ACQUISITION AND ANALYSIS
OF EMISSIONS DATA FROM TESTS
ON IN-USE HEAVY-DUTY DIESEL TRUCKS
EPA Prime Contract 68-01-6558
Subcontract No. 130,109
Work Assignment No.39
Prepared for:
ENVIRONMENTAL PROTECTION AGENCY
Motor Vehicle Emissions Laboratory
Ann Arbor, Michigan
Prepared by:
ENERGY AND ENVIRONMENTAL'ANALYSIS, INC,
1655 North Fort Myer Drive
Arlington, Virginia 22209
April 19, 1984
-------
TABLE OF CONTENTS
Page
1. INTRODUCTION . 1-1
2. EMISSIONS DATA DESCRIPTION 2-1
3. EMISSIONS FACTORS 3-1
3.1 Overview 3-1
3.2 Methodology ., 3-1
3.3 Emission Factors Derivation ...,,.»,....».,..,.,... 3-5
4. SPEED CORRECTION FACTORS .4-1
4.1 Overview ;... 4-1
4,2 'Methodology 4-2
4.3 Results 4-3
APPENDIX A - Detailed Listing of Emissions Data Base ............ A-i
APPENDIX B - Plots of Fuel Specific Emissions (go/lb - fuel)
Versus Odometer (miles) B-l
-------
LIST OF TABLES
Page
2-1 Vehicle Description Data Format 2-3
2-2 Test Description Data Format 2-5
2-3 Emission Data Format 2-6
2-4 Vehicle and Test Description 2-8
2-5 Composite Emissions and Fuel Consumption ,. 210
2-6 Emissions Data Averaged Across Repeat Tests 2-11
3-1 Comparison of Chassis and Engine Dynamometer Test Results .. 3-4
3-2 Results of Emission Factor Analysis
(Emissions in g/BHP-hr) 3-15
3-3 Results of Emission Factor Analysis
(Emissions in gm/lb-fuel) 3-16
3-4 Comparison of 1979 Baseline Emissions with Intercept
of Emission Factors (gm/BHP-hr) 3-17
3-5 Emission Factors for Buses 3-18
-------
LIST OF FIGURES
gage
3-1 HC v§. NOx Emissions . 3-7
3-2 Brake Specific HC Emissions vs. Odometer 3-9
3-3 Brake Specific CO Emissions vs. Odometer 3-10
3-4 Brake Specific NOx Emissions vs. Odometer .,,,.. 3-11
3-5 Brake Specific Pmrticulate Emissions vs. Odometer 3-12
3-6 Brake Specific HC + NOx Emissions vs. Odometer 3-13
4-1 Predicted vs. Actual HC Speed Correction Factor ............ 4-6
4-2 Predicted vs. Actual CO Speed Correction Factor ............ 4-7
4-3 Predicted vs. Actual NOx Speed Correction Factor 4-8
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1. INTRODUCTION
Emission factors for diesel powered heavy-duty trucks have been tradi-
tionally developed from engineering analysis as little actual data was
available. Recently, the EPA has undertaken the testing of in-use heavy
duty diesel trucks on the newly developed "chassis dynamometer" transient
eycle to determine their emissions. These test results from in-use
trucks are the only publicly available source of data on in-use emissions
on the transient cycle, and was therefore of interest in verifying
emission factor data previously developed by EPA. Under contract to the
EPA, Energy and Environmental Analysis (EEA) obtained the data from the con-
tractor responsible for conducting the tests, converted the data into
machine readable form and analyzed the data to estimate emission and
speed correction factors for diesel trucks. This report describes all
phases of this work effort, and also provides a detailed listing of the
data.
The first sub-task of the effort involved data acquisition, identifi-
cation of useful data and entry of useful data into a database in machine
readable form. As a result of resource and time constraints, only data
generated from testing through the end of October, 1983 was obtained.
The data encompasses test results from 30 heavy-duty vehicles. The test-
ing of each vehicle generated large amounts of data and only data useful
for the analysis was selected with EPA's guidance. These data were entered
into a computer data base by EEA. Section 2 of this report describes
the data selected and entered by EEA and details the format used. The
data entered is summarized in Section 2, while Appendix A provides a
detailed listing of the database.
Using this database, emission factors for heavy-duty vehicles were devel-
oped. Since data was available for only 30 vehicles that had accumulated
mileage ranging from 8000 to 260,000 miles, it was difficult to derive
statistically significant emission deterioration rates with mileage.
1-1
-------
Moreover, tests conducted on the "chassis dynamometer" are not directly
comparable to the certification procedure for heavy-duty diesel engines.
In order to rate engines on a consistent basis, EEA had to derive a
method to link emissions measured on the "chassis dynamometer" cycle with
those measured according to the certification procedure on the engine
dynamometer cycle. Section 3 of this report details this derivation,
and describes the resulting emission factor analysis. As expected from
the data, statistically significant deterioration rates could not be
found for some pollutants, but the results of this analysis shows
excellent agreement with the results of engine tests for low mileage
emission rates.
In Section 4, the derivation of speed correction factors is discussed.
The speed correction factor is a polynomial function of speed and it
multiplies the basic emission factor to predict emissions at 'any speed.
Each emission test utilizes three driving cycles that have these differ-
ent average speed. The speed correction factor is determined from
the emissions results from each cycle, and because the data is restric-
ted to three speeds, the maximum order of the polynomial for the speed
correction factor is 2. Based on a combination of statistical criteria
and engineering requirements, the form of the equation selected was an
exponential of first order for HC and CO, and an exponential of second
order for NO . A secondary problem arises because of the non-linear
A
nature of the speed correction factors, and the problem relates to the
requirement of the speed correction factor being set equal to unity at
a certain speed. The problem is discussed in Section 4, and two differ-
ent alternatives are presented for EPA's decision.
Appendix A provides a detailed listing of data, and Appendix B provides
plots of the emission index (or fuel specific emissions) against odometer.
1-2
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2. EMISSIONS DATA DESCRIPTION
One of the sub-tasks of this project was to identify and access the data
that was being generated by South-West Research Institute (SWRI) from
their emission tests conducted on as-received heavy-duty diesel trucks.
These tests were conducted for the EPA (under EPA Contract No. 68-02-3773)
and characterized heavy-duty truck and bus emissions as measured under
the EPA transient cycle using a programmable chassis dynamometer. Since
the testing was still in progress during the period of performance of
this contract, we had managed to obtain data generated until approximately
the middle of October, 1983. The total number of trucks and buses tested
included 4 under Task 2 and 22 under Task 3 of the SWRI effort. In
December, we received the data from an earlier testing effort (Task 1)
conducted in 1980/81 on four additional vehicles. The total emissions
data available for this analysis, as well as the total number of data
points entered in machine readable form into the data base is from the
testing of these 30 vehicles.
The information available on these vehicles and the data entered into the
data base is actually quite large, and the data base contains over 1000
lines of data. Accordingly, the data entered is explained in some detail
below. The data can be subdivided into three types namely:
data describing the vehicle and engine
data describing the test variables such
as fuel type, dynamometer settings and
ambient conditions
the emissions data
Each vehicle was subjected to two complete emission tests in Task 1 and
3 (a few vehicles were subjected to three tests) and each vehicle in
Task 2 was subjected to five complete tests. In addition, buses tested
in Task 3 were also tested on a separate transient cycle called the "bus"
cycle. The data generated from all these tests were entered into the
data base and the format is described below.
2-1
-------
Each test was given a unique number and the number sequence followed in
the data base is identical to the SWRI system. In this system, the first
(leftmost) digit is the task number (1, 2 or 3), the second and third
digit the vehicle number in that task, the fourth digit is a number for
the fuel type and the final digit the test number on that particular
vehicle. Thus number 20325 is the fifth test for vehicle number 3 in the
second task, using fuel 2, while number 31121 is the first test on
vehicle 11 in tasks 3, using fuel number 2.
All of the data records begin with the five digit identification number.
Vehicle description records, which do not vary for each test on a vehicle
utilize zeros in the fourth and fifth digit indicating fuel type and test
numbers respectively. Data records on test description and emission
data contain the information on fuel type and test number as well.
Obviously, there is only one vehicle description record per vehicle-for
a total of 30 records labelled "VDES". For each vehicle and each test
on the vehicle, there is one test description record, labelled "TDES",
For each test, there are 10 emissions data records corresponding to the
four different driving cycles in the test and the composite emissions
for the entire test, conducted both from a hot and from a cold start.
For buses, there is data on the "bus" cycle, which constitutes a single
record.
Table 2-1 shows the format adopted for the vehicle description records.
The record starts with the number (ending in 00), followed by the identi-
fier labelled "VDES" for vehicle description. The manufacturer (for the
truck body) name is abbreviated, if necessary, to a maximum of four
characters. In general, most of the abbreviations are self-explanatory
(GM for General Motors, WHIT for White Motors, KENW for Kenworth, PETE
for Peterbilt, IHC for International Harvester Corporation and CHAN for
Chane Motors). The truck type is documented as three letter code for
single-axle truck dual axle truck or bus, as shown in Table 2-1. The
transmission type is indicated by using M or A, for manual or automatic
2-2
-------
Data
Test Number
Data Type
Manufacturer Name
Truck Type
Transmission
Year
GVW
Odometer
Engine Manufacturer
Type
Displacement (CID)
Turbocharger
Intercooled
Federal/California
HP (rated)
RPM (rated)
TABLE 2-1
VEHICLE DESCRIPTION DATA T-QRMAT
Field Length (Bytes)
0-00-0-0
4 Characters
4 Characters
4 Characters
4 Characters
4
5
6
3 Characters
8 Characters
4
1
1
1
3
4
Comment
SWRI System
VDES (Vehicle Description)
e.g., WHIT, MACK
DAT - Dual axle trailer
SAT - Single axle trailer
RTS - City bus
e.g., M-10
e.g., 1980
e.g., 78000 .
e.g., CUM, MAC, DDA
e.g., 8V-92TA
e.g., 855
T - Turbo
N - Naturally aspirated
Y - yes; N - no
F - Federal; C - California
2-3
-------
transmission, respectively, followed by a hyphen and a number indicating
the number of available gear ratios in the transmissions, e.g. M-8 would
indicate an eight speed manual while A-4 would indicate a four speed
automatic transmissions. This is followed by year of manufacture, the
gross vehicle weight in pounds, and the odometer in miles. The engine
manufacturer is listed as a three character abbreviation (CUM for Cummins,
MAC for Mack, CAT for Caterpillar, DDA for Detroit Diesel Allison, and
IHC for International Harvester Corporation) followed by engine model
designation used by the manufacturer, and its development in cubic
inches. Information on the presence or absence of a turbocharger and
intercooler is provided in syle character format, as well as engine
certification (Federal or California). The engine's rated horsepower
and rated RPM are also shown in this record.
Table 2-2 shows the format for the records containing the test descrip-
tion data. As with the vehicle description file, the test description
record starts with the test number followed by the characters "TDES11 to
devote the type of records. All other entries in this table are self-
explanatory, except for the fuel type designation. Once again, the SWRI
system is utilized and the designations are:
EM-329-F which is equivalent to national average No. 1
diesel. (Task 1)
EM-528-F, equivalent to national average No. 2 diesel.
EM-455-F equivalent to national average No. 1 diesel
(Tasks 2 and 3)
All vehicles in Task 1 and all buses in Task 2 and 3 were tested in the
equivalent of No. 1 diesel fuel.
Table 2-3 shows the format for the emission data records. The record is
identified by the test number and "EDAT" for the data type. Each record
indicates if the test is "cold start" (C) or "hot start" (H) data and
specifics the driving cycle as per the EPA test procedure, namely:
2-4
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TABLE 2-2
TEST DESCRIPTION DATA FORMAT
Data
t Test Number
Data Type
Test Weight (Ibs)
Dynamometer HP
Fuel Type
Barometer (Hg)
Humidity (%)
Dry Bulb Temperature
Absolute Humidity
NO Correction Factor
x
Filter Efficiency (%)
Field Length (Bytes)
OrOO-0-0
4 Characters
5
5.1
8 Characters
5.2
3
4.1
4.1
4.2
6.2
Comment
SWRI System
TDES (Test Description)
e.g., EM-S28-F
2-5
-------
TABLE 2-3
EMISSION DATA FORMAT
Field Length
(Bytes)
Test Number Data Type Test Cycle
8 415
0-00-0-0 EDAT C(cold) INYNF
H(hot)
2LANF
3LAFR
4NYNF
5COMP
HC
5.2
X
X
X
X
CO
6.2
X
X
X
X
_
Grams
CO,, N0u Part.
6,1 5.2 6.3
XX-
XX-
XX-
X X
_ _ Jf
Fuel
6.1
X
X
X
X
X*
Miles
Dist.
4,2
X
X
X
X
X
Grams/Mile
MFC
HG CO CO, NO Part. F/E
"-
5.2 6.2 6.1 S.2 5.2
X X X X -
X X
X X
X X
X X
X
X
X
X
X
X
X
X
5.2
X
X
X
X
X
Note: "-" indicates no data; will be coded as -1.
* Fuel in pounds for comp cycle only
-------
1 NYNF for the initial (after-start) New York Non-freeway cycle
2 LANF for the Los Angeles non-freeway cycle
3 LAFR for the Los Angeles freeway driving cycle
4 NYNF for the final New York non-freeway cycle
5 COMP for the test cycle composite value across the
four driving cycles.
Values for HC, CO, CQ_, NO , participate and fuel consumption are provided
it A
in both total mass and rate (mass per unit distance). Distance traversed
over each cycle is also recorded in miles. The total mass emissions and
fuel consumed are in grams*, and all emissions rates are in gm/mile whereas
fuel consumption is in miles per gallon. SWRI did not measure particulate
emissions for each driving cycle but measured only the composite average
over all cycles, and gaseous composite total emissions are derived from a
straightforward addition of measured emissions over each driving cycles.
Values not measured or missing from the data base are recorded as "-1" in
the data file.
Data Summary
Table 2-4 through 2-6 provide summaries of all the data entered into the
data base.
Table 2-4 lists most of the variables of interest in vehicle and test
description data. For the 30 vehicles, the following variables are
listed:
the truck manufacturer (MAN)
the ' truck type (TTYPE)
the transmission type (TRANS)
the model year of manufacture. (YEAR)
the gross vehicle weight, in pounds (GVW)
the odometer reading, in miles (DOOM)
» the engine manufacturer (EMAN)
the engine model type (ETYPE)
the engine displacement (DISP)
2-7
-------
TABLE 2-4
VEHICLE AND TEST DESCRIPTION
r-o
1
oo
DBS
HAN
16105 TUESDAY) DECEMBER 27, 1983
TTYPE
TRANS
ETYPE
DISP
PYIN
TNEIGHT
DTNOHP
FTfPE
1
2
3
4
5
6
7
8
9
10
1 1
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
FORD
HACK
FORD
eric
GHC
HHIT
IHC
IHC
FETE
IHC
IHC
IHC
IHC
WHIT
WHIT
CMC
CMC
MUCK
HACK
KtNU
KENH
WHIT
IHC
IHC
KENH
FORD
CMC
GMC
CHAN
GHC
SAT
DAT
DAI
RTS
RTS
DAT
DAT
SAT
SAT
SAT
SAT
DAT
DAT
DAT
PAT
RTS
RTS
DAT
DAT
DAT
DAT
DAT
DAT
DAT
DAT
DAT
DAT
RTS
RTS
R1S
M-5
H-5
M-8
A-3
A-3
H-10
H-8
H-5
H-J0
H-6
M-6
H-8
M-8
M-8
n-s
A-3
A-3
n-ie
H-lt>
H-i0
M-3
n-9
M-8
M-8
H-8
M-7
H-9
ft-3
A-4
fl-3
1979
1979
1979
1977
1980
1980
I960
1979
1978
1979
1979
19B0
1979
1979
1981
1988
1980
1981
1980
1976
1982
1982
1979
1979
19B1
19B1
1980
1980
1970
1978
27500
80000
80000
36900
36000
78000
78000
41500
41509
41500
41500
78000
78000
80000
80000
36000
36000
78000
78000
78000
78000
78000
80000
78000
78000
80000
80000
36000
20000
36900
7199
49332
26058
117982
95000
38000
32600
104850
70455
59675
215790
79616
238577
261000
78815
163732
182119
221936
240732
100000
180216
57755
1 76000
147867
158740
38000
81878
148285
139173
246988
CAT
HAC
CUM
DDA
DDA
CUM
DDA
IHC
CUM
IHC
CUM
DDA
DDA
CUrt
CUM
DDA
DDA
HAC
HAC
CAT
CAT
CUM
CUM
CUM
CUM
CUM
cun
DDA
CAT
DDA
3208
ENDT676
FOR-290
8V-71
6V-7IN
F0R-350
6V-9ZTA
DT-466B
FGR-350
DT-466
FOR-290
SV-92TA
8M-92TA
NTC-400
FOR-350
6V-71N
6V-71N
EM6-285R
EH6-285
3406
3406
FOR-350
FOR-350
FOR-290
FOR-350
NTC-300
NTC-300
6V-71N
3Z08
8M-71N
636
676
855
568
426
855
736
466
835
466
855
736
736
393
350
426
426
672
672
893
893
855
369
855
855
855
655
426
636
568
101
102
103
104
201
202
203
Z04
301
302
303
304
305
306
307
306
309
310
311
312
313
314
315
316
317
316
319
320
321
322
16000
49000
49000
32000
28300
54000
54000
29000
29000
29000
29000
55000
55000
55000
55000
28300
28300
55000
55000
55000
55000
55000
56800
55000
54000
57000
57000
28300
14000
28300
60.4
97.3
96.6
37.0
21.0
134.5
134.5
104,6
104.6
104.6
104.6
135.8
135.6
135.8
135.8
21.0
21.0
135.6
135.8
135.8
135.6
135.8
135.6
134.5
134.5
136.2
138.2
76.2
62.3
76.2
EH-329-F
EH-329-F
EH-329-F
EH-329-F
EH-400-F
EH-52B-F
EM-528-F
EH-528-F
EM-528-F
EM-528-F
EM-528-F
EH-52B-F
EM-528-F
EM-528-F
EH-528-F
EM-455-F
EM-455-F
EH-526-F
EH-528-F
EH-526-F
EH-528-F
EH-526-F
EM-528-F
EM-528-F
EM-528-F
EM-528-F
EM-528-F
EM-455-F
EM-455-F
EM-455-F
-------
the vehicle identification number used by SWRI (PVIN)
the test weight, in pounds (TWEIGHT)
the dynanometer power absorption setting in
horsepower (DYNOHP)
the fuel type, as designated by SWRI
All of these variables do not vary for repeat tests on a vehicle.
Table 2-5 lists the weighted composite emissions rate and fuel consump-
tion over the transient test, as well as the distance. The weighted
composite emissions, in grams/mile, are arrived at by first averaging
the "hot start" and "cold start" composite mass emissions over all tests
for each vehicle, and then averaging the hot and cold emissions using
the 6/7 and 1/7 for the hot and cold weight factors as required by EPA.
This composite emissions data allowed a careful check against SWRI data
to spot errors in data entry. Table 2-5 also shows the weighted mass of
fuel consumed (WFUEL), in pounds, as well as the weighted distance
traversed (WDIST) in miles. If required, the weighted fuel economy can
be calculated using the formula:
Fuel Economy (MPG) = WDIST X 7,072
WFUEL
where 7.072 is the density of diesel fuel in Ib/gallon.
Table 2-6 shows the averages across respect test by vehicle and driving
cycle for the mass emissions (CMC, GCO, GCCL, GNO ) and rate (RHC, RCO,
^ A
RCO-, RNO ) as well as the mass of fuel consumed in grams and distance in
^- X"1
miles. The only exception to this is that for the composite cycle, the
mass of fuel consumed is expressed in pounds. The entire data record
can be found in Appendix A of this report.
2-9
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TABLE 2-5
COMPOSITE EMISSIONS MiD FUEL CONSUMPTION
ro
4
PBS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15.
16
17
ie
19
20
21
2.7.
Z3
2*
25
26
27
26
2?
30
PV1N
101
102
ii3
104
20t
202
2i3
204
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
3Z'l
MHC
1.76857
1.51929
2.3323S
2.i27«6
2.79571
3.30971
Z. 76400
1 .84429
3.50048
1 . 73357
3.50786
2,64857
2. 77857
4.99143
3.44786
2.50429
2.91500
1.85000
1.52643
2.60714
1.97714
Z. 922 14
3.29714
2.07766
2.96714
2.5ZI00
3.32500
2.85214
1 .09000
2,69143
yco
5.0793
9,4729
8, §319
75.0636
34,4160
8.9429
3.6037
4,5466
6.0400
4 . ZA57
9.3743
4.9371
5.7B14
24.92ii
10.7364
86.1957
28.8700
e.i02t
8,6779
19.5771
1 Z . 9086
I U 9493
31.8579
9.0586
10.3757
7.3386
10.4729
52.6364
4 . 6486
18.1864
SAS
HNOX
19.4243
29.7214
27.3767
35.5043
17.4640
23.02Z6
21 .5517
14.3306
14.4724
17.4064
14.7136
23.5421
26.088t
22,492f
24.5257
16.3964
22.2164
28.1600
23.6164
29.9421
39 . 5657
24.31S6
23.7950
35.1419
24.6843
26.637f
27.5714
16.3229
17.6914
27.3471
WPftRT
0.84514
1.94571
1.60762
3.33143
2.05743
1.55457
1 .39714
1.24914
1.87000
1.29357
2.30643
2.03000
1 .90786
3.03000
1.86714
7.11143
2.31143
2.65143
2.89500
4.56786
2,57143
2.00500
4.17071
2.14714
2.16571
1.36357
2.12286
5.60357
1,53643
2.48000
WFUEL
5,1083
8.1489
8.4328
10.0600
8.0207
8,3842
8.6751
6,3322
7.4035
6.3054
6.5734
9.2654
10.0913
9.4311
8.0624
7.7909
7.6627
7.6224
8.4167
9.0931
9.8667
8.3416
9.8134
9.8590
7.9532
8.4438
8.8285
7.8074
4 » 6662
8,0594
12:29 FR
MD1ST
5.52714
5. 66000
5.58000
5.53929
5.49857
5.40257
5.42657
5.63971
5.60000
5.56357
5.44214
5.39286
5.50071
5.48214
5.30000
5.43857
5.53071
5.33857
5.40429
5,29000
5 . 4607 1
5.41143
5.56429
5.50048
5.24929
5.21643
5.23500
5.39500
5.50071
5 . 532 1 4
-------
SftS
18:26 THURSDAYt DECEMBER ZZt 1963
O
F
g
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
1?
19
20
21
22
L. C*
24
25
&
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
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18:26 THURSDAY, DECEMBER 22. 1963
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23.1320
29,3460
1 9 . 6620
19.9160
31 .0220
21.7740
18.6140
20.8200
20,4100
33.0360
21 .5240
21.5200
15. 1660
14.6400
1 6 . 8920
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17.8400
12.6820
13.4960
16.9560
14.1000
19.2067
12.7900
1 3 . 4200
18.9933
14.3867
18.9433
13.2500
13.4200
1 9 . 3 1 33
14.4867
25.5250
17.4100
17.5450
21.3700
18,6450
20.1150
15.4350
16.7100
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FVIN TEMF CTCLE TEST
103
104
105
106
107
106
109
110
1 11
112
113
114
115
116
117
lie
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
1 36
139
1 40
141
142
143
144
145
146
147
146
149
150
151
152
153
154
155
156
157
1 5S
303
303
303
303
303
303
303
303
304
304
304
304
304
304
304
304
304
304
305
305
305
305
305
305
305
305
305
305
306
306
306
306
306
306
306
306
306
306
307
307
307
307
307
307
307
307
307
307
306
308
306
30S
308
308
308
308
C
C
C
H
H
H
H
H
C:
C
C:
C
C
H
H
H
H
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C
C:
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2LANF
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5 COUP
INYNF
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
FREO*-
2
2
2
2
2
2
2
2
2
2
2
2
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2
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L.
CMC
6.055
4.055
.
3.715
5.535
5.755
4.255
₯
1.750
3.505
5.520
3.290
,
2.555
3,895
5.325
2.525
,
2.315
3.710
5.665
2.535
_
2 .590
4.060
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2.905
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5.650
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5,225
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3.760
7.900
5,030
6.120
.
4.930
5 . 1 05
4.695
4.900
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4.280
4 , 905
4.470
4,390
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10.785
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2.100
3.110
7.600
1.630
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1.965
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21.765
9.075
.
10.330
10.460
18.860
9,870
f
5.430
6,498
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4.815
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1 ! . 1 65
4,680
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8.830
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12,940
5,615
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5.605
6.070
13.S60
5.185
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39.525
28.670
59.280
28.045
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31.765
23.105
50.130
23,420
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12.830
14.375
26.010
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,
10. 590
13,200
22.370
9.515
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380.855
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120.385
137.810
231.945
74.040
m
E: 1.455
GC02
4637,65
1347.00
.
1347.75
2021.30
4502.50
2814,95
m
2027 , 25
3298.55
6661.70
1800.75
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1663.45
299S . 80
6426.25
1678.55
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2239.50
3469.85
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3283,40
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1831.75
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1656.90
2722.70
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1428.40
m
7005.55
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1822,70
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6068.80
1416.55
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1508.95
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CNOX
46.630
10.240
.
9.535
14.760
45.015
1 0 . 340
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15.565
26.870
69 . 635
1 7 . 670
.
16.985
25.725
65.305
18.220
m
1 7 . 1 65
27.925
75.975
1 9 . 320
m
18.780
29.205
75.790
20.110
.
15.690
25.09B
69.630
15.875
,
15.210
25.740
67.030
14.78*
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13,775
24 . 460
72 . 920
16.465
m
15,355
25.42«
74.87*
14.660
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61 .910
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15.360
2 1 . 1 90
48,355
12.945
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13.965
GFART
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13.6340
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,
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12.3665
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10.8155
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m
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12.7520
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10.1120
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m
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19.5615
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m
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16.1110
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m
,
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11,3820
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9.6350
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29.7290
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44.S505
*
FUEL
1536.35
432.20
7.21
432.70
646.45
1431.15
422.80
6.47
642,05
1044.20
2105.50
571.75
9.62
597.35
950.10
2332.00
595.65
9.21
711.05
1098.75
2327.55
625.05
10.50
617.95
1039.75
2261.75
625.90
10.02
748.80
1135.75
2180.70
639.30
10.37
644 . 95
1042.55
1964.10
554.20
9.27
587.40
976.15
1901.60
558.10
8.87
531.30
667.80
1737.70
458.35
7,93
2413.45
5.32
637.85
884.30
2040.35
486.15
8.93
519.20
DIST
3.280
0.530
5.455
0.515
1.130
1.775
0.520
5.440
0.460
1,150
3.225
0.535
5.380
0.510
1.145
3.215
0 . 530
5.395
0.495
1.155
3.300
0,555
5,505
0.500
1.145
3.290
0.565
5.500
0.525
1.165
3.335
0.505
5 . 525
0 . 495
1.150
3.305
0.320
5.475
0.460
1.130
3.210
0.495
5.300
0.470
1.135
3.205
0.490
5.300
2.975
2,975
0.475
1.145
2.970
0.535
5.130
0.530
18:26
RHC
1.845
7.650
3.315
7.160
4.890
1.760
8.200
3.540
3.655
3.050
1.710
6.200
2.610
5.035
3.405
1 . 660
4.795
2.655
4 . t'-70
3.225
1,720
4.550
2.590
5 . 1 35
3.555
1.790
5.205
2.810
10.730
5,460
1.565
14.305
4.430
17,675
6.855
1.520
11.765
5.085
10.705
4.510
1.460
9.935
3.705
9.140
4.300
1.400
8.995
3.405
3.625
3.625
4.415
2.710
2.560
3.420
2.860
3.715
THURSDAY, DECEMBER 22 ,
RCO
6 . 635
17.115
11.020
19.955
9.230
5.604
19.045
9.100
1 1 . 3*5
5.655
2.980
8.075
4.600
9.495
5.295
3.475
8.885
4.960
1 7 . 935
6.470
3.920
10.435
6'. 370
11.155
5.320
4.210
9.300
5.590
75.350
24.575
17.780
55.600
28.130
43.660
24.405
1 5 . 1 80
45. 135
24.385
27.840
12.700
6. 105
21.645
12.065
22.645
11.640
6.980
19.510
10,515
126,060
128,060
253.265
119.980
78,585
136.470
110. 050
154,025
RC02
1474.30
2539.95
1877.87
2603.25
1764.45
1376.15
2534.85
1688.38
4236.45
2871,65
2066,10
33S4.55
2561.30
3705.65
2618.40
2000.20
3566.60
1345,13
4531.75
3004.70
2231.05
3561.25
2733.11
3864.50
2876.00
2172.85
3529.95
2610.66
4381.85
3040.30
2047.60
3897.10
24.47.26
3966.35
2817.50
1861.95
3290.75
£389.81
3973.65
2706.55
1664.40
3528.05
2382.69
3550.80
2399.40
1708.10
2924.75
2130.70
2355.65
2355.64
3633,55
2239.70
2059.20
2648.95
2321.08
2852,80
RNOX
14.Z10
19.310
15.155
16.415
13.025
13.755
19.945
14.640
1 7 . 580
23.395
21.590
33.215
24.095
33.450
22.490
20.360
34.600
23.450
34.73fl
24.180
23.020
35.645
25.600
37.265
25.580
23.025
36.015
26.170
29.880
21.515
20.890
31.485
22.840
30.585
22.345
20.290
26.510
22,435
29.885
21.600
22.700
33.350
24.080
32.865
22.410
23.355
30.025
24.600
20.820
20.820
32.310
18,445
16.355
24.205
19.075
26.445
1983
RPART
2.495
m
,
,
,
2.275
m
s
,
,
2.150
*
,
,
,
2.010
t
m
m
m
2.315
,
,
,
i
1.640
,
.
*
i
3.540
,
,
m
,
2,945
m
,
,
m
2.150
f
m
1.820
t
10,000
»
m
I
I
8.770
,
-------
:on|
DBS
159
160
161
162
163
164
165
166
167
163
169
170
171
172
173
174
175
176
177
178
179
160
1S1
162
183
184
1&5
186
167
138
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
£06
207
208
209
210
23 1
212
213
211
PVIN
308
306
308
308
3d?
309
309
309
309
309
309
309
309
309
309
309
310
310
310
310
310
310
310
310
310
310
311
311
31 1
311
311
311
311
311
311
31 1
-312
312
312
312
312
312
312
312
312
312
313
313
3 1 3
31 ;
31;
31 -I
31:;
3i:-
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si;
TEUP CYCLE TEST
H
H
H
H
F
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C
c
C
C:
C
H
H
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H
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C:
C
C:
C:
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2LANF .
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2LANF .
3LAF
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SCGPtP .
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5COMP .
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ZLftNF
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rTYPE*
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
14
1 4
14
14
14
14
14
14
14
14
14
14
14'
14
14
14
14
14
14
*FREG* GHC
i.
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2
£
2
2
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2
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.800
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.525
.290
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.370
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.385
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m
.060
. 750
. 365
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. 655
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.750
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f
.040
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,
GCO
HI. 500
195.445
62.945
4
1 54 . 535
m
43.529
45.835
78.375
27.425
M
31 .745
32 .015
63 . 550
26,395
f
9.525
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£4, 150
7 , *! p-TlCr
16.935
,
21 . 195
27,000
36.645
16, 140
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32. £'60
23 ,950
24 , 330
12. 170
15,720
16 , 035
23 , 1 60
11.715
GCQ2
2295
5196
1157
7042
188*
2527
6052
1427
1443
2247
5543
1262
1842
27y(3
5991
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1 537
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5495
1195
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2689
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2098
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1645
1747
2983
6357
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f
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SAS
GNOX
1 9 . S35
42.865
1 0 . 660
.
81.130
f
2 1 . 405
27.275
69 . 625
17.090
f
17.195
24.790
63.371?
» 5 . 425
2 3.9 50
35. I8fcf
7S.09tl
22 . 975
,
22.f»45
33.695
74.765
to. 170
m
19.095
28. t20
67. 190
18,620
,
17.79?
28.465
63 . 1 00
17.200
.
22. 170
35.645
7 7 . 3^5
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35 , 680
7S.260
22.740
a
27.510
45.065
97.675
28.290
,
30. 105
50,550
108.235
30.073
,
CPART
16:26 THURSBAVf DECEMBER 22, 1963 4
FUEL BIST RHC RCO RC02 RNOX RPftRT
12
12
17
5325
8350
5120
3325
3195
5600
8575
5915
9665
7055
1220
5260
763.
1745.
396 .
7.
2313.
5.
619.
824.
1958.
467.
8.
474.
729.
1791.
414,
7.
586 .
882,
1899.
503.
U .
488.
77 1.
1741.
380.
7.
356.
893 .
2036.
504.
8.
498.
853.
1947.
488.
8,
682 .
1008.
21B5.
528.
9.
562,
955.
2021 .
549.
9.
742.
1082.
2300 .
585,
10.
592 .
998.
2277.
Sfcfc.
9.
60 1
90 3
75 0
60 5
95 3
10 3
70 0
70 1
90 3
00 0
53 5
10 0
45 1
00 3
70 0
52 5
40 0
05 1
65 3
50 0
54 5
85 0
30 1
95 3
65 0
47 5
15 0
45 1
90 3
75 0
80 5
95 0
45 1
10 3
20 0
35 5
90 0
90 1
45 3
25 0
54 5
8» 0
90 1
70 3
90 0
02 5
70 0
30 1
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40 0
39 5
20 0
60 1
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80 0
73 5
.170
. 255
.535
.490
.005
.005
.525
.140
.275
.540
.475
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.170
.300
.540
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.130
.500
.240
. 490
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SAS
16526 THURSDAY DECEMBER
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-------
18:26 THURSDAY » DECEMBER 22 t 1983
OPS PVIN TEMP CYCLE TEST *TYPE* *FREQ<- GHC
GCO CCO2
CNOX
GPART FUEL
DIST
RHC
RCO RC02
RNOX RPART
ro
i
266
267
268
269
270
271
272
273
274
275
276
277
i'78
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
307
308
309
310
319
319
31?
319
319
319
319
319
319
320
320
320
320
320
320
320
320
320
320
320
320
321
321
321
321
321
321
321
321
321
3Z1
321
321
322
322
322
322
322
322
322
322
322
322
322
322
C
C
D
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H
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H
B
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5.725
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1.115
3.170
0.490
5.240
2.920
2.920
0.470
1.130
3.130
0.525
5.305
0.505
1.125
3.265
0.520
5.410
2.935
2.935
0.525
1.135
3.260
0.525
5.445
0.530
1.145
3.285
0.550
5.510
2.950
2.950
0.505
1.155
3,320
0.535
5.515
0.525
1.135
3.325
0.540
5.535
5.110
2.190
8.570
4.015
7.595
3.965
1.165
10.530
3.210
2.870
2.870
5.870
3.105
2.375
4.435
3,045
4.ZZ5
3.045
2.155
5.135
2.820
1.090
1.090
1.850
1.155
0.990
1 .755
1.180
1.260
0.900
1.040
1.475
1 .075
3.820
3 . 820
4.680
2.975
2,090
4.950
2.790
5.275
2.975
1.905
4.210
2.675
11.310
5.380
20.950
1 0 . 1 60
23.880
11.315
6.385
22.895
10.525
102,360
102.360
221.710
90.655
38.995
95.870
71. '815
100,655
56 . 800
31.480
96.980
49.440
4.325
4.325
10.535
5.415
4.210
5.265
5.170
5.930
3.790
4 .640
4.655
4.585
27.335
27,335
110.340
21.480
1 1 . 530
34.060
24.885
46.675
16.695
9.880
33.025
17.070
2943.30
2049.10
3511.75
2578.87
3676.60
2505.85
1969,05
3507.90
2378.06
2446.30
2446.31
4086.20
2254.30
1904.85
2758.60
2256.82
2770.50
2001.10
1679.00
2653.80
1940.83
1455.10
1455.07
2134.25
1365.95
1 1 1 2 . 80
1596.75
1310.33
1625.95
1 1 8 1 . 85
1067.50
1515.40
1189.71
2430.25
2430.25
4326,10
2485.90
1807,60
2952.75
2292.24
2913.25
2057.30
1718.70
2861.80
2014.66
25 . 005
25,915
32.810
27.040
35.055
24,510
26,590
34,730
27.660
19,860
19,860
34,050
1 8 , 090
14.795
23,650
18,080
24.135
16.270
13.730
22. H5
16.030
25.395
25.395
36.145
22.385
13.575
30.365
19.200
29.045
19.335
12.990
28 . 880
17.440
30 .-065
30.065
53.950
30.040
25.195
37.300
30.030
37.500
25.265
24.215
36.490
26.900
m
m
.
Z.860
^
w
^
,
2.000
m
8.S55
,
,
w
,
7.865
,
p
9
.
5.460
.
1.390
9
9
.
,
1.665
,
.
,
.
1.515
2.090
,
,
.
.
3.350
»
,
m
.
2.335
-------
3. EMISSIONS FACTORS
3.1 Overview
The very limited data base available constrains the analysis of emission
factors significantly. The entire data base consists of only 30 vehicles,
7 of which are buses. Since all buses and three additional trucks were
tested on No. 1 diesel fuel, their test results are not completely comperable
to the tests on other trucks. The twenty vehicles tested on No. 2 diesel
fuel had odometers ranging from 8,000 miles to 260,000 miles. Moreover,
the emissions test employed by SWRI to generate the data described in
Section 2 of this report differs from the test procedure used to certify
the emissions. Given the inherent random errors in emission measurement
and the engine-to-engine variability, it is obvious that a statistically
significant deterioration rate in emissions with respect to mileage is-
impossible to compute from a sample of 20 trucks. This analysis should,
therefore, be viewed as one confirming or disproving trends in emission
factors assumed previously by the EPA.
3.2 Methodology
Emissions regulations for HDT's are specified in grams per brake horsepower-
hour, whereas the SWRI measurements are in gm/mile. In accordance with
EPA's directive, it was decided to convert all gm/mile measurements to an
equivalent gm/BHP-hr value. Since no established procedure exists to
perform this conversion, we developed a procedure as follows.
Based on engineering considerations, a formula to link the dynamometer
settings to the work done over the cycle can be derived. From the laws
of motion, it is known that power consumed during acceleration and the
power to overcome rolling resistance are both linear functions of the
weight (or mass) of a truck. The power consumed in overcoming aerodynamic
drag is a function of frontal area and the coefficient of drag. Since the
3-1
-------
mass is equal to the inertia weight setting and the power consumed to
overcome drag is proportional to the dynamometer power absorption setting,
we can write:
BHP-hr = A(IW) + B(DYNOHP)
where BHP-hr is the total work over the cycle
IW is the inertia weight setting (in Ibs)
DYNOHP is the dynamometer power absorption unit
setting in horsepower
A, B are proportionality constants
For the tests conducted by SWRI, the inertia weight setting was equivalent
in most cases to 70 percent of the truck's maximum GVW or GCW, while the
dynamometer power absorption unit setting was obtained from truck coast
down measurements. Note that both variables are related only to the
truck1s characteristics and are independent of the engine used in the
truck.
In contrast, the engine emissions test procedure is specified in terms of
the percentage of maximum (or rated) RPM and the percentage of maximum
(or rated) torque. All though there is an approximate equivalence, on
average, between truck size and engine power, there is also a good correla-
tion with rated RPM and maximum speed. During the chassis transient cycle,
all trucks are driven at the same speed, this test is not necessarily
equivalent to engine transient cycle. Depending on the engine used, the
chassis transient cycle can differ from the engine transient cycle in
terms of both power and RPM. A strictly theoretical link between the two
tests is, therefore, not possible. SWRI did test three engines on both
the EPA engine and chassis test procedures. It was decided to derive the
coefficients A and B from the results of the three tests, if the chassis
test results and engine test results were comparable. Our assessment of
comparability was based on the total mass of fuel consumed over the test.
3-2
-------
The total mass of fuel consumed Is an indicator of the total energy output
(BHP-hr) of the engine, and tests were rated as comparable if the fuel con-
sumption measured over the chassis test was within 5 percent of the fuel
consumption measured over the engine test. We used the 5 percent figure
as it is equivalent to 2 standard deviations of typical test-to-test
differences, A second reason for adopting this comparability criterion
is that brake-specific fuel consumption (BSFC) is a non-linear function
of power output. The assumption that energy produced by the engine is
linearly proportional to the fuel consumed (i.e. BSFC is constant) is
valid only for snail changes in power output per unit time.
Data utilized to derive the coefficients A and B are shown in Table 3-1.
The derivation is from composite emissions data, rather than the indivi-
dual driving cycles, since the emission factors are for the composite,
driving cycle. Both hot and cold composite cycle data was used, and the
HP-HR and fuel consumption from the engine test (FCP) is compared to
£1
distance and fuel consumption from the chassis test. As can be seen in
Table 3-1, Engines (Yehicles) No. 202 and 204 are acceptable for the ana-
lysis since the fuel consumption varies by less than 5 percent. Values
shown are four test averages and their standard deviations. Fuel consumed
over the tests for both engine/vehicle 202 and 204 are within two standard
deviations (of test-to-test variability). Engine 203, on the other hand,
shows substantial differences in fuel consumption between the chassis and
engine tests. This can be easily explained, since engine 203 is rated
at 435 HP, but is loaded in the chassis test at the same level as engine
202, which is rated at 300HP. In the engine test, engines are loaded in
proportion to their rated power, and thus, agreement between engine and
chassis tests is likely only when the loads are approximately matched.
Using the data from_engines 202 and 204, the BHP-hr values were adjusted
for fuel consumption differences between chassis and engine tests using
the proportional relationship described below.
3-3
-------
TABLE 3-1
COMPARISON OF CHASSIS AND ENGINE DYNAMOMETER TEST RESULTS
(Average.of 5 tests)*
Chassis/Engine
Cycle
Engine
1
HP-HR
202
Cold Composite 20.66(0.08) 8.96(0.11)
Hot Composite 21.12(0.036) 8.65(0.08)
Chassis
i
Distance FC j
5.35(0.06) 8.80(0.167)
5.41(0,08) 8.32(0.159)
203
Cold Composite 22.93(0.20) 10.57(0.08)
Hot Composite 23.10(0.08} 10.30(0.06)
5.40(0.02) 9.28(0.16)
5.43(0.03) 8.57(0,16)
204
Cold Composite 12.88(0.03) 6.50(0.16)
Hot Composite 12.80(0.04) 6.25(0.08)
5,61(0.03) 6.76(0.15)
5.65(0.04) 6.28(0,15)
Engine
202
203
204
HP
Test Weight
350
435
210
54,000
54,000
29,000
Dyno.HP
134.5
134.5
104.6
*Std. Derivation in parantheses.
3-4
-------
(BHP-hr) engine test = FC engine test^
(BHP-hr) chassis test = FC chassis test
Where the FC over the chassis test is renormalized to 5,54 miles (the test
distance). This is equivalent to assuming a constant BSFC, and is approx-
mately correct for small variations in fuel consumption. Two equations
are thus obtained from the hot cycle composite results namely:
29,OOOA -i- 104.6B = 12.61
54,OOQA + 134.SB = 20.80
which can be solved to give A = 0,2744 x 10" » B = 0.0445
The cold cycle composite values result in
29,OOOA + 104.6B = 12.23
54,OOOA + 134.5 = 21.01
which can be solved to give A = 0.2390 x 10~ , B = 0.0602
Using the same weight factors used to weight hot and cold emissions over
the EPA transient cycle, the weighted values of A and B are:
A = 0.2693 x 10"3 BHP-hr/lb
B " 0.0467 BHP-hr/Dyno HP
These values were used to convert inertia weight and dynamometer horsepower
settings to BHP-hr.
3,3 Emission Factors Derivation
In this analysis, emission factors were derived on two bases, namely:
9 A gm/BHP-hr basis, using the method detailed in Section 3.2 to
convert inertia weight and dynamometer settings to BHP-hr.
» a gm/lb fuel basis, where mass emissions are normalized by fuel
consumption in pounds.
3-5
-------
Although the results of both methods are presented in this report, only
the emissions in gm/GHP-hr are discussed below, since they are far more
useful to the EPA and consistent with emission standards.
At the outset, it was immediately obvious that the emissions (in gm/BHP-hr)
were radically different for buses in comparison to trucks, and were
typically 2 to 3 times higher on average. Therefore, it was decided to
treat to the two emissions separately. On the remaining 23 trucks, in-
spection revealed that there was a strong tradeoff between HC and NO
emissions. This tradeoff is well known in engineering circles, and since
the emissions requirements specifies only a HC + NO standard, manufac-
turer often set different goals for HC and NO . Figure 3-1 shows a plot
of HC emissions versus NO emissions and the relationship appears to con-
ft.
firm the HC/NO tradeoff - all high NO emitters (NO > 9 gm/BHP-hr) have low
A. A j\
HC emissions and all high HC emitters (HC>1 gm/BHP-hr) have low NO emi-
ssions. Only one vehicle, No. 101, had both very high NO and very high
HC emissions. (This data is not shown in Figure 3-1). As a result of
this uncharacteristic behavior, and the fact that it was the very first
vehicle tested by SWRI on the chassis procedure, EGA believes that the
data is erroneous and has discarded this data for the remainder of the
analysis.
The remaining data on 22 trucks were then analyzed to provide emission
factors in the form
Brake-Specific Emissions = C + D x ODOMETER
The results for HC, CO, NO , particulate and HC + NO are summari2ed in
A A
Table 3-2. Using data on the 22 trucks, it can be seen the zslope of the
emission factor (or deterioration rate) is not statistically significant
at the 0.05 level (T-statistic less than 1.96) for HC, NO and HC + NO
xx
emissions.
3-6
-------
SAS
PLOT OF HCHPXNOXHP LEGEND; A = I OBS, 8=2 DBS, ETC.
14:52 THURSDAY, APRIL 12, 1984
KCHP |
1.6 +
1.5
1.4 *
1.3 +
1.2
A A
1.1 +
1.0 +
0.9
0.8 *
0.7
0.6 +
A A
0.5 *
0.4
+ A
5.4 5.8 6.2 6.6 7.0
7.4 7.8 8.2 8.6
HOXHP
Figure 3-1
f.O 9,4 t.B 10,2
HC vs NO Emissions
x
-------
On the other hand, the slope of the CO emission factor has a T-statistic
of 1.83 while the slope of the paniculate emissions factor has a T-statis-
tic of 2,40, which are slightly below and above the 1.96 value. (In
comparison, T-statistics for HC and NO are less than 0.3). Figures 3-2
through 3-6 show the individual trucfc data plotted against odometer, In
each case, emissions appear to be clustered about the mean with the
exception of three "outliers". Because of the inverse relationships
between HC and NO , and a direct relationship between HC emissions and
particulate and (to some extent) CO emissions, the "outliers" are differ-
ent for NO emissions, and similar (but not identical) for CO and parti-
culate emissions in comparison to the "outliers" for HC emissions.
The number of Cummins engines tested were the largest of any manufac-
turer, and were all of the same displacement (855 CID) but had different
horsepower ratings. Because of the physical similarity of the engines,
EEA was of the opinion that a regression of emissions from these engines
against odometer might provide a better indicator of the deterioration
factors. Regression analysis of the data from 12 Cummins engines showed
large improvements in the T-statistics for intercept and slope value for
all pollutants except the slope for NO . The values of the intercept for
emissions from Cummins engines did not show any significant differences
from those for all trucks; however the deterioration rate for HC emissions
was significant at the 0.10 level, while the deterioration rate for CO
was significant at the 0.05 level. " The T-statistic for particulates
increased from 2.40 for all trucks to 3.23 for Cummins engines, in spite
of the smaller sample size. As expected, regression analysis of the data
from all "non-Cummins" engines resulted in loss of significance for all of
the deterioration rate estimates. This is because of the wide range of
manufacturers and engine sizes in the sample of 10 trucks. The results
of the analysis of Cummins and non-Cummins powered vehicles are also shown
in Table 3-2.
3-8
-------
HCHP |
1.6 +
SAS
PLOT OF HCHPXODOfl LEGEND' A = 1 DBS, 8=2 DBS, ETC,
12:25 THURSDAY, APRIL 12, 1984 16
1.3
1.4 *
1.3 *
1.2 *
1.1 *
1.0
0.9 t
0.8 *
8.7
A A
0.6
0.5 *
8.4
+_.
120000
A
*.
240000
.-4,.
260000
20000 40000 60000 80000 100000
140000
ODOM
Figure 3-2
Brake Specific Emissions vs. Odometer
160000 180000 200000 220000
-------
COHP
9 *
a *
SAS
PLOT OF COHPMODOM LEGEND: A =.1 DBS, B = 2 DBS, ETC.
12:25 THURSDAY, APRIL 12, 1984 1
3 *
2 *
A
A
A
A
._+__.
100000
20000 40000 60000 80000
i
>'
o
120000
140090
ODOM
160000 180000 200000 220000 240000 260000
Figure 3-3
Brake Specific CD Emissions vs Odometer
-------
HOXHP
10.0
9.5 +
9.0
a.5 +
8.0
7.5
7.0
6.5 *
6.0 +
5.5
SAS
PLOT OF NOXHPHODOH LEGEND! A = 1 DBS, B = 2 DBS, ETC.
A
12:25 THURSDAY, APRIL 12, 19ft*
20000
40000
60000
80000
100000
120000 140000
ODOH
Figure 3-4
160000
180000
200000
220000
240000
260000
Brake Specific NO Emissions vs. Odometer
x
-------
PARTHP
1.2 +
1.1 +
1.0
0.9
0.8
0.7
0.6
0.5 + A
0.4
i*
0.3
SAS
PLOT OF PARTHPKODDM LEGEND: A = 1 DBS, B = 2 DBS, ETC.
12:25 THURSDAY, APRIL 12, 1984 1
AA
+
120000
20000 40000 60000 80000 100000
140000 160000 180000 200000 220000 240000
ODOM
Figure 3-5
Brake Specific Particulate Emissions vs. Odometer
-------
HNP
10.5
10.0
f.5
9,0 +
8.5
8.0
7.5
7.0
6,5 +
$.0 +
mir uii A iir nju -
20000
4.
40000
SAS
PLOT OF HHPHODON LEGEHD'- A = 1 OBS, 8 = 2 DBS, ETC,
A
12:25 THURSDAY, APlIi. 12, IfS* 20
A A
A
60000
.+.
aoooo
100000
..,+__.
200000
+-
220000
.«.«« 4*
140000
-+
260000
120000
140000
ODOM
Figure 3-6
160000 180000
Brake Specific HC
NO Emissions vs. Odometer
-------
The analysis was repeated for fuel specific emissions., sometimes called
the emission index* Since the brake-specific fuel consumption of most
diesel engines are approximately similar, the results of this analysis
exhibits the same general trends as the analysis in terms of gm/BHP-hr.
The results are detailed in Table 3-3, However, the plots of the indi-
vidual data points vs. odometer (shown in Appendix B) show greater dis-
persion than those for brake specific emissions. The results of the
fuel specific emissions could be used to convert on-road emissions to
fuel economy directly.
The emission estimates from the brake specific emission analysis was com-
pared with the only other source of equivalent data on heavy-duty diesel
emissions. SWRI had previously tested 19 new engines on engine dynamo-
meter tests to provide a 1979 baseline emissions value. The results of
those tests is compared with the estimated emission intercepts (as those
engines were new} from the chassis test data, in Table 3-4. The compari-
son shows remarkable agreement between the values for all pollutants,
especially considering the differences in test procedure.
Finally, the test data for the buses was analyzed. The data is presented
in Table 3-5, and shows that the emissions intercept for all pollutants
is considerably higher. Because of the small sample, none of the deteriora-
tion rates are statistically significant.
3-14
-------
TAttLE 3-2
RESULTS OF EMISSION FACTOR ANALYSIS
(Emissions in gm/BHP-hrl
Intercept
All 22 Trucks
HC
CO
NO
X
Particulate
HC + NO
X
Cummins Only(12}
HC
CO
NO
X
Particulate
HC + NO
X
All Other Trucks (10)
HC
CO
NO
X
Particulate
HC + NO
0.765
1.954
7.131
0.475
7.897
0.732
1.555
7.146
0.397
7.878
0.750
2.249
7.216
0.577
7.966
Std. Error
0,125
0.652
0.521
0.081
0.477
Slope*
Std. Error
0.081
0.753
0.552
0.089
0.494
0.083
0.825
1.007
0.148
0.972
2.73x10
8.35x10
-5.59x10
1.36x10
-2.86x10
-3
_2
-3
-3C
a/
1.850x10
1.721x10"
-2.950x10"
2.133x10
-1.102x10
_2
_2*
-9.232x10
7.171x10
1.106x10
5.071x10
1.828x10
-3
-3
-2
-3
-3
a/
a/
a/
a/
a/
8.7 xlO
4.55x10
3.64x10
5.70x10
3.33x10
-3
-2
-2
-3
-3
1.22x10
5.60x10
4.10x10
6.60x10
3.67x10
-6
-2
-2
5.50x10
5.40x10
6.59x10
9.70x10
6.36x10
-3
-2
-2
-3
-2
Mean
0.798
2.971
7.064
0.640
7.862
0.940
3,492
6.814
0.637
7.754
0.628
2.345
7.363
0.644
7.991
* Slope in gra/BHP-hr/10 miles
a/ Not significant at the 0,10 level
b/ Significant at the 0.10 level
3-15
-------
TABLE 3-3
RESULTS OF EMISSION FACTOR ANALYSIS
[Emission in gm/lb-fuel)
Intercept
Std. Error
Slope*
Std. Error
All 22 Trucks
HC
CO
NO
X
Particulate
HC + 'NO
1.710
4.427
15.932
1.042
17.643
0.228
1.442
1.187
0.166
1.045
3.795x10
1.808x10
-1.079x10
3.115x10
-6.996x10
-3
-1
-2
-2
-3
a/
b/
a/
a/
1.59x10
1.01x10
8.29x10
1.16x10
7.30x10
-2
-1
-2
-2
-2
Mean
1.756
6,627
15.801
1.421
17.557
Cummins Only(12)
HC
CO
NO
X
Particulate
HC + NO
X
All Others (10)
HC
CO
NO
X
Particulate
HC + NO
1.689
3.799
16.587
0.922
18.276
1.612
4.734
15.268
1.202
16.880
0.264
1.750
1.276
0.152
1.063
0.155
1.826
2.170
0.349
2.064
3.313x10
3.541x10
-1.167x10
4.226x10
-8.385x10
-2l
-1
-1
-2
-2
a/
a/
-1.675x10
3.809x10
8.810x10
1.862x10
7.135x10
b/
a/
a/
a/
a/
1.96x10
1.30x10
9,48x10
1,13x10
7.90x10
-2
-1
-2
-2
-2
1.01x10
-2
1.196x10
1.420x10
2.280x10
1.351x10
-1
-1
-2
-1
2.062
7.784
15.270
1.397
11.662
1.390
5.239
16.438
1.450
17.828
* Slope in gm/lb-fuel/10 railes
a/ Not significant at the 0.10
b/ Significant at the 0.10 level
3-16
-------
TABLE 3-4
COMPARISON. OF 1979 BASELINE EMISSIONS
WITH INTERCEPT OF EMISSION FACTORS
Cgm/BHP-hr)
Baseline Intercept
HC 0.83 Q.765 ;f 0.125
CO 2.28 1.954 +_ 0.652
NO 7.04 7.131 + 0.521
x
Participate 0.49 0.475 + 0.081
3-17
-------
TABLE 3-5
EMISSION FACTORS FOR BUSES
Brake Specific Emissions (gm/BHP-hr)
Intercept
Std. Error
HC
CO
NO
X
Particulate
HC + NO
1.421
40.583b/
13.563
2.174a/
14.985
0.519
25.400
5.190
1.837
4.994
Slope
1.201x10
-9.937x10
-3.202x10
-6.076x10
-3.082x10
a/
a/
a/
a/
a/
Std, Error
3.19x10
1,56
3.19x10
1.13x10
3.07x10
-2
-1
-2
-1
Mean
1,440
25.062
13,063
2,079
14.503
Fuel Specific Emissions (gm/lb-fuel)
HC
CO
NO
X
Particulate
HC + NO
1.332
42.319b/
12.651
2.3Q9a/
13.984
0.453
26.858
5.943
2.070'
5.552
2.483x10
-8.775x10
1.953x10
1.134x10
2.201x10
-1
a/
a/
a/
a/
a/
3.03x10
1.65
3.65X10"1
1.223X10"1
3.41X10"1
1.720
28.610
15.701
2,486
17,422
a/ Not significant at the 0,10 level
b/ Significant at the 0.10 level
3-18
-------
4. SPEED CORRECTION FACTORS
4.1 Overview
Speed correction factors for emissions are specified in EPA's MOBILE 2
and MOBILE 3 models as multipliers to basic emission rates, so that they
predict emissions at speeds other than the speed for which the basic
emission rate is derived. This can be expressed as
Emissions at speed, S = Correction Factors (S) X Basic Emission Rate.
If the basic emission rate is valid for a particular speed, S,, it is
obvious that
Correction Factor (S,.) = 1.
Speed correction factors are decoupled from the effects of cold start by
considering only hot start data. Thus all of the data used to derive
speed correction factors are from the "hot" cycles only.
As described in Section 2, the EPA transient cycle for heavy-duty trucks
is comprised of four segments, two of which are identical. They are the
Los Angeles Freeway and Los Angeles Non-Freeway (2 LANF and 3 LANF) as
well as two New York Non-Freeway segments, one from a hot start (1NYNF)
and one following the 3 LAP segment (4NYNF) Since the first New York
Non Freeway (1NYNF) cycle includes emissions from the "hot start" phase,
only the 4NYNF cycle was considered for the speed correction factor
derivation. Each of the three cycles used to derive the speed correction
factors have unique speeds and they are as follows:
2 LANF has a speed of 16.82 MPH
3 LAF has a speed of 46.91 MPH
* 4 NYNF has a speed of 7.31 MPH
Data for HC, CO and NO are available on a cycle specific basis, but such
data is not available for particulate emissions.
4-1
-------
Importantly, the composite cycle which has an average speed of 18.79 MPH
is not a separate cycle but an average of the cycles described above.
Emissions for the composite cycle, which are used to derive the basic
emission rate represents a distance weighted average of the four cycles
described above. In comparison, the basic emission rate for light duty
vehicles is derived from an actual cycle whose speed corresponds to the
speed for the basic emission rate. This has important ramifications for
the speed correction for heavy-duty vehicles, as discussed in this section.
4.2 Methodology
The speed correction factor for emissions is generally expressed as a
polynomial of speed in MPH. Since there are only three speeds at which
emission data is available, a maximum of three constants can be solved
for, restricting the polynamial in speed to a second-order polynamial.
It is well known that emissions per unit distance rise steeply at low
speeds - in fact, it is infinite at idle, but the speed correction factor
is not used at idle - and therefore, exponential forms of the equations
are generally used. The two forms tried
E/Eo = exp (A, + B,S)
E/Eo = exp (A2 + B2S + C2S2)
where E is the emission rate of HC, CO, or NO at speed, S
Jv
Eo is the basic emission rate for the pollutant
A, B and C are regression constants.
This form of the equation allows the speed correction factor to be used
as a multiplier to the base emission rate. An advantage of this form is
that emission rates for each speed are normalized by the composite emi-
ssion rate, and hence vehicle specific effects are removed. A non-
exponential form was also tried of the form
E/EO = A + Bs + c/
4-2
-------
This form uses the l/c term to model the rapid increase in emission rates
O
at low speeds,
4.3 Results
The approach used to determine the regression constants was by fitting
the equations, by pollutant, for each vehicle and then averaging the con-
stants over all vehicles. As for the emission factor analysis, the
buses were removed from consideration because of their unique behavior.
Models were selected for each pollutant depending on their relative
accuracy as measured by the variance of the estimated values for each co-
efficient, as well as their ability to behave correctly outside the range
of speeds for which there is data. Correct behavior is defined based on
engineering analysis of directional trends for emissions at speeds higher
than the range encountered in the data,
The following values* were determined for the speed correction factors,
el E/Eo =
In E/Eo =
using the first model E/Eo = exp (A, * B,S) or conversely,
In HC/HC = 0.9450 (+_ 0.2134) - 0.0351 (+ 0.0096)5
In CO/CO = 0.6594 (+ Of 1403) - 0.0244 (+ 0.0056)5
o
In NO /NO = 0.1859 (+ 0.1247) - 0.0063 (+ 0.0039)5
x xo »__' *_ >
2
The second for In E/E = A2 + EU S + C2 S were found to give
In HC/HC = 1.1709 (^0.4226) - 0.0610 (^0.0358) S + 4.585xlQ~4(+_ 5.21xlO~4)S2
In CO/CO = 1.2023 (> 0.3128) - 0.0867 (^0.0337) S + 0.0011 (> 0.0006) S2
In NO /NO = 0.6426 (+_ 0.1215) - 0.0586 (+_'0.0119) S + g^egxlO"4^ 2.417xlO'4'lS2
2
Examination of the equations show that the S term is not significant in the HC
Equation at 0.10 level, but is significant for the CO and NO equations. The
2 x
positive sign of the S term in the equations indicate that emissions begin
to increase beyond a certain speed, and the speed at which this occurs (i.e.,
the speed of minimum emissions) was calculated from the above
*Std. errors in parantheses.
4-3
-------
data to be 66.52 mph for HC, 39,40 mph for CO and 31,61 for NQ^. Engineering.
/v
considerations show that both HC and CO should decrease at higher speeds
and the available data confirms this hypotheses, showing that the signifi-
2
cant coefficient found for the S term is simply an artifact of the model
used. On the other hand, engineering analysis shows that NO emissions
Jx
should rise at higher speeds due to the higher engine loads experienced
2
at higher speed, and hence the S term is required.
Analysis of this equation for NO emissions shows that- the speed correc-
tion factor increases rapidly beyond 50 mph. At 50 mph its value is 1.03,
but at 70 Pph the factor rises to 2.95. In order to determine if such an
increase is realistic, EEA examined records of steady-state test data for
HD diesel engines. If we assume that the intermediate RPM, 75 percent
load point corresponds to 50 MPH and rated speed, rated load point corres-
ponds to 70 MPH (these assumptions are approximately correct), than we
found that, on a gin/BHP-hr basis, NO emissions decrease between the 50 rnph and
A.
70 MPH points. Engineering analysis shows that BHP-hr, or work, should
increase at approximately the square of the speeds, indicating that the
70 2
correction factor should increase by (==-) , or 1.96, Emissions should
increase by less than this factor, indicating that the exponential model
2
with an S term may be overestimating NO emissions at higher speeds.
A
Accordingly, the alternative model using a polynomial in S (1/S, S°, S
was used. The polynomial form for NO emissions was found to be
NO /NO = 0,4437 (+ 0.2297) + 5.8851 (+ 1.3309)
X XO "^ 'JV~'"
5
+ 0.00778 (* 0.00567)5
This model however, predicts hardly any increase in NO emissions between
Jnii
50 and 70 MPH, giving values of 0.9504 and 1.072 for the two speeds respec-
tively. The coefficients are also less significant (i.e. they have large
variance) than these for the exponential equations. Accordingly, EEA
recommends the following equations for speed correction factor:
4-4
-------
In (HC/HCo] = 0.945 - 0.03S1 +_ S
In (CO/CO ) = 0,659 - 0.0244 +_ S
In (NO /NO ) = 0.6426 - 0.0587 + S + 0.000927 * S2
x xo
It must be recognized that engineering analysis show that NO may be over-
A
predicted for speeds above 50 MPH, with the form of exponential employed.
Figure 4-1 to 4-3 shows the plot of predicted vs. actual correction factors
for HC, CO and'NO .
A. problem with the form of the equation is that the correction factor is
not equal to 1 at the composite cycle average speed, 18.79 MPH. That is
because the composite cycle takes a linear distance weighted average
whereas all of the equations used for the correction factors are non-
linear. Thus, there can be no correspondence between average speed and
average emissions. Note that there is no actual data at 18,79 MPH for
heavy duty trucks that is derived independently from the other data. As
a result, the values of the correction factor at 18.79 MPH are 1.33 for
HC, 1.22 for CO and 0.875 for NO . Two alternatives are possible.
A
Accept the fact that transient cycle emissions are average of
highway and city cycles, and therefore not representative of
emissions at 18,79 MPH. Actual emissions for a cycle at 18.79
MPH would be represented by the values predicted by the speed
correction factor.
Modify the factors to make them predict a correction factor of
one at 18.79 MPH.
If the second approach is followed, it can be accomplished as an "offset"
to the existing factors. The resulting equations are:
In HC/HC = 0.6595 - 0.035LS
In CO/CO = 0.4585 - 0.0244 S
0 2
In NO /NO = 0.7756 - 0.0587 S + 0.000927 S
X XO
4-5
-------
Al 14i19 THURSDAY APRIL 19, 1984 It
PLOT OF PRHCN»RHCN LEGEND: A = 1 DBS, B = 2 DBS* ETC.
A BA B BB A A A3 A AA A AAftA A
A ECABBABBA
PRHCN
2.25
2.00 +
1.75 +
1.50
1.25
1.00 +
P.75 +
0,50 +
0.25
0.00 +
-+ + + t 4 4 4 4. + 4. + * 4 4 4 4 4 4 + 4 + --
0.0 0.Z 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.i 2.8 3.0 3.2 3.4 3.6 3.8 4,0
RHCN
Figure 4-1
A CBABBBDBC AA
Predicted vs. Actual HC Speed Correction Factor
-------
PRCQN
1,4 +
1.5 +
1.4
1.3 +
1.2
1.1
1.0
HZ 14:19 THURSDAYt APRIL 19, 1984 11
PLOT OF PRCON«RCON LEGEND: A * I OBS> B « 2 OBS* ETC.
BA A A A CA DA AAA A A AAA A
CA AAABAAACBB EB A
0,4-
0.S
0.4
0,3
0.2
0.1
0.0 i
f
C BACCBAAAB BBA
h
1.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4
RCON
Figure 4-2
Predicted vs Actual CO Speed Correction Factor
-------
B3
PLOT OF PRNOXN«RNOXN LEGEND: A 1 DBS, B = 2 OBSi ETC.
14:If THURSDAYt APRIL 19, 1984 13
oo
PRMOXN
1.6
1.5 +
1.4
1.3
1.2
1.1
1.0
0.9
0.7
0.5
0.4
0.3
0.2
0.1
0.0 +
0.0 0.1
BB ABBA6AA AA AA AAA AA
CDA CCCDEBBCCBBA ABAA
0.2 0.3 0.4 0.5 0.6 0.7 0,6 0.9 1.0 1.1 l.Z 1.3 1.4 1.5
RNOXN
Figure 4-3
Predicted vs. Actual NO Speed Correction Factor
-------
This, of course, changes the values of the factor at the observed cycle
speeds, and provides a poorer fit of the data. Yet another approach to
the normalization problem is to attempt to fit the regressions through
18.79 as an additional data point, but this introduces an unnatural
shape to the speed correction curve. EEA, did not attempt, nor doei it
recommend^such an approach.
4-9
-------
APPENDIX A
DETAILED LISTING OF EMISSIONS DATA BASE
A-l
-------
>
1 .
z.
3.
4.
5,
6.
7.
e.
9.
10.
11 .
12.
13.
14.
15.
16.
17.
18.
19.
20.
21 .
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32,
33.
34.
35.
36.
37.
38.
39.
40.
41 .
42.
43.
44.
45.
46.
47.
48.
49.
50.
51 .
52.
S3.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64,
10100
101
10)
101
101
101
101
101
101
101
101
101
101
1011Z
10112
10MZ
101 12
10112
10112
10112
10112
10112
10112
10112
10112
10200
10Z12
10212
10Z12
10212
10212
1021Z
10Z1Z
10Z1Z
10212
10212
10212
10212
10213
10213
10213
10213
10213
10213
10213
10213
10213
10213
10215
10213
19300
10311
10311
1031
1031
1031
1031
1031
1031
1031
1031
10311
10311
10312
VDES
TDES
EDAT
EDAT
ED AT
EDAT
EDflT
TDES
EDflT
EDAT
EDrtT
EDAT
EDAT
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
VDES
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
TOES
EDAT
EDAT
EDAT
EDAT
EDAT
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
VDES
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
TDES
EDAT
EDAT
EDAT
EDAT
CDAT
IDES
FORD SAT P15 1979 27500 7199 CAT 3208 634
16000 60.4 ER-329-F 29.13 57 76, 0 11.7 1.04 -1
C INTNF Z.39 11.10 1069.2 16.70 -1 344.2 ,53 4.52 21.03 2026,1 31.64 -1 4.90
C ZLftNF 3.43 11.99 1681.4 26.02 -1 538.2 1.15 2.99 10.44 1463.6 22.65 -1 6.P2
C 3LAF 3.16 9.77 4019.4 65.27 -1 1272. Z 3.29 .96 2.96 1220.1 19.61 -i B,27
C 4NTNF 1,56 4.77 849.6 14.77 -i 271. 1 .54 2.92 6.B9 1584.3 27.53 -I 6.32
C 5COHP -I -1-1 -1 5.52 5.349 5.51 1,91 6.83 1383.66 22.29 1.00 7.25
16000 60.4 EH-329-F 29.13 57 78.0 11.9 1.04 -1
H 1NTNF 1.53 5.02 851.3 14.80 -1 271.7 .53 2.88 9.47 1606.5 27.92 -1 t.23
H' 2LANF 2.77 7.67 1394.0 22.08 -1 445.0 1.15 2.40 6.65 1206.2 19.13 -1 8.28
H 3LAF 3.35 10.55 4148.2 65.84 -1 1313.2 3.31 1.01 3.19 1253.9 19.90 -1 8.04
H 4NYNF 1.55 4.07 866.0 14.4] -1 275,9 .54 2.87 7.56 1607,2 26.74 -1 6.24
H 5COHP -1 -1 -1 -1 4.086 5.065 5,53 1,66 4.94 1312.54 21.17 .731 7.66
16000 60.4 EM-329-F 29.19 27 77.0 5,4 .85 -1
C 1NYNF 2.57 10.11 995.9 13.49 -1 320.6 .53 4.87 19.14 1885.6 25,54 -1 5,26
C 2LANF 3.80 11.40 1704.7 20,65 -1 545.6 1.15 3.30 9.92 1483.1 17.94 -1 6.73
C 3LflF 3.67 10.24 4225.4 54.82 -1 1337.9 3.30 1.17 3.10 1281.7 16.63 -1 7.67
C 4NYNF 2.26 4.41 856.8 12.50 -1 273.9 .54 4.22 6.21 159i,4 23,29 -1 6.26
C 5CDMP -1 -1 -1 -1 5.07 5.465 5.51 2.27 6.56 1412.21 15.41 .92 7.10
16000 60.4 EH-327-F 29.19 27 77.0 5.4 .85 -1
H 1NYNF 1.73 4.80 831.8 11.89 -1 265.7 .53 3.26 9.06 1569.9 22.44 -1 6.37
H 2LANF 2.98 7.47 1490.3 18.82 -1 475.4 1.15 2.58 6.49 1Z91.7 16.31 -1 7.75
H 3LAF 3,49 9.90 4026.0 53.25 -1 1274.6 3,31 1.05 2.99 1216.6 16,09 -1 8.29
H 4NYNF 1.58 3.67 835.6 12.12 -1 266.2 .54 2.94 6.82 1550.8 22.49 -1 6.46
H 5COMP -1 -1 -1 -1 5.073 5.032 5.53 1.77 4.68 1298,65 17.37 .921 7.74
MACK DAT H5 1779 80000 49332 MAC ENDT676 676
49000 97.3 EH-329-F 28.83 35 79,0 7.6 .91 -1
C 1NYNF 1.35 16.00 1687.6 23.42 -1 540.0 .54 2.50 29.68 3127,5 43.43 -1 3.19
C 2LANF 2.45 12.84 2686.3 34.74 -I 853.7 1.20 2,05 10,72 2242.6 29.00 -1 4.48
C 3LAF 3.42 22,01 6629.7 100.24 -1 2099.4 3,40 1.00 6.47 1748.3 29.46 -1 5.18
C 4NYNF 1.06 7.86 1424.7 20.93 -1 453.1 .35 1.93 14.33 2599,0 38,18 -1 3.86
C 5COHP -1 -1 -1 -1 10.86 8.702 5.69 1.46 10.32 2184.95 31.53 1.76 4.60
49000 97.3 EH-329-F 28.83 35 79.0 7.6 .91 -1
H INYfF 1.06 12.71 1445.1 19.77 -1 461.7 .54 1.95 23.50 2671.3 36.59 -I 3.74
H 2LANF 2.23 11.11 2475.4 32,08 -1 786.3 1.20 1.86 9,25 2062.1 26.72 -1 4.88
H 3LAF 3.46 23.14 6321.3 75.07 -1 2003.1 3.40 1.02 6.81 1860.5 27.98 -1 5.42
H 4NYNF 1.44 8.34 1375.3 20.64 -1 438,1 .56 2.58 14.92 2460.6 34.93 -1 4.07
H 5COMP -1 -1 -1 -1 11.303 8.135 5.70 1.44 9.71 2038.79 29.41 2.04 4.93
49000 97.3 EH-329-F 29.33 32 79.0 6.9 .89 -1
C 1NTNF 1.64 17.03 1787,5 24.32 -1 572.2 .55 3,00 31.23 3278.2 44.61 -1 3,04
C 2LAHF 2.64 14.79 2992.5 35.74 -J 951.1 1.19 2,23 12.44 2520,7 30.10 -1 3.99
C 3LAF 3.59 21.50 6556.4 100.33 -1 2076.3 3.40 1.05 6.32 1725.8 29.47 -1 5.24
C 4NYNF 1.05 9.27 1478.9 20.76 -1 470.8 .55 1.89 16,72 2668.4 37,44 -1 3.76
C 5COHP -1 -1 -1 -1 10.77 8.975 5.69 1.57 11.00 2251.77 31.63 1.94 4.46
49000 97.3 EM-329-F 27.33 32 77.0 6.9 .89 -1
H IHYhF 1.39 10.77 1462.9 20.34 -1 466.8 .54 2.59 20.06 2721.4 37.83 -1 3.68
M 2LANF 2.50 9.81 2416,0 31.36 -1 767.2 1.17 2.14 8.37 2063.3 26,78 -1 4.87
H 3LAF 3.72 21.70 6262.7 95.20 -1 1984,2 3.36 1.11 6.46 1865.0 26.35 -1 5.40
H 4NYNF 1.37 7.30 1191.2 18.03 -1 379.7 .55 2.55 13.36 2179.6 32.98 -1 4,60
H 5COHF -1 -1 -1 -1 10.2357.7335,61 1 . 60 8.84 2019.03 29.38 1.85 4.96
FORD DAT H8 1979 80000 26058 CUH FOR -290 855
49000 96.6 EH-329-F 28.94 65 73.0 11.7 1.03 -1
C 1NTNF 2.69 9.87 1710.9 14.43 -1 545.7 .52 5.19 19.05 3303.7 27.86 -1 3.03
C 2LANF 3.66 10.69 2613.6 23.55 -1 83J.3 1.21 3.20 9.03 2168.0 19.53 -1 4.43
C 3LAF 4.41 21.55 6464.9 89,75 -1 2048.4 3,38 t.31 6.38 1712.1 26.55 -i 5.27
C 4NYNF 3.02 7.77 1513.7 15.86 -1 482,9 .58 5.24 13.47 Z623.8 27.52 -1 3.81
C 5COMP -1 -1 -1 -1 9.97 8.418 5.68 2.46 8.82 2165.5 25.28 1.80 4.44
49000 76.6 EH-329-F 28.94 65 73.0 11.7 1,03 -1
H INYNF 2.73 7.72 1561,0 14, 6! -1 497.5 .52 5.20 14.74 2979,8 27.89 -1 3.36
H 2LANF 3.74 9.57 2712.4 25.41 -1 841.5 1.21 3.98 7.88 2233.2 20.92 -1 4.50
H 3LAF 4.08 23.19 6508.5 96.75 -1 2062,6 3.34 1.22 6.95 1950.7 29,00 -1 5.17
H 4NTHF 3.21 7.87 1560.7 14.95 -1 498.0 .54 5,94 14.54 2882.7 31.30 -1 3.47
H SCOnP -1 -1 -1 -1 9.078 8.643 5.62 2.45 8.61 2177.61 27.37 1.64 4.58
49000 96.6 EN-329-F 29.15 52 70.0 8.3 .93 -1
-------
66.
t7.
68.
69.
70.
71,
72.
73.
74.
75.
76.
77.
76,
79.
80,
81.
S2.
83.
84.
85.
86.
87.
88.
69.
90.
91 .
92.
93,
94.
95.
96.
97.
96.
99.
100.
101.
102.
103.
104.
IBS.
106.
107.
108.
109.
110.
Ill .
112.
113.
114.
115.
116.
117.
118.
119.
120.
12).
122.
123.
124.
123.
126.
127,
129.
129.
130.
131.
132.
1031Z
10312
103)2
10312
10312
10312
10312
10312
10312
10313
10313
10313
10313
10313
10313
10313
10313
10313
10313
10313
10313
10400
10414
10414
10414
10414
10414
10414
10414
10414
10414
10414
10414
10414
10415
10415
10415
10415
10415
10415
10415
10415
10415
10415
10413
10415
20100
2011
2011
Z011
2011
201 I
2011
2011
2011
2011
2011
2011
2011
2:0112
20112
201 12
201 !Z
20112
20112
20112
EDflT
EDAT
EDAT
EDAT
EDAT
TDES
EDflT
EDAT
EDflT
EDAT
EPAT
TDES
EDflT
EDAT
EDAT
EPAT
EDAT
TDES
EDAT
EPAT
EDflT
EDAT
EDAT
VDES
TDES
EDfiT
EDAT
EDAT
EDAT
EDfiT
TDES
EDAT
EPAT
EDAT
EDAT
EDAT
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
TDES
EDAT
EDAT
EDfiT
EDAT
EDAT
VDES
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
TDES
C INrNF 3.F5 8.56 1940.2 14.Z4
C ZLflNF 3.29 8.78 2825,1 23.51
C 3LAF 4.68 17.71 6516.2 63.96
-1 624.6 .51 7.5J 16.75 3626.0 27.79 -1 Z,t>Z
-I 396.2 1,19 Z.77 7.39 2377.2 19.78 -1 4.Z3
-1 2063.5 3.32 1,41 5,34 1963.9 £5.30 -1 5.14
C 4NYNF 3.43 3.8E 1476.4 14,10 -J 470.7 .54 6.40 10.91 2737,8 26.14 -1 3.66
C SCOMP -1 -1 -1 -1 10.32 B.941 5.56 2,74 7.37 2298.92 24.43 1.86 4.38
49000 96.6 EM-329-F 29.15 32 70.0 8.3 .93 -1
H 1NTNF 3.4Z 6.42 1617,7 15.55 -1 516.4 .55 6,26 15,43 2964.4 28.50 -1 3.37
H ZLflNF 3.54 6.50 2511.6 22.32 -1 797.7 1.18 3.01 7,22 Z131.0 18.94 -I 4,72
H 3LAF 3.Z6 Z1.46 6402.5 90.19 -1 297,7.t, 3.32 .98 6.47 1929,5 £7.18 -t 5.23
H 4NYNF 2.36 8.57 1573.3 15.02 -I 501.4 .5? 1.43 16.09 2955.0 26.22 -I 3.39
H 5COHP -1 -1 -1 -1 8.633 8.474 5.57 Z.26 8.42 2171.3fr £5.67 1.56 4.63
49000 96.6 EH-329-F 29.38 65 74.0 11.9 1.04 -1
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C ZLflNF 3.70 9.03 2697.3 27.04 -1 856.6 1.20 3.09 7,55 2254.3 22.60 -1
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H 2LANF 3.21 7.701 2475.8 26.05 -1 785.7 1.J7 £.74 fc,57 2111.3 22.21 -I
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C 1NYW 1.62 134.93 2755.4 31.37
C 2LANF 2.92 133.25 3276.9 41,57
C 3LAF 5.87 148.30 7153.0 103. PS
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H 2LANF 2.59 116.77 3213.8 36.68
H 3LAF S.12 122.68 6569,0 98.73
H 4NYNF 1.71 88.17 1855.7 22.00
H 5CDHP -1 -1 -1 -1 18.334 9,925 5.54 2.07 75,18 2458,
32000 37.0 EM-329-F 28.95 59 79.0 13.0 1.08 -1
C 1NYNF 1.55 109.58 2425,2 33.28 -1
C 2LANF 2.26 114.55 3547.5 47.12 -1
C 3LAF 4.68 144.13 7480.7 118.66 -1
C 4MNF 1.53 82.82 2101.5 26.57
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H 1NYNF 2.02 85,22 2030,8 27.65 -1 682.8 .52 3.87 163.48 3895.5 53.03 -I 2.44
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CMC RTS A-3 1980 36000 95000 DDA 6V-71N 426
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C 1NYNF 1.00 73.39 2565.4 19.39 -1 848.0 .52 1.91 140.21 4900.9 37.05 -1 I
C 2LANF 1.91 59.23 2724.2 23.39 -1 692,1 1,16 1.65 51.18 2354.0 20.21
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H 3LAF 7,58 80,35 5735.7 45.10 -1
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H 5COHP
Z9000 104.
C 1NYHF 2.
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29000 104.
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29000 104,
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29000 -1
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H 5COHP -
-1 _i
-1 -t 6.417 6.072 5.59 1.95
4.16
1 553
.25
13.
05 I. 15 6.49
6 EK-S28-F 29.23 46. 72.0 7.6 .91 95.49
59 9.29
41 6.78
51 8.81
94 4.82
-1 -1
1306.7 10.88 -1 416.2 .52 5.01
2608.2 22.12 -1 827.1 1.19 2,86
4920.9 49.46 -1 1555.6 3.25 1.08
1125.1 9.77 -1 358,2 .67 2. SB
-1 -1 7.S52 6.966 5,63 2.03
17.95
5.69
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6 EM-528-F 29.24 40. 74.0 7.4 .90 76.36
92 5.55
14 7.04
35 8.94
78 4 . 99
-1 -1
1151.1 9,62 - 366.7 .53 3.60
1968.7 13.99 - 625.8 1.23 2.55
4757.8 45.96 - 1504.Z 3.40 ,9?
10B8.9 9, If - 346.7 .56 3,18
-1 -1 7.001 6.270 5.72 1.7B
10.42
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2160
1596
1400
1949
1567
.3
.7
.3
.7
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12,
13.
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11 1.
6 EH-52i-F 29.12 50, 72.0 S.5 .93 76.34
70 9.26
58 7.92
95 9.20
21 4.94
-1 -1
-1 -1
1379.6 11.57 - 441.2 .51 5.25
2057.4 17.36 - 654.6 1.20 2.99
5278.1 51,75 -1 1668,6 3.39 l.lfr
1110.3 9.65 -1 353.9 .54 4.10
-1 -1 7.532 6.676 5.64 2.21
-1 -I -1 -1 -1
90 5.11 1117.8 9.16 -1 356,6 .54 3.52 9.48
07 6.70 1911,6 14.98 -1 607.6 1,20 Z. 56 5.57
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54 8.54 4704.6 43.73 -1 1487.4 3.3? 1.05 2.52 1388
04 4.91 1073,6 8.99 -1 342.1 .54 3.81 9.16 2005.2
1 -1
PETE SAT H-10 1978
-1 -1 7.796 6.160 5.66 1.86 4.46 1555.54
41500 70455 CUM FOR- 330 855
.8 12
16.78
13.57
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46
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15.
17.
16.
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46 -
27 -
87 -
3.96
4.61
6.67
6.01
1 5.70
4.65
6.30
7.22
5.15
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3,72
5.B6
6.50
4. eg
01 1 .33 5.79
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6.32
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1 .
-1 5
38 6
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29f00 Ii4.t EH-528-F 29.25 34, 75.0 6.5 .88 94.84
C INYNF 9.
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f. 5COMP
29000 104.
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H 3COHP
27000 104.
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29000 104.
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M SCOW
29000 104.
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29000 104.
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19 14.14
33 9.49
21 11.64
21 7,99
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1861.7 10,38 -1 608. 0 .53 17.42
2590.0 15.04 -1 P24.4- l.lt 4.41
5390,8 44.74 -I 1706.4 3.32 1.57
1426.6 10.27 -1 457.5 .54 7.77
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26.79
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6 EPI-528-F 29.26 40. 74.0 7.3 .70 92.61
69 7. 82
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11 5.71
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1570.0 10.51 -1 501.3 .54 6.66
2373.8 15.93 -1 755. 8 1.16 4.61
5009.4 47.07 -t 1587.0 3.36, 1.73
1506.0 11.04 -1 481.6 .55 9.29
-1 -t 10.520 7.333 5.62 3.56
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1 3.43
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1 3.65
04 1.67 5.41
6 EH-5ZS-F 29.36 35. 68,0 5.2 .85 73.29
06 13,15
02 9.04
29 10. 90
86 5.00
-1 -1
1613,9 10.26 -1 585.1 .53 |3.19
2593.1 19.05 -1 825.1 1.17 4.30
5155,2 4Z.97 -1 1632.1 3.33 1.59
1451.9 J0.1? -1 464,4 ,54 8.97
-1 -1 11,232 7.732 5.57 4,17
24.80
7.74
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10,70
6.99
3420
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1978
.6
,3
.8
.4
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9Z -
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79 -1 3,73
10 Z,K 5.08
6 EH-528-F 29. SZ 27, 71.0 4.5 .83 94.97
04 8.45
23 7.46
52 10.81
60 5.83
-1 -1
1547.6 9,88 -1 495.0 .53 7.57
2293.3 15.03 -1 730.2 1.16 4.53
4978.5 42.91 -1 1576.7 3.31 1,67
1440.2 10.12 -1 460.6 .54 8. 83
-1 -1 10.071 7.194 S.55 3.53
15.84
6.48
3.26
10.74
5.67
2679.7
1965
1502
2653
1849
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.1
.7
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18.52
13.
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1 S.06
1 6.72
1 3.77
05 1.62 5.44
6 Efl-528-F 29.25 24. 74.0 4.4 ,83 95.27
78 12.29
56 8.01
10 11.24
08 5.77
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1794.6 10.04 - 578.3 .54 14.42
2553.2 14.66 - 811.6 1.18 3,88
5546.5 46.65 - 1755. 1 3.36 1.52
1536.3 10,55 - 490.1 ,55 7,45
-1 -1 10. 60 8.015 5.62 3.83
2Z.77
6,82
3.35
10.53
6.4,4
3323
2172
1650
2S04
2032
6 EH-528-F 29.25 23, 73.0 .0 .82 94.68
64 8.33
5fr 7.54
03 11.26
34 6. 35
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1541.1 10,18 - 492.5 .54 6,72
2415.2 15.72 - 767. f 1.193,83
5152.1 44.69 - 1631.0 3.37 1.49
1509.2 10.55 - 482.2 .55 7.91
-1 -1 10.248 7.439 5.64 3.11
1H SAT M-16 1979 41500 S9675 IH DT-466 466
29000 104.
C INYNF 2.
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15.38
6.34
3.35
11.57
5.93
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1 4.63
1 6.12
1 2.57
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6 EH-528-F 29.11 If. 72.0 3.2 .60 95.55
18 10.38
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1384.9 13.76 -1 442.9 .54 4.06
2116.6 20.26 -1 672.8 1.18 2.66
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C 3LAF 3.40 7.32 3097.6 36.60 -1
C 4HTKF 1.64 4.71 1101.3 11.50 -1
C 3COW -1 -I -I -1 7.893
29000 104.6 En-3Z0-F 27.14 17. 76.0 3.4
H INTMF 1.71 6.00 1090.3 10.63 -1
H 2LANF 3.23 4,03 1924.6 10.20 -1
M 3LAF 3.62 7.82 4994.6 36.70 -1
H 4NTNF 1.87 3.17 1098.8 11.81 -1
H SC0HP -1
-1
1610.4 3.36 1.01 Z.ZZ
330.5 .34 3.38 0.66
4.784 3.64 1.87 3.42
.81 94.39
347.6 ,55 3.14 11.00 1990.3
611.3 1.20 £.72
1578,4 3.40 1.07
349.0 .55 3.4t
1506.9 17.32 -1 4.72
20Z4.6 Zt.15 -1 4.96
17Z0.S0 18.47 1.40 3.86
29000 104.6 CM-320-F 29.34 29. 66.0 4.0
-1 7.327 6.363 5.69 1.84
3.04
2.30
5.77
4.05
1606.7
147*1.9
Z001.1
19.69
15.24
16.70
21.51
C 1NTNF 2.24
C ZLANF 2.92
C 3LAF Z.78
C 4NTNF 1.
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9.33
8.14
7.6Z
4.4Z
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29000 104.6 EH-328-F 29.34 26. 63.0 3.2 .00
H 1NTNF 1,43 3,38 1032.6 10.36 -1 3Z9.1
H ZLANF 2.83 3.71 1875.6 17.84 -i
M 31.AF 2.99 4.33 4749.4 54.51 -1
H 4NVNF 1.34 4.*9 1097.6 11,03 -1
H 5COIM* -1 -I -1 -1 6.927
1H SAT It-16 1979 413*0 213790 CUH FOR-29B 655
29*00 104.4 EH-32f-F 29.18 24, 77.0 4.6 .84- 96.98
C WTNF 3,41 16,33 1739.5 9361 -I 35837 .32 6.53 3t.4fc 3311,3 18.4«
C 2LANF 4,766 13.84 2424.9 1A.17 -1 774.3 1.14 4,17 12.11 2121.3
6.1* 23.§4 4948.1 47.93 -1
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413.4 .51 4.39
642.1 1.14 2.56
1554.7 3.28 .85
347,2 .53 1.96
6.521 3.47 1.64
94.08
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1.14 2.47
1304.3 3,24. .92
348.9 .53 2.35
5.44 J.tZ
I&01.26 17.16 1.29 6.30
18.29 2534.4 25.37 - 3.95
7.15 1771.1 17.59 - 3.46
2.32 1499.3 17.77 - 6.75
8.30 2052.3 21.59 - 4.91
5.40 17(16,55 18.82 1.35 5.91
3.02
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6.88
5.03
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-1 -1 -1 -1 14.741 7.399 5.52 3.27 11,43 I
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H 1NYNF 2.37 4.44 1925.2 16.67
H 2LANF 3,78 5,89 3086.9 24,62
H 3LAF 9.13 11.24 6431.4 57,04
H 4NYNF 2.48 4,35 19|7.9 17,39
-1 610.1 .52 4.54 6,52 3696.0 32.00 -1 2.73
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H SCOHP -1 -1 -1 -I 10.632 9.325 5.46 2.52 4.75 2446.63 21.19 1.95 4
JHCT' DflT H-8 1979 78000 238577 PDfl 8V-92TA 736
55000 135.8 EH-528-F 2V.35 21. 77.0 4.2 .82 67.62
722.4 .50 3.94 13.32 4552.9
1110,3 1.17 2.71 6.12 2991.I
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7.17 3506.7 28,63
12,75 7448.3 76,25
4,82 2006.1 20.44
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55000 135.8 EH-528-F 29.35 21. 74.0 3.?: .61
H 1NYNF 2.41 4,70 19B9.1 19.19 -1 630,5
5.99 3321.7 29.62 -1
14.24 7242.5 77.65 -1
5.54 2030.6 20.95 -1
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55000 135.8 EH-518-F 29.47 13. 70.0 2.1 .76 69.47
C 1NYNF 2.65 10.99 2199,0 16.74 -1 699.7 .49 5.44
7,75 3431.0 27.22
13.13 7275.9 73.70
6.81 1933.9 19.20
C 1NYNF 1.98
C ELANF 3.17
C SLflF 5.24
C 4NYNF 2.Z2
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H 2LANF 4.05
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4.16 9.05
2250.5
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5.70 2763,46 26.27 2.31 3.64
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55000 135.6 EH-526-F 29.40 II. 71.0 1.6 .77 66.29
H 1NYNF 2.57 6.51 1906.5 16.37 -1 605.4 .49 5.18
7.04 2702.75 24.93 2.32 3.73
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6.15 3245.1 26.79
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1979 60000 261000 CUM NTC-400 393
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C 2LANF 6.61 25,16 3536.0 25.36
C SLflF 5.30 62.28 6899.6 7P.08
C 4NTNF 6.BS 2§.S5 2010.P 16.33
C SCO-HP -1 -1 -1 -I
55000 135.6 EH-528-F 28.89 27. 77.0 5.5
H 1NYNF 8.70 36.49 2023.6 15.59 -1
H 2LONF 8.22 27.70 3296.6 26.Zl
H 3LAF 5.53 48.33 6147.3 67.52
H 4NYNF 6.62 23,40 1704.5 14,-66
.85 94.67
-I 788.1 .53 12.89 72.99 4546.6 30.89
-1 1131. 2 1.16 5.69 21.64 3040.9 21. SI
2206.1 3.35 1.58 18.60 £061.0 20.93
653.4 .49 J3»8f 56.11 4092,2 33.24
21.367 10.537 5.53 4.63 27.99 2686.51 23.17 3.86 3.70
855 9t,97
663.3 .51 17. f4 71.46 S943.5 30.53
1056.7 I . Ifc 7.08 23.85 2836.2 22.56
1962,8 3.33 1.66 14.54 1848.3 20.30
554.3 .53 12.55 44.38 3232,6 28.16
-1
-1
-1
2.46
3.31
5.42
-1
-1
-1
-1 3.04
H 5COMF -t -1 -1 -I 16.689 9.347 5.53 5.Z6 24.6« 2383.96 22.47 3.02 4.17
11000 135.8 EH-S28-F 29.11 28. 75.0 5.3 .85 94.75
-t 70t.S .52 6.57 77.71 4217.1 28.87
-I 1140.3 1.17 5.27 27,51 3039.7 21.22
-I 2155.3 3.32 1.55 16.96 2034.2 20.85
-1 625.2 .52 14.7
C 1NTNF 4.43 40.15 2178.6 14.92
C 2LANF 4.17 32.18 3555,4 24.82
C 3LAF 3.15 56.28 6746.0 69.18
C 4NYNF 7.63 27.54 1920.4 15.42
C 5COnf> -1 -1 -1 -I
-J 2.33
-1 3,28
-1 4.92
2.4S
53.§9 3702.0 29.73 -t
17,756 10.210 5,52 4.23 28.27 2608.02 22.51 3.22 3.81
55000 J35.8 EH-528-F 29.05 58. 733.0 10.3 .99 93.64
-1 626.6
-1 1026,4
-1 1965.4
-1 554,1
.46 18.31 55,86 3969.2 30.64
t.14 6.63 24,96 2796.8 22.13
3.28 1.38 15.§2 1875.6 20.28
.31 11.02 45,99 3348.9 2i,84
-1
-1
-1
-I
2.47
3.56
5.34
2.94
H INYff 6.86 27,04 1921.5 14,83
H ZLflNF 7,56 28.51 3194.7 25,27
H 3LflF 4.53 51.91 4153.1 66.54
N 4NYNF 5.62 23.44 1707.1 14.70
H 5COMP -1 -1 -1 -I 15.533 9.201 5.42 4.91 24,J7 2395.64 22.40 2.87 4.15
HH1T DflT M-8 1981 S0000 78815 CUM FOR-350 350
55000 135.8 EH-528-F 28.95 74. 75.0 14.3 1.13 92.53
C 1NYNF 5.03 12.75 1790.2 13.37 -1 574.4 ,45 11.20 28.39 3986.7 29.79 -1
-1 959.9 1,11 4.69 13.13 2709.5 21.69 -I
-1 1886,4 3.14 1.59S,f4 1876.9 23,00 -I
-t 558.3 .48 10.56 23,10 3623.1 34.25 -1
C 2LANF 5.17 14.60 3012.8 24.11
C 3LAF 5.04 28.29 5937,4 72.74
C 4NYNF 5.07 11.10 1741.6 14.46
-t -1 -1
2.50
3.70
5.36
2.75
C SCOHP -t -t -1 -1 11.324 8.774 5.20 3.9» 12.82 2398.03 24.34 Z.18 4.18
55000 135.6 EH-528-F 28.96 67. 77.0 13.& 1,11 91.86
H 1NYNF 4.04 10.34 1667.1 18,37 -1 533.5 .45 9.00 23.«4 3712.7 34.23
H 2LAMF 3.71 13.94 2734.5 25.90
H 3! AF 5.«7 ??,<« 5285.6 71.38
-1
.69
-1
. i
870.7 1.11 3.34 12.55 2443.1 23.33
1 t TO ^-?1i 1 It
-1 4.08
-» t-_a?
-------
330-
531.
532.
533.
534.
535.
536.
537.
538.
339.
540.
341 .
54Z.
543.
544,
345.
546.
547.
548.
549.
550,
551.
552.
553.
354.
555.
556.
f 357.
^ 558.
0 559.
S60.
561.
562.
363.
564.
563.
366.
567.
566.
569.
570,
571.
57Z.
373.
574.
575.
576.
577.
378.
579.
580,
581.
382.
583.
364.
585.
586.
387.
588.
589.
390.
591.
592.
393.
30721 EDAT
30721 EDflT
30722 TDES
3072Z EDAT
30722 EDflT
30722 EDAT
30722 EDAT
30722 EDAT
30722 TDES
30722 EDAT
30722 EDflT
3072Z EDflT
30722 EDflT
3072Z EDflT
30800 VDES
30831 TDES
30631 EDflT
30831 EDflT
30831 EDflT
30631 EDflT
30831 EDftT
30831 TDES
30631 EDAT
30831 EDAT
30831 EDAT
30631 EDAT
30831 EDAT
30831 TDES
30831 EDAT
30831 EDAT
30832 TDES
30832 EDflT
30832 EDflT
3063Z EDftT
30632 EDflT
30832 EDflT
30832 TDES
30832 EDflT
30832 EDflT
30832 EDAT
30832 EDAT
30632 EDflT
30832 TDES
30832 EDAT
30832 EDAT
30900 VDES
30931 TDES
30931 EDAT
30931 EDAT
30931 EDflT
30931 EDAT
30931 EOAT
30931 TDES
30931 EDflT
30931 EDflT
30931 EDflT
30931 EDflT
30931 EDflT
30931 TDES
30931 EDflT
30931 EDflT
30932 TDES
30932 EDAT
30932 EDflT
H 4NVNF 4.22 9.54 1336,8 13.81 -I 429.4 .48 e.83 19.96 2795,9 26.89 -1
H 5COWP -J -1 -1 -1 9.472 7.744 5.20 3.28 IB.76 2121,47 24.34 l.K
55000 135.8 EH-526-F 28,98 67. 76.0 13.3 1.0? 38.46
-1 600.4 ,47 10.21 27.29 39*0.6 29.98
-1 992.4 {.15 4.37 12,27 2703.6 21.52
-1 1916.8 3,26 1.33 7.27 J8S1.9 22.40
-1 557.9 .51 -9.31 20.19 3433,0 32.45
11.440 8.96? 5.40 3.5t It.31 2367,33 23.62
3.5*.
4.73
C INYNF 4.63 12.91 1873.3 14.18
C 2LANF 3.04 14.15 3117.1 24.81
C SLflF 4.35 23.73 6043,4 73.10
C 4NYNF 4.73 10.25 1742.7 16,47
-1 -1 -t -1
-1
.52
C 5COHP
55000 135.8 EH-S28-F 28.99 67. 77,0 13.8 l.II 87.81
H 1NYNF 4.52 10.84 1650.7 15.34 -1 529.1 .49 9.28 22.25 3386,9 31
H 2LANF 6.10 12.46 2710.9 24.94
H 3LAF 3.87 22.64 5665,7 78,36
-1
-1 864.9 1,16 5.26 10.73 2335.7
-1 1797.0 3.25 1.J9 6.97 1743.0
487.3 .50 9.16 19.06 3053.6 31.16
50
21.49
24.11
3.72
5.44
2.91
,12 4.24
2,94
4.29
.78
-I
5.
3.27
4.69
C 2LftHF 3.02 132.78 2521.4 19.88
C 3LflF 7.55 Z27.52 6054.3 46.63
C 4NYNF 1.74 69,95 1379.1 11.97
C 5CQHP -1 -1 -I -1
-I
-t
-1
-1
2,39
4.05
4.08
3.47
H 4NYNF 4,56 9.49 1520.0 15.51
H 5COHP -1 -I -1 -J 9.798 8.111 5.40 3.53 10.27 2139.93 24.86 1.82
CMC RTS fl-3 1780 36000 163732 DPA 6V-71N 42*
28300 21.0 EM-455-F 29.04 45. 76.0 8.9 .94 96.83
C INTNF 1.90 108.14 1761.7 14,10 -1 612,3 ,48 3.98 226.38 3*>88,0 29.52
-1 S65.7 t.14 £.64 116.20 2203.2 17.37
-I 2033.5 2,71 2,79 83.99 2235.1 17.21
-1 472.2 .54 3.24 130.54 2573.6 22.33
45.223 8.784 4.67 2.92 110,67 2407.47 17.0Z 9.29 3.74
28300 21.0 EM-455-F 29.05 49. 77.0 10.0 ,98 97.72
H INIfNF 1.95 60.52 1513.8 13.53 -1 520.3 .54 3,64 250.27 2825.1 25.24 -1 3.15
H 2LANF 2,73 106.21 2277.7 18.85 -1 762.5 3.16 2,35 93.13 1977.5 16.22 -1 4.55
H 3LflF 6,60 196.64 5047.1 41.82 -1 1699.0 3.24 2.£4 60.75 1559.2 12.92 -1 5.83
H 4NYNF 1.50 64.53 1302.1 11,44 -1 445.0 .53 2.84 122.48 2471.3 21.71 -1 3.63
H 5COMP -1 -1 -1 -1 36.788 7.600 5.46 2.34 62.37 1860.40 15.68 6.77 4.85
28300 21.0 EM-455-F 29.02 52. 76.0 10.3 .99 96.07
B BUS II.IB 373.90 6823.9 57.89 -t 2353,0 2,99 3.74 125.17 22S4.4 19.38 -1 3.89
E 5COMP -1 -1 -1 -I 29.261 5.188 2.99 3.74 125.17 2284.41 17.38 9.80 3.
28300 21.0 EH-455-F 28.96 67. 76.0 13.3 1.09 99.54
C INTNF 2.30 132.63 1883.7 16.62 -1 663.4 .47 4.65280,15 3979.1 35,10
C 2LANF 3.20 142.64 2623.4 22.50 -1 902.9 i.15 2.76 123.76 2276.2 19,52
C 3LftF 7,63 236,37 6083.3 50,08 -1 2047.2 3.23 2.37 73.16 1883.3 15.50
C 4NYNF 1.92 78.13 1454.0 13.92 -1 500.1 ,53 3.60 146.40 2724.3 26.08
C 5COMP -1 -I -1 -1 44.478 7.071 5.39 2.S0 109.43 2234.69 19.13 6.25 4.01
28300 21.0 EM-453-F 28,94 70. 75,0 13,5 1,10 96.30
H INYNF 1.98 82.39 1504.1 14.44 -I 518.1 .52 3.79 137.78 2880.5 27.4,5
784.7 1.18 2.52 97.08 1739.6 17.61
1792.8 3.27 2.14 59.41 1635.1 13,43
352.5 .54 3.86 113.07 1865.5 19.02
.89
-1
-1
-t
2.19
3.91
4.83
-1 3.27
H 2LflNF 2.96 114.79 2273.5 20.82
H 3LflF 7.00 194.25 5346.6 43,91
H 4NYNF 2.10 61.36 1012.4 10.32
-1
-1
-1
-1
-1
-1
-t
3.09
4.61
5.59
4.72
H 5COHP -1 -I -1 -1 36.077 7.603 5.52 2.55 82.07 1840.91 16.22 6.90 4.90
28300 21.0 EW-455-F 28.68 74. 75.0 14.4 1.14 98.76
B BUS 10,39 387.81 7187.2 65.93 -1 2473.9 2.96 3.51 130.95 2426.9 22,26 -I 3.67
B 5COMP -1 -1 -1 -1 30.197 5.455 2.76 3.51
CMC RTS A-3 I960 36000 182119 DDA 6V-71N 426
28300 21.0 EM-455-F 29.06 56. 77,0 11.5 1.03 95.58
C INYNF Z.75 43.62 1916.0 21.15
C ZLflNF 3,56 47.42 2611.3 27.74
C 3LAF 7.60 79.64 6150.4 70.30
C 4NTNF 2.43 30.09 1471.0 17.42
130.95 2426.88 22.26 10.20 3.67
-1 629.8 .54 5.H 81.01 3558.6 39.27 -1 2.62
-1 852.2 1.13 3,14 41.89 2306.8 24.51 -1 4.07
-1 1990.5 3.29 2.3i 24.23 1671,t 21.39 -I 5.06
-1 482.2 .54 4.46 55.26 2702,0 32.01 -1 3.46
C 5COMP -I -1 -1 -I 16.183 8.720 5.50 2.97 36.49 2208.13 24.83 2.94 4.26
28300 21.0 EH-4S5-F 29.04 53. 78.0 II.3 t.02 24.67
H 1NTNF Z.18 33.67 1479.7 17.14 -1
H 2LflNF 3.34 34.00 2303.6 25.10 -I
H 3LflF 7.89 67.27 5584.B 64.73 -I
H 4NTNF 3.13 28.92 1265.6 15.64 -1
H 5COMP -1 -1 -1 -1
486.4 .54 4,07 62.89 2763.5 32.01 -1 3.37
748.1 1.17 2.8428.97 1963.1 21.39 -I 4.80
1605.9 3,30 2.39 20.42 1694,9 19.64 -1 5.59
417.4 .54 5.84 53.93 2339.9 29.16 -1 3.93
13.448 7,625 5.54 2.98 29.58 1919.34 22.13 2.43 4.91
28300 21.0 EH-455-F 26.99 50. 84.0 12.9 1.08 75.84
B BUS 12.57 163.86 7019.4 81.93 -1 2311.9 3,«0 4.19 54,67 2341.5 27.33 -1 3.97
B 3COMP -I -I -J -1 10.265 5.098 3.00 4.19 54.67 2341.46 27.33 3.42 3.97
28300 21.0 EH-455-F 29.12 59. 75.0 It.2 1.02 96.74
C INTNF 2.30 43,42 1853.7 21,66 -1 609.6 .51 4,55 85,96 3670.3 42.88 -1 2,54
C 2LflNF 3.02 44.25 2444.0 26.81 -i 797.2 1.15 2.63 39,47 2126.<* ?*-** -! «. 42
-------
394. 30932 EDflT C 3UAF 7.32 77.il 5953.1 68.95 -1 1927.3 3.26 2.25 23.65 1626.5 21,15 -1 3,18
595. 30932 EDAT C 4NYNF 2.31 24.76 1383.7 16.76 -I 451.8 .54 4.29 45.95 2567,8 31.10 -1 3,65
396. 30932 EDflT C 3COHP -I -I -1 -1 14.841 8.348 5.45 2.74 34.75 2133.60 24.60 2,72 4.41
397. 30932 TDES 28300 21.0 EH-455-F 29.12 55. 75.0 10.5 .99 96.21
398. 30932 EDAT H JNYNF 2.59 29.82 1406,4 17.23 -1 461.8 .54 4,83 55.70 2626.8 32,21 -1 3.55
599. 3093Z EDflT H 2LANF 3.28 30.03 2191.9 24.40 -1 710.8 1.17 2.79 25,59 1867.8 20.86 -1 5.06
600. 30932 EDflT H 3LAF 7.33 39.83 3503,0 6Z.01 -1 1776.1 3.30 2.29 18.16 1670,1 18.82 -1 5.68
601. 30932 EDflT H 4NTNF 2.47 23.87 1256.5 15.Zi -1 412,0 .54 4.61 44.51 2346.8 26.37 -1 3.99
602. 30932 EDflT H 5COHP -1 -1 -1 -1 11,217 7.410 5.54 2.87 25.91 1869.92 21.47 2.02 5.05
603. 30932 TDES 28300 21.0 EH-453-F 27.13 52. 76.0 10.3 ,98 96.31
604. 30932 EDflT B BUS 11.58 145.19 7065.0 80.33 -1 2316.0 3.01 3.85 48.23 2347.9 26.69 -1 3.98
605. 30932 EDflT B 5COMP -1 -I -t -1 9.405 5.107 3.01 3.85 48.23 2346.98 26.69 3.12 3.98
606. 31000 VDE5 HACK DAT H-10 1981 78000 221936 NSC EM6-285R 672
607. 31021 TOES 33000 133.8 EH-528-F 29.16 61. 73.0 11.0 1,01 89.29
608. 31021 EDftT C 1NTNF 2.23 9.22 1840.4 24.07 -1 585.6 .46 4.81 19.91 3973.6 51,97 -1 2.53
609. 31021 EDAT C 2CANF 2.88 9.40 2708,6 33.10 -1 859.4 1.13 2.54 8.29 2389.1 30.96 -1 4.22
610. 31021 EDflT C 3LAF 3.13 26.41 3816.1 77.68 -1 1845.4 3.04 1,03 8.68 1911.2 25.53 -1 5.27
611. 31021 EDflT C 4KTNF 1.36 6.01 1375.2 23,30 -1 500.9 .50 3,14 12.13 3180.8 47.05 -1 3,17
612. 31021 EDftT C 5C0HP -I -1 -1 -1 33.637 8.358 S.14 1,91 9.94 2325.14 31.19 6.55 4.33
613. 31021 TDES 53000 133.8 EH-526-F 133.8 29.17 55. 75.0 10.S .9? 93.94
614. 31021 EDAT H INTNF 1.33 7.14 '1546.1 20.75 -1 491.3 .5« 3.06 14.32 3100.6 41.61 -1 3.25
615. 31021 EDAT H 2LANF 2,39 9.33 2640.0 34.13 -1 837,6 1.16 2,24 8,23 2281.3 29.49 -1 4.42
616. 31021 EDAT H 3LAF 3.76 21.61 5826.2 74.79 -1 1846.9 3.21 1.17 6.73 1813.5 23.3! -1 5,56
617. 31021 EDflT H 4NTNF 2.11 5.24 1065.8 14.71 -1 339.9 .50 4.21 10.48 2131.8 29.42 -1 4,70
618. 3I02J EDflT H 5COMP -1 -1 -1 -1 13,725 7.732 5.36 1,86 8.12 2064.90 26.91 2.56 4.88
619. 31022 TDES 33000 133.8 EM-328-F 29.13 69. 72.0 11.9 1.04 96.17
620. 31022 EDflT C IHftf 1.89 9.83 1843.5 23.83 -1 587.2 .48 3.98 20.66 3877.4 50,06 -1 2.59
621. 31022 EDflT C 2LANF 2.62 10.61 2851.5 35.26 -1 904.7 1.IS 2.28 9.24 2484.2 30.72 -1 4.06
622. 31022 EDflT C 3LAF 3.60 21.89 6166.5 78.30 -1 1933,9 3.22 1,12 6.80 1913.2 24.38 -1 5,27
623. 31022 EDAT C 4NTNF 1.80 8.09 1593.5 22.69 -1 .507.0 .50 3.59 16.J6 3182.1 45.31 -1 3.16
P- 624. 31022 EDflT C 5COHP -1 -I -1 -1 12,982 8.716 5.34 1.85 9.44 2330.86 29.99 2.43 4.32
,1 625. 31022 TDES 55000 135.8 EM-328-F 27.14 74. 73.0 14.2 1.13 92,19
i- 626. 31022 EMT H 1HYNF 1.56 7.56 1329.7 23.34 -1 486.4 .46 3.27 15.82 3202.4 48.85 -1 3.14
627. 3102Z EDftT H 2LANF 2.72 8.47 2251.2 33.26 -1 715.0 1.15 2.36 7,34 1950.4 28.82 -I 5.16
626. 31022 EDftT H 3LAF 3.81 17.81 5164,7 74.74 -1 1637.0 3.23 1,18 3.31 t399.4 23.13 -I 6.31
629. 3102Z EDAT H 4NTNF 1.72 6.35 1324.5 21.63 -1 421.4 ,49 3.52 13.01 2714,4 44,32 -I 3.70
630. 31022 EDAT H 5COMP -1 -1 -I -1 11.393 7,188 5.35 J,83 7.51 1919.97 28.60 2.13 5.25
631. 31100 VDES MACK DAT H-I0 I960 78000 240732 HAC EH6-283 672
63Z. 311Z1 TDES 33000 133.8 EH-328-F 29.05 58. 73.0 10.3 .99 ?3.64
633. 31121 EDAT C 1NTNF 1.64 12.24 1752.4 18.18 -1 558.9 .50 3.31 24.66 3529.5 36.62 -I 2.84
634. 311Z1 EDAT C 2LANF 2.63 11.49 2917,7 27.68 -1 926.0 1.18 2,25 9.75 2476.4 23.50 -J 4.07
633. 31121 EDAT C 3LAF 2.97 16.75 6426.8 63.31 -1 2032.6 3.28 .90 5.10 1938.1 19.35 -1 5.16
636. 31121 EDAT C 4NTNF 1.20 9.39 1617.3 18.00 -1 514.6 .53 2.27 17.74 3053.2 34.00 -I 3.29
637. 31121 EDAT C 3CCHP -1 -1 -1 -1 16.432 8.891 5,49 1.54 9.09 2317.46 23.22 3.00 4.35
638. 31121 TDES 55000 135.8 EM-528-F 29.00 58. 74.0 10.8 1.00 93.60
639. 311Z1 EDAT H 1NYNF 1.32 9.41 1603.1 17.30 -1 310.4 .50 3.03 18.72 3187.6 34.39 -1 3.15
640. 31121 EDAT H 2LANF 2.70 9.79 2677.8 27.53 -1 849.7 1.16 2.33 8.43 2308.0 23.73 -1 4.37
641. 3(121 EDAT H 3UAF 2.94 16.71 6087.1 62.00 -i 1925.7 3.26 .905.13 1869.9 19,05 -i 5.41
64Z. 31121 EMT H 4NTHF J.36 8.36 1506.2 16.23 -I 479.2 .32 2.63 16.16 2913.2 31.43 -i 3,45
643. 31121 EDflT H 3COMP -1 -1 -j -1 15.306 8.302 5.44 1.57 8,14 2184.38 22.64 2.82 4.62
644. 31122 TDES 35000 135.8 EM-528-F 29.00 70. 75.0 13.5 1.10 93.65
643. 31122 EDAT C 1NYNF 1.98 13.64 1744.6 20.01 -1 557.4 .47 4.23 29.07 3718.7 42.63 -1 2.69
646. 31122 EDflT C 2LANF 2.46 11.03 2712.1 29.56 -1 860.9 I.13 2,17 9.74 2391.3 26.06 -1 4.21
647. 31122 EDflT C 3LAF 2.95 17.06 6453.7 70.87 -1 2041.2 3.25 .91 3.25 1986.2 21,81 -1 5.09
648. 31122 EDAT C 4NYNF 1.14 8.29 1356.6 19.24 -1 494.9 .52 2.21 16.02 3008.6 37.18 -1 3.34
649. 31122 EDAT C 5COF1P -1 -1 -t -i 13.283 8.719 5,37 1.59 9.32 2321.62 26.01 2.85 4.34
630. 31I2Z TDES 33000 135.8 EH-528-F 27.01 70. 75.0 13.5 1.10 94.59
651. 31122 EDAT H 1NJNF 1,48 9.45 1330.4 18.29 -1 487.3 .30 2.77 19.00 3077.0 36.78 -1 3.26
652. 31122 EDAT H 2LANF 2.42 11.02 2700.4 29.40 -1 857.2 1.16 2.09 9.31 2330.1 25.37 -1 4.32
653, 31122 EDflT H 3LAF 2.57 18.49 6221.6 64.20 -1 1968.5 3.21 .80 5,77 1940.8 20,03 -1 5.21
654. 31122 EDAT H 4NYNF 1.40 9.53 1561.5 18.15 -1 497.2 .50 2.81 19.09 3128,9 36.38 -I 3.21
633. 31122 EDflT H 3COHP -1 -1 -1 -1 13.877 8.402 5.36 1.47 9.M 2240.93 24.26 2.96 4.50
656. 31200 VDES KENW DAT H-10 1976 78000 100000 CAT 3406 893
657. 31221 TDES 55000 135,8 EM-528-F 29.11 70. 75.0 13.5 1.10 96.11
658. 31221 EDAT C 1NTNF 3.62 32.97 2106.3 21.43 -1 684.4 .48 11.61 68.17 4354.8 44.30 -1 2.26
659. 31Z21 EDAT C 2LANF 3.73 26.43 3100.4 33.00 -1 993.9 1.13 5.05 23.33 2734.7 30.87 -1 3.65
660. 31221 EDflT C 3LAF 4.60 39.23 6628.2 73.07 -J 2108,7 3.2* 1.44 12.26 2070.7 23.43 -1 4.85
-------
T
461. 3J221 EDAT C 4NTNF 2.14 15.43 1566.1 19.02
46Z, 31Z21 EDAT C 5COHP -I -1 -I -1 25
663, 31221 TDES 55000 135.8 EH-528-F 29.12 83. 76.0
664. 31221 EDAf H HiTNF 2.59 t0,60 1710.5 21.72
465, 31221 EDAT H 2LANF 3.B4 Z7.75 2992.3 36.10
666. 31221 EDAT H 3LAF 4.04 35.94 4280.7 77.48
447. 31221 EDAf H 4KYNF 2.30 15.81 1714.3 23.57
660. 31221 EDAT H 3COMP -1 -1 -1 -I 22
669. 31222 TDES 55000 135.8 EH-S28-F 29.11 82. 74.0
670. 31222 EDAT C INTNF 5.52 37.50 2090.1 22.91
671. 31ZZ2 EDAT C ZLANF 5.60 Z9.56 3191.3 36.29
472. 31222 EDftT C 3LAF 4.4i 38.42 4609.4 79.70
673. 31222 EDAT C 4NYNF 2.38 18.44 1725.6 21,35
674. 31222 EDAT C 3COHP -1 -I -1 -1 27
675. 31222 TDES 35000 135.8 EM-528-F 29.12 78. 75.0
476. 31222 EDAT M 1NYNF 2.63 21,79 1784.§ 22,72
677. 31ZZZ EDftT H 2LANF 4.31 24.25 2975.3 35,26
478. 31222 EDAT H 3LAF 4.23 37.35 6433.4 78.84
479. 31222 EDAT H 4NTNF 2.23 14.47 1717.0 21,91
480. 31222 EDftT M SCOHP -1 -1 -1 -1 23
661. 31300 VDES KENH DAT H-13 1982 76000 180216 CAT
482. 31321 TDES 55000 135.8 EH-528-F 29.11 58. 74.0
483. 31321 EDAT C INTNF 5.95 33.77 2213.4 25.67
484. 31321 EDBT C ZLANF 4.39 23.72 3224.7 42.64
685. 31321 EDAT C 3LAF 3.12 23.89 6771.9 90.51
486. 31321 EDAT C 4NTNF 1.82 11.48 1770.4 27.51
487, 313Z1 EDAT C 3C0HP -1 -1 -1 -1 16
668. 31321 TDES 55000 135.8 EM-528-F 29.10 64, 79.0
489. 31321 EDAT H 1HTNF 2.03 12.97 1803.2 29.25
490, 31321 EDAT H 2LANF 2.92 15.56 3082.4 48.60
491. 31321 EDAT H 3LAF 3.37 23.08 6760.5 101.72
492. 31321 EDAT H 4KYNF 1.89 11.33 1679.7 28.34
493. 31321 EDAT H 5COHP -1 -1 -1 -1 12
694. 31322 TDES 55000 135.8 EM-528-F 29.12 70. 74.0
675. 31322 EDAT C INTNF 5.35 31.93 2367.3 29.33
696, 31322 EDAT C 2LANF 3.93 24.18 3553.5 47,49
697. 31322 EDftT C 3LAF 2.79 Z4.77 7759.6 104.84
698. 31322 EDAT C 4NTNF 1.73 12.86 1882.4 29.07
679. 31322 EDAT C 5COMP -1 -1 -1 -1 17
700. 31322 TDES 33000 135,8 EH-5Z8-F 29.14 79. 77.0
701. 31322 EDAT H INTNF 2.05 18.47 1900.0 30.96
702, 313ZZ EDflT H ZLANF 2.70 16,51 3198.6 52.50
703. 31322 EDflT H 3LAF 3.38 23.24 7629.6 114.75
704. 31322 EDAT H 4NTNF 1.70 12.10 1876.3 31.80
705. 31322 EDAT H 3COHP -1 -1 -1 -I 14
706, 31400 VDES HH1T DflT N-9 1982 78000 57755 CUM
707. 31421 TDES 53000 133.6 EH-328-F 29.36 56. 77.0
708. 31421 EDAT C 1NTNF 4.54 12.32 1707.0 11.28
709. 31421 EPAT C 2LANF 4.44 13.70 2?33.4 21.91
710. 31421 EDAT C 3LAF 5.73 32.39 4118.1 69.22
711. 31421 EDAT C 4NTNF 4.12 9.45 1345.5 12.26
712. 31421 EDAT C 3COBP -I -1 -I -1 11
713, 31421 TDES 55000 135.8 EH-328-F 29.34 61. 81.0
714. 31421 EDAT H 1NTIT 3.46 10.57 1630.9 13.83
715. 31421 EDflf H ZLANF 4.72 12.46 2633.3 25.91
716. 31421 EDAT H 3LAF 3.35 31.48 3960.9 79,12
717. 31421 EDflT H 4NTNF 3.80 11.3B 1649.0 17.17
718. 31421 EDAT H SCOHP -1 -1 -1 -1 10
717. 31422 TDES 53000 135.8 EM-528-F 29.33 74. 74.0
720. 31422 EDAT C IMTfF 4.63 11,73 1749.0 12.50
721. 3142Z EDAT C ZLANF 4.47 12.34 2859.4 2Z.Z3
722. 31422 EDflf C 3LRF 5.71 30.70 5969.2 71.71
723. 31422 EDAT C 4NTNF 4.07 1«.29 1683.i 14.63
724. 31422 EDftT C 5COMP -1 -1 -1 -1 1Z.
723, 31422 TDES 55000 135.8 EB-528-F 29.34 45. 80.0
~726.' ' ' '31422 EOAT H INTNF 3.30 11.13 1449.3 IS.S3
-1 302.3 .40 5.37
,992 7,456 5.2Z 3,47
14.5 1.23 95.07
-1 530.8 .47 3.4?
-1 958.7 1.15 3.34
-1 1997.2 3.17 1.28
-1 549.4 .49 4.71
.387 8.944 5.28 2.42
15.3 1.10 75,88
-I 681.4 .48 11.41 77.59 4325.2
36.78 3737.6 47.62 -1 2,
21.87 2569.14 28.85 4.78 3,
43.71 3629.5
24.10 2578.2
11.35 1983.4
32,35 3507.6
46.09
31.35
24.53
48.21
m, 1
-I
V I
-1
18,97 2405.79 30.14 4.24 4
53
89
74
84
07
85
16
47.40 -1 2.27
10Z3.9 1.14 4,?1 ZS.89 Z794.7 31,78 -1 3.37
-I
-I 2192.1 3.16 1.42
-I 5S4.2 .52 .60
.941 9.616 5.30 3.39
15.0 1,17 94.50
-1 574, 6 .49 3. 38
1.15 3.75
3.J7 1,34
.50 4.43
12.16 2071.1
33.70 334(1. Z
25.21
41.32
-1
-1
23.37 2547.92 30.Z2 5.27 3
81
98
89
5.31 Z.52
-1 933.1
-I 550.4
.022 9.094
3406 893
10.7 1.00 71,16
717.5 ,50
1031.1 1.14 4.02
2144.6 3.20 .97
570.7 .33 3.44
766 9.848 5.36 2,68
4.1 1.12 92.72
573.4 .52 3.88
980.1 1.16 2.32
2141.1 3.24 1.04
535.B .51 3.69
. 52 7.333 5.44 1.68
2.9 1.08 96.24
765.9 .53
44.62
22.82
11.
32.
19.
78
70
17
3434,
2586,
2029,
3408.
2430.
6
4
7
Z
33
46
.51
30.65
24
43
29
.87
.50
.88
-I
-1
-1
-1
4.71
2
3
4
2
4
.72
.86
.95
.93
.12
1Z.01 68.14 4470.0 51.60
20.82*2832.2 37.43
7.44 2115.0 28,27
21.74 3390.3 52.08
17.31 2610.43 34.73 3.
24.77 3444.9
13.43 2660.6
7.11 2083.6
22.15 3284.1
53.88
41.95
31.35
53.40
11.58 245B.48 38.23 2.
11.34 40.69 4476.7
33.73
40.10
31.89
34.44
17.01 2822.75 38.23 3.
12.82 2642.58 41.93 2.70
3
2
3
4
2
.20
.53
.77
,94
3.84
2
3
4
.91
.78
.85
3.03
25
7
1
70
4
2
3
4
2
3
2
3
4
2
.11
.20
,34
.28
.74
.56
.80
,70
.32
.74
3.78
1133.3 1.18 3.32 20.42 3000.8
2455.6 3.29 .83 7.54 2360,1
600.1 .51 3.37 24.78 3655.0
. 78 10.926 5.51 2.54
6.2 1.22 94.07
408.8 .53 3.84 34.70 3348.6 38.15
1017.1 1.182.47 14.042721.7 44.66
2414.5 3.27 1.04 7.12 2336,7 35.14
-1 597.6 .31 3.31 23.61 3662,3 62.07
.800 10.227 3.47 1.83
FOR-350 855
11.3 1.02 93.33
-1 547.5 .44 1«.2
-1 733.8 1.14 3,88
-1 1946.0 3.22 1.78
-1 494.9 .48 8.43
.419 8,648 3.29 3.56
14.3 1,13 91.97
-I 521.4 .51 6.7?
-1 845,5 1.16 4.04
1 1893.7 3.25 1.03
-1 528.1 .32 7.34
.309 8.353 3.44 2.82
13.4 1.10 72.17
1 366.8 .46 10.02 25.40 3830.1 27.07 -1 2.61
I 907.9 1.14 3.92 10.81 2303.1 19,40 -1 4.01
1 1898.4 3.32 1.78f.31 1797.8 21.43 -1 3.39
1 539.1 .31 7.96 20.14 3297.3 28,63 -1 3.03
774 8.631 5.43 3.51 12.01 2260.07 22.30 2.33 4.44
14.5 1.14 92.65
1 534.0 .51 6.85 21.81 3Z63.7 3B.37 -1 3.04'
27.70
11.79
10.03
19.81
1Z.84
20.67
10.89
9.70
22.00
12.14
3664
2567
1877
3241
2327
3188
ZZ82
1836.
3186
2187
.1
.1
.6
.1
.71
.7
,8
4
.7
.38
23.54
17.18
21.47
23.71
21.70
30.96
22.29
24.37
33.19
23.39
2.,
-
_ .
-
l.<
2.58
3.91
3.30
3.08
19 4.31
3.14
4.40
5.48
1 3.13
99 4.59
-------
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1
727.
729.
729.
731,
731.
732.
733.
734.
733.
736.
737.
738.
739.
740.
741.
74Z.
743.
744.
743.
746.
747.
748.
749.
730.
731.
732.
733.
734.
75S.
736.
757.
758.
73*.
760.
761.
762.
763.
764.
763.
766.
767.
76B.
769.
770.
771.
772.
773.
774.
773.
776.
777.
778.
779.
781.
781.
782.
783.
794.
783.
786.
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789.
790.
791.
792.
3142Z
314ZZ
3142Z
314ZZ
313M
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313ZI
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313Z1
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31321
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31321
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313Z2
31322
3I32Z
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3)322
31322
31322
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3I5ZZ
31322
313Z2
316M
31621
31621
31621
31621
31621
31621
31621
31621
31621
31621
316ZI
31621
3162Z
31622
31622
31622
31622
31622
31622
31622
31622
3162Z
31622
31622
31623
31623
31623
316Z3
31623
31623
31623
31623
31623
31623
31623
31623
EDAT
EOAT
EDAT
COAT
VDES
TOES
EOAT
iOAT
EOAT
EDAT
EOAT
TOES
EOAT
EDAT
EDAT
EOAT
EOAT
TOES
EOAT
EDAT
EOAT
EDAT
EDAT
TDES
EOAT
EDAT
EDAT
EDAT
EOAT
VDCS
TDES
EOAT
EDAT
EDAT
COAT
EDAT
TDES
EDAT
EDAT
EDAT
EOAT
EDAT
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
TOES
EDAT
EDAT
EDAT
EDAT
EDAT
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
K 2LANF 4.Z4 11.36 2397.9 24.41
H 3LAF 3.71 Z9.Z4 3802.4 74.12
H 4NTNF 3.73 10.74 1649.3 15.34
H 5COHP -1 -1 -I -I
-1 826.9 1,16 3.67 9.83 2249.1 21.13 -1 4.47
-1 1843.1 3.21 1.15 9.09 1805.* 23.06 -1 3.58
-1 327.8 .31 7.30 20.68 3205.8 30.20 -1 3.JZ
10.907 8.229 3.40 2.8Z 11.38 2171.97 24.02 2.02 4.62
IHCT DAT H-B 1979 80000 176000 CUH FOR-350 349
36800 135.8 EH-3Z8-F 27.24 63. 77.0 12.9 1.08 95.03
C 1MTNF 5.33 62.82 2288.6 13.26 -1 736.4 .51 10.88 1Z3.45 4497.1 Z6.06 -1 Z.13
C 2LANF 4.47 46.38 3443.2 21.94 -1 1110.3 i.16 3.86 39.99 2968,8 18.92 -1 3.34
3.49 57.68 6878.Z 71.20 -1 2197.3 3.33 1.63 17.32 2045.2 21.38 -1 4.85
14.45 -1 433.2 .32 7.60 68.72 3742,0 37,72 -1 2.62
-1 25.026 10.362 5.32 3.52 36.72 Z637.53 21.89 4.53 3.76
36800 138.0 EH-328-F 29.24 63. 77.0 12.9 1.08 93.03
H 1MTIF 4.05 44.64 2001.7 15.09 -1 653.7 .33 7.59 83,71 3733.6 28.30
H 2LAMF 4.77 31.87 3353.2 24.48 -1 1073.2 1.20 3.99 26.63 2804.3 20.47
5.96 74.17 6447,4 81.28 -1 2070.4 3.27 1.82 22.69 1972.6 24.87
C 3LAF
C 4NTNF 3.96 33.83 1950.8
C SCOHP -1 -1 -1
H 3LAF
H 4H1MF 3,38 41.30 1971.8 16.07 -1 644.2 .53 6.70 77,20 3685.6 30.03
-1
-1
-1
-1
2.60
3.56
3.03
2.66
H SCOffP
36800 138,
-1 -1 -1 -1 24.196 9.802 3.53 3.32 34.70 2489.65 24.75 4.37 3.98
0 EH-528-F 29.19 78, 736,i 13.6 1,19 96.71
C 1NTNF 3.41 47.42 2267.8 14.29
C 2LANF 5.13 29.34 3580.3 23.69
C 3LAF 4.90 33.73 6666.9 80.09
C 4NVNF 3.37 34.10 1967.4 15.60
C SCOHP
-1 742.1 .51 10.63 93,42 4467.5 28.16 -1
-I 1143.8 1.20 4.30 24.31 2991.2 21.46 -1
-i 2128.3 3.33 1.47 16.1Z 1999.9 24.03 -1
-1 439.0 .30 6.73 68.33 3942.0 31.26 -1
-1 -1 -1 -1 22.J31 10.265 5.54 3,40 29.73 Z613.46 Z4.30 4.
36800 138.0 EM-5Z8-F 29.19 71. 78.0 15.1 1.17 95.89
H INfNF 4.19 44.76 1969.7 14.22 -1 643.8 .54 7.72 82.41 3626,7 26.18
H 2LANF 4.88 34.01 3174.2 22.85 -1 1020.0 1.19 4.09 28.31 2661.3 19.16
5.63 49.08 66Z4.Z 77.48 -I 2113.3 3.33 1.69 14.73 1990.7 Z3.28
N 3LAF
H 4NTHF 3.34 32.40 1848.9 14.72 -t 600.9 .35 6.10 39.23 3380.3 26.91
H 3COHP
-1
-1
-1
-I
2.19
3.34
3.01
2.50
19 3.P0
2.69
3.74
3.04
2.91
-1
-1 -1 -1 22.090 9.658 5.61 3.22 28.36 2427.10 23.04 3,94 4.10
IHC DAT H-8 1979 78000 147867 CUH FOft-290 833
33000 134.5 EH-5Z8-F 29.30 91. 76.0 18.1 1.32 90.41
C 1NTNF 3.38 13.00 2247.4 20.84 - 717.7 .48
10,07 3386.4 33.68
7227.0 118.99 -
1976.8 22.64
C 2LANF 3.17
C 3LAF 2.95 13.72
C 4NYNF 2.49 9.20
C SCOHP -i -1
-I
33000 134.3 EH-3Z8-F 29.32 93. 73.0 8.3 1.33 92.22
H 1NTW 3.06
H 2LANF 3.39
H 3LAF 3.13
H 4NTNF 2.82
H 3COHP -1
14.14 1840.9 20.38
9.53 3032.0 34.73
15.96 6931.0 114.42 -
12.99 1939.3 22.86
7.00 31.10 4650.9 43.20
1073.2 1.16 2.73 8.67 2916.6 30.73
-1
2282,7 3.29 .90
628.8 .51 4.86
4.17 2196.7
17.94 3833.1
36.17
44.16
-1 15.73* 10.369 5.45 2,20 8.81 2724.39 36.39 2.89 3.70
589. P
961.7
2190.9 3.24
619.2 .32
.50 6.16
1.17 2.89
96
28.42 3701.3 40.97
8.16 2589.4 29.68
4.92 2138.1 35.30
3.47 23.17 3757.0 44.28
2.15
3.46
4.61
2.41
2.70
3.89
4.73
2.47
-1
-1
-1 11.554 9.616 5.43 2.29 9.70 2532.78 35.46 2.13 3.98
35000 134.5 EH-328-F 29.31 83. 76.0 16.3 1.23 88.73
C 1NTW -1 13.87 2123.1 18,38
C 2LANF -1 11.28 3643.1 37.31
C 3LAF -1 13.40 7378.6 118.33
C 4NTNF -1 11.31 1994.0 22.84
C SCOHP -1 -1 -1 -1
-1
-1
-I
-1
673.3 .47
1150.3 1.20
2323.9 3.30
631.3 .51
-1
-1
-1
29.73 4350.5
9.37 3025.7
4.03 2232.6
39.82
31.13
33,81
-1 22.45 3888.7 44.53
-I
-1
-1
-1
2.Z2
3.33
4.34
2.60
35000 134.3 EH-528-F 29,33 83. 77.0 16,9 1.26 87.97
13.812 10.342 3.49 -1 9.12 2758.40 35.94 2.32 3.67
442.* .52 4.78
1016.9 1.22 2.31
2260.8 3.35 .73
651.1 .34 4.14
H 1NTNF 2.48 15.64 2010.0 21.73 -1
H 2LANF 2.81 11.11 3206.2 36.47 -I
H 3LAF 2.45 13.78 7153.7 119.25 -1
H 4NTNF 2.23 11.69 2044.7 24.02 -1
H SCOW -1 -1 -1 -I
55000 134.3 EH-328-F 29.18 60. 77.0 12.2 1.03 89.28
C 1NTNF 3.42 12.062136.1 17,60 -1 681,2 ' .48 7.12
C 21AMF 2.90 8.23 3478.8 33.54 -1 1101.1
C 3LAF 2.79 13.46 6813.0 100.10 -1
C 4NTNF 2,46 8.39 1855.8 20.00 -1
C SCOHP -1 -1 -1 -1 12.559 9.979 3.33 2.17
33000 134.3 EM-328-F 29.18 65. 80.0 14.6 1.15 91.34
H INlfPF 2.70 10.81 1949.0 21.43 -1 621,1 ,.52 3.21
H 2LAHF 3.01 8.10 3080.9 34.26 -1 976. 1.18 2.33
H 3LAF 3.12 13.31 6905.3 110.43 -I 2182.6 3.27 .96
H 4NTNF Z.81 10.iZ 1890.9 22.10 -1 60Z.5 .32 3.38
H 3COHF -1 -1 -1 -1 10.846 9.663 3.49 2.12
30.14 3874,7
9,13 2633.2
4,71 2133.9
21,84 3818.8
41.93
29.98
35,59
44.86
-1
-1
-1
-1
2.38
3.83
4.74
2.63
11.903 10.079 3.62 1.77 9.43 2364.71 33.83 2.12 3.93
1.19 2.43
2132.9 3.14 .89
390.3 .32 4.74
23.11 4447.9 36.63 -1 2.23
6.89 2913.3 28.09 -1 3,47
4.29 2170.3 31.88 -1 4.46
16.18 3377.4 38.33 -1 2.81
7.90 2478.80 32.11 2.36 3.77
20.82 3734.1
6.86 2607.4
4,68 2112.2
19.18 3418.2
41.32 -I
29.01 -1
33.78 -I
42.29 -I
Z.67
3.87
4.79
2,77
8.03 2317.18 34,28 1.97 4.01
-------
793.
794.
793.
796.
797.
798.
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I
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X-
801.
602.
803.
604.
80S.
606,
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610.
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812.
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819.
814.
817.
818,
819.
810.
821,
622,
623,
824,
823.
826.
827.
828,
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830.
631.
632.
833,
834,
833.
836,
637.
838,
839.
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641.
842.
843.
644.
843.
846.
847.
848.
849.
830.
851.
831,
851.
894.
659.
896.
657.
-898.
839.
317*0
31721
317ZI
31721
317ZI
31721
31721
31721
31721
31721
31721
31721
31721
31722
31722
31722
31722
3172Z
31722
317ZZ
31722
31722
31722
31722
31722
31800
31821
31821
31821
31821
31§21
31821
31621
31621
31621
31621
31821
31821
31822
31822
31S22
31822
31822
31822
31822
31822
31822
31822
31822
31822
31900
31921
31921
31921
31921
31921
31921
31921
31921
31921
31921
319Z1
31921
31923
31923
31923
31923
WPES
TDES
EDAT
EDftT
EDAT
EOftT
EORT
TDES
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COAT
TDES
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EDAT
EDAT
EDAT
EDAT
TDES
EDAT
EDAT
EDAT
EDAT
EDAT
TDES
EDAT
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EDAT
EDAT
TDES
EDAT
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TDES
EDAT
EDAT
EDAT
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TOES
EPAT
EDAT
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EPAT
EDAT
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EDAT
EDAT
EDAT
OK? H-B 1981 78009 158741 CUM FQft-339 855
54000 134.5 EN-328-F 29.37 60. 78.0 12.6 t.07 92.93
C 1NYNF 4,30
C 2LANF 5.65
C 3LAF 4.49
C 4NYNF 4,
C 5CONF-
.20
-I
10.34 1652.1 1Z.02 -1
12.50 Z934.8 23.17 -1
24,51 5600.3 64.54 -1
9.79 1626.3 14.47 -1
-1 -1 -1 14.331
329.2
934.9
1778.0 3.06 1.47
320.3 .30 8.40
S.297 5.14 3.66
.44 IB.24 23.34 3734.2
1.14 4,96 10.96 2576.0
8.00 1828.0
19.58 3253.0
27.31 -1 2.66
20.35 -I 3.89
21.06 -1 5.31
28.95 -1 3.07
11.11 2297.39 22.21 2.79 4.37
34000 134.5 EH-5Z8-F 29.39 58. 81.0 13.4 1.10 98.73
H 1NTNF 4.00 7.87 1436.6 12.31 -1 439.7 .44 9.03
H 2LANF 4.33 12.77 2619.8 25.54 -1 834.8 I.16 3.93
H 3LAF 3.63 24.05 5706.1 77.30 -1 1810.2 3.22 1.13
H 4NYNF 3.82 8.78 1535.6 14.70 -I 491.1 ,49 7.81
H 5C0MP ~t -1 -1 -I 10.389 7.929 5.31 3,fll 10.07 2127.12 24.49 1.96 4.72
34000 134,3 EH-S28-F 29.27 78, 76.« 15.5 1.19 95.78
17.77 3242,6 26.24 -1 3.06
11.01 2256.9 22.02 -1 4.44
7.47 177Z.2 24.01 -1 5.69
17.97 3141.4 30.07 -1 3.18
-1
-1
-1
-1
2.59
3.87
3.47
3.19
C 1NTNF 3,93 10,78 1703.8 13.48 -J
C 2LANF 4.Si 12.39 2849.6 23,95 -1
C 3LAF 4.46 24.71 5806.1 73,12 -1
C 4NYNF 3.87 8.96 1494.3 13.99 -1
C 3COWP -1 -1 -1 -1 12.650 8.320 5.17 3.Z4 11.03 2292.86 Z4.09 2.45 4.38
54000 134.3 EH-528-F 29.26 74. 75.0 14.1 1.13 94.58
H INYIT 3.13 7.01 1263.8 12.18 -1 404.1 .46 6.65
H 2LANF 3.24 12.73 2625.0 24.9Z -1 835.1
H 3LAF 3.11 23,36 5777.8 80.37 -1 1832
H 4NTNF 3,71 9.24 1538.3 13.05 -1 492.1
H 5COHP -1 -1 -1 -1 11.567 7.859 5.22
FORD DAT fl-7 1981 80000 38000 CUM NTC-3B0 655
57i»0 138,2 EH-528-F 29.63 32. 73.0 5.6 ,B6 90.27
C 1NTNF 3.29 9.48 1848,1 14.05 -1 589.Z .49 6.74 19.41 3784.2 28.78 -1 2.65
C ZLANF 4.04 9,81 2§S«.B 2Z.49 -1 905.9 1.10 3.67 8.90 2587.8 20.41 -1 3,if
C 3LAF 5.22 13.84 5979.9 71,70 -1 1892.8 3.12 1.67 4,43 1914.9 2Z.96 -1 5.28
C 4NYNF 2.73 6.95 1532.8 13.93 -1 488.3 .50 5.44 13,97 3058.2 27.84 -1 3.28
C 3CIWP -1 -1 -1 -1 9,885 8.4546 5.21 2.93 7.69 2342.09 23.44 J,79 4.30
37000 138.Z EH-528-F Z9.64 30. 74.0 5.4 .83 89.69
545.1 .44 B.91
907.f 1.10 4,19
1842.8 3.15 !»*!
476.3 .48 B.12
1.13 Z.87
.9 3.16 .98
.48 7.81
Z.53
24.44 3864.3 30.56
11.46 2593.8 21.B«
7.84 1841.1 Z3.lt
18,80 3133.8 29.33
15.37 Z77Z.2
I1.Z9 2323.Z
8.09 1829.Z
19.45 3237.6
10.45 2146.70 25,39
H 1NYNF 2.74 8.Z3 1554.6 14.46
H 2LANF 3,67 8.99 2350.4 23.66
H 3LBF 3.00 14.40 5997.8 81.97
H 4MYNF 2.21 6.33 1613.6 15.88
H 5COHP -I -1 -1 -1
57000 136.2 EH-528-F 29.36 40.
C INrNF 3.25 8.92 1840.4 15.01
C Z1.AWF 4,61 9.30 2946.9 24.48
84 13.78 6259.3 78.64
-1
-1
C 3LAF
C 4NTNF
C 5COHP
.28 7.34 1700.8 16.31
-1 -1 -1 -1
57000 138.2 EH-52i-F 29.37 30.
H 1NVNF 2,96 8.09 1629.0 13.23
H 2LAHF 3.91 8.95 2724.5 25.99
3.89 13.61 6302.5 87.45
2.73 7.04 1660.9 16.71
-1 -1 -1 -1
H 3LAF
H 4NTNF
H 3COMP
CMC OAT
-1 495.B .48 5.76 17.29 3266.2 30.37 -1 3.07
-1 810.3 1.07 3.42 8.38 2376.9 22.03 -1 4.23
-1 1896.3 3.09 ,97 4.66 1942.6 26.55 -1 5.Z1
-1 51Z.9 .49 4.49 13.29 383.86 32.31 -1 3.06
6.592 8,193 5,13 2.27 7.44 2264.98 26.32 J.29 4.41
70.0 6.4 .67 89.Z6
-1 586,5 ,47 6.89 16.92 3905.2 31.85
-1 936.1 1.10 4.21 8.48 2687.6 22.33
-1 1982.3 3.16 2.17 4.37 1983,5 24,92
-i 541,8 .51 6.38 14,25 3303.2 31.68
8.433 8,923 5.24 3.43 7.51 2433.49 25.47
77.0 5.9 .86 B7.90
-1 519.3 .49 3,99 It.37 3297.9 30.83 -1 3.M
-1 865.2 1.11 3.51 B.03 2*44.6 23.32 -1 4.If
-1 1993.8 3.18 1.23 4,33 1983.2 27.52 -1 5.10
-J 326.6 .51 5.35 13.80 3233.4 32.76 -1 3.09
7.090 8.613 5.30 2.55 7.15 2323.45 27.45 1.34 4.34
2.93
4.28
-1 3.81
-1 3.47
1,61 4.73
K-9 1980 80000 81878 CUM NIC-300 855
57000 138.2 EH-528-F 29.30 71. 77.0rJ4.4 1.14 90.20
C 1NYNF 3.77 12.54 1926,8 19.45
C 2LANF 3.90 12.67 3287.8 29.14
C 3LAF 6.91 17.81 6473.4 83.35
C 4NTHF 4,46 1B.ZB 1694,9 13.63
C 5CQMP -1 -1 -1 -1
57000 138.2 EH-SZi-F 29.30 71. 77.0
H 1NYNF 3.39 11.07 1668.6 14.44
H 2LANF 4.39 12.4i 2641.8 24.79
H 3LAF 3.50 20,60 6002.0 83,04 -1
H 4NYNF 4.21 11.45 1633.3 16.94 -1
H 3COHP -1 -1 -1 -111.
37000 136.2 EH-32B-F 29.36 69. 72.0
C imtif 4.27 13.31 1977.7 14.83 -1
C 2LAWF 5;55 12.67 3306,4 26.87
C 3LflF 6.84 15.94 6377.3 77.19
17
614.6 .45 8.34 27.73 4267.0 34.18 -1 2.34
1046.2 1.11 9.31 11.40 2958.0 26.21 -1 3.40
2033.3 3.12 2.21 5.70 2073.7 27.32 -1 4.87
"542,6 .30 8.93 20.60 3396.1 31.75 -1 2.94
300 9.390 5.19 4,06*10.28 2581.63 28.11 3.34 3.89
14.4 1.14 93.29
333.8 .47 7.37 23.38 3324.3 34.74 -1 2.84
841.4 1.12 3.9i 11.10 2363.* 23.98 -1 4.25
1901,4 3.17 1.10 1,50 1894.3 Z4.21 -1 5.33
529.9 .49 8.43 23.48 3391.3 33.93 -1 f.94
141 8.393 3.23 2.99 10.38 2260.72 27.22 2.12 4.41
11.8 1.04 93.14
632.9 .43 9.49 29.58 4396.0 32.93
-1 2,27
-1 1051.7 1.13 4.91 11.22 2928.6 23.80 -1 3.43
-1 2020.5 3,15 2.17 5.06 2024.5 Z4.51 -i 4.99
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32100
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EDAT
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C 4STNF
C SCOHP
,07
-1
10.36 1797.9 It.79 -1 574.8 .50 8.21 21.30 3627,4 33.87
-1 -1 -1 12.449 9.437 3.22 3.97 10.04 2576,12 £5,
97
-1 2.76
Z.38 3.S
57000 138.2 EH-5Z8-F 29.37 65. 73.0 11.6 1,03 95.12
H 1NYNF 3.44
H 2LANF 4.44
H 3LAF 3,89
H 4NTNF 6.
H SCOHP
,13
-1
11.01 1729.0 15.97
1Z.81 2939.3 27.81
19.87 6478.5 85.50
11.00 1787.2 17.52
-1 -1 -I
CHC RTS A-3 I960 36000 148285 ODA 6V-71N 426
Z8300 76.2 EM-4S5-F 29.34 63. 77.0 12.6 1.88 97
C 1NTNF 2.69 103.54 1904.1 13.02
97.92 2398.8 19.33
119.00 6067.1 44.91
91.25 1426.0 11.69
-1 -1 -1
-1 552.7 .45 7.62 24.38 3828.7 35.37 -1 2.61
-1 935.3 1.11 4.00 11.53 2646.7 Z5.04 -1 3.80
-1 2051.3 3.17 1.23 6.27 2043.8 26,97 -1 4.94
-1 373.7 .49 12.43 22,31 3624.5 35.53 -1 2.
9.833 9.069 5.23 3.43 10,47 2475.40 28.10 1.88 4.
75
06
C ZLANF 3.36
C 3LAF 7.73
C 4NTNF 2.23
C 3CQHP -1
40
656.7 .47 5.77 226.19 4081.1 32.18 -1 2.18
873.4 1.13 3.18 86,73 2301.9 17.30 -1 3.96
1983.6 3.22 2.40 36.94 1883.5 13.94 -i 4.97
96,96 2A97.9 22.12 -1 3.38
69.91 2244.24 17.05 8.61 4.10
-1
-1
-1
-1 478.3 .53 4.21
43.997 8.803 3,35 3.84
28300 76.2 EM-4SS-F 29.36 61. 81.0 14.2 1.13 98.37
H 1NTNF 1.76
H 2LANF 3.36
H 3LAF 7.64
H 4NTNF 2.82
H 3COMP -1
47.99 1368.3 11.83
38.31 2Z51.7 18.19
100.03 3570.0 44,65
51.99 1391,0 11.70
-1 -1
28300 76,2 EM-453-F 29.33 56. 84,0 14.4
8 BUS 7.40 288.20 7127.8 55.26 -1
B 3COMP -1 -1 -1 -1 26.151
28300 76.2 EH-435-F 29.23 83. 78.0
C 1NYNF 2.83 102.84 1936.9 17.01
C 2LANF 3.44 107.15 2499.8 21.39
1Z8.73 6041.3 49.0S
49.13 1461.3 13,05
-1 -1
437.9
743.9
.50 3,52
1.12 3.00
1817,3 3.23 2.35
95,91 2734.7
52.06 2010.4
38.75 1711.9
102.67 2747.2
48.01 1966.62 16.05
C 3LAF 7.38
C 4NfNF Z.41
C SCOHP -1
28300 76,2 EH-4534-F 29.26
H INTNF 2.31 53.78 1431.7
H 2LANF 3.48
H 3LAF 6.43
H 4NfNF 2.48
17.6
-1
-1
-1
-1
-1
-1
-1
-1 468.2 .31 5,57
-1 33.437 7,689 5.3B 2,90
1.14 94,61
2402.7 2.92 2,53 98.76 2442.4
5,298 2.92 2,53 98,76 2442.42
1.29 96,66
665.9 .47 5.97
846.5 1.13 3.03
1980.2 3,14 2.35
488.5 .52 4.66
-1 37.464 8.778 5.26 3.05
72. 80.0 16.2 1.22 98.18
481.6 .31 4.93 103.40 2806.3 24.62
747.1 1.13 3.09 61.54 1991.8 16.30
1763,8 3.28 1.96 32.21 1646.1
453.3 .33 4.70 91.29 2560.4 21.12
-1 23.636 7.398 5.44 2.74 50.87 1915.04 16.01
28300 76.2 EM-4SS-F 29.26 79. 79.0 17.4 1.26 97.36.
B PUS 9.35 309.01 7145.Z 60.60 -1 2420.5 2,92 3.21
-1 -1 -1 -1 25,517 5,337 2.92 3.21
A-4 1970 20000 139173 CAT 3208 636
EM-453-F 29.40 41. 75.0 7.7 .91 86.47
3.77 1141.7 18.94
6.38 1572.9 25.31
13.65 3687.4 47.87
2.80 866.3
-1 -I
EH-455-F 29,41
3.12 678.7
4.37 1362.3 22.52
4.72
18.94 -1 3.72
18.94 6.96 3.72
H SCOHP
-1
12.36
69.34 2244.5 16.36
103.58 5393.7 45.04
48.18 1351.2 11.13
-1 -1
B SCOHP
CHAN RTS
14000 6Z.3
C INTNF .61
C 2LAKF 1.0Z
C 3LAF 3.18
C 4NTNF ,93
C SCOHP -1
14000 6Z.3
H 1NYMF .65
H ZLANF
H 3LAF
H 4NTNF
H SCOHP
217.23 4091.3 35.92
94.58 2206.7 18.66
41.03 1926.2 15.63
94.78 2619.3 25.18
73.72 2269.40 19.11 7
13.74
105.96 2450.Z 20.78 -1 3.69
105,96 2450.20 20.78 8.75 3.69
-1
-1
-1
16.11 -1
-1 8.830
38. 76.0-7
15.89
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3.33
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13.77 3546.4 44.30
2.73 850,2 16.59
-J -1 -1
14000 6Z.3 EH-433-F Z9.40 29. 80
B BUS 2.88 12.79 4393.7 72.58
B 5COHP
-1
-1
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14000 62.3 EM-433-F 29.29 43. 76.0 8.8
C INTNF 1.12 5.24 1086.2 18.77
C ZLANF 1.59 5.87 1516.325.31
C 3LAF 3.28 13.81 3373.8 40.74
C 4NYNF .93 2.77 824.6 16.04
C 5COMP -1 -1 -1 -1
14000 62.3 EM-455-F 29.31 50. 73.0 8.9
H INTNF .68 3.17 844.3 14.89 -1
364.4
501.2
1173.1
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4 .90
-1 279.6
-1 433,4
-1 1131.7 3.29
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7.961 4.463 5.52
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-1 1397.5 2.98
3.810 3.082 Z.98
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346.9 .51
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9.264 4.923 5.40
.94 91,17
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10.77 2132.3 33.38 -1 4.3*
5.37 1372.4 22.08 -1 7.00
1126.5 14.62 -1 8.53
1621,9 30.16 -1 5.93
1324.17 19.72 1.61 7.26
4.17
3.23
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-1
-1
-1
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1.01
1.31
1,00
.96
,96
2.19
1.42
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1.79
i.28
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3,82
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. 4.91
4.7!
1662.3
1190.0
1079.1
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1203,27
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5.78
8.09
8.89
6.29
18.00 1.44 7.98
13.48
29.83
-1
-1
4.29 1472.6 24.32 -1 6.54
4.29 1472.35 24.32 1.28 6.34
10.30 2136.2
5.26 1359.5
4.23
5,28
3.13
1099.1
1571.6
1296.49
36.91
22.69
12.53
30,57
-1
-1
-1
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1.28 3.96 1589,6 28.03 -1 6.03
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9Z3.
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929.
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32200
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32232
32232
32232
32232
32232
32232
32232
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EDAT
EDAT
EDAT
EDAT
TOES
EDAT
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VDES
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EDflT
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H 2LANF 1.25
M 3LAF 3.52
H WfNF .8V
H 5COHP -1
4.33 1332.2 21.89 -1
14.69 3*61.4 40.98 -J
2.39 816.1 15.17 -1
-I -1 -1 8.750
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1104.5 3.28 1.97
260.0 .54 1.64
4,551 5.30 i.15
.97 81.08
I3Z3.4 2.89 1.22
2.918 2.89 I.2Z
.51 4.45
1.16 3,18
14000 62.3 EH-455-F 29.33 51. 75.0 9.7
B BUS 3,54 12.62 4157,2 76.56 -i
E 5COHP -1 -1 -1 -1 4.324
CHC RrS A-3 1978 36900 246988 DDA 8V-71N 568
28300 76,2 EW-455-F 29.26 73. 73.0 13.1 1.09 95.90
C 1NTNF 2,29 59.16 2227.4 28,92 -I
C ZLANF 3.61 23.37 2881.3 36.38 -1
C 3LAF 7.29 42.15 6031.2 86.87 -1
C 4NTNF 2.85 16.88 1376.8 20.46 -1
C 3COMP -1 -I -1 -1
28300 7t.2 EB-455-F 29.27 6Z, 75.0 It.9 1.04 92.38
H 1NYNF 2.82 23.74 1317.3 19.60 -1 494.0 ,S2 5.39
H 2LANF 3.46 14368 2285.7 28.09 -I
H 3LAF 6.43 36.93 5685.1 80.04 -1
H 4NYNF 2.09 16.27 1535.7 19.41 -J
H SCDMP -I -1 -1 -1 13.41! 7,813 5.52 2,68
28300 76.2 EK-435-F 29.23 53. 77.0 10.7 1.00 88.86
B BUS 10.99 80.72 7047.t 84.42 -1
B 5COHP -I -1 -1 -1 8,426
28300 76.2 EH-455-F 29.33 54. 73.0 9,4
C INfNF 2.46 52.74 2137.4 25.79
C 2LANF 3.27 24.24 2858.2 33.00
C 3LAF 6.58 34.35 5962.1 80.28
C 4NYNF 2.45 19.59 1587.4 19.52
C SCOdP -1 -1 -1 -1
3,76 1173.7 19.00 -t 8.19
4.4B 1055.9 12,50 -1 9.09
4.40 1502.7 27.93 -1 6.40
4.46 1176.16 It.88 1.39 8.17
4.36 1437.6 2t.47 -J 6.69
4.36 1437,59 26.47 1.50 6.69
733.5
926.6
1933.9 3.31 2.20
509.5 .54 5.28
18.254 9,053 5.33 2.90
733.0 1.13 3.05
1821.1 3.32 1.94
495.4 .54 3.85
-1 -1
28300 76.2 EK-455-F 29.36 58. 74
H 1NYMF 2.76 25.66 1565.1 20.08
H ZLANF 3.32 23.39 24HI.4 29.47
H 3LAF 6.23 28.73 5738.2 80.90
K 4MTNF 2.48 19.59 1570.4 20.20
H 5COHP -I -1 -1 -1 12.439 7,995 5.55 2.67
28300 76,2 EH-453-F 29.58 77. 70.0 12.2 1.05 92.74
B BUS 11.51 80.41 7274.9 92.69 -1 Z350.1 2,91 3.96
B SCOW -1 -1 -1 -1 8.411 3.182 2.91 3.96
2277.9 2,99 3,48
5.023 2.99 3.68
.96 93.S2
710.3 .30 4,91
918.4 1.15 2.85
1907.S 3.3S 1.98
513.7 .53 4.tz
18.693 8.930 3.50 2.68
0 10.5 .99 93.52
-1 510.0 .53 5.16
773.7 1.14 2.90
1833.6 3,33 1.87
508.4 .54 4.57
-I
-1
-t
-1
-1
-1
-I
113.18 4336.7 56,30 -I 2,14
21.80 2476,1 31,26 -1 3.85
12.74 1823.3 26,26 -1 5.24
31.26 2919.3 37.88 -1 3.25
23.98 2301.54 31.24 3.30 4.12
45.39 2901,1 37,48 -1 3.24
12.94 2015,4 24.77 -1 4,74
11.12 1711.8 24,S0 -t 5,58
29.99 2832.1 35.SB -1 3.35
16.59 1996.86 26.65 2.43 4,77
27.03 2360.0 28.27 -1 4.01
27.03 2359.98 28.27 2,89 4.01
103.504315.551.60 -1 Z.16
21.16 2495.7 29.82 -1 3,82
10.32 1791.9 24,13 - 5.34
36.8fr 2986.2 36.72 - 3.17
23,79 2282.94 28.SZ 3.40 4.16
47.96 2923,4 37,52 - 3.21
20.45 2099,2 25,76 - 4.33
8,64 1725,6 24.33 - 5.55
36.06 2891,5 37,18 - 3.27
17.53 2032.46 27.13 2,24 4.69
27,64 2500.S 31.86 -1 3,79
27,64 2500.53 31.86 2.89 3.79
-------
APPENDIX B
PLOTS OF FUEL SPECIflC EMISSIONS (gm/lb - fuel)
VERSUS ODOMETER (miles)
B-l
-------
HCF I
2.8 +
2.6 +
2.2 +
2.0
i. a +
1.6 +
1.4 +
1.2 +
1.0
A A
SAS
PLOT OF KCFKODOn LEGEND: A = 1 DBS, B = 2 DBS, ETC.
12:25 THURSDAY, APRIL 12, 1184 11
w
i
KJ
20000
40000
60000
80000
- 4.
100000
120000
140000
DOOM
. + _-
160000
180000
200000
+_..__
220000
240000
260000
-------
COF 1
18 »
17 +
16 +
11 +
11 +
13 *
12 *
11 *
10 *
i +
PLOT OF COFXODOM
SAS
LEOEHDs A = 1 DIS, B = 2 OiS, ETC.
12:25 THURSDAY, APRIL 12* 1984 12
'
J +
2 *
A
A
DO
I
trt
20000 40000 (0000 80000 100000 120000 140000
QDOK
160000
180000 200000
220000 240000
260000
-------
NOXF
22
21
20 +
18
17
16
15
SAS
PLOT OF NDXFKODOM LEGEND: A = 1 DBS, B = 2 DBS, ETC.
12=25 THURSDAY, APRIL 12, 198* 13
12 +
11
10 +
20000
4
40000
60000 80000
100000 120000
110000 160000
ODOM
180000 200000 220000 240000 260000
-------
PARTF
2.6 +
2.1 +
2.2 +
2.0 +
1.8 *
1.6
1.* +
1.2 +
1.0 +
0.8 *
5A5
PLOT OF PARTFHODOM LEGEND: A = 1 DBS, B = 2 DBS, ETC.
A
THURSDAY, APRIL 12, 1W4
A
A
A A
A
_+.
20000
i
V
40000 600DO 80000 100000 120000 140000 160000 180000
ODOfl
200000
220000
*
240000
260000
-------
HNF 1
2* *
23 +
22 *
21
SAS
PLOT OF HHFNODOM LEOEHDi A = 1 DBS, 1=2 DBS, ETC.
IZ'Zi THURSDAY, APRIL 12, I ft* 15
17 *
15
15
1Z
^.^^A..^. .^. .^. um ^ ^^ ^ mmwlr -M, -mm inn^jmm mm -M* , iimrimmg tm*-^-iimmmmmjm:jmmmtmj-timmmm--r-.mm.mmi-mr-mr-m,-m,JL.^.^ -\M -m M±L UL -^ -It- ~r m -iiiiiaui»m»ii»iiii»-ft:»iiirn r-mmiir~-TiirTnAjin'Jii-. ; .imiiii-mu A uji. npt iiimi mn nitii mi" - A. -,,- r -_-^_----.Ji......Jj..j^-^t.^^.^^^j^^^.^A.^^.^-
20000 40000 60000 80000 100000 120000 1*QOQQ 160000 180000 200000 220000 240000 260000
OPOft
------- |