Cal. Code Regs. Tit. 13, § 2703 - Emission Testing Requirements
(a) Testing on an Emission Control Group
Basis.
(1) The applicant must test the diesel
emission control strategy on an emission control group basis and identify the
emission control group . The applicant must identify the test engines and
vehicles, if applicable, by providing the engine family name, make, model,
model year , and PM and NOx certification levels if applicable. The applicant
must also describe the applications for which the diesel emission control
strategy is intended to be used by giving examples of in-use vehicles or
equipment, characterizing typical duty cycles, indicating any fuel
requirements, and/or providing other application-related information.
(2) If the Executive Officer determines that
the applicant has requested more than one emission control group , the applicant
must propose a test plan that includes one or more emission test engines that
are representative of the least favorable conditions (e.g., PM levels,
NOx-to-PM ratios, engine size) within the requested emission control groups for
the diesel emission control strategy to demonstrate compliance with the
requirements of the Procedure.
(3)
The applicant must select an appropriate test engine or engines based on the
proposed emission control group . Attributes of the emission control group which
determine an appropriate test engine include, but are not limited to:
(A) Certification category (e.g., on-road or
off-road)
(B) Certified emission
levels (e.g., PM levels, NOx-to-PM ratios)
(C) Certified aftertreatment (e.g., diesel
oxidation catalyst, diesel particulate filter)
(D) Exhaust gas recirculation (e.g., none,
internal or external)
(E) Engine
size (e.g., displacement, rated horsepower, exhaust flow rate)
(b) Test Engine
Requirements and Pre-conditioning.
(1) For a
diesel emission control strategy that has the potential to form NO2 or other
secondary emissions, the applicant must identify this potential to the
Executive Officer and propose an emissions test engine accordingly. The
applicant must provide detailed and comprehensive information showing how the
proposed emissions test engine is an appropriate, representative test
engine.
(2) The applicant may
tune-up or rebuild test engines prior to, but not after, baseline testing
unless rebuilding the engine is an integral part of the diesel emission control
strategy . All testing should be performed with the test engine in a proper
state of maintenance. Emissions of NO2 from the test
engine must not exceed 15 percent of the total baseline NOx emissions by mass.
If there is a special category of engines with NO2
emission levels that normally exceed 15 percent, this requirement may be
adjusted for those engines at the discretion of the Executive
Officer .
(c) Diesel
Emission Control Strategy Requirements and Pre-conditioning.
(1) The diesel emission control strategy must
be appropriately sized for the emissions test engine(s) based on the sizing
information provided in the application and must be approved by the Executive
Officer . If the sizing methodology or the test unit and engine combination
indicated in the test plan approval letter changes during testing or during the
application review process, the application will be re-evaluated and a new test
plan approval letter, which may include additional testing, must be issued by
the Executive Officer before any further testing commences. Any testing
conducted prior to the sizing change may be rejected at the Executive Officer 's
discretion.
(2) If a diesel
emission control strategy includes both single and multiple filter designs, the
sizing of both designs is subject to the requirements and conditions in section
2703(c)(1). Both
single and multiple configurations require complete emissions and durability
testing (see section
2704) unless:
(A) The multiple-filter design has only one
filter per exhaust manifold,
(B)
The multiple filter design involves multiple filters housed within one can.
Additional testing requirements for this configuration are at the discretion of
the Executive Officer .
(C) The
applicant demonstrates to the satisfaction of the Executive Officer that full
testing of one configuration is worst case and therefore sufficient to support
verification of the other configuration.
(3) The engine or vehicle installed with a
diesel emission control strategy must be operated for a break-in period of
between 25 and 125 hours before emission testing. Note that special
pre-conditioning requirements may apply. See section
2706(a)(4) for
details.
(d) Test Fuel.
(1) The test fuel must meet the
specifications in the California Code of Regulations (Sections
of Title
132280 through
2283 of Title 13), with the
exception of the sulfur content or other properties previously identified by
the applicant and approved by the Executive Officer . The Executive Officer may
approve test fuel(s) that do not comply with Sections
of Title
132280 through
2283 of Title 13 of the California
Code of Regulations if the fuel(s) are determined to be, based on sound science
and engineering, representative of commercially available fuel typically used
for the intended application(s).
(2) If operation or performance of a diesel
emission control strategy is affected by fuel sulfur content, the sulfur
content of the test fuel must be no less than 66 percent of the stated maximum
sulfur content for the diesel emission control strategy , unless
(A) the testing is performed with fuel
containing 15 ppmw or less sulfur for verification on 15 ppmw or less sulfur
diesel fuel, or
(3) Baseline testing may be conducted with
commercially available diesel fuel or diesel fuel with 15 ppmw or less sulfur.
Baseline and control tests must be performed using the same fuel unless the
control fuel is specified as a component of the emission control
strategy.
(4) The test fuel (or
batch of fuel purchased) must be analyzed using American Society for Testing
and Materials (ASTM) test methods listed in Table 6 (See Section
2710), which are incorporated
herein by reference. At a minimum, sulfur content, aromatic content, polycyclic
aromatic hydrocarbons, nitrogen content, and cetane number must be reported.
The Executive Officer may ask for additional properties to be reported if
evidence suggests those properties may affect functioning of the diesel
emission control strategy .
(e) Test Cycle. The diesel emission control
strategy must be tested using the test cycles indicated in subparagraphs 1-3
below (summarized in Table 2) or with an alternative cycle(s) approved by the
Executive Officer pursuant to subsection (f) below. The Executive Officer may
require the applicant to conduct additional testing if such information is
necessary for a complete evaluation of the control technology.
Table 2. Test Cycles for Emission Reduction Testing*
| Test Type | On-Road | Off-Road (including portable engines) | Stationary (including TRUs and APUs) | Marine |
|
| Engine | FTP Heavy-duty Transient Cycle (1 cold-start and 3 hot-starts) | NRTC, or if appropriate, a discrete mode test cycle as required in Section 2703(e)(2) (3 hot-starts) | Discrete mode test cycle from CARB off-road regulations or
another test cycle approved by the |
Discrete mode test cycles identified in the ISO 8178 test procedure, Part 4, August 15, 1996, Section 8.5, Test Cycles type E "Marine applications" (3 hot-starts) | 40 CFR Part 92 (Subpart B) or 40 CFR Part 1033 (Subpart F) (7-1-09 Edition) |
| Chassis | UDDS (3 hot-starts) and a low-speed test cycle per 2703 (e)(1)(B)2. (3 hot-starts). | Not Applicable | Not Applicable | Not Applicable | Not Applicable |
FTP = Federal Test Procedure; UDDS = Urban Dynamometer Driving Schedule
ISO = International Standards Organization; NRTC = Nonroad Transient Composite Cycle
(1) On-road
Engines and Vehicles. For on-road diesel-fueled vehicles, the applicant may
choose between engine dynamometer testing and chassis dynamometer testing,
subject to the following conditions. Engine testing may be used for
verification of an absolute engine emissions level or a percent emission
reduction. Chassis testing may be used only to verify a percent emission
reduction. The applicant may use emission test data to satisfy the durability
test data requirement, but must follow the same testing option for the
remaining durability tests (see Section
2704).
(A) Engine testing must consist of one
cold-start and at least three hot-start tests using the Federal Test Procedure
(FTP) Heavy-duty Transient Cycle for engines used in on-road applications, in
accordance with the provisions in the Code of Federal Regulations, Title 40,
Part 86, Subpart N.
(B) The
applicant must conduct all chassis tests in accordance with the provisions of
the Code of Federal Regulations, Title 40, Part 86, Subpart N insofar as they
pertain to chassis dynamometer testing. Chassis testing must include two
separate test cycles as follows:
1. At least
three hot-start tests using the Urban Dynamometer Driving Schedule (UDDS) (see
Code of Federal Regulations, Title 40, Part 86, appendix I (d)).
2. Three hot-start tests using a low-speed
chassis test cycle representing urban stop-and-go traffic operation. The test
cycle must include a repetitive series of idling periods immediately followed
by events of maximum vehicle acceleration. The applicant can propose, for
Executive Officer approval, a low-speed cycle as applicable to the type of
vehicle and vehicle operation for which the diesel emission control strategy is
intended. The Executive Officer will provide examples (e.g., New York Bus
Cycle) of appropriate test cycles upon request by the applicant during the
verification process. The applicant may request that the Executive Officer
waive the requirement to conduct the low-speed chassis test. In reviewing this
request, the Executive Officer may consider all relevant information including,
but not limited to, characteristics of the duty cycles in the emission control
group and the principles of operation of the diesel emission control
strategy .
3. The driver must follow
the test cycles as closely as possible and must not deviate beyond the
following tolerances (See Code of Federal Regulation, Part 86, Subpart M,
86.1215-85).
a. The upper limit is 4 miles
per hour higher than the highest point on the trace within 1 second of the
given time.
b. The lower limit is 4
miles per hour lower than the lowest point on the trace within 1 second of the
given time.
c. Speed variations
greater than the tolerances (such as may occur during gear changes or braking
spikes) are acceptable, provided they occur for less than 2 seconds on any
occasion and are clearly documented as to the time and speed at that point of
the test cycle.
d. Speeds lower
than those prescribed are acceptable, provided the vehicle is operated at
maximum available power during such occurrences.
(C) For any diesel emission
control strategy intended to reduce NOx from on-road applications, the
applicant must identify and discuss the effects of elevated NOx emissions on
the diesel emission control strategy (emissions of NOx that are significantly
greater than certified levels are said to be elevated, and may result, for
example, from the activation of an AECD that advances fuel injection timing
under cruise conditions). The applicant 's discussion must include effects on
emission reduction performance, durability , and safety considerations, how the
strategy would respond to elevated NOx emissions that do not occur at the time
the strategy is calibrated, and must be supported by engineering justification
and any pertinent data.
(2) Off-road Engines and Equipment (including
portable engines). For off-road diesel-fueled vehicles and equipment, the
applicant must follow the transient test procedures outlined in the CARB
off-road regulations (California Code of Regulations, Title 13, Section
2423 and the incorporated
California Exhaust Emissions Standards and Test Procedures for New 2008 and
Later Tier 4 Off-Road Compression-Ignition Engines, Part I-C). For all variable
speed engines, a minimum of three hot-start tests must be conducted using the
Nonroad Transient Composite Cycle (NRTC).
(A)
The Executive Officer may require the applicant to follow another test cycle if
the Executive Officer determines that it is more representative of the in-use
duty cycle of the off-road application for which the applicant seeks
verification .
(B) An applicant may
follow the steady state test procedure outlined in the CARB off-road
regulations (California Code of Regulations, Title 13, Section
2423 and the incorporated
California Exhaust Emission Standards and Test Procedures for New 2000 and
Later Tier 1, Tier 2, and Tier 3 Off-Road Compression-Ignition Engines, Part
I-B) only if the applicant has submitted a complete preliminary verification
application by October 1, 2008 and has received a letter of notification from
the Executive Officer , dated no later than December 31, 2008 that the
application is complete. In addition, the applicant must submit a complete
final verification application that is consistent with the terms of the
approved preliminary verification application by July 1, 2010. If the applicant
fails to submit a complete final verification application by July 1, 2010, the
applicant must test using the NRTC.
(C) An applicant with a strategy verified
after October 19, 2007 using the steady state test procedure outlined in the
CARB off-road regulations (California Code of Regulations, Title 13, Section
2423 and the incorporated
California Exhaust Emission Standards and Test Procedures for New 2000 and
Later Tier 1, Tier 2, And Tier 3 Off-Road Compression-Ignition Engines, Part
I-B) must submit emissions test data using the NRTC by January 1, 2013. The
Executive Officer will reassess and potentially revise the verification status
of the strategy, claimed emissions reductions, and compliance with
NO2 emissions requirements based on the submitted data.
Appropriate testing must include a pre-conditioned unit, an aged unit, and a
baseline test. If such data are not received and approved by the Executive
Officer by January 1, 2013, the verification will be revoked. A verification
awarded prior to October 19, 2007, is not subject to this requirement. A
verification for which the Executive Officer determines the NRTC is not
appropriate per section
2703(e)(2)(A) is
not subject to this requirement.
(D) Applicants may request that the Executive
Officer consider alternative test cycles, as described in subsection
(f).
(3) Stationary
Engines. For stationary, transport refrigeration unit, and auxiliary power
system engines, the applicant must follow the discrete mode test procedures
outlined in the CARB off-road regulations (as referenced in (2) or (2)(B)
above). A minimum of three hot-start tests must be conducted using the
specified test cycle. Applicants may request that the Executive Officer
consider alternative test cycles and methods, as described in subsection
(f).
(4) Marine Engines. For marine
propulsion engines, the applicant must follow the discrete mode test procedures
outlined in the CARB off-road regulations (as referenced in (2) or (2)(B)
above), but use the test cycles identified in the International Standards
Organization (ISO) 8178 test procedure, Part 4, August 15, 1996, Section 8.5,
Test Cycles type E "Marine applications". A minimum of three hot-start tests
must be conducted using the specified test cycle. Applicants may request that
the Executive Officer consider alternative test cycles and methods, as
described in subsection (f).
(f) Alternative Test Cycles and
Methods. The applicant may request the Executive Officer to approve an
alternative test cycle or method in place of a required test cycle or method.
In reviewing this request, the Executive Officer will consider all relevant
information including, but not limited to, the following:
(1) Test procedures specified in airborne
toxic control measures adopted by CARB, e.g. the Airborne Toxic Control Measure
for Stationary Compression Ignition Engines,
(2) Similarity of average speed, percent of
time at idle, average acceleration, and other characteristics to the specified
test cycle or method and in-use duty cycle,
(3) Body of existing test data generated
using the alternative test cycle or method,
(4) Technological necessity, and
(5) Technical ability to conduct the required
test.
(g) Test Run. The
number of tests indicated in Table 2 must be run for both baseline (without the
diesel emission control strategy implemented) and control configurations. For
strategies that include exhaust aftertreatment, engine backpressure and exhaust
temperature must be measured and recorded on a second-by-second basis (1 Hertz)
during at least one baseline run and each of the control test runs. For
strategies that use a chemical reductant to reduce emissions of NOx from
on-road or off-road applications, the amount of reductant consumed during each
control test run must be measured and recorded.
(h) Emissions During Particulate Filter
Regeneration Events. For any diesel emission control strategy that has a
distinct regeneration event, emissions that occur during the event must be
measured and taken into account when determining the net emission reduction
efficiency of the system. If a regeneration event will not occur during
emission testing, applicants may pre-load the diesel emission control strategy
with diesel PM to force such an event to occur during testing, subject to the
approval of the Executive Officer . Applicants must provide data or engineering
analysis indicating when events occur on test cycles and in actual operation
(e.g., backpressure data).
(i)
Results. For all valid emission tests used to support emission reduction
claims, the applicant must report emissions of total PM, non-methane
hydrocarbons or total hydrocarbons (whichever is used for the relevant engine
or vehicle certification), oxides of nitrogen, nitrogen dioxide, carbon
monoxide, and carbon dioxide.
(1) For mobile
sources, or for engines tested using an engine dynamometer, emissions must be
reported in grams/mile (g/mile) or grams/brake horsepower-hour
(g/bhp-hr).
(2) For stationary
engines, gaseous and particulate matter emissions must be reported as required
by the test methods approved by the Executive Officer .
(j) Incomplete and Aborted Tests. The
applicant must identify all incomplete and aborted tests and explain why those
tests were incomplete or aborted.
(k) Additional Analyses. The Executive
Officer may require the applicant to perform additional analyses if there is
reason to believe that the use of a diesel emission control strategy may result
in the increase of toxic air contaminants, other harmful compounds, or a change
in the nature or amount of the emitted particulate matter.
(1) In its determination, the Executive
Officer may consider all relevant data, including but not limited to the
following:
(A) The addition of any substance
to the fuel, intake air, or exhaust stream,
(B) Whether a catalytic reaction is known or
reasonably suspected to increase toxic air contaminants or ozone
precursors,
(C) Results from
scientific literature,
(D) Field
experience, and
(E) Any additional
data.
(2) These
additional analyses may include, but are not limited to, measurement of the
following:
(A) Benzene
(B) 1,3-butadiene
(C) Formaldehyde
(D) Acetaldehyde
(E) Polycyclic aromatic hydrocarbons
(PAH)
(F) Nitro-PAH
(G) Dioxins
(H) Furans
(3) The Executive Officer will determine
appropriate test methods for additional analyses in consultation with the
applicant .
(l) Quality
Control of Test Data. The applicant must provide information on the test
facility, test procedure, and equipment used in the emission testing. For data
gathered using on-road and off-road test cycles and methods, applicants must
provide evidence establishing that the test equipment used meets the
specifications and calibrations given in the applicable test procedures. The
testing information must be approved by the Executive Officer .
(m) The Executive Officer may, with respect
to any diesel emission control strategy sold, leased, offered for sale, or
manufactured for sale in California, order the applicant or strategy
manufacturer to make available for testing and/or inspection a reasonable
number of diesel emission control strategies, and may direct that they be
delivered at the applicant 's expense to the California Air Resources Board at
the Southern California Headquarters, Mary D. Nichols Campus, 4001 Iowa Avenue,
Riverside, CA 92507 or where specified by the Executive Officer . The Executive
Officer may also, with respect to any diesel emission control strategy being
sold, leased, offered for sale, or manufactured for sale in California, have an
applicant test and/or inspect a reasonable number of units at the applicant or
manufacturer 's facility or at any test laboratory under the supervision of the
Executive Officer .
Notes
Note: Authority cited: Sections 39002, 39003, 39500, 39600, 39601, 39650- 39675, 40000, 43000, 43000.5, 43011, 43013, 43018, 43105, 43600 and 43700, Health and Safety Code. Reference: Sections 39650- 39675, 43000, 43009.5, 43013, 43018, 43101, 43104, 43105, 43106, 43107 and 43204- 43205.5, Health and Safety Code; and Title 17 California Code of Regulations Section 93000.
Note: Authority cited: Sections 39002, 39003, 39500, 39600, 39601, 39650- 39675, 40000, 43000, 43000.5, 43011, 43013, 43018, 43105, 43600 and 43700, Health and Safety Code. Reference: Sections 39650- 39675, 43000, 43009.5, 43013, 43018, 43101, 43104, 43105, 43106, 43107 and 43204- 43205.5, Health and Safety Code; and Title 17 California Code of Regulations Section 93000.
2. Amendment of subsections (e)(2)-(3), new subsection (f)(1) and subsection renumbering filed 12-2-2004; operative 1-1-2005 (Register 2004, No. 49).
3. Amendment of subsections (b) and (c) filed 2-9-2007; operative 2-9-2007 pursuant to Government Code section 11343.4 (Register 2007, No. 6).
4. Amendment filed 1-20-2009; operative 2-19-2009 (Register 2009, No. 4).
5. Amendment of subsection (c), Table 2 within subsection (e) and subsections (e)(2)(C)-(e)(3), new subsections (e)(4)-(5), amendment of subsections (h) and (l)-(m) and amendment of Note filed 1-18-2011; operative 2-17-2011 (Register 2011, No. 3).
6. Amendment filed 8-15-2013; operative 10-1-2013 (Register 2013, No. 33).
7. Change without regulatory effect amending subsections (e), (e)(2), (e)(2)(B)-(C), (e)(3)-(4), (f)(1) and (m) filed 7-16-2024 pursuant to section 100, title 1, California Code of Regulations (Register 2024, No. 29).
State regulations are updated quarterly; we currently have two versions available. Below is a comparison between our most recent version and the prior quarterly release. More comparison features will be added as we have more versions to compare.
(a) Testing on an Emission Control Group Basis.
(1) The applicant must test the diesel emission control strategy on an emission control group basis and identify the emission control group. The applicant must identify the test engines and vehicles, if applicable, by providing the engine family name, make, model, model year, and PM and NOx certification levels if applicable. The applicant must also describe the applications for which the diesel emission control strategy is intended to be used by giving examples of in-use vehicles or equipment, characterizing typical duty cycles, indicating any fuel requirements, and/or providing other application-related information.
(2) If the Executive Officer determines that the applicant has requested more than one emission control group, the applicant must propose a test plan that includes one or more emission test engines that are representative of the least favorable conditions (e.g., PM levels, NOx-to-PM ratios, engine size) within the requested emission control groups for the diesel emission control strategy to demonstrate compliance with the requirements of the Procedure.
(3) The applicant must select an appropriate test engine or engines based on the proposed emission control group. Attributes of the emission control group which determine an appropriate test engine include, but are not limited to:
(A) Certification category (e.g., on-road or off-road)
(B) Certified emission levels (e.g., PM levels, NOx-to-PM ratios)
(C) Certified aftertreatment (e.g., diesel oxidation catalyst, diesel particulate filter)
(D) Exhaust gas recirculation (e.g., none, internal or external)
(E) Engine size (e.g., displacement, rated horsepower, exhaust flow rate)
(b) Test Engine Requirements and Pre-conditioning.
(1) For a diesel emission control strategy that has the potential to form NO2 or other secondary emissions, the applicant must identify this potential to the Executive Officer and propose an emissions test engine accordingly. The applicant must provide detailed and comprehensive information showing how the proposed emissions test engine is an appropriate, representative test engine.
(2) The applicant may tune-up or rebuild test engines prior to, but not after, baseline testing unless rebuilding the engine is an integral part of the diesel emission control strategy. All testing should be performed with the test engine in a proper state of maintenance. Emissions of NO2 from the test engine must not exceed 15 percent of the total baseline NOx emissions by mass. If there is a special category of engines with NO2 emission levels that normally exceed 15 percent, this requirement may be adjusted for those engines at the discretion of the Executive Officer.
(c) Diesel Emission Control Strategy Requirements and Pre-conditioning.
(1) The diesel emission control strategy must be appropriately sized for the emissions test engine(s) based on the sizing information provided in the application and must be approved by the Executive Officer. If the sizing methodology or the test unit and engine combination indicated in the test plan approval letter changes during testing or during the application review process, the application will be re-evaluated and a new test plan approval letter, which may include additional testing, must be issued by the Executive Officer before any further testing commences. Any testing conducted prior to the sizing change may be rejected at the Executive Officer's discretion.
(2) If a diesel emission control strategy includes both single and multiple filter designs, the sizing of both designs is subject to the requirements and conditions in section 2703(c)(1). Both single and multiple configurations require complete emissions and durability testing (see section 2704) unless:
(A) The multiple-filter design has only one filter per exhaust manifold,
(B) The multiple filter design involves multiple filters housed within one can. Additional testing requirements for this configuration are at the discretion of the Executive Officer.
(C) The applicant demonstrates to the satisfaction of the Executive Officer that full testing of one configuration is worst case and therefore sufficient to support verification of the other configuration.
(3) The engine or vehicle installed with a diesel emission control strategy must be operated for a break-in period of between 25 and 125 hours before emission testing. Note that special pre-conditioning requirements may apply. See section 2706(a)(4) for details.
(d) Test Fuel.
(1) The test fuel must meet the specifications in the California Code of Regulations (Sections of Title 132280 through 2283 of Title 13), with the exception of the sulfur content or other properties previously identified by the applicant and approved by the Executive Officer. The Executive Officer may approve test fuel(s) that do not comply with Sections of Title 132280 through 2283 of Title 13 of the California Code of Regulations if the fuel(s) are determined to be, based on sound science and engineering, representative of commercially available fuel typically used for the intended application(s).
(2) If operation or performance of a diesel emission control strategy is affected by fuel sulfur content, the sulfur content of the test fuel must be no less than 66 percent of the stated maximum sulfur content for the diesel emission control strategy, unless
(A) the testing is performed with fuel containing 15 ppmw or less sulfur for verification on 15 ppmw or less sulfur diesel fuel, or
(3) Baseline testing may be conducted with commercially available diesel fuel or diesel fuel with 15 ppmw or less sulfur. Baseline and control tests must be performed using the same fuel unless the control fuel is specified as a component of the emission control strategy.
(4) The test fuel (or batch of fuel purchased) must be analyzed using American Society for Testing and Materials (ASTM) test methods listed in Table 6 (See Section 2710), which are incorporated herein by reference. At a minimum, sulfur content, aromatic content, polycyclic aromatic hydrocarbons, nitrogen content, and cetane number must be reported. The Executive Officer may ask for additional properties to be reported if evidence suggests those properties may affect functioning of the diesel emission control strategy.
(e) Test Cycle. The diesel emission control strategy must be tested using the test cycles indicated in subparagraphs 1-3 below (summarized in Table 2) or with an alternative cycle(s) approved by the Executive Officer pursuant to subsection (f) below. The Executive Officer may require the applicant to conduct additional testing if such information is necessary for a complete evaluation of the control technology.
Table 2. Test Cycles for Emission Reduction Testing*
| Test Type | On-Road | Off-Road (including portable engines) | Stationary (including TRUs and APUs) | Marine | Locomotives |
| Engine | FTP Heavy-duty Transient Cycle (1 cold-start and 3 hot-starts) | NRTC, or if appropriate, a discrete mode test cycle as required in Section 2703(e)(2) (3 hot-starts) | Discrete mode test cycle from CARB off-road regulations or another test cycle approved by the Executive Officer (3 hot-starts) | Discrete mode test cycles identified in the ISO 8178 test procedure, Part 4, August 15, 1996, Section 8.5, Test Cycles type E "Marine applications" (3 hot-starts) | 40 CFR Part 92 (Subpart B) or 40 CFR Part 1033 (Subpart F) (7-1-09 Edition) |
| Chassis | UDDS (3 hot-starts) and a low-speed test cycle per 2703 (e)(1)(B)2. (3 hot-starts). | Not Applicable | Not Applicable | Not Applicable | Not Applicable |
FTP = Federal Test Procedure; UDDS = Urban Dynamometer Driving Schedule
ISO = International Standards Organization; NRTC = Nonroad Transient Composite Cycle
(1) On-road Engines and Vehicles. For on-road diesel-fueled vehicles, the applicant may choose between engine dynamometer testing and chassis dynamometer testing, subject to the following conditions. Engine testing may be used for verification of an absolute engine emissions level or a percent emission reduction. Chassis testing may be used only to verify a percent emission reduction. The applicant may use emission test data to satisfy the durability test data requirement, but must follow the same testing option for the remaining durability tests (see Section 2704).
(A) Engine testing must consist of one cold-start and at least three hot-start tests using the Federal Test Procedure (FTP) Heavy-duty Transient Cycle for engines used in on-road applications, in accordance with the provisions in the Code of Federal Regulations, Title 40, Part 86, Subpart N.
(B) The applicant must conduct all chassis tests in accordance with the provisions of the Code of Federal Regulations, Title 40, Part 86, Subpart N insofar as they pertain to chassis dynamometer testing. Chassis testing must include two separate test cycles as follows:
1. At least three hot-start tests using the Urban Dynamometer Driving Schedule (UDDS) (see Code of Federal Regulations, Title 40, Part 86, appendix I (d)).
2. Three hot-start tests using a low-speed chassis test cycle representing urban stop-and-go traffic operation. The test cycle must include a repetitive series of idling periods immediately followed by events of maximum vehicle acceleration. The applicant can propose, for Executive Officer approval, a low-speed cycle as applicable to the type of vehicle and vehicle operation for which the diesel emission control strategy is intended. The Executive Officer will provide examples (e.g., New York Bus Cycle) of appropriate test cycles upon request by the applicant during the verification process. The applicant may request that the Executive Officer waive the requirement to conduct the low-speed chassis test. In reviewing this request, the Executive Officer may consider all relevant information including, but not limited to, characteristics of the duty cycles in the emission control group and the principles of operation of the diesel emission control strategy.
3. The driver must follow the test cycles as closely as possible and must not deviate beyond the following tolerances (See Code of Federal Regulation, Part 86, Subpart M, 86.1215-85).
a. The upper limit is 4 miles per hour higher than the highest point on the trace within 1 second of the given time.
b. The lower limit is 4 miles per hour lower than the lowest point on the trace within 1 second of the given time.
c. Speed variations greater than the tolerances (such as may occur during gear changes or braking spikes) are acceptable, provided they occur for less than 2 seconds on any occasion and are clearly documented as to the time and speed at that point of the test cycle.
d. Speeds lower than those prescribed are acceptable, provided the vehicle is operated at maximum available power during such occurrences.
(C) For any diesel emission control strategy intended to reduce NOx from on-road applications, the applicant must identify and discuss the effects of elevated NOx emissions on the diesel emission control strategy (emissions of NOx that are significantly greater than certified levels are said to be elevated, and may result, for example, from the activation of an AECD that advances fuel injection timing under cruise conditions). The applicant's discussion must include effects on emission reduction performance, durability, and safety considerations, how the strategy would respond to elevated NOx emissions that do not occur at the time the strategy is calibrated, and must be supported by engineering justification and any pertinent data.
(2) Off-road Engines and Equipment (including portable engines). For off-road diesel-fueled vehicles and equipment, the applicant must follow the transient test procedures outlined in the CARB off-road regulations (California Code of Regulations, Title 13, Section 2423 and the incorporated California Exhaust Emissions Standards and Test Procedures for New 2008 and Later Tier 4 Off-Road Compression-Ignition Engines, Part I-C). For all variable speed engines, a minimum of three hot-start tests must be conducted using the Nonroad Transient Composite Cycle (NRTC).
(A) The Executive Officer may require the applicant to follow another test cycle if the Executive Officer determines that it is more representative of the in-use duty cycle of the off-road application for which the applicant seeks verification.
(B) An applicant may follow the steady state test procedure outlined in the CARB off-road regulations (California Code of Regulations, Title 13, Section 2423 and the incorporated California Exhaust Emission Standards and Test Procedures for New 2000 and Later Tier 1, Tier 2, and Tier 3 Off-Road Compression-Ignition Engines, Part I-B) only if the applicant has submitted a complete preliminary verification application by October 1, 2008 and has received a letter of notification from the Executive Officer, dated no later than December 31, 2008 that the application is complete. In addition, the applicant must submit a complete final verification application that is consistent with the terms of the approved preliminary verification application by July 1, 2010. If the applicant fails to submit a complete final verification application by July 1, 2010, the applicant must test using the NRTC.
(C) An applicant with a strategy verified after October 19, 2007 using the steady state test procedure outlined in the CARB off-road regulations (California Code of Regulations, Title 13, Section 2423 and the incorporated California Exhaust Emission Standards and Test Procedures for New 2000 and Later Tier 1, Tier 2, And Tier 3 Off-Road Compression-Ignition Engines, Part I-B) must submit emissions test data using the NRTC by January 1, 2013. The Executive Officer will reassess and potentially revise the verification status of the strategy, claimed emissions reductions, and compliance with NO2 emissions requirements based on the submitted data. Appropriate testing must include a pre-conditioned unit, an aged unit, and a baseline test. If such data are not received and approved by the Executive Officer by January 1, 2013, the verification will be revoked. A verification awarded prior to October 19, 2007, is not subject to this requirement. A verification for which the Executive Officer determines the NRTC is not appropriate per section 2703(e)(2)(A) is not subject to this requirement.
(D) Applicants may request that the Executive Officer consider alternative test cycles, as described in subsection (f).
(3) Stationary Engines. For stationary, transport refrigeration unit, and auxiliary power system engines, the applicant must follow the discrete mode test procedures outlined in the CARB off-road regulations (as referenced in (2) or (2)(B) above). A minimum of three hot-start tests must be conducted using the specified test cycle. Applicants may request that the Executive Officer consider alternative test cycles and methods, as described in subsection (f).
(4) Marine Engines. For marine propulsion engines, the applicant must follow the discrete mode test procedures outlined in the CARB off-road regulations (as referenced in (2) or (2)(B) above), but use the test cycles identified in the International Standards Organization (ISO) 8178 test procedure, Part 4, August 15, 1996, Section 8.5, Test Cycles type E "Marine applications". A minimum of three hot-start tests must be conducted using the specified test cycle. Applicants may request that the Executive Officer consider alternative test cycles and methods, as described in subsection (f).
(f) Alternative Test Cycles and Methods. The applicant may request the Executive Officer to approve an alternative test cycle or method in place of a required test cycle or method. In reviewing this request, the Executive Officer will consider all relevant information including, but not limited to, the following:
(1) Test procedures specified in airborne toxic control measures adopted by CARB, e.g. the Airborne Toxic Control Measure for Stationary Compression Ignition Engines,
(2) Similarity of average speed, percent of time at idle, average acceleration, and other characteristics to the specified test cycle or method and in-use duty cycle,
(3) Body of existing test data generated using the alternative test cycle or method,
(4) Technological necessity, and
(5) Technical ability to conduct the required test.
(g) Test Run. The number of tests indicated in Table 2 must be run for both baseline (without the diesel emission control strategy implemented) and control configurations. For strategies that include exhaust aftertreatment, engine backpressure and exhaust temperature must be measured and recorded on a second-by-second basis (1 Hertz) during at least one baseline run and each of the control test runs. For strategies that use a chemical reductant to reduce emissions of NOx from on-road or off-road applications, the amount of reductant consumed during each control test run must be measured and recorded.
(h) Emissions During Particulate Filter Regeneration Events. For any diesel emission control strategy that has a distinct regeneration event, emissions that occur during the event must be measured and taken into account when determining the net emission reduction efficiency of the system. If a regeneration event will not occur during emission testing, applicants may pre-load the diesel emission control strategy with diesel PM to force such an event to occur during testing, subject to the approval of the Executive Officer. Applicants must provide data or engineering analysis indicating when events occur on test cycles and in actual operation (e.g., backpressure data).
(i) Results. For all valid emission tests used to support emission reduction claims, the applicant must report emissions of total PM, non-methane hydrocarbons or total hydrocarbons (whichever is used for the relevant engine or vehicle certification), oxides of nitrogen, nitrogen dioxide, carbon monoxide, and carbon dioxide.
(1) For mobile sources, or for engines tested using an engine dynamometer, emissions must be reported in grams/mile (g/mile) or grams/brake horsepower-hour (g/bhp-hr).
(2) For stationary engines, gaseous and particulate matter emissions must be reported as required by the test methods approved by the Executive Officer.
(j) Incomplete and Aborted Tests. The applicant must identify all incomplete and aborted tests and explain why those tests were incomplete or aborted.
(k) Additional Analyses. The Executive Officer may require the applicant to perform additional analyses if there is reason to believe that the use of a diesel emission control strategy may result in the increase of toxic air contaminants, other harmful compounds, or a change in the nature or amount of the emitted particulate matter.
(1) In its determination, the Executive Officer may consider all relevant data, including but not limited to the following:
(A) The addition of any substance to the fuel, intake air, or exhaust stream,
(B) Whether a catalytic reaction is known or reasonably suspected to increase toxic air contaminants or ozone precursors,
(C) Results from scientific literature,
(D) Field experience, and
(E) Any additional data.
(2) These additional analyses may include, but are not limited to, measurement of the following:
(A) Benzene
(B) 1,3-butadiene
(C) Formaldehyde
(D) Acetaldehyde
(E) Polycyclic aromatic hydrocarbons (PAH)
(F) Nitro-PAH
(G) Dioxins
(H) Furans
(3) The Executive Officer will determine appropriate test methods for additional analyses in consultation with the applicant.
(l) Quality Control of Test Data. The applicant must provide information on the test facility, test procedure, and equipment used in the emission testing. For data gathered using on-road and off-road test cycles and methods, applicants must provide evidence establishing that the test equipment used meets the specifications and calibrations given in the applicable test procedures. The testing information must be approved by the Executive Officer.
(m) The Executive Officer may, with respect to any diesel emission control strategy sold, leased, offered for sale, or manufactured for sale in California, order the applicant or strategy manufacturer to make available for testing and/or inspection a reasonable number of diesel emission control strategies, and may direct that they be delivered at the applicant's expense to the California Air Resources Board at the Southern California Headquarters, Mary D. Nichols Campus, 4001 Iowa Avenue, Riverside, CA 92507 or where specified by the Executive Officer. The Executive Officer may also, with respect to any diesel emission control strategy being sold, leased, offered for sale, or manufactured for sale in California, have an applicant test and/or inspect a reasonable number of units at the applicant or manufacturer's facility or at any test laboratory under the supervision of the Executive Officer.
Notes
Note: Authority cited: Sections 39002, 39003, 39500, 39600, 39601, 39650- 39675, 40000, 43000, 43000.5, 43011, 43013, 43018, 43105, 43600 and 43700, Health and Safety Code. Reference: Sections 39650- 39675, 43000, 43009.5, 43013, 43018, 43101, 43104, 43105, 43106, 43107 and 43204- 43205.5, Health and Safety Code; and Title 17 California Code of Regulations Section 93000.
Note: Authority cited: Sections 39002, 39003, 39500, 39600, 39601, 39650- 39675, 40000, 43000, 43000.5, 43011, 43013, 43018, 43105, 43600 and 43700, Health and Safety Code. Reference: Sections 39650- 39675, 43000, 43009.5, 43013, 43018, 43101, 43104, 43105, 43106, 43107 and 43204- 43205.5, Health and Safety Code; and Title 17 California Code of Regulations Section 93000.
2. Amendment of subsections (e)(2)-(3), new subsection (f)(1) and subsection renumbering filed 12-2-2004; operative 1-1-2005 (Register 2004, No. 49).
3. Amendment of subsections (b) and (c) filed 2-9-2007; operative 2-9-2007 pursuant to Government Code section 11343.4 (Register 2007, No. 6).
4. Amendment filed 1-20-2009; operative 2-19-2009 (Register 2009, No. 4).
5. Amendment of subsection (c), Table 2 within subsection (e) and subsections (e)(2)(C)-(e)(3), new subsections (e)(4)-(5), amendment of subsections (h) and (l)-(m) and amendment of Note filed 1-18-2011; operative 2-17-2011 (Register 2011, No. 3).
6. Amendment filed 8-15-2013; operative 10-1-2013 (Register 2013, No. 33).
7. Change without regulatory effect amending subsections (e), (e)(2), (e)(2)(B)-(C), (e)(3)-(4), (f)(1) and (m) filed 7-16-2024 pursuant to section 100, title 1, California Code of Regulations (Register 2024, No. 29).