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Alternative Methods for Calculating Off-Cycle Credits Under the Light-Duty Vehicle Greenhouse Gas Emissions Program: Application From Jaguar Land Rover North America, LLC Publication: Federal Register Agency: Environmental Protection Agency Byline: Byron Bunker Date: 23 September 2024 Subjects: American Government  , The Environment
Topic: Jaguar Land Rover |
[Federal Register Volume 89, Number 184 (Monday, September 23, 2024)]
[Notices]
[Pages 77509-77510]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2024-21713]
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ENVIRONMENTAL PROTECTION AGENCY
[EPA-HQ- EPA-HQ-OAR-2024-0345] [FRL-12128-01-OAR]
Alternative Methods for Calculating Off-Cycle Credits Under the
Light-Duty Vehicle Greenhouse Gas Emissions Program: Application From
Jaguar Land Rover North America, LLC
AGENCY: Environmental Protection Agency (EPA).
ACTION: Notice.
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SUMMARY: The Environmental Protection Agency (EPA) is requesting
comment on an application from Jaguar Land Rover North America, LLC
(``JLR'') 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. JLR submitted their application describing a methodology for
determining off-cycle credits from the technology described in their
application. Pursuant to applicable regulations, EPA is making this
off-cycle credit calculation methodology available for public comment.
DATES: Comments must be submitted on or before October 23, 2024.
ADDRESSES: Submit your comments referencing Docket ID No. EPA-HQ-OAR-
2024-0345 online using www.regulations.gov (our preferred method), by
email to a-and-r-Docket@epa.gov or by mail to: EPA Docket Center,
Environmental Protection Agency, Mailcode 28221T, 1200 Pennsylvania
Ave. NW, Washington, DC 20460.
EPA's policy is that all comments received will be included in the
public docket without change including any personal information
provided, unless the comment includes profanity, threats, information
claimed to be Confidential Business Information (CBI) or other
information whose disclosure is restricted by statute.
FOR FURTHER INFORMATION CONTACT: David Wright, Environmental Protection
Specialist, Office of Transportation and Air Quality, Implementation,
Analysis and Compliance Division, U.S. Environmental Protection Agency,
2000 Traverwood Drive, Ann Arbor, MI 48105. Telephone: (734) 214-4467.
Email address: wright.davida@epa.gov.
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 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;
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
[[Page 77510]]
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 Application
A. 48 Volt Efficient Motor-Generator Combined With a 48 Volt/12 Volt
DC/DC Converter
JLR is applying for off-cycle GHG credits for the use of a 48 Volt
efficient motor-generator combined with a 48 volt/12 volt DC/DC
converter. The JLR technology consists of two components, a 48-volt
motor-generator which is either belt driven or connected to the
crankshaft of an internal combustion engine, and a 48 volt/12 volt DC/
DC converter. The 48 volt motor generator provides a couple of
functions, it can operate as a starter motor and crank the engine and
it also can operate as a generator converting mechanical energy into
electrical energy. The efficiency of the 48 volt generator when belt
driven is in the range of 80 to 85% and when connected to the
crankshaft of an engine it can be as high as 90 to 95%. Once generated
the 48 volt electricity needs to be converted to 12 volts for use by
the 12 volt electronics in the vehicle. The conversion of the 48 volt
electricity to 12 volt is performed by the second device associated
with this technology, a DC-DC converter. Converting 48 volt electricity
to 12 volt electricity produces an energy loss which also needs to be
measured to determine the overall efficiency of the combined 48 volt
motor-generator and DC-DC converter. This application is only for
determining the off-cycle benefit of the generator portion of the
technology.
JLR is the first manufacturer to submit a complete alternative
method off-cycle GHG application for a 48 volt motor-generator combined
with a 48 volt/12 volt DC-DC converter.
JLR is applying for credits for the 2023 and later model years for
vehicles sold in the U.S. and equipped with the 48 volt efficient
motor-generator combined with a 48 volt/12 volt DC/DC converter. JLR is
requesting a credit value of 1.6 grams/mile. Details of the testing and
analysis can be found in the manufacturer'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 manufacturers (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/ve-certification/compliance-information-light-duty-greenhouse-gas-ghg-standards.
EPA is providing a 30-day comment period on this application for
off-cycle credits described in this notice, as specified by the
regulations. The manufacturer 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 request. 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.
Dated: September 18, 2024.
Byron Bunker,
Director, Implementation, Analysis and Compliance Division, Office of
Transportation and Air Quality.
[FR Doc. 2024-21713 Filed 9-20-24; 8:45 am]
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