ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF ENFORCEMENT
EPA-330/1-80-001
MOTOR VEHICLE TAMPERING SURVEY1979
NATIONAL ENFORCEMENT INVESTIGATIONS CENTER
DENVER,COLORADO
y^
May 1980
*i PRO^°
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I. INTRODUCTION
A significant part of the Nation's efforts to achieve clean air
standards has been directed toward control of motor vehicle emissions.
According to EPA emission estimates, motor vehicles account for nearly
three-quarters of the total carbon monoxide, over one-third of the hydro-
carbons, and one-third of the oxides of nitrogen emitted to the atmos-
phere. To reduce these emissions, automotive manufacturers have been
required to install control devices on certain classes of new vehicles.
Each manufacturer must certify that the control devices will enable its
vehicles to meet established emission standards.
Congress has passed laws making it illegal for automobile dealers
to disconnect or modify emission control devices. As of August 8, 1977,
these laws were broadened to prohibit all automobile service or repair
facilities, as well as dealers, from knowingly disconnecting or modify-
ing a vehicle's emission control devices. These laws are contained in
the 1977 Amendments to the Clean Air Act under Sections 203(a)(3)(A)
and 203(a)(3)(B) [Appendix A]. The Field Operations and Support Divi-
sion (FOSD) of the EPA is responsible for enforcement of these Sections
which are generally referred to as the tampering provisions of the Act.
Prior to 1978, the Mobile Source Enforcement Division (MSED)(FOSD's
predecessor organization) had data showing that tampering was occurring.
However, these data were inconclusive due to the variability in inspec-
tion procedures and inspectors. Therefore, in early 1978 MSED decided
to conduct a tampering survey on a national level that used consistent
procedures.
The objectives of the survey were to determine: (1) the rate of
tampering on a national level, (2) the common types of tampering; and
(3) if a relationship existed between tampering and idle emissions.
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The survey was conducted from May through August 1978 under the direc-
tion of MSED, by an expert consultant with assistance provided by the
National Enforcement Investigations Center (NEIC). Of the 1,953 vehicles
inspected, 19% showed tampering, 48% showed arguable tampering,* 2% showed
control device malfunctioning, and 31% showed no visible signs of tamp-
ering or malfunctioning.
To remain abreast of the tampering rates, MSED requested that the
NEIC conduct a second nationwide tampering survey during the summer and
fall of 1979. In addition to the objectives of the 1978 survey, the
1979 survey sought to (1) compare the tampering rates in areas with in-
spection and maintenance regulations (I/M areas) with those having no
inspection and maintenance regulations (non-I/M areas), (2) check for
sample bias that may have been introduced because participation was vol-
untary during the survey, and (3) compare the tampering rate for the
two years. »-
* The term "arguably tampered" means potential, but not clear-cut
tampering.
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II. SUMMARY AND CONCLUSIONS
The National Enforcement Investigations Center of EPA's Office of
Enforcement conducted the 1979 Motor Vehicle Tampering Survey at the re-
quest of the Technical Support Branch of EPA's Mobile Source Enforcement
Division. During the period June through November 1979, 2,499 vehicles
comprising model years 1973 through 1980 were inspected at eight sites.
The sites, Tennessee, Delaware, Minnesota, Vermont, New Jersey, Texas,
Virginia, and Arizona, were chosen to represent various geographic areas,
duplicate some 1978 sites, and include several with existing or poten-
tial I/M regulations.
At each site 100 to 350 vehiclestwere inspected for tampering with
emission control devices. In addition to control device inspection,
idle hydrocarbon (HC) and carbon monoxide (CO) emissions were measured
and fuel samples were taken from vehicles requiring unleaded gasoline.
All vehicles inspected in the survey were classified into one of
four mutually exclusive categories: tampered (at least one control de-
vice removed or rendered inoperative), arguably tampered (potential,
but not clear-cut tampering), malfunctioning, and OK (all control devices
present and apparently operating properly). The results for all four
categories for both the 1978 and 1979 surveys are shown below.
TAMPERING SUMMARY
Vehicle Status
OK
Tampered
Arguably Tampered
Malfunctioning
Total Number Vehicles
1978 Survey (%)
30.7
18.9
48.4
2.0
1,953
1979 Survey (%)
33.3
18.0
46.5
2.2
2,499
Change
(Percentage Points)
+ 2.6
- 0.9
- 1.9
+ 0.2
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As can be seen, the rates changed only nominally. Averaging these
yearly changes, the results of these two national surveys show that al-
most two-thirds of the vehicles originally equipped with emission con-
trol devices are operating without the full benefit of those devices.
Other results of the 1979 survey further substantiate the conclu-
sion reached in the 1978 survey that the tampering rate increases with
the age of the vehicle population. The projected tampering rate for
the 1979 survey increases to 40% as the vehicle population reaches eight
years old. However, this rate of increase is significantly lower than
the 1978 projected tampering rate of 48% in eight years.
The results also show the rate of tampering is dependent upon geo-
graphic location and vehicle manufacturer. A consistent geographic pat-
tern for tampering has not yet been developed, but a pattern showing
vehicles made by foreign manufacturers with lower tampering rates has
been developed.
A strong correlation between tampering (including arguable tamper-
ing) and high idle emissions has been demonstrated by data from both
the 1978 and 1979 surveys. For the 1979 survey overall idle HC and CO
emissions, respectively, were two to three and a half times higher for
tampered vehicles than for OK vehicles.
The most prevalent form of tampering in the 1978 and 1979 surveys
was EGR system tampering. Limiter cap removal remained the most prev-
alent type of arguable tampering for both survey years.
At 8.9%, the rate of fuel switching for the 1979 survey was more
than twice the 4.2% detected during the 1978 survey. The large in-
crease is due to the very high rate found at one siteVermont. When
the Vermont fuel switching data are excluded from the total, the rate
falls to 5.3% for 1979. Whether a high rate of fuel switching is pecu-
liar to Vermont or to rural areas in general cannot be said without in-
cluding other rural areas in future surveys.
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The rate of tampering for I/M areas was 6.5% less than the rate
for non-I/M areas, but the rate of arguable tampering for I/M areas was
13% higher than the rate for non-I/M areas. Despite the higher arguable
tampering rate, idle emission for I/M areas were lower than non-I/M areas.
These results indicate that I/M areas should be included in future surveys
to obtain additional data.
A comparison study between a voluntary and mandatory survey was
made in Vermont to determine if the voluntary nature of the surveys
causes a bias in the results. The analysis of this limited data from
the survey showed a 48% increase in the tampering rate for the mandatory
survey, indicating a potential negative bias on the tampering rate ex-
ists in voluntary inspections. However, before concluding a definite
result, this comparison should be performed at additional sites.
To determine if drivers may be circumventing I/M regulations by
disconnecting emission control devices after I/M inspections, an inspec-
tion station and a roadside check inspection were performed in an I/M
area. The results showed no statistical differences between the tamper-
ing rates and arguable tampering rates for the inspection station and
for the roadside check, indicating that circumvention of I/M regulations
by disconnecting emission control devices is not a problem.
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III. SURVEY DESIGN
The major design considerations for the survey were twofold:
1. A minimum of six locations would be investigated. These loca-
tions would represent geographic diversity with at least three
of the 1978 locations being repeated.
2. A minimum of 300 vehicles would be. the goal to be inspected
at each location with at least 1,800 vehicles being inspected
during the survey. Inspections would be limited to 1973 and
newer light duty vehicles. The mix of vehicles which would
come by the inspection sites, was assumed equivalent to a ran-
dom sample. No attempt would be made to approximate the na-
tional vehicle mix.
Each vehicle inspection included a thorough check of all emission
control systems, recording basic data about the vehicle, measuring idle
hydrocarbon (HC) and carbon monoxide (CO) emissions, and obtaining a
fuel sample from vehicles requiring unleaded fuel. The inspection pro-
cedures required objectively determining and recording the condition
of emission controls. A determination whether conditions constituted
tampering was not made at the time of inspection. (A detailed explana-
tion of the inspection data required and recording procedures is con-
tained in Appendix B; a list of the equipment used is contained in
Appendix C.)
A four member team was used at each site. A designated team lead-
er was responsible for data and sample collection, and implementation
of the above-mentioned procedures. The team leader was also responsi-
ble for explaining the objectives of the survey to the news media.
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All gasoline samples were analyzed by the NEIC using the automated
procedure described in Appendix D.
In arranging survey sites, the EPA Regional Office, the state air
pollution control agency, the state police and the state department of
motor vehicles, or the agency responsible for vehicle safety inspections
were contacted. The following states and cities were contacted:
Maine New Hampshire Vermont
Delaware Chattanooga, Tennessee Illinois
Wisconsin Minnesota Texas
New Jersey Virginia Maryland
Phoenix, Arizona
Vermont, Delaware, Chattanooga, Tennessee, Minnesota, Texas, New
Jersey, and Phoenix, Arizona agreed to participate. Virginia was in-
cluded with the aid of the State Air Pollution Control Board. The
states that did not wish to participate cited such reasons as manpower
shortages, possible unfavorable public reaction, and legal problems as-
sociated with roadside checks.
Of the eight sites that were surveyed, three were revisits from
the 1978 survey (Wilmington, Delaware; Chattanooga, Tennessee; and
Houston, Texas), two were I/M areas (New Jersey and Phoenix, Arizona),
four were pre-I/M areas (areas where inspection/maintenance regulations
are about to be implementedVermont, Delaware, Houston, Texas, and
Richmond, Virginia), and one was an area of the country not visited in
the 1978 survey (Minneapolis-St. Paul, Minnesota).
The three sites from the 1978 survey were selected so that changes
in the tampering rate over the past year could be determined. The two
I/M sites were selected to see if the tampering rate differed from non-
I/M sites. The four pre-I/M sites were selected to build a data base
for comparison with data to be collected from these same sites after I/M
regulations go into effect.
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Vermont was the site of two inspections during the survey. The
first inspection was conducted as a voluntary inspection; the second was
a followup mandatory inspection arranged in cooperation with the State
Agency of Environmental Conservation. The followup inspection was con-
ducted to determine if a significant difference in the tampering rate
exists between a voluntary inspection and a mandatory inspection.
To ensure comparability with the 1978 survey the same expert con-
sultant who supervised the 1978 survey conducted a two-day training
course for inspectors at the NEIC and assisted at two sites during the
1979 survey. In addition, many of the inspectors who participated in
the 1978 survey also participated in the 1979 survey.
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IV. SITE DATA
This section lists the location, dates, inspectors, number of vehi-
cles inspected, number of fuel samples analyzed, and the estimated re-
fusal rate for each site. It also contains a description of the inspec-
tion sites and the procedures used to obtain vehicles for inspection.
A. Chattanooga, Tennessee - City-run safety lanes
Dates June 11 to 15, 1979
Participants Larry Walz - NEIC
Ron Snyder - NEIC
Steve Nemec - NEIC
Tom Newman - NEIC
Jinj Caldwell - MSED
Samples 275 Vehicles
Fuel Samples 156 Analyzed
Refusal Rate Estimated at less than 5%
Chattanooga has a city-wide annual safety inspection at one four-
lane site. The tampering inspection was performed in front of an active
lane to which 1973 and later model cars were directed by safety inspec-
tion personnel.
During the week of the survey a local truckers strike closed most
of the city's gasoline stations. Consequently, vehicle flow through the
safety lanes was very low and the goal of 300 vehicles was not met.
B. Wilmington, Delaware - State-run safety lanes
Dates June 18 to 22, 1979
Participants Larry Walz - NEIC
Ron Snyder - NEIC
Steve Nemec - NEIC
Tom Newman - NEIC
Paul Gesalman - MSED
Jack Gockel - Private consultant
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Samples 330 Vehicles
Fuel Samples 209 Analyzed
Refusal Rate Daily range of 26 to 38%
Delaware has an annual safety inspection performed at four state-
operated sites. The site chosen for the survey was the largest. It was
located in a Wilmington suburb near the airport and was set up to do
only safety inspections. The inspection team used a vacant lane outside
the inspection building and cars were chosen randomly from those waiting
in the other lanes. Because those volunteering for the inspection had
to leave their place in line and then return to the line after the in-
spection, the refusal rate was higher than that experienced at the Chat-
tanooga safety lanes.
C. Minneapolis-St. Paul, Minnesota - Roadside check
Dates July 9 4to 13, 1979
Participants Larry Walz - NEIC
John Schmuck - NEIC
Tom Newman - NEIC
Steven Nemec - NEIC
Geri Hilden - NEIC
Paul Gesalman - MSED
Samples 300 Vehicles
Fuel Samples 195 Analyzed
Refusal Rate Estimated at 50%
Sites Monday - Interstate Hwy 1-94, 2 miles
east of Rogers, Minnesota
Tuesday - Weigh station in Elk River,
Minnesota
Wednesday - Forest Lakes - Northwest of
Minneapolis
Thursday - West of Minneapolis
Friday - North of St. Paul
One State trooper was assigned to assist with the check. The troop-
er escorted the inspection team to the sites each morning and supplied
the team with a steady flow of cars. The refusal rate was estimated by
the trooper.
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D. Vermont I - Roadside check
Dates
Participants
Samples
Fuel Samples
Refusal Rate
Sites
July 16 to 20, 1979
Larry Walz - NEIC
Jon Dion - NEIC
Tom Newman - NEIC
John Schmuck - NEIC
Paul Gesalman - MSED
304 Vehicles
171 Analyzed
Estimated at 40 to 70%
Monday - Along the roadside of Hwy 14
north of Barre, Vermont
Tuesday - Parking lot on Hwy 7 north
of Milton, Vermont
Wednesday - Along the roadside of Hwy 117
north of Richmond, Vermont
Thursday - Along the roadside of Hwy 114
east of Lyndonville, Vermont
4'
Friday - Along the roadside of Hwy 100B
south of Middlesex, Vermont
A roadside check was conducted with the aid of the Vermont Depart-
ment of Motor Vehicles. The Department inspectors performed a license/
safety check and sent those volunteering for an emissions check to the
tampering inspection team. Although exact figures were not kept by the
Department inspectors, the refusal rate for the emissions check was es-
timated to range from 40 to 70%.
E. New Jersey - State Safety Lanes and Roadside Check
Dates
Participants
August 20 to 24, 1979
Jack Gockel
Ron Snyder
Steve Nemec
Jim Caldwell
Bob Chatham
Dave West
Mark Giallella
Private Consultant
NEIC
NEIC
MSED
New Jersey Department of En-
vironmental Protection
New Jersey Depratment of En-
vironmental Protection
New Jersey Department of En-
vironmental Protection
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Samples
Fuel Samples
Refusal Rate
Sites
199 Vehicles Safety Lane
119 Vehicles Roadside Check
318 Total
193 Analyzed
Daily range of 16 to 20% at Safety Lanes and es-
timated at 20 to 25% Roadside Check
Monday and
Tuesday - State Safety Lane,
Lawrenceville, New Jersey
Wednesday - State safety lane, Lawrenceville,
New Jersey and Roadside at Alt.
Rt. #1 and Darrah Lane, Lawrenceville,
New Jersey
Thursday - Alt. Rt. #1 and Meadow Rd.,
Lawrenceville, New Jersey
Friday - State Safety Lane, Lawrenceville,
New Jersey
New Jersey has an annual safety and emissions inspection performed
at State-operated sites. The site chosen for the inspection was the
Lawrenceville safety lanes near Trenton, New Jersey. Initially, the
inspection team set up at the head of one lane but later moved to the
end of the lanes where cars exiting from two lanes could be inspected.
Drivers leaving the lanes after completing the State inspection were
asked to participate.
Two roadside checks were conducted in the Lawrenceville area with
the aid of a State Motor Vehicle Inspector. The inspector stopped vehi-
cles along the highway and directed those drivers who agreed to have
their vehicles checked to the inspection team. The roadside check re-
fusal rate for the vehicle inspection was estimated at 20 to 25% by the
NEIC inspectors.
F. Houston, Texas - Private garage inspection
Dates
Participants
August 27 to 31, 1979
Ron Snyder - NEIC
Tom Newman - NEIC
Jim Kellerstrass - NEIC
Paul Gesalman - MSED
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Samples
Fuel Samples
Refusal Rate
Sites
236 vehicles
138 Analyzed
Team 1 - Daily range of 0 to 2%; Team 2-0%
Team 1 - Monday-Friday - Turanos Gulf, 1002
Montrose, Houston, Texas
Team 2 - Monday-Friday - Walker's Mobil,
13210 Memorial, Houston, Texas
The Texas Department of Public Safety would not agree to assist
with a roadside inspection, however, they did agree to assist with a
private garage inspection. The Department obtained permission to con-
duct the survey at the two busiest safety inspection garages and accom-
panied the tampering inspection teams. Two inspection teams of two in-
spectors each were sent to Houston so that the sites could be covered
simultaneously. Ron Snyder was in charge of Team 1 and Paul Gesalman
was in charge of Team 2.
G. Vermont II - Roadside Check
Dates
Participants
Samples
Fuel Samples
Refusal Rate
Sites
October 1 to 4, 1979
Larry Walz
Paul Gesalman
Roger Cram
Ted Wills
Charles Pierce
Paul Sambel
Ronald Macie
- NEIC
- MSED
- Vermont Department of Motor
Vehicles
- Vermont Department of Motor
Vehicles
- Vermont Department of Motor
Vehicles
- Vermont Department of Motor
Vehicles
- Vermont Department of Motor
Vehicles
Harold Garabedian - Vermont Department of En-
vironmental Conservation-
Larry Miller - Vermont Department of En-
vironmental Conservation
312 Vehicles
185 Analyzed
0% - Mandatory Inspection
Monday - State Route 12 near Worchester,
Vermont
Tuesday - Route 5 at Coventry, Vermont
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Wednesday - Route 5 near Bradford, Vermont
Thursday - State Route 116 near Starksborough
A roadside check was conducted with the aid of the Vermont Depart-
ment of Motor Vehicles and the Vermont Agency of Environmental Conserva-
tion. The Department of Motor Vehicles kept the inspection team sup-
plied with a steady flow of vehicles. Participation was mandatory and
all vehicles selected from the road traffic were inspected. The Depart-
ment did not allow a long line to form at the inspection site, but in-
stead directed traffic through when the inspection team had several
vehicles waiting.
H. Richmond., Virginia - Private Garage Inspection
Dates October 29 to November 3, 1979
Participants Ron Snyder - NEIC
Tom Newman - NEIC
Steve Nemec - NEIC
Jim Kellerstrass - NEIC
Samples 98 Vehicles
Fuel Samples 64 Analyzed
Refusal Rate Estimated at 15%
Sites Monday and
Tuesday - Team 1
Sears Automotive Center,
Cloverleaf Mall
Team 2 - Penneys Automotive Center
Cloverleaf Mall
Wednesday, Thursday,
and Saturday - Team 1 - Huguenot Exxon,
Rt. 147, Midlothian Pike
Team 2 - Buford Road Exxon, Buford Rd.
and Midlothian Pike
Friday - Teams 1 and 2 - City of
Richmond garage
The Virginia Department of State Police declined to assist with a
roadside check citing legal problems as the reason. They also declined
to obtain permission from the owners of official inspection stations for
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the tampering inspection team to set up there. However, they did agree
to identify the high volume inspection stations. Permission to conduct
a voluntary tampering inspection was obtained from six of the nine high
volume inspection station managers identified by the State Police.
Two inspection teams were sent to Richmond so that two sites could
be covered simultaneously. Ron Snyder was in charge of Team 1 and Tom
Newman Team 2.
Peak inspection flow was expected the final week of the month since
inspection stickers run out the first of the next month. The actual
flow, however, was much lower than predicted by the inspection station
managers. At the request of the Virginia Air Pollution Control Board,
the inspection teams located at the City of Richmond garage for one day.
However, data gathered at this site were not included with the balance
of the survey data because data from a/iy one group such as municipal
employees can frequently alter general results.
I. Phoenix, Arizona - State-run vehicular emissions inspection
station
Dates November 5 to 8, 1979
Participants Ron Snyder - NEIC
Tom Newman - NEIC
Jim Kellerstrass - NEIC
Paul Gesalman - MSED
Sample 328 Vehicles
Fuel Samples 180 Analyzed
Refusal Rate Daily range of 20 to 32%
The State of Arizona has a semi-annual emission inspection per-
formed at State-operated sites in Phoenix. The site chosen for the
inspection was the M02 inspection station located at 8802 N. Black
Canyon. This station was the most heavily used with a flow of 90 to
110 vehicles per hour.
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The tampering inspection team set up at the end of the lanes and
asked for volunteers. As requested by State officials, exhaust gas an-
alyzers were not used. Instead idle emissions were obtained from the
State inspection station analyzers. The NEIC inspectors observed the
calibration of the State's analyzers.
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V. SURVEY RESULTS
This section presents the basic aggregate results of the survey
and the rate of tampering by vehicle age, site, and manufacturer. Com-
puter printouts of the data used to produce the tables and the figure
in this section are contained in Appendix E.
AGGREGATE RESULTS
The results for all vehicles inspected at all.locations are summa-
rized in Table 1 below.
Table 1
1979 AGGREGATE RESULTS
Vehicle Status
OK
Tampered
Arguably Tampered
Malfunctioning
Totals
Percent
33.3
18.0
46.5
2.2
100
Number
832
450
1,162
55
2,499
Because of the hierarchy of classifying vehicles, the above results
must be viewed with caution. As the data for each vehicle were processed,
the vehicle was classified into one of four categories: OK, tampered,
arguably tampered, and malfunctioning. Since each vehicle inspected has
various components, each of which could be tampered, the vehicle itself
is classified by the worst state of any component in the vehicle. The
hierarchy is: tampered, arguably tampered, malfunctioning, and OK. Thus,
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if any one component is tampered, the entire vehicle is considered tamp-
ered. If one component is "arguably tampered" and all the others are
functioning properly, the entire vehicle is considered "arguably tampered".
Thus an "OK" vehicle must have all observed components functioning pro-
perly.
For example, it would be incorrect to conclude that only 2.2% of
the vehicles had malfunctioning emission control devices. Many more
vehicles had malfunctioning control devices, but if at least one other
control device were tampered or arguably tampered, the vehicle as a
whole would have been classified in the tampered or arguably tampered
state. Thus, as soon as an item like a missing limiter cap (arguably
tampered) is noted, the vehicle cannot be classified as malfunctioning,
no matter how many other control devices are malfunctioning.
A comparison of the aggregate results from the 1978 Motor Vehicle
Tampering survey to the 1979 survey is presented in Table 2.
Table 2
COMPARISON OF 1978 AND 1979 AGGREGATE RESULTS
Vehicle Status
OK
Tampered
Arguably Tampered
Malfunctioning
1978 (%)
30.7
18.9
48.4
2.0
Change
1978 (%) (Percentage Points)
33.3
18.0
46.5
2.2
+ 2.6
- 0.9
- 1.9
+ 0.2
As can be seen the rates changed only nominally with the tampering
rate down by 0.9%, and the arguably tampered rate down by 1.9%. These
two increases account for most of the 2.6% increase in the OK rate.
The reasons for the redistribution of the above rates are not known.
However, the elimination of limiter caps by manufacturers from some
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models may account for the decrease in the arguable tampering rate
since limiter cap removal accounts for most cases of arguable tampering.
Taking these yearly changes into account, the results of these two
national surveys still show that almost two-thirds of the vehicles orig-
inally equipped with emission control devices are operating without the
full benefit of those devices. To better understand this problem, the
balance of Section IV identifies those vehicles most likely operated
without the full benefit of control devices and Section V analyzes the
impact of control devices upon vehicle emissions and the effectiveness
of regulations designed to maintain control device operation.
TAMPERING BY VEHICLE AGE
The data from Appendix E show that the tampering rate increases
4~
with the age of vehicles and correspondingly, the OK rate decreases
with the age of the vehicles. The percentage change by year is given
in Table 3.
Table 3
TAMPERING BY VEHICLE AGE
Age
0-1
1-2
2-3
3-4
4-5
5-6
6-7
Tampered (%)
5.5
13.8
14.9
19.0
21.7
27.4
35.6
OK (%)
76.0
47.2
29.7
22.5
16.5
7.5
6.4
In Figure 1 the data from Table 3 have been fit to a straight line
to demonstrate the increase in tampering rate over the life of the vehicle
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1OO-
o
ec
9O
8O-
70-
6O'
5O-
- 40-
3O-
20-
1O-I
O-
O
1978 SURVEY: Y = 3.627 + 5.574X
1979 SURVEY: Y = 4.162 + 4.439X
A ^
I
2
T
6
8
AGE (YEARS)
Figure I.
PLOT OF TAMPERING VS. VEHICLE AGE
ro
o
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population. The figure also shows a straight line plot of the tampering
rates vs. vehicle age from the 1978 survey. The 1979 data show that by the
end of six years 31% of the vehicle population will be tampered with and
after eight years 40% will be in the tampered classification. The 1978
motor vehicle tampering data show the rate of tampering after six years to
be 37% and rate after eight years to be
TAMPERING RATES BY SITE
The tampering rates for each survey site are summarized in Table 4.
Table 4
TAMPERING BY SITE
Site
Arizona3
Delaware
Minnesota
New Jersey
Tennessee
Texas
Virginia
Vermont
Number of
Vehicles
328
330
300
318
274
236
98
616
Tampered %
15.2
14.8
13.3
11.0
22.6
22.5
17.3
23.4
Arguably
Tampered %
62.2
51.2
38.7
51.6
46.7
50.4
51.0
34.6
Mal-
Functioning %
0
2.4
2.0
2.8
0.4
1.7
1.0
4.2
OK%
22.6
31.5
46.0
34.6
30.3
25.4
30.6
37.8
a I/M sites.
b Results of both surveys.
The results show a significant difference in the rate of tampering
among the sites. To determine if the difference is due to random chance or
if there is a difference in the tampering rate by site, a statistical test
(Chi-Squared) was run on the data. The test indicated there are less than
5 chances in 1,000 that the differences are due to random chance.
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Three of the 1978 sites were again surveyed in 1979. Table 5 lists
the sites and compares the tampering rates between years. Of the three
sites, Tennessee showed the least change with tampering and arguable tamp-
ering up by about 2%. Delaware and Texas showed a significant (8% or more)
drop in the tampering and arguable tampering rates, respectively, while
the arguable tampering and tampering rates remained essentially unchanged.
There are no apparent reasons for the changes in Delaware and Texas.
TAMPERING RATES BY VEHICLE MANUFACTURER
To determine if a difference in the tampering rate exists among
vehicle manufacturers, a breakout by manufacturer was examined. For
purposes of this evaluation, all foreign manufacturers were grouped as
one. The results are shown in Table 6.
v
A statistical analysis of the 1979 results in Table 6 indicates
that there is a difference in the tampering rate among manufacturers.
A Chi-Squared test shows less than 5 chances in 1,000 that the differ-
ences are due to random chance.
A comparison of the 1978 and 1979 incidence of tampering among man-
ufacturers is also presented in Table 6. The table shows that all manu-
facturers except Chrysler experienced a decline in tampering from 1978
to 1979. The Table also shows that foreign made vehicles consistently
have a significantly lower tampering rate.
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Table 5
COMPARISON OF 1978 AND 1979 TAMPERING RATES
Tampered (%) Arguably Tampered (%) OK (%)
Site 1978 1979 Change 1978 1979 Change 1978 1979 Change
(Percentage Pts) (Percentage Pts) (Percentage Pts)
Delaware (Wilmington) 22.8 14.8 - 8.0 51.1 51.2 + 0.1 24.2 31.5 + 7.3
Tennessee (Chattanooga) 20.4 22.6 + 2.2 44.4 46.7 + 2.3 34.3 30.3 - 4.0
Texas (Houston) 22.2 22.5 + 0.3 59.7 . 50.4 - 9.3 16.7 25.4 + 8.7
PO
oo
-------
24
Table 6
COMPARISON OF 1978 AND 1979 TAMPERING BY VEHICLE MANUFACTURER
Manufacturer
CMC
Ford
Chrysler
AMC
Foreign
Tampering (/
1978
20.1
20.2
20.1
31.3
8.5
K)
1979
17.3
20.1
24.2
27.5
7.8
Change
(Percentage Points)
- 2.8
- 0.1
+ 4.1
- 3.8
- 0.7
-------
25
VI. DATA ANALYSIS
To gain further insight about the nature of tampering and its ef-
fects the following forms and groups of tampering were examined: the
most common types of tampering, the effects of tampering on emissions,
the rate of fuel-related tampering, the rate of tampering in I/M areas
compared to non-I/M areas, the rate of tampering in a voluntary survey
compared to a non-voluntary survey, and the rate of tampering at an in-
spection station compared to a roadside check for an I/M area.
TYPES OF TAMPERING
V
The rates of tampering and arguable tampering by type are given
in Table 7 for both 1978 and 1979 surveys. The figures indicate that
EGR system tampering was the most prevalent form of tampering and limit-
er cap removal the most prevalent form of arguable tampering for both
the 1978 and 1979 surveys.
EFFECTS OF TAMPERING ON EMISSIONS
To determine the effect of tampering upon emissions, idle mean HC
and CO emissions were calculated for each category of vehicles (OK,
tampered, arguably tampered, and malfunctioning) for each model year.
Table 8 results show that OK vehicles had lower idle HC and CO emissions
than either tampered or arguably tampered vehicles for every model year
with only one exceptionidle CO emissions for the 1974 model year. The
results also show that arguably tampered vehicles usually had slightly
lower idle HC and CO emissions than tampered vehicles. These results
further substantiate the 1978 motor vehicle tampering survey results
which also showed lower idle HC and CO emissions for OK vehicles com-
pared to tampered and arguably tampered vehicles.
-------
26
Table 7
RATES OF TAMPERING AND ARGUABLE TAMPERING BY TYPE
Tampering
EGR System
EGR Valve
EGR Sensor
Air Pump Belt
Air Pump Control Valve
Air Pump
Catalytic Converter
Aspirators
PCV
Vacuum Spark Retard
Idle Stop Solenoid
Heated Intake
ECS Storage
Filler Neck Restrictor
Arguable Tampering
Li miter Cap
ECS Tank Cap
Tank Label
Dash Label
Heated Intake
1978
Rate (%)
13.0
11.9
5.3
5.7
2.9
3.2
1.2
-
3.3
V
10.5
0.7
0.8
2.6
3.4
65.0
0.3
5.2
0.6
8.5
1979
Rate (%)
9.9
4.5
7.0
4.6
2.1
2.2
1.0
2.4
2.7
1.6
0.6
1.1
2.4
3.8
61.9
0.6
4.2
0.7
8.0
Change
(Percentage Points)
- 3.1
- 7.4
+ 1.7
- 1.1
- 0.8
- 1.0
- 0.2
-
- 0.6
- 8.9
- 0.1
+ 0.3
- 0.2
- 0.4
- 3.1
+ 0.3
- 1.0
+ 0.1
- 0.5
a Aspirators were not checked during the 1978 survey.
-------
27
Table 8
1979 MEAN IDLE EMISSIONS OF TAMPERED AND OK VEHICLES
Model Year
73
74
75
76
77
78
79
OK
220
195
111
154
138
94
68
Mean Idle HC
Tampered
279
230
260
218
270
214
89
(ppm)
Arguably
Tampered
253
233
261
192
234
141
115
OK
2.66
3.21
1.11
1.00
0.92
0.75
0.59
Mean Idl Idle
Tampered
3.96
3.09
2.67
2.89
3.47
1.89
0.92
CO (%)
Arguably
Tampered
3.97
3.41
2.23
2.17
2.62
1.67
1.83
Average
103
239
205
0.85
2.94
2.55
-------
28
It should be pointed out that the classification OK does not mean
that the vehicle is necessarily operating properly; it simply means no
tampering or arguable tampering was observed. For example, a spark plug
or coil may not be performing satisfactorily resulting in a poorly oper-
ating and excessively polluting vehicle. This vehicle would still be
classified OK for purposes of this survey.
FUEL RELATED TAMPERING
To determine the rate of fuel switching (vehicles requiring unlead-
ed gas that are being fueled with gas containing greater than 0.05 grams/
gallon of lead), fuel samples were taken from vehicles requiring unlead-
ed gas. The percentages of fuel switching detected by inspection site
is listed in Table 9.
4
The 8.9% average fuel switching rate for the 1979 survey was over
double the 1978 survey rate which was 4.2%. Most of this increase is
due to the very high rates found in the Vermont surveys. When the Ver-
mont fuel switching rates are excluded from the total, the overall rate
is 5.3%.
The reason for the high fuel switching rates in Vermont is not
known. However, the data from Tables 4 and 9 show a tendency for the
fuel switching rate to increase as the tampering rate increases. For
example, Tennessee, Texas, and Vermont are the only three states with
tampering rates above 20% and they are also the only states with fuel
switching rates above 10%.
In the case of New Jersey and Arizona, the low rate of fuel switch-
ing may be due in part to the existence of I/M regulations in those
states. Although I/M regulations do not address fuel switching direct-
ly, their existence may discourage fuel switching because fuel switch-
ing normally increase emissions. Another partial explanation of the
low rate in New Jersey may be due to the prohibition on self service
gasoline stations. The reason for the low rate in Delaware, however,
is not apparent.
-------
29
Table 9
FUEL SWITCHING PERCENTAGES BY STATE
State
Tennessee
Delaware
Minnesota
Vermont I
New Jersey
Texas
Vermont II
Virginia
Arizona8
Average for all
% Fuel Switching
10.3
1.9
7.2
15.2
2.1
10.4
25.3
V
6.0
2.2
8.9
a I/M sites.
-------
30
TAMPERING RATES FOR I/M AND NQN-I/M AREAS
Inspection and maintenance (I/M) areas are those areas that require
vehicles to meet specified hot idle emission standards. The 1979 motor
vehicle tampering survey included two I/M areas (the State of New Jersey
and the City of Phoenix, Arizona) to determine if a difference exists
in the tampering rate between I/M and non-I/M areas.
Table 10 compares the rate of tampering in I/M and non-I/M areas.
Table 10
TAMPERING RATES IN I/M AND NON-I/M AREAS
Arguably
Area Total Vehicles Tampering (%) Tampered (%)
I/M
Non-I/M
645
1,854
13.2
19.7
56.9
42.9
a This column shows the percent of limiter cap removal for vehicles
equipped with limiter caps.
The Table shows a higher incidence of tampering in non-I/M areas
which would be expected but it also shows a higher incidence of arguable
tampering for I/M areas.
Higher arguable tampering rates in I/M areas are also expected be-
cause of the need for more frequent tune-ups and carburetor adjustments
that vehicles require to pass emission tests. Although it is not neces-
sary to remove limiter caps to adjust carburetors, some limiter cap re-
moval does occur during adjustment. Therefore, more frequent carburetor
adjustments would be expected to result in a higher rate of arguable
tampering from limiter cap removal.
-------
31
A statistical analysis (Chi-Squared Test) of the data in Table 10
indicates that the difference in tampering and arguable tampering rates
between I/M and non-I/M areas is not due to random chance and reflects
a real difference.
A comparison of idle emissions for all vehicles in I/M areas and
non-I/M areas was made to see if the higher incidence of arguable tamp-
ering in I/M areas resulted in higher idle emissions for those areas.
This comparison is shown in Table 11.
Table 11
IDLE HC AND CO EMISSIONS FOR ALL VEHICLES
IN I/M AND NON-I/M AREAS
Model Year
73
74
75
76
77
78
79
Idle
I/M
198
282
133
142
135
94
58
HC (ppm)
Non-I/M
286
207
236
204
238
138
80
Idle
I/M
2.92
3.03
1.58
1.49
1.66
0.97
0.55
CO (%)
Non-I/M
4.23
3.44
2.38
2.21
2.45
1.33
0.87
Table 11 shows that both idle HC and CO emissions were lower in
I/M areas for every model year with only one exceptionidle HC for the
1974 model year. These results indicate that the higher arguably tamp-
ered rate for I/M areas did not adversely affect idle emissions for
those areas, and tend to support the explanation suggested above.
For another evaluation of I/M and non-I/M vehicle emissions, the
New Jersey I/M idle test criteria* was used to evaluate all vehicles.
* The New Jersey I/M Test has outpoints of 500 ppm HC and 5.0% CO for
model years 1973 and 1974; and 300 ppm HC and 3.0% CO for model years
1975 and later.
-------
32
The results showed 22% of the I/M vehicles failed the test while 32% of
the non-I/M vehicles failed; a statistical test (Chi-Squared) indicates
the differences between the two groups did not occur by chance.
TAMPERING RATES IN A NON-VOLUNTARY SURVEY
Both the 1978 and 1979 motor vehicle tampering surveys were volun-
tary. However, because the inspection arrangements differed from site
to site so did the refusal rate (see Section III). During the 1979
survey the refusal rate was documented. A comparison has been made be-
tween a voluntary and a mandatory survey to determine the effect of the
refusal rate upon the tampering data. The comparison study was done in
Vermont where the refusal rate during the voluntary inspection (Vermont I)
ranged from 40 to 70%. Table 12 provides a breakdown of tampering rates
between the voluntary and mandatory surveys conducted in Vermont.
*-
Table 12
COMPARISON OF TAMPERING RATES FOR VOLUNTARY
AND MANDATORY INSPECTIONS IN VERMONT
Type of
Inspection
Voluntary (Vt.I)
Mandatory (Vt. II)
Tampered (%)
18.8
27.9
Arguably
Tampered (%)
32.9
36.2
Malfunc-
tioning (%)
3.3
5.1
OK (%)
45.1
30.8
The data in Table 12 show a 48% increase in the tampering rate and
a 32% decrease in the OK rate for the compulsory survey over the volun-
tary survey. A statistical analysis (Chi-Squared Test) of the tampering
rates indicate that the differences in the voluntary and mandatory sur-
veys did not occur by chance. Hence, the voluntary nature of the survey
appears to have a negative bias on the tampering rate. However, before
concluding a definite result, this comparison should be performed at
more sites.
-------
33
TAMPERING RATES AT SAFETY LANES VS. ROADSIDE CHECK IN AN I/M AREA
A theoretical weakness in I/M regulations stems from the fact that
the inspections are periodiconce or twice a yearand vehicle owners
may attempt to circumvent them by connecting pollution control devices
only for inspection purposes. The balance of the time the vehicles
could be driven without benefit of the control devices under the pre-
sumption of obtaining better gas mileage or improved driveability. To
determine if a tendency to circumvent I/M regulations exists, tampering
inspections in an I/M area (New Jersey) were divided between the safety
lanes where I/M inspections are performed and a roadside check where
people would not be anticipating an inspection. The results of the
tampering inspections are presented in Table 13.
Table 13
TAMPERING RATES AT SAFETY LANES VS. ROADSIDE
Place of
Inspection
Roadside
Safety Lanes
Total
Vehicles
119
199
Tampered (%)
10.1
11.6
Arguably
Tampered (%)
51.3
51.8
Malfunc-
tioning (%)
2.5
3.0
OK (%)
36.1
33.7
A statistical analysis (Chi-Squared Test) of the data presented in
Table 13 indicates there is no difference between the tampering rates at
the safety lanes and roadside checks for this I/M area.
-------
APPENDICES
A SECTION 203(a)(3)(A) AND 203(a)(3)(B) OF
THE CLEAN AIR ACT
B DATA COLLECTION AND RECORDING PROCEDURES
C SURVEY EQUIPMENT
D ANALYSIS FOR LEAD IN GASOLINE (AUTOMATED
METHOD)
E COMPUTER PRINTOUTS OF TAMPERING DATA
-------
APPENDIX A
SECTION 203(a)(3)(A) AND
203(a)(3)(B) OF THE CLEAN AIR ACT
-------
A-l
Section 203(a)(3): The following acts and the causing thereof are
prohibited --
(A) for any person to remove or render inoperative any device
or element of design installed on or in a motor vehicle or motor
vehicle engine in compliance with regulations under this title
prior to its sale and delivery to the ultimate purchaser, or for
any manufacturer or dealer knowingly to remove or render inoperative
any such device or element of design after such sale and delivery
to the ultimate purchaser; or
(B) for any person engaged in the business of repairing,
servicing, selling, leasing, or trading motor vehicles or motor
vehicle engines, or who operates a fleet of motor vehicles, knowingly
to remove or render inoperative any device or element of design
installed on or in a motor vehicle or motor vehicle engine in
compliance with regulations under this title following its sale and
delivery to the ultimate purchaser.
-------
APPENDIX B
DATA COLLECTION AND RECORDING
PROCEDURES
-------
B-l
DATA COLLECTION AND RECORDING PROCEDURES
The following data will be recorded on Form 1 [Figure A-l].
a. Date
b. Vehicle identifying survey number - Vehicles shall be numbered
sequentially as they are inspected, and thi.s number shall be
followed by a site identifying letter.
c. Odometer mileage
d. Model year - obtained from underhood emission label.
e. Make
f. Model
g. Engine family/CID as recorded from the underhood emission label.
h. Carburetor - if the carburetor is original equipment a "P"
is used to indicate that it was a production unit. If fuel
injection is used then a "F" is recorded. If the carburetor
has been replaced with a non-stock unit, then a "6" is recorded.
The following codes, will be used to record data on Form 2 [Figure A-2].
0 - Not equipped
1 - Item is functioning properly
2 - Electrical disconnect
3 - Vacuum disconnect
4 - Mechanical disconnect
5 - Incorrectly routed hose
6 - Non-stock equipment
7 - Missing item
8 - Misadjusted item
9 - Malfunctioning item
-------
B-2
The codes are designed so that the inspector can objectively record the
condition of the device, and he does not have to make an "on the spot"
judgement with respect to tampering.
The following items will be inspected and the results recorded on Form 2.
a. Idle stop solenoid - This solenoid provides an idle stop for
maintaining idle speeds to the higher speeds needed to minimize
CO emissions. On some vehicles, it is used to close the
throttle and thus prevent run-on when the engine ignition is
turned off. On vehicles with air conditioning, it is used
for increasing engine idle speed to compensate for a decrease
in idle speed when the air conditioner is engaged.
With the air conditioner on, (or in non-air conditioned vehicles)
the solenoid should activate and contact the throttle linkage.
With the air conditioner turned off, there should be a small
gap between the solenoid stop and the throttle linkage.
b. Heated air intake - Provides warm air to the carburetor during
cold engine operation.
c. Limiter caps - Plastic caps on idle mixture screws designed
to limit carburetor adjustments.
d. Positive crankcase ventilation system - A typical configuration
for a V-8 engine consists of the PCV valve connected to a
valve cover and then connected to the carburetor by a vacuum
line. The other part of the system has a fresh air tube
~ir
running from the air cleaner to the other valve cover.
-------
B-3
The codes are designed so that the inspector can objectively record the
condition of the device, and he does not have to make an "on the spot"
judgement with respect to tampering.
The following items will be inspected and the results recorded on Form 2.
a. Idle stop solenoid - This solenoid provides an idle stop for
maintaining idle speeds to the higher speeds needed to minimize
CO emissions. On some vehicles, it is used to close the
throttle and thus prevent run-on when the engine ignition is
turned off. On vehicles with air conditioning, it is used
for increasing engine idle speed to compensate for a decrease
in idle speed when the air, conditioner is engaged.
4.
With the air conditioner on, (or in non-air conditioned vehicles)
the solenoid should activate and contact the throttle linkage.
With the air conditioner turned off, there should be a small
gap between the solenoid stop and the throttle linkage.
b. Heated air intake - Provides warm air to the carburetor during
cold engine operation.
c. Limiter caps - Plastic caps on idle mixture screws designed
to limit carburetor adjustments.
d. Positive crankcase ventilation system - A typical configuration
for a V-8 engine consists of the PCV valve connected to a
valve cover and then connected to the carburetor by a vacuum
line. The other part of the system has a fresh air tube
running from the air cleaner to the other valve cover.
-------
B-4
e. Evaporative control system - Controls vapors from the fuel
tank and carburetor. Some systems have two lines, one from
the fuel tank to the canister, and one from the canister to
the carburetor or air cleaner to air purge the canister.
Other systems have a third line, usually connected to the
carburetor.
f. Tank cap - Part of the evaporative system, the tank cap seals
with the filler neck to maintain a closed system.
g. Air injection system - Consists of an air pump driven by a
crankshaft pulley which pumps air through a control valve and
lines connected to the exhaust manifold.
V
h. Exhaust gas recirculation (EGR) system - The standard config-
uration consists of a vacuum line from the carburetor to a
sensor (used to detect temperature to activiate the EGR valve),
and another vacuum line from the sensor to the EGR valve.
Some systems have multiple sensors and thus additional vacuum
lines. The system directs a portion of the exhaust gases back
into the cylinders for the control of oxides of nitrogen. This
is one system where a functional check shall be performed.
Non-sealed EGR valve functional check;
1. The system shall be visually inspected to see if the
valve, sensor(s) and hoses are in place.
2. If the system is intact the engine shall be revved and
- EGR valve stem movement checked visually or by touch.
-------
B-5
3. If the stem fails to move, the vacuum line to the valve
should be pulled off and checked for vacuum while the
engine is revved. If vacuum occurs the valve is not
functioning and the hose nipple on the valve should be
checked for blockage. If vacuum does not occur the line
should be checked for blockage. If it is not blocked
a hand vacuum pump should be connected to the sensor
outlet and the engine revved. If a vaccum is obtained
the sensor is functional. If no vacuum is obtained, the
line from the sensor to the carburetor should be checked
for vacuum while the engine is revved. If this line
has vacuum then the sensor is not functioning and should
be checked for a plugged port.
4
4
4. Some systems have a vacuum delay valve. If the EGR
valve is not functioning, the delay valve should be
checked for plugs and that it is not installed backwards.
Sealed EGR valve functional check
1. The system shall be visually inspected.
2. The vacuum hose to the EGR valve should be disconnected.
The hand vaccum pump should be connected to the valve and
vacuum applied with the engine running. If idle speed
drops with the application of vacuum, the valve is good.
The vacuum pump should then be inserted into the line
leading to the valve's vacuum source. The engine
should be revved to determine if vacuum is available.
If vacuum is not available, the sensors and hosing are
checked using the same procedures described for the
non-sealed unit.
-------
B-6
i. Catalytic converter - Shall be visually checked for its presence
and for high temperature discoloration.
j. Dash labels and tank labels - Shall be checked for presence.
k. Filler neck inlet restrictor (unleaded vehicles only) -
Shall be checked for presence.
1. Vacuum spark retard - Shall be visually checked for proper
connections.
m. Tampering source - When tampering is found the drivers should
be asked if they know the origin of the tampering. The following
codes shall be used to explain their answers:
4-
The following codes shall be used:
K - Don't know
0 - Owner or non-mechanic
D - Dealer
M - Mechanic
n. HC in ppm and CO in percent with the engine at curb idle.
The following is a listing of possible codes that can be observed with
each item checked.
Idle stop solenoid
0 - Not equipped
1 - Functioning properly
2 - Electrical disconnect
-------
B-7
7 - Missing item
9 - Malfunctioning - If the gap between the solenoid and the throttle
plate is incorrect.
Heated intake
0 - Not equipped
1 - Functioning properly
3 - Vacuum disconnect - If the vacuum line to the vacuum override
motor is missing or disconnected.
4 - Mechanical disconnect - When the stovepipe is missing, disconnected
or deteriorated. Also when the air cleaner has been unsealed
i.e., inverted air cleaner lid, oversized filter element, or
holes punched into air cleaner.
6 - Non-stock equipment - Custom air cleaner.
7 - Missing item - Missing stovepipe hose
9 - Malfunctioning item - Problems with the vacuum override motor.
Li miter caps
0 - Not equipped
1 - Functioning properly
4 - Mechanical disconnect - Tabs broken or bent
7 - Missing item
PCV system
0 - Not equipped
1 - Functioning properly
3 - Vacuum disconnect - When the line between the PCV valve and the
carburetor is disconnected
-------
B-8
4 - Mechanical disconnect - When the fresh air tube between the
valve cover and the air cleaner is disconnected or removed
6 - Non-Stock equipment - Any add-on device
7 - Missing item - When the entire system has been removed.
Evaporative storage canister
0 - Not equipped
1 - Functioning properly
3 - Vacuum disconnect
4 - Mechanical disconnect
5 - Incorrectly routed hose
7 - Missing item
9 - Malfunctioning item - When the purge line is connected
to the air cleaner and the air cleaner is unsealed.
Tank cap
1 - Functioning properly
7 - Missing item
9 - Malfunctioning item - Tank cap not sealing properly
Air pump
0 - Not equipped
1 - Functioning properly
4 - Mechanical disconnect
7 - Missing item
9 - Malfunctioning
-------
B-9
Air pump belt
0 - Not equipped
1 - Functioning properly
7 - Missing item
8 - Mi sadjusted item - Loose pump belt
Air pump control valve
0 - Not equipped
1 - Functioning properly
3 - Vacuum disconnect
4 - Mechanical disconnect
7 - Missing item
9 - Malfunctioning item
EGR control valve
0 - Not equipped
1 - Functioning properly
3 - Vacuum disconnect - Disconnect, removed or plugged vacuum
line
7 - Missing item
9 - Malfunctioning item
EGR senser
0 - Mot equipped
1 - Functioning properly
3 - Vacuum disconnect
5 - Incorrectly routed hose
-------
B-10
7 - Missing item
9 - Malfunctioning item
Catalytic converter
0 - Not equipped
1 - Functioning properly
7 - Missing item
9 - Malfunctioning item - Discolored
Dash label and tank label
0 - Not equipped
1 - Functioning properly
7 - Missing item
Filler neck
0 - Not equipped
1 - Functioning properly
4 - Mechanical disconnect - Widened to fit a leaded filler
nozzle
7 - Missing item
Vacuum spark advance
0 - Not equipped
1 - Functioning properly
2 - Electrical disconnect
3 - Vacuum disconnect - Any removed, plugged, or disconnected
vacuum line
4 - Mechanical disconnect
5 - Incorrectly routed hose
7 - Missing .i-tem
9 - Malfunctioning item
-------
B-ll
All forms will be numbered and handled according to the NEIC document
control procedures.
-------
B-12
FIGURE A-l
EPA VEHICLE TAMPERING STUDY-
DATE
I.D.
1
I
. ODOMETER
<£
vi^
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i
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-
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1
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MAKE/Mnnr.T,
i
1
-
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|
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1
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5S2 01
-------
Date
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0 - Hot: Equipped
1 - Functioning Properly
2 - Electrical Disconnect
3 - Vacuum Oioccnnect
1 - Mechanical Disconnect
5
G
7
8
9
Incorrectly Routed Hose
Non-stock Equipment
Missinq Item
- Misad justc-rl I ten
- Malfunctioning Iterft
562 01
-------
APPENDIX C
SURVEY EQUIPMENT
-------
C-l
EQUIPMENT REQUIRED
2 each HC-CO Gas Analyzers with sample lines, water trap and tailpipe
probe
1 each Calibration Gas _+ 2% of listed concentration
18% CO
1560 ppm HC (Hexane equivalent)
4% CO
827 ppm HC (Hexane equivalent)
1.6% CO
320 ppm HC (Hexane equivalent)
3 each Inspection Mirrors
2 each Flashlight
it
2 each Vacuum Pumps
2 each Fender Covers
2 each Fuel Sampling pumps with 3 ft hoses
350 each Sample Bottles per site
2 each Power Inverters for sites without power
1 pair Battery Jumper Cables
2 each Leaded nozzles
1 each One Gallon Gasoline Can
1 each 50 ft Extension Cord
2 each Screwdrivers and pliers
Sufficient boxes, sample bottles, labels, parking and
shipping labels, Chain-of-Custody sheets, and sample tags
to label and ship up to 350 fuel samples per site.
Sufficient data sheets to process up to 500 cars per site.
-------
APPENDIX D
ANALYSIS FOR LEAD IN GASOLINE
(AUTOMATED METHOD)
-------
D-l
LEAD IN GASOLINE
(Automated Method)
1. Scope and Application
1.1 This method covers the determination of the total lead content
of gasoline within the concentration range of 0.010 to 0.10 g
of lead/U.S. gal. The method compensates for variations in
gasoline composition and is independent of lead alkyl type.
2. Summary of Method
j.
4
2.1 The gasoline sample is diluted with methyl isobutyl ketone
(MIBK) and the alkyl lead compounds are stabilized by react-
ing with iodine and a quarternary ammonium salt. A Technicon
AutoAnalyzer is used to perform the diluting and the chemical
reactions and feed the products to the atomic absorption
spectrophotometer with an air-acetylene flame.
2.2 The dilution of the gasoline with MIBK compensates for severe
non-atomic absorption, scatter from unburned carbon containing
species and matrix effects caused in part by the burning char-
acteristics of gasoline.
2.2 The in situ reaction of alkyl lead in gasoline with iodine
eliminates the problem of variations in response due to dif-
ferent alkyl types by leveling the response of all alkyl lead
compounds.
2.4 The addition of the quarternary ammonium salt improves response
and increases the stability of the alkyl iodide complex.
-------
n-2
3. Sample Handling and Preservation
3.1 The reception of gasoline samples by laboratory personnel
follows NEIC procedures for sample custody.
3.2 All samples are refrigerated until the analysis are per-
formed. The analyses are performed within one week of
receipt of the sample when possible.
3.3 The samples are brought to room temperature prior to
analysis.
3.4 After the analysis has been completed (see section 8.4),
samples are stored in the solvent storage area until written
permission for disposal i^s obtained.
4. Apparatus.
4.1 AutoAnalyzer system consisting of:
4.1.1 Sampler 20/hr cam, 30/hr cam
4.1.2 Proportioning pump
4.1.3 Lead in gas manifold
4.1.4 Disposable test tubes
4.1.5 Solvent displacement flasks
4.2 AAS Detector System consisting of:
4.2.1 Perkin-Elmer 403 atomic absorption spectophotometer
4.2.2 10" strip chart recorder
4.2.3 Lead hollow cathode lamp
-------
D-3
5. Reagents
5.1 Aliquat 336/MIBK sulution (10% w/v): Dissolve and dilute
100 ml (88.Og) of Aliquot 336 (Aldrich Chemical Co.,
Milwaukee, Wisconsin) with MIBK (Burdick & Jackson Lab.,
Inc., Muskegon, Michigan) to one liter.
5.2 Aliquat 336/MIBK working solution (1% v/v): Dissolve
and dilute 10 ml (8.8 g) of Aliquat 336 (reagent 5.1)
with MIBK to one liter.
5.3 Iodine solution (3% w/v): Dissolve and dilute 3.0 g
iodine crystals (ACS) with toluene (Burdick & Jackson Lab.
Inc., Muskegon, Michigan) to 100 ml.
v
5.5 Methyl isobutyl ketone (MIBK) (4-methyl-2-pentanone)
(Burdick & Jackson Lab. Inc. , Muskegon, Michigan).
5.6 Certified unleaded gasoline (Phillips Chemical Co.,
Barger, Texas).
6. Standards
6.1 Calibration Standards: Select four concentration levels of
alkyl lead in reference fuel ampoule standards (Bob
Jungers, U.S. EPA, RTP, N.C.) (see under section 8.3)
covering the range 0.010 g/gal to 0.100 g/gal.
6.2 Quality Control Standards: Select one MBS lead in refer-
ence fuel ampoule to be utilized as a QC check and one
NBS lead in reference fuel at a concentration of approxi-
mately 2 g/gal to be utilized for spiking. Obtain two
RTP blind check samples from the branch QA officer.
-------
C-4
7. AAS Instrumental Conditions
7.1 Lead hollow cathode lamp
7.2 Wavelength: 283.3 nm
7.3 Slit: 4 (0.7mm)
7.4 Range: UV
7.5 Fuel: Acetylene (~20 ml/min at 8 psi)
7.6 Oxidant: Air (~65 ml/min at 31 psi)
7.7 Nebulizer: 5.2 ml/min
7.8 Chart speed: 10 in/hr
7.9 Recorder Full Scale: 0.50 abs
7.10 Digital Readout Button Selection
7.10.1 Absorbance units: in
7.10.2 Repeat mode: in
7.10.3 1 sec integration: iri
7.10.4 Damping position: 1
8. Procedures
8.1 AAS startup
8.1.1 Turn the power on to the Perkin Elmer 403 AAS and the
strip chart recorder.
8.1.2 Adjust the current to the lead hollow cathode lamp as
as specified by the manufacturer.
8.1.3 Adjust all settings indicated in section 7.
8.1.4 Check the wavelength (283.3 nm) by maximizing the energy.
This must be rechecked after step 8.1.6.
8.1.5 Check the alignment of the lamp maximizing the energy.
8.1.6 Allow one hour for the AAS to warm up (see section 8.2).
8.1.7 Recheck the instrument optimization.
8.1.8 Check the fuel and air flow rates and ignite the flame.
Note: It may be necessary to push the sensor override
button.
8.1.9 Check and adjust the aspiration rate to -about 5.2 ml/min
(+ 10%).
-------
D-5
8.2 AutoAnalyzer Start Up (see figure 1).
8.2.1 Check all pump tubing and replace as necessary. All pump
tubing should be replaced after one week of use. Place
the platen on the pump.
8.2.2 Withdraw any water from the sample wash cup and fill with
certified unleaded gasoline (reagent 5.6).
8.2.3 Fill the 2 liter MIBK dilution displacement Erlenmeyer
flask (reagent 5.5) and the 0.5 liter Aliquat 336/MIBK
1% V/V reagent 5.2) displacement flask and place the
rubber stopper glass tubing assemblies in their flask.
8.2.4 Fill a 2-liter Erlenmeyer flask with distilled water. The
water will be used to displace the solvents. Therefore,
place the appropriate lines in this flask.
8.2.5 Fill the final debubbler reverse displacement 2-liter
Erlenmeyer flask with distilled water and place the
rubber stopper glass tubing assembly in the flask.
8.2.6 Place the appropriate lines for the iodine reagent
(reagent 5.4) and the wash solution (reagent 5.6) in
their respective bottles.
8.2.7 Start the pump and connect the aspiration line from the
manifold to the AAS.
8.2.8 Some initial check to assure that the reagents are being
added are:
.a. A good uniform bubble pattern.
b. Yellow color evident due to iodine in the system.
c. No surging in any tubing.
8.3 Calibration
Note: As a means to increase the sample analysis rate,
utilize a 30/hr sample rate with a calibration curve from
0.01 to 0.06 g/gal. Any sample resulting in a value
> 0.05 g/gal should be set aside and analyzed later with
a sample rate of 20/hr and a calibrating curve for 0.01
to 0.10 g/gal.
8.3.1 Turn the chart drive on and obtain a steady baseline.
8.3.2 Break the RTP Calibration Standard, NBS check standard,
and the RTP blind samples ampoules and pour them into in-
dividually labeled telfon lined screw cap test tubes and
place them in the sample tray.
8.3.3 Start the sampler and run the above standards (Note: first
check the sample probe positioning with an empty test tube).
8.3.4 Check the linearity of calibration standards response and
slope by running a least squares fit. Check these results
against previously obtained results. They should agree
within 10%.
-------
D-6
8.3.5 Calculate the found MBS value. It should agree within 10%
of the true value.
8.3.6 If the above is in control then start the sample analysis.
8.4 Sample Analysis
8.4.1 To minimize gasoline vapor in the laboratory load the
sample tray about 5-10 test tubes ahead of the sampler.
Write the sample number on the test tube and maintain
the AAS work sheet.
8.4.2 Record the sample number on the strip chart corresponding
to the appropriate peak.
8.4.3 Every ten samples run the high calibration standard and
a previously analyzed sample (duplicate). Also let the
sampler skip to check the baseline.
8.4.4 After an acceptable peak (within the calibration range)
is obtained, pour the^xcess sample from the test tube
into the waste gasoline can.
8.4.5 Any sample resulting a peak greater than 0.05 g/gal
will be run in duplicate and spiked.
8.5 Shut Down
8.5.1 Replace the solvent displacement flask with flasks
filled with distilled water. Also place all other
lines in a beaker of distilled water. Rinse the
system with distilled water for 15 minutes.
8.5.2 Withdraw the gasoline from the wash cup and fill
with water.
8.5.3 Dispose of all solvent waste in waste glass bottles.
8.5.4 Turn the AAS off after extinguishing the flame. Also
turn the recorder and pump off. Remove the platen and
release the pump tubing.
8.5.5 Shut the acetylene off at the tank and bleed the line.
9. Calculations
9.1 Run a least squares fit or plot of the peak height vs. con-
centration represented by the working standards and obtain
the concentration of the samples. Record the values on the
AAS work sheet.
-------
D-7
10. Quality Control
10.1 Precision
10.1.1 All duplicate results should be considered suspect
if they differ by more than 0.005 g/gal.
10.2 Accuracy
10.2.1 All NBS standard found values should agree within
10% of the true value.
10.2.2 All RPT blind check standards should be reported
to the Q.A. officer and the found values should agree
within 10% of the true value.
10.2.3 All spikes should agree within 10% of the known
addition.
11. Past Quality Control Data
11.1 Duplicate analysis resulted in average difference of 0.003
g/gal with a standard derivation of 0.002 g/gal.
11.2 Replicate analysis (>5) of samples at concentrations of
0.010, 0.048, and 0.085 g/gal resulted in percent relative
standard deviations of 4.2% 3.5%, and 3.3%, respectively.
11.3 Analysis of known concentrations of lead in reference fuel
has resulted in found values deviating from the true value
by 1.7% to 4.8%.
-------
cr
i
oo
AIR
1.00
-O-
2.90
M IBK
DISPLACEMENT WATER 2.90
SAMPLE DEBUBBLER
SAMPLE LINE
IODINE REAGENT
ALIQU AT 336
DISPLACEMENT WATER
0.32* H \
1.06*fx (,
V S *~\i
'
DEBUBBLER
0.16 p>
0.80 p
&
** DEBUBBLER
TO AAS
3.40
FINAL DEBUBBLER
DISPLACEMENT WATER 2.90
TO WASTE
TO PUMP
SOLVENTFLEX TUBING
* #157-0225
FIGURE 1
FLOW DIAGRAM
-------
APPENDIX E
COMPUTER PRINTOUTS OF TAMPERING DATA
-------
E-f
The following computer printout pages contain the data used in the
tables of this report. The tables and the corresponding printout pages
that the tables are based on are listed below.
Table Printout Page Number
1 1
2 1
3 1-3
4 4
5 4
6 5
7 6-23
8 2-3
9*
10 24-25, 34, 35
11 26-29
12 30-31
13 32-33
*The data for Table 9 were taken from laboratory reports.
-------
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1
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13-.--. - 133.?l?o3 '--, ITri 21 UtliPtKS Of t Kr.KOtifi 5 IGrUr'ICANCt: = O.OOOt1
C - ,% -^ i- ' S V = 0 . I j 4 > i
C'".j i £-....-.': v c -V-: F r' i c i :-:.-. 'i = o.227oy
LL...r..- (/. Si-'- r TJ1C) - 0.03141 >.irii STATUS [)f>' t'i UK^T . = 0.0 WITH STATF. Utb>EMUt.NT .
i. - ;, r L. - ( S V ' r. I J J r ) = 0 . ;1 1304
u .Cr-:| M;:t t C.-J.-r r'lCJr. :V 1 45 Y ;-,,- ti R 1C ) = 0.02bH'd >.I'liJ. STATl.'S DtfErt DtMT . = 0.014S2 KITH STATt
U'Cr.-iAi ir C.iur r'iCi C... l" ( .5 'i ;'.''< t'.'I'r. 1 C ) = 0 . U 1 d fa 0
K'-.-'L AI.L ' S 1 i J 1.1 = -0.0&So4 ii J/Jl-i H'l C AriC t. = 0.0000
r. ;..: A L.L'? IS'J C = -';.0ohbb SICJMr'ICAr.Ci = 0.0000
DKPENULMT.
.J f A3V,-:'1'-'!- 1C) = - 0 . C n 0 3 7 V.-ITH STA1US Dt?t:,iDf lU' .
; c '.'{:. -: i« ic ) = -o.'jt.?93
= -0.08033 .UTH STATt
I-
en
-------
03/05/HO
MLr
(O.C..M I'.J.J DATK = 03/l'b/fO)
t ****** t * * c K U S ,S V A H U L, A T I U
* t ****«» * *********
S'lAU'S VLhK'l.t: TAMPh'K -STATUS
bV
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OF
.. 'i ~ I >
il' I '-'?(. 1 M.".C 1
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1 4.2 I
1 2 7 . b I
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I i . v J
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COLL; 69
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lb
lb.
47.
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26
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i.o
158
13. b
4 7 . 4
b . 3
11
20.0
3.3
u . 4
333
13.3
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GV.C
. H 331
STATUS
...:-;ii. (^:.v. >;;r!;;) = o.u iv
. ;: 0 A ( S v .-. : -, i i< 1 C ) - 0 . '.!
(. --KT-. [; i' C JL'-Fr' ;C ic. .T Ci-SVX-KTPlC) - 0.01S31 '. I'i K STATUS
"J.- r i I- ! . ;'V C.Vf r I-' LCJ -: . 1 (S'/'-HtTKlC) = 0.01656
r.-.,AL!,'5 U U ii = -O.Cib2u SiGf.IF ICAiiCt = O.OOOu
..V«L,u'S I/'.') C = -u.r,o472 S tGnJUCAr.Ct = 0.0000
t . ' i - - L. . i 'i ^ i n
,'..-,r .-.;> ' < .'. ( -SV ;-.-. IK 1C j = -0.09127 '.'I'l'h STATUS 0 1" p r. :! D t. ^i 'I. .
.: r\> '.i i- (.SV1 -,r. li»l'J) = -0.09M1
i ; - ;.;b';7:i . ii.-: siiiu.i i.'t:^r."-Dr;i'T . = 0.113^1 WITH n
--- jj.. '.=; r. = O.li2i9 SlGNli-UCAriCt' = i/.OOuC
iCAlKCt = 0.0000
= 0.0 V.-1TH
= 0.01512 KITH MAKt
DKPklWDKN'T
= -0.09929 WITH HAKE:
Uc.PENDfc.fJT
-------
TEST OF IMJOPRG 1
FILF NONAME (CREATION DATE = 03/11/80)
03/11/80
fcGRSUSU EGR
COUNT
ROW PCT
COL PCT
TOT PCT
0.
NOT C-jUIPPEO
1 .
FUMCT PSOf- ERLY
11 .
TAMPERING
14.
MALFUMC T ION
COLUMN
TOTAL
SYSTEM
I
I
I
I
I
1
I
I
I
i
I
I
I
I
_ t
1
I
I
I
I
_ T
I
I
I
I
I
_ T
1
MYR
73.1 74
47
26.4
13.7
1 .9
106
5.6
42.2
4.2
55
22.3
34
19.1
14.0
1 .4
128
6.8
52,9
5.1
47
19.0
21.9 I 19.4
2.2 I 1.9
43 I 33
23.4 I 17.9
17.1 I 13.6
1.7 I 1.3
251 242
10.0 9.7
C
.1
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
R 0 S
75
15
8.4
5 .5
0.6
196
10.4
72.3
7.3
34
13.8
12.5
1 .4
26
14.1
9.6
1.0
271
10.3
S
.1
I
I
I
I
I
I
I
I
I
I
!
I
I
I
I
I
TABU
76.
29
16.3
7.8
1 .2
290
15.3
77.5
11 .6
32
1 3.0
S.6
1 .3
23
1 2.5
6.1
0.9
374
15.0
L
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
A T I
BY H
77.
21
11 .8
4 .4
0.8
386
20.4
81 .1
15.4
38
15.4
8.0
1.5
31
16.8
6.5
1.2
476
19.0
0
Yf
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
N OF
?
78.1
19 I
10.7 I
3.3 I
O.S I
432 I
22.9 I
86.1 I
17.3 I
30 I
12.1 I
6.0 I
1.2 I
£V I
11.4 I
4.2 I
0.3 I
502
20.1
X X X X
79.1
13 I
7.3 I
3.5 I
0.5 I
341 I
18.0 I
91 .9 I
13.6 I
10 I
4 .0 I
2.7 I
0.4 I
7 I
3.8 I
1.9 I
0.3 I
371
14. S
XXX
80
0
0.0
0.0
0.0
11
0.6
91.7
0.4
1
0.4
8.3
0.0
0
0.0
0.0
0.0
12
0.5
ROW
TOTAL
.1
T
i
178
7.1
- 1890
75 .6
T
I 247
I 9.9
1 84
7.4
I
I
T
2499
100.0
,'ITH 21 DEGREES OF FREEDOM SIGNIFICANCE = 0.0
.33375
WITH EGRBUBU
DEPENDENT.
CIII SC'JARE = 323.93237
CRAIcn'S V = 0.20737
CONTINGENCY COEFFICIENT =
LAM3DA (ASYUKtTR 1C) = 0.0
LAHSDA (SYMMETRIC) = 0.02878
UNCEiilA I.'.TY COEFFICIENT (ASYMMETRIC) = 0.075o3 WITH EGRSUBU DEPENDENT.
UNCERTAINTY COEFFICIENT (SYMMETRIC) = 0.04512
KENDALL'S TAU 8 = -0.11247 SIGNIFICANCE = 0.0000
KLNOJLL'S TAU C = -U.08317 SIGNIFICANCE = 0
GAMMA = -0.18617
SOMEiii'S D (ASYMMETRIC) = -0.07801 WITH EGRBUBU
oONERS'S C (SYMMETRIC) = -0.10534
E1A = C. 263.77 WITH EGR3UBU DEPENDENT.
PEARSON'S R =-0.25514 SIGNIFICANCE = 0.0000
= 0.03756 WITH MYR
DEPENDENT
= 0.03215 WITH MYR
DEPENDENT.
DEPENDENT,
= 0.33087 WITH MYR
= -0.16217 WITH MYR
DEPENDENT.
DEPENDENT,
NUMBER OF KISSING OBSERVATIONS =
1
-------
ir.bT Or' l:\J\i>>X<; 1 . 03/06/80
KILii MJIA'-E (CSiCAJ-IOfi DATE = 03/06/HO)
********t₯**4. CROSS TABULATION UK ************ + ***** ,
t?Y b-OUCuVL ttiR CONTROL VAL °°
t}***?*****:?***'?*******'*********************
O. 'J: I' J
« rCT tor fc.\:!.i]
COL .'CI Ir'PtC
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13.6
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7. a
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<- . 0
11.7
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9. '2
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UPtRLY t;
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4b . 4
b.9 .
4.6
130
33.7
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b.2
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73.4
10.4
8.0
2V %
79.7
Ib.h
11 .9
3bS
81 .b
2C . 3
15.5
434
cfa.S
22.7
17.'}
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92.2
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11
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11.6
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22.6
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b.2
13.2
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7 .b
0 . 3
12
2.b
11.3
0.5
17
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0.7
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J f'ALh UCCT
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.1 14.1 98,
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24.3
20.2
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11.0
13.6
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11.0
lb.2
2.2
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0
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0.0
0 . 0
1
0 . -1
it. 3
0.0
3
1 . \
25.0
0. 1
1
0.3
K< .3
0.0
;
0.4
lo.7
0.1
3
0.6
2b . 11
0. 1
2
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0.1
0
0.0
0.0
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)f.3 I9lb lOb 302 12
-. .b 76.7 4.2 12.1 O.b 100.0
HO*
TOTAL
2bl
10.0
242
y.7
271
10. a
374
15.0
476
19.0
502
20.1
371
14.«
12
O.b
-------
IfS!' lit IrfJbPKG 1 03/06/80
f'H-V ,-<0.-iA;..K U.Kc.ATIuf' L.MK = 03/Ob/HO)
**»****4.******^.*** CROSS i'AHULA'i' ION OF ******************
i.'iK ?X' KvJKS!;Sh KGR ShfJSOHS
****************** *******************************
TOTAL
2bl
10.0
242
9.7
271
10.8
374
15.0
476
19.0
b02
20.1
371
14.8
12
0.5
CO'j-.r i
HO- rCT I'-,.
jT F.OUI KUI'iCT "
C '- L r1 C I i t- f r. C
'1C. r JCJ 1.
'' 3 . 1
I
I
1
7-i. I
1
1
1
1
1
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79. J
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47
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34
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2 0 . 7
1 . 4
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4. i
o. 7
0 . -,
2o
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17.1
1 . 1
19
1 . 0
1 J .*
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b . 2 .
4.9
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be. 2
b . 9
b.4
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7b.b
10.4
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299
79.9
15.1
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403
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20.4
lb. 1
4bl
b' y . 8
22.8
18.0
3-'!b
93. 3
17. b
13.8
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1 . 3
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79.0 i,. b 7.3 O.f- 10 0. 0
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(JD
-------
Or' i : J L. ;> K G i 03/o6/bo
!.'fJ!iAi-K iC^tAl'IC'i DATE = 03/06/HO)
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72.1
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194
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237
67.5
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13.4
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19.2
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95,b
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19.2
354
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TOTAL
'2bl
10. 0
2 4 '2
S.7
10. ri
374
lb.0
476
19.0
502
20.1
371
14.8
12
0.5
2499
100.0
-------
03/06/aO
C R U S S ! A b b b A T I 0 h Of ****
Hf STUK ECS STOKAGh.
KOi
TOTAL
2bl
10.0
9.7
271
lO.d
374
15.0
476
19.0
20.1
371
14.6
12
O.b
10 9 2499
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Ci.'iJ.-T i
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75. 1
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1
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10.5
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14.6
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tit
03/Oo/HQ
r'll.fc
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i******:?*?******** CROSS TABULATION Oh' **********:):* + *****
\''< KlbivtK FILLER NECK
f**?**^*********************?********************
ROn'
TOTAL
'2bl
10.0
242
9.7
271
. 1 0 . H
I
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t
C'HJi.l 1
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C.'M.. FCi' Ir
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76. 1
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1
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0.
249
49.2
33.2
1 0 . 0
242
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3b
13.3
4 . 3
1 .4
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2.0
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11 . 6
7 . b
2.2
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12.2
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2 . 4
40
10. 'a
b.3
1 .b
0
0.0
0.0
0.0
7 -I '?
30.0
^
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1
1
1
1
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1
UUCT PH
'PKKLY
1.
2
0.8
0.1.
0. I
0
0.0
0.0
0.0
216
79.7
12.9
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2 a 7
76.7
17.1
11 .b
'106
Sb.3
24.2
16.2
427
Kb. t
2b.4
17.1
330
be! .9
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13.2
12
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0.7 .
0.5
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0
o.o
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0
0.0
0.0
0.0
0
0.0
0.0
0.0
1
0.3
100.0
u.O
0
0.0
0.0
0.0
0
0.0
0.0
0.0
0
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0
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1
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0
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27.3
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20
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0
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0.0
1
0.2
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0
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0.0
0
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0.0
2
0.1
1.1
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1
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1
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374
ib.O
' 476
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20.1
371
1'i.a
12
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-------
ii-'si' or' i-njr-K*'; i 03/Ob/BO
Hl.b !i.i.\-;vj; (CrftATIGi« DATE = 03/Oo/bO)
v**v«.if«:*»₯t**i**** CROSS TABULATION OF ******************
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U-'CM.'
H.'.V-, ^C'i I''0i' iiwUJ. t'UwCT PR ARljOA^LcJ riQ'i
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251
10.0
2*2
S.7
271
10.ti
374
15.0
476
502
371
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12
0.3
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100.0
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73. I v
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29
1 1 . fi
3.2 .
1.2
23
i.5
2.6
0.9
61
22.5
6.8
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105
2 s' . 1
11.3
4 . 2
158
33.2
J7.7
6.3
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b2.0
29.7.
10.4
2-19
bV. 1
27.9
10.0
7
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213
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14 .b
S.b
214
SH.4
14.6
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2 0 6
7fc . 0
14.1
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2 by
69.3
17.7
10.4
296
62.2
20.2
11. a
222
44.2
15.1
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3.8
2.2
0
0.0
0.0
0.0
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bH.7
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0
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I'' ('- i" u- i 1C) = -0.2nfl'->fc .'.'ITH STATUS l;c pfc.liUKMT . = -0.34V05 K'XTti
'; (>'['.-' -(-I'l -! iC) = -i>.'30?iil
-iVl.-, It-' ? i A |i.i;; Dfc.rt;,iDhi'.T. = 0.454-50 A'lTh ;iYK
.'. --',. ",- i-h jl<;:.IMCA!-C£ = 0.0000
= 0.06V34 ii'XTh MYK
DLPKIIDEMT.
1
-------
TEST OF IMJDPRG 1
FILE NONAHE (CREATION DATE = 03/17/80)
03/17/80
----------------- UtdUKl-rilUN Ul- SUUrurULAIJUNS _________________
CRITERION VARIABLE IHC IDLE HC
BROKEN DOWN BY HYR
BY IHSTATU ' v
VARIABLE
FOR ENTIRE POPULATION
HYR
IHSTATU
IMSTATU
HYR
IMSTATU
IMSTATU
MYR
IMS TATU
IMSTATU
HYR
IHSTATU
IMSTATU
HYR
IHSTATU
IMSTATU
HYR
IHSTATU
IMS TATU
HYR
IHSTATU
IMS TATU
HYR
IHSTATU
IHSTATU
CODE VALUE LABEL
73.
40.
50.
74.
40.
50.
75.
40.
50.
76.
40.
50.
77.
40.
50.
78.
40.
50.
79.
40.'
50.
80.
40.
50.-
SUM
437235.0000
65000,0000
14640.0000
50360.0000
55225.0000
19990.0000
35235.0000
55608.0000
101 12.0000
45496.0000
70117.0000
13620.0000
56497.0000-
99110.0000
17915.0000
81195.0000
64120.0000
10530.0000
53590.0000
: 27930.0000
4580.0000
23350.0000
125.0000
0.0
125.0000
MEAN
175.5964
260,0000
197.8378
286.1364
229.1494
281.5493
207.2647
206.7212
133.0526
235.7306
187.981 2
141.8750
203.9603
209.0928
134.6992
238.1085
128.2400
94.0179
138 .'11 86
75.2830
57.9747
79.9658
10.4167
0.0
12.5000
STD DEV
238.5479
275.6944
244.3654
284.4596
295.4147
372.2255
254.7742
284.1778
120.9896
322.5075 .
236.3512
166.2611
254.5225
250.3911
140.2835
276.7150
171.9250
98.0757
186.8605
131 .8265
108.9269
137.1582
19.8240
0.0
21 .2459
VARIANCE
56905.1110 (
76007.4297 (
59714.4391 (
80917.2727 (
87269.8693 (
138551.8511 (
64909.8881 (
80757.0451 (
14638.4772 (
104011.0833 (
55861.8787 (
27642.7632 (
64781.7194 (
62695.6869 (
19679.4543 (
76571.1911 (
29558.2188 (
9618.8465 C
34916.8645 (
17378.2305 (
11865.0763 (
18812.3700 (
392.9924 (
0.0 (
451.3889 (
N
2490)
250)
74)
'76)
241 )
71)
170)
269)
76)
193)
373)
?6)
277)
474)
133)
241)
500)
VI 2 )
338)
371)
79)
292)
12)
2)
10)
TOTAL CASES =
MISSING CASES =
2500
10 OR
0.4 PCTi
I
ro
-------
TEST OF IMJDPRG 1
CRITERION VARIABLE IHC
03/17/80
VARIABLE
MYR
«YR
MYR
KYR
HYR
HYR
MYR
MYR
AU A 1 V
CODE VALUE LABEL
73.
74.
75.
76.
77.
78.
79.
80.
WITHIN GROUPS TOTAL
XXXXXXKXXXXXXXXXXX.XXXX
X
* ANALYSISO
*
X
« SOURCE SUM OF SQUARES
x
x 9ETVEEN GROUPS 8503816.472
x
* LINEARITY 6885572.417
x OEV. FROM LINEARITY 1618244.055
x
x R =-0.2205
x
x WITHIN GROUPS 133133004.896
x
* ETA = 0.2450
x
Sic nc UADTI
lo Or VAK1/
SUM '
65000.0000
55225.0000
55608.0000
70117. UOOO
99110.0000
64120.0000
27930.0000
125.0000
437235.0000
xxxxxxxxxxx
F VARIANCE
U.F. MEAN SQUARE
7 xxxxxxxxxx
1 XXXXXXXX XX
6 2 6 970 7*i 3 4 2
R SQUARED = 0.0486
2482 53639.406
ETA'SOUARED = 0.0600
MEAN
260.0000
229.1494
206.721 2
187.9812
209.0928
128.2400
75.2830
10.4167
175.5964
X X X X X
F
22.648
128.368
5.028
I
STD DEV
^ 275.6944
295.4147
234.1778
236.3512
250.3911
171.9250
131.8265
19.8240
231.6018
X X X X X
X
X
X
X
SIG. x
X
0.0 x
' X
0.0000 x
0.0000 x
x
x
X
X
X
X
X
SUM OF SO
18925850.0000 (
20944768.6224 (
21642888.0892 (
20780618.8686 <
29655059.9156 <
14749551.2000 (
6429945.2830 (
4322.9167 (
133133004.8956 (
i
oo
N
250)
241)
269)
373)
474)
500)
371)
12)
2490)
XX.XXXXXXXX. XXXXXX.XX-XXXX, XXXXXXKKXKXX. KXXKXXXXX
-------
TEST OF IMJDPRG 1
FILF NONAHE (CREATION DATE =03/17/80)
03/17/80
CRITERION VARIABLE ICO
BROKEN DOWN BY HYR
BY IHSTAT
VARIABLE
FOR ENTIRE POPULATION
MYR
IHSTATU
IMSTATU
KYR
IKSTATU
IMSTATU
HYR
IMSTATU
IKSTATU
MYR
IMSTATU
IKS TATU
HYR
IHSTATU
IHSTATU
HYR
IMSTATU
IHSTATU
HYR
IMSTATU
IMSTATU
HYR
IMSTATU
IMSTATU
TOTAL CASES = 2500
HISSING CASES = 11 OR
- UCOLKirilU
IDLE CO
U
CODE VALUE LABEL
73.
40.
50.
74.
40.
50.
75.
40.
50.
76.
40.
50.
77.
40.
50.
78.
40.
50.'
79.
40.'
50.
80.
40.
50.
I
0.4 PCT.
r* u r o u D r u r
SUM
5072.0196
960.0999
21 6.2000
743.9000
798.9999
215.0000
584.0000
575.4000
120.0000
455.4000
755.3499
142.7000
61 2.6500
*'
1058.0999
220.9000
837.1999
626.2999
109.0000
51 7.3000
297.6700
43.5000
254.1700
0.1000
0.0
0.1000
u L « i i u n
MEAN
2.0378
3.8404
2.921 6
4.2267
3.3154
3.0282
3.4353
2.1551 '
1.5789
2.3843
2.0251
1.4865
2.2117
2.2276
1.6609
2.4480
1 .2526
0,9732
1^3332
0.8023
0.5506
0.8704
0.0083
0.0
0.0100
STD OEV
2.6593
2.9477
2.6958
2.9707
2.9386
3.0464
2.8931
2.6027
2.1595
2.7308
2.5142
1 .9625
2.6568
2.8586
2.3788
2.9991
2.0241
1.6185
2.1219
1.7531
1.5099
1 .8096
0.0289
0.0
0.0316
VAR IANCE
7.0719
8.6891
7.2672
8.8248
8.6353
9.2803
8.3701
6.7741
4.6633
7.4574
6.3214
3.8515
7.0586
8.1717
5.6588
8.9945
4.0970
2.6196
4.5023
3.0734
2.2797
3.2748
0.0008
0.0
0.0010
N
C 2489)
( 250)
( 74)
( 176)
( 241 )
( 71)
( 170)
( 267)
C 76)
( 191 )
C 373)
( 96)
( 277)
C 475)
( 133)
( 342)
C 500)
( 112)
( 388)
< 371 )
C 79)
( 292)
( 12)
( 2)
( 10)
I
ro
to
-------
TEST OF IHJDPRG 1
CRITERION VARIABLE ICO
03/17/80
VARIABLE
HYR
MYR
HYR
MYR
MYR
KYR
HYR
HYR
CODE VALUE LABEL
73.
74.
75.
76.
77.
78.
79.
80.
WITHIN GROUPS TOTAL.
*
» ANALYSIS'O
*
K
« SOURCE SUM OF SQUARES
*
* BETWEEN GROUPS 2150. 496
*
» LINEARITY 1935.862
x DEV. FROM LINEARITY 214.635
X
* R =-0.3317
*
« WITHIN GROUPS 15444.508
X
* ETA = 0.3496
X
ST e n F UADT
1 o Ur VAK'l
SUM
' 960.0999
798.9999
575.4000
75 5.3499
1058.0999
626.2999
297.6700
0.1000
5072.0196
XXKXMKKMKXtt
F VARIANCE
O.F. MEAN SQUARE
7 307.214
1 1935.863
6 35^.772
R SQUARED = 0.1100
2481 6.225
ETA' SQUARED = 0.1222
MEAN
3.8404
3.3154
2.1551
2.0251
2.2276
1.2526
0.8023
0.0083
2.0378
K N N M M K
F
49.351
310.976
5.746
I
i
o
STD DEV SUM OF SO N
\
2.9477 2163.5819 ( 250)
2.9386 2072.4731 ( 241)
2.6027 1801.9205 ( 267)
2.5142 2351.5579 ( 373)
2.8586 3873.3884 ( 475)
2.0241 2044.4264 ( 500)
1.7531 1137.1507 C 371)
0.0289 0.0092 ( 12)
2.4950 15444.5082 ( 2489)
K X. M W N
X
*
X
X
SIG. x
X
0.0 x
X
0.0 *
0.0000 *
X
X
X
X
X
X
X
XXKXKXXXXXXXXKXMXX-.XXXM. XKXXXXXXXKXKXXKKXKXKX
-------
I f M <.r I ;-.l| I-nil I 03/07/BO
:u.- '..- !i-: (Or i. j io.-. UATS-. = G3/c//t>o)
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03/06/60
tLr
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U-'ipKF STATUS
TABULATION UK
M Y 11Y H
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Cr.i--i.sl . i , C...C.T ICi -.-.( (SY-'ilt-lliJC)
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- i'.-.3f.r'») .I;1' Ci
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61
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119
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0.23874 nlTri S'iA'U'S
0.16795
- -0.34444 Ml'li STATUS bKPbr.Ok,;»X .
: -V.'iOii"
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= 0.12954 vf 1 Tli MVR
= -0.4851S wllll
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Tt.ST ur' l».JDPrtG 1
KILt r.-Or.'A.v.c CCRbAIlOM OA.TE = 05/01/80.1
05/01/80
LJ.-1CAH Ll-'.JTtK CAPS
-TK'iLLl iC- KOK. .
1 $>. i fil
v * » ****₯****
CH05S TABULATION OF *
BY KYR
VA[,Ut = 10.
Lj;-CAi-
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0. 13953 WITH LIMCAP
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; = o.o
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-U.3o901
-0.3320fi
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= 0.0000
= 0.0000
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sr,:-iiK.s's L- tsy. :"-:ir
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U.M f.f" ir-JDPRCj l 05/01/BO
KllA !> 0,>.«,.-; (CKKVrlQN DATE = 05/01/60)
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VALUE = 50.
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119
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206
19.9
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29.8 1
55.4 I
11.7 I
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40.8 I
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33.3 1
0.5 1
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40.9
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209
28.9
71.6
11.3
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33.3
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292
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60.0 I
0.3 I
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0.0 I
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0.0 I
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10
0.5
HOW
TOTAL
b8
4.7
724
39.1
1036
55.9
6
0.3
1&54
100.0
SIGNIFICANCE =0.0
'; Cr A. i!i ' .S V. = 0 . 2(i510
rn
CO
cr>
Lt;-'l-G£ (3>Y..:McTPJ.C) = l;.277bl MTll Lli'iCAP D E H S i>i D t! N'!'. = 0.047B1 WITH MYR DEPENDENT.
Li-.-zl'- C.
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