EPA-330/1-82-001

  MOTOR VEHICLE TAMPERING SURVEY  - 1981
  CHATTANOOGA, TENNESSEE AND
  HOUSTON, TEXAS
  March 1982
National Enforcement Investigations Center, Denver
                                           Office of Enforcement

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UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF LEGAL AND ENFORCEMENT COUNSEL
EPA-330/1-82-001

MOTOR VEHICLE TAMPERING SURVEY - 1981

CHATTANOOGA, TENNESSEE AND
HOUSTON, TEXAS
March 1982
NATIONAL ENFORCEMENT INVESTIGATIONS CENTER
Denver, Colorado

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                        DISCLAIMER

     Mention   of  tradenames  in  this  report  does  not
constitute endorsement or recommendation for use by the
Environmental  Protection  Agency.

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                                 CONTENTS


                            EXECUTIVE SUMMARY


INTRODUCTION 	      1

1981 SURVEY OBJECTIVES 	      2

CONCLUSIONS  	      3



                            TECHNICAL ANALYSIS


BACKGROUND 	      6

SURVEY DESIGN  	      8

RESULTS	     10
  SITE AND AGGREGATE RESULTS	     10
  TRENDS, 1978-1981  	     10
  TYPES OF TAMPERING	     11
  EFFECTS OF TAMPERING ON EMISSIONS  	     12
  TAMPERING BY VEHICLE AGE	     14
  TAMPERING RATES BY VEHICLE MANUFACTURER  	     16
  FUEL-RELATED TAMPERING 	     16
  ADD-ON AND NON-STOCK EQUIPMENT 	     18

APPENDICES

A  SECTION 103(a)(3)(A) and 203(a)(3)(B) OF THE CLEAN AIR ACT
B  DATA COLLECTION AND RECORDING PROCEDURES
C  COMPUTER PRINTOUTS OF TAMPERING DATA

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 EXECUTIVE  SUMMARY

•   INTRODUCTION
•   1981  SURVEY OBJECTIVES
•   CONCLUSIONS

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                            INTRODUCTION
     The National  Enforcement  Investigations Center conducted a motor ve-
hicle tampering survey at two locations in September 1981 at the request of
the EPA Field Operations and Support Division (FOSD).  During the survey, a
total of 399  vehicles were inspected at  Houston,  Texas  and Chattanooga,
Tennessee.

     A significant part of the Nation's efforts to achieve clean air stand-
ards has been directed toward controlling motor vehicle emissions.   Accord-
ing to  EPA  estimates, motor vehicle emissions account  for  nearly  three-
quarters of the total  carbon monoxide,  over  one-third of  the hydrocarbons,
and nearly one-third of the nitrogen oxides emitted to the atmosphere.*  To
reduce  these  emissions, automotive  manufacturers  have  installed control
devices on certain classes of new vehicles.

     Congress has  passed  laws  making it  illegal  for automobile dealers,
repair and  service facilities, and  fleet  operators  to disconnect or modify
emission control devices.  These  laws are contained in the  1977 Amendments
to the  Clean  Air  Act under Sections 203(a)(3)(A) and 203(a)(3)(B)  [Appen-
dix A].   The  Field Operations  and Support Division  (FOSD)  is responsible
for enforcing these  sections,  generally referred to as the tampering pro-
visions of the Act.

     To determine the extent of tampering, surveys were conducted in 1978**
and 1979***.  The 1978 survey was conducted by the Mobile Source Enforcement
Division (MSED — FOSD's predecessor organization) with the aid of  an expert
  *  Unleaded Gas ...  The Way To Go.   Environmental Protection Agency,
     OPA 13/0 January 1980
 **  Motor Vehicle Tampering Survey (1978),  U.S.  Environmental
     Protection Agency,  Mobile Source Enforcement Division,  November 1978
***  Motor Vehicle Tampering Survey (1979),  Environmental Protection
     Agency,  National  Enforcement Investigations Center,  May 1980,
     EPA-330/1-80-001

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consultant and  the  NEIC.   The 1979 survey was conducted by  the  NEIC with
the aid  of  the same consultant and MSEO.  These surveys used consistent
inspection procedures  so  statistical  comparisons could be made.  The  re-
sults of  these  surveys are discussed in the Technical Analysis section of
this report.
                       1981 SURVEY OBJECTIVES
     Two sites  which  had been used in prior surveys were selected for the
1981*  survey  -- Houston, Texas and Chattanooga,  Tennessee.   Houston was
selected to determine  the effectiveness of FOSD's  anti-tampering  program
that has been in effect for the past 2 years.   Houston had been included in
the 1978 and  1979  surveys, so it was possible to compare data  from  these
two previous  surveys  with data from the 1981 survey.  Chattanooga was se-
lected to  obtain an indication of any change in the rate of vehicle emis-
sion control  device tampering at a site where there was no  special  anti-
tampering  program.   Chattanooga  showed the least change  in  the combined
tampering  and arguable  tampering  rates of three  repeat sites in the 1978
•and 1979 surveys.

     The objectives of the 1981 survey were:

1.   Determine the current rate of tampering in Chattanooga,  Tennessee
     and Houston,  Texas in order to ascertain the effectiveness of an
     anti-tampering program in Houston

2.   Determine current tampering trends for:
     (a)  the most prevalent type of tampering
     (b)  the effects of tampering on vehicle emissions
     (c)  the amount of tampering by vehicle age and manufactures

3.   Determine the extent of fuel switching
   No major tampering survey was done in 1980.

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4.   Determine the extent of add-on and non-stock equipment installa-
     tions that could affect emissions

     To accomplish these objectives,  an emission control device  inspection
was performed on each vehicle.   In addition, idle hydrocarbon (HC) and car-
bon monoxide (CO) emissions were measured, and fuel samples were taken from
vehicles requiring unleaded  fuel.   Vehicles requiring unleaded  fuel were
also tested for tailpipe lead deposits with Plumbtesmo * test paper.

     All vehicles inspected  were  classified into one of four mutually ex-
clusive categories:   tampered  (at  least one control device  removed  or  ren-
dered inoperative);  arguably tampered (potential, but not clear-cut tamper-
ing); malfunctioning; and  OK (all  control devices present  and apparently
operating properly).
                             CONCLUSIONS
     The results  for all  four categories at both sites  for the 1981,  1979,
and 1978 surveys  are shown below.  As will be noted  later, the results  are
not subject to exact comparisons.
                                HOUSTON SUMMARY

Vehicle Status
Tampered
Arguably tampered
Malfunctioning
OK
1981 Survey
(%)
9.6
46.9
1.4-
42.1
1979 Survey
(%)
22.5
50.4
1.7
25.4
1978 Survey
fty •v
\ifo /
22.2
59.7
1.4
16.7
*  This is a product of Macherey-Nagel,  Diiren,  W.  Germany,  imported.
   by Gallard-Schlesinger Chemical Mfg.  Corp.,  Carle Place,  N.Y.

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                              CHATTANOOGA SUMMARY
                          1981 Survey       1979 Survey      1978 Survey
       Vehicle Status
Tampered
Arguably tampered
Malfunctioning
OK
19.5
43.7
3.7
33.2
22.6
46.7
0.4
30.3
20.4
44.4
0.9
34.3
     The substantial drop  in  the tampering rate for  Houston  between the
1979 and 1981  surveys  indicates that the  FOSD  anti-tampering  program in
that city may  have  been successful.  While the change  is of obvious  sub-
stantive importance, it cannot  be conclusively  tested statistically due  to
variations in sampling.  In contrast to Houston, Chattanooga was not one of
FOSD's  target  cities for concerted  federal anti-tampering  efforts.   The
slight drop in the Chattanooga rate may reflect some impact of EPA's nation-
wide efforts to curb tampering.

     The most  prevalent  form  of tampering in the  1981  survey was filler
neck tampering (6% of vehicles), followed closely by exhaust gas recircula-
tion (EGR) system tampering (5.3% of vehicles).   This  result is a departure
from the 1978  and 1979 surveys when EGR tampering was the most prevalent.
However, limiter  cap removal  remained the most prevalent type of arguable
tampering for  all 3 survey years.   These results may  indicate a trend
toward  filler  neck  tampering,  but more data  is needed  before a definite
conclusion can be reached.

     A  strong  correlation between tampering (including  arguable  tampering)
and high idle emissions has been demonstrated by data  from all three survey
years - 1981, 1979,  and 1978.   For the 1981 survey, the average idle CO and
HC emissions was  over  three times higher  for  tampered vehicles  than for  OK
vehicles.

     Other results of  the 1981  survey further substantiate the  conclusions
reached in the 1979 and 1978 surveys that the tampering rate increases with

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the age of  vehicles  and that vehicles made by foreign manufacturers have
lower tampering rates.

     The extent of fuel  switching for both 1981  sites  was  down slightly
from the rates recorded  in the 1979 survey.  While the percentage of vehi-
cles requiring unleaded  fuel  that had leaded fuel in their tanks was down
slightly from the 1979 survey, other  fuel-switching  indicators  in the cur-
rent survey provided evidence  that fuel  switching is still  an important
problem.  A very low incidence (0.5%)  of add-on and non-stock equipment was
observed during the survey.

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 TECHNICAL ANALYSIS

•   BACKGROUND
•   SURVEY DESIGN
•   RESULTS

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                                BACKGROUND
     Prior to 1978, the Mobile Source Enforcement Division had data showing
that tampering was occurring.   However, these data were inconclusive due to
the variability  in inspection procedures and  inspectors.   Therefore,  in
early 1978, MSED  decided to conduct a  tampering survey on a national level
that used consistent procedures.

     The objectives  of the survey  were to determine:  (1) the  rate of
tampering  on  a national  level,  (2) the common types  of  tampering, and
(3) if a  relationship  existed between tampering and  idle emissions.  The
survey was conducted from  May through August 1978, under the  direction of
MSED, by  an  expert consultant with  assistance provided  by the National
Enforcement Investigations Center (NEIC).  Of  the  1,953 vehicles  inspected
at  six  sites* throughout the country,  19%  showed tampering,  48%  showed
arguable tampering,**  2% showed control  device malfunctioning,  and 31%
showed no  visible signs  of tampering  or malfunctioning.  The most common
type of tampering observed  was  EGR system tampering.   Idle emissions from
tampered vehicles were higher than idle emissions from vehicles that showed
no signs of tampering.

     To remain abreast of the tampering rates, MSED requested that the NEIC
conduct a  second  nationwide tampering  survey during the summer and fall of
1979.   In  addition  to  the objectives  of the 1978  survey, the 1979 survey
sought to (1) compare the tampering-rates in areas with inspection and main-
tenance regulations (I/M areas)  with those having no inspection and mainten-
ance regulations  (non-I/M  areas)  and  (2) check for sampling bias*** that
may have  been introduced because participation was voluntary  during the
survey.   The  survey  was  conducted  from June through  November 1979 by the
  *  Washington, Virginia,  Texas, Tennessee,  Maine,  and Delaware
 **  The term "arguably tampered" means potential but not clear-cut
     tampering.
***  Because the survey was voluntary,  drivers who had knowingly tampered
     with their vehicles may have avoided inspection, thus biasing the
     tampering rate lower.

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NEIC.   Of the 2,499 vehicles inspected at eight sites,* 18% showed tamper-
ing, 46% showed arguable tampering, 2% showed control device malfunctioning,
and 33% showed no signs of tampering.  Again, the most common type of tam-
pering was EGR system tampering, and  idle emissions  from tampered vehicles
were higher than  idle  emissions from vehicles showing no visible signs of
tampering.   The survey  also  showed that tampering rates in I/M areas were
lower than those  in non-I/M areas, and there was a possibility of negative
sample bias due to voluntary participation.

     A major tampering survey was not conducted in 1980; however, 242 vehi-
cles were inspected in Rhode Island during June, and the data were given to
the State for review.   In September 1981, FOSD  asked NEIC  to do  the  survey
that is the subject of this report.
*  Arizona, Delaware, Minnesota, New Jersey, Tennessee, Texas, Vermont, and
   Virginia

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                                                                         8
                               SURVEY DESIGN
     A goal of  inspecting  300 vehicles per location was set.   All inspec-
tions were voluntary.   The mix of vehicles that came to the inspection sites
was assumed equivalent  to  a random sample, and no attempt was made to ap-
proximate the national vehicle mix.

     Inspections were done  by teams ranging from two to five  inspectors,
depending on the  needs  at  the site.  A designated team leader was respon-
sible for data and sample collection.

     Each vehicle inspection included checking all emission control systems,
recording basic data  about  the vehicle including the addition of  certain
after-market parts, measuring  idle  HC and CO emissions, obtaining a  fuel
sample from vehicles requiring unleaded fuel, and using Plumbtesmo paper to
check the tailpipe for lead deposits.   Inspections were limited to 1975 and
newer light-duty vehicles,  excluding those fueled with diesel, but including
those fueled with propane,  alcohol,  or alternate fuel.   The inspection pro-
cedures  required  objectively determining and recording the  condition of
emission controls.  A determination whether conditions constituted tampering
was not  made at the time of  inspection.  A detailed explanation of the  in-
spection data required and the recording procedures are contained in Appendix B.

     Refusal for  inspection  was  documented;  results from  the  1979 survey
showed a possible negative bias on  the tampering  rate due  to  the  voluntary
nature of the inspection.   Although the refusal  rates differed from site to
site (22% for Chattanooga  and 37%  for"Houston),  this difference  probably
reflects the methods of driver solicitation.

     In  Chattanooga,  drivers at  the city safety  inspection  station  were
asked to participate.  These drivers  had taken time to make a  special trip
to the inspection station  to update their inspection stickers.   The few
extra minutes required for the tampering inspection may not have  inconven-
ienced them.

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     In Houston,  drivers  at service stations were  asked  to participate.
Some of those  asked  were  there for safety inspections but most were there
to buy gas.  Many of the  gas customers were probably more sensitive to the
time requirement  of  the  tampering  inspection,  so  a higher refusal rate
would be expected.

     The location, dates,  number of vehicles inspected, number of fuel sam-
ples analyzed,  refusal  rates, description of each site, and procedures used
to obtain vehicles for inspection are given below.

     Chattanooga,  Tennessee - City-run safety lanes
     Dates                         September 14-18, 1981
     Vehicles inspected            190
     Fuel samples                  157
     Refusal rate                  22%
     Chattanooga has a city-wide annual safety inspection requirement which
is conducted  at  a  four-lane inspection station.   The tampering inspection
was performed at the exit of the only active lane.

     Because  vehicles  registered  in  the County are  no  longer subject  to  an
annual inspection,  vehicle  flow through the safety lanes was lower (pres-
ently 500-700/week) than  previous years,  and the goal  of 300 vehicles was
not met.

     Houston,  Texas - Private garage inspection
     Dates                         September 21-25, 1981
     Vehicles                      209
     Fuel samples                  187
     Refusal  rates                 37%

     The Texas Department  of Public Safety will not assist with roadside
inspections;  however,  they did assist with a  private  garage inspection.
The Department obtained permission  for the NEIC to  conduct the  inspections
at the two  busiest  safety  inspection garages -and accompanied the tampering
inspection  teams to the  garages on the first  day.   Two inspection teams
were sent to Houston to cover the inspection garages simultaneously.

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                                                                        10
                                  RESULTS*


SITE AND AGGREGATE RESULTS

     Inspection results for each site and for all  vehicles are listed below.

                              RESULTS BY SITE (%)
Vehicle Status
Tampered
Arguably tampered
Malfunctioning
OK
Vehicles Inspected
Houston
9.6
46.9
1.4
42.1
100.0
209
Chattanooga
19.5
43.7
3.7
33.2
100.1
190
Aggregate
14.3
45.4
2.5
.37.8
100.0
399
     The system of classifying vehicles must be considered when evaluating
the above results.   As the data for each vehicle were processed,  the vehicle
was classified into  one  of four categories:   tampered, arguably  tampered,
malfunctioning, or OK.  Since each vehicle inspected has various  components,
each of which  could  be tampered, the vehicle itself is classified by the
worst state of any component in the vehicle.   Thus, if any one component is
"arguably tampered",  and all the others are functioning properly,  the entire
vehicle is  considered "arguably tampered".  Hence, an  "OK"  vehicle must
have all observed components functioning properly.

TRENDS. 1978-1981

     A comparison of  the results by site from the 1978 and 1979  motor ve-
hicle tampering survey to the 1981 survey is presented below.
   Computer printouts of the data used to produce the tables and figure in
   this section are contained in Appendix C.

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                                                                        11
     In an effort  to  restrict the vehicles considered for this comparison
to the most  recent 5  or 6 model  years,  certain  changes were made in the
vehicle mix  used.   The  1978  and 1979 surveys  included  vehicles  of model
year 1973 and  later.  The 1981  survey included vehicles of model year 1975
and later.   Since a major modification to emission control systems occurred
in 1975 (addition  of  catalytic  converters), it is possible that including
pre-catalyst cars  in  the  earlier two surveys might impair the ability to
compare results precisely.
                       COMPARISON OF 1978, 1979,  and 1981
                            RESULTS BY SITE (%)
Vehicle Status

Tampered
Arguably tampered
Malfunctioning
OK

Tampered
Arguably tampered
Malfunctioning
OK
1978 Survey 1979
Houston
22.2
59.7
1.4
16.7
Chattanooga
20.4
44.4
0.9
34.3
Survey

22.5
50.4
1.7
25.4

22.6
46.7
0.4
30.3
1981 Survey

9.6
46.9
1.4
42.1

19.5
43.7
3.7
33.2
     As can be  seen, the tampering rate for 1981 changed significantly for
Houston, dropping to less than half the 1978 and 1979 rates.  However, the
1981 tampering  rate  for Chattanooga  fell  only nominally from the 1978 and
1979 values.

TYPES OF TAMPERING

     There is a wide  range  of emission control devices subject to tamper-
ing.  To better understand the tampering problem,  the devices most commonly
tampered with have been identified.

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                                                                        12
     Filler neck restrictor tampering followed by EGR system tampering were
the most prevalent forms of tampering, and limiter cap removal was the most
prevalent form  of  arguable  tampering  for the  1981 survey.  The  filler  neck
restrictor tampering results are a departure from the 1978 and 1979 surveys
when EGR  system tampering  was the most prevalent form of tampering.   The
rates of tampering and arguable tampering by type are tabulated on the fol-
lowing page  for the  1978, 1979, and 1981 surveys.  These rates  reflect the
percentate of vehicles  exhibiting a certain type of tampering among those
vehicles equipped with the particular device.   For instance,  82.5% of those
vehicles  originally  equipped  with limiter caps  had  them  removed.   Since
many vehicles (especially  newer models) do not  have limiter caps, it is
incorrect to conclude  that  at least 82.5% of all vehicles are tampered or
arguably tampered.

     The drop in EGR tampering is rendered less dramatic by removing  the
1973 and 1974 model year vehicles from the 1979 survey data and recomputing
the rates.   For the  EGR system, the  recomputed  1979 survey  rate is 7.5%,
and thus, the difference between the 1979 and 1981 surveys falls to 2.1%.

EFFECTS OF TAMPERING ON EMISSIONS

     To determine how tampering affects emissions,  mean idle CO and HC emis-
sions were calculated  for  three categories of vehicles (OK,  tampered, and
arguably tampered) for  each model year.  The  results of the calculations
show that OK vehicles had lower average idle CO and HC emissions than either
tampered or arguably tampered, vehicles for five (1975-79) of the seven model
years compared.   Also, the weighted-average* emissions for OK vehicles were
less than one-third  the weighted-average  emissions  for tampered vehicles
for both  CO  and HC.   These results further substantiate the 1978 and 1979
motor vehicle tampering survey  results  which  also showed lower  idle CO and
HC emissions for OK  vehicles  compared  to tampered and  arguably tampered
vehicles.
*  The weighted  average  takes into account the number of vehicles in each
   model year.  For example,  an average  (year) with 50 vehicles would have
   five times the  value  as an average (year)  with  10 vehicles when com-
   puting the weighted average for all years.

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                                                                    13
                    RATES OF TAMPERING AND
                  ARGUABLE TAMPERING BY TYPE
Type of Tampering

EGR1 System
EGR Valve
EGR Sensor
Air Pump Belt
Air Pump Control Valve
Air Pump
Catalytic Converter
Aspirators2
PCV1
Vacuum Spark Retard
Idle Stop Solenoid
Heated Intake
ECS1 Storage
Filler Neck Restrictor

Li miter Cap
ECS Tank Cap
Tank Label
Dash Label
Heated Intake
1978 1979
Rate (%) Rate (%)
Tampering
13.0
11.9
5.3
5.7
2.9
3.2
1.2
-
3.3
10.5
0.7
0.8
2.6
3.4
Arguable Tampering
65.0
0.3
5.2
0.6
8.5

9.9
4.6
7.1
4.5
2.1
2.2
1.2
2.4
2.7
1.5
0.6
1.1
2.4
3.8

62.1
0.6
4.4
0.7
8.0
1981
Rate (%)

5.4
4.9
4.9
3.1
3.6
3.1
3.5
0
1.5
0.6
0
0
2.0
6.4

82.5
0.8
4.0
0.3
9.0
EGR:  Exhaust gas recirculation
PCV:  Positive crankcase ventilation
ECS:  Evaporative control system
Aspirators were not checked during the 1978 survey.

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                                                                        14
                          MEAN IDLE EMISSIONS OF
                         TAMPERED AND OK VEHICLES
                   Mean Idle CO (%)
                  Mean Idle HC (ppm)
Model Year     OK   Tampered
Arguably
Tampered
OK    Tampered
Arguably
Tampered
75
76
77
78
79
80
81
82
Wt.-Avg.
1.05
1.08
0.62
1.45
0.66
0.35
0.58

0.65
1.94
2.53
3.38
2.44
1.56
0.10


2.39
1.98
1.82
2.81
1.96
1.48
0.99
1.56

1.96
75
142
112
225
112
53
53

87
350
341
376
246
180
17


294
178
239
230
194
163
36
60

182
TAMPERING BY VEHICLE AGE

     Consistent with the  1978  and 1979 data,  the tampering rate increases
with the age  of  vehicles  and,  correspondingly, the OK rate decreases with
the age of  vehicles.  The percent of tampered  and OK vehicles is listed by
age below.

                        TAMPERING BY VEHICLE AGE
Age
0-1
1-2
2-3
3-4
4-5
5-6
6-7
Model
Year
81
80
79
78
77
76
75
Sample
Size
57
63
59
79
66
52
22
Tampered
(%)
1.8
4.8
8.5
15.2
21.2
28.8
31.8
OK
(%)
89.5
61.9
47.5
16.5
12.1
17.3
9.1
     On the following page, the data from the table above have been fitted
to a straight  line  to  demonstrate the increase  in the tampering rate  over
the life  of the  vehicle  population;   also shown  is  tampering rate vs
vehicle age from the 1978 and 1979 surveys.

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   1OO-
    90-
                           1978   SURVEY:  Y - 3.627 + 5.574X
    80-
                           1979   SURVEY:  Y = 4.162 + 4.439X
    70-
                           1981   SURVEY:  Y = -2.823 + 5.382X
o
    6O-
    50-
«j   40-
    3O-
    20-
    1O-
     O.
                                                      I
                                                      4
I
5
                                                                              6
I
7
8
                                                  AGE (YEARS)
                                         Tampering Rate vs Vehicle Age

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                                                                        16
TAMPERING RATES BY VEHICLE MANUFACTURER

     To compare tampering rates occun'ng to vehicles made by different man-
ufacturers, 1978, 1979, and 1981 data were examined (see table on following
page); all  foreign manufacturers composed  one  group for this breakout.
Foreign-made  vehicles  consistently  have significantly  lower tampering
rates, while vehicles made by AMC have higher tampering rates.
            COMPARISON OF 1978, 1979, and 1981 TAMPERING DATA
                          BY VEHICLE MANUFACTURER
Manufacturer
CMC
Ford
Chrysler
AMC
Foreign

1978
20.1
20.2
20.1
31.3
8.5
Tampering (%)
1979
17.3
20.1
24.2
27.5
7.5

1981
12.4
25.0
12.5
33.3
3.9
FUEL-RELATED TAMPERING

Multiple Indicators

     The 1981  survey  used three indicators of fuel  switching:   (1) fuel
filler inlet restrictor tampering,  (2) a Plumbtesmo  test for  lead deposits
in the tailpipe,  and  (3)  more than 0.05 g/gal.  of lead in the gasoline.

     For several reasons,  it was felt that any one indicator would not give
a representative  evaluation of  fuel switching.   For  example,  a vehicle  im-
properly fueled with  leaded gasoline during a gasoline  shortage may have a
deactivated catalytic  converter,  but due  to  proper  subsequent fuel  use
there might be little detectable lead in its fuel tank.   This situation may
also characterize  the "occasional"  user of leaded fuel.   Similarly,  al-
though the  presence of lead in the fuel  is a strong  indication of switch-
ing, its absence  does not indicate that switching has not occurred in the

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                                                                            17
    past.   A vehicle with  an untampered fuel  filler inlet restrictor may have
    been fueled with a  funnel  or similar device.   Or,  the tailpipe lead test,
    due to the  difficulties  of field administration,  may fail  to indicate the
    presence of lead, and other vehicles may have had tailpipes replaced since
    they were operating on leaded fuel.

         In these and similar situations, the  risk of obtaining non-representa-
    tive survey findings was  lessened by using multiple indicators to measure
    fuel switching.

    Fuel-Switching Rates

         About 16% of the  vehicles  requiring  unleaded fuel were identified as
    fuel-switched by at least one of  the indicators discussed above.  The fol-
    lowing table displays  the rates  found for  individual indicators, as well  as
    the composite rates for both cities.  The  individual cities closely follow
    the overall sample  except  for  filler inlet restrictor tampering for which
    Houston's rate was  lower.

                         FUEL-SWITCHING RATE FOR 1981
                        SURVEY BY SITE AND BY  INDICATOR

             At Least One          >0.05 g/gal.           Tampered          Positive
Site      Positive Indicator    Lead in Gasoline    Filler Restrictor   Tailpipe Test
                                      (%)                  (%)
Chattanooga
Houston
Overall
16.8
15.5
16.1
6.7
7.7
7.2
8.4
4.6
6.4
8.9
7.9
8.3
    Comparing Surveys

         Comparison with the  1979  survey requires examination of only the lab
    analysis for lead in gasoline,  since other indicators were not used or con-
    sidered together in analyses.  The"following table shows the difference in

-------
                                                                        18
rates by site  and  year of survey.  The 1981  rate  appears to be lower in
both Chattanooga and Houston.   This may be explained partially by the effect
of EPA efforts  to  curb this practice and  by the disappearance of gasoline
shortage conditions.

                LEAD CONCENTRATION GREATER THAN 0.5 g/GAL.
               IN UNLEADED VEHICLES — 1979 AND 1981 SURVEYS
                                1979 Survey              1981 Survey
                            Fuel-Switching Rate      Fuel-Switching Rate
        Site                by Lab Analysis (%)      by Lab Analysis (%)
Chattanooga
Houston
10.3
10.4
6.7
7.7
Indicator Overlap

     Although one might  expect  considerable overlap among the three indi-
cators of  fuel  switching,  the survey results  seem  to show a relatively
small degree of overlap.  This tends to lend credence to the position that
these measures reflect different aspects of fuel-switching activity.

     Since incorrect positive indications are  extremely rare, the percent-
age of vehicles with at  least one positive  indicator  seems most reasonable
as a minimum estimate of the fuel-switching rate in these cities.   The real
rate could possibly be higher due to the negative bias of the quickly field-
administered Plumbtesmo  tailpipe test and the  bias* always associated with
refusal to participate in a non-compulsory survey.

ADD-ON AND NON-STOCK EQUIPMENT

     Add-on and non-stock equipment that  could affect emissions is avail-
able  in  the  market  place.   Such-equipment  includes  turbochargers, air
cleaners, intake and exhaust manifolds, distributors, exhaust systems, and
a variety of fuel-saving devices.  During the 1981 survey, each vehicle was
checked  for  add-on  and non-stock equipment; however, only  two instances
were documented.
*  The nature and possible magnitude of this bias was discussed in the 1979
   tampering survey report.

-------
                        APPENDICES

A    SECTION 103(a)(3)(A) AND 203(a)(3)(B) OF THE CLEAN AIR ACT
B    DATA COLLECTION AND RECORDING PROCEDURES
C    COMPUTER PRINTOUTS OF TAMPERING DATA

-------
          APPENDIX A

    SECTION 203(a)(3)(A) AND
203(a)(3)(B) OF THE CLEAN AIR ACT

-------
                                                                          A-l
Section 203(a)(3):   The following  acts  and  the causing thereof are
prohibited --

          (A)  for  any  person  to remove or  render inoperative any device
     or element of  design  installed on  or in a motor vehicle or motor
     vehicle engine in  compliance  with  regulations under this title
     prior to its sale  and delivery to  the  ultimate purchaser, or for
     any manufacturer or dealer knowingly to remove or render inoperative
     any such device or element of design after such sale and delivery
     to the ultimate purchaser; or

          (B)  for  any  person  engaged in the business of repairing,
     servicing, selling, leasing,  or trading motor vehicles or motor
     vehicle engines, or who operates a fleet of motor vehicles, knowingly
     to remove or render inoperative any device or element of design
     installed on or in a  motor vehicle or  motor vehicle engine in
     compliance with regulations under  this title following its sale and
     delivery to the ultimate  purchaser.

-------
         APPENDIX B
DATA COLLECTION AND RECORDING
         PROCEDURES

-------
                                                                         B-l
               DATA COLLECTION AND RECORDING PROCEDURES

The following data will  be recorded on the data  sheet shown  as  Figure A-l.

     a.    Date

     b.    Vehicle identifying survey number - Vehicles shall  be numbered
          sequentially as they are inspected, and this number shall  be
          preceded by a site identifying letter.

     c.    Odometer mileage (in thousands).

     d.    Air cleaner, intake manifold, and exhaust manifold - if these
          parts are original equipment a "P" is  coded.  If these parts
          are aftermarket or non-stock a "6" is  coded.

     e.    Model year - obtained from underhood emission label.

     f.    Make

     g.   Model

     h.   Exhaust system and distributor are coded "P" or "6" as explained
          above under item d.

     i.   Turbocharger may be coded "P",  "6", "A", or "0".  The "A" is
          used to indicate add-on  equipment and the  "0" for not equipped.

     j.   Carburetor - In column 30 a  "P" is used to indicate that the
          carburetor is a production  unit (original  equipment).  If fuel
          injection is used, then  a "F" is recorded.  If the carburetor
          has been replaced with a non-stock unit, then a "6" is recorded
          and if  the carburetor is a  sealed unit  (without limiter caps),
          an  "S"  is recorded.  In  column  31 indicate the number of
          barrels for carburetors  or  an "I" for fuel injection.

     k.   Engine  family/CID  (cubic inch displacement) as recorded from
          the underhood emission label.

-------
B-2
            1.   PCV (positive crankcase ventilation) line may be coded "P" or "A",
                 The "A" is used to indicate add-on equipment.   Particular
                 attention should be paid to fuel  economy devices installed in
                 the PCV line.

            m.   The category "other" may be coded "A" or "P" and is used to
                 designate other add-on equipment such as fuel  line devices
                 added on to reduce fuel consumption.

       The following codes, will be used to record data on the data sheet shown
       as Figure A-2.

            0 - Not equipped

            1 - Item is functioning properly

            2 - Electrical disconnect

            3 - Vacuum  disconnect

            4 - Mechanical disconnect

             5 -  Incorrectly  routed hose

             6 -  Non-stock equipment

             7 -  Missing item

             8 -  Misadjusted  item

             9 -  Malfunctioning item

             N*  - Negative

             Y* - Positive

        *To be used in column 75 to designate the results of the Plumbtesmo
        paper.

-------
                                                                   3-3
The codes are designed so that the inspector can  objectively  record the
condition of the device and not have to make an "on the  spot" judgement
with respect to tampering.

The following items will be inspected and the results recorded on  Figure  A-2.

a.   Idle stop solenoid - This solenoid provides  an idle stop for
     maintaining idle speeds to the higher speeds needed to minimize  CO
     emissions.  On some vehicles, it is used to  close the throttle and
     thus prevent run-on when the engine ignition is turned off.   On
     vehicles with air conditioning, it is used for increasing engine
     idle speed to compensate for a decrease in idle speed when the air
     conditoner is engaged.

     With the air conditioner on, (or in non-air  conditioned  vehicles)
     the solenoid should activate and contact the throttle linkage.
     With the air conditioner turned off, there should be a small  gap
     between the solenoid stop and the throttle linkage.

The idle stop solenoid will be coded as follows:

     0 -  Not equipped
     1 -  Functioning properly
     2 -  Electrical disconnect
     7 -  Missing item
     9 -  Malfunctioning - If the gap between the solenoid and the
          throttle plate is incorrect.

b.   Heated air intake - Provides warm air to the carburetor  during cold
     engine operation.  The heated air intake will be coded as follows:

     0 -  Not equipped
     1 -  Functioning properly
     3 -  Vacuum disconnect - If the vacuum line to the vacuum override
          motor is missing or disconnected.

-------
B_4          4 -  Mechanical disconnect - When the stovepipe is missing, dis-
                  connected or deteriorated.  Also when the air cleaner has been
                  unsealed, i.e., inverted air cleaner lid, oversized filter
                  element, or holes punched into air cleaner.
             6 -  Non-stock equipment - Custom air cleaner.
             7 -  Missing item - Missing stovepipe hose
             9 -  Malfunctioning item - Problems with the vacuum override motor.

         c.   Limiter caps - Plastic caps on idle mixture screws designed to
             limit  carburetor adjustments.  Limiter caps will be coded as follows;

             0 -  Not  equipped
             1 -  Functioning properly
             4 -  Mechanical disconnect - Tabs broken or bent
             7 -  Missing item
             8 -  Misadjusted item  (sealed plugs have been removed)

         d.   Positive  crankcase  ventilation system - A typical configuration for
             a V-8  engine consists  of the PCV valve connected to a valve cover
             and  then  connected  to  the carburetor by a vacuum line.  The other
             part of the system  has a fresh air tube running from the air cleaner
             to  the other valve  cover.  The PCV will be coded as follows:

             0 -  Not  equipped
             1 -  Functioning properly
             3 -  Vacuum disconnect - When the line between  the PCV  valve and
                  the  carburetor is disconnected
             4 -  Mechanical disconnect - When the fresh air tube between the
                  valve cover and  the air cleaner is disconnected or removed.
             7 -  Missing  item  - When the entire system has  been removed.

         e.    Evaporative control  system - Controls vapors  from  the  fuel  tank and
             carburetor.  Some  systems  have two lines, one from the  fuel tank to
             the canister,  and  one  from the canister to the  carburetor  or air
             cleaner  to air purge the canister.  Other systems  have  a third
              line,  usually  connected  to the carburetor.  The ECS will be coded
             as  follows:

-------
                                                                         B-5
     0 -  Not equipped
     1 -  Functioning properly
     3 -  Vacuum disconnect-Line from canister to carburetor  or  air  cleaner discon-
                            nected.
     4 -  Mechanical disconnect-Line from fuel tank to canister disconnected.
     5 -  Incorrectly routed hose
     7 -  Missing item
     9 -  Malfunctioning item -  When  the  purge line  is connected to  the
          air cleaner and the air cleaner is  unsealed.

f.   Tank cap - Part of the  evaporative system,  the  tank  cap  seals with
     the filler neck to maintain a closed system.  Tank caps  will be
     coded as follows:

     1 -  Functioning properly
     7 -  Missing item
     9 -  Malfunctioning item -  Tank  cap  not  sealing properly

g.   Air injection system -  Consists  of an air pump  driven  by a  belt
     connected to the crankshaft pulley.   The pump directs  air through a
     control valve and  lines connected to the exhaust manifold.  An  air
     injection system may also consist of an  aspirator located in the
     air cleaner that  supplies air to the exhaust manifold.  The air
     injection system  is broken down  into three parts which are  coded as
     follows:

Air pump

     0 -  Not equipped
     1 -  Functioning  properly
     4 -  Mechanical disconnect
     7 -  Missing item
     9 -  Malfunctioning

Air pump belt

     0 -  Not equipped
     1 -  Functioning  properly
     7 -  Missing item
     8 -  Misadjusted  item - Loose pump belt

     Note:  If the vehicle is equipped with an aspirator, the air pump
     belt is coded "0".

-------
B-6
      Air pump control valve
           0 -  Not equipped
           1 -  Functioning properly
           3 -  Vacuum disconnect
           4 -  Mechanical disconnect
           7 -  Missing item
           9 -  Malfunctioning item

      h.   Exhaust gas recirculation (EGR) system - The standard configuration
           consists of a vacuum line from the carburetor to a sensor (used to
           detect temperature to activate the EGR valve), and another vacuum
           line from the sensor to the EGR valve.  Some systems have multiple
           sensors and thus additional vacuum lines.  The system directs a
           portion of the exhaust gases back into the cylinders for the
           control of oxides of nitrogen.  This is one system where a func-
           tional check will be performed.

           Non-sealed EGR valve functional will consist of:

           1.   Visually inspecting to see if the valve, sensor(s) and hoses
                are in place.

           2.   If the system is intact,  revving the engine and checking
                visually or by touch the  EGR valve  stem movement.

           3.   If the stem fails to move, pulling  off the vacuum line to the
                valve and checking for vacuum while the engine is revved.   If
                vacuum occurs, the valve  is not  functioning and the hose
                nipple on the valve will  be checked for blockage.   If vacuum
                does not occur, the line  will be checked for blockage.   If  it
                is not blocked, a hand vacuum pump  will be connected to  the
                sensor outlet and the engine revved.   If a vacuum is obtained,
                the sensor  is functional.   If no vacuum is obtained, the  line
                from the  sensor to the carburetor will be checked for vacuum
                while the engine.is revved.  If  this line has  vacuum, then  the
                sensor is not functioning and will  be  checked  for a plugged
                port.

-------
                                                                    B-7

     4.    Some systems have a vacuum delay valve.   If  the  EGR valve  is
          not functioning, checking the delay valve for plugs and  that
          it is not installed backwards.

     Sealed EGR valve functional  check will  consist of:

     1.    Visually inspecting the system.

     2.    Disconnecting the vacuum hose to the EGR valve.   The hand
          vacuum pump will be connected to the valve and vacuum applied
          with the engine running.  If idle speed  drops with the appli-
          cation of vacuum, the valve is good.  The vacuum pump should
          then be inserted into the line leading to the valve's vacuum
          source.  The engine will be revved to determine  if vacuum  is
          available.  If vacuum is not available,  the  sensors and  hosing
          are checked using the same procedures described  for the  non-
          sealed unit.

The EGR control valve and sensor are coded as follows:

EGR control valve

     0 -  Not equipped
     1 -  Functioning properly
     3 -  Vacuum disconnect - Disconnect, removed  or plugged vacuum  line
     7 -  Missing item (entire valve removed)
     9 -  Malfunctioning item

EGR sensor

     0 -  Not equipped
     1 -  Functioning properly
     3 -  Vacuum disconnect
     5 -  Incorrectly routed hose
     7 -  Missing item
     9 -  Malfunctioning item

-------
B-8
       i.    Catalytic converter -  Oxidizes  the  CO  and  HC  to water and C02 in
            the exhaust gases.   The  converter will  be  coded as  follows:

            0 -  Not equipped
            1  -  Functioning properly
            7 -  Missing item  (catalyst  removed from cannister  or entire
                 cannister removed)
            9 -  Malfunctioning item - High temperature discoloration usually
                 light blue.

       j.    Dash and tank labels - will  be  coded as follows:

            0 -  Not equipped
            1  -  Functioning properly
            7 -  Missing item

       k.    Filler neck inlet  restrictor (unleaded vehicles only) - The restrictor
            is designed to prevent the introduction of leaded fuel into a
            vehicle requiring  unleaded fuel.  It will  be  coded  as follows:

            0 -  Not equipped
            1  -  Functioning properly
            4 -  Mechanical  disconnect - Widened to fit a  leaded filler nozzle
            7 -  Missing item

       1.    Vacuum spark retard -  Adjusts the timing as RPM changes.  It works
            on manifold vacuum which is  a function of  RPM.  The vacuum spark
            retard will be coded as  follows:

            0 -  Not equipped
            1  -  Functioning properly
            2 -  Electrical  disconnect
            3 -  Vacuum disconnect - Any removed,  plugged, or disconnected
                 vacuum line

-------
                                                                         B-9
     4 -  Mechanical disconnect
     5 -  Incorrectly routed hose
     7 -  Missing item
     9 -  Malfunctioning item

m.   Tampering source - Drivers will  be asked who services their vehicle.
     The following codes shall be used to explain their answers:

     K -  Don't know
     0 -  Owner or non-mechanic
     0 -  Dealer
     M -  Mechanic

n.   HC in ppm and CO in percent with the engine at curb idle.

o.   Plumbtesmo - Plumbtesmo paper is used to check for the presence of
     lead in vehicle exhaust pipes.  A positive indication will  be coded
     as "Y" and a negative as "N".

The data sheet shown as Figure A-3 will be used to keep an accurate
record of those not participating.  All forms will be numbered  and
handled according to the NEIC document control procedures.

-------
    B-10
                                           FIGURE A-l
                            EPA  VEHICLE  TAMPERING SURVEY--BASIC DATA
   LOCATION
I.D.
ODOMETER
                  o
          I
      tX. !>-• |S_
      ui.i|2:;
-------
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V _  Pn-i ti w-i

-------
      APPENDIX C

COMPUTER PRINTOUTS OF
    TAMPERING DATA

-------
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                                         _= _ Q..JJL150_UIJH_5TA-TUS-
                             f SVM"KTHIC5  =  0.13237
                        -0.36764   SinnlFICAMCb1 e  0.0000
                        =0.35303 _ SIGMIF-ICAHCE-s _ ^0,0000
                                                                     =   0.1281? WITH  MYR

                                                                 -DEPENDENT.	=	o'.-l 041-7 -WlTH-MYR .
             D (ASY'-'-IETHIC"* = -0.31 290 WITH STATUS   OfPEHDENT.
                                                                         = -0.42030  WITH  HYR
                                                                                                      OEPENDKNT.
     =  o.baoi'j V'TTM  srftrns   DKP^NDENT.
 Pt.flHSClN'5 R =-n,-S207"   5TG"If 1C ANCF =  0.0000
                                                          0.54434 WITH MYR
   NUMliKR
                      UHSfRVATIOHR

-------
  TKST  1>F

	F.I LL	LD N «i;£
                                                                         I1/07/P1
                                                                                          PAGE   13
_(.CMLA.1LIU" DATE. =  11/07£fl J. )_
                                                                            n F
                                                                                                                   * * *
                                                                                                           PAGE   1  OF  1
M
HO>-; prT l
COL .per -i .
TOT prT I
FC.PHIIHU 	 1-
0. I
HOT EOHIPPFD 1
i
i
i. i
flUHCl-P.RQP.EHLY 	 I .
T
I
- 1 ™
11. 1
1
14 T
"ALUWTTO'I I
1
-I-
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YR

75
0
0.0
0.0
	 Q..O .
. 17
77.3
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9.5
U f
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10.7
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7
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1.0
ft
71 .1
11.5
1..5.
L3.-Q-


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2. ..I.
70.0 T
3.0 T
n. t; T
52 I
-1-5 .-3 L
7R.R T
1 3.0 T
S I
73. R I
•;.fi T
J.3 T
7 T
75.0 I
10. b T
1 .H T
	 T-
66
. 1h.5


78.1
, *
30.0 I
3.8 I
	 D_v_c 	 1 —
6J 1
—17.9... I...
77.2 J
j 5. 1 i
7 1
33.3 1
R 0 I
l.R I
R T
28. * 1
10. 1 i
7.0 I
79
19. H


79. T
2 I
20.0 T
3.4 I
	 0 . b — 1_
•51 I
_1 b . 0 I
1 7 . H T
7 I
1.4 I
0.5 I
4 I
14.3 I
6.fl I
1 .0 T
M?:


flO.J
? I
20.0 I
3.7 1
— 0 . 5 — 1_
	 1-
60 I
17.1 i
95.2 I
15.0 I
1 t
4.B I
1 f, j
0.1 I
0 ]f
0.0 I
0.0 I
0.0 I
	 1-
63
-15.8 	


fil
\
10.0
1.8
	 0.3-
lb.5
14.0
0
0.0
On
0.0
n
0.0
0.0
	 0 . 0—
14??


.1
T
T
I
— I-
-T-
I
I
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-I-


P?
o
0.0
0.0
— a. XL.
i
0 ?
loo. n
0.3
0
0.0
n n
0.0
n
0.0
0.0
0..0
1
	 O..V.


.1
I
I
I
-I
I
J
T
I
I
T
l

i
i
-i
-i

ROW
THT At

1 n
2.5
340

71
5.3


7.0
399
100,0
                                       VAL.TU CI-LI.S  HAVE EXPRTTED  CELL FREQMCMCY LESS  THAN 5.0.
                                    .=—a ..o 2 5	
                                   21
                                              Of  FREEOHM   SIGNIFICANCE =  0.1247
                                   WITH FGRUUBH   DFPENPENT.
                                                    =  o.n
LA'M.OA  ( ASY;-"'F_TR!C) =  0.0
                       0.0
                                      -=—0.09030_WITH_tGRBuBU	DhPEKUENl.-
                                      =  0.04151
           TflM  n  =   -o. 19004   SIC'IIFICANTK =   O.OOOQ
               C -=	-0.12012	S1GIU.KICAMCE. =	0.0000	
                                                                                  WITH  MVH
                                                                                           -0.0269i_WI.TH-M-YR-
                                                                                                                   -DEPENPEMT-.
           n  (ASYwt'TNTr) = -0.1"646 WITH
               SY1 I1E1P.1C) _= -Q. 16206
  t ra =  0.-M93?  Jii1" F^pQiinii   oFp^wnh.MT.
  PEAHSMFl'S o  =-0.?37l6  STC'-HFlCAMCf.  =  0.0000
                                   UfPFNOFMT.
                                                        = -0.33025  WITH
                                                                                   DEPPHDENT.
                                   =  0.73^14  WITH «YK
                                                             DEPENDENT.
                                                                                                                                          	^^

                                                                                                                                               CO

-------
     OF
                                                                                          10/29/R1
                                                                                                           PARE
       NfUlAM-- __ fCRKBTTON  ntTF =
 ******************
              _Eca-cnm-gciT. VAL	
                   CROSSTAB
                                    U !• A T  I  n H
                                    	BY	MYH—
n F
                                     *  * * *
                                                                                                                                               r>
                                                                                                                                                i
                                                                                            ******   PACK  1 DF   I
   25 niJT  nF     12 ( 78.1%)  HF THt; VALID CF.M.S  HAVE EXPECTED CEIjI, FPEO'lENCY  TESS THAN 5.0.
                                                          SIGNIFICANCE =  0.2?bO
 CHI SQUAit =     ?5.52H"0 WITH   21  DEGREES "F FRtEDOM
 CBAMFP'S V =     1.14504
.CnMTlHflt.urv rqtfc-irirr.ir.g    0.24523	
 I AMIJOA (a.sY'H'ETpTC)  =  0.0      WITH  FG"CMVL  DFPRNnEMl'.            =   0,0

-UHCERT.M:ll.Y_Cu!iE.EHCIE.rlJ_£ASYJ4llETRIIl)_=	0_,.Ofl.90-9-Ji'I.IH_ECRCUVL.	DEPENDENT._
 UHCtPTAH'TY Cni'FFiriKiJT CSYM'U.THTC)  =  0.03618
 KE«DAMi'S TA'l  "  =    -0.14235  SIGNTFTCAHCK =  O.OOOb
                !_ =	-0.0 8 251	SlGMIF-ICAUCt_=	O..OQQb	
                                                                                 WITH MYR

                                                                                	=—o'. 03333-WTTH-MYR-
          D  f ASYHXEfHTC) =  -O.OTJ40 WITH FCRCMVL   DEPRNnE^T.
                                                                          = -0.27106  WITH HYR
                                                                                                    DEPEMOENT.
PEAKSON'S
F:GRC"V'I
   SIGHIFTCANCF =  0.0005
                                                    =   o.i7f»i6 WITH HYH
                                                                              DEPFNDFNT.
CO'lfIT J
pnw PCT 1
rni. DTT T
T"T PCT 1
", t
NOT fOMJPpco I
T
T
- 1 •
1. I
KIJHTT PROPFUl y I
I
I
11. 1
J
I
Id. 1
I
I
- 1 —
TOTAF,

75. T
n T
0.0 I
0.0 I
n.n T

11 J
* 4 T
H6.4 I
4.8 T
7 T
10.5 I
0.5 T
) T
4.8 T
4.5 T
n,\ T

22

76
n
0.0
O.fl
n.n

46
1' '
BB.5
H.S
4
21.1
7 7
1 .0
,
3!l
o.s

1 ' ,n

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1
I
T

I
I
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I
T



77
,
2?. 2
3.0

•53
1 K, 1
80,3
13.3
5
26.3
7,5
1.3
f.
26.6
1 ,s

66
-16.5

.1
1
T
I
T

I
T
T
I
T
I
1
T
I
T
T



78.1
•> j
2?.? I
?.S I
0,S I

b4 I
81.0 I
16.0 1
f> I
31.6 1
1.5 I
"> I
33,3 I
0.9 I
I B X

79

T3.T
? T
77.2 I
3.4 T
0. "• T

51 I
1 4. f- I
86. 4 I
12. B I
1 I
b.3 I
0.3 I
5 T
23.8 T
8.5 I
1 • 1 I

59
1.4.8 .

no,
•)
72.2
3.?
o s

17 1
95.7
15,0
5.3

n
O.P
0.0
o n

63
-15.3

I fll
I i
1 11.1
I l.H
T n -a

I Sf
t 16.0
I 08,2
I 14.0
I (1
I 0.0
I oo
I 0.0
I 0
I 0.0
I 0.0
I 00

57
14.3

.1

I
T
y

I
I
T
T
T
j
I
T
I
I
j



82
n
0.0
o n

i
0 3
100, P
0.1
0
0.0
n n
P.O
n
0.0
0.0
ft n

1
0.3

.1

I
I
T

I
T
I
I
I
j
I

I
I
T


POW
T n T A L

9
2.3

350
at i

19
4.8

21
5.3

399
mo.o .. ... . 	 	
NUHBKR OF

-------
 Tf.ST OF
                                                                                            10/29/fll
                                                       PAGE
        _ML!JjLltE	CCJtEAilnrj nftTF  =  ]fl/3.9/K I )
                                          CMOS  S TAR M  t,  BTIflN
     .tGKS'JSB	
                                                                                                            PAGE   1  OP  1
COUNT i
H<"ivi PCX I
rnr PTT i

n T
MOT FfllllPI'FO I
I
t

-I -•
1. I
FDNPT PROPFHLV I
1
1
M . I
TAMPERING T
T
t
t a T
1
T

THTA1.

75.
n
0.0
0.0

1 J
4J3
2
10. b
">. t
o.s
^
lh.7
>3.6
n R

77

r
I
T
I
j

I
I_
I
T
I
1
T
r
f
T
T
f



7b.I
r, T
O.fl I
0.0 I
•
44 1
1 ? * T
I 1 !o I
4 I
21.1 I
7.7 I
1.0 I
A 1
22.2 1
7.7 I
in t

57.
-13..0 	

77.
.
27,3
4.5
n a

i s t
83.3
13. e
5
76.3
1.3
.,
1&.1
4.5
n a

66
—16. S —

T
T
T
I
T'

T
1
T
T
T
T
T
I
r
T
T



78
^
3|p
*
64
• E. 2
81.0
16.0
•i
6.3
1.3
7
3B.9
"
79
-19.8-

.r

I
r
	 i

i
i
i
i
i
i
'T
i

i
i
T



79.1
•5 r
ifi.? r
3.4 T

•S4 I
1 *•, & T
91.5 T
13.5 I
2 t
10.5 I
^.4 T
0.5 I
V T
S.h I
1.7 T
0.3 T

14.8

on
•f
3!?
ft «;

60
1 7 1
95.2
15.0
1
5.3
1 .fi
0.3
n
n. n
0.0
0.0

f>3

.1

I
I
1

T
t
I
I
I
I
T
I

I
I



81
1
9.1
1.8
*
Sft
1 6. n
H!O
0
0.0
0»0_
0.0
n
0.0
0.0
0.0

57
14.3

.1

I
I
T

i
i
i
i
i
T
T
T
T
I
T



82
n
o[o

1
n 3
100.0
0
n.o
ft.O
0.0
ft
n.o
0.0

1
0.3
ROW
.1
I 11
I 2.8
I
I

I 351
I "fl 0
I
I
-i
I 19
I 4.8
I
I

I 4.5
I
I

399
IflO.O
    2S  OUT nr     .12  (  7R.1*)  OF  THE VALID CF'Lr.S HAVE FXPECTFD CELL  FREQUENCY LESS  THAN 5.0.
..'1lMI'lUM_EAPECI£D_CELLi- FHEQ'JENCi-s	0.028	
 CHI  SQUARE =     ?.H.7f>?M V TTH   71 RECRFES  PF  FfE^Uf1"    5TCNIFICANCF  =  0.1329
           V s     n.
 liAMRDA  (ISYf''FITRTCI  =  0.0      WITH F.GPSNSR   nEPRHnntlT.            s   0.0
 l.A»HDA  (SVI'lTTPir)  =  0.0
.UNCLRIAI{lTY_CaEF..E:.LCl£Nl_f ASXJ!|IEIP1CJ_=	0 .QgibS—BllH-CGRSNSP—DEPENDENT..
                 FririftT (.<;vi»MhTH:c) =  0.037S1
                o  =    -0.17013   SI GUI* TCANTF.  s   0.00*10
-MPDALLiS_TA" C-~	?0. 09834	SlGNIHICA(iCE_=	O.-OOCO
                             WITH MYR
                                                              -DEP-ENDFHT.	
 Siif"bRS'S D (dSYM'T.TRTCl = -0.0«716 WITH
_.SOM.fc.HSJ.S_D.tSVI'H?:TPIC)_= -0.13921
 KTA  s   0.71 IS)  V'T]" ^RtiSM.stJ   n> PFNTJ: MT.
 PEftHSOH'S H =-0.7212»  STOMIFIftMCF =  0.0000
DF.PFNDF.NT.
= -0.13364  WITH HYR
DEPENDKNT.
s  0.72204 WITH HYR
     DEPENDFHT,

-------
TEST UF NEWS'*!:
Fll.F IJONAMF
APMPPI.T

1
fCRK»TTO'l PATE = 11/02/81)
AIR PlUP BF|,T I1Y MYR

11/07/81 PAGE



                                                                                                                             O
    10 OUT  PF    74  ( 41.7%1  OF THF  VAMD CELLS H»VF  FXPECIED  CELL FREQUENCY t.KSS THAN  5.0.
 MINIMUM  F.'X'TCTFD  C^Lli F'Kf'OUfJCY =   0.01b
-C]|I_.SULJA!!h._=	10^.3689:1—JTTH	l-d_DIO;EEE.S_QK_FlR.tEDDa	SIGNJF-ICAHCE-S	0.-00-00	
 CRAW! rt'S  V =    0.3bRl6
 COMTI''Gt.'iCY roffPlClEriT =     0.4MR6               ,

 I.A«BUA  (SY"tFTPfC)  =  0.1717S                            "
                    iriK'lT (ASY'1MCT»IC) =  P.18102 WITH  APMPHl.T   OEPE'IDENT.
                   11C t EvT_t.s YiafctH-I C-l-=	0-.-1 C 0 7 7	
 KtNi:AI,l.'S  TAN B =     0.29S49  51C.N IPIC»HCE =   0.00"0
 KtUnAII.'S  T*n r =     0.71S68  SIfiw!FTC*NCK =   0.0000
_G & V.HA _=	C-.-4

AP'IPHI.T
NOT Kf


FUMCT

TA'lfEl


COUNT i
cm, PTT i
0. 1
juipprn t
i .
i
• T ~
	 1.. I
PRnpFRT,Y 1
I
j
-1 -
11. I
I
I
-I-
TOTAI,

7S
1 j
b.4
•5Q, 1
3. 1
o
5.9
40.9
2 3

0
0.0
0.0
72
5.S

.1
T
T
T
T
T
I

T
T
1
T


76
34
14.7
ftS t

15
i a

3
— 50.Q--
5.1
0.8
b?
13. c

.1
I
I
T
I
T
J
I
j


i


77
58
24.2
"7.1
14. S
7
10.6
1 9

1
1 ft 7
l.S
0.3
66
16. S

.1
T
I
T
T
T
T
T
T

T
T
T
I


78
7S.O
7*> o
15.0
1°
24*. 1
4 P

0
n 0
0.0
0,0
79
JQ.B

.1
r
i
j
i
i
i
i
i

i
T
I
1


79,
41
17.1
10.3
17
U.I
28. 8
4.3

1
ife.v
1.7
0.3
59
14.8

I
T
I
T
I
T
T
I
T

T
T
T
I


Rl
24
10.0
)R 1
6.0
38
24. R
60.3
n s

1
167
1.6
0.3
63
15. fl

3.1
I
I
j
I
j
1
I

I
I
I
I


81
10
4.2
IT c«
2.5
47
30.7
R2.5
11 A

0
0 0
0.0
0.0
57
14.3

.1
I
r
T
T

I
I
T

t
T
T
. T


"2.
n
0.0
n n
0.0
,
0.7
100.0

0
n p
0.0
0.0
1
0.3

J
I
I
1
I
1
T
T
I

I
I
T
I
I


TOTAL
240
fiO.2

4 Kl
3R.3

6
Vi«

100.1)
                                                                  =  0.06977 WITH MYR
 SOMI-HS'S  D (ASY'VETRIC)
 SU'lfi'S  0 (<;Y".'-PTI'li") =
-t t A- = - CL-.-13 J S l_a 7_U.'_
 PEARSON'S * =
    0.22507 WTlH
   0.781H7
0.3R794 WITH
                         PEPEMDKflT.
5T(.NJFIC4"C«: =   0.1046

-------
  TEST 01-  «EW5»S
                                                                                                11/02/Bl
                                                                                                                  PAGE
FIt.E [JHN4MF (l'PtATTQ*l HATE s
ACHTUL ft I" cnnrnrji v*r,

1 1/02/H1)


n I, A T T n N n r *****
BY MYR




. .- RfVV VCT
COL PCI
TOT HCI
0.
MPT H)llIPpl.n

,
FIJIICT PR'IpFpl.y
M.
TAMPF.UTNr.

TOTAL
I
I
1
I
r
T
T

I
-J-
-T-
I
T
t
t
-T-


,5
n
6.3
-59^]
J.J
o
4. j
1
14.3
4.S
0.3
22
5.5

.1
-T-
T
I
T
T
..T.
T
T
-T-
I
T
I
T
-T-


7fi.r
30 r
b"7 7 t
7.S I
1" 1
0.7 I
34. ft I
• •» I
S7 1 f
7.7 I
13.0

77
75.1
7-R.8—
13.0
1 •>
7.0
1
-L4-.-3
l.b
0.3
Ifi.b

.T
T
I
T
T
T
T
T
T
T
T
I


7fl
53
25.6
8-7 .-1

2P
H.I
37.9
0
n.,n
0.0
P.o
19. R

'.I
I
I
1
I
T
I
I
.-I-
J
T
T
I


7<
37
17.9
6 ?-. -7
9.3
?1
U.4
35.6
5.3...
t
1-4. J
1.7
0.3
59
ti. a

I.T
T
I
I_
T
1
I
T
T
T
T
I
T


ft 0 . 1
16 I
7.7 I
?•> 4 I
4.0 I

74.'ft I
—11-. 8 	 1—
	 1-
n I
n n i
0.0 I
O.P I
63
15. R

Rl
f,
2.9
1 A S
1.5
t; j
77.6
_ I.?.. 8—
0
0.0
0.0
0.0
57
14.3

.1
I
I
T
I

I
I
— I-
-I-
I
T
T
I


B2
0
0.0
fl n
o.o

10".'o
n
o!o
l
0.3

.1
I
I
T
I

I
I
-I
I
J
I
I


TOTAL
207
51.9


46.4
7
1 P

309
100.0
     10 OUT  OF    74  C  11.7*1  PF THF  VALID CFLLS  HAVE EXPECTED CFI.l, FREUUENCY IjF.SS  THAN 5  0
  •ijfi].Miiv FXPKCTFP CFL,(. FRKOHF.UCY =   o.ois
-CH1_SJUAR-K_=	ina.. 4J-705_U1.T.H	l.a_nhG4lt:NIF-]CAtlCE_=	0.0000	
  rRALPH'S v  =       — "
  rnti'i
_LA"BDA_r iS-YJIMi TS.IC-1_=	0.40-1 Oa_l-,.TtH_lCW-TJ/L	nEP-EhDEN-T-.
  'jA^'SSHA  ( 5Yf(l KT^If")  =   n. 70703
  MMfrRTAI'lTV  rQc-F=-irirriT f;, .<: Y :*'•! K T»I r)  =   0.16537  WITH  AHJTVIj    DEPENDFNT.            r  0.07448 WITH  MYR
-JU M C L BIAIJJJC J_C 0 E F El C1 EM T_f.S Y L!i!k.T B_I C.)_=	0 . 1-0 6 2 J	
  KE"0«[I'S  Till r. -     0.206QO   STONI f Ir AiJCE =  0,0000
  Kt^DAI.lj'S  TA"i r =     0.2941fi   SICHIFICAUCK =  O.OOOQ
_GA»1KA_S	0.4JJ.5.7	
                                                                          =	0. 0.9062_t'-I.TH-MYR
                                                                                                                         DEPENDENT.
 Ml^FRS'S I)  f flSY«'iF;T(JTCl =   0.2317b WITH ACNTVL
 sn^Ffs's n  (iY"-Mni»tr) =   O.^RIJO?
__tl A _s —0. 2QC6 7 _1-J 1"_ AC-'IT VU	DERENDEHT-.	
 PEAR.snn"; P  =-n.n(;3?7   sinuiFir»»JCF  =   0.4740
                                                        DEPENDENT.
=  0.38037 WJTH  MYR
                                                                                                          DEPENDENT.
                                                                                                                                             	O-

                                                                                                                                                      •xj

-------
itsi (IF ME.KSKS 1 i/02/fi i
Fii.r i.!nvi&.tF rrHrATTnn IIBTP = 11 /no/Ail

AIRP'

!VO PAGE. fi * PAGE 1 OF 1 O 00 TOTAL 5.5 n.o 16.b 19.8 14.B 15.8 14.3 0.3 100.0 PF TBF VALID-CELLS H.a.V.E_EXP-LCtED-CELL_gREnUtHCY_Lt.SS-THAH-5..-Q.- CFLI. KHKIUKUCY = o.ora CHI SOUABE = 101.97745 MTU 14 DC^RFKS np FPfF.nrw SIGNIFICANCE = o.oooo y_= _ Q-.-35J 4-5 ______ LAMt'DA C^bV IINCt RTAJ'JTY -KL.MLftLLU GAMwfl = KF iriF«T = 0.45117 = 0.37919 ultJH -F. r.H ic )_= — Q..- DEPENOENT, = 0.09687 WJTH HYR DEPENDENT. ROi; PCT I cm. >>(-]• i •pup ^i i n l UrtT fOUIP.'FD I I 1 . 1 I r 11 . i t • i - rnt MUM 75. T 1 3 T S.b I 591 I b ' I 36.4 I 2.0 T 1 T 16.7 T 4 , s T 0. j I 5? 76 <<1 14.3 65.4 8 ** 15 o 7 28.6 3.S bO.O •; P n.fl 17 ,1 I I I J T I I I T I I 77 ^7 23.9 86.4 1 4 3 8 5. 2 12.1 2.0 1 16.7 i . "i 0.3 Pf- f I T T T T 1 T I T T 78 nn 2b.2 7S.9 15.0. 19 24.1 4.B 0 0.0 ft.n 7F.NT.


-------
 TEST nF
                                                                                          Jl/02/81
                                                                                                          PAGE
        MOM »X
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                                   IL/J)2/-BU-
                                         r R o s  s  T
              *********************
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= -0.02771  WITH HYH
                                                                                                    DEPKHDEKT.
                                                                                                                                                I
                                                                                                                                               VO

-------
   .'jAS
                           1 i"Pt Rl»if,  DATA

                      r-CRi.Jua.un_DiTi-.:_=_u_/-i.o^8i-)-
                                                                                                11/10/Pl
                                                                                                                      PAKE
       . 5TM-1JS	VI-IUCLE—.TAI'HEK-STAUli.
                                              c  n P s  s  T A R  n r. A T  i P n    n F
                                              	BY	AJ HP-HE	
                   A ID  Pll' t1  RFJ.T
         _*_»_..¥_*._.*_*_* „*.. *_*--*_*_*_
                                                                      VALUE =
                                                                                     0.   NOT EQUIPPED
                                                                                                                                                            O
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                                                                                                                    _PJU,E	l_OF	1-
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                                          3
                                        1.3
  240
100.0
        4 M|!T  OK      H t bO.'llil PK  THE VM.TP  CELLS  HAVF  FXPtCTFD  CELL FREQUENCY  LESS  THAI  5.0.
       run:  FxPfcnrn  CFI.I.  FRPOUI HCV =  0.112
           APiv- = ----- p.^nsop  U.TTH - j—nE.cpE-hs— ot— f-R-ERnau - S-I-GUJF-IGANCE— = — 0-,-oJao
    r\tt>i fp'.s  v r     n. 1 1( i b*
    Cci-1'! ir.r.*' O  rrFfFiDFiji  =    o.]fi8]3
   . I.AMMifi -(4SVJi.tTl.lC»   =  -«.n -- MTM-SM-T-US -- OEPFunEITi ------ = — 1.-" - W-I-TH- ATHPMP ---
    LA'1 1* HA CiV'-T'ir 1C) =   r . 1
                                                                                                      '
II-< t RTA r-'TV  r..FhrirtF.'T  ( ASy'C.F 1 PIC 3  =

        ' S Tail  n =     o. 177'U   SI CM IF
        > R 1 fl'.l  r =     C.03J04   SICl'TK
                                                 O.niOf.0 "fJTH  STATUS    DtPt'JREMT.
                                                 =   0.18102  WITH  AIRPMP    DFPFNPEMT.
                                                    =   O.fl?17
                                                    =   0.0217
        h n  f t.sy»"t-T|JTri =   n.».28*9  WTIH STATUS
        s D  csY'VFrPiD =   n.nifijn
        O.nnjSc. ,. t } v  ?• I AT'-S — -l)F t>f i.nf-'-'T.
        'S R  =  o.lhlbl   Slfi'M FITA'TT  =   0.1047
                                                           &EPENntNT.

                                                           = - 0 . 1-91 55-U-ITH-
=   0.02403  WITH  ATHPMP

    —DEPENDENT-.	
                                                               DEPENDENT.

-------
TEST  (JF
                                                                                           H/02/fll
                                                                                  PAGE;
                  CrcfftTln-.' DftTF
    p.cv
               CROSS  TABULATION
              	B.V	M Y K_
                                                                           n  F
                                                                                                           PAGE  1 OF   1
                     JtYB_
pn,j prr i
CT, PT 1
fr-if pfT ]
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100.0
         rxpefTfl) C'^r.  FprgiifiCY  =   0.015
nil <;()ll6w^  -    i«.74^01  WITH  11  PKRHFLS OF  FREEDOM   SIGWTFICANCE =  0.1739
       -S-Y—=	C . l.b3-i-T
                        T =    0.21210
        (H.SYWKTRTC5  =   0.0     I^TTH  PCV
                   _=	o_. 01205	
                      DEPENDENT.
=  0.01250  WITH MYR
                                                                       DEPENDENT.
UNCtl*T»IMrY
              =   O.lbfl03  WITH PCV
rsY-«HHir)  =  c.o?384
                         . -1-922
                                                                   DEPENDENT.
                  =   0.01289 WITH  MYR
           TAIJ r =    -0.0177'J  Rir.HlFICANCF =   0.1972
           -0. \e><)«7.
                                           . 016Q
            (SV'»«'TIMr)  = -0.01877
                                                                                                    -DEP-EWDENT..-.
                                                                      HYH
                                                                               OE.PENDFNT.

-------
 TKST  OF Ni-J'-'SaS

_F_ILj;	HOMAGE.
 *******
                                                                                               11/02/81
                                                                                                                 PAGE    10
                    _(CREATTO"  HATE =  ii/07/ai)


	"CSMRI.	YA£._5E!iK_K!LlJlC.
    ****************
                                          C R  0 S S T  A  P  U I, A T  I  n n
                                          	RY.	HYH._
0 F
                                    *****

                                                                                                                                                      o
rni, pri
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NUT EGMIPPFI) 11.9
27. ;
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11. -5 I
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0.3
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-I ' I 71
28.6 4.R T
15.7 3.4 I
1 .-ft 0 . 5 T
67 57 I
-IB." 16.1 .I....
H4.fi 9fi.<> T
Ifi.P 14.3 I
01 01
0.0 I o.O T
O.O i o.O T
0.0 T o.O T
79 S9
19.0 14.8

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11.9
7.9
-J . 3 —
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0.0
- 63
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100.0 T
n.T I
0 I
0.0 I
no T
0.0 I
1
0.3
IM
ROW


10.5
355
99 0

2
0.5

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100.0
  	11  OUT.'Jt	24.l..-15.Sl)_DE_EHE_VALlD_CELLS_l!AV.E_EXPtCTED.CELL_EREQUEKCY_LESS-THAN_5.0.
   ''M11IJ!'  FXPtrirp  CFLL Fi^QilfrNCY =  O.OOb
   THI  SOUAPf =     I?.',1'j69 i-iTTH   14 OECUfES  OF  KPFEUOH    SIGNIKICANCF =   0.1B02
  - C H AI'.EHI S._V_.=	Q ..1 b 2.7J	
         (B,.SY«
	LA'lliUA- (SVI4KlHrf.)_=	0.00275-
                                   0.21113
                                     mirn VCSPKHT
                                                                          =  0.003J2 WITH  MYR
                                                                                                     OEPF-MDENT.
              coTFirtF IT casyMneTPiC)  =  o.06694  WITH VCSPKRT  OEPENDFNT.
              COT1 I1"!!- 'IT fRYMVhTRTCl  =  0.07160
-Kl.^r.AI.I,JS_Tii]_H_s	n. 1-1 084—SI R'U F-ICAUCK-=	0.-00-S7	
        .•S  Tail C =    0.0*793 "SIO'IMCANCE =   0.0057
                                                                                                0.0128B  WITH MYR
                                                                                                                        DEPENDENT.
   .SU-KHi.'S-U-CASY-.r'l-THlCl-s	0. 05352-riI-HH_VCSP.KRl	DF.P.ENDLHT-.
   S'V'ERS'i II ( <5Y''"rnir) =  O.OB680
   i-i ft  =   0.10370 '.'TIM  VCSP<«T   IIFPFNUEWT.           =   o. 16693 WITH  HYR
                                               .4406	
 -0.27956-WITH-M-Y-R-

    DEPEHDFMT.
                                                                                                       -DEPENDFNT-.-

-------
 TKST  OF

-F I L E - H CMJ A I' E
                                                                                            1l/0?/fll
                                                                                                             PACE:
                   t C R L A 1 1 DH_nAIt_=_U./_0 3/. 8 U_
 ******************
	LSQI.STP	IDLE_iT01l_SOL	
 ******************
                                          TROS 5 TABULATION
                                         	BY_hYR_
                                                                             n F
                                                                                                       * *  PACE  1 OF   1
i(rv,i prr i
ciu ITT i
TOT PfT 1 75
.0 	 I .14
HOT PQUIPPFI) I 10.1
1 * 3.6
T 15
-I 	
1 . T 8
I 36.4
I 7.0
COL"' '•! 77
TOTAL 5.S

. I
1
T
I
I
-I —
T
T
I
I

7 OUT nj. ih ( ]?.S%1 OF
M|IIJM|i'f i-XPI-CTFri CFI.L FRFOl'tNC
CHI SOIIfttn = is. si (11 A V'TTH
CKAMFU'S V = 0.79931


7fc.
-,,
b9Jfi
1 R
21
B 1
4^.4
5.1
57
11. n

T 77. T
T 94 T
I 17.3 I
I 36.4 T
j t n T
I 	 T
I 42 T
J 	 lh.2 	 L
I M.h T
I 10. b T
16.5
THE VALID CH.LS
1 = 0.3«8
~l nkCuFFS Of |TR



7H.1
?" 1
17.1 I
6 ;.Q j 	
	 1-
55 I
21.7 I
69.6 I
13.9 I
79
19. B

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— 14
10.1
23.7
-3.5-
4b
-1 7-. 3-
76.3
11.3
59
14.8

I.I BO. I
T 211
I 15.1 I
I 33.3 I
-I 5.1 I
-I 	 I-
I 47 I
I 16 ? I
I h6.7 I
I 10.5 I
61
15. B
H&VF EXPLCTFD CFLL FKFQIlfNCY
EEDQM 	 S1.GNJEJCANCE_J__0...00(

81
10
7.7
17.5
2.5
47
87.5
1 l.H
57
14.3
LESS
in


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T
I
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. T
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1




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100
	 0
0
0
0
0
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0
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1
.3
.0.

ROW
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"I
r 1 la
I 34. El
I
I 	
-I
I 260
I
I
399
100.0


                                0.2Pbfl«
_LAHDDft_Cftiyii>'£IKI.CJ_=	O.t271fl UlTTH T$ri|_STg	DEP-EilQEBT..	
 LAMBDA  (.syvuFTRir)  =   0.05779
 (.HO RTAINTY CQFf F1C I EOT  ( ftSyw/FTH 1C) =  O.OftBg'j  WITH 1SOLSTP   Dfi'PENDFKiT.
                                                                       = _ 0..0218l-WlXH_HYR
                                                                                                  DEP.EMOENT
                                                                                          =   0.02329  WITH MYR
         'S  TAII n =     0.20H30
 Ki:wDALL'R  T«'J r =     O.J5R3I  SIGNIFICANCE =   0.0000
. C A y 1 A „= ____ 0 . J 3 0 9 3
 SOUCPS'S  0  C».SYK"hTpIc)  =  0.15263
 snMt»s's  i)  (
-------
TEST OF NtM&BS
. -E1LE 	 nau4fE_

HKAiril

	 f CRE A I-IQ:I_D AII

HKAT_Fn I'llAKF.

11/02/81 PAGE 7
• =_.I1SO?/H1 )

. ... BY MVB

M
CUUMT I
KOM pri i
. ..-.cm, I-TT...J.-
•|nr pel J
	 0. ....!_
NOT COKlPPFn I
1
1
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1 . 1
T
I
• I"
12. I
APGIJAH',1 IftiiDEPI I
T
I
- I-
1 a , i
MAM-UNCTIO11 I
1
I
-1-
TOTAL.... -
YH

7"
1
70.0
4.5
0.0-
. 16
"77.7
l.fi
•5
13.9
22-7
1 .3
n
0.0
0.0
0.0_
72


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 KENHALI'5
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 ETA =   0.^7714 l-'Trn  MMTTII    DFPFiini:MT.
 PKARRdN'S  » =-n.701)7   SJKHIFICA'ICF =   0.0000
                                                       =   0.71094  WITH MYH

-------
 FKST PF  MFV5»S

_F III	I.Oli Af- P	(CJ»i.#-IlUM-..DAIt:-J=_l IV-O-Z/.aU	
                                                                                              1 1/02/81
                                                                                                                PAGE
	SIOR	ECS_STDHAGt-.
                                           C»05S TAP  II IiATTPr'
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-------
 ftST  (IF M|.'*s»s                                                                                11/07/81          PAGE

_F1LL	(JO'lAVE	CCP.fc.AlIO!l_DAI.L_=_iJ/J)2/-8a-)	
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-------
 TKST OF  HK".SAS

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-------
                                                                                                                  PAGE    11
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-------
TtST DV HEWSAS
                                                                                               11/07/81
                                                                                                                PAGE   12
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