United States EPA-600/R-01 -079
Environmental Protection
Agency (V.tnhpr 9001
Research and
Development
HEAVY DUTY DIESEL FINE PARTICULATE
MATTER EMISSIONS: DEVELOPMENT AND
APPLICATION OF ON-ROAD MEASUREMENT
CAPABILITIES
Prepared for
Office of Air Quality Planning and Standards
Prepared by
National Risk Management
Research Laboratory
Research Triangle Park, NC 27711
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Foreword
The U.S. Environmental Protection Agency is charged by Congress with
protecting the Nation's land, air, and water resources. Under a mandate of national
environmental laws, the Agency strives to formulate and implement actions leading to
a compatible balance between human activities and the ability of natural systems to
support and nurture life. To meet this mandate, EPA's research program is providing
data and technical support for solving environmental problems today and building a
science knowledge base necessary to manage our ecological resources wisely,
understand how pollutants affect our health, and prevent or reduce environmental risks
in the future.
The National Risk Management Research Laboratory (NRMRL) is the Agency's
center for investigation of technological and management approaches for preventing
and reducing risks from pollution that threaten human health and the environment. The
focus of the Laboratory's research program is on methods and their cost-effectiveness
for prevention and control of pollution to air, land, water, and subsurface resources,
protection of water quality in public water systems; remediation of contaminated sites,
sediments and ground water; prevention and control of indoor air pollution; and
restoration of ecosystems. NRMRL collaborates with both public and private sector
partners to foster technologies that reduce the cost of compliance and to anticipate
emerging problems. NRMRL's research provides solutions to environmental problems
by: developing and promoting technologies that protect and improve the environment;
advancing scientific and engineering information to support regulatory and policy
decisions; and providing the technical support and information transfer to ensure
implementation of environmental regulations and strategies at the national, state, and
community levels.
This publication has been produced as part of the Laboratory's strategic
long-term research plan. It is published and made available by EPA's Office of
Research and Development to assist the user community and to link researchers with
their clients.
E. Timothy Oppelt, Director
National Risk Management Research Laboratory
EPA REVIEW NOTICE
This report has been peer and administratively reviewed by the U.S. Environmental
Protection Agency, and approved for publication. Mention of trade names or
commercial products does not constitute endorsement or recommendation for use.
This document is available to the public through the National Technical Information
Service, Springfield, Virginia 22161.
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EPA-600/R-01-079
October 2001
Heavy Duty Diesel
Fine Particulate Matter Emissions:
Development and Application of
On-Road Measurement Capabilities
by
J. Edward Brown
ARCADIS Geraghty & Miller, Inc.
P.O. Box 13109
Research Triangle Park, NC 27709
EPA Contract 68-C-99-201, WA 2-028
EPA Project Officer: John S. Kinsey
Air Pollution Prevention and Control Division
National Risk Management Research Laboratory
Research Triangle Park, NC 27711
Prepared for:
U.S. Environmental Protection Agency
Office of Research and Development
Washington, DC 20460
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Abstract
EPA's On-road Diesel Emissions Characterization Facility, which has been collecting real-world
gaseous emissions data for the past 6 years, has recently undergone extensive modifications to
enhance the facility's particulate matter (PM) measurement capabilities, with specific emphasis on
fine PM or PM25 (particles less than 2.5 |im in aerodynamic diameter). At present, the facility's
capabilities are focused on continuous sampling and analysis, using fast responding instruments such
as the Electrical Low-Pressure Impactor (ELPI), the Tapered-Element Oscillating Microbalance
(TEOM), and a particle-bound Polycyclic Aromatic Hydrocarbon (PAH) analyzer, all of which
require a dilute exhaust sample. This dilute sample has been drawn directly from the vehicle exhaust
via a stack dilution system, and sampled from the ambient exhaust plume via probes in the trailer.
Dilute samples have also been collected on filters for chemical and gravimetric analysis.
Experimental results indicate that stack dilution sampling does not adequately represent real-world
conditions as determined from initial plume sampling. Therefore, future efforts will be directed
toward improved plume characterization techniques.
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Contents
Abstract ii
Figures v
Tables vi
Acronyms and Abbreviations vii
Conversion Table x
1. Introduction 1
2. Description of Heavy-Duty Test Facility 3
2.1 Direct-Dilution Apparatus 4
2.2 Dilution Schedule 6
2.3 Plume Sampling 8
2.4 Operator Control Center 9
2.5 Particle Measurement Instruments 10
2.5.1 Electrical Low Pressure Impactor (ELPI) 10
2.5.2 Polycyclic Aromatic Hydrocarbon (PAH) Analyzer 12
2.5.3 Tapered Element Oscillating Microbalance (TEOM) 13
2.5.4 Aethalometer 13
2.5.5 Condensation Nucleus Counters 15
3. Dilution Stack Sampling Data 16
3.1 Dilution Stack Sampling 16
3.2 Aerosol Characteristics from Dilution Stack Sampling 21
3.3 Mass Emission Rates 23
3.4 Overview of Emissions Trends 28
4. Plume Characterization 29
4.1 Plume Dilution Process 29
4.1.1 Initial Hypothesis 30
4.1.2 Plume Dilution Ratio Measurement 31
4.1.3 Plume Dilution Data Analysis 33
4.1.4 Plume Sampling Delay Time Characterization 35
4.1.5 Dilution Schedule 37
4.2 Plume Sampling for Fine PM 39
5. Conclusions and Recommendations 41
5.1 Conclusions 41
5.2 Recommendations 42
6. Quality Assurance/Quality Control Activities 44
6.1 Data Quality Objectives 44
6.2 Quality Control 45
6.3 Data Quality Indicators 46
6.3.1 Truck Speed 46
6.3.2 Flow Differential Pressure (dP) 49
6.3.3 Stack Pressure 50
6.3.4 Stack Temperature 50
6.3.5 CEMMeasurements 51
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6.3.6 Completeness 51
6.4 Overall Data Quality Assessment 52
References 54
Appendix A: Data Reduction Procedures and Calculations A-l
A.I Calculation of Data Quality Indicators A-l
A. 1.1 Two Parameter Regression Line A-l
A. 1.2 One Parameter Regression Line A-l
A. 1.3 Standard of Error Estimate A-2
A.2 Time Alignment A-2
A.3 Calculation of Emissions A-5
A.3.1 Calculation of Exhaust Flow A-5
A.3.2 Calculation of Exhaust Gas Molecular Weight A-6
A.3.3 Calculation of Moisture Content A-6
A.3.4 Calculation of Gaseous Pollutant Emissions A-6
A.3.5 Calculation of PM Emissions A-7
Appendix B: Data Organization B-l
B. 1 Data File Organization B-l
B.2 Processed Data Files B-5
B.3 Types of Tests & Data B-l 1
B.4 Currently Available Data B-12
Appendix C: Processed Data Summaries C-l
Appendix D: CEM Calibration Summaries D-l
IV
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Figures
2-1. On-Road Diesel Emissions Characterization Facility 3
2-2. Dilution Stack Sampling System 6
2-3. Dilution System Mimicking Plume Dilution 7
2-4. Plume Dilution Schedule from 1988 Study 8
2-5. Electrical Low Pressure Impactor 11
2-6. PAH Analyzer 12
2-7. Tapered Element Oscillating Microbalance 13
2-8. Aethalometer (Black Carbon Measurement) 14
2-9. Condensation Nucleus Counter 15
3-1. Raw Test Data from Dilution Stack Sampling Instruments 19
3-2. Emissions Variation with Vehicle Operation 20
3-3. Typical Fine PM Size Distribution 21
3-4. Pre-Rebuild Kenworth, Sampled from the Stack 22
3-5. Post-Rebuild Kenworth, Sampled from the Stack 24
3-6. Mass Emissions from KW1 25
3-7. Mass Emissions from KW2 26
3-8. PAH Emissions from KW2 27
4-1. Positively Skewed Distribution 31
4-2. 11 Meter Plume Dilution Measurements Using CO2 32
4-3. 2 Meter and 11 Meter Plume Dilution Measurements Using NOX 33
4-4. Histogram of Plume Dilution Ratios 34
4-5. Plume Dilution Data from Three Days' Parametric Testing 35
4-6. Probe and Plume Responses to Propane Injection Event 36
4-7. Probe and 11 Meter Plume Tracer Delay Times 37
4-8. Effect of Truck Speed on Plume Delay Time 38
4-9. Plume Dilution Schedules for Highway Speeds 38
4-10. Pre-Rebuild Kenworth, Sampled from Plume 40
6-1. Truck Speed Correlation 48
6-2. Truck Speed Error for Different Speed Ranges 48
6-3. Flow dP Transducer Calibration 49
6-4. Static Pressure Transducer Calibration 50
6-5. Stack Thermocouple Calibration 51
B-l Data File Dependency B-7
B-2 Data Flow Schematic for Gaseous Pollutants B-8
B-3 Fine PM Data Calculations B-10
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Tables
3-1 On-Road Tests Conducted with Pre-Rebuild Kenworth 17
3-2 On-Road Tests Conducted with Post-Rebuild Kenworth 18
6-1 Project Data Quality Objectives 45
6-2 Project Quality Control Activities 47
6-3 Data Completeness 53
A-l Sample Time Delay Determination A-3
B-l Contents of C:\Diesel Directory B-l
B-2 Vehicles Tested During On-Road Diesel Emissions Program B-2
B-3 Contents of C:\Diesel\KWl Directory B-3
B-4 Example Data Directory B-4
B-5 Pre-Rebuild Kenworth Data B-13
B-6 Century Data Summary B-14
B-7 Post-Rebuild Kenworth Data B-15
VI
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Accel
Aethal.
APPCD
ASCII
CD-RW
CEM
CNC
CO
CO2
CPC
D.R.
DAS
dP
DQI
DQO
ELPI
EPA
ERR
HDDV
hr
Hz
ID
JCC
kph
KW1
KW2
Acronyms and Abbreviations
Acceleration
Aethalometer made by Magee Scientific Company
Air Pollution Prevention and Control Division
American standard code for information interchange
Compact disc rewritable
Continuous emissions monitor
Condensation nucleus counter
Carbon monoxide
Carbon dioxide
TSI Model 3025a condensation particle counter
Dilution ratio
Data acquisition system
Differential pressure
Data quality indicator
Data quality objective
Electrical low pressure impactor
Environmental Protection Agency
Error
Heavy-duty diesel vehicle
Hour
Hertz
Identifier
Johnston Community College
Kilometers per hour
Kenworth truck as-received
Kenworth truck after engine overhaul
VII
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LAN
LDDV
MEC/FTP
mph
NA
NDIR
NIEHS
NIST
NOX
02
ODBC
PAH
part.
PC
PM
ppm
QA
QC
R&P
rpm
RSD
SAE
SCFM
sec
SMPS
TEOM
THC
Local area network
Light-duty diesel vehicle
Modified energy conservation/federal test procedure
Miles per hour
Not available
Non-dispersive infrared
National Institute of Environmental and Health Sciences
National Institute of Standards and Technology
Nitrogen oxides
Oxygen
On-road Diesel Emissions Characterization facility
Polycyclic aromatic hydrocarbons
Particle
Personal computer
Particulate matter
Parts per million
Quality assurance
Quality control
Rupprecht & Patashnich
Revolutions per minute
Relative standard deviation
Society of Automotive Engineers
Standard cubic feet per minute
Second
Scanning mobility particle sizer
Tapered element oscillating microbalance
Total hydrocarbons
VIM
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u.d.s.
UC-Davis
UDDSHDV
W.G.
WVU
Unit-density spheres
University of California at Davis
Urban dynamometer driving schedule for heavy-duty
vehicles
Water gauge
West Virginia University
IX
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Conversion Table
English Unit Metric Equivalent
1 ฐR 1.8K
1 inch 2.54 cm
1 ft 0.3048 m
1 ft3 0.0283 m3
1 hp 745.7 W
1 Ib 0.4536 kg
1 mi 1.609km
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Chapter 1
Introduction
Because of the current level of interest in fine paniculate matter (PM) and its health effects,
EPA has refocused a substantial amount of its research to study emissions sources that produce fine
PM (HEI, 1994). Diesel engines, already under substantial EPA scrutiny for their NOX emissions, are
also known to emit large quantities of small particles (Kittelson et al., 1978). In fact, a majority of the
PM found in diesel exhaust is in the nanometer size range. What is not known is how much of the
fine PM in ambient air actually comes from diesel engines. Moreover, the relative contributions of
stationary sources (e.g. generators, welders), farm machinery, light-duty diesel vehicles (LDDVs), and
heavy-duty diesel vehicles (HDDVs) to the total PM-2.5 (particles <2.5|im in aerodynamic diameter)
emissions inventory are also largely unknown.
A substantial amount of diesel fine PM data has been collected by many researchers covering
concentrations, size distributions, dilution effects, and other properties. Most of this data was
collected using engines mounted on dynamometers and, to a lesser extent, chassis dynamometer
facilities. These facilities allow for the collection of data under very controlled, repeatable conditions.
Many of these conditions are of a steady-state nature, where the emissions are allowed to stabilize
before data or samples are collected. Quite often, these steady-state tests prove useful for comparing
different instrumentation and dilution arrangements. However, there is no consensus on how well
steady-state tests represent "real world" emissions. On the other hand, the more transient tests (i.e.,
those designed to mimic real world operation) typically suffer from poor measurement repeatability.
Fine PM measurements in particular are problematic because many of the most sensitive instruments
cannot follow such a rapidly changing response. Nonetheless, it is likely that it will take a
combination of both types of tests (steady-state and transient) to fully characterize fine PM emissions
from HDDVs.
The Air Pollution Prevention and Control Division of EPA's Office of Research and
Development has developed its on-road approach as sort of a "reality check" for HDDV emissions
estimates. By replacing assumptions with measurements, and simulation parameters with real-world
operating conditions, the On-road Diesel Emissions Characterization (ODEC) facility provides
1
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another dimension to the data currently available for quantifying and characterizing HDDV emissions.
Fine PM measurement capabilities have been recently added as an extension of this original objective.
This report describes the on-road test facility, as adapted to fine PM measurements. Example data are
also presented for on-road testing as collected directly from the stack and from the ambient plume
along the edge of the trailer. Finally, as these descriptions and data represent an ongoing research
effort, there are a number of recommendations for improving and expanding the capabilities of the
on-road sampling program.
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Chapter 2
Description of Heavy-Duty Test Facility
The general capabilities of the ODBC facility, as described in greater detail elsewhere, are
shown in Figure 2-1 (Brown et al., 2001). Its purpose is to allow emissions testing of heavy-duty
diesel vehicles (HDDVs) in a manner that represents the "real world" as closely as possible. Fully
integrated into a class 8b truck, the facility is designed to be completely self-contained, able to collect
several hours' data while traveling along the same public roadways that are used by the at-large fleet
of motor vehicles. A majority of the data are collected in real-time by continuous analyzers which
allows comparisons between emissions and vehicle operating modes. These data include vehicle
parameters, engine parameters, and emissions measurements.
The vehicle and engine parameters include everything necessary to convert emissions data to
fuel-, distance-, and energy-specific units. There are also some "informational" parameters, like
Stack Measurements
Opacity
V V V V
Temperature
Velocity Head
Static Pressure
Engine Measurements
= Intake, Exhaust, Coolant
and Oil Temperatures
Speed, RPM
Drive Shaft Measurements
Torque
Speed, RPM
Operational
Measurements
Speed, km/h
Front-to-Rear G-Force
Computerized
Data Acquisition
System
Exhaust Sample Measurements
o2, %
co2,%
co, %
CO, ppm
NOX, ppm
THCs, ppm
Figure 2-1. On-Road Diesel Emissions Characterization Facility.
3
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engine fluid temperatures, that may not contribute numerically to the processed data set. All of these
are measured by electronic sensors that feed signals to a central data acquisition system (DAS)
mounted in the trailer instrument rack. This same computer also receives signals from the gaseous
emissions analyzers and the sensors that measure the exhaust flow parameters. Cumulatively, all of
the measurements shown in Figure 2-1 form the "core capabilities" of the facility, those that remain
intact as more task-specific capabilities are added and removed.
Capabilities added for fine PM characterization included a dilution sampling system, plume
sampling equipment, and the ability to operate a number of sophisticated fine PM instruments. Of all
the instrumentation that is available to measure and characterize fine PM, none of it is compatible
with raw diesel exhaust. Even in the shortest of measurement paths, the amount of deposited material
would cause instability in the measurements from any analyzer; which is why a particulate filter is an
integral part of any gaseous pollutant measurement system. Deposition is not the only consideration.
Typical exhaust concentrations also far exceed the measurement ranges of the most useful fine PM
analyzers. Ideally, the diluted sample should accurately represent the exhaust as it dilutes normally in
ambient air. The ODBC facilty follows two approaches to approximate this ideal: (1) a direct-dilution
system that draws sample from the raw exhaust and dilutes it with clean air, and (2) drawing a
naturally-diluted sample directly from the truck's exhaust plume. Each is described below.
2.1 Direct-Dilution Apparatus
The most commonly deployed dilution apparatus for diesel exhaust is the full-flow dilution
tunnel (Federal Register, 1983). Used by both chassis and engine dynamometer facilities for both
gaseous and PM measurements, the tunnel approach consists of supplying the entire exhaust stream
into a large tunnel that pulls a constant flow. The advantage of this system for emissions measurement
is that the actual exhaust flow does not have to be measured. These systems typically quantify the
tunnel flow and the tunnel concentrations. By maintaining constant tunnel flow, the system creates a
constant proportionality between measured concentrations and calculated emissions. For raw exhaust
sampling, the emissions would be proportional to both flow and concentration, both of which
fluctuate substantially under typical operating conditions. Dilution tunnel sampling reduces the
likelihood of inaccurate emissions measurements being caused by imprecise matching of multiple
time-series data streams. This makes the constant flow dilution tunnel a very good choice for
measurements where mass emissions are the primary objective.
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For fine PM, however, there is a growing evidence that dilution tunnels may be unsuitable.
Several researchers have demonstrated that particle size measurements can be fundamentally altered
by changes in dilution ratios, residence times, and physical characteristic of the sampling system
(Williams et al., 1988; Kittelson et al., 1999; Brown et al., 2000). In dilution tunnels, because of their
constant flow design, the dilution ratio fluctuates with the exhaust flow, thus introducing another
variable into the fine PM measurement. When two engines of different sizes are tested at the same
facility, even running the same cycle, a bias will be introduced by the difference in the range of
dilution ratios. Chassis dynamometer facility testing of an ODBC facility truck showed ratios ranging
from 2:1 to 23:1, while a study using passenger cars describes factors "between 5 and 50" (Maricq et
al., 1999). Both of these ranges include ratios where nanoparticles are likely to form by heterogeneous
nucleation.
Other considerations that are specific to an on-road system include the size of the dilution
system, its power demands, and how the raw exhaust is delivered to its inlet. Obviously, the only
space large enough to have a dilution tunnel is in the trailer. Even if the truck exhaust could be piped
from the tractor stack to the trailer, it would introduce considerable residence time, particle loss, and
safety issues. The tunnel apparatus itself would add weight to the facility, and its power demands
would require an upgrade to the on-board generator and power distribution system. Such a system
has recently been built by the University of California at Riverside.
Based on all of these concerns, the dilution tunnel approach was rejected in favor of the
"ejector dilutor" system used by Kittelson in much of his work (Kittelson et al., 1978). As shown in
Figure 2-2, this system uses air-powered ejectors to draw in sample and mix it with a rapid flow of
filtered air. Depending on the desired dilution ratio, the sample inlet to any stage may include an
orifice. For the system shown here, two cascaded ejectors with no orifice constitute the first dilution
stage, which brings the particle concentration down to a level that minimizes orifice clogging in
subsequent stages. After secondary dilution, ratios as high as 1000:1 can be achieved. The dilution air
is provided by a diesel powered air compressor that furnishes as much as 50 SCFM at a pressure of
>100 psig. A coalescing filter removes suspended oil droplets before an air-purged molecular sieve
dryer removes water and carbon dioxide from the air stream. The final two filters remove all fine
particles as small as 100 nm and remaining organics.
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Truck exhaust
^v
V
Truck
stack
AIR
i
I
i
VENT
Pas
ฑ1_ u ,
* ELPI
AIR + CNCs
| * Aethal.
mm/ji sgggggggggs,.
Stage 2 C02
1 1 * Stage 1 C02
1 1
PAH TEOM
Truck sleeper
converted to
space for fine PM
instrumentation
and operator
i
The dilution ratio is calculated from CO2 measurements. As shown in Figure 2-2, a dual-
channel analyzer measures each dilution stage. The raw exhaust CO2 is, of course, measured by the
continuous emissions monitoring (CEM) system inside the trailer laboratory. Also installed is a
"diluent" CO2 analyzer, which measures the background concentration in the compressed air supply.
Appendix A shows how dilution ratios and other parameters are calculated and used in subsequent
calculations.
2.2 Dilution Schedule
In studying the impact of exhaust dilution on diesel fine PM, the two parameters of interest
are dilution ratio and residence time. Several studies have suggested that the amount of time the
exhaust spends at a ratio between 5:1 and 50:1 fundamentally affects the number of ultrafme particles
(<0.1 |im) that are formed by heterogeneous nucleation (Kittelson et al., 1999). In real-world plumes,
the dilution ratio increases steadily over time, so the concentrations of exhaust constituents
asymptotically approach background levels. In a stack dilution system, this process is duplicated in a
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variety of ways. In systems where fine PM is of no interest, samples are often diluted in one step, and
only to a level that would prevent condensation of volatile components. In a fine PM sampling
system, real-world dilution might be approximated by a succession of stages, each with a
characteristic ratio and residence time. Figure 2-3 shows how a multi-stage dilution system might be
used to simulate a more gradual dilution. The system modeled here would use five of the eductors
shown in Figure 2-2: three close-coupled eductors, with no additional dead space or orifices, followed
by two stages with transport tubing (which introduce residence time) and orifices (which increase
dilution ratios) Given complete control over the ratios and residence times at each stage, the accuracy
of the dilution schedule's simulation is limited only by the number of stages, which in turn is limited
by cost, complexity, and practical considerations.
The Figure 2-3 example is a representation of what might happen in the exhaust plume of a
tractor-trailer. The exhaust experiences a rapid dilution as a result of being released into the turbulent
region behind the tractor. The dilution becomes more gradual as the plume passes along the length of
the trailer, only to be disturbed once more by the recirculating flow field at the end of the trailer. Once
beyond the trailer's wake, the plume dilutes even more gradually than before (at least until disturbed
by another vehicle). One of the PM-related goals of the on-road diesel program is to quantify all of
these effects (i.e., generate a "real data" version of Figure 2-3), so that a "target" dilution schedule can
be developed.
Plume Dilution Schedule
Time (seconds)
Figure 2-3. Dilution System Mimicking Plume Dilution.
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2.3 Plume Sampling
An alternate approach to using a dilution system is to pull an ambient sample from
somewhere within the emissions "plume" of the truck. This is possible because the "high-dump"
(elevated) exhaust stack that is most common on class 8 trucks typically creates a plume that is
seldom completely disrupted as it passes along the length of the trailer. In fact, this type of sampling
has been done before, using a small laboratory mounted on a flatbed truck (Kittelson et al., 1988).
Figure 2-4 shows the dilution schedule resulting from that study. Since the ODBC facility's laboratory
is already built into the trailer, plume sampling is simply a matter of mounting probes directly behind
the truck's exhaust stack. For convenience of mounting, the probe connectors are drilled through the
existing plastic windows located along the top starboard edge of the trailer. These are located
O
l_
<
QC
z
O
l_
ID
5
to
to'
10
10
STUDY U
o FIELD STUDY 3Z
VEHICLE
WAKE
REGION
10'
10" 10
SAMPLING m
ICT
Figure 2-4. Plume Dilution Schedule from 1988 Study.
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nominally 2 meters, 6 meters, 8 meters, and 11 meters behind the exhaust stack. When a particular
probe is being sampled, the PM and diluent analyzers are mounted inside the trailer just below the
probe. Clean power, calibration gas, and signal connections are run from the main instrument rack, so
the instruments are simply an extension of the trailer laboratory (even when they are located in the
cargo space of the trailer).
2.4 Operator Control Center
The ODBC facility has always been designed for a cab-stationed instrument operator.
Historically, the operator's control center has consisted of a few switches and readouts with a
computer console attached to the trailer-mounted DAS. When the dilution system is used, all of the
associated flow and pressure instruments are mounted in the cab with the operator, as are the fine PM
instruments themselves. Since many of these instruments are designed to be operated and controlled
by external computers, multiple computers are needed. This requirement posed a threefold challenge:
(1) physically locating several computers in the already-crowded truck cab, (2) providing usable
operator interfaces to all of these computers, and (3) ensuring that simultaneous data collected by
multiple computers is synchronized.
Due to space and power constraints, a single-chassis "multicomputer" device was constructed
using an industrial-grade passive backplane with four single-board plug-in computers. Each computer
has its own disk drives, ports, and processing capabilities, sharing only a case and power supply.
Externally, the mouse, keyboard, and monitor ports are all attached to a console switching device that
allows one console to operate all of the computers (including the DAS, still located in the trailer). The
operator can switch from one computer to another with keyboard "hot keys" without disrupting any
computer's ongoing tasks (i.e. collecting real-time data). The switching device also has the capability
to "scan" through the computers at user-selectable intervals, for round-robin monitoring without
operator input.
As a matter of convenience, the computers are also connected to a local area network (LAN)
that allows for file transfers and device sharing among them. This is useful when data are archived
onto removable media, as only one computer needs to have a large-capacity removable device. The
most useful capability of the network, however, is in keeping the computers synchronized. Using a
shareware utility called Tardis, licensed by HC Mingham-Smith Ltd., one computer becomes the time
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standard for all of the other computers on the network. This ensures that all data are time-stamped
appropriately for subsequent processing and comparison.
During plume sampling, the fine PM instruments are located in the trailer. This creates no
major operational problems because most of the instruments are controlled through their computer
interface. Those that are not computer-controlled are designed for unattended operation. From a
connectivity standpoint, there are two options for communicating with the trailer mounted fine PM
instruments. The first option is to attach each instrument to a nearby computer which communicates
with one of the cab-mounted computers over the network. This option requires no additional wiring
between the cab and trailer, but it does require additional computers and network connections. The
second option is to run the serial port cabling from each instrument all the way to the cab-mounted
multi-computer. Both of these options have been used successfully, but the latter is the preferred long-
term options as it requires fewer computers and is, in general, less complicated.
2.5 Particle Measurement Instruments
2.5.1 Electrical Low Pressure Impactor (ELPI)
The Dekati ELPI uses a cascade impactor to provide real-time size classification and
quantification of particulate with aerodynamic diameters from 0.03 to 10 |im. As shown in Figure 2-5,
particles entering the ELPI are first bombarded with ions created by a corona discharge. These ions
are subsequently removed by the ion trap, which theoretically also removes all particles smaller than
20 nm. The impactor itself removes particles beginning with the largest aerodynamic cut point of
10400 nm. As each particle is collected, its charge is drained to a highly sensitive electrometer,
which, in turn, is connected to a computerized data acquisition system (DAS) built into the ELPI.
The impactor is operated at low pressure in order to increase the Cunningham slip correction factor
and, hence, allow particles as small as 30 nm to attain Stokes numbers high enough to impact (Dekati,
1999).
The impactor can be operated in several configurations. In its most commonly used
configuration, all of the electrical components are active and the impaction plates are covered with
aluminum foil substrates that are coated with a thin layer of vacuum grease. The grease prevents
particles from "bouncing" off the impaction surface and possibly depositing on the wrong impactor
stage. Of course, greased substrates do not provide good samples for laboratory analysis, so it is not
uncommon for researchers to sacrifice a little size accuracy for the sake of some chemical or physical
10
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Inlet
Figure 2-5. Electrical Low Pressure Impactor.
property data. As with any other impactor, the substrates can be conditioned and weighed before and
after use. So, provided proper care is taken in coordinating the operation of the impactor and the
electronics, it is possible to obtain comparative gravimetric and particle count data. The gravimetric
data would be biased by the removal of nanoparticles in the charger, but this effect would likely be
negligible, and can be eliminated entirely by turning off the charger and sacrificing the particle count
data.
ELPI operation is monitored and controlled by Windows-based application software running
on an external computer. The application displays several windows, including a control console, a
size distribution bargraph, line plots of raw or processed data from each stage, and a table of
numerical values. The console controls the various hardware functions of the ELPI, including the
charger, the ion trap, the flush pump, and the gain on the electrometers. There are also controls to
11
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"zero" one or more of the electrometers; during this procedure, the flush pump supplies filtered air to
the ELPI inlet while the software compensates for electrometer zero drift. The ELPI software saves
measurement data at an interval specified by the user; the user also specifies the file name and format
at the beginning of each test run.
2.5.2 Poly cyclic Aromatic Hydrocarbon (PAH) Analyzer
This analyzer, produced by EcoChem Analytics, provides real-time measurements of the
surface-bound PAH using the principle of photoelectric ionization. Particles passing through the
ionization chamber are bombarded with ultraviolet light from an Excimer lamp (see Figure 2-6). This
lamp produces monochromatic radiation with a half bandwidth of 2%, narrow and specific enough so
that only the PAH coated aerosols are positively charged, while gas molecules and non-carbonaceous
aerosols remain neutral. The sample then passes through an electric field that removes the liberated
electrons and all negatively charged particles. The filter element that collects the remaining particles
is mounted to a Faraday cage. The electrical current imparted to the filter by the charged particles is
measured with an electrometer.
Total microprocessor control assures that all voltages, flows, and background currents are
within specifications. The fast-responding Excimer lamp is operated in "chopped" mode
(continuously cycling on and off) so that background currents caused by pre-charged particles can be
quantified and subtracted out.
Intensity Measurement
External Electrode
Figure 2-6. PAH Analyzer.
Electrometer
12
-------
2.5.3 Tapered Element Oscillating Microbalance (TEOM)
The TEOM Model 1105, manufactured by Rupprecht and Patashnick Co., Inc., produces a
real-time measurement of particulate mass using Hooke's Law. The PM-laden sample enters the
TEOM and passes through a Teflonฎ-coated glass filter that is fixed on the end of an oscillating tube
(see Figure 2-7). The mass of the filter is increased by the PM deposition, which changes the natural
frequency of the oscillation. The frequency is measured by the TEOM every 0.42 second. The
TEOM is able to report the total mass deposited, and by using a mass flow controller to maintain a
constant volumetric flow rate, can calculate the mass deposition rate and PM mass concentration.
A typical sample of heavy-duty diesel exhaust provided to the TEOM must be diluted at least
by a ratio of 30:1, to prevent instantly clogging the filter, and must be either dilute or warm enough to
prevent condensation of water vapor. The actual filter element is heated, which prevents capture of
very volatile organics but also contributes to the noise of the instrument by evaporating semi-volatile
compounds such as PAH. New Windowsฎ-based software (only a beta version of which is currently
available) allows control of the TEOM and display of the raw frequency data as well as the calculated
mass data. Data can be reported every 0.42 second, although 10-second averages are normally
recorded by the software.
2.5.4 Aethalometer
The Aethalometer (manufactured by the Magee Scientific Company) uses an optical
Sample
Bypass
O "
_^
-^
^ป
Mass Flow
Controller
5
S
f
^
Figure 2-7. Tapered Element Oscillating Microbalance.
13
-------
SAMPLE
IR /
uv source
TAPE
\
Figure 2-8. Aethalometer (Black Carbon Measurement).
measurement to calculate the amount of "black carbon" deposited on a quartz filter. At certain
frequencies of near-infrared light, the attenuation of the light transmitted through the sample is
linearly proportional to the amount of black carbon on the filter. Similarly, PAHs and other organic
molecules frequently present in diesel exhaust absorb light in the ultraviolet frequencies, which are
also measured by the instrument as "blue carbon." As shown in Figure 2-8, the sample enters the
aethalometer and is deposited on a filter in the form of a long tape. A source of near-IR and uv light
is shown through both the sample and through a clean portion of the tape to provide a baseline
measurement. When the filter tape becomes too dark for the attenuation to be measured, the tape
automatically advances, presenting a clean spot for deposition.
The aethalometer has an on-board computer to calculate concentration data from optical
attenuation. It will store the data on a PC-compatible floppy disk and send an analog signal of either
"black" or "blue" carbon concentration. While the near-IR wavelength data can be processed in a
matter of seconds, the uv data requires a timebase of one minute, which is currently the fastest
processing time of the instrument mounted in the ODBC facility.
14
-------
2.5.5 Condensation Nucleus Counters
A condensation nuclei counter (CNC) uses an optical detector to count particles from 3 nm to
1 micron in diameter. The aerosol is passed through an atmosphere saturated with n-butanol (see
Figure 2-9) while the flow volume is rapidly expanded. Condensing butanol on the particles enlarges
them to a diameter large enough to be counted by the laser and photo-diode detector. The CNC
reports particle counts through an analog connection or through a serial connection with a computer.
The instrument is very versatile, used to measure total particulate counts, or providing size
distribution data when used as a component of the Scanning Mobility Particle Sizer (SMPS).
For the ODBC facility, either a TSI Model 3010 or 3025a Condensation Particle Counter
(CPC) was used. Genetically, both instruments are CNCs, but of slightly different design and
operating characteristics. The Model 3025a is the latest version of CNC offered by TSI, Inc., which
was used in most ODBC experiments.
/
Internal AP Balston Balston
Filter ((ft} Filter Filter
O I I -, ,- 0 / 1 0 Pump
. ^ Flowmeter Variable
T 300 cm3/min Orifice
Optics
j\
Aerosol Flow
Capillary
30 cm 3/min
Inlet Flow
300 or
I
1500cm3/min *
Cooled Condenser
1 1|| Heated Saturator _ Fo|t
\^^Sง8ง^8^88S^E88S8ง8ง^ ^
'i^,^ -. , , -. ,. , , *-
< ~~
?8i ฐK th n 1
^SSS^^^S^S^^^งSง^S? ^eatn HIOW
^^^^^^^^^^^^ 270 cm3/min
-AP
\u
\ y \ / J
"V N/
yV J^v -
IK ^ N 01 11 A' / \
? _L Sheath Air
Valve HEPA Filter
| \^ : ^.
^ B*r sr T
\
/
1
^Ap^I^Ap^ Exhaust
ILJ v^/ LJ i5oocm3/min
Vacuum
Pump
Bypass Flow
Balston
Filter
xl < Make-up Air
iree-way
Valve
Figure 2-9. Condensation Nucleus Counter.
15
-------
Chapter 3
Dilution Stack Sampling Data
The on-road facility currently incorporates a 1990 Kenworth T800 tractor as its test vehicle.
When this truck was purchased, it had already logged over 900,000 miles and was due for an overhaul
of its Detroit Diesel Series 60 engine. Prior to having this work done, however, the vehicle was tested
"as-received" using two types of tests. During "parametric" testing, the truck systematically follows a
test matrix representing the full range of load, grade, speed, and acceleration conditions. During
"highway" testing, the truck travels along an interstate highway with no specific agenda other than
covering the distance safely and efficiently; speed and acceleration vary randomly with grade, speed
limit, and traffic effects. Table 3-1 summarizes the tests that were performed prior to the engine
overhaul.
Following the overhaul, the truck was tested again using the highway section and the same
parametric test matrix (see Table 3-2). This way, the emissions impact of the engine overhaul can be
measured and characterized. For purposes of data organization (Appendix B), the truck/engine
configurations are designated "KW1" (pre-rebuild) and "KW2" (post-rebuild). Each of the two data
sets includes both stack-sampling data and plume-sampling data. This report provides a general
overview of these data starting with the stack dilution sampling.
3.1 Dilution Stack Sampling Results
Drawing sample directly from the stack for fine PM measurements has advantages and
disadvantages. The advantages relate to the ability to control the dilution process: a well-designed
system should maintain a steady dilution ratio and introduce little or no "background" to the dilute
sample. Ideally, the real-time data from dilute-sample analyzers should be comparable to their raw-
sample counterparts, and "back-calculating" raw concentrations should be straightforward. The
disadvantages come into play when reality intrudes on this ideal. Fine PM doesn't behave like
gaseous species when it dilutes, so unless the "artificial" dilution accurately simulates a real-world
plume, the resulting measurements may be biased. Even so, this "accurate" simulation may be
difficult to maintain, as stack temperature variations and orifice deposition may affect ratios over
time.
16
-------
Table 3-1. On-Road Tests Conducted with Pre-Rebuild Kenworth
Test
ID
3FOOV
3FOOC
3HOOV
3HOOC
3EOOV
3EOOC
3F3&6
3H3&6
3E3&6
3F-SEQ
3DRI3
3FIL3
3DIOX a
Load
IbGCW
79280
79280
61060
61060
42840
42840
79280
61060
42840
79280
79280
61060
61060
Grade(s)
%
Zero
Zero
Zero
Zero
Zero
Zero
3.1
6.0
3.1
6.0
3.1
6.0
Zero
Various
Various
Various
Speeds
mph
15,35,55,65
Idle&
Accelerations
15,35,55,65
Idle&
Accelerations
15,35,55,65
Idle&
Accelerations
15,35
15, Max
15,35,50
15, 35, Max
15,35,55
15, 35, 50, Max
Various
60+10
65 + 10
65 + 10
Comments
Constant Speed Testing
Coast Down & Acceleration
Constant Speed Testing
Coast Down & Acceleration
Constant Speed Testing
Coast Down & Acceleration
Uphill Grade Tests
Uphill Grade Tests
Uphill Grade Tests
Dyno Sequence Simulations
Open Highway Tests - Tunnel
Open Highway Tests - Filters
Open Highway Tests - Dioxin
Data Points
24
12 Idle
12 Accel
24
12 Idle
12 Accel
24
12 Idle
12 Accel
26
17
28
9
Continuous
Continuous
Continuous
Each of these series represents several days' testing
The dilution system of Figure 2-2 was used to deliver sample to the cab-mounted analyzers
described earlier. This multi-stage system provides sample at two different dilution levels: 30:1
sample flows to the Aethalometer, TEOM, and PAH analyzer, while the more sensitive ELPI and
CPCs receive sample at dilution ratios just above 1000:1. This higher dilution ratio is a trade-off
between having one or both of the CPCs go off-scale (as they sometimes do) and losing the capability
to measure dilution ratio into the "noise range" of the "dilute" CO2 instrument.
17
-------
Table 3-2. On-Road Tests Conducted with Post-Rebuild Kenworth
Test
ID
5FOV
5FOC
5HOV
5HOC
5EOV
5EOC
5F3&6
5H3&6
5E3&6
5F-SEQ
SPlume a
SNOxB a
5DIOX a
Load
IbGCW
74000
74000
61440
61440
42600
42600
74000
61440
42600
74000
61440
61440
61440
Grade(s)
%
Zero
Zero
Zero
Zero
Zero
Zero
3.1
6.0
3.1
6.0
3.1
6.0
Zero
Various
Various
Various
Speeds
mph
15,35,55,65
Idle&
Accelerations
15,35,55,65
Idle&
Accelerations
15,35,55,65
Idle&
Accelerations
15,35,45
15, 30, Max
15,35,50
15, 35, 40, Max
15,35,55
15, 35, 50, Max
Various
65 ฑ 10
65 ฑ 10
65 ฑ 10
Comments
Constant Speed Testing
Coast Down & Acceleration
Constant Speed Testing
Coast Down & Acceleration
Constant Speed Testing
Coast Down & Acceleration
Uphill Grade Tests
Uphill Grade Tests
Uphill Grade Tests
Dyno Sequence Simulations
Open Highway Tests - Plume b
Open Highway Tests - Burst ฐ
Open Highway Tests - Dioxin
Data
Points
24
12 Idle
12 Accel
24
12 Idle
12 Accel
24
12 Idle
12 Accel
27
27
27
9
Continuous
Continuous
Continuous
3 Each of these series represents several days' testing
b Characterization of fine PM emissions in the plume
0 Includes tracer experiments for plume dilution schedule timing
Figure 3-1 shows example data from five instruments sampling simultaneously. Obviously,
with its one minute averaging time, the aethalometer is not useful for modal emissions data and will
not be discussed further. The CPC that is shown has a three-screen diffusion battery on the front end,
providing a D50 cutpoint (i.e., the particle size at which 50% of the particles penetrate the sizing
device) of 0.079 |im. A second CPC, which did not have a diffusion battery removing the
nanoparticles, frequently went off-scale due to high particle loadings. Overall, the CPCs, ELPI, and
18
-------
fully-loaded KW2, level grade (test ID: 5FOV)
ซ c
!i
0 m
ro 8
ฃ
v
<
14000
12000 -
10000 -
' 8000 -
6000 -
4000
2000 -
0
1 1
1
L
14:09:36
14:16:48
14:24:00
14:31:12
14:38:24
14:31:12
14:38:24
E
200
0 5"
o .2
150 -
100 -
50 -
_l k.
LLJ O
0 0
14:09:36
14:16:48
14:24:00
14:31:12
14:38:24
14:09:36
14:16:48
14:24:00
14:31:12
14:38:24
8000
14:09:36
14:16:48
14:24:00
14:31:12
14:38:24
Figure 3-1. Raw Test Data from Dilution Stack Sampling Instruments.
19
-------
PAH analyzer responses show enough of the same graphical features (i.e. peaks at the same time) to
indicate that they represent the same events. A strong cross correlation among the various
instruments, however, was not found. In addition, the TEOM shows only a few peaks that correspond
to the others, with many negative values. Therefore, it too is of little use to gathering modal emissions
data.
Figure 3-2 illustrates how PM concentration varies with operating conditions. With
reasonable consistency, the concentrations spike during the operating transients and stabilize during
steady-state operation. Inspecting the acceleration sections of the speed trace closely, the actual shift
points can be identified as small plateaus in the climbing speed trace. Near the top of the acceleration
curve, where there is more distance between the shift points, it becomes apparent that the
concentration spikes correspond to the time period immediately after the shift, when engine speed is
low and power demand is high. Another interesting observation is that each of the two deceleration
events also initiates a concentration spike. As with most transient emissions, there is little quantitative
reproducibility with the spikes, so this report makes no attempt to correlate fine PM emissions to any
operating parameter. Nonetheless, mass emissions are reported for a number of operating conditions
in a later section.
g
"TO
c =
o ^-"
150
125
100
:- iso
8^ 100
CO P
s ง
Q.
E
ELPI PAH Speed
Figure 3-2. Emissions Variation with Vehicle Operation.
20
-------
3.2 Aerosol Characteristics from Dilution Stack Sampling
Diesel exhaust PM size distributions are typically trimodal in shape, meaning that the
frequency distribution will exhibit three peaks (or modes) that may or may not overlap one another.
Figure 3-3 shows an exaggerated view of such a distribution. In reality, for the typical exhaust from a
modern diesel engine, the coarse mode is negligible. The accumulation mode will account for most of
the particle mass emissions, as shown here, but would often be dwarfed by the nuclei mode on a
distribution graph where the frequency is expressed as a particle number concentration.
Figure 3-4 shows particle size distributions, as measured by the ELPI, during the KW1 test
series. As can be observed, the size "bins" define a large accumulation mode peak just above 100 nm,
while the skewness of the distribution suggests the existence of a nuclei mode peak which is beyond
the lower limit of the ELPI's measurement range. The curves are generated by a fitting algorithm
which explores both lognormal and bimodal-lognormal fitting functions. The "nuclei tails" shown in
the graphs indicate that the bimodal function provides a better fit, but because there is a lot of
uncertainty in the nuclei mode parameters, no further information about that mode can be provided.
The "tails" notwithstanding, the idle and steady state emissions appear to have comparable size
0.14 -
0.12 -
S 0.1 -
J OJ08 -
VI
^ 0-Q6
1
IB
| QJ04 -
=
0.02 -
0 -
1
Carbonaceous
Material umitti
^ Adsorbed Volatiles ^~~
f-\
I \
Volatile / \ i
Material ^~ / \ h^ Re'enfrained
J V Particles
Nuclei Mode / \
/ \ Co arse
/ \ Mods
_,/ \^ _/' Accum u latio n Mo de \
^.^ "^L ^^^ Z
10 100 1000 10000
Diameter (inn)
Figure 3-3. Typical Fine PM Size Distribution.
21
-------
fully-loaded KW1, level grade (test ID: 3FOOV)
6000
5000
o
5 4000
re
Q_
d 3000
O
O
5
z
o
2000 -
1000 -
0
10
Idle
100 1000
Particle Diameter, nm
10000
80000 -i
70000 -
CO
| 60000
"i 50000
Q_
a. 40000 -
Q
o 30000 -
I 20000
10000 -
0
1
65 mph Cruise
i
i
\ t
x/
y
/
I
\
\
\
\
\
k
V
0 100 1000 10000
Particle Diameter, nm
Figure 3-4. Pre-Rebuild Kenworth, Sampled from the Stack.
22
-------
distributions. Figure 3-5 shows the size distributions for the Kenworth as measured after the engine
overhaul. These data were actually collected during the engine break-in period following the overhaul,
so it is possible that they are more representative of "break-in" emissions than of what can be
expected over the life of the engine. Nonetheless, within the measurement precision of the ELPI, there
appears to be no systematic bias in the size distribution between the pre-rebuild and post-rebuild
emissions.
3.3 Mass Emission Rates
Given that neither the Aethalometer nor the TEOM met the project's data quality objectives,
and the CPCs provide no particle size information, the only instruments that are convertible to mass
emission rates are the ELPI and the PAH analyzer. The ELPI measures total PM mass concentration
in terms of equivalent aerodynamic diameter (i.e., "unit density spheres"or u.d.s.), based on its
impactor cut points and stage counts. The PAH analyzer uses a manufacturer-supplied factor to
convert its current readings (in femtoamperes) to mass concentrations of surface-bound PAH
compounds. Calculating mass emission rates for either instrument is simply a matter of multiplying
the readings by the corresponding dilution ratio and the exhaust stack flow (Appendix B).
Figure 3-6 shows ELPI data, measured from the KW1 test series, as compared to operating
modes. Each bar represents the average of three runs at that operating condition. Again, because of
dilution ratio stability, this type of analysis is best done with stack dilution data. It appears that there
are at least two parameters affecting the mass emissions. The most obvious parameter is power
demand. Low power conditions such as low-speed / zero grade tests are uniformly low in PM
emissions, whereas the highest steady-state emissions correspond to heavy-load / steep grade
conditions that require full power. The other parameter is transient operation. For all but the lightest
load, the highest emissions correspond to accelerations, where the truck's engine speed is ramping up
and down repeatedly. The transient effect appears even more dominant in the KW2 data (Figure 3-7),
where acceleration emissions for each load are more than double the corresponding level-grade
steady-state emissions. For PAH emissions, shown in Figure 3-8, the trends are similar. Of the level
grade test conditions (where power demand is lowest), only the highest speed points register any PAH
emissions at all.
23
-------
open highway KW2, various grades (test ID: 5E-XC1)
onnnn IQIG
oUUUU
"| 25000 -
I 20000
o_
d. 15000 -
^ i \j\j\j\j
Q
o* innnn
_2 i uuuu
1 5000
o
/
r-l/
i;/
A
\
A
\
\
N^
1
10 100 1000 10000
Particle Diameter, nm
70 mph Cruise
OUUUU
PO
1 40000 -
tf
ฃ 30000
d.
Sป onnnn
D) ZUUUU
O
1 10000
o
/
, I- /
(/
A
\
A
\
\
I I
10 100 1000 10000
Particle Diameter, nm
Figure 3-5. Post-Rebuild Kenworth, Sampled from the Stack.
24
-------
(test IDs: 3FOOV, 3HOOV, 3EOOV, 3FOOC, 3HOOC, 3EOOC, 3F3&6, 3H3&6, 3E3&6)
79280 Ib Short-shift -
79280 Ib Governed -
79280 Ib 6.0% Max -
79280 Ib 6.0% 15 mph -
79280 Ib 3.1% 35 mph -
79280 Ib 3.1% 15 mph -
79280 Ib 0% 65 mph -
79280 Ib 0% 55 mph -
79280 Ib 0% 35 mph -
79280 Ib0% 15 mph -
61060 Ib Short-shift -
61060 Ib Governed -
61060 Ib 6.0% Max -
61060 Ib 6.0% 35 mph -
61060 Ib 6.0% 15 mph -
61060 Ib 3.1% 50 mph -
61060 Ib 3.1% 35 mph -
61060 Ib 3.1% 15 mph -
61060lbO%65mph -
61060lbO%55mph -
61060lbO%35mph -
61060lbO% 15 mph -
42840 Ib Short-shift -
42840 Ib Governed -
42840 Ib 6.0% Max -
42840 Ib 6.0% 50 mph -
42840 Ib 6.0% 35 mph -
42840 Ib 6.0% 15 mph -
42840 Ib 3.1% 55 mph -
42840 Ib 3.1% 35 mph -
42840 Ib 3.1% 15 mph -
42840 Ib 0% 65 mph -
42840 Ib 0% 55 mph -
42840 Ib 0% 35 mph -
42840 Ib0% 15 mph -
-p1
-H
^
0 20 40 60 80 100 120
Particulate Matter Emissions from ELPI, u.d.s. g/hr
140
160
Figure 3-6. Mass Emissions from KW1.
25
-------
74000 Ib 0% 65 mph
74000 Ib 0% 55 mph -
74000 Ib 0% 35 mph
74000 Ib 0% 15 mph -
61440 Ib Short-shift
61440 Ib Governed
61440lb 6.0% Max
61440lb 6.0% 35 mph -
61440lb 6.0% 15 mph -
61440lb 3.1% 50 mph
61440lb 3.1% 35 mph
61440lb 3.1% 15 mph -
61440lb 0% 65 mph -
61440lb 0% 55 mph -
61440lb 0% 35 mph
61440lb 0% 15 mph -
42600 Ib Short-shift -
42600 Ib Governed -
42600 Ib 6.0% Max
42600 Ib 6.0% 50 mph
42600 Ib 6.0% 35 mph
42600 Ib 6.0% 15 mph -
42600 Ib 3.1% 55 mph
42600 Ib 3.1% 35 mph
42600 Ib 3.1% 15 mph
42600 Ib 0% 65 mph -
42600 Ib 0% 55 mph -
42600 Ib 0% 35 mph
42600 Ib 0% 15 mph
(test IDs: 5FOV, 5HOV, 5EOV, 5HOC, 5EOC, 5H3&6, 5E3&6)
0
50 100 150 200 250
Particulate Matter Emissions from ELPI, u.d.s. g/hr
Figure 3-7. Mass Emissions from KW2.
26
-------
(test IDs: 5FOV, 5HOV, 5EOV, 5HOC, 5EOC, 5H3&6)
74000 Ib 0% 65 mph -
74000 Ib 0% 55 mph -
74000 Ib 0% 35 mph -
74000 Ib 0% 15 mph -
61440 Ib Short-shift -
61440 Ib Governed -
61440 Ib 6.0% Max -
61440 Ib 6.0% 35 mph -
61440 Ib 6.0% 15 mph -
61440 Ib 3.1% 50 mph -
61440 Ib 3.1% 35 mph -
61440 Ib 3.1% 15 mph -
61440 Ib 0% 65 mph -
61440 Ib 0% 55 mph -
61440 Ib 0% 35 mph -
61440 Ib 0% 15 mph -
42600 Ib Short-shift -
42600 Ib Governed -
42600 Ib 6.0% Max -
42600 Ib 6.0% 50 mph -
42600 Ib 6.0% 35 mph -
42600 Ib 6.0% 15 mph -
42600 Ib 3.1% 55 mph -
42600 Ib 3.1% 35 mph -
42600 Ib 3.1% 15 mph -
42600 Ib 0% 65 mph -
42600 Ib 0% 55 mph -
42600 Ib 0% 35 mph -
42600 Ib 0% 15 mph -
I
N/A
N/A
u
N/A
N/A
N/A
N/A
N/A
N/A
N/A
0 0.1 0.2 0.3 0.4 0
Polycyclic Aromatic Hydrocarbon Emissions, g/hr
5
Figure 3-8. PAH Emissions from KW2 (N/A = no valid data available for this test condition).
27
-------
3.4 Overview of Emissions Trends
As with any other "transient" pollutant, PM tends to vary widely with vehicle operating mode.
Time-series traces such as Figure 3-1 show a response that experiences numerous "spikes" of high
emissions, most of which correspond to some identifiable event in the truck's operation (e.g., pulling
off from a stop, changing gears). For some measurements (ELPI and CPCs), there is a "baseline"
emissions level that is maintained between the spikes, which is loosely correlated with power
demand. For the instruments that depend more on "bulk" sampling (less dilute samples, emissions
more related to mass than particle number), the "baseline" is practically zero. In essence, diesel
engines produce particles all the time while they are running, even when they are idling, but operating
transients can produce more particles in a shorter period of time than any other mode.
28
-------
Chapter 4
Plume Characterization
Thermodynamics defines a state variable as one whose value depends solely on the
equilibrium state of the system, regardless of the "path" by which this state was attained. Fine PM
concentration is not a state variable; its value has everything to do with the "path" by which a given
state of dilution was attained. For the study of fine PM from ducted sources, the "system" is
represented by a suitably small volume of source gas which disperses, either through natural or
artificial means, into a larger volume of ambient air. When the point source is a diesel engine, this
volume of source gas (exhaust) undergoes simultaneous changes of temperature and concentration, a
path which leads through states where new particles can form in the atmosphere and the primary
particles emitted by the source can transform. Where gaseous sampling regards dilution as a variable,
fine PM sampling treats it as a process. Numerous studies have been conducted of how dilution ratio
and residence time (i.e., "dilution schedule") affect fine PM measurement and exposure (Kittelson et
al., 1999; Abdul-Khalek et al., 1998).
4.1 Plume Dilution Process
The challenge of plume characterization is one of tracking a pollutant as it passes through
space, time, and dilution states simultaneously. Prior to release, diesel exhaust moves through space
rapidly, due to the truck's motion and to flow within the exhaust pipe. Even though its dilution state
remains essentially constant, the passage of time affects fine PM through any combination of
nucleation, adsorption, agglomeration, deposition, and possibly molecular rearrangement (i.e.,
"folding" of long chain hydrocarbons to form more compact particles). All of these transformation
processes continue after release, some to a lesser extent, some greater, as affected by changes in
dilution and movement through the ambient air. Essentially, in roughly the time it takes a truck to
pass by a stationary object and have its wake dissipate, the exhaust gas goes from (1) a fast moving,
constant concentration state, through (2) a rapid fluid deceleration and dilution, to (3) a slowly
moving, slowly diluting state approaching ambient conditions.
This project has attempted to characterize the plume dilution schedule for a class 8 truck with
elevated exhaust pulling a cargo van trailer. Of particular interest is that portion of the schedule from
29
-------
release to a ratio of 50:1, which includes the range of maximum nucleation potential (from 5:1 to
50:1). This is an independent analysis of the dilution process itself, based solely on measurement of
gaseous species that are not affected by transformation processes (as is the case for fine PM).
4.1.1 Initial Hypothesis
As represented earlier in Figure 2-3, tractor-trailer exhaust is not expected to undergo a steady
dilution process. Rather, at least four distinct stages are expected. Stage 1 takes place immediately
after the exhaust is released. During this stage the exhaust stream comes into immediate contact with
the flow field moving around the truck's exterior surfaces. Relative to its initial state, the exhaust is
rapidly accelerated and diluted by the passing air, some of which moves into a recirculation zone
between the truck and trailer. Stage 2 takes place as the exhaust plume passes along the length of the
trailer. The flow entering this stage consists of a mixture of the flow leaving the recirculation zone
and any flow that bypassed it entirely. At this stage, the plume dilutes more gradually, and may
experience a smaller series of eddies caused by the viscous drag along the trailer surfaces. It is at this
stage that the plume is sampled both for fine PM and one or more tracer gases for dilution ratio
measurement. Stage 3 is another rapid mixing and recirculating eddy at the rear of the trailer. Finally,
Stage 4 is what remains after the eddy dissipates (i.e., ambient dispersion independent of the source
vehicle).
Plume dilution at any point along the length of the truck is expected to vary quite randomly,
primarily because of wind effects. Headwinds would tend to shorten the time interval between release
and capture (the "delay time"), most likely reducing the measured dilution ratio. Tailwinds and
sidewinds from either direction would likely increase the measured dilution ratio or even separate the
plume entirely. Therefore, the population of measured ratios at any one point is expected to be a
skewed distribution qualitatively resembling Figure 4-1, where the left tail is a result of headwinds,
and the longer right tail is a combined result of tailwinds, sidewinds, and possibly plume wander
cause by the truck following a curved path. Theoretically, in the absence of sidewinds and curved-
path plume wander, the distribution would be symmetrical.
The delay time population is also expected to have a skewed distribution, but for a different
reason. Where headwinds and tailwinds would contribute symmetrically to delay time population
variance, the skewness would come from the recirculating eddies. For the specific case of a tractor
trailer, if a majority of the exhaust enters the large eddy between the tractor and trailer, the "typical"
30
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o
c
0)
3
57
0)
Measurement
Figure 4-1. Positively Skewed Distribution.
delay time would be considerably longer than what would be predicted by airspeed alone (i.e., the
longer tail in the distribution would be in the direction of shorter delay times, representing the small
portion of exhaust that escapes the eddy). If a majority of the exhaust escapes capture in the eddy, the
converse would be true (and Figure 4-1 would also qualitatively represent the delay time population).
An attempt was made to at least partially characterize the plume dilution process as described below.
4.1.2 Plume Dilution Ratio Measurement
Any number of gaseous species can be used as a tracer to quantify dilution ratio. Ideally, a
unique tracer (one that is not present in the exhaust or in the ambient air) would be injected into the
exhaust and measured before and after dilution. The challenge of this approach is finding such a
"unique" tracer for which calibration gases and highly selective, fast-responding instrumentation are
readily available. As a practical matter, the unique tracer approach is often abandoned in favor of one
or more constituents already being emitted and measured in the raw sample. The disadvantage here is
that there is often a significant background concentration to account for. If this background
concentration varies over time (as most combustion products do), it must be measured continuously
(i.e., it takes at least three measurements to calculate one ratio). Nonetheless, given that
31
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instrumentation and calibration standards are generally more available for combustion products, this
is the more popular approach and the one used in this project.
Since it is preferable to avoid constituents that are emitted mostly under transient conditions
(e.g., CO and unburned hydrocarbons), the tracer choices for this facility came down to CO2 and NOX.
CO2 has the advantage of being present at higher concentrations in the exhaust (reducing worries
about detectability at high dilution ratios), but its substantial background in ambient air (-350 ppm)
makes it difficult to measure high ratios in ambient plumes. NOX has lower background levels, but
those levels (along with the background "noise" and drift that plague ultra-sensitive NOX analyzers)
may become significant at high dilution ratios. Also, when operating in traffic, these same gases are
also produced by surrounding vehicles, further complicating the measurements.
Initially, a dual-channel CO2 analyzer was chosen because it was less costly and more
compact than an equivalent NOX instrument. Figure 4-2 shows a data sample using that analyzer to
test the 1990 Kenworth before engine overhaul. These data represent this truck repeatedly traversing a
10-mile section of mountainous interstate. It appears that the typical dilution ratio for the 11 meter
sampling position was -200:1 at highway speeds, but there is not enough low-speed data to determine
whether the ratios varied with speed. As expected, there are more outliers toward higher dilution
1000
m
I .9 I. ^^Tj - - , , j~
% .* ป;.'.- .'.* T r s- .',ป I. iI
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CO
01
100
10
g | ^B_" _ "
" m*mX. -1- -.
11 meters
10
30 50
Speed, mph
70
Figure 4-2. 11 Meter Plume Dilution Measurements Using CO2.
32
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ratios than there are toward low dilution ratios. Figure 4-3 shows ratios, for this same truck under
similar operating conditions, measured using NOX analyzers. Again, the 11 meter ratios concentrate
around -200:1 at highway speeds and at speeds as low as 35 mph. Ratios at the 2 meter sampling
location concentrate at -50:1 for highway speeds. Figure 4-4 shows histograms of the dilution data.
Collectively, these three figures illustrate two key points about plume dilution ratio: (1) it is possible
to measure this ratio with either CO2 or NOX, and the results are comparable; and (2) the population
of ratio measurements at a given point is, as expected, skewed toward higher dilution ratios.
4.1.3 Plume Dilution Data Analysis
Scatter plots and histograms are useful tools for illustrating tendencies and trends in large data
sets. Eventually, however, the data need to be summarized numerically so that the information can be
put to use. Elementary statistics defines three numerical measures of central tendency: mean, median,
and mode. The mean is the most representative of the entire data set, because it weighs every element
equally, including the outliers. The median is also affected by outliers, but only by the number of
outlying elements, not the extent to which they spread the distribution. For this reason, along with the
fact that it is easy to calculate, the median is often used to describe large data sets with broad, often
skewed, distributions. The mode, however, is the only central tendency measurement that defines
CO
o:
1000
100
10
2 meters
11 meters
10
30 50
Speed, mph
70
Figure 4-3. 2 Meter and 11 Meter Plume Dilution Measurements Using NOS
33
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o
c
0)
2 meters
111 meters
n i i r
n i i i r
50 95 140 185 230 275 320 365 410 455
Dilution Ratio
Figure 4-4. Histogram of Plume Dilution Ratios.
where the data are most concentrated without being affected by outliers.
For dilution data sets, the outliers are primarily a function of the air movement effects
described earlier. Random wind gusts can cause the plume to be delayed or accelerated on its way
from the exhaust pipe to the sampling probe, or they can cause the plume to move in a direction that
moves the sampling probe away from its center. All of these conditions can cause variability in the
measured dilution ratio. It is important to note, however, that the measurements can be affected by
things that do not necessarily affect the dilution schedule within the plume. For example, a sidewind
that puts the sampling probe near the edge of the plume raises the measured dilution ratio, but the
actual ratio in the plume center is not affected (i.e., it's the same plume, just moved to a different
place). In short, the outliers represent a measurement bias more than a variation in the plume dilution
schedule. Since this bias is unavoidable, the project's approach was to collect and analyze large data
sets, and to use the distribution mode (i.e., the only statistic not numerically affected by outliers) to
represent conditions within the plume.
Figure 4-5 shows the processed results of three days' testing during which plume dilution data
were collected. Each symbol represents the distribution mode from a parametric test run. Similar to
Figure 4-2, the data show little speed dependency at speeds as low as 35 mph, but the value and
34
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1000
o
i 100
3
Q
10
c
X
+ *
+
X
to ฃ\
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-------
THC background level), it was important that the injection volume be sufficient to at least double the
concentration from the background level.
The interval between injection and instrument response indicates the "total" delay, which is
the sum of the plume delay and the sampling system delay. Similar experiments, where a propane
calibration standard is injected at the probe tip, are used to measure the sampling system delay, so that
the plume delay can be determined by subtraction. Figure 4-6 shows an example of the instrument
responses to probe and exhaust injections. The resulting THC spikes are characterized by three
parameters: the initial response time (when the THC measurement first rises above the baseline), the
peak response time (when the measurement first reaches its maximum value for that peak), and the
peak area (the sum of all readings above the baseline, minus the baseline area for the peak duration).
Either the initial response times or the peak response times have the potential to provide the required
delay time (because the plume and probe parameters are subtracted from one another), but there's no
predicting which will be more useful. The initial response time measurement may be affected by a
noisy baseline, while the peak response time may vary with the breadth of the peak. The peak area is a
measure of how much of the injected propane is actually captured by the sampling system, which is a
function of plume dilution (for plume measurements) and injection rate (for plume and probe
measurements).
450
E 400
ฃ 350
% 300
c 250
o
1 20ฐ "
I" 150 -
| 100
* 50 -
0
Probe Injection
Stack Injection
12
10 |
Q.
8O
I
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6 I
-- 4
Q.
(0
2 ฃ
0
0
123456
Time Since Injection, seconds
Figure 4-6. Probe and Plume Responses to Propane Injection Event.
36
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Figure 4-7 summarizes the injections that were performed. The points to the right represent
probe injections, which produce a very repeatable time delay for a wide range of peak areas. The
points to the left represent plume measurements. Not surprisingly, the points concentrate toward the
shorter delays, with outliers stretching into longer delay times; this is consistent with the initial
hypothesis about the way air movement affects the plume. Some of the scatter is also a function of
speed, as illustrated in Figure 4-8, but there is little quantitative confidence in this correlation. For the
2 meter sampling location, the net delay measures 0.1 seconds, which is the minimum measurable
delay using the current software.
4.1.5 Dilution Schedule
Applying the appropriate error bars for dilution ratio and delay time results in the dilution
schedule shown in Figure 4-9. Each of these traces compares to the left portion of Figure 2-3, where
the parameters of a staged dilution system were used to simulate a "target" dilution schedule. Here,
there appears to be little difference between the schedules for 55 and 65 mph highway speeds,
suggesting that a dilution system designed to simulate on-road dilution might need adjustment to
simulate multiple speed conditions. Obviously, this schedule needs some refinement and "gap filling"
before a dilution system can be designed around it, but this effort has demonstrated the ability to
Total Delay, seconds
4 ,
3.5
3
2.5
2
1.5
1
0.5
0
1
*** ป> &&F&ffitff* - ]
0 oo ฐฐo 8 oฐoooaeDto งo?o~o o f Plume Measurements
o o o o J
_ t
Probe Injections <
oo
^-
0 100 1000 10000
Peak Area, ppm-seconds
<> Initial Response Peak Response
Figure 4-7. Probe and 11 Meter Plume Tracer Delay Times.
37
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2.5
V)
o
o
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t/>
ซ 1
O
Q
O
0.5
0
45
50
55 60 65
Truck Speed, mph
70
75
Figure 4-8. Effect of Truck Speed on Plume Delay Time.
5
1000
100
0
ro
a:
10
1
-0
5 mph Dilution Schedule
_^^
^
r
.5 0.5 1.5 2
5
Time, seconds
6
1000
100
0
ro
a:
10
1
-0
5 mph Dilution Schedule
^_^
>"
/_,
i
.5 0.5 1.5 2
5
Time, seconds
Figure 4-9. Plume Dilution Schedules for Highway Speeds.
38
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collect and analyze the necessary to data to define the plume dilution schedule, simulate multiple
speed conditions.
4.2 Plume Sampling for Fine PM
Like stack sampling, plume sampling has its advantages and disadvantages. Advantages
include not having to build and operate a dilution system and not having to worry about whether that
dilution system is biasing the PM measurements. The main disadvantages are related to the fact that
an ambient plume is not a dependable sample delivery device. Sometimes, due to crosswinds and/or
vehicle speed, the plume never makes it to the sampling probe in the trailer. Also, the dilution ratio
can vary substantially within a matter of seconds. In essence, where stack sampling has dilution under
control but carries lingering concerns about PM measurements, plume sampling provides good "real
world" PM measurements whose utility is limited by the availability of dilution data.
Figure 4-10 shows an example particle size distribution for the KW1 test series as sampled
from its plume. The most noticeable difference between this figure and the corresponding "stack
sample" figure (Figure 3-3) is the lack of skewness here. This would indicate that the dilution system
may be promoting the formation of nuclei-mode particles. Since those particles are only marginally
detectable by the ELPI, the "nuclei-tail" observation is nothing more than speculation. Proving a
sampling bias would require the use of CNCs or some other instrumentation capable of detecting the
full range of nanoparticle sizes. Nonetheless, there is enough of an indication to warrant continued
exploration of plume dilution schedules.
39
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fully-loaded KW1, level grade (test ID: 3FOOV)
CO
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5
re
.
Q
O
O
18000
16000 ^
14000
12000 ^
10000
8000
6000
4000
2000
0
10
Idle
100 1000
Particle Diameter, nm
10000
ซ
160000
140000 ^
120000
100000
80000
60000 H
40000
20000
0
10
65 mph Cruise
100 1000
Particle Diameter, nm
10000
Figure 4-10. Pre-Rebuild Kenworth, Sampled from Plume.
40
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Chapter 5
Conclusions and Recommendations
5.1 Conclusions
The following conclusions were reached from the testing conducted thus far in the research program:
1. Although the stack dilution system was designed and operated according to currently accepted
practice, the character of the fine PM emissions do not reflect "real world" conditions as
found in the plume sampling conducted to date. Therefore, stack dilution sampling will be
temporarily discontinued in favor of future on-road plume characterization.
2. The overall process of cooling and dilution of the exhaust plume in the flow field of the
moving tractor-trailer is poorly understood. Future efforts will be directed towards the
characterization of the flow around the moving vehicle in order that an improved plume
sampling approach can be determined and implemented.
3. The dilution ratio, delay time, and dilution schedule has been determined by plume sampling
using CO2, NOX, and/or propane as the tracer. Although these data are extremely useful for
planning future research, a truly unique tracer is needed to eliminate the problems with
atmospheric background and contributions from other vehicles.
4. All testing conducted to date use commercially available off-the-shelf instrumentation much
of which has limited application to the characterization of fine PM from diesel-powered
vehicles. A comparative evaluation of this instrumentation is needed before proceeding with
future emissions testing.
41
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5.2 Recommendations
This report has presented descriptive details of the ODBC facility and fine PM data from that
facility. Since fine PM measurement capabilities were only recently added to the facility, these results
represent a work in progress. The two preceding chapters represent two efforts that are expected to
continue for some time: collection of fine PM emissions data and characterization of exhaust plume
dilution. Regarding those efforts, the following refinements are recommended:
1. The previous chapter mentions the alternative dilution ratio measurement approach of
injecting a unique tracer into the exhaust. It is recommended that this alternative be
implemented in conjunction with current testing activities. Of particular interest are alternative
refrigerants which are thermally stable, absorb in the infrared, and are available in bulk
quantities.
2. The plume delay time characterizations provided reasonably repeatable results at the 11 meter
location using a 10 Hz sampling rate. The 2 meter location, however, showed a consistent 0.1-
second delay (i.e., a single sampling interval). Since the dilution ratios at the 2-meter location
are typically within the critical 5:1 to 50:1 range, it is recommended that the delay time be
measured to greater resolution, if possible. It is also recommended that the plume dilution
experiments continue with measurements at the 6- and 8-meter locations, and that options for
sampling the plume behind the trailer be explored.
3. The ELPI manufacturer has recently begun offering, as an upgrade to existing units, a filter
stage for its impactors. This stage, which is installed after the last impactor stage and connects
to the same electrical detection circuitry, increases size measurement resolution below the
last-stage cutoff of 30 nm. Since low-end size resolution is one of the primary concerns with
the ELPI, it may be well worth the investment to upgrade one or both ELPI units.
4. If the TEOM is to provide an useful on-road data at all, the source of the negative readings
must be identified and either eliminated or characterized (i.e., for data correction). The
manufacturer has indicated that moisture condensation may be causing the mass
42
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measurement drift back and forth as the filter continuously re-equilibrates to the varying
moisture levels in the sample. The suggested remedy, insertion of a permeation dryer into the
sample delivery system, does not sound like a good long-term solution (these dryers are
sensitive to particle deposition, and are not easily cleaned). An alternative approach, albeit an
expensive and complicated one, would be to operate two TEOMs in parallel, one with a high
temperature filter on the inlet. If the moisture is, indeed, the cause of the drift, then that drift
should register on both analyzers. The "filtered" analyzer could be used for background
correction. It might be worth the effort to explore this option using a borrowed TEOM and
possibly a stationary PM source.
5. As it is currently configured, the aethalometer is of little or no use to the project. The lengthy
response time is caused by the instrument's "dual beam" design that attempts to measure
PAHs and other non-elemental carbon compounds using UV. Even the unit's user's manual
indicates that its "UVPM" (UV-absorbing Paniculate Material) measurements do not indicate
true mass emissions of anything. Aethalometer models that use only the near-infrared beam
deliver readings at one second intervals. It is recommended that the various options be
explored to improve the time resolution of the aethalometer.
43
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Chapter 6
Quality Assurance/Quality Control Activities
All testing activities for this project utilized EPA's On-Road Diesel Emissions
Characterization (ODEC) facility. The ODEC Facility Manual is a separate document that includes
design specifications, equipment details, personnel capabilities and work capacity, analytical
operating procedures, QA/QC requirements, and health and safety requirements. This chapter
discusses QA/QC objectives and activities specific to the testing described in this report. The
project's Data Quality Objectives (DQOs) are reviewed, along with the Data Quality Indicator (DQI)
goals and QC procedures.
6.1 Data Quality Objectives
This project's goals are to evaluate Fine PM emissions as a function of operating mode, to
determine aerosol characteristics, and to investigate the dilution processes that affect the exhaust
plume of a tractor-trailer. To accomplish these goals, DQOs were established for vehicle operating
parameters, exhaust flow, dilution ratio, and number-weighted particle size distribution, along with
mass concentrations of total particles, PAHs, and "black" carbon. Table 6-1 lists these measurements
and their dependencies, along with the associated DQOs. As shown, exhaust flow and dilution ratios
are "composite measurements" (calculated from a combination of other measurements), so the DQOs
are defined in terms of the measurements they depend on. Those measurements identified as
"unspecified" were treated as such for the following reasons:
! The instruments used for these measurements, though commercially available, are not
specifically designed for mobile testing. As the on-road testing program has demonstrated
numerous times, it is impossible to predict how equipment will respond to the rigors of a
mobile test environment.
! No "calibration standard" is available for these measurements; they are "composite
measurements" similar to the exhaust flow and dilution ratios. The manufacturers estimate the
precision and/or accuracy of the instruments by calibrating the underlying individual
measurements (e.g. mass flows, pressures, frequencies). For the instruments that withstood the
mobile test environment and delivered data that appeared reasonable, future DQOs will be
established based on those same underlying measurements.
44
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Table 6-1. Project Data Quality Objectives
Measurement
Truck Speed
Exhaust Flow
- Flow dP
- Stack Pressure
- Stack Temperature
- Exhaust O2a
- Exhaust CO2a
- Exhaust COa
Dilution Ratios
- Diluent CO2
- Dilute Sample CO2
- Exhaust NOX
- Dilute Sample NOX
PM Size Distribution
PM Mass Concentration
PAH Concentration
Black Carbon Cone.
Method
Optical fifth-wheel
Calculated from below
dP transducer
dP transducer
K-type thermocouple
Magneto-Pneumatic CEM
NDIR CEM
NDIR CEM
Calculated from below
NDIR CEM
NDIR CEM
Chemilumine scent CEM
Chemilumine scent CEM
ELPI
TEOM
Photo-ionization analyzer
Optical attenuation CEM
Precision
+ 1%RSD
+2%
+2%
+1%RSD
3% Drift
3% Drift
3% Drift
3% Drift
3% Drift
3% Drift
3% Drift
Unspecified
Unspecified
Unspecified
Unspecified
Accuracy
+2%
+2%
+2%
+2%
+5% Bias
+5% Bias
+5% Bias
+5% Bias
+5% Bias
+5% Bias
+5% Bias
Unspecified
Unspecified
Unspecified
Unspecified
Completeness
>90%
>90%
>90%
>90%
>90%
>90%
>90%
>50%
>50%
>90%
>50%
>50%
>50%
>50%
>50%
3These concentrations are used to calculate exhaust gas molecular weight.
! For most of these instruments, the principal of operation is based on cutting-edge research that
is ongoing. The bias, drift, and noise characteristics of the "front end" sensory element (the
one whose response most strongly correlates to the instrument's overall output) are not fully
characterized. Determining the utility of these instruments is a research effort in and of itself,
one that is being undertaken by a number of government and University laboratories, as well
as the manufacturers themselves.
6.2 Quality Control
Section 9 of the facility manual describes the QC activities for the ODBC facility. The
procedures and schedules contained therein were established, as part of the overall operating plan, to
45
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allow assessment of the data with respect to the DQOs. QC-related activities include maintenance and
standard operating procedures, instrument calibration checks, and corrective action procedures.
Project-specific QC activities are detailed in Table 6-2. The project team has a policy of discarding
data that do not meet DQOs. Under most circumstances, discarded tests are repeated to maintain
completeness.
6.3 Data Quality Indicators
The DQIs provide a measure of the data uncertainty, and are often used as criterion for
acceptance or rejection of collected data. Some of the DQIs are determined prior to and during testing
(e.g. calibration checks for CEM data). These "immediately available" indicators are quite often used
as triggers for re-calibration or other corrective action, and have even supported decisions to postpone
or cancel tests. Conversely, unfavorable assessments of DQIs have also supported decisions to repeat
tests while still in the field, thus conserving project resources. When DQIs are determined during data
processing, corrective action options are limited. During this project, a number of data points have
been rejected because of failure to meet DQOs. Where possible these are identified as "Not
Available" or "Rejected" in the data summaries, and their effect on data completeness is calculated.
6.3.1 Truck Speed
The product literature for the Datron LSI optical speed sensor specifies an accuracy of +0.2%
and a reproducibility of +0.1% over the measurement range of 0.5 to 400 kph. The "Certificate of
Calibration" for the specific unit installed on the ODBC facility states an accuracy of+0.113% with
no precision value indicated. Figure 6-1 correlates the speed measurement to a drive shaft speed
sensor that was scaled using a NIST-traceable frequency source. The outliers at the low-speed end
indicate when the truck is turning (the tractor and the trailer-mounted speed sensor travels less
distance than the tractor does during turns). Notwithstanding these points, the correlation is a good
indication of speed measurement precision. Figure 6-2 shows this precision for four ranges of truck
speed, along with similar estimates of accuracy (the latter estimates force the correlation line through
zero and add in the "ripple" of the shaft speed measurement). In general, the project relies heavily on
the accuracy of the speed sensor's factory calibration, and monitors the slope of the Figure 6-1
correlation to indicate when the sensor's upscale response my have drifted.
46
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Table 6-2. Project Quality Control Activities
Measurement/Device
Truck Speed
Optical fifth wheel
Exhaust Flow dP
Stack Pressure
Stack Temperature
Thermocouple
Exhaust O2
Exhaust CO2
Exhaust CO
Diluent CO2
Dilute Sample CO2
Exhaust NOX
Dilute Sample NOX
PM Size Distribution
ELPI
PM Mass Concentration
TEOM
PAH Concentration
Black Carbon
Concentration
QC Activity
Zero reading is verified regularly during testing (at least daily) by
recording response while truck is stationary. Upscale readings are verified
to be proportional to calibrated drive shaft speed measurement.
Biennial calibration with inclined manometer
Biennial calibration with inclined manometer
Probe calibrated prior to installation by APPCD metrology laboratory.
Calibration error checks prior to each test day. Pre- and Post-test system
bias checks.
Calibration error checks prior to each test day. Pre- and Post-test system
bias checks.
Calibration error checks prior to each test day. Pre- and Post-test system
bias checks.
Calibration error checks prior to each test day. Pre- and Post-test system
bias checks.
Calibration error checks prior to each test day. Pre- and Post-test system
bias checks.
Calibration error checks prior to each test day. Pre- and Post-test system
bias checks.
Calibration error checks prior to each test day. Pre- and Post-test system
bias checks.
All electrometers zeroed prior to each days' testing. Instrument's internal
sensors monitor most of the critical operating parameters. Impactor is
cleaned after each test series (-20 hours total operating time), or when the
software issues a warning.
Filter element is replaced when the operating software issues a warning.
Flow meter is calibrated biennially.
All instrument parameters are checked prior to each days' testing: pump
power between 40 and 55%, lamp frequency less than 21 kHz, intensity
greater than 95%, and flow greater than 1.9 L/min. Flow meter is
calibrated biennially.
Displayed sample flow is verified at 4 +0.3 L/min during each test day.
Prior to each test series, the inlet impactor is cleaned, and the used filter
tape spots are inspected for distinct and uniform borders between exposed
and unexposed areas. Flow meter is calibrated biennially.
47
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70
60 -
50 -
.c
Q.
E
a 40
Q.
2
u
30 -
20-1
10 -
500 1000 1500
Drive Shaft Speed, rpm
2000
Figure 6-1. Truck Speed Correlation.
0
10-30
30-45 45-60
Speed range, mph
Above 60
(Precision (correlation error) U Accuracy estimate
Figure 6-2. Truck Speed Error for Different Speed Ranges.
48
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6.3.2 Flow Differential Pressure (dP)
The differential pressure transducer was calibrated against an inclined manometer which was
temporarily installed and leveled within reach of the tubes that attach the transducer to the stack pitot.
The transducer's mounting, plumbing, power, and signal connections were left undisturbed. The
facility's DAS was used to record the responses to the differential pressure inputs. As shown in Figure
6-3, the measured response is quite linear; the errors that do exist appear to be random in nature (i.e.,
the errors do not become larger at either end of the range, or in the middle). Using a best-fit line (one
that does not assume a slope of 1 and intercept of 0), the standard error (an indicator of precision) is
0.056 inch water gauge (W.G.). The standard error about the y=x line (shown in the figure to indicate
the calibration accuracy for the facility) is 0.065 inch W.G.
0 2 4 6 8 10
Differential Pressure from Manometer, inches of water
Figure 6-3. Flow (IP Transducer Calibration.
49
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6.3.3 Stack Pressure
Stack pressure is measured by the same type of differential pressure transducer that measures
the flow dP. It was calibrated using the same equipment and procedure as the flow dP transducer, with
the results presented in Figure 6-4. Again, the errors are random, the best-fit standard error
(precision indicator) is 0.12 inch W.G., and the standard error about y=x (accuracy indicator) is 0.15
inch W.G.
6.3.4 Stack Temperature
This project has recorded few details about how the APPCD metrology laboratory calibrates
thermocouple probes. Nonetheless, the stack temperature probe was calibrated over a nominal range
of 50-400ฐ C, yielding the results in Figure 6-5. It does appear that the probe consistently under-
predicts the temperature at the high end of the range, leading to a calibration slope of 1.015. The
standard error about this calibration line (precision indicator) is 0.2ฐ C. The standard error about y=x
(accuracy indicator) is 2.7ฐ C, which amounts to about a 0.5% error for the temperatures typically
recorded by this probe.
Differential Pressure from Manometer, inches of water
Figure 6-4. Static Pressure Transducer Calibration.
50
-------
o
400
350 -
300
ซ 250 -
Q.
o 200
o
E 150 -
-------
configurations. Other than these two, all measurements delivered the quantity of valid data that was
expected of them.
6.4 Overall Data Quality Assessment
Based on the DQIs determined in conjunction with the data collection effort, project
personnel believe that the data represented by this report are of sufficient quality to support the
observations and conclusions contained herein. Specifically, the project's policy of discarding data
that do not meet DQOs leads to a great deal of confidence in the remaining data. Table 6-3 shows the
calculated completeness for all of the measurements with established DQOs. Overall, the least
dependable measurements were the CEM measurements from the "dilute" samples. These highly
sensitive analyzers were prone to drift, and occasionally generated data that could not be correlated to
the corresponding raw stack measurements. The values of 0% shown for the TEOM and
Aethalometer reflect this report's earlier conclusion that these instruments are not suitable for mobile
testing in their current configurations. Other than these two, all measurements delivered the quantity
of valid data that was expected.
52
-------
Table 6-3. Data Completeness
Measurement
Truck Speed
Exhaust Flow
- Flow dP
- Stack Pressure
- Stack Temperature
- Exhaust O2
- Exhaust CO2
- Exhaust CO
Dilution Ratios
- Diluent CO2
- Dilute Sample CO2
- Exhaust NOX
- Dilute Sample NOX
PM Size Distribution
PM Mass Concentration
PAH Concentration
Black Carbon Concentration
Completeness
100%
94%
96%
100%
100%
98%
98%
99%
86%
77%
91%
72%
98%
0%
100%
0%
53
-------
References
Abdul-Khalek, I. S., Kittelson, D. B., Graskow, B. R., and Wei, Q., "Diesel Exhaust Particle Size:
Measurement Issues and Trends," SAE Paper No. 980525, Society of Automotive Engineers,
Warrendale, PA, 1998.
Brown, J. E., King, F. G., Mitchell, W. A., Squier, W. C., Harris, D. B., and Kinsey, J.S., "On-Road
Facility to Measure and Characterize Emissions from Heavy-Duty Diesel Vehicles," J. Air & Waste
Management Assoc., In Review (2001).
Brown, J. E., Clayton, M. J., Harris, D. B., and King, F. G., "Comparison of the Particle Size Distribution
of Heavy-Duty Diesel Exhaust Using a Dilution Tailpipe Sampler and an In-Plume Sampler during On-
Road Operation," J. Air & Waste Management Assoc., (50): 1407-1416 (2000).
Dekati Ltd., ELPI User Manual, Tampere, Finland, 1999.
Federal Register, 40 CFRPart 86, SubpartN, U.S. Government Printing Office, Washington, DC, 1983.
Health Effects Institute, Pulmunary Toxicity of Inhaled Diesel Exhaust and Carbon Black in Chronically
Exposed Rats, Research Report No. 68, Cambridge, MA, 1994.
Kittelson, D.B., Kadue, P.A., Scherrer, H.C., and Lovrien, R.E., "Characterization of Diesel Particles in the
Atmosphere." Coordinating Research Council AP-2 Project Group Final Report, Atlanta, GA, 1988.
Kittelson, D. B., Dolan, D. F., Diver, R. B., and Aufderheide, E., "Diesel Exhaust Particle Size
Distributions - Fuel and Additive Effects," SAE Paper No. 780787, Society of Automotive Engineers,
Warrendale, PA (1978).
Kittelson, D. B., Arnold, M., and Watts, W. F., Jr., "Review of Diesel Particulate Matter Sampling
Methods: Final Report." EPA grant report published on web site: http://www.me.umn.edu/centers/
cdr/Proj_EPA.html, National Vehicle and Fuels Emission Laboratory, Ann Arbor, MI, January 14, 1999.
Maricq, M. M., Chase, R. E., Podsiadlik, D. H, and Vogt, R., "Vehicle Exhaust Particle Size
Distributions: A Comparison of Tailpipe and Dilution Tunnel Measurements," SAE Paper No. 1999-01-
1461, Society of Automotive Engineers, Warrendale, PA (1999).
Williams, P. T., Abbass, M. K., Tarn, L. P., Andrews, G. E., and Ng, K. L., "A Comparison of Exhaust
Pipe, Dilution Tunnel and Roadside Diesel Particle SOF and Gaseous Hydrocarbon Emissions," SAE
Paper No. 880351, Society of Automotive Engineers, Warrendale, PA (1988).
54
-------
Appendix A
Data Reduction Procedures and Calculations
A.1 Calculation of Data Quality Indicators
Presented below are the formulae used to calculate the various DQIs that are required to
assure data quality. Where possible, the DQIs are based on regression lines between measured and
known values. When such is the case, precision is defined as the standard error of estimate about a
best-fit regression line. This line is based solely on a specific calibration summary, not on the
calibration parameters that are used in the calculation process (not always the same). When the
standard error about a calibration parameter line is calculated, that is called accuracy.
A. 1.1 Two Parameter Regression Line
slope =
n
n I
n
n I
v/ -
/*/>2
n
I x.
r
-
n
I
n
1 yi
-i?
X.
(A-l)
n n
n n
intercept =
/ = 1 / = i / = i / = i
(A-2)
n Ii;2-
/ = !
= 1
A. 1.2 One Parameter Regression Line
slope = -v-
(A-3)
*
A-l
-------
A. 1.3 Standard Error of Estimate
>t - slope x i. - intercept)
error = \\ (A~4'
n -1
When the calibration information consists of only a few points (e.g., CEM calibrations), the
DQIs are defined in terms of bias (accuracy) and drift (precision) at each calibration point. DQOs are
often defined in terms of a percentage of the instrument's range or, less commonly, a percentage of
the actual reading. For this project, the DQIs are defined as a percentage of range.
Reading- Actual ff. <--.
Bias = xlOO% (A~5)
Range
PreTestReading-PostTestReading ,* ^
Drift = -x 100% (A~6)
Range
A.2 Time Alignment
When analyzing continuous emissions from a vehicle stack, measurement time delay should
be accounted for (Messer, J.T., Clark, N.N., Lyons, D.W., "Measurement Delays and Modal Analysis
for a Heavy Duty Transportable Emissions Testing Laboratory," SAE Paper No. 950218, Society of
Automotive Engineers, Warrendale, PA, 1995). Time delay results from the time taken for the gases
to travel through the sampling system and from the response delay of the analyzers themselves; the
cumulative effect of these delays often varies from one CEM channel to the next. For this project,
time alignment is accomplished by correlating the emissions data from each analyzer with a real time
variable (i.e. a measurement that does not experience a measurement time delay). This is consistent
with Ramamurthy et al. (Ramamurthy, R., Clark, N.N., Atkinson, C.M., Lyons, D.W., "Models for
Predicting Transient Heavy Duty Vehicle Emissions," SAE Paper No. 982652, Society of Automotive
Engineers, Warrendale, PA, 1998) approach of cross-correlating instantaneous emissions with axle
power data. In choosing from among several real-time "key" channels, the channel should be selected
for its tendency to vary in ways similar to the emissions.
A-2
-------
The first step in time aligning the data is to correlate the emissions data with the default key
channel, "Flow dP" (the differential pressure reading from the exhaust flow sensor). In general, if this
channel fails to correlate strongly with O2 and CO2 emissions, it means there is something wrong with
one of those three channels (O2, CO2, and Flow dP). For the purposes of time-alignment, a "good"
correlation is one where the Pearson product moment correlation (R-squared) values are above 0.3
(see Table A-l). The most important aspect, however, is the "peaking" of R-squared values.
Table A-l. Sample time delay determination
Subject
Channel
02
C02
CO-Hi
CO-Lo
Horiba
NOX
TECO
NOX
THC
Key Channel
Flow dP
Flow dP
Flow dP
Flow dP
Flow dP
02
C02
G-force
Flow dP
02
C02
G-force
Flow dP
Default
Default
Default
Default
Default
Surrogate
Surrogate
Alternate
Default
Surrogate
Surrogate
Alternate
Default
Peak
Correla
tion
0.785
0.784
0.339
0.344
0.142
0.310
0.362
0.325
0.117
0.330
0.345
0.326
0.194
Lag
Seconds
6
6
4
6
9
6
6
7
10
7
7
8
4
A-2
-------
"Peaking" refers to the tendency of a column of R-squared values to reach a maximum value a
few rows from the top (the number of rows corresponding to the characteristic time delay for that
measurement channel). This R-squared "column" is produced by successive shifting of the CEM and
real-time data columns in relation to one another. The values in this column peak at the point where
the correlation is most improved by shifting. The appearance of this peak is much more important
than the actual R-squared values themselves. In fact, when choosing between several key channels
with similar peak correlation values, a sharply peaking R-squared value is the trait to look for.
While it is not unusual for all of the CEM channels to correlate (and peak) with Flow dP, the
correlations are often not as good for some of the more "transient" emissions (e.g. CO and
hydrocarbons). Sometimes better correlations can be obtained by using an alternate variable (i.e.
another real-time variable whose reading is expected to follow the same temporal variations as the
subject CEM channel). An example of an alternative variable is the front-to-rear g-force, measured by
an accelerometer bolted to the floor of the on-road test facility. Since spikes of transient emissions
tend to correspond to g-force spikes (e.g., pull-offs, gear changes), this variable quite often proves
superior to Flow dP in aligning CO and hydrocarbon channels.
When a CEM channel fails to correlate with either the default or alternate real-time channels,
a "surrogate" is used. A surrogate is a CEM channel that is used in place of a real-time variable for
time alignment. The surrogate formulae differ from the default and alternate formulae for two
reasons: (1) the column of regressions must allow for the possibility that the surrogate channel may
have a longer response lag than the subject channel, and (2) the surrogate's lag must be included in the
calculation of the subject channel's response lag. In selecting a surrogate channel, it is not only
important for the surrogate and subject channels to correlate, there must also be a high confidence
level in the surrogate's lag calculation. O2 and CO2 usually make good choices for surrogates because
of their strong correlations with Flow dP.
Weaknesses of this methodology include (1) inadequate handling of time gaps in the data, and
(2) doing nothing to counteract the "response dampening" that all extractive sampling systems
experience. Time gaps in the data tend to make the correlation coefficients worse, because some of
the correlated data are on opposite sides of the gap. However, if the gaps represent only a small
proportion of the data records (e.g., a dozen ten-second gaps in two hours worth of data), the
"peaking" of R-squared values is not substantially affected.
A-4
-------
Response dampening refers to the emissions dispersion that occurs between the exhaust
manifold and the analyzer. This causes the effect of any step change in source concentration to be
"spread out" over several readings. So, even if the "delay" time is properly compensated by the rolling
regression technique, the "spread" will continue to introduce timing-related inaccuracies into the
calculated data.
A.3 Calculation of Emissions
This section shows how all of the raw data measurements come to together to calculate mass
emissions. Where possible, the source of the equations is noted.
A. 3.1 Calculation of Exhaust flow
Find average exhaust velocity per 40 CFR 60, App. A, Equation 2-9:
JT
~^T~'ft/sec (A'7)
-L/-I L * a
where Kp = Pitot tube constant
Cp Pitot tube coefficient
(\ A.P )avc, = Average square root of pitot DP
Ts, Ps, Ms = Stack/exhaust temperature, pressure, and molecular weight
given that Kp = 85.49
ft
sec
(Ib / Ib - mole) (" Hg)
(ฐR) (" H20)
1/2
and Cp is specified by the pitot manufacturer (0.99 for standard, 0.84 for S-type)
Calculate wet and or dry volumetric flow rate (DSCFM) per 40 CFR 60, App. A, Equation 2-10:
Qsw = 3600VSA Std ^ ,SCFM (A-8)
^s(avg) ^std
Qsd = 3600(1 - BWS)VSA^^^~ (A-9)
*-s(avg)
where Bws = Water vapor fraction in exhaust gas
A-5
-------
A = Cross sectional area of stack/exhaust
Tstd i pstd .= Standard Temperature and Pressure
A. 3.2 Calculation of Exhaust Gas Molecular Weight
Calculate dry molecular weight from CEMS data per 40 CFR 60, App. A, Equation 3-1:
Md = 0.440(tCO2) + 0.320(tO2) + 0.280(%N2 + %CO) ,
where %N2~ 100 - %CO2 - %O2 - %CO
Incorporate exhaust moisture content per 40 CFR 60, App. A, Equation 2-5:
Ms = Md(l - Bws) + IQ.OBWS
A. 3. 3 Calculation of Moisture Content
, 158(1 - Bwa)
0.79(1 - Bwa) [200 + (%CO + %CO2)RHC] + 2Bwa(100 - %O2 - %CO2 - %CO)
(A-14)
where Bwa ^ Water vapor fraction in ambient air
RHC ^ Molar ratio of Hydrogen to Carbon in the fuel
A. 3. 4 Calculation of Gaseous Pollutant Emissions
Convert gas concentrations to densities using the following factors
33xiQ_5 grams ^
_ SCF
ppm CO (A-15)
A-6
-------
SCF
ppm NOX
1.4 14X1
SCF
ppm THC (A'17)
Multiply by exhaust flow and adjust units to get emissions in grams/hour
A. 3.5 Calculation ofPM Emissions
Calculate dilution ratio from appropriate analyzers
_ (Exhaust Background) \ ~ )
I\.
(Dilute Background)
For ELPI data, calculate the u.d.s. mass density of the sample
_ ^ TO-Djm* Count
P ~ ^ i (A-19)
stage=l D
where Dlm is the log mean aerodynamic diameter for the stage.
With the exception of the CPCs (from which mass data are not available), the other analyzers provide
mass density measurement directly.
Multiply mass density by dilution ratio and exhaust flow to calculate emissions
A-7
-------
Appendix B
Data Organization
This report is based on the data that have been generated from the heavy-duty on-road diesel
emissions program since its focus shifted to fine PM in 1998. This data exists, in raw and processed
forms, as several gigabytes on the project's principal data reduction computer located in building T-2
at the NIEHS "Burden's Creek" facility (commonly referred to as "Jenkins Road" by project
personnel). The data are also routinely backed up onto Compact Disc Rewritable (CD-RW) media
which are used to mirror portions of the data on other computers, as needed. No attempt has been
made to encrypt or otherwise protect the dataset from unauthorized access. Portions of this data have
been shared with a number of other researchers, some of which have referenced it in their
publications.
B.1 Data File Organization
Table B-l is a listing of the C:\Diesel directory of the data reduction computer. All data
accompanying this report are copied from this directory tree. The bulk of the data are organized by
truck, from the pickup truck through the current 'KW2' configuration (see Table B-2). The other
directories contain background information for the development of the on-road test facility and, more
Table B-l. Contents of C:\Diesel directory
DRAW Drawings of facility components and subsystems
FACILITY All other files related to the facility
PICKUP Data from prototype facility (pickup truck)
FORD_9 Data from JCC Ford CL-9000 tractor
FRGHTLNR Data from JCC Freightliner tractor
KW1 Data from Kenworth with "as-received" engine
CENTURY 1 Data from UC-Davis Freightliner Century tractor
KW2 Data from Kenworth with rebuilt engine
PART PM developmental data
700_ANAL WK1 Fuel analysis for sample collected July of 2000
ALIGN 10 WK4 Time-alignment template for 10-channel 1 Hz CEM data
ALIGNS WK4 Time-alignment template for 8-channel 1 Hz CEM data
ALIGN8A WK4 Time-alignment template for 8-channel 10 Hz CEM data
ALIGN9 WK4 Time-alignment template for 9-channel 1 Hz CEM data
DRI_Y 1 WK4 Time-alignment template for DRI tunnel data
VEL_Y1 WK4 Time-alignment template for 7-channel 1 Hz CEM data
MATRICES WK4 Template file for generating test matrix sheets
B-l
-------
Table B-2. Vehicles Tested During On-Road Diesel Emissions Program
#
0
1
2
3
4
5
ID
Pickup
Ford_9
Frghtlnr
KW1
Century 1
KW2
Class
2b
8b
8b
8b
8b
8b
Year
1993
1989
1990
1990
1994
1990
Make/Model
FordF-250
Ford CL-9000
Freightliner
Conventional
Kenworth T800
Freightliner
Century
Kenworth T800
Miles
<10,000
105,000
550,000
>900,000
-300,000
>900,000
Engine
Navistar
7.31
Cummins
NTC-315
Caterpillar
3176
Detroit Diesel
Series 60
Detroit Diesel
Series 60
Detroit Diesel
Series 60
Rating
185 hp
315hp
325 hp
425 hp
500 hp
425 hp
History
New
Short
Trips
Unknown
Long
Haul
Long
Haul
Recent
Rebuild
recently, its PM measurement capabilities. The C:\Diesel directory also contains a few template and
summary files that are not specific to a specific truck.
Table B-3 shows one of the six truck directories: KW1. Any files that relate to this
truck/engine configuration, but not to a specific test series, belong in this directory. Files from specific
test series are stored in the subdirectories labeled by load and grade condition. Each of these test-
series directories nominally represents a half-day's or full-day's testing, all conducted along the same
section of road at the same load condition. Each directory contains all raw and processed data for that
test series.
Table B-4 is an example data directory. In order to keep things organized, there is an
established naming scheme for all files. Sometimes, the scheme is dictated or influenced by the
software that creates the file; on rare occasions (i.e., when the software has an inflexible naming
scheme that is inconsistent with ours), a file will be renamed during data processing to make it clearer
what test it represents. The files in Table B-4 are listed chronologically. Raw data files are typically
identified by a date, a sequence number, and a file type. For example, files named by the scheme
DDDD-##.WK4 are calibration records, where DDDD is the test date and ## is the sequence number.
The first file of a test day is typically a calibration record; there will always be at least two of these (a
calibration error check and a system bias check) before any CEM data are collected.
B-2
-------
Table B-3. Contents of C:\Diesel\KWl directory
SHKDOWN Shakedown exercise raw data files (seldom processed)
CD Coastdown files
MIT Collaborative study with MIT/Aerodyne TILDAS system
FULL_0 Fully-loaded zero-grade data from March 1999
HALF_0 Half-loaded zero-grade data from March 1999
EMPTY_0 Empty-trailer zero-grade data from March 1999
SEQUENCE Dynamometer simulation sequence data
TUNNEL DRI tunnel study data
FULL_3&6 Fully-loaded 3% and 6% grade data
HALFJ&6 Half-loaded 3% and 6% grade data
MT_3&6 Empty-trailer 3% and 6% grade data
FILTERS Data from collection of filters for PM lab analysis
FULL_00 Fully-loaded zero-grade data from October 1999
HALF_00 Half-loaded zero-grade data from October 1999
EMPTY_00 Empty-trailer zero-grade data from October 1999
DIOXIN Data from collection of dioxin samples w/ APTB
UNLINKED Portable versions of selected reduced data files
BACKUP Archival versions of selected updated files
Table B-4. Example Data Directory
0315-O.WK4
0315-1.WK4
0315-2.WK4
0315-3.WK4
03150001
0315-8.WVU
03150002
0315-10.WVU
0315-ll.UDS
03150003
R&P0315a.prn
03150005
0315-13.WVU
03150006
0315-14.UDS
0315-15.UDS
03150008
0315-16.MEC
03150009
0315-17.MEC
03150010
03150011
R&P0315b.prn
0315-19.MEC
Ilm0315.dat
0315-4.WK4
Box0315.dat
R&P0315c.prn
R&P0315d.prn
03150001.PRN
03150002.PRN
03150003.PRN
03150005.PRN
03150006.PRN
03150008.PRN
03150009.PRN
03150010.PRN
0315-CS.WK4
R&P0315a.xls
R&P0315b.xls
R&P0315c.xls
R&P0315d.xls
Ilm0315.txt
Box0315.txt
Ilm0315.xls
B-3
-------
Other files are identified as
DDDD####
DDDD####.prn
DDDD-##.wvu
DDDD-##.uds
DDDD-##.mec
DDDD-##.vel
DDDD-##.cen
DDDD-##.rtp
DDDD-##.fil
DDDD-##.dio
DDDD-##.dri
R&PDDDDx.prn
follows:
Binary data file generated by computer monitoring truck's on-board
data stream.
On-board data stream file converted to ASCII.
DAS file representing a run of the WVU 5-peak test sequence.
DAS file representing a run of the Urban Dynamometer Driving
Schedule for Heavy Duty Vehicles ["schedule d" - tabulated in 40
CFR Part 86, Appendix i(d)].
DAS file representing a run of the Modified Energy
Conservation/Federal Test Procedure (MEC/FTP) cycle.
[no examples in Table 3] DAS file representing constant velocity
data during parametric testing. May also include other types of data
collected at 1-second intervals during parametric testing.
[no examples in Table 3] DAS file representing data from UC-Davis
Freightliner Century truck. This data receives a special filetype
because the available data channels are different than what is typically
available from the fully-integrated test vehicles.
[no examples in Table 3] DAS file representing non-parametric data
collected in the research triangle area.
[no examples in Table 3] DAS file representing on-road testing
where filter samples are collected for the fine PM lab (there are
additional channels that monitor the filter collection).
[no examples in Table 3] DAS file representing on-road testing where
dioxin samples are collected in cooperation with APTB (additional
channels for monitoring media and meter temps).
[no examples in Table 3] DAS file representing on-road testing in
cooperation with Desert Research Institute (first attempts to collect
Fine PM data on-road).
ASCII data file generated by computer monitoring Tapered Element
Oscillating Microbalance (TEOM, manufactured by Rupprecht &
B-4
-------
SssDDDDx.dat
SssDDDDx.txt
R&p/SSsDDDDx.xls
DDDD-cs#.wk4
TLGggwk4/i23/x:
Patashnich R&P). These files use a sequence letter (shown here as
"x"), when needed, instead of a number.
ASCII data file generated by computer operating an Electrical Low
Pressure Impactor (ELPI). The "SSs" sequence (two or three
characters long) identifies the sampling location (CAB - Truck cab,
BOX - rail-mounted instrument enclosure, 2m - plume sampling 2
meters behind stack, 11m - plume sampling 11 meters behind stack,
etc.). Also uses a sequence letter.
Reprocessed ELPI data.
TEOM and ELPI files converted to spreadsheets for easy
incorporation into data reduction spreadsheets.
Calibration summary file - links to calibration records to calculate
slope/intercept parameters for the CEM instruments.
Processed data files for parametric tests. These are multilayered
spreadsheets that bring together an entire test series (usually consisting
of several raw data files, calibration records, and weather data) T is a
numerical representation of the truck (chronologically, starting with
Truck l=Ford_9, up to Truck 5=KW2). L is the load (F=full, H=half,
E=empty trailer). Ggg is the grade condition (3&6=3% and 6%
grades, 0=zero grade, 00 and 000 are repeats of the zero grade
condition).
Processed data files for special purpose and sequence tests. For
dynamometer sequence tests, "seq" goes into the "lii" identifier.
B.2 Processed Data Files
Figure B-l shows how the raw data is incorporated into the data reduction spreadsheets.
Obviously, the number of incorporated files varies from one test series to the next (dashed borders
and connecting lines indicate files that may not exist). For example, the calibration summary requires
a minimum of three calibration record files for input, but may use any number, depending on how
many times the instruments were re-calibrated prior to the test series. It is important to note that the
data reduction spreadsheet only uses one calibration summary; so, if any instruments require re-
calibration in the middle of a test series, both a new calibration summary and a new data reduction
TL-Iii#wkV,
B-5
-------
spreadsheet must be created for the subsequent data. The gray filled boxes in the Figure B-l flow
chart show files that are not specific to the particular test series. The ELPI setup files are specific to
the instrument that collected the data, where the Coast Down data are specific to the truck-trailer
configuration that is being tested (for more recent configurations, coast-down data is extraneous
because of the facility's ability to measure power directly). The climate data is specific to the test date
and time, but is rarely incorporated as a real time data stream; it usually consists of a single average
compiled from a few hourly weather observations during the testing.
The spreadsheets are equipped with macros that update the file links, import the raw data,
perform time-alignment of CEM data, and calculate time-series and summary data. Appendix A
contains a brief discussion of time alignment; the facility manual details the calculation procedures
and formulae. The actual number of spreadsheet layers varies: the minimal three-layer version has a
"Raw Data" layer, a "Calculated" layer, and a "Summary" layer. The Centuryl data include a "DDEC"
layer for the on-board data stream (which, for those tests, provided some of the input channels for the
calculated time-series data. Spreadsheets from more recent testing include a "Fine PM" layer which
incorporates some of the ELPI and TEOM data. If any of the data are summarized in graphical form,
these will appear in a "Graphs" layer.
B-6
-------
Calibration Error Check
0315-0. wk4
Pre-Test
System Bias Check
0315-1. wk4
Failing Channel
Rec alibration & Check
0315-2. wk4
Failing Channel
System Bias Check
0315-3. wk4
Post-Test
System Bias Check
0315-4.wk4
First TEOM Raw File
R&P0315a.prn
^^
- Calibration
Summary
Z. 0315-cs.wk4
F t '
i
i
r
First TEOM Excel File
RfcP0315a.xls
r r
Second TEOM Raw File 1 Second TEOM Excel F
R&P0315b.prn 1 "^ RfeP0315b.xls
1
CHmate Data
CENTURY1 \4clim0.wk4
i
Main Data ]
4f-se
t '
1
i
*i_
_i
r
Coast-Down Data
Summary
1
1
ฅ
Deduction &
Spreadsheet
.wk4
^ A
r "" r
Last TEOM Raw File 1 Last TEOM Excel File 1
R&P0315d.prn 1 "^H RfeP0315d.xls 1
1 1
_1
*1
L
ELPI Excel File
Ilm0315.xls
A
Reprocessed ELPI File
BOX0315.txt
ELPI Excel File
Ilm0315.xls
A
Reprocessed ELPI File
Ilm0315.txt
^
First Raw Data File
0315-7. wvu
1
Second Raw Data File
0315-8. wvu
" T ._ ^
Last Raw Data File
0315-19.mec
ELPI Raw Data File
BOX0315.dat
ELPI Setup File
..\PART\24139.bin
ELPI Raw Data File
Ilm0315.dat
ELPI Setup File
,. VARI\24I67.bin
Figure B-l. Data File Dependency.
Figure B-2 is a somewhat dated representation of how the data flows within the main
spreadsheet (i.e., it covers only gaseous pollutants). At the most macroscopic level, the spreadsheet's
data flows from back to front. With the exception of a few measurements that require no further
calculations (e.g., speed, rpm, and temperatures), all of the "Raw Data" layer values feed into
formulas in the "Calculated" layer. The "Summary" layer calculates interval averages from all of the
other layers. Additional data sources (e.g., onboard data stream, ELPI, TEOM) are added in layers
behind the "Raw Data" layer.
Because the "Calculated" layer contains several formulas that are intended to propagate down
through thousands of records, the spreadsheet employs a rather simplistic parsing technique to
conserve disk storage and continuous memory usage. In short all of the formulas that calculate
second-by-second data only exist in the top row of that table. The remaining rows store the data as
values; this convention also avoids length recalculations when the time-series data are unchanged.
B-7
-------
Facility Data Flow
Exhaust Stack
Measurements
Flow dP
Static Pressure
Temperature
Opacity
CEM Readings
% 02
% CO 2
% CO
ppm CO
ppm NOX
ppm THCs
Facility Parameters
( Averaging Pilot ^\ /^ Stack Cross ^\
V. Coefficient ./ \w^ Sectional Area ^^/
\
1
\
vr ^
Exhaust
^ Velocity
j^\^ J
/ '
K,
: ^
Exh
^ M A 1 n
Wei
^^
/
^j /
aust /
cular /
ght /
J 1
' /J
V x I ^
>
Poll!
s. 8'
itant
dons,
h J\
/ ^
f ^\
Exhaust
Stack
Flow
^-
^ ^v
Engine
Torque
^ J
i \.
f ^v
Power
<^ J
1 r
< N
Pollutant
Emissions,
g/kWh
<^ V
/^ ">
Pollutant
Emissions,
g/km
V >
1
-^
Engine
Measurements
Oil Temp
Coolant Temp
Intake Temp
Exhaust Temp
Speed, RPM
-*
Drive Shaft
Measurements
Torque
Speed, RPM
Operational
Measurements
Axial G -force
Vehicle Speed,
km/h
Figure B-2. Data Flow Schematic for Gaseous Pollutants.
B-8
-------
When an all-inclusive recalculation is required, the user must run a macro that copies the formula
down through the data, then immediately converts the formulas to values.
The "Summary" layer calculates interval averages from the real-time data, and presents them
in a table that includes header information to describe the test series. Originally designed for
parametric test data, the formulae in the table use the times entered to the far right in the table to
define interval bounds and calculates average and total values, as appropriate. In spreadsheets where
there are no specific intervals of interest (e.g., shakedown & route data) the table contains one row
which calculates values for the entire test series.
The "Fine PM" layer is currently designed to incorporate ELPI and TEOM measurements into
the main spreadsheet. At present, there are no macros to automate the incorporation process, and the
process is not detailed in the facility manual or in a figure comparable to Figure B-2. The time
alignment process uses the same "rolling regression" technique discussed in Appendix A, with
variations in PM measurements matched to variations in CO. For this layer, the PM data are
represented as mass concentrations (|lg/m3), which the TEOM measures directly and the ELPI
estimates by converting the particle counts to unit-density-spherical (u.d.s.) mass values for each
measurement bin.
The processing and interpretation of the PM data is continuously evolving. Figure B-3 shows
how all of the pieces are expected to fit together. Essentially, because all of the PM analyzers receive
a dilute sample, calculating emissions requires knowledge of the dilution ratios. These are measured
using more sensitive versions of the same analyzers that measure exhaust concentrations. Dilution
ratio is calculated using the following formula:
_, (Exhaust - Background)
D. R. = (B-l)
(Dilute - Background)
where the background concentration represents either ambient air or the diluent gas, depending on
where the dilute sample comes from. It is often assumed that these background concentrations do not
vary greatly, and a single value is used for all of the D.R. calculations (i.e., the plume NOX
measurements), where the more rigorous technique is to measure the background continuously with a
separate analyzer channel (i.e., the dilution system CO2 measurements). Once the D.R. is known, it
B-9
-------
Rearward ELPI
1
ELPI
CPCs
TEOM
PAH
Aethalometer
Gf on pi P O ~
Diluent C02
Cf oo p 7 C O ,,
Background
^V Corre
J
^f Forward
^ V Corre
\^__
\
/^
^f Stage 2
V Corre
fcf Stage 1
^^^ Corre
j
1
s1
^
v^^^^^^
1
Plume-Diluted
PM Emissions
(Rearward)
Plume-Diluted
PM Emissions
(Forward)
Exhaust Stack PM
Concentrations
Exhaust
Stack PM
Emissions
Rearward NOx
Background
Plume Dilution
Flow dP
Static Pressure
Tern perature
% 02
% C02
% CO
ppm NOx
Exhaust
Stack
Flow
Exhaust
Stack
Velocity
Exhaust
Molecular
Weight
Figure B-3. Fine PM Data Calculations.
B-10
-------
can simply be multiplied by the measured PM concentrations to get "as corrected" values which
would be compatible with the exhaust flow measurements.
B.3 Types of Tests and Data
In general, different test series prove valuable for different types of comparisons. The
parametric tests help identify general emissions trends under steady-state condition; these are also the
tests that show the best data repeatability. The only transient tests that are done in a
repetitious/parametric fashion are the level-grade accelerations and the dynamometer sequence tests.
The data from these tests is less repeatable, but provide some insight nonetheless. For obvious
reasons, the parametric test runs are bracketed by transients in the data files, and these transients are
essential to time-aligning the data and identifying the parametric test intervals in the data.
Early in the project, some more realistic "route" tests were performed locally (i.e., with local
grade variation contributing to data variability). The routes consisted of a "delivery" route which went
through downtown Raleigh, an "urban interstate" route which traversed the entire Triangle area along
1-40, and a "terminal entry/exit" segment that connected our staging area to the highway (it was
assumed that the distance and traffic situation between Jenkins Road and 1-40 is comparable to a
commercial truck terminal; this assumption proved convenient for sequencing the tests in a realistic
manner). The route tests were performed in triplicate for each load with the first two test trucks
(Ford_9 and Frghtlnr). However, these tests proved very time consuming, and there was no
straightforward way to interpret the data (too many input variable varying independently of one
another). The only local tests that are now performed are shakedown exercises and sample collections
(e.g., dioxin samples and filters for the fine PM lab). These tests are still valuable where "reality" is
the primary consideration.
The original goal of the heavy-duty on-road emissions program was to compare emissions to
operating parameters in a way that could lead to a modal emissions model. Parameters of interest
were primarily those affecting power demand: load, grade, speed, and acceleration. The modal model
goal is also applicable to fine PM measurements, but the parameter list may need to be expanded
because of the atmospheric transformations that affect how PM emissions relate to PM inventories
and exposures.
Shortly after the project began experimenting with fine PM analyzers connected to dilution
systems, studies began surfacing to suggest that the parameters of the dilution system (e.g., the
dilution ratios and residence times) were affecting the PM measurements. Then, with the
B-ll
-------
commencement of in-plume sampling, the on-road program introduced yet another set of variables
(e.g., truck airspeed, distance between stack and sampling probe). From the perspective of parametric
testing, the only experimental parameter that has been added is the sampling location.
B.4 Currently Available Data
Table B-5 summarizes the data that were collected and processed for the Kenworth tractor
before its engine overhaul (KW1 test series). The spreadsheets are listed in chronological order. Many
of them have been converted from Lotus 1-2-3 to Microsoft EXCEL for subsequent data processing;
in the table, an "X" indicates that the spreadsheet exists in the indicated filetype. In the data channel
columns, an "X" indicates that the data was collected and verified, a blank means that the data was
not collected or was invalidated. For PM data, there is also a "D" tag which indicates data for which
valid dilution data were not available.
As shown here, the earliest tests for KW1 involved some preliminary plume dilution
characterization, where the first on-road PM data were collected during the DRI tunnel study. Where
that study used a single ELPI to characterize the truck's emissions, subsequent tests (the duplicate
level grade tests-the "00" series), used more than one ELPI to compare results at various sampling
locations.
Table B-6 shows the tests that were done in cooperation with UC-Davis during their "SiNOx"
catalyst demonstration project. This abbreviated series of tests was conducted on a Freightliner
"Century" series truck with a 2000-spec engine. The TEOM was first introduced during these tests.
The CPCs and the Magee Aethalometer were also deployed for the first time during this study (the
resulting data have not been fully processed or interpreted, hence the gray area). All of these
instruments, as well as the PAH analyzer and an ELPI, were fed sample from the two-stage dilution
system which was developed for KW1 testing. The plume sampling equipment was operated during a
few of the tests, but these activities were limited because they were peripheral to UC-Davis' goals.
B-12
-------
Table B-5. Pre-Rebuild Kenworth Data
Spreadsheet
C:\DIESEL\KW1V.
..\EMPTY_0\3EO-SA
..\EMPTY_0\3EO-GA
..\EMPTY_0\3EO-V
..\HALF_0\3HO-SA
..\HALF_0\3HO-GA
..\HALF_0\3HO-V
..\FULL_0\3FO-V
..\FULL_0\3FO-SA
..\FULL_0\3FO-GA
..\SEQUENCE\3F-SEQ
..\TUNNEL\3DRI1-1
..\TUNNEL\3DRI1-2
..\TUNNEL\3DRI2-1
..\TUNNEL\3DRI2-2
..\TUNNEL\3DRI2-3
..\TUNNEL\3DRI2-4
..\FULL_3&6\3F3&6
..\HALF_3&6\3H3&6
..\MT_3&6\3E3&6
..\FULL_00\3FOOA
..\FULL_00\3FOOC
..\FULL_00\3FOOV
..\HALF_00\3HOOA
..\HALF_00\3HOOC
..\HALF_00\3HOOV
..\EMPTY_00\3EOOA
..\EMPTY_00\3EOOC
..\EMPTY_00\3EOOV
..\FILTERS\3FIL1
..\FILTERS\3FIL2
..\FILTERS\3FIL3
..\FILTERS\3FIL4
..\FILTERS\3FIL5
..\FILTERS\3FIL6
..\FILTERS\3FIL7
..\FILTERS\3FIL8
..\FILTERS\3FIL9
..\FILTERS\3FIL10
..\DIOXIN\DIOXIN1\3DIOX1
..\DIOXIN\DIOXIN2\3DIOX2
..\DIOXIN\DIOXIN3\3DIOX3
..\DIOXIN\DIOXIN4\3DIOX4
^~
^
3
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Files
CO
CNI
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
1 Data Validation Error 2 Matching
1
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
O
0
X
X
X
1
1
X
X
X
X
X
2
2
2
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
CEMs
X
O
X
X
X
X
1
X
X
X
X
X
2
2
2
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
1
1
X
X
X
X
X
X
X
X
X
X
X
O
I
I
X
X
X
1
1
X
1
1
1
X
3
3
3
3
3
3
X
X
X
X
X
X
X
X
X
1
1
1
X
1
1
1
1
X
1
1
1
1
1
X
1
1
Dilution
-S3 -S3 -S3
CD CD CD
E E E
CNI CO OO
X
X
X
X
X
X
1
1
1
X
X
X
X
X
X
X
X
X
X
X
Flow or Dilution Data Not Available
ฃ
-------
Table B-6. Century Data Summary
Spreadsheet
C:\DIESEL\CENTURY1V.
..\GRADES\4H-RTPO
..\FULL\4FO
..\HALF\4HO-1
..\HALF\4HO-2
..\HALF\4HO-3
..\HALF\4XIDLE
..\HALF\4HO-4
..\GRADES\4H-RTP1
..\GRADES\4H-RTP2
..\SEQUENCE\4F-SEQ
1 Data Validation Error
Files
i s -
S x
X
X X
X X
X X
X X
X
X X
X X
X X
X X
CEMs
O O 31
021-
X X 1
XXX
XXX
XXX
XXX
X X 1
XXX
XXX
XXX
XXX
Dilution
3 3 3 1
-------
Table B-7. Post-Rebuild Kenworth Data
Spreadsheet
C:\DIESEL\KW2V.
..\XCOUNTRY\5E-XC1
..\XCOUNTRY\5E-XC2
..\XCOUNTRY\5E-XC3
..\DIOXIN\REGFUEL\5DIOX1
..\DIOXIN\REGFUEL\5DIOX2
..\DIOXIN\REGFUEL\5DIOX3A
..\DIOXIN\REGFUEL\5DIOX3B
..\DIOXIN\REGFUEL\5DIOX4A
..\DIOXIN\REGFUEL\5DIOX4B
..\DIOXIN\REGFUEL\5DIOX5A
..\DIOXIN\REGFUEL\5DIOX5B
..\DIOXIN\REGFUEL\5DIOX6
..\DIOXIN\REGFUEL\5DIOX7
..\DIOXIN\REGFUEL\5DIOX8
..\DIOXIN\LOWSFUEL\5DIOX9A
..\DIOXIN\LOWSFUEL\5DIOX9B
..\DIOXIN\LOWSFUEL\5DIOX10A
..\DIOXIN\LOWSFUEL\5DIOX10B
..\DIOXIN\LOWSFUEL\5DIOX1 1A
..\DIOXIN\LOWSFUEL\5DIOX11B
..\PLUME\5PLUME1
..\PLUME\5PLUME2A
..\PLUME\5PLUME2B
..\FULL_3&6\5F3&6A
..\FULL_3&6\5F3&6B
..\HALF_3&6\5H3&6A
..\HALF_3&6\5H3&6B
..\MT_3&6\5E3&6
..\FULL_0\5FOC
..\FULL_0\5FOV
..\HALF_0\5HOC
..\HALF_0\5HOV
..\MT_0\5EOC
..\MT_0\5EOV
..\SEQUENCE\5F-SEQ
..\SEQUENCE\5F-SEQ2
..\PLUMECPC\5F-CPC1
..\PLUMECPC\5F-CPC2
Files
S CO W
1 Si x
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X
X
CEMs
X O
o o x
o -z. h-
X 1
2 2 1
222
X X '
X '
X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
X X 1
XXX
XXX
XXX
XXX
XXX
XXX
X X 1
X X 1
XXX
XXX
X 1
XXX
X X 1
X X 1
Dilution
i_ i_ i_ cu
-S3 -S3 -S3 -55
cu cu cu f=
E E E _
CM CO OO <-
X X
X X
X
X
X
X
X
X
X
X
3 3
X
3 3
X
3 3
X
3 3
3 1
3 3
X
ELPIs
5S i_ i_ i_ cu
m S S & -ffi
acu cu cu c
c c c
CD t t t ,_
O CM CO OO <-
2 2
X X
X X
X
2 X
2 X
X X
X X
X X
22 2
X X
X 2
X 3
X X
X X
22 2
22 2
2 2
X
Other
S co $
O O X 0)
Ml Q_ ^ CD
I O 0- S
2
2
X
X
2
2
X
X
X
X
X
2
2
1 Data Validation Error 2 Matching Flow or Dilution Data Not Available 3 Other Error
B-15
-------
Appendix C
Processed Data Summaries
C-l
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 08/31/99
Source Description:
1990 Kenworth with Detroit Diesel Series 60 Engine
Empty Truck Weight ==>
42840 Lb
Test Number: 3F3&6
Operator(s): JEB.FGK
Test Start Time: 0:17:43
Test Stop Time: 3:16:37
Vehicle Operating Parameters
Test Description
3.1% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1% Grade Steady State
6.0% Grade Maximum
6.0% Grade Maximum
3.1% Grade Steady State
6.0% Grade Maximum
6.0% Grade Maximum
3.1% Grade Steady State
6.0% Grade Maximum
6.0% Grade Maximum
3.1% Grade Steady State
Start Time Stop Time
0:37:53
0:40:13
0:47:59
0:55:36
0:58:26
1:11:35
1:18:42
1:23:21
1:32:24
1:40:13
1:43:45
1:53:44
2:01:48
2:06:17
2:13:43
2:20:26
2:22:39
2:30:03
2:36:52
2:40:53
2:47:54
2:55:00
0:38:34
0:41:12
0:48:26
0:56:27
1:00:50
1:12:35
1:21:15
1:24:49
1:33:59
1:41:18
1:45:58
1:55:09
2:04:20
2:07:09
2:14:14
2:21:19
2:23:30
2:30:47
2:39:09
2:41:49
2:48:35
2:56:48
Engine
RPM
1966
1892
1886
2122
1840
1904
1928
1883
1975
2177
1936
1901
1840
1724
1833
2177
1798
1533
1997
1698
1838
1614
Truck Measured
MPH HP
43.9
29.9
29.8
47.4
15.1
30.1
15.8
29.7
16.2
34.5
15.6
15.3
15.0
45.3
56.4
34.7
49.9
52.0
16.4
50.3
55.4
25.7
360.5
353.0
358.0
358.3
179.7
345.5
107.2
345.4
183.9
208.5
175.1
69.6
102.6
285.8
0.0
245.3
289.5
236.0
43.3
253.0
269.7
167.4
Grades 3%&6%
Load Weight 36440 Lb
Force Constant, FO 447.7 Lb
Force Coefficient, F2 0.2053 Lb/mph!
Carbon Monoxide Nitrogen Oxides Hydrocarbons ( as C ) Oil Sampler Plume Dilution
ppm
dry
515
551
544
436
200
567
174
535
169
148
178
189
179
653
538
140
628
1062
168
721
714
283
g/hour
796
829
829
697
202
865
141
805
188
197
197
200
139
863
759
187
850
1246
146
946
970
261
ppm
dry
966
1030
1022
974
509
919
473
935
499
980
494
518
514
793
837
993
759
845
463
820
697
645
g/hour
2459
2534
2560
2556
840
2311
629
2312
907
2135
901
898
656
1732
1989
2163
1739
1701
657
1767
1582
970
ppm
wet
6.9
7.1
8.2
7.8
7.8
9.5
11.1
9.2
9.4
6.9
8.2
8.2
10.7
8.1
7.8
6.5
11.2
7.0
9.3
5.7
6.5
6.1
Cab ELPI Ratio @ Ratio @
g/hour j.d.s. mg/m3 2 meters 11 meters
5.7
5.7
6.7
6.7
4.1
7.8
4.7
7.4
5.5
4.9
4.8
4.6
4.3
5.3
6.0
4.5
7.6
4.4
4.2
3.9
4.2
2.9
#N/A 1930
#N/A 3912
#N/A 2866
#N/A 1505
#N/A 1825
#N/A 2849
#N/A 1013
#N/A 2153
#N/A 3811
43 1835
71 1449
71 2957
30 2150
94 214
94 211
55 570
100 155
117 105
42 2898
106 164
132 104
73 1745
312
1106
778
310
832
660
723
920
752
455
651
728
928
283
175
319
223
230
751
228
167
576
C-2
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 08/31/99
Source Description:
1990 Kenworth with Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42840 Lb
Test Number: 3H3&6
Operator(s): JEB.FGK
Test Start Time: 21:00:55
Test Stop Time: 23:58:29
Grades 3%&6%
Load Weight 18220 Lb
Force Constant, FO 399.4 Lb
Force Coefficient, F2 0.2152 Lb/mph!
Vehicle Operating Parameters Carbon Monoxide Nitrogen Oxides Hydrocarbons ( as C ) Oil Sampler Plume Dilution
Test Description
3.1% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1% Grade Steady State
3.1% Grade Steady State
3.1% Grade Steady State
3.1% Grade Steady State
3.1% Grade Steady State
Start Time
21:14:18
21:17:19
21:26:29
21:35:36
21:38:57
21:46:34
21:53:07
21:58:07
22:06:20
22:13:17
22:16:53
22:25:10
22:34:12
22:50:58
23:07:13
23:23:38
23:38:36
Stop Time
21:15:34
21:17:54
21:27:29
21:36:36
21:39:32
21:47:15
21:54:07
21:59:07
22:06:52
22:13:38
22:17:28
22:25:36
22:35:12
22:51:37
23:08:13
23:24:16
23:39:32
Engine
RPM
1644
1720
1921
1870
1482
1538
1591
1379
1604
1650
2201
2206
1365
1589
1403
1669
1600
Truck Measured
MPH HP
51.9
38.3
15.6
15.4
32.9
34.2
35.4
15.3
35.6
51.9
17.7
17.7
15.2
35.2
15.6
52.4
35.5
285.6
327.4
133.2
87.0
284.7
296.8
191.9
150.8
310.8
317.6
166.0
164.6
80.0
182.2
83.3
320.9
183.6
ppm
dry
765
627
194
319
1196
1229
375
455
801
624
110
117
137
309
129
593
353
g/hour
1018
862
169
286
1316
1497
363
471
1008
829
117
123
121
292
105
807
342
ppm
dry
866
1049
520
506
1138
996
653
944
937
922
1001
828
912
621
849
860
591
g/hour
1890
2376
741
633
2121
1988
1028
1598
1943
2012
1748
1431
1327
960
1126
1928
934
ppm
wet
5.2
4.2
6.3
13.8
6.0
6.6
3.9
19.0
19.7
13.8
14.0
10.8
12.7
6.7
10.6
5.8
6.3
Cab ELPI
g/hour u.d.s. g/hr
3.5
3.1
2.9
5.3
3.7
4.3
2.0
10.5
13.5
9.9
7.9
6.0
5.9
3.4
4.5
4.3
3.2
Ratio @ Ratio @
2 meters 11 meters
53 #NUM! #NUM!
69
47
22
76
84
71
67
79
72
29
35
11
72
16
75
80
2616
1649
385
901
819
162
1205
1496
252
787
1351
127
122
146
205
115
612
503
461
536
398
228
645
480
195
713
713
445
183
354
177
153
C-3
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 09/01/99
Source Description:
1990 Kenworth with Detroit Diesel Series 60 Engine
Empty Truck Weight ==>
42840 Lb
Test Number: 3E3&6
Operator(s): JEB.FGK
Test Start Time: 20:51:06
Test Stop Time: 23:40:35
Vehicle Operating Parameters
Test Description
3.1% Grade Steady State
6.0% Grade Lugging
6.0% Grade Steady State
3.1% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1% Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1% Grade Steady State
6.0% Grade Maximum
6.0% Grade Maximum
3.1% Grade Steady State
6.0% Grade Maximum
6.0% Grade Maximum
3.1% Grade Steady State
6.0% Grade Maximum
Start Time
21:03:40
21:06:00
21:14:12
21:20:10
21:23:11
21:31:46
21:42:45
21:50:10
21:56:48
22:01:01
22:07:59
22:14:27
22:17:33
22:26:48
22:33:04
22:37:22
22:43:56
22:50:16
22:52:47
22:59:10
23:05:00
23:06:51
Stop Time
21:04:21
21:07:03
21:14:52
21:21:20
21:23:57
21:33:18
21:43:45
21:50:38
21:59:01
22:01:46
22:08:27
22:15:20
22:20:09
22:27:25
22:35:37
22:38:04
22:44:19
22:51:17
22:53:26
22:59:40
23:05:35
23:07:34
Engine
RPM
1807
1370
2144
2204
2175
1832
1790
1595
1879
2140
1591
1557
1772
2144
1816
1706
1766
2210
1707
1626
1896
1780
Truck Measured
MPH HP
57.2
43.2
48.1
35.5
34.8
15.0
14.6
35.5
15.4
47.8
35.5
35.0
14.4
48.0
14.6
53.8
55.7
35.3
53.8
57.5
59.9
56.0
349.0
282.0
324.8
150.9
231.0
95.2
98.3
251.4
59.0
344.8
231.3
143.6
93.6
409.6
71.7
428.0
437.1
186.2
431.8
387.4
372.8
438.5
Grades 3%&6%
Load Weight 0 Lb
Force Constant, FO 293.0 Lb
Force Coefficient, F2 0.2093 Lb/mph!
Carbon Monoxide Nitrogen Oxides Hydrocarbons ( as C ) Oil Sampler
ppm
dry
834
1838
472
136
174
218
188
597
320
445
533
244
193
442
315
636
609
134
598
1011
252
544
g/hour
1212
1994
746
139
218
146
118
676
181
710
575
196
121
706
164
885
888
136
841
1283
369
797
ppm
dry
875
1087
943
659
1060
540
550
649
450
949
666
723
553
908
464
925
846
609
894
812
520
878
g/hour
2141
1944
2387
1103
2173
588
565
1208
417
2481
1176
944
567
2290
396
2122
2021
1017
2069
1694
1245
2116
ppm
wet
7.8
6.8
7.1
8.1
9.2
12.6
11.8
8.3
26.4
9.4
8.7
9.5
13.0
8.3
27.4
9.3
8.2
9.9
7.3
6.3
9.0
9.9
Cab ELPI
g/hour j.d.s. mg/m3
6.2
4.0
5.9
4.3
6.1
4.4
3.9
5.0
7.7
8.0
5.1
4.0
4.3
6.9
7.4
7.1
6.4
5.3
5.6
4.3
7.0
7.9
100
110
108
43
44
23
24
98
6
88
80
35
19
90
5
75
89
36
79
97
81
72
Plume Dilution
Ratio @
2 meters
172
168
1201
143
353
803
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
Ratio @
1 1 meters
188
319
442
235
265
633
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
#N/A
C-4
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 10/07/99
Source Description:
1990 Kenworth with Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42840 Lb
Test Number: 3FOO-A
Operator(s): MC,FGK
Test Start Time: 10:44:43
Test Stop Time: 13:09:56
Vehicle Operating Parameters
Engine Truck Measured
Test Description
Governed (normal) Accel
Short-shift Acceleration
Short-shift Acceleration
Short-shift Acceleration
Governed (normal) Accel
Governed (normal) Accel
Short-shift Acceleration
Short-shift Acceleration
Governed (normal) Accel
Governed (normal) Accel
Short-shift Acceleration
Governed (normal) Accel
Start Time
10:55:30
11:05:33
11:19:29
11:29:16
11:43:04
11:53:04
12:06:45
12:17:05
12:31:11
12:41:20
12:55:21
13:05:16
Stop Time
10:57:17
11:07:41
11:21:23
11:31:20
11:44:54
11:54:50
12:08:50
12:19:25
12:32:58
12:43:13
12:57:10
13:07:08
RPM MPH
1811 38.2
1512 38.8
1515 37.8
1513 39.6
1797 38.8
1823 38.9
1551 36.6
1529 36.9
1779 37.1
1774 38.5
1528 35.6
1802 40.3
HP
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Carbon Monoxide
ppm
dry
615
692
747
724
613
585
685
565
633
585
722
593
g/hour
773
762
834
825
742
740
741
607
747
707
781
733
Grades
Load Weight
Force Constant, FO
Force Coefficient, F2
Nitrogen Oxides Hydrocarbons ( as C ) Oil Sampler
ppm
dry
714
790
782
799
713
716
749
722
696
701
770
723
g/hour
1593
1474
1493
1544
1526
1576
1411
1294
1490
1498
1440
1549
ppm
wet
11.9
9.3
11.2
8.6
10.7
9.2
10.4
9.9
12.4
9.7
9.7
9.3
g/hour
7.3
5.0
6.0
4.7
6.5
5.8
5.5
5.0
7.2
5.7
5.0
5.6
Cab ELPI
u.d.s. g/hr
130
1355
128
126
141
136
116
89
154
140
134
145
Level
0 Lb
270.1 Lb
0.1802 Lb/mph'
Plume Dilution
Ratio @
2 meters
(574)
214
1102
236
3848
161
2103
154
(268)
312
3296
160
2m ELPI
u.d.s. g/hr
(736)
430
1816
503
5867
323
3179
286
(408)
620
4394
363
Ratio @
1 1 meters
(965)
551
1233
757
1468
737
764
550
1629
717
1415
709
11m ELPI
u.d.s. g/hr
(70)
305
67
287
94
412
39
186
97
338
589
338
C-5
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 10/07/99
Source Description:
1990 Kenworth with Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42840 Lb
Test Number: 3FOO-V
Operator(s): MC,FGK
Test Start Time: 16:03:01
Test Stop Time: 17:25:20
Vehicle Operating Parameters
Test Description
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Start Time
16:06:02
16:07:36
16:09:29
16:11:40
16:15:56
16:17:36
16:19:46
16:26:26
16:28:27
16:30:53
16:35:57
16:37:46
16:40:19
16:44:58
16:46:51
16:48:30
16:50:25
16:55:57
16:57:36
17:00:13
17:02:08
17:08:54
Engine
Stop Time RPM
16:06:25 1530
16:08:44 1738
16:10:28 1512
16:12:39 1787
16:16:55 1737
16:18:35 1545
16:20:44 1730
16:27:25 1696
16:29:26 1887
16:31:52 1731
16:36:56 1699
16:38:40 1541
16:41:18 1701
16:45:57 1676
16:47:50 2004
16:49:29 1564
16:51:24 1814
16:56:56 1529
16:58:35 1824
17:01:12 1733
17:03:02 1911
17:09:53 1704
Truck Measured
MPH
34.6
55.4
34.2
57.0
55.4
35.0
55.1
65.0
15.7
55.2
65.0
34.9
65.1
64.2
16.7
35.4
15.1
34.4
15.1
55.2
15.9
65.3
HP
95.7
157.2
70.0
168.3
166.1
71.4
162.3
203.6
25.2
150.6
226.5
69.8
203.0
195.7
28.0
71.0
21.6
73.6
25.4
171.8
26.8
184.0
Carbon Monoxide
ppm
dry
149
92
210
93
91
216
92
110
278
91
131
211
115
107
277
181
289
148
345
94
337
92
g/hour
99
66
126
70
67
127
68
89
144
65
118
119
93
82
174
96
150
81
183
70
208
73
Grades Level
Load Weight 0 Lb
Force Constant, FO 270.1 Lb
Force Coefficient, F2 0.1802 Lb/mph'
Nitrogen Oxides Hydrocarbons ( as C ) Oil Sampler Plume Dilution
ppm
dry
671
951
566
932
949
525
964
995
290
923
979
511
979
973
281
507
273
784
284
952
272
974
g/hour
731
1124
559
1158
1154
506
1181
1310
247
1077
1446
473
1286
1218
291
442
234
703
247
1167
276
1257
ppm
wet
13.3
9.0
16.9
8.8
8.6
17.9
8.6
7.0
29.5
9.3
7.0
17.5
8.0
7.0
29.6
17.1
35.1
15.5
39.6
10.3
39.3
8.1
Cab ELPI Ratio @ 2m ELPI
Ratioฎ 11m ELPI
g/hour u.d.s. g/hr 2 meters u.d.s. g/hr 11 meters u
4.6
3.4
5.3
3.5
3.4
5.4
3.4
3.0
7.8
3.5
3.3
5.1
3.4
2.8
9.5
4.7
9.3
4.4
10.7
4.0
12.4
3.4
17 (785)
18 52
7 48
21 52
20 40
8 43
19 40
33 44
5 (457)
18 44
42 39
9 44
30 39
29 53
10 (355)
11 50
6 (354)
7 44
4 99
22 44
6 157
28 47
(49)
26
8
30
28
10
28
45
(14)
25
62
9
47
43
(40)
12
(12)
5
5
31
8
37
(7156)
315
204
238
179
257
188
200
625
225
156
218
175
252
532
220
767
239
350
218
383
205
.d.s. g/hr
(216)
31
12
31
29
17
29
45
20
29
58
13
46
43
52
17
24
11
16
33
15
40
C-6
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 10/08/99
Source Description:
1990 Kenworth with Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42840 Lb
Test Number: 3HOO-A
Operator(s): MC, RL, FGK
Test Start Time: 8:35:52
Test Stop Time: 11:03:34
Vehicle Operating Parameters
Test Description
Short-shift Acceleration
Governed (normal) Accel
Short-shift Acceleration
Governed (normal) Accel
Governed (normal) Accel
Short-shift Acceleration
Governed (normal) Accel
Short-shift Acceleration
Short-shift Acceleration
Short-shift Acceleration
Governed (normal) Accel
Governed (normal) Accel
Start Time
8:47:25
8:56:57
9:14:33
9:23:46
9:37:03
9:48:51
10:02:03
10:04:09
10:24:41
10:33:45
10:47:41
10:56:29
Stop Time
8:49:12
8:58:25
9:16:10
9:25:13
9:38:28
9:50:34
10:03:32
10:12:51
10:25:59
10:35:22
10:49:11
10:58:00
Engine
RPM
1526
1787
1518
1779
1760
1535
1723
976
1540
1562
1794
1769
Truck Measured
MPH
35.1
35.8
36.2
35.8
35.0
35.9
37.0
30.7
32.0
36.5
36.7
37.8
HP
212.7
238.0
219.2
243.8
238.9
219.5
234.9
86.3
218.3
226.9
233.7
243.6
Carbon Monoxide
ppm
dry
579
613
650
626
644
604
659
284
683
651
638
641
g/hour
637
731
717
745
761
686
749
266
761
718
733
762
Grades
Load Weight
Force Constant, FO
Force Coefficient, F2
Nitrogen Oxides Hydrocarbons ( as C ) Oil Sampler
ppm
dry
715
649
699
638
640
711
652
376
678
682
634
643
g/hour
1320
1389
1297
1367
1371
1339
1348
559
1317
1301
1307
1354
ppm
wet
15.9
14.9
13.7
13.3
14.0
15.4
13.5
15.9
13.4
11.7
13.7
11.5
g/hour
7.4
8.3
6.7
7.4
7.9
7.7
7.5
4.6
6.9
5.9
7.6
6.6
Cab ELPI
u.d.s. g/hr
56
4
2
106
117
76
115
34
109
99
133
142
Level
0 Lb
270.1 Lb
0.1802 Lb/mph'
Plume Dilution
Ratio @ 2m ELPI Ratio @
2 meters u.d.s
ซN/A #N
ซN/A #N
*N/A #N
*N/A #N
*N/A #N
ซN/A #N
ซN/A #N
*N/A #N
*N/A #N
*N/A #N
ซN/A #N
ซN/A #N
;. g/hr 1 1 meters
(A 414
(A 247
(A 358
(A 336
(A 639
(A (275)
(A 419
(A (286)
(A (493)
(A (282)
(A (700)
(A 322
11m ELPI
u.d.s. g/hr
211
256
259
285
366
(231)
339
(47)
(375)
(238)
(510)
312
C-7
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 10/08/99
Source Description:
1990 Kenworth with Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42840 Lb
Test Number: 3HOO-V
Operator(s): MC, RL, FGK
Test Start Time: 12:33:39
Test Stop Time: 13:42:46
Vehicle Operating Parameters
Engine Truck Measured
Test Description
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Start Time
12:35:25
12:38:04
12:40:18
12:42:13
12:49:54
12:53:53
12:56:14
12:57:44
12:59:24
13:01:10
13:02:58
13:07:42
13:09:19
13:11:43
13:13:15
13:16:27
13:18:12
13:21:17
13:25:07
13:26:56
13:28:43
13:30:24
Stop Time
12:35:56
12:39:26
12:41:01
12:43:12
12:50:53
12:54:51
12:57:13
12:58:43
13:00:23
13:02:09
13:03:56
13:08:41
13:10:18
13:12:41
13:13:49
13:17:26
13:19:11
13:22:16
13:26:06
13:27:55
13:29:42
13:31:23
RPM MPH
2047 65.1
1690 64.5
1725 54.8
1683 64.3
1717 65.6
1889 15.7
1721 54.8
1561 35.3
2015 16.8
1550 35.1
1893 15.7
1721 54.8
1560 35.3
1699 65.0
1715 54.7
1734 55.2
1546 35.0
1672 64.0
1730 55.2
1877 15.6
1505 34.0
1906 15.8
HP
251.6
186.1
133.4
171.5
201.8
21.9
124.8
57.1
23.0
57.9
22.5
147.3
60.5
199.0
134.4
144.8
50.6
176.6
133.8
20.7
59.4
21.0
Carbon Monoxide
ppm
dry
106
108
88
95
108
261
88
209
301
191
276
81
202
108
146
82
237
97
85
290
198
339
g/hour
112
85
62
69
85
131
59
107
178
101
162
52
88
85
105
55
115
72
54
178
112
202
Grades
Load Weight
Force Constant, FO
Force Coefficient, F2
Nitrogen Oxides Hydrocarbons ( as C ) Oil Sampler
ppm
dry
934
987
923
1000
947
293
887
469
273
502
302
934
487
969
477
904
436
986
898
279
536
274
g/hour
1607
1253
1066
1190
1210
240
970
394
267
434
290
992
349
1246
565
1005
347
1203
948
281
501
268
ppm
wet
10.9
9.0
10.1
8.5
6.9
27.3
9.9
18.0
34.3
20.0
31.6
9.3
18.9
7.2
8.5
8.6
20.4
7.3
8.1
30.6
17.7
37.7
Cab ELPI
g/hour u.d.s. g/hr
6.1 #MA
3.7 *N/A
3.7 *N/A
3.3 *N/A
2.8 29
7.0 7
3.5 19
4.8 13
10.4 9
5.5 14
9.5 8
3.2 22
4.2 8
3.0 33
3.2 52
3.0 24
5.1 10
2.9 24
2.7 20
9.6 8
5.2 13
11.5 6
Level
OLb
270.1 Lb
0.1802 Lb/mph'
Plume Dilution
Ratio @ 2m ELPI
2 meters u.d.s. g/hr
#N/A #WA
#WA #N/A
#WA #N/A
#WA #N/A
#MA ซN/A
#MA ซN/A
#MA ซN/A
ttซA *M
ttซA *M
ttซA *M
#MA ซN/A
#MA ซN/A
#MA ซN/A
#MA ซN/A
#MA ซN/A
#MA ซN/A
#N/A M^A
M^A #N/A
#MA ซN/A
#MA ซN/A
*ซA **A
#N/A #WA
Ratio @
1 1 meters
234
238
286
261
287
(7696)
246
(476)
(8186)
(486)
(25892)
256
583
265
357
269
(1084)
286
367
(9631)
(463)
(3733)
11m ELPI
u.d.s. g/hr
103
57
32
43
66
(287)
31
(27)
(610)
(31)
(1810)
30
47
67
134
34
(43)
48
35
(493)
(33)
(161)
C-8
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Source Description:
1990 Kenworth with Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42840 Lb
Test Number 3EOO-A
Operator(s): JEB,FGK
Test Start Time: 9:10:28
Test Stop Time: 11:32:33
Vehicle Operating Parameters
Test Description
Governed (normal) Accel
Governed (normal) Accel
Short-shft Acceleration
Governed (normal) Accel
Governed (normal) Accel
Short-shfft Acceleration
Short-shfft Acceleration
Governed (normal) Accel
Governed (normal) Accel
Short-shft Acceleration
Short-shfft Acceleration
Short-shfft Acceleration
Start Time
9:20:50
9:29:44
9:48:30
9:58:14
10:10:19
10:19:21
10:32:00
10:40:56
10:53:31
11:02:33
11:15:08
11:23:51
Stop Time
9:21:58
9:30:50
9:49:59
9:59:20
10:11:26
10:20:40
10:33:34
10:42:03
10:54:37
11:03:52
11:16:27
11:25:11
Engine
RPM
1796
1792
1503
1788
1787
1501
1502
1771
1778
1505
1459
1492
Truck Measured
MPH
33.7
33.3
32.1
34.2
33.2
33.5
37.8
33.3
33.4
34.2
33.1
34.3
HP
211.7
212.2
174.9
216.3
210.4
194.3
181.2
212.3
211.1
192.2
184.6
193.9
Carbon Monoxide
ppm
dry
722
727
564
717
726
657
562
704
717
661
716
700
g/hour
826
824
616
861
849
736
605
823
856
730
775
773
Nitrogen Oxides
ppm
dry
563
553
597
532
517
598
617
525
520
609
618
615
g/hour
1143
1125
1042
1141
1092
1109
1059
1080
1105
1123
1125
1142
Grades
Load Weight
Force Constant, FO
Force Coefficient, F2
Hydrocarbons ( as C ) Oil Sampler
ppm
wet
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
g/hour
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
Cab ELPI
u.d.s. g/hr
46
53
31
69
67
50
43
72
81
59
62
67
Level
0 Lb
293.0 Lb
0.2093 Lb/mph'
Plume Dilution
Ratio @
2 meters
329
247
172
220
277
133
120
251
282
109
160
97
2m ELPI
u.d.s. g/hr
335
348
202
349
402
215
187
430
510
202
280
200
Ratio @
1 1 meters
396
315
337
287
343
248
418
438
353
287
332
264
11m ELPI
u.d.s. g/hr
463
550
428
547
545
400
503
716
643
444
479
445
C-9
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Source Description:
1990 Kenworth with Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42840 Lb
Test Number 3EOO-V
Operator(s): JEB,FGK
Test Start Time: 12:10:07
Test Stop Time: 13:25:38
Vehicle Operating Parameters
Test Description
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Start Time
12:21:44
12:23:41
12:25:22
12:27:18
12:29:42
12:31:33
12:35:37
12:37:51
12:39:51
12:42:39
12:46:40
12:48:55
12:51:09
12:55:00
12:57:06
12:59:19
13:01:34
13:03:30
13:07:47
13:10:07
13:12:18
13:14:40
Stop Time
12:22:43
12:24:40
12:26:21
12:28:17
12:30:41
12:32:32
12:36:36
12:38:49
12:40:50
12:43:38
12:47:39
12:49:54
12:52:07
12:55:59
12:58:05
13:00:18
13:02:33
13:04:29
13:08:45
13:11:06
13:13:17
13:15:39
Engine
RPM
1734
1699
1725
1902
1748
1906
1494
1714
1829
1696
1607
1695
1747
1895
1555
1837
1746
1684
1561
1697
1539
1845
Truck Measured
MPH
55.2
64.9
54.9
15.8
55.6
15.8
34.1
54.8
15.1
64.7
36.2
65.1
56.0
15.8
35.3
15.1
55.8
64.2
35.1
65.1
34.9
15.4
HP
139.6
182.7
112.2
17.0
128.6
19.2
55.0
117.5
17.4
164.9
66.3
183.9
137.8
20.3
56.1
18.0
132.0
166.9
59.1
175.5
54.4
18.2
Carbon Monoxide
ppm
dry
109
119
127
432
110
447
286
123
452
106
212
115
110
442
255
486
109
109
227
115
283
469
g/hour
82
100
91
299
82
315
167
87
306
85
130
97
85
311
148
324
84
88
136
97
168
339
Nitrogen Oxides
ppm
dry
863
908
819
227
855
230
493
830
224
889
677
905
847
243
624
232
855
906
659
900
603
235
g/hour
1070
1247
958
258
1051
267
473
966
248
1162
682
1249
1078
281
598
255
1079
1203
651
1246
587
279
Grades
Load Weight
Force Constant, FO
Force Coefficient, F2
Hydrocarbons ( as C ) Oil Sampler
ppm
wet
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
Cab ELPI
g/hour u.d.s. g/hr
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
11
17
9
3
10
3
5
8
3
13
4
17
9
4
3
3
11
13
4
16
3
3
Level
OLb
270.1 Lb
0.1802 Lb/mph'
Plume Dilution
Ratio @ 2m ELPI
Ratioฎ 11m ELPI
2 meters u.d.s. g/hr 11 meters u.d.s. g/hr
43
44
40
(518)
38
(1216)
46
40
(1476)
42
37
39
44
(628)
48
(302)
38
38
62
37
51
(342)
23
40
16
(30)
19
(29)
5
16
(51)
29
11
37
21
(33)
6
(18)
19
27
10
32
6
(20)
221
231
182
(581)
185
(1632)
178
186
(556)
210
181
201
(307)
(1024)
(317)
(956)
182
201
(376)
181
(307)
(495)
46
77
32
(43)
36
(35)
15
34
(24)
58
29
70
(47)
(116)
(25)
(66)
43
63
(29)
63
(22)
(39)
C-10
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 03/06/00
Source Description:
1995 Freighter Century with 1998 Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 46000 Lb
Test Number: 4FO Grades Level
Operator(s): MC.FGK.RL Load Weight 30367 Lb
Test Start Time: 9:58:39 Force Constant, FO ffl\l/A Lb
Test Stop Time: 14:10:22 Force Coefficient, F2 ffl\l/A Lb/mph2
Vehicle Operating Parameters Carbon Monoxide Nitrogen Oxides Hydrocarbons ( as C )
Test Description
0-25 accel after City
0-25 accel after Crawl
0-25 accel after Crawl
0-25 accel after Crawl
0-55 accel after Crawl
0-55 accel after Crawl
0-55 accel after Crawl
0-55 accel after Crawl
0-55 accel after Crawl
0-55 accel after unknown
25 cruise after City
25 cruise after Crawl
25 cruise after Crawl
25 cruise after Crawl
55 cruise after City
55 cruise after City
55 cruise after Crawl
55 cruise after Crawl
55 cruise after Crawl
55 cruise after Ide
55 cruise after Ide
55 cruise after Ide
Start Time
10:38:54
11:55:36
12:38:49
13:09:15
10:32:15
10:57:54
12:28:46
12:58:17
13:41:12
11:24:39
10:39:32
11:56:08
12:39:20
13:09:39
10:20:45
10:43:54
12:59:24
13:42:19
10:58:56
10:33:14
11:26:06
12:15:05
Stop Time
10:39:32
11:56:08
12:39:20
13:09:39
10:33:13
10:58:57
12:29:53
12:59:24
13:42:19
11:28:10
10:41:51
11:58:21
12:44:44
13:11:47
10:23:32
10:45:10
13:01:55
13:44:46
11:00:28
10:34:08
11:28:20
12:16:46
Engine
RPM
1777
1674
1697
1705
1816
#N/A
1696
1788
1795
1647
1569
1931
1412
1968
1582
1655
1640
1664
#N/A
1654
1643
1647
Truck
MPH
11.8
10.8
12.4
11.2
28.8
28.0
29.6
27.7
28.3
44.4
24.4
23.5
23.8
24.0
52.4
52.9
52.4
53.2
53.2
52.9
52.5
52.6
DDEC
HP
125.1
189.8
181.0
223.6
317.8
0.0
306.2
310.8
316.2
198.2
43.4
50.5
40.0
49.6
151.3
143.4
132.2
136.3
0.0
128.7
158.4
179.1
ppm
dry
189
292
304
267
249
243
237
239
249
130
190
206
188
196
91
58
58
56
61
57
71
84
g/hour
303
484
465
361
381
399
362
352
347
197
174
226
127
182
104
75
66
51
81
66
89
110
ppm
dry
358
112
350
411
465
448
588
492
508
557
253
24
443
195
644
606
592
578
581
608
591
618
g/hour
678
233
815
781
1019
1145
1363
1068
1133
1215
358
48
493
303
1161
1238
1112
867
1220
1146
1191
1156
ppm
wet
14.9
19.6
18.7
17.5
14.8
16.8
15.1
18.8
26.9
11.8
27.0
26.5
28.5
25.5
8.2
9.7
12.4
12.9
9.8
8.9
10.2
11.9
Dilution Sampler
ELPI
g/hour j.d.s. mg/m3
10.1
14.1
13.3
11.2
10.0
12.5
10.7
12.4
17.1
7.9
12.0
14.9
9.8
12.0
4.7
6.2
7.3
6.1
6.4
5.3
6.3
6.8
29
52
44
24
27
28
28
23
26
25
19
4
10
36
14
16
15
17
17
15
18
20
TEOM
mg/rn3
24
67
41
30
32
31
31
31
36
18
11
23
5
22
7
4
11
10
4
3
12
8
C-ll
-------
DIESEL VEHICLE ROAD TESTING SUMMARY Date: 03/07/00
Source Description: 1995 Freighter Century with 1998 Detroit Diesel Series 60 Engine Empty Truck Weight ==> 46000 Lb
Test Number: 4HO-1 Grades Level
Operator(s): MC.FGK.RL LoadWeight 12147 Lb
Test Start Time: 9:42:06 Force Constant, FO #N/A Lb
Test Stop Time: 10:52:46 Force Coefficient, F2 ffl\l/A Lb/mph2
Vehicle Operating Parameters Carbon Monoxide Nitrogen Oxides Hydrocarbons (as C) Dilution Sampler
Engine Truck DDEC ppm ppm ppm ELPI TEOM
Test Description StartTime Stop Time RPM MPH HP dry g/hour dry g/hour wet g/hour j.d.s. mg/rn3 mg/rn3
Unspecified UC-Davis Test 9:46:44 10:01:50 1486 22.9 92.2 275 205 491 656 20.5 7.3 20 10
Unspecified UC-Davis Test 10:03:48 10:32:28 1275 31.6 81.1 105 77 465 522 17.5 5.0 14 7
C-12
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 03/07/00
Source Description:
1995 Freightliner Century with 1998 Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 46000 Lb
Test Number: 4HO-2
Operator(s): MC.FGK.RL
Test Start Time: 16:15:18
Test Stop Time: 20:57:58
Vehicle Operating Parameters
Test Description
55-65 after 55cruise
55-65 after 55cruise
55-65 after 55cruise
65-0 after 65 cruise
65-0 after 65 cruise
65-0 after 65 cruise
55-25 after 55 cruise
55-25 after 56 cruise
0-55 after crawl
0-55 after crawl
0-25 after crawl
0-25 after crawl
0-25 after crawl
25 cruise after idle
25 cruise after idle
25 cruise after idle
25 cruise after 55cru
25 cruise after 55cru
25 cruise after 55cru
25 cruise after crawl
25 cruise after crawl
25 cruise after crawl
Start Time
16:50:28
18:13:18
19:15:21
16:52:18
19:19:52
19:33:35
17:27:18
19:49:06
19:10:33
19:45:25
19:26:12
20:08:52
20:33:59
18:03:40
18:21:49
19:59:38
17:27:34
17:46:16
19:49:21
19:26:35
20:09:21
20:34:38
Stop Time
16:50:39
18:13:28
19:15:31
16:52:53
19:20:33
19:34:16
17:27:34
19:49:21
19:11:20
19:46:22
19:26:35
20:09:21
20:34:38
18:05:16
18:22:55
20:01:49
17:33:57
17:48:50
19:51:25
19:28:11
20:11:44
20:36:13
Engine
RPM
1832
1821
1816
909
1136
1192
1394
1447
1793
1785
1615
1687
1570
1935
#N/A
1385
1731
1946
1852
1566
1676
1874
Truck
MPH
58.2
57.4
58.0
19.6
27.2
21.4
35.9
39.3
26.5
28.2
11.5
9.9
10.3
23.6
23.4
23.1
23.2
23.9
22.9
24.7
23.5
22.9
DDEC
HP
430.1
420.2
438.2
15.2
25.0
26.8
5.7
32.0
253.0
231.0
141.2
102.9
83.2
40.5
0.0
30.6
36.4
47.8
40.2
26.6
32.3
32.5
Carbon Monoxide
ppm
dry
147
134
167
60
48
84
57
55
233
205
239
188
127
214
212
239
171
164
183
218
234
228
g/hour
304
292
350
27
31
44
54
51
341
292
283
206
103
188
182
129
123
145
149
139
167
182
Grades
Load Weight
Force Constant, FO
Force Coeffi cient, F2
Nitrogen Oxides Hydrocarbons
ppm
dry
548
505
702
401
236
165
95
119
343
346
284
258
289
175
178
284
390
264
275
240
218
172
g/hour
1818
1743
2407
244
151
148
140
182
924
890
459
397
354
252
251
255
438
383
367
245
245
226
ppm
wet
11.8
13.3
11.4
12.3
13.2
17.1
11.4
11.6
19.1
17.5
21.0
32.2
23.0
30.0
33.1
49.0
26.2
24.3
27.0
35.7
44.2
36.2
Level
12147 Lb
#N/A Lb
#N/A Lb/mph!
( as C ) Dilution Sampler
EL PI
g/hour j.d.s. mg/m3
12.5
14.2
12.0
2.7
3.7
4.6
4.9
5.4
13.5
11.9
10.0
13.7
8.6
12.9
14.2
13.3
9.9
11.0
11.0
11.6
16.4
14.7
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
23
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
TEOM
mg/m3
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
Plume Dilution
Ratio @
#N/A
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
Ratio @
11 meters
477.2
438.9
348.9
496.0
212.4
235.0
296.1
81.1
867.2
624.5
2158.9
2145.7
1860.2
895.6
651.0
391.2
684.9
766.5
351.3
281.9
537.8
349.2
C-13
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 03/08/00
Source Description:
1995 Freightliner Century with 1998 Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 46000 Lb
Test Number: 4HO-3
Operator(s): MC.FGK.RL
Test Start Time: 11:22:54
Test Stop Time: 15:12:48
Vehicle Operating Parameters
Test Description
idle after 55 cruise
idle after 55 cruise
idle after 55 cruise
idle after city
idle after city
0-25 accel, cruise after crawl
0-55 accel, cruise after city
25-55 accel, cruise after city
0-25 accel, cruise after city
0-55 accel, cruise after city
0-55 accel, cruise after crawl
65-0 idle after 65 cruise
25-55 after city
25-55 after city
0-25 after city
Start Time
12:44:52
13:06:08
12:26:45
13:55:41
14:17:14
12:21:57
12:58:18
13:48:43
14:08:31
14:35:13
14:40:30
15:03:49
12:22:14
14:08:56
13:48:12
Stop Time
12:54:17
13:14:18
12:28:47
14:00:44
14:18:52
12:22:15
12:59:25
13:49:21
14:09:09
14:36:16
14:41:24
15:04:20
12:23:00
14:10:18
13:49:09
Engine
RPM
600
600
599
620
600
1922
1849
1769
1789
1765
1748
1285
1869
1846
1838
Truck
MPH
-0.2
-0.2
-0.2
-0.1
-0.2
13.3
25.2
43.0
14.7
29.5
27.4
29.9
35.3
31.6
30.2
DDEC
HP
6.7
7.0
5.8
7.9
7.5
194.2
194.5
271.4
94.8
213.8
217.8
8.7
243.5
150.7
187.1
Carbon Monoxide
ppm
dry
71
75
79
75
62
218
258
201
269
250
307
30
226
164
181
g/hour
13
13
13
18
10
290
329
316
285
331
415
25
315
212
246
Grades
Load Weight
Force Constant, FO
Force Coeffi cient, F2
Level
12147 Lb
#N/A Lb
#N/A Lb/mph!
Nitrogen Oxides Hydrocarbons ( as C ) Dilution Sampler
ppm
dry
385
387
316
332
325
265
286
433
316
419
408
58
327
412
354
g/hour
115
114
88
110
89
560
674
1060
478
945
982
75
873
793
776
ppm
wet
16.2
21.5
18.2
21.6
22.8
17.6
21.4
16.4
19.7
16.5
17.8
11.2
21.7
17.6
17.8
g/hour J.d.s.
1.5
2.0
1.6
2.1
1.9
11.0
11.8
12.0
8.7
10.0
10.8
4.2
13.2
9.4
10.7
EL PI
mg/m3
1
3
1
4
1
68
47
29
67
47
56
23
28
24
34
TEOM
mg/m3
0
1
1
0
-1
33
31
22
33
34
42
22
22
15
25
Plume Dilution
Ratio @
#N/A
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
Ratio @
11 meters
1806.3
2145.2
984.9
955.7
702.1
543.6
493.3
320.5
817.5
512.1
592.3
150.2
310.2
570.5
776.4
C-14
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 03/09/00
Source Description:
1995 Freighter Century with 1998 Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 46000 Lb
Test Number: 4HO-4 Grades Level
Operator(s): MC.FGK.RL LoadWeight 12147 Lb
Test Start Time: 9:13:03 Force Constant, FO #N/A Lb
Test Stop Time: 15:15:11 Force Coefficient, F2 ffl\l/A Lb/mph2
Vehicle Operating Parameters Carbon Monoxide Nitrogen Oxides Hydrocarbons ( as C )
Test Description
64cru after 55 cru & 55-64
64cru after 55 cru & 55-64
64cru after 55 cru & 55-64
55 cruise after crawl
55 cruise after crawl
55 cruise after funky accd
55 cruise after city
55 cruise after city
ide after
ide after
ide after
ide after
ide after
ide after
0-25 after city
0-25 after city
0-25 after crawl
0-25 after city
0-55 after city
0-55 after city
0-55 after city
55-25 after 55 cruise
Start Time
14:21:12
14:39:19
13:37:28
13:54:25
14:08:35
14:18:52
14:36:10
13:34:43
10:32:00
10:40:17
10:49:56
11:00:35
11:10:28
11:21:34
11:49:47
12:00:33
12:08:03
12:19:02
12:27:47
12:38:04
12:53:42
12:58:24
Stop Time
14:24:37
14:42:06
13:38:28
13:58:29
14:13:50
14:21:05
14:39:19
13:37:28
10:34:16
10:44:03
10:54:23
11:04:51
11:15:57
11:25:59
11:50:08
12:00:53
12:08:26
12:19:24
12:28:34
12:38:50
12:54:29
12:58:37
Engine
RPM
1825
1793
1931
1647
1657
1653
1679
1655
600
600
600
599
599
657
1640
1655
1512
1675
1764
1792
1789
1395
Truck
MPH
62.2
62.1
61.7
52.7
52.9
52.7
53.1
53.0
-0.2
-0.2
-0.2
-0.2
-0.2
0.4
12.0
11.2
10.1
11.8
26.7
28.5
26.8
40.6
DDEC
HP
157.1
176.4
247.0
109.2
138.3
169.8
171.9
132.8
6.9
6.1
5.9
4.5
6.9
6.7
144.9
151.9
140.9
136.2
269.6
265.0
275.5
3.9
ppm
dry
69
62
63
73
69
72
70
65
84
85
85
72
75
79
160
238
242
249
262
278
247
41
g/hour
77
84
97
57
58
57
59
56
14
16
16
13
14
18
167
292
280
287
393
406
362
37
ppm
dry
361
391
434
545
573
542
568
586
386
322
332
325
369
306
336
347
353
341
434
455
434
161
g/hour
669
828
1065
706
794
705
793
827
104
100
102
96
110
97
538
600
536
548
1124
1166
1092
235
ppm
wet
8.4
6.3
7.7
9.5
9.6
9.7
8.3
9.3
-5.7
-5.7
12.8
40.7
48.8
24.8
20.5
21.2
23.4
21.6
20.8
16.3
16.8
10.3
Dilution Sampler
ELPI
g/hour j.d.s. mg/m3
4.9
4.2
5.8
3.9
4.2
4.0
3.7
4.1
0.0
0.0
1.7
3.7
4.5
2.7
10.2
11.7
10.4
10.5
14.1
11.2
10.9
4.3
0
0
37
0
0
0
0
33
1
1
4
4
5
3
50
56
46
70
69
78
71
27
TEOM
mg/rn3
21
15
16
12
12
13
12
10
0
0
1
1
0
-1
21
24
20
31
36
37
30
5
C-15
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 03/10/00
Source Description:
1995 Freighter Century with 1998 Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 46000 Lb
Test Number: 4h-rtp1
Operator(s): MC.FGK.RL
Test Start Time: 10:26:21
Test Stop Time: 15:42:08
Vehicle Operating Parameters
Test Description Start Time
JB,28s after 0-70acc
JB,30s after 0-70acc
JB,30s after /Demise
cold start ide
upgrade, O-max-0 after ide
upgrade, O-max-0 after ide
upgrade, O-max-0 after ide
upgrade, O-max-0 after 55
upgrade, O-max-0 after 55
upgrade, O-max-0 after 55
upgrade, O-max-2 after crawl
upgrade, O-max-3 after crawl
upgrade, O-max-4 after crawl
upgrade, O-max-5 after 55
SS upgrade after ide
SS upgrade after ide
SS upgrade after ide
SS upgrade after 55cruise
SS upgrade after 55cruise
SS upgrade after 55cruise
SS upgrade after crawl
SS upgrade after crawl
12:08:19
12:32:39
12:55:18
10:28:28
12:17:22
12:42:49
13:05:33
13:18:23
13:31:44
13:45:09
14:41:02
14:59:12
15:16:35
15:29:28
12:18:35
12:44:22
13:06:50
13:18:49
13:32:14
13:45:49
14:42:13
15:00:06
Stop Time
12:08:50
12:33:09
12:55:48
10:53:55
12:22:46
12:46:17
13:08:56
13:21:09
13:34:31
13:48:02
14:44:35
15:02:41
15:20:05
15:31:04
12:20:07
12:45:31
13:08:16
13:20:27
13:33:38
13:47:03
14:43:50
15:02:01
Engine
RPM
1418
1337
1349
706
1358
1599
1614
1602
1564
1773
1634
1600
1669
1683
2024
1581
1653
1709
1677
2008
1645
1624
Truck
MPH
58.7
56.5
55.3
0.4
50.8
48.9
50.1
56.2
55.5
53.4
50.1
52.0
52.0
51.1
64.9
65.6
65.9
65.7
65.5
64.4
65.5
66.4
DDEC
HP
87.7
12.8
17.5
13.1
226.0
209.5
214.5
186.1
182.1
172.3
208.2
216.6
215.0
310.5
225.2
131.1
186.6
190.7
198.0
133.2
207.6
245.0
Grades Various
LoadWeight 12147 Lb
Force Constant, FO #N/A Lb
Force Coefficient, F2 ffl\l/A Lb/mph2
Carbon Monoxide Nitrogen Oxides Hydrocarbons ( as C )
ppm
dry
102
24
2
231
123
116
109
71
58
69
111
115
105
67
52
44
39
67
46
70
70
80
g/hour
158
36
17
58
192
177
173
104
92
107
169
165
157
128
97
59
71
90
73
90
109
118
ppm
dry
204
71
141
614
445
465
483
392
388
335
445
482
419
516
437
408
509
480
505
340
517
637
g/hour
419
79
156
230
1278
1250
1274
1062
1048
983
1178
1194
1147
1764
1334
852
1206
1222
1256
814
1260
1551
ppm
wet
8.0
8.1
7.3
20.1
-4.9
10.5
11.1
9.2
9.8
13.3
12.6
10.3
12.3
9.7
-5.4
10.3
9.3
9.5
9.7
17.0
11.1
9.7
Dilution Sampler
ELPI
g/hour j.d.s. mg/m3
4.1
3.3
2.8
2.6
0.1
6.9
7.7
5.5
5.5
7.8
8.7
6.3
7.6
8.1
0.0
5.4
6.4
5.7
5.8
9.2
7.6
6.2
31
27
22
13
25
34
33
22
20
28
35
31
33
21
30
18
20
22
18
29
24
19
TEOM
mg/rn3
24
11
5
1
15
17
17
7
6
12
17
16
13
3
14
6
7
4
-2
13
3
7
C-16
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 03/14/00
Source Description:
1995 Freightliner Century with 1998 Detroit Diesel Series 60 Engine
Empty Truck Weight ==>
Test Number 4h-rtp2
Operator(s): MC,FGK,RL
Test Start Time: 9:46:29
Test Stop Time: 15:14:21
Grades Various
Load Weight 12147 Lb
Force Constant, FO *N/A Lb
Force Coefficient, F2 *N/A Lb/mph'
Vehicle Operating Parameters Carbon Monoxide Nitrogen Oxides Hydrocarbons (as C) Dilution Sampler
Test Description
cold start idle
idle after full speed upgrade
idle after full speed upgrade
idle after full speed upgrade
55 cruise after upgrade ss
55 cruise after upgrade ss
55 cruise after upgrade ss
0-70 accel after Jake
0-70 accel after Jake
0-70 accel after Jake
Start Time
9:48:00
11:01:42
11:24:46
11:49:56
12:13:06
12:25:52
12:39:05
14:37:29
14:49:00
15:01:01
Engine
Stop Time RPM
10:25:11 697
11:08:42 600
11:31:46 600
11:56:56 600
12:15:06 1808
12:27:52 1827
12:41:05 1591
14:37:54 1355
14:49:25 1368
15:01:26 1369
Truck
MPH
-0.2
-0.2
-0.2
-0.2
56.3
56.1
66.4
56.0
58.5
57.1
DDEC
HP
6.2
6.5
7.3
7.8
93.9
93.4
142.5
62.6
47.5
49.9
ppm
dry
576
72
62
55
67
57
68
88
112
70
ppm
g/hour dry
138 434
11 403
10 412
9 254
72 227
58 267
61 534
85 82
98 93
73 73
g/hour
166
103
106
72
627
612
916
202
187
184
ppm
wet
50.7
15.6
16.2
15.6
29.0
14.9
10.9
8.0
7.6
7.0
ELF
g/hour i.d.s. mg/n
6.1 #MA
1.2 #MA
1.3 *,A
1.3 #MA
14.1 #MA
7.8 #MA
5.2 #MA
3.8 #MA
3.7 #MA
3.4 #MA
'I TEOM Ratio @
f mg/m3 #MA
4 #MA
-6 #MA
0 #MA
8 #MA
1 #MA
8 #MA
10 #MA
0 #MA
0 #MA
0 #MA
Ratio @ 1
11 meters j.d.
2841.6
2737.3
2569.5
595.2
215.9
170.7
154.7
152.5
123.9
132.8
1m ELPI
s. mg/m3
46.7
79.8
68.7
16.9
14.0
17.5
19.1
13.8
17.2
7.8
C-17
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Source Description:
1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42600 Lb
Test Number 5F3S6a
Operator(s): MC, FGK, RL
Test Start Time: 22:19:02
Test Stop Time: 0:36:21
Vehicle Operating Parameters
Engine Truck Measured
Test Description
3.1%Grade Steady State
6.0% Grade Steady State
6.0%Grade Maximum
3.1%Grade Steady State
6.0%Grade Maximum
6.0%Grade Maximum
3.1%Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1%Grade Steady State
6.0% Grade Steady State
6.0%Grade Maximum
3.1%Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
Start Time
22:36:21
22:39:15
23:05:58
23:13:05
23:15:35
23:23:29
23:31:05
23:35:43
23:45:36
23:54:08
23:59:17
0:06:46
0:14:09
0:16:49
0:26:57
Stop Time
22:37:06
22:40:57
23:06:44
23:14:05
23:16:31
23:24:09
23:33:49
23:36:58
23:46:37
23:56:49
0:00:12
0:07:20
0:14:40
0:19:14
0:27:41
RPM MPH
2042 45.8
1896 15.5
1888 48.5
2180 34.8
1819 45.4
1909 51.5
1848 15.2
1877 29.8
1874 15.3
1903 15.6
1896 30.1
1884 48.6
2017 45.2
1857 15.2
1900 30.2
HP
393.6
205.9
377.8
279.2
379.4
402.0
113.5
404.6
206.7
117.4
409.6
392.5
386.7
199.1
388.1
Carbon Monoxide
ppm
dry
146
126
329
115
322
274
177
200
138
150
207
289
125
121
198
g/hour
353
154
642
702
610
592
194
639
269
171
590
544
415
257
629
Grades 3%S6%
Load Weight 31400 Lb
Force Constant, FO 399.8 Lb
Force Coefficient, F2 0.2030 Lb/mph'
Nitrogen Oxides Hydrocarbons ( as C ) Dilution Sampler Plume Dilution
ppm
dry
734
567
914
1035
983
904
548
939
557
538
993
942
686
577
894
g/hour
1906
931
2205
2176
2319
2284
620
2349
958
622
2491
2285
1793
907
2245
ppm
wet
*ซA
*N/A
*N/A
*N/A
*N/A
ซN/A
*N/A
*N/A
*N/A
*N/A
ซN/A
ซN/A
ซN/A
*N/A
*N/A
ELPI PAH
g/hour u.d.s. g/hr g/hr
*ปA *ปA W
M^A M^A #N/A
M^A M^A #N/A
M^A M^A #N/A
**A **A *N/A
*M *,A *ซA
M^A M^A #N/A
M^A M^A #N/A
M^A M^A #N/A
M^A M^A 3SWA
**A *M ^/A
**A **A *N/A
*M **A ^/A
M^A M^A #N/A
M^A M^A 3SWA
TEOM Ratio @
g/hr 2 meters
#MA 1081
#MA 1240
#N/A 174
#MA 999
#N/A 246
#N/A 119
#MA 1173
#MA 1646
#MA 1960
#MA 863
#MA 1287
#N/A 235
#MA 987
#MA 1879
#MA 1206
2m ELPI
u.d.s. g/hr
117
74
209
85
123
225
36
129
132
32
108
152
136
110
116
C-18
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Source Description:
1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Empty Truck Weight ==>
Test Number 5F3S6b
Operator(s): MC, FGK, RL
Test Start Time: 1:01:25
Test Stop Time: 2:26:10
Vehicle Operating Parameters
Test Description
3.1%Grade Steady State
6.0%Grade Maximum
6.0% Grade Steady State
3.1%Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1%Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1%Grade Steady State
6.0%Grade Maximum
6.0% Grade Steady State
Start Time
1:05:57
1:08:09
1:15:31
1:23:19
1:26:24
1:36:01
1:44:24
1:47:23
1:57:06
2:06:09
2:10:20
2:18:15
Engine
Stop Time RPM
1:06:54 2031
1:09:14 1764
1:16:44 1868
1:24:35 2166
1:27:23 1887
1:37:38 1896
1:45:31 1643
1:49:32 1881
1:58:41 1870
2:08:46 1862
2:11:28 1812
2:18:52 1897
Truck Measured
MPH
45.5
44.7
30.4
34.7
30.0
15.5
36.8
15.3
15.3
15.3
40.6
30.1
HP
398.9
375.4
341.7
264.9
407.1
194.4
299.0
202.4
194.3
114.5
383.7
416.6
Carbon Monoxide
ppm
dry
184
326
254
99
172
128
156
122
131
174
340
212
g/hour
431
678
539
275
555
214
468
233
226
181
664
847
Grades 3%S6%
Load Weight 31400 Lb
Force Constant, FO 399.8 Lb
Force Coefficient, F2 0.2030 Lb/mph'
Nitrogen Oxides Hydrocarbons ( as C ) Dilution Sampler
ppm
dry g/hour
813 2170
1038 2387
769 1866
573 1262
917 2355
554 883
721 1410
568 915
578 881
545 625
972 2306
903 2315
ppm
wet
14.4
12.8
14.2
10.1
14.2
11.1
8.8
8.8
9.0
16.4
11.8
13.8
g/hour
12.4
9.5
10.2
7.2
11.9
5.7
5.6
4.6
4.4
5.9
9.0
11.5
ELPI
u.d.s. g/hr
#MA
#MA
#MA
#MA
#MA
#MA
#MA
#MA
#MA
#MA
#MA
#MA
PAH
g/hr
ซN/A
ซN/A
*N/A
*N/A
*N/A
ซN/A
ซN/A
*N/A
*N/A
*N/A
ซN/A
ซN/A
Plume Dilution
TEOM Ratio @ 2m ELPI
g/hr 2 meters u.d.s
SNIP. 988
SWA 264
SWA 45
SWA 1090
SWA 2896
SWA 1501
#WA 511
SWA 2624
SWA 1024
SWA 1551
SWA 250
SWA 2154
;. g/hr
168
203
29
105
232
100
95
154
79
50
348
244
C-19
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Source Description:
1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42600 Lb
Test Number
Operator(s):
Test Start Time:
Test Stop Time:
5H3S6
MC, FGK, RL
3:06:57
5:02:40
Grades
Load Weight
Force Constant, FO
Force Coefficient, F2
18840 Lb
356.4 Lb
0.1903 Lb/mph'
Test Description
Vehicle Operating Parameters Carbon Monoxide Nitrogen Oxides Hydrocarbons (as C)
Dilution Sampler
Engine Truck Measured
Start Time Stop Time RPM MPH HP
ppm ppm ppm ELPI PAH TEOM Ratio @ 2m ELPI
dry g/hour dry g/hour wet g/hour u.d.s. g/hr g/hr g/hr 2 meters u.d.s. g/hr
6.0%Grade Steady State
3.1%Grade Steady State
6.0%Grade Steady State
6.0%Grade Steady State
3.1%Grade Steady State
6.0%Grade Steady State
6.0%Grade Maximum
3.1%Grade Steady State
6.0%Grade Maximum
6.0%Grade Maximum
3:58:50 4:00:22
15.3 161.2
4:07:44 4:09:43 1823 15.0
4:12:51 4:15:01
4:22:07 4:23:23 2053
4:32:49 4:34:07
4:40:28 4:41:08
2136
1920
4:47:44 4:50:54 1843
94.7
15.1 166.1
34.3 321.3
4:30:27 4:31:23 2190 35.0 228.2
34.3 365.4
53.4 375.8
15.1 92.1
4:52:17 4:53:18 1815 46.7 397.5
4:59:25 5:00:07
122
235
122
272
176
202
178
602
633
259 479
290 559
759
584
548
546
570 800
884 2136
491 1028
973 2373
908 2246
13.4 5.9
25.3 8.5
13.2 5.9
18.4 12.5
12.4 8.3
15.5 11.6
195 700 1011 2550
308 558 841 2113 13.3 10.4
236 195 539 595 26.2 9.1
13.8
12.4
10.8
68 *N/A #MA
31 0.06
42 0.19
71 #NUM! ซNUM!
96 0.35
79 0.27
88
0.41
3236
1564
770
124
1479
276
157
133
50
51
441
156
C-20
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Source Description:
1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42600 Lb
Test Number 5H3S6
Operator(s): MC, FGK, RL
Test Start Time: 18:46:31
Test Stop Time: 20:43:01
Vehicle Operating Parameters
Test Description
3.1%Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1%Grade Steady State
6.0% Grade Steady State
6.0%Grade Maximum
3.1%Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1%Grade Steady State
6.0%Grade Maximum
6.0% Grade Steady State
3.1%Grade Steady State
6.0%Grade Maximum
6.0% Grade Steady State
3.1%Grade Steady State
6.0% Grade Steady State
Start Time
18:59:28
19:02:32
19:12:02
19:18:48
19:21:29
19:29:13
19:35:41
19:37:35
19:50:08
19:57:41
20:01:47
20:09:55
20:18:21
20:20:33
20:28:51
20:36:15
20:39:12
Stop Time
19:00:08
19:04:12
19:12:34
19:19:45
19:22:51
19:29:54
19:36:22
19:39:26
19:50:44
19:59:42
20:02:27
20:11:04
20:18:44
20:21:23
20:30:01
20:36:55
20:40:50
Engine
RPM
2158
1813
2008
2188
2035
1888
2020
2040
2146
1810
1863
1847
2188
1881
1845
2098
1806
Truck Measured
MPH
48.5
14.8
34.5
35.0
34.3
49.4
48.2
38.2
34.2
14.9
41.7
15.1
35.0
43.8
15.1
48.3
14.8
HP
347.2
162.1
325.1
233.1
369.9
398.8
317.7
357.8
388.1
93.1
415.4
163.6
233.2
398.0
153.4
317.1
159.1
Carbon Monoxide
ppm
dry
153
137
494
98
403
353
384
369
217
195
290
140
94
318
132
202
132
g/hour
260
232
686
371
733
549
515
754
555
200
563
210
583
549
183
297
174
Grades 3'
Load Weight
Force Constant, FO
Force Coefficient, F2
Nitrogen Oxides Hydrocarbons ( as C )
ppm
dry
1101
617
1065
1053
1095
932
1016
1032
1030
537
1002
549
1041
950
551
964
597
g/hour
2522
895
2399
1965
2579
2283
2246
2448
2592
682
2473
817
1970
2331
804
2235
848
ppm
wet
17.6
14.0
17.0
15.9
17.1
15.0
15.2
16.2
16.1
23.0
15.3
13.6
13.8
16.1
14.2
14.4
12.2
g/hour u.<
13.0
6.5
12.2
9.5
13.0
11.9
10.7
12.2
13.2
9.3
12.3
6.5
8.4
12.8
6.6
10.5
5.6
%S6%
18840 Lb
356.4 Lb
0.1903 Lb/mph'
Dilution Sampler
ELPI
i.s. g/hr
108
68
120
47
92
99
63
83
76
30
103
59
56
94
47
58
56
PAH
g/hr
0.26
0.26
0.30
0.18
0.36
0.41
0.26
0.40
0.43
0.11
0.51
0.26
0.19
0.52
0.27
0.30
0.28
TEOM
g/hr
-2
0
-22
-14
-116
32
32
-77
20
11
75
25
23
78
29
38
29
Plume Dilution
Ratio @
2 meters
494
2225
791
577
1220
179
219
524
1756
1462
1399
2473
422
359
1192
270
1319
2m ELPI
u.d.s. g/hr
88
124
75
79
379
578
56
296
680
80
2619
193
54
690
84
65
96
C-21
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Source Description:
1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42600 Lb
Test Number 5E3S6
Operator(s): MC, FGK, RL
Test Start Time: 21:21:37
Test Stop Time: 0:22:45
Vehicle Operating Parameters
Test Description
3.1%Grade Steady State
6.0% Grade Steady State
6.0%Grade Maximum
3.1%Grade Steady State
6.0%Grade Maximum
6.0% Grade Steady State
3.1%Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1%Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1%Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1%Grade Steady State
6.0% Grade Steady State
6.0%Grade Maximum
3.1%Grade Steady State
6.0% Grade Steady State
6.0% Grade Steady State
3.1%Grade Steady State
Start Time
21:32:56
21:35:04
22:02:49
22:08:40
22:11:15
22:21:22
22:30:01
22:33:19
22:40:30
22:47:17
22:49:30
22:57:29
23:04:30
23:08:35
23:15:07
23:21:06
23:23:21
23:30:22
23:36:40
23:39:12
23:46:13
23:53:09
Stop Time
21:33:36
21:35:40
22:03:43
22:09:56
22:12:14
22:22:13
22:31:29
22:33:42
22:41:29
22:48:01
22:50:56
22:58:32
23:06:16
23:09:23
23:15:58
23:21:42
23:24:23
23:30:46
23:37:21
23:40:07
23:46:36
23:54:47
Engine
RPM
1732
2144
1633
2206
1861
1803
1856
2145
2026
2209
2119
1979
2051
2145
2063
1711
2180
1684
2211
2181
2143
1944
Truck Measured
MPH HP
54.9
48.1
51.6
35.4
49.6
14.8
15.3
48.0
48.5
35.4
34.9
16.3
16.9
48.1
47.9
54.1
34.8
53.1
35.4
34.8
48.0
16.0
272.0
398.4
383.1
167.5
311.6
108.9
63.7
399.1
338.1
168.2
274.2
112.9
76.2
400.2
336.4
279.5
278.8
391.7
167.6
276.2
405.1
71.2
Carbon Monoxide
ppm
dry
139
192
332
104
324
183
358
212
467
104
264
180
281
193
431
121
110
281
97
108
196
332
g/hour
155
342
488
303
507
220
304
353
738
248
514
219
265
371
592
224
291
365
258
362
421
276
Grades 3
Load Weight
Force Constant, FO
Force Coefficient, F2
Nitrogen Oxides Hydrocarbons ( as C )
ppm
dry
598
1003
1021
673
791
563
457
1001
840
674
989
493
438
1014
804
590
1008
978
668
1018
953
448
g/hour
1124
2617
2301
1159
1893
730
567
2609
2065
1158
2079
711
618
2673
2013
1161
2170
2178
1153
2175
2554
600
ppm
wet
9.5
14.4
13.4
14.6
13.5
19.9
44.7
19.2
20.0
14.5
14.6
18.2
31.9
14.5
20.0
8.8
12.7
13.9
16.6
14.5
15.6
38.7
%S6%
0 Lb
270.1 Lb
0.1802 Lb/mph'
Dilution Sampler
ELPI
g/hour u.d.s. g/hr
5.7
12.2
9.9
8.0
9.2
8.2
17.5
16.2
13.6
7.9
9.8
8.3
14.2
12.4
13.5
5.6
8.8
10.2
9.1
10.0
13.6
16.3
33
34
53
38
25
24
14
49
38
31
39
28
15
42
38
38
42
34
26
29
87
28
Plume Dilution
PAH TEOM Ratioฎ 2m ELPI
g/hr g/hr 2 meters u.d.s. g/hr
*N/A mt
*N/A mt
*N/A mt
*N/A mt
ซN/A UN/1
ซN/A UN/1
*N/A mt
*N/A mt
*N/A mt
*N/A mt
ซN/A UN/1
ซN/A UN/1
ซN/A UN/1
ซN/A UN/1
ซN/A UN/1
ซN/A UN/1
ซN/A UN/1
ซN/A UN/1
ซN/A UN/1
ซN/A UN/1
ซN/A UN/1
*N/A mt
\ 69
\ 846
\ 134
\ 213
\ 108
\ 1021
\ 734
\ 401
\ 159
\ 189
\ 698
\ 731
\ 697
\ 811
\ 173
\ 73
\ 1178
\ 113
\ 208
\ 1066
\ 920
\ 981
75
188
211
64
184
48
52
209
185
56
131
36
52
213
228
76
123
315
43
109
507
58
C-22
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Date: 10/10/00
Source Description:
1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42600 Lb
Test Number: 5FOa
Operator(s): MC, FGK, RL
Test Start Time: 9:11:21
Test Stop Time: 12:16:01
Vehicle Operating Parameters
Test Description
Governed (normal) Accel
Governed (normal) Accel
Short-shift Acceleration
Governed (normal) Accel
Governed (normal) Accel
Short-shift Acceleration
Governed (normal) Accel
Governed (normal) Accel
Short-shift Acceleration
Short-shift Acceleration
Short-shift Acceleration
Short-shift Acceleration
Start Time
9:47:30
10:01:07
10:18:19
10:34:26
10:46:13
10:58:47
11:10:30
11:22:57
11:34:20
11:47:10
11:58:55
12:11:45
Stop Time
9:49:22
10:03:01
10:20:46
10:36:19
10:48:08
11:00:53
11:12:30
11:24:45
11:36:41
11:49:17
12:01:09
12:13:47
Engine
RPM
1884
1883
1410
1852
1881
1358
1869
1857
1357
1365
1482
1364
Truck Measured
MPH
38.1
36.6
40.9
36.2
36.8
37.0
37.3
36.0
38.5
37.7
39.1
35.9
HP
288.7
264.5
259.9
260.9
269.4
236.6
267.8
261.1
239.2
237.6
261.9
228.9
Carbon Monoxide
ppm
dry
445
505
773
494
464
1007
460
519
752
1041
786
1013
g/hour
572
615
965
596
558
1232
559
624
939
1287
962
1235
Grades Level
Load Weight 31400 Lb
Force Constant, FO 399.8 Lb
Force Coefficient, F2 0.2030 Lb/mph'
Nitrogen Oxides Hydrocarbons ( as C ) Dilution Sampler
ppm
dry
802
766
1003
774
760
996
765
774
1007
1016
947
986
g/hour
1898
1773
2090
1730
1749
2002
1762
1738
2084
2097
2004
1974
ppm
wet
25.6
25.4
19.1
22.3
23.1
18.7
22.0
23.0
17.5
17.5
18.3
16.4
ELPI
g/hour u.d.s. g/hr
17.3 #MA
16.1 #MA
11.7 #MA
13.8 #MA
14.6 #MA
11.2 #MA
13.7 #MA
14.1 #MA
10.6 #MA
10.6 #MA
11.2 #MA
9.5 #MA
PAH
g/hr
*N/A
ซN/A
*N/A
ซN/A
*N/A
*N/A
*N/A
ซN/A
ซN/A
ซN/A
*N/A
*N/A
Plume Dilution
TEOM Ratio @ 2m ELPI
g/hr 2 meters u.d.s. g/hr
#WA #N/A #WA
ttซA *M
ftN//\ #N/A M^A
*ซA *M
ftN//\ #N/A M^A
ftN//\ #N/A M^A
ftN//\ #N/A M^A
ttซA *M
**A *N/A **A
*ซA *M
ftN//\ 3SWA M^A
ftN//\ 3SWA M^A
C-23
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Source Description:
1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42600 Lb
Test Number: 5FO
Operator(s): MC, FGK, RL
Test Start Time: 13:27:53
Test Stop Time: 14:52:33
Vehicle Operating Parameters
Test Description
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Start Time
13:32:48
13:34:32
13:36:12
13:39:04
13:48:00
13:49:37
13:51:32
13:54:20
13:58:38
14:00:46
14:02:54
14:05:03
14:13:59
14:15:10
14:16:56
14:19:22
14:21:19
14:25:30
14:27:59
14:30:19
14:32:16
14:37:29
Stop Time
13:33:48
13:35:32
13:37:44
13:40:05
13:48:45
13:50:37
13:52:32
13:55:20
13:59:38
14:01:22
14:03:48
14:06:03
14:14:21
14:16:10
14:17:56
14:20:22
14:22:19
14:26:30
14:28:59
14:31:19
14:33:16
14:38:29
Engine
RPM
1732
1740
1846
1764
1610
1766
1902
1722
1832
1622
1716
1767
1894
1601
1800
1769
1721
1627
1729
1595
1799
1637
Truck Measured
MPH HP
66.0
55.2
15.2
56.0
36.2
56.0
15.7
65.6
15.1
36.5
65.3
56.1
15.6
36.0
14.8
56.1
65.5
36.6
65.8
35.9
14.8
36.8
263.6
153.6
19.5
190.7
50.6
153.1
15.3
172.3
18.6
81.8
229.8
163.5
23.0
53.0
14.5
135.6
152.4
91.4
236.7
71.8
17.5
49.8
Carbon Monoxide
ppm
dry
102
114
341
110
262
116
283
108
347
194
109
112
280
258
308
132
119
111
87
149
403
210
g/hour
373
143
277
185
282
152
191
469
335
270
387
184
242
242
317
153
286
245
313
190
299
255
Grades
Load Weight
Force Constant, FO
Force Coefficient, F2
Nitrogen Oxides Hydrocarbons ( as C )
ppm
dry
610
584
298
568
530
586
314
602
303
612
598
559
343
541
300
561
586
965
1150
890
280
731
g/hour
1179
785
316
878
515
787
350
875
327
585
1027
789
398
520
327
703
797
1017
1842
899
298
720
ppm
wet
14.2
16.4
51.7
16.2
35.4
16.4
43.9
15.6
55.3
27.3
13.0
14.6
43.5
36.7
56.3
20.5
17.6
22.5
15.1
27.3
66.1
34.6
Level
31400 Lb
399.8 Lb
0.2030 Lb/mph'
Dilution Sampler
ELPI
g/hour u.d.s. g/hr
8.8
7.0
16.8
8.0
10.7
7.0
15.1
7.2
18.4
8.2
7.1
6.4
15.6
11.0
18.9
8.0
7.5
7.5
7.8
8.7
21.6
10.6
83
50
40
107
37
70
46
83
48
47
106
76
38
31
31
52
47
37
55
37
37
34
PAH
g/hr
0.24
0.17
0.00
0.23
0.00
0.17
0.00
0.20
0.00
0.03
0.27
0.22
0.00
0.00
0.00
0.13
0.17
0.00
0.06
0.00
0.00
0.00
Plume Dilution
TEOM Ratio @ 2m ELPI
g/hr 2 meters u.d.s. g/hr
0 36
0 32
1 97
1 30
0 85
0 42
27 (2069)
305 28
-19 152
-2 44
28 30
16 27
-13 (2167)
-5 73
-4 (964)
12 44
18 30
-16 26
-44 30
-34 35
-12 107
-4 65
98
43
41
67
29
46
(82)
59
31
21
98
54
(225)
38
(76)
44
51
25
34
45
45
49
C-24
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Source Description:
1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42600 Lb
Test Number: 5hO
Operator(s): MC, FGK, RL
Test Start Time: 11:56:14
Test Stop Time: 11:46:43
Vehicle Operating Parameters
Test Description
Governed (normal) Accel
Short-shift Acceleration
Governed (normal) Accel
Short-shift Acceleration
Short-shift Acceleration
Governed (normal) Accel
Short-shift Acceleration
Short-shift Acceleration
Governed (normal) Accel
Governed (normal) Accel
Short-shift Acceleration
Governed (normal) Accel
Start Time
9:04:05
9:18:04
9:30:55
9:41:31
9:54:06
10:08:19
10:39:00
10:49:45
11:02:47
11:13:41
11:26:56
11:37:35
Stop Time
9:05:50
9:19:53
9:32:40
9:43:03
9:55:39
10:09:42
10:40:34
10:51:18
11:04:13
11:15:05
11:28:24
11:39:00
Engine
RPM
1873
1485
1882
1651
1649
1824
1666
1642
1825
1837
1652
1800
Truck Measured
MPH
35.3
37.5
35.6
37.5
37.5
37.1
38.7
37.9
36.6
36.8
35.5
36.2
HP
244.6
240.7
240.9
264.1
262.8
282.1
266.9
263.1
273.0
272.0
263.5
269.1
Carbon Monoxide
ppm
dry
487
547
478
547
582
576
669
703
581
619
614
594
g/hour
580
683
558
634
658
683
768
817
693
727
715
720
Nitrogen Oxides
ppm
dry
658
802
683
768
766
779
815
822
765
779
809
770
g/hour
1510
1715
1543
1657
1669
1797
1791
1765
1770
Mil
1764
1751
Grades
Load Weight
Force Constant, FO
Force Coefficient, F2
Hydrocarbons ( as C )
ppm
wet
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
g/hour u.<
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
Level
18840 Lb
356.4 Lb
0.1903 Lb/mph'
Dilution Sampler
ELPI
i.s. g/hr
116
106
126
120
134
139
148
138
152
148
171
161
PAH
g/hr
0.38
0.52
0.37
0.62
0.24
0.29
0.45
0.26
0.29
0.36
0.35
0.34
TEOM
g/hr
68
50
72
70
-24
-1
101
99
99
119
107
46
Plume Dilution
Ratio @ 2m ELPI
2 meters u.d.s. g/hr
#N/A #WA
ซN/A #MA
#N/A M^A
ซN/A #MA
#N/A M^A
#N/A M^A
#N/A M^A
ซN/A #MA
ซN/A #MA
ซN/A #MA
#N/A M^A
#N/A M^A
C-25
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Source Description:
1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42600 Lb
Test Number: 5hO
Operator(s): MC, FGK, RL
Test Start Time: 11:56:14
Test Stop Time: 13:04:42
Vehicle Operating Parameters
Test Description
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Start Time
12:01:52
12:03:34
12:05:43
12:07:50
12:11:47
12:13:36
12:16:02
12:20:50
12:22:26
12:25:03
12:27:04
12:31:08
12:33:06
12:34:58
12:36:40
12:41:21
12:42:53
12:45:11
12:47:34
12:51:44
12:53:40
12:55:54
Stop Time
12:02:52
12:04:34
12:06:31
12:08:50
12:12:47
12:14:36
12:17:02
12:21:50
12:23:26
12:26:03
12:28:04
12:32:08
12:34:06
12:35:58
12:37:40
12:42:21
12:43:53
12:46:11
12:48:34
12:52:44
12:54:40
12:56:54
Engine
RPM
1760
1899
1609
1736
1742
1603
1768
1607
1870
1743
1747
1730
1594
1761
1851
1609
1852
1765
1731
1746
1811
1753
Truck Measured
MPH HP
55.8
15.6
36.2
66.1
66.3
36.1
56.1
36.1
15.4
66.3
55.4
65.9
35.8
55.8
15.2
36.2
15.3
55.9
65.9
66.5
14.9
55.6
137.3
13.3
57.7
202.1
192.2
48.6
112.8
68.8
12.0
211.3
141.6
187.9
52.0
131.9
5.8
69.0
13.4
139.5
203.5
180.6
12.2
121.5
Carbon Monoxide
ppm
dry
76
360
197
72
65
214
87
154
347
77
70
64
206
75
325
148
357
74
71
66
313
78
g/hour
102
323
344
349
274
303
139
306
260
294
144
225
262
97
305
319
252
114
272
355
389
114
Nitrogen Oxides
ppm
dry
1078
289
801
1197
1194
722
996
884
287
1187
1106
1201
761
1067
247
883
280
1087
1197
1183
283
1044
g/hour
1346
313
821
1774
1716
727
1186
886
316
1787
1294
1676
770
1341
273
871
317
1403
1788
1691
300
1226
Grades
Load Weight
Force Constant, FO
Force Coefficient, F2
Hydrocarbons ( as C)
ppm
wet
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
Level
18840 Lb
356.4 Lb
0.1903 Lb/mph'
Dilution Sampler
ELPI
g/hour u.d.s. g/hr
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
WALUE!
41
40
44
71
47
43
58
48
40
67
43
50
45
60
50
49
44
69
57
62
53
70
PAH
g/hr
0.03
0.00
0.00
0.05
0.05
0.00
0.02
0.00
0.00
0.05
0.02
0.04
0.00
0.02
0.00
0.00
0.00
0.02
0.06
0.04
0.00
0.02
TEOM
g/hr
3
4
3
19
24
-93
-13
-8
-5
0
-2
-5
-1
-3
-6
-72
-20
0
38
-20
-7
-1
Plume Dilution
Ratio @ 2m ELPI
2 meters u.d.s. g/hr
*N/A #MA
*N/A #MA
*N/A #MA
*N/A #MA
ซN/A #MA
ซN/A #MA
*N/A #MA
*N/A #MA
*N/A #MA
*N/A #MA
ซN/A #MA
ซN/A #MA
ซN/A #MA
ซN/A #MA
ซN/A #MA
ซN/A #MA
ซN/A #MA
ซN/A #MA
ซN/A #MA
ซN/A #MA
ซN/A #MA
*N/A #MA
C-26
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Source Description:
1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42600 Lb
Test Number: 5eOa
Operator(s): MC, FGK, RL
Test Start Time: 11:56:14
Test Stop Time: 10:40:26
Vehicle Operating Parameters
Test Description
Governed (normal) Accel
Governed (normal) Accel
Short-shift Acceleration
Governed (normal) Accel
Short-shift Acceleration
Governed (normal) Accel
Governed (normal) Accel
Short-shift Acceleration
Short-shift Acceleration
Governed (normal) Accel
Short-shift Acceleration
Short-shift Acceleration
Governed (normal) Accel
Start Time
8:59:55
9:09:27
9:14:58
9:24:48
9:37:45
9:43:58
9:52:11
9:58:02
10:06:16
10:11:39
10:20:37
10:26:27
10:34:53
Stop Time
9:01:06
9:10:35
9:16:11
9:25:56
9:38:56
9:45:00
9:53:15
9:59:14
10:07:16
10:12:51
10:21:38
10:27:43
10:36:01
Engine
RPM
1829
1801
1592
1814
1587
1853
1822
1602
1592
1847
1598
1560
1836
Truck Measured
MPH
34.6
33.7
33.7
33.8
31.4
35.9
35.1
36.0
31.3
34.8
31.5
35.1
35.2
HP
241.1
238.1
226.2
234.8
210.9
256.6
249.3
237.6
222.2
234.4
218.4
220.9
243.1
Carbon Monoxide
ppm
dry
547
631
610
632
682
643
663
736
831
597
724
753
621
g/hour
632
709
699
712
765
743
757
832
886
682
837
853
710
Grades
Load Weight
Force Constant, FO
Force Coefficient, F2
Nitrogen Oxides Hydrocarbons ( as C )
ppm
dry
630
639
699
648
705
706
690
752
741
681
722
757
705
g/hour
1432
1408
1445
1417
1443
1577
1531
1527
1482
1501
1472
1514
1546
ppm
wet
28.5
24.8
19.4
24.2
20.3
20.8
19.4
17.7
17.5
19.1
16.9
16.7
19.2
g/hour u.<
16.1
13.7
10.8
13.4
10.8
12.5
11.3
9.6
9.2
10.9
9.2
8.7
11.1
Level
0 Lb
270.1 Lb
0.1802 Lb/mph'
Dilution Sampler
ELPI
i.s. g/hr
145
110
102
126
118
150
244
237
147
194
254
313
302
PAH
g/hr
0.32
0.40
0.38
0.53
0.32
0.52
0.49
0.50
0.51
0.44
0.47
0.48
0.43
TEOM
g/hr
221
152
104
97
35
81
87
41
66
90
82
84
47
Plume Dilution
Ratio @ 2m ELPI
2 meters u.d.s. g/hr
#N/A #WA
ซN/A #MA
#N/A M^A
ซN/A #MA
#N/A M^A
#N/A M^A
#N/A M^A
ซN/A #MA
ซN/A #MA
ซN/A #MA
#N/A M^A
#N/A M^A
#N/A M^A
C-27
-------
DIESEL VEHICLE ROAD TESTING SUMMARY
Source Description:
1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Empty Truck Weight ==> 42600 Lb
Test Number: 5eOv
Operator(s): MC, FGK, RL
Test Start Time: 10:34:52
Test Stop Time: 11:48:43
Vehicle Operating Parameters
Test Description
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Steady State Test
Start Time
10:36:52
10:39:02
10:42:30
10:44:17
10:46:05
10:48:34
10:52:19
10:54:13
10:56:04
10:57:50
11:00:32
11:04:50
11:06:59
11:09:46
11:13:04
11:15:06
11:17:05
11:21:49
11:23:48
11:25:24
11:27:48
11:32:39
Stop Time
10:37:52
10:40:02
10:43:30
10:45:17
10:47:05
10:49:34
10:53:19
10:55:13
10:57:04
10:58:50
11:01:32
11:05:50
11:07:59
11:10:46
11:14:04
11:16:06
11:18:05
11:22:49
11:24:48
11:26:24
11:28:48
11:33:39
Engine
RPM
1586
1762
1606
1768
1600
1789
1884
1601
1758
1825
1737
1733
1857
1720
1624
1731
1750
1641
1760
1870
1726
1725
Truck Measured
MPH HP
35.7
56.0
36.2
56.2
36.0
56.9
15.6
36.1
55.9
15.1
66.2
66.2
15.3
65.6
36.6
66.0
55.6
37.0
56.0
15.4
65.8
65.8
53.1
123.0
56.2
121.2
46.6
130.4
14.5
51.0
136.1
12.3
184.4
158.6
9.9
181.8
51.8
190.4
127.0
57.3
111.5
10.1
181.0
187.7
Carbon Monoxide
ppm
dry
223
92
211
92
255
86
380
234
84
393
74
70
316
73
206
76
85
201
96
331
73
74
g/hour
200
135
264
66
283
142
274
267
126
318
306
116
265
323
258
190
120
326
103
268
252
194
Grades
Load Weight
Force Constant, FO
Force Coefficient, F2
Nitrogen Oxides Hydrocarbons ( as C )
ppm
dry
775
1031
777
1019
693
1035
291
737
1078
268
1190
1161
281
1200
738
1204
1055
771
1003
276
1206
1212
g/hour
742
1330
814
1265
680
1323
320
780
1370
288
1708
1535
314
1678
690
1733
1308
822
1218
299
1713
1716
ppm
wet
27.2
19.2
29.1
20.6
32.7
20.1
60.3
34.3
22.6
65.7
19.2
17.6
51.3
16.3
28.2
16.8
19.0
29.6
21.8
54.5
17.0
15.2
Level
0 Lb
270.1 Lb
0.1802 Lb/mph'
Dilution Sampler
ELPI
g/hour u.d.s. g/hr
8.1
7.9
9.5
8.1
10.0
8.1
20.5
11.3
9.1
21.8
8.8
7.4
17.7
7.3
8.3
7.7
7.5
9.9
8.4
18.3
7.7
6.9
26
38
40
54
40
40
34
40
55
42
45
52
49
44
38
49
47
41
51
41
46
47
PAH
g/hr
0.00
0.03
0.00
0.03
0.00
0.04
0.00
0.00
0.02
0.00
0.03
0.02
0.00
0.04
0.00
0.05
0.02
0.00
0.02
0.00
0.04
0.05
TEOM
g/hr
-11
-6
-6
1
0
9
2
-1
6
4
8
6
4
-132
-12
-5
3
-1
2
-5
12
5
Plume Dilution
Ratio @ 2m ELPI
2 meters u.d.s. g/hr
28
32
38
27
30
24
317
45
36
386
31
28
1715
25
41
33
29
36
27
692
25
35
27
60
14
53
31
44
41
11
77
331
46
43
1169
48
6
72
37
17
44
829
29
35
C-28
-------
Appendix D
CEM Calibration Summaries
D-l
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% CO2)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Sample
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-250 ppm
Rearward
(ppm NOx)
0-250 ppm
Test Number:
Monitor
PM Sample CC
PM Diluent CO
Forward NOx
Rearward NOx
Kenworth with Detroit Diesel
Slope
0.985
0.985
1.058
1.058
3F3&6
Intercept
-5.111
-4.569
-0.407
-0.478
Direct Calibration
Gas Tag
Value
0.00
7.51
13.90
21.04
0.00
4.80
8.79
13.60
0
2980
5501
8500
0.0
301.6
607.0
916.0
0
888
1638
2570
0
888
1638
2570
0.00
29.88
89.40
0.0
298.8
550.0
850.9
0.0
298.8
550.0
850.9
0.0
53.0
88.0
210.0
0.0
53.0
88.0
210.0
Monitor
Reading
-0.10
7.71
14.03
20.75
-0.03
4.72
8.75
13.66
45
2845
5471
8490
2.9
314.5
618.2
943.4
-8.2
942.2
1662.6
2523.6
-0.6
897.1
1614.0
2563.8
-1.56
30.18
89.45
-4.2
291.3
543.3
860.2
-5.1
294.6
544.2
855.7
-0.7
54.0
212.1
-0.1
53.6
211.4
%
Error
-0.4%
0.8%
0.5%
-1 .2%
-0.2%
-0.5%
-0.3%
0.4%
0.4%
-1 .3%
-0.3%
-0.1%
0.3%
1 .3%
1.1%
2.7%
-0.3%
1 .8%
0.8%
-1 .5%
-0.0%
0.3%
-0.8%
-0.2%
-1 .6%
0.3%
NA
0.1%
-0.4%
-0.8%
-0.7%
0.9%
-0.5%
-0.4%
-0.6%
0.5%
-0.3%
0.4%
0.8%
-0.1%
0.2%
0.5%
Series 60 Engine
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
- Pre-Test Cal Check -
Monitor
Response
-0.08
14.11
-0.02
8.77
14
5547
-12.6
619.1
6
1677
-5
1558
0.88
33.01
7.8
577.8
7.9
576.5
1.2
51.4
208.4
1.2
51.1
213.9
D-2
%
Error
-0.3%
0.8%
-0.1%
-0.1%
0.1%
0.5%
-1.3%
1.2%
0.2%
1.3%
-0.2%
-2.7%
0.9%
3.1%
0.8%
2.8%
0.8%
2.7%
0.5%
-0.7%
-0.6%
0.5%
-0.8%
1 .5%
Slope
0.980
0.998
1 002
0.955
1.001
1.062
0.968
- Post-Test
Monitor
Response
-0.10
14.08
-0.00
8.82
109
5557
-35.4
604.2
61
1663
-1
1522
2.73
32.32
2.6
549.2
1.3
549.6
-0.4
49.5
-0.3
50.0
Date:
Intercept
0.087
0.011
-61 838
22.905
-33.572
3.265
-1.749
Cal Check -
%
Error
-0.4%
0.7%
-0.0%
0.2%
1.1%
0.6%
-3.5%
-0.3%
2.0%
0.8%
-0.0%
-3.9%
2.7%
2.4%
0.3%
-0.1%
0.1%
-0.0%
-0.2%
-1.4%
-0.1%
-1.2%
03/31/99
%
Drift
-0.1%
-0.1%
0.1%
0.3%
1 .0%
0.1%
-2.3%
-1 .5%
1 .8%
-0.5%
0.1%
-1 .2%
1 .9%
-0.7%
-0.5%
-2.9%
-0.7%
-2.7%
-0.6%
-0.7%
-0.6%
-0.4%
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% CO2)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Sample
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-250 ppm
Rearward
(ppm NOx)
0-250 ppm
Test Number:
Monitor
PM Sample CC
PM Diluent CO
Forward NOx
Rearward NOx
Kenworth with Detroit Diesel
Slope
1.056
1.054
1.038
0.990
3H3&6
Intercept
-7.926
-3.604
-1.539
0.072
Direct Calibration
Gas Tag
Value
0.00
7.51
13.90
21.04
0.00
4.80
8.79
13.60
0
2980
5501
8500
0.0
301.6
607.0
916.0
0
888
1638
2570
0
888
1638
2570
0.00
29.88
89.40
0.0
298.8
550.0
850.9
0.0
298.8
550.0
850.9
0.0
53.0
88.0
210.0
0.0
53.0
88.0
210.0
Monitor
Reading
-0.04
7.65
13.90
20.92
-0.02
4.72
8.81
13.60
-0
2812
5443
8565
-5.0
310.5
617.1
939.1
1.2
935.4
1657.6
2533.9
-4.7
917.6
1658.2
2565.2
-1.56
28.61
88.09
0.6
290.9
554.9
842.4
-0.9
292.0
553.3
841.2
-0.4
55.4
212.1
-1.2
55.3
212.0
%
Error
-0.2%
0.5%
0.0%
-0.5%
-0.1%
-0.5%
0.1%
-0.0%
-0.0%
-1.7%
-0.6%
0.7%
-0.5%
0.9%
1 .0%
2.3%
0.0%
1 .6%
0.7%
-1 .2%
-0.2%
1 .0%
0.7%
-0.2%
-1 .6%
-1 .3%
NA
-1 .3%
0.1%
-0.8%
0.5%
-0.8%
-0.1%
-0.7%
0.3%
-1 .0%
-0.2%
1 .0%
0.9%
-0.5%
0.9%
0.8%
Series 60 Engine
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
- Pre-Test Cal Check -
Monitor
Response
-0.08
14.19
-0.01
8.67
107
5356
-16.0
601.7
8
1646
-3
1581
2.54
32.23
4.4
284.2
2.3
284.1
2.1
60.1
0.8
59.6
%
Error
-0.3%
1.2%
-0.1%
-0.7%
1.1%
-1.4%
-1.6%
-0.5%
0.3%
0.3%
-0.1%
-1.9%
2.5%
2.3%
0.4%
-1.5%
0.2%
-1.5%
0.8%
2.8%
0.3%
2.6%
Slope
0.967
1.003
1 039
0.973
1.052
NA
1.006
- Post-Test
Monitor
Response
-0.08
14.41
0.00
8.85
55
5394
-22.9
607.4
18
1492
-1
1354
2.34
32.03
10.6
296.9
4.5
289.6
0.9
45.0
-1.0
47.4
Date:
Intercept
0.074
0.004
-84 108
18.939
-13.412
NA
-2.457
Cal Check -
%
Error
-0.3%
2.0%
0.0%
0.4%
0.5%
-1.1%
-2.3%
0.0%
0.6%
-4.9%
-0.0%
-9.5%
2.3%
2.2%
1.1%
-0.2%
0.5%
-0.9%
0.4%
-3.2%
-0.4%
-2.2%
03/31/99
%
Drift
0.0%
0.9%
0.1%
1.1%
-0.5%
0.4%
-0.7%
0.6%
0.3%
-5.1%
0.0%
-7.6%
-0.2%
-0.2%
0.6%
1 .3%
0.2%
0.5%
-0.5%
-6.0%
-0.7%
-4.9%
D-3
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% CO2)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Sample
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-250 ppm
Rearward
(ppm NOx)
0-250 ppm
Test Number:
Monitor
PM Sample CC
PM Diluent CO
Forward NOx
Rearward NOx
Kenworth with Detroit Diesel
Slope
1.047
1.039
1.008
0.992
3E3&6
Intercept
-23.641
-16.115
-0.664
-0.612
Direct Calibration
Gas Tag
Value
0.00
7.51
13.90
21.04
0.00
4.80
8.79
13.60
0
2980
5501
8500
0.0
301.6
607.0
916.0
0
888
1638
2570
0
888
1638
2570
0.00
29.88
89.40
0.0
298.8
550.0
850.9
0.0
298.8
550.0
850.9
0.0
53.0
88.0
210.0
0.0
53.0
88.0
210.0
Monitor
Reading
-0.09
7.59
13.80
20.89
-0.02
4.72
8.61
13.65
-13
2787
5431
8639
-7.6
317.3
626.3
934.8
6.7
951.0
1658.8
2524.8
-5.6
915.2
1658.2
2561.1
-0.59
29.69
89.16
9.9
306.6
559.8
844.4
9.2
307.6
559.4
846.3
-0.8
52.2
212.4
-1.2
51.6
212.3
%
Error
-0.4%
0.3%
-0.4%
-0.6%
-0.1%
-0.5%
-1.1%
0.3%
-0.1%
-1 .9%
-0.7%
1 .4%
-0.8%
1 .6%
1 .9%
1 .9%
0.2%
2.1%
0.7%
-1 .5%
-0.2%
0.9%
0.7%
-0.3%
-0.6%
-0.2%
NA
-0.2%
1 .0%
0.8%
1 .0%
-0.7%
0.9%
0.9%
0.9%
-0.5%
-0.3%
-0.3%
0.9%
-0.5%
-0.5%
0.9%
Series 60 Engine
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
- Pre-Test Cal Check -
Monitor
Response
-0.13
13.87
-0.01
8.71
27
5600
-2.1
614.5
11
1659
-5
1622
0.68
30.57
18.2
535.0
13.9
539.3
0.7
56.4
1.0
56.9
%
Error
-0.5%
-0.1%
-0.1%
-0.5%
0.3%
1.0%
-0.2%
0.8%
0.4%
0.7%
-0.2%
-0.5%
0.7%
0.7%
1.8%
-1.5%
1.4%
-1 . 1 %
0.3%
1.4%
0.4%
1.6%
Slope
1.004
1.036
0 998
0.992
1.050
NA
1.008
- Post-Test
Monitor
Response
-0.13
13.56
0.01
8.26
101
5550
-8.1
598.9
33
1505
-1
1463
3.71
33.11
27.0
560.9
17.1
549.9
0.6
50.1
0.2
51.1
Date:
Intercept
0.130
0.000
-64 214
5.027
-23.229
NA
-2.215
Cal Check -
%
Error
-0.5%
-1.4%
0.1%
-3.3%
1.0%
0.5%
-0.8%
-0.8%
1.1%
-4.4%
-0.0%
-5.8%
3.7%
3.2%
2.7%
1.1%
1.7%
-0.0%
0.2%
-1.2%
0.1%
-0.8%
09/01/99
%
Drift
0.0%
-1 .3%
0.1%
-2.8%
0.7%
-0.5%
-0.6%
-1 .6%
0.7%
-5.1%
0.1%
-5.3%
3.0%
2.5%
0.9%
2.6%
0.3%
1.1%
-0.1%
-2.5%
-0.3%
-2.3%
D-4
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% CO2)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Sample
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-250 ppm
Rearward
(ppm NOx)
0-250 ppm
Test Number:
Monitor
PM Sample CC
PM Diluent CO
Forward NOx
Rearward NOx
Kenworth with Detroit Diesel
Slope
1.024
1.003
0.972
0.987
3FOOC
Intercept
-5.310
-8.018
-0.178
1.844
Direct Calibration
Gas Tag
Value
0.00
7.51
13.90
21.04
0.00
4.80
8.79
13.60
0
2980
5501
8500
0.0
301.6
607.0
916.0
0
888
1638
2570
0
888
1638
2570
0.00
29.88
89.40
0.0
298.8
550.0
850.9
0.0
298.8
550.0
850.9
0.0
53.0
88.0
210.0
0.0
53.0
88.0
210.0
Monitor
Reading
0.11
7.69
13.91
20.89
0.09
4.99
9.03
13.62
46
2939
5470
8519
-1.5
312.3
616.9
929.0
-3.8
934.9
1647.9
2558.2
-2.3
897.1
1647.1
2557.3
0.10
29.69
90.14
1.5
308.5
559.4
855.2
0.2
305.8
556.8
852.7
1.1
52.8
208.8
-2.3
49.5
205.9
%
Error
0.4%
0.7%
0.0%
-0.6%
0.6%
1 .2%
1 .5%
0.1%
0.5%
-0.4%
-0.3%
0.2%
-0.1%
1.1%
1 .0%
1 .3%
-0.1%
1 .6%
0.3%
-0.4%
-0.1%
0.3%
0.3%
-0.4%
0.1%
-0.2%
NA
0.7%
0.1%
1 .0%
0.9%
0.4%
0.0%
0.7%
0.7%
0.2%
0.5%
-0.1%
-0.5%
-0.9%
-1 .4%
-1 .6%
Series 60 Engine
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
- Pre-Test Cal Check -
Monitor
Response
0.11
13.92
0.04
8.96
72
5510
-4.9
607.2
-6
1648
-5
1640
0.49
33.50
1.5
308.5
559.4
855.2
0.2
305.8
556.8
852.7
1.1
52.8
208.8
-2.3
49.5
205.9
D-5
%
Error
0.4%
0.1%
0.2%
1.0%
0.7%
0.1%
-0.5%
0.0%
-0.2%
0.3%
-0.2%
0.1%
0.5%
3.6%
0.1%
1.0%
0.9%
0.4%
0.0%
0.7%
0.7%
0.2%
0.5%
-0.1%
-0.5%
-0.9%
-1.4%
-1 .6%
Slope
1.002
0.981
1 015
0.983
0.993
0.955
0.917
- Post-Test
Monitor
Response
0.10
14.04
0.04
9.03
75
5476
-8.8
613.5
-6
1640
-8
1775
-1.95
30.18
8.9
817.7
15.7
860.4
-0.8
56.7
-1.5
54.1
Date:
Intercept
-0.106
-0.035
-74 831
6.723
6.107
6.578
0.672
Cal Check -
%
Error
0.4%
0.5%
0.2%
1.5%
0.8%
-0.2%
-0.9%
0.7%
-0.2%
0.1%
-0.3%
4.6%
-2.0%
0.3%
0.9%
-3.3%
1.6%
0.9%
-0.3%
1.5%
-0.6%
0.4%
10/07/99
%
Drift
-0.0%
0.5%
0.0%
0.5%
0.0%
-0.3%
-0.4%
0.6%
-0.0%
-0.3%
-0.1%
4.5%
-2.4%
-3.3%
0.7%
-3.7%
1 .6%
0.8%
-0.8%
1 .6%
0.3%
1 .8%
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% CO2)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Sample
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-250 ppm
Rearward
(ppm NOx)
0-250 ppm
Test Number:
Monitor
PM Sample CC
PM Diluent CO
Forward NOx
Rearward NOx
Kenworth with Detroit Diesel
Slope
0.997
0.998
1.021
1.022
3EOOV
Intercept
14.903
-5.360
-0.555
0.630
Direct Calibration
Gas Tag
Value
0.00
7.51
13.90
21.04
0.00
4.80
8.79
13.60
0
2980
5501
8500
0.0
301.6
607.0
916.0
0
888
1638
2570
0
888
1638
2570
0.00
29.88
89.40
0.0
298.8
550.0
850.9
0.0
298.8
550.0
850.9
0.0
53.0
88.0
210.0
0.0
53.0
88.0
210.0
Monitor
Reading
0.11
7.69
13.91
20.89
0.09
4.99
9.03
13.62
46
2939
5470
8519
-1.5
312.3
616.9
929.0
-3.8
934.9
1647.9
2558.2
-2.3
897.1
1647.1
2557.3
0.10
29.69
90.14
3.3
297.0
559.3
853.1
2.3
295.4
556.3
846.6
0.7
53.2
210.9
-0.7
52.1
210.6
%
Error
0.4%
0.7%
0.0%
-0.6%
0.6%
1 .2%
1 .5%
0.1%
0.5%
-0.4%
-0.3%
0.2%
-0.1%
1.1%
1 .0%
1 .3%
-0.1%
1 .6%
0.3%
-0.4%
-0.1%
0.3%
0.3%
-0.4%
0.1%
-0.2%
NA
0.7%
0.3%
-0.2%
0.9%
0.2%
0.2%
-0.3%
0.6%
-0.4%
0.3%
0.1%
0.4%
-0.3%
-0.3%
0.2%
Series 60 Engine
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
- Pre-Test Cal Check -
Monitor
Response
0.14
14.03
0.04
9.06
91
5516
-10.4
604.5
2
1655
-3
1780
-0.20
31.45
3.3
297.0
559.3
853.1
2.3
295.4
556.3
846.6
0.7
53.2
210.9
-0.7
52.1
210.6
D-6
%
Error
0.6%
0.5%
0.3%
1.7%
0.9%
0.2%
-1.0%
-0.3%
0.1%
0.6%
-0.1%
4.7%
-0.2%
1.6%
0.3%
-0.2%
0.9%
0.2%
0.2%
-0.3%
0.6%
-0.4%
0.3%
0.1%
0.4%
-0.3%
-0.3%
0.2%
Slope
1.009
0.973
1 020
0.986
0.992
0.949
0.998
- Post-Test
Monitor
Response
0.05
13.71
0.05
9.11
137
5501
-14.4
602.2
4
1652
-1
1670
0.78
29.00
-33.2
824.6
8.4
869.6
0.4
51.7
-0.5
50.3
Date:
Intercept
-0.095
-0.047
-116 445
12.215
-2.908
1.945
-0.292
Cal Check -
%
Error
0.2%
-0.8%
0.3%
2.0%
1.4%
0.0%
-1.4%
-0.5%
0.1%
0.5%
-0.0%
1.1%
0.8%
-0.9%
-3.3%
-2.6%
0.8%
1 .9%
0.2%
-0.5%
-0.2%
-1.1%
10/07/99
%
Drift
-0.4%
-1 .3%
0.0%
0.4%
0.5%
-0.2%
-0.4%
-0.2%
0.1%
-0.1%
0.0%
-3.7%
1 .0%
-2.4%
-3.6%
-2.9%
0.6%
2.3%
-0.1%
-0.6%
0.1%
-0.7%
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% CO2)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Sample
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-250 ppm
Rearward
(ppm NOx)
0-250 ppm
Test Number:
Monitor
PM Sample CC
PM Diluent CO
Forward NOx
Rearward NOx
Kenworth with Detroit Diesel
Slope
1.015
1.012
NA
0.979
3HOOC
Intercept
-12.510
-14.139
NA
-0.090
Direct Calibration
Gas Tag
Value
0.00
7.51
13.90
21.04
0.00
4.80
8.79
13.60
0
2980
5501
8500
0.0
301.6
607.0
916.0
0
888
1638
2570
0
888
1638
2570
0.00
29.88
89.40
0.0
298.8
550.0
850.9
0.0
298.8
550.0
850.9
0.0
53.0
88.0
210.0
0.0
53.0
88.0
210.0
Monitor
Reading
0.07
7.72
13.90
20.90
0.04
4.92
8.88
13.55
61
2921
5408
8561
1.6
327.1
618.9
936.3
7.0
934.3
1644.7
2576.7
-6.2
896.8
1627.1
2539.2
-0.39
30.27
89.45
1.0
307.0
553.1
847.2
-0.7
302.1
553.6
842.2
-0.1
57.0
210.4
-1.2
55.1
212.4
%
Error
0.3%
0.9%
-0.0%
-0.6%
0.3%
0.8%
0.6%
-0.3%
0.6%
-0.6%
-0.9%
0.6%
0.2%
2.6%
1 .2%
2.0%
0.2%
1 .5%
0.2%
0.2%
-0.2%
0.3%
-0.4%
-1 .0%
-0.4%
0.4%
NA
0.1%
0.1%
0.8%
0.3%
-0.4%
-0.1%
0.3%
0.4%
-0.9%
-0.0%
1 .6%
0.2%
-0.5%
0.8%
1 .0%
Series 60 Engine
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
- Pre-Test Cal Check -
Monitor
Response
0.17
14.10
0.04
8.97
66
5518
5.9
617.1
8
1656
-5
1652
0.10
31.54
1.0
307.0
553.1
847.2
-0.7
302.1
553.6
842.2
-0.1
57.0
210.4
-1.2
55.1
212.4
D-7
%
Error
0.7%
0.8%
0.3%
1.2%
0.7%
0.2%
0.6%
1.0%
0.3%
0.6%
-0.2%
0.5%
0.1%
1.7%
0.1%
0.8%
0.3%
-0.4%
-0.1%
0.3%
0.4%
-0.9%
-0.0%
1.6%
0.2%
-0.5%
0.8%
1 .0%
Slope
0.992
0.968
1 009
0.988
0.996
0.963
0.971
- Post-Test
Monitor
Response
0.02
14.11
0.04
9.28
88
5538
-6.2
611.1
22
1665
1
1745
1.27
31.35
23.7
854.6
28.7
868.0
2.7
222.5
1.4
216.9
Date:
Intercept
-0.093
-0.042
-78 044
0.181
-15.024
1.693
-0.664
Cal Check -
%
Error
0.1%
0.8%
0.3%
3.1%
0.9%
0.4%
-0.6%
0.4%
0.7%
0.9%
0.0%
3.6%
1.3%
1.5%
2.4%
0.4%
2.9%
1.7%
1.1%
5.0%
0.6%
2.8%
10/08/99
%
Drift
-0.6%
0.0%
-0.0%
1 .9%
0.2%
0.2%
-1 .2%
-0.6%
0.5%
0.3%
0.2%
3.1%
1 .2%
-0.2%
2.3%
0.7%
2.9%
2.6%
1.1%
4.9%
1 .0%
1 .8%
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% CO2)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Sample
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-250 ppm
Rearward
(ppm NOx)
0-250 ppm
Test Number:
Monitor
PM Sample CC
PM Diluent CO
Forward NOx
Rearward NOx
Kenworth with Detroit Diesel
Slope
1.010
1.007
NA
0.980
3HOOV
Intercept
-6.228
-14.508
NA
-1.411
Direct Calibration
Gas Tag
Value
0.00
7.51
13.90
21.04
0.00
4.80
8.79
13.60
0
2980
5501
8500
0.0
301.6
607.0
916.0
0
888
1638
2570
0
888
1638
2570
0.00
29.88
89.40
0.0
298.8
550.0
850.9
0.0
298.8
550.0
850.9
0.0
53.0
88.0
210.0
0.0
53.0
88.0
210.0
Monitor
Reading
0.07
7.72
13.90
20.90
0.04
4.92
8.88
13.55
61
2921
5408
8561
1.6
327.1
618.9
936.3
7.0
934.3
1644.7
2576.7
-6.2
896.8
1627.1
2539.2
-0.39
30.27
89.45
1.0
307.0
553.1
847.2
-0.7
302.1
553.6
842.2
2.1
54.6
211.9
1.1
53.0
211.0
%
Error
0.3%
0.9%
-0.0%
-0.6%
0.3%
0.8%
0.6%
-0.3%
0.6%
-0.6%
-0.9%
0.6%
0.2%
2.6%
1 .2%
2.0%
0.2%
1 .5%
0.2%
0.2%
-0.2%
0.3%
-0.4%
-1 .0%
-0.4%
0.4%
NA
0.1%
0.1%
0.8%
0.3%
-0.4%
-0.1%
0.3%
0.4%
-0.9%
0.9%
0.6%
0.7%
0.4%
-0.0%
0.4%
Series 60 Engine
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
- Pre-Test Cal Check -
Monitor
Response
0.02
14.11
0.04
9.28
88
5538
-6.2
611.1
22
1665
1
1745
1.27
31.35
23.7
854.6
28.7
868.0
2.1
54.6
211.9
1.1
53.0
211.0
D-8
%
Error
0.1%
0.8%
0.3%
3.1%
0.9%
0.4%
-0.6%
0.4%
0.7%
0.9%
0.0%
3.6%
1.3%
1.5%
2.4%
0.4%
2.9%
1.7%
0.9%
0.6%
0.7%
0.4%
-0.0%
0.4%
Slope
0.992
0.967
1 015
0.985
0.994
NA
1.006
- Post-Test
Monitor
Response
0.03
13.96
0.06
8.99
97
5485
-10.7
604.1
24
1676
0
1265
4.69
33.98
-11.4
842.2
0.1
850.3
2.3
226.7
1.8
220.6
Date:
Intercept
-0.027
-0.048
-93 912
8.359
-22.867
NA
-2.998
Cal Check -
%
Error
0.1%
0.2%
0.3%
1.3%
1.0%
-0.2%
-1.1%
-0.3%
0.8%
1.3%
0.0%
-12.4%
4.7%
4.1%
-1.1%
-0.9%
0.0%
-0.1%
0.9%
6.7%
0.7%
4.2%
10/08/99
%
Drift
0.1%
-0.6%
0.1%
-1 .8%
0.1%
-0.5%
-0.5%
-0.7%
0.0%
0.4%
-0.0%
-16.0%
3.4%
2.6%
-3.5%
-1 .2%
-2.9%
-1 .8%
0.1%
5.9%
0.3%
3.8%
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990 Kenworth with Detroit Diesel Series 60 Engine
Test Number: 3EOOC Monitor
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% CO2)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Sample
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-250 ppm
Rearward
(ppm NOx)
0-250 ppm
Monitor
PM Sample CC
PM Diluent CO
Forward NOx
Rearward NOx
Slope
1.002
1.005
1.058
1.094
Intercept
10.697
10.424
-3.527
-5.329
Direct Calibration
Gas Tag
Value
0.00
7.51
13.90
21.04
0.00
4.80
8.79
13.60
0
2980
5501
8500
0.0
301.6
607.0
916.0
0
888
1638
2570
0
888
1638
2570
0.00
29.88
89.40
0.0
298.8
550.0
850.9
0.0
298.8
550.0
850.9
0.0
53.0
88.0
210.0
0.0
53.0
88.0
210.0
Monitor
Reading
0.07
7.72
14.03
21.04
-0.07
4.87
8.90
13.73
75
2900
5431
8557
-0.0
312.6
621.1
939.5
-13.8
899.1
1618.1
2544.4
-5.9
915.8
1642.1
2578.4
4.5
299.7
550.5
846.1
4.9
296.4
551.4
843.1
2.4
54.4
208.3
2.6
55.1
213.0
%
Error
0.3%
0.9%
0.5%
0.0%
-0.4%
0.4%
0.7%
0.8%
0.8%
-0.8%
-0.7%
0.6%
-0.0%
1.1%
1 .4%
2.3%
-0.5%
0.4%
-0.7%
-0.9%
-0.2%
0.9%
0.1%
0.3%
NA
NA
NA
NA
0.5%
0.1%
0.1%
-0.5%
0.5%
-0.2%
0.1%
-0.8%
1 .0%
0.6%
-0.7%
1 .0%
0.8%
1 .2%
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
- Pre-Test Cal Check -
Monitor
Response
0.15
14.08
-0.07
8.96
98
5493
-1.2
613.2
-35
1621
-6
1691
4.5
299.7
550.5
846.1
4.9
296.4
551.4
843.1
2.4
54.4
208.3
2.6
55.1
213.0
%
Error
0.6%
0.7%
-0.4%
1.1%
1.0%
-0.1%
-0.1%
0.6%
-1.2%
-0.6%
-0.2%
1.8%
0.5%
0.1%
0.1%
-0.5%
0.5%
-0.2%
0.1%
-0.8%
1.0%
0.6%
-0.7%
1.0%
0.8%
1 .2%
Slope
1.010
0.979
1 025
0.992
0.996
NA
ERR
- Post-Test
Monitor
Response
0.10
13.69
-0.01
8.92
155
5491
-7.8
601.4
-29
1603
-3
1481
-25.9
831.8
-25.6
830.1
4.3
52.4
7.2
51.5
Date: 10^13^99
Intercept
-0.122
0.039
-129 672
4.481
31.671
NA
ERR
Cal Check -
%
Error
0.4%
-0.8%
-0.1%
0.8%
1.5%
-0.1%
-0.8%
-0.6%
-1.0%
-1.2%
-0.1%
-5.2%
-2.6%
-1 .9%
-2.6%
-2.1%
1.7%
-0.2%
2.9%
-0.6%
%
Drift
-0.2%
-1 .5%
0.3%
-0.2%
0.6%
-0.0%
-0.7%
-1 .2%
0.2%
-0.6%
0.1%
-7.0%
-3.0%
-1 .4%
-3.1%
-1 .3%
0.8%
-0.8%
1 .9%
-1 .4%
D-9
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990 Kenworth with Detroit Diesel Series 60 Engine
Test Number: 3EOOV Monitor
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% CO2)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Sample
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-250 ppm
Rearward
(ppm NOx)
0-250 ppm
Monitor
PM Sample CC
PM Diluent CO
Forward NOx
Rearward NOx
Slope
0.994
0.999
1.058
1.094
Intercept
24.029
20.786
-3.527
-5.329
Direct Calibration
Gas Tag
Value
0.00
7.51
13.90
21.04
0.00
4.80
8.79
13.60
0
2980
5501
8500
0.0
301.6
607.0
916.0
0
888
1638
2570
0
888
1638
2570
0.00
29.88
89.40
0.0
298.8
550.0
850.9
0.0
298.8
550.0
850.9
0.0
53.0
88.0
210.0
0.0
53.0
88.0
210.0
Monitor
Reading
0.07
7.72
14.03
21.04
-0.07
4.87
8.90
13.73
75
2900
5431
8557
-0.0
312.6
621.1
939.5
-13.8
899.1
1618.1
2544.4
-5.9
915.8
1642.1
2578.4
4.5
299.7
550.5
846.1
4.9
296.4
551.4
843.1
2.4
54.4
208.3
2.6
55.1
213.0
%
Error
0.3%
0.9%
0.5%
0.0%
-0.4%
0.4%
0.7%
0.8%
0.8%
-0.8%
-0.7%
0.6%
-0.0%
1.1%
1 .4%
2.3%
-0.5%
0.4%
-0.7%
-0.9%
-0.2%
0.9%
0.1%
0.3%
NA
NA
NA
NA
0.5%
0.1%
0.1%
-0.5%
0.5%
-0.2%
0.1%
-0.8%
1 .0%
0.6%
-0.7%
1 .0%
0.8%
1 .2%
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
- Pre-Test Cal Check -
Monitor
Response
0.10
13.69
-0.01
8.92
155
5491
-7.8
601.4
-29
1603
-3
1481
-25.9
831.8
-25.6
830.1
2.4
54.4
208.3
2.6
55.1
213.0
%
Error
0.4%
-0.8%
-0.1%
0.8%
1.5%
-0.1%
-0.8%
-0.6%
-1.0%
-1.2%
-0.1%
-5.2%
-2.6%
-1 .9%
-2.6%
-2.1%
1.0%
0.6%
-0.7%
1.0%
0.8%
1 .2%
Slope
1.019
0.986
1 034
0.995
1.018
NA
ERR
- Post-Test
Monitor
Response
0.06
13.73
0.01
8.91
181
5480
-9.5
601.9
-30
1554
-3
1495
-22.5
831.7
-16.0
832.3
4.3
52.4
7.2
51.5
Date: 10^13^99
Intercept
-0.080
0.002
-1 73 461
8.619
29.988
NA
ERR
Cal Check -
%
Error
0.2%
-0.7%
0.0%
0.8%
1.8%
-0.2%
-1.0%
-0.5%
-1.0%
-2.8%
-0.1%
-4.8%
-2.2%
-1 .9%
-1.6%
-1 .9%
1.7%
-0.2%
2.9%
-0.6%
%
Drift
-0.1%
0.2%
0.1%
-0.1%
0.3%
-0.1%
-0.2%
0.0%
-0.0%
-1 .6%
0.0%
0.5%
0.3%
-0.0%
1 .0%
0.2%
0.8%
-0.8%
1 .9%
-1 .4%
D-10
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1995 Freightliner Century with 1998 Detroit Diesei Series 60 Engine Date:
Test Number: 4fO Monitor Slope Intercept
Monitor
(Units)
Range
Horiba
(% O2)
0-15%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-5000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Monitor
Stage 1 CO2
Stage 2 CO2
Diluent CO2
Forward NOx
Rearward NOx
Slope
0.895
0.985
1.003
ERR
ERR
Intercept
49.992
-4.450
5.447
ERR
ERR
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
21.04
0.00
4.81
8.70
13.50
0
3000
5450
8510
0
302
607
938
0
888
1635
2550
0
888
1635
2550
0.0
29.9
60.0
89.4
0
833
1510
2750
0
299
551
833
0
299
551
833
0.00
15.10
27.50
42.50
0.00
15.10
27.50
42.50
Monitor
Reading
-0.03
7.70
13.91
21.01
0.01
4.97
8.87
13.46
12
2949
5404
8513
6
301
614
929
1
927
1664
2548
21
938
1685
2552
-0.8
30.1
60.7
89.5
-10
853
1631
2760
-1
290
549
841
-9
295
555
837
0.53
43.12
-3.34
%
Error
-0.2%
1.3%
1.4%
-0.2%
0.1%
1.0%
1.1%
-0.3%
0. 1 %
-0.5%
-0.5%
0.0%
0.6%
-0. 1 %
0.7%
-0.9%
0.0%
1.3%
1.0%
-0. 1 %
0.7%
1.6%
1.7%
0. 1 %
-0.8%
0.2%
0.7%
0.1%
-0.2%
0.4%
2.4%
0.2%
-0. 1 %
-0.9%
-0.2%
0.8%
-0.9%
-0.4%
0.4%
0.4%
1.1%
1.2%
-6.7%
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
0.01
13.86
0.02
8.85
25
5384
-11
609
-1
1661
22
1777
1.7
60.7
-10
853
1631
2760
-1
290
549
841
-9
295
555
837
0.53
43.12
-3.34
%
Error
0. 1 %
1.0%
0. 1 %
0.9%
0.2%
-0.7%
-1.1%
0.2%
-0.0%
0.9%
0.7%
4.7%
1.7%
0.7%
-0.2%
0.4%
2.4%
0.2%
-0.1%
-0.9%
-0.2%
0.8%
-0.9%
-0.4%
0.4%
0.4%
1.1%
1.2%
-6.7%
0.990
0 982
1.017
0.975
0.984
0.937
1.027
-- Post-Test Cal
Monitor
Response
0.02
13.86
0.03
8.91
64
5424
-26
599
-1
1661
24
1758
3.8
61.5
-102
1631
10
859
-2
537
814
-0.72
-0.24
-0.016
-0 024
-44.824
18.264
0.721
-21.414
-2.809
Check --
%
Error
0.1%
1.1%
0.2%
1.3%
0.6%
-0.3%
-2.6%
-0.8%
-0.0%
0.9%
0.8%
4. 1 %
3.8%
1.5%
-2.0%
2.4%
1.0%
2.6%
-0.2%
-1.4%
-1.9%
-1.4%
-0.5%
%
Drift
0.0%
0.0%
0. 1 %
0.4%
0.4%
0.4%
-1.5%
-1.1%
0.0%
0.0%
0.1%
-0.7%
2.1%
0.8%
-1.8%
0.0%
1.1%
1.8%
0.7%
-1.7%
-2.3%
-2.5%
6.2%
D-ll
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1995 Freightliner Century with 1998 Detroit Diesei Series 60 Engine Date:
Test Number: 4hO-1 Monitor Slope Intercept
Monitor
(Units)
Range
Horiba
(% O2)
0-15%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-5000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Monitor
Stage 1 CO2
Stage 2 CO2
Diluent CO2
Forward NOx
Rearward NOx
Slope
0.994
0.964
0.999
ERR
ERR
Intercept
15.465
8.444
8.446
ERR
ERR
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
21.04
0.00
4.81
8.70
13.50
0
3000
5450
8510
0
302
607
938
0
908
1635
2550
0
908
1635
2550
0.0
29.9
60.0
89.4
0
833
1510
2750
0
299
551
833
0
299
551
833
0.00
15.10
27.50
42.50
0.00
15.10
27.50
42.50
Monitor
Reading
-0.04
7.65
13.85
20.98
-0.00
5.00
8.87
13.43
-4
3002
5419
8490
1
319
624
936
-25
906
1701
2548
21
901
1651
2555
-0.1
30.1
60.6
89.0
-4
814
1513
2720
5
298
554
833
-6
302
547
829
-0.16
18.05
41.97
0.12
19.43
43.24
%
Error
-0.2%
1.0%
1.0%
-0.4%
-0.0%
1.2%
1.0%
-0.4%
-0.0%
0.0%
-0.3%
-0.2%
0. 1 %
1.8%
1.7%
-0.2%
-0.8%
-0.1%
2.2%
-0. 1 %
0.7%
-0.2%
0.5%
0.2%
-0. 1 %
0.2%
0.6%
-0.4%
-0.1%
-0.4%
0. 1 %
-0.6%
0.5%
-0.1%
0.3%
0.0%
-0.6%
0.3%
-0.4%
-0.4%
-0.3%
5.9%
-1.1%
0.2%
8.7%
1.5%
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
0.18
13.94
-0.03
8.80
26
5418
-3
618
-20
1611
22
1751
4.0
57.9
-4
814
1513
2720
5
298
554
833
-6
302
547
829
-0.16
18.05
41.97
0.12
19.43
43.24
%
Error
1.2%
1.6%
-0.2%
0.6%
0.3%
-0.3%
-0.3%
1.1%
-0.7%
-0.8%
0.7%
3.9%
4.0%
-2.1%
-0. 1 %
-0.4%
0.1%
-0.6%
0.5%
-0. 1 %
0.3%
0.0%
-0.6%
0.3%
-0.4%
-0.4%
-0.3%
5.9%
-1.1%
0.2%
8.7%
1.5%
1.009
0 991
1.019
0.989
1.018
0.992
1.072
-0.133
0 018
-59.673
1.932
16.247
-27.596
-2.723
-- Post-Test Cal Check --
Monitor
Response
0.09
13.47
-0.01
8.71
91
5393
-1
605
-12
1570
33
1603
1.1
59.1
-27
2784
-23
572
-11
539
%
Error
0.6%
-1.5%
-0.1%
0. 1 %
0.9%
-0.6%
-0.1%
-0.2%
-0.4%
-2.2%
1.1%
-1.1%
1.1%
-0.9%
-0.5%
0.7%
-2.3%
2. 1 %
-1.1%
-1.2%
%
Drift
-0.6%
-3.1%
0. 1 %
-0.6%
0.7%
-0.3%
0.2%
-1.3%
0.3%
-1.4%
0.4%
-4.9%
-2.9%
1.2%
-0.5%
1.3%
-2.8%
1.8%
-0.5%
-0.8%
D-12
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1995 Freightliner Century with 1998 Detroit Diesei Series 60 Engine Date:
Test Number: 4hO-2 Monitor Slope Intercept
Monitor
(Units)
Range
Horiba
(% O2)
0-15%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-5000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Monitor
Stage 1 CO2
Stage 2 CO2
Diluent CO2
Forward NOx
Rearward NOx
Slope
ERR
0.934
0.988
ERR
1.011
Intercept
ERR
22.343
4.764
ERR
0.195
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
21.04
0.00
4.81
8.70
13.50
0
3000
5450
8510
0
302
607
938
0
908
1635
2550
0
908
1635
2550
0.0
29.9
60.0
89.4
0
833
1510
2750
0
299
551
833
0
299
551
833
0.00
15.10
27.50
42.50
0.00
15.10
27.50
42.50
Monitor
Reading
-0.04
7.65
13.85
20.98
-0.00
5.00
8.87
13.43
-4
3002
5419
8490
1
319
624
936
-25
906
1701
2548
21
901
1651
2555
-0.1
30.1
60.6
89.0
-4
814
1513
2720
5
298
554
833
-6
302
547
829
-0.16
18.05
41.97
0.12
19.43
43.24
%
Error
-0.2%
1.0%
1.0%
-0.4%
-0.0%
1.2%
1.0%
-0.4%
-0.0%
0.0%
-0.3%
-0.2%
0. 1 %
1.8%
1.7%
-0.2%
-0.8%
-0.1%
2.2%
-0. 1 %
0.7%
-0.2%
0.5%
0.2%
-0. 1 %
0.2%
0.6%
-0.4%
-0.1%
-0.4%
0. 1 %
-0.6%
0.5%
-0.1%
0.3%
0.0%
-0.6%
0.3%
-0.4%
-0.4%
-0.3%
5.9%
-1.1%
0.2%
8.7%
1.5%
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
0.09
13.47
-0.01
8.71
91
5393
-1
605
-12
1570
33
1603
1.1
59.1
-27
2784
-23
572
-11
539
-0.38
26.05
%
Error
0.6%
-1.5%
-0. 1 %
0.1%
0.9%
-0.6%
-0. 1 %
-0.2%
-0.4%
-2.2%
1.1%
-1.1%
1.1%
-0.9%
-0.5%
0.7%
-2.3%
2.1%
-1.1%
-1.2%
-0.8%
-2.9%
1.032
0 997
1.026
0.987
1.038
1.033
1.021
-0.088
0 008
-91.232
4.520
1.521
-32.370
-2.292
-- Post-Test Cal Check --
Monitor
Response
0.09
13.24
-0.01
8.73
87
5406
-8
615
9
1576
29
1627
3.4
63.0
-41
-25
561
1
567
2.49
-0.01
27.98
%
Error
0.6%
-3. 1 %
-0.0%
0.2%
0.9%
-0.4%
-0.8%
0.8%
0.3%
-2.0%
1.0%
-0.3%
3.4%
3.0%
-0.8%
-2.5%
1.0%
0.1%
1.6%
5.0%
-0.0%
1.0%
%
Drift
0.0%
-1.5%
0.0%
0.1%
-0.0%
0.1%
-0.7%
1.0%
0.7%
0.2%
-0.1%
0.8%
2.3%
3.9%
-0.3%
-0.2%
-1.1%
1.2%
2.7%
5.0%
0.7%
3.9%
D-13
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1995 Freightliner Century with 1998 Detroit Diesei Series 60 Engine Date:
Test Number: 4hO-2 Monitor Slope Intercept
Monitor
(Units)
Range
Horiba
(% O2)
0-15%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-5000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Monitor
Stage 1 CO2
Stage 2 CO2
Diluent CO2
Forward NOx
Rearward NOx
Slope
1.004
0.989
1.038
ERR
1.021
Intercept
64.627
22.782
-8.809
ERR
0.047
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
21.04
0.00
4.81
8.70
13.50
0
3000
5450
8510
0
302
607
938
0
908
1635
2550
0
908
1635
2550
0.0
29.9
60.0
89.4
0
833
1510
2750
0
299
551
833
0
299
551
833
0.00
15.10
27.50
42.50
0.00
15.10
27.50
42.50
Monitor
Reading
0.03
7.61
13.93
20.91
0.00
4.91
8.78
13.48
-6
2950
5389
8538
-6
314
613
928
-13
936
1623
2544
24
913
1637
2568
-0.7
30.2
60.9
89.6
-14
888
1618
2708
-3
310
538
837
-3
308
549
834
-0.24
17.89
41.50
0.08
15.55
28.06
42.73
%
Error
0.2%
0.7%
1.5%
-0.8%
0.0%
0.6%
0.5%
-0. 1 %
-0.1%
-0.5%
-0.6%
0.3%
-0.6%
1.2%
0.6%
-1.0%
-0.4%
0.9%
-0.4%
-0.2%
0.8%
0.2%
0. 1 %
0.6%
-0.7%
0.3%
0.9%
0.2%
-0.3%
1.1%
2.2%
-0.8%
-0.3%
1.1%
-1.3%
0.4%
-0.3%
0.9%
-0.2%
0. 1 %
-0.5%
5.6%
-2.0%
0.2%
0.9%
1.1%
0.5%
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
0.05
13.87
-0.09
8.67
3
5283
-12
611
-6
1582
24
1655
1.7
60.0
-14
888
1618
2708
-3
310
538
837
-3
308
549
834
-0.24
17.89
41.50
0.08
15.55
28.06
42.73
%
Error
0.4%
1.1%
-0.6%
-0.2%
0.0%
-1.7%
-1.2%
0.4%
-0.2%
-1.8%
0.8%
0.7%
1.7%
-0.0%
-0.3%
1.1%
2.2%
-0.8%
-0.3%
1.1%
-1.3%
0.4%
-0.3%
0.9%
-0.2%
0. 1 %
-0.5%
5.6%
-2.0%
0.2%
0.9%
1.1%
0.5%
0.989
0 993
1.033
0.979
1.038
1.026
1.033
-0.076
0 080
-32.838
15.889
-4.560
-29.153
-3.381
-- Post-Test Cal Check --
Monitor
Response
0.10
13.99
-0.07
8.69
61
5336
-20
597
15
1578
33
1589
4.9
62.7
-115
2644
-43
531
20
529
1.64
-0.17
25.72
%
Error
0.7%
1.9%
-0.4%
-0. 1 %
0.6%
-1.1%
-2.0%
-1.0%
0.5%
-1.9%
1.1%
-1.5%
4.9%
2.7%
-2.3%
-2.1%
-4.3%
-2.0%
2.0%
-2.2%
3.3%
-0.3%
-3.6%
%
Drift
0.3%
0.8%
0. 1 %
0.1%
0.6%
0.5%
-0.8%
-1.4%
0.7%
-0.1%
0.3%
-2.2%
3.2%
2.7%
-2.0%
-1.3%
-3.9%
-0.7%
2.2%
-2.0%
3.8%
-0.5%
-4.7%
D-14
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1995 Freightliner Century with 1998 Detroit Diesei Series 60 Engine Date:
Test Number: 4hO-3 Monitor Slope Intercept
Monitor
(Units)
Range
Horiba
(% O2)
0-15%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-5000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Monitor
Stage 1 CO2
Stage 2 CO2
Diluent CO2
Forward NOx
Rearward NOx
Slope
ERR
ERR
ERR
ERR
ERR
Intercept
ERR
ERR
ERR
ERR
ERR
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
21.04
0.00
4.81
8.70
13.50
0
3000
5450
8510
0
302
607
938
0
908
1635
2550
0
908
1635
2550
0.0
29.9
60.0
89.4
0
833
1510
2750
0
299
551
833
0
299
551
833
0.00
15.10
27.50
42.50
0.00
15.10
27.50
42.50
Monitor
Reading
-0.17
7.66
13.83
20.94
-0.10
4.90
8.82
13.55
22
2929
5351
8428
-9
307
612
935
-10
913
1697
2538
27
938
1627
2539
-0.1
30.2
60.7
89.1
-7
%
Error
-1.1%
1.1%
0.9%
-0.7%
-0.6%
0.6%
0.8%
0.3%
0.2%
-0.7%
-1.0%
-0.8%
-0.9%
0.5%
0.5%
-0.3%
-0.3%
0.2%
2. 1 %
-0.4%
0.9%
1.0%
-0.3%
-0.4%
-0. 1 %
0.3%
0.7%
-0.3%
-0.7%
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor %
Response Error
0.04 0.3%
13.69 -0.1%
-0.09 -0.5%
8.72 0.1%
38 0.4%
5306 -1.4%
-14 -1.4%
915 -2.3%
-5 -0.2%
2518 -1.1%
30 1.0%
2548 -0.1%
4.8 4.8%
60.5 0.5%
-7 -0.7%
1.007 -0.139
1 015 0 086
1.033 -39.573
1.011 19.492
1.018 6.561
1.037 -29.323
NA NA
-- Post-Test Cal Check --
Monitor %
Response Error
0.23 1.6%
13.79 0.6%
-0.08 -0.5%
8.25 -2.8%
39 0.4%
5321 -1.3%
-24 -2.4%
903 -3.5%
-8 -0.3%
2479 -2.4%
27 0.9%
2426 -4.1%
5.7 5.7%
68.5 8.5%
%
Drift
1.3%
0.7%
0.0%
-3.0%
0.0%
0.1%
-1.0%
-1.2%
-0.1%
-1.3%
-0.1%
-4.1%
0.9%
7.9%
D-15
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1995 Freightliner Century with 1998 Detroit Diesei Series 60 Engine Date:
Test Number: 4hO-4 Monitor Slope Intercept
Monitor
(Units)
Range
Horiba
(% O2)
0-15%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-5000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Monitor
Stage 1 CO2
Stage 2 CO2
Diluent CO2
Forward NOx
Rearward NOx
Slope
0.998
0.979
0.981
ERR
ERR
Intercept
61.369
20.789
-17.089
ERR
ERR
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
21.04
0.00
4.81
8.70
13.50
0
3000
5450
8510
0
302
607
938
0
908
1635
2550
0
908
1635
2550
0.0
29.9
60.0
89.4
0
833
1510
2750
0
299
551
833
0
299
551
833
0.00
15.10
27.50
42.50
0.00
15.10
27.50
42.50
Monitor
Reading
0.33
7.65
13.81
20.83
0.00
4.84
8.66
13.30
38
2927
5351
8509
-5
321
616
944
-6
910
1681
2520
25
895
1766
2525
-0.9
30.4
61.6
90.0
-13
856
1638
2747
-1
308
550
837
-7
308
562
829
1.97
-0.19
28.03
42.55
%
Error
2.2%
1.0%
0.7%
-1.4%
0.0%
0.2%
-0.3%
-1.2%
0.4%
-0.7%
-1.0%
-0.0%
-0.5%
2.0%
0.9%
0.6%
-0.2%
0. 1 %
1.5%
-1.0%
0.8%
-0.4%
4.4%
-0.8%
-0.9%
0.5%
1.6%
0.6%
-0.3%
0.5%
2.6%
-0. 1 %
-0. 1 %
0.9%
-0. 1 %
0.4%
-0.7%
0.9%
1.1%
-0.4%
3.9%
-0.4%
1.1%
0. 1 %
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
0.16
13.68
-0.10
8.70
17
5326
-6
897
-7
2412
24
2472
4.8
62.6
-13
856
1638
2747
-1
308
550
837
-7
308
562
829
1.97
-0.19
28.03
42.55
%
Error
1.0%
-0.1%
-0.6%
-0.0%
0.2%
-1.2%
-0.6%
-4. 1 %
-0.2%
-4.6%
0.8%
-2.6%
4.8%
2.6%
-0.3%
0.5%
2.6%
-0.1%
-0.1%
0.9%
-0.1%
0.4%
-0.7%
0.9%
1.1%
-0.4%
3.9%
-0.4%
1.1%
0. 1 %
1.016
0 997
1.036
1.026
1.041
NA
1.022
-- Post-Test Cal
Monitor
Response
0.00
13.44
-0.05
8.60
84
5295
-27
898
17
2499
35
2739
4.3
63.9
-110
2641
-41
533
42
597
2.07
-0.66
-0.082
0 073
-52.444
17.151
-5.488
NA
-4.642
Check --
%
Error
0.0%
-1.7%
-0.3%
-0.6%
0.8%
-1.6%
-2.7%
-4.0%
0.6%
-1.7%
1.2%
6.3%
4.3%
3.9%
-2.2%
-2.2%
-4. 1 %
-1.8%
4.2%
4.6%
4. 1 %
-1.3%
%
Drift
-1.0%
-1.6%
0.3%
-0.6%
0.7%
-0.3%
-2.1%
0.1%
0.8%
2.9%
0.4%
8.9%
-0.5%
1.3%
-1.9%
-2.1%
-4.0%
-1.7%
4.9%
3.5%
0.2%
-0.9%
D-16
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1995 Freightliner Century with 1998 Detroit Diesei Series 60 Engine Date:
Test Number: 4h-rtp2 Monitor Slope Intercept
Monitor
(Units)
Range
Horiba
(% O2)
0-15%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-5000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Monitor
Stage 1 CO2
Stage 2 CO2
Diluent CO2
Forward NOx
Rearward NOx
Slope
0.984
1.002
0.963
ERR
ERR
Intercept
18.027
-3.579
3.234
ERR
ERR
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
21.04
0.00
4.81
8.70
13.50
0
3000
5450
8510
0
302
607
938
0
908
1635
2550
0
908
1635
2550
0.0
29.9
60.0
89.4
0
833
1510
2750
0
299
551
833
0
299
551
833
0.00
15.10
27.50
42.50
0.00
15.10
27.50
42.50
Monitor
Reading
0.09
7.71
20.86
0.01
4.96
8.80
13.47
35
2965
5384
8493
-1
302
615
931
-1
897
1695
2524
22
945
1714
2558
-0.2
30.4
60.8
90.0
-16
805
1512
-12
301
547
836
-5
293
542
828
%
Error
0.6%
1.4%
NA
-1.2%
0. 1 %
0.9%
0.6%
-0.2%
0.3%
-0.3%
-0.7%
-0.2%
-0. 1 %
0. 1 %
0.8%
-0.7%
-0.0%
-0.4%
2.0%
-0.9%
0.7%
1.2%
2.6%
0.3%
-0.2%
0.5%
0.8%
0.6%
-0.3%
-0.6%
0.0%
-1.2%
0.2%
-0.4%
0.3%
-0.5%
-0.6%
-0.9%
-0.5%
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
-0.21
20.93
0.04
8.97
81
5374
-34
605
-8
1619
28
1679
4.0
64.3
-16
805
1512
-12
301
547
836
-5
293
542
828
%
Error
-1.4%
-0.7%
0.2%
1.7%
0.8%
-0.8%
-3.4%
-0.2%
-0.3%
-0.5%
0.9%
1.5%
4.0%
4.3%
-0.3%
-0.6%
0.0%
-1.2%
0.2%
-0.4%
0.3%
-0.5%
-0.6%
-0.9%
-0.5%
1.002
0 985
1.016
0.967
1.008
0.993
1.015
-- Post-Test Cal
Monitor
Response
-0.13
20.74
0.03
8.77
9
5446
-49
568
23
1639
34
1674
4.7
62.7
-20
1519
19
560
-1
596
1.68
-2.18
0.170
-0 032
-45.514
39.904
-7.384
-30.706
-4.410
Check --
%
Error
-0.9%
-2.0%
0.2%
0.4%
0. 1 %
-0.0%
-4.9%
-3.9%
0.8%
0. 1 %
1.1%
1.3%
4.7%
2.7%
-0.4%
0.2%
1.9%
0.9%
-0.1%
4.5%
3.4%
-4.4%
%
Drift
0.5%
-1.2%
-0.1%
-1.2%
-0.7%
0.7%
-1.5%
-3.7%
1.1%
0.7%
0.2%
-0.2%
0.7%
-1.6%
-0.1%
0.1%
3.2%
1.3%
0.4%
5.4%
3.4%
-4.4%
D-17
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description:
Monitor
(Units)
Range
Horiba
(% O2)
0-15%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-5000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Test Number:
Monitor
Stage 1 CO2
Stage 2 CO2
Diluent CO2
Forward NOx
Rearward NOx
1995 Freightliner
Century with 1
998 Detroit Di
4h-rtp3
Slope
1.001
NA
1.009
NA
1.012
Intercept
34.068
NA
0.000
NA
-0.101
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
21.04
0.00
4.81
8.70
13.50
0
3000
5450
8510
0
302
607
938
0
908
1635
2550
0
908
1635
2550
0.0
29.9
60.0
89.4
0
833
1510
2750
0
299
551
833
0
299
551
833
0.00
15.10
27.50
42.50
0.00
15.10
27.50
42.50
Monitor
Reading
-0.01
7.69
20.85
-0.01
4.95
8.80
13.30
-9
2914
5363
8517
4
318
624
929
-1
920
1706
2547
18
955
1729
2572
-0.4
30.5
61.3
89.0
-14
800
1507
-4
306
550
833
-7
306
552
836
-0.42
15.66
28.07
42.86
-0.04
15.72
28.15
42.70
%
Error
-0.1%
1.3%
NA
-1.3%
-0.0%
0.9%
0.6%
-1.2%
-0. 1 %
-0.9%
-0.9%
0. 1 %
0.4%
1.6%
1.7%
-0.9%
-0.0%
0.4%
2.4%
-0. 1 %
0.6%
1.6%
3. 1 %
0.7%
-0.4%
0.6%
1.3%
-0.4%
-0.3%
-0.7%
-0. 1 %
-0.4%
0.7%
-0. 1 %
0.0%
-0.7%
0.7%
0. 1 %
0.3%
-0.8%
1.1%
1.1%
0.7%
-0.1%
1.2%
1.3%
0.4%
esel Series 60
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
0.07
21.12
0.00
8.73
19
5182
-5
920
4
2483
23
2665
0.7
60.5
-14
800
1507
-4
306
550
833
-7
306
552
836
-0.42
15.66
42.86
-0.04
15.72
28.15
42.70
%
Engine
Slope
0.999
0 985
1.044
1.019
1.045
NA
1.033
-- Post-Test Cal
i Monitor
Error Response
0.5%
0.6%
0.0%
0.2%
0.2%
-2.7%
-0.5%
-1.8%
0. 1 %
-2.2%
0.8%
3.8%
0.7%
0.5%
-0.3%
-0.7%
-0.1%
-0.4%
0.7%
-0.1%
0.0%
-0.7%
0.7%
0.1%
0.3%
-0.8%
1.1%
0.7%
-0. 1 %
1.2%
1.3%
0.4%
0.09
21.16
0.05
9.00
17
5293
-26
889
28
2428
96
2864
3.2
59.5
-54
1441
-51
549
7
540
0.11
24.22
0.24
26.37
Date:
Intercept
-0.082
-0 028
-18.847
16.115
-16.693
NA
-2.019
Check --
%
Error
0.6%
0.8%
0.3%
1.9%
0.2%
-1.6%
-2.6%
-4.9%
0.9%
-4.1%
3.2%
10.5%
3.2%
-0.5%
-1.1%
-1.4%
-5.1%
-0.2%
0.7%
-1.1%
0.2%
-6.6%
0.5%
-2.3%
03/14/00
%
Drift
0. 1 %
0.3%
0.3%
1.7%
-0.0%
1.1%
-2.1%
-3.1%
0.8%
-1.8%
2.4%
6.6%
2.5%
-1.1%
-0.8%
-1.3%
-4.7%
-0.1%
1.3%
-1.2%
1.1%
48.4%
0.6%
-3.6%
D-18
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1995 Freightliner Century with 1998 Detroit Diesei Series 60 Engine Date:
Test Number: 4h-rtp3 Monitor Slope Intercept
Monitor
(Units)
Range
Horiba
(% O2)
0-15%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-5000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Monitor
Stage 1 CO2
Stage 2 CO2
Diluent CO2
Forward NOx
Rearward NOx
Slope
0.978
NA
NA
NA
ERR
Intercept
87.744
NA
NA
NA
ERR
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
21.04
0.00
4.81
8.70
13.50
0
3000
5450
8510
0
302
607
938
0
908
1635
2550
0
908
1635
2550
0.0
29.9
60.0
89.4
0
833
1510
2750
0
299
551
833
0
299
551
833
0.00
15.10
27.50
42.50
0.00
15.10
27.50
42.50
Monitor
Reading
0.05
7.69
20.84
0.01
5.00
8.90
13.55
32
2985
5444
8542
-5
307
609
934
-10
941
1738
2549
21
942
1776
2568
-0.1
31.0
61.6
89.2
-13
798
1494
-7
293
541
828
-7
298
542
829
-0.19
15.55
28.39
42.44
-0.30
15.60
28.10
42.01
%
Error
0.3%
1.2%
NA
-1.3%
0.0%
1.2%
1.2%
0.3%
0.3%
-0.2%
-0. 1 %
0.3%
-0.5%
0.5%
0.2%
-0.4%
-0.3%
1.1%
3.4%
-0.0%
0.7%
1.1%
4.7%
0.6%
-0. 1 %
1.1%
1.6%
-0.2%
-0.3%
-0.7%
-0.3%
-0.7%
-0.6%
-1.0%
-0.5%
-0.7%
-0.1%
-0.9%
-0.4%
-0.4%
0.9%
1.8%
-0. 1 %
-0.6%
1.0%
1.2%
-1.0%
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
0.11
20.77
0.01
8.88
62
5341
-19
901
-11
2488
21
2616
0.8
61.4
-13
798
1494
-7
293
541
828
-7
298
542
829
-0.19
15.55
42.44
-0.30
15.60
42.01
%
Error
0.7%
-1.8%
0.1%
1.1%
0.6%
-1.1%
-1.9%
-3.7%
-0.4%
-2.1%
0.7%
2.2%
0.8%
1.4%
-0.3%
-0.7%
-0.3%
-0.7%
-0.6%
-1.0%
-0.5%
-0.7%
-0. 1 %
-0.9%
-0.4%
-0.4%
0.9%
-0. 1 %
-0.6%
1.0%
-55.0%
-1.0%
1.019
0 976
1.035
1.005
1.015
NA
1.021
-- Post-Test Cal
Monitor
Response
0.06
20.71
0.04
9.00
93
5348
-50
896
-6
2518
28
2842
4.8
61.6
-166
1414
-118
419
-2
443
0.23
0.00
-0.32
-0.34
-0.083
-0 023
-80.019
34.609
8.776
NA
-2.843
Check --
%
Error
0.4%
-2.2%
0.2%
1.9%
0.9%
-1.0%
-5.0%
-4.2%
-0.2%
-1.1%
0.9%
9.7%
4.8%
1.6%
-3.3%
-1.9%
-11.8%
-13.2%
-0.2%
-10.8%
0.5%
-55.0%
-0.6%
-55.7%
%
Drift
-0.3%
-0.4%
0.2%
0.8%
0.3%
0.1%
-3.1%
-0.6%
0.2%
1.0%
0.2%
7.5%
4.0%
0.2%
-3. 1 %
-1.6%
-11.1%
-12.2%
0.5%
-9.9%
0.8%
0.0%
-0.0%
-0.7%
D-19
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-3000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Test Number:
Monitor
Stage 1 CO2
Stage 2 CO2
PM Diluent CO
Forward NOx
Rearward NOx
5F3&6a
Slope
NA
NA
1.003
0.964
0.986
Intercept
NA
NA
11.111
0.155
-0.029
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
20.88
0.00
4.81
8.71
13.50
0
3000
5600
8510
0.0
303.0
600.0
902.0
0
903
1672
2547
0
903
1674
2548
0.00
30.60
60.00
91.20
0.00
851.00
1510.00
2770.00
0.00
300.00
551.00
851.00
0.00
300.00
551.00
851.00
0.10
15.10
27.30
43.50
0.10
15.10
27.30
43.50
Monitor
Reading
-0.09
7.53
13.95
20.88
0.10
4.87
8.73
58
2962
5616
-5.0
319.1
608.0
907.0
1.5
954.8
1676.1
2554.1
7.3
873.3
1668.5
2542.1
0.78
30.18
60.64
92.09
-8.85
927.12
2768.25
0.61
302.86
553.16
854.19
-2.69
310.06
556.21
854.98
-0.17
16.04
27.65
-0.15
16.05
27.26
%
Error
-0.3%
0. 1 %
1.0%
-0.0%
0.6%
0.4%
0. 1 %
NA
0.6%
-0.4%
0.2%
NA
-0.5%
1.6%
0.8%
0.5%
0.0%
1.7%
0. 1 %
0.2%
0.2%
-1.0%
-0.2%
-0.2%
0.8%
-0.4%
0.6%
0.9%
-0.3%
2.5%
NA
-0. 1 %
0. 1 %
0.3%
0.2%
0.3%
-0.3%
1.0%
0.5%
0.4%
-0.5%
1.9%
0.7%
NA
-0.5%
1.9%
-0. 1 %
NA
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
-0.04
13.72
0.10
8.73
66
5629
-0.5
591.9
3
1648
-1
1754
0.68
88.57
-8.85
927.12
2768.25
0.61
302.86
553.16
854.19
-2.69
310.06
556.21
854.98
-0.17
16.04
27.65
-0.15
16.05
27.26
%
Error
-0. 1 %
0.1%
0.6%
0.1%
0.7%
0.3%
-0.0%
-0.8%
0. 1 %
-0.8%
-0.0%
2.7%
0.7%
-2.6%
-0.3%
2.5%
-0.1%
0.1%
0.3%
0.2%
0.3%
-0.3%
1.0%
0.5%
0.4%
-0.5%
1.9%
0.7%
-0.5%
1.9%
-0.1%
Slope
1.014
1 032
1.022
1.021
0.994
0.991
NA
-- Post-Test Cal
Monitor
Response
-0.07
13.21
0.11
8.36
90
5486
-14.5
568.2
12
1731
6
1630
-6.54
82.03
-47.61
2329.10
-67.57
789.12
-19.47
819.82
-0.15
28.67
0.21
28.17
Date: 9-26/27-00
Intercept
0.052
-0 108
-79.770
7.666
-7.135
-2.468
NA
Check --
%
Error
-0.3%
-2.0%
0.7%
-2.2%
0.9%
-1.1%
-1.5%
-3.2%
0.4%
2.0%
0.2%
-1.5%
-6.5%
-9.2%
-1.6%
-14.7%
-6.8%
-6.2%
-1.9%
-3.1%
-0.5%
2.7%
0.2%
1.7%
%
Drift
-0. 1 %
-2.0%
0. 1 %
-2.3%
0.2%
-1.4%
-1.4%
-2.4%
0.3%
2.8%
0.2%
-4.1%
-7.2%
-6.5%
-1.3%
-14.6%
-6.8%
-6.5%
-1.7%
-3.5%
0.0%
1.0%
0.4%
0.9%
D-20
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-3000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Test Number:
Monitor
Stage 1 CO2
Stage 2 CO2
PM Diluent CO
Forward NOx
Rearward NOx
5F3&6b
Slope
NA
NA
1.002
0.964
0.986
Intercept
NA
NA
-5.229
0.155
-0.029
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
20.88
0.00
4.81
8.71
13.50
0
3000
5600
8510
0.0
303.0
600.0
902.0
0
903
1672
2547
0
903
1674
2548
0.00
30.60
60.00
91.20
0.00
851.00
1510.00
2770.00
0.00
300.00
551.00
851.00
0.00
300.00
551.00
851.00
0.10
15.10
27.30
43.50
0.10
15.10
27.30
43.50
Monitor
Reading
-0.09
7.53
13.95
20.88
0.10
4.87
8.73
58
2962
5616
-5.0
319.1
608.0
907.0
1.5
954.8
1676.1
2554.1
7.3
873.3
1668.5
2542.1
-0.20
29.79
61.04
91.70
-1.83
906.68
2770.39
2.14
320.01
570.92
854.49
-2.69
310.06
556.21
854.98
-0.17
16.04
27.65
-0.15
16.05
27.26
%
Error
-0.3%
0. 1 %
1.0%
-0.0%
0.6%
0.4%
0. 1 %
NA
0.6%
-0.4%
0.2%
NA
-0.5%
1.6%
0.8%
0.5%
0.0%
1.7%
0. 1 %
0.2%
0.2%
-1.0%
-0.2%
-0.2%
-0.2%
-0.8%
1.0%
0.5%
-0.1%
1.9%
NA
0.0%
0.2%
2.0%
2.0%
0.3%
-0.3%
1.0%
0.5%
0.4%
-0.5%
1.9%
0.7%
NA
-0.5%
1.9%
-0. 1 %
NA
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
-0.07
13.21
0.11
8.36
90
5486
-14.5
568.2
12
1731
6
1630
3.81
96.19
-1.83
906.68
2770.39
2.14
320.01
570.92
854.49
-2.69
310.06
556.21
854.98
-0.17
16.04
27.65
-0.15
16.05
27.26
%
Error
-0.3%
-2.0%
0.7%
-2.2%
0.9%
-1.1%
-1.5%
-3.2%
0.4%
2.0%
0.2%
-1.5%
3.8%
5.0%
-0.1%
1.9%
0.0%
0.2%
2.0%
2.0%
0.3%
-0.3%
1.0%
0.5%
0.4%
-0.5%
1.9%
0.7%
-0.5%
1.9%
-0.1%
Slope
1.013
1 030
1.022
1.003
0.985
1.007
0.986
-- Post-Test Cal
Monitor
Response
-0.06
13.70
0.11
8.77
98
5663
-16.6
597.0
5
1680
6
1707
2.83
95.41
49.44
3305.05
38.02
935.73
13.12
853.94
-0.15
28.67
0.21
28.17
Date: 9-27
Intercept
0.064
-0115
-96.003
15.611
-8.226
-5.751
-3.274
Check --
%
Error
-0.2%
-0.0%
0.7%
0.4%
1.0%
0.6%
-1.7%
-0.3%
0.2%
0.3%
0.2%
1.1%
2.8%
4.2%
1.6%
17.8%
3.8%
8.5%
1.3%
0.3%
-0.5%
2.7%
0.2%
1.7%
-00
%
Drift
0.0%
2.0%
0.0%
2.6%
0.1%
1.8%
-0.2%
2.9%
-0.2%
-1.7%
0.0%
2.6%
-1.0%
-0.8%
1.7%
17.8%
3.6%
8.1%
1.6%
-0.1%
0.0%
1.0%
0.4%
0.9%
D-21
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990Kenworth
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-3000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Test Number:
Monitor
Stage 1 CO2
Stage 2 CO2
PM Diluent CO
Forward NOx
Rearward NOx
Slope
1.018
0.998
0.994
0.947
0.976
with rebuilt Detroit Diesel Series 60 Engine
5H3&6
Intercept
35.900
1.705
-4.065
0.143
-0.205
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
20.88
0.00
4.81
8.71
13.50
0
3000
5600
8510
0.0
303.0
600.0
902.0
0
903
1672
2547
0
903
1674
2548
0.00
30.60
60.00
91.20
0.00
851.00
1510.00
2770.00
0.00
300.00
551.00
851.00
0.00
300.00
551.00
851.00
0.10
15.10
27.30
43.50
0.10
15.10
27.30
43.50
Monitor
Reading
-0.09
7.53
13.95
20.88
0.10
4.87
8.73
58
2962
5616
-5.0
319.1
608.0
907.0
1.5
954.8
1676.1
2554.1
7.3
873.3
1668.5
2542.1
-0.20
28.71
60.84
91.89
4.58
925.90
2723.69
7.81
313.54
563.29
856.87
-2.69
310.06
556.21
854.98
-0.17
16.04
27.65
-0.15
16.05
27.26
%
Error
-0.3%
0. 1 %
1.0%
-0.0%
0.6%
0.4%
0. 1 %
NA
0.6%
-0.4%
0.2%
NA
-0.5%
1.6%
0.8%
0.5%
0.0%
1.7%
0. 1 %
0.2%
0.2%
-1.0%
-0.2%
-0.2%
-0.2%
-1.9%
0.8%
0.7%
0.2%
2.5%
NA
-1.5%
0.8%
1.4%
1.2%
0.6%
-0.3%
1.0%
0.5%
0.4%
-0.5%
1.9%
0.7%
NA
-0.5%
1.9%
-0. 1 %
NA
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
-0.06
13.70
0.11
8.77
98
5663
-16.6
597.0
5
1680
6
1707
3.52
96.19
4.58
925.90
2723.69
7.81
313.54
563.29
856.87
13.12
853.94
-0.15
28.67
0.21
28.17
%
Error
-0.2%
-0.0%
0.7%
0.4%
1.0%
0.6%
-1.7%
-0.3%
0.2%
0.3%
0.2%
1.1%
3.5%
5.0%
0.2%
2.5%
-1.5%
0.8%
1.4%
1.2%
0.6%
1.3%
0.3%
-0.5%
2.7%
0.2%
1.7%
Slope
0.999
1 004
1.005
0.991
1.002
0.980
0.972
-- Post-Test Cal
Monitor
Response
-0.08
13.58
0.11
8.80
100
5676
-10.6
586.3
7
1669
3
1719
0.98
95.90
-75.07
2645.26
-11.23
845.64
-4.94
866.46
-0.15
28.67
0.21
28.17
Date: 9-27
Intercept
0.072
-0111
-99.539
13.492
-5.871
-4.449
-2.184
Check --
%
Error
-0.3%
-0.5%
0.7%
0.5%
1.0%
0.8%
-1.1%
-1.4%
0.2%
-0. 1 %
0. 1 %
1.5%
1.0%
4.7%
-2.5%
-4.2%
-1.1%
-0.5%
-0.5%
1.5%
-0.5%
2.7%
0.2%
1.7%
-00
%
Drift
-0. 1 %
-0.5%
-0.0%
0.1%
0.0%
0.1%
0.6%
-1.1%
0. 1 %
-0.4%
-0.1%
0.4%
-2.5%
-0.3%
-2.7%
-2.6%
-1.9%
-1.1%
-1.8%
1.3%
0.0%
0.0%
0.0%
0.0%
D-22
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-3000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Test Number:
Monitor
Stage 1 CO2
Stage 2 CO2
PM Diluent CO
Forward NOx
Rearward NOx
5H3&6b
Slope
1.000
0.976
0.989
0.991
1.015
Intercept
42.095
21.510
0.815
0.126
-0.139
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
20.88
0.00
4.81
8.71
13.50
0
3000
5600
8510
0.0
303.0
600.0
902.0
0
903
1672
2547
0
903
1674
2548
0.00
30.60
60.00
91.20
0.00
851.00
1510.00
2770.00
0.00
300.00
551.00
851.00
0.00
300.00
551.00
851.00
0.10
15.10
27.30
43.50
0.10
15.10
27.30
43.50
Monitor
Reading
-0.10
7.67
13.90
20.91
0.11
4.92
8.76
1
2962
5614
-1.7
307.3
592.7
898.4
1.5
954.8
1676.1
2554.1
4.1
888.9
1640.6
2550.9
-0.88
30.86
61.43
91.31
-7.32
917.05
2723.69
-5.55
295.04
544.13
844.60
-4.09
296.94
534.12
843.81
-0.40
15.80
27.14
-0.06
15.96
27.15
%
Error
-0.4%
0.7%
0.8%
0. 1 %
0.7%
0.7%
0.3%
NA
0.0%
-0.4%
0. 1 %
NA
-0.2%
0.4%
-0.7%
-0.4%
0.0%
1.7%
0. 1 %
0.2%
0.1%
-0.5%
-1.1%
0. 1 %
-0.9%
0.3%
1.4%
0. 1 %
-0.2%
2.2%
NA
-1.5%
-0.6%
-0.5%
-0.7%
-0.6%
-0.4%
-0.3%
-1.7%
-0.7%
-1.0%
1.4%
-0.3%
NA
-0.3%
1.7%
-0.3%
NA
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
-0.09
13.86
0.10
8.78
71
5632
-9.5
588.1
7
1666
4
1627
-0.78
90.72
-7.32
917.05
2723.69
-5.55
295.04
544.13
844.60
-4.09
296.94
534.12
843.81
-0.40
15.80
27.14
-0.06
15.96
27.15
%
Error
-0.3%
0.6%
0.6%
0.4%
0.7%
0.3%
-1.0%
-1.2%
0.2%
-0.2%
0.1%
-1.6%
-0.8%
-0.5%
-0.2%
2.2%
-1.5%
-0.6%
-0.5%
-0.7%
-0.6%
-0.4%
-0.3%
-1.7%
-0.7%
-1.0%
1.4%
-0.3%
-0.3%
1.7%
-0.3%
Slope
0.982
1 005
1.011
0.998
1.030
1.024
0.999
-- Post-Test Cal
Monitor
Response
-0.11
13.85
0.11
8.76
130
5651
-19.0
586.1
5
1594
2
1648
4.79
95.80
-76.90
2734.68
-38.51
854.74
2.44
876.04
0.14
27.70
0.34
26.93
Date: 9-27
Intercept
0.095
-0 106
-101.527
14.250
-6. 1 83
-3.151
-2.001
Check --
%
Error
-0.4%
0.6%
0.7%
0.3%
1.3%
0.5%
-1.9%
-1.4%
0.2%
-2.6%
0. 1 %
-0.9%
4.8%
4.6%
-2.6%
-1.2%
-3.9%
0.4%
0.2%
2.5%
0. 1 %
0.8%
0.5%
-0.7%
-00
%
Drift
-0. 1 %
-0.0%
0.0%
-0.1%
0.6%
0.2%
-1.0%
-0.2%
-0.0%
-2.4%
-0.1%
0.7%
5.6%
5. 1 %
-2.3%
0.4%
-3.3%
1.0%
0.7%
3.2%
0.5%
0.6%
0.4%
-0.2%
D-23
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990Kenworth
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-3000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Test Number:
Monitor
Stage 1 CO2
Stage 2 CO2
PM Diluent CO
Forward NOx
Rearward NOx
Slope
NA
0.967
0.987
0.969
1.021
with rebuilt Detroit Diesel Series 60 Engine
5E3&6
Intercept
NA
33.599
13.311
-0.019
-0.304
Direct Calibration
Gas Tag
Value
0.00
7.50
13.70
20.88
0.00
4.81
8.71
13.50
0
3000
5600
8510
0.0
303.0
600.0
902.0
0
903
1672
2547
0
903
1674
2548
0.00
30.60
60.00
91.20
0.00
851.00
1510.00
2770.00
0.00
300.00
551.00
851.00
0.00
300.00
551.00
851.00
0.10
15.10
27.30
43.50
0.10
15.10
27.30
43.50
Monitor
Reading
-0.10
7.67
13.90
20.91
0.11
4.92
8.76
1
2962
5614
-1.7
307.3
592.7
898.4
ERR
ERR
ERR
ERR
4.1
888.9
1640.6
2550.9
-0.88
30.86
61.43
91.31
-7.32
917.05
2723.69
-5.55
295.04
544.13
844.60
-4.09
296.94
534.12
843.81
-0.40
15.80
27.14
-0.06
15.96
27.15
%
Error
-0.4%
0.7%
0.8%
0. 1 %
0.7%
0.7%
0.3%
NA
0.0%
-0.4%
0. 1 %
NA
-0.2%
0.4%
-0.7%
-0.4%
ERR
ERR
ERR
ERR
0.1%
-0.5%
-1.1%
0. 1 %
-0.9%
0.3%
1.4%
0. 1 %
-0.2%
2.2%
NA
-1.5%
-0.6%
-0.5%
-0.7%
-0.6%
-0.4%
-0.3%
-1.7%
-0.7%
-1.0%
1.4%
-0.3%
NA
-0.3%
1.7%
-0.3%
NA
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
-0.11
13.85
0.11
8.76
130
5651
-19.0
586.1
5
1594
2
1648
4.79
95.80
-76.90
2734.68
-38.51
854.74
2.44
876.04
0.14
27.70
0.34
26.93
%
Error
-0.4%
0.6%
0.7%
0.3%
1.3%
0.5%
-1.9%
-1.4%
0.2%
-2.6%
0.1%
-0.9%
4.8%
4.6%
-2.6%
-1.2%
-3.9%
0.4%
0.2%
2.5%
0.1%
0.8%
0.5%
-0.7%
Slope
0.981
1 007
1.011
0.992
1.068
1.012
1.003
-- Post-Test Cal
Monitor
Response
-0.08
13.89
0.10
8.75
81
5639
-19.2
584.8
4
1548
2
1664
4.39
95.21
-94.60
2524.72
-31.01
836.55
-29.42
821.78
-0.10
28.70
0.26
27.14
Date: 9-27
Intercept
0.090
-0 106
-106.672
18.960
-5. 1 60
-1.927
-4.604
Check --
%
Error
-0.3%
0.8%
0.6%
0.2%
0.8%
0.4%
-1.9%
-1.5%
0.1%
-4.1%
0. 1 %
-0.3%
4.4%
4.0%
-3.2%
-8.2%
-3.1%
-1.4%
-2.9%
-2.9%
-0.4%
2.8%
0.3%
-0.3%
/28-OQ
%
Drift
0. 1 %
0.1%
-0.0%
-0.1%
-0.5%
-0.1%
-0.0%
-0.1%
-0.0%
-1.5%
-0.0%
0.5%
-0.4%
-0.6%
-0.6%
-7.0%
0.8%
-1.8%
-3.2%
-5.4%
-0.2%
1.0%
-0. 1 %
0.2%
D-24
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Test Number: 5FOC Monitor
Slope
Date:
Intercept
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-3000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Monitor
Stage 1 CO2
Stage 2 CO2
PM Diluent CO
Forward NOx
Rearward NOx
Slope
NA
NA
1.008
0.985
1.035
Intercept
NA
NA
-0.154
-0.022
-0.081
Direct Calibration
Gas Tag
Value
0.00
7.50
13.76
20.88
0.00
4.81
8.71
13.62
0
3000
5600
8600
0.0
303.0
600.0
902.0
0
903
1672
2547
0
903
1674
2548
0.00
30.60
60.60
91.20
0.00
851.00
1510.00
2770.00
0.00
300.00
549.00
851.00
0.00
300.00
549.00
851.00
0.10
15.10
27.30
44.70
0.10
15.10
27.30
44.70
Monitor
Reading
-0.04
7.54
13.70
20.81
0.08
5.08
9.03
13.54
27
3008
5714
8620
8.1
311.2
612.4
913.8
-0.6
904.4
1662.0
2550.3
-3.2
891.5
1656.7
2555.6
-0.10
31.64
61.04
91.21
-10.99
887.15
2753.60
-3.42
308.29
562.38
862.91
-1.34
302.73
553.53
850.28
-0.15
15.85
27.38
0.05
16.05
27.44
%
Error
-0.2%
0.2%
-0.2%
-0.3%
0.5%
1.7%
2.0%
-0.5%
0.3%
0. 1 %
1.1%
0.2%
0.8%
0.8%
1.2%
1.2%
-0.0%
0.0%
-0.3%
0. 1 %
-0.1%
-0.4%
-0.6%
0.3%
-0. 1 %
1.0%
0.4%
0.0%
-0.4%
1.2%
NA
-0.5%
-0.3%
0.8%
1.3%
1.2%
-0.1%
0.3%
0.5%
-0. 1 %
-0.5%
1.5%
0.2%
NA
-0. 1 %
1.9%
0.3%
NA
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
-0.02
13.73
0.08
8.98
61
5695
0.5
604.7
1
1562
-6
1658
0.39
62.70
-10.99
887.15
2753.60
-3.42
308.29
562.38
862.91
-1.34
302.73
553.53
850.28
-0.15
15.85
27.38
0.05
16.05
27.44
%
Error
-0. 1 %
-0.1%
0.5%
1.7%
0.6%
0.9%
0.0%
0.5%
0.0%
-3.7%
-0.2%
-0.5%
0.4%
2.1%
-0.4%
1.2%
-0.5%
-0.3%
0.8%
1.3%
1.2%
-0. 1 %
0.3%
0.5%
-0.1%
-0.5%
1.5%
0.2%
-0.1%
1.9%
0.3%
1.008
0 977
0.989
0.989
1.084
1.028
0.978
-- Post-Test Cal
Monitor
Response
0.03
13.58
0.10
9.03
72
5758
-9.8
599.0
6
1530
13
1606
2.73
64.36
45.47
3205.57
-56.64
489.01
1.65
536.32
0.19
28.09
0.11
25.45
-0.005
-0 088
-65.787
4.589
-3.334
-3.916
-1.528
Check --
%
Error
0.1%
-0.7%
0.6%
2.0%
0.7%
1.6%
-1.0%
-0. 1 %
0.2%
-4.7%
0.4%
-2.3%
2.7%
3.8%
1.5%
14.5%
-5.7%
-6.0%
0.2%
-1.3%
0.2%
1.6%
0.0%
-3.7%
%
Drift
0.2%
-0.6%
0. 1 %
0.3%
0.1%
0.6%
-1.0%
-0.6%
0.2%
-1.1%
0.6%
-1.7%
2.3%
1.7%
1.9%
15.1%
-5.3%
-7.3%
0.3%
-1.7%
0.3%
0.7%
0.1%
-2.0%
D-25
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-3000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Test Number:
Monitor
Stage 1 CO2
Stage 2 CO2
PM Diluent CO
Forward NOx
Rearward NOx
5FOV
Slope
1.049
0.995
1.008
0.985
1.035
Intercept
-5.762
-0.455
-0.154
-0.022
-0.081
Direct Calibration
Gas Tag
Value
0.00
7.50
13.76
20.88
0.00
4.81
8.71
13.62
0
3000
5600
8600
0.0
303.0
600.0
902.0
0
903
1672
2547
0
903
1674
2548
0.00
30.60
60.60
91.20
0.00
851.00
1510.00
2770.00
0.00
300.00
549.00
851.00
0.00
300.00
549.00
851.00
0.10
15.10
27.30
44.70
0.10
15.10
27.30
44.70
Monitor
Reading
-0.04
7.54
13.70
20.81
0.08
5.08
9.03
13.54
27
3008
5714
8620
8.1
311.2
612.4
913.8
-0.6
904.4
1662.0
2550.3
-3.2
891.5
1656.7
2555.6
-0.10
31.64
61.04
91.21
-14.04
859.99
2758.79
-1.77
302.25
549.74
859.74
-1.34
302.73
553.53
850.28
-0.15
15.85
27.38
0.05
16.05
27.44
%
Error
-0.2%
0.2%
-0.2%
-0.3%
0.5%
1.7%
2.0%
-0.5%
0.3%
0. 1 %
1.1%
0.2%
0.8%
0.8%
1.2%
1.2%
-0.0%
0.0%
-0.3%
0. 1 %
-0.1%
-0.4%
-0.6%
0.3%
-0. 1 %
1.0%
0.4%
0.0%
-0.5%
0.3%
NA
-0.4%
-0.2%
0.2%
0. 1 %
0.9%
-0.1%
0.3%
0.5%
-0. 1 %
-0.5%
1.5%
0.2%
NA
-0. 1 %
1.9%
0.3%
NA
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
-0.02
13.73
0.08
8.98
61
5695
0.5
604.7
1
1562
-6
1658
0.39
62.70
-14.04
859.99
2758.79
-1.77
302.25
549.74
859.74
-1.34
302.73
553.53
850.28
-0.15
15.85
27.38
0.05
16.05
27.44
%
Error
-0. 1 %
-0.1%
0.5%
1.7%
0.6%
0.9%
0.0%
0.5%
0.0%
-3.7%
-0.2%
-0.5%
0.4%
2.1%
-0.5%
0.3%
-0.4%
-0.2%
0.2%
0.1%
0.9%
-0. 1 %
0.3%
0.5%
-0.1%
-0.5%
1.5%
0.2%
-0.1%
1.9%
0.3%
Slope
1.008
0 977
0.989
0.989
1.084
1.028
0.978
-- Post-Test Cal
Monitor
Response
0.03
13.58
0.10
9.03
72
5758
-9.8
599.0
6
1530
13
1606
2.73
64.36
25.02
773.62
2.69
555.24
1.65
536.32
0.19
28.09
0.11
25.45
Date: 10-10-00
Intercept
-0.005
-0 088
-65.787
4.589
-3.334
-3.916
-1.528
Check --
%
Error
0.1%
-0.7%
0.6%
2.0%
0.7%
1.6%
-1.0%
-0. 1 %
0.2%
-4.7%
0.4%
-2.3%
2.7%
3.8%
0.8%
-2.6%
0.3%
0.6%
0.2%
-1.3%
0.2%
1.6%
0.0%
-3.7%
%
Drift
0.2%
-0.6%
0. 1 %
0.3%
0.1%
0.6%
-1.0%
-0.6%
0.2%
-1.1%
0.6%
-1.7%
2.3%
1.7%
1.3%
-2.9%
0.4%
0.5%
0.3%
-1.7%
0.3%
0.7%
0.1%
-2.0%
D-26
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-3000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Test Number:
Monitor
Stage 1 CO2
Stage 2 CO2
PM Diluent CO
Forward NOx
Rearward NOx
5hO
Slope
1.006
0.989
1.006
1.018
1.018
Intercept
-6.905
4.016
-0.706
0.129
-0.035
Direct Calibration
Gas Tag
Value
0.00
7.50
13.76
20.88
0.00
4.81
8.71
13.62
0
3000
5600
8600
0.0
303.0
600.0
902.0
0
903
1672
2547
0
903
1674
2548
0.00
30.60
60.60
91.20
0.00
851.00
1510.00
2770.00
0.00
300.00
549.00
851.00
0.00
300.00
549.00
851.00
0.10
15.10
27.30
44.70
0.10
15.10
27.30
44.70
Monitor
Reading
0.02
7.60
13.80
20.89
0.08
5.04
9.04
13.42
49
3009
5730
8554
0.4
312.9
606.1
909.4
-1.2
914.1
1696.9
2537.4
-2.6
878.9
1645.3
2540.9
-0.29
31.35
60.84
90.33
-5.80
898.44
2767.94
-2.99
301.70
554.50
855.10
-1.77
298.52
550.84
842.59
-0.29
15.58
26.92
0.00
15.85
27.23
%
Error
0.1%
0.4%
0. 1 %
0.0%
0.5%
1.5%
2. 1 %
-1.2%
0.5%
0.1%
1.3%
-0.5%
0.0%
1.0%
0.6%
0.7%
-0.0%
0.4%
0.8%
-0.3%
-0.1%
-0.8%
-1.0%
-0.2%
-0.3%
0.7%
0.2%
-0.9%
-0.2%
1.6%
NA
-0. 1 %
-0.3%
0.2%
0.6%
0.4%
-0.2%
-0.1%
0.2%
-0.8%
-0.8%
1.0%
-0.8%
NA
-0.2%
1.5%
-0. 1 %
NA
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
0.04
13.80
0.08
9.03
35
5732
4.4
604.6
2
1602
-2
1632
-0.29
62.40
-5.80
898.44
2767.94
-2.99
301.70
554.50
855.10
-1.77
298.52
550.84
842.59
-0.29
15.58
26.92
0.00
15.85
27.23
%
Error
0. 1 %
0.1%
0.5%
2.0%
0.3%
1.3%
0.4%
0.5%
0. 1 %
-2.3%
-0. 1 %
-1.4%
-0.3%
1.8%
-0.2%
1.6%
-0.1%
-0.3%
0.2%
0.6%
0.4%
-0.2%
-0. 1 %
0.2%
-0.8%
-0.8%
1.0%
-0.8%
-0.2%
1.5%
-0.1%
Slope
0.997
0 968
0.987
0.998
1.019
1.034
ERR
-- Post-Test Cal
Monitor
Response
0.02
13.85
0.11
9.16
101
5747
-6.6
596.2
10
1691
5
1609
4.69
19.53
2754.52
-5.13
547.24
3.17
541.93
0.04
26.45
0.06
26.45
Date: 10-1
Intercept
-0.028
-0 092
-67.077
1.096
-6.272
-1.363
ERR
Check --
%
Error
0.1%
0.4%
0.7%
2.8%
1.0%
1.5%
-0.7%
-0.4%
0.3%
0.6%
0.2%
-2.2%
4.7%
0.7%
-0.5%
-0.5%
-0.2%
0.3%
-0.7%
-0. 1 %
-1.7%
-0. 1 %
-1.7%
1-00
%
Drift
-0. 1 %
0.2%
0. 1 %
0.8%
0.7%
0.2%
-1.1%
-0.8%
0.3%
3.0%
0.2%
-0.8%
5.0%
0.8%
-0.4%
-0.2%
-0.7%
0.5%
-0.9%
0.3%
-0.5%
0.1%
-0.8%
D-27
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-3000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Test Number:
Monitor
Stage 1 CO2
Stage 2 CO2
PM Diluent CO
Forward NOx
Rearward NOx
5eO
Slope
0.928
0.969
0.969
1.028
1.001
Intercept
-0.849
-5.088
-8.134
0.060
-0.147
Direct Calibration
Gas Tag
Value
0.00
7.50
13.76
20.88
0.00
4.81
8.71
13.62
0
3000
5600
8600
0.0
303.0
600.0
902.0
0
903
1672
2547
0
903
1674
2548
0.00
30.60
60.60
91.20
0.00
851.00
1510.00
2770.00
0.00
300.00
549.00
851.00
0.00
300.00
549.00
851.00
0.10
15.10
27.30
44.70
0.10
15.10
27.30
44.70
Monitor
Reading
0.01
7.66
13.95
20.86
0.08
5.12
9.07
13.66
35
3002
5725
8542
-5.0
300.7
594.5
899.3
0.6
921.4
1664.6
2531.0
-4.1
886.5
1651.5
2559.1
-0.20
30.57
61.33
90.72
-20.45
871.89
2744.14
8.73
308.84
567.93
863.16
-1.83
304.32
557.01
847.96
-0.30
15.48
26.72
0.07
16.03
27.52
%
Error
0.1%
0.6%
0.8%
-0. 1 %
0.5%
1.9%
2.2%
0.2%
0.3%
0.0%
1.3%
-0.6%
-0.5%
-0.2%
-0.6%
-0.3%
0.0%
0.6%
-0.2%
-0.5%
-0.1%
-0.5%
-0.8%
0.4%
-0.2%
-0.0%
0.7%
-0.5%
-0.7%
0.7%
NA
-0.9%
0.9%
0.9%
1.9%
1.2%
-0.2%
0.4%
0.8%
-0.3%
-0.8%
0.8%
-1.2%
NA
-0.1%
1.9%
0.4%
NA
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
0.04
13.88
0.09
9.04
55
5749
-12.2
597.5
6
1600
-2
1661
3.03
64.16
-20.45
871.89
2744.14
8.73
308.84
567.93
863.16
-1.83
304.32
557.01
847.96
-0.30
15.48
26.72
0.07
16.03
27.52
%
Error
0.2%
0.5%
0.6%
2.1%
0.5%
1.5%
-1.2%
-0.2%
0.2%
-2.4%
-0. 1 %
-0.4%
3.0%
3.6%
-0.7%
0.7%
-0.9%
0.9%
0.9%
1.9%
1.2%
-0.2%
0.4%
0.8%
-0.3%
-0.8%
0.8%
-1.2%
-0. 1 %
1.9%
0.4%
Slope
0.999
0 972
1.002
0.986
0.996
NA
1.005
-- Post-Test Cal
Monitor
Response
0.04
13.76
0.13
9.10
114
5597
-23.9
582.8
16
1779
5
1501
4.69
64.16
22.28
963.74
1.77
575.38
18.62
592.65
0.18
26.25
0.22
27.32
Date: 10-12-00
Intercept
-0.040
-0 106
-84.733
17.822
-11.238
NA
-3.876
Check --
%
Error
0.2%
-0.0%
0.8%
2.4%
1.1%
-0.0%
-2.4%
-1.7%
0.5%
3.6%
0.2%
-5.8%
4.7%
3.6%
0.7%
3.8%
0.2%
2.6%
1.9%
4.4%
0.2%
-2. 1 %
0.2%
0.0%
%
Drift
-0.0%
-0.5%
0.2%
0.3%
0.6%
-1.5%
-1.2%
-1.5%
0.3%
6.0%
0.2%
-5.3%
1.7%
0.0%
1.4%
3.1%
-0.7%
0.7%
2.0%
3.6%
0.5%
-0.5%
0. 1 %
-0.2%
D-28
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-3000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Test Number:
Monitor
Stage 1 CO2
Stage 2 CO2
PM Diluent CO
Forward NOx
Rearward NOx
Slope
NA
NA
1.002
1.034
1.040
ERR
Intercept
NA
NA
-8.348
0.220
-0.211
Direct Calibration
Gas Tag
Value
0.00
7.50
13.76
20.88
0.00
4.81
8.71
13.62
0
3000
5600
8600
0.0
303.0
600.0
902.0
0
903
1672
2547
0
903
1674
2548
0.00
30.60
60.60
91.20
0.00
851.00
1510.00
2770.00
0.00
300.00
549.00
851.00
0.00
300.00
549.00
851.00
0.10
15.10
27.30
44.70
0.10
15.10
27.30
44.70
Monitor
Reading
0.03
7.64
13.92
20.84
0.08
5.08
8.98
13.59
6
2962
5695
8536
-4.6
296.6
599.6
897.8
2.6
923.7
1674.9
2555.0
29.0
960.9
1635.6
2552.3
0.49
29.88
62.30
91.99
-3.66
881.04
2792.66
-3.36
300.60
545.65
840.52
-1.28
302.12
552.43
843.44
-0.10
15.44
26.60
-0.00
16.07
27.62
%
Error
0.1%
0.6%
0.6%
-0.2%
0.5%
1.7%
1.7%
-0.2%
0.1%
-0.4%
0.9%
-0.6%
-0.5%
-0.6%
-0.0%
-0.4%
0.1%
0.7%
0. 1 %
0.3%
1.0%
1.9%
-1.3%
0. 1 %
0.5%
-0.7%
1.7%
0.8%
-0. 1 %
1.0%
NA
0.8%
-0.3%
0.1%
-0.3%
-1.0%
-0.1%
0.2%
0.3%
-0.8%
-0.4%
0.7%
-1.4%
NA
-0.2%
1.9%
0.6%
NA
Monitor
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
0.02
21.01
0.10
9.07
71
5756
-7.6
591.8
4
1697
1
1546
1.95
57.71
-3.66
881.04
2792.66
-3.36
300.60
545.65
840.52
-1.28
302.12
552.43
843.44
-0.10
15.44
26.60
-0.00
16.07
27.62
%
Error
0. 1 %
0.5%
0.6%
2.3%
0.7%
1.6%
-0.8%
-0.8%
0. 1 %
0.8%
0.0%
-4.3%
2.0%
-2.9%
-0. 1 %
1.0%
0.8%
-0.3%
0. 1 %
-0.3%
-1.0%
-0. 1 %
0.2%
0.3%
-0.8%
-0.4%
0.7%
-1.4%
-0.2%
1.9%
0.6%
Slope
0.991
0 965
0.986
0.995
NA
NA
NA
-- Post-Test Cal
Monitor
Response
0.03
21.19
0.11
9.19
110
5781
-28.9
577.8
11
1834
11
1513
-0.68
69.73
44.86
2493.29
-88.38
469.85
17.94
560.00
-0.32
25.81
0.41
25.30
Date: 10-'
Intercept
-0.028
-0101
-89.097
18.158
NA
NA
NA
Check --
%
Error
0.1%
1.2%
0.7%
3.0%
1.1%
1.8%
-2.9%
-2.2%
0.4%
5.4%
0.4%
-5.4%
-0.7%
9. 1 %
1.5%
-9.2%
-8.8%
-7.9%
1.8%
1.1%
-0.8%
-3.0%
0.6%
-4.0%
13-00
%
Drift
0.0%
0.7%
0. 1 %
0.7%
0.4%
0.3%
-2. 1 %
-1.4%
0.2%
4.6%
0.3%
-1.1%
-2.6%
12.0%
1.6%
-10.0%
-8.5%
-7.6%
1.9%
0.8%
-0.2%
-0.8%
0.4%
-2.3%
D-29
-------
PRE-TESTAND POST-TEST CALIBRATION SUMMARY
Source Description: 1990 Kenworth with rebuilt Detroit Diesel Series 60 Engine
Test Number: 5f-seq2 Monitor
Slope
Date:
Intercept
Monitor
(Units)
Range
Horiba
(% O2)
0-25%
Horiba
(% C02)
0-16%
Horiba
(ppm CO)
0-10000 ppm
Siemens
(ppm CO)
0-1000 ppm
Horiba
(ppm NOx)
0-3000 ppm
TECO
(ppm NO)
0-3000 ppm
Horiba
(ppm THC)
0-100 ppm
Stage 1
(ppm CO2)
0-3000 ppm
Stage 2
(ppm CO2)
0-1000 ppm
Diluent
(ppm CO2)
0-1000 ppm
Forward
(ppm NOx)
0-50 ppm
Rearward
(ppm NOx)
0-50 ppm
Monitor
Stage 1 CO2
Stage 2 CO2
PM Diluent CO
Forward NOx
Rearward NOx
Slope
1.007
1.028
1.018
1.037
ERR
Intercept
-37.033
-3.731
-3.138
0.073
ERR
Direct Calibration
Gas Tag
Value
0.00
7.50
13.76
20.88
0.00
4.81
8.71
13.62
0
3000
5600
8600
0.0
303.0
600.0
902.0
0
903
1672
2547
0
903
1674
2548
0.00
30.60
60.60
91.20
0.00
851.00
1510.00
2750.00
0.00
300.00
549.00
851.00
0.00
300.00
549.00
851.00
0.10
15.10
27.30
44.70
0.10
15.10
27.30
44.70
Monitor
Reading
-0.45
7.29
13.62
20.81
0.11
4.96
8.83
13.55
-10
2965
5654
8604
5.1
313.7
604.6
908.4
4.7
906.4
1657.0
2557.6
-1.2
897.7
1659.1
2551.5
-0.78
29.88
61.33
90.04
-14.34
886.84
1633.91
2699.28
-8.61
290.83
559.51
848.08
-5.86
311.40
560.42
848.69
0.05
15.97
27.46
%
Error
-1.8%
-0.8%
-0.5%
-0.3%
0.7%
0.9%
0.8%
-0.5%
-0.1%
-0.3%
0.5%
0.0%
0.5%
1.1%
0.5%
0.6%
0.2%
0. 1 %
-0.5%
0.4%
-0.0%
-0.2%
-0.5%
0. 1 %
-0.8%
-0.7%
0.7%
-1.2%
-0.5%
1.2%
4. 1 %
-1.7%
-0.9%
-0.9%
1.1%
-0.3%
-0.6%
1.1%
1.1%
-0.2%
-0. 1 %
1.7%
0.3%
NA
NA
NA
NA
NA
Horiba O2
Horiba CO2
Horiba CO
Siemens CO
Horiba NOx
TECO NOx
Horiba THC
-- P re-Test Cal Check -
Monitor
Response
-0.42
13.56
0.11
8.90
51
5702
4.3
601.0
8
1692
-4
1634
-1.27
61.72
-14.34
886.84
1633.91
2699.28
-8.61
290.83
559.51
848.08
-5.86
311.40
560.42
848.69
0.05
15.97
27.46
%
Error
-1.7%
-0.8%
0.7%
1.2%
0.5%
1.0%
0.4%
0.1%
0.3%
0.7%
-0. 1 %
-1.3%
-1.3%
1.1%
-0.5%
1.2%
4.1%
-1.7%
-0.9%
-0.9%
1.1%
-0.3%
-0.6%
1.1%
1.1%
-0.2%
-0.1%
1.7%
0.3%
0.978
0 979
0.987
0.998
1.012
1.060
0.964
-- Post-Test Cal
Monitor
Response
-0.42
13.75
0.14
9.14
87
5788
-5.1
600.5
6
1627
6
1525
1.66
64.36
87.89
2835.69
15.87
516.36
12.02
524.35
-0.19
25.07
0.407
-0121
-67.738
0.426
-7.262
-0.932
-0.188
Check --
%
Error
-1.7%
-0.0%
0.9%
2.7%
0.9%
1.9%
-0.5%
0.0%
0.2%
-1.5%
0.2%
-5.0%
1.7%
3.8%
2.9%
2.9%
1.6%
-3.3%
1.2%
-2.5%
-0.6%
-4.5%
%
Drift
0.0%
0.8%
0.2%
1.5%
0.4%
0.9%
-0.9%
-0.0%
-0.0%
-2.2%
0.3%
-3.7%
2.9%
2.6%
3.4%
4.5%
2.4%
-4.3%
1.8%
-3.6%
-0.2%
-2.4%
D-30
-------
TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
1. REPORT NO.
EPA-600/R-01-079
3. RECIPIENTS ACCESSION NO.
4. TITLE AND SUBTITLE
Heavy Duty Diesel Fine Particulate Matter Emissions:
Development and Application of On-roaci Measurement
Capabilities
5. REPORT DATE
October 2001
6. PERFORMING ORGANIZATION CODE
7. AUTHORS
J. Edward Brown
8. PERFORMING ORGANIZATION REPORT NO
9. PERFORMING ORGANIZATION NAME AND ADDRESS
ARCADIS Geraghty & Miller, Inc.
P.O. Box 13109
Research Triangle Park, North Carolina 27709
10. PROGRAM ELEMENT NO.
11. CONTRACT/GRANT NO.
68-099-201, W.A. 2-028
12. SPONSORING AGENCY NAME AND ADDRESS
U. S. EPA, Office of Research and Development
Air Pollution Prevention and Control Division
Research Triangle Park. North Carolina 27711
13. TYPE OF REPORT AND PERIOD COVERED
Final; 10/1/00 - 9/1/01
14. SPONSORING AGENCY CODE
EPA/600/13
15 SUPPLEMENTARY NOTES
project officer is John S. Kinsey, Mail Drop 61, 919/541-4121.
16 ABSTRACT
report discusses EPA's On-road Diesel Emissions Characterization Facility,
which has been collecting real-world gaseous emissions data for the past 6 years. It has
recently undergone extensive modifications to enhance its particulate matter (PM) mea-
surement capabilities, with specific- emphasis on fine PM or PM-2.5 (particles smaller
than 2.5 micrometers in aerodynamic diameter). At present the facility's capabilities
are focused on continuous sampling and analysis, using fast-responding instruments such
as the Electrical Low-pressure Impactor (ELPI), the Tapered-element Oscillating Micro-
balance (TEOM), and a particle-bound Polycyclic Aromatic Hydrocarbon (PAH) analyzer, all
of which require a dilute exhaust sample. This dilute sample has been drawn directly
from the vehicle exhaust via a stack dilution system, and sampled from the ambient ex-
haust plume via probes in the trailer. Dilute samples have also been collected on fil-
ters for chemical and gravimetric analysis. Experimental results indicate that stack
dilution sampling does not adequately represent real-world conditions as determined from
initial plume sampling. Therefore, future efforts will be directed toward improved
plume characterization techniques.
17.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b. IDENTIFIERS/OPEN ENDED TERMS
c. COSATI Field/Group
Pollution
Diesel Fuels
Combustion
Emission
Particles
Measurement
Sampling
Analyzing
Impactors
Microbalances
Hydrocarbons
Plumes
131
13B
21D
21B
14G 07C
14B
18. DISTRIBUTION STATEMENT
19. SECURITY CLASS (This Report)
21. NO. OF PAGES
145
20. SECURITY CLASS (This Page)
22. PRICE
EPA Fotm 2220-1 (Rev. 4-77 ) PREVIOUS EDITION IS OBSOLETE
D-31
fcxms/admn/techrpt.frm 7/8/99 pad
------- |