Guidance document for heavy-duty vehicle greenhouse gas emission: chapter F
Official title: Guidance document for the Heavy-duty Vehicle and Engine Greenhouse Gas Emission Regulations made under the Canadian Environmental Protection Act, 1999
This document does not reflect the recently published Regulations Amending the Heavy-duty Vehicle and Engine Greenhouse Gas Emission Regulations and Other Regulations Made under the Canadian Environmental Protection Act, 1999 (the regulations) published in the Canada Gazette, Part II on May 30th, 2018.
This document is intended to provide guidance only. This is not a legal document. It does not in any way supersede or modify the Canadian Environmental Protection Act, 1999 (CEPA) or the regulations, including its amendments. In the event of an inconsistency between this document and CEPA or the regulations, CEPA and the regulations including its amendments prevail.
On this page
- F. Emission standards and requirements
- F.1 Introduction to emission standards
- F.2 Emission control systems
- F.3 Adjustable parameters
- F.4 Air conditioning standards
- F.5 Introduction to emission standards for CO2, N2O and CH4
- F.6 Compliance flexibilities
- F.7 Small volume exemption
- F.8 Vehicles manufactured in stages
- F.9 Engines or vehicles covered by an EPA certificate of conformity and sold concurrently in Canada and in the U.S.
F. Emission standards and requirements
F.1 Introduction to emission standards
The Heavy-duty Vehicle and Engine Greenhouse Gas Emission Regulations (the regulations) set different emission standards and provisions for the different prescribed classes of vehicles and engines. The following table presents a summary of the various emissions standards and provisions, as well as the corresponding sections of the regulations where these can be found:
Vehicles and engines | Applicable standards | Corresponding sections of the regulations | Corresponding parts of the guidance document |
---|---|---|---|
Class 2B and class 3 heavy-duty vehicles and cab-complete vehicles (excluding those that meet the definition of a “vocational vehicle”) | Emission control systems | Section 14 | F.2 |
Class 2B and class 3 heavy-duty vehicles and cab-complete vehicles (excluding those that meet the definition of a “vocational vehicle”) | Adjustable parameters | Section 15 | F.3 |
Class 2B and class 3 heavy-duty vehicles and cab-complete vehicles (excluding those that meet the definition of a “vocational vehicle”) | Air conditioning systems | Section 16 | F.4 |
Class 2B and class 3 heavy-duty vehicles and cab-complete vehicles (excluding those that meet the definition of a “vocational vehicle”) | N2O and CH4 emissions standards | Section 20 | F.5.1.1 |
Class 2B and class 3 heavy-duty vehicles and cab-complete vehicles (excluding those that meet the definition of a “vocational vehicle”) | CO2 emission standards | Section 21 | F.5.1.2 |
Vocational vehicles | Emission control systems | Section 14 | F.2 |
Vocational vehicles | Adjustable parameters | Section 15 | F.3 |
Vocational vehicles | CO2 emission standards | Section 26 | F.5.2.1 |
Tractors | Emission control systems | Section 14 | F.2 |
Tractors | Adjustable parameters | Section 15 | F.3 |
Tractors | Air conditioning systems | Section 16 | F.4 |
Tractors | CO2 emission standards | Section 27 | F.5.3.1 |
Heavy-duty engines | Emission control systems | Section 14 | F.2 |
Heavy-duty engines | Adjustable parameters | Section 15 | F.3 |
Heavy-duty engines | N2O and CH4 emissions standards | Section 29 | F.5.4.1 |
Heavy-duty engines | CO2 emission standards | Section 30 | F.5.4.2 |
Of note, this table does not list alternative standards.
F.2 Emission control systems
As per section 14 of the regulations, an emission control system installed in a heavy-duty vehicle or heavy-duty engine must conform to the same requirements as the ones set out in subsections 11(1), (3) and (4) of the On-Road Vehicle and Engine Emission Regulations, except that the test procedures applicable for subsections 11(3) and (4) are the ones set out in the regulations instead of the ones referred to in the On-Road Vehicle and Engine Emission Regulations.
F.3 Adjustable parameters
An “adjustable parameter” is a device, system or element of design that is capable of being adjusted to affect the emissions or performance of a heavy-duty vehicle or heavy-duty engine during emission testing or normal in-use operation. This does not include a device, system or element of design that is permanently sealed by the vehicle or engine manufacturer or that is inaccessible using ordinary tools.
Section 15 of the regulations requires that heavy-duty vehicles and engines that are equipped with adjustable parameters comply with the applicable standards for any specification within the adjustable range, meaning that the vehicle and engine must conform at any possible adjustment.
An adjustable roof fairing of a tractor is not considered an adjustable parameter, because subsection 1(8) of the regulations requires that the roof height of a tractor equipped with an adjustable roof fairing be measured with the roof fairing at its lowest position.
F.4 Air conditioning standards
The standard, set out in section 16 of the regulation, applies to heavy-duty vehicles of class 2B and class 3 (excluding those that meet the definition of a “vocational vehicle”) and to tractors equipped with an air conditioning system. This standard requires that these vehicles conform to the U.S. standard and test procedure set out in section 1037.115(c) of the Code of Federal Regulations (CFR). The U.S. standard requires that percent leakage rate of refrigerant does not exceed 1.5 % per year for vehicles with a refrigerant capacity greater than or equal to 734 grams. For systems with a refrigerant capacity of less than 734 grams, the standard requires that the total leakage rate do not exceed 11.0 grams per year.
F.5 Introduction to emission standards for CO2, N2O and CH4
As shown in table 3, the standards in the regulations address emissions of CO2, N2O and CH4 from heavy-duty vehicles and engines.
For class 2B and class 3 heavy-duty vehicles, the regulations include emission standards for CO2, N2O and CH4 and the vehicle performance is verified using prescribed test cycles on a chassis dynamometer. In regards to CO2 emissions, the standard is a fleet average CO2 emission standard for all vehicles of a company’s fleet and is determined based on a work factor, which is defined as a weighting of pay-load capacity, towing-capacity and four-wheel drive capability. The standard is different for gasoline and diesel-powered vehicles. Emission standards for class 2B and class 3 heavy-duty vehicles are described in section F.5.1 of this document.
In regard to vocational vehicles and tractors, the regulations include heavy-duty engine standards for CO2, N2O and CH4, and also separate vehicle standards for CO2.
The compliance of heavy-duty engines is verified using prescribed emission test cycles on an engine dynamometer, while compliance with the vehicle standards for vocational vehicles and tractors is verified using the Greenhouse Gas Emissions Model (GEM) computer simulation model. Emission standards for vocational vehicles and tractors are detailed in sections sectionF.5.2 and sectionF.5.3 of this document respectively, while heavy-duty engine standards are in section F.5.4.
F.5.1 Class 2B and class 3 heavy-duty vehicles
This section pertains to the emission standards relating to class 2B and class 3 heavy-duty vehicles and cab-complete heavy-duty vehicles of the 2014 and subsequent model years, excluding those referred to in the definition “vocational vehicle” in subsection 1(1) of the regulations.
F.5.1.1 N2O and CH4 emissions standards
Class 2B and class 3 heavy-duty vehicles must have CH4 and N2O emission values that do not to exceed 0.05 g/mile for N2O, and 0.05 g/mile for CH4 for the applicable useful life of the vehicles.
Companies are allowed to have vehicles with a CH4 or N2O family emission limit exceeding the emission standards, but are required to calculate their N2O and CH4 emission deficits, expressed in megagrams of CO2, and then offset these deficits with CO2 credits normalized by their global warming potential. The formula to calculate N2O and CH4 emission deficits is set out in subsection 20(3) of the regulations. In that case, vehicles have to conform to the CH4 or N2O family emission limit provided by the company for the vehicle configuration.
Of note, a company cannot obtain CO2 emission credits with respect to their N2O and CH4 emissions for the purpose of participation in the CO2 emission credit system set out in sections 34 to 47 (see section F.6.1 for information on CO2 emission credits system, and section F.6.2.1 on fleets and subfleets of class 2B and class 3 heavy-duty vehicles).
F.5.1.2 CO2 emission standards
The standard to be met for CO2 emissions is a fleet average CO2 emission standard. The emission standard for class 2B and class 3 heavy-duty vehicles corresponds to the average target value for all of these vehicles. Companies have to group all of their class 2B and class 3 heavy-duty vehicles of a given model year into a fleet, and their fleet average CO2 emission value is being compared to the fleet average CO2 emission standard. If the fleet average CO2 emission standard is exceeded, the fleet incurs a deficit which must be offset in accordance with any of the modes set out in sections 34 to 47 of the regulations.
The fleet average CO2 emission value is calculated using the formula set out in section 23 of the regulations. The fleet average calculation takes into account the CO2 emission value for each vehicle configuration determined by the chassis testing set out in section 24 of the regulations, as well as the number of vehicles in the vehicle configuration and in the fleet.
The fleet average CO2 emission standard, as set out in sections 21 and 22, is calculated by averaging the CO2 emission target values of each vehicle subconfiguration of the fleet. The CO2 emission target values are determined based on the vehicle work factor (WF), which is defined as a weighting of pay-load capacity, towing-capacity and four-wheel drive capability, as set out in subsection 22(3). The CO2 emission target values of each subconfiguration of vehicles of class 2B and class 3 are defined in grams of emissions per distance travelled (g/mile), and are different for gasoline and diesel-powered vehicles, as shown below [paragraphs 22(2)(a) and (b) of the regulations].
As such, the CO2 emission target value for heavy-duty vehicles equipped with a spark-ignition engine is calculated using of the following formula, where WF is the work factor:
(0.0440 x WF) + 339
For heavy-duty vehicles equipped with a compression-ignition engine and vehicles that operate without an internal combustion engine, the CO2 emission target value is expressed as:
(0.0416 x WF) + 320
In addition, the regulations include phase-in options for the fleet average CO2 emission standard consisting of emission target values that become gradually more stringent for model years ranging from 2014 to 2018. As such, companies have the option, for these model years, to choose the CO2 target values set out in one of the tables provided in paragraphs 22(4)(a) or (b) of the regulations, instead of the target value calculated according to the formulas shown above.
F.5.1.3 Compliance assessment
The emission standards for class 2B and class 3 heavy-duty vehicles is based on testing the complete vehicle and CO2, N2O and CH4 emission values are measured on a chassis dynamometer in accordance with section 24 of the regulations, which incorporates the U.S. Environmental Protection Agency (EPA) test procedures and cycles. The emission values obtained in accordance with the U.S. test methods are determined by taking the arithmetic average of the city and highway emission test cycles (FTP-based city and HFET-based highway), weighted 0.55 and 0.45 respectively. The regulations also provide specific requirements for the test methods and calculations of the emissions values for multi-fuel vehicles. In regard to electric vehicles and fuel cell vehicles, the emission value of CO2, N2O and CH4 for these heavy-duty vehicles of class 2B and class 3 is be deemed to be 0 grams per mile.
F.5.1.4 Alternative standard for spark-ignition engines designed to be used in class 2B or class 3 vehicles
Section 25 of the regulations provides an alternate standard for spark-ignition engines that are of the same model year, design and hardware to that of engines installed in their class 2B or class 3 vehicles. This section applies when the engines are installed in heavy-duty incomplete vehicles that are not cab- complete vehicles, or are sold without being installed in a vehicle (loose engines).
This option allows a company to include a limited number of spark-ignition engines in its fleet of class 2B or class 3 vehicles in the case where it sells or imports those not installed (loose) in vehicles or for use in vocational applications when these were primarily designed to be used for pickup trucks and vans (class 2B or class 3 vehicles).
The company may include no more than 10% of these engines from the total number of engines of the same model year, design and hardware included in the fleet, whether installed in vehicles or not.
The engines included in the fleet of class 2B or class 3 vehicles must, instead of conforming to the heavy-duty engine standards set out in sections 29 and 30 of the regulations, conform to the emission standards for class 2B and class 3 heavy-duty vehicles for their N2O and CH4 emissions and to the incorporated U.S. requirements for their CO2 emissions, that is, section 1037.150(m)(6) of the CFR. The company has to report this election in its end of model year report.
When these engines are installed in heavy-duty incomplete vehicles that are not cab-complete vehicles, these vehicles are considered vocational vehicles and must comply with the CO2 emission standard pertaining to vocational vehicles set out in section 26 of the regulations.
F.5.2 Vocational vehicles
This section applies to every vocational vehicle of the 2014 and subsequent model years. For vocational vehicles, separate sets of emission standards apply to the engine and the rest of the vehicle. Engines designed for use in vocational applications have to meet engine-based standards for CO2, N2O and CH4 independent of the CO2 vehicle-based standards established for the rest of the vehicle. The standards for engines are described in section F.5.4 of this document, while the separate CO2 vehicle standards are in this section. The separate vehicle-based standards take into consideration the non-engine-related technologies with which the vehicle is equipped and which also result in CO2 emission reductions, such as low rolling resistance tires.
F.5.2.1 CO2 emission standards
Starting with model year 2014, the CO2 emission rate of a vocational vehicle must not exceed, for the applicable useful life of the vehicle, the corresponding CO2 emission standard according to the weight class of the vehicle and the model year. The applicable CO2 emission standards for vocational vehicles are shown in table 4.
Class of vocational vehicle | CO2 emission standard (g/tonne-mile*) for model years 2014 to 2016 | CO2 emission standard (g/tonne-mile*) for 2017 and subsequent model years |
---|---|---|
Class 2B, class 3, class 4 and class 5 | 388 | 373 |
Class 6 and class 7 | 234 | 225 |
Class 8 | 226 | 222 |
* The standards are expressed in g/tonne-mile representing the number of grams of CO2 emitted from carrying a tonne of cargo (2000 lb) over a distance of one mile.
F.5.2.2 Compliance assessment
The CO2 emission rate for vocational vehicles is demonstrated with the EPA computer simulation model named Greenhouse gas Emissions Model (GEM), which was developed by the U.S. as a means for determining compliance for vocational vehicles, as well as tractors. The same model is used for these regulations. The GEM computer model is available on EPA’s website, where it can be downloaded at no charge along with a user guide.
The parameters to input in the GEM computer model are as follows: the applicable type of vocational vehicle and the rolling resistance level of the steer and drive tires. The fields for the others parameters present in the GEM computer model are to be left blank for vocational vehicles.
The steer tire rolling resistance and the drive tire rolling resistance are determined by the tire rolling resistance level expressed in kg/metric tonne and measured for each tire configuration in accordance with the U.S. requirements, which incorporate by reference the ISO 28580 test method, entitled Passenger car, truck and bus tyres - Methods of measuring rolling resistance - Single point test and correlation of measurement. Companies may have to contact the tire manufacturers to get information on the rolling resistance of tires installed on the vehicles they manufacture or import.
F.5.2.3 Alternative standard and exemptions for vocational vehicles
In accordance with subsection 26(3), the regulations allows exemptions for certain vocational vehicles, namely for vehicles equipped with tires of a speed rating at or below 88 km/h (55 mph) or that have components designed to work in an off-road environment that meet specific criteria, as specified in that subsection of the regulations.
As set out in subsection 26(5) of the regulations, a company may elect to conform to the emission standards and useful life applicable to a higher vehicle service class. However, if this is the case, the company must not obtain credits for those vehicles when participating in the CO2 emission credit system, which is set out in section F.6.1. Conforming with a higher vehicle service class means, as an example, that a company may elect to conform to the emission standards applicable to medium heavy-duty vehicles (that is, vehicles of class 6 or class 7) instead of the ones applicable to light heavy-duty vehicles (that is, vehicles of class 2B to class 5).
The regulations also provide in subsection 26(6) an alternative standard for vocational vehicles or cab-complete vocational vehicles equipped with a spark-ignition engine. Taking into account section 1037.150(l) of the CFR, companies have the option to group the vehicles in question in a fleet of class 2B and class 3 heavy-duty vehicles and comply with the standards applicable to class 2B and class 3 heavy-duty vehicles instead of complying with the applicable vocational vehicle and engine emissions standards. Also, companies that use this option must participate in the CO2 emission credit system.
F.5.3 Tractors
This section applies to every tractor of the 2014 and subsequent model years. For tractors, as for vocational vehicles, separate sets of emission standards apply to the engine and the rest of the vehicle. Engines designed for use in tractor applications have to meet engine-based standards for CO2, N2O and CH4 independent of CO2 vehicle-based standards established for the rest of the vehicle. The standards for engines are described in section F.5.4 of this document, while the separate vehicle CO2 standards for tractors are in this section. These separate vehicle-based standards take into consideration the non-engine-related technologies which the vehicle is equipped and which also result in CO2 emission reductions, such as aerodynamic fairings, low rolling resistance tires, a speed limiter, weight reduction technologies, and idle reduction technology.
F.5.3.1 CO2 emission standards
Starting with model year 2014, the CO2 emission rate of a tractor must not exceed, for the applicable useful life of the vehicle, the corresponding CO2 emission standard according to the weight class of the tractor, its characteristics (cab style and roof height), and the model year. The applicable CO2 emission standards for tractors are shown in table 5.
Class of tractor | Characteristics | CO2 emission standard (g/tonne-mile*) for the 2014 to 2016 model years | CO2 emission standard (g/tonne-mile*) for the 2017 and subsequent model years |
---|---|---|---|
Class 7 | Low-roof (all cab styles) | 107 | 104 |
Class 7 | Mid-roof (all cab styles) | 119 | 115 |
Class 7 | High-roof (all cab styles) | 124 | 120 |
Class 8 | Low-roof day cab | 81 | 80 |
Class 8 | Low-roof sleeper cab | 68 | 66 |
Class 8 | Mid-roof day cab | 88 | 86 |
Class 8 | Mid-roof sleeper cab | 76 | 73 |
Class 8 | High roof day cab | 92 | 89 |
Class 8 | High roof sleeper cab | 75 | 72 |
* The standards are expressed in g/tonne-mile representing the number of grams of CO2 emitted from carrying a tonne of cargo (2000 lb) over a distance of one mile.
F.5.3.2 Compliance assessment
As for vocational vehicles, the CO2 emission rate for tractors is demonstrated with the GEM computer model. The GEM computer model is available on EPA’s website, where it can be downloaded at no charge along with a user guide.
The parameters to input in the GEM computer model for a tractor are the following:
- applicable type of tractor
- coefficient of aerodynamic drag
- rolling resistance level of the steer and drive tires
- maximum vehicle speed to which the tractor is limited, if the tractor is equipped with a speed limiter
- weight reduction value, and
- corresponding value if the tractor is equipped with idle reduction technology in the case of a class 8 sleeper cab
As set out in subsection 27(4), the coefficient of aerodynamic drag to use in the GEM computer model is identified from the drag area measured by coast down testing in accordance with the U.S. requirements, which can be found in subpart F of part 1037 of the CFR. This same subpart outlines the test method which takes into account the in-use tractor performances and its physical characteristics, such as if the tractor is equipped with technologies that improve the vehicle aerodynamics, for example fairing, profiled accessories, gap reducers, etc. With the table provided in the U.S. regulations in section 1037.520(b) of the CFR, and incorporated by reference, it is also possible to identify the corresponding Bin level, which allows flexibility to companies for the drag area to use, provided that some conditions are met in accordance with subsection 27(5) of the regulations. In subsection 27(6), the regulations allow determining the drag area with an alternative test method, as prescribed by the U.S. regulations. These alternative test methods include methods such as wind tunnel testing or computational fluid dynamic modelling.
As for vocational vehicles, the steer tire and drive tire rolling resistance for tractors are determined by the tire rolling resistance level expressed in kg/metric tonne and measured for each tire configuration in accordance with the U.S. requirements, which incorporate by reference the ISO 28580 test method, entitled Passenger car, truck and bus tyres - Methods of measuring rolling resistance - Single point test and correlation of measurement. Companies may have to contact the tire manufacturers to get information on the rolling resistance of tires installed on the vehicles they manufacture or import.
In the case of a tractor equipped with a vehicle speed limiter, the GEM computer model provides a field to indicate the maximum vehicle speed to which the tractor is limited, expressed in miles per hour.
In regard to vehicle weight reduction value, the input to be used in the GEM computer model is be expressed in pounds (lb) and determined by summing the corresponding weight reduction values prescribed for wheels and for other components.
As set out in paragraph 27(2)(e) of the regulations, weight reduction for wheels is calculated by multiplying the number of wheels of the tractor with the corresponding weight reduction values set out in the Regulations, depending if the tractor is equipped with single-wide tires or dual tires, and depending on the type of rims and their materials. Weight reduction for components other than wheels is calculated by summing the corresponding weight reduction values set out for weight reduction technologies installed on the tractors and for their materials, according to the list provided in the regulations in the same section.
In the case of a class 8 sleeper cab, as set out in paragraph 27(2)(f) of the regulations, if the tractor is equipped with idle reduction technology that automatically shuts off the main engine after 5 minutes or less and meets the requirements set out in section 1037.660 of the CFR, the corresponding value to use in the GEM computer model is 5 g of CO2/tonne-mile. If the idle reduction technology includes an expiration point, the value to use in the GEM model may be calculated in accordance with section 1037.660(c) of the CFR.
F.5.3.3 Alternative standard and exemptions for tractors
As set out in subsection 27(7) of the regulations, a company may elect to conform to the emission standards and useful life applicable to a higher vehicle service class. However, if this is the case, the company must not obtain credits for those vehicles when participating in the CO2 emission credit system, which is set out in section F.6.1. Conforming with a higher vehicle service class for tractors means that a company may elect to conform to the emission standards applicable to heavy heavy-duty vehicles (that is, tractors of class 8) instead of the ones applicable for medium heavy-duty vehicles (that is, tractors of class 7).
F.5.4 Heavy-duty engines
The emission standards for heavy-duty engines apply to engines designed to be used in vocational vehicles or tractors.
F.5.4.1 N2O and CH4 emissions standards
Starting with 2014 model year for compression-ignition heavy-duty engines, and starting with 2016 model year for spark-ignition heavy-duty engines, the applicable standard for CH4 and N2O emissions is 0.10 g/BHP-hr for both of these compounds.
Companies that manufacture or import engines with a CH4 or N2O family emission limit exceeding the emission standards are required to calculate their N2O and CH4 emission deficits and then offset these with CO2 credits normalized by their global warming potential. The formula to calculate N2O and CH4 emission deficits is set out in subsection 29(4) and the vehicles have to conform to, as the case may be, the CH4 or N2O family emission limit provided by the company for the tested engine configuration (see sections sectionF.5.4.3 and sectionF.6.2.4).
A company has the option to generate CO2 credits if their engines have low N2O emissions. If heavy-duty engines of model year 2014, 2015, or 2016 conform to an N2O family emission limit that is less than 0.04 g/BHP-hr, a company is allowed to calculate CO2 credits according to the formula in subsection 29(8) that takes into account N2O global warming potential. This option is not available for model year 2017 and beyond. Otherwise, a company cannot obtain CO2 emission credits with respect to its N2O and CH4 emissions.
F.5.4.2 CO2 emission standards
For a spark-ignition engine, starting with model year 2016, the CO2 emission standard requires an emission level of 627 g/BHP-hr.
For any other engine, starting with model year 2014, the CO2 emission standard applies according to the type of application of the engine and model year. The CO2 emission standards applicable to those other engines are shown in table 6.
Model year | CO2 emission standard Light heavy-duty engines (g/BHP-hr) |
CO2 emission standard Medium heavy-duty engines designed to be used in vocational vehicles (g/BHP-hr) |
CO2 emission standard Heavy heavy-duty engines designed to be used in vocational vehicles (g/BHP-hr) |
CO2 emission standard Medium heavy-duty engines designed to be used in tractors (g/BHP-hr) |
CO2 emission standard Heavy heavy-duty engines designed to be used in tractors (g/BHP-hr) |
---|---|---|---|---|---|
2014 to 2016 | 600 | 600 | 567 | 502 | 475 |
2017 and subsequent model years | 576 | 576 | 555 | 487 | 460 |
F.5.4.3 Compliance assessment
The emission values of the engines are measured using an engine dynamometer in accordance with the U.S. EPA test procedures and duty cycles incorporated by reference and that are presented in table 7.
Emissions | Engines | Duty cycles |
---|---|---|
N2O and CH4 | All engines | Transient duty cycle |
CO2 | Medium heavy-duty compression-ignition engines designed to be used in tractors | Steady state duty cycle |
CO2 | Heavy heavy-duty compression-ignition engines designed to be used in tractors | Steady state duty cycle |
CO2 | Medium heavy-duty compression-ignition engines designed to be used in vocational vehicles or tractors | Steady state duty cycle and transient duty cycle |
CO2 | Heavy heavy-duty compression-ignition engines designed to be used in both vocational vehicles and tractors | Steady state duty cycle and transient duty cycle |
CO2 | All other engines, other that mentioned above for CO2 emissions | Transient duty cycle |
The emission values for heavy-duty engines are considered to be the emission values of the tested engine configuration [section 1036.235(a) of the CFR] for the engine family. According to the U.S. EPA requirements [section 1036.205(e) of the CFR], the number of engines of the tested configuration for the engine family must represent at least 1% of the number of engines sold for the engine family.
If the engine is sold in the U.S., the tested engine configuration is determined using the number of engines sold in the U.S. Otherwise, if no engines of the engine family are sold in the U.S., the tested engine configuration must be determined based on Canadian sales.
F.5.4.4 Alternate standards for engines
Subsection 31(1) of the regulations includes an alternative emission standard for compression-ignition engines. If companies that manufacture or import compression-ignition engines of the 2014 to 2016 model years do not have remaining credits for these model years, they have the option to comply with this alternate CO2 emission standard prescribed by the EPA (section 1036.620 of the CFR), which is based on model year 2011 engines.
Companies also have the option to comply with alternative phase-in emission standards for compression-ignition engines of the 2013 to 2016 model years set out in subsection 31(2). These alternative standards allow companies to follow a phase-in calendar prescribed by the EPA [section 1036.150(e) of the CFR], provided that they continue to comply with that calendar for the remaining model years covered by these alternative standards. Engines to which these alternative phase-in emission standards apply are not eligible for the early action credits of the CO2 emission credit system.
F.6 Compliance flexibilities
In order to help meet overall environmental objectives, the Regulations include provisions that establish compliance flexibilities, which include a CO2 emission credit system for generating, banking and trading emission credits. This system also provides allowances for early action credits, as well as additional credits for innovative technologies to reduce Greenhouse Gas (GHG) emissions and for advanced technologies, such as hybrid and electric vehicles. Further, the regulations include compliance flexibilities for vocational tractors, an exemption for small volume companies manufacturing or importing vocational vehicles or tractors, as well as provisions for vehicles manufactured in stages. The following sections of this guidance document provide details on those compliance flexibilities.
F.6.1 CO2 emission credit system
Companies have the option to comply with the CO2 emission standards by using the CO2 emission credit system set out in sections 34 and 35 of the regulations. The system allows companies to generate, bank and trade emission credits. Under this system, companies are allowed to manufacture or import vehicles and engines with CO2 emission levels worse than (above) the applicable emission standard, and others performing better than (below) the standard. The average fleet emission level must not exceed the applicable emission standard, otherwise the fleet incurs a deficit which must be offset in accordance with any of the modes set out below in this section. In order to participate in the CO2 emission credit system, a company must group its vehicles and engines into fleets. The fleets and subfleets are defined in section 18 of the regulations, and described below in section F.6.2.
In the case where a company is participating in the CO2 emission credit system, every tractor or vocational vehicle within the fleet has to conform to the CO2 family emission limit provided by the company for the subfleet of the vehicle. In the case of engines, every heavy-duty engine within a fleet has to conform to the CO2 family certification level provided by the company corresponding to the emission level of the engine tested configuration.
Emission credits and deficits of a company are calculated in units of megagrams (Mg) of CO2 for each of its fleets or subfleets, as applicable, of a given model year, using the mathematical formulas provided in section 35 of the regulations and summarized in table 8. If the result of the calculation is positive, the company generates credits, and if the result of the calculation is negative, the company incurs a deficit. In fact, credits are obtained when the fleet or subfleet emission levels fall below the applicable standard, while deficits are incurred when the fleet or subfleet emission levels exceed the applicable standard. A company obtains credits or incurs deficits for each of its fleets and subfleets of a given model year when the company submits its end of model year report (see section H.2 for details on reporting).
Fleets or subfleets | Formulas |
---|---|
Class 2B and class 3 heavy-duty vehicles and cab-complete vehicles (excluding those that meet the definition of a “vocational vehicle”) | ECD = ((A - B) x C x D)/1 000 000 ECD is the number of credits (Mg) A is the fleet average CO2 emission standard (g/mile) B is the fleet average CO2 emission value (g/mile) C is the number of vehicles in the fleet D is the vehicle useful life, that is, 120 000 miles |
Vocational vehicles or tractors | ECD = ((A - B) x C x D x E)/1 000 000 ECD is the number of credits (Mg) A is the CO2 emission standard of the subfleet (g/tonne-mile) B is the CO2 family emission limit for the subfleet (g/tonne-mile) C is the payload for the class of vehicles, as follows 2.85 tonnes (5 700 lb) for class 2B to class 5 vocational vehicles 5.6 tonnes (11 200 lb) for class 6 and class 7 vocational vehicles 7.5 tonnes (15 000 lb) for class 8 vocational vehicles 12.5 tonnes (25 000 lb) for class 7 tractors 19 tonnes (38 000 lb) for class 8 tractors D is the number of vehicles in the subfleet E is the useful life for the class of vehicles, as follows 110 000 miles for class 2B, to class 5 vocational vehicles 185 000 miles for class 6 and class 7 vehicles 435 000 miles for class 8 vehicles |
Heavy-duty engines | ECD = ((A - B) x C x D x E)/1 000 000 ECD is the number of credits (Mg) A is the CO2 emission standard of the fleet (g/BHP-hr) B is the CO2 family certification level for the fleet (g/BHP-hr)a C is the transient cycle conversion factor calculated in accordance with section 1036.705(b) of the CFR D is the number of engines in the fleet E is the useful life for the engine, as follows 110 000 miles for spark-ignition engines and for light heavy-duty engines that are compression-ignition engines 185 000 miles for medium heavy-duty engines that are compression-ignition engines 435 000 miles for heavy heavy-duty engines that are compression-ignition engines |
a In the case of engines that are designed to be used in both vocational vehicles and in tractors, when calculating the credits or deficit, a company must select the duty cycle that corresponds to the vehicle in which the engine is installed and used the corresponding CO2 family certification level.
The credits or, in the case of a negative result, deficits are determined for each averaging set by summing the credits and deficits for all fleets or subfleets of that averaging set. The credits and deficits must be added together (before they are rounded), and then the result of this addition must be rounded to the nearest megagram of CO2.
An averaging set, as defined in the regulations, is a group consisting of fleets used for the purpose of the CO2 emission credit system, as follows:
For heavy-duty vehicles, the averaging sets are:
- class 2B and class 3 heavy-duty vehicles and cab-complete vehicles, excluding those that are “vocational vehicles”
- class 2B, class 3, class 4 and class 5 vocational vehicles
- class 6 and class 7 heavy-duty vehicles, and
- class 8 heavy-duty vehicles
For heavy-duty engines, the averaging sets are:
- heavy-duty engines that are spark-ignition engines
- light heavy-duty engines that are compression-ignition engines
- medium heavy-duty engines that are compression-ignition engines, and
- heavy heavy-duty engines that are compression-ignition engines
Companies can exchange credits and offset a deficit of fleets within the same averaging set.
In the case of a deficit, a company is required to use credits obtained for an averaging set of heavy-duty vehicles or engines of a specific model year to offset the deficits incurred for that same averaging set with an equal number of emission credits no later than three model years after the year in which the deficit was incurred, as set out in subsection 45(6) of the regulations.
When a company obtains credits, it has to first use these credits to offset any existing deficit incurred by the company. Any remaining credits can then be banked to be used to offset a future deficit or may be transferred to another company.
The CO2 emission credit system allows a company to bank exceeding credits to offset a future deficit that could occur up to five model years after the year in which the credits were obtained, as set out in section 44 of the regulations. Credits thus have a five-year lifespan, meaning that credits that are banked or transferred retain their full value through the five subsequent model years after the model year in which they were obtained.
A company may also obtain additional credits for innovative and advanced technologies, as described in sections sectionF.6.3 and sectionF.6.4.
F.6.2 Fleets and subfleets
In these regulations, a “fleet” is a group of heavy-duty vehicles or heavy-duty engines for participation in the CO2 emission credit system (section 18 of the regulations).
Companies may group heavy-duty vehicles and heavy-duty engines of the same model year into more than one fleet, but each fleet is composed solely of the vehicles or engines as described in the following sections.
Of note, every fleet has a corresponding applicable emissions standard that is based on vehicle type contained in the fleet. For example, a class 7 low-roof tractor has to comply with an emission limit of 107 g/tonne-mile for the 2014 to 2016 model years (see section F.5.3.1 or table 5) and has to be grouped into a class 7 low-roof tractor fleet.
A CO2 family emission limit and a CO2 family certification level must be assigned to each fleet or subfleet, as the case may be, and all vehicles or engines within the fleet must have emissions levels at or below the CO2 family emission limit or CO2 family certification level. For instance, for vocational vehicles and tractors, the emission rates, which are the results of the GEM simulation, must be at or below the assigned CO2 family emission limit for the fleet. Companies may thus decide to have more than one fleet according to the CO2 family emission limits.
F.6.2.1 Class 2B and class 3 heavy-duty vehicles
The fleets for class 2B and class 3 heavy-duty vehicles are composed of the following vehicles:
- Class 2B and class 3 heavy-duty vehicles and cab-complete vehicles, excluding those defined as “vocational vehicle”
For class 2B and class 3 heavy-duty vehicles, for the purpose of participating in the CO2 emission credit system, the fleet average CO2 emission value must not exceed the fleet average CO2 emission standard; otherwise, the incurred deficit will have to be offset. These calculations and values can be found in sections 21 to 23 of the regulations.
Furthermore, for the purpose of participating in the CO2 emission credit system, all of the following heavy-duty vehicles that are class 2B or class 3 heavy-duty vehicles must be grouped together into one separate fleet of vehicles:
- hybrid vehicles with regenerative braking
- vehicles equipped with an engine that includes a Rankine-cycle or other bottoming cycle exhaust energy recovery system
- electric vehicles
- fuel cell vehicles, and
- vehicles that are manufactured with innovative technologies
In regard to complying with N2O and CH4 emission standards, when the class 2B or class 3 heavy-duty vehicles in the fleet exceed the standards and have more than one N2O or CH4 family emission limits, the vehicles in the fleet must be further grouped into subfleets in order to calculate the deficit [section F.5.1.1 of this guidance document and subsection 20(3) of the regulations]. A subfleet includes vehicles with identical N2O or CH4 family emission limits, as the case may be, and that are of the same test group. A test group is as described in the U.S. in section 86.1827 of the CFR.
F.6.2.2 Vocational vehicles
The fleets for vocational vehicles are composed of the following vehicles:
- class 2B, class 3, class 4 and class 5 vocational vehicles
- class 6 and class 7 vocational vehicles
- class 8 vocational vehicles
Further, for the purpose of participating in the CO2 emission credit system, all vocational vehicles grouped in a fleet must be either:
- vocational tractors (see section F.6.6.3 for more details)
- hybrid vehicles with regenerative braking
- vehicles equipped with an engine that includes a Rankine-cycle or other bottoming cycle exhaust energy recovery system
- electric vehicles
- fuel cell vehicles, or
- vehicles manufactured with innovative technologies
For example, if a company manufactures or imports class 8 vocational tractors and class 8 electric vocational vehicles, the company must have at least two fleets of class 8 vocational vehicles, one with its vocational tractors and one with its electric vehicles.
The vehicles in the fleet must be further grouped into subfleets with identical CO2 family emission limits, if the vehicles in the fleet have more than one family emission limit determined by the company.
F.6.2.3 Tractors
The fleets for tractors are composed of the following vehicles:
- class 7 low-roof tractors
- class 7 mid-roof tractors
- class 7 high-roof tractors
- class 8 low-roof day cab tractors
- class 8 low-roof sleeper cab tractors
- class 8 mid-roof day cab tractors
- class 8 mid-roof sleeper cab tractors
- class 8 high-roof day cab tractors
- class 8 high-roof sleeper cab tractors
Further, for the purpose of participating in the CO2 emission credit system, all tractors grouped in a fleet must be either:
- hybrid vehicles with regenerative braking
- vehicles equipped with an engine that includes a Rankine-cycle or other bottoming cycle exhaust energy recovery system
- electric vehicles
- fuel cell vehicles, or
- vehicles manufactured with innovative technologies
For example, if a company manufactures or imports class 7 hybrid tractors and class 7 electric tractors both with low roofs, the company must have at least two fleets of class 7 low-roof tractors, one with its hybrid tractors and one with its electric tractors.
The tractors in the fleet must be further grouped into subfleets with identical CO2 family emission limits if the tractors in the fleet have more than one family emission limit determined by the company.
F.6.2.4 Heavy-duty engines
The fleets for heavy-duty engines composed of the following engines:
- spark-ignition engines
- light heavy-duty engines that are compression-ignition engines and that are designed to be used in vocational vehicles
- medium heavy-duty engines that are compression-ignition engines and that are designed to be used in vocational vehicles
- heavy heavy-duty engines that are compression-ignition engines and that are designed to be used in vocational vehicles
- medium heavy-duty engines that are compression-ignition engines and that are designed to be used in tractors
- heavy heavy-duty engines that are compression-ignition engines and that are designed to be used in tractors
Also, all heavy-duty engines of a fleet must be of the same engine family and have an identical CO2 family certification level, as well as identical N2O and CH4 family emission limits.
When a company determines the CO2 family certification level for its fleets of heavy-duty engines, as well the N2O and CH4 family emission limits, it must take into account section 1036.205(e) of the CFR, meaning that the number of engines that conform to the level and limits for the engine family must represent at least 1% of the number of engines sold of the engine family. These engines are considered to be the tested engine configuration [section 1036.235(a) of the CFR].
If the engine is sold in the U.S., the number sold in the U.S is used to determine the tested engine configuration. Otherwise, if no engines of the engine family are sold in the U.S., the tested engine configuration must be determined based on Canadian sales.
F.6.3 Allowances for innovative technologies
Companies may obtain additional emission credits for heavy-duty vehicles or engines that are equipped with innovative technologies. A GHG emission reduction technology is considered to be innovative if the total emission reduction attributable to it cannot be measured by either GEM computer simulation modelling or the test procedures specified under the Regulations. For example, for a tractor, if the vehicle has components that reduce the weight of the vehicle, but that are not listed under paragraph 27(2)(e) of the regulations for the calculation of the weight reduction value to input into GEM, these components could be considered innovative technologies.
The test methods prescribed in the regulations to calculate the additional credits for innovative technologies are listed in the following table with the corresponding sections of the Regulations describing the additional credits calculation:
Vehicles or engines | Determination of additional credits | Corresponding provisions of the regulations for the additional credit calculation |
---|---|---|
Class 2B and class 3 heavy-duty vehicles | Five-cycle credit value determined in accordance with section 86.1869(c) of the CFR | Paragraph 41(1)(a) |
Class 2B and class 3 heavy-duty vehicles | Alternative procedure set out in section 86.1869(d) of the CFR | Subsection 41(2) |
Vocational vehicles and tractors | A to B testing determined in accordance with section 1037.610(c) of the CFR | Subparagraph 41(1)(b)(i) |
Vocational vehicles and tractors | Improvement factor determined in accordance with sections 1037.610(b)(1) and 1037.610(c) the CFR | Subparagraph 41(1)(b)(ii) |
Heavy-duty engines | Chassis A to B testing | Subparagraph 41(1)(c)(i) |
Heavy-duty engines | Engine dynamometer A to B testing | Subparagraph 41(1)(c)(ii) |
Heavy-duty engines | Improvement factor determined in accordance with section 1036.610(b)(1) of the CFR | Subparagraph 41(1)(c)(iii) |
Except for the improvement factor calculation method, the result of the calculation provides the number of additional credits, expressed in megagrams of CO2, for the fleet. Therefore, these additional credits are added to the number of credits calculated for the fleet in section 35 of the regulations. When using the improvement factor calculation method for vocational vehicles, tractors and heavy-duty engines, the result provides the total of credits for the fleet including the additional credits, and thus replaces the number of credits obtained in paragraphs 35(1)(b), (c), or (d) of the regulations, as the case may be.
A company is not allowed to obtain additional credits more than once for a vehicle or engine with regard to the same type of GHG emission reduction technology.
F.6.4 Incentives for advanced technologies
Companies may obtain additional credits for heavy-duty vehicles or engines that are equipped with advanced technologies, meaning:
- electric vehicles
- fuel cell vehicles
- hybrid vehicles, and
- vehicles and engines that include a Rankine-cycle or other bottoming cycle exhaust energy recovery system
Vehicles or engines | Advanced technology | Determination of the additional credits | Corresponding sections of the regulations for the additional credit calculation |
---|---|---|---|
Class 2B and class 3 heavy-duty vehicles | Electric, fuel cell, hybrid, Rankine-cycle | Credit calculation is done as for conventional vehicles under paragraph 35(1)(a), but in a separate fleet [subsection18(4)] | Section 37 |
Vocational vehicles and tractors | Electric, fuel cell, hybrid, Rankine-cycle | Improvement factor based on comparison with an “equivalent conventional vehicle” | Section 38 |
Vocational vehicles, tractors and heavy-duty engines | Post-transmission hybrid | Benefit obtained from A to B testing determined in accordance with section 1037.550 of the CFR taking into account 1036.525 | Section 39 |
Vocational vehicles, tractors and heavy-duty engines | Pre-transmission hybrid | Benefit obtained from A to B testing determined in accordance with part 1065 of the CFR or in accordance with section 1037.550 of the CFR taking into account section 1036.525 | Section 39 |
Heavy-duty engines | Rankine-cycle or other bottoming cycle exhaust energy recovery system | Benefit obtained from A to B testing determined in accordance with subpart F of part 1037 of the CFR or an alternative procedure, as prescribed | Section 40 |
The result of the calculation provides the number of additional credits, expressed in megagrams of CO2, for the fleet. Therefore, these additional credits are added to the number of credits calculated for the fleet in section 35 of the regulations.
A company that obtains credits for the above mentioned advanced class 2B and class 3 heavy-duty vehicles and cab-complete vehicles may multiply the number of credits obtained for those vehicles by 1.5.
A company that obtains additional credits for the above mentioned advanced vocational vehicles, tractors and heavy-duty engines may multiply the number of additional credits obtained by 1.5, if the company does not use the early action credit multiplier for the same vehicles or engines.
A company is not allowed to obtain additional credits more than once for a vehicle or engine with regard to the same type of GHG emission reduction technology, as per section 36 of the regulations.
F.6.5 Early action credits
As per section 47, credits are available for averaging sets of heavy-duty vehicles and engines that reduce GHG emissions earlier than the regulations specify. These credits are optional and are referred to as early action credits. They apply to:
- 2013 model year vehicles and compression-ignition engines
- 2011-2013 model years electric vehicles, and
- 2015 model year spark-ignition engines
The following table indicates in which end of model year report the early action credits must be reported. It also indicates in which model year the early action credits are valid and may be used to offset any deficit within its averaging set.
Vehicles or engines | Model year of reportinga | Valid for model years |
---|---|---|
2013 model year vehicles and compression-ignition engines | 2014 | 2014 to 2018 |
2011-2013 model years electric vehicles | 2014 | 2014 to 2018 |
2015 model year spark-ignition engines | 2016 | 2016 to 2020 |
a This is also the model year of the standards to which the emission levels are compared in order to obtain early action credits.
In order to obtain early action credits, except for electric vehicles, a company must group all its heavy-duty vehicles of a given fleet that it manufactures or imports for that model year into the applicable fleet (see section F.6.2 of this document or section 18 of the regulations for details on fleets). In the case of heavy-duty engines, in order to obtain early action credits, a company must group all its engines of a given averaging set that it manufactures or imports for that model year into the applicable averaging set [see section F.6.1 of this document or subsection 1(1) of the regulations for details on averaging sets].
A company that obtains credits for the above mentioned vocational vehicles, tractors and engines may multiply the number of credits obtained for those vehicles by 1.5. However, in the case of advanced vehicles or engines, the company may not use the additional credit multiplier for the same vehicles or engines, if it uses the early action credit multiplier.
Class 2B and class 3 heavy-duty vehicles are not eligible for the early action credit multiplier.
F.6.6 Vocational tractors
According to section 28 of the regulations, when tractors meet the definition of a vocational tractor, companies have the option to comply with the CO2 emission standards applicable for vocational vehicles (section 26 of the regulations), instead of those applicable to tractors (section 27 of the regulations).
There are some restrictions in regard to vocational tractors: a company is not allowed to apply the CO2 emission standards of vocational vehicles to more than 5250 class 7 and class 8 vocational tractors, in any consecutive three model year period. Vocational tractors exceeding that limit have to comply with the emissions standards applicable to tractors. Companies need to report this election in their end of model year report (see section F.6.6.4).
The following sections provided more details on provisions regarding vocational tractors.
F.6.6.1 Definition of a vocational tractor
A “vocational tractor” is a tractor that is not designed primarily to operate at high and constant speeds, such as on highways, or that does not benefit from efficiency improvements designed for line-haul tractors, such as aerodynamic devices. In addition, a vocational tractor meets one of the three following characteristics:
- it is a low-roof tractor that is designed for local pickup and delivery
- it is a tractor that is designed for both on-road and off-road use, such as a tractor with a reinforced frame and increased ground clearance, or
- it is a tractor that has a Gross Combination Weight Rating (GCWR) of more than 54 431 kg (120 000 lb)
F.6.6.2 Labelling requirements for a vocational tractor
A vocational tractor that is not an EPA-certified heavy-duty vehicle must bear a compliance label, as prescribed in section 9 of the regulations. Information required for vocational tractors include a statement, in both official languages, that the vehicle is a vocational tractor. Complete details on compliance label are provided in section H.1.12 and appendix VI of this document.
When a vocational tractor is an EPA-certified heavy-duty vehicle, according to section 1037.630(b)(2) of the CFR, the required EPA emission control information label includes a statement that the vehicle is certified as a vocational tractor.
F.6.6.3 Fleet requirements for a vocational tractor
As per paragraph 18(6)(a) of the regulations, when participating in the CO2 emission credit system, vocational tractors must to be grouped in a separate fleet of vocational tractors only.
For example, a company would group all vocational tractors of class 7 in their own separate fleet and these vehicles would be subject to the CO2 emission standard applicable for class 6 and class 7 vocational vehicles.
For details on the CO2 emission credit system and fleets, see section F.6.1 of this document.
F.6.6.4 Reporting requirements for a vocational tractor
Further to the information required for vocational vehicles, in the case of vocational tractors, the end of model year report must contain a statement by a company that it manufactured or imported vocational tractors that comply with the CO2 emission standards applicable to vocational vehicles, instead of those applicable to tractors [subparagraph 48(2)(b)(vi) of the regulations].
The end of model year report must also provide the number of vocational tractors that conform to the emission standards applicable to vocational vehicles for the model year of the report, as well as for the two previous model years [subsection 48(8) of the regulations].
For further details on reporting, see section H.2 of this document.
F.6.6.5 Records required for a vocational tractor
As per section 58 of the regulations, when a vocational tractor conforms to the emission standards applicable to vocational vehicles instead of tractors, the records that a company must maintain under the act must include the demonstration that the tractor meets the definition “vocational tractor”. See section H.1.9.3 for details on what may be considered for records.
F.7 Small volume exemption
The regulations set out, in section 17, a provision for a company that manufactures or imports a small volume of tractors and vocational vehicles.
A company has the option to exempt its vocational vehicles and tractors of a given model year from complying to the CO2 emission standards, provided that it is considered a small volume company under the regulations; to be considered as such, the company must meet the following criteria:
- the company manufactured or imported for sale in Canada less than 200 tractors and vocational vehicles in 2011, and
- its average number of tractors and vocational vehicles manufactured or imported for sale in Canada for the three most recent consecutive model years preceding the model year for which the exemption is requested is also less than 200
When a company elects to use this exemption, it is not exempted from the application of the regulations. If the tractors and vocational vehicles in question are not covered by an EPA certificate, they are exempted from complying with the CO2 emission standards set in subsection 26(1) or 27(1) of the regulations. If, on the other hand, these vehicles are covered by an EPA certificate, they are exempted from complying with subsection 13(4) of the regulations, which requires that the company participate in the CO2 emission credit system when its vehicles exceed the applicable CO2 emission standard. Engines in these vehicles are still required to comply with the applicable emission standards of the regulations.
When a company makes the election to be exempted under section 17 of the regulations, it is not allowed to use the CO2 emission credit system for any of its vehicles or engines of the model year for which it is exempted.
As set out in subsections 17(3) and (4) of the regulations, the company must also provide information relating to mergers or purchases of any company to be entitled to the exemption.
When a company elects to exempt its vocational vehicles and tractors as a small volume company, it must still provide an end of model year report. The report must state this election, as described in subparagraph 48(2)(b)(v) of the regulations. Furthermore, as set out under subsection 48(5) of the regulations, the end of model year report must contain the following information:
- the number of tractors and vocational vehicles that the company imported or manufactured in 2011 for sale in Canada
- the average number of tractors and vocational vehicles that the company manufactured or imported for sale in Canada for the three most recent consecutive model years preceding the model year of the report, and
- the number of tractors and vocational vehicles that the company manufactured or imported for sale in Canada for the model year of the report
For further details on reporting, see section H.2 of this document.
F.8 Vehicles manufactured in stages
Section 11 of the regulations contains requirements for heavy-duty vehicles manufactured in stages so that when a company alters a heavy-duty vehicle that is in conformity with the regulations in a way that may affect emissions, it must ensure that the vehicle still conforms to all applicable standards when the work carried out to alter the vehicle is completed.
A heavy-duty vehicle is altered when:
- the stated type of vehicle, among those referred to in subparagraphs 18(3)(a)(i) to (xiii) of the regulations, which corresponds to its applicable fleet, is no longer accurate, meaning that the alterations made to the vehicle changed the fleet in which the vehicles must belong and the applicable standard to which the vehicle must conform; for example, when a company changes the GVWR of a class 5 vocational vehicle to make it a vocational vehicle of class 6, an alteration is made to the vehicle
- the company alters the emission control system
- the company alters the engine configuration in a way that might affect emissions
- the company replaces any of the components of the vehicle that might alter the value of a parameter used in the GEM computer simulation model
If a company does not alter a vehicle in the above mentioned ways, the company has no obligation under the section 11 of the regulations for this vehicle.
If a company alters a heavy-duty vehicle in one of the above mentioned ways, the company must
- ensure that any label affixed to the vehicle by the previous manufacturer remains applied to the altered vehicle; labels may be the U.S. emission control information label, the compliance label and/or the national emissions mark, as the case may be
- apply to the altered vehicle an additional label that sets out the following information:
- the words “This vehicle was altered by / Ce véhicule a été modifié par”, followed by the name of the company that altered the vehicle
- the month and year during which the alteration was made to the vehicle
- the national emissions mark (the national emissions mark may also be displayed on a separate label applied immediately beside the U.S. emission control information label or the compliance label that was previously affixed on the vehicle), and
- the type of vehicle referred to in subparagraphs 18(3)(a)(i) to (xiii) of the regulations, if it differs from the type set out on the compliance label that was previously affixed on the vehicle or if the regulatory subcategory that is set out on the U.S. emission control information label is changed
- obtain and produce the evidence of conformity referred to in section 54 of the regulations for the altered vehicle, and
- provide an end of model year report as required by section 48 of the regulations
A company that alters a vehicle must not participate in the CO2 emission credit system with respect to that altered vehicle.
F.9 Engines or vehicles covered by an Environmental Protection Agency certificate of conformity and sold concurrently in Canada and in the U.S.
Under subsection 13(1) of the regulations, an engine or a vehicle that is covered by an Environmental Protection Agency (EPA) certificate of conformity and that is sold concurrently in Canada and in the U.S. must conform to the standards set out in the EPA certificate of conformity instead of the following standards set out in table 12 (see sections sectionH.1.3.2 and sectionH.1.3.3 for details on vehicles and engines sold concurrently). All other requirements of the regulations not listed must also be met (such as evidence of conformity, reporting, importation documents, notice of defect, etc.).
Vehicles and engines | Standards | Corresponding provisions of the regulations |
---|---|---|
Class 2B and class 3 heavy-duty vehicles and cab-complete vehicles (excluding those that meet the definition of a “vocational vehicle”) | Emission control systems | Section 14 |
Class 2B and class 3 heavy-duty vehicles and cab-complete vehicles (excluding those that meet the definition of a “vocational vehicle”) | Adjustable parameters | Section 15 |
Class 2B and class 3 heavy-duty vehicles and cab-complete vehicles (excluding those that meet the definition of a “vocational vehicle”) | Air conditioning systems | Section 16 |
Class 2B and class 3 heavy-duty vehicles and cab-complete vehicles (excluding those that meet the definition of a “vocational vehicle”) | N2O and CH4 emissions standards | Subsection 20(1) |
Vocational vehicles | Emission control systems | Section 14 |
Vocational vehicles | Adjustable parameters | Section 15 |
Vocational vehicles | CO2 emission standards | Subsection 26(1) |
Tractors | Emission control systems | Section 14 |
Tractors | Adjustable parameters | Section 15 |
Tractors | Air conditioning systems | Section 16 |
Tractors | CO2 emission standards | Subsection 27(1) |
Heavy-duty engines | Emission control systems | Section 14 |
Heavy-duty engines | Adjustable parameters | Section 15 |
Heavy-duty engines | N2O and CH4 emissions standards | Subsection 29(1) |
Heavy-duty engines | CO2 emission standards | Section 30 or subsections 31(1) or (2) |
In some cases, it is possible for the EPA to issue a certificate of conformity for an engine or a vehicle with emission levels above the applicable standard. Vehicles and engines certified under the EPA averaging provisions may not exceed the prescribed maximum emission level, that is, the family emission limits or family certification level, as the case may be.
If a vehicle or engine is covered by an EPA certificate, but not sold concurrently in Canada and in the U.S., it must comply with standards set out in table 12.
Page details
- Date modified: