Costs, emissions reductions, and vehicle repair: evidence from Arizona

The Arizona inspection and maintenance (I/M) program provides one of the first opportunities to examine the costs and effectiveness of vehicle emission repair. This paper examines various aspects of emission reductions, fuel economy improvements, and repair costs, drawing data from over 80,000 vehicles that failed the I/M test in Arizona between 1995 and the first half of 1996. We summarize the wealth of data on repair from the Arizona program and highlight its limitations. Because missing or incomplete cost information has been a serious shortcoming for the evaluation of I/M programs, we develop a method for estimating repair costs when they are not reported. We find surprising evidence that almost one quarter of all vehicles that take the I/M test are never observed to pass the test. Using a statistical analysis, we provide some information about the differences between the vehicles that pass and those that do not. Older, more polluting vehicles are much more likely never to pass the I/M test, and their expected repair costs are much higher than those for newer cars. This paper summarizes the evidence on costs and emission reductions in the Arizona program, comparing costs and emissions reductions between cars and trucks. Finally, we examine the potential for more cost-effective repair, first through an analysis of tightening I/M cut points and then by calculating the cost savings of achieving different emission reduction goals when the most cost-effective repairs are made first.     

Review of light-duty diesel and heavy-duty diesel gasoline inspection programs

Emissions from diesel vehicles and gas-powered heavy-duty vehicles are becoming a new focus of many inspection and maintenance (I/M) programs. Diesel particulate matter (PM) is increasingly becoming more recognized as an important health concern, while at the same time, the public awareness of diesel PM emissions because of their visibility have combined to increase the focus on diesel emissions in the United States. This has resulted in an increased interest by some states in including heavy-duty vehicle testing in their I/M program. This paper provides an overview of existing I/M programs focused on testing light-duty diesel vehicles, heavy-duty diesel vehicles, and heavy-duty gasoline vehicles (HDGVs). Information on 39 I/M programs in 27 different states in the United States plus 9 international inspection programs is included. Information on the status of diesel emissions technology and current test procedures is also presented. The goal is to provide useful information for air quality managers as they work to decide whether such I/M programs would be worth pursuing in their respective areas and in evaluating the emissions measurement technology to be used in the program. Testing of HDGVs is generally limited to idle testing, because dynamometer testing of these vehicles is not practical, and most were not certified on a chassis basis. Testing of diesel vehicles has mostly been limited to SAE J1667 "snap-idle" opacity testing. Cost-effective technology for measuring diesel emissions currently does not exist, and, therefore, opacity-type measurements, although not effective at reducing the pollutants of most significant health concern, will continue to be used.     

Costs,Emissions Reductions,and Vehicle Repair: Evidence from Arizona

ABSTRACT

The Arizona inspection and maintenance (I/M) program provides one of the first opportunities to examine the costs and effectiveness of vehicle emission repair. This paper examines various aspects of emission reductions, fuel economy improvements, and repair costs, drawing data from over 80,000 vehicles that failed the I/M test in Arizona between 1995 and the first half of 1996. We summarize the wealth of data on repair from the Arizona program and highlight its limitations. Because missing or incomplete cost information has been a serious shortcoming for the evaluation of I/M programs, we develop a method for estimating repair costs when they are not reported. We find surprising evidence that almost one quarter of all vehicles that take the I/M test are never observed to pass the test. Using a statistical analysis, we provide some information about the differences between the vehicles that pass and those that do not. Older, more polluting vehicles are much more likely never to pass the I/M test, and their expected repair costs are much higher than those for newer cars.

This paper summarizes the evidence on costs and emission reductions in the Arizona program, comparing costs and emissions reductions between cars and trucks. Finally, we examine the potential for more cost-effective repair, first through an analysis of tightening I/M cut points and then by calculating the cost savings of achieving different emission reduction goals when the most cost-effective repairs are made first.     

Review of Light-Duty Diesel and Heavy-Duty Diesel Gasoline Inspection Programs

Abstract

Emissions from diesel vehicles and gas-powered heavyduty vehicles are becoming a new focus of many inspection and maintenance (I/M) programs. Diesel particulate matter (PM) is increasingly becoming more recognized as an important health concern, while at the same time, the public awareness of diesel PM emissions because of their visibility have combined to increase the focus on diesel emissions in the United States. This has resulted in an increased interest by some states in including heavy-duty vehicle testing in their I/M program.

This paper provides an overview of existing I/M programs focused on testing light-duty diesel vehicles, heavyduty diesel vehicles, and heavy-duty gasoline vehicles (HDGVs). Information on 39 I/M programs in 27 different states in the United States plus 9 international inspection programs is included. Information on the status of diesel emissions technology and current test procedures is also presented. The goal is to provide useful information for air quality managers as they work to decide whether such I/M programs would be worth pursuing in their respective areas and in evaluating the emissions measurement technology to be used in the program. Testing of HDGVs is generally limited to idle testing, because dynamometer testing of these vehicles is not practical, and most were not certified on a chassis basis.

Testing of diesel vehicles has mostly been limited to SAE J1667 “snap-idle” opacity testing. Cost-effective technology for measuring diesel emissions currently does not exist, and, therefore, opacity-type measurements, although not effective at reducing the pollutants of most significant health concern, will continue to be used.     

Real-world vehicle emissions: a summary of the Ninth Coordinating Research Council On-Road Vehicle Emissions Workshop

In April 1999, the Coordinating Research Council sponsored a workshop focusing on our understanding of real-world emissions from motor vehicles. This summary presents the latest information on in-use light- and heavy-duty vehicle tailpipe and evaporative emissions, the effects of fuels on emissions, field programs designed to understand the contribution of mobile sources to emission inventories, efforts to evaluate and improve mobile source emission models, progress of vehicle inspection/maintenance programs, and topics for future research. While significant progress has been made in understanding in-use vehicle emissions, further improvements are necessary. Moreover, the impact of current and future changes in emission control technologies and control programs will have to be monitored for effectiveness and incorporated into the emission factor models.     

Inspection and Maintenance for Reducing Automobile Emissions

EPA has recently evaluated several inspection and maintenance approaches for in-use vehicles that are potentially applicable to pre-1975 automobiles. The results of this evaluation are described and used to estimate the effecliveness and cost of inspection/maintenance for reducing total automobile emissions through 1985. It is estimated that inspection/maintenance programs for pre-1975 automobiles may be capable of achieving eight and ten percent reductions in total automobile emissions of HC and CO respectively until 1980 and two to three percent reductions in 1985. The need for inspection of automobiles of model year 1975 and later, and the potential applicability of present short-duration inspection procedures to these vehicles, are also discussed.     

Comment on “Mortality and Air Pollution: Revisited”

Abstract

Test-to-test variability has been observed by many current testing methods, including the Federal Test Procedure, the IM240 dynamometer test, the idle test common to many Inspection and Maintenance programs, and on-road remote sensing. The variability is attributable to the vehicle, not to the testing procedure. Because the vehicles are the dominant source of variability, the only way such vehicles can be reliably identified is through the use of multiple tests. The emissions variability increases with increasing average emissions, and it appears to be prevalent among the few newer technology vehicles with defective, but untampered, closed-loop emissions control systems (1981 and newer models). In one fleet the variable emitters constitute 2.2% to 4.8% of the vehicles and contribute 8.5% to 22% of the total carbon monoxide emissions. Scheduled I/M programs that fail to ensure repair of these vehicles allow a significant portion of vehicles with excess emissions to escape reduction measures.     

New Jersey Repair Project: Tune-Up at Idle

Idle hydrocarbon and carbon monoxide measurements have been made on over 2500 cars at a New Jersey Inspection Station. These studies have shown that the idle test can be integrated into the present periodic motor vehicle inspection system with a minimum cost, testing time, and ease of operation.

Instrumentation at a low cost has recently become available, test procedures have been developed and potential emission reductions have been demonstrated for idle testing. High emissions indicate a car malfunction and the need for a tune-up. Effective low cost tune-ups can be made with exhaust instrumentation and garage training.

In the New Jersey REPAIR Project, preliminary idle cut-off levels were selected at 6% carbon monoxide and 1000 ppm hydrocarbon for pre-68 cars, 4% and 500 ppm for 1968–69 cars, and 3% and 300 ppm for later years. Volunteered vehicles which exceeded these levels were further tested at the New Jersey laboratory. Federal hot cycles, ACID mass cycles, Key Mode, and Idle tests were conducted before and after maintenance.

At idle, uncontrolled pre-1968 vehicles had an average reduction from 8.2 to 3.3% carbon monoxide and 2153 to 459 ppm hydrocarbons as hexane. Average mass reductions from the ACID-cycle were 45 g/mi CO and 6.3 g/mi hydrocarbons. Carbon monoxide idle reductions obtained for emission controlled 1968, 1969, and 1970 cars were about equal to those obtained for the pre-emission controlled vehicles, but hydrocarbon reductions were lower. Reductions obtained in federal hot cycles were from 4.1 to 2.1% CO and 1418 to 580 ppm hydrocarbons for pre-1968 cars, and 2.6 to 0.7% and 502 to 308 ppm for 1968–1969 cars.

Idle adjustments lower emissions in the idle, deceleration, and cruise modes up to 30 mph, thus urban driving areas should show the greatest reduction. Total motor vehicle emission reduction in New Jersey would be about 920,000 ton/yr of CO and 101,000 ton/yr of hydrocarbon; a 20 and 32% reduction.     

Real-World Vehicle Emissions: A Summary of the Ninth Coordinating Research Council On-Road Vehicle Emissions Workshop

ABSTRACT

In April 1999, the Coordinating Research Council sponsored a workshop focusing on our understanding of real-world emissions from motor vehicles. This summary presents the latest information on in-use light- and heavy-duty vehicle tailpipe and evaporative emissions, the effects of fuels on emissions, field programs designed to understand the contribution of mobile sources to emission inventories, efforts to evaluate and improve mobile source emission models, progress of vehicle inspection/ maintenance programs, and topics for future research. While significant progress has been made in understanding in-use vehicle emissions, further improvements are necessary. Moreover, the impact of current and future changes in emission control technologies and control programs will have to be monitored for effectiveness and incorporated into the emission factor models.     

Volatile organic profiles and photochemical potentials from motorcycle engine exhaust

This study surveyed emissions from 2- and 4-stroke new and in-use motorcycles. Emission tests were carried out on a dynamometer following the designated test procedure of the Economic Commission for Europe (ECE). Samples were derived during various driving stages, which included idle, acceleration, 30 km/hr cruise, 50 km/hr cruise, and deceleration. All test motorcycles (10 new and 15 in-use) complied with Taiwan Environmental Protection Administration's Phase III Motorcycle Emission Standards. The dominant volatile organic carbon (VOC) species were isopentane (53 and 295 mg/km, 2- and 4-stroke, respectively), 2-methylpentane (75 and 83 mg/km), 3-methylpentane (34 and 66 mg/km), and toluene (30 and 100 mg/km). The VOC emission factors for the 2-/4-stroke motorcycles were 311/344 (new) and 1479/433 (in-use) mg/km, respectively. In addition, the dominant carbonyl species for the new and in-use motorcycles were formaldehyde (0.4 and 0.7 mg/km, respectively), acetaldehyde (0.6 and 1.2 mg/km), and acetone (0.5 and 0.7 mg/km). The carbonyl compound emission factors for the 2- and 4-stroke motorcycles were 3.2/3.1 (new) and 5.3/4.6 (in-use) mg/km, respectively. The ozone formation potentials, based on an ECE test cycle, show that the values from the in-use motorcycles were higher than those from the new motorcycles. The dominant VOC species for the ozone formation potential were propylene (65 and 502 mg-O3/km, respectively), isopentane (98 and 501 mg-O3/km), 2-methylpentane (152 and 167 mg-O3/ km), 3-methylpentane (79 and 253 mg-O3/km), and toluene (127 and 398 mg-O3/km). Further, the dominant carbonyl species were formaldehyde (4.1 and 6.2 mg-O3/ km, new and in-use, respectively) and acetaldehyde (4.8 and 9 mg-O3/km).     

Long-Term Efficiency of Catalytic Converters Operating in Mexico City

ABSTRACT

A 1999 ordinance by the Government of Mexico City bans 1993 model-year vehicles from on-road operation if their catalytic converters are not replaced with new ones. To validate the benefits of this action, we examined three issues related to exhaust emissions of vehicles equipped with catalytic converters. After selecting representative fleets of in-use vehicles, a comparison between emissions and catalyst efficiency in cars with two categories of exhaust emission limits was carried out. For that purpose, two fleets were selected, each made up of 10 vehicles run under similar conditions. A third, larger fleet with emissions control systems was used to evaluate and simulate real-world conditions of vehicles in a controlled laboratory. Finally, the aging effect on the catalytic converter was studied on vehicles run for 100,000 km, replacing their old emission control devices for new ones.

The 1991-1992 model-year vehicles showed a high percentage of compliance with the corresponding emissions standard (90%) in comparison with 1993 model-year and later vehicles (Tier 0). However, NO_x emissions were higher for the newer vehicles. Fifty percent of the 1991-1992 model-year vehicles evaluated under the official inspection/maintenance (I/M) procedure did not meet the regulated emissions standard when the results were compared with those of the U.S. Federal Test Procedure     

Prospects of inspection and maintenance of two-wheelers in India.

Two-wheeler vehicles in Delhi, India--roughly 70% of the total vehicle fleet--are responsible for a significant portion of the city's vehicle emissions and petroleum consumption. An inspection and maintenance (I/M) program that ensures vehicle emission control systems are well maintained can complement other emission reduction strategies. This paper presents the initial findings of extensive data collected on vehicle characteristics and emissions for two-wheeler vehicles operating in Delhi in a series of I/M camps conducted by the Society of Indian Automobile Manufacturers and various partners in late 1999. The analysis shows idle HC and CO emissions [measured in terms of parts per million (ppm) and volume % (vol %), respectively] in a slow declining trend with subsequent model years, reflecting tighter emission standards and more advanced emission technologies. The I/M benefits--3 vol % and 39% reduction in idle and mass CO, respectively; 40 vol % and 22% reduction in idle and mass HC, respectively; and a 10-20% increase in fuel efficiency--were higher than those reported in the literature. Although these benefits are substantial, any implementation strategy needs to consider cost-effectiveness. In the present study, only 10% of vehicles--contributing 22% of the total vehicle emissions--failed the idle CO standard. Fleet emissions data variability necessitates a large sample size to develop a baseline for the vehicle fleet, but a smaller, scientifically designed sample and better data collection quality could periodically track the benefits at future camps.     

Long-term efficiency of catalytic converters operating in Mexico City

A 1999 ordinance by the Government of Mexico City bans 1993 model-year vehicles from on-road operation if their catalytic converters are not replaced with new ones. To validate the benefits of this action, we examined three issues related to exhaust emissions of vehicles equipped with catalytic converters. After selecting representative fleets of in-use vehicles, a comparison between emissions and catalyst efficiency in cars with two categories of exhaust emission limits was carried out. For that purpose, two fleets were selected, each made up of 10 vehicles run under similar conditions. A third, larger fleet with emissions control systems was used to evaluate and simulate real-world conditions of vehicles in a controlled laboratory. Finally, the aging effect on the catalytic converter was studied on vehicles run for 100,000 km, replacing their old emission control devices for new ones. The 1991-1992 model-year vehicles showed a high percentage of compliance with the corresponding emissions standard (90%) in comparison with 1993 model-year and later vehicles (Tier 0). However, NOx emissions were higher for the newer vehicles. Fifty percent of the 1991-1992 model-year vehicles evaluated under the official inspection/maintenance (I/M) procedure did not meet the regulated emissions standard when the results were compared with those of the U.S. Federal Test Procedure FTP-75. Our results suggest that the replacement of old catalytic converters with new ones will have little effect on decreasing polluting emissions because these vehicles were in very bad mechanical condition. Results of catalytic activity as a function of mileage indicated inefficient catalyst performance for the fleets tested. All pollutant conversions were below 90% efficiency, and they deteriorated by an average of 30% after the vehicles were run for 100,000 km.     

A Multipurpose Flare Stack for Control of Chemical Process Wastes

Abstract

To test the effectiveness of California’s vehicle inspection/ maintenance (I/M) program, exclusive of vehicle-owner intervention, a fleet of more than 1,100 vehicles that previously had failed California’s Smog Check test were sent to randomly selected Smog Check stations in the Los Angeles area for covert inspections and repairs. The two-speed idle test was used for repairs. For those vehicles that were repaired at the first inspection, their FTP emission reductions were 25%, 14%, and 11% for hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NO_x), respectively, although emissions testing for NO_x was not performed at the Smog Check stations. Idle HC and CO emissions increased for 35% and 43% of the vehicles, respectively, after repairs. This data set shows that most vehicles that fail the Smog Check inspection are only marginal emitters, with 61% and 44% of the total potential for HC and CO emission reductions, respectively, coming from only 10% of the vehicles that currently fail the inspection. When the vehicles were rank-ordered by idle emissions from dirtiest to cleanest, emission reduction costs for the highest-emitting 10% of the fleet averaged $l,100/ton and $250/ton for HC and CO, respectively, attributing all the costs to each pollutant exclusively. For the remaining vehicles, costs increased dramatically.     

Gaseous Emissions from Vehicles in a Traffic Tunnel in Vancouver,British Columbia

ABSTRACT

In August 1995, measurements of CO, NO_x, speciated nonmethane hydrocarbons (NMHC), and CO₂ were made in Vancouver's Cassiar Connector, a 730-m-long level-grade highway traffic tunnel. Two characteristics of the Vancouver setting are the presence of many propane vehicles and a mandatory inspection and maintenance (I/M) program. Although the driving conditions and vehicle fleets are otherwise outwardly similar to those of recent Tuscarora-tunnel studies, CO/NO ratios at the Cassiar Connector are significantly lower than those measured at Tuscarora. The Cassiar measurements are consistent with the MOBILE5A mobile emissions model predictions. The Canadian version of MOBILE5A—known as MOBILE5C—gives nearly identical results, indicating that differences in Canadian and U.S. emission standards cannot explain differences between Cassiar and U.S. tunnels. Considering the modeling results as well as measured ethene/acetylene ratios indicative of noncatalyst vehicles, it appears that vehicle deterioration remains the major issue in in-use vehicle emissions—even in Vancouver, where there is a mandatory loaded-mode I/M program.     

Extractive Sampling and Optical Remote Sensing of F100 Aircraft Engine Emissions

Abstract

The Strategic Environmental Research and Development Program (SERDP) has initiated several programs to develop and evaluate techniques to characterize emissions from military aircraft to meet increasingly stringent regulatory requirements. This paper describes the results of a recent field study using extractive and optical remote sensing (ORS) techniques to measure emissions from six F-15 fighter aircraft. Testing was performed between November 14 and 16, 2006 on the trim-pad facility at Tyndall Air Force Base in Panama City, FL. Measurements were made on eight different F100 engines, and the engines were tested on-wing of in-use aircraft. A total of 39 test runs were performed at engine power levels that ranged from idle to military power. The approach adopted for these tests involved extractive sampling with collocated ORS measurements at a distance of approximately 20–25 nozzle diameters downstream of the engine exit plane. The emission indices calculated for carbon dioxide, carbon monoxide, nitric oxide, and several volatile organic compounds showed very good agreement when comparing the extractive and ORS sampling methods.     

The Pioneers

Abstract

This study surveyed emissions from 2- and 4-stroke new and in-use motorcycles. Emission tests were carried out on a dynamometer following the designated test procedure of the Economic Commission for Europe (ECE). Samples were derived during various driving stages, which included idle, acceleration, 30 km/hr cruise, 50 km/hr cruise, and deceleration. All test motorcycles (10 new and 15 in-use) complied with Taiwan Environmental Protection Administration’s Phase III Motorcycle Emission Standards. The dominant volatile organic carbon (VOC) species were isopentane (53 and 295 mg/km, 2- and 4-stroke, respectively), 2-methylpentane (75 and 83 mg/km), 3-methylpentane (34 and 66 mg/km), and toluene (30 and 100 mg/km). The VOC emission factors for the 2-/4-stroke motorcycles were 311/344 (new) and 1479/433 (inuse) mg/km, respectively. In addition, the dominant carbonyl species for the new and in-use motorcycles were formaldehyde (0.4 and 0.7 mg/km, respectively), acetaldehyde (0.6 and 1.2 mg/km), and acetone (0.5 and 0.7 mg/km). The carbonyl compound emission factors for the 2- and 4-stroke motorcycles were 3.2/3.1 (new) and 5.3/4.6 (in-use) mg/km, respectively. The ozone formation potentials, based on an ECE test cycle, show that the values from the in-use motorcycles were higher than those from the new motorcycles. The dominant VOC species for the ozone formation potential were propylene (65 and 502 mg-O₃ /km, respectively), isopentane (98 and 501 mg-O₃ /km), 2-methylpentane (152 and 167 mg-O₃ /km), 3-methylpentane (79 and 253 mg-O₃ /km), and toluene (127 and 398 mg-O₃ /km). Further, the dominant carbonyl species were formaldehyde (4.1 and 6.2 mg-O₃ /km, new and in-use, respectively) and acetaldehyde (4.8 and 9 mg-O₃ /km).     

Method for reporting in-use vehicle fuel consumption and carbon dioxide emissions from a fast-pass transient inspection

A method has been developed that allows reporting of the fuel consumption and carbon dioxide (CO2) emissions for in-use vehicles from a fast-pass transient (IM240) inspection. The major technical obstacle to reporting CO2 emission rate and fuel consumption is that inspection and maintenance tests do not all use a standardized test duration or test method. The method is able to project full-duration fuel consumption from IM240 tests that actually fast-passed as early as just 30 sec from starting the test. It is based on basic considerations of the work done in driving the inspection cycle, with additional empirical adjustments. The initial application examined the differences between passing and failing inspections, and this did confirm that there are significant differences.     

Evaluating inspection and maintenance programs: a policy-making framework

This article presents a new analysis approach to design and evaluate motor vehicle inspection and maintenance (I/M) programs. The new approach, called I/M-Design, uses real-world data to provide two resources not previously available: (1) a transparent framework to quantitatively illustrate the range of emission reductions available from I/M, and (2) a sensitivity analysis tool to evaluate how key variables affect I/M performance. In addition, the approach satisfies a policy-making information need--how to convey, in a logical and straightforward manner, the expected benefits from I/M without relying on modeling tools inaccessible to those outside the air quality field. The material presented in this article illustrates the new approach by estimating hydrocarbon (HC) emission reduction benefits available from enhanced I/M in southern California's South Coast Air Basin. I/M-Design estimates that enhanced I/M results in a 14-28% reduction in light-duty motor vehicle HC exhaust emissions; this estimate compares well to other California I/M program evaluations. Even more importantly, I/M-Design sensitivity analyses illustrate how I/M programs that implement stringent failure thresholds, motivate pre-test repair work, and improve repair effectiveness can provide emission reductions that substantially exceed the performance of existing programs.     

A Chassis Test Procedure to Mimic the Heavy-Duty Engine Transient Emissions Certification Test

ABSTRACT

In-use emissions from vehicles using heavy-duty diesel engines can be significantly higher than the levels obtained during engine certification. These higher levels may be caused by a combination of degradation of engine components, poor engine maintenance, degradation or failure of emissions after-treatment devices, and engine and emissions system tampering. A direct comparison of in-use vehicle emissions with engine certification levels, however, is not possible without removing an engine from the vehicle in order to perform engine dynamometer emissions testing. The goal of this research was to develop a chassis test procedure that mimics the engine performance, and as such the expected emissions levels, from the engine certification emissions test prescribed in the U.S. Code of Federal Regulations. Emissions measurements were taken from two engines during testing on an engine dynamometer using the transient heavy-duty Federal Test Procedure (FTP). Additionally, each engine was installed in an appropriate vehicle, and emissions measurements were taken using a chassis dynamometer while employing a vehicle driving schedule