HIGH ALTITUDE VEHICULAR EMISSION CONTROL PROGRAM
VOLUME VIII. PILOT TRAINING PROGRAM
RESULTS FOR MOTOR VEHICLE
EMISSION CONTROL
PREPARED FOR:
STATE OF COLORADO
DEPARTMENT OF HEALTH
DENVER, COLORADO 80220
ENVIRONMENTAL PROTECTION AGENCY
REGION VIII
DENVER, COLORADO 80203
csu
/COLORADO
STAT E
UNIVERSITY
ATL
/automotive
TESTING
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HIGH ALTITUDE VEHICULAR EMISSION CONTROL PROGRAM ^
VOLUME VIII. PILOT TRAINING PROGRAM
RESULTS FOR MOTOR VEHICLE
EMISSION CONTROL
PREPARED FOR:
STATE OF COLORADO
DEPARTMENT OF HEALTH
DENVER, COLORADO 80220
csu
/COLORADO
STATE
UNIVERSITY
ENVIRONMENTAL PROTECTION AGENCY
REGION VIII
DENVER, COLORADO 80203
/AUTOMOTIVE
TESTING
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DISCLAIMER
This report was prepared for the State of Colorado Department of
Health by the Industrial Sciences Department at Colorado State University
under contract number C-290-760 and contract number 99-3-0002-021-01A
from the Region VIII Environmental Protection Agency.
The conclusions, opinions and findings are those of the project
team members and not necessarily those of the sponsoring agencies.
Mention of company or product names does not constitute endorsement
by the project team members, the Environmental Protection Agency, or
the State of Colorado.
The results and conclusions presented are based on data gathered
by Automotive Testing Laboratory and by pilot programs conducted by
the Industrial Sciences Department at Colorado State University.
The limited number of people involved in the pilot programs could
have a significant impact on the conclusions and recommendations.
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PREFACE
This report, "High Altitude Vehicular Emission Control Program,"
consists of eight volumes. Listed in the following are the subtitles
given for each volume:
* Volume I - Executive Summary, Final Report, January,
1974.
* Volume II - Experimental Characterization of Idle In-
spection, Exhaust Control Retrofit and Mandatory Engine
Maintenance, Final Report, December, 1973.
* Volume III - Impact of Altitude on Vehicular Exhaust
Emissions, December, 1973.
* Volume IV - Analysis of Experimental Results, Final
Report, December, 1973.
* Volume V - Development of Techniques, Criteria and
Standards to Implement a Vehicle Inspection, Main-
tenance and Modification Program, Final Report,
December, 1973.
* Volume VI - The Data Base, Final Report, January,
1974.
* Volume VII - Experimental Characterization of Vehicular
Emission and Engine Deterioration, Final Report, June,
1974.
* Volume VIII - Pilot Training Program Results for
Motor Vehicle Emissions Control, Final Report, March,
1974.
The first volume summarizes the general objectives, approach and
results of the study. The second volume presents a detailed description
of the experimental programs conducted to define the data base. Volume
III reports the methods and analysis used in developing the basic rela-
tionships between mass emissions and altitude. A quantitative analysis
of the results from the experimental program is presented in Volume IV.
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The fifth volume provides an analysis of the techniques and criteria
required in establishing a vehicle emission control program for the
Denver area. The actual data base developed from the experimental
program is given in Volume VI. Volume VII reports the results of the
six month deterioration program. Lastly, Volume VIII reports the re-
sults of pilot training programs for inspectors, state investigators
and repairmen.
The work presented herein is in part the product of a joint effort
by several consulting firms. Automotive Testing Laboratories (ATL) was
responsible for the design and implementation of the basic experiments.
TRW provided the data management and analysis of the experimental re-
sults. Olson Laboratories evaluated the feasibility of conducting an
emission control program for the Denver area. Colorado State Univer-
sity conducted pilot training programs to evaluate the training needs
for the automotive emission control.
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ACKNOWLEDGEMENTS
The Industrial Sciences Department at Colorado State University
would like to acknowledge the efforts extended by the Colorado Depart-
ment of Health and the Environmental Protection Agency, Region VIII.
In particular, the contributions of Messrs. Don Sorrels, Robert Taylor
and Steve Haines of the Colorado State Department of Health were of
great help.
Additionally, the Industrial Sciences Department wishes to ac-
knowledge the Automotive Testing Laboratory for its assistance and also
the many participants in the pilot training programs that were conducted.
A special thanks must be extended to Mr. Douglas Graham and Mr.
Brian Her for their great effort and excellent teaching.
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TABLE OF CONTENTS
Page
1.0 CONCLUSIONS AND RECOMMENDATIONS ................ 1
2.0 PROJECT OBJECTIVES . . ./. .... . "V . v .. . .v~r 3
3.0 INTRODUCTION ... . . .......... . . . . •. 4'
4.0 PILOT TRAINING PROGRAM FOR AUTOMOTIVE EMISSIONS CONTROL . . . 7
5.0 ANALYSIS OF RESULTS H
APPENDICES . ......... • • • • « « • ...••• • •. 36
Appendix A: Project Investigators and Team Members I 36
Appendix B: Outline Followed Under Contract #C-290-760 . . . 37
Appendix C: Time Schedule . ... . . . ..... . . . 38
Appendix D: Proposal for Educational Training Program
on Motor Vehicle Emission Control .... 39
Appendix E: Factors to be Considered in Establishing
Statewide Motor Vehicle Emissions Control Program ...... 46
Appendix F: State of the Art ..... ... 48
Appendix G: Strategies Investigated by Automotive Testing
Laboratories, Inc 50
Appendix H: Instructional Outline for Motor Vehicle Emissions
Control Inspectors ,58
Appendix I: Instructional Outline for Motor Vehicle
Emissions Control - State Investigators ..... 60
Appendix J: Instructional Outline for Motor Vehicle
Emissions Control - Repairmen .63
Appendix K: Secondary and Post-Secondary Schools in 1
the State of Colorado with Potential Facilities for
Conducting Automotive Emissions Control Program 66
Appendix L: Text and Instructional Materials 7.0 _
Appendix M: Pre-Test for Program Participants r-"."... . 7r
Appendix N: Post-Test for Program Participants . . . . . . . 75
Appendix 0: Components Used in Program 79
Appendix P: Equipment Utilized in Program . t~.~ 80
Appendix Q: Senate Bill 393 'rrrTT";~7~TTTTT7";"7~r 81""
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LIST OF TABLES
Table Page
1. Basic Information on Individuals Concerning Age,
Experience and Education 14
2. Pre-Test on General Engine Information 15
3. Pre-Test on Ignition System . . 16
4. Pre-Test on Carburetion System 18
5. Pre-Test on Components in Emissions System 21
6. Pre-Test on Basic Testing Instruments 22
7. Summary of Pre-Test Results 23
8. Information Concerning Relationship of Age, Experience,
Formal Schooling and Number of Incorrect Responses to
Twenty-Five Questions 24
9. Post-Test on General Engine Information 26
10. Post-Test on Carburetion and Ignition System 27
11. Post-Test on Components of Emissions System 28
12. Post-Test on Testing Instruments 29
13. Post-Test on Inspection Procedures and Simulated State
Handbook 31
14. Summary of Post-Test Results . T . . 32
15. Results From Pre-Test and Post-Test Concerning Personal
Data and Number of Incorrect Responses to Questions ... 35
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1.0 CONCLUSIONS AND RECOMMENDATIONS
The conclusions and recommendations presented herein highlight the
findings from the six (6) hour instructional program conducted for in-
spectors and state investigators in the pilot program on emission control.
CONCLUSIONS
lc Evaluation of the tests and observation of the class
by the instructors indicate.that six hours of instruc-
tion was not enough time to provide the needed infor-
mation for the inspectors or the state investigators.
2. State regulatory laws and guidelines are needed to
give guidance to the automotive emissions program.
Inspectors and investigators are rather reluctant to
attend classes where the information received may not
be used.
3. A certification program needs to be implemented to
insure the quality of the inspectors and investigators.
4o Test sites and equipment will be required to train
the existing and future inspectors and investigators.
5. With the proper equipment and enough training sites,
an effective automotive emissions control program
can be established for the State of Colorado.
RECOMMENDATIONS
h Instructional time be extended from six (6) hours to
nine (9) hours for the inspectors and investigators.
It is recommended that the additional three hours be
used for better understanding of the test equipment
and procedures used in the laboratory.
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2. A state handbook be developed that would cover the
laws and give the guidelines for the automotive emissions
control program for Colorado.
3. A state certification program be established whereby
an inspector or investigator could take appropriate
tests to validate his competency in the area of auto
emissions control and be awarded a certificate signi-
fying this competency.
4. Appropriate training sites be established at strategic
locations. These training sites would operate to train
the existing inspectors and investigators and provide
periodic classes to upgrade various personnel involved
with the implementation of the emissions control program.
5. A larger sampling of inspectors (approximately 300) from
safety inspection stations in the DAQCR be randomly se-
lected and taught the proposed nine (9) hour instruc-
tional program. All pertinent data would be tabulated
on these individuals to test and validate the proposed
program content.
6. All state investigators (approximately 30-35) be en-
couraged to attend the recommended program of nine (9)
hours of instruction. Data would be compiled to test
and validate the proposed program content for these
investigators.
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2.0 PROJECT OBJECTIVES
1„ Investigation of training programs for state investigators, inspectors
and motor vehicle repairmen.
2. Develop and conduct pilot training programs and measure the effec-
tiveness of such programs for state investigators and inspectors.
3. Develop orientation and basic maintenance procedures on air pollu-
tion control systems installed by manufacturers.
4„ Conduct a pilot training program for state investigators and in-
spectors.
5. Prepare and submit to the Colorado State Department of Health, on
completion of pilot training programs, a written final report
setting forth the cost of such programs and the effectiveness
thereof, and prescribing the conclusions and recommendations re-
sultant from having conducted the training program and completed
the training requirements pursuant to enacted Senate Bill No. 393.
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3.0 INTRODUCTION
This is the final report on the Pilot Training Program for inspec-
tors and state investigators on motor vehicle emissions control. It is
Volume VIII of the High Altitude Vehicular Emissions Control Program.
The overall objective of the total program was to examine the feasi-
bility of implementing several vehicular emissions control alternatives
in the Denver AQCR. Both the achievable exhaust emissions reductions
and associated control costs were used in the feasibility assessments.
This volume provides information on how the State of Colorado
might establish a training program for state investigators and inspec-
tors with some suggestions on a certification program for all personnel
involved in inspection, service and maintenance pertaining to emission
control systems.
In order to implement an effective and efficient program on motor
vehicle emissions control, it is necessary to: (1) identify the needs;
(2) develop a delivery system consisting of the appropriate component
parts; (3) produce and test adequate instructional materials; and
(4) educate and train personnel involved in carrying out the total pro-
gram.
In line with these requirements, the Department of Industrial Sci-
ences at Colorado State University, under contract with the Colorado
State Department of Health, developed and implemented a pilot training
program on motor vehicle emissions control for fifteen (15) inspectors
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and six (6) state investigators.
In addition, a pilot training program for emission control repairmen
is being conducted by the Department of Industrial Sciences under con-
tract with Region VIII of the Environmental Protection Agency.
The following procedures were followed in the development, teaching
and evaluation of the pilot program:
1. Reviewed service and maintenance requirements for the
motor vehicle emissions control for state investigators,
inspectors and repairmen.
2. Reviewed "State of the Art" in Colorado concerning
service stations, equipment and personnel as it relates
to vehicle emissions control.
3. Reviewed data collected by Automotive Testing Labora-
tories, Inc. concerning the field test of idle test
emissions on randomly selected automobiles.
4. Reviewed instructional materials now available con-
cerning motor vehicle emissions control.
5. Compiled results of these reviews and analyzed the
implications for needed instructional materials and
programs on motor vehicle emissions control.
6. Compiled and developed instructional materials to
be used in conducting pilot training program for
state investigators and inspectors.
7. Conducted pilot training programs for six (6) state
investigators and fifteen (15) inspectors.
8. Reviewed results of these pilot training programs.
9. Revised instructional program as needed in terms
of findings from pilot programs.
It should be noted that interim reports on the pilot program for
training (114) repairmen on vehicle emissions control for the Manpower
Division, E.P.A., Region VIII are being filed with the Regional VIII
Office in Denver and a final report on this project will be available
August 31, 1974.
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As outlined in (Appendix D), a complete "Delivery System on Motor
Vehicle Emissions Control for Colorado" has been submitted to the Air
Pollution Control Division for consideration.
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4.0 PILOT TRAINING PROGRAM FOR AUTOMOTIVE EMISSIONS CONTROL
PILOT PROGRAM FOR INSPECTORS AND STATE INVESTIGATORS
The pilot program was designed to fulfill the requirement in SB 393
(Appendix Q) which called for researching training methods and recommending
a training program for automotive emissions control for the State of
Colorado.
A course of study and instructional materials had to be developed in
order to implement the pilot training program. After researching the
various manuals and other materials, the Emissions Control Manual by
Gargano was selected as the text for the program. Mitchell Automotive
Manuals were used as reference books and technical materials from Ethyl
Corporation (Appendix L) were used for student notes. These materials
were organized and arranged in appropriate packets in preparation for
the first class in December, 1973.
Automotive Testing Laboratories, Inc. of Denver was contracted to
furnish a teaching site and help with the instruction. On December 11,
1973, fifteen inspectors met at the Automotive Testing Laboratories
training site. At first, there was confusion in the group as to the
purpose and intent of the program. Effort was made to inform the par-
ticipating inspectors of the intent of this pilot program and at the
conclusion of the session each inspector was displaying a strong desire
to acquire additional information.
On December 13, the class met for the second time and all students
were present. The final three hours were spent reviewing the basic in-
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formation presented and the students participated in some practical
testing on the automobile. This practical work consisted of testing
automobiles for HC-CO emissions and analyzing the results. Also, the
students filled out simulated reports similar to the ones which would
be used in an actual program.
At the close of the six (6) hour program, the students and instruc-
tors realized that six hours was not enough time to conduct an effective
class in automotive emissions control. After discussing the major parts
of the program, the instructors and students agreed that in order to have
a more comprehensive program for inspectors, an additional three (3)
hour session should be added to the program. The consensus of opinion
was for six (6) hours to be spent covering technical material on auto-
motive emissions control, state and federal laws, and testing equipment
and three (3) hours be spent on the practical application where a
variety of automobiles would be tested and the results "analyzed.
On January 10, 1974, six (6) state investigators from the Department
of Revenue met at the Automotive Testing Laboratories training site to
participate in the pilot training program for the investigators. A
group of fifteen (15) people were solicitated for this exercise but due to
the work load of the Revenue Department, only six (6) could be released to
attend the class. It was decided that instead of running two sessions
(3 hours each) at different times it would cause less confusion for the
Revenue Department if one day was set aside and the entire content of
the course presented in one session.
Information was given to the group concerning the possible laws and
requirements that might be involved in motor vehicle emissions control.
Considerable time was spent covering basic laws, consumer protection,
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equipment necessary for inspection, calibrating of inspection equipments
inspection procedures and related information. It was stressed that
throughout the program this was a pilot effort and that all the non-
technical information concerning possible regulations and requirements
was simulated.
The interest of this group was very low, perhaps due to the partici-
pants not knowing for sure what the program was all about. As the class
progressed, it became obvious that the interest of the group was in-
creasing. By the end of the session, a high degree of interest had been
generated and several of the participants indicated a desire to seek
additional information.
PILOT PROGRAM FOR REPAIRMEN
The pilot program being conducted for Region VIII of the Environmental
Protection Agency consists of training one hundred and fourteen (114)
veteran mechanics on automotive emissions control theory, maintenance and""
service. The class size started out on a smaller scale with the Industrial
Sciences Department agreeing to train sixty (60) mechanics but this figure
was revised to include one hundred and eighty (180) mechanics. The figure
was later amended to one hundred and thirty (130) mechanics. A total
of one hundred and forty-four (144) mechanics signed up to take the
emissions schooling; however, only one hundred and fourteen (114) are
regularly participating in the program.
In setting up and conducting these classes, several problems imme-
diately became clear. First, the interest was very low. Much effort was
needed to generate enough interest to encourage the mechanics to attend
the classes. The classes were conducted on Tuesday and Wednesday evenings
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an extra two (2) hours to give them a total of thirty-two (32) hours of
classroom preparation. The mechanics were then provided field experiences
through on-the-job-training (OJT). They discussed problems with a visiting
instructor for approximately four (4) hours each week for a total of one
hundred and twenty-eight (128) hours OJT time. The total time being
spent with each class is one hundred and sixty (160) hours.
Classes for the one hundred and fourteen (114) mechanics were con-
ducted at the Automotive Testing Laboratory in Denver, and each partici-
pant was assigned an appropriate outline for his field experience while
on the job.
In the beginning stages of the project, problems were encountered
due to the lack of sufficient equipment to conduct the classroom studies
and the OJT training. At least two (2) HC-CO analyzers were needed in
the classroom in addition to several additional units needed for the
OJT experience. An arrangement was made with Sun Electric Corporation
for the loan of several units to carry on the needed education and
training. Also, three (3) units were leased and purchased which solved
these problems.
Even with the help of Sun Electric Corp., the total equipment needs
are not adequate and equipment must be moved from garage to garage to
facilitate the OJT.
Overall, the pilot program for the mechanics is progressing in a
satisfactory manner and, as noted previously, a complete report will be
available on August 31, 1974.
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5.0 ANALYSIS OF RESULTS
This section contains the results from the six (6) hour pilot
training program for the inspectors and state investigators„ It should
be noted, the program was designed to apply and test an instructional
program on fifteen (15) individuals in each category. However, due to
the time conflict and excessive work loads for the state investigators,
the project team was only allowed to work with six (6) of the investi-
gators for one day. Due to such a small number and such a short period
of time, the team did not attempt to gather any data concerning a pre-
test and a post-test with these individuals. Instead, an attempt was
made to evaluate the overall effectiveness of the one day program for
these six (6) individuals and the observations are reflected in the
conclusions and recommendations section.
As materials were being designed for use in the pilot training
program, many sources were explored and numerous individuals, companies
and institutions were contacted concerning what training information
was available on motor vehicle emissions control. Also, input was
solicited as to the anticipated time which would be required to pro-
vide adequate instruction in a basic orientation program for inspectors
and investigators. The suggestions ranged from three (3) hours to fifteen
(15) hours with six (6) hours being the average. From these suggestions,
the decision was to conduct the pilot program for a six (6) hour period.
From all the various input, the following major areas were identified
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as being important as basic information in the background of an inspector
and/or investigator:
1. General engine knowledge
2. Ignition system
3. Carburetion system
4. Components in emissions system
5. Testing instruments
A sampling of questions was presented for each section in the pre-test
as reflected in Appendix M and these were administered to the fifteen
(15) inspectors selected for the pilot training program. The pre-test
was administered before the start of the six (6) hour program.
As noted, input was received and evaluated concerning the information
which should be the focus for the main thrust of the pilot program.
This information became the basis for the outline of content reflected
in Appendices H and I.
The outlines reflect emphasis in the general catagories of basic
engine knowledge, carburetion and ignition, components, testing instru-
ments, simulated state handbook, inspection procedures, data gathering
and recording procedures and general safety precautions. Therefore,
a post-test was designed (Appendix N) to reflect an evaluation on how the
participants had progressed in these general areas with the major emphasis
on the testing instruments and the inspection procedure and simulated
handbook sections. The post-test was administered at the conclusion
of the two three (3) hour sessions and the results are shown on the
following pages.
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Identified in the following tables is information on the fifteen (15)
inspectors as well as the results from the pre-test and post-test.
PRE-TEST RESULTS
Table 1 reveals that the age range for the fifteen (15) inspectors
was from 21 to 46 with an average age for the group of 29.8 years. The
number of years experience in the automotive tune-up and carburetion area
extended from a minimum of .25 to a maximum of 18 with an average of 7.4
years. Although several of the individuals had been involved in short
courses offered by the various automotive dealers and manufacturers, the
numbers of years of formal schooling ranged from 8 to 14 with an average
of 12.9 years.
Table 2 provides information on the results from the general engine
section of the pre-test. It reveals that several of the participants
gave incorrect answers to questions pertaining to this catagory. Of the A
sample questions used in this catagory, the overall range of incorrect
responses was from zero to 12.
Table 3 provides information on the questions pertaining to the
ignition system section. As revealed, with the exception of the one
question concerning spark plug missfire, several participants revealed
a lack of information in this area. The range of incorrect answers
was from 1 to 9.
Table 4 reveals that most of the participants possessed basic
knowledge about the carburetion system. _0f the 7~questionsljtili"zed~
in this area, the range of incorrect answers from all fifteen (15)
participants was 1 to 4.
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TABLE 1. BASIC INFORMATION ON INDIVIDUALS CONCERNING
AGE, EXPERIENCE AND EDUCATION
Individuals Participating
Age
Years of Exp.
in Tune-up &
Carburetion
Highest
Grade
of
Schooling
Individual A
46
18
14
Individual B
31
15
9
Individual C
32
14
12
Individual D
32
12
8
Individual E
27
10
14
Individual F
27
10
12
Individual G
28
8
12
Individual H
31
6
12
Individual I
37
5.5
12
Individual J
25
5
12
Individual K
30
4
12
Individual L
28
2
12
Individual M
26
1
13
Individual N
21
.5
14
Individual 0
27
.25
12
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TABLE 2. PRE-TEST ON GENERAL ENGINE INFORMATION
Questions Used
Incorrect Answers
by Individual
Total Incorrect
Answers
Black smoke from a vehicle tail pipe indicates the engine 1s
burning oil. (True or False)
None
0
You have worked on both a 1962 and a 1972 model car today.
After both owners left you discovered the radiator caps
got mixed up.
If you were concerned only with the danger of overheating,
which owner would you call back?
A. Owner of 1962 model
B. Owner of 1972 model
C. Neither owner because neither car would overheat
G, H, N, 0
4
You are driving in winter at 50 MPH. Suddenly, the heater
blows cool air and the engine bolls. The trouble is:
A. Radiator froze while you drove
B. Thermostat stuck while you drove
C. Water pump failed while you drove
A, D, E, F, G, Is
J, K, L, M, N, 0
12
Exhaust temperatures are hottest if:
A. Timing is advanced more than specs.
B. Set "right on" specs.
Co Retarded less than specs.
A, C, Es Fj G, H»
I
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TABLE 3. PRE-TEST ON IGNITION SYSTEM
cr>
Questions Used
Incorrect Answers
by Individual
Total Incorrect
Answers
Two owners with identical cars are going together on a trip. Owner A
is towing a 16' travel trailer. Owner B will tow nothing. Both engines
need vacuum diaphragm in their distributors but you only have one.
Considering only gas mileage so less combined fuel is burned by these
two cars on this trip. Which owner should get the new dis. diaphragm?
A. Owner towing trailer
B. Makes no difference
C. Owner not towing
E, 6, H, I, J, K,
L, M, 0
9
If ignition specs, are: Initial timing 5, total advance 25°, mechanical
advance 10 , how many degrees is vacuum advance?
A. 15°
B. 35°
C. 30°
A, G, K, L
4
You change the dwell on an engine from 30° to 26°. What effect does
this have on timing?
A. No change
B. Advances it
C. Retards it
E, G, K, L, N, 0
6
An engine with this firing order: "14283675" which cylinder besides
#1 will flash a timinglight so you can see the marks?
A. 8
B. 5
C. 3
A, E, G, K, L, M,
0
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TABLE 3. (Cont,,)
Questions Used
Incorrect Answers
by Individual
Total Incorrect
Answers
All domestic engines built since 1965 time the distributor on #1
cyl1nder.
A. True
B. False
A, B, F, H, I, L,
0
7
Spark plugs that miss-fire because of "Bridging" one or two days
after a tune-up are an indication of:
A. Owner's bad driving habits
B. Poor quality spark plugs
C. Heavy combustion chamber deposits
N
1
A vacuum brake failure will be noticed:
A. On a fully warm engine
B. On cold engine drive-away
C. When trying to start flooded cold engines
A, C, E, F, G, J,
M, N
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TABLE 4. PRE-TEST ON CARBURETION SYSTEM
Questions Used
Incorrect Answers
by Individual
Total Incorrect
Answers
An engine "diesels" or "runs on" after shut down. This is most often
caused by:
A. Overheated engine
B. Too lean
C. Idling too fast at shut down
0
1
A two barrel carburetor has a reasonably smooth idle. When you check
the mixture adjustment, using instruments, you could find:
A. One mixture needle too lean and one too rich
B. Both needles too rich
C. Both needles too lean
D. All of the above
H
1
Not enough "float drop" will cause trouble when:
A. Starting a warm engine
B. Idling a warm engine
C. Driving at high speed with wide open throttle
D. Cruising on level road at 25 MPH
A, K, N
3
A "dash pot" failure will be noticed:
A. On acceleration
B. On starting engine
C. On deceleration
N, 0
2
Replacing main jets with leaner ones may:
A. Raise gas mileage
B. Lower gas mileage
C. Mav do either of the above
E, K, N, 0
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TABLE 4. (Cont.)
l£>
Questions Used
Incorrect Answers
by Individual
Total Incorrect
Answers
You're cruising at 50 MPH on a level road. Your vacuum gauge reads
14". Which carburetor circuit is not operating?
A. Float circuit
B. High Speed circuit
C„ Power circuit
B, E, L
3
When manifold vacuum is 16" but venturi and spark port vacuum are
0", the engine is:
A. Stopped
B. Running at 2500 RPM 1n neutral
C. Idling
Ls N
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Table 5 provides information on the questions pertaining to the
components in an emissions system. As revealed, several of the parti-
cipants had trouble in this section with the range of incorrect answers
from the group being 5 to 9.
Table 6 provides information on questions from the section on
basic testing instruments. As noted, six of the participants gave in-
correct answers to 2^of the 3 questions in this section.
Table 7 reflects a summation of all questions answered incorrectly
by each of the participants. The spread of incorrect responses to
each of the twenty-five questions ranged from zero on question number
1 to 12 for question number 5.
Table 8 reveals data pertaining to each of the participants
concerning a relationship to age, years of experience in the tune-up
area, number of years of formal schooling and total number of incorrect
responses to the twenty-five questions on the pre-test. As noted in
this table, the range of incorrect responses to the questions was
from 1 (4 percent) to 13 (52 percent) with the average number of in-
correct responses for the group being 8 or (32 percent). The age and
experience of the individual did not necessarily correlate to the
number of incorrect responses on the pre-test. Individual A, the
oldest participant, at age 46 with 18 years of experience and 14 years
of formal schooling missed 10 questions (40 percent), while Individual N,
the youngest participant, at age 21, with only one-half of a year's
experience and 14 years of formal schooling missed 11 questions (44
percent).
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TABLE 5. PRE-TEST ON COMPONENTS IN EMISSIONS SYSTEM
Questions Used
Incorrect Answers
by Individual
Total Incorrect1
Answers
EGR is used to:
A. Reduce HC-CO
B. Reduce NOx
C. Reduce NOx and increase gas mileage
A, F, J, K, L, M
N, 0
8
CEC solenoids and idle stop solenoids both hold the throttle plates
slightly open. Which one is an emissions control?
A. CEC solenoid
B. Idle stop solenoid
A, G, H, K, 0
5
The owner knows he has: (a) one open plug wire, (b) a weak coil,
(c) high float level, (d) no vacuum advance in the distributor.
He will pay to fix only one of these troubles.
Which one would you fix if he only wants lower HC emissions?
A B C D
Which one would you fix if he only wants lower CO emissions?
A B C D
Which one would you fix if he can't start it cold?
A B C D
C, E, F, G, I, J,
K, N, 0
9
PCV valves are used to:
A. Control HC emissions
B. Ventilate the crankcase
C. Both of the above
A, E, F, G, M
-------
TABLE 6. PRE-TEST ON BASIC TESTING INSTRUMENTS
Questions Used
Incorrect Answers
by Individual
Total Incorrect
Answers
A running compression test is done with:
A. All the spark plugs out
B. All the spark plugs In
C. One spark plug out at a time
B, E, G, J, K, L
6
You suspect one flat lobe on the cam shaft. Which tests would you use.
A. Compression test
B. Cylinder leakage test
C. Cylinder balance test
M
1
A cranking vacuum test is done with:
A. All the spark plugs out
B. All the spark plugs in
C. One spark plug out at a time
B, F, G, H, K, M
-------
TABLE 7. SUMMARY OF PRE-TEST RESULTS
A]1 Questions Used Incorrect Answers by Participants
(See Appendix M)
Question #1
A
B
C
D
E
F
G
H
I
J
K
L
M
N
0
Question #2
X
Question #3
X
Question #4
X
X
X
X
Question #5
X
X
X
X
X
X
X
X
X
X
X
X
Question #6
X
X
X
X
X
X
X
X
Question #7
X
X
X
Question #8
X
X
X
X
X
X
X
X
X
Question i9
X
X
X
X
Question #iU
X
X
Question #11
X
X
X
X
X
X
Question fiz
X
X
X
X
X
X
X
Question #13
X
X
X
X
X
Question #14
X
X
X
X
Question #15
X
X
X
Question #16
X
X
X
X
X
X
X
Question #1/
X
Question #18
X
X
X
X
X
X
X
X
X
Question #19
X
X
X
X
X
X
Question #20
X
X
X
X
X
X
X
X
Question #21
X
X
Question #22
X
Question #23
X
X
X
X
X
X
Question #24
X
X
X
X
X
X
X
Question #2b
X
X
X
X
X
-------
TABLE 8. INFORMATION CONCERNING RELATIONSHIP OF AGE,
EXPERIENCE, FORMAL SCHOOLING AND NUMBER OF
INCORRECT RESPONSES TO TWENTY-FIVE QUESTIONS
Participants
Age
Years of Exp.
in Tune-up &
Carburetion
Highest
Grade
of
Schooling
Total Number
of
Questions Missed
Individual A
46
18
14
10
Individual B
31
15
9
4
Individual C
32
14
12
3
Individual D
32
12
8
1
Individual E
27
10
14
11
Individual F
27
10
12
8
Individual G
28
8
12
13
Individual H
31
6
12
7
Individual I
37
5.5
12
5
Individual J
25
5
12
6
Individual K
30
4
12
12
Individual L
28
2
12
9
Individual M
26
1
13
8
Individual N
21
.5
14
11
Individual 0
27
.25
12
13
-------
POST-TEST RESULTS
Presented 1n Tables 9-13 are data pertaining to the questions
identified for each division and the incorrect responses by individuals
on the major sections of:
To General engine knowledge
2. Carburetion and ignition
3. Components in emissions system
4. Testing instruments
5. Inspection procedure and simulated state handbook
As identified previously, the major sections of testing instruments,
inspection procedures and simulated state handbook were deemed most im-
portant; therefore, the content outline arid in turn the post-test
design were directed toward these sections.
Table 9 reflects content on the safety precautions to be observed
while inspecting a vehicle. The participants responded with a large
degree of accuracy in this area with only two participants failing
to respond appropriately.
Table 10 shows questions pertaining to the carburetion and igni-
tion systems on the vehicle. As revealed in the Table, only.l ques^"
tion created a problem for the participants. All participants answered
the other 4 questions in this section correctly. ^
Table 11 reveals the participants acquired the basic information
on the emissions system section with one question being answered in-
correctly by four individuals.
Table 12 reveals the responses of the individuals pertaining to
the testing instruments. With the exception of a couple questions, all
individuals performed in an appropriate manner in answering these ques-
tions on "meter readings for HC and CO."
-------
TABLE 9. POST-TEST ON GENERAL ENGINE INFORMATION
Questions Used
Incorrect Answers
by Individuals
Total Incorrect
Answers
You inspect a 1972 Rambler and find it has a 1970 engine in it.
There is no Carbon Canister in the evaporation control system.
You would "pass" this vehicle:
A. True
B. False
A
1
List five safety precautions to be observed while inspecting the
vehicle:
A.
B.
C.
D.
E.
J, K
-------
TABLE 10. POST-TEST ON CARBURETION AND IGNITION SYSTEM
Questions Used
Incorrect Answers
by Individuals
Total Incorrect
Answers
A 1970 Bulck should be "failed" 1f 1t has no:
A. E6R valve
B. PCV valve
C. A.I.R. pump
NONE
NONE
Vehicles can be "failed" with the HC-CO readings well below the
state standard if:
A„ the engine is very noisy and leaks oil
B. the glass packed mufflers are very loud
C. the exhaust manifold 1s cracked
NONE
NONE
Operating temperature of an engine is considered to be normal when:
A. the block thermostat opens
B. the automatic choke opens
C. the "cold" light goes out
D. the air cleaner heat door opens
NONE
NONE
What two operating modes are checked when performing an emissions
inspection?
A.
B.
A, E, G, K, N
-------
TABLE 11. POST-TEST ON COMPONENTS OF EMISSIONS SYSTEM
Questions Used
Incorrect Answers
by Individuals
Total Incorrect
Answers
The TVS (Thermostatic Vacuum Switch) when used on a General Motors
engine is located in the:
A. Exhaust manifold
B. Engine cooling system
C. Canister evaporation system
N
1
On a retest of an "emissions failed vehicle:"
A. Inspect all emissions items
B. Retest HC-CO
C. Inspect only emissions Items that were failed
F, H, L, 0
4
What could you do while the vehicle is warming up to operating
temperature in preparation for emissions inspection?
F, J
-------
TABLE 12. POST-TEST ON TESTING INSTRUMENTS
Questions Used
Incorrect Answers
by Individuals
Total Incorrect
Answers
Read meters for HC and CO (see ADDendlx N, Question_#7,. pages 76 & 78)
A, B, E, H
4
Read meters for HC and CO (see Appendix N, Question #8, page 76 & 78)
NONE
NONE
Read meters for HC and CO (see Appendix N, Question #9, page 76 & 78)
A, D, E, F, 6, H
K, L, N
9
Read meters for HC and CO (see Appendix N, Question #10, page 76 & 78)
NONE
NONE
Read meters for HC and CO (see Appendix N, Question #11, page 76 & 78)
D
1
Read meters for HC and CO (see Appendix N, Question #12, page 76 & 78)
D, K
2
Read meters for HC and CO (see Appendix N, Question #13, page 76 & 78)
NONE
NONE
Read meters for HC and CO (see Appendix N, Question #14, page 76)
NONE
NONE
Read meters for HC and CO (see Appendix N, Question #15, page 76)
NONE
NONE
Read meters for HC and CO (see Appendix N, Question #16,,page 76)
NONE
-------
Table 13 reflects the material on questions pertaining to inspec-
tion procedures and simulated state handbook. All participants revealed
a good understanding of this section of instruction. One question was
answered correctly by all participants and only 1 incorrect response
was given to each of the other questions.
Table 14 presents a summation of the twenty-three questions and the
incorrect responses by each individual. The range was from none in-
correct to a maximum of 4 questions answered incorrectly with an
average for the group of 2.3 for 10 percent.
SUMMARY OF PRE-TEST AND POST-TEST RESULTS
A pre-test was administered to the fifteen (15) inspectors at the start
of the instructional program and a post-test was administered at the
conclusion. Each test centered on a brief sampling of content drawn
from the general areas of:
1. General engine knowledge
2. Ignition and carburetion systems
3. Components in emissions system
4. Testing instruments
5. Inspection procedure and simulated state handbooks
The pre-test attempted to sample the overall knowledge of the indi-
viduals. This in turn, was used as a guide in modifying course content.
The post-test attempted to sample the individual's comprehension of the
major areas of testing instruments, inspection procedures and the simulated
state handbook.
-------
TABLE 13. POST-TEST ON INSPECTION PROCEDURES AND SIMULATED STATE HANDBOOK
Questions Used
Incorrect Answers
by Individuals
Total Incorrect
Answers
Give the requirements to become a state inspector.
I
1
What Senate Bill has caused the Initiation of this project?
A. 939
B. 393
C. 353
D. 383
NONE
NONE
What adjustments or repairs may be charged for while making the
emissions inspection?
M
1
Using the materials at hand 1n your Inspection station you are not
able to find the answer to your problem. What would you do?
M
-------
TABLE 14. SUMMARY OF POST-TEST RESULTS
All Questions Used
(see Appendix N)
Question #1
Incorrect Answers by Participants
A
B
C
D
E
F
G
H
I
J
K
L
M
N
0
X
Question #2
Question #3
X
Question #4
Question #5
Question #6
X
X
X
X
Question #7
X
X
X
X
Question #8
Question #y
X
X
X
X
X
X
X
X
X
Question #10
Question #11
X
Question #12
X
X
Question #13
Question #14
Question #15
Question #16
Question #17
X
Question #18
Question #19
X
X
X
X
X
Question #20
X
X
Question #21
X
X
Question #22
X
Question #23
X
-------
As revealed in pre-test tables, several of the individuals relected
a lack of knowledge in the basic, identified areas. This warranted a
revamping of the time allotment to provide additional content.
On the post-test tables, the participants responded to questions
from the selected areas with more accuracy than on the pre-test. As
noted, the time allocation was directed toward a review of basic con-
cepts and centered on testing instruments and inspection procedures.
Table 15 reveals a range of incorrect responses from the indi-
viduals on the pre-test of 1 to 13 (4 to 52 percent) with an average
of 8.Lfor the group (32.2 percent). On the post-test, the range of
incorrect responses by the individuals ranged from zero to 4 (0 to
17 percent) with an average of 2.3 for the group (10 percent).
As noted previously, it was not possible with such a small sampling
to make any correlation between age, experience, years of schooling
and results on the pre-test and post-test. A few observations can be
noted however. The overall decrease in the average number of incorrect
responses and percentages by the group between the pre-test and post-
test on the major sections identified (from 8.1 to 2.3 questions and
32.2 to 10 percent) reveals good progress by the individuals during the
six (6) hours of instructions.
From reviewing the results of the pre-test and post-test and from
general input from the participants, the following recommendations are
presented:
1. Instructional time be extended from six (6) hours to
nine (9) hours for the inspectors and investigators.
It 1s reconmended that the additional three hours be
used for better understanding of the test equipment
and procedures used in the laboratory.
-------
2. A state handbook be developed that would Gover the
laws and give the guidelines for the automotive emissions
control program for Colorado.
3. A state certification program be established whereby
an inspector or investigator could take appropriate
tests to validate his competency in the area of auto
emissions control and be awarded a certificate signi-
fy i ng this competency.
4. Appropriate training sites be established at strategic
locations. These training sites would operate to train
the existing inspectors and investigators and provide
periodic classes to upgrade various personnel involved
with the implementation of the emissions control program.
5. A larger sampling of inspectors (approximately 300) from
safety inspection stations in the DAQCR be randomly se-
lected and taught the proposed nine (9) hour instruc-
tional program. All pertinent data would be tabulated
on these individuals to test and validate the proposed
program content.
6. All state investigators (approximately 30-35) be en-
couraged to attend the recommended program of nine (9)
hours of instruction. Data would be compiled to test
and validate the proposed program content for these
investigators.
-------
TABLE 15. RESULTS FROM PRE-TEST AND POST-TEST CONCERNING
PERSONAL DATA AND NUMBER OF INCORRECT RESPONSES
TO QUESTIONS
~
Participants
Age
Years of Exp.
in Tune-up &
Carburetion
Highest Grade
of Schooling
Number of In-
correct Responses
on Pre-Test 25
Questions
Number of In
correct Re-
sponses on
Post-Test 23
Questions
Individual A
46
18
14
10
4
Individual B
31
15
9
4
1
Individual C
32
14
12
3
0
Individual D
32
12
8
1
3
Individual E
27
10
14
11
3
Individual F
27
10
12
8
3
Individual 6
28
8
12
13
2
Individual H
31
6
12
7
3
Individual I
37
5.5
12
5
1
Individual J
25
5
12
6
2
Individual K
30
4
12
12
2
Individual L
28
2
12
9
2
Individual M
26
1
13
8
2
Individual N
21
.5
14
11
3
Individual 0
27
.25
12
13
1
-------
APPENDIX A
PROJECT INVESTIGATORS AND TEAM MEMBERS
B. D. Hayes, Professor and Head
Department of Industrial Sciences
Colorado State University
Fort Collins, Colorado
B. D. Lee, Associate Professor
Automotive Coordinator
Department of Industrial Sciences
Colorado State University
Fort Collins, Colorado
Brian Her, Instructor
Automotive Area
Department of Industrial Sciences
Colorado State University
Fort Collins, Colorado
Doug Graham, Instructor
OJT Coordinator
Automotive Testing Laboratories, Inc.
Denver, Colorado
-------
APPENDIX B
OUTLINE FOLLOWED UNDER CONTRACT #C-290-760
I. An Investigation was conducted concerning:
1. The training requirements of the state investigators and
inspectors on the orientation and basic maintenance of the
motor vehicle emissions control systems.
2. The "State of the Art" in Colorado on service stations,
inspectors and repairmen!
3. Summary and conclusions of data compiled and analyzed by
Automotive Testing Laboratories, Inc. on field tests of
selected automobiles on emissions control.
4. Instructional materials available from other sources on
motor vehicle emissions control.
II. Instructional materials were developed for a six (6) hour pilot
training program for state investigators and inspectors.
III. Fifteen (15) inspectors were selected fromthe Denver metropol-
itan area to attend the six (6) hour pilot training program at
Automotive Testing Laboratories, Inc. on December 11-13, 1973.
IV. Six (6) state investigators attended a six (6) hour pilot training
program at Automotive Testing Laboratories, Inc. on January 10,
1974. / ... ; '
-------
APPENDIX C
TIME SCHEDULE
(Contract Period 11/1/73 - 3/1/74)
December 1, 1973: Contract #C-290-760
Interim report on progress of project.
December 11-13, 1973: Six (6) hour pilot training program for fifteen
(15) inspectors.
January 10, 1974: Six (6) hour pilot training program for six (6)
state investigators.
February 1, 1974: Preliminary report on the pilot training programs
for the inspectors and state investigators.
March 1, 1974: Final report on the six (6) state investigators
and fifteen (15) inspectors pilot training pro-
grams with recommendations for effectiveness and
cost estimates.
August 31, 1974: Final report to Region VIII Environmental Protec-
tion Agency on pilot training program for auto-
tive repairmen.
-------
APPENDIX D
PROPOSAL FOR EDUCATIONAL TRAINING PROGRAM
ON MOTOR VEHICLE EMISSIONS CONTROL
In order to implement an effective and efficient program on Motor
Vehicle Emissions Control, it is necessary to develop an instructional
delivery system consisting of the appropriate components including ade-
quate instructional materials and personnel. In line with such a re-
quirement, the Department of Industrial Sciences at Colorado State Uni-
versity, with support and guidance from the Colorado State Departments
of Health and Revenue, Colorado State Board of Community Colleges and
Occupational Education, Vocational-Technical Training Institutions in
Colorado, Department of Vocational Education at Colorado State University
and many other support facilities, including the Media Center at Colo-
rado State University, proposed the following system:
DELIVERY SYSTEM FOR
INSTRUCTIONAL PROGRAM ON MOTOR VEHICLE
EMISSION CONTROL FOR COLORADO
-------
Identifying the qualified automotive teachers in the Vocational and
Technical Training Institutions as being in a key position for imple-
menting the total delivery system concerning motor vehicle emissions
control instruction in Colorado, the initial steps in the program would
be to provide these teachers with the appropriate educational and training
background on motor vehicle emissions control, plus adequate materials
and equipment, so they can provide instruction for inspectors, repairmen,
and vocational and technical students throughout the state.
Since the educational program can be developed in stages to meet
the demands of the total state program of motor vehicle emissions con-
trol, and since the Denver Air Quality Control Region has been identi-
fied as the first step, the following proposals are presented for con-
sideration.
PROPOSAL A
Part I.
A. Develop instructional materials for teaching qualified
automotive teachers (those certified by the SBCCOE)
how to instruct and conduct programs on motor vehicle
emissions control for inspectors and repairmen.
B. Select twenty-five (25) automotive teachers from
the DAQCR to attend forty (40) hour instructional
program at Colorado State University in the summer
of 1974.
Part II.
A. Supply, necessary supplementary equipment to adequately
equip ten (10) vocational and technical institutions
with the testing equipment needed for the motor
vehicle emissions control instruction for inspec-
tors and repairmen (it should be noted that the ten
(10) sites would have to be approved by all agen-
cies involved).
B. Supply necessary supplementary instructional soft-
ware material for the ten (10) selected sites.
BUDGET
Part I.
Instructional Cost: $ 2950.00
Lead teacher - one man month in- $ 1750.00
eluding preparation of materials,
teaching and evaluation for twenty-
five (25) teachers.
Assistant teacher - Same as above 1200.00
-------
Office Supplies, Brochures, Telephones,
Mailing, etc.
$ 350.00
Instructional Materials, Collecting,
Compiling, Duplicating, Transpar-
encies, Tapes, Slides, etc. 500.00
Travel for Field Work 200.00
Secretarial and Clerical Assistance 300.00
Twenty-five (25) Teachers (participants) 6543.75
Tuition (two credits) ($75) x 25 = 1875.00
Reference manual ($30) x 25 = 750.00
State Handbook ($4) x 25 = 100.00
Text book ($3.75) x 25 = 93.75
Travel (200 @12*) (24) x 25 = 600.00
Per Diem (5 Days @$25) ($125) x 25 = 3125.00
Equipment to Supplement Existing Lab-
oratory Equipment on Campus at
Colorado State University 5125.00
Lease:
Four (4) HC-CO Analyzers for
two (2) weeks @$75. 525.00
Purchase *
One (1) HC-CO Analyzer 2200.00
Four (4) Timing lights @$60.50ea. 242.00
Four (4) OHM Meters @$86.00ea. 344.00
Four (4) Tachometer-Dwell Meters
@$124.00ea. 496.00
Four (4) Vacuum gauges @$61.00ea. 244.00
Four (4) Compression testers
@$15.00ea. 60.00
Four (4) Crank case vent gauges
@$3.50ea. 14.00
One (1) Oscilloscope @$1000 1000.00
Part II.
Supplementary Equipment for Ten (10) 42,787.50
Selected Training Sites
(only purchased if needed)
For Each Site: ($4,278.75)
Three (3) manuals (Mitchell or
equivalent)($30 ea.) 90.00
Five (5) State Handbooks ($4 ea.) 20.00
Five (5) Textbooks ($3.75 ea.) 18.75
One (1) complete instructional
packet of developed train-
ing materials on motor
vehicle emissions control
($250.00 ea.) 250.00
-------
One (1) HC-CO Analyzer ($2200 ea.)
Two (2) Timing lights ($60.50 ea.)
Two (2) OHM meters ($86 ea.)
Two (2) Tachometers-Dwell Meters
$ 2200.00
121.00
172.00
($124 ea.)
Two (2) Vacuum gauges ($61 ea.)
Two (2) Compression gauges ($15 ea.)
Two (2) Crank case vent gauges
248.00
122.00
30.00
($3.50 ea.)
One (1) Oscilloscope ($1000 ea.)
7.00
1000.00
PERA (wages & salaries
$3250 x 10.5%)
8% Indirect Cost
$58,756.25
341.25
4,727.80
TOTAL
$63,825.30
Teachers in each of these ten (10) selected sites, plus the poten-
tial of others from the remaining fifteen (15) teachers, would be able
to conduct instructional programs for inspectors from the fleet stations
in f-Y 1974-75. They would also be able to conduct similar sessions for
other inspectors and repairmen as programs are needed.
There are approximately fifty-seven to sixty (57-60) certified
automotive teachers in the DAQCR, located in thirty-three (33) approved
educational and training institutions! If Proposal A was expanded to
include all sixty (60) teachers, the following procedure could be fol-
1 owed:
Divide the remaining thirty-five (35) automotive teachers
into two (2) groups of seventeen-eighteen (17-18) and
conduct forty (40) hour instructional programs on the cam-
pus of Colorado State University during the summer of
1974.
The following budget is projected for these two groups:
Since the instructional materials would have been
developed with the original twenty-five (25)
teachers, only brief preparation, teaching and
final evaluations and revisions will be necessary
for the additional thirty-five (35) teachers.
PROPOSAL B
-------
Instructional Cost: $2950.00
Lead teacher - one man month $ 1750.00
for both forty (40) hour
programs
Assistant teacher - same as 1200.00
above
Office Supplies, telephone 400.00
mailing, etc.
Instructional materials, du- 200.00
piieating, transparencies,
tapes, slides, etc.
Secretarial and clerical 350.00
assistance
Thirty-five (35) teachers (participants) 9161.25
Tuition (two credits)($75 x 35) = 2625.00
Reference Manual ($30 x 35) = 1050.00
State Handbook ($4 x 35) = 140.00
Textbook ($3.75 x 35) = 131.25
Travel (200 @ 12*)($24 x 35) = 840.00
Per Diem (5 days 0 $25)($125 x 35)4375.00
SUBTOTAL $13,061.25
PERA (Wages & Salaries)
$3300 x 10.5%) 346.50
8% Indirect Cost 1,072.62
$14,480.37
It should be noted that no allowance has been considered concerning
cost for use of facilities in the vocational and technical institutions
willing to participate in conducting programs for inspectors and repair-
men. Also, no salary for the teachers who will be conducting the train-
ing sessions for inspectors and repairmen has been considered in these
budgets.
-------
PROPOSAL C
Since the key to an effective and efficient system on motor vehicle
emissions control will be the development of certification and the ini-
tial implementation of the early phases of the program during FY 1974-75,
the following proposal is submitted to help develop certification re-
quirements and implementation under the direction of the State Department
of Health and other appropriate State agencies.
One full-time position from July 1, 1974 to July 1, 1975 to:
1. Develop and field test appropriate materials.
2. Consult with teachers, inspectors, investi-
gators and repairmen in the field.
3. Conduct seminars for selected groups on "What
is happening on motor vehicle emissions control."
4. Collect and analyze appropriate data from the
training sessions being conducted at the selected
training sites.
5. Field test programs being developed on certi-
fication.
6. Finalize all results and recomnend certifica-
tion procedures to the appropriate State agencies.
BUDGET
Instructional Cost:
12 person months
6 person months
$21,600.00
$18,000.00
3,600.00
Office Supplies, telephone, dupli-
cating, etc.
Travel (12,000 @ 12<£)
1,500.00
1,440.00
Sub-total
$24,540.00
PERA (Wages & 2,268.00
Salaries)
2268 x 10.5%
8% Indirect Cost 2,144.64
$28,952.64
-------
SUMMARY OF PROPOSALS
Proposal A:
Part I: To develop training and educational
materials and teach a forty (40) hour pro-
gram for twenty-five (25) automotive teachers
from the DAQCR on the Colorado State Uni-
versity campus in the summer of 1974 on
motor vehicle emissions control.
Sub-total $15,968.75
Part II: Furnish motor vehicle emissions con-
trol equipment in ten (10) approved sites
in the DAQCR (Cost of approximately
$4,278.75 for each site).
Sub-total 42,787.50
PERA (Wages & Salaries) 341.25
8% Indirect Cost 4,727.80
TOTAL $63,825.30
Proposal B:
To provide education and training for two (2)
groups (approximately thirty-five)(35) of
automotive teachers in the DAQCR on the
Colorado State University campus during
the summer of 1974.
TOTAL $14,480.37
Proposal C:
To provide for full-time position to:
develop certification requirements;
work with teachers, inspectors, inves-
tigators and repairmen in the field;
and make final recommendations for im-
plementation of certification and
educational program.
TOTAL $28,952.64
-------
APPENDIX E
FACTORS TO BE CONSIDERED IN ESTABLISHING STATEWIDE
MOTOR VEHICLE EMISSIONS CONTROL PROGRAM
1. Should the safety inspection and the emissions inspection be carried
on at the same facility and time or should they be two separate
entities?
2. Who should bear the cost of up-grading the inspection station with
the required equipment, training and certification of the motor
vehicle emissions control repairman?
3. Consideration of cost to the state and the individual garage and
automobile owner.
4. Should the inspection rate be increased a proportional amount to
the investment in equipment between safety and emission inspec-
tion or should a time factor for inspection be considered as the
determining factor?
5. Length of time required for the garage owner to retrieve his ini-
tial investment for equipment via the inspection charge.
6. Should mechanics be certified only after completion of an approved
training program or should there only be a test for certification
with no class requirement?
7. Consideration of the public and the mechanic in the trade of the
acceptance of this type of a program.
8. Criteria used to select teachers where approved vocational instruc-
tors are not available to present the program.
9. What criteria should be used to determine the location of the area
training centers, times and dates of classes?
10. Should programs and specifications vary in different areas of the
state, depending on population, elevation, etc?
11. Consideration of a form of communication to keep the repairmen
up-to-date on new and modified pollution control devices.
12. Consideration of a spot check system to evaluate the effectiveness
of the inspection system on vehicles and on the individual re-
pairmen's performance.
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13o Development of a State Handbook which could be used as a guide
for the inspectors, state investigators, and the motor vehicle
emissions repairmen in performing the duties as related to the
pollution control program. This handbook could also include the
information needed for a guide in licensing an inspection station.
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APPENDIX F
STATE OF THE ART
Investigation and experience were used in generating this review
of facilities, equipment and repairmen in on-going businesses of inspec-
tion,- service and maintenance in the State of Colorado.
FACILITIES
The automotive inspection and maintenance facilities in Colorado
vary from one-man operations to those of forty (40) or more employees.
These facilities also vary in the types of services offered, from
general repair type service to extremely specialized services on a
specific make of automobile. The equipment in these on-going busir
nesses will vary greatly, depending on the type of repair the facility
is oriented to perform. With this diversification, the nature and the
quality of the equipment found in the facilities will vary considerably -
throughout the state.
The pricing structure for services rendered is also a reflection
of the variation among facilities. Statewide, an operation such as
adjusting the timing on the automobile varies from $1.50 to $6.00.
This difference in pricing for a seemingly comparable operation is a
result of each facility adjusting to its particular clientel.
In most cases, owners and operators of automotive inspection
service and maintenance facilities do not find it profitable to perform
the required "Automobile Safety Inspection" as outlined by the State;
however, most of the owners and operators believe this is a function
of their operation and they have participated. The present charge
which they are allowed to assess for the "Safety Inspection" does not
provide the necessary time, and in turn the money, to cover the indi-
vidual performing the inspection nor the equipment used during the in-
spection. Several of the owners and operators have indicated that if
the "Motor Vehicle Emissions Inspection" is to become a part of the
semi-annual "Safety Inspection," then sufficient amount of training,
time and money will have to be provided for the individual and the
facility involved in the inspection and/or maintenance.
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EQUIPMENT
The equipment presently used for the semi-annual "Automobile
Safety Inspection" is quite minimal and in most cases is sufficient.
The equipment needed for the "Motor Vehicle Emissions Control" is of
a different nature and will require a greater outlay of money for the
owner and operator of the facility. A projection of $2500 to $3000
outlay for each facility is in line with the present cost of the basic
equipment needed to perform a good "Emissions" inspection. This
would include the necessary equipment to help diagnose the problem
source concerning excessive "Emissions."
INSPECTORS AND REPAIRMEN
Unfortunately these two terms have broad implications throughout
the state and are used quite loosely in many circles. They apply
equally to well-trained and experienced personnel as well as to personnel
with little or no background in the automotive service industry.
It is in this area that the most time, effort and money must be
provided in the education arid training for personnel to perform the
necessary inspection and maintenance on "Motor Vehicle Emissions
Control." The education and training necessary in this area will build
on previous knowledge and skill in such sections as tune-up, carbura-
tion, etc. However, personnel will have to be developed to have a
thorough understanding of the various systems and component parts per-
taining to the total operation. These personnel should be distinctly
identified as having appropriate credentials and be well-qualified to
perform the necessary services as needed by the customer.
As a system is developed to provide the necessary education and
training for up-grading present personnel in the field, as well as a
certification and recertification program, it will be necessary to
adjust the "charge" for the services rendered whereby the individual
owner and operator can provide the needed service and still expect
sufficient return on the time and investment involved.
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APPENDIX G
FOUR STRATEGIES INVESTIGATED BY
AUTOMOTIVE TESTING LABORATORIES, INC.
WITH CONCLUSIONS AND RECOMMENDATIONS
I. Idle emissions inspection and
maintenance.
II. Exhaust control retrofit.
III. Modified engine tuning adjust-
ments.
IV. Mandatory engine maintenance.
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CONCLUSIONS AND RECOMMENDATIONS FROM AUTOMOTIVE TESTING
LABORATORIES, INC. ON IDLE TEST DATA
(RESULTS OF COMPLETE STUDY IN OFFICE OF MOTOR VEHICLE DIVISION,
COLORADO STATE DEPARTMENT OF HEALTH)
CONCLUSIONS
1. Each of the strategies investigated was found to be effective in
reducing HC and CO emissions:
1.1 The range of reduction for HC is from a low of about
1% for the high altitude kits to a high of about 75%
for catalytic retrofit.
L2 The range of CO reduction is from a low of about 3%
for idle emissions inspection at 20% rejection to a
high of about 85% for catalytic retrofit.
1.3 The range of NOx reduction is from a low of about
-30% for the high altitude kits to a high of about
45% for VSAD/Air Bleed retrofit.
2. The range of cost effectiveness (CE) is wide:
2.1 CE for HC ranges from a low of 5 milligrams/mile/
dollar (mmd) for the high altitude kits and LPG
conversion to a high of about 100 mmd for idle
emissions inspection at 30 to 60% rejection and
certain combinations of modified engine tuning
adjustments.
2.2 CE for CO ranges from a low of about 75 mmd for LPG
conversion to a high of about 4000 mmd for certain
combinations of modified engine tuning adjustments.
2.3 CE for NOx ranges from a low of -75 mmd for the high
altitude kits to a high of about 50 mmd for VSAD/
Air Bleed retrofits.
3. With respect to idle emissions inspection and maintenance:
3.1 The effectiveness curve for HC rose sharply from 0
to 30% rejection and continued to rise at a reduced
rate to 60% rejection. HC reduction at 30% rejec-
tion is about 10%. At 60% rejection HC reduction
is about 13%. CE for HC rose sharply from 0 to 30%
rejection. The CE curve is relatively flat from
30 to 60% rejection at a level of about 100 mmd.
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3c2 The effectiveness curve for CO rose sharply from 0%
rejection and continued to rise at a reduced rate
through 60% rejection. CO reduction at 30% rejection
is about 5%. At 60% rejection CO reduction is about
9%. CE for CO rose sharply from 0% rejection and
continued to rise at a reduced rate through 60% re-
jection. CE at 30% rejection is about 750 mmd. At
60% rejection CE is about 1000 mmd.
3.3 The effectiveness curve for NOx rises gradually from
0 to 60% rejection. At 60% rejection NOx reduction
is about 2%. The CE curve rises sharply from 0 to
20% rejection and continues to rise at a reduced
rate through 60% rejection. CE at 30% rejection
is about 3 mmd. At 60% rejection CE is about 5 mmd.
3.4 The garages (licensed safety inspection stations)
selected to perform idle emissions inspection represent
a cross-section of the automobile repair industry.
3.5 Training provided to station personnel was adequate
with respect to task objectives. However, more extensive
training is required with respect to an overall emis-
sions control program.
3.6 The idle emissions Inspection, adjustment and repair
procedures provided to garages was adequate. Appli-
cation of these procedures resulted in substantial
emissions reductions and reasonable cost effective-
ness ratios. However, several problems were ex-
perienced with station personnel with respect to
data transmittal and attention to inspection pass/
fall limits.
3.7 Actual inspection failure rates were higher than design
failure rates. The difference is attributed pri-
marily to the performance of one station which failed
all vehicles tested. One other station appears to
be borderline 1n this respect.
3.8 Inspection charges range from an average low of $1.50
per inspection at one station to an average high of
$6.00 per Inspection at another station. The overall
average inspection charge 1s $4.05 which is consistent
with laboratory estimated inspection costs.
3.9 The average station cost per failed vehicle ranges
from a low of $2.53 to a high of $14.25. The overall
average cost per failed vehicle is $10.57.
3.10 The average station repair cost per vehicle for all
vehicles ranges from a low of $0.76 to $12.26. The
overall average cost per vehicle for all vehicles
1s $6.14.
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3.11 The average combined station cost (Inspection and
repair) per failed vehicle ranges from a low of $4.76
to a high of $14.76 with an average cost per vehicle
of $10.18.
3.12 Average overcharge per failed vehicle is estimated
to range from 8 to 22% as determined from direct
charges. Average overcharge per failed vehicle
is estimated to be as high as 38% if direct repair
charges and estimated repair charges to repair
problem vehicles are combined. In terms of costs
average overcharge per station 1s from $0.85 to $2.31
per failed vehicle or as high as $4.66 per failed
vehicle.
3.13 Correlation coefficients developed between labora-
tory instrumentation and garage instrumentation are
wide in range. Average station correlation coeffi-
cients range from a low of 0.43 to a high of 0.83
for HC emissions at curb idle. At 2500 engine
rpm the correlation coefficients range from 0.26 to
0.84. For CO at curb idle the range of correlation
coefficients is from 0.48 to 0.89. At 2500 engine
rpm the range 1s from 0.26 to 0.89. In this respect
the performance of two of the stations (20% of the
sample) is unacceptable.
4. With fcespect to exhaust control retrofit:
4.1 For HC and CO reduction the catalytic system was
the most effective with reductions of 75% and 85%
respectively. The catalytic system was followed by
LP6 conversion with 40% and 55% reduction for HC
and CO respectively. Catalytic system CE was
about 25 rmid for HC and 450 mmd for CO. The CE
ratio for LPG conversion was about 5 mmd for HC
and 75 mmd for CO.
4.2 Of the remaining retrofits, EGR/Air Bleed combined,
Air Bleed alone and Float Bowl Pressure Regulation
(FBPR) systems are the most effective HC and CO
reducing retrofits with a range from about 17% to
20% HC reduction and 20% to nearly 50% CO reduction.
4.3 For NOx reduction the VSAD/Air Bleed, VSAD/EGR, EGR/
Air Bleed and EGR retrofit are the more effective
systems with a range from about 25% to 45% NOx
reduction.
4.4 The change in fuel economy for the various retrofits
ranges from an improvement of about 21% for LPG con-
version to a deterioration of about 8% for EGR only
and tfSAD/Air Bleed systems. Of the less costly and
elaborate systems fuel economy improved about 2.5%
for EGR/Air Bleed and FBPR systems*
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4.5 CE for HC ranges from a low of about 5 mmd for EGR and
high altitude kit retrofit to a high of about 50 to 60
mmd for EGR/Air Bleed and VSAD/Air Bleed respectively.
4.6 CE for CO ranges from a low of about 75 mmd for LPG
conversion to a high of about 1150 mmd for Air Bleed
and FBPR systems.
4.7 CE for NOx ranges from a low of -75 mmd for the high
altitude kits to a high of about 50 mmd for VSAD/Air
Bleed retrofit.
4.8 Retrofit kits are relatively easy to install except
LPG systems and catalytic systems where air pumps are
not currently installed. Intrinsic problems are
associated with high altitude kit installation performed
under typical garage-type conditions.
4.9 The application of retrofit 1s broad with respect to
the add-on systems and the high altitude modification
kits. Nearly 100% of the light-duty vehicle popula-
tion can be retrofitted with one or more systems.
High altitude kits supplied by Chrysler Corporation
are limited to certain of the carburetor models.
Other models are recommended for retrofit as a com-
plete carburetor replacement only.
4.10 Labor and parts costs as applied to the high altitude
kits is reasonable with a range from about $3.90 to
$13.64 per vehicle. With respect to the add-on systems
the range is from about $20 for Air Bleed systems
to about $650 for LPG systems installed. Labor and
parts costs for high altitude kit installations are
expected to be higher if Installed under more exacting
conditions.
5. With respect to modified tuning specifications:
5.1 The greatest HC reductions are obtained from modified
adjustment combinations of A/F ratio-idle rpm and A/F
ratio-choke, both of which are on the order of 15%.
Individually, the greatest HC reduction is obtained
from the experimental A/F ratio setting where HC
reduction is about 102.
5.2 The greatest CO reductions are derived from modified
adjustment combinations of A/F ratio-ignition timing,
A/F ratio-idle rpm and A/F ratio-choke which are on the
order of 25 to 30%. Individually, the greatest CO
reduction is obtained from the experimental A/F
ratio setting, where reduction is about 25%.
5.3 Each of the adjustments individually and in combination
result in NOx Increases on the order of 20 to 35%.
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5.4 Modified tuning adjustments are relatively easy to
perform. However, idle rpm adjustments to the exper-
imental value pose problems relating to safety.
5.5 Adjustments can be applied to virtually all light-
duty vehicles.
5.6 Adjustment cost for any two of the parameters investi-
gated is estimated to be about $5.00 per vehicle.
5.7 Low costs and high effectiveness combine to make
certain combinations of modified tuning specifications
by far the most CO cost effective of the strategies
investigated. The most HC cost effective strategy
is shared equally by certain of the combined modified
tuning specifications and idle inspection and main-
tenance at the higher rejection rates.
6. With respect to mandatory engine maintenance:
6.1 Mandatory engine maintenance is effective in reducing
HC, CO and NOx emissions. HC reduction is in the order
of 20%, CO reduction is about 10$ and NOx reduction
is about 8%. An overall fuel economy improvement of
about 1% was obtained.
6.2 Cost effectiveness ranking is low primarily because
of associated high costs for maintenance. CE for
HC was about 30 mmd as opposed to CE for HC of
about 100 mmd for idle inspection at 30% and higher
rejection rates and modified tuning specifications.
CE for CO was about 200 mmd as opposed to a CE for
CO of about 4000 mmd for modified tuning specifica-
tions.
6.3 Costs are estimated to average from a low of about
$33.00 per vehicle to a high of about $60.00 per
vehicle.
6.4 Problems relating to parts installation and engine
adjustments are not expected to be unusual.
6.5 Application to light duty vehicles is 100%.
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RECOMMENDATIONS
1. Since idle emissions inspection and maintenance were found to be an
effective and cost effective strategy to reduce exhaust hydrocarbon
and carbon monoxide emissions without an accompanying increase in
oxides of nitrogen emissions, it is recommended that idle emissions
inspection of light-duty vehicles be implemented in the State of
Colorado.
1.1 Because of the various problems which developed through
utilization of licensed safety inspection stations to
perform idle emissions inspections, it is not recommended
that idle emissions inspection be performed in the exist-
ing network of licensed safety inspection stations.
1.2 A state owned, state operated inspection network or a
privately operated, state enfranchised inspection net-
work exist as alternatives to idle emissions inspection
in the existing safety inspection network. It is
recommended that these alternatives be considered.
2. Since certain of the California approved exhaust control retrofit
devices were found to be both effective and cost effective in reducing
exhaust hydrocarbon, carbon monoxide and oxides of nitrogen emissions,
it is recommended' that a program of mandatory retrofit device installa-
tion be implemented.
2.1 For economic and other reasons it is recommended that light-
duty vehicles be defined as comprising three categories of
vehicles; fleet vehicles (10 or more vehicles under common
ownership) pre-controlled vehicles (1967 and older model-
year vehicles) and controlled vehicles (1968 through 1972
model-year vehicles.)
2.11 It is recommended that emissions standards of
retrofit performance be established for appli-
cation to fleet vehicles. It is further rec-
ommended that emissions standards established for
fleet vehicles be related to emissions reduc-
tions shown to be feasible by catalytic con-
verter and LP gas conversion tests.
2.12 It is recommended that standards of retrofit
performance be established for application to
pre-controlled vehicles. It is further recom-
mended that emissions standards established
for pre-controlled vehicles be related to emis-
sions reductions shown to be feasible by EGR/Air
Bleed retrofit system tests.
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2.13 It 1s recommended that standards of retrofit
performance be established for application to
controlled vehicles. It is further recommended
that emissions standards established for con-
trolled vehicles be related to emissions re-
ductions shown to be feasible by EGR/Air Bleed
retrofit system tests.
3. Because of intrinsic vehicle operational problems resulting from in-
stallation of the altitude kits under typical garage-type conditionss
mandatory application of the strategy is not recommended.
3.1 Since the high altitude kits were shown to have good
potential for reducing carbon monoxide emissions and
fuel economy benefits and further, since it is assumed
that high altitude kits can be successfully installed
under certain controlled conditions, it is recormiended
that voluntary installation of the kits under the con-
trolled conditions be encouraged. Prior to an imple-
mentation program of voluntary installation, however,
the impact on the atmosphere of higher oxides of ni-
trogen emissions resulting from kit installation should
be assessed.
4. Certain modified engine adjustments have been shown to be both effective
and cost effective in reducing exhaust hydrocarbon and carbon monoxide
emissions although the modified adjustments caused an increase in
emissions of nitrogen oxides. It is therefore recommended that a
program of mandatory adjustment to certain of the experimental values
be implemented if it can be demonstrated that adverse affects such as
increased photochemical reaction, reduced visibility and adverse health
affects will not result from the higher levels of nitrogen oxides
discharged to the atmosphere.
5. Although engine maintenance was shown to be an effective exhaust hydro-
carbon, carbon monoxide and nitrogen oxides reducing strategy, a pro-
gram of mandatory engine maintenance is not recommended because of its
relatively poor cost effectiveness. It is recommended, however, that
voluntary engine maintenance be encouraged.
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APPENDIX H
INSTRUCTIONAL OUTLINE FOR MOTOR VEHICLE
EMISSIONS CONTROL INSPECTORS
NINE (9) HOURS OF INSTRUCTION
(Revised from six (6) hours)
L Introduction
A. Aims of statewide program
B. Role of inspector as applied to automotive emissions control
C. Evaluation test for proficiency
II. The General Problem of Air Pollution
A. Types of pollutants
B. Sources of pollutants
1. Stationary
2. Mobile
C. Impact of air pollution
1. Persons
2. Property
3. Plant and animal life
4. Photochemical effects
III. Automobile Emissions
A. Regulations, laws and ordinances
1. Federal standards and specifications
2. State standards and specifications
3. Air quality regions
4. Official handbook
B. Inspection
1. Safety procedures
2. Visual areas of inspection
a. Crank case emissions systems
b. Evaporative emissions systems
c. Engine modifications
d. Air injection
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e. Exhaust gas recirculation
f. Visable contaminants
3. Analytical inspection
a. Infrared analyzer
b. Meter reading
c. Various types of instruments
d. Calibration and care of test equipment
C. Data recording and procedure
1. Pass vehicle procedure
2. Fail vehicle procedure
IV. Laboratory Session
A. Live inspections
1. Demonstrate safety procedures
2. Visual inspection of all emissions related hardware
3. Visual contaminant inspection
4. Analyzer and meter reading
5. Data recording
6. Passing or failing vehicle procedure
V. Role of Inspection in Public Relations
A. Inspector's role as official arm of state program
B. Ways and means available to inspector to assist public
with possible corrective action, preventative maintenance,
additional knowledge
Cc Owner procedures providing for cases of unjust inspec-
tions and consumer protection
VI. Review and Testing
A. Review, use, care, and calibration of equipment
B. Review use of handbook
C. Review inspector's Image as an important factor affecting
public opinion of the inspection program
D. Evaluation
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APPENDIX I
INSTRUCTIONAL OUTLINE FOR MOTOR VEHICLE EMISSIONS
CONTROL STATE INVESTIGATORS
NINE (9) HOURS OF INSTRUCTION
(Revised from six (6) hours)
I. Introduction
A. Aims of program statewide
B. Role of investigator as applied to automotive emissions
controls
C. Evaluation test for proficiency
II. General Problem of Air Pollution
A. Types of pollutants
B. Sources of pollutants
1. Stationary
2. Mobile
C. Impact of air pollution
1. Persons
2. Property
3. Plant and animal life
4. Photochemical effect
III. Automobile Emissions
A. Regulations, laws, and ordinances
1. Federal standards and specifications
2. State standards and specifications
3. Air quality control regions
4. Official handbook
B. Programs present and future
1. Vehicle maintenance
2. Vehicle inspection
3. Public indoctrination
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IV. Current Control Methods for Emissions
A. Crank case emissions
1. Road draft tubes
2. Open PCV
3. Closed PCV
B. Engine modifications
1. Lean carburation
2. Heated air intake system
3. Vacuum advance delay ignition systems
4. Internal engine changes
5. Air injection systems
C. Evaporative losses
1. Vapor storage systems
2. Tank overfill protection
V. Emissions Testing Equipment and Techniques
A. Tach-dwell meter
B. Timing light
C. Vacuum gauge
Do HC-CO analyzer
E. PCV valve tester
VI. Safety Precautions
A. Exhaust disposal
B. Personal safety
C. Calibrating gases
VII. Inspection Procedures
A. Use of handbook
B. Pass-fail techniques
C. State forms
D. Owner recourse procedures
VIII. Laboratory Session
A. Calibration and use of equipment
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B. Live inspections using handbook
1. Demonstrate safety
2. Visual inspection
3. HC-CO analyzer inspection on vehicle
4. Complete necessary forms (either pass or fail)
5. Simulate disputed HC-CO readings
6. Inspect premises for possible station license
7. Inspect premises for appropriate equipment
Review and Testing
A. Safety precautions
B. Duties of investigator
C. Calibration checks
D. Questions and answers
E. Evaluation
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APPENDIX J
INSTRUCTIONAL OUTLINE FOR MOTOR VEHICLE
EMISSIONS CONTROL REPAIRMEN
FIFTEEN"(15) HOURS OF INSTRUCTION
L Introduction
A. Aims of statewide program
B. Role of repairmen as applied to automotive emissions
control
C. Evaluation test for proficiency
II. General Problem of Air Pollution
A„ Types of pollutants
Bo Sources of pollutants
1. Stationary
2. Mobile
C« Impact of air pollution
1. Persons
2. Property
3. Plant and animal life
4. Photochemical effects
III. Automotive Emissions
A. Regulations, laws and ordinances
1. Federal standards and specifications
2. State standards and specifications
3. Air quality control regions
4. Official handbook
Bo Inspections
1. Safety procedures
2. Visual areas of inspections
a. Crank case emissions systems
b. Evaporative emissions systems
c. Engine modifications
d. Air injection
e. Exhaust gas recirculation
f. Visable contaminants
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3. Analytical inspection
a. Infrared analyzer
b. Meter readings
c. Various types of instrumentation
d. Calibration and care of testing instruments
C. Data recording and procedure
1. Pass Vehicle Procedure
2. Fail Vehicle Procedure
Emissions Reduction and Control Methods
A. Pre-combustion controls
1. Evaporative
a. Tank over-fill protection
b. Fuel vapor trapping methods
1. Charcoal canister
2. Vapor separator
3. Crank case storage
2. Intake air temperature control
3. Intake manifold temperature controls
a. Exhaust heat riser valve
b. Coolant temperature controls
c. Exhaust cross-over temperature
B. Direct combustion controls
1. Internal engine modifications and fuel distribution
a. Compression ratio
b. Combustion
c. Improved intake manifold flow
d. Valve timing overlap
e. Redesigned pistons
2. Carburation modification
3. Ignition controls
4. Exhaust gas recirculation system
C. Post-combustion controls
1. Crank case ventilation controls
2. Air injection system
3. Converters and catalytic exhaust conditioning
devices
D. Engine protection controls
1. Overheating controls
2. Overspeeding controls
Service of Emissions Controls (in laboratory)
A. Safety precautions to be observed (in laboratory)
1. Fuels and fumes
2. Equipment
3. Running engine
B. Pre-combustion controls
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1. Evaporative controls
a. Diagnosis & service of fuel vapor trapping system
bo Diagnosis and service of crank case storage system
2o Intake air temperature controls
3c Intake manifold temperature controls
a. Diagnosis of temperature controlled intake manifold
malfunctioning
b. Diagnosis and service of heat riser valve
c. Diagnosis and service of coolant temperature control
1. Thermostat
2. Temperature controlled fans
C. Servicing combustion controls
1. Diagnosis of carburetor circuits
a. Starting
b. Low speed
c. Cruising
d. Wide open
e. Deceleration
2. Diagnosis and service of ignition controls
a. Service during starting
b. Service during idle cold and hot
c. Service during acceleration
d. Service during deceleration
e. Service during cruising
3. Service and diagnosis of E6R system
D. Service of post combustion controls
1. Diagnosis and service of crank case ventilating system
2. Diagnosis and service of air injection system
3. Diagnosis and service of converters and catalytic exhaust
conditioners
E. Engine protection controls servicing
1. Diagnosis and service of overheat control device
2. Diagnosis and service of engine overspeed control device
F. Demonstration on testing equipment
G. Utilization of testing equipment
Review and Testing
A. Review safety procedures
B. Review question and answer period
C. Practice use of reference book
D. Evaluation
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APPENDIX K
SECONDARY AND POST-SECONDARY SCHOOLS IN THE STATE OF COLORADO
WITH POTENTIAL FACILITIES FOR CONDUCTING AUTOMOTIVE
EMISSIONS CONTROL PROGRAM
Secondary Schools
Name of School
Mapleton High
601 E. 64th Avenue
Denver, CO 80229
Ranum High
2401 W. 80th Avenue
Westminster, CO 80030
Westminster High
7300 Lowell Blvd.
Westminster, CO 80030
Brighton High
270 S. 8th Avenue
Brighton, CO 80601
Meritt Hutton High
810 Eppinger Blvd.
Thornton, CO 80229
North Glen High
601 W. 100th Place
North Glen, CO 80221
Alamosa High
401 Victoria
Alamosa, CO 81101
Sheridan High
Box 1198
Englewood, CO 80110
Aurora Technical Center
500 Buckley Rd.
Aurora, CO 80010
No. of Auto
Teachers
1
Name of School
East High
1525 Detroit
Denver, CO 80206
North High
3960 N. Speer Blvd.
Denver, CO 80211
West High
931 Elati Street
Denver, CO 80204
Cherry Creek High
9300 E. Union Avenue
Englewood, CO 80110
SEMBCS Career Center
3897 Jason
Englewood, CO 80110
Pagosa Springs High
Box 487
Pagosa Springs, CO 81147
Boulder Valley Voc-Tec. Center
6600 Arapahoe
Boulder, CO 80303
Career Development Center
1200 S. Sunset
Longmont, CO 80501
Salida High
Box 70
Salida, CO 81201
No. of Auto
Teachers
1
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Name of School
No. of Auto
Teachers Name of School
NOo of Auto
Teachers
Kit Carson High
1
Evergreen Senior High
Box 185
Evergreen, CO 80439
Kit Carson, CO 80825
Golden Senior High
Centauri High
1
701 W. 24th
Box 72
Golden, CO 80401
La Jara, CO 81141
Jefferson Senior High
Centennial Senior High
1
2305 Pierce Street
Box 347
Lakewood, CO 80215
San Luis, CO 81152
Lakewood Senior High
Harrison High
2
9700 W. 8th
2755 Janitell Road
Lakewood, CO 80215
Colorado Springs, CO 80906
Wheatridge Senior High
Widefield High
1
9505 W. 32nd Avenue
615 Widefield
Wheatridge, CO 80002
Security, CO 80911
Canon City High
Warren Occupational
1
Tech. Center
1313 College Avenue
13300 W. Ellsworth
Canon City, CO 81212
Golden, CO 80401
Emily Griffith Opportunity
Florence High
School 1
4
400 Washington Avenue
1250 Walton Street
Florence, CO 81226
Denver, CO 80204
Douglas Co. Senior High
Glenwood Springs High
1
Box 820
Box Q
Glenwood Springs, CO 81601
Castle Rock, CO 80104
Coronado High
Walsenburg High
1
Walsenburg, CO 81089
1590 W. Fillmore
Colorado Springs, CO 80904
Alameda High
1255 S. Wadsworth
William Mitchell High
1
Denver, CO 80226
1205 Potter Drive
Colorado Springs, CO 80909
Arvada Senior High
7951 W. 65th Avenue
Palmer High
1
Arvada, CO 80002
301 North Nevada
Colorado Springs, CO 80902
Arvada West Senior High
11325 Allendale Drive
Wasson High
1
Arvada, CO 80002
2115 Afton Way
Colorado Springs, CO 80909
Durango High
201 12th Street
Bear Creek High
1
Durango, CO 81301
3490 S. Kipling
Morrison, CO 80465
2
1
1
1
1
4
1
1
1
2
1
1
1
-------
No. of Auto No. of Auto
Name of School Teachers
Name of School
Teachers
Trinidad High 2
Revera High
1
816 West Street
Sedgewick, CO 80749
Trinidad, CO 81082
Wood!in High
1
Aquilar High 1
Woodrow, CO 80757
Box 567
Aquilar, CO 81020
Greeley Central High
3
1515 14th Avenue
Vocational School 1
Greeley, CO 80631
2115 Grand Avenue
Grand Junction, CO 81501
Rangely High
1
Box 928
Montrose High 1
Rangely, CO 81648
700 S. Townsend
Montrose, CO 81401
Larimer County Voc-Tec.
Center
4
Brush High 1
Box 2397
206 Colorado Avenue
Fort Collins, CO 80521
Brush, CO 80723
Wray High
1
Aspen High 1
VJray, CO 80758
Box 300
Aspen, CO 81611
Adams City High
1
6855 Cherry Street
Lake County High 1
Commerce City, CO 80022
Leadville, CO 80461
Post Secondary
Schools
Name of School
No. of Auto Teachers
Arapahoe Community Colleae
1
5900 S. Sante Fe Drive
Littleton, CO 80120
Community College of Denver (Auraria)
2
1250 Bannock
Denver, CO 80204
Community College of Denver (North)
3
1001 E. 62nd Avenue
Denver, CO 80216
Community College of Denver (Red Rocks)
3
2600 W. 6th Avenue
Golden, CO 80401
-------
Name of School
El Paso Community College
2200 Bott Avenue
Colorado Springs, CO 80904
Colorado State Reformatory
Box R
Buena Vista, CO 81211
Golden Key Vocational School
Box 99
Canon City, CO 81212
Colorado Mountain College
Glenwood Springs, CO 81601
Colorado Mountain College
Leadville, CO 80461
Trinidad State Junior College
Trinidad, CO 81082
Northeastern Junior College
Sterling, CO 80751
Mesa Junior College
Grand Junction, CO 81501
San Juan Basin AVTS
Box 970
Cortez, CO 81321
Morgan County Community College
300 Main Street
Fort Morgan, CO 80701
Otero Junior College
La Junta, CO 81050
Lamar Community College
2400 South Main
Lamar, CO 81052
Southern Colorado State College
Area Vocational Center
900^West Orman Avenue
Pueblo, CO 81004
S.L.A.V.S.
RR2
Monte Vista, CO 81144
Aims College
Box 69
-------
APPENDIX L
TEXT AND INSTRUCTIONAL MATERIALS
Textbook
Vehicle Emissions Control, 2nd edition, produced and published by
Gargano Promotions Division of American Consolidated Industries.
Supplementary Materials
"The Story of Gasoline" (Ethyl Corporation)
"Positive Crankcase Ventilation" (Ethyl Corporation)
"Controlling Exhaust Emissions" (Ethyl Corporation)
"Clean-Air Tune-ups With Infrared HC-CO Emissions Analysis" (Kal-Equip
Company)
All materials including text, supplementary handouts, overhead trans-
parencies, slides and simulated state handbooks used in the program are on
file at the Motor Vehicle Division of the Colorado State Department of
Health, Denver, Colorado.
-------
APPENDIX M
PRE-TEST
Circle the letter in front of the answer.
Some questions will naturally have more "right" answers than those given,
circle the best choice of those given.
1. Black smoke from a vehicle tail pipe indicates the engine is burning oil.
A. True
Bo False
2. An engine "diesels" or "runs on" after shut down. This is most often
caused by:
A. Overheated engine
B. Too lean
C. Idling too fast at shut down
3. A two barrel carburetor has a reasonably smooth idle. When you check
the mixture adjustment, using instruments, you could find:
A. One mixture needle too lean and one too rich
Bo Both needles too rich
C. Both needles too lean
D. All of the above
4. You have worked on both a 1962 and 1972 model car today. After both
owners left you discovered the radiator caps got mixed up.
1. If you were concerned only with the danger of overheating,
which owner would you call back?
A. Owner of 1962 model .
B. Owner of 1972 model
C. Neither owner because neither car would overheat
5. You are driving in winter at 50 MPH. Suddenly the heater blows cool
air and engine boils. The trouble is:
A. Radiator froze while you drove
B. Thermostat stuck closed while you drove
C. Waterpump stopped pumping while you drove
-------
6. EGR is used to:
A. Reduce HC-CO
B. Reduce NOx
C. Increase gas mileage
7. Not enough "float drop" will cause trouble when:
A. Starting a warm engine
B. Idling a warm engine
C. Driving at high speed with wide open throttle
D. Cruising on level road at 25 MPH
8. Two owners with identical cars are going together on a trip. Owner A
is towing a 16' travel trailer. Owner B will tow nothing. Both
engines need vacuum diaphragm in their distributors but you only
have one. Considering only gas mileage so less combined fuel is
burned by these two cars on this trip, which owner should get the new
dist. diaphragm?
A. Owner towing trailer
B. Makes no difference
C. Owner not towing
9. If ignition specs are: Initial timing 0°, total advance 25°, mechanical
advance 10 , how many degrees is vacuum advance?
10. A "dash pot" failure will be noticed:
A. On acceleration
B. On starting engine
C. On deceleration
11. You change the dwell on an engine from 30° to 26°. What effect does
this have on timing?
A. No change
B. Advance it
C. Retards it
12. An engine with this firing order: "14283675", which cylinder besides
#1 will flash a timing light so you can see the marks?
A. 8
B. 5
C. 3
-------
13. CEC solenoids and idle stop solenoids both hold the throttle plates
slightly open. Which one also controls distributor vacuum?
A. CEC solenoid
Be Idle stop solenoid
14. Replacing main jets with leaner ones may:
A. Raise gas mileage
B. Lower gas mileage
C. May do either of the above
15. Your cruising at 50 MPH on a level road. Your manifold vacuum gauge
reads 14". Which carburetor circuit is not operating?
A. Float circuit
B. High speed circuit
C. Power circuit
16. All domestic engines built since 1965 time the distributor on #1
cylinder.
A. True
B. False
17. Spark plugs that miss-fire because of "Bridging" one or two days
after a tune up are an indication of:
A. Owner's bad driving habits
B. Poor quality spark plugs
C„ Heavy combustion chamber deposits
18. The owner knows he has: (A) one open plug wire, (B) a weak coil,
(C) high float level, (D) no vacuum advance 1n the distributor.
He will pay to fix only one of these troubles.
1. Which one would you fix if he only wants lower HC emissions?
A B C D
2. Which one would you fix if he only wants lower CO emissions?
A B C D
3. Which one would you fix if he can't start it cold?
A B C D
19. A running compression test is done with:
A. All the spark plugs out
B. All the spark plugs in
C. One spark plug out at a time
-------
20. A choke vacuum brake failure will be noticed:
A. On a fully warm engine
B. On cold engine drive-away
C. When trying to start flooded cold engines
21. When manifold vacuum is 16" but venturi and spark port vacuum are
0", the engine is:
A. Stopped
B. Running at 2500 RPM in neutral
C. Idling
22. You suspect one flat lobe on the cam shaft. Which tests would you use?
A. Compression test
B. Cylinder leakage test
C. Cylinder balance test
23. A cranking vacuum test is done with:
A. All the spark plugs out
B. All the spark plugs in
C. One spark plug out at a time
24. Exhaust temperatures are hottest if:
A. Timing is advanced more than specs
B. Set "right on" specs
C. Retarded less than specs
25. PCV valves are used to:
A. Control HC emissions
B. Ventilate the crankcase
C. Both of the above
-------
APPENDIX N
POST-TEST
1o The TVS (Thermostatic Vacuum Switch) when used on a General Motors
engine is located in the:
A. Exhaust manifold
B. Engine cooling system
C. Canister evaporation system
2. A 1970 Buick should be "failed" if it has no:
A. EGR valve
B. PCV valve
Co A.LR. Pump
3. You inspect a 1972 Rambler and find it has a 1970 engine in it.
There is no Carbon Canister in the evaporation control system. You
would "pass" this vehicle:
A. True
Bo False
4. Vehicles can be "failed" with the HC-CO readings well below the
state standard if:
A. the engine is very noisy and leaks oil
Be the glass packed mufflers are very loud
C. the exhaust manifold is cracked
5. Operating temperature of an engine is considered to be normal when:
A. the block thermostat opens
B. the automatic choke opens
Co the "cold" light goes out
D. the air cleaner heat door opens
6. On a retest of an "emissions failed vehicle:"
A. Inspect all emissions items
Bo Retest HC-CO
Co Inspect only emissions items that were failed
-------
READ METERS ON ENCLOSED SHEET AND RECORD BELOW:
HC
(See page 78)
CO
7.
8.
9.
10.
11.
12.
13.
14. If the State Standard For CO is .8% circle all meters "failing." Use
meter readings shown in the questions.
A.
Question #7
B.
Question
#8
C.
Question
#9
D.
Question
#10
E.
Question
#11
F.
Question
#12
G.
Question
#13
15. If the State Standard For HC is 120 PPM circle all meters "failing."
Use meter readings shown in the questions.
A.
Question #7
B.
Question
#8
C.
Question
#9
D.
Question
#10
E.
Question
#11
F.
Question
#12
G.
Question
#13
16. Give the equipment required to operate an inspection station.
-------
17„ Give the requirements to become a state inspector.
18. What senate bill has caused the Initiation of this project?
A. 939
B. 393
C. 353
D. 383
19. What two operating modes are checked when performing an emissions
inspection?
A.
B.
20. List five safety precautions to be observed while inspecting the
vehicle:
A. _
B.
C.
D.
E.
21. What could you do while the vehicle is warming up to operating
temperature in preparation for emissions inspection?
22. What adjustments or repairs may be charged for while making the
emissions inspection?
23. Using the materials at hand in your inspection station you are not
able to find the answer to your problem. What would you do?
-------
8.
1 ? ? f ? 6
Ov,xvV
(CARSON ifSNOXIDE)
'10
SCO
(tfliBON MOHOIIOS)
QO ,490,6?°80Q
HCpmi
IHTDAOCARBOMSL
10.
11
1 2 3 4 5 6?
0 NOv»'A,,,,,IM,4'',fo'^4^ajp
xco /
(CARSON WONAlOCl
3 /
2Q049°l6?°800
\HCpihh
IMfhoCASSONS)
\
12.
t 2 3 4 56-
OnxNV vV v » 1 u1""4'"
SCO
(ARSON MONOXIOSI
M^-j
200 400,600800 _
v>n I *'/y
(NVQn^E ARSONS)
13.
1 2 ? f 5 6 7o
°Nox V"' ""^"Ssjol
SCO
(CAltkON MONOaiOI)
2
-------
APPENDIX 0
COMPONENTS USED IN PROGRAM
The following is a listing of components used in the classes for
demonstration purposes. Some of these were donated by the different
automotive companies and dealers while others were purchased with monies
from the EPA grant. This collection is by no means complete but it
presents a representative look at the components used.
8 - Vac Advance Units
3 - Air Bleeds
10 - Vac Switching Valves
5 - Temp Sensors
2 - Gear Position Sensors
6 - Speed Sensors
10 - EGR Valves
5 - PCV
4 - Air Cleaners Vac Motors
20 - Carburetors
4 - Distributors
15 - Cold and Hot Vac Switching Valves
1 - Exhaust Pipe Restrictor
3 - Heat Risers
2 - Manifold - ex. and intake
4 - Air Pumps
5 - Check Valves
2 - Gulp Valves
3 - Diverter Valves
1 - Air Pump Manifold
3 - Vac Switching Valves (foreign)
10 - Retrofit Devices
2 - Diesel Valves
2 - Modulator Valves
4 - Electronic Control Boxes
2 - Vac Amplifiers
1 - Overspeed Control
1 - Fuel Injection-Pressure Sensor
1 - Fuel Injection Regulator
1 - Injector
-------
APPENDIX P
EQUIPMENT UTILIZED IN PROGRAM
HC-CO Analyzers
Tachometers
Dwell Meters
Various Automobiles
Various Engines
-------
APPENDIX 0
SIi\:ATE BILL NO. 393. BY SENATORS Shoemaker, 11. Fowler, H. Brown,
Plock, Strickland, Bermingham, Anderson, Schicffclin, Enstrom,
Jackson, Kogcvsek, Minister, Parker, Stockton, and Darby; also
REPPJESENTATIYliS Friecbnn, "De.woulin, Arnold, Bcndelow, Bishop,
Boley, Carroll, Eckelberry, Gallagher, Gaon, Gunn, Howe, liybl,
Kirscht, Kopel, ' Kostcr, Lamm, Miller, Ross, Sack, Sears,
Showalter, Smith, Spano, Strahle, Tempest, and Webb.
CONCEIVING AIR POLLLTTiON CONTROL, AND PROVIDING FOR HIE
ESTABLISirdlNT OF A MOTOR VE1ICLE EMISSIONS CONTROL PROGRAM,
AND MAKING AN APPROPRIATION TilEREFOR.
Be it enacted by the General Assembly of the State of Colorado:
SECTION 1. 66-31-3, Colorado Revised Statutes 1963 (1971
Supp.), is amended BY HE ADDITION OF A NEW SUBSECTION to read:
66-31-3. Definitions. (13) "Motor vehicle" means any
self-propelled vehicle which is designed primarily for travel on
the public highways and which is generally and corrnonly used to
transport persons and property over the public highways.
SECTION 2. Article 31 of chapter 66, Colorado Revised
Statutes 1963 (1971 Supp.), is amended BY THE ADDITION OF TIE
FOLLOWING HEV SECTIONS to read:
66-31-27. Motor vehicle emissions control program. (1)
The commission shall have tFTe authority to aaopt- regulations
concerning high altitude tuning specifications to control motor
vehicle emissions in this state.
(2) The departments of revenue and health shall develop
joint programs where appropriate for the control of motor vehicle
emissions. Though the departments of health and revenue shall
Capital letters indicate new material added to existing statutes;
dashes through words indicate deletions from existing statutes and
such material not part of act.
-------
confer and cooperate in all aspects of the motor vehicle emission
control program, the primary responsibility of the commission is
the adoption of rules and regulations, and the primary
responsibility of the department of revenue is the enforcement of
those rules and regulations as delegated pursuant to 60-31-10 (2)'
(n).
(3) Not later than December 1, 1973, the departments of
health and revenue are directed to complete certain pilot and
testing programs and studies and make joint recommendations to
the governor and to the general assembly.
(4) (a) The department of health shall develop a pilot
program for the purpose of testing a representative sample ,of
motor vehicles with various vehicle emission control alternatives
which may include emission testing and maintenance, air pollution
control tuneup, and vehicle modification alternatives as
determined by the commission.
Cb) Based upon the results of the pilot program, the
commission shall develop recommendations for implementing
pro grains of emission testing or mandatory maintenance, or both;
air pollution control 'tuneups; and vehicle modifications,
including altitude modifications and retrofit control systems,
for the control of motor vehicle ejnissions. Such recommendations
shall include information on the costs and air pollution control
effectiveness of alternate control measures and legislative and
regulatory measures necessary to implement an effective program.
.Any program recommended^ shall be based upon establishing
state,:ide minimum standards and shall include more stringent,
standards for motor vehicles registered in air quality control
basins defined by the commission.
66-31-28. Training programs and studies - emission
controls. (1) No later tiian July T] state-employi i
investigators shall ¦ complete a training course and pass
qualification tests as developed and approved by the commission,
after conferring with the department of revenue, as related to
the orientation and basic maintenance procedures on air pollution
control systems installed by manufacturers. The commission may
waive the requirement for completion of such a training course
under such circumstances as the commission deems appropriate.
Only inspectors passing said qualification tests shall perform
emission inspections. The commission may require, pursuant to
section 13-5-113, C.R.S. 1963, that inspection stations have on
hand by July 1, 1974 any equipment necessary to complete emission
inspections as provided for in this section.
(2) Hie departments of health and revenue shall jointly
recorrmend, by December 1, 1973, additional training programs
which may be necessary to help implement motor vehicle emission
control measures.
PAGE 2-SENATE BILL NO. 393
-------
(3) No later than February 1, 1974, pilot training programs
consistent with the provisions of this section shall have been
completed to determine program costs and effectiveness in meeting
tlie training requirements of this section.
(4) (a) 'Die departments of health and revenue jointly shall
recomnend a program to insure consumer protection in tlie
implementation of tlie motor vehicle emission control program.
Hie departments shall make recommendations relating to penalties
and enforcement procedures that will not only be effective in the
control of emissions, but; also allcsw persons in violation
reasonable time to comply with any requirements established.
(b)' The commission shall consider, in promulgating rules
and regulations, the adverse effect of said rules and regulations
upon gasoline mileage, performance, or other factors as to any
make, model, or class of motor vehicles as well as the public
benefit in reducing air pollution. The commission may moke
recommendations to exempt from regulations any make or nod el of
motor vehicle for which either gas mileage, performance, or other
factor would be adversely affected in a significant manner by
said control measures.
(c) Any make or model of motor vehicle, fueled by natural
gas, or powered by electrical energy, or powered by a Rankin
cycle engine, shall be exempt from the provisions of section
66-31-27.
SECTION 3. 13-5-113 (2), Colorado Revised Statutes 1963
(1969 Supp.), "is REPEALED A\TD RE ENACT ED, Willi ArO^ENTS, to
read:
13-5-113. Periodical inspections required. (2) (a) Hie
inspection required by tins section snail mciude an inspection
of. the lights, brakes, steering assemblies, window and windshield
glass, cx]iaust system, mufflers, fenders, and any other equipment
or accessory, the proper functioning of which is found by the
department of revenue to be necessary to the safe operation of
the vehicle.
(b) Except as to devices found by the air pollution control
commission to be ineffective pursuant to section 66-31-6 (4),
C.R.S. 1963, the inspection required by this section shall
include the crank case ventilating system on gasoline propelled
automobiles and trucks manufactured in the United States after
July 1, 1965, and on all other motor vehicles equipped with the
same, connection of air pollution control devices installed by
the manufacturer of any automobile of a model year of 1963 or
later, and any other inspection prescribed pursuant to paragraph
(c) of this subsection (2).
_(c) Effective July 1, 1973, as part of the inspection
required by this section, the air pollution control commission is
PAGE 3-SEIOTE DILL NO. 393
-------
authorized to adopt regulations pursuant to sections 66-31-8 and
66-31-9, C.R.S. 1963, for the proper connection and operation of
air pollution control devices installed by the manufacturer in
any motor vehicle for the purpose of controlling vehicle
emissions; the air [>ollution control commission may further adopt
rules and regulations governing other air pollution control
devices; which rules and regulations shall be enforced by the
department of revenue. Such rules and regulations pertaining to
inspections for the proper operation of all pollution control
devices shall not become effective before July 1, 1974, and prior
to that time, the air pollution- control commission shall
recommend to the general assembly an appropriate fee therefor.
(d) Effective with the sale of inspection certificates to
be issued after July 1, 1973, there shall be a fee of fifteen
cents in addition to that prescribed by section 13-5-114 (5),
which fee shall be paid to the department of revenue along iri.th
the fee paid under section 13-5-114 (4), and shall be credited to
the special account prescribed by section 13-5-114 (4) and may be
used, subject to appropriation by the general assembly, to cover
the cost of the motor vehicle emissions control activities of the
departments of health and revenue.
SECTION 4. 13-5-160 (4), Colorado Revised Statutes 1963
(1969 Supp.) , is REPEALED AND REECACTED, WITH A-ENH-SENTS, to
read:
13-5-160. Automobile air pollution control devices
tempering - operation or vcmcie. (4) rme air pollution contrnf
commission may adopt rules and regulations pursuant to sections
66-31-8 and 66-31-9, C.R.S. 1963, which permit or allow for the
alteration, modification, or .disconnection of
manufacturer-installed air pollution -control systems or
manufacturer tuning specifications on motor vehicles for the
purpose of controlling vehicle emissions. ' Nothing in this
section shall prohibit the alteration or the conversion of a
motor vehicle to operate on a gaseous fuel, providing that the
resultant emissions are at levels complying with state and
federal standards for that model year of motor vehicle.
SECTION 5. Article 13 of chapter 40, Colorado Revised
Statutes 1963 (1971 Supp.), is.amended BY THE ADDITION OF A NEW
SECTION to read:
40-13-110. Air pollution violations. (1) (a) (i) It is a
class 2 petty orlense as specified ui section 40-1-107 for any
person to cause air pollution by any of the means:
(ii) To cause or permit, in any air pollution control
region designated by the commission in which more than thirty
times per year the carbon monoxide level exceeds nine parts per
million averaged over an eight hour period, the emission into the
atmosphere . from any motor vehicle powered by gasoline, or other
PAGE 4-SENATE BILL NO. 393
-------
fuel except diescl, of any visible air contaminant (except water
vapor) for a period greater than five consecutive seconds; except
that no two-cycle gasoline-powered motor vehicle shall emit into
the atmosphere any air contaminant (except water vapor) of a
shade or density equal to or greater than twenty percent opacity
for a period greater tlian ten consecutive seconds;
(iii) To cause or pemit the emission into the atmosphere
from any diesel-powered motor vehicle operating not more than at
an altitude of eight thousand feet above mean sea level any air
contaminant (except water vapor) of a shade or density equal to
or greater than thirty percent opacity for a period greater than
ten consecutive seconds, other than as a result of a cold engine
start-up;
(iv) To cause or permit the emission into the atmosphere
from any diesel-powered motor vehicle operating at more than
eight thousand feet above mean sea level any air contaminant
(except water vapor) of a shade or density equal to or greater
than forty percent opacity for a period greater than ten
consecutive seconds, othe.r than as a result of a cold engine
start-up;
00 Opacity is defined as the degree to which an air
contaminant emission obscures the view of an observer, expressed
in percentage of the obscuration or in the degree (percent) to
which transmittancc of light is reduced by an air .contaminant
emission.
(2) (a) The air pollution control commission shall
establish training requirements for peace officers charged with
the enforcement of the provisions of subsection (1) of this
section.
(b) In addition to the enforcement of the provisions of
subsection (1) of this section by peace officers, the air
pollution enforcement officers of the department of health,
including designated air pollution agents of the department,
shall enforce the provisions of this section and,'for such
purposes only, shall have the powers of peace officers.
(3) (a) Effective January 1, 1974, the offense of causing
air pollution as defined in this section is punishable by a fine
of twenty-five dollars. Penalty assessment procedures provided
in section 39-2-201, C.R.S. 1963, shall be utilized in the
enforcement of this section and shall be subject to the
additional provisions of this subsection (3). Prior to such
date, peace officers may issue notices warning of conditions
which appear to violate the provisions of this section,,
GO Copies of every notice issued on or after January 1,
1974, shall be forwarded by the issuing officer to the Colorado
department of revenue, motor vehicle division, and to the clerk
PAGE S-SENATE BILL NO. 393
-------
of the comity court of the appropriate county. The notice, in
the form of a surmons and complaint, shall provide that the
person charred my pay the specified fine in person or by mil at
the office of the Colorado department of revenue, motor vehicle
division, Denver,' Colorado, within seven days after the date of
issuance of the notice', shall specify a date not less than thirty
nor more than sixty days after its date of issuance for
appearance to answer the charge if die fine is not paid, and
shall further give notice that, in .the alternative, the person
nay have the cliarge dismissed by complying with the provisions of
paragraph (c) of this subsection (3).
(c) Upon presentation to the court, by nail or in person,
of an affidavit by the owner of -the vehicle described in the
penalty assessment notice that the vehicle has been disposed of
in such manner that it will no longer be operated on the
highways, together 'with the registration card and number plates
of such vehicle, the complaint shall be dismissed. Likewise,
upon presentation, by nail or in person, of an affidavit of the
owner tiiat such autor.obile lias been repaired prior to the date
set for appearance upon the charge and that it is not in
violation of the provisions of this section when in normal
operation, the complaint shall be dismissed. Any such affidavit
is subject to the penalties of perjury in the second degree if
made in violation of the provisions of section 40-8-503.
SECTION 6. Appropriation. (1) In addition to any other
appropriation, there is nereoy appropriated out of any moneys in
the state treasury not otherwise appropriated, to the department
of health, for the fiscal year beginning July 1. 1973, the sum of
three hundred eighty thousand nine hundred fifty-one dollars
($380,951), or so mudi thereof as may be necessary, for the motor
vehicle emissions control prograin authorized by this act. These
funds shall be used to develop within the department of health a
motor vehicle emissions control section, to develop a pilot
program for the testing of vehicle emission control alternates,
to .develop training programs, and to develop other measures and
recommendations in line with the intent of this act.
(2) In addition to any other appropriation, there is hereby
appropriated out of any moneys in the special account within the
highway users tax fund prescribed by section 13-5-114 (4), C.l'.S.
1963, not otherwise appropriated, to the department of revenue,
for the fiscal year beginning July 1, 1973, the sum of
twenty-five thousand fifty-nine dollars ($25,059), or so much
thereof as may be necessary, for the performance of its duties in
the implementation of this act.
SECTION 7. Safety clause. The general assembly hereby
PAGE 6-SENATE BILL NO. 393
-------
finds, detemincs, and declares that this act is necessary'for
the imcdiatc preservation .of the public peace, health, and
safety.
John D. YanderJiooi
PRESIDENT
OF TIE SENATE
Jo'im jl). Fuhr
SPEAKER OF TIDJ HOUSE
OF REPRESENTATIVES
Comfort V.:. Snaw Lorraine K Lor.iharai
SECRETARY OF CHIEF CLERK OF THE HOUSE
HIE SENATE OF REPRESENTATIVES
APPROVED
John A. Love
GOVERNOR OF HIE STATE OF COLORADO
PAGE 7-SEIvATE BILL NO. 395
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