EPA-AA-AQAB-94-01
USER'S GUIDE
to
MOBILES
(MOBILE SOURCE EMISSION FACTOR MODEL)
May 1994
U.S. ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF AER AND RADIATION
OFFICE OF MOBILE SOURCES
EMISSION PLANNING AND STRATEGIES DIVISION
AIR QUALITY ANALYSIS BRANCH
2565 PLYMOUTH ROAD
ANN ARBOR, MICHIGAN 48105
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EPA-AA-AQAB-94-01
USER'S GUIDE
to
MOBILES
(MOBILE SOURCE EMISSION FACTOR MODEL)
May 1994
U.S. ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF AIR AND RADIATION
OFFICE OF MOBILE SOURCES
EMISSION PLANNING AND STRATEGIES DIVISION
AIR QUALITY ANALYSIS BRANCH
2565 PLYMOUTH ROAD
ANN ARBOR, MICHIGAN 48105
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DISCLAIMER
EPA is not responsible for the accuracy of any MOBILE5/MOBILE5a files, diskettes, or tapes that
were received from sources other than EPA or the National Technical Information Service (NTIS), or for the
accuracy of any draft MOBILE5/MOBILE5a files, diskettes, or tapes that may have been released prior to release
of the final MOBILESa program. Further, EPA is not responsible for the accuracy of MOBILE5/MOBILE5a
when modified by the user without consultation with EPA.
Mention of specific products, product or corporate names, or trademarks in no way constitutes
endorsement of same by the U.S. Government or by the Environmental Protection Agency.
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ABSTRACT
This document is the USER'S GUIDE to MOBILES. MOBILES is a computer program that estimates
hydrocarbon (HC), caibon monoxide (CO), and oxides of nitrogen (NOx) emission factors for gasoline-fueled and
diesel highway motor vehicles. The program uses the calculation procedures presented in Compilation of Air
Pollutant Emission Factors - Volume II: Highway Mobile Sources (AP-42, Fourth Edition, September 1985;
Supplement A to AP-42 Volume H, January 1991).
MOBILES calculates emission factors for eight individual vehicle types in two regions (low- and high-
altitude) of the country. MOBILES emission factor estimates depend on various conditions such as ambient
temperatures, average travel speed, operating modes, fuel volatility, and mileage accrual rates. Many of the
variables affecting vehicle emissions can be specified by the user. MOBILES will estimate emission factors for
any calendar year between 1960 and 2020, inclusive. The 25 most recent model years are considered to be in
operation in each calendar year. MOBILES supercedes MOBILE4.1, and is to be used by the States in the
preparation of the highway mobile source portion of the 1990 base year emission inventories required by the
Clean Air Act Amendments of 1990. Compared to MOBILE4.1, MOBILES incorporates several new options,
calculating methodologies, emission factor estimates, emission control regulations, and internal program
designs.
The MOBILES program was initially released December 4,1992, and a Federal Register notice of its
availability was published February 9, 1993 (58 FR 7780). Several Final Rulemakings (FRMs) affecting
vehicles and fuels, and hence emission levels, were approved in late 1992 and early 1993. The finalization of
these rules, and the detection of several errors in the MOBILES code, led OMS to update and correct MOBILES.
This updated version, MOBILESa, was released on March 26,1993, and its availability announced in the Federal
Register on May 20, 1993 (58 FR 29409). This document generally refers to "MOBILES" in the main text.
All such references in this document should be construed as referring to the most recent version of MOBILES,
which at the time of this writing is MOBILESa (26-March-93) as noted above.
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The source code and compiled (executable) code for MOBILES for the IBM PC and clones or for Apple
Macintosh computers, this User's Guide, all existing MOBILES Information Sheets (see Chapter 6), and
example input and output files are available electronically via modem connection through the EPA Technology
Transfer Network (TTN) computer Bulletin Board System (BBS). See Chapter 4, section 4.2, for details on
accessing MOBILES and related documentation using the TTN BBS.
Requests for hard copies of the MOBILES program diskette or tape, or for paper copies of this User's
Guide, should be directed to:
National Technical Information Service (NTIS)
U. S. Department of Commerce
5285 Port Royal Road
Springfield, Virginia 22161
Telephone: (703) 487-4650
Questions concerning MOBILES or this User's Guide should be directed to:
U. S. EPA National Vehicle and Fuel Emissions Laboratory
Office of Mobile Sources
2565 Plymouth Road
Ann Arbor, MI 48105
Attn: MOBILES Project
Telephone: (313) 668-4325
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TABLE OF CONTENTS
CHAPTER 1: TECHNICAL REVISIONS IN MOBILES
1.0 INTRODUCTION 1-1
1.1 REVISIONS TO EXHAUST EMISSION FACTORS 1-2
1.1.1 Revised Basic Emission Rate Equations for Model Year 1981
and Later Light-Duty Gas Vehicles and Light-Duty Gas Trucks 1-2
1.1.2 Changes in Federal Exhaust Emission Standards 1-4
1.1.3 Revisions to Light-Duty Truck Exhaust Emission Factors 1-4
1.1.4 California Low-Emitting Vehicle (LEV) Program 1-5
1.1.5 Revised Speed Correction Factors for LDGVs and LDGTs 1-7
1.1.6 Idle Emission Factors 1-8
1.2 REVISIONS TO EVAPORATIVE EMISSION FACTORS 1-8
1.2.1 Effects of New Evaporative Emission Test Procedure 1-8
1.2.2 New Pass/Fail Rates and Associated Emission
Levels for Functional Purge and Pressure Tests 1-9
1.2.3 Updated Hot Soak and Diurnal Emission Rates 1-10
1.2.4 Updated Running Loss Emission Estimates 1-10
1.3 INSPECTION AND MAINTENANCE PROGRAMS 1-11
1.3.1 Ability to Model Two Different 1/M Programs 1-11
1.3.2 Expanded User Input for Short Transient Test (IM240) 1-12
1.3.3 Expanded User Input for Evaporative Purge and Pressure Tests 1-12
1.3.4 Revisions to I/M Program Emission Credits 1-13
1.3.5 I/M Program Emission Testing Cutpoints 1-13
1.3.6 I/M Programs for Tier 1 Vehicles and for LEVs 1-15
1.4 FUELS AND FUEL PARAMETERS 1-15
1.4.1 Revision of Basic Emission Rates to Reflect Industry-Average Fuel Composition 1-15
1.4.2 Reformulated Gasoline 1-16
1.4.3 Oxygenated Fuels Impact on HC Emissions 1-16
1.5 MISCELLANEOUS REVISIONS 1-17
1.5.1 Updated Registration Distributions by Age and Annual Mileage Accumulation Rates 1-17
1.5.2 July 1 Month of Evaluation Option 1-18
CHAPTER 2: MOBILES INPUTS
2.0 INTRODUCTION 2-1
2.0.1 How to Read FORTRAN Format Specifications 2-3
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TABLE OF CONTENTS (continued)
2.1
CONTROL SECTION
2-4
2.2
2.3
2.1.1
2.1.2
2.1.3
2.1.4
2.1.5
2.1.6
2.1.7
PROMPT
IOUNEW
PROJID
TAMFLG
SPDFLG
VMFLAG
MYMRFG
2.1.8
2.1.9
2.1.10
2.1.11
2.1.12
2.1.13
2.1.14
NEWFLG
IMFLAG
ALHFLG
ATPFLG
RLFLAG
LOCFLG
TEMFLG
2.1.15
2.1.16
2.1.17
2.1.18
2.1.19
2.1.20
OUTFMT
PRTFLG
IDLFLG
NMHFLG
HCFLAG
Inter-Flag
Dependencies
ONE-TIME DATA SECTION
2.2.1 Tampering Rates
2.2.2 Vehicle Miles Travelled Mix by vehicle type
2.2.3 Annual Mileage Accumulation Rates and/or
Registration Distributions by vehicle type and age
2.2.4 Basic Emission Rates; New Evaporative Emissions
Test Procedure; Disabling Clean Air Act Requirements
2.2.5 Inspection and Maintenance Programs
2.2.6 Anti-Tampering Programs
2.2.7 Refueling Emissions
2.2.8 Local Area Parameter Record
2.2.9 Scenario Name
2.2.10 Fuel Volatility Class
2.2.11 Minimum and Maximum Ambient Temperature
2.2.12 "Period 1" RVP
2.2.13 "Period 2" RVP and "Period 2" Start Year
2.2.14 OXYFLG
2.2.15 DSFLAG
2.2.16 Reformulated Gasoline
2.2.17 Trip Length Distribution Record
2.2.18 By Model Year Inclusion Vector
SCENARIO SECTION
2.3.1 Region
2.3.2 Calendar Year
2.3.3 Speed
2.3.4 Ambient Temperature
2.3.5 Operating Modes
2.3.6 Month
2.3.7 LEV Program Parameter Record
2.3.8 Local Area Parameter Record
2.3.9 Oxygenated Fuels Descriptive Record
2.3.10 Diesel Sales Fractions
2.3.11 Vehicle Miles Travelled Mix by vehicle type
2.3.12 Trip Length Distribution
2.3.13 Additional Correction Factors for Light-Duty Gasoline-Fueled Vehicle Types
2-19
2-20
2-22
2-23
2-26
2-29
2-32
2-35
2-37
2-38
2-38
2-39
2-41
2-42
2-43
2-44
2-45
2-46
2-46
2-48
2-49
2-51
2-51
2-53
2-54
2-57
2-58
2-59
2-60
2-61
2-63
2-63
2-64
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TABLE OF CONTENTS (continued)
2.4 SUMMARY OF MOBILES INPUT SEQUENCE 2-68
Appendix 2A: Inspection and Maintenance and Anti-Tampering Program Terminology Definitions 2-95
Appendix 2B: "Emission Reduction Credits for California Low Emission Vehicles (LEVs),"
EPA Memorandum from Phil Lorang, Office of Mobile Sources, to all EPA
Regional Office Air Division Directors, April 8,1994 2-105
CHAPTER?- MOBTT.F.;> OUTPUT
3.0 INTRODUCTION 3-1
3.1 PROGRAM DRIVER ROUTINE 3-1
3.1.1 Interactive Input Mode 3-2
3.1.1.1 Prompting Messages 3-2
3.1.2 Batch File Input Mode 3-3
3.2 DIAGNOSTIC MESSAGES 3-3
3.2.1 Introduction 3-3
3.2.2 Explanation of Messages, Listed by Number (M##) 3-4
3.3 FORMATTED REPORT OUTPUTS 3-22
3.3.1 Machine-Readable Output (OUTFMT = 1 or 6) 3-22
3.3.2 142-Column Numeric Format (OUTFMT = 2) 3-26
3.3.3 112-Column Descriptive Format (OUTFMT = 3) 3-28
3.3.4 80-Column Descriptive Format (OUTFMT = 4) 3-30
3.3.5 By-Model Year Output Format (OUTFMT = 5) 3-30
CHAPTER 4: MOBILES IMPLEMENTATION 4-1
4.0 INTRODUCTION 4-1
4.1 GENERAL INFORMATION 4-1
4.2 PROGRAM AVAILABILITY 4-2
4.3 MAINFRAME AND MINICOMPUTERS 4-4
4.3.1 Input and Output Devices 4-4
4.3.2 MOBILES Tape Characteristics 4-5
4.3.3 Advice for Minicomputers 4-6
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TABLE OF CONTENTS (continued)
4.4 DOS-BASED MICROCOMPUTERS 4-7
4.4.1 DOS Microcomputer System Requirements 4-7
4.4.2 DOS Input and Output Devices 4-7
4.4.3 MOBILES DOS Diskette Characteristics 4-8
4.4.4 DOS Diskette Installation 4-9
4.4.5 Installation with Microsoft Windows 4-10
4.4.6 DOS Memory Managers 4-11
4.4.7 Running MOBILES on a DOS-Based Microcomputer 4-11
4.4.8 Editing MOBILES Input Files 4-12
4.5 APPLE MACINTOSH MICROCOMPUTERS 4-12
4.5.1 Macintosh Microcomputer System Requirements 4-12
4.5.2 Macintosh Input and Output Devices 4-13
4.5.3 MOBILES Macintosh Diskette Characteristics 4-13
4.5.4 Macintosh Diskette Installation 4-14
4.5.5 Running MOBILES on an Apple Macintosh 4-15
CHAPTER 5- MnmT.F.5 EXAMPLES
5.0 INTRODUCTION 5-1
5.1 MOBILES EXAMPLE INDEX 5-1
5.1.1 fflM.IN, HIM.OUT 5-4
5.1.2 IM3BLK.IN, IM3BLK.OUT 5-7
5.1.3 LAP.IN, LAP.OUT 5-13
5.1.4 MEGA.IN.MEGA.OUT 5-16
5.1.5 MYM4BLK.IN, MYM4BLK.OUT 5-25
5.1.6 REG4.IN, REG4.OUT 5-28
5.1.7 RL2BLK.IN, RL2BLK.OUT 5-30
5.1.8 SPD3VM2.IN, SPD3VM2.OUT 5-32
5.1.9 SPD4VM3.IN, SPD4VM3.OUT 5-34
CHAPTER*- MORTT.P.5 INFORMATION SHEETS
6.0 INTRODUCTION 6-1
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List of Tables
Table Title and Description Page
1.1-1 Emission Standards for Light-Duty Vehicles Under the California LEV Program 1-6
1.3-1 MOBILES Inspection and Maintenance Program
Available Outpoint Combinations (Annual and Biennial) 1-14
2.1-1 Flags Controlling Input to and Execution of MOBILES 2-69
2.1-2 Flags Controlling Output of MOBILES 2-73
2.2-1 Summary of Alternate Tampering Rate Records 2-74
2.2-2 Summary of Annual Mileage Accumulation Rates Records 2-7S
2.2-3 Summary of Registration Distribution by Age Records 2-76
2.2-4 Summary of Alternate BER Records 2-77
2.2-5 Summary of New Evaporative Emission Test Procedure Records 2-78
2.2-6 Summary of I/M Program Descriptive Input Record(s) 2-79
2.2-7 Summary of ATP Descriptive Input Record 2-81
2.2-8 Summary of Functional Pressure and/or Purge Test Input Record(s) 2-83
2.2-9 Summary of Stage n and Onboard VRS Descriptive Input Records 2-84
2.2-10 Summary of the Local Area Parameter Record 2-8S
2.2-11 Summary of By Model Year Inclusion Record 2-86
2.3-1 Summary of the Scenario Record(s) 2-87
2.4-1 SUMMARY OF THE MOBILES INPUT RECORD SEQUENCE 2-92
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Chapter 1
TECHNICAL REVISIONS IN MOBILES
1.0 INTRODUCTION
MOBILES is an integrated set of FORTRAN routines for use in the analysis of the air pollution
impact of gasoline-fueled and diesel-powered highway mobile sources. The program provides the user with a
flexible analytical tool that can be applied to a wide variety of air quality modeling and planning functions.
MOBILES updates and supersedes the previous version of the emission factor model (MOBILE4.1, November
1991), and should be used for all new analyses requiring estimates of highway vehicle emissions. In particular,
MOBILES is to be used in the preparation of all projection year emission inventories required by the Clean Air
Act Amendments of 1990 for non-California areas (excepting that the use of MOBILE4.1 was permitted for
carbon monoxide (CO) nonattainment areas due to the shorter deadlines, relative to ozone nonattainment areas,
imposed by the 1990 Clean Air Act Amendments).
MOBILES calculates emission factors for gasoline-fueled light-duty vehicles (LDGVs), light-duty
trucks (LDGTs), heavy-duty vehicles (HDGVs), and motorcycles, and for diesel light-duty vehicles (LDDVs),
light-duty trucks (LDDTs), and heavy-duty vehicles (HDDVs). MOBILES also contains provisions for
modeling the impact on emission factors of oxygenated fuels (i.e., gasoline/alcohol and gasoline/ether blends)
and of participation in the reformulated gasoline (RFG) program under the 1990 Clean Air Act Amendments.
This chapter briefly explains most of the major differences between MOBILE4.1 and MOBILES. Many
of these revisions are transparent to the user, in that no changes are required to the input data files and the
physical appearance of the output is unchanged. Other revisions to the model provide the user with previously
unavailable options or require that additional input data be supplied. Throughout Chapters 2 and 3, note is made
of those changes that affect preparation of the input data files and/or result in differences in the formats of the
emission factor reports produced.
Many of the revisions that have been made to the model since the release of MOBILE4.1 will have an
impact on the emission factor calculations for any calendar year after 1990. As described in the User's Guide to
MOBILE4.1, EPA's intent for that version of the model was to include all revisions and updates of use in
making the 1990 base year emission factors (and thus mobile source emission inventories) as accurate as was
possible at that time. Many of the new requirements placed on vehicles and fuels by the Clean Air Act
Amendments of 1990 were not included in MOBELE4.1, but did not have any effect on 1990 emission factors.
These new requirements have been included in MOBILES.
A second goal in developing MOBILE4.1 was to account for all factors affecting emission factors
calculated for calendar year 1990, so that these emission factors would be the same when estimated using
MOBILE4.1 or MOBILES, hi the end, this was not possible, therefore base year (1990) emission inventories
prepared using MOBILES will not be identical to those constructed using MOBILE4.1.
Instructions on how to use MOBILES are contained in Chapters 2 thru 4 of this document. Chapter 2,
"MOBILES Inputs," covers all of the possible input data requirements of the model. A brief explanation of
FORTRAN format specifications and their interpretation is also provided for use in preparing MOBILES input
files. Where applicable, Chapter 2 also contains guidance on determining appropriate values for input data,
particularly those that are (or can be) specific to the area being modeled. Chapter 2 as presented herein is the
essentially the same document as the draft Chapter 2 that was released with MOBILESa (March 26, 1993) and
that has been available on the EPA Technology Transfer Network (TTN) computer bulletin board system (BBS).
Revisions that have been made to Chapter 2 since then include the addition of Appendix 2B, which discusses
modeling of the California low emission vehicle (LEV) program and SIP emission credits based on
implementation of that program, and otherwise are mostly corrections of typographical errors and cross-
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references. The information content of Chapter 2 as presented here is the same, with the exception of the added
Appendix 2B and related information in the sections on I/M and LEVs, as the Chapter 2 that was released earlier
and that has been available on the EPA's TTN BBS.
Chapter 3, "MOBILES Outputs," documents all of the possible outputs from the model. In addition to
discussing the six choices of output format (numerical, descriptive, by model year, spreadsheet), this includes a
listing of all diagnostic messages (errors and warnings) generated by the model and discussion of the prompting
messages. Chapter 4 has been extensively revised; whereas for past versions of the model, this chapter focused
primarily on the implementation and execution of MOBILE in a mainframe (timesharing) computer
environment, this Chapter 4 is focused on the details of installing and using MOBILES on desktop computers,
particularly IBM PCs and clones. Thus Chapter 4 now details the memory requirements for the program and
how the program is most efficiently installed and executed. Chapter 5, "MOBILES Examples," has been
expanded to include a listing and description of all of the input/output example files that are included on the
diskettes and electronic files distributed by EPA. The most interesting and useful of these examples are
reproduced in Chapter 5.
There is also a Chapter 6, "MOBILES Information Sheets," which provides the user with a place to
save all such Information Sheets that are released by EPA before the next major revision to the model. As of
this writing, three such "Information Sheets" have been developed and released by EPA. These three are included
in this User's Guide.
This User's Guide is applicable to MOBILES (December 4,1992) as well as to MOBILESa (March 26,
1993). MOBILESa is a corrected release of MOBILES, as detailed in the Federal Register notice of its
availability (58 FR 29409). At the time of release of this User's Guide. EPA is planning to release a further
refinement of this model (to be called MOBILESb) later in 1994. MOBILESb will account for regulatory
developments since the release of MOBILESa (e.g., the final rules for Phase 2 reformulated gasoline and for
onboard vapor recovery systems). This User's Guide will also be applicable to MOBIELSb; current plans are to
release any necessary changes or additions to the User's Guide in the form of an MOBILES Information Sheet
(see Chapter 6). This User's Guide is a self-contained, "stand-alone" document. Earlier versions of the User's
Guide are not required in order to understand and operate MOBILES.
The rest of this chapter consists of a listing and brief discussion of all of the major revisions that have
been made since the release of MOBILE4.1. These are arranged by subject area, with separate sections for those
revisions primarily affecting exhaust emissions, evaporative emissions (including running and resting losses),
inspection and maintenance (I/M) programs, fuels and fuel composition, and fleet characterization data and other
miscellaneous revisions.
1.1 REVISIONS TO EXHAUST EMISSION FACTORS
1.1.1 Revised Basic Emission Rate Equations for Model Year 1981
and Later Light-Duty Gas Vehicles and Light-Duty Gas Trucks
As in previous revisions and updates to the emission factor model, EPA has revised the basic emission
rate equations on the basis of new data. These equations, which describe emissions from properly maintained
non-tampered vehicles as a function of odometer mileage, are based primarily on data collected as part of EPA's
Emission Factor Testing Program (EFP). The revisions included in MOBILES are based on additional emission
factor program data from the laboratory-based EFP, in combination with EFP data collected at an inspection and
maintenance (I/M) program lane in Hammond, IN.
A major advantage of the Hammond data collection effort was the far larger number of vehicles that
could be tested. Traditional laboratory-based EFP is limited, by resources and other constraints, to testing
approximately 300 vehicles annually. By contrast, EPA was able to obtain emission data from almost 8000
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As discussed in section 2.3.13, the running loss emission estimates produced by MOBILES ate based
on the results of running loss emission measurements over trips of different lengths (duration in time, not
distance traveled). As a vehicle is driven longer, the vehicle engine/fuel system and the fuel increase in
temperature, resulting in vapor generation. Up to an hour or so, the longer the trip lasts, the higher these
temperatures, the greater the vapor generation, and hence the higher the running loss emissions. This is
particularly true at low average speeds, as might be encountered in congested urban traffic, since some vehicles'
canister purge logic will not purge the carbon canister of accumulated vapor under such conditions, resulting in
canister capacity being reached and additional vapor generation being released as running loss emissions.
EPA's running loss test procedure involves the measurement of running loss emissions approximately
every 10 minutes over the course of one hour. The measurements are cumulative, meaning that the emission
measurement at each 10-minute interval (10 min, 20 min, etc.) include all emissions from the start of the trip (0
min) to that point. An emission factor for each 10-minute period, for each of three average trip speeds, is then
determined on a grams per mile basis. The three average trip speeds are 7.1 mph (11 km/hr), representing
highly congested urban traffic; 19.6 mph (31.5 km/hr), the FTP average speed, representing more typical traffic
in urban areas; and 48.6 mph (78.2 km/hr), representing relatively free-flowing traffic including limited access
highways. Six running loss emission measurements are associated with each of these average trip speeds: for
trips that total 10 minutes or less, for trips of 11-20 min, 21-30 min, 31-40 min, 41-50 min, and finally for
trips of 51+ min. Weighting factors, representing the fraction of total VMT accumulated by vehicles during
trips of each of these time bands, are used to weight these emission factors to derive the overall running loss
emission factor. The error detected and corrected in MOBILES involved using trip fractions rather than VMT
fractions, resulting in overestimates of the fraction of VMT accumulated in trips of shorter duration (which have
the lowest running loss emissions). Correction of this error increased the running loss emission factor
calculated for any average speed, as the longer the duration of driving, the greater the generation and release of
running loss emissions.
1.3 INSPECTION AND MAINTENANCE PROGRAMS
1.3.1 Ability to Model Two Different I/M Programs
The MOBHJE4.1 model (and all previous versions of the MOBILE model) allowed the user to indicate
the presence of an Inspection and Maintenance (I/M) program and required the user to specify a single set of
parameters describing the scope and stringency of the program. These parameters included the program start
date, model year and vehicle type coverage, and inspection test type for model year (MY) 1981 and newer
vehicles. I/M program designs have become more complex as changes to the Clean Air Act have mandated
more stringent I/M programs. Most I/M programs, even the most complex, can be modeled by carefully
performing a series of MOBILE model runs and summing the partial benefits from each run. This approach can
become difficult when multiple scenarios are necessary, such as analysis for an Urban Airshed Model, because of
all of the hand calculations that are necessary.
For MOBILES, an option for a second I/M Descriptive Record was added to the One-Time Data section
of the model to reduce the number of cases where multiple MOBILE runs would be necessary to determine the
proper I/M benefits. The user is required to enter two I/M Descriptive Records whenever the IMFLAG in the
Control section of the input data is set to 3 or 5 (see section 2.1.9). This second I/M Descriptive Record (see
section 2.2.5) is identical to the first, containing all of the same program parameters and using the same format.
MOBILES reads both I/M records and merges the information contained in them to determine the overall I/M
program design intended by the user. When using the option to enter two I/M Program Descriptive Records,
there are several considerations to bear in mind when describing the I/M programs.
First is the fact that all of the parameters on both records are considered together. Any parameter set on
either record will cause the model to act in a manner consistent with that descriptive input. For example, if one
record shows only passenger cars are covered by the I/M program, but the second shows both cars and light-duty
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trucks are covered, then the model will include both cars and trucks in at least some of the program benefit
calculations.
Second, the second I/M Program Descriptive Record always takes precedence over the first whenever
there is a conflict. The MOBILES model calculates emissions for each model year separately. If both the first
and second records claim that a model year is covered by the program described, only the program described in
the second record will be used to determine emission reductions for that model year. The information on the
first record will be ignored whenever there is a conflict. This feature can be useful in some situations. For
example, if the first record indicates an idle test is used for all model years for all vehicle types and the second
record indicates use of the IM240 test procedure for 1986 and newer passenger cars, the idle test will be used for
all 1986 and newer trucks as well as for pre-1986 passenger cars and trucks. The second I/M descriptive record
only supersedes the test type for the 1986 and newer passenger cars.
Finally, the two I/M descriptive records should not be used to show changes in the I/M program over
time. The I/M program start date effects the amount of benefits each model year vehicle gets in any particular
calendar year. If the I/M program start date is different in the second I/M program descriptive record, the second
I/M program start date will be used to determine benefits for any model years included in the I/M program
description.
For example, an existing I/M program which started in 1984 begins using the IM240 test procedure for
1986 and newer vehicles starting in calendar year 1995. If the user sets the I/M program start date for the second
I/M descriptive record, which describes the IM240 portion of the program, to 1995, it would appear that a series
of calendar year evaluations from 1990 through 1996 would show the change in the program description starting
in 1995. However, since the second I/M program descriptive record effectively changes the start date for the
1986 through 1995 model year vehicles, the benefits for those vehicles will not be correct in 1996. In cases
like this two separate MOBILES runs, one describing the program in effect in the 1990 through 1994 calendar
years and the second describing the program after 1995, will be necessary. In the second runs, the I/M program
starting date for both I/M descriptive records would be 1984, reflecting the date on which the vehicles were first
inspected.
1.3.2 Expanded User Input for Short Test Transient Test (IM240)
Later versions of the MOBILE4.1 model included the ability to model the use of the new IM240 test
procedure (see Appendix 2A, section 2 A. 1.10) using an expanded I/M program description record. This only
allowed the input of the oldest model year coverage parameter, all other parameters were taken from the other
portions of the I/M program description.
MOBILES has capability to model two entirely separate I/M program descriptions using two I/M
program descriptive records (see above and section 2.2.5). Each record has the ability to indicate the IM240 test
procedure as a test type. This will allow a separate I/M program description record for the model years covered
by the IM240 procedure including all of the parameters now available in the model. However, since the IM240
test procedure has no default set of emission outpoints, any I/M program descriptive record which specifies the
IM240 test procedure must enter the emission outpoints to be used (see section 1.3.5).
1.3.3 Expanded User Input for Evaporative Pressure and Purpe Tests
Later versions of the MOBILE4.1 model included the ability to model the use of functional tests of the
evaporative emission control systems, referred to as "purge" and "pressure1 checks (see Appendix 2A, sections
2A.1.16 and 17). The pressure and purge checks were accessed using an expanded I/M program description
record. This only allowed the input of the oldest model year coverage parameter for each check; all other
parameters were taken from the other portions of the I/M program description.
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vehicles over two years at the Hammond I/M lane. In addition, recruitment of vehicles for testing at the
Hammond I/M lane was not subject to some of the sources of potential sample bias encountered in the standard
emission factor testing program, in that all vehicles in the area are required to have an I/M test biennially (once
every two years) in order to renew their registrations. Thus, vehicles with owners that may be unwilling to lend
their vehicles to EPA for emission factor testing in a laboratory could still be tested and included in EPA's
emission factor data base. Another advantage of EFP data collection at an I/M lane is the ability to focus
testing on vehicles that are both older and of high mileage. In the laboratory-based EFP, much of the data
collected on high-mileage vehicles (e.g., over 50,000 miles) is from vehicles that are relatively new, but have
accumulated mileage at a much greater than average rate. The Hammond program provided substantially more
data from vehicles that have high odometer mileage accumulated at more typical rates.
The Hammond I/M program is a test-only program, meaning that all vehicles subject to the testing
requirement must appear at a central, State-operated testing facility. In cooperation with the State of Indiana,
EPA took over operation of one of the lanes at an inspection station in Hammond. Every vehicle that passed
through that lane was tested on a chassis dynamometer over the IM240 cycle, a four-minute transient driving
cycle. Testing over this cycle, combined with the use of a constant volume sampler and other analytical
equipment, allowed emission rates in grams per mile (g/mi) for hydrocarbons (HC), carbon monoxide (CO), and
oxides of nitrogen (NOx) to be determined for each of the tested vehicles.
EPA also recruited vehicles that passed through the EPA-operated I/M lane for more complete
laboratory testing. Of the approximately 8000 vehicles for which IM240 results were obtained at the lane over
the period 1991-1992, EPA also obtained complete laboratory test results over the Federal Test Procedure (FTP)
from about 400 vehicles. The IM240 scores and laboratory FTP scores for these vehicles were then used to
derive a correlation between IM240 scores and basic emission rates. This correlation, in turn, was used to
predict laboratory FTP emission rates from the IM240 emission rates for the larger sample. Analysis of the
resulting database provided EPA with revised estimates for the basic emission rate (BER) equations for 1981 and
later model year light-duty vehicles.
The results of this analysis were incorporated into MOBILES. Two major aspects of the revised BERs
merit specific mention: The overall emission levels for all three pollutants, for all emission control technology
categories represented, are higher than the levels used in MOBILE4.1, and nearly all of the observed increase is
the result of higher in-use deterioration rates (rather than changes in the zero-mile levels). Each BER consists of
a zero-mile level (which can be thought of as the y-intercept of the equation describing emission levels as a
function of odometer mileage), and one or two deterioration rates, expressed in terms of grams-per-mile per
10,000 miles (which can be thought of as the slope(s) of the equation). There are separate BERs for each
vehicle type/model year group/emission control technology category/pollutant combination. The zero-mile
levels determined for MOBILES, using the IM240 data discussed above in combination with data collected in the
laboratory-based emission factor test program, were in most cases not significantly different from the estimates
made for MOBILE4.1. However, the rates of increase in emissions with increasing odometer mileage (i.e., the
deterioration rates) were found to be greater than had been estimated for MOBILE4.1. The net effect of this
change is to increase estimated average emissions of all three pollutants from light-duty vehicles, for all model
years 1981 and later.
EPA is continuing to collect emission factor data through its traditional recruitment program. In 1992,
EPA also began data collection at an I/M lane in Phoenix, AZ, which will provide not only more emission data
on in-use vehicles, but from a climatically and geographically different area of the country. These data will
continue to be added to the emission factor data base, and should allow EPA to further improve the accuracy of
the BERs in future revisions to the model.
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1.1.2 Changes in Federal Exhaust Emission Standards
The Clean Air Act Amendments of 1990 included numerous changes to the emission standards
applicable to new light-duty vehicles and light-duty trucks. The first of these revisions, chronologically, are
referred to as the Federal Tier 1 emission standards, and are set to be phased in over the mid to late 1990s. As
discussed in the User's Guide to. MOBILE4.1. EPA did not include all of the Federal Tier 1 tailpipe emission
standards in that version of the model, due to time constraints and the necessity at that time of providing an
emission factor model that could be used to develop base year (1990) emission factors and inventories. The
Federal Tier 1 and cold-temperature exhaust carbon monoxide (CO) standards were included in MOBILE4.1 to
provide CO nonattainment areas the ability to model emission factors and inventories through the mid 1990s,
since CO nonattainment areas had a more stringent schedule imposed by the Act for the submission to EPA of
projected inventories and attainment demonstrations than did ozone nonattainment areas.
In MOBILES, the remaining Federal Tier 1 emission standards have been incorporated. These include
new standards for exhaust hydrocarbons and oxides of nitrogen for both light-duty vehicles and light-duty trucks.
All of the Tier 1 emission standards are phased in beginning with model year (MY) 1994 vehicles. The Federal
Tier 1 standards for light-duty vehicles and light-duty trucks include the exhausts emission standards for non-
methane hydrocarbons (NMHC), CO, and oxides of nitrogen (NOx) specified in section 202(g) of the Act, and
the intermediate in-use emission standards specified in section 207(c) of the Act. All of these have been taken
into account in developing MOBILES. The effect of the new emission standards is modeled by taking BER
equations for vehicles meeting the new standards, developed from data on existing vehicles meeting existing
emission standards with such changes as are required to correspond to the new standards, weighted together with
BERs for vehicles built to comply with existing standards, with the weightings relative to the proportion of
each case in the new car fleet for each model year in the phase-in period.
The phase-in schedules specified in sections 202(g) and 207(c), taken together, result in a five-year
phase-in, with at least 40 percent of model year (MY) 1994 vehicles meeting the intermediate §207(c) standards,
80 percent of MY 1995 vehicles meeting the §207(c) standards, all MY 1996 vehicles meeting the §207(c)
standards and at least 40 percent of them meeting the final Tier 1 §202(g) standards, 80 percent of MY 1997
vehicles meeting the §202(g) standards, and all 1998 and later MY vehicles meeting the §202(g) standards.
It is assumed in MOBILES that the new Tier 1 emission standards (both the intermediate §207(c)
standards and the final §202(g) standards) will impact the level of emissions from "normal" emitting vehicles,
but will not impact emission rates from "high" or "super" emitters, nor the rates at which vehicles become high
or super emitters. Thus the impact of the new standards is not as large as the reduction in the numerical values
of the standards (i.e., replacing the 0.41 g/mi HC emission standard by a 0.2S g/mi standard reduces emissions,
but by less than the 40 percent reduction in the level of the standard). New inspection and maintenance (I/M)
program emission reduction credits have also been developed for use in modeling emissions from vehicles
meeting the Tier 1 emission standards (see section 1.3).
While not generally considered to be part of the "Tier 1" emission standards, the new 4.0 gram per
brake horsepower-hour (g/bhp-hr) standard for exhaust NOx emissions from heavy-duty engines has also been
incorporated into MOBILES. This standard is applicable to model years 1998 and later, and represents a
reduction from the current S.O g/bhp-hr NOx standard that took effect beginning in the 1991 model year.
1.1.3 Revisions to Light-Duty Truck Exhaust Emission Factors
The basic emission rate equations for LDGTs have been revised to incorporate two deterioration rates
(rate of increase in emissions as a function of increasing mileage). As was done for LDGVs earlier, there are
now separate deterioration rates for mileage accumulated up to 50,000 miles and for mileage accumulated in
excess of 50,000 miles. The second deterioration rate is greater than the first, and reflects the pattern observed in
the emission data, where emissions increase at a higher rate after 50,000 miles than is true in the 0-50,000 mile
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range. The use of two deterioration rates more accurately captures the emissions performance of older, high-
mileage vehicles than does a single linear equation.
Light-duty trucks are inherently similar to light-duty vehicles in terms of size, weight, typical usage,
and emission standards. In the MOBILE model, the relative lack of light-duty gasoline truck (LDGT) emission
factor data has resulted in EPA basing the emission rate equations for LDGTs on those for LDGVs, mapping
according to common emission standards and control technologies. For MOBILES, the changes in the passenger
car basic emission rates (discussed in section 1.1.1) are reflected in the basic emission rates for light-duty trucks.
The effects of the Federal Tier 1 emission standards on in-use emissions from LDGTs are also based on the
emission estimates developed for passenger cars meeting similar standards.
1.1.4 Caiifornia Low-Emitting Vehicle (LEV) Program
Under the dean Air Act Amendments of 1990, States have been provided the opportunity to adopt the
motor vehicle control program and regulations promulgated by the State of California for vehicles sold in that
state. California historically has suffered more severe air pollution problems, much of them due to highway
vehicles, than has the rest of the nation. For this reason, Congress has allowed California to establish its own
regulations requiring lower emissions (greater emission reductions) than are required of vehicles certified to
Federal standards.
In order to address the continuing severe air quality problems of Los Angeles and other urban areas in
California, California has adopted regulations which go beyond the Federal Tier 1 emission standards. These
regulations are collectively referred to in this document as the "California Low-Emitting Vehicle Program," or
"LEV program," and include further reductions in motor vehicle emissions in phases. A specific label is
associated with each of the levels of standards included in these regulations: transitional low-emitting vehicles
(TLEVs), low-emitting vehicles (LEVs), ultra low-emitting vehicles (ULEVs), and zero-emitting vehicles
(ZEVs). The emission standards and model years associated with each of these emission categories for passenger
cars under the California program are summarized in Table 1.1-1 on the next page.
With the exception of the ZEVs, there are no specific sales fraction mandates associated with each of
these levels of standards. Rather, there is a "sales-weighted" set of emission standards that must be met, on
average, in each model year beginning with 1994. The percentages shown in the Table 1.1-1, used as weighting
factors for each of the associated standards levels, yield the sales-weighted average emission level that must be
attained by each manufacturer's California sales in each model year beginning in 1994. In modeling compliance
with the California LEV program, MOBILES assumes that these fractions represent the mix of vehicles in each
model year.
The summary in Table 1.1-1 is applicable to light-duty gas vehicles (LDGVs) only. There are similar
provisions for four separate categories of LDGTs, with slightly different standard levels and sales fractions. On
the basis of recent sales, EPA weighted these fractions together to estimate, for example, the fractions of
LDGTls (which EPA defines as those LDGTs up to 6000 Ib gross vehicle weight, or GVW) that are represented
by California's subcategories, which are referred to as "LDGTl-light" and "LDGTl-heavy". "LDGTl-light"
vehicles are less than 6000 Ib GVW and less than 3750 Ib loaded vehicle weight (LVW), while "LDGTl-heavy"
vehicles are less than 6000 Ib GVW but over 3750 Ib LVW, up to 5750 Ib LVW. Similarly, where EPA
defines LDGT2s to be those LDGTs that are 6001-8500 Ib GVW, under the California regulations this category
is subdivided into those trucks that are between 3751-5750 Ib test weight (TW) and those between 5751-8500 Ib
TW, which are referred to as "LDGT2-light" and "LDGT2-heavy", respectively. California also labels such
vehicles "medium-duty vehicles," which has no direct analog in EPA's regulatory classification scheme. The
complete terms of the California LEV program, including the various standards applicable to different "types" of
LDGTs, are beyond the scope of this document
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MOBILES includes the ability to model the effects of an area opting in to the California LEV program,
as detailed above. The user of MOBILES can simply indicate that the California program is to be assumed, in
which case no additional input information is required, or can indicate that the program is being adopted but
under a different timetable than that adopted by California and summarized above. The latter option requires the
user to specify the initial model year, as discussed in section 2.3.7, but does not permit the user to change the
rate at which the program requirements are phased in.
Table 1.1-1
Emission Standards for Light-Duty
Vehicles Under the California LEV Program
Emission
Level
TLEV
(intermediate)
TLEV
LEV
(intermediate)
LEV
ULEV
(intermediate)
ULEV
Standards (g/mi)
rNMOG/CO/NOxl
0.188/3.4/0.40
0.125/3.4/0.40
0.100/3.4/0.30
0.075/3.4/0.20
0.058/2.6/0.30
0.040/1.7/0.20
ZEV
0.0/0.0/0.0
Assumed Rate
of Compliance
10 % in MY 1994
15 % in MY 1995
20 % in MY 19%
25 % in MY 1997
48 % in MY 1998
73 % in MY 1999
96 % in MY 2000
90 % in MY 2001
2 % in MY 1997
2 % in MY 1998
2% in MY 1999-2000
5 % in MY 2001
10 % in MY 2002
15 % in MY 2003+
2 % in MY 1998-2000*
5 % in MY 2001-2002*
10 % in MY 2003+*
Market shares specifically mandated under the California regulations.
When the California LEV program is to be assumed in the emission factor calculations, the user must
also indicate what type of inspection and maintenance (I/M) program requirements will be applicable for such
vehicles. The benefits associated with adoption of the LEV program are strongly dependent on the I/M program
associated with such vehicles: If there is no I/M program, or only a very weak I/M program, in place to
monitor the performance of LEVs in use and force the repair of individual vehicles not meeting the standards,
then the difference between the exhaust emission factors for LEVs and for Tier 1 vehicles under the same
inspection regime will be limited to the difference in the zero-mile emission levels (i.e., there is assumed to be
no difference in the in-use deterioration factors). On the other hand, a stringent I/M program in conjunction
with certain other requirements (see section 1.3.6 and Appendix 2B) is expected to keep LEVs in compliance
with their certification standards, on average, over the useful life of the vehicles (i.e., over 100,000 miles
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accumulated mileage). The choice of what I/M program is assumed to be applicable to LEVs under the
assumption that the California program is adopted is selected by the user through the value assigned to REGION
in the Scenario data (see section 2.3.1), or, if the user is changing the start year for this program, on the LEV
Program Parameter Record (see section 2.3.7).
For additional information on the modeling of California-standard LEVs in MOBILES, and the relation
of the I/M program chosen to the benefits (emission reductions) attributable to LEVs, see Appendix 2B:
"Emission Reduction Credits for California Low Emission Vehicles (LEVs)."
1.1.5 Revised Speed Correction Factors for LDGVs and LDGTs
The average speed of the Federal Test Procedure (FTP) driving cycle is 19.6 miles per hour (mph) [31.5
kilometers per hour (km/hr)]. All of the basic emission rate (BER) equations describing emissions as a function
of accumulated mileage are based on this 19.6 mph average trip speed. To model emission factors at average
trip speeds other than 19.6 mph, the MOBILES uses speed correction factors to adjust "19.6 mph emission
factors" to other average speeds. There are different speed correction factors, by pollutant, for each vehicle type
and model year/emission control technology combination.
The range of average speed for which MOBILES contains speed correction factors is 2.5 to 65 mph (4.0
to 10S km/hr). Input of speeds outside of this range generate warning messages to the user, and the minimum
(or maximum) available speed is used in the emission factor calculations. The speed correction factors are
divided into three ranges of average speeds: "low speeds," consisting of speeds from the minimum 2.5 mph to
19.6 mph; "mid-range speeds," from 19.6 mph to about 48 mph (77 km/hr); and "high speeds," from 48 mph to
the maximum of 65 mph. The general shape of the curves describing HC and CO emissions as functions of
average trip speed exhibits high g/mi emissions at very low speeds, with emission rates dropping rapidly as
average speed increases up to 19.6 mph, then emissions dropping more slowly as average trip speed increases
from 19.6 to 48 mph, no change in emissions in the range 48 to 55 mph (88 km/hr), and finally emissions
rising again as average speed increases from 55 to 65 mph.
The speed correction factors for light-duty gas vehicles (LDGVs) are derived from analysis of emission
data taken from tests over driving cycles of different average speeds, while the speed correction factors for light-
duty gas trucks (LDGTs) are based on those developed for LDGVs, with appropriate adjustments for differing
emission control technologies by model year. There are not sufficient data available for the development of
speed correction factors for LDGTs to be based on testing of LDGTs over various speed cycles, however this is
not considered to be a significant source of uncertainty since LDGTs are inherently similar to LDGVs in terms
of weight, duty cycles, and emission control equipment used. Thus revision of the LDGV speed correction
factors also involves revision of the LDGT factors.
For MOBILES, all accumulated speed cycle emission data for the "mid-range" of speeds was reanalyzed.
Little new data on emissions at "low" speeds (under 19.6 mph) were available for analysis at this time, hence
the revisions were limited to the "mid-range" and "high" average speeds (19.6 to 48, and 48 to 65, mph). This
included all data that were considered in the analysis for MOBILE4.1, and all new data obtained since completion
of the MOBILE4.1 analysis. The forms of the speed correction factors considered were the same as those
investigated for MOBILE4.1, and the same forms of speed correction factor equations were chosen as continuing
to represent the best fit to the data. Thus the basic nature of the speed corrections are unchanged, although the
values for the equation coefficients are different, and hence the actual correction factor assigned to a given average
speed is also different.
These revised speed correction factors for 1981 and later model year LDGVs also resulted in revisions to
the speed correction factors applicable for LDGTs, which are based on mapping the LDGV speed corrections to
LDGTs on the basis of similar emission standards and control technologies. The net effect of the revisions is to
"flatten the curve" for HC and CO emissions as a function of speed: Emissions still continue to decrease as
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average trip speed increases from 19.6 to 48 mph, however the rate of decrease is less than that modeled in
MOBILE4.1. MOBILES HC and CO emission factors are higher than the corresponding MOBDJE4.1 emission
factors for all average trip speeds, due to the revised basic emission rate equations discussed above; but
emissions at average trip speeds between 20 and 48 mph, relative to emissions at 19.6 mph, are greater in
MOBILES than was the case in MOBELE4.1.
In the case of NOx emissions, the revised speed correction factors also have the effect of making
MOBILES NOx emission factors for a given average trip speed, relative to the emission factor at 19.6 mph,
higher than the corresponding MOBILE4.1 emission factors. The shape of the curve describing NOx as a
function of average speed is different in MOBILES as well. MOBILE4.1 modeled NOx emission factors for
LDGVs as decreasing with increasing average trip speed over the range from 2.5 to 48 mph (although the change
is much less pronounced than for HC and CO emission factors), then increasing with further increases in average
speed from 48 to 65 mph. The new speed correction factor analysis in MOBILES resulted in NOx emission
factors that have a minimum at an average speed of 19.6 mph. From 19.6 to 48 mph, where MOBILE4.1
modeled LDGV NOx emission factors as slightly decreasing, MOBILES models them as slightly increasing.
Both MOBILE4.1 and MOBILES model NOx emission factors as increasing more sharply with increased average
trip speed from 48 to 65 mph.
1.1.6 Idle Emission Factors
MOBILE4.1 and earlier versions of the model allowed the user to select, as an option, the calculation
and output of idle emission factors, distinct from the exhaust or evaporative emission factors. The idle emission
factors were expressed in terms of grams per minute (g/min) in MOBILES and earlier versions, or in grams per
hour (g/hr) in MOBILE4 and 4.1, and were based on limited test data measuring emission rates at idle. Until
MOBILE4.1, the idle emission factors produced by the model were for standard test conditions (stabilized
operating mode, 75°F, 9.0 psi RVP fuel), regardless of the conditions specified by the modeler and used for the
other emission estimates. After the release of MOBILE4.1, an algorithm was developed for adjusting idle
emission rates for variations in operating mode, temperature, and fuel volatility, by using the impact of these
variables on very low speed (i.e., 2.S mph) exhaust emissions. This methodology was published in a memo for
those using MOBILE4, and was coded into the MOBILE4.1 program.
The option for calculating and printing idle emission factors has been disabled in MOBILES. There are
no idle emission estimates available directly from MOBILES, regardless of the value assigned to the IDLFLG in
the Control data section. This action stems from EPA's inability, in the time available and in the absence of
relevant data, to develop algorithms that would account for the effects on idle emissions of the new control
programs mandated under the Clean Air Act Amendments of 1990 (e.g., Tier 1 emission standards, reformulated
gasoline) and for the effects of other variables (temperature, fuel RVP, operating mode) in a logical and
consistent way. EPA has released an "Information Sheet" (see Chapter 6) dealing with the issue of idle
emission factors and MOBILES, hi which the exhaust emission factors at the minimum average trip speed or
2.5 mph form the basis for an estimate of idle emission factors in grams per hour. EPA will continue to collect
data and to work to develop a more satisfactory approach to estimating idle emission factors.
1.2 REVISIONS TO EVAPORATIVE EMISSION FACTORS
1.2.1 Effects of New Evaporative Emission Test Procedure
In addition to the Federal Tier 1 exhaust emission standards, the Clean Air Act Amendments of 1990
direct EPA to develop and require a new test procedure for the measurement and control of evaporative
emissions. The current test procedure involves a one-hour simulation of a diurnal heating event (60-84°F).
Light-duty vehicles and trucks must not emit more than 2.0 grams of evaporative hydrocarbons during the test.
Running losses and resting losses are not specifically addressed by the current test procedure, although resting
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losses are being measured during the time the vehicle is in the evaporative sealed housing for evaporative
determination (SHED).
A number of inadequacies of this test procedure in simulating real-world, real-time evaporative
emissions have been noted. Primary concerns include the lack of measurement of running loss emissions, and
the inaccuracy of a forced one-hour heat build (achieved by heating of the vehicle fuel tank) in simulating the
emissions generated and released to the atmosphere in real-time diurnal temperature increase situations. The
current procedure also does nothing to ensure that the capacity of a vehicle's evaporative emission control
system is sufficient to control (prevent the release of) vapor generated during "multiple diurnal" events, where
the vehicle is not driven for two or more consecutive days and hence experiences multiple diurnal heat builds
without any opportunity for the carbon canister to be purged of trapped vapor.
The Clean Air Act Amendments directed EPA to establish and promulgate a revised evaporative
emission test procedure addressing such concerns. Features of the new test procedure include "real-time" diurnal
testing over three days and a more realistic (summer) temperature range of 72 to 96°F (22 to 36°C).
Measurement of running loss emissions is also part of the new test procedure, so the new evaporative emission
test procedure will effectively be a combined diurnal/hot soak/running loss/resting loss measurement and control
program.
Modeling of the effects of the new evaporative emission test procedure on average in-use evaporative
emission rates in MOBILES (December 4,1992) was based on the terms of the proposal, including the start year
(model year 1995) and phase-in schedule (10% in MY 1995,30% in MY 1996, 50% in MY 1997,. and 100% in
MY 1998 and beyond). The revised evaporative test procedure was finalized in March 1993 (58 FR 16002,
March 24, 1993), and provides for the requirement to begin with the 1996 MY and proceed by the following
phase-in schedule: 20% in MY 1996, 40% in MY 1997, 90% in MY 1998, and 100% in MY 1999 and
beyond. The provisions of the final rule are accurately reflected in MOBILESa (March 26,1993). See section
2.2.4.2 for additional information.
1.2.2 New Pass/Fail Rates and Associated Emission
Levels for Functional Purge and Pressure Tests
The MOBILE models have accounted for tampering with various emission control components, based
on the results of analyzing data obtained in tampering surveys conducted by EPA in different parts of the
country, for a number of years. These rates are periodically updated on the basis of new survey data, and the
types of tampering modeled include "evaporative control system disablement" and "missing gas caps," both of
which can result in very high levels of evaporative emissions (including running losses). However, these
tampering surveys do not detect all types of problems with evaporative control systems. Visual inspections can
detect and force correction of obvious problems, such as missing canisters and disconnected vapor hoses, but
cannot detect problems such as holes in hoses (which is as bad, in terms of emission control, as a disconnected
hose), or problems with canister purging (if the canister is not properly and frequently purged of accumulated
vapor, even an intact system with no missing or disconnected parts will be unable to control evaporative
emissions).
As part of the IM240 lane testing program in Hammond, IN (see section 1.1.1), EPA has also been
performing functional testing of in-use vehicles' evaporative emission control systems. These functional tests,
referred to as "pressure tests" and "purge tests," allow major malfunctioning evaporative emission control
systems to be detected, including those that would readily pass simpler visual inspections. In addition to
obtaining data on the rates at which in-use vehicles pass or fail one or both of these functional tests, EPA has
performed laboratory evaporative emissions tests on both passing and failing vehicles, providing in-use
emission rate data for vehicles that pass both tests and those that fail one or both of these tests.
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The results of this analysis were incorporated in the MOBILE4.1 model in 1991. The net effect was to
increase the evaporative emission factors, since the pressure/purge test pass/fail rates indicated a much more
widespread problem with in-use evaporative emission control systems than reflected in the more traditional
tampering survey results and that emissions from vehicles failing one or both of these tests are higher than the
emissions previously associated with tampered vehicles.
With the addition of test results from approximately 4000 vehicles to the Hammond data base since the
MOBILE4.1 analysis, EPA has revisited the pass/fail rates and the emissions levels associated with vehicles in
both conditions. The results of this reanalysis are included in MOBILES, and show that fewer vehicles failed
one or both of these tests than was observed in the data used in MOBELE4.1. The emission rates associated
with "passing" and "failing" vehicles were virtually the same as those observed in the MOBILE4.1 data. The
net effect of these changes is to slightly decrease the average in-use evaporative emission factors (hot soak,
diurnal, running losses) for light-duty gas vehicles and trucks, relative to those estimated by MOBILE4.1.
1.2.3 Undated Hot Soak and Diurnal Emission Rates
MOBILES includes updated emission rate estimates for both hot soak (trip-end) and diurnal evaporative
emissions. This update was based on the increased number of vehicle tests available for analysis and inclusion
in the model, and on a more realistic method of estimating diurnal emissions.
Hot soak emissions, also referred to as trip-end emissions, are those evaporative emissions generated
when a vehicle completes a trip. Under such conditions, the vehicle's engine, fuel tank, and the fuel are all
heated to normal operating temperatures. When the engine is turned off, fuel in the carburetor (if applicable),
the fuel lines, and the fuel tank is hotter than the ambient temperature, and evaporative emissions are generated
until the vehicle/engine/fuel tank and fuel have cooled to the ambient temperature. With the engine off, these
emissions cannot be purged from the canister. Diurnal emissions are those evaporative emissions generated
from a vehicle that is not driven during a period of rising ambient temperature. For example, if a vehicle is
driven to work in the morning and then is not driven again until the end of the work day, then after the
vehicle/engine/fuel system have cooled to ambient temperature (and hot soak emissions are no longer being
generated), the increasing temperature over the remainder of the day will result in vapor generation, and (in the
absence of adequate control mechanisms) diurnal evaporative emissions.
The evaporative emissions testing performed in conjunction with the Federal Test Procedure (FTP),
pending revisions to this procedure as discussed above, consists of a simulated one-hour diurnal heat build before
the exhaust emission (dynamometer) test, and a one-hour hot soak immediately following the exhaust test. The
associated nominal test temperatures are 82°F (28°C) for the hot soak test, and a heat build of 60-84°F (16-29°C)
for the diurnal test. EPA has collected data on these emission rates from more, and more recent, vehicles since
the release of MOBILE4.1, and these data are reflected in the MOBILES emission rates. In addition, the diurnal
emission rate data base has been enhanced by the collection of data from 8-hour simulated diurnal heat builds,
which more accurately represent the heating that occurs in the real-world diurnal emission situations. The new
diurnal emission data reflect increased emissions, primarily as a result of this longer, more realistic diurnal
testing and measurement.
1.2.4 Updated Running Loss Emission Estimates
Running loss emissions in MOBILES have been updated in two significant ways since the release of
MOBILE4.1. First, as is true for the other categories of emissions, EPA has considerably more data available,
including data on newer vehicles. The inclusion of the newer data did not have a major impact on the running
loss emission estimates. Second, and of greater impact on the running loss emission factors calculated by the
model, EPA has detected and corrected an error in the trip length fractions used to weight running loss emission
estimates from trips of different lengths (time duration).
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MOBILES has a separate program descriptive record for both the pressure and the purge check (see
sections 2.2.6.3.2 and 2.2.6.3.3). Each descriptive record contains similar program parameters to an Anti-
Tampering program (ATP) descriptive record, allowing the parameters for each functional check to be controlled
independently.
1.3.4 Revisions to I/M Program Emission Credits
MOBILES has separate data files (TECH12.D and IMDATA.D) which contain the emission benefit
credits for I/M programs. The credits in these files have been updated from MOBILE4.1 to reflect changes in the
basic emission rates, changes in the estimate of emissions identified by each I/M program test type and changes
in the estimate of emission reductions from the repair of vehicles. All of these changes reflect the addition of
new testing data not originally used in the release of the MOBILE4.1 model.
1.3.5 I/M Program Emission Testing Outpoints
Each I/M program descriptive record in MOBILES has been expanded to include the option for the user
to specify the emission testing outpoints for hydrocarbons (HC), carbon monoxide (CO) and oxides of nitrogen
(NOx) emissions to be used when modeling the I/M program. These are the emission levels which I/M
programs will use to determine vehicles passing or failing the tailpipe emission test used by the program. If a
vehicle's measured emissions exceed the corresponding cutpoint level for that pollutant, the vehicle is considered
failing and subject to a repair requirement. In MOBILES, these cutpoint levels are used in combination with the
tailpipe inspection test type as a method to specify the set of I/M credits to be used to estimate the emission
reductions for the I/M program. However, only certain combinations of outpoints and test type have been
included in the I/M credits available with MOBILES. The available sets of outpoints (those sets of outpoints for
which MOBILES can calculate appropriate emission credits without additional input) are summarized in Table
1.3-1. Other combinations of outpoints are possible, but the associated emission reduction credits must be
calculated and added to the I/M data file before MOBILES can use them.
The cutpoint combinations are only used directly to determine the I/M benefit credits for the 1981
through 1993 model year passenger cars (LDGV) covered by the I/M program description. Passenger cars with
model years older than 1981 always use the stringency input of the I/M program descriptive record to determine
I/M benefit credits (see section 2A.1.3). These benefits do not directly depend on the cutpoints or the test type
indicated on the I/M program descriptive record. I/M credits for heavy-duty gasoline-fueled vehicles (HDGV) do
not depend on test type, cutpoints, or stringency.
The I/M program credits for other vehicle classes, such as light-duty trucks (LDGT1 and LDGT2), and
1994 and later model year passenger cars (Tier 1) are determined based on the assumption that the I/M program
design is attempting to maintain equivalent stringency between different vehicle groups based on their emission
standards. The benefits for these other vehicle groups are determined from adjusting the credits for the 1981
through 1993 passenger cars to reflect the differences in their emission standards and vehicle emission
performance. As a result, MOBILES only requires the input of one set of cutpoints for the 1981 through 1993
model year passenger cars, and the credits for all of the other groups are determined from this input. Since there
is no explicit input for the cutpoints for these other groups, there is no easy method to change the effect of this
assumption using MOBILES. If it is necessary to know explicitly what the cutpoints for the other groups
would be for a given MOBILES cutpoint combination, the user should contact the Office of Mobile Sources.
This same method was used to apply I/M credits to the case when California standards are chosen using
the REGION flag on the Scenario Record (see section 2.3.1), but without the maximum I/M program option
(see section 1.3.6, below, and Appendix 2B). MOBILES uses the same assumption of equivalent stringency to
determine the emission reduction credits for vehicles certified to the California LEV program standards as was
used for light-duty trucks and Tier 1 vehicles.
May 1994
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Table 1.3-1
MOBILES Inspection and Maintenance Program
Available Cutooint Combinations (Annual and Biennial)
HC
(ppm)
220.
220.
220.
(g/mi)
0.40
0.80
0.80
0.80
0.80
0.80
0.80
0.80
0.80
0.80
0.80
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
1.00
1.20
1.20
1.20
1.20
1.20
m
(%)
1.20
1.20
1.20
(g/mi)
8.00
15.0
20.0
15.0
20.0
15.0
20.0
15.0
20.0
15.0
20.0
10.0
12.0
15.0
20.0
10.0
12.0
15.0
20.0
10.0
12.0
15.0
20.0
10.0
12.0
15.0
20.0
10.0
12.0
15.0
20.0
20.0
20.0
20.0
20.0
20.0
20.0
NOx
(N/A)
999.
999.
999.
(g/mi)
1.80
999.
999.
1.50
1.50
2.00
2.00
2.50
2.50
3.00
3.00
999.
999.
999.
999.
1.50
1.50
1.50
1.50
2.00
2.00
2.00
2.00
2.50
2.50
2.50
2.50
3.00
3.00
3.00
3.00
2.00
999.
1.50
2.00
2.50
3.00
Test Procedure (Option)
(units)
Idle Test (1)
2500/IdleTest(2)
Loaded/Idle Test (3)*
(units)
ASM Test (3)*
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240Test(4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240 Test (4)
IM240Test(4)
IM240 Test (4)
IM240 Test (4)
IM240Test(4)
IM240 Test (4)
IM240 Test (4)
IM240Test(4)
IM240 Test (4)
IM240 Test (4)
IM240Test(4)
IM240 Test (4)*
IM240 Test (4)
IM240 Test (4)
IM240Test(4)
IM240 Test (4)
IM240 Test (4)
* New credits. All other credits identical as released with MOBDLESa (March 26, 1993).
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1.3.6 I/M Programs for Tier 1 Vehicles and for LEVs
Appendix 2B of this User's Guide provides guidance on inspection and maintenance (I/M) programs that
are designed to keep California low emission program vehicles (LEVs), on average, in compliance with their
exhaust emission certification standards up to the end of their useful life. Such a program also assumes that all
high-emitting vehicles are eliminated, so that rate of increase in emissions (deterioration rates) does not increase
after 50,000 miles. To attempt to make vehicles cleaner than this would require that vehicles be capable of
being repaired to emission levels lower than their design standard.
MOBILES also has the capability to model the benefits of such a program for 1994 and newer vehicles
meeting Federal Tier 1 standards, using the IMFLAG (see section 2.1.9). However, EPA has not yet issued
guidance on the program requirements necessary to achieve these benefits for Tier 1 vehicles. States interested
in this option should consult with EPA for assistance. Comparable I/M benefits can also be chosen for vehicles
under California LEV program standards using the REGION flag (see section 2.3.1). These two options may be
used independently or in combination. Indicating that I/M programs meeting the criteria outlined in Appendix
2B are to be assumed will cause MOBILES to ignore all other user-input I/M program and anti-tampering
program parameters for those vehicles covered by this I/M program. Instead, certain assumptions consistent
with the discussion provided in Appendix 2B will be applied to the emission rates for those vehicles. There are
no other user inputs to control the model year coverage or other parameters related to the this I/M concept.
The user is strongly encouraged to read the relevant sections of mis User's Guide (section 2.2.5 on I/M
programs, section 2.3.1 on the REGION variable, and section 2.3.7 on LEV program vehicles), and the
discussion in Appendix 2B, closely.
1.4 FUELS AND FUEL PARAMETERS
1.4.1 Revision of Basic Emission Rates to
Reflect Industry-Average Fuel Composition
In addition to the revisions to the basic emission rate equations that were made on the basis of the
IM240 data and analysis (see section 1.1.1), EPA has also revised the basic emission rate equations to account
for the difference between industry average commercial fuel and the fuel(s) used for laboratory testing.
MOBILES, like the last several versions of the model, explicitly accounts for fuel volatility as measured by
Reid vapor pressure (RVP). However, there are other aspects of fuel composition that affect emission levels.
EPA's standard test fuel has a number of specific characteristics. On the basis of fuel surveys and other
data, the average commercially marketed gasoline in the U.S. differs from this standard test fuel in a number of
parameters. These differences in fuel composition result in differences in emissions of all three regulated
gaseous pollutants. MOBILES, in addition to and completely distinct from the ability of the modeler to specify
RVP, includes a correction to account for the differences between EPA test fuel and average commercial fuel.
This adjustment is handled in the program code, and is not controllable by the user. When programs that would
affect fuel properties affecting emissions are specified (e.g., reformulated gasoline), MOBILES makes the
necessary adjustments starting from emissions under current industry-average fuel emission levels.
The industry-average fuel adjustment results in emission increases (relative to corresponding
MOBILE4.1 estimates) of about 13.6% for hydrocarbons, 8% for carbon monoxide, and 13.8% for oxides of
nitrogen. Note that these increases are for the industry-average fuel adjustment only, and are in addition to the
increases in the BERs that resulted from the IM240-based analysis discussed earlier.
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1.4.2 Reformulated Gasoline
Among the control programs required by the 1990 dean Air Act Amendments is reformulated gasoline
(RFG). RFC is required under the Act in the nine most severe ozone nonattainment areas (Los Angeles,
Chicago, Houston, Milwaukee, New York City, Baltimore, Philadelphia, San Diego, and Greater Connecticut).
Other areas of the country have the ability to "opt-in" to the RFG program, and as of this writing a number of
other areas have done so.
There are two levels, or phases, of RFG specified in section 21 l(k). The first of these requires, among
other things, that emissions of volatile organic compounds (VOC) from"baseline vehicles" shall be reduced at
least 15 percent when such vehicles are operated on RFG, relative to emissions when operated on standard fuels.
Other requirements include that NOx emissions must be no greater on RFG than on standard gasoline, that
benzene content be limited to a maximum of 1.0 percent, and so on. Phase II RFG, which is required beginning
in 2000, must result in a 25 percent reduction in VOC emissions. Much of the detail of the RFG requirements
is left to the Administrator to be implemented by regulation.
As part of the rulemaking process to establish RFG requirements, EPA has been working with
concerned parties in the development of models to be used in determining the effects of various possible
formulations of gasoline that could serve to meet the RFG requirements. The "simple model" has been used in
the early Notice of Proposed Rulemaking and associated analyses, while development efforts more recently have
been focused on the "complex model," in which more variables will be explicitly accounted for and more data
will underlie the estimates. The effects of Phase I and Phase n RFG have been modeled in MOBILES using a
"simple model" approach. Non-exhaust emission reductions are determined solely from the specified reductions
in fuel volatility (as measured by Reid vapor pressure (RVP)). Exhaust emission reductions are based on the
effects of the oxygen content of the fuel, which are then further adjusted to match current estimates for exhaust
emission effects. The effects of RFG in MOBILESa are based on the estimates found in the February 26, 1993
proposal (58 FR 11722). The 15-percent (for Phase 1) and 25-percent (for Phase 2) emission reductions
specified in the Act are based on the emission performance of a certain vehicle/emission control technology
combination as of model year 1990, and thus will not be observed per se in any MOBILES emission factor runs
(that is, in no case should the modeler expect to find that the emission factors produced in two MOBILES runs,
identical except that one includes and one does not include RFG, will show exactly a 15% or a 25% reduction in
the in-use emission factor as a result of RFG). When more detailed estimates are available, revisions and
updates to the modeling of RFG effects on emissions will be incorporated into later versions of the MOBILE
model.
Assuming RFG in a MOBILES emission factor run is simply a matter of setting a "switch" to "turn
on" the feature (see section 2.2.16). The effects of RFG differ by season, with rules aimed more toward the
reduction of ozone precursors (e.g., volatility restrictions) in the summertime, and more toward a reduction in
CO emissions (e.g., minimum oxygen content requirements) in the winter. The effects of RFG in MOBILES
depend on which season is to be assumed and what fuel volatility class applies. The model determines the
season (summer or winter) for RFG modeling by the value of the new "month" input variable (see sections
1.5.2 and 2.3.6); if the month is "1" (January), then the winter RFG rules are applied, and if the month is "7"
(July), the summer RFG rules are assumed. The fuel volatility class, which is not the same thing as the ASTM
Class variable used in earlier MOBILE models, is discussed in section 2.2.10.
1.4.3 Oxygenated Fuel Impacts on HC Emissions
MOBILE4.1 included for the first time provisions for modeling the impact on emissions of oxygenated
fuels. Such fuels, whether alcohol/gasoline blends such as gasohol (10% ethanol in gasoline) or ether/gasoline
blends (such as MTBE or ETBE), reduce emissions by incorporating oxygen into the fuel itself, improving
combustion. The largest impact of oxygenated fuels is seen on carbon monoxide (CO) emissions. Due to the
May 1994
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1-17
need for CO nonattainment areas to complete analyses including attainment demonstrations, MOBILE4.1
included the effects of oxygenated fuels only on CO emissions.
In MOBILES, EPA has included the impact of oxygenated fuels on VOC emissions. There has been
no revision in how oxygenated fuels are modeled using MOBILE (no changes to flags or other required input
data). The effects of oxygenate content in gasoline on NOx emissions is both very slight and inconsistent
(small increases for some vehicles, small decreases for others), and so while these effects are included in the
model, the net effect on NOx emission factors of RFG is negligible. In other words, specifying oxygenated
fuels will reduce CO emissions, as in MOBILE4.1, will reduce VOC emissions to a lesser extent (new in
MOBILES), and will have no effect on NOx emission factors.
1.5 MISCELLANEOUS REVISIONS
1.5.1 Updated Registration Distributions by Age
A"»l Mileae Accumulation Rates
Two of the main descriptors of the in-use vehicle fleet are the registration distributions by age and the
annual mileage accumulation rates by age. Registration distributions by age, for each of the vehicle types in the
model, are a set of 25 fractional values (0.0 < each individual fraction < 1.0) that sum to 1.0 and define what
fraction of all vehicles of a given type are of a given age. Annual mileage accumulation rates by age, again
specific for each vehicle type, are the average miles driven by a vehicle of a given type during each year that it is
on the road. Both registration distributions by age and annual mileage accumulation rates by age are taken into
account in calculating travel fractions, which (again, for each vehicle type) are a set of fractions that describe
what fraction of all vehicle miles traveled accounted for by a given vehicle type are accumulated by vehicles of
each age. Travel fractions in turn are used as the weighting factors in estimating an emission factor for all
LDGVs (or other vehicle type) on the basis of the emission factors calculated for LDGVs (or other vehicles) of
each specific age.
The default registration distributions by age that were included in MOBILE4.1 were representative of
the entire U.S. vehicle population as of 1990. These distributions are unchanged in MOBILES for light-duty
vehicles, but have been updated on the basis of more recent data for light- and heavy-duty trucks. Reflecting
what has been observed elsewhere, the revised distributions indicate that the average age of vehicles of each of
these types (LDGT1, LDGT2, LDDT, HDGV, and HDDV) has increased relative to the estimates used in
MOBILE4.1. EPA has also updated the annual mileage accumulation rates, and the new rates reflect higher
mileage accumulation by all vehicles and for all ages. Taken together, these changes show a fleet that is older
and drives more miles than has previously been estimated, both factors leading to increased emission factor
estimates.
As noted in Chapter 2 (section 2.2.3), modelers are generally encouraged to develop and use registration
distributions by age that are specific to the area being modeled. At the least, such distributions should be
relatively easy to develop on a State-specific basis, and using such locality-specific data will enhance the
accuracy of the modeled emission factors. The discussion in Chapter 2 indicates that few if any users are likely
to be capable of developing area-specific annual mileage accumulation rates by age. While this has been true
historically, there are some areas for which such data could be developed, either now or in the near future, on the
basis of recorded odometer mileage data collected as part of I/M programs. In order to develop such data, an I/M
program would have to have been in operation and recording odometer mileage from all vehicles tested for at
least two complete cycles of inspections (two calendar years for annual programs, or four calendar years for
biennial programs). Areas with operating programs that record odometer miles should consider the development
of annual mileage accumulation rates from that data for use in MOBILE modeling. Further assistance in this
area is available by contacting QMS.
May 1994
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1.5.2 July 1 Month of Evaluation Option
All previous versions of the MOBILE model have estimated emission factors as of January 1 of the
calendar year of evaluation (selected by the modeler). Although the modeler could estimate emission factors for
summertime conditions (high temperatures and low fuel volatility, for example), the fleet composition
(registration distributions and mileage accumulations) were estimated on the basis of January 1 of the specified
year. This did not pose significant difficulties for most applications of the emission factors, but has become
more critical (particularly for ozone nonattainment areas) in recent years. EPA has provided guidance in the past
that the way to estimate summer emission factors (that is, July 1 rather than January 1) is to interpolate two
sets of MOBILE-produced emission factors. For example, the modeler seeking to estimate July 1, 1990
emission factors using MOBILE4.1 would run the model for calendar years 1990 and 1991, holding all other
variables constant, then take the average of the two sets of emission factors. This linear interpolation can also
be used to estimate fleet composition and its effects on emissions for other months of the year.
MOBILES has added the option for the user to specify "month" as part of the input data (see section
2.3.6). The available choices are "1" which specifies January 1 (no change from earlier models), and "7" which
specifies July 1. This option is provided as a convenience for modelers focused on ozone precursor emissions,
and is also used in the calculation of the effects of reformulated gasoline (see sections 1.4.2 and 2.2.16). The
results of estimating emission factors using a July 1 evaluation date should be identical to those obtained using
the older method of interpolating between consecutive calendar year MOBILES runs evaluated on January 1, with
the exception of areas (modeling runs) specifying reformulated gasoline (see section 2.2.16).
May 1994
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Chapter 2
MOBILES INPUTS
2.0 INTRODUCTION
The reader is encouraged to refer to the examples in Chapter 5 when reading this chapter. These
examples provide illustrations of the use of MOBILES options and data input requirements. However, reference
to the examples in Chapter 5 cannot substitute for a thorough reading of this chapter.
MOBILES utilizes an input file that provides program control information and the data describing the
scenarios for which emission factors are to be estimated. The input information consists of three distinct
sections: the Control section, the One-time Data section, and the Scenario section.
The Control section is the portion of the input file that controls the input, output, and execution of the
program. For example, the Control section indicates whether MOBILES will require the user to supply
additional input data, or analyze a scenario that includes an inspection and maintenance program, or output the
emission factors in a format suitable for visual inspection or in a format suitable as input to another program.
Some parameters used in the emission factor calculations have internal values built into MOBILES.
The One-time Data section is the portion of the input that allows the user to define parameter values different
from those internal to MOBILES, which will be used in the calculations for all of the scenarios within a given
run. For example, in the One-time Data section the user can specify alternate annual mileage accumulation rates
or registration distributions by age for each vehicle type. In addition, the One-time Data section allows the user
to specify further control program parameters, such as descriptions) of inspection and maintenance program(s).
Information supplied in the One-time Data section is specified once and applied to all scenarios.
The Scenario section is the portion of the MOBILES input that details the individual scenarios for
which emission factors are to be calculated. For example, in the Scenario section the user specifies the calendar
year of evaluation and the average speed(s) to be assumed. Each MOBILES run can include many scenarios, and
each scenario can have different scenario parameters.
In a few cases, the placement of data in either the One-time Data section or the Scenario section is
determined by the setting assigned to a flag in the Control section of the input. In these cases, discussion of the
variable(s) involved is provided once (usually in the One-time Data section), and then is referenced in the other
section.
The Control section specifies values for variables termed flags. In section 2.1 each flag is named, and
the range of possible settings for that flag and the resulting action is noted. In the One-time Data and Scenario
sections (sections 2.2 and 2.3 respectively), the following general format is used. (Depending on the variable
being discussed, not every item noted below is included for every variable.)
Description: A brief description of what the variable means, and how it is used by MOBILES.
Options: A summary of choices available to the MOBILES user.
Use in MOBILES: A description of the value(s) used in MOBILES for the variable(s) if the user
does not input locality-specific information, where applicable, and discussion of how the information is used in
the emission factor calculations.
Required Information: A specific description of exactly what information is required of the user,
where applicable, including format specifications.
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2-2
Changes Since MOBILE4.1: A statement summarizing exactly what changes have been made in
the variable since MOBILE4.1. Not every variable has been revised. For those that have changed, this section
highlights exactly what is different in MOBILES relative to MOBILE4.1 (options, format requirements, or use
within the model). These sections are particularly important in finding and understanding the new options that
are available in MOBILES (e.g., California LEY program, reformulated gasoline). In order to maintain
compatibility between MOBILE4.1 and MOBILES input files to the maximum extent feasible, new options in
MOBILES are generally accessed through either the addition of new values for existing flags, or by optional
additional flags that appear at the end of distinct records (lines) in the input file. As was done in the introduction
of new options for MOBILE4.1 (such as the oxygenated fuels program), these new optional values are located
and interpreted in such a way that if they are missing, the program interprets the value as "not applicable to this
case". This allows MOBILE4.1 input files to be used to run MOBILES, although not every option available in
MOBILES can be accessed using an old MOBILE4.1 input file.
Guidance: Where applicable, EPA's recommendations and suggestions with respect to the
determination of user-supplied values for the variable(s) under discussion. Many users of MOBILES will be
involved in developing (or recasting) base-year (1990) emission inventories as part of the State Implementation
Plan (SIP) process. In many cases, there is no single correct answer or recommendation that will be the best
answer for all areas. For those using MOBILES to estimate highway mobile source base-year emission
inventories in response to the requirements of the Clean Air Act Amendments of 1990, it is important that the
guidance provided in the emission inventory preparation guidance (see below) be followed, and that EPA
Regional Office personnel be kept involved in decisions concerning questionable or controversial assumptions
and steps in the modeling.
There are also two appendixes to this chapter. Appendix 2A discusses the terminology used to describe
inspection and maintenance (I/M) programs and anti-tampering programs (ATPs) Appendix 2B, which was not
included in previous distribution of this chapter, reproduces a memorandum from the Office of Mobile Sources
to EPA Regional Office Air Division Directors that details the guidance for obtaining emission credits for State
Implementation Plans (SIPs) based on adoption of the California low emission vehicle (LEV) program. The
issuance of the guidance provided in Appendix 2B has led to revisions in the following sections of this chapter,.
relative to the version distributed with the release of MOBILES a and previously available through the TTN BBS:
2.2.S Inspection and Maintenance Programs 2.3.1 REGION (variable on scenario record)
2.2.6 Anti-Tampering Programs 2.3.7 LEV Program Parameter Record
With the exception of the changes resulting from issuance of this guidance, there have been no substantive
changes to Chapter 2 of this User's Guide since its initial release.
Guidance on the determination of appropriate values for temperatures and fuel volatility (RVP) appears
in the revised emission inventory guidance ("Procedures for Emission Inventory Preparation, Volume IV:
Mobile Sources," EPA-450/4-81-026d (revised), July 1992).
Questions about this document, and suggestions as to how the MOBILES User's Guide may be made
clearer and more useful, should be addressed to:
MOBILES User's Guide ~ Comments
Air Quality Analysis Branch
2565 Plymouth Road
Ann Arbor, MI 48105
The remainder of Chapter 2 is structured as it was in the User's Guide to MOBILE4.1. For the most
part, the same section numbers correspond to the same inputs and discussions as in the previous User's Guide.
Where applicable, new subsections have been added to clearly indicate changes relative to MOBELE4.1.
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2.0.1 How to Read FORTRAN Format Specifications
The descriptors used in the remainder of Chapter 2 to define and describe the input field specifications
are FORTRAN format specifications. Following is a brief key for interpretation. Additional detail can be found
in any FORTRAN manual.
Descriptor
Iw1
'Fw.d'
'Aw1
'wX1
Definition and Interpretation
The next w characters (columns; includes blank spaces) will be read in as an
integer value. Leading blanks are ignored, but trailing blanks are read as
zeroes; thus, integer input values should be "right-justified" within the input
field (i.e., if a value of "2" is to be entered in a field specified as 12, the two
columns should be filled in "blank,2", not "2,blank" which will be
interpreted as "20").
The next w characters will be read in as a floating-point real number, where
d is the number of digits to the right of (following) the decimal point. If
the field contains an explicit decimal point, the value will be read as
specified and the implied point specified by d in the descriptor will be
overridden. The decimal point, if present, is considered a character in the
overall field width, w.
The next w characters will be interpreted and stored as alphanumeric (i.e.,
labels, text; any keyboard character can be entered).
The next w characters will be ignored; they are not read by MOBILES.
The field separator, used to indicate the end of one record (line of input).
Input after the'/' will be read from the next record.
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2.1 CONTROL SECTION
The first portion of the input stream for a MOBILES run consists primarily of a series of flag settings.
These flags control the format (and in some cases the content) of the remainder of the input stream, influence the
execution of the program, and determine the content and format of the program's output. Each flag is named,
defined, and its possible values listed, along with the effect of each setting. Tables 2.1-1 and 2.1-2 summarize
the information on Control flags.
2.1.1 PROMPT
2.1.1.1 Description
This flag determines whether the user will be prompted for the remainder of the input stream, and the
arrangement of the remaining Control section input.
2,1.1.2 Values/Actions
This flag can be set to 1,2, 3, or 4:
Value Action
1 No prompting; after PROJID record (section 2.1.3), vertical format (one value per
line/record) used for remainder of input
2 MOBILES prompts for each input; vertical format
3 No prompting; after PROJID record, horizontal format (all values on one line/record)
used for remainder of input
4 MOBILES prompts for each input; horizontal format
In general, EPA recommends that the input data for a MOBILES run be provided in a line file rather
than entered interactively. Particularly when the user is supplying optional input data to replace values
contained in the model, such as registration distributions by age, it is very difficult to interactively enter the
large quantity of data required without error; providing the data in a separate file, which can be printed and
examined, facilitates the process of detecting and correcting input errors. The use of this flag has largely been
superseded by the use of a program driver routine in MOBILES, but it is retained to maintain compatibility with
MOBILE4.1 input files.
2.1.1.3 Changes Since MOBILE4.1
There have been no changes to the PROMPT flag since MOBILE4.1. Users of MOBILE4.1 will note
that a prompting message for the value of this flag has been added to the dialogue, after the prompts for output
file name.
2.1.2 1QUNEW
2.1.2.1 Description
The IOUNEW flag allows reassignment of output unit device numbers. There are three different types
of program output (prompting messages, diagnostic messages, and the emission factor reports). This flag is
only useful when the mainframe computer version of MOBILES (available on 9-track magnetic tape) is being
operated. The desktop computer versions of MOBILES (for IBM PC machines and clones, or for Apple
Macintosh computers) does not permit reassignment of I/O devices in this way.
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2.1.2.2 Values/Actions
The three types of program output are formatted reports (emission factor results), diagnostic messages
(error and warning messages), and prompting messages (such as are issued if the value of the PROMPT flag is 2
or 4). Single integer values representing other I/O device numbers may be assigned for any or all of these, in
the order listed. If no device reassignments are desired, these fields may be left blank. Users of the desktop
computer versions of MOBILES should never attempt to reassign the input devices. See Chapter 4 for
additional information.
Any of the values 1 through 9 are technically allowed by MOBILES for assignment of any of the three
possible output units. However, the values of 3 and 4 are reserved as input device codes in MOBILES for
reading I/M credit files, and thus may not be assigned by the user for any IOUNEW field. If an illegal or
missing IOUNEW value is encountered, MOBILES will revert to the default value. The user is cautioned that
IOUNEW values considered valid by MOBILES may not be appropriate for a given computer system, and should
thus be changed in the source code before the program is compiled. The default values used in the mainframe
version of MOBILES are:
IOUREP = 7
IOUERR = 7
IOUASK = 6
2.1.2.3 Changes Since MOBILE4.1
There have been no revisions to IOUNEW since the release of MOBILE4.1.
2.1.3 PRO.IID
2.1.3.1 Description
MOBILES provides an 80-character alphanumeric field for the user to input a descriptive title for the
MOBILES run.
2.1.3.2 Values/Action
The project title is an 80-column blank record. The user may use up to 80 characters for the title. The
character string does not have to be left-justified. Whatever title is input by the user is echoed as the heading of
the formatted reports section of the program output. If no title is desired, a blank record must be entered at this
point in the input file.
2.1.3.3 Changes Since MOBILE4.1
There have been no revisions to this record, or how it is input to or used by the model, since the
release of MOBILE4.1.
2.1.4 TAMFLG
2.1.4.1 Description
This flag provides the option of supplying tampering rates that differ from those included in the
MOBILES code.
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2.1.4.2 Values/Action
This flag can be set to 1 or 2:
Value Action
1 Use MOBILES default tampering rates
2 User supplies tampering rates for eight categories of tampering, for each of the four
vehicle types affected by tampering (LDGV, LDGT1, LDGT2, HDGV)
The user-supplied tampering rate data, required if TAMFLG = 2, are placed in the One-time Data
section. Section 2.2.1 discusses tampering rates as program input.
2.1.4.3 Changes Since MOBILES
There have been no revisions to TAMFLG since the release of MOBLLE4.1.
2.1.5 SPDFLG
2.1.5.1 Description
Exhaust and running loss emissions vary considerably with speed, and MOBILES requires that vehicle
average speed be specified in the program input. This flag provides the option of specifying one speed for all
eight vehicle types, or of specifying different speeds for each vehicle type. In both cases, the average speed(s)
is(are) indicated on the Scenario data record. In addition, in MOBILES there are two values of SPDFLG that can
be used to indicate that the user wishes to supply data on the distribution of trips by length (of time) for use in
the estimation of running loss emission factors.
2.1.5.2 Values/Action
This flag can be set to 1,2, 3, or 4:
Value Action
1 User supplies one value of average speed for all vehicle types
2 User supplies eight values of average speed, one for each vehicle type
3 User supplies one value of average speed for all vehicle types, and a set of trip length
distribution records for use in calculating running loss emission factors for each
scenario, in the Scenario data section
4 User supplies one value of average speed for all vehicle types, and a single set of trip
length distribution records for use in calculating running loss emission factors for
all scenarios, in the One-tune Data section
If the value of SPDFLG is 3 or 4, only a single speed input for all eight vehicle classes can be used
(equivalent to SPDFLG =1), and the user must supply information on the fraction of VMT that is accumulated
in trips of different lengths. The alternate locality-specific VMT fractions by trip length may be placed in the
One-time Data section, in which case those values will be used in all scenarios of the run (SPDFLG = 4), or in
the Scenario section, in which case a separate set of values will be used for each scenario of the run (SPDFLG =
3). Sections 2.3.3 and 2.3.13 discuss speed and VMT fractions by trip length, respectively, as program input.
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2.1.5.3 Changes Since MOBILE4.1
There have been no revisions to SPDFLG since the release of MOBILE4.1.
2.1.6 VMFLAG
2.1.6.1 Description
The setting of VMFLAG determines the vehicle miles traveled (VMT) mix (fraction of total VMT
accumulated by vehicles of each of the eight types) that will be used in MOBILES to estimate the composite
emission factor for a given scenario.
2.1.6.2 Values/Action
This flag can be set to 1, 2, or 3:
Value Action
1 Use MOBILES VMT mix
2 User supplies a different VMT mix for each scenario
3 User supplies a single VMT mix for all scenarios
If VMFLAG = 2, the VMT mix input data are placed in the Scenario section. If VMFLAG = 3, the
VMT mix input data are placed in the One-time Data section. Section 2.2.2 discusses VMT mix as input.
2.1.6.3 Changes Since MOBILE4.1
There have been no revisions to VMFLAG since the release of MOBILE4.1.
2.1.7 MYMRFG
2.1.7.1 Description
This flag controls the use of annual mileage accumulation rates by age and registration distributions by
age. These parameters define the composition and travel characteristics of the fleet, and so affect the resulting
emission factors.
2.1.7.2 Values/Action
This flag can be set to 1,2, 3, or 4:
Value Action
1 Use MOBILES (national average) annual mileage accumulation rates and registration
distributions by age
2 User supplies annual mileage accumulation rates by age; use MOBILES registration
distributions by age
3 User supplies registration distributions by age; use MOBILES annual mileage
accumulation rates by age
4 User supplies both annual mileage accumulation rates and registration distributions
by age
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The input data required if MYMRFG = 2, 3, or 4 are placed in the One-time Data section. Section
2.2.3 discusses the input and use of annual mileage accumulation rates and registration distributions.
2.1.7.3 Changes Since MOBILE4.1
There have been no revisions to MYMRFG since the release of MOBILE4.1.
2.1.8 NEWFLG
2.1.8.1 Description
This flag provides the option of modifying the basic exhaust emission rates by model year. In
MOBILES, this flag also provides the user with several options for calculating projected (future year) emission
factors. Additional information on these new options, which specify how the implementation of a new
evaporative emission test procedure for gasoline-fueled vehicles is modeled and whether or not the new exhaust
emission standards under the 1990 Clean Air Act Amendments are to be assumed in the modeling, is provided in
section 2.2.4.2.
2.1.8.2 Values/Action
This flag can be set to 1, 2, 3,4, 5, or 6:
Value Action
1 MOBILES basic exhaust emission rates are used
2 User supplies one or more modifications to the MOBILES basic exhaust emission
rates in the One-time Data section
3 MOBILES basic exhaust emission rates are used, and user supplies information about
the new evaporative emissions test procedure in the One-time Data section
4 User supplies one or more modifications to the MOBILES basic exhaust emission
rates, and information about the new evaporative emissions test procedure, in the
One-time Data section
5 MOBILES basic exhaust emission rates are used, and all new Clean Air Act
requirements are disabled
6 User supplies one or more modifications to the MOBILES basic exhaust emission
rates in the One-time data section, and all new Clean Air Act requirements are
disabled
The user-supplied modifications to the basic emission rates (required if NEWFLG = 2, 4, or 6) are
placed in the One-time Data section. Section 2.2.4 discusses basic exhaust emission rates and their modification
by the user. Additional information on user modification of the details of the new evaporative emission test
procedure, and on the disabling of all new Clean Air Act requirements, is provided in section 2.2.4.2.
2.1.8.3 Changes Since MOBILE4.1
Four new possible values (3, 4, 5, 6) of NEWFLG have been added in MOBILES. In cases where
NEWFLG = 1 or 2, this flag is unchanged in meaning or use since release of MOBILE4.1. The new features of
specifying aspects of the new evaporative emission test procedure for gasoline-fueled vehicles and disabling all
new Clean Air Act requirements are discussed in section 2.2.4.2.
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2.1.9 IMFLAfl
2.1.9.1 Description
This flag allows the option of having MOBILES include the emission benefits of operating (or
planned) inspection and maintenance (I/M) program(s) on the emission factors.
2.1.9.2 Values/Action
This flag can be set to 1, 2, 3, 4, or 5:
Value Action
1 No I/M program is assumed to be operating
2 User specifies a single I/M program and MOBILES models its impact on emissions
3 User specifies two I/M programs and MOBILES models their impact on emissions
4 User specifies a single I/M program (same as IMFLAG = 2), and beginning in 1994,
emission credits based on assuming a specific I/M program (as discussed below)
for Tier 1 vehicles override the user-specified program for LDGVs and LDGTs
5 User specifies two I/M programs (same as IMFLAG = 3), and beginning in 1994,
emission credits based on assuming a specific I/M program (as discussed below)
for Tier 1 vehicles override the user-specified programs for LDGVs and LDGTs
Values of 4 or 5 are used to control the exhaust emission estimates for Tier 1 vehicles (the effect of
setting this flag to 4 or 5 on Tier 1 vehicle emissions is the same, so the choice between 4 and 5 depends on the
intended I/M program for older cars). Values of 4 or 5 may be used for IMFLAG if the I/M program applied to
Tier 1 vehicles meets the criteria discussed in section 1.3.6 and Appendix 2B for I/M testing of vehicles under
the California low emission vehicle (LEV) program.
If values of 4 or S are used, this specific I/M program overrides the exhaust portion of any I/M program
specified in the One-time Data section for model years that contain Tier 1 LDGVs and LDGTs. However, in
order to receive credit for the evaporative emissions benefits of functional pressure and purge tests of the
evaporative emission control system, these tests still must be specified in the One-time Data section (see
sections 2.1.11 and 2.2.6).
The data specifying I/M program(s), required if IMFLAG = 2, 3, 4, or 5, are placed in the One-time
Data section. Section 2.2.S and Appendixes 2A and 2B discuss the specification of I/M program parameters and
their use in MOBILES.
2.1.9.3 Changes Since MOBILE4.1
The handling of complex I/M program designs, such as the addition of a transient I/M test (like the
IM240), is now performed through the use of additional values for the IMFLAG. In MOBILE4.1, an IM240
transient I/M program was handled by the appending of additional values to the end of the I/M program
descriptive record; this feature has been extensively revised, as noted here and in section 2.2.S.
2.1.10 ALHFLG
2.1.10.1 Description
This flag provides the ability to have MOBILES adjust some exhaust emission factors to account for
certain conditions: air conditioning (A/C) usage, extra loading, trailer towing, and humidity. These additional
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corrections apply only to exhaust emission factors (HC, CO, and NOx), and only to the light-duty gasoline-
fueled vehicle types (LDGVs, LDGTls, and LDGT2s), with the exception that the humidity correction affects
only NOx emission factors and is also applied to motorcycle emissions.
2.1.10.2 Values/Action
This flag can be set to 1, 2, or 3:
Value Action
1 Do not apply these additional correction factors (no additional inputs required)
2 Apply one or more additional correction factors; six (6) additional input values
required
3 Apply one or more additional correction factors; ten (10) additional input values
required
The additional data required if ALHFLG = 2 or 3 are placed in the Scenario data section. The specific
inputs required when ALHFLG = 2 or 3 are discussed in section 2.3.10.
2.1.10.3 Changes Singe MOBTLE4.1
There have been no revisions to ALHFLG since the release of MOBILE4.1.
2.1.11 ATPFLG
2.1.11.1 Description
This flag allows for the benefits of an operating ana-tampering program (ATP) to be included in the
emission factor calculations. In MOBILES, this flag is also used to indicate the use of functional purge and/or
pressure tests of the evaporative emission control system as part of a periodic vehicle inspection/maintenance
program.
2.1.11.2 Values/Action
This flag can be set to 1, 2, 3, 4, 5, 6, 7, or 8:
Value Action
1 No ATP is assumed
2 User specifies an ATP, and MOBILES accounts for its impact on emissions
3 User specifies functional pressure check of the evaporative emission control system
and MOBILES accounts for its impact on emissions
4 User specifies functional purge check of the evaporative emission control system and
MOBILES accounts for its impact on emissions
5 User specifies an ATP, and functional pressure check of the evaporative emission
control system; and MOBILES accounts for their impact on emissions
6 User specifies an ATP, and functional purge check of the evaporative emission
control system; and MOBILES accounts for their impact on emissions
7 User specifies functional pressure and purge checks of the evaporative emission
control system, and MOBILES accounts for their impact on emissions
8 User specifies an ATP, and functional pressure and purge checks of the evaporative
emission control system, and MOBILES accounts for their impact on emissions
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The data specifying the characteristics of the ATP to be modeled (required when ATPFLG = 2,5,6, or
8), are placed in the One-time Data section. The data specifying the characteristics of the functional pressure
check (required if ATPFLG = 3, 5, 7, or 8), or of the functional purge check (required if ATPFLG = 4, 6, 7, or
8), are also placed in the One-time Data section. Section 2.2.6.3.1 and Appendix 2A discuss user specification
of ATPs. Sections 2.2.6.3.2 and 2.2.6.3.3 discusses user specification of functional pressure and purge checks
of evaporative emission control systems.
2.1.11.3 Changes Since MOBTLE4 1
This flag has been revised since the release of MOBILE4.1 to allow six additional values (3,4, 5,6, 7,
8). For ATPFLG = 1 or 2, this flag and the associated data input requirements (ATP descriptive record) are the
same as in MOBILE4.1. The six additional possible values of ATPFLG allow for any combination of ATP,
functional evaporative emission control system pressure check, and functional evaporative emission control
system purge check to be specified. The pressure and/or purge checks were modeled by MOBILE4.1 based on
the values of the last two (optional) flags on the I/M program descriptive record; in MOBILES, these functional
evaporative emission control system checks are modeled based on the value of ATPFLG, and additional input
information is required in the One-time Data section (section 2.2.6).
2.1.12 RLFLAG
2.1.12.1 Description
This flag controls whether and how MOBILES models refueling emissions (also referred to as Stage II
emissions) from gasoline-fueled vehicles.
2.1.12.2 Values/Action
This flag can be set to 1, 2, 3, 4, or 5:
Value Action
1 Use uncontrolled refueling emission rates for all gasoline-fueled vehicles and all
model years
2 Model the impact of a Stage II ("at-the-pump") vapor recovery system (VRS)
requirement on refueling emissions
3 Model the impact of an onboard VRS requirement on refueling emissions
4 Model the impact of both Stage n and onboard VRS requirements on refueling
emissions
5 Zero-out refueling emissions completely (in this case, refueling emissions must be
accounted for in the stationary source portion of SIP emission inventories)
The data describing the characteristics of either or both vapor recovery systems (required if RLFLAG =
2,3, or 4) are placed in the One-time Data section. Refueling emissions and their modeling in MOBLLE4.1 are
discussed in section 2.2.7.
2.1.12.3 Changes Since MORTT.Rfl
There have been no revisions to this flag since the release of MOBILE4.1.
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2.1.13 LOCFLG
2.1.13.1 Description
This flag controls the input by the user of the local area parameter (LAP) record. This record contains
seven to ten fields: scenario name, fuel volatility class, minimum and maximum daily temperatures, "period 1"
RVP, "period 2" RVP, "period 2" RVP start year, and optional values for OXYFLG, DSFLAG, and RFGFLG.
The fuel volatility class, a version of which was a required part of the LAP record for MOBILE4 but not required
in MOBILE4.1, is again a mandatory input for MOBILES. It is required only for modeling of the effects of
reformulated gasoline (RFC) on emissions. RFGFLG is a new flag in MOBILES, indicating whether or not the
use of reformulated gasoline is to be assumed in the modeling.
However, the format of the remainder of the LAP record is unchanged, so that a MOBILE4 or
MOBILE4.1 LAP record will function as MOBILES input. The three optional "flag" values (OXYFLG,
DSFLAG, and RFGFLG) are used to indicate whether the user is inputting data on an oxygenated fuels program,
alternate diesel sales fractions by model year, and specifying the use of reformulated gasoline, respectively.
These flags follow the "period 2" RVP start year, and in each case if missing are interpreted by MOBILES as
indicating that none of these three types of data are included. Thus, a LAP record from a MOBILE4 or
MOBILE4.1 input file will work in MOBILES, although MOBILES has options that cannot be accessed by an
unchanged MOBEJ34/4.1 LAP record.
2.1.13.2 Values/Action
This flag can be set to 1 or 2:
Value Action
1 User enters a different LAP record for each scenario of the MOBILES run
2 User enters one LAP record to apply to all scenarios of the MOBILES run
If LOCFLG = 1, the LAP records are placed in the Scenario data section, with one LAP record required
for each scenario being evaluated. If LOCFLG = 2, the single LAP record to be applied to all scenarios being
evaluated is placed in the One-time Data section. The content of the LAP record is discussed in section 2.2.8,
and the individual variables comprising the LAP record are discussed in sections 2.2.9 through 2.2.16. Table
2.2-10 provides a summary of and specifications for the LAP record in the MOBILES input stream.
2.1.13.3 Changes Since MOBTLE4.1
There have been no revisions to LOCFLG since the release of MOBILE4.1. Revisions to the content
of the LAP record are discussed in sections 2.2.8 through 2.2.16.
2.1.14 TEMFLG
2.1.14.1 Description
This flag controls the determination of temperatures to be used in the correction of the exhaust
emission factors (HC, CO, and NOx), the hot soak and diurnal components of the evaporative HC emission
factors, and the running loss and resting loss HC emission factors. All of these emissions are dependent on
temperature.
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2.1.14.2 Values/Action
This flag can be set to 1 or 2:
Value Action
1 MOBILES will determine the temperatures to be used in correcting emission factors
on the basis of the input values of minimum and maximum daily temperature.
The input value of ambient temperature will not be used in calculating
temperature corrections to emissions if TEMFLG = 1; it will be overridden by
specific values calculated individually for exhaust HC, CO, and NOx, hot soak
evaporative HC, running loss HC, and resting loss HC.
2 The input value of ambient temperature will be used in calculating the temperature
corrections to all exhaust emissions, hot soak evaporative emissions, and
running and resting loss emissions. The input values of minimum and
maximum daily temperature will still be used to calculate diurnal evaporative
emissions.
If TEMFLG = 1, the temperatures used to correct exhaust, hot soak evaporative, and running loss and
resting loss emissions are determined in a way that accounts for both the variation in emission levels with daily
variation in temperature, and the distribution of travel (vehicle miles traveled (VMT)) over the course of a day.
Thus the use of TEMFLG = 1 is generally recommended for daily emission inventory preparation and SIP-
related modeling by the States.
For those areas modeling emission factors on an hourly basis, whether required for input to other air
quality models (such as Urban Airshed) or for some other purpose, the use of TEMFLG = 2 will be more
appropriate. When TEMFLG = 2, the input value of ambient temperature should be selected to represent
conditions in the short time period (e.g., one hour) being modeled. This temperature will then be used to correct
exhaust, hot soak evaporative, and running loss and resting loss emission factors. The input minimum and
maximum temperatures are used only to calculate diurnal evaporative emissions when TEMFLG = 2.
The input of minimum/maximum temperatures is discussed in section 2.2.11. The input of ambient
temperature is discussed in section 2.3.4. Additional guidance on the determination of appropriate values for use
as temperature input to MOBILES when the model is being used for SIP-related emission inventory
development and attainment planning is provided in "Procedures for Emission Inventory Preparation,
Volume IV: Mobile Sources," EPA-450/4-81-026d (revised), July 1992.
2.1.14.3 Changes Since MOBILE4.1
There have been no revisions to TEMFLG since the release of MOBILE4.1.
Table 2.1-1 summarizes the flags controlling the input requirements and execution of MOBILES.
2.1.15 QUTFMT
2.1.15.1 Description
This flag controls the format structure of the formatted output report. Different formats are appropriate
depending on the intended use of the MOBILES output.
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2.1.15.2 Values/Action
This flag can be set to 1, 2, 3, 4, 5, or 6:
Value Action
1 222-column numerical format
2 140-column numerical format
3 112-column descriptive format
4 80-column descriptive format
5 By-Model Year output (table of emission factors for vehicles of each model year
provided, along with standard 112-column descriptive format)
6 "Spreadsheet" output format
The numerical formats (OUTFMT = 1 or 2) are generally used when the MOBILES output file is to be
used as input for another program (e.g., air quality simulations). The descriptive formats (OUTFMT = 3 or 4)
contain all of the same information, with more complete labels and headings for ease of visual inspection. The
by model year output option (OUTFMT = 5) starts with the 112-column descriptive output report produced
when OUTFMT = 3, then provides additional tables containing emission factors by individual model year. If
the by model year option is selected, the user must supply an additional line of input specifying exactly what
information is to be included in the output. This additional record, called the by model year inclusion vector, is
discussed in section 2.2.18. The spreadsheet format (OUTFMT = 6) is new in MOBILES, and provides the user
with output in a form that facilitates transfer of the emission factors to a spreadsheet program [e.g., Excel,
Lotus 1-2-3 (version 3.0 or higher)] for further manipulation. The output is written in a comma-separated
variable (CSV) format, with text indicated by quotation marks. Illustrative examples of output formats 4 and 5
are shown in Chapter 5 (MOBILES Examples). Examples of output formats 1, 2, and 3 are included on the
MOBILES diskette (see section S.I, "MOBILES Examples Index"). All possible output formats are described in
Chapter 3.
If the by model year option is selected, additional input must be provided in the form of one additional
record in the One-Time Data section. This additional record tells MOBILES which vehicle types the by-model
year output is desired for, and is described in section 2.2.18 and Table 2.2-11.
2.1.15.3 Changes Since MOBTLE4.1
The first five options for output format are exactly as they were in MOBILE4.1. The last option
(OUTFMT = 6) provides the user the ability to obtain the formatted emission factors report in the form of a
"spreadsheet." This option is intended to facilitate transfer of the output into a spreadsheet program for
additional manipulation, and is described in section 3.3.1.
2.1.16 PRTFLG
2.1.16.1 Description
This flag determines which pollutants will have emission factor calculations performed, and thus will
be included in the program output. This feature enables the user to avoid the time and expense of calculating all
emission factors when the results for only one of the pollutants are all that is necessary for some applications.
2.1.16.2 Values/Action
This flag can be set to 1, 2, 3, or 4:
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Value Action
1 Calculate and print HC (hydrocarbon) emission factors only
2 Calculate and print CO (carbon monoxide) emission factors only
3 Calculate and print NOx (oxides of nitrogen) emission factors only
4 Calculate and output emission factors for all three pollutants
2.1.16.3 Changes Since MOBILE4.1
There have been no revisions to this flag since the release of MOBILE4.1. However, the program code
has been modified so that if only CO (PRTFLG = 2) or only NOx (PRTFLG = 3) emission factors are
requested, the subroutines that deal only with HC emissions (such as the calculation of evaporative, running
loss, resting loss, and refueling emissions) will be bypassed in execution. This should result in shorter
execution times for CO-only and NOx-only emission factor runs, relative to MOBILE4.1.
2.1.17 IDLFLG
2.1.17.1 Description
This flag controls the calculation and output of idle emission factors (emissions at idle in terms of
mass pollutant per unit time (g/hr) for each pollutant).
2.1.17.2 Values/Action
This flag can be set to 1 or 2:
Value Action
1 No idle emission factors calculated or printed
(exhaust and evaporative emission factors only)
2 Idle emission factors calculated and printed
(in addition to exhaust and evaporative emission factors)
2.1.17.3 Changes Since MOBTLR4 1
Due to the complexity of modeling idle emissions, particularly with respect to the interactions with
many of the new features of MOBILES (e.g., Tier 1 vehicles, LEV program, reformulated gasoline), this feature
has been temporarily disabled in MOBILES (and MOBILESa). This flag should be set to "1" when running
MOBILES/Sa. Modelers requiring idle emission factors specifically should consult "MOBILES Information
Sheet #2" (July 30, 1993), which is available through EPA's Technology Transfer Network (TTN) computer
bulletin board system (see sections 4.2 and 6.0).
2.1.18 NMHFLG
2.1.18.1 Description
This flag determines which of five possible options for the hydrocarbon emissions factors will be used
in the calculations: total hydrocarbons, including methane (THC); non-methane hydrocarbons, defined as THC
minus methane (NMHC); volatile organic compounds, defined as NMHC minus ethane corrected for aldehydes
(VOC); total organic gases, defined as THC corrected for aldehydes (TOG); or non-methane organic gases,
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defined as NMHC corrected for non-hydrocarbon reactive compounds, i.e., formaldehyde and acetaldehyde
(NMOG). These are summarized below:
Compounds included in the emission factors
Option FIDHC Methane Ethane Aldehydes
THC Yes Yes Yes No
NMHC Yes No Yes No
VOC Yes No No Yes
TOG Yes Yes Yes Yes
NMOG Yes No Yes Yes
In the table above, "FID HC" refers to the hydrocarbon emissions as measured by the flame ionization
detector (FID) used in testing. The FID detects a portion (but not all) of the aldehydes emitted by the vehicle.
Thus the first two options above (THC and NMHC) actually account for a portion of aldehyde emissions; the
other options include a correction for that portion of aldehyde emissions not registered by the FID. This is not a
change or revision to the model; total HC and NMHC emission factors produced by all previous versions of the
MOBILE model included the portion of aldehyde emissions measured by the FTD.
2.1.18.2 Values/Action
This flag can be set to 1, 2, 3, 4, or 5:
Value Action
1 Total hydrocarbon (THC) emission factors
2 Non-methane hydrocarbon (NMHC) emission factors
3 Volatile organic compound (VOC) emission factors
4 Total organic gases (TOG) emission factors
5 Non-methane organic gasses (NMOG) emission factors
For guidance on the most appropriate choice for the preparation of base year emission inventories, see
"Procedures for Emission Inventory Preparation, Volume IV: Mobile Sources," EPA-450/4-81-026d (revised),
July 1992. The use of the VOC option for hydrocarbon emission factors is normally used by air quality
modelers and in SIP-related applications of MOBILES.
2.1.18.3 Changes Since MQBTLE4.1
There have been no revisions to this flag since the release of MOBILE4.1.
2.1.19 HCFLAG
2.1.19.1 Description
This flag determines whether the HC emission factors displayed in the output will include only the
sum of all components of HC emissions (whichever composition option for these emissions is selected using
NMHFLG) or will also include the various component emission factors (exhaust, evaporative, refueling,
running loss, resting loss, and total HC emissions). This flag also allows the user to select an expanded
printout of the various components of "evaporative" (non-tailpipe) HC emissions.
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2.1.19.2 Values/Action
This flag can be set to 1, 2, or 3:
Value Action
1 No component emission factor output (print only the emission factor for the sum of
all HC components in grams per mile)
2 Print sum and component (exhaust, evaporative, refueling, running loss, and resting
loss HC) emission factors in grams per mile
3 Print sum and component (exhaust, evaporative, refueling, running loss, and resting
loss HC) emission factors in grams per mile, and a detailed evaporative emission
factor breakdown in grams. The emission factor for the sum of all HC
components will not include refueling emissions (it will be the sum of exhaust,
evaporative, running loss, and resting loss emissions)
When the detailed evaporative emission breakdown is requested (HCFLAG = 3), the units of the
component emission factors are: grams per vehicle per event (trip end) for hot soak evaporative emissions,
grams per vehicle per day (period of rising ambient temperature without trips) for diurnal evaporative emissions,
grams per gallon of fuel dispensed for refueling emissions, and grams per vehicle per hour for resting losses.
Running loss emission factors, which are only expressed in grams per mile, are not repeated in the expanded
evaporative emission portion of the output.
2.1.19.3 Changes Since MOBILE4.1
There have been no revisions to this flag since the release of MOBILE4.1.
Table 2.1-2 summarizes the flags controlling the output of MOBILES.
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2.1.20 Inter-Flag Dependencies
2.1.20.1 Description
There are cases where the value assigned to one flag in the Control section either determines the value
that must be assigned to another flag, or precludes the use of one or more possible values for another flag.
Certain combinations of flag settings also impose requirements on other inputs in either the One-time Data or
Scenario sections. While careful consideration of the input file prepared for a MOBILE5 run makes such
situations clear, a short listing is provided here for the convenience of the user.
2.1.20.2 List of Inter-Hag Dependencies
2.1.20.2.1 If TAMFLG = 2 (user-supplied tampering rates) and MFLAG = 1 (no I/M program assumed),
supply only one set of alternate tampering rates (non-I/M rates).
2.1.20.2.2 If TAMFLG = 2 and IMFLAG = 2, 3,4, or 5 (specify and model I/M program(s)), two sets of
alternate tampering rates must be supplied (non-I/M and I/M rates).
2.1.20.2.3 If the user has elected to input alternate diesel sales fractions by model year for LDVs and
LDTs, then LOCFLG = 1 (a separate LAP record to be entered for each scenario) is
mandatory.
2.1.20.2.4 If the user has set PRTFLG = 2 or 3 (CO emission factors only or NOx emission factors
only), then the values assigned to NMHFLG and HCFLAG will have no effect.
2.1.20.2.5 If the user has set NEWFLG = 2, 4, or 6 (user supplies alternate basic emission rate
equations), then idle emissions will not be calculated regardless of the value of IDLFLG.
2.1.20.2.6 If the user has set HCFLAG = 3 (include expanded evaporative emission factor output table),
then the output formats 3 or 5 must also be selected. If HCFLAG = 3 and OUTFMT =
1, 2, 4, or 6, a warning message will be issued and the expanded evaporative emission
factor table will not be included in the output.
2.1.20.2.7 If the user has set DSFLAG = 2 (user supplies alternate diesel sales fractions for light-duty
vehicles and light-duty trucks by model year), then LOCFLG = 1 (separate local area
parameter record for each scenario) must also be selected. See section 2.2.10.
2.1.2.20.8 If the user has selected OUTFMT = 5 (requesting by model year output), then the month of
evaluation must be January (month = 1 on required scenario record, section 2.3.6). By
model year output is not available for July 1 evaluation dates.
This concludes the Control data section.
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2.2 ONE-TIME DATA SECTION
As suggested by its name, the One-Time Data section contains information which is input only once
in a given MOBILES input file. This input information is used to alter MOBILES internal data to reflect
alternate (i.e., locality-specific) data when such information is available for use. For example, a user can
incorporate annual mileage accumulation rates and/or registration distributions by age that are specific to the area
of concern. These records are all optional, their use being dictated by the values of some of the flags in the
Control section. Thus, it is possible to run MOBILES without any "one-time data" being included in the input.
If any of these records are included in the input, they follow immediately after the Control section and appear in
the order in which they are listed below.
It is possible for the user to include comments or other descriptive information outside of the required
MOBILES input parameters, in order to aid in documenting and interpreting MOBILES input files. This is
illustrated in the example input files included in Chapter 5 and on the program diskette. Such comments on the
Local Area Parameter input record must not begin before (to the left of) column 53. Comments on scenario
section input records must not begin until at least 15 columns after (to the right of) the last input variable.
These restrictions are necessary to avoid generating error messages that will occur as a result of internal
diagnostic checks that use these spaces.
One-time Data must be included in the input whenever one or more of the following MOBILES
options are selected:
1. The user supplies alternate tampering rates (TAMFLG = 2).
2. The user supplies one alternate VMT mix to be applied to all emission factor calculations
(VMFLAG = 3).
3. The user supplies alternate annual mileage accumulation rates and/or registration distributions by age
(MYMRFG = 2, 3, or 4).
4. The user modifies the basic exhaust emission rates used in the emission factor calculations
(NEWFLG = 2, 4, or 6).
S. The user modifies the start year and/or the phase-in period for the new evaporative emission test
procedure (NEWFLG = 3 or 4).
6. The user includes the effects of one (or two) inspection/maintenance program(s) in the emission factor
calculations (IMFLAG = 2,3,4, or 5).
7. The user includes the effects of an anti-tampering program in the emission factor calculations
(ATPFLG = 2, 5, 6, or 8).
8. The user includes the effects of functional pressure and/or purge checks of the evaporative emission
control system in the emission factor calculations (ATPFLG = 3,4, 5, 6, 7, or 8).
9. The user includes the effects of Stage n and/or onboard vapor recovery systems on refueling emissions
in the emission factor calculations (RLFLAG = 2,3, or 4).
10. The user applies the same local area parameter (LAP) record input values to all scenarios in the
MOBILES run (LOCFLG = 2).
11. The user supplies one alternate set of trip length distributions to be used in the calculation of running
loss emissions for all scenarios (SPDFLG = 4).
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Data in the One-time Data section are listed in the same order as the associated flags in the Control data
section. The ordering of data in the One-time Data section is summarized in Table 2.4-1 at the end of this
chapter.
2.2.1 TAMPERING RATES
2.2.1.1 Description
MOBILES calculates tampering rates as a piecewise linear function of accumulated mileage for each
gasoline-fueled vehicle type (LDGV, LDGT1, LDGT2, and HDGV) and for eight types of tampering [air pump
disablement, catalyst removal, overall misfueling, fuel inlet restrictor disablement, exhaust gas recirculation
(EGR) system disablement, evaporative control system disablement, positive crankcase ventilation (PCV)
system disablement, and missing gas caps]. These rates are combined with the corresponding fractions of
vehicles equipped with the given control technology and the emissions impact rates to obtain the tampering
offsets (the increase in emissions that results from the given type of tampering at the given rate). These offsets
are later added to the non-tampered emission factors.
2.2.1.2 Options
MOBILES uses tampering rates based on OMS analysis of multi-city tampering survey results, if no
alternate (e.g., locality-specific) rates are supplied as input (TAMFLG = 1). The use of the rates included in
MOBILES is recommended for most situations.
MOBILES provides the user the option of specifying alternate tampering rates as part of the program
input (by setting TAMFLG = 2). EPA has determined through its tampering surveys that tampering rates are
lower in areas with operating inspection and maintenance (I/M) programs than in areas without such programs.
Thus, if TAMFLG = 2 and IMFLAG = 1, the user must supply one set of alternate tampering rates
(representing the rates for an area where no I/M program is in effect). If TAMFLG = 2 and IMFLAG = 2,3,4,
or 5, the user must supply two sets of alternate tampering rates (representing both the non-I/M and I/M cases).
The non-I/M rates are used to account for tampering that occurs before the I/M program is in operation.
Before approving the use of alternate tampering rates in the development of base-year highway vehicle
emission factors and mobile source emission inventories for State Implementation Plans (SEPs), EPA must
review and approve of the tampering survey(s) on which such rates are based.
2.2.1.3 MORTT.P.S Tampering Rates
MOBILES uses three or six rate equations for each type of tampering stored within the model, for each
of the vehicle types subject to tampering (one each for pre-1981 model year vehicles, for 1981-83 model year
vehicles, and for 1984 and later model year vehicles; for either the non-I/M case only, or for both the non-I/M
and I/M cases). These rate equations are based on OMS analysis of national tampering survey data.
2.2.1.4 Required Information
The following information is required for input of alternate tampering rates: For each combination of
vehicle model year group (pre-1981,1981-83,1984 and later model year), tampering type, and non-I/M or I/M
case, the user must supply a zero-mile level (ZML) and deterioration rate (DR; the rate of increase in the
tampering rate per 10,000 miles accumulated mileage). This deterioration rate defines the increase in tampering
over the first 50,000 accumulated miles. MOBILES adjusts these deterioration rates internally to account for the
rate of increase in tampering at mileages greater than 50,000 mi. All tampering rates are assumed to stop
increasing after 130,000 accumulated miles. All input values must be in fractional units.
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The order of the tampering types within each record is:
1) air pump disablement
2) catalyst removal
3) fuel inlet restrictor disablement
4) overall misfueling
5) EGR system disablement
6) evaporative control system disablement
7) PCV system disablement
8) missing gas caps.
A complete set of alternate tampering rate input data for the non-I/M case consists of a total of 24
records, and a complete set of inputs for both the non-I/M and I/M cases consists of 48 records. There are six
records for each of the four gasoline-fueled vehicle types for each case (non-I/M, I/M). The six records required
for each vehicle type are listed below. Each record listed occurs four times (once each for LDGVs, LDGTls,
LDGT2s, and HDGVs, in that order). Table 2.2-1 summarizes the complete alternate tampering rate input for
both cases.
Non-I/M Non-I/M
Case and I/M
Records Description Format
(1-4) (14) ZML for pre-1981 MY vehicles (non-I/M) 8F8.4
(5-8) (5-8) ZML for 1981-83 MY vehicles (non-I/M) 8F8.4
(9-12) (9-12) ZML for 1984+MY vehicles (non-I/M) 8F8.4
(13-16) ZML for pre-1981 MY vehicles (I/M) 8F8.4
(17-20) ZML for 1981-83 MY vehicles (I/M) 8F8.4
(21-24) ZML for 1984+MY vehicles (I/M) 8F8.4
(13-16) (25-28) DR for pre-1981 MY vehicles (non-I/M) 8F8.4
(17-20) (29-32) DR for 1981-83 MY vehicles (non-I/M) 8F8.4
(21-24) (33-36) DR for 1984+MY vehicles (non-I/M) 8F8.4
(37-40) DR for pre-1981 MY vehicles (I/M) 8F8.4
(41-44) DR for 1981-83 MY vehicles (I/M) 8F8.4
(45-48) DR for 1984+MY vehicles (I/M) 8F8.4
2.2.1.5 Changes Since MOBILE4.1
The input of alternate tampering rates has not been revised since the release of MOBDLE4.1.
2.2.1.6 Guidance
The tampering rates built into MOBILES are the rates that should be used in all Clean Air Act (CAA)
mandated development of mobile source emission inventories, including the base and projection year inventories
required to be submitted as part of SIPs. Use of any other tampering rates in such work must be based on actual
surveys of in-use tampering, and the surveys must be approved in advance by EPA. For guidance regarding
EPA approval of local tampering surveys, contact the Office of Mobile Sources' Field Operations and Support
Division (202/233-9000). For guidance on analysis of the data collected in a local tampering survey, contact
QMS' Emission Planning and Strategies Division (313/668-4325).
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2.2.2 VEHICLE MILES TRAVELED MIX bv vehicle type
2.2.2.1 Description
The vehicle miles traveled (VMT) mix specifies the fraction of total highway VMT that is accumulated
by each of the eight vehicle types. The VMT mix is used in MOBILES only to calculate the composite (all
vehicle, or fleetwide) emission factor for a given scenario on the basis of the eight vehicle class-specific
emission factors.
2.2.2.2 Options
The user can choose between the use of the MOBILES national VMT mix (VMFLAG = 1), the input
of one alternate VMT mix (in One-time Data) for use in all scenarios of a given MOBILES run (VMFLAG = 3),
or the input of a different alternate VMT mix (in Scenario data) for each scenario (VMFLAG = 2).
For SIP highway vehicle emission inventory development, EPA generally expects States to develop
and use their own specific estimates of VMT by vehicle type. In such cases, VMT fractions based on those
estimates of VMT by vehicle type should be calculated and used here as input. A VMT mix used as input
should reflect the year for which emission factors are being calculated.
2.2.2.3 MORTT.E5 VMT Mix
MOBILES calculates a typical urban area VMT mix based on national data characterizing registration
distributions and annual mileage accumulation rates by age for each vehicle type, diesel sales fractions by model
year (for LDVs and LDTs only), total HDDV registrations and annual mileage accumulations by weight class,
the fraction of travel by each vehicle type that is typical of urban areas, and total vehicle counts (fleet size) by
vehicle type. Considering the dependence of the calculated VMT mix on the annual mileage accumulation rates
and registration distributions by age, the use of the MOBILES VMT mix is generally recommended in cases
where the focus is on direct comparison of national or area-wide emission factors under different assumptions.
As noted above, for SIP highway vehicle emission inventory development, EPA expects that States
will generally develop and apply their own estimates of VMT by vehicle type for specific highway facility
types, sub-zones, times of day, and so on. The use of an alternate VMT mix can result in minor
inconsistencies; for example, assumptions that are used in the emission factor calculations concerning the
gas/diesel LDV sales fractions are not altered through the use of different VMT fractions for LDGVs and
LDDVs. In part for this reason, MOBILES has the added capability for the user to also supply an alternate set
of gas/diesel LDV and LDT sales fractions by model year, as discussed in section 2.3.12.
However, such inconsistencies will not significantly affect emission inventory construction unless the
inventory is based only on the fleetwide composite emission factor and total mobile source VMT. Inventory
construction based on vehicle-type-specific emission factors and VMT estimates, as EPA expects of States for
SIP-related inventory development, will not use the composite fleetwide emission factor.
2.2.2.4 Required Information
Each VMT mix supplied as input must consist of a set of eight fractional values, representing the
fraction of total highway VMT accumulated by each of the eight vehicle types. All values must be between
zero and one (0.0 < VMT fraction for any vehicle type < 1.0), and the eight values must sum to 1.0 (MOBILES
produces an error message and does not execute the run if these constraints are not met).
The format of the VMT mix record(s) is 8F4.3. The values correspond to the eight vehicle types in
this order: LDGV, LDGT1, LDGT2, HDGV, LDDV, LDDT, HDDV, and MC. An example of a VMT mix
record specifying that 65% of all VMT is accumulated by LDGVs and that each of the other seven vehicle types
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accounts for 5% of all VMT is shown below. Note that this format does not include leading zeroes or blanks
between the individual values.
.650.050.050.050.050.050.050.050
2.2.2.5 Changes Since MOBCLE4.1
There have been no revisions to how an alternate VMT mix is supplied to the program as input data
since the release of MOBILE4.1.
2.2.2.6 Guidance
States are generally required to develop estimates of VMT by vehicle type for use in construction of
highway vehicle emission inventories for CAA-mandated and SIP-related purposes. Given such estimates of
VMT by vehicle type, and thus of total highway VMT, it is straightforward to calculate a VMT mix and that
mix should be used as input in MOBILES runs. Techniques for calculating estimated VMT by vehicle type (and
thus, total VMT and the VMT mix fractions) from available data sources are described in Chapter 6 of the report
"Techniques for Estimating MOBILE2 Variables."
2.2.3. ANNUAL MILEAGE ACCUMULATION RATES and/or
REGISTRATION DISTRIBUTIONS bv vehicle tvoe and aee
2.2.3.1 Description
MOBILES's emission factor calculations rely in part on travel fractions for vehicles of each given age
and type, which in turn are based on estimates of the average annual mileage accumulation by age (first year to
25th-and-greater years of operation) for each of the eight vehicle types, and the registration distribution by age
(age 0-1 to age 24-25+) for each vehicle type, except motorcycles, for which annual mileage accumulation rates
and registration distributions are only provided for the first to 12th-and-later years of operation (ages 0-1 to 11-
12+).
2.2.3.2 Options
MOBILES uses national average annual mileage accumulation rates and registration distributions by
age, and has provisions allowing the input of alternate data for either or both of these. The use of the annual
mileage accumulation rates by age included in MOBILES is strongly recommended. Users may develop
registration distributions by age on the basis of locality-specific data, and States are strongly encouraged to do so
in developing highway vehicle emission inventories for SIP purposes.
2.2.3.3 MOBILES Mileage Accumulation Rates and Registration Distributions
If the user does not provide alternate mileage accumulation rates and/or registration distributions by
age, MOBILES uses national average values.
This information is used for all calendar years evaluated. The annual mileage accumulation rates are
based on analyses of information developed over a long period of time, and the registration distributions are
based on analysis of calendar year 1990 registration data. Due to the importance of this information in
characterizing the in-use fleet, the need to avoid basing such information on data collected over a short period of
time (thereby increasing the risk of reflecting atypical or cyclical use or sale patterns), and the inherent difficulty
of developing accurate locality-specific data describing annual mileage accumulation rates by age, the use of the
MOBILES annual mileage accumulation rates by age is recommended. The use of locality-specific data to derive
May 1994
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registration distributions by age is more appropriate for some applications, particularly those cases where such
data reflect significant differences from the national average.
If local annual mileage accumulation rates or registration distributions are used, they normally should
not change across calendar years. In particular, EPA will not accept modeling for SIPs that includes
assumptions that the vehicle fleet will be newer (have a lower average age) in the future than is reflected in the
registration distributions used for the base year emission factors and inventory development. Modeling that
assumes no further aging of the fleet from the current characterization will be accepted by EPA for SIP
purposes.
2.2.3.4 Required Information
These records are required if MYMRFG is set to 2,3, or 4 (section 2.1.7).
To use locality-specific annual mileage accumulation rates by age, a total of 200 input values are
required: the estimated annual mileage accumulated by vehicles of each of the eight types for each of 25 ages
(except 12 ages for motorcycles; use ".00000" as the annual mileage accumulation rate for motorcycles of ages
13 through 25). These values are input as miles divided by 100,000 (e.g., 12,637 miles is input as 0.12637).
To use locality-specific registration distributions by age, again a total of 200 input values are required.
For each vehicle type, a set of 25 values (except 12 values for motorcycles; use ".000" as the registration
distribution fraction for motorcycles of ages 13 through 25) are required to represent the fraction of all vehicles
of the given type that are of a given age. These registration distributions should be based on July 1 of the year
being modeled; MOBILES will use these distributions directly if July 1 emission factors are requested, or will
convert them to January 1 distributions if January 1 emission factors are requested. (The choice of January 1 or
July 1 emission factors is new in MOBILES, and is discussed in section 2.3.6).
The sum of the registration distribution values for a given vehicle type must equal 1.0; if they do not,
MOBILES normalizes the input values so that the sum for each vehicle type is equal to 1.0, and a warning
message is issued for each occurrence. Any individual value in the registration distribution must be between
zero and one. The same registration distribution by age must be entered for LDGVs and LDDVs, and for
LDGTls and LDDTs. MOBILES uses an internal function to separate these pairs of vehicle types into distinct
gas and diesel distributions, based on diesel sales fractions by model year. The registration distributions entered
for LDGVs and LDDVs, and for LDGTls and LDDTs, should therefore be a combined gasoline and diesel
distribution. (For information on user input of alternate diesel sales fractions by model year, see section
2.3.12.) If this constraint is not met, one or more error messages will be issued and the MOBILES run will not
be executed.
In addition, in the case where die user supplies both annual mileage accumulation rates by age and
registration distributions by age, the two sets of values must not contain internal inconsistencies. In other
words, the annual mileage accumulation rate corresponding to any vehicle type/age combination accounting for a
non-zero fraction of registrations must be positive (i.e., if vehicles of a certain type and age exist in the fleet,
then they must accumulate some mileage), and the registration fraction corresponding to any vehicle type/age
combination that has a non-zero mileage accumulation rate must be positive (i.e., if vehicles of a certain type
and age are assumed to accumulate some mileage, then such vehicles must exist in the fleet). If these
constraints are not met, MOBILES will generate one or more error messages and the run will not be executed.
The annual mileage accumulation rates are entered as 24 records, in sets of three records per vehicle
type. The format of these records is (10F7.5/, 10F7.5/, 5F7.5/), repeated eight times. Registration
distributions by age are also entered as 24 records, in sets of three records per vehicle type, format (10F5.3/,
10F5.3/, 5F5.3/). If both annual mileage accumulation rates and registration distributions are being
supplied, the annual mileage accumulation rates precede the registration distributions [24 records, format
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(10F7.5/, 10F7.5/, 5F7.5/) repeated eight times, followed by 24 records, format (10F5.3/, 10F5.3/, 5F5.3/)
repeated eight times].
In both cases, the 24 records represent three records per vehicle type for each of eight vehicle types in
this order: LDGV, LDGT1, LDGT2, HDGV, LDDV, LDDT, HDDV, and MC. Each of the three records per
vehicle type contains the annual mileage accumulation rate by age, or the registration distribution by age, as
follows:
First record - age 1, age 2, age 3,..., age 10
Second record- age 11, age 12, age 13,..., age 20
Third record - age 21, age 22, age 23, age 24, age 2
age 25.
Table 2.2-2 summarizes the input of alternate annual mileage accumulation rates, and Table 2.2-3
summarizes the input of alternate registration distributions by age. An example of one set of annual mileage
accumulation rates and one set of registration distributions, in this case displaying the values that are contained
in the MOBILES code for light-duty gas vehicles, is shown below. Note that the format of this input allows
either a leading zero or a separating blank between entries, but not both. The example shown uses separating
blanks between entries, including a blank space before the first entry on each line.
.13118 .12408 .11737 .11103 .10503 .09935 .09398 .08889 .08409 .07954
.07524 .07117 .06733 .06369 .06024 .05698 .05390 .05099 .04823 .04562
.04316 .04082 .03862 .03653 .03455
In the example above, LDGVs of age 1 constitute 4.9% of all LDGVs and average 13,118 miles
annually, LDGVs of age 2 constitute 7.9% of the fleet and average 12,408 miles annually, and so on, with
LDGVs of ages 25+ constituting 1.0% of the fleet and averaging 3455 miles annually.
2.2.3.5 Changes Since MOBILE4.1
The input of alternate annual mileage accumulation rates and registration distributions by age has not
been revised since the release of MOBILE4.1.
2.2.3.6 Guidance
For most users in most applications, the use of the default annual mileage accumulation rates by age
included in MOBILES is recommended. Most local sources of mileage accumulation rate by age data are subject
to sampling bias or data entry errors, and the use of such data should be approached with caution. In the
development of highway vehicle emission inventories for SIPs, States should obtain prior approval of alternate
mileage accumulation rates and their derivation from the appropriate EPA Regional Office before using such
rates in their modeling.
The use of locality-specific data to derive registration distributions by age is more appropriate for many
applications, particularly those cases where such data reflect significant differences from the national average. In
many situations, registration distributions by age may be developed from data available through State motor
vehicle registration records. EPA encourages and recommends the use of actual locality-specific calendar year
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1990 registration distributions by age in the development of SIP emission inventories. One exception to this
would be areas having relatively few local HDDV registrations, but significant interstate trucking activity
within the local area. Such areas may want to retain and use the MOBILES national registration distributions.
EPA will issue additional guidance on how locality-specific calendar year 1990 registration distributions by age
may be adjusted to reflect future years at a later date.
If local annual mileage accumulation rates or registration distributions are used, they normally should
not change across calendar years. In particular, EPA will not accept SIP-related modeling that includes
assumptions that the vehicle fleet will be newer (have a lower average age) in the future than is reflected in the
registration distributions used for the base year emission factor modeling and inventory development. The use
of registration distributions that indicates that the vehicle fleet is newer than that reflected in the MOBILES
distributions will only be accepted if the area supplies adequate documentation to support this assumption.
Modeling that assumes no further aging of the fleet from the current (base year) characterization will be accepted
by EPA for SIP inventory purposes.
Methods for estimating the annual mileage accumulation rates by age and the registration distributions
by vehicle type and age are presented in Chapters 2 and 3, respectively, of the report "Techniques for Estimating
MOBILE2 Variables."
2.2.4 BASIC EMISSION RATES; NEW EVAPORATIVE EMISSIONS TEST
PROCEDURE; DISABLING NEW CLEAN AIR ACT REQUIREMENTS
2.2.4.1 Basic Emission Rates
2.2.4.1.1 Description
The basic emission rates (BERs) in MOBILES are expressed in the form of linear equations, consisting
of a zero-mile level (ZML), or y-intercept, and one or two deterioration rates (DR), or slopes (increase in
emissions per 10,000 miles accumulated mileage). Basic emission rates entered by the user, for all vehicle
types except heavy-duty vehicles (HDGV, HDDV), are in units of grams per mile (g/mi) for the ZMLs and g/mi
per 10,000 miles (g/mi-lOK mi) for the DRs. For HDGVs and HDDVs, the units are grams per brake
horsepower-hour (g/BHP-hr) for the ZML and grams per brake horsepower-hour per 10,000 miles [(g/BHP-hr)-
10K mi] for the DR. There are different BER equations in MOBILES for each vehicle type/pollutant/model year
group, with the model year groups defined on the basis of applicable emission standards and emission control
technologies used.
For light-duty gas vehicles (LDGVs) and for model years 1991 and later (MY 1991+) light-duty trucks
(LDGTs), there are two deterioration rates in each BER equation. In each such BER equation, there one DR is
applicable to mileage accumulated between zero and 50,000 miles, and a second (higher) DR is applicable to
mileage accumulated beyond 50,000 miles. This feature is applicable only to LDGVs and MY 1991+ LDGTs.
2.2.4.1.2 Options
MOBILES provides the capability to input alternate BER equations (by setting NEWFLG = 2,4, or 6).
However, the BERs in MOBILES accurately reflect all promulgated emission standards as of August 1992, and
no changes to these equations are warranted for use in developing emission factors or inventories for SIP
purposes. The option of alternate BERs is intended for use only in the situation where new or revised emission
standards are promulgated by EPA after release of MOBILES.
2.2.4.1.3 MOBILES Basic Emission Rates
The BER equations in MOBILES are based on the applicable Federal emission standards and the
emission control technologies characterizing the fleet in various model years (for example, different types of
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catalytic converters exhibit different rates of deterioration). These equations are applicable for all non- California
areas, both low- and high-altitude, and should not be altered by the user without EPA guidance. Since the size
of any I/M credits (emission reductions due to inspection and maintenance programs) are dependent on these
basic emission rates, entering alternate BER equations may render any I/M credit calculations used with the new
emission rates inappropriate, unless alternate I/M credits derived from the new BER equations are also utilized.
2.2.4.1.4 Required Information
If alternate BER equations are to be used, the information that must be supplied includes: the number
of alternate BER equations that are to be entered, the region (low- or high- altitude) to which the alternate BERs
apply, the vehicle type(s) affected, the first and last model years for which the alternate equations apply, the
ZML (g/mi), and the DR (g/mi per 10K mi). If the vehicle type affected is HDGV or HDDV, units of g/BHP-
hr must be used for the ZML and units of (g/BHP-hr)/10K mi must be used for the DR, since MOBILES will
convert g/BHP-hr rates to g/mi rates internally.
If the vehicle type affected is LDGVs or MY 1991+ LDGTs, two deterioration rates must be supplied.
The first is used to calculate emissions deterioration through 50,000 accumulated miles, and the second (higher)
rate is applied to accumulated mileage beyond 50,000 mi.
The new BER input consists of a set of N+l records, where N is the number of new BERs (records)
that follow the first record. The maximum number of new BERs permitted in a MOBILES run is 100. In
addition, for each combination of region/vehicle type/pollutant, no more than 12 new BERs are permitted.
The first required record is the total number of new BER equations to be read, entered in D/ format.
The following BER input records each specify the region, vehicle type, pollutant, model year coverage, zero-
mile emission level, and deterioration rate(s). The format of these records is (3(I1,1X), 2(I2,1X),
2(F6.3,1X), F6.3/). The example below shows the input of a single alternate BER for low-altitude LDGT2
NOx emissions, applicable to model years 1981 through 1983:
001
1 3 3 81 83 01.120 00.070 00.070
Table 2.2-4 summarizes the format specifications, allowable ranges, and codes for these records.
2.2.4.1.5 Changes Since MOBILE4.1
There have been no revisions to the content or format of user input alternate BERs since the release of
MOBILE4.1.
2.2.4.1.6 Guidance
No need exists for modification of the BERs in MOBILES in order to develop emission factors for any
pollutant for any calendar year for SIP purposes. If the use of alternate BER equations in MOBILES is being
contemplated, the Office of Mobile Sources (Air Quality Analysis Branch, 313/668-4325) should be contacted
for additional guidance.
2.2.4.2 New Evaporative Emissions Test Procedure;
Disabling Clean Air Act Requirements
There are two optional features that are new to MOBILES and are accessed through setting the value of
NEWFLG, which also controls the input of alternate basic emission rate equations as discussed above. Since
these new features are accessed through the value assigned to NEWFLG (and since any associated One-time Data
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appears after any alternate BER equations and before any I/M program descriptive records), these new features are
discussed here.
2.2.4.2.1 New Evaporative Emissions Test Procedure
At the time that MOBILES was being prepared a revised and more stringent evaporative emissions test
procedure, as required by the 1990 dean Air Act Amendments, had been proposed but had not yet been finalized.
The new evaporative emissions test procedure was modeled by MOBILES on the basis of the proposal, which
includes a four-year phase-in of the new requirements beginning in the 199S model year. The phase-in schedule
assumed in MOBILES is 10% in model year (MY) 1995 (i.e., 10% of vehicles built in MY 1995 must comply
with the new test procedure), 30% in MY 1996, 50% in MY 1997, and 100% in MY 1998 and beyond. Since
the start year, the phase-in schedule, or both were subject to change in the final rulemaking, MOBILES includes
provisions for the user to override the start year and phase-in schedule with alternate information. This permits
the impact of the new evaporative emissions test procedure to be accurately modeled using MOBILES if these
parameters of the new procedure differed between the proposed and final rules.
NOTE: The revised evaporative emissions test procedure was finalized in February 1993. The start year
(first model year of applicability) was delayed one year from the proposal, to the 1996 model year (MY).
The phase-in schedule was also revised. The revised phase-in schedule included in the final rule assumes 20%
compliance in MY 1996, 40% in MY 1997, 90% in MY 1998, and 100% in MY 1999 and beyond. This
schedule is included in MOBILESa (March 26,1993). Users of MOBILES (December 4,1992) should enter
the final rule start year (MY 1996) and the phase-in schedule (10% in MY96,40% in MY97, 90% in MY98,
100% in MY99+) as part of the input, following the instructions provided below. Users of MOBILESa do
not need to be concerned with altering the terms of the new evaporative emissions test procedure.
The user accesses this option by setting NEWFLG = 3 or 4 (section 2.1.8), depending on whether or
not alternate BER equations are also being supplied by the user. To alter the modeling of the effects of the new
evaporative emissions test procedure, the user must supply the start year (which must be MY 1995 or later) and
the phase-in schedule (the phase-in period, which must be 1 to 4 years, and the percent of new vehicles that
must comply with the new procedure in each model year of the phase-in period). This information must appear
in the One-time data section, immediately following any alternate BERs (if used), and immediately preceding
any I/M program descriptive records (if used).
This information consists of two to five records (lines) of input, and is summarized in Table 2.2-5.
The first record is the number of years in the phase-in period, which also tells MOBILES how many additional
records (lines) of input on the new evaporative emissions test procedure will follow. The format of this record
is 111. The second and subsequent records (lines) give the model year(s) and percentage compliance for each
model year in the phase-in period. The format of each of these records is I2,F5.0/. An example, reflecting the
start year (1996) and phase-in schedule (10% in MY 1996, 40% in MY 1997, 90% in MY 1998, and 100% in
MY 1999) included in the final rule, is shown below:
4
96 10.0
97 40.0
98 90.0
99 100.
2.2.4.2.2 Discing New Clean Air Act Requirements
MOBILES has been updated to include all new vehicle and fuel requirements mandated by the 1990
Amendments to the Clean Air Act. These include Tier 1 tailpipe exhaust emission standards and the new
evaporative emissions test procedure. For some modeling purposes, emission factors for future years in_
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absence of the requirements imposed bv the 1990 CAA amendments may be needed. By setting NEWFLG = 5
or 6 (depending on whether or not alternate BER equations are also being used), the user can "disable" the effects
of the Tier 1 tailpipe exhaust emission standards, the cold CO exhaust emission standards, the 4.0 g/bhp-hr NOx
standard for heavy-duty vehicles starting in model year 1998, and the new evaporative emissions test procedure.
Emission factors calculated with the new CAA requirements disabled will still include fleet turnover effects, and
will still be based on the other information specified by the user. The use of this option does not require that
any additional information be supplied in the One-time Data section.
2.2.5 INSPECTION AND MAINTENANCE PROGRAMS
2.2.5.1 Description
Many areas of the country have implemented inspection and maintenance (I/M) programs as a means of
further reducing mobile source air pollution. MOBILES has the capability of modeling the impact of one pi
two I/M programs on the calculated emission factors, based on user specification of certain parameters describing
the program(s) to be modeled.
2.2.5.2 Options
The user has the option of assuming that no I/M program is in effect for any year (IMFLAG = 1), of
modeling the effects of a single I/M program, or of modeling the effects of two I/M programs. The addition of
the ability to model two I/M programs provides the ability to model situations such as a conventional program
for some model years' vehicles and an enhanced I/M program (i.e., the IM240) for later model years' vehicles.
Standard low-altitude area emission reduction credits for conventional programs and standard high-
altitude area emission credits are included as separate files on the MOBILES diskettes and tapes. These files
must be available if I/M program options are to be used. See Chapter 4 for more details. The model is also
capable of accepting alternate credit matrices developed by EPA as input data.
2.2.5.3 Required Information
If IMFLAG = 2, 3,4, or 5, all of the following I/M program parameters must be specified by the user
in the order shown. If two I/M programs are specified, then two I/M descriptive records must be included, each
containing the information shown.
Program start year (calendar year that program begins)
Stringency level (percent)
First (earliest) and last (latest) model years of vehicles subject to the requirements of the program
Waiver rates (percent of failed vehicles; one rate for pre-model year 1981 vehicles and one rate for 1981
and later model year vehicles)
Compliance rate (percent)
Program type (inspection only; inspection and repair (computerized); or inspection and repair (manual))
Frequency of inspection (annual or biennial)
Whether or not each of four gasoline-fueled vehicle types (LDGV, LDGT1, LDGT2, HDGV) are covered
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Test type (idle, 2500/idle, loaded/idle, or transient test)
Whether or not the user is specifying non-default outpoints
Whether or not the user is specifying alternate I/M credit files for each of two technology groups (Tech I-
II and Tech IV+)
Cutpoints for HC, CO, and NOx, for model year 1981 thru 1993 passenger cars (LDGVs)
The format of this record is:
4(I2,1X),2(F2.0,1X),F3.0,1X,2(I1,1X),4I1,1X,4I1,3(1X,F4.2)
The I/M program descriptive record(s) required if IMFLAG = 2 or 3 are summarized in Table 2.2-6,
including the codes and allowable values for each field of the record. Appendix 2A provides more information
on I/M programs and terminology. Appendix 2B discusses the modeling of I/M programs applicable to
California low emission vehicle (LEV) program vehicles.
2.2.5.4 Changes Since MOBILE4.1
The I/M program descriptive record has been revised since the release of MOBDLE4.1 to provide the
user with the option of specifying two I/M programs, the option of providing outpoints to be used in the
calculation of emission reduction credits attributable to the I/M program(s), and to specify the alternate I/M
credit file name(s) as part of the MOBILES input file.
In the list above, there are no revisions to the first eight items specified [through and including
specifying which of the four gasoline-fueled vehicle types are subject to the requirements of the program(s)].
"Test type" has been expanded to include a fourth test type, transient I/M testing (such as the IM240). The next
integer input after test type specifies whether outpoints are being supplied by the user (later in the descriptive
record); this flag may be set to 1 only if the standard outpoints are to be assumed for the idle, 2500/idle, or
loaded idle tests, and should be set to 2 if the user is specifying alternate outpoints. The user must specify the
cutpoints to be used if the transient IM240 test procedure is chosen. The option to assume standard outpoints
was offered to allow compatibility with old MOBILE4.1 input files. Users are encouraged to always specify the
cutpoints to be used for all I/M test types. See Appendix 2A for a discussion of how to select I/M cutpoints for
MOBILES.
The next two integers indicate whether or not the user is supplying alternate I/M credit file names as
input to the model. As in MOBILE4.1, the first integer applies to Tech I-II vehicles and the second to Tech
IV+ vehicles, with "1" indicating use of the default credits and "2" indicating that an alternate credit file is to be
used, for each technology group. The use of alternate I/M credit files can only be indicated in the first I/M
program descriptive record. These flags will be ignored in the second descriptive record
MOBILES now always reads all I/M credits from a separate data file supplied with the model. This data
file contains a standard set of all low- and high-altitude emission reduction credits for all test types. These
credits are accessed by MOBILES using default file names. High-altitude areas now do not normally need to set
the flags to read alternate credits, since default high-altitude area I/M credits are contained in the default I/M credit
file.
Entry of the I/M test cutpoints follow the last four integer inputs discussed (test type, supply alternate
cutpoints, supply alternate credit file for Tech I-n vehicles, supply alternate credit file for Tech IV+ vehicles).
The default cutpoints included in MOBILES are 220 for HC, 1.2 for CO, and 999. for NOx (in the default case,
NOx emissions have no outpoint assigned and are not tested). These cutpoints only apply to idle, 2500/idle, and
loaded idle tests procedures. If the user specifies the transient IM240 test procedure, then the user must specify
the cutpoints to be used. If cutpoints are to be supplied, they follow in F4.2 format, separated by single blank
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spaces. This format allows any four-digit number to be entered, provided that one of the four digits is a decimal
point. For example: 0.80, .400, 999., and 20.0 are all valid entries for cutpoint values. (See section 2.0.1 for
a description of FORTRAN format specifications.)
In previous versions of the model, when the user specified that alternate credit file(s) are to be read for
Tech I-II and/or Tech IV+ vehicles, that credit file had to be called M4IMC and was required to be available in
the local directory. Normally, MOBILES always reads I/M credits from two files named TECH12.D and
IMDATA.D. However, if the user wishes to supply alternate file names and sets the appropriate flags in the
first I/M program descriptive record, the alternate credit file names immediately follow the I/M program
descriptive record(s) in the input file. If there are two I/M programs specified, the credit file names follow the
second I/M descriptive record. This option can also be used to access the standard I/M credit files when they are
stored in a location in the computer other than the current (active) directory. This is accomplished by specifying
a path, such as C:\DATA\IMDATA.D, to the default file names to indicate where the I/M credit files are
stored. The flags calling for alternate I/M credit file names can only be set using the first I/M program
descriptive record. Setting these flags in the second I/M program descriptive record will have no effect, since the
model ignores these inputs. These revisions are illustrated in the example below, which includes all of the
options available to the user:
89 20 84 20 00 00 100 2 1 2222 1122
96 20 86 20 00 00 100 1 2 2111 4211 0.80 15.0 2.00
C:NDATA\TECH12.D
ONDATAMMDATA.D
The first I/M program (first line above) starts in 1989 (89), has a stringency level of 20% (20), 1984
model year is the first model year tested (84), 2020 is the latest model year tested (20), the waiver rate for pre-
1981 vehicles is 0% (00), the waiver rate for 1981 and later vehicles is 0% (00), the compliance rate is 100%
(100), the program-type is test and repair (computerized) (2), the frequency of inspections is annual (1), all
gasoline-fueled vehicle types (LDGV, LDGT1, LDGT2, HDGV) are subject to inspection (2222), the test type
is idle test (the first 1 in 1122), alternate outpoints are not supplied (the second 1 in 1122), an alternate credit
file for Tech I-II vehicles is supplied (the first 2 in 1122), and an alternate credit file for Tech IV+ vehicles is
supplied (the second 2 in 1122).
The second I/M program (second line above) starts in 1996 (96), has a stringency level of 20% (20),
1986 is the first model year tested (86), 2020 is the latest model year tested (20), the waiver rates are 0% for
both pre-1981 and 1981-and-later vehicles (00 00), the compliance rate is 100% (100), the program type is
centralized (1), the inspection frequency is biennial (2), only LDGVs (of the four gasoline-fueled vehicle types)
are subject to inspection (2111), the test type is transient test (the 4 in 4211), and alternate outpoints are
supplied (the 2 in 4211). The flags to indicate alternate credit files for Tech I-II or Tech IV+ vehicles (the 11 in
4211) do not have any effect when set in the second I/M program descriptive record. Only the first I/M program
descriptive record can call for alternative I/M credit file names. The values of the cutpoints to be assumed then
follow: 0.80 for HC, 15.0 for CO, and 2.0 for NOx.
The next two lines are the file names of the alternate credit files to be read by the program, with the
first (TECH12.D) applying to Tech I-n vehicles and the second (IMDATA.D) to Tech IV+ vehicles. The entry
also indicates that the files are currently being stored in the DATA directory on drive C:\ofthe computer.
2.2.5.5 Guidance
Additional information on the modeling of I/M program benefits in MOBILES is provided in
Appendixes 2A and 2B to this chapter. As detailed in Appendix 2B, if the modeler is including the California
LEV program and assuming that an I/M program meeting the criteria discussed in detail in Appendix 2B for
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such vehicles, the outpoints (0.6/10/1.2) should not be entered as part of the I/M program descriptive record.
The outpoints entered on the I/M descriptive record are applicable to pre-Tier 1 vehicles (model years 1981-1993
for LDGVs). The cutpoints for Federal Tier 1 vehicles and for California LEV program vehicles are determined
by the model on the basis of (i) the cutpoints entered for MY 1981-93 vehicles and (ii) the values assigned to
the REGION variable on the Scenario data record (see sections 2.3.1) and the I/M program variable on the LEV
program record (see section 2.3.7). Modelers including the California LEV program in the emission factor
calculations should read Appendix 2B closely.
For cases where the emission reduction credit matrices included with MOBILES (shown in Table 1.3-1
in Chapter 1) are inappropriate for the I/M program(s) being modeled, contact the Office of Mobile Sources
(313/668-4325) to obtain the required credit matrices.
2.2.6 ANTT.TAMPERINO PROGRAMS
2.2.6.1 Description
Some areas of the country have implemented anti-tampering programs (ATPs) to reduce the frequency
and resulting emission impact of emission control tampering (e.g., misfueling, removal or disablement of
catalytic converters). MOBILES allows the user to include the effects of such a program on the calculated
emission factors.
2.2.6.2 Options
You can choose to model the effects of an ATP on the emission factors, or to assume that no ATP is
in effect The information required of the user if the effects of an ATP on the emission factors is to be modeled
is discussed below. MOBILES contains a subroutine that will generate the applicable emission factor credit
matrices based on the information that is provided on the characteristics of the ATP.
In addition, the modeling of the effects of requiring functional pressure or purge tests of the vehicle
evaporative emission control system are now accessed through the values of ATPFLG. The user has the ability
to model any combination of conventional anti-tampering programs, functional pressure tests of evaporative
emission control systems, and functional purge tests of evaporative emission control systems. (These features
were accessed in MOBILE4.1 by appending additional information to the I/M program descriptive record, in the
same way that transient (IM240) I/M tests were modeled.)
2.2.6.3 Required Tnfonnation
2.2.6.3.1 ATP Information
The following must be specified by the user in order to have MOBILES model the effects of an ATP,
in the order shown:
Start year (calendar year in which the program begins)
First (earliest) and last (most recent) model years of vehicles subject to the requirements of the program
Whether or not each of four possible vehicle types (LDGV, LDGT1, LDGT2, HDGV) are covered by the
program
Program type (inspection only or inspection and repair)
Frequency of inspection (annual or biennial)
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Compliance rate (percent)
Inspections performed (air system, catalyst, fuel inlet restrictor, tailpipe lead deposit test, EGR system,
evaporative system, PCV, gas cap)
The format of this record is:
3(I2,1X),4I1,1X,2I1,1X,F4.0,1X,8I1
The ATP descriptive input record, required if ATPFLG = 2, 5, 6, or 8, is summarized in Table 2.2-7,
including the variable names, codes, and allowable values for each field of the record. See Appendix 2A for
more information on anti-tampering programs and terminology.
2.2.6.3.2 Functional Pressure Test Information
The following must be specified by the user in order to have MOBILES model the effects of a
functional pressure test of vehicle evaporative emission control systems, in the order shown:
Start year (calendar year in which the program begins)
First (earliest) and last (most recent) model years of vehicles subject to the program
Whether or not each of four gasoline-fueled vehicle types (LDGV, LDGT1, LDGT2, HDGV) are covered
by the program
Program type (inspection only or inspection and repair)
Frequency of inspection (annual or biennial)
Compliance rate (percent)
The format of this record is:
3(I2,1X),4I1,1X,2I1,1X,F4.0
Note that the format of this record and the information it contains is exactly like the ATP descriptive
record, except that the final inclusion vector (eight integer values representing inspections performed) is not
required.
The functional pressure test input record (required if ATPFLG = 3, 5, 7, or 8), including the variable
names, codes, and allowable values for each field of the record, is summarized in Table 2.2-8. See Appendix 2A
for more information.
2.2.6.3.3 Functional Purge Test Information
The following must be specified by the user in order to have MOBILES model the effects of a
functional purge test of vehicle evaporative emission control systems, in the order shown:
Start year (calendar year in which the program begins)
First (earliest) and last (most recent) model years of vehicles subject to the program
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Whether or not each of four gasoline-fueled vehicle types (LDGV, LDGT1, LDGT2, HDGV) are covered
by the program
Program type (inspection only or inspection and repair)
Frequency of inspection (annual or biennial)
Compliance rate (percent)
The format of this record is:
3(I2,1X),4I1,1X,2I1,1X,F4.0
Note that the format of this record and the information it contains is exactly like the ATP descriptive
record, except that the final inclusion vector (inspections performed, eight integer values) is not required.
The functional purge test input record (required if ATPFLG = 4, 6, 7, or 8), including the variable
names, codes, and allowable values for each field of the record, is summarized in Table 2.2-8. See Appendix 2A
for more information.
2.2.6.3.4 Order of Input Records
These records, if used, appear in the One-time Data section. They appear in the location reserved for
the ATP descriptive record in MOBILE4.1 (immediately after any I/M program descriptive records, if used, and
immediately preceding any refueling vapor recovery system input records, if used). The order is ATP record (if
used) first, followed by functional pressure test record (if used), followed by functional purge test record (if used).
2.2.6.4 Changes Since MOBCLE4.1
There have been no revisions to the information required to model the effect on emissions of an ATP,
or to the format requirements of that data, since the release of MOBILE4.1. The functional pressure and/or
purge tests of vehicle evaporative emission control systems are now modeled using one or two additional input
records, as described above, rather than by adding additional information to the I/M program descriptive record as
was done in MOBELE4.1.
2.2.6.5 Guidance
MOBILES will only model an ATP with an evaporative system inspection (sixth in the list of
inspections performed) and provide appropriate emission credits if a gas cap inspection (last in the list of
inspections performed) is also included. If the user indicates that an evaporative system inspection is performed,
but that a gas cap inspection is not performed, an error message will be issued and execution of the run will
stop. The converse is not true: It is allowable to have a gas cap inspection without having an evaporative
system inspection. Refer to the descriptions provided in Appendix 2A before choosing ATP parameters.
Additional information on ATP programs is provided in Appendix 2A. Enhanced I/M programs,
including I/M programs for Federal Tier 1 and/or California LEV program vehicles meeting the criteria in
Appendix 2B, must include the functional pressure and purge tests of the evaporative emission control system.
(See Appendix 2B for additional information.) Further guidance on developing the information required to model
the emissions impact of an ATP can be obtained by contacting the Office of Mobile Sources, Emission Control
Strategies Branch (313/668-4374).
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2.2.7 REFUELING EMISSIONS
2.2.7.1 Description
The refueling of gasoline-fueled vehicles results in the displacement of fuel vapor from the vehicle fuel
tank to the atmosphere. There are two basic approaches to the control of vehicle refueling emissions, generally
referred to as "Stage II" (at the pump) and "onboard" (on the vehicle) vapor recovery systems (VRS). MOBILES
has the ability to model uncontrolled levels of refueling emissions (i.e., assuming no requirements for Stage II
or onboard VRS systems), as well the impacts of the implementation of either or both types of VRS.
2.2.7.2 Options
There are five approaches available in MOBILES for the modeling of vehicle refueling emissions,
depending on the value assigned to RLFLAG (section 2.1.12):
Value Action
1 Model uncontrolled refueling emissions for all gasoline-fueled vehicle types
2 Model refueling emissions assuming a Stage n VRS requirement
3 Model refueling emissions assuming an onboard VRS requirement
4 Model refueling emissions assuming both Stage n and onboard VRS requirements
S No refueling emission factors calculated by MOBILES (refueling emissions must be
accounted for elsewhere in the inventory for SIP purposes)
There are no additional input requirements for the first or last approaches. To include the effects of
either or both VRS requirements on refueling emissions, additional information must be provided by the user as
detailed below.
2.2.7.3 Refueling Emissions in MOBILES
The uncontrolled refueling emission factors in MOBILES are based on vehicle test results which were
used to develop a regression equation expressing refueling emissions as a function of fuel RVP, temperature of
dispensed fuel, and difference in temperatures of dispensed and residual tank fuel. Each of these values is
supplied by the model user, either directly (fuel RVP) or indirectly (the temperature of the dispensed fuel is
estimated as a function of the input minimum and maximum temperatures, while the "delta T" temperature term
is in turn a function of the dispensed temperature). This equation yields refueling EFs in terms of grams of
vapor emitted per gallon of fuel dispensed (g/gal). To this value an estimate of spillage losses is added, also in
g/gal. Combining this total g/gal emission factor with vehicle fuel economy data (mi/gal) yields refueling
emission factors in grams per mile (g/mi).
If you wish to model the effect of a Stage n VRS requirement on these emissions, its in-use control
efficiencies (for LDGVs and LDGTs, and for HDGVs) must be entered as input. There are no national average
values for Stage n efficiency in MOBILES. In modeling an onboard VRS requirement, MOBILES assumes a 96
percent reduction in refueling emissions from uncontrolled levels from onboard-equipped vehicles.
2.2.7.4 Required Information
To model the effect of a Stage II VRS requirement, four inputs must be provided: the start year
(calendar year in which the requirement takes effect), the phase-in period (number of years for Stage n VRS
installation to be completed), and the system efficiency (in percent) at controlling refueling emissions from
light-duty vehicles and trucks, and from heavy-duty vehicles.
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The format of the Stage n VRS descriptive record is:
I2,1X,I1,2(1X,F3.0)
For example, the record below is for a Stage Et VRS system requirement that takes effect in 1995,
allows 3 years for full implementation, and reduces refueling emissions from LDGVs and LDGTs by 90% and
from HDGVs by 80%:
95 3 90. 80.
Modeling the effect of an onboard VRS requirement requires the user to provide only the starting model
year and which of the four possible vehicle types (LDGV, LDGT1, LDGT2, HDGV) are subject to the
requirement. On January 22,1993, the U. S. Court of Appeals for the District of Columbia Circuit decided that
the Clean Air Act does not provide for EPA discretion in determining whether onboard VRS requirements are to
be issued, and that such a requirement must be promulgated. After this requirement has been finalized, the
effects of onboard VRS will need to be included in SIP emission factor and inventory development.
The format of the onboard VRS descriptive record is:
12,IX,411
For example, the record below is for an onboard VRS requirement that applies to LDGVs, LDGTls,
and LDGT2s, but not to HDGVs, and begins in the 1998 model year:
98 2221
All of the above information must be supplied if both VRS requirements are assumed. If both records
are to be supplied, the Stage II record precedes the onboard record. Table 2.2-9 summarizes both of these
records, including the variable names, codes, and allowable values for each field.
2.2.7.5 Changes Since MOBILE4.1
There have been no revisions to the information required to model the effects of either type of VRS on
refueling emissions, or to the format requirements of that information, since the release of MOBILE4.1.
2.2.7.6 Guidance
EPA recommends that States and others use MOBILES to model refueling emissions for highway
vehicle emission inventory development. The refueling emission factors can be calculated in grams per gallon
of dispensed fuel (g/gal) or in grams per mile (g/mi). (The g/gal emission factor is calculated and output when
the expanded evaporative emission factor output (HCFLAG=3) is selected; see section 2.1.19.) The preferred
approach is to calculate g/gal refueling emission factors using MOBILES, reflecting Stage n VRS requirements
as applicable, then multiplying the g/gal emission factor by total gasoline sales. This is the most accurate
method of estimating the contribution of refueling emissions to the inventory, particularly for areas with good
data on gasoline sales (e.g., through tax records). This method also accounts for refueling emissions generated
when gasoline is purchased in an area, but consumed largely outside of the area, and does not include refueling
emissions for through traffic that does not refuel in the area. When good data on gasoline sales is not available,
the use of the g/mi refueling emission factor is more convenient and, while also more approximate, acceptable
for SIP inventory development.
The overall effectiveness of Stage II VRS at controlling refueling emissions depends on a number of
factors, including the baseline efficiency of the system used, the portion of total area gasoline consumption
handled by service stations exempt from Stage n requirements, and the frequency and stringency of enforcement
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programs. In general, the effectiveness of Stage n VRS at controlling refueling emissions will be greater for
light-duty vehicles and trucks than for heavy-duty vehicles, since HDGVs are more likely to be refueled at
locations (such as private refueling depots) that will be exempted from Stage n requirements. For assistance in
developing such information, contact EPA's Office of Air Quality Planning and Standards (919/541-5397).
Considering the January 1993 court decision requiring that an onboard VRS requirement be
promulgated by EPA, many areas will have to model refueling emissions assuming both Stage n and onboard
control systems. Stage n reduces refueling emissions from all gasoline-fueled vehicles, while onboard systems
require a number of years for fleet turnover to result in most vehicles refueling emissions being controlled.
MOBILES can model both requirements simultaneously; where Stage II is in place and onboard-equipped
vehicles begin to enter the fleet, the control is dominated by onboard, which is generally more effective than
Stage H.
If the user does not model refueling emissions using MOBILES (RLFLAG = 5), then these emissions
must be accounted for in the stationary source portion of the inventory in the development of the base and
projected emission inventories for SIPs. EPA recommends that States and others use MOBILES to model
refueling emissions for highway vehicle emission inventory development.
2.2.8 LOCAL AREA PARAMETER RECORD
2.2.8.1 Description
The local area parameter (LAP) record consists of seven, eight, nine, or ten locality-specific input
variables. This record must be included at least once in every MOBILES run.
2.2.8.2 Options
The modeler can use one LAP record for all scenarios (LOCFLG = 2) or a different LAP record for each
scenario (LOCFLG = 1). With the possible exception of the scenario name (section 2.2.9), the same LAP
generally would be used for all scenarios (e.g., different evaluation years) for the same locality.
2.2.8.3 Content of the LAP
The following variables comprise the LAP record:
1) Scenario name
2) Fuel volatility class
3) Minimum daily temperature
4) Maximum daily temperature
5) "Period 1" RVP
6) "Period 2" RVP
7) "Period 2" RVP start year
8) * OXYFLG
9) * DSFLAG
10) * RFGFLG
The last three variables, indicated by asterisks, are optional. Each variable is discussed in sections 2.2.9
through 2.2.16 below. Table 2.2-10 summarizes the LAP record, including the content, variable name, codes,
and allowable values for each field of the record.
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The format of the LAP record is:
4A4,1X,A1,2F5.0,2F5.1,1X,I2,3(1X,I1)
For example, the LAP record below is for an fuel volatility class "B" area with minimum and
maximum temperatures of 68°F (20°C) and 77°F (25°C), "period 1" RVP of 10.5 psi, "period 2" RVP of 9.0 psi
(starting in 1992), no oxygenated fuels program, no locality-specific diesel sales fractions being supplied as
input, and no reformulated gasoline effects to be included in the emission factors:
Example LAP rcrd C 68. 77. 10.5 9.0 92 1 1 1
It is possible for the user to include comments or other descriptive information outside of the required
MOBILES input parameters, in order to aid in documenting and interpreting MOBILES input files. This is
illustrated in the example input files included in Chapter 5 and on the program diskette. Such comments on the
Local Area Parameter input record must not begin before (to the left of) column 53. This restriction is
necessary to avoid generating error messages that will occur as a result of internal diagnostic checks that use
these spaces.
2.2.8.4 Changes Since MOBILE4.1
There have been two revisions to the LAP record since the release of MOBILE4.1. First is the addition
of the "fuel volatility class" variable. This variable is only used in the emission factor calculations if the effects
of reformulated gasoline on emission factors is to be modeled (RFGFLG = 2, see below). Although this variable
is in the same position as the "ASTM Class" variable used in MOBDLE4, it is not the same variable. See
section 2.2.10. The second change is the addition of a third optional flag value at the end of the LAP record.
This flag, RFGFLG, is used to indicate whether the user wishes to model the effects of reformulated gasoline on
the emission factors. The three optional flags are discussed in sections 2.2.14, 2.2.15, and 2.2.16.
2.2.9 SCENARIO NAME
2.2.9.1 Description
A field of 16 character spaces is available for entering an identifying label for each scenario within a
run. This label is echoed as part of the output. Nothing about the scenario name and its use has been revised
since the release of MOBDLE4.1.
2.2.9.2 Guidance
If no scenario name is desired, a blank field must be entered here. This field is typically used to define
the most important characteristics distinguishing the scenario from others within the same MOBILES run (e.g.,
calendar year of evaluation, with or without an operating I/M program, average speed assumed).
2.2.10 FUEL VOLATILITY CLASS
2.2.10.1 Description
This variable represents the gasoline volatility class assigned to a given area for a given month under
EPA's final (Phase 2) volatility control regulations (55 FR 23658, June 11, 1990). It is not the same as the
ASTM Class, which was used in MOBILE4 as a surrogate for actual fuel volatility level (RVP) in certain
calculations (refueling emissions), and was not used in MOBILE4.1. However, in order to minimize the need
for reformatting of input data files prepared for use with MOBELE4, the space on the LAP record that contained
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the ASTM Class was retained in MOBILE4.1, but could be left blank. In MOBILES, this space continues to be
used, and a value of fuel volatility class must be provided if the effects of reformulated gasoline on the emission
factors is to be modeled (that is, if RFGFLG = 2 on the LAP record - see section 2.2.16).
Since the release of MOBILE4/4.1, EPA has issued regulations controlling summertime fuel volatility
and detailing the requirements for reformulated gasoline. The fuel volatility class to be entered here should be
determined by reference to the Final Rulemaking (FRM) for "Volatility Regulations for Gasoline and Alcohol
Blends Sold in Calendar Years 1992 and Beyond," 55 FR 23658, June 11, 1990. That rule divided the nation
into two "VOC Control Regions," each of which has certain specifications for reformulated gasoline. The
appropriate EPA Regional Office should also be able to provide the correct fuel volatility class code for a given
state or region. The impact of the value entered for fuel volatility class on the calculated emission factors is
discussed under Reformulated Gasoline (section 2.2.16). If reformulated gasoline is not being assumed in the
emission factor calculations, then the value entered here will have no effect on the emission factors produced by
MOBILES.
2.2.10.2 Options
If the effect of reformulated gasoline on emissions is to be modeled, then a valid fuel volatility class
value (single capital letter: A, B, C, D, or E) must be specified. Areas that are defined as part of "VOC Control
Region 1" in the FRM referenced above should use B (entering A will give the same result), while those areas
defined in the FRM as being part of "VOC Control Region 2" should use C (entering D or E will give the same
result) -- MOBILES will correctly interpret any of these five letters in modeling the effects of reformulated
gasoline. This is discussed in section 2.2.16. If reformulated gasoline is not being assumed in the modeling,
then either a valid value for fuel volatility class, or a blank space, must still appear in order to maintain the
positions of the remaining variables on the LAP record.
2.2.11 MINIMUM and MAXIMUM DAILY TEMPERATURE
2.2.11.1 Description
The minimum and maximum daily temperatures are used directly in MOBILES in the calculation of the
diurnal portion of evaporative HC emissions, and in estimating the temperature of dispensed fuel for use in the
calculation of refueling emissions. The temperatures used in calculating the temperature corrections to exhaust
HC, CO, and NOx emissions, the hot soak portion of evaporative emissions, and resting loss and running loss
HC emissions are calculated by MOBILES on the basis of the minimum and maximum temperatures input here,
unless overridden by the user.
2.2.11.2 Options
The user must input values for the minimum and maximum ambient temperatures. The minimum
temperature must be between 0°F and 100°F (-18° to 38°C), and the maximum temperature must be between
10°F and 120°F (-12° to 49°C), inclusive. The maximum temperature must be greater than or equal to the
minimum temperature.
2.2.11.3 Use in MOBILES
Diurnal emissions in MOBILES are adjusted for the minimum and maximum temperatures provided as
input, based on evaporative emission testing over a number of temperature ranges. The basic exhaust emission
rates for HC, CO, and NOx are based on the nominal standard test temperature of 75°F (24°C). MOBILES
calculates a temperature for each pollutant representing average emissions over the course of the day (based on
the input minimum and maximum daily temperatures, a representative curve of temperature as a function of
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time of day, and the typical distribution of travel over the course of the day), and adjusts the exhaust emission
factors for temperature effects accordingly.
Hot soak emissions at FTP conditions are based on a temperature of 82°F (28°C). MOBILES can
calculate a temperature for the hot soak emissions, based on the minimum and maximum temperatures input
here, and adjust the basic hot soak emission rates for temperature effects accordingly. Resting loss and running
loss HC emissions are also dependent on temperature. As in the cases of exhaust and hot soak emissions,
MOBILES can calculate appropriate average temperatures for use in estimating resting loss and running loss
emissions, weighted to account for differing emission levels at different temperatures in the range of the
minimum and maximum daily temperatures and the variation in travel frequency over the course of the day.
The model should be operated in this mode if the desired result is total daily emissions (emission
factors representing entire days). The algorithm used in MOBILES to determine temperatures for correction of
the above types of emissions on the basis of the input minimum and maximum temperatures takes into account
both the typical 24-hour diurnal temperature profile for a day having the specified minimum and maximum, and
the typical distribution of travel over the course of 24 hours. Thus the emission factors calculated in this way
are appropriately weighted for both trips and emissions at different temperatures, resulting in factors that can be
multiplied by daily vehicle miles traveled (VMT) when total daily emissions are the desired result.
The input value of ambient temperature can also be used to determine the temperature corrections for
exhaust HC, CO, and NOx emissions, hot soak evaporative emissions, dispensed fuel temperature in the
refueling emissions calculations, and resting loss and running loss emissions, through the use of the control
flag TEMFLG (section 2.1.14). This is not recommended unless the modeling of a short time period, such as
an hour, is being performed. Refueling emissions should always be modeled using the "full day" approach, not
with hourly temperatures. Diurnal emissions can only be modeled by the "full day" approach, as the algorithm
used is inaccurate over the very small temperature rises (1 to 5 P) typical of a single hour.
If the input minimum temperature is less than 25°F (-4°C), or the calculated hot soak temperature is
less than 40°F (4°C), evaporative emission factors will not be calculated. EPA does not have sufficient data to
estimate evaporative emissions at low temperatures, and there is evidence that such emissions approach zero
when temperatures are sufficiently low. The MOBILES output will include a warning message noting the lack
of evaporative emission factor calculations if either of these temperature conditions occur. If the calculated
running loss temperature is less than or equal to 40°F (4°C), no running loss emission factors will be calculated
for similar reasons. Refueling emissions will be calculated for any valid input temperatures. Finally, if the
calculated exhaust emission correction temperature is less than or equal to 45°F (7°C), the exhaust emission
factors will not be corrected for the effects of fuel volatility (RVP).
2.2.11.4 Required Information
Minimum and maximum daily temperatures (°F).
2.2.11.5 Changes Since MOBILE4.1
There have been no revisions to the temperature input data requirements since the release of
MOBILE4.1.
2.2.11.6 Guidance
The temperatures to be used here depend on the intended application of the results. Restrictions on
these temperatures are: the minimum daily and the ambient temperatures must be between 0°F (-18°C) and
100°F (38°C), the maximum daily temperature must be between 10°F (-12°C) and 110°F (43°C), the maximum
daily temperature must be greater than or equal to the minimum daily temperature, and the ambient temperature
must be between the minimum and maximum daily temperatures (minimum < ambient < maximum).
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Guidance on the determination of appropriate temperatures for use in development of emission inventories for
nonattainment areas appears in "Procedures for Emission Inventory Preparation, Volume IV: Mobile Sources,"
EPA-450/4-81-026d (revised), 1992.
2.2.12 "PERIOD 1" RVP
2.2.12.1 Description
Evaporative and refueling emissions (and exhaust emissions, to a lesser extent) vary with fuel
volatility. EPA's vehicle certification program and much of its emission factor testing use gasoline with
volatility [as measured by Reid vapor pressure (RVP)] of 9.0 psi. MOBILES adjusts the emission factors to
account for the effects of fuel with other than 9.0 psi RVP.
The value to be used for "period 1" RVP is the average in-use RVP of gasoline in the area to be
modeled in the time before a volatility control program takes effect, or the years preceding a change in the
controlled RVP level (such as occurred in most areas in 1992, when EPA's Phase I volatility control program
was superseded by Phase n volatility control limits). The major function of having two RVP values as input,
"period 1" and "period 2", is to allow the user to define a step change in fuel volatility as of a specific calendar
year.
2.2.12.2 Options
The value used for "period 1" RVP can be anywhere between 7.0 psi and 15.2 psi inclusive. However,
for accurate and meaningful results, the guidance provided below should be followed.
2.2.12.3 Use in MOBILES
The "period-1" RVP is used in MOBILES, for calendar years of evaluation prior to the user-specified
"period 2" start year, to account for the effects of fuel volatility on emissions. Thus, the use of the appropriate
value of RVP allows the construction of more accurate emission factors and a more accurate emission inventory.
If the calendar year of evaluation is the same or later than the specified "period 2" start year, then the "period 1"
RVP input is ignored (in the sense that it will not have any impact on the emission factors for the evaluation
year).
2.2.12.4 Required Information
A value of RVP (in psi) representing the prevailing average fuel volatility for the geographic area of
interest, either in the absence of volatility control requirements or before more stringent control requirements
takes effect.
2.2.12.5 Changes Since MOBDJ34.1
There have been no revisions since the release of MOBILE4.1 to the definition or input requirements
for this variable.
2.2.12.6 Guidance
As with the temperature inputs discussed above, the intended use of the MOBILES run determines the
season for which the average RVP should be ascertained. For ozone-related (summer season) modeling, use
summer (July) RVP. For CO (winter season) modeling, use winter (January) RVP. Note that MOBILES does
not model effects of RVP on exhaust emissions at temperatures of less than 45°F (7°C), and that no effects of
fuel volatility greater than an RVP of 11.7 psi are modeled. If modeling of emission factors is being performed
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on a month-by-month basis, the value of RVP appropriate to each of the specific months being modeled should
be used. It is not correct to average RVP values from different months or seasons together (since the effect of
RVP on emissions is non-linear), or to use RVP from a season other than that used to determine the
temperatures used in the emission factor modeling.
Further guidance on the determination of the appropriate values to use as input for fuel RVP is
provided in "Procedures for Emission Inventory Preparation, Volume IV: Mobile Sources," EPA-450/4-81-026d
(revised), 1992.
2.2.13 "PERIOD 2" RVP and "PERIOD 2" START YEAR
2.2.13.1 Description
EPA has issued rules requiring that fuel RVP during the ozone season be limited to 10.5 psi RVP in
most parts of the country (roughly corresponding to ASTM Class C areas) during the summer ozone-season
months in 1989-91 (Phase I volatility control), and to 9.0 psi RVP during the summer ozone-season months in
1992 and later (Phase II control), with generally proportional reductions in summer fuel maximum RVP in
other States (roughly corresponding to ASTM Class A and B areas). MOBILES provides the ability to model
the effects of an RVP control program, or a step-function change in RVP for any other reason, through
specification of the "Period 2" RVP limit and the calendar year in which the requirement is effective.
2.2.13.2 Options
The user must input values for the "period 2" RVP and "period 2" start year. The RVP value can be
between 6.5 and 15.2 psi inclusive. The earliest allowable "period 2" start year is 1989.
2.2.13.3 Requir^4 Information
The RVP level to be assumed for "period 2" and the first calendar year in which this RVP level is
effective.
2.2.13.4 Changes Since MOBILE4.1
There have been no revisions in the input or formatting of these two variables since the release of
MOBILE4.1.
2.2.13.5 Guidance
To model the effects of the Federal volatility control program issued by EPA, in which volatility is
limited in the summer months (May through September), see the relevant Federal Register notices (54 FR
11868, March 22, 1989 for Phase I control and 55 FR 23658, June 11, 1990 for Phase H control), or contact
your EPA Regional Office to determine the applicable RVP limits for a specific State and month. The interim
(Phase I) controls were in effect during 1989, 1990 and 1991, and the final (Phase II) controls took effect
beginning in the summer of 1992.
EPA will accept the use of the Federal RVP limits for a given area as the fuel RVP for the highway
vehicle emission factors and inventory. However, greater accuracy is possible by using the results of local fuel
survey RVP measurements, or by adjusting the regulated RVP limit to reflect the degree to which typical fuel
RVP fall below the limits effective for areas and months with fuel survey data. For areas without fuel survey
data, typical commercial fuel subject to an RVP limit of 9.0 psi can be assumed to have 8.7 psi RVP. For
RVP limits of 7.8 psi or lower, no "margin of safety" should be assumed, since the cost of creating a safety
margin at these lower volatility levels is greater. The margin can be estimated through interpolation for RVP
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limits between 7.8 and 9.0 psi. It is not correct to use the actual RVP limit in the base year and then to include
a safety margin in modeling the projection years.
The effects of local (State, regional) fuel volatility control programs, which may be more stringent
and/or take effect sooner than Federal controls, can be modeled by appropriate selection of values for "period 2"
RVP and start year. To model the effect of a fuel volatility control program, use the proposed RVP limit as the
value of "period 2" RVP, and the year in which the program takes effect as the "period 2" start year.
If no changes in fuel volatility are to be assumed, then the value of "period 1" RVP should be used for
"period 2" RVP as well. In this case, with no change in RVP between "period 1" and "period 2," the period 2
start year should be set at 2020 (20).
2.2.14 QXYFLG
2.2.14.1 Description
There are three optional flag settings that appear as the last three variables of the LAP record. The first
of these is OXYFLG, a flag that tells MOBILES whether or not the user intends to model the impact of
oxygenated fuels on emissions. If this flag is missing, MOBILES will interpret its value as "1", assume no
oxygenated fuels, and will not expect to see additional oxygenated fuel input data.
2.2.14.2 Options
This flag has two possible values, 1 and 2. If OXYFLG = 2, then the user must supply an additional
input record containing data on the average oxygen content of two types of oxygenated fuels (gasoline/alcohol
and gasoline/ether blends), the market penetration of each type of oxygenated fuel, and whether or not an RVP
waiver, or allowance, (+1.0 psi) for alcohol-based oxygenated fuels is in effect in the area being modeled. See
section 2.3.11 for information on the placement and content of this record.
If OXYFLG = 1, then the model assumes that no oxygenated fuel information will be included in the
remainder of the input data file, and no effects of fuel oxygen content on emissions will be modeled. If this flag
is missing, it will be interpreted as "1" by MOBILES, and no oxygenated fuels program will be assumed in the
modeling.
2.2.14.3 Required Information
No information is required: as noted above, if this flag is not present at the end of the LAP record
(following the "period 2" RVP start year), it is interpreted as being set to 1. If the effects of an oxygenated fuels
program on exhaust emissions are to be included in the modeling, this flag must be present and set to 2.
2.2.14.4 Use in MOBILES
The use of oxygenates in gasoline, whether in the form of alcohols or ethers, can affect both exhaust
and evaporative emissions. MOBILES incorporates the effects of fuel oxygen content, as specified by the
modeler, on emissions. If an RVP waiver is in effect for alcohol-based oxygenated fuels, such that the volatility
limit for such fuels is higher than that for straight gasoline, then this "RVP boost" will also result in slight
changes in exhaust HC, CO, and NOx emission factors relative to the case where no waiver is in effect.
2.2.14.5 Changes Since MQBTLE4.1
The location and values of the OXYFLG are unchanged since the release of MOBILE4.1. The effects
of oxygenate content on exhaust emission factors and on the composition of evaporative emissions is modeled
by MOBILES (only the effects on exhaust CO emissions were modeled in MOBELE4.1).
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2.2.14.6 Guidance
If oxygenated fuels are known to have two percent or greater market penetration in the area being
modeled, then this should be reflected in the highway vehicle emission factors and emission inventories prepared
by States (or local or regional entities) for SIPs in response to the requirements of the 1990 CAA amendments.
If reformulated gasoline is also being assumed in the modeling, then some of the user inputs detailing the
oxygenated fuels program may be overridden by reformulated gasoline assumptions, particularly in the summer
season. Additional information on the modeling of reformulated gasoline effects on emissions, and the
interaction of oxygenated fuels programs and reformulated gasoline assumptions in the modeling, is provided in
section 2.2.16.
2.2.15 DSFLAG
2.2.15.1 Description
The second optional flag at the end of the LAP record is DSFLAG, which instructs MOBILES as to
whether the user is supplying alternate diesel sales fractions by model year for LDVs and LDTs. As in the case
of OXYFLG, if this flag is missing it will be interpreted as having a value of "1," and the model will not
expect to find alternate diesel sales fractions as part of the model input data.
2.2.15.2 Options
This flag has two possible values, 1 and 2. If DSFLAG = 2, then the user must supply 50 diesel sales
fractions (25 each for LDVs and LDTs, for model years from the calendar year of evaluation to 25+ model years
ago) for each scenario of the run. The placement of these fractions, format requirements, and additional
information appear in section 2.3.12.
NOTE: If the user wishes to supply alternate diesel sales fractions by model year for LDVs and LDTs,
then the entire LAP record must appear in the Scenario data section for each scenario of the run. In other words,
if DSFLAG = 2 is selected, LOCFLG = 1 must be selected. The reasons for this are discussed in section
2.3.12. If the input file violates this condition by including DSFLAG = 2 on the LAP record, but contains
only one LAP record for all scenarios, an error message will be produced and the run will not be executed.
2.2.15.3 Required Information
No information is required: as noted above, if this flag is not present at the end of the LAP record
(following the "period 2" RVP start year and the value of OXYFLG), it will be interpreted as being set to 1. If
alternate diesel sales fractions by model year for LDVs and LDTs are to be included in the modeling, this flag
must be present and set to 2, and the entire LAP record must appear in the Scenario data section.
2.2.15.4 Use in MOBILES
MOBILES, like earlier versions of the model, uses a single set of registration distributions by age and
annual mileage accumulation rates to describe all LDVs (gasoline and diesel vehicles combined), and another
such set to describe all LDTs. The use of model-year-specific diesel sales fractions allows MOBILES to
internally split the LDVs and LDTs into gas and diesel sub-categories, which have distinctly different emission
rates and behaviors.
2.2.15.5 Changes Since MOBILE4.1
There have been no changes to the user input of alternate diesel sales fractions by model year since the
release of MOBILE4.1.
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2.2.15.6 Guidance
Sales of diesel powered light-duty vehicles and trucks underwent a surge in the late 1970s and early
1980s, peaking at 5.9 percent of LDV sales nationwide in the 1981 model year, and at 9.3 percent of LDT sales
nationwide in the 1982 model year. Since then diesel sales have fallen precipitously, to virtually zero for LDVs
(less than 0.05 percent of all LDV sales in model years 1988 through 1990) and to about 0.2 percent of LDTs
since the 1988 model year.
To assist those areas having access to vehicle registration data that distinguishes between gas and diesel
LDVs and LDTs, provisions exist in MOBILES to allow the user to input alternate (locality-specific) diesel
sales fractions by model year. These data must be supplied for every calendar year of evaluation: Since they
apply to vehicles of ages 1, 2, 3,..., to 25+, different sets of fractions are required for each calendar year for
which emission factors are to be modeled.
The input of alternate diesel sales fractions is discussed in section 2.3.12. Areas having the necessary
information for development of these sales fractions by model year are encouraged to incorporate their own diesel
sales fractions by model year for use in the construction of the base year inventories. EPA will accept the use
of the built-in national average diesel sales fractions in modeling emission factors for use in constructing the
mobile source portion of the base and projection year emission inventories developed for SIP purposes.
2.2.16 REFORMULATED GASOLINE
2.2.16.1 Description
The third and last optional flag at the end of the LAP record is RFGFLG, which instructs MOBILES as
to whether the user is modeling the impact of reformulate gasoline (RFG) on the emission factors. As in the
case of OXYFLG and DSLFLG, if this flag is missing it will be interpreted as having a value of "1" and no
reformulated gasoline effects will be included in the modeling.
The effects of RFG on the calculated emission factors in MOBILESa are based on the "simple model"
developed for the RFG rulemaking supporting analyses. When the final rules for RFG have been promulgated
and the "complex model" for estimating the emissions impacts has been completed, future MOBILE models will
be updated to correspond to the provisions of the final rule and "complex" model. In MOBILES, the principal
RFG effects are based on fuel volatility (RVP) reductions and oxygen content. Another effect representing the
impact of other fuel parameters (e.g., sulfur content) is also applied to the exhaust emission factors.
When the user specifies that RFG is to be assumed in the emission factor calculations, both Phase 1
and Phase 2 RFG are modeled, starting in calendar years 1995 and 2000 respectively. The volatility limits are
8.0 and 7.1 psi RVP under Phase 1, and 7.5 and 6.8 psi RVP under Phase 2, for fuel volatility classes A/B and
C/D/E respectively. The user specifying RFG must specify the fuel volatility class (see section 2.2.10), which
is used to determine the RVP level for both Phase 1 and 2 RFG. The minimum oxygen content (2.1%) is the
same for all areas. The effects of other fuel parameters on emissions is greater under Phase 2 RFG. The user is
encouraged to consult the final rulemakings for fuel volatility controls and for RFG for additional information.
2.2.16.2 Options
If the effects of reformulated gasoline on emissions are to be included in the modeling, this flag must
be set equal to 2. If reformulated gasoline is not to be assumed in the modeling, this flag can be set to 1 or left
blank (which will be interpreted by MOBILES as being set to 1).
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2.2.16.3 Required Information
The modeling of the effects of reformulated gasoline on emissions is handled entirely within
MOBILES. No additional input data (beyond entering the correct fuel volatility class on the LAP record as
described in section 2.2.10) is required when RFGFLG = 2.
2.2.16.4 Changes Since MOBILE4.1
This flag is new in MOBILES.
2.2.16.5 Guidance
Those areas required to be supplied with reformulated gasoline under the 1990 amendments to the Clean
Air Act should account for this in projection year emission factor modeling by setting RFGFLG = 2. The
effects of reformulated gasoline on emissions is a function of season ~ the effects are different in summer and
winter. The season assumed is controlled by the selected month of evaluation (January = winter season, July =
summer season), which can be specified by the MOBILES user in the Scenario section of the input data (see
section 2.3.6).
In summer (July) emission factor scenarios, the user input RVP and assumed mix of alcohol and ether
blends is not important, since the RVP and oxygen content of reformulated gasoline are regulated. When RFG
is modeled and the season is summer (July emission factors), the user-supplied RVPs and oxygenated fuel data
are overridden by the provisions of the RFG rules. In winter (January emission factor) scenarios, however, RVP
is not regulated. The user-specified RVP is used in winter (January), but is increased based on the assumed
market share of alcohol blends, which are assumed to receive an RVP waiver (i.e., to be permitted to have RVP
that exceeds by up to 1.0 psi that specified by the user for straight gasoline). In winter (January) emission
factor scenarios, the default MOBILES market share assumed for alcohol blends and the assumption of an RVP
waiver for such blends that is used in modeling the effects of reformulated gasoline can be overridden by the user
through use of the OXYFLG on the LAP record and the input of an oxygenated fuels descriptive record. The
average oxygen content input by the user for reformulated gasoline areas in this situation must be at least 2.1%
and have a net 100% market share.
2.2.17 TRIP LENGTH DISTRIBUTION RECORD
The trip length distribution record, required if SPDFLG = 3 or 4 (see section 2.1.S), is discussed in
section 2.3.13. This record must appear in the One-time Data section if SPDFLG = 4 (one set of trip length
distributions applied for all scenarios in the MOBILES run), or, in the Scenario section if SPDFLG = 3 (a
different trip length distribution record is applied for each scenario within the MOBILES run). The information
provided in section 2.3.13 applies in both cases. This record is not required if SPDFLG = 1 or 2.
2.2.18 BY MODEL YEAR INCLUSION VECTOR
2.2.18.1 Description
If the user chooses to have MOBILES provide additional output tables showing the relative
contribution of vehicles of each model year to the average fleet emission factor, for each vehicle type, then an
additional input record that tells MOBILES which vehicle types the additional output is requested for and what
additional information is requested must appear in the One-Time Data section of the input. This option is
selected by setting the value of OUTFMT to 5 (see section 2.1.15). This record is essentially a string of
"yes/no" flags, as described below. If used, it appears as the last input record in the One-Time Data section.
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2.2.18.2 Options
If the "by model year" option has been selected, then the modeler must specify for which vehicle types
the additional output information is desired. (Since running MOBILES in the "by model year" mode slows
program execution and increases the output file size dramatically, it is suggested that the modeler carefully
consider the need for the information provided before electing this option, and only select only those vehicle
types and pollutants for which the model year-specific information is desired.)
The user also has the option of selecting two kinds of "by model year" output: One consisting only of
the model year-specific emission factors, and one which also provides model year-specific I/M credits (assuming
that an I/M program has been included in the modeling).
2.2.18.3 Required Information
If by model year output is requested, then the last record in the One-Time Data section consists of ten
integer flags, each having a value of. "1" or "2." The first eight instruct MOBILES whether by model year
emission factor output is to be included in the output (2) or not (1) for each vehicle type, in this order: LDGV,
LDGT1, LDGT2, HDGV, LDDV, LDDT, HDDV, and MC. The last flag instructs MOBILES whether the by
model year output for I/M program effects is desired, coded such that 1 = "No" and 2 = "Yes."
The format of this record is:
811,IX,II
An example is shown below:
222111112
In this example, by model year emission factors and I/M credit information are requested for light-duty gas
vehicles and both classes of light-duty gas trucks; no by model year information is requested for the other five
vehicle types.
2.2.18.4 Changes Since MOBILE4.1
The by model year option in MOBILES has been revised to eliminate the option for tables
summarizing tampering rates and offsets on a model year-specific basis. However, using a MOBELE4.1 input
file containing a value for the eliminated flag will not affect the running of MOBILES.
2.2.18.5 Guidance
This option is provided for special modeling purposes. There is no need for this option to be exercised
in the development of mobile source emission factors and inventories. Due to the increased computations and
output required to exercise this option, selecting it results in a dramatic increase in the time necessary to execute
MOBILES runs and in the size of the output files produced. The contents of the additional by model year output
are described in detail in section 3.3.S, and are illustrated by an example in Chapter 5. Modelers with a need for
such information, and desiring further information than is provided in this section, are advised to contact EPA
for assistance.
This concludes the One-time Data section.
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2.3 SCENARIO SECTION
The Scenario data follow the One-time Data in the MOBILES input stream, and are used to assign
values to those variables that specifically define each of the scenarios to be evaluated. It consists of one to ten
records (depending on the values assigned to the flags in the Control section, to the optional flags OXYFLG and
DSFLAG on the LAP record, and to the "region" variable on the scenario descriptive record).
The user can calculate emissions for one or more scenarios. Each scenario is associated with one group
of Scenario section records. Each MOBILES run must contain at least one scenario record. The program
terminates execution upon detecting an end-of-file condition.
The first record, consisting of those variables discussed in sections 2.3.1 through 2.3.6, must be
included for every scenario of every MOBILES run. The second possible record, required only if the value
assigned to "region" on the first scenario record is 4, specifies information on the California low emission
vehicle (LEV) program for the area being modeled. The third possible record, required only if LOCFLG = 1,
consists of local area parameters to be applied for this scenario only (see sections 2.1.13 and 2.2.8 through
2.2.16). The fourth possible record, required only if the user has elected to model the effects on exhaust
emissions of an oxygenated fuel program by setting OXYFLG = 2 on the LAP record, consists of the
oxygenated fuels descriptive record (see section 2.3.11). The fifth through seventh possible records, required
only if the user has chosen to input diesel sales fraction data for LDVs and LDTs by setting DSFLAG = 2 on
the LAP record, contain the alternate diesel sales fractions (see section 2.3.12). The eighth possible record,
required only if VMFLAG = 3, consists of the VMT mix to be applied for this scenario only (see sections 2.1.6
and 2.2.2). The ninth possible record, required if SPDFLG = 3, consists of the alternate trip length distribution
records to be applied for this scenario only (see section 2.3.13). The tenth and last possible record, required only
if ALHFLG = 2 or 3, consists of either six or ten additional input values used to correct certain exhaust
emission factors (see sections 2.1.10 and 2.3.10).
The first scenario record, called the scenario descriptive record, is mandatory for all MOBILES runs. It
contains the following information:
1) Region (1, 2, 3, or 4) See section 2.3.1
2) Calendar year of evaluation See section 2.3.2
3) Average speed(s) See section 2.3.3
4) Ambient temperature See section 2.3.4
5) Operating mode tractions See section 2.3.5
6) Month of evaluation See section 2.3.6
The standard format for this record, when only one value of average speed is specified and is applied to
all eight vehicle types (SPDFLG = 1, 3, or 4), is:
The alternate format, used when different average speeds are specified for each of the eight vehicle types
(SPDFLG = 2), is:
It is possible for the user to include comments or other descriptive information outside of the required
MOBILES input parameters, in order to aid in documenting and interpreting MOBILES input files. This is
illustrated in the example input files included in Chapter S and on the program diskette. Such comments on the
Local Area Parameter input record must not begin before (to the left of) column 53. Comments on scenario
section input records must not begin until at least IS columns after (to the right of) the last input variable.
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These restrictions are necessary to avoid generating error messages that will occur as a result of internal
diagnostic checks that use these spaces.
Table 2.3-1 summarizes the Scenario section input record(s), including the variable names, codes, and
allowable values for each field.
2.3.1 REGION
2.3.1.1 Description
The first specification required in the first record of the Scenario data section is the region for which
emission factors are to be calculated.
2.3.1.2 Options
MOBILES provides four options for region: low-altitude (value of 1) and high-altitude (value of 2) are
the same as in MOBILE4.1. Low-altitude emission factors are based on conditions representative of
approximately 500 feet above mean sea level (+500 ft MSL), and high-altitude factors are based on conditions
representative of approximately +5500 ft MSL. When high-altitude region emission factors are requested by
setting REGION = 2, MOBILES also includes vehicles that were built to meet specific high-altitude area
emission standards. Values of 3 or 4 are used to indicate that the California LEV program is to be included in
the modeling, and are applicable for low-altitude areas only.
MOBILES does not calculate California emission factors. Two additional options have been added to
the REGION input variable, both dealing with the California Air Resources Board's vehicle program in which
the introduction of transitional low emission vehicles (TLEVs), low emission vehicles (LEVs), ultra low
emission vehicles (ULEVs), and zero emission vehicles (ZEVs) is required beginning in the late 1990s. Both of
these new options are applicable to low-altitude areas only. The options for REGION are summarized below:
Value Action
1 Low-altitude
2 High-altitude
3 California LEV program, with emission credits based on assuming a specific I/M
program (as discussed below and in Appendix 2B) for LEVs
4 California LEV program, with emission credits based on an I/M program other than
as described below and in Appendix 2B, and/or with a different start year for the
phase-in of LEVs to begin
Values of 3 or 4 are used to control the exhaust emission estimates for California LEV program
vehicles. A value of 3 may be used if (1) the user wishes to have the LEV program begin in the 1994 model
year, and (2) the I/M program applied to these LEV program vehicles will meet the specific requirements
outlined in section 1.3.6 and Appendix 2B.
If the value used for region is 3, this specific I/M program overrides the exhaust portion of any I/M
program specified in the One-time Data section for the LEV program vehicles in the model years that are affected
by the LEV program. However, in order to receive credit for the evaporative emissions benefits of functional
pressure and purge tests of the evaporative emission control system, these tests must still be specified in the
One-time Data section (see sections 2.1.11 and 2.2.6). In addition, the I/M program descriptive input record is
still required in order to correctly account for the impact of I/M on pre-Tier 1 vehicles.
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A value of 4 should be used for region if (1) the user desires the have the LEV program start later than
the 1994 model year, regardless of the type of I/M program, or (2) the user wishes to estimate emission factors
based on assuming that an I/M program not meeting the specific description of Appendix 2B (or an equivalent
program as determined by EPA) is in place. In this case, I/M program credits are based on the I/M program
specified by the user in the One-time Data section. If a value of 4 is used for region, the user must also include
an LEV program parameter record, as discussed in section 2.3.7.
It is important to note that if the user specifies the California LEV program be modeled, by setting the
value of this variable to 3 or 4, only future vehicles meeting the California program standards are assumed in the
modeling. In other words, specifying the California LEV program does not include modeling of California
standards for vehicles for any model years preceding the beginning of the LEV program. Thus emission factors
for California areas cannot be modeled using MOBILES.
2.3.1.3 Use in MOBILES
The region selected determines whether the MOBILES emission factor calculations will be based on
low-altitude or high-altitude basic emission rates, and if applicable whether low-altitude or high-altitude I/M
credits will be used. (Low- and high-altitude I/M credits are supplied in a separate input file of alternate credits.
See section 2.2.5.) With the addition of two levels, the region selected also determines if the California LEV
program is to be modeled, and if so, with what assumptions regarding 1/M credits for those vehicles.
2.3.1.4 Required Information
A value of 1 (low-altitude), 2 (high-altitude), 3 (low-altitude, California LEV program, and I/M credits
based on the specific program discussed in Appendix 2B or an approved equivalent), or 4 (low-altitude,
California LEV program, and I/M credits based on a program other than the specific program discussed in
Appendix 2B or an approved equivalent) must be entered for the region. If "4" is selected as the value of the
region variable, the user must also include an LEV Program Parameter Record, which will immediately follow
the mandatory scenario descriptive record (region, calendar year, speed, etc.) and is described in section 2.3.7.
2.3.1.5 Changes Since MOBILE4.1
There have been no revisions to how or where the REGION variable is input to the model since the
release of MOBILE4.1. Values of 1 and 2 for REGION are exactly the same as in MOBHJ34.1. The addition of
values of 3 or 4, for modeling the impact of the California LEV program, is new in MOBILES.
2.3.1.6 Guidance
For the majority of MOBILES applications, low-altitude is the appropriate choice. For those areas
designated as high-altitude by EPA for mobile source regulatory purposes only, generally those counties that lie
"substantially" above +4000 ft MSL, high-altitude should be selected. A list of those counties EPA has
designated as high-altitude appears in §86.088-30, paragraphs (aXS) (ii) and (iv), Code of Federal Regulations.
The use of the California LEV program options in MOBILES is discussed further in section 2.3.7 and
in Appendix 2B. Areas that opt-in to the LEV program will use values of 3 or 4 for the region variable in
projection year inventories, depending on the I/M program to be operated. Again, the selection of one of the
California LEV options will not affect the emission rates and other information used in calculating emission
factors for vehicles of model years 1993 or earlier. In other words, selecting a California LEV option here will
not provide emission factors for the California fleet the emission factors will be based on a Federally-certified
fleet through model year 1993, with LEV program vehicles being phased in after the 1993 model year.
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2.3.2 CALENDAR YEAR
2.3.2.1 Description
The value used for calendar year in MOBILES defines the year for which emission factors are to be
calculated. It is frequently referred to as the calendar year of evaluation.
2.3.2.2 Options
MOBILES has the ability to model emission factors for the years 1960 through 2020 inclusive.
2.3.2.3 Required Information
A value [the last 2 digits of the calendar year of evaluation (range 60-99 and 00-20)] must be entered.
2.3.2.4 Changes Since MOBILE4.1
There have been no revisions to this variable or how it is input to the model since the release of
MOBILE4.1.
2.3.2.5 Guidance
Different uses of the emission factors calculated by MOBILES require special treatment. The base year
(1990) inventories are to be based on a typical day in the pollutant season, most commonly summer for ozone
and winter for CO. MOBILES provides the option for calculating emission factors as of January 1 or July 1 of
the calendar year specified. This eliminates the need (in most cases) to interpolate between the results of two
MOBILE runs in order to obtain representative summertime emission factors. Special care must be taken,
however, in using interpolated results from the model, especially when estimating July emission factors in a
calendar year that is followed immediately by a major change in some control program element (such as fuel
volatility, or I/M program specification). Users should consult the guidance provided in section 2.3.6
(MONTH) before using interpolated emission factors.
CO inventories generally should be based on emission factors from a single calendar year of evaluation.
For example, if the three-month period for which CO emissions are being modeled was December 1989 and
January and February 1990, the use of 1990 for calendar year would be appropriate. If that three-month period is
instead November 1990 - January 1991, then calendar year 1991 emission factors would be more appropriate.
Questions regarding the best calendar year to use for CO modeling, if not addressed by the examples above,
should be addressed to the appropriate EPA Regional Office.
Similar instructions apply to the development of reasonable further progress (RFP) inventories. For
modeling of specific episode days, the best results will be obtained by interpolating exactly to the day being
modeled. In attainment demonstrations, it is acceptable to account for fleet turnover through November 15 of
the year being modeled (which can be done by interpolation of emission factors for January 1 of the year being
modeled and January 1 of the following year).
2.3.3 SPEED
2.3.3.1 Description
Emission factors vary considerably with the average speed assumed. The value(s) input for speed in
MOBILES will have a significant impact on the resulting emission factors for exhaust and running loss
emissions. The speed correction factors have been revised since MOBILE4.1 for the mid-range of speeds
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(between 19.6 and 55 mph). The general curve describing HC and CO emission rates as functions of speed
displays very high g/mi emission rates at very low speeds, with emissions decreasing (sharply at first, then
more slowly) as average speed increases, until minimum emissions are reached at around 48 mph. In
MOBILES, the same emissions are assumed for all speeds from 48 to 55 mph for HC and CO. Above 55 mph,
further increases in speed result in increased emissions. The behavior of NOx emissions as a function of speed
have also been revised in MOBILES.
In MOBILES, "speed" refers to the average speed of vehicles over trips. This speed is simply the total
trip distance divided by the total trip time. All trips in MOBILES assume a mix of idle, accelerations,
decelerations, and cruises. Lower average trip speeds assume more stop-and-go driving, with more idle time and
less steady-speed cruise time. Higher average speeds assume increased cruise operation, with decreased idle time
and stop-and-go travel. As a result, MOBILE model results are most applicable to scenarios where vehicles are
being operated over a variety of modes and are least appropriate for conditions where all vehicle operation is in a
single mode (e.g., cruise) at a given speed.
EPA is continuing to evaluate new information on the behavior of exhaust emissions as a function of
speed. The revisions in MOBILES have the effect of flattening the slope of the emissions-vs.-speed curves in
the 19.6-48 mph range of speed for HC and CO emissions; in other words, the decrease in emissions with
increasing speed is less pronounced in MOBILES than in MOBBLE4.1. This revision agrees well with the data
EPA has evaluated on emissions at different average speeds.
2.3.3.2 Options
One average speed can be specified for all vehicle types (SPDFLG = 1), or eight average speeds, one for
each vehicle type, can be specified (SPDFLG = 2). MOBILES will calculate emission factors for average speeds
of 2.5 to 65.0 mph, in increments of 0.1 mph. If a speed below 2.5 mph is input, a warning message is issued
by MOBILES and 2.5 mph is used in the calculations. Similarly, if a speed above 65 mph is input, a warning
message is issued and 65.0 mph is used in the calculations. The range of average speeds for which emission
factors can be calculated (2.5 to 65 mph) is the same as that used in MOBELE4.1.
2.3.3.3 Use of Average Speed in MOBILES
The data base on which all emission factor calculations are based is developed from vehicle test results
at FTP conditions, including the average speed of 19.6 mph. MOBILES adjusts the emission factors for speeds
other than 19.6 mph (20 mph for HDGVs and HDDVs) through the use of speed correction factors. Running
loss HC emissions also vary with average speed, and that variation is reflected in the running loss emission
factors produced by MOBILES.
2.3.3.4 Required Information
The modeler must supply either a single value of average speed which is assumed to apply to all
vehicles (if SPDFLG = 1, 3, or 4), or eight values of average speed (one for each regulated vehicle class, if
SPDFLG = 2) in the following order: LDGV, LDGT1, LDGT2, HDGV, LDDV, LDDT, HDDV, MC.
2.3.3.5 Changes Since MOBILE4.1
The choices available (one average speed or eight vehicle-specific average speeds) and the associated data
format requirements are unchanged from MOBILE4.1. As noted above (section 2.3.3.1), the correction factors
applied to the emission factors for average speeds in the "mid-speed" range of 19.6-48 mph have been revised for
MOBILES. This also has the effect of changing the speed correction factors for average speeds of 48 to 65 mph.
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2.3.3.6 Guidance
The FTP driving cycle is intended to be representative of driving conditions typical of a standard
commute in an urban area. Thus the use of 19.6 mph as the average speed applicable to all vehicle types is
appropriate for approximate analysis of emissions from traffic in urban areas as a whole. However, such an
approach is not suitable for SIP-related inventory preparation. Instead, vehicle miles traveled (VMT) should be
consolidated into at least three average speed categories, and MOBILES used to estimate emission factors for
each of those categories.
The average speed of the transient test cycle used for heavy-duty engine certification is 20 mph, which
is representative of urban driving overall for these vehicles. Use of 19.6 mph as the average speed for all
vehicles therefore leads to application of a very small speed correction factor to the HDGV and HDDV emission
factors.
For some applications of MOBILES, a single value other than 19.6 mph for average speed might be
most appropriate. For example, to model emission factors typical of limited access highways, the use of a
speed in the 55 to 65 mph range for all vehicle types would be appropriate.
When, as in SEP-related inventory preparation, MOBILES runs are required using speed(s) representative
of certain areas (e.g., subsets of urban areas, specific highway links) or of certain times of day, there are often
speed data available from local, regional, or state transportation planning agencies. The prediction of average
speeds in the future is difficult, and may be a critical factor in some areas' ability to project compliance with SIP
commitments and air quality standards. A discussion of how average speeds can be estimated from available data
sources and additional guidance on the determination of average speeds for use in highway vehicle emission
inventory development is provided in "Procedures for Emission Inventory Preparation, Volume IV: Mobile
Sources," EPA-450/4-81-026d (revised), 1992.
2.3.4 AMBIENT TEMPERATURE
2.3.4.1 Description
Emissions vary considerably with ambient temperature. The value of temperature used to calculate the
temperature correction factors for exhaust emissions, hot soak evaporative emissions, refueling emissions, and
resting loss and running loss emissions will significantly affect the resulting emission factors.
If TEMFLG = 1 (see section 2.1.14), the temperature used to adjust the exhaust emission factors for all
three exhaust pollutants, the hot soak component of evaporative emissions, the displacement component of
refueling emissions, and resting loss and running loss emission factors will be calculated by MOBILES on the
basis of the input minimum and maximum daily temperatures. The ambient temperature specified here will not
be used. However, in all cases the value of ambient temperature must be between the values of minimum and
maximum daily temperature.
If TEMFLG = 2, the value of ambient temperature specified here will be used as the basis of the
temperature correction factors for all exhaust emissions, hot soak evaporative emissions, refueling emissions,
and resting loss and running loss emissions. The input values for minimum and maximum daily temperatures
will still be used in calculating the diurnal component of evaporative emissions. If the specified ambient
temperature is inconsistent with the minimum and maximum daily temperatures (e.g., 20°F ambient with 60°
minimum and 84°F maximum), an error message will result and processing of the current scenario will be
stopped.
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2.3.4.2 Options
The ambient temperature specified can range from 0°F (-18°C) to 110°F (43°C). If a temperature less
than 0°F is input, a warning message will be issued, and 0°F will be used in the calculations (if TEMFLG = 2).
Similarly, if a temperature greater than 110°F is input, a warning is issued, and 110°F is used in the calculations
(if TEMFLG = 2).
2.3.4.3 Use of Ambient Temperature in MOBILES
The basic emission rates that underlie the emission factor calculations are developed from emission data
from vehicles tested at FTP conditions, at a nominal test temperature of 75°F (24°C). MOBILES uses
temperature correction factors to correct exhaust emission factors to temperatures other than 75°F. Temperature
corrections are also applied to the hot soak component of evaporative HC emissions. Refueling, resting loss,
and running loss emissions are all functions of temperature. If the value of TEMFLG = 2, the value input here
for ambient temperature is used to determine these correction factors.
2.3.4.4 Required Information
A value of ambient temperature in degrees Fahrenheit (°F).
2.3.4.5 Changes Since MOBILE4.1
There have been no revisions to this variable's use or input data format requirements since the release of
MOBELE4.1.
2.3.4.6 Guidance
EPA generally recommends that the minimum and maximum daily temperatures be used to determine
the temperatures for corrections to the emission factors if daily average emissions are to be estimated, rather than
hour-by-hour emissions.
If this ambient temperature is used instead, the value specified depends in large measure on the purpose
for which MOBILES is being used. Additional information and guidance on the determination of appropriate
temperature values for use in SIP-related emission inventory preparation appears in "Procedures for Emission
Inventory Preparation, Volume IV: Mobile Sources," EPA-450/4-81-026d (revised), 1992.
The ambient temperature logically must be between the minimum and maximum temperatures. This
is particularly important when HC emission factors are being modeled, since minimum and maximum
temperatures are used in the evaporative emission component of those calculations, and the evaporative and
exhaust components of the emission factor should be estimated on a consistent basis. Modeling of CO emission
factors is more likely to focus on times with cooler temperatures, when most violations of the National
Ambient Air Quality Standard (NAAQS) for CO occur.
2.3.5 OPERATING MODES (PCCN. PCHC.
2.3.5.1 Description
One important determinant of emissions performance is the mode of operation. EPA's emission factors
are based on testing over the FTP cycle, which is divided into three segments (referred to as "bags"), each with
differing associated emissions performance. The bags correspond to operating modes:
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Bag Operating Mode
1 Cold start
2 Stabilized
3 Hot start
Emission data from each of these bags reflect the fact that emissions generally are highest when a
vehicle is in cold-start mode: the vehicle, engine, and emission control equipment (particularly the catalytic
converter) are all at ambient temperature and thus not performing at optimum levels. Emissions are generally
somewhat lower in hot start mode, when the vehicle is not yet completely warmed up but was not sitting idle
for sufficient time to have cooled completely to ambient temperatures. Finally, emissions generally are lowest
when the vehicle is operating in stabilized mode, and has been in continuous operation long enough for all
systems to have attained relatively stable, fully "warmed-up" operating temperatures.
Vehicle operating modes (cold start, hot start, and stabilized operation) are determined in MOBILES by
allocating the amount of vehicle travel to each of the three corresponding "bags" of the FTP described above.
Emission factors for each bag are the cumulative emissions of that segment of the FTP averaged over the
distance traveled during that segment. The cold-start bag (bag 1) is represented by the first 3.5 miles
(approximately) traveled by a vehicle after a "cold-start," and the hot-start bag (bag 3) is represented by the first
3.5 miles of operation after a "hot-start."
The three variables PCCN, PCHC, PCCC are sufficient to completely define the percent VMT
accumulated in each of the three operating modes by vehicles in each of two basic emission control
configurations, non-catalyst and catalyst-equipped. Thus the input of values for percent VMT accumulated in
hot start mode by non-catalyst vehicles, or in stabilized mode by non-catalyst or catalyst-equipped vehicles, is
not required as input. MOBILES calculates these quantities from the three values entered.
The definitions of the three variables and how they together define the six vehicle type/operating mode
combinations are shown below:
Vehicle Type Operating Mode Defined in MOBILES as:
Non-catalyst Cold-start PCCN
Catalyst Hot-start PCHC
Catalyst Cold-start PCCC
Catalyst Stabilized 1.0 - PCCC - PCHC
Non-catalyst Stabilized 1.0 - PCCC - PCHC
(assumed equal to the stabilized VMT fraction for
catalyst-equipped vehicles)
Non-catalyst Hot-start PCCC - PCCN + PCHC
The user should not expect the sum of PCCN + PCHC + PCCC to be 100 percent. While it is true
that (percent VMT in cold-start mode) + (percent VMT in hot-start mode) + (percent VMT in hot stabilized
mode) always equals 100 percent, for both catalyst-equipped and non-catalyst vehicles, the variables PCCN,
PCHC, and PCCC are not equivalent to these variables.
The values of PCHC, PCCC, and PCCN are used in the calculation of the bag-dependent correction
factors (such as temperature and volatility) for LDV, LDT, and MC emission factors. It is assumed that all
diesel vehicles and all motorcycles are non-catalyst.
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2.3.5.2 Options
The three specified values must all be expressed as percentages (not as fractions). Each value must lie
between 0.0 and 100.0. The sum of PCHC + PCCC must not exceed 100 percent. The value of PCCN
logically should not be greater than that of PCCC, for the reasons discussed above.
2.3.5.3 MOBILES Standard (FTP) Operating Mode Fractions
The values of the three variables corresponding to the conditions of the FTP cycle are:
PCCN 20.6 %
PCHC 27.3 %
PCCC 20.6 %
These values reflect the same assumptions and conditions that are reflected in other aspects of the Federal Test
Procedure.
2.3.5.4 Required Information
Three percentage values, reflecting the percentage of VMT (not the percentage of vehicles) accumulated
by non-catalyst vehicles in cold-start mode (PCCN), by catalyst-equipped vehicles in hot-start mode (PCHC),
and by catalyst-equipped vehicles in cold-start mode (PCCC).
2.3.5.5 Changes Since MOBILE4.1
There have been no revisions in the definitions or in the use or format requirements of these variables
since the release of MOBILE4.1.
2.3.5.6 Guidance
EPA historically has defined cold starts to be any start that occurs at least four hours after the end of the
preceding trip for non-catalyst vehicles and at least one hour after the end of the preceding trip for catalyst-
equipped vehicles. Hot starts are those starts that occur less than four hours after the end of the preceding trip
for non-catalyst vehicles and less than one hour after the end of the preceding trip for catalyst-equipped vehicles.
The shorter time interval associated with the cold/hot start definition for catalyst-equipped vehicles reflects the
fact that catalytic converters do not operate at intended efficiency until they are fully warmed up (to operating
temperatures in the 600°F (316°C) range); thus catalyst-equipped vehicles reflect "cold-start" emissions
performance after a much shorter off time than do non-catalyst vehicles, which do not depend on attainment of
such high temperatures for stabilization of emissions performance.
hi the absence of supporting data for values other than those listed, above, EPA believes that the values
reflecting FTP conditions are appropriate in many cases. This is particularly true when the emission factors
being modeled are intended to represent a broad geographic area (Metropolitan Statistical Area, entire state)
and/or time period (days, months). When the modeling is intended to represent highly localized conditions
(specific highway links) or very limited periods of time (as single hours), it may be possible to develop more
representative values for these variables. Areas known to have average trip lengths significantly shorter or
longer than 7.5 miles may also merit the use of alternate values.
Thus for SEP-related modeling, EPA will accept the use of the FTP operating mode values except for
small scale scenarios where their use would clearly be inappropriate. EPA will not accept SIP-related modeling
that includes different operating mode fractions for the base and projection years without adequate quantitative
written justification.
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There are several ways of approximating the percentage of VMT accumulated in each mode for each
type of vehicle, although highly accurate determinations are not readily obtainable. Guidance on three possible
methods for determining the cold-start/hot-start VMT fractions for non-catalyst and catalyst-equipped vehicles,
including references to generally available data sources, appears in Chapter 8 of the report 'Techniques for
Estimating MOBILE Variables."
Some transportation emissions modeling approaches are based on the concepts of trip-start emissions
and running emissions, rather than the method described above. MOBILES does not directly mesh well with
this approach, but can be manipulated to do so. Modelers should contact EPA to discuss the suitability of this
approach and for assistance in using MOBILES to develop the appropriate emission factors.
2.3.6 MONTH
2.3.6.1 Description
MOBILES provides the user with the option of calculating emission factors for January 1 or July 1 of
the calendar year of evaluation. This option is exercised by the addition of a value for "month" at the end of the
mandatory scenario record, following the operating mode percentages. This feature is new in MOBILES.
2.3.6.2 Options
Emission factors can be calculated as of January 1 or July 1 of the calendar year specified.
2.3.6.3 Month in MOBILES
MOBILE4.1 always calculated emission factors on the basis of the fleet composition as of January 1 of
the calendar year of evaluation. MOBILES allows the choice of January 1 or July 1. The month specified will
affect the calculated emission factors in two ways: By changing the composition of the fleet (July 1 emission
factors will reflect an additional six months of fleet turnover, or replacement of older vehicles by new vehicles),
and how the effects of reformulated gasoline (RFC) are modeled. If the month selected is January, winter season
RFG rules will be applied, while if the month selected is July, summer season RFG rules will be applied (see
section 2.2.16).
The value of month is independent of temperature, fuel volatility, and other inputs, which still must be
selected by the user in a way that is consistent with the intended application of the results. Section 2.3.6.6
provides cautions concerning the use of the July 1 option.
2.3.6.4 Required Information
The value of month is optional: If no value is supplied, January is assumed (equivalent to
MOBILE4.1 modeling). To specify January or July, a value of 1 (January) or 7 (July) is entered here. No other
values for month can be entered. The value of month is a single integer digit (format II), and it follows after
the operating mode fractions and two blank spaces.
2.3.6.5 Changes Since MOBTLE4 I
This is a new feature of MOBILES.
2.3.6.6 Guidance
This option has two primary functions. For the modeling of summertime emission factors, the user
formerly had to interpolate between two consecutive calendar years' emission factors calculated using the same
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summer condition inputs (such as temperature and fuel volatility). For example, July 1,1990 emission factors
were calculated as the average of calendar year (CY) 90 (1/1/90) and CY 91 (1/1/91) MOBILE4.1 runs. This
option allows July 1 emission factors to be directly calculated by MOBILES. In addition, the value of month
provided here serves to determine the season for the modeling of reformulated gasoline effects on emissions,
with January indicating winter season and July indicating summer season. The choice of January or July
emission factors should be made in a logical way.
The July 1 emission factors are determined by simple interpolation between the results of two
January 1 evaluations, just as though the calculations were performed using the results of two separate
MOBILES runs. As a result, all of the cautions necessary when interpolating between two sets of January 1
MOBILES runs will apply when setting the model inputs. Since the interpolation is done automatically, there
is a greater danger that MOBILES will misinterpret the intent of the user.
For example, consider the case where a user specifies that the fuel RVP (Reid vapor pressure) will
change from 11.5 psi to 10.5 psi in 1989, and then evaluates summer emission factors for calendar years 1988,
1989, and 1990 using the July 1 option for month. Since the model interpolates between January 1
evaluations, the July 11988 emission factors are simply an interpolation of January 1 1988 and January 1 1989
emissions. Unfortunately, the January 1989 emission factors are calculated assuming 10.5 psi RVP fuel, since
this change in RVP is specified to start in 1989. This means that the interpolated emission factors will be
lower than they should be, since only 11.5 psi RVP fuel was actually available in July of 1988. The correct
July 1988 emission factors can only be determined if both the January 1988 and January 1989 RVP levels
match the RVP of fuel available in July of 1988. In this case, the July 1988 case should be run separately with
a single RVP input (11.5 psi).
It is important to consider, when using the July month option, whether the user inputs will be
properly interpreted by MOBILES for all specified calendar years of evaluation. The simple rule is to make sure
that the conditions specified for the January 1st before and after the July 1 of interest both have the conditions
you wish to assume for the July 1 date. The most common problems will involve conditions that change
abruptly, such as fuel RVP. Conditions that phase in slowly, such as changes in an inspection and maintenance
(I/M) program, will not cause similar problems, since few if any vehicles are immediately affected by I/M
program changes on the first day of their implementation (January 1st).
2.3.7 LEV PROGRAM PARAMETER RECORD
2.3.7.1 Description
This record, which is required only if the value selected for "region" in the scenario descriptive record is
"4" (see section 2.3.1), provides the user the ability to include the effects of opting in to the California low
emission vehicle (LEV) program on a different schedule than is to be used in California, or of assuming an I/M
program for LEV program vehicles that does not meet the criteria for maximum emission reductions described in
Appendix 2B.
2.3.7.2 Options
This record provides the user the ability to select a start year for the phase-in of California LEV
program that is later than 1994, and/or to have the I/M emission credits for LEV program vehicles be based on
an I/M program other than as described in section 2.3.1 and in Appendix 2B.
2.3.7.3 Required Information
This record, if used, specifies the start year for phase in of LEVs and whether the I/M program assumed
to apply to LEVs meets the criteria given in section 2.3.1 and in Appendix 2B. The format of this record is
I2,1X,I1. The first value entered is the last two digits of the year that LEVs begin to be phased in, and the
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second is a flag indicating what assumptions are to be made regarding the I/M program for LEVs. Setting this
flag to "1" means that an I/M program not meeting the criteria detailed in Appendix 2B will be applied to LEVs
[i.e., the I/M program specified by the user in the One-time Data section; if no I/M program is specified in the
One-Time Data section (IMFLAG = 1), then no I/M program will be applied to LEVs], while setting this flag
to "2" means that the I/M program for LEVs fits the criteria discussed in Appendix 2B. Note that this means
that if the value of region is set to 4, and the start year is 94 and the I/M flag is 2 on the LEV program
parameter record, then the effect is identical to setting the value of region to 3 and not using the LEV program
parameter record.
2.3.7.5 Changes Since MOBILE4.1
This is a new feature of MOBILES.
2.3.7.6 Guidance
The user is encouraged to read closely the sections on inspection/maintenance (I/M) programs (section
2.2.5), the "region" variable on the Scenario record (section 2.3.1), and Appendix 2B for additional information
on the modeling of LEV programs and the interaction of LEV and I/M programs.
Areas that opt-in to the California LEV program will use values of 3 or 4 for the REGION variable
(section 2.3.1). Since no areas outside of California will implement LEV program requirements with the same
start year as California, the value of 4 generally will be used for REGION and the LEV program parameter
record will be required. In order to set the value of the I/M flag on the LEV program parameter record to "2", the
area must also implement an I/M program for LEVs that meets the criteria set forth in Appendix 2B: (i) The
I/M program for LEVs must include a transient loaded test, such as the EM240, and functional purge and
pressure testing of the evaporative emission control system (see section 2.2.6.2); (ii) the program must include
automated checks of the onboard diagnostic (OBD) system and repair requirements based on the results of this
check; and (iii) the SIP must include provisions for auditing the in-use performance of LEV program vehicles
and correcting any shortfalls that may be discovered in such audits.
It is noted again here that an I/M program meeting the criteria detailed in Appendix 2B is modeled by
setting the appropriate flag values, as discussed above. The I/M program descriptive record (section 2.2.5) is not
applied to LEV program vehicles if an I/M program meeting the criteria in Appendix 2B (or its equivalent as
approved by EPA) is indicated. Note that this also means that the outpoints to be used in an I/M program for
LEVs that meets the criteria detailed in Appendix 2B are not entered on the I/M program descriptive record(s).
2.3.8 LOCAL AREA PARAMETER RECORD
The local area parameter (LAP) record was discussed in sections 2.2.8 through 2.2.16, and is
summarized in Table 2.2-10. It must appear in the Scenario data section if a different LAP record is to be
applied to each scenario (LOCFLG =1), and must appear in the One-time Data section if the same LAP record
is to be applied for all scenarios (LOCFLG = 2). If the user elects to supply diesel sales fractions by model year
as input data by setting DSFLAG = 2 on the LAP record, then the LAP record must be included for each
scenario. The information provided in sections 2.2.8 through 2.2.16 is applicable in either case. This record
must be supplied, in either the One-time data section or the Scenario data section, for every MOBILES run.
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2.3.9 OXYGENATED FUELS DESCRIPTIVE RECORD
2.3.9.1 Description
If the user chooses to model the effects of the use of oxygenated fuels on exhaust emissions, then the
value of OXYFLG on the LAP record must be 2 (section 2.2.14). If this option is chosen, then a record
describing the market share and average oxygen content of oxygenated fuels in the time and area being modeled
must be provided. This record must immediately follow the LAP record. Thus if the user is applying a single
LAP record for all scenarios (LOCFLG = 2), this record will appear immediately after the LAP record and before
any other One-Time Data that may also be included. If the user is applying a distinct LAP record for each
scenario (LOCFLG = 1), then the LAP record is the second scenario record for each scenario, and this record
immediately follows as the third scenario record for each scenario.
If the user is modeling reformulated gasoline (RFG), RFG provisions will take precedence over the
provisions of any oxygenated fuels descriptive record input. This means that if RFG is assumed (RFGFLG = 2)
and oxygenated fuels are assumed (OXYFLG = 2), the fuel oxygen content used in the emission factor
calculations will be that defined by RFG and the oxygen content specified on this record will be overridden.
2.3.9.2 Options
The user has the choice of not accounting for the effects of oxygenated fuel use (by setting
OXYFLG = 1 or leaving the space for OXYFLG blank), or of accounting for the effects of such fuels on
exhaust emissions (by setting OXYFLG = 2).
2.3.9.3 Use in MOBILES
If the user chooses to model the effects on exhaust emissions of the use of oxygenated fuels, the
information detailed below is supplied and MOBILES uses it to estimate the reductions in exhaust emissions
that result for gasoline-fueled vehicle types (LDGV, LDGT1, LDGT2, HDGV, and MC).
2.3.9.4 Required Information
If the user has set OXYFLG = 2, then the record containing this information must immediately follow
the LAP record in the input data file. If the LAP record is in the One-Time Data section, then this record
immediately follows it and precedes any other One-Time Data records that are being supplied. If the LAP
records are in the Scenario section, then this record immediately follows each LAP record (as the third Scenario
data record for each scenario).
The record consists of the following five variables:
Ether blend market share (expressed as a fraction)
Alcohol blend market share (expressed as a fraction)
Average oxygen content of ether blend fuels (% weight, expressed as a fraction)
Average oxygen content of alcohol blend fuels (% weight, expressed as a fraction)
RVP waiver switch [integer value indicating whether alcohol-based oxygenated fuels must meet the
same RVP limit as straight gasoline (value = 1), or have been granted a 1.0 psi waiver (value = 2)]
The format of this record is:
4(F4.3,1X),I1
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To illustrate, the following oxygenated fuel input data record states that 3.5 percent of the fuel sold in
the area is ether blends having an average oxygen content of 2.7 percent weight, that 12.9 percent of the fuel
sold in the area is alcohol blends having an average oxygen content of 3.1 percent by weight, and that an RVP
waiver is in effect allowing the volatility of the alcohol-based oxygenated fuels to be up to 1.0 psi RVP greater
than the limit applicable to straight gasoline:
.035 .129 .027 .031 2
2.3.9.5 Changes Since MOBILE4.1
There have been no revisions to the oxygenated fuels input data since the release of MOBHJB4.1.
2.3.9.6 Guidance
Areas that are known to have significant market penetration (two percent or greater market share) of
ether blends and/or alcohol blends should attempt to accurately characterize the relative market shares and oxygen
content of these fuel blends, and account for it in their emission factor modeling for SIP purposes. Areas having
insignificant market penetration of both types of oxygenated fuels may safely disregard oxygenated fuels in their
modeling.
EPA should be contacted for assistance in modeling the effects of oxygenated fuels if any of the
following situations apply: (i) the fuels available in an area include blends containing both ether(s) and
alcohol(s) in the same fuel, or (ii) an RVP waiver greater than 1.0 psi is applicable to oxygenated fuels in an
area, or (iii) no RVP waiver is in effect but the volatility of base gasoline is currently below the regulated limit,
or (iv) if two or more types of alcohol blends are marketed under different RVP waiver treatment. Additional
guidance may be obtained through contacting the appropriate EPA Regional Office or the Office of Mobile
Sources.
If the user has specified that reformulated gasoline (RFG) is to be accounted for in the emission factors
by setting RFGFLG = 2 (see sections 2.2.8 and 2.2.16) and the season for which emission factors are being
modeled is summer (indicated by value of 7 (July) for month on the scenario record, see section 2.3.6), then the
oxygen content of the fuel is controlled by the provisions of the RFG regulations and any user input for average
oxygen content is ignored. If the user specifies RFG and the season is winter (indicated by value of 1 (January)
for month), the user-input oxygen content will be used rather than the default RFG oxygen content. Oxygen
content of RFG is mandated in summer but not in winter. See section 2.2.16 for additional information.
2.3.10 DIESEL SALES FRACTIONS
2.3.10.1 Description
In section 2.2.15, the use of diesel sales fractions by model year for LDVs and LDTs in MOBILES is
discussed. These fractions represent the share of all LDV (LDT) sales in a given model year which are diesel-
powered, rather than gasoline-fueled, vehicles.
2.3.10.2 Options
The user can choose to supply sets of diesel sales fractions by model year for bom LDVs and LDTs
that are locality-specific (and different from the national sales fractions that are included in MOBILES), or to use
the national sales fractions. The options are exercised through the value assigned to DSFLAG, the second of the
three optional flags at the right end of the LAP record. As noted previously, if the user is supplying diesel sales
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fraction data, it must be included in the Scenario data section and the LAP record(s) must also appear in the
Scenario data section.
2.3.10.3 Use in MOBILES
MOBILES, like earlier versions of the model, uses a single set of registration distributions by age and
annual mileage accumulation rates to describe all LDVs (gasoline and diesel combined), and another such set to
describe all LDTs. This is due in part to the fact that it is nearly impossible to develop such information for
gas and diesel vehicles separately, and in part since there is little evidence to suggest that typical use patterns,
mileage accumulation rates, and so forth are different for gas and diesel vehicles. The use of model-year-specific
diesel sales fractions allows MOBILES to internally split the LDVs and LDTs into gas and diesel sub-categories,
which have distinctly different emission rates and behaviors.
MOBILE4 contained forecasts of increasing diesel sales. MOBILES assumes that diesel sales after
1990 will show essentially no increase from current very low levels.
2.3.10.4 Required Information
If the user is supplying alternate diesel sales fractions as inpu; to the model, then the information
immediately follows the LAP record and the oxygenated fuels descriptive record (if the oxygenated fuels record is
present).
For each scenario, the user must supply the fractions of LDV and LDT sales that were diesel for each
model year from the calendar year of evaluation back to 24+ model years ago. For example, if the calendar year
of evaluation is 1990, then diesel sales fractions for model year 1990,1989,1988,..., 1967, and 1966-and-older
LDVs and LDTs must be provided. If two different scenarios are being run, both for the same calendar year but
with other differences, then the same set of diesel fractions would have to be supplied again as part of the second
scenario. If a scenario with calendar year 1995 was also being run, then the diesel sales fractions would
represent model year 1995,1994,..., 1972, and 1971-and-older vehicles. The same values would be used for the
model years in common to the two sets of sales fractions, but the five oldest model year values would "drop off
the end" of the sequence and be replaced by sales fractions for the five most recent model years.
The 50 diesel sales fractions, 25 each for LDVs and LDTs, will constitute the next three records. The
format of these records is:
(20F4.3/
20F4.3/
10F4.3/)
The values are entered in pairs: The first two values on the first record are the diesel sales fractions for
LDVs and LDTs of age 1 (model year = calendar year of evaluation), the second two values are the sales fractions
for LDVs and LDTs of age 2 (model year = one year before calendar year of evaluation), and so on, with the last
two values on the third record being the sales fractions for age 25+ LDVs and LDTs (model year = 24+ years
before calendar year of evaluation).
Note that there are no leading zeros or spaces in these input records. The fractions should be listed to
three decimal places, one after another, with the values paired to represent cars then light trucks of each age.
The MOBILES diesel fractions, formatted according to the requirements above, appear below (these fractions are
for calendar year 1990, and represent model years 1990 through 1976-and-older).
.000.002.000.002.000.002.003.003.003.007.009.011.017.023.021.047.047.093.059.056
.044.035.021.018.009.008.005.000.003.000.002.000.003.000.002.000.002.000.001.000
.000.000.000.000.000.000.000.000.000.000
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2.3.10.5 Changes Since MOBILE4.1
There have been no revisions to the input or application of alternate diesel sales fractions since the
release of MOBILE4.1.
2.3.10.6 Guidance
This option is provided in MOBILES for two reasons. First, some users performing highway vehicle
emission factor modeling may have access to vehicle registration data, or data from other sources, enabling them
to characterize diesel sales of LDVs and LDTs in the area being modeled. Particularly if these sales fractions
differ significantly from those included in MOBILES, it will enhance the accuracy of the emission factors and
inventory to use those sales fractions as model input. Second, as can be seen by the sharp rise and equally sharp
fall of diesel sales in the late 1970s and early 1980s, it is extremely difficult to forecast diesel sales fractions for
future model years. This provision will allow modelers to account for future increases in diesel sales, if such
increases occur.
2.3.11 VEHICLE MILES TRAVELLED MIX bv vehicle type
The VMT mix by vehicle type was discussed in section 2.2.2. This record must appear in the Scenario
data section if different VMT mixes are to be applied to each scenario (VMFLAG = 2), and must appear in the
One-time data section if the same VMT mix is to be applied to all scenarios (VMFLAG = 3). The information
provided in section 2.2.2 applies in both cases. This record is not required if the MOBILES VMT mix is to be
used (VMFLAG = 1).
2.3.12 TRIP LENGTH DISTRIBUTION
2.3.12.1 Description
EPA has determined through its running loss emission test programs that the level of running loss
emissions depends on several variables: the average speed of the travel, the ambient temperature, the volatility
(RVP) of the fuel, and the length of the trip. "Trip length" as used here refers to the duration of the trip (how
long the vehicle has been traveling), not on the distance traveled in the trip (how far the vehicle has been
driven). Test data show that for any given set of conditions (average speed, ambient temperature, and fuel
volatility), running loss emissions are zero to negligible at first, but increase significantly as the duration of the
trip is extended and the fuel tank, fuel lines, and engine become heated.
The additional data obtained since the development of MOBILE4.1 allow running loss emissions to be
modeled as a direct function of the input temperature, fuel volatility, and average speed. While an internal
weighting of trip lengths (durations) is included in the model and is used to estimate the running loss emission
factors, the user now has the option of supplying an alternate trip length distribution for use in estimating
running loss emissions. If this option of specifying trip length distributions is not selected, then MOBILES
will calculate the running loss emission factors on the basis of an internal assumed trip length distribution.
2.3.12.2 Options
The user can let MOBILES estimate running loss emission factors using the internal trip length
distributions (SPDFLG = 1 or 2), or can supply a set of trip length distributions (SPDFLG = 3 or 4).
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2.3.12.3 Use in MOBILES
For each combination of vehicle type and trip length category (see below), a value representing running
loss emissions at the standard test speed, temperature, and volatility is contained in the coded data. This
information, if supplied, is used in weighting these factors together to derive the fleet average emission factor,
which then is corrected for average speed, temperature, and fuel volatility.
2.3.12.4 Required Information
If a modeler has the necessary information, a separate input data record of trip length distribution can be
supplied as input and used in the calculation of running loss emission factors. This record must list the
percentage of all travel (VMT) being accumulated over the time period that the emission factors apply for, in
trips of the following lengths (durations):
Under 10 minutes
11 to 20 minutes
21 to 30 minutes
31 to 40 minutes
41 to 50 minutes
51 minutes and longer
The six percentage values specified must sum to 100%. The format of this record is:
The record may appear in the One-Time data section or in each Scenario data section, depending on
value of SPDFLG specified by the user.
2.3.12.5 Changes Since MOBHJB4.1
There have been no changes made to the input of these variables or their interpretation and used by the
model since the release of MOBHJ34.1.
2.3.12.6 Guidance
Solid data on trip length distributions is not likely to be available in most cases. Thus for base year
emission inventory development by States and others, EPA will accept the use of the internal trip length
distributions for the estimation of running loss HC emission factors. The use of trip length distributions other
than that included in MOBILES in the development of required base year emission estimates must be adequately
documented for acceptance by EPA. Where the transportation modeling process can produce reliable inputs for
trip length distribution, it will allow more accurate estimates of the benefits attributable to SIP measures which
shorten average trip lengths without eliminating entire trips.
2.3.13 ADDITIONAL CORRECTION FACTORS FOR
LIGHT-DUTY GASOLINE-FUELED VEHICLE TYPES
2,3.13.1 General Description
MOBILES provides the capability of applying four additional correction factors to the exhaust emission
factors for LDGVs, LDGTls, and LDGT2s. These factors are used to represent conditions not typically assumed
in MOBILES runs, which is why they are segregated from other correction factors (such as speed and
temperature).
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These factors allow for exhaust emission factors only to be adjusted to account for the emissions
impact of air conditioning (A/C) usage, extra loading, and trailer towing. There is also a humidity correction
factor, which applies only to exhaust NOx emissions and is also applied to motorcycles.
2.3.13.2 Options
Depending on the value assigned to the ALHFLG flag controlling the application of these additional
correction factors, six or ten input values may be required.
When ALHFLG = 2, six values are required:
1) One A/C usage fraction (for all LDGVs and LDGTs)
2-4) Three extra load usage fractions (for LDGVs, LDGTls, LDGT2s)
5) One trailer towing fraction (for all LDGVs and LDGTs)
6) One humidity level (for all LDGVs and LDGTs plus motorcycles)
The format of this record in the case where ALHFLG = 2 is:
F4.2,3F4.2,F4.2,F4.0
When ALHFLG = 3, ten values are required:
1) One A/C usage fraction (for all LDGVs and LDGTs)
2-4) Three extra load usage fractions (for LDGVs, LDGTls, LDGT2s)
5-7) Three trailer towing fractions (for LDGVs, LDGTls, LDGT2s)
8) One humidity level (for all LDGVs and LDGTs plus motorcycles)
9-10) Dry and wet bulb temperatures (used to calculate an A/C usage fraction for LDGVs and
LDGTs).
The format of this record in the case where ALHFLG = 3 is:
F4.2,3F4.2,3F4.2,F4.0,2F4.0
Each of these five types of input (A/C, extra load, trailer towing, humidity, and temperature) is
discussed below.
2.3.13.3 A/C Usage Fraction
2.3.13.3.1 Description
If you wish to include the effect on the exhaust emission factors of A/C usage, enter a nonzero value
for this variable and appropriate dry and wet bulb temperatures, as explained below.
2.3.13.3.2 Options
This fractional value must be between zero and one (0.0 < AC < 1.0).
In the six-value option (ALHFLG = 2), no correction factor for A/C usage will be applied, regardless of
the value that is entered. Entering 0.0 as the value is recommended in this case.
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In the ten-value option (ALHFLG = 3), this variable acts as a flag, and the A/C usage fraction will be
calculated on the basis of the dry bulb and wet bulb temperatures (see section 2.3.10.7). If 0.0 is entered, no
correction factor will be applied, although values of dry and wet bulb temperature must still be provided. To
have a correction factor for A/C usage calculated and applied, enter a nonzero value (0.0 < AC < 1.0) and
appropriate values for dry and wet bulb temperatures.
2.3.13.4 Extra Load Usage Fractions
2.3.13.4.1 Description
These values are used to model the exhaust emissions impact of vehicles carrying an extra 500 Ib (227
kg) load. If you wish to include this effect, three fractional values are entered (one each for LDGVs, LDGTls,
and LDGT2s), representing the fraction of all vehicles of the given type carrying such an extra load.
2.3.13.4.2 Options
These values must all lie between zero and one. If the value entered is zero, no correction for the
effects of extra load is applied.
2.3.13.5 Trailer Towing Usage Fraction
2.3.10.5.1 Description
These values are used to model the impact on exhaust emissions of vehicles towing trailers. If you
wish to include this effect in your modeling, one or three fractions are entered representing the fraction of
vehicles of a given type that are to be assumed to be towing trailers.
2.3.13.5.2 Options
Any value for this fraction must be between zero and one. If the value entered is zero, no correction for
the effect of trailer towing is applied.
In the six-value option (ALHFLG = 2), one value is entered and is applied to LDGVs, LDGTls, and
LDGT2s. In the ten-value option (ALHFLG = 3), three values are entered, to be applied to LDGVs, LDGTls,
and LDGT2s.
2.3.13.6 NOx Humidity Correction
2.3.13.6.1 Description
This value is used to correct exhaust NOx emission factors for absolute humidity. The value entered is
the absolute (specific) humidity, expressed as grains water per pound of dry air.
2.3.13.6.2 Options
The value entered for absolute humidity must lie between 20 and 140. If the value entered is 75,
corresponding to the absolute humidity condition of the FTP, then no correction will be applied.
May 1994
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2-67
2.3.13.7 Dry and Wet Bulb Temperatures
2.3.13.7.1 Description
MOBILES will calculate the fraction of A/C-equipped vehicles actually using their air conditioning on
the basis of a "discomfort index," which in turn is calculated from the dry bulb and wet bulb temperatures.
2.3.13.7.2 Options
The values of each of these temperatures must be between 0° and 110°F (-18° and 43°C), inclusive. In
addition, the wet bulb temperature must be less than or equal to the dry bulb temperature. If any of these
conditions are not met, an error message will be issued by MOBILES.
These values (in °F) will be used to calculate the A/C usage fraction on the basis of the discomfort
index only if the ten-value option is selected (ALHFLG = 3) and a nonzero value is entered for the variable AC.
If used, this calculated value overrides the value read in for AC as part of the input.
2.3.13.8 Changes Since MOBELE4.1
There have been no revisions to any of the variables discussed in this section, or to how they are
supplied to the model as input data, since the release of MOBILE4.1.
2.3.13.9 Guidance
In most areas, ozone pollution episodes occur during summer months and very warm to hot
temperatures. It is reasonable to assume that vehicle air conditioning usage is high under such conditions. The
basic emission rates in MOBILES already include additional loading intended to simulate the use of air
conditioning. The additional air conditioning correction factors that are calculated in MOBILES are of uncertain
accuracy. The emissions impact for late model year vehicles of operating the air conditioner is not well
quantified, and the fraction of vehicles equipped with air conditioning is substantially higher for the vehicle fleet
of the late 1980s and beyond than it was for the fleet of the late 1970s. Thus the use of the air conditioning
corrections to the emission factors is acceptable, but is not required, in the development of SIP inventories.
EPA will accept SIP inventories that do not attempt to explicitly account for vehicle air conditioning use. The
same approach that is taken in developing the base year inventory must also be used for projection inventories.
The humidity correction for NOx emissions accounts for the fact that when "excess" water vapor is
present, some of the heat of combustion heats water vapor rather than enhancing NOx formation. As with the
air conditioning correction, EPA will accept SIP inventories that do not attempt to account for local humidity.
If the humidity correction is applied in the base year, the derivation of the value used, including sources of data,
must be detailed in the emission inventory supporting documentation, and it must also be used in any projection
inventories.
If you believe that conditions applying to a specific application of MOBILES warrant the use of one or
more of the correction factors described in this section, and desire guidance beyond that provided above, contact
EPA for additional information (Emission Control Strategies Branch, 313/668-4417).
This completes the Scenario data section.
May 1994
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2-68
2.4 SUMMARY OF MOBILES INPUT SEQUENCE
The following tables summarize the input sequence required for a MOBILES run, in the order required
by the program. Records listed in parentheses are optional, and are only required if certain flags have been
assigned specific values in the Control section, or if certain other options have been selected.
May 1994
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2-69
Table 2.1-1
FLAGS CONTROLLING INPUT TO AND EXECUTION OF MOBILES
Record
Number
Variable
Name
Content and Codes
Format
Refer to
Section
PROMPT
IOUNEW
Flag indicating whether user is to be
prompted for remaining input data
1 = No prompting, vertical format
2 = Prompting, vertical format
3 = No prompting, horizontal format
4 = Prompting, horizontal format
Optional reassignments of output units
(used in mainframe version only):
1 - Formatted reports unit
2 - Diagnostic messages unit
3 - Prompting messages unit
(IOUREP) = 7
(IOUERR)=7
(IOUASK) = 6
I1.3A1
(Allowable values for each unit are 1, 2, 5, 6, 7, 8, or 9.
Units 3 and 4 are reserved for reading I/M credit files.)
2.1.1
2.1.2
PROJID
80 characters for title to be echoed in output 20A4
2.1.3
T A M F L G Flag for optional input of tampering rates
1 = Use MOBILES tampering rates
2 = Input alternate tampering rates1
2.1.4
SPDFLG Flag indicating how average speed is being 11 2.1.5
input (one value for all vehicle types or
eight values, one for each vehicle type);
also used to indicate whether alternate trip
length distribution data are supplied as input
1 = One average speed for all vehicle types^
2 = Eight average speeds, one for each vehicle
3 = One average speed for all vehicle types, plus one alternate set of
trip length distribution data per scenario3
4 = One average speed for all vehicle types, plus one alternate set of
trip length distribution data for all scenarios4
May 1994
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Table 2.1-1 (continued)
FLAGS CONTROLLING INPUT TO AND EXECUTION OF MOBILES
Record
Number
Variable
Name Content and Codes
Refer to
Format Section
V M F L A G Flag indicating VMT mix by vehicle type
to be used in calculating all-vehicle
emission factor from eight vehicle-class-
specific emission factors
1 = Use MOBILES VMT mix
2 = Input one VMT mix for each scenario*-
3 = Input one VMT mix for ajl scenarios*
11
2.1.6
MYMRFG Flag indicating optional input of annual
mileage accumulation rates and/or
registration distributions by age
1 = Use MOBILES values
2 = Input annual mileage accumulation rates1
3 = Input registration distributions by age1
4 = Input both annual mileage accumulation
rates and registration distributions1
2.1.7
N EW F LG Flag indicating optional input of modifications
to basic exhaust emission rates (BERs)
2.1.8
1 m Use MOBILES BERs
2 = Input one or more alternate BERs1
3 = Use MOBILES BERs
and specify new evap test procedure1
4 = Input one or more alternate BERs1
and specify new evap test procedure1
5 = Use MOBILES BERs
and disable all new Clean Air Act requirements
6 = Input one or more alternate BERs1
and disable all new Clean Air Act requirements
2.2.4.2
2.2.4.2
2.2.4.2
2.2.4.2
May 1994
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Table 2.1-1 (continued)
FLAGS CONTROLLING INPUT TO AND EXECUTION OF MOBILES
Record
Number
8
Variable
Name Content and Codes Format
IMFLAG Flag indicating whether effect of one (or two) 11
I/M program(s) on emission factors is to be
included in the emission factor calculations
Refer to
Section
2.1.9,
2A.1,
2B
1 = No I/M program is assumed to be operating
2 = User specifies a single I/M program and MOBILES models
its impact on emissions1
3 = User specifies two I/M programs and MOBILES models
their impact on emissions1
4 = User specifies a single I/M program (same as IMFLAG = 2), and beginning
in 1994, emission credits based on assuming a specific I/M program* for
Tier 1 vehicles override the user-specified program for LDGVs & LDGTs1
5 = User specifies two I/M programs (same as IMFLAG = 3), and beginning in
1994, emission credits based on assuming a specific I/M program* for
Tier 1 vehicles override the user-specified program for LDGVs & LDGTs1
ALHFLG
Flag indicating whether exhaust emission 11 2.1.10
factors (gasoline-fueled vehicles only)
are to be corrected for one or more
of the following: (a) air conditioning usage,(b) extra vehicle load,
1 = No corrections
2 = Input six values^
3 = Input ten values^
(c) trailer towing, (d) humidity (NOx only)
2.1.11,
2A.2
10 ATPFLG Flag indicating whether effects of anti-
tampering program (ATP), and/or of
functional pressure and/or purge checks
of evaporative emission control system,
are to be included in emission factor calculations
1 = No ATP modeled
2 = ATP modeled1
3 = Functional pressure check of evap system modeled1
4 = Functional purge check of evap system modeled1
5 = ATP and functional pressure check of evap system modeled1
6 = ATP and functional purge check of evap system modeled1
7 = Functional pressure and purge checks of evap system modeled1
8 = ATP and functional pressure and purge checks of evap system modeled1
* See sections 2.2.5, 2.3.1, 2.3.7, and Appendix 2B for additional information on the specific I/M program
that is assumed for Tier 1 vehicles when IMFLAG is set to 4 or 5.
May 1994
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2-72
Table 2.1-1 (continued)
FLAGS CONTROLLING INPUT TO AND EXECUTION OF MOBILES
Record
Number
Variable
Name
Content and Codes
Format
Refer to
Section
11
RLFLAG Flag indicating whether, and how,
refueling emission factors are calculated
2.1.12
1 = Calculate refueling emission factors using
uncontrolled refueling emission rates
2 = Calculate refueling emission factors assuming
use of Stage II vapor recovery system (VRS)1
3 = Calculate refueling emission factors assuming use of onboard VRS1
4 = Calculate refueling emission factors assuming use
of both Stage II and onboard VRS1
5 = No refueling emission factors calculated
12
LOCFLG Flag indicating user input of
local area parameter (LAP) record
1 = One LAP record input for each scenario^
2 = One LAP record input for all scenarios1
2.1.13
13
2.1.14
TEMFLG Flag indicating how temperatures to be
used in correcting emission factors
for effects of temperature will be
determined from input (daily minimum/
maximum and ambient) temperatures
1 = MOBILES calculates trip- and emission-weighted temperatures to be
used in correcting emission factors from the input values of
minimum and maximum daily temperature; the input value
of ambient temperature is overridden by the calculated values
2 = The input value of ambient temperature is used
to correct emission factors for temperature effects
NOTE: This flag controls the temperatures used to correct exhaust, running loss, resting loss,
and hot soak emissions only. Diumal evaporative emissions and refueling emissions are always
corrected for temperature on the basis of the input daily minimum and maximum temperatures.
1
2
3
Record(s) must appear in One-time data section.
Record(s) must appear in Scenario data section.
Speed value(s) appear in usual location(s) on first Scenario data record; alternate trip length
distributions appear as additional Scenario section data records.
Speed value(s) appear in usual location(s) on first Scenario data record; alternate trip length
distribution appears as additional One-Time data section record.
May 1994
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Record
Number
Variable
Name
Table 2.1-2
FLAGS CONTROLLING OUTPUT OF MOBILES
Content and Codes
Format
Refer to
Section
14
OUTFMT
Flag selecting the structure of the
formatted emission factor output report
2.1.15
1 = 222-column numerical
2 = 140-column numerical
3 = 112-column descriptive
4 = 80-column descriptive
5 = 112-column descriptive, plus "by model year" tables
6 = Spreadsheet (CSV) output
15
PRTFLG Flag indicating pollutants for which
emission factors are to be calculated
and included in output
1 = Hydrocarbons (HC) only
2 = Carbon monoxide (CO) only
3 = Oxides of nitrogen (NOx) only
4 = All three pollutants
2.1.16
16
IDLFLG Flag indicating whether idle emission
emission factors are to be calculated
11
2.1.17
1 = No idle EFs 2 = Include idle EFs
NOTE: Idle emission factors are not provided by MOBILES (see sections 1.1.6, 2.1.17).
17
NMHFLG Flag indicating choice of composition
for "hydrocarbon" emission factors
1 = Total hydrocarbons (THC)
2 = Non-methane hydrocarbons (NMHC)
3 = Volatile organic compounds (VOC)
4 = Total organic gasses (TOG)
5 = Non-methane organic gasses (NMOG)
11
2.1.18
18
HCFLAG Flag indicating how HC emission
factors are presented in output
11
2.1.19
1 = No component EFs printed (sum of HC emissions only)
2 = Component and total EFs printed
3 = Component and total EFs printed, with detailed evaporative emission
breakdown in grams (sum of HC emissions will exclude refueling)
May 1994
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2-74
Table 2.2-1
SUMMARY OF ALTERNATE TAMPERING RATE RECORDS
(required if TAMFLG = 2)
See section 2.2.1 for additional information.
NON-I/M CASE (IMFLAG = 1)
Record Field Content and Description
1-4 1 1-8 2 ZML for pre-1981 MY vehicles
5-8 1 1 -8 2 ZML for 1981 -83 MY vehicles
9-121 1 -8 2 ZML for 1984 and later MY vehicles
13-16 1 1-8 2 DR for pre-1981 MY vehicles
17-20 1 1 -8 2 DR for 1981 -83 MY vehicles
21 -24 1 1 -8 2 DR for 1984 and later MY vehicles
Format
8F8.4/
8F8.4/
8F8.4/
8F8.4/
8F8.4/
8F8.4/
Allowable
Values
0.0-1.0
0.0-1.0
0.0-1.0
0.0-1.0
0.0-1.0
0.0-1.0
I/M CASE (IMFLAG = 2. 3. 4. or 5)
Record
Field
1-41
5-8 1
9-121
13-16 1
17-20 1
21-24 1
25-28 1
29-32 1
33-36 1
37-40 1
41-44 1
45-48 1
1-82
1-82
1-82
1-82
1-82
1-82
1-8 2
1-82
1-82
1-82
1-8 2
1-82
Content and Description Format
Non-l/M ZML for pre-1981 MY vehicles 8F8.4/
Non-l/M ZML for 1981-83 MY vehicles 8F8.4/
Non-l/M ZML for 1984 and later MY vehicles 8F8.4/
I/M ZML for pre-1981 MY vehicles 8F8.4/
I/M ZML for 1981 -83 MY vehicles 8F8.4/
I/M ZML for 1984 and later MY vehicles 8F8.4/
Non-l/M DR for pre-1981 MY vehicles 8F8.4/
Non-l/M DR for 1981-83 MY vehicles 8F8.4/
Non-l/M DR for 1984 and later MY vehicles 8F8.4/
I/M DR for pre-1981 MY vehicles 8F8.4/
I/M DR for 1981 -83 MY vehicles 8F8.4/
I/M DR for 1984 and later MY vehicles 8F8.4/
Allowable
Values
0.0-1.0
0.0-1.0
0.0-1.0
0.0-1.0
0.0-1.0
0.0-1.0
0.0-1.0
0.0-1.0
0.0-1.0
0.0-1.0
0.0-1.0
0.0-1.0
Records are in sets of four - one each for LDGVs, LDGTIs, LDGT2s, and HDGVs, in that order.
2 Fields 1-8 hold the ZML or DR of the tampering rate equation for the following components, in order:
1
2
3
4
5
6
7
8
Air pump disablement
Catalyst
Fuel inlet restrictor disablement
Overall misfueling
EGR system disablement
Evaporative emission control system disablement
PCV system disablement
Missing gas cap
May 1994
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Table 2.2-2
SUMMARY OF ANNUAL MILEAGE ACCUMULATION RATES RECORDS
(required if MYMRFG = 2 or 4)1
See section 2.2.3 for addtional information.
Record
1
2
3
Field
1-10
1-10
1-5
4 1-10
5 1-10
6 1-5
7-9 3
10-12 3
13-15 3
16-18 3
19-21 3
22-24 3'4
Allowable
Content and Description Format Values
Average annual mileage accumulation2 for LDGVs
of ages 1,2,..., 10 10F7.5/ > 0.0
Average annual mileage accumulation2 for LDGVs
of ages 11,12 20 10F7.5/ z 0.0
Average annual mileage accumulation2 for LDGVs
of ages 21,22 25+ 5F7.5/ > 0.0
Average annual mileage accumulation2 for LDGTIs
of ages 1,2 10 10F7.5/ z 0.0
Average annual mileage accumulation2 for LDGTIs
of ages 11,12 20 10F7.5/ > 0.0
Average annual mileage accumulation2 for LDGT1 s
of ages 21,22,..., 25+ 5F7.5/ s 0.0
Average annual mileage accumulation2 for LDGT2S
Average annual mileage accumulation2 for HDGVs
Average annual mileage accumulation2 for LDDVs
Average annual mileage accumulation2 for LDDTs
Average annual mileage accumulation2 for HDDVs
Average annual mileage accumulation2 for MCs
1 If both annual mileage accumulation rates and registration distributions by age are being input
(MYMRFG = 4), the two sets of values must be internally consistent (see section 2.2.3.4).
2 Values as input as miles/100,000 (e.g., 24,358 miles is input as .24358).
3 Records continue in sets of three per vehicle type, following the structure shown above for LDGVs
and LDGTIs.
4 For motorcycles only, values of .00000 should be used for ages 13 thru 25+ (see section 2.2.3.3).
May 1994
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Table 2.2-3
SUMMARY OF REGISTRATION DISTRIBUTION BY AGE RECORDS
See section
Record
1
2
3
2.2.3
Field
1-10
1-10
1-5
(required if MYMRFG = 3 or 4)1
for additional information.
Content and Description
Registration distribution fractions2 for LDGVs3
of ages 1,2, ..., 10
Registration distribution fractions2 for LDGVs3
of ages 11, 12 20
Registration distribution fractions2 for LDGVs3
of ages 21, 22 25+
Format
10F5.3/
10F5.3/
5F5.3/
Allowable
Values
0.0-1.0
0.0-1.0
0.0-1.0
4 1-10 Registration distribution fractions2 for LDGT1 s3
of ages 1,2 10 10F5.3/ 0.0-1.0
5 1-10 Registration distribution fractions2 for LDGT1 s3
of ages 11,12 20 10F5.3/ 0.0-1.0
6 1 -5 Registration distribution fractions2 for LDGT1 s3
of ages 21,22 25+ 5F5.3/ 0.0 -1.0
7-9 4 Registration distribution fractions2 for LDGT2s
10-12 4 Registration distribution fractions2 for HDGVs
13-15 4 Registration distribution fractions2 for LDDVs3
16-18 4 Registration distribution fractions2 for LDDTs3
19-21 4 Registration distribution fractions2 for HDDVs
22-24 4-5 Registration distribution fractions2 for MCs
1 If both annual mileage accumulation rates and registration distributions by age are being input
(MYMRFG = 4), the two sets of values must be internally consistent (see section 2.2.3.4).
2 Values must sum to 1.0 for each vehicle type. The registration distribution entered as data for
MOBILES should be based on July 1; MOBILES will convert them to a January 1 distribution if
emission factors for January 1 are requested.
3 The same set of registration distribution fractions must be entered for LDGVs and LDDVs, and the
same set for LDGTIs and LDDTs (see section 2.2.3.4).
4 Records continue in sets of three per vehicle type, following the structure shown above for LDGVs
and LDGTIs.
5 For motorcycles only, values of .000 should be used for ages 13 thru 25+ (see section 2.2.3.4).
May 1994
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Table 2.2-4
SUMMARY OF ALTERNATE BER RECORDS
(required if NEWFLG = 2, 4, or 6)
See section 2.2.4 for additional information.
Record Field
1 1
2 1
thru
N+1
2
Content. Description, and Codes Format
Number of BER records to follow I3/
Code for region new BER applies to: 11 ,1 X
1 = low-altitude
2 = high-altitude
Code for vehicle type new 11 ,1 X
BER applies to:
Allowable
Values
1 to 100
1or2
1to8
1 = LDGV 5 = LDDV
2 = LDGT1 6 = LDDT
3 = LDGT2 7 = HDDV
4 = HDGV 8 = MC
Code for pollutant new BER applies to:
1=HC 2 = CO 3 = NOx
I1.1X
1to3
First model year new BER
applies to (last 2 digits)
12,1 X
60-99,
00-20
Last model year new BER
applies to (last 2 digits)
12,1 X
60-99,
00-20
New Zero-mile level (ZML)
F6.3.1X
>0.0
New Deterioration rate (or DR1*)
F6.3.1X
>0.0
New DR2*
F6.3/
>0.0
DR2 for model year 1981 and later HC, CO, and NOX BERs for LDGVs, LDGTIs, and LDGT2s only.
Field 8 is blank for all pollutant BERs for other vehicle types.
May 1994
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Table 2.2-5
SUMMARY OF NEW EVAPORATIVE EMISSION TEST PROCEDURE RECORDS
(required if NEWFLG = 3 or 4)
See section 2.2.4.2 for additional information.
Record Field
Content. Description, and Codes
Format
Allowable
Values
Number of records to follow,
specifying new evaporative emission
test procedure phase-in schedule
(equal to number of model year
steps in phase-in schedule)
1to4
2
thru
Model year of vehicles in phase-in
schedule for new evaporative
emission test procedure
\2
95-99 or
00-20
Percentage compliance with new
evaporative emission test procedure
required in this model year F5.0/
0.0-100.0
1 Model years must be listed in order; percentages must not decrease from one year to the next.
May 1994
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2-79
Table 2.2-6
SUMMARY OF I/M PROGRAM DESCRIPTIVE INPUT RECORD(S)
(required if IMFLAG = 2, 3, 4, or 5)
NOTE: MOBILES will model the effects of one or two I/M programs on emission factors. If two I/M
programs are to be modeled, an I/M Program Descriptive Record must be entered for each program.
See section 2.2.5 and Appendixes 2A and 2B for additional information.
Field Content. Description. Codes
Allowable Refer to
Format Values Section
1
2
3
4
5
6
7
8
9
Program start year 12,1 X 60-99,00-20
(Last 2 digits of first calendar year of program operation)
Stringency level (percent) 12,1 X 10 to 50
First model year I2,1X 41-99,00-20
(Last 2 digits of oldest model year of vehicles included in program)
Last model year I2,1X 41-99,00-20
(Last 2 digits of latest model year of vehicles included in program)
Waiver rate for pre- 1 981 model year vehicles (%) F2.0, 1 X 0 to 50
Waiver rate for 1 981 and later F2.0, 1 X 0 to 50
model year vehicles (%)
Compliance rate (%) F3.0, 1 X 0 to 1 00
Program type 11 ,1 X 1 to 3
1 = Test only
2 = Test and Repair (Computerized)
3 = Test and Repair (Manual)
Inspection frequency 11, 1X 1or2
1 = annual 2 = biennial
2A.1.2
2A.1.3
2A.1.4
2A.1.5
2A.1.6
2A.1.6
2A.1.7
2A.1.12
2A.1.13
2A.1.14
2A.1.8
May 1994
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Table 2.2-6 (continued)
SUMMARY OF I/M PROGRAM DESCRIPTIVE INPUT RECORD(S)
(required if IMFLAG = 2, 3, 4, or 5)
Allowable Refer to
Content. Description. Codes Format Values Section
10 Vehicle types subject to inspections 4!1,1X 1or2 2A.1.9
(in each
column)
Enter 1 (not subject to inspection) or 2 (subject
to inspection) for each vehicle type, in this order:
LDGV, LDGT1, LDGT2, HDGV
11 Test type 11 1to4 2A.1.10
1 = Idle test
2 = 2500/ldle test
3 = Loaded Idle test
4 = Transient (IM240) test (user must specify outpoints)
12 Flag to indicate whether user is il 1 or 2 1.3.5 &
supplying non-default outpoints 2A. 1.15
(ittest type = 4, this flag must be set to 2)
13-14 Flags to indicate whether alternate I/M credits 211 1or2 2A. 1.11
are to be supplied by the user 2A. 1.17
Enter 1 (use MOBILES I/M credits) or 2 (read in
alternate I/M credits from logical I/O device units
3 and 4, for Tech I-11 and Tech IV+ vehicles, respectively. The filenames of the alternate
I/M credit files must be entered immediately following the I/M program descriptive record(s).
15
16
17
User-supplied outpoint for HC
User-supplied outpoint for CO
User-supplied cutpoint for NOX
1X.F4.2
1X,F4.2
1X.F4.2
0. to 999.
0. to 999.
0. to 999.
1.3.5
&
2A.1.15
User specification of outpoints is mandatory if transient (IM240) test type is specified, but is
optional for the other test types (idle, loaded idle, 2500/idle). Default outpoints of 220 for
HC, 1.2 for CO, and 999 for NOx are assumed in MOBILES for the idle, loaded idle, and
2500/idle test procedures.
May 1994
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Table 2.2-7
SUMMARY OF ATP DESCRIPTIVE INPUT RECORD
(required if ATPFLG = 2, 5,6, or 8)
See section 2.2.6 for additional information.
Field Content. Description. Codes
Format
Allowable
Values
Refer to
Section
1
Program start year
12,1 X
60-99,00-20 2A.1.2
(Last 2 digits of first calendar year of ATP operation)
First model year
12,1 X
60-99,00-20 2A.1.4
(Last 2 digits of oldest model year vehicles included in ATP)
Last model year
12,1 X
60-99,00-20 2A.1.5
(Last 2 digits of latest model year vehicles included in ATP)
4
5
6
Vehicle types subject to ATP inspections 411 ,1 X 1 or 2
(in each
column)
Enter 1 (not subject to inspection) or 2 (subject
to inspection) for each vehicle type, in this order:
LDGV, LDGT1, LDGT2, HDGV
Program type 11 1 or 2
1 = Test only
2 = Test and repair
Inspection frequency 11, 1X 1or2
1 = annual
2 = biennial
2A.1.9
2A.1.12
2A.1.13
2A.1.8
May 1994
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Table 2.2-7 (continued)
SUMMARY OF ATP DESCRIPTIVE INPUT RECORD
(required if ATPFLG = 2, 5,6, or 8)
Allowable Refer to
Field Content. Description. Codes . Format Values Section
7 Compliance rate (percent) F4.0.1X 0 to 100 2A.1.7
8 Inspections performed 811 1or2
(in each
column)
Enter 1 (inspection is not performed) or 2 (inspection
is performed) for each type of inspection, in this order:
Air pump system 2A.2.3
Catalyst 2A.2.4
Fuel inlet restrictor 2A.2.5
Tailpipe lead deposit test 2A.2.6
EGR system 2A.2.7
Evaporative emission control system 2A.2.8
PCV system 2A.2.9
Gas cap 2A.2.10
May 1994
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Table 2.2-8
SUMMARY OF FUNCTIONAL PRESSURE and/or PUHGE TEST INPUT RECORD(S)
(required if ATPFLG = 3, 4, 5, 6, 7, or 8)
See section 2.2.6.3 for additional information.
Pressure test information record required if ATPFLG = 3,5,7, or 8. Purge test information record required
if ATPFLG = 4, 6, 7, or 8. If both are used, pressure test record precedes purge test record in input file.
Field
Content. Description. Codes
Allowable Refer to
Format Values Section
Start year
I2,1X 60-99,00-20 2A.1.2
(Last 2 digits of first calendar year of program operation)
First model year
I2,1X 60-99,00-20 2A.1.4
(Last 2 digits of oldest model year vehicles subject to functional pressure or purge testing)
Last model year
I2.1X 60-99,00-20 2A.1.5
4
5
(Last 2 digits of latest model year vehicles subject to functional
Vehicle types subject to functional 411 ,1 X
pressure or purge testing
Enter 1 (not subject to testing) or 2 (subject
to testing) for each vehicle type, in this order:
LDGV, LDGT1, LDGT2, HDGV
Program type 11
1 = Test only
2 = Test and repair
pressure or purge testing)
1or2 2A.1.9
(in each
column)
1or2
2A.1.12
2A.1.13
6 Inspection frequency
1 = annual 2 = biennial
I1.1X
1or2
2A.1.8
Compliance rate (percent)
F4.0 0 to 100
2A.1.7
May 1994
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Table 2.2-9
SUMMARY OF STAGE II AND ONBOARD VRS DESCRIPTIVE INPUT RECORDS
(required if RLFLAG = 2, 3, or 4)
See section 2.2.7 for additional information.
Stage II VRS Input Record (required if RLFLAG = 2 or 4)
Allowable
Field Content. Description. Codes Format Values
1 Stage II start year I2.1X 89-99,00-20
(Last 2 digits of calendar year in which Stage II requirement is first effective)
Phase-in period
(Number of years allowed for all stations subject
to Stage II requirement to complete installation)
11
1to9
Percent efficiency of Stage II VRS at controlling
refueling emissions from LDGVs and LDGTs
1X.I3
0 to 100
Percent efficiency of Stage II VRS at controlling
at controlling refueling emissions from HDGVs
1X,I3
0 to 100
Onboard VRS Input Record (required if RLFLAG = 3 or 4)
Field Content. Variable Name. Codes
Format
Allowable
Values
1 Onboard start year 12,1 X 89-99,00-20
(Last 2 digits of first model year vehicles are subject to onboard VRS requirement)
Vehicle types covered
Enter 1 (not covered) or 2 (covered) for each vehicle
type, in this order: LDGV, LDGT1, LDGT2, HDGV
411
1or2
(in each
column)
May 1994
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2-85
Table 2.2-10
SUMMARY OF THE LOCAL AREA PARAMETER RECORD
Field
1
2
3
4
Content. Description. Codes
Scenario name
Fuel volatility class
Minimum daily temperature (°F)
Maximum daily temperature (°F)
Format
4A4.1X
A1
F5.0
F5.0
Allowable
Values
A,B,C,D,E
0.-100.
10.-120.
Refer to
Section
2.2.9
1.4.2,
2.2.10,
2216
2.2.11
2.2.11
These temperatures are used to calculate diurnal evaporative and refueling HC emissions. If
TEMFLG = 1 , they are also used to calculate the temperatures used in correction of exhaust
HC, CO, and NOx, hot soak evaporative, refueling, resting loss, and running loss emissions.
5 "Period T RVP (psi) F5.1 7.0-15.2 2.2.12
(Average fuel volatility for the area being modeled, for years prior to "Period 2" start year.)
6 "Period 2" RVP (psi) F5.1.1X 7.0-15.2 2.2.13
(Average fuel volatility for the area being modeled, for "Period 2" start and later years.)
7 "Period 2" start year 12 89-99,00-20 2.2.13
(Last 2 digits of first calendar year for which "Period 2" RVP is to be assumed)
8 Oxygenated fuel flag* 1X,I1 1 or2 2.2.14
(Indicates whether effect of oxygenated fuels on emissions is to be modeled)
9 Diesel sales fraction flag* 1 X,l 1 1 or 2 2.2.15
(Indicates whether user is supplying alternate LDV and LOT diesel sales fractions)
10 Reformulated gasoline flag* 1X,I1 1 or 2 2.2.16
(Flag indicates whether effect of reformulated gasoline on emissions is to be modeled)
* Flag is optional. Settings are 1 = No and 2 = Yes. If missing, assumed to be "1".
May 1994
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Table 2.2-11
SUMMARY OF BY MODEL YEAR INCLUSION RECORD
(required if OUTFMT = 5)
See section 2.2.17 for additional information.
Allowable
Field Content. Description, and Codes Format Values
1 -8 Whether or not by model year output is desired for
each of eight vehicle types, in this order:
LDGV, LDGT1, LDGT2, HDGV, LDDV, LDDT, HDDV, MC 811 1 or 2
1=No 2 = Yes
Whether or not by model year output of inspection and
maintenance (I/M) program effects on emission factors
is desired 1X.I1 1or2
1=No 2 = Yes
May 1994
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Table 2.3-1
SUMMARY OF THE SCENARIO RECORDfSl
Record 1: Scenario Descriptive Record (MANDATORY)
Allowable Refer to
Field Content. Description. Codes Format Values Section
1 Region for which emission 11,1X 1,2,3, or 4 2.3.1
factors are to be calculated Apdx 2B
1 = low-altitude
2 = high-altitude
3 = low-altitude; California low emission vehicle (LEV) program with
specific I/M program (as described in Appendix 2B) assumed
4 = low-altitude; California LEV program with start year other than 1994
model year and/or specific I/M program (as described in Appendix 2B)
not assumed (user must enter LEV program parameter record)
Calendar year of evaluation 12 60-99,00-20 2.3.2
(Last 2 digits of calendar year for which emission factors are to be calculated)
Average speed(s) to be used in 2.5-65.0 2.3.3
emission factor calculations
If SPDFLG = 1, one average speed 1 X.F4.1
is used for all vehicle types
or
If SPDFLG = 2, eight average speeds 8(1X,F4,1)
are used, one for each vehicle type,
in this order:
LDGV, LDGT1, LDGT2, HDGV, LDDV, LDDT, HDDV, MC
Ambient temperature (°F) 1X.F4.1 0.0-110. 2.3.4
(If TEMFLG = 2, this temperature is used to correct exhaust, hot soak evaporative,
resting loss, and running loss emission factors to temperatures other than 75°F)
Operating mode fractions 3(1X,F4.1) 0.0-100. 2.3.5
[Percent of VMT accumulated by
(1) non-catalyst vehicles in cold-start mode (PCCN),
(2) catalyst-equipped vehicles in hot-start mode (PCHC), and
(3) catalyst-equipped vehicles in cold-start mode (PCCC)]
May 1994
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Table 2.3-1 (continued)
SUMMARY OF THE SCENARIO RECORD(S)
Record 1: Scenario Descriptive Record (MANDATORY) (continued)
Field Content. Description. Codes Format
Allowable
Values
Refer to
Section
Month of evaluation
2X.I1
Optional input to indicate month for which emission factors
are to be calculated. Values of 1 (January) or 7 (July) are
permitted. If missing, assumed to be "1".
NOTE: There are certain conditions that the user should be
aware of when using the July 1 option. Please read
section 2.3.6 before using the July 1 option.
1or7
2.3.6
Record 2: LEV Program Parameter Record (OPTIONAL)
(required only if REGION = 4 on Scenario Descriptive Record)
Field
Content. Description. Codes
Format
Allowable Refer to
Values Section
Start year for phase-in of LEVs
Last two digits of first year of LEV phase-in
12,1 X
1 = Standard or no I/M program assumed
2 = "Maximum benefit" I/M program meeting the
criteria of Appendix 2B assumed
93-99,00-20 2.3.7
2
Flag indicating whether an I/M program 11
meeting the criteria in Appendix 2B is
to be assumed in modeling
1 or 2 2.3.7
Apdx 2B
Record 3: LAP record - for this scenario only (OPTIONAL)
(required only if LOCFLQ = 1)
See Table 2.2-10
May 1994
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Table 2.3-1 (continued)
SUMMARY OF THE SCENARIO RECORDfSl
Record 4; Oxygenated fuels descriptive record (OPTIONAL)
(Required only if OXYFLQ = 2 on LAP record. Appears immediately following LAP record in One-time Data
section if LOCFLG=2; appears immediately following each LAP record in Scenario section if LOCFLG=1.)
Field
1
2
3
Content. Description. Codes
Ether blends market share
Alcohol blends market share
Average oxygen content of
Format
F4.3.1X
F4.3.1X
Allowable
Values
0.0-1.0
0.0-1.0
Refer to
Section
2.3.9
2.3.9
ether blend fuels (by weight) F4.3.1X 0.0-0.027 2.3.9
Average oxygen content of
alcohol blend fuels (by weight) F4.3.1X 0.0-0.035 2.3.9
RVP waiver switch 11 1 or 2 2.3.9
(Flag indicating whether oxygenated fuels
are allowed to exceed regulated RVP limit
byLOpsi: 1= No, 2 = Yes)
Records 5-7: Diesel sales fractions (OPTIONAL)
(Required only if DSFLAG = 2 on LAP record and LOCFLG = 1)
Three records containing fractions of LDV/LDT sales by model year that were diesel, starting with model
year = calendar year of evaluation and ending with model year = (calendar year - 25)-and-older.
Field
1-20
21-40
41-50
Content. Description. Codes
LDV age 1 , LOT age 1 , LDV age 2,
LOT age 2, .... LDV age 10, LOT age 10
LDV age 1 1 , LOT age 1 1 . LDV age 1 2,
LOT age 12 LDV age 20, LOT age 20
LDV age 21 , LOT age 21 , LDV age 22,
LDT age 22 LDV age 25+, LOT age 25+
Format
20F4.3/
20F4.3/
10F4.3/
Allowable
Values
0.0-1.0
0.0-1.0
0.0-1.0
Refer to
Section
2.3.10
2.3.10
2.3.10
May 1994
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Table 2.3-1 (continued)
SUMMARY OF THE SCENARIO RECORD(S)
Record 8: VMT mix by vehicle type record (OPTIONAL)
(Required for each scenario if VMFLAG = 2; required in One-Time Data section if VMFLAG = 3)
Field
Content. Description. Codes
Format
Allowable
Values
Refer to
Section
1 -8 VMT fraction accumulated by each of
eight vehicle types, in this order:
LDGV, LDGT1, LDGT2, HDGV,
LDDV, LDDT, HDDV, MC
8F4.3
0.0-1.0
2.2.2
Record 9; Trip Length Distribution record (OPTIONAL)
(Required for each scenario if SPDFLG = 3; required in One-Time Data section if SPDFLG = 4)
Field
1
2
3
4
5
6
Content. Description. Codes
Percentage of total vehicle miles travelled
(VMT) accumulated in trips of the following
lengths of time (durations):
Under 10 minutes
1 1 to 20 minutes
21 to 30 minutes
31 to 40 minutes
41 to 50 minutes
51 minutes and longer
Format
1X.F4.1
1X, F4.1
1X, F4.1
1X, F4.1
1X, F4.1
1X.F4.1
Allowable
Values
0.0-100.0*
0.0-100.0*
0.0-100.0*
0.0-100.0*
0.0-100.0*
0.0-100.0*
Refer to
Section
2.3.12
* The sum of the six values entered must equal 100 percent.
May 1994
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Table 2.3-1 (continued)
SUMMARY OF THE SCENARIO RECORD(S)
Record 10; Additional Correction Factor record (OPTIONAL)
(Required only if ALHFLG = 2 or 3)
Field
Content. Description. Codes
Format
Allowable
Values
Refer to
Section
Air conditioning use fraction
(Percent of AC-equipped
vehicles actually using AC)
F4.2
0.0-1.0
2.3.13.3
and
2.3.13.7
Note: If ALHFLG = 2, no AC usage correction factor will be applied, and the input
value of this variable should be 0.0. If ALHFLG = 3, the input value is overridden
by calculated value (see §2.3.10.3); however, a nonzero value must be entered
here in order for the AC correction factor be calculated and applied.
2-4
Extra load fractions
3F4.2
0.0-1.0
(Percent of vehicles assumed to be carrying additional 500 Ib load;
fractions apply to LDGVs, LDGTIs, and LDGT2s, in that order)
2.3.13.4
5
or
5-7
Trailer towing fraction(s)
(Percent of vehicles assumed
to be towing trailers)
F4.2
or
3F4.2
0.0-1.0
2.3.13.5
Note: If ALHFLG = 2, one value is required and is used to calculate correction
factor for all three vehicle types. If ALHFLG = 3, three values are required and are
used to calculate correction factor for LDGV, LDGT1, and LDGT2, respectively.
6 Absolute humidity level F4.0 20.-140. 2.3.13.6
or 8
(Grains water per pound dry air, used to correct exhaust NOx emission factors)
9, 10
Dry and wet bulb temperatures, in °F
2F4.0
If ALHFLG = 3 only, these temperatures are used to
calculate a "discomfort index," which in turn is
used to estimate an A/C usage fraction (which then
overrides the value input in Field 1 of this record).
0.-110.
2.3.13.7
May 1994
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Table 2.4-1
SUMMARY OF THE MOBILES INPUT RECORD SEQUENCE
Input Record Sequence
1 PROMPT flag record
(1-3 IOUNEW values)*
1 PROJID record
1 TAMFLG flag record1
1 SPDFLG flag record1
1 VMFLAG flag record1
1 MYMRFG flag record1
1 NEWFLG flag record1
1 IMFLAG flag record1
1 ALHFLG flag record1
1 ATPFLG flag record1
1 RLFLAG flag record1
1 LOCFLG flag record1
1 TEMFLG flag record1
1 OUTFMT flag record1
1 PRTFLG flag record1
1 IDLFLG flag record1
1 NMHFLG flag record1
1 HCFLAG flag record1
(24 or 48 tampering records)2
if TAMFLG = 2
(1 VMT mix record)
j{ VMFLAG = 3
(24 mileage accumulation rate by age records)
fl MYMRFG = 2 or 4
(24 registration distribution by age records)
fl MYMRFG = 3 or 4
(1 to 100 basic emission rate records)
jf NEWFLG = 2, 4, or 6
(2 to 5 records for terms of the new evaporative
emission test procedure phase-in schedule)
fl NEWFLG = 3 or 4
(1 I/M program descriptive record)
if IMFLAG = 2 or 4
(2 I/M program descriptive records)
jfiMFLAG = 3or5
(1 or 2 alternate I/M credit file names)
fl specified in fields 13-14 of I/M Program Descriptive Record
(1 ATP descriptive record)
fl ATPFLG = 2, 5, 6, or 8
Input Type
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
CONTROL
ONE-TIME
ONE-TIME
ONE-TIME
ONE-TIME
ONE-TIME
ONE-TIME
ONE-TIME
ONE-TIME
ONE-TIME
ONE-TIME
Refer to
Section
2.1.1
2.1.2
2.1.3
2.1.4
2.1.5
2.1.6
2.1.7
2.1.8
2.1.9
2.1.10
2.1.11
2.1.12
2.1.13
2.1.14
2.1.15
2.1.16
2.1.17
2.1.18
2.1.19
2.2.1
2.2.2
2.2.3
2.2.3
2.2.4
2.2.4
2.2.5
2.2.5
2.2.5.4
2.2.6
May 1994
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Table 2.4-1 (continued)
SUMMARY OF THE MOBILES INPUT RECORD SEQUENCE
Input Record Sequence
Input Tvoe
Refer to
Section
(1 Pressure test information record)
jfATPFLG = 3)5,7,or8
(1 Purge test information record)
ifATPFLG = 4,6,7,or8
(1 or 2 refueling VRS descriptive records)**
jl RLFLAG = 2, 3, or 4
(1 Local Area Parameter record)4
j{LOCFLG = 2
(1 oxygenated fuel descriptive record)
if LOCFLG = 2 and OXYFLG = 2
(1 trip length distribution record) if SPDFLG = 4
(1 by model year inclusion vector record)
jfOUTFMT = 5
ONE-TIME
ONE-TIME
ONE-TIME
ONE-TIME
ONE-TIME
ONE-TIME
ONE-TIME
2.2.6
2.2.6
2.2.7
2.2.8
2.3.11
2.3.13
2.2.18
1 Scenario Descriptive Record
(1 LEV Program Parameter Record)
if REGION = 4 on Scenario Descriptive Record
(1 Local Area Parameter record)4
if LOCFLG = 1
(1 oxygenated fuel descriptive record)
jf LOCFLG = 1 and OXYFLG = 2
(3 diesel sales fraction by model year records)
if LOCFLG = 1 and DSFLAG - 2
(1 VMT mix record) if VMFLAG = 2
(1 trip length distribution record) jf SPDFLG = 3
(1 additional correction factor record) jf ALHFLG = 2 or 3
SCENARIO
SCENARIO
SCENARIO
SCENARIO
SCENARIO
SCENARIO
SCENARIO
SCENARIO
2.3
2.3.7
2.2.8
2.3.9
2.3.10
2.2.2
2.3.12
2.3.13
1
2
3
4
Required only if reassignment of output device numbers is desired.
These 16 flags are entered on one record (format 11,15(1 X,I1)) if PROMPT = 3 or 4.
24 records if IMFLAG = 1; 48 records if IMFLAG = 2.
Stage II record if RLFLAG = 2; onboard record if RLFLAG = 3; both records if RLFLAG = 4.
The Local Area Parameter record must appear in either the One-Time or the Scenario data section.
May 1994
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Appendix 2A
INSPECTION/MAINTENANCE AND ANTI-
TAMPERING PROGRAM TERMINOLOGY DEFINITIONS
This appendix discusses the terminology used to describe inspection and maintenance (I/M) and anti-
tampering (ATP) programs for purposes of modeling the emission benefits of such programs using MOBILES.
In general, MOBILES assumes that the I/M program is mandatory, periodic, and covers a well-defined group of
vehicles. There are many details (e.g., instrument specifications) which are beyond the scope of this document.
Program planners should consult with EPA (Emission Control Strategies Branch, 313/668-4417) if there are
questions regarding I/M program requirements.
2A.1 I/M PROGRAM TERMINOLOGY
2A.1.1 I/M
I/M refers to "inspection and maintenance" programs, which are inspections of vehicles using a
measurement of tailpipe emissions and which require that all vehicles with tailpipe emissions higher than
emission levels specified by the program be repaired to pass a tailpipe emission retest. Inspections that are
aimed at verifying the presence and proper connection of emission control devices and components are termed
anti-tampering programs (ATPs). For convenience, such tailpipe I/M and ATPs are sometimes referred to
collectively simply as "I/M programs" in other EPA documents.
2A.1.2 Start Year
The year in which the periodic inspection program first begins to require both inspection and repairs is
called the start year. MOBILES only provides for a January 1st start date. Other start dates will require
interpolation between two MOBILES runs to give accurate estimates of benefits. Separate and different start
dates may be specified for a tailpipe I/M program and an ATP or other inspection program record. Changing
program parameters (such as outpoints, test type, etc.) generally does not change a program's start date.
However, if a program makes such changes and wishes to evaluate the program before those changes have been
fully implemented, program planners should consult EPA (Air Quality Analysis Branch, 313/668-4325).
Since MOBILES has two I/M program descriptive records, there can be two input values of the I/M
program start year. In most cases, this will require that bom records use the same start year. If a different start
year is used for the second record, the I/M program credits for the vehicles covered under that program's
description will be assumed to have begun being tested as of that second start date. This option will be useful if
new vehicle classes or model year [ranges] are added to the [second] I/M program, after the start date of the first
program.
2A.1.3 Stringency
Stringency refers to the tailpipe emission initial test failure rate expected in an I/M program among
pre-1981 model year passenger cars or pre-1984 light-duty trucks, based on the short test emission outpoints.
The expected failure rate can be determined by applying the program outpoints to a representative sample of
vehicles tested, using the appropriate test procedure, in a survey. Actual failure rates reported by a program can
also be used to determine stringency, but only when there is no possibility of significant testing or data
reporting errors and a determination can be made as to which tests were initial (first time) tests. MOBILES
assumes that the failure rate remains fixed at the stringency level for each evaluation year. MOBILES does not
allow a stringency less than 10% or greater than 50%.
May 1994
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2A.1.4 First Model Year
The first model year refers to the oldest model year vehicle which is always included in the inspection
program. MOBILES assumes that all vehicle classes have the same model year coverage and does not allow for
a separate coverage period for each vehicle class. Some programs do not fix the model years covered by the
program, and instead use a coverage "window" to define which vehicles must be inspected. For example, such a
program may cover only vehicles 15 years old or younger. Such programs cannot be modeled accurately using
MOBILES without special assistance.
2A.1.5 Last Model Year
The last model year refers to the youngest (newest) model year vehicle which is always subject to the
inspection program. This allows for a program to cover only particular model years. Most programs routinely
include new model year vehicles in the program as they reach one year of age. It is recommended that the
maximum allowable last model year (2020) be input as the last model year, unless a special case requires some
other input. MOBUJES's calculation of I/M credits already assumes that vehicles less than one year old are
exempt from inspection, so input of the maximum last model year allows for maximum flexibility. For
example, if vehicles are exempt from inspection until they are three years old, the last model year should be set
equal to the calendar year of evaluation minus three.
2A.1.6 Waiver Rates
Many I/M programs waive the requirement to pass a retest if certain defined criteria are met. Waivers
are often granted in I/M programs for vehicles whose owners have spent over a set dollar limit in attempting to
comply with the program retest requirement.
The waiver rate inputs to MOBILES reduce the estimated benefit of the I/M program design. The
waiver rates are always calculated as a percent of non-duplicate initial test failures. Waiver rates must be provided
for pre-1981 and for 1981 and later model year light-duty vehicles. MOBILES assumes that tampered or
misfueled vehicles cannot receive waivers, and so does not reduce the ATP benefit based on the waiver rate.
2A.1.7 Compliance Rate
Compliance rate refers to the level of compliance with the inspection program. For example, assume a
program required that all passenger cars be inspected each year, and that 100,000 passenger cars were registered in
the area covered by the program. If in a given year only 95,000 passenger cars completed the inspection process
to the point of receiving a final certificate of compliance or waiver, it could be assumed that the remaining
5,000 vehicles had avoided the inspection requirement. The compliance rate for this program would then be
95%. The number of initial inspections should not be used to calculate the compliance rate, since some cars
may drop out after failing one or more tests. The compliance rate input is also used to account for vehicles
which are waived from compliance without any testing (e.g., vehicles with special testing problems or vehicles
owned by certain types of owners).
MOBILES uses a single compliance rate to reduce both the I/M and ATP portions of the program
benefits. The reduction in benefit is not linear. The benefit loss per vehicle assumes that the failure rate among
non-complying vehicles will be larger than the expected failure rate in the fleet. As the rate of non-compliance
increases, the non-complying failure rate will approach and finally equal the expected failure rate.
The following table shows the loss of benefit assumed for the enforcement fraction:
May 1994
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Non- Non-Complier Fraction Fraction
Compliance Compliance Failure Rate Benefit Benefit
Rate Rate Adjustment Loss Remaining
100% 0% 2.0 .000 1.000
99% 1% 2.0 .020 .980
98% 2% 2.0 .040 .960
97% 4% 2.0 .080 .920
95% 5% 1.5 .095 .905
90% 10% 1.4 .169 .831
85% 15% 1.3 .238 .762
80% 20% 1.2 .302 .698
75% 25% 1.1 .361 .639
70% 30% 1.0 .415 .585
50% 50% 1.0 .615 .385
2A.1.8 Inspection Frequency
MOBILES allows for two inspection frequencies. "Annual" means that all covered vehicles must be
inspected once each year. "Biennial" means that each vehicle is inspected once every two years, such that half of
the vehicles of each model year are inspected each calendar year. Any other inspection frequency would require
alternate I/M credits provided by EPA.
2A.1.9 Vehicle Classes
MOBILES program benefits are calculated separately for each gasoline-fueled vehicle class. No
emission benefits are estimated for diesel vehicles or motorcycles. The vehicle class designations are based on
the certification standard definitions:
LDGV: light-duty gasoline-fueled vehicles (passenger cars).
LDGT1: light-duty gasoline-fueled trucks up to 6000 Ibs gross vehicle weight (lighter pick-up trucks
and vans).
LDGT2: light-duty gasoline-fueled trucks over 6000 Ibs, and up to 8500 Ibs GVW (heavier pick-up
trucks and vans, and many commercial trucks).
HDGV: heavy-duty gasoline-fueled vehicles over 8500 Ibs GVW (heavier commercial trucks,
including highway hauling trucks).
Many areas do not use the same vehicle class designations in their vehicle registration data as are used in
MOBILES. In these cases care must be taken not to claim coverage for too many vehicles.
2A.1.10 I/M Test Types
There are four I/M test types allowed in MOBILES. These test types only apply to the inspection of
1981 and newer model year passenger cars and 1984 and newer light-duty trucks. If pre-1981 model year
vehicles are covered by either I/M program descriptive record, the benefits (emission reductions) determined for
pre-1981 model year vehicles will be determined solely on the basis of the stringency (failure rate) value input.
The stringency value is independent of test type. Therefore the test type assumed to apply for pre-1981 model
May 1994
-------
2-98
year vehicles can be different than that indicated on the I/M program descriptive record(s) The test type chosen
by the user is assumed to be applied to all 1981 and newer passenger cars and 1984 and newer light-duty trucks
both at the initial inspection and the retest. It is assumed that the default cutpoints used for the inspections are
1.2 percent CO and 220 ppm HC in all tests except for the IM240 test procedure.
Idle Test refers to a measurement of HC and CO emission concentrations of a fully warmed vehicle as it idles
in neutral or park.
2500/idIe Test refers to a measurement of HC and CO emission concentrations of a fully warmed vehicle at
2500 rpm in neutral or park, and again at idle. The vehicle must pass both at idle and at 2500 rpm in
order to pass the test.
Loaded/Idle Test refers to a measurement of HC and CO emission concentrations of a fully warmed vehicle
on a chassis dynamometer at a constant load, and again at idle in neutral or park. The vehicle must
pass both at idle and at load in order to pass the test.
Transient Exhaust Emission (IM240) Test refers to a measurement of exhaust HC, CO and, in some
cases, NOx emissions from a fully warmed vehicle on an inertial-weighted chassis dynamometer. The
vehicle is operated over a transient driving cycle containing periods of acceleration, deceleration, idle,
and cruise. The emissions and exhaust volume are measured and integrated over the 240 seconds of the
testing cycle to give a composite score in grams emissions per mile of travel. The vehicle must pass
emission level cutpoints for both HC and CO (and in some cases, NOx) in order to pass the test. The
cutpoints and the test speed cycle determine the stringency of the test. Vehicles failing the transient test
are required to be repaired such that they will be able to pass a transient retest using the same cutpoints.
2A.1.11 Alternate I/M Credits
In special cases where the design of the I/M program to be modeled does not fit into any of the
categories defined in MOBILES (e.g., semi-annual or tri-annual inspection frequency), the model allows the user
to supply a set of factors that will be used to determine the I/M program benefits. Normally these factors will
be supplied by EPA at the request of the program manager or air quality planner.
2A.1.12 Test Only Programs
Test only (or inspection only) station inspection programs refer to those programs which completely
separate the inspection of vehicles from the repair of vehicles. Usually high-volume inspection stations, run
either by the local agency itself or by a contractor, will perform all initial tests and retests after repair. Garages
and other repair facilities are not allowed to perform official tests. Independent, inspection only station
programs are the standard used to determine the emission benefits for I/M and ATP program designs.
2A.1.13 Test and Repair Programs (Manual)
Test and repair (or inspection and repair) station inspection programs refer to those programs where the
local program agency licenses service stations and garages to perform official inspections and reinspections.
These licensed inspection stations are allowed to perform repairs on the vehicles they inspect. The number of
licensed inspections stations in inspection and repair station programs is larger and the volume per station is
smaller than for inspection only station programs.
Test and repair station programs have been found to be less effective than test only station programs.
As a result, MOBILES reduces the emission benefits, relative to a test only station program design, by 50
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percent for the I/M (tailpipe test) portion and 50 percent for the ATP portion of the program if the test and repair
station program design is chosen. The 50 percent reduction in benefits from the tailpipe portion of the test
includes the loss due to waivers, if any. Areas which can demonstrate that a currently operating network
achieves greater emission reductions should contact EPA for assistance.
2A.1.14 Computerized Inspection
Some test and repair station I/M programs require the use of computerized emission analyzers. These
analyzers contain small computers which keep track of all official inspection activity, automatically calibrate the
instrumentation, and prompt the inspector during the inspection procedure. The computer also prepares a
machine-readable record of all official inspections and calibrations, and will not allow inspections whenever it
determines the instrumentation to be out of calibration.
MOBILES assumes that the I/M portion of a test and repair station computerized inspection program
will be 50 percent as effective as a test only station program of similar stringency (i.e., the benefits of the
program are discounted by 50 percent). As noted above, this benefit reduction includes the impact of waivers, if
any, and is not applied on top of a waiver-related loss of potential benefits. Any area that has data to support the
contention that a specific test and repair station computerized program is more efficient than this (i.e., that the
program should have its benefits discounted by less than 50 percent relative to the benefits of a test only station
program) is encouraged to contact EPA for assistance in verifying that contention and in modeling the impact of
that program on the in-use emission factors. Test and repair station computerized inspection programs will also
have the benefits from the ATP portion of the program reduced by 50 percent.
2A.1.15 Cutpoints
The term "cutpoints" refers to the numeric values of the emission levels used to determine the pass/fail
status of a vehicle, as compared to the measured emission test results, under a given I/M test procedure.
Exceeding the cutpoint(s) is considered as failing the emission test. A separate cutpoint is normally chosen for
each pollutant of interest in the program. When more than one cutpoint is used (such as one for HC emissions
and one for CO emissions), exceeding either or both cutpoints will cause the vehicle to fail the test. The
combination of the emission test procedure used and the cutpoint(s) applied will determine the test failure rate.
hi MOBILES, the user-specified tailpipe emission cutpoints are used to determine the stringency of the
I/M inspection for 1981 thru 1993 model year passenger cars (light-duty vehicles). Benefits for passenger car
model years before 1981, and for light-duty truck model years before 1984, are determined by the "stringency
level" input field on the I/M program descriptive record. The magnitude of I/M benefits for heavy-duty gas
vehicles (HDGVs) is unaffected by user cutpoint inputs. There is no additional user input to indicate cutpoints
for other, later model year groupings or for other vehicle classes (such as LDTs). Instead, MOBILES assumes
that all 1994 and later model year passenger cars and 1984 and later model year light-duty trucks, which have
different emission standards and in-use emissions performance, will be inspected using cutpoints that will result
in similar reductions as are estimated for the 1981 thru 1993 model year passenger cars.
As a result, if the user intends to model these other model years and vehicle classes in such a way as to
result in similar stringency as indicated by the choice of cutpoints for the 1981-1993 model year passenger cars,
no further user-supplied information about stringency or cutpoints is required. For example, the set of cutpoints
indicated in the recent enhanced I/M rulemaking were chosen to result in a similar stringency for each model year
grouping and vehicle class. Therefore, to model the program indicated by the rulemaking, the user needs only to
specify the cutpoints indicated for the 1981-1993 model year passenger cars as input to MOBILES. The benefits
for all other vehicle classes and model year groupings will be taken from that input. No further user input is
required
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If the user intends that some later model years or vehicle classes are to have stringencies that are
different than for the 1981-1993 model year passenger cars, then it may be necessary to perform mulitple
MOBILES runs, separately for each stringency. In this case, the user should consult with EPA on how best to
choose cutpoint inputs for MOBILES to achieve the appropriate stringency for these other groups.
2A.1.16 Multiple I/M Programs
Caution must be used when using the option to enter multiple I/M program designs to model mid-
stream changes in an area's I/M program. There are two parts to the emission reduction benefits achieved by
I/M programs. First is the reduction achieved by repairs of vehicles identified by the tailpipe exhaust emission
inspection. This reduction is determined by user specifications in the I/M Program Descriptive Record. The
amount of the emission reduction for pre-1981 model year passenger cars and pre-1984 model year light-duty
trucks will vary somewhat depending on the start date of the I/M program. For these vehicles, MOBILES
assumes that there is residual benefit that accumulates the longer these vehicles have been involved in the I/M
program. The benefit for 1981 and newer model year passenger cars, 1984 and newer light-duty trucks and all
heavy-duty trucks is unaffected by the start date of the I/M program.
The second part of the emission reduction attributed to I/M programs is a reduction achieved by
deterrence of tampering. This deterrence occurs when vehicle owners perform needed maintenance on their
vehicles rather than risk failing the periodic tailpipe I/M inspection. Vehicle owners who may deliberately
disable emission control components on their vehicles or inappropriately use leaded fuel may also be deterred by
the risk of failing their I/M inspection. This deterrence is not related to or affected in any way by the addition of
explicit visual inspections included in anti-tampering programs or the functional pressure and purge system
checks. The benefits of these specific program elements are calculated separately.
MOBILES assumes that this deterrent effect begins when the I/M program first begins and is unaffected
by the stringency of the I/M inspection. This means that an I/M program that starts in an earlier calendar year
will have a greater overall effect on emissions than an equally stringent program started at a later date. In order
for an I/M program to get all of the benefits to which it is entitled, care should be given to make the start date
of the program indicated in the MOBILES I/M Program Descriptive Record input match the actual calendar year
in which those vehicles were first inspected. If the user specifies two I/M program designs, both I/M
Descriptive Records should indicate the same I/M program start date, unless the second I/M program description
covers model years or vehicle classes that were not covered in the original I/M program design.
For example, a program will begin using the IM240 test procedure in 1994, covering all 1986 and
newer vehicles. The original Idle Test-based I/M program began in 1984. This program can be modeled in
MOBILES by describing the original I/M program design in the first I/M Program Descriptive Record and
describing the IM240 portion of the program in the second I/M Program Descriptive Record, covering only
1986 and newer vehicles. However, since some of the benefit for the 1986 and newer model year vehicles comes
from tampering deterrence, indicating a 1994 I/M program start date in the second I/M Descriptive Record will
cause those vehicles to have less tampering deterrence benefit than they should, since these vehicles were always
subject to I/M inspection. Since the repair part of the I/M benefit for these vehicles does not depend on the start
date of the I/M program, the correct way to model the benefit for the 1986 and newer vehicles is to enter the
1984 start date for the original I/M program into the second I/M Descriptive Record as well. If, however, the
original I/M program design did not include light-duty trucks and the program change beginning in 1994 now
includes these vehicles, then a separate MOBILES run will be required to model the benefits for the light-duty
trucks, indicating their actual 1994 I/M program start date.
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2A.1.17 Tech MI and Tech IV+
The calculation of I/M benefits for MOBILES was done by technology group, which can roughly be
determined by model year for each vehicle type. These technology groups have come to be referred to by
numbers. Within the Tech IV group, I/M credits are developed separately for each model year of LDGVs, with
model year mapping to LDGTs based on similarity of emission control technology used. The table below
summarizes the technology groupings used in MOBILES and their respective application to gasoline-fueled
passenger cars and light trucks.
Technology Model Years Covered
Grouping LDGV LDGT1 LDGT2
I Pre-1975 Pre-1975 Pre-1979
H 1975-80 1975-83 1979-83
IV+ 1981+ 1984+ 1984+
Sets of alternate I/M credits may contain both Tech I and n credits, or Tech IV+ credits. This is
usually indicated in the header block of the alternate I/M credit deck. Two data files (TECH12.D and
IMDATA.D) provided with MOBILES contain the default set of I/M credits.
2A.1.18 Evaporative Canister Purge System Check
As part of a vehicle inspection program, the flow rate of the canister purge portion of the evaporative
control system can be monitored during transient engine operation on a vehicle chassis dynamometer using a
flow measurement device. Cutpoints for minimum flow rate can be set and used to determine vehicles passing
and failing a purge system check. Vehicles failing the purge check are required to have the canister purge system
repaired such that the vehicle will be able to pass a canister purge system retest.
For MOBILES, vehicles were tested for canister purge using a flow sensor installed in the hose
connecting the evaporative canister to the engine at the canister end. Cumulative flow was measured, in liters,
over the IM240 transient speed cycle. Any vehicle with a cumulative flow of less than one liter was failed.
As with other tests, MOBILES reduces the benefits of the evaporative purge system check by 50
percent when either a test and repair station manual or computerized I/M program is chosen.
2A.1.19 Evaporative System Pressure Check
As part of a vehicle inspection program, the evaporative control system can be checked for leaks by
pressurizing the fuel tank and related hoses and pipes. The pressure loss is monitored over time. Cutpoints for
the maximum rate for which pressure can be lost can be set and used to determine vehicles passing and failing a
pressure check. Vehicles failing the pressure check are required to have the evaporative system repaired such that
the vehicle will be able to pass an evaporative system pressure retest.
For MOBILES, vehicles were tested for pressure leaks by slowly introducing nitrogen to the
evaporative system through the hose connecting the evaporative canister to the fuel tank at the canister end.
When a stable reading of 14 inches of water (about 0.5 pounds per square inch) was reached, the pressure was
monitored for two minutes. Any vehicle with a pressure of less than 8 inches of water after two minutes was
failed.
As with other tests, MOBILES reduces the benefits of the evaporative purge system check by 50
percent when either a test and repair station manual or computerized I/M program is chosen.
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2A.2 ATP TERMINOLOGY
This section discusses the terminology used to describe ATP inspections for purposes of modeling the
emission benefits of such programs using MOBILES. In general, it is assumed that the program is mandatory,
periodic, and covers a well-defined group of vehicles. A program which inspects for tampering only when a
vehicle has failed its tailpipe I/M inspection, or only when a vehicle owner requests a test waiver, is not
considered as an ATP in MOBILES.
It is also assumed that the inspections are primarily visual rather than functional, and involve no
disassembly or disconnection to gain access to hidden components (other than removal of the gas cap to view
the fuel inlet restrictor). However, program planners are encouraged to define failure in broad enough terms of
visual damage and proper operating condition so that any emission control component determined by the
inspector to be non-functional can be properly failed and repaired. There are many details (such as replacement
catalyst specifications) which are beyond the scope of this discussion. Program planners should consult with
EPA's Office of Mobile Sources (Emission Control Strategies Branch, 313/668-4367) if there are questions
regarding the requirements of ATP inspections.
2A.2.1 Anti-Tampcring Programs (ATPs)
Anti-tampering programs (ATPs) are periodic inspections of vehicles to detect damage to, disablement
of, or removal of emission control components. Owners are required to restore the vehicle's emission control
system and have the vehicle reinspected. Note that programs that inspect for tampering only those vehicles
failing an I/M tailpipe test are not considered for MOBILES modeling purposes to have an ATP, and should not
attempt to derive ATP emission reduction credits.
2A.2.2 Tampering and Misfueline
Any physical damage to, or disablement or removal of, an emission control component is considered
tampering in MOBILES. This does not limit tampering only to deliberate disablements or only to those
disablements of which the vehicle owner is aware. As a result, tampering can often be a result of poor
maintenance as opposed to some action by the vehicle owner or a service mechanic.
Misfueling is the use of leaded fuel in any vehicle which is equipped with a catalytic converter. This
includes inadvertent use of leaded fuel without the knowledge of the vehicle owner.
2A.2.3 Air Pump Inspection
Air pump systems supply fresh air needed by the catalytic converter to reduce engine emissions before
they leave the tailpipe. Inspectors should check for missing belts and hoses and proper connection at the
exhaust manifold. Sometimes the entire pump and its plumbing are removed. A valve is sometimes used to
route air away from the exhaust stream during certain operating modes. This valve should be checked for proper
hose and wire connections. Often the air is injected directly into the catalytic converter underneath the vehicle.
If so, this connection should be checked. Any missing, damaged or altered components of the air pump system
should be replaced.
2A.2.4 Catalyst Inspection
The catalytic converter, sometimes referred to simply as the catalyst, oxidizes excess hydrocarbon and
carbon monoxide from the engine exhaust into water and carbon dioxide. Newer catalysts also reduce oxides of
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nitrogen in the exhaust. The metals which accomplish this task are most commonly coated on a ceramic
honeycomb inside the stainless steel shell of the catalyst. The catalyst resembles a muffler in some ways, but
would not be confused with a muffler because it is farther forward on the vehicle, and its stainless steel shell
will not rust.
Some cars will have more than one catalyst, so the number of catalysts expected should be determined
before the inspection begins. Some catalysts are located very near the exhaust manifold, so the inspector should
be sure to check the entire length of the exhaust piping from the exhaust manifold to the muffler before
determining that the catalyst is not present.
Emission credit should not be claimed using MOBILES unless regulations provide a mechanism to
assure that failed cars are correctly repaired with original equipment manufacturer (OEM) or approved aftermarket
replacements. Program planners should consult with EPA to avoid incorrectly claiming credit.
2A.2.5 Fuel Inlet Restrictor Inspection
Vehicles requiring the use of only unleaded gasoline have been equipped with fuel inlets that only allow
use of narrow fuel nozzles. Leaded fuel is required to be dispensed only from pumps using wider nozzles. Any
vehicle found to have a fuel inlet which allows a leaded fuel nozzle to be inserted, such as having the nozzle size
restriction removed, is assumed to have used leaded fuel. Leaded fuel permanently reduces the ability of the
catalytic converter to reduce emissions. Therefore, vehicles found with a fuel inlet which allows insertion of a
leaded fuel nozzle should be required to replace the catalytic converter. In addition, the vehicle's fuel inlet should
be repaired to only allow the insertion of unleaded fuel nozzles.
Repair of the fuel inlet restrictor only is not considered a repair which will reduce the emissions of the
vehicle. The damage to the emission control of the vehicle occurs in the catalyst. It is the catalyst which must
be replaced to result in any substantial emission reduction. The inlet restrictor must be replaced simply as
protection for the new catalyst. No credit is given by MOBILES for a fuel inlet restrictor inspection unless an
explicit check for the presence of the catalytic converter is also made. This catalyst inspection must be
indicated as part of the ATP descriptive record in order to receive benefits.
MOBILES assumes that inspectors are not allowed to skip this inspection for such reasons as that the
fuel inlet is concealed by a locked door.
2A.2.6 Tailpipe Lead Detection Test
Leaded fuel permanently reduces the ability of the catalytic converter to reduce engine emissions before
they leave the tailpipe. Therefore, vehicles found to have used leaded fuel should be required to replace the
catalytic converter. EPA has allowed for the use of a lead detection test in the vehicle tailpipe as a method to
detect the use of leaded fuel. Since this is a chemical test, care must be taken to assure that the test is properly
conducted and that the results are properly interpreted.
Vehicles with evidence of lead deposits in the tailpipe have used leaded fuel. The damage to the
emission controls of the vehicle occurs in the catalyst, thus the catalyst which must be replaced to result in any
substantial emission reduction. The tailpipe should also be replaced simply to avoid failing the test at the next
inspection. ATPs which require failure of both the fuel inlet restrictor inspection and the tailpipe lead detection
test before requiring replacement of the catalyst get credit for neither in MOBILES, and should not indicate either
inspection on the input records.
No credit is given by MOBILES for a tailpipe lead detection test unless an explicit check for the
presence of the catalytic converter is also made. This catalyst inspection must be indicated as part of the ATP
descriptive record in order to receive benefits.
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2A.2.7 EGR Inspection
The exhaust gas recirculation (EGR) system reduces oxides of nitrogen by routing some of the exhaust
back into the intake manifold. The primary component of the system is the valve which controls the flow
between the exhaust and intake manifolds, however, most systems are quite complex with various sensors and
valves which control the operation of the system. Hoses may be plugged, either deliberately or by neglect.
Any system observed with missing or damaged components or misrouted or plugged hoses and wires should be
failed and repaired.
2A.2.8 Evaporative Control System
The evaporative control system collects gasoline vapors from the gas tank and carburetor bowl and
stores them in a charcoal canister. During certain engine operations, the canister purges, releasing the vapors
which are routed to the engine to be burned. In addition to the evaporative canister itself, the system includes
varying numbers of hoses, wires and control valves. Hoses may be plugged, either deliberately or by neglect.
Any system observed with missing or damaged components or misrouted or plugged hoses and wires should be
failed and repaired. This inspection flag is not used to indicate any functional purge or pressure testing of the
evaporative emission control system. Emission reductions resulting from such testing must be calculated
separately.
Vapors from the vehicle fuel tank will not be routed to the evaporative emission control system
canister is the gas cap is leaking or missing. Therefore MOBILES will not give credit for an evaporative
emission control system inspection unless there is also an explicit requirement for checking that a gas cap is
present. This gas cap check must be indicated as part of the ATP descriptive record in order to receive benefits.
2A.2.9 PCV Inspection
The positive crankcase ventilation (PCV) system routes the vapors from the crankcase to the intake
manifold where they can be burned by the engine. The PCV system has two major loops. The most critical
connects the crankcase with the throttle or the intake manifold with a hose and usually contains a valve.
Another hose connects the crankcase with the air cleaner to provide the crankcase with filtered fresh air. Any
system observed with damaged or missing components or with hoses misrouted or plugged, should be failed and
repaired.
2A.2.10 Gas Cap Inspection
Gas caps are actually part of the evaporative control system. Without a properly operating gas cap, fuel
vapors from the gas tank would escape. On some vehicles, a missing gas cap will also cause the evaporative
system canister to purge incorrectly. Inspectors should examine the fuel inlet area of each vehicle to determine
that the gas cap is present. If not, the vehicle should be failed and the gas cap replaced. Inspectors should not
be allowed to skip this inspection for such reasons as that the fuel inlet is concealed by a locked door.
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Appendix 2B
MEMORANDUM ON EMISSION REDUCTION CREDITS
FOR CALIFORNIA LOW EMISSION VEHICLES fLEVs)
This appendix reproduces a memorandum issued by the Office of Mobile Sources (OMS) in April 1994
concerning the emission credits that can be attributed to implementation of the California low emission vehicle
(LEV) program. The guidance in this memo is applicable to all MOBILES emission factor modeling that is to
be used as part of the State Implementation Plan (SIP) process.
April 8, 1994
MEMORANDUM
Subject: Emission Reduction Credits for California Low Emission Vehicles (LEVs)
To: Director, Air Management Division, Region 1
Director, Air and Waste Management Division, Region 2
Director, Air, Radiation, and Toxics Division, Region 3
Director, Air, Pesticides, and Toxics Management Division, Region 4
Director, Air and Radiation Division, Region 5
Director, Air, Pesticides, and Toxics Division, Region 6
Director, Air and Toxics Division, Regions 7, 8, 9, and 10
From: Phil Lorang, Director
Emission Planning and Strategies Division
This memo explains EPA's policy for the calculation of SIP credits for the California LEV program.
This memo also addresses the issue of enhanced I/M options for LEV program vehicles, which was not
discussed in the final rule on I/M program requirements.
Background
The state of California has adopted, and received an EPA waiver to implement, a Low Emission
Vehicle (LEV) program. The LEV program consists of several sets of emission standards more stringent than
the Tier 1 standards (TLEV, LEV, ULEV), a schedule of declining fleet average emission standards for non-
methane organic gases (NMOG) which will drive the sales mix towards vehicles meeting the more stringent of
the standard sets, and a sales mandate for zero-emitting vehicles (ZEVs). California has also adopted, and applied
for an EPA waiver for, a requirement for advanced on-board diagnostic systems (OBD n) capable of detecting
many emission defects causing vehicles to exceed their exhaust standards by as little as 50%. Other states have
adopted or are considering the adoption of the California LEV program, including the OBD n requirements.
These states require guidance regarding the amount of emission reductions that can be assumed for California
vehicles in State Implementation Plans (SIP's).
The EPA Office of Mobile Sources (OMS) has reviewed the provisions of the final LEV regulations
and has consulted with CARB staff and automobile industry engineers regarding the developing technology for
compliance with both the emission standards and OBD requirements. Based on this review, OMS has
formulated the following guidance for the calculation of SEP credits for each non-ZEV vehicle category (TLEV,
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LEV, ULEV) in the LEV program.1 The overall SIP credit will depend on the mix of TLEVs, LEVs, ULEVs,
and ZEVs, which will vary by model year and may depend on whether the fleet NMOG standard has also been
adopted.^ The purpose of this memo is to explain this guidance and its application in SIP submittals. Since
any other state adopting California standards under Section 177 of the Clean Air Act is constrained to copy the
California new vehicle program, EPA will apply a consistent policy to such states and to California itself.
This guidance has been incorporated into MOBILESa, EPA's emission factor model. Actual procedures
for selecting the LEV options in MOBILESa are described separately in the MOBILESa documentation (see
Section 2.3.1 of the final version of the MOBILESa User's Guide, to be issued shortly).
Guidance
1. Adjustments for certification vs. commercial fuel differences
Gasoline-fueled California vehicles are allowed to demonstrate compliance with California emission
standards on a reactivity-weighted basis while operating on a "California Phase 2 Reformulated Gasoline." This
fuel is expected to have advantages relative to EPA's Federal certification test fuel with respect to both mass
emissions of VOC's, NOx, and CO and the reactivity of the VOC mixture. The use of California reformulated
fuel in certifying LEV compliance affects the stringency of the numerical standards that apply to each LEV
category. In California, all commercial fuel will have to meet the Phase 2 composition specifications, but in
other states gasoline will not have to meet these specifications unless the states adopt them as their own.
MOBILESa will therefore apply adjustments to properly estimate the in-use emission levels of California cars
when operating on other fuels. (It should be noted that MOBILESa corrects all emission factor output to reflect
actual commercial fuel effects; previous versions, in effect, assumed that the certification and commercial fuel
were identical.)
2. Credits based on the expectation that LEV vehicles will achieve substantial emission reductions beyond
those from Federal vehicles
The California LEV program relies on advanced emission control technologies, clean gasoline, and an
on-board diagnostic (OBD) system, which together with enhanced I/M or its equivalent are designed to assure
that in-use vehicles emit at levels close to their respective emission standards. For purposes of obtaining
emission benefits in a SIP that reflect this expectation (accounting for differences between Federal and California
fuel requirements as discussed above), EPA requires that the following three components be included in the SIP:
periodic IM240 emission testing with specific cutpoints, automated OBD system checks, and SIP commitments
for auditing and corrections.
(a) Periodic IM240 emission testing with specific cutpoints
IM240 has been proven to be a practical and highly effective I/M test. EPA believes that a test-only
I/M program that utilizes the IM240 test as described in the I/M Final Rule, with cutpoint modifications to
match the lower emission standards for TLEV/LEV/ULEVs, is necessary to ensure the low in-use emissions
described above. Therefore, EPA requires that such a program, or its approved equivalent as described below,
must be included in order to obtain emission benefits in a SIP based on this assumption.
With respect to ZEVs, SIP emission inventory projections should of course account for utility
emissions associated with in-area generation of electric power to charge ZEVs. This aspect of accounting for
LEV program effects is not susceptible to uniform guidance since it depends on the local situation regarding the
sources of the incremental electric power and the utility emission controls that will be in place. However,
MOBILESa does produce output that will assist local inventory analysts [to] determine total travel by ZEVs in a
given calendar year, which will assist in the estimation of recharging-dependent emissions from utilities.
2 Although the legal issue of whether the fleet NMOG standard must be adopted has not been finally
determined, EPA believes that adoption of the NMOG standard is likely to be a necessary component of any
state LEV program, consistent with Clean Air Act Section 177. Furthermore, the fleet composition
consequences of not adopting it are not yet clear. States should consult with QMS on this aspect of the credit
calculation for the latest guidance.
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In order to ensure that TLEV/LEV/ULEVs will have substantially better in-use performance than
Tier 1 vehicles, lower IM240 inspection outpoints are both necessary and appropriate. IM240 cutpoints of 0.6
THC, 10 CO, and 1.2 NOx for light-duty vehicles in the LEV program (compared to Tier 1 cutpoints of 0.7
THC, 10 CO, and 1.4 NOx) are required in order to achieve the emission benefits discussed above. A full list of
cutpoints for all vehicle classes is given in an attachment to this memo.
(b) Automated OBD system checks
California vehicles will be required to have second generation systems for on-board diagnosis (OBD) of
emission control problems. These OBD systems are intended to help both owners and I/M program computers
identify cars in need of repair, and to aid in their effective and economical repair. OBD systems offer the
potential to identify the presence of excess emissions, including those associated with cold start control system
malfunctions, engine problems causing dangerous stress on the catalyst, and damage to the catalyst itself. OBD
systems will be required on Federal vehicles as well. However, the California program requires OBD systems to
detect emission increases as small as 50% of the applicable exhaust standard for certain system failures. Since
LEV standards are substantially tighter than the Federal Tier 1 standards, California OBD systems must be
capable of detecting smaller degrees of malperformance than Federal OBD systems, which will help assure that
deterioration will be minimized.
OBD systems will include a standardized system for incorporation into I/M testing, including a "ready
code" to ensure OBD test validity. The Clean Air Act requires OBD checks as part of an Enhanced VM program.
EPA will propose in a forthcoming rulemaking that OBD checks be required in basic I/M program[s] as well.
Automation and test-only requirements are also critical to the effectiveness of an I/M program for LEVs, and are
a condition for these credits. In addition, the expectation of periodic OBD checks will help motivate vehicle
owners to seek repair early, before further damage to the emission control system occurs, thus avoiding some
operation of unrepaired vehicles between inspections.
(c) SIP provisions for auditing and corrections
In combination with the enhanced I/M and automated OBD check programs described above,
TLEV/LEV/ULEVs have a high probability of achieving in-use emission levels at or close to vehicle standards.
However, because of the uncertainty inherent in new technologies, such as those required to meet the LEV
standards, EPA believes that it is reasonable and necessary to include additional safeguards in SIPs that take
credit for the LEV program based on this assumption. EPA will only allow this SIP credit if the SIP also
includes provisions for a specific program for auditing the performance of TLEV/LEV/ULEVs and a program to
take appropriate SIP revision action to correct or compensate for any shortfall in emissions performance
discovered in the future.
The SIP must include a list of additional measures that will be among those considered and a timeline
for consideration and action following any audit finding by the state itself or notification by EPA that a shortfall
exists. Measures in this list could include among others more stringent I/M inspection standards (for example,
IM240 standards set 50% above the in-use emission level assumed in the SIP credits), methods of cost pooling
or other mechanisms to ensure full repair of vehicles under the original or more stringent inspection standards,
old vehicle retirement, or additional reductions from other sources. Since the merits of one of these measures
versus another or versus other measures identified later will depend on the size and causes of a shortfall in
emission reductions, the SIP is not required to commit to implement any specific measures or number of
measures. Of course, if California reaches similar audit findings and takes effective corrective action in its
motor vehicle control program, other states that implemented the LEV program would have to follow, and
would get the same benefits towards correcting their own shortfall.
If the three elements given above are part of the I/M SIP, EPA will approve SIP credit that is premised
on a substantially reduced occurrence of in-use malfunctions and deterioration in the vehicle fleet, relative to that
which has been observed on the most recent Federal and pre-LEV California production vehicles. The benefits
would be essentially the same as those CARB itself has projected for the LEV program.
Credits for SIPs meeting these conditions have been included as an option in MOBILESa. Details for
modeling these options are given in the final MOBILESa User's Guide (to be issued shortly). Sections 2.3.1
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and 2.3.7 explain the procedures for modeling the LEV program with and without the I/M program described
above. MOBILESa users should be aware that due to the complexity of the model and the LEV and I/M
programs, extra care must be taken when preparing input files to ensure that the desired programs are properly
modeled. Users should note, for example, that an I/M program with the LEV program car cutpoints of
0.6/10/1.2 as described above is modeled by setting the values of specific flags, and not by changing the IM240
cutpoints in the I/M Program Descriptive Record.3
States may, if they choose, adopt an adequate combination of these additional measures initially, and
not perform the audit program. In particular, adoption of IM240 cutpoints 50% above the in-use emission level
assumed in the SIP credits is enough by itself to relieve a state from the requirement for an audit program.4
3. Evaporative emissions
MOBILESa estimates that evaporative emissions from California and Federal vehicles will be the same,
under a given fuel and inspection regime. This estimate may be revised in a subsequent version of the model, if
differences in control technology and effectiveness are observed.
As in the case of all programs meeting EPA's enhanced I/M requirements, evaporative pressure and
purge tests are also required in addition to the IM240 test, and the OBD system must be interrogated for
emission control system fault codes, with the vehicle repaired as indicated by such codes. Inspections must be
performed in a test-only format, to eliminate the possibility of error or evasion. Evaporative emissions would
be the same as for Federal vehicles under the same inspection program.
4. Equivalent procedures
As always, OMS's intent is to achieve an emission control result rather than impose a design
requirement. OMS will study vehicles meeting the California LEV requirements to determine the effectiveness
of alternative inspection protocols for TLEV/LEV/ULEV vehicles which CARS or other states may submit in
the future, and EPA will approve SEP revisions to the inspection protocol if the Administrator finds they are
equivalent in effectiveness. As always, OMS will place great importance on the vehicle test fleet being
representative of in-use vehicles and of the range of emission control system malfunctions to which they are
subject in the real world, and on the technical appropriateness of the methods used to collect such data. Of
course, EPA will apply a uniform policy to California and other states that have adopted California vehicle
standards, and will consider data collected by all interested states.
5. Performance in the absence of the above-described periodic inspections
In most of the states considering adoption of the California emission standards, the largest ozone and
CO nonattainment areas are classified as Serious or Severe, and are subject to the requirement for an enhanced
I/M program. The I/M program described above will fit well into the enhanced I/M framework, although the
cutpoints will be numerically lower. However, some areas receiving California vehicles will be subject to only
a basic I/M program which will not be required to conduct three of the four high technology tests listed above
3 The credits discussed here are the same as those that are currently obtained by setting the REGION
flag in MOBILESa to "3" or the I/M flag in the LEV Program Parameter Record to "2". EPA plans to modify
MOBILESa to simplify the selection of these credits.
The credits in the current version of MOBILESa assume no cost waivers and 100% vehicle owner
compliance with the inspection requirement. If the SIP extends the $450 cost waiver to LEVs, an adjustment
must be made to account for the expected number of vehicles that are not fully repaired. OMS will provide
guidance or a revised MOBILE version to allow this adjustment. Similarly, if more than a trivial degree of
owner noncompliance is expected, adjustments must be made to reflect that credit loss.
4 EPA has taken a similar approach in the recent California FTP proposal. The FIP proposal does not
include these auditing provisions because it includes the Enhanced In-Use Compliance Program (EIUCP).
However, because the EIUCP is a recall program not available to the states, the more stringent IM240 cutpoints
given here (i.e., cutpoints 50% above the in-use emission level) are an alternative the states could adopt.
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(OBD checks will be required in all I/M programs), or will not have any periodic inspection program in
operation. States may need to prepare emission inventories for such areas.
The exhaust emission factors in MOBBLESa for LEVs in areas with no inspection program, or with
only an Idle Test, 2500/Idle Test, or steady-state loaded exhaust test are lower than those for Federal vehicles
under the same inspection regime by an amount equal to EPA's estimate of the difference in emission rates from
"zero-mile" California vehicles versus "zero-mile" Federal vehicles. In other words, the in-use deterioration of
the two vehicle types will be assumed to be the same. This assumption is likely to be conservative with
respect to emission reductions in some or all of these areas; for example, basic 1/M programs with OBD checks
for LEVs would be expected to get some additional benefits that we currently have no basis for quantifying.
This is in contrast to the lower in-use emission deterioration rates (lower by approximately the ratio of the LEV
to Tier 1 standards) for low emission vehicles subject to an inspection program using OBD II checks and the
IM240 outpoints specified above for LEVs.
Emission credits for IM240 programs that have less stringent outpoints than the "maximum" I/M
program can also be calculated in MOBILE5a in the same way as the no-I/M and Idle Test I/M cases.
6. Enhanced I/M performance standard for LEVs
Enhanced I/M programs are required to meet a performance standard which is defined by a particular
program design listed in the I/M Final Rule. Any I/M program which would result in equivalent emission
levels to this "enhanced performance standard" program would meet the requirements for enhanced I/M with
respect to emission reductions. The description of the "enhanced performance standard" program in the I/M
Final Rule includes cutpoints for both pre-Tier 1 and Tier 1 vehicles, but does not include cutpoints for LEVs.
At this point, EPA has not amended the I/M rule to specify what the "performance standard" program
should be for LEVs. EPA has concluded, as guidance, that the "performance standard" cutpoints which define
enhanced I/M for LEV program vehicles are the same as the cutpoints specified above as being needed to qualify
for credits based on an assumption of vehicles meeting standards in use.
Attachment
Attachment to Emission Reduction Credits for California Low Emission Vehicles (LEVs)
IM240 Cutpoints (g/mi)
Vehicle Pass HC CO NOx
LDV 0.6 10 1.2
LDTla (0-3750 Ibs LVW) 0.6 10 1.2
LDTlb (3750-5750 Ibs LVW) 0.6 11 1.4
LDT2 (>6000 Ibs GVW) 0.7 12 2.0
May 1994
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Chapter 3
MOBILES OUTPUT
3.0 INTRODUCTION
This chapter describes all of the output that can be produced by the MOBILES highway vehicle
emission factor model. There are four types of output: interactive user dialog (added for MOBJLE4.1 and
revised for MOBILES, this "front-end" dialog is applicable for users operating MOBILES in a DOS-based
personal computer (IBM, clones) or an Apple Macintosh computer environment), prompting messages,
diagnostic messages (errors and warnings), and formatted emission factor reports. Relative to MOBILE4.1,
most of the last three types of output are largely unchanged. Additional prompting, error, and warning messages
have been added that deal with new features of the model, and other minor revisions have been made to some of
these messages. MOBILES also offers a sixth (new) option for the formatted emission factor report (spreadsheet
output, accessed by setting OUTFMT = 6), which is discussed in section 3.3.1.
3.1 PROGRAM DRIVER ROUTINE
MOBILES will prompt the user on the screen with up to four questions, depending on the answers
provided.
Interactive input mode (section 3.1.1) is provided by MOBILES if the user answers yes ("yes", "Yes",
"y", or "Y") in response to the first question, "Do you want to use the interactive input model (Y/N)?" The
input data required to run the model is normally too complex for the typical user to enter error-free from the
keyboard; for example, entering alternate annual mileage accumulation rates or registration data by age with
FORTRAN spacing is tiresome and unforgiving. The example input files in Chapter 5 will give the user a
sense of the complexity of the input records. However, if the user is operating the MOBILE model for the first
time then they may want to answer yes to get a global sense of the options and data input requirements. If the
user has typed yes, Yes, y or Y, then MOBILES will respond with the following message: "Please enter the
MOBILES output file name:" After that point the user is running MOBILES in the interactive input mode
(section 3.1.1). THE USER IS ENCOURAGED TO AVOID THE INTERACTIVE INPUT MODE OPTION
OF MOBILES.
The second question (provided the user is not operating in the interactive input mode) is "Do you want
to use the batch file input mode (Y/N)?" If the answer is yes, then the program responds, "Please enter the
MOBILES batch filename:" After that point, the user is running MOBILES in the batch file input mode
(section 3.1.2).
If the user answers no to both of the first two questions, the user is then prompted, "Please enter the
MOBILES input filename:", followed by "Please enter the MOBILES output filename:" The first file name
indicated by the user must contain a valid MOBILES input data file, such as those provided with the model as
examples (see Chapter 5). The output is sent to the output file (the second file name) specified by the user.
Inspection of this output reveals that it is broken up into two parts: diagnostic messages (section 3.2) and
formatted report output (section 3.3).
Runtime messages (generated while the program is being executed) are written directly to the screen.
The final message is "Run # , INERR = ". After the runs have been completed, the message "DRIVER calls completed" will
be written to the screen. See Chapter 4 for information on the implementation of logical input and output (I/O)
device units.
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3.1.1 INTERACTIVE INPUT MODE
In general, EPA recommends that the input data for a MOBILES run be provided in a file rather than
entered interactively. There are several advantages to using an input file rather than interactively entering the
data. An input data file provides a permanent record of the options selected, which can then be stored in the
computer without being retyped and printed. If there is an error in the input data file, then the input file can be
edited and run again immediately. This is particularly useful when the user is supplying optional input data to
replace values contained in the model, such as user-supplied tampering rates. This large quantity of input data is
especially difficult to enter without error. Providing the data in a separate file, which can be printed and
examined, facilitates the process of detecting and correcting input errors. The use of the interactive input mode
has largely been superceded by the use of the program driver routine described above in MOBILES, but has been
retained in part to maintain compatibility with MOBILE4.1 input files.
If the user has elected to run MOBILES in the interactive mode by responding yes to the question "Do
you want to use the interactive input model (Y/N)?", the next message the user sees is "Please enter the
MOBILES output file name:". After an output file has been named, the next message to the screen will be
"Please enter the PROMPT flag... (Enter 2 for Vertical or 4 for Horizontal Prompting)". There are two
prompting formats: vertical input (PROMPT = 2) and horizontal input (PROMPT = 4). The use of the vertical
data input option (PROMPT = 2) is recommended. If PROMPT = 2 or 4, the user is prompted for input data in
the order required by MOBILES by a series of prompting messages (section 3.1.1.1). Prompt flag input values
of one or three allow vertical and horizontal input of the data without prompting messages.
The user should note that if the value for the prompting flag is one or three, the user is nearly assured
of making a format error, since the program will provide no indication of what is expected in terms of input data
or format requirements. The input data required is in the same order as would be expected in a MOBILES data
file and is generally formatted in the same way. All input format specifications are included with the interactive
prompts. See Chapter 5 for example input files, and Chapter 2 for more detailed description of input data and
format requirements.
3.1.1.1 Prompting Messages
When the user has selected to run the model in interactive mode and has opted to be prompted for the
data inputs (PROMPT = 2 or 4), a series of prompting messages will appear on the screen. These messages
will prompt the user for the remainder of the input data required for the MOBILES run, in the order required by
the model. The ordering of the input data follows the presentation of the input data in Chapter 2 of this
document. These prompting messages are written directly to the screen.
Since users are actively discouraged from operating MOBILES in interactive mode, these prompting
messages are not detailed here. It is sufficient to note that prompting messages will appear for each of the
control section data inputs (primarily flags, discussed in section 2.1), for each of the one-time data options that
have been triggered by values assigned to the control flags (e.g., if the user sets MYMRFG = 3 and IMFLAG =
2, then the only one-time data section prompting messages issued will be those for alternate registration
distributions by age and for an inspection and maintenance (I/M) program), and for the required scenario section
data inputs and any optional scenario section inputs triggered by values assigned to the control flags. There are
minor differences in die prompting messages depending on whether the user has chosen vertical (PROMPT =2)
or horizontal (PROMPT = 4) data entry. The prompting messages will include format specifications describing
the FORTRAN format requirements.
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3.1.2 BATCH FILE INPUT MODE
This option is a new enhancement to the MOBILE model for execution of multiple input data files.
The batch file input mode is selected by responding yes to the second question after launching the MOBILES
application ["Do you want to use the batch file input mode (Y/N)?"]. With this option, the user must prepare a
simple text file which contains the input file names (and their paths, if they are not located in the local directory
or folder) and the corresponding output file names. The names of the input files and respective output files must
be listed on alternating lines. There is no limit to the number of pairs of lines of input and output filenames.
An example batch file (M5.BAT) is included as one of the input/output examples supplied with the model.
While the model processes the input files, messages are printed on the screen. The number of pairs of
input and output files is counted after being read. MOBILES writes out to the screen: "Processing batch file
#1: ". This message is repeated for every input file. At the end of the batch file
MOBILES will say: ", Batch file(s) processed". Take note that each file in the batch
input file may cause MOBILES to display one or more "Run # INERR = " messages. The final
message is "Run # , INERR = ". After the runs have been completed, the message "DRIVER calls completed" is generated to
the screen. Therefore, the "DRIVER calls completed" message will appear once for each input file run
successfully in the batch mode. In this situation it is possible to have several "runs" within each of the
multiple input files. The environment in which this happens produces output such as (in abbreviated notation):
processing batch, run with no errors, run again with no errors, calls complete, processing next batch, run again
with no errors, and again, calls complete, two (or more) batch files processed.
3.2 DIAGNOSTIC MESSAGES
3.2.1 INTRODUCTION
Diagnostic messages are used to caution the user concerning user-supplied information. There are three
types of diagnostic messages generated by MOBILES: errors, warnings, and comments. An error will in all
cases terminate processing of the current scenario, and in some cases will terminate processing of the entire run.
Warnings and comments are included to assist users in the interpretation of the results.
Error messages indicate either that invalid input data were entered into MOBILES, or MOBILES
attempted to perform invalid operations. All error messages are prefixed by *** Error in this text for
illustrative purposes, but in running the MOBILES model the asterisks do not appear. If a number follows
«"** Error, it is the value read by MOBILES for the variable in error (the variable name is also printed). If the
error message is due to an input value that is out of bounds, the range of acceptable values is also printed. An
error will stop a MOBILES run.
Warning messages indicate that MOBILES input data caused an operation not necessarily intended by
the user, although the situation is not serious enough to be labeled an error. Nonetheless, users should examine
the warning messages to ascertain the conditions that were modeled. Comments are a type of warning message
that are printed for the user's information. Neither warning nor a comment will stop a MOBILES run.
The following diagnostic messages are new in MOBILES:
M10, Mil, M54, M55, M108 thru MHO, M114 thru M116, M120, M135, M139, and M144 thru M152.
The following errors are considered to be "fatal" errors. If any of these errors occur, no further
processing of the MOBILES input data will be performed:
M10, Mil, M28, M53 thru M55, M60, M61, M82, M89, M97, M107, and Ml 18.
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The following diagnostic messages are generated by errors that may occur in using various internal
diagnostic options in MOBILES. These options are for EPA internal use only, thus none of these messages
should be encountered in normal use:
M12, M13, M14, M15, M16, Ml 19, M136, MHO, M141, M142, and M143.
Finally, the following diagnostic message slots are not assigned in MOBILES:
M74, M85, M102, Ml 12, and Ml 13.
Following is a list of the individual error, warning, and comment messages. In order to make the
listing more useful to the MOBILES user, all of the messages are listed by message number (M## at the
beginning of each message). MOBILES prints the message number as part of all diagnostic messages, allowing
the user to quickly look up the message and its explanation in this section. The diagnostic message texts are all
printed in boldface in this section.
The error messages M 122 through M 1S2 have been added to the program to assist users in isolating
errors in the input data. As can be seen, the text of each message directs the user to the point in the input data
file where the error occurred. In most cases, generation of one of these error messages means that the formatting
of the data is incorrect The user should check the input data file and required format specifications closely. See
the relevant sections of Chapter 2 (MOBILES Input).
3.2.2 EXPLANATION of MESSAGES. LISTED bv NUMBER (M##)
M 0 *** Error: Message code is unknown
This message should only be printed when the message printing subroutine QUTTER is passed an
undefined message code value. The run is aborted at this point.
M 1 *** Error: out of bounds for flag
This message may be printed one or more times preceding message MS3 and program termination. It
will appear for each of the 16 input/output control flags which is in error. The number appearing after "***
Error:" is the value of the flag read by the program. Each of these messages indicates the value falls outside of
the valid bounds for that flag. Allowable flag values are discussed in section 2.1 and summarized in Tables 2.1-
1 and 2.1-2.
M 2 *** Error: out of bounds for Ether Blend market share (0. to 1.)
This message is printed if the input value of the market fraction of ether/gasoline blends is not between
zero and one. See sections 2.2.14 and 2.3.11.
M 3 *** Error: out of bounds for Alcohol Blend market share (0. to 1.)
This message is printed if the input value of the market fraction of alcohol/gasoline blends is not
between zero and one. See sections 2.2.14 and 2.3.11.
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M 4 *** Error: out of bounds for Total Oxy Fuel market share (O.to 1.)
This message is printed if the sum of the input values of the market fractions of ether/gasoline and
alcohol/gasoline blends is not between zero and one. See sections 2.2.14 and 2.3.11.
M 5 *** Error: out of bounds for Ether Blend Oxygen Content (O.to 0.027)
This message is printed if the input value of the average oxygen content of ether/gasoline blends is not
between 0. and 0.027 (2.7 percent). See sections 2.2.14 and 2.3.11.
M 6 *** Error: out of bounds for Alcohol Blend Oxygen Content (O.to 0.035)
This message is printed if the input value of the average oxygen content of ether/gasoline blends is not
between zero and 0.035 (3.5 percent). See sections 2.2.14 and 2.3.11.
M 7 *** Error: out of bounds for Alcohol Blend RVP Waiver Switch (1 or 2)
This message is printed if the input value of the oxygenated fuel RVP waiver switch is not 1 or 2. See
sections 2.2.14 and 2.3.11.
M 8 *** Error: Inconsistent Ether Blend input encountered
M 9 *** Error: Inconsistent Alcohol Blend input encountered
Messages 8 and/or 9 are printed if the input values on the oxygenated fuels record have internal
inconsistencies present See sections 2.2.14 and 2.3.11.
M 10 *** Error: is not an allowable value for the Maximum I/M credit flag.
This message is printed if the input value of the I/M indicator flag that is part of the low-emitting
vehicle (LEV) program parameter record is not equal to zero or 1. See sections 2.3.7 and 2.3.1.
M 11 *** Error: for LEV start year is less than 1994.
This message is printed if the input value for the first model year of the LEV program on the LEV
program parameter record is 1993 or earlier. The LEV program can only be modeled as starting in model year
1994 or later. See sections 2.3.1. and 2.3.7.
M 17 *** Error: out of bounds for VMTMIX (0. to 1.)
This message is printed if any value entered for VMTMIX (vehicle miles traveled traction for any
vehicle type) is not between 0. and 1. See section 2.2.2.
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M 18 *** Error: sum of VMTMIX is not equal to 1.
This message is printed if the sum of VMTMIX values over all vehicle types is not equal to 1. Since
individual VMTMIX values represent the fraction of total miles that each vehicle type contributes to the total
vehicle miles traveled by the fleet, the sum of these fractions should equal 1. If the value of VMTMIX listed is
0.999 or 1.001, the problem is likely the result of roundoff error in the internal representation of these fractions
in the computer, and no corrections are necessary. See section 2.2.2.
M 19 *** Error: negative model year mileage
This message is printed if the user-supplied annual mileage accumulation rate data for a specific
combination of model year and vehicle type is negative. All annual mileage accumulation rates must be > 0.0.
See Section 2.2.3.
M 20 *** Error: negative model year registration
This message is printed if the model year registration fraction for a specific combination of model year
and vehicle type is negative. Since this number represents the fraction of all vehicles in the fleet of a given age,
it must be between 0 and 1 inclusive. See section 2.2.3.
M 21 Warning: registration with zero mileage
M 22 Warning: mileage with zero registration
One of these messages is printed if, for a given vehicle age, vehicles either do not accumulate mileage
yet make up a fraction of the fleet (M21), or do not make up a fraction of the fleet but accumulate mileage
(M22). All vehicle type/model year combinations assumed to exist in the fleet must accumulate some mileage
annually. For a given vehicle type and vehicle age, if either the mileage accumulation rate or the registration
fraction is zero, both should be zero. See section 2.2.3.
M 23 *** Error: out of bounds for e.f. changes (1 to 100 pairs)
This message is printed if the number of emission rate modifications is not between 1 and 100.
MOBILES is limited to handling a maximum of 100 modifications to the basic emission rate equations. See
section 2.2.4.
M 24 *** Error: out of bounds for region (1 to 2)
This message is printed if the value of region entered in the scenario record is not equal to 1 (low
altitude) or 2 (high altitude). See section 2.3.1.
M 25 *** Error: out of bounds for vehicle type (1 to 8)
This message is printed if the vehicle type in the basic emission rate modification section is not equal
to 1, 2, 3, 4, 5, 6, 7, or 8. See section 2.2.4 and Table 2.2-4. The eight vehicle types in MOBILES and their
corresponding codes are listed below:
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1 = light-duty gasoline-fueled vehicles (LDGV)
2 = light-duty gasoline-fueled trucks I (0-6000 Ib GVW) (LDGT1)
3 = light-duty gasoline-fueled trucks H (6001-8500 Ib GVW) (LDGT2)
4 = heavy-duty gasoline-fueled vehicles (8501+ Ib GVW) (HDGV)
5 = light-duty diesel-powered vehicles (LDDV)
6 = light-duty diesel-powered trucks (0-8500 Ib GVW) (LDDT)
7 = heavy-duty diesel-powered vehicles (8501+ Ib GVW) (HDDV)
8 = motorcycles (MC)
M 26 *** Error: out of bounds for pollutant (1 to 3)
This message is printed if the code for pollutant on the basic emission rate modification input section
is not equal to 1, 2, or 3. MOBILES calculates emission factors only for 1 = hydrocarbons, 2 = carbon
monoxide, and 3 = oxides of nitrogen. See section 2.2.4 and Table 2.2-4.
M 27 *** Error: out of bounds for year (1941 to 2020)
This message is printed if the code corresponding to the first or last model year to have altered emission
rates is not between 41 and 99 or 00 and 20 (corresponding to years 1941-1999 and 2000-2020). See Table 2.2-
4 and section 2.2.4.
M 28 *** Error: Excess data errors prevent further analysis
This message is printed if the accumulated number of data input errors exceeds 50. The run is stopped
at this point. All input data should be thoroughly checked and must be corrected before rerunning MOBILES.
M 29 *** Error: Last year cannot be less than first year
This message is printed if the last model year to have its emission rates altered is less than (before) the
first model year to be altered. See Table 2.2-4 and section 2.2.4.
M 30 *** Error: intercept must be positive
This message is printed if a new zero-mile emission level entered as part of an alternate basic emission
rate equation is < 0.0. See Table 2.2-4 and section 2.2.4.
M 31 Warning: negative slope for aging vehicle
This message is printed if a value for an exhaust deterioration rate entered as part of an alternate basic
emission rate equation is negative. A negative deterioration rate implies improving emissions with increasing
mileage accumulation. See Table 2.2-4 and section 2.2.4.
M 32 *** Error: out of bounds for year (1960 to 2020)
This message is printed if the code indicating the year in which an inspection and maintenance (I/M)
program is to begin does not fall between 60 and 99, or 00 and 20 (years 1960 to 2020). See section 2.2.5.
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M 33 *** Error: out of bounds for stringency (10 to 50)
This message is printed if the stringency of the I/M program for 1980 and earlier LDVs or 1984 and
earlier LDTs is not between 10 and 50 (percent). See Table 2.2-6 and sections 2.2.5 and 2A.1.3.
M 34 *** Error: out of bounds for I/M Program compliance rate (0 to
100%)
This message is printed if the specified value for compliance rate of an I/M program is not between 0
and 100 (percent) inclusive. See Table 2.2-6 and sections 2.2.5 and 2A.1.7.
M 35 *** Error: out of bounds for MODYR1 (1941 to 2020)
This message is printed if the code representing the first model year under an I/M program is not
between 41 and 99, or 00 and 20 (years 1941 and 2020). These years are the limits set by MOBILES. See
Table 2.2-6 and sections 2.2.5 and 2A.1.4.
M 36 *** Error: out of bounds for MODYR2 (1941 to 2020)
This message is printed if the code representing the last model year under an I/M program is not
between 41 and 99, or 00 and 20 (years 1941 and 2020). See Table 2.2-6, and sections 2.2.5 and 2A.1.5.
M 37 *** Error: MODYR1 cannot be greater than MODYR2
This message is printed if the first model year in an I/M program is greater (later) than the last model
year in the program. See Table 2.2-6 and sections 2.2.5, 2A.1.4, and 2A.1.5.
M 38 *** Error: out of bounds for year (1960 to 2020)
This message is printed if the calendar year to be evaluated is not between 1960 and 2020 (60 to 99 or
00 to 20) inclusive. These are the only years for which MOBILES evaluates emission factors. See section
2.3.2 and Table 2.3-1.
M 39 *** Error: speed must be positive
This message is printed if the value for average speed (if SPDFLG=1), or any of the eight values of
average speed (if SPDFLG=2), is < 0.0. See section 2.3.3.
M 40 *** Error: valid ambient temperature is 0-110 deg (F)
This message is printed if the specified value for ambient temperature value is not between 0 and 110
degrees Fahrenheit (-23 and 43 degrees Celsius). These are the limits for application of temperature correction
factors in MOBILES. See section 2.3.4.
May 1994
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3-9
M 41 *** Error: out of bounds for PCCN (0. to 100.)
This message is printed if the input value for percentage of miles traveled by non-catalyst vehicles in
cold-start mode is not between 0 and 100 (percent). See section 2.3.5.
M 42 *** Error: out of bounds for PCHC (0. to 100.)
This message is printed if the input value for percentage of miles traveled by catalyst-equipped vehicles
in hot-start mode is not in between 0 and 100 (percent). See section 2.3.5.
M 43 *** Error: -cvalue of PCCC> out of bounds for PCCC (0. to 100.)
This message is printed if the input value for percentage of miles traveled by catalyst-equipped vehicles
in cold-start mode is not between 0 and 100 (percent). See section 2.3.5.
M 44 *** Error: out of bounds for AC (0. to 1.)
This message is printed if the specified value of the fraction of air-conditioner-equipped vehicles using
air conditioning is not between 0. and 1. inclusive. See section 2.3.10.3.
M 45 *** Error: out of bounds for extra load (0. to 1.)
This message is printed if the specified value for the fraction of vehicles assumed to be carrying an
extra 500 Ib load is not between 0. and 1. inclusive. See section 2.3.10.4.
M 46 *** Error: out of bounds for trailers (0. to 1.)
This message is printed if the specified fraction of vehicles assumed to be towing a trailer is not
between 0. and 1. inclusive. See section 2.3.10.5.
M 47 *** Error: out of bounds for humidity (20. to 140.)
This message is printed if the specified value for absolute humidity is not between 20 and 140 (grains
of water per pound of dry air) inclusive. See section 2.3.10.6.
M 48 *** Error: There are no sales for vehicle
MOBILES assumes that no significant number of light-duty diesel vehicles (LDDVs) exist before the
1975 model year. Similarly, no significant number of light-duty diesel trucks (LDDTs) are assumed to exist
prior to the 1978 model year. This message is printed if the user inputs a positive VMT fraction for LDDVs or
LDDTs for calendar years in which they are assumed to be virtually nonexistent.
May 1994
-------
3-10
M 49 *** Warning: MYR sum not = 1. (will normalize)
This message is printed if the sum of registration fractions by model year for a given vehicle type do
not sum to 1. If the model year age registration fractions do not sum to 1, MOBILES normalizes the fractions
so that they do. If the value printed for the sum is 0.999 or 1.001, then the problem is likely the result of
roundoff error in the internal representation of the numbers in the computer, and no corrections are necessary.
See section 2.2.3.
M 50 *** Error: out of bounds for tampering rate intercept (up to 1.0)
The zero-mileage level of tampering cannot exceed 100% of the fleet (1.0 as a fraction) for any
combination of tampering type and vehicle type. See section 2.2.1.
M 51 *** Error: equation cannot be stored. Only 12 equations per
pol/veh/reg case are allowed.
This message is printed if the user attempts to enter more than 12 modified basic emission rate
equations for any single combination of region, vehicle type, or pollutant. See section 2.2.4.
M 52 Warning: speed increased to 2.5 mph minimum
This message is printed if the average speed (if SPDFLG = 1), or one or more of the eight average
speeds (if SPDFLG = 2), is less than 2.5 mph. MOBILES increases the value to 2.5 mph, which is the
minimum average speed for which speed correction factors are developed, and continues execution. See section
2.3.3.
M 53 Comment: All flags must be corrected before rerunning
This message is printed if one or more errors occur in reading the Control section flags. It should
appear after a list indicating which flags are in error (see M 1). The run is aborted at this point. All flags in
error must be corrected before the program will continue.
M 54 *** Error: I/M credits for this program description not found.
This message is printed if none of the available outpoints in the I/M credit data file match the values
MOBILES has been given by the user or those in default. See section 2.2.5.
M 55 *** Error: Error return reading I/M credits.
This message is printed if the I/M credit data file does not match the format that MOBILES is
expecting. See section 2.2.5.
May 1994
-------
3-11
M 56 Comment: A/C correction factor will be calculated. Value of inputted AC usage
parameter is ignored.
This message is printed if ALHFLG = 3 and a non-zero value for air conditioning usage fraction is
entered. With ALHFLG = 3, the air conditioning usage fraction is calculated as a function of the input dry bulb
and wet bulb temperatures. See sections 2.3.10.3 and 2.3.10.7.
M 57 *** Error: WB temp cannot be greater than DB temp
This message is printed if the input wet bulb temperature is greater than the input dry bulb
temperature. The wet bulb temperature is always less than or equal to the corresponding dry bulb temperature.
See section 2.3.10.7.
M 58 Warning: Average miles/day is zero for vehicle class and model year
This message is printed if Block Data Subprogram 14 has been incorrectly modified by the user.
M 59 Warning: equation zeroes all idle coefficients (and total) for
IR = , IV = , IP =
This message is printed when the user modifies the basic emission rate equations for the specified
region, vehicle type, and pollutant. All alternative emission equations cause MOBILES to zero all idle emission
equations corresponding to the region, vehicle type, and pollutant modified. (Note: The idle emission factor
option is disabled in MOBILES, as discussed in section 2.1.17.)
M 60 *** Error: exceeds ub of highest myg in
M 61 *** Error: default used for in index function
These messages indicate that a default exit has been taken from an index function. These messages are
generated by internal software error checks, and neither should occur unless the program code has been damaged.
The run is halted at this point. The program must be corrected and re-compiled before another run.
M 62 *** Error: out of bounds for new e.f. region (1 or 2 only)
This message is printed if the region to which a modified basic emission rate applies is specified to be
other than 1 (low altitude) or 2 (high altitude). This specification of region is independent of the region
specified in the Scenario descriptive record (section 2.3.1). See Table 2.2-4 and section 2.2.4.
M63 *** Error: out of bounds (O.«s. PCHC + PCCC s. 100.)
This message is printed if the sum of the cold-start and hot-start VMT percentages for catalyst-equipped
vehicles is not between 0 and 100 percent inclusive. See section 2.3.5.
May 1994
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3-12
M 64 *** Error: out of bounds (0. «s. PCHC+PCCC-
PCCN
M 66 *** Error: MYR of LDDT not equal to LDGT1 for JDX =
One or both of these messages is printed if the user enters a different registration distribution by age for
LDGVs than for LDDVs (M65), or for LDGTls than for LDDTs (M66). The registration distribution by age
for the total LDV (or LOT) fleet is to be input twice, once each for the gasoline-fueled and diesel light-duty
vehicles (or light-duty trucks). MOBILE5 apportions total registrations into the separate gasoline-fueled and
diesel groups based on diesel sales fractions by model year. See section 2.2.3.4.
M 67 *** Error: EFFTP > 0. and GSF = 0. for vehicle
This message is printed if the named vehicle type has a positive basic emission rate and a zero
registration distribution fraction. See section 2.2.3.
M 68 *** Error: EFFTP £ 0. AND VMTMIX > 0. for vehicle 0. and GSF = 0. for vehicle 0. for vehicle
-------
3-13
M 72 *** Error: out of bounds for I/M vehicle type Hag (1 to 2)
This message is printed if the value of ILDT(I) in the I/M program descriptive record, which represents
whether the vehicle type indicated is or is not subject to inspection, is not 1 or 2. See Table 2.2-6.
M 73 *** Error: out of bounds for short test type flag (1 to 4)
This message is printed if the value of ITEST (I/M test type for Tech F/+ vehicles) is not 1,2, 3 or 4.
See Table 2.2-6.
M 75 *** Error: out of bounds for anti-tampering program start year
This message is printed if the value of the start year for the selected anti-tampering program (ATP) is
not in the range 1960 to 2020 (60-99 or 00-20). See Table 2.2-7 and section 2A.1.2.
M 76 *** Error: out of bounds for anti-tampering program 1st model
year
This message is printed if the value of the first model year included in the selected ATP is not in the
range 1941 to 2020 (41-99 or 00-20). See Table 2.2-7 and section 2A.1.4.
M 77 *** Error: out of bounds for anti-tampering program last model
year
This message is printed if the value of the last model year included in the selected ATP is not in the
range 1941 to 2020 (41-99 or 00-20). See Table 2.2-7 and section 2A.1.5.
M 78 *** Error: out of bounds for anti-tampering vehicle type
(1 to 2)
This message is printed if the value entered for the ATP vehicle class inclusion flag for a particular
vehicle type is not either 1 (not covered) or 2 (covered). See Table 2.2-7.
M 79 *** Error: out of bounds for evap ATP effectiveness rate (0. to 1.)
This message is printed if the value calculated for the evaporative ATP effectiveness rate in the ATP
effectiveness rate matrices generated by MOBILES is not in the range 0.0 to 1.0. These rates act as percentage
credits, and hence must be nonnegative and not exceed unity.
M 80 *** Error: out of bounds for exh ATP effectiveness rate (0. to 1.)
This message is printed if the value calculated for the exhaust ATP effectiveness rate in the ATP
effectiveness rate matrices generated by MOBILES is not in the range 0.0 to 1.0. These rates act as percentage
credits, and hence must be nonnegative and not exceed unity.
May 1994
-------
3-14
M 81 *** Error: out of bounds for AER matrix file column sum (0. to 1.)
This message is printed if any column sum of each of the 4 exhaust ATP effectiveness rate matrices
generated by MOBILES is not in the range 0.0 to 1.0. These rates act as percentage credits, and hence must be
nonnegative and not exceed unity.
M 82 *** Error: out of bounds for type of I/M inspection [1 (test only)
or 2 (test and repair (computerized)) or 3 (test and repair (manual))]
This message is printed if the value of the I/M program type specified in the I/M descriptive record is
not 1, 2, or 3. The run is aborted at this point. See Table 2.2-6 and sections 2.2.5, 2A.1.12, 2A.1.13, and
2A.1.14.
M 83 Comment: One or more evaporative temperatures (input daily maximum, input
ambient, calculated hot soak, and/or calculated running loss) is 40°F or less, or the input
daily minimum is 25°F or less; no evaporative emission factors (hot soak, diurnal,
running loss, or resting loss) will be calculated
This message is printed if (1) one or more temperatures calculated by MOBILES for correction of
emissions (if TEMFLG = 1), or (2) the input ambient temperature (if TEMFLG = 2), is less than or equal to 40
degrees Fahrenheit (4 degrees Celsius); or (3) the input daily minimum temperature is less than or equal to 25
degrees Fahrenheit (-4 degrees Celsius). See section 2.2.11. Crankcase emissions will still be calculated,
resulting in a small non-zero evaporative emission factor, representing crankcase emissions only, under these
conditions.
M 84 *** Error: out of bounds for onboard VRS vehicle class flag (1
to 2)
This message is printed if the value of the IVOB flag for vehicle type IV, indicating whether or not the
vehicle type is subject to the requirements of an onboard vapor recovery system (VRS), is not 1 or 2. See Table
2.2-9 and section 2.2.7.
M 86 *** Error: out of bounds for no of stage II phase-in years (1 to 9)
This message is printed if the value of NPHASE in the Stage n VRS descriptive record, representing
the number of years allowed for complete phase-in of a Stage n VRS requirement, is not between 1 and 9. See
Table 2.2-9 and section 2.2.7.
M 87 *** Error: out of bounds for VRS or RVP
controls start year
This message is printed if any of the specified start years [for Stage n vapor recovery system (VRS),
onboard VRS, or "period 2" fuel volatility (RVP)] is not between 1989 and 2020 (89-99 and 00-20). See
sections 2.2.7 and 2.2.13.
May 1994
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3-15
M 88 *** Error: out of bounds for diesel sales fraction (0. to 1.)
This message is printed if the user has supplied diesel sales fractions by model year for LDVs and
LDTs, and one or more of the fractions is not between zero and one. See section 2.3.12.
M 89 *** Error: out of bounds for flag PROMPT (1 to 4)
This message is printed if PROMPT does not equal 1, 2, 3, or 4. The run is stopped, and this
correction must be made before the program will proceed. See section 2.1.1.
M 90 Warning: RVp is reset to
This message is printed if the input value for either "period 1" or "period 2" RVP, or the value of either
of these after fuel weathering is accounted for, is outside the RVP limits of 7.0 to 15.2 psi inclusive; or, if the
value of RVP to be used in the diurnal or hot soak evaporative emission factor calculation exceeds an upper
limit for each that depends on the temperature to be used in that calculation. See Table 2.2-10 and sections
2.2.12 and 2.2.13. The value printed first is reset by MOBILES to before the emission factors are
calculated.
M 91 *** Error: out of bounds for minimum daily temperature
M 91 *** Error: out of bounds for maximum daily temperature
One of these messages is printed if either the input minimum or maximum daily temperature is outside
the Limits set by MOBILES (0 < minimum < 100, 10 < maximum < 120). See Table 2.2-10 and section
2.2.11.
M 92 *** Error: Max daily temp = < min daily temp
This message is printed if the minimum daily temperature is greater than the maximum daily
temperature. See section 2.2.11.
M 93 *** Error: out of bounds for % TLVMT (set to zero.)
This message is printed if the user is supplying trip length distribution data to be used in calculating
running loss emission factors, and one or more of the values is not between zero and one. See section 2.3.13.
M 94 *** Error: % TLVMT sum not = 100. (will normalize)
This message is printed if the user is supplying trip length distribution data to be used in calculating
running loss emission factors, and the sum of the six values is not 100 (percent). MOBILES will normalize the
input and continue execution. See section 2.3.13.
M 95 *** Error: Ambient temperature = is < daily min temp or > daily
max temp
This message is printed if the ambient temperature (see section 2.3.4) is either less than the minimum
daily temperature or greater than the maximum daily temperature (see section 2.2.11).
May 1994
-------
3-16
M 96 Warning: speed reduced to 65 mph maximum
This message is printed if the average speed (if SPDFLG = 1) or one or more of the eight average
speeds (if SPDFLG = 2) is greater than 65 mph. MOBILES reduces the value to 65 mph and continues
execution. See section 2.3.3.
M 97 *** Error: out of bounds for Wade
Index calculation (CALUDI) of A, pass : must
be 2. 0.0
This message is printed if an unrealistic combination of very high fuel volatility (RVP) and
temperature values are used in the calculation of diurnal evaporative emissions. The run is aborted at this point.
Re-check all input RVP and temperature values. See sections 2.2.11 - 2.2.13.
M 98 Warning: Diurnal temperature rise (max temp - min temp = ) is > 40F;
diurnal evaporative emission factors will be calculated, but may be inaccurate.
This message is printed if the difference between the input daily minimum and maximum temperatures
is greater than 40 F° (22 C°). See section 2.2.11.
M 99 *** Error: out of bounds for Stage H efficiency for LDGV (0 to
100)
M 99 *** Error: out of bounds for Stage II efficiency for HDGV (0 to
100)
One of these messages is printed if the specified value for the efficiency of the Stage n vapor recovery
system (VRS) at controlling refueling emissions from LDGVs and LDGTs, or from HDGVs, is not between 0
and 100 (percent). See Table 2.2-9 and section 2.2.7.
M 100 *** Error: out of bounds for I/M Program waiver rate (0 to
50%)
This message is printed if the values specified for either waiver rate for I/M programs (one for pre-1981
model year vehicles and one for 1981 and later model year vehicles) on the I/M program descriptive record is not
between 0 and 50 percent inclusive. See Table 2.2-6 and sections 2.2.5 and 2A.1.6.
M 101 *** Error: out of bounds for frequency of I/M inspection [1
(annual) or 2 (biennial)]
This message is printed if the value for inspection frequency specified on the I/M program descriptive
record is not 1 or 2. See Table 2.2-6 and sections 2.2.5 and 2A.1.8.
M 103 *** Error: out of bounds for type of ATP program [1 (test
only) or 2 (test and repair)]
This message is printed if the value for program type on the anti-tampering program (ATP) descriptive
record is not 1 or 2. See Table 2.2-7, and sections 2.2.6 and 2A.1.12 and 13.
May 1994
-------
3-17
M 104 *** Error: out of bounds for frequency of ATP inspection [1
(annual) or 2 (biennial)]
This message is printed if the value for inspection frequency on the ATP descriptive record is not 1 or
2. See Table 2.2-7 and sections 2.2.6 and 2A. 1.8.
M 105 *** Error: out of bounds for ATP compliance rate, must be in
the range 0.% to 100.%, inclusive
This message is printed if the specified ATP compliance rate is not between 0 and 100 percent
inclusive. See Table 2.2-7 and sections 2.2.6 and 2A.1.7.
M 106 *** Error: out of bounds for ATP disablement inspections [1
(no) or 2 (yes)]
This message is printed if the value of any of the eight flags on the ATP descriptive record, indicating
whether or not each of eight possible inspections is performed, is not 1 or 2. See Table 2.2-7 and sections
2.2.6 and 2A.2.3 through 2A.2.10.
M 107 *"** Error: Error reading ATP program description in the ONE-TIME data section
This message is printed if there is an error in reading the ATP descriptive record. The run is aborted at
this point. Check the formats and all input values closely. See Table 2.2-7.
M 108 Warning: The user supplied compliance rates are not equal.
ATP compliance rate:
I/M program #1 compliance rate:
I/M program #2 compliance rate:
Pressure Check compliance rate:
Purge Check compliance rate:
This message is printed if two or more applicable compliance rates are not identical. Since inspection
and maintenance (I/M) programs, anti-tampering programs (ATP), and functional pressure and/or purge tests of
evaporative emission control systems generally would be operated in combination, the user's attention is drawn
to the inconsistency in compliance rates. See sections 2.2.5 and 2.2.6.
M 109 Warning: The user supplied inspection frequencies are not equal.
ATP inspection frequency:
I/M program #1 inspection frequency:
I/M program #2 inspection frequency:
Pressure Check inspection frequency:
Purge Check inspection frequency:
This message is printed if two or more applicable inspection frequencies are not identical. Since
inspection and maintenance (I/M) programs, anti-tampering programs (ATP), and functional pressure and/or
purge tests of evaporative emission control systems generally would be operated in combination, the user's
attention is drawn to the inconsistency in inspection/test frequencies. See sections 2.2.5 and 2.2.6.
May 1994
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3-18
M 110 Warning: The user supplied inspection types are not equal.
ATP inspection type:
I/M program #1 inspection type:
I/M program #2 inspection type:
Pressure Check inspection type:
Purge Check inspection type:
This message is printed if two or more applicable inspection types are not identical. Since inspection
and maintenance (I/M) programs, anti-tampering programs (ATP), and functional pressure and/or purge tests of
evaporative emission control systems generally would be operated in combination, the user's attention is drawn
to the inconsistency in inspection type. See sections 2.2.5 and 2.2.6.
M 111 *** Error: max daily temp
This message is printed if TEMFLG = 1 and one of the temperatures calculated for correction of
exhaust, evaporative, running loss, or resting loss emissions is outside of the range of the specified minimum
and maximum daily temperatures. Since these calculations use the input minimum and maximum daily
temperatures to start with, this is an internal error check. If this message appears, and the minimum and
maximum daily temperatures are correct and meet all of the necessary conditions, damage has occurred to either
the source code or the compiled program. Re-compile and attempt the run again.
M 114 Warning: Purge Check emission benefits assume the use of a dynamometer and the
IM240 transient test procedure driving cycle.
This message is printed if the model year coverage for the Purge Check covers model years not included
by an I/M program using the IM240 transient test procedure see sections 2.2.5 and 2.2.6.
M 115 *** Error: out of bounds for number of ETP phase-in years (1 to
4)
This message is printed if the input value for the number of phase-in years for the new evaporative
emission test procedure (ETP) is less than one or greater than four. See section 2.2.4.
M 116 *** Error: is out of bounds for ETP phase-in rate (0 to
100%)
This message is printed if the input value of any one of the 4 ETP phase-in rates (fraction of vehicles
required to certify using new ETP in each model year) is not in the range 0.0 to 1.0. See section 2.2.4.
M 117 *** Error: out of bounds for by model year table pick (1 to 2)
This message is printed if the values of the two flags at the end of the by model year inclusion vector
are not 1 or 2. See section 2.2.18.
May 1994
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3-19
M 118 *** Error: Input of diesel sales fractions not allowed in One-Time Data section
This message is printed if the user sets DSFLAG = 2 on the LAP record and also sets LOCFLG = 2.
See sections 2.2.15 and 2.3.12.
M 120 *** Warning: is out of bounds for evaluation month of a
reformulated gas area. Must be 1 (Jan) or 7 (July). Season will default to summer.
This message is printed if the input value of the month of evaluation is not equal to one or seven. See
section 2.3.6.
M 121 *** Warning: No emission credit from evaporative control system inspection will
be given unless gas cap inspection also required
This message is printed if an ATP is specified that includes evaporative emission control system
inspection but does not include gas cap inspection. See section 2.2.6.4 and Table 2.2-7.
The error messages M 122 through M 152 have been added to the program to assist users in isolating
errors in the input data. As can be seen, the text of each message directs die user to the point in the input data
file where the error occurred. In most cases, the generation of one of these error messages means that the
formatting of the data is incorrect. The user should check the input data file and formatting requirements
closely. See the relevant sections of Chapter 2 (MOBILES Input).
M 122 *** Error: Error occurred in reading mileage accrual rates
M 123 *** Error: Error occurred in reading registration distributions
M 124 *** Error: Error occurred in reading a verticaUy input flag
M 125 ""i"" Error: Error occurred in reading a horizontally input flag
M 126 *** Error: Error occurred in reading a replacement tampering rate
M 127 *** Error: Error occurred in reading the VMT mix record
M 128 *** Error: Error occurred in reading the replacement emission factor rates
M 129 *** Error: Error occurred in reading the I/M program descriptive record
M 130 *** Error: Error occurred in reading the Stage II or onboard VRS input record
M 131 *** Error: Error occurred in reading the local area parameter record
M 132 *** Error: Error occurred in reading the scenario descriptive record
M 133 *** Error: Error occurred in reading the additional correction factor record
M 134 *** Error: Error occurred in reading the By Model Year selection flags
May 1994
-------
3-20
M 135 *** Warning: All effects of the 1990 Clean Air Act Amendments have been
disabled.
This message is printed to remind the user that the effects of new vehicle and fuel regulations required
under the Clean Air Act Amendments of 1990 have been "turned off' if the input value of NEWFLG is five or
six. See sections 2.1.8 and 2.2.4.
M 137 ***Error: Error occurred in reading the oxygenated fuels descriptive record
M 138 ***Error: Error occurred, in reading diesel sales fractions
M 139 *** Error: out of bounds for ETP phase-in year (1995 to
2020)
This message is printed if the value input for any of the one to four phase-in years for the new
evaporative emission test procedure (ETP) is not in the range 1995 to 2020. See section 2.2.4.2.
M 144 *** Error: Error occurred in reading ETP parameters
This message is printed if the input value of the ETP parameters does not match the format that
MOBILES is expecting. See the section relating to the ETP option.
M 145 *** Error: is out of bounds for evaluation month 1 (Jan) or 7
(July)
This message is printed if the input value for the month of evaluation is not equal to one or seven.
See section 2.3.6.
M 146 *** Warning: Diurnal emission are zero when Tmax-Tmin
-------
3-21
M 148 *** Error: User-supplied market share weighted average of oxygen content has to
be at least 2.1% for a reformulated gas area.
This message is printed when several conditions have been met. If the input value of the oxygenated
fuels flag is two, the input value of the reformulated gas flag is two, and the oxygen contents specified in the
oxygenated fuels input record (for ether/gasoline and alcohol/gasoline blends) are such that the weighted average
oxygenate content is less than 0.021. See sections 2.2.14 and 2.2.16.
M 149 *** Error: is out of bounds for Fuel Volatility Class (A - E).
This message is printed if reformulated gasoline requirements are being modeled and the input value of
fuel volatility class is anything other than an upper-case letter A, B, C, D, or E. Sections 1.4.2, 2.2.10, and
2.2.16, which discuss the modeling of reformulated gasoline and the input of a value for fuel volatility class,
should be closely reviewed.
M 150 *** Error: is out of bounds for Pass/Purge/Pressure
rate (0 to 100%).
This message is printed if the input value of any one of the compliance rates for functional pressure or
purge tests of the evaporative emission control system are not in the range 0.0 to 1.0. See section 2.2.6.3.
M 151 *** Error: The Pass/Purge/Pressure rate sum does not equal 100%)
This message is printed if any values are included within the first 15 columns after (to the right of) the
"month" variable on the scenario data record. The first 15 spaces after the last variable on each input record
must be blank, as some of those locations are used for internal diagnostic inputs to the model.
M 152 Warning: The I/M descriptive record field elements have changed from MOBILE4.1
to MOBILES. The three year values 1) I/M start year, 2) Purge start year, and 3) Pressure
start year have been replaced. Please consult the MOBILES Users Guide.
This message occurs when a non-standard MOBILE4.1 input file, using either the pressure, purge
and/or IM240 test procedures, is used as input for MOBILES. See sections 2.2.5 and 2.2.6.
M 153 Warning: Refueling emissions in grams per gallon are only available using the
120-coIumn descriptive output option (OUTFMT = 3 or 5). See User's Guide to
MOBILES, chapters 2.1.15, 2.1.19, and 2.1.20 for more information.
This message is printed whenever the user sets HCFLAG = 3 (requesting expanded evaporative
emission factor output), and sets OUTFMT to values other than 3 or 5. See sections 2.1.15, 2.1.19, and
2.1.20.
M 195 Warning: There is no user application of this feature which would be acceptable
for submission to EPA
This message is printed in conjunction with messages M12, M13, M14, M15, M16, Ml 19, M136,
M140, M141, M142, and M143. It is an additional warning to the user attempting to activate a feature of the
model that is intended only for use by EPA.
May 1994
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3-22
3.3 FORMATTED REPORT OUTPUTS
Six types of formatted emission factor reports can be produced by MOBILES. These reports include the
information necessary to identify the scenario being studied and the calculated emission factors by vehicle type.
The type of formatted report produced is controlled by the user through the value assigned to the OUTFMT flag
in the Control data section . The structures of the formatted report formats are discussed below, and some are
illustrated in Chapter 5 (MOBILES Examples).
The user specifies which of the six possible formatted reports is to be generated through assignment of
a value to the OUTFMT flag in the Control data section (section 2.1.15). If OUTFMT = 1, 2, or 6, then
MOBILES generates a formatted data set suitable for use as an input file for subsequent computer analysis
("numeric" output formats and "spreadsheet" format). If OUTFMT = 3 or 4, a report more suitable for visual
inspection and analysis ("descriptive" format) is generated. These latter outputs are designed to provide a well-
annotated record of the user's analysis. If OUTFMT = 5, the output produced by OUTFMT = 3 is produced
along with additional tables providing detailed by model year emission factor information.
3.3.1 MACHINE READABLE (QUTFMT = 1. 2. or 6)
The "long numeric output" (OUTFMT = 1) and the "spreadsheet output" (OUTFMT = 6) are very
similar, and thus are described together in this section. Both options begin with a two-line header for every run.
On the first line is the project identification label supplied by the user (section 2.1.3). On the next line is
printed the MOBILE model version information [e.g., MOBILESa (26-Mar-93)], followed by a blank line.
If OUTFMT = 1, a 222-column numerical format report is generated. OUTFMT = 1 contains four
heading records, which provide minimal column descriptions. Column 1 contains the heading, "Reg" (printed
on three rows). Column 2 contains the heading "CY". Columns 3-10 are spanned by the heading "Vehicle
Speeds" (printed in row three). Column 11 contains the heading "Amb Tern" (printed on rows two and three).
Columns 12-14 contains the heading "Cold/Hot Start" (printed on row three). Column 15 contains the heading
"Alt. in Ft." (printed on rows two and three). Column 16 contains the heading "Pol" (printed on three rows).
Columns 17-26 are spanned by the heading "Composite Emission Factors" and the subheadings "LDGV LDGT1
LDGT2 LDGT HDGV LDDV LDDT HDDV MC All Veh" (printed on rows two and three). Columns 27-34
are spanned by the heading "Vehicle Mix" and the headings "LDGV LDGT1 LDGT2 HDGV LDDV LDDT
HDDV MC" (printed on rows two and three). Column 35 contains the heading "Scenario Title" (printed on row
three). The three-line header is followed by a line of dashes underlining all of the columns described above.
If OUTFMT = 6, the spreadsheet readable format is generated. The data are in comma-separated variable
(CSV) format, which is readable by either LOTUS or EXCEL spreadsheet software. At the top of each scenario,
four lines of descriptive output are found. In the first row: column A contains the label "I/M Program:",
column C indicates whether or not an I/M program is modeled (section 2.1.9), column E contains the label
"Anti-tarn Program:", column G indicates whether or not an ATP is modeled (section 2.1.11), column I
contains the label "Reformulated Gas:", column K indicates whether or not a reformulated gasoline (RFG)
program is modeled (section 2.2.16). In the second row: column A contains the label "Minimum Temp:",
column C contains the minimum temperature for that scenario (section 2.2.11), column E contains the label
"Maximum Temp:", column G contains the maximum temperature for that scenario (section 2.2.11), column I
contains the label "Period 1 Rvp:", column K contains the "Period 1" RVP value (section 2.2.12), column M
contains the label "Period 2 RVP:", column O contains the "Period 2" RVP value (section 2.2.13), column Q
contains the label "Period 2 start year:", and column T contains the period 2 start year (section 2.2.13).
Rows three and four are similar to those for OUTFMT = 1, except that the order of the columns has
been changed to put the more important information toward the left side of the spreadsheet. The less important
information has been moved toward the right of the spreadsheet. These changes are applicable to OUTFMT = 6
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only (OUTFMT = 1 remains as it was in MOBILE4.1, with the one exception that the idle emission factor
results have been removed). Column A contains the label "Pollutant" (printed on row four). Column B
contains the label "Cal. Year" (printed on row four). Columns C-L are spanned by the label "Composite
Emission Factors" and the label "LDGV ef LDGT1 ef LDGT2 ef LDGT ef HDGV ef LDDV ef LDDT ef HDDV
ef MC ef All Veh" (printed on rows three and four). Column M contains the label "Amb. Temp." (printed on
row four). Columns N-P are spanned by the label "Operating Percentages", and the label "Cold Hot Stabilized"
(printed on rows three and four). Column Q contains the label "Alt. (Ft)" (printed on row four). Column Q
contains the label "Region" (printed on row four). Columns S-Z are spanned by the label "Vehicle Speed" and
the label "LDGV speed LDGT1 speed LDGT2 speed HDGV speed LDDV speed LDDT speed HDDV speed MC
speed" (printed on rows three and four). Columns AA-AH are spanned by the label "Vehicle Mix" and the label
"LDGV mix LDGT1 mix LDGT2 mix HDGV mix LDDV mix LDDT mix HDDV mix MC mix" (printed on
rows three and four). Column AI contains the label "Scenario Title" (printed on row four).
The headers for both options are followed by a description of the month of evaluation (section 2.3.6)
and one to eight records per scenario evaluated. The number of records produced for each scenario is determined
by the values assigned in the Control section to PRTFLG (which determines which pollutants are to have
emission factors calculated) and HCFLAG (which determines how the breakdown on HC emission factors by
source is presented).
Each record of these two output formats consist of 35 subject columns. (In the description that
follows, the term "column" is used to refer to the subject columns, while the term "character" is used to refer to
the number of individual, one-space columns spanned by the subject column.) When OUTFMT = 6, the subject
columns are ordered A, B, C,..., X, Y, Z, AA, AB AI instead of 1, 2,..., 35, and the characters are referred
to as cells or labels depending on the context. The subject columns and the value(s)/cells/labels shown in each
are described below:
Column 1: Region (OUTFMT=1). The column is one character wide (format II). The column
heading is "Reg" (printed vertically). The value shown is either 1 (low-altitude) or 2 (high-altitude). This
column contains values on all exhaust emission factor records, but is blank for the component HC emission
factor records.
Column 2: Calendar year of evaluation (OUTFMT=1). The column is three characters wide (format
IX, 12). The column heading is "CY." The value shown is the last 2 digits of the calendar year of evaluation.
(Note that CY 2000-2009 will appear as 0, 1, ..., 9, not 00, 01,.... 09.) This column contains values on all
exhaust emission factor records, but is blank for the component HC emission factor records. See section 2.3.2.
Columns 3-10: Vehicle Speeds (OUTFMT=1'). The column is 40 characters wide (format 8F5.1).
The column heading is "Vehicle Speeds." The values shown are the average speeds used for each of the eight
vehicle classes, in this order: LDGV, LDGT1, LDGT2, HDGV, LDDV, LDDT, HDDV, MC. If SPDFLG =
1, all eight speeds have the same value. In print, the values are separated by slashes (/). For example, if
SPDFLG = 1 (section 2.1.5) and speed = 19.6 mph (section 2.3.3), this line appears:
19.6/19.6/19.6/19.6/19.6/19.6/19.6/19.6
This column contains values on all exhaust emission factor records, but is blank for the component HC
emission factor records.
Column 11: Ambient Temperature (OUTFMT=1'). The column is four characters wide (format IX,
13). The column heading is "Amb Tern" on two lines. The value(s) that appear in this column depend on the
value of TEMFLG (section 2.1.14). If TEMFLG = 1, the temperature(s) calculated by MOBILES based on the
input minimum and maximum daily temperatures for the correction of exhaust HC, CO, and NOx emission
May 1994
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factors are printed on the applicable line. If TEMFLG = 2, the input ambient temperature (section 2.3.4) is
echoed back on the exhaust emission factor records. This column contains values on all exhaust emission factor
records, but is blank for the component HC emission factor records (exhaust, evaporative, refueling, running
loss, and resting loss).
Columns 12-14: Operating Mode Fractions (OUTFMT=1). The column is 18 characters wide (format
3F6.1). The column heading is "Cold/Hot Start." The values that appear are the input values for PCCN,
PCHC, and PCCC (section 2.3.5), in that order. This column contains values on all exhaust emission factor
records, but is blank for the component HC emission factor records.
Column 15: Altitude (OUTFMT=1). The column is 7 characters wide (format F7.0). The column
beading is "Alt. in Ft." on two lines. This feature is residual from earlier versions of the model. The value
listed will be either 500 [if the input region is 1 (low- altitude)] or 5500 [if the input region is 2 (high-altitude)]
(section 2.3.1). This column contains values on all exhaust emission factor records, but is blank for the
component HC emission factor records.
Column 16: Pollutant (OUTFMT=D. The column is two characters wide (format 1X.A1). The
column heading is "Pol" printed vertically. The values and their corresponding identification of pollutants are:
Value Pollutant
1 Total HC (sum of exhaust, evaporative, refueling, running loss, and resting loss)
X Exhaust HC
V Evaporative HC (includes crankcase emissions)
R Refueling HC
T Running loss HC
S Resting loss HC
2 Exhaust CO
3 Exhaust NOx
Columns 17-26: Composite Emission Factors (OUTFMT=1). The next ten columns are each eight
characters wide (format 10F8.3). The column headings are "Composite Emission Factors" centered over all 80
characters, with the individual columns headed by "LDGV LDGT1 LDGT2 LDGT HDGV LDDV LDDT HDDV
MC All Yeh". These represent the emission factors for the pollutant identified in column 16, for the following
vehicle classes in order: light-duty gasoline-fueled vehicles, light-duty gasoline-fueled trucks 1 (up to 6000 Ib
GVW), light-duty gasoline-fueled trucks 2 (6001-8500 Ib GVW), all LDGTs together (weighted results for
LDGT Is and LDGT2s), heavy-duty gasoline-fueled vehicles (over 8500 Ib GVW), light-duty diesel vehicles,
light-duty diesel trucks (up to 8500 Ib GVW), heavy-duty diesel vehicles (over 8500 Ib GVW), motorcycles, and
all vehicles combined (weighted by the VMT mix; see below). The emission factors are listed to 3 decimal
places (0.001 g/mi) in this type of formatted report.
Columns 27-34: VMT Mix (OUTFMT=1). The next eight columns are each six characters wide
(format 8F6.3). The column headings are "Vehicle Mix" centered over all 48 columns, with the individual
columns headed in order by: "LDGV," "LDGT1," "LDGT2," "HDGV," "LDDV," "LDDT," "HDDV," and
"MC." The values are the VMT mix input by the user for the current scenario (section 2.3.8), or the VMT mix
calculated by the model (if the user did not supply VMT mix as input data). This column contains values on all
exhaust emission factor records, but is blank for the component HC emission factor records.
Column 35: Scenario Title (OUTFMT=1). The column is 17 characters wide (format 1X.4A4). The
heading is "Scenario Tide." The value is the echo of the scenario tide input as part of the Local Area Parameter
record. See sections 2.2.8 and 2.2.9 and Table 2.2-10.
May 1994
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Column A: Pollutant (OUTFMT=6). The column heading is "Pollutant". The labels and their
corresponding identification of pollutants are:
Value Pollutant
1 Total HC (sum of exhaust, evaporative, refueling, running loss, and resting loss)
X Exhaust HC
V Evaporative HC (includes crankcase emissions)
R Refueling HC
T Running loss HC
S Resting loss HC
2 Exhaust CO
3 Exhaust NOx
Column B: Calendar year of evaluation (OUTFMT=6). The column heading is "Cal. Year". The
value shown is the calendar year of evaluation (section 2.3.2). This column contains values on all emission
factor records.
Columns C-L: Composite Emission Factors (OUTFMT=6). The column headings are "Composite
Emission Factors", with the individual columns headed in order by: "LDGV LDGT1 LDGT2 LDGT HDGV
LDDV LDDT HDDV MC All Veh". These represent the emission factors for the pollutant identified in column
A, for the following vehicle classes in order: light-duty gasoline-fueled vehicles, light-duty gasoline-fueled
trucks 1 (up to 6000 Ib GVW), light-duty gasoline-fueled trucks 2 (6001-8500 Ib GVW), all LDGTs together
(weighted results for LDGTls and LDGT2s), heavy-duty gasoline-fueled vehicles (over 8500 Ib GVW), light-
duty diesel vehicles, light-duty diesel trucks (up to 8500 Ib GVW), heavy-duty diesel vehicles (over 8500 Ib
GVW), motorcycles, and all vehicles combined (weighted by the VMT mix; see columns AA-AH). The
emission factors are listed to 3 decimal places (0.001 g/mi) in this type of formatted report.
Column M: Ambient Temperature (OUTFMT=6). The column heading is "Amb Tern" on one line.
The value(s) that appear in this column depend on the value of TEMFLG (section 2.1.14). If TEMFLG = 1, the
temperature(s) calculated by MOBILES based on the input minimum and maximum daily temperatures for the
correction of exhaust HC, CO, and NOx emission factors are printed on the applicable line. If TEMFLG = 2,
the input ambient temperature (section 2.3.4) is echoed back on the exhaust emission factor records. This
column contains values on all emission factor records.
Columns N-P: Operating Mode Fractions (OUTFMT=6). The column heading is "Operating
Percentages" with the individual cells in the row below "Cold Hot Stabilized." The values that appear are the
input values for PCCN, PCHC, and PCCC (section 2.3.5), in that order. This column contains values on all
exhaust emission factor records, but is blank for the component HC emission factor records.
Column O: Altitude (OUTFMT=6). The column heading is "Alt. (Ft.)" on one line. This feature is
residual from earlier versions of the model. The value listed is either 500 [if the input region is 1 (low-
altitude)] or 5500 [if the input region is 2 (high-altitude)] (section 2.3.1). This column contains values on all
exhaust emission factor records, but is blank for the component HC emission factor records.
Column R: Region (OUTFMT=6). The column heading is "Region". The value shown is either 1
(low-altitude) or 2 (high-altitude) (section 2.3.1). This column contains values on all exhaust emission factor
records, but is blank for the component HC emission factor records.
Columns S-Z: Vehicle Speeds (OUTFMT=6). The column heading is "Vehicle Speeds." The values
shown are the average speeds used for each of the eight vehicle classes, in this order: LDGV, LDGT1, LDGT2,
HDGV, LDDV, LDDT, HDDV, MC. If SPDFLG = 1 (section 2.1.5), all eight speeds have the same value.
May 1994
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This column contains values on all exhaust emission factor records, but is blank for the component HC
emission factor records.
Columns AA-AH: Vehicle Mix (OUTFMT=6). The column headings are "Vehicle Mix" centered over
all 48 columns, with the individual columns headed in order by: LDGV, LDGT1, LDGT2, HDGV, LDDV,
LDDT, HDDV, MC. The values are the VMT mix input by the user for the current scenario (section 2.3.8), or
the VMT mix calculated by MOBILES if the user did not supply a VMT mix as input to the model. This
column contains values on all exhaust emission factor records, but is blank for the component HC emission
factor records
Column AI: Scenario Title (OUTFMT=6). The heading is "Scenario Title." The value is the echo of
the scenario title input as part of the Local Area Parameter record.
3.3.2 142.COLUMN NUMERIC FORMAT (OUTFMT = 2>
If OUTFMT = 2, a somewhat shorter numeric format report is generated. This report begins with a
two-line header for every run. On the first line is the project identification supplied by the user (section 2.1.3),
followed by MOBILE model version information [e.g., "MOBILESa (26-Mar-93)"] on the next line, and then a
blank line. As in the case of the longer numeric format reports discussed in the preceding section, it consists of
three heading records providing minimal column descriptions, followed by one to eight records per scenario
evaluated. The number of records produced for each scenario is determined by the values assigned to the
PRTFLG and HCFLAG flags in the Control section.
If OUTFMT = 2, a 142-column numerical format report is generated. This report contains three
heading records, which provide minimal column descriptions. Column 1 contains the heading, "Reg" (printed
on three rows). Column 2 contains the heading "CY". Column 3 contains the heading "Amb Tern" (printed on
rows two and three). Columns 4-6 contains the heading "Cold/Hot Start" (printed on row three). Column 7
contains the heading "Pol" (printed on three rows). Columns 8-17 are spanned by the heading "Composite
Emission Factors" and the heading "LDGV LDGT1 LDGT2 LDGT HDGV LDDV LDDT HDDV MC All Veh"
(printed on rows two and three). Columns 18-25 are spanned by the heading "Vehicle Mix" and the headings
"LDGV LDGT1 LDGT2 HDGV LDDV LDDT HDDV MC" (printed on rows two and three). The three line
header is followed by a line of dashes under all of the columns described above.
The headers are followed by a description of the month of evaluation (section 2.3.6) and one to eight
records per scenario evaluated. The number of records produced for each scenario is determined by the values
assigned to the PRTFLG and HCFLAG flags in the Control section (see section 2.1).
Each record of this output format consists of 25 subject columns. (In the description that follows, the
term "column" is used to refer to the subject columns, while the term "character" is used to refer to the number
of individual one-space columns spanned by the subject column.) Note that this output often will be truncated
after a maximum of 132 columns if printed in landscape format on standard 8.5x11 inch paper and using standard
fonts unless wrapped around. (See the discussion of carriage control characters provided in Chapter 4.) The
subject columns and the value(s) shown in each are described below:
Column 1: Region. The column is one character wide (format II). The column heading is "Reg"
(printed vertically). The value shown is either 1 (low-altitude) or 2 (high-altitude) (section 2.3.1). This column
contains values on all exhaust emission factor records, but is blank for the component HC emission factor
records.
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Column 2: Calendar year of evaluation. The column is three characters wide (format IX, 12). The
column heading is "CY." The value shown is the last 2 digits of the calendar year of evaluation. Note that CY
2000-2009 will appear as 0, 1,.... 9, not 00, 01,..., 09. This column contains values on all exhaust emission
factor records, but is blank for the component HC emission factor records. See section 2.3.2.
Column 3: Ambient Temperature. The column is five characters wide (format 1X,I3,1X). The
column heading is "Amb Tern" on two lines. The value(s) that appear in this column depend on the value of
TEMFLG (section 2.1.14). If TEMFLG = 1, the temperature(s) calculated by MOBILES based on the input
minimum and maximum daily temperatures for the correction of exhaust HC, CO, and NOx emission factors are
printed on the applicable line. If TEMFLG = 2, the input ambient temperature (section 2.3.4) is echoed back on
the exhaust emission factor records. This column contains values on all exhaust emission factor records, but is
blank for the component HC emission factor records.
Column 4-6: Operating Mode Fractions. The column is 18 characters wide (format 3F6.1). The
column heading is "Cold/Hot Start." The values that appear are the input values for PCCN, PCHC, and PCCC
(see section 2.3.5), in that order. This column contains values on all exhaust emission factor records, but is
blank for the component HC emission factor records.
Column 7: Pollutant. The column is two characters wide (format 1X,A1). The column heading is
"Pol" printed vertically. The values and their corresponding identification of pollutants are:
Value Pollutant
1 Total HC (includes exhaust, evaporative, refueling, running loss, and resting loss emissions)
X Exhaust HC
V Evaporative HC (includes crankcase emissions)
R Refueling HC
T Running loss HC
S Resting loss HC
2 Exhaust CO
3 Exhaust NOx
Columns 8-17: Composite Emission Factors. The next ten columns are each seven characters wide
(format 10F7.2). The column headings are "Composite Emission Factors" centered over all 70 characters, with
the individual columns headed in order by: "LDGV:, "LDGT1", "LDGT2", "LDGT", "HDGV", "LDDV",
"LDDT", "HDDV", "MC", and "All Veh." These represent the emission factors for the pollutant identified in
column 7, for the following vehicle classes in order: light-duty gasoline-fueled vehicles, light-duty gasoline-
fueled trucks 1 (up to 6000 Ib GVW), light-duty gasoline-fueled trucks 2 (6001-8500 Ib GVW), all LDGTs
together (VMT-weighted results for LDGTls and LDGT2s), heavy-duty gasoline-fueled vehicles (over 8500 Ib
GVW), light-duty diesel vehicles, light-duty diesel trucks (up to 8500 Ib GVW), heavy-duty diesel vehicles (over
8500 Ib GVW), motorcycles, and all vehicles combined (weighted by the VMT mix; see columns 18-25 below).
The emission factors are listed to two decimal places (0.01 g/mi) in this type of formatted report.
Columns 18-25: VMT Mix. The next eight columns are each five characters wide [format
8(1X,F4.3)]. The column headings are "Vehicle Mix" centered over all 48 columns, with the individual
columns "LDGV," "LDGT1," "LDGT2," "HDGV," "LDDV," "LDDT," "HDDV," and "MC." The values are
the VMT mix input by the user for the current scenario (section 2.3.8). This column contains values on all
exhaust emission factor records, but is blank for the component HC emission factor records.
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3.3.3 112.rOUIMN DESCRIPTIVE FORMAT fQIJTFMT = .^
If OUTFMT = 3, a well-annotated descriptive format output is produced. This format is designated for
ease of visual inspection, with more complete labeling and heading information. The 112-column width allows
this format to be printed in landscape format (sideways) on standard 8.5x11 paper.
The exact content of the report is determined by a number of flag settings. Information applicable to
the entire run (all scenarios) is listed first, followed by a series of blocks, one per scenario evaluated. The
scenario output blocks are separated by solid lines.
The first line of the report is the project title input by the user (section 2.1.1). The second line
provides MOBILE model version information [e.g., "MOBILESa (26-Mar-93)"]. This is followed by a blank
line, diagnostic messages that are applicable to the next block of scenarios (unless output units have been
reassigned), and then by optional information if applicable.
After the diagnostic messages, the information applicable to the entire run (all scenarios) is listed. For
example, if the user has set the NEWFLG = 3 or 4 (section 2.1.8) the following is printed: "Evaporative Test
Procedure Phase-in Years and Percentages:"
If one local area parameter record is to be applied to all scenarios (LOCFLG = 2), this information is
printed on the next two lines. The first line lists the scenario name and the minimum and maximum daily
temperatures. The second line lists the period 1 RVP, the period 2 RVP, and period 2 start year. Each is clearly
indicated with a label.
Finally, one of the following messages will be printed before the individual scenario results, depending
on the value assigned to NMHFLG in the Control data section. If NMHFLG = 1: "Total HC emission factors
include evaporative HC emission factors"; if NMHFLG =2: "Non-methane HC emission factors include
evaporative HC emission factors"; if NMHFLG = 3: "Volatile organic compound emission factors include
evaporative HC emission factors"; if NMHFLG = 4: "Total organic gasses emission factors include evaporative
HC emission factors"; and if NMHFLG = 5: "Non-methane organic gasses emission factors include evaporative
HC emission factors".
After the line indicating the start of a scenario output block, the following messages are printed for
every scenario if applicable to that run:
IfTAMFLG = 2:
"User-supplied tampering and misfueling rates"
IfMYMRFG = 2:
"User-supplied mileage accrual distributions"
IfMYMRFG=3:
"User-supplied vehicle registration distributions"
IfMYMRFG = 4:
"User-supplied mileage accrual distributions, vehicle registration distributions"
May 1994
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These messages are followed by four lines describing the scenario being modeled. The first line
includes the description of the month of evaluation. The second line contains the calendar year of evaluation,
indicates whether or not an I/M program is modeled, the ambient temperatures used to correct exhaust, and the
region (low- or high-altitude). The three ambient temperatures apply in order to HC, CO, and NOx emissions.
The third line indicates whether or not an ATP is modeled, the operating mode fractions and altitude (500 ft for
low-altitude and 5500 ft for high-altitude). Finally the fourth line indicates whether or not there is a
reformulated gasoline (RFG) program in effect. Each of these is clearly labeled.
Two additional lines containing the local area parameter record information follow, if LOCFLG = 1
(separate local area parameter record for each scenario). The first line lists the scenario name and the minimum
and maximum daily temperatures. The second line lists the period 1 RVP, the period 2 RVP, and the period 2
start year. Each is clearly indicated by a label.
The next line starts with "Veh. Type:" and continues across with ten column headings. In order, these
are LDGV, LDGT1, LDGT2, LDGT, HDGV, LDDV, LDDT, HDDV, MC, and All Veh. The remaining lines
in the output each consist of an identifier at left, with the values for that line, for each of the ten vehicle types
or groups, following under the appropriate headings.
The next line is "Veh. Speeds" with values entered only in the eight columns for which vehicle average
speed is used to correct the emission factors. The next line is "VMT Mix:" with VMT fractions by vehicle
class entered in the appropriate columns. (No speed or VMT Mix values will appear under the combined
LDGT1 and LDGT2 "LDGT" column or the "All Veh" column.) If the user has chosen to model the California
low-emitting vehicle (LEV) option (section 2.3.1) then the next line is "ZEV Fract:" with the percentages of
zero-emitting vehicles (ZEVs) by vehicle class for LDGV and LDGT1 entered in the appropriate columns.
The next line reads "Composite Emission Factors (Gm/Mile)." This line precedes a set of one to eight
lines of emission factors, depending on the pollutants to be printed (PRTFLG) and whether component HC
emission factors ate to be printed (HCFLAG). If all eight lines appear, they are in the following order:
Value Pollutant
1 Total HC (includes exhaust, evaporative, refueling, running loss, and resting loss emissions)
X Exhaust HC
V Evaporative HC (includes crankcase emissions)
R Refueling HC
T Running loss HC
S Resting loss HC
2 Exhaust CO
3 Exhaust NOx
Unless the expanded evaporative emission factor output has been selected by the user (section 2.1.19),
this will complete the output block for an individual scenario. If the expanded evaporative emission factor
output is selected, then there will be one more section to the output. This last block of output will contain the
detailed evaporative HC emission factors on three lines. On the first line is the message "Evaporative
Emissions by Component", several spaces , "Weathered RVP:", the weathered RVP value, several spaces, "Hot
Soak Temp:", and the hot soak temperature. On the second line: "(Hot Soak: g/trip, Diurnals & Multiples: g,
Refueling: g/gal, Resting Loss: g/hr, Crankcase: g/mi)", several spaces, "Running Loss Temp:" and the
running loss temperature. On the third line there are several spaces, "Resting Loss Temp:" and the resting loss
temperature. Six additional lines of emission factors are then printed, lined up under the column headings for
vehicle type from the standard emission factor portion of the output. These are labeled in order: Hot Soak,
WtDiumal, Multiple, Crankcase, Refuel, and Resting.
May 1994
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The use of these evaporative emission factors may be required for development of inventories that are
spatially and temporally allocated, as required for input to many airshed models. The hot soak emission factor is
in g/trip, corresponding to the hot soak emissions per vehicle per trip-end. The diurnal emission factor accounts
for all full (one-day), partial, and zero diurnal events, weighted for the relative frequency of occurrence of each.
The units are grams (grams per vehicle per day). The multiple diurnal emission factor represents only those
vehicles actually experiencing multiple diurnal events, and is also in grams (grams per vehicle per day). The
refueling emission factor in the expanded evaporative emission output is in grams per gallon of dispensed fuel
(g/gal), and thus can be used in conjunction with fuel sales data (such as tax records) to estimate refueling
emission inventories independently of vehicle miles traveled (VMT). See section 2.2.7.6. Running losses are
presented in g/mi in this section as well, since (like exhaust emissions) they occur while a vehicle is traveling.
Resting losses are presented as grams per hour (g/hr), and this emission factor is applicable to all vehicles for all
hours (24 hours per day).
3.3.4 8Q.COLUMN DESCRIPTIVE FORMAT fOUTFMT = 4)
If OUTFMT = 4, a well-annotated descriptive format output similar to that described in section 3.3.3 is
produced. This format is also designed for ease of visual inspection, with complete labeling and heading
information. The 80-column width allows this format to be printed in portrait format (vertically) on standard
8.5x11 paper.
The exact content of the report is determined by a number of flag settings. Information applicable to
the entire run (all scenarios) is listed first, followed by a series of blocks, one per scenario evaluated. The
scenario output blocks are separated by solid lines. See Chapter 5 for illustrative examples of the different
output formats.
This output follows the order of information presented in section 3.3.3 above, with additional lines and
minor format changes required in some cases to accommodate all of the information in the narrower overall
width. The expanded evaporative emissions output will be omitted from the 80-columns descriptive format,
even if the expanded emissions output is requested by setting the value of HCFLAG = 3.
3.3.5 BY MODEL YEAR OUTPUT FORMAT fOUTFMT = 5)
The last form of formatted output report available through MOBILES is the by-model year optioa In
this option, the 112-column descriptive output (discussed in section 3.3.3) is produced, followed by additional
tables providing information on the relative contributions of vehicles of each given model year in the calendar
year fleet to the overall fleet emission factor for each vehicle type. The user can select which vehicle types the
by-model year tables are produced for through the values assigned to the by-model year inclusion vector,
discussed in section 2.2.18. The user also specifies whether tables showing inspection/maintenance (I/M)
program effects on the emission factors, on a model year-specific basis, are to be produced.
This output option is only available for scenarios based on the January 1 date of evaluation. If July 1
emission factors are specified, then by-model year output cannot be produced. Users wishing to have by-model
year emission factor tables with the emission factors evaluated as of July 1 can approximate them by
interpolation of consecutive January 1 emission factors.
These tables (one table per vehicle type selected, per scenario; and one for I/M credits, if applicable and
if coded "yes" for the I/M by-model year output flag) contain the following information:
First, the tide of the MOBILES run (as entered by the user for "PROJID" in the Control section) and
the Scenario title (as entered by the user on the Local Area Parameter record) are echoed back as identifiers. The
next two lines give the vehicle type for which the table is applicable and the date of emission factor evaluation
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(January 1, CY, where CY is the calendar year of evaluation entered by the user). If the user has chosen to
model the LEV program option (section 2.3.1), then the next line is "Travel Fraction attributable to Zero
Emitting Vehicles (ZEV) Model Years 1994 thru 2020" then a blank line and the heading "MY " followed by
every model year in the fleet greater than or equal to 1994. Below each model year is a line as a heading
indicator. On the next line is the heading "TF1 with the values of the ZEV travel fraction for that model year
under the appropriate columns. Then there is a blank line, followed by the rest of the table. The table is 19
columns wide by 28 rows long, with the first two rows consisting of column headings and the last row
containing sums for some of the column entries. The remaining 25 rows represent the 25 model years of
vehicles, ending in the CY of evaluation, in reverse order (newest vehicles first).
The first three columns (L to R) are labeled "Model Year", "TF1, and "Miles". "Model Year" is the
model year to which the other values of the row apply. "TF" is the travel fraction. It combines the registration
distribution by age and the annual mileage accumulation rates by age to determine the fraction of all vehicle
miles traveled (VMT) by the given vehicle class accounted for by vehicles of that row's model year in the
evaluated calendar year. The TFs serve as the weighting factors to combine the model year-specific emission
factors into a specific vehicle type's fleetwide emission factor. "Miles" represents the average odometer mileage
of vehicles of model year MY on January 1 of calendar year CY, based on the average annual mileage
accumulation rates by age used in the model.
The next eight columns are all spanned by the heading "HC", followed by four columns each under the
headings "CO" and "NOx". The HC columns contain information on exhaust, evaporative, refueling, running
loss, and resting loss emissions, while CO and NOx deal only with exhaust emissions. The columns common
to all three pollutants have essentially the same descriptions.
"BEF4" contains the average exhaust emission factor, in grams per mile, for vehicles of model year
MY on January 1 of calendar year CY. This emission factor already contains the following corrections to
conditions specified by the user: temperature, fuel volatility (RVP), operating modes, and (if applicable)
methane offsets and inspection/maintenance program reductions. The column headed "Tamper" shows the
tampering offset (emission factor increase due to tampering) in grams per mile, also corrected for temperature,
RVP, and operating mode. The tampering offsets are only produced for those vehicle types subject to tampering
(LDGVs, LDGTs, and HDGVs).
The column headed "SALHCF" is the value of the combined correction factors for average trip speed
entered by the user and "optional" corrections (air conditioning use, extra loading, trailer towing, and NOx
humidity correction). If none of the optional correction factors are used, as is commonly the case, then
SALHCF is simply the speed correction factor.
For CO and NOx, the last column labeled "FER" is then the average contribution of vehicles of model
year MY, in calendar year CY, to the fleet average emission factor. This is calculated as:
FER = (BEF4 + Tamper) * SALHCF * TF.
Thus the FERs can be summed to obtain the exhaust emission factor for that vehicle type as shown in
the preceding (standard) portion of the output.
For HC, the remaining columns are model year-specific emission factors for the other components of
HC emissions. The column "Evapor" represents the combined evaporative emission factor (hot soak, diumals,
multiple diumals, and crankcase), including any offsets due to tampering. The column "Refuel," for gasoline
vehicles only, is the model year-specific refueling emission factor, reflecting Stage U and/or onboard VRS
control if applicable. "Runnin" and "Restin" are the running loss and resting loss model year-specific emission
factors, respectively, for gasoline vehicles only. The FER for HC is then calculated as:
FER = <[(BEF4+Tamper)*SALHCF]-KEvapor+Refuel+Runnin+Restin)> * TF
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For the I/M Program tables the first three columns are identical to the by vehicle table mentioned
earlier in this section. The next two columns are spanned by the heading "HC", followed by two columns each
for "CO" and "NOx". Under each pollutant heading is a column for Credit and Reduction. The columns headed
"Credit" show the percentage of emissions eliminated by the I/M program specified by the user, if applicable to
that model year, pollutant, vehicle and scenario. In some cases, an I/M program will increase NOx emissions
so that the "benefit" of the program is negative ("disbenefit"). These reductions (or increases) in emissions have
not been corrected for all parameters, and are shown only to demonstate the relative contribution of each model
year's vehicles to the total benefit.
In cases where vehicles of a specific model year are covered by an I/M program as detailed in the
April 8, 1994 guidance memo (see Appendix 2B), an I/M program credit value is not calculated by MOBILES.
(The effects of I/M programs meeting the criteria of the April 8 Guidance Memo are modeled by a different
algorithm that is used for more conventional I/M programs.) In such cases, a credit value of zero will be shown
in this table. In general, if a benefit/disbenefit is not applicable to vehicles of a specific model year (for
example, vehicles older than the oldest model year subject to the I/M requirement), then a zero will be output;
and if the table is all zeroes, then the table will not be printed. The columns headed "Reduc" show the
reductions/increases in emissions factors. The totals at the bottom under the twenty-fifth rows are the TF-
weighted reductions, by pollutant.
Modelers who wish to use the by model year emission factors for some analyses and have additional
questions not addressed above are encouraged to contact EPA for additional assistance.
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Chapter 4
MOBILES IMPLEMENTATION
4.0 INTRODUCTION
This chapter contains information on bow the MOBILES program is stored on diskettes and tapes, and
other information that may be useful in implementing MOBILES on different computer systems. Although an
attempt has been made to make this information clear to novice computer users as well as veteran MOBILE
model users, this section will not attempt to train users on all aspects of every computer system. Some
knowledge of the system onto which the MOBILE model is to be loaded and operated is required.
4.1 GENERAL INFORMATION
MOBILES is an official release of the Office of Mobile Sources (OMS), U. S. Environmental
Protection Agency (EPA), for use in State Implementation Plans and other official EPA business. It is provided
without restrictions. That is, the software application, source code, and all related files may be copied and
distributed freely and may be used as a basis for other work. However, any unauthorized modifications to the
program may nullify its usefulness for official EPA business.
The MOBILES model as released was written in standard FORTRAN?? computer language, using the
ANSI X3.9-1978 standard published by the American National Standards Institute. No incompatibilities are
known to exist between the MOBILES code and that standard.
The identical source code (including all comment records) was used for all official versions of the model
made available, with the exception of necessary changes in the input/output (I/O) device allocations. There are
seven device assignments required. These are listed below, followed by the variable name used to represent the
device assignment in the program code. Some of these connections may be made to the same device number.
Interactive input & output (IOUASK)
Parameter file input (IOUGEN)
Error messages (IOUERR)
Program output (IOUREP)
Batch file input (IOBAT)
New Tech. I/M credits (IOUIMD)
Old Tech. I/M credits (Device 3)
The device for reading the inspection and maintenance (I/M) program credits for the vehicles using older
(open-loop) technologies is "hard-coded" to device #3. Other device allocations are initialized in Block Data
Subprogram 16. The first four I/O devices are also reset in subroutine GETIOU and are reset in the "driver"
program (MAIN). IOBAT is set and used only in the driver program. IOUIMD is set only in Block Data
Subprogram 16.
The default setting for these devices vary and are discussed separately for each platform. If a user
wishes to change the default settings, care should be taken that the settings are changed at all points where the
device allocations are made. Otherwise, it is likely that the settings will revert back to the default values
unexpectedly. In general, it is prudent for users not to attempt to change the device settings unless it is
absolutely necessary.
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Since the source code for all computer platforms is otherwise identical, a source code file available on
one platform (such as DOS-based microcomputers) may be used on another platform (such as a mainframe
computer or mini-computer) as long as the appropriate changes for that platform are made to the device
allocations. However, this will require the user to have access to a FORTRAN 77 compiler capable of handling
the MOBILES source code in order to re-create the executable application from the altered source code.
MOBILES will run the same way on all computer platforms and have all of the same options and
capabilities. As a result, the same User's Guide may be used for all versions. There are some minor
considerations that are platform-specific and are discussed in the remainder of this chapter.
First, there is sometimes a negligible difference in the model results (the emission factors calculated by
MOBILES) as run on DOS-based microcomputers, compared to results on the mainframe computer EPA uses to
develop the model (Amdahl S890-180E). The discrepancy is likely due to the number of significant digits that
the computer system carries when doing calculations. The differences are small (less than one half of one
percent), but they sometimes show up in larger numbers in the last digit of MOBILES output. As a result, for
the sake of consistency, comparison or mixing of results from MOBILES runs executed on different computer
platforms is not recommended.
Also, the FORTRAN compilers available to EPA for development of the release version of MOBILES
are not the only ones available, but there are limits to the amount of exploration that can be done. It may be
possible to re-compile MOBILES using a different compiler to avoid some of the limitations described in the
sections covering microcomputers. However, EPA cannot assist users in their choice of a compiler or with
running compiler software.
Given the above information, the released executable application for Apple Macintosh computers will
run much more slowly than the same input run on DOS-based microcomputers. This is partially due to the fact
that the use of math coprocessors is now required on DOS-based machines, and many of the newer DOS-based
machines have faster clock speeds than typical Macintosh computers. However, EPA's testing indicates that
even on comparable machines the Macintosh still runs much more slowly. One possibility is that the compiler
EPA used for the Macintosh application is not as efficient as the compiler currently used for the DOS
application. It may be possible that using a different compiler than EPA used would result in greater speed from
the Macintosh. However, if the user is not planning on recompiling the program, and a large number of
MOBILES runs need to be performed and program running time is an issue, then serious consideration should be
given to using a high-speed DOS-based microcomputer for the task.
4.2 PROGRAM AVAILABILITY
The Area and Mobile Source (AMS) subsystem of the Aerometric Information Retrieval System
(AIRS) supports an interactive menu-driven interface to the MOBILE model. The AMS interface is provided for
the purpose of developing inventories in AMS to meet State Implementation Plan (SIP) reporting requirements,
but can be used for emission factor modeling purposes. AIRS is resident on the IBM mainframe computer
system at EPA's National Computer Center (NCC) in Research Triangle Park, North Carolina. The AMS
interface is available to anyone with access to the NCC computer. However, inventory development activities
are restricted to authorized AIRS users. For information concerning access to the NCC computer, contact NCC
User Support at 1-800-334-2405. Questions regarding the use and operation of AMS, including the MOBILE
model interface, can be directed to the AMS Help Line at 1-800-828-6782.
The AMS MOBILE model interface performs all of the standard MOBILE model field validations and
most reference checks on-line, such that data input errors which would cause the MOBILE model to fail can be
corrected prior to running the model. Reports supplied by the MOBILE model are available in a hard copy or
work file format. Resulting emission factors and model inputs are made available in AMS batch transaction
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4-3
format for direct uploading into AMS. AMS currently supports both MOBILE4.1 and MOBILESa, however, all
new MOBILES input parameters may not yet be available as of this time.
For readers that prefer to obtain their own copy of the MOBILES model, the source code is available for
three platforms. The standard release of MOBILES includes the FORTRAN source code, example input files,
example output files and (in the case of DOS-based and Apple Macintosh microcomputers) an executable
application file. Chapter 2 of this User's Guide is also provided on each microcomputer disk in a word processor
format (WordPerfect Version 5.1). MOBILES is available for three computer platforms:
Mainframe (9-track computer tape)
DOS-based microcomputer (high-density 3-1/2" disk)
Apple Macintosh (high-density 3-1/2" diskette)
The exact nature and content of each package is described in the section for that computer platform.
Commercial access to any of these packages may be obtained through the National Technical
Information Service (NTIS). Paper and microfiche copies of this User's Guide will also be made available
through NTIS. There will be a fee charged for providing copies. Address orders to:
National Technical Information Service
5285 Port Royal Road
Springfield, Virginia 22161
(703)487-4650
Copies of the DOS-based microcomputer package are available at the ten EPA Regional offices, and
whenever possible this should be the source of the model for State and local governments. Versions of the
model for other platforms are available from NTIS or directly from the Office of Mobile Sources (OMS):
MOBILES Emission Factor Project
Air Quality Analysis Branch
Emission Planning and Strategies Division
U. S.. EPA/National Vehicle and Fuels Emission Laboratory
2565 Plymouth Road
Ann Arbor, Michigan 48105
(313) 668-4325
The DOS version of MOBILES is also available through the U. S. EPA Office of Air Quality
Planning and Standards (OAQPS) Technology Transfer Network (TTN) in North Carolina. This computer
bulletin board system (BBS) allows any computer with a modem and with software capable of binary file
downloads to access the files related to MOBILES directly at any time of day or week (except Monday mornings
between 6:00 am and 12:00 pm ET, when TTN is down for maintenance). These files can be directly transferred
to a microcomputer for immediate use.
Access to the TTN BBS is limited only to registered users. However, anyone can register by simply
calling the BBS and answering the registration questions. Access to the MOBILES files is given immediately to
registered users. Normal connections would use:
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Full duplex
Eight data bits
No parity
One stop bit
Modem access is available for modem speeds of 1200 to 14,400 bits per second (bps) at:
(919) 541-5742
The files related to MOBILES are stored in the OMS section of the BBS, under "Models and Utilities."
If assistance in using the BBS is required, or you have questions about the BBS, voice contact with the BBS is
available at (919) 541-5384. There is also a Public Message section, where questions related to running and
interpreting MOBILES can be left for response.
Any new information about problems, modifications, or plans related to MOBILES will be announced
as a bulletin or in the public message area of this BBS. Keeping up with the messages on this BBS is a way to
remain informed of any news related to MOBILES or future emission factor models.
4.3 MAINFRAME AND MINICOMPUTERS
The MOBILE model is currently supported and maintained on the Michigan Terminal System (MTS)
mainframe computer at Wayne State University in Detroit. With the advent of microcomputers, the need for
access to this type of system by non-EPA users has been significantly reduced. If more information on how to
access MOBILES on this system is needed, contact our office at the address and phone number indicated in the
preceding section.
As discussed in the last section, MOBILES is also available as part of the Area and Mobile Source
(AMS) subsystem of the Aerometric Information Retrieval System (AIRS), which supports an interactive
menu-driven interface to the MOBILE model. AIRS is resident on the IBM mainframe computer system at
EPA's National Computer Center (NCC) in Research Triangle Park, NC.
For users who would like to install MOBILES on their own mainframe (or minicomputer) system,
MOBILES is available on 9-track computer tapes. A FORTRAN?? compiler program will be necessary to
create an executable application on the destination system. The source code for the mainframe version of
MOBILES is identical to the source code made available for other computer platforms, except for the default
settings for the input and output (I/O) devices. If necessary, it is possible for the MOBILES source code and
other files from another format (such as from a microcomputer diskette) to be uploaded to a mainframe or
minicomputer.
4.3.1 Input and Output Devices
There are seven device assignments required to run the MOBILES model. Some of these default
connections have been made to the same device number in the mainframe/minicomputer version of the model, as
indicated in the following list:
Interactive input & output (IOUASK) Device 6
Parameter file input (IOUGEN) Device 1
Error messages (IOUERR) Device?
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Program output (IOUREP) Device?
Batch file input (IOBAT) Device 19
New Tech. I/M credits (IOUIMD) Device 4
Old Tech. I/M credits Device 3
The device for reading the I/M credits for vehicles using older (open-loop) technologies is "hard-coded"
to device #3. Other device allocations are initialized in Block Data Subprogram 16. The first four I/O devices
are also reset in subroutine GETIOU and are reset in the "driver" program (MAIN). IOBAT is set and used only
in the driver program. IOUIMD is set only in Block Data Subprogram 16.
Some of these devices (IOUREP, IOUERR and IOUASK) can be reassigned using the IOUNEW
parameters in the PROMPT record (see Chapter 2, section 2.1.2). If a user wishes to change the default settings
directly in the source code, care must be taken that the settings are changed at all points where the device
allocations are made. Otherwise, it is likely that the settings will revert back to the default values unexpectedly,
with unpredictable results.
4.3.2 MOBILES Tape Characteristics
A standard MOBILES tape should have the following tape characteristics:
Unlabeled,9-tracktape
EBCDIC character set
Density of 1600 bpi
Fixed blocking, 15,000 characters per block
Record length of 150 characters per record
Files separated by tape marks
The tape will contain ten (10) files, with each unique file copied to the tape twice to allow for potential
tape media errors. The files contained on each tape are:
MOBILES source code
Backup of MOBILES source code
New Tech. I/M credits
Backup of New Tech. I/M credits
Old Tech. I/M credits
Backup of Old Tech. I/M credits
Example input file
Backup of Example input file
Example output file
Backup of Example output file
The example input file contains a series of the example MOBILES runs put into a single MOBILES
input. The example output file contains the results of running the example input file. Copies of the input file
could be edited to make smaller, more manageable MOBILES input files that can be used as templates for
learning the input structure. Because of the limited record length, the long 222-column numerical format output
will be truncated, but enough will remain to show the intent of the format. The user can simply run the
example input on their own system to recreate the full output for that format
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4.3.3 Advice for Minicomputers
The default device assignments for MOBILES can cause problems on minicomputers. Although the
Office of Mobile Sources (OMS) does not currently use a minicomputer, the following comments have been
received from users with SUN SPARC systems using the UNIX operating system. The modifications discussed
in this section are known to be correct only for SUN workstations; other systems may require different device
assignments. Since the only difference between the source code for the various platforms is in the device
assignments, the source code used for a minicomputer can come from any of the available platforms.
Standard device assignments for the SUN machines are "5" for input, "6" for output and "0" for error
messages. The following device assignments were made in the main program:
Interactive input & output (IOUASK) Device 6
Parameter file input (IOUGEN) Device 11
Error messages (IOUERR) Device 0
Program output (IOUREP) Device 0
In addition, a new device assignment variable, IOUREAD, was created and assigned a value of "5". All
statements asking for input from the screen [of the form "READ(IOUASK,...)"] were changed to
"READ(IOUREAD,...)". A total of six read statements were changed, all of them in the main (driver) module
of the program.
In Subroutine GETIOU, the user is allowed to define the device assignments. This capability needs to
be eliminated. The following statements were suppressed:
IOUREP = IOUNEW(1)
IOUERR = IOUNEW(2)
IOUASK = IOUNEW(3)
The following statements, identical to the device assignments at the beginning of the program, were
added instead:
IOUREP = 0
IOUERR = 0
IOUASK = 6
It is important to remember that the I/M credit files are read using device assignments "3" and "4".
These values, therefore, should not be used for any other devices. Also, the I/M credit files, "imdata.d" and
"tech!2.d", must be named "IMDATAJD" and 'TECH12.D" since UNIX machines are case sensitive.
The changes mentioned above have been tested by comparing program output from the DOS version of
MOBILES and the SUN version, and the emission factor results obtained from these two test were identical.
Other minicomputer systems may require different device assignments that those given above for SUN systems;
however, any changes in the device assignments will not affect the validity of the results of the model.
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4.4 DOS-BASED MICROCOMPUTERS
The DOS version of MOBILES was compiled using the Lahey F77L-EM/32 version 4.02 FORTRAN
compiler. MOBILESa used version 5.0 of this compiler. The source code for this version of MOBILES is
identical to the source code made available for other computer platforms, except for the default settings for the
input and output (I/O) devices. If necessary, the MOBILES source code and other files from another format
could be used, if the I/O devices are properly reset and if the user has access to FORTRAN compiler software
capable of creating the executable application from the MOBILES source code.
4.4.1 DOS Microcomputer System Requirements
The changes to the MOBILE model since the release of MOBILE4.1 (December 1991) have increased
the size of the executable code such that it will no longer run within the DOS 640K memory limit. This
requires that the program be run on a machine provided with and capable of using extended/expanded memory.
In addition, the FORTRAN compiler used by EPA to produce a version of the MOBILE model that will run in
extended/expanded memory can only produce executable code which requires both a machine which uses a 80386
(or better) microprocessor and which has a math coprocessor chip installed.
As a result, with the given understanding of the limitations of the compiler and the size of the
program, MOBILES will require at minimum the following microcomputer hardware configuration for DOS
machines:
IBM-compatible 80386 (or better, such as 80486)
At least two (2) megabytes of RAM memory.
Math coprocessor chip (such as Intel 80387)
Microcomputers using the 80286 microprocessor will not be able to run the MOBILES model.
Microcomputers using 80386- or 80486-based microcomputers without a math coprocessor also will not be able
to run MOBILES. Users of machines using DOS version S.O can use the DOS command "MSD" to determine
if a math coprocessor is installed. MOBILES also apparently will not run in a DOS window of machines using
the OS-2 operating system.
In addition to the hardware requirements, the FORTRAN compiler also makes use of a memory
manager to access the RAM memory in excess of 640K. This sometimes conflicts with existing memory
managers installed on these machines. The following sections will discuss how to configure your machine to
avoid these conflicts. The compiler version used for MOBILESa (26 March 1993) eliminated most of these
problems.
Since some of these system requirements are a result of the particular FORTRAN compiler that was
used, users with FORTRAN compilers may attempt to compile the source code themselves to have greater
control over the characteristics of the final executable application. Users should refer to their compiler software
documentation for further guidance.
4.4.2 DOS Input and Output Devices
There are seven device assignments required to run the MOBILES model. Some of these default
connections have been made to the same device number, as indicated in the following list:
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Interactive input & output (IOUASK) Device 0
Parameter file input (IOUGEN) Devices
Error messages (IOUERR) Device 6
Program output (IOUREP) Device 6
Batch file input (IOBAT) Device 19
New Tech. I/M credits (IOUIMD) Device 4
Old Tech. I/M credits Device 3
The device for reading the I/M credits for vehicles using older (open-loop) technologies is "hard-coded"
to device #3. Other device allocations are initialized in Block Data Subprogram 16. The first four I/O devices
are also reset in subroutine GETIOU and are reset in the "driver" program (MAIN). IOBAT is set and used only
in the driver program. IOUIMD is set only in Block Data Subprogram 16.
There should normally be no reason for a user to change the default settings. Some of these devices
(IOUREP, IOUERR and IOUASK) can be set using the IOUNEW parameters in the PROMPT record (see
Chapter 2, section 2.1.2). If a user wishes to change the default settings in the program code, care should be
taken that the settings are changed at all points where the device allocations are made. Otherwise, it is likely
that the settings will revert back to the default values unexpectedly, with unpredictable results.
4.4.3 MOBILES DOS Diskette Characteristics
MOBILES for DOS-based microcomputers was originally released on a single 3-1/2" high density (1.44
MB) diskette containing five (5) files. All of the files are dated December 4,1992. The five files are named and
their size (memory requirement) are listed below:
M50READ.TXT (8,322 bytes)
M50.EXE (589,260 bytes)
M50EX.EXE (219,960 bytes)
M50S.EXE (470,912 bytes)
M50UG.EXE (156,499 bytes)
The diskette containing the updated version of the model, MOBILESa, also has five files. All are dated
March 26,1993. The file names and sizes are listed below:
M50AREAD.TXT (18,085 bytes)
M50A.EXE (637,851 bytes)
M50AEX.EXE (103,433 bytes)
M50AS.EXE (470,605 bytes)
M50AUG.EXE (211,272 bytes)
M50READ.TXT (or M50AREAD.TXT) is a short DOS text file containing a brief explanation of
what is on the diskette and how to access the files. This file also contains information, similar to the
information in this section, describing the hardware requirements for running MOBILES on a DOS-based
microcomputer and a list of the valid cutpoint combinations available in the I/M credit decks distributed with
MOBILES. The MOBILE5A.TXT file also contains a brief explanation of the changes to MOBILES. This file
can be read using editing or word processing software, or by using the command:
TYPE M50READ.TXT I MORE
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4.4.4 DOS Diskette Installation
M50.EXE (or M50A.EXE) is a self-extracting compressed file. This file should be copied to the
directory in which the user wishes the MOBILES model to reside. Issue the command "M50.EXE" and the file
will decompress into six (6) additional files. All of the files (except the F77L3.EER error file) will be dated
December 4,1992. These files are:
MOBILE5.EXE (789,336 bytes)
IMDATA.D (569,430 bytes)
TECH12.D (62,551 bytes)
F77L3.EER (40,432 bytes)
M5.ICO (766 bytes)
M5.PIF (545 bytes)
The MOBILESa version, M50A.EXE, will also decompress into six files, all (except the F77L3.EER
error file) dated March 26,1993.
MOBILE5A.EXE (889,632 bytes)
IMDATA.D (569,424 bytes)
TECH12.D (62,551 bytes)
F77L3.EER (40,584 bytes)
M5.ICO (766 bytes)
M5.PIF (545 bytes)
The file MOBILE5.EXE (or MOBILE5A.EXE) is the executable application. The file IMDATA.D is
an ASCII data file containing the inspection and maintenance (I/M) credits for newer model year vehicles. The
file TECH12.D contains the I/M credits for older vehicles. The file F77L3.EER contains runtime error
messages. The file M5.ICO can be used to install a custom Microsoft Windows icon when using MOBELE5
with Windows. The file M5.PIF is an example program information file that can be used when installing
MOBILES with Microsoft Windows. Section 4.4.5 discusses how to install MOBILES with Windows and run
the model.
M50S.EXE (or M50AS.EXE) is a self-extracting compressed file which contains the FORTRAN
source code for the MOBILES model. Copy this file to the directory in which you wish the MOBILES source
code to reside. Issue the command "M50S.EXE" and the file will decompress into a single file named
MOBDLE5.S. When decompressed, MOBILE5.S is 1,071,827 bytes. MOBHJE5A.S will be 1,061,239 bytes.
Unless the user wishes to recompile this source code using their own FORTRAN77 compiler, or wishes to
transfer the source code to another computer platform (such as a minicomputer or mainframe), there is no need
to decompress this file or even to keep a copy of the source code file on their hard disk.
The file MSOEX.EXE (or MSOAEX.EXE) is a self-extracting compressed file containing example
MOBILES input files and the resulting outputs. Copy this file to the directory in which you wish the
MOBILES examples to reside. Issue the command "MSOEX.EXE" and the file will decompress into more than
SO additional files. Although most of the individual example files are small, together these files will use an
additional 594,930 bytes of disk space. The MOBILESa version (M50AEX.EXE) contains fewer example
outputs (to conserve space) and decompresses into 234,060 bytes of disk space. Chapter 5 of this User's Guide
discusses all of the available example files and includes printed versions of selected input and output files. EPA
recommends mat new users of the model read Chapter 2 thoroughly, combined with reference to these example
files, as a means to understanding the input data structure of the MOBILES model.
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The file M50UG.EXE (or M50AUG.EXE) is a self-extracting compressed file containing a draft copy
of Chapter 2 of the MOBILES User's Guide in a word processing format (WordPerfect Version 5.1). If
necessary, this file includes sufficient information to run MOBILES if the complete User's Guide is not
available. Before printing this copy, users are cautioned to check the formatting of the document, since the
defaults used in the creation may be changed when loaded on another machine. The document was originally
formatted for 10 point Times-Roman and Helvetica fonts. Copy this file to the directory in which you wish to
have Chapter 2 of the MOBILES User's Guide to reside. Issue the command "M50UG.EXE" and the file will
decompress into a single file named M5UGCH2.W51 which will use 378,291 bytes. The updated MOBDLESa
version of the draft User's Guide is broken into five smaller files:
CH2A.W51 Sections 2.0 & 2.1 (88,683 bytes)
CH2B.W51 Section 2.2 (126,692 bytes)
CH2C.W51 Section 2.3 (80,222 bytes)
CH2D.W51 Tables (126,733 bytes)
CH2E.W51 Appendix 2A (40,585 bytes)
4.4.5 Installation with Microsoft Windows
MOBILESa (March 26, 1993) can be run under the 386 enhanced mode of Windows if sufficient
memory is available. This will depend on the number and size of other applications that are open. However,
MOBILES (December 4,1992) can only be run within the standard mode of Microsoft Windows 3.n if certain
steps are taken. First, any memory managers defined in the CONFIG.SYS file must be removed or commented
out. Windows can be used to control memory allocation. Next, a program information file (PIF) must be
created to define the memory space in which to run MOBILES.
For example, MOBILES (or MOBILESa) can be accessed from Windows by executing the
MOBELE5.EXE (or MOBILE5A.EXE) application. The PIF must be created and allocate 2 MB (2,048 Kbytes)
to the application. MOBILES will only run with Windows using standard mode. This PIF is then associated
with the MOBILES .EXE (or MOBILES A.EXE) file using the Windows Program Manager. An example PIF for
MOBILES and a custom icon have been included on the MOBILES diskette, labeled MS .PIF and MS.ICO,
respectively. The custom icon can be installed using the FILE PROPERTIES option.
To start Windows in the standard mode, use the /S option when executing the WIN.COM command.
The DOS command would appear
WIN/S
MOBILESa can be run in the 386 enhanced mode of Windows, so that the /S option is not necessary.
Double-clicking on the icon associated with the MOBILES PIF described above will run the MOBILES
model. Similarly, a PIF can also be set up to access DOS directly, or DOS shell programs if the user prefers,
as a method to run MOBILES. Be sure to allocate sufficient memory to the PIF to run MOBILES.
Different versions of Windows and different system configurations may be possible or necessary.
Please refer to documentation which comes with your system for help in understanding and using MOBILES on
your microcomputer system.
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4.4.6 DOS Memory Managers
Most systems with expanded or extended memory use a memory manager (such as EMM386.COM) to
access the RAM in excess of 640K. This memory manager is configured in the CONFIG.SYS file. When
using MOBILES from DOS with a memory manager, this memory manager must define at least 2 MB (2,048
Kbytes) of expanded memory. The user guide for your system should be referred to in order to determine exactly
how this must be done.
The MOBILES model contains its own memory manager, so if conflicts remain, the memory manager
configuration can be removed altogether or commented out in the CONFIG.SYS file. MOBILES will then run
in expanded memory using it's own built-in memory manager.
The internal memory manager now used in MOBUJESa should have fewer conflicts with other memory
managers. If running MOBILESa without changes in the CONFIG.SYS appears to cause no conflicts, then the
changes described above may not be necessary.
4.4.7 Running MOBILES on a DOS-Based Microcomputer
The file F77L3.EER should be kept in the directory in which the MOBILE5.EXE (or
MOBILE5A.EXE) executable application is kept. This file is used when runtime errors occur and supplies text
for the error messages. If this file is not available, the error messages will only supply the error numbers,
which will require compiler documentation in order to decipher. The two I/M program data files (IMDATA.D
and TECH12.D) should normally be kept in the same directory from which you will run MOBILES.
To execute the application, invoke the application name at the DOS prompt (by typing the name
MOBILES or MOBILESa and returning) or double-click on the MOBILES icon (when using Windows). The
program will return with prompts which will determine the source of input information and the location to
which output will be written (see Chapter 3, section 3.1). The program will prompt the user in the same way
on all computer platforms. For more information about the prompts, refer to Chapter 3 of this User's Guide.
MOBILES has been written to attempt to make use of the ability of DOS-based machines to access
information that does not reside in the local directory. As a result, any time the MOBILE model asks for a
filename, the user may also supply a DOS path with the filename. This will allow input and output file
information to reside in directories other than the one in which the MOBILES model resides.
For example, the two I/M credit files, IMDATA.D and TECH12.D, normally must be in the directory
from which MOBILES is run. However, if the two flags in the I/M Program Descriptive record are set to ask
for non-default I/M credits, the filenames (with a DOS path) can be specified within the input file. This would
allow the I/M credit files to reside in another directory.
The name of the directory which contains the MOBILES .EXE file can be added to the PATH statement
in the AUTOEXEC.BAT file, which will allow MOBILES to be invoked from any directory. MOBILES also
has an option to allow the use of multiple separate input files with individual output files. This "batch option"
allows the directory path to be included in the filenames, so that the individual input and output files can be kept
in separate directories, if desired. See Chapter 3 (section 3.1.2) for more information on the batch option.
When printing, MOBILES includes special characters in the first column of the output. These
characters are meant to be carriage controls for mainframe-type line printers. These carriage controls will be
ignored by most microcomputer printers and are simply printed, appearing as "0", "1","+" and so on in the first
(leftmost) column.
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An additional output option is now available to assist users in transferring MOBILES results into
spreadsheets and other data processing software available on microcomputers (e.g., Lotus 1-2-3, Excel). This
option (discussed in Chapter 2, section 2.1.15 and Chapter 3, section 3.2.1) creates output with variables
separated by commas [comma-separated variable (CSV) format] and text with quotations that can be readily input
into most spreadsheet programs (except Lotus 1-2-3 versions less than 3.0, and others that may have limitations
on the length of text stream inputs).
4.4.8 Editing MOBILES Input Files
Any word processing software or other text editor can be used to create or modify the example
MOBILES input files to match user requirements. Careful reading of the relevant sections of Chapter 2 as an aid
while editing the example files is the easiest way to insure that the proper formats and record orders are
maintained. However, when using word processing software the user should be careful to always save input
files only as DOS text documents (ASCII text). Converting and saving MOBILES input files as word
processing documents will add hidden characters to the file which will not be properly processed by the MOBILE
model. Input files which have been inadvertently converted to a word processing document can be recovered by
saving the file again as a DOS text file. Simple text editors will not normally add unwanted characters to a file.
To determine if an input has hidden characters, use the TYPE command available in DOS to list the
input file to the screen. Any characters shown which were not intended to be in the file will likely cause
problems when the file is read by the MOBILE model. An example of the TYPE command, with an option to
pause after each screen of characters would be:
TYPE I MORE
When altering or creating MOBILE model input files, the user should be wary of adding text or
comments after the input of needed parameters in an input record. There are numerous inputs which are not
documented in this User's Guide which were used to check for errors in the code. These inputs are not necessary
for normal MOBILE runs, but they can be triggered by unexpected characters at the end of normal input records.
It is advised that in an input file that users generally not enter unnecessary text or comments before column SS,
and otherwise avoiding text within IS spaces after the last necessary input All of the example inputs contain
comments to assist users. Users may alter and append these comments without fear, but should avoid entering
text in any columns before the start of these comments.
4.5 APPLE MACINTOSH MICROCOMPUTERS
The Apple Macintosh version of the MOBILES and MOBILESa models were compiled using the
MacFortran/020 V2.4 FORTRAN compiler. The source code for these versions of MOBILES are identical to
the source code made available for other computer platforms, except for the default settings for the input and
output (I/O) devices. If necessary, the MOBILES source code and other files from another format could be used,
if the I/O devices are properly reset and if the user has access to FORTRAN compiler software capable of
creating the executable application from the MOBILES source code.
4.5.1 Macintosh Microcomputer System Requirements
Users with Apple Macintosh systems should not experience any new problems with MOBILES (or
MOBILESa) as long as sufficient RAM memory (at least 2 megabytes) is available. There are separate
MOBILES applications available on the diskette for systems with and without math coprocessors. There are no
known conflicts with other applications or versions of the operating system.
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4.5.2 Macintosh Input and Output Devices
There are seven device assignments required to run the MOBILES model. Some of these default
connections have been made to the same device number in the DOS-based microcomputer version of the model,
as indicated in the following list:
Interactive input & output (IOUASK) Device 9
Parameter file input (IOUGEN) Device 9
Error messages (IOUERR) Device 6
Program output (IOUREP) Device 6
Batch file input (IOBAT) Device 19
New Tech. I/M credits (IOUIMD) Device 4
Old Tech. 1/M credits Device 3
The device for reading the I/M credits for vehicles using older (open-loop) technologies is "hard-coded"
to device #3. Other device allocations are initialized in Block Data Subprogram 16. The first four I/O devices
are also reset in subroutine GETIOU and are reset in the "driver" program (MAIN). IOBAT is set and used only
in the driver program. IOUIMD is set only in Block Data Subprogram 16.
There should normally be no reason for a user to change the default settings. Some of these devices
(IOUREP, IOUERR and IOUASK) can be set using the IOUNEW parameters in the PROMPT record discussed
in Chapter 2 (section 2.1.2). If a user wishes to change the default settings in the program code, care should be
taken that the settings are changed at all points where the device allocations are made. Otherwise, it is likely
that the settings will revert back to the default values unexpectedly, with unpredictable results.
4.5.3 MOBILES Macintosh Diskette Characteristics
MOBILES was released on a single 3-1/2" high density (1.4 MB) diskette containing five (5) files. All
of the files are dated March 26,1993. The names and sizes of these files are listed below:
MSOReadMe (6K bytes)
M50 EXAMPLE (342K bytes)
M50 FORTRAN (291K bytes)
M50MAC (437K bytes)
M50UG (120K bytes)
The MOBILESa diskette contains seven (7) files. All files are dated March 26,1993. The names and
sizes of these files are listed below:
MSOaData (196K bytes)
M50a Examples (372K bytes)
M50a FORTRAN (298K bytes)
M50aMAC (138K bytes)
MSOaMACndp (138K bytes)
MSOaU. G. (162K bytes)
Please Read Me (14K bytes)
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M50 Read Me (or Please Read Me) is a short text file containing a brief explanation of what is on the
disk and how to access the files. This file also contains information, similar to the information in this section,
describing the hardware requirements for running MOBILES on an Apple Macintosh microcomputer and a list of
the valid cutpoint combinations available in the I/M credit decks distributed with MOBILES. The MOBILESa
Please Read Me file also contains a brief explanation of the changes to MOBILES. This file can be read using
editing or word processing software.
4.5.4 Macintosh Diskette Installation
M50 MAC is a self-extracting compressed file application. When this file is executed (by double-
clicking on the icon), this file will ask which folder the resulting decompressed MOBILES model is to reside in.
The files will decompress into six (6) files. All files will be dated December 4,1992. The names and sizes of
these files are listed below:
MOBILES apl (407K bytes)
MOBILES no math apl (416K bytes)
IMDATA.D (558K bytes)
TECH12.D (63K bytes)
f77.rl (20K bytes)
m81.rl (14K bytes)
The MOBILESa diskette has these files, in three separate self-extracting files. All of the extracted files
will be dated March 26,1993.
Compressed File Extracted File Size
MSOa MAC MOBILESa no math apl 436K bytes
MSOaMACndp MOBILESa apl 427K bytes
MSOa Data IMDATA.D 566K bytes
MSOa Data TECH12.D 63K bytes
MSOa Data f77.rl 20K bytes
MSOa Data m81.rl 14K bytes
The file MOBILES apl (or MOBILESa apl) is the executable application for Macintosh machines
equipped with math coprocessors. The file MOBILES no math apl (or MOBILESa no math apl) is the
executable application for Macintosh machines without math coprocessors. The file IMDATA.D is an ASCII
data file containing the I/M credits for newer model year vehicles. The file TECH12.D contains the I/M credits
for older vehicles. The file f77.rl contains FORTRAN runtime library. The file mSl.rl is the math coprocessor
runtime library.
MSO FORTRAN (or MSOa FORTRAN) is a self-extracting compressed file application which contains
the FORTRAN source code for the MOBILES model. When this file is executed (by double-clicking on the
icon), this file will ask which folder the resulting decompressed MOBILES source code to reside in. The
decompressed source code file MOBDLE5.FOR is 1.041K bytes, and the file MOBILE5a.FOR is 1.070K bytes.
Unless the user wishes to recompile this source code using their own FORTRAN 77 compiler or wishes to
transfer the source code to another computer platform (such as a minicomputer or mainframe), there is no need
to decompress this file or even to keep a copy of the source code file on their hard disk.
MSO EXAMPLE (or MSOa Examples) is a self-extracting compressed file application containing
example MOBILES input files and the resulting outputs. When this file is executed (by double-clicking on the
icon) this file will ask which folder you wish the resulting decompressed MOBILES examples to reside. The
May 1994
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file will decompress over SO additional files. Although most of the individual example files are small, together
these files will require nearly 2 megabytes of disk space. Chapter 5.0 lists and discusses all of the available
example files. It is strongly recommended that new users in particular use the examples as a starting point to
understand the input structure of the MOBILES model.
The file M50 UG (or M50a U. G.) is a self-extracting compressed file application containing a draft
copy of Chapter 2 of this User's Guide in a Microsoft Word Version 4.0 word processing format. If necessary,
this file is sufficient information to run the MOBILES model if the complete User's Guide is not available.
Before printing, users are cautioned to check the formatting of the document, since the defaults used in the
creation may be changed when loaded on another machine. When this file is executed (by double-clicking on the
icon), this file will ask which folder the resulting decompressed MOBILES User's Guide (Chapter 2) is to reside
in. The decompressed file (Chapter 2, Dec 4, 1992) will require 302K bytes of disk space. The updated
MOBILESa version of Chapter 2 was broken down into five (5) smaller files:
CH2.a - Sections 2.0,2.1
CH2.b - Section 2.2
CH2.c - Section 2.3
CH2.d-Tables
CH2.e - Appendix 2A
All of these files are dated March 26,1993, and together they will require 417K bytes of disk space.
4.5.5 Running MOBILES on an Apple Macintosh
The two runtime library files (f77.rl and mSl.rl) must be kept in the folder from which MOBILES is
run, or they may be kept in the System Folder, which will make them available from any other folder. The two
I/M program data files (IMDATA.D and TECH12.D) must be kept in the folder from which MOBILES is run.
The input files and any batch run files must be in the same folder as the MOBILES application.
The user should choose which MOBILES application to use, depending on whether their Macintosh has
or does not have a math coprocessor. Some applications, such as Microsoft Excel, will indicate whether or not
a math coprocessor is present by choosing About Excel from the Apple menu. In order to save disk space, there
is no need to keep both versions of the MOBILES application available on the disk.
To execute the application, double-click on the MOBILES icon or choose FILE OPEN from the system
menu. A window will appear with the MOBILES standard prompts. The program will prompt the user in the
same way on all computer platforms. For more information about the prompts, see Chapter 3.
When printing, MOBILES includes characters in the first column of the output. These characters are
meant to be carriage controls for mainframe-type line printers. These carriage controls will be ignored by most
microcomputer printers and will simply be printed.
An output option is now available to assist users in transferring MOBILES results into spreadsheets
and other data processing software available on microcomputers. This option (discussed in Chapter 2, section
2.1.15) creates output with variables separated by commas and text with quotations that can be readily input into
most spreadsheet programs (except those programs that have limitations on the length of text stream inputs).
May 1994
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Chapter 5
MOBILES EXAMPLES
5.0 INTRODUCTION
Listing of inputs and outputs for nine examples (sections 5.1.1 through 5.1.9) are provided to
illustrate various aspects of MOBILES. The user is encouraged to try two or more of these examples to ensure
that the model as compiled is running properly. In addition, the reader is encouraged to run the example input
file MEGA.IN, after reading Chapter 2, in order to get a global sense of the options and data input requirements.
All files listed in the section 5.1 example index below are available on disk and on the TTN BBS.
Any word processing software or other text editor can be used to modify the example MOBILES input
files to match user requirements. This is the easiest way to insure that the proper formats and record orders are
maintained. However, when using word processing software the user should be careful to save input files only
as DOS text documents (ASCII text). Converting and saving input files as word-processing documents will add
hidden characters to the file which will not be properly processed by the MOBILE model.
You can determine if an input has had hidden characters by using the TYPE command available in DOS
to list the input file to the screen. Any characters shown which were not intended to be in the file will cause
problems when the file is read by MOBILES. An example of the TYPE command, with an option to pause
after each screen of characters would be:
TYPE I MORE
Another problem that may occur when editing MOBILES input files is determining proper column
location. When using word-processing software to edit these input files, if the file is viewed or printed using a
proportional font, some characters in each row will take up more or less column space than other characters.
All MOBILES input and output files assume that all characters take up equal column space (non-proportional
spacing). It is helpful then to always use a non-proportional font (such as Courier) when viewing or printing
MOBILES input or output files.
5.1 MOBILES EXAMPLE INDEX
The following files are included with electronic copies of MOBILES (either on disk or via the bulletin
board system). A brief description accompanies each filename to help the user find specific examples. An
asterisk (*) after the filename indicates that the input file and its corresponding output file are presented in
sections 5.1.1 through 5.1.9.
Note to BBS users: The nine input and output examples indicated by asterisks (*) in the list below are those
included with paper copies of this document. They are not reproduced as part of these User's Guide files on the
BBS, but are included in the file M5AEX2.EXE.
Filename: Description:
ALH3BLK.IN ALHFLG=3; corrections for A/C usage based on dry and wet bulb
temperatures, extra load, trailer towing, humidity (NOx only).
ALH3SPD2.IN ALHFLG=3, SPDFLG=2; corrections for A/C usage, load, trailers,
humidity; speeds for each vehicle class on the scenario description record.
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ATP8.IN
HC1.IN
HC2.IN
HC3.IN
HIM.IN
HORE.IN
IDL1.IN
IDL2.IN
IM3BLK.IN
LAP.IN
MAR.IN
MASTER.IN
MEGAJN
MYM4BLK.IN
NEW4BLK.IN
NMH1.IN
NMH2.IN
NMH3.IN
ATPFLG=8; shows use of functional purge and pressure evaporative
emission control system checks, includes by-model year output
(OUTFMT=5).
HCFLAG=1; prints sum of all HC components.
HCFLAG=2; prints sum and component (exhaust, evaporative, refueling,
running loss, and resting loss) HC emission factors, components in
grams/mile.
HCFLAG=3; prints sum and component HC emission factors (see
HC2.IN), components in various units in expanded evaporative emission
output, excludes refueling emissions in the sum.
IMFLAG=3, ATPFLG=8; 1) Recommended Biennial Enhanced I/M
Design. 2) Annual Enhanced I/M. Both inputs show midstream change
in I/M programs. (See sections. 1.1)
PROMPT=3; horizontal data input.
EDLFLG=1; no idle emission factors calculated.
IDLFLG=2; idle emission factors calculated and printed. This flag has
been disabled in MOBILES. (See section 2.1.17).
IMFLAG=3, ATPFLG=1, OUTFMT=5; midstream switch in I/M
models, includes by model year inclusion vector and I/M data filenames.
(See sections. 1.2)
OXYFLG=2, DSFLAG=2; shows oxygenated fuels record and diesel sales
fraction record. (See section S.I.3)
MYMRFG=2; user-supplied mileage accumulation rates.
Includes all files listed here.
Demonstration of every possible one-time data section input, showing
relative order. (See section S.I.4)
MYMRFG=4; user-supplied mileage accumulation rates and registration
distributions by age. (See section S.l.S)
NEWFLG=4; user-supplied modifications to the basic emission rates and
to implementation details on the new evaporative emissions test
procedure.
NMHFLG=1; calculates total hydrocarbon (THC) emission factors.
NMHFLG=2; calculates non-methane hydrocarbon (NMHC) emission
factors.
NMHFLG=3; calculates volatile organic compound (VOC) emission
factors.
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NMH4.IN
NMH5.IN
OUTFMT1.IN
OUTFMT2.IN
OUTFMT3.IN
OUTFMT4.IN
OUTFMT5.IN
OUTFMT6.IN
PRT1.IN
PRT2.IN
PRT3.IN
PRT4.IN
REG2.IN
REG3.IN
REG4.IN
RL2BLK.IN
RL4.IN
SPD3VM2.IN
SPD4VM3.IN
SPD4BLK.IN
TAM2.IN
TAM2BLKJN
NMHFLG=4; calculates total organic gases (TOG) emission factors.
NMHFLG=5; calculates non-methane organic gases (NMOG) emission
factors.
OUTFMT=1; 222-column numerical format output.
OUTFMT=2; 140-column numerical format output.
OUTFMT=3; 112-column descriptive format output.
OUTFMT=4; 80-column descriptive format output
OUTFMT=5; by-model year output format: table of by model year
emission factors provided, along with standard 112-column descriptive
format.
OUTFMT=6; spreadsheet output format
PRTFLG=1; calculate and print HC emission factors only.
PRTFLG=2; calculate and print CO emission factors only.
PRTFLG=3; calculate and print NOx emission factors only.
PRTFLG=4; calculate and output emission factors for all three pollutants.
High-altitude run.
California Low-emitting Vehicle (LEV) run.
LEV run with parameter record. (See section 5.1.6)
RLFLAG=2; enter Stage n vapor recovery system (VRS) parameters.
(See section 5.1.7)
RLFLAG=4; enter both Stage n and onboard VRS parameters.
SPDFLG=3, VMFLAG=2; one average speed for all vehicle types, with
user-supplied trip length distributions and VMT fractions for each
scenario. (See section 5.1.8)
SPDFLG=4, VMFLAG=3; user-supplied trip length distributions and
VMT fractions in the one-time data section. (See section 5.1.9)
SPDFLG=4; user-supplied trip length distributions in the one-time data
section.
TAMFLG=2, OUTFMT=5; user-supplied tampering rates with by model
year output.
TAMFLG=2, LOCFLG=1; user-suppued tampering rates, distinct local
area parameter record for each scenario.
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TAM2IM3.IN
VM3BLKJN
TAMFLG=2, IMFLAG=2, OUTFMT=5; user-supplied tampering rates
and basic I/M program with by model year output.
VMFLAG=3; user-supplied VMT fractions in the one-time data section.
5.1.1.1 HIM.IN Input File Listing
1 PROMPT
Recommended Biennial Enhanced I/M Design.
1 TAMFLG
1 SPDFLG
1 VMFLAG
1 MXMRFG
I NEWFLG
3 IMFLAG - Enter two I/M program descriptions.
1 ALHFLG
9 ATPFLG - Enter ATP, Pressure, and Purge data.
1 RLFLAG
2 LOCFLG - LAP record appears once, in One-time data section.
1 TEMFLG
4 OOTFMT
4 PRTFLG
1 IDLFLG
3 NMHFLG - Calculate emissions far volatile organic hydrocarbons.
HCFLAG - Print sum and component emission?.
80-column descriptive format.
Print exhaust HC, CO and NOx results.
83 40 68 20 03 03 096 1 2 2221 2211 220. 1.20 999.
83 40 81 20 03 03 096 1 2 2221 4211 0.80 20.0 2.00
83 75 20 2221 12 096. 22211111
83 75 20 2221 12 096.
83 81 20 2221 12 096.
Bienn. Enh. I/M C 72. 92. 10.5 08.7 92 1 1 1
1 00 19.6 ^5.0 20.6 27.3 20.6 01
Basic I/M
IM240 Program
ATP
Pressure
Purge
Local Area Parameter record
Scenario description record
OCOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOCOCOOOO
PROMPT
Enhanced I/M Performance Standard.
TAMFLG
SPDFLG
VMFLAG
MYMRTG
NEWFLG
IMFLAG - Enter two I/M prograa doscriptions.
ALHFLG
Enter AT?, Pressure, and Purge data.
ATPFLG
RLFLAG
LOCFLG - LAP record appears onco, in One-Tin* data section.
TEMFLG
OOTFMT
PRTFLG
IDLFLG
MMHFLG - Calculate emissions for volatile organic hydrocarbons.
HCFLAG - Print sum and component emissions.
80-column descriptive fomat.
Print exhaust UC, CO and NOx results.
83 20 68 20 03 03 096 1 1 2221 27.11 220. 1.20 999.
83 20 86 20 03 03 096 1 1 2221 4211 0.80 20.0 2.00
83 84 20 2221 11 096. 22211111
83 83 20 2221 11 096.
83 86 20 2221 11 096.
Annual Enh. I/M C 72. 92. 10.5 08.7 92 1 1 1
1 00 19.6 75.0 20.6 27.3 20.6 01
Basic I/M
IM240 Program
AT?
Pressure
Purge
Local Area Parameter record
Scenario description record
0000000000000000000000000000000000000000000000000000000000000000000000000000000000
May 1994
-------
5-5
5.1.1.2 HIM.OUT Output File Listing
1 Recommended Biennial Enhanced I/M Design.
MOBILES* (26-Mar-93)
OI/M program #1 selected:
I/M program #2 selected:
OStart year (Jan 1): '1983
Pre-1981 stringency: 40%
First MYF covered: 1968
Last MYR covered: 2020
Waiver (pre-1981): 3.%
Waiver (1981+): 3.%
Compliance Rate: 96.%
Inspection type:
Test Only
Inspection frequency: Biennial
I/M program fl vehicle types
LDGV - Yea
LDGT1 - Yes
LDGT2 - Yes
HDGV - No
1981 & later MYR test type:
2500 rpm / Idle
Outpoints, HC: 220.000
Cutpoints, CO: 1.200
Cutpoints, NOx: 999.000
OFunctional Check Program Description:
OCheck Start Model Yrs Vehicle Classes Covered
(Janl) Covered LDGV LDGT1 LDGT2 HDGV
Start year (Jan 1): 1983
Pre-1981 stringency: 40%
First MYR covered: 1981
Last MYR covered: 2020
Waiver (pre-1981): 3.%
Waiver (1981+): 3.%
Compliance Rate: 96.%
Inspection type:
Teat Only
Inspection frequency: Biennial
I/M program #2 vehicle types
LDGV - Yes
LDGT1 - Yes
LDGT2 - Yes
HDGV - No
1981 & later MYR test type:
IM240 test
Cutpoints, HC: 0.800
Cutpoints, CO: 20.000
Cutpoints, NOx: 2.000
Inspection
Type Freq
Biennial
Biennial
Biennial
Preaa 1983 1975-2020 Yea
Purge 1983 1981-2020 Yea
ATP 1983 1975-2020 Yes
OAir pump system disablements:
Fuel inlet restrictor disablements: Yea
EGR disablement: No
PCV system disablements: No
OBienn. Enh. I/M
Minimum Temp: 72. (F) Maximum Temp: 92. (F)
Period 1 RVP: 10.5 Period 2 RVP: 8.7 Period 2 Yr
OVOC HC emission factors include evaporative HC emission factors.
0
OEmisaion factors are as of Jan.1st of the indicated calendar year.
Yes Yes No Test Only
Yes Yes No Test Only
Yes Yea No Test Only
Yea Catalyst removals:
Tailpipe lead deposit test:
Evaporative system disablements:
Missing gas caps:
Comp
Rate
96.0%
96.0%
96.0%
Yes
No
No
No
1992
OCal. Year: 2000
OVeh. Type:
Region: Low
I/M Program: Yea
Anti-tarn. Program: Yea
Reformulated Gaa: No
LDGV LDGT1 LDGT2 LDGT
Altitude:
Ambient Temp:
Operating Mode:
500. Ft.
87.5 / 87.5
20.6 / 27.3
/ 87.5 F
/ 20.6
Veh. Spd. : T57S T9TSIfTS
VMT Mix: 0.616 0.191 0.086
0Composite Emission Factors (Gm/Mile)
HDGV LDDV LDDT HDDV MC All Veh
1975 T97S
0.031 0.002
TfTe" T9TS
0.001 0.068 0.006
VOC HC:
Exhat HC:
Evap. HC:
Refuel HC:
Runing HC:
Rsting HC:
Exhst CO:
Exhst NOX:
1.60
0.88
0.17
0.19
0.31
0.06
12.05
1.10
1.74
1.04
0.20
0.25
0.19
0.06
14.16
1.26
2.29
1.45
0.26
0.25
0.27
0.06
18.12
1.69
1.91
1.17
0.22
0.25
0.21
0.06
15.39
1.39
7
3
2
0
1
0
66
4
.14
.24
.32
.41
.05
.10
.26
.82
0.65
0.65
1.60
1.37
0.87
0.87
1.76
1.51
2.23
2.23
11.58
10.69
5.53
1.89
3.21
0.43
24.78
0.77
1.93
1.13
0.26
0.20
0.28
0.06
14.68
1.94
May 1994
-------
5-6
1 Enhanced I/M Performance Standard.
MOBILESa (26-Mar-93)
OI/M program #1 selected:
I/M program #2 selected:
1983
20%
1968
2020
3.%
3.%
96.%
OStart year (Jan 1):
Pre-1981 stringency:
First MYR covered:
Last MYR covered:
Waiver (pre-1981):
Waiver (1981+):
Compliance Rate:
Inspection type:
Test Only
Inspection frequency: Annual
I/M program fl vehicle types
LDCV - Yes
LDGT1 - Yes
LDGT2 - Yes
HDGV - No
1981 & later MYR test type:
2500 rpm / Idle
Outpoints, HC: 220.000
Cutpoints, CO: 1.200
Cutpoints, NOx: 999.000
OFunctional Check Program Description:
OCheck Start Model Yrs Vehicle Classes Covered
(Janl) Covered LDGV LDGT1 LDGT2 HDGV
Start year (Jan 1): 1983
Pre-1981 stringency: 20%
First MYR covered: 1986
Last MYR covered: 2020
Waiver (pre-1981): 3.%
Waiver (1981+): 3.%
Compliance Rate: 96.%
Inspection type:
Test Only
Inspection frequency: Annual
I/M program 12 vehicle types
LDGV - Yes
LDGT1 - Yes
LDGT2 - Yea
HDGV - No
1981 & later MYR test type:
IM240 test
Cutpoints, HC: 0.800
Cutpoints, CO: 20.000
Cutpoints, NOx: 2.000
Inspection Comp
Type Freq Rate
Annual
Annual
Annual
Yes Yes No Test Only
Yes Yes No Test Only
Yes Yes No Test Only
Yes Catalyst removals:
Tailpipe lead deposit test:
Evaporative system disablements:
Missing gas caps:
96.0%
96.0%
96.0%
Yes
No
No
No
Press 1983 1983-2020 Yes
Purge 1983 1986-2020 Yes
ATP 1983 1984-2020 Yes
OAir pump system disablements:
Fuel inlet restrictor disablements: Yes
EGR disablement: No
PCV system disablements: No
0Annual Enh. I/M
Minimum Temp: 72. (F) Maximum Temp: 92. (F)
Period 1 RVP: 10.5 Period 2 RVP: 8.7 Period 2 Yr
OVOC HC emission factors include evaporative HC emission factors.
0 ^_^
OEmission factors are as of Jan. 1st of the indicated calendar year.
OCal. Year: 2000 Region: Low Altitude: 500. Ft.
I/M Program: Yes Ambient Temp: 87.5 / 87.5 / 87.5 F
Anti-tarn. Program: Yea Operating Mode: 20.6 / 27.3 / 20.6
Reformulated Gas: No
OVeh. Type: LDGV LDGT1 LDGT2 LDGT HDGV LDDV LDDT HDDV MC All Veh
1992
Veh. Spd. :
VMT Mix:
T5T?
0.616
0.191
0.086
IsTe
0.031
0.002
0.001
0.068
0.006
OComposite Emission Factors (Gm/Mile)
VOC HC:
Exhst HC:
Evap. HC:
Refuel HC:
Runing HC:
Rsting HC:
Exhst CO:
Exhst NOX:
1.63
0.88
0.18
0.19
0.32
0.06
11.84
1.14
1.79
1.04
0.22
0.25
0.22
0.06
13.94
1.27
2.34
1.45
0.27
0.25
0.31
0.06
18.01
1.71
1.96
1.17
0.24
0.25
0.25
0.06
15.21
1.41
7
3
2
0
1
0
66
4
.14
.24
.32
.41
.05
.10
.26
.82
0.65
0.65
1.60
1.37
0.87
0.87
1.76
1.51
2.23
2.23
11.58
10.69
5.53
1.89
3.21
0.43
24.78
0.77
1.95
1.13
0.27
0.20
0.30
0.06
14.50
1.97
May 1994
-------
5-7
5.1.2.1 IM3BLK.IN Input File Listing
I
PROMPT
Demonstration of IMFLAG 3 - 'midst ream switch1 in I/M models.
1
1
1
1
i
3
1
1
1
2
1
5
4
1
3
3
83
90
TAMFLG
SPDFLG
VMFLAG
MYMRFG
NEMFLG
IMFLAG
ALHFLG
AIPFLG
RLFLAG
LOCFLG
TEMFLG
OOTFMT
PRTFLG
IDLFLG
NMHFLG
HCFLAG
20 68 20 01 01
20 84 20 01 01
- Midstream change in I/M programs.
- LAP record will appear once, in one-time data section.
- 112-column descriptive format with by-model-year tables.
- Print exhaust HC, CO and HOx results.
- Calculate emissions for volatile organic hydrocarbons.
- Print sum and component emissions (refueling not in sum) .
098 1 1 2221 1222 220. 1.20 999. Basic I/M
098 1 1 2221 4211 0.80 15.0 2.00 IM240 Program
TECH12.D
IMDATA.D
Scenario title
22221111 2
1 90 19.6 75.0 20.6 27.3 20.6 01
C 72. 92. 11.5 08.7 92 1 1 1
I/M data file
I/M data file
Local Area Parameter record
By-model-year inclusion vector
Scenario description record
0000000000000000000000000000000000000000000000000000000000000000000000000000000000000
May 1994
-------
1 Demonstration of IMFLAG 3
MOBILES* (26-Har-93)
OZ/M program |1 selected:
- 'midstrnam switch' in I/M models.
OStart year (Jan 1): 1983
Pre-1981 stringency: 20%
First MYR covered: 1968
Last MYR covered: 2020
Waiver (pre-1981): 1.%
Waiver (1981+): 1.%
Compliance Rate: 98.%
Inspection type:
Test Only
Inspection frequency: Annual
I/M program fl vehicle types
LDGV - Yes
LDQT1 - Yes
LDQT2 - Yes
HDGV - No
1981 C later MYR test type:
Idle
Outpoints, HC: 220.000
Outpoints, CO: 1.200
Cutpoints, NOx: 999.000
OScenario title.
I/M program 12 selected:
Start year (Jan 1): 1990
Pre-1981 stringency: 20%
First MYR covered: 1984
Last MYR covered: 2020
Waiver (pre-1981): 1.%
Waiver (1981+): 1,%
Compliance Rate: 98.%
Inspection type:
Test Only
Inspection frequency: Annual
I/M program |2 vehicle types
LDGV - Yes
LDGT1 - Yes
LDGT2 - Yes
HDGV - No
1981 t later MYR teat type:
IH240 test
Cutpoints, HC: 0.800
Cutpoints, CO: 15.000
Cutpoints, NOx: 2.000
y
io
Minimum Temp: 72. (F) Maximum Temp: 92. (F)
Period 1 RVP: 11.5 Period 2 RVP: 8.7 Period 2 Start Yr: 1992
OVOC HC emission factors include all evaporative HC emission factors, except for refueling emissions.
0
OEmission factors are as of Jan.1st of the indicated calendar year.
1 Demonstration of IMFLAG 3 - 'midstream switch' in I/M models.
MOBILESa (26-Mar-93)
OCal. Year: 1990 I/M Program: Yes Ambient Temp: 87.5 / 87.5 /
Anti-tarn. Program: No Operating Mode: 20.6 / 27.3 /
Reformulated Gas: No
0 Veh. Type: LDGV LDGT1 LDGT2 LDGT HDGV LDDV LOOT HDDV MC All Veh
2
o
n
q
00
87.5 (F) Region: Low
20.6 Altitude: 500. Ft.
Veb. Speeds:
VMT Mix:
19. 6
0.655
19. 6
0.161
OComposite Emission Factors (Gm/Mile)
VOC HC:
Exhaust HC:
Evaporat HC:
Refuel L HC:
Runing L HC:
Rating L BC:
Exhaust CO:
Exhaust NOX:
5.73
2.12
1.32
0.27
2.20
0.10
31.14
1.70
OEvaporative Emissions by
(Hot Soak: g/trip
Hot Soak
NtDiurnal
Multiple
Crankcase
Refuel
Resting
6.24
2.79
1.65
0.35
1.71
0.09
36.36
1.97
Component
I9T«
0.082
i
9
3
2
0
2
0
42
2
.48
.97
.47
.37
.96
.08
.42
.53
7.
3.
1.
0.
2.
0.
38.
2.
33
19
92
36
13
09
40
ie
19. 6
0.031
22.58
8.44
8.98
0.60 ~
5.02
0.15
177.59
5.81
19TS 197*
0.009 0.002
0.71 1.03
0.71 1.03
1.67 1.97
1.63 1.93
Weathered RVP: 10.9
, Diurnala: g, Crankcaae:
8.00
12.62
26.28
0.02
5.55
0.11
9.40
18.68
34.52
0.04
5.55
0.11
15
30
45
0
5
0
.25
.73
.90
.16
.55
.11
g/mi. Refuel
11.
22.
38.
0.
5.
°-
26
51
15
08
55
11
: g/gal.
29.49
71.00
73.09
0.39
5.55
0.16
Resting: g/hr)
197? T57S
0.052 0.008
3.41
3.41
13.88
21.74
Hot
Running
Resting
7.89
2.38
5.09
0.43
25.13
0.77
Soak Temp:
Loss Temp:
Loss Temp:
19.89
23.82
0.00
0.18
6.479
2.626
1.650
0.282
2.111
0.092
36.130
2.964
80 6 (F)
89.2 (F)
82.5 (F)
1 Demonstration of IMFLAG 3 -
Scenario title.
'midstream switch' in I/M models.
Light Duty Gas Vehicles
Jan. 1 199C
-------
OModel
Year
TF
T59"0 .0239
1989
1988
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
Hodel
Year
1531""
1989
1988
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
.1138
.1131
.1054
.1022
.0926
.0826
.0566
.0465
.0443
.0418
.0437
.0364
.0272
.0167
.0125
.0087
.0089
.0061
.0042
.0030
.0024
.0018
.0013
.0040
TF
.6239
.1138
.1131
.1054
.1022
.0926
.0826
.0566
.0465
.0443
.0418
.0437
.0364
.0272
.0167
.0125
.0087
.0089
.0061
.0042
.0030
.0024
.0018
.0013
.0040
1
Milea I
1799.
10768.
24576.
37637.
49991.
61679.
72735.
83193.
93085.
102442.
111294.
119667.
127586.
135078.
142165.
148869.
155210.
161208.
166882.
172249.
177326.
182129.
186672.
190970.
195034.
Milea
17997
10768.
24576.
37637.
49991.
61679.
72735.
83193.
93085.
102442.
111294.
119667.
127586.
135078.
142165.
148869.
155210.
161208.
166882.
172249.
177326.
182129.
186672.
190970.
195034.
HC
BEF4 Tamper SALUCF Cvapor Refuel Runnin Reatin
o.33d o.ooi i.ooo 0.455 o.24i 1.5o3 6.05"4
0.421 0.009 1.000 0.495 0.238 1.508 0.055
0.535 0.019 1.000 0.521 0.234 1.516 0.063
0.636 0.027 1.000 0.598 0.237 1.524 0.068
0.744 0.036 1.000 0.641 0.239 1.531 0.084
1.246 0.045 1.000 0.797 0.247 1.766 0.090
1.586 0.051 1.000 0.949 0.254 1.989 0.100
2.080 0.189 1.000 1.091 0.258 2.199 0.104
2.385 0.237 1.000 1.240 0.258 2.433 0.110
2.692 0.255 1.000 1.356 0.268 2.587 0.119
2.711 0.974 1.000 1.951 0.286 3.035 0.126
4.379 1.062 1.000 2.086 0.330 3.215 0.133
4.516 1.208 1.000 2.233 0.335 3.418 0.141
4.619 1.266 1.000 .088 0.362 3.593 0.149
4.742 1.398 1.000 .277 0.381 3.747 0.157
4.814 1.436 1.000 .471 0.420 3.893 0.166
5.207 0.195 1.000 .669 0.464 4.031 0.176
5.230 0.199 1.000 .872 0.464 4.162 0.186
5.240 0.068 1.000 5.080 0.457 4.285 0.197
7.770 0.033 1.000 6.798 0.460 7.166 0.208
7.573 0.023 1.000 7.139 0.445 7.166 0.220
7.347 0.024 1.000 7.366 0.445 7.166 0.232
7.518 0.024 1.000 7.601 0.445 7.166 0.246
10.311 0.000 1.000 8.592 0.445 7.166 0.260
10.382 0.000 1.000 8.845 0.445 7.166 0.274
1.322 6.270 2.14£ 6.097
| I/M Program
j HC CO NOX
| Credit Reduc Credit Reduc Credit Reduc
0.060 6.006 6.606 6.000 o.ooo o.ooo
0.012 0.001 0.014 0.013 0.000 0.000
0.049 0.003 0.050 0.067 -0.001 0.000
0.072 0.005 0.069 0.112 -0.001 0.000
0.089 0.007 0.086 0.165 -0.001 0.000
0.094 0.012 0.093 0.251 -0.001 0.000
0.131 0.020 0.130 0.399 -0.002 0.000
0.120 0.016 0.118 0.316 -0.003 0.000
0.115 0.014 0.113 0.223 -0.005 0.000
0.138 0.019 0.136 0.299 -0.007 -0.001
0.277 0.043 0.361 0.654 0.000 0.000
0.288 0.077 0.366 1.307 0.000 0.000
0.302 0.071 0.374 1.160 0.000 0.000
0.315 0.058 0.378 0.909 0.000 0.000
0.325 0.038 0.382 0.584 0.000 0.000
0.336 0.031 0.387 0.456 0.000 0.000
0.147 0.008 0.447 0.407 0.000 0.000
0.158 0.009 0.457 0.431 0.000 0.000
0.169 0.007 0.469 0.312 0.000 0.000
0.181 0.007 0.478 0.249 0.000 0.000
0.179 0.005 0.470 0.163 0.000 0.000
0.173 0.004 0.453 0.111 0.000 0.000
0.164 0.003 0.419 0.079 0.000 0.000
0.000 0.000 0.000 0.000 0.000 0.000
0.000 0.000 0.000 0.000 0.000 0.000
1
FER |
0.056
0.283
0.300
0.301
0.310
0.365
0.386
0.321
0.298
0.311
0.367
0.475
0.419
0.373
0.240
0.185
0.125
0.130
0.091
0.093
0.067
0.052
0.040
0.034
0.107
5.731
BEF4
4.86*9
7
11
14
17
26
32
41
37
42
27
51
53
54
56
57
57
57
57
64
60
56
60
123
124
734
148
305
084
366
238
842
639
822
702
844
423
863
463
611
765
726
489
270
938
651
872
084
018
CO
Tamper SAXHCF
0
0
0
0
0
0
0
2
2
3
12
12
14
15
17
18
5
5
1
0
0
0
0
0
0
020
088
183
249
339
458
506
688
880
348
582
540
159
152
212
371
471
583
896
948
650
554
554
000
000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1
FER |
HOX
BEF4 Tamper SAX.HCF
0.117 0.580
0
1
1
1
2
2
2
1
2
1
2
2
1
1
0
0
0
0
0
0
0
0
0
0
.891
.282
.534
.780
.485
.705
.521
.885
.047
.683
.814
.461
.907
.233
.953
.553
.561
.365
.276
.185
.136
.110
.157
.498
0
0
0
1
1
1
1
1
2
2
2
2
2
2
2
3
3
3
3
3
3
3
3
3
685
819
897
019
348
675
893
969
164
584
387
455
518
727
751
001
025
960
960
960
960
960
201
201
0.002
0.005
0.009
0.013
0.017
0.021
0.025
0.111
0.133
0.141
0.822
0.692
0.714
0.722
0.811
0.813
0.273
0.243
0.000
0.000
0.000
0.000
0.000
0.000
0.000
I
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
FER
0.014
0.079
0.094
0.096
0.106
0.127
0. 140
0.113
0.098
0.102
0.142
0.135
0.115
0.088
0.059
0.045
0.029
0.029
0.024
0.017
0.012
0.009
0.007
0.004
0.013
31.138 1. 697
-------
0.458
1 Demonstration of IMFLAG 3 - 'midstream awitch1
Scenario title.
-0.002
in I/M modala.
Light Duty Gas Truck* 1
Jan. 1 1990
OModel
Tear
rr
1915 .6329
1989
1988
. 1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
Model
Year
f
1955
1989
1988
1987
1986
1985
1984
1983
1982
1981
I960
1979
1978
1977
1976
1975
1974
1973
1972
.1296
.1217
.1142
.1069
.0822
.0652
.0446
.0326
.0275
.0255
.0431
.0363
.0336
.0247
.0181
.0103
.0125
.0091
.0070
.0043
.0036
.0033
.0020
.0092
TF
7o"3"2~5
.1296
.1217
.1142
.1069
.0822
.0652
.0446
.0326
.0275
.0255
.0431
.0363
.0336
.0247
.0181
.0103
.0125
.0091
1
Milaa |
1930.
11552.
26296.
40148.
53162.
65389.
76877.
87671.
97811.
107339.
116291.
124701.
132603.
140028.
147003.
153557.
159714.
165499.
170934.
176040.
180838.
185346.
189581.
193561.
197299.
Milea
1930.
11552.
26296.
40148.
53162.
65389.
76877.
87671.
97811.
107339.
116291.
124701.
132603.
140028.
147003.
153557.
159714.
165499.
110934.
HC
BEF4 Tamper SALHCF Evapor Refuel Runnin Reatin
0.46" 6" 6.665 1.6o6 "6.425 6.321 0.71* 0.049
0.562 0
0.685 0
0.810 0
1.019 0
1.535 0
2.262 0
2.270 0
2.355 0
2.453 0
4.037 2
4.226 2
4.975 2
5.087 2
5.226 2
5.233 2
5.394 0
5.416 0
5.425 0
7.889 0
7.678 0
7.414 0
7.580 0
10.356 0
10.422 0
1
| HC
| Credit
6.666
0.012
0.049
0.067
0.067
0.065
0.091
0.228
0.248
0.263
0.277
0.288
0.302
0.315
0.325
0.336
0.147
0.158
0.169
.019 1
.078 1
.120 1
.212 1
.284 1
.370 1
.490 1
.647 1
.806 1
.230 1
.403 1
.359 1
.484
.813
.551
.245
.245
.082
.039
.037 1
.038 1
.038 1
.000 1
.000 1
.000 0.449 0.321 0
.000 0.494 0.316 0
.000 0.614 0.307 0
.000 0.754 0.310 0
.000 0.977 0.323 1
.000 1.146 0.326 1
.000 1.283 0.321 1
.000 1.406 0.331 1
.000 1.538 0.338 2
.000 2.230 0.363 2
.000 2.404 0.451 2
.000 2.578 0.434 3
.000 4.576 0.424 3
.000 4.824 0.461 3
.000 5.080 0.485 3
.000 5.346 0.531 3
.000 5.622 0.531 3
.000 5.909 0.522 4
.000 8.033 0.522 7
.000 8.255 0.522 7
.000 8. 591 0.522 7
.000 8.942 0.522 7
.785 0.
.795 0.
.814 0.
.910 0.
.218 0.
.507 0.
.687 0.
.897 0.
.113 0.
.639 0.
.862 0.
.072 0.
.268 0.
.453 0.
.627 0.
.791 0.
.944 0.
.088 0.
.166 0.
.166 0.
.166 0.
.166 0.
.000 9.976 0.522 7.166 0.
.000 10.360 0.522 7
1.445 0.352 ~~I
.166 0.
050
058
063
074
083
086
094
103
106
112
120
127
135
144
154
163
174
185
197
210
223
238
253
269
7757 6.089
1
FER |
0.657
0.242
0.257
0.217
0.317
0.337
0.350
0.260
0.209
0.193
0.287
0.518
0.476
0.523
0.407
0.301
0.154
0.193
0.143
0.164
0.099
0.083
0.080
0.054
0.260
'£.246
BEF4
8.119
11.006
14.632
18.238
20.960
24.992
30.073
26.876
27.831
28.963
41.849
43.686
62.260
63.881
65.712
66.490
59.232
59.172
58.902
65.065
61.624
57.101
61.305
123.680
124.539
CO
Tamper SALHCF
0.045 1.000
0.116
0.192
1.303
2.604
3.307
4.412
5.540
7.417
9.163
26.292
27.887
26.221
27.332
30.829
28.229
6.857
6.857
2.286
1.124
1.033
0.881
0.881
0.000
0.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
.000
.000
.000
.000
.000
1.000
1
FER |
0.269
1.449
1.877
2.233
2.519
2.325
2.249
1.445
1.149
1.047
1.739
3.085
3.210
3.068
2.387
1.712
0.681
0.828
0.557
0.466
0.266
0.206
0.208
0.242
1.146
36.364
BEF4
0.188
0.908
1.080
1 .394
1.662
1.888
1.674
1.889
1.888
1.899
1.880
1.918
2.807
2.827
2.846
2.864
2.890
2.909
3.9S6
3.956
3.955
3.955
3.955
3.201
3.202
HOX
Tamper SALHCF
0.002
0.011
0.036
0.076
0.066
0.085
0.103
0.190
0.185
0.183
0.866
0.966
0. 976
0.976
0.976
0.976
0.326
0.290
0.000
0.000
0.000
0.000
0.000
0.000
0.000
1.000
1 .000
1.000
1.000
1.000
1.000
1.000
1 .000
1 .000
1.000
1.000
1.000
1.000
1.000
1 .000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
FER
0.026
0.119
0.136
0.168
0.185
0.162
0.116
0.093
0.068
0.057
0.070
0.124
0.137
0.128
0.095
0.069
0.033
0.040
0.036
0.028
0.011
0.014
0.013
0.006
0.029
-L79TT5
I/M Program
CO NOX
Reduc
0.666
0.001
0.004
0.007
0.008
0.009
0.015
0.030
0.025
0.024
0.039
0.074
0.078
0.079
0.062
0.048
0.010
0.013
0.010
Credit Reduc Credit
6.666 6.006 o.ooo
0.014 0.021 0.000
0.050 0.094 -0.001
0.065 0.144 -0.001
0.061 0.145 -0.001
0.065 0.142 -0.002
0.090 0.195 -0.003
0.335 0.605 0.000
0.351 0.490 0.000
0.358 0.444 0.000
0.361 0.604 0.000
0.366 1.087 0.000
0.374 1.347 0.000
0.378 1.307 0.000
0.382 1.005 0.000
0.387 0.758 0.000
0.447 0.493 0.000
0.457 0.625 0.000
0.469 0.473 0.000
Reduc
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
-------
1911
1910
1969
1968
1961
1966
.0070
.0043
.0036
.0033
.0020
.0092
116040.
180838.
185346.
189581.
193561.
191299.
0.
0.
0.
0.
0.
0.
181
119
113
164
000
000
0.012
0.007
0.006
0.005
0.000
0.000
0.
0.
0.
0.
0.
0.
478
470
453
419
000
000
0.
0.
0.
0,
0.
0
420
233
.168
.148
000
.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
1 Demonstration o£ IMFLAG 3
Scenario title.
0.565
- 'midstream
-0.001
in I/M models.
Light Duty Gas Trucks 2
Jan. 1 1990
OModel
Tear
TF
T9~5o .0246
1989
1988
1981
1986
1985
1984
1983
1982
1981
1980
1919
1978
1911
1916
1915
1914
1913
1912
1911
1910
1969
1968
1967
1966
f
Model
Tear
15915
1989
1988
1987
1986
1985
1984
1983
1982
1981
1980
1919
1918
.0911
.0943
.0909
.0813
.0606
.0555
.0355
.0518
.0299
.0266
.0141
.0165
.0434
.0333
.0241
.0143
.0116
.0133
.0101
.0062
.0053
.0058
.0031
.0155
TF
.02415
.0911
.0943
.0909
.0813
.0606
.0555
.0355
.0518
.0299
.0266
.0141
.0165
Miles
1847.
11068.
25458.
39341.
52138.
65664.
18136.
90169.
101179.
112982.
123790.
134220.
144283.
153992.
163360.
172399.
181120.
189535.
197655.
205489.
213047.
220340.
227377.
234167.
240718.
Milea
18 41"."
11068.
25458.
39341.
52738.
65664.
78136.
90169.
101779.
112982.
123790.
134220.
144283.
HC
BEF4 Tamper SALHCF Evapor Refuel Runnin Restin
0.465 0.005 1.000 0.444 0.323 0.779 0.051
0.557 0.020 1.000 0.466 0.322 0.785 0.051
0.611 0.019 1.000 0.499 0.316 0.194 0.059
0.802 0.125 1.000 0.604 0.308 0.813 0.062
1.002 0.209 1.000 0.120 0.311 0.900 0.011
1.546 0.286 1.000 0.914 0.324 1.225 0.078
2.286 0.378 1.000 1.050 0.321 1.539 0.018
2.311 0.524 1.000 1.151 0.322 1.131 0.083
2.411 0.693 1.000 1.238 0.334 1.981 0.088
2.540 0.841 1.000 1.321 0.339 2.241 0.089
4.316 2.818 1.000 1.915 0.363 2.838 0.092
4.626 3.009 1.000 2.088 0.450 3.114 0.095
1.348 0.000 1.000 5.892 0.434 1.166 0.099
7.421 0.000 1.000 5.979 0.424 7.166 0.102
7.457 0.000 1.000 6.065 0.460 1.166 0.106
1.498 0.000 1.000 6.153 0.485 1.166 0.110
1.111 0.000 1.000 6.243 0.531 1.166 0.114
9.251 0.000 1.000 6.334 0.531 1.166 0.118
9.296 0.000 1.000 6.439 0.521 1.166 0.122
9.330 0.000 1.000 6.535 0.521 7.166 0.121
9.508 0.000 1.000 6.594 0.521 1.166 0.131
10.811 0.000 1.000 6.690 0.521 7.166 0.136
11.093 0.000 1.000 6.788 0.521 7.166 0.141
13.395 0.000 1.000 12.456 0.521 7.166 0.146
13.510 0.000 1.000 12.559 0.521 1.166 0.152
_
2.4£< 6. 372" 2.961 0.083
| I/M Program
| HC CO HOX
j Credit Reduc Credit Reduc Credit Reduc
6.066 o". oo(> "0.666 o.ooo o.ooo o.ooo
0.012 0.001 0.014 0.015 0.000 0.000
0.049 0.003 0.050 0.012 -0.001 0.000
0.067 0.005 0.065 0.113 -0.001 0.000
0.067 0.006 0.061 0.117 -0.001 0.000
0.065 0.006 0.065 0.105 -0.002 0.000
0.091 0.013 0.090*0.167 -0.003 0.000
0.228 0.024 0.335 0.489 0.000 0.000
0.248 0.041 0.351 0.797 0.000 0.000
0.263 0.027 0.358 0.498 0.000 0.000
0.277 0.045 0.361 0.670 0.000 0.000
0.288 0.140 0.366 2.020 0.000 0.000
0.104 0.065 0.395 3.481 0.000 0.000
1
FER |
0.043
0.184
0.199
0.219
0.253
0.245
0.296
0.206
0.333
0.211
0.322
0.966
1.568
0.896
0.693
0.517
0.304
0.404
0.307
0.248
0.145
0.132
0.145
0.123
0.518
9.418
BEF4
8.094
10.866
14.407
18.033
20.686
25.136
30.346
27.272
28.446
29.826
44.491
46.867
69.623
69.852
69.827
70.015
69.965
59.333
59.191
59.119
61.066
19.698
85.626
148.971
150.478
CO
Tamper SJLLHCF
~o
0
0
1
2
3
4
6
8
9
30
32
0
0
0
0
0
0
0
0
0
0
0
0
0
.048 1.000
.185
.820
.398
.564
.327
.514
.020
.069
.725
.663
.309
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
1
FER |
BEF4
0.201 0.116
1.080
1.435
1.166
2.030
1.125
1.936
1.184
1.893
1.182
2.001
5.915
5.323
3.030
2.326
1.131
1.001
1.047
0.789
0.634
0.379
0.424
0.494
0.553
2.337
42. 417"
0
1
1
1
1
1
1
1
1
1
4
5
5
5
5
5
5
5
5
891
057
367
652
894
683
867
869
900
914
961
274
306
335
364
392
864
864
863
863
067
069
070
071
HOX
Tamper SA1.HCF
0.002
O.OO^
0.029
0.066
0.065
0.085
0.105
0.185
0.182
0.182
0.865
0.961
0.109
0.109
0.109
0.109
0.109
0.120
0.000
0.000
0.000
0.000
0.000
0.000
0.000
1.000
1.
1.
.1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
1.
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
FER
0. 019
0.088
0.102
0.130
0.1SO
0.120
0.099
0.073
0.106
0.062
0.074
0.219
0.335
0.191
0.148
0.111
0.064
0.106
0.078
0.063
0.036
0.027
0.029
0.019
0.079
-Z73»
-------
1917
197C
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
.0434
.0333
.0247
.0143
.0176
.0133
.0107
.0062
.0053
.0058
.0037
.0155
153992.
163360.
172399.
181120.
189535.
197655.
205489.
213047.
220340.
227377.
234167.
240718.
0
0
0
0
0
0
0
0
0
0
0
0
.113
.125
.136
.147
.158
.169
.181
.179
.173
.164
.000
.000
0.041
0.035
0.029
0.019
0.031
0.025
0.022
0.013
0.012
0.013
0.000
0.000
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
409
423
434
447
457
469
478
470
453
419
000
000
2
1
1
0
0
0
0
0
0
0
0
0
.094
.705
.329
.808
.882
.695
.581
.336
.352
.357
.000
.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
1 Demonstration of
Scenario title.
6".617 17.*8j -A.OOi
IMFLAQ 3 - 'midstream witch* in'l/M model*.
Heavy Duty Gas Vahiclaa
Jan. 1 1990
OModel
Tear TF
+
1990
1989
1988
1987
1986
198S
1984
1983
1982
1981
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
TUOTO
.0907
.0851
.0798
.0749
.0568
.0463
.0276
.0321
.0336
.0369
.0652
.0516
.0520
.0429
.0300
.0319
.0285
.0228
.0177
.0121
.0118
.0111
.00(6
.0520
Miles
0.
8626.
25344.
41029.
55744.
69550.
82501.
94653.
106053.
116750.
126785.
136199.
145032.
153318.
161092.
168386.
175229.
181649.
187672.
193323.
198624.
203598.
208264.
212641.
216748.
BEF4 Tamper SJLLHCF
0.000 6.000 0.000
0.994
1.150
1.283
2.387
2.778
5.760
5.227
5.438
5.573
6.102
6.690
10.164
10.326
12.347
13.405
14.769
17.630
17.880
18.114
18.334
27.024
27.193
27.352
27.502
0.013 1.026
0.034 1.026
0.041 1.026
0.009 1.026
0.013 1.026
0.018 1.026
0.041 1.026
0.045 1.026
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
.026
.026
.026
.026
.026
.026
.026
.026
.026
.026
.026
.026
0.000 1.026
0.000 1.026
0.000 1.026
0.000 1.026
HC
E vapor Refuel
Runnin
Reatin
FER
A.AdA o.ood ^0:000 n>.ooo o.ooo
2.985
2.998
3.022
3.191
3.556
12.056
12.068
12.069
12.070
12.169
12.172
12.172
12.172
12.172
12.172
12.172
12.172
12.172
12.172
12.172
12.172
12.172
17.745
17.745
0.540
0.540
0.541
0.543
0.552
0.547
0.548
0.551
0.570
0.581
0.616
0.626
0.639
0.656
0.675
0.689
0.703
0.704
0.704
0.704
0.715
0.715
0.715
0.715
1.507
1.517
1.536
1.677
1.985
7.165
7.165
7.165
7.165
7.165
7.165
7.165
7.165
7.165
7.165
7.165
7.165
7.165
7.165
7.165
7.165
7.165
7.165
7.165
0.041
0.044
0.047
0.050
0.053
0.125
0.133
0.142
0.151
0.161
0.171
0.183
0.195
0.208
0.221
0.236
0.251
0.268
0.286
0.305
0.325
0.346
0.369
0.393
0.505
0.491
0.476
0.552
0.480
1.169
0.684
0.802
0.843
0.951
1.720
1.546
1.567
1.382
0.999
1.106
1.073
0.866
0.678
0.463
0.561
0.529
0.354
2.784
'
BEF4
~0~.
19.
20.
22.
52.
65.
120.
120.
127.
132.
146.
161.
264.
269.
321.
345.
380.
379.
384.
389.
394.
387.
390.
393.
395.
000
028
765
207
000
813
813
849
291
757
180
292
209
800
299
336
153
185
656
789
604
730
645
379
944
CO
Tamper SALHCF
0.000
0.163
0.497
0.656
0.105
0.154
0.179
0.432
0.469
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1.022
1
FER |
0.000
1.778
1.848
1.865
3.987
3.828
5.721
3.424
4.190
4.556
5.518
10.751
13.941
14.345
14.093
10.589
12.375
11.041
8.971
7.067
4.860
4.694
4.436
2.667
21.048
BEF4
0.000
4.972
5.019
5.064
4.977
5.025
4.346
5.257
5.309
5.358
5.783
6.162
4.938
4.978
5.861
6.308
6.930
8.854
8.854
8.854
8.854
8.301
8.301
8.301
8.301
nox
Tamper SA-LHCF
0.000 0.000
0.004
0.015
0.026
0.035
0.049
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.996
0.996
0.996
0.996
0.996
0.996
0.996
0.996
0.996
0.996
0. 996
0.996
0.996
0.996
0.996
0.996
0. 996
0.996
0.996
0.596
0. 996
0. 996
0. 996
0.996
FER
0.000
0.449
0.427
0.405
0.374
0.287
0.200
0.145 y,
o.no ,L
0.179 ^>
0.213
0.401
0.254
0.258
0.251
0.189
0.220
0.251
0.201
0.157
0.106
0.098
0.092
0.055
0.430
8.97* 0.666 5.017 0.149 22.583
177.593
"571 IT
-------
5-13
5.1.3.1 LAP.IN Inout File Listing
1 PROMPT
Damonatration of OXYTLG and DSFLAG on tha Local Araa Paraaatar record.
1 TAMFLG
1 SPDFLG
1 VMFLAG
1 MYMRFG
1 NEWFLG
1 IMFLAG
1 ALHTLG
1 ATPFLG
1 RULAG
1 LOCFLG
1 TEMFLG
5 OUTFMT -
4 PRTFLG -
1 IDLFLG
3 NMHTLG -
2 HCFLAG -
21111111 2
1 90 19.6 75.0 20.6
Scenario titl*. C
0.10 0.30 0.02 .027
112-cclumn d«*criptiv* format with by-mod«l-y««r tablaa.
Print axhauat HC, CO and NOx r«aulta.
Calculate amiaaiona for volatil* organic hydrocarbona.
Print aua and component amiaalona.
By-mod*l-y«ar incluaion vactor
27.3 20.6 01 Scenario description racord
72. 96. 11.5 09.0 92 2 2 1 Local Ar«a Paraavtar racord
2 Oxyganatad fuala racord
.000.002.000.002.000.002.003.003.003.007.009.011.017.023.021.047.047.093.059.056
.044.035.021.018.009.008.005.000.003.000.002.000.003.000.002.000.002.000.001.000
.000.000.000.000.000.000.000.000.000.000
Oiaaal aalaa fraction
Diaaal aalaa fraction
Diaaal aalaa fraction
May 1994
-------
1 Demonstration of OXYFLG and DSFLAG on the Local Area Parameter record.
MOBILESa (26-Mar-93)
OReplacement Diesel Sales Fractions Input by User:
0 1966 1967 1968 1969 1970 1971 1972 1973 1974 1975
f
LDDV: 0.000 0.000 0.000 0.000 0.000 0.001 0.002 0.002 0.003 0.002
LDDT: 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
0 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985
+
LDDV: 57553 57555 57509 57551 5754*4 57559 5754*7 5752*1 57517 57oo9
LDDT: 0.000 0.000 0.008 0.018 0.035 0.056 0.093 0.047 0.023 0.011
0 1986 1987 1988 1989 1990
LDDV: 57553 57553 57550 57500 5755o
LDDT: 0.007 0.003 0.002 0.002 0.002
OVOC BC emission factors include evaporative HC emission factors.
0
OEnxssion factors are as of Jan. 1st of the indicated calendar year.
1 Demonstration of OXYFLG and DSFLAG on the Local Area Parameter record.
MOBILESa (26-Mar-93)
OCal. Year: 1990 I/M Program: Ho Ambient Temp: 90. 5 / 90.5 / 90.5 (F) Region: Low
Anti-tarn. Program: Ho Operating Mode: 20.6 / 27.3 / 20.6 Altitude: 500.
Reformulated Gas: Ho
OScenario title. . Minimum Temp: 72. (F) Maximum Temp: 96.
Period 1 RVP: 11.5 Period 2 RVP: 9.0 Period 2 Start Yr: 1992
0 Ether Blend Market Share: 0.100 Alcohol Blend Market Share: 0.300
Ether Blend Oxygen Content: 0.020 Alcohol Blend Oxygen Content: 0.027
Alcohol Blend RVP Naiver: Yea
0 Veh. Type: LDGV LDGT1 LDGT2 LDGT HDGV LDDV LDDT ' HDDV
Veh. Speeds: 3775 1775 TTTS 1775 3775
VMT Mix: 0.655 0.161 0.082 0.031 0.009
OCompoaite Emission Factors (Cm/Mile)
VOC HC: 7.81 8.42 12.11 9.66 26.73 0.71
Exhaust HC: 2.72 3.58 4.76 3.98 8.50 0.71
Evaporat HC: 1.75 2.18 3.05 2.47 10.96
Refuel L HC: 0.28 0.37 0.39 0.37 0.62
Runing L HC: 2.95 2.20 3.82 2.74 6.48
Rating L HC: 0.10 0.10 0.09 0.09 0.16
Exhaust CO: 41.36 48.90 60.49 52.80 175.18 1.67
Exhaust NOX: 1.71 2.02 2.54 2.19 5.69 1.63
1 Demonstration of OXYFLG and DSFLAG on the Local Area Parameter record.
Scenario title.
Light Duty Gaa Vehicles
Jan. 1 1990
OModel | HC |
Year TF Miles | BEF4 Tamper SALHCF Evapor Refuel Runnin Restin FER I
T375 75237 TJ737 0.336" d.ooi 1.066 6.446° 0.251 2.067 o.oss o.oao
1989 .1138 10768. 0.424 0.010 .000 0.703 0.248 2.073 0.059 0.400
1988 .1131 24576. 0.562 0.024 .000 0.750 0.243 2.083 0.068 0.422
1987 .1054 37637. 0.683 0.038 .000 0.851 0.247 2.093 0.074 0.420
1986 .1022 49991. 0.810 0.052 .000 0.908 0.249 2.102 0.091 0.430
1985 .0926 61679. 1.363 0.072 .000 1.102 0.257 2.397 0.098 0.490
1984 .0826 72735. 1.808 0.090 .000 1.303 0.264 2.677 0.108 0.516
1983 .0566 83193. 2.348 0.345 .000 1.510 0.268 3.032 0.112 0.431
1982 .0465 93085. 2.664 0.384 1.000 1.688 0.268 3.301 0.119 0.392
1981 .0443 102442. 3.078 0.456 1.000 1.857 0.278 3.555 0.129 0.415
1980 .0418 111294. 3.769 1.595 1.000 2.481 0.297 3.991 0.136 0.513
1979 .0437 119667. 6.300 1.683 1.000 2.659 0.343 4.239 0.144 0.672
0.002
1.03
1.03
1.97
1.93
0
3
3
13
21
052
41
41
88
74
Ft.
MC
IT
0
9
2
7
0
24
0
CO
BEF4
5.109
8.229
12.234
15.870
19.206
29.568
37.562
47.960
40.284
46. 969
41.021
83.196
Tamper
0.021
0.
0.
0.
0.
0.
1.
5.
4.
6.
18.
18.
100
236
362
523
908
198
095
926
054
169
382
SALHCF
1 . 000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
008
93
35
11
46
55
75
1
FER |
0
0
1
1
2
2.
3
3
2
2
2
4
122
948
411
711
015
823
202
003
104
351
472
439
All Veh
8.553
3.217
2.141
0.294
2.801
0.100
46.254
2.974
tiox
BEF4 Tampor
"0
0
0
0
1
1
1
1
1
2
2
2
.581 0.009
.686 0.015
.820 0.024
.899 0.033
.021 0.042
.351 0.051
. 6V7 0.060
.894 0.222
.964 0.230
.154 0.258
.589 0.939
.242 0.661
SALHCF
1
1
1
1
1
1
1
1
1
1
1
1
000
000
000
000
000
000
000
000
000
000
000
000
FER
0.014
0.080
0.096
0.098
0.109
0.130
0.144
0.120
0.102
0.107
0.147
0.127
OJ
is)
I
3
3
-------
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
.0364
.0272
.0167
.0125
.0087
.0089
.0061
.0042
.0030
.0024
.0018
.0013
.0040
127586.
135078.
142165.
148869.
155210.
161208.
166882.
172249.
177326.
182129.
186672.
190970.
195034.
6.
6.
7.
7.
6.
6.
6.
9
9
8
8
10
10
631
917
211
460
148
251
350
.427
.104
.835
.949
.174
.244
1
1
1
1
0
0
0
0
0
0
0
0
0
.797
.752
.806
.753
.206
.206
.069
.032
.031
.032
.032
.000
.000
1
1
1
1
1
1
1
1
1
1
1
1
1
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
2
5
5
5
5
6
6
8
8
9
9
10
10
.840
.191
.445
.708
.978
.256
.529
.747
.711
.000
.300
.359
.683
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
349
377
396
437
483
483
475
479
463
463
463
463
463
4
4
4
5
5
5
5
9
9
9
9
9
9
.473
.694
. 903
.101
.289
.466
.598
.182
.182
.182
.182
.182
.182
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
152
161
170
180
190
201
212
224
237
251
265
280
296
0.
0.
0.
0.
0.
0.
0.
0.
0,
0
0
0
0
591
520
334
259
160
167
118
119
.083
.066
.051
.039
.124
86
89
93
96
103
105
107
121
112
97
98
115
115
.796
.988
.202
.012
.877
.815
.647
.458
.202
.639
.734
.008
.882
19
19
21
21
5
5
1
0
0
0
0
0
0
. 671
.813
.108
.500
.795
.795
.932
.948
.861
.709
.709
.000
.000
1.
1
1
1
1
1
1
1
1
1
1
1
1
000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
3.
2.
1.
1
0
0
0
0
0
0
0
0
0
877
990
914
,475
.958
989
.674
.518
.340
.233
.178
.146
.465
2.
2.
2.
2.
2.
2.
3.
3.
3.
3.
3.
3.
3.
305
365
663
687
866
889
873
873
873
873
873
148
149
0.
0.
0
0
0.
0.
0.
0
0
0.
o
0
0
681
687
802
802
263
233
000
.000
.000
000
.000
000
. 000
1
1
1
1
1
1
1
1
1
1
1
1
1
.000
.000
.000
.000
. 000
.000
.000
.000
.000
.000
.000
.000
.000
0.
0.
0.
0.
0
0.
0
0
0
0
0
0
0
109
083
058
.044
027
028
.024
.016
.012
.009
.007
.004
.013
1.751 d.Sflo 2.954 O.io4 1.815 41.361
-------
5-16
5.1.4.1 MEGA.IN Input File Listing
1 PROMPT
Demonstration of every One-Time Section input, showing relative ordec.
2 TAMFLG - Uaer supplied tampering rates.
4 SPDFLG - One average speed, trip length distributions in one-time data.
3 VMFLAG - VMT mix in one-time data section.
4 MYKRFG - User supplied mileage accumulation and registration distributions.
4 NEWFLG - User supplied basic exhaust emission rates and Evap. Teat procedure
3 IMFLAC - Dual Inspection/maintenance program modeled.
2 ALHFLG - Corrections for A/C uaeage, load, trailers, humidity.
9 AIPFLG - TJser specifies ATP, pressure, and purge checks.
4 RLFLAG - Uaer supplies data about Stage II and onboard VRS systems.
2 LOCFLG - LAP record will appear once, in one-time data section.
1 TEMFLG - Calculate temperature.
5 OUTTMT - 112-column output format with by-model-year tables.
4 PRTFLG - Print exhaust HC, CO, and NOx results.
2 IDLFLC - Idle emission factors calculated and printed.
3 NMHFIAS - Calculate emissions for volatile organic hydrocarbons.
3
0.0072
0.0320
0.0320
0.0320
0.0033
-.0369
-.0389
-.0389
0.0006
-.0039
-.0039
-.0039
0.0668
0.0615
0.0615
0.0615
0.0066
-.0318
-.0318
-.0318
0.0053
-.0262
-.0262
-.0262
0.0261
0.0767
0.0767
0.0767
0.0048
0.0299
0.0299
0.0299
0.0028
0.0088
0.0088
0.0088
0.0055
0.0304
0.0304
0.0304
0.0029
0.0148
0.0148
0.0148
0.0011
0.0164
0.0164
0.0164
.782.083
.14390 .
.08254 .
.04735 .
.15442 .
.08276 .
.04436 .
.14779 .
.10335 .
.07227 .
HCFLAG - Print sum (excludes refueling) and component; evap in
.0084
.0785
.0785
.0785
-.0019
-.0018
-.0018
-.0018
-.0008
.0024
.0024
.0024
.0067
.1037
.1037
.1037
-.0152
-.0062
-.0062
-.0062
.0000
.0006
.0006
.0006
.0193
.0444
.0444
.0444
.0038
.0258
.0258
.0258
.0014
.0035
.0035
.0035
.0084
.0203
.0203
.0203
.0060
.0109
.0109
.0109
.0003
.0043
.0043
.0043
.0027 -.0259
.1519 .1519 -.
.1519 .1519 -.
.1519 .1519 -.
-.0110 .0110
.0017 .0113 -.
.0017 .0113 -.
.0017 .0113 -.
-.0009 .0000
.0075 .0000 -.
.0075 .0000 -.
.0075 .0000 -.
.0379 .0907
.1376 .0491
.1376 .0491
.1376 .0491
-.0005 .0108
.0201 -.0379
.0201 -.0379
.0201 -.0379
.0000 .0000
-.0122 .0075 -.
-.0122 .0075 -.
-.0122 .0075 -.
.0242 .0342
.0297 .0297
.0297 .0297
.0297 .0297
.0067 .0034
.0188 .0203
.0188 .0203
.0188 .0203
.0006 .0025
.0006 .0057
.0006 .0057
.0006 .0057
.0089 .0091
.0210 .0388
.0210 .0388
.0210 .0388
.0009 .0017
.0031 .0229
.0031 .0229
.0031 .0229
.0002 .0036
.0081 .0086
.0081 .0086
.0081 .0086
0412
2435 -
2435 -.
2435 -
0225
0204
0204
0204
0061 -.
0019
0019
0019
0744
0808
0808
0808
0203 -.
0538 -.
0538 -.
0538 -.
0012 -.
0021
0021
0021
0347
1198
1198
1198
0040
0258
0258
0258
0017
0053
0053
0053
0105
0114
0114
0114
0014
0000
0000
0000
0006
0027
0027
0027
0192
0195
0195
0195
0078
0009
0009
0009
0013
0100
0100
0100
0099
0695
0695
0695
0158
0126
0126
0126
0013
0100
0100
0100
0097
0438
0438
0438
0013
0057
0057
0057
0026
0011
0011
0011
0085
0093
0093
0093
0085
0128
0128
0128
0026
0011
0011
0011
.0107
.0000
.0000
.0000
-.0036
.0145
.0145
.0145
-.0002
.0011
.0011
.0011
.0048
-.0156
-.0156
-.0156
-.0028
-.0261
-.0261
-.0261
-.0018
.0000
.0000
.0000
.0022
.0073
.0073
.0073
.0022
.0003
.0003
.0003
.0013
.0009
.0009
.0009
.0023
.0040
.0040
.0040
.0021
.0079
.0079
.0079
.0014
.0000
.0000
.0000
.0334
-.1849
-.1849
-.1849
.0110
-.0590
-.0590
-.0590
-.0012
.0092
.0092
.0092
-.0116
.0471
.0471
.0471
-.0173
-.0314
-.0314
-.0314
-.0012
.0092
.0092
.0092
.0096
.0839
.0839
.0839
.0046
.0270
.0270
.0270
.0055
.0047
.0047
.0047
.0156
.0150
.0150
.0150
.0122
.0184
.0184
.0184
.0055
.0047
.0047
.0047
. 047 . 042 . 002 . 000 . 035 . 009
13612 .
07807 .
04478 .
14508 .
07776 .
04168 .
14259 .
09972 .
06973 .
12875 .12180 .11522
07386 .06987 .06608
04237 .04007 .03790
13631 .12807 .12032
07306 .06864 .06449
03916 .03679 .03456
13758 .13275 .12809
09621 .09283 .08957
06728 .06492 .06264
.10899
.06291
.11309
.06059
.12359
.08642
.10310
.05913
.10621
.05693
.11924
.08339
.09751
.05594
.09979
.05348
.11505
.08046
.09225
.05291
.09376
.05025
.11101
.07763
IAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMZM
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
TAMDR
gms.
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
.
_
-
_
-
-
_
-
-
_
-
-
-
_
-
-
-
-
-
non-I/M tamp, rates
non-I/M tamp, rates
non-I/M tamp, rates
non-I/M tamp, rates
non-I/M tamp, rates
non-I/M tamp, rates
non-I/M tamp, rates
non-I/M tamp, rates
non-I/M tamp, rates
non-I/M tamp, rates
non-I/M tamp, rates
non-I/M tamp, rates
I/M tamp, rate
I/M tamp, rate
I/M tamp, rate
I/M tamp, rate
I/M tamp, rate
I/M tamp, rate*
I/M tamp, rate*
I/M tamp, rates
I/M tamp, rate*
I/M tamp, rates
I/M tamp, rates
I/M tamp, rate*
non-I/M det. rate*
non-I/M det. rate*
non-I/M det. rate*
non-I/M det. rate*
non-I/M det. rate*
non-I/M det. rate*
non-I/M det. rate*
non-I/M det. rate*
non-I/M det. rate*
non-I/M det. rate*
non-I/M det. rate*
non-I/M det. rate*
I/M det. rate*
I/M det. rate*
I/M det. rate
I/M det. rate
I/M det. rate
X/M det. rate
I/M det. rate
I/M det. rate
I/M det. rate
I/M det. rate*
I/M det. rate*
I/M det. rate*
User-supplied VMT "»*«
.08726 LDGV miles
.05005
.08809 LDGT1
.04721
.10711 LDGT2
.07490
mile*
mile*
May 1994
-------
5-17
.17251 .16185 .15185
.09114 .08551 .08022
.04815 .04517 .04238
.17825 .16478 .15233
.08123 .07509 .06942
.03702 .03422 .03163
.21004 .19125 .17415
.08231 .07495 .06825
.03226 .02937 .02675
.17251 .16185 .15185
.09114 .0855? .08022
.04815 .04517 .04238
.04786 .04475 .04164
.01678 .01368 .00000
.00000 .00000 .00000
.049 .
.050 .
.006 .
.063 .
.030 .
.009 .
.054 .
.028 .
.009 .
.023 .
.034 .
.021 .
.049 .
.050 .
.006 .
.063 .
.030 .
.009 .
.034 .
.053 .
.011 .
.144 .
.023 .
.000 .
003
111
ratea
112
ratea
113
ratea
4
95 10.
96 30.
97 50.
,98 100
90 20
92 20
83 75
90 71
90 84
,079 .
.054 .
005 .
084 .
,053 .
008 .
072 .
080 .
008 .
047 .
064 .
022 .
079 .
054 .
005 .
084 .
053 .
008 .
067 .
066 .
009 .
168 .
097 .
000 .
98 20
92 20
96 20
0
0
0
.
68 20
84 20
083 .
047 .
004 .
084 .
047 .
008 .
072 .
084 .
009 .
047 .
054 .
022 .
083 .
047 .
004 .
084 .
047 .
008 .
067 .
055 .
007 .
135 .
000 .
000 .
082 .
037 .
003 .
084 .
046 .
005 .
072 .
049 .
006 .
047 .
058 .
014 .
082 .
037 .
003 .
084 .
046 .
005 .
067 .
057 .
005 .
109 .
000 .
000 .
0.184 0.
2.147 1.
0.178 0.
01 01 098
01 01 098
20 2221 11
20 2221 11
20 2221 11
098.
098.
098.
.14246 .13365
.07526 .07061
.03976 .03730
.14081 .13017
.06417 .05932
.02924 .02703
.15858 .14440
.06211 .05659
.02435 .02218
.14246 .13365
.07526 .07061
.03976 .03730
.03853 .03543
.00000 .00000
.12539 .11764 .11037 .10355 .09715 HDGV milea
.06625 .06215 .05831 .05471 .05132
.12033 .11124 .10283 .09506 .08788 LDDV milea
.05484 .05069 .04686 .04332 .04005
.13149 .11973 .10902 .09927 .09040 LDDT milea
.05153 .04692 .04272 .03890 .03543
.12539 .11764 .11037 .10355 .09715 HDDV milea
.06625 .06215 .05831 .05471 .05132
.03232 .02921 .02611 .02300 .01989 MC milea
.00000 .00000 .00000 .00000 .00000
.00000 .00000
084
024
010
084
036
025
072
039
026
047
051
117
084
024
010
084
036
025
067
045
016
088
000
000
0720
4480
0830
1 1
1 1
.081
.019
.069
.028
.052
.030
.038
.038
.081
.019
.069
.028
.073
.019
.070
.000
.077
.014
.059
.017
.050
.018
.033
.043
.077
.014
.059
.017
.061
.023
.056
.000
.056
.015
.044
.022
.034
.023
.021
.041
.056
.015
.044
.022
.040
.028
.045
.000
.050
.011
.036
.017
.054
.018
.026
.035
.050
.011
.036
.017
.041
.024
.036
.000
.051
.008
.031
.014
.031
.015
.029
.029
.051
.008
.031
.014
.051
.016
.029
.000
0.2730
3.4340
LDGV reg.
LDGT1 reg.
LDQT2 reg.
HDGV reg.
LDDV reg.
LDDT reg.
HDDV reg.
MC reg.
Low-alt. LDGV, 1998-2020, !
Low-alt. LDGV, 1992-2020, C
Low-alt. LD3V, 1996-2020, 1
2222
2222
2211
4211
220.
0.80
1.20
15.0
999.
999.
22221222
Evaporative
Evaporative
Evaporative
Evaporative
I/M - Baaie
I/M - IM240
emiaaiona.
emiaaiona.
emiaaiona.
emiaaiona.
I/M
Program
ATP - ATP program
ATP - Preaaure Check
94 6 083 068
ATP - Purge
RLTLAG refut
Cheek
ling emiaaion <
92 2222
Scenario title. C 72. 92. 11.5
6.7 18.5 16.8 13.1 8.3 36.6
21111111 2
1 00 19.6 7S.O 20.6 27.3 20.6 01
.00 .06 .12 .31 .02 80.0
1 90 19.6 75.0 20.6 27.3 20.6 01
.00 .06 .12 .31 .02 80.0
1 80 19.6 75.0 20.6 27.3 20.6 01
.00 .06 .12 .31 .02 80.0
RLFLAG 4
08.7 92 1 1 1 Local Area Parameter record
Trip length diatributiona
By-model-year ineluaion vector
Scenario deaeription record
ALH correction factora.
Scenario description record
ALH correction faetora.
Scenario deaeription record
ALH correction factora.
May 1994
-------
1 Demonstration of every One-Time Section input, showing relative order.
MOBILESa (26-Mar-93)
0
-M 49 Naming:
4- 0.999 MYR sum not - 1. (will normalize)
-M 49 Naming:
+ 1.00 MYR sum not - 1. (will normalize)
-M 49 Naming:
+ 1.00 MYR sum not - 1. (will normalize)
-M 49 Naming:
4- 1.00 MYR sum not - 1. (will normalize)
-M 49 Naming:
4- 0.999 MYR sum not - 1. (will normalize)
-M 49 Naming:
+ 1.00 MYR sum not - 1. (will normalize)
-M 49 Naming:
4- 1.00 MYR sum not - 1. (will normalize)
0 Replacement Tampering and Miafueling Rates Input by Oaer:
0 Non-I/M Case
0
0
0 Component I
Air Pump
Catalyst
Fuel Inlet
Other Misfueling
OR System
Cvap Canister
PCV System
Cap
All Misfueling
0
4-
0
0 Component I
Air Pump
Catalyst
Fuel Inlet
Other His fuel ing
BGR System
Evap Canister
PCV System
Cap
All Misfueling
0
0
0 Component
*
Air Pump
Catalyst
Fuel Inlet
Other Miafueling
EGR Syatem
Evap Caniatar
LDGV
ZML
0. 0072
0.0084
0.0027
-0.0286
0.0412
0.0192
0.0107
0.0334
-0.0259
DET
6.62(1
0.0193
0.0242
0.0100
0.0347
0.0097
0.0022
0.0096
0.0342
LDGV
ZML
616033
-0.0019
-0.0110
0.0220
0.0225
0.0078
-0.0036
0.0110
0.0110
DET
6.0048
0.0038
0.0067
-0.0033
0.0040
0.0013
0.0022
0.0046
0.0034
LDGV
ZML
0.660 «
-0.0008
-0.0009
0.0009
0.0061
-0.0013
DET
0.0028
0.0014
0.0006
0.0019
0.0017
0.0026
MYG1:
LDGT1
ZML
0.6326
0.0785
0.1519
0.0000
-0.2435
-0.0195
0.0000
-0.1849
0.1519
DET
6.6761
0.0444
0.0297
0.0000
0.1198
0.0438
0.0073
0.0839
0.0297
MYG2:
LDGT1
ZML
-0.6389
-0.0018
0.0017
0.0096
-0.0204
0.0009
0.0145
-0.0590
0.0113
DET
0.0299
0.0258
0.0188
0.0015
0.0258
0.0057
0.0003
0.0270
0.0203
MYG2:
LDGT1
ZML
-0.0039
0.0024
0.0075
-0.0075
-0.0019
0.0100
DET
0.0088
0.0035
0.0006
0.0051
0.0053
0.0011
pre!981
LDGT2
ZML
6".'B326
0.0785
0.1519
0.0000
-0.2435
-0.0195
0.0000
-0.1849
0.1519
1981-83
DET
0. 0767
0.0444
0.0297
0.0000
0.1198
0.0438
0.0073
0.0839
0.0297
LDGT2
ZML
-0'.0389
-0.0019
0.0017
0.0096
-0.0204
0.0009
0.0145
-0.0590
0.0113
19844-
DET
0.0299
0.0258
0.0188
0.0015
0.0258
0.0057
0.0003
0.0270
0.0203
LDGT2
ZML
-0.0039
0.0024
0.0075
-0.0075
-0.0019
0.0100
DET
0.0088
0.0035
0.0006
0.0051
0.0053
0.0011
UDGV
ZML
o.o32o
0.0785
0.1519
0.0000
-0.2435
-0.0195
0.0000
-0.1849
0.1519
HDGV
ZML
-0.0389
-0.0018
0.0017
0.0096
-0.0204
0.0009
0.0145
-0.0590
0.0113
HDGV
ZML
-0.0039
0.0024
0.0075
-0.0075
-0.0019
0.0100
DET
0.0767
0.0444
0.0297
0.0000
0.1198
0.0438
0.0073
0.0839
0.0297
DET
0 . 0299
0.0258
0.0188
0.0015
0.0258
0.0057
0.0003
0.0270
0.0203
DET
0 . 0088
0.0035
0.0006
0.0051
0.0053
0.0011
o
>
D
!
00
-------
PCV Syatem | -0.0002 0.0013 0.0011
Cap I -0.0012 0.0055 0.0092
All Miafueling j 0.0000 0.0025 0.0000
0.0009 0.0011 0.0009 0.0011 0.0009
0.0047 0.0092 0.0047 0.0092 0.0047
0.0057 0.0000 0.0057 0.0000 0.0057
I/M Caae
0
0
0 . Component
Air Pump
Catalyat
Fuel Inlet
Other Miafueling
EGR Syatem
Evap Caniater
PCV Syatem
Cap
All Miafueling
0
0
0 Component I
Air Pump
Catalyat
Fuel Inlet
Other Miafueling
EGR Syatem
Evap Caniater
PCV Syatem
Cap
All Miafueling
0
0
0 Component I
+
Air Pump
Catalyat
Fuel Inlet
Other Miafueling
EGR Syatem
Evap Caniater
PCV Syatem
Cap
All Miafueling
MYGl:prel981
LDGV LDGT1
ZML DET ZML
LDGT2
DET
6.6666 6.6655 6.6615 ' 6.6364
0.0067 0.0084 0.1037
0.0379 0.0089 0.1376
0.0528 -0.0038 -0.0885
0.0744 0.0105 0.0808
0.0099 0.0085 0.0695
0.0048 0.0023 -0.0156
-0.0116 0.0156 0.0471
0.0907 0.0051 0.0491
0.0203
0.0210
0.0178
0.0114
0.0093
0.0040
0.0150
0.0388
ZML
6.0615
0.1037
0.1376
-0.0885
0.0808
0.0695
-0.0156
0.0471
0.0491
DET
0.0304
0.0203
0.0210
0.0178
0.0114
0.0093
0.0040
0.0150
0.0388
HDGV
ZML
DET
OToeiS 0.0304
0.1037
0.1376
-0.0885
0.0808
0.0695
-0.0156
0.0471
0.0491
0.0203
0.0210
0.0178
0.0114
0.0093
0.0040
0.0150
0.0388
MYG2: 1981-83
LDGV LDGI1
ZML DET ZML
LDGT2
DET
0.0066 0.0029 -oTo~3T"e~ 6.6148
-0.0152 0.0060 -0.0062
-0.0005 0.0009 0.0201
0.0113 0.0008 -0.0580
0.0203 0.0014 0.0538
-0.0158 0.0085 -0.0126
-0.0028 0.0021 -0.0261
-0.0173 0.0122 -0.0314
0.0108 0.0017 -0.0379
LDGV LDGT1
ZML DET ZML
0.0109
0.0031
0.0198
0.0000
0.0128
0.0079
0.0184
0.0229
MYG2:
ZML
-6.6316
-0.0062
0.0201
-0.0580
0.0538
-0.0126
-0.0261
-0.0314
-0.0379
1984+
DET
6.0146
0.0109
0.0031
0.0198
0.0000
0.0128
0.0079
0.0184
0.0229
LDGT2
DET
0.0053 0 . 0011 -6.6262 "6.6164
0.0000 0.0003 0.0006
0.0000 0.0002 -0.0122
0.0000 0.0034 0.0197
0.0012 0.0006 -0.0021
-0.0013 0.0026 0.0100
-0.0018 0.0014 0.0000
-0.0012 0.0055 0.0092
0.0000 0.0036 0.0075
0.0043
0.0081
0.0005
0.0027
0.0011
0.0000
0.0047
0.0086
ZML
-6.0262
0.0006
-0.0122
0.0197
-0.0021
0.0100
0.0000
0.0092
0.0075
DET
o.oi64
0.0043
0.0081
0.0005
0.0027
0.0011
0.0000
0.0047
0.0086
HDGV
ZML
DET
-0.0318 6.0148
-0.0062
0.0201
-0.0580
0.0538
-0.0126
-0.0261
-0.0314
-0.0379
HDGV
ZML
-07"6T62"
0.0006
-0.0122
0.0197
-0.0021
0.0100
0.0000
0.0092
0.0075
0.0109
0.0031
0.0198
0.0000
0.0128
0.0079
0.0184
0.0229
DET
0.0043
0.0081
0.0005
0.0027
0.0011
0.0000
0.0047
0.0086
0 Emission Factor Modification Profile
OEcjuation Reg Veh
I ~T~ ~T~
2 11
3 11
Pol Firat MY Laat MY Baae
T~ 1998 2020 onS
2 1992 2020 2.15
3 1996 2020 0.18
DR
o7o~T
1.45
0.08
5 OK DR
~0i27
3.43
0.00
Altered
Yea
Yea
Yea
OEvaporative Teat Procedure Phaae-in Yeara and Percent«g»a:
Model Year: 1995 1996 1997 1998
Percentage: 10. 30. 50. 100.
OI/M program II aelected: I/M progr
VO
am 12 aelected:
-------
OStart year (Jan 1) : 1990
Pre-1981 atringancy: 20%
First MYR covered: 1968
Laat MYR covered: 2020
Naivar (pra-1981): 1.%
Haivar (1981+): 1.%
Compliance Rata: 98.%
Inapection typa:
Teat Only
Inspection frequency: Annual
I/M program fl vahicla typaa
LDGV - Yaa
LDGT1 - Yaa
LDGT2 - Yaa
HDGV - Yaa
1981 C later KYR taat typa:
2500 rpm / Idle
Cutpointa, HC: 220.000
Cutpointa. CO: 1.200
Cutpointa, NOx: 999.000
Stact year (Jan 1): 1992
Pra-1981 stringency: 20%
First HYR covered: 1984
Last KYR covered: 2020
Maiver (pre-1981): 1.%
Naiver (1981+): 1.%
Compliance Rate: 98.%
Inapection type:
Teat Only
Inapeetion frequency: Annual
I/M program I2 vehicle typea
LDGV - Yea
LDGT1 - Yea
LDGT2 - Yea
HDGV - Yea
1981 C later MYR teat type:
IM240 teat
Cutpointa, HC: 0.800
Cutpointa, CO: 15.000
Cutpointa, NOx: 999.000
OFunctional Check Program Deacription:
OCbeck Start Model Yra Vehicle Claaaea Covered
(Janl) Covered LOGV LOGT1 LDGT2 HDGV
Inapection
Type Freq
Preaa 1990 1971-2020 Yea Yea
Purge 1990 1984-2020 Yea Yea
ATP 1983 1975-2020 Yea Yea
OAir pump system diaablementa:
Fuel inlet reatrictor disablements:
EGR disablement:
PCV system disablementa:
OScenario title.
Period 1 RVP:
OVOC HC emiaaion factora include all
0
Yes No Teat Only Annual
Yes No Teat Only Annual
Yes No Teat Only Annual
Yea Catalyat removals:
Yes Tailpipe lead deposit teat:
No Evaporative ayatem diaablementa
Yea Missing gaa capa:
Minimum Temp: 72. (F)
11.5 Period 2 RVP: 8.7
evaporative HC emiaaion factora.
Comp
Rate
98.0%
98.0%
98.0%
Yaa
Yaa
Yea
Yea
Maximum Tamp: 92. (F)
Period 2 Start Yr: 1992
except for refueling emissions.
OEmiaaion factora are as of Jan.1st of the indicated calendar year.
1 Demonstration of every One-Time Section input, showing relative order.
MOBILESa (26-Mar-93)
OOser supplied tampering and misfualing rates, basic exhaust emissions ratea, mileage accrual distributions,
veh regiatration diatributiona.
OCal. Year: 2000 I/M Program: Yea Ambient Temp: 87.5 / 87.5 / 87.5 (F) Region: Low
Anti-tarn. Program: Yea Operating Mode: 20.6 / 27.3 / 20.6 Altitude: 500. Ft.
Reformulated Gaa: No
Absolute Humidity: 80.00 AC (DB / MB): 0.0 ( 85.0 / 75.0)
0 Veh. Type:
Veh. Speeda:
VMT Mix:
Extra Load:
Trlr in Tow:
LDGV
19.6
0.782
0.060
0.020
LDGT1
LDGT2
LDGT
OCompoaite Emiaaion Factora
VOC HC:
Exhauat HC:
Evaporat HC:
Refuel L HC:
Runing L HC:
Rating L
Exhaust
HC:
CO:
Exhaust NOX:
0
0
11
1
1.30
0.80
0.15
0.02
28
06
17
40
19. 6
0.083
0.120
0.020
(Cm/Mile)
1.35
0.92
0.19
0.03
0.17
0.06
13.23
1.57
19.6
0.047
0.310
0.020
1.85
1.29
0.25
0.03
0.25
0.06
17.60
2.20
HDGV
19. 6
0.042
LDDV
19.6
0.002
LOOT
19. 6
0.000
HDDV
19.6
0.035
MC
All Vah
0.009
0
14
1.53
1.06
0.21
0.03
0.20
06
81
OEvaporative Emissions by Component
(Hot Soak: g/trip, Diurnals: g, Crankcaae:
6 24
2.79
2.30
0.09
1.05
0.10
55.59
4.76
Weathered
0
0
1
1.
RVP:
.65
.65
.60
,37
8
.3
1.80
g/mi. Refuel: g/gal. Resting: g/hr)
0.
0.
0
0
87
87
.00
00
2.21
2.21
10.76
10.56
Hot
Running
5.53
1.89
3.21
0.43
24.78
0.76
Soak Tamp:
Loss Tamp:
1
0.
0.
0.
0.
0.
13.
1.
88. 6
89.2
. 606
. 979
274
023
289
064
.600
904
(F)
(F)
-------
Resting Loss Tamp: 62.5 (F)
Hot Soak
HtDiurnal
Multiple
Crankcase
Refuel
Reating
0
1
6
0
0
0
.81 1.01 1.39 1.12 9.20
.22 1.96 3.48 2.40 23.80
.41 7.74 9.10 8.14 33.13
.00 0.00 0.00 0.00 0.01
.44 0.45 0.55 0.49 0.92
.07 0.07 0.08 0.07 0.11
13.51
13.90
0.00
0.18
1 Demonstration of every One -Time Section input, showing relative order.
Scenario title.
- Light Duty Gas Vehicles
Jan. 1 2000
OModel | HC |
Year TF Miles j BEF4 Tamper SALHCF Evapor Refuel Runnin Reatin FER j BEF4
2T5TO .6235
1999
1998
1997
1996
1995
1994
1993
1992
1991
1990
1989
1988
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
*
Model
Year
*2U57J
1999
1998
1997
1996
1995
1994
1993
1992
1991
1990
1989
1988
.1125
.1118
.1045
.1013
.0924
.0831
.0572
.0483
.0466
.0433
.0442
.0364
.0270
.0166
.0123
.0085
.0086
.0058
.0039
.0028
.0023
.0018
.0013
.0040
TF
.0236
.1125
.1118
.1045
.1013
.0924
.0831
.0572
.0483
.0466
.0433
.0442
.0364
1199. 0.196 6.006 1.615 6.0o4 0.010 0.155 0.012
10768.
24576.
37637.
49991.
61679.
72735.
83193.
93085.
102442.
111294.
119667.
127586.
135078.
142165.
148869.
155210.
161208.
166882.
172249.
177326.
182129.
186672.
190970.
195034.
Miles
1?99.
10768.
24576.
37637.
49991.
61679.
72735.
83193.
93085.
102442.
111294.
119667.
127586.
0.249 0.000 1.015 0.060 0.010 0.130 0.013
0.321 0.001 1.015 0.042 0.011 0.067 0.013
0.384 0.001 1.015 0.070 0.011 0.183 0.035
0.444 0.001 1.015 0.094 0.011 0.253 0.046
0.707 0.001 1.015 0.122 0.011 0.328 0.058
0.865 0.002 1.015 0.137 0.011 0.357 0.066
0.999 0.003 1.015 0.145 0.011 0.359 0.070
1.074 0.004 1.015 0.153 0.011 0.359 0.074
1.109 0.005 1.015 0.161 0.043 0.361 0.086
1.102 0.006 1.015 0.175 0.042 0.362 0.090
1.140 0.007 1.015 0.210 0.042 0.362 0.096
1.136 0.008 1.015 0.207 0.041 0.336 0.110
1.174 0.010 1.015 0.261 0.041 0.356 0.119
1.234 0.012 1.015 0.290 0.042 0.375 0.147
1.294 0.016 1.015 0.339 0.043 0.377 0.158
1.292 0.018 1.015 0.383 0.044 0.375 0.174
2.975 0.061 1.015 0.600 0.045 0.857 0.181
3.255 0.075 1.015 0.650 0.045 0.880 0.192
3.467 0.085 1.015 0.695 0.047 0.902 0.208
2.727 0.272 1.015 1.227 0.050 0.922 0.220
5.130 0.316 1.015 1.278 0.058 0.929 0.232
5.255 0.337 1.015 1.347 0.059 0.957 0.246
5.378 0.334 1.015 2.762 0.063 0.977 0.260
5.534 0.000 1.015 2.836 0.067 0.996 0.274
6.155 0.019 0.280 0.062
I I/M Program
1 HC CO NOX
j Credit Reduc Credit Reduc Credit Reduc
6.060 o.ooo 6.666 6.606 o.ooo 6.006
0.026 0.001 0.045 0.022 0.000 0.000
0.102 0.004 0.149 0.113 -0.002 0.000
0.171 0.008 0.216 0.203 -0.002 0.000
0.227 0.013 0.275 0.309 -0.003 0.000
0.264 0.024 0.335 0.490 -0.005 0.000
0.349 0.039 0.425 0*718 -0.007 -0.001
0.410 0.040 0.489 0.686 -0.010 -0.001
0.464 0.046 0.536 0.740 -0.011 -0.001
0.513 0.055 0.576 0.866 -0.013 -0.001
0.566 0.063 0.617 0.952 -0.017 -0.002
0.587 0.073 0.621 1.069 -0.017 -0.002
0.605 0.064 0.628 0.930 -0.013 -0.001
0.010
0.051
0.050
0.071
0.086
0.113
0.120
0.091
0.081
0.081
0.076
0.081
0.066
0.052
0.034
0.027
0.019
0.041
0.030
0.021
0.015
0.018
0.014
0.012
0.038
1.300
2.644
3
5
6
7
9
10
11
12
12
12
13
14
15
16
17
18
35
40
43
26
59
60
62
64
.886
.326
.535
.465
.772
.838
.649
.293
.678
.678
.711
.024
.347
.380
.445
.985
.405
.289
.555
.939
.225
.607
.481
.978
CO
Tamper SALHCF
1
FER |
0.002 1.079 "FT
0.006
0.013
0.016
0.018
0.020
0.023
0.028
0.032
0.037
0.043
0.051
0.059
0.079
0.116
0.182
0.212
0.824
1.081
1.231
3.140
3.410
3.582
3.634
0.000
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
.079
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
ITT
BEF4
NOX
Tamper SALHCF
^67 0.225 ~0~002
472
644
738
818
977
974
720
642
639
594
656
553
450
295
235
177
336
259
191
092
155
122
089
278
T7J
0
0
0
0
1
1
1
1
2
2
2
2
3
3
3
3
3
3
3
3
2
2
2
2
.312
.447
.574
.696
.036
.426
.773
.995
.210
.423
.692
.912
.126
.322
.476
.798
.619
.697
.805
.389
.919
.957
.994
.919
0.002
0.004
0.005
0.006
0.007
0.009
0.011
0.012
0.022
0.025
0.029
0.032
0.035
0.039
0.041
0.044
0.122
0.133
0.144
1.046
0.730
0.732
0.732
0.000
0.
0.
b.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0
0.
0.
0.
0.
0.
0.
0
0.
0
0
0
~993"
993
993
993
.993
993
993
993
993
993
.993
993
993
.993
993
.993
993
993
993
993
.993
.993
.993
.993
. 993
FER
0.005
0.035
0.050
0.060
0.071
0.096
0.118
0.101
0.096
0.103
0.105
0.119
0.106
0.085
0.055
0.043
0.033
0.032
0.022
0.015
0.013
0.008
0.006
0.005
0.011
-T7396-
-------
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
.0270
.0166
.0123
.0085
.0086
.0058
.0039
.0028
.0023
.0018
.0013
.0040
135078.
142165.
148869.
155210.
161208.
166882.
172249.
177326.
182129.
186672.
190970.
195034.
0
0
0
0
0
0
0
0
0
0
0
0
.626
.644
.653
.666
.265
.253
.260
.382
.380
.378
.373
.366
0.054
0.038
0.030
0.022
0.009
0.006
0.005
0.005
0.007
0.006
0.004
0.013
0.
0.
0.
0.
0.
0.
0
0.
0.
0,
0
0,
630
642
643
.632
330
.311
.322
417
.412
.409
.398
.384
0.762
0.524
0.419
0.300
0.162
0.114
0.088
0.059
0.103
0.080
0.056
0.173
-0
-0
-0
-0
-0
-0
-0
0
0
0
0
0
.009
.010
.010
.008
.005
.006
.005
.000
.000
.000
.000
.000
-0.001
-0.001
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
O.«3i 9.937 -0.012
OEmission factors are as of Jan. 1st of the indicated calendar year.
1 Demonstration of every One-Time Section input, showing relative order.
MOBZLESa (26-Mar-93)
OUser supplied tampering and misfueling rates, basic exhaust emissions rates,
veh registration distributions.
mileage accrual distributions.
OCal. Year: 1990 I/M Program: Yes Ambient Temp: 87.5 / 87.5 / 87.5 (F) Region: Low
Anti-tarn. Program: Yes Operating Mode: 20.6 / 27.3 / 20.6 Altitude: 500.
Reformulated Gas: Ho
Absolute Humidity: 80.00 AC (DB / WB) : 0. 0 ( 85 . 0 / 75 . 0)
0 Veh. Type: LDGV LDGT1 LDGT2 LDGT HOGV LDDV LOOT UDDV
Veh. Speeds:
VMT Mix:
Extra Load:
Trlr in Tow:
T9T5
0.782
0.060
0.020
1976 19T
0.083 0.
0.120 0.
0.020 0.
?
047
310
020
T975 197?
0.042 0.002
1976 1976
0.000 0.035
Ft.
MC
0.009
All Vah
OCompoaite Emission Factors (Cm/Mile)
VOC HC:
Exhaust HC :
Cvaporat HC:
Refuel L HC:
Riming L HC:
Rsting L HC:
Exhaust CO :
Exhaust NOX:
OEvaporative
5.32
2.43
1.12
0.27
1.67
0.10
40.38
1.69
S.S4
2.95
1.43
0.35
1.08
0.09
45.82
2.02
9.
4.
2.
0.
2.
0.
62.
2.
32
36
33
37
54
08
39
61
Emissions by Component
(Hot Soak: g/trip, Oiurnals: g, Crankcase: g/mi
Hot Soak
NtOiurnal
Multiple
Crankcase
Refuel
Resting
6.60
11.64
24.19
0.01
5.55
0.11
7.88
17.67
31.35
0.02
S.55
0.11
1 Demonstration of every One-Time
14.
30.
44.
0.
5.
0.
Section
31
17
59
13
55
11
input.
6.91 22.59 0.71
J.46 8.44 0.71
1.75 8.98
0.36 0.60
1.61 5.02
0.09 0.15
51.81 177.59 1.67
2.23 5.81 1.63
Weathered RVP : 10.9
1.03
1.03
0.00
0.00
, Refuel: g/gal. Resting: g/hr)
9.93 29.49
21.65 71.00
35.56 73.09
0.06 0.39
5.55 5.55
0.11 0.16
showing relative order.
3.07
3.07
12.32
20.67
Hot
Running
Resting
Soak
Loss
Loss
7.89
2.38
5.09
0.43
25.13
0.75
Temp :
Temp:
Temp:
19.89
23.82
0.00
0.18
6.188
2.833
1.531
0.283
1.728
0.097
46.432
2.591
88.6 (F)
89.2 (F)
82.5 (F)
Scenario title.
_
OModel
Year TF
4-
T550" .0239 ~
1989 .1138
1988 .1131
1987 .1054
1986 .1022
1985 .0926
1
Miles I BEF4
1799. 0.338
10768. 0.427
24576. 0.563
37637. 0.686
49991. 0.817
61679. 1.375
Light Duty Gaa Vehicles
Jan. 1 1990
HC |
Tamper
0.000
0.002
0.004
0.006
0.008
0.013
SALHCF
i.oiS
1.015
1.015
1.015
1.015
1.015
Evapor
6.432
0.445
0.401
0.477
0.538
0.640
Refuel Runnin Restin FER |
0.241 1.433 0.054 0.054
0.238 1.351 0.055 0.260
0.234 1.146 0.063 0.247
0.237 1.159 0.068 0.254
0.239 1.231 0.084 0.275
0.247 1.310 0.090 0.319
BEF4
4.869
7.846
11.739
15.371
18.701
29.074
co
Taii.por SALHCF
0.004 ~T.
0.019 1.
0.041 1.
0.062 1.
0.094 1.
0.190 1.
~0l9
079
079
079
079
079
FER
0 . 125
0.966
1.438
1.755
2.071
2.924
| NOX
I BEF4 Tamper SALIICF
0.580 0.009 0.993
0.685 0.011 0.993
0.818 0.015 0.993
0.896 0.019 0.993
1.018 0.023 0.993
1.347 0.028 0.993
FER
0.014
0.079
0.094
0.096
0.106
0.126
-------
1984 .0826 72735. 1.826 0.016 1.015
1983 .0566 83193. 2.363 0.064 1.015
1982 .0465 93085. 2.695 0.074 1.015
1981 .0443 102442. 3.122 0.089 1.015
1980 .0418 111294. 3.747 0.316 1.015
1979 .0437 119667. 6.151 0.324 1.015
1978 .0364 127586. 6.472 0.352 1.015
1977 .0272 135078. 6.739 0.351 1.015
1976 .0167 142165. 7.025 0.372 1.015
1975 .0125 148869. 7.255 0.369 1.015
1974 .0087 155210. 6.107 0.208 1.018
1973 .0089 161208. 6.210 0.206 1.018
1972 .0061 166882. 6.307 0.069 1.018
1971 .0042 172249. 9.483 0.033 1.014
1970 .0030 177326. 9.220 0.031 1.014
1969 .0024 182129. 8.883 0.032 1.009
1968 .0018 186672. 8.998 0.032 1.009
1967 .0013 190970. 10.311 0.000 1.010
1966 .0040 195034. 10.382 0.000 1.010
f
OEmission factors are as of Jan. 1st of t
1 Demonstration of every One-Time Section
MOBILES* (26-Nar-93|
OUaer supplied tampering and mis fuel ing r
veh registration distribut
OCal. Year: 1980 I/M Program: Yes
Anti-tarn. Program: Yea
Reformulated Gas: No
Absolute Humidity: 80.0
0 Veh. Type: LDGV LDGT1 LOG
Veh. Speeds: TITS 1575 TI7
VMT Mix: 0.782 0.083 0.
Extra Load: 0.060 0.120 0.
Trlr in Tow: 0.020 0.020 0.
OComposite Emission Factors (Cm/Mile)
VOC HC: 11.36 12.05 21.
Exhaust HC: 4.82 5.70 8.
Evaporat HC: 3.19 3.50 6.
Refuel L HC: 0.40 0.48 0.
Runing L HC: 3.25 2.75 6.
Rsting L HC: 0.11 0.09 0.
Exhaust CO: 71.95 83.21 104.
Exhaust NOX: 2.79 3.00 4.
OEvaporative Emissions by Component
(Hot Soak: g/trip, Diurnals: g, Crankcas
Hot Soak 19.06 19.46 33.
NtDiurnal 27.99 35.47 58.
Multiple 41.62 49.00 76.
Crankcase 0.18 0.28 1.
Refuel 5.55 5.55 5.
Resting 0.12 0.11 0.
0.725
0.948
1.051
1.147
1.612
1.704
1.783
3.585
3.741
3.890
4.073
4.228
4.386
6.127
7.139
7.366
7.601
8.592
8.845
1.125
he indi
input,
ates,
ions.
A
Ope
0 A
T2
T~
C47
310
020
26
63
13
49
41
09
25
32
ie: g/mi
14
54
61
14
55
11
i r-r
0.254 1.324
0.258 1.815
0.258 1.926
0.268 2.033
0.286 2.142
0.330 2.234
0.335 2.278
0.362 2.394
0.381 2.505
0.420 2.581
0.464 2.647
0.464 2.711
0.457 2.771
0.460 7.169
0.445 7.169
0.445 7.169
0.445 7.169
0.445 7.169
0.445 7.169
0.276 1.672
cated calenda
showing rela
basic exhaust
mbient Temp:
rating Hode:
C (DB / KB) :
LDGT HD
15.38
6.76
4.45
0.48
4.07
0.09
90.81
3.48
, Refuel
23.97
43.07
58.09
0.59
5.55
0.11
L - '
0.
38.
17.
13.
0.
7.
0.
293.
7.
Heath
9/9
36.
80.
80.
1.
5.
0.
: 1
0.100 0.332 37.064 1
0.104 0.302 47.431 .
0.110 0.274 42.439 :
0.119 0.291 49.557 :
0.126 0.334 43.362 :
0.133 0.465 81.760 :
0.141 0.405 85.274
0.149 0.363 88.241
0.157 0.233 91.373
0.166 0.180 93.953
0.176 0.116 104.398
0.186 0.121 106.338
0.197 0.085 108.172
0.208 0.098 123.134
0.220 0.072 115.074
0.232 0.056 103.631
0.246 0.043 104.794
0.260 0.034 123.084
0.274 0.107 124.018
0.097 5.322
r year.
tive order.
emissions rates, milea
87.5 / 87.5 / 87.5 (F) R
20.6 / 27.3 / 20.6 Alt
0.0 ( 85.0 / 75.0)
GV LDDV LDDT
? TTT5 19~5
042 0.002 0.000
60 0.68 1.01
35 0.68 1.01
91
68
17
17
79 1.56 0.00
00 1.51 0.00
.ered RVP: 10.9
al. Resting: g/hr)
09
96
96
87
55
18
r- -,
B.259 1.079 3.327 1.672 0.032 0.993 0.140
L.071 1.079 2.962 1.888 0.113 0.993 0.112
1.137 1.079 2.188 1.960 0.116 0.993 0.096
1.417 1.079 2.438 2.150 0.129 0.993 0.100
3.967 1.079 2.133 2.584 0.938 0.993 0.146
3.564 1.079 4.023 2.387 0.704 0.993 0.134
3.863 1.079 3.502 2.455 0.726 0.993 0.115
3.954 1.079 2.709 2.518 0.732 0.993 0.088
4.342 1.079 1.729 2.727 0.821 0.993 0.059
4.505 1.079 1.333 2.751 0.821 0.993 0.045
5.818 1.031 0.993 3.001 0.275 0.990 0.028
5.818 1.031 1.025 3.025 0.244 0.990 0.029
1.939 1.031 0.698 3.960 0.000 0.986 0.024
0.953 1.045 0.549 3.960 0.000 0.986 0.017
0.876 1.045 0.364 3.960 0.000 0.986 0.012
0.748 1.026 0.254 3.960 0.000 0.986 0.009
0.748 1.026 0.194 3.960 0.000 0.986 0.007
0.000 1.036 0.162 3.201 0.000 0.981 0.004
0.000 1.036 0.515 3.201 0.000 '0.981 0.013
40.380 1.691
ge accrual distributions,
egion: Low
itude: 500. Ft.
HDDV MC All Veh
19.6 19.6
0.035 0.009
4.37 11.04 12.760
4.37 6.64 5.590
3.98 3.695
0.406
3.370
0.43 0.105
13.08 34.19 81.183
26.59 0.43 3.862
Hot Soak Temp: 88.6 (F)
Running Loss Temp: 89.2 (F)
Resting Loss Temp: 82.5 (F)
11.70
20.62
0.17
0.18
Scenario title.
Light Duty Gas Vehicles
Jan. 1 1980
OHodel
Year
TF
| HC
Miles | BEF4 Tamper SALHCF Evapor Refuel Runnin Restin
I
FER | BEF4
CO
Tamper SALHCF
I
FER | BEF4
NOX
Tamper SALHCF
FER
-------
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
1965
1964
1963
1962
1961
1960
1959
1958
1957
1956
70227
.1107
.1114
.1045
.1015
.0927
.0832
.0573
.0484
.0468
.0434
.0443
.0365
.0272
.0167
.0125
.0087
.0088
.0061
.0042
.0030
.0024
.0018
.0013
.0040
1799.
10768.
24576.
37637.
49991.
61679.
72735.
83193.
93085.
102442.
111294.
119667.
127586.
135078.
142165.
148869.
155210.
161208.
166882.
172249.
177326.
182129.
186672.
190970.
195034.
1.
2.
2.
3.
3.
4.
4.
5.
6.
6.
7.
7.
9.
9.
9.
9.
9.
9.
9.
10.
10.
10.
10.
10.
510
731
291
805
304
754
692
872
041
809
811
308
508
331
455
573
684
789
889
983
072
156
236
311
382
0.055 1.015
0.138
0.323
0. 480
0.644
0.779
0.103
0.122
0.047
0.025
0.026
0.029
0.032
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
1.015
1.015
1.015
1.015
1.015
1.018
1.018
1.018
1.014
1.014
1.009
1.009
1.010
1.010
1.010
1.010
1.010
1.010
1.010
1.010
1.010
1.010
1.010
1.010
1.015 0.286 1.554 0.075 0.073
1
1
2
2
2
2
2
3
4
5
5
5
6
6
6
7
7
10
10
11
11
11
11
12
.022
.069
.412
.495
.659
.827
.997
.171
.306
.214
.384
.558
.485
.668
.856
.050
.250
.756
.969
.189
.415
.651
.892
.145
0.330
0.335
0.362
0.381
0.420
0.464
0.464
0.457
0.460
0.445
0.445
0.445
0.445
0.445
0.445
0.445
0.445
0.445
0.445
0.445
0.445
0.445
0.445
0.445
1
1
1
1
1
2
2
2
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
581
593
594
594
869
129
375
608
169
169
169
169
169
169
169
169
169
169
.169
.169
169
169
.169
.169
0.076
0.081
0.085
0.090
0.095
0.101
0.107
0.113
0.119
0.126
0.133
0.141
0.149
0.157
0.166
0.176
0.186
0.197
0.208
0.220
0.232
0.246
0.260
0.274
0.507
0.601
0.776
0.831
0.855
0.827
0. 605
0.536
0.866
0.844
0.891
0.747
0.631
0.393
0.298
0.210
0.216
0.172
0.120
0.086
0.068
0.052
0.038
0.120
10
33
39
45
50
55
77
81
84
95
90
87
89
110
111
113
114
116
117
118
119
121
122
123
124
~04-2 ~0~64l
442
.569
.181
.641
.579
.731
.112
.311
.086
.683
.642
.669
.235
.865
.406
.863
.242
.547
.781
.948
.052
.096
.084
.018
1.519
3.497
5.253
7.121
9.184
2.880
3.417
1.308
0.722
0.732
0.680
0.732
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
1.079
1.079
1.079
1.079
1.079
1.079
1.031
1.031
1.031
1.045
1.045
1.026
1.026
1.036
1.036
1.036
1.036
1.036
1.036
1.036
1.036
1.036
1.036
1.036
1.036
o
4
5
5
6
6
6
3
3
1
1
1
1
0
0
0
0
0
0
0
261
183
175
687
.324
.475
.919
.996
.274
.681
.146
.019
.387
.104
.932
.467
.036
.062
.745
.518
.371
.295
.225
.161
.512
1.
1.
1
1
2
2
2
2
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
488
461
579
690
391
434
664
707
960
960
960
960
960
194
195
196
196
197
198
198
199
200
200
201
201
o.i-i;
0. 189
0.304
0.413
0.578
0.614
0.217
0.202
0.000
0.000
0.000
0.000
0. 000
0. 000
0. 000
0.000
o.ouo
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
993"
993
993
993
993
993
990
990
986
986
986
986
986
981
981
981
981
981
981
981
981
981
981
981
981
-07037
0.181
0.208
0.218
0.299
0.280
0.237
0.165
0.189
0.182
0.169
0.173
0.142
0.085
0.052
0. 039
0.027
0.028
0.019
0.013
0.009
0.007
0.006
0.004
0.013
0.403 3.247 0.105 11.363
71.955
-------
5-25
5.1.5.1 MYM4BLK.IN Input File Listing
X PROMPT
User supplied mileage accumulation rates and registration distributions.
1 TAMFLG
1 SPDFLG
1 VMFLAG
4 MYMRFG -
1 HEWFLG
1 IMFLAG
1 ALHFLG
1 ATPFLG
1 RLFLAG
2 LOCFLG -
1 TEMFLG
4 OOTFMT -
4 PRTFLG -
1 IDLFLG
3 NMHFLG -
2 HCFLAG -
.
.
.
f
.
.
.
.
,
.
,
.
.
.
f
_
_
,
.
,
.
f
.
.
.
.
^
f
.
^
_
.
f
^
.
B
f
.
m
14390 .13612
08254 .07807
04735 .04478
15442 .14508
08276 .07776
04436 .04168
14779 .14259
10335 .09972
07227 .06973
17251 .16185
09114 .08551
04815 .04517
17825 .16478
08123 .07509
03702 .03422
21004 .19125
08231 .07495
03226 .02937
17251 .16185
09114 .08551
04815 .04517
04786 .04475
01678 .01368
00000 .00000
049 .079 .083
050 .054 .047
006 .005 .004
063 .084 .084
030 .053 .047
009 .008 .008
054 .072 .072
028 .080 .084
009 .008 .009
023 .047 .047
034 .064 .054
021 .022 .022
C49 .079 .083
050 .054 .047
006 .005 .004
063 .084 .084
030 .053 .047
009 .008 .008
034 .067 .067
053 .066 .055
Oil .009 .007
144 .168 .135
023 .097 .000
000 .000 .000
Scenario title
1
1
1
1
00 19.6 75.0
90 19.6 75.0
80 19.6 75.0
70 19.6 75.0
.12875
User supplied mileage accumulation and registration rates.
LAP record will appear once, in one-time data section.
80-column descriptive format.
Print exhaust HC, CO and NOx results.
Calculate emissions for volatile organic hydrocarbons.
Print sum and
.12180 .
.07386 .06987 .
.04237
.13631
.04007 .
.12807 .
.07306 .06864 .
.03916
.13758
.09621
.06728
.15185
.08022
.04238
.15233
.06942
.03163
.17415
.06825
.02675
.15185
.08022
.04238
.04164
.00000
.00000
.082
.037
.003
.084
.046
.005
.072
.049
.006
.047
.058
.014
.082
.037
.003
.084
.046
.005
.067
.057
.005
.109
.000
.000
. c
20.6
20.6
20.6
20.6
.03679 .
.13275 .
.09283 .
.06492 .
.14246 .
.07526 .
.03976 .
.14081 .
.06417 .
.02924 .
.15858 .
.06215 .
.02435 .
.14246 .
.07526 .
.03976 .
.03853 .
.00000 .
.00000 .
.084 .081
.024 .019
.010
.084 .069
.036 .028
.025
.072 .052
.039 .030
.026
.047 .038
.051 .038
.117
.084 .081
.024 .019
.010
.084 .069
.036 .028
.025
.067 .073
.045 .019
.016
.088 .070
.000 .000
.000
72. 92.
27.3 20.6
27.3 20.6
27.3 20.6
27.3 20.6
11522
06608
03790
12032
06449
03456
12809
08957
06264
13365
07061
03730
13017
05932
02703
14440
05659
02218
13365
07061
03730
03543
00000
00000
.077
.014
.059
.017
.050
.018
.033
.043
.077
.014
.059
.017
.061
.023
.056
.000
11.5
01
01
01
01
component .
.10899
.06251
.11305
.06059
.12359
.08642
.12539
.06625
.12033
.05484
.13149
.05153
.12539
.06625
.03232
.00000
.056 .
.015 .
.044 .
.022 .
.034 .
.023 .
.021 .
.041 .
.056 .
.015 .
.044 .
.022 .
.040 .
.028 .
.045 .
.000 .
08.7 92
.10310 .
.05913 .
.10621 .
.05693 .
.11924 .
.08339 .
.11764 .
.06215 .
.11124 .
.05069 .
.11973 .
.04692 .
.11764 .
.06215 .
.02921 .
.00000 .
050 .051
Oil .008
036 .031
017 .014
054 .031
018 .015
026 .029
035 .029
050 .051
Oil .008
036 .031
017 .014
041 .051
024 .016
036 .029
000 .000
111
09751
05594
09979
05348
11505
08046
11037
05831
10283
04686
10902
04272
11037
05831
02611
00000
.09225 .
.05291 .
.09376 .
.05025 .
.11101 .
.07763 .
.10355 .
.05471 .
.09506 .
.04332 .
.09927 .
.03890 .
.10355 .
.05471 .
.02300 .
.00000 .
08726
05005
08809
04721
10711
07490
09715
05132
08788
04005
09040
03543
09715
05132
01989
00000
"
LDGV
miles
LDGT1 miles
LDGT2 miles
HDGV
LDDV
LDDT
HDDV
miles
miles
miles
miles
MC miles
LDGV
LDGT1
LDGT2
HDGV
LDDV
LDDT
HDDV
reg.
reg.
reg.
reg.
reg.
reg.
reg.
MC reg.
Local Area Parameter
Scenario
Scenario
Scenario
Scenario
description
description
description
description
record
record
record
record
record
0000000000000000000000000000000000000000000000000000000000000000000000000000000000
May 1994
-------
5-26
5.1.5.2 MYM4BLK.OUT Output Hie Listing
1 Osar supplied mileage accumulation rates and registration distributions.
MOBILESa (26-Mar-93)
-M 49 Warning:
»
-M 49 Warning:
+
-M 49 Warning:
x
-M 49 Warning:
+
-M 49 Warning:
+
-M 49 Warning:
0.999 MYR sum not » 1. (will normalize)
1.00 MYR sum not » 1. (will normalize)
1.00 MYR sum not 1. (will normalize)
1.00 MYR sum not 1. (will normalize)
0.999 MYR sum not - 1. (will normalize)
1.00 MYR sum not - 1. (will normalize)
1.00 MYR sum not - 1. (will normalize)
-M 49 Warning:
+
OScenario title.
Minimum Temp: 72. (F) Maximum Temp: 92. (F)
Period 1 RVP: 11.5 Period 2 RVP: 8.7 Period 2 Yr: 1992
OVOC HC emission factors include evaporative HC emission factors.
0
OEmission factors are as of Jan.1st of the indicated calendar year.
OUser supplied mileage accrual distributions, veh registration distributions.
OCal. Year: 2000
Region: Low
I/M Program: No
Anti-tarn. Program: No
Reformulated Gas: No
OVeh. Type: LDGV LDGT1 LDGT2 LDGT
v«h. spd.: T575 T97S T97S
VMT Mix: 0.638 0.197 0.089
OComposite Emission Factors (Gm/Mile)
Altitude:
Ambient Temp:
Operating Mode:
500. Ft.
87.5 / 87.5 / 87.5 F
20.6 / 27.3 / 20.6
HDGV LDDV LDDT HDDV
MC
All Veh
[97S19.6 19.6 I97S TTT6
0.032 0.002 0.001 0.034 0.007
VOC HC:
Exhst HC:
Evap. HC:
Refuel HC:
Runing HC:
Rsting HC:
Exhst CO:
Exhst NOX:
2.56
1.46
0.28
0.19
0.57
0.06
20.09
1.43
2.93
1.80
0.34
0.25
0.48
0.06
23.94
1.67
3.90
2.53
0.40
0.25
0.66
0.06
32.84
2.27
3.23
2.03
0.36
0.25
0.54
0.06
26.70
1.86
7.14
3.24
2.32
0.41
1.05
0.10
66.26
4.82
0
0
1
1
.65
.65
.60
.37
0.87
0.87
1.76
1.51
2.21
2.21
10.76
10.56
5.53
1.89
3.21
0.43
24.78
0.77
2.90
1.71
0.38
0.20
0.55
0.06
23.13
1.97
OEmission factors are as of Jan. 1st of the indicated calendar year.
OUser supplied mileage accrual distributions, veh registration distributions.
OCal. Year: 1990
OVeh. Type:
Region: Low
I/M Program: No
Anti-tarn. Program: No
Reformulated Saat No
LDGV LDGT1 LDGT2 LOOT
Altitude:
Ambient Temp:
Operating Mode:
500. Ft.
87.5 / 87.5
20.6 / 27.3
/ 87.5 F
/ 20.6
HOOV
LDDV LOOT
HOOV
MC All Veh
Veh. Spd.:
VMT Mix:
19.6. T97? TSTS
0.676 0.166 0.084
OComposite Emission Factor* (Gm/Mile)
VOC HC: 6.61 7.37 10.70 8.49
Exhst
Evap.
Refuel
Runing
Rsting
Exhat
HC:
HC:
HC:
HC:
HC:
CO:
Exhst NOX:
2.70
1.33
0.27
2.21
0.10
41.25
1.73
3.54
1.66
0.35
1.73
0.09
49.08
2.04
4.77
2.48
0.37
2.99
0.08
61.94
2.60
3.96
1.93
0.36
2.16
0.09
53.41
2.23
' 19.4
0.032
23
8
8
0
5
0
177
5
.18
.44
.98
.60
.02
.15
.59
.81
T57S T573 T9T3
0.009 0.002 0.022
0.71 1.03 3.07
0.71 1.03 3.07
1.67 1.97 12.32
1.63 1.93 20.67
19
0
7
2
5
0
25
0
.008
.89
.38
.09
.43
.13
.77
7.47
3.18
1.71
0.29
2.19
0.10
47.38
2.40
May 1994
-------
5-27
OEmission factors are as of Jan. lat of the indicated calendar year.
OOser supplied mileage accrual distributions, veh registration distributions.
OCal. Year: 1980
OVeh. Type:
Region: Low
I/M Program: No
Anti-tarn. Program: No
Reformulated Gas: No
LDGV LDGT1 LDGT2 LDGT
Altitude:
Ambient Temp:
Operating Mode:
500. Ft.
87.5 / 87.5 / 87.5 F
20.6 / 27.3 / 20.6
HDGV LDDV LDDT HDDV MC All Veh
Veh. Spd.: 19.6 19.6 19.
VMT Mix: 0.727 0.142 0.076
OComposite Emission Factors (Gm/Mile)
19.6 19:
0.011 0,
010
VOC
Exhst
Evap.
Refuel
Runing
Rsting
Exhst
HC:
HC:
HC:
HC:
HC:
HC:
CO:
11.70
4.75
3.19
0.40
3.25
0.11
68 .-45
12.43
5.61
3.50
0.48
2.75
0.09
77.71
21.50
8.39
6.13
0.49
6.41
0.09
95.82
15.59
6.58
4.42
0.48
4.02
0.09
84.02
39.28
17.35
13.91
0.68
7.16
0.17
293.79
0.68
0.68
1.56
1.01
1.01
2.13
4.37
4.37
13.08
11.04
6.64
3.98
0.43
34.19
13.15
5.49
3.71
0.42
3.43
0.11
76.66
Exhst NOX: 2.82 3.03 4.36 3.49 7.00 1.51 1.96 26.59
0.44
3.31
OEmission factors are as of Jan. 1st of the indicated calendar year.
OOser supplied mileage accrual distributions, veh registration distributions.
OCal. Year: 1970
OVeh. Type:
Region: Low
I/M Program: No
Anti-tarn. Program: No
Reformulated Gas: No
LDGV LDGT1 LDGT2 LDGT
Altitude:
Ambient Temp:
Operating Mode:
500. Ft.
87.5 / 87.5 / 87.5 F
20.6 / 27.3 / 20.6
HDGV LDDV LDDT HDDV MC All Veh
Veh. Spd.: I?7S TiTTS 19.6
VMT Mix: 0.732 0.143 0.076
OComposite Emission Factors (Gm/Mile)
T97S TF
0.027 0
000 0.000 0.011
TTT5
0.010
VOC
Exhst
Evap.
Refuel
Runing
Rsting
Exhat
HC:
HC:
HC:
HC:
HC:
HC:
CO:
21.46
7.49
6.25
0.45
7.17
0.11
89.29
21.57
7.44
6.35
0.52
7.17
0.09
89.18
28.51
10.82
9.92
0.52
7.17
0.09
115.40
23.98
8.62
7.59
0.52
7.17
0.09
98.29
49.
24.
16.
0.
7.
0.
339.
27
47
75
72
16
17
03
0.00
0.00
0.00
0.00
0.00
0.00
4.16
4.16
11.94
12.95
9.21
3.32
0.43
37.98
22.
8.
6,
0.
7,
0.
50
18
74
46
01
11
96.74
Exhat NOX: 3.38 3.41 5.06 3.98 8.36 0.00 0.00 25.01 0.27 3.85
May 1994
-------
5-28
5.1.6.1 REG4.IN Input File Listing
PROMPT
Demonstration of a region 4 run - Calif. LEV program with parameter record.
TAMFLG
SPDFLG
VMFLAG
MYMRFG
NEWFLG
IMF LAG
ALHFLG
ATPFLG
RLFLAG
LOCFLG - LAP record will appear once, in one-time data section.
TEMFLG
OCTFMT
PRTFLG
IDLFLG
NMHFLG - Calculate missions for volatile organic hydrocarbons.
HCFLAG - Print sum and components.
80-column descriptive format.
Print exhaust HC, CO and NOx results.
Scenario title. C 72
4 00 19.6 75.0 20.6 27.3 20.6 01
94 2
4 00 19.6 75.0 20.6 27.3 20.6 01
94 1
4 00 19.6 75.0 20.6 27.3 20.6 01
98 1
92. 11.5 08.7 92 1 1 1
Local Area Parameter record
Scenario description record
LEV program parameter record
Scenario description record
LEV program parameter record
Scenario description record
LEV program parameter record
00000000000000000000000000000000000000000000000000000000000000000000000000000000000
5.1.6.2 REG4.OUT Output File Listing
1 Demonstration of a region 4 run - Calif. LEV program With parameter record.
MOBILESa (26-Mar-93)
OScenario title.
Minimum Temp: 72. (F) Maximum Temp: 92. (F)
Period 1 RVPs 11.5 Period 2 RVP: 8.7 Period 2 Yr: 1992
OVOC HC emission factors include evaporative HC emission factors.
OEmission factors are as of Jan. 1st of the indicated calendar year.
LEV phase-in begins in 1994 using (12/1/92) Guidance Memo Credits
OCal. Year: 2000
OVeh. Type:
Region: Low
I/M Program: No
Anti-tarn. Program: No
Reformulated Gas: No
LOGV LDGT1 LOGT2 LDGT
Altitude:
Ambient Temp:
Operating Mode:
500. Ft.
87.5 / 87.5 / 8.7.5 F
20.6 / 27.3 / 20.6
HDGV LDDV LDDT HDDV
MC
All Veh
Veh. spd.: TTTS T57S T57S
VMT Mix: 0.616 0.191 0.086
ZEV Fract: 0.50% 0.32%
OComposite Emission Factors (Gm/Mile)
TTT§ TSTi T§71
0.002 0.001 0.068 0.006
VOC HC:
Exhat HC:
Evap . HC :
Refuel HC:
Runing HC:
Rsting HC:
Exhst CO:
Exhst NOX:
2.47
1.38
0.28
0.18
0.56
0.06
18.98
1.35
2.82
1.69
0.34
0.25
0.48
0.06
22.33
1.58
3.90
2.53
0.40
0.25
0.66
0.06
32.84
2.27
3.16
1.95
0.36
0.25
0.54
0.06
25.59
1.79
7.14
3.24
2.32
0.41
1.05
0.10
66.26
4.82
0
0
1
1
.65
.65
.60
.37
0.87
0.87
1.76
1.51
2.23
2.23
11.58
10.69
5.53
1.89
3.21
0.43
24.78
0.77
2.80
1.65
0.36
0.19
0.53
0.06
21.77
2.21
May 1994
-------
5-29
OEmission factors are as of Jan. 1st of the indicated calendar year.
LEV phase-in begins in 1994 *NOT* using (12/1/92) Guidance Memo Credits
OCal. Year: 2000 Region: Low Altitude: 500. Ft.
I/M Program: No Ambient Temp: 87.5 / 87.5 / 87.5 F
Anti-tarn. Program: No Operating Mode: 20.6 / 27.3 / 20.6
Reformulated Gas: No
OVeh. Type: LDGV LDGT1 LDGT2 LDGT HDGV LDDV LDDT HDDV MC All Veh
Veh. Spd. :
VMT Mix:
ZEV Fract:
OComposite
VOC HC:
Exhst HC:
Evap . HC :
Refuel HC:
Runing HC:
Rsting HC:
Exhst CO:
Exhst NOX:
T973
0.616
0.50%
Emission
2.51
1.42
0.28
0.18
0.56
0.06
19.76
1.39
19.6
0.191
0.32%
19.6
0.086
"-
1976
0.031
T576
0.
002
TgTe
0.001
19.6
0.068
TO
0.006
Factors (Gm/Mile)
2.88
1.75
0.34
0.25
0.48
0.06
23.22
1.62
3.90
2.53
0.40
0.25
0.66
0.06
32.84
2.27
3.20
1.99
0.36
0.25
0.54
0.06
26.21
1.82
7.14
3.24
2.32
0.41
1.05
0.10
66.26
4.82
0.
0.
i.
i.
65
65
60
37
0.87
0.87
1.76
1.51
2.23
2.23
11.58
10.69
5.53
1.89
3.21
0.43
24.78
0.77
2.84
1.69
0.36
0.19
0.53
0.06
22.41
2.24
OEmission factors are as of Jan. 1st of the indicated calendar year
LEV phase-in begins in 1998 *NOT* using (12/1/92) Guidance Memo Credits
OCal. Year: 2000 Region: Low
I/M Program: No
Anti-tarn. Program: No
Reformulated Gas: No
Altitude:
Ambient Temp:
Operating Mode:
500. Ft.
87.5 / 87.5 / 87.5 F
20.6 / 27.3 / 20.6
OVeh. Type: LDGV LDGT1 LDGT2 LDGT HDGV LDDV LDDT HDDV
MC
All Veh
Veh. Spd.:
VMT Mix:
ZEV Fract:
OComposite
VOC HC:
Exhst HC:
Evap . HC :
Refuel HC:
Runing HC:
Rsting HC:
Exhst CO:
Exhst NOX:
19.*
0.616
0.50%
Emission
2.54
1.45
0.28
0.18
0.56
0.06
19.79
1.41
19.6
0.191
0.32%
19.6
0.086
Factors (Gm/Mil
2.91
1.78
0.34
0.25
0.48
0.06
23.56
1.65
3.90
2.53
0.40
0.25
0.66
0.06
32.84
2.27
3
2
0
0
0
0
26
1
e)
.22
.01
.36
.25
.54
.06
.44
.84
19.6
0.031
7.14
3.24
2.32
0.41
1.05
0.10
66.26
4.82
19.6
0.002
0.65
0.65
1.60
1.37
19.6
0.001
0.87
0.87
1.76
1.51
19.6
0.068
2.23
2.23
11.58
10.69
T576
0.006
5.53
1.89
3.21
0.43
24.78
0.77
_>_^^_^«.
2.86
1.71
0.36
0.19
0.53
0.06
22.50
2.26
May 1994
-------
5-30
5.1.7.1 RL2BLK.IN Input File Listing
1 PROMPT
Demonstration of RLFLAG 2.
1 TAMFLG
1 SPDFLG
1 VMFLAG
1 MYMRFG
1 NEWFLG
1 IMFLAG
1 ALHFLG
1 ATPFLG
2 RLFLAG - Enter Stage II vapor recovery system parameters.
2 LOCFLG - LAP record will appear once, in one-time data section.
1 TEMFLG
4 OUTFMT - 80-column descriptive format.
4 PRTFLG - Print exhaust HC, CO and NOx results.
1 IDLFLG
3 NMHFLG - Calculate emissions for volatile organic hydrocarbons.
2 HCFLAG - Print sum and components.
92 3 080 060 RLFLAG refueling emissions control model.
Scenario title. C 72. 92. 11.5 08.7 92 1 1 1 Local Area Parameter record
1 00 19.6 75.0 20.6 27.3 20.6 01 Scenario description record
1 90 19.6 75.0 20.6 27.3 20.6 01 Scenario description record
1 80 19.6 75.0 20.6 27.3 20.6 01 Scenario description record
1 70 19.6 75.0 20.6 27.3 20.6 01 Scenario description record
0000000000000000000000000000000000000000000000000000000000000000000000000000000000
5.1.7.2 RL2BLK.OUT Output Rle Listing
1 Demonstration of RLFLAG 2.
MOBILES* (26-Mar-93)
OStage II program selected:
0 Start year (January 1): 1992
Phase-in period (yra.): 3
Percent Efficiency for LDGV & LDGT: 80.%
Percent Efficiency for HDGV: 60.%
OScenario title.
Minimum Temp: 72. (F) Maximum Temp: 92. (F)
Period 1 RVP: 11.5 Period 2 RVP: 8.7 Period 2 Yr:
OVOC HC emission factors include evaporative HC emission factors.
0
1992
0Emission factors are as of Jan. 1st of the indicated calendar year.
OCal. Year: 2000
OVeh. Type:
Region: Low
I/M Program: No
Anti-tarn. Program: No
Reformulated Gas: No
LDGV LDGT1 LDGT2 LDGT
Altitude:
Ambient Temp:
Operating Mode:
500. Ft.
87.5 / 87.5
20.6 /
/ 87.5 F
27.3 / 20.6
Veh. Spd.: T7T5 19.6 157?
VMT Mix: 0.616 0.191 0.086
HDGV LDDV LDDT HDDV MC All Veh
T5T3 TTTS T5T5 TTTS TITS
0.031 0.002 0.001 0.068 0.006
VOC HC:
Exhst HC:
Evap . HC :
Refuel HC:
Runing HC:
Rating HC:
Exhat CO:
Exhst NOX:
2.42
1.46
0.28
0.05
0.57
0.06
20.09
1.43
2.75
1.80
0.34
0.06
0.48
0.06
23.94
1.67
3.72
2.53
0.40
0.07
0.66
0.06
32.84
2.27
3.05
2.03
0.36
0.06
0.54
0.06
26.70
1.86
6.91
3.24
2.32
0.18
1.05
0.10
66.26
4.82
0
0
1
1
.65
.65
.60
.37
0.87
0.87
1.76
1.51
2.23
2.23
11.58
10.69
5.53
1.89
3.21
0.43
24.78
0.77
2.73
1.73
0.36
0.05
0.53
0.06
22.75
2.27
May 1994
-------
5-31
OEmission factors are as of Jan. 1st of the indicated calendar year.
OCal. Year: 1990 Region: Low Altitude: 500. Ft.
I/M Program: No Ambient Temp: 87.5 / 87.5 / 87.5 F
Anti-tarn. Program: No Operating Mode: 20.6 / 27.3 / 20.6
Reformulated Gas: No
OVeh. Type: LDGV LDGT1 LDGT2 LDGT HDGV LDDV LDDT HDDV MC All Veh
Veh. Spd.:
VMT Mix:
19.6
0.655
19.6 19.6
0.161 0.082
0.031
0.009
0.002
o!o52
0.008
OComposite Emission Factors (Gm/Mile)
VOC
Exhst
Evap.
Refuel
Runing
Rsting
Exhst
Exhst
HC:
HC:
HC:
HC:
HC:
HC:
CO:
NOX:
6.61
2.70
1.33
0.27
2.21
0.10
41.25
1.73
7.37
3.54
1.66
0.35
1.73
0.09
49.08
2.04
10.70
4.77
2.48
0.37
2.99
0.08
61.94
2.60
8.49
3.96
1.93
0.36
2.16
0.09
53.41
2.23
23.18
8.44
8.98
0.60
5.02
0.15
177.59
5.81
0.71
0.71
1.67
1.63
1.03
1.03
1.97
1.93
3.41
3.41
13.88
21.74
7.89
2.38
5.09
0.43
25.13
0.77
7.35
3.20
1.66
0.28
2.13
0.09
46.41
3.00
OEmission factors are as of Jan. 1st of the indicated calendar year
OCal. Year: 1980 Region: Low Altitude: 500. Ft.
I/M Program: No Ambient Temp: 87.5 / 87
Anti-tarn. Program: No Operating Mode:
Reformulated Gas: No
OVeh. Type: LDGV LDGT1 LDGT2 LDGT HDGV LDDV LDDT
5 / 87.5 F
20.6 / 27.3 / 20.6
HDDV MC All Veh
Veh. Spd.:
VMT Mix:
OComposite
VOC HC:
Exhst HC:
Evap. HC:
Refuel HC:
Runing HC:
Rsting HC:
Exhst CO:
Exhst NOX:
0.711
19.6
0.139
TO
0.074
o!o27
19.6
0.005
19.6
0.001
19.6
0.033
TO
0.010
Emission Factors (Gm/Mile)
11.70
4.75
3.19
0.40
3.25
0.11
68.45
2.82
12.43
5.61
3.50
0.48
2.75
0.09
77.71
3.03
21.50 15
8.39 6
6.13 4
0.49 0
6.41 4
0.09 0
95.82 84
4.36 3
.59
.58
.42
.48
.02
.09
.02
.49
OEmission factors are as of Jan. 1st of
OCal. Year:
1970
I/M
Anti-tarn.
Region :
Program:
Program:
Reformulated Gas:
OVeh. Type:
Veh. Spd. :
VMT Mix:
OComposite
VOC HC:
Exhst HC:
Evap . HC :
Refuel HC:
Runing HC:
Rsting HC:
Exhst CO:
Exhst NOX:
LDGV
19.6
0.716
LDGT1
19.6"
0.140
Low
No
No
No
LDGT2 LDGT
TO
0.075
Emission Factors (Gm/Mil
21.46
7.49
6.25
0.45
7.17
0.11
89.29
3.38
21.57
7.44
6.35
0.52
7.17
0.09
28.51 23
10.82 8
9.92 7
0.52 0
7.17 7
0.09 0
89.18 115.40 98
3.41
5.06 3
^^^Ml
)
.98
.62
.59
.52
.17
.09
.29
.98
39.28
17.35
13.91
0.68
7.16
0.17
293.79
7.00
0.68
0.68
1.56
1.51
1.01
1.01
2.13
1.96
5.50
5.50
15.84
29.85
11.
6.
3.
0.
34.
0.
04
64
98
43
19
44
12.99
5.50
3.62
0.41
3.36
0.10
75.34
3.93
the indicated calendar year.
Altitude: 500. Ft.
Ambient
Operating
HDGV
'TO"
0.027
49.27
24.47
16.75
0.72
7.16
0.17
339.03
8.36
LDDV
Temp:
Mode:
LDDT
TO TO
0.000
0.00
0.00
0.00
0.00
0.000
0.00
0.00
0.00
0.00
87.5 /
20.6 /
HDDV
TO"
0.033
5.30
5.30
14.53
28.11
87.
27.
MC
5 /
3 /
87.5 F
20.6
All Veh
TO
0.
12.
9.
3.
0.
37.
0.
010
95
21
32
43
98
27
22.13
8.13
6.59
0.45
6.86
0.10
94.94
4.43
May 1994
-------
5-32
5.1.8.1 SPD3VM2.IN Input File Listing
1 PROMPT
Demonstration of SPDFLG 3 and VMFLAG 2 - user supplied trip length and VMT fractions.
1 TAMFLG
3 SPDFLG - One average speed, with trip length distributions for each scenario.
2 VMFLAG - Dser suoplied vehicle miles traveled mix.
1 MYMRFG
1 NEWFLG
1 IMFLAG
1 ALHFLG
1 ATPFLG
1 RLFLAG
1 LOCFLG
1 TEMFLG
4 OOTFMT - 80-coluran descriptive format.
4 PRTFLG - Print exhaust HC, CO and NOx results.
1 IDLFLG
3 NMHFLG - Calculate emissions for volatile organic hydrocarbons.
2 HCFLAG - Print sum and components.
Scenario description record
7 92 1 1 1 Local Area Parameter record
Vehicle Miles Traveled
Trip length distributions
Scenario description record
92 1 1 1 Local Area Parameter record
Vehicle Miles Traveled
Trip length distributions
Scenario description record
1 00 19.6 75.0 20.6 27.3 20.6 01
First scenario C 72. 92. 11.5 08
.782.083.047.042.002.000.035.009
6.7 18.5 16.8 13.1 8.3 36.6
1 90 19.6 75.0 20.6 27.3 20.6 01
Second scenario C 72. 92. 11.5 08.7
.782.083.047.042.002.000.035.009
6.7 18.5 16.8 13.1 8.3 36.6
1 80 19.6 75.0 20.6 27.3 20.6 01
Third scenario C 72. 92. 11.5
.782.083.047.042.002.000.035.009
6.7 18.5 16.8 13.1 8.3 36.6
08.7 92 1 1 1 Local Area Parameter record
Vehicle Milea Traveled
Trip length distributions
0000000000000000000000000000000000000000000000000000000000000000000000000000000000
5.1.8.2 SPD3VM2.OUT Output File Listing
1 Demonstration of SPDFLG 3 and VMFLAG 2 - user supplied trip length and VMT frac
MOBILESa (26-Mar-93)
OVOC HC emission factors include evaporative HC emission factors.
OEmissicn factors are as of Jan. 1st of
OCal. Year: 2000 Region: Low
I/M Program: No
Anti-tarn. Program: No
Reformulated Gas: No
the indicated calendar year.
Altitude: 500. Ft.
Ambient Temp: 87.5 / 87.5 / 87.5 F
Operating Mode: 20.6 / 27.3 / 20.6
OFirst scenario
LDGV
Minimum Temp: 72.
Period 1 RVP: 11.5
LDGT1 LDGT2 LDGT
OVeh. Type:
Veh. spd.: TTTS HFTS TTT3
VMT Mix: 0.782 0.083 0.047
OComposite Emission Factors (Gm/Mile)
(F) Maximum Temp: 92. (F)
Period 2 RVP: 8.7 Period 2 Yr: 1992
HDGV LDDV LDDT HDDV MC All Veh
1375TTTS T57S TTT5 TFT?
0.042 0.002 0.000 0.035 0.009
VOC HC:
Exhst HC:
Evap . HC :
Refuel HC:
Runing HC:
Rating HC:
Exhst CO :
Exhst NOX:
2.56
1.46
0.28
0.19
0.57
0.06
20.09
1.43
2.93
1.80
0.34
0.25
0.48
0.06
23.94
1.67
3.90
2.53
0.40
0.25
0.66
0.06
32.84
2.27
3.28
2.06
0.36
0.25
0.55
0.06
27.16
1.89
7.14
3.24
2.32
0.41
1.05
0.10
66.26
4.82
0.65
0.65
1.60
1.37
0.87
0.87
0.00
0.00
2
2
11
10
.23
.23
.58
.69
5.53
1.89
3.21
0.43
24.78
0.77
2.85
1.65
0.39
0.19
0.56
0.07
22.65
1.95
May 1994
-------
5-33
OEmission factors are as of Jan. 1st of the indicated calendar year.
OCal. Year: 1990 Region: Low Altitude: 500. Ft.
OSecond scenario
I/M Program: No
Anti-tarn. Program: No
Reformulated Gas: No
Minimum Temp: 72. (F)
Period 1 RVP: 11.5
Ambient Temp: 87.5
Operating Mode: 20.6
/ 87.5 / 87.5 F
/ 27.3 / 20.6
Maximum Temp: 92. (F)
Period 2 RVP: 8.7 Period 2 Yr: 1992
OVeh. Type: LDGV LDGT1 LDGT2 LDGT HDGV LDDV LDDT HDDV MC All Veh
Veh. Spd.:
VMT Mix: 0.782 0.083 0.047
OComposite Emission Factors (Gm/Mile)
I97§ T5T6 TSTi
19.6
0.042 0.002 0.000 0.035 0.009
VOC HC:
Exhst HC:
Evap. HC:
Refuel HC:
Runing HC:
Rating HC:
Exhst CO:
Exhst NOX:
6.61 7.38 10.70 8
2.70 3.54 4.77 3
1.33 1.66 2.48 1
0.27 0.35 0.37 0
2.21 1.73 2.99 2
0.10 0.09 0.08 0
41.25 49.08 61.94 53
1.73 2.04 2.60 2
.58
.99
.96
.36
.19
.09
.73
.24
OEmission factors are as of Jan. 1st of
OCal. Year:
1980 Region:
I/M Program:
Anti-tarn. Program:
Reformulated Gas :
Low
No
No
No
23.
8.
8.
0.
5.
0.
177.
5.
the
19 0.71
44 0.71
98
60
02
15
59 1.67
81 1.63
1.03
1.03
0.00
0.00
3
3
13
21
indicated calendar
Altitude:
Ambient
Operating
Temp:
Mode:
500
87
20
.41
.41
.88
.74
year
. Ft
-5 /
.6 /
7
2
5
0
25
0
,
.
87
27
.89
.38
.09
.43
.13
.77
.5 /
.3 /
7
3
1
0
2
0
47
2
87
20
.45
.13
.72
.28
.22
.10
.41
.66
.5 F
.6
OThird scenario
Minimum Temp: 72. (F)
Period 1 RVP: 11.5
Maximum Temp: 92. (F)
Period 2 RVP: 8.7 Period 2 Yr: 1992
OVeh. Type: LDGV LDGT1 LDGT2 LDGT HDGV LDDV LDDT HDDV MC All Veh
Veh. Spd.: TTTST973 TITS
VMT Mix: 0.782 0.083 0.047
OComposite Emission Factors (Gm/Mile)
VOC
Exhst
Cvap.
Refuel
Runing
Rsting
Exhst
HC:
HC:
HC:
HC:
HC:
HC:
CO:
11
4
3
0
3
0
68
.70
.75
.19
.40
.25
.11
.45
12
5
3
0
2
0
77
.43
.61
.50
.48
.75
.09
.71
21.
8.
6.
0.
6.
0.
95.
50
39
13
49
41
09
82
15.71
6.61
.45
.48
.07
.09
0.042
39.29
17.35
13.91
0.68
7.17
0.17
68
68
01
01
50
50
11.
6.
3.
04
64
98
84.26 293.79 1.56 0.00 15.84
0.43
34.19
13.14
5.56
3.70
0.41
3.37
0.11
77.69
Exhst NOX: 2.82 3.03 4.36 3.51 7.00 1.51 0.00 29.85 0.44 4.01
May 1994
-------
5-34
5.1.9.1 SPD4VM3.IN Incut File Listing
1 PROMPT
Demonstration of SPDFLG 4 - trip length distributions; VMFLAG 3 - VMT Mix
1 TAMFLG
4 SPDFLG - User supplied trip length distributions, once.
3 VMFLAG - User supplied VMT Mix, once.
1 MYMRFG
1 NEWFLG
1 IMFLAG
1 ALHFLG
1 ATPFLG
1 RLFLAG
2 LOCFLG - LAP record will appear once, in one-time data section.
1 TEMFLG
4 OOTFMT
4 PRTFLG
1 IDLFLG
3 NMHFLG
2 HCFLAG
.782.083.047.042.002.000.035.009
Scenario title. C 72. 92. 11.5 08.7
6.7 18.5 16.8 13.1 8.3 36.6
1 00 19.6 75.0 20.6 27.3 20.6 01
1 90 19.6 75.0 20.6 27.3 20.6 01
1 80 19.6 75.0 20.6 27.3 20.6 01
80-column descriptive format.
Print exhaust HC, CO and NOx results.
Calculate emissions for volatile organic hydrocarbons.
Print sum and components.
VMT Mix for all scenarios
Local Area Parameter record
Trip length distributions
Scenario description record
Scenario description record
Scenario description record
92 1 1 1
0000000000000000000000000000000000000000000000000000000000000000000000000000000000
May 1994
-------
5-35
5.1.9.2 SPD4VM3.OUT Ou'
1 Demonatration of SPDFLG 4 - trip length diatributiona; VMFLAG 3 - VMT Mix
MOBILESa (26-Mar-93)
OScenario title.
Minimum Temp: 72. (F) Maximum Temp: 92. (F)
Period 1 RVP: 11.5 Period 2 RVP: 8.7 Period 2 Yr: 1992
OVOC HC emiasion factors include evaporative HC emission factors.
0
OEmiasion factors are as of Jan.1st of the indicated calendar year.
OCal. Year: 2000
OVeh. Type:
Region: Low
I/M Program: No
Anti-tarn. Program: No
Reformulated Gas: No
LDGV LDGT1 LDGT2 LDGT
Altitude:
Ambient Temp:
Operating Mode:
500. Ft.
87.5 / 87.5 / 87.5 F
20.6 / 27.3 / 20.6
Veh. Spd.: T1J71 TFTi
VMT Mix: 0.782 0.083 0.047
OComposite Emission Factors (Gm/Mile)
HDGV LDDV LDDT HDDV MC All Veh
T97STFTS TTTe
0.042 0.002 0.000 0.035 0.009
VOC HC:
Exhat HC:
Evap . HC :
Refuel HC:
Runing HC:
Rsting HC:
Exhat CO:
Exhat NOX:
2.56
1.46
0.28
0.19
0.57
0.06
20.09
1.43
OEmiaaion factors
OCal. Year:
1990
2.93
1.80
0.34
0.25
0.48
0.06
23.94
1.67
are as
I/M
Anti-tarn.
3.90 3.28
2.53 2.06
0.40 0.36
0.25 0.25
0.66 0.55
0.06 0.06
32.84 27.16
2.27 1.89
of Jan. 1st of
Region : Low
Program: No
Program: No
Reformulated Gaa: No
OVeh. Type:
LDGV
LDGT1
LDGT2 LDGT
7.14
3.24
2.32
0.41
1.05
0.10
66.26
4.82
0.65
0.65
1.60
1.37
0.87
0.87
0.00
0.00
2.23
2.23
11.58
10.69
5.
1.
3.
0.
24.
0.
53
89
21
43
78
77
2
1
0
0
0
0
22
1
.85
.65
.39
.19
.56
.07
.65
.95
the indicated calendar year.
Altitude:
Ambient
Operating
HDGV
LDDV
Temp:
Mode:
LDDT
500. Ft
87.5 /
20.6 /
HDDV
87.
27.
MC
5
3
/ 87
/ 20
All
.5 F
.6
Veh
veh. spd.: TTTS3TT6T973
VMT Mix: 0.782 0.083 0.047
OComposite Emission Factors (Gm/Mile)
T576UTi T37S TTTe 1576
0.042 0.002 0.000 0.035 0.009
VOC HC:
Exhat HC:
Evap. HC:
Refuel HC:
Runing HC:
Rsting HC:
Exhst CO:
Exhat NOX:
6.61
2.70
1.33
0.27
2.21
0.10
41.25
1.73
OEmiasion factors
OCal. Year:
1980
7.38
3.54
1.66
0.35
1.73
0.09
49.08
2.04
10.70
4.77
2.48
0.37
2.99
0.08
61.94
2.60
are as of Jan.
8.58
3.99
1.96
0.36
2.19
0.09
53.73
2.24
1st of
23.19
8.44
8.98
0.60
5.02
0.15
177.59
5.81
0.71
0.71
1.67
1.63
1.03
1.03
0.00
0.00
3.41
3.41
13.88
21.74
7
2
5
0
25
0
.89
.38
.09
.43
.13
.77
7.45
3.13
1.72
0.28
2.22
0.10
47.41
2.66
the indicated calendar year.
Region s Low
I/M
Anti-tarn.
Program i No
Prograt
n: No
Altitude:
Ambient
Operating
Tempt
Mode:
500. Ft
87.5 /
20.6 /
87
27
.5 /
.3 /
87.5 F
20.6
Reformulated Cast No
OVeh. Type: LDGV LDGT1 LDGT2 LDGT
Veh. Spd.: T5T1 1373 1575
VMT Mix: 0.782 0.083 0.047
OComposite Emission Factors (Gm/Mile)
HDGV LDDV LDDT HDDV MC All Veh
T57S T57SI97S T57S T57S
0.042 0.002 0.000 0.035 0.009
VOC HC:
Exhat HC:
Evap. HC:
Refuel HC:
Runing HC:
Rsting HC:
Exhst CO:
Exhat NOX:
11.70
4.75
3.19
0.40
3.25
0.11
68.45
2.82
12.43
5.61
3.50
0.48
2.75
0.09
77.71
3.03
21.50
8.39
6.13
0.49
6.41
0.09
95.82
4.36
15.71
6.61
4.45
0.48
4.07
0.09
84.26
3.51
39
17
13
0
7
0
293
7
.29
.35
.91
.68
.17
.17
.79
.00
0.68
0.68
1.56
1.51
1.01
1.01
0.00
0.00
5.50
5.50
15.84
29.85
11.04
6.64
3.98
0.43
34.19
0.44
13.14
5.56
3.70
0.41
3.37
0.11
77.69
4.01
May 1994
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Chapter 6
MOBILES INFORMATION SHEETS
6.0 INTRODUCTION
MOBILES information sheets are a series of documents intended to present information of interest to
users of the MOBILE model, and in some cases to provide model users with detailed information about
techniques that can be used to more accurately model highway vehicle emission factors and avoid potential
errors. When referring to "MOBILES" in these information sheets (and throughout this document), EPA should
be understood as referring to the latest official release version of the model. At the time of publication of this
User's Guide, the latest version of the model is MOBILESa, released March 26,1993.
All of the MOBILES Information Sheets are available on the Technology Transfer Network (TTN)
computer bulletin board system (BBS), in the QMS (Office of Mobile Sources) section, under "Models and
Utilities." Any microcomputer equipped with a modem can be used to access the BBS and to download files.
The phone number for the TTN BBS is (919) 541-5742. All files are made available to users as soon as they
have answered a few registration questions and are logged in as registered users. The TTN BBS can be called at
any time (24 hours/day, 7 days/week) with the exception of Monday mornings from 8:00 am to 12:00 noon
Eastern time, when the system is down for maintenance.
Since the Information Sheets contain information on running the model and avoiding potential errors in
the emission factor calculations, users are encouraged to maintain a file of these sheets in their copy of the
User's Guide. As new Information Sheets are issued they will be sent to all EPA Regional Offices, loaded onto
the TTN BBS, and mailed directly to all model users who have completed and returned the mailing list form
provided at the end of each Information Sheet. This form need only be completed and returned once.
May 1994
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