engine run time, unless the candidate engine is an
Emergency Standby Engine permitted under the authority of a California Air
District, as defined in section
39025
of the Health and Safety Code. Emergency standby engines with restricted use
requirements may propose a period of less than 24 hours at the Executive
Officer's discretion. The data logging strategy must include a means to
accurately determine when the engine is actually running. This may include use
of a data logging system that starts automatically when the engine starts and
stops automatically when the engine stops, or a means to identify and remove
data that correspond to the engine being off such as by simultaneously logging
data from an engine RPM sensor or applying a temperature threshold that
corresponds to a temperature just below the idle temperature of the
engine.
5. The memory of the data
logging system must be of sufficient size to ensure that data are not
overwritten prior to retrieval.
6.
All data must be recorded at a frequency of at least once every 5 seconds (0.2
Hertz)
7. At a minimum, the
following parameters must be measured and recorded:
a. Exhaust gas temperature in degrees
Celsius
b. Time and date for each
data point
c. Other parameters
deemed necessary by the Executive Officer to meet the terms and conditions of
the Executive Order.
(3) At the Executive Officer's request, the
applicant must submit all data used to determine the suitability of a candidate
engine with a verified diesel emission control strategy. All logged data must
be submitted electronically in Microsoft Excel or Microsoft Access or another
format approved by the Executive Officer. The party conducting the
pre-installation compatibility assessment must keep a record of the data used
to determine the suitability of the candidate engine for the duration of the
warranty period of the diesel emission control strategy and make the data
available to the applicant and the Executive Officer upon request. These data
must include all logged data, the date of the determination, the name and
contact information of the end user, the date of installation, the name and
contact information of the installer, the Executive Order number, the diesel
emission control strategy family name, and clearly identify the candidate
engine and vehicle or equipment using a unique identifier such as a vehicle
identification number and an engine serial number along with the engine family
name.
(4) Prior to installation of
a diesel emission control strategy, the applicant or authorized installer
(i.e., the party performing the installation of the diesel emission control
strategy) must conduct a basic assessment of each candidate engine to ensure
that it is appropriate for use with the diesel emission control strategy using
the applicant criteria identified in section
2706(t)(1). The
assessment must be performed no more than 15 days prior to installation. The
party performing the installation of the diesel emission control strategy must
maintain a record of all documentation used to make the determination that the
candidate engine was appropriate for use with the diesel emission control
strategy. All such records maintained by the party performing the installation
of the diesel emission control strategy must be made available to the Executive
Officer within thirty days upon written request.
(u) Requirements for Installers of Diesel
Emissions Control Strategies
(1) Any party
that installs a diesel emission control strategy must be authorized and trained
by the party that holds the verification for the diesel emission control
strategy.
(2) Any party that
installs a diesel emission control strategy must comply with the
pre-installation assessment requirements in section
2706(t).
(3) All installations must strictly adhere to
the requirements of the party that holds the verification for the diesel
emissions control strategy and must not relocate the original equipment
manufacturers exhaust system:
(A) Over any
occupied space (e.g., driver or passenger compartments); or
(B) That would result in any noncompliance
with any applicable safety standards such as but not limited to Federal Motor
Carrier Safety Administration, Subpart G, Miscellaneous parts and accessories,
section 393.83 Exhaust systems; or
(C) Any other location deemed unacceptable by
the applicant.
(4) Any
party that installs a diesel emission control strategy must offer a warranty
pursuant to section
2707(a)(2).
(v) Training Requirements. The applicant is
responsible for developing training to ensure end-users can safely operate and
maintain their diesel emission control strategy. This training must include, at
a minimum: a review of the pre-installation compatibility assessment criteria
results, the effects of engine maintenance on the strategy's performance,
identification of all warning and/or fault alarms and appropriate end-user
responses, and cleaning and maintenance information for the strategy. The
applicant or their authorized installer is responsible for ensuring that this
training is presented to the end-user before the vehicle, equipment, or engine
is put back into service following the installation of the strategy and must be
available to the end-user on an on-going basis (e.g., online training
materials).
(w) Safety
Considerations. The applicant must give consideration to safety and
catastrophic failure in the design of the diesel emission control strategy. The
Executive Officer addresses safety as follows:
(1) The applicant must provide an analysis of
all potential safety and catastrophic failure issues associated with the use of
the diesel emission control strategy including an analysis of all potential
failure modes. This analysis must include, but is not limited to, the effects
of: uncontrolled regeneration, improper maintenance, unfavorable operating
conditions, use of inappropriate fuel, high exhaust temperatures, substrate
failure, and sensor failures. For any potential safety or catastrophic failure
issues identified, the applicant must provide a detailed description of the
safety risk mitigation strategies that it employs.
(2) The Executive Officer may require
additional safety testing and design modifications to the diesel emission
control strategy both before and after verification of the diesel emission
control strategy. In making these determinations, the Executive Officer may
consider all relevant information including, but not limited to, the safety and
catastrophic failure analysis provided by the applicant, system design,
properties of the materials used by the diesel emission control strategy, field
experience, and warranty report data. The Executive Officer may require that
safety testing be conducted by an independent test facility that has
appropriate safety testing experience.
(3) If the Executive Officer determines that
an applicant has not made a satisfactory demonstration of the safety of its
diesel emission control strategy, the Executive Officer may deny the
applicant's request for verification or revoke an existing
verification.
(x)
Technical service bulletins, pre-installation compatibility assessment
criteria, other service related information, or any other documentation that
effects the proper operation and maintenance of the diesel emission control
strategy provided to end-users, authorized installers, or distributors must be
submitted concurrently to ARB. Submission of such information does not relieve
applicants from the design modification requirements of section
2702(j) nor does
it constitute ARB approval.
1. New section
filed 5-12-2003; operative 6-11-2003 (Register 2003, No. 20).
2.
Amendment of subsections (a)(1) and (a)(3), redesignation of portion of
subsection (b)(2) as new subsection (b)(2)(A) and new subsections
(b)(2)(B)-(b)(2)(B)2. filed 12-2-2004; operative 1-1-2005 (Register 2004, No.
49).
3. Amendment of subsections (a)(1) and (a)(3), new subsections
(a)(4)-(a)(5), subsection renumbering, amendment of subsection (g)(2) and new
subsection (l) filed 2-9-2007; operative 2-9-2007 pursuant to Government Code
section
11343.4
(Register 2007, No. 6).
4. Amendment filed 1-20-2009; operative
2-19-2009 (Register 2009, No. 4).
5. Amendment of section and NOTE
filed 1-18-2011; operative 2-17-2011 (Register 2011, No. 3).
6.
Amendment of section and NOTE filed 8-15-2013; operative 10-1-2013 (Register
2013, No. 33).
Note: Authority cited: Sections
39002,
39003,
39500,
39600,
39601,
39650-
39675,
40000,
43000,
43000.5,
43011,
43013,
43018,
43105,
43600,
43700
and
43830.8,
Health and Safety Code. Reference: Sections
39650-
39675,
43000,
43009.5,
43013,
43018,
43101,
43104,
43105,
43106,
43107
and
43204-
43205.5,
Health and Safety Code; and Title 17 California Code of Regulations Section
93000.
