Investigation of Techniques for High
Evaporative Emissions Vehicle Detection:
Denver Summer 2008 Pilot Study at Lipan
Street Station - Report Version 5
&EPA
United States
Environmental Protection
Agency
-------
Investigation of Techniques for High
Evaporative Emissions Vehicle Detection:
Denver Summer 2008 Pilot Study at Lipan
Street Station - Report Version 5
Assessment and Standards Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
Prepared for EPA by
Eastern Research Group, Inc. (ERG)
EPA Contract No. EP-C-06-080
Work Assignment No. 2-2
NOTICE
This technical report does not necessarily represent final EPA decisions or
positions. It is intended to present technical analysis of issues using data
that are currently available. The purpose in the release of such reports is to
facilitate the exchange of technical information and to inform the public of
technical developments.
United States
Environmental Protection
Agency
EPA-420-R-14-027
October 2014
-------
Table of Contents
1.0 Introduction 1-1
1.1 Pilot Study Objectives 1-2
1.2 Description of Pilot Study Tasks 1-4
1.3 Target Population and Coverage 1-5
1.4 Funding Partners and Cooperative Participants 1-5
2.0 Background 2-1
2.1 Findings from California RSD Pilot Project 2-2
2.2 Findings from Colorado DPHE 2-5
2.3 RSD4000/4600 Data Acquisition and Concentration Calculations 2-6
2.4 Influences of Evaporative Emissions on Method A and B Calculations 2-12
3.0 Data Collection 3-1
3.1 Sequence of Field Testing Procedures for the Pilot Study 3-2
3.2 Stratified Random Sample of Vehicles for Field Testing 3-7
3.3 New Test Procedures for the Pilot Study 3-10
3.3.1 Modified California Method 3-11
3.3.2 Infrared Video Camera 3-12
3.3.3 Evaluation of the Portable SHED 3-12
4.0 Analytical Methods 4-1
4.1 RSD Emissions Instruments 4-1
4.2 SEMTECH-G Analyzer for Portable SHED Measurements 4-4
4.3 HC Sniffer for Modified California Procedure 4-7
4.4 Infrared Video Camera 4-8
4.5 Management of Field Data 4-9
5.0 Analysis 5-1
5.1 Evaluation of Using the Infrared Video Camera to Detect High Evaps 5-2
5.2 Evaluation of the Modified California Method to Detect High Evaps 5-3
5.3 Evaluation of Using RSD to Detect High Evaps 5-5
5.3.1 RSDEvap Index 1 Description 5-5
5.3.2 Paired RSD and PSHED Observations 5-8
5.3.3 Predict! on of PSHED Value Using RSDEvap Index 1 5-10
5.3.4 Prediction of PSHED "High Evap" Probability Using Evap Index 1.5-11
6.0 References 6-1
Appendix A Data Packet
Appendix B Stratified Sampling
Appendix C California Evaporative Visual Inspection Method
Appendix D Participating Vehicle Data
Appendix E Selection RSD Data
Appendix F Conditioning Drive Data
Appendix G Measurement RSD Data
Appendix H PSHED Data
Appendix I Modified California Method Data
Appendix J Driver Interview Information
Appendix K I/M Gas Cap Inspection Results
-------
List of Tables
Table 3-1. Expected High Evap Fractions Using California RSD Data 3-8
Table 3-2. Random Number Thresholds for Soliciting at the Lipan Station 3-9
Table 3-3. Field Method Evaluation Stratified Sampling Design for RSD HC Bins 3-10
Table 4-1. ESP RSD-4000 Instrument Specifications 4-3
Table 4-2. SEMTECH-G Measurement HC Specifications 4-6
Table 4-3. SEMTECH-G Ambient Air Specifications 4-7
Table 5-1. Comparison of PSHED and MCM Overall Results 5-4
Table 5-2. Counts of HighEvap Designations 5-12
List of Figures
Figure 2-1. ASM CO vs. RSD CO 2-3
Figure 2-2. ASM NO vs. RSD NO 2-3
Figure 2-3. ASMHCvs. RSD HC 2-4
Figure 2-4. Reported RSD4000 HC on the Audit Truck with Induced Evaporative Emissions 2-6
Figure 2-5 Time Histories with Zero Evaporative Emissions and 1100 ppmCs Tailpipe HC
Emissions 2-8
Figure 2-6. Pollutant Attenuations with Zero Evaporative Emissions and 1100 ppmCs Tailpipe
HC Emissions Versus CO2 with Regression Lines Superimposed 2-9
Figure 2-7. Time Histories with 15 scfh Evaporative Emissions and 1100 ppmCs Tailpipe HC
Emissions 2-11
Figure 2-8. Pollutant Attenuations with 15 scfh Evaporative Emissions and 1100 ppmCs
Tailpipe HC Emissions with Regression Lines Superimposed 2-12
Figure 2-9. Pollutant Attenuations with No Evaporative Emissions and 1100 ppmCs Tailpipe
HC Emissions with Methods A and B Lines Superimposed 2-13
Figure 2-10. Pollutant Attenuations with 15 scfh Evaporative Emissions and 1100 ppmCs
Tailpipe HC Emissions with Methods A andB Lines Superimposed 2-14
Figure 3-1. Vehicle Testing Flow 3-4
Figure 3-2. Comparison of 15-Minute PSHED and 60-Minute LSHED Measurements 3-15
Figure 4-1. Typical On-Road RSD-4600 Set-Up 4-2
Figure 4-2. HC Sniffer 4-7
Figure 4-3. FLIR GasFindIR Gas Detection Video Camera 4-9
Figure 5-1. RSD Evap Index 1 and PSHED Values (Speed is approximately 12 mph) 5-9
Figure 5-2. Linear Correlation of PSHED and Transformed RSD Evap Index 1 5-11
Figure 5-3. RSD Evap Index 1 and PSHED Values 5-12
11
-------
1.0 Introduction
EPA is currently developing the MOVES mobile sources inventory model. As part of that
effort, EPA needs to be able to model the evaporative emissions of gasoline-powered on-road
vehicles. Evaporative emissions occur when volatile components of gasoline are emitted or when
raw gasoline leaks from the fuel system and the evaporative emissions control system. To meet
the evaporative emissions modeling needs of the MOVES model, EPA, with the support of the
Coordinating Research Council (CRC), is conducting studies to quantify fleet evaporative
emissions. Ultimately, EPA would like to know the distribution of the mass of evaporative
emissions across all vehicles in the fleet.
This project follows the CRC projects looking at aging enhanced evaporative emission
vehicles. E-77 Pilot and E-77-2 were laboratory testing studies which looked at ethanol and RVP
fuel effects as well as implanted leak effects on different laboratory test procedures to capture
evaporative emissions. The implanted leak data indicates there may be significant effects from
small leaks which can multiply in the inventory. This follow-on study can shed light on
determining how often the leaks or "High Evap" are found in the fleet.
The effort begins by concentrating on the fleet vehicles that have high evaporative
emissions (High Evaps). Initially, the objective is to find the percentage of High Evaps in the
average fleet of on-road motor vehicle passenger cars and light-duty trucks. Our initial estimate
is that High Evaps are 1% of the gasoline-fueled vehicles in the fleet. The remaining 99% of
gasoline-fueled vehicles in the fleet also have evaporative emissions, but their evaporative
emissions are low.
This work assignment was in support of the EPA's National Portable Emissions
Measurement System (PEMS) Deployment contract, and is intended to serve as a research
project designed to develop methods to estimate evaporative emissions from light-duty vehicles.
Innovative methods for measuring and testing real-world evaporative emissions were studied and
procedures were developed, to allow the evaporative emission testing of a larger fleet at a later
date.
In response to recommendations from the scientific community and interested
stakeholders, EPA and the CRC are continuing to collect data designed to improve the methods
and tools used to estimate evaporative emissions from the light-duty vehicle fleet. This data
collection effort includes this pilot test program, which was designed to develop a quick,
inexpensive test procedure to quantify evaporative emissions from the light-duty fleet in an
Inspection Maintenance (EVI) style setting. The target population for the methodological pilot
1-1
-------
was 50 to 100 vehicles in the Denver area. Vehicles were screened for high evaporative
emissions using a newly developed technique, and then subjected to a battery of evaporative tests
to determine both the effectiveness of each short test vis a vis the other proposed short tests, and
the standard laboratory evaporative SHED test.
An important focus of this study was to investigate a number of options for measuring
evaporative emissions. The primary requirements in the work assignment specified that the
screening method be non-intrusive, quick, inexpensive, not require owner cooperation, and
correlate well with accepted evaporative measurement techniques, i.e. Sealed Housing for
Evaporative Determination (SHED) tests. Given these criteria, the method which appears to
hold the most promise is use of remote-sensing devices (RSD).
1.1 Pilot Study Objectives
The goal of the project's initial effort is to estimate the percentage of high evaporative
emissions vehicles in the on-road fleet of gasoline-powered passenger cars and light-duty trucks.
Specifically, the primary question is:
What fraction of the fleet is made up of high evaporative emissions vehicles?
A large field effort to answer this primary question immediately encounters two
problems. First, using the standard method to measure the evaporative emissions of vehicles is
expensive, time-consuming, and requires special test facilities - specifically, a standard
laboratory SHED. Second, there is not a clear, well-accepted definition of "high evaporative
emitters." To make it practical to answer the primary question in a field testing environment, the
primary question can be re-stated in terms of two secondary questions:
A. What field method can serve as a practical and substantially accurate method of
identifying high-emitting evaporative emissions vehicles (High Evaps)?
B. What fraction of the fleet is made up of High Evaps as defined by the above field
method?
The primary focus of this pilot study was to answer Question A. The primary focus of
subsequent studies will be to answer Question B. In summary, the effort to determine the
percentage of the fleet that is made up of High Evaps is made up of two studies:
1) The Pilot Study - The pilot study is the subject of this report. The data from the
pilot study will be used to develop the methods, procedures, and design to be used
in the main study. The conclusion of this pilot study was the development of a
1-2
-------
detailed work plan for a larger study to be conducted in a non-IM area that would
use the testing methodology identified in this pilot.
2) The Main Study - The main study is the large-scale field study and is the subject
of a future work assignment to determine the fraction of High Evaps in the fleet.
This kind of study could include the use of Remote Sensing Data (RSD) data from
a large on-road program to estimate the fraction of high emitters in the fleet using
the relationships developed in the pilot study.
The pilot study was conducted for the purposes of refining procedures for the main study.
Specifically, the pilot study was to determine whether the portable SHED should be used in the
main study as a field version of the standard laboratory SHED to measure hot-soak and gross
liquid leak emissions. The following questions were investigated in the pilot study:
a) How well do the results of the portable SHED method agree with the results of
the standard laboratory SHED method? What are the characteristics of portable
SHED testing for measuring the evaporative emissions of vehicles in the field?
This includes issues such as ease of implementation, cost, number of vehicles
tested in the portable SHED per day, level of personnel necessary, and
measurement precision and accuracy.
b) Can portable SHED measurements be performed in a way such that the results
can be used to estimate the distribution of evaporative emissions of the fleet?
c) What is the approximate fraction of the fleet that is made up of high evaporative
emissions vehicles?
d) What are the characteristics of three methods (RSD, modified California method,
infrared video camera) for screening vehicles as High Evaps?
What are the accuracy characteristics (four-quadrant, true-positive, and
false-positive) of the screening methods for identifying high evaporative
emitters?
What are the practical characteristics of the screening methods? This
includes issues such as ease of implementation, cost, time to complete one
test, level of personnel necessary (both quantity and skill).
e) Based on the experience of the pilot study, what refinements or modifications
would be considered for the design of a larger study?
In order to answer the questions above, a test procedure and sampling plan were
developed to characterize the high-emissions tail of the distribution of evaporative emitting
vehicles in the relatively new fleet of aging enhanced evaporative emissions on-road light-duty
motor vehicles. The current fleet consists of vehicles with newer enhanced evaporative emission
1-3
-------
technologies, which are now aging and have a potentially different incidence of high evaporative
vehicles in the fleet than previous technologies at similar ages. No frequency data currently
exists on the range of higher evaporative emission vehicles for these newer technologies.
1.2 Description of Pilot Study Tasks
In this work assignment, ERG conducted a project to develop a sampling plan and test
procedures for identifying vehicles with high evaporative emissions. In this pilot study, a
number of technologies and ideas were explored, including non-intrusive RSD-style
measurements, identification of evaporative leaks using a hydrocarbon sniffer device, and
portable SHED (PSHED) measurements. In addition to those intrusive and non-intrusive
methods, technologies used in other industries were investigated to determine if other tools could
be of use in the measurement of mobile source evaporative emissions.
Field work for this pilot study was conducted in July and August 2008 in Denver,
Colorado, in collaboration with the Colorado Department of Public Health and Environment
(CDPHE). CDPHE has recently done work measuring evaporative emissions using RSD, and
they also have facilities that allowed official laboratory SHED tests to be performed during the
pilot study on a subset of the vehicles which had PSHEDs.
This study was preceded by the Pre-Testing study. The pre-testing investigation was
performed on simulated high evaporative emissions vehicles to develop field methods for
detecting High Evaps and measuring their evaporative emissions. This work has been reported
separately [1].
This study was a field method evaluation. Testing on 85 vehicles that were recruited
from the general public was used to develop and evaluate vehicle selection and emissions
measurement. This work is the focus of this report.
The key variables that were surveyed or measured include:
• Vehicle identifiers: License plate and Vehicle Identification Number.
• Vehicle description: Model year, make, model, and odometer reading.
• Vehicle usage and maintenance history through a vehicle owner survey.
• Fuel type was assumed from local area fuels.
• Time trace of cumulative HC concentration of the air inside the portable SHED
after a vehicle's engine is turned off and the portable SHED doors are sealed [6]
1-4
-------
• Measured values of evaporative emissions vehicle screening methods:
- Remote Sensing Device HC measurement, and HC concentration relative to
CO 2 concentration
- Modified California Method (Under-hood visual inspection and electronic HC
vapor leak detector inspection)
- Infrared video camera
1.3 Target Population and Coverage
The target population includes all gasoline-powered light-duty vehicles and trucks. Light-
duty vehicles have gross vehicle weight ratings of less than 8500 Ibs. Light-duty trucks are
trucks with gross vehicle weight ratings of less than 8500 Ibs. Passenger cars and light-duty
trucks form the majority of the on-road motor vehicle fleet. Nationally, they account for 96.6%
of the on-road vehicle fleet and 89.0% of the total on-road vehicle miles traveled. Heavy-duty
vehicles account for the remainder of the on-road vehicle fleet and the on-road vehicle miles
traveled.
The geographical area used for pre-testing and this study was Denver, Colorado. Denver
was chosen for several reasons. The Colorado Department of Public Health and Environment,
which is located in Denver, operates a laboratory SHED, runs the state's inspection/maintenance
(I/M) program, and runs the state's on-road RSD measurement program. Those CDPHE
resources were used in the pilot study. The Lipan Street I/M inspection station was used as a
convenient source of private vehicles to solicit for the pilot study. Finally, the team that
originally developed the RSD technique is located at the University of Denver.
1.4 Funding Partners and Cooperative Participants
Funds were contributed by two government partners and one industry partner. The first
government partner is the Assessment & Standards Division within the EPA Office of
Transportation and Air Quality (OTAQ) and the second partner is the Colorado Department of
Public Health and Environment (CDPHE). The industry advisor is the Coordinating Research
Council (CRC), a nonprofit research organization whose members include the American
Petroleum Institute (API), the Society of Automotive Engineers (SAE), General Motors, Ford
Motor, Chrysler, Toyota, Mitsubishi, Nissan, Volkswagen, and Honda. The Colorado
Department of Public Health and Environment supported EPA's test program by providing RSD
equipment and staff to operate the equipment to support the RSD portion of the test program.
1-5
-------
2.0 Background
Evaporative emissions from gasoline vehicles have been evaluated and regulated since
the early 1970s. Gasoline vehicles have evaporative emissions control systems that control
excessive evaporative emissions, which are usually gasoline vapors but can also be evaporated
liquid gasoline if liquid leaks are present. When these systems or the gasoline delivery system of
a vehicle malfunction, excessive evaporative emissions can be emitted. The mass of evaporative
emissions from individual vehicles has been quantified in previous studies [2, 3, 4], but the
frequency of vehicles in such a condition in the general population has only been estimated
based on limited data [2, 4, 5].
The Coordinating Research Council Real World Group has been conducting permeation
evaporative emission testing in the E-77 and E-77-2 programs. In the pilot E-77 program the
permeation test procedure was refined before using it in a larger program. Most of the vehicles
were specifically recruited as aging enhanced vehicles, model years 1996-2000. Three pre-
enhanced vehicles and one newer, near-zero emissions vehicle were also tested. A focus was on
non-ethanol fuel looking at both 7 and 9 RVP. The program also looked at 24-hour diurnals at
the traditional temperature range of 65-105 °F and a higher temperature diurnal of 85-120 °F. A
subset of the vehicles was tested for 72-hour diurnals. The higher temperature diurnal data
indicated that the predictions that hydrocarbon emissions double every 10 °C was correct and
therefore, no further investigative testing was necessary. There were, however, unexpected
findings for the influence of fuel volatility (RVP).
One of the aging enhanced vehicles had an implanted leak. The series of tests were run
both before and after implanting the leak. This was accomplished by making a small hole in the
evaporative control system. The size of the hole, 0.02 inch equivalent diameter, was the
minimum detectable size necessary for an on-board diagnostic (OBD) code to flag. The
laboratory testing results show the resulting hydrocarbon emissions to be several orders of
magnitude larger with the implanted leak. This indicates a potential impact for the emissions
inventory, establishing the need to define the rate of occurrence of "leakers" in the in-use fleet.
Such implanted leaks can be in liquid or vapor form.
Vapor leaks can also have an impact on the inventory. Traditional evaporative emissions
testing, as well as the current E-77 testing, has shown a range of evaporative emissions,
particularly with aging vehicles. The higher emission levels (but lower than the gross liquid
"leakers") are associated with slow vapor leaks possibly occurring as the system ages. The
enhanced evaporative emission technology is now starting to age, and we do not have
2-1
-------
information on the number of higher emission vehicles in the fleet. The High Evap occurrence
rate is anticipated to be much lower than in the past, but leaks do occur.
Previous E-77 testing has confirmed that leaks, both liquid and vapor, can be an
important part of any hydrocarbon inventory. The missing piece of information is how often the
leaking vehicles occur. A comprehensive program for finding the quantity of these vehicles in
the existing fleet has not been attempted since the American Petroleum Institute "Raw Fuel Leak
Survey in I/M Lanes" in 1998 [2], or the California Bureau of Automotive Repair "Evaporative
Emission Impact of Smog Check" in 2000 [4]. The current fleet consists of aging enhanced
evaporative emissions vehicles which were not part of or still too new in the older studies.
2.1 Findings from California RSD Pilot Project
Recent data collected in the California RSD Pilot project [7] suggest that the tailpipe HC
channel of the RSD instrument used in that study, the ESP Accuscan 4000, may be influenced by
a vehicle's evaporative emissions, which are HCs.
The RSD instrument uses a light beam shining across the roadway to measure pollutants
in a vehicle's tailpipe plume. The instrument has HC, CO, NO and CO2 channels. In the
California study, a few days to several months after vehicles were measured by the on-road RSD
instrument, a subset of the vehicles received their regular state inspection program tailpipe
emissions test, known as the Acceleration Simulation Mode (ASM) test. Analysis of bins of the
76,982 paired RSD and ASM results showed a quite linear relationship for CO and NO when the
logit1 of the ASM failure rate was plotted against the natural log of the RSD concentration.
Figures 2-1 and 2-2 show the relationships for CO and NO. Straight line fits of the trends and
95% confidence limits on the individual points are included. The upward trend in both plots
shows that, on the average, vehicles that have higher RSD tailpipe concentrations were more
likely to fail their state tailpipe emissions inspection for the same pollutant.
1 The logit (x) = In (x/( 1 -x)), where x is a fraction between 0 and 1. In this case, the logit represents the "log of the
odds of failure".
2-2
-------
Figure 2-1. ASM CO vs. RSD CO
o
^5
o
o -J
o
1-4
O)
O -5
-6
-4 -3 -2-10 1
In(RSDCO) (%)
Figure 2-2. ASM NO vs. RSD NO
o
!5
o
O
z
^
CO
-2
O)
O -4
-5
5678
ln(RSD NO) (ppm)
10
2-3
-------
Figure 2-3. ASM HC vs. RSD HC
23456789
In(RSDHC) (ppm)
However, when the same type of plot is made for the analysis of bins of the paired data
for HC, two different regions of behavior are observed. See Figure 2-3. In the low RSD HC
region (In RSD HC < 6), the ASM HC fail rate follows the trends seen for CO and NO. That is,
vehicles with higher and higher on-road RSD HC concentrations are more and more likely to fail
the inspection station ASM HC tailpipe test. The data fall on a relatively linear trend as
approximated by the solid red line. However, on the right side of the plot (In RSD HC > 6), a
second, different trend is observed. Here, the data points reach a plateau (logit ASM HC fail
fraction = -1), which means that about 27% of the vehicles fail the tailpipe ASM HC tailpipe test
even though their on-road RSD HC concentrations range from 400 ppm up to 4000 ppm. That
is, in the high RSD HC region, ever increasing RSD HC concentrations do not translate into an
ever increasing probability of failing the inspection station ASM HC tailpipe test.
One explanation, but perhaps not the only explanation, for the observed HC behavior is
the presence of High Evaps in the fleet sample. High Evaps could pass the inspection station
ASM HC test because the ASM test is a tailpipe test, and therefore it is not influenced by
evaporative emissions, which are emitted only from the fuel and fuel vapor handling systems of
vehicles - not from their tailpipes. However, when a vehicle drives on the road, evaporative
emissions can be detected with tailpipe emissions in the plume behind the vehicle. Depending on
2-4
-------
how the RSD instrument processes the data obtained from its light beam, evaporative emissions
could increase the reported RSD HC readings over what one would expect on the basis of
tailpipe emissions alone. If the evaporative emissions are very high, the increase could be large
enough to cause points on the linear trend in Figure 2-3 to be moved to the right of the expected
trend depicted by the red line.
Since evaporative emissions were not measured in the California RSD Pilot study, this
explanation of the trends in Figure 2-3 is unconfirmed. Nevertheless, the explanation makes
sense. In addition, Don Stedman, the developer of the RSD technique, is familiar with the data
processing algorithm of the Accuscan-4000 instrument and believes that its high RSD HC
readings may be influenced by High Evaps. Since algorithms of other RSD instruments may be
less sensitive to evaporative emissions, this finding, if confirmed, could lead to the development
of new RSD processing algorithms that could specifically target the on-road measurement of
evaporative emissions.
2.2 Findings from Colorado DPHE
CDPHE has empirical evidence that the RSD4000 instrument can detect evaporative
emissions and liquid gasoline leaks. CDPHE has been involved with remote sensing devices
since 1996. The Department's RSD experience spans several generations of ESP's RSD
technology (RSD2000, 3000, 4000, and 4600). In recent years, CDPHE and the Regional Air
Quality Council (RAQC) have participated in an RSD-based, high hydrocarbon emitter
identification and repair pilot program funded by the Congestion Mitigation and Air Quality
Improvement Program (CMAQ). The goal of the study was to use RSD to find vehicles emitting
more than 550 ppm HC as hexane from the tailpipe. An unexpected result of the effort was the
apparent ability of the RSD4000 instrument to find evaporative emissions and gasoline liquid
leakers. Several RSD-identified high HC emitters brought to state EVI Tech Centers for an EVI240
confirmatory exhaust emissions test easily passed EPA EVI240 final standards but were found to
have gasoline vapor and/or liquid leaks.
A simple, semi-quantitative follow up experiment by CDPHE staff used an RSD4000
instrument with metered amounts of propane, unmetered amounts of liquid gasoline, and known
concentrations of simulated exhaust from an RSD audit truck. This experiment resulted in a
small empirical dataset that seemed to corroborate the claim by state EVI Technical Center
personnel that the RSD was identifying evaporative and liquid leaks. The data shown in Figure
2-4 were obtained using the audit truck. This information illustrates that RSD technology appears
to detect evaporative emissions. Both sets of RSD data introducing an evaporative emissions
2-5
-------
problem, gas cap removal and canister disconnection, are noticeably higher than the "no
problem" RSD data. A second, very brief qualitative investigation using unknown amounts of
liquid gasoline, an IM240-passing 2000 model year passenger vehicle, and an RSD3000
instrument produced only invalid RSD readings, which indicated there might be something other
than high exhaust emissions.
This disparity between the RSD4000 and RSD3000 results prompted an inquiry to Don
Stedman of the University of Denver. He clarified that the calculations used by the RSD3000
instrument were specifically designed to see only tailpipe HC, but the RSD4000 instrument and
its offspring, the RSD4600, could theoretically see HC from any source.
Figure 2-4. Reported RSD4000 HC on the Audit Truck with Induced Evaporative
Emissions
Evap Test
iTin
inrio -
Rno
"I"
c
n
o
Af\0
9nn -
0 -
No Problems
V-^^v,
Gas Cap Removed
r\/x /
/ ¥ s:V
Canister Disconnected
*
A/x /
/ v v
/
Z
90 101 104 111 114 118 120 122 125 129 132 137 140 142 144 146 148 153 154 155 162 165 167 169 172 173
Record Numbers
-»-HC 550 ppm Cut-Point
2.3 RSD4000/4600 Data Acquisition and Concentration Calculations
Some background on the operation and calculations of the RSD4000/4600 instrument is
useful for understanding the conditions under which RSD might be able to detect vehicle
evaporative emissions. While the detailed calculations that are used in RSD instrument software
The gas cap removal shows minimal impact on HC concentration levels compared to disconnecting the canister.
This compares to the CRC E-77 lab data on implanted leaks. There was a negligible increase in HC emissions when
a leak was implanted in a gas cap on an ORVR equipped vehicle compared to one which did not have ORVR or a
leak implanted near the canister or the top of the tank.
2-6
-------
are proprietary to ESP, ESP personnel have provided some general information about how their
current instrument operates and calculates emissions concentrations.
The pollutants in the exhaust gas coming from the tailpipe of a vehicle are assumed to be
well mixed and are assumed to be released from only the tailpipe outlet. It is also assumed that
after emission from the tailpipe, the HC, CO, NO and CO2 all disperse into the ambient air at the
same rate.
When a vehicle drives past the RSD instrument, the RSD light beam passes through a
portion of the dispersing tailpipe plume. The instrument measures the attenuation of IR or UV
light caused by the presence of the chemical species in the plume 50 times at 10ms intervals.
The size of the attenuation is the product of the concentration and the path length and therefore
has units of ppm-cm for HC and NO and %-cm for CO and CO2. If the only source of the
pollutants is the tailpipe exhaust, and if the ambient air has no pollutants, then the ratios of
attenuations of any two pollutants will be constant for multiple readings taken in a vehicle's
exhaust plume even though the pollutant concentrations change as the plume disperses. Figure
2-5 shows example time traces of the attenuations of HC, CO, NO, and CO2 as recorded by an
RSD instrument for Test Set 18 and VDF 5 from the Summer 2008 Pre-Testing study [1]. The
plot clearly shows that for this case, which does not have evaporative emissions, the attenuations
move up and down together with time. That is, ignoring the different vertical scales, the time
traces of all four pollutants have very similar shapes.
2-7
-------
Figure 2-5 Time Histories with Zero Evaporative Emissions and 1100 ppmC3
Tailpipe HC Emissions
45
40
35
8 30
c
ro
J2
o 25
J2
1 2°
•i-*
_2
£ 15
10
5
0
HC (ppm-cm)/ 100
CO (%-cm)
CO2 (%-cm)
100
50
100
150
200 250
Time (msec)
300
350 400
450
However, the purpose of the RSD instrument is not to determine the time dependence of
the pollutant attenuations but instead is to determine the exhaust concentration of the pollutants
at a given moment in time. To arrive at an estimate of the pollutant exhaust concentrations
requires two steps. In the first step, the instrument uses the assumption that exhaust pollutant
gases disperse together from the common exhaust point. If this is true, then plots of the
attenuations of one pollutant against the attenuations of any other pollutant should produce a
straight line passing through the origin. Figure 2-6 shows the HC, CO, and NO attenuations
plotted against the CO2 absorbance for the data shown in Figure 2-5. The plot shows that the
lines are quite straight with little scatter and pass near the origin.
2-8
-------
Figure 2-6. Pollutant Attenuations with Zero Evaporative Emissions and 1100
ppmC3 Tailpipe HC Emissions Versus CO2 with Regression Lines Superimposed
40
35
30
OJ
8 »
•e
o
t/)
< 20
-I—'
c
(0
-I—'
115
Q.
10
+ HC (ppm-cm)/100
+ CO (%-cm)
NOx (ppm-cm)/ 100
10 15 20 25 30
CO2 (%-cm)
35
40
45
If ambient pollutants are present before the vehicle passes by, then the instrument will
also pick up contributions to the attenuations from the background. The RSD4000/4600
instrument attempts to correct for the background by taking a measurement of all four pollutants
just before the vehicle blocks the beam. These "front bumper" background attenuation values
are subtracted from the raw tailpipe plume attenuation values to arrive at the background-
corrected attenuation values that are used to calculate the tailpipe emissions concentrations. The
50 10ms attenuation observations provided with each RSD beam block and those plotted in
Figures 2-5 and 2-6 have already had the background correction applied. Thus, if the
background correction is accurate, plots of HC, CO, and NO attenuations versus CO2 attenuation
should always pass through the origin. However, we have observed that even for vehicles with
no evaporative emissions the regression lines through the data almost never pass through the
origin and generally tend to have positive pollutant attenuation intercept values.
Our understanding is that the RSD3000 calculation method (also known as Method B)
uses the slope of the regression of the HC attenuation versus CO2 attenuation to calculate the
concentration of HC relative to CO2. On the other hand, the RSD4000 calculation (also known
2-9
-------
as Method A) uses the sum of the HC attenuations divided by the sum of the CC>2 attenuations to
determine the concentration of HC relative to CO2.
The second step in the calculation uses combustion stoichiometry. The RSD instrument
calculations assume a particular composition for gasoline that contains carbon, hydrogen, and
oxygen which when combusted with air will produce a mixture of HC, CO, NO, and CO2. The
balanced chemical equation for this reaction is then used to convert the relative pollutant
concentrations as determined from the slopes of the 50 10ms attenuation measurements of the
RSD instrument into estimates of the absolute pollutant concentrations by assuming that the
gasoline in the vehicle has approximately the same composition as the average gasoline used for
the calculations. This second step is used both for Method A and Method B calculations.
The RSD4600 instrument uses the measured attenuations of HC, CO, NO, and CO2 plus
the combustion stoichiometry of the combustion of typical gasoline to arrive at the reported RSD
concentrations for the four pollutants. Based on 29,723 RSD measurements made in San Antonio
in November 2008, the RSD4600's reported concentrations always obeyA the following
equation:
[CO2] = 150537.66 - 0.7168 * [CO] - 0.3011 * [HC] - 0.3584 * [NO]
where: [CO2] is the CO2 concentration in ppm,
[CO] is the CO concentration in ppm,
[HC] is the HC concentration in ppmCs, i.e., ppm Propane, and
[NO] is the NO concentration in ppm.
Now we need to consider the situation when evaporative emissions are present.
Evaporative emissions on a vehicle are predominantly HC (some oxygenates may be present if
the fuel contains them) and can be emitted from the vehicle from one or multiple sources but the
source of evaporative emissions will never be the tailpipe. Accordingly, the characteristics of
dispersion of evaporative emissions will be different from the dispersion of the tailpipe
emissions. Evaporative emissions can be emitted as vapor or as leaking liquid gasoline. Since
the RSD instrument can detect only vapor, liquid leaks must at least partially evaporate for an
RSD instrument to detect them. A vehicle's evaporative emissions plume will not necessarily
intermingle with its tailpipe plume. However, it may pass through the RSD instrument's light
beam at the same time that the tailpipe plume is passing through the light beam. When an
evaporative emissions plume does this, it will cause the HC attenuation to be larger than it would
be if the evaporative emissions were not present.
2-10
-------
Figure 2-7 shows the time series of the attenuations for the audit truck for Test Set 18 and
VDF 11 when evaporative and tailpipe emissions were forced to occur. In this case, the shapes
of the time series for CO, NO, and CO2 are similar to each other, but the shape of the time series
for HC is different. Comparison of the HC trend with the CO, NO, and CO2 trends indicates that
the HC attenuation has a large increase beginning at about 100ms. This trend is much more
obvious when the attenuations for the time series are plotted versus the CO2 attenuations as
shown in Figure 2-8. While the CO versus CO2 and NO versus CO2 plots remain as straight
lines, the HC versus CO2 curve shows an increase in HC attenuation relative to CO2 attenuation
and also shows a non-linear behavior. The quantification of this non-linear behavior can be used
to develop an RSD evaporative emissions index.
Figure 2-7. Time Histories with 15 scfh Evaporative Emissions and 1100 ppmC3
Tailpipe HC Emissions
0>
o
c
CO
€
o
JS
CD
-i—i
_2
"o
D.
100
80
60
40
20
-20
— HC (ppm-cm) / 100
— CO (%-cm)
- CO2 (%-cm)
NOx (ppm-cm) / 100
50
100
150
200 250
Time (msec)
300
350
400
450
2-11
-------
Figure 2-8. Pollutant Attenuations with 15 scfh Evaporative Emissions and 1100
ppmC3 Tailpipe HC Emissions with Regression Lines Superimposed
100
80
I 60
CD
€
o
t/3
5 40
CD
-i—»
_2
"o
0.
20
-20
+ HC(ppm-cm)/100
+ CO (%-cm)
NOx (ppm-cm)/ 100
10
20
30
CO2 (%-cm)
40
50
60
2.4 Influences of Evaporative Emissions on Method A and B Calculations
Methods A and B use two different calculations that are both based on the same 50 10ms
absorbance pairs to arrive at different estimates of vehicle HC concentrations. Based on our
understanding of the calculations, we believe that the difference between the reported values by
the two methods provides an initial RSD evaporative index. This subsection describes why this
might be the case.
Figure 2-9 contains actual HC and CC>2 attenuation data from an RSD beam block of the
audit truck when it was producing simulated exhaust emissions but no simulated evaporative
emissions. The slope of the line (blue dashed line) that connects the origin with the centroid of
the HC attenuation versus CC>2 attenuation cluster of points represents the Method A result.
When the Method B regression line (red solid line) through the string of points passes through or
near the origin, as in Figure 2-9, the slopes calculated by Methods A and B will be close to each
other and will therefore produce similar RSD HC reported values.
2-12
-------
Figure 2-9. Pollutant Attenuations with No Evaporative Emissions and 1100
ppmC3 Tailpipe HC Emissions with Methods A and B Lines Superimposed
45
40
35
o
° 30
? 25
s>
I 20
Q.
O 15
I
10
5
0
+ HC/100vs. CO2
-• - Method A line
Method B line
0
10
20 30
CO2 (%-cm)
40
On the other hand, consider Figure 2-10 which contains actual RSD attenuation values
for a case where the audit truck had simulated exhaust emissions and high artificial evaporative
emissions. In this case, for Method A, the slope of the dashed blue line connecting the origin
with the centroid of the string of points has a slope that is much larger than the slope of the red
solid line through the points by regression. Thus, the reported value of RSD HC by Method A
would be substantially larger than the value reported by Method B. The reason that the slope by
Method A is larger than the corresponding line in Figure 2-9 is that the HC attenuation values
have been shifted higher because of the presence of the evaporative emissions. When
evaporative emissions are present but are not extremely high, we would expect that the HC
attenuations would be higher than if evaporative emissions were not present but not as high as
they are when evaporative emissions are higher.
2-13
-------
Figure 2-10. Pollutant Attenuations with 15 scfh Evaporative Emissions and 1100
ppmC3 Tailpipe HC Emissions with Methods A and B Lines Superimposed
o
o
120
100
80
60
o
Q.
Q.
O 40
I
20
0
+ HC/100vs. CO2
•• - Method A line
^^Method B line
0
10
20 30 40
CO2 (%-cm)
50
60
Overall, therefore, the Method A calculation produces an RSD HC concentration that
tends to be influenced both by the exhaust HC and the evaporative HC emissions. On the other
hand, the Method B calculation tends to produce a reported HC concentration that is less
influenced by evaporative HC emissions than the Method A calculation. As a consequence of
these different sensitivities of Methods A and B to evaporative emissions, the difference between
the Method A and Method B reported values could be a useful measure of the level of
evaporative emissions that a vehicle produces. In addition, it is possible that this measure of
evaporative emissions may be relatively independent of the level of exhaust hydrocarbon
emissions from vehicles. We will call Method A minus Method B the RSD Evap Index 0. RSD
Evap Index 0 will serve as the starting point for development of future RSD evaporative
emissions indices. RSD Evap Index 0 is based on a calculation involving the background-
corrected 50 10ms absorbance values from each beam block. Many different RSD evaporative
emissions indices could be developed from these 50 10ms observations. Since there is no
particular reason to believe that RSD Evap Index 0 is the best index, a search for better
performing indices can be made.
2-14
-------
3.0 Data Collection
The goal was to perform testing on about 100 vehicles for the purposes of evaluating
screening methods that could identify vehicles with high evaporative emissions, to develop and
qualify a field method that could distinguish between vehicles with low and high evaporative
emissions, and to make an initial estimate of the fraction of high evaporative emissions vehicles
in the fleet. Tests were ultimately performed on 85 vehicles by generating data in the pilot study
which was performed in Denver, Colorado.
To reduce the time associated with identifying high evaporative emissions vehicles, we
tested vehicles in three steps, which are elaborated upon in Sections 3.1 through 3.3:
In the first step, we screened the HC emissions of all vehicles entering the Lipan Street
I/M station as they drove by a remote sensing device placed in the station's entrance driveway.
Based on their RSD HC emissions levels, these vehicles were categorized into 9 emitter groups
that covered the entire range of RSD HC emissions (see Table 3-1).
In the second step, we drew a stratified random sample of vehicles for participation in the
field method evaluation (see Section 3.2). This set of vehicles was recruited and tested on site to
evaluate three different evaporative emissions screening methods. Each vehicle also had its hot-
soak and gross liquid leak emissions measured in the portable SHED (see Section 3.3.3).
In the third step, a fraction of vehicles participating in the field method evaluation were
requested to have evaporative emissions measured in CDPHE's laboratory SHED near the
recruitment site, and ultimately 23 were tested on both the PSHED and in a laboratory SHED.
These data were compared with the portable SHED results to qualify the portable SHED
technique for use in subsequent Work Assignments (this portion of the work has been previously
reported [6]).
The types of data that were surveyed or measured included:
• Vehicle identifiers and description: license plate, vehicle identification number,
model year, make, model, odometer reading, and other identifying information on
vehicles that participated in the study. Photographs were taken of each vehicle to
assist in data quality control. The vehicle pictures were taken from various angles
and included a white board which included the test number assigned to the vehicle.
Photos of the VECI label and VIN were also taken.
• Vehicle usage and maintenance: A vehicle owner survey was used to acquire
vehicle usage and maintenance history.
5-1
-------
• Portable SHED measurements: These include the evaporative emissions measured
in the portable SHED environment. These emissions are expressed in terms of the
mass evaporative emissions released into the portable SHED, the maximum HC
concentration within the SHED, or the time trace of HC concentration of the air
inside the portable SHED after a vehicle's engine is turned off and the portable
SHED doors are sealed. They are the study's measure of the estimated
evaporative emissions from each vehicle.
• RSD HC emissions measurements: These are the exhaust and evaporative
emissions measured for the purposes of screening high evaporative emitters.
• Qualitative observations of evaporative emissions: Vehicle observations via HC
sniffer and visual inspection and infrared video camera were recorded by on-site
technical staff.
The experimental design and results for the Pre-Testing have already been described in a
separate report [1], and the Portable SHED Evaluation has also been reported [6]. The
procedures used for collecting data for the field evaluation are described in the following sub-
sections. The different types of data that were collected are described in Section 3.1. The
sampling plan that was used for recruitment of vehicles based on an RSD observation is
described in Section 3.2, as well as a description of the test sequence that was performed on each
of the sampled vehicles.
3.1 Sequence of Field Testing Procedures for the Pilot Study
For the pilot study, ERG conducted measurements on vehicles owned by the general
public. Vehicles were screened for participation using RSD as they approached an I/M Station.
Participating vehicles were subjected to a series of RSD measurements, evaporative emissions
measurements, and visual inspection.
The stratified sample system described in Section 3.2 was used to preferentially select
higher evaporative emitting vehicles. The owners of vehicles that were identified as potential
study participants were solicited by ERG personnel while they waited for their I/M test. They
were asked if they would like to participate in the study, allowing their vehicle to undergo
additional evaporative emissions testing. Those that agreed to participate were given a
questionnaire that would help determine the most recent repairs, re-fuelings, usage patterns, and
other information. The additional evaporative emissions tests were then performed on the
vehicle.
Solicitors and other testing personnel did not have knowledge of the observed RSD
emissions of the candidate or selected vehicles.
5-2
-------
The diagram in Figure 3-1 below illustrates how the procedures flowed from the initial
RSD HC screening through the various evaporative emissions tests. A total of 85 vehicles were
ultimately tested with this test matrix.
5-3
-------
3-1.
T
1: Selection RSD
/j—
! 2: Solicitation (+ Collect Participant Initial Vehicle Info)
L"l f 1 f 1
I/M Testing
Participants
Conditioning Drive
2 Measurement RSDs
Portable
Modified California Method
IR Camera
Collect Final Vehicle Info
3. Evaporative
Emissions
Data Collection
Non-Participants
Release Vehicle
3-4
-------
Flow Diagram Step 1: Screening Using Remote Sensing Device
All vehicles entering the IM station driveway had the emissions plume scanned by an
RSD-4600 instrument to measure emissions concentrations. RSD instruments perform these
measurements by shining a light beam across the roadway. While the driver could see the
equipment, measurements were performed without notifying the vehicle driver that they were
being taken. For each vehicle the following quantities were automatically taken as the vehicle
passed by the RSD instrument:
• DateTime: The date, hour, minute, and second of the RSD measurement.
• Speed and Acceleration: The speed and acceleration of the vehicle.
• The calculated VSP of the vehicle.
• RSD-4000 Emissions3: The concentrations of HC, CO, and NO in the vehicle's
plume according to the Method A calculation.
• RSD-3000 Emissions: The concentrations of HC, CO, and NO in the vehicle's
plume according to an approximation of the Method B calculation.
• License Plate: A digital image of the rear of the vehicle was recorded so that the
license plate could be determined.
3.1.1.1 Flow Diagram Step 2: Solicitation
Based on the screening Method A HC values, the VSP, and the number of vehicles
desired for each RSD/age bin in the stratified random plan, a sample of passenger cars and light-
duty trucks was approached by the solicitor. The solicitation was usually made as the owner's
vehicle was waiting in line for the inspection to begin. The solicitor performed the following
activities:
• Introduction: The solicitor explained that a U.S. EPA emissions study was being
conducted and measurements would take about one hour. The solicitor explained
that the measurements would involve driving the vehicle for about 20 minutes,
driving past the RSD unit two times, performing under-hood visual inspections,
and testing the air in the portable SHED after the vehicle had sat in it for 15
minutes.
• Ownership: The solicitor asked if the driver owned the vehicle. Only vehicles
with their owners driving were eligible for participation. Company vehicles or
dealer vehicles were not allowed as participants.
3 A single instrument was deployed, but the different calculation methods were used to estimate emissions: "RSD-
4000" and "RSD-3000".
5-5
-------
• Incentive: The solicitor offered a $20 cash incentive. The incentive was provided
whether or not the vehicle owner participated.
• Vehicle Information: The solicitor collected an initial vehicle description
including license plate, model year, make, model, and color as described in
Appendix A.
• Owner Questionnaire: The solicitor administered the owner questionnaire to
gather recent vehicle usage and maintenance history information. (Appendix A).
Flow Diagram Step 3: Evaporative Emissions Data Collection
Following completion of the EVI inspection, participating vehicles would then undergo
the following tests:
• RSD Emissions: A technician conditioned the vehicle for 20 minutes on a set 8-
mile route4, which simulated the Federal Test Procedure (FTP) typically used as
preconditioning for a Hot Soak laboratory test. Then drove it past the RSD unit
two times to obtain RSD measurements that were independent of the screening
RSD used to select the vehicle for participation. The same type of data was
recorded as for the screening drive. The technician driver verified with the RSD
technician that all RSD results were valid and that the VSP was in range.
• Portable SHED Emissions: With the engine still running, the vehicle was driven
just outside the open PSHED door. Upon command from the PSHED technician,
the engine was turned off, the vehicle was pushed into the PSHED, and the
PSHED door was sealed. The HC emission concentration of the air inside the
PSHED was measured continuously with the SEMTECH-G for 15 minutes.
Following the measurement, the vehicle was driven out of the PSHED, and the air
in the PSHED was flushed.
• Modified California Method: A visual and olfactory inspection of evaporative
emission control system and the fuel system was performed to look for missing,
malfunctioning, damaged, or disconnected components. At the same time, a
handheld electronic HC vapor detector was used to try to find sources of
evaporative emissions by moving the small probe of the detector around
components, fittings, and hoses.
• Infrared Video Camera: The infrared video camera recorded video of those areas
around the vehicle where evaporative emissions might be present. This included
over the engine compartment with the hood opened and closed, and around the
gasoline fill pipe.
4 Turn north on Lipan Street. Drive 200m. Turn east on W. Evans Avenue. Drive 675 m. Turn south on S. Santa Fe
Drive. Drive 2875 m. Turn west on W. Hampden Avenue. Drive 2000 m. Turn north on S. Federal Blvd. Drive
3000m. Turn east on W. Evans Avenue. Drive 2000 m. Turn south on Lipan Street. Drive 200 m.
-------
• Detailed Vehicle Information: Vehicle information was collected including VEST,
engine family, evap family, odometer reading, transmission type, and photos as
shown in the data packet in Appendix A. Digital photographs of serial numbers
and equipment specification tags were taken as indicated, to help correct any
inaccurate information recorded during on-site inventories.
• Final Check: After verifying that all items were collected and were complete, the
vehicle was released to its owner (unless the vehicle was a candidate for the
portable SHED / laboratory SHED evaluation).
Of the 85 vehicles that completed the steps described above, a subset of 23 vehicles
participated in a portable SHED / laboratory SHED evaluation. A laboratory-grade 1-hour hot-
soak5 was conducted at CDPHE facilities for these 23 vehicles. Results of the portable SHED /
laboratory SHED evaluation have previously been reported [6].
3.2 Stratified Random Sample of Vehicles for Field Testing
During the planning phase of the study, we estimated that 99% of all vehicles are not
High Evaps. Since most vehicles are not excessive emitters of evaporative emissions, stratified
random sampling was used to seek a preferentially larger number of vehicles that were potential
high evaporative emitters. In this pilot study, we used RSD HC to screen vehicles into nine HC
emitting categories. We selected vehicles from each of the nine screening RSD HC bins to be
solicited for participation in the pilot study. The sample was stratified with allocation among
RSD HC emissions bins.
As described in Section 2 (Background), we have circumstantial evidence that the HC
channel of certain types of RSD instruments may be able to detect vehicles with high evaporative
emissions levels. By preferentially sampling more vehicles from the higher RSD HC bins of
screening RSD measurements, we attempted to capture a larger fraction of High Evaps in the
pilot study than could be captured by completely randomized sampling from the fleet as a whole.
Design of a stratified sampling strategy to achieve the desired precision required an
estimate of the abundance of High Evaps in the fleet as a function of the stratifying variable.
Unfortunately, no dataset existed that could clearly define High Evap levels. However, we
assumed that the trends in Figure 2-3 were caused by High Evaps. Therefore, the data collected
in the California study was used to develop a stratified sampling design for this study.
5 The lab SHED test was a standard one-hour hotsoak test. It was done with standard pre-conditioning, at standard
SHED temperature for a hot-soak, and it was performed using the in-use fuel in the vehicle's fuel tank. The single-
value hot-soak result and the minute by minute SHED HC concentrations were both reported for each hot-soak test.
3-7
-------
Table 3-1 summarizes the data from the California study that were used to develop a
stratified sampling plan for this study. Columns B and C give the bin definitions in terms of the
RSD HC as determined by Method A, which is influenced by evaporative emissions and exhaust
emissions. Columns D and E give the distribution of vehicles that had an inspection station ASM
test that followed the on-road RSD measurement. These columns indicate that the distribution of
RSD HC emissions in the fleet is highly skewed with about 83% of the vehicles having RSD HC
emissions below 148 ppm. Column F shows the number of High Evaps that we estimated from
Figure 2-3. Specifically, we assumed that the gap between the data points and the red line in
Figure 2-3 is caused by the presence of High Evaps in the fleet. Column G gives the estimated
probability (=F/D) that vehicles in each bin are High Evaps. The fleet estimate from this data
suggested 0.75% of the vehicles based on the California data are high evaporative emitters.
Table 3-1. Expected High Evap Fractions Using California RSD Data
A
B
C
Bin Definitions:
RSD HC (ppm)
by Method A
Bin
1
2
3
4
5
6
7
8
9
Greater
Than
-Inf
0
90
148
245
403
665
1097
1808
Less
Than
or
Equal
To
0
90
148
245
403
665
1097
1808
Inf
D
E
Vehicle Population
Number
of
Vehicles
in Bin
24101
32959
7094
5476
3644
2138
917
365
288
Population
Fraction
in Bin
(Wh)
0.3131
0.4281
0.0922
0.0711
0.0473
0.0278
0.0119
0.0047
0.0037
F
G
High Evap Vehicles
(estimated)
Number
of
High
Evaps
in Bin
0
1
3
15
49
107
143
112
148
Fraction of
Vehicles in
Bin that
are High
Evaps
(ph)
0.000002
0.00005
0.0005
0.0027
0.013
0.050
0.156
0.308
0.513
All 76982 1.0000 578 0.75%
From the information in Columns A through G, we used the technique for optimum
stratified sampling, which is described in Appendix B, to develop a plan for achieving the
precision target. The optimum plan was modified, however, to meet the objectives of this study
and to address the vulnerabilities to sub-optimal sampling. [9]
A random number generator was used to determine whether or not a vehicle observed by
RSD entering the Lipan Street EVI station would be solicited for the study. A threshold between
-------
zero and one was assigned to each of the nine bins, with a higher threshold for the higher RSD
HC bins. The random number generator assigned a random number between zero and one to
each vehicle that was observed by RSD. The vehicle was then assigned to one of the nine bins,
based on its RSD HC value. If the vehicle's random number was below the threshold number for
the vehicle's bin, then the vehicle was solicited for the study. These thresholds represented
selection probabilities. The random number thresholds for the nine bins were modified at times
during the pilot study, as initial results were used to determine whether the actual sampled
vehicles were falling into the desired distribution among the nine bins. The random number
thresholds that were used and the dates that they were used are listed in Table 3-2.
Table 3-2. Random Number Thresholds for Soliciting at the Lipan Station
A
B
C
Bin Definitions:
RSD HC (ppm)
By Method A
Bin
1
2
3
4
5
6
7
8
9
Greater
Than
-Inf
0
90
148
245
403
665
1097
1808
Less
Than or
Equal To
0
90
148
245
403
665
1097
1808
Inf
D
E
F
Random Threshold
7/28/2008 -
8/7/2008
0.000883
.00412
.01299
.0318
.1535
.288
.480
.622
.657
8/7/2008 -
8/12/2008
0.0026
.0124
.0361
.0579
.2257
.2191
.2085
.2477
.0627
8/12/2008 -
8/30/2008
0.0280
.0160
.093
.118
.54
.42
.52
1.00
.30
There are at least two reasons that the rate of occurrence of High Evaps in each of the
nine bins might not turn out to be the same as the expected values shown in Column G of Table
3-1. First, our method to determine the rates was based on our interpretation of the trends seen in
Figure 2-3 in terms of evaporative emissions. Second, while RSD can estimate the average
emissions of a fleet of vehicles, RSD's ability to properly classify individual vehicles in
emissions bins is subject to considerable uncertainty caused by the variability of vehicle
emissions and by variability in the RSD technique itself.
Vehicles were screened for possible participation in the study based on their first RSD
HC emissions measurement. However, RSD HC measurements are subject to large variability.
Therefore, because of large expected regression-toward-the-mean effects, it was important to
recognize that the RSD HC bin assignments and all data analyses must be based on a second
RSD reading. Because the set of vehicles were selected by RSD HC, a measurement subject to
5-9
-------
error, the second RSD HC measurements, on which the results of the study were based, were, in
many cases, different from the first RSD HC measurement.
The final sampling design for the Pilot Study is shown in Table 3-3. Of the 113 vehicles
that were to be sampled, nine vehicles were expected to be High Evaps6 as shown at the bottom
of Column H. The primary High-Evap-occurrence results of the pilot study would be the nine
High Evap fractions shown in Column I. With these nine values and population fractions for any
application population (such as the nationwide fleet), the overall fraction of High Evaps in the
application population could be calculated as described in Appendix B.
Table 3-3. Field Method Evaluation Stratified Sampling Design for RSD HC Bins
A
B
C
Bin Definitions:
RSD-4600 HC (ppm)
Bin
1
2
3
4
5
6
7
8
9
All
Greater
Than
-Inf
0
90
148
245
403
665
1097
1808
Less
Than
or
Equal
To
0
90
148
245
403
665
1097
1808
Inf
Population
Fraction
in Bin
0.3131
0.4281
0.0922
0.0711
0.0473
0.0278
0.0119
0.0047
0.0037
1.0000
E F
Planned Allocations
in RSD Screening
Bins
Size of
Screening
Sample
Needed to
Fill Bin
0
0
0
0
681
737
1647
7298
1514
Number
of
Vehicles
0
0
0
0
32
21
20
34
6
113
G
H
Expected Allocations
in RSD Measurement
Bins
Number
of
Vehicles
7
15
8
13
18
20
15
8
9
113
Number
of High
Evaps
0
0
0
0
0
1
2
2
4
9
I
Fraction of
Vehicles in
Bin that
are High
Evaps
0.000
0.000
0.000
0.000
0.000
0.050
0.133
0.250
0.444
3.3 New Test Procedures for the Pilot Study
Several of the testing procedures that were used in this pilot study were new to the field
of mobile source evaporative emissions, and underwent preliminary testing and validation at the
beginning of the study. This included the Modified California Method (see Section 3.3.1) and
the IR Camera (see Section 3.3.2). Additionally, the use of the portable SHED (as opposed to
the laboratory SHED) was new. The portable shed was tested and results compared to the
laboratory SHED as part of separate task under this project, and those results have already been
reported [6]. However, since the use of the portable SHED is integral to the pilot study
6 Note that for this project there was no agreed-upon definition of High Evap. For Table 3-3 a High Evap is defined
as any vehicle that would cause the black dots to deviate from the red line in Figure 2-3, which was derived from the
California RSD data.
3-10
-------
described here, the results of the portable SHED to laboratory SHED comparisons will be
summarized in Section 3.3.3.
3.3.1 Modified California Method
We used a modified version of the California IM Liquid Leak Test Procedure. See
Appendix C for the standard operating procedure for the California Procedure, which is the
visual inspection portion. The procedure was identical to the visual check implemented in
January 2008 by the California Bureau of Automotive Repair, with the addition of a HC sniffer
to aid in leak detection. California's procedure is as follows:
• The liquid fuel leak inspection shall be conducted with the engine running. Use
extreme caution when working around moving parts and ensure the transmission
is in "park" or "neutral" with the parking brake on.
• Definition: For the purpose of conducting this inspection, a "Liquid fuel leak" is
defined as follows: "Liquid fuel leak" means any fuel emanating from a vehicle's
fuel delivery, metering, or evaporation systems in liquid form that has created a
visible drop or more of fuel on a component of a vehicle's fuel delivery, metering
or evaporation system or has created a fuel puddle on, around, or under a
component of a vehicle's fuel delivery, metering, or evaporation system.
• Inspection: With the engine running, the smog check technician shall visually
inspect the following components of the vehicle, if they are exposed and visually
accessible, for liquid fuel leaks:
Gasoline Fuel Tanks
Carburetors
Fuel Injectors
Gasoline fill pipes and associated hoses, tanks, connections
Gas Caps
Fuel pressure regulators
External fuel pumps
Charcoal canisters
Fuel delivery and return lines
Any valves connected to any other fuel evaporative component
Fuel vapor hoses
Fuel filers
The California procedure was modified by the addition of a HC sniffer. The "sniffing"
test was conducted simultaneously with and at the same vehicle locations as the visual
inspection. The HC sniffer (see Section 4.3) is a hand held combustible gas detector that has
been found useful in locating small liquid and vapor leaks. These units are typically used by
3-11
-------
home appliance installers to verify gas tight connections and in the automotive trade industry to
pinpoint liquid and vapor gasoline leaks.
When the unit detects hydrocarbons it signals the operator by flashing a small red light
and creating an audible click. As the concentration of vapors increases, the frequency of the
light and audible pulses increases. The sensitivity of the unit is adjusted to just stop pulsing at
ambient HC levels. The flexible wand is then used to direct the detector tip to the vicinity of
suspected leaks. This unit is extremely sensitive to HC vapor, and has been successfully used in
a number of emission laboratory applications. Additional recommended tools are a small
flashlight, an extendible inspection mirror, and a mechanic's creeper to view under body fittings
and components.
3.3.2 Infrared Video Camera
A technician used an infrared video camera (see Section 4.4) to "film" areas under the
hood, around the fuel tank, and around fuel lines. The IR video camera recorded video of those
areas around the vehicle where evaporative emissions might be present. This included areas near
the engine compartment with the hood opened and closed, and around the gasoline fill pipe.
The IR camera was used to capture evaporative emission images from a vehicle with the
fuel cap removed. Again, this was done to establish confidence that the unit is capable of
detecting gross level evaporative emissions. The possibility that the background heat from the
engine could negatively impact the IR camera performance meant that extra care was taken
during this portion of the experiment to develop detailed instructions for how the unit should be
used to best capture evaporative images from a vehicle.
3.3.3 Evaluation of the Portable SHED
One of the field methods that was tested as part of this pilot was the use of a portable
SHED (Sealed Housing for Evaporative Determination) or PSHED to perform a short hot-soak
emission test in an I/M lane setting. The development of this technique included performing
regular propane retention and recovery tests to establish the integrity of the PSHED.
Additionally, paired hot-soak data on 23 vehicles were obtained to allow the comparison of
PSHED measurements to the traditional laboratory SHED (LSHED) measurements. It should be
noted that other evaporative emissions tests are commonly performed during EPA's certification
testing, such as running loss and diurnal testing; however, these are considerably more complex
than a hot-soak test, and therefore these tests were not attempted using the PSHED equipment.
3-12
-------
The PSHED is a portable 10' x 20' x 8' sealed enclosure7. To determine the evaporative
emissions produced by a vehicle, the vehicle is warmed-up by driving it for about 8 miles and is
then immediately placed in the PSHED with the engine off, and the enclosure is sealed. During
the next 15 minutes the HC concentration in the air inside the PSHED is measured as any
evaporative emissions leave the vehicle. At the end of 15 minutes the HC concentration is used
to calculate the mass of HC that has been emitted by the vehicle. This PSHED mass is the
quantity that is used to determine whether or not the vehicle is a High Evap.
The results of the PSHED evaluation are briefly summarized below; additional detail may
be found in the PSHED evaluation report [6].
Recovery and Retention Data - A recovery test consists of injecting a known amount of
propane into the PSHED and then measuring the amount of propane detected in the PSHED after
a short period of time. This test verifies that the analytical equipment is working and establishes
a baseline level of propane above the ordinary ambient background level. The retention test is
the measurement of the propane level in the PSHED after 15 minutes, and it establishes the
integrity of the PSHED ensuring that there are no major leaks during the time period that a
vehicle would be tested.
Both retention and recovery values are presented as a percent of the measured mass of
propane injected initially. Values will likely be less than 100% because it is far more likely the
propane will be lost from the PSHED (or any enclosure) than introduced into the enclosure by
the ambient background or some other mechanism. For the purposes of this study, we believe
the retention values reveal information about the accuracy of the PSHED since retention reflects
directly on the unit's leak integrity and will inherently capture recovery information.
Additionally, the recovery data is superior to the paired vehicle data between the PSHED and the
LSHED for evaluating PSHED performance simply due to the inescapable vehicle test-to-test
variability.
The average and standard deviation PSHED recovery and 15-minute retention
measurements are presented below. This data was collected at the start of each day of vehicle
testing and ensured that the analytical equipment was functioning properly and the PSHED had
not developed any significant leaks. It can be seen from these values that the unit's performance
was good and in fact exceeded expectations for a PSHED unit costing less than $400 plus
7 Purchased through elitedeals.com. Manufactured by King Canopy, 1730 Five Points Lane, Fuquay-Varina, NC
27526, (800)800-6296, Kingcanopy.com.
3-13
-------
instrumentation and gas costs could provide such accurate and precise retention and recovery
values.
Average Recovery 97.6%
Recovery Standard Deviation 3.3%
Average Retention for 15 minutes 95.7%
Retention Standard Deviation 2.3%
PSHED vs. LSHED - The PSHED performed in the EVI lane consisted of a 15-minute
test that was performed after a test vehicle had been taken on a conditioning drive over a
prescribed route. The conditioning drive was important because laboratory SHED hot soak
evaporative emissions are measured following a standardized drive cycle on a dynamometer.
Therefore, to mimic this procedure with the understanding that future PSHED measurements
would likely be performed without any access to a dynamometer, the test vehicles were
conditioned on the road over a set route. In addition to the standard dynamometer conditioning
drive cycle, an LSHED is also a one hour test, with strict temperature and fuel level controls.
Given the objective of developing a quick evaporative test, the PSHED was only 15 minutes in
duration and there was no attempt made to control the temperature or the fuel level of the
vehicle.
The results of the paired tests are illustrated in Figure 3-2 below. The results are
encouraging; however, closer agreement between the PSHED and LSHED measurements was
hoped for given the PSHED retention and recovery results. At this time the major cause for this
discrepancy is believed to be the non-repeatable nature of a vehicle's evaporative emissions,
which can be exacerbated by malfunctioning evaporative emission systems, the variability in the
on-road preconditioning driving for the PSHED vs. the dynamometer FTP as well as the widely
varying uncontrolled ambient temperatures for the PSHED measurements.
3-14
-------
Figure 3-2. Comparison of 15-Minute PSHED and 60-Minute LSHED
Measurements
18
16
. 14
"£"
E 12
u>
5 10
o
I 8
O
LU
I 6
(/)
Q_
4
2
0
o
6 8 10 12
LSHED HC (g/60min)
14
16
18
3-15
-------
4.0 Analytical Methods
The following instrumentation was used to take the measurements for this study. Each is
described in the following sub-sections.
• ESP RSD-4600 remote sensing instrumentation
• SEMTECH-G portable gas analyzer
• SnapOn hand-held combustible gas detector
• FLIR GasFindIR hydrocarbon vapor video camera
4.1 RSD Emissions Instruments
This pilot study used a single RSD-4600 unit for all RSD measurements. RSD systems
are designed for non-intrusive measurement of vehicle emissions. They generate and monitor a
light beam emitted and reflected approximately 10 to 18 inches above a single lane road. The
RSD-4600 detects vehicle emissions when a car drives through an invisible light beam the
system projects across a roadway. Figure 4-1 contains a diagram of a typical on-road set-up. The
process of measuring emissions remotely begins when the RSD-4600 Source/Detector Module
(SDM) sends an infrared (IR) and ultraviolet (UV) light beam across a single lane of road to a
Corner Cube Mirror (CCM). The CCM reflects the beam back across the roadway (creating a
dual beam path) into a series of detectors in the SDM.
Fuel-specific concentrations of HC, CO, CO2, NO and smoke are measured in vehicle
exhaust plumes based on their absorption of IR/UV light in the dual beam path. During this
process, the Speed/Acceleration Module (S/A) measures the speed and acceleration of each
vehicle while the Video System Camera captures an image of the rear of the vehicle. Emissions
concentration values and other related data are stored in a computer processor monitored by an
operator stationed in a mobile unit parked safely along the roadside. This entire process is
accomplished in less than a second.
The internal combustion equation assumes a non-oxygenated fuel with a hydrogen to
carbon ratio of 1.85 to 1.0. Accuracy specifications apply when the distance between the SDM
and the CCM is from 15 ft to 23 ft.
The performance of the RSD-4600 Remote Sensing Device will meet or exceed the
absolute and relative accuracy specifications shown in Table 4-1. These data are based on
internal instrument specifications, not on-road controlled conditions.
4-1
-------
Figure 4-1. Typical On-Road RSD-4600 Set-Up
Reflector
Bar
L
Body
Sensor
Reflector
CCM
Platform
CCM
•J
• LJ
zT o"
ESP Color
Camera
Module
Emitter/
Detector
Bar
T
Body
Sensor
(optional)
SDM
I
r
Gas
Dispenser
Box
*Generator
4-2
-------
Table 4-1. ESP RSD-4000 Instrument Specifications
RSD-4600 General Specifications
Ambient Temperature
•Operating:
•Storage:
Ambient Humidity
Altitude (operating)
Speed Accuracy
Acceleration Accuracy
-7°C to +49°C (20°F to 120°F)
-30°C to 60°C
0 to 95% (non-condensing)
-1000 ft to 10,000 ft (-305 to 305 m)
±1 mph (5 - 70 mph)
±0.5 mph/second (5 - 70 mph)
RSD-4600 specifications for CO2 plume greater than 20%-cm
CO% / CO2 %
HC ppm / CO2 %
(propane)
NO ppm / CO2 %
co%
HC (propane) ppm
NO ppm
Smoke number
0.007 or ±10% of reading, whichever is greater
±6.6 or ±10% of reading, whichever is greater
±10 or ±10% of reading, whichever is greater
0.1 or ±10% of reading, whichever is greater
±100 or ±10% of reading, whichever is greater
±150 or ±10% of reading, whichever is greater
±0.05 or ±10% of reading, whichever is greater
RSD-4600 specifications for CO2 plume less than 20%-cm
CO% / CO2 %
HC ppm / CO2 %
(propane)
NO ppm / CO2 %
co%
HC (propane) ppm
NO ppm
Smoke number
0.015 or ±15% of reading, whichever is greater
±10 or ±15% of reading, whichever is greater
±10 or ±15% of reading, whichever is greater
0.15 or ±15% of reading, whichever is greater
150 or ±15% of reading, whichever is greater
±225 or ±15% of reading, whichever is greater
0.1 or ±15% of reading, whichever is greater
The usual calculations used by the RSD-4600 instrument are provided by Method A.
However, for this pilot study, a special supplemental query was written to also calculate reported
emissions concentrations according to an approximation of Method B. Also, a special query was
written to bin the Selection RSDs for every vehicle entering the EVI station and to randomly
select vehicles within each bin for solicitation.
4-3
-------
4.2 SEMTECH-G Analyzer for Portable SHED Measurements
The SEMTECH-G analyzer is primarily intended for on-vehicle emission monitoring of
gasoline (spark-ignition engine) powered vehicles. The analyzer can also be used for emission
monitoring in other mobile applications, and also stationary applications such as engine test
cells, where SEMTECH-G can be easily moved from one test cell to another. In this pilot study
the SEMTECH-G was used to record the HC concentrations in the PSHED as vehicles produced
evaporative emissions.
The SEMTECH® (Sensors Emission Technology) product line is based on a number of
modular, stand-alone measurement subsystems. The following is a list of measurement
subsystems included in the SEMTECH-G emission analyzer.
• Heated Flame lonization Detector (FID) for total hydrocarbon (THC)
measurement
• Non-Dispersive Ultraviolet (NDUV) analyzer for nitric oxide (NO) measurement
• Non-Dispersive Infrared (NDIR) analyzer for carbon monoxide (CO) and carbon
dioxide (CO2) measurement
• Electrochemical sensor for oxygen (©2) measurement
All of the SEMTECH subsystems have been designed to match as closely as possible the
analytical performance of laboratory grade instrumentation, and yet meet the special
requirements of on-vehicle emission monitoring application. This requires a reduction in size,
weight, and power consumption combined with reduced sensitivity to vibration and changes in
ambient temperature, pressure, and humidity.
In addition to above listed measurement subsystems SEMTECH-G includes following
modules:
• Data logger, I/O, and system control module
• Wireless communication module for remote monitoring and control using a
personal computer (PC) or a personal digital assistant (PDA)
• Weather probe for ambient temperature and humidity measurement
Total Hydrocarbon Heated FID Analyzer - To accurately measure total hydrocarbons
(THC) over the range of 0 to 40,000 ppmC, a high-precision heated FID is used in the
SEMTECH-G. A fraction of the sampled gas is routed through the stainless steel heated FID
chamber for measurement. The FID chamber is heated to 191 °C.
4-4
-------
All aspects of the THC FID are electronically controlled by the SEMTECH-G embedded
control software. FID flame ignition and extinction is performed on demand from the user via the
host computer software graphic user interface. All internal parameters, such as flow rates and
pressures are monitored and controlled automatically by SEMTECH-G.
The user can select a range of 100, 1,000, 10,000, or 40,000 ppmC. All enabled ranges
are individually calibrated each time a zero calibration command is given, so the number of
enabled ranges is minimized to reduce this process time. The user can also select a data rate of
up to 4 Hz through the SENSOR Tech-PC application software.
The THC FID fuel consists of a 40/60 blend of hydrogen/helium. The fuel cylinder is
housed inside the SEMTECH-G chassis, and includes an electronic pressure sensor connected to
the data acquisition system so the user can monitor the fuel capacity from the SENSOR Tech-PC
application software. A warning will occur when the fuel pressure drops too low. The fuel
pressure is regulated at the bottle with a two-stage, stainless steel regulator. The bottle holds 105
liters (compressed), which will last approximately eight hours. The bottles are available both in
the U.S. and Europe by Scott Gas, and are refillable. There is also an auxiliary FID fuel
connection port for external cylinders for use in stationary environments such as test cells.
4-5
-------
Table 4-2. SEMTECH-G Measurement HC Specifications
Accuracy
Resolution
Linearity
Repeatability
Noise
Span drift
(over 8 hours)
Zero drift
(over 2 hours)
Zero drift
(over 8 hours)
Warm up time
Response time
Flow rate
Data rate
Operating
Temperature
User Selectable Ranges
0-100 ppmC
±2.0 % of reading
or ±5 ppmC
whichever is
greater
0.1 ppmC
±1.0 % of reading
or ±3 ppmC
whichever is
greater
±1.0% of reading
or ±2 ppmC
whichever is
greater
±2 ppmC
±1.0% of reading
or 3 ppmC
whichever is
greater
5 ppmC
10 ppmC
60 minutes
T90 < 2 seconds
2 1pm
Up to 4 Hz,
configurable
191 °C
0 -1,000 ppmC
±2.0 % of reading
or ±5 ppmC
whichever is
greater
1.0 ppmC
±1.0 % of reading
or ±3 ppmC
whichever is
greater
±1.0% of reading
or ±2 ppmC
whichever is
greater
±2 ppmC
±1.0% of reading
or 3 ppmC
whichever is
greater
5 ppmC
10 ppmC
60 minutes
T90 < 2 seconds
2 1pm
Up to 4 Hz,
configurable
191 °C
0 - 10,000 ppmC
±2.0% of reading
or ±25 ppmC
whichever is
greater
l.OppmC
±1.0% of reading
or ±10 ppmC
whichever is
greater
±1.0 % of reading
or±10ppmC
whichever is
greater
±10 ppmC
±1.0 % of reading
or 15 ppmC
whichever is
greater
10 ppmC
20 ppmC
60 minutes
T90 < 2 seconds
2 1pm
Up to 4 Hz,
configurable
191 °C
0 - 40,000 ppmC
±2.0% of reading
or ±25 ppmC
whichever is
greater
10.0 ppmC
±1.0% of reading
or ±10 ppmC
whichever is
greater
±1.0% of reading
or±10ppmC
whichever is
greater
±20 ppmC
±1.0% of reading
or 20 ppmC
whichever is
greater
20 ppmC
40 ppmC
60 minutes
T90 < 2 seconds
2 1pm
Up to 4 Hz,
configurable
191 °C
4-6
-------
Ambient Air Sensors - The standard weather station for the SEMTECH product family
consists of a remote mounted temperature and relative humidity sensing device. This package is
connected to the SEMTECH-G front panel using the supplied cable. Cables of three meters in
length are standard. The ambient pressure sensor is located in the SEMTECH-G unit and is
vented through the rear panel.
Table 4-3. SEMTECH-G Ambient Air Specifications
Sensor
Range of measurement
Accuracy
Response time
Temperature
-390Cto60°C
±0.2 °C
Relative Humidity
0.8% to 100% RH
±2% RH at 0 to 90% RH
±3% RH at 90 to 100% RH
T90< 10 seconds at 20 °C
Pressure
15 to 115kPa
±1.5%Oto85°C
T90 < 4 seconds
4.3 HC Sniffer for Modified California Procedure
Another evaporative emissions test was conducted using a handheld combustible gas
detector that has been found useful in locating small liquid and vapor leaks. The unit used in this
pilot study is the Combustible Gas Detector (Stock# ACT790) sold by SnapOn tools for $299.99,
and shown in Figure 4-2. According to Snap-On, the unit can be used to find leaks in fuel and
exhaust systems. Detectable compounds include acetylene, isobutane, methane, ethane, propane,
hydrogen, acetone, methanol and gasoline. The battery-operated unit uses a solid electrolyte to
detect hydrocarbons with a propane sensitivity of < 10 ppm.
Figure 4-2. HC Sniffer
4-7
-------
4.4 Infrared Video Camera
Open-path gas detection units, or IR cameras, are used to detect leaks in industrial
settings, and it is possible they may be useful in detecting evaporative leaks from vehicles as
well. Although there is no standard test procedure for detecting HC leaks from vehicles, the oil
and gas industry routinely monitors VOC leaks, and some of the methods used in that setting
may prove promising for vapor and liquid leak detection in vehicles.
In this pilot study, the FLIR (Forward Looking InfraRed) Systems8 GasFindIR video
camera was used for about two weeks to evaluate its efficacy for detecting the evaporative
emissions of light-duty gasoline vehicles. A photo of the GasFindIR unit is shown in Figure 4-3.
According to FLIR, the unit is a hand portable, battery-powered open-path gas monitor providing
fast response and broad dynamic range. They are permanently calibrated, small and light (less
than 5kg). Alignment is easy and stable. Monitor response does not depend on path length, so a
series of paths of different lengths (between 1m and 1000m) can be measured in quick
succession. These systems are typically used to provide exceptional detection capability of
gas/vapor concentrations ranging from as low as ppm levels to Lower Explosive Limit levels in a
wide range of hazardous conditions and ambient air monitoring applications. The device forms
an image using infrared radiation, similar to a common video camera that forms an image using
visible light. Instead of the 450-750 nanometer range of the visible light camera, infrared
cameras operate in wavelengths as long as 14,000 nm (14 jim).
According to the flir.com website, independent laboratory testing confirms that the GasFindIR
cameras can see the following gases at the minimum detected leak rate (MDLR):
1-Pentene - 5.6g/hr
Benzene - 3.5g/hr
Butane -0.4g/hr
Ethane - 0.6g/hr
Ethanol - 0.7g/hr
Ethylbenzene - 1.5g/hr
Ethylene - 4.4g/hr
Heptane - 1.8g/hr
Hexane - 1.7g/hr
Octane- 1.2g/hr
Pentane - 3.0g/hr
Propane - 0.4g/hr
Propylene - 2.9g/hr
Toluene - 3.8g/hr
Xylene- 1.9g/hr
: 25 Esquire Road, N. Billerica, MA, 01862, (978) 901-8000, www.flir.com.
4-8
-------
Figure 4-3. FLIR GasFindIR Gas Detection Video Camera
In infrared photography, the film or image sensor used is sensitive to infrared light. The
part of the spectrum used is referred to as near-infrared to distinguish it from far-infrared, which
is the domain of thermal imaging. Wavelengths used for photography range from about 700 nm
to about 900 nm. Usually an "infrared filter" is used; this lets IR light pass through to the camera
but blocks all or most of the visible light spectrum (and thus looks black or deep red). There are
two different methods employed by IR cameras, one is known as Backscatter Absorption Gas
Imaging (BAGI) and the other Image Multi-Spectral Sensing (EVISS). The former views the area
illuminated by the IR source light and the camera images the reflected light. Volatile Organic
Compound vapors absorb IR light, so the image produced is a negative. The cameras using the
EVISS method capture an image using the full light spectrum and the optics separate and
recombine selected wavelengths to create an image.
Studies indicate that the BAGI style IR camera can detect VOC leaks from 6 to 17 feet
away with leak rates ranging from 3-60 grams/hr. Work in the area of refinery leak detection has
progressed to the point that emission factors have been developed for various piping components
and Monte Carlo simulation methods have been employed to aid in the estimation of VOC
fugitive emission releases.
4.5 Management of Field Data
Vehicle information was collected on hardcopy forms similar to the "Vehicle Data
Collection Forms" included in Appendix A. VINs, make, model, model year numbers and other
4-9
-------
information was also collected, as available. Photographs were taken of unique identifiers such
as VINs to serve as conformation information and to correct or clarify transcription errors and
discrepancies. Vehicle information was transmitted to an ERG office for entry into a spreadsheet
or database.
4-10
-------
5.0 Analysis
This section of the report will present an initial analysis of the data collected in this pilot
study. The main goal here is to describe the general trends in the data. Data observations are
shown in Appendices D through K for participating vehicle information, selection RSDs,
conditioning drives, measurement RSDs, PSHED results, modified California method results,
driver interviews, and I/M gas cap inspection results.
In this study the reference method for determining the evaporative emissions of vehicles
was the measurement of hot-soak emissions produced by a vehicle while it soaked in the PSHED
for 15 minutes. Three methods were evaluated as candidate methods for detecting vehicles that
have high PSHED values:
IR video camera - This qualitative method uses a special IR detector coupled to a video
recorder that can see the motion of HC vapors as they are emitted. The results of these tests are
reported in Section 5.1.
Modified California Method - This qualitative method supplements a visual and
olfactory inspection of the gasoline liquid and vapor handling systems of a vehicle (the
California Method) with a hand-held electronic HC vapor detector. The results of this testing is
reported in Section 5.2.
RSD - This quantitative method uses the detailed absorbance information from an RSD
beam block to calculate an "index" that is related to evaporative emissions.9 Section 5.3
describes the relationship between RSD Evap Index 110 and the PSHED measurements in this
pilot study. Note that since better RSD evaporative emissions indices will probably be developed
in the future, this analysis is just an early look at the potential for RSD to detect evaporative
emissions.
Section 5.4 demonstrates how to estimate the fraction of High Evap vehicles in a sample
of a fleet. In this calculation, fleet on-road RSD measurements are used to calculate RSD Evap
Index 1, which is in turn used to estimate each vehicle's probability of being a High Evap.
9 Since RSD instalments were developed with the goal of detecting vehicles with elevated exhaust emissions,
finding an index that is sensitive to evaporative emissions without being influenced by exhaust HC emissions is a
challenge. We expect that no theory can be used to determine the perfect index. Instead, evap index development is
a signal analysis problem. Consequently, ever improved indices can be developed as index developers get more
inventive.
10 Developed by H. J. Williamson [11] using the Summer 2008 PreTesting data.
5-1
-------
5.1 Evaluation of Using the Infrared Video Camera to Detect High Evaps
FLIR Systems, Inc. has developed an infrared video camera for the detection of a variety
of hydrocarbon gases. The camera used in the pilot study was the FLIR ThermaCAM
GasFindIR Infrared Camera. This camera features a high resolution video image based on an
indium antimonite (InSb) focal plane array. The visual detection of hydrocarbon gases is
provided by a narrow band pass cold filter specifically centered in the spectrum to detect various
hydrocarbon gases. The camera is a hand held package weighing less than five pounds and uses
a separate video recorder with an LCD screen. The camera was designed to find fugitive
emissions such as those that might be present as small hydrocarbon vapor leaks in the piping of a
refinery or chemical plant.
The IR video camera was used in this pilot study from August 1 through 15, 2008. To
initially test the ability of the IR camera to see evaporative emissions, we removed the gas cap of
a vehicle after it had been driven on the 8-mile conditioning drive. Since the ambient
temperature was hot, we expected that the fuel tank temperature at the end of the drive would be
especially elevated, and therefore a substantial amount of gasoline vapor should be emitted from
the open fuel fill pipe. When the gas cap was removed the vehicle, the video camera showed
quite clearly the hydrocarbon emissions coming from the opening. Thus, this first test was
encouraging. The features that made the hydrocarbon emissions visible in the video were the
relative motion of the darkly colored image of hydrocarbon vapors compared with the stationary
background of the fender of the vehicle. If the vehicle fender was light colored, then it was easy
to see the hydrocarbon emissions. However, if the fender of the vehicle was darkly colored, then
it was difficult or impossible to see the motion of the hydrocarbon emissions.
During the routine testing of private vehicles during the two weeks that we had rented the
IR camera, we used the camera to search for evaporative emissions from the fuel cap, under the
hood, and under the vehicle near the fuel tank. We found that when the background was
complex (e.g., under the hood) or was dark (e.g., under the vehicle, in the fender well, or under
the hood) the video camera operator would probably not be able to see the wisps of hydrocarbons
that might be being emitted as evaporative emissions. It was also rather difficult to aim the
camera at the fuel system or evaporative emission system components under the vehicle and
under the hood and at the same time watch the video screen for wisps of hydrocarbon with the
complex background and poor lighting conditions. Those difficulties hampered the ability of the
operator to interpret the video. We found that the use of the hand-held hydrocarbon sniffer with
its audio clicking was a far better tool for detecting and locating evaporative emissions leaks.
Therefore, after about one week of attempting to use the IR video camera, we abandoned it.
5-2
-------
5.2 Evaluation of the Modified California Method to Detect High Evaps
In this subsection, the modified California method (MCM), which includes visual,
olfactory, and hand-held electronic HC vapor sniffer inspection components, was evaluated
against the PSHED results (g HC 715 minutes) for the 85 vehicles participating in the
evaporative emissions testing at the Lipan Street station.
The sequence of the PSHED and MCM tests is important to the interpretation of the
results. Participating vehicles were given an 8-mile on-road conditioning drive and two EVI
station driveway RSDs. Then, the vehicle was driven to the PSHED door, the engine was shut
down, and the vehicle was pushed into the PSHED for the 15-minute test. During this 15 minutes
the vehicle cooled somewhat. At the end of the PSHED test the vehicle was started in the
PSHED and backed out of the enclosure approximately 50 feet, but the vehicle was still inside
the EVI station. The MCM inspection was then performed. For the first part of the MCM the
engine was left running. For the last part the engine was off. Because of the 8-mile conditioning
drive immediately before the PSHED test but not immediately before the MCM test and the 15-
minute cooling during the PSHED test, it is likely that the MCM test was conducted under less
severe evaporative emissions conditions than the PSHED test. This may mean that in some cases
the MCM test may not have detected evaporative emissions that might have occurred if the
vehicle had been just as severely conditioned as for the PSHED test.
In addition to the different conditioning used for the PSHED test and for the MCM test,
there was another factor that could have affected the MCM results. Personnel conducting the
MCM test always knew the PSHED test result. Therefore, if the PSHED result was high, the
MCM inspectors worked hard to try to find the source of the HC emissions. In fact, we
instructed the MCM inspectors to try to find the exact source of the emissions on high-PSHED
vehicles. On the other hand, it would only be human nature that an inspector would not look so
hard to find a leak on a vehicle that he knew to have a low PSHED result.
In this study the PSHED result was treated as the true evaporative emissions of each
vehicle. In reality, the PSHED result is closest to a hot-soak evaporative emissions result and
may be only a crude estimate of diurnal, running losses, resting losses, or fugitive evaporative
emissions. The PSHED results, which are given in the last column of the table in Appendix H,
are repeated in Table 5-1.
5-3
-------
Table 5-1. Comparison of PSHED and MCM Overall Results6
PacketID
10
11
16
19
22
24
29
35
46
50
60
61
62
63
65
70
72
78
79
84
89
98
108
110
116
117
118
123
124
128
130
131
132
137
138
146
151
157
161
165
169
174
177
184
PSHED
(g / 15 minutes)
0.130
14.022
0.538
14.809
1.301
11.194
0.088
15.472
11.998
0.903
0.109
0.079
0.082
0.186
0.177
0.040
0.186
0.312
0.021
0.153
0.385
0.032
0.705
3.121
6.753
0.256
9.364
0.209
0.152
3.461
0.156
1.940
1.516
0.285
0.046
1.589
0.354
0.178
3.366
0.262
2.998
0.048
0.068
0.044
MCM
(l=Detected,
0=NotDetected)
0
1
1
1
0
1
1
1
1
1
0
0
0
0
0
0
1
0
0
1
0
0
1
1
0
1
0
0
0
0
1
0
0
0
1
0
1
1
1
0
0
0
0
PacketID
191
193
194
200
203
213
217
218
220
221
222
223
225
226
229
236
240
242
245
247
248
250
251
254
256
257
258
266
270
271
272
274
281
283
284
286
287
290
294
298
299
300
304
PSHED
(g / 15 minutes)
0.087
11.219
24.073
0.171
0.022
0.890
0.066
0.354
1.094
0.133
2.795
2.022
0.335
0.174
3.438
1.047
0.109
9.021
0.134
2.203
1.115
0.709
0.027
0.333
2.181
0.076
0.028
0.133
1.062
1.292
1.365
0.022
0.262
0.068
0.067
13.180
2.988
1.227
0.064
0.045
0.323
0.266
0.167
MCM
(l=Detected,
0=NotDetected)
0
0
0
0
0
1
0
0
0
0
0
1
0
0
1
1
0
1
0
1
0
1
0
0
0
0
0
0
1
1
0
0
0
0
0
1
0
0
0
0
0
0
1
5-4
-------
The detailed results of the MCM inspection as reported on the data packets are shown in
Appendix I. When the MCM inspection found evidence of evaporative emissions, various types
of comments were recorded.
In many cases, especially for the newer vehicles, it was difficult to access much of the
fuel system with a sniffer. Vehicle designs are much more tightly packed and without invasive
diagnostics (i.e. hoisting the vehicle and pulling down the fuel tank and fuel lines), the
technicians were unable to determine the source of leaks in even high PSHED readings as can be
seen in Table 5-1.
5.3 Evaluation of Using RSD to Detect High Evaps
5.3.1 RSD Evap Index 1 Description
The RSD instrument uses a light beam shining across the roadway to measure pollutants
in a vehicle's tailpipe plume. The instrument has HC, CO, NO, and CO2 channels. When a
vehicle drives past the instrument, the light beam shines through the emissions plume behind the
vehicle and takes 50 10-millisecond-spaced measurements for each of these channels.
For vehicles with zero evaporative emissions, the 50 data points in the HC-versus-CO2
plot tend to fall on a straight line. As described in Section 2.3, the exhaust HC emissions
concentration is closely related to the slope of the line. This method used to calculate exhaust HC
concentration from the 50 10ms RSD data is a standard method and has been known for many
years. However, the Denver pilot study also found that for vehicles with high evaporative
emissions, the 50 data points in the HC-versus-CO2 plot tend to not fall on a straight line. We
believe this is a consequence of the HC evaporative emissions plume, which is produced by non-
tailpipe sources on the vehicle, wafting into the light beam at the same time as the tailpipe plume
is in the light beam. Thus, the degree to which the 50 data points deviate from a straight line in
the HC-VS-CO2 plot is a measure of the amount of evaporative emissions produced by the vehicle
at the time that it passes through the RSD light beam. The evaporative emissions that may be
observed by RSD represent the "running losses" of the vehicle, that is, the evaporative emissions
that take place while the vehicle is being driven.
We investigated several measures of the characteristics of the deviations from the straight
line as they relate to evaporative emissions. The statistical measures that were investigated
included the average deviation from the straight line, correlation coefficient, principal
component analysis, and spectral analysis. Each approach has advantages and disadvantages, but
5-5
-------
using the average deviation from the straight line outperforms the other measures in most cases.
Therefore, this measure was used in this study, and is referred to as the RSD Evap Index 1.
For the analysis of the data in this pilot study, we used the RSD Evap Index 1, which is
the best second generation evap index that we have developed. It is an improvement over the
RSD Evap Index 0, which was simply the difference between the Method A and Method B RSD
HC values. The following text, which was taken from HJ. Williamson's report [11] on the
development of RSD evaporative emissions indices, provides a description of the RSD Evap
Index 1:
Each RSD beam block typically produces 50 attenuations (concentration
times path length) with 10 ms spacing for each pollutant. The attenuations
generally decrease with time after the vehicle has passed the RSD unit because of
the dispersion of the plume in ambient air. The light beam for the RSD unit is
placed so that it is at tailpipe elevation. The above-mentioned gasses [HC, CO,
NOX, CC>2] emitted from the tailpipe are well mixed and disperse together.
Therefore, the [RSD optical] path length for each tailpipe pollutant is the same,
and the RSD attenuations reflect only the ratios of the tailpipe pollutant
concentrations.
On the other hand, evaporative gasses (only HC) are emitted from non-
tailpipe sources - even multiple sources. Therefore, evaporative emissions do not
disperse in the same way the tailpipe emissions do. The difference in dispersion
between evaporative and tailpipe emissions is the key quality that can be used to
detect evaporative emissions. The evaporative emissions can waft into and out of
the RSD'slight beam.
If hydrocarbon fuel is being burned, the CO2 emissions will be above the
detection limit. Thus, CO2 is an effective tracer for the tailpipe dispersion effect
in any case of interest. This is not guaranteed to be the case with CO, NOX, or HC.
Thus, consider the following. Suppose we perform a regression analysis
of the 50 attenuations for HC on CO2. If the HC measurements are above the
detection limit, this regression analysis will account for the tailpipe-related part of
the trend in the HC measurements. The residuals, that is, the observed minus
predicted values, contain what is left after the trend associated with the tailpipe
effect has been mathematically removed.
If there are no evaporative emissions, the residuals should be at the noise
level. If there are significant evaporative emissions, the residuals will typically
contain a remaining trend that is larger than the noise level. The evaporative
trend may not be strictly independent of the tailpipe trend, but the evaporative
trend is not expected to be the same as the tailpipe trend. Differences between the
5-6
-------
time histories for tailpipe emissions and evaporative emissions produce the
remaining trend that allows us to detect evaporative emissions.
If the HC measurements are below the detection limit, they will be
essentially noise. If the HC measurements are this low, both the tailpipe and
evaporative emissions are probably quite low. There will be no tailpipe trend to
remove, and the residuals will be at the noise level.
Now suppose the car has very low tailpipe emissions but has significant
evaporative emissions. For reasons discussed above, we do not expect the time
history for the HC evaporative emissions to have the same characteristics as the
tailpipe CC>2 emissions. Thus, as in the case with measurable tailpipe emissions
and significant evaporative emissions, we expect the residuals to have a remaining
trend that is larger than the noise level.
Therefore, using the residuals appears to satisfy our need to remove the
tailpipe HC trend if it is present. Whether the tailpipe emissions are measurable
or not, the residuals are characteristic of noise in the absence of evaporative
emissions. Further, the residuals typically have a remaining trend above the noise
level if there are significant evaporative emissions. Therefore, the residuals
appear to provide an avenue for calculating measures that have a common
meaning in different scenarios.
The residuals have other characteristics that we can exploit. If the
residuals are characteristic of noise alone, they are likely to oscillate back and
forth about zero fairly rapidly. But, if present, the evaporative plume probably
does not waft into and out of the RSD's light beam with high frequency. The
influence of the evaporative plume is likely to produce sustained periods when the
residuals are positive and sustained periods when the residuals are negative.
Again, the residual is the HC value after the trend associated with tailpipe
emissions has been mathematically removed.
We have experimented with various measures that are based on the properties discussed
above. The measure, which we call RSD Evap Index l,that is related to the presence or absence
of evaporative emissions can be described as follows:
1) First, discard the first four HC and CC>2 attenuations. These typically contain noise that
can degrade the sensitivity of the index to evaporative emissions.
2) Second, regress the remaining HC attenuations on the CC>2 attenuations using ordinary
least squares regression, and calculate the 46 regression residuals.
3) Third, exclude the smallest residual and the largest residual (some would say the most
negative and most positive residuals). This step eliminates isolated outliers, if present.
5-7
-------
4) Finally, average the absolute values of the remaining residuals. This is the value of the
RSDEvap Index 1.
5.3.2 Paired RSD and PSHED Observations
While RSD observes the running losses of a vehicle, the PSHED test measures the "hot-
soak" evaporative emissions of a vehicle. However, we expect that a vehicle with a
malfunctioning evaporative emissions control system could be expected to have elevated PSHED
hot-soak emissions and elevated RSD running loss emissions.
Accordingly, we examined the correlation between the RSD Evap Index 1 and the
PSHED test using the 175 observations of the Denver pilot study. Each of 85 PSHED tests was
paired with two (and in several cases, more than two) RSD observations, for a total of 175 paired
observations. Each RSD measurement produced the 50-sample-point data, which in turn was
used to calculate the RSD Evap Index 1 value for the RSD beam block. In this study, all RSD
measurements were made in the driveway entrance to the I/M station. Speeds were about 12
mph.
The 85 vehicles tested in this pilot study were selected using a stratified random sampling
plan. Therefore, the measured PSHED and RSD results do not directly represent the Colorado
fleet; the results would need to be de-stratified. However, the relationship between the RSD and
the PSHED results is an estimate of the relationship that the Colorado fleet follows.
Figure 5-1 shows a plot of the 175 observations. The vertical axis is the PSHED result,
and the horizontal axis is the RSD Evap Index 1. The plot shows widely scattered data with
positively skewed values on both axes. The skewed nature of the PSHED values is derived from
the fact that most vehicles (even those in this stratified sample) have low evaporative emissions;
only a few vehicles are "High Evaps." In spite of the scatter of the data points, the plot shows
that at low values of the RSD Evap Index, most vehicles have low PSHED emissions. In
addition, the group of data points with the highest PSHED values increase with increasing RSD
Evap Index 1. Thus, it is reasonable to conclude that vehicles with higher RSD Evap Index 1
tend to have higher PSHED values. The relationship between RSD Evap Index 1 and PSHED
value needed to be quantified so that it can be used as a predictive tool.
-------
Figure 5-1. RSD Evap Index 1 and PSHED Values
(Speed is approximately 12 mph)
Two different approaches may be used to quantify the relationship between the PSHED
and RSD values. Because the RSD observations of evaporative emissions represent running
losses, while the PSHED test measures hot soak evaporative emissions, the two tests do not
actually measure the same type of evaporative emissions. Therefore, a logical correlation
between the two tests would seek to determine whether or not there is a gross problem with the
evaporative emissions system of a vehicle, rather than attempting to use evaporative emissions
observed by RSD to predict a specific level of the different type of evaporative emissions that are
measured in a PSHED test. Nevertheless, we want a quantitative relationship to predict if a
vehicle is likely to be a High Evap.
In one approach, the PSHED HC mass is regressed against the RSD Evap Index 1 value,
to identify an equation to estimate the PSHED HC mass based on a measured RSD Evap Index 1
value. This approach is explored below in Section 5.3.3. Alternatively, each PSHED value can
5-9
-------
be compared to a high-evap PSHED benchmark value to classify each PSHED measurement as a
low-evap or a high-evap value. Then, the classifications are compared to the RSD Evap Index 1
using logistic regression to arrive at a model that calculates the probability that a vehicle is a
High Evap based on its measured RSD Evap Index 1. This approach is described in Section
5.3.4.
5.3.3 Prediction of PSHED Value Using RSD Evap Index 1
To quantify the relationship between the PSHED value and the RSD Evap Index 1, we
performed a linear regression. First, we found that the natural log of the RSD Evap Index 1 was
an advantageous transformation. It caused the variances of the RSD Evap Index 1 to be more
nearly homogeneous. Using the log transformation, the PSHED value was predicted from the
RSD Evap Index 1 as:
PSHED_g = -12.1209 + 3.24789 * ln(RSD Evap Index 1)
le regression was 0.52, indicating that the data include a su
scatter. The 175 paired data points and the linear correlation are shown in Figure 5-2
9
The r for the regression was 0.52, indicating that the data include a substantial amount of
5-10
-------
Figure 5-2. Linear Correlation of PSHED and Transformed RSD Evap Index 1
UJ
I
:n
CL
+ -I-
5.3.4 Prediction of PSHED "High Evap" Probability Using Evap Index 1
For the purposes of this analysis, we used a PSHED value of 3 grams was used as the
standard for "High Evaps" when measured in the PSHED. Accordingly, the 175 paired RSD and
PSHED data points are shown again in Figure 5-3 with a dashed horizontal reference line at 3
grams. Points above this line represent "High Evaps." High-evap PSHED HC mass values other
than 3 grams could also be used as the definition of a High Evap.
Rather than attempt to predict the PSHED value based on the RSD Evap Index 1, here we
choose to calculate the probability that a vehicle with a given RSD Evap Index 1 is likely to be a
High Evap. To help visualize the trend in probability, vertical dashed lines at 80, 270, and 900 in
Figure 5-3 are used to divide the plot into four RSD Evap Index 1 bins. The count of the number
of observations within each of these bins and the number of "High Evaps" within each of the
bins is given in Table 5-2. The table shows a monotonically increasing High Evap fraction as the
RSD Evap Index 1 increases.
5-11
-------
Figure 5-3. RSD Evap Index 1 and PSHED Values
CL
+ +
Table 5-2. Counts of High Evap Designations
Range of RSD
Evap Index 1
Low
0
80
270
900
High
Count
PSHED > 3g Total
Measured
High Evap
(fraction)
80 7 112 0.06
270 8 41 0.20
900 10 16 0.63
Inf 5 6 0.83
Modeled
High Evap
(fraction)
0.054
0.225
0.568
0.856
5-12
-------
To further quantify the relationship, we performed a logistic regression to predict the
probability that the PSHED value would be larger than 3 grams using RSD Evap Index 1 as a
predictor. First, we found that the natural log of the RSD Evap Index 1 was an advantageous
transformation. It caused the values of the RSD Evap Index 1 to be more nearly homogeneous.
The log transformation also was able to predict the PSHED failure probability from a simple
expression with no lack of fit, which indicates that the model is an adequate fit to these data:
Pfaii = exp (arg) / (1 + exp(arg))
Where
Pfaii = Probability that the PSHED test has a value above 3 grams,
arg = -7.5262 + 1.2582 * ln(RSD Evap Index 1)
During model development, we found that the model had only a small dependence on
exhaust emissions level. This means that the RSD Evap Index 1 is largely independent of exhaust
emissions influence and therefore a given RSD Evap Index 1 value has the same meaning
whether the vehicle has high exhaust emissions or low exhaust emissions. Thus, even though
older model year vehicles tend to have higher exhaust emissions, the RSD Evap Index 1 is
independent of model year.
The model development also revealed that alternative High Evap definitions (other than a
PSHED value of 3 grams in 15 minutes) could also be used to develop a logistic regression
models with the same favorable properties. The concordance11 for the logistic regression was
79.6%.
The PSHED failure probabilities predicted by the model at the center of the ln(RSD Evap
Index 1) bins are given in the last column of Table 5-2. The values calculated by the model are
reasonably close to the values derived from the counts in Table 5-2.
1: Concordance is a statistic that evaluates the agreement between the predicted probabilities of a logistic regression
model and the pass and fail values of the individual observations in the training set. Concordance can have a value
from 0% to 100%. If the predicted probabilities completely agree with the pass and fail values of the response
variable, then the concordance is 100%.
5-13
-------
6.0 References
1. T.H. DeFries, J.H. Lindner, C.F. Palacios, S. Kishan, "Investigation of RSD for High
Evaporative Emissions Vehicle Detection: Denver Summer 2008 Pre-Testing Study
(Version 1)," EPA-090306, prepared for U.S. Environmental Protection Agency,
prepared by Eastern Research Group, Austin, Texas, March 6, 2009.
2. D. McClement, "Raw Fuel Leak Survey in I/M Lanes," prepared for American Petroleum
Institute and Coordinating Research Council, prepared by Automotive Testing
Laboratories, Mesa, Arizona, June 10, 1998.
3. H.M. Haskew, T.F. Liberty, D. McClement, "Fuel Permeation from Automotive Systems,"
CRC Project No. E-65, prepared for California Air Resources Board and Coordinating
Research Council, prepared by Harold Haskew & Associates and Automotive Testing
Laboratories, September 2004.
4. D. Amlin, R. Carlisle, S. Kishan, R.F. Klausmeier, H. Haskew, "Evaporative Emissions
Impact of Smog Check," prepared for California Bureau of Automotive Repair, prepared
by California Bureau of Automotive Repair, Eastern Research Group, de la Torre
Klausmeier Consulting, Harold Haskew & Associates, September 15, 2000.
5. L.C. Landman, "Evaporative Emissions of Gross Liquid Leakers in MOBILE6,"
M6.EVP.009, U.S. Environmental Protection Agency, EPA420-R-01-024, April 2001.
6. J. Lindner, T.H. DeFries, "Evaluation of Portable SHED Characteristics," Draft
Technical Note, EPA-090209, prepared for US Environmental Protection Agency,
prepared by Eastern Research Group, February 9, 2009.
7. A.D. Burnette, S. Kishan, T.H. DeFries, "Evaluation of Remote Sensing for Improving
California's Smog Check Program (Version 15 final)," Final Report, ARB-080303,
prepared for California Air Resources Board and California Bureau of Automotive
Repair, prepared by Eastern Research Group, Austin, Texas, March 3, 2008.
8. R.O. Gilbert, Statistical Methods for Environmental Pollution Monitoring, Van Nostrand
Reinhold, New York, 1987.
9. T.H. DeFries, S. Kishan, "ICR Part B," submitted to U.S. Environmental Protection
Agency, prepared by Eastern Research Group, EPA-080508b, May 8, 2008.
10. J. Kemper, J. Sidebottom, J.H. Lindner, S. Kishan, T.H. DeFries, C. Hart, D. Brzezinski,
J. Warila, C. Fulper, H.J. Williamson, "Investigation of the Ability of RSD to Detect
Evaporative Emissions," presented by T.H. DeFries, presented at the Nineteenth
Coordinating Research Council On-Road Vehicle Emissions Workshop, San Diego,
California, March 23, 2009.
11. H.J. Williamson, "Measures Useful for Identifying Vehicles with High Evaporative
Emissions," CACI, 11211 Taylor Draper Lane, Austin, Texas 78759, CACI-081222,
December 22, 2008.
6-1
-------
Appendix A
Data Packet
-------
(give to RSD van)
Packet ID
Date
Time am/pm
Vdf#
(get from RSD van)
Make Model
MY Color
State Plate Metal Paper
Participant: Yes No
LSHED: Yes No
Participant First Name
Pilot Testing
Li pan Street Station
Denver, Colorado
A-l
-------
First Contact
Are you the owner of this vehicle? Y N
Is this a Fleet Vehicle? Y N
What is the MY of this vehicle?
Is this your normal, every-day car? Y N
(no cream puffs, collector's cars, mechanics specials)
Your vehicle is eligible for this study. Are you
interested in hearing about the project? Y N
I, , would like to participate in this study.
(printed name)
Signature
Date
A-2
-------
I have received $20.00.
Signature
Date
A-3
-------
Driver Questionnaire
I am a contractor for the Environmental Protection Agency. We are
conducting a study to understand the evaporative emissions of the vehicle
fleet. We would like to do some testing of your vehicle. The testing of your
vehicle would take about 1 hour. Your vehicle was randomly selected for this
study. Your participation is voluntary.
1. How many miles do you drive in a given year (12,000 is average)?
(a)< 8,000 (b) 8,000-12,000 (c)12,000-24,000 (d) > 24,000 (e) Don't know
2. How long have you owned your car? months / years Don't know
3. At night, do you park this vehicle:
(a) Inside a garage (b) Outside (c) Both
4. When was the last time you fueled your vehicle?
(a) Last 24 hours (b) 2 days ago (c) 5 days ago or greater (d) Don't know
5. Does this vehicle get regular, routine maintenance from you or someone
else?
(a) Yes (b) No (c) Don't know
6. Have you had any of the listed maintenance performed on the vehicle,
and if so, how long ago?
a b c d e
Oil Change: Y N? /// 0-3 months 4-6 months 7-12 months Don't Know
Tune Up: Y N ? /// 0-3 months 4-6 months 7-12 months Don't Know
NewGasCap:Y N? /// 0-3 months 4-6 months 7-12 months Don't Know
Fuel System: Y N? /// 0-3 months 4-6 months 7-12 months Don't Know
MajEngWrk:Y N? /// 0-3 months 4-6 months 7-12 months Don't Know
7. Have you ever had a gasoline smell around your vehicle? Yes No
If yes, could you describe the circumstance.
If yes, have you done anything to fix it?
8. Has the car ever been in an accident to your knowledge?
A-4
-------
Copy of I/M Inspection Report
(staple here)
A-5
-------
RSD and P-SHED Testing
Start Pre-Condition 7-mile Drive. Time:
am / pm
(Lipan, Evans, 85, 285, Federal, Evans, Lipan)
Drive past RSD #2.
Time:
am / pm
Drive past RSD #3.
Time:
am/pm
Label Semtech file as:
. xml using Data Packet ID
Time HC (ppmC) Pbaro(mb) T (°C)
Initial P-SHED
Door Sealed
Final P-SHED
in SHED and seal the door.
Remove vehicle from SHED.
A-6
-------
Vehicle Information Sheet 2
Photos:
Front Quarter View (with white board and Packet ID#)
All four sides of vehicle
License plate close-up (rear)
VECI close-up photo
VIN close-up photo (windshield or door frame)
VECI label (under hood):
Certification Year:
Engine Family:
Evap Family:
VIN:
Interior:
Transmission Type:
Fuel Level (circle one)
Odometer Reading
Manual
3/4
Automatic
1/2
1/4
Odometer Digit Resolution (circle one) 5 6
A-7
-------
Modified California Method
Locate and identify the source of strong fuel odors.
Fuel Metering Type: Carburetted Fuel-Injected
Engine warmed up and running
(Check one descriptor for each Location and each of the 3 methods.)
Location
Underbody fuel lines
Bottom of fuel pump
Fuel pump to carb
In-line fuel filter
Fuel rail + connectors
All fuel-injectors
Ground under vehicle
Visual
0 m S G NP
0 m S G NP
0 m S G NP
0 m S G NP
0 m S G NP
0 m S G NP
0 m S G NP
Sniffer
Y N NP
Y N NP
Y N NP
Y N NP
Y N NP
Y N NP
Y N NP
IR Camera
Y N NP
Y N NP
Y N NP
Y N NP
Y N NP
Y N NP
Y N NP
Engine off
(Check one descriptor for each Location and each of the 3 methods.)
Location
Fuel fill pipe to tank joint
Tank: rust,straps, damage
Non-OEM installations
Visual
0 m S G NP
0 m S G NP
0 m S G NP
Sniffer
Y N NP
Y N NP
Y N NP
IR Camera
Y N NP
Y N NP
Y N NP
IR Camera avi file:
General comments:
Descriptors:
0 =No visual evidence of liquid fuel leaks
m =Minor signs of fuel (staining, damp spots), wicking<1"
S =Significant leaks with single drops of fuel from vehicle to the ground, wicking>1"
G =Gross leaks, regular flow of drops to the ground, or a large pool of fuel, wicking>1"
NP =Not Performed
Y =Positive Instrument Response (Sniffer & IR Camera only)
N =Negative Instrument Response (Sniffer & IR Camera only)
A-8
-------
Permission for Additional Testing
We would like to perform additional testing on your vehicle. This will
require overnight laboratory testing at:
Colorado Department of Public Health and Environment
15608 East 18th Avenue
Aurora, Colorado 80011
Your vehicle will be returned to this inspection facility on
by : am / pm
I give my permission for this testing.
Signature:
Name:
Street:
City/State:
ZIP:
Circle Primary Phone Number to Contact
Home ( ) -
Work ( ) -
Cell ( )
A-9
-------
Rental Car Checkout
Staple here:
Photocopy of Driver's License (front and back)
Visual Pre-lnspection of Owner's Vehicle
(Use this only when we keep owner's vehicle over night.)
10
D - Dent
S - Scratch
M - Missing
A-10
-------
11
Colorado Lab SHED Test
Perform a 1-hour hotsoak test with LA-4 pre-conditioning and in-use fuel
Date Time am / pm
License Plate
State
Test Number
Average SHED Temperature (°F)
Average SHED Pressure (mm Hg)_
Hotsoak Emissions g during first 15 minutes
g over 1 hour
The name of the file with minute-by-minute hotsoak data is
A-ll
-------
Appendix B
Stratified Sampling
-------
The equations pertaining to stratified sampling discussed in this section are presented by Gilbert
[8]. The goal is to determine the number of observations to be taken from each of several strata
so that the variability of the mean is minimized. The equation for the optimal sample size for a
given stratum is:
h=l
where
nh = the sample size in stratum number h,
n = the total sample size for all strata,
Wh = the fraction of the actual population that falls in stratum h,
L = the number of strata, and
Oh = the standard deviation of the distribution from which the individual data
values in stratum h are sampled.
This equation follows conceptual guidelines. The number of points taken from a stratum is
directly proportional to the fraction of the population comprised of that stratum (the fraction is
Wh). Also, the number of points from a stratum is directly proportional to Oh, which is a measure
of the variability in the stratum.
The estimate of the population mean, Xpop , is the weighted mean of the stratum means, Xh :
Xpop h Xh
h=l
The point here is that the strata are not sampled proportionately to their actual representation in
the population. If a simple arithmetic average of the complete stratified sample were calculated,
the different strata would be weighted disproportionately to their representation in the population,
and a biased average would result. The weighting scheme in the calculation of Xpop accounts for
the nature of the sample and produces an unbiased estimate of the population mean. The
formulation here produces the unbiased estimate of the population mean with the minimum error
variance, given the total sample size, n. The standard error of the mean is the square root of its
error variance. The standard error of this weighted mean estimate is as follows:
Xpop / y " h Xh
h=l
where fh is the number of data points in stratum h divided by the population size of this stratum.
B-l
-------
The factor (1-fk) accounts for the fmitude of the population in stratum h. If the sample sizes are
small compared to the sizes of the strata in the population, this factor can be ignored. The result
is somewhat conservative (larger) estimates of the standard errors for the stratified results. The
factor (1-fh) has been ignored (set to 1) in the calculations presented below, so the standard errors
for the stratified analysis are somewhat conservative.
In practice the true standard deviations, Oh, are not known and are estimated on the basis of
historical data that exist before the planned stratified sampling effort. The sample standard
deviation, SH, based on a sample, xi,,;, i=l to m, is:
^_! (Xh,i '
Xh
m-1
where Xh is the arithmetic mean.
When the individual data values are dichotomous, for example, 1 for a vehicle with high evap
and 0 for a vehicle with low evap, then the standard deviation can also be expressed using the
probability ph that the vehicle has high evap:
where:
is the probability that a vehicle in stratum h has high evap, and
is the probability that a vehicle in stratum h has low evap (qh = 1
B-2
-------
Appendix C
California Evaporative Visual Inspection Method
-------
In three CRC studies, signs of some fuel staining were noted on many vehicles. Evidence
of liquid fuel including, for example, areas where oil and grease on the engine block had been
rinsed away, were noted. Gross liquid leaks were reported on other vehicles. Identification of
leaks in this study differentiated between minor signs of fuel (staining, damp spots) and those
leaks with certain potential for reduction in evaporative emissions. The latter type of leak results
in appreciable pools of liquid fuel or regular drops of fuel from the vehicle to the ground. These
leaks are further classified as significant (single drops of fuel) and gross (a regular flow of drops
or a large pool of fuel).
A mechanic inspected vehicles using the attached procedure and tools. Vehicles were not
to be repaired. Owners were notified if liquid fuel leaks were detected. They were told that the
liquid fuel inspection was not a part of the state I/M procedure, but that the liquid fuel presents
an extreme hazard that warrants immediate attention.
Inspection results were tabulated to provide statistics regarding major and minor leaks
detected by model year inspected. Vehicles were additionally be categorized with respect to
carburetion/fuel injection and accumulated odometer at time of inspection. Both cars and trucks
were included in the sample.
We estimated that an inspector could inspect up to six vehicles per hour when vehicles
were available for inspection.
Inspection Procedure
Tools
Inspection mirror - 2 X 4" typical, extension handle, ball joint
Small flashlight - 6" - to maneuver in and around underhood components
Forceps - 12"
Folded paper towels, blotter paper, or filter paper.
Infrared "snoop" HC analyzer
The corner of a folded paper towel or other blotter will "wick" up fuel from a significant
pool, but not a minor drop or a surface stain. Forceps can be used to hold the paper and to
approach a suspect area otherwise blocked by vehicle hardware. To differentiate between a
"damp" area and a "liquid" area, the corner of the paper was touched to a suspect area. Visual
inspection indicated if a significant amount of liquid was absorbed by the paper (more than 1
inch wet spot). A strong gasoline fuel odor would be detected from fuel leaks. Water,
C-l
-------
antifreeze, oil, windshield washer solvent, or other leaks would result in the strong gasoline odor.
The "snoop" analyzer was used to pinpoint the source of HC vapors.
Using the inspection mirror and flashlight, the procedure was to inspect as applicable:
With engine warmed up and running:
Inspect bottom of fuel pump and around pressure line from fuel pump to carb.
Inspect in-line fuel filter
Inspect fuel inlet to carb
Check underbody fuel delivery and return lines.
Check fuel rail, connectors and individual fuel injectors.
Check floor under vehicle for any sign of fuel accumulation.
When strong fuel odors are noted, locate and identify the source.
Additional checks which can be performed with engine off:
Check fuel fill pipe, particularly around joint to tank.
Check bottom of tank, particularly around rust spots, mounting straps, and any spots
showing road damage.
Non OEM installations (particularly second fuel tank add-ons) merit close inspection.
The carburetor base plate, fuel pump and other areas will typically show signs of slow
fuel seepage (fuel stains or oil deposits washed off). These are not counted as gross leakers
unless a measurable pool of fuel or droplets of fuel are detected.
Record model year, make, model, vehicle type (car, pickup, van), fuel
injection/carbureted, odometer, and results of inspection.
C-2
-------
Appendix D
Participating Vehicle Data0
-------
g
Packet
Number
PIL 010
PIL Oil
PIL 016
PIL 019
PIL 022
PIL 024
PIL 029
PIL 035
PIL 046
PIL 050
PIL 060
PIL 061
PIL 062
PIL 063
PIL 065
PIL 070
PIL 072
PIL 078
PIL 079
PIL 084
PIL 089
PIL 098
PIL 108
PIL 110
PIL 116
PIL 117
PIL 118
PIL 123
PIL 124
PIL 128
PIL 130
PIL 131
PIL 132
PIL 137
PIL 138
PIL 146
PIL 151
PIL 157
PIL 161
PIL 165
PIL 169
PIL 174
PIL 177
PIL 184
PIL 191
PIL 193
PIL 194
S
2
'3.
Plate
371416G
137SJM
LUV4LK
030284F
721IGF
AC00919
921887F
158EVO
266BZR
620722E
3957796
914EXZ
PBT3734
124IOG
398718G
ADH889
316KWT
5978395
185371G
401250G
524JJX
549NPA
410451G
821HBR
3506 1AA
803KWW
275NFE
184129G
921NPB
4049 17G
278ITC
401442G
938268F
039302F
939783F
318NAA
461NOU
679NAZ
801774E
475MPG
051 LIT
29262
BLM831
499NXU
YLL142
833GTT
a.
a.
_o
5
a.
Paper
or
Metal
Plate?
P
P
P
M
M
P
P
M
M
M
P
M
M
M
P
P
M
M
P
M
M
M
M
P
M
P
M
P
P
P
P
M
M
M
P
M
M
P
M
M
M
M
•8
!.
a.
State
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
LA
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
pi_Mode!Year
Model
Year
1994
1977
1995
1965
2002
1991
1995
1992
1988
1994
1984
1991
1991
1991
1996
2000
1989
1991
1997
1995
1995
1997
1995
1987
1994
1992
2001
1992
1989
1994
1994
1994
1995
1989
1999
1994
1986
1989
1991
1992
1987
2000
2002
1991
1994
1998
1990
2.
!
Make
Subaru
Chevrolet
Chevrolet
Ford
Subaru
Toyota
Chevrolet
Ford
Dodge
Subaru
Lincoln
Plymouth
Toyota
Chevrolet
Mitsubishi
Chevrolet
Mercedes
GMC
Ford
Nissan
Ford
Dodge
Jeep
Chevrolet
GMC
Ford
Nissan
Dodge
Ford
Chevrolet
Dodge
Jeep
Pontiac
Ford
Infinity
Jeep
Chevrolet
Chevrolet
Subaru
Saturn
Porsche
Toyota
Toyota
Honda
Toyota
Ford
Ford
0
Model
Legacy
Pickup
Monte Carlo
Mustang
Impreza
Corolla
Corsica
Explorer
Pickup
Legacy
Towncar
Acclaim
Camry
Cavalier
Eclipse
Suburban
190E
Jimmy
F150
Maxima
Contour
Dakota
Wrangler
Blazer
Jimmy
F150
Xterra
Stealth
Bronco
Sierra 1500
Ram
Cherokee
Grand Prix SE
Aerostar
C20
Cherokee
Sprint Plus
Blazer
Legacy
SL
944
Corolla
Camry
Civic
Tercel
Mustang
Taurus
!
Style
Sedan
Pickup
Sedan
Sedan
Sedan
Sedan
Sedan
Sedan
Pickup
Sedan
Sedan
Sedan
Wagon
Sedan
Convertibl
SUV
Sedan
SUV
Pickup
Sedan
Sedan
Pickup
SUV
SUV
SUV
Truck
SUV
Sedan
SUV
Pickup
Pickup
SUV
Sedan
Van
Sedan
SUV
Sedan
SUV
Wagon
Sedan
Sedan
Sedan
Sedan
Sedan
Sedan
Sedan
Sedan
pi_VECICertYear
VECI
Cert
Year
1993
1977
1995
1965
2002
1991
1995
1992
1994
1984
1991
1991
1996
2000
1989
1990
1997
1995
1995
1997
1995
1985
1994
1992
2001
1992
1994
1990
1994
1995
1989
1999
1994
1986
1989
1991
1992
1987
2000
2002
1994
1998
1990
pi_EngineFamily
Engine Family
RFJ2.2VJGAEK
SIG3.1V8GFEA
2FJXV02.5JEJ
MTY1.6V5FFD5
SIG3.1V8GFEA
NFM4.0T5FYH8
RFJ22VJGAEK
MTY2.0V5FFF1
YGMXT05.3182
KMB2.6V6FA12
M3G4.3T5XEB2
VFM5.458GFEK
SNS3.0VGBEK
SFM2.5VJGFEA
VCR5.928GFGK
SCR2.578GAEA
FIG2.8T2TRA3
R3G4.329GFEA
5.0L-OHM
1NSXT03.3C5A
NMT3.0V5FFD6
KFM5.875HZZ4
REG5.785GAEB
LCR5.9T5H6F8
RCR4.078GAEA
S1G3.1V8GFEA
KKFM3.0T5FYK2
XNSXV02.0AZA
RCR4.078GAEA
OSK1.0V2FFL5
K3G5.7T5TYA3
MFJ2.2V5FFE1
N4G1.9V5JPH5
19HPR151V5FE39?
YTYXV01.8FFA
2TYXV02.4JJASFI
RTY1.5BHGAFA
LFM3.0V5FXG5
pi_EvapFamily
Evap Family
RFJ1030BYM03
SIG1058AYMOA
2FJXR01251BB
EV-E
SIG1058AYMOA
4.0L-OHM
RFJ1030BYM03
EV-E
YGMXE0111920
KMBV62
MBO-3E
VFM1160AYMFD
SNS1057BYMOA
SFM1045AYPOA
VCR1090AYPBB
SCR1058AYMON
R361053AYMON
NFM5.8T5HZL1-OL
1N5XR0120RCA
IB
R3G1085AYMOA
LCRTE
RCR1058AYMON
SIG1058AYMOA
XNSXE011OMBA
RCR1058AYMON
EV1
KDO-3C
Y-HU
NAO-4B
..K?
YTYXR0115AK1
2TYXR0135AK1
RTY1047DYMOO
WFMXE0045AAA
TWC-H02J1MPI
£
'a.
VIN
pi_Transmission
Trans-
mission
A
A
A
M
M
A
A
A
A
A
A
A
M
A
A
A
A
A
A
A
A
M
M
A
A
A
M
A
A
A
A
A
A
M
A
M
M
A
A
M
A
M
M
M
A
A
pi FuelLevel
Fuel
Level
0.25
0
0.5
0.25
0
0
0.5
0.25
0.5
0
0.5
0.25
0
0.5
0.5
0.5
0.5
0.5
0.5
0
0.75
0.75
0.5
0.5
0.25
0.25
1
1
0.5
0.25
0.25
0.5
0.5
0.25
0.5
0.75
0.25
1
pi_Odometer
Odometer
209748
30209
160288
73450
61240
108957
114398
50180
172871
94222
221478
223286
102682
144876
196712
90100
190360
217264
121661
126863
151552
163885
229954
142248
170483
105648
109020
15486
235330
194740
229501
177033
78611
91634
155203.3
88813
81287
225480
64669
163538
68100
105292
165882
183633
153203
91937
pi_O doResolution
Odometer
Resolution
6
5
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
5
6
6
6
6
5
6
6
5
5
6
6
6
6
6
6
6
6
5
pi_FuelMetering
Fuel
Metering
F
C
F
C
F
F
F
F
F
F
F
F
F
F
F
F
C
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
C
F
F
F
F
F
F
F
F
F
-------
o
to
g
Packet
Number
PIL 200
PIL 203
PIL 213
PIL 217
PIL 218
PIL 220
PIL 221
PIL 222
PIL 223
PIL 225
PIL 226
PIL 229
PIL 236
PIL 240
PIL 242
PIL 245
PIL 247
PIL 248
PIL 250
PIL 251
PIL 254
PIL 256
PIL 257
PIL 258
PIL 266
PIL 270
PIL 271
PIL 272
PIL 274
PIL 281
PIL 283
PIL 284
PIL 286
PIL 287
PIL 290
PIL 294
PIL 298
PIL 299
PIL 300
PIL 304
S
2
'3.
Plate
51966ML
643KCU
VTTBOTS
028RJT
850FTE
348AOP
NO PLATE
034KAT
340FUB
939231F
NO PLATE
292AKJ
401454G
034366F
PAX259
358NPT
937581F
581LNL
399022G
PBN6774
371MVY
NO PLATE
754KCN
761JBG
UFF9944
406626G
842NNA
665ELF
405028G
PN7271
938NNI
403NEV
ADV872
9905 1AA
360GNT
916BPC
579XBG
405129G
551PAU
781NPM
a.
a.
_o
5
a.
Paper
or
Metal
Plate?
M
M
M
M
M
M
M
M
P
M
P
P
M
M
P
M
P
M
M
M
M
M
P
M
M
P
M
M
M
M
M
M
M
M
P
M
M
•8
!.
a.
State
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
CO
pi_Mode!Year
Model
Year
1988
2000
1987
2001
1984
1996
1993
1989
1994
1985
1991
1985
1995
1997
1993
1997
1992
1987
1990
1990
1996
1999
1990
2002
1989
1992
1991
1990
1999
1986
1986
1991
1983
1996
1998
2001
2002
1986
2003
1993
2.
!
Make
GMC
Ford
Toyota
Mercury
Porsche
Ford
Buick
Dodge
Mazda
Jeep
Ford
Chrysler
Ford
Isuzu
Jeep
Lincoln
Cadillac
Ford
Volvo
Mercury
Jeep
Oldsmobile
Chevrolet
Chevrolet
Volkswagen
Jeep
Dodge
Jeep
Dodge
Honda
Ford
Toyota
Toyota
Ford
Nissan
Subaru
Mazda
Chevrolet
Ford
Jeep
0
Model
Sierra
Taurus
Camry
Sable
944
Ranger
Le Sabre
Caravan
B2300
CJ7
F250
New Yorker
Contour
Rodeo
Wrangler
Towncar
Deville
F150
740GLE
Topaz
Grand Cherokee
Alero
S10
Trailblazer
Golf
Wrangler
Dakota
Wrangler
Intrepid
Accord
Mustang
Tercel
Landcruiser
F150
Altima
Legacy
Protege
Chevette
Focus
Cherokee
!
Style
Pickup
Sedan
Sedan
Sedan
Sedan
Pickup
Sedan
Van
Pickup
SUV
Pickup
Sedan
Sedan
SUV
SUV
Sedan
Sedan
Pickup
Wagon
Sedan
SUV
Sedan
Pickup
SUV
Wagon
SUV
Pickup
SUV
Sedan
Sedan
Sedan
Sedan
SUV
Pickup
Sedan
Wagon
Sedan
Sedan
Sedan
SUV
pi_VECICertYear
VECI
Cert
Year
1988
1987
2001
1984
1996
1993
1989
1994
1994
1990
1995
1997
1994
1997
1992
1987
1990
1996
1999
2002
1993
1990
1999
1986
1991
1983
1996
1998
2002
2002
1986
2003
pi_EngineFamily
Engine Family
1364.3T5TAAO
HTY2.0V5FBB4
1FMXV03.0VF3
151V5FE03
TFM4.028GKEK
PIG3.8V8JGB4
KCR3.0T5FBL6
RTK2.318GFEA
P5249610
LFM07.585WX
SFM2.5VJGFEA
VSZ3.22JGKFK
RCR4.078GAEA
VFM4.6V8GKFL
N2G4.9V8XGA8
HFM5.0Y5HAGX
LVV2.3V5F897
TCRA4.028GKEK
XGMXV03.4042
2GMXT04.2185
PCR3.9T5FFL7
LAM4.2T2HEA4
XCRV02.7VBO
GFM5.0V5HBF9
MTY1.5V5FFF1
DTY4.2T2AFF3
TFM4.958GFJK
WNSXV02.433B
2FJXV02.5JHM
2TKXV02.0GJA
G1G1.6V2NEA3
3FMXV02.0VH1
pi_EvapFamily
Evap Family
3FO-3B
EV-E
3.0L-FMXR011SBA
?H
TEM1045AYPBA
PBO-1R
KCRTC
2-3L-RTK1065AYP
7.5C9HW
SFM1045AYPOA
VSZ1095AYMEO
RCR1058AYMON
VFM1090AYMEP
NGO-2B
5.0L-7HM
E3
TCR1073AYPBP
XGMXR0124912
2GMXR0175922
PTAPF
LAM4.2F-1P
XCRXR0101GBF
5-OL6HM
EV-E
EV-F
4.9L-TFM1045AYM
WNSXR0110RCA
2FJXR01251CC
2TKXR0125PMA
6B5-1A
3FMXR0080BBE
£
'a.
VIN
pi_Transmission
Trans-
mission
A
A
M
A
M
M
A
A
M
M
M
A
A
M
M
A
A
M
A
A
A
A
M
A
M
M
A
A
A
M
M
M
M
M
A
A
A
A
A
A
pi FuelLevel
Fuel
Level
0.75
0.5
1
0.5
0.75
0
0.5
0.5
0
0.5
1
0.25
0.25
0.25
0
0.5
0.5
1
0.25
0.25
0.25
0
0.5
0.5
0.25
1
0.5
0.25
0
0.25
0.75
0.5
0.75
0.25
0
0.25
0.5
0.5
0.25
0.25
pi_Odometer
Odometer
145096
151771
192201
153356
231013
193041
225879
151816
121987
61329
155701
126863
108522
83662
125885
169427
46394
182338
16238
117718
124136
74866
50049
22696
122720
107371
199329
184036
278622
33505
226004
151573
134467
123860
144387
67273
42044
64080
173573
pi_O doResolution
Odometer
Resolution
6
6
6
6
6
6
6
6
6
5
6
6
6
6
6
6
5
6
5
6
6
6
6
5
6
6
6
6
6
5
6
6
6
6
6
5
6
6
pi_FuelMetering
Fuel
Metering
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
C
F
F
F
F
F
C
F
F
F
F
C
F
F
-------
Appendix E
Selection RSD Data0
-------
packetID
Packet
Number
PIL 010
PIL Oil
PIL 016
PIL 019
PIL 022
PIL 024
PIL 029
PIL 035
PIL 046
PIL 050
PIL 060
PIL 061
PIL 062
PIL 063
PIL 065
PIL 070
PIL 072
PIL 078
PIL 079
PIL 084
PIL 089
PIL 098
PIL 108
PIL 110
PIL 116
PIL 117
PIL 118
PIL 123
PIL 124
PIL 128
PIL 130
PIL 131
PIL 132
PIL 137
PIL 138
PIL 146
PIL 151
PIL 157
PIL 161
PIL 165
PIL 169
PIL 174
PIL 177
PIL 184
HCBinFlagAll
RSD4000
HCBin
1
9
7
8
6
8
8
9
8
6
7
7
6
5
8
8
7
6
3
0
9
0
4
9
7
9
5
1
3
7
6
8
6
6
3
5
5
7
5
7
5
1
1
5
RndThreshAll
Fraction
of Sample
Selected
0.000883
0.657
0.48
0.622
0.288
0.622
0.622
0.657
0.622
0.288
0.48
0.48
0.288
0.1535
0.622
0.622
0.48
0.2191
0.0361
0.0124
0.0627
0.0124
0.118
0.3
0.52
0.3
0.54
0.028
0.093
0.52
0.42
1
0.42
0.42
0.093
0.54
0.54
0.52
0.54
0.52
0.54
0.028
0.028
0.54
sR_lstconta ctdate
First
Contact
Date
07/30/08
07/30/08
07/30/08
07/31/08
07/31/08
08/01/08
08/01/08
08/01/08
08/04/08
08/04/08
08/05/08
08/05/08
08/05/08
08/05/08
08/05/08
08/06/08
08/07/08
08/08/08
08/08/08
08/08/08
08/09/08
08/11/08
08/12/08
08/12/08
08/13/08
08/13/08
08/13/08
08/13/08
08/13/08
08/14/08
08/14/08
08/14/08
08/14/08
08/14/08
08/18/08
08/18/08
08/18/08
08/19/08
08/19/08
08/19/08
08/20/08
08/20/08
08/20/08
08/21/08
sR_lstcontacttime
First
Contact
Time
11:19
13:44
16:26
12:51
14:40
10:39
13:55
16:35
14:50
15:17
12:52
13:19
13:40
14:14
15:16
13:00
10:45
9:50
10:35
13:39
10:30
13:58
16:19
16:51
10:56
11:15
11:45
15:08
15:52
9:40
11:20
12:30
12:45
16:45
9:00
13:00
15:40
11:15
14:34
16:48
10:34
12:17
14:41
9:42
o>
«
3
Selection
RSD
Date
07/30/08
07/30/08
07/30/08
07/31/08
07/31/08
08/01/08
08/01/08
08/01/08
08/04/08
08/04/08
08/05/08
08/05/08
08/05/08
08/05/08
08/05/08
08/06/08
08/07/08
08/08/08
08/08/08
08/08/08
08/09/08
08/11/08
08/12/08
08/12/08
08/13/08
08/13/08
08/13/08
08/13/08
08/13/08
08/14/08
08/14/08
08/14/08
08/14/08
08/14/08
08/18/08
08/18/08
08/18/08
08/19/08
08/19/08
08/19/08
08/20/08
08/20/08
08/20/08
08/21/08
CM
-o
£
Selection
RSD
VDF
47
104
206
112
163
67
175
266
258
272
147
163
173
186
256
140
69
50
71
182
64
201
252
266
72
81
92
189
218
49
100
142
153
272
16
151
246
112
222
276
74
129
202
45
"S
8.
cc
s
«
J1
Speed
(mph)
14.4
5.5
12.2
11.0
6.6
11.9
19.9
14.5
16.0
20.1
13.7
15.0
11.4
13.5
11.3
13.9
16.5
14.6
11.3
17.4
11.7
12.6
13.1
15.1
12.0
13.3
15.8
14.2
10.6
9.9
15.7
13.2
12.8
16.6
15.0
7.2
10.2
14.6
13.6
11.6
12.4
17.2
15.7
13.7
bs_samAccel
Accel
(mph/s)
0.2
0.1
0.6
1.9
2.1
2.0
0.5
0.5
3.5
5.3
3.0
3.9
2.9
1.0
1.9
1.8
6.3
3.2
1.6
6.2
2.3
2.0
2.2
3.3
1.4
1.8
3.3
1.2
1.2
1.5
4.2
1.8
1.8
3.5
4.2
1.6
3.0
1.4
0.9
1.7
1.4
4.0
1.4
3.7
—
t/5
>
VSP
(kWMg)
1.7
0.5
2.5
5.2
3.4
6.1
3.7
2.7
13.4
24.9
9.9
14.0
8.0
4.1
5.6
6.6
23.9
11.2
4.7
25.3
6.8
6.5
7.3
11.9
4.6
6.3
12.7
4.9
3.5
4.0
15.8
6.3
6.0
13.9
15.0
3.1
7.4
5.6
3.6
5.1
4.6
16.5
6.1
12.2
bn_HC3000_ppmC3
RSD3000
HC
(ppmCj)
-54
12425
489
927
483
495
780
6331
-1943
26
730
504
491
271
1046
1468
742
381
182
41
1786
-51
-49
5820
-1291
1871
-69
-64
34
1113
467
154
126
408
33
136
234
997
121
373
332
-31
-30
-18
bs_HC4000_ppmC3
RSD4000
HC
(ppmCj)
-4
11579
874
1133
617
1221
1261
4174
1757
453
789
700
632
298
1670
1619
933
489
118
69
2052
31
186
5599
725
2137
356
-44
132
983
529
1270
495
494
92
357
261
827
324
757
358
-12
-8
261
bs_CO4000_pct
RSD4000
CO
(%)
0.04
3.50
1.91
3.94
4.74
0.06
0.74
0.82
0.08
3.95
7.62
4.19
0.30
0.49
1.36
1.62
8.60
1.08
0.02
0.15
4.28
0.14
0.22
5.71
0.06
0.65
0.24
0.13
0.05
0.53
6.05
0.63
0.05
2.25
0.06
0.01
4.16
1.80
0.28
1.40
0.64
0.03
0.01
1.16
bs_NX4000_ppm
RSD4000
NO
(ppm)
-8
778
709
324
75
475
103
110
1791
602
57
1000
1274
168
37
285
321
1451
289
666
-6
323
202
332
69
1222
16
-68
340
1951
419
1549
133
1453
440
-42
19
691
110
39
1909
342
32
464
bs_CO24000_pct
RSD4000
C02
(%)
15.03
12.17
13.63
12.19
11.64
14.96
14.48
14.33
14.88
12.19
9.56
11.99
14.77
14.69
14.03
13.83
8.85
14.21
15.03
14.92
11.92
14.94
14.88
10.78
14.98
14.48
14.87
14.97
15.00
14.57
10.69
14.51
15.00
13.37
14.99
15.04
12.06
13.72
14.84
14.03
14.52
15.02
15.05
14.20
RSDEvpIndexO
RSD
Evap
Index 0
50
-846
385
206
134
726
481
-2157
3700
428
59
197
141
26
625
151
192
108
-63
28
266
81
235
-221
2015
265
425
20
98
-131
62
1116
368
86
59
221
28
-169
203
384
26
19
22
279
RSDEvpIndexl
RSD
Evap
Index 1
53
161
149
287
76
96
132
821
1006
29
120
64
91
30
682
42
42
28
27
39
107
24
42
228
162
128
51
38
48
84
42
128
81
43
38
96
37
27
132
67
32
34
39
41
-------
w
to
packetID
Packet
Number
PIL 191
PIL 193
PIL 194
PIL 200
PIL 203
PIL 213
PIL 217
PIL 218
PIL 220
PIL 221
PIL 222
PIL 223
PIL 225
PIL 226
PIL 229
PIL 236
PIL 240
PIL 242
PIL 245
PIL 247
PIL 248
PIL 250
PIL 251
PIL 254
PIL 256
PIL 257
PIL 258
PIL 266
PIL 271
PIL 272
PIL 274
PIL 281
PIL 283
PIL 284
PIL 286
PIL 287
PIL 290
PIL 294
PIL 298
PIL 299
PIL 300
PIL 304
HCBinFlagAll
RSD4000
HCBin
8
3
8
6
4
8
5
3
4
5
8
6
9
6
4
8
4
8
4
9
6
7
5
3
4
1
1
8
6
7
6
5
5
5
7
7
6
1
6
5
5
7
RndThreshAll
Fraction
of Sample
Selected
1
0.093
1
0.42
0.118
1
0.54
0.093
0.118
0.54
1
0.42
0.3
0.42
0.118
1
0.118
1
0.118
0.3
0.42
0.52
0.54
0.093
0.118
0.028
0.028
1
0.42
0.52
0.42
0.54
0.54
0.54
0.52
0.52
0.42
0.028
0.42
0.54
0.54
0.52
sR_lstconta ctdate
First
Contact
Date
08/21/08
08/21/08
08/21/08
08/22/08
08/22/08
08/23/08
08/23/08
08/23/08
08/23/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/26/08
08/26/08
08/26/08
08/26/08
08/26/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/28/08
08/28/08
08/28/08
08/28/08
08/28/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/30/08
08/30/08
08/30/08
08/30/08
sR_lstcontacttime
First
Contact
Time
13:37
14:12
14:25
9:30
11:51
8:23
10:50
11:30
12:19
9:10
9:45
10:31
12:05
12:15
15:12
9:11
10:20
12:12
13:40
16:43
9:20
11:20
11:55
12:40
13:50
14:15
14:30
9:55
12:05
12:21
12:40
16:45
9:31
9:55
11:55
13:00
14:05
16:25
9:03
9:25
9:45
11:42
o>
«
3
Selection
RSD
Date
08/21/08
08/21/08
08/21/08
08/22/08
08/22/08
08/23/08
08/23/08
08/23/08
08/23/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/26/08
08/26/08
08/26/08
08/26/08
08/26/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/28/08
08/28/08
08/28/08
08/28/08
08/28/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/30/08
08/30/08
08/30/08
08/30/08
CM
-o
£
Selection
RSD
VDF
162
174
178
34
124
29
107
120
154
31
50
85
144
147
251
37
76
138
182
273
31
91
106
135
175
184
187
41
105
108
134
275
57
70
150
196
227
346
29
44
51
115
"S
8.
CC
s
«
J1
Speed
(mph)
17.6
16.1
8.4
15.7
19.0
13.1
8.3
9.2
16.9
10.5
14.7
8.2
12.8
14.5
12.2
15.1
18.7
15.0
17.9
13.6
16.7
16.8
16.3
16.0
13.9
14.2
11.6
16.7
18.8
12.1
11.1
13.5
13.9
11.8
12.6
16.5
10.1
10.6
14.8
12.8
15.7
18.9
bs_samAccel
Accel
(mph/s)
1.1
2.4
2.7
2.5
5.2
1.8
2.7
4.7
2.1
0.9
1.1
2.9
2.2
2.9
3.5
0.9
5.6
0.5
0.7
3.3
4.9
4.2
4.0
3.1
4.5
0.9
2.4
6.4
5.1
2.6
1.4
2.7
3.6
3.0
0.8
6.0
1.9
1.4
2.2
2.9
4.4
1.7
—
t/5
>
VSP
(kWMg)
5.6
9.8
5.7
9.8
23.4
6.1
5.5
10.0
8.9
2.8
4.6
5.8
7.1
10.1
10.3
4.2
24.5
2.7
4.2
10.9
19.1
16.7
15.4
12.1
14.7
3.7
7.0
24.7
22.6
7.9
4.1
8.9
12.2
8.6
3.1
23.1
5.0
4.0
8.2
9.0
16.2
8.4
bn_HC3000_ppmC3
RSD3000
HC
(ppmCj)
1120
63
1083
413
189
969
198
109
-17
19
897
133
7149
-43
172
2140
136
993
-162
1830
824
301
241
111
210
-39
-72
1165
608
724
377
242
207
322
467
533
610
-53
35
98
78
685
bs_HC4000_ppmC3
RSD4000
HC
(ppmCj)
1139
115
1426
435
208
1119
267
137
170
373
1364
575
7301
441
179
1684
178
1106
187
5098
560
705
379
136
210
-20
-6
1115
584
977
405
334
248
345
850
900
561
-20
507
343
298
708
bs_CO4000_pct
RSD4000
CO
(%)
3.88
0.18
2 32
0.41
4.92
0.29
-0.09
0.57
0.52
0.17
0.35
0.02
12.24
1.47
0.46
0.33
2.86
0.03
0.05
0.27
1.99
0.15
0.23
0.41
0.03
-0.05
0.01
0.81
5.95
4.50
0.18
0.94
0.24
0.41
0.96
0.72
0.02
0.83
0.02
0.09
0.19
10.09
bs_NX4000_ppm
RSD4000
NO
(ppm)
1235
53
298
836
39
2021
-157
1289
42
377
1159
44
1268
2266
1241
818
94
32
31
454
1475
436
3169
2508
338
-12
58
3724
395
443
439
589
455
233
2114
245
31
-27
-4
3722
67
300
bs_CO24000_pct
RSD4000
C02
(%)
12.19
14.92
13.34
14.71
11.52
14.74
15.11
14.59
14.67
14.91
14.72
15.02
6.01
13.91
14.67
14.74
13.00
15.00
15.01
14.69
13.56
14.91
14.77
14.66
15.01
15.09
15.05
14.30
10.76
11.78
14.90
14.35
14.86
14.74
14.26
14.50
15.02
14.46
15.03
14.85
14.90
7.79
RSDEvpIndexO
RSD
Evap
Index 0
19
52
343
22
19
150
69
28
186
354
467
442
152
484
6
-456
42
112
350
3268
-264
404
138
26
0
19
66
-50
-24
253
28
92
41
23
383
366
-49
33
472
244
220
24
RSDEvpIndexl
RSD
Evap
Index 1
37
49
41
49
43
171
90
55
51
44
47
182
830
36
47
88
61
347
53
271
100
193
33
35
102
43
55
67
49
66
36
41
70
67
112
286
181
81
53
79
99
60
-------
Appendix F
Conditioning Drive DataE
-------
packetID
Packet Number
PIL 010
PIL Oil
PIL 016
PIL 019
PIL 022
PIL 022
PIL 024
PIL 029
PIL 029
PIL 035
PIL 046
PIL 050
PIL 050
PIL 060
PIL 061
PIL 062
PIL 063
PIL 065
PIL 070
PIL 072
PIL 078
PIL 079
PIL 084
PIL 089
PIL 098
PIL 108
PIL 110
PIL 116
PIL 117
PIL 118
PIL 123
PIL 124
PIL 128
PIL 130
PIL 131
PIL 132
PIL 137
PIL 138
PIL 146
PIL 151
PIL 157
PIL 161
PIL 165
PIL 169
PIL 174
PIL 177
PIL 184
PIL 191
PIL 193
PIL 194
PIL 200
dr date
Drive Date
07/30/08
07/30/08
07/30/08
07/31/08
07/31/08
07/31/08
08/01/08
08/02/08
08/04/08
08/01/08
08/04/08
08/04/08
08/04/08
08/05/08
08/05/08
08/05/08
08/05/08
08/05/08
08/06/08
08/07/08
08/08/08
08/08/08
08/08/08
08/09/08
08/11/08
08/12/08
08/12/08
08/13/08
08/13/08
08/13/08
08/13/08
08/13/08
08/14/08
08/14/08
08/14/08
08/14/08
08/14/08
08/18/08
08/18/08
08/18/08
08/19/08
08/19/08
08/20/08
08/20/08
08/20/08
08/20/08
08/21/08
08/21/08
08/21/08
08/21/08
08/22/08
dr time
Drive Time
11:46
14:01
17:05
13:17
15:22
16:45
11:18
8:17
7:53
17:12
15:35
15:50
16:20
13:22
13:43
14:38
15:19
16:31
13:30
12:25
10:22
11:11
14:12
11:18
14:16
17:10
17:50
13:15
11:42
12:16
15:19
16:14
10:20
11:40
12:55
13:35
17:02
9:37
13:30
16:10
11:52
15:07
8:16
11:27
12:51
15:13
10:14
14:07
14:36
15:12
10:10
F-l
-------
packetID
Packet Number
PIL 203
PIL 213
PIL 217
PIL 218
PIL 220
PIL 221
PIL 222
PIL 223
PIL 225
PIL 226
PIL 229
PIL 236
PIL 240
PIL 242
PIL 245
PIL 247
PIL 248
PIL 250
PIL 251
PIL 254
PIL 256
PIL 257
PIL 258
PIL 266
PIL 270
PIL 271
PIL 272
PIL 274
PIL 281
PIL 283
PIL 284
PIL 286
PIL 287
PIL 290
PIL 294
PIL 298
PIL 299
PIL 300
PIL 304
dr date
Drive Date
08/22/08
08/23/08
08/23/08
08/23/08
08/23/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/26/08
08/26/08
08/26/08
08/26/08
08/26/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/28/08
08/27/08
08/28/08
08/28/08
08/28/08
08/28/08
08/28/08
08/28/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/30/08
08/30/08
08/30/08
08/30/08
dr time
Drive Time
12:36
8:58
11:23
11:59
12:54
9:44
10:21
11:08
13:30
12:45
15:53
9:56
11:20
12:58
14:29
17:39
9:36
11:41
15:09
13:23
14:29
8:50
16:07
10:34
12:20
13:43
13:01
14:26
17:15
10:05
10:48
13:17
14:10
14:50
16:51
9:37
10:13
10:51
12:15
F-2
-------
Appendix G
Measurement RSD DataF
-------
packetID
Packet
Number
PIL 010
PIL 010
PIL Oil
PIL Oil
PIL 019
PIL 019
PIL 022
PIL 022
PIL 022
PIL 024
PIL 024
PIL 029
PIL 029
PIL 029
PIL 029
PIL 035
PIL 035
PIL 046
PIL 046
PIL 050
PIL 050
PIL 050
PIL 050
PIL 060
PIL 060
PIL 061
PIL 061
PIL 062
PIL 062
PIL 063
O)
03
3
Measurement
RSD
Date
07/30/08
07/30/08
07/30/08
07/30/08
07/31/08
07/31/08
07/31/08
07/31/08
07/31/08
08/01/08
08/01/08
08/02/08
08/02/08
08/04/08
08/04/08
08/01/08
08/01/08
08/04/08
08/04/08
08/04/08
08/04/08
08/04/08
08/04/08
08/05/08
08/05/08
08/05/08
08/05/08
08/05/08
08/05/08
08/05/08
O)
3
Measurement
RSD
Time
12:02
12:04
15:50
16:10
13:35
13:38
15:38
17:11
17:13
11:32
11:34
8:33
8:35
8:09
8:10
18:12
18:13
15:58
16:00
16:05
16:08
16:40
16:42
13:35
13:42
13:57
14:07
14:53
15:01
15:36
•*-
•a
2
Measurement
RSD
VDF
68
70
195
205
135
138
197
247
248
98
99
17
18
14
15
282
283
301
302
304
306
326
327
176
180
191
196
220
232
246
•s
o>
o.
to
03
^
.'
-Q
Speed
(mph)
15.8
17.3
16.1
16.4
15.4
15.7
19.8
20.5
19.6
17.3
16.7
19.6
18.5
19.3
0.0
17.5
18.0
15.7
19.9
15.3
19.6
20.5
20.2
15.6
16.3
15.4
16.8
15.9
11.0
20.7
bs samAccel
Accel
(mph/s)
2.8
3.3
2.7
2.7
2.8
3.8
4.8
5.0
4.9
3.1
2.6
3.7
3.7
3.5
0.0
3.2
3.8
0.6
4.3
4.0
4.0
4.8
3.7
3.3
4.0
3.7
3.8
3.7
42.0
8.0
a.
to
VSP
(kW/Mg)
10.9
13.9
10.7
10.9
10.7
14.2
22.5
24.3
22.5
13.1
10.7
17.4
16.5
16.6
0.0
13.5
16.2
3.2
20.3
14.7
18.8
23.0
18.0
12.3
15.5
13.7
15.4
14.2
102.6
37.8
bn_HC3000_ppmC3
RSD3000
HC
(ppmC3)
26
27
11662
11635
834
1151
24
126
25
992
927
-13
3
-3
72
8050
4109
-1565
-198
43
299
312
255
353
286
538
746
269
286
7
bs_HC4000_ppmC3
RSD4000
HC
(ppmC3)
21
36
10456
10705
1252
1384
165
99
12
1845
2268
42
37
80
40
4951
3975
2127
1268
296
473
428
445
399
323
557
728
285
278
222
+^
CJ
&
1
U
.'
-Q
RSD4000
CO
(%)
0.03
0.14
11.71
12.33
0.80
0.80
0.19
0.01
0.03
0.09
0.06
0.15
0.05
0.12
0.04
1.57
6.00
0.06
2.74
0.09
4.00
4.48
2.68
1.85
1.59
0.55
2.53
0.19
0.30
0.27
bs_NX4000_ppm
RSD4000
NO
(ppm)
901
1204
478
607
1321
2054
60
23
167
1052
1232
49
69
760
4284
97
29
750
473
361
298
286
430
105
334
2733
1606
2031
1797
1366
bs_C024000_pct
RSD4000
CO2
(%)
15.00
14.91
6.32
5.87
14.39
14.36
14.91
15.04
15.03
14.90
14.90
14.94
15.02
14.94
14.87
13.77
10.63
14.92
13.03
14.97
12.16
11.82
13.11
13.71
13.89
14.54
13.16
14.84
14.77
14.80
RSDEvpIndexO
RSD
Evap
Index
0
-5
8
-1206
-930
418
233
141
-26
-13
853
1341
54
34
83
-32
-3100
-134
3692
1466
252
174
116
189
46
38
19
-18
15
-7
214
RSDEvpIndexl
RSD
Evap
Index
1
38
48
1969
1146
665
223
42
61
45
305
568
28
38
49
32
815
2135
715
770
39
50
45
33
55
56
45
57
50
30
46
-------
packetID
Packet
Number
PIL 063
PIL 065
PIL 065
PIL 070
PIL 070
PIL 072
PIL 072
PIL 078
PIL 078
PIL 079
PIL 079
PIL 084
PIL 084
PIL 089
PIL 089
PIL 098
PIL 098
PIL 108
PIL 108
PIL 110
PIL 110
PIL 116
PIL 116
PIL 117
PIL 117
PIL 118
PIL 118
PIL 123
PIL 123
PIL 124
O)
03
3
Measurement
RSD
Date
08/05/08
08/05/08
08/05/08
08/06/08
08/06/08
08/07/08
08/07/08
08/08/08
08/08/08
08/08/08
08/08/08
08/08/08
08/08/08
08/09/08
08/09/08
08/11/08
08/11/08
08/12/08
08/12/08
08/12/08
08/12/08
08/13/08
08/13/08
08/13/08
08/13/08
08/13/08
08/13/08
08/13/08
08/13/08
08/13/08
O)
3
Measurement
RSD
Time
15:39
16:52
16:57
13:46
13:50
12:42
12:45
10:35
10:41
11:27
11:29
14:28
14:34
11:32
11:40
14:32
14:35
17:22
17:25
18:05
18:07
13:30
13:32
11:55
11:58
12:26
12:30
15:33
15:35
16:31
•*-
•a
2
Measurement
RSD
VDF
248
284
286
168
171
127
132
72
81
108
119
214
220
92
105
225
231
277
278
279
280
141
144
98
99
122
123
208
209
234
•s
o>
o.
to
03
^
.'
-Q
Speed
(mph)
20.5
18.9
19.2
13.9
14.7
17.7
15.5
15.9
15.2
19.1
16.7
15.9
15.8
14.7
15.2
18.8
18.9
16.1
15.5
19.7
17.7
25.0
18.0
18.5
18.6
23.4
18.8
17.6
18.5
23.2
bs samAccel
Accel
(mph/s)
7.6
5.7
5.6
3.0
3.2
6.6
4.1
4.2
3.6
2.8
2.9
3.5
4.1
2.9
4.2
5.1
4.8
4.0
3.4
2.0
3.3
1.6
5.1
5.2
5.1
2.8
4.1
3.2
6.4
1.1
a.
to
VSP
(kW/Mg)
35.8
24.9
25.2
10.1
11.4
26.9
15.2
15.7
13.1
13.0
11.8
13.4
15.3
10.5
15.2
22.4
21.2
15.5
12.8
10.1
14.2
10.9
21.4
22.4
22.2
16.1
18.5
13.8
27.5
7.3
bn_HC3000_ppmC3
RSD3000
HC
(ppmC3)
132
520
294
913
1347
973
484
-19
202
60
42
59
85
1364
170
-171
32
271
180
2120
1270
75
-129
888
1078
-2
303
-81
288
785
bs_HC4000_ppmC3
RSD4000
HC
(ppmC3)
220
579
315
988
1564
962
498
105
275
90
22
76
68
1674
192
48
-19
721
301
2431
1958
472
527
984
1650
61
276
-47
351
920
+^
(J
&
1
U
.'
-Q
RSD4000
CO
(%)
0.27
8.38
7.28
1.37
5.66
6.59
3.25
0.13
0.33
0.62
0.16
0.55
0.38
2.18
3.28
0.16
0.01
1.76
0.45
6.44
9.69
0.11
0.06
3.61
3.76
0.58
0.03
0.36
2.59
0.48
bs_NX4000_ppm
RSD4000
NO
(ppm)
1791
38
94
37
330
255
261
2523
1117
243
71
115
340
380
413
2126
331
547
419
-34
171
124
3313
589
527
0
124
219
754
1183
bs_C024000_pct
RSD4000
CO2
(%)
14.79
9.03
9.82
14.04
10.94
10.29
12.70
14.87
14.77
14.60
14.94
14.65
14.77
13.43
12.68
14.86
15.03
13.75
14.71
10.36
8.04
14.95
14.88
12.42
12.29
14.63
15.02
14.79
13.16
14.64
RSDEvpIndexO
RSD
Evap
Index
0
87
59
21
75
217
-11
14
124
73
31
-21
17
-17
309
21
219
-52
450
121
311
687
397
656
96
572
62
-27
33
63
136
RSDEvpIndexl
RSD
Evap
Index
1
28
152
46
61
65
55
54
41
50
30
41
48
73
62
44
78
39
155
128
108
162
29
91
203
223
50
79
46
97
106
-------
packetID
Packet
Number
PIL 124
PIL 128
PIL 128
PIL 130
PIL 130
PIL 131
PIL 131
PIL 132
PIL 132
PIL 137
PIL 137
PIL 138
PIL 138
PIL 146
PIL 146
PIL 151
PIL 157
PIL 157
PIL 161
PIL 161
PIL 165
PIL 165
PIL 169
PIL 169
PIL 174
PIL 174
PIL 184
PIL 184
PIL 191
PIL 191
O)
03
3
Measurement
RSD
Date
08/13/08
08/14/08
08/14/08
08/14/08
08/14/08
08/14/08
08/14/08
08/14/08
08/14/08
08/14/08
08/14/08
08/18/08
08/18/08
08/18/08
08/18/08
08/18/08
08/19/08
08/19/08
08/19/08
08/19/08
08/20/08
08/20/08
08/20/08
08/20/08
08/20/08
08/20/08
08/21/08
08/21/08
08/21/08
08/21/08
O)
3
Measurement
RSD
Time
16:32
10:37
10:39
11:56
11:58
13:15
13:16
13:52
13:55
17:18
17:22
9:52
9:55
13:49
13:51
16:25
12:07
12:08
15:22
15:24
8:32
8:37
11:43
11:44
13:05
13:06
10:29
10:30
14:22
14:23
•*-
•a
2
Measurement
RSD
VDF
235
76
79
125
126
170
172
187
188
282
283
52
55
190
194
280
143
145
243
244
11
18
115
117
159
160
66
67
186
187
•s
o>
o.
to
03
^
.'
-Q
Speed
(mph)
24.2
23.4
22.5
20.2
20.8
26.6
21.1
24.7
21.8
18.1
17.6
18.5
16.4
14.3
14.6
14.2
12.8
12.7
15.6
14.2
15.6
15.8
15.3
15.1
16.1
15.3
16.4
15.5
5.7
0.0
bs samAccel
Accel
(mph/s)
0.7
2.6
2.3
2.8
2.7
0.9
2.7
4.8
4.0
4.3
4.0
4.7
4.1
3.3
3.5
3.3
2.5
2.0
4.0
3.3
3.2
2.6
3.2
3.2
3.8
4.3
2.9
2.9
0.4
0.0
a.
to
VSP
(kW/Mg)
5.8
15.2
13.3
13.8
14.0
7.6
14.1
28.3
20.9
18.4
16.9
20.5
15.9
11.4
12.2
11.2
7.8
6.4
14.8
11.4
12.2
10.1
11.8
11.7
14.7
15.6
11.7
10.9
0.8
0.0
bn_HC3000_ppmC3
RSD3000
HC
(ppmC3)
3668
296
330
382
360
733
215
-49
-346
435
507
-7
56
-504
-114
30
274
110
63
97
137
200
311
341
5
35
23
169
437
799
bs_HC4000_ppmC3
RSD4000
HC
(ppmC3)
2510
626
412
365
431
1217
966
207
300
522
615
83
165
633
476
35
443
209
455
622
221
343
377
418
0
44
42
202
516
860
+^
(J
&
1
U
.'
-Q
RSD4000
CO
(%)
1.89
0.67
0.67
3.77
3.39
2.76
0.26
0.03
0.04
1.68
1.59
0.11
0.11
0.08
0.07
0.20
0.20
0.48
0.23
0.27
0.98
1.61
0.55
0.63
0.04
0.05
0.19
1.45
0.17
1.33
bs_NX4000_ppm
RSD4000
NO
(ppm)
464
2855
2777
846
1004
1400
2503
1602
348
2268
2542
805
310
802
1004
152
1641
1305
973
542
29
149
2737
2915
68
55
3087
449
1210
1828
bs_C024000_pct
RSD4000
CO2
(%)
13.61
14.46
14.46
12.31
12.58
12.99
14.75
14.97
15.00
13.76
13.80
14.94
14.96
14.95
14.95
14.91
14.84
14.66
14.84
14.82
14.35
13.88
14.55
14.49
15.02
15.02
14.81
13.99
14.87
14.01
RSDEvpIndexO
RSD
Evap
Index
0
-1157
330
83
-17
72
484
751
256
646
86
109
90
109
1137
590
5
169
100
391
526
84
143
65
77
-5
9
20
33
79
62
RSDEvpIndexl
RSD
Evap
Index
1
222
44
52
42
44
122
166
67
53
69
34
68
44
112
83
40
71
34
99
95
24
40
53
46
58
46
26
35
28
37
-------
packetID
Packet
Number
PIL 193
PIL 193
PIL 194
PIL 194
PIL 200
PIL 200
PIL 203
PIL 203
PIL 213
PIL 213
PIL 217
PIL 217
PIL 218
PIL 218
PIL 220
PIL 220
PIL 221
PIL 221
PIL 222
PIL 222
PIL 223
PIL 223
PIL 225
PIL 225
PIL 226
PIL 226
PIL 229
PIL 229
PIL 236
PIL 236
O)
03
3
Measurement
RSD
Date
08/21/08
08/21/08
08/21/08
08/21/08
08/22/08
08/22/08
08/22/08
08/22/08
08/23/08
08/23/08
08/23/08
08/23/08
08/23/08
08/23/08
08/23/08
08/23/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/26/08
08/26/08
O)
3
Measurement
RSD
Time
15:02
15:03
15:27
15:29
10:26
10:27
12:53
12:54
9:16
9:17
11:39
11:40
12:15
12:16
13:09
13:10
10:02
10:04
10:37
10:38
11:24
11:26
13:45
13:48
13:05
13:07
16:09
16:11
10:12
10:14
•*-
•a
2
Measurement
RSD
VDF
206
211
228
229
68
70
148
149
67
69
140
141
155
156
171
172
64
66
88
90
126
129
201
204
177
181
284
285
77
80
•s
o>
o.
to
03
^
.'
-Q
Speed
(mph)
17.4
18.3
20.3
18.7
16.9
16.2
16.7
17.4
16.5
15.6
15.9
15.6
14.1
14.6
20.8
20.9
18.5
18.6
20.2
18.7
18.2
17.5
0.0
0.0
17.6
18.8
16.1
16.0
16.0
15.0
bs samAccel
Accel
(mph/s)
4.4
3.7
1.6
1.4
3.6
2.1
4.2
4.3
4.8
4.5
4.2
4.3
3.6
4.3
4.6
4.7
4.8
4.7
4.8
4.6
4.0
4.0
0.0
0.0
5.4
6.1
4.7
4.5
4.5
4.3
a.
to
VSP
(kW/Mg)
18.2
16.4
8.7
7.3
14.6
8.5
16.8
17.7
18.7
16.5
15.9
15.8
12.2
14.9
22.5
23.1
20.8
20.4
23.0
20.2
17.6
16.6
0.0
0.0
22.4
26.6
17.9
16.9
17.0
15.2
bn_HC3000_ppmC3
RSD3000
HC
(ppmC3)
225
558
2224
1515
267
443
-149
13
473
588
34
-7
140
103
-59
117
-106
26
-7967
1108
53
219
961
961
189
-28
82
137
1139
3073
bs_HC4000_ppmC3
RSD4000
HC
(ppmC3)
312
1170
5476
10592
347
571
12
24
559
765
65
27
192
118
857
401
29
82
3758
1474
291
279
1075
963
177
170
125
190
1460
3288
+^
CJ
&
1
U
.'
-Q
RSD4000
CO
(%)
6.08
6.49
2.50
2.05
0.37
0.34
0.02
0.07
0.40
1.46
0.51
0.08
0.29
0.23
0.09
0.42
0.09
0.06
0.38
1.47
0.11
0.09
10.10
7.35
0.77
0.51
0.73
0.58
0.74
3.59
bs_NX4000_ppm
RSD4000
NO
(ppm)
63
12
63
-61
2345
2145
69
65
1416
1782
72
77
1055
1165
1455
-51
1430
1221
3493
1795
43
112
230
502
3106
3112
1568
1411
987
489
bs_C024000_pct
RSD4000
CO2
(%)
10.68
10.36
13.10
13.27
14.70
14.72
15.04
15.00
14.70
13.92
14.68
14.99
14.81
14.85
14.91
14.74
14.94
14.96
14.54
13.89
14.96
14.98
7.77
9.74
14.38
14.57
14.47
14.58
14.44
12.37
RSDEvpIndexO
RSD
Evap
Index
0
87
613
3251
9077
80
128
161
11
86
178
31
34
52
14
916
284
135
55
11725
366
237
60
114
2
-12
198
43
53
321
215
RSDEvpIndexl
RSD
Evap
Index
1
60
371
2616
2268
66
32
54
66
104
202
61
81
31
56
178
121
44
42
1214
230
40
66
121
25
72
33
32
89
309
401
-------
packetID
Packet
Number
PIL 240
PIL 240
PIL 242
PIL 242
PIL 245
PIL 245
PIL 247
PIL 247
PIL 248
PIL 248
PIL 250
PIL 250
PIL 251
PIL 251
PIL 254
PIL 254
PIL 256
PIL 256
PIL 257
PIL 257
PIL 258
PIL 258
PIL 266
PIL 266
PIL 270
PIL 270
PIL 271
PIL 271
PIL 272
PIL 272
O)
03
3
Measurement
RSD
Date
08/26/08
08/26/08
08/26/08
08/26/08
08/26/08
08/26/08
08/26/08
08/26/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/28/08
08/28/08
08/27/08
08/27/08
08/28/08
08/28/08
08/28/08
08/28/08
08/28/08
08/28/08
08/28/08
08/28/08
O)
3
Measurement
RSD
Time
11:36
11:38
13:15
13:17
14:43
14:45
17:55
17:57
9:57
9:59
11:56
11:59
15:27
15:28
13:39
13:41
14:45
14:47
9:04
9:06
16:24
16:26
10:48
10:50
12:37
12:41
13:57
13:59
13:17
13:19
•*-
•a
2
Measurement
RSD
VDF
120
123
163
166
218
219
292
293
44
49
109
111
232
235
174
176
211
213
19
23
270
271
63
64
131
136
182
185
156
160
•s
o>
o.
to
03
^
.'
-Q
Speed
(mph)
19.6
15.7
14.8
14.3
19.9
18.6
17.8
17.3
14.8
15.9
17.9
17.8
17.6
16.0
18.3
18.2
19.4
19.9
16.5
12.1
19.1
16.6
20.1
21.4
14.1
17.3
18.6
18.2
18.4
13.5
bs samAccel
Accel
(mph/s)
4.2
4.0
5.2
4.6
5.5
5.5
5.8
5.7
3.2
2.5
5.0
5.0
4.2
4.1
4.2
3.8
4.8
5.0
4.3
3.0
5.2
4.8
3.9
2.9
4.1
3.4
3.8
4.9
3.4
2.2
a.
to
VSP
(kW/Mg)
19.4
15.0
17.9
15.5
25.7
24.1
24.0
23.0
11.3
9.9
20.9
21.0
17.4
15.6
18.2
16.6
21.9
23.5
16.8
8.8
23.1
18.9
18.9
15.2
13.7
14.0
16.7
20.8
15.3
7.4
bn_HC3000_ppmC3
RSD3000
HC
(ppmC3)
29
12
-1038
-1425
49
69
-849
-2535
532
409
442
311
245
199
79
97
776
1168
79
103
-13
20
481
345
-24
-1
567
390
511
833
bs_HC4000_ppmC3
RSD4000
HC
(ppmC3)
63
58
413
1000
113
85
1486
2745
549
386
468
511
316
305
173
139
1015
1656
48
44
9
47
567
440
60
72
568
580
657
937
+^
CJ
&
1
U
.'
-Q
RSD4000
CO
(%)
0.15
0.11
0.11
0.11
3.30
4.05
0.16
0.14
0.88
0.14
0.17
0.35
1.02
0.95
0.44
0.34
0.02
0.03
0.14
0.04
0.03
0.01
0.56
0.40
0.01
0.03
4.47
3.52
3.15
5.99
bs_NX4000_ppm
RSD4000
NO
(ppm)
1148
1110
855
601
-9
31
1886
1866
2048
1922
732
637
2427
2459
3261
2975
623
539
550
2470
12
3
2893
2816
2032
599
337
539
963
383
bs_C024000_pct
RSD4000
CO2
(%)
14.90
14.93
14.93
14.92
12.69
12.15
14.83
14.80
14.34
14.87
14.89
14.76
14.23
14.28
14.61
14.70
14.98
14.97
14.93
14.94
15.03
15.05
14.53
14.65
14.97
15.01
11.82
12.49
12.74
10.72
RSDEvpIndexO
RSD
Evap
Index
0
34
46
1452
2426
64
16
2335
5280
16
-24
26
200
71
105
94
41
239
489
-32
-59
22
27
86
95
84
73
1
190
147
104
RSDEvpIndexl
RSD
Evap
Index
1
32
45
471
727
49
43
95
793
116
81
89
150
41
38
45
60
291
615
40
45
50
40
52
35
59
52
60
85
57
70
-------
packetID
Packet
Number
PIL 274
PIL 274
PIL 281
PIL 281
PIL 283
PIL 283
PIL 284
PIL 284
PIL 286
PIL 286
PIL 287
PIL 287
PIL 290
PIL 290
PIL 294
PIL 294
PIL 298
PIL 298
PIL 299
PIL 299
PIL 300
PIL 300
PIL 304
PIL 304
O)
03
3
Measurement
RSD
Date
08/28/08
08/28/08
08/28/08
08/28/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/30/08
08/30/08
08/30/08
08/30/08
08/30/08
08/30/08
08/30/08
08/30/08
O)
3
Measurement
RSD
Time
14:43
14:45
17:33
17:35
10:23
10:25
11:06
11:08
13:35
13:37
14:25
14:27
15:07
15:10
17:11
17:12
9:50
9:52
10:28
10:30
11:05
11:07
12:31
12:32
•*-
•a
2
Measurement
RSD
VDF
207
210
290
291
87
88
114
116
211
214
252
254
302
306
362
363
59
60
78
80
98
99
143
144
•s
o>
o.
to
03
^
.'
-Q
Speed
(mph)
18.2
18.7
19.1
22.5
16.3
21.6
21.6
18.3
21.7
18.6
19.7
20.1
17.0
17.7
14.6
16.1
18.6
17.7
14.5
15.8
15.6
15.5
17.4
18.1
bs samAccel
Accel
(mph/s)
4.7
4.4
3.4
3.4
4.6
4.5
3.6
3.5
2.3
2.7
3.5
2.9
5.3
5.1
5.3
5.3
4.9
4.2
2.1
2.1
3.4
3.0
3.6
3.9
a.
to
VSP
(kW/Mg)
20.4
19.5
15.7
18.6
17.9
23.0
18.8
15.6
12.9
12.3
16.7
14.4
20.9
21.1
18.1
19.9
21.3
17.8
7.8
8.4
12.8
11.5
15.2
16.7
bn_HC3000_ppmC3
RSD3000
HC
(ppmC3)
540
421
83
292
285
286
619
561
133
267
454
417
188
354
-48
60
-3
-13
263
239
65
15
737
799
bs_HC4000_ppmC3
RSD4000
HC
(ppmC3)
549
422
137
317
317
285
703
727
916
340
403
1153
263
492
-11
64
8
18
313
299
339
104
744
874
+^
CJ
&
1
U
.'
-Q
RSD4000
CO
(%)
0.16
0.17
0.27
2.08
0.25
0.37
0.49
0.44
0.17
0.09
0.01
0.03
3.79
0.18
0.02
0.07
0.02
0.02
0.05
0.04
0.05
0.03
8.96
12.00
bs_NX4000_ppm
RSD4000
NO
(ppm)
1906
1525
814
1220
1240
1276
1557
1082
1867
2610
815
231
52
49
10
8
-32
0
2467
2545
-32
32
367
275
bs_C024000_pct
RSD4000
CO2
(%)
14.85
14.86
14.83
13.51
14.82
14.73
14.63
14.68
14.84
14.89
15.00
14.99
12.33
14.91
15.04
15.00
15.04
15.04
14.92
14.92
15.01
15.03
8.59
6.42
RSDEvpIndexO
RSD
Evap
Index
0
9
1
54
25
33
-1
84
166
783
73
-51
736
76
138
37
5
11
32
49
59
274
89
7
75
RSDEvpIndexl
RSD
Evap
Index
1
42
49
45
30
82
58
69
63
307
177
204
308
89
221
51
88
68
92
100
67
125
62
130
93
-------
Appendix H
PSHED DataG
-------
Q
a.
Packet
Number
PIL 010
PIL Oil
PIL 016
PIL 019
PIL 022
PIL 024
PIL 029
PIL 029
PIL 035
PIL 046
PIL 050
PIL 060
PIL 061
PIL 062
PIL 063
PIL 065
PIL 070
PIL 072
PIL 078
PIL 079
PIL 084
PIL 089
PIL 098
PIL 108
PIL 110
PIL 116
PIL 117
PIL 118
PIL 123
PIL 124
PIL 128
PIL 130
PIL 131
PIL 132
PIL 137
PIL 138
PIL 146
PIL 151
PIL 157
PIL 161
PIL 165
PIL 169
PIL 174
PIL 177
PIL 184
PIL 191
PIL 193
•8
f'
0.
PSHED
Date
07/30/08
07/30/08
07/30/08
07/31/08
07/31/08
08/01/08
08/02/08
08/04/08
08/01/08
08/04/08
08/04/08
08/05/08
08/05/08
08/05/08
08/05/08
08/05/08
08/06/08
08/07/08
08/08/08
08/08/08
08/08/08
08/09/08
08/11/08
08/12/08
08/12/08
08/13/08
08/13/08
08/13/08
08/13/08
08/13/08
08/14/08
08/14/08
08/14/08
08/14/08
08/14/08
08/18/08
08/18/08
08/18/08
08/19/08
08/19/08
08/20/08
08/20/08
08/20/08
08/20/08
08/21/08
08/21/08
08/21/08
PS_SealTime
PSHED
Seal
Time
12:05
16:13
17:43
13:44
17:14
11:38
8:37
8:11
17:37
16:02
16:42
13:45
14:07
15:04
15:44
16:56
13:52
12:45
10:42
11:40
14:35
11:42
14:36
17:28
18:11
13:34
11:59
12:38
15:38
16:34
10:42
12:01
13:18
13:57
17:22
9:57
13:53
16:29
12:10
15:27
8:39
11:47
13:11
15:34
10:33
14:28
15:05
PS_DoorSealHC_ppmC
PSHED
Seal
HC
(ppmC)
2
25
24
36
3
170
2
2
41
3
2
3
2
2
7
2
2
1
2
3
3
1
14
5
41
1
13
2
2
29
3
32
4
3
0
5
2
2
13
2
5
1
3
2
2
200
PS_DoorSealP_mb
PSHED
Seal
Pbaro
(mb)
836
834
834
837
835
837
836
837
834
838
838
842
840
841
841
842
841
843
839
838
836
836
836
839
839
841
842
841
841
840
845
844
844
844
843
845
845
844
842
841
840
839
838
839
839
836
836
PS_DoorSealTemp_C
PSHED
Seal
Temperature
(C)
34
38
36
35
36
36
31
26
40
34
33
31
33
30
31
31
31
27
26
27
29
29
32
32
32
32
31
32
32
33
25
27
27
27
28
22
26
27
28
30
22
29
31
29
29
34
35
PS_FinalTime
PSHED
Final
Time
12:22
16:28
18:00
13:59
17:30
11:53
8:52
8:28
17:53
16:59
14:01
14:23
15:19
16:00
17:12
14:09
13:00
10:57
11:55
14:50
11:57
14:51
17:45
18:28
13:57
12:14
12:56
15:55
16:51
10:59
12:18
13:36
14:14
17:39
10:12
14:08
16:44
12:25
15:42
8:56
12:02
13:26
15:51
10:54
14:43
15:20
|
a.
U
S
5
0.
PSHED
Final
HC
(ppmC)
8
850
28
729
529
6
6
46
7
7
10
4
10
15.4
2.6
9.3
20
2
171
314
13
465
13
10
160.1
9
89
87.1
15
1
72
17
9
171.2
15
153.2
3
5
3
6
515.4
J
1
5
0.
PSHED
Final
Pbaro
(mb)
836
834
833
837
837
836
834
838
842
841
841
842
841
843
838
838
836
836
836
839
841
841
841
841
840
845
844
844
844
843
845
844
842
841
840
839
838
839
838
836
836
PS_FinalTemp_C
PSHED
Final
Temperature
(C)
40
42
42
40
40
34
41
37
37
34
35
40
33
31
34
33
36
40
37
37
38
38
37
40
31
32
31
33
28
31
34
35
26
33
35
30
32
37
41
ac
•§'
s
Pi
J
C
s
0.
ac
a
s
0.
3
3
0.
OB
•a'
%
0.
J
s
0.
J
s
0.
OB
•H
%
0.
J
s
0.
ac
•s'
s
0.
s™
S
%
0.
J
S
s
0.
3
S
s
0.
3
s
3
0.
3
S
s
0.
»
in
a
s
0.
Cumulative PSHED HC Mass at Minutes Since Door Seal (g)
0
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
1
0.02
0.27
0.42
0.46
0.03
0.32
0.00
0.00
1.21
0.41
0.36
0.00
0.02
0.00
0.02
0.11
0.00
0.02
0.01
0.00
0.02
0.07
0.01
0.13
0.12
1.03
0.02
0.28
0.02
0.02
0.39
0.03
0.17
0.09
0.04
0.00
0.15
0.02
0.02
0.86
0.02
0.07
0.02
0.01
0.00
0.00
2.34
2
0.02
0.98
0.49
1.11
0.07
2.61
0.00
0.01
4.43
1.01
0.44
0.01
0.02
0.00
0.03
0.11
0.01
0.03
0.04
0.00
0.02
0.09
0.02
0.09
0.44
1.73
0.03
1.08
0.02
0.04
0.69
0.05
0.71
0.16
0.05
0.00
0.44
0.05
0.02
1.46
0.04
0.17
0.02
0.02
0.00
0.02
5.38
3
0.04
1.91
0.49
1.83
0.14
4.22
0.00
0.02
6.07
1.51
0.50
0.02
0.02
0.02
0.05
0.12
0.02
0.05
0.06
0.00
0.04
0.11
0.02
0.25
0.57
2.34
0.04
2.02
0.04
0.04
1.22
0.07
1.07
0.27
0.07
0.02
0.58
0.05
0.04
1.97
0.05
0.40
0.02
0.02
0.00
0.02
7.46
4
0.04
2.16
0.50
2.54
0.24
6.09
0.00
0.02
6.70
2.01
0.55
0.02
0.03
0.03
0.05
0.13
0.02
0.07
0.10
0.00
0.05
0.14
0.02
0.27
0.80
3.18
0.05
2.67
0.04
0.06
1.56
0.09
1.38
0.36
0.09
0.02
0.71
0.07
0.06
2.48
0.07
0.58
0.02
0.02
0.02
0.02
9.13
5
0.05
4.73
0.51
3.24
0.36
6.62
0.02
0.02
7.71
2.69
0.61
0.04
0.04
0.02
0.08
0.13
0.02
0.06
0.12
0.00
0.05
0.17
0.02
0.34
0.98
3.71
0.07
3.48
0.07
0.07
1.83
0.09
1.67
0.45
0.11
0.02
0.81
0.08
0.07
2.70
0.09
0.79
0.02
0.02
0.02
0.02
9.72
6
0.07
4.89
0.52
3.96
0.46
7.70
0.02
0.04
9.01
3.55
0.69
0.04
0.04
0.02
0.08
0.13
0.02
0.09
0.15
0.00
0.06
0.19
0.02
0.44
1.25
4.25
0.08
4.17
0.07
0.07
2.11
0.09
1.87
0.55
0.12
0.02
0.94
0.11
0.09
2.92
0.10
1.00
0.02
0.03
0.02
0.04
10.15
7
0.07
6.20
0.52
4.81
0.57
8.60
0.02
0.05
9.99
4.49
0.74
0.04
0.04
0.04
0.10
0.13
0.02
0.10
0.17
0.00
0.07
0.22
0.02
0.52
1.48
4.74
0.10
4.87
0.09
0.09
2.38
0.11
1.96
0.70
0.14
0.02
1.04
0.14
0.10
3.05
0.13
1.25
0.02
0.05
0.02
0.04
10.60
8
0.08
7.32
0.52
5.70
0.69
8.99
0.04
0.05
10.40
6.10
0.78
0.06
0.04
0.04
0.10
0.15
0.02
0.11
0.19
0.00
0.08
0.24
0.02
0.57
1.63
5.14
0.11
5.57
0.10
0.09
2.55
0.11
1.97
0.80
0.16
0.02
1.13
0.16
0.11
3.17
0.14
1.47
0.04
0.05
0.02
0.04
10.94
9
0.09
7.69
0.52
6.91
0.81
9 49
0.04
0.07
11.63
7.98
0.79
0.07
0.04
0.04
0.12
0.16
0.02
0.12
0.21
0.00
0.10
0.27
0.02
0.62
1.75
5.53
0.13
6.28
0.12
0.11
2.77
0.11
1.96
0.89
0.18
0.02
1.22
0.18
0.13
3.21
0.16
1.69
0.04
0.05
0.02
0.05
11.15
10
0.09
8.67
0.52
7.96
0.93
9.90
0.05
0.07
12.07
8.67
0.81
0.07
0.06
0.04
0.12
0.16
0.02
0.14
0.24
0.00
0.10
0.29
0.02
0.66
1 .88
5.95
0.15
6.94
0.13
0.11
2.98
0.11
1.96
1.01
0.19
0.02
1.29
0.21
0.13
3.24
0.17
1.94
0.04
0.06
0.02
0.07
11.19
11
0.11
10.19
0.53
9.38
1.03
10.36
0.07
0.07
12.44
9.40
0.83
0.08
0.07
0.06
0.14
0.16
0.02
0.15
0.25
0.00
0.11
0.32
0.01
0.67
2.07
6.11
0.18
7.47
0.15
0.13
3.09
0.12
1.96
1.10
0.21
0.02
1.37
0.24
0.15
3.28
0.19
2.18
0.04
0.05
0.02
0.07
11.30
12
0.11
10.98
0.54
10.57
1.11
10.53
0.07
0.07
13.15
10.11
0.84
0.09
0.07
0.07
0.14
0.16
0.03
0.16
0.27
0.00
0.13
0.33
0.01
0.69
2.31
6.38
0.20
7.94
0.16
0.13
3.17
0.13
1.95
1.22
0.23
0.02
1.43
0.27
0.16
3.28
0.21
2.36
0.04
0.06
0.02
0.07
11.32
13
0.11
12.20
0.54
12.44
1.19
10.78
0.07
0.07
13.98
10.71
0.87
0.09
0.07
0.07
0.16
0.16
0.04
0.17
0.28
0.01
0.13
0.35
0.02
0.71
2.56
6.48
0.21
8.52
0.18
0.13
3.31
0.13
1.95
1.33
0.24
0.04
1.49
0.30
0.16
3.30
0.23
2.62
0.04
0.06
0.02
0.07
11.32
14
0.13
12.81
0.54
13.86
1.26
10.93
0.09
0.09
14.92
11.35
0.89
0.11
0.07
0.07
0.17
0.18
0.04
0.18
0.29
0.01
0.15
0.37
0.01
0.71
2.87
6.65
0.23
8.88
0.20
0.15
3.40
0.14
1.94
1.43
0.26
0.05
1.55
0.34
0.17
3.32
0.24
2.80
0.04
0.07
0.03
0.08
11.26
15
0.13
14.02
0.54
14.81
1.30
11.19
0.09
0.09
15.47
12.00
0.90
0.11
0.08
0.08
0.19
0.18
0.04
0.19
0.31
0.02
0.15
0.39
0.03
0.71
3.12
6.75
0.26
9.36
0.21
0.15
3.46
0.16
1.94
1.52
0.29
0.05
1.59
0.35
0.18
3.37
0.26
3.00
0.05
0.07
0.04
0.09
11.22
-------
Q
a.
Packet
Number
PIL 194
PIL 200
PIL 203
PIL 213
PIL 217
PIL 218
PIL 220
PIL 221
PIL 222
PIL 223
PIL 225
PIL 226
PIL 229
PIL 236
PIL 240
PIL 242
PIL 245
PIL 247
PIL 248
PIL 250
PIL 251
PIL 254
PIL 256
PIL 257
PIL 258
PIL 266
PIL 270
PIL 271
PIL 272
PIL 274
PIL 281
PIL 283
PIL 284
PIL 286
PIL 287
PIL 290
PIL 294
PIL 298
PIL 299
PIL 300
PIL 304
•8
f'
0.
PSHED
Date
08/21/08
08/22/08
08/22/08
08/23/08
08/23/08
08/23/08
08/23/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/26/08
08/26/08
08/26/08
08/26/08
08/26/08
08/27/08
08/27/08
08/27/08
08/27/08
08/27/08
08/28/08
08/27/08
08/28/08
08/28/08
08/28/08
08/28/08
08/28/08
08/28/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/30/08
08/30/08
08/30/08
08/30/08
PS_SealTime
PSHED
Seal
Time
15:37
10:29
12:52
9'19
11:41
12:19
13:11
10:08
10:43
11:29
13:52
13:11
16:15
10:18
11:41
13:21
14:49
18:02
10:03
12:03
15:37
13:45
14:51
9:11
16:30
10:53
12:44
14:03
13:24
14:48
17:38
10:29
11:11
13:41
14:30
15:13
17:15
9:56
10:33
11:11
12:36
PS_DoorSealHC_ppmC
PSHED
Seal
HC
(ppmC)
33
4
2
10
4
4
17
4
10
0
2
30
4
1
50
3
30
5
6
0
5
10
1
2
2
2
4
3
2
0
2
3
4
13
20
4
1
1
3
0
PS_DoorSealP_mb
PSHED
Seal
Pbaro
(mb)
835
842
842
849
847
847
846
843
843
841
842
840
838
837
837
837
836
844
842
837
840
838
847
837
847
846
845
846
845
844
846
846
844
844
843
842
842
842
841
840
PS_DoorSealTemp_C
PSHED
Seal
Temperature
(C)
36
29
29
23
26
27
28
29
28
33
33
32
30
32
33
35
33
22
25
31
28
30
22
33
23
26
27
27
27
27
25
26
29
30
31
31
26
27
28
30
PS_FinalTime
PSHED
Final
Time
15:52
10:45
13:07
9:35
11:56
12:33
13:28
10:23
10:58
11:44
14:11
13:26
16:30
10:33
11:56
13:36
15:04
18:17
10:18
12:18
15:52
14:00
15:06
9:26
16:45
11:08
12:59
14:18
13:39
15:03
17:53
10:44
11:26
13:56
14:45
15:28
17:30
10:11
10:48
11:26
12:51
|
a.
U
S
5
0.
PSHED
Final
HC
(ppmC)
1151.2
12
2
43.1
7
20
54.1
8
127
94
19
10
158
48
6
425
8
109
53
34
1
16
100
4
3
8
48
62
57
3
12
4
5.5
620
136
58
6
3
19
13
8
J
1
5
0.
PSHED
Final
Pbaro
(mb)
835
842
844
849
847
847
846
843
843
843
841
841
840
838
837
837
836
837
844
841
837
839
838
847
837
847
846
845
846
845
843
846
846
844
844
843
842
842
842
841
840
PS_FinalTemp_C
PSHED
Final
Temperature
(C)
42
34
35
28
32
32
32
33
33
34
38
39
36
35
37
38
40
38
28
31
35
34
36
27
41
28
29
33
31
33
32
30
30
36
38
35
35
30
31
33
37
ac
•§'
s
Pi
J
C
s
0.
ac
a
s
0.
3
3
0.
OB
•a'
%
0.
J
s
0.
J
s
0.
OB
•H
%
0.
J
s
0.
ac
•s'
s
0.
s™
S
%
0.
J
S
s
0.
3
S
s
0.
3
s
3
0.
3
S
s
0.
»
in
a
s
0.
Cumulative PSHED HC Mass at Minutes Since Door Seal (g)
0
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
1
8.03
0.02
0.02
0.26
0.02
0.03
0.11
0.02
0.22
0.03
0.02
0.07
0.02
0.68
0.04
0.24
0.12
0.09
0.01
0.07
0.22
0.02
0.01
0.02
0.04
0.03
0.01
0.00
0.02
0.02
0.01
0.05
0.25
0.34
0.02
0.00
0.02
0.04
0.01
2
14.41
0.04
0.02
0.27
0.02
0.05
0.20
0.02
0.28
0.05
0.13
0.10
0.02
1.81
0.05
0.77
0.24
0.22
0.01
0.13
0.23
0.02
0.02
0.02
0.12
0.06
0.23
0.00
0.02
0.02
0.02
0.19
0.82
0.58
0.04
0.00
0.04
0.06
0.02
3
20.62
0.05
0.02
0.35
0.02
0.07
0.31
0.02
0.46
0.07
1.01
0.13
0.03
2.72
0.07
0.96
0.35
0.31
0.01
0.17
0.61
0.02
0.02
0.04
0.22
0.09
0.39
0.00
0.03
0.02
0.02
0.66
1.18
0.73
0.04
0.00
0.05
0.09
0.05
4
24.32
0.07
0.02
0.41
0.02
0.09
0.65
0.04
0.65
0.10
1.66
0.17
0.04
3.53
0.07
1.11
0.44
0.38
0.01
0.20
1.07
0.03
0.02
0.04
0.34
0.14
0.52
0.00
0.05
0.02
0.02
1.35
1.46
0.94
0.04
0.00
0.06
0.13
0.05
5
24.31
0.09
0.02
0.47
0.02
0.12
0.75
0.05
0.81
0.12
2.43
0.25
0.04
4.25
0.08
1.32
0.53
0.44
0.01
0.23
1.50
0.05
0.02
0.04
0.45
0.26
0.64
0.00
0.06
0.03
0.02
2.38
1.69
1.06
0.03
0.00
0.07
0.15
0.07
6
24.26
0.09
0.02
0.53
0.03
0.14
0.80
0.05
0.97
0.14
2.95
0.34
0.05
4.94
0.09
1.48
0.60
0.48
0.01
0.26
1.75
0.05
0.02
0.06
0.53
0.40
0.75
0.00
0.08
0.05
0.03
3.76
1.95
1.14
0.04
0.02
0.09
0.16
0.07
7
24.23
0.11
0.02
0.58
0.04
0.17
0.84
0.07
1.10
0.16
3.26
0.43
0.07
5.56
0.09
1.60
0.67
0.53
0.01
0.28
1.94
0.05
0.02
0.07
0.60
0.56
0.88
0.00
0.09
0.05
0.05
4.99
2.18
1.18
0.04
0.02
0.09
0.18
0.09
8
24.22
0.11
0.02
0.63
0.04
0.19
0.88
0.07
1.23
0.19
3.42
0.60
0.07
6.19
0.10
1.68
0.73
0.56
0.01
0.29
2.07
0.05
0.02
0.07
0.68
0.69
0.98
0.00
0.11
0.05
0.05
6.48
2.34
1.19
0.04
0.02
0.12
0.18
0.09
9
24.15
0.11
0.02
0.68
0.04
0.21
0.91
0.08
1.34
0.22
3.46
0.70
0.07
6.77
0.11
1.78
0.79
0.59
0.01
0.31
2.15
0.06
0.02
0.09
0.75
0.84
1.02
0.00
0.13
0.05
0.05
7.79
2.51
1.20
0.04
0.02
0.13
0.20
0.11
10
24.15
0.13
0.02
0.70
0.04
0.24
0.96
0.09
1.51
0.24
3.46
0.80
0.09
7.17
0.11
1.86
0.86
0.61
0.01
0.31
2.18
0.07
0.02
0.09
0.80
0.94
1.10
0.00
0.15
0.05
0.05
8.89
2.66
1.20
0.04
0.02
0.16
0.20
0.11
11
24.15
0.13
0.02
0.75
0.05
0.27
0.98
0.09
1.61
0.26
3.45
0.87
0.09
7.65
0.11
1.94
0.91
0.64
0.01
0.31
2.20
0.07
0.02
0.11
0.87
1.02
1.18
0.00
0.17
0.05
0.04
10.11
2.78
1.21
0.04
0.02
0.19
0.20
0.12
12
24.15
0.15
0.02
0.79
0.07
0.29
1.02
0.11
1.74
0.28
3.44
0.93
0.09
7.94
0.13
2.01
0.97
0.65
0.01
0.31
2.19
0.07
0.02
0.11
0.91
1.09
1.23
0.02
0.19
0.05
0.04
11.02
2.86
1.22
0.06
0.02
0.21
0.23
0.13
13
24.13
0.15
0.02
0.83
0.07
0.31
1.05
0.11
1.85
0.30
3.45
0.99
0.09
8.37
0.13
2.07
1.02
0.67
0.03
0.31
2.20
0.07
0.02
0.11
0.97
1.16
1.27
0.02
0.22
0.07
0.04
11.51
2.90
1.22
0.06
0.04
0.23
0.25
0.14
14
24.07
0.15
0.02
0.86
0.07
0.33
1.08
0.13
1.93
0.32
3.44
1.02
0.10
8.67
0.13
2.15
1.08
0.69
0.03
0.33
2.18
0.07
0.02
0.13
1.01
1.23
1.32
0.02
0.24
0.07
0.06
12.68
2.94
1.22
0.06
0.05
0.27
0.26
0.15
15
24.07
0.17
0.02
0.89
0.07
0.35
1.09
0.13
2.80
2.02
0.34
0.17
3.44
1.05
0.11
9.02
0.13
2.20
1.12
0.71
0.03
0.33
2.18
0.08
0.03
0.13
1.06
1.29
1.37
0.02
0.26
0.07
0.07
13.18
2.99
1.23
0.06
0.05
0.32
0.27
0.17
-------
Appendix I
Modified California Method DataH
Legend:
0 No visual evidence of fuel leaks
m Minor visual signs of fuel (staining, damp spots), paper towel wieking < 1 inch
S Significant visual leaks with single drops of fuel from vehicle to the ground, paper towel
wicking > 1 inch
G Gross visual leaks, regular flow of drops to the ground, or a large pool of fuel, paper
towel wicking > 1 inch
NP Not Performed (usually because component was not present, could not be found, or was
hidden)
Y Positive HC sniffer response
N No HC sniffer response
# Data entry was missing from data packet
-------
Q
a.
Packet
Number
PIL 010
PIL Oil
PIL 016
PIL 019
PIL 022
PIL 024
PIL 029
PIL 035
PIL 046
PIL 050
PIL 060
PIL 061
PIL 062
PIL 063
PIL 065
PIL 070
PIL 072
PIL 078
PIL 079
PIL 084
PIL 089
PIL 098
PIL 108
PIL 110
PIL 116
PIL 117
PIL 118
PIL 123
PIL 124
PIL 128
PIL 130
u
i
U
MCM
Date
07/30/08
07/30/08
07/30/08
07/31/08
07/31/08
08/01/08
08/02/08
08/01/08
08/04/08
08/04/08
08/05/08
08/05/08
08/05/08
08/05/08
08/05/08
08/06/08
08/07/08
08/08/08
08/08/08
08/08/08
08/09/08
08/11/08
08/12/08
08/12/08
08/13/08
08/13/08
08/13/08
08/13/08
08/13/08
08/14/08
08/14/08
1
U
MCM
Time
12:22
16:28
18:00
13:59
17:30
11:53
8:52
17:53
16:19
16:59
14:01
14:23
15:19
16:00
17:12
14:09
13:00
10:57
11:55
14:50
11:57
14:51
17:45
18:28
13:57
12:14
12:56
15:55
16:51
10:59
12:18
MCM_UnderbodyV
MCM_FuelPumpV
MCM_PumpToCarbV
MCM_FuelFilterV
MCM_FuelRailV
MCM_FuelInjectorsV
MCM_UnderVehicleV
MCM_FillPipeToTankV
1
H
§'
u
§
1
o
u
Visual
Underbody
0
0
0
0
0
0
0
0
tt
0
0
0
0
0
0
0
0
0
0
0
0
0
0
s
0
0
0
0
0
0
0
?uel Pump
0
0
NP
0
0
NP
NP
NP
tt
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
0
0
0
NP
0
NP
NP
0
NP
NP
Pump to Carb
0
0
NP
0
NP
NP
NP
NP
#
NP
NP
NP
NP
NP
NP
NP
NP
0
NP
NP
NP
NP
0
NP
NP
NP
NP
NP
0
NP
NP
Fuel Filter
0
0
0
NP
NP
NP
0
NP
#
0
0
0
0
0
0
0
NP
NP
0
0
0
#
0
0
0
0
0
NP
0
0
0
Fuel Rail
0
0
0
NP
0
0
0
0
tt
0
0
0
0
0
0
0
0
0
0
0
0
0
0
s
0
0
0
0
0
0
0
?uel Injectors
0
0
0
NP
0
0
0
0
tt
0
NP
NP
0
NP
0
0
0
0
0
0
0
0
0
S
0
0
0
0
0
0
0
13
>
1
u
0
0
0
0
0
0
0
tt
#
0
0
0
0
0
0
0
0
0
0
0
0
0
0
s
0
0
0
0
0
0
0
Fill Pipe to Tank
0
0
0
0
0
0
m
tt
#
0
M
0
0
0
0
0
0
0
0
0
0
0
0
#
0
0
0
0
0
0
0
^
a
N
0
0
0
0
0
0
0
tt
#
0
M
0
0
0
0
0
0
0
0
0
0
0
0
m
0
0
0
0
0
0
0
Non-OEM
NP
0
NP
0
NP
0
0
tt
tt
NP
0
0
0
0
NP
NP
NP
NP
NP
NP
NP
NP
NP
#
0
NP
NP
NP
0
NP
NP
MCM_UnderbodyS
MCM_FuelPumpS
MCM_PumpToCarbS
MCM_FuelFilterS
wMCM_FuelRailS
MCM_FuelInjectorsS
MCM_UnderVehicleS
MCM_FillPipeToTankS
1
U
MCM_NonOEMS
Sniffer
Jnderbody
#
tt
tt
tt
#
#
#
NP
tt
N
#
N
N
N
N
N
N
Y
N
N
N
N
N
Y
tt
N
N
N
N
N
N
Fuel Pump
tt
tt
tt
tt
tt
tt
tt
NP
tt
N
tt
N
NP
NP
NP
NP
NP
NP
NP
NP
NP
N
N
N
tt
N
NP
NP
N
NP
NP
Pump to Carb
tt
Y
tt
tt
tt
tt
tt
NP
tt
N
tt
N
NP
NP
NP
NP
NP
N
NP
NP
NP
NP
NP
NP
tt
NP
NP
NP
N
NP
NP
Fuel Filter
tt
tt
tt
tt
tt
tt
tt
NP
tt
N
tt
N
N
N
N
N
NP
NP
N
N
N
N
tt
N
tt
N
N
NP
N
N
N
Fuel Rail
tt
tt
tt
tt
tt
tt
tt
Y
tt
N
tt
N
N
N
N
N
N
N
N
N
N
N
N
Y
tt
N
N
N
N
N
N
?uel Injectors
tt
tt
tt
tt
tt
tt
tt
Y
tt
N
tt
N
N
NP
N
N
N
N
N
N
N
N
NP
Y
tt
N
N
N
N
N
N
Under Vehicle
tt
tt
tt
tt
tt
tt
tt
NP
tt
N
tt
N
N
N
N
N
N
N
N
N
N
N
N
Y
tt
N
N
N
N
N
N
Fill Pipe to Tank
tt
Y
tt
tt
tt
Y
#
Y
tt
Y
Y
N
N
N
N
N
N
N
N
N
Y
N
N
#
Y
N
N
N
N
N
N
^
a
H
tt
tt
tt
tt
tt
tt
tt
Y
tt
tt
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
NP
N
N
N
N
N
N
Non-OEM
NP
tt
tt
tt
tt
tt
tt
tt
tt
tt
N
N
NP
NP
NP
NP
NP
tt
tt
NP
tt
NP
NP
#
NP
NP
NP
NP
N
NP
#
pi_VideoFileNum
Video
File
Number
None
None
None
None
None
96
None
None
None
103, 104,
105
106
107
108
109
None
110
115
113
114
119
120
None
None
None
None
N/A
N/A
None
None
None
None
1
i
i
u
'S.
Comments
No problems found.
The end of the fuel filler neck is damaged. The flange
where the gas cap should seal is smashed. After-market
locking gas cap does not seal well. Gas cap almost falls off
the vehicle. Non-OEM open air filter. Non-OEM fuel fill
pipe is homemade of PVC elbows and rubber to metal
connections. Second fuel tank is disconnected and
crossover valve is bypassed. Vapor and liquid leaks.
Bad vapor leak at cap, failed fuel cap IM test. Canister
saturated.
New fuel tank, no liquid leaks, lots of carb vapors, OEM
cap is vented, a pre-evap-control vehicle.
Clean. No sniffer beeps or leaks.
Sniffer: trace at fill pipe to tank joint.
No problems found, m=stain at tank.
No visual signs of fuel. Around fuel rail. Fuel fill pipe at
gas cap, bottom of inlet to tank, top of tank. Vapor leak top
of tank.
Pass I/M and cap.
Vapor return at cap trace, trace at vapor return to inside of
fuel inlet return. Also vdf 326 and 327 on 8/4/08.
Trace fill pipe at tank. Slight by cap, Trace by cap.
Pass I/M and cap, no problems found.
Bad miss, fail I/M. Could not video. Camera problems.
Very clean - recently detailed. Large (40 gal?) tank. No
problems found.
File corrupted.
Passed IM, previous IM - cap failed, new cap - no problems
found.
No problems found.
Pass IM cap, no defects found.
No gas cap, strong sniff signal at top of tank, leaking oil,
overheating, holes punched in catalyst.
Rejected from IM240 for drive trace problems.
This is definite leaker, smell gas.
Possible leak on top of fuel tank.
Dual fuel tanks.
Strong fuel smell, no visual leaks.
No dyno, unsafe on dyno.
-------
Q
a.
Packet
Number
PIL 131
PIL 132
PIL 137
PIL 138
PIL 146
PIL 151
PIL 157
PIL 161
PIL 165
PIL 169
PIL 174
PIL 177
PIL 184
PIL 191
PIL 193
PIL 194
PIL 200
PIL 203
PIL 213
PIL 217
PIL 218
PIL 220
PIL 221
PIL 222
PIL 223
PIL 225
PIL 226
PIL 229
PIL 236
PIL 240
PIL 242
PIL 245
PIL 247
PIL 248
PIL 250
u
i
U
MCM
Date
08/14/08
08/14/08
08/14/08
08/18/08
08/18/08
08/18/08
08/19/08
08/19/08
08/20/08
08/20/08
08/20/08
08/20/08
08/21/08
08/21/08
08/21/08
08/21/08
08/22/08
08/22/08
08/23/08
08/23/08
08/23/08
08/23/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/25/08
08/26/08
08/26/08
08/26/08
08/26/08
08/26/08
08/27/08
08/27/08
1
U
MCM
Time
13:36
14:14
17:39
10:12
14:08
16:44
12:25
15:42
8:56
12:02
13:26
15:51
10:54
14:43
15:20
15:52
10:45
13:07
9:35
11:56
12:33
13:28
10:23
10:58
11:44
14:11
13:26
16:30
10:33
11:56
13:36
15:04
18:17
10:18
12:18
MCM_UnderbodyV
MCM_FuelPumpV
MCM_PumpToCarbV
MCM_FuelFilterV
MCM_FuelRailV
MCM_FuelInjectorsV
MCM_UnderVehicleV
MCM_FillPipeToTankV
|
H
§'
u
§
1
o
u
Visual
Underbody
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
NP
0
0
0
0
0
0
0
NP
?uel Pump
NP
NP
NP
0
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
0
NP
NP
NP
0
NP
NP
NP
NP
NP
Pump to Carb
NP
NP
NP
NP
NP
0
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
0
NP
NP
0
NP
NP
0
0
0
0
NP
NP
NP
NP
NP
Fuel Filter
0
0
0
NP
NP
NP
0
0
0
0
0
0
0
NP
0
0
0
0
0
0
NP
0
0
0
0
0
0
NP
0
NP
0
NP
0
0
NP
Fuel Rail
0
0
0
0
0
NP
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
m
0
0
0
0
0
0
0
?uel Injectors
0
0
0
0
0
NP
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
13
>
1
u
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Fill Pipe to Tank
0
0
0
0
m
0
0
0
0
0
0
0
0
NP
0
0
0
0
0
0
NP
0
0
0
m
0
0
0
0
0
0
0
0
0
0
^
a
N
0
0
0
0
m
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
NP
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Non-OEM
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
0
NP
NP
NP
NP
NP
NP
NP
NP
NP
MCM_UnderbodyS
MCM_FuelPumpS
MCM_PumpToCarbS
MCM_FuelFilterS
wMCM_FuelRailS
MCM_FuelInjectorsS
MCM_UnderVehicleS
MCM_FillPipeToTankS
1
U
MCM_NonOEMS
Sniffer
Jnderbody
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
NP
N
N
NP
N
N
N
N
NP
N
N
NP
Fuel Pump
NP
NP
NP
N
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
N
NP
NP
NP
N
NP
NP
NP
NP
NP
Pump to Carb
NP
NP
NP
NP
NP
N
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
N
NP
NP
N
NP
NP
NP
N
N
N
NP
NP
NP
NP
NP
Fuel Filter
N
N
N
NP
NP
NP
N
N
N
N
N
N
N
NP
N
N
N
N
N
N
NP
N
N
N
N
N
NP
NP
Y
NP
N
NP
N
N
NP
Fuel Rail
Y
N
N
N
N
NP
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
NP
N
N
N
N
N
N
N
Y
?uel Injectors
Y
N
N
N
N
NP
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
NP
N
N
N
N
N
Y
N
Y
Under Vehicle
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
NP
N
NP
NP
NP
NP
NP
NP
NP
Fill Pipe to Tank
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
N
NP
N
N
N
Y
N
NP
N
N
N
Y
N
N
N
N
^
a
H
N
N
N
N
Y
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
NP
N
N
NP
N
N
NP
N
N
N
N
N
N
N
N
Non-OEM
NP
NP
NP
NP
NP
NP
N
NP
NP
NP
NP
NP
NP
NP
NP
#
NP
NP
NP
NP
NP
NP
NP
NP
NP
N
NP
NP
NP
NP
NP
NP
NP
NP
NP
pi_VideoFileNum
Video
File
Number
None
None
None
None
None
None
None
None
N/A
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
1
i
i
u
'S.
Comments
#2 and #4 injectors are leaking.
Owner says miles are actual, although vehicle was just
purchased used.
Tank very rusty. Leak on top of fuel tank at fuel pump or
fill pipe. Cannot see on top of tank.
Leak at PCWThrottle body vacuum line tee fitting.
Leaking at injector/intake boss on cylinder number 4.
Fuel leak along intake/fuel rail. Could not pinpoint it.
Could not find leak.
No leaks, 3ppm shed.
Rained during drive. No 2nd or 3rd RSD. Clean shed.
Appears to be Canadian import, gray market, clean, no HC.
Smokes from tailpipe while running.
Could not find leak.
Unable to find the leak(s). VeryhighHC emissions, 1200
ppm, no visible leaks detected.
No emissions labels, very clean. Shed >= 3ppm @ 1 5 min.
Filler neck leaks near top and at tank (smoke test).
Clean.
Questionnaire Driver comment: when tank is topped off
there is a leak on the top of filler neck.
No leak found.
Computer bombed when started PSHED. Session file was
still open when rebooted.
Could not find leak. Used smoke test too. Results of smoke
test: N; N; NP
Leak at filler neck/tank joint area on top of tank.
Aftermarket fuel injection. Emissions label lists as a 1994.
No leak.
Could not find leak. Significant corrosion on Underbody
fuel lines.
No I/M due to coolant warning light. New gas cap. Leak at
fuel filter (per sniffer).
Leaks at gas cap, top of fill neck, and tank/ fill neck joint
area (top of tank).
Very clean.
Small leak in area of injectors, large leak at carbon canister.
Could not find leak.
2 Leaks: 3rd injector from front and union of flexible fuel
line and fuel rail.
-------
Q
a.
Packet
Number
PIL 251
PIL 254
PIL 256
PIL 257
PIL 258
PIL 266
PIL 270
PIL 271
PIL 272
PIL 274
PIL 281
PIL 283
PIL 284
PIL 286
PIL 287
PIL 290
PIL 294
PIL 298
PIL 299
PIL 300
PIL 304
u
i
U
MCM
Date
08/27/08
08/27/08
08/27/08
08/28/08
08/27/08
08/28/08
08/28/08
08/28/08
08/28/08
08/28/08
08/28/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/29/08
08/30/08
08/30/08
08/30/08
08/30/08
1
U
MCM
Time
15:52
14:00
15:06
9:26
16:45
11:08
12:59
14:18
13:39
15:03
17:53
10:44
11:26
13:56
14:45
15:28
17:30
10:11
10:48
11:26
12:51
MCM_UnderbodyV
MCM_FuelPumpV
MCM_PumpToCarbV
MCM_FuelFilterV
MCM_FuelRailV
MCM_FuelInjectorsV
MCM_UnderVehicleV
MCM_FillPipeToTankV
|
H
§'
u
§
1
o
u
Visual
Underbody
NP
0
NP
0
NP
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
?uel Pump
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
0
S
0
NP
0
NP
0
NP
0
Pump to Carb
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
0
0
NP
0
NP
0
NP
NP
Fuel Filter
NP
0
NP
NP
NP
NP
NP
NP
0
NP
NP
NP
0
0
NP
0
0
NP
0
0
0
Fuel Rail
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
m
?uel Injectors
0
0
0
0
0
0
0
NP
0
0
0
0
0
NP
0
0
0
0
NP
0
m
13
>
1
u
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Fill Pipe to Tank
0
0
0
0
0
0
m
0
0
0
0
0
0
0
0
0
0
0
0
0
0
^
a
N
0
0
0
0
NP
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Non-OEM
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
MCM_UnderbodyS
MCM_FuelPumpS
MCM_PumpToCarbS
MCM_FuelFilterS
wMCM_FuelRailS
MCM_FuelInjectorsS
MCM_UnderVehicleS
MCM_FillPipeToTankS
1
U
MCM_NonOEMS
Sniffer
Jnderbody
NP
N
NP
N
NP
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Fuel Pump
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
N
Y
N
NP
N
NP
N
NP
N
Pump to Carb
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
N
N
NP
N
NP
N
NP
NP
Fuel Filter
NP
N
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
N
N
NP
N
N
NP
N
N
N
Fuel Rail
NP
N
N
N
NP
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Y
?uel Injectors
NP
N
N
N
NP
N
N
NP
N
N
N
N
N
NP
N
N
N
N
NP
N
Y
Under Vehicle
NP
N
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
Fill Pipe to Tank
NP
N
N
N
NP
N
Y
N
N
N
N
N
N
Y
N
N
N
N
N
N
N
^
a
H
NP
N
N
N
NP
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
Non-OEM
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
NP
pi_VideoFileNum
Video
File
Number
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
1
i
i
u
'S.
Comments
Ratty, but vapor tight.
No leak detected, even at gas cap.
No leak found. Difficult to visual/ sniff due to shrouding.
Clean. Difficult to visual/sniff due to shrouding.
Ratty, but no leak found.
Gas cap was off during 2nd and 3rd RSD runs and PSHED
test.
Leak at carbon canister line connection. Running hot, fan
clutch out, boiled coolant before entering PSHED.
No leak found.
Rusty body, but solid fuel system.
Leaks at fuel pump body and top of fill pipe near or at cap.
Rapid screened. No leak found, could not reach into
injectors but no visual sign of leak either.
No leak found.
Rebuilt engine. No leaks found.
Leaks at several injectors and carbon canister, some maybe
false positives because exhaust had enough unburnt fuel to
set off the sniffer.
-------
Appendix J
Driver Interview Information1
-------
packetlD
Packet
Number
PIL 010
PIL Oil
PIL 016
PIL 019
PIL 022
PIL 024
PIL 029
PIL 035
PIL 046
PIL 050
PIL 060
PIL 061
PIL 062
PIL 063
PIL 065
PIL 070
PIL 072
PIL 078
PIL 079
PIL 084
PIL 089
PIL 098
PIL 108
PIL 110
PIL 116
PIL 117
PIL 118
PIL 123
PIL 124
PIL 128
PIL 130
PIL 131
PIL 132
PIL 137
PIL 138
[)i FleetVehicle
Fleet
Vehicle?
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
pi ModelYear gt!980
Model
Year
> 1980?
Y
N
Y
N
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
[>i_EveryDayCar
Every-
Day
Car?
Y
Y
Y
N
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
N
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
v
S
;a
a
'S.
Eligible?
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
piJVlilesYear
Miles
per
year?
A
B
C
A
B
C
E
A
A
C
B
B
B
B
B
B
A
A
B
B
C
B
A
C
B
B
D
A
B
B
A
B
B
C
B
piJVlonthsOwned
Months
owned?
1
1
48
14
72
120
1
12
108
156
2
1
1
204
0
0
180
96
1
1
2
60
48
9
96
156
36
144
0
144
3
36
0
1
0
[)i ParkingLocation
Parking
location?
B
B
A
B
B
B
B
B
B
B
B
B
B
B
B
B
A
B
B
A
B
A
B
B
A
B
A
A
B
B
B
B
B
A
B
pi LastTimeFueled
Last
Time
Fueled?
A
C
C
C
C
B
A
C
C
C
C
C
B
A
A
B
C
B
A
A
A
A
C
A
C
C
B
C
B
A
B
A
D
A
A
|
•a
^
i
'S.
Regular
Maintenance?
Y
N
Y
Y
N
Y
C
N
Y
B
A
A
A
A
A
A
A
A
A
A
A
A
Y
A
A
A
A
A
C
A
A
A
C
C
C
pi OilChange
Oil
Change?
B
A
C
C
A
D
E
A
D
B
B
B
B
B
C
C
B
B
C
B
B
C
B
B
C
B
B
B
E
B
B
B
B
B
E
pi TuneUp
Tune-
up?
A
A
A
C
A
D
E
A
B
B
B
B
B
B
A
C
D
D
E
B
B
D
B
B
C
C
E
D
E
B
B
A
E
B
E
[>i_NewGasCap
New
Gas
Cap?
A
A
B
A
A
A
E
A
C
A
E
A
A
A
A
A
A
B
A
A
B
A
A
B
C
A
A
A
E
A
B
A
E
A
E
[)i FuelSystemRepairs
Fuel
System
Repairs?
A
A
B
A
A
A
E
A
D
A
A
A
A
A
A
A
A
A
B
A
E
A
A
A
A
A
A
A
E
B
A
A
E
A
E
piJVlajorEngineWork
Major
Engine
Work?
A
A
B
A
A
A
E
A
A
A
A
A
A
E
C
A
A
A
A
A
E
A
A
A
A
A
A
A
E
A
A
A
E
A
E
pi SmelledGasoline
Smelled
Gasoline?
N
Y
Y
Y
N
N
N
N
N
N
N
N
N
N
Y
N
N
N
N
N
Y
N
N
N
Y
N
Y
N
Y
N
N
N
N
N
N
pi_AccidentEver
Accident
ever?
N
U
Y
N
N
N
N
N
Y
Y
N
N
N
Y
N
N
N
N
Y
N
U
Y
N
Y
N
N
N
N
U
Y
N
N
U
U
Y
-------
packetID
Packet
Number
PIL 146
PIL 151
PIL 157
PIL 161
PIL 165
PIL 169
PIL 174
PIL 177
PIL 184
PIL 191
PIL 193
PIL 194
PIL 200
PIL 203
PIL 213
PIL 217
PIL 218
PIL 220
PIL 221
PIL 222
PIL 223
PIL 225
PIL 226
PIL 229
PIL 236
PIL 240
PIL 242
PIL 245
PIL 247
PIL 248
PIL 250
PIL 251
PIL 254
PIL 256
PIL 257
PIL 258
pi FleetVehicle
Fleet
Vehicle?
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
pi ModelYear gt!980
Model
Year
> 1980?
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
pi_EveryDayCar
Every-
Day
Car?
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
-------
packetID
Packet
Number
PIL 266
PIL 270
PIL 271
PIL 272
PIL 274
PIL 281
PIL 283
PIL 284
PIL 286
PIL 287
PIL 290
PIL 294
PIL 298
PIL 299
PIL 300
PIL 304
pi FleetVehicle
Fleet
Vehicle?
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
pi ModelYear gt!980
Model
Year
> 1980?
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
pi_EveryDayCar
Every-
Day
Car?
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
Y
-------
Appendix K
I/M Gas Cap Inspection Results
-------
packetID
Packet Number
PIL 010
PIL Oil
PIL 016
PIL 019
PIL 022
PIL 024
PIL 029
PIL 035
PIL 046
PIL 050
PIL 060
PIL 061
PIL 062
PIL 063
PIL 065
PIL 070
PIL 072
PIL 078
PIL 079
PIL 084
PIL 089
PIL 098
PIL 108
PIL 110
PIL 116
PIL 117
PIL 118
PIL 123
PIL 124
PIL 128
PIL 130
PIL 131
PIL 132
PIL 137
PIL 138
PIL 146
PIL 151
PIL 157
PIL 161
PIL 165
PIL 169
PIL 174
PIL 177
PIL 184
PIL 191
PIL 193
pi_CapResult
IM Gas Cap Inspection Result
P
F
P
P
P
P
P
P
P
P
P
F
P
P
P
P
P
P
F
P
P
P
P
P
P
P
F
P
P
P
P
P
P
P
P
P
P
P
P
P
P
P
K-l
-------
packetID
Packet Number
PIL 194
PIL 200
PIL 203
PIL 213
PIL 217
PIL 218
PIL 220
PIL 221
PIL 222
PIL 223
PIL 225
PIL 226
PIL 229
PIL 236
PIL 240
PIL 242
PIL 245
PIL 247
PIL 248
PIL 250
PIL 251
PIL 254
PIL 256
PIL 257
PIL 258
PIL 266
PIL 270
PIL 271
PIL 272
PIL 274
PIL 281
PIL 283
PIL 284
PIL 286
PIL 287
PIL 290
PIL 294
PIL 298
PIL 299
PIL 300
PIL 304
pi_CapResult
IM Gas Cap Inspection Result
P
P
P
P
P
P
P
P
P
P
P
P
F
F
P
P
P
P
F
P
P
P
P
P
P
P
P
P
P
P
P
P
P
P
P
P
P
K-2
-------
A The regression equation was developed using proj l/EPA_High_Evap/SanAntonio/Fall2008/Analysis/COCO2.sas.
The equation has an r2 of 1.00000.
B P:\EP A_High_Evap\DenverData\Pilot\Analysis/MCM+PSHEDdata.xls
c /proj l/EPA_High_Evap/DenverData/Pilot/Analysis/Appendix_tables.xls, which was created by
mk_appendix_tbls.sas of the same directory.
D /proj l/EPA_High_Evap/DenverData/Pilot/Analysis/Appendix_tables.xls, which was created by
mk_appendix_tbls.sas of the same directory.
E /proj l/EPA_High_Evap/DenverData/Pilot/Analysis/Appendix_tables.xls, which was created by
mk_appendix_tbls.sas of the same directory.
F /proj l/EPA_High_Evap/DenverData/Pilot/Analysis/Appendix_tables.xls, which was created by
mk_appendix_tbls.sas of the same directory.
G /proj l/EPA_High_Evap/DenverData/Pilot/Analysis/Appendix_tables.xls, which was created by
mk_appendix_tbls.sas of the same directory.
H /proj l/EPA_High_Evap/DenverData/Pilot/Analysis/Appendix_tables.xls, which was created by
mk_appendix_tbls.sas of the same directory.
1 /proj l/EPA_High_Evap/DenverData/Pilot/Analysis/Appendix_tables.xls, which was created by
mk_appendix_tbls.sas of the same directory.
1 /proj l/EPA_High_Evap/DenverData/Pilot/Analysis/Appendix_tables.xls, which was created by
mk_appendix_tbls.sas of the same directory.
------- |