[Code of Federal Regulations]
[Title 40, Volume 15]
[Revised as of July 1, 2003]
From the U.S. Government Printing Office via GPO Access
[CITE: 40CFR85.1403]
[Page 521-535]
TITLE 40--PROTECTION OF ENVIRONMENT
CHAPTER I--ENVIRONMENTAL PROTECTION AGENCY (CONTINUED)
PART 85--CONTROL OF AIR POLLUTION FROM MOBILE SOURCES--Table of Contents
Subpart O--Urban Bus Rebuild Requirements
Sec. 85.1403 Particulate standard for pre-1994 model year urban buses effective at time of engine rebuild or engine replacement.
(a) Operators of urban buses in areas described in Sec. 85.1401
shall be in compliance with one of the two programs described in
paragraphs (b) and (c) of this section. An operator may switch between
programs from year to year only if the operator has been in compliance
with all the requirements of the newly chosen program at all times
between January 1, 1995 and the date on which the operator chooses to
switch programs.
(b) Program 1: Performance based requirement. Program 1 requires
that affected urban buses meet a particulate standard of 0.10 g/bhp-hr
effective at time of engine rebuild or replacement and thereafter. The
requirement to meet the 0.10 g/bhp-hr standard is automatically waived
if no equipment has been certified that meets the 0.10 g/bhp-hr standard
and has a life cycle cost of $7,940 or less (in 1992 dollars) for the
engine being rebuilt. Program 1 contains fallback requirements for
engines for which the 0.10 g/bhp-hr standard is waived. Such urban bus
engines must receive equipment that provides a 25 percent reduction in
particulate emissions relative to the particulate level of the original
engine configuration. This 25 percent reduction requirement is
automatically waived if no equipment has been certified for the engine
being rebuilt that provides a 25 percent reduction in particulate
emissions and has a life cycle cost $2,000 or less (in 1992 dollars). In
cases where equipment is not available to either meet a 0.10 g/bhp-hr
standard for less than the applicable cost ceiling or achieve a 25
percent reduction for less than the applicable cost ceiling, the urban
bus is required to be equipped with an engine rebuilt to the original
engine configuration or a configuration certified to have a particulate
level lower than that of the original engine configuration.
(1) Exhaust emissions from any urban bus for which this subpart is
applicable shall not exceed a particulate standard of 0.10 grams per
brake horsepower-hour (0.037 grams per megajoule) if equipment is
available for the engine model of such urban bus at time of engine
rebuild or engine replacement, as specified in paragraph (b)(1)(i) of
this section.
(i) Equipment is available for a particular engine model if
equipment has been certified to a particulate standard of 0.10 grams per
brake horsepower-hour (0.037 grams per megajoule), and the equipment for
the engine model has been approved for certification for six months or
more, and has a life cycle cost as determined under paragraph (b)(1)(ii)
of this section that does not exceed the life cycle cost ceiling
specified in paragraph (b)(1)(iii) of this section.
(ii) The life cycle cost of equipment is equal to the sum of the
purchase price, the installation cost, the incremental fuel cost, the
cost of any fuel additives required, and the incremental maintenance
cost associated with the equipment each as defined in paragraphs
(b)(1)(ii)(A) through (b)(1)(ii)(E) of this section minus an engine
replacement credit as defined in paragraph (b)(1)(ii)(F) of this section
if the equipment replaces an existing engine with a new engine.
(A) The purchase price is defined as the price at which the
equipment (including all parts necessary to install and operate the
equipment properly) is offered to the operator. The purchase
[[Page 522]]
price excludes reasonable shipping and handling fees and taxes, and
equipment costs incurred by the urban bus operator for a standard
rebuild.
(B)(1) The installation cost is defined as the labor cost of
installing the equipment on an urban bus engine, incremental to a
standard rebuild, based on a labor rate of $35 per hour. The
installation cost is calculated using the following equation:
[GRAPHIC] [TIFF OMITTED] TN30AU93.007
Where,
CPIR is the most recent published Consumer Price Index at
time of rebuild (for ``all items'' as published by the U.S. Bureau of
Labor Statistics).
CPI1992 is the Consumer Price Index (for ``all items'' as
published by the U.S. Bureau of Labor Statistics) for 1992.
(2) The estimated number of hours necessary to install the equipment
will be determined as part of the equipment certification process, as
detailed in Sec. 85.1407.
(C) The incremental fuel cost is defined as the increased fuel costs
or the fuel savings due to the use of the equipment. (By definition,
fuel savings will be negative values.) The calculation of incremental
fuel cost will depend on the type of equipment being installed.
(1)(i) For equipment not requiring a change from on road federal
diesel fuel, the incremental fuel cost shall be calculated as follows:
[GRAPHIC] [TIFF OMITTED] TN30AU93.008
Where,
CPIR is the most recent published Consumer Price Index at
time of rebuild (for ``all items'' as published by the U.S. Bureau of
Labor Statistics).
CPI1992 is the Consumer Price Index (for ``all items'' as
published by the U.S. Bureau of Labor Statistics) for 1992.
(ii) The percent change in fuel economy will be determined as part
of the equipment certification process, as detailed in Sec. 85.1407. If
equipment causes the fuel economy of the engine to increase, the value
of the fuel economy % reduction in the above equation shall be a
negative value.
(2) For equipment requiring a fuel other than on-road federal diesel
fuel, the incremental fuel cost shall be calculated as follows:
[GRAPHIC] [TIFF OMITTED] TN30AU93.009
Where,
[[Page 523]]
[GRAPHIC] [TIFF OMITTED] TN30AU93.010
(i) For equipment/alternative fuel that is being certified under
Sec. 85.1407 as available to all affected operators for less than the
life cycle cost ceiling, the discounted lifetime mileage is 129,104
miles. For equipment/alternative fuel that is not being certified under
Sec. 85.1407 as available to all affected operators for less than the
life cycle cost ceiling, the discounted lifetime mileage is based on the
age of the urban bus engine being rebuilt as specified in the following
table:
------------------------------------------------------------------------
Discounted
Age of engine at time of rebuild lifetime
miles
------------------------------------------------------------------------
5 Years................................................... 229,478
6 Years................................................... 204,881
7 Years................................................... 180,703
8 Years................................................... 155,902
9 Years................................................... 131,505
10 Years.................................................. 109,680
11 Years.................................................. 90,608
12 Years.................................................. 70,200
13 Years.................................................. 48,364
14 Years.................................................. 25,000
15 or more Years.......................................... 0
------------------------------------------------------------------------
(ii) The cost per mile for diesel fuel is calculated based on the
following equation:
[GRAPHIC] [TIFF OMITTED] TN30AU93.011
(iii) For equipment/alternative fuel that is being certified under
Sec. 85.1407 as available to all affected operators for less than the
life cycle cost ceiling, the price of diesel fuel per gallon, excluding
taxes, is $0.72 x (CPIR/CPI1992). For equipment/
alternative fuel that is not being certified under Sec. 85.1407 as
available to all affected operators for less than the life cycle cost
ceiling, the price of diesel fuel per gallon, excluding taxes, is the
price at which the operator currently purchases diesel fuel, excluding
taxes.
(iv) The cost per mile for alternative fuels is calculated based on
the following equation:
[GRAPHIC] [TIFF OMITTED] TN30AU93.012
(v) In order for the equipment/alternative fuel to be required, the
fuel supplier must provide a contract to the urban bus operator
specifying the cost of the fuel for the life of the engine being
retrofitted. The contract must specify the maximum incremental cost,
compared to the cost of diesel fuel on a per mile basis, at which the
fuel will be sold. As part of the contract,
[[Page 524]]
the fuel supplier must also provide on-site facilities, meeting all
applicable safety and fire code requirements, for refueling the urban
bus engines being retrofitted, unless the operator already has
sufficient refueling facilities or the operator agrees to use off-site
refueling facilities.
(vi) The fuel economy of the engine retrofitted with the equipment
will be determined as part of the equipment certification process, as
detailed in Sec. 85.1407.
(D) For equipment requiring the use of a fuel additive, the fuel
additive cost shall be calculated as follows:
[GRAPHIC] [TIFF OMITTED] TN30AU93.013
(1) For diesel-fueled engines, the fuel economy of the engine is 3.3
miles per gallon. For alternatively-fueled engines, the fuel economy of
the engine shall be determined as part of the equipment certification
process, as detailed in Sec. 85.1407.
(2) For equipment/fuel additive that is being certified under
Sec. 85.1407 as available to all affected operators for less than the
life cycle cost ceiling, the discounted lifetime mileage is 129,104
miles. For equipment/fuel additive that is not being certified under
Sec. 85.1407 as available to all affected operators for less than the
life cycle cost ceiling, the discounted lifetime mileage is based on the
age of the urban bus engine being rebuilt as specified in the following
table:
------------------------------------------------------------------------
Discounted
Age of engine at time of rebuild lifetime
miles
------------------------------------------------------------------------
5 Years................................................... 229,478
6 Years................................................... 204,881
7 Years................................................... 180,703
8 Years................................................... 155,902
9 Years................................................... 131,505
10 Years.................................................. 109,680
11 Years.................................................. 90,608
12 Years.................................................. 70,200
13 Years.................................................. 48,364
14 Years.................................................. 25,000
15 or more Years.......................................... 0
------------------------------------------------------------------------
(3) The price of the fuel additive is the price at which the fuel
additive supplier supplies the fuel additive to the urban bus operator.
In order for the equipment/fuel additive to be required, the equipment/
fuel additive supplier must provide a contract to the urban bus operator
specifying the maximum cost at which the fuel additive will be sold for
the life of the engine being retrofitted.
(4) The amount of fuel additive required per gallon of diesel fuel
will be determined as part of the equipment certification process, as
detailed in Sec. 85.1407.
(E) The incremental maintenance cost of the equipment is equal to
the cost of the parts necessary for scheduled maintenance of the
retrofit equipment incremental to cost of the parts necessary for
maintenance of an original, non-retrofitted engine. The incremental
maintenance cost will be determined as part of the equipment
certification process, as detailed in Sec. 85.1407.
(F) For equipment which replaces an existing urban bus engine with a
new, previously unused engine, a credit will be applied to the life
cycle cost. The engine replacement credit will be determined as follows:
[[Page 525]]
[GRAPHIC] [TIFF OMITTED] TN30AU93.014
Where,
CPIR is the most recent published Consumer Price Index at
time of rebuild (for ``all items'' as published by the U.S. Bureau of
Labor Statistics).
CP11992 is the Consumer Price Index (for ``all items'' as
published by the U.S. Bureau of Labor Statistics) for 1992.
(iii) The life cycle cost ceiling for complying with the 0.10 grams
per brake horsepower-hour (0.037 grams per megajoule) particulate
rebuild standard is calculated by the following equation at the time of
rebuild:
[GRAPHIC] [TIFF OMITTED] TN30AU93.015
Where,
CPIR is the most recent published Consumer Price Index at
time of rebuild (for ``all items'' as published by the U.S. Bureau of
Labor Statistics).
CPI1992 is the Consumer Price Index (for ``all items'' as
published by the U.S. Bureau of Labor Statistics) for 1992.
(2) If no equipment meets the provisions of paragraph (b)(1) of this
section for a particular model of urban bus engine, then any urban bus
for which this subpart is applicable shall use equipment that has been
certified to achieve at least a 25 percent reduction in particulate
emissions from the original certified particulate emission level of the
urban bus engine model being rebuilt, if such equipment is available as
specified in paragraph (b)(2)(i) of this section. If no certification
data exists for the emission level of the original urban bus engine
configuration as initially certified, then other test data collected
over the heavy-duty engine Federal Test Procedure, or an approved
alternative test procedure prescribed under Sec. 85.1414, may be
considered in determining the percent reduction.
(i) Equipment is available for a particular engine model if
equipment has been certified to achieve at least a 25 percent reduction
in particulate emissions from original levels, and the equipment for the
engine model has been approved for certification for six months or more,
and has a life cycle cost as determined under paragraph (b)(2)(ii) of
this section that does not exceed the life cycle cost ceiling specified
in paragraph (b)(2)(iii) of this section.
(ii) The life cycle cost of equipment is equal to the sum of the
purchase price, the installation cost, the incremental fuel cost, the
cost of any fuel additives required, and the incremental maintenance
cost associated with the equipment each as defined in paragraphs
(b)(2)(ii)(A) through (b)(2)(ii)(E) of this section minus an engine
replacement credit as defined in paragraph (b)(2)(ii)(F) of this section
if the equipment replaces an existing engine with a new engine.
(A) The purchase price is defined as the price at which the
equipment (including all parts necessary to install and operate the
equipment properly) is offered to the operator. The purchase price
excludes reasonable shipping and handling fees and taxes, and equipment
costs incurred by the urban bus operator for a standard rebuild.
(B)(1) The installation cost is defined as the labor cost of
installing the equipment on an urban bus engine, incremental to a
standard rebuild, based on a labor rate of $35 per hour. The
installation cost is calculated using the following equation:
[[Page 526]]
[GRAPHIC] [TIFF OMITTED] TN30AU93.016
Where,
CPIR is the most recent published Consumer Price Index at
time of rebuild (for ``all items'' as published by the U.S. Bureau of
Labor Statistics).
CPI1992 is the Consumer Price Index (for ``all items'' as
published by the U.S. Bureau of Labor Statistics) for 1992.
(2) The estimated number of hours necessary to install the equipment
will be determined as part of the equipment certification process, as
detailed in Sec. 85.1407.
(C) The incremental fuel cost is defined as the increased fuel costs
or the fuel savings due to the use of the equipment. (By definition,
fuel savings will be negative values.) The calculation of incremental
fuel cost will depend on the type of equipment being installed.
(1)(i) For equipment not requiring a change from on road federal
diesel fuel, the incremental fuel cost shall be calculated as follows:
[GRAPHIC] [TIFF OMITTED] TN30AU93.017
Where,
CPIR is the most recent published Consumer Price Index at
time of rebuild (for ``all items'' as published by the U.S. Bureau of
Labor Statistics).
CPI1992 is the Consumer Price Index (for ``all items'' as
published by the U.S. Bureau of Labor Statistics) for 1992.
(ii) The percent change in fuel economy will be determined as part
of the equipment certification process, as detailed in Sec. 85.1407. If
equipment causes the fuel economy of the engine to increase, the value
of the fuel economy % reduction in the above equation shall be a
negative value.
(2) For equipment requiring a fuel other than on road federal diesel
fuel, the incremental fuel cost shall be calculated as follows:
[GRAPHIC] [TIFF OMITTED] TN30AU93.018
Where,
[GRAPHIC] [TIFF OMITTED] TN30AU93.019
[[Page 527]]
(i) For equipment/alternative fuel that is being certified under
Sec. 85.1407 as available to all affected operators for less than the
life cycle cost ceiling, the discounted lifetime mileage is 129,104
miles. For equipment/alternative fuel that is not being certified under
Sec. 85.1407 as available to all affected operators for less than the
life cycle cost ceiling, the discounted lifetime mileage is based on the
age of the urban bus engine being rebuilt as specified in the following
table:
------------------------------------------------------------------------
Discounted
Age of engine at time of rebuild lifetime
miles
------------------------------------------------------------------------
5 years.................................................... 229,478
6 years.................................................... 204,881
7 years.................................................... 180,703
8 years.................................................... 155,902
9 years.................................................... 131,505
10 years................................................... 109,680
11 years................................................... 90,608
12 years................................................... 70,200
13 years................................................... 48,364
14 years................................................... 25,000
15 or more years........................................... 0
------------------------------------------------------------------------
(ii) The cost per mile for diesel fuel is calculated based on the
following equation:
[GRAPHIC] [TIFF OMITTED] TN30AU93.020
(iii) For equipment/alternative fuel that is being certified under
Sec. 85.1407 as available to all affected operators for less than the
life cycle cost ceiling, the price of diesel fuel per gallon, excluding
taxes, is $0.72x(CPIR/CPI1992). For equipment/
alternative fuel that is not being certified under Sec. 85.1407 as
available to all affected operators for less than the life cycle cost
ceiling, the price of diesel fuel per gallon, excluding taxes, is the
price at which the operator currently purchases diesel fuel, excluding
taxes.
(iv) The cost per mile for alternative fuels is calculated based on
the following equation:
[GRAPHIC] [TIFF OMITTED] TN30AU93.021
(v) In order for the equipment/alternative fuel to be required, the
fuel supplier must provide a contract to the urban bus operator
specifying the cost of the fuel for the life of the engine being
retrofitted. The contract must specify the incremental cost, compared to
the cost of diesel fuel on a per mile basis, at which the fuel will be
sold. As part of the contract, the fuel supplier must also provide on-
site facilities, meeting all applicable safety and fire code
requirements, for refueling, the urban bus engines being retrofitted,
unless the operator already has sufficient refueling facilities or the
operator agrees to use off-site refueling facilities. The fuel supplier
must also provide for any modifications to existing facilities that are
necessary due to the use of the equipment/alternative fuel to meet
applicable safety and fire code requirements.
[[Page 528]]
(vi) The fuel economy of the engine retrofitted with the equipment
will be determined as part of the equipment certification process, as
detailed in Sec. 85.1407.
(D) For equipment requiring the use of a fuel additive, the fuel
additive cost shall be calculated as follows:
[GRAPHIC] [TIFF OMITTED] TN30AU93.022
(1) For diesel-fueled engines, the fuel economy of the engine is 3.3
miles per gallon. For alternatively-fueled engines, the fuel economy of
the engine shall be determined as part of the equipment certification
process, as detailed in Sec. 85.1407.
(2) For equipment/fuel additive that is being certified under
Sec. 85.1407 as available to all affected operators for less than the
life cycle cost ceiling, the discounted lifetime mileage is 129,104
miles. For equipment/fuel additive that is not being certified under
Sec. 85.1407 as available to all affected operators for less than the
life cycle cost ceiling, the discounted lifetime mileage is based on the
age of the urban bus engine being rebuilt as specified in the following
table:
------------------------------------------------------------------------
Discounted
Age of engine at time of rebuild lifetime
miles
------------------------------------------------------------------------
5 years.................................................... 229,478
6 years.................................................... 204,881
7 years.................................................... 180,703
8 years.................................................... 155,902
9 years.................................................... 131,505
10 years................................................... 109,680
11 years................................................... 90,608
12 years................................................... 70,200
13 years................................................... 48,364
14 years................................................... 25,000
15 or more years........................................... 0
------------------------------------------------------------------------
(3) The price of the fuel additive is the price at which the fuel
additive supplier supplies the fuel additive to the urban bus operator.
In order for the equipment/fuel additive to be required, the equipment/
fuel additive supplier must provide a contract to the urban bus operator
specifying the maximum cost at which the fuel additive will be sold for
the life of the engine being retrofitted.
(4) The amount of fuel additive required per gallon of diesel fuel
will be determined as part of the equipment certification process, as
detailed in Sec. 85.1407.
(E) The incremental maintenance cost of the equipment is equal to
the cost of the parts necessary for scheduled maintenance of the
retrofit equipment incremental to cost of the parts necessary for
maintenance of an original, non-retrofitted engine. The incremental
maintenance cost will be determined as part of the equipment
certification process, as detailed in Sec. 85.1407.
(F) For equipment which replaces an existing urban bus engine with a
new, previously unused engine, a credit will be applied to the life
cycle cost. The engine replacement credit will be determined as follows:
[GRAPHIC] [TIFF OMITTED] TN30AU93.023
[[Page 529]]
Where,
CPIR is the most recent published Consumer Price Index at
time of rebuild (for ``all items'' as published by the U.S. Bureau of
Labor Statistics).
CPI1992 is the Consumer Price Index (for ``all items'' as
published by the U.S. Bureau of Labor Statistics) for 1992.
(iii) The life cycle cost ceiling for complying with the 25 percent
particulate emission reduction requirement is calculated by the
following equation at the time of rebuild:
[GRAPHIC] [TIFF OMITTED] TN30AU93.024
Where,
CPIR is the most recent published Consumer Price Index at
time of rebuild (for ``all items'' as published by the U.S. Bureau of
Labor Statistics).
CPI1992 is the Consumer Price Index (for ``all items'' as
published by the U.S. Bureau of Labor Statistics) for 1992.
(3)(i) Urban buses covered by this subpart for which no equipment is
available under paragraphs (b)(1) or (b)(2) of this section shall be
equipped with one of the following:
(A) The original engine rebuilt to its original engine configuration
as specified in paragraph (b)(3)(ii) of this section; or
(B) An engine identical to its original engine which has been
rebuilt to its original configuration as specified in paragraph
(b)(3)(ii) of this section; or
(C) An engine of a configuration with a certification PM level lower
than the original configuration; or
(D) A replacement engine with a particulate matter certification
level lower than the original engine.
(ii) All replacement or rebuilt parts shall be equivalent to the
original equipment specifications.
(4) Notwithstanding paragraph (b)(3) of this section, if as of July
1, 1996, no equipment has been certified to meet the cost ceiling
requirements of paragraphs (b)(1) or (b)(2) of this section, then urban
buses covered by this subpart shall be equipped with equipment that has
been certified to achieve at least a 25 percent reduction in particulate
emissions from the original certified particulate emission level of the
urban bus engine model being rebuilt, provided the equipment does not
require any of the following:
(i) A switch from mechanical control to electronic control; or
(ii) Installation of exhaust aftertreatment equipment; or
(iii) The use of a fuel different from the fuel on which the engine
currently operates.
(c) Program 2: Averaging based program. Program 2 requires affected
urban bus operators to meet an annual average fleet particulate
emissions level, rather than requiring each individual rebuilt urban bus
engine in the operator's fleet to meet a specific particulate emission
level. Under Program 2, each affected fleet operator must reduce
particulate emissions from its affected urban buses (i.e., 1993 and
earlier model year urban buses) to a level low enough to meet an annual
average target level for a fleet (TLF) for particulate emissions (in
grams per brake horsepower-hour). The TLF is calculated for each year of
the program beginning in 1996. During each calendar year, the average
particulate emissions level from all of the operator's pre-1994 model
year urban buses must be at or below the TLF for that calendar year. The
TLF for a particular calendar year is calculated based on the Agency's
determination of the projected emission level for each engine model in
the operator's pre-1994 model year urban bus fleet, as specified in
paragraph (c)(1)(iii) of this section, and based on a schedule for
rebuilding of affected urban bus engines, as specified in paragraph
(c)(1)(iv) of this section.
(1) During each calendar year starting with 1996, urban bus
operators shall be in compliance with an annual Target Level for a Fleet
(TLF) of particulate emissions calculated using the equation defined in
paragraph (c)(1)(i) of this section. Operators must comply with a TLF,
rounded to two places
[[Page 530]]
after the decimal, until all pre-1994 urban buses have been retired from
the operator's fleet.
(i) An urban bus operator's annual Target Level for a Fleet (TLF)
for a particular calendar year shall be calculated as follows:
[GRAPHIC] [TIFF OMITTED] TN30AU93.025
Where,
CY is the calendar year.
MY is the model year.
BMY is the number of urban buses of that model year in the
operator's fleet as of January 1, 1995, plus any urban buses of that
model year added to the fleet after January 1, 1995.
WPMY is the weighted average of projected particulate
emissions for urban buses of that model year calculated using the
formula in paragraph (c)(1)(ii) of this section.
(ii) The weighted average of projected particulate emissions for
urban buses of a particular model year is calculated using the following
equation:
[GRAPHIC] [TIFF OMITTED] TN30AU93.026
Where,
MY is the model year.
z is the number of different engine models in the fleet of model year
MY.
Bz is the number of urban buses in the operator's fleet as of
January 1, 1995 (including those added after January 1, 1995) equipped
with a specific engine model of the given model year.
Pz is the projected particulate emission level of that engine
model provided in paragraphs (c)(1)(iii) and (c)(1)(iv) of this section.
(iii)(A) Pre-rebuild particulate emission levels and projected post-
rebuild particulate emission levels in grams per brake horsepower-hour
(g/bhp-hr) are based on engine type and model year and are specified in
the following table. The appropriate particulate level, pre-rebuild or
post-rebuild, shall be determined using the information contained in
paragraph (c)(1)(iv) of this section.
----------------------------------------------------------------------------------------------------------------
Projected
Pre-rebuild post-
particulate rebuild
Engine model Model year of engine level (g/ particulate
bhp-hr) level (g/
bhp-hr)
----------------------------------------------------------------------------------------------------------------
DDC 6V92TA................................... 1979-1987.............................. 0.50 0.30
1988-1989.............................. 0.30 0.10
DDC 6V92TA DDECI............................. 1986-1987.............................. 0.30 0.30
DDC 6V92TA DDECII............................ 1988-1991.............................. 0.31 0.10
1992................................... 0.25 0.10
1993 (no trap)......................... 0.25 0.10
1993 (trap)............................ 0.07 0.07
DDC Series 50................................ 1993................................... 0.16 0.10
DDC 6V71N.................................... 1973-1987.............................. 0.50 0.50
[[Page 531]]
1988-1989.............................. 0.50 0.10
DDC 6V71T.................................... 1985-1986.............................. 0.50 0.50
DDC 8V71N.................................... 1973-1984.............................. 0.50 0.50
DDC 6L71TA................................... 1990................................... 0.59 0.10
1988-1989.............................. 0.31 0.10
DDC 6L71TA DDEC.............................. 1990-1991.............................. 0.30 0.10
Cummins L10.................................. 1985-1987.............................. 0.65 0.65
1988-1989.............................. 0.55 0.10
1990-1991.............................. 0.46 0.10
Cummins L10 EC............................... 1992................................... 0.25 0.10
1993 (trap)............................ 0.05 0.05
Alternatively-fueled engines................. Pre-1994............................... 0.10 0.10
Other engines................................ Pre-1988............................... 0.50 0.50
1988-1993.............................. (\1\) 0.10
----------------------------------------------------------------------------------------------------------------
\1\ Certification level.
(B) For the TLF calculations as specified in paragraph (c)(1)(iv) of
this section, post-rebuild particulate emissions levels for a specific
engine model shall be equal to the following:
(1) 0.10 g/bhp-hr, for any engine model (other than any model year
1984 and 1987 engine models, and those engine models indicated in
paragraph (c)(1)(iii)(B)(4) of this section) for which equipment has
been certified by July 1, 1994 as meeting the emission and cost
requirements of paragraph (b)(1) of this section for all affected urban
bus operators;
(2) For any engine model for which no equipment has been certified
by July 1, 1994 as meeting the requirements of paragraph (b)(1) of this
section for all affected urban bus operators, (and for any model year
1984 and 1987 engine models) for which equipment has been certified by
July 1, 1994 as meeting the emission and cost requirements of paragraph
(b)(2) of this section for all affected urban bus operators, the post-
rebuild particulate emission level shall equal the lowest emission level
(greater than or equal to 0.10 g/bhp-hr) certified for any such
equipment;
(3) For any engine model for which no equipment has been certified
by July 1, 1994 as meeting the emission and cost requirements of
paragraph (b)(1) or paragraph (b)(2) of this section for all affected
urban bus operators, the post-rebuild particulate emission level shall
equal the pre-rebuild particulate level;
(4) For any engine model with a pre-rebuild particulate level below
0.10 g/bhp-hr, the post-rebuild particulate emission level shall equal
the pre-rebuild particulate level;
(5) Notwithstanding paragraph (c)(1)(iii)(C)(3) of this section, if
by July 1, 1994, no equipment has been certified for any of the engine
models listed in the table at paragraph (c)(1)(iii)(A) of this section,
then the post-rebuild particulate levels shall be as indicated in the
table at paragraph (c)(1)(iii)(A) of this section.
(C) For TLF calculations as specified in paragraph (c)(1)(iv) of
this section, post-rebuild particulate emission levels for a specific
engine model shall be equal to the following:
(1) 0.10 g/bhp-hr, for any engine model (other than those indicated
in paragraph (c)(1)(iii)(C)(4) of this section) for which equipment has
been certified by July 1, 1996 as meeting the emission and cost
requirements of paragraph (b)(1) of this section for all affected urban
bus operators;
(2) For any engine model for which no equipment has been certified
by July 1, 1996 as meeting the requirements of paragraph (b)(1) of this
section for all affected urban bus operators, but for which equipment
has been certified by July 1, 1996 as meeting the emission and cost
requirements of paragraph (b)(2) of this section for all affected urban
bus operators, the post-rebuild particulate emission level shall equal
the lowest emission level (greater than or equal to 0.10 g/bhp-hr)
certified for any such equipment;
[[Page 532]]
(3) For any engine model for which no equipment has been certified
by July 1, 1996 as meeting the requirements of either paragraph (b)(1)
or paragraph (b)(2) of this section, the post-rebuild particulate
emission level shall equal the pre-rebuild particulate level;
(4) For any engine model with a pre-rebuild particulate level below
0.10 g/bhp-hr, the post-rebuild particulate emission level shall equal
the pre-rebuild particulate level;
(5) Notwithstanding paragraph (c)(1)(iii)(C)(3) of this section, if
by July 1, 1996, no equipment has been certified to meet the emission
requirements of paragraph (b)(1) or paragraph (b)(2) of this section for
any of the engine models listed in the table at paragraph (c)(1)(iii)(A)
of this section, then the post-rebuild particulate levels shall be the
pre-rebuild particulate levels specified in the table at paragraph
(c)(1)(iii)(A) of this section.
(D) For TLF calculations as specified in paragraph (c)(1)(iv) of
this section, post-rebuild particulate emission levels for a specific
engine model shall be equal to the following:
(1) 0.10 g/bhp-hr, for any engine model (other than those indicated
in paragraph (c)(1)(iii)(D)(4) of this section) for which equipment has
been certified by July 1, 1998 as meeting the emission and cost
requirements of paragraph (b)(1) of this section for all affected urban
bus operators;
(2) For any engine model for which no equipment has been certified
by July 1, 1998 as meeting the requirements of paragraph (b)(1) of this
section for all affected urban bus operators, but for which equipment
has been certified by July 1, 1996 as meeting the emission and cost
requirements of paragraph (b)(2) of this section for all affected urban
bus operators, the post-rebuild particulate emission level shall equal
the lowest emission level (greater than or equal to 0.10 g/bhp-hr)
certified by July 1, 1998 for any such equipment;
(3) For any engine model for which no equipment has been certified
by July 1, 1998 as meeting the emission and cost requirements of
paragraph (b)(1) or (b)(2) of this section, the post-rebuild particulate
emission level shall equal the pre-rebuild particulate level;
(4) For any engine model with a pre-rebuild particulate level below
0.10 g/bhp-hr, the post-rebuild particulate emission level shall equal
the pre-rebuild particulate level;
(5) Notwithstanding paragraph (c)(1)(iii)(D)(3) of this section, if
by July 1, 1998, no equipment has been certified to meet the emission
requirements of paragraph (b)(1) or (b)(2) of this section for any of
the engine models listed in the table at paragraph (c)(1)(iii)(A) of
this section, then the post-rebuild particulate levels shall be the pre-
rebuild particulate levels specified in the table at paragraph
(c)(1)(iii)(A) of this section; and
(6) Notwithstanding paragraph (c)(1)(iii)(D)(3) of this section, if
by July 1, 1998, equipment has been certified to meet the emissions
requirements of paragraph (b)(1) or (b)(2) of this section for any of
the engine models listed in the table at paragraph (c)(1)(iii)(A) of
this section, but no equipment has been certified by July 1, 1998 to
meet the life-cycle cost requirements of paragraph (b)(1) or (b)(2) of
this section, then the post-rebuild particulate levels shall be as
specified in the following table:
----------------------------------------------------------------------------------------------------------------
Post-
Pre-rebuild rebuild PM
Engine model Model year sold PM level level (g/
(g/bhp-hr) bhp-hr)
----------------------------------------------------------------------------------------------------------------
DDC 6V92TA.................................... 1979-1987............................. 0.50 0.30
1988-1989............................. .30 .30
DDC 6V92TA DDECI.............................. 1986-1987............................. .30 .30
DDC 6V92TA DDECII............................. 1988-1991............................. .31 .25
1992.................................. .25 .25
1993 (no trap)........................ .25 .25
1993 (trap)........................... .07 .07
DDC Series 50................................. 1993.................................. .16 .16
DDC 6V71N..................................... 1973-1987............................. .50 .50
1988-1989............................. .50 .50
DDC 6V71T..................................... 1985-1986............................. .50 .50
DDC 8V71N..................................... 1973-1984............................. .50 .50
DDC 6L71TA.................................... 1990.................................. .59 .59
[[Page 533]]
1988-1989............................. .31 .31
DDC 6L71TA DDEC............................... 1990-1991............................. .30 .30
Cummins L10................................... 1985-1987............................. .65 .46
1988-1989............................. .55 .46
1990-1991............................. .46 .46
Cummins L10 EC................................ 1992.................................. .25 .25
1993 (trap)........................... .05 .05
Alternatively-fueled Engines.................. Pre-1994.............................. .10 .10
Other Engines................................. Pre-1988.............................. .50 .50
1988-1993............................. (\1\) (\1\)
----------------------------------------------------------------------------------------------------------------
(\1\) New engine certification level.
(iv) To determine which particulate (PM) emission level from
paragraph (c)(1)(iii) of this section is used for a particular model
year engine in a fleet for the TLF of a given calendar year, use the
following table:
------------------------------------------------------------------------
Year for which
Model year of TLF is being Particulate emission level (see
engine calculated Sec. 85.1403(c)(1)(iii))
------------------------------------------------------------------------
1993............... 1996-1998........ Pre-Rebuild Level.\1\
1999-2001........ Post-Rebuild Level.\3\
2002-thereafter.. Post-Rebuild Level.\4\
1992............... 1996-1998........ Pre-Rebuild Level.\1\
1999-2003........ Post-Rebuild Level.\3\
2004-thereafter.. Post-Rebuild Level.\4\
1991............... 1996-1997........ Pre-Rebuild Level.\1\
1998-2002........ Post-Rebuild Level.\3\
2003-thereafter.. Post-Rebuild Level.\4\
1990............... 1996-1999........ Pre-Rebuild Level.\1\
2000-thereafter.. Post-Rebuild Level.\4\
1989............... 1996-1999........ Pre-Rebuild Level.\1\
2000-thereafter.. Post-Rebuild Level.\4\
1988............... 1996-1998........ Pre-Rebuild Level.\1\
1999-thereafter.. Post-Rebuild Level.\3\
1987............... 1996-1998........ Post-Rebuild Level.\2\
1999-thereafter.. Post-Rebuild Level.\3\
1986............... 1996-1997........ Pre-Rebuild Level.\1\
1998-thereafter.. Post-Rebuild Level.\3\
1985............... 1996............. Pre-Rebuild Level.\1\
1997-thereafter.. Post-Rebuild Level.\2\
1984............... 1996-thereafter.. Post-Rebuild Level.\2\
Pre-1984........... 1996-thereafter.. Pre-Rebuild Level.\1\
------------------------------------------------------------------------
\1\ The pre-rebuild PM level established in paragraph (c)(1)(iii)(A) of
this section.
\2\ The post-rebuild PM level established pursuant to paragraph
(c)(1)(iii)(B) of this section.
\3\ The post-rebuild PM level established pursuant to paragraph
(c)(1)(iii)(C) of this section.
\4\ The post-rebuild PM level established pursuant to paragraph
(c)(1)(iii)(D) of this section.
(2) To determine compliance under this program, the TLF, rounded to
two places after the decimal, shall be compared with an annual Fleet
Level Attained (FLA) of particulate emissions calculated using the
equation defined in paragraph (c)(2)(i) of this section, and also
rounded to two places after the decimal. At all times during a given
calendar year, the FLA must be at or below the TLF for the same calendar
year in order for the fleet to be in compliance.
(i) An urban bus operator shall calculate its Fleet Level Attained
(FLA) using the following equation:
[[Page 534]]
[GRAPHIC] [TIFF OMITTED] TN30AU93.027
Where,
MY is the model year.
MY1 is the model year of the oldest urban bus in a operator's
fleet.
BMY is the number of urban buses of model year MY in an
operator's fleet, excluding those urban buses older than fifteen years
that meet a 0.10 grams per brake horsepower-hour particulate standard.
BR is the number of 1993 and earlier model year urban buses
retired since January 1, 1995 that would have been less than 15 years
old, as calculated by the model year of the urban bus on December 31st
of the given calendar year, but does not include retired urban buses
that are replaced by other 1993 and earlier model year urban buses.
WEMY is the weighted average of engine-specific particulate
emissions for urban buses in that model year in an operator's fleet,
excluding those urban buses older than fifteen years that meet a 0.10
grams per brake horsepower-hour particulate standard, calculated using
the formula in paragraph (c)(2)(ii) of this section.
(ii) The weighted average of engine specific particulate emissions
for urban buses of a particular model year, excluding those urban buses
older than fifteen years that meet a 0.10 grams per brake horsepower-
hour particulate standard is calculated using the following equation:
[GRAPHIC] [TIFF OMITTED] TN30AU93.028
Where,
q is the number of different engine configurations in a given model
year, excluding those urban buses older than fifteen years that meet a
0.10 grams per brake horsepower-hour particulate standard.
Bq is the number of urban buses with a specific engine
configuration.
Eq is the engine-specific particulate emission level for a
given configuration.
(iii) The Eq shall be defined as:
(A) The pre-rebuild level as specified in paragraph (c)(1)(iii) of
this section in cases where an engine has not been rebuilt after January
1, 1995 or has been rebuilt to its original configuration; or
(B) The particulate emission level (in grams per brake horsepower-
hour) achieved after installing emission control equipment on the urban
bus at time of rebuild, where an engine has been rebuilt using emission
control equipment after January 1, 1995. Such particulate emission
levels will be established by the equipment certifier during equipment
certification; or
(C) 0.10 grams per brake horsepower-hour (0.037 grams per megajoule)
for urban buses covered by the provisions specified in paragraph (d)(1)
of this section; or
(D) The particulate emission level (in grams per brake horsepower-
hour) of the upgrade engine configuration for urban buses covered by the
provisions specified in paragraph (d)(3) of this section; or
(E) The particulate emission level (in grams per brake horsepower-
hour) determined by applying an additional
[[Page 535]]
percent reduction in particulate emissions to the particulate levels
determined in paragraphs (c)(2)(iii)(A) through (c)(2)(iii)(D) of this
section for those urban buses operating on diesel-based fuels which
achieve particulate reductions beyond federally required diesel fuel
with 0.05 weight percent sulfur content. Such additional percent
reductions will be determined through certification of such diesel-based
fuels as specified in Sec. 85.1407.
(d)(1) Operators of urban buses covered by this subpart which have
had particulate traps installed prior to January 1, 1995, or are powered
by an alternative fuel that significantly reduces particulate emissions
compared to emissions from diesel fuel, may assume that such urban buses
are operating at a PM level of 0.10 grams per brake horsepower-hour
(0.037 grams per megajoule) for purposes of meeting the requirements set
forth in paragraphs (b) and (c) of this section as long as such urban
buses have engines that are properly calibrated and maintained in
accordance with equipment manuals and instructions, and the operator has
no reason to believe otherwise.
(2) Any urban buses which have had particulate traps installed prior
to January 1, 1995, or are powered by a fuel that significantly reduces
particulate emissions compared to emissions from diesel fuel, whose
engines have not been properly calibrated and maintained in accordance
with equipment manuals and instructions or the operator has reason to
believe otherwise, shall be treated as if such equipment was not
installed for purposes of determining compliance with paragraphs (b) and
(c) of this section.
(3) Operators of urban buses covered by this subpart which have
upgrade kits installed prior to January 1, 1995, may assume that such
urban buses are operating at the PM level of the upgraded engine
configuration for purposes of meeting the requirements set forth in
paragraphs (b) and (c) of this section.
(e)(1) The standard and percent emission reductions requirements set
forth in paragraphs (b) and (c) of this section refer to exhaust emitted
over the operating schedule set forth in paragraph (f)(2) of Appendix I
to part 86 of this chapter and measured and calculated in accordance
with the procedures set forth in subpart N of part 86 of this chapter.
(2) Equipment certifiers may also submit emission results from EPA-
approved alternative test procedures showing compliance with the 25
percent reduction requirements of paragraphs (b) and (c) of this
section. As required in Sec. 85.1414, the equipment certifier shall
supply information on the alternative test procedure which supports the
certifier's claims that the alternative test procedure is typical of in-
use urban bus operation.
(f) Every operator subject to the requirements prescribed in this
section shall keep records of all engine rebuilds and replacements
performed on urban buses as required in Sec. 85.1404, and maintain
evidence that their urban buses are in compliance with the requirements
of paragraphs (b) or (c) of this section.
(g) Operators shall affix the label provided with the equipment,
required under Sec. 85.1411(a), to the engine being rebuilt with the
equipment.
[58 FR 21386, Apr. 21, 1993, as amended at 63 FR 14635, Mar. 26, 1998]