SUPPORTING
STATEMENT
FOR
THE
MOBILE
SOURCE
EMISSION
FACTOR
RECRUITMENT
QUESTIONNAIRE
PART
A
1.
IDENTIFICATION
OF
THE
INFORMATION
COLLECTION
1(
a)
Title
and
Number
of
the
Information
Collection
ICR:
Mobile
Source
Emission
Factor
Recruitment
Questionnaire
OMB
Control
Number
­­
2060­
0078
1(
b)
SHORT
CHARACTERIZATION
The
EPA,
Office
of
Mobile
Sources,
Assessment
and
Modeling
Division
(
AMD)
administers
a
nationwide
effort
to
assemble
data
on
emission
levels
of
in­
use
vehicles.
AMD
carries
out
this
effort
through
the
Emission
Factor
Program
(
EFP)
which
tests
inuse
vehicles
that
are
recruited
from
the
general
public
voluntarily.

There
are
two
methods
used
to
recruit
the
general
public
for
participation
in
the
EFP:
1.
Postal
cards
sent
to
a
random
selection
of
vehicle
owners
using
State
motor
vehicle
registration
lists;
and
2.
A
random
selection
of
motor
vehicle
owners,
who
arrive
at
State
Inspection
Stations
on
an
annual
or
biennial
schedule.
The
vehicle
owners
complete
and
submit
to
EPA
or
EPA
contractors
a
questionnaire
(
9
questions)
on
the
vehicle's
description
(
make,
model,
mileage
etc.
see
exhibit
.

The
purpose
of
the
EFP
is
to
collect
average
in­
use
fleet
emissions
for
three
criteria
pollutants:
volatile
organic
compounds
(
VOC),
carbon
monoxide
(
CO),
and
oxides
of
nitrogen
(
Nox).
The
information
is
used
in
the
EPA
MOBILE
Highway
Vehicle
Emission
Factor
Model
knows
as
MOBILE.
MOBILE
calculates
the
contribution
of
mobile
source
emissions
to
ambient
air
pollution.
MOBILE
is
used
by
EPA,
state
and
local
air
pollution
agencies,
the
auto
industry,
and
other
parties
interested
in
estimating
mobile
source
emissions.

The
data
is
collected
by
testing
in­
use
vehicles
borrowed
from
the
general
public.
The
data
are
stored
on
the
EFP
database.

What
will
it
cost:
The
information
collection
will
involve
1300
number
of
respondents
at
3,608,556
number
of
dollars.

2(
a)
NEED/
AUTHORITY
FOR
THE
COLLECTION
The
Agency
requires
States
to
submit
certain
air
quality
2
reports
to
EPA.
The
information
gathered
in
the
EFP
is
required
for
the
development
of
State
Implementation
Plans
(
SIPs),
Reasonable
Further
Progress
(
RFP)
reports,
attainment
status
assessments
for
the
National
Ambient
Air
Quality
Standards
(
NAAQS),
etc.

The
legislative
basis
for
the
Emission
Factor
Program
is
Section
103(
a)(
1)(
2)(
3)
of
the
Clean
Air
Act,
which
requires
the
Administrator
to
"
conduct
...
research,
investigations,
experiments,
demonstrations,
surveys,
and
studies
relating
to
the
causes,
effects,
extent,
prevention,
and
control
of
air
pollution",
"
cooperate
with
...
pollution
control
agencies
and
other
appropriate
public
or
private
agencies,
institutions,
and
organizations,
and
individuals
in
the
conduct
of
such
activities,"
and
"
conduct
investigations
and
research
and
make
surveys
concerning
any
specific
problem
of
air
pollution
in
cooperation
with
any
air
pollution
control
agency
..."

Section
103(
b)(
1)
of
the
Clean
Air
Act
authorizes
the
Administrator
to
"
collect
and
make
available,
through
publications
and
other
appropriate
means,
the
results
of
and
other
information,
including
appropriate
recommendations
by
him
in
connection
therewith,
pertaining
to
such
research
and
other
activities."

2(
b)
PRACTICAL
UTILITY/
USERS
OF
THE
DATA
The
emission
data
collected
through
the
mobile
source
Emission
Factor
Program
provides
the
basis
for
the
mathematical
model
MOBILE,
a
program
for
estimating
both
current
and
future
vehicle
emissions.
The
data
are
also
published
in
a
series
of
volumes
known
as
AP­
42,
the
compilation
of
both
mobile
source
and
stationary
source
emission
factors.

Practical
use
of
MOBILE
is
made
by
Federal,
State,
and
local
government
agencies,
State
and
private
universities,
and
by
commercial
companies.
Some
of
the
users
are:
the
EPA,
state
and
local
air
pollution
agencies,
the
auto
industry,
and
other
parties
who
have
a
need
to
estimate
mobile
source
emissions.

MOBILE
is
an
essential
tool
for
a
number
of
air
pollution
monitoring
and
control
activities:

N
National
air
quality
policy­
makers
need
to
assess
current
and
future
trends
in
the
attainment
of
National
Ambient
Air
Quality
Standards.
These
assessments
cannot
be
made
accurately
without
use
of
MOBILE.
For
this
reason,
the
MOBILE
model
plays
a
key
role
in
discussions
of
air
quality
3
strategy
within
both
the
executive
and
legislative
branches,
and
are
relied
on
by
outside
organizations
as
well.
Support
to
rulemakings
required
by
the
Amendments
to
the
Clean
Air
Act
is
a
typical
critical
use
of
MOBILE.

N
EPA's
national
motor
vehicle
pollution
control
program
relies
on
analyses
provided
by
MOBILE.
Each
new
or
revised
vehicle
emission
standard
must
be
supported
by
air
quality
estimates
based
on
the
model.
More
generally,
emission
factors
survey
data
is
an
important
measure
of
the
effectiveness
of
mobile
source
regulatory
and
enforcement
strategies.

N
State
and
local
government
bodies
are
responsible
for
the
development
of
State
Implementation
Plans
aimed
at
assuring
that
national
ambient
air
quality
goals
are
met.
These
plans
must
incorporate
a
balance
of
mobile
source
and
stationary
source
compliance
measures
adequate
to
assure
that
air
quality
standards
are
attained
and
maintained
into
the
future.
For
areas
requiring
more
stringent
measures
to
control
motor
vehicle­
related
pollutants,
use
of
MOBILE
is
essential
for
determining
whether
a
motor
vehicle
inspection
and
maintenance
(
I/
M)
program
or
other
motor
vehicle
control
programs
will
be
required.

3.
NONDUPLICATION,
CONSULTATIONS,
AND
OTHER
COLLECTION
CRITERIA
3(
a)
Nonduplication
All
of
the
available
sources
of
this
general
category
of
information
are
known
to
EPA.
No
other
agency
conducts
"
as
received"
emission
testing
of
privately
owned
motor
vehicles,
representing
the
national
population
of
vehicles.
The
EPA
Information
Systems
Inventory
has
been
searched
and
no
duplication
of
this
activity
was
found.

Similar
data
are
collected
in
the
Recall
program
also
conducted
by
the
Office
of
Mobile
Sources.
In
this
program,
data
are
collected
only
from
properly
maintained
vehicles.
Whereas,
the
Emission
Factor
Program
requires
test
vehicles
representing
all
maintenance
conditions
that
actually
occur
in­
use.

The
California
Air
Resources
Board
(
ARB)
conducts
an
emission
test
program
similar
to
the
Emission
Factor
Program.
EPA
accepts
the
ARB
data
as
representative
of
California
vehicles.
However,
California
and
50
state
vehicles
are
subject
to
their
own
unique
emission
standards.
Therefore,
data
collected
from
California
and
50
state
vehicles
are
not
representative
of
vehicles
in
the
other
49
states.

3(
b)
Public
Notice
Required
Prior
to
ICR
Submission
to
OMB
4
The
notice
that
this
ICR
is
up
for
renewal
and
soliciting
comment
was
published
in
the
Federal
Register
on
August
3,
1998
(
FR
Vol.
63,
No.
148
pg.
41251).
A
copy
of
the
notice
is
attached
to
this
document.
There
were
no
comments
made
in
response
to
the
public
notice.

3(
c)
Consultations
Opportunities
for
public
comment
on
the
EFP
and
MOBILE
models
are
provided
during
public
workshops.
The
workshops
are
held
periodically
to
present
results
of
EPA
analysis,
status
of
current
test
programs,
and
public
discussion
of
MOBILE
model
issues.
Generally,
one
workshop
is
held
per
year.
As
many
as
four
workshops
in
a
year
may
occur
when
major
revisions
to
the
model
are
being
made.
The
participants
in
the
workshops
historically
have
been
state
and
local
officials
of
air
pollution
agencies
and
representatives
of
the
oil
and
automotive
industries.

Several
years
ago
the
University
of
Michigan's
Survey
Research
Center
(
SRC)
conducted
a
study,
under
EPA
contract,
to
identify
areas
where
sampling
methodology
could
be
improved.
This
study,
entitled
Evaluation
of
the
Survey
Methods
Used
in
the
Emission
Factors
Program
(
1982),
was
performed
because
of
the
EPA's
Information
Management
Branch
recommendations
to
evaluate
the
program
to
improve
overall
response
rates
from
previous
programs.
We
now
follow
the
study's
guidance
and
recommendations,
we
have
improved
our
overall
response
rate
and
keep
a
detailed
disposition
log
of
vehicle
owner
responses.

The
most
significant
program
revision
implemented
in
response
to
the
University
of
Michigan
study
is
the
increased
emphasis
on
follow­
up
of
potential
participants
after
the
initial
attempt
at
contact.

Viking
Energy
Corporation
(
McLean,
Virginia)
conducted
a
review
of
the
EFP
under
contract
to
EPA's
Office
of
Policy,
Planning
and
Evaluation
(
OPPE).
The
report
entitled,
Review
of
the
Mobile
Sources
Emission
Factors
Program
was
completed
in
February
1986.

The
study
reviewed
the
purpose
of
the
MOBILE
models,
the
usefulness
of
that
purpose,
how
well
the
models
accomplish
their
goal,
and
whether
the
model
results
can
be
improved.
The
findings
of
the
study
were
listed
in
1989'
s
ICR.
As
a
result
of
the
Viking
Study
recommendations,
we
have
reviewed
and
changed
the
linearity
assumption
used
in
the
MOBILE
model
and
have
more
complete
documentation
of
MOBILE
than
was
true
for
past
models.

Following
1993'
s
ICR
submission,
EPA
was
requested
to:
5
"
conduct
additional
research
to
measure
and
correct
any
biases
arising
from
selection
artifacts.
In
addition,
EPA
should
examine
the
magnitude
of
the
effect
these
potential
biases
may
have
on
EPA
modeling
results.
The
results
of
this
research
and
any
corrective
action
taken
or
proposed
should
be
described
fully
in
the
next
request
for
approval
of
this
collection."

The
following
describes
the
EF
program
and
the
improvements
made
to
reduce
bias.

One
key
to
the
accurate
assessment
of
air
quality
problems
and
to
estimating
reductions
in
air
pollution
is
the
development
of
reliable
emissions
inventories,
which
quantify
the
total
amount
of
a
given
pollutant
under
a
specified
set
of
conditions.
Emission
inventories,
usually
expressed
in
tons
of
pollutant
per
year,
are
the
product
of
two
factors:
emission
factors
and
activity
levels.
An
emission
factor
expresses
the
amount
of
pollution
emitted
per
unit
of
activity
(
i.
e.,
grams
of
carbon
monoxide
emitted
per
vehicle
mile
traveled).
An
activity
level
represents
the
amount
of
the
given
activity
that
occurs
over
a
specified
period
of
time
(
i.
e.,
vehicle
miles
traveled
by
highway
vehicles
in
a
metropolitan
area
on
a
typical
summer
ozone
season
day).
The
sum
of
the
products
of
the
emission
factors
and
activity
levels
for
all
sources
of
a
given
pollutant
constitute
the
emission
inventory
for
that
pollutant.

Since
the
late
1960s
EPA
has
issued
and
periodically
tightened
emission
standards
applicable
to
highway
motor
vehicles.
However,
the
emission
standards
applicable
to
new
vehicles
do
not
represent
the
emission
factors
applicable
to
those
vehicles
once
they
are
actually
in
use.
Emissions
from
vehicles
vary
over
the
entire
range
of
conditions
that
vehicles
operate
under:
ambient
temperature,
traffic
conditions
(
represented
by
average
speed
in
the
MOBILE
emission
factor
model),
operating
mode
(
the
mix
of
cold
or
hot
starting
and
warmed­
up
vehicle
operation),
fuel
volatility
and
composition,
types
and
condition
of
emission
control
equipment
and
other
vehicle
or
engine
components
that
affect
emission
levels
(
maintenance),
expected
deterioration
in
emission
control
performance
with
increasing
age/
mileage
of
the
vehicle,
and
other
variables
all
affect
the
emissions
actually
produced
by
vehicles
in
everyday
use.
In
addition,
the
in­
use
vehicle
fleet
is
composed
of
several
generations
of
vehicles
and
emission
control
technology,
each
of
which
behaves
differently
in
terms
of
in­
use
emission
levels
and
how
these
levels
change
over
time
(
as
the
vehicle
ages
and
accumulates
higher
mileage).
Thus
average
inuse
highway
vehicle
emission
factors
are
estimated
using
computer
models,
which
allow
emission
factors
for
different
vehicle
types
to
be
estimated
under
conditions
specified
by
the
user
of
the
model
and
combined
into
an
overall
estimate
of
emission
factors
6
for
the
in­
use
vehicle
fleet.

Direct
measurement
of
emission
levels
from
all
in­
use
vehicles
under
all
possible
conditions
is
clearly
impossible.
To
estimate
in­
use
emission
levels,
EPA
conducts
surveys
in
the
form
of
vehicle
test
programs,
collecting
emission
data
from
as
many
vehicles
as
is
practical
over
as
wide
a
range
of
conditions
affecting
emissions
as
possible.
Time
and
funding
are
the
constraints
that
determine
what
is
practical
in
terms
of
adding
to
the
emission
factor
data
bases.
Over
the
last
25
years,
EPA
has
collected
emissions
data
from
Federal
Test
Procedure
(
FTP)
tests
on
tens
of
thousands
of
in­
use
vehicles
under
the
emission
factors
program
(
EFP).
The
EFP
has
also
accumulated
data
on
thousands
of
vehicles
tested
over
non­
FTP
cycles
(
e.
g.,
speed
correction
cycles,
Highway
Fuel
Economy
Test
cycle)
and
conditions
(
e.
g.,
different
temperatures,
fuels).

The
data
used
to
develop
the
basic
emission
rates
for
use
in
the
MOBILE
model
are
collected
under
the
Emission
Factors
Program
(
EFP).
Historically,
such
data
have
been
collected
primarily
through
mail
solicitation
of
owners
selected
from
vehicle
registration
lists.
Under
this
method
of
recruitment,
privately
owned
vehicles
are
recruited
by
mail
(
invitation
postcards)
to
lend
their
vehicles
to
EPA
(
or
an
EPA
contractor)
for
testing,
and
incentives
for
participation
(
e.
g.,
use
of
late
model
loaner
vehicle)
are
provided
to
the
vehicle
owner.
Typical
response
rates
(
the
fraction
of
those
owners
contacted
about
participation
in
the
program
that
agree
to
participate)
have
been
low,
raising
concerns
about
biases
in
the
samples
of
in­
use
vehicles
used
to
develop
the
basic
emission
rates.
For
example,
one
might
expect
that
an
owner
who
has
knowingly
tampered
with
his
vehicle,
or
one
who
is
aware
that
the
vehicle
has
not
been
maintained
properly,
would
be
reluctant
to
provide
that
vehicle
to
EPA
for
emissions
tests.

In
the
last
several
years,
EPA
has
expanded
the
EFP
to
include
collecting
data
from
centralized
inspection
and
maintenance
(
I/
M)
program
lanes.
In
a
centralized
I/
M
program,
all
vehicles
subject
to
the
program
requirements
must
visit
one
of
a
relatively
few
state­
operated
inspection
locations
for
the
test.
In
previous
years,
EPA
took
over
operation
of
one
lane
at
the
centralized
I/
M
test
site
in
Hammond,
IN
for
two,
two­
year
periods,
separated
by
a
one­
year
interruption.
In
1996,
data
collection
at
the
Hammond
I/
M
lane
ceased,
and
was
replaced
for
a
short
while
by
obtaining
data
from
a
lane
at
a
test
site
in
Chicago
Heights,
IL
which
also
has
ended.
A
similar
program
of
data
collection
is
currently
operating
at
one
lane
of
an
I/
M
site
in
Mesa,
AZ.
The
required
nature
of
these
tests
means
that
there
is
a
far
lower
degree
of
self­
selection
bias
evidenced
in
the
vehicles
that
pass
through
such
stations.
7
The
I/
M
program
in
Mesa,
AZ
utilizes
the
IM240
test,
a
short
dynamometer­
based
transient
driving
cycle
test.
This
test
cycle,
which
was
derived
from
the
Federal
Test
Procedure
(
FTP)
driving
cycle,
measures
emissions
over
a
range
of
vehicle
speed
and
load.
Such
measurements
provide
a
much
more
realistic
set
of
emission
measurements
than
do
simpler
idle­
based
tests.
In
addition
to
the
substantial
reduction
in
potential
sample
bias
described
above,
EPA
used
the
data
collected
from
operating
one
of
the
lanes
in
each
of
these
programs
to
improve
the
basic
emission
rates
used
in
the
MOBILE
model
in
two
other
significant
ways.

First,
EPA
obtained
IM240­
based
emissions
measurements
of
HC,
CO,
and
NOx
from
all
of
the
vehicles
that
passed
through
the
lanes
operated
by
EPA.
They
provided
emissions
results
for
thousands
of
vehicles
annually
at
each
lane,
a
considerable
increase
over
the
hundreds
of
vehicles
tested
annually
under
the
more
traditional
EFP.
Second,
EPA
randomly
solicits
a
sub­
sample
of
the
vehicles
that
pass
through
the
lanes
for
additional
testing
(
including
full
FTP
tests)
in
a
laboratory
setting.
The
main
benefits
are
1)
get
good
sampling
frame,
2)
thru
short
test
can
focus
testing
on
important
high
emitters
and
3)
can
determine
the
percent
of
high
emitters
from
the
lane
thru
short
test.

Using
the
IM240
lane
results
and
the
lab­
based
FTP
results
for
those
vehicles
has
enabled
EPA
to
develop
a
statistical
correlation
between
the
IM240
and
FTP
emission
results.
This
correlation
was
then
used
to
"
predict"
the
FTP
emission
results
for
all
of
the
vehicles
that
passed
through
an
IM240
lane.
This
approach
both
vastly
increases
the
sample
sizes
available
for
development
of
basic
emission
rates
and
greatly
reduces
the
bias,
particularly
with
respect
to
self­
selection,
of
the
samples.

Another
benefit
of
data
collection
at
an
I/
M
lane
follows
from
the
far
higher
volume
of
vehicles
that
are
tested.
With
so
many
more
vehicles,
and
(
over
time)
access
to
a
cross­
section
of
almost
all
vehicles
in
an
I/
M
area,
EPA
was
able
to
obtain
significantly
more
data
from
vehicles
that
have
"
aged."
This
refers
to
the
ability
of
testing
at
such
sites
to
include
vehicles
that
are
both
"
old"
(
measured
by
age)
and
have
very
high
mileage
(
75,000
to
100,000
and
greater).
Much
of
the
data
on
high­
mileage
vehicles
that
has
been
collected
in
recent
years
came
from
tests
of
vehicles
that
had
accumulated
mileage
at
far
above
average
rates
(
e.
g.,
a
vehicle
is
only
4
years
old
but
has
80,000
miles).
These
data
provided
an
opportunity
to
examine
whether
the
degree
of
in­
use
deterioration
in
emission
levels
is
the
same
for
all
vehicles
that
have
high
mileage
(
those
that
have
high
mileage
because
they
are
used
more
frequently
and/
or
for
longer
trips,
and
those
that
have
high
mileage
because
they
have
been
in
use
for
a
longer
number
of
years.
8
3(
d)
Effects
of
Less
Frequent
Collection
This
survey
does
not
require
periodic
reporting
or
record
keeping.
Each
individual
is
contacted
once
and
asked
to
lend
his/
her
vehicle
and
complete
a
questionnaire.
No
record
keeping
is
required.

3(
e)
General
Guidelines
Vehicle
owners
do
not
have
to
plan,
generate,
or
retain
any
records
or
information.
Participation
in
the
program
by
each
owner
is
on
a
voluntary
one­
time
basis.

3(
f)
Confidentiality
The
only
personal
information
collected
in
this
survey
is
the
name,
address
and
phone
number
of
the
owner
of
individual
vehicles.
This
information
is
not
used
for
any
purpose
other
than
contacting
the
owner
to
solicit
responses
to
the
questionnaire
and
schedule
the
vehicle
for
testing.
This
information
is
not
stored
in
the
database,
but
on
CD
and
in
data
packets
which
are
kept
in
secured
files.

Vehicle
registration
information
is
received
from
either
the
State
or
from
a
contractor
who
has
agreements
with
States
on
maintaining
the
confidentiality
of
vehicle
owners.
This
information
is
received
on
a
CD
and
used
by
EPA
personnel
and/
or
contractor
to
randomly
screen
vehicles
to
develop
mailings.
The
CD
is
locked
in
a
secured
filing
cabinet
with
other
paper
files.
The
computer
is
password
secured
and
known
only
by
the
Project
Officer
and
two
contractor
personnel
doing
the
screening.
Both
the
CD
and
paper
packets
which
includes
the
personal
information
are
destroyed
in
3
years.

Two
different
contractors
(
as
listed
in
Part
B
1(
c))
are
involved
in
contacting
the
owner
for
questionnaire
response.
These
contractors
are
monitored
by
two
project
officers.
Each
of
the
contracts
have
confidentiality
clauses
that
the
contractors
must
adhere
to.

3(
g)
Sensitive
Questions
None
of
the
survey
questions
are
of
a
sensitive
nature.
The
only
personal
information
this
survey
requests
is
the
name,
address
and
phone
number
of
the
owner
of
individual
vehicles.
The
purpose
of
this
information
is
to
request
answers
to
the
questionnaire
and
schedule
vehicle
testing.

4.
THE
RESPONDENTS
AND
THE
INFORMATION
REQUESTED
4(
a)
Respondents/
SIC
Codes
9
Most
respondents
to
the
EFP
are
members
of
the
general
public
that
own
motor
vehicles.
While
some
businesses
may
be
targeted
to
test
a
particular
vehicle,
only
the
registered
owner
of
the
vehicle
or
their
representative
need
respond
to
a
solicitation.
There
are
no
SIC
codes
that
correspond
to
an
individual
vehicle
owner.

4(
b)
Information
Requested
4(
b)(
i)
Data
Items,
Including
Record
keeping
Requirements
Exhibit
A
is
a
copy
of
the
questionnaire
that
respondents
are
asked
to
answer
by
phone
interview.

Vehicle
owners
do
not
have
to
plan,
generate,
or
retain
any
records
or
information.
Any
vehicle
owner's
response
to
a
solicitation
to
participate
in
the
program
is
on
a
voluntary
basis.

4(
b)(
ii)
Respondent
Activities
EPA
generally
uses
two
methods
of
soliciting
the
general
public
for
participation
in
Emission
Factor
Program
(
EFP):

A
random
selection
of
vehicle
owners
using
State
motor
vehicle
owner
registration
lists
(
may
be
derived
from
several
sources)
and,

A
random
selection
of
motor
vehicle
owners
who
arrive
at
State
inspection
lanes
for
yearly
certification.

Under
either
solicitation
procedure,
potential
participants
have
no
obligation
or
burden
other
than
responding
to
the
questionnaire.
The
vehicle
owners
do
not
have
to
plan,
generate,
or
retain
any
records
or
information.
Participation
in
the
program
by
each
owner
is
on
a
voluntary
one­
time
basis.
When
EPA
or
its
contractor
returns
a
loaned
vehicle,
the
owner's
role
in
the
program
ends.
Positive
respondent
activities
in
the
program
are
to:
read
materials
or
discuss
the
program
with
an
EPA
representative,
complete
the
questionnaire,
make
the
vehicle
available
for
testing,
and
return
any
loaner
vehicle
to
EPA.

Initial
contact
with
individuals
identified
on
a
State
vehicle
owner
registration
list
is
by
means
of
introductory
letters
(
Exhibit
B.)
Respondents
reply
by
returning
a
preprinted
card
which
indicates
their
willingness
to
participate
in
the
program
(
Exhibit
C).
If
there
is
no
response
to
the
initial
mailing,
a
follow­
up
letter
(
Exhibit
D)
is
sent,
and
attempts
are
made
to
contact
the
potential
participants
by
telephone.
Failing
this,
any
further
attempts
to
solicit
the
individual
are
halted.
In
any
case,
solicitation
of
an
individual
stops
immediately
if
10
there
is
unwillingness
to
participate
in
the
program.

A
positive
response
may
result
in
an
additional
contact.
At
this
time,
vehicle
descriptive
questions
(
e.
g.,
length
of
vehicle,
air
conditioning,
etc.)
are
asked
either
over
the
phone
or
in
person,
in
accordance
with
the
participant's
wishes.
It
documents
the
history
of
the
vehicle
prior
to
its
arrival
for
evaluation
at
the
testing
facility.

Willing
participants
deliver
their
vehicles
to
the
testing
facility,
or,
at
their
preference
arrange
for
program
representatives
to
pickup.
While
the
vehicle
undergoes
emissions
testing
by
EPA
(
a
period
of
approximately
two
to
three
weeks),
the
owner
has
the
option
of
using
a
loaner
vehicle
plus
receiving
a
small
compensation
of
$
5
to
$
10
per
day
or,
if
they
choose
not
to
use
a
loaner
vehicle,
they
will
receive
a
higher
compensation,
up
to
$
25
per
day
for
the
use
of
their
vehicle.

The
solicitation
process
for
vehicles
that
arrive
at
state
inspection
lanes
is
a
two
step
process.
First,
qualifying
vehicles
entering
the
lane
are
identified
and
approached
by
EPA
representatives.
Vehicle
owners
are
then
asked
if
they
would
like
to
participate
in
the
EFP
and
a
cash
incentive
(
up
to
$
250/
week)
and
a
loaner
vehicle
are
offered
to
the
vehicle
owner.
If
the
owner
agrees
to
participate
in
the
program,
he/
she
is
asked
vehicle
descriptive
questions
(
e.
g.,
length
of
vehicle,
air
conditioning,
etc.).
Generally
the
participant
exchanges
their
vehicle
for
a
loaner
vehicle
while
they
are
at
the
inspection
lane.
The
vehicle
is
then
taken
to
the
test
lab
to
undergo
testing
by
the
EPA
contractor
over
a
two
to
three­
week
period.
A
count
of
all
vehicle
owners
responses
is
kept,
as
well
as,
the
number
of
vehicles
using
the
emission
lanes.
(
Part
B,
Section
3
provides
some
more
detail
on
the
purpose
and
analysis
methodology
for
the
inspection
lane
type
of
program.)

5.
THE
INFORMATION
COLLECTED
­­
AGENCY
ACTIVITIES,
COLLECTION
METHODOLOGY,
AND
INFORMATION
MANAGEMENT
5(
a)
Agency
Activities
Emission
testing
of
each
vehicle
is
performed
at
EPA's
National
Vehicle
and
Fuel
Emission
Laboratory
(
NVFEL)
in
Ann
Arbor,
Michigan,
as
well
as
at
contractor
facilities
located
elsewhere.
The
testing
of
vehicles
solicited
from
the
inspection
lane
is
performed
at
present
by
a
contractor
with
laboratories
located
in
Phoenix,
Arizona
and
East
Liberty,
Ohio.
The
exact
number
and
location
of
contractor
facilities
varies,
depending
upon
resources
available.

The
emission
test
results
from
the
participant's
vehicle
are
the
major
focus
of
Agency
analyses.
The
emission
data
from
11
current
test
programs
are
combined
with
that
of
previous
programs
and
analyses
are
conducted.
The
analyses
are
of
the
following
types:

N
Regression
analysis
of
emissions
as
a
function
of
test
vehicle
mileage.

N
Estimation
of
the
frequency
of
high­
emitting
vehicles
based
on
data
and
engineering
judgment.

N
Development
of
additive
or
multiplicative
correction
factors
for
vehicle
speeds,
ambient
temperatures,
and
fuel
types
for
various
conditions.

An
EPA
contractor
asks
the
vehicle
owner
nine
or
fewer
questions
that
provide
information
on
the
vehicle's
usage.
The
questions
cover
such
subjects
as
vehicle
condition,
number
of
trips
per
day,
and
age
of
vehicle.
This
information
helps
EPA
to
assess
the
significance
of
the
emission
data.
The
questionnaire
information
is
used
only
indirectly
in
MOBILE
to
help
understand
an
individual
vehicle's
emission
results.

MOBILE
is
a
computer
model
that
predicts
levels
of
criteria
pollutant
emissions
(
hydrocarbon,
carbon
monoxide,
carbon
dioxide
and
nitrogen
oxide)
for
on­
highway
vehicles,
including
automobiles
and
trucks,
through
the
year
2020
and
beyond.
The
basic
function
of
MOBILE
is
summarized
in
the
following
formula:

EF
=
ER
MYR
x
TF
x
CF
where:

N
EF
is
the
emission
factor
in
grams/
mile
(
g/
mi)
for
a
particular
pollutant
in
a
given
calendar
year
and
for
a
specific
vehicle
type.

N
MYR
is
model
year
or
vintage;
the
most
recent
25
model
years
are
included.

N
ER
is
the
pollutants
average
emission
rate
in
g/
mi
for
that
particular
model
year
vehicle.

N
TF
is
the
fraction
of
miles
traveled
by
that
vintage
vehicle
in
the
given
calendar
year.

N
CF
is
the
correction
factor
for
different
speeds,
temperatures,
and
hot/
cold
start
percentages,
and
fuel
volatility.

Pollutant
emission
rates
(
ER)
and
the
correction
factors
(
CF)
are
the
components
of
MOBILE
derived
from
emission
factors
testing.
The
emission
rate
is
estimated
as
a
piecewise
linear
function
of
odometer
miles.
Other
inputs
to
MOBILE
(
model
year
mix,
miles
traveled,
etc.)
can
be
either
nationwide
averages
or
locally
defined
estimates,
based
on
the
particular
need
to
be
met
and
are
derived
from
other
public
and
commercial
sources
not
in
the
EFP.

The
Agency
activities
are
summarized
in
the
following
list:
12
1.
set­
up
and
maintain
database,
2.
solicit
vehicles
for
testing,
3.
test
vehicles
for
emissions,
4.
upload
data
to
database,
5.
quality
control
and
quality
analysis
of
data,
6.
analyze
data
and
distribute
to
users.

5(
b)
Collection
Methodology
and
Management
All
phases
of
the
Emission
Factor
Program,
including
vehicle
procurement,
testing,
and
data
analysis,
are
guided
by
quality
assurance
plans
and
the
use
of:
routine
diagnostic
tests
per
vehicle
specific
scheduling
requirements,
paired
data
and
correlation
of
industry
vehicles
for
confirmation
testing,
equipment
database
to
track
calibration
and
NIST
standards.

Vehicle
procurement
follows
in
general
random
selection
of
test
vehicle,
from
either
an
IM
lane
or
state
vehicle
owner's
list.
Specific
procurement
criteria
are
the
subject
of
each
work
assignment.
Quality
Assurance
procedures
are
specified
in
each
of
the
vehicle
testing
contracts.

Vehicle
testing
and
quality
assurance
follows
the
test
procedures
in
CFR
86
Subpart
B,
C,
D,
M,
N,
and
O.
Specific
test
requirements
and
quality
assurance
are
outlined
in
individual
work
assignments.
Data
is
previewed
by
the
work
assignment
manager
and
by
quality
assurance
specifications
found
in
the
data
loading
programs
used
by
the
Assessment
and
Modeling
Division
(
AMD).
AMD
has
an
extensive
quality
assurance
process
that
is
based
on
continuous
improvement.

The
following
data
are
computer
recorded
for
each
participant's
vehicle:
vehicle
identification
information
(
make,
model,
engine
size,
etc.),
vehicle
condition,
and
emission
test
results.
To
insure
the
privacy
of
the
vehicle's
owner,
the
vehicle
owner's
name,
address,
and
phone
number
are
not
recorded
in
a
computer
database.
Some
data
is
recorded
by
an
emission
analyzer.
Computer
recorded
data
which
includes
electronic
data
on
vehicle
information,
and
exhaust
or
evaporative
emissions
is
processed
through
a
computerized
quality
control
program
that
checked
for
completeness,
reasonableness,
and
consistency.
The
data
is
stored
in
a
relational
database
at
the
NVFEL.
The
database
has
a
quality
control
program.

The
vehicle
owner
may
receive
his
vehicle's
emission
results
upon
request.
Access
to
the
database
is
available
to
the
public
if
requested.
Auto
manufacturers,
the
oil
industry,
and
other
pollution
control
agencies
including
state
and
local
governments
are
the
main
users
of
the
database.

The
results
of
most
of
EPA's
analyses
of
the
data
are
13
published
in
the
form
of
a
series
of
computer
models
(
the
current
version
of
which
is
MOBILE5b),
its
companion
document
AP­
42
the
compilation
of
mobile
source
emission
estimates,
or
various
technical
reports
on
specific
analyses.
Further,
EPA
holds
public
workshops
periodically
to
present
the
results
of
analyses
and
their
potential
impact
on
the
MOBILE
models.

5(
c)
SMALL
ENTITY
FLEXIBILITY
The
survey
does
not
involve
small
businesses
or
small
entities.
The
survey
solicits
individual
vehicle
owners.
When
selecting
vehicles
from
vehicle
registration
lists,
EPA
has
established
a
policy
of
limiting
mailings
of
materials
to
owners
of
selected
classes
of
vehicles
or
model
years
undergoing
testing.
In
addition,
instead
of
asking
questions
of
each
potential
participant,
questionnaire
information
is
asked
only
of
those
ultimately
selected
for
testing.
All
information
collected
is
recorded
and
stored
in
computer
format,
thus
expediting
the
collection,
storage,
and
retrieval
of
the
data.

5(
d)
COLLECTION
SCHEDULE
The
EFP
is
an
ongoing
program.
Vehicle
owners
are
contacted
on
a
continuous
basis.
The
MOBILE
models
are
usually
revised
every
3
to
5
years
to
account
for
the
new
data
and
analyses
that
have
been
done;
the
revisions
have
been
more
frequent
since
the
1990
amendments
to
the
Clean
Air
Act.
Evaluation
of
the
data
is
an
ongoing
activity.

6.
ESTIMATING
THE
BURDEN
AND
COST
OF
THE
COLLECTION
6(
a)
ESTIMATING
VEHICLE
OWNERS
(
RESPONDENT)
BURDEN
AND
INQUIRY
BURDEN
The
attached
materials
represent
those
items
required
to
be
filled
in
by
the
vehicle
owners.
First,
for
the
traditional
EFP,
a
random
selection
of
owners
are
mailed
an
introductory
letter
(
Exhibit
B)
which
includes
a
question
and
answer
sheet
that
is
mailed
back
to
us
in
a
postage
paid
envelop.
This
"
package"
is
mailed
only
to
those
owners,
selected
from
State
motor
vehicle
registration
lists,
who
have
registered
vehicles
of
interest
to
the
program.
If
there
is
no
response
to
the
first
package
a
follow­
up
letter
(
Exhibit
D)
is
sent.

For
individuals
solicited
from
an
inspection
lane,
an
EPA
representative
explains
the
program
and
asks
the
vehicle
owner
to
participate.
This
process
replaces
the
steps
outlined
for
contacting
vehicle
owners
by
mail.

In
either
case,
the
questionnaire
(
Exhibit
A)
is
filled
in
by
an
EPA
representative
who
asks
the
vehicle
owner
nine
multiple
14
Estimating
Burden
and
Cost
to
Vehicle
Owner
at
IM
Lanes
6(
a)
and
(
b):
Estimating
Burden
and
Cost
to
Vehicle
Owner
at
IM
Lanes
7
and
Beyond
Annual
Labor
and
Cost
to
Vehicle
Owner
Labor
Time
Vehicle
Number
Total
Vehicle
Owner
Ow
ner
of
Survey
Costs
($
27.5
Hour
Contacts
Hours
per
hour)

Program
Discussion/
Invitation
(
1)
0.25
3000
750
$
20,625
Fill
Out
Questionaire
(
2)
0.083
1200
99.6
$
2,739
Return
Owners
Car
from
Test
Site
(
3)
0.5
1200
600
$
16,500
Total
(
Hours)
1449.6
Total
(
Cost)
$
39,864
(
1)
Assumes
looking
at
each
vehicle
in
IM
Lane
approxiamately
3000
vehicles.

(
2)
Assumes
1200
positive
responses
from
owners.

(
3)
Assumes
an
average
one
w
ay
trip
length
of
10
miles
at
an
average
speed
of
25
mph
for
1200
vehicles
randomly
selected.

Special
Note:
There
are
no
capital
and
startup
costs
since
questionaires
are
sent
to
respondents.
choice
questions,
of
those
participants
who
express
an
interest
in
the
program.

Tables
1­
2
lists
the
inquiry
burden
hours
for
both
types
of
vehicle
solicitation
utilized
in
the
EFP.
The
burden
hour
estimates
were
determined
based
upon
in­
field
experience
of
both
solicitation
types.
The
mileage
figures
of
21
and
10
miles
for
the
trip
to
the
test
site
or
inspection
lane
was
calculated
from
the
questionnaire
information.
It
was
assumed
the
25
mph
represents
and
average
speed
in
an
urban
area.
The
trip
mileage
and
speed
were
combined
to
determine
the
length
of
time
the
vehicle
owner
spends
returning
the
loaner
vehicle.

Table
1
­
Estimating
Burden
and
Cost
to
Vehicle
Owner
at
IM
Lanes
15
Estimating
Burden
and
Cost
to
Vehicle
Owner
from
Registration
List
6(
a)
and
(
b):
Estimating
Burden
and
Cost
to
Vehicle
Ow
ner
from
Registration
Lists
Annual
Labor
and
Cost
to
Vehicle
Ow
ner
Labor
Time
Vehicle
Number
Total
Vehicle
Ow
ner
Ow
ner
of
Mailings
Survey
Costs
($
27.5
Hour
or
Responses
Hours
per
hour)

Read
Information
in
Mailing
(
4)
0.1667
750
125.025
$
3,438
Fill
Out
and
Return
Post
Card/
Questionaire
0.083
450
37.35
$
1,027
Follow
Phone
Calls
to
Respondents
0.083
450
37.35
$
1,027
Drive
To
and
From
Test
Site
(
5)
1
100
100
$
2,750
Total
Annual
(
Hours)
199.725
Total
Annual
(
Cost)
$
8,242
(
4)
Assumes
that
all
postal
cards
are
delivered
to
vehicle
owner.

(
5)
Assumes
an
average
one
w
ay
trip
length
of
21
miles
at
an
average
speed
of
25
mph
for
100
vehicles
randomly
selected.

Special
Note:
There
are
no
capital
and
startup
costs
since
questionaires
are
sent
to
respondents.

ANNUAL
RESPONDENT
TOTALS
1649.325
$
48,106
Table
2
­
Estimating
Burden
and
Cost
to
Vehicle
Owners
from
Registration
List
Respondents
are
provided
remuneration
for
their
time
and
inconvenience
(
See
Part
A
Section
4
(
b)
pg.
10)
and
that
cost
is
therefore
an
Agency
cost.

6(
b)
ESTIMATING
INQUIRY
COSTS
The
inquiry
collection
costs
are
incorporated
in
Tables
1­
2
listed
below.
The
respondents
are
provided
remuneration
for
their
time
and
inconvenience
(
See
Part
A,
Section
3
(
b)(
iii))
and
that
cost
is
therefore
an
Agency
cost.

6(
c)
ESTIMATING
AGENCY
BURDEN
AND
COST
The
Agency
cost
burden
is
determined
by
the
contract
dollars
spent
and
the
salary
paid
to
EPA
personnel
and
contractors.
The
contract
costs
cover
inspection,
repair
and
testing
of
vehicles,
as
well
as,
data
entry,
quality
control,
and
storage.
On
an
annual
average,
EPA
devotes
4
person­
years
to
planning
and
monitoring
the
program,
processing
the
data,
and
design/
maintaining
the
database.
An
"
average"
GS­
12
salary
(
FY98
16
Detroit
area
General
Schedule)
was
assumed
for
EPA
personnel
cost
estimates.
The
estimate
of
agency
cost
burden
is
in
Table
3.

6(
d)
ESTIMATING
VEHICLE
OWNER
AND
INQUIRY
UNIVERSE
AND
TOTAL
BURDEN
COSTS
There
is
no
universe
labor
or
burden
costs
associated
with
the
vehicle
owner
or
inquiry
other
then
what
has
been
listed
in
6(
a)
and
6(
b).
The
Agency
cost
for
testing
owner's
vehicles
has
been
listed
in
6(
c).
17
Agency
Burden
6(
c)
Estimating
Agency
Burden
and
Cost
Annual
Agency
Burden
Labor
Time
and
Costs
Manager
Technician
Clerical
Agency
Labor
Capital
&
Total
Total
$
62.50
$
48.07
$
25.00
Hours
per
Cost
per
Startup
O
&
M
Agency
Agency
per
Hour
per
Hour
per
Hour
Year
Year
Costs
Costs
Hours
Costs
Vehicle
Selection/
Recruitment
(
1)
30
65
2752
2847
$
73,799.55
0
0
2847
$
73,799.55
Expand/
Maintain
Database
100
6240
0
6340
306,206.80
0
0
6340
$
306,206.80
Write
Statement
of
Work
(
SOW)
for
Test
Programs.
100
1200
0
1300
63,934.00
0
0
1300
$
63,934.00
Testing
Vehicles
(
2)
2080
49920
0
52000
2,529,654.40
0
0
52000
$
2,529,654.40
Quality
Control/
Quality
Assure
Data.
520
4160
0
4680
232,471.20
0
0
4680
$
232,471.20
Analyze
Test
Data.
520
4160
0
4680
232,471.20
0
0
4680
$
232,471.20
Monitoring
Test
Programs.
520
800
0
1320
70,956.00
0
0
1320
$
70,956.00
Review
Programs
and
Write
Reports.
200
800
0
1000
50,956.00
0
0
1000
$
50,956.00
Subtotals:
4070
67345
2752
74167
$
3,560,449.15
0
0
Total
Annual
Agency
(
Hours)
74167
Annual
Agency
(
Costs)
$
3,560,449.15
(
1)
Assumes
vehicle
selection
by
registration
lists
and
IM
lanes
as
specified
in
6(
a)
&
6(
b).

(
2)
Assumes
testing
vehicles
by
both
Agency
and
Contractor
programs
in
6(
a)
and
(
b).

Table
3
­
Agency's
Estimated
Burden
for
the
Future
18
Agency
Burden
6(
e)
Bottom
Lne
Burden
Hours
and
Cost
Tables
Annual
Agency
Burden
Total
Vehicle
Total
Ow
ner/
Inquiry
Agency
Total
Hours
Total
Labor
Hours
Hours
per
Year
Cost
per
Year
Estimated
Future
Burden
1649
74167
75816
$
3,608,555.59
6(
e)
BOTTOM
LINE
BURDEN
HOURS
AND
COSTS
The
total
Agency
burden
hours
and
costs
are
provided
in
Table
4.

6(
e)
Bottom
Line
Burden
Hours
and
Cost
Table
Annual
Agency
Burden
Table
4
­
Total
Agency
Burden
for
Future
19
6(
f)
REASONS
FOR
CHANGE
IN
BURDEN
The
calculated
respondent
burden
has
decreased
since
the
last
submission
of
the
ICR
as
illustrated
in
6(
e).
The
previous
estimate
submitted
to
OMB
did
not
fully
estimate
third­
party
labor
and
cost
which
were
reflected
in
this
new
updated
ICR.
The
decrease
in
hours
between
the
previous
(
1995)
and
the
current
ICR
submission
is
due
entirely
to
budget
reductions
with
a
resulting
decrease
in
the
number
of
vehicles
to
test
in
the
EPA
contractor
operated
state
I/
M
Lane
and
at
the
contractor's
testing
facility.
Reductions
in
burden
to
the
Agency
has
also
occurred
because
of
increases
in
efficiencies
and
streamlining
that
the
Agency
have
developed
over
the
past
two
years
(
e.
g.
improved
database
design,
quality
controls/
quality
assurances,
standardizing
data
input
tables
and
test
processes
for
gathering
data
from
vehicle
test
programs.

6(
g)
BURDEN
STATEMENT
The
EPA
Emission
Inventory
Group,
through
contractors,
solicits
the
general
public
to
voluntarily
offer
their
vehicle
for
emissions
testing.
The
owner
is
also
asked
to
complete
a
multiple
choice
form
of
nine
questions
that
summarize
vehicle
usage.
There
are
two
methods
of
soliciting
the
general
public
for
participation
in
the
Emission
Factor
Program
(
EFP):

1.
Postal
cards
are
sent
to
a
random
selection
of
vehicle
owners
using
State
motor
vehicle
registration
lists.

2.
A
random
selection
of
motor
vehicle
owners
who
arrive
at
State
emission
inspection
stations
on
an
annual
or
biennial
schedule.

Information
from
the
EFP
provides
a
basis
for
developing
State
Implementation
Plans
(
SIPs),
Reasonable
Further
Progress
(
RFP)
reports,
attainment
status
assessments
for
the
National
Ambient
Air
Quality
Standards
(
NAAQS).

The
legislative
basis
for
the
Emission
Factor
Program
is
Section
103(
a)(
1)(
2)(
3)
of
the
Clean
Air
Act,
which
requires
the
Administrator
to:

"
conduct
*
*
*
research,
investigations,
experiments,
demonstrations,
surveys,
and
studies
relating
to
the
causes,
effects,
extent,
prevention,
and
control
of
air
pollution"
and
"
conduct
investigations
and
research
and
make
surveys
concerning
any
specific
problem
of
air
pollution
in
cooperation
with
any
air
pollution
control
agency
*
*
*"

EPA
uses
the
data
from
the
EFP
to
formulate
the
equations
of
the
computer
model
known
as
MOBILE,
which
calculates
the
contribution
of
mobile
source
emissions
to
ambient
air
pollution.
MOBILE
is
used
by
EPA,
state
and
local
air
pollution
agencies,
the
auto
industry,
and
other
parties
interested
in
estimating
mobile
source
emissions.

Public
reporting
burden
for
this
collection
of
information
is
estimated
to
average
10
minutes
per
response
for
a
contractor
laboratory
20
questionnaire
and
up
to
2
hours
per
response
for
a
post
card
questionnaire,
including
the
time
for
reviewing
instructions,
completing
the
questionnaire,
and
delivering
the
vehicle
for
testing.

Send
comments
regarding
this
burden
estimate
or
any
other
aspect
of
this
collection
of
information,
including
suggestions
for
reducing
the
burden,
to:
Chief,
Information
Policy
Branch,
PM­
223,
U.
S.
Environmental
Protection
Agency,
401
M
St.,
S.
W.,
Washington,
DC
20460;
and
the
Paperwork
Reduction
Project
(
OMB
#
2060­
0078),
Office
of
Information
and
Regulatory
Affairs,
Office
of
Information
and
Regulatory
Affairs,
Office
of
Management
and
Budget,
Washington,
D.
C.
20503.
21
PART
B
1.
SURVEY
OBJECTIVES,
KEY
VARIABLES,
AND
OTHER
PRELIMINARIES
1(
a)
Survey
Objectives
The
primary
objective
of
the
EFP
is
to
obtain
national
estimates
of
emissions
for
various
types
of
in­
use
highway
vehicles.
Other
EFP
objectives
are
listed
below:

N
Determine
the
effect
of
emission­
related
technology
on
emissions
(
ex.
determine
the
impact
of
fuel
injection
on
the
emissions
of
the
automobile
fleet).

N
Estimate
the
emission
levels
of
vehicles
as
they
accumulate
mileage
or
age.

N
Assess
the
emission
effects
of
various
vehicle
operating
conditions
(
ex.
fuel
used,
warm­
up
condition
of
engine,
speed,
etc.).

N
Estimate
the
emission
levels
of
vehicles
under
typical
ambient
conditions
(
ex.
ambient
temperature,
humidity,
etc.).

1(
b)
Key
Variables
The
key
variables
that
describe
vehicles
are:
vehicle
type,
emission
control
technology,
fuel
system,
and
age
or
mileage.

Vehicle
type
refers
to
the
categories
of
vehicle;
they
are
automobile,
truck,
or
motorcycle.
Emission
levels
vary
among
vehicle
types
due
to
the
vehicle
size,
emission
control
equipment,
and
usage.
The
EFP
generally
focused
on
automobiles
and
light
trucks
because
they
accounted
for
80
to
90
percent
of
the
vehicle
miles
traveled.
For
1998
and
in
the
future,
the
EFP
will
be
more
focused
on
trucks,
(
light,
medium
and
light
heavy
duty)
and
heavy
duty
vehicles.

The
fuel
system
is
another
important
determinant
of
the
level
of
vehicle
emissions.
Fuel
systems
include
diesel
and
gasoline
types.
Within
the
gasoline
fuel
systems,
the
three
major
categories
of
interest
are
carbureted,
throttle
body
fuel­
injected,
and
port
fuel­
injected
systems.

The
emission
levels
of
vehicles
also
depend
on
the
control
technology
of
the
vehicle.
Emission
control
technology
has
become
more
advanced
because
of
government
emission
regulations,
the
effort
to
improve
fuel
efficiency,
and
computer
improvements.

Vehicle
emissions
often
deteriorate
as
the
vehicle
ages
or
accumulates
mileage.
The
EFP
tests
a
given
vehicle
group
at
several
different
points
in
the
group's
lifetime
to
determine
the
effects
of
age/
mileage.

There
are
other
important
variables
that
influence
vehicle
emissions
that
are
not
characteristics
of
the
vehicles
themselves,
but
of
22
the
conditions
under
which
they
operate.
The
other
variables
that
the
EFP
is
concerned
with
are:
the
type
of
gasoline
used,
the
speed,
temperature,
and
humidity
under
which
the
vehicle
is
operated,
and
the
amount
of
engine
warm­
up.

1(
c)
Statistical
Approach
A
statistical
approach
was
chosen
for
the
Emission
Factor
Program
since
it
is
necessary
to
test
vehicles
to
measure
the
emission
levels.
Anecdotal
or
other
survey
types
do
not
provide
an
accurate
measure
of
emissions.
The
vehicles
sampled
in
the
EFP
represent
the
major
types
of
emission
control
systems
and
technologies.
The
vehicles
are
tested
under
a
variety
of
operating
conditions
to
estimate
emissions
that
reflect
in­
use
operation.

The
two
contractors
that
currently
work
on
different
aspects
of
the
Emissions
Factors
Program
are:

EG&
G
Automotive
Research
Solicit
vehicle
owners
and
2565
Plymouth
Road
administer
questionnaire
Ann
Arbor,
MI
48105
in
Ann
Arbor,
MI
Headquarters:
5404
Bandera
Road
San
Antonio,
TX
78238
Automotive
Testing
Laboratories
Solicit
vehicle
owners,
263
S.
Mulberry
St.
administer
questionnaire,
and
Mesa,
AZ
85202
perform
emission
tests
Headquarters:
In
Phoenix,
AZ
P.
O.
Box
289
East
Liberty,
OH
43319
A
third
contractor
(
IOCAD
Engineering
Services)
that
had
done
work
supporting
the
EFP
was
discontinued
in
March
1998
due
to
streamlining
of
the
EF
database.

1(
d)
Feasibility
N
Respondent
obstacles
­­
The
respondent
is
asked
to
complete
a
questionnaire
as
part
of
the
EFP.
The
questions
can
be
answered
by
recollection
without
reference
to
any
records
the
individual
may
keep
on
the
vehicle.

N
Sufficient
funding
­­
The
EFP
is
a
long­
standing
program
with
an
annual
budget
allocation.
The
level
of
funding
may
vary
from
year
to
year.
If
the
level
of
funding
is
less
than
anticipated
or
the
costs
of
the
program
exceed
expectation
in
a
given
year,
the
planned
testing
is
carried
over
into
the
following
year.

N
Timing
of
results
for
decision
making
­­
The
results
of
the
EFP
are
23
used
primarily
in
the
computer
models,
MOBILE.
The
MOBILE
models
are
usually
updated
every
three
to
five
years
with
the
EFP
data
that
has
been
accumulated.

2.
Survey
Design
2(
a)
Target
Population
and
Coverage
The
target
population
for
the
EFP
is
all
operating
highway
vehicles
of
a
certain
type,
say
light­
duty
trucks
(
LDTs)
or
heavy­
duty
trucks
(
HDTs).
The
particular
vehicle
type
that
is
of
interest
in
any
one
EFP
is
determined
by
need
in
MOBILE
and
vehicle
availability.
The
first
selection
criterion
for
vehicle
type
is
the
impact
on
the
total
emission
burden.
Motorcycles,
for
example,
only
account
for
one
percent
of
the
onroad
vehicle
travel
and
no
more
than
1.4
percent
of
the
pollutants
from
all
on­
road
vehicles.
Because
of
their
small
impact
it
is
not
cost
effective
to
test
more
motorcycles
and
MOBILE
motorcycle
emission
rates
are
based
on
EFP
samples
collected
previously.
The
second
reason
for
selecting
a
vehicle
type
for
the
EFP
is
to
obtain
data
on
vehicles
representing
a
new
technology
that
has
just
been
introduced.
Finally,
a
vehicle
type
may
be
selected
for
testing
if
it
represents
current
technology
at
an
age
or
mileage
that
is
older
than
tested
previously.
The
EFP
usually
focuses
on
automobiles
and
trucks.

The
population
coverage
is
restricted
to
no
more
than
three
metropolitan.

The
coverage
is
restricted
due
to
costs
and
the
availability
of
test
facilities.

2(
b)
Sample
Design
2(
b)(
i)
Sampling
frame
For
the
traditional
EFP,
the
sampling
frame
is
the
vehicle
registration
list
corresponding
to
zip
code
areas
within
a
50
mile
area
of
Ann
Arbor,
Michigan.
The
registration
list
is
obtained
from
the
State
motor
vehicle
department.
The
registration
list
is
updated
by
the
State
on
a
daily
basis.
The
EFP
obtains
registration
lists
only
once
per
year.
There
are
no
legal
restrictions
on
the
registration
lists
for
Michigan.

The
sampling
frame
is
the
inspection
lane
itself
for
the
other
form
of
EFP
solicitation.
Arrangements
were
made
with
the
states
where
the
I/
M
lanes
are
located
to
set
up
a
solicitation
process
in
an
established
inspection
location
in
each
state.
The
eligible
state
inspection
programs
are
designed
so
that
all
individuals
wishing
to
register
their
vehicles
for
operation
must
go
to
a
state­
run
inspection
at
a
centralized
location.

Although
no
confidentiality
restraints
were
put
on
EPA
by
the
states
involved,
EPA
does
not
release
any
personal
identification
information
about
the
vehicle
owners
who
participate
in
the
EFP.
24
2(
b)(
ii)
Sample
size
Exhibit
E
provides
a
tentative
list
of
vehicle
sample
sizes
expected
in
FY99.

2(
b)(
iii)
Stratification
variables
The
stratification
variables
in
the
Emission
Factor
Program
are
model
year
group
(
grouped
by
like
emission
standards),
fuel
system
type,
and
or
emission
control
system.
The
EPA
engine
family
designation
is
linked
to
each
of
these
variables.
So
engine
family
is
often
the
stratum
used
in
the
EFP.

Emission
level
category
is
an
additional
stratification
variable
used
at
the
inspection
lane
type
of
the
EFP.
A
short
emissions
test
is
performed
at
the
lane
that
categorizes
the
vehicle
into
one
of
two
emission
levels.
At
the
lane,
the
stratification
variables
are
emission
level,
model
year
group,
and
fuel
system
type.

2(
b)(
iv)
Sampling
method
Vehicle
owners
are
randomly
selected
from
the
inspection
lane
in
each
of
the
two
emission­
level
categories.

Probability
sampling
in
proportion
to
vehicle
sales
is
used
in
selecting
vehicle
owners
from
the
registration
lists.

2(
b)(
v)
Multi­
stage
Sampling
Multi­
stage
sampling
is
not
used
in
the
EFP.

2(
c)
Precision
Requirements
2(
c)(
i)
Precision
targets
The
objective
of
the
survey
design
is
to
characterize
emissions
for
particular
technology
types
at
specific
mileage
intervals:
for
example,
1993
model
year
passenger
vehicles
with
fuel­
injected
systems
that
have
accumulated
more
than
66,000
miles.
The
total
sample
is
determined
by
the
following
formula:

N
=
\|
f((
t
x
cv)
2,
p2)
Where:
N
=
required
number
of
vehicles
for
testing
t
=
the
value
of
t
distribution
at
95%
confidence
level
p
=
the
precision
desired,
generally
±
15­
20%
cv
=
coefficient
of
variation
determined
from
other
test
programs.
(
The
largest
cv
among
the
three
pollutants
HC,
CO,
NO
x
is
used
to
size
sample.)
25
This
formula
produces
the
number
of
vehicles
that
must
be
tested
in
order
to
provide
emission
data
at
a
satisfactory
degree
of
accuracy
for
each
pollutant
of
interest.
The
testing
program
follows
a
multi­
year
strategy;
each
year's
testing
results
are
aggregated
with
those
of
previous
years
to
produce
the
most
accurate
and
reliable
picture
of
vehicle
emissions
performance.
Testing
is
targeted
at
pollutants
and
vehicle
classes
characterized
by
the
highest
statistical
variability
in
order
to
reduce
the
errors
in
the
measurements.

As
an
example
of
this
cumulative
multi­
year
process,
the
following
table
summarizes
precision
estimates
for
the
emissions
of
carbon
monoxide
for
1993
fuel
injected
vehicles.
Carbon
monoxide
is
the
pollutant
with
the
greatest
variability.
Testing
of
these
vehicles
was
performed
during
1994­
98.
___________________________________________________________________________

Cumulative
Precision
in
Emission
Factors
Sample
of
Fuel
Injected
1997
Models
(
as
tested
in
programs
funded
in
Fiscal
Years
1997
through
1998)

FY
0­
50K
Miles
50­
100K
Miles
>
100K
Miles
To
Be
Program
N
Precision(%)*
N
Precision(%)*
N
Precision(%)*
Procured
97­
98
34
±
18
2
±
75
0
­­­
15
97­
99
40
±
17
20
±
24
2
±
75
26
97­
00
46
±
16
30
±
19
10
±
34
24
97­
01
49
±
15
35
±
18
20
±
24
18
97­
02
53
±
15
40
±
17
20
±
24
9
Based
on
the
cv
of
1997
cars
for
NOx
*
at
95
percent
confidence
level
______________________________________________________________________

*****
The
sampling
of
fuel
injected
vehicles
is
an
example
of
the
special
efforts
required
to
represent
future
technology.
Fuel
injected
vehicles
were
estimated
to
represent
98%
of
the
1991
model
year
vehicle
sales.
However,
the
sales
of
fuel
injected
vehicles
in
the
past
few
years
are
less
than
10%
in
1980
and
about
80%
in
1988.
Obviously,
new
models
of
fuel
injected
vehicles
are
being
added
each
model
year.
The
problem
is
to
obtain
as
representative
mix
of
models
for
the
future
as
is
possible
when
the
fleet
is
still
in
the
process
of
converting
to
fuel
injection.
The
current
EFP
approach
is
to
sample
each
engine
model
of
fuel
injected
vehicles
in
proportion
to
its
projected
1988
sales
(
the
latest
year
for
which
projections
exist).
In
each
calendar
year,
new
models
of
fuel
injected
engines
are
sampled.
This
type
of
sampling
may
result
in
a
larger
overall
sample
size
then
sampling
one
time
in,
say,
1990.
However,
MOBILE
emission
projections
are
sensitive
to
the
fuel
injection
models
and
current
projections
are
certainly
more
accurate
with
our
best
estimate
of
fuel
injection
emissions
than
they
would
be
if
we
waited
for
the
fuel
injection
fleet
to
stabilize.
26
2(
c)(
ii)
Non­
sampling
Error
Unusual
problems
requiring
special
sampling
­
MOBILE
is
most
often
used
to
predict
future
emission
estimates
for
the
mobile
source
fleet.
Therefore,
special
efforts
are
required
to
sample
vehicles
representing
future
technology
as
well
as
vehicles
representing
current
technology
as
they
deteriorate
or
age.
For
the
latter
situation,
special
sampling
of
advanced
mileage
vehicles
is
performed.
These
vehicles
are
solicited
based
on
the
criterion
that
they
have
higher
mileage
than
is
normally
accumulated
by
vehicles
of
similar
vintage.

Other
potential
biases
were
discussed
previously
in
Part
A,
Section
5(
b).

2(
d)
Questionnaire
Design
The
questionnaire
is
attached
as
Exhibit
A.
Questionnaire
information
is
not
used
directly
to
characterize
emission
levels.
Questionnaire
responses
help
to
confirm
the
emission
measurements
made
on
the
vehicle.
The
purpose
of
these
questions
is
to
verify
the
under­
hood
inspection
results
and
to
support
the
measured
emission
levels
from
the
vehicle.

Three
types
questions
are
on
the
form:
1)
age
and
mileage
of
the
vehicle,
2)
the
number
and
type
of
trips,
and
3)
the
condition
of
the
vehicle's
emission
control
system.

Questions
regarding
age
and
mileage
are
used
to
verify
the
observed
odometer
reading.
These
questions
help
ensure
the
accuracy
of
EPA's
estimate
of
mileage
effects
on
emissions.

Questions
about
the
type
and
number
of
trips
are
used
to
interpret
the
condition
of
the
vehicle
evaporative
control
system.
The
remaining
questions
provide
information
about
the
other
emission
controls.

3.
PRETESTS
AND
PILOT
TESTS
The
FY93
questionnaire
shall
be
used
for
the
FY96­
FY99
period.
The
FY93
questionnaire
is
a
streamlined
version
of
the
questionnaire
used
in
the
past
18
years.
Extensive
questionnaire
testing
and
revisions
have
been
in
process
since
1997.

The
questionnaire
is
multiple
choice
questions
with
a
few
fillin
the­
blanks.
The
questions
were
put
in
multiple
choice
style
so
that
EPA
could
obtain
the
answer
in
the
preferred
form
or
ranges.

EPA
has
eliminated
many
questions
that
have
not
been
found
to
be
useful.
The
questionnaire
now
consists
of
only
nine
questions.
Some
questions
have
been
rewritten
to
be
more
understandable.
27
4.
COLLECTION
METHODS
AND
FOLLOW­
UP
4(
a)
Collection
Methods
There
are
two
types
of
collection
in
the
EFP.
The
first
is
the
questionnaire
information.
The
questionnaire
usually
is
administered
through
an
interview.
The
interviewers
are
instructed
by
EPA
personnel
on
what
prompting
questions
are
appropriate.
No
other
interviewer
training
is
required
since
the
questionnaire
is
not
the
primary
survey
instrument.

The
other
type
of
collection
in
the
EFP
is
the
emission
measurements
that
are
conducted
in
a
laboratory.
Those
measurements
are
needed
to
accurately
characterize
the
emission
levels
of
each
vehicle.

4(
b)
Survey
Response
and
Follow­
Up
The
target
response
rates
for
the
historical
EFP
is
25
percent.
The
response
rate
is
illustrated
by
the
typical
example
given
below.
This
example
is
based
on
a
sample
of
1988
Chrysler
automobiles
tested
in
during
FY90
in
Ann
Arbor,
Michigan:

1.
Ultimate
tested
sample
size
­
6
vehicles
2.
Size
of
mailing
­
46
names
3.
Estimated
participation
rate
­
23
percent
(
8
interested
/
35
who
still
live
in
the
area
and
who
still
own
the
vehicles).
Response
Number
a.
Interested
8
b.
Not
Interested
19
c.
No
longer
own
vehicles
9
d.
No
longer
live
in
area
2
e.
Unable
to
deliver
2
f.
No
response
6
46
In
the
1980s,
a
concern
had
been
raised
about
the
Emission
Factor
Program
regarding
the
historically
low
response
and
participation
rate
by
vehicle
owners.
This
hesitancy
to
participate
by
vehicle
owners
is
largely
understandable,
since
the
request
to
borrow
a
vehicle
for
several
weeks
is
far
from
trivial.
There
has
been
intensive
analysis
of
this
issue
by
the
University
of
Michigan's
Survey
Research
Center
in
the
early
1980s
and
by
a
focus
interview/
survey
conducted
early
this
year.
To
maximize
response
rates,
a
follow­
up
mailing
and
phone
call
to
the
owner
is
made,
the
owner
is
provided
with
a
new
model
loaner
vehicle
and
a
small
monetary
incentive,
and
the
owner's
vehicle
can
be
picked
up
and/
or
delivered
by
the
EPA
contractor.
Further
activities
will
be
tried
to
improve
the
solicitation
materials
and
promote
the
program
in
the
Ann
Arbor
area.
28
The
participation
rate
in
the
EFP
for
vehicle
owners
who
are
solicited
from
the
Hammond
inspection
lane
is
much
greater
than
the
rate
in
the
traditional
EFP.
The
participation
rate
in
Hammond
is
discussed
in
section
5(
b)
of
Part
A.

There
are
probably
many
reasons
that
the
participation
rate
is
higher
in
this
type
of
EFP.
Some
of
the
reasons
may
be:
personal
contact
between
the
EPA
representative
and
the
vehicle
owner;
the
owner
can
observe
an
emissions
test
that
is
similar
to
those
his/
her
vehicle
would
be
subject
to;
the
specific
loaner
vehicle
that
the
owner
will
receive
is
available
for
immediate
examination;
if
the
vehicle
fails
the
State
inspection,
EPA
agrees
to
fix
the
vehicle.

5.
ANALYZING
AND
REPORTING
SURVEY
RESULTS
5(
a)
Data
Preparation
The
accuracy
of
the
emission
rates
are
ensured
by
adherence
to
standard
test
procedures.
The
procedures
for
several
of
the
tests
(
e.
g.,
Federal
Test
Procedure
and
Highway
Fuel
Economy
Test)
were
developed
as
part
of
various
regulations
and
were
therefore
subject
to
intensive
review
by
both
EPA
and
the
regulated
industry.
All
the
test
procedures
utilized
in
the
EFP
are
described
in
the
test
procedure
manuals
maintained
by
the
Testing
Services
Division.
The
specific
procedures
applicable
to
the
EFP
are
referenced
in
the
April
3,
1987
memo,
"
Revised
Memo
of
Understanding
­
EF
Test
Procedures."

The
data
for
the
EFP
are
entered
into
the
computer
data
base
in
several
ways.
First,
the
questionnaire
and
some
basic
vehicle
identification
information
is
coded
on
data
forms.
This
information
is
keyed
into
a
computer
file
through
a
keypunch
emulator
that
requires
keying
verification.
The
emissions
data
are
entered
in
a
variety
of
ways,
depending
upon
the
capabilities
of
the
test
facility
supplying
the
data.
Most
of
the
emissions
data
collected
at
the
Ann
Arbor
test
facility
is
transmitted
directly
from
the
measurement
equipment
to
the
computer
files.
Most
of
the
emissions
data
provided
by
contractors
is
coded
on
data
forms
or
floppy
disks
and
transmitted
to
EPA.

An
in­
house
contractor
provided
data
entry
and
review
for
EPA
up
until
March
1998
(
the
contract
was
not
renewed).
The
quality
control
measures
provided
by
this
contractor
are
outlined
in
the
quality
assurance
plan:
Centralized
Processing
of
In­
Use
Vehicle
Emissions
Data,
September
1990.

All
aspects
of
quality
control
other
than
data
entry
and
final
review
are
governed
by
the
quality
assurance
plans
referred
to
in
Part
A,
Section
4(
b).

5(
b)
Data
Analysis
29
Generally
the
basic
emission
rates
are
estimated
by
linear
or
piecewise
linear
regression
of
emissions
(
dependent
variable)
versus
vehicle
mileage
(
independent
variable)
using
all
the
data
collected
in
past
EFPs
pertaining
to
a
given
vehicle
type.

The
basic
emission
rates
provide
estimates
for
average
urban
summer
conditions
for
ambient
temperature
and
vehicle
speed.
The
MOBILE
user
needs
to
predict
emissions
at
other
than
these
average
test
conditions.
EFP
data
are
also
used
to
estimate
correction
factors
for
nonstandard
test
conditions.
Again
in
this
situation,
least
squares
regression
procedures
are
used
to
determine
the
prediction
equation
for
emissions
(
dependent
variable)
as
a
function
of
ambient
temperature
or
average
speed
(
independent
variables).
The
regression
equation
is
then
normalized
to
the
average
urban
summer
conditions
to
apply
as
a
correction
factor
to
the
basic
emission
rate
equation.

5(
c)
Data
Reporting
The
EFP
emission
results
on
an
individual
vehicle
are
made
available
to
the
vehicle
owner
upon
request.
All
the
data
recorded
on
the
EFP
data
base
is
available
upon
request
on
CD­
ROM
eventually
it
will
be
available
from
the
EPA
Internet
website.

The
EFP
data
are
analyzed
and
used
in
a
series
of
computer
models,
the
MOBILE
models.
The
documentation
of
MOBILE
is
a
supplement
to
a
series
of
reports
known
as
AP42.
The
last
formal
update
to
AP42
(
Supplement
A
to
the
Compilation
of
Air
Pollutant
Emission
Factors
­­
Volume
II:
Mobile
Sources)
was
published
January
1991.
Portions
of
this
supplement
(
Appendices
G,
H,
I,
J
and
K)
have
been
updated
since
that
time
are
available
on
the
EPA
Web
Site
(
www.
epa.
gov).
EPA
is
in
the
process
of
updating
the
MOBILE
model
itself
and
technical
reports
relevant
to
the
analysis
are
posted
on
the
EPA
Website
for
stakeholder
review.
Public
MOBILE
workshops
were
held
in
March
and
October
1997.
Completion
of
the
updated
MOBILE
model
is
expected
in
fiscal
year
2000.
30
Exhibit
A
31
Exhibit
B
32
Exhibit
C
33
Exhibit
D
34
Exhibit
E
Tentative
Test
Targets
for
FY99
and
Beyond
EFP
Number
of
Vehicle
Type
Vehicles
1.
Tier
1
(
MY1994+)
Vehicles
150
­
250
2.
Pre
Tier
1
(
MY1985
­
1994)
Vehicles
50
­
150
3.
MY1996+
OBDII
Vehicle
Failures
50
­
100
4.
MY1996+
OBDII
Vehicle
Failure
Checks
1000
5.
1988­
1998
Vehicles
­­
Evaporative
Emissions
60
6.
1990­
1998
Vehicles
­­
Resting
Losses
20
7.
1986­
1998
Vehicles
­­
Off
Cycle
Emissions
60
(
e.
g.
Air
conditioning,
load)

8.
1989­
1998
Vehicles
­­
Fuel
Sulfur
Emissions
60
9.
Alternate
Fuels
Testing
20
10.
1990­
98
Vehicles
­­
Real­
Time
Exhaust
Measurements
50
11.
1990­
1998
Vehicles
­­
High
Speed
50
12.
Nitrous
Oxide
Exhaust
Emissions
50
Total
Number
of
Vehicles
1620
­
1870
Rationale
for
Vehicle
Type
Selection:

The
general
rationale
for
selecting
these
vehicles
is
described
in
Section
1
in
Part
B.

Items
1.
The
testing
of
newer
models
of
Tier
1
exhaust
emission
vehicles
is
required
to
round
out
the
current
sample
of
this
type
of
vehicle.
The
newer
models
will
better
represent
the
future
in
terms
of
engine
and
manufacturer
mix.

Item
2.
The
testing
of
older,
aged
vehicles
is
required
to
round
out
the
current
sample
of
this
type
of
vehicles.
The
newer
models
will
better
represent
the
future
in
terms
of
engine
and
manufacturer
mix.
35
Items
3
and
4.
The
testing
of
newer
models
that
contain
new
onboard
diagnostic
warning
lights
are
required
to
determine
the
effectiveness
of
the
program
and
quantify
emissions.

Items
5
and
6:
The
testing
of
old
and
new
vehicles
on
evaporative
emissions
including
running
losses
is
required
to
round
out
the
current
sample
of
this
type
of
vehicles.
The
newer
models
will
better
represent
the
future
in
terms
of
engine
and
manufacturer
mix.

Item
7:
The
testing
of
off
cycle
emissions
(
e.
g.
air
conditioning,
and
loads,
etc.)
is
required
to
assess
the
emission
impact
on
the
mobile
source
inventory.
The
newer
models
will
better
represent
the
future
in
terms
of
engine
and
manufacturer
mix.

Item
8:
The
testing
of
fuel
sulfur
effects
on
new
technology
vehicles
is
off
cycle
emissions
(
e.
g.
air
conditioning,
and
loads,
etc.)
is
required
to
assess
the
emission
impact
on
the
mobile
source
inventory.

Item
9:
The
testing
of
alternative
fueled
vehicles
(
newer
technology)
is
required
to
assess
the
emission
impact
on
the
mobile
source
inventory.

Item
10:
The
real­
time
testing
(
versus
dynamometer
testing)
of
vehicles
is
required
to
assess
actually
driving
conditions
on
emissions.

Item
11:
Increases
in
the
speed
limit
requires
an
assessment
of
driving
cycles
to
assure
that
this
driving
condition
is
represented
in
the
driving
cycles.

Item
12:
The
testing
of
vehicles
is
required
to
assess
and
quantify
the
contributions
of
nitrous
oxide
(
greenhouse
gas)
from
mobile
sources.
