[Federal Register Volume 84, Number 218 (Tuesday, November 12, 2019)]
[Notices]
[Pages 61053-61055]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-24572]
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ENVIRONMENTAL PROTECTION AGENCY
[EPA-HQ-OAR-2019-0588; FRL-10001-99-OAR]
Alternative Methods for Calculating Off-Cycle Credits Under the
Light-Duty Vehicle Greenhouse Gas Emissions Program: Applications From
Nissan North America, Inc.
AGENCY: Environmental Protection Agency (EPA).
ACTION: Notice.
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SUMMARY: EPA is requesting comment on applications from Nissan North
America, Inc. (``Nissan'') for off-cycle carbon dioxide
(CO2) credits under EPA's light-duty vehicle greenhouse gas
emissions standards. ``Off-cycle'' emission reductions can be achieved
by employing technologies that result in real-world benefits, but where
that benefit is not adequately captured on the test procedures used by
manufacturers to demonstrate compliance with emission standards. EPA's
light-duty vehicle greenhouse gas program acknowledges these benefits
by giving automobile manufacturers several options for generating
``off-cycle'' CO2 credits. Under the regulations, a
manufacturer may apply for CO2 credits for off-cycle
technologies that result in off-cycle benefits. In these cases, a
manufacturer must provide EPA with a proposed methodology for
determining the real-world off-cycle benefit. Nissan has submitted
applications that describe methodologies for determining off-cycle
credits from technologies described in their application. Pursuant to
applicable regulations, EPA is making Nissan's off-cycle credit
calculation methodologies available for public comment.
DATES: Comments must be received on or before December 12, 2019.
ADDRESSES: Submit your comments, identified by Docket ID No. EPA-HQ-
OAR-2019-0588, to the Federal eRulemaking Portal: http://www.regulations.gov. Follow the online instructions for submitting
comments. Once submitted, comments cannot be edited or withdrawn. The
EPA may publish any comment received to its public docket. Do not
submit electronically any information you consider to be Confidential
Business Information (CBI) or other information whose disclosure is
restricted by statute. Multimedia submissions (audio, video, etc.) must
be accompanied by a written comment. The written comment is considered
the official comment and should include discussion of all points you
wish to make. The EPA will generally not consider comments or comment
contents located outside of the primary submission (i.e. on the web,
cloud, or other file sharing system). For additional submission
methods, the full EPA public comment policy, information about CBI or
multimedia submissions, and general guidance on making effective
comments, please visit http://www2.epa.gov/dockets/commenting-epa-dockets.
FOR FURTHER INFORMATION CONTACT: Roberts French, Environmental
Protection Specialist, Office of Transportation and Air Quality,
Compliance Division, U.S. Environmental Protection Agency, 2000
Traverwood Drive, Ann Arbor, MI 48105. Telephone: (734) 214-4380. Fax:
(734) 214-4869. Email address: [email protected].
SUPPLEMENTARY INFORMATION:
I. Background
EPA's light-duty vehicle greenhouse gas (GHG) program provides
three pathways by which a manufacturer may accrue off-cycle carbon
dioxide (CO2) credits for those technologies that achieve
CO2 reductions in the real world but where those reductions
are not adequately captured on the test used to determine compliance
with the CO2 standards, and which are not otherwise
reflected in the standards' stringency. The first pathway is a
predetermined list of credit values for specific off-cycle technologies
that may be used beginning in model year 2014.\1\ This pathway allows
manufacturers to use conservative credit values established by EPA for
a wide range of technologies, with minimal data submittal or testing
requirements, if the technologies meet EPA regulatory definitions. In
cases where the off-cycle technology is not on the menu but additional
laboratory testing can demonstrate emission benefits, a second pathway
allows manufacturers to use a broader array of emission tests (known as
``5-cycle'' testing because the methodology uses five different testing
procedures) to demonstrate and justify off-cycle CO2
credits.\2\ The additional emission tests allow emission benefits to be
demonstrated over some elements of real-world driving not adequately
captured by the GHG compliance tests, including high speeds, hard
accelerations, and cold temperatures. These first two methodologies
were completely defined through notice and comment rulemaking and
therefore no additional process is necessary for manufacturers to use
these methods. The third and last pathway allows manufacturers to seek
EPA approval to use an alternative methodology for determining the off-
cycle CO2 credits.\3\ This option is only available if the
benefit of the technology cannot be adequately demonstrated using the
5-cycle methodology. Manufacturers may also use this option for model
years prior to 2014 to demonstrate off-cycle CO2 reductions
for technologies that are on the predetermined list, or to demonstrate
reductions that exceed those available via use of the predetermined
list.
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\1\ See 40 CFR 86.1869-12(b).
\2\ See 40 CFR 86.1869-12(c).
\3\ See 40 CFR 86.1869-12(d).
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Under the regulations, a manufacturer seeking to demonstrate off-
cycle credits with an alternative methodology (i.e., under the third
pathway described above) must describe a methodology that meets the
following criteria:
Use modeling, on-road testing, on-road data collection, or
other approved analytical or engineering methods;
Be robust, verifiable, and capable of demonstrating the
real-world emissions benefit with strong statistical significance;
[[Page 61054]]
Result in a demonstration of baseline and controlled
emissions over a wide range of driving conditions and number of
vehicles such that issues of data uncertainty are minimized;
Result in data on a model type basis unless the
manufacturer demonstrates that another basis is appropriate and
adequate.
Further, the regulations specify the following requirements
regarding an application for off-cycle CO2 credits:
A manufacturer requesting off-cycle credits must develop a
methodology for demonstrating and determining the benefit of the off-
cycle technology and carry out any necessary testing and analysis
required to support that methodology.
A manufacturer requesting off-cycle credits must conduct
testing and/or prepare engineering analyses that demonstrate the in-use
durability of the technology for the full useful life of the vehicle.
The application must contain a detailed description of the
off-cycle technology and how it functions to reduce CO2
emissions under conditions not represented on the compliance tests.
The application must contain a list of the vehicle
model(s) which will be equipped with the technology.
The application must contain a detailed description of the
test vehicles selected and an engineering analysis that supports the
selection of those vehicles for testing.
The application must contain all testing and/or simulation
data required under the regulations, plus any other data the
manufacturer has considered in the analysis.
Finally, the alternative methodology must be approved by EPA prior
to the manufacturer using it to generate credits. As part of the review
process defined by regulation, the alternative methodology submitted to
EPA for consideration must be made available for public comment.\4\ EPA
will consider public comments as part of its final decision to approve
or deny the request for off-cycle credits.
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\4\ See 40 CFR 86.1869-12(d)(2).
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II. Off-Cycle Credit Applications
A. Variable Crankcase Suction Valve Technology in Denso AC Compressors
Using the alternative methodology approach discussed above, Nissan
is applying for credits for an air conditioning compressor manufactured
by Denso that results in air conditioning efficiency credits beyond
those provided in the regulations. This request is for the 2017 and
subsequent model years. This compressor, known as the Denso SAS
compressor, improves the internal valve system within the compressor to
reduce the internal refrigerant flow necessary throughout the range of
displacements that the compressor may use during its operating cycle.
The addition of a variable crankcase suction valve allows a larger mass
flow under maximum capacity and compressor start-up conditions (when
high flow is ideal), and then it can reduce to smaller openings with
reduced mass flow in mid- or low-capacity conditions. The refrigerant
exiting the crankcase is thus optimized across the range of operating
conditions, reducing the overall energy consumption of the air
conditioning system. EPA first approved credits for General Motors (GM)
for the use of the Denso SAS compressor in 2015,\5\ and has
subsequently approved such credits for BMW, Ford, and Hyundai.\6\
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\5\ ``EPA Decision Document: Off-cycle Credits for Fiat Chrysler
Automobiles, Ford Motor Company, and General Motors Corporation.''
Compliance Division, Office of Transportation and Air Quality, U.S.
Environmental Protection Agency. EPA-420-R-15-014, September 2015.
\6\ EPA Decision Document: Off-cycle Credits for BMW Group, Ford
Motor Company, and Hyundai Motor Company.'' Compliance Division,
Office of Transportation and Air Quality, U.S. Environmental
Protection Agency. EPA-420-R-17-010, December 2017.
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The credits calculated for the Denso SAS compressor would be in
addition to the credits of 1.7 grams/mile for variable-displacement A/C
compressors already allowed under EPA regulations.\7\ However, it is
important to note that EPA regulations place a limit on the cumulative
credits that can be claimed for improving the efficiency of A/C
systems. The rationale for this limit is that the additional fuel
consumption of A/C systems can never be reduced to zero, and the limits
established by regulation reflect the maximum possible reduction in
fuel consumption projected by EPA. These limits, or caps, on credits
for A/C efficiency, must also be applied to A/C efficiency credits
granted under the off-cycle credit approval process. In other words,
cumulative A/C efficiency credits for an A/C system--from the A/C
efficiency regulations and those granted via the off-cycle
regulations--must comply with the stated limits.
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\7\ See 40 CFR 86.1868-12.
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Nissan is requesting an off-cycle GHG credit of 1.1 grams
CO2 per mile for the Denso SAS compressor. Nissan cited the
bench test modeling analysis referenced in the original GM application,
which demonstrated a benefit of 1.1 grams/mile. Like other
manufacturers, Nissan also ran vehicle tests using the AC17 test to
confirm the credit amount. Seven tests were conducted, resulting in a
calculated benefit of 4.4 grams/mile, thus substantiating the bench
test results. Based on these results, Nissan is requesting a credit of
1.1 grams/mile for all Nissan vehicles equipped with the Denso SAS
compressor with variable crankcase suction valve technology, starting
with 2017 model year vehicles. Details of the testing and analysis can
be found in the manufacturer's application.
B. Off-Cycle GHG Credits for Calsonic Kansei A/C Compressor
Incorporating Flowpath Resistance Reduction Technology
Using the alternative methodology approach discussed above, Nissan
is applying for credits for an air conditioning compressor manufactured
by Calsonic Kansei that results in air conditioning efficiency credits
beyond those provided in the regulations. This request is for the 2018
and subsequent model years. This compressor (the ``Calsonic Kansei CR-
Phase 4 compressor''), improves the efficiency of the compressor by
changing the contours of the refrigerant flow path, reducing the
pressure loss and improving the efficiency relative to previous
versions of the system.
The credits calculated for the Calsonic Kansei compressor would be
in addition to the credits of 1.7 grams/mile for variable-displacement
A/C compressors already allowed under EPA regulations.\8\ However, it
is important to note that EPA regulations place a limit on the
cumulative credits that can be claimed for improving the efficiency of
A/C systems. The rationale for this limit is that the additional fuel
consumption of A/C systems can never be reduced to zero, and the limits
established by regulation reflect the maximum possible reduction in
fuel consumption projected by EPA. These limits, or caps, on credits
for A/C efficiency, must also be applied to A/C efficiency credits
granted under the off-cycle credit approval process. In other words,
cumulative A/C efficiency credits for an A/C system--from the A/C
efficiency regulations and those granted via the off-cycle
regulations--must comply with the stated limits.
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\8\ See 40 CFR 86.1868-12.
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Nissan is requesting an off-cycle GHG credit of 1.1 grams
CO2 per mile for the Calsonic Kansei compressor. Nissan
cited the bench test modeling analysis conducted by Calsonic Kansei,
using the procedures contained in SAE standard J2765, which
characterize a system's coefficient of performance. Nissan also ran six
vehicle tests comparing compressors on the AC17 test protocol; these
tests demonstrated a 1.7 gram/
[[Page 61055]]
mile benefit. Finally, Calsonic Kansei used the LCCP model to estimate
the benefits of the technology, and this modeling also supported a
credit value of 1.1 grams/mile. Details of the bench testing, vehicle
testing, and modeling are available in Nissan's application.
III. EPA Decision Process
EPA has reviewed the applications for completeness and is now
making the applications available for public review and comment as
required by the regulations. The off-cycle credit applications
submitted by the manufacturer (with confidential business information
redacted) have been placed in the public docket (see ADDRESSES section
above) and on EPA's website at https://www.epa.gov/vehicle-and-engine-certification/compliance-information-light-duty-greenhouse-gas-ghg-standards.
EPA is providing a 30-day comment period on the applications for
off-cycle credits described in this notice, as specified by the
regulations. The manufacturers may submit a written rebuttal of
comments for EPA's consideration, or may revise an application in
response to comments. After reviewing any public comments and any
rebuttal of comments submitted by manufacturers, EPA will make a final
decision regarding the credit requests. EPA will make its decision
available to the public by placing a decision document (or multiple
decision documents) in the docket and on EPA's website at the same
manufacturer-specific pages shown above. While the broad methodologies
used by these manufacturers could potentially be used for other
vehicles and by other manufacturers, the vehicle specific data needed
to demonstrate the off-cycle emissions reductions would likely be
different. In such cases, a new application would be required,
including an opportunity for public comment.
Dated: November 1, 2019.
Byron J. Bunker,
Director, Compliance Division, Office of Transportation and Air
Quality, Office of Air and Radiation.
[FR Doc. 2019-24572 Filed 11-8-19; 8:45 am]
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