- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 ------- 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 uT o. o.oo 0.00 .25 .50 .75 1.00 Observed Cum Prob M6HOT505.WPD September 29, 1997 ------- 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 M6HOT505.WPD 10 September 29, 1997 ------- - 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). M6HOT505.WPD U September 29, 1997 ------- - 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. M6HOT505.WPD 12 September 29, 1997 ------- - 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. M6HOT505.WPD 13 September 29, 1997 ------- - 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. M6HOT505.WPD 14 September 29, 1997 ------- - 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. M6HOT505.WPD 15 September 29, 1997 ------- - 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%. M6HOT505.WPD 16 September 29, 1997 ------- |