§ 177.601. Definitions

 As used in this subchapter, the following words and terms have the following meanings unless the context clearly indicates otherwise:

   Careless recordkeeping—Failure to sign the emission inspection test report, missing or omitting required documentation supporting the issuance of a waiver as required by §  177.281 (relating to issuance of waiver) or data entry errors proven to have no influence on the outcome of the inspection.

   Faulty inspection—Failure to perform an emission inspection as required by this chapter or any other deviation in the testing procedure, provided that it can be demonstrated that the outcome of the inspection would have been different if the inspection had been performed properly.

   Fraudulent recordkeeping—A recordkeeping entry not in accordance with fact, truth or required procedure that falsifies or conceals one or more of the following:

     (i)   That a certificate of inspection was issued without compliance with the required inspection procedure.

     (ii)   The number of inspections performed.

     (iii)   The individuals or station that performed the inspection.

   Improper inspection—Failure to perform an emission inspection as required by this chapter or any other deviation in the testing procedure provided that it can be demonstrated that the outcome of the inspection would have been the same if the inspection had been performed properly.

   Improper recordkeeping—A recordkeeping entry that is not in accordance with fact, truth or required procedure.

 (a)  Schedule of penalties. The complete operation of an official emission inspection station shall be the responsibility of the owner. Failure to comply with the appropriate provisions of the Vehicle Code or this chapter will be considered sufficient cause for suspension of emission inspection privileges. In addition, violators are also subject to criminal prosecution. Every general, fleet or Commonwealth emission inspection station shall be subject to the following schedule of penalties and suspension:

 (b)  Assignment of points. If the station owner, manager, supervisor or other management level employee was without knowledge of the violation, the Department may permit the station owner to consent to the acceptance of a point assessment for the station in lieu of suspension.

   (1)  The station owner bears the burden of proving that the station owner provided proper supervision of the employee who committed the violation, but that the owner’s supervision could not have prevented the violation.

   (2)  By accepting the assessment of points the station owner waives the right to appeal the Department’s determination in the case to a court of record. If the station owner refuses to accept the point assessment, the Department will issue the suspension provided in this chapter for the offense committed.

 (c)  Point determination. When offering a point assessment, in lieu of a suspension, the Department will calculate points in the following manner:

   (1)  One point will be assessed for every month of suspension which the Department would otherwise impose.

   (2)  A point assessment will not exceed 8 points for a single violation.

   (3)  If an inspection station is currently serving a suspension for a violation of this chapter, no point assessment will be made.

 (d)  Point suspension. The Department will suspend the privileges of an official inspection station for an accumulation of points whenever the station accumulates 10 or more points.

   (1)  The first occurrence of an accumulation of 10 points or more shall result in a suspension for 2 months for each point over 9 points; the second occurrence of an accumulation of 10 points or more shall result in a suspension for 4 months for each point over 9 points; the third occurrence of an accumulation of 10 points or more shall result in a suspension for 6 months for each point over 9 points.

   (2)  The fourth occurrence for an accumulation of 10 or more points shall result in a permanent suspension.

   (3)  Only suspensions issued as the result of an accumulation of points shall be counted in determining whether a suspension for point accumulation’s is a second, third or fourth suspension.

   (4)  If the point record of a station has been reduced to zero, a subsequent accumulation of points that will result in the suspension of the station will be considered first, second, third and fourth suspensions.

 (e)  Voluntary discontinuance. A certificate of appointment will be cancelled by the Department whenever the owner voluntarily discontinues the operation of an emission inspection station. Remaining emission inspection materials shall be returned to the quality assurance officer upon request of the Department.

 (f)  Abandonment. A certificate of appointment will be cancelled by the Department, and inspection materials confiscated when the owner of record abandons the place of business and cannot be located.

 (g)  Sale of business. If an emission inspection station is sold or leased to a new owner, an application will not be considered while the station is suspended or restored pending an appeal of a suspension.

   The provisions of this §  177.602 amended November 21, 2003, effective November 22, 2003, 33 Pa.B. 5706; corrected July 21, 2006, effective February 7, 2004, 36 Pa.B. 3815. Immediately preceding text appears at serial pages (301944) to (301951).

 Emission inspectors shall assume full responsibility for their acts as emission inspectors. Failure to comply with the appropriate provisions of the Vehicle Code or this chapter will be considered sufficient cause for suspension of emission inspection privileges. A violator may also be subject to criminal prosecution. After providing the emission inspector with an opportunity for a hearing, the Department may impose suspensions or penalties upon the emission inspector according to the following schedule of offenses for violations:

 Certified repair technicians shall assume full responsibility for their acts as repair technicians. Failure to comply with the appropriate provisions of the Vehicle Code or this chapter will be considered sufficient cause for suspension of certified repair technician privileges to process requests for and to deliver waivers. A violator may also be subject to criminal prosecution. After providing the certified repair technician with an opportunity for a hearing, the Department may impose suspensions or penalties upon the certified repair technician according to the following schedule of offenses for violations:

ADDITIONAL VIOLATIONS

§ 177.605. Subsequent violations.

 If multiple violations are reviewed and considered at one Departmental hearing, the Department will impose separate penalties for each violation as required by the schedule of penalties. The Department may direct that a suspension be served concurrently or consecutively. Violations affecting more than one vehicle will be treated as separate violations.

DEPARTMENTAL HEARING PROCEDURE

§ 177.651. Notice of alleged violation and opportunity to be heard prior to immediate suspension.

 Prior to the immediate suspension of any official emission inspection station, certificate of appointment, emission inspector certification or certified repair technician, the Department shall, within 3 days, provide written notice of the alleged violation and the opportunity to be heard.

 (a)  Whenever an emission inspection station, inspector or certified repair technician is suspended or cancelled, the Department may order the surrender, upon demand, to a quality assurance officer or authorized representative of the Department, of the following items:

   (1)  Inspector certification card.

   (2)  Other items pertaining to the certification of the emission inspector to conduct vehicle emission inspections.

   (3)  Inspection records.

   (4)  Certificate of appointment.

   (5)  Signature cards.

   (6)  Unused certificates of emission inspection

   (7)  Unused I/M monthly inserts.

 (b)  Certificates of emission inspection and records confiscated as the result of an investigation will be retained by the quality assurance officer. Certificates of emission inspection and records confiscated as the result of a suspension will be returned to the Department. They will be returned if inspection privileges are restored or the station is reappointed.

RESTORATION AFTER SUSPENSION

§ 177.671. Restoration of certification of an emission inspector after
suspension.

 An emission inspector who has had the privilege to conduct emission inspections suspended shall have the certification restored as follows:

   (1)  A certified emission inspector who has been suspended for a Category 1 violation or on two or more occasions for a violation of Category 2 or Category 3 under this chapter may not have the certification restored unless the emission inspector obtains classroom instruction and passes a written test and a tactile test according to procedures established by the Department.

 (a)  Restoration after suspensions. Stations that have had their privilege to inspect suspended shall be restored as follows:

   (1)  Stations that have been suspended as a result of a point accumulation will have their point total reduced to six points upon restoration.

   (2)  Additional points assessed against the station since the last violation resulting in a suspension will be added to the point record unless the station has served an additional suspension under §  177.602(c)(3) (relating to schedule of penalties for emission inspection stations).

 (b)  Removal of points. Points assessed against a station shall be removed at the rate of two points for each 12 consecutive months in which the station has not had any additional violations charged against it that could result in additional points. The 12-month period starts at the date of the last violation resulting in points or from the date of restoration of a suspension resulting from an accumulation of points, whichever occurred last.

 (c)  Subsequent violations. Determination of second and subsequent violations is made on the basis of previous violations in the same category within a 3-year period.

 (d)  Multiple violations. In the case of multiple violations, considered at one time, the Department will impose separate penalties for each violation as required by the schedule. The Department may direct that a suspension be served concurrently. If the Department permits a station to accept points in lieu of a suspension, the points will be assigned for the more serious violation affecting each vehicle. Violations affecting more than one vehicle will be treated as separate violations.

 A certified repair technician who has had the privilege to process requests for waivers suspended shall have the certification restored as follows:

   (1)  A certified repair technician who has been suspended for a Category 1 violation or on two or more occasions for a violation of Category 2 under this chapter may not have the privilege to process requests for and deliver waivers restored unless the certified repair technician passes written tests according to procedures established by the Department.

   (2)  A certified repair technician who has been suspended for a Category 2 violation and has not been previously suspended for a violation of Category 2 under this chapter will have the privilege to process requests for and deliver waivers restored at the termination of the suspension.

REGISTRATION RECALL PROCEDURE FOR
VIOLATION OF § §  177.301—177.305 (RELATING TO
ON-ROAD TESTING)

§ 177.691. Registration Recall Committee.

 (a)  Composition. The Registration Recall Committee (Committee) of the Department will consist of a Vehicle Registration Section manager, an Emission Inspection Section manager and the Director of the Bureau or a designee.

 (b)  Frequency of meetings of Committee. The Committee will meet on the first Monday of each month and as needed.

 (c)  Basis of recalling registrations. The Committee will recall the vehicle registration when the following conditions are met:

   (1)  The contractor forwards documentation to the Department that a subject vehicle has failed to pass an on-road emissions test.

   (2)  The vehicle owner or operator of the vehicle has failed to produce within 30 days of the failure of the on-road emission test evidence that the vehicle has passed a retest or evidence of an emission test waiver.

 (d)  Determination of the Committee. Upon a determination by the Committee that the subject vehicle had failed an on-road emission test and that the owner or operator of the subject vehicle had failed to produce evidence of a correction of the failure or a waiver, the Committee will issue a letter to the owner or operator of the subject vehicle recalling the vehicle registration until proof of passing an emission test or receiving a waiver has been submitted to the Department.

 (e)  Appeal. An appeal from the recall of vehicle registration under this section shall be commenced consistent with Chapter 491 (relating to administrative practice and procedure).

APPENDIX A

Acceleration Simulation Mode: Pennsylvania Procedures, Standards, Equipment Specifications and Quality Control Requirements
§  1. ASM Exhaust Emission Standards and Calculations.

 (a)  ASM Emissions Standards

   (1)  ASM Start-Up Standards. The following standards shall be used for ASM tests performed until notice by the Department that the standards in subsection (2)(i) or (2)(ii) shall apply. The exhaust emission standards for the following model years are cross referenced by the number in the column in (a)(3) below:

       (A)   Light Duty Vehicles

       (B)   Light Duty Trucks 1 (less than 6,000 pounds GVWR).

       (C)   Light Duty Trucks 2 (greater than 6,000 pounds GVWR).

   (2)  ASM final standards.

     (i)   ASM equivalent test weight methodology. Upon notice by the Department in the Pennsylvania Bulletin, the following exhaust emission standards will be used for ASM tests performed. The exhaust emissions standards for the following model years are cross-referenced by the number in the column in (a)(3) below:

       (A)   Light Duty Vehicles.

       (B)   Light Duty Trucks 1 (less than 6,000 pounds GVWR).

       (C)   Light Duty Trucks 2 (greater than 6,000 pounds GVWR).

     (ii)   ASM vehicle engine displacement methodology. Upon notice by the Department in the Pennsylvania Bulletin, the exhaust emission standards used for ASM tests performed shall be in accordance with the following tables:

LDV Exhaust Emission Standards for the ASM 5015 test

LDT Exhaust Emission Standards for the ASM 5015 test

   All 5015 cut points are applied by the following method: The vehicle’s engine displacement in liters multiplied by the exhaust constituent (HC, CO, or NOx) levels in concentration (HC and NOx in ppm; CO in % ten second average values). This liter*concentration value is compared to the appropriate cut point and if the value is above the cut point the vehicle is considered having failed the test.

   (3)  ASM 2525 and 5015 concentration tables follow (although both 2525 and 5015 standards are shown, the Pennsylvania test consists only of the 5015 mode):

         (i)   ASM2525 and ASM5015 hydrocarbon (PPM C6) Table

 ASM2525 and ASM5015 Hydrocarbon (ppm C6) Table (cont.)

     (ii)   ASM2525 and ASM5015 Carbon Monoxide (%CO) Table

 ASM2525 and ASM5015 Carbon Monoxide (%CO) Table (cont.)

     (iii)   ASM2525 and ASM5015 Nitric Oxide (PPM NO) Table

 ASM2525 and ASM5015 Nitric Oxide (PPM NO) Table (cont.)

 (b)  ASM Test Score Calculation

   (1)  Exhaust gas measurement calculation.

     (i)   System response time

 The analysis and recording of exhaust gas concentrations shall begin 12 seconds after the applicable test mode begins, or sooner if the system response time is less than 12 seconds. The analyzing and recording of exhaust gas concentrations shall not begin sooner than the time period equivalent to the response time of the slowest transducer.

     (ii)   Sample rate

 Exhaust gas concentrations shall be analyzed at a minimum rate of once per second.

     (iii)   Emission measurement calculations.

 Partial stream (concentration) emissions shall be calculated based on a running 10-second average. The values used for HC(J), CO(J), and NO(J) are the raw (uncorrected) tailpipe concentrations.

 (c)  

     (iv)   Dilution correction factor.

 The analyzer software shall multiply the raw emissions values by the dilution correction factor (DCF) during any valid ASM emissions test. The DCF accounts for exhaust sample dilution (either intentional or unintentional) during an emissions test. The analyzer software shall calculate the DCF using the following procedure, and shall select the appropriate vehicle fuel formula. If the calculated DCF exceeds 3.0 then a default value of 3.0 shall be used.

 (a)

 Where [CO₂]_MEASURED and [CO]_MEASURED are the instantaneous ASM emissions test readings.

 (b)  Calculate [CO₂]_adjusted using the following formulas.

   (1)  For gasoline:

 (c)  RA = Relative humidity of the ambient air percent.

 (d)  PD = Saturated vapor pressure, MM HG at the ambient dry bulb temperature. If the temperature is above 86°F, then it shall be used in lieu of the higher temperature, until EPA supplies final correction factors.

 (e)  P_B = Barometric pressure, MM HG.

   (2)  Pass/fail determination.

 A pass or fail determination shall be made for each applicable test mode based on a comparison of the applicable short test standards and the measured value for HC, CO, and NO as described in Paragraph (b)(1)(iii) of this section. A vehicle shall pass the test mode if the emission values for HC, CO, and NO are simultaneously below or equal to the applicable short test standards for all three pollutants. A vehicle shall fail the test mode if the values for HC, CO, or NO, or any combination of the three, are above the applicable standards at the expiration of the test time.

   §  2. ASM short test procedure.

 (a)  General requirements

   (1)  Vehicle characterization.

     (i)   Vehicle type: LDGV, LDGT1, LDGT2, HDGT, and others as needed;

     (ii)   Chassis model year;

     (iii)   Make;

     (iv)   Model;

     (v)   Number of cylinders;

     (vi)   Cubic inch or liters displacement of the engine;

     (vii)   Transmission type; and

     (viii)   Equivalent test weight.

   (2)  Ambient conditions.

 The ambient temperature, relative humidity and barometric pressure shall be recorded continuously during the test cycle or as a single set of readings up to 4 minutes before the start of the driving cycle.

   (3)  Restart.

 If shut off, the vehicle shall be restarted as soon as possible before the test and shall be running at least 30 seconds prior to the start of the ASM driving cycle.

   (4)  Void test conditions.

   The test shall immediately end and any exhaust gas measurements shall be voided if the instantaneous measured concentration of CO plus CO₂ falls below 6% or the vehicle’s engine stalls at any time during the test sequence.

   (5)  Test time limit.

 The test shall be aborted or terminated upon reaching the overall maximum test time.

 (b)  Pre-inspection and preparation.

   (1)  Accessories.

 All accessories (air conditioning, heat, defogger, radio, automatic traction control if switchable, and the like) shall be turned off (if necessary, by the inspector).

   (2)  Exhaust leaks.

 The vehicle shall be inspected for exhaust leaks by test personnel. Audio assessment while blocking exhaust flow shall be acceptable. Vehicles with leaking exhaust systems shall be rejected from testing.

   (3)  Fluid leaks.

 Vehicles with excessive leaking engine oil, transmission fluid or coolant shall be rejected from testing.

   (4)  Mechanical condition.

 Vehicles with obvious mechanical problems (engine, transmission, brakes or exhaust) that either create a safety hazard or could bias test results shall be rejected from testing.

   (5)  Operating temperature.

 The vehicle shall be at proper operating temperature prior to the start of the test. The vehicle temperature gauge, if equipped and operating, shall be checked to assess temperature. Vehicles in overheated condition shall be rejected from testing.

   (6)  Tire condition.

 Vehicles shall be rejected from testing if tread indicators, tire cords, bubbles, cuts or other damage are visible. Vehicles shall be rejected from testing if they have space-saver spare tires or if they do not have reasonably sized tires on the drive axle or axles. Vehicles may be rejected if they have different sized tires on the drive axle or axles. In test-and-repair facilities, drive wheel tires shall be checked with a gauge for adequate tire pressure. In test-only facilities, drive wheel tires shall be visually checked for adequate pressure level. Drive wheel tires that appear low shall be inflated to approximately 30 PSI, or to tire side wall pressure, or vehicle manufacturer’s recommendation. Alternatively, vehicles with apparent low tire pressure may be rejected from testing.

   (7)  Emission sample system purge/hang-up.

 While a lane is in operation, the sample system shall be continuously purged after each test for at least 15 minutes if not taking measurements. If the HC reading, when the probe is sampling ambient air, exceeds 7 PPM C6 on an instantaneous measure, testing shall be prohibited. Testing may proceed after a determination is made that hang-up is less than 7 PPM C6 (that is, by eliminating the ambient background contribution to the measurement).

   (8)  Roll rotation.

 The vehicle shall be maneuvered onto the dynamometer with the drive wheels positioned on the dynamometer rolls, prior to restraining the vehicle and test initiation. The rolls shall be rotated until the vehicle laterally stabilizes on the dynamometer. Vehicles that cannot be stabilized on the dynamometer shall be rejected from testing. Drive wheel tires shall be dried if necessary to prevent slippage.

   (9)  Cooling system.

 When ambient temperatures exceed 72°F, testing shall not begin until the cooling system is positioned and activated. The cooling system blower shall be positioned to direct air to the vehicle cooling system, but shall not be directed at the catalytic converter.

   (10)  Vehicle restraint.

 Testing shall not begin until the vehicle is restrained. Any restraint system shall meet the requirements of §  3(a)(5)(ii). In addition, the parking brake shall be set for front wheel drive vehicles prior to the start of the test, unless parking brake functions on front axle or if it is automatically disengaged when in gear.

   (11)  Dynamometer warm-up.

 The dynamometer shall be in a warmed-up condition prior to official testing and use shall be locked out until it is warmed up. Dynamometers resting (not operated for at least 30 seconds and at least 15 mph) for more than 30 minutes shall pass the coast-down check specified in §  4(b)(1) prior to use in testing. Control charts may be used to demonstrate the need for less frequent warm- up.

 Testing cannot occur below 41°F.

   (12)  Analyzer warm-up.

 An emissions test shall not begin before the analyzer has been adequately warmed up. Turning on the analyzer for a time period of at least 4 times the period of time required to reach stability as demonstrated in the equipment certification (see §  7) shall constitute ‘‘warmed-up.’’

 (c)  Test sequence.

   (1)  The test sequence shall consist of a single ASM mode described in §  2(d) of this subpart. Vehicles that fail the first chance test as described in §  2(d) of this subpart shall receive a second chance test under §  2(e) of this subpart. The second chance test shall consist of a repetition of the mode or modes that were failed in the first chance test according to the conditions in §  2(e) of this subpart.

   (2)  The test sequence shall begin only after the following requirements are met:

     (i)   Load setting.

 Prior to each mode, the system shall automatically select the load setting of the dynamometer from a supplied look-up table.

     (ii)   Accessories.

 The vehicle shall be tested in as-received condition with all accessories turned off. The engine shall be at normal operating temperature.

     (iii)   Gear selection.

 The vehicle shall be operated during each mode of the test with the gear selector in drive for automatic transmissions and in second (or third if more appropriate) for manual transmissions for the loaded modes. Engine RPM shall be measured per §  3(d)(6).

     (iv)   Sample probe.

 The sample probe shall be inserted into the vehicle’s tailpipe to a minimum depth of 10 inches. If the vehicle’s exhaust system prevents insertion to this depth, a tailpipe extension shall be used.

     (v)   Multiple exhaust pipes.

 Exhaust gas concentrations from vehicle engines equipped with functionally independent multiple exhaust pipes shall be sampled simultaneously.

     (vi)   Automatic gas zero.

 The analyzer shall conduct an automatic zero adjustment using the zero gas specified in §  4(d)(iii).

     (vii)   Automatic zero adjustment.

 The zero adjustment shall include HC, CO, CO₂ and NO channels.

     (viii)   Ambient air and HC hang-up determination.

 The analyzer shall perform the automatic zeroing, O₂ calibration (if included) and ambient air reading, followed by an HC hang-up check. This process shall begin after initiation of data entry into the analyzer computer. The analyzer shall be locked out from testing until: (1) the ambient air (sampled through the probe) has less than 15 PPM HC and (2) the residual HC in the sampling system (probe sample—port sample) is less than 7 PPM.

     (ix)   Engine speed.

 For 1996 and newer vehicles equipped with Federal OBD systems or California OBD II systems, engine speed in RPM may be monitored by the standardized plug throughout the test. RPM readings shall be recorded on a second-by-second basis. In test-and-repair stations, engine speed shall also be monitored on all pre-1996 vehicles and recorded in the test record. For vehicles that are not equipped for OBD measurement, an alternative means of measuring engine speed (RPM) shall be provided.

 (d)  Overall test procedure.

 The test timer shall start (TT=0) when the conditions specified in paragraph (c)(2) are met. The dynamometer rolls reach 1.0 MPH due to the test vehicle’s initial acceleration for testing purposes, and the mode timer initiates as specified in paragraph (d)(2). The test sequence shall have an overall maximum test time of 290 seconds (TT-290). The test shall be immediately terminated or aborted upon reaching the overall maximum test time. The test mode in §  2(d)(3) may precede the test mode in §  2(d)(2).

   (1)  Preconditioning cycle.

 Vehicle preconditioning shall be performed prior to start of an official test. The preconditioning cycle must be approved by the Department. A state may waive the preconditioning requirement if it ensures that all vehicles are adequately warmed up prior to taking the final emissions measurements as described at §  1(b)(iii). The following preconditioning cycle is approved:

     (i)   The preconditioning timer shall start once the dynamometer has reached a speed of 15 or 25 mph (PT=0), consistent with the speed of the first test mode. The vehicle will continue to be operated for a maximum of 30 seconds at this speed within ±5 MPH and within ±10% of the wheel force tolerance specified in §  2(d)(2). The duration of the preconditioning cycle may be adjusted if a Department determines through the use of statistical process control methods that an alternative preconditioning cycle duration is adequate to ensure that vehicles are fully warmed up prior to testing. If the speed or wheel force fall above or below the tolerance, the preconditioning timer will reset to zero. Preconditioning time shall not be included in the overall maximum test time.

   (2)  ASM5015 mode.

     (i)   Mode timer.

 The mode timer shall start (MT=0) when the dynamometer speed (and corresponding wheel force) are maintained within 15±1.0 miles per hour for 5 continuous seconds. If the inertia simulation exceeds the tolerance specified in §  3(a)(4)(ii)(b) for more than 5 consecutive seconds after the mode timer is started, the test mode timer shall be set to TT=0. If this happens a second time, the test shall be aborted. The dynamometer shall apply the correct wheel force based on the required ASM horsepower load at 15 mph across the testing speed window (15±1.0 miles per hour) (that is, constant load over the speed range). The wheel force torque tolerance shall be ±5% of the correct wheel force at 15 MPH.

     (ii)   Look-up table.

 The dynamometer power shall be automatically selected from an EPA-supplied or EPA-approved look-up table, based upon the vehicle identification information described in §  2(a)(1). Vehicles not listed in the look-up table and for which ETW is not available shall be tested using the following default settings:

 If the dynamometer speed or wheel force falls outside the speed or wheel force tolerance for more than 2 consecutive seconds, or for more than 5 seconds total, the mode timer shall reset to zero and resume timing. The minimum mode length shall be determined as described in paragraph (d)(2)(iii). The maximum mode length shall be equal to 90 seconds elapsed time (MT = 90).

 If the speed at the end of the 10 second period is more than 0.5 mph less (absolute drop, not cumulative) than the speed at the start of the 10 second period, testing shall continue until the speed stabilizes enough to meet this criterion.

     (iii)   Pass/fail determination.

 The pass/fail analysis shall begin after an elapsed time of 22 seconds (MT = 22. A pass or fail determination shall be made for the vehicle and the mode shall be terminated as follows:

 (a)  The vehicle shall pass the ASM5015 mode and the mode shall be immediately terminated if, at any point between an elapsed time of 22 seconds (MT = 22) and 90 seconds (MT = 90), the 10 second running average measured values for each pollutant are simultaneously less than or equal to the applicable test standards described in paragraph (a).

 (b)  The vehicle shall fail the ASM5015 mode and the mode shall be terminated if paragraph (d)(2)(iii)(a) is not satisfied by an elapsed time of 90 seconds (MT = 90).

     (iv)   If ASM5015 is the first test mode, upon termination of the ASM5015 mode, the vehicle shall immediately begin accelerating to the speed required for the ASM2525 mode, if applicable. The dynamometer shall smoothly transition during the acceleration period and shall automatically reset to the load required for the ASM 2525 mode, if applicable, once the roll speed is achieved.

 (e)  Second chance tests.

   If a vehicle fails the 5015 test mode and completes all required test modes with emissions values for HC, CO and NO not greater than 150% of the applicable standard, the vehicle shall receive a second chance test for each failed test mode.

   (1)  If the vehicle fails the first-chance test, the test timer shall reset to zero (TT=0) and a second-chance test shall be performed, except as noted below. The second-chance test shall have an overall maximum test time of 110 seconds (TT=110) if one mode is repeated.

 NOTE: Maximum mode time:  90 sec.
+Maximum transition: 15 sec.
+DYNE stabilization:   5 sec.
           110 sec.

 12 sec. transport and 10 sec. averaging are included in the mode time as in the initial test.

   (2)  Repetition of failed modes for single mode ASM tests.

     (i)   If the vehicle is failing at the end of the mode, then the test mode shall not end at 90 seconds but shall continue for up to 180 seconds.

   §  3. ASM short test equipment.

 (a)  Dynamometer specifications.

   (1)  General requirements

     (i)   Capacity

 The dynamometer structure (for example, bearings, rollers, pit plates, and the like) shall accommodate all light-duty vehicles and light-duty trucks up to 9,000 pounds GVWR.

     (ii)   ASM load

 Dynamometer ASM load horsepower (HP5015_YY) shall be automatically selected based on the vehicle parameters in the test record.

     (iii)   Alternative design

 Alternative dynamometer specification or designs may be allowed upon a determination by the Department that, for the purpose of properly conducting an approved short test, the evidence supporting these deviations will not cause improper vehicle loading.

   (2)  Power absorption.

     (i)   Vehicle loading.

 The vehicle loading used during the ASM driving cycles shall follow the equation in paragraph (a)(2)(ii) of this section at 15. Unless otherwise noted, any horsepower displayed during testing shall be HP5015_YY.

     (ii)   HP calculation

 IHPXXXX_YY = THPXXXX-PLHP_ZZ-YY -GTRL_{@ZZ MPH-YY-} HPXXXX_YY = IHPXXXX_YY + PLHP_ZZ-YY

     (iii)   Range of power absorber.

 The range of the power absorber shall be sufficient to test all light-duty vehicles and light-duty trucks up to 9,000 pounds GVWR, using both the ASM5015 and ASM2525. The absorption shall be adjustable in 0.1 hp increments at both 15 mph and 25 mph.

     (iv)   Parasitic losses.

 The parasitic losses (PLHP) in each dynamometer system (such as windage, bearing friction and system drive friction) shall be characterized at 25 and 15 mph upon initial acceptance, and during each dynamometer calibration if required.

     (v)   Power absorber.

 Only electric power absorbers shall be used unless alternatives are approved by the Department.

 (vi)  Power absorber accuracy.

   The accuracy of the power absorber shall be 6.25 pounds of wheel force at 15 mph and 3.75 pounds of wheel force at 25 mph or ±2% of required wheel force, whichever is greater, in direction of rotation.

   (3)  Rolls

     (i)   Size and type.

 The dynamometer shall be equipped with twin rolls. The rolls shall be coupled side-to-side. In addition, the front and rear rolls shall be coupled. The dynamometer roll diameter shall be between 8.5 and 21.0 inches. The spacing between the roll centers shall comply with the equation in paragraph (a)(3)(ii) to within 0.5 inch and -0.25 inch of the calculated value. The parasitic power losses shall be determined as indicated in §  4(b)(1)(iv). Fixed dynamometer rolls shall have an inside track width of no more than 30 inches and outside track width of at least 100 inches. Rolls moveable from side-to-side may be used if adequate measures are taken to prevent tire damage from lateral vehicle movement and the dynamometer sufficiently accommodates track widths of the full range of vehicles to