INVESTIGATION OF PASSENGER
CAR REFUELING LOSSES
PREPARED FOR
COORDINATING RESEARCH COUNCIL, INC.
Thirty Rockefeller Plaza
New York, New York 10020
AND
ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF AIR AND WATER PROGRAMS
MOBILE SOURCE POLLUTION CONTROL PROGRAM
?
2565 Plymouth Road
Ann Arbor, Michigan 48105
SCOTT RESEARCH LABORATORIES, INC.
2600 CAJON BOULEVARD
SAN BERNARDINO. CALIFORNIA 92411
-------
SRL 2874 12 0972
Final Report
Investigation of Passenger
Car Refueling Losses
Second-Year Program
APRAC Project Number CAPE 9-68
EPA Contract CPA 22-69-68
Scott Project #2874
Prepared for:
Coordinating Research Council, Inc.
Thirty Rockefeller Plaza
New York, New York 10020
and
Environmental Protection Agency
Office of Air and Water Programs
Mobile Source Pollution Control Program
2565 Plymouth Road
Ann Arbor, Michigan 48105
September 1, 1972
by
Malcolm Smith
SCOTT RESEARCH LABORATORIES, INC.
2600 Cajon Boulevard
San Bernardino, California 92411
-------
SRL 2874 12 0972
TABLE OF CONTENTS
Page No.
SUMMARY S-l
1.0 INTRODUCTION 1-1
1.1 THE PROBLEM 1-1
1.2 PROGRAM BACKGROUND 1-3
1.3 FIRST-YEAR PROGRAM 1-3
1.4 SECOND-YEAR PROGRAM 1-5
1.5 THRID-YEAR PROGRAM 1-5
2.0 APPROACH TO SECOND YEAR PROGRAM 2-1
2.1 SOURCES OF REFUELING LOSSES 2-1
2.2 LABORATORY STUDY 2-2
2.3 FIELD SURVEY 2-2
2.4 MODELING STUDY 2-2
3.0 LABORATORY STUDY 3-1
3.1 MEASUREMENT OF DISPLACED LOSSES 3-1
3.2 MINI-SHED VALIDATION 3-7
3.3 MEASUREMENT OF ENTRAINED DROPLETS 3-12
3.4 RESULTS OF LABORATORY STUDY. ........ 3-16
4.0 FIELD SURVEY 4-1
4.1 CATALOG OF FUEL TANK CONFIGURATIONS 4-1
4.2 SURVEYOR TRAINING 4-3
4.3 SPILL OBSERVATION PROCEDURES 4-5
4.4 COLLECTION OF TEMPERATURE DATA 4-7
4.5 RESULTS OF SPILL LOSS SURVEY 4-16
4.6 ANALYSIS OF SPILL DATA 4-23
SCOTT RESEARCH LABORATORIES, INC.
-------
SRL 2874 12 0972
Table OF CONTENTS (CONT.)
Page No.
5.0 TOTAL REFUELING LOSS MODEL 5-1
5.1 ESTIMATION OF LOSS PER OPERATION 5-1
5.2 ESTIMATION OF DISPLACED LOSSES FROM FIELD SURVEY
DATA 5-3
5.3 TOTAL REFUELING LOSS MODELS 5-11
REFERENCES R-l
APPENDIX A FUEL INSPECTION DATA A-l
APPENDIX B VOLATILITY DATA B-l
APPENDIX C CONVERSION OF RVP TO A STANDARD VALUE .... C-l
APPENDIX D LABORATORY DATA D-l
APPENDIX E DISPLACED VAPOR LOSS BY IDEAL GAS MODEL. ... E-l
APPENDIX F FIELD SURVEY TEMPERATURE DATA F-l
SCOTT RESEARCH LABORATORIES. INC.
-------
SRL 2874 12 0972
LIST OF TABLES
1-1 DISPLACED VAPOR LOSS ESTIMATES FOR THE STATE OF
CALIFORNIA - MAY, 1967
3-1 EXPERIMENTAL PLAN
3-2 SYMBOL DEFINITIONS
4-1 UNDERGROUND GASOLINE TEMPERATURES
4-2 SUMMARY OF OBSERVED AMBIENT TEMPERATURES
4-3 SUMMARY OF OBSERVED FUEL AND VAPOR TEMPERATURES
4-4 AVERAGE PUBLISHED GASOLINE VOLATILITY (RVP)
4-5 REFUELING SPILL LOSS SUMMARY - SUMMER SURVEY
4-6 REFUELING SPILL LOSS SUMMARY - FALL SURVEY
4-7 REFUELING SPILL LOSS SUMMARY - WINTER SURVEY
4-8 REFUELING SPILL LOSS SUMMARY - SPRING SURVEY
4-9 REFUELING SPILL LOSS SUMMARY - FOUR SEASON COMPOSITE
4-10 TOTAL SPILL LOSS SUMMARY - FOUR SEASON COMPOSITE
4-11 REGRESSION OF MAGNITUDE OF PREFILL NOZZLE LOSS ON
REFUELING PARAMETERS
4-12 REGRESSION OF PROBABILITY OF PREFILL NOZZLE LOSS
ON REFUELING PARAMETERS
4-13 REGRESSION OF MAGNITUDE OF SPIT-BACK LOSS ON
REFUELING PARAMETERS
4-14 REGRESSION OF PROBABILITY OF SPIT-BACK LOSS ON
REFUELING PARAMETERS
4-15 REGRESSION OF MAGNITUDE OF OVERFILL LOSS ON
REFUELING PARAMETERS
4-16 REGRESSION OF PROBABILITY OF OVERFILL LOSS ON
REFUELING PARAMETERS
Page No.
1-2
3-2
3-20
4-12
4-13
4-14
4-15
4-17
4-18
4-19
4-20
4-21
4-22
4-25
4-26
4-28
4-29
4-30
4-32
SCOTT RESEARCH LABORATORIES, INC.
-------
SRL 2874 12 0972
LIST OF TABLES (CONT'D.)
Page No.
4-17 REGRESSION OF MAGNITUDE OF POSTFILL NOZZLE LOSS
ON REFUELING PARAMETERS 4-33
4-18 REGRESSION OF PROBABILITY OF POSTFILL NOZZLE LOSS
ON REFUELING PARAMETERS 4-34
4-19 RESULTS OF REGRESSION ANALYSIS TO IDENTIFY FACTORS
SIGNIFICANT TO PRODUCTION OF SPILL LOSSES 4-35
4-20 SUMMARY OF SPIT-BACK REFUELING LOSSES FOR VARIOUS
FUEL TANK ANTI-SPILL DEVICES 4-36
5-1 DISPLACED LOSS SUMMARY - SUMMER SURVEY 5-5
5-2 DISPLACED LOSS SUMMARY - WINTER SURVEY 5-6
5-3 TOTAL REFUELING LOSS BY SOURCE 5-8
5-4 PERCENT OF COMPLETE FILLS 5-9
A-l FUEL INSPECTION DATA A-3
B-l VOLATILITY DATA B-3
D-l LABORATORY DATA D-3
F-l FIELD SURVEY TEMPERATURE DATA F-3
SCOTT RESEARCH LABORATORIES, INC.
-------
SRL 2874 12 0972
LIST OF FIGURES
Page No.
3-1 MINI-SHED WITH ASSOCIATED DISPLACED LOSS MEASURE-
MENT APPARATUS 3-5
3-2 TRAVERSING APPARATUS: TEMPERATURE AND HYDROCARBON
CONCENTRATION 3-8
3-3 MINI-SHED VAPOR CONCENTRATION - NO FAN 3-9
3-4 MINI-SHED VAPOR CONCENTRATION - WITH FAN 3-11
3-5 COMPARISON AT TOP-FILL AND BOTTOM-FILL DISPLACED
LOSSES 3-14
3-6 TANK SHAPE ONE 3-18
3-7 SENSITIVITY OF DISPLACED LOSS TO TEMPERATURE AT
VARIOUS VALUES OF RVP 3-25
3-8 SENSITIVITY OF DISPLACED LOSS TO RVP AT VARIOUS
VALUES OF TEMPERATURE 3-26
3-9 COMPARISON OF REGRESSION MODEL WITH IDEAL GAS MODEL 3-29
4-1 FIELD SURVEY SCHEDULE 4-2
4-2 GASOLINE SPILL MAGNITUDE VS. EQUIVALENT SPILL
DIAMETER FOR TYPICAL GASOLINE 4-4
4-3 TYPICAL FIELD SURVEY TEMPERATURE RECORD 4-10
5-1 COMPARISON OF OBSERVED REFUELING LOSS WITH FEDERAL
STANDARDS ON EXHAUST EMISSIONS 5-10
5-2 EXAMPLE OF ANNUAL VARIATION IN UNDERGROUND FUEL
TEMPERATURE (1954-55) 5-13
5-3 TYPICAL DIURNAL TEMPERATURE PATTERNS 5-14
5-4 EXAMPLE OF FUNCTION RELATING REFUELING OPERATIONS TO
TIME OF DAY 5-15
SCOTT RESEARCH LABORATORIES, INC.
-------
S-l
SRL 2874 12 0972
SUMMARY
This report documents the results obtained during the second
year of a planned three-year program designed to determine the hydro-
carbon losses sustained during the refueling of passenger cars. A five-
city, four-season field survey and a laboratory study were conducted in
parallel. The objectives of the field survey were to observe the mag-
nitude and frequency of spill losses in the service station environment
and to record temperatures relevant to the estimation of displaced hy-
drocarbon losses. The objective of the laboratory study was to measure
the magnitude of displaced losses under conditions representative of
those observed in the field. The twelve-month investigation obtained
data from observations of 7,151 refueling operations in the field and
125 experiments conducted in the laboratory.
Four categories of spill loss were identified. In sequence of
possible occurrence they are:
o Prefill drip from the nozzle while it is being handled
from the pump to the vehicle
o Spit-back of gasoline from the fuel tank filler pipe resulting
from pressure bulld-up in the vapor space in the fuel tank
during an automatic fill
o Overflow from the filler pipe when the amount of gasoline
dispensed exceeds the tank capacity (manual fill)
o Postfill drip from the nozzle while it is being handled
from the vehicle back to the pump.
A summary of the magnitude and probability of occurrence of
one or more spill types is given in the following Table S-l, together
with the total and average refill in gallons dispensed.
SCOTT RESEARCH LABORATORIES. INC.
-------
S-2
SRL 2874 12 0972
Table S-l
Total Spill Loss Summary
Four-Seaaon Composite
Citv
Sample
Size
Total
Refill
gallons
Average
Refill,
gallons
Average
Spill
Loss,
grams
Loss
Prob.
Average
Loss,
grams/
refill
Los Angeles
1005
11,859.3
11.8
8.6
0.390
3.3
Houston
1287
16,430.2
12.8
17.0
0.373
6.3
Chicago
1234
14,488.2
11.7
9.8
0.260
2.6
New York
1515
15,161.7
10.0
9.5
0.360
3.4
Atlanta
1378
15,905.8
11.5
6.7
0.270
1.8
Composite
6419
73,845.2
11.5
10.6
0.329
3.5
The effect, if any, of the presence of the Scott observer is not
known. Service station managers and attendants were told only that a con-
sumer survey of replacement auto parts was to be performed. Despite con-
cealment of the reasons for the survey, it may be prudent to consider the
results obtained as reflecting spill loss data closer to a minimum than an
average. It should be noted, however, that the spill loss is only about
6% of the total loss.
Dispensing nozzles were instrumented at one station in each
city during each season for the purpose of measuring the dispensed fuel and
displaced vapor temperatures. These temperature measurements were always
made at a station where spill data were not being obtained. A total of
732 refueling operations were conducted with the instrumented nozzles. The
fuel and vapor temperature measurements were supplemented with measurements
of ambient and underground fuel temperatures.
SCOTT RESEARCH LABORATORIES. INC.
-------
SRL 2874 12 0972
S-3
An Investigation of the magnitude of the displaced loss during
refueling was conducted In the Scott all-weather room. The displaced loss
consists of the displaced vapor loss plus the loss due to any entrained
droplets in the displaced vapor. Measurements of the displaced losses for
a carefully controlled sample of top fills were compared with those made
during a sample of bottom fills controlled in the same way. The losses
during the top fills were larger than those sustained during bottom filling.
the difference being statistically significant at greater than the 99.5%
confidence level. The difference amounted to about 10% at 90°F and
7% at 35°F. The generation of entrained droplets was considered to
be precluded in the bottom-fill experiments. Before concluding the
difference between top fills and bottom fills to result from the ex-
istence of entrained droplets in the top-fill case, however, it should
be noted that the bottom-fill technique also precludes any excess fuel
vaporization which may result from top filling. Additional experi-
mentation required to resolve this question was beyond the scope of
the program and hence was not conducted.
A total of 103 top-fill experiments yielded data on a large
number of controlled experimental variables. Regression analyses were
conducted on these data and a regression model for estimating the displaced
loss was developed. The model is of the form
= exp (a + b«TDF + c*Tv + d*Tv«RVP),
where
SCOTT RESEARCH LABORATORIES, INC.
-------
S-4
SRL 2874 12 0972
Lp = Estimate of the displaced loss, gms/gallon
Tpp => Average dispensed fuel temperature, °F
T = Average displaced vapor temperature, °F
RVP = Reld vapor pressure, psi
a = -0.02645
b = 0.01155
c = -0.01226
d = 0.00246.
This model should not be used, however, for extrapolations to tempera-
tures above 90°F.
Using published values of the average RVP for the fuels used in
each of the sampled cities during each season and the 732 sets of dispensed
fuel and displaced vapor temperature measurements as inputs to the re-
gression model, an average composite displaced loss of 57.4 grams per re-
fueling operation was obtained. Caution must be observed in the use of
that number, however, since the 732 sets of temperature measurements do
not constitute a statistically representative sample over all seasons or
over the full service station day.
It does provide a basis, however, for obtaining an estimate of
the magnitude of the refueling loss problem. When the average displaced
loss of 57.4 grams per refill is divided by the average observed refill
quantity, 11.5 gallons per refill, one obtains an estimated displaced loss
of 5.0 grams per gallon. Similarly, the average total spill loss of 3.5
grams per refill amounts to 0.3 grams per gallon. The total refueling loss,
for the sample data, thus amounts to 5.3 grams per gallon of dispensed
gasoline.
SCOTT RESEARCH LABORATORIES. INC.
-------
S-5
SRL 2874 12 0972
Using an average fuel consumption datum of 13.4 miles per
gallon published in National Petroleum News, the total refueling loss
may be expressed as 0.396 grams of hydrocarbons per mile. It is of
interest to contrast that result with the 1975-76 Federal Standard
for exhaust emissions, which limits the unburned hydrocarbons to 0.41
grams per mile, and with the average value of unburned hydrocarbons
in the exhaust of uncontrolled vehicles of about 10 grams per mile.
SCOTT RESEARCH LABORATORIES, INC.
-------
1-1
SRL 2874 12 0972
1.0 INTRODUCTION
1.1 THE PROBLEM
The automobile has long been recognized as a major source of
the hydrocarbons in the air over our cities. Past and present investi-
gations have measured the emissions of hydrocarbons in the automobile's
exhaust gas, from the escape of combustion gases which blow by the
piston rings, and from evaporation of gasoline from the vehicle's fuel
system.
A source of hydrocarbon loss which had received little attention
is the refueling of passenger cars. The losses encountered during re-
fueling operations may include:
1. Displaced fuel tank vapor
2. Entrained fuel droplets in the displaced vapor
3. Liquid spillage from the tank
4. Liquid spillage from the nozzle.
Of these four loss sources, only the first (displaced fuel tank vapor) has
been estimated for passenger cars.
In May, 1967, estimates of the displaced vapor loss from vehicle
fuel tanks throughout the state of California were presented to the
California Air Resources Board by six independent sources. These estimates
placed the loss at a mean value of approximately 124 tons/day. Although
the estimates varied somewhat, they were in surprisingly good general agree-
ment, as shown in Table 1-1.
SCOTT RESEARCH LABORATORIES. INC.
-------
1-2
SRL 2874 12 0972 Table 1-1
Displaced Vapor Loss Estimates
for the State of California - May 1967
Bay Area Air Pollution Control District
140
Tons/Day
Los Angeles County Air Pollution Control District
133
Tons/Day
Chevron Research Company
132
Tons/Day
California State Department of Public Health
130
Tons/Day
General Motors Corporation
128
Tons/Day
Atlantic Richfield Company
80
Tons/Day
During the filling of vehicle fuel tanks, the splashing of the
fuel accelerates vaporization and also produces small droplets which may
be lost by entrainment. While little work had been done on this phenomenon
in passenger vehicle fuel tank6, a considerable amount of work was done by
the petroleum industry on the splash filling of petroleum tanks and trans-
portation equipment (References 1, 2, and 3).
It was stated in Reference 3 that faulty design or poorly-
conducted refueling operations could result in entrainment losses two to
three times greater than the loss due to displaced vapor. It would not be
prudent, however, to extrapolate this conclusion to automotive fuel tanks
because of the differences in the tank sizes, refueling apparatus, and
other equipment. A number of methods have been proposed for measuring the
losses experienced in filling petroleum tanks (Reference 4). However,
the accuracy of these methods was estimated to be only +25%.
A frequent cause of liquid spillage is overfilling of the tank,
resulting in fuel being forced back up the fuel fill pipe. It should be
SCOTT RESEARCH LABORATORIES. INC.
-------
1-3
SRL 2874 12 0972
recognized, however, that some vehicles will "spit-back" liquid fuel
even before the tank is full.
It is apparent from this brief discussion that, although the
sources of passenger car refueling losses were recognized, little was
known about the magnitudes of the losses and their occurrence frequencies.
Before a meaningful assessment of the importance of these losses could be
made, it was necessary to observe refueling operations in the field to
determine the magnitudes and frequency of occurrence of those losses
for a representative sample of service stations.
1.2 PROGRAM BACKGROUND
With mutual concern for the foregoing problem, meetings were
held by the Air Pollution Research Advisory Committee (APRAC) of the
Coordinating Research Council (CRC) and the National Air Pollution Control
Administration of the U.S. Department of Health, Education, and Welfare
(now the Office of Air and Water Programs of the Environmental Protection
Agency) to initiate an investigation of passenger car refueling losses. This
problem fell within the scope of the newly created APRAC-CAPE-9 Committee
which was charged with studies of refueling losses in general.
On December 18, 1968 Scott Research was awarded a contract to
conduct an "Investigation of Passenger Car Refueling Losses".
1.3 FIRST-YEAR PROGRAM
The first-year program was conducted in two phases. The first
phase was an experimental study carried out in the laboratory to determine
the amount of the losses from displaced vapor and spillage. The second
SCOTT RESEARCH LABORATORIES, INC.
-------
1-4
SSL 2874 12 0972
phase was a field survey of service stations to determine the frequency
of occurrence of gasoline spills. The laboratory study was initiated
upon award of the contract; go-ahead for the field survey was subsequently
received on April 16, 1969.
The laboratory study yielded information on the effect of fuel
tank configuration, fill rate, vapor pressure, and fuel and vapor
temperatures on the displaced losses. Additional data were obtained
on the average spill loss for different fuel tank configurations
filled at different fueling rates. The minimum, maximum, and
average amounts of nozzle drip were determined by measurement. In order
to carry out the laboratory study Scott constructed two enclosures: (1) a
full-sized SHED (acronym for Sealed Housing for Evaporative Determinations)
to collect spillage from an entire automobile, and (2) a MINI-SHED to col-
lect displaced losses from fuel tanks alone. Measurements of the hydrocarbon
concentrations in both SHEDs were made with a flame ionization detector
(FID).
The field survey was carried out in two parts. The first part
utilized Scott employees who filled out a questionnaire each tine they re-
fueled their automobiles. The questionnaires were filled out without the
knowledge of the attendant. In the second part, Scott technicians surveyed
several stations in the San Bernardino area for spillage and nozzle drip
under the guise of determining the average amount of gasoline per fill. A
coded data form allowed the technician to record number of spills and nozzle
drips without an attendant's knowledge.
Significant factors contributing to individual and overall re-
fueling losses were examined and discussed in the first-year report, but
SCOTT RESEARCH LABORATORIES, INC.
-------
1-5
SRL 2874 12 0972
the scope of the first-year program was limited to the results of exploratory
laboratory tests and a small sample of survey observations (Reference 5).
1.4 SECOND-YEAR PROGRAM
The CAPE-9 Committee concluded that an expanded field survey
was necessary to supplement the relatively small sample size on which
the results of the first-year program were based. Improvements In the
techniques and equipment used to measure displaced losses and the de-
velopment of a mathematical model for estimating displaced losses were
also desired. On November 19, 1969, the CRC requested Scott to propose
a one-year extension to the original program. Scott responded on De-
cember 16, 1969, and program go-ahead was received on June 30, 1970.
Refueling operations were observed in five major cities during
each of the four seasons. The scope of the survey was expanded to ac-
quire data on additional variables identified as having possible effects
on refueling losses. The effects of gasoline volatility (as Reid vapor
pressure (RVP)), dispensed fuel and fuel tank temperature, displaced vapor
and ambient temperature, fuel tank filler pipe configuration, and re-
fueling procedures were studied in the laboratory. The data from the
field survey and the laboratory study were integrated in the analysis
phase and a refueling loss model was developed.
1.5 THIRD-YEAR PROGRAM
Program go-ahead for the third and final year of effort was re-
ceived on June 29, 1972. Field and laboratory effort during the third
year will be devoted to the collection of data necessary to establish the
operational and statistical relationships between the variables of
SCOTT RESEARCH LABORATORIES, INC.
-------
1-6
SSL 2874 12 0972
Interest In order that a mathematical model can be developed for es-
timating refueling losses over an air quality region (see Section 5).
SCOTT RESEARCH LABORATORIES. INC.
-------
SRL 2874 12 0972
2-1
2.0 APPROACH TO SECOND-YEAR PROGRAM
The sources of refueling losses were first identified and the
effects of variables which relate to the magnitude of displaced losses
were measured in the laboratory. Spillage and temperature data related
to displaced losses were gathered at service stations in five different
cities. Total refueling losses were then calculated from these data.
2.1 SOURCES OF REFUELING LOSSES
From the results of the first-year pilot program, two primary
categories of refueling loss were identified.
2.1.1 Liquid Spillage
Liquid spillage was traced to four origins. In sequence of
possible occurrence they are:
0 Prefill drip from the nozzle while it is being handled
from the pump to the vehicle
o Spit-back of gasoline from the fuel tank filler pipe
resulting from pressure build-up in the vapor space in
the fuel tank during the fill
o Overflow from the filler pipe when the amount
of gasoline dispensed exceeds the tank capacity
o Postfill drip from the nozzle while it is being handled
from the vehicle back to the pump.
2.1.2 Displaced Losses
Displaced losses were traced to vapor displaced from the tank
in a volume approximately equal to the volume of gasoline dispensed and,
under certain conditions, to small droplets entrained in the vapor.
SCOTT RESEARCH LABORATORIES. INC.
-------
2-2
SRL 2874 12 0972
2.2 LABORATORY STUDY
Displaced losses were measured directly in the laboratory under
controlled conditions in which the values of 15 variables were varied
(see Table 3-1). The measured losses were then regressed on those vari-
ables to provide a statistical estimate of displaced losses as a function
of the significant variables.
2.3 FIELD SURVEY
The contribution of each spill source to the total refueling
loss was determined from a large sample of direct observations made at
service stations selected by the CAPE-9 Committee to be a representative
sample. The magnitude and frequency of spillage losses were assessed by
trained technicians. Variables significant to the magnitude of displaced
losses were measured and recorded on a strip-chart recorder. Regression
analyses were conducted to determine the existence of any significant
relationships between measured parameters.
2.4 MODELING STUDY
The laboratory and field survey data were integrated and a
Scott regression model for estimating refueling losses on a grams-per-
gallon basis was developed. The regression model was then embedded in
a general functional model to illustrate the proposed approach to the
estimation of refueling losses over a region for a given unit of time.
The development of the regional model is an objective of the third-
year program.
SCOTT RESEARCH LABORATORIES. INC.
-------
SRL 2874 12 0972
3-1
3.0 LABORATORY STUDY
The procedures developed during the first-year program for
measuring losses in the large SHED succeeded in accounting for about
75% of the known gasoline losses. The first objective of the second-
year laboratory program, therefore, was to develop improved procedures
and measurement techniques to permit essentially 100X accountability
of evaporated hydrocarbons. This objective was successfully attained,
as discussed in 3.2.2 below.
Displaced hydrocarbon losses were measured under carefully
controlled conditions in the Scott all-weather room in accordance with
the experimental plan shown in Table 3-1. The experimental program
was designed to test all controlled variables for significance and to test
some variables for interaction. Measured hydrocarbon losses were re-
gressed on the variables shown in Table 3-1, the significant variables
were identified, and various exponential regression estimates of the
displaced losses as a function of those variables were computed.
Demonstration of the existence of entrained droplets in the
displaced vapor was attempted by making loss measurements over a con-
trolled set of variables during top fills and the corresponding set
during bottom fills. (Entrained droplet loss is considered not to exist
during bottom fills.) The experimentally-determined losses were regres-
sed on the variables of interest and statistical tests of the significance
of the difference between top-fill losses and bottom-fill losses were made.
3.1 MEASUREMENT OF DISPLACED LOSSES
Displaced losses were collected in the MINI-SHED and the re-
sulting hydrocarbon concentrations measured by the flame ionization
SCOTT RESEARCH LABORATORIES, INC.
-------
Table 3-1
Experimental Plan
Pipe
c/>
O
o
H
H
90
w
V)
w
>
90
C)
m
r-
>
00
o
90
>
H
O
90
K
U9
2
Desisn
Exp.
Group
No.
Dia.
In.
Lgth.
In.
Device
Entr
Dee.
Reference
301
U>
00
10
None
18
302
1.50
303
1.38
5
304
22
305
10
Case.
306
None
45
Tests
307
75
For
312
18
Significance
313
314
315
316
317
318
319
321
1.38
10
None
18
322
323
Temperature
324
and
326
Volatility
327
Interaction
328
329
330
331
333
320
1.38
10
None
18
Vapor
335
Only
325
Duplicates
336
332
334
308
1.38
22
None
18
Tank
309
45
No. 2
310
Tube
Duplicates
311
None
75
337
90
Tank
Operation
Temp.
Dlsp
% Fill Arab.* Fuel
Shape Vent In. Peg GPM Gal. Comp Method °F °F
Dpth. Noz Rate Fill
Tube
30 10.0 10.0 100 Splash 60
None
Tube
120
30 5.3
12.3
10.0 5.0
20.0
10.0
50
Tube
30 10.0 10.0 100 Splash
Tube
30 10.0 10.0 100 Subsur
Tube
30 10.0 10.0 100 Splash
35
35
60
90
90
60
60
90
90
35
35
60
35
90
90
35
35
60
60
60
35
35
60
90
60
35
60
90
60
35
60
35
60
90
60
35
60
CO
90
N3
00
-P-
N3
O
VC
fsJ
U>
ro
* Approximately equal to initial fuel tank temperature
-------
3-3
SRL 2874 12 0972
detection (FID), method. Losses were calculated in accordance with the
procedures specified in SAE Recommended Practice J171.
3.1.1 MINI-SHED
The SHED (acronym for Sealed Housing for Evaporative Deter-
minations) was originally proposed by the U.S. Department of Health,
Education and Welfare (DHEW) in February, 1967 (Reference 6). The
function of the SHED was to capture evaporative emissions from the total
passenger car for subsequent mass determinations.
An abbreviated version of the full-size SHED, the MINI-SHED
is designed to collect hydrocarbon losses from vehicle fuel tanks. The
net volume enclosed by the nylon reinforced vinyl skin is 150.3 cubic
feet with two fuel tanks Inside. Gasoline may be dispensed from the
Scott Fuel Conditioning System into either tank, using a hose passing
through a sealed bulkhead fitting in the aluminum floor. Tank liquid,
vapor space, dispensed gasoline, and ambient temperatures are measured
with thermocouples. The absence of any enclosure pressure differential
is ensured by monitoring with a slant-tube water manometer.
All gasoline management can be accomplished outside the ap-
paratus, with the exception of inserting the nozzle in the fill pipe and
capping the tank. The actual refueling operation is accomplished by
reaching through vinyl glove fittings in the wall of the MINI-SHED.
The hydrocarbon concentration resulting from the displaced vapor and
entrained droplets is measured with the FID and recorded on chart paper.
Under test conditions, the MINI-SHED was placed in the
environmental chamber where the refueling operations were performed.
SCOTT RESEARCH LABORATORIES, INC.
-------
3-4
SRL 2874 12 0972
The fuel conditioning system was used to dispense gasoline at the tem-
peratures specified in the experimental plan. The FID and the temper-
ature recorder were protected in a control room adjacent to the en-
vironmental chamber.
Two passenger car fuel tanks are arranged in the MINI-SHED
so that they can be refueled by a technician standing outside the
sealed enclosure. Gasoline from the Scott Fuel Conditioning System
is delivered through a hose and the rate of top-fill delivery is con-
trolled by the nozzle. Subsurface fills are performed through fittings
in the bottom of each tank. Valves are provided to control manually the
rate of subsurface delivery. Thermocouples are located so as to measure
the temperatures of the enclosed volume and the dispensed gasoline,
vapor space, liquid contents, and filler pipe entrance of each tank. A
sample probe connected to the FID is located in the center of the MINI-
SHED. A circulating fan is provided on the floor of the enclosure to
ensure a uniform concentration of hydrocarbons throughout the enclosure
Figure 3-1 shows the arrangement of these components. Nec-
essary channels for temperature measurements during each fill are pro-
vided on a continuous strip-chart recorder. Operation of the cir-
culation fan was found to be necessary to ensure a uniform hydrocarbon
concentration throughout the enclosure. A water seal is provided at the
bottom of the MINI-SHED to prevent loss of hydrocarbons from the en-
closure .
3.1.2 Procedures
Displaced losses were collected in the MINI-SHED while filling
fuel tanks under specified experimental conditions. The net hydrocarbon
SCOTT RESEARCH LABORATORIES. INC.
-------
Recorder
MINI-SHED
Enclosure T/C
Concentration
FID
Probe
Displaced Vapor T/C
Pressure
Slant Tube
Manometer
Probe
Dispensed Fuel T/C
Nozzle
Vapor Space T/C *
Tank Fuel T/C »
Circulation
Fan
3-Way
Valve
Subsurface Fill
Fitting
—
Throttling
Valve
Fuel Temperature
Conditioning System
Temperature
Recorder
Figure 3-1 flNI-SHED WITH ASSOCIATED DISPLACED LOSS MEASUREMENT APPARATUS
-------
SRL 2874 12 0972
3-6
concentration increase over the initial background concentration was
measured with the FID. The test procedures for these measurements
are summarized as follows:
1. Establish specified temperatures
2. Purge residual hydrocarbons from MINI-SHED
3. Seal MINI-SHED
4. Turn on temperature and FID recorders
5. Calibrate FID with propane in air
6. Record background concentration
7. Uncap fuel tank
8. Dispense gasoline as specified in the experimental design
(void if spit-back occurs)
9. Cap fuel tank
10. After stabilization, record final concentration
11. Recalibrate FID.
3.1.3 Gasoline Sample Analyses
Gasoline samples were analyzed by an independent laboratory.
Fuel inspection data for three of the gasoline blends are presented in
Appendix A. Reid vapor pressure measurements for each of 13 samples are
presented in Appendix B. These data indicated weathering of the fuel had
occurred because the same batch of fuel had been used over a period of
several days. The weathering was most severe during the initial refueling
tests, as indicated by RVP measurements of fuel samples. High-temperature
tests were therefore scheduled last in order to preserve volatility as
much as possible. It should also be noted that the desired RVP range was
not obtained for the additional reason that ordered fuels did not have
the RVP specified.
SCOTT RESEARCH LABORATORIES, INC.
-------
SRL 2874 12 0972
3-7
3.2 MINI-SHED VALIDATION
Experiments were performed to validate the usage of the MINI-SHED
apparatus for determining refueling losses. The enclosed mixture was
checked for homogeneity and the FID was checked for accurate response.
The traversing apparatus used to conduct this phase of the laboratory
study is shown in Figure 3-2.
3.2.1 Homogeneity of Enclosed Mixture
Determination of the gram weight of evaporated hydrocarbons
must be computed from point measurements of temperature, pressure, and
concentration inside the MINI-SHED. In order to ensure that these point
measurements are uniform throughout the enclosure, it is necessary to de-
tect any variation from a homogeneous mixture.
In the search for possible variations, temperature and con-
centration probes were moved in a three-axis traverse through the en-
closure after tank refueling. Although no variation was detected in tem-
perature, evidence of non-uniform hydrocarbon concentrations was found
in the FID records.
An example of such a record is shown in Figure 3-3, With no
air circulation, the hydrocarbon concentration varied throughout the
enclosure between extremes of 960 to 1630 parts per million, as propane,
after a typical fill of 10 gallons. The greatest concentration was
found at the bottom of the MINI-SHED.
©
SCOTT RESEARCH LABORATORIES, INC.
-------
SRL 2874 12 0972
3-8
Telescoping Probe
Flame Ionization
Detector
To Temperature
Recorder
MINI-SHED
Figure 3-2 TRAVERSING APPARATUS: TEMPERATURE AND
HYDROCARBON CONCENTRATION
SCOTT RESEARCH LABORATORIES. INC.
-------
~D
ZD ^
fo o ^
"O
CD 3>
CD Z
CD m
*oNl
s
CD
CD
CD
FAR WALL
TOP CENTER NEAR WALL BOTTOM CENTER
Figure 3-5 MINI-SHED VAPOR CONCtNTRATIOiN - NO FAN
CENTER
-------
3-10
SRL 2874 12 0972
Homogenization of this mixture was accomplished through operation
of the circulation fan. A FID record of a concentration traverse with the
fan operating is shown in Figure 3-4. Variation was held within 30 ppm
(±2%) of an average measurement found in the center of the enclosure.
Operation of this fan was therefore specified in all subsequent SHED tests.
3.2.2 FID Response
SHED measurements, as reported after the first-year investigation,
succeeded in accounting for about 75% of the known gasoline losses. Essentially
complete accountability of known losses was necessary, of course, if sub-
sequent measurements of losses were to be useful. An experiment was con-
ducted, therefore, whose objective was to identify the procedures required
to ensure an adequate accounting of the known losses.
The FID response to known weights of propane injected into the
MINI-SHED was first determined and an average accountability rate of 88.1% was
obtained. The tests were then repeated using known weights of injected
gasoline and the accountability averaged just 83.3%.
At this point attention was directed to the gas blend used to
calibrate the FID. The FID had been spanned in each case using a known
concentration of propane diluted in nitrogen. In contrast, hydrocarbons
captured in the MINI-SHED are diluted by the enclosed air. Since it is
generally accepted that oxygen reduces the FID response to hydrocarbons,
the final step of the experiment consisted of injecting known weights
of gasoline into the MINI-SHED and measuring the vapor concentrations with
the FID now calibrated with propane in air. The accountability rate then
reached a satisfactory average of 98.4%.
SCOTT RESEARCH LABORATORIES. INC.
-------
cd
ro
00
o
VO
NO
Osl
CD
O
CD
FAR WALL TOP CENTER NEAR WALL BOTTOM CENTER CENTER
Figure 3-1 MINI-SHED VAPOR CONCENTRATION - WITH FAN
-------
3-12
SRL 2874 12 0972
3.3 MEASUREMENT OF ENTRAINED DROPLETS
The existence of entrained droplets in the vapor displaced
from fuel tanks during top-fill (or splash-fill) refueling operations
is a recognized phenomenon. It was presumed, therefore, that each
displaced loss measured in the laboratory was the sum of a displaced
vapor loss and a loss due to entrained droplets. To establish indirectly
the existence of the entrained droplet loss, and to obtain preliminary
estimates of its magnitude, a sample of the top-fill losses measured under
controlled conditions of fill rate and temperature was compared with a
sample of losses measured under the same conditions but using a bottom-
fill technique.
Since entrained droples are generally believed to result from
splashing and nozzle edge effects, the generation of droplets was
considered to be precluded in the bottom-fill tests by filling the tank
from the bottom through a fitting sized to minimize disturbance to the
liquid surface inside the tank. It should be noted, however, that the
bottom-fill technique may also preclude any excess fuel vaporization which
may result from top filling. The test procedures during bottom filling
were identical to those for top filling, except for using the bottom
fitting rather than a nozzle for the actual delivery of fuel. The rate
of delivery through the bottom fitting was controlled by a throttling
valve adjusted to maintain the same flow rate as through the nozzle. The
flow rate was kept constant throughout this experiment,
Vapor without droplets was displaced and measured under the
laboratory conditions shown in the Experimental Plan in the vapor only
section. These experiments were designed to duplicate the test conditions
shown in the interaction section except for elimination of the nozzle.
SCOTT RESEARCB LABORATORIES. INC.
-------
3-13
SRL 2874 12 0972
Strict control was maintained over the initial temperatures inside the
SHED, inside the tank, and of the gasoline to be dispensed during each
subsurface fill operation. Gasoline samples were taken from which vol-
atility determinations were made.
The top-fill losses were regressed on dispensed fuel temperature
using a first-order exponential fit and the bottom-fill losses were simi-
larly regressed. That is, the natural logarithm of the displaced loss was
regressed on a linear function of the temperature T = T. = Tn_ = T , where
A DF TF
T^ is the ambient temperature, 7 ^ is the average dispensed fuel tempera-
ture, and is the initial temperature of the fuel in the fuel tank.
Each regression equation is thus of the form
where is the estimate of displaced loss, in grams per gallon of dispensed
gasoline, and a and b are constants.
In all cases the dispensed fuel temperature, tank fuel temperature,
and ambient temperature was controlled to be equal. The fill rate was kept
constant and the same fuel tank was used throughout this experiment. Since
the experiment was conducted over a period of several days, the RVP could
not be easily controlled. The regression model for displaced losses was
therefore used to correct the RVP in each case to a value of 9.0 psi (see
Appendix C) . The correction was applied, of course, only to the measure-
ments made during the top-fill/bottom-fill exoeriment.
The regression curves for the top-fill and bottom-fill losses
are shown in Figure 3-5. To determine if the difference in measured losses
between the two fill techniques was significant, an analysis of variance
SCOTT RESEARCH LABORATORIES, INC
-------
SRL 2874 12 0972
3-14
Iop Fills
Bottom Fil
Values Cof
RVP = 9.0
RECTED TO
T - f = T , °F
V DF
Figure 3-5 COMPARISON OF TOP-FILL AND BOTTOM-FILL
DISPLACED LOSSES
SCOTT RESEARCH LARORATORIES, INC.
-------
3-15
SRL 2874 12 0972
(AOV) was performed on the data. As shown in the following AOV table, the
two fill techniques yield displaced losses which are significantly dif-
ferent at greater than the 99.5% confidence level.
Summary of Analysis of Variance
Source
df
Sum of Squares
Mean Square
Comp.
.005
A (Fill Type)
1
0.629
0.629
22.46
9.34
B (Temperature)
2
108.433
54.216
1222.07
6.49
A x 8
2
0.172
0.086
3.07
Within Cells
27
0.760
0.028
The finding that the interaction of type of fill and temper-
ature is significant at the 90% confidence level requires that caution
must be observed before concluding that the difference between top-fill
and bottom-fill losses can be attributed to entrained droplets. That is,
if excess fuel vaporization occurs with top fills, and if that pheno-
menon is temperature dependent, then the difference in displaced loss
between fill techniques could be due primarily to excess fuel vapori-
zation. Since the maximum difference is only about 10% at 90°F, and
since passenger cars are refueled by top filling, no further investi-
gations were conducted into this question.
SCOTT RESEARCH LABORATORIES, INC.
-------
3-16
SRL 2874 12 0972
3.4 RESULTS OF LABORATORY STUDY
Each of the 15 variables shown in the Experimental Plan, Table
3-1, was analyzed to determine its contribution to the magnitude of the
displaced loss measured during controlled refueling operations. The
significance of each variable was established with such statistical tech-
niques as regression analysis, analysis of variance, and Student t-tests.
Computer analysis of a number of regression models identified three of
these variables, two temperatures and RVP, to be adequate to predict
displaced losses. A listing of the various measured temperatures, the
gasoline RVP, and the measured displaced loss are given in Appendix D
for each experiment. The associated fill pipe, fuel tank, and operation
data are given in Table 3-1.
3.4.1 Experimental Considerations
In order to maintain control over the variables in the experi-
ment, the refueling operations were conducted in the Scott all-weather
room. Consequently, the ambient temperature, the initial temperature of
the fuel in the fuel tank, and the Initial vapor space temperature were
all essentially equal. If one of these temperatures were used as an in-
dependent variable in the regression analysis, the results obtained would
not differ materially from those using either one of the other two temp-
eratures.
Since the fuel was dispensed from the Scott Fuel Conditioning
Cart, the dispensed fuel temperature was essentially constant. In the
real world, of course, the dispensed fuel temperature is in the neighbor-
hood of the ambient temperature initially, and then decreases (or Increases)
SCOTT RESEARCH LABORATORIES, INC.
-------
3-17
SRL 2874 12 0972
toward the temperature of the underground fuel as the fill progresses,
the decrease resulting when the ambient temperature is greater than the
underground fuel temperature, and conversely. As shown in the first-
year program and verified during the present program, the average temp-
erature of the fuel dispensed is the primary variable for estimating the
displaced hydrocarbon loss. The temperature of the displaced vapor is
similarly related to the ambient and underground fuel temperatures, both
in the laboratory and during actual refueling operations at service
stations.
Since the volatility of the dispensed fuel is clearly causal in
the production of vapor, the RVP of the dispensed fuel was an important
input to the analysis. Because of time and cost limitations, however,
each batch of fuel was used over several experiments. The varying RVP
resulting from the consequent weathering was identified by plotting RVP
against date, using measured values of RVP, and then interpolating to
determine the RVP for the fuel used in a particular experiment.
It was found during the first-year program that fuel tank
shape was not a significant factor in the production of displaced losses.
As noted in Table 3-1, this conclusion was verified in the second year
of work by conducting some experiments with Tank 2 for comparison with the
experiments conducted using Tank 1. Most of the experiments, however,
were conducted with Tank 1. Tank 1 is a standard 22-gallon Chevrolet
gasoline tank, designed for placement at the rear of the vehicle with the
fill pipe terminating behind the centered license plate. A sketch of
Tank 1 is shown in Figure 3-6.
SCOTT RESEARCH LABORATORIES. INC.
-------
3-18
S$L 28-74 12 0972
Dia
Length: 8
6 1/2
Figure 3-6 Tank Shape 1
3.4.2 Regression Analysis
The number of Input variables to a regression analysis in-
creases rapidly as a function of the number of independent experimental
variables and the order of the regression. If denotes the number of
independent variables, including Interaction variables, to be input and
analyzed, then
SCOTT RESEARCH LABORATORIES. INC.
-------
3-19
SRL 2874 12 0972
where V «= the number of independent experimental variables
n = the order of the regression,
and the parentheses symbolize the number of combinations of V + n things
taken n at a time.
Since V = 15 in the present instance, then = 15 for n = 1,
Nj. = 136 for n = 2, and = 816 for n = 3. For other than linear fits,
then, not only is the large number of input variables inconvenient, but more
importantly, the size of the sample of experiments is not commensurate with
the number of variables. Therefore, various statistical significance tests
were used to establish that two of the measured temperatures and the fuel
RVP were adequate for the estimation of the displaced loss. (The symbols used
from this point on are collected for convenience and defined in Table 3-2.)
Regression analyses could thus be conducted using a much
smaller number of input variables. Further efficiency was obtained
by using the step-wise regression technique. The first finding was that
three-step regressions were adequate, the addition of further steps yielding
no useful improvement in the estimates of displaced losses. Further,
Tpp and RVP were always selected bv the computer as significant variables.
The third variable to be selected, as discussed in 3.4.1 above, could have
been T^, Ty, T^g, or T^p. Since T^ and T^ were both measured during
the field survey, the choice wag narrowed to those two variables. The
standard error of the estimate, s (i.e., the standard deviation of the
e
differences between the measured losses and the losses estimated by the
regression equation), was slightly smaller using T than when T, was used,
V A
oo Ty was chosen. It should be noted, however, that the initial temperature
SCOTT RESEARCH LABORATORIES, INC.
-------
SRL 2874 12 0972
3-20
Table 3-2
Symbol Definitions
RVP = Reid vapor pressure, psi
T = General temperature variable, °F
T = Ambient temperature, °F
A
T = Average dispensed fuel temperature, °F
DF
T = Initial temperature of fuel in vehicle tank,
IF
= Estimate of displaced loss, grams per gallon
Tyg = Initial vapor space temperature, °F
Ty = Average temperature of displaced vapor, °F
T = Temperature of fuel in underground tank, °F
UF
Pv = Partial pressure of hydrocarbon vapor, °F
L = Displaced vapor loss, grams per gallon
SCOTT RESEARCH LABORATORIES, INC
-------
3-21
SRL 2874 12 0972
of the fuel in the fuel tank would be an excellent choice since it is
operationally an independent variable. It is planned to work with that
variable, therefore, in the third-year program.
Linear, quadratic, and cubic regressions based on T , T , and
Dr V
RVP were therefore analyzed for goodness of fit and the third-order
regression was selected. That regression model for estimating displaced
hydrocarbon losses, L^, is given by
= 2.01570 - 0.02615 T~ - 0.00035
+ 0.00013 T" x T x RVP. (3-3)
DF V
Equation 3-3 provides a fairly good fit to the experimental data.
The multiple correlation coefficient, r, between the measured displaced
hydrocarbon loss and the indicated variables has the value r = 0.947. The
2
coefficient of determination, r , which, in units of percent, gives the
percentage of the variance in the data accounted for by the regression
relationship, thus has the value 89.6%. Finally, the standard error of
the estimate is sg = 0.232 grams/gallon.
Note, however, that when RVP is held constant and T = = T,
then Equation 3-3 is the quadratic
= a + b«T + c-T2, (3-4)
where a, b, and c are constants. Equation 3-4 is, of course, valid under
the assumptions stated and within the range of experimental temperatures
which did not drop below about 30°F. If Equation 3-4 is analyzed for RVP = 9
the loss decreases to a minimum value at T = 16°F and then starts to increase
again with decreasing temperature, an obvious absurdity. Great caution must
SCOTT RESEARCH LABORATORIES. INC
-------
3-22
SRL 2874 12 0972
always be exercised, of course, when extrapolating beyond experimental
conditions. In this case, however, the extrapolation reveals that the
functional form of the regression is inconsistent with the physical
mechanism of displaced loss production.
An exponential form for the regression relationship provides a
solution to the difficulty, provided that a good statistical fit is obtain-
ed. Therefore, the natural logarithms of the displaced losses were re-
gressed on the variables of interest. The exponential models analyzed
were thus of the form
where the function f was linear, quadratic, or cubic in the independent
variables.
3.4.3 Selected Regression Model
Analysis of the regression models based on the functional form
of Equation 3-5 revealed the quadratic f to yield better statistics than
those for the linear f; the quadratic and cubic functions yielded
essentially the same goodness of fit. Since the quadratic f is simpler
and more convenient, it was therefore selected for fitting the data.
T, RVP),
(3-5)
The regression model selected for estimating displaced hydro-
carbon losses is
Lp = exp (a + b-TDF + c-Tv + d-Ty x RVP)
where a = -0.02645
(3-6)
b = 0.01155
c =-0.01226
d = 0.00246
0
SCOTT RESEARCH LABORATORIES. INC.
-------
3-23
SRL 2874 12 0972
L' is in units of grams/galIon of dispensed fuel, T and T are in
D UF V
units of °F, and RVP is in units of pounds/square inch.
Equation 3-6 yields a multiple correlation between and the
independent variables of 0.9445, the coefficient of determination is
89.2%, and the standard error of the estimate is 0.236 grams/gallon. The
standard errors of the regression coefficients b, c, and d are 0.0011,
0.0018, and 0.0003, respectively. The statistics for the selected model
are thus about the same as those for the model given by Equation 3-3.
Further, the selected model may be extrapolated to temperatures below
those used in the experimental work. While caution is always required
when extrapolating from regression relationships, the decrease in the
displaced loss with decreased temperature keeps the magnitude of the
errors of estimation well bounded.
Conversely, when extrapolating with temperatures greater than
90°F, the upper limit in the experimental work, the estimating errors
became greater as temperatures exceed 90°F by greater margins. Exami-
nation of the data in Appendix D reveals the sample of high-temperature
cases to be fairly small. Further, the initial boiling points of the
fuels (Appendix A) are in the neighborhood of 90°F; therefore, the
mechanism of vapor formation may be altered at temperatures of 90°F and
higher. Extrapolations beyond 90°F should thus be avoided until such time
as additional laboratory data at higher temperatures become available.
3.4.4 Sensitivity Analysis
After selection of the regression model, a brief sensitivity
analysis was conducted. Since is a function of three variables, the
SCOTT RESEARCH LABORATORIES, INC
-------
3-24
SRL 2874 12 0972
sensitivity analysis might have required a number of two-dimensional slices
of the three-dimensional model to be plotted. Fortunately, and can
be expected to correlate well, as Indeed was observed during the field
survey. Hence, since it would be incorrect to let Tpj, = vary inde-
pendently, and since the correlation between them was quite high (r = 0.945),
it is sufficient for sensitivity purposes to let T = T., = T. With
Dr V
that assumption then, the regression model can be written for the sensitivity
analysis as
= exp (-0.02645 + 0.00071 T + 0.00246 T x RVP). (3-7)
The sensitivity of the displaced loss to the temperature T is
plotted in Figure 3-7 for fixed values of RVP equal to 7 psi, 9 psi, 11 psi,
and 13 psi. While the sensitivity of the displaced loss to RVP is Indicated
in Figure 3-7 it may be seen more clearly in Figure 3-8 where the dis-
placed loss is plotted as a function of RVP for fixed values of T equal to
30°F, 45°F, 60°F, 75°F, and 90°F.
It must be noted at this point, however, that refineries blend
fuels with volatilities which are appropriate for the seasonal temperatures
to be encountered. A fuel with an RVP of 11 or 13, for example, would
never be encountered during hot weather. Conversely, during cold weather
one will not encounter fuels with low RVP values. Consequently, in practice
none of the curves in Figures 3-7 and 3-8 is applicable over the total
range shown.
The curves in Figures 3-7 and 3-8 are given only to illustrate
the sensitivity of the displaced loss to temperature and fuel volatility.
The regression model, Equation 3-6, should be used to determine estimates
of the loss for given values of the three input variables.
SCOTT RESEARCH LABORATORIES, INC.
-------
SRL 2874 12 0972
3-25
Figure 3-7 SENSITIVITY OF DISPLACED
LOSS TO TEMPERATURE AT VARIOUS
VALUES OF RVP
3 = 13 ps i
SCOTT RESEARCH LABORATORIES. INC.
-------
3-26
SRL 2874 12 0972
16
Figure 3-8 SENSITIVITY OF DISPLACED LOSS TO
RVP AT VARIOUS VALUES OF TEMPERATURE
12
cc
LU
Q.
CO
IT
8
T'-W?
LU
6
_i
T = 60°F
2
0
8
9
10
11
12
13
7
REID VAPOR PRESSURE, psi
SCOTT RESEARCH LABORATORIES. INC.
-------
3-27
SRL 2874 12 0972
3.4.5 Comparison of Scott Regression Model with Ideal Gas Model
The ideal gas model derived in Appendix E has the form
t _ 5.6515 py (62 + 0.059 AT) , r,Rv
v T + 459.7 U '
where = displaced vapor loss, gms/gal
p^ = partial pressure of hydrocarbon vapor, psi
o
T = Vapor temperature, F
AT - T - 60.
In order to compare the loss estimated by the Scott regression
model with the loss computed from the ideal gas model, again assume that
TpF = = ^ am* ^et ^ave nom*nal- "value 9.0 psi. Substituting that
value of RVP into Equation 3-7, the Scott regression model under these as-
sumptions is of the form
= exp (-0.02645 + 0.02143T). (3-9)
Plots of Equations 3-8 and 3-9 are shown in Figure 3-9. It
should be observed that the ideal gas model estimates evaporative vapor
loss only, while the Scott regression model estimates displaced loss
during the complex, dynamic refueling operation.
The ideal gas model was also put into the exponential form of
Equation 3-9 by regressing the natural logarithms of the calculated
values of on T. For RVP = 9.0, then, the correlation coefficient between
SCOTT RESEARCH LABORATORIES, INC.
-------
3-28
SRL 2874 12 0972
the variables Is 0.9986 and the ideal gas model can be written In the
alternate form
Lv = exp (-0.05783 + 0.01976 T). (3-10)
It should be noted that while Equation 3-10 will not exactly reproduce the
ideal gas plot in Figure 3-9, the fit will be found to be quite good.
SCOTT RESEARCH LABORATORIES. INC.
-------
SRL 2874 12 0972
3-29
7
/
/
.L
/
/
/
/¦
/
/
SCbTT REGRESSION MODEL
— IDEAL GAS MODEL
RVP = 9 ps
75"
To ft) 7S 80 90
0
20
40
T = T = T / °F
DF V
Figure 3-9 COMPARISON OF REGRESSION MODEL WITH
IDEAL GAS MODEL
SCOTT RESEARCH LABORATORIES. INC.
-------
4-1
SRL 2874 12 0972
4.0 FIELD SURVEY
A brief survey of the occurrence of spill losses during re-
fueling operations in the field was conducted during the first-year program.
The major effort in the second year of the program was directed toward ob-
taining a large sample of refueling observations in the field to determine
the magnitudes and frequencies of the various types of spill losses. In
addition, an instrumented nozzle was used to record dispensed fuel temper-
ature and displaced vapor temperature during a total of 732 refueling
operations. These data were supplemented with measurements of ambient tem-
perature and, when feasible, underground tank fuel temperature. Data were
collected in five cities (chosen by the CAPE-9 Project Group) during each
of the four seasons, as shown in Figure 4-1. A catalog of fuel tank and
filler pipe dimensions was compiled for domestic passenger cars and coded on
punched cards for the purpose of correlating those data with spill occurrence,
4.1 CATALOG OF FUEL TANK CONFIGURATIONS
Data for the fuel tank catalog were obtained from information
provided by the major automobile manufacturers and from measurements of
fuel tank dimensions. The latter was accomplished by dispatching a team
of two technicians to a number of used car lots where tank shape, anti-
spill provisions, and existence of an independent tank vent were determined
by make, year, and model of vehicle. The length of the fill pipe, the
inside diameter of the fill pipe, and the angle from the horizontal of
the fill pipe were measured.
SCOTT RESEARCH LABORATORIES. INC
-------
1970
1971
Jul
Aug
Sep
Oct
Nov
Dec
Jan
Feb
Mar
Apr
May
JUN
Los Angeles
X
x
x
x
Houston
x
>
f
x
x
Atlanta
X
>
*
t
x
X
Npw YnPk'
X
X
X
X
Chicago
X
<
c
X
X
hO
00
o
N)
I
K3
Figure *1-1 FIELD SURVEY SCHEDULE
-------
4-3
SRL 2874 12 0972
The vehicles included in this survey were most of the popular
models among domestic makes manufactured between 1965 and 1971. A make/
model code number was assigned which, when prefixed with the year of
manufacture, yielded a five-digit code number which was used on the com-
puter to correlate configuration with spill occurrence. That is,
the code number was used to retrieve the dimensions data associated
with that code number. During the five-city survey, therefore, it was
only necessary for the surveyors to note make, year, and model of the
vehicle being refueled.
4.2 SURVEYOR TRAINING
Collection of spillage data in the field required the develop-
ment of a technique to permit rapid and reasonably accurate estimates of
the magnitudes of the various spill types. Preliminary experimentation
indicated that the magnitude of the spill, in grams, could be estimated
from the spill diameter, in inches. Known weights of gasoline were
therefore spilled on a concrete apron and average or equivalent wetted
diameters were measured. The apron was a well-mopped smooth concrete
surface typical of those found at all the service stations surveyed.
The spill diameter data were then regressed on the weight data; the re-
lationship is shown in Figure 4-2.
Two technicians were trained to estimate equivalent spill
diameters with acceptable repeatability and accuracy and to recognize
variations in the wetted areas as they related to equivalent diameters.
To ensure consistency in estimating, the technicians were re-tested before
and after each seasonal survey. As will be discussed below, the spill loss
SCOTT RESEARCH LABORATORIES. INC.
-------
1,000
200
o
CQ
o:
CQ
on
<
§160
800 1
>-
CO
C/)
on
CD
120
600
LU
LU
t-
CD
GASOLINE SPECIFIC
GRAVITY = 0 .7^40
Q_
GO
200
o
CO
o
1/5
13
0
120
100
EQUIVALENT SPILL DIAMETER/ INCHES
Figure 4-2 GASOLINE SPILL MAGNITUDE vs, EQUIVALEMT SPILL DIAfETER
FOR TYPICAL GASOLINE
-------
4-5
SRL 2874 12 0972
is only about 6% of the total lose. Precise estimates are therefore not
required. The achieved estimating accuracies Impact the total loss by
less than about 1% In each case. Further, no systematic bias in esti-
mating accuracy was detected, so the errors tend to average out in com-
posite computations.
4.3 SPILL OBSERVATION PROCEDURES
Two trained technicians were dispatched to five cities during
each of the four seasons in accordance with the schedule in Figure 4-1.
Observations and measurements were made at neighborhood service stations
and at freeway-associated stations. Operations were scheduled throughout
the working day.
Local oil distributors were contacted in each of the five cities
to be surveyed. They were informed of the intent of the survey and were
asked to cooperate in securing representative service stations where survey
operations could be conducted. The station managers and attendants were
told only that a consumer survey of replacement auto parts was to be per-
formed. In order to exclude possible bias in the spill data, no mention
was made of the true intention to observe the refueling techniques since
that knowledge might have precipitated extraordinary care in handling. The
effect of the presence of the Scott observers, if any, is unknown. It is
thus prudent to consider that the results obtained may reflect spill losses
closer to a minimum than to an average.
Upon arrival at the station, and with the manager's permission,
the surveyor selected an observation position convenient for the
SCOTT RESEARCH LABORATORIES. INC.
-------
4-6
SRL 2874 12 0972
observation of the refueling operation. In order to conceal the intent
of the survey, the observed data were collected on a form with disguised
column headings for the section in which losses and associated data were
recorded. As noted above, the magnitude of the hydrocarbon loss due to
spillage was recorded in the form of a spill diameter which subsequent
data processing on the computer converted to grams.
At the start of each session, the surveyor recorded the date,
city, season, freeway proximity, and sales volume category of the sta-
tion. Immediately before each operation he noted the time, vehicle
year and make/model code, and the grade of gasoline to be dispensed. The
intensity of vehicular traffic through the refueling area of the service
station and its impact on the attendant's apparent work load were also
noted.
The observer identified each spill loss as a prefill drip,
spit-back loss, overfill loss, or postfill drip. In the event that part
of the spill fell on the vehicle surface, thus not contributing to the wet
diameter on the ground, an estimate was made of that part of the loss
and noted on the data collection form.
During each refueling operation the surveyor also noted the
tooth in which the nozzle trigger was latched, the depth and angle of
nozzle insertion, and whether any stretching of the hose made careful
handling of the nozzle difficult.
At the conclusion of the operation, the surveyor noted whether
the fill was partial or complete and recorded the total number of gallons
dispensed. The attendant was then scored on the care with which he per-
formed the refueling. This score was supplemented with an observation of
SCOTT RESEARCH LABORATORIES, INC.
-------
4-7
SRL 2874 12 0972
whether discomfort, resulting in less care taken, could be due to wind, rain,
or cold. Finally, the ambient temperature was recorded throughout the day
at regular intervals.
4.4 COLLECTION OF TEMPERATURE DATA
The temperatures of the dispensed gasoline and the displaced
vapor were measured with a nozzle instrumented with two thermocouples.
Continuous recordings of these temperatures during the refueling operation
were made with a strip-chart recorder.
The displaced vapor temperature was measured with a thermo-
couple attached to the top and end of a standard dispensing nozzle which,
when the nozzle was inserted, was located in the annular space between the
nozzle discharge tube and the fuel tank fill pipe inside wall.
The hot junction was protected by a tubular shield which permitted the
out-flowing vapor to impinge on the thermocouple. Dispensed gasoline
temperature was measured by another thermocouple which was located inside
the discharge tube of the nozzle such that the hot junction was washed by
the flowing gasoline. Up to four nozzles at the service station could he
instrumented in this manner. Instrumented nozzles were not used, however,
at those stations where spills were being observed.
Thermocouple extension cables were routed from the service station
island across the apron to a selector switch and a dual-pen strip-chart
recorder. One channel recorded vapor temperature and the other recorded
gasoline temperature. The switch was used to select the thermocouple
pair being employed.
[rV} SCOTT RESEARCH LABORATORIES. INC.
-------
4-8
SRL 2874 12 0972
This apparatus suffered several design deficiencies during the
early program. Initially only one nozzle, provided by Scott, was instru-
mented for the two temperatures of interest. Before each survey session
could begin, an existing nozzle had to be removed in order to install the
instrumented assembly. Consequently, only one dispenser on the island could
be monitored. Leakage had to be checked and corrected after each instal-
lation and removal. Further inconvenience resulted since the two temperature
potentials were charted on two independent recorders which thus had to be
individually calibrated, spanned, and synchronized with the operation. Rain
and cleaning water shorted out the extension wire used initially. Abrasion
resulting from service station traffic caused open circuits.
Subsequent improvements in the instrumentation system produced
reliable temperature measurements. The two single-channel recorders used
in the summer survey were replaced by a dual-channel unit which provided
synchronization of the two traces. An easily-installed dual-thermocouple
probe was designed to facilitate quick attachment to existing nozzles.
Four of these probes, plus a selector switch, were fabricated so that up
to four dispensers on an island could be monitored. The extension cable
insulation was modified and made waterproof and a plastic hose was placed
around the cable bundle to protect it from vehicular abrasion.
The thermocouple probes were secured to as many as four nozzles
on one island. All grades of product were instrumented. If only three
grades of gasoline were being pumped, then the fourth probe was attached to
another nozzle dispensing the most popular grade.
SCOTT RESEARCH LABORATORIES. INC.
-------
4-9
SRL 2874 12 0972
The extension cables were routed so as to cause the least
Interference with the operation. The cable bundle was laid across the
apron to a convenient location for the recorder and selector switch. A
safe zone was sought which presented the least Impediment to normal
service station traffic while still reserving a good vantage point for
the surveyor to identify vehicles being filled.
At the start of each session the surveyor recorded the date,
city, season, freeway proximity, sales volume category, and
moisture content in the ambient air. Just before each operation, the
surveyor selected the thermocouple probe attached to the nozzle to be
used, turned on the recorder, and noted the time, vehicle year and
make/model code, grade of gasoline to be dispensed, and the ambient
temperature.
During each operation the surveyor noted the tooth in which the
nozzle trigger was latched, the depth and angle of ni.zle insertion, and
the incidence of solar radiation on the hose. Vapoi- and gasoline temperatures
were recorded throughout the fill operation. After conclusion of the fill,
the surveyor turned off the recorder and noted whether a complete or partial
fill had been performed, the total gallons of gasoline dispensed, and
the elapsed time since the nozzle had last been used.
An example of one of these records is shown in Figure 4-3. The
temperature of the gasoline originally In the nozzle is raised above ambient
temperature by solar radiation, as evidenced at the beginning of the trace.
As colder gasoline issues from the nozzle, the temperature falls toward the
underground temperature. The displaced vapor temperature decreases from above
SCOTT RESEARCH LABORATORIES, INC.
-------
100 F
80°F
60 F
40°F
20 F
0°F
VAPOR IFF,
DISP. FUEL im
P.
TIME —*
1-29-71 AMBIENT TEMP.
Los Angeles UNDERGROUND
FUEL TEMP,
1970 Chev. Imp, Sed.
13,6 Gal, Supreme
Approx, 7,8 Gal./Min,
85°F
63°F
C/5
£
N5
00
o
to
N)
I
Figure 4-3 TYPICAL FIELD SURVEY TEMPERATURE RECORD
-------
4-11
SRL 2874 12 0972
ambient to within 5° of the dispensed fuel temperature, indicating the
influence of the temperature of the dispensed gasoline.
An attempt was made each day to measure the underground gasoline
storage temperature in each grade of product. If a drop (delivery of
truck-transported gasoline) were anticipated, the underground temperatures
were measured just before and after the delivery. At several stations
these measurements were unobtainable because the storage tank caps were
sealed by the distributor. The collected data were transcribed to a
convenient format for punching cards and computer urocessing. Average
observed underground gasoline storage temperatures, the associated sample
sizes, anH the ranee are given in Table 4-1 for the three grades of gaso-
line dispensed. Data for the ambient temperatures measured at the same
time as the dispensed fuel and displaced vapor measurements are sum-
marized in Table 4-2. The average observed dispensed gasoline tempera-
tures and the average observed displaced vapor temperatures for each
city/season, together with sample sizes and ranges, are shown in Table
4-3. Table 4-4 lists the average Reid vapor pressures reported by
the Ethyl Corporation for the cities of interest during the months
surveyed (References 7 through 11). Computer printouts of the field
survey temperature data are given in Appendix F.
SCOTT RESEARCH LABORATORIES, INC.
-------
Table 4-1
Underground Gasoline Temperatures
City
Houston
Chicago
New York
Atlanta
UNLEADED
REGULAR
SUPER
Avge.
Avge.
Avge.
Sample
Temp,
Range,
Sample
Temp,
Range,
Sample
Temp,
Range,
Season
Size
Deq.F
Deg.F
Size
Deg.F
Deg.F
Size
Deg.F
Deg.F
Winter
3
66
65-66
3
64
63-65
3
64
63-66*
Spring
1
70
70-70
1
69
69-69
1
68
68-68
Summer
-
—
-
..
-
--
—
Fall
4
66
64-68*
4
62
60-65*
4
60
57-64*
Winter
1
65
65-65
1
67
67-67
1
67
67-67
Spring
7
75
74-75
7
73
73-73
7
75
74-75
Summer
-
—
—
_
—
-
—
Fall
-
—
—
-
—
-
—
Winter
1
45
45-45
1
36
36-36
1
36
36-36
Spring
2
52
52-52
2
50
50-50
2
51
51-51
Summer
-
-
—
-
—
--
Fall
3
50
49-50
3
41
41-41
4
42
42-42
Winter
1
41
41-41
1
39
39-39
1
40
40-40
Spring
4
51
51-51
4
51
51-51
4
51
51-52
Summer
-
—
—
-
-•
—
-
—
Fall
3
50
48-52*
3
51
50-52*
3
50
49-52*
Winter
2
42
33-51*
2
42
32-53*
2
29
27-31*
Spring
7
62
62-62
7
63
63-63
7
64
64-64
Summer
-
—
--
-
-
Fall
1
60
60-60
1
56
56-56
1
58
58-58
Note: A dash indicates no data were collected.
~Includes measurements made before and after a fuel drop.
-------
4-13
SRL 2874 12 0972
Table 4-2
Summary of Observed Ambient Temperatures
AMBIENT TEMPERATURE
Sample
Avge.,
Range,
City
Season
Size
Deq F
Deq F
Winter
51
73
58 - 90
Los Angeles
Spring
49
75
69 - 80
Summer
4
BB
88 - 88
Fall
44
52
33 - 57
Wi nter
52
61
45 - 77
Houston
Spring
56
75
63 - 85
Summer
33
90
83 - 98
Fall
Winter
41
40
33 - 50
Chicago
Spring
52
68
58 - 72
Summer
23
76
72 - 82
Fall
55
40
31 - 48
Winter
35
41
30 - 55
New York
Spring
49
63
39 - 72
Summer
15
75
59 - 93
Fall
29
54
45 - 65
Winter
53
29
22 - 41
Atlanta
Spring
54
67
56 - 73
Sunmer
15
85
79 - 90
Fall
22
47
42 - 52
Note: A dash indicates no data were collected.
SCOTT RESEARCH LABORATORIES. INC.
-------
4-14
SRL 2874 12 0972
Table 4-3
Summary of Observed Fuel and Vapor Temperatures
AVERAGE DISPENSED
FUEL TEMPERATURE
AVERAGE DISPLACED
VAPOR TEMPERATURE
City
Los Angeles
Houston
Chicago
New York
Atlanta
Season
Sample
Size
Avge,
Deq.F
Range,
Deq.F
Sample
Size
Avge,
Decj.F
Range,
Decj.F
Winter
51
68
62
.
77
51
72
62 - 85
Spring
49
74
71
-
79
49
77
70 - 83
Summer
4
87
85
-
89
4
90
85 - 92
Fall
44
60
46
-
64
44
60
42 - 70
Winter
52
69
56
75
52
67
53 - 82
Spring
56
75
67
-
80
56
77
65 - 86
Summer
33
91
88
-
97
33
93
87 -101
Fall
--
••
«-
--
-•
Winter
41
38
36
44
41
44
34 - 62
Spring
52
56
52
-
63
52
66
57 - 79
Summer
23
78
76
-
86
23
79
68 - 89
Fall
55
44
40
-
47
55
44
35 - 50
Winter
35
40
37
51
35
42
37 - 53
Spring
49
57
54
-
62
49
63
55 - 75
Summer
15
69
49
-
82
15
72
52 - 93
Fall
29
52
45
-
60
29
54
46 - 66
Winter
53
46
40
49
53
45
30 - 60
Spring
54
66
64
-
69
54
69
61 - 75
Summer
15
85
82
-
88
15
90
83 - 97
Fall
22
55
46
-
67
22
52
43 - 58
indicates
no data were collected.
SCOTT RESEARCH LABORATORIES. INC.
-------
Table 4-4
AVERAGE PUBLISHED GASOLINE VOLATILITY
(Reid Vapor Pressure, psi)
CITY
SEASON
WINTER
SPRING
SUMMER
FALL
LOS ANGELES
11.1
9.7
8.4
9.8
HOUSTON
11.7
10.0
8.8
9.8
ATLANTA
12.0
10.6
9.0
10.1
NEW YORK
13.2
11.2
9.0
11.1
CHICAGO
12.7
11.4
9.2
10.5
-------
4-16
SRL 2874 12 0972
4.5 RESULTS OF SPILL LOSS SURVEY
After completion of the survey for each season, the data relevant
to spills were transcribed to a coding form and then punched on cards
for computer compilation and analysis. Spill-data summaries for the
four seasons are given in Tables 4-5 through 4-8, the four season com-
posite data by type of spill are given in Table 4-9, and the composite
data summary for all seasons and all spills is given in Table 4-10.
In each of the summary data tables the total number of losses
is less than the sum of the number of losses for the four spill types.
The reason for this result is the occurrence of refueling operations where
more that one spill type occurs during the refueling event. Since the
desired loss measure is in units of grams per observation, or refueling
event, the total number of losses must be the total number of refueling
events where at least one spill occurred.
In each sub-section of the data tables corresponding to each type
of loss, the number of losses is the number of spills of that type. The
average loss is then the total loss for that spill type divided by the
number of spills of that type. The probability of that type of loss is
simply the number of losses of that type divided by the total number of
observations, or refueling events. In the subsection for the totals, the
probability of a spill loss is the number of refueling operations in
which at least one spill occurred divided by the total number of refueling
events.
SCOTT RESEARCH LABORATORIES, INC.
-------
Table 4-5
REFUELING SPILL LOSS SUMMARY
City
Los Angeles 124
Houston 205
Chicago 317
New York 512
Atlanta 340
Composite 1498
Spit-rack Loss
Average
Loss,
Grams
Summer Survey
Overfill Loss
Loss, Loss
E
2.4 0.032
Average
Loss,
Grams
3.4 0.063 34.2
5.1 0.038
Loss
PROS
2.3 0.065
261.7 0.05*i 10.6 0.239
4.5 0.066 18.7 0.063
0.070
3.7 0.044
Nozzle Loss No
(Prefill) IE
Average
Loss, Loss
Grams Pros
6.0 0.008
39.0 0.054 17.2 0.085
1.2
2.5
7.5
3.6
3.0
0.059
0.019
0.008
0.015
0.019
ZZLE Loss
OSTFILL)
Average
Loss, L
Grams Ei
)RAMS
0.4
4.6
2.1
1.6
4.1
3.2
oss
fiQB.
0.024
0.132
0.022
0.035
0.021
0.041
-------
Table 4-6
City
iL
REFUELING SPILL LOSS SUMMARY
Fall Survey
SPIT-BACK LOSS Overfill Loss
Average
Loss j
Grams
.OSS
Average
Loss,
Ja£
iRAMS
Loss
!rde
Nozzle Loss
(Prefill)
Average
Loss,
JRAMS
OSS
sea
ZZLE Loss
OSTFILL)
Average
Loss,
iRAMS
fa
OSS
roe
Los Angeles 3D?
11.1 0.153
7.8 0.211 10,5 n,042
2.0
0.214
Houston
351
12.f n.ry>5 19,8 n.rv'i
P.5 0.TU
5.5
0.034
Chicago
330
22.3 78.4 0.033 13.7
0.021
5.8
0.030
New York
405
14.0 0.165
9.0 0.106 1".7
0.057
5.9
0.111
Atlanta
344
9.3 0.035 11.3
0.029
6.4 0.035
5.5
0.017
Composite
1738
13.6 0.102 15.4 0.0°9 1^.9 0.038
4.0
0.080
-------
Table 4-7
City
REFUELING SPILL LOSS SUMMARY
Winter Survey
Spit-back Loss
Average
oss,
Overfill Loss
Average
Loss,
_Ei
iRAMS
OSS
ROE
Nozzle Loss
(Prefill)
Average
Loss,
_Se
iRAMS
_oss
Prqb
zzle Loss
ostfill)
Average
Loss,
Grams
.oss
!roe
Los Angeles
268
9,8
0.187
5.3
0.243
5.0
0.060
3.0
0.209
Houston
326
7.8
0.227
7.4
0.230
5.0
0.049
2.8
0.172
Chicago
230
10.6
0.157
2.4
0.135
2.6
0.087
1.6
0.283
New York
249
5.7
0.145
3.1
0.185
5.2
0.088
1.3
0.498
Atlanta
317
10.4
0.221
5.3
0.240
2.3
0.047
1.1
0.319
Composite
1390
9.0
0.191
5.2
0.211
4.0
0.064
1.7
0.289
-------
Table 4-8
City
Houston
JL
Los Angeles 305
005
REFUELING SPILL LOSS SUMMARY
Spring Survey
Spit-back Loss
Average
Loss,
Grams
Loss
Prob
Overfill Loss
Average
Loss,
Grams
Nozzle Loss
(Prefill)
_oss
Average
Loss,
Grams
Loss
PRQB
11.4 0.177 2.8
19.1 0.193 6.6
0.212
No
IE
OZZLE LOSS
OSTFILL)
Average
Loss, L
Grams E
0.131 10.5 0.043 1.1
3.2 0.025 1.4
OSS
££2&
0.269
0.272
Chicago
357
3.8
0.137
0.174
1.9
0.031
1.2
0.193
New York
349
8.6
0.195
5.6
0.261
0.4
0.009
0.9
0.341
Atlanta
377
8.5
0.133
4.1
0.127
0.9
0.029
0.9
0.268
Composite
1793
11.0
0.167
5.1
0.182
4.2
0.027
1.1
0.268
-------
Table 4-9
dm
Los Angeles
Houston
Chicago
New York
Atlanta
Composite
1005
1287
1231*
1515
1378
REFUELING SPILL LOSS SUMMARY
Four-Season Composite
Spit-back Loss Overfill Loss
Average
Loss,
Grams
in.6
27.6
8.9
9.0
9.2
Loss
Prqb
0.154
0.150
Average
Loss,
iRAMS
Loss
Prqb
5.5 0.177
Nozzle Loss
(PREFILL>
Average
Loss,
_&
JRAMS
8.3
9.1 0.183 4.1
6419 13.7
0.103 12.7 0.100 4.2
0.134 10.5 0.143 9.3
0.105 5.2 0.108 3.2
0.128 8.6 0.141 5.9
Loss
Prqb
0.043
0.038
0.036
0.034
0.031
zzle Loss
ostfill)
Average
Loss, Loss
Grams Prqb
1.9
2.4
1.7
1.9
1.2
0.036 1.8
0.206
0.159
0.122
0.202
0.156
0.169
-------
Table 4-10
TOTAL SPILL LOSS SUMMARY
ClH
Los Angeles
Houston
Chicago
New York
Atlanta
Composite
1005
1287
1234
1515
1378
6419
Four-Season Composite
Average
Refill,
Gallons.
11.8
12.8
11.7
10.0
11.5
11.5
No. Of Ref.
Operations
With Spills
392
480
321
546
372
2111
Average
Spill
Loss,
Grams
8.6
17.0
9.8
9.5
6.7
10.6
Spill
Loss
Freq.,
a
39.0
37.3
26.0
36.0
27.0
32.9
ro
oo
•>
o
vO
Average -
Spill
Loss,
Gms/Refill
3.3
6.3
2.6
3.4
1.8
3.5
¦c-
i
to
ro
-------
4-23
SRL 2874 12 0972
The result of primary Interest, of course, is that the com-
bined spill losses from all sources, averaged over all refueling oper-
ations, amount to just 3.5 grams per refueling event. Using a national
average fuel consumption estimate of 13.4 miles per gallon, published
in the 1971 National Petroleum News statistical issue, and using the
composite average fill datum of 11.5 gallons, the spill loss thus aver-
ages out to just 0.023 grams per mile.
4.6 ANALYSIS OF SPILL DATA
The liquid spill data obtained during the first-year refueling
loss field survey indicated that these spills may be related to various
parameters that can be measured and recorded during each observed re-
fueling operation. These refueling parameters include items of service
station information, automobile fuel tank configuration, operator
technique, and operator discomfort Indices.
Since the spring survey data were the most complete with re-
spect to these refueling parameters, a sub-sample of the spring data,
consisting of 1063 refueling operations for which complete data were
available, was subjected to analysis. Each type of spill was analyzed
with the step-wise multiple linear regression technique in two ways.
The magnitude of the spill for each type was regressed on the refueling
parameters for just those cases where a spill had occurred. The occur-
rence of each type of spill, on a go/no-go basis, was regressed on the
appropriate parameters for all 1063 data points. A subset of all the
refueling parameters was input to the analyses of each spill type, since
some refueling parameters are clearly Independent of any given type of
SCOTT RESEARCH LABORATORIES. INC.
-------
4-24
SRL 2874 12 0972
fill; e.g., fill pipe length, does not affect prefill or postfill nozzle
losses.
The results of the regression analyses are presented in Tables
4-11 through 4-19. The parameters found to be &1en1fleant are listed in
their computer-selected order of effect on the dependent variable (the
spill). The number of data points, the multiple correlation coefficient,
2
r, and the coefficient of determination, r , are given for each case.
A description of the effect and a listing of the non-significant input
parameters are also included in the tables.
Each step-wise multiple linear regression analysis was ter-
minated when the addition of a new refueling parameter into the regres-
sion did not significantly reduce the error sum of squares, as tested
with the Fisher F. Significant parameters were determined in all but
one of the analyses; however, the standard error for each equation is
relatively large and the coefficients of determination are quite small,
so that the spill loss measures are not predictable with the regression
equations.
Tables 4-11 and 4-12 show the regression results for magnitude
and probability of prefill nozzle losses. The low number of observed
spills is due to the fact that frequently no gasoline was in the nozzle
so that none could be spilled, even when the nozzle was held in a posi-
tion that would otherwise cause a spill. Evaporation of gasoline from
the nozzle between fills, the existence of postfill nozzle losses, and
emptying of nozzle are primary causes of no gasoline in the nozzle at
the beginning of each fill.
SCOTT RESEARCH LABORATORIES. INC.
-------
4-25
SRL 2874 12 0972
Table 4-11
Regression of Magnitude of Prefill
Nozzle Loss on Refueling Parameters
Parameters
Significant:
Operator technique
Number
of Data
Points
25
0.528
Description of
Parameter Effect
0.279 Spill larger with
poor technique
Non-S ignif icant:
Operator work load
Station location
Station monthly volume
Current station work load
Uncomfortable temperature
Uncomfortable wind
Uncomfortable rain
Hose extension required for fill
Deviation of nozzle insertion from vertical
Fuel tank fill pipe angle from horizontal
1^^ SCOTT RESEARCH LABORATORIES. INC.
-------
4-26
SRL 2874 12 0972
Parameters
Significant:
Deviation of nozzle
insertion from vertical
Table 4-12
Regression of Probability of Prefill
Nozzle Loss on Refueling Parameters
Number
of Data
Points
1063
Description of
Parameter Effect
0.062 0.004 Higher probability with
more horizontal nozzle
orientation
Non-Significant:
Operator technique
Operator work load
Station location
Station monthly volume
Current station work load
Uncomfortable temperature
Uncomfortable wind
Uncomfortable rain
Hose extension required for fill
Fuel fill pipe angle from horizontal
SCOTT RESEARCH LABORATORIES, INC.
-------
4-27
SRL 2874 12 0972
Operator technique is the only significant parameter affecting
prefill nozzle loss magnitude. The deviation of nozzle insertion from
the vertical affects the probability of a prefill nozzle loss because,
as the nozzle is rotated to the left or right (more horizontal), the
more readily that gasoline can drip from the nozzle.
No significant variables were found in the analysis of the
magnitude of spit-back losses (Table 4-13). Four parameters, however,
were found to affect significantly the probability of a spit-back loss
(Table 4-14). The probability of a spit-back is greater for complete
fills, since pressure build-up in the tank is more likely when the tank
is nearly full. The higher probability of spit-back for the flat,
horizontal type of tanks may be due to the fact that many of these tanks
have fill pipes which are more horizontal than are those for the vertical
fender type. A faster filling rate is likely to cause a more rapid and
severe pressure build-up in the fuel tank, resulting in a higher probability
of spit-back loss. Shallow nozzle insertion during refueling allows
gasoline to leave the nozzle and enter the fuel tank fill pipe near the
cap end where a pressure build-up in the tank can force the gasoline out
more easily than when the nozzle is fully inserted into the fill pipe.
Refueling parameters depicting service station characteristics
appear to affect the magnitude of overfills most significantly (Table
4-15). Non-freeway stations and low-volume stations tended to have
larger overfills than did freeway and high-volume stations. This may
be due to the fact that these stations normally do not have full-time
people just to pump gasoline. The attendent, therefore, may be more
rushed or he may tend to put as much gasoline into the tank as possible,
SCOTT RESEARCH LABORATORIES, INC
-------
4-28
SRL 2874 12 0972
Table 4-13
Regression of Magnitude of Spit-back
Loss on Refueling Parameters
Parameters
Number
of Data
Points
r
r
Description of
Parameter Effect
Significant:
None
182
None
Non-Significant:
Fuel tank fill pipe diameter
Fuel tank fill pipe length
Fuel tank fill pipe angle from horizontal
Fuel tank shape
Fuel tank vented
Anti-spill device in fuel tank
Filling rate
Depth of nozzle insertion
Deviation of nozzle insertion from vertical
Fill completion
SCOTT RESEARCH LABORATORIES. INC.
-------
4-29
SRL 2874 12 0972
Table 4-14
Regression of Probability of Spit-back
Loss on Refueling Parameters
Parameters
Significant:
Fill completion
Fuel tank shape
Filling rate
Number
of Data
Points
1063
0.226
1063 0.325
1063 0.339
Depth of nozzle insertion 1063 0.354
Description of
Parameter Effect
0.051 Higher probability for
complete fill
0.106 Higher probability for flat
tank than vertical fender type
0.115 Higher probability for
faster rate
0.125 Higher probability for
shallow insertion
Non-Significant:
Station location
Station monthly volume
Fuel tank fill pipe diameter
Fuel tank fill pipe length
Fuel tank fill pipe angle from horizontal
Fuel tank vented
Anti-spill device in fuel tank
Deviation of nozzle insertion from vertical
SCOTT RESEARCH LABORATORIES. INC.
-------
4-30
SRL 2874 12 0972
Table 4-15
Regression of Magnitude of Overfill
Loss on Refueling Parameters
Parameters
Number
of Data
Points
r
r
2
Description of
Parameter Effect
Significant:
Station location
194 0.213 0.045 Larger spills for non-freeway
locations
Uncomfortable wind
194 0.284 0.081 Larger spills during
uncomfortable wind
Operator technique
Station monthly volume
194 0.319 0.102 Larger spills for poor
technique
194 0.354 0.125 Larger spills for lower
volume stations
Non-Significant:
Fuel tank fill pipe diameter
Fuel tank fill pipe length
Fuel tank fill pipe angle from horizontal
Anti-spill device in fuel tank
Fuel tank vented
Fuel tank shape
Filling rate
Fill completion
Depth of nozzle insertion
Deviation of nozzle insertion from vertical
Current station work load
Operator work load
Hose extension required for fill
Uncomfortable rain
Uncomfortable temperature
©
SCOTT RESEARCH LABORATORIES. INC.
-------
SRL 2874 12 0972
4-31
thus causing an overfill. Uncomfortable wind conditions and poor
operator technique caused larger overfill losses. Poor operator
technique, a complete fill, and a flat, horizontal fuel tank all com-
bine to Increase the probability of overfill loss (Table 4-16).
The magnitude of postfill nozzle losses is most strongly
influenced by operator technique (Table 4-17). Non-freeway stations
again tend to have larger poBtfill nozzle losses than do those at
freeway locations. Operator technique was also most significant with
respect to the probability of a postfill nozzle loss. Abnormally
long hose extensions, when required for a fill, also increased the
probability of a postfill nozzle loss. This may have forced the
attendant to insert the nozzle into the fill pipe at an odd angle, re-
sulting in a higher probability of spill when the nozzle was re-
moved (Table 4-18). The results of the analysis of the spill losses
have been summarized for convenience in Table 4-19.
Refueling operations were observed on passenger cars whose
fuel tanks had one of five types of anti-spill device or no device at all.
For each of these six data classes, Table 4-20 shows the number of com-
plete-fill refueling operations observed, the number of spit-back losses,
the probability of a spit-back, and the average and standard deviation
of the spit-back magnitude when such a loss occurred. A statistical
analysis of these data was not attempted for two reasons: 1) except for
the cascade baffle type of device, the sample sizes are too small; 2) more
importantly, the no-device category consists of some unknown number of
sub-categories. That is, some fuel tanks with no device rarely spit-
back, some occasionally spit back, and others will invariably spit back.
SCOTT RESEARCH LABORATORIES, INC.
-------
4-32
SRL 2874 12 0972
Table 4-16
Regression of Probability of Overfill
Loss on Refueling Parameters
Parameters
Number
of Data
Points
r
r
2
Description of
Parameter Effect
Significant:
Operator technique
Fuel tank shape
Fill completion
1063 0.333 0.111 Higher probability with
poor technique
1063 0.395 0.156 Higher probability with
complete fill
1063 0.418 0.175 Higher probability with
flat horizontal tank
than vertical fender type
Non-Significant:
Station location
Station monthly volume
Fuel tank fill pipe diameter
Fuel tank fill pipe length
Fuel tank fill pipe angle from horizontal
Anti-spill device in fuel tank
Fuel tank vented
Filling rate
Depth of nozzle insertion
Deviation of nozzle insertion from vertical
Current station work load
Operator work load
Hose extension required for fill
Uncomfortable wind
Uncomfortable rain
Uncomfortable temperature
$
SCOTT RESEARCH LABORATORIES. INC.
-------
4-33
SRL 2874 12 0972
Table 4-17
Regression of Magnitude of Postflll Nozzle
Loss on Refueling Parameters
Parameters
Significant:
Operator technique
Station location
Number
of Data
Points
Description of
Parameter Effect
286 0.221 0.049 Larger spill for poor
technique
286 0.287 0.082 Larger spill for non-
freeway stations
Non-Signifleant:
Station monthly volume
Current station work load
Operator work load
Fuel tank fill pipe angle
Deviation of nozzle insertion from vertical
Hose extension required for fill
Uncomfortable wind
Uncomfortable rain
Uncomfortable temperature
SCOTT RESEARCH LABORATORIES, INC.
-------
SRL 2874 12 0972
4-34
Table 4-18
•Regression of Probability of Postfill
Nozzle Loss on Refueling Parameters
Parameters
Significant:
Operator technique
Hose extension required
for fill
Fill pipe angle from
horizontal
Number
of Data
Points
1063
1063
1063
Description of
Parameter Effect
0.450 0.202 Higher probability with
poor technique
0.454 0.206 Higher probability with
abnormally high extension
0.458 0.210 Higher probability for fill
pipes nearly horizontal
Non-Significant:
Station monthly volume
Station location
Deviation of nozzle insertion from vertical
Current station work load
Operator work load
Uncomfortable wind
Uncomfortable rain
Uncomfortable temperature
SCOTT RESEARCH LABORATORIES. INC.
-------
Table 4-19
Type of Spill
Prefill Nozzle
Spit-Back
RESULTS OF REGRESSION ANALYSIS TO IDENTIFY
FACTORS SIGNIFICANT TO PRODUCTION OF SPILL LOSSES
Significant Factors
Loss Magnitude Loss Probability
Operator Technique Nozzle Insertion Angle
None Fill Completion
Euel Tank Shape
Rat
ill Kate
ozzle Insertion Depth
Overfill
Postfill Nozzle
Station Location
ncomfortable Wind
perator Technique
Station Volume
Operator Technique
Station Location
Operator Technique
ill Completion
uel Tank Shape
)perator Technique
¦Iose Extension Required
Fill Pipe Angle
-------
Table 4-20
Summary of Spit-Back Refueling Losses For
Various Fuel Tank Anti-Spill Devices
Standard
No. Of Complete Deviation
Anti-Spill
Device Type
Refueling
Operations
Observed
No. Of
Spit-Back
Losses
Prob. Of
a
Spit-Back
Average
Spit-Back
Loss, grams
Of The
Spit-Back
Losses, grams
Slotted Baffle
6
3
0.500
18.13
18.07
Cascade Baffle
198
40
0.202
5.28
9.59
External Vent Tube
12
5
0.417
13.60
21.33
Perforated Baffle
4
0
0.0
0.0
0.0
Integral Vent Tube
22
8
0.364
7.84
12.77
Total For All Devices
242
56
0.231
7.08
11.99
No Anti-Spill Device
536
116
0.216
9.19
12.17
Total
778
172
0.221
8.50
12.12
-------
5-1
SRI 2874 12 0972
5.0 TOTAL REFUELING LOSS MODEL
A regression model for estimating the displaced hydrocarbon
loss during a single refueling operation was discussed In Section 3 and
the average magnitudes and probabilities of spill losses were presented
in Section 4. The next step, the development of a total refueling loss
model, will be a primary objective of the third-year program. The
functional form of two types of total refueling loss model will, however,
be discussed in this section: (1) total refueling loss per operation,
and (2) total refueling loss for a given region over a specified period
of time. The latter model would provide planners with a needed esti-
mating tool, and the former is developed for purposes of the present
report.
5.1 TOTAL REFUELING LOSS PER OPERATION
The total refueling loss for a single refueling operation is
simply the sum of the displaced and spill losses. To this point the dis-
placed loss has been estimated in units of grams per gallon of gasoline
dispensed and spill losses have been estimated in grams per refueling
operation. Therefore, the total estimated refueling loss, in units of
grams per refueling operation, is given simply by
L' "li + S Sb + Ha + 4b + V' (5-1)
where
L' = Estimated total hydrocarbon refueling loss, grams per gallon
of gasoline dispensed
L^ = Estimated displaced hydrocarbon loss, grams per gallon of
gasoline dispensed
G = Quantity of gasoline dispensed, gallons
SCOTT RESEARCH LABORATORIES. INC.
-------
5-2
SRL 2874 L2 0972
L' = Estimated prefill nozzle loss, grams per refueling operation
N5
= Estimated postfill nozzle loss, grams per refueling operation
L' = Estimated spit-back loss, grams per refueling operation
JD
L' = Estimated overfill loss, grains per refueling operation.
Or
The best available estimate of is that given by Equation
3-6 of Section 3; i.e., the Scott regression model. The best avail-
able estimates for the various spill losses are the composite averages
obtained from the field survey and reported in Section 4. Thus, obser-
ving that a total spill-loss estimate is equivalent to the properly-
weighted sum of the four spill-type estimates, if L' denotes the esti-
mated total spill loss per refueling operation, then Equation 5-1 may
be written simply as
Lg
L' " — + LD* (5-2)
Using as best estimates for and the relationships and
average data values developed during the second year of the refueling
losses program, and letting G = G = the average number of gallons of
gasoline dispensed, as observed during the field survey, Equation 5-2
can be written explicitly as
L' + L1 = + Ll
L " C D 11.5 S
= 0.304 + exp (-0.02645 + 0.01155 Tnr,
DF
- 0.01226 Tv + 0.00246 Ty x RVP), (5-3)
SCOTT RESEARCH LABORATORIES, INC.
-------
5-3
SRL 2874 12 0972
where L' is in units of grams of hydrocarbons per gallon of dispensed
gasoline, RVP is in units of poundB per square inch, and the average
fuel and vapor temperatures (T^ and T^, respectively) are in °F.
It must be noted at this point that one cannot use Equation
5-3 to estimate losses over a region by Inserting average values for
Tj)F» Ty, and RVP and then multiplying by the total number of gallons
of gasoline dispensed. If the relationship between L' and the other
variables were linear, an average value for L' could be so computed.
The relationship is non-linear, of course, as evidenced by Figures
3-7 and 3-8, so the total refueling loss model for application over a
region must be somewhat more complex, as discussed in 5.3 below.
5.2 ESTIMATION OF DISPLACED LOSSES FROM FIELD SURVEY DATA
In the course of the field survey data collection effort,
732 measurements of each of T and T were obtained. These
Dr V
temperature measurements, together with the published values of RVP
for each city and season (Table 4-4), were used as inputs to the re-
gression model (Equation 3-6) and the associated displaced hydrocarbon
losses estimated. These estimates are given in Tables 5-1 and 5-2
by city and season. The average temperatures and their ranges have
already been reported in Table 4-2.
It must be emphasized that caution must be observed in
interpreting the data in those tables. Although the total sample size
is large (N=732), it is comprised of much smaller sub-samples. For
example, the average displaced loss reported for Los Angeles during
SCOTT RESEARCH LABORATORIES. INC.
-------
5-4
SKL 2874 12 0972
the summer season la based on just four observations and no observations
were obtained in Houston during the fall season. Under these conditions,
then, the sample cannot be considered to be representative with respect
to time of year.
Note also that the temperature measurements were made just
during the hours of about 0800 - 1700. Service stations are typically
open during the hours of about 0600 - 2200. The sample cannot, there-
fore, be considered to be representative with respect to time of day.
Similarly, since the quantity of fuel dispensed per unit of time varies
with time of day, the field survey temperature data cannot be considered
to be properly weighted.
It is nonetheless useful to examine the estimated displaced
hydrocarbon losses given in Tables 5-1 and 5-2. The sample was ran-
domly drawn, of course, and hence is representative of the time span
within which it was drawn, since the sample size is fairly respectable
for most of the city-season combinations. The data thus provide a
basis for estimating the magnitude of the problem.
Based on the total sample, the composite average displaced
hydrocarbon loss is 5.0 grams per gallon. When the average spill loss
of 0.3 grams per gallon is added, the total refueling loss is 5.3 grams
of hydrocarbons per gallon of dispensed gasoline, or about 0.40 grams per
mile, averaged over five cities and four seasons, and subject to the
limitations discussed above.
The observational and measured data obtained in the course of
this investigation thus indicate clearly that displaced losses are the
primary constituents of the total refueling loss. Approximately 94% of the
SCOTT RESEARCH LABORATORIES, INC.
-------
Table 5-1
DISPLACED LOSS SUMMARY
Summer Survey
City
Sample
Size
Av. Disp. Loss,
grams/fill
Av. Disp. Loss,
grams/gallon
Los Angeles
4
63.1
5.6
Houston
33
91-2
6.6
Chicago
23
57.1
5.4
New York
15
65.0
4.5
Atlanta
15
100.2
6.2
Composite
90
78.4
5.9
Fall Survey
Los Angeles
44
45.9
3.9
Houston
0
—
—
Chicago
55
35.6
2.9
New York
29
44.0
4.0
Atlanta
22
35.3
3.5
Composite
150
40.2
3.6
-------
City
Los Angeles
Houston
Chicago
New York
Atlanta
Composite
Los Angeles
Houston
Chicago
New York
Atlanta
Composite
Sample
Size
51
52
41
35
53
232
49
56
52
49
54
260
Table 5-
DISPLACED LOSS
2
SUMMARY
Winter Survey
Av. Disp. Loss,
grams/fill
65.0
78.3
38.8
42.8
36.6
53.5
Spring Survey
61.8
77.3
63.4
52.1
61.2
63.5
Av. Disp. Loss,
grams/gallon
6.4
6.6
3.5
3.6
3.6
4.9
5.5
6.0
5.3
4.9
5.4
5.5
-------
5-7
SRL 2874 12 0972
cocal loss computed from the field survey data sample, Is due to the
displaced loss which occurs, of course, during every refueling operation.
Spill losses were observed to occur overall In about one-third of the
refueling operations and contributed the remaining 6% of the total loss.
The los£ data already given in detail are stumnarlzed In Table 5-3 by
source of loss and In descending order of contribution to the total
loss. (Note that the spill probabilities in Table 5-3 do not sum to
one-third because more than one spill type may occur for any given re-
fueling operation.)
The field survey of #efueling operations Included the collection
of data on whether a partial £111 or complete fill was ordered. These
data are summarized In Table 5-4 by city and season. Overall, 65.6% of
the refueling operations observed were fill-ups, and that statistic ranged
over all cltiea and seasons from 43.0% to 78.5%.
Figure 5-1 contrasts the average refueling loss of 0.396 grams
per mile (assuming 13.4 miles per gallon) with the Federal exhaust emis-
sion control requirement for hydrocarbons by calendar year, also in units
of grams per mile. As a percentage of the Federal requirement on unburned
hydrocarbons from exhaust emissions, the refueling loss in hydrocarbons
ranges from 11.6% in 1972 to 96.6% in 1975 and 1976. As a percentage of
the average unburned hydrocarbon emissions from uncontrolled vehicles,
the refueling loss Is about 4%,
The various factors which must be considered to obtain re-
presentative estimates of the refueling losses are identified in the
following development of a total refueling loss model.
SCOTT RESEARCH LABORATORIES, INC.
-------
Table 5-3
TOTAL REFUELING LOSS BY SOURCE
Average
Magnitude
GMS/LOSS
Probability
iof
Loss
Average
Magnitude/
GMS/OPERATION
Contribution
to Total. %
DISPLACED LOSS
57.4
1.0
57.4
94.3
SPIT-BACK
13.7
0.128
1.8
3.0
OVERFILL
8.6
0.141
1.2
2.0
PRE-FILL DRIP
5.9
0.036
0.2
0.3
POST-FILL DRIP
1.8
0.169
Q.3
0.5
TOTAL REFUELING LOSS
60.9
-------
Table 5-1
PERCENT OF COMPLETE FILLS
Winter
Spring
Summer
Fall
Composite
Los Angeles
69,3
69.2
57.8
70.2
68.3
Houston
73.0
78.5
77.7
70.9
75.1
Chicago
61.6
65.5
60.9
68.6
61.5
New York
13.0
71.1
58.0
59.7
59.1
Atlanta
63.0
61.5
65.7
58.2
62.9
Five-City Composite
62.8
70.0
63.3
65.3
65.6
-------
0.11 0.41 0.40
1972 1973 1974 , 1975 1976 Refuel.
1Q7? Panrrniipr 1 1975 PRnrFTIIIRF ^OSS
FEDERAL EMISSION CONTROL REQUIREMENT
Figure 5-1 Comparison of Observed Refueling Loss With
Federal Standards on Exhaust Emissions
-------
5-11
SRL 2874 12 0972
5.3 TOTAL REFUELING LOSS MODELS
As discussed above, the model developed to this point yields
the estimated total refueling loss for a single refueling operation. To
obtain an estimate of the total loss for a given region over some unit
of time, it is necessary to determine the average number of gallons
of gasoline dispensed per refueling operation, the number of refueling
operations as a function of time of day, the variation of T^p and Ty
with time of day and day of year, and the variation of RVP with time of
year. A number of approaches to the development of such a total re-
fueling loss model may be identified, some of which will be addressed
in the following discussion.
Suppose one wishes to estimate the total refueling loss in a
given city over some 24-hour period selected from the months May through
October. In order to compute displaced hydrocarbon losses, functions
Ty and TDF are needed to express the vapor and dispensed fuel temper-
atures as a function of time of day. That is, we require functional
relationships
Tv - Tv(t)
TDF ° TDF^ '
where t is time of day. Although the form of the functions T^ and
is not known at this time, regression analyses conducted on the field
survey temperature data indicate that the vapor and dispensed fuel
temperatures during a refueling operation vary as functions of the
ambient temperature, T^, the underground fuel temperature, and
SCOTT RESEARCH LABORATORIES, ISC.
-------
5-12
SRL 2874 12 0972
the initial temperature of the fuel in the vehicle fuel tank. The
dispensed fuel and displaced vapor temperatures are thus not inde-
pendent variables. As noted earlier, the correlation coefficient
between these variables was 0.945 in the field survey sample.
An example of an underground fuel temperature annual record,
provided by the American Petroleum Institute, is shown in Figure 5-2.
Unfortunately, the ambient temperature record is not available for
comparison. A typical diurnal variation in ambient temperature during
the months of May through October is shown in Figure 5-3 at the in-
dicated percentile levels. Data relating the initial temperature of
the fuel in the vehicle fuel tank to the ambient temperature and the
vehicle's operating pattern are available from the CRC-APRAC-CAPE-5
program. It is considered that Ty and T will be functions similar to
those shown in Figure 5-3.
Since an estimate of the average number of gallons dispensed
during a refueling operation is provided by the field survey data in
Section 4, all that is required now is a function, say R(t), which
gives the number of refueling operations over the area of Interest as
a function of time of day. An example of how R(t) might look is shown
in Figure 5-4. (The function shown is for illustration only and is
not based on actual data.) Note that R(t) need not be a single closed
form function. I.e., one might define R(t) = R^(t) + R2U) + + Rn(t),
where each R^(t) is defined over a separate portion of R(t).
SCOTT RESEARCH LABORATORIES. INC.
-------
Temperature, °F
90
80
70
60
50
40
1 V r
j^r
V
Wit
| t
iJS
1 rffr
%
-------
5-14
SRL 2874 12 0972
100
95
90th PERCENTILE
90
85
80
75
50™ percentile
70
65
10™ percentile
60
55
50
00 02 01 06 08 10 12 11 16 18 20 22
TIME OF DAY (LOCAL STANDARD TIME)
(Period: May to October inclusive)
FIGURE B-2
Figure 5-3 Typical Diurnal Temperature Patterns
SCOTT RESEARCH LABORATORIES. INC.
-------
p
ro
CO
z
o
Q.
CD
£
UlI
=J
U_
UL
o
0300
0600
0900
1500
1800
2100
M
Tir^E OF DAY
Figure 5-4 EXAMPLE OF FUNCTION RELATING REFUELING OPERATIONS TO TIME OF DAY
-------
5-16
SSL 2874 12 0972
Therefore, the total refueling loss model for estimating
losses in a 24-hour period for a single city is of the form
r24
Lr = G I L'[TV(t), TDF(t), RVP] R(t) dt, (5-4)
where
= total refueling loss in a 24-hour period, grams
G = average volume of gasoline dispensed per refueling operation,
gallons
L'[] = total hydrocarbon loss per refueling operation, grams per
gallon of dispensed gasoline (Equation 5-3)
t = time of day on 24-hour clock, hours
Ty(t) = average vapor temperature during refueling as a function
of time of day, °F
TDF(t) = average dispensed fuel temperature during refueling as a
function of time of day, °F
RVP = Reid vapor pressure, psl (assumed to be constant over a
24-hour period)
R(t) = the total number of refueling operations conducted as a
a function of time of day.
Since the functions T^(t), ^^(t), and R(t) will undoubtedly
be obtained by statistical curve fitting, and since better fits can
usually be obtained by fitting the data curves sectlon-by-sectlon, it
is likely that each of those functions will be represented by a sum
of functions. In that event, assuming corresponding sub-functions to
be defined over the same time intervals (a simplifying but not neces-
sary assumption), then the model takes the form
i=l
l'Et (t),
i
Tdf (t), RVP] R1(t) dt,
(5-5)
"i-1
SCOTT RESEARCH LABORATORIES, INC.
-------
5-17
SRL 2874 12 0972
where now
Tv(t) - Tv (t) + T (t) + ... + T (t)
T (t) = T (t) + T (t) + ... + T (t)
DF DF. DF0 DF
1 ^ n
R(t) = R,(t) + R.(t) + ... + R (t),
the i-th interval is (ti_1 tj_), and tQ= 0.
Finally, an approach likely to be taken by regional planners
because of its simplicity (curves need not be fit to data), consists of
first dividing the 24-hour day into n time intervals (not necessarily
of equal duration) which are small enough that the functions are approxi-
mately linear. Within each time interval an average value is then identi-
fied for each function; i.e., for each interval i, define the constant
values Tv(t^), TDp(t^)> ant* T^e model now has the form
n
L'r = G £l'[Tv(tt), ^(t^, RVP] I(ti). (5-
The procedures for the generalization of the model approaches
described above for application to other cases of interest are straight-
forward extensions of the techniques already discussed.
SCOTT RESEARCH LABORATORIES, INC.
-------
R-l
SRL 2874 12 0972
REFERENCES
1. "Tentative Methods of Measuring Evaporation Loss From Petroleum
Tanks and Transportation Equipment;" API Bulletin 2512; July 1957.
2. "Evaporation Loss in the Petroleum Industry - Causes and Control;"
API Bulletin 2513; February 1959.
3. "Evaporation Loss From Tank Cars, Tank Trucks, and Marine Vessels;"
API Bulletin 2514; November 1959.
4. "Comparative Methods for Evaluation Conservation Mechanisms for
Evaporation Loss;" API Bulletin 2522.
5. "Investigation of Passenger Car Refueling Losses;" Scott Research
Laboratories, Inc., March 6, 1970.
6. "Measurement of Total Vehicle Evaporative Emissions." Paper 680125
presented at the SAE Annual Meeting, Detroit, Michigan, January,
1968, S. W. Martens and K. W. Thurston, General Motors Corporation.
7. "Volatility Data on Individual Gasoline Samples", August 1970,
Ethyl Corporation, Baton Rouge, La.
8. "Volatility Data on Individual Gasoline Samples", November 1970,
Ethyl Corporation.
9. "Volatility Data on Individual Gasoline Samples", January 1971,
Ethyl Corporation.
10. "Volatility Data on Individual Gasoline Samples", February 1971,
Ethyl Corporation.
11. "Volatility Data on Individual Gasoline Samples", April 1971,
Ethyl Corporation.
SCOTT RESEARCH LABORATORIES, INC.
-------
SRL 2874 12 0972
A-l
APPENDIX A
FUEL INSPECTION DATA
SCOTT RESEARCH LABORATORIES, INC.
-------
A-2
SCOTT RESEARCH LABORATORIES. INC.
-------
A-3
SRL 2874 12 0972
Table A-l
Fuel Inspection Data
(Measurements Made by the Ethyl Corporation, Long Beach, California)
Sample Sample Sample
321-1 329-1 333-1
RVP, psi
FIA, % Aromatics
% Olefins
% Saturates
Distillation, °F
Initial Boiling Point, °F
5% Evaporated,
°F
10%
Evaporated
°F
15%
Evaporated
°F
20%
Evaporated
°F
30%
Evaporated
°F
40%
Evaporated
°F
50%
Evaporated
°F
60%
Evaporated
°F
70%
Evaporated
°F
80%
Evaporated
°F
90%
Evaporated
°F
95%
Evaporated
°F
Final Boiling Point, °F
Recovery, percent
Residue, percent
Loss, percent
10.3 7.5 10.6
19.0 22.6 18.9
7.7 7.0 7.3
73.3 70.4 73.8
90 96 89
106 126 110
119 137 121
126 145 130
138 151 139
156 166 160
176 183 179
197 200 199
216 220 218
243 241 241
273 271 271
320 319 320
350 355 356
404 410 401
97.0 99.0 98.0
1.0 1.0 1.0
2.0 0.0 1.0
SCOTT RESEARCH LABORATORIES. INC.
-------
B-l
SRL 2874 12 0972
APPENDIX B
VOLATILITY DATA
SCOTT RESEARCH LABORATORIES. TNC
-------
B-2
SCOTT BESEABCH LABORATORIES, INC
-------
B-3
SRL 2874 12 0972
Table B-l
Volatility Data
(Duplicate Measurements Made by the
Ethyl Corporation, Long Beach, California)
Sample Number Average Measured RVP, psi
301-7
8.6
305-1
7.9
309-1
7.9
314-2
8.2
319-3
8.4
320-2
8.9
323-1
8.5
325-2
7.9
330-3
7.4
331-0
11.4
333-5
10.0
335-8
8.5
336-3
8.1
SCOTT RESEARCH LABORATORIES, INC-
-------
SRL 2874 12 0972
C-l
APPENDIX C
CONVERSION OF RVP TO A STANDARD VALUE
SCOTT RESEARCH LABORATORIES, FflC
-------
C-2
SCOTT BE8EAKCH LABORATORIES, INC
-------
C-3
SRL 2874 12 0972
CONVERSION OF RVP TO A STANDARD VALUE
Because of the weathering phenomenon, the RVP of a given fuel
varied between the first and last experiment in a series. Thus, if one
wishes a series of measurements normalized to a constant value of RVP, as
in the top-fill/bottom-fill experiment, a correction factor is required.
A correction provided by the displaced loss regression model given by
Equation 3-3 is more convenient for this purpose than one based on the
exponential regression. (For definitions of the symbols, see Table 3-2).
The form of the model given by Equation 3-3 is
LI = 2.01570 - 0.02615 Tn_. - 0.00035 T?,
D Dr V
+ 0.00013 T__ x T x RVP. (C-l)
Ur V
If the desired constant value of RVP is 9.0 psi, then
L' (RVP = 9) = 2.01570 - 0.02615 Tnr, - 0.00035 T?r
Ll DF V
+ 0.00013 T__ x T„ x 9.0 (C-2)
Dr V
The desired correction factor is then obtained by subtracting
(C-l) from (C-2); i.e., the required correction to the measured loss is
AI^ - 0.00013 T x Ty (9.0 - RVP). (C-3)
To illustrate, if the measured loss at an RVP = 8.0 is L^, then
one estimates the loss at an RVP = 9.0, for T = T = 60°F, to be
DF V
+ £1^ = 1^ + 0.00013 x 60 x 60 x (9.0 - 8.0)
= + 0.47.
SCOTT RESEARCH LABORATORIES, !.\C.
-------
SRL 2874 12 0972
D-l
APPENDIX D
LABORATORY DATA
SCOTT RESEARCH LABORATORIES, INC
-------
D-2
SCOTT RESEARCH LABORATORIES, INC.
-------
TA9LE D - 1. LABORATORY DATA
******* TEMPERATURE - DEG F ****** DISPLACED
EXPER FILL AVERAGE AVERAGE INITIAL INITIAL RVP LOSS
NUMBER TYPE AMBIENT DISP FUEL VAPOR TANK FUEL VAPOR SPACE (PSI) (GMS/GAL)
331-3
T
29
33
35
28
28
10.9
2.2
3 3 L -4
T
24
49
31
33
24
10.8
2.7
331-5
T
33
53
35
35
33
10.7
2.9
331-6
T
30
52
33
35
29
10.6
2.9
333-1
T
30
44
37
35
33
10.6
2.7
333-2
T
32
36
33
35
31
10.5
2.4
333-3
T
32
34
32
35
32
10.4
2.3
333-4
T
34
35
34
35
34
10.3
2.3
332-1
B
34
51
33
33
33
10.3
2.6
332-2
B
32
50
31
34
33
10.2
1.9
332-3
B
34
51
32
35
34
10.2
2.1
332-4
B
36
51
33
39
37
10.1
2.2
32 1-1
T
34
54
37
39
36
10.3
2.8
321-2
T
33
54
37
37
34
10.1
2.7
321-3
T
35
54
39
39
36
9.9
2.7
321-4
T
36
57
41
40
39
9.8
2.8
322-1
T
34
36
34
35
34
9.7
2.1
322-2
T
34
35
35
36
35
9.6
2.1
322-3
T
36
33
35
36
36
9.5
2.1
322-04
I
35
35
35
35
34
9.4
2.0
301-1
T
58
56
57
59
59
9.3
3.3
301-2
T
59
57
58
59
59
9.3
3.3
301-3
T
60
59
59
60
60
9.2
3.5
301-4
T
60
60
60
60
60
9.1
3.4
320-1
B
60
60
60
60
60
9.1
2.8
320-2
B
60 .
60
60
60
60
9. 1
3.1
320-3
B
60
60
57
60
59
9.0
3.2
320-4
B
58
60
57
60
57
8.9
2.8
320-5
B
57
59
57
59
57
8.9
2.7
317-1
T
61
60
60
60
60
8.8
3.4
317-2
T
61
60
60
61
61
8.3
3.4
317-3
T
62
60
60
61
62
8.R
3.3
-------
TABLE D - 1. (CONTINUED) LABORATORY DATA
* * * *
* * * TEMPERATURE
- DEG F
******
DISPLACED
EXPER
FILL
AVERAGE
AVERAGE
INITIAL
INITIAL
RVP
LOSS
number
TYPE
AMBIENT
OISP FUEL
VAPOR
TANK FUEL
VAPOR SPACE
(PSl )
(GMS/GAL)
317-'.
T
60
59
59
60
60
8.7
3.3
318-1
T
60
60
59
60
60
8.7
3.3
318-2
T
58
60
58
59
59
8.7
3.3
318-3
T
59
59
60
59
60
8.6
3.3
318-6
T
61
59
60
60
61
8.5
3.4
319-1
T
59
58
58
62
59
8.5
3.5
319-2
T
59
59
59
61
60
8.5
3.6
319-3
T
60
60
59
60
60
8.5
3.6
315-01
T
60
61
61
60
60
8.4
3.1
315-02
T
61
62
61
61
60
8.4
3.4
316-01
T
59
61
60
61
60
8.4
3.2
316-02
T
60
60
60
61
59
8.3
3.1
323-01
T
60
36
56
60
60
8.3
2.3
323-02
T
60
36
54
58
59
8.3
2.4
323-03
T
62
39
58
61
61
8.3
2.5
323-0420
T
62
38
50
59
62
8.2
2.4
323-0520
T
61
35
47
50
58
8.2
2.1
312-01
T
61
57
60
61
61
8.2
3.3
312-02
T
60
60
59
59
59
8.2
3.1
312-03
T
61
60
60
59
60
8.1
3.1
313-01
T
61
61
61
60
61
8.1
3.2
313-02
T
62
61
62
60
62
8.1
3.2
314-0 L
T
61
61
61
60
60
8.1
3.2
314-02
T
60
61
60
60
60
8.1
3.2
324-01
T
91
64
85
85
90
8.1
4.0
324-02
T
92
64
84
84
92
8.1
3.8
325-01
91
56
89
83
90
8.1
4.5
325-02
89
60
89
84
90
8.1
4.6
326-01
T
91
89
91
90
92
8.0
5.8
326-02
T
92
92
92
90
92
8.0
5.8
336-01
B
92
92
92
91
92
8.0
5.5
336-02
B
91
92
92
90
92
8.0
5.4
-------
TABLE D - 1. (CONTINUED) LABORATORY DATA
******* TEMPERATURE - DEG F ****** DISPLACED
EXPER FILL AVERAGE AVERAGE INITIAL INITIAL RVP LOSS
NUMBER TYPE AMBIENT DISP FUEL VAPOR TANK FUEL VAPOR SPACE (PSI) (GMS/GAL)
326-03 T
91
90
91
90
92
7.9
5.5
336-03 B
91
92
91
88
91
7.9
5.2
327-01 T
62
68
65
62
62
7.5
3.0
327-02 T
63
62
62
63
62
7.5
2.9
327-03 T
61
62
63
63
61
7.5
2.9
327-04 T
62
62
62
62
61
7.5
2.8
328-01 T
60
44
56
61
59
7.5
2.2
328-02 T
60
42
55
60
59
7.5
2.2
329-01 T
90
68
87
80
93
7.5
3.5
329-02 T
91
66
86
80
92
7.5
3.2
329-03 T
91
65
82
80
88
7.5
3.1
329-04 T
90
69
84
80
91
7.4
3.2
330-01 T
92
87
89
85
92
7.4
4.3
330-02 T
91
89
90
86
91
7.4
4.5
330-03 T
91
90
90
88
90
7.4
4.6
309-01 T
62
62
62
61
61
7.9
3.0
309-02 T
64
62
63
62
63
7.9
3.7
309-03 T
60
61
62
60
60
7.9
3.1
310-01 T
63
62
62
61
62
7.9
3.5
310-02 T
59
61
61
61
60
7.9
3.7
309-04 T
60
61
60
60
59
7.9
3.6
309-05 T
60
61
61
60
60
7.9
3.8
308-01 T
61
61
61
60
60
7.9
3.4
308-02 T
60
61
61
60
59
7.9
3.5
308-03 T
61
62
61
60
60
7.9
3.6
337-01 T
61
62
59
61
60
7.9
3.3
337-02 T
62
63
61
62
61
7.9
2.6
311-01 T
61
62
62
60
59
7.9
2.9
311-02 T
61
63
63
59
59
7.9
2.9
304-01 T
61
62
62
61
61
7.9
2.8
304-02 T
59
62
61
61
61
7.9
2.8
303-01 T
61
62
60
60
59
7.9
2.7
-------
TABLE D - 1. (CONTINUED) LABORATORY DATA
* # * *
* * * TEMPERATURE
- DEG F
**###»*
DISPLACED
EXPER
FILL
AVERAGE
AVERAGE
INITIAL
INITIAL
R VP
LOSS
NUMBER
TYPE
AMBIENT
DISP FUEL
VAPOR
TANK FUEL
VAPOR SPACE
(PSI)
(GM5/GAL)
303-02
T
60
62
59
60
59
7.9
2.8
306-01
T
62
62
62
62
62
7.9
3.0
306-02
T
61
62
62
61
61
7.9
3.1
305-01
T
60
61
60
60
60
7.9
2.9
305-02
T
59
61
61
60
59
7.9
2.8
302-01
T
60
61
60
60
60
7.9
2.9
302-02
T
60
61
61
60
60
7.9
3.0
302-03
T
60
61
60
60
60
7.9
3.3
307-01
T
60
61
61
60
60
7.9
3.0
307-02
T
62
61
61
61
61
7.9
2.8
301-05
T
60
61
59
62
60
7.9
2.9
301-06
T
60
62
60
61
60
7.9
2.9
301-07
T
62
63
61
64
62
8.6
3.5
301-08
T
61
62
62
61
60
8 • 6
3.4
301-09
T
59
62
61
61
59
8.6
3.4
322-05
T
40
35
37
42
40
8.6
2.2
322-06
T
37
35
35
38
37
8.6
2.0
322-07
T
37
35
35
37
37
8.5
1.9
335-01
B
34
35
33
35
34
8.5
1.7
335-04
B
37
35
34
35
35
8.5
1.9
335-05
B
35
35
35
35
35
8.5
1.6
335-06
B
38
37
35
37
37
8.5
2.2
335-07
B
35
36
34
36
35
8.5
1.8
335-08
B
35
35
33
35
34
8.5
1.9
333-05
T
36
35
33
36
35
10.0
2.1
333-06
T
37
35
34
35
35
10.0
2.2
334-0 L
B
37
35
36
35
36
10.0
2.3
334-02
B
38
35
35
35
37
9.9
2.2
333-07
T
37
36
35
35
37
9.8
2.3
-------
E-l
SRL 2874 12 0972
APPENDIX E
DISPLACED VAPOR LOSS BY IDEAL GAS MODEL
SCOTT RESEARCH LABORATORIES. INC.
-------
E-2
SCOTT RESEARCH LABORATORIES. INC.
-------
E-3
SRL 2874 12 0972
DISPLACED VAPOR LOSS BY IDEAL GAS MODEL
Suppose a mixture of hydrocarbon vapor and air has the properties
of an ideal gas. The equation of state for the hydrocarbon vapor is
v = mY RU T , (1)
rV My
where
p = the partial pressure of the hydrocarbon
v vapor at saturation, psia
V = volume of mixture, cu. ft.
mv = mass of the hydrocarbon vapor, lbm
R * universal gas constant
J = 1545 lb-ft/mol °R
T = temperature of mixture, °R
Mv = molecular weight of hydrocarbon vapor
Assume the volume of vapor displaced, V, equals the volume
of liquid dispersed. Then, letting V in (1) be the number of gallons of
fuel dispensed and making the appropriate units conversions, one may
solve for the vapor loss in grams as follows:
p V M
rv v
mv" Ru T
>v(ii?)(«3-59 frX"" n?) v^al> (°-13368 Hi) »v ,'sr)
¦ /lb - ^
u^mol °R
T (or)
(453.59) (144) (0.13368) p v M
gms
5.6515 pv V ^ (2)
T + 459.7 ^S>
SCOTT RESEARCH LABORATORIES, INC.
-------
E-4
SRL 2874 12 0972
where T is now in units of °F.
The molecular weight of the hydrocarbon vapor, as discussed In
Appendix II of Reference 2, Is a function of temperature and the 10%-point
slope on the distillation curve. Assuming RVP = 9.0, then = 62 at 60°F.
The average value of the 10%-point slope for motor gasoline is usually
taken as s = 3. For that value of s = 3, the molecular weight increases
or decreases in increments of 0.059 per degree of temperature increase or
decrease, respectively. Thus, if AT = T - 60, T in °F, My may be replaced
in (2) by My = 62 + 0.059^T.
Finally, letting V = 1 gal, the displaced vapor loss in units of
grams per gallon is given by
5.6515 py (62 4- 0.059 AT)
mv = T + 459.7
Values of pv may be computed with the aid of the nomographs,
based on NBS data, in Appendix V of Reference 2 which give Pv as a
function of RVP, T, and s. For RVP ¦ 9.0 and s ¦ 3, vapor losses, denoted
by Ly, are given in the following table for the indicated temperatures.
T(°F)
pv (psla)
Lv (sins/gal)
0
1.25
0.90
20
2.02
1.42
35
2.80
1.94
50
3.85
2.62
60
4.67
3.15
75
6.20
4.12
90
8.20
5.38
SCOTT RESEARCH LABORATORIES, INC.
-------
SRL 2874 12 0972
F-l
APPENDIX F
FIELD SURVEY TEMPERATURE DATA
SCOTT RESEARCH LABORATORIES. INC.
-------
F-2
SCOTT RESEARCH LABORATORIES, INC.
-------
TABLE
F -
1. FIELD
5URVEY
TEMPERATURE
DATA
SERVICE
** REFUELING OPERATION ***
TEMP
.
DEG F
TIM
#* * *
DATE
***
STATION
**************************
**************
rtEHv
«##*»**«*****
*******
GAL
FUEL
DISP
SOLAR
DISP
r> I SPL
FILL
CITY
SEASON
MO DY
YR
HOUR
LOC
VOL
FILL
DISP
GRADE
RATE
RAD
AMB
FUEL
VAPOP
M I N
L.A.
WINTER
1 25
71
1210
FRWY
HI
FULL
12.6
PREM
MED
SUN
58
63
70
***
L .A.
WINTER
1 25
71
1230
FRWY
HI
FULL
17.4
PREM
MED
SHADE
58
63
63
20
L.A.
WINTER
1 25
71
1248
FRWY
HI
FULL
10.7
PREM
LO
SUN
59
66
67
***
L.A.
WINTER
1 25
71
1255
FRWY
HI
FULL
18.6
REG
MED
SUN
60
65
63
7
L.A.
WINTER
1 25
71
1300
FRWY
HI
PART
10.0
PREM
HI
SUN
62
66
65
5
L.A.
WINTER
1 25
71
1310
FRWY
HI
PART
7.7
PREM
HI
SUN
63
66
67
10
L.A.
WINTER
1 25
71
1327
FRWY
HI
FULL
9.3
REG
MED
SHADE
64
62
68
***
L.A.
WINTER
i 25
71
1341
FRWY
HI
FULL
19.6
PREM
MED
SHADE
65
63
63
7 1
L.A.
WINTER
1 25
71
1350
FRWY
HI
FULL
15.6
PREM
LO
SUN
66
66
65
40
L.A.
WINTER
1 25
71
1426
FRWY
HI
PART
5.2
PREM
HI
SUN
67
68
72
36
L.A.
WINTER
1 25
71
1525
FRWY
HI
FULL
8.5
PREM
LO
SHADE
67
64
69
104
L.A.
WINTER
1 25
71
1621
FRWY
HI
PART
12.9
PREM
MED
SUN
67
65
71
563
L.A.
WINTER
1 26
71
1200
FRWY
HI
FULL
6.5
REG
MED
SUN
76
72
78
* * *
L.A.
WINTER
1 26
71
1205
FRWY
HI
PART
6.5
PREM
HI
SUN
76
69
30
* * *
L.A.
WINTER
1 26
71
1210
FRWY
HI
FULL
8.9
PREM
MED
SUN
76
67
78
5
L.A.
WINTER
1 26
71
1240
FRWY
HI
FULL
15.1
PREM
HI
SUN
78
69
74
30
L.A.
WINTER
1 26
71
1243
FRWY
HI
PART
2.7
PREM
HI
SUN
78
67
68
3
L.A.
WINTER
1 26
71
1900
FRWY
HI
FULL
15.2
PREM
MED
SHADE
62
66
70
* **
L.A.
WINTER
1 26
71
1910
FRWY
HI
PART
2.7
PREM
HI
5HADE
62
64
64
10
L.A.
WINTER
1 26
71
1955
FRWY
HI
FULL
19.8
PREM
HI
NIGHT
62
66
68
45
L.A.
WINTER
1 26
71
2000
FRWY
HI
full
7.2
REG
MED
NIGHT
62
65
65
* **
L.A.
WINTER
1 26
71
2015
FRWY
HI
FULL
7.2
PREM
HI
NIGHT
62
66
66
15
L.A.
WINTER
1 26
71
2050
FRWY
HI
FULL
6.9
REG
HI
N'l GHT
62
64
64
50
L.A.
WINTER
1 26
71
2055
FRWY
HI
FULL
10.3
PREM
MED
NIGHT
62
64
66
40
L.A.
WINTER
1 26
71
2057
FRWY
HI
FULL
8.1
REG
HI
NIGHT
62
64
63
7
L.A.
WINTER
1 26
71
2100
FRWY
HI
FULL
8.3
REG
MED
NIGHT
62
65
65
3
L.A.
WINTER
1 26
71
2120
FRWY
HI
FULL
13.3
PREM
LO
NIGHT
62
65
6 fc
25
L.A.
WINTER
1 26
71
2145
FRWY
HI
FULL
8.3
REG
MED
NIGHT
61
63
62
45
L.A.
WINTER
1 26
71
2147
FRWY
HI
PART
5.4
PREM
HI
NIGHT
61
62
62
* * *
L.A.
WINTER
1 27
71
1045
FRWY
HI
FULL
8.3
REG
MED
SUN
82
71
73
* **
L.A.
WINTER
1 27
71
1 1 30
FRWY
HI
FULL
14.0
PREM
MED
SUN
82
7 0
76
* * *
L.A.
WINTER
I 27
71
1215
FRWY
HI
FULL
7.3
PREM
HI
SUN
82
70
74
45
KA
P
ro
00
O
VO
•nj
N>
*1
I
lo
NOTE * •**#• MEANS
NO DATA
-------
TABLE F - 1. (CONTINUED) FIELD SURVEY TEMPERATURE DATA
**** DATE ***
*************
SERVICE ** REFUELING OPERATION ***
STATION **************************
******* GAL FUEL DISP SOLAR
TEMP. - DEG F TIMf-
**************
OISP DISPL FILLS-,
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
FILL
DISP
GRADE
RATE
RAD
A MB
FUEL
VAPO°
'11N
L • A •
WINTER
1
27
71
1505
FRWY
HI
FULL
16.3
PREM
MED
SUN
88
71
76
25
L. A.
WINTER
I
27
71
1539
FRWY
HI
PART
5.4
P REM
HI
SUN
06
75
78
34
L. A.
WINTER
1
27
71
1632
FRWY
HI
PART
6.1
REG
MED
SUN
76
76
7 P
* *#
L.A.
WINTER
1
27
71
16*0
FRWY
HI
FULL
18.0
PREM
HI
SUN
75
73
7 9
***
L.A.
WINTER
1
29
71
1115
FRWY
HI
FULL
6.8
PREM
MED
SUN
72
72
75
***
L.A.
WINTER
1
29
71
1135
FRWY
HI
PART
5.5
PREM
MED
SUN
73
71
31
20
L.A.
WINTER
1
29
71
1155
FRWY
HI
PART
5.4
PREM
HI
SUN
76
72
79
20
L.A.
WINTER
1
29
71
1213
FRWY
HI
FULL
8.2
PREM
HI
SUN
77
71
80
***
L.A.
WINTER
1
29
71
1230
FRWY
HI
FULL
12.2
REG
LO
SUN
82
71
90
***
L.A.
WINTER
1
29
71
1251
FRWY
HI
PART
6.1
REG
MED
SUN
84
71
76
21
L.A.
WINTER
I
29
71
1321
FRWY
HI
FULL
13.6
PREM
MED
SUN
85
72
79
81
L.A.
WINTER
I
29
71
1324
FRWY
HI
FULL
14.9
PREM
MED
SUN
88
67
77
3
L.A.
WINTER
1
29
71
1357
FRWY
HI
FULL
8.2
REG
MED
SUN
88
74
80
66
L.A.
WINTER
I
29
71
1446
FRWY
HI
PART
6.2
REG
HI
SUN
90
76
85
49
L.A.
WINTER
L
29
71
1455
FRWY
HI
FULL
16.6
PREM
MED
SUN
90
73
73
91
L.A.
WINTER
1
29
71
1517
FRWY
HI
PART
8.2
PREM
HI
SUN
89
72
75
22
L.A.
WINTER
1
29
71
1522
FRWY
HI
PART
6. 1
REG
MED
SUN
89
77
84
36
L.A.
WINTER
1
29
71
1541
FRWY
HI
FULL
9.8
PREM
MED
SUN
88
73
73
24
L.A.
WINTER
1
29
71
1616
FRWY
HI
FULL
18.0
PREM
MED
SUN
86
72
77
243
HOUS
WINTER
2
2
71
1045
FRWY
HI
FULL
16.7
REG
HI
SHADE
46
67
61
***
HOUS
WINTER
2
2
71
1115
FRWY
HI
FULL
20. 1
UNLD
HI
SHADE
46
65
59
#**
HOUS
WINTER
2
2
71
1120
FRWY
HI
FULL
12.7
REG
HI
5HADE
45
67
53
35
HOUS
WINTER
2
2
71
1140
FRWY
HI
FULL
8.4
UNLD
HI
SHADE
45
69
61
25
HOUS
WINTER
2
2
71
1235
FRWY
HI
FULL
7.2
REG
MED
SHADE
46
62
54
75
HOUS
WINTER
2
2
71
1250
FRWY
HI
FULL
14.6
PREM
HI
SHADE
46
63
59
* **
HOUS
WINTER
2
2
71
1410
FRWY
HI
PART
10.5
UNLD
MED
SHADE
47
61
57
***
HOUS
WINTER
2
2
71
1450
FRWY
HI
FULL
18.0
UNLD
MED
SHADE
49
68
56
40
HOUS
WINTER
2
2
71
1520
FRWY
HI
PART
12.6
REG
HI
SHADE
49
66
64
* * *
HOUS
WINTER
2
2
71
1557
FRWY
HI
FULL
14.5
PREM
MED
SHADE
49
63
56
***
HOUS
WINTER
2
2
71
1601
FRWY
HI
FULL
16.5
PREM
HI
SHADE
49
69
60
4
HOUS
WINTER
2
2
71
1627
FRWY
HI
FULL
24.1
PREM
HI
SHADE
48
69
63
26
HOUS
WINTER
2
2
71
1637
FRWY
HI
FULL
20.8
REG
HI
SHADF
4 P
66
63
77
tn
P
to
00
o
to
K)
I
NOTE ~ •***• MEANS NO DATA
-------
TABLE F - 1. (CONTINUED) FIELD SURVEY TEMPERATURE DATA g
f
ro
oo
SERVICE
** REFUELING OPERATION ***
TEMP
DEG F
TIM
**** DATE
*#*
STATION
**************************
**************
BE T W
******
***
****
*******
GAL
FUEL
DISP
SOLAR
DISP
DI SPL
FILL
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
FILL
DI5P
GRADE
RATE
RAD
AM9
FUEL
VAPOR
'"".IN
HOUS
w
INTER
2
2
71
1652
FRWY
HI
PART
5.3
PREM
HI
SHADE
48
64
55
25
HOUS
w
INTER
2
2
71
1653
FRWY
HI
FULL
16.7
PREM
HI
SHADE
48
68
60
1
HOUS
w
INTER
2
2
71
1700
FRWY
HI
FULL
15.6
PREM
HI
SHADE
48
69
65
7
HOUS
w
INTER
2
2
71
1705
FRWY
HI
FULL
1 1.0
PREM
HI
SHADE
47
69
61
5
HOUS
w
INTER
2
2
71
1715
FRWY
HI
PART
3.0
REG
HI
SHADE
47
56
61
38
HOUS
w
INTER
2
2
71
1720
FRWY
HI
FULL
12.8
UNLD
MED
SHADE
47
65
62
150
HOUS
w
INTER
2
2
71
1723
FRWY
HI
PART
5.4
UNLD
HI
SHADE
47
69
65
3
HOUS
w
INTER
2
2
71
1727
FRWY
HI
FULL
16.7
PREM
HI
SHADE
47
68
60
22
HOUS
w
INTER
2
2
71
1729
FRWY
HI
PART
13.2
PREM
HI
SHADE
48
69
65
2
HOUS
w
INTER
2
2
71
1735
FRWY
HI
FULL
8.6
REG
HI
SHADE
48
65
57
20
HOUS
w
INTER
2
2
71
1745
FRWY
HI
PART
7.4
PREM
HI
SHADE
48
65
57
16
HOUS
w
INTER
2
2
71
1750
FRWY
HI
FULL
16.3
UNLD
HI
SHADE
48
68
58
27
HOUS
w
INTER
2
3
71
1215
FRWY
HI
FULL
3.3
REG
MED
SUN
74
72
70
***
HOUS
w
INTER
2
3
71
1216
FRWY
HI
PART
3.0
REG
HI
SUN
74
71
71
1
HOUS
w
INTER
2
3
71
1218
FRWY
HI
FULL
16.0
PREM
MED
SUN
74
72
70
***
HOUS
w
INTER
2
3
71
1239
FRWY
HI
FULL
13.2
PREM
MED
SUN
75
71
77
21
HOUS
w
INTER
2
3
71
1258
FRWY
HI
FULL
12.9
PREM
MED
SUN
75
71
73
19
HOUS
w
INTER
2
3
71
1301
FRWY
HI
FULL
12.3
PREM
MED
SHADE
75
70
73
3
HOUS
w
INTER
2
3
71
1324
FRWY
HI
FULL
8.3
REG
MED
SHADE
74
73
72
68
HOUS
w
INTER
2
3
71
1328
FRWY
HI
FULL
22.7
REG
MED
SUN
75
71
71
4
HOUS
w
INTER
2
3
71
1335
FRWY
HI
PART
7.9
PREM
MED
SUN
75
72
76
34
HOUS
w
INTER
2
3
71
1356
FRWY
HI
FULL
17.7
PREM
MED
SUN
76
71
76
21
HOUS
w
INTER
2
3
71
1406
FRWY
HI
FULL
13.8
UNLD
MED
SUN
76
72
72
***
HOUS
w
INTER
2
3
71
1436
FRWY
HI
PART
7.9
PREM
HI
SUN
76
73
75
40
HOUS
w
INTER
2
3
71
1446
FRWY
HI
FULL
10.3
REG
LO
SHADE
76
73
73
78
HOUS
w
INTER
2
3
71
1450
FRWY
HI
PART
5.3
PREM
MED
SHADE
77
72
76
14
HOUS
w
INTER
2
3
71
1525
FRWY
HI
FULL
7.8
PREM
MED
SUN
76
73
92
35
HOUS
w
INTER
2
3
71
1550
FRWY
HI
PART
2.6
PREM
HI
SHADE
75
75
78
25
HOUS
w
INTER
2
3
71
1555
FRWY
HI
FULL
15.9
REG
MED
SHADE
75
73
74
69
HOUS
w
INTER
2
3
71
1600
FRWY
HI
FULL
12.5
REG
MED
SHADE
75
71
71
5
HOUS
w
INTER
2
3
71
1607
FRWY
HI
FULL
16.3
UNLD
MED
SHADE
75
72
73
121
HOUS
w
INTER
2
3
71
1620
FRWY
HI
FULL
17.0
PREM
MED
SHADE
74
72
72
2D
MOTE* •***• MEANS
NO DATA
-------
TABLE F - 1. (CONTINUED) ^I ELD SURVEY TEMPERATURE DATA
**** DATE ***
SERVICE ** REFUELING OPERATION ***
STAT ION **************************
TEMP. - DEG F T I r F
************** RETWi
***
**********
*******
GAL
FUEL
DIS°
SOLAR
DISP
01 SDL
FILL
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
FILL
DISP
GRADE
RATE
RAD
A MB
FUEL
VAPOR
•11 N
HOUS
WINTER
2
3
71
1625
FRWY
HI
PART
5.4
UNLD
MED
SHADF.
74
72
73
18
HOUS
WINTER
2
3
71
1650
FRWY
HI
FULL
12.7
UNLD
MED
SHADE
74
71
73
25
HQUS
WINTER
2
3
71
1700
FRWY
HI
PART
3.0
REG
HI
SHADE
74
75
75
40
HOUS
WINTEP
2
3
71
1710
FRWY
HI
PART
10.0
REG
yED
SHADE
73
72
75
10
HOUS
WINTER
2
3
71
1715
FRWY
HI
FULL
9.9
UNLD
MED
SHADE
73
71
71
25
HOUS
WINTER
2
3
71
1735
FRWY
HI
FULL
13.6
REG
MED
SHADE
72
72
71
25
HOUS
WINTER
2
3
71
1800
FRWY
HI
FULL
13.7
REG
MED
SHADE
70
72
70
25
CHI
WINTER
2
24
71
0953
NBHD
HI
FULL
14.9
REG
MED
SHADE
33
36
3 8
** *
CHI
WINTER
2
24
71
1037
NBHD
HI
FULL
19.4
REG
MED
SHADE
33
36
39
4
-------
TABLE F - 1. (CONTINUED) FIELD SURVEY TEMPERATURE DATA
SERVICE
** REFUELING OPERATION ***
TEMP
DEG F
T I M
****
DATE
***
STAT ION
**************************
**************
ilET W
*************
*******
GAL
FUEL
DISP
SOLAR
DISP
!MSPL
FILL
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
FILL
DI SP
GRADE
RATE
RAD
AMB
FUEL
VAPOR
M I N
CHI
WINTER
2
25
71
1148
N8HD
HI
FULL
19.5
REG
MED
SUN
40
37
39
ie
CHI
WINTER
2
25
71
1150
NBHD
HI
FULL
12.2
REG
HI
SUN
40
37
47
2
CHI
WINTER
2
25
71
1158
NBHD
HI
FULL
16.4
PREM
HI
SUN
40
40
5 1
58
CHI
WINTER
2
25
7 1
1202
NBHD
HI
FULL
9.4
REG
HI
SUN
42
37
45
12
CHI
WINTEP
2
25
71
1213
NBHD
HI
FULL
6.4
REG
LO
SUN
44
39
45
1 1
CHI
WINTER
2
25
71
1215
NBHD
HI
FULL
4.9
REG
MED
SUN
44
37
41
2
CHI
WINTER
2
25
71
1225
NBHD
HI
FULL
13.7
REG
HI
SUN
46
37
41
10
CHI
WINTEP
2
25
71
1235
NBHD
HI
FULL
16.3
REG
HI
SUN
46
37
46
10
CHI
WINTER
2
25
71
1307
NBHD
HI
PART
6.7
PREM
HI
SUN
50
44
60
69
CHI
WINTER
2
25
71
3156
NBHD
HI
FULL
10.7
REG
LC
SUN
50
40
50
40
CHI
WINTER
2
25
71
1320
NBHD
HI
PART
4.5
PREM
HI
SUN
47
44
58
13
CHI
WINTER
2
25
71
1330
NBHD
HI
PART
7.3
REG
HI
SUN
45
41
52
15
CHI
WINTER
2
25
71
1340
NBHD
HI
FULL
17.9
PREM
MED
SUN
45
39
43
20
CHI
WINTER
2
25
71
1 350
NBHD
HI
FULL
12.3
PREM
MED
SUN
46
39
55
10
CHI
WINTER
2
25
71
1400
NBHD
HI
PART
8.0
PREM
HI
SUN
46
38
62
10
CHI
WINTER
2
25
71
1402
NBHD
HI
FULL
12.1
REG
HI
SUN
46
38
56
32
NYC
WINTER
2
16
71
0938
NBHD
LO
FULL
8.3
REG
MED
SUN
35
40
40
***
NYC
WINTER
2
16
71
1016
NBHD
LO
PART
7.4
UNLD
MED
SUN
35
43
43
***
NYC
WINTER
2
16
71
1107
NBHD
LO
FULL
22.7
PREM
HI
SUN
35
40
44
* **
NYC
WINTER
2
16
7 1
1 158
NBHD
LO
PART
7.0
PREM
HI
SUN
37
42
47
51
NYC
WINTER
2
16
71
1220
NBHD
LO
PART
7.0
PREM
HI
SUN
35
40
45
22
NYC
WINTER
2
16
7 1
1330
NBHD
LO
FULL
14.3
REG
HI
SUN
35
40
40
232
NYC
WINTER
2
16
71
1445
NBHD
LO
FULL
15.8
REG
HI
SUN
34
39
39
75
NYC
WINTEP
2
16
71
1457
NBHD
LO
PART
7.0
PREM
HI
SUN
34
39
40
157
NYC
WINTER
2
17
71
1020
NBHD
HI
FULL
7.7
REG
LO
SHADE
34
38
38
***
NYC
WINTEP
2
17
71
1025
NBHD
HI
PART
7.2
UNLD
MED
SHADE
34
37
37
***
NYC
WINTER
2
17
71
1 145
NBHD
HI
FULL
21.4
REG
HI
SHADE
34
38
37
95
*!YC
WINTER
2
17
71
1207
NBHD
HI
PART
3.3
PREM
HI
SHADE
34
38
40
***
NYC
WINTER
2
17
71
1215
NBHD
HI
FULL
19.3
PREM
HI
SHADE
33
38
38
8
NYC
WINTER
2
17
71
1230
NBHD
HI
FULL
13.4
UNLD
HI
SHADE
33
37
38
125
NYC
WINTER
2
17
71
1 320
NBHD
HI
PART
7.2
UNLD
HI
SHADE
32
40
38
50
NYC
WINTER
2
17
71
1337
NBHD
HI
PART
3.4
REG
HI
SHADE
33
38
37
1 12
NOTE ~ •***• MEANS NO DATA
-------
TABLE F - 1. (CONTINUED) FIELD SURVFY TEMPERATURE DATA
SERVICE ** REFUELING OPERATION *** TEMP. - DEG F
TIHE
J
**** DATE
***
STATION
***************
******
** ***
****
**********
MET W
*********
****
*******
GAL
FUEL
DISP
SOLAR
DISP
)I SPL
F ILL
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
FILL
DISP
GRADE
RATE
RAD
AMB
FUEL
VAPOR
M I N
NYC
WINTER
2
17
71
1445
NBHD
HI
FULL
13.2
REG
HI
SHADE
33
38
37
68
NYC
WINTEP
2
17
71
1455
NBHD
HI
PART
2.3
PREM
HI
SHADE
33
38
3W
160
NYC
WINTER
2
17
71
1535
NBHD
HI
PART
7.6
RFG
HI
SHADE
30
38
37
* * *
NYC
WINTER
2
17
71
1600
NBHD
HI
FULL
15.7
PREM
HI
SHADE
3C
37
3S
65
NYC
WINTER
2
17
71
1602
NBHD
HI
FULL
15.4
UNLD
HI
SHADE
30
37
37
162
NYC
WINTER
2
17
71
1642
NBHD
HI
FULL
15.4
REG
HI
SHADE
30
38
37
117
NYC
WINTER
2
18
71
1002
NBHD
HI
FULL
19.6
PREM
HI
SUN
55
41
49
***
NYC
WINTER
2
18
71
1017
NBHD
HI
FULL
15. 1
UNLD
HI
SUN
53
45
50
* * *
NYC
WINTER
2
18
71
1047
NBHD
HI
full
16.3
PREM
HI
SUN
53
41
53
45
NYC
WINTER
2
18
71
1 110
NBHD
HI
PART
2.6
REG
HI
SUN
53
51
52
***
NYC
WINTER
2
18
71
1114
NBHD
HI
FULL
15.3
REG
LO
SUN
54
42
44
4
NYC
WINTER
2
18
71
1131
NBHD
HI
FULL
19.4
REG
LO
SUN
54
42
45
17
NYC
WINTER
2
18
71
1145
NBHD
HI
FULL
8.9
UNLD
HI
SUN
54
46
53
83
NYC
WINTER
2
18
71
1210
NBHD
HI
FULL
16.3
REG
HI
SUN
54
42
43
39
*,'YC
WINTEP
2
18
71
1232
NBHD
HI
PART
4.7
PREM
HI
SHADE
54
41
47
105
NYC
WINTER
2
18
71
1335
NBHD
HI
FULL
18.0
REG
HI
SHADE
54
41
41
35
NYC
WINTER
2
18
71
1 346
NBHD
HI
FULL
14.4
UNLD
LO
SHADE
54
42
47
12 1
NYC
WINTER
2
18
71
1353
NBHD
HI
PART
4.8
UNLD
HI
SHADF
54
40
46
7
NYC
WINTER
2
18
71
1403
NBHD
HI
FULL
12.3
REG
LO
SHADE
55
41
42
113
ATL
WINTEP
2
9
71
1230
FRWY
LO
FULL
10.3
PREM
HI
SHADE
24
44
42
***
ATL
WINTER
2
9
71
1240
FRWY
LO
FULL
14.8
PRFM
HI
SHADE
24
46
45
***
ATL
WINTER
2
9
71
1250
FRWY
LO
PART
2.8
REG
HI
SHADE
24
41
34
* **
ATL
WINTER
2
9
71
1325
FRWY
LO
FULL
15.4
PREM
HI
SHADE
24
45
45
45
ATL
WINTER
2
9
71
1345
FRWY
LO
FULL
13.9
REG
MED
SHADE
24
46
44
55
ATL
WINTER
2
9
71
1350
FRWY
LO
PART
5.8
REG
HI
SHADE
24
46
37
5
ATL
WINTER
2
9
71
1410
FRWY
LO
dart
5.2
PREM
HI
SHADE
24
41
31
20
ATL
WINTER
2
9
71
1415
FRWY
LO
FULL
12.6
PREM
HI
SHADE
24
47
46
105
ATL
WINTEP
2
9
71
1417
FRWY
LO
PART
7.4
PREM
HI
SHADE
24
48
46
2
ATL
WINTER
2
9
71
1430
FRWY
LO
FULL
16.8
PREM
HI
SHADE
24
48
47
13
ATL
WINTEP
2
9
71
1510
FRWY
LO
PART
2.6
PREM
HI
SHADE
24
46
43
105
ATL
WINTER
2
9
71
1540
FRWY
LO
FULL
14.3
PREM
HI
SHADE
24
47
47
30
ATL
WINTER
2
9
71
1615
FRWY
LO
FULL
10.6
PREM
HI
SHADE
24
46
44
35
cn
P
ho
oo
o
o
\o
N>
~*1
CD
.NOTE
***« MEANS
NO DATA
-------
TABLE F - 1, (CONTINUED) FIELD SURVEY TEMPERATURE DATA
**** DATE ***
SERVICE ** REFUELING OPERATION ***
STAT I ON **************************
TEMP. - DEG F TIME
************** 3ETWN
*************
*******
GAL
FUEL
DI SP
SOLAR
D t SP
DISPL
FILL
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
FILL
DISP
GRADE
RATE
RAD
AMB
FUEL
VAPOR
MIN
4TL
WINTER
2
9
71
1655
FRWY
LO
PART
2.7
PREM
HI
***
24
42
38
145
ATL
WINTER
2
9
71
1705
FRWY
LO
FULL
15.7
PREM
HI
SHADE
23
46
45
50
ATL
WINTER
2
9
71
1720
FRWY
LO
PART
9.0
PREM
HI
SHADE
23
44
41
190
atl
WINTER
2
9
71
1730
FRWY
LO
PART
2.9
REG
HI
SHADE
22
45
36
10
ATL
WINTER
2
9
71
1734
FRWY
LO
FULL
20.3
PREM
HI
SHADE
22
46
45
39
atl
WINTER
2
9
71
1737
FRWY
LO
FULL
15.2
PREM
HI
SHADE
22
47
46
32
atl
WINTER
2
9
71
1 745
FRWY
LO
FULL
15.8
REG
HI
SHADE
22
46
38
15
ATL
WINTER
2
10
71
1105
FRWY
LO
FULL
15.0
REG
HI
SUN
24
46
47
***
ATL
WINTER
2
10
71
1115
FRWY
LO
PART
8.6
REG
HI
SUN
24
47
46
10
ATL
WINTER
2
10
71
1235
FRWY
LO
PART
5.4
PREM
HI
SHADE
24
41
40
***
ATL
winter
2
10
71
1311
FRWY
LO
PART
2.9
REG
HI
SHADE
24
42
40
1 16
ATL
WINTER
2
10
71
1313
FRWY
LO
FULL
2.9
REG
HI
SHADE
24
45
30
3
atl
WINTER
2
10
71
1315
FRWY
LO
FULL
3.0
PREM
HI
SHADE
24
40
37
40
ATL
WINTER
2
10
71
1 345
FRWY
LO
FULL
12.8
REG
HI
SHADE
24
46
46
30
ATL
WINTER
2
10
71
1402
FRWY
LO
PART
12.9
PREM
HI
SHADE
25
44
42
47
ATL
WINTER
2
10
71
1405
FRWY
LO
FULL
8.4
PREM
HI
SHADE
25
44
43
***
ATL
WINTER
2
10
71
1408
FRWY
LO
PART
2.9
REG
MED
SHADE
25
45
45
23
atl
WINTER
2
10
71
1413
FRWY
LO
full
19.8
PREM
HI
SHADE
25
47
47
8
ATL
WINTER
2
10
71
1440
FRWY
LO
PART
5.7
REG
HI
SHADE
25
45
38
32
atl
WINTER
2
10
71
1451
FRWY
LO
PART
10.3
PREM
HI
SHADE
25
45
46
49
ATL
WINTER
2
10
71
1630
FRWY
LO
FULL
14.9
REG
HI
SHADE
25
46
45
1 10
ATL
WINTER
2
10
71
1650
FRWY
LO
FULL
16.9
REG
HI
SHADE
33
47
47
20
ATL
WINTER
2
10
71
1655
FRWY
LO
FULL
14.4
PREM
MED
SHADE
33
44
44
124
atl
WINTER
2
10
71
1705
FRWY
LO
FULL
11.4
REG
HI
SHADE
33
47
47
15
ATL
WINTER
2
10
71
1721
FRWY
LO
FULL
15.8
REG
HI
SHADE
33
47
47
16
ATL
WINTER
2
10
71
1730
FRWY
LO
FULL
11.0
REG
HI
SHADE
33
47
47
9
ATL
WINTER
2
10
71
1735
FRWY
LO
PART
7.7
PREM
HI
SHADE
33
44
43
40
ATL
WINTER
2
11
71
1135
FRWY
LO
FULL
15.0
REG
MED
SUN
38
47
5 1
***
ATL
WINTER
2
11
71
1222
FRWY
LO
PART
5.7
REG
HI
SHADE
38
48
51
47
ATL
WINTER
2
11
71
1226
FRWY
LO
PART
5.8
REG
MED
SHADE
39
48
53
4
ATL
WINTER
2
11
71
1 300
FRWY
LO
FULL
8.9
REG
HI
SHADE
39
48
49
34
ATL
WINTER
2
11
71
1315
FRWY
LO
PART
2.9
REG
HI
SHADE
39
49
53
1 5
XA
P
N3
00
¦^J
•C*
to
o
IsJ
*0
NOTE, •***• MEANS NO DATA
-------
TABLE F - 1. (CONTINUED) FIFLD SURVEY TEMPERATURE DATA
SERVICE
** REFUELING OPERATION ***
TEMP
. —
DEG F
T I M
**** DATE
***
STATION
**************************
**************
BE Tn
*************
*******
GAL
FUEL
DISP
SOLAR
DISP
DI 5PL
FILL
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
FILL
DISP
GRADE
RATE
RAD
AMB
FJEL
VAPOH
* I N
ATL
WINTER
2
1 I
71
1329
FRWY
LO
PART
2.9
REG
HI
SHADE
39
49
53
14
ATL
WINTER
2
I I
71
1337
FRWY
LO
FULL
14.0
REG
MED
SHADE
39
48
5 2
8
ATL
WINTER
2
I 1
71
1355
FRWY
LO
FULL
21.0
PREM
HI
SHADE
39
46
4 o
***
ATL
WINTER
2
I I
71
1430
FRWY
LO
FULL
11.6
PREM
HI
SHADE
39
46
48
***
ATL
WINTER
2
11
71
1445
FRWY
LO
FULL
12.8
-PREM
HI
SHADE
39
47
48
50
ATL
WINTER
2
I 1
71
1615
FRWY
LO
PART
5.2
PREM
HI
SHADE
41
46
50
105
ATL
WINTER
2
I I
71
1630
FRWY
LO
PART
2.9
REG
HI
SHADE
41
49
60
173
ATL
WINTER
2
1 I
71
1637
FRWY
LO
PART
7.7
PREM
HI
SHADF
41
47
49
107
L.A.
SPRING
4
12
71
1113
FRWY
HI
FULL
15.0
PREM
HI
SHADE
74
74
78
***
L.A.
SPRING
4
12
71
1130
FRWY
HI
PART
6.9
REG
HI
SUN
76
76
79
* **
L.A.
SPRING
4
12
71
1250
FRWY
HI
PART
3.2
PREM
MED
SUN
78
79
80
97
L.A.
SPRING
4
12
71
1255
FRWY
HI
FULL
5.3
PREM
MED
SHADE
78
74
78
55
L.A.
SPRING
4
12
71
1305
FRWY
HI
FULL
7.4
REG
HI
SHADE
78
73
75
95
L.A.
SPRING
4
12
71
1308
FRWY
HI
FULL
14.9
PREM
MED
SHADE
78
73
80
13
L.A.
SPRING
4
12
71
1313
FRWY
HI
FULL
13.8
REG
MED
SHADE
79
77
83
***
L.A.
SPRING
4
12
71
1325
FRWY
HI
PART
15.2
PREM
HI
SHADE
79
73
81
17
L.A.
SPRING
4
12
71
1335
FRWY
HI
FULL
15.1
PREM
LO
SHADE
79
72
76
***
L.A.
SPRING
4
12
71
1345
FRWY
HI
FULL
10.7
REG
MED
SHADE
79
77
79
32
L.A.
SPRING
4
12
71
1410
FRWY
HI
FULL
3.4
REG
MED
SHADE
79
77
82
25
L.A.
SPRING
4
12
71
1410
FRWY
HI
FULL
6.9
REG
LO
SHADE
79
73
79
55
L.A.
SPRING
4
12
71
1420
FRWY
HI
PART
6.9
REG
HI
SHADE
79
78
80
10
L.A.
SPRING
4
12
71
1504
FRWY
HI
FULL
8.4
REG
HI
SHADE
79
74
79
44
L.A.
SPRING
4
12
71
1515
FRWY
HI
FULL
21.1
PREM
LO
SHADE
79
73
76
100
L.A.
SPRING
4
12
71
1529
FRWY
HI
FULL
9.8
REG
MED
SHADE
79
79
82
25
L.A.
SPRING
4
12
71
1620
FRWY
HI
FULL
15.9
PREM
HI
SHADE
73
75
79
175
L.A.
SPRING
4
12
71
1640
FRWY
HI
FULL
14.2
REG
MED
SHADE
71
74
31
71
L.A.
SPRING
4
12
71
1645
FRWY
HI
FULL
17.0
PREM
HI
SUN
71
74
30
25
L.A.
SPRING
4
13
71
1032
FRWY
HI
FULL
14.2
REG
MED
SHADE
74
72
75
***
L.A.
SPRING
4
13
71
1035
FRWY
HI
FULL
9.0
REG
MED
SHADE
74
74
7 i
***
L.A.
SPRING
4
13
71
1117
FRWY
HI
FULL
11.3
PREM
HI
SHADE
75
73
75
2
L.A.
SPRING
4
13
71
1120
FRWY
HI
PART
9.1
PREM
HI
SHADE
75
72
77
3
L.A.
SPRING
4
13
7 1
1200
FRWY
HI
FULL
10.7
REG
HI
SHADE
76
74
1
85
NOTE» ***** MEANS NO DATA
-------
table f - i. (continued} field survey temperature data
SERVICE
** REFUELING OPERATION ***
TEMP
. ~
DEG F
TI'l
»*#*
DATE
***
STATION
**************************
**************
BET W
*************
*******
GAL
FUEL
DISP
SOLAR
DISP
DI SPL
FILL
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
FILL
DISP
GRADE
RATE
RAD
AMB
FUEL
VAPOR
MIN
L • A •
SPRING
4
13
71
1205
FRWY
HI
FULL
15.5
PREM
HI
SUN
76
73
77
45
L.A.
SPRING
4
13
71
1208
FRWY
HI
FULL
9.9
REG
LO
SHADE
76
73
80
8
L. A.
SPRING
4
13
71
1215
FRWY
HI
FULL
5.4
PREM
HI
SHADE
77
74
75
90
L.A.
SPR TNG
4
13
71
1217
FRWY
HI
PART
3.4
PREM
HI
SHADE
78
73
7 8
9
L.A.
SPRING
4
13
71
1220
FRWY
HI
FULL
10.4
PREM
HI
SHADE
78
71
75
15
L.A.
SPRING
4
13
71
1225
FRWY
HI
FULL
11.1
REG
MED
SHADE
79
73
78
8
L.A.
5PRING
4
13
71
1258
FRWY
HI
FULL
20.0
PREM
LO
SHADE
80
73
76
43
L.A.
SPRING
4
13
71
1315
FRWY
HI
PART
6.1
PREM
HI
SUN
78
75
83
55
L.A.
SPRING
4
13
71
1355
FRWY
HI
PART
6.1
PREM
HI
SHADE
78
75
80
40
L.A.
SPRING
4
13
71
1415
FRWY
HI
PART
6.8
REG
MED
SHADE
76
73
78
223
L.A.
SPRING
4
13
71
1430
FRWY
HI
FULL
12.5
REG
LO
SHADE
75
72
77
125
L.A.
SPRING
4
13
71
1450
FRWY
HI
FULL
17.1
PREM
MED
SHADE
74
73
77
55
L.A.
SPRING
4
13
71
1500
FRWY
HI
FULL
12.2
PREM
MED
SHADE
73
72
74
10
L.A.
SPRING
4
13
71
1504
FRWY
HI
FULL
8.7
PREM
MED
SHADE
72
73
78
126
L.A.
SPRING
4
13
71
1525
FRWY
HI
PART
6.1
PREM
MED
SHADE
71
73
75
25
L.A.
SPRING
4
13
71
1540
FRWY
HI
FULL
14. 1
REG
MED
SHADE
69
72
73
85
L.A.
SPRING
4
13
7 1
1545
FRWY
HI
FULL
15.8
PREM
MED
SHADE
69
72
74
41
L.A.
SPRING
4
13
71
1615
FRWY
HI
FULL
7.5
REG
MED
SHADE
69
72
74
95
L.A.
SPRING
4
13
71
1635
FRWY
HI
FULL
9.7
REG
MED
SHADE
69
72
71
20
L.A.
SPRING
4
13
71
1645
FRWY
HI
FULL
15.6
REG
MED
SHADE
69
72
72
10
L.A.
SPRING
4
13
71
1650
FRWY
HI
FULL
12.2
PREM
HI
SHADE
69
72
73
85
L.A.
SPRING
4
13
71
1704
FRWY
HI
FULL
13.9
PREM
MED
SHADE
69
72
72
14
L.A.
SPRING
4
13
71
1719
FRWY
HI
FULL
11.7
PREM
MED
SHADE
69
72
73
15
L.A.
SPRING
4
13
71
1725
FRWY
HI
FULL
20.2
PREM
MED
SHADE
69
72
72
6
L.A.
SPRING
4
13
71
1730
FRWY
HI
FULL
9.4
PREM
LO
SHADE
69
71
70
5
HOU5
SPRING
4
19
71
1200
NBHD
HI
FULL
8.9
PREM
HI
SHADE
85
80
86
***
HOU5
SPRING
4
19
71
1230
NBHD
HI
FULL
17. 1
PREM
MED
SHADE
85
76
33
30
HOU5
SPRING
4
19
71
1300
NBHD
HI
FULL
7.7
UNLD
MED
SHADE
85
79
93
***
HOUS
5PRING
4
19
71
1330
NBHD
HI
FULL
ll.fi
UNLD
MED
SHADE
85
77
8 I
30
HCU5
SPRING
4
19
71
1351
NBHD
HI
FULL
16.7
UNLD
HI
SHADE
85
77
91
21
HOUS
SPRING
4
19
71
1407
NBHD
HI
FULL
15.2
UNLD
HI
SHADE
84
76
a i
16
HOUS
SPRING
4
19
71
1440
NBHD
HI
FULL
12.4
REG
HI
SHADE
84
77
79
* * *
NOTEi •***' MEAN5 NO DATA
-------
TABLE F - 1. (CONTINUED) FIELD SURVEY TEMPERATURE DATA
SERVICE
** REFUELING OPERATION ***
TEMP
DEG F
T IM
****
DATE
** *
STAT ION
*********************
*****
********** ****
BE TV/
*************
*******
GAL
FUEL
DISP
SOLAR
DISP
01 SPL
FILL
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
fill
DI SP
GRADE
RATE
RAD
AMB
FUEL
V APO°
M I N
HOU5
SPRING
A
19
71
1200
NBHD
HI
FULL
8.9
PREM
HI
SHADE
85
80
86
***
HOU5
SPRING
A
19
71
1230
N8HD
HI
FULL
17.1
PRE"!
MED
SHADE
85
76
83
30
HOUS
SPRING
A
L9
71
1300
NBHD
HI
FULL
7.7
UNLD
MED
SHADE
85
79
33
***
HOUS
SPRING
A
19
71
1330
NBHD
HI
FULL
11.8
UNLD
MED
SHADE
85
77
81
30
HOUS
SPRING
A
19
71
1351
NBHD
HI
FULL
16.7
UNLD
HI
SHADE
85
77
81
21
HOUS
SPRING
A
19
71
1A07
NBHD
HI
FULL
15.2
UNLD
HI
SHADE
8A
76
81
16
HOUS
SPRING
A
19
71
1AA0
NBHD
HI
FULL
12.A
REG
HI
SHADE
8A
77
79
* **
HOUS
SPRING
A
19
71
IA55
NBHD
HI
FULL
A.8
UNLD
MED
SHADE
8 A
79
3 1
A 8
HOUS
SPRING
A
19
71
1506
NBHD
HI
PART
6.1
UNLD
HI
SHADE
8 A
77
33
1 1
HOUS
SPRING
A
19
71
1508
NBHD
HI
FULL
1A . 7
PREM
HI
SHADE
8 A
77
8 0
158
HOUS
SPRING
A
19
71
1512
NBHD
HI
FULL
18.8
UNLD
HI
SHADE
8 A
76
7 B
6
HOUS
SPRING
A
19
71
1517
NBHD
HI
PART
5.9
PREM
HI
5HADE
8A
77
85
9
HOUS
SPRING
A
19
71
1525
NBHD
HI
FULL
8.9
REG
MED
SHADE
8A
77
82
A 5
HOUS
SPRING
A
19
71
I 5A5
NBHD
HI
full
15.5
PREM
HI
SHADE
8 A
77
3 1
28
HOUS
SPRING
A
19
71
1550
NBHD
HI
FULL
20. 1
PREM
HI
SHADE
8A
75
79
5
HOUS
SPRING
A
19
71
1552
NBHD
HI
FULL
7.2
REG
MED
SHADE
8A
79
82
27
HOUS
SPRING
A
19
71
1555
NBHD
HI
FULL
13.8
PREM
MED
SHADE
8A
76
80
5
HOUS
SPRING
A
19
71
1558
NBHD
HI
full
16.A
PREM
HI
SHADE
8 A
75
78
3
HOUS
SPRING
A
19
71
1605
NBHD
HI
FULL
15.1
UNLD
HI
SHADE
8A
78
30
53
HOUS
SPRING
A
20
71
0915
NBHD
HI
PART
8.9
PREM
HI
SHADE
63
73
70
***
HOUS
SPRING
A
20
71
0916
NBHD
HI
full
9.2
REG
MEO
SHADE
63
72
69
***
HOUS
SPRING
A
20
71
0928
NBHD
HI
full
19.5
UNLD
HI
SHADE
63
7 A
71
***
HOUS
SPRING
A
20
71
09A0
NBHD
HI
FULL
23.1
PREM
HI
SHADE
63
7A
73
25
HOUS
SPRING
A
20
71
09A7
NBHD
HI
PART
3.3
REG
HI
SHADE
63
70
65
31
HOUS
SPRING
A
20
71
0955
NBHD
HI
fjll
9.3
PREM
HI
SHADE
6A
7A
72
15
HOUS
SPRING
A
20
71
1020
NBHD
HI
FULL
8.5
PREM
HI
SHADE
6 A
73
69
25
HOUS
SPRING
A
20
71
1030
NBHD
HI
FULL
13.7
PREM
HI
SHADE
6 A
75
69
10
HOUS
SPRING
A
20
71
10A0
NBHD
HI
FULL
20. 1
REG
HI
SHADE
6A
7 A
73
53
HOUS
SPRING
A
20
71
1112
NBHD
HI
FULL
1 1 .6
REG
HI
SHADE
6 A
72
7?
32
HOUS
SPRING
A
20
71
1A05
NBHD
HI
FULL
20.5
PREM
HI
SHADF
6A
7 A
76
***
HOUS
SPRING
A
20
71
1A 13
NBHD
HI
PART
3.3
KEG
HI
SH&DE
6A
69
63
* * *
HOUS
SPRING
A
20
71
LA25
NBHD
HI
FULL
17.0
PREM
HI
SHADE
6A
7 A
7 A
20
CO
p
OO
o
vo
"¦sj
ho
I
NOTE* •***' MEANS NO DATA
-------
TABLE F - 1. (CONTINUED) FIELD SURVEY TEMPERATURE DATa
SERVICE
** REFUELING OPER"\TION ***
TEMF
. -
OEG F
Tir
**** DATE
** *
STATION
**************************
**************
3 E T 'a
*************
*******
GAL
FUEL
QI SP
SOLAR
DISP
"> I SPL
FILL
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
FILL
DISP
GRADE
RATE
RAD
AMB
FUEL
VAPOR
A I N
HOU5
SPRING
A
20
71
IA37
NBHD
HI
FULL
7.A
PREM
HI
SHADE
6A
75
7 1
12
HOUS
SPRING
A
20
71
1 A AO
NBHD
HI
FULL
19.6
PREM
HI
SHADE
6 A
75
75
3
HOUS
SPRING
A
20
71
1525
NBHD
HI
FULL
11.3
PREM
HI
SHADE
6 A
7A
7A
A 5
HOUS
SPRING
A
2C
71
1530
NBHD
HI
FULL
11.7
REG
HI
SHADE
6 A
73
71
77
HOUS
SPRING
A
20
71
1630
N8HD
HI
FULL
1 A . 3
PREM
HI
SHADE
6 A
7A
69
65
HOUS
SPRING
A
20
71
1650
NBHD
HI
FULL
16.5
PREM
HI
SHADE
' 6 A
7a
73
20
HOUS
SPRING
A
20
71
1702
NBHD
HI
FULL
17.A
PREM
HI
SHADE
6A
7 A
73
12
HOUS
SPRING
A
20
71
1715
NBHD
HI
FULL
22.9
UNLD
HI
SHADE
6A
67
76
lb
HOUS
SPRING
A
21
71
0915
NBHD
HI
FULL
1A • 7
REG
HI
SHADE
73
7 A
72
* * *
HOUS
SPRING
A
21
71
0920
NBHD
HI
FULL
15.1
REG
HI
SHADE
73
7A
76
5
HOUS
SPRING
A
2 1
71
0930
NBHD
HI
FULL
15.5
PREM
HI
SHADE
7A
75
77
* * *
HOUS
SPRING
A
21
71
09A5
NBHD
HI
PART
11.8
PREM
HI
SHADE
7A
75
7A
15
HOUS
SPRING
A
21
71
0950
NBHD
HI
full
8.7
REG
HI
SHADE
7A
73
73
30
HOUS
SPRING
A
21
71
1005
NBHD
HI
FULL
18.2
PREM
HI
5HADE
75
7 A
76
20
HOUS
SPRING
A
21
71
10A0
NBHD
HI
PART
6.1
UNLD
MED
SHADE
76
75
76
***
HOUS
SPRING
A
21
71
10A5
NBHD
HI
PART
8.9
PREM
HI
SUM
76
77
8 L
AO
HOUS
SPRING
A
21
71
1100
NBHD
HI
full
7.1
PREM
HI
SUN
76
75
76
1 5
CHI
SPRING
5
10
71
0955
NBHD
HI
PART
I 2.2
REG
MED
SUN
67
55
62
***
CHI
SPRING
5
10
71
1020
NBHD
HI
PART
11.1
PREM
HI
SHADE
68
55
57
* * *
CHI
SPRING
5
10
71
10A8
NBHD
HI
PART
8.0
REG
LO
SHADE
68
57
67
53
CHI
SPRING
5
10
71
1105
NBHD
HI
FULL
15.9
REG
MED
5HADE
69
55
59
1 7
CHI
SPRING
5
10
71
1115
NBHD
HI
PART
8.0
REG
LO
SUN
70
60
69
10
CHI
SPRING
5
10
71
1125
NBHD
HI
FULL
15.8
PREM
MED
SUN
70
60
71
65
CHI
SPRING
5
10
71
1152
NBHD
HI
PART
7.3
REG
MED
SUN
71
60
73
37
CHI
SPRING
5
10
71
1202
NBHD
HI
PART
8.9
PREM
MED
SHADE
71
58
68
37
CHI
SPRING
5
10
71
1215
NBHD
HI
FULL
2 1.2
REG
MED
SHADE
71
56
6 A
23
CHI
SPRING
5
10
71
1225
NBHD
HI
full
13.3
REG
LO
SHADE
71
55
63
10
CHI
SPRING
5
10
71
1235
NBHD
HI
FULL
22.3
REG
MED
SHADE
72
55
61
10
CHI
SPRING
5
10
71
12A5
NBHD
HI
full
I A • 2
PREM
MED
SUN
72
57
69
A3
CHI
SPRING
5
10
71
12A7
NBHD
HI
full
20. A
PREM
MED
SHADE
72
5 A
60
2
CHI
SPRING
5
10
71
1 A09
NBHD
HI
PART
2.A
REG
HI
SUN
72
57
79
* * *
CHI
SPRING
5
10
71
1A1 5
NBHD
HI
FULL
20.8
REG
HI
SHADE
72
52
62
6
NOTEi •***• MEANS NO DATA
-------
TABLE F - !• (CONTINUED) FIELD SURVEY TEMPERATURE DATA
SERVICE
** REFUELING OPERATION ***
TEMP
DEG F
TIME
**** DATE
***
STATION
**************************
**************
BETWN
*************
*******
GAL
FUEL
DISP
SOLAR
DISP
OISPL
FILLS
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
PILL
DISP
GRADE
RATE
RAD
AMB
FUEL
VAPOR
MIN
CHI
SPRING
5
LO
71
1440
NBHD
HI
PART
11.1
PREM
MED
SUN
72
61
77
***
CHI
SPRING
5
10
71
1510
NBHO
HI
FULL
15.9
REG
MED
SHADE
72
58
70
55
CHI
SPRING
5
10
71
1515
NBHD
HI
PART
12.2
REG
MED
SUN
72
54
62
c;
CHI
SPRING
5
10
71
1528
NBHD
HI
FULL
15.6
REG
MED
SUN
72
56
65
13
CHI
SPRING
5
10
71
1532
NBHD
HI
FULL
6.6
REG
MED
SUN
72
55
67
4
CHI
SPRING
5
10
71
1537
NBHD
HI
FULL
16.7
REG
LO
SUN
72
56
72
5
CHI
SPRING
5
10
71
1545
NBHD
HI
PART
9.3
REG
HI
SHADE
70
55
71
8
CHI
SPRING
5
10
71
1548
NBHD
HI
PART
6.7
PREM
HI
SHADE
70
63
78
68
CHI
SPRING
5
10
71
1555
NBHD
HI
FULL
15.9
REG
MED
SUN
70
56
69
10
CHI
SPRING
5
10
71
1610
NBHD
HI
FULL
14.8
REG
LO
SHADE
70
56
73
15
CHI
SPRING
5
10
71
1622
NBHD
HI
FULL
12.2
REG
MED
SUN
70
56
58
12
CHI
SPRING
5
10
71
1626
NBHD
HI
FULL
8.0
PREM
MED
SUN
70
56
67
38
CHI
SPRING
5
10
71
1755
NBHD
HI
FULL
13.2
PREM
HI
SUN
70
55
68
89
CHI
SPRING
5
10
71
1755
NBHD
HI
FULL
21.7
PREM
HI
SUN
71
54
66
***
CHI
SPRING
5
10
71
1758
NBHD
HI
FULL
4.6
REG
HI
SUN
71
59
75
96
CHI
SPRING
5
10
71
1800
NBHD
HI
FULL
10.6
REG
HI
SUN
71
55
65
2
CHI
SPRING
5
10
71
1810
NBHD
HI
FULL
14.6
REG
MED
SHADE
71
55
66
10
CHI
SPRING
5
10
71
1815
NBHD
HI
FULL
13.6
REG
HI
SHADE
71
55
65
5
CHI
SPRING
5
10
71
1845
NBHD
HI
FULL
8.1
REG
HI
SHADE
71
59
69
30
CHI
SPRING
5
10
71
1850
NBHD
HI
PART
6.7
PREM
MED
SHADE
7 1
SO
68
55
CHI
SPRING
5
10
71
1855
NBHD
HI
FULL
14.0
REG
MED
SHADE
68
56
63
10
CHI
SPRING
5
10
71
1856
NBHD
HI
FULL
14.3
REG
MED
SHADE
68
54
66
1
CHI
SPRING
5
10
71
1900
NBHD
HI
FULL
11.1
PREM
MED
SHADE
68
57
68
10
CHI
SPRING
5
10
71
1903
NBHD
HI
FULL
12.3
UNLD
HI
SHADE
68
62
69
***
CHI
SPRING
5
10
71
1907
NBHD
HI
FULL
7.4
REG
LO
SHADE
68
55
71
11
CHI
SPRING
5
10
71
1910
NBHD
HI
FULL
17.4
REG
HI
SHADE
68
53
61
3
CHI
SPRING
5
10
71
1928
NBHD
HI
FULL
21.5
REG
HI
SHADE
68
54
63
18
CHI
SPRING
5
10
71
1932
NBHD
HI
PART
12.2
REG
LO
SHADE
65
53
59
4
CHI
SPRING
5
10
71
1933
NBHD
HI
FULL
12.7
REG
HI
SHADE
65
53
60
1
CHI
SPRING
5
10
71
2004
NBHD
HI
FULL
10.0
PREM
LO
SHADE
61
60
68
64
CHI
SPRING
5
10
71
2010
NBHD
HI
FULL
13.7
REG
MED
SHADE
61
56
66
37
CHI
SPRING
5
10
71
2035
NBHD
HI
PART
4.8
REG
MED
SHADE
61
57
63
25
OA
P
ro
oo
.p*
o
VO
«*J
ro
M
NOTE t
MEANS NO DATA
-------
TABLE F - 1. (CONTINUED) FIELD SURVFY TEMPERATURE. DATj
SERVICE
** REFUELING OPERATION ***
TEMP
» """
oE'j F
T I
**** DATE
#**
STATION
**************************
*****«¦*¦**#**» *
T'V
**#**»**#*#*#
*******
GAL
FUEL
01 SP
SOLAR
DI SP
l) I SPL
FILL
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
FILL
DISP
GRADE
RATE
RAD
AMB
FUEL
VAPOR
*IN
CHI
SPRING
5
10
71
2040
NBHD
HI
FULL
5.9
REG
HI
SHADE
61
54
59
5
CHI
SPRING
5
10
71
2045
NBHD
HI
FULL
12.3
REG
HI
SHADE
61
54
61
5
CHI
SPRING
5
10
7 1
2050
NBHD
HI
PART
5.0
PREM
MED
SHADE
58
54
60
46
CHI
SPRING
5
10
71
2055
NBHD
HI
PART
11.1
PREM
HI
SHADE
58
56
61
5
CHI
SPRING
5
10
71
2100
NBHD
HI
FULL
4.a
REG
HI
SHADE
58
54
64
15
NYC
SPRING
5
4
71
1230
NBHD
LO
PART
7.0
PREM
MED
SHADE
54
54
55
15
'JYC
SPRING
5
4
71
1300
NBHD
LO
full
13.8
REG
MED
SHADE
54
54
57
***
NYC
SPRING
5
4
71
1325
NBHD
LO
FULL
16.3
REG
MED
SHADE
56
54
56
25
NYC
SPRING
5
4
71
1355
NBHD
LO
PART
7.0
PREM
HI
SHADE
58
54
59
65
NYC
SPRING
5
4
71
1410
NBHD
LO
FULL
11.9
UNLD
HI
SHADE
59
58
6C
***
NYC
SPRING
5
4
71
1420
NBHD
LO
PART
7.0
PREM
HI
SHADE
58
55
57
25
NYC
SPRING
5
4
71
1435
NBHD
LO
FULL
14.4
PREM
HI
SHADE
58
55
59
15
MYC
SPRING
5
4
7 I
1445
NBHD
LO
FULL
18.6
REG
HI
SHADE
39
55
60
80
NYC
SPRING
5
4
71
1450
NBHD
LO
PART
7.0
PREM
HI
SHADE
59
55
63
15
NYC
SPRING
5
4
71
1455
NBHD
LO
PART
14.0
PREM
HI
SHADE
59
54
5 9
5
NYC
SPRING
5
4
7 1
1500
NBHD
LO
PART
5.B
PREM
HI
SHADE
59
54
62
5
NYC
SPRING
5
4
71
1515
NBHD
LO
PART
5.8
UNLD
HI
SHADE
59
58
60
65
NYC
SPRING
5
4
71
1517
NBHD
LO
PART
9.3
PREM
HI
SHADE
59
55
59
17
N'YC
SPRING
5
4
71
1532
NBHD
LO
FULL
6.8
UNLD
HI
SHADE
58
56
61
17
NYC
SPRING
5
4
71
1545
N8HD
LO
FULL
8.7
UNLD
HI
5HADE
58
55
61
12
NYC
SPRING
5
4
71
1550
NBHD
LO
FULL
7.9
PREM
HI
SHADE
58
57
61
33
NYC
SPRING
5
4
71
1615
NBHD
LO
FULL
18.7
PREM
HI
SHADE
58
55
68
20
NYC
SPRING
5
5
7 1
1115
NBHD
LO
F'JLL
12.0
UNLD
HI
SHADE
68
57
64
* **
NYC
SPRING
5
5
71
1120
NBHD
LO
PART
12.0
UNLD
HI
SHADE
68
56
61
5
NYC
SPRING
5
5
71
1 130
NBHD
LO
FULL
8.7
PREM
HI
SHADE
68
55
64
* * *
NYC
SPRING
5
5
7 1
1200
NBHD
LO
PART
11.7
PREM
HI
SHADE
70
57
67
30
NYC
SPRING
5
5
71
1210
NBHD
LO
FULL
10.0
PRFM
HI
SHADE
70
56
63
10
NYC
SPRING
5
5
71
1220
NBHD
LO
PART
9.3
PREM
MED
SUN
70
57
64
10
NYC
5PRING
5
5
71
1256
NBHD
LO
FULL
9.4
REG
MED
SUN
70
58
63
* * *
NYC
SPRING
5
5
71
1503
NBHD
LO
FULL
7.7
PREM
MED
SUN
72
59
70
3
NYC
SPRING
5
5
71
1500
NBHD
LO
PART
9.3
PREM
HI
SHADE
72
62
65
* * *
NYC
SPRING
5
5
71
1 505
NBHD
LO
FULL
9.6
REG
MED
SHADE
72
60
71
* * *
NOTE* • #*#• MEANS NC DATA
-------
TABLE F - 1. (CONTINUED) FIELD SURVEY TEMPERATURE DAT
SERVICE
** REFUELING OPERATION ***
TEMP
Df.G F
TIM
**** DATE
***
STATION
**************************
************* *
^ E T Vi
*************
*******
GAL
FUEL
DISP
SOLAP
DISP
DISPL
FILL
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
FILL
DISP
GRADE
RATE
RAD
AMB
FUEL
VAPOR
M IN
NYC
SPRING
5
5
71
1512
NBHO
LO
FULL
13.0
PREM
HI
SHADE
71
58
68
9
NYC
SPRING
5
5
71
1 5 AO
NBHD
LO
PART
11.7
PREM
MED
SUN
71
60
65
28
NYC
SPRIMG
5
5
71
1550
NBHD
LO
FULL
12.9
REG
HI
SHADE
71
59
68
A5
NYC
SPRING
5
5
71
1552
NBHD
LO
FULL
12.1
PREM
HI
SHADE
71
57
75
12
NYC
SPRING
5
5
71
1602
NBHD
HI
FULL
21.0
PREM
HI
SUN
70
56
66
10
NYC
SPRING
5
5
71
1607
NBHD
HI
FULL
1 A. A
REG
HI
SHADE
70
57
62
17
NYC
SPRING
5
5
71
1609
NBHD
HI
FULL
7.9
PREM
HI
SHADE
70
58
75
7
NYC
SPRING
5
5
71
161A
NBHD
HI
FULL
3.9
REG
HI
SHADE
70
59
69
7
NYC
SPRING
5
5
71
1625
NBHD
HI
PART
2.6
REG
HI
SHADE
70
61
71
1 1
NYC
SPRING
5
5
71
1635
NBHD
HI
PART
A.7
PREM
HI
SHADE
70
61
12
26
NYC
SPRING
5
5
71
1637
NBHD
HI
FULL
16.0
PREM
HI
SHADE
70
57
68
2
NYC
SPRING
5
6
71
1000
NBHD
LO
FULL
8 • A
REG
HI
SHADE
61
59
60
»**
NYC
5PRING
5
6
71
15A0
NBHD
LO
FULL
6.1
REG
HI
SHADE
60
59
61
***
NYC
SPRING
5
6
71
1605
NBHD
LO
FULL
9.7
REG
HI
SHADE
60
57
60
10
NYC
SPRING
5
6
71
1615
NBHD
LO
FULL
13.7
PREM
HI
SHADE
60
59
65
***
NYC
SPRING
5
6
71
1635
NBHD
LO
FULL
17.0
PREM
HI
SHADE
60
57
59
17
NYC
SPRING
5
6
71
1650
NBHD
LO
PART
9.5
PREM
HI
SHADE
60
57
6A
15
NYC
SPRING
5
6
71
1730
NBHD
LO
PART
7.6
REG
HI
SHADE
60
58
60
85
NYC
SPRING
5
6
71
1735
NBHD
LO
FULL
12.1
REG
HI
SHADE
60
57
62
5
NYC
5PRING
5
6
71
17A0
NBHD
LO
PART
7.0
PREM
HI
SHADE
60
59
62
50
NYC
SPRING
5
6
71
1800
NBHD
LO
FULL
10.7
UNLD
HI
SHADE
60
57
60
***
NYC
SPRING
5
6
71
1805
NBHD
LO
FULL
15.0
REG
LO
SHADE
60
58
59
30
ATL
SPRING
A
29
71
0959
FRWY
HI
FULL
10.A
REG
LO
SHADE
70
67
66
***
ATL
SPRING
A
29
71
1030
FRWY
HI
PART
10.0
REG
LO
SHADE
70
67
68
31
ATL
SPRING
A
29
71
10AA
FRWY
HI
PART
13.9
PREM
MED
SHADE
70
68
69
***
ATL
SPRING
A
29
71
10A7
FRWY
HI
FULL
11.5
PREM
HI
SHADE
71
68
69
3
ATL
SPRING
A
29
71
1115
FRWY
HI
PART
10.0
PREM
LO
SHADE
71
68
73
2e
ATL
SPRING
A
29
71
1138
FRWY
HI
FULL
20.2
PREM
MED
SHADE
71
68
69
23
ATL
SPRING
A
29
71
1 1A5
FRWY
HI
PART
9.A
REG
LO
SUN
72
69
7A
7
ATL
SPRING
A
29
71
1220
FRWY
HI
FULL
20.3
PREM
LO
SHADE
72
67
72
A2
ATL
SPRING
A
29
71
1256
FRWY
HI
PART
11.2
PREM
HI
SHADE
72
67
73
36
ATL
SPRING
A
29
71
1315
FRWY
HI
FULL
9.5
PREM
MED
SHADE
72
67
73
***
cn
P
ho
00
""•J
o
VD
s>
H*
OH
NOTE~ •***• MEANS NO DATA
-------
TABLE F - 1 . (CONTINUE1"!) FIFLD SURVEY TEMPERATURE DAT
SERVICE
**** DATE *** STATION
************* *******
CITY SEASON MO DY YR HOUR LOC VOL
** REFUELING OPERATION ***
**************************
GAL FUEL DISP SOLAR
FILL DISP GRADE RATE RAD
TEMP. - DEG F T [ '.E
************** r-PTW ll
DISP D I SDL FILLS,
AMB FUEL VAPQP '4 I N
ATL
SPRING
4
29
71
1520
FRWY
HI
FULL
9*6
PREM
HI
SHADE
72
6 7
70
67
ATL
5PRING
4
29
71
1345
FRWY
HI
FULL
16.6
REG
MED
SHADE
72
6 B
73
120
ATL
SPRING
4
29
71
1406
FRWY
HI
PART
11.1
PREM
MED
SHADE
73
67
7 1
51
ATL
SPRING
4
29
71
1413
FRWY
HI
FULL
13.9
PREM
HI
SHADF
73
67
12
7
ATL
SPRING
4
29
71
1440
FRWY
HI
PART
5.6
PREM
MED
SHADF
73
67
75
104
ATL
5PRING
4
29
71
1459
FRWY
HI
FULL
16.1
PREM
MED
SHADE
73
66
74
19
ATL
SPRING
4
29
71
1541
FRWY
HI
PART
3.1
REG
HI
SHADE
72
68
70
116
ATL
SPRING
4
29
71
1613
FRWY
HI
FULL
15.4
PREM
HI
SHADE
71
67
69
53
ATL
SPRING
4
29
71
1626
FRWY
HI
FULL
17.2
PREM
MED
SHADE
70
65
69
13
ATL
SPRING
4
29
71
1635
FRWY
HI
PART
6.4
PREM
MED
SHADE
69
69
71
9
ATL
SPRING
4
29
71
1730
FRWY
HI
FULL
9.4
PRE"
HI
SHADE
69
65
68
55
ATL
SPRING
4
29
71
1738
FRWY
HI
PART
9.4
REG
HI
SHADE
69
67
71
117
ATL
SPRING
4
29
71
1750
FRWY
HI
FULL
7.9
REG
HI
SHADF
66
66
72
12
ATL
SPRING
4
29
71
1756
FRWY
HI
PART
6.3
REG
HI
SHADE
68
67
75
6
ATL
SPRING
4
29
7 1
1815
FRWY
HI
FULL
13.0
REG
HI
SHADF
67
66
69
19
ATL
SPRING
4
29
71
1 845
FRWY
HI
PART
5.6
PREM
HI
SHADE
67
67
69
134
ATL
5PRING
4
29
71
1907
FRWY
HI
FULL
14.5
REG
HI
SHADE
67
65
63
52
ATL
SPRING
4
29
71
1930
FRWY
HI
FULL
13.0
PREM
LO
SHADE
67
67
72
120
ATL
SPRING
4
29
71
1 936
FRWY
HI
FULL
14.4
PREM
HI
SHADE
67
66
69
6
ATL
SPRING
4
29
71
2009
FRWY
HI
FULL
13.6
PREM
LO
SHADE
67
66
72
34
ATL
SPRING
29
71
2022
FRWY
HI
FULL
13.8
PREM
MED
SHADE
67
66
70
46
ATL
SPRING
4
29
71
2039
FRWY
HI
PART
5.6
DREW
HI
SHADE
67
o 6
75
30
ATL
SPRING
4
29
71
2043
FRWY
HI
PART
11.2
PREM
MED
SHADE
67
66
69
26
ATL
SPRING
4
29
71
2051
FRWY
HI
PART
5.6
PREM
HI
SHADE
67
67
71
12
ATL
SPRING
4
29
71
2129
FRWY
HI
PART
8.3
PREM
HI
SHADE
67
68
75
34
ATL
SPRING
4
29
71
2136
FRWY
HI
PART
5.6
PREM
HI
SHADE
67
67
7 1
1 <-
ATL
SPRING
4
29
71
2 155
FRWY
HI
FULL
18.4
PREM
HI
SHADE
67
67
70
1 9
ATL
SPRING
4
29
71
2204
FRWY
HI
FULL
17.5
PREM
MED
SHADE
67
67
6Q
7 3
ATL
SPRING
4
29
71
2225
FRWY
HI
part
5.6
PREM
HI
SHADF
67
66
69
3C
ATL
SPRING
4
29
71
2247
FRWY
HI
DART
5.6
PREM
LO
SHADE
67
67
6 3
22
ATL
SPRING
4
30
71
0945
FRWY
HI
PART
11.8
PREM
HI
SHADF
56
65
62
* # *
ATL
SPRING
4
30
71
1000
FRWY
HI
OAR T
10.0
PREM
HI
SHADF
56
65
6 1
* * •*
-------
TABLE F - 1. (CONTINUED) FIELD SURVEY TEMPERATURE DATA w
P
Is)
SERVICE
** REFUELING OPERATION ***
TEMP
OEG F
TIM
** **
DATE
***
STAT ION
**************************
**************
bETw
*************
*******
GAL
FUEL
DISP
SOLAR
DISP
DISPL
FILL
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
fill
DISP
GRADE
RATE
RAD
A MB
FUEL
VAPOR
M I h
ATL
SPRING
4
30
71
1002
FRWY
HI
FULL
4.5
PREM
MED
SHADE
57
64
61
17
atl
SPRING
4
30
71
1015
FRWY
HI
PART
2.5
PREM
HI
SHADE
58
64
61
15
ATL
SPRING
4
30
71
1016
FRWY
HI
FULL
4.6
PREM
HI
SHADE
58
64
63
14
4TL
SPRING
4
30
71
1017
FRWY
HI
FULL
10.1
PREM
MED
SHADF
59
65
65
2
ATL
SPRING
4
30
71
1020
FRWY
HI
FULL
10.0
REG
HI
SHADE
60
65
62
***
atl
SPRING
4
30
71
1025
FRWY
HI
FULL
19.1
PREM
HI
SHADE
60
65
64
8
ATL
SPRING
4
30
71
1035
FRWY
HI
FULL
8.0
PREM
MED
SHADE
60
65
63
15
ATL
SPRING
4
30
71
1040
FRWY
HI
FULL
16.9
REG
LO
SHADE
61
66
63
5
ATL
SPRING
u
30
71
1051
FRWY
HI
FULL
24.9
PREM
LO
SHADE
6 1
65
66
26
ATL
SPRING
4
30
71
1115
FRWY
HI
PART
6.7
REG
MED
SHADE
62
66
64
35
ATL
SPRING
4
30
71
1130
FRWY
HI
FULL
16.9
PREM
HI
SHADE
62
65
64
74
ATL
SPRING
4
30
71
1138
FRWY
HI
FULL
17.3
PREM
MED
SHADE
62
65
65
47
L.A.
SUMMER
8
27
70
1724
NBHD
LO
PART
10.0
PREM
LO
*#*
88
87
85
*«*
L.A.
SUMMER
8
27
70
1735
NBHD
LO
PART
10.0
PREM
MED
***
88
89
92
***
L.A.
SUMMER
8
27
70
1748
NBHD
LO
FULL
1 1.4
PREM
MED
***
68
86
92
***
L.A.
SUMMER
8
27
70
1754
NBHD
LO
full
13.5
PREM
MED
***
88
85
89
* **
NOUS
SUMMER
9
3
70
1 540
FRWY
HI
PART
2.6
****
***
***
96
97
101
***
HOU5
SUMMER
9
3
70
1602
FRWY
HI
FULL
16.1
****
***
***
98
94
92
***
HOUS
SUMMER
9
3
70
1615
FRWY
HI
full
22.2
****
***
***
98
92
96
***
HOUS
SUMMER
9
3
70
1725
FRWY
HI
FULL
13.0
****
***
***
94
93
96
** *
HOUS
SUMMER
9
3
70
1727
FRWY
HI
full
16.5
****
***
*#*
94
89
8 d
***
HOUS
SUMMER
9
3
70
1730
FRWY
HI
FULL
18.7
** **
***
***
94
89
3 ^
***
HOUS
SUMMER
9
3
70
1736
FRWY
HI
FULL
14.8
****
***
***
95
90
92
***
HOUS
SUMMER
9
3
70
1742
FRWY
HI
full
22.4
****
***
***
94
89
92
***
HOUS
SUMMER
9
3
70
1750
FRWY
HI
FULL
14.5
****
***
***
95
89
92
***
HOUS
SUMMER
9
3
70
1805
FRWY
HI
FULL
5.3
****
***
***
94
92
9P
* **
HOUS
SUMMER
9
3
70
1807
FRWY
HI
PART
5.3
****
***
***
94
92
93
***
HOUS
SUMMER
9
3
70
1836
FRWY
HI
FULL
18.3
****
***
***
91
90
96
* **
HOUS
SUMMER
9
3
70
1852
FRWY
HI
PART
5.3
****
*#*
***
90
92
93
***
HOUS
SUMMER
9
4
70
0936
FRWY
HI
PART
1.0
****
***
***
84
95
92
***
HOUS
SUMMER
9
4
70
0941
FRWY
HI
PART
10.0
****
***
***
83
92
P7
***
HOUS
SUMMER
9
4
70
0950
FRWY
HI
FULL
19.6
****
** *
***
84
89
93
***
NOTE* •***¦ MEANS NO DATA
-------
TABLE F
1. (CONTINUED) FIELD SURVEY TEMPERATURE CAT i
SERVICE
**** DATE *** STATION
************* *******
CITY SEASON ^0 DY YR HOUR LOC VOL
** REFUELING OPERATION ***
**************************
GAL FUEL DISP SOLAR
FILL DISP GRADE RATE RAD
TEMP. - J-.G F T If-
************** jtryAll|
DISP 'MSf'L FILLS,
AMB FUEL VAPC? MIM
HOUS
SUMMED
9
4
70
1020
FRWY
HI
FULL
15.3
****
***
***
84
89
37
* * *
HOUS
SUMMER
9
4
70
1035
FRWY
HI
FULL
23.3
****
***
***
85
90
?r,
* * *
HOUS
SUMMER
9
4
70
1053
FRWY
HI
FULL
12.2
****
***
***
86
89
?'j
* * *
HOUS
SUMMER
9
4
70
1 109
FRWY
HI
FULL
18.1
****
***
***
88
36
39
* **
HOUS
SUMMER
9
4
70
1 128
FRWY
HI
full
11.7
****
***
***
87
90
92
***
HOUS
SUMMER
9
4
70
1 145
FRWY
HI
FULL
13.9
****
***
***
89
91
93
* **
HOUS
SUMMER
9
4
70
1150
FRWY
HI
FULL
18.8
****
***
***
89
90
90
***
HOUS
SUMMER
9
4
70
1204
FRWY
HI
PART
5.0
****
***
***
88
9 C
94
***
HOUS
SUMMER
9
4
70
1623
FRWY
HI
FULL
15.9
****
***
***
94
92
94
***
HOUS
SUMMER
9
4
70
1632
FRWY
HI
FULL
19.7
#*#*
***
***
93
90
92
***
HOUS
SUMMER
9
4
70
1648
FRWY
HI
FULL
8.9
****
***
***
93
92
98
***
HOUS
SUMMER
9
4
70
1710
FRWY
HI
PART
2.8
****
***
***
91
93
96
***
HOUS
SUMMER
9
4
70
1755
FRWY
HI
FULL
13.9
****
***
***
90
92
90
***
HOUS
SUMMEP
9
4
70
1808
FRWY
HI
full
21.3
****
***
* **
89
90
94
* **
HOUS
SUMMER
9
4
70
1820
FRWY
HI
FULL
14.2
****
***
***
89
90
96
***
HOUS
SUMMER
9
4
70
1830
FRWY
HI
FULL
23.6
****
***
***
89
90
93
***
HOUS
SUMMER
9
4
70
1942
FRWY
HI
FULL
14.2
****
* * *
***
85
91
39
***
CHI
SUMMER
9
8
70
1510
NBHD
HI
FULL
12.5
****
***
***
78
79
73
***
CHI
SUMMER
9
8
70
1552
NBHD
HI
FULL
11.9
***#
***
***
73
77
73
***
CHI
summer
9
8
70
1556
NBHD
HI
PART
7.5
****
***
***
73
76
73
***
CHI
SUMMER
9
8
70
1610
NBHD
HI
PART
5.0
****
***
***
73
76
76
***
CHI
SUMMEP
9
8
70
1646
N9HD
HI
FULL
11.2
****
**#
***
74
76
76
***
CHI
SUMMER
9
8
70
1653
NBHD
HI
PART
5.0
****
***
***
74
78
31
***
CHI
SUMMER
9
8
70
1702
NBHD
HI
PART
5.0
****
***
***
73
79
34
***
CHI
SUMMER
9
8
70
1710
NBHD
HI
****
5.0
*#*•*
***
* **
73
79
32
* * *
CHI
SUMMER
9
8
70
1805
NBHD
HI
****
12.5
****
***
***
72
79
7b
***
CHI
SUMMER
9
9
70
1007
NBHD
HI
PART
5.0
****
***
***
72
S 2
79
* *#
CHI
SUMMER
9
9
70
1130
NBHD
HI
FULL
13.4
****
***
***
72
78
76
* * *
CHI
SUMMER
9
9
70
1 133
NBHD
HI
PART
5.0
****
***
***
72
76
12
* * *
CHI
SUMMER
9
9
70
1252
NBHD
HI
DART
7.5
****
***
***
76
78
82
* * *
CHI
SUMMEP
9
9
70
1 305
NBHD
HI
FULL
17.5
****
* * *
***
82
75
11
* * *
CHI
SUMMER
9
9
70
1630
NBHD
HI
FULL
12.5
****
***
* * *
82
32
6 H
* * *
C/i
P
N>
00
-J
o
\D
ro
"d
H*
VO
NOTE, •***• MEANS NO DATA
-------
TABLE F - 1. (CONTINUED) FIELD 5'J^VFY TEMPERATURE DATA
SERVICE
** REFUELING OPERATION ***
TEMP
Dt-IG F
T I y i
ft*** I
DATE
** *
STAT ION
**************************
**************
"3ET.J
*************
*******
GAL
FUEL
DISP
SOLAR
DISP
I SPL
FILL'
CITY
SEASON
MO
DY
YR
HOUR
L0C
VOL
FILL
DISP
GRADE
RATE
RAD
AMR
FUEL
VAPO"?
M I N
CHI
SUMMER
9
9
70
1645
NBHD
HI
FULL
14.7
****
***
***
81
79
79
***
CHI
SUMMEP
9
9
70
1656
NBHD
HI
FULL
6.9
****
***
***
81
79
81
***
CHI
SUMMF9
9
9
70
1745
NBHD
HI
PART
2.5
****
***
***
80
36
89
* **
CHI
SUMMER
9
9
70
1754
NBHD
HI
FULL
12.5
****
***
***
80
79
3 7
* * *
CHI
SUMMER
9
9
70
1806
NBHD
HI
FULL
20.5
****
***
***
80
76
78
* * *
CHI
SUMMER
9
9
70
1858
NBHD
HI
FULL
14.3
****
***
***
77
79
79
***
CHI
SUMMER
9
9
70
1910
NBHD
HI
FULL
21.2
****
***
***
75
76
77
***
CHI
SUMMER
9
9
70
1939
NBHD
HI
FULL
14.0
****
***
***
74
76
78
***
NYC
SUMMER
9
15
70
1115
FRWY
HI
FULL
16.3
****
***
***
60
67
69
* **
NYC
SUMMER
9
15
70
1109
FRWY
HI
FULL
17.9
****
***
* **
59
54
53
***
NYC
SUMMER
9
15
70
1152
FRWY
HI
FULL
10.9
****
** *
***
59
57
52
***
NYC
SUMMER
9
15
70
1532
FRWY
HI
PART
4.8
****
***
***
63
60
54
***
NYC
SUMMER
9
15
70
1544
FRWY
HI
PART
4.8
****
***
***
63
49
61
***
NYC
SUMMER
9
15
70
1555
FRWY
HI
PART
7.2
****
***
***
63
59
54
***
NYC
SUMMER
9
15
70
1603
FRWY
HI
FULL
15.5
****
***
***
63
57
57
***
NYC
SUMMER
9
16
70
1430
FRWY
HI
FULL
17.9
** **
***
***
87
81
87
***
NYC
SUMMER
9
16
70
1445
FRWY
HI
FULL
19. 1
****
***
***
88
81
93
***
NYC
SUMMER
9
16
70
1528
FRWY
HI
FULL
15.9
*** *
***
***
92
79
83
***
NYC
SUMMER
9
16
70
1541
FRWY
HI
PART
4.8
****
***
***
93
79
89
***
NYC
SUMMER
9
16
70
1745
FRWY
HI
FULL
14.3
****
***
* * *
87
82
82
***
NYC
SUMMEP
9
16
70
1811
FRWY
HI
FULL
13.4
****
***
***
86
78
91
***
NYC
SUMMER
9
16
70
1925
FRWY
HI
FULL
20.5
****
***
***
81
76
78
***
NJYC
SUMMER
9
16
70
1945
FRWY
HI
FULL
21.5
****
***
***
77
76
83
***
ATL
summer
9
21
70
1512
FRWY
HI
full
13.2
PREM
MED
***
85
85
87
* * *
ATL
SUMMEP
9
21
70
1607
FRWY
HI
FULL
18.4
PREM
HI
***
85
82
83
***
ATL
SUMMER
9
21
70
1619
FRWY
HI
FULL
16.3
PREM
MED
***
85
83
85
***
ATL
SUMMER
9
21
70
1626
FRWY
HI
FULL
11.7
PREM
HI
***
86
83
36
* **
ATL
SUMMER
9
21
70
1634
FRWY
HI
FULL
16.1
PREM
MED
***
86
87
90
* * *
ATL
SUMMER
9
21
70
1655
FRWY
HI
FULL
15.2
PREM
HI
***
84
e5
97
***
ATL
SUMMER
9
21
70
1720
FRWY
HI
FULL
14.3
PREM
MEH
***
84
85
96
***
ATL
SUMMER
9
21
70
1729
FRWY
HI
FULL
16.7
PREM
HI
***
84
85
92
***
ATL
SUMMER
9
22
70
0938
FRWY
HI
FULL
18.5
PREM
MED
** *
79
88
92
* ft *
C/l
P
M
00
o
VO
NJ
Is)
O
NOTE~ •***• MEANS NO DATA
-------
TABLT F - 1. (CONTINUED) FIELD SURVEY TEf'PEf. A TUP E DAT
**** date ***
*************
CITY SEASON KO DY YR HOUR
SERVICE ** REFUELING OPERATION ***
station **************************
******* gal FUEL DISS SOLAR
LOC VOL FILL D I SD GRADE RATE RAD
********* ft ft A * ft
DISP JIV^L
A(-J-D F'JEL V AP'jQ
T I .(¦
£T,: :
r iLLb
I''
ATL
SUMMER
9
22
70
1*50
FRWY
HI
FULL
1 1.9
PREM
MED
***
.90
86
90
* * *
ATL
SUMMER
9
22
70
1645
FRWY
HI
FULL
17.0
PREM
MED
* **
'8 5
55
¦)u
* * *
ATL
SUMMER
9
22
70
1707
FRWY
HI
FULL
16.3
PRE*
MED
***
P 4
o o
32
ft ft ft
ATL
SUMMER
9
22
70
1720
FRWY
HI
FULL
2 3.3
PREM
MED
***
86
33
35
* * *
ATL
summer
9
22
70
1727
FRwY
HI
FULL
16.8
PREM
MED
* **
83
3 5
90
***
ATL
SUMMER
9
22
70
1758
FRWY
HI
full
13.6
PREM
HI
***
84
85
9 C
* **
L. A.
FALL
1
5
71
1232
FRWY
HI
FULL
14.7
PREM
HI
***
54
61
59
* **
L.A.
FALL
I
5
71
1240
FRWY
HI
PART
5.9
PREM
HI
**#
54
63
6^
***
L.A.
FALL
1
5
71
1315
FRWY
HI
FULL
19.2
PREM
HI
***
56
64
64
** *
L.A.
FALL
1
5
71
1430
FRWY
HI
PART
5.9
PREM
HI
***
52
61
61
***
L.A.
FALL
1
5
71
1645
FRWY
HI
FULL
10.6
PREM
HI
***
50
60
58
***
L.A.
FALL
1
5
71
1716
FRWY
HI
full
17.5
PREM
MI
»»*
43
61
61
***
L.A.
FALL
1
6
71
06 10
FRWY
HI
PART
6.7
PREM
HI
***
33
46
\l
* * *
L.A.
FALL
1
6
71
0625
FRWY
HI
FULL
12.9
PREM
HI
* ft*
34
56
51
* * *
L.A.
FALL
1
6
71
0730
FRWY
HI
FULL
9.6
REG
MED
* **
36
54
47
* * *
L.A.
FALL
1
6
71
0915
FRWY
HI
PART
5.9
PREM
HI
**#
44
54
4 a
* * *
L.A.
FALL
1
6
71
0955
FRWY
HI
PART
8.9
PREM
MED
***
A7
58
51
ft * ft
L.A.
FALL
1
6
71
1055
FRWY
HI
full
9.3
PREM
HI
* **
52
60
6 0
# *»
L.A.
FALL
1
6
71
1200
FRWY
HI
PART
3.0
PP E^
HI
* **
54
5 1
60
* **
L.A.
p AL L
1
6
71
1210
FRWY
HI
FULL
10.5
REG
.''ED
* **
5<-
56
55
ft * ft
L.A.
FALL
1
6
71
1225
FRWY
HI
FULL
12.7
PR EM
HI
* * *
54
61
62
* * *
L.A.
FALL
1
6
71
1250
FRWY
HI
FULL
11.4
PPEM
HI
# **
55
62
62
* * ft
L.A.
FALL
1
6
71
1 320
FRWY
HI
PART
6.7
REG
HI
***
55
58
62
ft * *
L.A.
FALL
1
6
71
1330
FRWY
HI
FULL
10. 1
PREM
MED
* **
56
57
57
* * ft
L.A.
FALL
1
6
71
1408
FRWY
HI
FULL
16. 1
PREM
HI
* * *
56
58
6 0
ft * ft
L.A.
FALL
1
7
71
1125
FRWY
HI
FULL
6.7
PREM
HI
***
51
61
6 2
ft ft ft
L.A.
FALL
I
7
71
1 130
FRWY
HI
PUL L
17.9
PREM
MED
***
51
61
(>?.
ft ft ft
L.A.
FALL
1
7
71
1 145
FRWY
HI
PART
5.9
PREV
HI
***
51
59
5 .
ft ft ft
L . A •
FALL
1
7
7 1
1155
FRWY
HI
FULL
14.2
PREf*
"ED
* **
51
6 1
6 1
ft ft ft
L.A.
FALL
1
7
7 1
1 201
FRWY
HI
FULL
11.1
PREM
''¦ED
* * *
51
62
60
ft ft ft
L.A.
FALL
1
7
7 1
1 322
FRWY
HI
FULL
16.2
PRE"
HI
* * *
53
5 ry
59
ft ft ft
L.A.
FALL
1
7
7 1
1 340
FRWY
HI
PART
3.4
REG
HI
* * *
5 <•
54
5 2
ft ft ft
CA
P
N>
00
¦«»
o
*£>
ls>
"J
I
N>
NOTE* •***• MEANS NO DATA
-------
ta3le f - i. (Continue^) field survey temperature data w
P
to
SERVICE
** REFUELING OPERATION ***
TFMP
. *
DlG F
TI,!
*****
DATE
***
STATION
**************************
**************
£ T.1
*************
*******
GAL
FUEL
DISP
SOLAR
DI Sn
¦»I SPL
KILL
CITY
SEASON'
"0
DY
YR
HOUR
LOC
VOL
FILL
DISP
GRADE
RATF
PAD
AI«lj
FUEL
M."-
L . A .
FALL
1
7
71
1415
FRWY
HI
PART
5.9
PREM
HI
***
54
58
55
** *
L • A .
FALL
1
7
71
1417
FRWY
HI
PART
3.0
PREM
med
***
54
62
63
***
L • A .
FALL
I
7
71
1500
FRWY
HI
FULL
18.2
PREM
MED
***
54
^2
6?
***
L . A •
FALL
I
7
71
1510
FRWY
HI
FULL
19.4
REG
HI
** *
54
62
65
***
L.A.
FALL
I
7
71
1550
FRWY
HI
FULL
15.5
REG
'4 ED
***
54
60
62
***
L • A •
FALL
1
7
71
1556
FRWY
HI
PART
8.9
PREM
MED
***
54
60
60
***
L • A .
FALL
1
8
71
1150
FRWY
HI
FULL
18.6
PRE«
LO
***
57
63
61
***
L.A.
FALL
I
8
71
1155
FRWY
HI
FULL
8.4
P REM
HI
** *
57
61
59
***
L.A.
FALL
1
8
71
1215
FRWY
HI
FULL
18.6
REG
MED
** *
57
60
61
***
L.A.
FALL
1
8
71
1255
FRWY
HI
FULL
8.6
PREM
HI
***
57
59
61
***
L.A.
FALL
1
8
71
1317
FRWY
HI
FULL
16. 1
PREM
MED
***
57
64
69
** *
L.A.
FALL
I
8
71
1420
FRWY
HI
FULL
6.9
REG
MED
*#*
57
62
66
***
L.A.
FALL
1
8
71
1453
FRWY
HI
FULL
17.3
PREM
LO
***
56
63
67
***
L . A •
fall
I
8
71
1510
FRWY
HI
FULL
8.6
REG
LO
***
56
62
60
** *
L.A.
FALL
I
8
71
152 L
FRWY
HI
FULL
13.9
PREM
MED
***
55
60
62
***
L.A.
FALL
I
6
71
1526
FRWY
HI
FULL
13.6
PREM
MED
***
55
64
62
***
L.A.
FALL
I
e
71
1535
FRWY
HI
FULL
13.0
PREM
LO
***
55
64
67
***
L.A.
FALL
1
e
71
1607
FRWY
HI
FULL
13.3
DREM
MED
***
52
63
70
***
CHI
FALL
12
7
70
1041
NBHD
HI
FULL
19.0
PREM
MED
*#*
32
45
4 U
***
CHI
FALL
12
7
70
1047
NBHD
HI
FULL
7.9
PREM
MED
***
32
43
37
***
CHI
FALL
12
7
70
1058
NBHD
HI
FULL
16.3
REG
HI
***
31
46
42
***
CHI
FALL
12
7
70
1102
N9HD
HI
PART
10.0
PREM
HI
***
31
43
37
***
CHI
FALL
12
7
70
1111
NBHD
HI
FULL
15.7
PREM
HI
***
31
45
3S
***
CHI
FALL
12
7
70
1129
NBHD
HI
FULL
12.3
PREM
MED
***
32
45
42
** *
CHI
FALL
12
7
70
1150
NBHD
HI
FULL
15.9
REG
MED
***
33
45
41
** *
CHI
FALL
12
7
70
1200
NBHD
HI
FULL
17.4
REG
HI
***
33
47
43
***
CHI
FALL
12
7
70
1210
NBHD
HI
PART
11.2
REG
HI
***
33
46
41
***
CHI
FALL
12
7
70
1217
NBHD
HI
FULL
16.9
PREM
MED
***
33
44
39
***
CHI
FALL
12
7
70
1435
NBHD
HI
PART
2.4
REG
MED
***
39
43
41
* **
CHI
FALL
12
7
70
1440
NBHD
HI
PART
4.5
PRFM
MED
***
39
4 2
42
***
CHI
FALL
12
7
70
1450
NBHD
HI
PART
7.3
REG
HI
***
37
45
40
* **
CHI
FALL
12
7
70
1504
NBHD
HI
FULL
9.9
REG
MEO
***
36
45
42
***
NOTE» ¦***• MEANS NO DATA
-------
TABLE F - 1. (CONTINUED) FIELD SURVEY TEMPERATURE DATA
SERVICE
** REFUELING OPERATION ***
TEMP
. ~
DEG F
TIM
*#** |
DATE ***
STATION
**************************
**************
BETWI
*************
*******
GAL
FUEL
DISP
SOLAR
DISP
DISPL
FILL:
CITY
SEASON
MO
DY
YR
HOUR
LOC
VOL
FILL
DISP
GRADE
RATE
RAD
AMB
FUEL
VAPOR
MIN
CHI
FALL
12
7
70
1510
NBHD
HI
PART
5.0
REG
HI
***
36
43
40
***
CHI
FALL
12
7
70
1545
NBHD
HI
PART
7.3
REG
MED
*«*
35
43
38
***
CHI
FALL
12
7
70
1558
NBHD
HI
PART
4.3
PREM
HI
***
34
43
39
***
CHI
FALL
12
7
70
1615
NBHD
HI
FULL
17. 1
REG
MED
***
34
46
43
***
CHI
FALL
12
7
70
1645
NBHD
HI
PART
2.4
REG
HI
***
34
40
35
***
CHI
FALL
12
7
70
1655
NBHD
HI
FULL
15.4
REG
MED
***
34
45
42
***
CHI
FALL
12
7
70
1702
NBHD
HI
FULL
20.8
REG
MED
***
34
47
46
***
CHI
FALL
12
7
70
1710
NBHD
HI
FULL
4.3
REG
MED
***
34
46
44
***
CHI
FALL
12
7
70
1726
NBHD
HI
PART
9.8
REG
HI
***
34
45
41
***
CHI
FALL
12
e
70
0920
NBHD
HI
FULL
12.0
REG
MED
*«*
38
43
42
***
CHI
FALL
12
e
70
0951
NBHD
HI
FULL
13. 1
REG
HI
***
40
43
42
***
CHI
FALL
12
8
70
1020
NBHD
HI
FULL
21.7
PREM
MED
***
39
44
44
***
CHI
FALL
12
8
70
1041
NBHD
HI
FULL
13.0
PREM
HI
***
40
44
45
***
CHI
FALL
12
8
70
1110
NBHD
HI
FULL
18.9
PREM
MED
***
42
44
45
***
CHI
FALL
12
8
70
1120
NBHD
HI
FULL
6.8
REG
MED
***
43
43
43
***
CHI
FALL
12
8
70
1125
NBHD
HI
FULL
13.9
PREM
HI
***
43
44
45
***
CHI
FALL
12
8
70
1135
NBHD
HI
PART
7.3
REG
MED
***
43
44
44
***
CHI
FALL
12
8
70
1136
NBHD
HI
FULL
19.3
PREM
MED
***
43
45
46
***
CHI
FALL
12
8
70
1145
NBHD
HI
FULL
14.9
REG
HI
***
43
45
45
***
CHI
FALL
12
8
70
1155
NBHD
HI
FULL
12.2
REG
MED
***
43
44
45
*#*
CHI
FALL
12
8
70
1210
NBHD
HI
FULL
19.0
PREM
MED
***
44
45
46
***
CHI
FALL
12
8
70
1217
NBHD
HI
FULL
16.2
PREM
HI
• •*
45
45
47
***
CHI
FALL
12
8
70
1230
NBHD
HI
PART
4.9
REG
MED
***
45
45
47
***
CHI
FALL
12
8
70
1240
NBHD
HI
PART
6.7
PREM
HI
***
46
47
50
***
CHI
FALL
12
8
70
1300
NBHD
HI
FULL
6.0
PREM
HI
***
47
45
48
***
CHI
FALL
12
8
70
1308
NBHD
HI
FULL
14.4
REG
MED
***
48
45
49
*•*
CHI
FALL
12
8
70
1310
NBHD
HI
FULL
12.0
REG
MED
***
48
45
47
***
CHI
FALL
12
8
70
1318
NBHD
HI
FULL
13.0
PREM
MED
***
47
45
48
***
CHI
FALL
12
8
70
1 330
NBHD
HI
FULL
18.3
PREM
MED
***
47
45
46
***
CHI
FALL
12
8
70
1335
NBHD
HI
FULL
6.3
REG
MED
***
47
45
47
***
CHI
FALL
12
8
70
1 345
NBHD
HI
FULL
12.8
REG
HI
***
47
45
47
***
CHI
FALL
12
3
70
1407
NBHD
HI
FULL
9.3
PREM
LO
***
47
45
46
***
9
00
o
ro
7
K>
U
NOTEi •*##* MEANS NO DATA
-------
TABLE F - 1. (CONTINUED) FIELD SURVEY TEMPERATURE DATA
**** date ***
*************
CITY SEASON MO DY YR HOUR
SERVICE ** RFFUELING OPERATION ***
STAT ION **************************
******* GAL FUEL DISP SOLAR
LOC VOL FILL DISP GRADE RATE RAD
TEMP. - DEG F TIME
************** d E T W N
DISP DISPL FILLS,
AMB FUEL VAPOR M I N:
CHI
FALL
12
8
70
1419
NBHD
HI
FULL
15
• 4
PREM
HI
***
46
45
46
** *
CHI
FALL
12
8
70
1442
NBHD
HI
FULL
18
• 2
PR EM
MED
***
46
45
50
* * *
CHI
FALL
12
8
70
1453
NBHD
HI
FULL
10
.2
REG
HI
***
45
45
45
* * *
CHI
FALL
12
8
70
1505
NBHD
HI
FULL
8
.8
REG
MED
***
45
45
45
* * *
CHI
FALL
12
8
70
1510
NBHD
HI
PART
9
.8
REG
HI
***
45
45
47
* * *
CHI
FALL
12
8
70
1525
NBHD
HI
FULL
16
. 1
REG
HI
***
45
45
46
* * *
CHI
FALL
12
8
70
1550
NBHD
HI
FULL
9
.0
PREM
MED
***
45
45
48
***
CHI
FALL
12
8
70
1600
NBHD
HI
FULL
15
.6
PREM
MED
***
45
45
49
* * *
CHI
FALL
12
8
70
1605
NBHD
HI
°APT
9
.4
REG
MED
***
45
45
45
* **
NYC
FALL
12
1
70
1152
NBHD
HI
FULL
11
.4
PREM
MED
***
49
51
49
***
NYC
FALL
12
1
70
1207
NBHD
HI
PART
7
.0
UNLD
MED
***
50
51
51
***
NYC
FALL
12
1
70
1220
NBHD
HI
PART
5
.0
UNLD
MED
***
50
52
52
***
NYC
FALL
12
1
70
1228
NBHD
HI
PART
4
.6
PREM
***
***
49
55
51
* **
NYC
FALL
12
1
70
1225
NBHD
HI
full
21
.3
PREM
***
***
52
51
49
** *
NYC
FALL
12
1
70
1317
NBHD
HI
FULL
19
. 1
PREM
***
***
51
52
49
***
NYC
FALL
12
1
70
1328
NBHD
HI
FULL
8
.6
REG
***
***
52
50
49
* * *
NYC
FALL
12
1
70
1423
NBHD
HI
FULL
12
.7
UNLD
HI
***
49
51
51
***
NYC
FALL
12
1
70
1540
NBHD
HI
FULL
7
.5
REG
HI
***
49
5 1
49
***
NYC
FALL
12
1
70
1616
NBHD
HI
FULL
10
.9
REG
"1ED
***
48
51
51
**#
NYC
FALL
12
1
70
1635
NBHD
HI
FULL
13
.8
REG
HI
***
47
5 1
51
* * *
NYC
FALL
12
1
70
1710
NBHD
HI
PART
7
.5
REG
HI
** *
45
49
50
***
NYC
FALL
12
1
70
1711
NBHD
HI
PART
4
.8
REG
HI
***
45
45
46
***
NYC
FALL
12
1
70
1734
NBHD
HI
PART
8
.3
REG
HI
***
45
51
52
* **
NYC
FALL
12
1
70
1745
NBHD
HI
PART
4
.3
PREM
HI
***
45
46
47
***
NYC
FALL
12
2
70
1138
NBHD
HI
FULL
4
.7
UNLD
HI
** *
60
60
62
* * *
NYC
FALL
12
2
70
121 2
NBHD
HI
FULL
4
.6
PREM
HI
***
62
58
59
* * *
NYC
FALL
12
2
70
1230
NBHD
HI
FULL
5
.8
UNLD
MED
***
64
59
61
* * *
NYC
FALL
12
2
70
1245
NBHD
HI
FULL
10
.0
REG
HI
***
64
53
58
* * *
NYC
FALL
12
2
70
1303
NBHD
HI
FULL
11
.5
PREM
HI
***
65
55
58
* * *
NYC
FALL
12
2
70
1620
NBHD
HI
FULL
19
.6
REG
HI
***
64
53
54
***
NYC
FALL
12
2
70
1626
NBHD
HI
FULL
17
.8
REG
HI
***
64
53
55
***
NYC
FALL
12
2
70
1637
NBHD
HI
FULL
10
.9
PREM
MED
***
62
54
66
* * *
C/J
P
KJ
00
•C-
o
vo
•Vj
ho
"1
I
ls>
NOTF, • ***• MEANS NO DATA
-------
TABLE F - 1. (CONTINUED) FIELD S'J^VFY TEMPERATURE DAT ^ M
P
N>
SERVICE
** REFUELING OP
ER AT I ON ***
TEMP
DEG F
TIM
****
DATE
***
STATION
*****
****************
*****
************* *
UETiri.
*************
*******
GAL
FUEL
DISP
SOLAP
DI SP
DISPL
FILL
CITY
SEASON
f*0
DY
YR
HOUR
LOC
VOL
FILL
OISP
GRADE
RATE
RAD
AMB
FUEL
VAPOR
MJ ,\|
NYC
FALL
12
2
70
1720
NBHD
HI
FULL
8.5
UNLD
HI
***
59
53
55
***
NYC
FALL
12
2
70
1738
N8HD
HI
FULL
7,0
UNLD
HI
***
58
52
56
***
NYC
FALL
12
2
70
1746
NBHD
HI
FULL
18.9
PREM
MED
***
58
51
56
***
NYC
FALL
12
2
70
1827
NBHD
HI
FULL
20.9
PREM
HI
* **
56
51
61
* **
NYC
FALL
12
2
70
1848
NBHD
HI
FULL
13.3
REG
HI
***
55
54
55
***
NYC
FALL
12
2
70
1825
NBHD
HI
FULL
18.2
PRE"
MED
***
55
51
56
***
ATL
FALL
12
13
70
0940
FRWY
HI
FULL
11.6
PREM
HI
***
44
54
47
** *
ATL
FALL
12
13
70
1001
FRWY
HI
PART
12.2
PREM
MED
***
44
56
53
***
ATL
FALL
12
13
70
1135
FRWY
HI
PART
8.5
PREM
HI
***
46
56
52
***
ATL
FALL
12
13
70
1145
FRWY
HI
PART
2.7
REG
HI
*•*
46
55
57
***
ATL
FALL
12
13
70
1155
FRWY
HI
FULL
14.9
REG
HI
***
46
58
58
***
ATL
FALL
12
13
70
1220
FRWY
HI
PART
5.4
REG
HI
***
48
56
58
***
ATL
FALL
12
13
70
1230
FRWY
HI
PART
12.3
PREM
HI
***
47
55
53
***
ATL
FALL
12
13
70
1300
FRWY
HI
PART
4.9
PREM
MED
***
47
55
54
***
ATL
FALL
12
14
70
1255
FRWY
HI
PART
12.2
PREM
HI
##*
50
54
56
***
ATL
FALL
12
14
70
1352
FRWY
HI
DART
4.9
PREM
HI
***
52
56
57
* **
ATL
FALL
12
14
70
1500
FRWY
HI
FULL
19.0
REG
HI
***
52
56
57
***
ATL
FALL
12
15
70
1015
FRWY
HI
FULL
14.8
UNLD
MED
***
42
46
43
***
ATL
FALL
12
15
70
1017
FRWY
HI
full
9.5
REG
MED
*»*
42
53
48
***
ATL
FALL
12
15
70
1045
FRWY
HI
PART
7.4
PREM
HI
***
44
50
50
***
ATL
FALL
12
15
70
1035
FRWY
HI
PART
2.8
REG
HI
***
47
49
47
* * *
ATL
FALL
12
15
70
1155
FRWY
HI
FULL
17.6
PREM
HI
***
47
54
47
***
ATL
FALL
12
15
70
1215
FRWY
HI
FULL
16.0
REG
HI
***
48
55
54
***
ATL
FALL
12
15
70
1220
FRWY
HI
PART
2.8
REG
HI
***
48
55
53
***
ATL
FALL
12
15
70
1225
FRWY
HI
FULL
8.3
PREM
MED
***
48
54
51
***
ATL
FALL
12
15
70
1307
FRWY
HI
FULL
8.9
PREM
MED
***
48
52
51
***
ATL
FALL
12
15
70
1317
FRWY
HI
FULL
13.0
REG
HI
***
48
67
58
* **
ATL
FALL
12
15
70
1321
FRWY
HI
FULL
8.2
REG
HI
***
48
57
53
** *
NOTE » • ***• MEANS
NO DATA
------- |