[Federal Register: April 16, 1998 (Rules and Regulations)]
[Page 19027-19076]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr16ap98-14]
[[pp. 19027-19076]] Emission Standards for Locomotives and Locomotive Engines
[[Continued from page 19026]]
[[Page 19027]]
concentration used, stop the time measurement.
(iv) If the elapsed time is more than 20.0 seconds, make necessary
adjustments.
(v) Repeat with the CO, CO2, and NOX
instruments and span gases.
(2) Option. If the following parameters are determined, the initial
system response time may be generally applied to future checks:
(i) Analyzer and bypass flow rates. (A) Determine by
experimentation the minimum analyzer and bypass flow rates individually
and in combination that will produce a response time as close as
possible to 20.0 seconds per paragraph (c)(1) of this section.
(B) Record the highest minimum flow rate for each flow meter as
determined in paragraph (c)(2)(i)(A) of this section.
(ii) Capillary flow analyzers. This procedure is applicable only to
analyzers that have sample capillaries such as the HFID and CL
analyzers. It is also assumed that the system has sample/span valves
that perform the function of valves V9 and V13 in.
(A) Operate the analyzer(s) at the in-use capillary pressure.
(B) Adjust the bypass flow rate to the flow rate recorded in
paragraph (c)(2)(i)(B) of this section.
(C) Measure and record the response time from the sample/span
valve(s) per paragraph (c)(1) of this section.
(D) The response time required by paragraph (c)(2)(ii)(C) of this
section can be determined by switching from the ``sample'' position to
the ``span'' position of the sample/span valve and observing the
analyzer response on a chart recorder. Normally, the ``sample''
position would select a ``room air'' sample and the ``span'' position
would select a span gas.
(E) Adjust the bypass flow rate to the normal in-use value.
(F) Measure and record the response time from the sample/span
valve(s) per paragraph (c)(1) of this section.
(G) Determine the slowest response time (step in paragraph
(c)(2)(ii)(C) of this section or step in paragraph (c)(2)(ii)(D) of
this section) and add 2 seconds to it.
Sec. 92.119 Hydrocarbon analyzer calibration.
The HFID hydrocarbon analyzer shall receive the following initial
and periodic calibration:
(a) Initial and periodic optimization of detector response. Prior
to introduction into service and at least annually thereafter, the HFID
hydrocarbon analyzer shall be adjusted for optimum hydrocarbon
response. Alternate methods yielding equivalent results may be used, if
approved in advance by the Administrator.
(1) Follow good engineering practices for initial instrument start-
up and basic operating adjustment using the appropriate fuel (see
Sec. 92.112) and zero-grade air.
(2) Optimize on the most common operating range. Introduce into the
analyzer a propane-in-air mixture with a propane concentration equal to
approximately 90 percent of the most common operating range.
(3) HFID optimization is performed:
(i) According to the procedures outlined in Society of Automotive
Engineers (SAE) paper No. 770141, ``Optimization of Flame Ionization
Detector for Determination of Hydrocarbons in Diluted Automobile
Exhaust'', author, Glenn D. Reschke (incorporated by reference at
Sec. 92.5); or
(ii) According to the following procedures:
(A) If necessary, follow manufacturer's instructions for instrument
start-up and basic operating adjustments.
(B) Set the oven temperature 5 deg.C hotter than the required
sample-line temperature. Allow at least one-half hour after the oven
has reached temperature for the system to equilibrate.
(C) Initial fuel flow adjustment. With the fuel and air-flow rates
set at the manufacturer's recommendations, introduce a 350 ppmC
75 ppmC span gas to the detector. Determine the response at
a given fuel flow from the difference between the span-gas response and
the zero-gas response. Incrementally adjust the fuel flow above and
below the manufacturer's specification. Record the span and zero
response at these fuel flows. A plot of the difference between the span
and zero response versus fuel flow will be similar to the one shown in
Figure B119-1 of this section. Adjust the fuel-flow rate to the rich
side of the curve, as shown. This is initial flow-rate setting and may
not be the final optimized flow rate.
(D) Oxygen interference optimization. Choose a range where the
oxygen interference check gases (see Sec. 92.112) will fall in the
upper 50 percent. Conduct this test with the oven temperature set as
required. Oxygen interference check gas specifications are found in
Sec. 92.112.
(1) Zero the analyzer.
(2) Span the analyzer with the 21-percent oxygen blend.
(3) Recheck zero response. If it has changed more than 0.5 percent
of full scale repeat paragraphs (a)(3)(ii)(D) (1) and (2) of this
section.
(4) Introduce the 5 percent and 10 percent oxygen interference
check gases.
(5) Recheck the zero response. If it has changed more 1
percent of full scale, repeat the test.
(6) Calculate the percent of oxygen interference (%O2I)
for each mixture in step in paragraph (a)(3)(ii)(D)(4) of this section.
Percent O2I=((B-Analyzer response (ppmC))/B) x (100)
Analyzer response=((A)/(Percent of full-scale analyzer response due to
A)) x (Percent of full-scale analyzer response due to B)
Where:
A=hydrocarbon concentration (ppmC) of the span gas used in step in
paragraph (a)(3)(ii)(D)(2) of this section.
B=hydrocarbon concentration (ppmC) of the oxygen interference check
gases used in step in paragraph (a)(3)(ii)(D)(4) of this section.
(7) The percent of oxygen interference (%O2I) must be
less than 3.0 percent for all required oxygen interference
check gases prior to testing.
(8) If the oxygen interference is greater than the specifications,
incrementally adjust the air flow above and below the manufacturer's
specifications, repeating paragraphs (a)(3)(ii)(D) (1) through (7) of
this section for each flow.
(9) If the oxygen interference is greater than the specification
after adjusting the air flow, vary the fuel flow and thereafter the
sample flow, repeating paragraphs (a)(3)(ii)(D) (1) through (7) of this
section for each new setting.
(10) If the oxygen interference is still greater than the
specifications, repair or replace the analyzer, FID fuel, or burner air
prior to testing. Repeat this section with the repaired or replaced
equipment or gases.
(E) Linearity check. For each range used, check linearity as
follows:
(1) With the fuel flow, air flow and sample flow adjust to meet the
oxygen interference specification, zero the analyzer.
(2) Span the analyzer using a calibration gas that will provide a
response of approximately 90 percent of full-scale concentration.
(3) Recheck the zero response. If it has changed more than 0.5
percent of full scale, repeat steps in paragraphs (a)(3)(ii)(E) (1) and
(2) of this seciton.
(4) Record the response of calibration gases having nominal
concentrations of 30, 60, and 90 percent of full-scale concentration.
It is permitted to use additional concentrations.
(5) Perform a linear least square regression on the data generated.
Use an equation of the form y = mx, where x is the actual chart
deflection and y is the concentration.
[[Page 19028]]
(6) Use the equation z = y/m to find the linear chart deflection
(z) for each calibration gas concentration (y).
(7) Determine the linearity (%L) for each calibration gas by:
Percent L=(100)(z-x)/(Full-scale linear chart deflection)
(8) The linearity criterion is met if the %L is less than
2 percent for each data point generated. Below 40 ppmC the
linearity criterion may be expanded to 4 percent. For each
emission test, a calibration curve of the form y = mx is to be used.
The slope (m) is defined for each range by the spanning process.
(9) If the %L for any point exceeds the specifications in step in
paragraph (a)(3)(ii)(E)(8) of this section, the air fuel, and sample-
flow rates may be varied within the boundaries of the oxygen
interference specifications.
(10) If the %L for any data point still exceeds the specifications,
repair or replace the analyzer, FID fuel, burner air, or calibration
bottles prior to testing. Repeat the procedures of this section with
the repaired or replaced equipment or gases.
(F) Optimized flow rates. The fuel-flow rate, air-flow rate and
sample-flow rate and sample-flow rate are defined as ``optimized'' at
this point.
(iii) Alternative procedures may be used if approved in advance by
the Administrator.
(4) After the optimum flow rates have been determined they are
recorded for future reference.
(b) Initial and periodic calibration. Prior to introduction into
service and monthly thereafter, the HFID hydrocarbon analyzer shall be
calibrated on all normally used instrument ranges. Use the same flow
rate and pressures as when analyzing samples. Calibration gases shall
be introduced directly at the analyzer.
(1) Adjust analyzer to optimize performance.
(2) Zero the hydrocarbon analyzer with zero-grade air.
(3) Calibrate on each used operating range with propane-in-air
calibration gases having nominal concentrations of 15, 30, 45, 60, 75
and 90 percent of that range. For each range calibrated, if the
deviation from a least-squares best-fit straight line is 2 percent or
less of the value at each data point, concentration values may be
calculated by use of single calibration factor for that range. If the
deviation exceeds 2 percent at any point, the best-fit non-linear
equation which represents the data to within 2 percent of each test
point shall be used to determine concentration.
BILLING CODE 6560-50-P
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Figure to Sec. 92.119
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BILLING CODE 6560-50-C
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Sec. 92.120 NDIR analyzer calibration and checks.
(a) NDIR water rejection ratio check. (1) Zero and span the
analyzer on the lowest range that will be used.
(2) Introduce a saturated mixture of water and zero gas at room
temperature directly to the analyzer.
(3) Determine and record the analyzer operating pressure (GP) in
absolute units in Pascal. Gauges G3 and G4 may be used if the values
are converted to the correct units.
(4) Determine and record the temperature of the zero-gas mixture.
(5) Record the analyzers' response (AR) in ppm to the saturated
zero-gas mixture.
(6) For the temperature recorded in paragraph (a)(4) of this
section, determine the saturation vapor pressure.
(7) Calculate the water concentration (Z) in the mixture from:
Z=(PWB/GP)(106)
(8) Calculate the water rejection ratio (WRR) from:
WRR=(Z/AR)
(b) NDIR CO2 rejection ratio check. (1) Zero and span
the analyzer on the lowest range that will be used.
(2) Introduce a CO2 calibration gas of at least 10
percent CO2 or greater to the analyzer.
(3) Record the CO2 calibration gas concentration in ppm.
(4) Record the analyzers' response (AR) in ppm to the
CO2 calibration gas.
(5) Calculate the CO2 rejection ratio (CO2RR)
from:
CO2RR=(ppm CO2)/AR
(c) NDIR analyzer calibration. (1) Detector optimization. If
necessary, follow the manufacturer's instructions for initial start-up
and basic operating adjustments.
(2) Calibration curve. Develop a calibration curve for each range
used as follows:
(i) Zero the analyzer.
(ii) Span the analyzer to give a response of approximately 90
percent of full-scale chart deflection.
(iii) Recheck the zero response. If it has changed more than 0.5
percent of full scale, repeat steps in paragraphs (c)(2)(i) and
(c)(2)(ii) of this section.
(iv) Record the response of calibration gases having nominal
concentrations of 15, 30, 45, 60, 75, and 90 percent of full-scale
concentration.
(v) Generate a calibration curve. The calibration curve shall be of
fourth order or less, have five or fewer coefficients, and be of the
form of equation (1) or (2). Include zero as a data point. Compensation
for known impurities in the zero gas can be made to the zero-data
point. The calibration curve must fit the data points within 2 percent
of point or 1 percent of full scale, whichever is less. Equations (1)
and (2) follow:
y = Ax4 + Bx3 + Cx2 + Dx + E (1)
y = x/(Ax4 + Bx3 + Cx2 + Dx + E) (2)
where:
y = concentration.
x = chart deflection.
(vi) Option. A new calibration curve need not be generated if:
(A) A calibration curve conforming to paragraph (c)(2)(v) of this
section exists;
(B) The responses generated in paragraph (c)(2)(iv) of this section
are within 1 percent of full scale or 2 percent of point, whichever is
less, of the responses predicted by the calibration curve for the gases
used in paragraph (c)(2)(iv) of this section.
(vii) If multiple range analyzers are used, only the lowest range
must meet the curve fit requirements below 15 percent of full scale.
(3) If any range is within 2 percent of being linear a linear
calibration may be used. To determine if this criterion is met:
(i) Perform a linear least-square regression on the data generated.
Use an equation of the form y=mx, where x is the actual chart
deflection and y is the concentration.
(ii) Use the equation z=y/m to find the linear chart deflection (z)
for each calibration gas concentration (y).
(iii) Determine the linearity (%L) for each calibration gas by:
Percent L=(100)(z-x)/(Full-scale chart deflection)
(iv) The linearity criterion is met if the %L is less than
2 percent for each data point generated. For each emission
test, a calibration curve of the form y=mx is to be used. The slope (m)
is defined for each range by the spanning process.
Sec. 92.121 Oxides of nitrogen analyzer calibration and check.
(a) Quench checks; NOX analyzer. (1) Perform the
reaction chamber quench check for each model of high vacuum reaction
chamber analyzer prior to initial use.
(2) Perform the reaction chamber quench check for each new analyzer
that has an ambient pressure or ``soft vacuum'' reaction chamber prior
to initial use. Additionally, perform this check prior to reusing an
analyzer of this type any time any repairs could potentially alter any
flow rate into the reaction chamber. This includes, but is not limited
to, sample capillary, ozone capillary, and if used, dilution capillary.
(3) Quench check as follows:
(i) Calibrate the NOX analyzer on the lowest range that
will be used for testing.
(ii) Introduce a mixture of CO2 calibration gas and
NOX calibration gas to the CL analyzer. Dynamic blending may
be used to provide this mixture. Dynamic blending may be accomplished
by analyzing the CO2 in the mixture. The change in the
CO2 value due to blending may then be used to determine the
true concentration of the NOX in the mixture. The
CO2 concentration of the mixture shall be approximately
equal to the highest concentration experienced during testing. Record
the response.
(iii) Recheck the calibration. If it has changed more than
1 percent of full scale, recalibrate and repeat the quench
check.
(iv) Prior to testing, the difference between the calculated
NOX response and the response of NOX in the
presence of CO2 (step in paragraph (a)(3)(ii) of this
section must not be greater than 3.0 percent of full-scale. The
calculated NOX response is based on the calibration
performed in step in paragraph (a)(3)(i) of this section.
(b) Oxides of nitrogen analyzer calibration. (1) Every 30 days,
perform a converter-efficiency check (see paragraph (b)(2) of this
section) and a linearity check (see paragraph (b)(3) of this section).
(2) Converter-efficiency check. The apparatus described and
illustrated in Figure B121-1 of this section is to be used to determine
the conversion efficiency of devices that convert NO2 to NO.
The following procedure is to be used in determining the values to be
used in the equation below:
(i) Follow the manufacturer's instructions for instrument startup
and operation.
(ii) Zero the oxides of nitrogen analyzer.
(iii) Connect the outlet of the NOX generator to the
sample inlet of the oxides of nitrogen analyzer which has been set to
the most common operating range.
(iv) Introduce into the NOX generator-analyzer system a
span gas with a NO concentration equal to approximately 80 percent of
the most common operating range. The NO2 content of the gas
mixture shall be less than 5 percent of the NOX
concentration.
(v) With the oxides of nitrogen analyzer in the NO Mode, record the
concentration of NO indicated by the analyzer.
(vi) Turn on the NOX generator O2 (or air)
supply and adjust the O2 (or air) flow rate so that the NO
indicated by the analyzer is about 10 percent less than indicated in
step in paragraph (b)(2)(v)
[[Page 19031]]
of this section. Record the concentration of NO in this NO +
O2 mixture.
(vii) Switch the NOX generator to the generation mode
and adjust the generation rate so that the NO measured on the analyzer
is 20 percent of that measured in step in paragraph (b)(2)(v) of this
section. There must be at least 10 percent unreacted NO at this point.
Record the concentration of residual NO.
(viii) Switch the oxides of nitrogen analyzer to the
NOX mode and measure total NOX. Record this
value.
(ix) Switch off the NOX generation, but maintain gas
flow through the system. The oxides of nitrogen analyzer will indicate
the total NOX in the NO + O2 mixture. Record this
value.
(x) Turn off the NOX generator O2 (or air)
supply. The analyzer will now indicate the total NOX in the
original NO in N2 mixture. This value should be no more than
5 percent above the value indicated in step in paragraph (b)(2)(iv) of
this section.
(xi) Calculate the efficiency of the NOX converter by
substituting the concentrations obtained into the following equation:
(A) Percent Efficiency=(1+(a-b)/(c-d))(100)
where:
a=concentration obtained in paragraph (b)(2)(viii) of this section.
b=concentration obtained in paragraph (b)(2)(ix) of this section.
c=concentration obtained in paragraph (b)(2)(vi) of this section.
d=concentration obtained in paragraph (b)(2)(vii) of this section.
(B) The efficiency of the converter shall be greater than 90
percent. Adjustment of the converter temperature may be necessary to
maximize the efficiency. If the converter does not meet the conversion-
efficiency specifications, repair or replace the unit prior to testing.
Repeat the procedures of this section with the repaired or new
converter.
(3) Linearity check. For each range used, check linearity as
follows:
(i) With the operating parameters adjusted to meet the converter
efficiency check and the quench checks, zero the analyzer.
(ii) Span the analyzer using a calibration gas that will give a
response of approximately 90 percent of full-scale concentration.
(iii) Recheck the zero response. If it has changed more than 0.5
percent of full scale, repeat steps in paragraphs (b)(3)(i) and
(b)(3)(ii) of this section.
(iv) Record the response of calibration gases having nominal
concentrations of 30, 60 and 90 percent of full-scale concentration. It
is permitted to use additional concentrations.
(v) Perform a linear least-square regression on the data generated.
Use an equation of the form y=mx where x is the actual chart deflection
and y is the concentration.
(vi) Use the equation z=y/m to find the linear chart deflection (z)
for each calibration gas concentration (y).
(vii) Determine the linearity (%L) for each calibration gas by:
Percent L=(100)(z-x)/(Full-scale chart deflection)
(viii) The linearity criterion is met if the %L is less than
2 percent of each data point generated. For each emission
test, a calibration curve of the form y=mx is to be used. The slope (m)
is defined for each range by the spanning process.
(ix) If the %L exceeds 2 percent for any data point
generated, repair or replace the analyzer or calibration bottles prior
to testing. Repeat the procedures of this section with the repaired or
replaced equipment or gases.
(x) Perform a converter-efficiency check (see paragraph (b)(2) of
this section).
(xi) The operating parameters are defined as ``optimized'' at this
point.
(4) Converter checking gas. If the converter quick-check procedure
is to be employed, paragraph (b)(5) of this section, a converter
checking gas bottle must be named. The following naming procedure must
occur after each converter efficiency check, paragraph (b)(2) of this
section.
(i) A gas bottle with an NO2 concentration equal to
approximately 80 percent of the most common operation range shall be
designated as the converter checking gas bottle. Its NO concentration
shall be less than 25 percent of its NO2 concentration, on a
volume basis.
(ii) On the most common operating range, zero and span the analyzer
in the NOX mode. Use a calibration gas with a concentration
equal to approximately 80 percent of the range for spanning.
(iii) Introduce the converter checking gas. Analyze and record
concentrations in both the NOX mode (X) and NO mode (Y).
(iv) Calculate the concentration of the converter checking gas
using the results from step in paragraph (b)(4)(iii) of this section
and the converter efficiency from paragraph (b)(2) of this section as
follows:
Concentration=(((X-Y)(100))/Efficiency)+Y
(5) Converter quick-check.
(i) Span the analyzer in the normal manner (NOX mode)
for the most common operating range.
(ii) Analyze the converter checking gas in the NOX mode,
record the concentration.
(iii) Compare the observed concentration with the concentration
assigned under the procedure in paragraph (b)(4) of this section. If
the observed concentration is equal to or greater than 90 percent of
the assigned concentration, the converter operation is satisfactory.
(c) Initial and periodic calibration. Prior to its introduction
into service and monthly thereafter, the chemiluminescent oxides of
nitrogen analyzer shall be calibrated on all normally used instrument
ranges. Use the same flow rate as when analyzing samples. Proceed as
follows:
(1) Adjust analyzer to optimize performance.
(2) Zero the oxides of nitrogen analyzer with zero-grade air or
zero-grade nitrogen.
(3) Calibrate on each normally used operating range with NO-in-
N2 calibration gases with nominal concentrations of 15, 30,
45, 60, 75 and 90 percent of that range. For each range calibrated, if
the deviation from a least-squares best-fit straight line is 2 percent
or less of the value at each data point, concentration values may be
calculated by use of a single calibration factor for that range. If the
deviation exceeds 2 percent at any point, the best-fit non-linear
equation which represents the data to within 2 percent of each test
point shall be used to determine concentration.
(d) If a stainless steel NO2 to NO converter is used,
condition all new or replacement converters. The conditioning consists
of either purging the converter with air for a minimum of 4 hours or
until the converter efficiency is greater than 90 percent. The
converter must be at operational temperature while purging. Do not use
this procedure prior to checking converter efficiency on in-use
converters.
BILLING CODE 6560-50-P
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Figure to Sec. 92.121
[GRAPHIC] [TIFF OMITTED] TR16AP98.006
BILLING CODE 6560-50-C
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Sec. 92.122 Smoke meter calibration.
The smokemeter shall be checked according to the following
procedure prior to each test:
(a) The zero control shall be adjusted under conditions of ``no
smoke'' to give a recorder or data collection equipment response of
zero;
(b) Calibrated neutral density filters having approximately 10, 20,
and 40 percent opacity shall be employed to check the linearity of the
instrument. The filter(s) shall be inserted in the light path
perpendicular to the axis of the beam and adjacent to the opening from
which the beam of light from the light source emanates, and the
recorder response shall be noted. Filters with exposed filtering media
should be checked for opacity every six months; all other filters shall
be checked every year, using NIST or equivalent reference filters.
Deviations in excess of 1 percent of the nominal opacity shall be
corrected.
Sec. 92.123 Test procedure; general requirements.
(a) The locomotive/locomotive engine test procedure is designed to
determine the brake specific emissions of hydrocarbons (HC, total or
non-methane as applicable), total hydrocarbon equivalent (THCE) and
aldehydes (as applicable), carbon monoxide (CO), oxides of nitrogen
(NOX), and particulates, and the opacity of smoke emissions.
The test procedure consists of measurements of brake specific emissions
and smoke opacity at each throttle position and of measurements of
smoke opacity during each change in throttle position as engine power
is increased. If less than 2 percent of the total exhaust flow is
removed for gaseous and particulate sampling in notches 1 through 8,
and if less than 4 percent of the total exhaust flow is removed for
gaseous and particulate sampling at idle and dynamic brake, all
measurements of gaseous, particulate and smoke emissions may be
performed during one test sequence. If more than 2 percent, or 4
percent as applicable, of the total exhaust is removed for gaseous and
particulate sampling, measurements of gaseous, and particulate
emissions are performed during one test sequence, and a second test
sequence is performed for the measurement of smoke.
(1) In the raw exhaust sampling procedure, sample is collected
directly from the exhaust stream during each throttle setting.
Particulates are collected on filters following dilution with ambient
air of another raw exhaust sample. The fuel flow rate for each throttle
setting is measured.
(2) For locomotives with multiple exhaust stacks, smoke testing is
only required for one of the exhaust stacks provided the following
conditions are met:
(i) The stack that is not tested is not visibly smokier than the
stack that is tested; and
(ii) None of the measured opacity values for the stack tested are
not greater than three-quarters of the level allowed by any of the
applicable smoke standards.
(b) The test consists of prescribed sequences of engine operating
conditions (see Secs. 92.124 and 92.126) to be conducted either on a
locomotive; or with the engine mounted on an engine dynamometer, or
attached to a locomotive alternator/generator.
(1) Locomotive testing. (i) The electrical power output produced by
the alternator/generator at each throttle setting is recorded as
measurements of either the wattmeter or the output voltage, phase
angle, and current flow through the electrical resistance bank.
(ii) The locomotive fuel supply system shall be disconnected and a
system capable of measuring the net rate at which fuel is supplied to
the engine (accounting for fuel recycle) shall be connected.
(2) Engine testing. (i) When the test is performed using a
dynamometer, engine torque and rpm shall be recorded during each
throttle setting.
(ii) The complete engine shall be tested, with all emission control
devices, and charge air cooling equipment installed and functioning.
(iii) On air-cooled engines, the engine cooling fan shall be
installed.
(iv) Additional accessories (e.g., air compressors) shall be
installed or their loading simulated if typical of the in-use
application. In the case of simulated accessory loadings, the
manufacturer shall make available to the Administrator documentation
which shows that the simulated loading is representative of in-use
operation. Power for accessories necessary to operate the engine (such
as fuel pumps) shall be treated as parasitic losses and would not be
included in the engine power output for purposes of calculating brake
specific emissions.
(v) The engine may be equipped with a production type starter.
(vi) Means of engine cooling shall be used which will maintain the
engine operating temperatures (e.g., temperatures of intake air
downstream of charge air coolers, oil, water, etc.) at approximately
the same temperature as would occur in a locomotive at each test point
under the equivalent ambient conditions. In the case of engine intake
air after compression and cooling in the charge air cooler(s), the
temperature of the air entering the engine shall be within
5 deg.F, at each test point, of the typical temperatures
occurring in locomotive operations under ambient conditions represented
by the test. Auxiliary fan(s) may be used to maintain engine cooling
during operation on the dynamometer. Rust inhibitors and lubrication
additives may be used, up to the levels recommended by the additive
manufacturer. If antifreeze is to be used in the locomotive
application, antifreeze mixtures and other coolants typical of those
approved for use in the locomotive may be used.
(vii) The provisions of paragraph (b)(1)(i) of this section apply
to engine testing using a locomotive alternator/generator instead of a
dynamometer.
Sec. 92.124 Test sequence; general requirements.
(a) Air temperature. (1) The temperature of dilution air for the
particulate sample dilution tunnel shall comply with the requirements
of Sec. 92.114 throughout the test sequence.
(2) For the testing of locomotives and engines, the ambient (test
cell or out-of-door) air temperature, the temperature of the engine
intake air, and the temperature of the air which provides cooling for
the engine charge air cooling system shall be between 45 deg.F
(7 deg.C) and 105 deg.F (41 deg.C) throughout the test sequence.
Manufacturers and remanufacturers may test at higher temperatures
without approval from the Administrator, but no corrections are allowed
for the deviations from test conditions.
(b) For the testing of locomotives and engines, the atmospheric
pressure shall be between 31.0 inches Hg and 26.0 inches Hg throughout
the test sequence. Manufacturers and remanufacturers may test at lower
pressures without approval from the Administrator, but no corrections
are allowed for the deviations from test conditions.
(c) No control of humidity is required for ambient air, engine
intake air or dilution air.
(d)Flow restrictions. (1) Locomotive testing. Restrictions to the
flow of air into the engine and of exhaust out of the engine shall be
those inherent to the locomotive. No adjustments or changes shall be
made to these parameters. The temperature of the inlet fuel to the
engine shall not exceed 125 deg.F.
(2) Engine testing. (i) Air inlet and exhaust restrictions shall be
set to represent the average restrictions which would be seen in use in
a representative application.
[[Page 19034]]
(ii) Inlet depression and exhaust backpressure shall be set with
the engine operating at rated speed and maximum power, i.e., throttle
notch 8.
(iii) The locations at which the inlet depression and exhaust
backpressure are measured shall be specified by the manufacturer or
remanufacturer.
(iv) The settings shall be made during the preconditioning.
(e) Pre-test engine measurements (e.g., idle and throttle notch
speeds, fuel flows, etc.), pre-test engine performance checks (e.g.,
verification of engine power, etc.) and pre-test system calibrations
(e.g., inlet and exhaust restrictions, etc.) can be done during engine
preconditioning, or at the manufacturer's convenience subject to the
requirements of good engineering practice.
(f) The required test sequence is described in Table B124-1 of this
section, as follows:
Table B124-1.--Test Sequence for Locomotives and Locomotive Engines
----------------------------------------------------------------------------------------------------------------
Power, and fuel
Mode No. Notch setting Time in notch Emissions measured \2\ consumption
measured
----------------------------------------------------------------------------------------------------------------
Warmup........................ Notch 8.......... 5 1 None.................. None.
min.
Warmup........................ Lowest Idle...... 15 min maximum... None.................. None.
1a............................ Low Idle \1\..... 6 min minimum.... All................... Both.
1............................. Normal Idle...... 6 min minimum.... All................... Both.
2............................. Dynamic Brake \1\ 6 min minimum.... All................... Both.
3............................. Notch 1.......... 6 min minimum.... All................... Both.
4............................. Notch 2.......... 6 min minimum.... All................... Both.
5............................. Notch 3.......... 6 min minimum.... All................... Both.
6............................. Notch 4.......... 6 min minimum.... All................... Both.
7............................. Notch 5.......... 6 min minimum.... All................... Both.
8............................. Notch 6.......... 6 min minimum.... All................... Both.
9............................. Notch 7.......... 6 min minimum.... All................... Both.
10............................ Notch 8.......... 15 min minimum... All................... Both.
----------------------------------------------------------------------------------------------------------------
\1\ Omit if not so equipped.
\2\ The EPA test sequence for locomotives and locomotive engines may be performed once, with gaseous,
particulate and smoke measurements performed simultaneously, or it may be performed twice with gaseous, and
particulate measurements performed during one test sequence and smoke measurements performed during the other
test sequence.
Sec. 92.125 Pre-test procedures and preconditioning.
(a) Locomotive testing. (1) Determine engine lubricating oil and
coolant levels and fill as necessary to manufacturers recommended full
levels.
(2) Connect fuel supply system and purge as necessary; determine
that the fuel to be used during emission testing is in compliance with
the specifications of Sec. 92.113.
(3) Install instrumentation, engine loading equipment and sampling
equipment as required.
(4) Operate the engine until it has reached the specified operating
temperature.
(b) Engine testing. (1) Determine engine lubricating oil level and
fill as necessary to manufacturers recommended full level.
(2)(i) Connect fuel supply system and purge as necessary; determine
that the fuel to be used during emission testing is in compliance with
the specifications of Sec. 92.113.
(ii) Connect engine cooling system.
(3) Install instrumentation, and sampling equipment as required.
Couple the engine to the dynamometer or locomotive alternator/
generator.
(4) Start cooling system.
(5) Operate the engine until it has reached the specified operating
temperature.
(6) Establish that the temperature of intake air entering the
engine after compression and cooling in the charge air cooler(s), at
each test point, is within 5 deg.F of the temperatures
which occur in locomotive operations at the ambient temperature
represented by the test.
(c) Both locomotive and engine testing. (1) Allow a minimum of 30
minutes warm-up in the stand-by or operating mode prior to spanning the
analyzers.
(2) Replace or clean filter elements (sampling and analytical
systems) as necessary, and then vacuum leak check the system,
Sec. 92.118. A pressure leak check is also permitted per Sec. 92.118.
Allow the heated sample line, filters, and pumps to reach operating
temperature.
(3) Perform the following system checks:
(i) If a stainless steel NO2 to NO converter is used,
purge the converter with air (zero-grade air, room air, or
O2) for a minimum of 30 minutes. The converter must be at
operational temperature while purging.
(ii) Check the sample system temperatures (see Sec. 92.114).
(iii) Check the system response time (see Sec. 92.118). System
response time may be applied from the most recent check of response
time if all of the following are met:
(A) The flow rate for each flow meter is equal to or greater than
the flow rate recorded in Sec. 92.118.
(B) For analyzers with capillaries, the response time from the
sample/span valve is measured using in-use pressures and bypass flows
(see Sec. 92.118).
(C) The response time measured in step in paragraph (c)(3)(iii)(B)
of this section is equal to or less than the slowest response time
determined for Capillary flow analyzers in Sec. 92.118 plus 2 seconds.
(iv) A hang-up check is permitted.
(v) A converter-efficiency check is permitted. The check need not
conform to Sec. 92.121. The test procedure may be aborted at this point
in the procedure in order to repair the NO2 to NO converter.
If the test is aborted, the converter must pass the efficiency check
described in Sec. 92.121 prior to starting the test run.
(4) Introduce the zero-grade gases at the same flow rates and
pressures used to calibrate the analyzers and zero the analyzers on the
lowest anticipated range that will be used during the test. Immediately
prior to each test, obtain a stable zero for each anticipated range
that will be used during the test.
(5) Introduce span gases to the instruments under the same flow
conditions as were used for the zero gases. Adjust the instrument gains
on the lowest range that will be used to give the desired value. Span
gases should have a concentration greater than 70 percent of full scale
for each
[[Page 19035]]
range used. Immediately prior to each test, record the response to the
span gas and the span-gas concentration for each range that will be
used during the test.
(6) Check the zero responses. If they have changed more than 0.5
percent of full scale, repeat paragraphs (c)(4) and (5) of this
section.
(7) Check system flow rates and pressures. Note the values of
gauges for reference during the test.
Sec. 92.126 Test run.
(a) The following steps shall be taken for each test:
(1) Prepare the locomotive, engine, dynamometer, (as applicable)
and sampling system for the test. Change filters, etc. and leak check
as necessary.
(2) Connect sampling equipment as appropriate for the sampling
procedure employed; i.e. raw or dilute (evacuated sample collection
bags, particulate, and raw exhaust sampling equipment, particulate
sample filters, fuel flow measurement equipment, etc.).
(3) Start the particulate dilution tunnel, the sample pumps, the
engine cooling fan(s) (engine dynamometer testing) and the data
collection and sampling systems (except particulate sample collection).
The heated components of any continuous sampling systems(s) (if
applicable) shall be preheated to their designated operating
temperatures before the test begins.
(4) Adjust the sample flow rates to the desired flow rates and set
gas flow measuring devices to zero (particulate dilution tunnel).
(5) Read and record all required general and pre-test data (i.e.,
all required data other than data that can only be collected during or
after the emission test).
(6) Warm-up the locomotive or locomotive engines according to
normal warm-up procedures.
(7) Begin the EPA Test Sequence for Locomotives and Locomotive
Engines (see Sec. 92.124). Record all required general and test data
throughout the duration of the test sequence.
(i) Mark the start of the EPA Test Sequence for Locomotives and
Locomotive Engines on all data records.
(ii) Begin emission measurement after completing the warmup phase
of the EPA Test Sequence for Locomotives and Locomotive Engines, as
specified in paragraph (b) of this section. Mark the start and end of
each mode on all data records.
(iii) A mode shall be voided where the requirements of this subpart
that apply to that test mode are not met. This includes the following:
(A) The data acquisition is terminated prematurely; or
(B) For engine testing, the engine speed or power output exceeds
the tolerance bands established for that mode; or
(C) Measured concentrations exceed the range of the instrument; or
(D) The test equipment malfunctions.
(iv) Modes within the test sequence shall be repeated if it is
voided during the performance of the test sequence. A mode can be
repeated by:
(A) Repeating the two preceding modes and then continuing with the
test sequence, provided that the locomotive or engine is not shut down
after the voided test mode; or
(B) Repeating the preceding mode and then continuing with the test
sequence from that point, provided that the locomotive or engine is not
operated in any mode with lower power than the preceding mode after the
voided test mode. For example, if the Notch 2 mode is voided, then the
locomotive or engine would be returned to Notch 1 while any repairs are
made.
(b) Sampling and measurement timing. (1) Gaseous emissions shall be
sampled and measured continuously.
(2)(i) Sampling of particulate emissions from the raw exhaust (for
dilution) shall be conducted continuously.
(ii) Sampling of particulates from the diluted exhaust shall begin
within ten seconds after the beginning of each test mode, and shall end
six minutes after the beginning of each test mode.
(iii) Sampling of CO2 in the dilution air and diluted
exhaust does not need to be continuous, but the measurements used for
the calculations must be made after the first two minutes of each mode.
(3) Fuel flow rate shall be measured continuously. The value
reported for the fuel flow rate shall be a one-minute average of the
instantaneous fuel flow measurements taken during the last minute of
the minimum sampling period listed in Table B124-1 in Sec. 92.124;
except for testing during idle modes, where it shall be a three-minute
average of the instantaneous fuel flow measurements taken during the
last three minutes of the minimum sampling period listed in Table B124-
1 in Sec. 92.124. Sampling periods greater than one minute, but no
greater than three minutes are allowed for modes 2, 3, and 4, where
required by good engineering practice.
(4) Engine power shall be measured continuously. The value reported
for the engine power shall be a one-minute average of the instantaneous
power measurements taken during the last minute of the minimum sampling
period listed in Table B124-1 in Sec. 92.124.
(c) Exhaust gas measurements. (1) Should the analyzer response
exceed 100 percent of full scale or respond less than 15 percent of
full scale, the next higher or lower analyzer range shall be used.
(2) Each analyzer range that may be used during a test sequence
must have the zero and span responses recorded prior to the execution
of the test sequence. Only the range(s) used to measure the emissions
during a test sequence are required to have their zero and span
recorded after the completion of the test sequence.
(3) It is permitted to change filter elements between test modes,
provided such changes do not cause a mode to be voided.
(4) A leak check is permitted between test modes, provided such
changes do not cause a mode to be voided.
(5) A hang-up check is permitted between test modes, provided such
changes do not cause a mode to be voided.
(6) If, during the emission measurement portions of a test, the
value of the gauges downstream of the NDIR analyzer(s) differs by more
than 2 inches of water from the pretest value, the test is
void.
(7)(i) For bag samples, as soon as possible transfer the exhaust
and dilution air bag samples to the analytical system and process the
samples.
(ii) A stabilized reading of the exhaust sample bag on all
applicable analyzers shall be made within 20 minutes of the end of the
sample collection phase of the mode.
Sec. 92.127 Emission measurement accuracy.
(a) Good engineering practice dictates that exhaust emission sample
analyzer readings below 15 percent of full scale chart deflection
should generally not be used.
(b) Some high resolution read-out systems such as computers, data
loggers, etc., can provide sufficient accuracy and resolution below 15
percent of full scale. Such systems may be used provided that
additional calibrations are made to ensure the accuracy of the
calibration curves. The following procedure for calibration below 15
percent of full scale may be used:
(1) If a 16-point gas divider is used, 50 percent of the
calibration points shall be below 10 percent of full scale. The gas
divider shall conform to the accuracy requirements specified in
Sec. 92.112.
(2) If a 7- or 9-point gas divider is used, the gas divider shall
conform to the accuracy requirements specified in
[[Page 19036]]
Sec. 92.112, and shall be used according to the following procedure:
(i) Span the full analyzer range using a top range calibration gas
meeting the calibration gas accuracy requirements of Sec. 92.112.
(ii) Generate a calibration curve according to, and meeting the
applicable requirements of Secs. 92.118 through 92.122.
(iii) Select a calibration gas (a span gas may be used for
calibrating the CO2 analyzer) with a concentration between
the two lowest non-zero gas divider increments. This gas must be
``named'' to an accuracy of 1.0 percent (2.0
percent for CO2 span gas) of NIST gas standards, or other
standards approved by the Administrator.
(iv) Using the calibration curve fitted to the points generated in
paragraphs (b)(2)(i) and (ii) of this section, check the concentration
of the gas selected in paragraph (b)(2)(iii) of this section. The
concentration derived from the curve shall be within 2.3
percent (2.8 percent for CO2 span gas) of the
gas' original named concentration.
(v) Provided the requirements of paragraph (b)(2)(iv) of this
section are met, use the gas divider with the gas selected in paragraph
(b)(2)(iii) of this section and determine the remainder of the
calibration points. Fit a calibration curve per Secs. 92.118 through
92.122 for the entire analyzer range.
Sec. 92.128 Particulate handling and weighing.
(a) At least 1 hour before the test, place each filter in a closed
(to eliminate dust contamination) but unsealed (to permit humidity
exchange) petri dish and place in a weighing chamber meeting the
specifications of Sec. 92.110(a) of this section for stabilization.
(b) At the end of the stabilization period, weigh each filter on
the microbalance. This reading is the tare weight and must be recorded.
(c) The filter shall then be stored in a covered petri dish or a
sealed filter holder until needed for testing. If the filters are
transported to a remote test location, the filter pairs, stored in
individual petri dishes, should be transported in sealed plastic bags
to prevent contamination. At the conclusion of a test run, the filters
should be removed from the filter holder, and placed face to face in a
covered but unsealed petri dish, with the primary filter placed face up
in the dish. The filters shall be weighed as a pair. If the filters
need to be transported from a remote test site, back to the weighing
chamber, the petri dishes should be placed in a sealed plastic bag to
prevent contamination. Care should be taken in transporting the used
filters such that they are not exposed to excessive, sustained direct
sunlight, or excessive handling.
(d) After the emissions test, and after the sample and back-up
filters have been returned to the weighing room after being used, they
must be conditioned for at least 1 hour but not more than 80 hours and
then weighed. This reading is the gross weight of the filter and must
be recorded.
(e) The net weight of each filter is its gross weight minus its
tare weight. Should the sample on the filter contact the petri dish or
any other surface, the test is void and must be rerun.
(f) The particulate filter weight (Pf) is the sum of the net weight
of the primary filter plus the net weight of the backup filter.
(g) The following optional weighting procedure is permitted:
(1) At the end of the stabilization period, weigh both the primary
and back-up filters as a pair. This reading is the tare weight and must
be recorded.
(2) After the emissions test, in removing the filters from the
filter holder, the back-up filter is inverted on top of the primary
filter. They must then be conditioned in the weighing chamber for at
least 1 hour but not more than 80 hours. The filters are then weighed
as a pair. This reading is the gross weight of the filters (Pf) and
must be recorded.
(3) Paragraphs (a), (c), and (e) of this section apply to this
option, except that the word ``filter'' is replaced by ``filters''.
Sec. 92.129 Exhaust sample analysis.
(a) The analyzer response may be read by automatic data collection
(ADC) equipment such as computers, data loggers, etc. If ADC equipment
is used the following is required:
(1) The response complies with Sec. 92.130.
(2) The response required in paragraph (a)(1) of this section may
be stored on long-term computer storage devices such as computer tapes,
storage discs, or they may be printed in a listing for storage. In
either case a chart recorder is not required and records from a chart
recorder, if they exist, need not be stored.
(3) If the data from ADC equipment is used as permanent records,
the ADC equipment and the analyzer values as interpreted by the ADC
equipment are subject to the calibration specifications in Secs. 92.118
through 92.122, as if the ADC equipment were part of the analyzer.
(b) Data records from any one or a combination of analyzers may be
stored as chart recorder records.
(c) Software zero and span.
(1) The use of ``software'' zero and span is permitted. The process
of software zero and span refers to the technique of initially
adjusting the analyzer zero and span responses to the calibration curve
values, but for subsequent zero and span checks the analyzer response
is simply recorded without adjusting the analyzer gain. The observed
analyzer response recorded from the subsequent check is mathematically
corrected back to the calibration curve values for zero and span. The
same mathematical correction is then applied to the analyzer's response
to a sample of exhaust gas in order to compute the true sample
concentration.
(2) The maximum amount of software zero and span mathematical
correction is 10 percent of full scale chart deflection.
(3) Software zero and span may be used to switch between ranges
without adjusting the gain of the analyzer.
(4) The software zero and span technique may not be used to mask
analyzer drift. The observed chart deflection before and after a given
time period or event shall be used for computing the drift. Software
zero and span may be used after the drift has been computed to
mathematically adjust any span drift so that the ``after'' span check
may be transformed into the ``before'' span check for the next mode.
(d) For sample analysis perform the following sequence:
(1) Warm-up and stabilize the analyzers; clean and/or replace
filter elements, conditioning columns (if used), etc., as necessary.
(2) Leak check portions of the sampling system that operate at
negative gauge pressures when sampling, and allow heated sample lines,
filters, pumps, etc., to stabilize at operating temperature.
(3) Optional: Perform a hang-up check for the HFID sampling system:
(i) Zero the analyzer using zero air introduced at the analyzer
port.
(ii) Flow zero air through the overflow sampling system, where an
overflow system is used. Check the analyzer response.
(iii) If the overflow zero response exceeds the analyzer zero
response by 2 percent or more of the HFID full-scale deflection, hang-
up is indicated and corrective action must be taken.
(iv) The complete system hang-up check specified in paragraph (f)
of this section is recommended as a periodic check.
(4) Obtain a stable zero reading.
(5) Zero and span each range to be used on each analyzer used prior
to the
[[Page 19037]]
beginning of the test sequence. The span gases shall have a
concentration between 75 and 100 percent of full scale chart
deflection. The flow rates and system pressures shall be approximately
the same as those encountered during sampling. The HFID analyzer shall
be zeroed and spanned through the overflow sampling system, where an
overflow system is used.
(6) Re-check zero response. If this zero response differs from the
zero response recorded in paragraph (d)(5) of this section by more than
1 percent of full scale, then paragraphs (d) (4), (5), and (6) of this
section should be repeated.
(7) If a chart recorder is used, identify and record the most
recent zero and span response as the pre-analysis values.
(8) If ADC equipment is used, electronically record the most recent
zero and span response as the pre-analysis values.
(9) Measure (or collect a sample of) the emissions continuously
during each mode of the test cycle. Indicate the start of the test, the
range(s) used, and the end of the test on the recording medium (chart
paper or ADC equipment). Maintain approximately the same flow rates and
system pressures used in paragraph (d)(5) of this section.
(10) (i) Collect background HC, CO, CO2, and
NOX in a sample bag (optional).
(ii) Measure the concentration of CO2 in the dilution
air and the diluted exhaust for particulate measurements.
(11) Perform a post-analysis zero and span check for each range
used at the conditions specified in paragraph (d)(5) of this section.
Record these responses as the post-analysis values.
(12) Neither the zero drift nor the span drift between the pre-
analysis and post-analysis checks on any range used may exceed 3
percent for HC, or 2 percent for NOX, CO, and
CO2, of full scale chart deflection, or the test is void.
(If the HC drift is greater than 3 percent of full-scale chart
deflection, hydrocarbon hang-up is likely.)
(13) Determine HC background levels (if necessary) by introducing
the background sample into the overflow sample system.
(14) Determine background levels of NOX, CO, or
CO2 (if necessary).
(e) HC hang-up. If HC hang-up is indicated, the following sequence
may be performed:
(1) Fill a clean sample bag with background air.
(2) Zero and span the HFID at the analyzer ports.
(3) Analyze the background air sample bag through the analyzer
ports.
(4) Analyze the background air through the entire sample probe
system.
(5) If the difference between the readings obtained is 2 percent or
more of the HFID full scale deflection:
(i) Clean the sample probe and the sample line;
(ii) Reassemble the sample system;
(iii) Heat to specified temperature; and
(iv) Repeat the procedure in this paragraph (e).
Sec. 92.130 Determination of steady-state concentrations.
(a)(1) For HC and NOX emissions, a steady-state
concentration measurement, measured after 300 seconds (or 840 seconds
for notch 8) of testing shall be used instead of an integrated
concentration for the calculations in Sec. 92.132 if the concentration
response meets either of the criteria of paragraph (b) of this section
and the criterion of paragraph (c) of this section.
(2) For CO and CO2 emissions, a steady-state
concentration measurement, measured after 300 seconds (or 840 seconds
for notch 8) of testing shall be used. The provisions of paragraphs (b)
through (f) of this section do not apply for CO and CO2
emissions.
(b) (1) The steady-state concentration is considered representative
of the entire measurement period if the time-weighted concentration is
not more than 10 percent higher than the steady-state concentration.
The time-weighted concentration is determined by integrating the
concentration response (with respect to time in seconds) over the first
360 seconds (or 900 seconds for notch 8) of measurement, and dividing
the area by 360 seconds (or 900 seconds for notch 8).
(2) A steady-state concentration is considered representative of
the entire measurement period if the estimated peak area is not more
than 10 percent of the product of the steady-state concentration and
360 seconds (or 900 seconds for notch 8). The estimated peak area is
calculated as follows, and as shown in Figure B130-1 of this section):
(i) Draw the peak baseline as a straight horizontal line
intersecting the steady-state response.
(ii) Measure the peak height from the baseline with the same units
as the steady-state concentration; this value is h.
(iii) Bisect the peak height by drawing a straight horizontal line
halfway between the top of the peak and the baseline.
(iv) Draw a straight line from the top of the peak to the baseline
such that it intersects the response curve at the same point at which
the line described in paragraph (b)(2)(iii) of this section intersects
the response curve.
(v) Determine the time between the point at which the notch was
changed and the point at which the line described in paragraph
(b)(2)(iv) of this section intersects the baseline; this value is t.
(vi) The estimated peak area is equal to the product of h and t,
divided by 2.
(c) In order to be considered to be a steady-state measurement, a
measured response may not vary by more than 5 percent after the first
60 seconds of measurement.
(d) For responses meeting either of the criteria of paragraph (b)
of this section, but not meeting the criterion of paragraph (c) of this
section, one of the following values shall be used instead of a steady-
state or integrated concentration:
(1) The highest value of the response that is measured after the
first 60 seconds of measurement (excluding peaks lasting less than 5
seconds, caused by such random events as the cycling of an air
compressor); or
(2) The highest 60-second, time-weighted, average concentration of
the response after the first 60 seconds of measurement.
(e) For responses not meeting the criterion in paragraph (c) of
this section, the Administrator may require that the manufacturer or
remanufacturer identify the cause of the variation, and demonstrate
that it is not caused by a defeat device.
(f) The integrated concentration used for calculations shall be
from the highest continuous 120 seconds of measurement.
(g) Compliance with paragraph (b)(2) of this section does not
require calculation where good engineering practice allows compliance
to be determined visually (i.e., that the area of the peak is much less
than the limits set forth in paragraph (b)(2) of this section).
BILLING CODE 6560-50-P
[[Page 19038]]
Figure to Sec. 92.130
[GRAPHIC] [TIFF OMITTED] TR16AP98.007
BILLING CODE 6560-50-C
[[Page 19039]]
Sec. 92.131 Smoke, data analysis.
The following procedure shall be used to analyze the smoke test
data:
(a) Locate each throttle notch test mode, or percent rated power
setting test mode. Each test mode starts when the throttle is placed in
the mode and ends when the throttle is moved to the succeeding mode.
The start of the first idle mode corresponds to the start of the test
sequence.
(b) Analyze the smoke trace by means of the following procedure:
(1) Locate the highest reading, and integrate the highest 3-second
average reading around it.
(2) Locate and integrate the highest 30-second average reading.
(3) The highest reading occurring more than two minutes after the
notch change (excluding peaks lasting less than 5 seconds, caused by
such random events as the cycling of an air compressor) is the
``steady-state'' value.
(c)(1) The values determined in paragraph (b) of this section shall
be normalized by the following equation:
[GRAPHIC] [TIFF OMITTED] TR16AP98.008
Where:
Nn is the normalized percent opacity, Nm is
the average measured percent opacity (peak or steady-state), and L
is actual distance in meters from the point at which the light beam
enters the exhaust plume to the point at which the light beam leaves
the exhaust plume.
(2) The normalized opacity values determined in paragraph (c)(1) of
this section are the values that are compared to the standards of
subpart A of this part for determination of compliance.
(d) This smoke trace analysis may be performed by direct analysis
of the recorder traces, or by computer analysis of data collected by
automatic data collection equipment.
Sec. 92.132 Calculations.
(a) Duty-cycle emissions. This section describes the calculation of
duty-cycle emissions, in terms of grams per brake horsepower hour (g/
bhp-hr). The calculation involves the weighted summing of the product
of the throttle notch mass emission rates and dividing by the weighted
sum of the brake horsepower. The final reported duty-cycle emission
test results are calculated as follows:
(1)(i) Eidc=( (Mij) (Fj))/
( (BHPj) (Fj))
Where:
Eidc=Duty-cycle weighted, brake-specific mass emission
rate of pollutant i (i.e., HC, CO, NOX or PM and, if
appropriate, THCE or NMHC) in grams per brake horsepower-hour;
Mij=the mass emission rate pollutant i for mode j;
Fj=the applicable weighting factor listed in Table B132-1
for mode j;
BHPj=the measured brake horsepower for mode j.
(ii) Table B132-1 follows:
Table B132-1.--Weighting Factors for Calculating Emission Rates
----------------------------------------------------------------------------------------------------------------
Locomotive not equipped Locomotive equipped with
with multiple idle multiple idle notches
Throttle notch setting Test mode notches -------------------------
--------------------------
Line-haul Switch Line-haul Switch
----------------------------------------------------------------------------------------------------------------
Low Idle....................................... 1a NA NA 0.190 0.299
Normal Idle.................................... 1 0.380 0.598 0.190 0.299
Dynamic Brake.................................. 2 0.125 0.000 0.125 0.000
Notch 1........................................ 3 0.065 0.124 0.065 0.124
Notch 2........................................ 4 0.065 0.123 0.065 0.123
Notch 3........................................ 5 0.052 0.058 0.052 0.058
Notch 4........................................ 6 0.044 0.036 0.044 0.036
Notch 5........................................ 7 0.038 0.036 0.038 0.036
Notch 6........................................ 8 0.039 0.015 0.039 0.015
Notch 7........................................ 9 0.030 0.002 0.030 0.002
Notch 8........................................ 10 0.162 0.008 0.162 0.008
----------------------------------------------------------------------------------------------------------------
(2) Example: for the line-haul cycle, for locomotives equipped with
normal and low idle, and with dynamic brake, the brake-specific
emission rate for HC would be calculated as:
EHCdc=[(MHCla) (0.190)+(MHC1)
(0.190)+(MHC2) (0.125)+(MHC3)
(0.065)+(MHC4) (0.065)+(MHC5)
(0.052)+(MHC6) (0.044)+(MHC7)
(0.038)+(MHC8) (0.039)+(MHC9)
(0.030)+(MHC10) (0.162)]/[(BHP1a)
(0.190)+(BHP1) (0.190)+(BHP2)
(0.125)+(BHP3) (0.065)+(BHP4)
(0.065)+(BHP5) (0.052)+(BHP6)
(0.044)+(BHP7) (0.038)+(BHP8)
(0.039)+(BHP9) (0.030)+(BHP10) (0.162)]
(3) In each mode, brake horsepower output is the power that the
engine delivers as output (normally at the flywheel), as defined in
Sec. 92.2.
(i) For locomotive testing (or engine testing using a locomotive
alternator/generator instead of a dynamometer), brake horsepower is
calculated as:
BHP=HPout/Aeff+HPacc
Where:
HPout=Measured horsepower output of the alternator/
generator.
Aeff=Efficiency of the alternator/generator.
HPacc=Accessory horsepower.
(ii) For engine dynamometer testing, brake horsepower is determined
from the engine speed and torque.
(4) For locomotive equipped with features that shut the engine off
after prolonged periods of idle, the measured mass emission rate
Mi1 (and Mi1a as applicable) shall be multiplied
by a factor equal to one minus the estimated fraction reduction in
idling time that will result in use from the shutdown feature.
Application of this adjustment is subject to the Administrator's
approval.
(b) Throttle notch emissions. This paragraph (b) describes the
calculation of throttle notch emissions for all operating modes,
including: idle (normal and low, as applicable); dynamic brake; and
traction power points. The throttle notch (operating mode) emission
test results, final reported values and values used in paragraph (a)(1)
of this section are calculated as follows:
(1) Brake specific emissions (Eij) in grams per brake
horsepower-hour of each species i (i.e., HC, CO, NOX or PM
and, if appropriate, THCE or NMHC) for each mode j:
(i) EHC mode=HC grams/BHP-hr=MHC mode/Measured
BHP in mode.
Where:
MHC mode=Mass HC emissions (grams per hour) for each test
mode.
[[Page 19040]]
(ii) ETHCE mode=THCE grams/BHP-hr=MTHCE mode/
Measured BHP in mode.
Where:
MTHCE mode (Total hydrocarbon equivalent mass emissions
(grams per hour) for each test mode):
=MHCj+ (Mij) (MWCp)/
MWCi
Mij=the mass emission rate oxygenated pollutant i for
mode j.
MWCi=the molecular weight of pollutant i divided by the
number of carbon atoms per molecule of pollutant i.
MWCp=the molecular weight of a typical petroleum fuel
component divided by the number of carbon atoms per molecule of a
typical petroleum fuel component=13.8756.
(iii) ENMHC mode=NMHC grams/BHP-hr=MNMHC mode/
Measured BHP in mode.
Where:
MNMHC mode=Mass NMHC emissions (grams per hour) for each
test mode.
(iv) ECO mode=CO grams/BHP-hr=MCO mode/Measured
BHP in mode.
Where:
MCO mode=Mass CO emissions (grams per hour) for each test
mode.
(v) ENOx mode=NOX grams/BHP-
hr=MNOx mode/Measured BHP in mode.
Where:
MNOx mode=Mass NOX emissions (grams per hour)
for each test mode.
(vi) EPM mode=PM grams/BHP-hr=MPM mode/Measured
BHP in mode.
Where:
MPM mode=Mass PM emissions (grams per hour) for each test
mode.
(vii) EAL mode=Aldehydes grams/BHP-hr=MAL mode/
Measured BHP in mode.
(vii) EAL mode=Aldehydes grams/BHP-hr=MAL mode/
Measured BHP in mode.
Where:
MAL mode=Total aldehyde mass emissions (grams per hour)
for each test mode.
(2) Mass Emissions--Raw exhaust measurements. For raw exhaust
measurements mass emissions (grams per hour) of each species for each
mode:
(i) General equations. (A) The mass emission rate,
MX mode (g/hr), of each pollutant (HC, NOX,
CO2, CO, CH4 CH3OH,
CH3CH2OH, CH2O,
CH3CH2O) for each operating mode for raw
measurements is determined based on one of the following equations:
MX mode=(DX/106)(DVol)(MWX/
Vm)
MX mode=(WX/106)(WVol)(MWX/
Vm)
Where:
X designates the pollutant (e.g., HC), DX is the concentration of
pollutant X (ppm or ppmC) on a dry basis, MWX is the
molecular weight of the pollutant (g/mol), DVol is the total exhaust
flow rate (ft3/hr) on a dry basis, WX is the
concentration of pollutant X (ppm or ppmC) on a wet basis, WVol is
the total exhaust flow rate (ft3/hr) on a wet basis,
Vm is the volume of one mole of gas at standard
temperature and pressure (ft3/mol).
(B) All measured volumes and volumetric flow rates must be
corrected to standard temperature and pressure prior to calculations.
(ii) The following abbreviations and equations apply to this
paragraph (b)(2):
=Atomic hydrogen/carbon ratio of the fuel.
=Atomic oxygen/carbon ratio of the fuel.
CMWf=Molecular weight of the fuel per carbon atom, or carbon
molecular weight (g/moleC)=(12.011+1.008+16.000).
DCO=CO concentration in exhaust, ppm (dry).
DCO2=CO2 concentration in exhaust, percent (dry).
DHC=HC carbon concentration in exhaust, ppm C (dry).
DNOX=NOX concentration in exhaust, in ppm (dry).
DVol=Total exhaust flow rate (ft3/hr) on a dry basis; or
=(Vm)(Wf)/((CMWf) (DHC/
106+DCO/106+DCO2/100)).
K=Water gas equilibrium constant=3.5.
Kw=Wet to dry correction factor.
MF=Mass flow-rate of fuel used in the engine in lb/
hr=Wf/453.59.
MWC=Atomic weight of carbon=12.011.
MWCO=Molecular weight of CO=28.011.
MWH=Atomic weight of hydrogen=1.008.
MWNO2=Molecular weight of nitrogen dioxide
(NO2)=46.008.
MWO=Molecular weight of atomic oxygen=16.000.
T=Temperature of inlet air ( deg.F).
Vm=Volume of one mole of gas at standard temperature and
pressure (ft3/mole).
Wf=Mass flow-rate of fuel used in the engine, in grams/
hr=(453.59) x (Mf lbs/hr).
WCO2=CO2 concentration in exhaust, percent (wet).
WHC=HC concentration in exhaust, ppm C (wet).
WVol=Total exhaust flow rate (ft3/hr) on a wet basis; or
=(Vm)(Wf)/((CMWf)(WHC/
106+WCO/106 WCO2/100)).
(iii) Calculation of individual pollutant masses. Calculations for
mass emission are shown here in multiple forms. One set of equations is
used when sample is analyzed dry (equations where the concentrations
are expressed as DX), and the other set is used when the sample is
analyzed wet (equations where the concentrations are expressed as WX).
When samples are analyzed for some constituents dry and for some
constituents wet, the wet concentrations must be converted to dry
concentrations, and the equations for dry concentrations used. Also,
the equations for HC, NMHC, CO, and NOX have multiple forms
that are algebraically equivalent: An explicit form that requires
intermediate calculation of Vm and DVol or WVol; and an
implicit form that uses only the concentrations (e.g., DCO) and the
mass flow rate of the fuel. For these calculations, either form may be
used.
(A) Hydrocarbons and nonmethane hydrocarbons.
(1) Hydrocarbons. (i) For petroleum-fueled engines:
MHC mode
=(DHC)CMWf(DVol)(106)/Vm
=((DHC/106)(Wf)/((DCO/
106)+(DCO2/100)+ (DHC/
106)+(DX/106)))
MHC mode
=(WHC)CMWf(WVol)(106)/Vm
=((WHC/106)(Wf)/((WCO/
106)+(WCO2/100)+ (WHC/
106)+((WX/106)))
(ii) For alcohol-fueled engines:
DHC=FID HC-(rx)(DX)
WHC=FID HC-(rx)(WX)
Where:
FID HC=Concentration of ``hydrocarbon'' plus other organics such as
methanol in exhaust as measured by the FID, ppm carbon equivalent.
rx=FID response to oxygenated species x (methanol,
ethanol, or acetaldehyde).
DX=Concentration of oxygenated species x (methanol, ethanol, or
acetaldehyde) in exhaust as determined from the dry exhaust sample,
ppm carbon (e.g., DCH3OH, 2(DCH3CH2OH)).
WX=Concentration of oxygenated species x (methanol, ethanol, or
acetaldehyde) in exhaust as determined from the wet exhaust sample,
ppm carbon.
DX=The sum of concentrations DX for all oxygenated species.
WX=The sum of concentrations WX for all oxygenated species.
(2) Nonmethane hydrocarbons:
MNMHC mode=(DNMHC)CMWf(DVol) (106)/
Vm
=((DNMHC/106)(Wf)/((DCO/
106)+(DCO2/100)+(DHC/106)))
MNMHC mode=(WNMHC)CMWf(WVol) (106)/
Vm
[[Page 19041]]
=((WNMHC/106)(Wf)/((WCO/
106)+(WCO2/100)+(WHC/106)))
Where:
DNMHC=FID HC-(rCH4)(DCH4)
WNMHC=FID HC-(rCH4)(WCH4)
FID HC=Concentration of ``hydrocarbon'' plus other organics such as
methane in exhaust as measured by the FID, ppm carbon equivalent.
rCH4=FID response to methane.
DCH4=Concentration of methane in exhaust as determined from the dry
exhaust sample, ppm.
WCH4=Concentration of methane in exhaust as determined from the wet
exhaust sample, ppm.
(B) Carbon monoxide:
MCO mode=(DCO)MWCO(DVol)/106/
Vm
=((MWCO(DCO/106)(Wf)/
((CMWf)(DCO/106)+(DCO2/100)+DHC/
106)+(DX/106)))
MCO mode=(WCO)MWCO(DVol)(106)/
Vm
=((MWCO(WCO/106)(Wf)/
((CMWf)(WCO/106)+(WCO2/100)+WHC/
106)+(WX/106)))
(C) Oxides of nitrogen:
MNOx mode=(DNOX)MWNO2(DVol)(106)/
Vm
=((MWNO2(DNOX/106)(Wf)/
((CMWf)(DCO/106)+ (DCO2/100)+(DHC/
106)+(DX/106)))
MNOx mode=(WNOX)MWNO2(DVol)(106)/
Vm
=((MWNO2(WNOX/106)(Wf)/
((CMWf)(WCO/106)+(WCO2/100)+(WHC/
106)+(WX/106)))
(D) Methanol:
MCH3OH mode=(DCH3OH/106)32.042(DVol)/
Vm
MCH3OH mode=(WCH3OH/106)32.042(WVol)/
Vm
Where:
DCH3OH=(Vm)(106)[(C1 x AV1
)+(C2 x AV2)]/DVolMS.
WCH3OH=(Vm)(106)[(C1 x AV1
)+(C2 x AV2)]/WVolMS.
Ci=concentration of methanol in impinger i (1 or 2) in
mol/ml.
AVi=Volume of absorbing reagent in impinger i (1 or 2) in
ml.
DVolMS=Volume (standard ft3) of exhaust sample
drawn through methanol impingers (dry).
WVolMS=Volume (standard ft3) of exhaust sample
drawn through methanol impingers (wet).
(E) Ethanol:
MCH3CH2OH mode=(DCH3CH2OH/106)23.035(DVol)/
Vm
MCH3CH2OH mode = (WCH3CH2OH/106)23.035(WVol)/
Vm
Where:
DCH3CH2OH=(Vm)(106)[(C1 x AV1
)
+(C2 x AV2)]/DVolES.
WCH3CH2OH=(Vm)(106)[(C1 x AV1
)+(C2 x AV2)]/WVolES.
Ci=concentration of ethanol in impinger i (1 or 2) in
mol/ml.
AVi=Volume of absorbing reagent in impinger i (1 or 2) in
ml.
DVolES=Volume (standard ft3) of exhaust sample
drawn through ethanol impingers (dry).
WVolES=Volume (standard ft3) of exhaust sample
drawn through ethanol impingers (wet).
(F) Formaldehyde:
MCH2O mode=(DCH2O/106)30.026(DVol)/Vm
MCH2O mode=(WCH2O/106)30.026(WVol)/Vm
(1) If aldehydes are measured using impingers:
DCH2O=(Vm)(106)[(C1 x AV1)+(
C2 x AV2)]/DVolFS
WCH2O=(Vm)(106)[(C1 x AV1)+(
C2 x AV2)]/WVolFS
(2) If aldehydes are measured using cartridges:
DCH2O=(Vm)(106)(CR x AVR)/
DVolFS
WCH2O=(Vm)(106)(CR x AVR)/
WVolFS
(3) The following definitions apply to this paragraph
(b)(2)(iii)(F):
AVi=Volume of absorbing reagent in impinger i (1 or 2) in
ml.
AVR=Volume of absorbing reagent use to rinse the cartridge
in ml.
Ci=concentration of formaldehyde in impinger i (1 or 2) in
mol/ml.
CR=concentration of formaldehyde in solvent rinse in mol/ml.
DVolFS=Volume (standard ft3) of exhaust sample
drawn through formaldehyde sampling system (dry).
WVolFS=Volume (standard ft3) of exhaust sample
drawn through formaldehyde sampling system (wet).
(G) Acetaldehyde:
MCH3CHO mode=(DCH3CHO/106)27.027(DVol)/
Vm
MCH3CHO mode=(WCH3CHO/106)27.027(WVol)/
Vm
(1) If aldehydes are measured using impingers:
DCH3CHO=(Vm)(106)[(C1 x AV1)
+(C2 x AV2)]/DVolAS
WCH3CHO=(Vm)(106)[(C1 x AV1)
+C2 x AV2)]/WVolAS
(2) If aldehydes are measured using cartridges:
DCH3CHO=(Vm)(106)(CR x AVR)/
DVolAS
WCH3CHO=(Vm)(106)(CR x AVR)/
WVolAS
(3) The following definitions apply to this paragraph
(b)(2)(iii)(G):
AVi=Volume of absorbing reagent in impinger i (1 or 2) in
ml.
AVR=Volume of absorbing reagent use to rinse the cartridge
in ml.
Ci=concentration of acetaldehyde in impinger i (1 or 2) in
mol/ml.
CR=concentration of acetaldehyde in solvent rinse in mol/ml.
DVolAS=Volume (standard ft3) of exhaust sample
drawn through acetaldehyde sampling system (dry).
WVolAS=Volume (standard ft3) of exhaust sample
drawn through acetaldehyde sampling system (wet).
(iv) Conversion of wet concentrations to dry concentrations. Wet
concentrations are converted to dry concentrations using the following
equation:
DX=KW WX
Where:
WX is the concentration of species X on a wet basis.
DX is the concentration of species X on a dry basis.
KW is a conversion factor=WVol/DVol=1+DH2O.
(A) Iterative calculation of conversion factor. The conversion
factor KW is calculated from the fractional volume of water
in the exhaust on a dry basis (DH2O=volume of water in exhaust/dry
volume of exhaust). Precise calculation of the conversion factor
KW must be done by iteration, since it requires the dry
concentration of HC, but HC emissions are measured wet.
(1) The conversion factor is calculated by first assuming DHC=WHC
to calculate DVol:
DVol=(Vm)(Wf)/((CMWf)(DHC/
106+DCO/106+DCO2/100))
(2) This estimate is then used in the following equations to
calculate DVolair, then DH2O, then KW, which
allows DHC to be determined more accurately from WHC:
[GRAPHIC] [TIFF OMITTED] TR16AP98.009
Where:
[[Page 19042]]
Y=Water volume concentration in intake air, volume fraction (dry).
DVolair=Air intake flow rate (ft3/hr) on a dry
basis, measured, or calculated as:
[GRAPHIC] [TIFF OMITTED] TR16AP98.010
(3) The calculations are repeated using this estimate of DHC. If
the new estimate for KW is not within one percent of the
previous estimate, the iteration is repeated until the difference in
KW between iterations is less than one percent.
(B) Alternate calculation of DH2O (approximation). The following
approximation may be used for DH2O instead of the calculation in
paragraph (b)(2)(iv)(A) of this section:
[GRAPHIC] [TIFF OMITTED] TR16AP98.011
Where:
[GRAPHIC] [TIFF OMITTED] TR16AP98.012
Y=Water volume concentration in intake air, volume fraction (dry).
(3) Mass Emissions--Dilute exhaust measurements. For dilute exhaust
measurements mass emissions (grams per hour) of each species for each
mode:
(i) General equations. The mass emission rate, Mx mode
(g/hr) of each pollutant (HC, NOX, CO2, CO, CH4 CH3OH,
CH3CH2OH, CH2O, CH3CH2O) for each operating mode for bag measurements
and diesel continuously heated sampling system measurements is
determined from the following equation:
Mx mode=(Vmix)(Densityx)(Xconc
)/(Vf)
Where:
x designates the pollutant (e.g., HC), Vmix is the total
diluted exhaust volumetric flow rate (ft3/hr),
Densityx is the specified density of the pollutant in the
gas phase (g/ft3), Xconc is the fractional
concentration of pollutant x (i.e., ppm/106, ppmC/
106, or %/100), and Vf is the fraction of the
raw exhaust that is diluted for analysis.
(ii) The following abbreviations and equations apply to paragraphs
(b)(3)(i) through (b)(3)(iii)(J) of this section:
(A) DF=Dilution factor, which is the volumetric ratio of the
dilution air to the raw exhaust sample for total dilution, calculated
as:
[GRAPHIC] [TIFF OMITTED] TR16AP98.013
Where:
WCO2=Carbon dioxide concentration of the raw exhaust sample, in
percent (wet).
WCO2e=Carbon dioxide concentration of the dilute exhaust
sample, in percent (wet).
WCO2d=Carbon dioxide concentration of the dilution air,
in percent (wet).
(B) Vmix=Diluted exhaust volumetric flow rate in cubic
feet per hour corrected to standard conditions (528 deg.R, and 760 mm
Hg).
(C) Vf=Fraction of the total raw exhaust that is diluted
for analysis.
=((CO2conc/102)+(COconc/
106) + (HCconc/
106))(Vmix)(CMWf)/Vm/
Mf
(iii) Calculation of individual pollutants.
(A) MHC mode=Hydrocarbon emissions, in grams per hour by
mode, are calculated using the following equations:
MHC mode=(Vmix)(DensityHC)(HCconc
/106)/Vf
HCconc=HCe-(HCd)(1-(1/DF))
HCe=FID
HCe-(rx)(Xe)
Where:
DensityHC=Density of hydrocarbons=16.42 g/ft3
(0.5800 kg/m3) for # l petroleum diesel fuel, 16.27 g/
ft3 (0.5746 kg/m3) for #2 diesel, and 16.33 g/
ft3 (0.5767 kg/m3) for other fuels, assuming
an average carbon to hydrogen ratio of 1:1.93 for #1 petroleum
diesel fuel, 1:1.80 for #2 petroleum diesel fuel, and 1:1.85 for
hydrocarbons in other fuels at standard conditions.
HCconc=Hydrocarbon concentration of the dilute exhaust
sample corrected for background, in ppm carbon equivalent (i.e.,
equivalent propane x 3).
HCe=Hydrocarbon concentration of the dilute exhaust bag
sample, or for diesel continuous heated sampling systems, average
hydrocarbon concentration of the dilute exhaust sample as determined
from the integrated HC traces, in ppm carbon equivalent. For
petroleum-fueled engines, HCe is the FID measurement. For
methanol-fueled and ethanol-fueled engines:
FID HCe=Concentration of hydrocarbon plus methanol,
ethanol and acetaldehyde in dilute exhaust as measured by the FID,
ppm carbon equivalent.
rx=FID response to oxygenated species x (methanol,
ethanol or acetaldehyde).
Xe=Concentration of species x (methanol, ethanol or
acetaldehyde) in dilute exhaust as determined from the dilute
exhaust sample, ppm carbon.
HCd=Hydrocarbon concentration of the dilution air as
measured, in ppm carbon equivalent.
(B) MNOx mode = Oxides of nitrogen emissions, in grams
per hour by mode, are calculated using the following equations:
MNOx mode=(Vmix) (DensityNO2)
(NOxconc/10 \6\) /Vf
NOxconc=(NOxe - NOxd (1-(1/DF)))
Where:
DensityNO2=Density of oxides of nitrogen is 54.16 g/ft\3\
(1.913 kg/m\3\), assuming they are in the form of nitrogen dioxide,
at standard conditions.
NOxconc=Oxides of nitrogen concentration of the dilute
exhaust sample corrected for background, in ppm.
NOxe=Oxides of nitrogen concentration of the dilute
exhaust bag sample as measured, in ppm.
NOxd=Oxides of nitrogen concentration of the dilution air
as measured, in ppm.
(C) MCO2 mode=Carbon dioxide emissions, in grams per
hour by mode,
[[Page 19043]]
are calculated using the following equations:
MCO2 mode=(Vmix) (Density CO2)
(CO2conc/10\2\) /Vf
CO2conc=CO2e - CO2d (1 - (1/DF))
Where:
Density CO2=Density of carbon dioxide is 51.81 g/ft\3\
(1.830 kg/m\3\), at standard conditions.
CO2conc=Carbon dioxide concentration of the dilute
exhaust sample corrected for background, in percent.
CO2e=Carbon dioxide concentration of the dilute exhaust
bag sample, in percent.
CO2d=Carbon dioxide concentration of the dilution air as
measured, in percent.
(D)(1) MCO mode=Carbon monoxide emissions, in grams per
hour by mode, are calculated using the following equations:
MCO mode=(Vmix) (DensityCO)
(COconc/10\6\) /Vf
COconc=COe - COd (1 - (1/DF))
COd=(1 - 0.000323R)COdm
Where:
DensityCO=Density of carbon monoxide is 32.97 g/ft\3\
(1.164 kg/m\3\), at standard conditions.
COconc=Carbon monoxide concentration of the dilute
exhaust sample corrected for background, water vapor, and
CO2 extraction, ppm.
COe=Carbon monoxide concentration of the dilute exhaust
sample volume corrected for water vapor and carbon dioxide
extraction, in ppm.
COe=(1 - (0.01 + 0.005/) CO2e -
0.000323RH)COem, where is the hydrogen to
carbon ratio as measured for the fuel used.
COem=Carbon monoxide concentration of the dilute exhaust
sample as measured, in ppm.
RH = Relative humidity of the dilution air, percent.
COd=Carbon monoxide concentration of the dilution air
corrected for water vapor extraction, in ppm.
COdm=Carbon monoxide concentration of the dilution air
sample as measured, in ppm.
(2) If a CO instrument which meets the criteria specified in
Sec. 86.1311 of this chapter is used and the conditioning column has
been deleted, COem must be substituted directly for
COe, and COdm must be substituted directly for
COd.
(E) MCH4 mode=Methane emissions corrected for
background, in gram per hour by mode, are calculated using the
following equations:
MCH4 mode=(Vmix) (DensityCH4)
(CH4conc/10\6\) /Vf
CH4conc=CCH4e - CCH4d (1 - (1/DF))
Where:
DensityCH4=Density of methane is 18.89 g/ft\3\ at
68 deg.F (20 deg.C) and 760 mm Hg (101.3kPa) pressure.
CH4conc=Methane concentration of the dilute exhaust
corrected for background, in ppm.
CCH4e=Methane concentration in the dilute exhaust, in
ppm.
CCH4d=Methane concentration in the dilution air, in ppm.
(F) MCH3OH mode=Methanol emissions corrected for
background, in gram per hour by mode, are calculated using the
following equations:
MCH3OH mode=(Vmix)(DensityCH3OH)
(CH3OHconc/10\6\)/Vf
CH3OHconc=CCH3OHe-CCH3OHd(1-(1/DF))
CCH3OHe=((3.817) (10-2)
(TEM)(((CS1)(AVS1)) +
(CS2)(AVS2)))/((PB)(VEM))
CCH3OHd=((3.817)(10-2)(TDM)(((CD1
) (AVD1)) + (CD2)(AVD2)))/
((PB)(VDM))
Where:
DensityCH3OH=Density of methanol is 37.71 g/ft\3\ (1.332
kg/m\3\), at 68 deg.F (20 deg.C) and 760 mm Hg (101.3kPa) pressure.
CH3OHconc=Methanol concentration of the dilute exhaust
corrected for background, in ppm.
CCH3OHe=Methanol concentration in the dilute exhaust, in
ppm.
CCH3OHd=Methanol concentration in the dilution air, in
ppm.
TEM=Temperature of methanol sample withdrawn from dilute
exhaust, deg.R.
TDM=Temperature of methanol sample withdrawn from
dilution air, deg.R.
PB=Barometric pressure during test, mm Hg.
VEM=Volume of methanol sample withdrawn from dilute
exhaust, ft \3\.
VDM=Volume of methanol sample withdrawn from dilution
air, ft \3\.
CS=GC concentration of aqueous sample drawn from dilute
exhaust, g/ml.
CD=GC concentration of aqueous sample drawn from dilution
air, g/ml.
AVS=Volume of absorbing reagent (deionized water) in
impinger through which methanol sample from dilute exhaust is drawn,
ml.
AVD=Volume of absorbing reagent (deionized water) in
impinger through which methanol sample from dilution air is drawn,
ml.
1=first impinger.
2=second impinger.
(G) MC2H5OH mode=Ethanol emissions corrected for
background, in gram per hour by mode, are calculated using the
following equations:
MCH3CH2OH mode=(Vmix)(DensityCH3CH2OH)
((CH3CH2OHconc/10 \6\))/Vf
CH3CH2OHconc=
CCH3CH2OHe-CCH3CH2OHd(1-(1/DF))
CCH3CH2OHd=((2.654)(10-2)(TDM)(((CD1
) (AVD1)) + (CD2)(AVD2)))/
((PB)(VDM))
CCH3CH2OHe=((2.654)(10-2)(TEM
)(((CS1) (AVS1)) +
(CS2)(AVS2)))/((PB)(VEM))
Where:
DensityC2H5OH=Density of ethanol is 54.23 g/ft \3\ (1.915
kg/m \3\), at 68 deg.F (20 deg.C) and 760 mm Hg (101.3kPa) pressure.
CH3CH2OHconc=Ethanol concentration
of the dilute exhaust corrected for background, in ppm.
CCH3CH2OHe=Ethanol concentration in the dilute exhaust,
in ppm.
CCH3CH2OHd=Ethanol concentration in the dilution air, in
ppm.
TEM= Temperature of ethanol sample withdrawn from dilute
exhaust, deg.R.
TDM=Temperature of ethanol sample withdrawn from dilution
air, deg.R.
PB=Barometric pressure during test, mm Hg.
VEM=Volume of ethanol sample withdrawn from dilute
exhaust, ft \3\.
VDM=Volume of ethanol sample withdrawn from dilution air,
ft \3\.
CS=GC concentration of aqueous sample drawn from dilute
exhaust, g/ml.
CD=GC concentration of aqueous sample drawn from dilution
air, g/ml.
AVS= Volume of absorbing reagent (deionized water) in
impinger through which ethanol sample from dilute exhaust is drawn,
ml.
AVD=Volume of absorbing reagent (deionized water) in
impinger through which ethanol sample from dilution air is drawn,
ml.
1=first impinger.
2=second impinger.
(H) MCH2O mode=Formaldehyde emissions corrected for
background, in gram per hour by mode, are calculated using the
following equations:
MCH2O mode=(Vmix)(DensityCH2O)
((CH2Oconc/10 \6\)/Vf
CH2Oconc=CCH2Oe-CCH2Od(1-(1/DF))
CCH2Oe=((4.069)(10-2)(CFDE)(
VAE)(Q) (TEF))/((VSE)(PB)
CCH2Od=((4.069)(10-2)(CFDA)(VAA
) (Q)(TDF))/(VSA)(PB)
Where:
DensityCH2O=Density of formaldehyde is 35.36 g/ft \3\
(1.249 kg/m \3\), at 68 deg.F (20 deg.C) and 760 mmHg (101.3 kPa)
pressure.
CH2Oconc=Formaldehyde concentration of the dilute exhaust
corrected for background, ppm.
CCH2Oe=Formaldehyde concentration in dilute exhaust, ppm.
CCH2Od=Formaldehyde concentration in dilution air, ppm.
CFDE=Concentration of DNPH derivative of formaldehyde
from dilute exhaust sample in sampling solution, g/ml.
VAE=Volume of sampling solution for dilute exhaust
formaldehyde sample, ml.
Q = Ratio of molecular weights of formaldehyde to its DNPH
derivative = 0.1429.
TEF=Temperature of formaldehyde sample withdrawn from
dilute exhaust, deg.R.
VSE=Volume of formaldehyde sample withdrawn from
dilute exhaust, ft3.
PB=Barometric pressure during test, mm Hg.
CFDA=Concentration of DNPH derivative of formaldehyde
from dilution air sample in sampling solution, g/ml.
VAA=Volume of sampling solution for dilution air
formaldehyde sample, ml.
TDF=Temperature of formaldehyde sample withdrawn from
dilution air, deg.R.
VSA=Volume of formaldehyde sample withdrawn from
dilution air, ft3.
(I) MCH3CHO mode=Acetaldehyde emissions corrected for
background, in
[[Page 19044]]
grams per hour by mode, are calculated using the following equations:
MCH3CHO mode=
(Vmix)(DensityCH3CHO)((CH3CHOconc
/106)/Vf
CH3CHOconc=CCH3CHOe-CCH3CHOd(1--(1/
DF))
CCH3CHOe=((2.774)(10-2)
(CADE)(VAE)(Q)(TEF))/
((VSE)(PB)
CCH3CHOd=((2.774)(10-2)
(CADA)(VAA)(Q)(TDF))/
(VSA)(PB)
Where:
Density CH3CHO=Density of acetaldehyde is 51.88 g/
ft3 (1.833 kg/m3), at 68 deg.F (20 deg.C)
and 760 mmHg (101.3 kPa) pressure.
CH3CHOconc=Acetaldehyde concentration of the dilute
exhaust corrected for background, ppm.
CCH3CHOe=Acetaldehyde concentration in dilute exhaust,
ppm.
CCH3CHOd=Acetaldehyde concentration in dilution air, ppm.
CADE=Concentration of DNPH derivative of acetaldehyde
from dilute exhaust sample in sampling solution, g/ml.
VAE=Volume of sampling solution for dilute exhaust
acetaldehyde sample, ml.
Q=Ratio of molecular weights of acetaldehyde to its DNPH derivative
=0.182
TEF=Temperature of acetaldehyde sample withdrawn from
dilute exhaust, deg.R.
VSE=Volume of acetaldehyde sample withdrawn from dilute
exhaust, ft3.
PB=Barometric pressure during test, mm Hg.
CADAConcentration of DNPH derivative of acetaldehyde from
dilution air sample in sampling solution, g/ml.
VAA=Volume of sampling solution for dilution air
acetaldehyde sample, ml.
TDF=Temperature of acetaldehyde sample withdrawn from dilution air,
deg.R.
VSA=Volume of acetaldehyde sample withdrawn from dilution
air, ft3.
(J) MNMHC mode=Nonmethane hydrocarbon emissions, in
grams per hour by mode.
MNMHC mode=(Vmix)(DensityNMHC)
((NMHCconc/106))/Vf
NMHCconc=NMHCe--(NMHCd)(1-(1/DF))
NMHCe=FID HCe-(rm)(CCH4e)
NMHCd=FID HCd-(rm)(CCH4d)
Where:
DensityNMHC=Density of nonmethane hydrocarbons=16.42 g/
ft3 (0.5800 kg/m3) for # 1 petroleum diesel
fuel, 16.27 g/ft3 (0.5746 kg/m3) for #2
diesel, and 16.33 for other fuels, assuming an average carbon to
hydrogen ratio of 1:1.93 for #1 petroleum diesel fuel, 1:1.80 for #2
petroleum diesel fuel, and 1:1.85 for nonmethane hydrocarbons in
other fuels at standard conditions.
NMHCconc=Nonmethane hydrocarbon concentration of the
dilute exhaust sample corrected for background, in ppm carbon
equivalent (i.e., equivalent propane x 3).
NMHCe=Nonmethane hydrocarbon concentration of the dilute
exhaust bag sample:
FID HCe=Concentration of hydrocarbons in dilute exhaust
as measured by the FID, ppm carbon equivalent.
rm=FID response to methane.
CCH4e=Concentration of methane in dilute exhaust as
determined from the dilute exhaust sample.
NMHCd=Nonmethane hydrocarbon concentration of the
dilution air:
as measured by the FID, ppm carbon equivalent.
rm=FID response to methane.
CCH4d=Concentration of methane in dilute exhaust as
determined from the dilute exhaust sample, ppm.
(4) Particulate exhaust emissions. The mass of particulate for a
test mode determined from the following equations when a heat exchanger
is used (i.e., no flow compensation), and when background filters are
used to correct for background particulate levels:
MPM mode=Particulate emissions, grams per hour by mode.
MPM mode=(WVol) (PMconc) (1+DF)=(Vmix)
(PMconc)/Vf
PMconc=PMe-PMd (1-(1/DF))
PMe=MPMe/Vsampe/10 \3\
PMd=MPMd/Vsampd/10 \3\
Where:
PMconc=Particulate concentration of the diluted exhaust
sample corrected for background, in g/ft \3\
MPMe=Measured mass of particulate for the exhaust sample,
in mg, which is the difference in filter mass before and after the
test.
MPMd=Measured mass of particulate for the dilution air
sample, in mg, which is the difference in filter mass before and
after the test.
Vsampe=Total wet volume of sample removed from the
dilution tunnel for the exhaust particulate measurement, cubic feet
at standard conditions.
Vsampd=Total wet volume of sample removed from the
dilution tunnel for the dilution air particulate measurement, cubic
feet at standard conditions.
DF=Dilution factor, which is the volumetric ratio of the dilution
air to the raw exhaust sample, calculated as:
[GRAPHIC] [TIFF OMITTED] TR16AP98.014
(c) Humidity calculations. (1) The following abbreviations (and
units) apply to paragraph (b) of this section:
BARO=barometric pressure (Pa).
H=specific humidity, (g H2O/g of dry air).
KH=conversion factor=0.6220 g H2O/g dry air.
Mair=Molecular weight of air=28.9645.
MH2O=Molecular weight of water=18.01534.
PDB=Saturation vapor pressure of water at the dry bulb
temperature (Pa).
PDP=Saturation vapor pressure of water at the dewpoint
temperature (Pa).
Pv=Partial pressure of water vapor (Pa).
PWB=Saturation vapor pressure of water at the wet bulb
temperature (Pa).
TDB=Dry bulb temperature (Kelvin).
TWB=Wet bulb temperature (Kelvin).
Y=Water-vapor volume concentration.
(2) The specific humidity on a dry basis of the intake air (H) is
defined as:
H=((KH) (Pv)/(BARO-Pv))
(3) The partial pressure of water vapor may be determined using a
dew point device. In that case:
Pv=PDP
(4) The percent of relative humidity (RH) is defined as:
RH=(Pv/PDB)100
(5) The water-vapor volume concentration on a dry basis of the
engine intake air (Y) is defined as:
Y=((H)(Mair)/(MH2O)=Pv/
(BARO-Pv)
(d) NOX correction factor. (1) NOX emission
rates (MNOx mode) shall be adjusted to account for the
effects of humidity and temperature by multiplying each emission rate
by KNOx, which is calculated from the following equations:
KNOx=(K)(1+(0.25(logK)2)1/2)
K=(KH)(KT)
KH=[C1+C2(exp((-0.0143)(10.714))]/
[C1+C2(exp((-0.0143)(1000H))]
C1=-8.7+164.5exp(-0.0218(A/F)wet)
C2=130.7+3941exp(-0.0248(A/F)wet)
Where:
(A/F)wet=Mass of moist air intake divided by mass of fuel
intake.
KT=1/[1-0.017(T30-TA)] for tests
conducted at ambient temperatures below 30 deg.C.
KT=1.00 for tests conducted at ambient temperatures at or
above 30 deg.C.
T30=The measured intake manifold air temperature in the
locomotive when operated at 30 deg.C (or 100 deg.C, where intake
manifold air temperature is not available).
TA=The measured intake manifold air temperature in the
locomotive as tested (or the ambient temperature ( deg.C), where
intake manifold air temperature is not available).
(e) Other calculations. Calculations other than those specified in
this section may be used with the advance approval of the
Administrator.
Sec. 92.133 Required information.
(a) The required test data shall be grouped into the following two
general categories:
(1) Pre-test data. These data are general test data that must be
recorded for each test. The data are of a more descriptive nature such
as identification
[[Page 19045]]
of the test engine, test site number, etc. As such, these data can be
recorded at any time within 24 hours of the test.
(2) Test data. These data are physical test data that must be
recorded at the time of testing.
(b) When requested, data shall be supplied in the format specified
by the Administrator.
(c) Pre-test data. The following shall be recorded, and reported to
the Administrator for each test conducted for compliance with the
provisions of this part:
(1) Engine family identification (including subfamily
identification, such as for aftertreatment systems).
(2) Locomotive and engine identification, including model,
manufacturer and/or remanufacturer, and identification number.
(3) Locomotive and engine parameters, including fuel type,
recommended oil type, exhaust configuration and sizes, base injection
(ignition) timing, operating temperature, advance/retard injection
(ignition) timing controls, recommended start-up and warm-up
procedures, alternator generator efficiency curve.
(4) Locomotive or engine and instrument operator(s).
(5) Number of hours of operation accumulated on the locomotive or
engine prior to beginning the testing.
(6) Dates of most recent calibrations required by Secs. 92.115-
92.122.
(7) All pertinent instrument information such as tuning (as
applicable), gain, serial numbers, detector number, calibration curve
number, etc. As long as this information is traceable, it may be
summarized by system or analyzer identification numbers.
(8) A description of the exhaust duct and sample probes, including
dimensions and locations.
(d) Test data. The physical parameters necessary to compute the
test results and ensure accuracy of the results shall be recorded for
each test conducted for compliance with the provisions of this part.
Additional test data may be recorded at the discretion of the
manufacturer or remanufacturer. Extreme details of the test
measurements such as analyzer chart deflections will generally not be
required on a routine basis to be reported to the Administrator for
each test, unless a dispute about the accuracy of the data arises. The
following types of data shall be required to be reported to the
Administrator. The applicable Application Format for Certification will
specify the exact requirements which may change slightly from year to
year with the addition or deletion of certain items.
(1) Date and time of day.
(2) Test number.
(3) Engine intake air and test cell (or ambient, as applicable)
temperature.
(4) For each test point, the temperature of air entering the engine
after compression and cooling in the charge air cooler(s). If testing
is not performed on a locomotive, the corresponding temperatures when
the engine is in operation in a locomotive at ambient conditions
represented by the test.
(5) Barometric pressure. (A central laboratory barometer may be
used: Provided, that individual test cell barometric pressures are
shown to be within 0.1 percent of the barometric pressure
at the central barometer location.)
(6) Engine intake and test cell dilution air humidity.
(7) Measured horsepower and engine speed for each test mode.
(8) Identification and specifications of test fuel used.
(9) Measured fuel consumption rate at maximum power.
(10) Temperature set point of the heated continuous analysis system
components (if applicable).
(11) All measured flow rates, dilution factor, and fraction of
exhaust diluted for diluted exhaust measurements (as applicable) for
each test mode.
(12) Temperature of the dilute exhaust mixture at the inlet to the
respective gas meter(s) or flow instrumentation used for particulate
sampling.
(13) The maximum temperature of the dilute exhaust mixture
immediately ahead of the particulate filter.
(14) Sample concentrations (background corrected as applicable) for
HC, CO, CO2, and NOX (and methane, NMHC, alcohols
and aldehydes, as applicable) for each test mode. This includes the
continuous trace and the steady-state value (or integrated value where
required).
(15) The stabilized pre-test weight and post-test weight of each
particulate sample and back-up filter or pair of filters.
(16) Brake specific emissions (g/BHP-hr) for HC, CO,
NOX, particulate and, if applicable, CH3, NMHC, THCE,
CH3OH, CH3CH2OH, CH2O and CH3CHO for each test mode.
(17) The weighted brake specific emissions for HC, CO,
NOX and particulate (g/BHP-hr) for the total test for the
duty-cycle(s) applicable to the locomotive.
(18) The smoke opacity for each test mode. This includes the
continuous trace, the peak values and the steady-state value.
Subpart C--Certification Provisions
Sec. 92.201 Applicability.
The requirements of this subpart are applicable to manufacturers
and remanufacturers of any locomotives and locomotive engines subject
to the provisions of subpart A of this part.
Sec. 92.202 Definitions.
The definitions of subpart A of this part apply to this subpart.
Sec. 92.203 Application for certification.
(a) For each engine family that complies with all applicable
standards and requirements, the manufacturer or remanufacturer must
submit to the Administrator a completed application for a certificate
of conformity.
(b) The application must be approved and signed by the authorized
representative of the manufacturer or remanufacturer.
(c) The application will be updated and corrected by amendment as
provided for in Sec. 92.210 to accurately reflect the manufacturer's or
remanufacturer's production.
(d) Required content. Each application must include the following
information:
(1)(i) A description of the basic engine design including, but not
limited to, the engine family specifications, the provisions of which
are contained in Sec. 92.208;
(ii)(A) For freshly manufactured locomotives, a description of the
basic locomotive design;
(B) For freshly manufactured engines for use in remanufactured
locomotives, a description of the locomotive designs in which the
engines are to be used;
(C) For remanufactured locomotives, a description of the basic
locomotive designs to which the remanufacture system will be applied;
(iii) A list of distinguishable configurations to be included in
the engine family;
(2) An explanation of how the emission control system operates,
including detailed descriptions of:
(i) All emission control system components;
(ii) Injection or ignition timing for each notch (i.e., degrees
before or after top-dead-center), and any functional dependence of such
timing on other operational parameters (e.g., engine coolant
temperature);
(iii) Each auxiliary emission control device (AECD); and
(iv) All fuel system components to be installed on any production
or test locomotive(s) or engine(s);
(3) A description of the test locomotive or engine;
[[Page 19046]]
(4) Special or alternate test procedures, if applicable;
(5) A description of the operating cycle and the period of
operation necessary to accumulate service hours on the test locomotive
or engine and stabilize emission levels;
(6) A description of all adjustable operating parameters
(including, but not limited to, injection timing and fuel rate),
including the following:
(i) The nominal or recommended setting and the associated
production tolerances;
(ii) The intended adjustable range, and the physically adjustable
range;
(iii) The limits or stops used to limit adjustable ranges;
(iv) Production tolerances of the limits or stops used to establish
each physically adjustable range; and
(v) Information relating to why the physical limits or stops used
to establish the physically adjustable range of each parameter, or any
other means used to inhibit adjustment, are the most effective means
possible of preventing adjustment of parameters to settings outside the
manufacturer's or remanufacturer's specified adjustable ranges on in-
use engines;
(7) For families participating in the averaging, banking, and
trading program, the information specified in subpart D of this part;
(8) Projected U.S. production information for each configuration;
(9) A description of the test equipment and fuel proposed to be
used;
(10) All test data obtained by the manufacturer or remanufacturer
on each test engine or locomotive;
(11) The intended useful life period for the engine family, in
accordance with Sec. 92.9(a);
(12) The intended deterioration factors for the engine family, in
accordance with Sec. 92.9(b)(2);
(13) An unconditional statement certifying that all locomotives and
engines included the engine family comply with all requirements of this
part and the Clean Air Act.
(e) At the Administrator's request, the manufacturer or
remanufacturer must supply such additional information as may be
required to evaluate the application.
(f)(1) If the manufacturer or remanufacturer, submits some or all
of the information specified in paragraph (d) of this section in
advance of its full application for certification, the Administrator
shall review the information and make the determinations required in
Sec. 92.208(d) within 90 days of the manufacturer's or remanufacturer's
submittal.
(2) The 90-day decision period is exclusive of any elapsed time
during which EPA is waiting for additional information requested from a
manufacturer or remanufacturer regarding an adjustable parameter (the
90-day period resumes upon receipt of the manufacturer's or
remanufacturer's response). For example, if EPA requests additional
information 30 days after the manufacturer or remanufacturer submits
information under paragraph (f)(1) of this section, then the
Administrator would make a determination within 60 days of the receipt
of the requested information from the manufacturer or remanufacturer.
(g)(1) The Administrator may modify the information submission
requirements of paragraph (d) of this section, provided that all of the
information specified therein is maintained by the manufacturer or
remanufacturer as required by Sec. 92.215, and amended, updated, or
corrected as necessary.
(2) For the purposes of this paragraph (g), Sec. 92.215 includes
all information specified in paragraph (d) of this section whether or
not such information is actually submitted to the Administrator for any
particular model year.
(3) The Administrator may review a manufacturer's or
remanufacturer's records at any time. At the Administrator's
discretion, this review may take place either at the manufacturer's or
remanufacturer's facility or at another facility designated by the
Administrator.
Sec. 92.204 Designation of engine families.
This section specifies the procedure and requirements for grouping
of engines into engine families.
(a) Manufacturers and remanufacturers shall divide their
locomotives and locomotive engines into groupings of locomotives and
locomotive engines which are expected to have similar emission
characteristics throughout their useful life. Each group shall be
defined as a separate engine family.
(b) For Tier 1 and Tier 2 locomotives and locomotive engines, the
following characteristics distinguish engine families:
(1) The combustion cycle (e.g., diesel cycle);
(2) The type of engine cooling employed (air-cooled or water-
cooled), and procedure(s) employed to maintain engine temperature
within desired limits (thermostat, on-off radiator fan(s), radiator
shutters, etc.);
(3) The bore and stroke dimensions;
(4) The approximate intake and exhaust event timing and duration
(valve or port);
(5) The location of the intake and exhaust valves (or ports);
(6) The size of the intake and exhaust valves (or ports);
(7) The overall injection, or as appropriate ignition, timing
characteristics (i.e., the deviation of the timing curves from the
optimal fuel economy timing curve must be similar in degree);
(8) The combustion chamber configuration and the surface-to-volume
ratio of the combustion chamber when the piston is at top dead center
position, using nominal combustion chamber dimensions;
(9) The location of the piston rings on the piston;
(10) The method of air aspiration (turbocharged, supercharged,
naturally aspirated, Roots blown);
(11) The turbocharger or supercharger general performance
characteristics (e.g., approximate boost pressure, approximate response
time, approximate size relative to engine displacement);
(12) The type of air inlet cooler (air-to-air, air-to-liquid,
approximate degree to which inlet air is cooled);
(13) The intake manifold induction port size and configuration;
(14) The type of fuel and fuel system configuration;
(15) The configuration of the fuel injectors and approximate
injection pressure;
(16) The type of fuel injection system controls (i.e., mechanical
or electronic);
(17) The type of smoke control system;
(18) The exhaust manifold port size and configuration; and
(19) The type of exhaust aftertreatment system (oxidation catalyst,
particulate trap), and characteristics of the aftertreatment system
(catalyst loading, converter size vs engine size).
(c) For Tier 0 locomotives and locomotive engines, the following
characteristics distinguish engine families:
(1) The combustion cycle (e.g., diesel cycle);
(2) The type of engine cooling employed (air-cooled or water-
cooled), and procedure(s) employed to maintain engine temperature
within desired limits (thermostat, on-off radiator fan(s), radiator
shutters, etc.);
(3) The approximate bore and stroke dimensions;
(4) The approximate location of the intake and exhaust valves (or
ports);
(5) The combustion chamber general configuration and the
approximate
[[Page 19047]]
surface-to-volume ratio of the combustion chamber when the piston is at
top dead center position, using nominal combustion chamber dimensions;
(6) The method of air aspiration (turbocharged, supercharged,
naturally aspirated, Roots blown);
(7) The type of air inlet cooler (air-to-air, air-to-liquid,
approximate degree to which inlet air is cooled);
(8) The type of fuel and general fuel system configuration;
(9) The general configuration of the fuel injectors and approximate
injection pressure; and
(10) The fuel injection system control type (electronic or
mechanical).
(d) Upon request by the manufacturer or remanufacturer, locomotives
or locomotive engines that are eligible to be included in the same
engine family based on the criteria in paragraph (b) or (c) of this
section may be divided into different engine families. This request
must be accompanied by information the manufacturer or remanufacturer
believes supports the addition of these different engine families. For
the purposes of determining whether an engine family is a small engine
family in Sec. 92.603(a)(2), EPA will consider the number of
locomotives or locomotive engines that could have been classed together
under paragraph (b) or (c) of this section, instead of the number of
locomotives or locomotive engines that are included in a subdivision
allowed by this paragraph (d).
(e) Upon request by the manufacturer or remanufacturer, the
Administrator may allow locomotives or locomotive engines that would be
required to be grouped into separate engine families based on the
criteria in paragraph (b) or (c) of this section to be grouped into a
single engine family if the manufacturer or remanufacturer demonstrates
that similar emission characteristics will occur. This request must be
accompanied by emission information supporting the appropriateness of
such combined engine families.
Sec. 92.205 Prohibited controls, adjustable parameters.
(a) Any system installed on, or incorporated in, a new locomotive
or new locomotive engine to enable such locomotive or locomotive engine
to conform to standards contained in this subpart:
(1) Shall not in its operation or function cause significant (as
determined by the Administrator) emission into the ambient air of any
noxious or toxic substance that would not be emitted in the operation
of such locomotive, or locomotive engine, without such system, except
as specifically permitted by regulation;
(2) Shall not in its operation, function or malfunction result in
any unsafe condition endangering the locomotive, its operators, riders
or property on a train, or persons or property in close proximity to
the locomotive; and
(3) Shall function during all in-use operation except as otherwise
allowed by this part.
(b) In specifying the adjustable range of each adjustable parameter
on a new locomotive or new locomotive engine, the manufacturer or
remanufacturer, shall:
(1) Ensure that safe locomotive operating characteristics are
available within that range, as required by section 202(a)(4) of the
Clean Air Act, taking into consideration the production tolerances; and
(2) To the maximum extent practicable, limit the physical range of
adjustability to that which is necessary for proper operation of the
locomotive or locomotive engine.
Sec. 92.206 Required information.
(a) The manufacturer or remanufacturer shall perform the tests
required by the applicable test procedures, and submit to the
Administrator the information required by this section: Provided,
however, that if requested by the manufacturer or remanufacturer, the
Administrator may waive any requirement of this section for testing of
locomotives, or locomotive engines, for which the required emission
data are otherwise available.
(b) Exhaust emission deterioration factors, with supporting data.
The determination of the deterioration factors shall be conducted in
accordance with good engineering practice to assure that the
locomotives or locomotive engines covered by a certificate issued under
Sec. 92.208 will meet the emission standards in Sec. 92.8, in actual
use for the useful life of the locomotive or locomotive engine.
(c) Emission data, including exhaust methane data in the case of
locomotives or locomotive engines subject to a non-methane hydrocarbon
standard, on such locomotives or locomotive engines tested in
accordance with applicable test procedures of subpart B of this part.
These data shall include zero hour data, if generated. In lieu of
providing the emission data required by paragraph (a) of this section,
the Administrator may, upon request of the manufacturer or
remanufacturer, allow the manufacturer or remanufacturer to demonstrate
(on the basis of previous emission tests, development tests, or other
testing information) that the engine or locomotive will conform with
the applicable emission standards of Sec. 92.8.
(d) A statement that the locomotives and locomotive engines, for
which certification is requested conform to the requirements in
Sec. 92.7, and that the descriptions of tests performed to ascertain
compliance with the general standards in Sec. 92.7, and the data
derived from such tests, are available to the Administrator upon
request.
(e) A statement that the locomotive, or locomotive engine, with
respect to which data are submitted to demonstrate compliance with the
applicable standards of this subpart, is in all material respects as
described in the manufacturer's or remanufacturer's application for
certification; that it has been tested in accordance with the
applicable test procedures utilizing the fuels and equipment described
in the application for certification; and that on the basis of such
tests, the engine family conforms to the requirements of this part. If,
on the basis of the data supplied and any additional data as required
by the Administrator, the Administrator determines that the test
locomotive, or test engine, was not as described in the application for
certification or was not tested in accordance with the applicable test
procedures utilizing the fuels and equipment as described in the
application for certification, the Administrator may make the
determination that the locomotive, or engine, does not meet the
applicable standards. If the Administrator makes such a determination,
he/she may withhold, suspend, or revoke the certificate of conformity
under Sec. 92.208(c)(3)(i).
Sec. 92.207 Special test procedures.
(a) Establishment of special test procedures by EPA. The
Administrator may, on the basis of written application by a
manufacturer or remanufacturer, establish special test procedures other
than those set forth in this part, for any locomotive or locomotive
engine that the Administrator determines is not susceptible to
satisfactory testing under the specified test procedures set forth in
subpart B of this part.
(b) Use of alternate test procedures by manufacturer or
remanufacturer. (1) A manufacturer or remanufacturer may elect to use
an alternate test procedure provided that it is equivalent to the
specified procedures with respect to the demonstration of compliance,
its use is approved in advance by the Administrator, and the basis for
the equivalence with the specified test procedures is fully described
in the manufacturer's or remanufacturer's application.
[[Page 19048]]
(2) The Administrator may reject data generated under alternate
test procedures which do not correlate with data generated under the
specified procedures.
Sec. 92.208 Certification.
(a) Paragraph (a) of this section applies to manufacturers of new
locomotives and new locomotive engines. If, after a review of the
application for certification, test reports and data acquired from a
freshly manufactured locomotive or locomotive engine or from a
development data engine, and any other information required or obtained
by EPA, the Administrator determines that the application is complete
and that the engine family meets the requirements of the Act and this
part, he/she will issue a certificate of conformity with respect to
such engine family except as provided by paragraph (c)(3) of this
section. The certificate of conformity is valid for each engine family
from the date of issuance by EPA until 31 December of the model year or
calendar year in which it is issued and upon such terms and conditions
as the Administrator deems necessary or appropriate to assure that the
production locomotives or engines covered by the certificate will meet
the requirements of the Act and of this part.
(b) This paragraph (b) applies to remanufacturers of locomotives
and locomotive engines. If, after a review of the application for
certification, test reports and data acquired from a remanufactured
locomotive or locomotive engine or from a development data engine, and
any other information required or obtained by EPA, the Administrator
determines that the engine family meets the requirements of the Act and
of this subpart, he/she will issue a certificate of conformity with
respect to such engine family except as provided by paragraph (c)(3) of
this section. The certificate of conformity is valid for each engine
family from the date of issuance by EPA until 31 December of the model
year or calendar year in which it is issued and upon such terms and
conditions as the Administrator deems necessary or appropriate to
assure that the production locomotives or engines covered by the
certificate will meet the