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•""':IX '";,»: 'ilii ijf 1 S,
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SECTION VII
CONTROL AND TREATMENT TECHNOLOGY
INTRODUCTION
This section briefly discusses the control and treatment tech-
nologies applicable to wastewater from MM&R processing opera-
tions. It also summarizes the effectiveness of treatment tech-
nologies observed at MM&R facilities during the sampling program.
Wastewater from MM&R operations is characterized by toxic organic
and toxic metal pollutants, oil and grease, total Suspended
solids and a variety of nonconventional pollutants (Section VI).
In addition, many MM&R operations result in large wastewater flow
rates, ranging from 14O,OOO to 32O billion liters per year
(37,OOO to 84.5 billion gallons per year). The total raw waste-
water flow estimated for MM&R facilities is 2.4 trillion liters
per year (63O billion gallons per year). It is estimated that
MM&R facilities generate raw wastewater containing 68 million
kilograms per year (kg/yr) (15O million pounds per year (lbs/yr))
of toxic metals, 16.5 million kg/yr (36.3 million lbs/yr) of
toxic organics (including cyanide), and 3,40O million kg/yr
(7,5OO million lbs/yr) of conventional pollutants. These esti-
mates are for about 3O percent of the facilities included in the
project area.
145
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.'• i •".;;».( ">Kt.: f
The types of control and treatment technologies most often found
at MM&R facilities include flow reduction, oil and grease
removal, and chemical precipitation of metals, followed by solids
separation and removal of sludge. These treatment technologies
have been found in other industrial categories with operations
similar to those in the MM&R project area and are proven to
effectively reduce metals, oil and grease, and solids loadings.
Oil and grease treatment technology may remove organic pollutants
incidentally but data were not available to show the extent of
removal.
The nature of unit operations used in MM&R processes allows for
several innovative pollution reduction techniques. Although a
typical MM&R process is comprised of a series of unit operations,
m
each unit operation generally is independent with respect to
process chemicals used (e.g., cleaners, solvents, lubricants,
coolants) and process wastewater generated. This allows the
approach for selecting appropriate control and treatment technol-
ogies to include pollution reduction at the source. Best manage-
ment practices (including waste reduction) and in-process flow
reduction are possibly viable techniques for reducing pollutant
loadings.
A detailed discussion of contr.ol and treatment technologies
applicable to wastewaters similar to those generated by MM&R
146
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operations is presented in Section.VII of the Nonferrous Metals
Forming Development Document. That section describes each
treatment technology and discusses its effectiveness at reducing
pollutant concentrations.
CONTROL AND TREATMENT TECHNOLOGY CURRENTLY IN USE
The data presented in Section V-6 (page 112) show that oil
separation, chemical precipitation and solids removal are the
most prevalent treatment technologies used by MM&R facilities.
These technologies are widely available, generally affordable,
and proven effective for wastewater treatment.
Analytical data were collected as part of the MM&R sampling
program (1986-1987) to evaluate the effectiveness of some of
these treatment technologies at reducing pollutant concentrations
in MM&R wastewaters. Specific technologies evaluated include
dissolved air flotation (used to remove oil and grease), alkaline
chlorination of cyanide, chemical reduction of chromium, and
chemical precipitation and sedimentation (for metals removal).
Table VI1-1 (page 152) shows a comparison of the treatment
effectiveness of these technologies as observed at the MM&R
facilities and at facilities in other categories. The treatment
147
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effectiveness concentrations shown for other categories are part
of the Combined Metals Data Base (CMDB).^
Alkaline chlorination of cyanide, and chemical reduction of
chromium were found to substantially reduce cyanide and chromium
concentrations to levels that are comparable to those shown to be
achievable in the CMDB. Chemical precipitation and sedimentation
of toxic metals was shown t,o be similarly effective. These
cyanide, chromium, and toxic metals analyses were based on data
collected at.an aircraft rebuilding facility.
Dissolved air flotation (DAF) was found to remove approximately
one-half of the oil and grease present in the raw process waste-
water at a railroad rebuilding facility. While DAF reduced oil
and grease concentrations, the concentrations after treatment
were much greater than the effluent concentration shown to be
achievable for oil and grease treatment (oil skimming technology)
in the CMDB. Additional treatment effectiveness concentration
data and a detailed statistical analysis would be needed to
,!, i, .. JJ, i |n .|, i , ;' , f , ".i
evaluate DAF as an effective technology for treating MM&R waste-
water.
Q
The Combined Metals Data Base is discussed in Section VII
of the Nonferrous Metals Forming Development Document.
148
-------
The MM&R sampling program did not include collection of data to
characterize the effectiveness of treatment technologies used for
removing organic pollutants from raw wastewaters generated by
MM&R operations. Organic pollutant treatment technologies have
been identified in other industrial categories regulated by
effluent guidelines (e.g., Organic Chemicals, Plastics, and
Synthetic Fibers), and may be applicable to MM&R wastewater. The
lack of treatment effectiveness concentrations for organic
pollutants in MM&R wastewater is a recognized gap in the current
database and.will need to be , filled prior to proposal and
promulgation.
ALTERNATIVE CONTROL TECHNOLOGIES
Alternate control technologies applicable to pollutant discharges
from MM&R operations include best management practices (BMPs) and
in-process flow reduction. Both techniques provide reduction in
pollutant loadings without a great financial burden on smaller
facilities. The alternative control techniques described below
are demonstrated at well-operated MM&R facilities and as such
could be viable regulatory alternatives for economically disad-
vantaged facilities.
BMPs are based on relatively simple techniques for controlling
pollutant discharges, such as pollution prevention and waste
149
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reduction. Pollution prevention techniques, such as, good house-
keeping practices and preventive maintenance, are measures that
prevent pollutants from entering process water at the unit
operation level. Two examples of good housekeeping practices are
dry floor cleaning and segregation of process solution spills
from floor drains. Preventive maintenance on processing equip-
ment averts leakage of oils, lubricants, or other process solu-
tions from entering process water during normal use. Preventive
maintenance also reduces the incidence ofequipment failure which
.could cause.significant releases of pollutants.
Waste reduction techniques, such as wastewater segregation and
material reuse and reclamation reduce the vo.lume of pollutant
discharge and decrease the amount of raw materials needed (e.g.,
cleaners, solvents, lubricants). Segregation of wastewaters with
high pollutant loadings from those with lower loadings or dif-
ferent pollutant characteristics can often result in significant
treatment and disposal cost savings. Also, certain segregated
streams may be more suitable for reuse than others.
BMPs can be tailored to specific process operations which gener-
ate pollution. The independent nature of many MM&R operations
allows application of BMP's to the level of control needed (i.e.,
BMPs can be applied to groups of operations or be written for
specific unit operations). This flexibility in control of
150
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pollutant discharges results in .increased cost effectiveness
since BMP's only would be applied to the operations where they
were needed.
Flow reduction is used commonly as an end-of-pipe pollution
reduction technique (e.g., reuse of treated wastewater).
In-process ("at the source") flow reduction affords several added
advantages. Recycle of process water increases the concentration
of pollutants in the raw wastewater and allows end-of-pipe
treatment systems to .remove pollutants more efficiently. Also,
recycle reduces the volume of wastewater requiring treatment,
resulting in savings on the capital and operating costs of the
treatment system. Other effective in-process flow reduction
techniques include use of multiple counterflow rinse tanks and
spray rinses. Also, inspection programs for processing tanks
result in timely discovery and repair of water leaks.
151
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TABLE VII-1
TREATMENT SYSTEM PERFORMANCE AT TWO MM&R FACILITIES
Dissolved Air Flotation (1)
Pollutant (2)
Cadmium
Copper
Lead
Zinc
Iron
O&G
O&G
O&G
TSS
TSS
TSS
DAF
Influent
(mg/1)
0.012
0.450
0.415
0.250
4.300
NA
525.000
NA
NA
420.000
NA
3
Effluent
(mg/1)
<0.005
0.075
<0.05
0.066
1.800
NA
210.000
NA
NA
200.000
NA
DAF 4
Influent Effluent
(mg/1) (mg/1)
0.008
0.210
0.250
0.380
17.000
100.000
220.000
85.000
380.000
450.000
220.000
<0.005
0.051
<0.05
0.018
1.600
120.000
51.000
66.000
90.000
90.000
30.000
CMBD (3)
(mg/1)
0.05
0.39
0.08
0.23
0.28
10.00
10.00
10.00
2.60
2.60
2.60
Oily Waste Treatment (4)
Pollutant (2)
Copper
Zinc
O&G
O&G
O&G
TSS
TSS
TSS
Influent
(mg/D
0.250
0.352
14.000
4.000
9.000
22.000
13.500
10.000
Effluent
(mg/1)
0.032
0.039
<1
2.000
4.000
14.000
1.000
1.000
CMBD (3)
(mg/1)
0.39
0.23
10.00
10.00
10.00
2.60
2.60
2.60
(1) Dissolved Air Flotation includes oil separation and chemical addition
(2) Data presented for metals are from one day of sampling, while data
presented for Oil and Grease (O&G) and Total Suspended Solids (TSS)
are from three days of sampling.
(3) CMBD-Combined Metals Data Base. See Section VII of the
Nonferrous Metals Forming Development Document
<4) Oily Waste Treatment consists of solids separation, oil separation
chemical precipitation and sedimentation, and biological treatment'
152
..I ! iilii: lill II i,"ii! '• i''
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SECTION VIII
CONTROL AND TREATMENT COSTS
INTRODUCTION
This section presents preliminary control and treatment costs
estimated for facilities in the MM&R project area. Costs were
developed so that a preliminary economic assessment and cost
effectiveness analysis could be performed (Section X).
Costs were estimated for 11 MM&R segments9 on a normal plant
basis. The large number of MM&R facilities and lack of suffi,-
cient data precluded estimation of costs for each facility. A
normal plant is a hypothetical arrangement of unit operations
designed to approximate the range of operations present in a
particular industrial segment. The methodology used to estimate
costs for the 11 MM&R segments is the traditional methodology
used for other effluent guidelines, and involves estimating
capital and annual operating costs for specific wastewater treat-
ment equipment (see below).
^Section III (page
considered for costing.
24) describes the MM&R segments
153
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COST ESTIMATION APPROACH
i : »' ! , ' ' • i , 'if ,,., 'i|: ' ,"• , : i ,
The approach used to estimate capital and annual operating costs
for the 11 MM&R segments is based on the methodology and cost
data presented in Section VIII of the Nonferrpus Metals Forming
Development Document. This approach was selected because the
wastewaters generated by MM&R operations have similar character-
istics as those generated by nonferrous metals forming opera-
tions. Therefore, the treatment technologies included in this
preliminary analysis for MM&R wastewaters are the same as those
selected for BAT in the Nonferrous Metals Forming regulations.
The methodology described in the Nonferrous Metals Forming
Development Document uses cost curves relating capital and annual
operating costs to wastewater flow for each piece of treatment
equipment. That document also presents the specific cost figures
for each piece of treatment equipment.
, ,, , , , i, „, , .
Normal Plants
As described above, treatment costs were calculated for each MM&R
segment on a normal plant basis. For this preliminary data
summary, a normal plant is defined as a hypothetical facility
which consists of all the unit operations known to be performed
in a segment. The normal plants are an approximation of real
'" ' i, , , • i ,, ' ' " ' lii '. ', , Ull'. , • I i "' ,' . „• '
plants based on the data available. The unit operations
>• •- .J- -154 ;'. -' " .' . " . '...
-------
comprising each normal plant were obtained from sampling visit
reports, site visit reports, data collection portfolios, and
telephone survey reports. If a;unit operation was reported in
any of these sources, it was included in the normal plant. This
approach accounts for the full range of operations and resultant
pollutant discharges found within a segment.
*
Table VII1-1 (page 160) presents a summary of the unit operations
comprising the normal plant for each segment. This table shows
which operations are present in the normal 'plant for each seg-
ment, as well as how many times the operations occur at the
normal plants. For example, Table VII1-1 shows that the normal
plant for the aircraft rebuilding segment has four acid cleaning
solution wastewater streams and three acid cleaning rinse waste-
water streams.
Treatment Technologies
Once the set of unit operations for each normal plant was deter-
mined, and the wastewater flows and pollutant concentrations
associated with each of these unit operations were defined, a set
of treatment technologies were evaluated and selected to reduce
pollutant loadings for each normal plant.
155
-------
As discussed in Sections V and VI, wastewater streams from MM&R
operations have substantial flows and contain high levels of oil
and grease, metals, and organic pollutants.
Treatment systems shown effective in treating these pollutants
were selected for the MM&R normal plants.
consist of the following technologies:
Treatment systems
o
o
o
o
o
o
o
Oil-water separation;
Cyanide precipitation (where appropriate);
Chromium reduction (where appropriate);
Equalization;
Chemical precipitation, including gravity settling;
Vacuum filtration for sludge from gravity settling; and
Multimedia filtration.
Contract hauling of sludges is included in these treatment steps.
Cyanide precipitation and chromium reduction preliminary treat-
ment technologies were included only for those streams with
treatable concentrations of cyanide and hexavalent chromium, as
appropriate. Additional costs for handling of hazardous sludge
from cyanide precipitation were also included.
These treatment technologies were chosen based on the character-
istics of the wastewater observed in the MM&R project area, the
current treatment in place at MM&R facilities (Section V), and
treatment technologies used in other regulated categories. The
MM&R wastewater characteristics, wastewater volumes, and treat-
ment in place are similar to those reported in other categories
156
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for. which effluent limitations guidelines were developed (e.g.,
Aluminum Forming, Copper Forming, Iron and Steel, Nonferrous
Metals Forming). The treatment technologies selected for MM&R
were based on these similarities.
It should be noted that the treatment technologies selected here
are those typically used to implement a mass-based regulation.
Although the possibility of using other regulatory approaches was
presented earlier (see Section IV), no costs were developed for
these alternative technologies.
A major data gap is recognized in the assessment of appropriate
treatment technologies. No treatment technologies were evaluated
that would be effective at removing organic pollutants. Some
removal of organic pollutants may occur during oil skimming for
removal of oil and grease; however, the extent of such removal is
not currently quantified. While there may be some incidental
removal of organic pollutants, the treatment technologies listed
above would result primarily in removal of oil and grease, toxic
and nonconventional metals, suspended solids, and other non-
organic nonconventional pollutants. In the process of developing
effluent guidelines for MM&R facilities, other treatment tech-
nologies will be evaluated for organics control. For example,
wet air oxidation is a practical treatment technology for low
volume wastewater streams with high concentrations of organic
157
-------
pollutants. The combination of additional treatment technologies
with management practices designed to minimize the amount of
organic pollutants entering the wastewater should fill this data
gap.
Cost Estimates
Following the methodology presented in Section VIII of the Non-
ferrous Metals Forming Development Document, and using the cost
data presented there, capital and annual operating costs for each
MM&R segment were calculated. Cost estimates are presented in
May 1988 dollars at the end of this section.
Cost estimates are affected by three major factors: the waste-
water flow to treatment, the pollutants in the wastewater, and
the treatment equipment currently in place at MM&R facilities.
These factors were presented in Section V of this document.
SUMMARY OF COSTS
Costs for direct and indirect dischargers are presented by
segment in Table VIII-2 (page 164).10 The estimated control and
10
A discussion of discharge status for MM&R facilities is
(Footnote Continued)
158
mi 'Hhii1 li „»
-------
treatment costs for the 11 MM&R segments are sufficiently high to
classify this project area as a major regulation. Costs of this
magnitude would require a Regulatory Impact Analysis (RIA), per
Executive Order 12291. However, cost reducing measures, such as
innovative and alternative wastewater management techniques and
waste reduction practices, were not estimated. The compliance
cost estimates presented represent costs for about 15 percent of
the total MM&R facilities (see Section III, page 25).
Table VII1-2 shows that aggregate compliance costs for indirect
dischargers are much larger than those for direct dischargers.
This was expected since available data showed that approximately
7O percent of the MM&R facilities are indirect dischargers.
Also, certain segments have much higher estimated compliance
costs than others (e.g., bus and truck rebuilding, automobile
rebuilding-maintenance, bus and truck maintenance, aircraft
rebuilding, and office machine manufacturing). Again, this was
expected since these segments discharge much more wastewater
(i.e., have higher wastewater flows) than the other segments.
(Footnote Continued)
presented in Section V (page 73). Direct dischargers are
facilities that discharge wastewater directly to surface waters
such as rivers, lakes, streams, etc. Indirect dischargers are
facilities that discharge to publicly owned treatment works
(POTW).
159
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Table VII1-1
NORMAL PLANT SUMMARY
Transportation Sector
Operation
Wet:
3. Acid Treatment:
a. Acid Cleaning
i. Solution
it. Rinse
b. Chemical Etching
i. Bright Dipping
- Solution
- Rinse
ii. Other (not specified)
c. Pickling
i. Solution
it. Rinse
5. Alkaline Treatment
a. Alkaline Cleaning
i. Solution
ii. Rinse
6. Anodizing
8. Barrel finishing
i. Solution
it. Rinse
12. Chemical Conversion Coating
a. Chromate Conversion
i. Solution
ii. Rinse
b. Phosphate Conversion
i. Solution
ii. Sending and Sealing
{{{.Rinse
14. Corrosion Preventive Coating
15. Disassembly
i. Engine Coolant
ii. Engine Fluids
HI.Miscellaneous
21. Grinding
22. Heat Treating
- Cooling Water
- Quench OU
27. Machining
28. Ketal Spraying
29. Painting
a. Electropainting
- Solution
- Rinse
c. Other
- Solution
30. Plating
a. Electroplating
i. Solution
ii. Rinse
b. Electroless Plating
32. Polishing
34. Rinsing
37. Solvent Oegreasing
i. Solution
ii. Rinse
Automobile Automobile, Bus,
Aircraft Aircraft Rebuilding- and Truck Parts Bus and Truck Bus and Truck
Rebuilding Maintenance Maintenance Rebuilding Rebuilding Maintenance
31
16
1
1
26
1
50
7
13
1
160
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Table VIII-1 (Continued)
NORMAL PLANT SUMMARY
Transportation Sector
Operation
39. Stripping
a. Paint Stripping
i. Solution
ii. Rinse
b. Plating Stripping
i. Solution
ii. Rinse
c. Other
i. Carbon Stripping
- Solution
• Rinse
ii. Silicons Stripping
-Solution
40. Testing
a. Dye Penetrant
i. Rinse
b. Hydraulic
41 Thermal Cutting
46. Miscellaneous
a. Air Pollution Control
b. Battery Wash
c. Coolant Flush
d. Flooruash
e. Laundry
Dry:
1. Abrasive Blasting
7. Assembly
8. Barrel Finishing
9. Brazing
10. Burnishing
11. Calibration
14. Corrosion Preventive Coating
15. Disassembly
21. Grinding
22. Heat Treating
24. Impact Deformation
27. Machining
28. Metal Spraying
29. Painting
32. Polishing
36. Soldering
39. Stripping
a. Paint Stripping
40. Testing
45. Welding
46. Miscellaneous
a. Coating-Oil
b. Thermal Cleaning
Aircraft
Rebui Iding
8
3
1
1
1
1
1
1
1
1
6
1
14
1
1
1
1
1
1
1
1
1
3
1
1
1
1
1
1
1
Automobile Automobile, Bus,
Aircraft Rebuilding- and Truck Parts Bus and Truck Bus and Truck
Maintenance Maintenance Rebuilding Rebuilding Maintenance
1
1
1
1
1 1
1 2 1 1
12 1
1111
1
1 1
1 1
1
1
1 1
2 2
1 2
1 1 1
1
1 2
1 1 1
161
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Table VIII-1 (Continued)
NORMAL PLANT SUMMARY
Transportation Sector (continued)
Office Machines Sector
Operation
Radiator
Rebuilding
for Automobiles, Railroad Railroad
Buses, and Trucks Rebuilding Maintenance
U«t:
3. Acid Treatment:
a. Acid Cleaning
i. Solution
ii. Rinse
b. Chemical Etching
i. Bright Dipping
- Solution
• Rinse
ii. Other (not specified)
c. Pickling
i. Solution
ii. Rinse
5. Alkaline Treatment
a. Alkaline Cleaning
i. Solution
ii. Rinse
6. Anodizing
7. Barrel Finishing
i. Solution
ii. Rinse
12. Chenical Conversion Coating
a. Chromate Conversion
i. Solution
ii. Rinse
b. Phosphate Conversion
i. Solution
ii. Bonding and Sealing
iii.Rinse
14. Corrosion Preventive Coating
15. Disassembly
i. Engine Coolant
ii. Engine Fluids
iii.Miscellaneous
21. Grinding
22. Heat Treating
- Cooling Water
- Quench Oil
27. Machining
28. Metal Spraying
29. Painting
a. Electropainting
- Solution
- Rinse
c. Other
- Solution
30. Plating
a. Electroplating
i. Solution
ii. Rinse
b. Electroless Plating
32. Polishing
34. Rinsing
37. Solvent Decreasing
i. Solution
ii. Rinse
Office Office
Machine Machine
Rebuilding Manufacturing
16
6
10
10
130
162
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Table VII1-1 (Continued)
NORMAL PLANT SUMMARY
Transportation Sector (continued) Office Machine* Sector
Operation
Radiator
Rebuilding •
for Automobiles, Railroad Railroad
Buses, and Trucks Rebuilding Maintenance
Office
Machine
Rebuilding
Office
Machine
Manufacturing
39. Stripping
a. Paint Stripping
i. Solution
ii. Rinse
b. Plating Stripping
i. Solution
ii. Rinse
c. Other
i. Carbon Stripping
- Solution
- Rinse
ii. Silicone Stripping
-Solution
40. Testing
a. Dye Penetr&nt
i. Rinse
b. Hydraulic
41. thermal Cutting
46. Miscellaneous
a. Air Pollution Control
b. Battery Wash
c. Coolant Flush
d. Flooruash
e. Laundry
Dry:
1. Abrasive Blasting
7. Assembly
8. Barrel Finishing
9. Brazing
10. Burnishing
11. Calibration
14. Corrosion Preventive Coating
15. Disassembly
21. Grinding
22. Heat Treating
24. Impact Deformation
27. Machining
28. Metal Spraying
29. Painting
32. Polishing
36. Soldering
39. Stripping
a. Paint Stripping
40. Testing
45. Welding
46. Miscellaneous
a. Coating-Oil
b. Thermal Cleaning
163
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Table VIII-2
SUMMARY OF TREATMENT COSTS FOR DIRECT AND INDIRECT DISCHARGERS *
Direct Dishargers
Indirect Dischargers
Segment
Transportation Sector:
Aircraft Maintenance
Aircraft Rebuilding
Automobile RebuiIding-
Maintenance
Automobile, Bus, and
Truck Parts RebuiIding
Bus and Truck Maintenance
Bus and Truck Rebuilding
Radiator RebuiIding-
Maintenance for Automobiles,
Suses, and Trucks
Railroad Maintenance
Railroad Rebuilding
Office Machines Sector:
Office Machine Manufacturing
Office Machine Rebuilding
Total
Annual Cost
$1.200,000
$24,000,000
$94,000,000
Capital Cost
$1,400,000
$25,000,000
$150,000,000
Annual Cost
$12,000,000
$260,000,000
$920,000,000
Capital Cost
$13,000,000
$310,000,000
$1,500,000,000
$1,400,000
$5,700,000
$14,000,000
$59,000,000
$53,000,000
$120,000,000
$3,800,000
$220,000
$310,000
$14,000,000
$24,000
$310,000,000
$75,000,000
$260,000,000
$10,000,000
$620.000
$680,000
V.
$25,000,000
$110,000
$550,000,000
$500,000,000
$1,300,000,000
835,000,000
$2,300,000
$3,200,000
$160,000,000
$260,000
$3,200,000.000
$680,000,000
$2,700,000,000
$100,000,000
$6,400,000
$6,700,000
$250,000,000
$1,200,000
$5,600,000,000
* Costs shown are in Hay, 1988 dollars. Costs account for treatment already in place in each
segment.
164
,.,.", i if" ' 'if.'-. llvi. Hi l'i!:l!lii. i " I ''!,'• '•. ••! V1!", I • :' i OIRhliiiiiii'i'i i ,i! i
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SECTION IX
RAW WASTEWATER LOADINGS AND POLLUTANT REDUCTION ESTIMATES
INTRODUCTION
This section presents the preliminary raw wastewater pollutant
loadings and pollutant reduction estimates for the MM&R project
area. It also presents the approach taken for estimating the
loadings and pollutant reduction values.
Raw wastewater pollutant loadings were estimated to measure the
extent of potential environmental contamination as a result of
MM&R operations. Pollutant reduction estimates were calculated
to indicate the effectiveness that treatment technologies have on
limiting pollutant discharges. Also, preliminary loadings and
pollutant reductions were estimated so that a preliminary eco-
nomic impact analysis and cost effectiveness analysis could be
performed (see Section X).
As discussed in Section III (page 24), pollutant loadings were
estimated initially for .11 industrial segments consisting of
transportation and office machine facilities engaged in rebuild-
ing and maintenance operations (10 segments) and manufacturing
operations (one segment). These segments included 147,OOO
facilities or 15 percent of the current MM&R project area. The
remaining facilities, primarily engaged in manufacturing, were
165
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grouped in a miscellaneous sector. The approach was to apply
pollutant loadings for transportation and office machines to the
entire project area based on the ratio of number of facilities.
Once the pollutant loading estimates were completed for the 11
segments, a comparison of manufacturing and rebuilding loadings
for office machines showed that the manufacturing loadings were
up to five orders of magnitude greater than would be estimated
using the ratio of facilities.
The approach was revised. The 278,OOO MM&R facilities were
placed in sectors according to industrial boundaries using
four-digit SIC codes.11 The result was 15 sectors and 43
segments (31 manufacturing and 12 rebuilding and maintenance).
The original transportation sector was realigned and divided into
six sectors: motor vehicle, bus and truck, aircraft, space,
railroad, and ship. The facilities within these new sectors
corresponded to those in the original transportation sector.
•','•• »• ' ' -, • i, " . i ' „ '' ' IN
Therefore, this realignment does not affect the economic
11 At. the time the pollutant loading analysis was conducted,
the Dun & Bradstreet list contained approximately 278,000 MM&R
facilities. This figure only represented facilities with more
than nine employees. After the analysis was completed, new data
became available that showed there were approximately 97O,OOO
MM&R facilities, including those with nine employees or less (see
page 26).
166
••/>s'.;'''('i , i1 "'i'"1-''',;'";i*',..'1* "
frAMi:- iAi! ,j.|:i''..n F'!i,T.'.!•••"'; Si '
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-------
and environmental impact analyses. Pollutant loadings for
manufacturing segments were estimated based on data from
manufacturing facilities identified in the Machinery and
Mechanical Products category record and in Bureau of Census
publications. Limited budget resources prevented revision of the
cost estimates.
RAW WASTEWATER LOADINGS
Tables IX-1 (page 180) and IX-2 (page 181) present the raw
wastewater pollutant loadings for the original 11 MM&R segments
and 38 of the 43 segments, respectively. Data were not available
to estimate loadings for five rebuilding and maintenance seg-
ments. Loadings for the following groups of pollutant parameters
are shown: Total Toxic .Organics (including cyanide), Total Toxic
Metals, Total Wonconventional Organics, Total Nonconventional
Metals, Total Other Nonconventionals, and Total Conventionals.
Tables IX-1 and IX-2 show that MM&R wastewaters have more toxic
metals present in raw wastewater than toxic organics and that
MM&R wastewaters contain a large amount of conventional pollu-
tants (total suspended solids and oil and grease).
For comparative purposes, Table IX-3 (page 186) presents raw
wastewater pollutant loadings from other metals industrial
167
-------
categories. Figure IX-1 (page 191) illustrates this comparison,
showing that the quantity of toxic and conventional pollutants in
MM&R raw wastewaters is greater than raw wastewaters from all
other metals categories, except Iron and Steel and Metal Finish-
ing.
The pollutant loading analysis did not quantify the amount of
pollutants currently discharged by MM&R facilities. Current
discharge loadings were approximated by the raw wastewater
loadings for several reasons.
1. Sufficient data on the pollutant removals achieved by
treatment in place at MM&R facilities were not available.
2. In the absence of national regulations, permit writers
traditionally direct state and federal resources toward
larger, more visible facilities. MM&R is characterized by
numerous, diverse facilities, including many small
facilities that are not generally visited by permit writers.
Thus, these small facilities are likely to discharge
wastewater untreated.
3. State and local regulations are believed to be less strin-
gent and not as strictly applied to MM&R facilities as the
type of national regulations applied to facilities in other
point source categories generating wastewater loadings
comparable to MM&R loadings. For example, POTWs may require
oil and grease concentrations in a plant effluent to be 50
mg/1, independent of wastewater flow (which leads to the
possibility that compliance may be achieved by dilution).
Other effluent guidelines for categories similar to MM&R
have only provided a discharge allowance of 10 mg/1 for oil
and grease for only those operations that generate oily
wastewaters, thus regulating concentration and flow.
4. The Domestic Sewage Study (discussed in Section III, page
17) highlights the relatively large load of wastewater
toxics currently discharged by MM&R facilities to POTW.
This corroborates the estimates presented here, which were
developed independently from the Domestic Sewage Study.
168
-------
APPROACH FOR ESTIMATING RAW WASTEWATER LOADINGS
The approach for estimating raw wastewater pollutant loadings had
two phases. In the first phase, pollutant loadings were esti-
mated for the original 11 segments using data collected during
the MM&R sampling program and from prior effluent guideline
regulation records (Section V, page 60). In the second phase,
pollutant loadings for 31 manufacturing segments were estimated
based on data from the Machinery and Mechanical Products category
record. Both phases of the approach are described below.
Pollutant Loadings for First Phase
The approach used to estimate raw wastewater loadings for the 11
MM&R segments is the traditional methodology used for developing
effluent guidelines (Section X of the Nonferrous Metals Forming
Development Document). This methodology was selected because the
wastewaters generated by MM&R operations are similar to those
generated by nonferrous metals forming operations. The methodol-
ogy involves estimating wastewater loadings as the mass of
pollutants generated by a specific group of unit operations known
as a normal plant. Normal plants are hypothetical arrangements
of unit operations designed to approximate the range of
169
-------
operations present in each segment. The development of normal
plants is described in Section VIII (page 154).
For the 11 industrial segments, raw wastewater pollutant loadings
were calculated for the wastewater streams from unit operations
as the product of the concentration (mg/1) and the flow rate
(1/yr) for each pollutant. The unit operation raw wastewater
loadings were then added together to estimate the raw wastewater
loadings for the normal plants.
Raw wastewater loadings for the 11 industrial segments were
calculated by scaling the normal plant loadings up to the segment
level on a production-normalized basis. Scaile up was calculated
on a stream-by-stream basis, since individual streams had dif-
ferent production values. The scale-up factors were calculated
as number of units or fleet size (e.g., number of aircraft,
number of office machines) serviced or manufactured in the
segments divided by the number of units or fleet size serviced or
manufactured at the normal plants. The data available did not
1 ''«!."" i ,'"! : ii ; , .:"•
allow scale-up factors to be calculated on a mass or production
basis for each unit operation and associated wastewater stream.
For toxic and nonconventional organic pollutants measured more
than once in a given wastewater stream, the maximum reported
concentration measured for each organic pollutant was used to
170
-------
calculate the loadings. This approach was taken since there were
limited organics data available and the detection limits for
organic analyses of MM&R wastewaters were higher than method
detection limits.
12
This appears to overstate the raw wastewater loadings for organic
pollutants. However, the data do not allow inferences about how
representative the wastewater characteristics at the sampled
plants are compared to all other MM&R plants. It is not known if
the sampled plants represent the better plants or plants that do
not consciously strive to reduce wastewater loading in the
absence of regulations. When considering the full spectrum of
plants within the MM&R project area, it is believed that the
sampled plants represent the better plants. They were sampled
after searching for plants exemplifying well-operated technolo-
gies in terms of both process techniques and end-of-pipe treat-
ment practices. These plants were also sampled on a voluntary
basis, partly acknowledging their willingness to demonstrate
their confidence and pride in their wastewater management and
treatment practices (i.e., they had nothing to hide).
12See page 72.
171
-------
This approach for estimating pollutant loadings is also supported
by the interchangeability of toxic organic pollutants in metal
processing and the diversity of process chemicals containing
organic pollutants used by MM&R facilities (see Section V, page
72). Using the maximum concentration of organic pollutants
considers the full range of organic pollutants present in MM&R
wastewaters. For metals, non-conventional (other than organic),
and conventional pollutants, the mean concentration was used to
calculate the loadings, since these pollutants do not exhibit the
same interchangeability as organlcs.
Pollutant Loadings for Second Phase
. ,: , , ., , . ,'• • .
For 31 manufacturing segments, raw wastewater pollutant loadings
were calculated using concentration and wastewater flow data
compiled for each of the four-digit SIC codes comprising the
industrial segments. Two sources of data were used:
o 1982 Department of Commerce "Water Use in Manufacturing";
and
o Draff Development Document for Effluent Limitations Guide-
lines and Standards of Performance for the Machinery and
Mechanical Product Manufacturing Point Source Category, June
1975 (M&MP report).
The 1982 Department of Commerce (DOC) report presents data by
four-digit SIC code on water and wastewater discharges in MM&R
manufacturing facilities.
172
-------
The 1975 M&MP report presents concentration data for 12 subcat-
egories, which are based on groups of manufacturing unit opera-
tions, not SIC codes. Mine of the 12 subcategories pertain to
MM&R. One or more of the nine subcategories characterize each
four-digit SIC code. The M&MP report also presents the percent-
age of facilities within each SIC code that fall within each
subcategory. For each SIC code, this percentage was used to
compute a factor for scaling the wastewater flow attributable to
each subcategory.
Within an SIC code, pollutant loadings estimated for each subcat-
egory were the product of the process wastewater discharge flow,
the scaling factor, and the pollutant concentration. Subcategory
loadings were then added to calculate the total pollutant loading
for the SIC code. The total pollutant loading from a MM&R
segment is the sum of the loadings from applicable SIC codes.
The total pollutant loading from a MM&R sector is the sum of the
loadings from the applicable MM&R segments.
173
-------
' "il
POLLUTANT REDUCTION ESTIMATES
The preliminary pollutant reductions estimated for direct and
indirect dischargers in each of the 11 MM&R segments as a result
of applying treatment technologies are presented in Tables IX-4
and IX-5 (pages 188 and 19O), respectively. The treatment tech-
nologies selected for the 11 segments are presented in Section
VIII (page 156). These reduction estimates are based on 147,000
facilities or 15 percent of the number of facilities in the MM&R
project area. Reduction estimates are presented for the follow-
ing groups of pollutant parameters: Total Toxic Organics
(including cyanide), Total Toxic Metals, Total Nonconventional
Organics, Total Nonconventional Metals, Total Other Nonconven-
tionals, and Total Conventionals. These pollutant removal
estimates should be revised after more data are acquired on raw
wastewater loadings and on the type and effectiveness of treat-
ment technologies on MM&R wastewaters.
When considered along with other information presented in this
preliminary data summary, several conclusions can be drawn from
the data presented in Tables IX-4 and IX-5 that provide a better
understanding of the MM&R project area. First, it should be
pointed out that the amount of toxic pollutants generated and
discharged by indirect dischargers (Table IX-5) is greater than
the amount of hazardous pollutants discharged by MM&R facilities
174
-------
estimated in the Domestic Sewage Study (see Section III, page
20). The DSS estimated that manufacturing facilities engaged in
equipment manufacturing and assembly, electroplating, and metal
finishing discharge approximately 8,900 kkg/yr of toxic pollu-
tants to POTW. The DSS did not report the number of facilities
represented by this estimate. The MM&R estimates show that
approximately 13,OOO kkg/yr of toxic pollutants are discharged to
POTW. This estimate is based on only about 50 percent of all
MM&R facilities, but unlike the DSS, includes facilities engaged
in rebuilding and maintenance as well as manufacturing.
Second, these tables show much greater raw wastewater loadings
for indirect dischargers than for direct dischargers. As dis-
cussed in Section V, 70 percent of MM&R facilities discharge
wastewater to POTW, while only 1O percent discharge wastewater to
surface waters. Further, many MM&R facilities which discharge
wastewater to POTW are small facilities, and these small facili-
ties, in aggregate, contribute a large amount of the pollutant
loading. These facts, combined with the large amount of toxic
metals and volatile organics shown to be generated by indirect
dischargers, have severe implications for POTW, which are cur-
rently being studied by various parts of the Agency. The large
metal loadings may become part of the sludge generated by POTW,
which may then hinder sludge management alternatives for POTW.
The volatile organic loadings may be emitted by the aeration
175
-------
basins at POTW, and contribute to ozone formation in the lower
11 ' n '• ' "" ' ""li, ' !i|! ' ' ii ' • , ' ''"''„' ,'• ' i'1 :,!'„!'
atmosphere or ozone depletion in the stratosphere. The overall
toxics loadings from MM&R facilities may contribute to the
toxicity of the POTW effluent, and contribute to forcing a POTW
to undergo a toxics reduction evaluation (THE), at great expense
to the municipality. All of these impacts on POTW would be
greatly lessened if national regulations were put in place that
would achieve removals (at the MM&R facility) equal to or greater
than those shown on Table IX-5 for indirect discharging MM&R
facilities.
Finally, these tables show that the treatment technologies
preliminarily selected for MM&R would effectively remove metals
and other conventional pollutants.
It should be noted that the pollutant reduction estimates pre-
sented in this section do not quantify the amount of pollutants
currently being removed by in-place treatment technologies.
Based on the available data characterizing treatment in-place at
MM&R facilities, very little removal of pollutants from raw
wastewaters is currently being achieved. As a result, most of
the pollutants generated by MM&R unit operations currently are
being discharged without treatment to either surface waters or
POTW.
176
-------
APPROACH FOR ESTIMATING POLLUTANT REDUCTION
The approach used to estimate pollutant removals for the 11 MM&R
segments is the traditional methodology used for developing
effluent guidelines. Pollutant removals are traditionally
estimated as the difference between the mass of pollutants
generated and the mass of pollutants discharged following the
application of best available control and treatment technologies.
The mass of pollutants discharged after treatment is calculated
as the product of the wastewater flow and.the treatment effec-
tiveness concentrations for a specific set of treatment tech-
nologies. As discussed in Section VIII, the technologies pre-
liminarily selected for MM&R include oil skimming, chemical
precipitation, sedimentation, and multimedia filtration. Cyanide
precipitation and chromium reduction preliminary treatment are
included if appropriate. For the MM&R estimates, the treatment
effectiveness concentrations for these technologies were concen-
trations used to develop effluent guidelines for categories
similar to MM&R.1^ A complete description of the traditional
methodology used to estimate pollutant removals is presented in
^Treatment effectiveness concentrations were taken from the
Combined Metals Data Base (CMDB), which is discussed in Section
VII of the Nonferrous Metals Forming Development Document.
177
-------
Section X of the Nonferrous Metals Forming Development Document.
This methodology was selected because the wastewaters generated
by MM&R operations are similar to thosegenerated by nonferrous
metals forming operations.
SUMMARY
Raw wastewater pollutant loading estimates show that MM&R facili-
ties generate 68 million kilograms per year (150 million pounds
per year) of toxic metals, 16.5 million kg/yr (36.3 Ibs/yr) of
toxic organics,11* and 3,400 million kg/yr (7,50O million Ibs/yr)
of conventional pollutants (TSS and oil and grease). Figure IX-1
(page 191) presents these preliminary loadings for MM&R along
with pollutant loading estimates for other metals industrial
categories already regulated. Figure IX--1 shows that the raw
wastewater pollutant loadings for the MM&R project area are
slightly higher than the loadings for the other categories, with
the exceptions of the Iron and Steel and the Metal Finishing
Categories. This shows that MM&R operations generate more
pollutants than other point source categories previously selected
for regulation.
'^Cyanide is grouped with toxic organic pollutants for this
analysis.
178
-------
Preliminary pollutant reduction estimates are presented for the
original 11 segments in Tables IX-4 (page 188) and IX-5 (page
190) for direct and indirect dischargers, respectively. These
tables demonstrate that application of the treatment technologies
would result in significant pollutant removal, particularly for
toxic metal and conventional pollutants. These tables show that
96 percent of toxic metals, and 99 percent of conventional
pollutants, can be removed with treatment.
No removals occur for toxic organic pollutants because treatment
technologies specifically designed to remove organic pollutants
were not included in the MM&R treatment scheme (see page 156,
Section VIII). For the purpose of these tables, cyanide is
grouped with toxic organic pollutants. Since cyanide in waste-
water generated by electroplating operations in the aircraft
rebuilding segment is removed by the preliminary MM&R treatment
scheme, pollutant removals are shown under toxic organic pollu-
tants for the aircraft rebuilding segment.
179
-------
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185
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Table |X-3
SUMMARY OF RAW WASTEWATER LOADINGS FOR
OTHER METALS INDUSTRIAL CATEGORIES
CATEGORY: SUBCATEGORY
ALUMINUM FORMING:
Rolling with Neat Oils
Extrusion
Forging
Drawing with Neat Oils
Drawing with Emulsions
BATTERY MANUFACTURING:
Cadmium
Calcium
Lead
Leclanche
Lithium
Magnesium
Zinc
Total Toxic
Metals
(kg/yr)
252,000
To.tal. Toxic
Organics and
Cyanide
(kg/yr)
4,700
Conventional
Pollutants
(kg/yr)
5,018,000
1,
1,
18,502
193,948
17,457
20,500
1,445
811,000
194,242
8
604,930
5,570
3.7
160
5,678
1,668
2,576
125
183
145
36
36
._
--
--
--
--
--
1,473,000
2,676,000
366,000
382,000
121,000
9,736,000
295,000
47
9,390,000
44,298
157
1,592
5,310
COIL COATING:
Aluminum
Canmaking
Galvanized
Steel
307,000
45,000
: ",i,P . ,,: 'H' ,„ f ,,,, , ,„ |
104,000,000
205,123
31,710
50,401
20,181
2,995
39,800
120
1,736
668,667
103,000,000
100,259
663,479
IRON AND STEEL:
Coke Making
Sintering
Iron Making
Steel Making
Vacuum Degassing
Continuous Casting
Hot Forming
Salt Bath Descaling
Pickling
Cold Forming
Alkaline Cleaning
Hot Coating
106,000,000
117,000
290,000
31,000,000
20,000,000
606,000
523,000
44,500,000
170,000
6,700,000
300,000
6,100
1,900,000
22,000,000
7,500,000
44,000
14,000,000
10,800
332,000
1,100
12,405,000,000
5,630,000
2,700,000,000
2,300,000,000
1,800,000,000
4,600,000
27,000,000
5,450,000,000
454,000
10,000,000
103,000,000
4,090,000
METAL FINISHING:
73,816,000
16,757,000
NOT REPORTED
186
-------
Table IX-3 (Continued)
SUMMARY OF RAW WASTEWATER LOADINGS FOR
OTHER METALS INDUSTRIAL CATEGORIES
CATEGORY: SUBCATEGORY
NONFERROUS METALS FORMING:
Lead-Tin-Bismuth
Magnesium
Nickel-Cobalt
Precious Metals
Refractory Metals
Titanium
Uranium
Zinc ,
Zirconium-Hafnium
Metal Powders
Total Toxic
Metals
(kg/yr)
346,000
262
16,911
103,837
170
354
797
62
221,977
15.5
1,239
Total Toxic
Organics and
Cyanide
(kg/yr)
41,000
.6
.11
.09
, 67
.03
.77
.09
40,372
640
3.13
Convent ional
Pollutants
(kg/yr)
784,000
5,990
3,626
543,139
14,763
64,500
47,400
12,874
24,853
10,115
56,436
NONFERROUS METALS MANUFACTURING: 2,610,000
Primary Aluminum 70,516
Secondary Aluminum 20,896
Primary Copper 48,939
Secondary Copper 9,462
Primary Lead 4,880
Primary Zinc 1,805,875
Metallurgical Acid Plants 161,635
Primary Tungsten 8,888
Primary Columbium - Tantalum 80,243
Secondary Silver 36,000
Secondary Lead 73,721
Primary Antimony 17,584
Primary Molybdenum fie Rhenium 73,670
Secondary Nickel 1,687
Primary Precious Metals
and Mercury 50,447
Secondary Precious Metals 144,144
Secondary Tin 804
Primary and Secondary Titanium 512
Secondary Uraniua 173
161,000
159,870
739
1.5
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18
265
9
31,971,000
21,715,230
721,263
49,946
4,080
275,231
398,678
491,565
.89,571
2,353,016
31,602
4,139,370
9,144
53,817
933,533
3,353
80,316
508,815
111,000
' 1,089
187
-------
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'mi ' ,!„ 'I ! ,i! I,,,,
-------
SECTION X
ECONOMIC ASSESSMENT
The U.S. EPA is considering development of effluent guidelines
for the Machinery Manufacturing, Rebuilding, and Maintenance
(MM&R) industries. At this time, the scope of the potential
regulation is very broadly defined to include facilities related
to transportation, office machines, electronic and electrical
equipment and machinery, laboratory and medical instruments, and
other miscellaneous manufacturing and repair. In total, there
are almost 200 four-digit SIC codes, which could potentially be
covered by these regulations. Almost 97O,OOO facilities could be
covered by an effluent guideline.1^ Due to the large number of
SIC codes potentially covered by these regulations, it is not
possible to examine all of them in this preliminary analysis.
The analysis presented here focuses on the transportation and
office machine sectors only. This chapter describes the economic
1^Table X-1 (page 307) presents a list of segments defined by
four-digit SIC codes with preliminary counts of the number of
facilities in each SIC code. These counts, which total 969,710
facilities, are taken from Dun & Bradstreet. They are based on
primary SIC code only and include all facilities with one or more
employees.
193
-------
''"I 'in1: ' "!,!• i', 'I! !",,' '..' , lh,
'"'.ili'i !i , " ' " 'HI! "VibW'in'!!'!' ' ",• I'l' W1 JiCllli1 :;illli::'"P .liF'i
and financial characteristics of and preliminary economic impacts
on these two sectors.
For purposes of this analysis, the transportation sector includes
the manufacture, rebuilding and maintenance of motor vehicles,
aircraft and railroad equipment. Shipbuilding and associated
functions are not addressed at this time. The office machinery
sector includes the manufacture, repair and maintenance of
duplicating machines, typewriters, electronic computing equip-
ment, calculating and accounting machines and other office
machines.
In the pages that follow, we present a preliminary economic
assessment of eleven industry segments Included in these two
sectors. This section discusses the types of products and
services provided by each of the transportation-related segments
potentially covered by the regulation and presents available
published data describing their economic and financial character-
istics. The section also presents preliminary estimates of
economic and financial impacts that might occur as a result of
effluent treatment costs. Similar information is presented for
the office machine sector on page 246. The effect of the
,,' ' ' •: •• i •' ,„ ' , :'' •"' " , 'i',1 „• a "I!1!,,,""',, " , ! , • ,'ii1 . .,, Jij'l „ X' „.,,. "• ,„"' YII'".., '. ,,i,
regulation on military contracting is discussed on page 256.
Limitations of the analysis are discussed on page 28O. Finally,
the cost-effectiveness analysis is presentesd on page 285.
194
-------
It should be noted that since this is a preliminary analysis,
treatment cost estimates were not available for all industry
components potentially covered by the regulation. Therefore, the
economic profiles are more inclusive than the impact estimates
and attempt to cover all transportation and office machine
segments. The impact estimates correspond to those segments
covered by the technical analysis and the resultant treatment
cost estimates. Descriptions of differences in coverage between
the profiles and the impact estimates for each industrial segment
are included .in the appropriate section.
TRANSPORTATION
Transportation is a broad industry classification which can be
disaggregated by mode - highway, rail, air and water. Highway or
motor vehicle travel can be further split into automobile,
motorcycle, truck, and bus. As indicated above, the MM&R trans-
portation sector includes facilities which (1) manufacture
transportation equipment and components; (2) rebuild, repair,
maintain or otherwise service motor vehicles on a retail basis or
as part of another retail operation (e.g., new car dealers); and
(3) rebuild, repair, maintain or otherwise service transportation
equipment in the course of providing transportation services.
The following subsections are organized by mode of transportation
and by type of industry (manufacturing, retail trade or service)
195
-------
"i •/, 'JP'ji"1- ; Ilil/i ''In
within each subsection. Where applicable, an effort has been
made to identify those segments which provide a significant share
of goods or services to the military.
,„ , "!!l '• 1,'il ,•' ;],l*" ,
Motor Vehicle Transportation
Highway or motor vehicle transportation includes all firms which
1 ' • . ,. i. HI'1 . ,'"l"i, '.' • ,' :' , ', . : , 1. ' • '
manufacture or service any type of motor vehicle. Within the
manufacturing group, products range from automobiles, motorcy-
cles, trucks and buses to tanks and tank components. The retail
trade component includes both motor vehicle dealers and rental
agencies, as well as gasoline stations and repair shops. The
third group, transportation services, includes bus and taxi
service as well as local and long distance trucking. The
segments contained in each of these groups are described briefly
below.
Economic and Financial Characteristics
Vehicle Manufacturing
On the manufacturing side, the motor vehicle category includes
those establishments which produce:
o Components, such as carburetors (SIC 3592) or electri-
cal equipment (SIC 3694). Carburetor rebuilding is
included as part of SIC 3592.
196
,1 ",„>:.»! >;
-------
o Motor vehicle bodies for . automobiles (SIC 3711). and
trucks and buses (SIC 3713), as well as motor vehicle
parts and accessories, including engines (SIC 3714),
and truck trailers (SIC 3715).
o Motorcycles (SIC 3751) and travel trailers and campers
(SIC 3792).
o Tanks and tank components (SIC 3795). These are
presumably for military purposes only.
o Miscellaneous transportation equipment (SIC 3799).
This includes such items as golf carts, snowmobiles and
trailers.
As shown in Table X-2 (page 315), some of these segments have
grown over the past fifteen years while others have contracted or
remained relatively stable.17 Increasing competition from
imports has led to a decline in sales of domestically-produced
passenger cars, resulting in reductions in the value of shipments
of automobile manufacturers (SIC 3711) and suppliers (SICs 3694 -
Engine Electrical Equipment and 3714 - Motor Vehicle Parts and
Accessories). (Note that SIC 3592 - Carburetors, Pistons, Rings
and Valves also provides parts for other types of transportation
equipment, such as aircraft. Hence, its sales have remained
l6Unlike some manufacturing SIC codes, SIC 3795 (Tanks and Tank
Components) does not have finer product group codes to
distinguish military and non-military products.
17A11 dollar values presented in this chapter are reported in May
1988 dollars. This was done to ensure consistency between
economic and financial data and the treatment cost estimates
derived by the technical analysis. For ease of reference, these
May 1988 dollars are referred to as simply "1988 dollars".
197
-------
relatively steady.) This fall in product demand, coupled with a
move towards increased automation and robotics, has. caused a
substantial decline in employment. For example, production
worker employment in automobile manufacturing (SIC 3711) fell by
approximately 3O percent between 1972 and 1982; the value of
shipments decreased by about 20 percent over this ten year time
period.
18
In additionto measures of size such as revenues andemployment,
Table X-2 also presents specialization and coverage ratios. The
specialization ratio shows the percentage of revenues derived
from products in that SIC code relative to total product revenues
for establishments classified in that SIC code. The coverage
ratio depicts the percentage of total revenues from the sales of
products in that SIC by establishments in that SIC relative to
' |! 'i i
sales of products in that SIC by all establishments. For
:'• _ ' ,' .:lil i I "
example, establishments in SIC 3711 (Motor Vehicleand Car
Bodies) tend to be highly specialized in the production of motor
vehicles and car bodies; their specialization ratio has remained
1 fl
The Census of Business, conducted every five years by the
Department of Commerce, is the most consistent source of compre-
hensive data by detailed segment (i.e., four, five, six or
seven-digit SIC codes). The most recent data are for 1982. Data
from the next Census, which will cover 1987, will be available
for manufacturing industries in mid-1989. Release of data for
trade and service industries has not yet been scheduled; however,
they are expected to be available sometime in 1990.
198
-------
at 95 to 96 percent over the 1972 to 1982 period. In addition,
these establishments produce 99 percent of all products covered
by this SIC code. These ratios provide interesting information
in and of themselves and can also be used to estimate the total
value of shipments of products in a given SIC code.
Sales of domestic truck and bus bodies and truck trailers also
fell between 1972 and 1982. While imports may explain a small
portion of this decline, particularly in the light truck segment,
the economic slowdown of 1980 to 1982 and deregulation as
required by the Motor Carrier Act of 1980 (MCA) are more likely
answers.20 Trucking services and, hence, vehicle purchases tend
to follow the cyclical behavior of the economy. More recently,
the demand for trucking services and, therefore, for trucks, has
increased as a result of general economic growth. In addition,
the initial perturbation caused by deregulation is subsiding and
use in estimating product-specific revenues is discussed
in greater detail on page 2O9 - Preliminary Economic Impact
Assessment.
2OThe MCA relaxed regulatory barriers into the trucking industry
and provided for price competition among carriers. While this
resulted in market entry, it also caused a number of inefficient
carriers to exit from the industry. In addition, the MCA
permitted backhauls, i.e., carrying cargo on the return trip,
which effectively increased existing trucking capacity.
199
-------
the market is beginning to stabilize.21 However, as remaining
inefficient trucking firms or owner-operators continue to leave
the industry, the supply of used vehicles will increase, reducing
sales of new vehicles.22
While much of the motor vehicle manufacturing segment has been
experiencing a contraction, SIC 3795 (Tanks and Tank Components)
has been expanding — probably due to increased defense spending.
, '•, •: ' ,' ',. '.,'; "' ' '.f'li .-'' 1't 'l ;. ', •"' ' " r'SOS ! MJ i'
Between 1972 and 1982, the value of shipments (in constant 1988
dollars) increased by a factor of four — from $729.5 million in
1972 to almost $2.5 billion in 1982. Total employment rose from
about 6,000 to 18,000 and the number of establishments doubled.
Capital expenditures increased from $8.3 million (in constant
1988 dollars) in 1972 to $121.9 million in 1982.
The generally poor performance of the early 1980's is also
reflected in the profit-to-sales ratios shown in Table X-3 (page
316). Looking at data for 1982 to 1986 shows that automobile
manufacturers' profit ratios reached a low in 1983, but rebounded
' ' ' .,,.,.
See Nicholas A. Glaskowsky, Effects of Deregulation on Motor
Carriers. Eno Foundation for Transportation, Westport,
Connecticut, 1986, p. 69. This 1986 publication acknowledges
that "deregulation of the motor carrier industry is pretty much
complete."
22 " ' " " ' '' '" '" ' ' ' ''.••' ••• '' '•'
"U.S. Department of Commerce, U.S. Industrial Outlook. 1988,
p.38-6. ' '
200
-------
in 1984. They have remained relatively constant at about 4
percent of sales between 1984 and 1986. According to Business
Week, 1987 profit to sales ratios for the big three domestic
automobile manufacturers ranged from 3.5 to 6.5 percent. Ford
led with 6.5 percent, followed by Chrysler at 4.9 and General
Motors with 3.5 percent.2^
On average, firms in SIC 3713 (Truck and Bus Bodies) experienced
a loss in 1983 and made a very small profit in 1984. After that,
conditions seem to have improved; profits averaged over 4 percent
of sales in both 1985 and 1986.
Retail Trade
The retail trade segment includes those establishments which
sell, service, or rent automobiles, trucks, motorcycles and
recreational vehicles. Fifteen four-digit SIC codes are covered,
as follows:
o Dealers of new and used cars (SICs 5511 and 5521),
motorcycles (SIC 5571), recreational and utility
trailers (SIC 5561) and other motor vehicles such as
dunebuggies, snowmobiles, or go-carts (SIC 5599). Many
establishments in these industries also operate vehicle
repair and maintenance facilities.
23»Top 1OOO" (American Companies based upon Market Value.)
Business Week. April 15, 1988.
201
-------
Gasoline* service stations (SIC 5541) which include
establishments primarily engaged in selling gasoline
and lubricating oils. Many of these do motor vehicle
repairs.
Rental of passenger cars (SIC 7512), trucks (SIC 7513)
and recreational vehicles and utility trailers (SIC
7519). Maintenance and repair of rental fleet vehicles
is generally done at these establishments.
Repair shops, including general automotive repair (SIC
7538) and services (SIC 7549), as well as top and body
repair (SIC 7531), automotive paint (SIC 7535), parts
repair (SIC 7539) and welding shops (SIC 7692).
Table X-4 (page 317) presents available Census information on
sales and employment that can be used to assess changes in the
number and size of these, establishments over time.2** As shown
there, the number of new car dealers decreased from about 32
thousand in 1972 to approximately 27 thousand in 1982. Note that
these include dealers of both foreign and domestic vehicles.
More recent estimates indicate that the number of establishments
fell to about 25 thousand in 1984 and has since remained rela-
tively constant.25 Sales increased by about 18 percent between
1972 and 1977, but then, in 1982, fell back to their 1972 levels.
They have since regained ground and are expected to reach about
$300 billion in 1988.
Census of Retail Trade and the Census of Service Industries
do not publish data on capital expenditures, specialization or
coverage ratios.
25U.S. Department of Commerce, U.S. Industrial Outlook. 1988, p.
61-8. *
202
-------
Both used car sales (by used car dealers) and motorcycle sales
have remained relatively constant. The number of used car
dealers increased slightly between 1972 and 1982, while the total
number of employees fell, suggesting a drop in the average number
of employees per establishment. On the other hand, both the
total number of motorcycle dealers and their total , employment
increased over the ten year period to maintain an average of
about six employees per establishment.
The number of gasoline service stations fell dramatically --
probably as a result of the gas crises of the 197O's. In 1972,
there were over 226 thousand gasoline service stations. This
number fell to about 176 thousand in 1977 and to 136 thousand in
1982. The drop in employment was considerably smaller — about
2O percent between 1972 and 1982. Sales increased by almost 4O
percent.
According to Census data, the number of general automotive repair
shops (SIC 7538) increased slightly between 1972 and 1977, but
fell dramatically in 1982.26 (See Table X-M). Sales remained
relatively stable over the period, however, fluctuating between
$7 and $8 billion. Both the number and revenues of automotive
2^This decline is also evidenced in data from the 1984 Job
Service Analysis, Hunter Publishing Company, Des Plains, IL.
203
-------
parts and repair shops (SIC 7539) have grown consistently since
1972. This classification includes establishments specializing
in the repair of specific parts, e.g., radiators, transmissions,
brakes, carburetors. The fact that it has grown while general
automotive repair has declined suggests a trend toward special-
ization.
Profit-to-sales ratios are lower for the distribution-related
establishments (SIC 55) as compared with the automotive service
group (SIC 75). (See Table X-5, page 319.) Before tax profits
represent about 1 to 2 percent of sales for,new car dealers (SIC
5511), gasoline service stations (SIC 5541) and motorcycle
dealers (SIC 5571). Profits-to-sales ratios for used car dealers
(SIC 5521) and establishments selling recreational and utility
trailers are slightly higher — ranging from 1.1 to 2.8 percent
*. •' ' ' '• 1 •• i
of sales.
Establishments renting cars and trucks (SICs 7512 and 7513) have
been earning profits ranging from 5 to 7 percent of sales. The
remaining service categories shown on Table X-5 have profit
margins in the 3 to 6 percent range.
204
-------
Transportation Services
This group includes establishments whose primary function is to
move people or goods over our nation's highways. Since these
establishments must maintain and repair their vehicles, they are
considered within the scope of the potential guidelines.
Specific segments covered include:
o Local and suburban passenger transportation by bus or
subway (SIC 4111), by limousine, van, ambulance or
hearse (SIC 4119), by taxi (SIC 4121).
o Intercity and rural highway bus transportation (SIC
4131).
o Local and non-local bus charter service (SICs 4141 and
4142).
o School buses (SIC 4151).
o Bus terminals (SIC 4171) and maintenance facilities
(SIC 4172).
o Local trucking without storage (SIC 4212) and with
storage (SIC 4214).
o Non-local trucking (SIC 4213) and trucking terminals
(SIC 4231).
The Census does not cover these segments in great detail.
Consistently available data include only the number of establish-
ments and employment for selected four-digit SIC codes. These are
presented in Table X-6 (page 320). As can be seen from the
table, the number of establishments engaged in local and suburban
transit (SIC 4111) remained remarkably stable between 1972 and
1982, varying by less than 3 percent. Employment increased by 2O
2O5
-------
percent, however, raising the average number of employees per
establishment from about 3O in 1972 to 37 in 1982. In intercity
highway transportation, both the number of establishments and
employment remained relatively steady. The average facility has
about 50 employees.
Employment in taxi cab operations fell from over 1O4 thousand
employees in 1972 to under 44 thousand in 1982— a decline of
about 58 percent. The number of establishments decreased by
approximately 25 percent. This may be explained by the sharp
increases in gas prices during the 197O's.
»'" • ; 1 if",, ,:!»-' !:
The number local and long distance trucking facilities increased
by about 10 percent over the 1972 to 1982 period;employment
increased by an equivalent proportion. However, the 1982 data do
not reflect fully the effects of trucking deregulation. The
Motor Carrier Act of 1980 (MCA), whichrelaxed entry requirements
- - , , ',. , i- it i ,' . -ill Mi"., [• i '.i' •,' , • -I ,, •. r ,,' •!.. •„.;.., ,»! i :,r
and permitted (encouraged) price competition, has had a signifi-
cant impact on intercity carriers (SIC 4213).
Intercity carriers can be divided into two principal segments:
(1) Truckload (TL) - These carriers transport freight,
generally for a single shipper on a for-hire basis, in
truckload-sized lots. They go from a single origin^ to
a single destinationand are characterizedby small
firms and owner-operators. Financial barriersto entry
are relatively low as is technology, both in terms of
equipment and labor skills required.
206
-------
(2) Less-than-Truckload (LTL) - Firms in this group carry a
number of less-than-truckload consignments for many
different shippers on a given trip. In order to operate
profitably, an LTL carrier must sort a large number of
small shipments by origin, destination and time of
delivery and combine those with common routings into
truckload-sized lots. To do this requires an extensive
network of terminals with adequate warehouse space and
organization (e.g, a management information system).
For this reason, financial and technological barriers
to entry are high and LTL carriers tend to be consider-
ably larger than truckload operators.
To a large extent, these two segments serve two different
markets. While LTL carriers may transport freight in truckload
lots, TL carriers will seldom handle less-than-truckload lots.
The MCA has had significant effects on each of these segments.
The ease of entry into the TL segment initially resulted in many
new entrants — about 12,000, according to one source
27
This
caused intense price competition and a resultant decline in real
prices for truckload shipments. LTL rates also dropped sharply,
particularly in the early 198O's. Much of the initial rate
decrease can be attributed to low shipper demand and excess
industrial capacity caused by the 1980-1982 recession. However,
the downward pressure on LTL rates remains as LTL carriers
attempt to be among the survivors of the "industry shakeout".
.. 28
27Glaskowsky, Effects of Deregulation on Motor Carriers, p. 1O,
28Ibid
2O7
-------
The impacts of the MCA, coupled with insurance premium increases
of 72 percent and 29 percent in 1985 and 1986, respectively, has
resulted in severe financial pressure and a substantial increase
in the number of business failures.2^ The number of failures for
intercity carriers rose from 549 in 1984 to 714 in 1985, almost
thirteen times the number of such failures in 1978.3°
Table X-7 (page 322) presents profit-to-sales ratios available
from Robert Morris Associates (RMA). Of the five SIC codes for
which data are available, operating school buses (SIC 4151)
appears to be the most profitable, with an average profit margin
of about 6 percent. Profitability in intercity bus transporta-
tion (SIC 4131) has been falling since1983. This may reflect
competition from other modes, such as air, where some fares
dropped significantly over this time period as a result of
deregulation.
Since the demand for freight transportation depends upon the
level of economic activity, it is not surprising that their
, .- , ,! '' I, " I , • • !• : . i . -. •, ' J "I '. •'• "if Hi:::,
profit margins tend to follow the economic cycle. Both local
and long distance trucking saw lower than average profits
"if iii::;,1"*. ft .'•.:» mi;.1
2"u.S. Department of Commerce, U.S. Industrial Outlook. 1987.
30Op.Cit.. p. 8.
2O8
V<,IW ., •'<
-------
in 1983. Profit margins recovered in 1984 and have generally
remained in the 3 to 5 percent range.
31
Preliminary Economic Impact Assessment
This section presents a preliminary assessment of the economic
and financial impacts that might occur as a result of regulating
effluents of motor vehicle-related industries engaged in MM&R.
Since the technical analysis and the costs were developed on a
process basis, they do not, in general, correspond to SIC codes.
Rather, they relate to specific processes or activities which
take place in a given segment. Table X-8 (page 323) shows the
general relationships between the processes that were used in the
technical analysis and the SIC codes discussed above. Note,
however, that in most cases, segment-level costs and, therefore,
impacts, do not include all of the four-digit SIC codes shown in
the table.
The preliminary impact analysis presented below is based on the
industry segment effluent treatment costs and has, in general,
disregarded SIC codes. For purposes of comparing treatment costs
to segment revenues and profits, an attempt has been made to
31
Profit margins for TL vs. LTL carriers are not available from
secondary sources.
2O9
-------
develop estimates of revenues and profits that correspond to the
segments used in the technical analysis. Impacts were estimated
for five motor vehicle-related segments, including:
(1) Automobile Rebuilding and Maintenance
(2) Automobile, Bus, and Truck Parts Rebuilding
(3) Bus and Truck Rebuilding
(4) Bus and Truck Maintenance
(5) Radiator Rebuilding and Maintenance
Each is discussed below.
Automobile Rebuilding and Maintenance
This segment has been defined to include those facilities which
rebuild or maintain automobiles. As indicated by Table X-7,
these generally include service stations, auto repair shops, auto
dealers and auto rental agencies. Segment treatment costs were
estimated based on the number of service bays in the universe (as
defined by the 1984 Job Service Analysis) relative to the number
of service bays at the normal plant. (SeeSection VIII.) This
universe includes approximately 1,88O,OOO service bays spread
across service stations, independent repair shops, new car and
truck dealers and self-service fleet shops. Table X-9 (page 325)
shows the number of establishments, service bays, revenues and
estimated profits for each of the four facility types and in
total. " ', ''
.' >V ' *'«'" .'*
210
-------
Revenues for repair and service activities of service stations,
independent repair shops and new car and truck dealers were taken
directly from the 1984 Job Service Analysis. Revenue for fleet
shops was not available directly and was estimated based on
average revenue per bay for the other three establishment
types.32 Profits were estimated using 1984 profit-to-sales
ratios from Robert Morris Associates (Table X-5, page 319). In
most cases, 1984 also represents the median profit-to-sales ratio
for the 1982 to 1986 time period. Four-digit SIC code ratios
were assigned as follows:
o
o
o
o
Service stations - SIC 5541 Gasoline Service Stations
Independent Repair Shops - SIC 7538 General Auto Repair
New Car and Truck Dealers - SIC 5511 New Car Dealers
Self-Service Fleet - SIC 7512 & 7513 Car & Truck
Rentals
To the extent that repair work done by new car dealers tends to
be more profitable than new car sales, repair and service-related
O O
profits for new car dealers may be underestimated.^-3 Similarly,
An unweighted average was used, i.e., the mean of average
repair and service revenues per bay for service stations,
independent repair shops and new car and truck dealers.
33While the relative profitability of new car sales versus repair
and service work performed by car dealers is not known, the RMA
data indicate that overall, new car dealerships (whose revenues
and, hence, profit margins are clearly weighted towards new car
sales) are less profitable than independent repair stations.
This suggests that repair and service work carries a higher
profit margin than new car sales.
211
-------
the profitability of car and truck rental establishments may not
accurately reflect that of all fleet service facilities; however,
more comprehensive data were not available from secondary
sources.
Table X-10 (page 326) presents estimated treatment costs and
impacts for each of the four establishment types involved in
Automobile Rebuilding and Maintenance and for the segment in
total. Treatment costs reflect the MM&R project average for
treatment in-place as well as the total for direct and indirect
dischargers. Costs were allocated to each of the four establish-
ment types based on the number of bays in each group. Annualized
costs were computed using a capital recovery factor, assuming a
useful life of ten years and an interest rate of 1O.34 percent.
The interest rate is based on the prime rate in May 1988 (8.84
percent) plus 1.5 percentage points. The addition of 1.5
percentage points attempts to account forthe fact that some
firms will be able to borrow at the prime rate, while other
smaller companies will be perceived by lending institutions as
being a greater risk and will therefore need to pay interest
rates equal to several percentage points above the prime.^
34
A more detailed discussion of the rationale for differential
interest rates is contained in the Economic Impact Analysis of
Effluent Limitations Guidelines and Standards for the Organic
Chemicals. Plastics and Synthetic Fibers Industry. U.S. EPA,
(Footnote Continued)
212
-------
Impacts are measured as annualized costs relative to annual
revenues and to before tax profits. Since the elasticities of
demand and supply are not available from secondary sources, the
analysis assumes zero cost pass through. This clearly represents
a conservative, worst case cost pass through assumption. Cost as
a percent of sales can be interpreted as a rough approximation of
the percentage price increase that would result if a 10O percent
cost pass through occurred, (i.e., it represents the percentage
increase in price needed to cover treatment costs). Cost as a
percent of profits represents the reduction in profits that would
occur if facilities, in fact, had to absorb 1OO percent of the
treatment costs, i.e., if they could not pass through any of the
costs in the form of higher prices.
The results of the analysis indicate that annualized costs
represent a fairly consistent percentage of revenues across the
four automobile rebuilding and maintenance establishment types,
ranging from 1.3 to 1.5 percent with an average of approximately
1.4 percent. (See Table X-10, page 326.) Assuming that
annualized costs in excess of 5 percent of revenues represents a
Office of Water, September 1987. That analysis used three firm
sizes. It was assumed that the largest firms could borrow at the
prime rate, mid-size firms at prime plus 1.5 and small firms at
prime plus.2.5 percentage points.
213
-------
significant impact, the average establishment in this group is
unlikely to incur a significant revenue impact.
There appear to be profit impacts in all four types of esta-
blishments. Annualized costs for service stations represent an
i, '. , ' »',,,' 'i! !,"' ,„ ; ..... I' ',»!, .'•'! . i. i I- ...... '! ' i i!!""!f ~ . • ., ' ..... ,'
average of 105 percent of annual bef ore-tax profits. This
suggests that if these facilities were unable to increase prices
to cover at least part of the effluent treatment costs, the
average facility would not only fail to make a profit, but would
also incur a loss equal to about 5 percent of its annualized
treatment costs. In this situation, it is. quite likely that a
substantial number of service stations would close or discontinue
performing automobile repair work.
If one considers only profits associated with service and repair
work, the average new car and truck dealer is also likely to
sustain a significant profit impact — annualized costs represent
about SO percent of before-tax profits. This could cause some
marginal dealerships to close their door. Independent repair
shops and self-service fleet establishments are expected to be
somewhat less severely affected, with average profit impacts of
36 and 22 percent, respectively.
-------
Automobile, Truck, and Bus Parts Rebuilding
This segment includes facilities involved in rebuilding automo-
bile, truck and bus parts. Normal plant treatment costs were
scaled to segment totals based on the total number of motor
vehicle parts rebuilt as reported by the 1984 Service Job
Analysis. Since it is not possible to directly derive revenue
for this segment from this source, revenue estimates are based on
the 1982 Business Census, which includes the Census of Manufac-
tures and the Census of Service Industries, scaled to reflect
1984 volumes.35
3sDer1vatlon of Revenues for Automobile, Truck and Bus Parts Rebuilding:
The technical and co.t analysis developed estimate, based on the total number of .elected part, rebuilt in 1984 as reported in the
19B4 Job Service Analysis. In an effort to make revenue, con.l.tsnt with co.t.. the following procedure ... u.ed to e.timate 1984
revenues (1n 1988 dollars).
Tn. 19B4 Job Service Analysis reported revenues for motor vehicle repair. Including part, rebuilding, for 1981 as well as for
1981
Service Stations 13.044
Ind. Repair Shops 28.12S
New Car Dealers 12.183
TOTAL REVENUES
53.352
18.918
40,470
15,625
75,013
The compound average annual growth rate for total sales between 1981 and 1984 was calculated as 0.12.
1984 are In current dollars, this growth rate reflects both real growth and Inflation.
Th1. orowth rate was applied to 1982 revenues from the Census of Manufactures and th
manufactured produ", was adjusted by the specialization and coverage ratio. (Th..
Ing Industrie.. The specialization ratio give, the proportion of revenues of establ
derived "om the shipment of products 1n that SIC code. That Is. It reduce, revenue
under consideration. The coverage ratio represent, the fraction of sale, of product
reporting In that SIC. It Is applied to account for th. fact that not all sales of
code and. therefore Increase, revenues for the SIC code being examined.
The adjustment, then 1s:
Adjusted Revenue»=Revenue» x Specialization Ratio/Coverage Ratio
And, adjusted revenues are:
Since sales for 1981 and
Censu. of Service Industries. Revenue for
ratio, are not available for nonmanufactur-
shments reporting In that SIC code that 1.
to include only those from the Product.
1n an SIC that are shipped by establishments
given product are reported under the SIC
1982 Revenues
Unadjusted
Rebuilt Parts for Motor
Vehicles, ex. Carburetors
and Engine.
3592171 Carburetors, rebuilt
r)*, This can be transformed to
1s case 3: and exp
*A11 revenues are shown in millions of dollars.
"The compound average annual growth rate (r) was calculated assuming growth of the form A(H-r)'1. This can be
yield r=exp((ln A)/t) - 1. where A = the ratio of 1984 revenues to 1981 revenues; t = the number of years, in th
denotes exponentiation.
"'Special nation and coverage ratios were available only at the four-digit level. (See Table X-2 ) When applied to more
disaggregate data, such as the .even-digit SIC code, the specialization ratio may be understated and the coverage ratio
overstated The net effect on the revenue estimate is unclear, but depends upon the relative measurement errors 1n the two
ratios. (Footnote continued)
215
-------
Table X-11 (page 327) shows estimated revenues and profits by SIC
code for this segment. Rebuilt parts for motor vehicles, exclu-
ding carburetors and engines is clearly the largest component,
representing approximately 96 percent of segment revenues and
profits. Carburetor rebuilding ranks second, accounting for about
'"I • " ' " ' » '' I . I! ,'. ' I '• .i '.'•., " I!/ . • , . . .. .
3.5 percent of both revenues and profits. According to the
Census data, transmission and diesel engine repair and rebuilding
revenues are almost negligible by comparison. To the extent that
additional motor vehicle parts rebuilding is done in other SIC
codes, e.g., service stations, or is not reported separately by
the Census, these revenue and profit estimates will be
understated.
'.'•;'. '
"' '
1982 Revenues
Unadjusted
Adjusted***
7S38(pt) Transmission RabulIdlng
1 Repair
7533(pt) Diesel Repair 1,1 ,.,
TOf*1- 926.5 993.3
Th««« 1982 flgurii »«r« scalld to r«M«ct 1964 volumM and prices:
SB93.3 I 1.12 > 1.12 > 11246.0
ThU «•• put in 1838 dollars using th» CPI for Automobile Repair and Maintenance:
$1248.0 x 1.185 • S14I9.0
This »•> the figure used In the analysis.
216
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Total capital and annual treatment costs for both direct and
indirect dischargers with average treatment-in-place are esti-
mated at $64.7 million and $15.4 million, respectively. Assuming
a ten year life expectancy and an interest rate of 10.34 percent,
annuallzed costs are about $26.1 million per year. These
annualized costs represent about 1.9 percent of this segment's
annual revenues and 48 percent of its profits, suggesting a
severe profit impact. It should be noted that if revenues and
profits are underestimated, these impacts will be overestimated.
Bus and Truck Rebuilding and Maintenance
This segment includes facilities which rebuild and maintain
trucks and buses. While the technical analysis considered bus
and truck rebuilding and bus and truck maintenance separately due
to differences in the nature of the processes employed, the
normal plants were scaled to represent the same universe — the
total number of trucks and buses registered in 1986. Moreover,
there is considerable overlap between facilities that rebuild
commercial trucks and those that maintain them. Likewise, buses
are often rebuilt and maintained by the same firms. For purposes
of the economic analysis, separating buses from trucks is a more
meaningful distinction since much of the maintenance and repair
is performed in-house by trucking firms and the larger bus
217
-------
operators. Therefore, segment level impactis are best analyzed by
examining those attributable to both rebuilding and maintenance
(1) for buses and (2) for trucks.
Table X-12 (page 328) presents total capital, annual and annual-
ized costs for buses and trucks fNpr both rebuilding and mainte-
nance. The table also displays an average cost per vehicle.
This was calculated by simply dividing total segment costs by the
universe of vehicles used in the technical and cost analysis,
i.e., by 40,861,OOO vehicles. The average cost per vehicle is
used in later tables to estimate effluent treatment costs that
might be incurred by bus operators and motor carriers.
, ' ' M,: :T' , ": ,!'"' i: i, j' , 'I, ' '' i " '» • I I III!
i „ ' , i ' i.,, , ,, M,, • • •: f"i ,• i •'',!' ' ,
There are three major classes of bus operations: intercity, local
and school buses. Table X-13 (page 329) displays estimates
treatment costs, revenues, profit and impacts for each group.
Annualized treatment costs for each group were estimated by
218
-------
multiplying the average cost per vehicle by the number of
vehicles in each class.^ Profits were estimated by applying
36Estimation of Bus Revenuee
There are three major classes of bus operations: Intercity, local, ana school bus. Th« derivation of revenue for each class Is
described below.
Information oj revenues and the number of vehicles for Intercity buses for 1984 is provided by National
Annual Report :
Transportation Statistics:
Intercity
Operating Revenues
S2,279.700.000 (1984$)
$2.753,900.000 (1986$, based on the CPI for Transportation Services)
25.000
The treatment cost estimates derived from the technical analysis are based on the total number of buses In 1986. The 1986 reve-
nues were estimated by assuming that (a) the distribution of buses by class In 1986 la Identical to that of 1984 and (b) real
revenue per bus remains constant between 1984 and 1986. Then, as indicated on the table below. 1966 revenue for intercity buses
is estimated as: (Number of intercity buses in 1984/Total number of buses in 1984) x Total number of buses 1n 1986 x Average
revenue per Intercity bus In 1984.
Operating revenues for local transit as reported 1n National Transportation Statistics Include revenues from all types of vehicles
(a a trolleys streetcars rapid transit). The 1984 revenues for local buses nere estimated based on the proportion that local
buses' represent of total local transit vehicles, i.e.. (54.460 buses/71.618 total local transit vehicles) x Total 1984 local
Local Buses
Ope
(e
^anslt'operatlngrevenues'of $12712615 miiTion'=$ii22iT3'miilIon. Given an estimate of 1984 operating revenues for local buses.
the derivation of 1986 local bus revenues 1s analogous to that described for Intercity Buses above.
School Buses
National Transportation Statistics a'so provides information on the number of school buses — reported at 471.461 in 1984.
However, no revenue data were available from this source.
The 1982 Census of Service Industries reports the number of establishments providing school bus transportation, but gives no
Information on revenues or receipts. Robert Morris Associates Annual Statement Studies. 1986 contains Information on total
aggregate revenues for 55 reporting school bus companies; a total of $160.563,000 1n revenuea was reported by these firms In 1984.
This Implies an average revenue per firm of $2,920,000. According to the Census, there were 3344 establishments engaged In
providing school bus transportation 1n 1982. Multiplying
3344 establishments x S2.920,000/f1rm
gives an "Industry" revenue estimate of $9.697,600,000 (1982$) or $11.714.700.000 (1988$). To the extent that the firms contained
in the RMA data own more than one establishment, this revenue estimate will be overstated. However, since RMA tends to be biased
toward smaller firms, this 1s not expected to have a major effect.
Administration
Transpo
, 19B6.
Annual Report. U.S. Department of Transportation, Research and Special Programs
219
-------
median profit-to-sales ratios (Table X-7, page 322) from RMA to
revenues. Profit-to-sales ratios for SIC 4131 (Intercity and
Rural Buses) and SIC 4151 (School Buses) were used to estimate
profits for Intercity Buses and School Buses, respectively. No
profit data were available for Local Buses.
Impact's, as measured by the ratios of costs to revenues and costs
to profits, do not appear to be significant for any of the bus-
related segments. Combined annualized costs for both (a)
rebuilding and (b) repair and maintenance are less than one-third
of one percent of revenues. The most severe profit impact would
be incurred by operators of school buses; the combined impact of
treatment costs for both (a) rebuilding and (b) repair and
BUS REBUILDING AND MAINTENANCE:
DERIVATION OF REVENUE ESTIMATES
(1908 dollars)
O> (2) (3) Actual
Number of Proportion of Number of Revenue
Buses Total 1984 Buses 1984
1!>84 Buses 1986 (millions)
Intercity Buses 25,000 0.05 27.800 2,753.9
tocml Buses 54,460 0.10 60,600 9,221.3
Scnool Buses 471,461 0.86 524,600 11.714,7
TOTAL /AVERAGE 550.921 1.00 613.000 23,689.9
Hotesi
Column (l)i The number of buses In 1984 Is taken directly from National Transportation Statistic:
(5) (6)
Revenue Estimated
per Bus Revenue
1984 1986
(thousands) (millions)
110.16 3,062.3
169.32 10,260.9
24.85 13.035.1
43.00 26.358.4
• ' " .',• : • '(••
,. Annual Report. U.S. Department
Column (2): Proportion of 1884 bui
1984.
Column (3)I Ettlm
Iculated by dividing the cell entries In Column (1) by the total number of buses 1n
using the proportions In Column (2), multiplied by the total number of buses In 1986 (from the technical
Cetuxn (4)i Revenues for 19E4 for Intercity buses are actuals as reported In National Transportation Statistics. 1984 revenues
for local buses are also taken from National Transportation Statistics, but have been adjusted to represent revenues
attributable to buses only (based on the proportion of buses relative to all vehicles. Revenues as reported 1n
National Transportation Statistics Include those for trolleys, streetcars, etc.) 1984 revenues for school buses .ere
not available from the National Transportation Statistics and .ere derived from RMA and Census data as described In
the text.in
Cs1u*n (S)t Revenues per bus 1n 1984 »ere calculated by dividing Column (4) by Column (1).
1984 revenue per bus from column (5) by the estimated number of
Coluen (6)t Estimated 1916 revenues .ere computed by
buses from Coluntt (3).
,„:>..
220
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maintenance is expected to average about 3.5 percent. Treatment
costs associated with school bus rebuilding account for most of
this impact.
As shown in Table X-14 (page 330), revenue-producing truck
operations can be divided into three types:
o ICC Regulated - Generally operating in interstate
commerce under a grant of authority from the Interstate
Commerce Commission (ICC). These can be further
divided into Class I, Class II and Class III based on
annual revenues.
o Non-ICC Regulated - Includes intra-state carriers and
private carriers hauling goods of their owners.
o Local - Carriers which operate principally within a
single or contiguous commercial zone.
Total 1984 revenues (in 1988 dollars) were approximately $243
billion.37 Profits are estimated at about $8 million based on
median profit to sales ratios over the 1982 to 1986 period for
firms in SIC 421 (Trucking and Warehousing) from RMA.
data were used because they were the most recent year for
which a breakdown by type of carrier (i.e., long distance vs.
local) was available. Use of this categorization is desirable
because of differences in the profitability of the two groups
(median profit-to-sales ratios of 2.7 percent and 4.1 percent for
long distance and local carriers, respectively.) Moreover, more
recent revenue data for the entire trucking industry from the
1988 U.S. Industrial Outlook indicate that revenues have remained
relatively constant in real terms.
221
-------
Treatment costs and impacts are displayed in Table X-15 (page
331). Two sets of costs numbers arepresented. The first
'- ' i , : , • •(',.: "\'\ t ':t •:. ;,„ ,
represents the segment total and includesallregistered trucks.
However, according to the 1982 Census of Transportation, 56.7
percent of all trucks are driven for personal use only. The
second set of costs reflects this fact and therefore more
accurately portrays effluent treatment costs that willbe borne
by motor carriers and shippers.38 Comparing these costs to motor
carrier revenues suggests that the average motor carrier will not
sustain a significant revenue impact. However, due to the
relatively low profitability of motor carrierssince deregulation
(median profit-to-sales ratio of 2.7 percent, as compared to 5.8
and 4.5 for 1972 and 1977, respectively), effluent treatment
costs may result in some moderate profit impacts for the average
motor carrier. Annualized treatment costs for truck rebuilding,
alone, represent about 10 percent of pre-tax profits. Addine
j, ' . •:'•;.,; „" " !',; -, •; •' 'if;;^V'; ; . :', •'••!/,' . • ':
treatment costs associated with maintenance results ,in', a ..combined
profit impact of almost 12 percent.39
38Treatment costs associated with the rebuilding and repair of
trucks for personal use will probably be borne by service
stations and repair establishments. However, the overlap between
these and segments which have been covered elsewhere (e.g., auto
repair and maintenance) is unclear at this time.
39Impacts may be slightly overstated. Costs are based on 1986
truck registrations.The adjustment for trucks used for personal
transportation only is based on 1982 data. Sales of light trucks
increased by almost 8O percent between 1982 and 1986. It is
(FootnoteContinued)
222
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Radiator' Rebuilding and Maintenance
This segment includes facilities which rebuild, repair or
maintain radiators for automobiles, trucks and buses. Generally,
these facilities include radiator repair shops as well as other
automotive repair service outlets, trucking firms and the larger
bus companies. However, since no data are available on the
number or the proportion of total radiator repair work performed
at each facility type, preliminary impacts have been measured for
the "radiator rebuilding and maintenance segment". While this
limits our ability to identify what types of facilities (e.g.,
radiator repair shops, service stations, service facilities of
car and truck dealerships) will be affected by a regulation, it
does provide a reasonable estimate of the average segment-level
impact.
Total segment capital and annual costs are estimated as $11O and
$38.8 million, respectively. These figures combine treatment
costs for direct and indirect dischargers and reflect average
treatment in place. Annualized costs are approximately $57
million per year. These annualized costs represent about 6.5
likely that many of these are used for personal transportation
only, making the 1982 adjustment factor used in the analysis too
low, resulting in an overestimate of treatment costs.
223
-------
percent of the radiator rebuilding and maintenance segment's
estimated annual revenue of $881.1 million
40
suggesting that
some facilities in this segment may sustain significant economic
impacts.
Air Transportation
Air transportation includes those four-digit SIC codes which
manufacture, repair, rebuild or service any type of aircraft.
The manufacturing,segment includes establishments which produce
complete aircraft, aircraft engines, aircraft,parts and auxiliary
""Oarlvatton of Ravanuaa for Radiator Rapalr Sacton
Tha IflIZ Canaut of Sarvfca Induatrlaa provldaa tha following Information for Radiator Rapafr (SIC 7539 - part):
Racalpta
t Plrma
* eatabllahnente
1*35.503.000 (1982 $>
SS20.000.000 (1988 S. ualng tha CPI for Motor Malntananca i Repair)
2.447
2.511
Tha normal plant uaad In th* tachnlcal and coat analyala rapalra 1300 radiators/year. If one assumes that this plant 1s "typical"
and that average establishment alza haa not changad slnca 1982, thla suggests that 3.264,300 radiators nare repaired by radiator
repair ahopa In 1882. that la.
1300/radlators/yesr/eitabUihment x 2S11 establ Ishnents
The tachnlcal analysts furthar calculataa that a total of 5,531.000 radlatora Mara repaired In 1986.*
Asaumlno that raal ravanua par radiator 4*pa1rad haa ramalnad constant slnca 1982. 1986 segment ravanuas ara estimated as
J«II,100.000, that ta.
S.S3).000/3,264.300 x 1520.000,000
Slnca the total 5,S3I,000 radiators repaired par yaar Includaa radiators rapalrad at all facility typas, thla ravanua doaa not
represent exclusively radiator rapair shop racalpts. Hathar. It raprasants a aagmant-laval aatlmata of ravanuas attributable to
radiator rapair. Tola la, ravanuas derived from radiator repair at other facility typas such aa automobile repair ahopa car and
truck dealerships, ate. are alas Included In thla aatlmate.
~ , ••• i :, , ,,-, • • , , , •., AW h,. • »..' ' : ''; '" ' ,'.':;.'.,".:! '," 'i (,*
This figure la aatimated baaed on the 19J4 Job Service Analysis (adjusted to reflect th« total number of registered automobiles,
trucks and busea In 1986) and Includes radiators repaired by service stations. Independent repair shops, automobile dealers.
self-service fleet shops and Jobber machine shops.
224
-------
equipment as well as those involved in the production of guided
missiles and space vehicles. Rebuilding aircraft and aircraft
components is also done by the manufacturers. In many instances,
the manufacturing activities can be further divided into military
and non-military components. The service segment includes
passenger and cargo carriers and aircraft repair and maintenance
facilities. The major air carriers generally repair and maintain
their own aircraft. The industrial components of each group are
described briefly below.
Economic and Financial Characteristics
Aerospace Manufacturing
The manufacturing segment produces or rebuilds aircraft, guided
missiles and space vehicles. The specific activities covered
are:
Aircraft manufacturing (SIC 3721), including establish-
ments engaged in manufacturing or assembling complete
aircraft, repairing and rebuilding aircraft on a
factory basis and research and development on aircraft
if the facility is owned by an aircraft manufacturer.
Manufacturing, repairing and rebuilding aircraft
engines, engine parts (SIC 3724) and other aircraft
parts and auxiliary equipment (SIC 3728).
Manufacturing complete guided missiles, ballistic
missiles, rockets and space vehicles (SIC 3761).
225
-------
o Manufacturing guided missile and space vehicle propul-
sion units and parts, engines and engine parts and
rocket motors (SIC 3764).
o Other guided missile and space vehicle parts such as
nosecones, space capsules, casings for missiles and
missile components for shipping and storage (SIC 3769).
Facilities which manufacture aircraft and parts tend to be
different from those which produce guided missiles and space
vehicles. Similarly, the institutional and economic forces which
contribute to industry growth and financial health differ as
well. Each group is discussed below.
Aircraft and Parts Manufacturers Table X-16 (page 332) presents
information available from the Census of Manufactures for
aircraft producers. As shown by the table, data for aircraft
manufacturing (SIC 3721) are reported to the five-digit SIC code
level. The value of shipments associated with the production of
complete aircraft for military purposes (SIC 37211) increased
slightly between 1972 and 1982. However, capital expenditures
increased substantially in anticipation of increased defense
.',i , ;' 1,1 ,,'[ , „ , , ,. "„ ,: : '. " ...... r ' , ...... I, X'.". ii " \.M ..''iB' .',"!''.. ''I" :•.'." ''».V "'ill
spending domestically and abroad.^1 Production of non -military
aircraft (SIC 37215) increased substantially in 1982, and has
continued to increase, as airlines order larger, newer planes to
37211 includes both aircraft for the U.S. military and any
other aircraft built to military specifications.
226
-------
compensate for the limited number of landing slots, and the
additional routing of passengers through hubs
42
Aircraft repair and rebuilding for both military and non-military
customers is included in SIC 37214 — Aircraft Modifications,
Conversions and Overhaul. Like SIC 37215, activity in this
product group rose significantly between 1972 and 1982. Sales of
other aeronautical services (SIC 37216), again for both military
and civilian purposes, declined slightly between 1977 and 1982.
More recent data indicate that the value of shipments to the U.S.
military reached $21.1 billion ($21.3 billion 1988 dollars) in
1987. However, without additional orders, Rockwell was expected
to close down production of the B-1B in 1988, while Lockheed will
make the last scheduled delivery of the C-5B in 1989. Although
there are many new U.S. military programs in the development
stages, manufacturing rates are slowing and many manufacturers
are seeking modifications work while waiting to put new programs
into production.^ Forecasters anticipate that domestic military
orders will not increase significantly in 1989, as the U.S.
Government limits its spending.
42
!Morton L. Siegel, ValueLine Investment Survey, Oct. 14, 1988,
43U.S. Industrial Outlook. 1988. p. 39-7.
227
-------
Sales of commercial aircraft were expected to reach about $15.3
billion ($15.5 billion in 1988 dollars) in 1987. Some 85 percent
of this figure is accounted for by shipments of Boeing and
McDonnell Douglas large commercial transport aircraft.^
A relatively small number of establishments are engaged in the
manufacture of aircraft engines and engine parts (SIC 3724).
Therefore, disaggregate industry statistics such as those of SIC
code 3721 (Aircraft Manufacturing) are often not reported to
avoid disclosure, thereby limiting the usefulness of the data and
our ability to assess impacts for more precisely defined economic
segments.
Recent aggregate data indicate that sales of aircraft engines and
parts (SIC 3724) totalled $16 billion ($16.5 billion 1988
dollars) in 1986. For 1987, sales were estimated at $17.1
billion ($17.3 billion in 1988 dollars). Similar volumes were
expected for other aircraft equipment (SIC 3728). Sales for 1986
and 1987 are estimated at $16.6 billion ($17.1 billion 1988
dollars) and $17.5 billion ($17.7 billion 1988 dollars), respec-
tively.
44
U.S. Industrial Outlook. 1988. p. 39-3,
228
-------
Guided Missiles and Space Vehicles As indicated by Table X-17
(page 334), the value of shipments of all components, including
missiles and space vehicles (SIC 3761), propulsion units (SIC
3764) and other space vehicle equipment (SIC 3769) grew between
1972 and 1982. And, shipments continue to grow. Sales of guided
missiles and space vehicles reached $19.0 billion ($19.6 billion
1988 dollars) in 1986, an increase of 71 percent since 1982.
Similarly, shipments of space propulsion units were valued at
$3.3 billion ($3.4 billion 1988 dollars) in 1986, representing an
increase of 41 percent over 1982 sales.^5
While data documenting the proportion of sales to the military
were not available for this report, it is thought to be sizeable.
According to the 1988 U.S. Industrial Outlook. the near-term
success of the U.S. aerospace industry "hinges upon the ability
of the manufacturers to weather the decline in military purchases
by the Federal Government." The military accounted for three
quarters of the orders for U.S. launch vehicle equipment in 1986.
However, no further information is available at this time.
U.S. Industrial Outlook. 1988. p. 39-9.
229
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Air Services
Generally, the larger carriers of passengers and cargo maintain
and repair their own aircraft; smaller firms may purchase these
services on a contract basis. Hence, this group includes
industries which move passengers and cargo by air, as well as
those whose primary purpose is to repair or maintain aircraft.
Four-digit SIC codes considered to the within scope are:
. ( , ' ' . ,'••'• • J||1 '" , '
o Certified passenger and cargo carriers (SIC 4511).
These carriers operate over fixed routes on fixed
schedules.
o Uncertified passenger and cargo carriers (SIC 4521).
In addition to irregular or non-scheduled service,*
these establishments include air taxis, charter
services and sightseeing airplane service.
o Aircraft repair and maintenance (SIC 4581). These
firms operate and maintain airportis, flying fields and
airport terminals.
Data available from the Economic Census, presented in Table X-18
(page 335), indicate that both certified air carrier services
(SIC 4511) and airport and aircraft services (SIC 4581) grew
between 1977 and 1982. Data from the Air Transport Association
of America (ATA) indicate that the certified or scheduled carrier
industry has continued to grow. As shown in Table X-19 (page
336), both operating revenues and employment have increased
steadily. Revenues and employment rose at annualized rates of 4
and 5 percent, respectively, between 1982 and 1986. Average
' : • ' .• i • . ' . "' i'fi: ' ,}"!•('. ••'';;l ' .,!"! '. ' ;•" i1'",'!.',.';;1, i-'1, • ;, j, • ,-"; i
profitability, however, has been relatively low due to strong
230
-------
competition. Data from ATA indicate that the U.S. scheduled
airline industry incurred an after-tax loss in 1986. Addi-
tional information from the 1988 U.S. Industrial Outlook
suggests that the industry may have also posted a net loss in
1987 because of interest and tax payments. However, the indus-
try's performance is unbalanced. In 1986, eight carriers
accounted for 98 percent of the entire industry's operating
profit; although data for 1987 are not yet available, a similar
disparity is expected.
Preliminary Economic Impact Assessment
This section presents a preliminary assessment of the impacts
that might occur as a result of regulating effluents associated
with aircraft rebuilding and maintenance. (While aircraft
manufacturing is considered to be within the scope of the
potential regulation, technical data were not sufficient to
develop treatment costs estimates.) Treatment cost estimates
were developed for <1) aircraft rebuilding and (2) aircraft
maintenance. In both cases, estimates for the normal facility
were scaled based on the total number of non-military aircraft in
the U.S. in 1986. This includes approximately 4,431 commercial
aircraft (scheduled passenger carriers — including commuter
^Air Transport, 1987: The Annual Report of the Scheduled Airline
Industry, Washington: Air Transport Association, June, 1987.
231
-------
carriers, air taxi and cargo carriers) and 210,400 general
aviation aircraft.
In order to estimate preliminary economic impacts, an effort was
made to develop revenue and profit figures that correspond to the
segment-level treatment costs. This means, for example, that it
was necessary to omit revenues and profits thought to be associ-
ated with the rebuilding or maintenance of military aircraft.
The assumptions made in developing estimates for each segment are
described in the discussions of impacts on (1) aircraft rebuild-
ing and (2) aircraft maintenance presented below.
Rebuilding
The rebuilding of aircraft and components is done primarily by
the manufacturers. While a good deal of aircraft and parts
rebuilding is performed by establishments in SIC code 37214 -
"' „ ' . i' i '' ''"',' , .H"'1 '(nil','1 ;. ''"Hi" : . ill1 •' "' ' iL",'.:! 1
Aircraft Modifications, Conversions and Overhaul, additional
rebuilding is believed to take place in other aircraft manufac-
turing facilities. For this reason, the revenue estimate for
this segment is based on all non-military aircraft manufacturing.
It was derived based on value of shipments data from the 1982
Census of Manufactures. (See Table X-2p, page 337.) According
„; :: ';' , ,v,,t I1 i t £1:"' 1;,i', '4, " t '" ;!'v;'';i ':f.;"i' , i , . ( i-,. ,W,
to information published inthe 1988 U.S. Industrial Outlook, the
value of shipments for SIC 3721 - Aircraft Manufacturing -
232
"I,, ' »:, ' ' ,i"' 'Hip 'I
-------
declined at an average annual compound rate of 1.1 percent
between 1980 and 1985. It grew by 6.7 percent between 1985 and
1986. The 1986 revenues shown in Table X-2O were estimated by
applying these growth rates to the 1982 Census figures for all
non-military aircraft production.1*7 Profits were estimated based
on the median 1982 to 1986 profit-to-sales ratios for Aerospace
Manufacturers as reported in the Quarterly Financial Report for
Manufac tur ing Cor pora t ions. **8 The published prof it-to-sales
ratios reflect after-tax profits. In order to be consistent with
(before tax) profit estimates based on RMA data, they were
converted to before tax profits assuming a marginal tax rate of
45 percent. ^
The potential MM&R regulations would cost the aircraft rebuilding
segment approximately $335 million in capital costs and $284
x^e growth rate for SIC 3721 includes both military and
non-military aircraft. To the extent that sales of military
aircraft have increased relative to non-military aircraft, these
revenue estimates may be somewhat overstated.
^Quarterly Financial Report for Manufacturing Corporations, U.S.
Department of Commerce and the Federal Trade Commission, 1987.
^The use of a 45 percent marginal tax rate assumes that profits
of these firms fell into the highest tax bracket during the 1982
to 1986 period. (The marginal corporate tax rate was reduced to
34 percent, effective July 1, 1987, by the Tax Reform Act of
1986.) While this is a reasonable assumption in the absence of
information on the effective tax rate for firms in this industry,
it may tend to overestimate profits and, therefore, to understate
impacts.
233
-------
million in annual costs, resulting in annualized costs of $339.3
million per year.
50
Assuming no cost pass through, these
annualized costs represent about 0.9 percent of revenues and
approximately 12.6 percent of the segment's1986 profits. If
facilities in this segment are unable to pass on any of the
effluent treatment costs in the form of higher prices, they could
sustain a moderate profit impact.
Maintenance
Aircraft maintenance is performed by the major air carriers as
well as by independent aircraft repair stations. Major air
carriers are generally self-sufficient in maintaining and
repairing their aircraft. Smaller carriers and owners of general
, ; ; ; * • ": V'.- ,;."; • / ("' ;' '.I : ••:• " ° "
aviation aircraft contract with outside facilities for mainte-
nance and repair services. According to the FAA, who is respon-
sible for certifying aircraft repair stations, there are approxi-
mately 2,60O to 3,OOO certified repair stations functioning as
independent businesses. Unfortunately, however, there are no
revenue estimates available for these repair stations.
50Costs are annualized using an interest rate of 10.34 percent
and an assumed useful life of 10 years.
234
-------
While it is difficult to calculate all revenues earned for
aircraft maintenance, the Air Transport Association reports that
the major airlines spent $6.O and $6.4 billion (1988 dollars) on
the maintenance of their aircraft in 1986 and 1987, respectively.
Since these figures include only expenditures by the major
airlines, i. e. , do not include maintenance by smaller airlines or
by the general aviation community, they clearly represent a
C -I
lower bound on estimated revenues from aircraft maintenance.-'1
Total segment capital and annual costs are estimated at
million and $13.2 million, respectively. Using an interest rate
of 10.34 percent and an assumed useful life of 10 years, annual -
ized costs are expected to be $15.4 million per year. This
represents approximately O.2 percent of average (1986 and 1987)
annual maintenance expenditures for the major carriers. This
suggests the average aircraft maintenance facility could cover
effluent treatment costs by raising prices by about O.2 percent.
Since this impact is relatively small and is known to be overes-
timated (as a result of assuming that maintenance expenditures by
the major carriers represent segment-level revenues), we conclude
^1Data on aircraft maintenance expenditures are not available for
all airlines or for general aviation aircraft. Hence, the
percentage of total aircraft maintenance expenditures incurred by
major carriers is not known. We do know, however, that it does
not cover all aircraft maintenance costs and, therefore,
underestimates total aircraft maintenance expenditures.
235
-------
that aircraft maintenance facilities are not likely to sustain
significant economic impacts as a result of the potential MM&R
effluent guidelines.
Rail Transportation
The rail transportation segments include industries which build,
operate and service rail cars and equipment. Five four-digit SIC
codes (one manufacturing and four service) classify industries
|i,,i', , '" ' ! • ^ . , • „
included in this group. Specifically:
o Line-haul railroads, including passenger and freight
(SIC 4011) and railroad terminals (SIC 4013).
o Railroad equipment (SIC 3743), covering all rail car
production and rebuilding. It includes the building
and rebuilding of locomotives and railroad, street and
rapid transit cars and car equipment for both freight
and passenger service.
: , i, 11 '• , " '! In " , „' " . ' ..nl', Will'I'!1
o Rental of railroad cars with (SIC 4742) or without care
of lading (SIC 4743). 'Care of lading1 involves
providing services such as grain leveling or trimming,
railroad car cleaning, icing, heating or ventilating or
precooling of fruits and vegetables.
Since the technical and cost analysis examined rail car (i.e.,
locomotive) rebuilding and maintenance which is most often done
by the railroad themselves, the paragraphs that follow focus
primarily, although not exclusively on line haul railroads (SIC
4011).
236
-------
Economic and Financial Characteristics
Line Haul Railroads
The U.S. railroad industry began with a remarkable blend of
government subsidy and industrial entrepreneurialism. By the
2Oth century, railroads had developed the characteristics of a
public utility: performing a general public service, experiencing
little competition within the industry, and being heavily
regulated by government. The regulations imposed by the govern-
ment often served a variety of non-economic concerns, and the
efficiency of the US railroads languished in competition with
more innovative transportation sectors like aviation and truck-
ing.
In 1980, the Staggers Rail Act deregulated much of the industry,
making it more responsive to market demands. Since railroads
rely on transporting the materials and produce of other sectors,
the market demand for railroads closely follows economic growth
in general, and in fact the growth of the U.S. railroads under
deregulation has reflected the steady, moderate growth of GNP.
The most dramatic changes caused by deregulation have occurred in
the internal restructuring of the railroad industry, where
management has adopted new technologies, revalued assets, and has
trimmed its demand for labor. Many of management's latter
237
-------
: I;!1111*11!!!',;1!.*1")]!'! V I1!1 I1!" III'"!'!'!!!!''!'!'''!!!)':,11; •* ii"1' •! VIS1* ;:'' V ":itt"V"! "x „: /Mull'1 W
; • ,;•'Fl i;S i -', ., • iiiiji; •; ;. 1,flf;" i: | - 'l ',- , | •_,'' if" •;<< ;'f.f»
achievements have occurred on .Wall Street, with several mergers
i, • - • M ' , ' , ; !| , " ," r ,„ , • : ''.i ii , • „ •' • i,,!"1!" ," ifj!
of existing lines, and in court, in contests with labor unions.
The restructuring has generally succeeded in increasing the
productivity of the railroads, and in attracting investors.
The Interstate Commerce Commission divides the U.S. line haul
railroads (corresponding to SIC 4011) into three classes based on
! ' ' .i'1 " ','.,.",,","' ", ' .I, " ' i"nl ' ' ' "" ,' !' il
their annual operating revenues:
Class I - Over $88.6 million in revenues ($50 million in
1979 dollars), with 18 firms reporting.
Class II - Between $17 and $88.6 million ($1O-5O million
1979 dollars), with 2O firms estimated.
Class III - Less than $17 million ($10 million 1979 dol-
lars), with 296 firms estimated.
The railroads in Class I perform the bulk of the rail freight
services provided in the country, carrying 90 to 95 percent of
the total ton miles. Total operating revenues reported for this
class were $29 billion (1988 dollars) in 1986. The ICC does not
require that Class II and III railroads report this information,
but considering that Class I companies earn 9O percent or more of
the total revenues for the industry, the revenues for all classes
are estimated at $32.2 billion for 1986. The ICC also does not
„, ;„ ' , . i, , i ,. » i i1 i • i1 r ' : • v . I.:. ''I '.'Ml - '"
collect information on Amtrak, a quasi-governmental organization
responsible for most intercity passenger rail transportation.
Amtrak revenues were $973.5 million ($1,011.8 million 1988
dollars) in 1987, or estimated $969.5 million ($1,056 million
,. ' ''. - 238 '
-------
1988 dollars) in 1986. (Amtrak expenditures were significantly
higher, at $1,737.8 million in 1987). Adding Amtrak's revenues
to the sector total, the nation paid $33.3 billion for the rail
services provided by the companies encompassed by SIC 4011" in
1986.
U.S. railroads are primarily dominated by very large firms, many
of which , have revenues from operations completely outside of
railroads. According to the U.S. Department of Commerce in 1987,
"the nation's seven largest railroads accounted for 75 percent of
US rail line miles and more than 8O percent of revenues and
ton-miles."^3 In a list of the 1000 largest U.S. companies
(ranked by the total market value of their assets), Union Pacific
was the 57th largest company,^" and the largest with a primary
SIC code of 4O11 , its revenues varying from $6,574 million in
1986 to $5,943 million in 1987. Union Pacific also owns compa-
nies involved in petroleum production, other energy sources, and
real estate. Other railroads ranking- on this list include
Norfolk Southern Corp ($4,076 million 1986 revenues), Burlington
Northern ($6,941 million), CSX ($6,345 million), Santa Fe
companies earned some revenues for the repair and
maintenance of other railroad equipment, as well as for the
transport of freight and passengers .
c.
53U.S. Industrial Outlook 1987. p. 55-9.
100O" (American Companies based upon Market Value.)
Business Week, April 15, 1988.
239
-------
.f'iii
Southern Pacific ($5,630 million), Conrail ($3,144 million), CNW
($959 million), Florida East Coast ($130 million), Kansas City
Southern ($478 million), and Chicago Milwaukee ($102 million
1987).
The number of individual companies operating the lion's share of
U.S. railroads may decline further in the next decade through
mergers. Several mergers have already been accomplished, such as
1979's merger of Burlington Northern and the St. Louis-San
Francisco, which created the country's largest railroad.
However, mergers may be less common given the intensified
anti-trust scrutiny of the ICC.
As shown in Table X-21 (page 338), operating revenues and
employment of Class I line haul railroads have been declining
since 1984. However, after-tax profits as a percent of sales
rebounded from a low of 2.7 percent in 1982 and have remained in
the 6 to 9 percent range.
Railroad Equipment Manufacturing and Rental
Other functions performed within the railroad segments include
rail car manufacturing and rental. Table X-22 (page 339)
presents available information from the Economic Census. The
Census of Manufactures calculates the number of establishments
240
-------
engaged in the production of rail cars (SIC 3743) increased by
almost 20 percent between 1972 and 1977, and then remained steady
at about 20O between 1977 and 1982.. Both employment and the
value of shipments increased slightly over the 1972 to 1977
period and then fell in 1982, suggesting a smaller average
facility. The specialization ratio also fell, indicating that
establishments reporting in this SIC code are beginning to expand
production to include other products.
t
As with other service industries, only data on the number of
establishments and employees are available from the Census.
These data indicate growth in both the number of rail car rental
(SIC codes 4742 and 4743) facilities and employment and also
suggest an increase in establishment size.
Preliminary Economic Impact Assessment
This section presents a preliminary economic assessment of the
impacts that might occur as a result of rail car rebuilding and
maintenance.^ Maintenance and rebuilding of railroad equipment
is performed almost entirely within the railroad companies
rail car manufacturing is also considered to be within
the scope of the potential regulation, the technical data were
not sufficient to estimate treatment costs.
241
-------
themselves. Most of the diesel . locomotives built in the United
States are built by General Motors1 Electric Motor Division and
General Electric, but even these major facilities compete with
their own clients, the major railroads, for the rebuilding of
locomotive components. Amtrak has facilities, such as Beech
Grove, Indiana, capable of overhauling large numbers of the
cf. '
locomotives.-20 Amtrak has even assembled train cars and compo-
nents manufactured and shipped from other countries.
Equipment maintenance is also done primarily by the railroads
themselves. Hence, this analysis addresses the impacts that
railroads might sustain as a result of regulating effluents
associated with (1) rebuilding and (2) maintenance aswell as the
combined impacts.
The technical and cost analysis estimated treatment costs for
locomotive rebuilding and maintenance. The scale-up factor from
the normal plant to the segment (for both rebuilding and main-
tenance) was derived as the number of locomotives "produced" at
the normal plant in a year times the estimated number of
3°Amtrak reported that its own facilities were able to perform a
large part of the rebuilding of locomotives, while manufacturers
of locomotives reported that their clients, the railroads, were
also the largest competitors in the rebuilding and repairing of
locomotives.
4! -'I iJi':• ,,,'ii ml
242
-------
locomotives in the segment. The total number of locomotives
estimated for the segment was determined based on the number of
locomotives in Class I (21,161) and the number of freight cars
owned by Class I railroads (798,631). Specifically, the number
55
of Class I locomotives was multiplied by the proportion of:
Total # Freight Cars All Classes
Total # Freight Cars Class I
As shown in Table X-23 (page 34O), the total treatment costs for
direct and indirect dischargers are slightly greater for equip-
ment rebuilding as compared with equipment maintenance. Assuming
average treatment in place, total combined (rebuilding and
maintenance) capital costs are $14.4 million. Annual costs are
estimated at approximately $6.0 million. Using an interest rate
of 1O.34 percent and an assumed useful life of 10 years, annual-
ized costs are about $8.4 million per year.
Since most repair, maintenance, and rebuilding of railroad
locomotives and cars is performed by the railroads themselves,
the costs of compliance will be borne primarily by the railroads.
55Some 437,318 of the total number of freight cars used in the
analysis (1,339,453) are owned by shippers, rather than by
railroads. It is likely that shippers own fewer locomotives per
freight car than do railroads. Thus, it is possible that the
total number of locomotives is overestimated. To the extent that
this is true, treatment costs and, hence, impacts will be
overstated.
243
-------
As illustrated in Table X-23, the combined annualized costs of
treatment for the rebuilding and maintenance of railroad equip-
ment would amount to approximately 0.03 percent of totalsegment
revenues, and 0.17 percent of pre-tax profit.56 Given the
relatively small size of these impacts and the fact that treat-
ment costs may be overestimated, these impacts are not considered
significant.
Summary of Economic Impacts for the Transportation Sector
' ' '' " '•' ' V ' '••• 'i ' ••:",'« '••1**it-| •'.. V'v" :\ • ' ';, ';"H
Table X-24 (page 341) summarizes treatment costs, revenues,
profits and impacts for the nine transportation-related segments
addressed by the impact analysis. Total segment capital costs
range from a high of $1,255 million (Radiator Rebuilding) to a
low of $7.0 million (Railroad Equipment Maintenance).The
Automobile Rebuilding and Maintenance segment will incur the
greatest annualized cost —$1,817.3 million per year, while the
Rail Equipment Maintenance segment will see the smallest.
Revenues are estimated at $3.3 billion as described on page
237. Profits are based on the median after-tax profit-to-sales
ratio over the 1982 to 1985 period from Table X-21. These
profits were then adjusted to reflect pre-tax profits assuming a
marginal tax rate of 45$.
244
-------
In general, the motor vehicle-related service segments are
expected to sustain the most severe impacts. The Radiator
Rebuilding segment is projected to incur the most significant
revenue impact; their annualized costs represent 6.5 percent of
their annual revenues. This means that the average facility in
this segment would need to increase its prices by approximately
6.5 percent to cover the costs associated with effluent treat-
ment .
Two segments (Automobile Rebuilding and Maintenance and Automo-
bile, Bus and Truck Parts Rebuilding) may sustain relatively
severe profit impacts if they are unable to pass through any of
their treatment costs in the form of higher prices. Assuming no
cost pass through, before tax profits for the average Automobile
Rebuilding and Maintenance facility would be reduced by almost 35
percent. Similarly, if Automobile, Bus and Truck Parts Rebuild-
ing establishments are unable to pass on any of their costs,
profits could decline by an average of 48 percent.
While trucking firms are not expected to sustain a significant
revenue impact, they may incur a moderate impact on profits. As
described on page 199, profit margins in trucking have eroded
since deregulation. If trucking firms are unable to pass through
any of their costs, the combined costs of treatment associated
245
-------
with equipment rebuilding and maintenance activities could reduce
profits by almost 12 percent.
OFFICE MACHINES
The MM&R office machines sector includes those establishments
which manufacture, rebuild and maintain mechanical office
equipment. As described below, most rebuilding is performed in
, ,. • •' ' ,• • s • ii!" • :,!.;:, „ .,i(, MI •„" i •, • '• i' • , i: ,„• '".". , i, n
the manufacturing segments, while equipment maintenance is done
by facilities classified as service establishments. Available
information describing the economic and financial characteristics
of office equipment manufacturers and, to a lesser extent, of
equipment maintenance establishments is presented on page 247. A
preliminary assessment of the economic impacts that might occur
as a result of compliance with effluent guidelines by manufac-
turers and rebuilders of office machines is presented onpage
25O.57
-"'While office machine maintenance would be covered by the
potential MM&R limitations and standards, the technical data were
not sufficient to develop treatment cost estimates at this time.
246
HI JIlJl <
& il l^ii
-------
Economic and Financial Characteristics
The office machines sector performs the manufacture, repair and
maintenance of typewriters, electronic computing equipment,
calculating and accounting machines and photographic equipment
and supplies. A total of five manufacturing and two service
segments are included, as follows:
o Manufacturers of computers and peripheral equipment and
major logical components intended for use in electronic
computer systems (SIC 3573) and other calculating and
accounting machines such as calculators, cash regis-
ters, and adding machines (SIC 3574).
o Manufacture of office machines, not elsewhere clas-
sified, including typewriters, word processing eguip-
ment, address labelling machines, etc. (SIC 3579).
o Manufacturers of photographic equipment, including
photocopy machines and cameras as well as sensitized
film, cloth paper and prepared photographic chemicals
(SIC 3861).
o Computer-related services, not elsewhere classified
(SIC 7379). Until 1987, this SIC code covered estab-
lishments engaged in computer and data processing
equipment and repair. These facilities now fall under
SIC 7378, computer maintenance and repair; SIC 7379 now
includes consultant services as well as disk conversion
and re-certification service.
o Electronic repair shops, not elsewhere classified (SIC
7629). This includes establishments engaged in the
repair of electrical household appliances as well as
electronic industrial equipment.
58Until 1977, establishments which manufactured typewriters were
classified in SIC 3572, Typewriters. In 1977, this classi-
fication was abolished and typewriters were combined with SIC
3579.
247
-------
This sector also includes facilities that rebuild office equip-
ment, such as copiers. While there is no SIC code for office
equipment rebuilding, available information indicates that this
is often done by the manufacturer and is sold as "like-new"
equipment. Onecompany, which manufactures copiers, calls the
refurbished product "remanufactured equipment" and provides the
same purchase warranty and service maintenance agreements as are
available for new equipment. In addition, the purchase prices of
the remanufactured machines are reported to be thesimilar to
those of new copiers.^9
Table X-25 (page 342) presents available Census data which
describe some general industry characteristics for both office
machine manufacturing and servicing. With the notable exception
, I .. . •' | ' " ,• It .I'., , i '. i; '. t ' , „ '.. i\>: 1
of computer manufacturing (SIC 3573), the value of shipments of
office machine manufacturers declined or rose only slightly
between 1972 and 1982. Sales of electronic computing equipment
(SIC 3573) almost tripled over this time period, growing from $17
billion in 1972 to $39 billion in 1982. Revenues and employment
peaked in 1984 at almost $53 billion and 374 thousand employees.
(See Table X-26, page 344).
59Xerox Publication, General Services Administration, Federal
Supply Service, Covers the period October 1, 1987 - September 30,
199O.
248
-------
Since 1982, demand for the sector's products and services has
been varied and uncertain. According to U.S. Outlook, the value
of shipments for computer equipment (SIC 3753) fell approximately
13 percent between 1984 and 1986. In 1986, before tax profits as
reported by RMA represented 1.3 percent of sales, as compared
with approximately 5 percent in earlier years. More recent data
for the largest computer manufacturers indicate that their
revenues rose over 13 percent between 1986 and 1987; profits for
these large firms rebounded as well.°° Computer orders in 1988
appear to have risen even further in what appears to be a very
good year for computer manufacturing as a whole, with IBM, the
industry leader, reporting year-end profits up 10 percent ($5.81
billion). ^ Even with revenues growing steadily, firms cannot
afford to be sanguine. These firms fiercely compete in marketing-
new innovations at lower prices, and a consortium of firms is
competing with IBM in establishing an alternative new architec-
ture for their central processing units (CPU's), the "heart" of a
computer. 2 The design which best meets market demand for new
products and capabilities may establish a new "industry
6°Business Week. Special Bonus Issue, April 15, 1988, p. 270.
61"IBM has Best Year Since "85," Boston Globe, Jan. 19, 1989, p.
42.
62Mary K. Flynn, "EISA takes on IBM's Micro Channel," PC
Magazine, Nov. 29,1988, p.33.
249
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standard," meaning a design to which future competitors need to
adapt.
' . • ,'v ' <:'•; .:•'.• . ••,.. , • v •••' '*":' r..•:'••..:' ••••! - ••• •' ••••••' :
The suppliers of office equipment and services experienced a 16
percent increase in sales (domestic and international) between
1986 and 1987, rising to $1O billion in 1987. This was accom-
panied by a 26 percent increase in profits. 3 This revenue
aggregate includes not only the manufacturers of office equip-
ment, such as Pitney Bowes and Electronic DataSystems, but also
paper suppliers, and wholesalers.
Economic Impact Assessment
The Office Machines sector impact analysis was designed to
estimate impacts for the two segments for which treatment costs
were developed. Preliminary estimates of economic impacts on
each segment are discussed below.
Manufactur ing
The treatment cost estimates of office machine manufacturing are
based on flows only from the manufacture of computers,
63Business Week. April 15, 1988.
250
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duplicating machines, and automatic typewriters and word proces-
sors. (The latter two are considered as a single group). Data
were not available to estimate flows and, subsequently treatment
costs, for manufacturers of other equipment such as calculators,
cash registers, or adding machines. Since the costs ,pf
compliance were estimated for only a portion of the office
machine manufacturing segment, they can be compared only to
revenue and profit figures for these components. Hence, the
economic analysis disaggregates total sector revenues into its
components that manufacture computers, duplicating machines, and
automatic typewriters and word processors.
Revenues for each component included in the cost analysis were
estimated based on data from the 1982 Census of Manufactures as
well as more recent information from Value Line. The product
groups covered by the technical analysis correspond to three
five-digit SIC codes:
o Computers - SIC 35731
o Automatic Typing & Word Processing Machines - SIC 35792
o Duplicating Machines - SIC 35793
Data documenting the value of shipments for these groups in 1982
are reported in the Census of Manufactures. However, as des-
cribed above, sales of these product groups (particularly
computers) have grown since 1982. In order to make revenues more
representative of current conditions, these 1982 sales numbers
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were inflated by the median change in constant dollar revenues
between 1982 and 1988 for firms covered by the Value Line Invest-
ment Survey. Table X-27 (page 345) shows 1982 and 1988 sales for
the leading firms which manufacture products in each of the three
five-digit SIC codes. The table also displays firm-specific and
median percentage changes in revenues.
L .' I . i ' ' ' /', i'
The actual procedure used to estimate 1988 revenues was as
follows: The 1982 Census figures were first adjusted by the
specialization ratios to account for the fact that not all
revenue in a given SIC code comes from the shipments of products
in that SIC code (see Table X-28, page 346).64 They were then
adjusted using the coverage ratio to reflect the fact that not
all the revenue from the manufacture and sale of products in this
group is covered by this SIC code. Finally, since the latest
figures on revenues for computer, copier, and word processor
i ' • "'.'"' • •' '"« '• • "' " ' ' '" ! ' ''l! ' '"' 1|!"' •' "'" ' ' "" ' ' ' ' "'"' "ll"' ' !
manufacturers are reported from the Census of Manufactures in
1982, the analysis assumes that these segments have grown at the
median rate at which the leading firms in these segments have
grown (from Table X-27). Thus, in Table X-29 (page 347), 1988
revenues for the computer manufacturing industry are estimated as
the product of the median rate of growth of leading computer
"^Adjusted 1982 revenues equals 1982 revenues multiplied by the
specialization ratio and divided by the coverage ratio.
252
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manufacturers and the segment revenues reported in the 1982
Census of Manufactures.
Profits were estimated by computing profit-to-sales ratios for
each of the firms shown in Table X-27, taking the median value
for 1988 and applying it to the estimate of revenues. Use of the
median should reduce anomalies that might be caused by very
profitable or unprofitable firms.
Assuming that segments that manufacture computers, duplicating
machines, automatic typewriters and word processors grow at the
median rate of growth of their leading firms, then adjusted
revenues from duplicating machine manufacture equals $226
million, from computers $35 billion, and from automatic typewri-
ters and word processors $3 billion. The combined adjusted
revenues of these segments equals $38 billion, with approximately
90 percent of this revenue contributed by the computer manufac-
turers. The profits in each of these product groups are esti-
mated at $3 billion for computers, $319 million for word proces-
sors and automatic typewriters, and $14 million for duplicating
machines, yielding a total segment profit of $3.1 billion.
Total capital and annual costs of compliance for direct and
indirect dischargers combined, assuming average treatment in-
place, are $275 million and $174 million, respectively. Using an
253
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interest rate of 10.34 percent and an assumed useful life of ten
years, annualized costs are estimated at $219 million, or 0.6
percent and 7.0 percent of the total segment revenues and
profits, respectively. This suggests that the average facility
would need to increase prices by 0.6 percent to recover costs
associated with compliance. If facilities are unable to pass on
any their costs increases in the form of higher prices, profits
would be reduced by approximately 7. O percent for the average
facility. These impacts are not considered to be significant.
Rebuilding
For purposes of this analyses, this segment includes only
i ,, , 111!, "• ; .'' 'ih I' '<|W ii'll '''N.' i • ' pi''1!! " ' '' i . ....... " ' ' '!!' i,1 yi'1 ,n!r ,i.i!' .
111 . . .' • ....... ' , - , ,, .. ., ..... ;, (;, ..... ; ,;; ,' ..;,.'j ,;. : ,,, • ; ..... ..... , - ,, , • ...... , , •;** ••!'.)"? '
facilities which rebuild copiers. While other types of equipment
manufacturers would potentially be covered by a regulation, the
technical data were sufficient to estimate treatment costs for
rebuilding copiers only. According to the technical data, there
are 12 facilities nation-wide which rebuild a combined total of
100,000 copiers per year.
No published data are available on revenues or profits derived
from either rebuilding copier services or from the sale of
rebuilt copiers. Hence, revenue estimates used in this analysis
are based pn the normal plant constructed for the technical
• *' ' !"' , .. : ' ,'.ii
analysis. Revenues for this plant are estimated at $2.7 million
254
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(1988 dollars) for 1987. Assuming that, on average, each of 12
facilities have approximately equivalent annual revenues, total
segment revenues would be $32.3 million per year.65 Profits are
estimated at $2.0 million per year assuming that profit margins
on rebuilt copiers are equal to those on new ones. °
Total segment capital treatment costs for direct and indirect
dischargers (combined) are $1.3 million. Annual costs are
$284,OOO, which result in an annualized cost of $300,200 per
year. This represents 0.9 percent of revenues and 15 percent of
profits for the average facility. While some facilities will be
more severely affected than others, overall, this segment is not
expected to sustain a significant revenue impact. However, the
average facility may incur a moderate profit impact.
scale-up is consistent with that used to estimate
treatment costs.
estimate of profits is based on the median before-tax
profit-to-sales ratio for SIC 35793 - Duplicating Machines - from
Table X-29.
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EFFECT OF MILITARY CONTRACTING PROCEDURE
Department of Defense Maintenance Policies
Department of Defense (DoD) authorizes the performance of three
major types of maintenance that could be covered by an Environ-
mental Standard covering Machinery Manufacturing, Rebuilding, and
Maintenance (MM&R).
Military maintenance levels have been established and standar-
dized in ascending order of complexity and cost, beginning with
determination of the problem and how to go about correcting it.
Conditions Determination involves complete analytical and
operational inspections on customer's site. Repair is intended
to correct component part failures or other known defects, but
not intended to restore the machine to- its original condition.
Rebuild is the return of the machine to its "like new" condition,
and involves completely dismantling the machine and restoring it.
,i " 'I, „ I "' ill',,, " ' , ' ,,,'.'. ' , • ",,i' ',"''' !,„ !' ' •!, T I , I'' , ' ," ' , ',„ ", lili .1 /1111'"! '
Rebuild and Retrofit rebuilds the machine and replaces obsolete
and non-supportable "numerical control" units with more modern
units. Remanufacture involves same process as rebuilding and
retrofitting but further improves the capabilities of the machine
to a level beyond its original design.
256
'(V , .If' *.» If ,,!.! iFI'lll! 3! ill H,( I" i,J,\:t 'Mi 1! In;!, r 1(1* III!!:1' P. 'I1' -ill''if! I] Jlil'll'' alt,! nil «
-------
The three types of maintenance defined by DoD include:
(1) Organizational Maintenance. This maintenance is
usually done adjacent to the system or item being
repaired. An example would be repairs done directly on
an aircraft or on board a ship. Any military base is
able to do this type of repair and it is done mostly by
military personnel. Organizational maintenance is
funded with Operations and Maintenance funding.
(2) Intermediate Maintenance. This maintenance is usually
not done on an operating site but is done at a nearby
repair facility. While a large percentage of this type
of maintenance is performed by the military, some of it
is done by private companies under contract to the
military. Intermediate maintenance normally consists of
calibration, repair or replacement of damaged or
unserviceable parts, components or assemblies; the
manufacture of critical unavailable parts; and provid-
ing technical assistance to those using and maintaining
the material. Intermediate maintenance is normally
accomplished in fixed or mobile tenders or shore based
repair facilities.
The Army facility at Fort Riley, Kansas is an example
of a consolidated maintenance facility (CMF) in which
intermediate level repair work is done for the military
on government property by private contractors. Two
companies, E.G. Services and Doss Aviation (helicop-
ters) operate under a "cost plus awards fee" contract.
Under this contract the companies earn a base fee of 2
percent and based on performance can earn an award fee
of up to 5 1/2 percent. Under this system, the
government provides the work space and all tools and
parts, and the contractor delivers their services on a
monthly basis.
(3) Depot Maintenance. The purpose of depot maintenance is
to support organizational and intermediate maintenance
by providing more extensive shop facilities, equipment,
and personnel of higher level technical skill than are
available at lower levels of maintenance. Depot main-
tenance involves inspection, test, repair, modifica-
tion, alteration, modernization, conversion, overhaul
reclamation, or rebuilding of parts, assemblies,
subassemblies, components, equipment, and weapon
systems; the manufacture of critical unavailable parts;
and providing technical assistance to intermediate
maintenance organizations. Depot maintenance is
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'normally accomplished in fixed shops, shipyards, and
other shore based facilities or by depot "field teams".
• Depot maintenance may be performed either as government
owned government operated facilities, or by private
sector contractors. The operation and maintenance
appropriation is the largest source of funds for depot
maintenance activities, although many other funds and
appropriations have budget authority "to authorize depot
maintenance work. Most major repairs are done at a
depot, with approximately 40 percent of the $12 million
to $14 million worth of work done in FY87 being
contracted to private industry and the other 6O percent
done by government employees.
Maintenance and repair activities are performed at a variety of
military facilities by different types of personnel. Many
competing forces help to determine the amount of repair work
which is done by military personnel, civil servants, and outside
contractors. These competing forces include:
(1) OMB Circular A76 - the Office of Management and Budget
circular which was first put forth in the 1950's and
deals with the use of outside contractors.
(2) Core logistics - a Department of Defense Directive
which deals with the use of contractor and DoD
resources for maintenance of material. This directive
states that it is DoD policy that "maintenance support
of DoD material is essential t^o |^l|e rapid and sustained
application of military power",and that DoD "shall
provide an adequate program for maintenance of assigned
material to: (a) Provide for mobilization and surge
requirements as specified in the most current Defense
Guidance; (b) Meet efficiently and effectively peace-
time readiness and combat sustaiiiability objectives."
The directive further states that "To the extent
possible, a competitive commercial depot maintenance
industrial base shall ,b:e established and, as required,
shall be capable of expanding during mobilization."
(3) Directive 4151.1 - In the past, there was, in general,
a 70 percent - 30 percent split., with 7O percent of
repairs being done in house by either the military or
civil servants, and 3O percent done by outside
258
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contractors. Current DoD directives decree that a
decision-tree process must be developed by each of the
branches of the military service to help them make
decisions concerning which types and amounts of
maintenance and repair work will be contracted out.
This decision-tree process does not affect the Navy
which is discussed in (4) below. The military would
like to contract out as much as possible while still
maintaining surge capacity, mobilization ability, and
core logistics.
(4) DoD Appropriations Act - FY85 legislation directed the
Navy to initiate a test of the feasibility of public
and private competition for the overhaul of naval
ships, and required that the Navy compete two ship
overhauls between the private and public sectors. The
FY86 appropriations Act further required the Navy to
compete at least four ship overhauls in FY86, with the
Navy actually competing eight. FY87 legislation
required that the Navy continue to compete out the
overhaul of ships, and further stated that they should
now compete the overhaul of airplanes. To meet this
requirement, Navy Aviation is competing the new F-14
overhaul package, with both military depots and with
private industry. This legislation is unique in that
it only affects the Navy; there is no corresponding
legislation for the other branches of the service..
This legislation originated because the U.S. shipbuild-
ing industry is collapsing under competition from Japan
and Korea. Currently, all ship construction is done at
private yards and great pressure is being applied to
have the remaining shipyards do military work. It is
interesting to note that this legislation could
possibly conflict with core logistics legislation.
Industrial Funds
Each year the Office of the Assistant Secretary of Defense
establishes stabilization rates for each of the military indus-
trial funds. These fund rates are to be established at estimated
cost plus a surcharge.
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Each military repair facility funded with industrial funds has a
dollar per hour charge which it levies for maintenance and
repair work. This charge is called a customer rate and is
established once a year for each industrial fund. Once esta-
blished, the rate charged remains constant for the year but is
adjusted annually. Industrial funds operate on a break-even
basis over the long run. If profits occur they are refunded and
losses are adjusted through the collection of an amount equal to
the losses and is called a "pass-through". Refunds and pass-
throughs occur between the applicable industrial funds and its
parent operation and maintenance appropriation but do not occur
through the rate structure. in other words, adjustments are made
at the appropriation level rather than for each purchase because
this would involve more administrative time and effort than the
military believes it warrants. This approach is practical for
the military in that the operation and maintenance appropriation
would receive the primary benefit for refunds and would bear the
primary burden of any pass-through. For this reason, providing
for refunds and pass-throughs at the appropriation level signi-
ficantly simplifies the process. Large profits or pass-throughs,
unless considered a one time occurrence, may be reflected in the
rate structure the following year, and if the facility makes' a
profit, the dollar amount charged the next year will be decreased
appropriately until the budget is zero profit, zero loss.
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Although it may not be exact, this stabilization rate corresponds
to some degree with the cost of running the facility.
Stabilization rates have five major components: (1) direct labor
(civilian; military labor is paid by appropriated funds); (2)
direct material, which the military considers the driving force
in determining rates; (3) direct other, which includes temporary
duty (TDY) for Depot Field Teams and a small percent of contract
support; (4) production, or operations, overhead, which includes
shop-level personnel (indirect labor), shop support expenses,
supervisors, indirect material, and indirect other costs; and (5)
general and administrative (G&A) expenses, which consists of
labor, material, and other expenses outside of the production
divisions but necessary for the overall mission.
To modernize its facilities or possibly upgrade its environmental
waste treatment program, the military may provide funds in three
major ways. These ways include:
(1) Military Construction (MILCON) Funds. These funds are
direct appropriations from Congress and do not impact
Industrial Fund rates except for Minor Construction
projects under $2OO,OOO. They do not directly impact a
facility's rate structure for repairs. They are
usually used for major one time projects.
(2) Industrial Fund Surcharges. The Asset Capitalization
Program (ACP) provides funds for minor construction
projects which are less than $20O,OOO and equipment
purchases or rehabilitations greater than $5,000. The
obligation authority for ACP purchases is based on a
combination of depreciation expense and surcharge.
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Surcharges were instituted because Congressional appro-
priations committees required DoD to include a sur-
charge in the Industrial Fund rates if the budget ACP
requirements were in excess of estimated depreciation
expenses. Acquisitions under ACE' cannot exceed the sum
of the budgeted depreciation expense and surcharge.
Minor construction funds represent only a small portion
of the total amount set aside in the rates. The
Product Investment Fund (PIF) and the Product Enhance-
ment Capital investment Fund (PECI) are appropriated
funds. These funds are not part of the Industrial Fund
and are not subject to recovery through the rate
structure or as a surcharge to the rates.
(3) The Defense Environmental Restoration Account (DERA).
centrally funds the Defense Environmental Investment
Program. DERA funds may be used to finance appropriate
projects. Clean up of sites contaminated with hazard-
ous waste is the main use of DERA funds. Part of this
money is allocated for minimization. Hazardous waste
on DoD facilities has a short and a long term cost to
DoD. Long term cost will greatly exceed the short term
cost. The Hazardous Waste Minimization Program will
reduce this long term cost by such projects as finding
substitutes for hazardous materials purchased by DoD.
The Defense Supply Centers and the Defense Industrial
Plant Equipment Center (DIPEC) will identify, priori-
tize and review the specifications and standards
pertaining to items for which their Center has inte-
grated material management responsibility. This will
facilitate DoD purchase of less hazardous or
non-hazardous alternatives to items, compositions and
formulations and industrial processes that are
presently required or allowed by requirements docu-
ments .
Differences in the time frame in which a project has to be
completed, the size of the facility, and the amount of work that
has to be done determines which of these methods the military
will use to upgrade .a facility.
Sometimes a combination of these methods may be used. For
' '• ' ' '• '"" • ..<• " >"*,.' ; , ': • :VW(*v*''V;v"" -i'1'' •'>!:'' ''" ' ''l|i;'l;;l"'""'1 ' '>> • ' ^:'rV
example, when a new solvent reclamation program was instituted at
262
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the Philadelphia Naval Shipyard, the Navy centrally funded the
equipment and the shipyard picked up the remaining costs.
Industrial Fund Activity and Depot Level Maintenance
Army Industrial Fund
The Army Industrial Fund covers four separate commands: the
Armament, Munitions and Chemical Command; the Missile Command;
the Military Traffic Command; and the fund that we are primarily
concerned with, the Depot System Command.
The Army provides depot maintenance at twelve facilities, eleven
of which are located within the United States. These facilities
are currently government owned and government operated and
compete against each other as well as competing with private
industry. Although most of the work is done by government
employees, some minor jobs are contracted out. The scope of the
work and contracting procedures are presently being reviewed
under OMB Circular A-76.
For the expressed purpose of improving competition and to insure
the availability of some highly skilled labor, army depots
specialize in different types of maintenance and repair acti-
vities. For example, the army depot in Corpus Christi, Texas
263
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specializes in aircraft (helicopters); Anniston, Alabama special-
izes in combat vehicles (tanks); Tooele, Utah in heavy duty
trucks; and Letterkenny, Pennsylvania in tracked self-propelled
guns, and heavy duty trucks.
,lli, , „ !!,, T ,;, ' , „ ., , ,. i'jn,;,,
The Army depot command system is funded through two independent
but related industrial funds with each fund charging separate
rates:
" , :., •.. •• - , ( is - i, '. .1 f ni! I'' "i' •
Supply operations include receipt,, storage, issue, re-
warehousing, preservation, packing and packaging, set
assembly, disassembly and shipment of stocks. Other
operations include ammunition surveillance, calibration
of equipment, quality control in maintenance and
supply, and base operations support. The rates
assigned to these funds would not be affected by
changes in the cost of environmental regulations.
Depot operations include inspection, test, repair;
modification, overhaul, renovation of ammunition,
reclamation and rebuilding of parts, assemblies,
subassemblies; the emergency manufacture of parts when
otherwise not attainable; and provision of technical
assistance to other DpD organizational units and
intermediate maintenance organizations.
Army depot facilities are of World-War-Two vintage and require
remodernization. The military plans to spend 36 billion dollars
in modernizing these facilities by the 1990's. It is quite
possible that military construction funds could be used to
accomplish modernization that is necessary to their waste
treatment facilities, and some of this may already be in the
planning stages.
• .i liii
264
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Presently there is a changeover occurring in the weapons being
used by the Army which has resulted in a temporary decrease in
repairs that are currently being required, particularly in the
hard iron work. While the Army has let a large number of
civilian employees go, it is hesitant to release more workers
because of fear of losing its skilled staff.
Navy Industrial Funds
The Navy has forty-nine different industrial funds to fund their
activities which include the majority of the Navy's rework
facilities (shipyards, air rework, and ordinance facilities),
base service centers, research and engineering facilities, and
the Military Sealift Command.
Naval Air Rework Facilities (NARF) perform a complex range of
depot level rework operations on designated weapon systems,
subsystems, accessories, and equipment in support of various
weapon systems. NARF facilities manufacture parts and assemblies
as required, provide engineering services in the development of
changes of hardware design, and furnish technical and other
professional services on aircraft maintenance and logistic
problems. They may also support other levels of aircraft
maintenance. There are currently six naval aviation depots.
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Naval Shipyards provide logistic support for ships and service
craft. The shipyards are capable of performing work in connec-
tion with construction, conversion, overhaul, repair, alteration,
drydocking, and outfitting. They also perform manufacturing,
research, development, testing, and other services.
Navy shipyards have been out of the new construction business
since the early 1970's when the federal government concluded that
combat ships could be built more efficiently by the private
sector. Navy shipyards, however, perform a significant portion
of Naval ship repairs, overhauls, and conversions.
The eight existing military shipyards are complete facilities
which include a foundry, sheetmetal shop, pipe shop, electrical
and electronics complex, electroplating shop, machine shop, winch
overhaul facility, paint and blast facility, and drydocks.
While each of the shipyards performs a multitude of services,
there is some specialization between the shipyards. Two of the
eight shipyards (Philadelphia and Long Beach) are not equipped to
handle nuclear repairs, therefore nuclear submarines are not
usually sent there for routine repairs.All eight of the
shipyards have electronics departments but different shipyards
specialize in different equipment, and are geared to handle
different types of radar.
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For example, the Philadelphia Naval shipyard specializes in
electronic computerized tracking systems (NTDS, SPA25 radar
repeaters, SP4O modules, and SPSIO's). Philadelphia's foundry
does amalgamated castings which means they are capable of meeting
any casting specification for any metal. They:are also the only
shipyard that produces the catapult launching hooks that launch
airplanes off aircraft carriers.
Naval Industrial Fund rates used for competitive purposes may
vary from those used internally, and shipyards are told by upper
management level DoD personnel how they should construct their
rates for bidding purposes.
All eight shipyards are currently government owned and government
operated although there is some work that is contracted out. For
example, there is a shortage of some types of workers at the
Philadelphia Naval shipyard and some of the repair work is done
on the site by a drydock contracting company, PhillyShip. On one
recent ship overhaul, 3O,OOO of the 130,OOO person-days the
overhaul required were contracted out. While much of the
equipment used was provided by the contractor, large equipment
and the large drydock cranes were provided by the government. In
addition there is further subcontracting that is done by the
contractors (i.e., Frazier Boiler).
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Currently a study is being done by the Supervisor of Shipbuilding
: i, •• ' ,, • . Ji" ,,„ !," T "III i '• ' .'i ••!•'• » ' " M'1'1 " ,^T
*' 'I ' '' . ., ' ' I I If.,, ,| I1",I H'v I'll. : T "' i",1' • •
(SUPSHIP) Brooklyn in which they are evaluating the use of
contractors for naval maintenance and repairs.
Air Force Industrial Funds and the Air Force Logistics Command
The Air Force industrial fund is composed of four separate funds;
the Airlift Service Industrial Fund, The Laundry and Drycleaning
Fund, San Antonio Real Property Maintenance, and the one that
Concerns us, the Depot Maintenance Industrial Fund.
Maintenance and repair work is done at five Air Force Logistics
Command (AFLC) Centers which are operated as government owned,
government operated facilities.
The AFLC is composed of 12 directorates and include:
(1) XR, AFLC management, is responsible for policy regard-
ing personnel manning, contracting, budgeting, regula-
tions , etc.
(2) DS handles the distribution of all equipment and
material.
(3) DA is in charge of forms, labels, and printing.
(4) SG is the Surgeon General's office and is involved with
health issues (bio environment), safety (OSHA com-
pliance) and the Hazard Communication Act.
(5) JA is the judge advocate, it is the legal division.
(6) DE is responsible for environmental management and
contains the civil engineering group. They are
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(7)
involved with housing, buildings, and all services that
the tenants of a base need.
SE/IG is involved in safety organizations and under the
Inspector General.
(8) PA is responsible for Public Affairs.
(9) PM is responsible for contracting.
(1O) MM is responsible for Material Management. They manage
the Air Force weapon systems, and determine policies
governing how components are to be maintained, as well
as the criteria used to determine what chemicals and
processes will be employed.
(11) MA is responsible for Maintenance of the AFLC weapons
systems. MA has its own environmental management
personnel to deal with processes. The command which
needs to have the work done, the using command, (Tacti-
cal Air Command (TAG), Material Air Command (MAC),
Strategic Air Command (SAC)) turn their planes into MM,
and, for a fee, MM contracts the work to either a
contractor or MA. If MA does the work, then MA charges
MM for work done for TAG and SAC, who are both under
the Direct Air Force, Major Force Program VII (DAF-7)
funding program. AFLC sets budgets and provides
funding for all DAF-7 requirements; therefore, there
are no reimbursements. However, MAC is under an
Industrial program, and MM direct cites for work done
(MAC monies are used).
XR, DA, SG, JA, DE, SE/IG, PA, PM, and MM are funded by Opera-
tions and Maintenance (O&M); DS is both O&M and stock funded.
Only MA (Maintenance) is industrially funded.
Each of the five logistic centers has information systems and
perform contracting, manufacturing, distribution, maintenance,
and material management. All report directly to Headquarters
AFLC, Wright-Patterson Air Force Base, Ohio. Beginning in 1988,
it will also include operations at the Aerospace Maintenance and
269
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Regeneration Center at Davis Monthan Air Force Base in Arizona
where storage, reclamation, regeneration, and disposal of
aircraft and other equipment for all branches of the service
takes place.
Depot maintenance services involve the conversion, overhaul,
„ „ i» n • f ' • '„'•'' i'',' . WLiiii1; .ii!' .,W!i'' |. i f ', , "! :' • ,,; ,,'"'''
repair or alteration of aircraft and other equipment. In
addition to work for the Air Force, AFLC provides support for the
Air National Guard, the Air Force Reserve, other government
agencies, and "friendly" nations receiving U.S. military assis-
tance. , ",",,„',, ' ' ". "."..'
Since the early seventies, the Air Force Logistics Command has
been aligned by the Technology Repair Center (TRC) concept.
Under TRC, repair capabilities for specific technologies and
components are assigned to a depot based on consolidation of
particular organic workloads. Today there are 20 technologies
spread across five depot structures and at the Aerospace Guidance
and Metrology Center (AGMC), plus selected capabilities at
Support Group Europe (SGE) and Support Center Pacific (SCP).
Each center has a wide variety of technological capabilities.
The AFLC Directorate of Workload Management, is responsible for
effectively posturing these capabilities for wartime readiness.
Such issues as facility surge workloads, repair techniques,
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future end-item technologies, and economics must be considered in
the centralized planning and control of all depot maintenance
workloads.
Specific workloads for each center include:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
Oklahoma City Air Logistics Center (OC-ALC) - B-1B, B-
52G, and C-135 aircraft; E-3A airframe; TF30, TF33,
J57, J79, F1O1, F1O7, F108, and F110 engines. OC-ALC
is the TRC for hydraulics and pneudraulics items and
engine related accessories and components.
Ogden Air Logistics Center (OO-ALC) - F-4, F-16,C-130,
and OV-10 aircraft; Titan, Minuteman, SRAM, Maverick,
ALCM, Falcon, Sidewinder and MX missile systems and
components; laser and laser subsystems; and repair and
overhaul of landing gear.
San Antonio Air Logistics Center (SA-ALC) - B-52G&H, C-
5 and F16 aircraft; F-10O, TF-39, T-5.6 and gas turbine
engines; and exchangeables.
Sacramento Air Logistics Center (SM-ALC) - A-7, A-10,
T-37, F-15 and F-111 aircraft, Other Major End Items
(OMEI), such as Radar Bomb Scoring; Ground
Communication-Electronics; and "other" workload
(software and manufacturing requirements).
Warner Robins Air Logistics Center (WR-ALC) - C-130, C-
141, and F-15 aircraft; airborne communications and
navigation equipment; target acquisition systems, and
airborne electronic warfare equipment. WR-ALC is the
TRC for aircraft propellers, life support equipment,
instruments (gyros), and airborne electronics.
Aerospace Guidance and Metrology Center (AGMC)
Inertial guidance and navigation systems for missiles
and aircraft repair; and engineering and consultation
services on inertial systems.
Support Group Europe (SGE) - organic repair
capability for supporting USAFE weapon systems.
depot
Support Center Pacific (SCP)
support to the Pacific theater.
- provides logistics
271
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The AFLC is currently evaluating some of the methods it is using
for repair and maintenance in an attempt to determine the least
environmentally harmful method for getting a job done, For
example, the military has to remove paint before an airplane can
be repainted and are trying different methods at different AFLC's
to see which is the least environmentally harmful and the most
effective. To this end, Ogden AFLC is doing B-Blast (bead-blast)
stripping, Oklahoma City AFLC is doing chemical stripping and
Warner Robins AFLC is using laser stripping. The results will
then be compared and a decision will be made as to which way all
AFLC's will strip paint.
The Marine Corps Industrial Fund
There is one Marine Corps industrial Fund which supports depot
maintenance activities at two depots in Albany, Georgia and
Barstow, California.
Possible Effects of New Environmental Regulations
The effect of any new government imposed environmental regula-
tions would vary with the dollar value of the cost; the effects
of the regulation on competitors in private industry; whether it
would effect organizational, intermediate, or depot maintenance;
272
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how the activity is funded; the branch of the military involved;
and federal regulations and directives in effect at the time that
the environmental regulation becomes effective.
Effect of Regulations on Organizational Maintenance
The effect of increased costs as a result of environmental
regulations is likely to have only a minor effect on overall
maintenance decisions and how maintenance is carried out by
government-owned and government-operated facilities, and main-
tenance would continue to be performed by military personnel.
Military policies concerning organizational maintenance (i.e.,
maintenance done by military personnel on, or adjacent to the
system being repaired), and some intermediate maintenance
activities is likely to be unchanged and thus the effect of the
regulations on total maintenance activity is likely to be small.
The reasons for this are twofold. First, the complexity and
depth of the repair work is not likely to require complex
environmental regulations (or possibly even involve the use of
water), so the magnitude of regulatory imposed costs is not
likely to be large. Second, even if the regulation imposed, some
costs and thereby changed the amount of money the military has to
spend, i.e., it could decrease the amount of available funds oh
other items, it is not likely to change the way in which the
military determines where material will be repaired and by whom
273
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(i.e., the use of military personnel, civil servants, and private
contractors). Hence, it is impossible to determine a priori how
the small shift in military funds would occur.
Effect of Environmental Regulations on Intermediate Maintenance
The effect of governmental imposed environmental regulations on
:, i; , . ... , ".• - ,.,; ," i. „• ";',;, ,;;,!'.' si • • ' :! .;;r ',•'••.• ; f • r • • • .::,><
government-owned, contractor-operated facilities is also likely
to involve little more than a shift in the way the military
spends the allotted money. While an increase in environmental
spending definitely affects the money the military has to spend
' ' .'',..' I •!, ,;«! ,,'MI I """"I' , i . ' " I ' ' " '• ,
on other items, it is not likely to affect where and by whom MM&R
maintenance gets done. It is a matter of the government affect-
ing the government and the effect of the shift in spending cannot
be predicted a priori. The affect on the private contractors is
likely to be minimal or nonexistent as long as the regulation
does not affect the time required to perform the maintenance
because the government provides the facilities and materials
necessary to perform the job.
Effect of Environmental Regulations on Depot Level Maintenance
Depot maintenance is the one area where environmental regulations
may potentially affect the way the military transacts its
business (i.e., determines where material will be repaired, and
274
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by whom). It is extremely difficult to predict what will happen,
as it depends heavily on how the military handles the increased
costs. Variable types of funding makes observation of the link
between budgeted amounts for depot maintenance and work actually
performed during depot maintenance activities difficult. In
addition, costs incurred by military personnel and the use of
investment-type items and modifications of the facility are
unfunded, i.e., they are not financed by the industrial fund.
Additional complications occur in attempting to track any effects
of an increase in expenses due to environmental regulations
because the reporting of costs, based on financially completed
job orders, does not match the reporting of costs incurred due to
changes in levels of work in process. Methods of cost reporting
used by the military do not match the budget for maintenance work
to be started during the accounting period, nor obligations
incurred in "ordering" the work.
The military has the choice of using either construction funds,
or an industrial fund (i.e., a surcharge), an industrial fund
pass-through (no surcharge), or the Defense Environmental
Investment Program (DERA), to finance any new environmental
regulations. If they choose to fund it through methods that do
not include an industrial fund, it will decrease the amount" of
money they have to spend on other military items. It will not,
however, show up in their rate structure, and thus will not
275
-------
effect the way the military determines where maintenance and
1.1, ' !».',,•, : „"'. * ' • ' ' ' ' : '.''•: "i 1,1 ,1,1;;!'.' ,, /
repairs will be done and by whom.
If DoD chooses to fund the cost of environmental regulations
through the use of industrial funds, they have the option of
handling the costs as a pass-through or having it reflected in
their stabilization rates. If it is handled as a pass-through,
once again it will have little effect on the way the military
determines where and by whom MM&R work will be done. As previ-
ously explained, a pass-through represents a collection of funds
outside of the industrial rate structure. Owing to the fact that
a pass-through is an additional amount collected by facilities
from industrial funds for costs in excess of those charged to
industrial fund customers, it is not reflected in the rates
charged and thus does not change the competitive status of the
facility, either with other military facilities or with private
industry.
If additional expenses due to environmental MM&R regulations are
reflected in industrial fund stabilization rates, it may or may
not have an effect on how the military determines where and by
whom maintenance will be performed. It mustbe kept in mind that
other military facilities and private contractors would be faced
with the same regulations and it is not known which facilities
would have the advantage (i.e., might have already instituted
276
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some or all of the necessary environmental controls). It is
quite possible that any competitors, either military or private
industry, would be faced with the same cost increases as the
facility in question. Furthermore, even if it is known that the
competition is between two or more military facilities, unless
the military makes an across-the-board judgement, it is not known
how each installation will fund the necessary environmental
controls. DoD publications state that although DoD program
managers make decisions based on cost considerations, decisions
which may appear to be cost effective to individual program
managers or facilities may not, in fact, be the most cost
effective for the department as a whole. In other words cost
effectiveness for the whole is more than the sum of the indi-
vidual components. Add to this the fact that the military must
continually keep core logistics, mobilization, and surge require-
ments in mind when making decisions as to where and by whom
maintenance will be done. Additionally, because it is important
to the military to maintain its capabilities on a broad geogra-
phic basis (for example both coasts), the military may choose to
do maintenance at a facility with higher costs because of its
location. To complicate matters even further, political con-
siderations must be taken into account in attempting to explain
or predict military maintenance and contracting decisions.
277
-------
This whole discussion can be interpreted to mean that the
military could choose not to include the costs of any environ-
mental MM&R regulations in their stabilization rates if they felt
it was in the best interests of the nation and the competitive
status of the military to do so.
In addition, it is quite possible that even with stringent new
environmental regulations, some facilities would incur no
unplanned or unexpected costs, because the military is currently
planning on modernizing many of its facilities, and in many
cases, this modernization could include environmentally signi-
ficant process modifications and upgrading its waste treatment
facilities. DoD appears to be concerned and involved in waste
minimization techniques. They are already planning on making
some process and wastewater treatment changes that might tend to
move them in the direction that a MM&R regulation might take.
. " " if , " « ! ,;• .'*• •• .Fair, :, ' ' •':" ;, -, ,. :, •, • -..T
f'li ..... 4
,, ; ..... '7
In conclusion, even in areas such as depot maintenance, where
there is a clear possibility that governmental MM&R regulations
could affect the way in which the military conducts its business
(i.e., effects where maintenance work will be done and how, and
in what way the military chooses to contract out maintenance and
repair work as opposed to having it done by the military or by
civil servants) it is not clear that this .would, occur, and the
effects would be impossible to predict. At the present time, it
'4' I i" , , i1 ''! '" ,' ' i'i'fl!!,* ' „" ," ' '",, '•:• iiiiii .I'll ; 'i'1 '' ''•""" i' ' , i" ! »!,,'
is impossible to predict the types of maintenance of military
278
"Ui'nil!' "I!!"1 "'!'"," ,'1'11"
-------
systems that may be necessary in the future. New weapon systems
may require different types of maintenance, and thus the require-
ments of the military and the procedures they use may change in
the future. Future types of repair work and their magnitude, may
not fully be comprehended at the present time. What is clear
however, is that governmentally imposed MM&R environmental
regulations would affect the total amount of money the military
has to spend on other items, although this effect is not expected
to be significant or major in any way.
67
6?At least one DoD command — the AFLC— disagrees with this
conclusion. They feel that the effects of the regulation could
be significant and, therefore, feel that the environmental costs
should be funded through a Congressional appropriation. See
letter and comments below.
Ms. Marianne Baauregard
Project Managar
Abt Associates, Inc. ' '
55 Wheeler Straat
Cambridge, MA 02138-1168
Oaar Ms. Beauregard
We have reviewed the revised draft of the Department of Defense Maintenance policies «h1ch was Initially sent to us by Dr Lynne
Tudor of the Environmental Protection Agency. Our comments on the revised draft follow.
tract decisions, and 1nterserv1ce proposals.
b. Page 16. paragraph (11). the last sentence should read. "However. MAC 1s under an Industrial Fund program, and MM direct
cites for work done (MAC monies are used)."
c. Page 18. Make the following corrections to specific workloads for each center: (In each case an engine 1s mentioned,
the "hyphen" should be removed. I.e., TF30 versus TF30.)
(1) OO-ALC (para (b)). Add C-130 and OV-10 aircraft.
(2) SA-ALC (para (c)). Change B-52H to B-52G&H! delete C-130 and OV-10 aircraft; add F-16 aircraft.
(3) SM-ALC (para (0)). Add A-10. T-37-, and F-1S aircraft.
d. Page 19, seventh Hne, "OC" should read "Oklahoma City" for consistency.
This revised draft 1s a much better version. However, we still cannot agree with your summation that the affect of governmentally
Imposed MM&R environmental regulations affecting the total amount of money the military has to spend on other Items Is not
expected to be significant or major In any way. We repeat paragraph two of our 2 Dec 87 letter to Dr. Tudor:
"We recommend that costs associated with environmental Issues be funded by a Congressional appropriation, not Included 1n
rate structures for Industrial funds. Our bases for this belief are:
ture. (Footnote continued)
279
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LIMITATIONS OF THE ANALYSIS
The principal limitations of this preliminary economic impact
analysis stem from a lack of appropriate data. This applies to
the economic and financial profile and the subsequent development
of an economic baseline as well as to the estimation of effluent
treatment costs and the assessment of economic impacts. Data for
all segments of MM&R sectors are not available from a single,
consistent source. Moreover, "segments" defined for the tech-
nical and cost analysis do not, in general, correspond to SIC
. . i ' * . '.'i i ' i. "' r i1." i i •< «! if '"i i> • -
codes or to other commonly used industry definitions.^8
b. Current AFIF
assessments made concern
IF procedures for equipment and minor construction cost analysis Include the costs for any
•.<«•• •.„.!,, h i- .1.1 - •t>u1P/Mn< or minor construction purchases. As a result, these «ould be the only envlro
•fttch could be Identified prior to a budgeted fiscal year. Since these costs are not directly associated with prod
services as stated above, they should be pulled from our rate structure and Incorporated In. other QUt environmental
..i -.,.. "' *'*''.'•*•• •<* Prices are set based on actual charges for a particular Job during a deflnad time fram
ta.j JJ sometimes the result of past actions. I.e.. old dumps that requires clean-up or catastrophic events
r.,..JL.~! IH fcliT rf"5 h "I* "v*rfd bv DIM funds. (Catastrophic events are clearly excluded from A1r Force rate
Customers are Billed for actual «ork accomplished during a particular time frame; therefore, rates and prices set f
year should not Include costs Incurred from past environmental actions. • •« H'
nv1ronmenta1
mental costs
clng goods and
funding costs.
Envlronmen-
uch as the
tructures.)
r a new fiscal
Included
trial fund
d. There are currently many state and federal programs «h1ch fund environmental Issues. These programs are not
i «n1f!J*IIl* tV "••*"• "V*,«r» funded through separate appropriations. Taking environmental Issues from the 1ndus-
d «ould keep all environmental Issues In Hne with federal and state appropriations "
It
»e can Be of further assistance, please call Jenny Hagen, HQ AFLC/MAJA. (513)257-6957.
COAOOH L. MCI.LS, Acto Chief
Financial Mont I. Analysis Olv
,; ,,;,! f|
CO
After the preliminary cost analysis, the technical analysis was
expanded (see page 23).
280
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Scope of the Regulation
This chapter presented a preliminary analysis of the economic
impacts that might be sustained by a subset of segments covered
by the potential limitations and standards. In its totality, the
regulation could include some 192 four-digit SIC codes, involving
the manufacturing, rebuilding, repair and maintenance of machin-
ery and equipment. While the establishments within these SIC
codes are believed to use similar processes and, therefore, to
generate similar wastewaters, they are very dissimilar from an
economic and financial perspective. Hence, the sheer size and
diversity of the potentially regulated community has limited our
ability to perform a detailed analysis for any one segment in
this preliminary assessment.
Treatment Cost Estimates
The detail of the impact assessment is further limited by the
format of the treatment cost estimates. The preliminary tech-
nical analysis defines "segments" which are composed of a number
of four-digit SIC codes or parts of four-digit SIC codes.
Facilities within these segments are believed to use similar
processes, and to generate similar flows and are, therefore-,
represented by a "normal" plant. Wastewater flows are scaled to
reflect segment flows and, subsequently, total segment treatment
281
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costs, using a variety of data sources and assumptions. In most
cases, the sectors as defined by the technical analysis do not
correspond to SIC codes or to other commonly accepted industry
delineators. Since the economic analysis is based solely on
:. ' •'. ' " l! •„(, i 'Y1:1,;;" ''" • I ..' ' ,"' " . ' , : " .-, v'!;i;!''';""
secondary data, which are most frequently available by SIC code,
the derivation of appropriate revenue and profit figures required
the use of numerous assumptions. While great care was taken to
make certain that all assumptions were reasonable, logical and
consistent, the actual effect of these assumptions on the impact
estimates is not known. However, they clear limit the' precision
of the analysis.
Technical data necessary to estimate flows and costs for all
facilities were not available. Costs were estimated for eleven
1 .," ' ! ' ' ; " i, ",. " -i !l ll\ill|11f" .. "• •• -f'','•• '.,." '.;':. • ; '-• • !y V1 •;•* , i f tW \ !'" '?'. .'•'.
segments in two broadly defined sectors. In addition, in many
' , ' ..•'"'. , ,,,!,„ ;' ,; • • j "' ' ;['• • v, v;,"1; i! ' :f - -",,1 ,(. ,--':;
instances, costs for all components thought to be included in a
given segment could not be estimated due to insufficient data.
For example, while the scale-up factors used to estimate segment-
level costs do not, in general, correspond to SIC codes, we
estimate that approximately 19 four-digit SIC codes were covered
by costs for these eleven segments. This lack of cost estimates
for many facilities thought to be within the scope of the
regulation has resulted in gaps in the impact analysis.
282
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The scaling factors used to develop segment-level treatment costs
may have resulted in double-counting some costs. In addition to
making it impossible to determine the total cost of the regula-
tion, this could result in both overestimates and underestimates
of impacts. For example, treatment costs for Truck ;and Bus
Rebuilding and Truck and Bus Repair and Maintenance were scaled
from the normal plant to the sector level based on the total
number of registered buses and trucks in 1987. However, -accord-
ing to the 1982 Census of Transportation, approximately 57
percent of all trucks are driven for personal use only. These
light trucks are most likely repaired and maintained at service
stations, auto repair shops and motor vehicle dealerships.
Treatment costs associated with their rebuilding, repair and
maintenance would be borne by these types of facilities. At
least some of these costs are likely to be covered in the
Automobile Rebuilding and Maintenance sector. However, since the
extent of the overlap, if any, is not clear at this time, it was
not possible to assign these treatment costs to specific facility
types. To the extent that service stations, auto repair shops
and motor vehicle dealerships will incur costs associated with
truck repair and maintenance, in addition to those related to
auto rebuilding and maintenance, the impacts on these facility
types will be underestimated.
283
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Economic and Financial Data
The economic data are drawn entirely from secondary sources.
Much of the analysis is based on data from the 1982 Census of
Business and Robert Morris Associates (RMA). This information is
available only in aggregated form, both in terms of "industry" or
"product" definitions and in terms of facilities. This limits
our ability to examine impacts on specific segments (e.g.,
product groups, size categories) and on individual facilities.
The use of averages disguises the range of impacts by omitting
the very large and very small effects. Smaller facilities may be
more severely affected than larger ones. Similarly, some product
or service groups may sustain worse impacts than others. Such
differences are not discernible from the analysis due to the use
i " j ' , 1 ' ' '• ',, • ,'"" : : ,n i, • V'1 , „• "„,, I
of aggregates.
The lack of facility-specific data also limits our ability to
project the likely number of facility closures and attendant
employment losses. Impacts have been measured as annualized
treatment costs relative to revenues and to profits. While these
are commonly accepted measures, they fail to identify clearly the
!?• ,, : ' , •'• , iir ", , i1 . Jin, i i'i, hi • , ,i, ,»: „ • •' f'1 'j;",,,1" j ,
most significant impact — the closing of a facility.
284
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While some firm-level information was available from secondary
sources such as Business Week. Value Line Investment Survey and
Dun & Bradstreet, it was of limited use for several reasons.
First, many of the firms covered by these sources tend to be
large and to engage in many activities unrelated to MM&R.
Secondly, even if it had been possible to identify the MM&R-
related components of these firms' business, we had no informa-
tion that would allow us to scale normal plant costs to
firm-level costs.
Information on the ability of facilities in the segments examined
to pass through costs is not available from secondary sources.
This made it necessary to make the conservative assumption that
all costs are absorbed by the facility. To the extent that at
least some of the treatment costs can be passed through in the
form of higher prices, the impacts are overstated.
COST-EFFECTIVENESS ANALYSIS
This section outlines the methodology and results of an abbrevi-
ated cost-effectiveness analysis carried out for a series of
normal plants involved in machinery manufacturing and rebuilding
(MM&R). This analysis evaluates just one treatment technology
285
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for eleven industry segments that perform MM&R work. Normal
plant cost-effectiveness values are then compared across MM&R
industry segments and also compared with categories for which
effluent limitations and standards have been promulgated.
Methodology
Pollutant Loadings and Removals
A "normal plant" for each segment was developed and was used to
model pollutant removals and compliance costs representative of
that segment. While normal plants are not statistically repre-
sentative of the segment as a whole, efforts were made to develop
normal plants which were representative of types of business
activity that take place in that segment. Effluent monitoring of
normal plants for each segment was conducted. Annual baseline
in , ! ; nl " «,' ' ,;, .' 'if • ' ' • • iii"1 'i'ii* ' I. . 'J1',' i "i"1" • • ', '.'t' . • • "Vs '•: ic H ,'i '4
pollutant loadings, or discharges, of normal plant effluents were
calculated from the monitoring data. The cost estimates do not
account for the actual pollutant removals attributable to
in-place wastewater treatment. Consequently, this analysis
"H j, ' i .' '.: '|.'i HIM,."1!:"'!,,,*" ill1 ', '''i . J ji ", IB Hi ' : r« , •/
evaluates the average cost per unit of pollutant removed rather
than the marginal unit cost.
., ,,
'"t v i:; ;
286
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Pollutant removals were estimated assuming the appropriate
combination of the following treatment technologies for each
aqueous wastestream:
- preliminary treatment for cyanide precipitation and
chromium reduction (where appropriate);
- skimming for the removal of oil and grease; and
- chemical precipitation, sedimentation, and multimedia
filtration for the removal of metals.
Although the removal of conventional pollutants such as oil,
grease, and suspended solids is considerable, this cost-effect-
iveness analysis is limited to the removal of toxic (priority)
pollutants and other metals only. ^ One method of calculating
cost-effectiveness values divides the cost of removal by the
total mass of toxic pollutants removed (reported in dollars per
pound of pollutant removed) and makes no distinction between the
relative harm to the environment and human health that different
pollutants cause.
In order to correct for this deficiency and to refine the
aggregation of pollutant loadings of different chemical species,
"^Inclusion of conventional pollutant removals such as oil and
grease in the cost-effectiveness analysis would lower the cost
per pound values considerably but would not change the cost per
pound-equivalent values because only non-conventional and toxic
pollutants are used for that calculation.
287
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EPA developed a weighting scheme whereby the toxicity of each
priority pollutant (and several non-priority pollutants) in
surface waters is taken into account. .The mass of each pollutant
(in Ibs) is adjusted to reflect the relative toxicity (to aquatic
ecosystems and human health) of each pollutant when compared to a
,'i , '»,i'i i, , I • . " i,ii, ' ,'»,". i •:, • '
standard pollutant — in this case the standard is copper. The
toxic weights of all 126 toxic pollutants and an additional 20
non-priority pollutants are included in Tables X-30 and X-31
(pages 348 and 352, respectively).70 In this case, the weighted
%
copper-based pounds-equivalent are used to calculate a
cost-effectiveness value in units of dollars per pound-equivalent
removed.
Effluent guidelines, and thus this cost-effectiveness analysis,
evaluate the change in pollutant loading to a receiving body of
water. Consequently, the pollutant loadings andremovals of
those plants that discharge wastewater to a sewer system,
indirect dischargers, are modeled slightly differently in the
cost-effectiveness analysis to discount the removals that take
place at the publicly owned treatment works (POTW). EPA
7°This analysis evaluates controls for the removal of 23 toxic
metals. Although other pollutants are present in MM&R
wastestreams (See Column (1) in Tables X-37 (page 358) through
X-47 (page 380) for sector-specific discharges), they are not
removed under the assumed control option.
288
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developed POTW removal efficiencies for the toxic pollutants used
in this analysis (contained in Table X-30). For example, if a
POTW removes 65 percent of the zinc in the influent then the
normal plant's end-of-pipe loadings and removals are multiplied
by 0.35 (1-0.65) to calculate the pollutant loadings and removals
at the receiving stream that are attributable to regulatory
requirements.
Treatment Costs
Calculation of cost-effectiveness values requires an estimation
of treatment costs in addition to the pollutant removals achieved
by the selected control technology. The treatment costs for the
selected technology were estimated by EPA. Capital costs were
annualized using a capital recovery factor of 0.165.^1 A normal
plant's total annualized cost is simply the sum of annualized
capital and the annual O&M costs.
Cost-Effectiveness Results
Cost effectiveness values are simply the quotient of the costs of
removal, over a specified period of time, and the pounds or
' 'Based on an interest rate of 1O.34 percent and an assumed
useful life of 1O years.
289
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pounds-equivalent removed in that same period. For this analy-
:,,„'. , ", ......... i! "!!;, '• ',' !,„. „ •"' i?! /; ....... ", , i ,: • , „ • ; •'.; "».. ,,,,,, •• , • »1;:!'1ih,!|i'i;,;i;j;;i,ii|,
sis, both costs and removals are reported on an annual basis.
' ' ' ' ' " '
This cost-effective analysis is influenced by several factors and
assumptions which affect comparison of the cost-effectiveness
values and interpretation of the results. First, treatment costs
are dependent upon the flow treated at the plant but are non-
linear; larger treatment facilities benefit from engineering
economies of scale in their construction a.nd operation and tend
to be less expensive on a unit cost basis. This effect can be
1 i; " • . .. ' ' .•:> :•:. • ; „ !t t;, •;.. ...... ",!: ...... •;;• M* u- ;•• .'.'". "it"1 '•'.•>' '.'-,.> ./' v'vr'S'i.'Mi'
seen in the Aircraft Rebuilding, Railroad Maintenance, and Office
Machine Manufacturing segments where normal plants have the
largest wastewater flows, all over 10 million gallons per year,
and have the lowest three cost-effectiveness values. Second,
removal efficiencies depend on the concentrations of pollutants
found in the wastewater. The assumed treatment technologies are
less efficient at pollutant removal when wastewaters contain
extremely low pollutant concentrations. In addition, the
selected treatment technology may remove certain pollutants mor®
or less effectively than it does others. One or both of these
technological limitations may explain the relatively high unit
,.i i „ • • •, " „ ' i '• |i • , '• ' „ .I'ir'U,, ''!i "! Jhi.:, '.4, .:» „„ . il ..... . , •'• : !'!ii ,.i' , ., ',,',, . i, „ „, ""!,i ',:"', .lip1
cost of removal for three segments where removals are low when
compared to treated flow: Bus and Truck Maintenance, Bus and
,;• ' i' >'. •' . '''' ,'• ..... " ' i ii ii
Truck Rebuilding, and Office Machine Rebuilding. Third,
i' " • i '; "• ..... ' • ' ' .'.- I i i|
pollutants that would be removed by a
''i.'iC. Mini1 t ', "H ,„ •''
290
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are not attributable to pretreatment removal by indirect dis-
chargers. Since the costs of treatment are the same for direct
and indirect dischargers but the at-stream removals of indirect
dischargers are lower, the cost-effectiveness value will be at
least equal to, and usually higher than, the value for direct
dischargers.
Table X-32 (page 353) summarizes pollutant loadings and removals
for all MM&R segments. Bus and Truck Maintenance, Aircraft
Rebuilding, and Office Machine Manufacturing account for 70
percent (when measured in pounds) of the 413 million pounds of
non-conventional toxic pollutants that MM&R facilities discharge
annually (measured at end-of-pipe). Effluent treatment for the
Office Machine Manufacturing segment accounts for over half of
the industry's expected removals. When removals are weighted for
relative toxicity, the Office Machine Manufacturing segment
removals account for 76 percent of removals across all segments.
On a per plant basis, the greatest toxicity-weighted removals are
achieved in the Aircraft Rebuilding and Office Machine Manufac-
turing segments; over 20,OOO Ibs-equivalent are removed by direct
discharging plants. Controls in Rail Maintenance normal plants
also remove over 20,OOO pounds of pollutants annually. Because
these are relatively low-toxicity pollutants, only about 1,OOO
Ibs-equivalent are removed by controls for this segment. A more
291
-------
detailed discussion of pollutant loadings, toxicities, and
removals for each segment is presented on page 296.
The cost-effectiveness analysis results are reported and reviewed
first in $/lb and then in $/lb-eq. Tables X-33, page 354 (direct
dischargers) and X-34, page 355 (indirect dischargers) summarize
the results for all segments and show that when viewing cost per
pound removed values^ the effluent guidelines are most cost-
effective for the Railroad Maintenance segment ($5/lb for both
direct and indirect dischargers) and are least effective for the
Office Machine Rebuilding segment ($2,835/lb for direct discharg-
ers and $3,386/lb for indirect dischargers) where only 17 to 20
pounds of pollutants are removed per year from a discharge of
400,000 gallons. All but the Bus and Truck Rebuilding and Office
Machine Rebuilding segments have cost-effectiveness values under
$400/lb removed and four segments have values under $1OO/lb
removed.
Reviewing the cost-effectiveness values for the segments in terms
of pounds-equivalent of pollutants removedyieldssomewhat
different results. These differences are due to the relative
toxicities of the pollutants being removed by the selected
treatment technology. Generally, the toxic weights of most
pollutants that would be removed by the MM&R guidelines are lower
than that of copper. Hence, when the relative toxicity of
i i Jii
292
-------
pollutants are taken into account, the cost per pound-equivalent
removed for most segments is higher than when measured in $/lb.
This difference is as much as 25-fold for two segments (Railroad
Maintenance and Bus and Truck Rebuilding) which discharge
relatively low-toxicity pollutants. Values greater than 1 in the
"Relative Toxicity" column in Tables X-33 and X-34 indicate that,
in aggregate, the removals are less toxic than an equivalent mass
of copper. For both direct and indirect dischargers, Bus and
Truck Rebuilding has the highest, and thus least desirable, cost-
effectiveness value ($39,M99/lb-eq. for direct dischargers and
$43,323/lb-eq. for indirect dischargers), while Office Machinery
Manufacturing has the lowest ($19/lb-eq. for direct dischargers
and $46/lb-eq. for indirect dischargers). Bus and Truck Rebuild-
ing is the only other segment with a cost-effectiveness value
over $1O,OOO/lb-eq.; three of the eleven segments have a value
between 1,9OO and $8,100 per Ib-eq. for direct dischargers (six
for the indirects); the remaining seven (four for the indirects)
have values under $1,OOO/lb-eq.
In summary, the selected wastewater pollution controls are
exceedingly costly when compared to the pollutant removals they
achieve for three MM&R segments (Bus and Truck Rebuilding, Bus
and Truck Maintenance, and Office Machine Rebuilding). The cost
per Ib-eq removed of the remaining eight segments range from $19
293
-------
.':' v.; ;" '.;;;' • • • ' ••";;;!" ;:l"f % MJK- ?'! *':[: ^ff *.;!•'"; 'i- :f • !::!:' f !1;!| IMB8
to $1,378 for direct dischargers and $46 to $5,624 for indirect
dischargers.
The control technologies selected for the MM&R study do not yield
low cost per pound-equivalent removed values when compared to the
values obtained by effluent guidelines for other categories. As
shown in Tables X-35 (page 356) and X-36 (page 357), cost-
effective values (1981 dollars) for promulgated effluent
guidelines generally range from $1 to $404/lb-eq. for direct
dischargers and from $1 to $155/lb-eq. for indirect
dischargers.72 If annualized cost estimates for MM&R segments
are adjusted from 1988 to 1981 dollars (see Column 6 in Table
X-33), five of the eleven MM&R industry segments fall within the
cost-effectiveness range for direct dischargers under established
effluent limitations presented in Table X-35. For indirect
dischargers, only three of the segments have cost per Ib-eq
removed (Column 6 in Table X-34) within the established range of
values presented in Table X-36. Given the analysis' limitation
of evaluating a single treatment technology, it is not
unreasonable to assume that the cpst-effectiy.eness values may be
lowered for the regulation by considering other effluent control
technologies. On the other hand, other factors may necessitate
. , .. , ,, •. . ;;,, . •
72Cost-effectiveness guidelines taken from "Cost-Effectiveness
Analysis for Effluent Guidelines," U.S. EPA, OWRS, May 1988.
294 ' '
-------
adoption of treatment technologies despite relatively high
cost-effectiveness values.
Limitations
It is important to note that this cost-effectiveness analysis did
not evaluate the optimally cost-effective control option for each
segment. In this case, only one control technology was
evaluated. The monitoring information indicated that many
segments discharge significant amounts of toxic organic com-
pounds. If these toxic compounds were also controlled, then
there would be a substantial change in the cost-effectiveness
values for each of the segments affected by the MM&R regulation.
Two expected sources for error in the cost-effectiveness values
presented in this report result from the protocol used in
developing normal plants and subsequent wastestream monitoring.
First, while every effort was made to select representative
plants, normal plants may not be representative of industry-wide
practices within a MM&R segment. In addition, the short-term
waste stream monitoring conducted may not properly characterize
the effluent and ensure that it is representative of all activi-
ties carried out in the facilities. The large range in cost-
effectiveness values may be, in part, a result of the preliminary
nature of this analysis and extreme values should be viewed
cautiously until further analysis is done.
295
-------
Pollutant Loadings, Removals, and Cost-Effectiveness Results by
Segment
This section presents, by pollutant within MM&R segment, raw
pollutant discharges, end-of-pipe pollutant removals (in pounds),
copper-based toxicity weighting factors, POTW removal efficien-
cies, at-stream toxicity-weighted removals for both direct and
indirect discharging plants, and cost-effectiveness results.
Automobile Rebuilding and Maintenance
The normal plant for the Automobile Rebuilding and Maintenance
segment discharges organic compounds and metals. (See Table X-37,
page 358.) None of the organic compounds are specifically
controlled or removed. Seven of the 11 metals present in the
wastestream are removed by chemical precipitation and subsequent
clarification and filtration. The 127 Ibs of non- conventional
and toxic pollutants removed from 66,OOO gallons of wastewater
include copper, lead, zinc, aluminum, boron, iron, and tin. When
weighted by their toxicities relative to copper, the annual
removals total 26 Ibs-equivaient. For indirect dischargers, 17
Ibs-equivalent would be removed by pretreatment; one-third of the
pollutants in an indirect discharger's effluent (9 of the 26
Ibs-equivalent) would otherwise be removed by treatment at a POTW
before ultimate discharge to surface waters. Dividing the
296
-------
annualized treatment costs ($21,62O) by these removals yields a
cost per Ib-equivalent removed of $819 for direct dischargers
(6th lowest value across all eleven segments) and $1,244 for
indirect dischargers (5th lowest value across all eleven
segments).
Automobile, Bus, and Truck Parts Rebuilding
The normal plant for the Automobile, Bus, and Truck Parts
Rebuilding segment discharges organic compounds and metals. (See
Table X-38, page 36O.) None of the organic compounds are
specifically controlled or removed. Thirteen of the 18 metals
present in the wastestream are removed by chemical precipitation
and subsequent clarification and filtration. The 871 Ibs of
non-conventional and toxic pollutants removed from 506,OOO
gallons of wastewater include cadmium, chromium, copper, lead,
nickel, zinc, aluminum, barium, boron, iron, manganese, tin, and
titanium. When weighted by their toxicities relative to copper,
the annual removals total 159 Ibs-equivalent. For indirect
dischargers, 33 Ibs-equivalent would be removed by pretreatment;
about three-quarters of the pollutants in an indirect
discharger's effluent (126 of the 159 Ibs-equivalent) would
otherwise be removed by treatment at a POTW before ultimate
discharge to surface waters. Dividing the annualized treatment
costs ($63,4OO) by these removals yields a cost per Ib-equivalent
297
-------
removed of $399 for direct dischargers (5th lowest value across
all eleven segments) and $1,904 for indirect dischargers (6th
lowest value across all eleven segments) . ^3
.....
Bus and Truck Rebuilding
The normal plant for the Bus and Truck Rebuilding segment
discharges organic compounds and metals. (See Table X-39, page
..... "HIT, "'I i ,'i,',,:, , »:,. „, • , ..... „' „ ..... !' i'",' ,,,,.,|||'!!',;j, SI!',, - ,M ' ' |,'.'.|; ,„ ' ,i, i ,;v '|. jl',,,11 ..... ! ,„ ••"'!'' ,, i ..,
362.) None of the organic compounds are specifically controlled
or removed. Five of the 17 metals present in the wastestream are
removed by chemical precipitation and subsequent clarification
"• : ' , | . '• ii;1 ' , ..... ' ii i
and filtration. The SO Ibs of non-conventional and toxic
pollutants removed from 1.98 million gallons of wastewater
include zinc, barium, boron, iron, and tin. When weighted by
their toxicities relative to copper, the annual removals total 3
Ibs-equivalent. For indirect dischargers, 3 ribs-equivalent would
be removed by pretreatment; less one tenth of the pollutants in
an indirect discharger's effluent (less than one pound-equivalent
of the 3 Ibs-equivalent) would otherwise be removed by treatment
at a PQTW before ultimate discharge to surface waters. Dividing
the annualized treatment costs ($129,000) by these removals
•
higher rank in cost per pound-equivalent removed for indirect
dischargers indicates that pollutants in this sector's waste
stream are readily removed at the POTW.
298
-------
yields a cost per Ib-equivalent removed of $39,486 for direct
dischargers (highest value across all eleven segments) and
$43,434 for indirect dischargers (highest value across all eleven
segments).
Bus and Truck Maintenance
The normal plant for the Bus and Truck Maintenance segment
discharges organic compounds and metals. (See Table X-40, page
365.) None of the organic compounds are specifically controlled
or removed. Six of the 16 metals present in the wastestream are
removed by chemical precipitation and subsequent clarification
and filtration. The 125 Ibs of non-conventional and toxic
pollutants removed from 1.41 million gallons of wastewater
include copper, lead, zinc, aluminum, boron, and iron. When
weighted by their toxicities relative to copper, the annual
removals total 11 Ibs-equivalent. For indirect dischargers, 5
Ibs-equivalent would be removed by pretreatment; more than half
of the pollutants in an indirect discharger's effluent (6 of the
11 Ibs-equivalent) would otherwise be removed by treatment at a
POTW before ultimate discharge to surface waters. Dividing the
annualized treatment costs ($39,O95) by these removals yields a
cost per Ib-equivalent removed of $3,627 for direct dischargers
(2nd highest value across all eleven segments) and $8,077 for
299
-------
indirect dischargers (2nd 'highest value across all eleven
'Ml" ' ' " ' ' ' '• Li r I ' ' ' „ i ,'i ' ,
segments).
nii< "'iini,:..in ' ,m ,*:
Radiator Rebuilding
The normal plant for the Radiator Rebuilding segment discharges
organic compounds and metals. (See Table X-4l, page 367.) None
of* the organic compounds are specifically controlled or removed.
Seven of the 11 metals present in the wastestream are removed by
chemical precipitation and subsequent clarification and filtra-
tion. The 40 Ibs of non-conventional and toxic pollutants
removed from 25,08O gallons of wastewater include copper, lead,
zinc, aluminum, boron, iron, and tin. When weighted by their
toxicities relative to copper, the annual removals total 9
Ibs-equivalent. For indirect dischargers, 5 Ibs-equivalent would
be removed by pretreatment; almost one-half of the pollutants in
an indirect discharger's effluent (4 of the 9 Ibs-equivalent)
would otherwise be removed by treatment at a POTW before ultimate
discharge to surface waters. Dividing the annualized treatment
costs ($11,759) by these removals yields a cost per Ib-equivalent
removed of $1,375 for direct dischargers (8th lowest value across
... I . . ' ;-
all eleven segments) and $2,529 for indirect dischargers (7th
i M ,p ,••;<• ,,.' I . •;••• • -, ; i * • ", : .• , i».'itJ"
lowest value across all eleven segments).
300
-------
Aircraft Rebuilding
The normal plant for the Aircraft Rebuilding segment discharges
organic compounds, metals, and cyanide. (See Table X-42, page
369.) None of the organic compounds are specifically controlled
or removed. Eleven of the 23 metals present in the wastestream
and cyanide are removed by chemical precipitation and subsequent
clarification and filtration. The 25,678 Ibs of non-conventional
and toxic pollutants removed from 63.8 million gallons of
wastewater include cyanide, cadmium, copper, nickel, silver,
zinc, boron, cobalt, iron, and manganese but chromium and lead
amount for about one-half of the total removals. When weighted
by their toxicities relative to copper, the annual removals total
27,788 Ibs-equivalent. For indirect dischargers, 6,249
Ibs-equivalent would be removed by pretreatment; about
three-quarters of the pollutants in an indirect discharger's
effluent (21,539 of the 27,788 Ibs-equivalent) would otherwise be
removed by treatment at a POTW before ultimate discharge to
surface waters. Dividing the annualized treatment costs
($788,700) by these removals yields a cost per Ib-equivalent
removed of $28 for direct dischargers (2nd lowest value across
all eleven segments) and $126 for indirect dischargers (2nd
lowest value across all eleven segments).
301
-------
Aircraft Maintenance
The normal plant for the Aircraft Maintenance segment discharges
pesticides, organic compounds, and metals.(See Table X-43,page
372.) None of the pesticides or organic compounds are specifi-
cally controlled or removed. Twelve of the 19 metals present in
the wastestream are removed by chemical precipitation and
subsequent clarification and filtration. The 232 Ibs of
non-conventional and toxic pollutants removed from 616,000
gallons of wastewater include cadmium, chromium, copper, lead,
nickel, zinc, aluminum, barium, iron, manganese, molybdenum and
titanium. When weighted by their toxicities relative to copper,
the annual removals total 121 iIbs-equivalent. For indirect
dischargers, 48 Ibs-equivalent would be removed by pretreatment;
more than half of the pollutants in an indirect discharger's
effluent (73 of the 121 Ibs-equivalent) would otherwise be
removed by treatment at a POTW before ultimate discharge to
',;, • • " ,. "• • i*';/ / • ;• •• , ;,; i i i i °
surface waiters. Dividing the annualissed treatment costs
($37,61O) by these removals yields a cost per Ib-equivalent
removed of $311 for direct dischargers (4th lowest value across
all eleven segments) and $785 for indirect dischargers (4th
lowest value across all eleven segments).
'I:
Railroad Rebuilding
The normal plant for the Railroad Rebuilding segment discharges
organic compounds and metals. (See Table X-44, page 374.) None
' / ' , • . • 302
1 i '= 'ij!-"1,,:. 11
-------
of the organic compounds are specifically controlled or removed.
Seven of the 18 metals present in the waste stream are removed by
chemical precipitation and subsequent clarification and filtra-
tion. The 858 Ibs of non-conventional and toxic pollutants
removed from 5.28 million gallons of wastewater include chromium,
copper, lead, zinc, barium, boron, and iron. When weighted by
their toxicities relative to copper, the annual removals total
163 Ibs-equivalent. For indirect dischargers, 27 Ibs-equivalent
would be removed by pretreatment; more than three-quarters of the
pollutants in an indirect discharger's effluent (136 of the 163
Ibs-equivalent) would otherwise be removed by treatment at a POTW
before ultimate discharge to surface waters. Dividing the
annualized treatment costs ($149,600) by these removals yields a
cost per Ib-equivalent removed of $916 for direct dischargers
(7th lowest value across all eleven segments) and $5,624 for
indirect dischargers (8th lowest value across all eleven
segments).
Railroad Maintenance
The normal plant for the Railroad Maintenance segment discharges
organic compounds and metals. (See Table X-45, page 376.) None
A higher rank in cost per pound-equivalent removed for indirect
dischargers indicates that pollutants in this sector's waste
stream are readily removed at the POTW.
303
-------
of the organic compounds are specifically controlled or removed.
Ten of the 22 metals present in the wastestream are' removed by
chemical precipitation and subsequent clarification and filtra-
tion. The 25,289 Ibs of non-conventional and toxic pollutants
removed from 15.4 million gallons of wastewater include cadmium,
chromium, copper, lead, zinc, aluminum, boron, iron, manganese,
and titanium. When weighted by their toxicities relative to
copper, the annual removals total 1,O74 Ibs-equivalent. For
i, " ' i , ' • I ' '"• '"' 'S i i'"' ,," >i ' ' i' ' ' ' 'I ' I'n"'|i ' ' '' ' ",'illl"1'11'' »fi, '!!,•'"
indirect dischargers, 845 ibs-equivalent would be removed by"
pretreatment; one fifth of the pollutants in an indirect dis-
charger's effluent (229 of the 1,074 Ibs- equivalent) would
otherwise be removed by treatment at a POTW before ultimate
discharge to surface waters. Dividing the annualized treatment
costs ($133,900) by these removals yields a cost per
lb-equivalent removed of $125 for direct dischargers (3rd lowest
value across all eleven segments) and $158 for indirect discharg-
ers (3rd lowest value across all eleven segments).
Office Machine Manufacturing
The normal plant for the Office Machine Manufacturing segment
discharges organic compounds, metals, and cyanide. (See Table X-
46, page 378.) None of the organic compounds or cyanide are
specfically controlled or removed. Twelve ofthe 27 metals
present in the wastestream are removed by chemical precipitation
304
-------
and subsequent clarification and filtration. The 54,647 Ibs of
non-conventional and toxic pollutants removed from 24.2 million
gallons of wastewater include cadmium, chromium, copper, mercury,
lead, nickel, zinc, aluminum, boron, iron, manganese, and tin.
When weighted by their toxicities relative to copper, the annual
removals total 2O,790 Ibs-equivalent. For indirect dischargers,
8,8O1 Ibs-equivalent would be removed by pretreatment; more .than
half of the pollutants in an indirect discharger's effluent
(11,989 of the 20,790 Ibs-equivalent) would otherwise be removed
by treatment at a POTW before ultimate discharge to surface
waters. Dividing the annualized treatment costs ($404,150) by
these removals yields a cost per Ib-equivalent removed of $19 for
direct dischargers (lowest value across all eleven segments) and
$46 for indirect dischargers (lowest value across all eleven
segments).
Office Machine Rebuilding
The normal plant for the Office Machine Rebuilding segment
discharges organic compounds and metals. (See Table X-47, page
380.) None of the organic compounds are specifically controlled
or removed. Three of the twelve metals present in the waste-
stream are removed by chemical precipitation and subsequent
clarification and filtration. The 20 Ibs of non-conventional and
305
-------
n,1,1,1'i V if'ii'i' r,Hi '•:'!',,' i1 i ;' „ in i
toxic pollutants removed from 396,OOO gallons of wastewater
include silver, zinc, and iron. When their toxicities relative
to copper, the annual removals total 32 Ibs-equivalent. For
indirect dischargers, seven Ibs-equivalent would be removed by
pretreatment; more than three-quarters of the pollutants in an
indirect discharger's effluent (25 of the 32 Ibs-equivalent)
would otherwise be removed by treatment at a POTW before ultimate
discharge to surface waters. Dividing the annualized treatment
costs ($24,75O) by these removals yields a cost per Ib-equivalent
removed of $1,791 for direct dischargers (3rd highest value
' , ', '• 'i" „ .... „ ; .' "• '"'if "II'1"1/IT '4K!1 V " I ' "'' , ' v'lii'.'i i. t'". H f:: ,l1:l""l:,;i':-i'il,!!l!'i;
across all eleven segments) and $8,061 for indirect dischargers
(3rd highest value across all eleven segments).
306
i'1
-------
Table X-l
NUMBER OF FACILITIES FOR
MACHINERY MANUFACTURING & REBUILDING
Total Number of Facilities
Dun I Bradstreet 1989
Total Number of Facilities
Dun & Bradstreet 1988
SIC Code
Specific Products
(10 or more employees)
(1 or more employees)
MOTOR VEHICLE - Motor Vehicle Manufacturing Engines & Trim
3592
3647
3694
3714
3751
3799
Carburetors, Piston Rings, Valves
Vehicular Lighting Equipment
Electrical Equipment for Motor Vehicles
Motor Vehicle Parts and Accessories
Motorcycles
Miscellaneous Transportation Equipment
176
97
470
3,244
- 202
364
4,553
262
145
790
3,497
565
779
6,038
MOTOR VEHICLE - Motor Vehicle Manufacturing Bodies
3465
3711
3716
3792
Automotive Stampings
Motor Vehicle and Automobile Bodies
Mobile Homes
Travel Trailers and Campers
580
748
18
372
1,718
744
1,434
07
87
1,010
3,275
MOTOR VEHICLE - Automobile Operations
4121
5013
5511
5521
5541
5561
5571
5599
7512
7519
Taxi cabs
Automotive Equipment
Automobile Dealers (New and Used)
Automobile Dealers (Used Only)
Gasoline Service Stations
Recreational & Utility Trailer Dealers
Motorcycle Dealers
Auto. Dealers (Dunebug., Gocart, Snowmble.)
Passenger Car Rental & Leasing, U/0 Driver
Utility Trailer & Rec. Vehicle Rental
848
19.861
24,135
3,349
21,148
1,999
2,413
654
4,734
432
79,573
4,115
41,369
38,137
30,678
102,440
5,269
6 ft .5
,742
3.231
12,487
1,534
246,002
MOTOR VEHICLE -Automobile Repair
7531
7535
7538
7539
7549
7692
Automobile Top and Body Repair
Automotive Paint Shops
General Automotive Repair Shops
Specialized Auto. Repair Shop & Insp. Ctrs.
Auto. Serv. (Includes Diagn. & Insp. Ctrs.)
Welding Shops (Includes Automotive)
MOTOR VEHICLE - TOTAL
6,821
835
11,611
7,905
2,132
1,448
30,752
116,596
41,956
37<1
-------
Table X-l (Continued)
NUMBER OF FACILITIES FOR
MACHINERY MANUFACTURING & REBUILDING
SIC Cod*
Specific Product*
IOS t TRUCK - Bus t Truck RebuiIding & Maintenance
4111
4119
4131
4141
4142
4151
4171
4172
4212
4213
4214
4231
7513
Local and Suburban Transit (Bus & Subway)
Local Psngr. Trans. (Lira., Anfc., Sight See)
Intercity and Rural Highway (Buslines)
Local Bus Charter Service
Bus Charter Service, Except Local
School Buses
Bus Terminal Oper. (Motor Vehicle Maint.)
Haint. Fac. for Motor Vehicle Psngr. Trans.
Local Trucking Without Storage
Trucking. Except Storage
Local Trucking With Storage
Freight Truck Terminals, W/ or W/0 Haint.
Truck Rental I Leasing, Without Drivers
BUS & TRUCK - TOTAL
AIRCRAFT - Aircraft Frames Manufacturing
3721 Aircraft
AIRCRAFT - Aircraft Engines & Parts Manufacturing
3724
3728
Aircraft Engines and Engine Parts
Aircraft Parts and Auxiliary Equipment
AIRCRAFT • Aircraft Operations
4511
4521
Certified Air Carriers (Psngr. & Cargo)
Noncertified Air Carriers (Psngr. & Cargo)
AIRCRAFT • Aircraft Maintenance
4582 Aircraft and Airport Maintenance
AIRCRAFT - TOTAL
SPACE
3761
3764
3769
Guided Missiles and Space Vehicles
Guided Missile and Space Vehicle Propulsion
Other Space Vehicle and Missile Parts
SPACE - TOTAL
Total Number of Facilities
Dun t Bradstreet 1989
(10 or more employees)
674
2.659
688
333
608
1,189
184
109
14,609
19,467
3,646
2,109
3,161
49,436
53,877
273
487
1,211
1,698
2,722
1,161
3,883
1,899
7,753
98
47
47
192
Total Number of Facilities
Dun & Bradstreet 1988
(1 or more employees)
1,605
6,973
1,807
145
2,216
2,163
293
139
55,128
47,835
7,306
1,566
7,634
134,810
141,276
559
586
1,639
2,225
7,698
492
8,190
6,175
17,149
143
75
71
289
308
-------
Table X-l (Continued)
NUMBER OF FACILITIES FOR
MACHINERY MANUFACTURING & REBUILDING
SIC Code
Specific Products
Total Number of Facilities
Dun & Bradstreet 1989
(10 or more employees)
Total Number of Facilities
Dun & Bradstreet 1988
(1 or more employees)
RAILROAD - Railroad Manufacturing
3743 Rai tears, Railway Systems
RAILROAD - Railroad Maintenance
4011 Line- Haul Railraods
4013 Switching and Terminal Stations
RAILROAD - TOTAL
SHIP - Ship Repair and Manufacturing
3731 Ship Building and Repairing
SHIP - Boat Repair and Manufacturing
3732 Boat Building and Repairing
SHIP - Ship Maintenance
4421 Transportation, Noncontiguous Deep Sea
4422 Coastwise Transportation
4423 Intercoastal Transportation
4431 Great Lakes Transportation
4441 Transportation on Rivers & Canals
SHIP - Boat Maintenance
4452 Ferries
4453 Lighterage
4454 Towing and Tugboat Services
4459 Water Transportation, Local, NEC
SHIP - TOTAL
OFFICE MACHINE - Office Machine Manufacturing
3572 Typewriters
3573 Electronic Computing Equipment
3574 Calculating and Accounting Machines
3579 Office Machines, Not Elsewhere
3861 Photographic Equipment and Supplies
OFFICE MACHINE • Office Machine Maintenance
7379 Computer Related Services
7629 Electrical & Electronic Repair
OFFICE MACHINE - TOTAL
205
1,534
340
1,874
2,079
560
1,126
81
87
35
26
411
640
55
16
531
173
775
3,101
28
3,606
128
342
902
5,006
6,121
3.237
9,358
14,364
283
2,801
316
3,117
3,400
897
3,179
143
165
57
41
484
890
68
35
1,100
528
1,731
6,697
60
5,245
165
555
1,804
7,829
14,279
17,928
32,207
40,036
309
-------
Table X-l (Continued)
NUMBER OF FACILITIES FOR
MACHINERY MANUFACTURING & REBUILDING
SIC Cod*
Specific Products
Total Nutter of Facilities Total Nuifcer of Facilities
Dun & Bradstreet: 1989 Dun & Bradstreet 1988
(10 or wore employees) (1 or more enployees)
HARDWARE
3396
3421
3423
3425
3429
HARDWARE
3451
3452
HARDWARE
3412
3462
3466
3469
HARDWARE
3493
3495
3496
3964
- Hand Tools
Metal Heat Treating
Cutlery
Hand I Edge Tools, Except Hach. Tools, Saws
Hand Saws and Saw Blades
Hardware NEC
- Screw Machine Products
Screw Machine Products
Bolts, Nuts, Screws, Rivets, and Washers
- Metal Forging & Stamping Products
Metal Shipping Barrels, Drums, Kegs, Pails
Iron and Steel Forgings
Crowns and Closures
Metal Stamping NEC
- Metal Spring Products
Steel Springs
Wire Springs
Miscellaneous Fabricated Wire Products
Needles, Pins, and Fasteners
567
121
606
118
1,229
2,641
1,350
757
2,107
162
473
46
2,607
3,288
238
249
1,122
262
751
258
1,222
195
., 2,116 _
4,542
1,968
1,074
," ,' " ' ''".'3,042"
209
646
e*s
DU
3,585
4,490
346
344
1,679
415
HARDWARE - Metal Pipes & Valves
3494 Valves t pipe Fittings, Except Brass
3498 Fabricated Pipe and Fabricated Pipe Fittings
3499 Fabricated Metal Products NEC
HARDWARE - Machine Tools
3541
3542
3544
3545
3546
Machine Tools, Metal Cutting Types
Machine Tools, Metal Forming Types
Special Dies I Tools, Die Sets, Jigs, Etc.
Machine Tool Access. £ Measuring Devices
Power Driyen Hand Tools
1,871
1,142
556
1,685
- '•• in
3.383
1,215
580
4,769
1,911
235
8,710
2,784
1,558
820
3,324
5,702
2,123
881
8,923
2,994
452
15,373
310
-------
Table X-l (Continued)
NUMBER OF FACILITIES FOR
MACHINERY MANUFACTURING & REBUILDING
SIC Cod*
Specific Products
Total Number of Facilities
Dun & BradstrMt 1989
(10 or wore employees)
Total Number of Facilities
Dun & Bradstreet 1988
(1 or more employees)
HARDWARE - Heating Equipment
3433 H«atg. Equip. Except Elec. & Warm Air Frnc.
Fabricated Structural Metal Products
HARDWARE -
3441
3443
3444
3446
3448
3449
Fabricated Structural Metal
Fabricated Plate Work (Boiler Shops)
Sheet Metal Work
Architectural and Ornamental Metal Work
Prefabricated Metal Buildings & Components
Miscellaneous Metal Work
HARDWARE - TOTAL
515
2,894
1,832
3,352
1,162
640
231
10,111
32,626
1,176
4,161
2,503
5,006
3,655
1,055
416
16,796
53,905
ORDNANCE
3482
3483
3484
3489
Small Arms Ammunition
Ammunition, except for Small Arms
Small Arms
Ordnance and Accessories NEC
ORDNANCE - TOTAL
STATIONARY INDUSTRIAL EQUIPMENT - Heavy Equipment Manufacturing
3511 Steam, Gas, Hydraul. Turbines, Gen. Units
3519 Internal Combustion Engines NEC
3531 Construction Machinery and Equipment
3533 Oil Field Machinery and Equipment
3534 Elevators and Moving Stairways
3535 Conveyors and Conveying Equipment
65
85
150
71
371
207
270
1.023
901
224
804
3,429
201
118
308
122
749
400
524
1,636
1,636
318
1,005
5,519
311
-------
Table X-l (Continued)
NUMBER OF FACILITIES FOR
MACHINERY MANUFACTURING & REBUILDING
SIC Cod*
Specific Products
Total Hunter of Facilities
Dun t Bradstreet 1989
(10 or more employees)
Total Number of Facilities
Dun & Bradstreet 1988
(1 or more employees)
STATIONARY INDUSTRIAL EQUIPMENT - Industrial Machine & Equipment Manufacturing
3547
3549
3551
3552
3553
3554
3555
3559
3561
3562
3563
3564
3565
3566
3567
3568
3569
3576
3581
3582
3585
3586
3589
3599
Rolling Mill Machinery and Equipment
Metal Working Machinery NEC
Food Products Machinery
Textile Machinery
Woodworking Machinery
Paper Industries Machinery
Printing Trades Machinery and Equipment
Special Industry Machinery NEC
Pumps and Pumping Equipment
Ball and Roller Bearings
Air and Gas Compressors
Blowers and Exhaust and Ventilation Fans
Industrial Patterns
Speed Changers, High Speed Drivers & Gears
Industrial Process Furnaces and Ovens
Mechanical Power Transmission Equip. NEC
General Industrial Machinery NEC
Scales and Balances, Except Laboratory
Automatic Merchandising Machines
Commercial Laundry Equipment
Refrigeration I Mr and Heating Equip.
Measuring and Dispensing Punps
Service Industry Machines, NEC
Machinery, Except Electrical NEC
90
529
902
485
281
307
696
1,792
670
224
323
644
302
246
504
216
1,824
140
127
89
1,094
68
1,090
13,814
26,457
STATIONARY INDUSTRIAL EQUIPMENT - Electrical Equipment Manufacturing
3612 Transformers
3613 Switchgear and Switchboard Apparatus
3621 Motors and Generators
3622 Industrial Controls
3623 Welding Apparatus, Electric
3629 Electric Industrial -Apparatus NEC
825
814
932
124
365
3,548
STATIONARY INDUSTRIAL EQUIPMENT - Equipment Rebuilding & Maintenance
7394 Equipment Rental I Leasing Services 16,906
STATIONARY INDUSTRIAL EQUIPMENT - TOTAL 50,340
125
718
'794
458
405
1,058
2,827
1,062
882
996
319
258
2,876
220
202
177
1,617
125
1,581
51,883
643
1,109
'247
459
4,791
42,172
104,365
312
'„ '• I1"'1' I'M :'," ,4'I'1
-------
Table X-l (Continued)
NUMBER OF FACILITIES FOR
MACHINERY MANUFACTURING & REBUILDING
SIC Code
Specific Products
Total Number of Facilities
Dun I Bradstreet 1989
(10 or more employees)
Total Number of Facilities
Dun & Bradstreet 1988
(1 or more employees) •
MOBILE INDUSTRIAL EQUIPMENT - Industrial Equipment Manufacturing
3523 Farm Machinery and Equipment
3524 Garden Tractors & Lawn & Garden Equipment
MOBILE INDUSTRIAL EQUIPMENT - Heavy Equipment Manufacturing
3532 Mining Mach. & Equip., Except Oil Field
3536 Hoists, Industrial Cranes & Monorails
3537 Industrial Trucks, Tractors, Trailers
3795 Tanks and Tank Components
MOBILE INDUSTRIAL EQUIPMENT - TOTAL
HOUSEHOLD EQUIPMENT - Residential Equipment Manufacturing
3631 Household Cooking Equipment
3632 Household Refrig. & Home & Farm & Freezers
3633 Household Laundry Equipment
3634 Electric Houseuares and Fans
3635 Household Vacuum Cleaners
3636 Sewing Machines
3639 Household Appliances NEC
HOUSEHOLD EQUIPMENT - Household Electric Equipment Manufacturing
3641 Electric Lamps
3643 Current-Carrying Wiring Devices
3644 Noncurrent -Carrying Wiring Devices
3645 Residential Electrical Lighting Fixtures
3646 Commercial, Industrial, and Institutional
3648 Lighting Equipment NEC
3651 Radio/Television Sets Except Coramun. Types
HOUSEHOLD EQUIPMENT - Household Equipment Maintenance
7622 Radio & Television Repair Shops
7623 Refrig. & Air Cond. Serv. & Repair Shops
HOUSEHOLD EQUIPMENT - TOTAL
1,440
203
1,643
356
299
499
45
1,199
2,842
82
53
24
303
118
85
74
739
216
568
236
595
336
322
649
2,922
2,452
1,386
3,838
7,499
2,770
294
•.
3,064
567
431
778
78
1,854
4,918
173
152
45
452
285
164
208
1,479
445
740
289
1,012
467
418
1,121
4,492
22,758
9,817
32,575
38,546
313
-------
Table X-l (Continued)
; ,. . ; '' : Ill
NTJMBER OF FACILITIES FOR
MACHINERY MANUFACTURING & REBUILDING
SIC Code
Specific Products
Total Number of Facilities Total Number of Facilities
Dun & Bradstreet 1989 Dun i, Bradstreet 1988
(10 or more employees) (1 or more employees)
ELECTRONIC EQUIPMENT •
"" /
3662 Radio t TV
ELECTRONIC EQUIPMENT •
3675 Electronic
3677 Electronic
3678 Connectors
3679 Electronic
3699 Electronic
• Communication Equipment Manufacturing
Communication Equipment
• Electronic Components Manufacturing
Capacitors
Coils and Transformers
for Electronic Applications
Components NEC
Hach., Equipment, S Suppl. NEC
ELECTRONIC EQUIPMENT - TOTAL
INSTRUMENTS - Measurement & Control Instrument Manufacturing
3479 Coating, Engraving and Allied Services NEC
3811 Engineering and Scientific Instruments
3822 Automatic Environmental Controls
3823 Process Control Instruments
3824 Fluid Meters and Counting Devices
3825 Instruments to Measure Electricity
3829 Measuring and Controlling Devices NEC
INSTRUMENTS - Specialty Equipment Manufacturing
3832 Optical Instruments and Lenses
3841 Surgical t Medical Instruments & Apparatus
3842 Orthopedic, Prosthetic, t Surgical Suppl.
3843 Dental Equipment and Supplies
3851 Ophthalmic Goods
3873 Watches, Clocks, Assoc. Devices t Parts
3951 Pens, Mechanical Pencils, & Parts
3999 Manufacturing Industries NEC
INSTRUMENTS - Specialty Instrunent Maintenance
7699 Miscellaneous Repair Shops & Related Serv.
INSTRUMENTS - TOTAL
PRECIOUS & NONPRECIOUS METALS t INSTRUMENTS
3911 Jewelry, Precious Metel
3914 Silverware, Plated Ware, t, Stainless
3915 Jewelers' Materials t Lapidary Work
3931 Musical Instruments
3961 Costume Jewelry
PRECIOUS t NONPRECIOUS HETALS t INSTRUMENTS - TOTAL
MMtt TOTALS
2,992
123
348
138
4,715
637
5,823
8,815
1,508
1,044
522
1,503
228
1,119
895
6,819
527
1,459
1.518
434
823
207
115
2,892
7,975
10,531
25,325
1,661
221
299
297
630
3,108
328,888
, ' '(' '( V '
"I, ''
5,001
147
423
157
6,103
1,066
7,896
12,897
2,592
1,635
794
2,379
325
1,557
1,251
10,533
914
1,958
2,576
1,148
1,642
492
169
10,159
19,058
62,884
92,475
4,624
520
776
779
1,746
8,445
969,710
314
-------
Table X-2
TRANSPORTATION EQUIPMENT MANUFACTURING:
Motor Vehicles
SIC Code & Description
3592
Carburetors, Pistons,
1977
1982
3694
Engine Electrical Equipment
1972
1977
1982
3711
Motor Vehicles & Car Bodies
1972
1977
1982
3713
Truck & Bus Bodies
1972
1977
1982
3714
Motor Vehicle Parts, Accessories
1972
1977
1982
3715
Truck Trailers
1972
1977
1982
3751
Motorcycles, Bicycles, Parts
1972
1977
1982
3792
Travel Trailers & Campers
1972
1977
1982
3795
Tank & Tank Components
1972
1977
1982
3799
Transportation Equipment
1972
1977
1982
« of
Est'b
113.0
151.0
171.0
290.0
409.0
433.0
231.0
322.0
355.0
789.0
820.0
681.0
2,119.0
2,623.0
2,420.0
255.0
353.0
324.0
222.0
350.0
273.0
1,030.0
861.0
492.0
22.0
24.0
43.0
501.0
429.0
424.0
Employees
<1000's>
26.6
32.2
31.1
57.9
63.8
42.9
339.2
343.6
240.1
42.8
34.8
28.5
400.9
450.7
321.4
24.7
28.1
18.5
17.6
15.6
13.0
37.1
26.3
13.8
5.9
12.4
18.1
16.1
10.3
10.7
Production
Worker*
21.6
26.0
24.0
47.7
51.8
32.3
287.0
289.9
193.5
33.3
27.4
21.5
332.3
372.5
251.1
19.7
22.5
13.6
15.0
13.3
10.4
31.1
21.8
11.2
4.6
10.0
12.5
13.4
7.4
7.4
Value of
Shipments
1,994.7
2,297.0
2,369.1
5,453.8
5,981.4
3,689.5
114,987.0
125,489.2
75,337.8
4.204.9
3,285.4
2,674.1
49,133.8
58,631.3
38,652.2
2,996.0
3,132.6
1,888.6
1,767.5
1,652.5
1,428.3
3,597.1
2,595.1
1,364.1
729.5
1,532.1
2,496.0
1.754.3
1,018.3
943.8
Capital
Expenditures
72.6
131.0
112.9
82.5
239.4
83.5
2,458.1
2,798.0
2,522.2
130.0
72.5
55.1
2,983.1
3,006.4
1,908.2
39.1
59.4
39.7
42.9
39.5
24.6
94.3
50.8
18.0
8.3
21.6
121.9
44.6
16.1
15.8
Specialzt'n Coverage
Ratio Ratio
81.0
82.0
81.0
79.0
81.0
85.0
96.0
95.0
95.0
90.0
94.0
93.0
94.0
94:0
93.0
96.0
94.0
95.0
81.0
84.0
85.0
NA
NA
NA
95.0
92.0
NO
93.0
94.0
93.0
74.0
87.0
94.0
87.0
89.0
88.0
99.0
99.0
99.0
91.0
93.0
94.0
86.0
87.0
86.0
94.0
96.0
95.0
95.0
97.0
96.0
NA
NA
NA
77.0
82.0
79.0
74.0
79.0
82.0
Notes:
Specialization ratio=Receipts from primary product shipments/total receipts for primary and secondary products for establishments
in this SIC code.
Coverage ratio=Receipts from primary products shipped by establishments in this SIC/total receipts from such products by all
manufacturing establishments.
Source: U.S. Bureau of the Census, Censu* of Manufactures,
1972, 1977, 1982.
315
-------
Table X-3
BEFORE TAX PROFITS AS A PERCENT OF SALES;
MOTOR VEHICLE MANUFACTURING
'I'M i i i
Industry
SIC 3711
Motor Vehicle
Manufacturers
SIC 3713
Truck and Bus
Bodies
SIC 3714
Motor Vehicle
Parts & Acces~
sories
SIC 3792
Travel Trailers
& Campers
1972 1977 1982 1983 1984 1985 1986
4.2 7.1 1.9 0.1 4.1 3.8 3.9
n/a 7.0 n/a -1.1 0.2 4.4 4.3
5.5 6.9 4-4 2.7 3.9 6.0 4.8
5.8 -0.1 2.3 2.2 5.6 3.9
"li'ill'l "i:1 ' i
Source: Robert Morris Associates, 1986 Annual Studies.
316
-------
Table X-4
RETAIL TRADE ~ TRANSPORTATION:
Motor Vehicles
SIC Code & Description # of
Estbs.
5511
Motor Vehicle Dealers --
New & Used
1972 32,452
1977 30,793
1982 27,178
5521
Motor Vehicle Dealers --
Used Cars
1972 31,785
1977 37,016
1982 34,556
5541
Gasoline Service Stations
1972 226,459
1977 176,465
1982 135,514
5561
Recreational & Utility
Trailers
1972 2,251
1977 5,232
1982 3,518
5571
Motorcycle Dealers
1972 3,416
1977 4,901
1982 4,617
5599
Automotive Dealers, n.e.c.
1972 1,662.0
1977 1,104.0
1982 546.0
7512
Automotive Rental & Leasing,
without drivers
1972 10,474.0
1977 9,387.0
1982 9,024.0
7531
Top & Body Repair Shops
1972 31,810
1977 38,848
1982 23,871
7535
Paint Shops
1972 2,463
1977 2,777
1982 2,829
SALES
(1000 88$)
187,671,593
215,733,376
181,803,633
11,581,345
12,292,965
9,643.629
86,157,768
99,948,615
114,492,301
2,988,262
5,121,624
3,325,879
3,020,559
3,503,979
3,380,072
1,266,690.6
956,899.2
616,543.7
9,110,592.0
11,340,452.0
11,329,083.3
4,547,758
5,745,393
5,779,443
594,854
772,182
815,741
Paid
Employees
765,606
790,381
698,569
39,445
42,281
36,103
747,668
672,673
603,886
11,579
20,203
16,168
20,178
24,424
27,314
7.268.0
6,260.0
4,554.0
62,687.0
75,480.0
94,195.0
65,659
87,919
103,390
11,470
15,810
18,488
317
-------
!'"' I1"!:'1'1!, 1, i"" 'i ;,l,l "'.rfii In, ii'1
«,!„{] iii !i''!"n sracrin,^^
Table X-4 (Continued)
RETAIL TRADE ~ TRANSPORTATION:
Motor Vehicles
SIC Codt t Description
# of
Estbe.
SALES
(1000 88$)
Paid
Employee*
753«
General Automotive Repairs
1972
1977
1982
7539
Automotive Parts & Repairs
1972
1977
1982
7692
Welding Shops
1972
1977
1982
71,863
86,991
40,392
12,034
16,315
19,504
4,313
NA
4,978
8,129,672
9,970,998
8,304,634
3,250,348
4,582,857
5,037,805
940,296
NA
1,142,556
98,235
128,339
144,054
46,850
68,504
84,126
15,857
NA
24,488
Source: U.S. Bureau of the Census, Census of Retail Trade
and County Business Patterns, 1972, 1977, 1982.
318
-------
Table X-5
BEFORE TAX PROFITS AS A PERCENT OF SALES:
MOTOR VEHICLE RETAIL TRADE
industry 1972
SIC 5511
New Car Dealers 1.9
SIC 5521
Used Car Dealers 1.9
SIC 5541
Gasoline Service
Stations 2.8
SIC 5561
Recreational &
Utility Dealers n/a
SIC 5571
Motorcycle Dealers n/a
SIC 7512 & 7513
Car & Truck Rental 5.2
SIC 7531
Auto Top &
Body Repair
SIC 7538
General Auto
Repair
SIC 7692
Welding Shops
n/a
3.9
n/a
1977 1982
1.8 0.9
2.4 2.5
1983 1984 1985 1986
1.5
0.9
2.7 2.1
0.7 1.2
6.1 5.6
n/a n/a
4.3 4.7
n/a n/a
1.0 1.9
2.2
0.9
1.2
2.2 2.6
-0.3 0.3
7.0 6.4
n/a 3.5
3.8 3.8
-0.4 4.9
2.1 1.8
2.4 2.8 1.6
1.5 1.4
1.8
1.1
2.0 1.2
6.0 5.0
4.7 3.8
4.6 3.6
5.3 5.6
Source: Robert Morris Associates, 1986 Annual Studies.
1n/a= not available
319
-------
v, U
•• Table X-e" '. ' 1'
RETAIL TRADE — TRANSPORTATION:
Motor Vehicles
SIC Cod* t Description # of SALES
: Estb*. (1000 8810
5511
Motor Vehicle Dealers --
New & Used
1972 32,452 187,671,593
1977 30,793 215,733,376
1982 27,178 181,803,633
5521
Motor Vehicle Dealers --
Used Cars
1972 31,785 11,581,345
1977 37,016 12,292,965
1982 34,556 9,643,629
5541
Gasoline Service Stations
1972 226,459 86,157,768
1977 176,465 99,948,615
1982 135,514 114,492,301
5561
Recreational & Utility
Trailers
1972 2,251 2,988,262
1977 5,232 5,121,624
1982 3,518 3,325,879
5571
Motorcycle Dealers
1972 3,416 3,020,559
1977 4,901 3,503,979
1982 4,617 3,380,072
5599
Automotive Dealers, n.e.c.
1972 1,662.0 1,266,690.6
1977 1,104.0 956,899.2
1982 546.0 616,543.7
7512
Automotive Rental & Leasing,
without drivers
1972 10,474.0 9,110,592.0
1977 9,387.0 11,340,452.0
1982 9,024.0 11,329,083.3
7531
Top & Body Repair Shops
1972 31,810 4,547,7158
1977 38,848 5,745,393
1982 23,871 5,779,443
7535
Paint Shops
1972 2,463 594,8154
1977 2,777 772,1«2
1982 2,829 815,741
Paid
Employees
765,606
790,381
698,569
39,445
42,281
36,103
747,668
672,673
603,886
11,579
20,203
16,168
20,178
24,424
27,314
7,268.0
6,260.0
4,554.0
62,687.0
75,480.0
94,195.0
65,659
87,919
103,390
11,470
15,810
18,488
320
-------
Table X-6 (Continued)
RETAIL TRADE ~ TRANSPORTATION:
Motor Vehicles
SIC Code & Description
* of
Estbe.
SALES
(1000 88$)
Paid
Employees
7538
General Automotive Repairs
1972 71,863
1977 86,991
1982 40,392
7539
Automotive Parts & Repairs
1972 12,034
1977 16,315
1982 19,504
7692
Welding Shops
1972 4,313
1977 NA
1982 4,978
8,129,672
9,970,998
8,304,634
3,250,348
4,582,857
5,037,805
940,296
NA
1,142,556
98,235
128,339
144,054
46,850
68,504
84,126
15,857
NA
24,488
Source: U.S. Bureau of the Census, Census of Retail Trade
and County Business Patterns, 1972, 1977,. 1982.
321
-------
!' HIV" I"!'- i>hi •. ,* "..i
Table X-7
BEFORE TAX PROFITS AS A PERCENT OF SALES:
BUSES AND TRUCKS
Industry
SIC 4131
Intercity &
Rural Buses
SIC 4151
School Buses
1972 1977 1982 1983 1984
4.1
n/a1 n/a
SIC 4212
Local Trucking
Without Storage 7.3
SIC 4213
Long Distance
Trucking
5.8 4.5
SIC 4214
Local Trucking
With Storage 3.7
4.5
7.6
4.8 4.2
3.3
1.6 4.3
5.0 4.2 3.8
1 t" "iii'f1 ' !J1 i " ' '''"l ,jk",' i "I, l!IUl,' '• H!» j ,"i „' !'
6.5 5.8 5.2
3.0 3.9 4.4
1.8 2.6 3.7
2.1 3.7 5.4
1986
6.1
3.7
2.7
4.5
• ....... . ....... :
Source: Robert Morris Associates, 1986 Annual Studies.
1n/a=not available
322
-------
Table X-8
MOTOR VEHICLE SEGMENTS AND IN-SCOPE SIC CODES1
Segment
Automobile Rebuilding
and Maintenance
SIC Codes Covered
4121 Taxicabs -,,
"5511 Automobile Dealers (new and used)
5521 Automobile Dealers (used only)
*5541 Gasoline Service Stations
5599 Automobile Dealers (dunebuggies,
gocarts, snowmobiles)
*7512 Passenger Car Rental and Leasing,
without drivers
3711 Motor Vehicle and Automobile Bodies
7531 Automobile Top and Body Shops
*7535 Automobile Paint Shops
*7538 General Automobile Repair Shops
*7549 Automotive Services (inc.
diagnostic and inspection centers)
5571 Motorcycle Dealers
3751 Motorcycle Manufacturing
Automobile, Bus & Truck
Parts Rebuilding
*3592 Carburetors
3694 Electrial Equipment for Motor
Vehicles
*7539 Automotive Parts Repair
7692 Welding Shops (inc. Automotive)
Bus and Truck Rebuilding
and Bus and Truck Repair
& Maintenance
3713 Truck and Bus Bodies
3714 Motor Vehicle Parts & Accessories
3715 Truck Trailers
3792 Travel Trailers and Campers
3795 Tanks and Tank Components
3799 Miscellaneous Transportation
Equipment
*4111 Local and Suburban Transit
(bus and Subway)
4119 Local Passenger Transportation
(limousine, ambulance,sightseeing)
*4131 Intercity and Rural Buses
*4141 Local Bus Charter
4142 Bus Charter, except local
*4151 School Buses
4171 Bus Terminal Operations
1Four-digit SIC codes included in the analysis of each segment
are denoted by "*".
323
-------
li
'(I "I.
Table ?C-8 (Continued)
MOTOR VEHICLE SEGMENTS AND IN-SCOPE SIC CODES
Segment.
Bus and Truck Rebuilding
and Repair and
Maintenance (cont'd)
SIC Codes Cover-aid
4172 Maintenance Facilities for Motor
. Vehicle Passenger Transportation
^4212 Local Trucking, without storage
^4213 Trucking, execpt local
4214 Local Trucking, with storage
4231 Freight Trucking Terminals
5561 Recreational and Utility Trailer
/, ,„ Dealers r
7513 Truck and Leasing, without drivers
7519 Utility Trailer and Recreational
Vehicle Rental
Radiator Rebuilding
7539 (part) Automotive Services
324
',;!! 511 Ir/SI ',:.
-------
Table X-9
AUTOMOBILE REBUILDING AND MAINTENANCE:
ESTABLISHMENT, REVENUES, AND PROFITS, 1984
(millions of 1988 dollars)
Type of Establishment
Service Stations
Independent Repair
Shops
New Car and Truck
Dealers (Repair
& Service Only)
Self Service Fleet
TOTAL
Number of
Establ ishments
115,000
150,000
25,000
39,000
329,000
Number
of Bavs
295,000
679,000
294,000
612,000
1,880,000
Revenue
22,587.5
48,321.2
18,581.6
43, 030. 63
132,520.9
Profits2
271.1
1,836.2
353.1
2,754.0
5,214.4
source: 1984 Job se^/ice Analysis. Hunter Publishing Company, Des Plains,
IL., unless otherwise indicated.
Reported in millions of May 1988 dollars based on-the
Consumer Price Index for Automobile Maintenance and Repair.
2T?«+-Tmated usinct 1984 profit-to-sales ratios from RMA.
(See TableTx-5 ) ^most clses, these correspond to the median over the
1982 to 1986 period.
Estimated based on (unweighted) average revenue per service bay for
the first three establishment types.
325
-------
Table X-10
AUTOMOBILE REBUILDING AND MAINTENANCE:
ESTIMATED TREATMENT COSTS AND IMPACTS
(millions of 1988 dollars)
Type of Establishment
Service Stations
Independent Repair Shops
Hew Car t Truck Dealers
Self Service Fleet
TOTAt
Capital Cost
159.1
366.2
158.6
330.1
1,014.0
Annual Cost
258.9
595.9
258.0
537.1
1,650.0
Annualized
Cost
285.2
656.3
284.3
591.6
1,817.3
Annualized Cost
as X of Revenues
, t|iii| ,,, ,,,,1?r3,|ir,,|(,,i ,
1.4
,1-5
1.4
1.4
Annualizi
as X of I
105-2
35.7
, 80.5
21.5
34.9
Motes;
All iwpact estimates assume zero cost pass through.
Revenues estimated based on the 1984 Job Service Analysis. (See Table X-9.)
1984 profit-to-sales ratios from RMA, applied to the revenue estimates.
Table X-9.
facUlty type based m the nu*er of ^V3 as reported in the
,C«!*
useful
fn9 8 Capital recovery factor
of 10 years.
on an interest rate of 10.34% and
326
-------
Table X-ll
REVENUES AND PROFITS FOR AUTOMOBILE, TRUCK, AND
BUS PARTS REBUILDING1
(millions of 1988 dollars)
SIC
37143
3592171
7538(part)4
7539(part)
Rebuilt Parts for Motor
Vehicles, except carbu-
retors and engines
Carburetors, rebuilt
Transmission Rebuilding
& Repair
Diesel Repair Shops
Revenues
1,443.4
43.9
1.5
.1.6
Profits5
63.1
1.7
0.06
0.06
TOTAL3
1,489.0
64.9
Reported in millions of May 1988 dollars based on the
Consumer Price Index for Automobile Maintenance and Repair.
Revenues are based on the 1982 Census of Manufactures and
the 1982 Census of Service Industries, scaled to reflect
1984 volumes. A detailed explanation of the derivation of
these figures is presented in Footnote 36 , page 218.
'profits are estimated using the median profit-to-sales
ratios over the 1982 to 1986 period for the appropriate
four-digit SIC code. (See Tables X-3 and X-5.) RMA does
not compile data for SIC 3592 - Carburetors, Pistons, Valves
and Rings; for SIC 3592171 (carburetors, rebuilt), the
median profit-to-sales ratio over the 1982 to 1986 period
from RMA for SIC 3599 - Machine Shops, Jobbing and Repair -
was used.
4Only part of the four-digit SIC code is included in the
figures.
5Totals may not add due to rounding.
327
-------
; ""jirjliii1 i, 'is11 g1;;:: inir1.
Table X-12
ANNUALIZED TREATMENT COST ESTIMATES FOR
BUS AND TRUCK REBUILDING AND MAINTENANCE
Bus and Truck Rebuilding
Total Segment
Treatment Costs
(millions of 88$)
Average Treatment
Cost per Vehicle
(88$)
Bus
!,
Capital
Annual
Annual ized
1 .I,1 r " "i ,
and Truck Maintenance
Capital
Annual
Annual ized
Bus and Truck Rebuilding
and Maintenance
Capital
Annual
Annual ized
2,960
1,420
1,908
288
-•l210 . ." v i %." :•
258
, .:• ' ' ! ''HI „„ l! i,ii „' 'li'iiiil. ill'i"', . •
3,248
1,630
2,166
72
35
47
7
5
6
79
40
53
"; '" i;:'"i'- ',,:",, iJl -, if1;
11 , niiii' If!, "IP ,i S'liuWI i, Mil, i
'f1;;' (!"
Notes:
Annualized costs calculated using a capital recovery factor, assuming
an interest rate of 10.34% and a useful like of 10 years. a'su"lna
Average treatment cost per vehicle estimated by dividing segment level
treatment costs by the total number of buses and trucks registered
in i906.
328
in'':::'!, it '
-------
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1
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EH
W
U
g
W
EH
H
S
O
H H
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CO -H
o e
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EH
CO
M
N o co •*- «J «- co N* (0 *- «i in ,0
— "o ^'CM'C d ^ o c ^ c ro ro o K»" >o KI o ro ^>
O OC r-^CM ^*-O in >O
V
I
| S | | I S | 1 |J 8 1 I
4^ 3 CD > ** 3 CD > C *^ 3 CO > .
.^ CD 5 ' — CO < «•;- CO 5 '
O — » ^ €) O — ' *«N, O -^*>sk
g(. ^ O ^ O t — * O »J n L. — ' O ^
««O< C«a5< C t) c 5 <
•r-Z» Of? § *^ Uf»- *•- +* O,C^
*DC COO C£ QUO TJ£ O U O
1 1 1
ations. They were estimated
istics. Annual Report,
C. V
** • •
"w-
9c«
i- O *•
J'C-8
" L.
t. O
fS12
-N
wS^
i-i
8|I
C-O £
£7:5
?5 .
*ss
•n £S
*"^*~
1?"
«;«
c- >-ln
a LTae
si»
a*;*-
3 O 1
•" ° S
U categories oi
of buses in eacf
ransportation, C
• >-
o|"S
y f: +*
5*3 i_
o •
•sf
.^•8°
2-f 1"
n
i
-------
Table X-14
TRUCKS: 1986 REVENUES AND PROFITS
(millions of 1988 dollars)
Type of Truck Operation
ICC Regulated
1 • • • "• i . . "l1:1 '".: i
Non-ICG Regulated
Local
TOTAL
Revenues
65,542
83,486
93,954
242,982
•' i*
Profits2
1,770
2,254
3,852
7,876
1Source: National Transportation Statistics; Annual Report 1986.
U.S. Department of Transportation, DOT-TSC-RSPA-86-3.
i • „ ;: ;• „ i,. '" : ,,,,1. " ij||» , ,«"! • , ' ' « ill;, „ ,,„ : , ••' „ "'" " , i. 1 ,r ,il < "' ',111,'H i,:,. , ",,i •: ' i '",i',,,,i,'i " «.i, ' •, ,!.• i ,"", ii
l|» ,', . ''i '"' ' ' ' i 'I1' !„, "'.' « ' • ,/ '' ' ' :.' ,,,"'• "I*1!!," ! Ilk i'11' 'i,,', I! i'!, "',''', !,„'"„ i'' I li*'1'. •% •', ».i"!i, ' i !'
Estimated by applying median profit-to-sales ratio over the 1982
to 1986 period from RMA. (See Table X-7.) SIC code 4213 - Long
Distance Trucking was used for ICC Regulated and Non-ICC
Regulated carriers. For local carriers, profit-to-sales ratios
for SIC codes 4212 - Local Trucking without Storage and 4214 -
Local Trucking with Storage were combined. That is, the ten
profit-to-sales ratios (five for SIC 4212 and five for SIC 4214)
were ordered and the median value was identified.
330
-------
Table X-15
TRUCK REBUILDING, REPAIR AND MAINTENANCE:
TREATMENT COSTS AND IMPACTS.
(millions of 1988 dollars)
Rebuilding
Capital Cost
Annual Cost
Anriualized Cost
Total Segment
Costs
2,898
1,409
1,887
Motor Carrier
Costs
1,255
610
817
Annualized Cost Amualized Cost'
X of Revenue X of Profit
0.3
10.4
Maintenance
Capital Cost
Annual Cost
Annualized Cost
282
201
248
122
87
107
0.0
1.4
Rebuilding and Maintenance
Capital Cost 3,180
Annual Cost 1,610
Annualized Cost 2,135
1,377
697
924
0.4
11.7
Notes:
Total segment cost* include costs for all registered trucks. Estimated by multiplying the
average cost per vehicle (from Table X-12) to the total number of trucks registered in
1986 (from the technical analysis).
The motor carrier industry will bear costs equal to 43.3X of total segment costs.
According to the 1982 Census of Transportation, 56.7% of all trucks are used for personal
transportation.
Impact estimates are based on estimated 1986 revenues and profits for all motor carriers
as shown in Table X-14. . . : ,
331
-------
Table X-16
TRANSPORTATION EQUIPMENT MANUFACTURING:
Aircraft and Parts
SIC Codt ft Description
37211
Aircraft, Military
1972
1977
1982
37215
Aircraft'-Personal & Utility/
& Commercial Transport
1972
1977
1982
37214
Aircraft Modifications,
Conversions, Overhaul
1972
1977
1982
37216
Aeronautical Services on
Aircraft, n.e.c.
1972
1977
1982
37241
Aircraft Engines for Military
1972
1977
1982
37242
Aircraft Engines
excluding Military
1972
1977
1982
37243
Aeronautical Services on
Aircraft Engines
1972
1977
1982
* of
Est'b
18.0
13.0
26.0
32.0
33.0
36.0
17.0
19.0
31,0
12.0
8.0
17.0
10.0
8.0
9.0
5.0
7.0
7.0
14.0
17.0
22.0
Employees
(1000's)
133.2
100.6
118.6
21.3
43.0
98.1
9.4
ND
35.8
NO
17.6
22.5
2.4
NO
NO
NO
NO
26.8
13.2
9.6
NO
Production
Uorkeni
(1000'ii)
73.3
4JI.O
56.6
16.4
31.2
49.2
6.6
NO
21.1
ND
7.2
11.4
1.6
ND
ND
ND
UD
13.7
5,8
4..1
IK)
Value of
Shipments
(mi I 88 $)
12,187.0
10,690.0
10,473.7
1,695.6
4,340.4
11,213.0
628.7
NO
3,367.3
ND
2,400.3
1,880.5
139.4
- ND
ND
ND
ND
3,383.8
1,189.9
938.6
ND
Capital
Expenditures
(mil 88 $)
72.4
127.8
493.6
19.3
64.0
253.8
4.0
ND
95.0
ND
28.4
51.8
2.7
ND
ND
ND
ND
69.3
22.0
15.7
ND
332
,;„-.;„;,', |
-------
Table X-16 (Continued)
TRANSPORTATION EQUIPMENT MANUFACTURING:
Aircraft and Parts
SIC Code & Description
* of
Est'b
Employee*
(1000's)
Production
Workers
(1000's)
Value of
Shipments
(mil 88 $}
Capital
Expend!tures
(mil 88 S)
37244
Aircraft Engine Parts
& Accessories
1972
1977
1982
3728
Aircraft Equipment n.e.c.
1972
1977
1982
139.0
143.0
192.0
694.0
727.0
966.0
74.5
42.4
53.8
102.2
102.0
133.3
46.0
27.9
36.9
68.1
58.7
73.7
6,506.2
3,612.3
4,831.3
8,125.5
7,803.1
10,886.3
127.3
113.3
205.4
104.3
217.3
426.7
NA = Not Available
ND 3 Not Disclosed
Source: U.S. Bureau of the Census, Census of Manufactures,
1972, 1977, 1982.
333
-------
O (OX
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rfj 0) o|| 25* ^"^
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B rH iSC
rtj -H
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a. o 4^ ••-
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aiMO •— a. • «
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v v ft- S
VEt-a
, U J^ e JC C^
„ , ' M: .' ; ,,,jw co co 4-* co
- ¥— a— M-01
: o J3 •— co o
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• V 4J u >» 3 K.
L • CO S JQ Sk.
- ae « ae CUTJ Si>
| i 1 * li II II K
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w ro o > KI co ra rov
, , ' " i ' " '"' i '' ' '''' '
: .i" - • • •, .•,
' ' ::••'• ' •• " ' 334
1 O* O* O* '*" v t. O O O ••
lo'"*"*" «j»Q.§Jco:*z8
:• S.S- 3 "• ^
- " ^ ^ Q o
" - ,.' , ' ,;;), ; ji'tn - ' '' i1".!! "' i"!''l!li ' "I1 !" ". •','! .'' i1 ','' , -"'
», •,
-------
Table X-18
OTHER TRANSPORTATION SERVICES
SIC Code & Description
451
Air Carriers
1972
1977
1982
458
Air Transport Services
1972
1977
1982
# of
Estabs
3,391.0
4,338.0
1,686.0
1,977.0
2,143.0
Paid
Employees
308,305.0
373,969.0
27,637.0
41,445.0
52,195.0
Source: U.S. Bureau of the Census, County Business Patterns,
U.S. Summary, 1972, 1977, 1982.
335
-------
Table X-19
REVENUES, EMPLOYMENT, AND PROFITABILITY OF
CERTIFIED AIR CARRIERS, 1982-1986
Operating Revenues1
fBillions 198851
Employment
lOQOisl
Before Tax
Profits as
a Percent
of Sales3
1982
1983
1984
1985
1986
46.1
47.5
51.4
53.1
61.8
330
329
345
355
422
1.7
0.6
1.8
2.7
2.7
,' .. ;• . ,, ,) .' .T,. I ;:[, ;,' "„
Air Transport Association of America, Air Transport; The
Annual Report of the U.S. Scheduled Airline Industry, various
years.
2Ibid.
3Robert Morris Associates, Annual Statement Studies. 1986.
• ' : 336 "'" '':.
II. 'i Hi'", , "I T,
1 IK ;,< ..... ,„"• '.Jmi, • ,'! m JIELK'qi I1!" I1:; I1 u M'S m1;, Nr tiL'ki,
-------
Table X-20
ESTIMATION OF 1986 NON-MILITARY AIRCRAFT
MANUFACTURING REVENUES
SIC Code & Description
1982
Value of
Shipments
(mil 88 $)
1986
Value of
Shipments
(mil 88 $)
1986
Profits
(mil 88 $)
37215
Aircraft--Personal & Utility/
& Commercial Transport
37214
Aircraft Modifications,
Conversions, Overhaul
37216
Aeronautical Services on
Aircraft, n.e.c.
37242
Aircraft Engines
excluding Military
37243
Aeronautical Services on
Aircraft Engines
37244
Aircraft Engine Parts
& Accessories
3728
Aircraft Equipment n.e.c.
TOTAL
11,213.0
3,367.3
1,880.5
11,571.8
3,475.1
1,940.6
822.9
247.1
138.0
3,383.8
1,041.8
4,831.3
10,886.3
36,604.0
3,492.1
1,075.1
4,985.9
11,234.7
37,775.3
248.3
76.5
354.6
798.9
2,686.2
Notes:
1986 Value of Shipments estimated based on average growth of SIC 3721 -
Aircraft Manufacturing. Growth rates are taken from the 1988 U.S.
Industrial Outlook, page 39-5 and are estimated at -1.1% per year for
1982 to 1985 and 6.7% between 1985 and 1986.
Profits estimated by applying the 1982 to 1986 median after tax profit-to-
sales ratio for aerospace manufacturing from the Quarterly Financial Report for
Manufacturing Industries (3.2%) to estimated 1986 sales. After tax profit were
then converted to before tax profits assuming a marginal tax rate of 45 percent.
337
-------
Table X-21
REVENUES, EMPLOYMENT, AND PROFITABILITY OF
CLASS I RAILROADS, 1982 - 1986
Operating Revenues
(Billions 1988S1
1982
1983
1984
1985
1986
34.8
32.6
34.6
31.4
29.0
Employment
fOOOs)
397
342
3,44.
t,, •::',' ii| ," ,
322
294
After Tax
Profits as
a Percent
of Sales
2.7
6.9
6.4
n/a
i " i •„' "I,!1! „' i
" in' i'1 ! J"'!',!!' ..li'li'1' "il'i ii. .||1|ii:!l"i
Source: Association of American Railroads. Yearbook of Railroad
Facts; Statistics of Railroads of Class If various years.
338
-------
rg
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339
-------
Table X-23
RAIL CAR REBUILDING AND MAINTENANCE:
TREATMENT COSTS AND IMPACTS
(millions of 1988 dollars)
Rebuilding
Capital Cost
Annual Cost
Annuali2ed Cost
Maintenance
Capital Cost
Annual Cost
Annualized Cost
Rebuilding and Maintenance
Capital Cost
Annual Cost
Annualized Cost
Total
Segment
Costs
7.4
3.5
4.7
7.0
2,5
3.7
14.4
6.0
8.4
Annualized
Cost
%lof'.
__Revenue_
0.01
0.01
0.03
Annualized
Cost
% P.f
Profit
i f'«:(«.:* .'"lit.1. >'
0.10
0.07
0.17
Notes:
•' , ' :;i • ' •" "', '••' ' " :'''•;.,';; J.f1':'.,,.& iiS:1"'",?: i: •„.; :' " v'*/;,' ''. '>;
Annualized costs based on an interest rate of 10.34% and an
assumed useful life of 10 years.
Impact estimates are based on 1986 revenues and profit-to-sales
ratios for Class I railroads from Table X-21. Revenues from
Table X-21 were modified to represent those from all rail traffic
by adjusting for the fact that Class I railrocids earn approxi-
mately 90% of total line haul revenues and adding Amtrak
revenues.
;„,, ' • , i- , . ••' ' '- '- :, • . "'.'••• ::.; • < , •• r; * i , '• •., •'. J|1
Profits were estimated based on the median after-tax
profit-to-sales ratios from Table X-21 multiplied by total
estimated operating revenues. They were adjusted to reflect
before-tax profits assuming a marginal tax rate of 45 percent.
340
-------
CM
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Table X-26
•.. , s, "'':": '"''!"';'•':"' ••»''.• ' "•••, 'i!l!'.; iT'K1,'1!
REVENUES"AND EMPLOYMENT OF COMPUTER
EQUIPMENT MANUFACTURERS, 1983-1986
i*y w<':••••
v ,'Si.".)'"/ '«
1983
,, 'Ih
1984
1985
1986
Value of Shipments
(Billions 1988 $)
52 . 8
49.1
45.8
Employment
(000)
374
340
316
Source: U.S. Department of Commerce, U.S. Industrial
Outlook, 1988.
344
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345
-------
Table X-28
ADJUSTED 1982 SEGMENT REVENUES:
Computers, Copiers, Automatic Typewriters
and Word Processors
sic
ccaicar
SEGMENT
Specialization
Revenues Ratio
(Millions 1988 $)
35731 Computers
35792 Automatic Typewriters
& Word Processing
35793 Duplicating Equipment
12912
1682
177
95X
81X
81X
Coverage
Ratio
94X
87%
87X
Adjusted
1982 Revenues
(Millions 1988 $)
13049
1566
165
M ,
Notes:
Specialization Ratio*Receipts from primary product shipments/total receipts from primary
and secondary products for establishments in this SIC code. Value based on four-digit SIC code.
Coverage Ratio*Receipts from primary products shipped by establishments in this SIC code/total
receipts from such products by all manufacturing establishments. Value based on four-digit SIC code.
Adjusted Revenues*1982 Revenues X (specialization ratio/coverage ratio).
Source: 1982 Census of Manufactures
346
-------
Table X-29
ESTIMATION OF 1988 REVENUES
FOR ESTABLISHMENTS MANUFACTURING COMPUTERS,, COPIERS,
AUTOMATIC TYPEWRITERS, AND WORD PROCESSORS
(millions of 1988 dollars)
SIC Segment
35731 Computers
35792 Automatic Typewriters
Adjusted
1982 Revenues
13049
1566
Percent
Change in
Revenues
166.4
90.6
Before Tax
Profit as X
of Revenues
8.1
10.7
Estimated
1988 Revenues
34,763
2,985
Estimated
1988
Profits
2,816
319
& Word Processing
35793 Duplicating Equipment
165
37.4
6.3
226
TOTAL
37,975
14
3,149
Notes:
Adjusted 1982 revenues taken from Table X-28.
Percentage change in revenues are for 1982 to 1988 based on median value of percent changes
for leading firms from Table X-27. '
Before tax profit-to-sales ratios based on median of 1988 profit-to-sales of leading firms from Table X-16.
1988 Revenues estimated by multiplying 1982 revenues by percent change in revenues for 1982 to 1988.
1988 Profits estimated by multiplying 1988 revenues by 1988 profit-to-sales ratios.
347
-------
Table X-30
1988 COST EFFECTIVENESS CRITERIA AND WEIGHTS
NON-VOLATILE POLLUTANTS
': .,,,1 a1 ,H'|V"!"
l ; '"111 Hilli".:,!1!,,
•' ;;
I. PESTICIDES
1. Acrolein
2. AldHn
3. •-IHC (Alpha)
4. B-BHC (Beta)
5. -BHC (GMIM) (Lindane)
6. -BHC (Delta)
7. Chlordane
8. DDD (TOE)
9. DOE (Total)
10. DOT
11. Dieldrin
12. -Endoculfan (Alpha)
13. -Endosulfan (Beta) (Total)
H. Endoculfan Sulfate
15. EndHn
16. EndHn Aldehyde
17. Heptachlor
18. Hcptachlor Epoxide (Total)
19. tsophorone
20. TCOO
21. Toxaphene
II. HCTALS AW INORGANICS
22. Antimony
23. Arsenic (total trivalent)
24. Asbestos (fibers per liter)
25. Beryl Uui
26. CadMiua (Total)
27a. ChroralUM (Total Hexavalent)
27b. ChroaiiuM (Total Trivalent)
28. Copper (Total)
29. Cyanides (Free cyanide)
30. lead (Total)
31. Hercury (Total)
32. Nickel (Total)
33. SeleniuM (Total)
34. Silver (Total)
35. Thaliu*
36. Zinc
Criteria
(Micrograns/l i ter)
Health
Ingesting
Only
780
0.00079
0.31
0.547
0.625
.
0.0048
0.00024
0.00024
0.00024
0.00076
159
159
159
2.71
-
0.0029
0.0029
520000
0.0000001
0.0073
45000
0.175
.
1.17
.
0.16
3433000
-
307692
-
0.146
100
17949
6
48
~
Aquatic
Freshwater
Chronic
11.4
0.22
-
1
0.08
51
0.0043
0.001
0.001
0.001
0.0019
0.056
0.056
0.056
0.0023
0.0023
0.0038
1.2
5850
0.001
0.0002
1600
190
5.3
1.1
11
210
12
5.2
3.2
0.012
160
35
0.12
40
110
Toxic Weights
Copper-Based Weights
Hunan
Based
0.0072
7089
18.06
10.24
8.96
1167
23333
23333
23333
7368
0.0352
0.0352
0.0352
2.0664
1931
1931
0.00001
40000000
767
0.00012
32
4.79
35
0.000001
0.000018
38.36
0.056
0.00031
0.9333
0.1167
Aquatic
Based
0.4912
25.45
5.6
70.0
0.1098
1302
5600
5600 .
5600
2947
100
100
100
2435
2435
1474
4.667
0.0010
5600
28000
0.0035
0.0295
1.057
5.091
0.5091
0.0267
0.4667
1.077
1.750
467
0.0350
0.1600
46.7
0.1400
0.0509
Sum of
Human &
Aquatic
0.4984
7114
18.1
15.8
79.0
0.11
2469
28933
28933
28933
10316
100
100
100
2437
2435
3405
1936
0.0010
40005600
28767
0.0036
32.03
5.84
5.09
35.51
0.0267
0.4667
1.08
1.75
505
0.091
0.160
47.60
0.257
0.051
Removal
Eff.
0.53
0.83
0.43
0.66
0.39
.
0.61
0.18
0.65
0.84
0.70
0.92
0.60
0.51
0.46
0.78
0.78
! iir;
I I
348
'!>«'•' ir •[•' 'lid
-------
Table X-30 (Continued)
1988 COST EFFECTIVENESS CRITERIA AND WEIGHTS
NON-VOLATILE POLLUTANTS
III. PCBS AND RELATED COMPOUNDS
37-43 . PCBs (Total)
44. 2-Chloronaphthalene
IV. HALOGENATED ALIPHATICS
45. Methane, Bromo- (Methyl Bromide)
46. Methane, Chloro- (Methyl Chloride)
47. Methane, Dichloro-
-------
Table X-30 (Continued)
1988 COST EFFECTIVENESS CRITERIA AND WEIGHTS
NON-VOLATILE POLLUTANTS
1 •
VI. HONOCYCLIC AROMATICS
78. Benzene
79. Benzene, Chloro-
80. Benzene, 1,2-Dichloro-
81. Benzene, 1,3-Dichloro-
82. Benzene, 1,4-Dichloro-
83. Benzene, 1,2,4-Trtchloro-
84. Benzene, Haxachloro-
85. Benzene, Ethyl-
86. Benzene, Nitro-
87. Toluene
83. Toluene, 2,4-Dinitro-
89. Toluene, _2.6-Dinitro-
VII. PHENOLS I CRESOLS
90. Phenol
91. Phenol, 2-Chloro-
92. Phenol, 2,4-Dichloro-
93. Phenol, 2,4,6-Trichloro-
94. Phenol, Pentachloro-
95. Phenol, 2-Hitro-
96. Phenol, 4-Hitro-
97. Phenol, 2,4-Dinitro-
96. Phenol, 2,4-Oimethyl-
99. M-Cresol, p-Chloro-
100. o-Cre«ol, 4-6-Otnitro-
VIII. PHTHLATE ESTERS
101. Phthalate, Dimethyl-
102. Phthalate, Diethyl-
103. Phthalate, Di-n-Butyl-
104. Phthalate, Di-n-Octyl-
105. Phthalate, 8i*-(2-ethylhexyl)-
106. Phthalate, Butyl Benzyl-
Criteria
(micrograiM/liter)
Health
Ingesting
Only
400
15050
2600
2600
2600
98.9
0.0074
3280
2130000
424000
91
-
769000
.
26500
36
29400
.
.
14300
-
.
765
2900000
1800000
154000
.
58.8
.
Aquatic
Freshwater
Chronic
265
10000
360
1510
763
286
120
6800
460
650
1550
990
750
1000
70
3.2
13
1880
414
31
1000
1.5
3.3
1700
10000
47
3
3
220
Toxic Weights
Copper-Based Weights
Human
Based
0.014
0.00037
0.00215
0.00215
0.00215
0.0566
757
0.0017
0.000003
0.00001
0.0615
0.000007
0.00021
0.1556
0.00019
0.00039
0.0073
0.000002
0.000003
0.000036
0.0952
Aquatic
Based
0.0211
0.0006
0.0156
0.0037
0.0073
0.0196
0.0467
i 0.0008
0.0122
0.0086
0.0036
0.0057
0.0075
0.0056
0.0800
1.7500
0.4308
0.0030
0.0135
0.1806
0.0056
3.733
1.697
0.0033
0.0006
0.1191
1.867
1.867
0.0255
Sum of
Human &
Aquatic
0.0351
0.0009
0.018
0.0059
0.0095
0.076
757
0.0025
0.012
0.0086
0.065
0.0057
0.0075
0.0056
0.0802
1.91
0.431
0.0030
0.0135
0.181
0.0056
3.73
1.70
0.0033
0.0006
0.119
1.87
1.96
0.025
Removal
Eff.
0.95
0.96
0.89
0.89
0.52
0.91
0.90
0.94
0.61
0.96
0.55
0.55
0.95
0.95
0.95
0.50
0.45
0.27
0.75
0.90
0.51
0.95
0.93
0.63
0.60
0.79
0.83
0.60
0.90
•:• f
350
-------
Table X-30 (Continued)
1988 COST EFFECTIVENESS CRITERIA AND WEIGHT. S
NON-VOLATILE POLLUTANTS
IX. POLYCYCLIC AROMATIC HYDROCARBONS
107. Acenaphthene
108. Naphthalene
1 09 . Ft uoranthene
110. Acenaphthylene
III. Anthracene
112. Benzo(a)Anthracene
113. Benzo(b)Fluoranthene
U4. Benzo(k)Fluoranthene
US. Benzo
-------
Table X-31
NONCONVENTIONAL NON-PRIORITY POLLUTANTS
I1 .,:
j./ll'IISy/lj'',,,;''; ;!;,,
Aluminum
Ammonia**
Barium
Boron
Chlorine
Cobalt
Fluoride
Hydrogen Sulf iete
Iron
Lithium
Magnesium
Manganese
Molybdenum
sulfide
Tantalum
Tin
Titanium
Tungsten
Vanadium
Zirconium
Criteria
(mi crograma/ 1 i ter )
Human Aquatic
Health Freshwater
150
1151
2813
31.6
11.5
38.2
4000
3.6
1000
464
367600
388
27.8
2
94
18.6
191
1066
9
10.3
Toxic Weights
Copper Based Weights
Hunan Aquatic
Based Based
0.0373
0.0049
0.002
0.1772
0.4870
0.1466
0.0014
1.556
0.0056
0.0121
0.000015
0.0144
0.2014
2.80
0.0596
0.3011
0.0293
0.0053
0.6222
0.5437
Copper
Based Weights
Sum of
Human & Aquatic
0.0373
0.0049
0.0020
0.1772
0.4870
0.1466
0.0014
1.556
0.0056
0.0121
0.000015
0.0144
0.2014
2.80
0.0596
0.3011
0.0293
0.0053
0.6222
0.5437
Assumed Temperature '20* C, pH * 6
352
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++Less than a dollar
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-------
«"! ' ,
Table X-37
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - AUTOMOBILE REBUILDING - MAINTENANCE
J is; '• « '
TOTAL FLOW (gallons/year):
Pollutant
66.000 (6)
<2) <4> (5) At-Stream
(I) Removals (3) POTW Direct Indirect
Total Due to Toxic Removal Discharger Discharger
Raw Waste Treatment Weighting (for Removals Removals
(lbs/yr) (lbs/yr) Factor indirects) (lbs-eq/yr)(lbs-eq/yr)
PRIORITY POLLUTANTS
Organic*
13. 1,1-dichloroethane 0.0 0.0
20. 2-chloronaphthalene 0.0 0.0
3d. ethylbenzene 0.0 0.0
42. bis (2-chloroisopropyl) ether 0.2 0.0
44. methylene chloride 0.0 0.0
57. 2-nitrophenol 2.0 0.0
58. 4-nitrophenol 2.2 0.0
£6. bis (2-ethylhexayl) phthalate 0.0 0.0
86. toluene 0.0 0.0
i' . " '" ' , i",, ' i ' "
Subtotal 4.4 0.0
Metals -
114. antimony
115. arsenic
117. beryllium
118. cadmium
119. chromiiM
120. copper
122. lead
123. mercury
124. nickel
125. selenium
126. silver
127. thallium
128. zinc
Subtotal 26.8 26.4
0.0
0.0
0.0
0.0
0.0
2.4
4.6
0.0
0.0
0.0
0.0
0.0
19.8
0.0
0.0
0.0
0.0
0.0
2.2
4.6
0.0
0.0
0.0
0.0
0.0
19.6
0.0
32.0
5.8
5.1
0.0
0.5
1.8
505.0
0.1
0.2
47.6
0.3
0.1
0.7
0.4
0.0
0.6
0.7
0.8
0.9
0.6
0.5
0.5
0.8
0.0
0.8
0.0
0.0
0.0
0.0
0.0
1.0
8.1
0.0
0.0
0.0
0.0
0.0
1.0
10.1
0.0
0.0
0.0
0.0
0.0
0.2
0.6
0.0
0.0
0.0
0.0
0.0
0.2
1.0
HONCONVENTIONAL TOXICS
Organic*--
200. acetone 0.0
210. benzoic acid 90.4
234. hexanoic acid 0.2
246. n-docosene (N-C22) 0.0
248. n-eicosane
-------
Table X-37 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - AUTOMOBILE REBUILDING - MAINTENANCE
TOTAL FLOW (gallons/year):
Pollutant
66,000 (6)
(2) <4> <5> At-Stream
(1) Removals (3) POTW Direct Indirect
Total Due to Toxic Removal Discharger Discharger
Raw Waste Treatment Weighting (for Removals Removals
(Ibs/yr) Factor indirects) (lbs-eq/yr)(lbs-eq/yr)
aluminum
barium
boron
calcium
cobalt
iron
magnesium
manganese
molybdenum
sodium
tin
titanium
vanadium
yttrium
Subtotal
2.6
0.0
90.9
24.6
0.0
8.4
6.4
0.0
0.4
501.6
0.4
0.0
0.0
0.0
635.4
1.8
0.0
90.6
0.0
0.0
8.1
0.0
0.0
0.0
0.0
0.4
0.0
0.0
0.0
101.0
0.0
0.0
0.2
0.0
0.1
0.0
0.0
0.0
0.2
0.0
0.3
0.0
0.6
0.0
0.1
0.0
16.1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.1
0.0
0.0
0.0
16.3
0.1
0.0
16.1
0.0
0.0
0.0
0.0
0.0
0.0
o.b
0.1
0.0
0.0
0.0
16.3
OTHER NONCONVENTIONAL POLLUTANTS
acidity
alkalinity
chemical oxygen demand
chloride
fluoride
phenols, total
sulfate
total dissolved solids
Subtotal
0.0
842.2
106.401.9
84.5
14.7
0.2
152.7
759.4
108,255.6
0.0
0.0
0.0
0.0
5.1
0.0
0.0
0.0
5.1
CONVENTIONAL POLLUTANTS
__
oil and grease
total suspended solids
Subtotal
==3==========S3S3eS=S3XXZ23S33SS=33S
TOTAL
453.9
30.1
484.0
m»»»«-axx-=-
109,496.9
447.3
28.4
475.6
:=======~X3==
608.1
— — — =— — 3— — — as— x— — — x-
•——===— a— —a——
26.4
_________
17.3
<1) End-of-pip* pollutant dischargM (in pounds).
%l 5Ti r""OVBl»
-------
Table X-38
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - AUTOMOBILE, BUS AND
TRUCK PARTS REBUILDING
Total Flow (gallons/year): 506,000 (6)
• ' • • ' ' -• '" •• '"•" :" ' <2> ' " <4) (5) At-Stream
(1) Removals (3) POTW Direct Indirect
Total Due to Toxic Removal Discharger Discharger
.,,«., Raw Waste Treatment Weighting (for Removals Removals
Pollutant Ubs/yr) (Ibs/yr) Factor indirects) (lbs-eq/yr)(lbs-eq/yr)
PRIORITY POLLUTANTS
13. 1,1-dichloroethane
20. 2-chloronaphthalene
30. trans-1,2-dichloroethane
44. Hiethylene chloride
65. phenols
66. bis (2-ethylhexyl) phthalate
• • !' , 3 .
Subtotal
114. antimony
115. arsenic
117. beryllium
118. cadmium
119. chromium
120. copper
122. lead
123. mercury
124. nickel
125. selenium
126. silver
127. thallium
128. zinc
Subtotal
121. cyanide
HOHCOHVEHTIONAL TOXICS
200. acetone
210. benzoic acid
234. hexanoic acid
236. fsobutyl alcohol
247. n-dodecane (N-C12)
248. n-eicosane (H-C20
250. n-hexadacane (N-C16)
274. p-cymene
277. safrole
282. thioxanthone
286. tripropyleneglycol met. ether
295. 1,2:3,4-diepoxybutane
318. 2-butanone
0.0
0.4
0.0
1.5
0.0
0.0
i, -
2-°. ,,
0.2
0.0
0.0
4.0
2.0
5.1
69.1
0.0
3.1
0.0
0.0
0.0
53.5
136.8
0.0
0.0
4.6
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
41.6
0.0
1.1
0.0
0.0
0.0
0.0
0.0
0.0
o.o
0.0
0.0
0.0
3.7
1.5
3.1
68.6
0.0
2.0
0.0
0.0
0.0
52.4
131.3
0.0
''
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
' '• :" 'I* '.'•'.
0.0
32.0
5.8
5.1
0.0
0.5
1.8
505.0
0.1
0.2
47.6
0.3
0.1
" ,., ' i: :
"! •'' i" ,"'"''
' '"'"'
; i'
0.7
0.4
0.0
0.6
0.7
0.8
0.9
0.6
0.5
0.5
0.8
0.0
0.8
°-7
• ;;>*' '. .; ;•
0.0
0.0
0.0
19.0
0.0
1.4
120.1
0.0
0.2
0.0
0.0
0.0
2.7
143.5
0.0
11 , . , ii "I'i'i; '
1 '' :: ,!''• ; , ! . i
0.0
0.0
o!o
7 4
I • **
0.0
0.2
9.6
0.0
0.1
0.0
0.0
0.0
0.6
18.0
0.0
I |1, "HKiiilllll
: ii'ki.»,;.,n
Subtotal
47.3
0.0
360
;ilr ,*""
-------
Table X-38 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - AUTOMOBILE, BUS AND
TRUCK PARTS REBUILDING
Total Flow (gallons/year):
Pollutant
506,000 <6>
(2) <4> (5) At-Streaa
(1) Removals (3) POTU Direct Indirect
Total Due to Toxic Removal Discharger Discharger
Raw Waste Treatment Weighting (for Removals Removals
>.
361
-------
•Ml 1 i; «!i(l I " , • • 1"111
; Table X-39
'• i ' !• " ; !' ::; •".,: "' " - ul .''' i ' «; • ','
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - BUS AND TRUCK REBUILDING
TOTAL FLOW (4) (5) At-Stream
(1) Removals (3) POTW Direct Indirect
Total Due to Toxic Removal Discharger Discharger
Raw Waste Treatment Weighting (for Removals Removals
(Ibs/yr) (Ibs/yr) Factor inciirects) (lbs-eq/yr)(lbs-eq/yr)
PRIORITY POLLUTANTS
Oraanics ---------------------------
11. 1,1,1-trichloroethane 0.2 0.0
13. 1,1-dichloroethane 0.0 0.0
15. 1,1,2,2-tetrachloroethane 0.2 0.0
22. 4-chloro-3-methylphenol 0.0 0.0
38. ethyl benzene 0.0 0.0
42. bis (2-cloroisopropyl) 0.0 0.0
44. ssethylene chloride 0.2 0.0
55. naphthalene 0.7 0.0
57. 2-nitrophenol 0.4 0.0
58. 4-nitrophenol 0.4 0.0
65. phenol 0.0 0.0
66. bis (2-ethylhexyl) ph thai ate 0.0 0.0
78. anthracene 0.2 0.0
86. toluene 0.0 0.0
Subtotal ^ ' 2.4 " 0.0 ,
Metals ......... ---- ................ , """ ' .....
114. antimony 0.0
115. arsenic 0.0
117. beryllium 0.0
118. cadmium 0.2
119. chromium 0.4
120. copper 5.7
122. lead 1.5
123. mercury 0.0
124. nickel 0.4
125. selenium 0.0
126. silver 0.0
127. thallium 0.0
128. zinc 11.9
Subtotal 20.2 7.3
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
7.3
0.0
32.0
5.8
5.1
0.0
0.5
1.8
505.0
0.1
0.2
47.6
0.3
0.1
0.7
0.4
0.0
0.6
0.7
0.8
0.9
0.
0.
0.
0.8
0.0
0.8
.6
.5
.5
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.4
0.4
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.1
0.1
121. cyanide
0.0
0,0
1.1
0.7
0.0
0.0
362
-------
Table X-39 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - BUS AND TRUCK REBUILDING
TOTAL FLOW (gallons/year):
1,980,000
Pollutant
NONCONVENTIONAL TOXICS
200. acetone
210. benzoic acid
234. hexanoic acid
236. isobutyl alcohol
245. n-decane (n-C10)
246. n-docosane (n-C22)
247. n-dodecane (n-C12)
248. n-eicosane (n-C20)
249. n-hexacosane <4> (5) At-Stream
(1) Removals (3) POTW Direct Indirect
Total Due to Toxic Removal Discharger Discharger
.Raw Waste Treatment Weighting (for Removals Removals
(Ibs/yr) (Ibs/yr) Factor indirects) (lbs-eq/yr)(lbs-eq/yr)
0.2
15.2
0.0
0.0
0.4
0.9
3.5
0.4
0.2
2.0
0.0
0.2
17.8
0.0
0.0
0.2
0.0
0.0
0.0
0.2
0.0
1.5
0.0
42.9
13.4
10.3
20.9
956.1
0.0
58.7
224.8
0.9
0.2
1,422.3
3.3
0.4
0.0
0.0
2,711.5
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
4.8
13.9
0.0
0.0
53.2
0.0
0.0
0.0
0.0
0.4
0.0
0.0
0.0
72.4
0.0
0.0
0.2
0.0
0.1
0.0
0.0
0.0
0.2
0.0
0.3
0.0
0.6
0.0
0.0
0.0
2.5
0.0
0.0
0.3 '
0.0
0.0
0.0
0.0
0.1
0.0
o.o
0.0
2.9
0.0
0.0
2.5
0.0
0.0
0.3
0.0
0.0
0.0
0.0
0.1
0.0
0.0
0.0
2.9
363
-------
1 in1!,,,,; I1 ,i! iiii1'1 !!;pi" i.i'l,
!1:; jpi .pi1 j, || • ,UH *\t •, i i ; J
Table X-39 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - BUS'AND TRUCK REBUILDING
TOTAL FLOW (gallons/year):
1,980,000
Pollutant
OTHER NONCONVENTIONAL POLLUTANTS
acidity (as Ca C03)
alkalinity
chemical oxygen demand
chloride
fluoride
phenols, total
phosphate, total
sulfate
total dissolved solids
Subtotal
CONVENTIONAL POLLUTANTS
oil and grease
total suspended solids
(1)
Total
Raw Waste
(Ibs/yr)
97.2
7,338.8
39,551.4
997.7
43.3
0.0
1.1
2,508.9
16,744.2
67,282.6
ii, f ,„•« i!
1,522.2
1,044.6
..
<2) (4)
Removals (3) POTU
Due to Toxic Removal
Treatment Weighting (for
(Ibs/yr) Factor indirects)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1,324.2
993.1
,. . • - -. ' (6)
(5) At-Stream
Direct Indirect
Discharger Discharger
Removals Removals
( lbs-eq/yr)( Ibs-eq/yr)
', i«i'i i, I, ' '•' ,l
Subtotal
TOTAL
BKmssmssrsjssssss
2,566.7 2,317.3
72,626 "2^397
III f£~0f~pfpe Pfllutant discharges (in pounds)
'
364
-------
Table X-40
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - BUS AND TRUCK MAINTENANCE
TOTAL FLOW (gallons/year):
Pollutant
1,408,000
(1) Removals (3)
Total Due to Toxic
Raw Waste Treatment Weighting
(5) At-Stream
POTW Direct Indirect
Removal Discharger Discharger
(for RemovaIs RemovaIs
indirects)
-------
I1.1 1-
'" ' I'
,? » fi'i'Ml, •'# iri*
Table X-40 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD *- BUS AND TRUCK MAINTENANCE
TOTAL FLOW (gallons/year):
Pollutant
i,408,000
(6)
<2) (4) (5) At-Stream
(1) Removals (3) POTW Direct Indirect
Total Due to Toxic Removal Discharger Discharger
Raw Waste Treatment Weighting (for Removals Removals
(Ibs/yr) (Ibs/yr) factor indirects) (lbs-eq/yr)(lbs-eq/yr)
aluminum
barium
boron
calcium
cobalt
fron
magnesium
manganese
molybdenum
sodium
tin
titanium
vanadium
yttrium
Subtotal
31.7
3.1
22.7
761.2
0.0
80.1
194.0
1.3
0.2
3,672.9
0.0
1.3
0.2
0.0
4,768.7
10.8
0.0
17.6
0.0
0.0
76.1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
104.5
0.0
O.CI
0.3!
O.CI
0.1
0.0
0.0
0.0
0.2!
0.0
0.3
0.0
0.6
O.C
0.4
0.0
3.1
0.0
0.0
0.4
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
„. 3,9
0.4
0.0
3.1
0.0
0.0
0.4
0.0
0.0
0.0
0.0
0.0
On
. u
0.0
0.0
3,9
OTHER NOHCONVENTIONAL POLLUTANTS
alkalinity
chemical oxygen demand
chloride
fluoride
phenols, total
phosphate, total
sulfate
total dissolved solids
Subtotal
CONVENTIONAL POLLUTANTS
oil and grease
total suspended solids
Subtotal
8,961.0
34,684.3
740.5
224.2
0.4
0.4
4,317.9
22,700.0
'• ,-..'••. '..:." '"
71,628.9
0.0
0.0
0.0
20.0
0.0
0.0
0.0
0.0
"i"'1!' , " ii
20.0
5,404.5 5,263.7
2,339.5 2,303.0
7,744.0 7,566.7
TOTAL
84,217 7,712
CD End-of-pipe pollutant discharges (in pounds).
(2) Annual removals (in pounds) with oil skimming, chemical precipitation, sedimentation, and filtration.
(3) Toxicity of pollutant relative to an equivalent mass of copper.
(4) Pollutant-specific removal efficiency for POTU treatment (applied to indirect dischargers).
(5) Annual removals for direct dischargers in pounds-equivalent. Column (2) x Column (3).
(6) Annual removals for indirect dischargers in pounds-equivalent. Column (2) x Column (3) c (1-Column (4)).
366
-------
Table X-41
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - RADIATOR SHOPS
Total Flow (galIons/year):
25,080
(2) (4) (5)
(1) Removals (3) POTW Direct
Total Due to Toxic Removal Discharger
Raw Waste Treatment Weighting (for Removals
Pollutarct (Ibs/yr) (Ibs/yr) Factor indirects) (Ibs-eq/yr)
PRIORITY POLLUTANTS
13 1,1-dichloroethane
22 4-chloro-3-methylphenol
38 ethyl benzene
42 bis (2-chloroisopropyl) ether
44 methylene chloride
57 2-nitrophenol
58 4-nitrophenol
65 phenol
66 bis (2-ethylhexyl) phthalate
86 toluene
Subtotal
114 antimony
115 arsenic
117 beryllium
118 cadmium
119 chromium
120 copper
122 lead
123 mercury
124 nickel
125 selenium
126 silver
127 thallium
128 zinc
Subtotal
121 cyanide
NONCONVENTIONAL TOXICS
acetone
benzoi c acid
hexanoic acid
n-docosane
n-dodecane (N-C12)
n-eicosane (N-C20)
n-hexacosane (N-C26)
n-octacosane
o-cresol
p-cresol
safrole
tripropyleneglycol methyl ether
2-butanone (MEK)
2- benzothiazole
0.0
0.0
0.0
0.0
0.0
0.4
0.4
0.2
0.0
0.0
1.1
0.2
0.0
0.0
0.0
0.0
3.3
1.5
0.0
0.0
0.0
0.0
0.0
3.1
8.1
0.0
0.0
22.2
0.2
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3.3
1.5
0.0
0.0
0.0
0.0
0.0
3.1
7.9
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
32.0
5.8
5.1
0.0
0.5
1.8
505.0
0.1
0.2
47.6
0.3
0.1
1.1
-
0.7
0.4
0.0
0.6
0.7
0.8
0.9
0.6
0.5
0.5
0.8
0.0
0.8
0.7
0.0
0.0
0.0
0.0
0.0
1.5
2.7
0.0
0.0
0.0
0.0
0.0
0.2
4.4
0.0
Subtotal
22.4
0.0
367
-------
Table X-41 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - RADIATOR SHOPS
Total Flow (gallons/year):
25,080
Pollutant
aluminum
barium
boron
calcium
cobalt
iron
magnesium
manganese
Molybdenum
sodium
tin
titanium
vanadium
yttrium
Subtotal
(1)
Total
Raw Waste
(Ibs/yr)
2.6
0.0
22.4
8.1
0.0
7.5
2.2
0.0
0.0
438.2
0.2
0.0
0.0
0.0
481 .4
(2)
Removals
Due to
Treatment
(Ibs/yr)
2.2
0.0
22.4
0.0
0.0
7.5
0.0
0.0
0.0
0.0
0.2
0.0
0.0
0.0
32.3
(4)
(3) POTW
Toxic Removal
Weighting (for
Factor indirects)
0.0
0.0
0.2!
O.CI
0.11
O.CI
O.CI
O.CI
0.2!
0.0
0.3
0.0
0.6
0.0
(6)
(5) At -Stream
Direct Indirect
Discharger Discharger
Removals Removals
Ubs-eq/yrXlbs-eo/yr)
0.1 0.1
0.0 0.0
4.0 4.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.0 0.0
0.1 0.1
0.0 0.0
0.0 0.0
0.0 0.0
4.2 4.2
OTHER NONCONVENTIOtiAL POLLUTANTS
acidity
alkalinity
chemical oxygen demand
chloride
fluoride
phenol, total
sulfate
total dissolved solids
Subtotal
CONVENTIONAL POLLUTANTS
oil and grease
total suspended solids
Subtotal
0.0
627.0
22,175.6
120.1
9.7
0.2
121.4
1,642.3
24,696.3
278.5
12.8
291.3
0.0
0.0
0.0
0.0
5.9
0.0
0.0
0.0
5.9
276.1
12.1
288.2
TOTAL
25,501
334
(1) End-of-pipe pollutant discharge* (in pounds).
(2) Annual removals (in pound*) with oil skiMing. chemical precipitation, sediMintation, and filtration.
(3) Toxicity of pollutant relative to an equivalent MM of copper.
(4) Pollutant-specific renoval efficiency for POTU treatment (applied to indirrect dischargers).
(5) Annual rssnvels for direct dischargers in pounds-equivalent. Coltan (2) u Coluan (3).
(6) Annual removals for indirect dischargers in pounds-equivalent. Coluei (2» x Colusn (3) x (1-Coluan (4)).
368
nii: iiI,.!> :' nii'i!iiiiiiiiii!,Mii .:, „ iiunir/j''!!! Ki
-------
Table X-42
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - AIRCRAFT REBUILDING
TOTAL FLOW (gallons/year):
Pollutant
63,800,000 <6)
(2) (4) (5) At-Strea*
(1) Removals (3) POTW Direct Indirect
Total Due to IOX19 Removal Discharger Discharger
Raw Waste Treatment Weighting (for Removals Removals
(Ibs/yr) (lbs/yr> Factor indirects) (Ibs-eq/yrXlbs-eq/yr)
PRIORITY POLLUTANTS
11.1,1,1-trichloroethane 47.1
13.1,1-dichloroethane 2.6
15.1,1,2,2-tetrachloroethane 982.5
21.2,4,6-trichlorophenol 7.0
23. chloroform 7.0
24.2-chlorophenol 5.7
25.1,2-dichlorophenol 6.4
27.1,4-dichlorobenzene 0.4
34.2,4-dimethylphenol 0.7
38.ethylbenzene 26.0
44.methylene chloride 2,295.5
48.bromodichloromethane 0.4
55. naphthalene 70.8
65. phenol 1,578.5
66. bis (2-ethylhexyl) phthl. 1.5
67. butyl benzyl phthalate 5.1
68.di-n-butyl phthalate 0.9
73.benzo (a) pyrene 0.0
79.benzo (ghi) perylene 0.2
82.benzo (a,h) anthracene 0.0
SS.tetrachloroethene 8,884.3
86. toluene 0.0
Subtotal
U A+ a 1 «••»•»»•»•«».
114. antimony
115. arsenic
117. beryllium
11 8. cadmium
11 9. chromium
120. copper
122. lead
123. mercury
124. nickel
125. selenium
126. silver
127. thallium
128. zinc
Subtotal
121 .cyanide
13,922.7
19.6
3.1
0.2
259.6
5,486.4
277.4
6,730.0
0.2
662.4
0.0
304.0
0.0
297.0
14,040.0
441.5
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
228.4
5,441.7
28.6
6,679.0
0.0
522.1
0.0
259.4
0.0
150.3
13,309.3
411.6
0.0
32.0
5.8
5.1
0.0
0.5
1.8
505.0
0.1
0.2
47.6
0.3
0.1
1.1
0.7
0.4
0.0
0.6
0.7
0.8
0.9
0.6
0.5
0.5
0.8
0.0
0.8
0.7
0.0
0.0
0.0
1,162.6
145.1
13.3
11,688.2
0.0
47.5
0.0
12,346.5
0.0
7.6
25,410.9
443.3
0.0
0.0
0.0
453.4
50.8
2.1
935.1
0.0
23.3
0.0
2,716.2
0.0
1.7
4,182.6
133.0
369
-------
HI '• ":''ills,']! „ Jin,"1;!!1 „;.(.I
'i i V iiifli1'" iiiiBj, i-
'' 'V ' I'1,;"!1!1! '"''liil''.!.!"':;':";
li'.^dtt.'W
Table X-42 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - AIRCRAFT REBUILDING
TOTAL FLOW (gallons/year):
Pollutant
63,800,000 (6)
' . ' (2>, <*> (5) At-Strea*
<1> Removals <3> POTW Direct Indirect
Total Due to Toxic Removal Discharger Discharger
Raw Waste Treatment Weighting (for Removals Removals
(Ibs/yr) (Ibs/yr) Factor indirects)
NONCONVENTIOMAl TOXICS
200. acetone 960.7
210.benzoic acid 2.9
211. benzyl alcohol 1.5
212.biphenyl o.O
234.hexanoic acid 70.8
245.n-decane 0.7
246.n-docosane o.O
247.n-dodecane 4,200.0
248.n-eicosane 6.8
249.n-hexacoaane 0.7
250.n-hexadecane 8.6
257.n-octaconane 0.4
258.n-octadecane 12.3
259.n-tetracosane 0.9
260.n-tetradecane o.O
263.o-cresol 0.9
273.p-cresol 6.8
274.p-cymene 116.4
311.2,4,5-trichlorophenol 40.5
318.2-butanone 1,105.5
323.2-methylriaphthalene 3.7
Subtotal 6,540.2
Hot-Hi a---- ------------
SOO.aluninum
501. barium
502.boron
503. calcium
504. cobalt
505. iron
506. magnesium
**A«V '
507. manganese
SOS.molybdenuM
509.sodium
STO.tin
511. titanium
512.vanadium
513.yttriu«
Subtotal
948.6
13.0
11,093.1
14,247.0
33.9
1,142.9
876.9
207.0
233.4
150,751.7
0.4
8.4
0.0
0.0
179,556.3
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
10,863.4
0.0
12.1
964.3
0.0
117.7
0.0
0.0
0.0
0.0
0.0
0.0
11,957.4
.1 '! pi1
0.0
0.0
0.2
0.0
0.1
0.0
0.0
0.0
0.2
0.0
0.3
0.0
0.6
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
I, ' • . i r i , •, •! i , •;
0.0
0.0
1,925.0
0.0
1.8
5.4
0.0
1.7
0.0
0.0
0.0
0.0
0.0
o.o
1,933.9
0.0
0.0
1,925.0
0.0
1.8
5.4
0.0
K7
0.0
0.0
0.0
0.0
0.0
0.0
1,933.9
370
-------
Table X-42 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - AIRCRAFT REBUILDING
TOTAL FLOW (gallons/year):
Pollutant
63,800,000 (6)
(2) <4) <5> At-Strea»
(1) Removals (3) POTU Direct Indirect
total Due to Toxic Removal Discharger Discharger
Raw Waste Treatment Weighting (for Removals Removals
(Ibs/yr) Factor indirects) (lbs-eq/yr)(lbs-eq/yr)
OTHER NONCONVENTIONAL POLLUTANTS
acidity
alkalinity
chemical oxygen demand
chloride
fluoride
phenols, total
phosphate
sulfate
total dissolved solids
43,881.6
44,206.6
238,892.5
950,319.7
33,425.0
3,895.1
1,545.7
21.6
70,561.3
0.0
0.0
0.0
0.0
24,174.0
0.0
0.0
0.0
0.0
Subtotal
1,386,749.1 24,174.0
CONVENTIONAL POLLUTANTS
oil and grease
total suspended solids
Subtotal
135,788.8 129,408.8
135,880.8 134,222.0
271,669.6 263,630.8
TOTAL
BS3SSSSSSSSXS
1,872,919 313,483
27,788
6,249
(1) End-of-pipe pollutant discharge* (in pound*}.
(2) Annual removal* (in pound*) with oil iktaing, chearical precipitation, MdiMntation, and filtration
(3) Toxicity of pollutant relative to an equivalent MM of copper.
(4) Pollutant-specific removal efficiency for POTU treatment (applied to indirrect discharger*).
(5) Annual removal* for direct discharger* in pounda-equivalerit. Colion (2) x Colwn (3).
(6) Annual removal* for indirect discharger* in pound*-equivalent. Coluan (2) x ColMn (3) x (1-Colum
371
-------
Table X-43
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - AIRCRAFT MAINTENANCE
TOTAL FLOW (gallons/year):
Pollutant
616,000 (6)
<2> (4) (5) At-Stream
(1) Removals (3) POTW Direct Indirect
Total Due to Toxic Removal Discharger Discharger
Raw Waste Treatment Weighting (for Removals Removals
(Ibs/yr) (Ibs/yr) Factor indirects) (Ibs-eq/yrXlbs-eq/yr)
PRIORITY POLLUTANTS
Organic* -
19.2-chloroethylvinyl ether 987.6 0.0
20.2-chloronaphthnlene 326.7 0.0
23.chloroform 0.0 0.0
38.ethylbenzene 5.1 0.0
55.naphthalene 281.2 0,0
Subtotal 1,600.5 0.0
Metals
114.antimony
117-berylliw
118.cadium
119.chromium
120.copper
122.lead
124.nickel
125.selenium
126.silver
128.zinc
Subtotal
0.4
0.0
14.1
2.0
67.1
3.1
2.6
0.0
0.0
13.0
0.0
0.0
13.9
1.5
64.7
2.6
1.3
0.0
0.0
11.7
0.0
5.8
5.1
0.0
0.5
1.8
0.1
0.2
47.6
0.1
0.7
0.0
0.6
6.7
0.8
0.9
0.5
0.5
0.8
0.8
0.0
0.0
70.6
0.0
30.2
4.6
0.1
0.0
0.0
0.6
0.0
0.0
27.5
0.0
4.8
0.4
0.1
0.0
0.0
0.1
102.3
95.7
106.1
32.9
NONCOHVENTIOMAL TOXICS
Organic*
200.acetone
205.alpha-terpineol
220.dibenzofuran
Pesticides--—
410.couiMtphos
433.lectophos
450.tetrachlorvinphos
52.4
126.9
10.3
0.4
0.0
29.9
0.0
0.0
0.0
0.0
0.0
0.0
Subtotal
220.0
0.0
372
-------
Table X-43 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL, PLANT LOAD - AIRCRAFT MAINTENANCE
TOTAL FLOW {gallons/year):
Pollutant
616,000
<2> <4>
(1) Removals (3) POTU
Total Due to Toxic Removal
Raw Waste Treatment Weighting (for
(lbs/yr> (Ibs/yr) Factor indirects)
(5) At-Stream
Direct Indirect
Discharger Discharger
Removals Removals
< Ibs-eq/yrX Ibs-eq/yr)
500. aluminum-
501 .barium
502. boron
503. calcium
504. cobalt
505. iron
5 06. magnesium
507.manganese
5 08. molybdenum
509. sodium
510. tin
511. titanium
512. vanadium
23.1
2.6
0.7
160.2
0.0
52.4
57.6
1.1
77.9
2,587.2
0.2
1.1
0.2
13.9
0.9
0.0
0.0
0.0
50.6
0.0
0.2
70.4
0.0
0.0
0.2
0.0
0.0
0.0
0.2
0.0
0.1
0.0
0.0
0.0
0.2
0.0
0.3
0.0
0.6
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.5
0.0
0.0
0.0
0.0
0.3
0.0
0.0
14.2
0.0
0.0
0.0
0.0
0.5
0.0
0.0
0.0
0.0
0.3
0.0
0.0
14.2
0.0
0.0
0.0
0.0
Subtotal
2,964.3
136.2
15.0
15.0
OTHER NOMCONVENTIONAL POLLUTANTS
ammonia, as N 0.0 0.0
BOD 5-day (carbonceous) 74,536.0 0.0
chemical oxygen demand 185,104.9 0.0
fluoride 6.2 0.0
nitrogen, kjeldalhl, tot. 86.2 0.0
nitrate-nitrite, as N 14.1 0.0
sulfide, total 31.0 0.0
total dissolved solids 87,472.0 0.0
total organic carbon 125,356.0 0.0
total phosphorus, as P 1,139.6 0.0
Subtotal 472,746.0 0.0
CONVENTIONAL POLLUTANTS
oil and grease
total suspended solids
Subtotal
TOTAL
45,584.0 45,522.4
4,712.4 4,696.3
50,296.4 50,218.7
==s=======sa=====:
528,930 50,451
48
[II Sn^l'?iS^l.lOrSo^%?S oil SE.& che.ic.1 precipitation. Md1«nt.t1on. and filtration
<3) Toxicity of pollutant relative to an equivalent MM of copper. ,«,,4,..M,.«v
(4) PollutJrt-»p5cific r-ov.l efficiency for POTUtreat»ent <*PP"«I to ^"Sl^^? ^
x Col"jnz MiCol|_
(6) Annual removal* for indirect discharger* In poun*-equ1valent. Coluw <2> x Coluw (3) x (1-Coluw
373
-------
Table X-44
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - RAILROAD REBUILDING
Total Flow (gallons/year):
Pollutant
5,280,000
:; •.:;.•• •; ;. • „ (6)
(2) (4) (5) At-Stream
(1) Removals (3) POTM Direct Indirect
Total Ou« to toxic Reaovai Discharger Discharger
Raw Waste Treatment Weighting (for Removals Removals
(Ibs/yr) Factor indirect*) Ubs-eq/yr)
PRIORITY POLLUTANTS
10. 1,2-dichloroethane
11. 1,1,1-trichloroethane
20. 2-chloronaphthalene
23. chlorofor*
44. nethylene chloride
55. naphthalene
57. 2-nitrophenol
59. 2,4-dinitrophenol
65. phenol
66. bis (2-ethylhexyl) phthalate
68. df-n-butyl phthalate
78. arithraeent
81. pnenanthrene
86. toluene
87. trichloronthene
Subtotal
114. antiMony
115. arsenic
117. beryUtua
118. cadiij*
119. chroniuB
120. copper
122. lead
123. Mercury
124. nickel
125. seleniua
126. silver
127. thalliiM
128. zinc
Subtotal
121. cyanide
NONCONVENTIOKAL TOXICS
200. acetone
205. alpha-terpineol
206. aniline
210. benioic acid
212. biphenyl
234. hexanoic tcid
245. n-decane
246. n-docosane
247. n-dodecane
248. n-eico*ane
249. n-hexacosane
250. n-hexadecane
257. n-pctacosane
258. n-octadecan*
259. n-tetracotan*
260. n-tetradecane
261. n-triacontane
274. p-cynene
286. tripropyleneglycol nethyl et
304. 1-Mthylphenanthren*
318. 2-butanone
323. 2-awthylnaphthalen*
324. 2-nftroaniline
340. 4-Mthyl-2-penatmon*
0.0
0.4
0.0
0.0
531.5
0.2
0.0
0.0
84.5
0.2
72.2
0.0
0.0
0.0
0.0
689.0
0.0
0.0
0.0
0.7
17.6
146.1
55.4
0.0
0.9
0.0
0.0
0.0
134.0
354.6
0.0
9.2
0.0
0.0
56.3
0.2
5.7
0.2
0.7
2.0
0.2
0.4
0.4
0.2
0.0
1.8
0.0
15.6
0.0
0.0
0.0
0.0
0.2
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
13.9
125.4
51.3
0.0
0.0
0.0
0.0
0.0
121.9
312.4
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
32.0
5.8
5.1
0.0
0.5
1.8
505.0
0.1
0.2
47.6
0.3
0.1
1.1
".'.'.":'.: "
0.7
0.4
0.0
0.6
0.7
0.8
0.9
0.6
0.5
0.5
0.8
0.0
0.8
0.7
t
0.0
0.0
0.0
0.0
0.4
58.5
89.7
0.0
0.0
0.0
0.0
0.0
6.2
154.8
0.0
0.0
0.0
0.0
0.0
0.1
9.4
7.2
0.0
0.0
0.0
0.0
0.0
1.4
18.0
0.0
Subtotal
93.3
0.0
374
-------
Table X-44 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - RAILROAD REBUILDING
Total Flow (gallons/year):
5,280,000
Pollutant
Metals -•
500. aluminu*
501. ban" UK
502. boron
503. calcium
504. cobalt
505. iron
506. magnesium
507. manganese
508. molybdenum
509. sodium
510. tin
511. titanium
512. vanadium
513. yttrium
Subtotal
(2) <4> <5>
(1) Removals (3) POTU Direct
Total Due to Toxic Removal Discharger
Raw Waste Treatment Weighting (for Removals
C6>
At-Strt**
Indirect
Discharger
Removals
(Ibs/yr) (lbs/yr> Factor indirects) (lbe-eq/yr)(lbs-eq/yr>
42.5
25.5
51.3
1,689.8
0.4
517.4
647.9
6.8
0.9
37,067.8
3.1
2.0
0.0
0.0
0.0
10.8
32.3
0.0
0.0
502.7
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.2
0.0
0.1
0.0
0.0
0.0
0.2
0.0
0.3
0.0
0.6
0.0
40,055.4 545.8
0.0
0.0
5.7
0.0
0.0
2.8
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
8.6
0.0
0.0
5.7
0.0
0.0
2.8
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
8.6
OTHER NONCOHVEHTIONAL POLLUTANTS
acidity
alkalinity
chemical oxygen demand
chloride
fluorid*
phenols, total
phosphate
sulfate
total dissolved solids
biological oxygen demand
Subtotal
CONVENTIONAL POLLUTANTS
oil and grease
total suspended solids
Subtotal
4,166.8
85,398.9
339,264.4
7,111.3
82.7
12.3
0.0
16,538.1
180,682.0
3.6
633,260.2
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2,525.6 1,997.6
13,406.1 13.268.9
15,931.7 15,266.5
TOTAL
690,384 16,125
163
27
\2\ An^t^eSSvats1"*'"^)"-!" oil s£±ng. eh.le.1 precipitation, sedimentation, and filtration.
(3) Toxicity of pollutant relative to an equivalent mass of copper.
(4) Pollutant-specific removal efficiency for POTW treatment (applied to indirect dischargers).
(5) Annual removals for direct dischargers in pounds-equivalent. Column (2) x Column (3>.
(6) Annual removals for indirect dischargers in pounds-equivalent. Coluan (2) x Colu«n (3) x (1-Column (4)).
375
-------
111 :. "i 15'SV '!•
Table X-45
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - RAILROAD MAINTENANCE
Total Flow (galtone/year): 15,400,000
Pollutant
PUIORITY POLLUTANTS
1 acenaphthene
2 acetone
11 1,1,1-trichloroethane
44 methytene chloride
55 naphthalene
57 2-nitrophenol
59 2.4-dinitrophenol
65 phenol
68 di-n-butyl phthalate
80 fluorene
80 phenanthrene
84 pyrene
86 toluene
87 trichloroethene
Subtotal
114 antimony
115 arsenic
117 berylliua
118 cadMiuM
119 chromiua
120 copper
122 lead
123 mercury
124 nickel
125 seleniui
126 silver
127 thallium
128 zinc
Subtotal
121 cyanide
' i 'ii' ' ,,
HONCOHVEHTIOHAL TOXICS
aniline
benzoic acid
dibenzofuran
n-decane
n-docosane
n-dodecane
n-eicotane
n-hexadecane
n-hexacotane
n-octadecane
n-triacontane
n-tetracosane
n-tetradecane
o-crcaol
p-cresol
p-cymene
1 -methylphenanthrene
2-butanone
2-methylnaphthalene
2-nitroaniline
(2) (4) (5) At-Stream
(1) Removals (3) POTW Direct Indirect
Total Due to Toxic Removal Discharger Discharger
Raw Waste Treatment Weighting (for Removals Removals
Clbs/yr) (Ibs/yr) Factor indirects) (Ibs-eq/yrXlbs-eo/yr)
185.5
51.9
6.8
5.7
152.5
0.4
1.1
108.5
0.7
142.3
227.7
1,350.4
2.4
3.1
2,238.9
0.0
2.2
1.5
11.2
174.9
120.1
125.8
0.0
14.1
0.0
0.0
0.0
247.3
697.2
0.0
r j i \
0.2
1.3
60.9
656.0
786.1
14,498.0
6,669.7
7,484.2
230.3
2,593.4
636.5
1,368.8
4,830.8
0.0
0.0
1,390.0
2,988.7
10.6
0.0
0.2
- 1, -*,- --fff- ---,---, --f-~- -J-TF7--rr-----
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0 0.0 0.7 0.0
0.0 32.0 0.4 0.0
0.0 5.8 0.0 0.0
3.7 5.1 0.6 19.0
164.1 0.0 0.7 4.4
60.1 0.5 0.8 28.0
113.5 1.8 0.9 198.7
0.0 505.0 0.6 0.0
0.0 0.1 0.5 0.0
0.0 0.2 0.5 0.0
0.0 47.6 0.8 0.0
0.0 0.3 0.0 0.0
211.9 0.1 0.8 10.8
i" .' '' „',' , • : ">-, ;'\ ••••:,•• i I
553.3, ' , , ilr ,260.9,,,
.;; . »'• , ( '''.,•,, jtri,,1''?1^'! '
0.0 1.1 0.7 , 0.0
'' '''/ 1' '! '," ' -Ii , 'l:'" fi,1!!' ' '. '•• ! ' .
s " , ' '.. "I- , , ":;::,;,; " i .,
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
7.4
1.5
4.5
15.9
0.0
0.0
0.0
0.0
0.0
2.4
31.7
0.0
Subtotal
44,205.7
0.0
376
-------
Table X-45 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - RAILROAD MAINTENANCE
Total Flow (gallons/year):
15,400,000
Pol lutant
aluminum
barium
boron
calcium
cobalt
iron
magnesium
manganese
molybdenum
sodium
tin
titanium
vanadium
yttrium
Subtotal
(1)
Total
Raw Waste
-------
Table X-46
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - OFFICE MACHINE MANUFACTURING
Total Flow (8*1Ions/year):
24,200,000
(6)
<4) (5) At-Stream
Pollutant
PRIORITY POLLUTANTS
Total
Raw Waste
(Ibs/yr)
7. chlorobenzene 14.5
U. 1,1,1-trichloroethane 0.7
38. ethyl benzene 0.4
44. methylene chloride 1.3
66. bis (2-ethylhexyl) phthalate 136.9
71. dimethyl phthalate 1.1
86. toluene 0.7
87. trichloroethene 3.3
Subtotal 158.9
114. antimony
115. arsenic
117. beryllium
118. cadmium
119. chromium
120. copper
123. mercury
122. lead
124. nickel
125. selenium
126. silver
127. thallium
128. zinc
Subtotal
121. cyanide
MONCONVENTIOHAL TOXICS
200. acetone
258. n-octadecane (N-C18)
279. styrene
318. butanone (HEK)
0.2
2.9
3.1
13.2
10,231.4
401.3
45,6
145.0
821.9
1.1
3.1
76.5
8,073.5
19,818.8
1.3
6.8
583.8
3.5
32.0
Removals (3) POTW Direct Indirect
Due to Toxic Removal Discharger Discharger
Treatment Weighting (for Removals Removals
(Ibs/yr) Factor indirects)(lbs-eq/yrXlbs-eq/yr)
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.3
10,214.4
306.8
36.8
125.6
768.5
0.0
0.0
0.0
8,017.7
19,471.2
0.0
0.0
0.0
0.0
0.0
• "• :
0.0
32.0
5.8
5.1
0.0
0.5
505.0
1.8
0.1
0.2
47.6
0.3
0.1
1.1
"•
0.7
0.4
0.0
0.6
0.7
0.8
0.6
0.9
0.5
0.5
0.8
0.0
0.8
0.7
0.0
0.0
0.0
6.7
272.4
143.2
18,588.3
219.8
69.9
0.0
0.0
0.0
408.2
19,708.5
0.0
0.0
0.0
0.0
2.6
95.3
22.9
7,435.3
17.6
34.3
0.0
0.0
0.0
89.8
7,697.8
0.0
Subtotal
626.2
0.0
378
.1
-------
Table X-46 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - OFFICE MACHINE MANUFACTURING
Total Flow
3,000
Pollutant
aluminum
barium
boron
calcium
cobalt
iron
magnesium
manganese
molybdenum
sodium
tin
titanium
vanadium
yttrium
(1)
Total
Raw Waste
.(lbs/yr)
17,420.4
65.9
1,199.0
13,271.4
5.3
16,439.4
3,731.2
126.1
20.5
57,862.1
674.4
9.3
13.9
2.0
Removals
Due to
Treatment
(lbs/yr)
17,059.2
0.0
1,111.7
0.0
0.0
16,371.5
0.0
92.1
0.0
0.0
640.5
0.0
0.0
0.0
(3)
Toxic
Weighting
Factor
0.0
0.0
0.2
0.0
0.1
0.0
0.0
0.0
0.2
0.0
0.3
0.0
0.6
0.0
(4) (5) At-Streara
POTW Direct Indirect
Removal Discharger Discharger
(for Removals Removals
indirects)(lbs-eq/yr)(lbs-eq/yr)
636.3 636.3
0.0 0.0
197.0 197.0
0.0 0.0
0.0 . 0.0
91.7 91.7
.'.', ,0.0 0.0
1.3 1.3
0.0 0.0
0.0 0.0
192.8 192.8
0.0 0.0
0.0 0.0
0.0 0.0
Subtotal
110,840.7 35.275.0
1.119.2 1.119.2
OTHER NONCONVENTIONAL POLLUTANTS
acidity 2,476.9 0.0
alkalinity 54.104.5 0.0
chemical oxygen demand 4,468,869.2 0.0
chloride 4,538.9 0.0
fluoride 1.249.2 0.0
phenols, total 5.5 0.0
phosphate, total 2,643.7 0.0
sulfate 21,604.5 0.0
total dissolved solids 1,637,037.8 0.0
Subtotal 6,192,530.1 0.0
CONVENTIONAL POLLUTANTS
oil and grease
total suspended solids
Subtotal
2,183,289.2 2,180,864.8
44,324.6 43,694.3
2,227,613.9 2,224,559.1
TOTAL
8,551,590 2,279,305
20.828
8,817
(1) End-of-pipt pollutant discharge* (in pound*).
(2) Annual removals (in pounds) with oil sktalnf. chearical precipitation, sediaMntation, and filtration.
(3) Toxicity of pollutant relative to an equivalent MM of copper.
(4) Pollutant-specific removal efficiency for POTU treatment (applied to indirreet dischargers).
(5) Annual removals for direct discharger* in pounfc-equivalent. Coluan (2) x Coluan (3).
(6) Annual removals for indirect discharger* in paundc-equivalent. Coluen (2) x Column (3) x (1-Coluan (4)).
379
-------
Table X-47
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - OFFICE MACHINE REBUILDING
TOTAL FLOW (gallons/year): 396,000
Pollutant
PRIORITY POLLUTANTS
(1) Removals
Total Due to
Raw Waste Treatment
(Ibs/yr) (Ibs/yr)
4. benzene 0.0
11. 1,1,1-trichloroethane 88.2
13. 1,1-dichloroethane 0.2
15. 1,1,2,2-tetrachloroethane 0.0
22. 4-chloro-3-methylphenol 0.0
23. chloroform 0.0
29. 1,1-dichloroethene 7.0
39. fluoranthene 0.0
44. methylene chloride 820.4
55. naphthalene 0.0
57. 2-nitrophenol 0.0
60. 4,6-dinitro-o-cresol 0.0
63. n-nltrododi-n-propylorainc 0.4
66. bis(2-ethylhexyl) phthalate 0.0
67. butyl benzyl phthalate 0.0
68. di-n-butyl phthalate 0.0
70. diethyl phthalate 0.0
71. dimethyl phthalate 0.0
85. tetrachloroethylene 0.0
86. toluene 0.2
87. trichloroethylene 0.0
Subtotal
114. antimony
115. arsenic
117. beryl Hun
118. cadmiUM
119. chroaiiua
120. copper
122. lead
123. Mercury
124. nickel
125. scleniui
126. silver
127. thalliu*
128. zinc
Subtotal
121. cyanide
HONCOKVEMTIOHAL TOXICS
200. acetone
205. alpha-terptneol
206. aniline
212. biphenyl
260. n-tetradecane
-------
Table X-47 (Continued)
POLLUTANT REDUCTION ESTIMATES
NORMAL PLANT LOAD - OFFICE MACHINE REBUILDING
TOTAL FLOU (gallons/year):
396,000
Pollutant
aluminum
barium
boron
calcium
cobalt
iron
magnesium
manganese
molybdenum
sodium
tin
titanium
vanadium
yttrium
(6)
(4) (5) At-Stream
(1) Removals (3) POTU Direct Indirect
Total Due to Toxic Removal Discharger Discharger
Raw Waste Treatment Weighting (for Removals Removals
< Ibs/yr) (Ibs/yr) Factor indirects) (Ibs-eq/yrXlbs-eq/yr)
2.4
0.2
0.2
160.8
0.0
16.9
39.6
0.0
0.0
151.4
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
15.8
0.0
0.0
0.0
0>Q
0.0
0.0
0.0
0.0
0.0
0.0
0.2
0.0
0.1
0.0
0.0
0.0
0.2
0.0
0.3
0.0
0.6
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.1
0.0
- 0.0
0.0
0.0
0.0
0.0
0.0
0.0
Subtotal
371.6
15.8
0.1
0.1
OTHER HONCONVENTIONAL POLLUTANTS
acidity 115.5 0.0
alkalinity 763.6 0.0
chemical oxygen demand 5,557.0 0.0
chloride 503.4 0.0
fluoride 33.2 0.0
nitrate 0.2 0.0
phenols, total 0.7 0.0
phosphate, total 0.4 0.0
sulfate 2,041.6 0.0
total dissolved solids 2,919.4 0.0
Subtotal 11,935.0 0.0
CONVENTIONAL POLLUTANTS
oil and grease
total suspended solids
Subtotal
TOTAL
891.7
145.0
1,036.6
14,343
852.1
134.6
986.7
1,007
32
(1) End-of-pipe pollutant discharges (in pounds).
(2) Annual removals (in pounds) with oil skimming, chemical precipitation, sedimentation, and filtration.
(3) Toxicity of pollutant relative to an equivalent mas* of copper.
(4) Pollutant-specific removal efficiency for POTU treatment (applied to indirrect dischargers).
(5) Annual removals for direct dischargers in pounds-equivalent. Column (2) x Column (3).
(6) Annual removals for indirect dischargers in pounds-equivalent. Column (2) x Column (3) x (1-Column (4)).
381
-------
'.','•!'! II1 «,!:"• ',i| •
-------