Cummins Power Generation will conduct web seminars June 29 and July 15 concerning the EPA’s implementation of Phase III emission standards for gaseous engines that go into effect Jan. 1, 2011.
Phase III standards will impact the exhaust and evaporative emissions standards for all installed gasoline and LP generators. To assist OEMs who use generators in their vehicles, the one-hour seminars are intended to educate OEM engineers on how these new emissions will impact generator installation.
“Cummins Power Generation wants to assist OEMs to be fully prepared to minimize the impact come January,” said Ed Pickens, Cummins Power Generation marketing manager. “We’re particularly concerned that smaller OEMs who may not be familiar with similar California standards get the message and prepare for the changes. All customers need to be aware of the differences in the EPA vs. California Air Resources Board (CARB) emission rule implementation to prevent violations due to misunderstandings.”
The web seminars will be at 2 p.m. EDT June 29 and July 15. OEMs should register at http://now.cumminspower.com/content/CommercialMobileWebinar to participate.
Cummins Onan Generators is a brand of Cummins Power Generation, a subsidiary of Cummins Inc. , which manufactures, distributes and services engines, fuel systems, controls, air handling, filtration, emission solutions and electrical power generation. Headquartered in Columbus, Ind., Cummins serves customers in more than 160 countries through its network of 550 company-owned and independent distributor facilities and more than 5,000 dealer locations. The Cummins Onan brand is found on generators and products manufactured for the RV, marine, commercial, residential and portable generator markets.
Navistar International Corp. has withdrawn its lawsuit against the California Air Resources Board (CARB) following an agreement with CARB that addresses the issues that prompted the court action, according to a news release.
Navistar had sought a ruling in a San Francisco superior court declaring that CARB was improperly certifying 2010 diesel engines equipped with an aftertreatment system called SCR that is used to control emissions of oxides of nitrogen (NOx). The lawsuit charged that CARB was applying certification requirements which permitted SCR-equipped diesel powered trucks to operate for extended periods without any control of NOx emissions.
The requirements were contained in USEPA 2009 guidance documents which the lawsuit also charged had been adopted by CARB. A separate court action challenging USEPA’s 2009 guidance is still pending in Washington, D.C. In its lawsuit against CARB, the company charged, “The 2009 guidance allows engines to operate for multiple and lengthy periods of time with the NOx emission control SCR systems turned off, causing uncontrolled NOx to be discharged into the air.” The company asked the court to declare that CARB’s adoption of the 2009 guidance was null and void.
Navistar dismissed its lawsuit after reaching an agreement with CARB in which CARB agreed that the 2009 guidance documents are not its policy. CARB also agreed to convene a public workshop no later than August to address the issues Navistar raised. Navistar expects the workshop to produce an outcome that will eliminate the opportunity for SCR-equipped trucks to operate with uncontrolled NOx emissions for multiple and lengthy periods of time.
“We are pleased that CARB is taking this action and we look forward to participating in the workshop,” said Jack Allen, president of Navistar’s North American Truck Group. “We expect that our agreement with CARB will result in equal enforcement of the 2010 NOx requirements for all engine makers.”
Earlier this month, Navistar’s MaxxForce DT mid-range diesel engines and MaxxForce 13 big bore diesel engines were certified by CARB for model year 2010.
As of July 1 RV manufacturers who are selling into California should be purchasing hardwood plywood and composite core (HWPW-CC) that meets the .08 parts per million standard set by the California Air Resources Board (CARB).
They can, however, use HWPW-CC materials that don’t meet CARB standards providing RVs sold after Jan. 1, 2011, have CARB-certified HWPW-CC materials.
”This is the sell-through period,” said Bruce Hopkins, vice president of standards and education for the Recreation Vehicle Industry Association (RVIA). ”Manufacturers should be bringing in wood that is certified as soon as possible and selling the units that aren’t certified by Jan. 1, 2011.”
After that, all HWPW-CC material used to build RVs will need to be certified by an independent agency as meeting CARB requirements.
Although there are no federal standards for formaldehyde levels in RVs, RVIA last year adopted CARB formaldehyde standards as a membership requirement.
RVIA adopted CARB standards following a controversy involving travel trailers used in 2005 to house victims of the Gulf Coast hurricanes. A number of lawsuits are pending in federal court in Louisiana against RV builders by people who complained about health problems after extended stays in the trailers.
RVIA is treating California’s strict new law as a national standard because the state is the nation’s largest consumer of RVs. Trailers sold in all 50 states need to comply with the standards.
When fully implemented, manufacturers will be required to affix a label on their units certifying that they comply with CARB standards and that all contents, such as furniture and cabinets, also are compliant.
Manufacturers also are required to keep documentation on all wood products they buy and sell for at least two years in the event that CARB subsequently discovers any violation during its testing process, which begins at the retail level on dealers’ lots.
May 22, 2009 by Bob Ashley · Comments Off
With struggling American automotive manufacturers agreeing to work toward a dramatic increase in fuel economy over the next seven years, the Recreation Vehicle Industry Association (RVIA) finds its hands tied in efforts to realistically influence the outcome of any national energ Wind Power, Wind Turbine Blades, Home Wind Turbines-75% Comm. y-related issues.
That, says RVIA President Richard Coon, is why RVIA won’t be taking a more aggressive stand against the national CAFE standards proposed this week by President Obama.
“The RVIA doesn’t have any leverage,” Coon told RVBusiness. “We are still opposed to CAFE increases. We are just as adamant.”
In a press release earlier this week, RVIA urged Congress and the Obama administration to take into consideration the need the RV industry has for heavier tow vehicles.
Although Chrysler LLC is in bankruptcy and General Motors Corp. faces a June 1 deadline to restructure, automakers apparently have accepted standards laid out by the California Air Resources Board (CARB) and endorsed on Tuesday by President Obama.
Under the plan endorsed by President Obama that still needs to go through Congress and the regulatory process, cars and light trucks together would need to average 35.5 miles per gallon (mpg) by 2016 with car standards rising from the current 27.5 mpg to 39 mpg and light trucks increasing to 30 mpg from 24 mpg.
That has many in the RV industry worried that automakers soon won’t be building trucks with enough horsepower to tow larger travel trailers and fifth-wheels.
Coon said that RVIA will continue to work with a coalition that includes the Recreation Vehicle Dealers Association (RVDA), American Recreation Coalition (ARC), National Automobile Dealers Association (NADA), Alliance of Automobile Manufacturers and the SUV Owners of America to limit fuel-mileage increases outlined by Obama.
California’s air board was preparing to set its own standard by limiting tailpipe emissions on vehicles sold in that state, and 16 other states were considering adopting CARB-like standards.
“Not having all the states setting their own standards is a plus,” Coon said. “But when you look at the auto manufacturers, they’ve got big problems at the moment and CAFE just adds to their barrel of misery.”
The 2016 date would move up by four years standards signed by President Bush in 2008 requiring auto manufacturers to meet a fleet average of 35 miles per gallon by 2020.
Pickup and medium-duty trucks used for towing RVs are scheduled to be the target of a separate set of standards to be established by the National Highway Transportation Safety Administration (NHTSA).
The Recreation Vehicle Industry Association (RVIA) apparently has softened its opposition to more stringent vehicle mileage standards proposed Tuesday by President Obama that would mandate 39 mpg for cars and 30 mpg for light trucks by 2016.
In the past, RVIA has adamantly been against increasing CAFE standards set by the National Highway Safety Transportation Administration (NHTSA) — as have North American auto manufacturers.
In a press release today (May 21), however, RVIA simply urged Congress and the Obama administration to take into consideration the need the RV industry has for tow vehicles.
Facing the fact that the auto industry is apparently accepting of standards laid out by the California Air Resources Board (CARB) and endorsed by the president, RV makers appear to be lining up behind the program this time — with a caveat.
RVIA spokesmen were unavailable for comment beyond the release by RVIA President Richard Coon, the text of which is as follows:
RVIA is urging the Administration, Congress, the Environmental Protection Agency and the National Highway Traffic Safety Administration to strongly consider the ongoing need for adequately powered tow vehicles after President Obama’s proposal on Tuesday to cut new vehicle carbon emissions and raise mileage standards.
Under the proposed plan, both cars and light trucks would need to together average 35.5 miles per gallon (mpg) by 2016 with car standards rising from the current 27.5 mpg to 39 mpg and light trucks increasing to 30 mpg from 24 mpg.
A vehicle’s towing capability is a critical issue for the owners of towable products, and it is imperative that any new rules moving forward give consideration to towing attributes that will enable vehicle manufacturers to meet the need and demand for vehicles with heavy towing capability. In order to tow and stop safely, tow vehicles must have certain equipment, including a stronger transmission, a larger radiator to cool the transmission, heavy duty shock absorbers, heavy duty springs, larger tires and larger brakes. While these components add weight, they also provide safety, durability and capacity for towing.
This is a critical issue for the RV industry with towable units now making up approximately 85% of the RV market.
The goals of this newly proposed program need to be fairly balanced with the need for adequately powered and safe tow vehicles for consumers and the potential consequences on a great many industries – including the RV industry.
As an industry whose customers enjoy recreating in the Great Outdoors, we support conservation efforts aimed at preserving the quality of the environment, but serious review and discussion is needed as this proposal moves forward.