- Draft -

                   The Determination of Hot Running
                  Emissions From FTP Bag Emissions
                      Report Number M6.STE.002
                             David J. Brzezinski
                                Ed Glover
                                Phil Enns
                     U.S.EPA Assessment and Modeling Division
M6HOT505.WPD                                                 September 29, 1997

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Introduction

This document describes our efforts to develop a simple model for estimating hot running 505
(HR505) emissions from FTP data. The HR505 is an extra exhaust emissions "bag" performed
immediately following the third "bag"  of the standard FTP. This new "bag" is a duplicate in
terms of speed/time to the first and third "bags".  The only difference between the "bags" is the
HR505 does not contain an engine start.

The correlation between the HR505 and  the FTP is based on special testing done by EPA. In this
program, vehicles were tested on both the HR505 and the FTP with the FTP first and the HR505
following immediately afterward. These data allow the development of a linear correlation of
the form:

       HR505 = f(FTP Bagl, FTP Bag2, FTP Bag3)

This correlation form was chosen because of its simplicity and the very high level of correlation
which is achieved. Other variables such as model year and fuel injection type, and differences
between the various "bags" were tried; also, other fits such as a non-linear fit were tried,  but
were  not used.  None produced appreciably better correlation.  The correlation between  the
HR505 and the FTP is important because relatively few data points are available on the HR505;
however, many FTP data points exist, and can thus be used to calculate simulated HR505 results.

The HR505 was developed to allow the separation of the emission effects of vehicle start with
the effects of hot running operation.   This split will allow the separate characterization of start
and running emissions for correction factors such as fuel effects and ambient temperature. It also
allows a more  precise weighting of these two aspects of exhaust emissions for particular
situations such as parking lots and freeways. MOBILE6 will allocate vehicle exhaust emissions
to either those associated  with engine start (start emissions) or those associated with travel
(running emissions).
More information regarding start emission and running emissions and the role of the HR505 can
be found in the accompanying EPA document entitled "Determination of Start and Running
Emissions  Deterioration."   This document describes in more detail the methodology and
equations used to calculate start and running emissions using the HR505 results.

Sample Selection and Data

The sample  for this  analysis came from EPA  emission  factor testing performed at  the
Automotive Testing Laboratories, Inc., in Ohio, and from testing performed at the EPA Lab in
Ann Arbor, Michigan. The Ohio lab performed 50 of the 77 vehicle tests, and the Ann Arbor
lab performed the remaining 27 vehicle tests.   All  of the Ohio vehicles were recruited at
Inspection and Maintenance (I/M) lanes run by the State of Ohio, and were tested in an as-
 M6HOT505.WPD                               *•                         September 29, 1997

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received condition (without repairs).  Many of these vehicles were I/M failures, and produce
excessive emissions (not a random sample).  The Ann Arbor vehicles were recruited from
extensive mail solicitations of the general public, and  were also  tested in an as-received
condition.  The sample contained  a total of 77,  1983 through 1996 model  year vehicles. It
comprised both cars and trucks, and was weighted predominately toward late model year vehicles
and newer technology.  Table 1 shows the emissions and model year data on all 77 vehicles.

All of the vehicles were tested using the FTP procedure, including an extra test segment (bag)
which did not include an engine start. The first, third and extra bag samples from this testing all
used the identical driving cycle, sometimes referred to as a "505", since it lasts 505 seconds. The
"extra" bag, which uses a 505 but does not include an engine start is  the HR505. Appendix A
at the end of this document contains additional details regarding the test procedure and vehicle
recruitment.

The  test program data are shown in Table  1 for all of the 77 vehicles.   It shows the FTP
emissions (by bag) and the results of the HR505 measurement for hydrocarbons (HC), carbon
monoxide (CO) and oxides of nitrogen (NOx). All emissions in the tables are reported in grams
per mile.

Prior to curve fitting, examination of the data indicated that vehicle #16, a 1989 Buick LeSabre,
was  an extreme outlier in terms of HR505 CO emissions.   This vehicle's  running 505 CO
emissions were measured at 53.8 grams per mile (g/mi); however,  Bag 1 (4.71 g/mi) and Bag 2
(3.33 g/mi) CO emissions were much lower.  This was peculiar since  both Bag 1 and Bag 3 are
expected to be larger (or only slightly smaller due to testing variation) than  the running 505
results.  This  is because both of those bags contain an engine  start in addition to running
emissions.  Examination of the vehicle showed a problem with the block learn multiplier test,
indicating that there may be an intermittent failure of the closed-loop fuel control system on this
vehicle.  Because of the intermittent failure and  the very large discrepancy  between the hot
running 505 and the other bags, vehicle #16 was removed from the model fitting for all three
pollutants.  Table 2 shows the emissions statistics for the sample with and without vehicle #16.

Analyses

Several models to predict HR505 emissions versus FTP emissions were fitted using least squares
regression analysis.  The regressions included simple linear regressions as well as non-linear and
logarithm transformed regressions. They utilized  several dependent variables such as  the
individual FTP bag results and the model year. In choosing a final model, several formulations
were considered. Beginning with Bags 1, 2 and 3 for all three pollutants and the vehicle model
year parameter as independent variables, standard variable selection methods were applied in
order to reduce the number of predictors.  Not surprisingly, the best models include Bag 2 and
Bag 3 of the pollutant being predicted. Models using these two variables account for a high
percentage of the variation in the dependent variable. While the Bag 1 logs of emissions are not
statistically significant, it was decided to include this variable in the final models in order to
more fully utilize the available information. The model year variable was found to be adding
 M6HOT505.WPD                               J                         September 29, 1997

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little to the predictive power of the model and be non-significant; thus, it was dropped from the
model.  For all three pollutants, the final model is the tranformed value of the linear fit of the
logs of Bags 1, 2, and 3:

HR505 = Exp[ (A * LN(Bag 1)) + (B * LN(Bag 2)) + (C *LN( Bag 3)) + D]

where A, B, C, and D are unknown constants. Table 3a shows the coefficients for the above
formulation for each pollutant along with the R-square and T significance statistics.

Implicit in the "D" (constant) coefficient is a logarithm transformation constant. Numerically,
it is the mean squared error of the  regression divided by 2. It is added to the predicted value of
HR505  to account for the change in the data distribution from log to  linear. The individual
values of this log transformation constant are shown in Table 3a.

A similiar linear regression model of the HR505 versus the three FTP bags in linear space (non-
log transformed) were also performed. The results  are shown in Table 3b.  Although these
regressions produced significant T statistics and generally higher r-squared values than the log
transformed models, they were not selected based on the diagnostics from the regression residual
P-P plots.  These standardized P-P plots are shown in Charts 1 and 2 for HC.  Similar plots were
obtained for CO and Nox. These  plots suggest a non-normal distribution of the regression
residuals when working in linear space (the residuals do not follow a 45-degree line).  When
transformed into log space the distribution becomes more normal (better  approximate a 45-
degree line). Thus, the fundamental assumptions of linear regression are more closely met by
transforming the data into natural log space.
 M6HOT505.WPD                              4                         September 29, 1997

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T*h
001
002
003
005
006
007
009
010
Oil
012
013
014
015
016
017
018
019
020
021
022
023
024
025
026
027
028
029
030
031
032
033
034
035
036
037
038
039
040
041
042
043
044
045
046
047
048
049
050
051
207
208
209
210
211
217
218
219
220
221
222
223
.224


t&r
88
89
91
91
89
88
89
93
93
88
93
91
93
89
91
95
90
92
95
89
88
91
91
89
92
93
89
86
88
85
87
85
87
87
83
96
88
89
87
85
89
88
93
85
91
89
86
85

94
90
96
90
96
96
92
92
94
96
92
96
92

PIP
IE
0.27
0.76
0.32
0.24
0.56
0.16
2.88
0.13
0.26
0.75
0.09
0.53
0.08
0.16
0.17
0.13
0.92
0.19
0.14
0.30
0.38
0.97
0.24
3.46
1.78
2.10
5.83
5.73
2.90
2.80
1.20
2.01
3.10
0.98
2.90
0.14
2.23
0.66
0.98
5.98
1.01
11. 19
0.24
6.24
0.82
1.54
0.46
1.74
0.95
0.33
2.12
0.13
0.45
0.10
0.07
0.19
11.55
0.48
0.12
0.37
0.16
0.22

FIP
N2c
2.47
5.58
0.89
0.58
0.56
0.23
4.41
0.21
0.50
2.40
0.18
0.32
0.41
0.26
0.13
0.10
1.69
0.63
0.10
0.79
0.96
0.36
0.57
1.28
2.16
2.54
0.96
2.46
3. IS
0.59
0.42
1.04
0.73
0.65
2.75
0.34
2.50
1.36
0.64
2.91
1.85
0.17
0.98
4.06
0.85
2.22
4.47
1.1S
0.31
0.40
3.23
0.19
0.97
0.12
0.14
0.36
0.10
0.85
0.46
1.21
0.39
0.57

FIP
CD
2.54
5.33
1.24
3.42
4.14
1.74
53.40
1.69
3.43
4.66
1.62
8.95
1.11
1.90
3.06
1.93
18.87
2.68
2.20
2.80
3.97
30.52
4.00
71.18
6.49
10.07
137.34
103.88
10.80
11.03
11.20
14.31
81.82
16.10
48.52
1.67
13.80
7.30
7.06
99.79
9.93
391.22
4.02
95.04
6.32
11.93
1.69
23.43
6.33
3.89
13.93
2.42
5.05
0.58
0.72
4.62
203.42
1.26
1.41
3.68
1.53
4.73

Bagl
1C
0.67
1.11
0.70
0.54
0.97
0.55
2.82
0.54
0.93
1.34
0.38
1.32
0.32
0.50
0.63
0.56
0.63
0.69
0.58
0.82
0.77
1.58
0.79
3.98
3.76
2.45
6.29
8.64
3.44
1.73
1.63
2.71
3.99
2.22
2.30
0.57
2.46
1.11
.3.25
5.82
1.27
10.78
0.75
6.31
1.32
2.10
1.17
4.55
1.13
1.16
2.28
0.50
1.16
0.40
0.29
0.56
7.86
0.65
0.33
1.02
0.62
0.58

Eagl
K*t
3.71
5.76
1.23
1.08
0.90
0.56
4.92
0.59
0.73
2.54
0.54
0.29
0.67
0.64
0.44
0.36
2.80
1.09
0.36
1.37
1.41
0.47
1.08
1.25
2.81
2.90
0.84
1.10
3.27
1.25
0.53
1.26
0.92
0.73
3.13
0.83
2.88
1.62
0.91
4.29
2.16
0.30
1.70
4.51
1.42
2.78
4.00
2.38
0.68
0.90
3.64
0.34
1.57
0.32
0.46
0.54
0.40
0.94
0.79
1.74
0.86
0.99

EEgl
CD
4.18
5.97
4.49
5.49
5.60
3.88
58.23
7.18
13.08
8.17
4.92
19.91
4.37
4.71
7.44
7.72
8.06
6.41
7.42
7.62
8.24
44.92
9.98
77.52
11.07
14.26
121.88
149.31
16.04
11.97
11.78
23.96
88.68
37.49
43.87
6.96
19.81
8.72
24.16
92.27
12.26
150.03
7.44
107.29
19.12
17.29
3.78
42.73
7.10
14.73
17.20
9.84
10.56
2.54
2.88
7.92
130.72
3.05
6.38
9.17
6.38
6.48
TOBLE 1
Bag2
IE
0.13
0.63
0.22
0.14
0.41
0.04
3.35
0.02
0.04
0.45
0.01
0.32
0.01
0.01
0.02
0.01
1.23
0.04
0.02
0.13
0.25
0.57
0.07
3.65
1.15
2.19
6.02
5.96
2.85
4.20
1.06
1.79
2.82
0.36
3.08
0.01
2.16
0.54
0.25
6.35
1.02
11.58
0.07
6.83
0.74
1.43
0.23
0.94
1.00
0.06
2.30
0.02
0.20
0.01
0.01
0.09
14.37
0.40
0.06
0.20
0.02
0.08

Bsg2
HU
1.89
5.63
0.60
0.34
0.42
0.04
3.49
0.09
0.37
1.95
0.07
0.24
0.29
0.13
0.03
0.03
1.06
0.38
0.02
0.50
0.70
0.34
0.32
1.37
1.65
2.38
0.97
1.78
2.81
0.40
0.34
0.83
0.66
0.62
2.36
0.14
2.19
1.18
0.52
2.21
1.63
0.10
0.75
3.69
0.64
1.85
4.43
0.79
0.16
0.18
2.85
0.11
0.65
0.08
0.03
0.29
0.01
0.76
0.29
0.87
0.17
0.42

Bsg2
CD
1.82
5.03
0.19
3.02
3.70
0.95
a.93
0.19
0.56
3.37
0.60
7.10
0.18
0.05
1.64
0.42
27.98
1.91
0.85
1.54
2.77
17.65
2.29
76.04
4.20
9.63
146.58
123.10
9.62
11.91
11.01
12.24
80.22
2.97
50.10
0.07
10.82
7.51
1.73
106.62
9.54
229.43
2.67
103.89
2.86
10.82
0.50
19.36
5.40
0.57
13.82
0.23
3.68
0.01
0.13
3.98
253.71
0.51
0.00
2.34
0.00
3.41

^3
ffi
0.23
0.73
0.22
0.19
0.53
0.11
2.03
0.04
0.16
0.86
0.02
0.35
0.02
0.18
0.09
0.04
0.56
0.11
0.04
0.24
0.34
1.28
0.15
2.72
1.48
1.64
5.13
3.09
2.59
0.94
1.14
1.90
2.96
1.24
3.03
0.07
2.20
0.54
0.67
5.41
0.80
10.77
0.17
5.06
0.59
1.32
0.37
1.13
0.74
0.23
1.67
0.05
0.41
0.02
0.02
0.12
8.94
0.52
0.09
0.21
0.08
0.23

Bag3
KQc
2.63
5.35
1.20
0.67
0.58
0.33
5.79
0.15
0.57
3.15
0.13
0.49
0.45
0.23
0.09
0.04
2.04
0.75
0.04
0.90
1.12
0.30
0.67
1.15
2.65
2.58
1.05
4.80
3.82
0.44
0.47
1.26
0.71
0.66
3.21
0.35
2.79
1.50
0.66
3.20
2.05
0.21
0.90
4.43
0.82
2.52
4.92
1.05
0.30
0.44
3.66
0.25
1.11
0.05
0.14
0.34
0.05
0.95
0.54
1.47
0.47
0.54

Bag3
CD
2.69
5.40
0.80
2.63
3.87
1.64
33.45
0.42
1.61
4.46
1.10
4.20
0.42
3.33
2.47
0.46
9.62
1.32
0.82
1.59
3.05
44.23
2.77
57.12
7.40
7.73
131.38
32.94
9.08
8.64
11.14
10.98
79.69
25.01
49.01
0.74
14.96
5.85
4.35
92.41
8.90
149.39
4.03
68.89
3.29
9.99
2.38
16.62
7.53
2.05
11.67
1.00
3.50
0.18
0.21
3.36
162.32
1.36
0.36
2.09
0.77
5.92
M6HOT505.WPD
September 29, 1997

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Table 2
Sample Descriptive Statistics

FTPHC
FTP CO
FTPNOx
Bag 1 HC
Bag 2 HC
Bag 3 HC
Running 505 HC
Bag 1 CO
Bag 2 CO
Bag 3 CO
Running 505 CO
Bag 1 NOx
Bag 2 NOx
Bag 3 NOx
Running 505 NOx
(Bag 1 HC - Running 505 HC)
(Bag 1 CO - Running 505 CO)
(Bag 1 NOx - Running 505 NOx
Sample without vehicle #16
Mean
1.35
19.66
1.16
1.83
1.29
1.11
0.91
23.57
20.02
16.02
15.88
1.56
0.92
1.32
1.19
0.92
7.70
0.37
Std
Dev
2.19
39.90
1.17
2.03
2.51
0.22
1.80
34.68
47.22
32.55
37.24
1.23
1.09
1.38
1.33
1.02
20.01
0.64
Min
0.07
0.58
0.08
0.29
0.01
0.01
0.01
2.54
0.00
0.04
0.04
0.22
0.01
0.04
0.01
-3.17
-93.98
-3.62
Max
Full Sample (77 cases)
Mean
11.55| 1.34
203.43|| 19.43
L5.5sJLt.15
10.78
14.37
10.77
11.04
150.03
253.71
162.32
224.70
5.76
5.63
5.79
5.47
5.99
120.22
1.88
1.82
1.27
1.10
0.92
23.33
19.76
15.86
16.37
1.55
0.91
1.30
1.17
0.90
6.96
0.37
Std
Dev
2.18
39.68
1.16
2.02
2.50
0.21
1.79
34.52
46.96
32.37
37.24
1.22
1.09
1.37
1.33
1.03
20.90
0.63
Min
0.07
0.58
LO.OS
0.29
0.01
0.01
0.01
2.54
0.00
0.04
0.04
0.22
0.01
0.04
0.01
-3.17
-93.98
-3.62
Max
11.55
203.43
5.58
10.78
14.37
10.77
11.04
150.03
253.71
162.32
224.7C
5.76
5.63
5.79
5.47
5.99
120.22
1.88
M6HOT505.WPD
September 29, 1997

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                                     Table 3a
                     Final Model Regression Coefficients (log-log)
                 Dependent Variable   LN(Running 505 HC)
                 LN(Bag 1 HC)
                 LN(Bag 2 HC)
                 LN(Bag 3 HC)
                 (Constant)
                 Log Trans Factor

                 R Square     0.9531
Coefficient
0.2236 (A)
0.5010 (B)
0.3333 (C)
-0.5065 (D)
  0.0733
T Test Sig
 0.0658
 0.0000
 0.0110
 0.0000
Dependent Variable

LN(Bag 1 CO)
LN(Bag 2 CO)
LN(Bag 3 CO)
(Constant)
Log Trans Factor
R Square 0.9410
LN(Running 505
Coefficient
0.0005071 (A)
0.4304 (B)
0.5375 (C)
-0.0674 (D)
0.099

CO)
T Test Sig
0.9958
0.0000
0.0000
0.7250


                  Dependent Variable   LN(Running 505 NOx)
                  LN(Bag 1 NOx)
                  LN(Bag 2 NOx)
                  LN(Bag 3 NOx)
                  (Constant)
                  Log Trans Factor

                  R Square    0.9220
Coefficient
0.0209 (A)
0.4655 (B)
0.5328 (C)
0.0416 (D)
  0.0747
T Test Sig
 0.8685
 0.0001
 0.0001
 0.6267
M6HOT505.WPD
                         September 29, 1997

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                                      Table 3b
                   Alternative Model Regression Coefficients (linear)
                  Dependent Variable  (Running 505 HC)
                  (Bag 1 HC)
                  (Bag2HC)
                  (BagSHC)
                  (Constant)
                  R Square     0.9644
Coefficient
-0.1472 (A)
0.4487 (B)
0.4918 (C)
0.0609 (D)
T Test Sig
 0.0039
 0.0000
 0.0000
 0.3112
Dependent Variable

(Bag 1 CO)
(Bag 2 CO)
(Bag 3 CO)
(Constant)
R Square 0.9806
(Running 505 CO)
Coefficient
-0.3452 (A)
0.3480 (B)
0.9700 (C)
1.5050(D)


T Test Sig
0.0000
0.0000
0.0000
0.0685

                  Dependent Variable  (Running 505 NOx)
                  (Bag 1 NOx)
                  (Bag 2 NOx)
                  (Bag 3 NOx)
                  (Constant)
                  R Square     0.9785
Coefficient
-0.0989 (A)
0.1770 (B)
0.9027 (C)
-0.0123 (D)
T Test Sig
 0.0424
 0.0168
 0.0001
 0.7667
M6HOT505.WPD
                          September 29, 1997

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                     Chart 1  - Log HR505 HC

                     P-P Plot of Standard Residuals
                  1.00
                .0  .75
                O
                   .50

                O
                T3

                   -25
                  0.00
                    0.00   .25   .50   .75   1.00


                     Observed Cum Prob
                     Chart 2 -  HR505 HC

                     P-P Plot of Standard Residuals
                  1.00
                n  .75
                o
                ol

                I  .50

                O
                T3

                ~  -25
\U


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                    0.00   .25   .50    .75   1.00


                     Observed Cum Prob
M6HOT505.WPD
                                        September 29, 1997

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                                   Appendix A

                       Amendment 1: Work Assignment 1-03
                               Contract 68-C5-0006

                                Statement of Work

                          Inventory Cycle Data Collection
   I.     BACKGROUND

         EPA's "MOBILE" computer model is used by regions, states, and
   municipalities in estimating in-use emissions from mobile sources. This model was
   derived from data obtained from previous testing programs around the country and
   most recently from data obtained at the EPA's National Vehicle and Fuel Emissions
   Laboratory in Ann Arbor and from operating laboratories and I/M lanes in
   Hammond IN and Phoenix AZ.  EPA has the responsibility of updating its model to
   provide the latest information on regional driving patterns and modeling strategies
   for current driving behaviors.

         This work assignment will gather emissions data from light-duty vehicles
   (LDV) being run on various inventory cycles (ICs) to provide additional information
   for the MOBILE database.  Each 1C models an atypical (e.g., non-standard road
   conditions, traffic congestion, non-FTP speeds) LDV trip.  Changes in a vehicle' s
   expected emissions when it is operated over one of these ICs are used to calculate
   area-specific emissions for the LDV fleet within the MOBILE model. Exhaust
   emission measurements will also be conducted.

   II.    OBJECTIVE

         Several ICs as detailed in Appendices X, Y, and Z shall be run on vehicles
   recruited at a centralized I/M facility. This will allow EPA to add more fleet
   characteristics emission data to its MOBILE model. A secondary purpose shall be
   to gather data on cold start emissions using a ST01 start cycle. All vehicles shall
   receive a FTP exhaust emissions test, as well.

   III.   RECRUITMENT

         The contractor shall recruit a total of 50 vehicles that have completed an I/M
   test lane: 1) 35 light-duty vehicles and 5 light-duty trucks from model year 1988
   and newer; 2) 5 light-vehicles from pre-1988 model year; and 3) 5 light-duty trucks
   from 1988 to present light-duty cars. The vehicles will be a naturally occurring mix
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                                    - 11  -
   of carbureted and fuel injected systems. Every attempt will be made to locate at
   least half of each sample failing the I/M240 test with either high NOx (oxides of
   nitrogen) or high combined HC-CO (hydrocarbon-carbon monoxide) emissions, but
   not both. The vehicles shall be recruited as shown in the table below:

       Model Year           Pass            Fail NOx         Fail HC-CO

       1988-Newer         50% (12)          12.5% (4)           37.5% (9)


   IV.    LANE TESTING

         The I/M240 test will be run on each vehicle. The Contractor  shall use the
   results from the state contractor's test. These tests will form the basis for vehicle
   recruitment. These tests will be performed over the entire 239 seconds of the I/M240
   (no fast pass or fast fail allowed) and the composite HC, CO, and NOX results in
   grams per mile shall be recorded and reported.§The lane procedures  are shown in
   Appendix XI.

   V.     LABORATORY TESTING

         The Contractor shall perform the ST01 start cycle (the first 258 seconds of
   EPA's SC03 cycle), the "area-wide" inventory cycle (similar to CARB's "Unified "
   cycle), CARB's LA92, the New York City Cycle, and 11 other inventory cycles (see
   detail  in section "VI TEST SEQUENCE" of this work assignment).  The ST01 cycle
   shall be run as a cold start test and all cycle data shall be collected modally second-
   by-second on a twenty-inch (20") roll dynamometer. The Contractor also shall
   perform a cold-start FTP (exhaust) test on each LDV with an additional fourth bag
   505 on a Clayton dynamometer and the data collected non-modally.  A flowchart
   showing the sequence of events is included as Attachment 1.

   VI.    TEST SEQUENCE

         The test sequence shall include:

   1)  Cold ST01 start cycle (see Appendix Q of the Statement of Work)

   2)  A hot start LA-4 to measure and qualify bag vs. modal (second by second).



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                                    -  12  -
   3) All of the following cycles for each test vehicle, run in random order for each
   LDV:

                1.   LOS A-C Freeway Trace (8.60 mins);
                2.   LOS D Freeway Trace (6.80 mins);
                3.   LOS E Freeway Trace (7.77 mins);
                4.   LOS F Freeway Trace (7.45 mins);
                5.   LOS G Freeway Trace (6.52 mins);
                6.   Ramp (4.43 mins)
                7.   LOS AB Arterial Trace (12.28 mins);
                8.   LOS CD Arterial Trace (10.48 mins);
                9.   LOS EF Arterial Freeway Trace (8.40 mins);
               10.   Local Roadways (8.75 mins);
               11.   Areawide Non-Freeway
               12.   LA92
               13.   NYCC
               14.   High-Speed

   3) Cold-start FTP (exhaust portion) (see Appendix F, FTP SEQUENCE)
   VII.   REPORTING REQUIREMENTS

   A.    Weekly Reports

         All of the raw and processed data will be reported according to the basic
   contract and the attached formats. Submittal of these data will be on a weekly basis
   and may be made using electronic transfer either by modem or over the Internet. A
   spreadsheet for each task will be submitted that includes sufficient information to
   identify the vehicle being tested and the results of each individual test performed. A
   narrative description which notes any unusual problems encountered or identifies
   any maintenance performed shall be included as part of the weekly report.

         A narrative summary of the week's activity will be included in the normal
   weekly report for each active work assignment under this contract. This will include
   the number of vehicles tested to date along with any significant observances for that
   week. A table showing the overall status of the work assignment will also be
   included and updated each week. This narrative may also be submitted
   electronically over the Internet.
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                                      -  13  -
         Recruitment statistics shall also be included in this report. These statistics
   will include a count of each and every vehicle owner approached. The data shall be
   broken down month by month (when sufficiently far into work assignment) into
   those vehicles that were ineligible to participate, those who agreed to be tested but
   were not, and those who refused to participate in the program. These three groups
   are to be further broken down into specific reasons for the vehicle not participating.
   The contractor shall attempt to achieve as close to 100% participation as possible.

   B.    Monthly Reports

         Monthly reporting will be as required by the contract and will include a
   summary of all work performed under the above subject tasks as well as results of
   all calibrations on all equipment used.

   C.    Final Report

         The final report shall be a narrative describing the testing in detail and
   including any changes made during the performance of the work assignment.
   Furthermore, the final report shall contain a summary of any problems encountered
   and their resolution. It shall also list all tests and test results on all canisters in the
   program.

         Recruitment statistics shall also be included in this report. See Weekly
   Reports for specifics on the reporting of recruitment statistics.

         Within 30 calendar days after completion of the last test sequence performed
   for this work assignment, the contractor shall submit for technical and editorial
   review by the Project Officer a draft final report in both written and electronic
   formats. The written draft shall be typed, double-spaced, and shall include all
   illustrations, tables, drawings, charts, data sheets, and any other pertinent material
   required in the approved final report. The Project Officer will notify the contractor
   of approval or rejection of the draft report within 30 calendar days and shall
   provide comments  citing any changes, corrections, or additions required for
   approval. Within 30 calendar days after receipt of the comments, the contractor
   shall submit to the Project Officer a final report in both electronic and written
   formats. The written report shall include the single spaced original manuscript and
   five copies of the approved final report.
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                                     -  14  -
                                   Appendix XI
                                  Test Procedures
   IM Lane Procedures
         An I/M240 test will be run on each vehicle at a centralized, i.e., state-
   mandated, testing facility. The I/M240 testing facility must be within 100 miles of
   the Contractor' s vehicle testing facility. The Contractor shall recruit vehicles for
   this WA on the basis of the results of the state contractor's I/M240 test.  In each
   case, the composite HC, CO, and NOx results in grams per mile shall be recorded
   and reported with any purge and/or pressure data. A potential test vehicle must be
   on-site at the Contractor' s testing facility within twenty-four (24) hours or by close-
   of-business the day following its recruitment from a centralized I/M240 facility.

   TEST FUEL

         During this work assignment, all vehicles shall be tested with the same lot of
   indolene-type fuel which complies with Code of Federal Regulations (CFR) §86.113-
   91, having a preferred RVP of 9.0 psi (not to exceed 9.05 psi and not to be less than
   8.70 psi). The Contractor shall measure and record the RVP of the fuel dispensed
   at each vehicle' s fueling prior to the ST01 cycle run (see Appendix 1). The
   contractor must provide EPA with a complete analysis of each lot of the test fuel.
   The contractor must obtain approval of the Project Officer before using any test
   fuel.

   INITIAL TEST CONDITIONS

         Each vehicle will be pre-conditioned as per CFR §86.132-96 (a)(l); a LA-4
   pre-conditioning drive shall be performed.

         The data shall be recorded continuously and reported in second-by second
   increments in comma separated form (C.V.) on a completed vehicle basis for modal
   testing. For a FTP test, data shall be reported in as described in CFR  §86.135-94.
   The procedures used to calculate  the HC emissions shall comply with §86.144-78.
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                                     - 15  -
   BETWEEN-CYCLE TRANSITIONS

         The Contractor shall use a random number generator to randomize the test
   sequence order of the fourteen cycles (1 through 14), for each of the 50 test vehicles.
   The acceleration rate found at the end of each cycle will be extended for 10 seconds
   past the end of the sample period. The acceleration rate found at the beginning of
   the next cycle will be extended for 10 seconds prior to the start of that cycle. A forty
   second transition period will be used to connect the extended speeds, for a total of 60
   seconds between cycles. A "worst case" transition of 0 mph to 80 mph in 40 seconds
   would result in an acceleration/deceleration rate of 2.0 mph/sec. There shall be no
   emission measurements done during these transitions, but they will be documented
   with speed versus time data.

         Each test vehicle shall have a unique driving schedule for whole test
   program based on the above random test sequence of test cycles. The cycles will be
   combined into groups of two or three. If the cumulative time for the first group two
   cycles is less than thirty minutes, the next cycle test sequence shall be added to that
   group.

         Bag samples will be collected at the same time the dilute modal samples are
   collected and measured. The bag samples will be analyzed following the completion
   of the group's two or three driving cycles.

         The test vehicle shall be preconditioned prior to each group of cycles with an
   un sampled hot transient phase (hot 505) of the FTP if less than one hour has
   transpired since the last vehicle operation.  An un sampled "LA-4" shall be
   performed if that period exceeds one hour and less than four hours.

         All subsequent vehicles will follow the same procedure until all fifty LDVs
   have been tested on the test sequence.
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                                     - 16  -
                                  APPENDIX F

                                FTP SEQUENCE

         Upon completion of set of the ICs, the vehicle is soaked as long as necessary
   or overnight to achieve the specified FTP test start temperature. The vehicle will
   then undergo a cold start FTP (exhaust portion) as shown in CFR  §86.135-94.
   Immediately following the hot transient phase (hot bag 3) of FTP, the contractor
   will perform a repeat hot 505 without a key off and restart. The contractor shall use
   a special driving cycle consisting of two consecutive 505 cycles form the FTP.

         The CVS system used during the FTP test shall maintain the tail pipe
   exhaust pressure to within ± 1 inch H2O of the pressure experienced by the tail pipe
   with no attachments during the FTP cycle. Care shall be taken to verify the device
   used to measure the pressure in the line is one which does not itself alter the
   pressure significantly. The system shall be tested using both a large displacement
   (more than 4L) and a small displacement (less than 1.7L) engine. This will verify
   that the system functions properly under different extremes of exhaust volume.
   Results of this test shall be reported to and discussed with the Project Officer prior
   to initiation of testing.

   Modal versus Bag Data Analysis and Quality Control

         Each 1C and hot LA-4 shall include both bag and modal test results. The
   contractor shall compare the difference between all Bag and Modal emissions.  They
   shall report the comparisons to the Project Officer to be reviewed for each cycle.
   The bag vs. modal comparisons for the hot LA-4 test shall be within ±5%.
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