EPA-AA-TEB-91-01
USER'S GUIDE
to
MOBILE4.1
(MOBILE SOURCE EMISSION FACTOR MODEL)
JULY 1991
U.S. ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF AIR AND RADIATION
OFFICE OF MOBILE SOURCES
EMISSION CONTROL TECHNOLOGY DIVISION
TEST AND EVALUATION BRANCH
2565 PLYMOUTH ROAD
ANN ARBOR, MICHIGAN 48105
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EPA-AA-TEB-91-01
USER'S GUIDE
to
MOBILE4.1
(MOBILE SOURCE EMISSION FACTOR MODEL)
JULY 1991
U.S. ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF AIR AND RADIATION
OFFICE OF MOBILE SOURCES
EMISSION CONTROL TECHNOLOGY DIVISION
TEST AND EVALUATION BRANCH
2565 PLYMOUTH ROAD
ANN ARBOR, MICHIGAN 48105
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DISCLAIMER
EPA is not responsible for the accuracy of any MOBILE4.1
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 MOBILE4.1 diskettes or tapes that may have
been released prior to release of the final MOBILE4.1 program.
Further, EPA is not responsible for the accuracy of MOBILE4.1 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 MOBILE4.1. MOBILE4.1 is
a computer program that estimates hydrocarbon (HC), carbon
monoxide (CO), and oxides of nitrogen (NOx) emission factors for
gasoline-fueled and diesel highway motor vehicles. The program
uses the calculation procedures and emission factors 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 II, January 1991).
MOBILE4.1 calculates emission factors for eight individual
vehicle types in two regions (low- and high-altitude) of the
country. MOBILE4.1 emission estimates depend on various
conditions such as ambient temperature, speed, and mileage accrual
rates. Many of the variables affecting vehicle emissions can be
specified by the user. MOBILE4.1 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. MOBILE4.1 supercedes MOBILE4, 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, MOBILE4.1
incorporates several new options, calculating methodologies,
emission factor estimates, emission control regulations, and
internal program designs.
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Requests for copies of the MOBILE4.1 program diskettes or
tape, and for additional 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 MOBILE4.1 or this User's Guide should be
directed to:
U. S. EPA Motor Vehicle Emission Laboratory
Office of Mobile Sources
2565 Plymouth Road
Ann Arbor, MI 48105
Attn: MOBILE4.1
Telephone: (313) 668-4325 (FTS 374-8325)
(313) 668-4462 (FTS 374-8462)
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TABLE OF CONTENTS
CHAPTER 1: DESCRIPTION OF MOBILE4.1
1.0 INTRODUCTION 1-1
1.1 TECHNICAL DIFFERENCES FROM MOBILE4 1-2
1.1.1 Impact of Oxygenated Fuels on Emissions
1.1.2 Options for Composition of Exhaust HC Emission Factors
1.1.3 Expanded Evaporative Emissions Output
1.1.4 Twenty-five Model Years in Operation in the Fleet
1.1.5 Basic Emission Rates for 1981 and Later
Model Year LDGVs
1.1.6 Incorporation of Pass/Fail Purge/Pressure Effects
Evaporative and Running Loss Emission Factors
1.1.7 Tampering Revisions
1.1.8 Revisions to Running Loss Emission Factors
1.1.9 Revisions to Refueling Emission Factors
1.1.10 Resting Loss Emissions
l.l.ll Methane Corrections
1.1.12 New Carbon Monoxide Emission Standards
1.1.13 Idle Emission Factor Adjustments Programmed
1.1.14 By Model Year Optional Output
1.1.15 Revised Speed Correction Factors
1.1.16 Revisions to Volatility Impact on Exhaust Emissions
1.1.17 New Registration Distributions
1.1.18 Variable Vehicle Counts
1.1.19 Dieselization Rates for LDVs and LDTs
1.1.20 I/M Benefits for Decentralized Programs
1.1.21 Miscellaneous Revisions
1.2 LIST OF ABBREVIATIONS USED IN THIS DOCUMENT 1-16
CHAPTER 2: MOB I LEA.1 INPUT DATA
2.0 INTRODUCTION . .
2.1 CONTROL SECTION
2-1
2-4
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 OUTFMT
2.1.16 PRTFLG
2.1.17 IDLFLG
2.1.18 NMHFLG
2.1.19 HCFLAG
2.1.20 Inter-Flag
Dependencies
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TABLE OF CONTENTS (continued)
2.2 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
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 ASTM Volatility Class
2.2.11 Minimum and Maximum Ambient Temperature
2.2.12 "Period l" RVP
2.2.13 "Period 2" RVP and "Period 2" Start Year
2.2.14 OXYFLG
2.2.15 DSFLAG
2.2.16 By Model Year Inclusion Vector
2.3 SCENARIO SECTION 2-48
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 Vehicle Miles Travelled Mix by vehicle type
2.3.7 Local Area Parameter Record
2.3.8 Additional Correction Factors for Light-Duty
Gasoline-Fueled Vehicle Types
2.3.9 Oxygenated Fuels Descriptive Record
2.3.10 Diesel Sales Fractions
2.3.11 Trip Length Distribution
2.4 SUMMARY OF MOBILE4.1 INPUT SEQUENCE 2-69
2.5 OBTAINING REFERENCED DOCUMENTS 2-69
Appendix 2A: Inspection and Maintenance and Anti-Tampering
Program Terminology Definitions 2A-1
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TABLE OF CONTENTS (continued)
CHAPTER 3: MOBILE4.1 OUTPUT
3.0 INTRODUCTION . 3-1
3.1 PROMPTING MESSAGES 3-1
3.1.1 Control Section Prompts . 3-2
3.1.1.1 Title Record Prompt
3.1.1.2 Remaining Flag Prompts
3.1.2 One-time Data Section Prompts . . 3-2
3.1.2.1 Tampering Rate Prompts
3.1.2.2 VMT Mix Record Prompt
3.1.2.3 Annual Mileage Accumulation Rates and/or
Registration Distributions by Age Prompts
3.1.2.4 Alternate BER Prompts
3.1.2.5 I/M Program Parameter Record Prompt
3.1.2.6 ATP Parameter Record Prompt
3.1.2.7 VRS Descriptive Record Prompt
3.1.2.8 LAP Record Prompt
3.1.3 Scenario Section Data Prompts 3-7
3.1.3.1 Scenario Descriptive Record Prompt
3.1.3.2 LAP Record Prompt
3.1.3.3 VMT Mix Record Prompt
3.1.3.4 Additional Light-Duty
Correction Factor Record Prompt
3.2 DIAGNOSTIC MESSAGES 3-10
3.2.1 Introduction
3.2.2 Explanation of Messages, Listed by Number
3.3 FORMATTED REPORT OUTPUT 3-32
3.3.1 221-Column Numeric Output
3.3.2 140-Column Numeric Output
3.3.3 112-Column Descriptive Output
3.3.4 80-Column Descriptive Output
3.3.5 By-Model Year Output
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TABLE OF CONTENTS (continued)
Page
CHAPTER 4; MOBILE4.1 IMPLEMENTATION
4.0 INTRODUCTION 4-1
4 . 1 MOBILE4 . 1 TAPE 4-1
4.2 PROGRAM STORAGE REQUIREMENTS 4-2
4.3 PROGRAM EXECUTION TIME 4-2
4.4 DEVIATIONS FROM ANSI FORTRAN STANDARD X3.9-1978 4-3
4.5 TYPICAL JOB STRUCTURE 4-3
4.6 INSTALLATION AND EXECUTION OF MOBILE4.1 ON
PERSONAL COMPUTER SYSTEMS 4-5
4.6.1 Introduction
4.6.2 Downloading the Mainframe Version of MOBILE4.l to
an Apple Macintosh or IBM-Style Desktop Computer
4.6.3 Installing and Executing MOBILE4.1
on Desktop Computers
4.7 MOBILE4. 1 ON THE NCC SYSTEM . 4-12
4.8 MOBILE4.1 ON THE MTS SYSTEM 4-12
4.9 PROGRAM UPDATE INFORMATION 4-12
CHAPTER 5: MOBILE4.1 EXAMPLES
5.0 INTRODUCTION 5-1
5.1 EXAMPLES 5-1
5.1.1 Output Choices 5-2
5.1.2 User-Supplied Registration Distributions and
Annual Mileage Accumulation Rates by Age . . . 5-35
5.1.3 Anti-Tampering Program 5-40
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List of Tables
Table Title and Description Page
1.1-1 Non-Reactive Organic Compounds 1-4
2.1-1 Flags Controlling Input to and Execution of MOBILE4.1 2-71
2.1-2 Flags Controlling Output of MOBILE4.1 2-75
2.2-1 Summary of Alternate BER Records 2-77
2.2-2 Summary of I/M Program Descriptive Input Record . . . 2-78
2.2-3 Summary of ATP Descriptive Record 2-80
2.2-4 Summary of Stage II and Onboard VRS
Descriptive Input Records 2-82
2.2-5 Summary of the Local Area Parameter (LAP) Record . . 2-83
2.3-1 Summary of the Scenario Record(s) 2-84
2.4-1 Summary of the MOBILE4.1 Input Record Sequence . . . 2-88
4.1-1 MOBILE4.1 Tape Characteristics 4-2
5.1-1 Summary Description of MOBILE4.1 Examples 5-1
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Chapter 1
GENERAL DESCRIPTION OF MOBILE4.1
1.0 INTRODUCTI ON
MOBILE4.1 is an integrated set of FORTRAN routines for use
in the analysis of the air pollution impact of gasoline-fueled
and diesel highway mobile sources. The program provides the
user with a flexible analytical tool which can be applied in a
wide variety of air quality planning functions. MOBILE4.1
updates and supercedes the previous version of the model
(MOBILE4), and is to be used in the preparation of the motor
vehicle portion of all base year 1990 emission inventories
required by the Clean Air Act Amendments of 1990 for
non-California areas. It should also be used to prepare future
year CO emission inventory projections.
MOBILE4.1 calculates emission factors for gasoline-fueled
light-duty vehicles (LDVs), light-duty trucks (LDTs), heavy-duty
vehicles (HDVs), and motorcycles, and for diesel LDVs, LDTs, and
HDVs. MOBILE4.1 also includes provisions for modeling the
effects of oxygenated fuels (gasoline-alcohol and gasoline-ether
blends) on exhaust CO emissions, as described in section 1.1.1.
This chapter briefly explains most of the differences
between MOBILE4.1 and MOBILE4. Many revisions are transparent
to the user, in that no input data changes are required and the
physical appearance of the output is unchanged. Other revisions
to the program provide the user with previously unavailable
options or require that additional input data be provided.
Throughout Chapters 2 (Input) and 3 (Output), note is made of
changes that affect the preparation of the input data stream
and/or result in differences in the output files.
Most of the revisions that have been made to the emission
factor model since the release of MOBILE4 will have an impact on
the emission factor estimates for any year. EPA's intent in
developing MOBILE4.1 was to make any revisions and updates that
would assist in making the 1990 base year emission factors, and
hence mobile source inventories, as accurate as was possible.
Due to time constraints and the necessity of providing an
updated model to the States for use in preparing these base year
inventories, many of the pending future requirements of the
Clean Air Act Amendments of 1990 are not reflected in MOBILE4. l.
(Revised carbon monoxide emission standards for light-duty
vehicles and trucks are an exception, as discussed in section
1.1.12.) EPA intends to continue work on incorporating the many
future requirements of the CAAA in another update to the model.
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1-2
Instructions on how to use the program are contained in
Chapters 2, 3, and 4 (Implementation). Chapter 5 (Examples)
contains listings of several input files and the resulting
program output, with descriptions of the features being
illustrated. The source code listing of MOBILE4.1 will be
printed under separate cover, rather than included herein, due
to its length. Of course, copies of MOBILE4.l on magnetic tape
or diskette can be used to generate source code listings.
This User's Guide is a self-contained document, such that
earlier versions of the User's Guide are not necessary for
operating MOBILE4.1.
1.1 TECHNICAL DIFFERENCES FROM MOBILE4
In addition to updates that have been made to the emission
factor data base as a result of the considerable amount of new
test data collected since the development of MOBILE4, there have
been a number of changes to the methodology used to calculate
some of the emission factors and correction factors. This
section does not attempt to detail every case where the data
base has been updated. The sections below describe (1) those
features that are entirely new to MOBILE4.1, and thus have no
direct corollary in earlier versions of the model, and (2) those
features that have been significantly revised since MOBILE4.
The "new" features are described in sections 1.1.1 thorough
1.1.4, and the significantly revised features are described in
sections 1.1.5 through 1.1.21.
1.1.1 Impact of Oxygenated Fuels on Emissions
In using MOBILE4, those wishing to model the impacts of an
oxygenated fuel program on exhaust or evaporative emissions were
directed to use the model output, in conjunction with the
"Guidance Document"[1] for oxygenated fuel benefit calculations,
to calculate the effects outside of the program. MOBILE4.l
incorporates the ability to model the direct impact of
oxygenated fuels on exhaust carbon monoxide (CO) emissions, and
the indirect impact of changes in fuel volatility (as measured
by Reid vapor pressure, or RVP) due to oxygen content on exhaust
hydrocarbon (HC), CO, and oxides of nitrogen (NOx) emissions,
and on evaporative, refueling, and running loss (section 1.1.8)
HC emissions.
Distinct multiplicative corrections for exhaust CO
emissions have been developed for each vehicle type, model year,
and fuel type. Since straight gasoline contains no oxygen, the
fuel types for which adjustment factors have been developed are
alcohol blends (gasoline blended with alcohol, such as ethanol)
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and ether blends [gasoline blended with ether compounds, such as
methyl tertiary butyl ether (MTBE) or ethyl tertiary butyl ether
(ETBE)]. The adjustments are a function of the oxygen content
of the fuel.
EPA has decided not to incorporate the direct effects of
oxygenated fuels on exhaust HC and NOx emissions in MOBILE4.1
for several reasons. The impact of oxygenated fuels is greatest
on CO emissions, there is less uncertainty involved in modeling
these effects, and there are fewer implications for other
emission control strategies of small errors here than in the
case of exhaust HC or NOx. As part of the ongoing regulatory
negotiation process on reformulated gasolines, EPA continues to
develop and to be provided with data on the exhaust HC and NOx
effects of oxygenated fuels. Consideration will be given to
including such effects in a subsequent model update.*
The various components of evaporative HC emissions (hot
soak, diurnal, refueling, running loss) are adjusted for fuel
oxygen content on the basis of the volatility effect of the
oxygenate on the fuel, accounting for commingling effects and
the possible presence of RVP waivers for oxygenated blends. An
example of commingling is the volatility increase of the fuel in
a vehicle's fuel tank (over what would be predicted from a
purely linear relationship) when a vehicle containing some
gasoline in the tank is refueled with a gasoline/alcohol blend.
These adjustments affect all gasoline-fueled vehicle types in
all model years.
The user who wishes to model the effects of oxygenated
fuels must supply five new pieces of input data: the fraction
of fuel sold in the area being modeled that is ether blends, the
fraction of fuel sold in the area that is alcohol blends, the
average oxygen content (fraction by weight) of the ether blend
fuels, the average oxygen content of the alcohol blend fuels,
and whether or not an RVP waiver for alcohol-based oxygenated
fuels is in effect. There are maximum oxygen contents for which
emission benefits will be calculated by MOBILE4.1 (3.5 wgt
percent for alcohol blends and 2.7 wgt percent for ether
blends), since these are the maximum oxygen contents of commonly
marketed blended fuels.
* A few users should be alert to the fact that the absence of
an estimate of the direct effect of oxygenated fuels on exhaust
HC and NOx emissions is a shortcoming of MOBILE4.1 that may be
of significance in the preparation of typical 1990 summer day
ozone precursor emission inventories for ozone nonattainment
areas with substantial oxygenated fuel market share in the
summer (e.g., the Chicago CMSA). Such areas should contact EPA
to discuss how to proceed with inventory preparation in light of
this shortcoming.
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The input changes required for this feature of MOBILE4.1 to
be used are discussed in detail in section 2.2.14. If the
modeler does not wish to include oxygenated fuels effects, no
changes to the input are required; as discussed in Chapter 2,
the program has been designed to assume that no oxygenated fuel
effects are to be modeled if the required flag and associated
input data are missing.
1.1.2 Options for Composition of Exhaust HC Emission Factors
Past versions of the emission factor model have provided
the user with two options for the calculation of HC emissions,
either total HC (THC) or non-methane HC (NMHC). This selection
is controlled by the input flag NMHFLG (see section 2.1.18).
The only difference in these two emission factor estimates is
that methane (CH4) was included in the THC emission factors
and not included in the NMHC emission factors.
EPA has determined that VOC, which consists of any organic
compounds that participate in atmospheric photochemical
reactions, includes all organic compounds with the exception of
those listed in Table 1.1-1:
Table 1.1-1
Non-Reactive Organic Compounds
methane
ethane
methylene chloride
1,1,1-trichloroethane (methyl chloroform)
trichlorotrifluoroethane (CFC-113)
trichlorofluoromethane (CFC-11)
dichlorodifluoromethane (CFC-12)
chlorodifluoromethane (CFC-22)
trifluoromethane (FC-23)
dichlorotetrafluoroethane (CFC-114)
chloropentafluoroethane (CFC-115)
dichlorotrifluoroethane (HCFC-123)
tetrafluoroethane (HFC-134a)
dichlorofluoroethane (HCFC-141b)
chlorodifluoroethane (HCFC-142b)
2-chloro-l,l,1,2-tetrafluoroethane (HCFC-124)
pentafluoroethane (HFC-125)
1,1,2,2-tetrafluoroethane (HFC-134)
1,1,1-trifluoroethane (HFC-143a)
1,1-difluoroethane (HFC-152a)
and certain perfluorocarbon compounds
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The compounds listed in Table 1-1-1 have been determined to
have negligible photochemical reactivity, that is, they do not
contribute significantly to ozone formation. Of the compounds
listed in Table 1.1-1, methane and ethane are present in motor
vehicle exhaust emissions. States have been advised that these
compounds should be excluded from baseline emission inventories
to be used for Reasonable Further Progress determinations.
However, ethane is to be included in both EKMA and Airshed air
quality modeling.
The emission factors for HC which underlie the modeling of
in-use emission factors are based on measurements using a flame
ionization detector (FID). The FID measurements include methane
and ethane, but do not include formaldehyde and (to a lesser
extent) acetaldehyde. Formaldehyde and acetaldehyde are
reactive compounds. To accomodate various intended uses for
inventory preparation and air quality modeling, several
adjustments have been made to MOBILE4.1 to allow estimation of
highway vehicle emission factors.
MOBILE4.1 provides the user with five options for the
calculation of HC emission factors: total hydrocarbons (THC),
non-methane hydrocarbons (NMHC), volatile organic compounds
(VOC), total organic gasses (TOG), and non-methane organic
gasses (NMOG). Evaporative emissions (hot soak, diurnal,
refueling, running loss, and resting loss) do not contain
methane, ethane, or aldehydes, although they do contain ethers
and/or alcohols if these compounds are present in the fuel.
Thus for evaporative emissions, there is no difference with
these correction factors in the emission factor as a function of
the composition option chosen; only exhaust HC emission factors
are affected by the inclusion or exclusion of methane, ethane,
and aldehydes.
The options are accessed through HCFLAG, as in MOBILE4 (see
section 2.1.19). Each option is somewhat different:
Total hydrocarbons (THC): The total hydrocarbon emission
factors from MOBILE4.1 are defined consistently with THC in
earlier versions of the model. These emission factors are based
on laboratory test data using the FID to measure hydrocarbons.
As such, THC emission factors include methane and ethane, but do
not account for formaldehyde and about half of the acetaldehyde.
Non-methane hydrocarbons (NMHC): The definition of non-
methane hydrocarbon (NMHC) exhaust emission factors in MOBILE4.1
is the same as that used in earlier versions of the model. The
NMHC exhaust emission factors are defined as THC (as defined
above) minus methane emissions. (As described in section 1.1.11,
the methane offsets also have been updated in MOBILE4.1.) This
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is calculated in MOBILE4.1 by subtracting methane emissions from
THC emissions. All evaporative HC emissions (hot soak, diurnal,
refueling, running loss, and resting loss) are composed entirely
of NMHC.
Volatile organic compounds (VOC): This option is new to
MOBILE4.1, and provides emission factors that exclude the
designated nonreactive compounds measured by the FID (methane
and ethane) while including two reactive compounds not measured,
or only partially measured, by the FID (formaldehyde and
acetaldehyde). This is accomplished by subtracting methane from
the THC exhaust emission factor, then adjusting the result to
exclude the ethane and account for the aldehydes.
The adjustment factor is based on vehicle emissions test
data, and differs by technology group (non-catalyst, oxidation
catalyst, three-way catalyst, three-way-plus-oxidation catalyst,
diesel) and by fuel type (gasoline, diesel, gasoline/alcohol
blends, and gasoline/ether blends). At this time, the only
correction factor available is based on testing of gasoline-
fueled and diesel vehicles; it is also used in MOBILE4.1 for
gasoline/alcohol and gasoline/ether blends. EPA plans to
develop specific correction factors for these fuel blends for
inclusion in a subsequent update to the model. The adjustments
are also model-year specific.
Total organic gasses (TOG): The fourth option for
hydrocarbon emission factors is that they be expressed as TOG.
In this case, THC emission factors are corrected to account for
formaldehyde and acetaldehyde emissions. The form of the
adjustment and the specificity (technology groups, model years,
fuel types) are as described above, with the calculation
performed as (THC emissions minus methane) times (adjustment
factor, determined on the basis of test data, to convert
non-methane HC to total organic gases), then adding back the
methane emissions. Emission speciation profiles generally use
TOG as the denominator for the profile mass fractions, so TOG
output from MOBILE4.1 will be useful in the development of
speciated emission inventories.
Non-methane organic qasses (NMOG): The final option
available is to express the HC emission factors in terms of
NMOG. This option includes HC as measured by the FID in
laboratory tests, and accounts for aldehydes, but does not
include methane. In other words, NMOG is TOG without adding
back the methane emissions.
It is worth noting that the VOC, TOG, and NMOG emission
factors calculated by MOBILE4.1 are in no way adjusted for
ozone-forming reactivity. Also, all of the HC composition
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output options calculate mass based on FID-measured elemental
carbon emissions and a long-assumed average hydrogen/carbon
ratio for hydrocarbons (plus aldehydes). Subsequent revisions
to the model may reassess the use of this historical ratio on
the basis of more recent test data.
The selection of the appropriate option for estimating "HC"
emissions depends on the use for which the emission factors are
being calculated. Additional information and guidance appears
in the revised edition of the base year emission inventory
preparation guidance.[2]
1.1.3 Expanded Evaporative Emissions Output
Many of the areas required to prepare base year emission
inventories in response to the requirements of the CAAA of 1990
are also required to use photochemical grid modeling (e.g. , the
Urban Airshed Model) in attainment projection demonstrations.
Such models require that the emission inventory be described
with much finer spatial and temporal resolution than is required
of inventories used for simpler models (e.g., Empirical Kinetic
Modeling Approach or "rollback" models). Typically, emissions
from all sources, including highway vehicles, must be specified
on an hourly basis for each grid cell, which generally is no
larger than 5 km x 5 km.
MOBILE4 and earlier versions of the model have generally
been developed to provide emission factors for an entire area
(national, state, or urban area) on a daily basis. This was
particularly true of MOBILE4, in which the user was required to
supply as input three temperature values including the daily
minimum and maximum temperatures, which are used to calculate
trip- and emission-weighted daily average temperatures for use
in correcting exhaust, hot soak evaporative, and running loss
emissions. The daily minimum and maximum temperature also
define the diurnal temperature rise, which is used in the
estimation of in-use diurnal evaporative emissions.
The temperature control flag TEMFLG in MOBILE4 could be
used to override the calculation of trip- and emission-weighted
average daily temperatures, forcing the input value of ambient
temperature to be used to correct exhaust, hot soak, and running
loss emissions. This permitted the calculation of exhaust and
running loss emission factors that are specific to conditions
over a shorter time, such as an hour. However, the diurnal
component of evaporative HC emissions in MOBILE4 is only
calculated as a function of the user input minimum and maximum
temperatures, regardless of the value assigned to TEMFLG. In
addition, all of the components of evaporative emissions (hot
soaks, diurnals, and crankcase emissions) were then combined,
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using data on the typical trips per day and miles per day driven
by vehicles of different ages, to provided average fleetwide
evaporative emission factors in units of grams per mile.
In order to provide the user of the model with information
that can be used to develop hourly specific emission factors for
all emission components (exhaust, evaporative, refueling,
running loss, and resting loss), a new option has been provided
in the output. This "expanded evaporative emission factor
report" is accessed through the use of the control flag HCFLAG
(see section 2.1.19). Where MOBILE4 provided two options using
HCFLAG, MOBILE4.1 provides three: (1) all types of HC emissions
summed together in a single gram-per-mile emission factor,
(2) separate listing of exhaust HC, evaporative (hot soak and
diurnal) HC, refueling loss HC, resting loss HC, and running
loss HC, with both the combined total and each component given
in grams per mile, and (3) expanded evaporative emission factor
output, which includes all of the information listed in (2) as
well as another block of output per scenario providing detail on
the evaporative emission breakdown in grams, as described below.
If the expanded evaporative emission factor output option
is selected by the user, an additional block of emission factors
is provided for each scenario. For each gasoline-fueled vehicle
type, this output provides estimates for hot soak emissions in
grams per trip (trip end), diurnal emissions (based on the
diurnal temperature rise as determined from the input minimum
and maximum temperatures) in grams per vehicle per day, multiple
diurnal emissions also in grams per vehicle per day, and
crankcase emissions in grams per mile. Refueling emissions are
provided in grams per gallon of dispensed fuel, and resting loss
emissions in grams per vehicle per hour. An example of this
output is included in Chapter 5 (Examples), and the output block
is discussed in Chapter 3 (Outputs).
As discussed in the User's Guide to MOBILE4,[3] the diurnal
emission factors produced by the model take into account four
different types of daily trip patterns, each of which leads to a
different type of diurnal emission generation:
(1) "Single" or "full" diurnal emissions are what most
people intuitively understand diurnal emissions to be; the
vehicle is not driven during the period of rising
temperatures, generally between 6-7 AM and 4-5 PM during
the summer, and so the fuel tank essentially experiences
the entire rise in temperature for the day.
(2) "Multiple" diurnals refer to conditions in which a
vehicle is not operated at all for two or more consecutive
days; after the first day, the evaporative control canister
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(carbon canister) is largely loaded, and without driving to
provide an opportunity for it to purge vapors to the
engine, the canister will not have as great a capacity to
capture and hold the vapors generated on the second or
subsequent no-driving days.
(3) "Partial" diurnals refer to cases in which the vehicle
is driven on one or more trips in a given day, but is not
operated for a long enough time within the period of rising
ambient temperatures to entirely overcome diurnal fuel tank
heating, and thus generates some diurnal emissions.
(4) Finally, some vehicles are driven on so many trips so
frequently over the course of a day that purging of vapors
generated by fuel tank heating entirely eliminates diurnal
emissions.
Each of these patterns was accounted for in MOBILE4, and
weighted appropriately on the basis of trip pattern survey data
to provide the overall diurnal emission factor. MOBILE4.l does
the same, with the further refinement that the probability of a
vehicle being driven in a given day has been made a function of
vehicle age.
The model used in MOBILE4 and MOBILE4.1 to estimate diurnal
emissions as a function of temperature rise and fuel volatility
does not work well when based on the very small temperature
rises typical of a single hour. In addition, the trip pattern
survey data used to weight together the various diurnal emission
events does not provide sufficient detail to similarly weight
the events on an hourly basis. The partial diurnals in
particular are difficult to disassociate into hour-by-hour
occurrences, so they are combined (by appropriate weighting
factors) in the "Full diurnal" emission factors produced by the
expanded evaporative output option.
The use of the temperature control option and the expanded
evaporative emission factor output described here together can
be used to estimate hourly emission factors. Exhaust, running
loss, resting loss, and hot soak evaporative emissions can be
modeled directly as hourly emissions through the use of TEMFLG
(see section 2.1.14) and the appropriate hourly temperatures to
calculate emission factors which then are multiplied by. hourly
activity rates. The estimation of hourly diurnal and refueling
HC emissions are discussed below.
The conversion of MOBILE4.1 daily diurnal emission factors
to hourly emission factors is more problematic. Among the the
applicable considerations are that hourly emissions are
sensitive to (1) hourly temperatures (which determine fuel vapor
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density in the vehicle fuel tank), (2) temperature rise over the
course of an hour (which determines vapor expansion and
expulsion), and (3) the fact that near the end of the day the
carbon canister may be approaching its vapor capacity, such that
incremental additions of vapor are more likely to be released to
the atmosphere.
As of this writing, EPA recommends that daily diurnal
emissions be calculated from the minimum and maximum
temperatures, and that these emissions be allocated to specific
hours on the basis of the fraction of the day's temperature rise
that occurs within the given hour. (For example, if the daily
minimum and maximum temperatures are 60° and 84 °F (16° and
29°C), and the temperatures at 12 noon and 1 PM are 77° and 80°F
(25° and 27°C), then the diurnal emissions occurring between 12
noon and 1 PM are one-eighth (3F°/24F°) of the daily diurnal
emissions. EPA will provide additional guidance on the subject
of hourly allocation of diurnal emissions as it is developed.
Refueling emissions should also be based on daily minimum
and maximum temperatures in most cases. The algorithm used in
MOBILE4.1 to calculate refueling emissions uses the temperature
of the dispensed fuel (the new fuel being added to the vehicle)
and the difference in temperature between the dispensed fuel and
the residual fuel (the fuel remaining in the vehicle fuel tank
when the refueling occurs), with each of these being estimated
from the minimum and maximum temperatures.
MOBILE4.1 will estimate refueling emission factors using
the ambient temperature, rather than the minimum and maximum
temperatures, if TEMFLG = 2 (see section 2.1.14). However, if
this approach is taken, the temperature used should be the daily
or (preferred) monthly average temperature. This is because
underground tank temperatures (and hence the dispensed fuel
temperature) do not vary as hourly temperatures vary over the
course of a day.
In estimating refueling emissions on an hourly basis, EPA
recommends that refueling emission factors on a daily basis for
the day of interest be calculated, and allocated to specific
hours taking into account the following: Emissions are
proportional to fuel sales. Typical fuel sales over the course
of a day would have both morning and afternoon/early evening
peaks, with slower mid-day sales and very low sales between
approximately 10-11 PM and 5-6 AM. In allocating fuel sales by
hour, use reasonable judgment and document assumptions made in
the emission inventory submitted to EPA. If any hourly fuel
sales data are available for the area being modeled, such data
should be accounted for. A relatively simple, short-term survey
of refueling activity at a small number of service stations also
would be adequate to estimate relative sales by hours.
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1.1.4 Twenty-Five Model Years in Operation in the Fleet
In MOBILE4 and earlier versions of the emission factor
model, a 20-model-year "window" of vehicles was considered to
comprise the in-use fleet in any given calendar year. For
example, if the calendar year of evaluation was 1990, then
vehicles ranging in age from one (model year 1990) to 20 (model
year 1971) were assumed to make up the fleet. Any vehicles over
20 years of age were grouped together with 20-year-old vehicles;
thus the registration fraction of age 20 vehicles is higher than
that of age 19 vehicles, and all vehicles more than 20 years old
were modeled as being 20 years old.
The registration distributions by age had 20 values for
each vehicle type, corresponding to ages 1, 2, 3, ... , 20+.
Similarly, annual mileage accumulation rates by age were
provided for vehicles of ages 1, 2, ... , 20+. If the user
desired to input registration distributions and/or annual
mileage accumulation rates differing from the national values
built into the code, then 20 values were reguired for each
variable, for each vehicle type. (The exception is motorcycles;
while the arrays in the code provide for up to 20 values of
registration fraction and annual mileage accumulation for
motorcycles, only 12 values for each were provided in the code,
with the 12th values applied to motorcycles of ages 12 and up.)
These arrays have been expanded to 25 model years in
MOBILE4.1. As before, the relatively small number of vehicles
in-use that are older than this upper limit are combined with
the 25-year-old vehicles in the age 25+ category. Also as in
MOBILE4, only registration fractions and mileage accumulation
rates for motorcycles of ages 1 to 12+ are actually used in
MOBILE4.1, although the array sizes have been expanded to 25
values each for all eight vehicle types.
If the user of the model wishes to use the nationwide
average (default) values for registration distributions and
annual mileage accumulation rates by age, then this change is
transparent to the user. However, when the user elects to
supply one or both of these variables as input, the input must
now consist of 25 (rather than 20) values for each variable
being input for each vehicle type. See section 2.2.3 for
discussion of the input changes.
1.1.5 Basic Emission Rates for 1981 and Later Model Year LDGVs
The basic emission rates for 1981 and later model year
light-duty gasoline-fueled vehicles and trucks have been updated
in MOBILE4.1 on the basis on analysis of emission factor program
testing results obtained since the release of MOBILE4. These
changes will affect all exhaust emission factors for all
pollutants for any calendar year of evaluation after 1981.
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1.1.6 Incorporation of Pass/Fail Purge/Pressure Effects
on Evaporative and Running Loss Emission Factors
EPA has conducted extensive testing of in-use vehicles in
conjunction with the State of Indiana's centralized inspection/
maintenance program over the last two years. This program
provided the opportunity to test an unbiased sample of in-use
vehicles at the time that they were brought in for mandatory I/M
testing. As part of the testing under this program, EPA
conducted "purge/pressure" tests of participating vehicles'
evaporative emission control systems. These tests determined
whether there were any leaks in the vehicles' fuel and
evaporative control systems (pressure test), and whether the
system was capable of purging the canister of vapors (purge
test). (Tampering rates for evaporative emission control
systems generally have been based on visual inspections rather
than functional testing of the components of the system.)
Data from these tests have been used to explicitly account
for the number of vehicles with significant evaporative control
system problems, and the emissions impact of those problems.
The results of this testing and analysis are reflected in
revisions to the evaporative (hot soak and diurnal) and running
loss emission rates used in MOBILE4.1. All model year vehicles
and calendar years of evaluation are affected by these changes.
1.1.7 Tampering Revisions
As in MOBILE4, there are nine tampering rate equations used
to model the impact of vehicle tampering on the emissions of
light-duty gasoline-fueled vehicles and trucks. Each of the
tampering rate equations has the form of a zero-mile level and a
deterioration rate (representing the increase in the rate of
that type of tampering with accumulated mileage). Each
tampering rate is combined with an associated tampering offset
(increase in emissions for vehicles exhibiting a given type of
tampering) in order to estimate the effect of tampering on the
modeled emission factors.
Eight of the nine tampering rate equations can be supplied
by the user with adequate locality-specific information (see
section 2.1.4). (The ninth category, "other misfueling," is
derived as the difference between "overall misfueling" and "fuel
inlet restrictor disablement." See section 2.2.1.)
Three relatively minor revisions have been made to the
tampering-related calculations in MOBILE4.1. In addition, the
tampering rates themselves have been updated to reflect newer
survey data available since the release of MOBILE4. The three
revisions are described below.
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In MOBILE4, tampering rates were defined for two distinct
LDGV model year groups, pre-1981 model years and 1981 and later
model years. MOBILE4.1 uses three model year groups: pre-1981
model year, 1981-83 model years, and 1984 and later model
years. This revision may affect the input data, since the
replacement of the tampering rate equations with locality-
specific data now requires three sets of equations. See section
2.2.1 for additional details.
In MOBILE4, only 1981 and later model year LDGVs and LDGTs
had a two-step tampering rate equation, with one deterioration
rate applicable to vehicles with up to 50,000 accumulated miles
and a second (greater) rate of increase in tampering applicable
to vehicles after 50,000 miles. In MOBILE4.1, tampering rates
for all model years of LDGVs, LDGTs, and HDGVs exhibit this
behavior, with the deterioration rate above 50K mi defined as a
function of the rate applicable up to 50K mi:
(Rate of increase for > 50K mi) =
[(Rate of increase for <_ 50K mi) * (adjustment)].
There are different adjustments for each of the nine tampering
types, for each vehicle type (LDGV, LDGT, HDGV), for each model
year group defined above, and for I/M and non-I/M areas. The
adjustment factors for the tampering deterioration rates are
coded in the model; only one deterioration rate is required for
each case if alternate tampering rate equations are provided as
input data.
Finally, all tampering rates reach a maximum at 130,000
accumulated miles. This means that whatever rate of tampering
is reached at 130,000 mi (by tampering type, vehicle type, model
year group, and I/M or non-I/M case) will be applied for all
mileages in excess of 130,000.
1.1.8 Revisions to Running Loss Emission Factors
Running loss emissions, defined as evaporative emissions
occuring while the vehicle is in is being driven, were included
in MOBILE4 for the first time. The occurrence of running loss
emissions appears to be at least in part the result of
inadequate evaporative canister purging during vehicle
operation; when the canister reaches saturation and evaporative
emissions continue to be generated as a result of fuel tank
temperature increases, these emissions are released from the
vehicle into the atmosphere. Vehicle fuel system leaks, and
possibly other sources, may also contribute to the generation of
running loss emissions.
Running loss emissions are higher at higher temperatures
and higher volatilities (as are other evaporative emissions),
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and are higher at lower average speeds (reflecting the lesser
canister purging that occurs at low speeds). Running losses
also are known to be a function of trip length (duration in
time, not distance travelled). The levels also depend on
vehicle type, vehicle age (older vehicles have higher rates of
failure on purge and pressure tests; see section 1.1.6), and
evaporative control system type.
The running loss emission factors estimated by MOBILE4 were
based on data obtained during testing over three driving cycles
of low, moderate, and high average speeds (7.1, 19.6, and 47.9
mph), with the emissions representing each average speed
weighted together to represent typical urban traffic patterns.
In MOBILE4.1, running loss emission factors are a function of
four variabl.es: average speed, temperature, fuel volatility,
and (as a user option) distribution of average trip lengths. It
is important to note that trip length here refers to trip
duration (length of time driving), not to total distance
travelled in the trip. Each of the variables now used to
estimate running loss emission factors is discussed below.
In MOBILE4, an average urban area driving distribution was
used to weight together the three "levels" of running loss
emissions into a single value for each gasoline-fueled vehicle
type. In MOBILE4.1, the average speed specified by the user in
the input is used to estimate running loss emissions as a
function of speed, with the same gram per minute (not gram per
mile) emission factors applied to speeds outside of the limits
of the test data (under 7.1 mph or over than 47.9 mph). Average
speeds of less than 7.1 mph have the same running loss emissions
per unit time as are associated with an average speed of 7.1
mph, meaning that the g/mi emission factors continue to
increase as speed decreases down to the global minimum speed of
2.5 mph. Similarly, average speeds greater than 47.9 mph have
the same running loss emissions per unit time as are associated
with an average speed of 47.9 mph, such that the g/mi emission
factors continue to slowly decrease as speed increases up to the
global maximum speed of 65 mph.
The effects of temperature on running losses are handled in
the same manner as was done in MOBILE4: If TEMFLG = 1 in the
input, then a trip- and emission-weighted temperature is
calculated and used to correct running loss emissions to
temperatures other than 75°F. If TEMFLG = 2, then the value of
ambient temperature specified by the user in the Scenario Record
(see section 2.3) is instead used as the temperature for
correction of the running loss emission factors.
The effects of fuel volatility on running loss emissions
were modeled in MOBILE4 for input (dispensed fuel) RVP in the
range of 7.0 to 11.7 psi. This has been revised in MOBILE4.1, in
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that the volatility effect of oxygenated fuels is accounted for
(see section 1.1.1), and that the minimum (weathered, or in-
tank) RVP for which running loss emission factors are calculated
is now 6.5 psi. The upper limit of 11.7 psi RVP (weathered) for
calculating running loss emission factors is unchanged from
MOBILE4.
In MOBILE4.1 as in MOBILE4, a ceiling is placed on the
increase in running losses with increasing temperature and
volatility, to avoid unreasonable extrapolation based on limited
data. Maximum running losses as a function of temperature occur
at 105°F (41°C), with higher temperatures resulting in no
further increase in running losses. Maximum running losses as a
function of volatility occur at 11.7 psi RVP, which is the
highest volatility fuel for which EPA has collected data. (This
limit, as most other minimum/maximum RVP limits cited elsewhere
in this document, refers to the weathered in-tank level. This
could correspond to an input RVP as high as 13 psi given high
temperatures and resulting increased weathering, although such
temperature/volatility combinations are not realistic.)
The longer that a trip lasts, in terms of total time for
any single trip at a given average speed, the more likely
running loss emissions are to be generated. MOBILE4.1 uses
national average (default) trip duration statistics to estimate
the fleet average running losses. No changes are required to
the model input to have these default values used. For areas
having detailed data on the the trip distribution by length, the
user can supply a trip duration distribution to be used in
calculating running losses. See section 2.3.11 for more
information on this option and the required form of the
additional input data.
Separate running loss emission factors are calculated for
each gasoline-fueled vehicle type except motorcycles (which
represent a very small fraction of VMT).
1.1.9 Revisions to Refueling Emission Factors
Refueling emissions, also termed "Stage II" emissions, are
generated when vehicles are refueled. (Stage I emissions are HC
vapor emissions displaced to the atmosphere from underground
service station gasoline storage tanks when these tanks are
refilled.) Stage II refueling emissions consist primarily of
displacement losses, which occur during vehicle refueling when
the gasoline vapor filling the vehicle fuel tank vapor space
(that space remaining above whatever liquid fuel remains in the
tank) are displaced by incoming fuel and released to the
atmosphere, and to a lesser extent of spillage losses (whatever
fuel is spilled, or dripped from the dispensing nozzle, during
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vehicle refueling, which completely evaporates). EPA has
estimated that vehicle refueling emissions account for as much
as two percent of the overall HC emissions inventory in urban
areas.
In MOBILE4, refueling emission factors were calculated on
the basis of nationwide average fuel consumption-weighted (by
region) values of the variables used in the equation for
calculating the displacement component of the emissions. (For
additional information on the equation and the values used in it
in MOBILE4, see [3] and [4].) The impact of changes in fuel RVP
were modeled indirectly, on the basis of the ASTM Class for a
given area. The ASTM Class is specified by a letter (A, B, C,
D, E), with each letter associated with a voluntary maximum
limit on gasoline volatility for a given state or part of state
for each month. This approach was used as a surrogate for the
user-input values of gasoline RVP to model the impacts of
different RVP levels on refueling emissions. There was no
temperature dependence of refueling emissions modeled in
MOBILE4, although the model did not provide refueling emission
factors at temperatures under 40°F.
Several revisions to the refueling emission calculation
have been made in MOBILE4.1 which allow the impacts of the RVP
and temperatures supplied by the user to be modeled directly.
There are-three variables in the equation: RVP of the dispensed
fuel, the temperature of the dispensed fuel (TD), and the
difference in temperature between the dispensed fuel and the
residual fuel that remains in the vehicle tank before the
refueling event begins. In MOBILE4.1, each of these is a direct
function of user input data. The value of RVP in the equation
is that specified by the user as applying to the year of
evaluation, the dispensed fuel temperature is estimated as
either the average of the minimum and maximum temperatures
specified by the user (if TEMFLG = 1) or the ambient temperature
specified by the user (if TEMFLG = 2), and the difference in
temperature is a function of dispensed fuel temperature.[5]
The effect of these revisions is to make the MOBILE4.1
refueling emission factors vary with the conditions that are
being modeled. To prevent unrealistic values from being
calculated, there are limits set on the calculated grams per
gallon displacement factor. No revisions have been made. to the
spillage component of these emissions, the algorithm used to
convert gram/gallon emission factors to grams per mile, or to
the modeling of the effects of vapor recovery systems (onboard
or Stage II) for the control of these emissions. The net effect
is that refueling emissions, at a given RVP, will vary with
temperature from a minimum of 1.8 g/gal (winter conditions) to a
maximum of approximately 9 g/gal (extreme summer conditions).
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1.1.10 Resting Loss Emissions
Resting loss emissions are another form of evaporative HC
emissions which have not been explicitly accounted for in
previous versions of the emission factor model. Resting losses
can be defined as those emissions resulting from vapors
permeating parts of the evaporative emission control system
(e.g., rubber vapor routing hoses), migrating out of the carbon
canister, or evaporating liquid fuel leaks. They are distinct
in definition, although not in measurement, from both diurnal
emissions (in that the temperature need not be increasing for
resting losses to occur) and hot soak emissions (which occur
when fuel evaporates from the engine and fuel line due to the
heating of the fuel and fuel system that occurs during a trip).
However, they are not entirely distinct from these other types
of evaporative emissions, in that some of what are now
explicitly labeled resting losses have previously been included
in hot soak, diurnal, and running loss emission measurements.
Resting losses are a function of two factors in MOBILE4.1,
the temperature and the type of carbon canister used in the
vehicle evaporative emission control system. Like other forms
of evaporative emissions, higher temperatures result in higher
rates of resting losses. The two types of canister are
"open-bottom" and "closed-bottom." An open-bottom canister, as
the term implies, does not have an vapor-impermeable bottom,
while a closed-bottom canister does. Resting losses are greater
from open-bottom canisters, which are being phased out. EPA
believes that open-bottom canisters will no longer be a part of
the new-car fleet in the future, but a considerable number of
such vehicles exist in today's fleet, and will be a steadily
decreasing fraction of the fleet for some years to come. The
estimated fraction of vehicles by model year using each of the
two canister types is coded into the model.
Typical resting loss emissions are on the order of 0.08
grams per hour from vehicles with closed-bottom canisters at a
temperature of 75°F (24°C). The separation of these emissions
into a distinct category is more an effort to provide the
modeler with the greatest possible accuracy in the allocation of
emissions by time and location than it is an increase in the
overall total of evaporative emissions. As noted above, a
portion of what are now termed resting losses were accounted for
previously in the hot soak, diurnal, and running loss emission
factors, which have been adjusted slightly downward to account
for that fact. However, because resting losses occur over all
24 hours of the day, there is a net increase in non-exhaust HC
emissions with the treatment included in MOBILE4.1. If the
emission factors are based on the daily minimum and maximum
temperatures, the resting loss emission factors will reflect the
average daily losses, including the effects of lower nighttime
temperatures.
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1.1.11 Methane Corrections
In MOBILE4, the difference between total HC and non-methane
HC emission factors was calculated through the use of methane
offsets, or the g/mi of methane typically present in each test
segment (bag) of the FTP. These offsets were constant for each
vehicle type and model year. In other words, the methane offset
applicable to a given vehicle and model year did not change as a
function of accumulated mileage or increased total HC emissions,
meaning that the fraction of methane included in the exhaust HC
emission factors decreased over time.
In MOBILE4.1, the methane offsets have been replaced by
methane emission rate equations, similar to those used for other
exhaust emissions. These equations, which are technology and
model year specific for 1981 and later LDGVs, consist of a zero-
mile level (ZML) in grams per mi (g/mi) and a deterioration rate
(DR) in g/mi/lOK mi. Data indicate that as total HC emissions
increase, methane emissions also increase, although at a slower
rate; thus, the fraction of total HC that is methane decreases
over time. The non-methane emission factors from MOBILE4.1 are
then determined by subtracting the appropriate values from the
total HC emission factors, as before (see section 1.1.2).
1.1.12 New Carbon Monoxide Emission Standards
The Clean Air Act Amendments of 1990 (CAAA) include many
new requirements for vehicles, including new tailpipe emission
standards to be phased in beginning with the 1993 model year.
As previously noted, most of the requirements of the CAAA
applicable to the future have not been incorporated in
MOBILE4.1. However, those areas in nonattainment with the
National Ambient Air Quality Standard (NAAQS) for carbon
monoxide (CO) have been given a State Implementation Plan (SIP)
development schedule that is considerably shorter than that for
ozone nonattainment areas. For this reason, the new CO emission
standards for light-duty gas vehicles (LDGVs) and trucks (LDGTs)
have been incorporated in MOBILE4.1.
There are two new CO emission standards of interest here:
the so-called "Tier I" tailpipe standards, which are applicable
at standard FTP conditions, and the "cold CO" standard, which is
applicable over the FTP cycle at 20°F (-7°C). Each of these
standards is phased in over several model years, with each
manufacturer required to certify a specified percentage of the
model year's production to the new standard. This means that
the overall fleet fraction certified to the new standard in each
model year of the phase-in period is the same.
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For LDGVs, the Tier I CO standard is the same as the
current standard (3.4 g/mi), thus no changes to the MOBILE4
basic emission rate equations were necessary. For LDGTs, there
are actually two sets of Tier I CO standards, the certification
standards in §202 of the revised Clean Air Act (CAA), and a set
of intermediate certification standards which are given in §207
of the new CAA. All of this has been accounted for in the new
BERs for model years 1994 and later in MOBILE4.1.*
The cold CO standards represent the first time that
tailpipe emissions have been controlled at conditions other than
those of the FTP. These standards (10 g/mi for LDGVs, 12 g/mi
for LDGTs at 20°F) are accounted for in MOBILE4.1 by assuming
that the necessary reductions will come from the cold-start
(bag 1) portion of the FTP, when CO emissions are the greatest.
1.1.13 Idle Emission Factor Adjustments Programmed
The idle emission factors that were produced by MOBILE4
represent emissions at idle from engines in stabilized mode
(thoroughly heated engine and catalyst). Due to lack of idle
data at other temperatures, operating modes, and fuel volatility
levels, the same idle emission factors were produced regardless
of the conditions specified by the user. In response to the
need for modeling idle emissions (particularly CO) at other
conditions, primarily at cold temperatures and in cold-start
mode, EPA developed an algorithm by which the stabilized idle
emission factors at 75°F and 9.0 psi RVP could be adjusted to
other conditions outside of the model.[6] While the method was
somewhat cumbersome, it allowed a reasonable estimate of idle
emissions at non-standard conditions to be calculated.
MOBILE4.1 has been revised to incorporate a similar
algorithm. When idle emission factors are requested, they will
be adjusted to the conditions specified in the input data file.
Note that this adjustment is essentially the same as that
recommended for use with MOBILE4; EPA still does not have
sufficient idle emission data over a range of operating
conditions to develop idle-specific temperature, operating mode,
or fuel volatility correction factors.
* In actuality, the BERs for LDT CO emissions for 1994 and
later model years are no different than those used for model
year 1993. Analysis of in-use vehicle emission data revealed
that manufacturers have already achieved compliance with the
"Tier I" CO standard with fuel-injected LDTs, which will be
fully phased into the new vehicle fleet by 1994.
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1.1.14 By Model Year Optional Output
For previous releases of the mobile source emission factor
model, EPA later developed "by model year versions." This
version of MOBILE4 provided an expanded type of emission factor
output table in which the emission factor for each model years'
vehicles, for each vehicle type, in the calendar year of
evaluation was provided. For example, if the calendar year was
1990, the by model year output would show the emission factors
for model year (MY) 1990 vehicles in 1990, MY 1989 vehicles in
1990, and so on through MY 1971 and earlier vehicles in 1990.
The appropriate travel fraction weightings were also provided,
as well as the weighted contribution of vehicles of each model
year to the calendar year fleet emission factor. Such a version
of the model's output is particularly useful when there is a
need to examine the impact of a given emission control strategy
(e.g., enhancement of an I/M program) on vehicles of different
ages.
In the development of MOBILE4.1, EPA started out with the
by model year version of MOBILE4, since the ability to see the
differences in the emission factors for each model year due to
each revision to the code is useful in error checking. With the
deletion of unnecessary sections of code (see section 1.1.19)
and some efficiency improvements, EPA was able to maintain the
by model year option in the final MOBILE4.1 code. This option
is accessed through the OUTFMT flag (see section 2.1.15). With
the by model year output available through release MOBILE4.1, no
development or release of a separate by model year version of
the program will be reguired.
1.1.15 Revised Speed Correction Factors
Speed correction factors are used by the model to correct
exhaust emissions for average speeds other than that of the FTP
(19.6 mph). These correction factors have been significantly
revised in MOBILE4.1. The revisions made are based on
additional testing performed since MOBILE4, including testing
over cycles with average speeds higher than 50 mph, and a
reanalysis of all available speed data.
The revised speed correction factors are different in
several ways. In MOBILE4, there were two speed regimes for
which different correction factor models were used, low speed
(less than 19.6 mph, to a minimum of 2.5 mph) and high speed
(over 19.6 mph, to a maximum of 55 mph). MOBILE4.1 uses three
speed correction models: low speeds (2.5-19.6 mph), moderate
speeds (19.6-48 mph) and high speeds (48-65 mph), an approach
that showed improved agreement between modeled and measured
emissions at the speeds for which test data are available.
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This approach addresses one area of concern with respect to
the MOBILE4 speed corrections. At high speeds (greater than 48
mph), MOBILE4 extrapolated the correction factors developed from
test data at speeds from 19.6 to 48 mph, to a maximum of 55 mph.
Since emissions were lower at higher speeds within the range of
the data, this extrapolation led to a continued decrease in the
emission factors as speeds went from 48 to 55 mph. With new
test data available from testing over cycles with average speeds
as high as 62 mph, EPA was able to quantify the increase in
emissions that occurs as vehicles travel at higher speeds.
Thus, the limits on the average speed for which MOBILE4.1 can
estimate emission factors have been increased, from 2.5-55 mph
to 2.5-65 mph.
Speed correction factors have been developed for different
model year groups, technologies, and emission levels (i.e.,
normal emitters versus high emitters). These corrections are
weighted together by the fractions appropriate for each model
years' vehicles and each calendar years' fleet to derive the
speed corrections applied to the basic emission rates. The
factors are also pollutant-specific. The pattern of emissions
as a function of vehicle speed is similar for all pollutants,
technologies, and model year groups: Emissions are greatest at
the minimum speed of 2.5 mph, decline relatively rapidly as
speeds increase from 2.5 to 19.6 mph, decline more slowly as
speeds increase from 19.6 to 48 mph, and then increase with
increasing speed to the maximum speed of 65 mph.
1.1.16 Revisions to Volatility Impact on Exhaust Emissions
Two relatively minor revisions have been made to the
algorithms by which the impact of gasoline volatility (RVP) on
exhaust emissions is estimated. First, the minimum temperature
at which RVP is assumed to have an impact on exhaust emissions
(higher emissions at higher RVP) has been raised slightly, from
40°F (4°C) to 45°F (8°C). This change was made on the basis of
analyses showing that no consistent trends could be discerned in
exhaust levels as a function of fuel volatility in data
collected at 42-43°F (6°C). Data at 50° and 55°F (10° and 13°C)
do show relatively small, but generally directionally
consistent, RVP effects on exhaust. The increase in the
lower-bound temperature from 40° to 45°F means that, since the
volatility corrections at temperatures between the lower
temperature limit and 75°F (24°C) are based on a linear
interpolation from 1.0 (no impact) at the lower bound, the
volatility corrections at temperatures under 75°F are slightly
less than were estimated by MOBILE4.
At the other temperature extreme, the change is more
subtle. In MOBILE4, no additional exhaust reductions were
modeled for reducing RVP below the test standard level of
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9.0 psi, unless the temperature was greater than 95°F (35°C), in
which case further RVP reductions (to a minimum of 7.0 psi)
provided additional reductions in exhaust emissions. The
underlying logic, that at very high temperatures even
certification fuel (at 9.0 psi RVP) would generate more vapor
than is generated during certification to the evaporative
emission standards, and hence that RVPs below 9.0 psi partially
compensate for this effect, was valid. However, the 95°F
"cut-off" in MOBILE4 resulted in a step-function change in the
emission factors under certain of conditions (i.e., 94°F vs 95°F
at RVP < 9.0).
In MOBILE4.1, the minimum RVP below which no further
reduction can be expected in exhaust emissions remains 9.0 psi
at 75°F, but as the temperature increases above that, the
minimum RVP for which an effect is modeled decreases. The
precise minimum RVP associated with each temperature in the
75°-95° range is based on the model year group- and technology-
specific RVP/temperature correction factor equation, and so
cannot be stated simply. However, the absolute minimum RVP
beyond which no further decrease in exhaust emissions will
result remains at 7.0 psi regardless of how high the temperature
rises. This smooths the step-change at 95°F, and more
accurately reflects the data and its analysis as expressed by
the RVP/temperature correction factor model.
As was true in MOBILE4, there is no effect modeled for RVP
being less than the certification level of 9.0 psi when the
temperature is less than 75°F (24°C). Some test data indicate
that possibility that, at temperatures in the range of 50-55°F
(10-13°C), the use of fuel with RVP < 9.0 psi not only does not
result in emission benefits, but may actually result in emission
increases. The data available at this time are inadequate for
modeling this possible effect, but modelers are cautioned to
carefully consider the plausibility of the combination of
temperature and fuel RVP that is modeled, and to be aware of the
chance that MOBILE4.1 may underestimate emission factors for
conditions combining low temperatures (less than about 55°F) and
low volatilities (less than 9.0 psi RVP).
Finally, an additional explanatory note concerning RVP
limits in MOBILE4.1 and their discussion in this document. As
was true in MOBILE4, there are actually two sets of limits on
RVP, those applicable to the user input values ("period 1" and
"period 2" in MOBILE4.1, formerly "base" and "in-use"), and
those applicable to the RVP actually used to calculate emission
factor effects (e.g., on exhaust emissions or on running
losses). The global limits, which are used to test whether the
user-supplied values are valid, are 7.0 to 15.2 psi RVP. These
values represent the volatility of fuel at the pump — as it is
dispensed to the vehicle.
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Local limits, which are used to define the range for which
emission factor effects are modeled, refer to "weathered" or
"in-tank" volatility. As was explained in the User's Guide to
MOBILE4,[2] the model accounts for the fact that fuels "weather"
(experience a decrease in volatility) as they are driven around
in the fuel tank of a vehicle. The extent of weathering is a
function of both initial RVP (more volatile fuels weather more)
and temperature (weathering is greater at higher temperatures).
The explanation of the preceding two paragraphs does not
change anything that was true of MOBILE4, but is included here
to ensure that the difference between the RVP specified as input
(dispensed fuel) and the RVP used to calculate emission factor
effects (weathered, in-tank fuel) is clearly stated.
1.1.17 New Registration Distributions
EPA has updated the registration distributions for all
vehicle types. These distributions describe the fraction of
vehicles of a specific type (e.g., LDGVs) that are of each age
from one to 25-and-older. MOBILE4 used "smoothed" registration
distribution curves, based on analyses of the actual fleet
registration distribution data for recent years. These
distributions represented the best average distribution for all
calendar years modeled, although not necessarily the best
possible fit for any specific year.
In MOBILE4.1, with the focus on accurate characterization
of calendar year 1990 emissions, these distributions are not
smoothed; they reflect the estimated nationwide registration
distributions for 1990.
1.1.18 Variable Vehicle Counts
Vehicle counts represent the total number of registered
vehicles for each of the eight vehicle types. These counts have
been revised and updated in MOBILE4.1. The vehicle counts
contained in MOBILE4.1 were developed using the MOBILE4 Fuel
Consumption Model. That model uses historical vehicle
registrations and sales and scrappage rate data to estimate
vehicle counts as part of modeling highway vehicle fuel
consumption. The model uses data from a number of sources,
including analyses and publications by the Federal Highway
Administration (Department of Transportation), the Oak Ridge
National Laboratory (Department of Energy), the Bureau of
Economic Analysis (Department of Commerce), the Motor Vehicle
Manufacturers Association, and R. L. Polk and Co.
The vehicle counts in MOBILE4.1, in addition to being
revised to reflect the current (1990 base year) fleet, also
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change over time to reflect projected changes in total
registrations. Additional information on the development of
vehicle counts by calendar year in included in the Fuel
Consumption Model documentation.[7]
1.1.19 Updated Dieselization Rates for LDVs and LDTs
The series of mobile source emission factor models has used
dieselization rates to indicate the fraction of vehicles of a
given type that are gasoline-fueled and the fraction that are
diesels. This approach is used only for light-duty vehicles and
light-duty trucks, since no data are available to indicate that
a car or light truck is used any differently whether it is
gasoline-fueled or diesel-powered. The fleet characterization
data (e.g., annual mileage accumulation rates, average trips per
day and miles per day by vehicle age) are applicable to the
entire LDV or LDT fleet, as are the registration distributions
by age. Dieselization rates are used to distinguish the
registration distributions of gas vs. diesel LDVs or LDTs on the
basis of the fraction of vehicle sales of each type that were
diesel in each model year. This is not done for heavy-duty gas
and diesel vehicles, since the usage patterns, registrations,
mileage accumulation rates, and other fleet characterization
data are clearly different for the two types of vehicle and the
data necessary to characterize these differences are routinely
collected and available from a number of sources.
The dieselization rates are a series of fractions, each
associated with an individual model year, that describe what
fraction of all LDVs or LDTs are diesels. For example, in
MOBILE4, the 1985 model year diesel fractions were 0.009 for
LDVs (0.9% of MY 1985 LDV sales were diesels), and the LDT
diesel fraction was 0.011 (1.1% of MY 1985 LDT sales were
diesels). In each new release of the model, these fractions are
updated on the basis of actual sales to the most recent model
year for which data are available, and projections are made of
the diesel fractions for all later model years.
After reaching peaks of about six percent of LDV sales in
the 1981 model year and about nine percent of LDT sales in the
1982 model year, sales of diesel LDVs and LDTs have dropped
precipitously. The latest data available for use in MOBILE4.1
show that the sales of diesel LDVs in 1988 and later model years
have been less than 0.005 of one percent, and the diesel share
of LDT sales has fallen to about two-tenths of one percent. The
dieselization rates in MOBILE4.1 have been revised to reflect
this information.
The problem of forecasting future diesel sales fractions is
illustrated by the rapid rise and fall of diesel sales in the
late 1970s and early 1980s. In MOBILE4, EPA projected a
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resurgence of diesel car and light truck sales would occur by
the mid 1990s; a scenario that few find plausible today. This
problem is handled in two ways in MOBILE4.1. First, much more
modest future diesel sales fractions for model years 1991
through 2020 are included in MOBILE4.1, based on manufacturer
projections of the future market. While not foolproof, these
projections are the consensus of a number of diesel engine
manufacturers, and are at least as likely to be borne out as
were earlier projections. In these projections, diesel sales
increase slowly in the 1990s and the first 15 years of the next
century, reaching 0.3 percent for LDVs and 2.15 percent for LDTs
by model year 2015. The model year 2015 sales fractions are
held constant for model years 2016-2020.
Second, MOBILE4.1 includes provisions for the modeler to
supply diesel sales fractions as input. This feature allows the
modeler to account for diesel sales fractions over the past 25
years, if they differ significantly from the national levels,
thus enhancing the accuracy of the base year 1990 emission
factors and inventories. This feature also allows actual sales
fractions for the next few model years to be included in the
modeling as the data become available. Additional information
on user input of diesel sales fractions is in section 2.2.15 of
this document.
Time did not permit EPA to provide the model user with a
feature that would allow the recombining of gas and diesel cars
and light trucks. Generally, users will have available VMT
estimates for LDVs (cars) and LDTs (light trucks) that do not
distinguish between VMT accumulated by gas or diesel vehicles of
each type. The scrupulous inventory developer will use the VMT
mix provided in the MOBILE4.1 output to combine the gas and
diesel LDV (LOT) emission factors for a given calendar year
before multiplying the combined all-LDV (all-LDT) emission
factor by the overall VMT for that vehicle type. Users who
supply diesel sales fractions as MOBILE4.1 input in calculating
base year 1990 emission factors should document how the
inventory estimates were developed for LDVs and LDTs, noting in
particular how the emission factors for gas and diesel LDVs
(LDTs) were used to derive inventories for all LDVs (LDTs).
1.1.20 I/M Benefits for Decentralized Programs
In MOBILE4, the benefits (emission reductions) attributed
to I/M programs were in part a function of the type of program
being modeled: centralized, decentralized computerized, and
decentralized manual. The centralized program was considered to
get the maximum benefit from a program with the specified
parameters; decentralized computerized programs were allowed the
same benefit, while decentralized manual programs had the
benefits reduced by 50 percent (relative to the maximum level
achieved by centralized programs).
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1.1.19 Updated Dieselization Rates for LDVs and LDTs
The series of mobile source emission factor models has used
dieselization rates to indicate the fraction of vehicles of a
given type that are gasoline-fueled and the fraction that are
diesels. This approach is used only for light-duty vehicles and
light-duty trucks, since no data are available to indicate that
a car or light truck is used any differently whether it is
gasoline-fueled or diesel-powered. The fleet characterization
data (e.g., annual mileage accumulation rates, average trips per
day and miles per day by vehicle age) are applicable to the
entire LDV or LDT fleet, as are the registration distributions
by age. Dieselization rates are used to distinguish the
registration distributions of gas vs. diesel LDVs or LDTs on the
basis of the fraction of vehicle sales of each type that were
diesel in each model year. This is not done for heavy-duty gas
and diesel vehicles, since the usage patterns, registrations,
mileage accumulation rates, and other fleet characterization
data are clearly different for the two types of vehicle and the
data necessary to characterize these differences are routinely
collected and available from a number of sources.
The dieselization rates are a series of fractions, each
associated with an individual model year, that describe what
fraction of all LDVs or LDTs are diesels. For example, in
MOBILE4, the 1985 model year diesel fractions were 0.009 for
LDVs (0.9% of MY 1985 LDV sales were diesels), and the LDT
diesel fraction was 0.011 (1.1% of MY 1985 LDT sales were
diesels). In each new release of the model, these fractions are
updated on the basis of actual sales to the most recent model
year for which data are available, and projections are made of
the diesel fractions for all later model years.
After reaching peaks of about six percent.of LDV sales in
the 1981 model year and about nine percent of LDT sales in the
1982 model year, sales of diesel LDVs and LDTs have dropped
precipitously. The latest data available for use in MOBILE4.1
show that the sales of diesel LDVs in 1988 and later model years
have been less than 0.005 of one percent, and the diesel share
of LDT sales has fallen to about two-tenths of one percent. The
dieselization rates in MOBILE4.1 have been revised to reflect
this information.
The problem of forecasting future diesel sales fractions is
illustrated by the rapid rise and fall of diesel sales in the
late 1970s and early 1980s. In MOBILE4, EPA projected a
resurgence of diesel car and light truck sales would occur by
the mid 1990s; a scenario that few, if any, find plausible
today. This problem is handled in two ways in MOBILE4.1.
First, much more modest future diesel sales fractions for model
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years 1991 through 2020 are included in MOBILE4.1, based on
manufacturer projections of the future market. While not
foolproof, these projections are the consensus of a number of
diesel engine manufacturers, and are at least as likely to be
borne out as were earlier projections. In these projections,
diesel sales increase slowly in the 1990s and the first 15 years
of the next century, reaching 0.3 percent for LDVs and 2.15
percent for LDTs by model year 2015. The model year 2015 sales
fractions are held constant for model years 2016-2020.
Second, MOBILE4.1 includes provisions for the modeler to
supply diesel sales fractions as input. This feature allows the
modeler to account for diesel sales fractions over the past 25
years, if they differ significantly from the national levels,
thus enhancing the accuracy of the base year 1990 emission
factors and inventories. This feature also allows actual sales
fractions for the next few model years to be included in the
modeling as the data become available. Additional information
on user input of diesel sales fractions is in section 2.2.15 of
this document.
Time did not permit EPA to provide the model user with a
feature that would allow the recombining of gas and diesel cars
and light trucks. Generally, users will have available VMT
estimates for LDVs (cars) and LDTs (light trucks) that do not
distinguish between VMT accumulated by gas or diesel vehicles of
each type. The scrupulous inventory developer will use the VMT
mix provided in the MOBILE4.1 output to combine the gas and
diesel LDV (LDT) emission factors for a given calendar year
before multiplying the combined all-LDV (all-LDT) emission
factor by the overall VMT for that vehicle type. Users who
supply diesel sales fractions as MOBILE4.1 input in calculating
base year 1990 emission factors should document how the
inventory estimates were developed for LDVs and LDTs, noting in
particular how the emission factors for gas and diesel LDVs
(LDTs) were used to derive inventories for all LDVs (LDTs).
1.1.20 I/M Benefits for Decentralized Programs
In MOBILE4, the benefits (emission reductions) attributed
to I/M programs were in part a function of the type of program
being modeled: centralized, decentralized computerized, and
decentralized manual. The centralized program was considered to
get the maximum benefit from a program with the specified
parameters; decentralized computerized programs were allowed the
same benefit, while decentralized manual programs had the
benefits reduced by 50 percent (relative to the maximum level
achieved by centralized programs).
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This has been revised in MOBILE4.1, in that decentralized
computerized programs are now also subject to the loss of
50 percent of the benefits from the tailpipe inspection portion
of the program, as was done for decentralized manual programs in
MOBILE4. Modelers who believe that higher efficiencies can be
demonstrated for a specific decentralized computerized I/M
program are encouraged to contact EPA to discuss the issue; see
sections 2.2.5 and 2A.1.12-14 for additional information.
1.1.21 Miscellaneous Revisions
Finally, a number of smaller revisions and corrections to
the code were made for MOBILE4.1. Sections of code that were
blocked from execution in release MOBILE4, but which had been
used for EPA's in-house modeling at different times, have been
deleted to provide additional capacity for new features (i.e.,
25-model-year arrays) while maintaining portability to personal
computers. Efficiency improvements (having no impact on the
estimated emission factors) were implemented in some sections of
the code.
As noted in section 1.1, many of the requirements for the
future contained in the CAAA have not been implemented in
MOBILE4.1 (the LDT Tier I CO emission standards and the cold-
temperature CO standards for LDVs and LDTs are exceptions) . For
this reason, EPA has added a new warning message that will be
generated whenever the calendar year of evaluation is after
1993. This message simply notes that, since all of the
requirements contained in the CAAA have not yet been coded into
the model, emission factor projections for years beyond 1993 may
not be reliable. This does not mean that the model cannot be
used to estimate emission factors for later years, but is
intended to serve as a reminder to the user that not all CAAA
requirements are modeled and that HC and NOx emission factors
for later model years must be viewed with caution.
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1.2 LIST OF ABBREVIATIONS USED IN THIS DOCUMENT
There are a large number of abbreviations and acronyms used
throughout this document. While efforts have been made to
define all abbreviations and acronyms the first time that they
appear, readers may find the following alphabetized reference
list useful. Further information on those abbreviations
representing MOBILE4.1 control flags and other variable names
appears in the sections listed at the end of those definitions.
A/C or AC Air conditioning, air conditioner
ALHFLG Control flag for application of optional additional
corrections to light-duty gasoline-fueled vehicle
emission factors (section 2.1.10)
alt Altitude
amb Ambient
AMBT Variable name for user-specified ambient temperature
(section 2.3.4)
ANSI American National Standards Institute
AP Airport
ASCII American Standard Code for Information Interchange
ASTM American Society for Testing and Materials
ATP Anti-tampering program
ATPFLG Control flag for determination of whether effects of
an ATP on emission factors is to be modeled (section
2.1.11)
BER Basic emission rate
bpi Bytes per inch
CAAA Clean Air Act Amendments of 1990
CO Carbon monoxide
CPU Central processing unit
CVS Constant volume sampler (sampling)
CY Calendar year; also, variable name for calendar year
of evaluation (section 2.3.2)
DB Dry bulb temperature
deg Degree(s)
DR Deterioration rate
DR1 Deterioration rate applicable up to 50,000 miles
accumulated mileage
DR2 Deterioration rate applicable after 50,000 miles
accumulated mileage
DSFLAG Control flag indicating whether alternate diesel
sales fractions by model year for LDVs and LDTs are
being supplied as input (see section 2.2.15)
e.f., EF Emission factor(s)
EGR Exhaust gas recirculation
EKMA Empirical Kinetic Modeling Approach
EPA Environmental Protection Agency
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FID
ft
FTP
FTS
°F
g/BHP-hr
g/hr
g/mi
g/min
GVW
HC
HCFLAG
HOD, HDDV
HDG, HDGV
HDV
IDLFLG
I/M
IMFLAG
Int' I
I/O
IOUNEW
JCL
K
Ibs
LAP
Ib,
LDO
LOOT
LDDV
LOG
LDGT
LDGT1
LDGT2
LDGV
LOT
LDV
LOCFLG
Flame ionization detector
Feet
Federal Test Procedure
Federal telephone system
Degrees Fahrenheit
Grams per brake horsepower-hour
Grams per hour
Grams per mile
Grams per minute
Gross vehicle weight
Hydrocarbon(s)
Control flag determining format of HC emission
factors in output (section 2.1.19)
Heavy-duty diesel vehicle(s) (over 8500 Ib GVW)
Heavy-duty gasoline-fueled vehicle(s) (over 8500
Ib GVW)
Heavy-duty vehicle(s)
Control flag for output of idle emission factors
(section 2.1.17)
Inspection and maintenance
Control flag for determination of whether effects of
an I/M program on emission factors is to be modeled
(section 2.1.9)
International
Input/Output
Input record for reassignment of I/O units
(section 2.1.2)
Job control language
Thousand(s)
Kilogram(s)
(e.g., 50K = 50,000)
Local area
Pound(s)
Light-duty
Light-duty
parameter (record) (section 2.2.8)
diesel(s)
diesel truck(s) (0-8500 Ibs GVW)
Light-duty diesel vehicle(s)
Light-duty gas
Light-duty gasoline-fueled truck(s)
to 6,000 Ibs GVW
(0-8500 Ibs GVW)
LDGT(s)
LDGT(s) 6,001-8,500 Ibs GVW
Light-duty gasoline-fueled vehicle(s)
Light-duty truck(s)
Light-duty vehicle(s)
Control flag for location of local area parameter
record in input stream (section 2.1.13)
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max
MC
min
MPD
mph
MSL
MVMA
myg
MY, MYR
MYMRFG
NAAQS
NEWFLG
NIPER
NMHC
NMHFLG
NMOG
NOx
NT IS
OAQPS
OAR
OEM
QMS
OUTFMT
OXYFLG
PC
PCCC
PCCN
PCHC
PCV
PROJID
PROMPT
Maximum
Motorcycle(s)
Minimum
Miles per day
Miles per hour
Mean sea level
Motor Vehicle Manufacturer's Association
Model year group
Model year(s)
Control flag for input of annual mileage
accumulation rate data or registration distribution
data (section 2.1.7)
National Ambient Air Quality Standard
Control flag indicating whether user is entering
modifications to BERs (section 2.1.8)
National Institute for Petroleum and Energy Research
Non-methane hydrocarbons
Control flag determining whether total HC or NMHC
emission factors will be provided in output
(section 2.1.18)
Non-methane organic gasses
Oxides of nitrogen
National Technical Information Service
Office of Air Quality Planning and Standards
Office of Air and Radiation
Original equipment manufacture(r)
Office of Mobile Sources
Control flag indicating type of formatted output
report to be produced (section 2.1.15)
Control flag indicating whether information on
oxygenated fuels (gasoline/alcohol and gasoline/
ether blends) is being supplied as input (see
section 2.2.14)
Personal computer(s)
Variable name for percent of VMT accumulated by
catalyst-equipped vehicles in cold-start mode
(section 2.3.5)
Variable name for percent of VMT accumulated by non-
catalyst vehicles in cold-start mode (section 2.3.5)
Variable name for percent of VMT accumulated by
catalyst-equipped vehicles in hot-start mode
(section 2.3.5)
Positive crankcase ventilation
Variable name for MOBILE4 run title (section 2.1.3)
Control flag determining if user will be prompted
for remaining MOBILE4 input (section 2.1.1)
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PRTFLG
psi
R
Reg
RLFLAG
rpm
RVP
SIP
SPDFLG
T
TAMFLG
TCP
Tech l-ll,
Tech IV+
TEMFLG
temp
THC
TOG
TPD
UAM
ub
UDI
veh
VOC
VMFLAG
VMT
VRS
WB
X
ZML
Control flag determining which pollutants
included in output (section 2.1.16)
Pounds per square inch
will be
Refueling HC emission factor label in numeric
formatted output reports (sections 3.3.1, 3.3.2)
Region
Control flag determining how refueling emission
factors will be calculated (section 2.1.12)
Revolutions per minute
Reid vapor pressure
Resting loss HC emission factor label in numeric
formatted output reports (sections 3.3.1, 3.3.2)
State Implementation Plan
Control flag indicating how average vehicle speed is
to be specified (section 2.1.5)
Running loss HC emission factor label in numeric
formatted output reports (sections 3.3.1, 3.3.2)
Control flag indicating whether alternate tampering
rates are to be input (section 2.1.4)
Temperature correction factor
Vehicle technology groups for which different I/M
emission credits have been developed (sect 2A.1.15)
Control flag indicating how temperatures for use in
correcting emission factors are to be determined
(section 2.1.14)
Temperature(s)
Total hydrocarbons
Total organic gasses
Trips per day
Urban Airshed Model
Upper bound
Uncontrolled diurnal index
Evaporative HC emission factor label in numeric
formatted output reports (sections 3.3.1, 3.3.2)
Vehicle(s)
Volatile organic compounds
Control flag determining if alternate VMT mix(es)
must be supplied as input (section 2.1.6)
Vehicle miles travelled
Vapor recovery system
Wet bulb temperature
Exhaust HC emission factor label in numeric
formatted output reports (sections 3.3.1, 3.3.2)
Zero-mile level
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References for Chapter 1
"Guidance on Estimating Motor Vehicle Emission Reductions
from the Use of Alternative Fuels and Fuel Blends," U.S.
EPA, Office of Air and Radiation, Office of Mobile Sources,
January 1988, EPA-AA-TSS-PA-87-4.
"Procedures for Emission Inventory Preparation, Volume IV:
Mobile Sources," U.S. EPA, Office of Air and Radiation,
Office of Air Quality Planning and Standards and Office of
Mobile Sources, May 1991, EPA-450/4-81-026d (revised).
"User's Guide to MOBILE4," U.S. EPA, Office of Air and
Radiation, Office of Mobile Sources, May 1989,
EPA-AA-TEB-89-01 .
"Refueling Emissions from Uncontrolled Vehicles," U.S. EPA,
Office of Air and Radiation, Office of Mobile Sources,
1985, EPA-AA-SDSB-85-6.
Letter from Philip S. Bush, Amoco Oil Co., to Charles L.
Gray, Jr., Director, Emission Control Technology Division,
January 7, 1987.
"Adjustment of MOBILE4 Idle CO Emission Factors to Non-
Standard Operating Conditions," U.S. EPA, Office of Air and
Radiation, Office of Mobile Sources, November 1989.
"The MOBILE4 Fuel Consumption Model," U.S. EPA, Office of
Air and Radiation, Office of Mobile Sources, 1991 [DRAFT].
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Chapter 2
MOBILE4.1 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 MOBILE4.1 options and data input
requirements.
MOBILE4.1 utilizes one input data set that provides program
control information and the data describing the scenarios for
which emission factors are to be estimated. The input data set
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 data that
controls the input, output, and execution of the program. For
example, the Control section indicates whether MOBILE4.1 will
prompt the user for 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 for another program.
Some of the parameters used in the emission factor
calculations have internal, or default, values built into
MOBILE4.1. The One-time data section is the portion of the input
data that allows the user to define parameter values different
from those internal to MOBILE4.1, 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 annual
mileage accumulation rates or registration distributions by age
for each vehicle type.
The Scenario section is the portion of the MOBILE4.1 input
data 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, the
average speed(s) to be assumed, and the region (low- or high-
altitude) .
In a few cases, the placement of data in either the One-time
data section or the Scenario data section is determined by the
setting assigned to a flag in the Control section of the input
stream. In such cases, discussion of the variable(s) involved is
provided once (usually in the One-time section), and is referenced
in the other (usually the Scenario) section.
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The Control section consists primarily of specified 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 and Scenario data 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 MOBILE4.1.
Options: A summary of choices available to the MOBILE4.1
user.
Use i n MOB ILE4.1: A description of the value(s) used in
MOBILE4.1 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.
Changes Since MOBILE4: A statement summarizing exactly
what changes have been made in the variable since MOBILE4. Not
every variable has been revised. For those that have changed,
this section highlights exactly what is different in MOBILE4.1
relative to MOBILE4 (options, format requirements, or use within
the model).
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
MOBILE4.1 will be involved in the development of base-year (1990)
emission inventories for use in 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 MOBILE4.1 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 appropriate
EPA Regional Office personnel be kept involved in decisions
concerning questionable or controversial assumptions and steps in
the modeling.
There is also an appendix to this chapter which discusses the
terminology used to describe inspection and maintenance (I/M)
programs and anti-tampering programs. Appendices 2B and 2C from
the User's Guide to MOBILE4 have been deleted: Guidance on the
determination of appropriate values for temperatures and fuel
volatility (RVP) appears in the revised emission inventory
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guidance ("Procedures for Emission Inventory Preparation,
Volume IV: Mobile Sources," EPA-450/4-81-026d (revised),
July 1991), and there is no longer any need to determine the ASTM
volatility class in modeling emission factors (see section 2.2.10).
Questions about the material in this document, and
suggestions as to how the MOBILE4.1 User' s Guide may be made
clearer and more useful, should be addressed to:
Terry P. Newell (TEB-13)
U.S. EPA Motor Vehicle Emission Laboratory
2565 Plymouth Road
Ann Arbor, MI 48105
(313) 668-4462 or FTS 374-8462
The remainder of Chapter 2 is structured as it was in the
User's Guide to MOBILE4. 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 MOBILE4.
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2.1 CONTROL SECTION
The first portion of the input stream for a MOBILE4.1 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.
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 data 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 Flags input
2 MOBILE4 prompts for each input; vertical format
3 No prompting; after PROJID record, horizontal
format (all values on one line/record) used for
remainder of Flags input
4 MOBILE4 prompts for each input; horizontal format
It is suggested that the input prompting options (PROMPT = 2 or 4)
be used only when the user is uncertain as to the order of the
remaining inputs in the Control data section.
2.1.1.3 Changes Since MOBILE4
If the value of PROMPT is either 2 or 4, indicating that the
user wishes to be prompted for the remaining input data, the data
to be entered is entered on the same line as the prompting
message. (In MOBILE4, the user was to enter the requested data on
the line following each prompting message.)
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2.1.2 IOUNEW
2.1.2.1 Description
The IOUNEW flag allows reassignment of output unit device
numbers. There are three different types of program output, and
the default value for all three is unit 6. This flag is only
useful when the mainframe computer version of MOBILE4.1 (9-track
magnetic tape) is being operated. The personal computer version
of MOBILE4.1 does not permit the reassignment of I/O devices.
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 above 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.
Values of 1, 2, 3, 6, 7, and 8 are allowed by MOBILE4.1 for
assignment of any of the three possible output units. Values of 4
and 5 are reserved as input device codes in MOBILE4.1, and thus
may not be assigned by the user for any IOUNEW field. If an
illegal or missing IOUNEW value is encountered, MOBILE4.1 will
revert to the default value (unit 6). The user is cautioned that
IOUNEW values considered valid by MOBILE4.1 may not be appropriate
for a given computer system.
2.1.3 PROJID
2.1.3.1 Description
MOBILE4.1 provides an 80-character alphanumeric field for the
user to input a descriptive title for the MOBILE4.1 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 here.
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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 MOBILE4.1 code.
2.1.4.2 Values/Action
This flag can be set to 1 or 2:
Value Action
1 Use MOBILE4.1 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 MOBILE4
As discussed in section 2.2.1, tampering rates are now
applicable to three model year groups of light-duty vehicles,
rather than the two model year groups used in MOBILE4. This means
that if the user sets the value of TAMFLG = 2, additional sets of
tampering rate equations must be supplied. See section 2.2.1 for
additional information.
2.1.5 SPDFLG
2.1.5.1 Description
MOBILE4.1 requires that vehicle average speed be specified in
the program input, since exhaust and running loss emissions vary
considerably with speed. This flag provides the option of
specifying one speed for all eight vehicle types, or of specifying
different speeds for each vehicle type. In addition, in MOBILE4.1
there are two new 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.
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2.1.5.2 Values/Action
This flag can be set to 1, 2, 3, or 4:
Value Action
1 User supplies one value for speed to be applied to
all vehicle types
2 User supplies eight values for speed, one to be
applied to each vehicle type
3 User supplies one value for speed to be applied to
all vehicle types, and a different set of locality-
specific VMT fractions by trip length (for use in
running loss emission factor calculations) for
each scenario in the Scenario data section
4 User supplies one value for speed to be applied to
all vehicle types, and a single set of values for
locality-specific VMT fractions by trip length
(for use in running loss emission factor
calculations) in the One-Time data section
2.1.5.3 Changes Since MOBILE4
If the value of SPDFLG is 1 or 2, there are no differences
from MOBILE4 in how the speed data are located or formatted in the
input file. The values of 3 and 4 are new options in MOBILE4.1.
If either of these values is selected, only a single speed input
to be used for all eight vehicle classes can be used (equivalent
to SPDFLG = 1), and the user must supply alternate 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, or in the
Scenario data section. Section 2.3.3 and 2.3.11 discuss speed and
VMT fractions by trip length, respectively, as program input.
2.1.6 VMFLAG
2.1.6.1 Description
The setting of VMFLAG determines the vehicle miles travelled
(VMT) mix (fraction of total VMT accumulated by vehicles of each
of the eight types) that will be used in MOBILE4.1 to estimate the
composite emission factor for a given scenario.
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2.1.6.2 Values/Action
This flag can be set to 1, 2, or 3:
Value Action
1 Use MOBILE4 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
data section. If VMFLAG = 3, the VMT mix input data are placed in
the One-time data section. Sections 2.2.2 and 2.3.6 discuss VMT
mix as program input. There have been no revisions to this flag
since MOBILE4.
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 MOBILE4.1 (national average) annual mileage
accumulation rates and registration distributions
2 User supplies annual mileage accumulation rates;
use MOBILE4.1 registration distributions
3 User supplies registration distributions; use
MOBILE4.1 annual mileage accumulation rates
4 User supplies both annual mileage accumulation
rates and registration distributions
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. There have been no revisions to this flag since
MOBILE4.
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2.1.8 NEWFLG
2.1.8.1 Description
This flag provides the option of modifying the basic exhaust
emission rates by model year.
2.1.8.2 Values/Action
This flag can be set to either 1 or 2:
Value Action
1 Use MOBILE4.1 basic exhaust emission rates
2 User supplies one or more modifications to the
MOBILE4.1 basic exhaust emission rates
The user-supplied modifications to the basic emission rates,
required if NEWFLG = 2, are placed in the One-time data section.
Section 2.2.4 discusses basic exhaust emission rates and their
modification by the user. There have been no revisions to this
flag since MOBILE4.
2.1.9 IMFLAG
2.1.9.1 Description
This flag allows the option of having MOBILE4.1 include the
emission benefits of an operating inspection and maintenance (I/M)
program on the emission factors.
2.1.9.2 Values/Action
This flag can be set to 1 or 2:
Value Action
1 No I/M program is assumed to be operating
2 User specifies an I/M program and MOBILE4.1 models
its impact on emissions
The data specifying an I/M program, required if IMFLAG = 2, are
placed in the One-time data section. Section 2.2.5 and
Appendix 2A discuss the specification of I/M programs and their
use in MOBILE4.1. There have been no revisions to this flag since
MOBILE4.
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2.1.10 ALHFLG
2.1.10.1 Description
This flag provides the ability to have MOBILE4.1 adjust some
exhaust emission factors to account for certain conditions: air
conditioning (A/C) usage, extra loading, trailer towing, and
humidity. These additional 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 Six additional input values required
3 Ten 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 2.3.8. There have been
no revisions to this flag since MOBILE4.
2.1.11 ATPFLG
2.1.11.1 Description
This flag allows for the benefits of an operating anti-
tampering program (ATP) to be included in the emission factor
calculations.
2.1.11.2 Values/Action
This flag can be set to 1 or 2:
Value Action
1 No ATP is assumed
2 User specifies an ATP and MOBILE4.1 accounts
for its impact on emissions
The data specifying the characteristics of the ATP to be modeled,
required when ATPFLG = 2, are placed in the One-time data
section. Section 2.2.6 and Appendix 2A discuss user specification
of ATPs. There have been no revisions to this flag since MOBILE4.
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2.1.12 RLFLAG
2.1.12.1 Description
This flag controls whether and how MOBILE4.1 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 model years
2 Model the impact of Stage II vapor recovery
system (VRS) requirement on refueling emissions
3 Model impact of onboard VRS requirement on
refueling emissions
4 Model impact of both Stage II and onboard VRS
requirements on refueling emissions
5 Zero-out refueling emissions completely
(effectively the approach taken in MOBILES); in
this case, Stage II emissions must be accounted
for in the stationary source portion of the
emission inventory
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 MOBILE4.1 are discussed in section 2.2.7. There have been no
revisions to this flag since MOBILE4.
2.1.13 LOCFLG
2.1.13.1 Description
This flag controls the input by the user of the local area
parameters (LAP) record. This record contains six to eight
fields: scenario name, minimum and maximum daily temperatures,
base (or pre-control) RVP, in-use (or control) RVP, in-use RVP
control start year, and possibly values for OXYFLG and DSFLAG.
The ASTM volatility class, which was a required part of the LAP
record for MOBILE4, is no longer necessary. However, the format
of the remainder of the record is unchanged, so that a MOBILE4 LAP
record that includes ASTM class will function as MOBILE4.1 input.
The two optional "flag" values, OXYFLG and DSFLAG, are used to
indicate whether the user is inputting data on an oxygenated fuels
program and on alternate diesel sales fractions by model year.
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They follow the in-use RVP control start year, and if missing are
interpreted by MOBILE4.1 as indicating that neither type of data
are included. Thus, a LAP record from a MOBILE4 input file will
work in MOBILE4.1.
2.1.13.2 Values/Action
This flag can be set to 1 or 2:
Value Action
1 User enters a distinct LAP record for each
scenario of the MOBILE4.1 run
2 User enters one LAP record to apply to all
scenarios of the MOBILE4.1 run
If LOCFLG = 1, the LAP records are placed in the Scenario data
section. If LOCFLG = 2, the LAP record 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 are
discussed in sections 2.2.9 through 2.2.15. Table 2.2-5 provides
a summary of and specifications for the LAP record in the
MOBILE4.1 input stream.
There have been no revisions to LOCFLG since MOBILE4. The
revisions to the content of the LAP record are discussed in
sections 2.2.8 through 2.2.15.
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 are dependent on temperature.
2.1.14.2 Values/Action
This flag can be set to 1 or 2:
Value Action
1 MOBILE4.1 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
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Value Action
1 (continued) emissions if TEMFLG =1; it will be
overridden by specific values calculated
individually for exhaust HC, exhaust CO,
exhaust NOx, hot soak evaporative HC, and
running 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.
The temperatures used to correct exhaust, hot soak
evaporative, and running loss and resting loss emissions are
determined in a way that accounts for variation in emission levels
with daily variation in temperature if TEMFLG = 1. The result is
that the temperature corrections are weighted to reflect average
emissions over a period of time (i.e., one day) where the
temperature range is from the minimum to the maximum temperature.
Thus the use of TEMFLG = 1 is 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 (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 of minimum and maximum daily 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 inputs
to MOBILE4 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 1991.
There have been no revisions to TEMFLG since MOBILE4.
Table 2.1-1 summarizes the flags controlling the input
requirements and execution of MOBILE4.
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2.1.15 OUTFMT
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 MOBILE4.1 output.
2.1.15.2 Values/Action
This flag can be set to 1, 2, 3, 4, or 5:
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 (in addition to standard
112-column descriptive format)
The numerical formats are generally used when the output of the
MOBILE4 run is to be used as input for another program (e.g., air
quality simulations). The descriptive formats contain all of the
same information, with more complete labels and headings for ease
of visual inspection. Illustrative examples are shown in
Chapter 5 (MOBILE4.1 Examples).
2.1.15.3 Changes Since MOBILE4
The first four options for output format are exactly as they
were in MOBILE4. The last option (OUTFMT = 5) provides the user
the ability to obtain additional output tables listing the
emission factors for vehicles of each model year (vehicles of ages
l, 2, ..., 25+ in the calendar year of evaluation). If this
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 MOBILE4.1 which vehicle types the by-model
year output is desired for, and is described in section 2.2.16.
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.
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2.1.16.2 Values/Action
This flag can be set to 1, 2, 3, or 4:
Value Action
1 HC (hydrocarbon) emission factors only
2 CO (carbon monoxide) emission factors only
3 NOx (oxides of nitrogen) emission factors only
4 All three pollutants
There have been no revisions to this flag since MOBILE4.
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 emission factors only)
2 Idle emission factors calculated and printed
(in addition to exhaust emission factors)
There have been no revisions to this flag since MOBILE4.
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, defined as NMHC
corrected for non-hydrocarbon reactive compounds, i.e.,
formaldehyde and acetaldehyde (NMOG). These are summarized below:
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Compounds included in the emission factors
Option FID HC 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
2.1.18.2 Values/Action
This flag can be set to 1, 2, 3, 4, or 5:
Value Action
1 Total hydrocarbon emission factors (THC)
2 Non-methane hydrocarbon emission factors (NMHC)
3 Volatile organic compounds (VOC)
4 Total organic gases (TOG)
5 Non-methane organic gasses (NMOG)
2.1.18.3 Changes Since MOBILE4
The first two options for NMHFLG have the same meaning and
result as in MOBILE4. The last three options are new in
MOBILE4.1, and provide the user the ability to estimate highway
motor vehicle HC emission factors that include or exclude various
compounds depending on the application intended for the results.
See section 1.1.2 for additional discussion of these options. 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 1991.
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) or will also include the various component
emission factors (exhaust, evaporative, refueling, running loss,
and total HC emissions). This flag also allows the user to select
an expanded printout of the various components of "evaporative" HC
emissions, as discussed in section 1.1.3.
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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 output (print only sum of all HC
components)
2 Print sum and components (exhaust, evaporative,
refueling, running loss, and resting loss HC)
3 Print sum and components (exhaust, evaporative,
refueling, running loss, and resting loss HC),
and a detailed evaporative breakdown in grams
2.1.19.3 Changes Since MOBILE4
The first two options for this flag have the same meaning and
result as in MOBILE4. The last option provides the user with a
detailed breakdown of the various types of "evaporative"
emissions. The emission factors presented in the expanded
evaporative emission factor table are in grams per event (trip
end) for hot soak evaporative emissions, grams per event (period
of rising ambient temperature without trips) for diurnal
emissions, grams per gallon of fuel dispensed for refueling
emissions, and grams per hour for resting losses. The running
loss emission factors can only be expressed as grams per mile, and
are shown in the component output produced when HCFLAG = 2 or 3.
Table 2.1-2 summarizes the flags controlling the output of MOBILE4.
2.1.20 Inter-Flag Dependencies
2.1.20.1 Description
There are cases where the value assigned to one flag in the
Flags 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 or
Scenario data sections. While careful consideration of the input
file prepared for a MOBILE4.1 run makes such situations clear, a
short listing is provided here for the convenience of the user.
2.1.20.2 List
2.1.20.2.1 If TAMFLG = 2 (user-supplied tampering rates) and
IMFLAG = 1 (no I/M program assumed), supply only
one set of alternate tampering rates (non-I/M
rates).
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2.1.20.2.2 If TAMFLG = 2 and IMFLAG = 2 (specify and model
an I/M program), two sets of alternate tampering
rates must be supplied (non-I/M and I/M rates).
2.1.20.2.3 If PRTFLG - 2 or 3 (no HC emission factors
requested), then the flags dealing with details
of the HC emission factor calculation should be
set as follows: NMHFLG = 1, HCFLAG - 1, and
RLFLAG = 5.
2.1.20.2.4 Conversely, if NMHFLG >. 2 and/or HCFLAG = 2
and/or RLFLAG = 1, 2, 3, or 4, then PRTFLG = 1 or
PRTFLG = 4 is necessary.
2.1.20.2.5 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.
The last of these restrictions is new in MOBILE4.1. See sections
2.2.8 and 2.3.10 for additional information.
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 MOBILE4.1 input
file. This input information is used to alter data internal to
MOBILE4.1 to reflect locality-specific information when such
information is available for use. For example, a user can
incorporate VMT mix, mileage accumulation, and/or registration
distributions 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, in some
MOBILE4.1 runs the One-Time data section will not be included in
the input sequence.) If any of these records are included in the
input, they follow immediately after the Control section and in
the order in which they are discussed below.
The One-time data section must be included if one or more of
the following MOBILE4.1-options are selected:
1. The user is supplying local tampering rates (TAMFLG = 2).
2. The user is suppling a VMT mix which will be applied to
all emission factor calculations (VMFLAG = 3).
3. The user is supplying local mileage accumulation and/or
registration distributions by age (MYMRFG = 2, 3, or 4).
4. The user is modifying the basic exhaust emission rates
used in to calculate the emission factors (NEWFLG = 2).
5. The user is including an Inspection/Maintenance program
in the emission factor calculations (IMFLAG = 2).
6. The user is including an anti-tamper ing program in the
emission factor calculations (ATPFLG = 2).
7. The user is including the effects of Stage II and/or
onboard vapor recovery systems on the refueling HC
emission factors (RLFLAG = 2, 3, or 4).
8. The user is having the same local area parameter (LAP)
record input values applied to all scenarios of a MOBILE4
run (LOCFLG = 2).
9. The user is supplying a single set of values on trip
length distribution to be used in the calculation of
running loss emissions for all scenarios (SPDFLG = 4).
Any data in the One-Time data section is listed in the same order
as the order of the associated flags in the Control data section.
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2.2.1 TAMPERING RATES
2.2.1.1 Description
MOBILE4.1 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). These offsets are later added to the
non-tampered emission factors.
2.2.1.2 Options
MOBILE4.1 uses tampering rates based on QMS analysis of
multi-city tampering survey results if no locality-specific
alternate rates are supplied as input (TAMFLG = 1). The use of
the rates included in MOBILE4.1 is recommended for most situations.
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.
Provisions exist within MOBILE4.1 for the input of alternate
tampering rates (by setting TAMFLG = 2). Thus, if TAMFLG = 2 and
IMFLAG = 1, the user must supply one set of alternate tampering
rates, representing the case where no I/M program is in effect.
If TAMFLG = 2 and IMFLAG = 2, the user must supply two sets of
alternate 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 operating.
Before approving the use of alternate tampering rates in the
development of base-year highway vehicle emission factors and
mobile source emission inventories, EPA must review and approve of
the tampering survey(s) on which such rates are based.
2.2.1.3 MOBILE4.1 Tampering Rates
MOBILE4 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 QMS
analysis of national tampering survey data.
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2.2.1.4 Required Information
The following information is required for input of alternate
tampering rates: For each combination of vehicle type (pre-1981,
1981-83, 1984 and later model year), tampering type, and non-I/M
or I/M case, you 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. MOBILE4.1 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.
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).
Non-I/M
Case
Records
( 1- 4)
( 5- 8)
( 9-12)
(13-16)
(17-20)
(21-24)
Non-I/M
and I/M
Records
( 1- 4)
( 5- 8)
( 9-12)
(13-16)
(17-20)
(21-24)
(25-28)
(29-32)
(33-36)
(37-40)
(41-44)
(45-48)
Description
Format
ZML for pre-1981 MY vehicles
ZML for 1981-83 MY vehicles
ZML for 1984+ MY vehicles
ZML for pre-1981 MY vehicles
ZML for 1981-83 MY vehicles
ZML for 1984+ MY vehicles
DR for pre-1981 vehicles
DR for 1981-83 vehicles
DR for 1984+ MY vehicles
DR for pre-1981 MY vehicles
DR for 1981-83 MY vehicles
DR for 1984+ MY vehicles
(non-I/M)
(non-I/M)
(non-I/M)
(I/M)
(I/M)
(I/M)
(non-I/M)
(non-I/M)
(non-I/M)
(I/M)
(I/M)
(I/M)
8F8.4
8F8.4
8F8.4
8F8.4
8F8.4
8F8.4
8F9.5
8F9.5
8F9.5
8F9.5
8F9.5
8F9.5
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2.2.1.5 Changes Since MOBILE4.1
In terms of user input to the model, the major change is that
when the user elects to use alternate tampering rates, additional
equations are required. This is due to the increase in model year
groups (from two in MOBILE4 to three here). In addition,
MOBILE4.1 adjusts the deterioration rates internally for
accumulated mileage over 50,000 mi. In MOBILE4, the user
supplying tampering rate equations was required to input an
additional deterioration rate for LDGVs for mileages over 50,000.
As noted above, MOBILE4.1 assumes the maximum rate of tampering
for vehicles of any given model year is the rate occurring at
130,000 accumulated miles. This has no impact on the input data.
2.2.1.6 Guidance
The tampering rates built into MOBILE4.1 are the rates that
should be used in all Clean Air Act (CAA) mandated development of
mobile source emission inventories. Use of any other tampering
rates in CAA-related work must be based on actual in-use tampering
surveys, 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, 202/382-2633 or FTS 382-2633. For guidance on analysis
of the data collected in a local tampering survey, contact QMS'
Emission Control Technology Division, 313/668-4367 or FTS 374-8367.
2.2.2 VEHICLE MILES TRAVELLED MIX by vehicle type
2.2.2.1 Description
The vehicle miles travelled (VMT) mix specifies the fraction
of total highway VMT that is accumulated by each of the eight
regulated vehicle types. The VMT mix is used in MOBILE4.1 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
You can choose between the use of the MOBILE4.1 national VMT
mix (by setting VMFLAG = 1), the input of one locality-specific
VMT mix for use in all scenarios of a given MOBILE4.1 run (by
setting VMFLAG =3), or the input of a distinct locality-specific
VMT mix for each scenario (by setting VMFLAG = 2).
For 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
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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 they year for which emission factors are being calculated.
2.2.2.3 MOBILE4.1 VMT Mix
MOBILE4.1 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 MOBILE4 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 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, MOBILE4.1 has the added
capability for the user to also input a locality-specific set of
gas/diesel LDV and LDT sales fractions by model year, as discussed
in section 2.3.10.
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 Recfuired Information
Each VMT mix supplied as input must consist of a set of eight
fractional values, representing the fraction of total mobile
source 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
(MOBILE4.1 produces an error message and does not execute the run
if these constraints are not met).
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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.
2.2.2.5 Changes Since MOBILE4
There have been no revisions to how an alternate VMT mix is
supplied to the program as input data since the release of MOBILE4.
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 MOBILE4.1 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 by vehicle type and age
2.2.3.1 Description
MOBILE4.1'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+). For all vehicle types except motorcycles, this
represents an increase from the 20 years of operation accounted
for in MOBILE4.
2.2.3.2 Options
MOBILE4.1 uses national average annual mileage accumulation
rates by age and registration distributions by age, and has
provisions allowing the input of locality-specific data for either
or both of these. The use of the annual mileage accumulation
rates by age included in MOBILE4.1 is strongly recommended. Users
may develop registration distributions by age on the basis of
* See section 2.5 for information on obtaining referenced reports
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locality-specific data, and the States are strongly encouraged to
do so in developing highway vehicle emission inventories in
response to the requirements of the new CAA for SIP purposes.
2.2.3.3 MOBILE4 Annual Mileage Accumulation
Rates and Registration Distributions
If you do not provide locality-specific mileage accumulation
rates and/or registration distributions by age, MOBILE4.1 uses
national average values.
This information is used for all calendar years evaluated.
The annual milege 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 MOBILE4.1 annual mileage accumulation
rates by age is recommended. The use of locality-specific data to
derive 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 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. 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
(see 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).
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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; MOBILE4.1, as previous versions of the model,
converts this distribution to a January 1 distribution.
Any individual value must be between zero and one. The sum
of the registration distribution values for a given vehicle type
must equal 1.0; if they do not, MOBILE4.1 normalizes the input
values so that the sum for each vehicle type is equal to 1.0, and
a warning message is produced for each occurrence. The same
registration distribution by age must be entered for LDGVs and
LDDVs, and for LDGTls and LDDTs. MOBILE4.1 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. (For information on user input of alternate diesel
sales fractions by model year, see section 2.3.10.) If this
constraint is not met, the error message(s) M65 and/or M66 will be
produced (see Chapter 3), and the MOBILE4.1 run will not execute.
In addition, in the case where you supply both the annual
mileage accumulation rates by age and the registration
distributions by age, 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). If this constraint is not met,
MOBILE4.1 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 of format (10F5.3,,
10F5.3, 5F5.3). If both annual mileage accumulation rates and
registration distributions are being supplied by the user, the
annual mileage accumulation rates precede the registration
distributions [24 records, format (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:
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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 25.
2.2.3.5 Changes Since MOBILE4
The changes required for the user input of annual mileage
accumulation rates and/or registration distributions by age
consist of the necessity of supplying three records (up from two
in MOBILE4) for each parameter for each vehicle type. The format
of the individual records is the same, with the exception that the
third record for each parameter for each vehicle type contains
five, rather than ten, values.
2.2.3.6 Guidance
For most users in most applications, the use of the annual
mileage accumulation rates by age included in MOBILE4.1 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. States in
their development of highway vehicle emission inventories in
response to the requirements of the new CAA should obtain prior
approval of alternate mileage accumulation rates and their
derivation from EPA before using such rates in their emission
factor 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. EPA encourages and
recommends the use of actual locality-specific calendar year 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 MOBILE4.1 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.
In many situations, registration distributions by age may be
developed from data available through State motor vehicle
registration records. Especially when such data reflect
registration distributions that are substantially different from
the national average, such distributions should be developed and
used. In particular, the States in preparing highway vehicle
emission inventories in response to the requirements of the new
CAA should obtain the data necessary to develop State- or
locality-specific registration distributions, as applicable,
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subject to the caveat in the preceding paragraph. Note that in
MOBILE4.1, it is necessary to develop such data for the 25 model
years ending with the calendar year of evaluation, rather than the
20 years of data required for MOBILE4.
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 MOBILE4.1 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
2.2.4.1 Description
The basic emission rates (BERs) in MOBILE4.1 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). The units used for all vehicle types except heavy-duty
vehicles (HDGV, HDDV) are 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).
There are different BER equations in MOBILE4.1 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), 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.
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2.2.4.2 Options
MOBILE4.1 provides the capability to input alternate HER
equations (by setting NEWFLG = 2). However, the BERs in MOBILE4.1
accurately reflect all promulgated emission standards as of late
1990, and no locality-specific changes to these equations are
warranted for use in developing emission factors or inventories
for calendar years through 1992, or for CO projection inventories
through calendar year 1996 (as noted below). This specifically
includes the development of base year 1990 emission inventories by
the States in response to the requirements of the Clean Air Act.
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 MOBILE4.1. As noted in section 1.1.12,
the carbon monoxide (CO) and "cold CO" emission standards mandated
by the new CAA for LDVs and LDTs are reflected in MOBILE4.1,
allowing MOBILE4.1 to be used to project CO emission factors
through 1996. Other new emission standards and test requirements
(which will affect the BERs corresponding to a given standard) are
not included here.
2.2.4.3 MOBILE4.1 Basic Emission Rates
The BER equations in MOBILE4.1 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 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.
2.2.4.4 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 LDGVs,then 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.
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)/IOK mi must be
used for the DR, since MOBILE4.1 converts g/BHP-hr rates to g/mi
rates internally.
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The new BER input consists of a set of N+1 records, where
N is the number of new BERs (records) that follow the first
record. The maximum number of new BERs permitted in a MOBILE4.1
run is 100. In addition, for each combination of region/vehicle
type/pollutant, no more than 12 new BERs are permitted. The
format specifications, allowable ranges, and codes for these
records are summarized in Table 2.2-1.
2.2.4.5 Changes Since MOBILE4
There have been no revisions to the content or format of user
input alternate BERs since the release of MOBILE4.
2.2.4.6 Guidance
No need exists for modification of the BERs in MOBILE4. l in
order to develop emission factors for any pollutant for any
calendar year through 1992 inclusive, or for CO emission factors
for any calendar year through 1996 inclusive. EPA expects to
release another model update that will incorporate all of the
requirements of the November 1990 CAA in time for States to use in
projection year modeling. If the .use of alternate BER equations
in MOBILE4.1 is being contemplated, the Office of Mobile Sources
(Test and Evaluation Branch, 313/668-4325 or FTS 374-8325) should
be contacted for additional guidance.
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. MOBILE4.1 has the capability of modeling
the impact of an operating I/M program on the calculated emission
factors, based on user specification of certain parameters
describing the program to be modeled.
2.2.5.2 Options
The user has the option of either accounting for the effects
of an I/M program (by setting IMFLAG = 2), or of assuming that
there is no I/M program in effect (by setting IMFLAG = 1).
Standard low-altitude area emission reduction credits are
contained in the MOBILE4.1 code, and standard high-altitude area
emission credits are included as a separate file on the MOBILE4.1
diskettes and tapes. The model is also capable of accepting
alternate credit matrices developed by EPA as input data.
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2.2.5.3 Required Information
If IMFLAG = 2, all of the following I/M program parameters
must be specified by the user in the order shown:
o Program start year (calendar year that program
begins)
o Stringency level (percent)
o First (earliest) and last (latest) model years of
vehicles subject to the requirements of the program
o Waiver rates (percent of failed vehicles; one rate
applicable to pre-model year 1981 vehicles and one
applicable to 1981 and later model year vehicles)
o Compliance rate (percent)
o Program type (centralized; decentralized and
computerized; or decentralized and manual)
o Frequency of inspection (annual or biennial)
o Whether or not each of four possible vehicle types
(LDGV, LDGT1, LDGT2, HDGV) are covered by the program
o Test type (idle, 2500/idle, loaded/idle)
o Whether or not alternate I/M credits are to be
supplied for each of two technology groups (Tech
I-II, Tech IV+)
The format of this record is:
4 ( 12 , IX) , 2 (F2 . 0 , IX) , F3 . 0 , IX, 2 ( 11, IX) , 411, IX, 11, IX, 211
Table 2.2-2 summarizes the I/M descriptive input record
required if IMFLAG = 2, including the codes and allowable values
for each field of the record. See Appendix 2A to this chapter for
more detailed discussion of each of the parameters listed above.
2.2.5.4 Changes Since MOBILE4
There have been no revisions to the information required to
model the benefits of I/M programs, or to the format requirements
of this record, since the release of MOBILE4.
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2.2.5.5 Guidance
Additional information on the modeling of I/M program
benefits in MOBILE4.1 is provided in Appendix 2A. For those cases
where the emission reduction credit matrices included with
MOBILE4.1 are inappropriate for the I/M program being modeled,
contact the Office of Mobile Sources (Technical Support Staff,
313/668-4367 or FTS 374-8367) to obtain the required matrices.
2.2.6 ANT I-TAMPER ING 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). MOBILE4.1 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 (by setting ATPFLG = 2), or to assume that no ATP is in
effect (by setting ATPFLG = 1). The information required of the
user if ATPFLG = 2 is discussed below. MOBILE4.1 contains a
subroutine that will generate the applicable emission factor
credit matrices based on the information that you provide on the
characteristics of the ATP.
2.2.6.3 Required Information
The following must be specified by the user in order to have
MOBILE4.1 model the effects of an ATP, in the order shown:
o Start year (calendar year in which the program
begins)
o First (earliest) and last (most recent) model years
of vehicles subject to the program
o Whether or not each of four possible vehicle types
(LDGV, LDGTl, LDGT2, HDGV) are covered by the program
o Program type (centralized or decentralized)
o Frequency of inspection (annual or biennial)
o Compliance rate (percent)
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o 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(12,IX),411,IX,II,IX,211,IX,F4.0,IX,811.
Table 2.2-3 summarizes the ATP descriptive input record
required if ATPFLG = 2, including the variable names, codes, and
allowable values for each field of the record. See Appendix 2A
for more detailed discussion of each of these parameters.
2.2.6.4 Changes Since MOBILE4
There have been no revisions to the information required to
model ATP effects, or to the format requirements of that data,
since the release of MOBILE4.
However, MOBILE4.1 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.
2.2.6.5 Guidance
Additional information on the modeling of ATP program
benefits in MOBILE4 is provided in Appendix 2A. 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 (Technical Support Staff, 313/668-4367 or FTS
382-8367).
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). MOBILE4.1 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 of the major types of VRS.
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2.2.7.2 Options
There are five approaches available in MOBILE4.1 for the
modeling of vehicle refueling emissions, depending on the value
assigned to RLFLAG:
Value Action
1 Model uncontrolled refueling emissions for all
gasoline-fueled vehicle types
2 Model refueling emissions assuming a Stage II VRS
requirement
3 Model refueling emissions assuming an onboard VRS
requirement
4 Model refueling emissions assuming both Stage II
and onboard VRS requirements
5 Account for refueling emissions elsewhere in the
inventory; no refueling emission factors calculated
by MOBILE4.1
There are no additional input requirements for the first or
last approaches. If you wish to include the effects of either or
both VRS requirements on refueling emissions, you must supply
certain information to be assumed about the program.
2.2.7.3 Refueling Emissions in MOBILE4.1
The uncontrolled refueling emission factors in MOBILE4.1 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 a function
of the input minimum and maximum temperatures, while the "delta T"
temperature term is 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 is
added an estimate of spillage losses, 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 II 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 II efficiency in MOBILE4.1. In
modeling an an onboard VRS requirement, MOBILE4.1 assumes a
96 percent reduction from uncontrolled levels in refueling
emissions from onboard-equipped vehicles.
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2.2.7.4 Required Information
To model the effect of a Stage II VRS requirement, you must
provide four inputs: the start year (calendar year in which the
requirement takes effect), the phase-in period (number of years
for Stage II 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.
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. The effects of the EPA reproposal for a
national onboard VRS requirement, as mandated by the CAA, can be
modeled if necessary by verifying the specifics of the program
with EPA (see section 2.2.7.6).
All of the above information must be supplied if both VRS
requirements are assumed.
The format of the Stage II VRS descriptive record is:
The format of the onboard VRS descriptive record is:
12, IX, 411.
If both records are to be supplied, the Stage II descriptive
record precedes the onboard descriptive record. Table 2.2-4
summarizes both of these possible records, including the variable
names, codes, and allowable values for each field.
2.2.7.5 Changes Since MOBILE4
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.
2.2.7.6 Guidance
EPA recommends that States and others use MOBILE4 . 1 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 preferred approach is to calculate g/gal refueling
emission factors using MOBILE4.1, reflecting Stage II and/or
onboard VRS requirements as applicable, then multiplying the g/gal
emission factor by total gasoline sales. This is the most
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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 II requirements, and the frequency and stringency of
enforcement programs. In general, the effectiveness of Stage II
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 service stations (or other fuel
dispensing locations, such as private refueling depots) that will
be exempted from Stage II requirements. For assistance in
developing such information, contact EPA's Office of Air Quality
Planning and Standards (919/541-5397 or FTS 629-5397).
Since any onboard requirement would be a national control
program, the only issues are what model year the program will be
implemented and whether or not all gasoline-fueled vehicles will
be covered. The Clean Air Act Amendments of 1990 provide the
manufacturers with a three-year phase-in period when EPA issues
onboard VRS regulations. This phase-in is not reflected in
MOBILE4.1; it will be included in the next model update.
If the user chooses not to model refueling emissions using
MOBILE4 (by setting 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.
The effects of an onboard VRS system requirement cannot be modeled
if this approach is taken. EPA recommends that States and others
use MOBILE4.1 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 six, seven,
or eight locality-specific input variables. This record must be
included at least once in every MOBILE4.1 run.
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2.2.8.2 Options
You can choose to use one LAP for all scenarios of the run
(by setting LOCFLG = 2) or a different LAP for each scenario (by
setting LOCFLG = 1). With the possible exception of the scenario
name (see section 2.2.9), the same LAP generally should 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) Minimum daily temperature
3) Maximum daily temperature
4) Base (pre-control) RVP
5) In-use (controlled) RVP
6) In-use RVP start year
7) * OXYFLG
8) * DSFLAG
The last two variables, indicated by asterisks, are
optional. Each variable is discussed in sections 2.2.9 through
2.2.15 below. Table 2.2-5 summarizes the LAP record, including
the content, variable name, codes, and allowable values for each
field of the record.
2.2.8.4 Changes Since MOBILE4
There have been three revisions to the LAP records since the
release of MOBILE4. First, the ASTM volatility class, which used
to be the second variable specified on the LAP record, is no
longer used in MOBILE4.1 and is no longer required as input (see
section 2.2.10). The second and third changes are the addition of
two optional flag values at the end of the LAP record. These
flags indicate whether the user wishes to model the effects on
exhaust CO emissions of oxygenated fuels, and whether the user
wishes to supply alternate diesel sales fractions for LDVs and
LDTs as input data. These flags are discussed in sections 2.2.14
and 2.2.15 respectively.
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 MOBILE4.
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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 MOBILE4.1 run (e.g., calendar year of evaluation, with or
without an operating I/M program).
2.2.10 ASTM VOLATILITY CLASS
2.2.10.1 Description
This variable, which represented the gasoline volatility
class assigned to a given area for a given month by the American
Society for Testing and Materials, is no longer used in
MOBILE4.1. In order to minimize the need for reformatting of
input data files prepared for use with MOBILE4, the space within
the LAP record that formerly contained the ASTM class remains, but
it can be left blank. If a letter representing ASTM class is
present, MOBILE4.1 will not read the letter and it will have no
impact on the execution of the program.
2.2.10.2 Options
Either a value (e.g., from a MOBILE4 input file) or a blank
space must appear in order to maintain the positions of the
remaining variables on the LAP record. In any case, it will have
no impact on the execution of the program or its results.
2.2.11 MINIMUM and MAXIMUM DAILY TEMPERATURE
2.2.11.1 Description
The minimum and maximum daily temperatures are used directly
in MOBILE4.1 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 MOBILE4.1 based on the minimum and
maximum temperatures input here, unless overridden by the user
(see sections 2.1.14 and 2.3.4).
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
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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 MOBILE4.1
Diurnal emissions are most frequently measured for the
Federal Test Procedure (FTP) temperature range of 60°F (16°C) to
84°F (29°C), but diurnal emissions in MOBILE4.1 are adjusted for
the minimum and maximum temperatures provided as input based on
testing over other temperature ranges. The basic exhaust emission
rates for HC, CO, and NOx are based on the standard test
temperature of 75°F. MOBILE4.1 can calculate a temperature for
each pollutant representing average emissions over the course of
the day (based on the input minimum and maximum daily temperatures
and a representative curve of temperature as a function of time of
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). MOBILE4.1 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, MOBILE4.1 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.
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 MOBILE4.1 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 travelled
(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 (see section 2.1.14). This is not recommended unless
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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 F°) typical of a single hour.
If the input minimum temperature or calculated hot soak
temperature is < 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 reason to
believe that such emissions approach zero when temperatures are
sufficiently low. The MOBILE4.1 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 <. 40°F, 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 <_ 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
There have been no revisions to the temperature input data
requirements since the release of MOBILE4.
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 maximum temperature must be greater than or equal to the
minimum temperature, and the ambient temperature should be between
the minimum and maximum (minimum <_ ambient <. maximum) . Guidance
on the determination of appropriate temperatures for use in
development of emission inventories for nonattainment areas
appears in "Procedures for Emission Inventory Preparation,
Vol. IV: Mobile Sources," EPA-450/4-81-026d (revised), July 1991.
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
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certification program and much of its emission factor testing use
gasoline with volatility (as measured by Reid vapor pressure
(RVP)) of 9.0 psi. MOBILE4.1 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 will occur in most
areas in 1992, when EPA's Phase I volatility control program is
superseded by Phase II volatility control limits). The major
function of having two RVP values as input, "period 1" ("base" in
MOBILE4) and "period 2" ("in-use" in MOBILE4), is to allow the
user to define a step change in fuel volatility at 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 MOBILE4.1
The "period 1" RVP is used in MOBILE4.1, 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 reguirements or before more
stringent control reguirements takes effect.
2.2.12.5 Changes Since MOBILE4
The name of this variable has been changed from "base RVP" to
"period 1 RVP." There have been no revisions since the release of
MOBILE4 to the definition or input reguirements for this variable.
2.2.12.6 Guidance
As with the temperature inputs discussed above, the"intended
use of the MOBILE4. l run determines the season for which the
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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 MOBILE4.1 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 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, 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), July 1991.
2.2.13 "PERIOD 2" RVP and "PERIOD 2" START YEAR
2.2.13.1 Description
EPA has issued rules reguiring 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). MOBILE4.1 provides the ability to
model the effects of an RVP control program 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 allowed in-use start year is 1989.
2.2.13.3 Recpaired Information
The RVP level to be assumed (psi) for "period 2" and the
calendar year in which the control program is first effective.
2.2.13.4 Changes Since MOBILE4
The names of the variables have been changed from "in-use
RVP" and "in-use start year" in MOBILE4 to "period 2 RVP" and
"period 2 start year." There have been no revisions in the input
or formatting of these two variables since the release of MOBILE4.
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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; 55 FR 23658,
June 11, 1990), 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 and 1990,
and the final (Phase II) controls take 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 is greater. The margin can be estimated through
interpolation for RVP 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.
2.2.14 OXYFLG
2.2.14.1 Description
There are two optional flag settings that appear as the last
two variables of the LAP record. The first of these is OXYFLG, a
flag that tells MOBILE4.1 whether or not the user intends to model
the impact of oxygenated fuels on exhaust CO emissions. If this
flag is missing, MOBILE4.1 will interpret its value as "1" and
will not expect to see additional input data on oxygenated fuels.
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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 a
an RVP allowance (+1.0 psi) for alcohol-based oxygenated fuels is
in effect in the area being modeled. See section 2.3.9 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."
2.2.14.3 Repaired Information
No information is required; as noted above, if this flag is
not present at the end of the LAP record (following the in-use RVP
control start year), it will be interpreted as being set to 1. If
the effects of an oxygenated fuels program on exhaust CO emissions
are to be included in the modeling, this flag must be present and
set to 2.
2.2.14.4 Use in MOBILE4.1
The use of oxygenates in gasoline, whether in the form of
alcohols or ethers, leads to reductions in carbon monoxide
emissions. MOBILE4.1 incorporates the effects of fuel oxygen
content, as specified by the modeler, on CO 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 increases in exhaust HC, CO, and NOx emissions relative to
the case where no waiver is in effect.
2.2.14.5 Guidance
If oxygenated fuels are known to have significant 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) in
response to the requirements of the 1990 CAA amendments.
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2.2.15 DSFLAG
2.2.15.1 Description
The other optional flag at the end of the LAP record is
DSFLAG, which instructs MOBILE4.1 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 back to 25 model years ago) for each scenario of the
run. The placement of these fractions, format requirements, and
additional information appear in section 2.3.10.
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 chosen, LOCFLG = 1
MUST be chosen. The reasons for this are discussed in section
2.3.10. 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 Recpaired Information
No information is required; as noted above, if this flag is
not present at the end of the LAP record (following the in-use RVP
control 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 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 nationwide LDV sales in the 1981 model year, and at
9.3 percent of nationwide LDT sales 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.
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MOBILE4.1, like earlier versions of the model, uses a single
set of registration distributions by age and annual mileage
accumulation rates to describe all LDVs, and another set to
describe all LDTs. The use of model-year-specific diesel sales
fractions allows MOBILE4.1 to internally split the LDVs and LDTs
into gas and diesel sub-categories, which have distinctly
different emission rates and behaviors.
To assist those areas having access to vehicle registration
data that distinguishes between gas and diesel LDVs and LDTs,
provisions have been made in MOBILE4.1 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-and-older, different sets of fractions are required for each
calendar year.
The input of alternate diesel sales fractions is discussed in
section 2.3.10. 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. Additional guidance on diesel sales fractions to be
used in projection year modeling will be provided at a later date.
2.2.16 BY MODEL YEAR INCLUSION VECTOR
2.2.16.1 Description
If the user chooses to have MOBILE4.1 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 MOBILE4.1
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 available by
setting OUTFMT = 5 (see sections 1.1.14 and 2.1.15). This record
is essentialy a string of "yes/no" flags, as described below. If
used, it appears as the last One-Time Data section input record.
2.2.16.2 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 MOBILE4.1 in the "by model
year" mode slows program execution dramatically, it is suggested
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that the modeler carefully consider the need for the information
provided before electing this option, and only select only those
vehicle types for which the information is necessary.)
The user can also choose three kinds of "by model year"
output: One consisting only of the model year-specific emission
factors, one which also provides the model year-specific I/M
credits (assuming that an I/M program has been included in the
modeling), and one which also provides information on tampering
rates and offsets on a model year-specific basis.
2.2.16.3 Recruired 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 MOBILE4.1
whether by model year emission factor output is desired (2) or not
necessary (1) for each vehicle type, in this order: LDGV, LDGT1,
LDGT2, HDGV, LDDV, LDDT, HDDV, and MC. The last two flags
instruct MOBILE4 . 1 whether the by model year output for I/M
program effects and tampering rates and offsets are desired; each
of these is coded such that 1 = "No" and 2 = "Yes."
The format of this record is:
An example is shown bel'ow:
22211111 2 1
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, and no by model year
tampering information is requested.
2.2.16.4 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 memory
required to exercise this option, selecting it results in a
dramatic increase in the time necessary to execute MOBILE4 . 1
runs. 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 MOBILE4.1
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 six records, depending on the values
assigned to the flags in the Control section and to the two
optional flags on the LAP record.
The user can calculate emissions for one or more scenarios.
Each scenario is associated with one group of Scenario section
records. 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 2.3.5, must be included for every scenario
of every MOBILE4 run. The second possible record, required only
if LOCFLG = 1, consists of local area parameters to be applied for
this scenario only (see sections 2.1.13, 2.2.8 through 2.2.13).
The third possible record is required only if the user has elected
to model the effects on exhaust CO emissions of an oxygenated fuel
program (and the associated volatility impact on all exhaust
emissions if an RVP waiver for oxygenated fuels is in effect) by
setting OXYFLG = 2 on the LAP record. This record would then be
the oxygenated fuel descriptive record, discussed in section
2.3.9. The fourth through sixth possible records are 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. These
records would then contain the alternate diesel sales fractions,
as discussed in section 2.3.10. The seventh 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 eighth
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
2.3.7).
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.
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2.3.1.2 Options
MOBILE4.1 provides two options for region: low-altitude and
high-altitude. 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.
MOBILE4.1, like MOBILE4, does not calculate California emission
factors.
2.3.1.3 Use in MOBILE4.1
The region selected determines whether the MOBILE4.1 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. (If high-altitude I/m
credits are to be used, they must be supplied as a separate input
file of alternate credits. See section 2.2.5.)
2.3.1.4 Repaired Information
A value of either 1 (low-altitude) or 2 (high-altitude) must
be entered for the region.
2.3.1.5 Changes Since MOBILE4
There have been no revisions to this variable or how it is
input to the model since the release of MOBILE4.
2.3.1.6 Guidance
For the majority of MOBILE4.1 applications, low-altitude is
the appropriate choice. For those areas designated as high-
altitude by EPA for mobile source regulatory purposes, 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
(a)(5) (ii) and (iv), Code of Federal Regulations.
2.3.2 CALENDAR YEAR
2.3.2.1 Description
The value used for calendar year in MOBILE4.1 defines the
year for which emission factors are to be calculated (as of
January 1). It is frequently referred to as the calendar year of
evaluation.
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2.3.2.2 Options
MOBILE4.1 has the ability to model emission factors for the
years 1960 through 2020 inclusive.
2.3.2.3 Required Information
You must enter a value for the last 2 digits of the calendar
year of evaluation (range 60-99 and 00-20).
2.3.2.4 Changes Since MOBILE4
There have been no revisions to this variable or how it is
input to the model since the release of MOBILE4.
2.3.2.5 Guidance
Different uses of the emission factors calculated by
MOBILE4.1 require special treatment. The base year (1990)
inventories are supposed to be based on a typical day in the
pollutant season, most commonly summer for ozone and winter for
CO. Thus the base year HC inventories should be based on
interpolation of the calendar year 1990 and 1991 MOBILE4. l
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
EPA Regional Office.
Similar instuctions 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.
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 MOBILE4.1 will have a
significant impact on the resulting emission factors for exhaust
and running loss emissions. The speed correction factors have
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been extensively revised since MOBILE4. In general, it is still
the case that exhaust emissions are at a minimum at approximately
the average speed of the Highway Fuel Economy (HFET) test cycle,
or about 48 mph. The general curve describing all emission rates
(HC, CO, NOx) as functions of speed displays very high emissions
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. Above 48 mph, further
increases in speed result in increased emissions.
2.3.3.2 Options
You have the option of using one average speed for all
vehicles (by setting SPDFLG =1) or of using eight average speeds,
one for each vehicle type (by setting SPDFLG = 2). MOBILE4. l 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 will be issued by MOBILE4.1 and 2.5 mph will be
used in the calculations.
Similarly, if a speed above 65 mph is input, a warning
message will be issued and 65.0 mph will be used in the
calculations. Note that the maximum speed of 65 mph is an
increase from the maximum 55 mph average speed allowed by MOBILE4.
2.3.3.3 Use of Average Speed in MOBILE4
The data base on which all emission factor calculations are
based is developed from vehicle test results at based on FTP
conditions, including the average speed of 19.6 mph. MOBILE4
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 MOBILE4.1.
2.3.3.4 Required Information
You must supply either a single value which is assumed to
apply to all vehicles (if SPDFLG = 1, 3, or 4), or eight values
(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
The choices available (one average speed or eight vehicle-
specific average speeds) and the associated data format
requirements are unchanged from MOBILE4. In MOBILE4.1, the
maximum average speed for which emission factors can be calculated
has been increased to 65 mph.
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2.3.3.6 Guidance
The FTP driving cycle was originally 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 inventory
preparation. Instead, vehicle miles travelled (VMT) should be
consolidated into at least three speed categories, and MOBILE4.l
used to estimate emission factors for eachy of them.
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 small speed correction factor to the HDGV and HDDV emission
factors.
For some applications of MOBILE4.1, you might assume a single
value other than 19.6 mph. For example, to model emission factors
typical of a stretch of limited access highway, the use of a speed
in the 55 to 65 mph range for all vehicle types would be
appropriate.
When, as in SIP inventory preparation, MOBILE4.1 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), July 1991.
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 and running loss
emissions will significantly affect the resulting emission factors.
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If TEMFLG = 1, 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 and running loss
emission factors will be calculated by MOBILE4.1 on the basis of
the input minimum and maximum daily temperatures. The ambient
temperature specified here will not be used.
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. The use of TEMFLG = 2 causes the input value of
ambient temperature to be used to correct the exhaust emission
factors in the same way as was done in MOBILES. If the specified
ambient temperature is inconsistent with the minimum and maximum
daily temperatures (e.g., 20°F ambient with 60°-84°F minimum and
maximum), an error message will result and processing of the
current scenario will be stopped.
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 MOBILE4.1
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).
MOBILE4.1 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 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
There have been no revisions to this variable's use or input
data format requirements since the release of MOBILE4.
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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
MOBILE4.1 is being used. Additional information and guidance on
the determination of appropriate ambient temperture values appears
in "Procedures for Emission Inventory Preparation, Volume IV:
Mobile Sources," EPA-450/4-81-026d (revised), July 1991.
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. PCCC)
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:
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
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long enough for all systems to have attained relatively stable,
fully "warmed-up" operating temperatures.
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. MOBILE4.1
calculates these quantities from the three values entered.
The definitions of the three variables and how together they
define six vehicle type/operating mode combinations are shown
below:
Vehicle Type Operating Mode Defined in MOBILE4.1 as:
Non-catalyst
Catalyst
Catalyst
Catalyst
Non-catalyst
Cold-start
Hot-start
Cold-start
Stabilized
Stabilized
Non-catalyst Hot-start
PCCN
PCHC
PCCC
1.0 - PCCC - PCHC
1.0 - PCCC - PCHC
(assumed equal to the
stabilized VMT fraction for
catalyst-equipped vehicles)
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 separately, 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, LOT, and MC emission
factors. It is assumed that all diesel vehicles and all
motorcycles are always non-catalyst.
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 be less than that of PCCC, for
the reasons discussed above.
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2.3.5.3 MOBILE4 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
There have been no revisions in the definitions or in the use
or format requirements of these variables since the release of
MOBILE4.
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.
In 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,
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entire state) and/or a wide 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 SIP-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.
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 MOBILE2
Variables."
Some transportation emissions modeling approaches are based
on the concepts of trip-start emissions and running emissions,
rather than the method described above. MOBILE4.1 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 MOBILE4.1 to develop the
appropriate emission factors.
2.3.6 VEHICLE MILES TRAVELLED MIX by vehicle type
The VMT mix 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
is applicable in either case. This record is not required if the
MOBILE4 VMT mix is to be used (VMFLAG =1).
2.3.7 LOCAL AREA PARAMETER RECORD
The local area parameter (LAP) record was discussed in
sections 2.2.8 through 2.2.13, and is summarized in Table 2.2-5.
It must appear in the Scenario data section if a different LAP
record is to be applied to each scenario (LOCFLG = 1), and must
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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 2.2.13 is applicable in either case. This record
must be supplied, in either the One-time data section or the
Scenario data section, for every MOBILE4.1 run.
2.3.8 Additional Correction Factors for
Light-Duty Gasoline-Fueled Vehicle Types
2.3.8.1 General Description
MOBILE4.1 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 unique
conditions not typically assumed in MOBILE4.1 runs, which is why
they are segregated from other correction factors (such as speed
and temperature).
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.
2.3.8.2 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)
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 bulb and wet bulb temperatures (used to calculate an A/C
usage fraction for LDGVs and LDGTs).
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Each of these f.ive types of input (A/C, extra load, trailer
towing, humidity, and temperature) are discussed below.
2.3.8.3 A/C Usage Fraction
2.3.8.3.1 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.
2.3.8.3.2 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.
In the ten value option (ALHFLG =3), the 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 2.3.8.7).
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.
2.3.8.4 Extra Load Usage Fractions
2.3.8.4.1 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.
2.3.8.4.2 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.
2.3.8.5 Trailer Towing Usage Fraction
2.3.8.5.1 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
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representing the fraction of vehicles of a given type that are to
be assumed to be towing trailers.
2.3.8.5.2 Options
Any value for this fraction must lie 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, and one each is applied to LDGVs, LDGTls, and LDGT2s.
2.3.8.6 NOx Humidity Correction
2.3.8.6.1 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.
2.3.8.6.2 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.
2.3.8.7 Dry and Wet Bulb Temperatures
2.3.8.7.1 Description
MOBILE4.1 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.
2.3.8.7.2 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 three conditions are not met, an
error message will be issued by MOBILE4.1.
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
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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.
2.3.8.8 Changes Since MOBILE4
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.
2.3.8.9 Guidance
In most cases, 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 air conditioning correction factors that are
calculated in MOBILE4.1 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 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 in 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,
it's derivation 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 MOBILE4.1 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
(Test and Evaluation Branch, 313/668-4325 or FTS 374-8325).
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2.3.9 OXYGENATED FUELS DESCRIPTIVE RECORD
2.3.9.1 Description
If the user elects to model the effects of the use of
oxygenated fuels on exhaust carbon monoxide (CO) 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
penetration and usage 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 (by setting 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 (by setting 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.
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 CO emission rates (by setting OXYFLG = 2).
2.3.9.3 Use in MOBILE4.1
If the user chooses to model the effects on exhaust CO
emissions of the use of oxygenated fuels, the information detailed
below is supplied and MOBILE4.1 uses it to estimate the reductions
in exhaust CO emissions that result for gasoline-fueled vehicle
types (LDGV, LDGT1, LDGT2, HDGV, and MC) . The effects on exhaust
HC and NOx emission factors and on evaporative HC emissions, are
estimated only with respect to the impact of volatility (if the
oxygenated fuels have been granted a waiver allowing higher RVP
than base gasoline in the modeled area).
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 data section, then this record
immediately follows each LAP record as the third Scenario data
record for each scenario.
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The record consists of the following five variables:
o Ether blend market share (as a fraction)
o Alcohol blend market share (as a fraction)
o Average oxygen content of ether blend fuels
(percent weight, expressed as a fraction)
o Average oxygen content of alcohol blend fuels
(percent weight, expressed as a fraction)
o 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),1X,I1.
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
that the limit applicable to straight gasoline:
Column: 1234567890123456789012
Input record: .035 .129 .027 .031 2
2.3.9.5 Guidance
Areas that are known to have significant market penetration
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. 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.
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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 MOBILE4. l 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 both LDVs and LDTs that are locality-specific
(and different from the national sales fractions that are included
in MOBILE4.1), or to use the national sales fractions. The
options are exercised through the value assigned to DSFLAG, the
final variable on the LAP record. As noted previously, if the
user is supplying diesel sales 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 MOBILE4.1
MOBILE4.1, like earlier versions of the model, uses a single
set of registration distributions by age and annual mileage
accumulation rates to describe all LDVs, and another 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 MOBILE4.1 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.
MOBILE4.1 essentially assumes that diesel sales after 1990 will
show no increase from current very low levels.
2.3.10.4 Required Information
If the user is supplying alternate diesel sales fractions as
input 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 of LDT sales that were diesel for each model year from the
calendar year of evaluation back to 24+ model years ago. For
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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 MOBILE4.1 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 Guidance
This option has been provided in MOBILE4.1 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
MOBILE4.1, 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 TRIP LENGTH DISTRIBUTION
2.3.11.1 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 travelling), not on the
distance travelled 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.
In MOBILE4, the test data available for the modeling of
running loss emissions were only adeguate to allow these emissions
to be modeled as direct functions of the user-input temperature
and volatility; average speed and trip length were accounted for
internally to the model, using values representative of typical
urban area traffic patterns. MOBILE4.1 contains significantly
revised estimates of running loss emissions.
The additional data obtained since the development of MOBILE4
allows 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 length (duration) 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
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is not selected, then MOBILE4.l will calculate the running loss
emission factors on the basis of an internal assumed trip length
distribution.
2.3.11.2, Options
The user can let MOBILE4.1 estimate running loss emission
factors using the internal trip length distributions (by setting
SPDFLG to 1 or 2), or can supply a set of trip length
distributions (by setting SPDFLG to 3 or 4).
2.3.11.3 Use in MOBILE4.1
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.
2.3.11.4 Recruired 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 format of this record is:
6(1X,F4.1)
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.
2.3.11.5 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
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internal trip length distributions for the estimation of running
loss HC emission factors. The use of trip length distributions
other than that included in MOBILE4.1 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.
This completes the Scenario data section.
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2.4 SUMMARY OF MOBILE4.1 INPUT SEQUENCE
Table 2.4-1 summarizes the input sequence required for a
MOBILE4.1 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.
2.5 OBTAINING REFERENCED DOCUMENTS
Two of the reports specifically mentioned in the guidance
subsections of this document, "Techniques for Estimating MOBILE2
Variables" and "Additional Techniques for Estimating MOBILE2
Variables," can be obtained through the National Technical
Information Service (NTIS). These reports were prepared by Energy
and Environmental Analyses, Inc., for EPA under contract (Contract
No. 68-03-2888). The NTIS number is:
Report Title NTIS Number
"Techniques for Estimating MOBILE2
Variables" and "Additional Techniques
for Estimating MOBILE2 Variables"
(both reports come as one order) PB 83 183277
For price information and to order, contact
National Technical Information Service
U. S. Department of Commerce
5285 Port Royal Road
Springfield, VA 22161
Attention: Sales
Phone: (703) 487-4650
The User's Guides to the earlier versions of the emission
factor model (MOBILE2, MOBILES, and MOBILE4) are also available
through NTIS at the above address, for those who might wish to
obtain them:
Title: User's Guide to MOBILE2
NTIS Ref: PB 81 205619
Estimated Costs: Paper - $53.00
(as of 7/1/91) Microfiche - $10.00
Title: User's Guide to MOBILE3
NTIS Ref: PB 84 213974
Estimated Costs: Paper - $53.00
(as of 1/1/89) Microfiche - $10.00
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Title: User's Guide to MOBILE4
NTIS Ref: PB 89 164271
Estimated Costs: Paper - $23.00
(as of 1/1/89) Microfiche - $ 8.00
The report referenced in section 1.0, "Guidance on
Estimating Motor Vehicle Emission Reductions From the Use of
Alternative Fuels and Fuel Blends," is also available through
NTIS:
Title: Guidance on Estimating Motor
Vehicle Emission Reductions From
the Use of Alternative Fuels and
Fuel Blends
NTIS Ref: PB 88 169594/AS
Estimated Cost: Paper - $19.95
(as of 7/1/91)
The report "Procedures for Emission Inventory Preparation,
Volume IV: Mobile Sources," (revised), EPA-450-4-81-026d
(revised), July 1991, should be available to State and local air
quality planning officials by contacting their respective EPA
Regional Offices.
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Table 2.1-1
FLAGS CONTROLLING INPUT TO AND EXECUTION OF MOBILE4.1
Record Variable
Number Name
Content and Codes
Format
Refer to
Section
PROMPT
IOUNEW
Flag for prompting of
remaining Control
section data
2.1.1
1 = No prompting, vertical format
2 = Prompting, vertical format
3 = No prompting, horizontal format
4 = Prompting, horizontal format
Values for output units: 2.1.2
(1) Formatted reports unit
(2) Diagnostic messages unit
(3) Prompting messages unit
(Allowable values for each unit are 1, 2, 3,
6, 7, or 8. The default value for all three
output units is 6.)
PROJID
80 characters for title
20A4
2.1.3
TAMFLG Flag for optional input
of tampering rates
1 = Use MOBILE4 rates
2 = Input alternate rates1
II
2.1.4
II
2.1.5
SPDFLG Selects speed for each
vehicle type; also flag
indicating whether alternate
trip length distribution
data are supplied as input
1 = One speed for all vehicle types2
2 = Eight speeds, one for each vehicle type2
3 = One speed for all vehicle types, plus one
alternate set of trip length distribution
data per scenario^
4 = One speed for all vehicle types, plus one
set of trip length distribution data for
all scenarios4 .
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Table 2.1-1 (continued)
FLAGS CONTROLLING INPUT TO AND EXECUTION OF MOBILE4.1
Record Variable
Number Name
Content and Codes
Format
Refer to
Section
VMFLAG Selects optional use of
user-supplied VMT mix
among vehicle types
II
2.1.6
1 = Use MOBILE4 VMT mix
2 = Input one VMT mix for each scenario2
3 = Input one VMT mix for all scenarios1
MYMRFG Flag for optional input of
annual mileage accumulation
rates and/or registration
distributions by age
II
2.1.7
1 = Use MOBILE4 values
2 = Input annual mileage accumulation rates1
3 = Input registration distributions by age1
4 = Input both annual mileage accumulation
rates and registration distributions1
NEWFLG Flag for optional input of
modified basic exhaust
emission rates (BERs)
II
1 = Use MOBILE4 BERs
2 = Input one or more alternate BERs1
2.1.8
IMFLAG Flag to include impact of
operating I/M program in
emission factor calculations
1 = No I/M program modeled
2 = I/M program modeled1
II
2.1.9
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Table 2.1-1 (continued)
FLAGS CONTROLLING INPUT TO AND EXECUTION OF MOBILE4.1
Record Variable
Number Name
Content and Codes
Format
Refer to
Section
ALHFLG Flag to correct exhaust
emission factors (gasoline
vehicles only) for:
(a) air conditioning usage
(b) extra vehicle load
(c) trailer towing
(d) humidity (NOx only)
1 = No corrections
2 = Input six values2
3 = Input ten values2
II
2.1.10
10 ATPFLG Flag to include impact of
of anti-tampering program
(ATP) on emission rates
1 = No ATP modeled
2 = ATP modeled1
II
2.1.11
11 RLFLAG Flag for control of whether
and how refueling emission
factors are calculated
II
2.1.12
1 = Uncontrolled rates
2 = Stage II VRS assumed1
3 = Onboard VRS assumed1
4 = Stage II and onboard VRS assumed1
5 = No refueling emission factors calculated
12 LOCFLG Flag for control of user
input of local area
parameter (LAP) record
II
2.1.13
1 = One LAP record input for each scenario2
2 = One LAP record input for all scenarios1
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Table 2.1-1 (continued)
FLAGS CONTROLLING INPUT TO AND EXECUTION OF MOBILE4.1
Record Variable Refer to
Number Name Content and Codes Format Section
13 TEMFLG Flag for control of values of II 2.1.14
temperature to be used for
correcting emission factors
for effects of temperature
1 = MOBILE4 calculates temperatures to be used
in correction of emission factors from
input values of minimum and maximum daily
temperature; value read as input for
ambient temperature is overridden by
calculated values.
2 = Use input value of ambient temperature to
correct emission factors for temperature
1 Record(s) must appear in One-time data section.
2 Record(s) must appear in Scenario data section.
3 Speed value(s) appear in usual location(s) on first Scenario
data record; alternate trip length distributions appear as
additional Scenario section data records.
4 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.
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Table 2.1-2
FLAGS CONTROLLING OUTPUT OF MOBILE4.1
Record Variable
Number Name
Content and Codes
Format
Refer to
Section
14 OUTFMT Selects the structure of II 2.1.15
formatted output report
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
15 PRTFLG Selects pollutants for which
emission factors are to be
calculated and included in
output
1 = HC only
2 = CO only
3 = NOx only
4 = All three pollutants
II
2.1.16
16 IDLFLG Controls calculation and
output of idle emission
factors
1 = No idle EFs
2 = Include idle EFs
II
2.1.17
17 NMHFLG Selects composition of "HC"
emission factors
II
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)
2.1.18
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Table 2.1-2 (continued)
FLAGS CONTROLLING OUTPUT OF MOBILE4.1
Record Variable Refer to
Number Name Content and Codes Format Section
18 HCFLAG Selects how HC emission II 2.1.19
factors are output
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 emissions
breakdown in grams
07/91
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Table 2.2-1
SUMMARY OF ALTERNATE BER RECORDS (required if NEWFLG = 2)
Record
Field Content, Description, and Codes
Allowable
Format Values
1
2
thru
N+l
1 Number of BER records to follow
1 Code for region new
BER applies to:
1 = low-altitude
2 = high-altitude
2 Code for vehicle type new
BER applies to:
1 = LDGV 5 = LDDV
2 = LDGT1 6 = LDDT
3 = LDGT2 7 = HDDV
4 = HDGV 8 = MC
3 Code for pollutant new
BER applies to:
1 = HC 2 = CO 3 = NOx
4 First model year new BER
applies to (last 2 digits)
5 Last model year new BER
applies to (last 2 digits)
6 New Zero-mile level
7 New Deterioration rate (or DR1*)
8 New DR2*
13, / 1 to 100
11, IX 1 or 2
11, IX 1 to 8
11, IX 1 to 3
12, IX 60-99,
00-20
12, IX 60-99,
00-20
F6.2,1X >. 0.0
F6.2,1X ^ 0.0
F6.2,/ >. 0.0
* DR2 for model year 1981 and later LDGV HC and CO BERs only.
Field 8 blank for LDGV NOx BERs and for all pollutant BERs for
other vehicle types.
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Table 2.2-2
SUMMARY OF I/M PROGRAM DESCRIPTIVE INPUT RECORD
(required if IMFLAG = 2)
Allowable Refer to
Field Content, Description, Codes Format Values Section
l Program start year 12,IX 60-99, 2A.1.2
00-20
(Last 2 digits of first calendar year of program operation)
2 Stringency level (percent) 12,IX 10 to 50 2A.1.3
3 First model year 12,IX 41-99, 2A.1.4
00-20
(Last 2 digits of oldest model year
of vehicles included in program)
4 Last model year 12,IX 41-99, 2A.1.5
00-20
(Last 2 digits of latest model year
of vehicles included in program)
5 Waiver rate for pre-1981 F2.0,1X 0 to 50 2A.1.6
model year vehicles (percent)
6 Waiver rate for 1981 and F2.0,1X 0 to 50 2A.1.6
later model year vehicles (percent)
7 Compliance rate (percent) F3.0,1X 0 to 100 2A.1.7
8 Program type II,IX 1 to 3
1 = Centralized 2A.1.12
2 = Decentralized/Computerized 2A.1.13
3 = Decentralized/Manual 2A.1.14
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Table 2.2-2 (continued)
SUMMARY OF I/M PROGRAM DESCRIPTIVE INPUT RECORD
(recruired if IMFLAG = 2)
Field Content, Description, Codes
Format
Allowable Refer to
Values Section
Inspection frequency
1 = annual
2 = biennial
II, IX
1 or 2
Enter 1 (not subject to inspection) or
2 (subject to inspection) for each vehicle
type, in this order: LDGV, LDGT1, LDGT2, HDGV
2A.1.8
10
Vehicle types
inspections
subject to
411, IX 1 or 2
(in each
column)
2A.1.9
11 Test type
1 = Idle test
2 = 2500/Idle test
3 = Loaded Idle test
II,IX
1, 2, 3
2A.1.10
12 Flags to indicate whether
alternate I/M credits are
to be input by user
211
1 or 2
Enter 1 (use MOBILE4.1 I/M credits) or
2 (read in alternate I/M credits on
logical I/O device unit 4, for Tech I-II
and Tech IV+ vehicles respectively
2A.l.ll
2A.1.15
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Table 2.2-3
SUMMARY OF ATP DESCRIPTIVE INPUT RECORD
(required if ATPFLG = 2)
Field Content, Description, Codes Format
Allowable Refer to
Values Section
1
2
3
4
Program start year 12, IX
(Last 2 digits of first
calendar year of ATP operation)
First model year 12, IX
(Last 2 digits of oldest model
year of vehicles included in ATP)
Last model year 12, IX
(Last 2 digits of latest model
year of vehicles included in ATP)
Vehicle types subject to 4 11, IX
inspections
60-99,
00-20
41-99,
00-20
41-99 or
00-20
1 or 2
(in each
column)
2A . 1 . 2
2A . 1 . 4
2A.1.5
2A.1.9
Enter 1 (not subject to inspection) or
2 (subject to inspection) for each vehicle
type, in this order: LDGV, LDGT1, LDGT2, HDGV
Program type
1 = Centralized
2 = Decentralized
II
l or 2
2A.1.12
2A.1.13
Inspection frequency
1 = annual
2 = biennial
II, IX
1 or 2
2A.1.8
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Table 2.2-3 (continued)
SUMMARY OF ATP DESCRIPTIVE INPUT RECORD
(required if ATPFLG = 2)
Field Content, Description, Codes
Format
Allowable
Values
Refer to
Section
Compliance rate (percent)
F4.0,1X 0 to 100 2A.1.7
Inspections performed
811
1 or 2
(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
Catalyst
Fuel inlet restrictor
Tailpipe lead deposit test
EGR system
Evaporative control system
PCV system
Gas cap
2A.2.3
2A.2.4
2A.2
2A.2
2A.2
2A.2
2A.2
5
6
7
8
9
2A.2.10
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Table 2.2-4
SUMMARY OF STAGE II AND ONBOARD VRS DESCRIPTIVE INPUT RECORDS
(required if RLFLAG = 2, 3, or 4)
Stage II VRS Input Record (required if RLFLAG = 2 or 4)
Allowable
Field Content, Description, Codes Format Values
Stage II start year 12,IX 89-99,
00-20
(Last 2 digits of calendar year in which
Stage II requirement is first effective)
Phase-in period II 1 to 5
(Number of years allowed for all stations subject
to Stage II requirement to complete installation)
Percent efficiency of Stage II VRS IX,13 0 to 100
at controlling refueling emissions
from LDGVs and LDGTs
Percent efficiency of Stage II VRS IX,13 0 to 100
at controlling refueling emissions
from HDGVs
Onboard VRS Input Record (required if RLFLAG = 3 or 4)
Allowable
Field Content, Variable Name, Codes Format Values
Onboard start year 12,IX 89-99,
00-20
(Last 2 digits of first model year
vehicles are subject to onboard VRS requirement)
Vehicle types covered 411 1 or 2
(in each
column)
Enter 1 (not covered) or 2 (covered) for each
vehicle type, in this order: LDGV, LDGT1, LDGT2, HDGV
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Table 2.2-5
SUMMARY OF THE LOCAL AREA PARAMETER RECORD
Field
1
2
3
Content, Description, Codes
Scenario name
Minimum daily temperature (°F)
Maximum daily temperature (°F)
Format
4A4 , 2X
F5.0
F5.0
Allowable
Values
0.-100.
10. -120.
Refer to
Section
2.2.9
2.2.11
2.2.11
(These temperatures are used in calculation of the diurnal
index for evaporative HC emissions. If TEMFLG = 1, they
are also used to calculate temperatures for correction of
exhaust HC, CO, and NOx, hot soak evaporative, refueling,
resting loss, and running loss emissions.)
"Period 1" RVP (psi) F5.l 7.0-16.0 2.2.12
(Average fuel volatility for the area being modeled, applied
to years of evaluation prior to the "Period 2" start year)
"Period 2" RVP (psi) F5.1,1X 7.0-16.0 2.2.13
(Average fuel volatility for the area being modeled, applied
to years of evaluation at or after "Period 2" start year)
"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 assumed; base RVP applies for years of evaluation
prior to the year specified)
Oxygenated fuel flag IX,II 1 or 2 2.2.14
(Flag indicates whether effect of oxygenated fuels on
exhaust CO is to be modeled; if missing, assumed to be "1")
Diesel sales fraction flag IX,II 1 or 2 2.2.15
(Flag indicates whether user is supplying alternate LDV and
LDT diesel sales fractions; if missing, assumed to be "1")
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Table 2.3-1
SUMMARY OF THE SCENARIO RECORD(S)
Record 1: Scenario Descriptive Record (MANDATORY)
Allowable Refer to
Field Content, Description, Codes Format Values Section
Region for which emission II,IX Ior2 2.3.1
factors are to be calculated
1 = low-altitude
2 = high-altitude
Calendar year of evaluation 12,IX 60-99, 2.3.2
00-20
(Last 2 digits of calendar year for which emission
factors are to be calculated, as of January 1)
3 Average speed to be used in 2.5-65.0 2.3.3
emission factor calculations
If SPDFLG = 1, F4.1
one speed is used for
all vehicle types
or
If SPDFLG = 2, 8(F4.1,1X)
eight speeds are used,
one for each vehicle type,
in this order:
LDGV, LDGT1, LDGT2, HDGV, LDDV, LDDT, HDDV, MC
4 Ambient temperature (°F) 1X,F4.1 0.0-110.0 2.3.4
(If TEMFLG = 2, ambient temperature is. used to correct
exhaust, hot soak evaporative, resting loss, and running
loss emission factors fortemperatures other than 75°F)
07/91
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Table 2.3-1 (continued)
SUMMARY OF THE SCENARIO RECORD(S)
Record 1: Scenario Descriptive Record (MANDATORY)"* (continued)
Allowable Refer to
Field Content, Description, Codes Format Values Section
5 Operating mode fractions 3(1X,F4.1) 0.0-100.0 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)]
Record 2: LAP record for this scenario only (OPTIONAL)
(required only if LOCFLG = 1)
See Table 2.2-5
Record 3: Oxygenated fuels descriptive record (OPTIONAL)
(Required only if OXYFLG = 2 on LAP record, and LOCFLG = l)
Field
1
2
Content, Description, Codes
Ether blends market share
Alcohol blends market share
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
3 Average oxygen content of
ether blend fuels (by wgt) F4.3,1X 0.0-0.027 2.3.9
4 Average oxygen content of
alcohol blend fuels (by wgt) F4.3,1X 0.0-0.035 2.3.9
5 RVP waiver switch (indicating
whether oxygenated fuels are
allowed to exceed regulated
RVP limit by 1.0 psi) IX,II 1 or 2 2.3.9
1 NOTE: Values MUST be entered for all fields in the scenario
descriptive record; there are NO DEFAULT VALUES for these
variables.
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Table 2.3-1 (continued)
SUMMARY OF THE SCENARIO RECORD(S)
Records 4-6: Diesel sales fractions (OPTIONAL)
(Required only if DSFLAG = 2 on LAP record and LOCFLG =1)
Allowable Refer to
Field Content, Description, Codes Format Values Section
Three records listing fraction of
LDV/LDT sales by model year that
were diesel, starting with model
year = calendar year of evaluation
20F4.3
20F4.3
10F4.3
0.0-1.0
0.0-1.0
0.0-1.0
2.3.10
Record 7: VMT mix by vehicle type record (OPTIONAL)
(Required only if VMFLAG = 2)
Allowable Refer to
Field Content, Description, Codes Format Values Section
1-8 VMT fraction accumulated by 8F4.3 0.0-1.0 2.2.2
each of eight vehicle and
types, in this order: 2.3.6
LDGV, LDGT1, LDGT2, HDGV,
LDDV, LDDT, HDDV, MC
Record 8: Additional Correction Factor record (OPTIONAL)
(Recruired only if ALHFLG = 2 or 3)
Allowable Refer to
Field Content, Description, Codes Format Values Section
1 Air conditioning use fraction F4.2 0.0-1.0 2.3.8.3
and
(Percent of AC-equipped 2.3.8.7
vehicles actually using AC)
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 2.3.8.7); however, a nonzero value must be
entered here in order to have the correction factor
calculated and applied.
07/91
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Table 2.3-1 (continued)
SUMMARY OF THE SCENARIO RECORD(S)
Record 8: Additional Correction Factor record (OPTIONAL)
(Required only if ALHFLG = 2 or 3) (continued)
Allowable Refer to
Field Content, Description, Codes Format Values Section
2-4 Extra load fractions 3F4.2 0.0-1.0 2.3.8.4
(Percent of vehicles assumed to be carrying additional
500 Ib; fractions apply to LDGVs, LDGTls, and LDGT2s,
in that order)
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 2.3.8.5
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 factors for LDGVs, LDGTls,
and LDGT2s, in that order
6 Absolute humidity level F4.0 20.-140. 2.3.8.6
or 8
(Grains water per pound dry air, used to
correct exhaust NOx emission factors)
9, 10 Dry and wet bulb temperatures 2F4.0 0.-110. 2.3.8.7
in °F
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).
07/91
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2-88
Table 2.4-1
SUMMARY OF THE MOBILE4.1 INPUT RECORD SEQUENCE
Input Record Sequence
1 PROMPT flag record
(1-3 IOUNEW values)*
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
PROJID
TAMFLG
SPDFLG
VMFLAG
MYMRFG
NEWFLG
IMFLAG
ALHFLG
ATPFLG
RLFLAG
LOCFLG
TEMFLG
OUTFMT
PRTFLG
IDLFLG
NMHFLG
record
flag record1
flag record1
flag record1
flag record1
flag record1
flag record1
flag record1
flag record1
flag record1
flag record1
flag record1
flag record1
flag record1
flag record1
flag record1
1 HCFLAG flag record1
(24 or 48 tampering records)2
jif TAMFLG = 2
(1 VMT mix record)
if_ VMFLAG = 3
(24 mileage accumulation rate by age records)
if MYMRFG = 2 or 4
(24 registration distribution by age records)
if_ MYMRFG = 3 or 4
(1 to 100 basic emission rate records)
Lf NEWFLG = 2
(1 I/M program descriptive record)
ijf IMFLAG = 2
(1 ATP descriptive record)
rf ATPFLG « 2
(1 or 2 refueling VRS descriptive records)3
ij: RLFLAG = 2, 3, or 4
(1 Local Area Parameter record)4
if 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)
if OUTFMT = 5
Input
Section
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
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
2.2.5
2.2.6
2.2.7
2.2.8
2.3.9
2.3.11
2.2.16
07/91
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Table 2.4-1 (continued)
SUMMARY OF THE MOBILE4.1 INPUT RECORD SEQUENCE
Input Refer to
Input Record Sequence Section Section
1 Scenario descriptive record SCENARIO 2.3.1
(1 Local Aera Parameter record)4
if_ LOCFLG = 1 SCENARIO 2.2.8
(1 oxygenated fuel descriptive record)
if_ LOCFLG = 1 and OXYFLG = 2 SCENARIO 2.3.9
(3 diesel sales fraction by model year records)
if_ LOCFLG = 1 and DSFLAG = 2 SCENARIO 2.3.10
(1 VMT mix record)
if_ VMFLAG = 2 SCENARIO 2.2.2
(1 trip length distribution record)
jj[ SPDFLG = 3 SCENARIO 2.3.11
(1 additional correction factor record)
if ALHFLG = 2 or 3 SCENARIO 2.3.8
Required only if reassignment of output device numbers is
desired.
These 16 flags are entered on one record (format II,
15(1X,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.
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2A-1
Appendix 2A
INSPECTION/MAINTENANCE AND ANT I-TAMPER ING
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 MOBILE4.1. In general, MOBILE4.1 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 (Technical Support Staff, 313/668-4367 or
FTS 374-8367) 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 the program cutpoints 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 begins to
require both inspection and repairs is called the start year.
MOBILE4.1 only provides for a January 1st start date. Other start
dates will require interpolation between two MOBILE4.1 runs to
give accurate estimates of benefits. Separate and different start
dates may be specified for a tailpipe I/M program and an ATP.
2A.1.3 Stringency
Stringency refers to the tailpipe emission 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 cutpoints. The expected failure rate can be determined
by applying the program cutpoints to a representative sample of
07/91
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2 A-2
vehicles tested 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. MOBILE4.1 assumes that the failure rate remains fixed at
the stringency level for each evaluation year. MOBILE4.l does not
allow a stringency less than 10% or greater than 50%.
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. MOBILE4.l
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 MOBILE4.1 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.
MOBILE4.1'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.
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 MOBILE4.1 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. MOBILE4.1 assumes that tampered
or misfueled vehicles cannot receive waivers, and so does not
reduce the ATP benefit based on the waiver rate.
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2A-3
2A. 1.7 Compllance 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).
MOBILE4.1 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:
Compliance
Rate
100%
99%
98%
97%
96%
95%
90%
85%
80%
75%
70%
50%
Non-
Compliance
Rate
0%
1%
2%
3%
4%
5%
10%
15%
20%
25%
30%
50%
Non-Complier
Failure Rate
Adjustment
2
2
2
2
2
1
1
1
1
1
1
.0
.0
.0
.0
.0
.5
.4
.3
.2
.1
.0
1.0
Fraction
Benefit
Loss
.000
.020
.040
.060
.080
.095
.169
.238
.302
.361
.415
.615
Fraction
Benefit
Remaining
1.000
.980
.960
.940
.920
.905
.831
.762
.698
.639
.585
.385
2A.1.8 Inspect i on Frequency
MOBILE4.1 allows for two inspection frequencies. "Annual"
means that all covered vehicles must be inspected once each year.
07/91
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2 A-4
"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
MOBILE4.1 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 less than 6,000
Ibs gross vehicle weight (lighter pick-up trucks and vans).
LDGT2 - light-duty gasoline-fueled trucks greater than 6,000
Ibs but less than 8,500 Ibs GVW (heavier pick-up trucks and
vans and many commercial trucks).
HDGV - heavy-duty gasoline-fueled vehicles greater than
8,500 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 MOBILE4. In these cases
care must be taken not to claim coverage for too many vehicles.
2A.1.10 I/M Test Types
There are three I/M test types allowed in MOBILE4. l. These
test types only apply to the inspection of 1981 and newer model
year passenger cars and 1984 and newer light-duty trucks. (The
concept of stringency already takes into account the effect of the
test type on the benefits from older vehicles.) The chosen test
type 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 cutpoints used
for the inspections are 1.2 percent CO and 220 ppm HC in all cases.
Idle Test refers to a measurement of HC and CO emission
concentrations of a fully warmed vehicle as it idles in
neutral or park.
2500/1 die 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.
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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.
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 MOBILE4
(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 Centralized Programs
Centralized inspection programs refer to those programs which
completely separate the inspection of vehicles from the repairs.
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, centralized
programs are the standard used to determine the emission benefits
for I/M and ATP program designs.
2A.1.13 Decentralized Programs (Manual)
Decentralized 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 decentralized programs is larger and the volume per
station is smaller than for centralized programs.
Decentralized programs have been found to be less effective
than centralized programs. As a result, MOBILE4.1 reduces the
emission benefits, relative to a centralized program design, by 50
percent for the I/M (tailpipe test) portion and 50 percent for the
ATP portion of the program if a decentralized 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.
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2A.1.14 Computerized Inspection
Some decentralized 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.
MOBILE4.1 assumes that the I/M portion of a decentralized
computerized inspection program will be 50 percent as effective as
a centralized 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 potential benefits.
Any area that has data to support the contention that a specific
decentralized 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 centralized
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. Decentralized computerized inspection
programs will also have the benefits from the ATP portion of the
program reduced by 50 percent.
2A.1.15 Tech I-I I and Tech IV+
The calculation of I/M benefits for MOBILE4 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 MOBILE4.1 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
II 1975-80 1975-83 1979-83
IV+ 1981+ 1984+ 1984+
Sets of alternate I/M credits may contain both Tech I and II
credits, only Tech IV+ credits, or Tech I, II, and IV+ credits
together. This is usually indicated in the header block of the
alternate I/M credit deck.
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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 MOBILE4.1. 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 MOBILE4.1.
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 EPA1s Office of Mobile .Sources (Technical
Support Staff, 313/668-4367 or FTS 374-8467) if there are
questions regarding the requirements of ATP inspections.
2A.2.1 ATP
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
MOBILE4.1 modeling purposes to have an ATP, and should not attempt
to derive ATP emission reduction credits.
2A.2.2 Tampering and Misfueling
Any physical damage to, or disablement or removal of, an
emission control component is considered tampering in MOBILE4.1.
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.
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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 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 MOBILE4.1 unless
regulations provide a mechanism to assure that failed cars are
correctly repaired with 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
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2A-9
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.
MOBILE4.1 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 control of the
vehicle occurs in the catalyst. It is 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 MOBILE4.1, and should not indicate either inspection on
the input records.
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.
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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.
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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Chapter 3
MOBILE4.1 OUTPUT
3.0 INTRODUCTI ON
MOBILE4.1 produces three types of output: prompting
messages, diagnostic messages, and formatted reports.
Prompting messages are provided by MOBILE4.1 on tape
(mainframe version) if the user sets PROMPT = 2 or 4 (section
2.1.1). These messages prompt the user to provide MOBILE4.1
input data in the proper sequence. There are two prompting
formats: vertical input (PROMPT = 2) and horizontal input
(PROMPT = 4). Otherwise the prompting messages are identical in
both cases. Prompting messages are discussed in section 3.1.
Diagnostic messages are used to caution the user concerning
user-supplied data. Three types of diagnostics exist: 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
if MOBILE4.1. Diagnostic messages are discussed in section 3.2.
Five types of formatted reports can be produced by
MOBILE4.1. 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 value assigned to the OUTFMT flag in the
Control section (section 2.1.15). The structure of the formatted
report formats are discussed in section 3.3, and each is
illustrated in Chapter 5 (MOBILE4.1 Examples).
3.1 PROMPTING MESSAGES
If PROMPT = 2 or 4, the user is prompted for input data in
the order required by MOBILE4.l. Prompting messages are written
to logical I/O unit 6, unless the user reassigns the prompting
message unit through the IOUNEW flag (section 2.1.2). MOBILE4.1
does not prompt for the first record (PROMPT flag and IOUNEW unit
reassignment record), since the value of the PROMPT flag
determines whether or not prompting will occur.
The prompt for each record is described below. The
prompting messages are printed in boldface in this section.
See the referenced sections of Chapter 2 for detailed discussion
of the prompted values.
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3.1.1 Control Section Prompts
3.1.1.1 Title Record Prompt
The title record for the MOBILE4.1 run is prompted for by
this message:
Enter project id:
3.1.1.2 16 Remaining Flag Prompts
If PROMPT = 2 (vertical format), the 16 remaining Control
section flags are prompted for individually, as follows:
Enter TAMFLG:
Enter SPDFLG:
Enter VMFLAG:
Enter MYMRFG:
Enter NEWFLG:
Enter IMFLAG:
Enter ALHFLG:
Enter ATPFLG:
Enter RLFLAG:
Enter LOCFLG:
Enter TEMFLG:
Enter OUTFMT:
Enter PRTFLG:
Enter IDLFLG:
Enter NMHFLG:
Enter HCFLAG:
If PROMPT = 4 (horizontal format), the 16 remaining Control
section flags are prompted for on one record, with this message:
Enter TAMFLG, SPDFLG, VMFLAG, MYMRFG, NEWFLG, IMFLAG,
ALHFLG, ATPFLG, RLFLAG, LOCFLG, TEMFLG, OUTFMT, PRTFLG,
IDLFLG, NMHFLG, & HCFLAG
3.1.2 One-time Data Prompts
Prompts for One-time Data section inputs have been revised
to correspond to MOBILE4.1 input requirements. All of the
possible prompts for data in the One-time Data section are
presented below.
3.1.2.1 Tampering Rate Prompts
If TAMFLG=2, the replacement zero-mile tampering rates
(ZMLTAM) and increases in tampering with accumulated mileage, or
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tampering rate deterioration rates (DRTAM) are asked for by one
of two possible pairs of prompts, depending on whether an
inspection and maintenance (I/M) program is to be assumed (see
section 2.1.9). The input requirements are discussed in section
2.2.1. If IMFLAG = 1, then these prompting messages are used:
Enter tampering intercepts (zero-mile levels)
for non-l/M case only:
Enter tampering slopes (deterioration rates)
for non-l/M case only:
If IMFLAG = 2, then these prompting messages are used:
Enter tampering intercepts (zero-mile levels)
for non-l/M and I/M cases:
Enter tampering slopes (deterioration rates)
for non-l/M and I/M cases:
3.1.2.2 VMT Mix Record Prompt
If VMFLAG = 3, the user must supply one alternate vehicle
miles travelled (VMT) mix record, which will be applied to all
scenarios of the MOBILE4 run. The input required is discussed in
section 2.2.2. This record is prompted for by the message:
Enter VMT split:
3.1.2.3 Annual Mileage Accumulation Rates and/or
Registration Distributions by Age Prompts
If MYMRFG = 2, the user must supply annual mileage
accumulation rates by age for each of eight vehicle types. If
MYMRFG = 3, the user must supply registration distributions by
age for each of eight vehicle types. If MYMRFG = 4, the user
must supply both, with the annual mileage accumulation rates
preceding the registration distributions. The input requirements
are discussed in section 2.2.3. These records are prompted for
with the following messages (first block applicable to annual
mileage accumulations, second block to registration
distributions):
Enter
Enter
Enter
Enter
Enter
Enter
MYM
MYM
MYM
MYM
MYM
MYM
ages
ages
ages
ages
ages
ages
1
11
21
1
11
21
-10
-20
-25
-10
-20
-25
for
for
for
for
for
for
LDGVS
LDGVS
LDGVS
LDGT1
LDGT1
LDGT1
S
s
S
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3-4
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
Enter
MYM ages 1-
MYM ages 11-
MYM ages 21-
MYM ages 1-
MYM ages 11-
MYM ages 21-
MYM ages 1-
MYM ages 11-
MYM ages 21-
MYM ages 1
MYM ages 11
MYM ages 21
MYM ages 1
MYM ages 11
MYM ages 21
MYM ages 1
MYM ages 11
MYM ages 21
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
MYR
ages 1
ages 11
ages 21
ages 1
ages 11
ages 21
ages 1
ages 11
ages 21
ages 1
ages 11
ages 21
ages 1
ages 11
ages 21
ages 1
ages 11
ages 21
ages 1
ages 11
ages 21
ages 1
ages 11
ages 21
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
-10 for
-20 for
-25 for
LDGT2s:
LDGT2s:
LDGT2S:
HDGVs:
HDGVs:
HDGVs:
LDDVs:
LDDVs:
LDDVs:
LDDTs:
LDDTs:
LDDTs:
HDDVs:
HDDVs:
HDDVs:
MCs:
MCs:
MCs:
LDGVS:
LDGVS:
LDGVS:
LDGT1s:
LDGT1s:
LDGT1s:
LDGT2S
LDGT2S
LDGT2S
HDGVs:
HDGVs:
HDGVs:
LDDVs:
LDDVs:
LDDVs:
LDDTs:
LDDTs:
LDDTs:
HDDVs:
HDDVs:
HDDVs:
MCs:
MCs:
MCs:
3.1.2.4 Alternate BER Prompts
If NEWFLG = 2, the user must supply one or more alternate
basic emission rate (BER) records. The input requirements are
discussed in section 2.2.4, and are summarized in Table 2.2-1.
These records are prompted for with the messages:
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Enter no. of new e.f. intercept/slope pairs:
Enter region, veh. type, pollutant, first my,
last my, intercept, slope, & above 50K miles slope:
The second message is repeated as many times as required, based
on the number entered in response to the first prompt.
3.1.2.5 I/M Program Parameter Record Prompt
If IMFLAG = 2, the user must supply a record specifying the
characteristics of the inspection and maintenance (I/M) program
to be modeled. The input requirements are discussed in section
2.2.5 and are summarized in Table 2.2-2. The I/M parameters are
prompted for by this message:
Enter the I/M Program parameter record:
Program start year, stringency, first and last model
year getting benefits, old tech waiver rate, new tech -
waiver rate, compliance rate, frequency of inspection,
vehicle classes covered, test type, flag for alternate
I/M credits, Tech I & II and Tech IV+, the format is:
(4(I2,1X),2(F2.0,1X),F3.0,1X, 11 ,1X, 11 ,1X,4M,1X, 11 ,1X,2I1)
If the value of either or both of the flags for alternate
I/M credits (the last two items of the I/M program record) is 2,
the user must also supply alternate I/M credits to be read from
logical I/O unit 4. MOBILE4.1 does not issue prompting messages
for the I/M credit data from unit 4.
3.1.2.6 ATP Parameter Record Prompt
If ATPFLG = 2, the user must supply a record specifying the
characteristics of the anti-tamper ing program (ATP) to be
modeled. The input requirements are discussed in section 2.2.6
and are summarized in Table 2.2-3. The ATP parameters are
prompted for by this message:
Enter ATP start year, first & last years included,
vehicle types covered, inspection type & frequency,
compliance rate, and inspections conducted
(format = 3( I2.1X) ,411,1X,F4.0>1X,8M ) :
The user does not supply ATP emission reduction credit
matrices as input. MOBILE4.1 contains a subroutine that
generates these credit matrices on the basis of the information
supplied characterizing the ATP.
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3-6
3.1.2.7 VRS Descriptive Record Prompt
If RLFLAG = 2, 3, or 4, the user must supply one or two
records describing the refueling vapor recovery system (VRS)
requirements to be modeled. The Stage II VRS record is required
if RLFLAG = 2. The onboard VRS record is required if RLFLAG =
3. Both records are required if RLFLAG = 4, with the Stage II
record preceding the onboard record. The input requirements are
discussed in section 2.2.7 and are summarized in Table 2.2-4.
The required record(s) are prompted for by one or both of these
messages:
Enter Stage II VRS parameters - start year, # phase-in years,
LOG & HDG % efficiency (12,1X,11,1X,13,1X,13) :
Enter onboard VRS first model year
& vehicle classes (I2,1X,4I1):
3.1.2.8 LAP Record Prompt
If LOCFLG = 2, the user must supply the local area parameter
(LAP) record as part of the One-time data section, and it will be
applied to all scenarios of the MOBILE4.1 run. Sections 2.2.8 -
2.2.13 discuss the input requirements, which are summarized in
Table 2.2-5. The LAP record is prompted for by this message:
Enter scenario name, min & max daily temps, period 1 and 2
RVP, period 2 start year, and OXYFLG:
3.1.2.9 Oxygenated Fuels Record Prompt
If the user has set OXYFLG = 2 on the LAP record, then a
record describing oxygenated fuels in the area being modeled must
be supplied. Section 2.3.9 discusses the input requirements for
this record. The oxygenated fuel record is prompted for by this
message:
Enter MTBE/ETBE market share, gasohol market share,
MTBE/ETBE oxygen content, gasohol oxygen content, gasohol
waiver flag:
3.1.2.10 Trip Length Distribution Record
If the user has set SPDFLG = 3 or 4, then a trip length
distribution record must be entered for use in calculating
running loss emission factors. The input requirements for this
record are discussed in section 2.3.11. The trip length
distribution record is prompted for by this message:
Enter trip length VMT fractions (6(1X,F4.1)):
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3.1.2.11 By Model Year Inclusion Vector
If the user has set OUTFMT = 5, then a record describing
which vehicle classes the optional by-model year emission factor
tables are requested for and whether special information on I/M
credits and tampering rates and offsets are requested. The input
requirements for this record are discussed in section 2.2.16.
The by model year inclusion vector is prompted for by this
message:
Enter vehicle types and I/M and tampering flags,
format 8I1,2(1X,11)
3.1.3 Scenario Section Data Prompts
As discussed in section 2.3, the Scenario section consists
of one to seven records, depending on the values assigned to
flags in the Control section. The first record, called the
scenario descriptive record, is mandatory. The second through
seventh records are optional. All of the possible data prompting
messages for the Scenario data section are presented below.
3.1.3.1 Scenario Descriptive Record Prompt
The scenario descriptive record specifies the region,
calendar year of evaluation, average speed(s), ambient
temperature, and operating mode fractions to be assumed for the
current scenario. The input requirements are discussed in
sections 2.3.1 - 2.3.5, and are summarized in Table 2.3-1.
If SPDFLG = 1, a single average speed is used for all
vehicle types, and the record is prompted for by this message:
Enter region, CY, SPD(1), AMBT, PCCN, PCHC, PCCC:
If SPDFLG = 2, eight average speeds must be input, one for
each of the eight modeled vehicle types. The record is prompted
for with this message:
Enter region, CY, SPD(8), AMBT, PCCN, PCHC, PCCC:
3.1.3.2 LAP Record Prompt
If LOCFLG =1, a distinct local area parameter record must
be supplied by the user for each scenario of the run. The input
requirements are discussed in sections 2.2.8 - 2.2.13, and are
summarized in Table 2.2-5, The LAP record for the current
scenario is prompted for by this message:
Enter scenario name, min & max daily temps, period 1 and 2
RVP, period 2 start year, and OXYFLG:
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3.1.3.3 Oxygenated Fuels Record Prompt
If the user has set OXYFLG = 2 on the LAP record, then a
record describing oxygenated fuels in the area being modeled must
be supplied. Section 2.3.9 discusses the input requirements for
this record. The oxygenated fuel record is prompted for by this
message:
Enter MTBE/ETBE market share, gasohol market share,
MTBE/ETBE oxygen content, gasohol oxygen content, gasohol
waiver flag:
3.1.3.4 Diesel Sales Fraction Prompt
If the user has set DSFLAG = 2 on the LAP record, then the
sales fractions of LDVs and LDTs that were diesel for the 25
model years ending in the calendar year of evaluation must be
supplied. The input requirements are discussed in section
2.3.10. This message is new in MOBILE4.1. The diesel sales
fractions are prompted for by this message:
Enter diesel sales fractions (LDV/LDT pairs):
3.1.3.5 VMT Mix Record Prompt
If VMFLAG = 2, a distinct VMT mix record must be supplied by
the user for each scenario of the run. The input requirements
are discussed in section 2.2.2. The VMT mix for the current
scenario is prompted for by this message:
Enter VMT split:
3.1.3.6 Trip Length Distribution Prompt
If the user has set SPDFLG = 3 or 4, then a trip length
distribution record must be entered for use in calculating
running loss emission factors. The input requirements for this
record are discussed in section 2.3.11. The trip length
distribution record is prompted for by this message:
Enter trip length VMT fractions (6(1X,F4.1)):
3.1.3.7 Additional Light-Duty
Correction Factor Record Prompt
If ALHFLG = 2 or 3, the user must supply a record used to
develop and apply up to four additional correction factors to the
light-duty gasoline-fueled vehicle and truck emission factors.
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The input requirements are discussed in section 2.3.8 and are
summarized in Table 2.3-1.
If ALHFLG = 2, six input values are required, and are
prompted for with this message:
Enter AC, XLOAD(3), TRAILR(I), ABSHUM:
If ALHFLG = 3, ten input values are required, and are
prompted for with this message:
Enter AC, XLOADC3), TRAILRC3), ABSHUM, DB, WB:
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3.2 DIAGNOSTIC MESSAGES
3.2.1 Introduction
This section describes the MOBILE4.1 diagnostic messages.
MOBILE4.1 issues three types of diagnostic messages: error
messages, warning messages, and comments.
Error messages indicate either that invalid input data were
entered into MOBILE4.1, or MOBILE4.1 attempted to perform invalid
operations. All error messages are prefixed by *** Error:. If
a number follows *** Error:, it is the value read by MOBILE4.1
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 MOBILE4.1 run.
The following errors are considered to be "fatal" errors.
If any of these errors occur, no further processing of the
MOBILE4.1 input data will be performed:
M28, M53, M60, M61, M82, M89, M97, M107, MHO, M121.
Warning messages indicate that MOBILE4.l 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 MOBILE4.l run.
The following is a list of the individual error, warning,
and comment messages. In order to make the listing more useful
to the MOBILE4.1 user, all of the messages are listed by message
number (Mtttt at the beginning of each message). MOBILE4.1 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 messages are all printed in
boldface in this section.
3.2.2 Explanation of Messages, Listed by Number (M##)
M o *** Error: Message code is unknown
This message should only be printed when the message
printing subroutine QUITER is passed an undefined message code
value. The run is aborted at this point. This message was M88
in MOBILE4.
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M 1 *** Error: out of bounds for flag
This message may be printed one or more times preceding
message M53 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. This single error
message replaces messages Ml through M16 from MOBILE4. Allowable
flag values are listed in Tables 2.1-1 and 2.1-2. See Section
2.1.
M 2 *** Error: out of bounds for ETBE/MTBE 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 section 2.3.9. This message is new in MOBILE4.1.
M 3 *** Error: out of bounds for Gasohol 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 section 2.3.9. This message is new in MOBILE4.1.
M 4 *** Error: out of bounds for Total Oxy Fuel market
share (0. 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 section 2.3.9. This
message is new in MOBILE4.1.
M 5 *** Error: out of bounds for ETBE/MTBE Oxygen
Content (0. 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 section 2.3.9. This message is new in
MOBILE4.1.
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M 6 *** Error: out of bounds for Gasohol Oxygen Content
(0. 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 section 2.3.9. This message is new in
MOBILE4.1.
M 7 *** Error: out of bounds for Gasohol 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 section 2.3.9. This
message is new in MOBILE4.l.
M a *** Error: Inconsistent ETBE/MTBE input encountered
M 9 *** Error: Inconsistent Gasohol input encountered
These messages are printed if the input values on the
oxygenated fuels record have internal inconsistencies present.
See section 2.3.9. These messages are new in MOBILE4.1.
M 10 *** Error: RLFLAG = and PRTFLG not = 1 or 4, so RLFLAG
input records skipped
This message is printed if RLFLAG is set to l, 2, 3, or 4
(meaning that vehicle refueling emission factors are to be
calculated), but PRTFLG is set to 2 or 3 (calculate CO or NOx
emission factors only). See sections 2.1.16 and 2.2.7.
M 11 *** Error: out of bounds for number of records to
skip (1 to 999)
This message is printed when the user responds to the prompt
"Enter of number of MOBILE4.1 calls:" with a value not in the
range l to 999. See Chapter 4 on the PC versions of MOBILE4.1.
M12 *** Error: out of bounds for number of cold CO standards
(1 to 2)
M 13 *** Error: out of bounds for cold CO standard start
MY (1980-2020)
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M 14 *** Error: out of bounds for cold CO standard #n
(2.0-15.0)
M 15 *** Error: Cold CO standard #1 must start before #2
M 16 *** Error: out of bounds for % IV under CCO std #n
(0.0-100.0)
Messages 12 - 16 are printed when the user models cold
temperature CO emission standards and includes values that are
outside of the allowable ranges. This feature is for EPA
internal use and is not accessible through release MOBILE4.1.
M 17 *** Error: out of bounds for VMTMIX
(0. to 1.)
This message is printed if a value of VMTMIX(IV) (vehicle
miles travelled fraction for vehicle type IV) is not between 0.
and 1. See Section 2.2.2.
M 18 *** Error: sum of VMTMIX is not equal to 1.
This message is printed if the sum of VMTMIX(IV) over all
vehicle types is not equal to l. Since each VMTMIX(IV)
represents the fraction of total miles that vehicle type IV
contributes to the total vehicle miles traveled by the fleet, the
sum of these fractions should equal 1. See Section 2.2.2.
M 19 *** Error: negative model year
mileage
This message is printed if the user supplied mileage accrual
data (annual mileage accumulation rate) for model year JDX and
vehicle type IV 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 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.
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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. MOBILE4.1 is limited to
handling a maximum of 100 modifications. See Section 2.2.4.
M 24 *** Error: out of bounds for region (1 or 2)
This message is printed if the region chosen 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 emission
rate modification section is not equal to 1, 2, 3, 4, 5, 6, 7, or
8. The eight vehicle types in MOBILE4 and their corresponding
codes are:
l = light-duty gasoline-fueled vehicles (LDGV)
2 = light-duty gasoline-fueled trucks I (0-6000 Ib GVW) (LDGTl)
3 = light-duty gasoline-fueled trucks II (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)
See Table 2.2-1 and section 2.2.4.
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M 26 *** Error: out of bounds for pollutant
(1 to 3)
This message is printed if the code for pollutant on the
emission rate modification input section is not equal to 1, 2, or
3. MOBILE4 calculates emission factors only for 1
hydrocarbons, 2 = for carbon monoxide, and 3 = oxides of
nitrogen. See Table 2.2-1 and section 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 2.2-1 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 MOBILE4.1.
M 29 *** Error: Last year cannot be less than first year
This message is printed if the first model year to have its
emission rates altered is less than (before) the last model year
to be altered. See Table 2.2-1 and section 2.2.4.
M 30 *** Error: intercept must be positive
This message is printed if a new zero-mile emission level is
_< 0. See Table 2.2-1 and section 2.2.4.
M 31 Warning: negative slope for ageing vehicle
This message is printed if the value for the exhaust
deterioration rate is negative. A negative deterioration rate
implies improving emissions with increasing mileage
accumulation. See Table 2.2-2 and section 2.2.4.
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M 32 *** Error: out of bounds for year (1960 to
2020)
This message is printed if the code indicating the year in
which an I/M program is to begin does not fall between 60 and 99,
or 00 and 20 (years 1960 to 2020). See Section 2.2.3, I/M
program description, field 1.
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 2.2-2 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 2.2-2 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
MOBILE4. See Table 2.2-2 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 1941-1999 or 2000-2020). See Table 2.2-2 and
sections 2.2.5 and 2A.1.4.
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 than the last model year in an I/M program.
See Table 2.2-2 and sections 2.2.5, 2A.1.4, and 2A.1.5.
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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 MOBILE4 evaluates emission
factors. See Table 2.3-1 and section 2.3.2.
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 i 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°F (-23° and 43°C).
These are the limits for application of temperature correction
factors. See section 2.3.4.
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 PCCN (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: 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.
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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 l. inclusive. See
section 2.3.8.3.
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 2.3.8.4.
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 2.3.8.5.
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 inclusive. See section
2.3.8.6.
M 48 *** Error: There are no sales for vehicle
MOBILE4.1 assumes that no significant number of LDDVs exist
before 1975. Similarily, no significant number of LDDTs are
assumed to exist prior to 1978. 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.
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 l. If the
model year age registration fractions do not sum to 1, MOBILE4.1
normalizes the fractions so that they do. See Section 2.2.3.
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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 causes more than 12
allowed for any 1 reg/veh/pol
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 = l)
or one or more of the eight average speeds (if SPDFLG = 2) is
less than 2.5 mph. MOBILE4 increases the value to 2.5 mph 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: End-of-file return on read of unit IOUIMD (new
FTP I/M credits). Run aborted.
M 55 *** Error: Error return on read of unit IOUIMD (new FTP I/M
credits). Run aborted.
These messages are printed if the user specifies alternate
I/M credits are to be read in from logical I/O device unit
IOUIMD, and the user either fails to supply the alternate credit
data (M54) or the alternate credit data contain errors (M55).
Either of these errors must be corrected before attempting to
rerun the program.
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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
2.3.8.3 and 2.3.8.7.
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 2.3.8.7.
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
MOBILE4.1 to zero all idle emission equations corresponding to
the region, vehicle type, and pollutant modified. See section
2.2.4.
M 60 *** Error: exceeds ub of highest myg in
This message is printed to indicate that a default exit has
been taken from an index function. This message is generated by
an internal software error check, and should not occur unless the
program code has been damaged. The run is halted at this point.
The program must be corrected and recompiled before another run.
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M 61 *** Error: default used for in index function
This message is printed to indicate that a default exit has
been taken from an index function. This message is generated by
an internal software error check, and should not occur unless the
program code has been damaged. The run is aborted at this
point. The program must be corrected and recompiled 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 (see section 2.3.1). See Table 2.2-1 and section 2.2.4.
M63 *** Error: out of bounds
(0. 1 PCHC + PCCC i 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.
M 64 *** Error: out of bounds
(0. < PCHC + PCCC - PCCN i 100.)
This message is printed if the sum of the cold-start and
hot-start VMT percentages for catalyst-equipped vehicles less the
cold-start VMT percentage for non-catalyst vehicles is not
between 0 and 100 percent inclusive. See section 2.3.5.
M 65 *** Error: MYR of LDDV not equal to LDGV for JDX =
M 66 *** Error: MYR of LDDT not equal to LDGT1 for JDX =
One of 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 LDT) fleet is to be
input twice for the gasoline-fueled and diesel vehicles (or
trucks). MOBILE4.1 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.
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M 67 *** Error: EFFTP = 0. and GSF = 0. for vehicle
This message will be printed if the named vehicle type has a
positive basic emission rate and a zero fleet sales fraction.
See section 2.2.3.
M 68 *** Error: EFFTP <_ 0. AND VMTMIX > 0. for vehicle
This message will be printed if no exhaust emission rates
exist for the named vehicle type, but vehicles of that type have
accumulated a nonzero fraction of the total vehicle fleet mileage.
M 69 *** Error: EFIDLE < 0. for vehicle
This message is printed if the named vehicle type has a
positive idle emission factor and a zero fleet sales fraction.
See section 2.2.3.
M 7Q *** Error: EFIOLE < 0. AND VMTMIX > 0. for vehicle out of bounds for short test
type flag (1 to 3)
This message is printed if the value of ILDT(I) is not 1 or
2 in the I/M program descriptive record. See Table 2.2-2.
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M 73 *** Error: out of bounds for short test
type flag (1 to 3)
This message is printed if the value of ITEST (Tech IV+
short test type) is not 1, 2 or 3. See Table 2.2-2.
M 74 *** Error: out of bounds for I/M data
flag (1 to 2)
This message is printed if the value of the NUDATA flag (the
flag from the I/M program descriptive record indicating whether
or not new I/M credits are to be read from unit IOUIMD) is not 1
or 2. See Table 2.2-2.
M 75 *** Error: < value of LAPSY> 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, 00-20). See Table 2.2-3 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, 00-20). See Table 2.2-3 and section 2A.1.4.
M 77 *** Error: < value of LAPLST> out of bounds for
anti-tampering program last 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, 00-20). See Table 2.2-3 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 vehicle type I is not either
1 (not covered) or 2 (covered). See Table 2.2-3.
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M 79 *** Error: < value of EVP> 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 MOBILE4 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: < value of RATE> 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 MOBILE4 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 81 *** Error: out of bounda for exh ATP
effectiveness rate (0. to 1.)
This message is printed if any column of each of the 4
exhaust ATP effectiveness rate matrices generated by MOBILE4 on
the basis 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 (centralized) or 2 (computerized decentralized) or
3 (manual decentralized)]
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 2.2-2 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 40F or less, or the input daily minimum is 25F
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 MOBILE4.1 for correction of emissions (TEMFLG = 1),
or (2) the input ambient temperature (TEMFLG = 2), is less than
or equal to 40°F (4°C); or (3) the input daily minimum
07/91
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temperature is less than or equal to 25°F (-4°C). See sections
2.1.13 and 2.2.11.5 for additional information. Crankcase
emissions will still be calculated, resulting in a small non-zero
evaporative emission factor representing crankcase emissions only.
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 VRS system, is not 1
or 2. See Table 2.2-4 and section 2.2.7.
M 85 Message slot 85 is not assigned in MOBILE4.1
M 86 *** Error: out of bounds for no. of stage
II phase-in years (1 to 5)
This message is printed if the value of NPHASE in the
Stage II VRS descriptive record is not between 1 and 5. See
Table 2.2-4 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 II VRS, onboard VRS, or "period 2" volatility (RVP) is
not between 1989 and 2020 (89-99 and 00-20). See sections 2.2.7
and 2.2.13.
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. This message is
new in MOBILE4.1. See section 2.3.10.
M 89 *** Error: out of bounds for flag PROMPT
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.
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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 2.2-5 and
sections 2.2.12 and 2.2.13. The value printed first is reset by
MOBILE4.1 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
MOBILE4.1 (0 _< minimum <^ 100, 10 £ maximum <_ 120). See
Table 2.2-5 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 (0. to 1.)
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. This message is new in MOBILE4.1. See section 2.3.11.
M 94 *** Error: % TLVMT sum not = 100. (will normalize)
This message is printed is 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).
This message is new in MOBILE4.1. See section 2.3.11.
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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).
M 96 Warning: speed reduced to 65 mph maximum
This message is printed if the average speed (SPDFLG = l) or
one or more of the eight average speeds (SPDFLG = 2) is greater
than 65 mph. MOBILE4.1 reduces the value to 65 mph and continues
execution. This is revised from MOBILE4, when the maximum speed
was 55 mph. See section 2.3.3.
M 97 *** Error: < Value of A> out of bounds for Wade Index
calculation (CALUDI) of A, pass : must be >_ 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 in the input daily
minimum and maximum temperatures is greater than 40°F (4°C). See
section 2.2.11.5.
M 99 *** Error: out of bounds for Stage II
efficiency for LDGV (0 to 100%) or out of bounds
for Stage II efficiency for HDGV (0 to 100%)
This message is printed if the specified value for the
efficiency of Stage II VRS at controlling refueling emissions
from LDGVs and LDGTs, or from HDGVs, is not between 0 and 100
percent. See Table 2.2-4 and section 2.2.7.
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M 100 *** Error: out of bounds
for I/M Program waiver rate 00 to 50%)
This message is printed if the values specified for either
waiver rate for I/M programs on the I/M program descriptive
record is not between 0 and 50 percent inclusive. See Table
2.2-2 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 of IFREQ specified on
the I/M program descriptive record is not l or 2. See Table
2.2-2 and sections 2.2.5 and 2A.1.8.
M 102 Warning: High altitude I/M scenario requires user to
supply high altitude values for Tech 1&2 I/M credits arrays
This message is printed if the user specifies high-altitude
as the region for which emission factors are to be calculated and
also specifies that an I/M program is to be assumed. The I/M
credits contained in the MOBILE4 code are applicable only to
low-altitude regions. The MOBILE4.1 tape and diskette include
standard high-altitude region I/M credit matrices, which must be
read in on logical I/O unit 3.
M 103 *** Error: out of bounds for type of ATP
program [1 (centralized) or 2 (decentralized)]
This message is printed if the value of the ATPPGM flag on
the ATP descriptive record, indicating the type of ATP to be
modeled, is not 1 or 2. See Table 2.2-3 and sections 2.2.6 and
2A.1.8.
M 104 *** Error: out of bounds for frequency of
ATP inspection [1 (annual) or 2 (biennial)]
This message is printed if the value of the ATPFQT flag on
the ATP descriptive record, indicating the freguency of
inspection in the ATP to be modeled, is not 1 or 2. See Table
2.2-3 and sections 2.2.6 and 2A.1.8.
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M 105 *** Error: < Value of CRATP> 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 2.2-3 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
DISTYP flags on the ATP decriptive record, indicating whether or
not each of eight possible inspections is performed, is not 1 or
2.
See Table 2.2-3 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 2.2-3.
M 108 Warning; The ATP compliance rate of is
not equal to the I/M compliance rate of
This message is printed if the specified ATP compliance rate
is not equal to the specified I/M compliance rate. The program
will continue execution, but since such programs are generally
run in conjunction in a given area, the compliance rates
generally should be equal for both programs. See sections 2.2.5.
M 109 Warning: The ATP inspection frequency is and the I/M inspection frequency is
This message is printed if the ATP inspection frequency is
not equal to the specified I/M inspection frequency. The program
will continue execution, but since such programs are generally
run in conjunction in a given area, the frequency of inspection
generally should be the same for both programs. See sections
2.2.5, 2.2.6, and 2A.1.8.
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M 110 Warning: The ATP inspection type is ,
the I/M inspection type is
This message is printed if the specified ATP program type
(i.e., centralized or decentralized) is not the same as the
specified I/M program type. The program will continue execution,
but since such programs are generally run in conjunction in a
given area, the program type generally should be the same for
both programs. See sections 2.2.5, 2.2.6, 2A.1.12, and 2A.1.13.
M 111 *** Error: is < min
daily temp or > 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. Recompile and attempt the run again.
M 112 Warning: Purge/pressure entry (HCFLAG = 5) is for EPA
in-house use only. There is no user application of this feature
which would be acceptable for submission to EPA
M 113 Warning: MPD/TPD entry (HCFLAG = 6) is for EPA in-house
use only. There is no user application of this feature which
would be acceptable for submission to EPA
M 114 Warning: IPRGYR must be >_ IM24YR in IM240 program
M 115 Warning: The alternate I/M credits necessary for
determining the benefit of the IM240 test have not been provided
M 116 Warning: The I/M stringency input must be adjusted to
account for the benefit of the IM240 test for model years prior
to 1981
Messages 112 through 116 are generated by inappropriate
input data being used in conjunction with features of MOBILE4.1
intended for use by EPA only. These features are not fully
implemented and users should not attempt to model emission
factors using these features.
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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 2.2.16.
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
2.3.10.
M 119 Warning: Zero tampering is for EPA in-house use only.
There is no user application of this feature that would be
acceptable for submission to EPA
This message is generated in conjunction with use of a
feature of MOBILE4.1 intended for use by EPA only. Users should
not attempt to model emission factors using this feature.
M 120 Warning: MOBILE4.1 does not model most 1993 and later
Clean Air Act requirements; emission factors for CY 1993 and
later are affected
This message is printed whenever MOBILE4.1 is used to
calculate emission factors for calendar years 1993 or later.
M 121 *** Error: ATP program including evaporative control
system inspection MUST also include gas cap inspection
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 2.2-3.
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3.3 FORMATTED REPORT OUTPUT
There are five different types of formatted report output.
The user specifies which of the five is to be generated through
assignment of a value to the OUTFMT flag in the Control section
(section 2.1.15). If OUTFMT = l or 2, MOBILE4.1 generates a
formatted data set suitable for use as an input file for
subsequent computer analysis ("numeric" output). 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.
3.3.1 221-Column Numeric Format (OUTFMT = 1)
If OUTFMT = 1, the longest numeric format report is
generated. It consists of four heading records, which provide
minimal column descriptions, followed by one to ten records per
scenario evaluated. The number of records produced for each
scenario is determined by the values assigned to the PRTFLG,
IDLFLG, and HCFLAG flags in the Control section (see section 2.1).
Each record of this output format consists 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.) Example 1 in Chapter 5
illustrates this output format. The subject columns and the
value(s) shown in each are described below:
One other item to note with respect to the numeric output
formatted report options is the "carriage control" characters
used to control the placement of records. FORTRAN incorporates a
character in column 1 of each output record which is used to
indicate carriage control (such as "start new page,"
"double-space before printing next record," and similar
instructions). If OUTFMT = l or 2 and the formatted report is
directed to a line file, the first character space is reserved
for this carriage control character. Thus, all of the columns
that follow in each record are shifted one character space to the
right:
Format Content
IX (carriage control character)
II (Column 1: Region)
IX,12 (Column 2: CY of evaluation), etc.
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The total record length is then 221 columns (OUTFMT = 1) or 140
columns (OUTFMT = 2).
If the numeric output formatted report is directed to a
printer, such as was done in generating Examples 1 and 2 in
section 5.1.1, the instructions provided by the carriage control
characters are executed, but the characters are not printed and
no space is reserved for them on the hard copy. Thus, the format
of the printed version of OUTFMT = 1 or 2 reports does not begin
with IX (carriage control character), and the total length of
each record is 220 columns (OUTFMT = 1) or 139 columns (OUTFMT =
2).
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).
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. 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. 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, LDGTl, 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 and speed = 19.6 mph, 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. 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: If TEMFLG = 1, the temperature(s)
calculated by MOBILE4 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
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TEMFLG = 2, the input ambient temperature 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. 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, 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. The column is 7 characters wide
(format F7.0). The column heading 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)]. This column contains values on all exhaust
emission factor records, but is blank for the component HC
emission factor records.
Column 16: Pollutant. The column is two characters wide
(format IX, Al). The column heading is "Pol" printed vertically.
The values and their corresponding identification of pollutants
are:
Value Pollutant Value
1 Total HC X
2 Exhaust CO V
3 Exhaust NOx
4 Idle HC R
5 Idle CO T
6 Idle NOx S
Pollutant
Exhaust HC
Evaporative HC
(includes crankcase)
Refueling HC
Running loss HC
Resting loss HC
Columns 17-26: Composite Emission Factors. 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 in order
by: "LDGV," "LDGT2," "LDGT," "HDGV, " "LDDV, " "LDDT," "HDDV, "
"MC," and "All Veh" . 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 l (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),
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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. 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. This column contains
values on all exhaust emission factor records, but is blank for
the component HC emission factor records.
Column 35: Scenario Title. The column is 17 characters
wide (format 1X,4A4). The heading is "Scenario Title." The
value is the echo of the scenario title input as part of the
Local Area Parameter record. See sections 2.2.8 and 2.2.9 and
Table 2.2-5.
3.3.2 140-Column Numeric Format (OUTFMT = 2)
If OUTFMT =2, a somewhat shorter numeric format report is
generated. As in the case of the longer numeric format report,
it consists of four heading records providing minimal column
descriptions, followed by one to ten records per scenario
evaluated. The number of records produced for each scenario is
determined by the values assigned to the PRTFLG, IDLFLG, and
HCFLAG flags in the Control section.
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.) Example 2 in Chapter 5
illustrates this output format. Note that this output will be
truncated after a maximum of 132 columns if printed in landscape
format on standard 8.5x11 inch paper unless wrapped around. See
the discussion of carriage control characters provided in section
3.1.1, which is also applicable in this case. 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).
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 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 (exhaust, evaporative, refueling, running
loss, and resting loss).
Column 3: Ambient Temperature. The column is five
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: If TEMFLG = 1, the temperature(s)
calculated by MOBILE4 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 lines. If
TEMFLG = 2, the input ambient temperature 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 PCC, 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 IX,Al). The column heading is "Pol" printed vertically.
The values and their corresponding identification of pollutants
are:
Value Pollutant Value Pollutant
1 Total HC X Exhaust HC
2 Exhaust CO V Evaporative HC
3 Exhaust NOX (includes crankcase)
4 Idle HC R Refueling HC
5 Idle CO T Running loss HC
6 Idle NOx S Resting loss HC
Columns 8-17: Composite Emission Factors. 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 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
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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 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 six
characters wide (format 8F6.3). 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. This column contains values on all exhaust
emission factor records, but is blank for the component HC
emission factor records.
3.3.3 112-Column Descriptive Format (OUTFMT = 3)
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.
Each possible component of this output format is briefly
described below. Example 3 in Chapter 5 is an illustration of
this type of output.
The first line of the report is the project title input by
the user (section 2.1.1). This is followed by a blank line, then
by the following optional information if applicable:
If the output units have not been reassigned (section 2.1.2),
then any diagnostic messages generated will follow the project
title.
If an I/M program is to be modeled (IMFLAG = 2), a block
echoing the descriptive information on the I/M program will be
printed. This block consists of 16 lines. For example:
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I/M program selected:
Start year (January 1): 1981
Pre-1981 MYR stringency rate: 20%
First model year covered: 1965
Last model year covered: 2020
Waiver rate (pre-1981); 10.%
Waiver rate (1981 and newer): 10.%
Compliance rate: 80.%
Inspection type: Centralized
Inspection frequency: Annual
Vehicle types covered: LDGV - Yes
LDGT1 - Yes
LDGT2 - Yes
HDGV - No
1981 & later MYR test type: Idle
If the user has supplied alternate I/M credits, then a
message indicating this can be printed following this block.
This message must be provided in the alternate I/M credit file to
be read from logical I/O unit 4.
If the user has selected modeling of the effects of an
anti-tampering program (ATP), the program description is echoed.
This block consists of 19 lines. For example:
Anti-tampering program selected:
Start year (January 1): 1981
First model year covered: 1970
Last model year covered: 2020
Vehicle types covered: LDGV
Type: Centralized
Frequency: Annual
Compliance Rate:90.0%
Air pump system disablements: Yes
Catalyst removals:Yes
Fuel inlet restrictor disablements: Yes
Tailpipe lead deposit test: No
EGR disablements: Yes
Evaporative system disablements: Yes
PCV system disablements: Yes
Missing gas caps: No
If both I/M and anti-tampering programs are selected, the
I/M block precedes the ATP block in the output.
If alternate basic emission rates are modeled (NEWFLG =2),
message M59 (see section 3.2.2) will be printed, followed by a
table summarizing the changes made to the BERs. For example:
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Emission Factor Modification Profile
Equation Reg Veh Pol First MY Last MY Base PR 50K PR Altered
1 212 1980 1986 30.05 3.01 3.44 Yes
If one 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. If NMHFLG = l: "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".
The above information is followed by a series of scenario
output blocks, separated for each scenario by solid lines. Each
of these blocks has the same format and structure.
After the line indicating the start of a scenario output
block, the following one-line messages are printed if applicable
to that scenario:
If TAMFLG =2:
"User supplied tampering and misfueling rates"
If MYMRFG = 2:
"User supplied mileage accrual distributions"
If MYMRFG =3:
"User supplied vehicle registration distributions"
If MYMRFG =4:
"User supplied mileage accrual distributions, vehicle
registration distributions"
These messages are followed by two lines describing the
scenario being modeled. The first line includes the calendar
year of evaluation, whether or not an I/M program is modeled, the
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ambient temperatures used to correct exhaust HC, CO, and NOx
emissions, and the region (low- or high-altitude). The second
line includes whether or not an ATP is modeled, the operating
mode fractions, and the altitude (500 ft for low-altitude and
5500 ft for high-altitude). Each of these is clearly labeled.
The three ambient temperatures apply in order to HC, CO, and NOx.
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.)
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 are to be printed
(HCFLAG) . If all eight lines appear, they are in the following
order:
Label Content
Total HC: Total or Non-methane HC emission factor
(EF), including all components (whether
or not they are listed individually)
Exhaust HC: Exhaust HC component EF
Evaporative HC: Evaporative HC component EF
(includes crankcase emissions)
Refuel L HC: Refueling loss HC component EF
Running L HC: Running loss HC component EF
Rsting L HC: Resting loss HC component EF
Exhaust CO: Exhaust CO EF
Exhaust NOx: Exhaust NOx EF
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Unless the idle emission factors have been requested, this
completes the block for an individual scenario. If IDLFLG = 2,
indicating that idle emission factors are to be printed, the
following identifying line is printed: "Hot Stabilized Idle
Emission Factors (Gm/Hr)". This is followed by one to three
additional lines, depending on the pollutants to be listed.
These lines are labeled "Idle HC:", "Idle CO:", and "Idle NOx:".
If the expanded evaporative output is selected, then the
last block of output will contain the detailed evaporative HC
emission factors by source, in units appropriate for each. This
option is accessed by setting the HCFLAG in the Control Data
section of the input to "3." The standard OUTFMT = 3 output
discussed above is printed first, followed by the expanded
evaporative emission factor output.
The identifying line "Evaporative Emissions by Component" is
printed first, with the following additional information on the
first two lines: Weathered RVP, Hot Soak Temp, Running Loss
Temp, and units (Hot Soak: g/trip, Diurnals & Multiples: g,
Refueling: g/gal, Running Loss: g/hr, Crankcase: g/mi). 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, Diurnal, Multiple, Refueling, Running Loss, and
Crankcase. 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.
3.3.4 80-Column Descriptive Format (OUTFMT = 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 8.5 x 11 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. Example 4 in Chapter 5 is an illustration of
this type of output.
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. Refer to Example 4 in
section 5.1.1 and the descriptions provided above.
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3.3.5 By Model Year Output
The last form of formatted output report available through
MOBILE4.1 is the by model year option. 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 2.2.16.
These tables (one table per vehicle type selected, per
scenario) contain the following information:
First, the title of the MOBILE4.1 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 (January 1, CY, where CY is the calendar year
of evaluation entered by the user) . The rest of 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",
"TF", 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 travelled (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 for "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.
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"BEF4" contains the average exhaust emission factor (g/mi)
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
offset, inspection/maintenance program reduction, and open-loop
technology. The column headed "Tamper" shows the tampering
offset (emission factor increase due to tampering), also
corrected for temperature, RVP, operating mode, and (if
applicable) open-loop technology. The tampering offsets are only
produced for vehicle types subject to tampering (LDGVs, LDGTs,
and HDGVs).
The column headed "SALHCF" is the value of the combined
correction factors for average speed and "optional" corrections
(air conditioning use, extra loading, trailer towing, and NOx
humidity correction). If none of the optional correction factors
are used, then SALHCF is simply the speed correction factor.
For CO and NOx, the last column labeled "FER" is then the
average contribution to the exhaust emission factor for vehicles
of model year MY in calendar year CY. 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 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, diurnals, multiple diurnals, 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 II 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]+(Evapor+Refuel+Runnin+Restin)> * TF
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
MOBILE4.1 IMPLEMENTATION
4.0 INTRODUCTI ON
This chapter contains information on the MOBILE4.1 program
diskettes and tapes, and other information that may be useful to
users interested in the computer resource requirements of
MOBILE4.1, to users implementing MOBILE4.1 on their own computer
systems, and to users who are considering making software
changes. It also contains instructions on how to port the
mainframe version of the code to personal computers (Macintosh,
and IBM-style computers, such as PC-AT, PS-2, or clones).
4.1 MOBILE4.1 TAPE
The MOBILE4.1 tape released by EPA contains four files. The
first file is the MOBILE4.1 source code in mixed-case lettering
(upper and lower). The second file is exactly the same as the
first file, except it is an uppercase-only lettering version.
This second file has been provided in the event some systems have
difficulty with lowercase characters. The mixed-case version is
more easily read than the all-uppercase version.
The third file is a copy of the input files used to generate
the User's Guide examples of Chapter 5, in uppercase. These
examples can be used to verify that MOBILE4.1 is operating
properly when installed on a new system.
The fourth file on the tape is set of standard parameter
inspection and maintenance (I/M) program credits applicable to
high-altitude areas. The I/M credits stored in the MOBILE4.1
code are applicable only to low-altitude areas. This file has
the same structure as is used for the credits contained in the
code, but for high-altitude areas. See section 2.2.5 and
Appendix 2A.
Other characteristics of the MOBILE4.1 tape are presented in
Table 4.1-1.
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Table 4.l-i
MOBILE4.1 Tape Characteristics
Density: 1600 bpi Character Set: EBCDIC
Blocking: 3500 Total Length: 504.11 feet
Record Length: 140 Unlabeled
File Number of Block Tape Length
Number Description Records Count (Feet)
1 MOBILE4.1 Source Code 26,233 1050 248.62
(Mixed-case letters)
2 MOBILE4.1 Source Code 26,233 1050 248.62
(Uppercase)
3 Input Files for User's 240 10 2.64
Guide Examples
4 I/M Credit Matrices 406 17 4.23
(for high-altitude areas)
4.2 PROGRAM STORAGE REQUIREMENTS
The wide variety of computers and system configurations in
use prohibits a precise statement of main storage requirements on
each system. Nevertheless, the following should be
representative of the requirements of MOBILE4.1 on most systems.
Kilobytes 32-bit memory words
Source Code 1108 283,648
Object Code 928 237,568
The standard convention of 1 kilobyte = 1024 bytes is used.
The values were obtained from the implementation of MOBILE4.1 on
the Michigan Terminal System at Wayne State University, based on
an Amdahl 5890-180E computer.
4.3 PROGRAM EXECUTION TIME
MOBILE4.1 requires slightly more time to process scenario
records than did MOBILE4. This was expected due to the extensive
revisions made to the program, including the additions of new
subroutines, the increased complexity of many of the
computational algorithms used, and the added provisions for the
user to supply additional types of input data. Since relatively
few model users operate in a time-sharing environment, statistics
on execution time and comparisons to MOBILE4 are not presented
here.
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4.4 DEVIATIONS FROM FORTRAN STANDARD ANSI X3.9-1978
MOBILE4.1 is based on the FORTRAN language standard ANSI
X3.9-1978 published by the American National Standards
Institute. No incompatibilities are known to exist between the
MOBILE4.1 code and that standard.
4.5 TYPICAL JOB STRUCTURE
Since job control language (JCL) is highly system-dependent,
this manual does not provide detailed examples. The general
requirements for running a job are outlined here. Most users
should have little difficulty implementing JCL to perform similar
functions.
The simplest job structure for most systems is shown below:
JCL to sign on the computer system
JCL to compile MOBILE4.1 FORTRAN source code
(MOBILE4.1 FORTRAN source code)
JCL to assign MOBILE4.1 I/O, catalog (link edit), and run
MOBILE4.1
(MOBILE4.1 input data)
MOBILE4.1 uses I/O device numbers stored in common IOUCOM.
MOBILE4.1 I/O device assignments are:
4 = user-supplied inspection/maintenance (I/M) credits (IOUIMD)
5 = general input data (IOUGEN)
6 = formatted reports (IOUREP)
6 = diagnostic messages (IOUERR)
6 = input prompting messages (IOUASK)
Users can change these device numbers by modifying source
code data statements initalizing common IOUCOM in Block Data
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Subprogram 16. Output devices only can also be changed by
assigning replacement numbers to IOUNEW on line 1 of the Control
data section, as discussed in section 2.1.2.
The job structure illustrated above does not read user-
supplied I/M credits. Users can read I/M credits by entering the
data from another I/O device, such as a disk file or magnetic
tape. Alternately, users can merge the credits or rates with
other input and change the I/M logical I/O device number from 4
to 5 by revising BLOCK DATA Subprogram 16:
Change DATA IOUIMD,IOUGEN,IOUERR,IOUASK/4,5,6,2*9/
to DATA IOUIMD,IOUGEN,IOUERR,IOUASK/5,5,6,2*9/.
Another useful change (especially for OUTFMT = 1 or 2) might
alter IOUREP from 6 to some other unused unit number via IOUNEW.
Again, see section 2.1.2.
4.6 INSTALLATION AND EXECUTION OF
MOBILE4.1 ON PERSONAL COMPUTER SYSTEMS
4.6.1 Introduction
Due to the increased utilization of personal computers (PCs)
by many parties involved in emission factor modeling and air
quality planning functions, EPA has developed MOBILE4.1 to be
compatible to the greatest extent possible with the two most
commonly used PC systems: Apple Macintosh and IBM PC-AT and PS-2
(and their clones). However, since the development of the
program was performed entirely on mainframe time-sharing systems,
some differences exist between the MOBILE4.1 program as developed
and discussed in this User's Guide, and the program in a form
that can be executed on PC systems. This section provides
instructions for downloading the mainframe version of MOBILE4.1
(e.g., from MTS -at Wayne State or from NCC) to the PCs mentioned,
outlines the code changes reguired for the personal computer
environment, and provides installation instructions for the use
of diskettes obtained through EPA or NTIS.
4.6.2 Downloading the Mainframe Version of MOBILE4.1 to
an Apple Macintosh or IBM-Style Desktop Computer
Due to the system dependency of some steps, these
instructions may not cover every situation encountered in
downloading MOBILE4.1. Users attempting this operation and
encountering difficulties may contact EPA for assistance.
The directions provided in this section assume that the
Macintosh being used has 1024K bytes of free memory (2048K is
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recommended), a hard-disk drive, and ABSOFT Corporation's
MacFORTRAN or MacFORTRAN/020 compiler. The assumptions made with
respect to IBM-style computers are that 640K memory is available
and that the LAHEY FORTRAN F77L compiler is present.
The first operation necessary is to port the MOBILE4.1
source code to the Macintosh or IBM-style unit. To accomplish
this transfer, an error-checking protocol (such as KERMIT) should
be used. The MOBILE4.1 code should be transmitted so that an
ASCII text file, with no hidden characters (such as tabs), is
created.
Once transferred, the code must be modified slightly to
accommodate the Macintosh or IBM-style FORTRAN environment.
These required modifications include file opening statements and
screen/keyboard connections:
1. This instruction applicable to both types of computer.
Insert the following lines controlling file I/O just
before the statement INERR=0 in the MOBILE4.1 MAIN
program section:
OPEN(5,FILE='M4INPUT',STATUS='OLD')
OPEN(6,FILE='M40UTPUT',STATUS='NEW')
File names other that "M4INPUT" and "M40UTPUT" may be
used. If so, the names used should be substituted for
"M4INPUT" and "M40UTPUT" in reading the remainder of
this section.
2. This instruction applicable to both types of computer.
If alternate I/M credits are also to be read in (see
section 2.2.5), then insert the following line
immediately after the comment statement "User supplies
alternate FTP I/M credits":
OPEN(4,FILE='M4IMC',STATUS='OLD')
A file name other that "M4IMC" may be used. If so, the
name used should be substituted for "M4IMC" in reading
the remainder of this section.
3. Finally, alter the initialization line for screen/
keyboard I/O in SUBROUTINE GETIOU. This line
currently reads:
DATA IOUDEF/6,6,6/
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This line should be altered to read:
For Macintosh: DATA IOUDEF/6,6,9/
For IBM-style computers: DATA IOUDEF/6,6,0/
If the user also wishes to have diagnostic (error and
warning) messages appear on the computer screen, rather
than being listed in the formatted output file, these
lines should be altered to read:
For Macintosh: DATA IOUDEF/6,9,9/
For IBM-style computers: DATA IOUDEF/6,0,0/
These changes direct MOBILE4.1 to always read the program
input from a file called M4INPUT and to always write the program
output to a file called M40UTPUT. If the alternate I/M credit
data modification was made, then the alternate credits will
always be read from a file called M4IMC. These changes direct
all prompting (last digit change) and/or diagnostic (middle digit
change) messages to the screen (logical I/O device unit 9 for
Macintosh, unit 0 for IBM-style machines).
After these changes have been made, invoke the compiler. If
your unit has a math coprocessor, select it using the OPTIONS
menu (Macintosh) or by using the /E Lahey compiler option (IBM).
When the compilation has been completed, the heap space for
the resulting MOBILE4.1 application must be adjusted. To do this
on a Macintosh, select the MOBILE4.1 application icon, then
select the GET INFO option from the Macintosh Finder's file menu
(not the compiler's menu). Note the application size value in
the lower right portion of the window. If it is less than 1024K,
increase it to 1024K. No such adjustment is required for
IBM-style computers. However, due to the size of MOBILE4.1, only
DOS should reside in the 640K memory of the computer. The
MOBILE4.1 application is now ready for use.
Before running the program, place the MOBILE4.1 input data
in a file called M4INPUT. Next, check to be sure that the
M40UTPUT file is empty. (If M40UTPUT contains data or
information you wish to save, simply rename it so that it is not
overwritten by the results of the pending MOBILE4.1 run.) To
execute on Macintosh, launch the MOBILE4.1 application by
double-clicking its icon. To execute on IBM-style, type
"MOBILE41" at the DOS prompt. See section 4.6.3.
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4.6.3 Installing and Executing MOBILE4.1 on Desktop Computers
These instructions are to be followed in loading the program
from diskettes supplied by EPA or obtained through NTIS. With
minor exceptions, they can also be followed by those running
MOBILE4.1 as downloaded from a mainframe computer (as described
in the preceding section).
Note: These instructions are nearly identical for both
types of computer. Differences are noted when applicable. For
IBM-style machines, DOS commands that the user types in are in
boldface. Messages generated by the computer are in quotation
marks.
1. In order to load the contents of the MOBILE4. l diskette(s),
you must have 2.4 MB (2.4 megabytes) of available disk
space. Additionally, for IBM-style computers, memory of
640 KB RAM is required for program operating space. In most
cases, this means that no other resident software (e.g.,
TOPS) can be present; only DOS should be loaded unless
adequate memory is available.
2. After the contents of the diskette(s) have been copied into
your computer, they must be decompressed. This is
accomplished by typing M41 (IBM-style machines), or by
double-clicking on the M41.CPT icon (Macintosh).
The following files will then reside in the MOBILE41
directory on an IBM-style computer:
File Name
MOBILE41.FOR
MOBILE41.EXE
COMPILE.BAT
IMCHI.DAT
EXINx.TXT
EXOUTx.TXT
Contents
Complete FORTRAN source code
(including comments)
Executable (object) code
LAHEY FORTRAN compiler instructions
Alternate high-altitude I/M credits file
User Guide example input files
(x = 1, 2, ..., 7)
User Guide example output files
(X = 1, 2, ..., 7)
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On a Macintosh, the following files will be available in the
MOBILE4.1 folder:
Name
Mobile4.1.FOR
Read Me M41.FOR
Mobile4.1
Read Me
Mobile4.1/020
Read Me /020
f77.rl
mSl.rl
IMCHI.DAT
M41 Examples
Contents
Complete FORTRAN source code
(including comments)
Read file concerning the source code file
Executable (object) code
Read file concerning the Mobile4.l
object code file
Executable (object) code, for use with a
math co-processor (faster execution times)
Read file concerning the Mobile4.1/020
object code file
Library file required for use of Mobile4.1
and Mobile4.1/020
Library file required for use of
Mobile4.1/020
Alternate high-altitude I/M credit file
Folder containing seven example input and
output files (EXIN.TXT and
EXOUT.TXT, x = 1, 2, ...,7)
It is recommended that the files f77.rl and m81.rl be
relocated from the MOBILE4.1 folder to the system folder on
your hard disk. They must be present for the object code to
run properly.
In order to execute a MOBILE4 . 1 run:
On a Macintosh, launch the MOBILE4.1 application by double-
clicking the icon (Mobile4.1 or Mobile4 . 1/020) .
On an IBM-style machine, when prompted by DOS ("C:>" or
similar), type
MOB I LE41
and return.
If enough memory is available for the program to operate,
the program will respond:
"Interactive input mode (Y/N)?"
If you wish to enter the input data in an interactive mode,
type "yes" or
and return, then follow steps 9-15. If
you have the input data in a file (recommended), type "no"
or "N" and return, then follow steps 5-8.
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Steps 5-8: Not using interactive data entry:
5. The program will respond with:
*********** MOBILE4.1 DRIVER **********"
"Enter number of MOBILE4.1 calls:"
Type in the number of MOBILE4 . 1 runs that you intend to
execute, then return. Allowable values are l to 999. Each
run can consist of any number of scenarios.
6. The program will respond:
"Please enter the MOBILE4.1 input filename:"
For IBM-style machines, respond with any valid DOS file name
[ 1 to 8 characters (file name), followed by optional period
and 1 to 3 characters (file name extension); for example,
M4INPUT.A], then return. For Macintosh, respond with any
valid file name. The input data does not have to be in a
file called M4INPUT. The file can contain up to 999
complete MOBILE4.1 input data files. If more than one input
data set is in the file, the data sets must be separated by
a line of zeroes:
0000000000000000000000000000000000000000000000000000000000000
7. The program will respond:
"Please enter the MOBILE4 . 1 output filename:"
Respond with any valid file name (any valid DOS file name
for IBM-style machines), then return. The output does not
have to be directed to a file named M40UTPUT. The file
named must not exist prior to the execution of this
MOBILE4.1 run. MOBILE4.1 will create, open, name, and write
to this file in executing. No appending to existing files
is permitted.
8. The program will then execute. No messages will be
generated until execution is completed. Depending on the
number of scenarios and the speed of the computer, this may
take 30 seconds or longer. The program will signal
completion of the run by issuing this message:
"Run # INERR = "
"DRIVER calls completed."
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where = the number of the run (entered at step 5), and
= the number of errors detected in the input data set.
Error messages will be in the file named to receive the
output in step 7. If x _> 1, the program may not have
generated the desired emission factors. See Chapter 3 for
discussion of error messages.
Steps 9-15: Using interactive mode of data entry:
9. The program will respond with:
*********** MOBILE4.1 DRIVER **********"
"Enter number of MOBILE4.1 calls:"
Type in the number of MOBILE4.1 runs that you intend to
execute, then return. Allowable values are 1 to 999. Each
run can consist of any number of scenarios.
10. The program will respond:
"Please enter the MOBILE4.1 output filename:"
Respond with any valid file name (any valid DOS file name
for IBM-style machines), then return. The output data does
not have to go to a file named M40UTPUT. The file named
must not exist prior to the execution of this MOBILE4.1
run. MOBILE4.1 will create, open, name, and write to this
file in execution. No appending to existing files is
permitted.
11. The program then will expect you to enter the value of the
PROMPT flag (see section 2.1.1). You will not be prompted
for this value; you should enter either "2" or "4," then
return. (The value of PROMPT must be either 2 or 4, as you
have chosen interactive data entry.)
12. Whether "2" (vertical data entry) or "4" (horizontal data
entry) is chosen for PROMPT, the program may respond with
which serves as a FORTRAN control character, or the program
may "jump" to a new screen. The reaction to the control
character is system-dependant.
13. The program will then prompt you for the remaining input.
(Prompting messages are discussed in section 3.1.) Enter
the appropriate input data in response to each prompt then
return.
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14. After you have entered all of the Scenario section input
data, the program will respond by prompting for the first
record of the next scenario (calendar year, region, etc.).
Enter a zero ("0") to indicate that you have finished
entering new data.
15. The program will then execute. No messages will be
generated until execution is completed. Depending on the
number of scenarios and the speed of the computer, this may
take 30 seconds or longer. The program will signal
completion of the run by issuing this message:
"Run tt INERR = "
"DRIVER calls completed."
where = the number of the run (entered at step 5), and
= the number of errors detected in the input data set.
Error messages will be in the file named to receive the
output in step 10. If x >_ 1, the program may not have
generated the desired emission factors. See Chapter 3 for
discussion of error messages.
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4.7 MOBILE4.1 ON THE NCC SYSTEM
For those users with access to the National Computing Center
(NCC), MOBILE4.1 has been installed there. This is the mainframe
version of the program, and is operated as described through the
rest of this document. File names and contents are given below:
File Name
KADSAME.M4KM41)
KADSAME.LOAD(M41)
KADSAME.M41(EXUG)
KADSAME.M4B(IMCHI)
Contents
MOBILE4.1 Source code
MOBILE4.1 Object code
MOBILE4.1 Example runs (I/O files)
High-altitude area I/M credits
4.8 MOBILE4.1 ON THE MTS SYSTEM
For those users with access to the Michigan Terminal System
(MTS), MOBILE4.l can be accessed there. This is the mainframe
version of the program, and is operated as described through the
rest of this document. File names and contents are given below:
File Name
SFUT : M4 .
SFUT:M4.
SFUT : M4 .
SFUT:M4.
SFUT : M4 .
SFUT : M4 .
l.S
l.L
l.C
1 . D-UG
1 . R-UG
l.D-HI
Contents
MOBILE4.1 Source code
MOBILE4.1 Object code
Command file to run the model
Input file for example.runs
Output file for example runs
High-altitude area I/M credits
4.9 PROGRAM UPDATE INFORMATION
EPA expects MOBILE4.1 to undergo future revision to correct
possible errors, improve program performance, and incorporate
changes in the methodology. Users who wish to submit changes or
corrections can mail these to the EPA Motor Vehicle Emission
Laboratory in Ann Arbor, at the address given at the end of this
section.
A list of program errors and User's Guide corrections will
be compiled, if necessary, and distributed to EPA Regional
Offices. EPA does not currently intend to support a user mailing
list for automatic distribution of these corrections. Users
should contact their Regional Offices from time to time. Users
who wish to do so may submit the following Update Request form.
In the event a complete mailing list is assembled, they will be
included and sent any published changes to MOBILE4.1.
07/91
-------
4-13
MOBILE4.1 UPDATE REQUEST
Mail to: MOBILE4.1 Emission Factor Project
U.S. EPA Motor Vehicle Emission Laboratory
Emission Control Technology Division
Test and Evaluation Branch
2565 Plymouth Road
Ann Arbor, Michigan 48105
Name and Address of User:
CITY STATE
ZIP
Name(s) and telephone number(s) of individual(s) we may need to
reach to respond to questions:
MOB ILE4.1
07/91
-------
4-13
MOBILE4.1 UPDATE REQUEST
Mail to: MOBILE4.1 Emission Factor Project
U.S. EPA Motor Vehicle Emission Laboratory
Emission Control Technology Division
Test and Evaluation Branch
2565 Plymouth Road
Ann Arbor, Michigan 48105
Name and Address of User:
CITY STATE
ZIP
Name(s) and telephone number(s) of individual(s) we may need to
reach to respond to questions:
MOB ILE4.1
07/91
-------
Chapter 5
MOBILE4.1 EXAMPLES
5.0 INTRODUCTI ON
Seven examples are provided to illustrate various aspects of
MOBILE4.1. The user is encouraged to try two or more of these
examples to ensure that the model as compiled is running properly.
5.1 EXAMPLES
The MOBILE4.1 examples are summarized in Table 5.1-1.
Table 5.1-1
Summary Description of MOBILE4.1 Examples
Example
1-5
1
2
3
4
5
Title
Output choices
Replacement
Of MOBILE4.1
data
Anti-tampering
program
Content
Emission rates evaluated on January 1
of 1980, 1988, 1990 (1-4 only), and
2000 (1-4 only); onboard VRS for
light-duty gas vehicles and trucks
starting in MY 1989.
OUTFMT = 1 (221-column numeric)
OUTFMT = 2 (140-column numeric)
OUTFMT = 3 (112-column descriptive)
OUTFMT = 4 ( 80-column descriptive)
OUTFMT = 5 (by model year tables
plus 112-column output)
Emission rates evaluated on January 1
of 1980, 1988, 1990, and 2000;
user-supplied alternate
registration distributions and
annual mileage accumulation
rates by age.
Emission rates evaluated on January 1
of 1980, 1988, 1990, and 2000,
with an anti-tampering program
implemented January 1, 1984.
07/91
-------
5-2
5.1.1 Output Choices
Examples 1 through 5 illustrate the five choices of output
formats available from MOBILE4.1. Each of these examples models
emission factors for 1/1/80, 1/1/88, 1/1/90, and 1/1/00 using:
default tampering rates (TAMFLG=1)
one average speed for all vehicle types (SPDFLG=1)
default VMT mix (VMFLAG=1)
default registration distributions and annual mileage
accumulation rates (MYMRFG=1)
no new basic emission rate equations (NEWFLG=1)
no inspection/maintenance program (IMFLAG=1)
no additional correction factors for light-duty gas
vehicles and trucks (ALHFLG=l)
no anti-tamper ing program (ATPFLG=1)
refueling emissions (from LDGVs, LDGTls, LDGT2s
only) controlled by onboard VRS starting with
model year 1989 vehicles (RLFLAG=3)
local area parameter (LAP) record provided for
each scenario (LOCFLG=1)
MOBILE4.1 calculated temperatures for correction of
emission factors, based on user-supplied minimum
and maximum temperatures (TEMFLG=1)
emission factors for all pollutants (PRTFLG=4)
no idle emission factors (IDLFLG=1)
total hydrocarbon emission factors (NMHFLG=1)
separate listing of the components of HC emissions:
exhaust, evaporative, refueling, running loss,
and resting loss (HCFLAG=2)
FTP temperatures: 75°F (24°C), diurnal temperature
range 60° to 84°F (11° to 29°C)
FTP operating mode fractions: 20.6/27.3/20.6
Fuel volatility of 11.5 psi RVP for all years
(period 1 RVP = period 2 RVP)
The output from example 1 is shown on two pages; if this
output is directed to a file, each line is 220 columns wide.
Only the first two calendar years (1980 and 1988) are included
with Example 5 due to the length of the output produced. Each of
the five choices of formatted output report is discussed in
Chapter 3.
07/91
-------
5-3
Note that the calendar year 2000 emission factors are
preceded by a warning message regardless of the output format
chosen. Users may wish to reassign the logical I/O device for
messages to a different file than is designated to receive the
emission factors, particularly if one of the numeric output
options has been chosen and the results are to be used as input
for another program, in order to avoid the need for examining and
editing the output file. See section 2.1.2.
07/91
-------
1 PROMPT
MOBILE4.1 UG EXAMPLE
TAMFLG
SPDFLG
VMFLAG
MYMRFG
NEWFLG
IMFLAG
ALHFLG
ATPFLG
3 RLFLAG
1 LOCFLG -
1 TEMFLG -
1 OUTFMT -
4 PRTFLG
1 IDLFLG
1 NMHFLG
2 HCFLAG -
89 2221 IOBMY,
1 80 19.6 75.0 20.6
SAN FRANCISCO CA C
1 88 19.6 75.0 20.6
SAN FRANCISCO CA C
1 90 19.6 75.0 20.6
SAN FRANCISCO CA C
1 00 19.6 75.0 20.6
SAN FRANCISCO CA C
1: OUTFMT = 1 (LONG (220 COLUMN) NUMERIC OUTPUT FORMAT)
READ IN LOCAL AREA PARAMETERS AS 2ND REQ SC REC
CALCULATE EXHAUST TEMPERATURES
MOBILE4 210 COLUMN 3 DP NUMERIC OUTPUT FORMAT
PRINT HC COMPONENTS
IVOB
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
1ST REQ SC REC: IREJN.ICV.
LAP REC: SCNAME,RVPAST,TEMMIN
1ST REQ SC REC: IREJN.ICV
LAP REC: SCNAME,RVPAST,TEMMIN
1ST REQ SC REC: IREJN.ICY,
LAP REC: SCNAME,RVPAST.TEMMIN
1ST REQ SC REC: IREJN.ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
SPD(1),AMBT,PCCN,PCHC,PCCC
,TEMMAX,RVPBAS,RVPIUS,I USESY
SPD(1).AMBT.PCCN.PCHC.PCCC
,TEMMAX,RVPBAS,RVPIUS,I USESY
SPD(1).AMBT.PCCN.PCHC.PCCC
.TEMMAX.RVPBAS.RVPIUS,IUSESY
SPD(1).AMBT.PCCN.PCHC.PCCC
.TEMMAX.RVPBAS.RVPIUS. IUSESY
-------
MOBILE4.1 UG EXAMPLE 1: OUTFMT = 1 (LONG (220 COLUMN) NUMERIC OUTPUT FORMAT)
R
e
g
1
1
1
1
1
1
1
1
1
cv
80
80
80
88
88
88
90
90
90
Vehi c 1 e Speeds
19.
19.
19.
19.
19,
19,
19
19
19
6/19.
.6/19.
.6/19,
.6/19.
.6/19
.6/19
.6/19
.6/19
.6/19
.6/19.
.6/19.
.6/19.
.6/19.
.6/19.
.6/19.
.6/19.
.6/19.
.6/19.
6/19.
6/19.
.6/19.
6/19.
.6/19.
,6/19,
.6/19.
.6/19.
.6/19,
6/ 19. 6/
.6/19. 6/
.6/19. 6/
,6/ 19. 6/
.6/19. 6/
.6/19. 6/
.6/ 19. 6/
.6/19. 6/
.6/19. 6/
19
19
19
19
19
19
19
19
19
.6/19.
.6/19,
.6/19,
.6/19.
.6/19,
.6/19,
.6/19,
.6/19
.6/19,
,6/19.
.6/19.
.6/19.
.6/19.
.6/19,
.6/19,
.6/19,
.6/19
.6/19
6
.6
.6
.6
.6
.6
.6
.6
.6
Amb.
Tmp
78
78
78
78
78
78
78
78
78
Cold/Hot Start i
20,
20.
20,
20,
20,
20,
20
20
20
.6
.6
.6
.6
.6
.6
.6
.6
.6
27,
27
27
27
27
27
27
27
27
.3
.3
.3
.3
.3
.3
.3
.3
.3
20.
20,
20,
20.
20,
20,
20,
20
20,
.6
.6
.6
.6
.6
.6
.6
.6
.6
Alt.
in Ft .
500.
500.
500.
500.
500.
500.
500.
500.
500.
P
o
1
1
X
V
R
T
S
2
3
1
X
V
R
T
S
2
3
1
X
V
R
T
S
2
3
LDGV
8.
4.
2
0,
1 ,
0,
54,
3,
4
2
1
0
0
0
29
1
4
1
1
0
0
0
25
1
.394
.342
.438
.368
. 126
. 120
.957
.111
.684
.275
.247
.262
.784
.116
.070
.700
.087
.909
.097
.217
.752
.111
. 229
.439
LDGT1
9.
5.
2.
0.
1 .
0.
62,
3,
6
3,
1 ,
0,
0.
0,
40,
2
5
2
1
0
0,
0
34
1
,670
, 161
,842
.433
.131
. 103
.885
.257
. 166
.383
.571
.331
.780
.101
.562
. 145
.216
.867
.294
.274
.683
.097
.050
.892
LDGT2
16
7
6
0
2
0
82
4
8
4
2
0
1
0
47
2
7
3
2
0
0
0
40
2
.642
.844
.058
.440
. 199
. 102
.036
.682
.484
. 182
.823
.335
.044
.101
.979
.670
. 141
.564
.291
.281
.907
.098
.327
.277
Composite Emission Factors
LDGT HDGV LDDV LDDT
1 1
6
3
0
1
0
69
3
6,
3
1 ,
0,
0
0
43
2,
5,
3,
1 ,
0
0,
0,
36
2,
.979
.049
.907
.436
.485
. 102
.229
.729
.938
.649
.988
.332
.868
.101
.031
.320
.831
.090
.613
. 276
.755
.097
.056
.015
29,
14,
12,
0,
2,
0
226
7
18
6,
8
0,
1
0,
128,
5,
15
5
7,
0
1
0,
105,
5,
.666
.079
.288
.615
.521
. 163
.273
.387
. 129
.954
.602
.537
.890
. 147
.803
.963
. 208
.670
. 254
.525
.623
. 136
.695
.781
0,
0.
1 .
1 .
0.
0.
1 .
1 ,
0
0
1
1
.661
.661
.557
.514
,615
.615
.567
.565
.692
.692
.666
.633
0
0
2
1
0
0
1 ,
1
0
0
1
1 ,
.991
.991
. 134
.961
.794
.794
. 725
.769
.932
.932
.898
.866
M120 Warning: MOBILE4.1 does not model most 1993 and later Clean Air Act
requirements; Emission Factors for CY 1993 or later are affected.
1 0 19.6/19.6/19.6/19.6/19.6/19.6/19.6/19.6
19.6/19.6/19.6/19.6/19.6/19.6/19.6/19.6
19.6/19.6/19.6/19.6/19.6/19.6/19.6/19.6
78
78
78
20.6
20.6
20.6
27.3
27.3
27.3
20.6
20.6
20.6
500.
500.
500.
1
X
V
R
T
S
2
3
2. 741
1 .002
0.885
0.041
0.726
0.087
15.394
0.779
3.383
1 .738
0.874
0.070
0.617
0.084
18.908
1 .240
3.726
1 .855
1 .037
0.073
0.679
0.083
21.011
1 . 286
3.484
1 . 773
0.922
0.071
0.635
0.083
19.530
1 .254
9.032
2.882
4.458
0.488
1 . 108
0.095
44.891
4.662
0.629
0.629
1 .596
1 .367
0.924
0.924
1 .835
1 .681
-------
Vehi c1e Mix
HDDV MC All Veh LDGV LDGT1 LDGT2 HDGV LDDV LDDT HDDV MC Scenario Title
5.
5.
16
30
3
3
13
21
3
3
13
20
.483
.483
.236
.064
.405
.405
.951
.520
.031
.031
.296
.069
9.
6.
2.
0.
33.
0.
6,
3.
2.
0
22
0,
5.
2.
2,
0,
21 .
0.
,709
,979
.290
,440
,627
.470
.363
.069
.854
.440
.715
.800
,926
.572
.914
.440
.953
.821
9.
5,
2,
0,
1 ,
0,
60,
4,
5
2
1
0
0
0
34
3
4
2
1
0
0
0
29
3
.626
.070
.910
.364
. 167
.114
.699
. 745
.547
.822
.588
.263
.768
. 106
.312
.415
.816
.410
.369
.222
.714
. 102
.616
. 154
0.
0
0
0
0
0.
0,
0,
0
.688
.688
.688
.639
.639
.639
.628
.628
.628
0.
0.
0.
0.
0.
0.
0.
0.
0.
142
. 142
, 142
, 152
, 152
152
, 163
, 163
, 163
0,
0
0
0
0
0,
0,
0,
0
.070
.070
.070
.076
.076
.076
.077
.077
.077
0.
0
0
0
0
0,
0,
0,
0,
.031
.031
.031
.036
.036
.036
.037
.037
.037
0.
0,
0,
0,
0
0.
0.
0,
0,
.005
.005
.005
.013
.013
.013
.009
.009
.009
0.
0.
0.
0.
0.
0.
0.
0.
0.
,001
,001
,001
.003
.003
,003
,002
,002
,002
0
0
0
0
0
0
0,
0,
0,
.052
.052
.052
.072
.072
.072
.076
.076
.076
0,
0
0
0
0
0,
0,
0.
0,
.011
.011
.011
.009
.009
.009
.008
.008
.008
SAN
SAN
SAN
SAN
SAN
SAN
SAN
SAN
SAN
FRANCISCO
FRANCISCO
FRANCISCO
FRANCISCO
FRANCISCO
FRANCISCO
FRANCISCO
FRANCISCO
FRANCISCO
CA
CA
CA
CA
CA
CA
CA
CA
CA
Ul
I
2.209 5.479 3.141 0.589 0.191 0.080 0.038 0.002 0.002 0.092 0.007 SAN FRANCISCO CA
2.209 2.099 1.399
2.940 0.958
0.062
0.641
0.440 0.080
11.385 21.437 17.244 0.589 0.191 0.080 0.038 0.002 0.002 0.092 0.007 SAN FRANCISCO CA
9.697 0.830 1.880 0.589 0.191 0.080 0.038 0.002 0.002 0.092 0.007 SAN FRANCISCO CA
-------
1 PROMPT
MOBILE4.1 UG EXAMPLE
1 TAMFLG
1 SPDFLG
1 VMFLAG
1 MVMRFG
1 NEWFLG
1 IMFLAG
1 ALHFLG
1 ATPFLG
3 RLFLAG
1 LOCFLG -
1 TEMFLG -
2 OUTFMT
4 PRTFLG
1 IDLFLG
1 NMHFLG
2 HCFLAG -
89 2221 IOBMY,
1 80 19.6 75.0 20.6
SAN FRANCISCO CA C
1 88 19.6 75.0 20.6
SAN FRANCISCO CA C
1 90 19.6 75.0 20.6
SAN FRANCISCO CA C
1 00 19.6 75.0 20.6
SAN FRANCISCO CA C
2: OUTFMT = 2 (SHORT (139 COLUMN) NUMERIC OUTPUT FORMAT)
READ IN LOCAL AREA PARAMETERS AS 2ND REQ SC REC
CALCULATE EXHAUST TEMPERATURES
PRINT HC COMPONENTS
IVOB
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
1ST REQ SC REC: IREJN.ICY^
LAP REC: SCNAME,RVPAST.TEMMIN
1ST REQ SC REC: IREJN.ICV,
LAP REC: SCNAME,RVPAST,TEMMIN
1ST REQ SC REC: IREJN.ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
1ST REQ SC REC: IREJN.ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
SPD(1)
.TEMMAX
SPD(1)
.TEMMAX
SPD(1),
,TEMMAX
SPD(1),
.TEMMAX
AMBT,PCCN,PCHC,PCCC
,RVPBAS,RVPIUS,IUSESY
AMBT,PCCN.PCHC,PCCC
,RVPBAS,RVPIUS,IUSESY
AMBT,PCCN,PCHC,PCCC
.RVPBAS.RVPIUS,IUSESY
AMBT,PCCN,PCHC,PCCC
,RVPBAS.RVPIUS,IUSESY
-------
MOBILE4.1 UG EXAMPLE 2: OUTFMT = 2 (SHORT (139 COLUMN) NUMERIC OUTPUT FORMAT)
R
e
9
1
1
1
1
1
1
1
1
1
CY
80
80
80
88
88
88
90
90
90
Amb .
Tmp
78
78
78
78
78
78
78
78
78
Cold/Hot
20
20.
20.
20.
20.
20,
20,
20,
20,
.6
.6
.6
.6
.6
,6
.6
,6
,6
27
27
27
27
27
27.
27
27
27
Start
.3
.3
.3
.3
.3
.3
.3
.3
.3
20
20
20
20
20.
20
20
20
20,
.6
.6
.6
.6
.6
.6
.6
.6
.6
P
o
1
1
X
V
R
T
S
2
3
1
X
V
R
T
S
2
3
1
X
V
R
T
S
2
3
LDGV
8
4.
2
0.
1 .
0.
54.
3
4
2
1
0
0
0.
29.
1 .
4.
1 ,
1 .
0.
0.
0.
25,
1 .
.39
.34
.44
.37
. 13
. 12
.96
. 1 1
.68
.27
.25
.26
.78
. 12
.07
.70
.09
,91
. 10
.22
.75
. 1 1
.23
.44
LDGT1
9
5.
2
0
1 .
0.
62
3,
6
3
1
0
0
0.
40.
2.
5.
2.
1 .
0.
0.
0.
34.
1 .
.67
. 16
.84
.43
. 13
. 10
.89
.26
. 17
.38
.57
.33
.78
. 10
.56
. 14
.22
.87
.29
.27
.68
. 10
.05
.89
LDGT2
16.
7.
6.
0.
2.
0.
82.
4,
8.
4,
2.
0,
1 ,
0.
47.
2.
7.
3.
2.
0.
0.
0.
40,
2.
.64
84
.06
,44
.20
. 10
,04
.68
.48
. 18
.82
.33
.04
, 10
.98
.67
14
,56
,29
.28
.91
. 10
.33
.28
Composite Emission Factors
LDGT HDGV LDDV LOOT
1 1 .
6.
3.
0.
1 .
0.
69.
3.
6.
3.
1 .
0.
0.
0.
43.
2.
5.
3.
1 .
0.
0.
0.
36.
2.
.98
05
91
,44
,48
. 10
,23
,73
.94
.65
,99
.33
.87
. 10
.03
.32
.83
.09
.61
.28
.75
. 10
.06
.01
29.
14.
12.
0.
2.
0.
226.
7.
18.
6.
B.
0.
1 .
0.
128.
5.
15.
5.
7.
0.
1 .
0.
105.
5.
.67
08
.29
.61
.52
. 16
. 27
,39
, 13
,95
.60
.54
.89
. 15
80
96
.21
67
. 25
.53
62
. 14
,70
,78
0
0
1
1
0
0
1
1
0
0
1
1
.66
.66
.56
.51
.62
.62
.57
.57
.69
.69
.67
.63
0.
0.
2,
1 .
0,
0,
1 .
1 .
0.
0.
1 ,
1 .
.99
.99
. 13
.96
.79
.79
.72
.77
.93
.93
,90
,87
HDDV
5
5
16
30
3
3
13,
21 ,
3,
3,
13,
20,
.48
.48
. 24
.06
.40
.40
.95
.52
.03
.03
.30
.07
MC
9
6.
2.
0
33,
0
6
3
2,
0,
22.
0.
5.
2.
2.
0.
21 .
0.
. 71
,98
,29
.44
.63
.47
.36
.07
.85
.44
. 71
.80
.93
.57
.91
. 44
.95
.82
A 1 1 Veh
9
5
2
0
1
0
60
4
5
2
1
0
0
0.
34.
3.
4.
2
1
0
0
0.
29.
3
.63
.07
.91
.36
. 17
. 1 1
.70
. 74
.55
.82
.59
.26
.77
. 1 1
.31
.41
.82
.41
.37
. 22
.71
. 10
.62
. 15
LDGV
.688
.688
.688
.639
.639
.639
.628
.628
.628
Vehic
LDGT1LDGT2HDGV
. 142
. 142
. 142
. 152
. 152
. 152
. 163
. 163
. 163
.070
.070
.070
.076
.076
.076
.077
.077
.077
.031
.031
.031
.036
.036
.036
.037
.037
.037
le Mi
LDDV
.005
.005
.005
.013
.013
.013
.009
.009
.009
A
LDDT
.001
.001
.001
.003
.003
.003
.002
.002
.002
HDDV
.052
.052
.052
.072
.072
.072
.076
.076
.076
MC
.011
.01 1
.011
.009
.009
.009
.008
.008
.008
Ln
1
00
M120 Warning: MOB1LE4.1 does not model most 1993 and later Clean Air Act
78
0 78
0 78
requirements; Emission Factors for CY 1993 or later are affected.
20.6 27.3
20.6
20.6
20.6
1
X
V
R
T
S
2
3
2
1
0
0
0
0
15.
0.
.74
.00
.88
.04
.73
.09
.39
,78
3
1
0
0
0
0
18
1 ,
.38
.74
.87
.07
.62
.08
.91
. 24
3,
1 ,
1 ,
0,
0,
0.
21 .
1 .
.73
.86
.04
.07
.68
.08
.01
.29
3.
1 ,
0.
0.
0.
0.
19.
1 .
.48
.77
.92
.07
.64
.08
.53
25
9.
2.
4.
0.
1 .
0.
44,
4.
.03
.88
.46
.49
. 1 1
.09
.89
.66
0.63
1 .60
1 .37
0.92
0.63 0.92
1.84 11.39
1 .68
2.21 5.48 3.14 .589 .191 .080 .030 .002 .002 .092 .007
2.21 2.10 1.40
2.94 0.96
0.06
0.64
0.44 0.08
21.44 17.24 .589 .191 .080 .038 .002 .002 .092 .007
9.70 0.83 1.88 .589 .191 .080 .038 .002 .002 .092 .007
-------
1 PROMPT
MOBILE4.1 UG EXAMPLE
1 TAMFLG
1 SPDFLG
1 VMFLAG
1 MYMRFG
1 NEWFLG
1 IMFLAG
1 ALHFLG
1 ATPFLG
3 RLFLAG
1 LOCFLG -
1 TEMFLG
3 OUTFMT
4 PRTFLG
1 IDLFLG
1 NMHFLG
2 HCFLAG -
89 2221 IOBMY,
1 80 19.6 75.0 20.6
SAN FRANCISCO CA C
1 88 19.6 75.0 20.6
SAN FRANCISCO CA C
1 90 19.6 75.0 20.6
SAN FRANCISCO CA C
1 00 19.6 75.0 20.6
SAN FRANCISCO CA C
3: OUTFMT = 3 (LANDSCAPE (112 COLUMN) DESCRIPTIVE OUTPUT FORMAT)
READ IN LOCAL AREA PARAMETERS AS 2ND REQ SC REC
CALCULATE EXHAUST TEMPERATURES
PRINT HC COMPONENTS
IVOB
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
1ST REQ SC REC: IREJN.ICV,
LAP REC: SCNAME,RVPAST,TEMMIN
1ST REQ SC REC: IREJN.ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
1ST REQ SC REC: IREJN.ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
1ST REQ SC REC: IREJN.ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
SPD(1),AMBT,PCCN,PCHC,PCCC
,TEMMAX,RVPBAS,RVPIUS,IUSESY
SPD(1).AMBT,PCCN,PCHC,PCCC
,TEMMAX,RVPBAS,RVPIUS,IUSESY
SPD(1).AMBT,PCCN,PCHC,PCCC
,TEMMAX,RVPBAS,RVPIUS,IUSESY
SPD(1),AMBT,PCCN,PCHC,PCCC
,TEMMAX,RVPBAS,RVPIUS,IUSESY
t_n
I
vo
-------
MOBILE4.1 UG EXAMPLE 3: OUTFMT = 3 (LANDSCAPE (112 COLUMN) DESCRIPTIVE OUTPUT FO
Total HC emission factors include evaporative HC emission factors.
Cal. Year: 1980
I/M Program: No
Anti-tam. Program: No
Ambient Temp: 78.1 / 78.1 / 78.1 (F) Region: Low
Operating Mode: 20.6 / 27.3 / 20.6 Altitude: 500. Ft
SAN FRANCISCO CA
Period 1 RVP: 11.5
Minimum Temp: 60. (F)
Period 2 RVP: 11.5
Maximum Temp: 84. (F)
Period 2 Start Yr: 1988
Veh. Type
Veh. Speeds
VMT Mix
LDGV
19.6
0.688
Composite Emission Factors
Total HC
Exhaust HC
Evaporat HC
Refuel L HC
Runing L HC
Rsting L HC
Exhaust CO
Exhaust NOX
Cal . Year: 1988
SAN FRANCISCO CA
8.39
4. 34
2.44
0.37
1.13
0.12
54.96
3.11
I/M
Ant i -tarn.
LDGT1
19.6
0. 142
(Gm/Mi le)
9.67
5.16
2.84
0.43
1.13
0.10
62.89
3.26
Program:
Program:
Period 1 RVP:
Veh. Type
Veh. Speeds
VMT Mix
Composite Emissi
Total HC
Exhaust HC
Evaporat HC
Refuel L HC
Runing L HC
Rsting L HC
Exhaust CO
Exhaust NOX
Cal . Year: 1990
SAN FRANCISCO CA
LDGV
19.6
0.639
on Factors
4.68
2. 27
1 . 25
0. 26
0.78
0.12
29.07
1 .70
I/M
Ant i -tarn.
LDGT1
19.6
0. 152
(Gm/Mi 1 e)
6.17
3.38
1 .57
0.33
0.78
0.10
40.56
2.14
Program :
Program:
Period 1 RVP:
Veh . Type :
Veh . Speeds :
VMT Mix:
LDGV
19.6
0.628
LDGT1
19.6
0. 163
LDGT2
19.6
0.070
16.64
7.84
6.06
0.44
2.20
0.10
82.04
4.68
No
No
11.5
LDGT2
19.6
0.076
8.48
4.18
2.82
0.33
1 .04
0.10
47.98
2.67
No
No
11.5
LDGT2
19.6
0.077
LDGT
1 1 .98
6.05
3.91
0.44
1 .48
0.10
69. 23
3.73
Amb i en t
Operat ing
Mi nimum
Period
LDGT
6.94
3.65
1 .99
0.33
0.87
0.10
43.03
2 .32
Ambi ent
Operat i ng
Mi n imum
Period
LDGT
HDGV
19
0
29
14
12
0
2
0
226
7
Temp :
Mode:
Temp :
2 RVP:
6
031
67
08
29
61
52
16
27
39
78. 1
20.6
60.
11.5
HDGV
19
0
18
6
8
0
1
0
128
5
Temp :
Mode :
Temp :
2 RVP:
6
036
13
95
60
54
89
15
80
96
78. 1
20.6
60.
11.5
HDGV
19
0
6
037
LDDV
19.6
0.005
0.66
0.66
1 .56
1.51
/ 78. 1 /
/ 27.3 /
(F)
LDDT
19.6
0.001
0.99
0.99
2.13
1 .96
78. 1 (F) Reg
HDDV
19.6
0.052
5.48
5.48
16.24
30.06
i on : Low
20.6 Altitude: 500
Maximum Temp: 84.
Period 2 Start
LDDV
19.6
0.013
0.62
0.62
1 .57
1 .57
/ 78. 1 /
/ 27.. 3 /
(F)
LDDT
19.6
0.003
0.79
0.79
1 . 72
1 . 77
78. 1 (F) Reg
20.6 Al t i t
Yr: 1988
HDDV
19.6
0.072
3.40
3.40
13.95
21.52
ion: Low
ude: 500
Maximum Temp: 84.
Period 2 Start
LDDV
19.6
0.009
LDDT
19.6
0.002
Yr: 1988
HDDV
19.6
0.076
MC
19.6
0.011
9.71
6.98
2.29
0.44
33.63
0.47
Ft .
(F)
MC
19.6
0.009
6.36
3.07
2.85
0.44
22.71
0.80
Ft .
(F)
MC
19.6
0.008
A 1 1 Veh
9 .626
5.070
2.910
0.364
1 . 167
0.114
60.699
4.745
A 1 1 Veh
5.547
2.822
1 .588
0.263
0.768
0. 106
34.312
3.415
Al 1 Veh
Composite Emission Factors (Gm/Mile)
Total HC: 4.09 5.22 7.14
Oi
t—»
O
5.83
15.21
0.69
0.93
3.03
5.93
4.816
-------
Exhaust HC :
Evaporat HC :
Refuel L HC :
Runing L HC :
Rsting L HC :
Exhaust CO:
Exhaust NOX:
1.91
1.10
0. 22
0.75
0.11
25. 23
1 .44
2 .87
1 .29
0.27
0.68
0.10
34.05
1 .89
3.56
2. 29
0. 28
0.91
0.10
40.33
2. 28
3.09
1 .61
0. 28
0.75
0.10
36.06
2.01
5
7
0
1
0
105
5
.67
.25
.53
.62
. 14
.70
.78
0.69
1 .67
1 .63
0.93
1 .90
1 .87
3.03
13.30
20.07
2.57
2.91
0.44
21 .95
0.82
2.410
1 .369
0.222
0.714
0. 102
29.616
3. 154
M120 Warning: MOBILE4.1 does not model most 1993 and later Clean Air Act
requirements; Emission Factors for CY 1993 or later are affected.
Cal . Year: 2000
I/M Program: No
Anti-tarn. Program: No
SAN FRANCISCO CA
Period 1 RVP: 11.5
Veh. Type:
Veh. Speeds:
VMT Mix:
Composite Emiss
Total HC :
Exhaust HC :
Evaporat HC :
Refuel L HC :
Runing L HC :
Rsting L HC :
Exhaust CO:
Exhaust NOX:
LDGV
19.6
0.589
i on Factors
2.74
1 .00
0.88
0.04
0.73
0.09
15.39
0.78
LDGT1
19.6
0.191
(Gm/Mi le)
3.38
1 . 74
0.87
0.07
0.62
0.08
18.91
1 .24
LDGT2
19.
0.
3.
1 .
1 .
0,
0,
0,
21 ,
1 ,
.6
080
.73
.86
.04
.07
.68
.08
.01
.29
Ambient Temp: 78.1
lerating Mode: 20.6
Minimum Temp: 60.
Period 2 RVP: 11.5
LDGT HDGV
3.
1 .
0.
0,
0.
0,
19
1 .
.48
.77
.92
.07
.64
.08
.53
.25
19.
0.
9.
2.
4
0
1 ,
0.
44
4
.6
.038
.03
.88
.46
.49
. 1 1
.09
.89
.66
/ 78.1 / 78.1 (F) Region: Low
/ 27.3 / 20.6 Altitude: 500. Ft.
(F) Maximum Temp: 84. (F)
Period 2 Start Yr: 1988
LDDV LOOT HDDV MC
19,
0.
0.
0.
1 .
1 .
.6
.002
.63
.63
.60
.37
19
0
0
0
1
1
.6
.002
.92
.92
.84
.68
19.
0.
2.
2.
1 1 .
9,
6
092
21
21
.39
.70
19.
0.
5.
2.
2
0
21
0
.6
.007
.48
. 10
.94
.44
.44
.83
Al 1
3.
1 .
0
0.
0
0,
17
1
Veh
.141
.399
.958
.062
.641
.080
. 244
.880
-------
1 PROMPT
MOBILE4.1 UG EXAMPLE
TAMFLG
SPDFLG
VMFLAG
MVMRFG
NEWFLG
IMFLAG
ALHFLG
ATPFLG
RLFLAG
LOCFLG -
TEMFLG -
4 OUTFMT
4 PRTFLG
1 IDLFLG
1 NMHFLG
2 HCFLAG
89 2221 IOBMY,
1 80 19.6 75.0 20.6
SAN FRANCISCO CA C
1 88 19.6 75.0 20.6
SAN FRANCISCO CA C
1 90 19.6 75.0 20.6
SAN FRANCISCO CA C
1 00 19.6 75.0 20.6
SAN FRANCISCO CA C
4: OUTFMT = 4 (PORTRAIT (80 COLUMN) DESCRIPTIVE OUTPUT FORMAT)
READ IN LOCAL AREA PARAMETERS AS 2ND REQ SC REC
CALCULATE EXHAUST TEMPERATURES
PRINT HC COMPONENTS
IVOB
27.3 20.6
60. 84. 1 1 .5 11 .5 88
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
1ST REQ SC REC: IREJN,ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
1ST REQ SC REC: IREJN,ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
1ST REQ SC REC: IREJN,ICY,
LAP REC: SCNAME,RVPAST.TEMMIN
1ST REQ SC REC: IREJN,ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
SPD(1),AMBT.PCCN,PCHC,PCCC
,TEMMAX.RVPBAS.RVPIUS,I USESV
SPD(1).AMBT.PCCN,PCHC,PCCC
,TEMMAX,RVPBAS,RVPIUS,IUSESV
SPD(1).AMBT.PCCN,PCHC,PCCC
,TEMMAX,RVPBAS,RVPIUS,I USESY
SPD(1).AMBT.PCCN,PCHC,PCCC
.TEMMAX.RVPBAS.RVPIUS,IUSESY
-------
MOBILE4.1 UG EXAMPLE 4: OUTFMT = 4 (PORTRAIT (80 COLUMN) DESCRIPTIVE OUTPUT FORM
Total HC emission factors include evaporative HC emission factors.
Cal. Year: 1980
Region: Low
I/M Program: No
Anti-tarn. Program: No
Alt i tude:
Ambient Temp:
Operating Mode:
500. Ft.
78. 1 /
20.6 /
78 . 1 / 78. 1
27.3 / 20.6
SAN FRANCISCO CA
Minimum Temp: 60. (F)
Period 1 RVP: 11.5
Maximum Temp: 84. (F)
Period 2 RVP: 11.5 Period 2 Yr: 1988
Veh. Type LDGV
Veh. Spd.
VMT Mix
Compos i te
Total HC
Exhst HC
Evap. HC
Refuel HC
Runing HC
Rsting HC
Exhst CO
Exhst NOX
Cal . Year
19.6
0.688
Emi ss i on
8.39
4.34
2.44
0.37
1.13
0.12
54.96
3.11
1988
LDGT1
19.6
0. 142
LDGT2
19.6
0.070
Factors (Gm/Mi
9.67
5. 16
2.84
0.43
1.13
0.10
62.89
3.26
16.64 1
7.84
6.06
0.44
2. 20
0. 10
LDGT
le)
1 .98
6.05
3.91
0.44
1 .48
0. 10
82.04 69.23
4.68
Regi on :
3.73
Low
HDGV
19
0
29
14
12
0
2
0
226
7
6
031
67
08
29
61
52
16
27
39
LDDV
19.6
0.005
0.66
0.66
1 .56
1.51
Al t i
LDDT
19.6
0.001
0.99
0.99
2.13
1 .96
tude:
HDDV
19
0
5
5
16
30
500
6
052
48
48
24
06
Ft
MC
19.6
0.01
9.71
6.98
2.29
0.44
33.63
0.47
Al 1
1
9
5
2
0
1
0
60
4
Veh
63
07
91
36
17
1 1
70
74
I/M Program: No
Anti-tarn. Program: No
Ambient Temp:
Operating Mode:
78. 1 / 78. 1 / 78. 1 F
20.6 / 27.3 / 20.6
Ui
I
SAN FRANCISCO CA
Minimum Temp: 60. (F)
Period 1 RVP: 11.5
Maximum Temp: 84. (F)
Period 2 RVP: 11.5 Period 2 Yr: 1988
Veh . Type
Veh. Spd.
VMT Mix
Compos i te
Total HC
Exhst HC
Evap. HC
Refuel HC
Runing HC
Rsting HC
Exhst CO
Exhst NOX
Cal . Year
LDGV
19.6
0.639
Emission
4.68
2.27
1 .25
0. 26
0.78
0.12
29.07
1 .70
1990
LDGT1
19.6
0.152
LDGT2
19.6
0.076
Factors (Gm/Mi
6.17
3.38
1 .57
0.33
0.78
0.10
40.56
2.14
8.48
4.18
2.82
0.33
1 .04
0.10
LDGT
le)
6.94
3.65
1 .99
0.33
0.87
0.10
47.98 43.03
2.67
Regi on :
2.32
Low
HDGV
19
0
18
6
8
0
1
0
128
5
6
036
13
95
60
54
89
15
80
96
LDDV
19.6
0.013
0.62
0.62
1 .57
1 .57
Al t i
LDDT
19.6
0.003
0.79
0.79
1 .72
1 .77
tude:
HDDV
19
0
3
3
13
21
500
.6
.072
.40
.40
.95
.52
. Ft
MC
19.
0.
6.
3.
2.
0.
22.
0.
6
009
36
07
85
44
71
80
Al 1 Veh
5.55
2.82
1 .59
0. 26
0.77
0.11
34.31-
3.41
I/M Program: No
Anti-tarn. Program: No
Ambient Temp:
Operating Mode:
78.1 / 78.1 / 78.1 F
20.6 / 27.3 / 20.6
SAN FRANCISCO CA
Minimum Temp: 60. (F)
Period 1 RVP: 11.5
Maximum Temp: 84. (F)
Period 2 RVP: 11.5 Period 2 Yr: -1988
-------
Veh . Type
Veh. Spd.
VMT Mix
Compos
Tota 1
E*hst
Evap .
Ref ue 1
Runi ng
Rst ing
Exhst
Exhst
i te
HC
HC
HC
HC
HC
HC
CO
NOX
LDGV
19
0
6
628
LDGT1
19
0
6
163
LDGT2
19
0
6
077
LDGT
HDGV
19
0
6
037
LDDV
19
0
6
009
LDDT
19
0
6
002
HDDV
19
0
6
076
MC
19
0
6
008
Al 1
Veh
Emission Factors (Gm/Mile)
4
1
1
0
0
0
25
1
09
91
10
22
75
1 1
23
44
5
2
1
0
0
0
34
1
22
87
29
27
68
10
05
89
7
3
2
0
0
0
40
2
14
56
29
28
91
10
33
28
5
3
1
0
0
0
36
2
83
09
61
28
75
10
06
01
15
5
7
0
1
0
105
5
21
67
25
53
62
14
70
78
0
0
1
1
69
69
67
63
0
0
1
1
93
93
90
87
3
3
13
20
03
03
30
07
5
2
2
0
21
0
93
57
91
44
95
82
4
2
1
P
0
0
29
3
82
41
37
22
71
10
62
15
M120 Warning: MOBILE4.1 does not model most 1993 and later Clean Air Act
requirements; Emission Factors for CY 1993 or later are affected.
Cal. Year: 2000
Region: Low
I/M Program: No
Anti-tarn. Program: No
A 11 i tude:
Ambient Temp:
Operating Mode:
SAN FRANCISCO CA
500. Ft.
78. 1 / 78. 1 / 78 . 1 F
20.6 / 27.3 / 20.6
Minimum Temp: 60. (F)
Period 1 RVP; 11.5
Maximum Temp: 84. (F)
Period 2 RVP: 11.5 Period 2 Vr: 1988
Veh. Type
Veh. Spd.
VMT Mix
Compos i te
Total HC
Exhst HC
Evap. HC
Refuel HC
Runing HC
Rsting HC
Exhst CO
Exhst NOX
LDGV
19.6
0.589
Emi ss i on
2.74
1 .00
O.B8
0.04
0.73
0.09
15.39
0.78
LDGT1
19.6
0.191
LDGT2
19.6
0.080
Factors (Gm/Mi
3.38
1 .74
0.87
0.07
0.62
0.08
18.91
1 .24
3.73
1 .86
1 .04
0.07
0.68
0.08
LDGT
le)
3.48
1 .77
0.92
0.07
0.64
0.08
21.01 19.53
1 .29
1 .25
HDGV
19
0
9
2
4
0
1
0
44
4
6
038
03
88
46
49
1 1
09
89
66
LDDV
19
0
0
0
1
1
6
002
63
63
60
37
LDDT
19
0
0
0
1
1
6
002
92
92
84
68
HDDV
19
0
2
2
1 1
9
6
092
21
21
39
70
MC
19.
0.
5.
2.
2.
0.
21 .
0.
6
007
48
10
94
44
44
83
A 1 1
3
.1
0
0
0
0
17
1
Veh
14
40
96
06
64
08
24
88
Ul
I
-------
/IOBILE4. 1
1
1
3
1
1
4
1
1
2
39 2221
22222222
PROMPT
UG EXAMPLE 5:
TAMFLG
SPDFLG
VMFLAG
MVMRFG
NEWFLG
IMFLAG
ALHFLG
ATPFLG
RLFLAG
LOCFLG - R
TEMFLG - C
OUTFMT
PRTFLG
IDLFLG
NMHFLG
HCFLAG - P
IOBMV, IV
1 1 B
OUTFMT = 5 (= OUTFMT=3 + BYMY TABLES, TERSE VERSION)
READ IN LOCAL AREA PARAMETERS AS 2ND REQ SC REC
CALCULATE EXHAUST TEMPERATURES
PRINT HC COMPONENTS
VOB
BV MODEL YEAR TABLE PICKS
1 80 19.6 75.0 20.6 27.3 20.6
SAN FRANCISCO CA C 60. 84. 11.5 11.5 88
1 88 19.6 75.0 20.6 27.3 20.6
SAN FRANCISCO CA C 60. 84. 11.5 11.5 88
1ST REQ SC REC: I REJN,ICY,SPD(1) ,AMBT,PCCN,PCHC,PCCC
LAP REC: SCNAME,RVPAST,TEMMIN,TEMMAX,RVPBAS,RVPIUS,IUSESY
1ST REQ SC REC: IREJN.ICY,SPD(1),AMBT,PCCN,PCHC.PCCC
LAP REC: SCNAME,RVPAST,TEMMIN,TEMMAX,RVPBAS,RVPIUS,IUSESY
Ui
I
-------
MOBILE4.1 UG EXAMPLE 5: OUTFMT = 5 (= OUTFMT=3 + BYMV TABLES, TERSE VERSION)
Total HC emission factors include evaporative HC emission factors.
Ui
I
-------
MOBILE4.1 UG EXAMPLE 5: OUTFMT = 5 (= OUTFMT=3 •*- BVMY TABLES, TERSE VERSION)
Cal. Year: 1980
I/M Program: No
Anti-tarn. Program: No
SAN FRANCISCO CA
Period 1 RVP: 11.5
Ambient Temp: 78.1 / 78.1 / 78.1 (F) Region: Low
Operating Mode: 20.6 / 27.3 / 20.6 Altitude: 500. Ft.
Minimum Temp: 60. (F)
Period 2 RVP: 11.5
Maximum Temp: 84. (F)
Period 2 Start Yr: 1988
Veh. Type:
Veh. Speeds:
VMT Mix:
LDGV
19
0
.6
.688
LDGT1
19
0
.6
. 142
LDGT2
19.
0.
.6
.070
LDGT
HDGV
19.
0.
6
.031
LDDV
19
0
.6
.005
LDDT
1 19
0
.6
.001
HDDV
19.
0.
.6
,052
MC
19
0.
.6
.011
A) 1
Veh
Composite Emission Factors (Cm/Mile)
Total
Exhaust
Evaporat
Refuel L
Runing L
Rst ing L
Exhaust
Exhaust
HC:
HC:
HC:
HC:
HC:
HC:
CO:
NOX:
8
4
2
0
1
0
54
3
.39
.34
.44
.37
. 13
. 12
.96
. 1 1
9
5
2
0
1
0
62
3
.67
. 16
.84
.43
. 13
. 10
.89
.26
16.
7,
6.
0,
2.
0.
82
4.
.64
.84
.06
.44
.20
. 10
.04
.68
1 1 .
6.
3.
0.
1 .
0.
69.
3.
.98
.05
.91
,44
.48
. 10
.23
.73
29.
14.
12.
0.
2.
0.
226.
7.
.67
.08
.29
.61
.52
, 16
. 27
.39
0
0
1
1
.66
.66
.56
.51
0
0
2
1
.99
.99
. 13
.96
5.
5.
16.
30.
.48
.48
. 24
.06
9
6
2
0
33
0
.71
.98
. 29
.44
.63
.47
9.
5.
2.
0,
1
0.
60.
4.
,626
.070
.910
.364
. 167
. 1 14
,699
.745
Ul
I
-------
MOBILE4.1 UG EXAMPLE 5:
SAN FRANCISCO CA
OUTFMT = 5 (= OUTFMT=3 + BYMY TABLES, TERSE VERSION)
Light Duty Gas Vehicles
Jan 1, I960
Model
Year TF
1980 .0227
1979 .1107
1978 .1114
1977 . 1045
1976 .1015
1975 .0927
1974 .0832
1973 .0573
1972 .0484
1971 .0468
1970 .0434
1969 .0443
1968 .0365
1967 .0272
1966 .0167
1965 .0125
1964 .0087
1963 .0088
1962 .0061
1961 .0042
1960 .0030
1959 .0024
1958 .0018
1957 .0013
1956 .0040
Miles
1640.
9816.
22403.
34309.
45571 .
56225.
66303.
75837.
84854.
93383.
101452.
109084.
1 16303.
123133.
129593.
135704.
141484.
146951 .
152124.
157016.
161644.
166022.
170162.
174080.
177785.
1
| BEF4
0.461
1 . 445
1 .832
2. 197
2.544
2.871
4.674
4.835
4.987
6.711
6.721
7 . 167
7.348
9.409
9.525
9.635
9.738
9.836
9.929
10.017
10. 100
10. 179
10.253
10.323
10.390
HC |
Tamper SALHCF Evapor Refuel Runnin Restin FER | BEF4
0.043
0.092
0. 208
0.319
0.427
0.516
0.088
0. 105
0.040
0.023
0.024
0.026
0.028
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
.000 0.643 0.261 0.482 0.086 0.045 / 8.357
.000 0.651 0.301 0.491 0.087 0.340 23.315
.000 0.693 0.306 0.504 0.092 0.405 26.999
.000 1.519 0.330 0.528 0.098 0.522 30.484
.000 1.607 0.347 0.572 0.103 0.568 33.780
.000 1.720 0.384 0.648 0.109 0.579 36.898
.000 1.855 0.424 0.753 0.115 0.658 63.959
.000 2.018 0.424 0.828 0.122 0.478 66.513
.000 2.196 0.417 0.954 0.129 0.422 68.929
.000 3.170 0.420 2.52) 0.136 0.607 79.743
.000 4.627 0.406 2.521 0.144 0.627 76.518
.000 4.765 0.406 2.521 0.152 0.667 83.679
.000 4.906 0.406 2.521 0.161 0.561 85.507
.000 5.801 0.406 2.521 0.170 0.498 106.231
.000 5.947 0.406 2.521 0.180 0.310 107.692
.000 6.097 0.406 2.521 0.190 0.235 109.074
.000 6.250 0.406 2.521 0.201 0.166 10.381
.000 6.406 0.406 2.521 0.213 0.171 11.617
.000 9.865 0.406 2.521 0.225 0.140 12.787
.000 10.030 0.406 2.521 0.237 0.098 13.893
.000 10.198 0.406 2.521 0.251 0.070 • 14.939
.000 10.370 0.406 2.521 0.265 0.056 15.929
.000 10.547 0.406 2.521 0.281 0.043 116.866
.000 10.727 0.406 2.521 0.297 0.031 117.751
.000 10.914 0.406 2.521 0.314 0.098 118.589
2.438 0.368 1.126 0.120 8.394
Tampe r
0.529
1 .007
2.171
3.361
4.552
5.747
2. 137
2.547
0.978
0.547
0.560
0.586
0.632
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
CO
SALHCF
.000
.000
.000
.000
.000
.000
.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
FER |
0. 201
2.693
3. 249
3.537
3.890
3.952
5.502
3.959
3.384
3.754
3.346
3.736
3. 145
2.888
1 .796
1 .362
0.961
0.985
0.690
0.480
0.343
0. 273
0. 208
0. 149
0.473
54.957
BEF4
1 .458
1 .776
1 .906
2.029
2.559
2.601
3.045
3.090
4 . 248
4. 248
4.248
4.248
4.248
3.376
3.376
3.376
3.376
3.376
3.377
3. 377
3.377
3.377
3.377
3.377
3.378
NOX
Tamper SALHCF
0. 153
0.221
0.349
0.470
0.579
0.644
0.242
0.225
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
.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
0.037
0.221
0. 251
0. 261
0.318
0.301
0. 274
0. 190
0.206
0. 199
0. 184
0. 188
0. 155
0.092
0.056
0.042
0.029
0.030
0.021
0.014
0.010 Ui
0.008 1
0.006 &
0.004
0.013
3.111
Light Duty Gas Trucks 1
Jan 1, 1980
Model
Year TF
1980 .0266
1979 . 1435
1978 . 1338
1977 .1181
1976 . 1 162
1975 .0816
1974 .0646
1973 .0321
1972 .0245
1971 .0245
1970 .0245
1969 .0346
1968 .0302
1967 .0237
1966 .0167
1965 .0095
1964 .0120
1963 .0112
Mi 1 es
1955.
1 1697.
26552.
40409.
53335.
65393.
76642.
87135.
96923.
106054.
1 14572.
122517.
129929.
136843.
143293.
149310.
154922.
160157.
1
I BEF4
0.994
1 .293
2.732
3.142
3.524
3.88 1
4.909
5.097
5. 272
7. 198
7.204
7 .503
7 .689
9.655
9.771
9.879
9.979
10.073
Tamper SALHCF
0.457 1 .000
0.595 1.000
0.750 1 .000
0.935 1 .000
1 . 205
1 . 237
0. 199
0.207
0.071
0.036
0.036
0.037
0.038
0.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
0.000 1.000
0.000 1.000
0.000 1.000
0.000 1.000
HC | CO
Evapor Refuel Runnin Restin FER | BEF4 Tamper SALHCF
0.566 0.331 0.337 0.065 0.073 14.524 4.360
0.574 0.411 0.337 0.066 0.470 17.284 6.027
0.645 0.396 0.368 0.071 0.664 36.426 7.919
1.647 0.387 0.615 0.076 0.804 40.690 10.159
1.914 0.420 0.835 0.082 0.927 44.664 13.403
2.066 0.442 0.918 0.088 0.704 48.369 13.657
2.231 0.484 1.023 0.094 0.578 67.192 4.804
2.367 0.484 1.032 0.101 0.298 70.115 4.989
2.541 0.476 1.124 0.108 0.235 72.841 1.721
3.609 0.476 2.521 0.116 0.342 84.175 0.882
4.695 0.476 2.521 0.124 0.368 80.771 0.841
4.912 0.476 2.521 0.133 0.539 87.080 0.827
5.138 0.476 2.521 0.143 0.484 88.957 0.847
6.044 0.476 2.521 0.153 0.447 109.332 0.000
6.283 0.476 2.521 0.164 0.322 110.790 0.000
6.531 0.476 2.521 0.176 0.186 112.150 0.000
6.791 0.476 2.521 0.188 0.239 113.419 0.000
7.061 0.476 2.521 0.202 0.227 114.603 0.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
1
FER |
0.501
3.344
5.935
6.008
6.748
5.060
4.653
2.410
1 .826
2.087
1 .997
3.042
2.714
2.592
1 .854
1 .063
1 .357
1 . 279
BEF4
1 .667
1 .721
2.713
2.753
2.791
2.827
3.029
3.068
4. 248
4.248
4. 248
4. 248
4.247
3. 376
3.376
3.377
3.377
3.377
NOX
Tamper SALHCF
0.000
0.000
0.217
0.699
1 .033
1 .036
0.371
0.331
0.000
0.000
0.000
0.000
0.000
0.000
0.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
0.000 1 .000
0.000 1.000
0.000 1 .000
FER
0.044
0. 247
0.392
0.408
0. 444
0.315
0. 220
0. 109
0. 104
0. 104
0. 104
0. 147
0. 128
0.080
0.057
0.032
0.040
0.038
-------
1962
1961
1960
1959
1958
1957
1956
.0493 165041.
.0055 169597.
.0039 173847.
.0033 177811.
.0027 181509.
.0019 184959.
.0054 188177.
10. 161
10. 243
10.319
10.390
10.456
10.518
10.576
0.000
0.000
0.000
0.000
0.000
0.000
0.000
.000 10.643 0.476 2.521 0.216 1.185 115.708
.000 10.937 0.476 2.521 0.232 0.134 116.738
.000 11.246 0.476 2.521 0.249 0.098 117.699
.000 11.567 0.476 2.521 0.266 0.083 118.595
.000 11.904 0.476 2.521 0.286 0.070 119.431
.000 12.255 0.476 2.521 0.306 0.050 120.211
.000 12.621 0.476 2.521 0.328 0.142 120.939
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
5.709
0.641
0.464
0.392
0.327
0.231
0.649
3.377
3.377
3.377
3.378
3.378
3.378
3.378
0.000
0.000
0.000
0.000
0.000
0.000
0.000
.000
.000
.000
.000
.000
.000
.000
0. 167
0.019
0.013
0.011
0.009
0.006
0.018
2.842 0.433 1.131 0.103 9.670
62.885
3. 257
Ui
i—*
vo
-------
MOBILE4.1 UG EXAMPLE 5: OUTFMT = 5 (= OUTFMT=3 + BYMY TABLES, TERSE VERSION)
SAN FRANCISCO CA
Light Duty Gas Trucks 2
Jan 1, 1980
Mode 1
Year TF
1980 .0221
1979 .1254
1978 .1151
1977 .0888
1976 .0887
1975 .0893
1974 .0788
1973 .0606
1972 .0459
1971 .0358
1970 .0245
1969 .0538
1968 .0431
1967 .0337
1966 .0237
1965 .0140
1964 .0119
1963 .0119
1962 .0079
1961 .0056
1960 .0037
1959 .0038
1958 .0032
1957 .0020
1956 .0067
1
Miles | BEF4
2201 . 1 .002
1 3163 . 1 . 338
29731 . 6.757
44991 . 7.016
59047. 7.254
71992. 7.474
83915. 7.676
94897. 8.664
105012. 8.917
114329. 9.151
122909. 9.366
130812.
138092.
144796.
150970.
156658.
161896.
166721 .
171 165.
175257.
179027.
182499.
185697.
188643.
191355.
1 .853
1 .984
2. 104
2.215
2.317
2.411
2.498
2.577
2.651
2.718
2.781
2.838
2.891
2.940
HC |
Tamper SALHCF Evapor Refuel Runnin Rest in FER | BEF4 Tamper
0.566 1.000 0.529 0.331 0.337 0.058 0.062 ,14.594 5.278
0.747 1.000 0.539 0.410 0.337 0.059 0.430 'l7.699 7.289
0.000 1.000 4.334 0.396 2.521 0.064 1.619 69.823 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
.000 4.606 0.386 2.521 0.070 1.296 73.763 0.000
.000 4.890 0.420 2.521 0.076 1.345 77.389 0.000
.000 5.189 0.442 2.521 0.082 1.403 80.728 0.000
.000 5.503 0.484 2.521 0.089 1.282 83.801 0.000
.000 5.833 0.484 2.521 0.097 1.067 83.807 0.000
.000 6.179 0.475 2.521 0.105 0.835 86.367 0.000
.000 6.545 0.475 2.521 0.114 0.674 88.726 0.000
.000 6.917 0.475 2.521 0.124 0.476 90.898 0.000
.000 7.318 0.475 2.521 0.135 1.199 123.717 0.000
.000 7.736 0.475 2.521 0.146 0.984 125.363 0.000
.000 13.754 0.475 2.521 0.159 0.978 126.880 0.000
.000 14.218 0.475 2.521 0.172 0.703 128.276 0.000
.000 14.708 0.475 2.521 0.187 0.423 129.563 0.000
.000 15.225 0.475 2.521 0.203 0.366 130.747 0.000
.000 15.770 0.475 .2.521 0.220 0.374 131.839 0.000
.000 16.346 0.475 2.521 0.239 0.254 132.844 0.000
.000 16.954 0.475 2.521 0.260 0.186 133.770 0.000
.000 17.595 0.475 2.521 0.282 0.125 134.622 0.000
.000 18.272 0.475 2.521 0.306 0.129 135.408 0.000
.000 18.989 0.475 2.521 0.332 0.111 136.131 0.000
0.000 1.000 19.745 0.475 2.521 0.361 0.073 136.797 0.000
0.000 1.000 20.545 0.475 2.521 0.392 0.247 137.411 0.000
CO
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
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 1
0.439
3. 134
8.034
6.548
6.864
7.213
6.601
5.082
3.962
3. 179
2.230
6.652
5.398
4. 277
3.046
1.816
1 .553
1 .568
1 .048
0.756
0.500
0.510
0.429
0.278
0.919
BEF4
1 .668
1 .729
4.510
4.568
4.621
4.670
4.715
6.299
6.299
6. 298
6. 298
5.339
5.339
5.339
5.340
5.340
5.340
5.341
5.341
5 . 34 1
5 . 34 1
5.342
5.342
5.342
5.342
NOX
Tamper SALHCF
0.000 1 .000
0.000 1 .000
0.039 1 .000
0.102 .000
0. 123 .000
0. 124 .000
0. 124 .000
0. 127 .000
0.000 .000
0.000 .000
0.000 1 .000
0.000 1 .000
0.000 1 .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
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
FER
0.037
0.217
0.523
0.415
0.421
0.428
0.381
0.390
0.289
0. 226
0. 155
0.287
0.230
0. 180
0. 127
0.075
0.063
0.064
0. 042
0.030
0.020
0.020
0.017
0.011
0.036
Ul
1
to
0
6.058 0.440 2.199 0.102 16.642
82.036
4.682
Heavy Duty Gas Vehicles
Jan 1, 1980
Mode 1
Year
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
1965
1964
1963
TF
.0000
. 1 188
.1112
.0910
.0868
.0868
.0786
.0572
.0451
.0346
.0282
.0545
.0433
.0356
.0255
.0193
.0161
.0169
Miles
0.
9105.
26595.
42696.
57522.
71171.
83738.
95308.
105961 .
1 15769.
124799.
1331 13.
140768.
147816.
154305.
160279.
165780.
170844.
1
| BEF4
0.000
3.956
7.837
8. 148
9.841
10.769
1 1 .989
13.667
14.089
14.478
14.836
24. 203
24.480
24. 734
24.969
25. 185
25. 384
25.567
Tamper SALHCF Evapor
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
.026 1
.026 1
.026 1
.026 1
.026 1
.026 1
.026
.026
.026
.026
.026
.026
.308
.325
.341
.355
.368
.381
.392
.402
.412
.421
.426
.426
.026 16.999
.026 16.999
.026 16.999
0.000 1 .026 16.999
0.000 1.026 16.999
HC
Ref ue 1
0.000
0.562
0.571
0.583
0.598
0.616
0.628
0.641
0.642
0.642
0.642
0.652
0.652
0.652
0.652
0.652
0.652
0.652
Runn i n
0.000
2.521
2.521
2.521
2.521
2.521
2.521
2.521
2.521
2.521
2.521
2.521
2.521
2.521
2.521
2.521
2.521
2.521
Rest i n
0.000
0.088
0.096
0. 104
0.113
0. 123
0. 134
0. 145
0. 158
0.171
0. 186
0. 202
0.219
0. 238
0. 259
0. 281
0.305
0.331
I CO I NOX
FER | BEF4 Tamper SALHCF FER | BEF4 Tamper SALHCF
0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
2.203 65.898 0.000 1.022 8.003 5.867 0.000 0.996
2.507 146.908 0.000 1.022 16.692 5.181 0.000 0.996
2.084 155.566 0.000 1.022 14.465 5.272 0.000 0.996
2.142 191.032 0.000 1.022 16.939 6.262 0.000 0.996
2.228 210.727 0.000 1.022 18.687 6.741 0.000 0.996
2.120 237.251 0.000 1.022 19.062 7.435 0.000 0.996
1.643 248.591 0.000 1.022 14.534 9.608 0.000 0.996
1.317 256.588 0.000 1.022 11.839 9.608 0.000 0.996
1.025 263.951 0.000 1.022 9.344 9.608 0.000 0.996
0.847 270.730 0.000 1.022 7.815 9.608 0.000 0.996
2.161 318.288 0.000 1.022 17.738 8.983 0.000 0.996
1.727 322.716 0.000 1.022 14.266 8.983 0.000 0.996
1.628 326.793 0.000 1.022 11.876 8.983 0.000 0.996
1.176 330.546 0.000 1.022 8.626 8.983 0.000 0.996
0.893 334.002 0.000 1.022 6.585 8.983 0.000 0.996
0.749 337.184 0.000 1.022 5.546 8.983 0.000 0.996
0.788 340.114 0.000 1.022 5.861 8.983 0.000 0.996
FER
0.000
0.695
0.574
0.478
0.541
0.583
0.582
0.548
0.432
0.332
0.270
0.488
0.387
0.318
0. 229
0. 173
0 . 144
0.151
-------
1962 .0113 175506.
1961 .0078 179799.
1960 .0064 183752.
1959 .0059 187390.
1958 .0037 190741.
1957 .0034 193825.
1956 .0120 196665.
26.323
26.483
26.630
26.765
26.889
27.004
27. 109
0.000
0.000
0.000
0.000
0.000
0.000
0.000
.026 16.999 0.652 2.521 0.360 0.537 350.068 0.000 .022 4.040 9.168 0.000 0.996 0.103
.026 16.999 0.652 2.521 0.391 0.372 352.604 0.000 .022 2.810 9.168 0.000 0.996 0.071
.026 16.999 0.652 2.521 0.425 0.306 354.939 0.000 .022 2.315 9.168 0.000 0.996 0.058
.026 16.999 0.652 2.521 0.461 0.283 357.089 0.000 .022 2.144 9.168 0.000 0.996 0.054
.026 16.999 0.652 2.521 0.501 0.179 359.069 0.000 .022 1.365 9.168 0.000 0.996 0.034
.026 16.999 0.652 2.521 0.544 0.166 360.891 0.000 1.022 1.263 9.168 0.000 0.996 0.031
.026 16.999 0.652 2.521 0.591 0.585 362.569 0.000 1.022 4.460 9.168 0.000 0.996 0.110
12.288 0.615 2.521 0.163 29.666
226.273
7.387
Ln
I
S3
-------
MOBILE4.1 UG EXAMPLE 5: OUTFMT = 5 ( = OUTFMT=3
SAN FRANCISCO CA
BYMY TABLES, TERSE VERSION)
Light Duty Diesel Vehicles
Jan 1 , 1980
Mode 1
Year
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
TF
. 1804
.4086
.1701
.0863
.0490
.0291
.0384
.0172
.0142
.0067
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
Mi les
2228.
13327.
30145.
45692.
60063.
73349.
85630.
96984.
107479.
117181.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
BEF4
0
0
0
0
0
0
1
2
2
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
297
513
631
740
841
934
995
086
169
247
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
HC
SALHCF
1
1
1
1
1
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.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
PER
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Light
.054
.210
. 107
.064
.041
.027
.077
.036
.031
.015
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.661
Duty
Jan 1 ,
Model
Year
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
1965
1964
1963
TF
.2118
.5694
.2189
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
Mi les
2517.
15025.
33252.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
BEF4
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
880
980
126
000
000
000
000
000
000
000
000
.000
.000
000
.000
.000
.000
.000
HC
SALHCF
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.000
.000
.000
.000
.000
.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
0
0
0
0
0
FER
. 186
.558
. 246
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
BEF4
1 .
1 .
1 .
1 .
1 .
1 .
3.
3.
4.
4.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
159
290
441
581
710
830
822
970
106
232
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
Diese 1
1980
BEF4
1 .
2.
2.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
995
120
302
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
CO
SALHCF
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.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
1
FER |
0.209
0.527
0.245
0. 136
0.084
0.053
0. 147
0.068
0.058
0.028
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 .557
BEF4
.409
.453
.520
.583
.640
.693
.802
1 .847
1 .889
1 .928
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
NOX
SALHCF
1
t
1
1
1
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.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. 254
0.594
0.259
0. 137
0.080
0.049
0.069
0.032
0.027
0.013
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
1.514
Trucks
CO
SALHCF
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
I
FER |
0.423
1 . 207
0.504
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
BEF4
1 .850
1 .950
2 .096
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
NOX
SALHCF
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
FER
0.392
1.110
0.459
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
Ul
I
NJ
-------
1962 .0000 0.
1961 .0000 0.
1960 .0000 0.
1959 .0000 0.
1958 .0000 0.
1957 .0000 0.
1956 .0000 0.
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
0.991
0.
0
0
0
0
0
0
.000
.000
.000
.000
.000
.000
.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0
0
0
0
0
0
0
2
.000
.000
.000
.000
.000
.000
.000
. 134
0.
0,
0.
0,
0.
0.
0.
.000
.000
.000
.000
.000
.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
1 .961
Ul
-------
MOBILE4.1 UG EXAMPLE 5: OUTFMT = 5 (= OUTFMT=3 + BYMY TABLES, TERSE VERSION)
SAN FRANCISCO CA
Heavy Duty Diesel Vehicles
Jan 1, 1980
Mode 1
Year
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
TF
.0000
. 1650
. 1461
.0979
.0961
. 1072
.0905
.0486
.0396
.0277
.0306
.0315
.0210
.0159
.0063
.0067
.0473
.0077
.0045
.0031
.0019
.0015
.0013
.0005
.0016
Mi les
0.
35671 .
104163.
167179.
225158.
278502.
327582.
372739.
414287 .
452513.
487684.
520044.
549817.
57721 1 .
602415.
625605.
646942.
666573.
684636.
701254.
716545.
730614.
743558 .
755468 .
766426.
HC
BEF4 SALHCF
0
3
4
4
5
5
5
6
6
6
6
6
6
7
7
7
7
7
7
7
7
7
8
8
8
000 0.000
510
545
993
261
581
875
146
396
625
736
900
959
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
123 1.015
154 1.015
294 1.015
422 1.015
539 1.015
648 .015
748 .015
839 .015
924 .015
001 .015
073 .015
139 .015
FER
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
000
588
674
496
513
607
540
303
257
186
209
221
148
1 15
046
050
356
059
035
024
015
012
01 1
004
013
BEF4
0
14
13
14
15
15
16
17
18
18
18
18
18
19
18
19
19
19
19
20
20
20
20
20
21
000
468
107
325
023
876
661
384
049
660
445
841
937
348
754
078
377
652
905
138
352
549
730
897
050
CO
SALHCF
0.000
1 .021
1 .021
1 .021
1 .021
1 .021
1 .021
1 .021
.021
.021
.021
.021
.021
.021
.021
.021
1 .021
1 .021
1 .021
1 .021
1 .021
1 .021
1 .021
1 .021
1 .021
FER
0
2
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
000
437
955
432
474
737
539
863
729
528
576
606
405
314
120
131
936
155
091
064
039
031
028
01 1
034
BEF4
0
23
27
29
29
30
31
32
33
34
34
33
33
34
33
33
33
34
34
34
35
35
35
35
36
.000
.780
.479
. 146
.718
.732
.664
.542
.331
.058
.066
.951
.727
. 220
. 231
.625
.988
.322
.629
.911
.171
.410
.630
.833
.019
NOX
SALHCF
0.000
1 .008
1 .008
1 .008
1 .008
1 .008
1 .008
1 .008
1 .008
1 .008
1 .008
1 .008
1 .008
.008
.008
.008
.008
.008
.008
1 .008
1 .008
1 .008
1 .008
1 .008
1 .008
FER
0
3
4
2
2
3
2
1
1
0
1
1
0
0
0
0
1
0
0
0
0
0
0
0
0
000
955
047
876
878
320
888
595
330
951
051
078
713
548
210
228
620
267
157
109
067
052
048
018
058
Ul
N3
5.483
16.236
30.064
Model
Year TF
1980 .0000
1979 .2568
1978 . 1930
1977 . 1450
1976 . 1083
1975 .0792
1974 .0578
1973 .0420
1972 .0300
1971 .0213
1970 .0146
1969 .0520
1968 .0000
1967 .0000
1966 .0000
1965 .0000
1964 .0000
1963 .0000
Miles
0.
2393.
7023.
1 1343 .
15351 .
19049.
22437 .
25513.
28279.
30735.
32879.
34713.
0.
0.
0.
0.
0.
0.
Mot orcyc 1 es
Jan 1 , 1980
I HC | CO | NOX
| BEF4 SALHCF Evapor Restin FER | BEF4 SALHCF FER | BEF4 SALHCF FER
0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
2.750 1.000 2.710 0.336 1.489 25.262 .000 6.488 0.664 .000 0.171
3.419 1.000 2.710 0.359 1.252 26.898 .000 5.190 0.664 .000 0.128
9.562 1.000 1.947 0.386 1.724 37.125 .000 5.382 0.283 .000 0.041
9.860 1.000 1.947 0.418 1.324 38.414 .000 4.160 0.296 .000 0.032
10.135 1.000 1.947 0.454 0.993 39.604 .000 3.137 0.309 .000 0.024
10.386 1.000 1.947 0.498 0.742 40.694 .000 2.353 0.320 .000 0.019
10.615 1.000 1.947 0.551 0.551 41.684 .000 1.750 0.331 .000 0.014
10.821 1.000 1.947 0.616 0.402 42.573 .000 1 . 278 0.340 .000 0.010
11.003 1.000 1.947 0.699 0.291 43.363 .000 0.924 0.348 .000 0.007
11.162 1.000 1.947 0.809 0.203 44.053 .000 0.644 0.355 .000 0.005
11.299 1.000 1.947 0.959 0.738 44.643 .000 2.321 0.361 .000 0.019
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 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 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
-------
1962 .0000 0. 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
1961 .0000 0.
1960 .0000 0.
1959 .0000 0.
1958 .0000 0.
1957 .0000 0.
1956 .0000 0. 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
2.290 0.440 9.709 33.627 0.470
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
0.000
0.
0.
0,
0.
0.
.000
.000
.000
.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
0.000
Ui
-------
MOBILE4.1 UG EXAMPLE 5: OUTFMT = 5 (= OUTFMT=3 + BYMY TABLES, TERSE VERSION)
Cal. Year: 1988 I/M Program: No
Anti-tarn. Program: No
Ambient Temp: 78.1 / 78.1 / 78.1 (F) Region: Low
Operating Mode: 20.6 / 27.3 / 20.6 Altitude: 500. Ft.
SAN FRANCISCO CA
Period 1 RVP: 11.5
Minimum Temp: 60. (F)
Period 2 RVP: 11.5
Maximum Temp: 84. (F)
Period 2 Start Yr: 1988
Veh. Type:
Veh. Speeds:
VMT Mix :
LDGV
19.
0.
,6
,639
Composite Emission Factor
Total
Exhaust
Evaporat
Refuel L
Runi ng L
Rst ing L
Exhaust
Exhaust
HC:
HC:
HC:
HC:
HC:
HC:
CO:
NOX:
4 ,
2.
1 ,
0,
0,
0.
29,
1 ,
,68
. 27
.25
. 26
.78
. 12
.07
.70
LDGT1
19.
0,
.6
. 152
LDGT2
19.
0,
.6
.076
LDGT
HDGV
19,
0.
.6
.036
LDDV
19,
0,
.6
.013
LDDT
19.
0.
6
003
HDDV
19
0
.6
.072
MC
19.
0.
.6
.009
Al 1
Veh
-s (Gm/Mile)
6,
3,
1
0,
0
0,
40
2
. 17
.38
.57
.33
.78
. 10
.56
. 14
8
4
2,
0
1
0
47
2
.48
. 18
.82
.33
.04
. 10
.98
.67
6
3
1
0
0
0
43
2
.94
.65
.99
.33
.87
. 10
.03
.32
18,
6.
8,
0,
1 .
0,
128,
5,
. 13
.95
.60
.54
.89
. 15
.80
.96
0
0,
1 ,
1
.62
.62
.57
.57
0.
0.
1 .
1 .
79
79
72
77
3
3
13
21
.40
.40
.95
•52
6,
3,
2,
0,
22,
0.
.36
.07
.85
.44
.71
.80
5,
2,
1 ,
0,
0,
0,
34
3,
.547
.822
.588
.263
.768
. 106
.312
.415
Ul
N5
-------
MOBILE4.1 UG EXAMPLE 5: OUTFMT = 5 (= OUTFMT=3
SAN FRANCISCO CA
BYMY TABLES, TERSE VERSION)
Light Duty Gas Vehicles
Jan 1, 1988
Model
Year
1988
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
1965
1964
TF Mi 1 es
.0240 1640.
. 1 140 9816
. 1 133 22403
. 1052 34309
1011 45571
.0919 56225
.0804 66303.
.0546 75B37
.0469 84854
.0463 93383
.0435 101452
.0446 109084
.0368 116303
.0274 123133
.0168 129593
.0126 135704
.0088 141484
.0089 146951
.0062 152124
.0043 157016
.0030 161644
.0024 166022
.0018 170162
.0013 174080
.0040 177785
1
| BEF4
0.321
0.396
0.510
0.620
0. 750
0.827
1 . 223
1 . 407
1 .475
4.013
4. 261
4.496
4.718
4.927
5.741
5.844
5.941
8. 770
8 .586
8.367
8.483
10. 179
10. 253
10.323
10.390
Tamper SALHCF
0.001
0.007
0.019
0.031
0.041
0. 132
0. 174
0. 231
0.986
0.920
1 .002
1 .039
1 . 144
1 . 186
0. 201
0. 202
0.067
0.033
0.032
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
0.032 1.000
0.032 1.000
0.000 1.000
0.000 1.000
0.000 1.000
0.000 1.000
HC | CO
Evapor Refuel Runnin Rest in FER | BEF4 Tamper SALHCF
0.422 0.213 0.456 0.068 0.036 4.269 0.015
0.435 0.216 0.456 0.071 0.180 5.691 0.067
0.460 0.218 0.456 0.086 0.198 / 7.837 0.176
0.532 0.225 0.492 0.093 0.210 9.938 0.316
0.575 0.232 0.512 0.102 0.224 12.838 0.418
0.690 0.235 0.589 0.106 0.237 13.939 1.566
0.796 0.235 0.668 0.113 0.258 18.968 2.218
0.951 0.244 0.747 0.122 0.202 22.211 3.134
1.386 0.261 0.954 0.129 0.243 16.514 11.992
1.520 0.301 1.063 0.136 0.368 47.774 9.721
1.781 0.306 1.212 0.144 0.378 50.136 10.626
2.811 -0.330 1.269 0.152 0.450 52.370 11.330
2.911 0.347 1.292 0.161 0.389 54.483 12.867
3.022 0.384 1.309 0.170 0.302 56.482 13.907
3.135 0.424 1.326 0.180 0.185 80.915 4.858
3.228 0.424 1.327 0.190 0.141 82.552 4.876
3.322 0.417 1.327 0.201 0.099 84.100 1.625
4.574 0.420 2.521 0.213 0.147 98.481 0.808
5.816 0.406 2.521 0.225 0.109 92.945 0.749
5.980 0.406 2.521 0.237 0.075 95.814 0.719
6.148 0.406 2.521 0.251 0.054 96.986 0.719
7.070 0.406 2.521 0.265 0.049 115.929 0.000
7.247 0.406 2.521 0.281 0.037 .116.866 0.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
7.427 0.406 2.521 0.297 0.027 117.751 0.000 1.000
7.614 0.406 2.521 0.314 0.086 118.589 0.000 1.000
1.247 0.262 0.784 0.116 4.684
I
FER |
0. 103
0.656
0.908
1 .079
.341
.425
.704
.385
.336
2.663
2.642
2.841
2.478
1 .931
1 .442
1 . 102
0.753
0.885
0.580
0.411
0.295
0.276
0.211
0. 150
0.478
29.070
BEF4
0.465
0.499
0.565
0.832
0.910
0.956
1 .072
1.121
2.021
2.638
2.721
2.800
2.836
2.863
3.346
3.375
4. 248
4 . 248
4 . 248
4. 248
4.248
3.377
3.377
3.377
3.378
NOX
Tamper SALHCF
0.008
0.012
0.020
0.026
0.033
0. 105
0. 124
0. 150
0.825
0.773
0.799
0.825
0.840
0.862
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
0.316 1 .000
0. 28 1 1 .000
0.000 1 .000
0.000 1 .000
0.000 .000
0.000 .000
0.000 .000
0.000 .000
0.000 .000
0.000 .000
0.000 1 .000
FER
0.011
0.058
0.066
0.090
0.095
0.097
0.096
0.069
0. 133
0. 158
0. 153
0. 162
0. 135
0. 102
0.062
0.046
0.037
0.038
0.026 Y"
0.018 to
0.013 ^J
0.008
0.006
0.004
0.014
1 .700
Light Duty Gas Trucks 1
Jan 1, 1988
Model
Year
1988
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
TF
.0278
. 1477
. 1359
. 1 185
.1151
.0788
.0594
.0307
.0240
.0244
.0246
.0351
.0307
.0240
.0170
.0096
.0121
.0113
Mi 1 es
1955.
1 1697.
.26552.
40409.
53335.
65393.
76642.
87135.
96923.
106054.
1 14572.
122517.
129929.
136843.
143293.
149310.
154922.
160157.
BEF4
0
0
0
1
1
2
2
2
3
4
5
5
5
5
6
6
6
9
603
774
922
048
795
173
373
559
908
188
333
568
787
991
102
210
310
278
Tamper
0.
0.
0.
0.
0.
0.
0.
0.
1 .
2.
2.
2.
2 .
2.
0.
0.
0.
0.
010
033
084
120
174
693
814
897
907
049
022
1.40
409
125
238
238
079
039
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
1 .000
1 .000
1 .000
1 .000
1 .000
1 .000
HC
Evapor Refuel
0.339
0
0
0
0
0
0
1
1
1
2
3
3
3
3
3
3
5
383
445
525
599
772
898
045
753
957
093
139
337
484
637
797
965
524
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
288
280
283
295
297
292
302
308
331
41 1
396
387
420
442
484
484
476
476
Runnin
0
0
0
0
0
0
0
0
1
1
1
1
1
1
1
1
1
2
337
340
348
375
413
546
651
725
124
266
300
313
369
369
369
369
369
521
Rest in
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
056
058
068
077
080
088
097
101
108
1 16
124
133
143
153
164
176
188
202
1
FER
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
045
276
292
289
387
360
305
173
219
244
277
445
413
326
204
1 18
150
204
BEF4
2
8
12
15
23
30
32
34
41
44
63
65
68
70
85
87
88
103
771
243
528
570
501
105
382
506
430
016
464
902
176
296
759
435
998
100
CO
Tamper SALHCF
0
0
0
1
2
8
9
10
20
21
20
21
24
21
5
5
1
0
.084
.312
.968
.451
. 155
. 129
.889
.871
.115
.395
.681
.785
.540
.851
.746
.746
.915
.952
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
I
FER |
0
1
1
2
2
3
2
1
1
1
2
3
2
2
1
0
1
1
080
264
833
017
954
014
513
394
475
598
071
078
842
216
553
896
103
178
BEF4
0
0
2
2
2
2
3
3
3
3
4
4
.795
.916
.077
. 181
.429
.761
.791
.820
.191
.241
.971
.994
.016
.036
.281
.304
.'247
. 247
NOX
Tamper SALHCF
0
0
0
0
0
0
0
0
1
1
1
1
1
1
0
0
0
0
005
027
050
071
099
444
495
545
17 1
174
048
050
052
052
376
334
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
FER
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
022
139
153
148
176
174
136
073
081
083
099
142
125
098
062
035
052
048
-------
1970 .0500 165041 .
1969 .0056 169597.
1968 .0040 173847.
1967 .0034 17781 1 .
1966 .0028 181509.
1965 .0019 184959.
1964 .0054 188177.
9.061
8.682
8.788
10. 390
10.456
10.518
10.576
0.038
0.038
0.038
0.000
0.000
0.000
0.000
1 .000
1 .000
1 .000
1 .000
1 .000
1 .000
1 .000
6.664
6.959
7.267
8 .267
8 .604
8 .955
9.321
0.476
0.476
0.476
0.476
0.476
0.476
0.476
2.521
2.521
2.521
2.521
2.521
2.521
2.521
0.216
0.232
0.249
0.266
0.286
0.306
0.328
0.949
0. 105
0.077
0.074
0.062
0.044
0. 126
97 . 132
99.000
100.076
1 18.595
119. 431
120. 21 1
120.939
0.882
0.847
0.847
0.000
0.000
0.000
0.000
1 .000
1 .000
1 .000
1 .000
1 .000
1 .000
1 .000
4.904
0.556
0.403
0.398
0.332
0.234
0.658
4. 247
4.247
4.246
3.378
3.378
3.378
3.378
0.000
0.000
0.000
0.000
0.000
0.000
0.000
.000
.000
.000
.000
.000
.000
.000
0.212
0.024
0.017
0.011
0.009
0.007
0.018
1.571 0.331 0.780 0.101 6.166
40.562
2. 145
t_n
I
t-o
OO
-------
MOBILE4.1 UG EXAMPLE 5:
SAN FRANCISCO CA
OUTFMT = 5 (= OUTFMT=3 + BVMY TABLES, TERSE VERSION)
Light Duty Gas Trucks 2
Jan 1 , 1988
Model
Year
1988
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
1965
1964
TF
.0233
. 1296
. 1 172
.0894
.0882
.0867
.0727
.0583
.0451
.0358
.0248
.0547
.0438
.0343
.0242
.0143
.0121
.0121
.0080
.0058
.0038
.0038
.0032
.0021
.0068
Mi les
2201 .
13163.
29731 .
44991 .
59047.
71992.
83915
94897
105012
1 14329
122909
130812
138092
144796
150970
156658
161896
166721
171 165
175257
179027
182499
185697
188643
191355
I
| BEF4
0
0
0
1
1
2
2
2
4
4
8
8
8
8
8
10
10
10
10
1 2
12
12
12
12
12
606
789
948
076
896
290
502
697
156
442
337
471
594
707
812
21 1
342
463
574
651
718
781
838
891
940
Tarn
0.
0.
0.
0.
0.
0.
0.
0.
2.
2.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
per
01 1
038
093
133
209
775
907
978
446
623
000
000
000
000
000
000
000
000
000
000
000
000
000
000
000
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
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
Eva
0.
0.
0.
0.
0.
0.
0.
1 .
1 .
2.
6.
7.
7.
8.
8.
9.
9.
10.
10.
1 1 .
12.
18.
18.
19.
20.
2.
por
302
342
404
481
565
749
884
023
856
096
929
333
752
195
661
153
674
221
767
376
016
272
989
745
545
823
HC
Refuel
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.289
.281
.284
.295
.298
.294
.304
.309
.331
.410
.396
.386
.420
.442
.484
.484
.475
.475
.475
.475
.475
.475
.475
.475
.475
.335
Runni n
0
0
0
0
0
0
0
0
1
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
1
.337
.341
.350
.375
.423
.569
.679
.740
. 154
.296
.521
.521
.521
.521
.521
.521
.521
.521
.521
.521
.521
.521
.521
.521
.521
.044
Rest in
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.050
.052
.061
.070
.074
.083
.092
.097
. 105
.114
. 124
. 135
. 146
. 159
. 172
. 187
.203
. 220
.239
.260
. 282
.306
.332
.361
.392
.101
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
8
1
FER |
.037
. 239
.251
.217
.306
.413
.390
.341
.453
.393
.454
.031
.852
.687
.499
.322
. 281
.289
. 197
. 157
. 106
. 132
.113
.074
.251
.484
BEF4
2
8
12
'16
24
31
33
36
43
46
93
95
97
99
101
99
100
101
103
133
134
135
136
'136
137
817
502
948
036
657
441
855
078
721
361
845
879
753
478
068
442
768
989
1 14
770
622
408
131
797
41 1
Tarn
0.
0.
1 .
1 .
2.
9.
1 1 .
12.
24.
25.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
CO
per SALHCF
097 1 .000
387 1 .000
083 1 .000
618 1 .000
575 1 .000
343 1 .000
283 1 .000
024 1 . 000
252 1 .000
814 1 .000
000 1 .000
000 1 .000
000 1 .000
000 1 .000
000
000
000
000
000
000
000
000
000
000
000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
0
1
1
1
2
3
3
2
3
2
2
5
4
3
2
1
1
1
0
0
0
0
0
0
0
47
1
FER |
.068
. 152
.645
.578
.402
.535
. 282
.803
.063
.585
.325
. 248
.285
.414
.443
.419
.218
.235
.828
.769
.509
.519
.437
.283
.935
.979
BEF4
0
0
1
1
1
1
1
1
2
2
4
4
4
4
4
6
6
6
6
5
5
5
5
5
5
796
922
092
291
467
779
81 1
841
236
287
862
892
920
945
969
297
297
297
296
341
341
342
342
342
342
Tarn
0.
0.
0.
0.
0.
0.
0.
0.
1 .
1..
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
NOX
per SALHCF
004
029
057
079
121
472
530
583
173
176
125
125
125
125
125
128
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
.000
.000
.000
.000
.000
.000
.000
.000
.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
2
FER
.019
. 123
. 135
. 122
. 140
. 195
. 170
.141
. 154
. 124
. 124
.275
.221
. 174
. 1 23
.092
.076
.076
.051
.031
.020
.020
.017
.011
.036
.670
Heavy Duty Gas Vehicles
Jan 1, 1988
Model
Year
1988
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
TF
.0000
. 1 188
.1112
.0910
.0868
.0868
.0786
.0572
.0451
.0346
.0282
.0545
.0433
.0356
.0255
.0193
.0161
.0169
Mi les
0.
9105.
26595.
42696.
57522.
71171.
83738.
95308.
105961 .
1 15769.
124799.
1331 13.
140768.
147816.
154305.
160279.
165780.
170844.
I
| BEF4
0
1
2
2
4
4
4
4
5
5
9
9
1 1
12
13
16
16
16
000
004
373
774
455
549
756
947
418
937
735
895
704
640
855
242
460
661
Tamper
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
000
180
046
058
068
078
090
000
000
000
000
000
000
000
000
000
000
000
SALHCF
0.000
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
HC
Evapor Refuel
0.000
1 .866
1 .997
3.071
1 1 .353
1 1 .366
1 1 .378
1 1 .389
1 1 .402
11.412
1 1 .421
1 1 .426
1 1 .426
1 1 .426
1 1 .426
1 1 .426
1 1 .426
1 1 .426
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
000
494
495
504
499
500
503
520
530
562
571
583
598
616
628
641
642
642
Runni n
0
0
0
0
2
2
2
2
2
2
2
2
2
2
2
2
2
2
000
456
486
762
521
521
521
521
521
521
521
521
521
521
521
521
521
521
Rest in
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
.000
.042
.045
.049
.113
. 123
. 134
. 145
. 158
.171
. 186
.202
.219
. 238
.259
.281
.305
.331
FER
0
0
0
0
1
1
1
1
0
0
0
1
1
0
0
0
0
0
000
484
612
663
659
671
534
124
91 1
719
697
357
158
987
742
608
512
540
BEF4
0
16
43
56
81
87
92
98
108
120
199
204
243
261
287
297
301
305
000
693
317
050
766
055
800
091
747
606
717
188
334
607
974
365
495
296
CO
Tamper SALHCF
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
000 0.000
104 1.022
529
667
625
734
842
000
000
.022
.022
.022
.022
.022
.022
.022
000 1 .022
000 1 .022
000 1 .022
000 .022
000 .022
000 .022
000 .022
000 .022
000 .022
1
FER |
0
2
4
5
7
7
7
5
5
4
5
1 1
10
9
7
5
4
5
000
283
982
274
306
785
524
735
017
269
765
379
757
507
515
863
959
261
BEF4
0
4
4
4
5
5
5
5
6
6
5
5
6
7
8
9
9
9
000
800
839
892
207
526
587
644
083
492
738
785
813
321
036
608
608
608
NOX
Tamper SALHCF
0
0
0
0
0
0
0
0
0
' 0
0
0
0
0
0
0
0
0
000
016
083
282
000
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
0
0
0
0
0
000
996
996
996
996
996
996
996
996
996
996
996
996
996
996
996
996
996
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
FER
.000
.570
.545
.469
.450
.478
.438
.322
.274
. 224
. 161
.314
. 294
. 259
. 204
. 185
. 154
. 161
-------
1970
1969
1968
1967
1966
1965
1964
.0113 175506.
.0078 179799.
.0064 183752.
.0059 187390.
.0037 190741 .
.0034 193825.
.0120 196665.
16.846
25.891
26.033
26. 165
26. 286
26.398
26.500
0.000
0.000
0.000
0.000
0.000
0.000
0.000
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 .026
1 1 .426
1 1 .426
1 1 .426
16.999
16.999
16.999
16.999
0.642
0.652
0.652
0.652
0.652
0.652
0.652
2.521
2.521
2.521
2.521
2.521
2.521
2.521
0.360
0.391
0.425
0.461
0.501
0.544
0.591
0.364 308.796
0.324 345.294
0.266 347.580
0.279 349.685
0. 177 351 .623
0. 164 353.408
0.577 355.050
0.000
0.000
0.000
0.000
0.000
0.000
0.000
.022
.022
.022
.022
.022
.022
.022
3.563
2.752
2.267
2. 100
1 .336
1 . 236
4.368
9.608
8.983
8.983
8.983
B.9B3
8.983
8.983
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. 108
0.070
0.057
0.053
0.033
0.031
0. 108
8.602 0.537 1.890 0.147 18.129
128 .803
5.963
U>
O
-------
MOBILE4.1 UG EXAMPLE 5: OUTFMT = 5 ( = OUTFMT=3 + BYMY TABLES, TERSE VERSION)
SAN FRANCISCO CA
Light Duty Diesel Vehicles
Jan 1, 1988
Model
Vear
1988
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
1965
1964
TF
.0000
.0230
.0224
.0612
. 1095
. 1206
. 2372
. 2002
. 1232
.0555
.0215
.0119
.0058
.0028
.0025
.0012
.0008
.0004
.0000
.0000
.0000
.0000
.0000
.0000
.0000
Mi les
0.
13327.
30145.
45692.
60063.
73349.
85630.
96984.
107479.
117181.
126150.
134440.
142104.
149189.
155739.
161793.
167390.
172564.
0.
0.
0.
0.
0.
0.
0.
BEF4
0
0
0
0
0
0
0
0
0
1
1
1
1
1
2
2
2
2
0
0
0
0
0
0
0
000
330
380
427
470
510
547
581
613
240
303
361
415
464
555
604
649
690
000
000
000
000
000
000
000
HC
SALHCF
0
1
1
1
1
1
1
1
i
i
i
0
0
0
0
0
0
0
.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
1
FER |
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
000
008
009
026
052
062
130
1 16
075
069
028
016
008
004
006
003
002
001
000
000
000
000
000
000
000
615
CO
BEF4 SALHCF
0
2
2
2
2
2
4
4
4
4
0
0
0
0
0
0
0
000 0.000
203
271
333
390
443
492
538
580
224
305
379
448
512
733
812
885
952
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
000 0.000
000 0.000
000 0.000
000 0.000
000 0.000
000 0.000
000 0.000
I
FER |
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
000
028
028
082
152
174
354
308
195
123
050
028
014
007
012
006
004
002
000
000
000
000
000
000
000
567
BEF4
0
0
0
1
1
1
1
1
1
1
1
1
1
1
2
2
2
2
0
0
0
0
0
0
0
000
910
961
007
491
5.31
568
602
831
868
904
937
968
996
082
106
129
149
000
000
000
000
000
000
000
NOX
SALHCF
0
1
1
1
1
1
1
1
1
1
0
0
0
0
0
0
0
.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
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
000
021
021
062
163
185
372
321
226
104
041
023
01 1
006
005
003
002
001
000
000
000
000
000
000
000
565
Ln
Light Duty Diesel Trucks
Jan 1, 1988
Model
Year
1988
1987
1986
1985
1984
1983
1982
1981
19BO
1979
1978
1977
1976
1975
1974
1973
1972
1971
TF
.0038
.0295
.0595
.0772
. 1506
.2064
.3110
.0899
.0418
.021 1
.0092
.0000
.0000
.0000
.0000
.0000
.0000
.0000
1
Miles |
2517.
15025.
33252.
49230.
63326.
75843.
87030.
97091 .
106200.
1 14500.
1221 12.
0.
0.
0.
0.
0.
0.
0.
HC
BEF4 SALHCF
0.440
0.490
0.563
0.627
0.683
0.733
0.778
0.819
1.710
1 .776
1 .837
.000
.000
.000
.000
.000
.000
.000
.000
.000
.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
I
FER | BEF4
0.002
0.014
0.033
0.048
0. 103
0.151
0.242
0.074
.340
.390
.463
.527
.583
.633
.678
.718
0.071 3.032
0.037 3.115
0.017 3 . 190
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
CO
SALHCF
.000
.000
.000
.000
.000
.000
1 .000
1 .000
1 .000
1 .000
1 .000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
1
FER |
0.005
0.041
0.087
0.118
0.238
0.337
0.522
0. 155
0. 127
0.066
0.029
0.000
0.000
0.000
0.000
0.000
0.000
0.000
NOX
BEF4 SALHCF
1 .078
1 .525
1 .580
1 .628
1 .670
1 .707
1 .741
1.771
2.679
2.745
2.807
.000
.000
.000
.000
.000
.000
.000
.000
.000
.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
FER
0.004
0.045
0.094
0. 126
0. 252
0.352
0.541
0. 159
0.112
0.058
0.026
0.000
0.000
0.000
0.000
0.000
0.000
0.000
-------
1970 .0000 0.
1969 .0000 0.
1968 .0000 0.
1967 .0000 0.
1966 .0000 0.
1965 .0000 0.
1964 .0000 0.
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
0.
0
0
0
0
0
0
.000
.000
.000
.000
.000
.000
.000
.794
0.
0.
0.
0.
0.
0.
0.
.000
,000
.000
.000
.000
.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
1 .725
0.
0.
0.
0.
0.
0,
0.
,000
.000
.000
,000
.000
.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
1 .769
Ol
I
to
-------
MOBILE4.1 UG EXAMPLE 5: OUTFMT = 5 ( = OUTFMT=3 + BYMY TABLES, TERSE VERSION)
SAN FRANCISCO CA
Heavy Duty Diesel Vehicles
Jan 1 , 1988
Model
Year
1988
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
1976
1975
1974
1973
1972
1971
1970
1969
1968
1967
1966
1965
1964
TF
.0000
. 1652
. 1462
.0979
.0961
. 1072
.0905
.0486
.0396
.0277
.0306
.0315
.0209
.0159
.0063
.0067
.0472
.0077
.0045
.0031
.0019
.0015
.0013
.0005
.0016
1
Mi 1 es |
0.
28495.
83199.
133514.
179795.
222364.
261521 .
297538.
330670.
361 147.
389182.
414971 .
438695.
460519.
480596.
499065.
516057.
531688.
546069.
559298.
571470.
582668.
592970.
602448.
61 1 168.
HC
BEF4 SALHCF
0.000 0.000
2.230 1.015
2. 280 1.015
2.590 1.015
2.820 1.015
2.660 1.015
2.780
3. 170
3. 170
3.510
6. 255
6.480
6.542
6.673
6.794
6.904
7.006
7. 100
7.086
7. 136
7.089
7. 156
7 . 098
7. 155
7. 207
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
.015
I
PER |
0.000
0.374
0.338
0. 258
0.275
0. 289
0. 255
0. 156
0. 127
0.099
0. 194
0.207
0. 139
0. 107
0.043
0.047
0.336
0 .056
0.032
0.022
0.014
0.011
0.010
0.004
0.012
CO
BEF4 SALHCF
0.000 0.000
10.396
1 1 . 109
1 1 .552
13.058
12.661
13.735
15.943
16.307
18.374
17 .667
18.290
18.439
.021
.021
.021
.021
.021
.021
.021
.021
.021
.021
.021
.021
18.788 1.021
19.110 1 .021
19.405 1 .021
19.677 1 .021
19.927 1 .021
19.321 1 .021
19.429 1 .021
19. 262 1 .021
19.430 1.021
18.622 1 .021
18.754 1 .021
18.876 1 .021
1
FER |
0.000
.753
.659
. 155
.281
.386
.269
0.791
0.659
0.519
0.551
0.588
0.394
0.304
0.122
0. 133
0.948
0. 157
0.088
0.061
0.037
0.029
0.025
0.009
0.031
NOX
BEF4 SALHCF
0.000 0.000
17. 180
17.560
17.530
19.080 i
18.060
18.840
21 .470
21 .470
23.780
32.894
33.854
33.775
34. 190
34.571
34.942
35. 265
.008
.008
.008
.008
.008
.008
.008
.008
.008
.008
.008
.008
.008
.008
.008
.008
35.562 1 .008
35. 175 1 .008
34.657 1.008
34. 1 16 1 .008
34.318 1.008
33.070 1.008
33.232 1.008
33.380 1.008
FER
0.000
2.860
2. 589
1.731
1 .848
1 .951
1.718
1 .052
0.856
0.664
1.013
1 .074
0.713
0.547
0.218
0.236
1 .678
0.276
0. 159
0. 108
0.065
0.050
0.045
0.016
0.053
I
u>
u>
3.405
13.951
21.520
Motorcyc 1 es
Model
Year TF
1988 .0000
1987 .2568
1986 . 1930
1985 .1450
1984 .1083
1983 .0792
1982 .0578
1981 .0420
1980 .0300
1979 .0213
1978 .0146
1977 .0520
1976 .0000
1975 .0000
1974 .0000
1973 .0000
1972 .0000
1971 .0000
Mi 1 es
0.
2393.
7023.
1 1343.
15351 .
19049.
22437.
25513.
28279.
30735.
32879.
34713.
0.
0.
0.
0.
0.
0.
I
| BEF4 SALHCF
0.000 0.000
1 .484
1 .830
2. 153
3.098
3.448
3. 769
4.849
5. 166
6.841
7.151
1 1 . 299
.000
.000
.000
.000
.000
.000
.000
.000
.000
.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
HC
Evapor
0.000
2.940
2.940
2.940
2.853
2.853
2.853
2 .865
2.865
2.710
2.710
1 .947
0.000
0.000
0.000
0.000
0.000
0.000
Jan 1
Rest in
0.000
0.336
0.359
0.386
0.418
0.454
0.498
0.551
0.616
0.699
0.809
0.959
0.000
0.000
0.000
0.000
0.000
0.000
, 1988
FER
0.000
1 . 223
0.990
0.794
0.690
0.535
0.412
0.347
0.260
0.218
0. 156
0.738
0.000
0.000
0.000
0.000
0.000
0.000
CO
BEF4 SALHCF
0.000 0.000
18.751 1.000
19.930
21 .029
22.050
22.991
23.854
24.937
25.662
35. 275
36.033
44.643
.000
.000
.000
.000
.000
.000
.000
.000
.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
FER |
0.000
4.816
3.846
3.049
2:388
1 .821
1 .379
1 .047
0.770
0.752
0.527
2.321
0.000
0.000
0.000
0.000
0.000
0.000
NOX
BEF4 SALHCF
0.000 0.000
0.830 1 .000
0.830 1.000
0.830 .000
0.830 .000
0.830 .000
0.830 .000
0.830 .000
0.830 .000
0.664 .000
0.664 .000
0.361 .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
FER
0.000
0.213
0. 160
0. 120
0.090
0.066
0.048
0.035
0.025
0.014
0.010
0.019
0.000
0.000
0.000
0.000
0.000
0.000
-------
1970 .0000 0. 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
1969 .0000 0. 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
1968 .0000 0. 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
1967 .0000 0. 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
1966 .0000 0. 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
1965 .0000 0. 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
1964 .0000 0. 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000
2.854 0.440 6.363 22.715 0.800
Ln
I
Co
-------
5-35
5.1.2 User-Supplied Registration Distributions
and Annual Mileage Accumulation Rates by Age
Example 6 illustrates the use of the options for supplying
alternate registration distributions and annual mileage
accumulation rates. In the example, the registration fractions
for vehicles of ages 21 to 25+ have been set to zero. This
necessitates the zero mileage accumulation rates for vehicles of
these ages (since vehicles of a given age that exist in the fleet
must accumulate mileage). The same calendar years as in examples
1 through 5 are modeled (1980, 1988, 1990, and 2000). The only
other difference between the first five examples and this example
is that refueling HC emission factors are not calculated
(RLFLAG=5). The 112-column descriptive output is used (OUTFMT=3).
Note the warning messages that precede the emission factors
in the output. The message M 49 is frequently generated when the
sum of the registration fractions for a given vehicle type is not
exactly 1.000; even if the values entered do add to 1.000, the
representation of decimal numbers in the computer will often
result in round-off errors large enough to trigger this message.
A user entering registration distributions by age as input data
and finding this message in the output should recheck the input
data for errors; if none are found, then it can be assumed that
the message was generated due to internal representation of the
input values as described above.
07/91
-------
1
MOBILE4
1
1
1
4
1
1
1
1
5
1
1
3
4
1
1
1
. 12800
.07200
0.0
. 17400
.08200
0.0
. 18400
.08300
0.0
. 19900
.07400
0.0
. 12800
.07200
0.0
. 17500
.08200
0.0
. 19900
.07400
0.0
.04100
.00200
0.0
.075 .
.039 .
0.0
.061 .
.036 .
0.0
.037 .
.044 .
0.0
.037 .
.044 .
0.0
.075 .
.039 .
0.0
.061 .
.036 .
0.0
PROMPT
. 1 UG EXAMPLE 6: MVMRFG = 4 (NEW MILEAGE ACCRUAL RATES & REGISTRATION DISTRIBU.)
TAMFLG
SPDFLG
VMFLAG
MYMRFG
NEWFLG
IMFLAG
ALHFLG
ATPFLG
RLFLAG
LOCFLG - READ IN LOCAL AREA PARAMETERS AS 2ND REQ SC REC
TEMFLG - CALCULATE EXHAUST TEMPERATURES
OUTFMT
PRTFLG
IDLFLG
NMHFLG
HCFLAG -
. 12100
.06800
0.0
.16100
.07600
0.0
. 16900
.07600
0.0
.18100
.06700
0.0
.12100
.06800
0.0
. 16300
.07600
0.0
.18100
.06700
0.0
.02800
.00000
0.0
107 .107
027 .018
0.0
095 .094
024 .030
0.0
070 .078
032 .038
0.0
070 .078
032 .038
0.0
107 .107
027 .018
0.0
095 .094
024 .030
0.0
. 1 1400
.06400
0.0
. 15000
.07000
0.0
. 15600
.07100
0.0
. 16400
.06100
0.0
. 1 1400
.06400
0.0
.15100
.07000
0.0
. 16400
.06100
0.0
.02100
.00000
0.0
.106
.014
0.0
.103 .
.028
0.0
.086
.036
0.0
.086 .
.036
0.0
.106
.014
0.0
'.103 ,
.028
0.0
DO NOT PRINT HC COMPONENTS
. 10800 . 10200
.06100 .05700
0.0 0.0
. 13900 . 12900
.06500 .06100
0.0 0.0
. 14400 . 13300
.06500 .06000
0.0 0.0
. 14800 . 13400
.05500 .05000
0.0 0.0
. 10BOO . 10200
.06100 .05700
0.0 0.0
. 14000 . 12900
.06500 .06000
0.0 0.0
. 14800 . 13400
.05500 .05000
0.0 0.0
.01600 .01200
.00000 .00000
0.0 0.0
.100 .092 .085
.009 .006 .005
0.0 0.0
.083 .076 .076
.026 .024 .022
0.0 0.0
.075 .075 .075
.034 .032 .030
0.0 0.0
.075 .075 .075
.034 .032 .030
0.0 0.0
. 100 .092 .085
.009 .006 .005
0.0 0.0
.083 .076 .076
.026 .024 .022
0.0 0.0
.09600
.05400
. 1 1900
.05600
. 12300
.05600
.12100
.04500
.09600
.05400
. 12000
.05600
.12100
.04500
.00800
.00000
.077 .
.005 .
.063 .
.020 .
.068 .
.028 .
.068 .
.028 .
.077 .
.005 .
.063 .
.020 .
.09100
.05100
. 1 1 100
.05200
. 1 1400
.05100
. 1 1000
.04100
.09100
.05100
. 1 1 100
.05200
. 1 1000
.04100
.00600
.00000
066 .052
005 .004
054 .043
018 .016
059 .053
026 .024
059 .053
026 .024
066 .052
005 .004
054 .043
018 .016
.08600
.04800
. 10300
.04800
. 10500
.04700
. 10000
.03700
.08600
.04800
. 10300
.04800
. 10000
.03700
.00400
.00000
.08100
.04600
.09500
.04500
.09700
.04400
.09000
.03300
.08100
.04600
.09500
. 04400
.09000
.03300
.00200
.00000
.07600
.04300
.08800
.04200
.09000
.04000
.08200
.03000
.07600
.04300
.08800
.04100
.08200
.03000
.00200
.00000
JULMYR
AMAR
. LDGV.
. LDGV.
. LDGV.
. LDGT1
. LDGT1
. LDGT1
. LDGT2
. LDGT2
. LDGT2
. HDGV.
. HDGV. .
.HDGV . .
. LDDV. .
. LDDV. ,
. LDDV. ,
. LDDT. ,
. LDDT. ,
. LDDT. .
. LDGV. .MY AGES
. LDGV. .MY AGES
. LDGV. .MY AGES
. LDGT1 .MY AGES
. LDGT1 .MY AGES
. LDGT1 .MY AGES
. LDGT2.MY AGES
.LDGT2.MY AGES
.LDGT2.MY AGES
.HDGV. .MY AGES
.HDGV. .MY AGES
.HDGV. .MY AGES
.LDDV. .MY AGES
. LDDV. .MY AGES
. LDDV. .MY AGES
.LDDT. .MY AGES
.LDDT. .MY AGES
.LDDT. .MY AGES
. HDDV. .MY AGES
.HDDV. .MY AGES
.HDDV. .MY AGES
.MC. . . .MY AGES
.MC. . . .MY AGES
.MC. . . .MY AGES
.MY AGES 1-10
.MY AGES 1 1-20
.MY AGES 21-25
.MY AGES 1-10
.MY AGES 1 1-20
.MY AGES 21-25
.MY AGES 1-10
.MY AGES 1 1-20
.MY AGES 21-25
.MY AGES 1-10
.MY AGES 1 1-20
.MY AGES 21-25
.MY AGES 1-10
.MY AGES 1 1-20
.MY AGES 21-25
.MY AGES 1-10
.MY AGES 1 1-20
.MY AGES 21-25
1-10
1 1-20
21-25
1-10
1 1-20
21-25
1-10
1 1-20
21-25
1-10
1 1-20
21-25
1-10
1 1-20
21-25
1-10
1 1-20
21-25
1-10
1 1-20
21-25
1-10
1 1-20
21-25
Ul
I
u>
-------
.077 .135 .134 .131
.025 .015 .013 .011
0.0 0.0 0.0
. 105 .225 .206 . 149
.008 .005 .013 .000
0.0 0.0 0.0
1 80 19.6 75.0 20.6
SAN FRANCISCO CA C
1 88 19.6 75.0 20.6
SAN FRANCISCO CA C
1 90 19.6 75.0 20.6
SAN FRANCISCO CA C
1 00 19.6 75.0 20.6
27
60
27
60
27
60
27
60
099
010
0.0
097
000
0.0
.3
.3
.3
.3
20
84
20
84
20
84
20
84
090
008
0
062
000
0
.6
. 1
.6
. 1
.6
. i
.6
. 1
.082
.007
.0
.046
.000
.0
1.5 11
1.511
1.511
1.5 11
.062 ,
.006 .
.033 ,
.000 .
.5 88
.5 88
.5 88
.5 88
.045
.005
.029
.000
.033
.004
.023
.000
LAP
LAP
LAP
LAP
1ST I
REC
1ST I
REC
1ST I
REC
1ST
REC
.HDDV..MY AGES 1-10
.HDDV..MY AGES 11-20
.HDDV..MY AGES 21-25
.MC....MY AGES 1-10
.MC....MY AGES 11-20
.MC....MY AGES 21-25
REQ SC REC: I REJN,ICY,SPD(1) ,AMBT,PCCN,PCHC,PCCC
SCNAME,RVPAST,TEMMIN,TEMMAX,RVPBAS,RVPIUS.IUSESY
REQ SC REC: IREJN,ICY
-------
MOBILE4.1 UG EXAMPLE 6: MYMRFG = 4 (NEW MILEAGE ACCRUAL RATES 8. REGISTRATION DIS
M 49 Warning: 0.999 MVR sum not = 1. (will normalize)
M 49 Warning: 0.992 MYR sum not = 1. (will normalize)
M 49 Warning: 0.999 MYR sum not = 1. (will normalize)
M 49 Warning: 0.992 MYR sum not = 1. (will normalize)
M 49 Warning: 0.992 MYR sum not = 1. (will normalize)
M 49 Warning: 1.00 MYR sum not = 1. (will normalize)
M 21 Warning: 0.500E-02 registration with zero mileage
M 21 Warning: 0.130E-01 registration with zero mileage
Total HC emission factors include evaporative HC emission factors.
u>
00
User supplied mileage
Cal . Year: 1980
SAN FRANCISCO CA
Ven. Type
Veh. Speeds
VMT Mix
Composite Emissi
Total HC
Exhaust CO
Exhaust NOX
User suppl i ed m
Cal . Year: 1988
SAN FRANCISCO CA
Veh. Type:
Veh. Speeds:
Ant i -
LDGV
accrua 1 di st r
I/M Program:
tarn. Pro'gram:
Period 1 RVP:
LDGT1
19.6 19.6
0.700 0.161
on Factors (Gm/Mile)
6.40 8.22
46.69 61 .52
2.95 3.31
i 1 eage
Ant i -
LDGV
19.6
accrual distr
I/M Program:
tarn. Program:
Period 1 RVP:
LDGT1
19.6
i but i ons
No
No
11.5
LDGT2
19.6
0.076
15.56
80.70
4.75
i but i ons
No
No
11.5
LDGT2
19.6
, veh registrat
Ambi ent
Operat i ng
Mi nimum
Period
LDGT
10.57
67.67
3.77
, veh reg
Ambi ent
Operat i ng
Mi nimum
Period
LDGT
Temp:
Mode:
Temp :
2 RVP:
ion distributions.
78 . 1
20.6
60.
11.5
HDGV
19
0
25
209
7
i st rat
Temp:
Mode:
Temp :
2 RVP:
.6
.034
.29
.39
. 12
ion d i
78. 1
20.6
60.
11.5
HDGV
19
.6
/ 78. 1 / 78
/ 27.3 / 20
(F)
Peri
LDDV
19.6
0.005
0.60
1 .48
1 .48
s t r ibut i ons
/ 78. 1 / 78
/ 27.3 / 20
(F)
Peri
LDDV
19.6
. 1 (F) Region
.6 Al t i tude
Maximum Temp
od 2 Start Yr
Low
500
84.
1988
LDDT HDDV
19.6 19
0.001 0
0.97 4
2.11 13
1.94 26
. 1 (F) Region
.6 Al t i tude
Maximum Temp
od 2 Start Yr
6
016
21
10
33
Low
500
84.
1988
LDDT HDDV
19.6 19
6
Ft .
(F)
MC
19.6
0.007
9. 27
28.79
0.55
Ft .
(F)
MC
19.6
A 1 1 Veh
7.986
56.281
3.633
A 1 1 Veh
-------
VMT Mix:
0.654
0. 174
0.083
0.040
0.0)2
0.004
0.028
0.005
Composite Emission Factors
Total HC: 3.18
Exhaust CO: 20 . 1 2
Exhaust NOX: 1 .32
User supplied mi
Cal . Year: 1990
SAN FRANCISCO CA
Veh. Type:
Veh . Speeds :
VMT Mi x :
(Gm/Mi le)
4.95
37.55
2.04
7.11
45.42
2.55
1 eage accrual distributions
I/M
Ant i -tarn.
Program:
Program:
Period 1 RVP:
LDGV
19.6
0.643
Composite Emission Factors
Total HC: 2.74
Exhaust CO: 17.10
Exhaust NOX: 1 .05
LDGT1
19.6
0. 185
(Gm/Mi le)
4.23
30.76
1 .76
No
No
11.5
LDGT2
19.6
0.083
5.92
37.58
2. 15
M120 Warning: MOBILE4.1 does not model most
requirements; Emission Factors
User supplied mi
Cal . Year: 2000
SAN FRANCISCO CA
Veh. Type:
Veh . Speeds :
VMT Mix:
leage accrual distr
I/M
Ant i - tarn.
Peri
LDGV
19.6
0.602
Composite Emission Factors
Total HC: 2.23
Exhaust CO: 12.12
Exhaust NOX: 0.68
Program:
Program:
od 1 RVP:
LDGT1
19.6
0.219
(Gm/Mi le)
2.88
16.86
1.15
i but i ons
No
No
11.5
LDGT2
19.6
0.087
3.23
20.00
1 . 23
5.65
40. 10
2.21
14.28
104.66
5.71
0.52
1 .45
1 .49
0.84
1 . 79
1.81
2.
1 1 .
18.
.73
.66
.96
6.99
19 .48
0.83
4. 224
28. 1 18
2.215
, veh registration distributions.
Ambi ent
Operat i ng
Mi nimum
Period
LDGT
4.75
32.87
1 .88
Temp: 78 . 1
Mode: 20.6
Temp: 60.
2 RVP: 11.5
HDGV
19.6
0.041
11.61
83. 10
5.55
1993 and later Clean
for CY 1993 or later
, veh registration di
Ambi ent
Operat i ng
Mi nimum
Period
LDGT
2.98
17.75
1 . 18
Temp : 78 . 1
Mode: 20.6
Temp: 60.
2 RVP: 11.5
HDGV
19.6
0.041
7.14
36.89
4.50
/ 78. 1 / 78
/ 27.3 / 20
(F)
Peri
LDDV
19.6
0.008
0.56
1 .50
1 .52
. 1 (F)
.6 Al
Reg i on :
t i tude :
Maximum Temp:
od 2 Start Yr:
LDDT
19.6
0.003
0.90
1 .85
1 .84
: Low
: 500.
: 84.
: 1988
HDDV
19
0
2
1 1 .
18.
.6
.031
.49
. 17
.00
Ft .
(F)
MC
19.6
0.005
6.84
19.45
0.83
Al 1 Veh
3.638
23. 71 1
1 .988
Air Act
are affected.
st ri but i ons
/ 78. 1 / 78
/ 27.3 / 20
(F)
Peri
LDDV
19.6
0.001
0.47
1 .39
1.13
. 1 (F)
.6 Al
Reg i on
t i tude
Max imum Temp :
od 2 Start Yr
LDDT
19.6
0.001
0.79
1 .69
1 .46
: Low
: 500.
: 84.
: 1988
HDDV
19
0
2
10
8
.6
.045
. 14
. 21
.43
Ft .
(F)
MC
19.6
0.004
6.78
19.45
0.83
Al 1 Veh
2.670
14.787
1 .339
tn
I
U>
vo
-------
5-40
5.1.3 Anti-Tampering Program
Example 7 provides an example of the modeling of an anti-
tampering program to reduce emissions. All of the other settings
are the same as were used in Example 6. The anti-tamper ing
program modeled has the following characteristics: Start data
1984, oldest model year vehicles subject to the ATP requirements
of 1975, newest model year vehicles subject to the ATP
requirements of 2020 (meaning that all vehicles of model years
1975 and later are covered), light-duty gas vehicles are the only
vehicle type subject to the ATP requirements (light-duty gas
trucks and heavy-duty gas vehicles are exempt), centralized
program, annual frequency of inspection, 50 percent compliance
rate, and inspections are performed for air pump system,
catalyst, fuel inlet restrictor, evaporative control system, PCV
system, and gas cap. No tailpipe lead detection test or EGR
system inspection is included in this program. Note that the
evaporative emission control system inspection and gas cap
inspection are both required; as discussed in section 2.2.6,
credit is provided for evaporative emission system inspections
only if a gas cap inspection is also given.
The ATP described by this example is for illustrative
purposes only, and does not reflect the situation in San
Francisco, CA.
07/91
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1 PROMPT
MOBILE4.1 UG EXAMPLE
1 TAMFLG
1 SPDFLG
1 VMFLAG
1 MYMRFG
1 NEWFLG
1 IMFLAG
1 ALHFLG
2 ATPFLG
5 RLFLAG
1 LOCFLG -
1 TEMFLG -
3 OUTFMT
4 PRTFLG
1 IDLFLG
1 NMHFLG
1 HCFLAG
84 75 20 2111 11 050
1 80 19.6 75.0 20.6
SAN FRANCISCO CA C
1 88 19.6 75.0 20.6
SAN FRANCISCO CA C
1 90 19.6 75.0 20.6
SAN FRANCISCO CA C
1 00 19.6 75.0 20.6
SAN FRANCISCO CA C
7: ATPFLG = 2 (ANTI-TAMPER ING PROGRAM), LAPSY = 1984, NO I/M
2 = READ ATP PARAMETER CARD.
- READ IN LOCAL AREA PARAMETERS AS 2ND REQ SC REC
- CALCULATE EXHAUST TEMPERATURES
DO NOT PRINT HC COMPONENTS
22211222
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
27.3 20.6
60. 84. 11.5 11.5 88
ATP PARAMETERS: START, 1ST MVR, LAST MVR, . VEH TYPES, INSP PGM TYPE & FREQ, COMPLIANCE, DISABLE
1ST REQ SC REC: IREJN.ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
1ST REQ SC REC: IREJN.ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
1ST REQ SC REC: IREJN.ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
1ST REQ SC REC: IREJN.ICY,
LAP REC: SCNAME,RVPAST,TEMMIN
SPD(1),AMBT,PCCN,PCHC,PCCC
.TEMMAX.RVPBAS.RVPIUS,IUSESY
SPD(1),AMBT.PCCN.PCHC,PCCC
.TEMMAX.RVPBAS.RVPIUS,IUSESV
SPD(1),AMBT.PCCN.PCHC,PCCC
.TEMMAX.RVPBAS.RVPIUS, IUSESY
SPD(1).AMBT.PCCN.PCHC,PCCC
.TEMMAX.RVPBAS.RVPIUS,IUSESY
Oi
•P-
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MOBILE4.1 UG EXAMPLE 7: ATPFLG = 2 (ANTI-TAMPER ING PROGRAM), LAPSY = 1984, NO I/
Anti-tampering program selected:
Start year (January 1): 1984
First model year covered: 1975
Last model year covered: 2020
Vehicle types covered: LDGV
Type: Centralized
Frequency: Annual
Compliance Rate: 50.0%
Air pump system disablements: Ves
Catalyst removals: Ves
Fuel inlet restrictor disablements: Yes
Tailpipe lead deposit test: No
EGR disablement: No
Evaporative system disablements: Yes
PCV system disablements: Yes
Missing gas caps: Yes
Total HC emission factors include evaporative HC emission factors.
Cal. Year: 1980
I/M Program: No
Anti-tarn. Program: Yes
Ambient Temp: 78.1 / 78.1 / 78.1 (F) Region: Low
Operating Mode: 20.6 / 27.3 / 20.6 Altitude: 500. Ft
SAN FRANCISCO CA
Mi nimum
Period 1 RVP:
Veh. Type LDGV
Veh. Speeds
VMT Mix
Compos i te Er
Total HC
Exhaust CO
Exhaust NOX
19.6
0.688
ni ss i on Factors
8.22
54.96
3.11
LDGT1
19.6
0. 142
(Gm/Mi le)
9.38
62.89
3.26
11.5
LDGT2
19.6
0.070
16.20
82.04
4.68
Period 2
LDGT
1 1
69
3
64
23
73
Temp :
RVP:
60.
11.5
HDGV
19
0
29
226
7
.6
.031
.05
.27
.39
(F)
Per
LDDV
19
0
0
1
1
6
005
66
56
51
Max i mum
Temp
iod 2 Start Yr
LOOT
19.6
0.001
0.99
2.13
1 .96
84.
1988
HDDV
19
0
5
16
30
6
052
48
24
06
(F)
MC
19.
0.
9.
33.
0.
6
01 1
71
63
47
Al 1
9
60
4
Veh
415
699
745
Cal. Year: 1988
I/M Program: No
Anti-tarn. Program: Yes
Ambient Temp: 78.1 / 78.1 / 78.1 (F) Region: Low
Operating Mode: 20.6 / 27.3 / 20.6 Altitude: 500. Ft.
SAN FRANCISCO CA
Period 1 RVP: 11.5
Minimum Temp: 60. (F)
Period 2 RVP: 11.5
Maximum Temp: 84. (F)
Period 2 Start Yr: 1988
Veh. Type
Veh. Speeds
VMT Mix
Compos i te Er
Total HC
Exhaust CO
Exhaust NOX
LDGV
19.6
0.639
nission Factors
4.33
28.34
1 .70
Cal . Year: 1990 I/M
Ant i -tarn.
LDGT1
19.6
0. 152
(Gm/Mi 1 e)
6.20
40.56
2.14
Program:
Program:
LDGT2
19.6
0.076
8.33
47.98
2.67
No
Yes
LDGT
6.91
43.03
2.32
Ambient
Operat i ng
HDGV
19
0
1 7
128
5
Temp :
Mode :
6
036
68
80
96
78. 1 /
20.6 /
LDDV
19
0
0
1
1
78
27
6
013
62
57
57
1 /
3 /
LDDT
19.6
0.003
0.79
1 .72
1 .77
78.1 (F)
20.6 Al
HDDV
19
0
3
13
21
Reg i on
t i tude
6
072
40
95
52
Low
500.
MC
19.
0.
6.
22.
0.
Ft .
6
009
36
7 1
80
Al 1
5
33
3
Veh
300
846
412
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SAN FRANCISCO CA
Period 1 RVP: 11.5
Minimum Temp: 60. (F)
Period 2 RVP: 11.5
Maximum Temp: 84. (F)
Period 2 Start Yr: 1988
Veh. Type LDGV
Veh. Speeds
VMT Mix
Compos its En
Total HC
Exhaust CO
Exhaust NOX
19.6
0.628
ni ss i on Factors
3.77
24.55
1 .43
LDGT1
19
0
6
163
LDGT2
19
0
6
077
LDGT
HDGV
19
0
6
037
LDDV
19
0
6
009
LOOT
19
0
.6
.002
HDDV
19
0
6
076
MC
19
0
6
008
Al 1 Veh
(Gm/Mi 1e)
5
34
1
39
05
89
7
40
2
14
33
28
5
36
2
95
06
01
14
105
5
87
70
78
0
1
1
69
67
63
0
1
1
.93
.90
.87
3
13
20
03
30
07
5
21
0
93
95
82
4.632
29. 188
3.151
M120 Warning: MOBILE4.1 does not model most 1993 and later Clean Air Act
requirements; Emission Factors for CY 1993 or later are affected.
Cal. Year: 2000
I/M Program: No
Anti-tarn. Program: Yes
SAN FRANCISCO CA
Period 1 RVP: 11.5
Ambient Temp: 78.1 / 78.1 / 78.1 (F) Region: Low
Operating Mode: 20.6 / 27.3 / 20.6 Altitude: 500. Ft
Minimum Temp: 60. (F)
Period 2 RVP: 11.5
Maximum Temp: 84.
Period 2 Start Yr: 1988
(F)
Veh. Type
Veh. Speeds
VMT Mix
Compos i t e Er
Total HC
Exhaust CO
Exhaust- NOX
LDGV
19.6
0.589
ni ss i on Factors
2.65
15.20
0.77
LDGT1
19.6
0.191
(Gm/Mi le)
3.66
18.91
1 .24
LDGT2
19.6
0.080
4.03
21.01
1 .29
LDGT
3.77
19.53
1 .25
HDGV
19.6
0.038
9.62
44.89
4.66
LDDV
19.6
0.002
0.63
1 .60
1 .37
LDDT
19.6
0.002
0.92
1 .84
1 .68
HDDV
19.6
0.092
2.21
1 1 .39
9.70
MC
19.6
0.007
5.48
21 .44
0.83
Al 1 Veh
3. 188
17. 128
1 .877
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