ILLINOIS POLLUTION CONTROL BOARD
November 21,
1991
IN THE MATTER OF:
)
APPLICATION OF CALIFORNIA
)
R89-17(C)
MOTOR VEHICLE CONTROL PROGRAM
)
(Rulemaking)
IN ILLINOIS
)
PROPOSED RULE.
SECOND FIRST NOTICE.
OPINION
AND
ORDER OF THE BOARD
(by J. Theodore Meyer):
This matter is before the Board on its own motion, and on two
motions
to
file additional
comments.
On October
18,
1989,
the
Board opened this docket to gather information on whether Illinois
should adopt the California motor vehicle control program.
Today
the Board revises the proposal previously proposed in docket
(C),
and proceeds to second first notice on that revised proposal.
Procedural History
After the Board opened this docket in October 1989, an inquiry
hearing was held on December 12, 1989.
The Board accepted written
public comments until January
5,
1990.
On April
12,
1990,
the
Board proposed,
for first notice, that portions of the California
program be adopted in Illinois.
That proposal,
in subdockets
(A)
and
(B),
was published in the Illinois Register on May 11,
1990,
at
14 Ill.
Reg.
6977.
On
October
11,
1990,
the
Board
created
an
additional
subdocket,
docket
(C),
and sent that proposal
to
first
notice.
That October
11
proposal, published
in the Illinois Register on
November
2,
1990,
at
14
I11.Reg.
17812,
required the sale
and
registration in Illinois of only those vehicles which comply with
California standards in effect at the time of the manufacture of
the individual vehicle.
Pursuant to that proposal, the standards
established by California for emission standards,
diagnostic and
malfunction
systems,
and warranty requirements would become the
standards required
in
Illinois.
The
Board
recognized that the
United States Congress was considering various proposals to adopt
these
California
standards,
known
as
Tier
I
standards,
as
nationwide requirements.
However,
at that time
it was unclear
when,
and
if,
a
bill would be
agreed
on,
what that bill would
include on the issue of motor vehicle standards,
and whether the
President would sign such a bill.
Therefore, the Board proceeded
to first notice with that October 1990 proposal.
On November 15, 1990, President Bush signed the Clean Air Act
Amendments of 1990
(CAAA)
(P.L.
101-549).
The
CAAA
provides that
127—273
2
a version of the California Tier
I
standards become the federal
standards, beginning in model year 1994.1
(42 USC §7521.)
Because
the proposals in subdockets
(A)
and
(B) were basically adoptions
of the Tier
I standards,
the Board dismissed those two subdockets
on February
7,
1991.
Dockets
(A)
and
(B)
are no
longer being
considered by the Board.
However, the docket
(C) proposal, which
was a more comprehensive adoption of California standards, remained
under consideration by the Board.
On July
23,
1991,
the
Board
held a
public hearing on the
docket
(C) proposal.
Testimony was presented by Thomas C. Jorling,
Commissioner of the New York State
Department
of Environmental
Conservation; Michael Walsh, an independent consultant who provided
testimony on behalf of the American Lung Association, the American
Lung Association of
Illinois,
and the Chicago Lung Association;
Philip
Bush,
on behalf
of the American Petroleum Institute and
Amoco
Oil
Company;
Michael
Schwartz,
Timothy
O’Brien,
Alan
Weverstad,
and Reginald Nodlin
on behalf
of the Motor
Vehicle
Manufacturers’
Association
(NVMA);
Mary
Ross
on
behalf
of
the
Illinois Chapter of the Sierra Club; Toby Frevert of the Illinois
Environmental Protection Agency (Agency); Ron Burke of the Chicago
Lung Association; and Julie Cardosi on behalf of the Illinois New
Car and Truck
Dealers
Association.
The
testimony at
the July
hearing focused on whether Illinois should adopt the California Low
Emission Vehicle
(LEV) program, adopted by California in September
1990.
Public comments were accepted by the Board until September
13,
1991.
On November 4,
1991, the Illinois Chapter of the Sierra Club
and the Chicago Lung Association filed a motion to file their reply
comments instanter.
(P.C.#
34..)
On November 18, 1991, the Agency
filed a motion to provide further comments.
So that the Board can
have
all
available
information
before
it,
those
motions
are
granted.
The Agency’s information will be placed in the record as
P.C.#
35.
Background
California has historically had stricter emission controls for
mobile sources than the rest of the country.
The other 49 states
have all been subject to the same federal standard;
in fact,
the
Clean Air Act
(CAA)
preempts the
states
from setting emission
standards for new motor vehicles.
(42 USC §7543(a).)
However, the
CAA
also provides for a waiver of that preemption for California’s
motor vehicle emission standards, and allows other states to adopt
the identical California standards
(42 USC §~7507 and 7543(b).)
In other words,
a state may choose between the federal standards
and the California standards:
no state can adopt a third standard.
1
California begins to phase in the Tier I standards in model
year 1993.
127—274
3
The test in deciding whether adoption of a proposed new standard
complies with the
CAA
is whether vehicle manufacturers would be
burdened with additional hardware requirements beyond the federal
and California standards,
i.e. whether a third vehicle would have
to be manufactured in order to’comply with the proposed standard.
The eight
states which belong to the Northeast States
for
Coordinated Air Use Management
(NESCAUM) have been leaders in the
recent move towards adopting California motor vehicle standards in
their st~ates.2 For example,
New York has adopted the California
Tier I standards, effective beginning with the 1993 model year, and
is currently proceeding with rulemaking to adopt the California
LEV
program.
Most
of
the NESCAUM states,
as well as Pennsylvania,
Virginia, Maryland,
and
Delaware,
and
the District of
Columbia,
have agreed to
adopt the California LEV program.
By proceeding
today, the Board adds Illinois to the growing list of states which
are in the process of considering the California
LEV
program.
California Low Emission Vehicle
(LEV)
Program
In September 1990, the California Air Resources Board (CARB)
adopted a new program, the Low Emission Vehicle
(LEV)
program, to
further tighten emissions from vehicles
in California.
The LEV
program
establishes
four
new
categories
of
vehicle
emission
standards which are to be phased
in beginning in model year
(MY)
1994.
The four types of
LEV
vehicles are categorized according to
the emission standards those vehicles must meet.
The transitional
low
emission vehicle
(TLEV)
represents
10-20
of
new
vehicle3
production beginning in MY
1994.
TLEV5 must meet
a hydrocarbon
(HC) standard of 0.125 grams per mile (g/mi).
Carbon monoxide (CO)
and oxides of nitrogen
(NOx)
standards are the same as for MY 1993
vehicles.
The low emission vehicle
(LEV)
represents 25
of new
vehicle production beginning in MY 1997.
LEVs
must meet standards
of 0.075 g/mi HC and 0.2 g/mi NOx.
The CO standard for LEV5 is the
same as for MY 1993 vehicles and TLEVs.
The ultra low emission
vehicle
(ULEV) represents 2
-
15
of new vehicle production between
1997
-
2003.
The HC standard for ULEVs
is
0.04 g/ini,
and the CO
standard is 1.7 g/mi.
(These standards are about half of those
from LEVs.)
The NOx standard for ULEVs
remains the same as
for
LEVs.
Finally, the zero emission vehicle
(ZEV)
represents
2
—
10
of new vehicle production between 1998
-
2003.
The ZEV is expected
to be an electric car,
which will not have any direct pollutant
emissions.
(P.C.# 35; Ex.
26B, Tab 5.)
2
The eight states which belong to NESCAUM are Connecticut,
Maine, Massachusetts, New Hampshire, New Jersey,
New York,
Rhode
Island, and Vermont.
As used here,
the term “vehicle” refers to passenger cars
and light—duty trucks rated at 6000 pounds gross vehicle weight or
less.
127—275
4
The percentage figures given for conventional vehicles, TLEVs,
LEVs, and ULEVs are guidelines for the manufacturers to reach fleet
average
standards.
Manufacturers
are
required
to
certify
sufficient portions of
their
fleet
to meet
increasingly
strict
fleet average standards.
Manufacturers may meet the fleet average
standard by certifying vehicles to any combination of conventional
,
TLEV,
LEV,
ULEV,
and
ZEV
standards.
However,
the
percentage
requirements
for
ZEV5
are
mandatory,
although
manufact~irers can
meet
these
ZEV
requirements
with
emission
credits.
(P.C.#
35;
Ex.
26B, Tab 5.)
Public Comments
The Board received a number of public comments on its October
1990 docket
(C)
proposal.
Comments were submitted by the Engine
Manufacturers Association (P.C.# 17), the Administrative Code Unit
(P.C.#
18),
Toyota Motor Sales
(P.C.#
19), the Agency
(P.C.#20),
the Department of Commerce and Community Affairs
(P.C.# 21), MVMA
(P. C.
#
22), and General Motors
(P.C.
4~
23).
Those comments were
directed to the Board’s broad October 1990 proposal,
in which the
Board
proposed
a
general
“incorporation”
of
the
California
standards governing emission standards, diagnostic and malfunction
systems, and warranty requirements.
The Board has considered these
comments in deciding to revise its proposal.
The comments received by the Board after the July 1991 hearing
were directed to the more narrow issue of whether Illinois should
adopt the California LEV program.
Comments were received from the
Association of International Automobile Manufacturers
(P.C.# 24),
the
Illinois
Department
of Energy
and Natural
Resources
(ENR)
(P.C.
#
25), Amoco Oil Company
(P.C.
#
26 and 27), the Agency
(P.C.
#
28 and 35), Clark Oil and Refining Corporation (P.C.# 29), the New
York State Department of Environmental Conservation (P.C.#
30 and
32)~,the Illinois Chapter of the Sierra Club and the Chicago Lung
Association
(P.C.# 31 and 34), and the Illinois Attorney General
(P.C.#
33).
Most of these comments, with the exception of those from the
Sierra Club, the Chicago Lung Association, and the New York State
Department of Environmental Conservation, suggested that the Board
delay
further action
on this docket
until
more
iiiformation on
specific issues was available.
In particular, the Agency suggested
that the Board retain the docket and convene a number of hearings
over the next nine to twelve months, with each hearing focusing on
a
specific area
of concern.
The Agency
identified
a number
of
issues which might be the subject of further hearing,
including
quantification of the emission reductions to be gained,
whether
The Board
notes
that public
comments
30
and
32
contain
basically the same information.
127—276
5
Illinois must adopt the California clean fuels program as well as
the
LEV
program itself,
and the economic impact of the
LEV
program
in
Illinois.
The Agency
also
questioned
whether
this
docket
includes consideration of the Tier I standards, the
LEV
standards,
or
both.
The
Agency
further
stated
its
intent
to
gather
information on the identified issues,
and, in conjunction with ENR,
to produce
a
report on the Illinois adoption of the California
motor vehicle standards.
(P.C.# 28.)
In its most recent comments,
the Agency provided the Board with a summary of the California
LEV
program,, which
is
a
result
of the Agency’s extensive research.
(P.C.#
35.)
The
Sierra
Club
and the Chicago Lung Association
opposed any delay in this docket.
(P.C.#
34.)
Board Conclusions
The Board has considered all testimony,
exhibits, and public
comments
in
this
docket,
and
concludes that
a
revision
of
its
October 1990 proposal is warranted.
Because more than one year has
passed
since
the
first
notice
publication of the
October
1990
proposal,
this revision will be accomplished as
a
second
first
notice.
(See
Section
5.01(d)
of
the
Illinois
Administrative
Procedure Act, Ill.Rev.Stat. 1989,
ch.
127, par. 1005.01.)
Initially,
the Board clarifies its intent in this docket to
consider the adoption of the California LEV program in Illinois,
and
not
the Tier
I
standards.
To
a
large degree,
the Tier
I
standards have been adopted as the new federal standards by the
CAAA.
The Board recognizes that the federal version of the Tier
I standards is slightly different than the California version, with
the most notable difference being a slightly slower phase-in of the
standards.
However, because the
CAA
requires the states to adopt
the California standards at least two years before the model year
in which the adoption becomes effective
(42 USC §7507), Illinois
could not take final action on any adoption of the Tier I standards
in time to have effective rules phased
in any earlier than the
federal phase-in.5
Therefore,
the Board finds that consideration
of adoption of the California
LEV
program holds the most potential
for significant air quality benefits in Illinois.
Today’s proposal is similar to the October 1990 proposal in
many ways.
There are three major changes which have been. made.
First,
the
proposal
would
take
effect
with
1996
model
year
vehicles, instead of with 1993 model year vehicles.
As previously
stated, the
CAA
requires that states adopt the California standards
Iwo years before
the
model
year
in which
the adoption becomes
sffective.
The model year begins on January 2 of the calendar year
preceding the model year designation.
For example, the 1993 model
As noted earlier, the federal standards begin to phase-in in
nodel year 1994, while the California phase-in begins in model year
L993.
12
7—27 7
6
year begins on January
2,
1992.
Therefore,
if the Board were to
move to final adoption of these rules
in calendar year 1992,
two
years
from that adoption would be calendar year
1994,
which
is
actually model year 1995.
The next model year beginning after that
is the 1996 model year.
(Ex.
26A; Tr.
II, pp.
153_156.)6
Second,
the October 1990 proposal did not contain specific
standards
for vehicles
sold
in
Illinois,
but
stated
that
all
vehicles must be certified to whatever standard was in effect in
California
at
the time
of
the vehicle’s manufacture.
Today’s
proposal specific emission standards, fleet average requirements,
zero emission vehicle
(ZEV) mandates, and emission credits.
These
rules
are based on the rules presently being considered by New
York.
The Board specifically requests comment on these proposed
rules,
and whether the rules correctly and completely reflect the
California LEV program.
Finally, the Board has added an exemption for vehicles which
are part of a fleet used for research on fuels,
oils,
and other
automotive
products
(Section
241.140(f)),.
Amoco
Oil
Company
testified at hearing that it conducts research and development of
all
its new fuels,
oils,
and automotive products in Naperville,
Illinois.
Amoco stated that its research required that all cars,
“federal”
as well
as
“California”,
be
included
in these
tests.
Thus,
Amoco requested an exemption for research vehicles so that
it can continue to conduct its research in Illinois.
(Tr. II, pp.
81-83.)
In its post-hearing comments, Amoco stated that several
other
research
facilities
in
Illinois
would
probably
also
be
interested
in
an
exemption.7
Amoco
estimated
that
there
are
probably less than 1,000
research v~hicles, of nearly
8 million
registered vehicles,
in Illinois.
Therefore, Amoco contends that
an exemption for research vehicles would have a negligible impact
on emissions from the total fleet of vehicles.
(P.C.#
26.)
The
Board believes that the requested exemption is reasonable, and has
added the exemption to the proposed rules.
The
Board
recognizes
the
concerns
raised
by
several
coinmenters,
especially
the
Agency,
that
there
are
unanswered
questions
raised
by this
proceeding.
However,
the Board
also
believes that any rulemaking proceeding is more focused when that
proceeding
contains
actual text
of proposed rules,
rather than
trying to conduct proceedings without specific text..
Thus,
the
Board has proceeded to first notice with today’s proposal, rather
6
“Tr. II” is used is designate the transcript of the July 23,
1991 hearing in this proceeding.
~‘
The entities identified by Amoco
include Argonne National
Laboratory,
Automotive
Laboratories,
Inc.
(ALl),
Caterpillar,
~avistar, Northern Illinois Gas,
the University of Illinois, and
other schools and universities.
127—278
7
than waiting for further hearings.
The Board notes that this step
is only the first in the rulemaking process, and is willing to hold
additional hearings on the matter.
We appreciate the suggestions
the Agency has made regarding possible subjects for hearings, and
the
initial
report
provided
in
the
Agency’s
latest
comments.
(P. C.
#
28 and
35.)
The Board
emphasizes,
however,
that
it
is
willing to hold ad~1itionalhearings only
if the hearings can be
productive.
Therefore, the Board directs the Agency, and all other
interested
participants,
to
submit
comments
on
the
need
for
additional hearings, which subjects might be discussed on the same
day ‘of hearing, and suggested timeframes for these hearings.
These
comments on further hearings shall be submitted to the Board by
December 31,
1991.
ORDER
The
Board
hereby
directs
the Clerk of the
Board
to
cause
publication
in
the Illinois Register
of the first notice of the
following proposed regulations:
PART 241
EMISSION STANDARDS FOR MOTOR VEHICLES
AND
MOTOR VEHICLE ENGINES
SUBPART A:
PURPOSE, APPLICABILITY,
AND
DEFINITIONS
Section 241.100
Purpose
The
General
Assembly
of
the State
of
Illinois
has
found
that
Illinois should RESTORE, MAINTAIN, AND ENHANCE THE PURITY OF THE
AIR OF THIS STATE
IN ORDER TO PROTECT HEALTH,
WELFARE,
.
PROPERTY,
AND
THE QUALITY OF LIFE.
One threat to good air quality in the
State
is the formation of ozone.
Mobile sources are the largest
source
of
carbon
monoxide
and
hydrocarbon
emissions,
and
significant
sources
of
nitrogen
oxide
emissions,
all
of
which
contribute to the formation of ozone.
It is the purpose of this
Part to place controls on emissions from motor vehicles so as to
reduce ozone levels, thus RESTORING, MAINTAINING, AND ENHANCING THE
PURITY OF THE AIR OF THIS STATE.
(Il1.Rev.Stat. 1989, ch.
111 1/2,
par.
1008.)
Section 241.101
Applicability
a)
This Part shall apply to all 1996 and subsequent model-
year motor
vehicles,
motor
vehicle
engines,
and
air
contaminant emission control systems offered
for sale,
or sold,
for registration in this state.
b)
Notwithstanding subsection (a), this Part does not apply
to
any
motor
vehicle
having
a
manufacturer’s
gross
•vehicle weight rating of greater than 6000 pounds, or to
127—279
8
any motor vehicle
engine
designed
for installation
in
such vehicle.
Section 241.102
Definitions
The definitions of the Environmental Protection Act (Ill.Rev.Stat.
1989,
ch.
111
1/2,
par.
1001
et seq.)
apply
to this
Part.
The
following definitions also apply to this Part:
“Act”
means
the
Environmental
Protection
•
Act
(Il1.Rev.Stat.
1989,
ch. 111 1/2, par. 1001 et seq.)
“Air contaminant emission control system” means equipment
designed
for installation on
a motor vehicle or motor
vehicle
engine
for
the
purpose
of
reducing
the
air
contaminants emitted
from the motor vehicle
or motor
vehicle engine, or a system or engine modification on a
motor vehicle
or motor vehicle
engine which
causes
a
reduction of air
contaminants emitted
from the motor
vehicle
or
motor
vehicle
engine,
including
but
not
limited
to
exhaust
control
systems,
fuel
evaporation
control systems and crankcase ventilating systems.
“California standards” means those standards for motor
vehicles and motor vehicle
engines which the State
of
California has adopted and
is permitted to adopt under
42 USC §7543,
and which other states are permitted to
adopt under 42 USC §7507.
“Dealer” means a person registered as a dealer under the
Illinois Vehicle Code
(Ill.Rev.Stat.
1989,
ch.
95 1/2,
pars.
5—101 and 5—102).
“Intermediate
volume
manufacturer”
means
any
vehicle
manufacturer
with
California
sales
between
3,001
and
35,000 new light-duty and medium duty vehicles per model
year, based on the average number of vehicle sold by the
manufacturer each model year from 1989 to 1993; however,
for
manufacturers
certifying
for
the
first
time
in
California, model year sales shall be based on projected
California sales.
“Light-duty truck” means any motor vehicle, rated at 6000
pounds gross vehicle weight or less,
which is designed
primarily for purposes of transportation of property or
is derivative of such a vehicle,
or is available with
special
features
enabling
off—street
or
off-highway
operation and use.
“Model year” means the manufacturer’s annual production
period which includes January
1 of
a calendar year or,
if the manufacturer has no annual production period, the
127—280
9
calendar
year.
In
the
case
of
any
motor
vehicle
manufactured
in
two
or
more
stages,
the
time
of
manufacture
shall
be
the
date
of
completion
of
the
chassis.
“Motor
vehicle”
is
a vehicle which
is self-
propelled.
“New motor vehicle” means a motor vehicle, the
equitable or legal title to which has never
been transferred to the ultimate purchaser.
“New motor vehicle engine” means a new engine in a motor
• vehicle.
“Passenger car” means any motor vehicle designed with a
capability
for transportation
of persons and having
a
design capacity of twelve persons or less.
“Sale” means the transfer of title to a motor
vehicle or motor vehicle engine to the ultimate
or subsequent purchaser, or the lease or rental
of a new motor vehicle to a person.
“Small
volume
manufacturer”
means
any
vehicle
manufacturer with California sales less than or equal to
3000 new light-duty and medium-duty vehicles per model
year, based on the average number of vehicles sold by the
manufacturer each model year from 1989 to 1993; however,
for
manufacturers
certifying
for
the
•
first
time
in
California, model year sales shall be based on projected
California sales.
“Ultimate purchaser” means, with respect to any new motor
vehicle or new motor vehicle engine, the first person who
in good faith purchases a new motor vehicle or new motor
vehicle engine for purposes other than resale.
“Used motor vehicle” means any motor vehicle
which is not a new motor vehicle.
“Vehicle” means a device by which any person
or property may be propelled, moved,
or drawn
upon
a
highway,
except
a
device
moved
exclusively by human power or used exclusively
upon stationary rails or tracks.
Section 241.103
Severability
Each Section of this Part shall be deemed severable,
and in the
event that any Section of this Part is held to be
invalid,
the
remainder of this Part shall continue in full force and effect.
127—28
1.
10
SUBPART B:
PROHIBITIONS
Section 241.120
Prohibitions Against Sale
a)
No dealer shall sell a 1996 or subsequent model year new
or used motor vehicle which
is not in compliance with
this Part, unless the vehicle is sold to another dealer,
sold for the purpose of being wrecked or dismantled, sold
exclusively for off—highway use, or sold for registration
and use out of state.
b)
No person shall sell, offer or deliver for sale, to the
ultimate purchaser or to any subsequent purchaser a 1996
or subsequent model year new or used motor vehicle
for
•
registration in this state,
which is not in compliance
with the rules and regulations as adopted in this Part
on
emission
control
standards
and
emission
control
systems and devices.
c)
No person who
is engaged in this state
in the business
of selling to an ultimate purchaser or renting or leasing
motor vehicles or motor vehicle engines
(including but
not
limited
to,
manufacturers,
distributors,
and
•
dealers),
shall
sell,
or offer to sell,
to an ultimate
purchaser who is a resident of or doing business in this
state, or lease, offer to lease, rent, or offer to rent,
in
this
state
a
1996
or subsequent model
year motor
vehicle,
motor vehicle
engine,
or vehicle with
a new
motor vehicle engine, which is intended primarily for use
in or for registration in this state, unless that vehicle
is in compliance with the Act and this Part.
d)
Prior to or at the time of delivery or sale, the seller
shall
certify to
the purchaser,
in writing,
that the
motor vehicle
conforms with
the requirements
of this
Part.
Section 241.121
Prohibition Against Use
a)
No
person
who
is
a
resident
of
or
who
operates
an
established
place
of business within
this state shall
import,
deliver,
purchase,
rent,
lease,
acquire,
or
receive
a 1996 or subsequent model year motor vehicle,
motor vehicle engine, or motor vehicle with a new motor
vehicle engine for use, registration, or resale in this
state unless such motor vehicle engine or motor vehicle
is in compliance with the Act and this Part.
b)
“Established place of business”, as used in this Section,
means a place actually occupied either continuously or
at regular periods.
127—282
11
Section 241.122
Prohibition Against Possession
No person who is engaged in this state in the business of selling
t.o an ultimate purchaser,
or renting or leasing motor vehicles or
motor
vehicle
engines
(including,
but
not
limited
to,
manufacturers, distributors, and dealers), shall import, deliver,
purchase, receive, or otherwise acquire
a 1996 or subsequent model
year motor vehicle,
motor vehicle engine,
or vehicle with a new
motor vehicle engine which
is
intended for use primarily in this
state,
~or sale
or
resale
to
an
ultimate
purchaser
who
is
a
resident of or doing business in this state, or for registration,
leasing or rental in this state, unless that vehicle or engine is
in compliance with this Part.
Section 241.123
No Difference From California Standard
In accordance with 42 USC §7507, no action by the State of Illinois
will require the conversion of
a vehicle to a standard different
from that to which
it is certified for sale in California.
SUBPART C:
EXEMPTIONS
Section 241.140
Exemptions
a)
This
Part does not apply
to
a vehicle
acquired by
a
resident
of this state for the purpose of replacing a
vehicle registered to such resident which was damaged or
became inoperative beyond reasonable repair or was stolen
while out of this state; provided that such replacement
vehicle
is
acquired
out
of
state
at
the
time
the
previously
owned
vehicle
was
damaged
or
became
inoperative or was stolen.
b)
This Part does not apply to
a vehicle transferred by
inheritance,
or by
a
decree
of
a
court
of
competent
jurisdiction.
c)
This Part does not apply to any vehicle sold after the
effective date of this Part if the vehicle was registered
in this state before such effective date.
d)
This Part does not apply to vehicles owned by a rental
vehicle company and registered in another state, if such
vehicle is operated in Illinois on
a temporary basis.
“Temporary basis” means a period of 21 days or less.
e)
This Part does not apply to any motor vehicle having a
certificate of conformity issued pursuant to the Clean
Air
Act
(42
U.S.C.
§7401
et
seq.)
and
originally
registered in another state by a resident of that state
who subsequently establishes residence in Illinois.
127—283
12
f)
This Part does not apply to vehicles which are part of
a
fleet
used
for research
on
fuels,
oils,
and other
automotive products.
SUBPART D:
STANDARDS
Section 241.160
Emission Standards
All
1996
and subsequent model-year motor vehicles registered in
Illinois,
shall
meet
the
emission
standards
set
forth
in
24l.Appendix A, Tables
I,
II, and III.
Section 241.161
Fleet Average
The fleet average non—methane organic gas exhaust emission values
from a manufacturer’s sales of passenger cars and light—duty trucks
shall not exceed the standards set forth in 241.Appendix
B, Table
I.
SUBPART E:
ZERO EMISSION VEHICLES
Section 241.180
Zero Emission Vehicle Sales Mandate
a)
Beginning in model year 1998,
each manufacturer’s sales
fleet
of passenger cars and light-duty trucks
from 0-
3750
lbs.
loaded vehicle weight
shall,
at
a
minimum,
contain
the
following
percentage
of
zero
emission
vehicles
(ZEV):
Model, Year
Percentage of Sales
1998
2
1999
2
2000
2
2001
5
2002
5
2003 and subsequent
10
b)
The percentage of sales figures required in subsection
(a)
shall be based on sales of vehicles in Illinois.
C)
Small volume manufacturers shall not be required to meet
the percentage ZEV requirements.
d)
Intermediate volume manufacturers shallnot be required
to meet the percentage ZEV requirements before the 2003
model year.
Section 241.181
Emission Credits
a)
A manufacturer may meet the zero emission vehicle
(ZEV)
12 7—284
13
requirements by submitting a commensurate amount of grams
per mile (g/mi) non—methane organic gases (NMOG) emission
credits
earned
exclusively
from
the
sale
of
ZEVs
in
Illinois.
These credits may be earned previously by the
manufacturer
in
accordance
with
subsection
(c)
or
acquired from another manufacturer.
b)
Manufacturers which
sell’
fewer ZEVs
in
Illinois than
required in a given model year shall make up the deficit
by the end of the next model year. The deficit shall be
made
up
by
selling
an
additional
number’ of
ZEVs
in
Illinois,
equal
to
the
deficit,
or
by
submitting
a
commensurate
amount
of
g/mi
NMOG
credits
earned
exclusively from the sale of ZEVs in Illinois.
c)
In 1996 and subsequent model years,
manufacturers that
achieve fleet average NMOG values
lower than the fleet
average requirement
for that ‘model year shall
receive
credits
in
units
of g/mi
NNOG.
The credit
shall
be
determined
as
((fleet
average
NMOG
requirements)
-
(manufacturer’s
fleet
average
NMOG
value)
X
(total
number
of
vehicles
sold,
including
ZEVs
and
hybrid
electric vehicles
(HEVs)).
1)
The g/mi NNOG value of emission credits earned in
any given model year shall retain full value through
the subsequent model year.
2)
The
g/mi
NMOG
value
of any credits
not used
to
equalize the previous model year’s deficit shall be
discounted by 50
at the beginning of the second
model year after being earned, discounted to 25
of
its original value if not used by the beginning of
the third model
year after being earned,
and will
have no value
if not used by the beginning of the
fourth model year after being earned.
127—285
14
24l.Appendix A
Table I
1996 AND SUBSEQUENT MODEL-YEAR PASSENGER
CAR
AND
LIGHT-DUTY TRUCK EXHAUST EMISSIONS STANDARDS
(2)(3)(4)(5)
(grams per mile)
Loaded
Durability
Vehicle
Vehicle
Non-Methane
Carbon
Oxides of
Vehicle
Weight
Basis
Hydrocarbons
Monoxide
Nitrogen
Type(,)
(ibs)
(mi)
PC
All
50,000
0.25
3.4
0.4
PC
All
100,000
0.31
4.2
n/a
Diesel PC All
100,000
0.31
4.2
1.0
(Option 2)
LDT
0—3750
50,000
0.25
3.4
0.4
LDT
0—3750
100,000
0.31
4.2
n/a
Diesel
0—3750
100,000
0.31
4.2
1.0
LDT
(Option
2)
LDT
3751—5750
50,000
0.32
4.4
0.7
LDT
3751—5750
100,000
0.40
5.5
n/a
Diesel 3751—5750
100,000
0.40
5.5
1.5
LDT
(Option
1)
•
1)
“PC” means passenger cars.
“LDT” means light-duty trucks.
“n/a” means not applicable.
2)
Diesel passenger cars
and’ light-duty trucks
certifying
to these standards are subject to a particulate exhaust
emission standard
of 0.08 g/mi, determined on
a 50,000
mile durability vehicle basis.
3)
For all vehicles,
except those certifying to optional
diesel
standards,
in—use
compliance
with
the
exhaust
emission standards shall be limited to vehicles with less
than 75,000 miles.
4)
For the 1996 model year, all manufacturers, except those
certifying to optional’ diesel
standards,
are permitted
alternative
in-use
compliance.
Alternative
in—use
compliance
is
permitted
for
20
of a~manufacturer’s
vehicles
in the 1996 model-year.
For the
1996 model-
127—286
15
year,
small
volume
manufacturers
only
are
permitted
alternative in-use compliance for 100
of the fleet.
The
percentages shall be applied to the manufacturers’ total
projected sales for California—certified passenger cars
and light-duty trucks for the model-year.
“Alternative
in-use compliance” shall consist of the following:
a)
For all passenger cars and those light—duty trucks
from
0-3750
lbs.,
loaded vehicle
weight,
except
those diesel vehicles certifying to optional 100,000
mile standards,
in—use compliance standards
shall
be 0.32 g/mi non-methane hydrocarbon and 5.2 g/mi
monoxide for 50,000 miles.
b)
For light-duty trucks from 3751-5750
lbs.,
loaded
vehicle
weight,
except
those
diesel
light
duty
trucks
certifying
to
optional
100,000
mile
standards, in—use compliance standards shall be 0.41
g/mi non—methane hydrocarbon and
6.7 g/mi carbon
monoxide for 50,000 miles.
c)
In—use compliance standards shall be waived beyond
50,000 miles.
5)
All passenger cars and light-duty trucks,
except those
diesel vehicles certifying to
optional
standards,
are
subject to non—methane hydrocarbon, carbon monoxide, and
oxides of nitrogen standards determined on a 50,000 mile
durability basis and non—methane, hydrocarbon and carbon
monoxide
standards
determined
on
an
100,000
mile
durability basis.
12 7—287
16
24l.Appendix A
Table II
EXHAUST EMISSION STANDARDS
FOR TRANSITIONAL LOW-EMISSION VEHICLES,
LOW
EMISSION
VEHICLES
AND ULTRA-LOW-EMISSION VEHICLES IN PASSENGER
CAR
AND LIGHT-DUTY TRUCK VEHICLE CLASSES
(5)(6)
grams
per mile (or “g/mi”)j
Loaded
Durability
Vehicle
Oxides
Vehicle
Vehicle
Vehicle
Emission
Non-Methane
Carbon
of
Type
(‘~
Weight
(lbs)
Basis
(mi)
Category
(2)
Organic Gases
(3)
(4)
Monoxide
Nitroge
PC and
All
50,000
TLEV
0.125
(0.188)
3.4
(3.4)
0.4
(0.4
LDT
0—3750
LEV
ULEV
0.075
(0.100)
0.040
(0.058)
3.4
(3.4)
1.7
(2.6)
0.2
(0.3
0.2
(0.3
100,000
TLEV
LEV
ULEV
0.156
0.090
0.055
4.2
4.2
2.1
0.
•
LDT
3751—
5750
50,000
TLEV
LEV
ULEV
0.160
(0.238)
0.100
(0.128)
0.050
(0.075)
4.4
(4.4)
4.4
(4.4)
2.2
(3.3)
0.7
(0.7
0.4
(0.5
0.4
(0.5
100,000
TLEV
LEV
ULEV
0.200
0.130
0.070
5.5
5.5
2.8
0.9
0.5
0.5
1)
“PC” means passenger cars.
“LDT” means light-duty trucks.’
2)
“TLEV” means low—emission vehicles.
“LEV” means low—emission vehicles.
“ULEV” means ultra—low—emission vehicles.
3)
“Non—Methane Organic Gases”
(or “NMOG”)
shall mean the
total mass of oxygenated and non-oxygenated hydrocarbon
emissions.
4)
Fuel-flexible and dual-fuel PCs and LDTs from 0-5750 lbs.
loaded vehicle weight (LVW) shall be certified to exhaust
mass emission
standards
for NNOG
established
for
the
127—288
17
operation of
the vehicle and any available fuel other
than conventional gasoline, and conventional gasoline.
a)
For
PCs
and
LDT5
from
0-3750
lbs.
LVW,
the
applicable exhaust mass emission standard for NMOG
when
certifying
the
vehicle
for
operation
on
conventional gasoline shall be:
i)
For TLEVs, 0.25 g/mi and 0.31 g/iui for 50,000
and 100,000 miles, respectively.
ii)
For LEVs, 0.125 g/mi and 0.156 g/mi ‘for 50,000
and 100,000 miles,
respectively.
iii) For ULEV,
0.75 g/mi and 0.090 g/mi for 50,000
and 100,000 miles,
respectively.
b)
For
LDTs
from
3751—5750
lbs
LVW,
the
applicable
exhaust
mass
emission
standard
for
NNOG
when
certifying the vehicle for operation on conventional
gasoline shall be:
i)
For TLEVs,
0.32 g/mi and 0.40 g/mi for 50,000
and 100,000 miles, respectively.
ii)
For LEVs 0.160 g/mi and 0.200 g/mi for 50,0000
and 100,000 miles respectively.
iii) For
ULEVs,
0.100 g/mi and 0.130 g/xni for 50,000
and 100,000 miles, respectively.
5)
The standards in parentheses are intermediate compliance
standards for
50,000 miles.
For PCs and LDTs from
0-
5750
lbs.
LVW,
including
fuel—flexible and dual—fuel
vehicles when operating on any available fuel other than
conventional gasoline, intermediate compliance standards
shall apply to LEVs and ULEVs
through the
1998 model-
year.
Compliance with standards beyond
50,000 miles
shall be waived through the 1998 model-year for LEVS and
ULEVs.
a)
For fuel-flexible and dual-fuel PC and LDTs from 0—
3750 lbs LVW, intermediate compliance standards for
NNOG emissions at 50,000 miles, when the vehicle is
operated on conventional gasoline,
shall be
0.32
g/mi,
0.188
g/mi,
and 0.100 g/mi for TLEVs,
LEVs,
and ULEV5 respectively.
b)
For fuel-flexible and dual-fuel PCS and LDTs from
3751-5750
lbs.
LVW,
intermediate
compliance
standards for NNOG emissions at 50,000 miles,
when’
the vehicle
is
operated
on conventional gasoline
127—289
18
shall be 0.41 g/mi,
0.238 g/mi,
and 0.128 g/mi for
TLEVs, LEVS and ULEVs, respectively.
6)
Manufacturers
of diesel vehicles must also certify to
particulate standards for 100,000 miles.
For all PCs and
LDTs from 0-5750
lbs LW,
the particulate standard
is
0.08 g/mi,
0.08 g/mi and 0.04 g/mi for TLEVs,
LEVs and
ULEV5, respectively.
127—290
19
241.Appendix A Table III
FORMALDEHYDE EXHAUST EMISSION STANDARDS
FOR TRANSITIONAL LOW-EMISSION VEHICLES,
LOW
EMISSION VEHICLES,
AND
ULTRA—LOW EMISSION VEHICLES IN THE
LIGHT-DUTY VEHICLE WEIGHT CLASS
milligrams
per mile
(or mg/mi))
•
Vehicle
Durability
Vehicle
Vehicle
Weight
Vehicle Basis
Emission
Formaldehyde
Type
(1)
(lbs.)
(2)
(ml)
Category
(mg/mi)~
PC and
All
50,000
TLEV
15
(23)
LDT
0—3750
LEV
15
(15)
‘ULEV
8
(12)
100,000
TLEV
18
LEV
‘18
ULEV
11
LDT
3751—
50,000
TLEV
18
(27)
5850
LEV
18
(18)
ULEV
9
(14)
100,000
TLEV
23
LEV
23
ULEV
13
1)
“PC” means passenger cars.
“LDT” means light-duty trucks.
2)
For
light-duty
trucks,
“Vehicle
Weight”
shall
mean
“Loaded Vehicle
Weight”
(LW)
or
“Test
Weight”
(TW),
respectively.
3)
“TLEV” means transitional low—emission vehicles.
“LEV” means low—emission vehicles.
“ULEV” means ultra—low—emission vehicles.
4)
Formaldehyde exhaust emission standards apply to vehicles
designed to
operate
on
any available
fuel,’
including
fuel-flexible and dual-fuel vehicles.
5)
The standards in parenthesis are intermediate
compliance
standards for 50,000 miles.
For PCs and LDTs from 0-
5750
lbs.
LW,
including
fuel-flexible
and
dual-fuel
vehicles, intermediate compliance standards shall apply
to
LEVs
and
ULEVs
through
the
1998
model-year.
Compliance with standards beyond 50,000 miles
shall be
waived through 1998 for LEVs and ULEVs.
127—291
20
241.Appendix B Table I
FLEET AVERAGE NON-METHANE ORGANIC GAS EXHAUST EMISSION
REQUIREMENTS FOR LIGHT-DUTY VEHICLE WEIGHT CLASSES
grams
per mile (or “g/mi”)
(6)
Loaded
Durability
•
Vehicle
Vehicle
Vehicle
Type
Weight
Basis
Model
Organic Gases
(1)
(lbs.)
(mi)
Year
(2X3)(4)(5)
PC
and
All
50,000
1996
0.225
LDT
0—3750
•
1997
0.202
1998
0.157
1999
0.113
2000
0.073
2001’
0.070
2002
0.068
2003
& subsequent
0.062
LDT
3751—
5750
50,000
1996
0.287
1997
0.260
1998
0.205
1999
0.150
2000
0.099
2001
0.098
2002
0.095
2003
& subsequent
0.093
1)
“PC” means passenger cars.
“LDT” means light-duty trucks.
2)
“Non—Methane Organic Gases”
(or “NNOG”)
shall mean the
total mass of oxygenated and non—oxygenated hydrocarbon
emissions.
3)
For the purpose of calculating fleet average NNOG values,
a manufacturer may adjust the certification levels of
hybrid electric vehicles (or “HEVs”) based on the range
of the
HEV without
the use
of the
engine.
For the
purpose of calculating the adjusted NMOG emissions, the
following definitions shall apply:
a)
“Type
A HEV”
shall mean an
HEV which
achieves
a
minimum range of 60 miles as defined by the “Federal
Highway Fuel Economy Test Procedure”
(HWFWT:
40 CFR
127—292
2.
600 Subpart
B) without the use of the engine.
Use
of vehicle accessories cannot lower the battery—only
range below
60
miles.
This definition shall also
apply to vehicles which have no tailpipe emissions,
but
use
fuel
f’ired
heaters,
regardless
of
the
operating range of the vehicle.
b)
“Type B HEy” shall mean an HEV which achieves a range
of 40
-
59 miles as defined by the “Federal Highway
Fuel
Economy
Test
Procedure”
(HWFET;
40
CFR
600
Subpart
B)
without the use of the engine.
Use of
vehicle accessories
cannot
lower
the battery—only
range below 40 miles.
C)
“Type C HEy” shall mean an HEV which achieves a range
of
0
-
39 miles
as defined by the “Federal Highway
Fuel
Economy
Test
Procedure”
(HWFET;
40
CFR
600
Subpart
B)
without
the use
of the
engine;
an HEV
which enables the vehicle operators to control the
engine time and modes of operation either directly
or indirectly;
an HEV which ‘can be operated solely
through the use of the engine; and
all other HEVs
excluding “Type A” and Type “B” HEVs.
4)
Each manufacturer’s
fleet
average
NNOG value
for
the
total number of PCs and LDTs from 0-3750
lbs.
“Loaded
Vehicle
Weight”
(LW)
delivered
for sale
in
Illinois
shall be calculated in units of g/mi NNOG as:
(No.
of
Vehicles Certified
to the
(0.39)
HC Exhaust
Emission
Standard in subparagraphs
i and ii and Sold x (0.39)
+
No.
of
Vehicles
Certified
to
the
Exhaust
Emission
Standards
in
iii
and
Sold
x
(0.25)
+
No.
of
Transitional Low-Emission Vehicles (or “TLEVS”) excluding
HEVs and Sold) x (0.125)
+
(No. of Low-Emission Vehicles
(or “LEVs”)
excluding HEVs and Sold)
x
(0.075)3
+
No.
of Ultra-Low Emission Vehicles (or “ULEVs) excluding HEV5
and Sold) x (0.040)
+
HEV contribution factor)
)/
(Total
No. of Vehicles Sold, Including Zero-Emission Vehicle and
HEVs):
a)
“HEy
contribution
factor”
shall
mean
the
NMOG
emission contribution of HEVs to the fleet average
NNOG value.
The HEV contribution factor shall be
calculated in units of g/mi as follows:
HEV contribution factor
=
((No. of “Type A HEy” TLEVS
Sold
x
(0.100)
+
No.
of “Type B HEy” TLEVs Sold
x
(0.113)
+
No.
of
“Type
C
HEy”
TLEVs
Sold)
x
(0. 125)
+
(No.
of “Type A HEy” LEVs Sold) x (0.057)
+
(No. of Type B HEy” LEVs Sold) x (0.066) +
No.
of
“Type C HEy” LEVs Sold)
x (0.075))
+
(No. of “Type
A HEy” ULEVs Sold
x
(0.020)
+
‘No.
of “Type B HEy”
127—293
22
ULEVs Sold
x
(0.030)
+
(No. of “Type C HEy’ ULEVs
Sold
x
(0.040))!
(Total
No.
of
Vehicles
Sold,
Including Zero-Emission Vehicles and HEVs)
b)
“Zero—Emission Vehicles”
(or “ZEVs”)
classified as
medium-duty vehicles by weight may be ‘designated as
light—duty vehicles for the purposes of calculating
fleet average NNOG values.
5)
Manufacturers that certify LDTs from 3751-5750 lbs.
LW,
shall calculate a fleet average NNOG value in units
of
g/mi NMOG as:
(No.
of Vehicles Certified to the
(0.50,)
HC Exhaust Emission Standard in subparagraphs
i and ii
and Sold x (0.50))
+
(No.
of Vehicles Certified to the
Exhaust Emission Standards in
iii
and Sold x
(0.32)
+
(No.
of TLEVs Sold excluding HEVs)
x
(0.160)
+
(No.
of TLEVs Sold excluding HEVs) x (0.100)
+
((No.
of ULEVs
Sold
Excluding
HEV5)
(0.050)
+
(HEV
contribution
factor) )/Total No. of Vehicles Sold, Including ZEVs and
HEVs).
a)
“HEy
contribution
factor”
shall
mean
the
NMOG
emission contribution of HEVs to the fleet average
NNOG.
The
HEV
contribution
factor
shall
be
calculated in units of g/mi as follows:
HEV contribution factor
=
(No.
of Type A HEy” TLEVs
Sold
x
(0.130)
+
No.
of
“Type B HEy” TLEVs
sold
x
(0.145)
+
No.
of
“Type
C
HEy”
TLEVs
Sold
x
(0.160))
+
(No.
of “Type A HEy” LEVs Sold
x (0.075
+
No.
of “Type B HEy” LEVs Sold
x
(0.087)
+
No.
of
“Type
C HEy”
LEV5
Sold
x
(0.100))
+
No.
of
“Type A HEy” ULEVs Sold
x
(0.025)
+
No.
of “Type
B HEy” ULEVs
Sold
x
(0.037)
+
No.
of “Type C HEV
ULEVs Sold
x (0.050))
6)
In
2000
and
subsequent
model
years,
small
volume
manufacturers
shall
comply
with
fleet
average
NMOG
requirements.
a)
Prior to the year 2000, compliance with the specified
fleet average NNOG requirements shall ~bewaived.
b)
In
2000
and subsequent
model
years,
small
volume
manufacturers shall not exceed
a fleet average NMOG
value of 0.075 g/mi for PCs and LDTs from 0-3750 lbs.
LW
for 50,000 miles.
c)
In
2000
and
subsequent
model
years,
small
volume
manufacturers shall not exceed a fleet average NMOG
value
of 0.100 g/mi for LDTs from 3751 —5750
lbs.
LW
for 50,000 miles.
127—294
23
IT IS SO ORDERED.
R. Flemal dissented.
I, Dorothy N.
Gunn,
Clerk of the Illinois Pollution Control
Board, hereby certify that the above Opinion and Order was adopted
on
the
~?/.4-2--
day
of
~7~n4~~)
,
1991,
by
a
vote
of
~
Dorothy M. ~
C erk
Illinois PdJA.ution Control Board
12 7—295