1 PART A OF THE SUPPORTING STATEMENT 1 IDENTIFICATION OF THE INFORMATION COLLECTION 1( a) Title of the Information Collection The collection is entitled:

Highway Vehicle Activity and Emissions ( Renewal)

1( b) Short Characterization/ Abstract EPA is initiating a data collection to target two research objectives related to emissions inventory estimation for highway vehicles. The first is to examine differences in vehicle speed among differing vehicle types and road types. The second is to measure emission rates for samples of vehicles stratified by year of manufacture and regulatory class. Data to be collected include " in use" or " real world" vehicle speed and emission rates.

The collection is a survey, to be conducted by the Office of Transportation and Air Quality ( OTAQ) in the Office of Air and Radiation ( OAR). Development of rapid in use instrumentation promises to substantially reduce the cost of emissions measurement for highway vehicles. This study will combine rapid in use measurement capability with statistical survey design to contribute to the development of usage and emission rates for the EPA Motor Vehicle Emissions Simulator ( MOVES) model. Response to the survey is voluntary.

The target population is highway vehicles registered in the study area. EPA shall recruit vehicles from State registration databases and from regional or state Inspection and Maintenance Programs ( I/ M).

Emissions and usage will be measured using portable on board electronic instrumentation. Emissions instrumentation will measure carbon dioxide ( CO2) and several air pollutants with one second resolution during normal operation over a period of one to three days. Air pollutants to be measured include, but are not limited to, carbon monoxide ( CO), total hydrocarbons ( THC), and oxides of nitrogen ( NOx). The usage instrument will measure with one second resolution engine on/ off, vehicle speed, and vehicle location over a period of approximately one month.

Data will be collected during normal operation. Following quality assurance and analysis, the data will be stored in OTAQ= s Mobile Source Observation Database. The information collection will involve 1,285 respondents, requiring 1,327 hours at a total cost to those respondents of $ 35,672. For the agency, the collection will require 26,327 hours at a total cost to the agency of $ 1,532,629.

2 NEED FOR AND USE OF THE COLLECTION 2( a) Need/ Authority for the Collection In response to a request from Congress, the National Research Council of the National Academy of Sciences established the Committee to Review EPA= s Mobile Source Emissions Factor 2 ( MOBILE) Model. The Committee was charged to evaluate the MOBILE model and to develop recommendations for its improvement. The Committee recommended that EPA develop a program to enable more accurate determination of in use emissions, using Areal world@ approaches such as direct emissions monitoring systems. The goal of this collection is to address this recommendation.

In 2000, EPA developed initial plans for data collections to address these recommendations and submitted an associated ICR to OMB ( OMB Control No. 2060 0078 ( Agency Form No. 0619.09)). The plan included components for both on highway vehicles and nonroad equipment, and was framed as an amendment to a then approved ICR. However, in October 2001, EPA withdrew the proposed ICR amendment, and has since worked to develop separate plans for onhighway vehicles and nonroad equipment.

In 2003 a renewal of the highway ICR was submitted to OMB ( OMB Control No. 2060 0078, Agency Form No. 0619.10) for review, but OMB requested that EPA withdraw that ICR and granted a temporary extension of ICR 2060 0078 ( Agency Form No. 0619.08). Its terms of clearance are found in Appendix A 1.

Legislative Basis. The legislative basis for this data collection is Section 103( a)( 1)( 2)( 3) of the Clean Air Act, which requires the Administrator to:

Aconduct ... research, investigations, experiments, demonstrations, surveys, and studies relating to the causes, effects, extent, prevention, and control of air pollution,@ Acooperate with ... pollution control agencies and other appropriate public or private agencies, institutions, and organizations, and individuals in the conduct of such activities,@ and Aconduct investigations and research and make surveys concerning any specific problem of air pollution in cooperation with any air pollution control agency ...@

In addition, Section 103( b)( 1) of the Clean Air Act authorizes the Administrator to:

Acollect 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.@

Copies of the relevant sections are provided in Appendix A. 2.

2( b) Practical Utility/ Users of the Data The principal users of the data will be EPA technical staff responsible for developing mobile source emission models, including MOBILE6 and the Motor Vehicle Emission Simulator ( MOVES). MOVES is being developed to replace MOBILE6. Federal, State, and local government agencies, academic institutions, commercial entities, and private citizens who are responsible for or interested in identifying highway vehicle contributions to current and future inventories of air pollutants use these models in their daily work.

National air quality policy makers need to assess current and future trends in the attainment of National Ambient Air Quality Standards. These assessments are the basis of discussions of air quality strategy within both the executive and legislative branches of the Federal 3 government, the states, regional air quality authorities, local governments, and other organizations. The assessments rely on results from models such as MOVES.

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 typically incorporate a mixture of mobile source and stationary source compliance measures designed to assure that air quality standards are attained and maintained into the future. Examples of local policies and programs include public transportation subsidies, special fuel programs, traffic mitigation, and motor vehicle inspection and maintenance ( I/ M) programs.

Specific analyses to be performed are described in Part B of this Supporting Statement, in sections 2( b)( ii), ASample Sizes,@ and in Section 5( b), AData Analysis.@

3 NONDUPLICATION, CONSULTATIONS, AND OTHER COLLECTION CRITERIA 3( a) Nonduplication EPA actively seeks alternative sources of emission and activity data from a variety of sources to produce the MOVES model. Those data sources are described in the MOVES documentation.

3( a)( i) Activity Data Activity inputs developed for use MOVES comes from the following sources:

  VIUS97: Every five years the U. S. Census Bureau conducts the Vehicle Inventory and Use Survey ( VIUS) to collect data on the physical characteristics and activity of U. S. trucks. The 1997 survey is a sample of private and commercial trucks that were registered in the U. S. on July 1, 1997. The survey excludes automobiles, motorcycles, government owed vehicles, ambulances, buses, motor homes and nonroad equipment. For MOVES, VIUS97 provides information to characterize trucks by source type and to estimate age distributions. It does not include emission data.

  Polk NVPP ® and TIP ® : R. L. Polk & Co. is a private company providing automotive information services. The company maintains two databases relevant for MOVES: the National Vehicle Population Profile ( NVPP ® ) and the Trucking Industry Profile ( TIP ® Net) Vehicles in Operation database. The first focuses on light duty cars and trucks, the second focuses on medium and heavy duty trucks. Both compile data from state vehicle registration lists. For MOVES2004, EPA is using the 1999 NVPP ® and TIP ® .

  FHWA Highway Statistics: Each year the Federal Highway Administration's ( FHWA) Office of Highway Policy Information publishes Highway Statistics. This volume summarizes a vast amount of roadway and vehicle data from the states and other sources. For MOVES, data on vehicle registrations and vehicle miles traveled ( VMT) are used.

  FTA National Transit Database: The Federal Transit Administration ( FTA) summarizes financial and operating data from U. S. mass transit agencies in the National Transit Database ( NTD). For MOVES2004, EPA used 1999 data from the report, " Age Distribution of Active Revenue Vehicle Inventory: Details by Transit Agency." 4   School Bus Fleet Fact Book: The School Bus Fleet 1999 Fact Book includes estimates, by state, of number of school buses and total miles traveled. The Fact Book is published by Bobit Publications.

  MOBILE6: In some cases, we have been able to use data from MOBILE6 with only minor adaptation. The MOBILE6 data is documented in technical reports, particularly M6. FLT. 002 " Update of Fleet Characterization Data for Use in MOBILE6  Final Report." Additional MOBILE6 documentation is available on the web at http:// www. epa. gov/ otaq/ m6. htm   Annual Energy Outlook & National Energy Modeling System: The Annual Energy Outlook ( AEO) describes Department of Energy forecasts for future energy consumption. The National Energy Modeling System ( NEMS) is used to generate these projections based on economic and demographic projections. We used AEO2004 to forecast VMT growth and vehicle sales growth.

  Transportation Energy Data Book: Each year, Oak Ridge National Laboratory produces the DOE Transportation Energy Data Book ( TEDB). This book summarizes transportation and energy data from a variety of sources. For MOVES2004, we relied on Edition 22, published in September 2002 and Edition 23, published in October 2003.

  Oak Ridge National Laboratory Light duty Vehicle Database: Oak Ridge National Laboratory Center for Transportation Analysis has compiled a database of light duty vehicle information which combines EPA Test vehicle data and Ward's Automotive, Inc. data spanning 1976   2001. EPA used this database to determine weight distributions for light trucks by model year.

In 2002 EPA contracted with Eastern Research Group to identify suitable data sources available to create a data set for MOVES. The data identified were then acquired, qualityassured evaluated for appropriateness, and incorporated into the initial draft model. In general, the data collected were useful and partially addressed some data deficiencies for heavy duty vehicle emissions rates. The data, however, do not have the coverage required to capture the national vehicle fleet in the following areas.

  most of the data are from several I/ M areas using local I/ M tests. These tests are of limited use and quality. The data is limited to light duty vehicles measured over a fairly moderate and restricted driving cycle.

  I/ M programs are designed to improve fleet emissions in the coverage area. Therefore vehicles subject to I/ M testing may have different emission patterns than similar vehicles in non I/ M areas.

  The number of studies or programs using multiple driving cycles in their testing was small. The more varied the drive cycles a vehicle is exercised against the more likely that its full range of emission rates will be captured . 5   Drive cycle specific data in the data collection was from the measurement of vehicles certified to California standards on California fuels used in California. Thus, the data collected in these programs is of limited application to the national fleet.

  A major source for vehicle in use emission and activity data is the Coordinating Research Council ( CRC) Real World Highway program. This industry organization sponsors emissions measurement programs. Much data from CRC sponsored programs have been incorporated into MOVES. EPA is currently partnering with CRC to develop and manage test programs as they apply to current and future EPA emission data needs.

Similar information is collected in the Recall program also conducted by OTAQ. However, in that program, data are collected only from properly maintained recent model year vehicles that are likely to be still under warranty and are not meant to be representative of the vehicle fleet. The program's intent is to enforce the Federal vehicle emission standards. The testing is generally confined to the Federal Test Procedure used for the certification of new vehicles and engines. No other test cycles are performed and there no continuous " second bysecond emission data is collected.

The California Air Resources Board ( ARB) conducts an emission test program similar in some respects to this data collection. While EPA accepts the ARB data as representative of California vehicles, they are not indicative of fuels and vehicles in the other 49 states. The ARB data is also limited to emission data collected in laboratory settings. It is not sampled from real world vehicle activity and most of it is not second by second data.

3( b) Public Notice Required Prior to ICR Submission to OMB The initial announcement of the public comment period for the preceding version this ICR was placed in the Federal Register on Friday, January 24, 2003. One comment was received, a request for general information which was addressed immediately. A second Federal Register announcement was published on Wednesday, July 2, 2003 to inform the public that the supporting documentation is ready for OMB review. That version of the ICR was withdrawn in favor of extending the preceding ICR and upon submission of this new version. An additional Federal Register notice shall be submitted when this document is sent to OMB for review.

3( c) Consultations Opportunity for the public comment on the collection of data for EPA vehicle emissions modeling is provided during public workshops. Workshops are held periodically to present results of EPA analysis, status of current test programs, and public discussion of MOVES model issues. A list of previous workshops includes:

MOVES Workshop # 2 March 16, 2005 MOVES Workshop # 1 January 24, 2005 MOBILE6 Workshop # 4 November 5 7, 2002 6 Furthermore, EPA data gathering and modeling efforts are presented at the annual CRC On Road Vehicle Emission Workshop, which EPA supports.

14th  March 29 31, 2004 13th  April 7 9, 2003 12th  April 15 17, 2002 Following an ICR submission in 1993, EPA was requested by the Office of Management and Budget to conduct research to measure and correct any biases arising from selection artifacts from lower than desirable response rates. In addition, EPA was asked to examine the magnitude of the effect these potential biases may have on modeling results.

One approach subsequently adopted as an attempt to improve response rates was to recruit vehicles from I/ M lanes instead of registration lists. The rationale for the approach was that the physical presence of a credentialed EPA representative and a loaner vehicle, and the offer to pay the participant's I/ M test fee would have a positive effect on response rates. I/ M based recruitment programs were in Hammond, IN ( pre 1996), Dayton, Ohio ( 1997 98) and Mesa, Arizona ( 1997 2000). The new recruitment strategy was successful in achieved an increase in the overall participation rate.

In 1998 Congress asked the National Research Council to review and evaluate MOBILE, its inputs, assumptions, structure, and predictive accuracy. The review resulted in the report " Modeling Mobile Source Emissions" published in May, 2000. Members of the committee made the following recommendations;

1. " EPA should develop a program to enable more accurate determination of in use emissions"

2. " EPA should design and undertake a large scale testing program that will better assess real world emissions from heavy duty vehicles."

3. " EPA should begin a substantial research effort to characterize high exhaust and evaporative emitting vehicles."

In response to these recommendations, EPA plans to adopt the following measures:

1. EPA shall use more rigorous sampling methodology for vehicle recruitment and emissions and activity measurement. Programs under this information collection shall use random sample based stratified by like emission rates. Furthermore, emissions will be measured along with vehicle activity using on board instrumentation during normal operation. 7 2. The above approach will be used on all vehicle classes in the sample frame including heavy duty vehicles.

3. EPA plans to identify and recruit " high emitting" vehicles at I/ M lanes. Their owners along with owners of " typical emitting" vehicles shall be asked to participate in our instrumented vehicle program. Focused recruitment is more efficient because high emitting vehicles, while less frequent, have emission rates that are more variable than the general populations and have greater impact on the inventory. Obtaining a sufficient sample requires that vehicles are selected are pre screened for their emission rates. A state I/ M test is the best available method for that purpose.

3( d) Effects of Less Frequent Collection For each respondent, participation in the survey is a one time event. Thus, periodic reporting is not requested or required.

3( e) General Guidelines Vehicle owners participating in this collection will not be requested to plan, generate, or retain any records or information. Participation in the program by each owner is on a voluntary basis. Further, this information collection complies with the guidelines in the Paperwork Reduction Act ( 5 CFR 1320.5( d)( 2)). Specifically, the collection does not require the respondents to:

$ Report information to EPA more often than quarterly;

$ Prepare a written response to a collection in fewer than 30 days after receipt;

$ Submit more than one original document;

$ Retain any records for more than three years;

$ Participate in a statistical survey that is not designed to produce data that can be generalized to the universe of study;

$ Use a statistical data classification that has not been reviewed and approved by OMB; and $ Submit any information that they may consider to be confidential, without EPA demonstrating that it has instituted procedures to protect the information= s confidentiality to the extent permitted by law.

3( f) Confidentiality Respondent and establishment information acquired during the survey includes a contact name, street address, and phone number for each respondent, which will be acquired primarily from the sample frames, which are commercially and publicly available information sources. Contact information will not used for any purpose other than contacting the owner to solicit or clarify responses and arrange to install sampling equipment. This information will not be stored with survey results in the database, but in secured files. A unique respondent ID number will be used 8 in the database, with the link to the personal information also stored in secured files. Contractors retained to conduct interviews and data collection will be bound by confidentiality clauses that hold them to the same standards to be followed by EPA personnel.

Data will be collected under a pledge of confidentiality for exclusively statistical purposes, as defined in the Confidential Information Protection and Statistical Efficiency Act of 2002 ( CIPSEA). Thus, in accordance with CIPSEA, EPA will not use or disclose survey results in identifiable form for any non statistical purpose.

The initial letter sent to private respondents will include the following pledge of confidentiality:

A The information you provide will be used for statistical purposes only. In accordance with the Confidential Information Protection provisions of Title 5, Subtitle A, Public Law 107 347 and other applicable Federal laws your responses will be kept confidential and will not be disclosed in identifiable form to anyone other than employees or agents without your consent. By law, every EPA employee as well as every agent, such as interviewers and technicians, is subject to a jail term, a fine or both if he or she discloses ANY identifiable information about you.@

The initial letter sent to commercial respondents will include the following pledge of confidentiality:

A The information your establishment provides will be used for statistical purposes only. In accordance with the Confidential Information Protection provisions of Title 5, Subtitle A, Public Law 107 347 and other applicable Federal laws your responses will be kept confidential and will not be disclosed in identifiable form to anyone other than employees or agents without your consent. By law, every EPA employee as well as every agent, such as interviewers and technicians, is subject to a jail term, a fine or both if he or she discloses ANY identifiable information about your establishment.@

3( g) Sensitive Questions The questionnaires do not ask any sensitive questions pertaining to sexual attitudes/ behavior or religious beliefs.

4 THE RESPONDENTS AND THE INFORMATION REQUESTED 4( a) Respondents/ NAICS Codes Respondents to the data collection are members of the general public that own motor vehicles. While some businesses may be asked to participate because they own selected vehicles, only the registered owner of the vehicle or their representative will be asked to respond to a solicitation. Because the frame to be used is a listing of vehicles rather than households or commercial establishments, no particular population groups or economic sectors are to be targeted as such.

4( b) Information Requested 4( b)( i) Data Items, Including Recordkeeping Requirements 9 Reporting Items. All items that respondents will be requested to report are listed and described in Part B, Section 3, AQuestionnaire Development.@ The survey will employ three instruments, the A Vehicle Owners Questionnaire, Respondent Group 1: Light Duty Vehicle Owners from Registration Lists,@ the A Vehicle Owners Questionnaire, Respondent Group 2: Heavy Duty Vehicle Owners from Registration Lists,@ and the A Vehicle Owners Questionnaire, Respondent Group 3: Light Duty Vehicle Owners from an Inspection and Maintenance Lane@ attached to the Supporting Statement as Appendices B 1, B 2 and B 3, respectively.

Recordkeeping Items. This collection will not request or require respondents to compile or maintain any records.

4( b)( ii) Respondent Activities Activities of a respondent selected by vehicle registration:

$ read mailing $ respond by phone to the Vehicle Owner's Questionnaire, arrange for installation of sampling equipment, and receive guidance on what they should know about the instrumentation $ arrange by phone at a place and time of their convenience to remove the sampling equipment $ provide technician access to vehicle for removal of the instrumentation Activities of a respondent selected at an I/ M lane:

$ respond in person to Vehicle Owner's Questionnaire, arrange for installation of sampling equipment, and receive any instructions or guidance from the installation crew $ arrange by phone a place and time at their convenience to remove the instrumentation $ provide technician access to vehicle for removal of the instrumentation In this collection, the degree of participation will differ between owners recruited at an I/ M lane and those from vehicle registration lists. The survey at the I/ M lane is shorter in length and there are no mailings to respondents.

5 THE INFORMATION COLLECTED B AGENCY ACTIVITIES, COLLECTION METHODOLOGY, AND INFORMATION MANAGEMENT The following sections describe Agency activities related to survey design, oversight, and analysis, maintenance and distribution of the information collected. The primary activities associated with the actual collection of information will be performed by EPA personnel or contractors hired by the Agency.

5( a) Agency Activities In conduction of the survey, the agency will perform the following activities:

Conduct Vehicle Owners' interviews

Quality assure completed interviews 10

Enter interview responses into computer files

Load interview responses into computer database

Conduct emission measurements

Meet participant at their location of convenience  Uninstall instrumentation

Quality assure electronic emissions and activity measurements

Load emissions and activity data into computer database

Analyze survey results The Agency's activities differ for programs using vehicle registration lists versus the I/ M lane for vehicle recruitment. At the I/ M lane the survey is done face to face whereas using a registration list the survey is preceded by a mailing to the respondent followed buy a phone interview to conduct the survey and arrange the details for participation.

5( b) Collection Methodology and Management The three questionnaires used for the survey are similar to those accepted by OMB under the data collection is entitled: " Populations, Usage and Emissions of Diesel Nonroad Equipment in EPA Region 7. The goal of the questionnaires is to determine that the listed owner stilled possesses the vehicle, that it is in use, that it is capable of being accurately sampled for activity and emissions, and persuade the owner to participate in the data collection. There will be no questions concerning patterns of use, payloads, or fuel selection.

The respondents covered by registration list will be mailed a post card to indicate that we are interested in their vehicles, but EPA or its contractor will do the interviews by phone at the time of initial contact. It is simpler and less burdensome to simply complete the interview at that time. Asking respondents to respond to a mail or internet questionnaire would increase burden. Initial contact and the interview of the respondent will be done in person and at the same time for recruitment at the I/ M lane.

Detailed information regarding vehicle condition and specifications will be collected through direct inspection by trained technicians. In addition, emissions and activity data will be collected by on board electronic instrumentation. The instrumentation is portable, non intrusive and can collect data for periods up to a week ( for emissions), or up to several months ( for usage) with minimal maintenance. The instrumentation is described further in Part B, Section 4( a), ACollection Methods.@

The location for the installation of the sampling equipment shall typically be at the owner's convenience and location. This arrangement will reduce the need for a commute on the part of the owner to the installation site site which would add to the respondent burden The design of the questionnaire, the interview method, and the instrument installation benefits the data collection in two ways. First, they reduce respondent burden in that there will not be any questions concerning vehicle usage and there will not be a commute to an installation site for the heavy duty program and the I/ M based program. The light duty vehicle program using 11 registration lists shall arrange installations at the convenience of the vehicle owner. It is expected that at least half the programs owners will request installs at their residences or place of business. Second, the reliability and objectivity of the information collected will be improved through consistent application of pre specified approaches by knowledgeable staff.

To ensure data quality for interview information, each interview response will be reviewed for completeness and internal consistency. Emissions and activity data collected via instrumentation will be quality assured through use of computer algorithms. Time series for key variables will also be plotted and visually checked on a case by case basis. Quality assurance steps for data collected are discussed in Part B, Section 5( a), AData Preparation.@

Phone interviewers will record responses on paper questionnaires. Responses will be doubleentered into computer files by personnel trained in 10 key techniques, as a quality assurance measure. Following quality assurance, electronic data will be directly transferred into database software, after downloading from the instruments.

In addition to the specialized instruments discussed above, EPA or its contractor will use a telephone system and personal computers in conduction of the survey. Computer files containing interview responses will be stored or managed in spreadsheet software, such as Microsoft Excel7, or database software such as Microsoft Access7 or Microsoft FoxPro7. Analyses will be performed using SAS, version 8.27, or SPSS, version 97 or newer versions. Computer files containing emissions or activity data collected by electronic instruments are very large. These data will be managed using database software, such as Microsoft FoxPro7, with analysis and visual presentation performed using SAS.

Data will be stored in the AMobile Source Observation Database,@ ( MSOD), an Oracle7 database residing on an Agency server. This database is available to the public on request on CDROM and can also be accessed from the server via a viewer based on Microsoft Access7. Thus, users need not be equipped with Oracle software or expertise to access the database.

5( c) Small Entity Flexibility As described above, collection methods for the survey have been designed to keep the burden of participation to a bare minimum, for both privately and business owned vehicles. Furthermore, participation in the data collection is voluntary.

5( d) Collection Schedule The schedule below assumes OMB clearance for this collection will be obtained by April 31, 2005. For each task, we show the date targeted for its completion.

Task Date to be Completed Design questionnaires and sampling plan March, 2005 Draw samples June, 2005 12 Conduct Interviews ( establishment sample) July, 2005 Finish Collection of Emissions and Activity Data February, 2006 Submit Draft Report April, 2006 Submit Final Report June, 2006 6 ESTIMATING THE BURDEN AND COST OF THE COLLECTION 6( a) Estimating Respondent Burden Tables A. 1 , A. 2 and A. 3 present estimates of burden and cost for respondents for heavy duty vehicles acquired with registration lists, light duty vehicles acquired with registration lists, and light duty vehicles acquired from I/ M lanes, respectively. The numbers of respondents for the registration list samples include those to be recruited for both emissions and activity measurement.

Table A. 1 Respondent Burden for Heavy Duty Vehicles Recruited from Registration Lists Activity Burden Hours Per Item Responses Per Item Management Hours ($ 33.99/ hr) ( 2) Technical Hours ($ 23.40/ hr) ( 3) Total Hours Per Item Total Costs Per Item ( 4) Attempt Contact( 1) 0.03 525 0.01 0.02 18 $ 28 Conduct Survey 0.30 525 0.06 0.24 158 $ 2,411 Arrange for Un install 0.13 525 0.03 0.10 70 $ 481 Provide Access for Un install 0.13 525 0.03 0.10 68 $ 459 Totals 0.60 0.13 0.46 313 $ 3,380 ( 1) Mailings and incomplete calls where contact was made, but survey was not administered. ( 2) Average hourly wage Bureau of Labor and Statistics NAIC 484100 SOC 11 3071 ( 3) Average hourly wage Bureau of Labor and Statistics NAIC 484100 SOC 49 0000 ( 4) Labor hour salaries are muliplied by 2 for overhead 13 Table A. 2 Respondent Burden for Light Duty Vehicles Recruited from Registration Lists Activity Burden Hours Per Item Responces Per Item Total Hours Per Item Total Costs Per Item ($ 15.93/ Hr( 2)( 3)) Attempt Contact( 1) 0.03 585 20 $ 621 Conduct Survey 0.20 585 117 $ 3,728 Commute to and from site ( 4) 1.00 585 585 $ 18,638 Arrange for Un install 0.08 585 49 $ 1,553 Provide Access for Un install 0.17 585 98 $ 3,106 Totals 1.48 868 $ 27,647 ( 1) Mailings and incomplete calls where contact was made, but survey was not administered. ( 2) Average hourly wage Bureau of Labor and Statistics ( 3) Labor hour salaries are muliplied by 2 for overhead ( 4) Assume that 1/ 2 of the participants will have installs done at contractor's location, the remainder at the owners site.

Table A. 3 Respondent Burden for Light Duty Vehicles Recruited from an I/ M Lane Activity Burden Hours Per Item Responces Per Item Total Hours Per Item Total Costs Per Item ($ 15.93/ Hr( 2)( 3)) Vehicle Owners Questionnaire 0.30 175 53 $ 1,673 Arrange for Install 0.03 175 6 $ 186 Provide Access for Install 0.17 175 29 $ 929 Receive Instruction 0.08 175 15 $ 465 Arrange for Un install 0.08 175 15 $ 465 Provide Access for Un install 0.17 175 29 $ 929 Totals 0.83 146 $ 4,646 ( 1) Mailings and incomplete calls where contact was made, but survey was not administered. ( 2) National average hourly wage Bureau of Labor and Statistics ( 3) Labor hour salaries are muliplied by 2 for overhead In the surveys performed most of the respondents will be the vehicle owner or a fleet manager. They are likely to be the most knowledgeable concerning the vehicle subject to the survey. For this collection, we have listed a mixture of the times for interview response under the heading of Atechnical@ and " management" for the heavy duty recruitment. The assumption is that the fleet manager would give the recruitment contractor access to the technical staff that is knowledgeable about the specific vehicle. Estimated time for the owner to complete the interview and arrange access to the vehicle is 20 minutes.

6( b) Respondent Costs Table A. 1, A. 2, and A. 3 presents estimated burden and cost to respondents.

6( b)( i) Labor Costs Labor costs are based on estimates of Atotal compensation@ reported by the Bureau of Labor Statistics in Employer Cost of Employee Compensation ( BLS, 2005). The values used represent 14 compensation rates for ATransportation Sector,@ for the managers and fleet operators under the Standard Occupational Classification ( SOC) listed in Table A. 1. The values used for the lightduty vehicle owner represent the total private average hour salary of production or nonsupervisory work for February 2005 reported by BLS at www. bls. gov/ news. release/ empsit. t16. htm .

To represent the complete cost of labor, the total compensation rates have been increased by an additional 100% to account for respondent's overhead costs. Corresponding compensation rates for each category are listed in Table A. 1, A. 2, and A. 3.

6( b)( ii) Capital and Operations Costs For respondents, participation in this collection will not require any capital, startup costs, operating, or maintenance costs. Thus, no costs in either of these two categories are represented in Table A. 1, A. 2, and A. 3. 15 6( c) Agency Burden and Cost Table A. 4, A. 5, and A. 6 presents Agency burden for the three recruitment scenarios. In all cases, separate estimates are presented for Contractor personnel and Agency staff. Table A. 4 Agency Burden for Heavy Duty Vehicles Recruited from Registration Lists Activity EPA Management EPA Technical EPA Clerical Contactor Management Contractor Technical Contractor Clerical EPA Labor Costs Contractor Labor Costs Capitol Costs O& M Costs Number of Respondents Total Hours Total Dollars Identify Sample Area 0.001 0.003 0 0.01 0.06 0 $ 0.15 $ 2.25 525 39 $ 1,259 Obtain Registration Data 0.001 0.003 0 0.01 0.06 0.005 $ 0.15 $ 2.35 525 41 $ 1,308 Select Sample of Vehicles 0.001 0.003 0 0.01 0.1 0.005 $ 0.15 $ 3.56 525 62 $ 1,944 Travel to Sample Site HQ 0.006 0.003 0.001 0.06 0.06 0.03 $ 0.39 $ 4.99 1.995 100 525 84 $ 55,326 Mail Letter to Owners 0.001 0.003 0 0.01 0.06 0.005 $ 0.15 $ 2.35 525 41 $ 1,308 Conduct phone survey 0.001 0.003 0 0.01 0.33 0.005 $ 0.15 $ 10.52 20.1 525 183 $ 5,599 Quality assure Interviews 0.001 0.083 0 0.01 0.33 0 $ 2.81 $ 10.43 525 223 $ 6,947 Load Interview Data into Database 0.003 0.033 0 0.03 0.33 0.015 $ 1.24 $ 11.58 20.7 525 216 $ 6,726 Schedule Participants for Instrument Installation 0 0.0066 0 0.01 0.66 0 $ 0.22 $ 20.41 525 355 $ 10,833 Travel to Install site 0 0 0 0.01 4 0.005 $ 0.00 $ 121.61 125 525 2108 $ 129,470 Inspect Vehicle 0 0 0 0.01 0.66 0 $ 0.00 $ 20.41 525 352 $ 10,718 Repair Vehicle 0 0 0 0.01 0.66 0.005 $ 0.00 $ 20.51 525 354 $ 10,766 Install instrumentation on vehicle 0 0 0 0.01 2 0 $ 0.00 $ 60.98 525 1055 $ 32,013 Sample vehicle activity 0 0 0 0.01 0.22 0 $ 0.00 $ 7.10 20 525 121 $ 14,225 Sample Activity and Emissions 0 0 0 0.01 1.66 0 $ 0.00 $ 50.68 240 525 877 $ 152,609 Travel to Un install site 0 0 0 0.01 2 0.005 $ 0.00 $ 61.07 125 525 1058 $ 97,686 Uninstall instrumentation 0 0 0 0.01 0.66 0 $ 0.00 $ 20.41 525 352 $ 10,718 Quality Assure Data 0.028 1 0 0.28 2.5 0 $ 34.55 $ 87.89 525 1999 $ 64,286 Load Data Into Computer 0.028 1 0 0.28 0.14 0.14 $ 34.55 $ 19.05 525 834 $ 28,141 Analyze survey results 0.028 0.27 0 0.28 0.07 0.01 $ 10.27 $ 14.52 525 345 $ 13,019 Subtotals 0.099 2.4106 0.001 1.08 16.56 0.23 $ 84.77 $ 552.66 10700 $ 654,899 16 Table A. 5 Agency Burden for Light Duty Vehicles Recruited from Registration Lists Activity EPA Management EPA Technical EPA Clerical Contactor Management Contractor Technical Contractor Clerical EPA Labor Costs Contractor Labor Costs Capitol Costs O& M Costs Number of Respondents Total Hours Total Dollars Identify Sample Area 0.001 0.003 0 0.01 0.06 0 $ 0.15 $ 2.25 585 43 $ 1,403.19 Obtain Registration Data 0.001 0.003 0 0.01 0.06 0.005 $ 0.15 $ 2.35 585 46 $ 1,457.30 Select Sample of Vehicles 0.001 0.003 0 0.01 0.1 0.005 $ 0.15 $ 3.56 585 70 $ 2,165.62 Travel to Sample Site HQ 0.006 0.003 0.001 0.06 0.06 0.03 $ 0.39 $ 4.99 100 585 94 $ 61,648.78 Mail Letter to Owners 0.001 0.003 0 0.01 0.06 0.005 $ 0.15 $ 2.35 585 46 $ 1,457.30 Conduct phone survey 0.001 0.003 0 0.01 0.33 0.005 $ 0.15 $ 10.52 585 204 $ 6,238.45 Quality assure Interviews 0.001 0.083 0 0.01 0.33 0 $ 2.81 $ 10.43 585 248 $ 7,740.90 Load Interview Data into Database 0.003 0.033 0 0.03 0.33 0.015 $ 1.24 $ 11.58 585 240 $ 7,495.06 Schedule Participants for Instrument Installation 0 0 0 0.01 0.66 0 $ 0.00 $ 20.41 585 392 $ 11,942.54 Travel to Install site 0 0 0 0.01 4 0.005 $ 0.00 $ 121.61 60 585 2,349 $ 106,241.21 Inspect Vehicle 0 0 0 0.01 0.66 0 $ 0.00 $ 20.41 585 392 $ 11,942.54 Repair Vehicle 0 0 0 0.01 0.66 0.005 $ 0.00 $ 20.51 585 395 $ 11,996.65 Install instrumentation on vehicle 0 0 0 0.01 2 0 $ 0.00 $ 60.98 585 1,176 $ 35,671.19 Sample vehicle activity 0 0 0 0.01 0.22 0 $ 0.00 $ 7.10 20 585 135 $ 15,851.04 Sample Activity and Emissions 0 0 0 0.01 1.66 0 $ 0.00 $ 50.68 200 585 977 $ 146,650.49 Travel to Un install site 0 0 0 0.01 4 0.005 $ 0.00 $ 121.61 60 585 2,349 $ 106,241.21 Uninstall instrumentation 0 0 0 0.01 0.66 0 $ 0.00 $ 20.41 585 392 $ 11,942.54 Quality Assure Data 0.028 1 0 0.28 2 0 $ 34.55 $ 72.76 585 1,935 $ 62,778.48 Load Data Into Computer 0.028 1 0 0.28 0.14 0.14 $ 34.55 $ 18.95 585 927 $ 31,299.33 Analyze survey results 0.028 0.27 0 0.28 0.07 0.01 $ 10.39 $ 14.47 585 386 $ 14,546.10 Subtotals 0.099 2.41 0.001 1.08 18.06 0.23 $ 84.67 $ 597.91 12,795 $ 656,710 17 Table A. 6 Agency Burden for Light Duty Vehicles Recruited from an I/ M Lane Activity EPA Management ERA Technical EPA Clerical Contactor Management Contractor Technical Contractor Clerical EPA Labor Costs Contractor Labor Costs Capitol Costs O& M Costs Number of Respondent s Total Hours Total Dollars Identify Sample Area 0.001 0.003 0 0.01 0.06 0 $ 0.15 $ 2.25 175 13 $ 420 Obtain Registration Data 0.001 0.003 0 0.01 0.06 0.005 $ 0.15 $ 2.35 175 14 $ 436 Select Sample of Vehicles 0.001 0.003 0 0.01 0.1 0.005 $ 0.15 $ 3.56 175 21 $ 648 Travel to Sample Site HQ 0.006 0.003 0.001 0.06 0.06 0.03 $ 0.39 $ 4.99 120 680 109 $ 85,260 Conduct interview survey 0.001 0.003 0 0.01 0.33 0.005 $ 0.15 $ 10.52 175 61 $ 1,866 Quality assure Interviews 0.001 0.083 0 0.01 0.33 0 $ 2.81 $ 10.43 175 74 $ 2,316 Load Interview Data into Database 0.003 0.033 0 0.03 0.33 0.015 $ 1.24 $ 11.58 175 72 $ 2,242 Travel to Install site 0 0 0 0.01 0.1 0 $ 0.00 $ 3.46 5 175 19 $ 1,481 Inspect Vehicle 0 0 0 0.01 0.66 0 $ 0.00 $ 20.41 175 117 $ 3,573 Repair Vehicle 0 0 0 0.01 0.66 0.005 $ 0.00 $ 20.51 175 118 $ 3,589 Install instrumentation on vehicle 0 0 0 0.01 2 0 $ 0.00 $ 60.98 175 352 $ 10,671 Sample vehicle activity 0 0 0 0.01 0.22 0 $ 0.00 $ 7.10 20 175 40 $ 4,742 Sample Activity and Emissions 0 0 0 0.01 1.66 0 $ 0.00 $ 50.68 200 175 292 $ 43,870 Travel to Un install site 0 0 0 0.01 2 0.005 $ 0.00 $ 61.07 60 175 353 $ 21,187 Uninstall instrumentation 0 0 0 0.01 0.66 0 $ 0.00 $ 20.41 175 117 $ 3,573 Quality Assure Data 0.028 1 0 0.28 2.5 0 $ 34.55 $ 87.89 175 666 $ 21,429 Load Data Into Computer 0.028 1 0 0.28 0.14 0.14 $ 34.55 $ 19.05 175 278 $ 9,380 Analyze survey results 0.028 0.27 0 0.28 0.07 0.01 $ 10.27 $ 14.52 175 115 $ 4,340 Subtotals 0.098 2.401 0.001 1.06 11.94 0.22 $ 84.40 $ 411.75 2,832 $ 221,020 18 19 The contractor costs make up the majority of the program's overall costs because they will be executing the majority of the labor. For contractor personnel, most of the time represents obtaining the sample, conducting interviews, and subsequent data entry. These activities are assumed to take about 3.5 hours per participant. Time for interviews includes 15 minutes for repeated callbacks, plus 20 minutes for interview completion following a successful contact. The time for data entry assumes 10 minutes for one person to enter a set of results, multiplied by two to allow for double entry. The contractor will also be installing, maintaining, and monitoring the instruments installed in the vehicles that are being sampled for activity and emissions. The installation includes travel, emissions measurement, activity measurement, quality assurance and data analysis activities.

Travel. While the instrumentation of the I/ M sample and some part of the light duty vehicle registration list sample will be done in a set location, all the heavy duty vehicles and many of the light duty vehicles will instrumented at the vehicle's " depot location" ( i. e., where it is garaged). This is being undertaken to decrease respondent burden and increase respondent participation. Due to the dispersion of vehicles throughout a study area, travel to and within the area becomes an important component of Agency burden. Travel affects burden in two ways: first, contract employees will be paid for travel time, and second, travel imposes operations costs.

For emissions and activity measurement for heavy duty vehicles and light duty vehicles where a " depot installation" is performed a round trip is required for instrument installation and check out. During a subsequent follow up a round trip is needed to recover the instrument and download the collected activity or emission data. We assume that a typical round trip would be 40 miles in length ( 20 miles one way), at an average speed of 50 mph. These conditions imply an estimate of average of approximately 2.5 hours per equipped vehicle during the initial visit, and approximately 0.80 hours per machine during the follow up visit.

Travel time to and from the vehicle is based on a mean round trip travel time between each vehicle and a central location within the study area. Field teams would travel from the central Aheadquarters@ location to a vehicle depot and then return, before traveling to the next vehicle.

Emissions Measurement. Labor estimates to collect emissions data represent the time required to perform five distinct activities.

S Instrument pre check. This step represents time to verify proper operation of the instrument and to perform field spans for the different analyzers or sensors.

S Instrument installation. Before or after the respondent= s work hours, a team of two will install the instrument, warm it up and perform final checks before data collection begins. 20 S Instrument monitoring. This step assumes one to two brief visits during an extended measurement period to verify proper operation and data capture, or to replace bottles containing gases used by analyzers.

S Instrument removal. During a final visit, the team will perform final field spans of the analyzers and sensors, and remove the instrument from the vehicle.

S Recording and storage of data. Following removal, the team will download data from the machine, and copy it to an appropriate medium for storage.

Activity Measurement. The sub activities for activity measurement are similar, except that the pre check and installation are simpler and quicker. The typical length of time for activity measurement shall be 30 days.

Quality Assurance and Data Analysis. After recovery from the instrument, the contractor will deliver the data to Agency staff, who will perform quality assurance. We assume that approximately one hours per vehicle will be required to run automated routines on time series within the file, and to plot and inspect time series for key variables. As stated, EPA will also load the data into the Agency= s database. After quality assurance and cleaning, one EPA engineer can load the dataset within 24 to 40 hours. Agency staff will analyze the data. To conduct analyses and draft reports, we have assumed that 1 2 technical personnel would spend approximately 50% of their time over a period of eight weeks.

6( c)( ii) Agency Costs 6( c)( ii)( 1) Labor Costs Contract Labor Costs. Labor Costs for contract personnel are taken from Employer Costs for Employee Compensation ( BLS, 2005. Values used represent Atotal compensation@ for selected worker categories under the heading of AService Occupations.@ To represent Afully loaded@ compensation rates, we increased the total compensation rates by an additional factor of 100% to represent contractor overhead costs above fringe benefits.

Agency Labor Costs. Labor costs for EPA staff were taken from the 2005 General Schedule for Civilian Federal Employees. Based on the Schedule, we have assumed average hourly labor costs of $ 46.23 for managerial personnel, $ 33.26 for technical personnel, and $ 15.77 for clerical personnel. These assignments correspond to levels of GS 15, GS 13 and GS 7, respectively, at step 5 pay rates in each case. We have multiplied the hourly labor rates by a Abenefits multiplier@ of 1.6, to represent the total cost of employment for Federal staff ( OEI, 1999).

6( c)( ii)( 2) Capital and Operations Costs Capital costs represent the cost of purchasing databases of establishments for the study area to serve as the sample frame. Given a cost of approximately $ 1.00 per record, a listing of 1,285 vehicles for the data collection comes to approximately $ 1,300. Operating costs associated with 21 the interviews represent the costs of supplies and postage for the initial letter to be mailed to respondents.

We estimate that approximately five emissions measurement instruments and approximately 60 activity measurement units will be used to conduct each data collection.

Operating costs for emissions measurement represent costs for supplies ($ 25/ operating day), and calibration gases ($ 55/ operating day). Operating costs for activity measurement represent the cost of batteries for the instrument. 22 6( d) Estimating the Respondent Universe and Total Burden Table A. 1  A. 3 presents total burden and costs for respondents, by activity. EPA anticipates 525 completed responses for the heavy duty vehicle data collection ( emissions and activity), at a total cost to respondents of 313 hours and $ 3,380. For the light duty vehicle sample from registration lists, EPA anticipates 585 completed responses ( emissions and activity) with the total burden and cost to respondents estimated at 686 hours and $ 27,647. For the I/ M lane recruited EPA anticipates 175 responses with the total burden and cost to respondents estimated at 146 hours and $ 4,646. See Table A. 7 Tables A. 4  A. 6 present total burden and cost for the Agency, by Respondent Group and activity. The heavy duty vehicle data collection is anticipated to cost the Agency 10,700 hours and $ 654,899. The light duty vehicle sample from registration lists data collection is anticipated to cost the Agency 12,795 hours and $ 656,710. The I/ M lane recruited sample data collection is expected to cost EPA 2,832 hours and $ 221,020. See Table A. 8 6( e) Bottom Line Burden Hours and Cost Tables 6( e)( i) Respondent Tally Table A. 7 presents total burden and costs for respondents, by collection activity.. For all three samples, EPA anticipates the total burden and cost to respondents to be 1,327 hours and $ 35,672, respectively.

Table A. 7 Respondent Burden for Three Collection Activities Heavy Duty Registration List Light Duty Registration List Light Duty I/ M Totals Hours 313 868 146 1327 Dollars $ 3,380 $ 27,647 $ 4,646 $ 35,672 6( e)( ii) Agency Tally Tables A. 8 presents total burden and cost to the Agency, by respondent group and collection activity. For the Agency, numbers of respondents, burdens and cost vary among different activities. The different costs for the different activities are primarily due to travel costs associated with depot installations and that the heavy duty vehicle samples will use instrumentation that is more expensive.

Table A. 8 Agency Burden for Three Collection Activities Heavy Duty Registration List Light Duty Registration List Light Duty I/ M Totals Hours 10700 12795 2832 26327 Dollars $ 654,899 $ 656,710 $ 221,020 $ 1,532,629 23 6( f) Reasons for Change in Burden The anticipated number of respondents to the data collection is 1,285 versus 1,300 for the previously approved collection under ICR OMB Number 2060 0078 ( EPA Form Number 0619.08). The burden hours shall decline somewhat from 1,649 hours to 1,327 hours. The expected decline in burden is due to installing instruments at a vehicle's " depot location" versus having owners commute to a central location. The total costs to the respondent will decline in kind based on the total hours. Furthermore, any commuting costs to any participant to and from an installation site are reimbursed.

Agency costs shall decline from $ 3,490,000 per annum to $ 1,532,629 primarily because laboratory vehicle testing is less efficient than in situ vehicle emission and activity sampling. Many vehicles can be sampled at a time unattended while laboratory testing is an attended activity and performed sequentially. Some of the efficiency, however, is mitigated by equipment and travel costs associated with sampling versus testing.

6( g) Burden Statements The public reporting and recordkeeping burden for this collection of information is estimated to average 1 hour per response for participants and 23 minutes when averaged across all respondents. Burden means the total time, effort, or financial resources expended by persons to generate, maintain, retain, or disclose or provide information to or for a Federal agency. This includes the time needed to review instructions; develop, acquire, install, and utilize technology and systems for the purposes of collecting, validating, and verifying information, processing and maintaining information, and disclosing and providing information; adjust the existing ways to comply with any previously applicable instructions and requirements; train personnel to be able to respond to a collection of information; search data sources; complete and review the collection of information; and transmit or otherwise disclose the information. An agency may not conduct or sponsor, and a person is not required to respond to, a collection of information unless it displays a currently valid OMB control number.

To comment on the Agency's need for this information, the accuracy of the provided burden estimates, and any suggested methods for minimizing respondent burden, including the use of automated collection techniques, EPA has established a public docket for this ICR under Docket ID No. OAR 2003 0006, which is available for public viewing at the Air and Radiation Docket in the EPA Docket Center ( EPA/ DC), EPA West, Room B102, 1301 Constitution Ave., NW, Washington, DC. The EPA Docket Center Public Reading Room is open from 8: 30 a. m. to 4: 30 p. m., Monday through Friday, excluding legal holidays. The telephone number for the Reading Room is ( 202) 566 1744, and the telephone number for the Air and Radiation Docket is ( 202) 566 1742. An electronic version of the public docket is available through EPA Dockets ( EDOCKET) at http:// www. epa. gov/ edocket. Use EDOCKET to submit or view public comments, access the index listing of the contents of the public docket, and to access 24 those documents in the public docket that are available electronically. Once in the system, select Asearch,@ then key in the docket ID number identified above. Also, you can send comments to the Office of Information and Regulatory Affairs, Office of Management and Budget, 725 17th Street, NW, Washington, DC 20503, Attention: Desk Office for EPA. Please include the EPA Docket ID No. ( OAR 2003 0006), and OMB control number ( 2060 0078) in any correspondence. 25 REFERENCES CITED National Research Council. 2000. Modeling Mobile Source Emissions. Committee to Review EPA= s Mobile Source Emissions Factor ( MOBILE) Model. National Academy Press, Washington D. C.

Office of Environmental Information. 1999. ICR Handbook: EPA= s Guide to Writing Information Collection Requests Under the Paperwork Reduction Act of 1995. Collection Strategies Division, U. S. Environmental Protection Agency. Washington, D. C.

MOVES2004 Highway Vehicle Population and Activity Data", December 2004, Megan Beardsley, David Brzezinski, Bob Giannelli, John Koupa, Sujan Srivistava, U. S. Environmental Protection Agency, Office of Transportation and Air Quality, Assessment and Standards Division APPENDIX A 1 Terms of Clearance for Information Collection Request: AModification to Mobile Source Emission Factor Survey@

( OMB Control No. 2060 0078, Agency Form No. 0619.08)

SEE PAGE 2 FOR TERMS OF CLEARANCE NOTICE OF OFFICE OF MANAGEMENT AND BUDGET ACTION PAGE 2 OF 2 OMB NO.: 2060 007806/ 14/ 2000 TERMS OF CLEARANCE: This ICR is approved for three years. Before resubmission of this ICR the Agency should develop a plan for the ongoing collection of information including discussion of the following: 1 The Agency's mechanism for identification of vehicle types that must be tested in order to develop a nationally representative sample2 The Agency's mechanism to identify the number of vehicles that must be tested in each category3 The Agency's mechanism to recognize regional variation in vehicle performance fuel blends or other regional factors 4 Response rates and the Agency's efforts to improve response rates. 26 APPENDIX A 2 Relevant Sections of Statutes

27

The Statutes relevant to this collection are ' 103( a) and ' 103( b) of the Clean Air Act, listed below:

Sec. 103. ( a) The Administrator shall establish a national research and development program for the prevention and control of air pollution and as part of such program shall

( 1) conduct, and promote the coordination and acceleration of, research, investigations, experiments, demonstrations, surveys, and studies relating to the causes, effects ( including health and welfare effects), extent, prevention, and control of air pollution;

( 2) encourage, cooperate with, and render technical services and provide financial assistance to air pollution control agencies and other appropriate public or private agencies, institutions, and organizations, and individuals in the conduct of such activities;

( 3) conduct investigations and research and make surveys concerning any specific problem of air pollution in cooperation with any air pollution control agency with a view to recommending a solution of such problem, if he is requested to do so by such agency or if, in his judgment, such problem may affect any community or communities in a State other than that in which the source of the matter causing or contributing to the pollution is located;

( 4) establish technical advisory committees composed of recognized experts in various aspects of air pollution to assist in the examination and evaluation of research progress and proposals and to avoid duplication of research; and ( 5) conduct and promote coordination and acceleration of training for individuals relating to the causes, effects, extent, prevention, and control of air pollution.

( b) In carrying out the provisions of the preceding subsection the Administrator is authorized to

( 1) 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) cooperate with other Federal departments and agencies, with air pollution control agencies, with other public and private agencies, institutions, and organizations, and with any industries involved, in the preparation and conduct of such research and other activities;

( 3) make grants to air pollution control agencies, to other public or nonprofit private agencies, institutions, and organizations, and to individuals, for purposes stated in subsection ( a)( 1) of this section; 28 ( 4) contract with public or private agencies, institutions, and organizations, and with individuals, without regard to sections 3648 and 3709 of the Revised Statutes ( 31 U. S. C. 529; 41 U. S. C. 5);

( 5) establish and maintain research fellowships, in the Environmental Protection Agency and at public or nonprofit private educational institutions or research organizations;

( 6) collect and disseminate, in cooperation with other Federal departments and agencies, and with other public or private agencies, institutions, and organizations having related responsibilities, basic data on chemical, physical, and biological effects of varying air quality and other information pertaining to air pollution and the prevention and control thereof;

( 7) develop effective and practical processes, methods, and prototype devices for the prevention or control of air pollution; and ( 8) construct facilities, provide equipment, and employ staff as necessary to carry out this Act.

In carrying out the provisions of subsection ( a), the Administrator shall provide training for, and make training grants to, personnel of air pollution control agencies and other persons with suitable qualifications and make grants to such agencies, to other public or nonprofit private agencies, institutions, and organizations for the purposes stated in subsection ( a)( 5). Reasonable fees may be charged for such training provided to persons other than personnel of air pollution control agencies but such training shall be provided to such personnel of air pollution control agencies without charge. 29 PART B OF THE SUPPORTING STATEMENT Highway Vehicle Activity and Emissions 1 SURVEY OBJECTIVES, KEY VARIABLES AND OTHER PRELIMINARIES 1( a) Survey Objectives This collection is a survey designed to support the development of the EPA's new emissions inventory model for highway vehicles, the Motor Vehicle Emissions Simulator ( MOVES). To support model development, this survey will acquire data designed to meet several research objectives. Sub section 1( a)( 1) below defines three key terms used to frame the objectives.

1( a)( i) Definitions 1( a)( i)( 1) Road Type For purposes of this study, we have adopted the " Functional Classes" defined for the Highway Performance Monitoring System ( HPMS) by the Federal Highway Administration ( FHWA). The HPMS recognizes four main road types, with additional subdivisions within some types ( e. g., principal arterial, minor arterial). Additionally, roads within each class are subdivided into " urban" and " rural" categories. Road Types are listed in Table B. 1.

Table B. 1. Highway Performance Monitoring System Road Types RoadTypeID Description 1 Off Network 11 Rural Interstate 13 Rural Other Principal Arterial 15 Rural Minor Arterial 17 Rural Major Collector 19 Rural Minor Collector 21 Rural Local 23 Urban Interstate 25 Urban Other Freeways and Expressways 27 Urban Other Principal Arterial 29 Urban Minor Arterial 31 Urban Collector 33 Urban Local 30 1( a)( i)( 2) Vehicle Type Within the HPMS system, FHWA classifies vehicles into five categories, as defined below. With respect to vehicle activity, these categories are useful in defining functional groups, assumed to have similar operating patterns.

Passenger Cars: As the name implies, this category represents automobiles used primarily to transport passengers and their personal effects, i. e., sedans, station wagons, coupes, etc.

Other Two Axle/ Four Tire Vehicles: This category includes " single unit" vehicles used primarily for personal transport, not classified as " cars." Specific examples include vans, pickup trucks and sport utility vehicles ( SUVs).

Buses: This category includes buses used for urban public transit ( intercity buses), passenger transport between cities ( transit buses), and school buses.

Single Unit Trucks: This category includes vehicles having more than two axles or more than four tires, that do not typically pull a trailer. Trucks having dual rear tires are included in this category, as the total number of tires is considered to be six, rather than four. Examples include utility vans, garbage trucks, and " U haul" trucks.

Combination Trucks: This final category includes all trucks that typically pull a trailer during normal operation. These trucks are typically diesel powered and commercially owned.

1( a)( i)( 3) Regulatory Class In relations to emissions measurement and standards, EPA applies a vehicle classification that is similar but identical to that employed by FHWA, which we will refer to as " regulatory class." Under this heading, we use three classes, as defined below:

Light Duty Vehicle ( LDV): this class is effectively synonymous with " passenger cars," as defined for the HPMS system.

Light Duty Truck ( LDT): this class includes vehicles classified as " trucks," that are rated at less than 8,500 lb gross vehicle weight ( GVW). In addition to pickup trucks, LDTs also include vans, mini vans, and sport utility vehicles ( SUV).

Heavy Duty Vehicle ( HDV): this class includes vehicles rated at more than 8,500 lb GVW, including trucks, tractor trailers, " semi trucks," and buses.

1( a)( 2) Objectives This study is designed to collect data to satisfy research objectives related to model development:

Do vehicles of a given type travel at the same average speed on different road types?

Do vehicles of different types travel at the different average speeds on the same road type? 31

What are average emission rates for light duty vehicles, stratified by year of manufacture ( model year)?

What are average emission rates for light duty trucks, stratified by year of manufacture ( model year)?

What are average emission rates for heavy duty vehicles, stratified by year of manufacture ( model year)?

What are variances in average speed for each vehicle type on each road type?

What are variances in emission rates by stratum ?

1( b) Key Variables Variables to be surveyed or measured include:

Vehicle Activity. This parameter represents vehicle usage, expressed in terms of operating time per reference period ( e. g., hours/ day, hours/ week) on a given road type.

Emission Rates. This variable represents exhaust or Atailpipe@ emissions, expressed in terms of " mass rates," defined as mass per reference period ( g/ hour). Emissions will be measured for the following exhaust constituents:

 carbon dioxide ( CO2),  oxides of nitrogen ( NOx),  carbon monoxide ( CO),  total hydrocarbon ( THC)  particulate matter ( PM).  non methane hydrocarbon ( NMHC)

Measurement of CO2 provides the basis for estimation of fuel consumption which can be directly related to the physical work expended by a vehicle during travel to transport its own weight, as well as that of cargo and passengers. Fuel consumption, in turn can be readily translated to energy consumption, one of the outputs of the MOVES model. Oxides of nitrogen, carbon monoxide, non methane hydrocarbon, and particulate matter are air pollutants regulated under the Clean Air Act. Engine standards also exist for total hydrocarbons due to their role in formation of ozone, another criteria pollutant. 32 In addition to activity and emissions, additional variables collected for use in deriving model inputs include:

vehicle speed ( mph, m/ sec): this parameter is the instantaneous speed of a vehicle measured at a given second ( a measurement frequency of approximately 1.0 Hz).

Vehicle weight ( lb, tonnes)

Road grade ( degrees, radians)

Instantaneous speed and weight are key variables in estimating the power expended by a vehicle to transport its own weight, and the additional weight of cargo and passengers.

1( c) Statistical Approach We have selected a statistical approach for this effort for two reasons:

 While a census or partial census would be ideal, the effort and expense required is prohibitive.

 To meet the objectives for use of these data, it is necessary to draw valid and defensible inferences from sets of equipment surveyed or measured to equipment populations at wider scales, such as the county or state or nation. This requirement in itself rules out nonprobabilistic approaches.

1( d) Feasibility Obstacles to Participation. We do not anticipate substantial obstacles to participation, because we have modified the design and proposed collection methods that remove or minimize obstacles that have limited participation in similar past studies. Until recently, sampling vehicle emissions required testing the vehicle on a chassis dynamometer. This approach required the owner to commute to a laboratory site, relinquish control of their vehicle for two days to two weeks, exchange their vehicle for a loaner vehicle, and return to the site to retrieve the vehicle. This process, applied to passenger vehicles with some success, was considered unduly burdensome to owners of commercial vehicles used to generate income. Finally, use of the chassis dynamometer has limited the geographic scope of such studies areas where such facilities exist.

Fortunately, the availability of portable instrumentation fundamentally changes this situation. It is now possible to Atake the laboratory to the respondent,@ and to conduct measurements in the field in an efficient and cost effective way. We can measure emissions from vehicles during normal operation, using non intrusive portable instruments. This approach also reduces respondent burden. Aside from responding to brief interviews, the respondent need not modify their schedule or operation to participate. There is no need to make time to take the vehicle to a laboratory site or to take commercial vehicles out of service. Technicians can install the instruments during periods when the vehicle is not being used, and instrumentation does not interfere with the 33 vehicle= s operation.

Availability of Funds. At present we expect to have adequate funds available to conduct the three surveys as designed. However, if funding shortfalls occur, we can take measures to reduce sampling costs by dropping one of the two light duty emissions samples. This measure would maintain the integrity of the other two surveys.

Timing of Data Availability. We expect results and the final report for all three surveys to be ready by June, 2006, at which time we plan to incorporate the results into the MOVES model. This schedule is acceptable to OTAQ management .

2 SURVEY DESIGN 2( a) Target Population and Coverage The collection will target three vehicle populations:

Light Duty Vehicles/ General Population ( General LDV): This population includes all light duty vehicles registered with the state in a study area. Coverage will exclude vehicles residing or operating in the study area that are registered outside the study area, vehicles whose owners fail to renew their registrations within 12 months of a renewal date, as well as unregistered vehicles.

Light duty Vehicles in Inspection/ Maintenance Lanes ( LDV/ IM): A second group includes lightduty vehicles in metropolitan areas having Inspection & Maintenance programs. Coverage will include private personal vehicles and commercial vehicles used by small to mid sized businesses, reporting to the lane for scheduled I/ M tests during the study period.

Heavy Duty vehicles ( HDV): The third population includes heavy duty vehicles registered with the state in a study area. As with LDVs, coverage excludes vehicles registered outside the study area that are used within the study area.

2( b) Sample Design 2( b)( i) Sample Frame 2( b)( i)( 1) Emissions Measurement Samples General LDV. The sample frame for this population will be the National Vehicle Population Profile ® ( NVPP) database, maintained by R. L. Polk and Company. This company compiles, standardizes and markets state vehicle registration databases. The database includes vehicles registered or renewed within the previous year, updated on a monthly basis. Listings are maintained in the database for one year following their scheduled renewal dates, in cases where owners fail to renew their registrations in a timely fashion.

LDV/ IM: As mentioned under population coverage, this sample will not be based on a list frame. 34 Rather, the pool of eligible vehicles will be those vehicles reporting for scheduled I/ M tests during a scheduled study period.

Heavy Duty. The frame for this sub population is the Trucking Industry Profile ® ( TIPNet) database, compiled and maintained by R. L. Polk and Company.

2( b)( i)( 2) Activity Measurement Samples The frame for the activity measurement samples will the Polk NVPP database for light duty vehicles and light duty trucks, as with the General LDV sample, and the Polk TIPNet database for heavy duty vehicles, as with the HDV sample.

2( b)( ii) Sample Sizes 2( b)( ii)( 1) Activity Measurement The sample for activity measurement is designed to allow distinctions between average vehicle speeds involving two types of comparisons:

  between different vehicle types on given road types, and   between average speeds for all vehicles on different road types.

For purposes of this analysis, we translated the HPMS vehicle types into two broad classes, corresponding roughly to the EPA regulatory classes, which we designate as " light duty" and " heavy duty." As the name implies, the light duty category includes passenger cars and 2 axle/ 4 wheel vehicles, and corresponds to LDVs and LDTs. Similarly, the " heavy duty" class includes single unit trucks, combination trucks and buses, and corresponds to HDVs. This aggregation reflects the typical usage patterns for the different regulatory classes ( Hallmark & Isebrands, 2004). Average Speeds by road type and vehicle class are presented in Table B. 2.

The distinctions to be represented are framed as contrasts between means within an assumed roadtype × vehicle type ANOVA. Based on the cell means, we calculated contrast sums of squares for a selection of contrasts of interest, as listed in Table B. 3. The vehicle sample is estimated on the basis of the most limiting contrast, which would involve distinction of average speeds between " small" and " large" vehicles on rural interstate freeways. Direct measurements of vehicle speeds on differing road types suggests that " heavy duty" vehicles tend to travel at lower speeds on the same road type than do " light duty" vehicles.

The sample size was initially calculated as a total number of operating hours, which was then converted to numbers of vehicles in each vehicle class. This process involved three steps:

  Total hours were allocated equally among " light duty" and " heavy duty" vehicle classes.

  Total hours were converted to total vehicles on the basis of average daily operation ( 1.5 hours/ day for " small," and 3.5 hours/ day for " large") ( USEPA, 2004a) and an assumed measurement period ( 30 days). 35   As a final step, total vehicles were then reallocated among the HPMS vehicle types, on the basis of national " vehicle miles traveled" ( VMT) ( FHWA 2000).

Table B. 3 presents vehicle samples for each vehicle type.

Table B. 2 Average Vehicle Speeds by Road Type and Vehicle Class Road Type Vehicle Class " light duty" " heavy duty"

Rural Interstate 70.56 68.06 Rural Arterial 52.51 46.11 Rural Collector 37.36 30.96 Rural Local 26.76 20.36 Urban Interstate 42.33 39.83 Urban Arterial/ Collector 32.58 26.18 Urban Local 12.39 9.99 Table B. 3 Selected Contrasts for Effects of Road Type and Vehicle Class on Average Vehicle Speed Predictor Contrast Comparison d. f. Sum of Squares ( L2)

Road Type × Vehicle Class Rural interstate | light duty : heavy duty 2 6.25 Rural arterial | light duty : heavy duty 2 40.96 36 Table B. 4 Sample Sizes for the Activity Sample Vehicle Class Total Operating Hours Vehicle Type VMT (%) 1 No. vehicles ( nveh) 2 Light duty 12,200 Passenger Cars 0.635 200 2 Axle/ Four tire 0.365 120 Subtotal 1.000 320 Heavy Duty 12,200 Buses 0.036 5 Single Unit trucks 0.334 40 Combination trucks 0.629 75 Subtotal 1.000 120 1 Percent of national vehicle miles traveled, as reported in FHWA ( 2000).

2 No. vehicles derived by translating total operating hours to vehicles by assuming average operating times of 1.5 hours/ day and 3.5 hours/ day for light duty and heavy duty vehicles, respectively, and allocating total vehicles to vehicles types on the basis of national VMT.

2( b)( ii)( 2) Emissions Measurement The emissions measurement samples are designed to estimate mean rates for vehicles, stratified by model year and regulatory class. Within each stratum, independent samples are designed to achieve a 25% margin of error, with 80% confidence and 80% power. Given the high variability of vehicle emissions, especially when measured at fine time scales ( i. e., second by second measurement) the levels of precision that can realistically be achieved in the current collection are necessarily modest. Sample sizes for the three emissions samples are presented separately in Tables B. 5 and B. 6. 37 Table B. 5 Vehicle Sample Sizes for Emissions Measurement, Light Duty Vehicles and Light Duty Trucks Model year Group Regulatory Class Total LDV LDT General LDV Sample Pre 1981 35 15 50 1981 85 30 20 50 1986 93 30 25 55 1994 95 30 35 65 1996 98 35 70 105 1999 and later 55 60 115 Subtotal 135 130 265 LDV/ IM Pre 1981 15 5 20 1981 85 10 10 20 1986 93 10 10 20 1994 95 10 15 25 1996 98 15 30 45 1999 and later 20 25 45 Subtotal 80 95 175 TOTAL 215 225 440 38 Table B. 6 Vehicle Sample Sizes for Emissions Measurement, Heavy Duty Vehicles Model year Group Regulatory Class Total < 14,000 lb > 14,000 lb Pre 1985 25 55 80 1985 89 25 50 75 1989 93 55 50 105 1994 97 50 20 70 1998 and later 50 25 75 TOTAL 205 200 405 2( b)( iii) Stratification Variables Activity Measurement: The sample of vehicles selected for activity measurement will be stratified by HPMS vehicle type ( see 1( a)( i)( 2), page 2).

Emissions Measurement: For purposes of emissions measurement, vehicle samples will be stratified by model year and regulatory class. The model year groups track the history of technology development and the implementation of emissions standards. Analyses of emission data show that model year is one of the most important variables available for estimating emission rates. In addition, model year is also a logical stratification variable because the variability of emissions, as well as mean rates, declines steadily with model year.

2( b)( iv) Sampling methods 2( b)( iv)( 1) Activity Measurement Within each stratum, vehicle samples will be drawn independently using simple random sampling ( SRS).

2( b)( iv)( 2) Emissions Measurement General LDV Sample. Within each model year by regulatory class stratum, vehicle samples will be drawn using simple random sampling.

LDV/ IM Sample. The sample of LDVs and LDTs passing through the I/ M lanes will be drawn using a sequential sampling method with probability proportional to the I/ M test result. This 39 approach satisfies the objective of emphasizing " high emitting" or " vehicles," without entirely neglecting the population as a whole.

HDV Sample. Within each model year by regulatory class stratum, vehicle samples will be drawn using simple random sampling.

2( b)( v) Multi stage sampling This collection will not employ multi stage sampling.

2( c) Precision Requirements 2( c)( i) Precision Targets Activity Sample. For purposes of conducting statistical tests for the contrasts discussed in subsection 2( b)( ii)( 2) above, the precision goal for each contrast is to achieve 90% power at a confidence level of 98.9%. This confidence level corresponding to an overall type I error rate of 0.05, after applying a Bonferroni adjustment for twelve multiple comparisons.

Emissions Samples: Due to the high variability of emission rates among vehicles expected in all strata ( CV = 0.6 to 1.30), the precision goals for this collection are modest, but designed to achieve the highest precision obtainable in all strata with expected resources. The samples are designed to independently estimate stratum means to within 25%, with 80% power at 80% confidence.

2( c)( ii) Non Sampling Error 2( c)( ii)( 2) Non response error As in any survey, non response is one of the most important potential sources of error in final results. Survey non response occurs when no response at all is obtained from a potential participant in the study, whereas " item nonresponse" occurs when a respondent provides responses to some but not all items. Survey non response occurs if a respondent refuses to participate, or if they prove to be unavailable after multiple attempts at contact.

Item nonresponse may occur in a number of ways. A respondent may answer some items but refuse others, or may break off an interview for unrelated reasons. A form of item nonresponse detrimental to both the activity measurement and emissions measurement samples but unrelated to the respondent could occur in cases where equipment malfunction or measurement errors make emissions or activity datasets for specific equipment pieces unsuitable for subsequent analysis.

The potential for non response bias must be considered when response rates are low. However, even if response is low, non response bias may not be a major concern if non response rates are not systematically related to a survey's key variables. It is, however, difficult to verify whether or not this is the case. Assuming that non response can be considered " random," systematic bias is less of a concern. However, low response rates are still undesirable. Nonresponse can generate a secondary bias by distorting relationships among planned sampling 40 weights in unequal probability samples ( as in LDV/ IM sample), or by introducing inequalities in equal probability samples ( as in the General LDV sample). Additionally, non response can inflate variances by reducing effective sample sizes and by necessitating the use of non response adjustment weights or imputation.

To mitigate the effects of non response we plan to:

Maximize response rate: To get as high a response rate as possible, we plan to make response as easy as possible. Both the initial and followup interviews are very brief, with questions designed to be easy to answer, without a need to check records. With respect to emissions and activity measurements, we shift the burden to a large extent from respondents to the agency. Portable instrumentation makes it possible for the agency to go to the respondent, rather than the reverse. Respondents need not disrupt their normal operations to participate, nor do they need to make time to take equipment to laboratory sites at pre specified times. As much as possible, detailed information is to be collected by trained technicians, to avoid posing questions to respondents that are difficult or time consuming to answer.

Non response adjustments. Depending on actual response rates achieved, we plan to derive nonresponse adjustment weights. As appropriate, we will perform separate analyses for each key variable to address both survey and item non response.

2( c)( ii)( 3) Measurement error The measurement of emissions, and to a lesser extent activity, during normal vehicle operation can require the use of complex instrumentation in a harsh environment. The emissionsmeasurement instrument is specifically designed to collect data from vehicles during normal operation. Nonetheless, despite rugged design, additional steps will be take prior to and following data collection to detect measurement errors in resulting data.

Calibration. Prior to installation and following removal, the instrument= s sensors and meters will be calibrated. The outcome of the calibration is an equation or system of equations that translates voltage output from sensors into values of target variables, e. g., exhaust volume in the case of the flowmeter, and relative concentration in the case of the oxygen sensor. Technicians will audit and record the calibrations for each sensor prior to and following installation on a given vehicle. Comparison of the audits demonstrates that the instrument= s calibration was stable over the measurement period, i. e., that the instrument did not show substantial Adrift@ between installation and removal. During analysis, knowledge of the extent of drift allows estimation of the degree of measurement error expected for results obtained from a given instrument.

Equipment malfunction. Following download of the data, additional quality assurance measures will be taken to verify that the instrument operated correctly and that the results are reliable for further analysis. These measures involve the use of computer programs that automatically scan the time series for patterns that may suggest instrument error, combined with graphic presentation of the data to allow case by case visual inspection. Quality assurance measures are further described in subsection 5( a)( ii). 41 Respondent error. The emphasis on collection of key information for the survey through direction inspection and instrumentation involves a conscious decision to reduce reliance on human memory to the maximum extent possible. A primary example is the use of electronic dataloggers to measure equipment activity. We believe that the use of instrumentation is more objective and reliable and simultaneously reduces respondent burden.

Despite the emphasis on measurement, it remains necessary to request respondents to report some information about their operations and equipment. As much as possible, we have restricted interview items to general questions that can be easily answered without involved or detailed estimation and without heavy reliance on human memory. Additionally, the interview questions themselves, while important, primarily set the stage for the equipment selection and measurement to follow.

Data entry error. Information obtained through phone interviews, personal interviews and field inspections will entered directly into computer databases. To reduce the potential for data entry error, Adouble entry@ methods will be employed. All information will be entered independently by two persons, and the two file versions checked against each other.

Emissions results and other data collected electronically will not be input manually. Data files will be downloaded directly from the measurement instrument and transferred to the database, following quality assurance procedures.

2( d) Questionnaire Design 2( d)( i) Vehicle Ownership Questionnaire The vehicle ownership questionnaire will be administered to the stratified vehicle sample. It is very short, containing only twenty items for the telephone interview and eleven for the personal interview. The questionnaire is designed to verify the respondent's ownership of the vehicle, and to obtain general descriptive information regarding the vehicle's usage and its eligibility for measurement.

2( d)( i)( 1) Heavy Duty Vehicles from Registration Lists:

At the outset, the interviewer will identify themselves, and let the respondent know that the call concerns a study of vehicle emissions. The interviewer will then briefly describe the study, and attempt to obtain the respondent= s consent to proceed with questionnaire items, as follows:

Item 1: Verify Respondent= s Name and Address: This item is intended to verify that the party contacted is in fact the intended respondent, and whether the respondent has changed its name or address since the last update of the sample frame.

Item 2: Preference for email contact : This item determines whether the respondent prefers to communicate by email over the course of their participation. If the owner so indicates, the interviewer obtains their e mail address at this time.

Item 3: Confirmation of Respondent's Ownership of Selected Vehicle: This item asks the respondent if they do in fact own the vehicle that listed as registered to them. 42 Item 4: Response to Negative Reply to Item 3: This question is in response to a negative reply in item 3. It determines if the respondent ever owned the vehicle in question.

Item 5: Response to Positive Reply to Item 4: This item determines if the respondent knows and will share with the interview the contact information on the new owner of the vehicle in question.

Item 6: Determination of Respondent's Knowledge of the Selected Vehicle: This item confirms that the respondent is knowledgeable about the vehicle in question.

Item 7: Determination that the Selected Vehicle is still in use: The item confirms that the vehicle is still being used.

Item 8: Determination of Recent Use: This item confirms that vehicle has been used in the last month.

Item 9: Determination of Present Condition of Selected Vehicle: This question determines if the vehicle is in operational condition.

Item 10: Determines Use of Vehicle: This item is used to determine if the vehicle is used for long or short haul operation.

Item 11: Determines Exhaust Configuration: This item determines if the exhaust system will allow installation of an emissions measurement instrument.

Item 12: Determination of Vehicle Interior Volume: This item is to determine whether a measurement instrument is expected to fit into the vehicle's interior. Exhaust sampling equipment is considerably larger than the activity instrumentation.

Item 14: Request for Permission for External Equipment Installation: This item a request to the owner if it is permissible to install equipment on the vehicle.

Item 15: Request Respondent to Participate in Data Collection: This item is the official request to the respondent to participate in the instrumented vehicle sample of the data collection.

Item 16: Response to Negative Reply to Item 15: This item asks the respondent if they can be re approached for the data collection at a later time.

Item 17: Request for Information Concerning other Vehicles the Respondent May Own: This item asks if the respondent owns other vehicles.

Item 18: Response for Positive Reply to Item 17: Request information on other vehicles owned by the respondent.

Item 19: Requesting Future Contact Concerning Participation of other Vehicles: This item is a request to the respondent that the survey can contact them at some future time to obtain permission to include their other vehicles in the data collection. 43 Item 20: Solicitation for Questions Concerning the Program from the Respondent: This item ends the survey by addressing any questions the respondent may have concerning the data collection and their participation in it.

2( d)( i)( 2) Light Duty Vehicles from Registration Lists:

At the outset, the interviewer will identify themselves, and let the respondent know that the call concerns a study of vehicles. The interviewer will then briefly describe the study, and attempt to obtain the respondent= s consent to proceed with questionnaire items, as follows:

Item 1: Verify Respondent= s Name and Address: This item is intended to verify that the party contacted is in fact the intended respondent, and whether the respondent has changed their name or address since the last update of the sample frame.

Item 2: Respondent Preference for email contact: This item determines whether the respondent prefers to communicate by email during the course of their participation. If the owner so indicates, the interviewer obtains their e mail address at this time.

Item 3: Confirmation of Respondent's Ownership of Selected Vehicle: This item asks the respondent if they do in fact own the vehicle that is listed as registered to them.

Item 4: Response to Negative Reply to Item 3: This question is in response to a negative reply in item 3. It determines if the respondent ever owned the vehicle in question.

Item 5: Response to Positive Reply to Item 4: This item determines if the respondent knows and will share with the interview the contact information on the new owner of the vehicle in question.

Item 6: Determination of Respondent's Knowledge of the Selected Vehicle: This item confirms that the respondent is knowledgeable about the vehicle in question.

Item 7: Determination that the Selected Vehicle is still in use: The item confirms that the vehicle is still being used.

Item 8: Determination of Recent Use: This item confirms that vehicle has been used in the last month.

Item 9: Determination of Present Condition of Selected Vehicle: This question determines if the vehicle is in operational condition.

Item 10: Determines Use of Vehicle: This item is used to determine if the vehicle is primarily used for personal transportation.

Item 11: Determines Exhaust Configuration: This item determines if the exhaust system is compatible with the flowmeter for the emissions measurement instrument.

Item 12: Determines Exhaust Configuration: This item identifies anything unusual about the exhaust configuration beyond having more than one exhaust pipe. 44 Item 13: Determination of Vehicle Internal Volume: This item serves to identify vehicles that may not have interior space to house the emission sampling equipment, either in the back seat or the trunk.

Item 14: Request Respondent to Participate in Data Collection: This item is the official request to the respondent to participate in the instrumented vehicle sample of the data collection.

Item 15: Response to Negative Reply to Item 15: This item asks the respondent if they can be reapproached for the data collection at a later time.

Item 16: Request for Information Concerning other Vehicles the Respondent May Own: This item asks if the respondent owns other vehicles.

Item 17: Response for Positive Reply to Item 16: Request information on other vehicles owned by the respondent.

Item 18: Requesting Future Contact Concerning Participation of other Vehicles: This item is a request to the respondent that the survey can contact them at some future time to obtain permission to include their other vehicles in the data collection.

Item 19: Solicitation for Questions Concerning the Program from the Respondent: This item ends the survey by addressing any questions the respondent may have concerning the data collection and his participation in it.

2( d)( i)( 3) Light Duty Vehicles from an I/ M Lane:

At the outset, the interviewer will identify themselves, and let the respondent know that the call concerns a study of vehicles. The interviewer will then briefly describe the study, and attempt to obtain the respondent= s consent to proceed with questionnaire items, as follows:

Item 1: Verify Respondent= s Name and Address: This item is intended to verify that the party contacted is in fact the intended respondent, and whether the respondent has changed their name or address since the last update of the sample frame.

Item 2: Determine if Respondent Prefers future contact by e mail: This item determines whether the owner prefers to communicate by email during the course of their participation. If the owner so indicates, the interviewer obtains their e mail address at this time.

Item 3: Confirmation of Respondent's Ownership of Selected Vehicle: This item asks the respondent if they do in fact own the vehicle that is indicated as registered to them.

Item 4: Response to Positive Reply to Item 3: This item determines if the respondent will share with the interview the contact information on the new owner of the vehicle in question Item 5: Response to Positive Reply to Item 4: This item is a request to the respondent to initiate contact with the owner using the interviewer's cell phone. 45 Item 6: Determines Use of Vehicle: This item is used to determine if the vehicle is primarily used for personal transportation.

Item 7: Request Respondent to Participate in Data Collection: This item is the official request to the respondent to participate in the instrumented vehicle sample of the data collection.

Item 8: Response to Negative Reply to Item 8: This item asks the respondent if they can be reapproached for the data collection at a later time.

Item 9: Request for Information Concerning other Vehicles the Respondent May Own: This item asks if the respondent owns other vehicles.

Item 10: Response for Positive Reply to Item 9: Request information on other vehicles owned by the respondent.

Item 11: Requesting Future Contact Concerning Participation of other Vehicles: This item is a request to the respondent that the survey can contact them at some future time to obtain permission to include their other vehicles in the data collection.

Item 12: Solicitation for Questions Concerning the Program from the Respondent: This item ends the survey by addressing any questions the respondent may have concerning the data collection and their participation in it.

2( d)( ii) Vehicle Identification, Description and Instrumentation Parameters In the course of instrumentation, the technicians will acquire additional information necessary to properly install the instrument( s) and reduce and apply resulting data. This information will be provided by technicians directly or obtained through direct inspection of the vehicle. The respondent need not be present and acquisition of this information imposes no additional burden on respondents. Each information block is briefly described below.

Visual inspection: This block records results of an inspection to determine whether an instrument can be installed on the piece. For example, a vehicle with major leaks evident in the exhaust system cannot be instrumented for emissions, because the exhaust flow volume cannot be accurately measured. Similarly, the vehicle may not be eligible for for emissions measurement but yet be suitable for activity measurement.

Date & Time: This block records the date and time for installation and removal of an instrument.

Vehicle Information: This block records detailed vehicle information that identifies the vehicle's physical condition. It is collected by technician inspection and does not add to the respondent's burden.

Items collected are:

the vehicle exhaust and evaporative emission 46

odometer reading

vehicle weight

signs of emission control

a scan of the vehicle's Onboard Diagnostic System, if present, to determine if any trouble codes are indicated Installation parameters. This block primarily contains exhaust pipe measurements used in installation of the flowmeter on the outlet.

Instrument identification: This block indicates the type of instrument installed and uniquely identifies the components of a specific instrument.

Instrument calibration: This block identifies calibration curves for the emissions measurement instrument. Each instrument is to be calibrated prior to installation and following removal from an equipment piece. The calibration equations, which are unique to each instrument, convert voltage signals from different sensors into appropriate units. For example, the flow meter calibration converts voltage to exhaust flow volume, and the oxygen sensor calibration converts voltage to oxygen concentration. Comparison of pre and post calibrations is a quality assurance step that ensures that the sensors were stable over the measurement period.

Maintenance Log: This log records the reason and outcome of visits, if any, during a measurement period to tend or maintain an instrument. It will record the reasons for a visit, any actions taken and the outcome in relation to the acceptability of data collected prior to the visit.

3 PRETESTS AND PILOT TESTS 3( a) Pilot Tests Initial samples of approximately 50 respondents for each questionnaire will be fielded following initiation of the survey. These interviews and site visits will serve to further test the revised instruments and modify questions or items found to be unclear or impractical.

4 COLLECTION METHODS AND FOLLOW UP 4( a) Collection Methods 4( a)( i) Vehicle Ownership Questionnaire The Vehicle Ownership Questionnaire will be administered by phone interview for heavy duty vehicles and the light duty vehicles recruited from vehicle registration lists. This method was selected due to the simplicity and brevity of the initial interview. The interview was designed so that a respondent with knowledge of the subject vehicle will be able to quickly and easily provide answers to all items without a need to consult records or look at the vehicle. Using telephone as 47 the collection mode will also enable interviewers to identify and make contact with a knowledgeable respondent directly and quickly in the case of commercial vehicles.

In the case of I/ M lane recruitment the interview shall be administered in person, as both the interviewer and respondent are present at the time of the test This method has proven to have very high response rates and eliminates questions concerning the physical state of the vehicle found in the phone interviews. The physical attributes of the vehicle can be observed by the interviewer at that time.

Due to the simple factual nature of the interview questions, it is more important that interviewers have training and experience in recruitment and interview methods than extensive technical knowledge in the survey= s subject matter. Nonetheless, project specific training for interviewers will be provided, and will cover the issues involved in the installation of the vehicle activity and emission sampling instrumentation.

4( a)( ii)( 1) Emissions measurement Exhaust emissions will be measured using portable on board instrumentation. These systems enable quick and inexpensive measurement of emissions from vehicles during normal driving. In addition to their portability, the instruments are non intrusive. Installation does not require removal of any components or modification of the vehicle piece in any way. Two technicians can install the instrument quickly, while the vehicle is parked, without assistance from the respondent. Once installed, the instrument does not interfere with the vehicle's normal operation. In addition, data collection is automatic; the instruments do not require active maintenance or tending during operation.

Within the instrument, different sensors measure key engine parameters during normal operation, at intervals of one second ( 1.0 hertz). Primary parameters measured include:

 engine speed ( revolutions per minute, rpm),  vehicle speed ( miles per hour),  vehicle location ( degrees, minutes, and seconds of latitude and longitude),  vehicle altitude ( feet above sea level),  oxygen concentration in the exhaust stream ([ O2], percent by weight, wt%),  oxides of nitrogen concentration in the exhaust stream ([ NOx], parts per million, ppm),  carbon monoxide concentration in the exhaust stream ([ CO], percent by weight, wt%)  total hydrocarbon concentration in the exhaust stream, ([ THC), parts per million, ppm)  particulate concentration in the exhaust stream ([ PM], ng/ m3)  ambient temperature (

C),  exhaust temperature (

C),  relative humidity (%), and  barometric pressure ( kilo Pascals, kPa).  date/ time stamp 48 Collection of the primary parameters observed allows derivation of secondary parameters, which include the key variables for the survey. Derived measurements include:

 exhaust flow volume ( adjusted to standard temperature and pressure, cu. ft/ min),  fuel flow volume ( kg/ sec),  carbon dioxide emission rate ( kg/ sec),  pollutant emission rates for NOx, CO, THC, NMTHC, and PM, ( g/ sec).

The typical measurement period for emissions will be 3 to 5 days. Analysis of initial data collected has shown this time is adequate to characterize emissions for a vehicle.

4( a)( ii)( 2) Activity measurement Equipment usage or activity will be measured by on board instrumentation. The instrument is simpler than that used for emissions measurement. These data allow the characterization of when and how long the equipment was operated while the instrument was installed. Within the instrument, different sensors measure operation, at intervals of one second ( 1.0 hertz). Primary parameters measured include:

engine on/ off

engine speed ( revolutions per minute, rpm),

 vehicle speed ( miles per hour),  vehicle location ( degrees, minutes, and seconds of latitude and longitude),  vehicle altitude ( feet above sea level),

date/ time stamp These instruments are non intrusive, and do not interfere with normal equipment operation. Active tending by a technician during data collection is not required, nor is tending or effort on the part of the respondent is required.

The target measurement period for activity approximately one month. This period is long enough to directly measure driving on a wide variety of road types.

4( b) Contacts and Expected Response 4( b)( i) Contact and Follow up Schedule 4( b)( i)( 1) Registration List Sample The goal in the samples obtained from registration lists is to make contact with a knowledgeable respondent by phone and to complete the Vehicle Ownership interview over a period of approximately two weeks. At the outset, each contact will be mailed a letter that describes the survey, stresses importance of response, and lets the contact know that they will be contacted by phone for a brief interview within the following week.

After mailing the letter, interviewers will attempt to contact the respondent by telephone over a period of two work weeks. Calls will be attempted during different time periods during the week, 49 designated as Acall slots.@ In designating slots, the week is divided into two periods, AMonday Wednesday,@ and ATuesday Friday.@ Note that the call slots will be treated as guidelines for initial attempts at contact. Interviewers will rely on their experience and judgment in deciding how to reach particular respondents.

If the interviewer establishes that the vehicle is suitable for instrumentation they will attempt to obtain permission to instrument the vehicle, arrange the location where that can best be done at the owner's convenience. interviewers will document each attempt and its outcome. Information recorded for all contacts will include date, time, outcome, any comments, and the interviewer I. D. number.

4( b)( i)( 2) LDV/ IM Sample The goal of the I/ M sample is to recruit vehicles on a random basis after they have gone through their emission inspection. The point for recruiting the vehicle at that time is that the I/ M test emission rates are to be used as a criterion for vehicle selection. If the vehicle identified by the recruiter is selected by the sampling algorithm, the interviewer will approach the owner, conduct the interview, and inspect the vehicle to determine if it can be instrumented. Following completion of the Equipment Ownership interview, if the respondent is eligible, the interviewer will solicit participation for emissions measurement. After obtaining consent, installation technicians shall install the instrumentation at the I/ M station. The removal of the equipment will be arranged at that time also. It shall be done at a time and place of the owner's convenience.

Interviewers will document each attempt and its outcome. As a rule of thumb, interviewers will approach a respondent only once at the I/ M lane. Information recorded for all contacts will include date, time, outcome, any comments, and the interviewer I. D. number.

Contact and follow up schedules for the instrument installations are presented in Table B. 7. Following an initial contact with the party listed in the sample frame, the interviewer will attempt to obtain referral to a knowledgeable respondent, as necessary, to allow completion of the Vehicle Ownership Interview. Successful collection of a valid dataset qualifies as a complete response. 50 T able B. 6 Contact and Follow up Schedule for Individual Respondents for Vehicle Recruited from Registration Lists Sample Activity Day Owner Vehicle

Mail initial letter 1

Vehicle Ownership Interview 7  21

Instrument vehicle 21  35

Collect emissions data 21  40

Collect activity data 21  51 T able B. 7 Contact and Follow up Schedule for Individual Respondents for Vehicle Recruited from an I/ M Lane Sample Activity Day Owner Vehicle

Vehicle Ownership Interview 1

Instrument vehicle 1

Collect emissions data 1 5

Collect activity data 1  30 51 4( b)( ii) Calculation of Response Rate The target response rate for the survey overall will be 70%. In addition, separate response rates will be calculated for each key variable, as appropriate, to address both whole survey and item non response. For a specific key variable, the response rate will be calculated as:

where terms as defined as follows:

 total completions: the number of useable responses obtained following all follow up steps.  total contacts attempted: defined as the sum of: ( 1) total completions, as above, ( 2) un useable responses, and ( 3) refusals, defined as owners contacted that decline to respond following all follow up steps and a reasonable waiting period, less the sum of: ( 4) ineligible establishments, and ( 5) owners proving unreachable at addresses and phone numbers listed in the sample database.

The sum of ( 2) and ( 3) will be designated as total non response. With respect to item ( 4), note that eligibility is defined differently for the establishment and equipment samples.

Follow up efforts will characterize establishments or households that decline to participate or fail to respond. General data items, such as industrial category, establishment size, and geographic location can be readily compiled from the sampling frame. If appropriate, surveyors will attempt to reach a subset of non respondents by phone to ascertain reasons for non response.

5 ANALYZING AND REPORTING SURVEY RESULTS 5( a) Data Preparation 5( a)( i) Interview and Equipment Inventory Information During field work, interviewers and technicians will record respondents= information on paper questionnaires and interview sheets. At the end of each shift or workday, personnel will scan the field copies into computer files to prevent loss of data should the originals be lost or damaged, and make duplicate copies of all files, to be stored in different locations.

Personnel trained in ten key data entry will manually enter the survey information into electronic data files. In this process, we plan to use A double entry@ techniques, meaning that all information will be keyed in independently by two people. Following an item by item comparison 100 attempted contacts total s completion total (%) rate response   = 52 of the two versions, all instances where the files differ will be manually checked to ensure accuracy.

5( a)( ii) Emissions and Activity Data Technicians will download emissions and activity data directly from the instruments prior to removal. Following calibration and quality assurance, these data will be loaded into the Mobile Source Observation Database ( MSOD), a relational database of emissions measurements and supporting data developed and maintained by the USEPA National Vehicle and Fuel Emissions Laboratory.

During the process of loading the data into MSOD, quality assurance measures will be taken to ensure that the instruments were operating correctly and that the data are reliable for further analysis. Computer programs have been written and tested that detect problems in time series data. Two patterns in time series data that may suggest instrument error are A plateaus@ and A spikes.@

Plateaus occur when the reading from a sensor A flat lines@ or becomes uniform in an unnatural and unexpected way. Plateaus can occur for a variety of reasons, such as when a sudden surge in the gas being measured temporarily saturates a sensor, or if the concentration of the gas exceeds the range of the sensor. The program also detects A spikes,@ or sharp sudden changes in measured parameters over periods of 1 2 seconds. As large sudden changes in the measured parameters are not entirely unexpected during real operation, A spikes@ detected by the program can be more difficult to interpret than plateaus. However, spike detection is helpful to detect intermittent malfunctions in components or sensors, such as a sensor A cutting out@ at irregular intervals. However, while the program automatically detects potential problem segments in the time series, data is not mechanically eliminated for the dataset. Rather, the program flags problem segments, and generates time series plots for visual inspection. The plots will be inspected by qualified engineers or scientists, who will interpret the plot and decide whether to eliminate portions of the data or an entire dataset for a vehicle.

In addition, computer programs have been written to graphically represent the entire timeseries for an equipment piece on a daily and hourly basis. These plots allow visual inspection of an entire dataset for irregular or unexpected behavior in the engine= s operating parameters, and also to compare measurements to ranges expected, given the size of the machine. A variety of comparisons of this type can be made:

 Idle and peak engine speeds can be compared to normal ranges. For example, vehicles typically idle at speeds between 550 and 750 rpm, and peak speeds are typically around 2,200 2,300 rpm.

 Ambient temperatures should increase gradually during the day, decrease at night, and be reasonable given the date and location of the measurement. 53  Exhaust flow volume should be in a reasonable range given the size of the engine.

 Exhaust flow temperatures should increase sharply and exponentially when the engine shifts from idle to work, and should decline exponentially and stabilize during extended idle.

Oxygen concentrations should not exceed 21% and never be less than 0%.

Obvious discontinuities are obviously signs that the data may be suspicious they are found through inspection graphically or by calculating the first derivative of the 1Hz data and applying upper and lower bounds to that value.

Upper and lower bounds check at the record level can find spurious signals caused by noise and signal dropouts Again, graphs will be interpreted on a case by case basis by engineers and scientists, who will decide whether to reject portions of datasets or entire datasets for individual machines. 54 5( b) Data Analysis 5( b)( i) Analysis of Key Variables The section describes analyses designed to derive the key variables for the survey. Evaluation of these results will provide answers to the survey= s research questions.

5( b)( i)( 1) Vehicle Speed ( v, mph)

As mentioned, the PAMS instrument will obtain continuous 1.0 Hz " second by second" data on vehicle speed during normal driving. To lay the groundwork for assessment of differences in speed among vehicle and road types, speed data for each vehicle will be assigned to specific road types. This step can be achieved by overlaying the geographic positioning information for each vehicle trip onto a geographic information system ( GIS) layer containing HPMS road type information.

After stratifying the speed data by road type, an ANOVA model will be developed, expressing vehicle speed ( v) in terms of vehicle type and road type vehType) roadType ( vehType) ( roadType) ( 3 2 1 0 × + + + =         v After development of the ANOVA model, the contrasts described in sub section 2( b)( ii)( 2) will be evaluated. At present the MOVES model assumes that all vehicle types travel at the same speed on a given road type. That is to say, the model distinguishes among road types, but not among vehicle types. To the extent that testing contrasts for among road types and vehicle types suggest that significant differences exist, we will consider the adoption of speed inputs that reflect these results.

5( b)( i)( 2) Emission Rates Emissions results will be analyzed within the conceptual framework currently under consideration for derivation of emission rates for the draft MOVES model. In terms of its design, MOVES is classified as " modal" emissions model, meaning that different types of driving or operation are represented as distinct " operating modes." For example, the model represents several broad categories of operation, including " start", " idle", " coast", " cruising/ acceleration", and " deceleration/ braking." Start, idle and deceleration/ braking are classified as operating modes in their own right, whereas additional modes are defined within the coast and cruising/ acceleration categories. The current draft design specifies 2 " coasting" modes ( low speed and high speed), and 22 " cruising/ acceleration" modes. All the modes mentioned, with the exception of " start," are classified as " running operation" modes.

The " running operation" modes are defined in terms of vehicle speed, vehicle acceleration and a third engineering parameter, " vehicle specific power" ( VSP). Vehicle specific power represents the " tractive power" that a vehicle exerts against the road to move its own weight, plus that of the driver, passengers and cargo at a given instant, divided by its weight. In theoretical terms, the VSP for a vehicle at a given second t ( VSPt) can be expressed in kW/ tonne and represented as 55 ( ) t t t t t air d t t t t gv v a v g m R C v g v g m P VSP   µ   µ µ sin ) ( ) ( 3 tireroll 2 tonne 2 tireroll 1 tireroll 0 tonne trac,

+ +

      + + + = =

( B 2) where µ 0 tireroll = zero order tire rolling resistance coefficient ( unitless), µ 1 tireroll = first order tire rolling resistance coefficient ( sec/ m), µ 2 tireroll = second order tire rolling resistance coefficient ( sec2/ m2), Cd = aerodynamic drag coefficient of the vehicle ( unitless), R = cross sectional frontal area of the vehicle ( m2),   air = density of air ( 1.202 kg/ m3), vt = vehicle speed at time t ( m/ sec), at = vehicle acceleration at time t ( m/ sec2), mtonne = vehicle weight ( metric tonne), g = acceleration due to gravity ( 9.8 m/ sec2),   t = road grade ( radians).

As an initial step in assigning operating mode to a set of emissions measurements, acceleration and VSPt are calculated for each " second by second" measurement. Each measurement can then be assigned to an operating mode. The idle mode is assigned to measurements when vehicle speed is less than 1.0 mph. The deceleration mode is assigned when vehicle acceleration is negative over several seconds. The coast and Cruise/ acceleration modes are assigned on the basis of VSP and speed. On the low side, VSP can be negative ( when a vehicle is slowing down). On high side, VSP can range up to 70 kW/ tonne ( when a vehicle is running at high speed and acceleration). We assign the coast and cruise/ accel operating modes by applying the definitions in Figure B. 1. Each mode is defined in terms of a VSP class and a speed class, using 8 9 VSP classes and three speed classes, as shown in Figure B. 1. 56 VSP Speed Class 0 25 25 50 50 +

30 + 29 39 27 30 24 27 19 28 38 21 24 18 21 17 27 15 18 37 12 15 16 26 9 12 15 25 6 9 14 24 35 3 6 13 23 0 3 12 22 33 < 0 11 21 VSP Class Figure B. 1. Schematic representation of Operating mode definitions for " coasting" and " cruising/ acceleration" operating modes. Modes 11 and 21 represent " coasting" operation.

During analysis of emissions results obtained during the collection, the operating mode will be introduced as an extended stratification dimension to the regulatory class × model year group stratification applied during sampling. That is to say, averages will be calculated within an extended regulatory class × model year group × operating mode stratification.

In addition, estimates of uncertainty in the mean in each stratum will be calculated. In estimating variances for cell means, we plan to treat the data within strata as effective cluster samples, rather than simple random samples. This approach reflects the structure of the data, which is composed of sets of multiple measurements collected on individual vehicles. Thus, measurements on a specific vehicle are less independent of other measurements on the same vehicle than of measurements on other vehicles. Accordingly, means and variances for individual vehicles will be calculated to allow derivation of between vehicle and within vehicle variance components. These components were used in turn to calculate the variance of the mean for each cell, using the appropriate degrees of freedom to reflect between vehicle variability ( Kish, 1965). To enable estimation of variances under this approach, we will calculate a set of summary statistics, as listed below: 57 Stratum mean: the arithmetic mean of all measurements in a stratum.

Vehicle mean: the arithmetic mean of all measurements in a given test on a specific vehicle ( within a stratum).

Stratum sample size ( nstratum): the number of individual measurements in a cell, where each count represents a measurement collected at a frequency of 1.0 Hz, ( i. e., " second by second").

Vehicle sample size ( nveh, ), the number of individual vehicle tests represented in a cell.

Measurement sample size ( nmeas,): the number of measurements in a cell representing an individual test on an individual vehicle.

Vehicle variance ( s2 veh): the variance of measurements for each vehicle represented in a stratum, calculated as the average squared deviation of measurements for a test about the mean for that test. Thus, we calculate a separate value of s2 veh for each vehicle in each cell.

Between Vehicle variance component ( 2 betw s ): the component of total variance due to variability among vehicles, or stated differently, the variance of the vehicle means about the overall stratum mean, to be calculated as ( )

1 veh 1 2 stratum 2 betw veh     =

=

n y y n i i s Within Vehicle Variance Component ( 2 with s ): the variance component due to variability within vehicles, or the variance of measurements within individual vehicle files about their respective vehicle means, which can be expressed in terms of the variance for each vehicle file:

( )

veh stratum 1 2 , veh , meas 2 with veh 1 n n n n i i i s s     =

=

Note that the sum of squares for each vehicle is calculated from the test variance by multiplying by the degrees of freedom ( nmeas, I   1).

Variance of the cell mean ( 2 y s ): this parameter represents the uncertainty in the cell mean, and is calculated as the sum of the between vehicle and within test variance components, with each divided by the appropriate degrees of freedom. 58 stratum 2 with veh 2 betw 2 n n s s smean + =

Relative Standard Error ( RSE): this parameter gives a relative measure of the uncertainty in the stratum mean, allowing comparisons among cells. It is calculated as the ratio of the stratum standard error to the associated cell mean stratum 2 mean RSE y s =

The RSE values will be stored with their associated means in the input table to provide a basis for uncertainty analysis of emission rates and MOVES outputs derived from them.

5( c) Reporting Results Results of the survey will be made available to the public and within the Agency through the following means:

Mobile Source Observation Database. Results of the survey will be uploaded into Mobile Source Observation Database ( MSOD). The MSOD is a database of emissions measurements and supporting data, developed and maintained by the USEPA National Vehicle & Fuel Emissions Laboratory. Results for key variables plus necessary supporting data, such as final sampling weights, will be entered. However, the identities of respondents will be protected. Any information that could serve to identify a specific respondent will not be entered. This database is available to the public upon request, in CD ROM format.

Data Sharing. Results or summaries of results will be made available to respondents and study co sponsors, upon their request. 59 REFERENCES Hallmark, Shauna, and Hillary Isebrands. Evaluating Speed Differences Between Passenger Vehicles and Heavy Trucks for Transportation Related Emissions Modeling. Center for Transportation Research and Education, Iowa State University. DTFH61 03 P 00336. Ames, Iowa. July, 2004.

Kish, L. 1965. Survey Sampling. John Wiley & Sons, New York.

Office of Highway Policy Information. Highway Statistics 1999. Federal Highway Administration, U. S. Department of Transportation. FHWA PL 00 020. Washington, D. C. November, 2000.

U. S. Environmental Protection Agency. 2004a. MOVES2004 Highway Vehicle Population and Activity Data, Draft Report. Assessment and Standards Division, Office of Transportation & Air Quality, Office of Air and Radiation. Ann Arbor, Michigan. February, 2005.

U. S. Environmental Protection Agency. 2004b. MOVES2004 Energy and Emissions Inputs, Draft Report. Assessment and Standards Division, Office of Transportation & Air Quality, Office of Air and Radiation. Ann Arbor, Michigan. February, 2005. 60 APPENDIX B Vehicle Owners Questionnaires 61 Appendix B 1 OMB Clearance # 2060 0078 Expires: ??/??/????

In Use Vehicle Usage and Emissions Vehicle Owners Questionnaire Respondent Group 1: Light Duty Vehicle Owners from Registration Lists Respondent Identification Number _______________________. Interviewer Identification Number ________________________.

The public reporting and recordkeeping burden for this collection of information is estimated to average 25 minutes per response Burden means the total time, effort, or financial resources expended by persons to generate, maintain, retain, or disclose or provide information to or for a Federal agency. This includes the time needed to review instructions; develop, acquire, install, and utilize technology and systems for the purposes of collecting, validating, and verifying information, processing and maintaining information, and disclosing and providing information; adjust the existing ways to comply with any previously applicable instructions and requirements; train personnel to be able to respond to a collection of information; search data sources; complete and review the collection of information; and transmit or otherwise disclose the information. An agency may not conduct or sponsor, and a person is not required to respond to, a collection of information unless it displays a currently valid OMB control number. To comment on the Agency's need for this information, the accuracy of the provided burden estimates, and any suggested methods for minimizing respondent burden, including the use of automated collection techniques, EPA has established a public docket for this ICR under Docket ID No. OAR 2003 0006, which is available for public viewing at the Air and Radiation Docket in the EPA Docket Center ( EPA/ DC), EPA West, Room B102, 1301 Constitution Ave., NW, Washington, DC. The EPA Docket Center Public Reading Room is open from 8: 30 a. m. to 4: 30 p. m., Monday through Friday, excluding legal holidays. The telephone number for the Reading Room is ( 202) 566 1744, and the telephone number for the Air and Radiation Docket is ( 202) 566 1742. An electronic version of the public docket is available through EPA Dockets ( EDOCKET) at http:// www. epa. gov/ edocket. Use EDOCKET to submit or view public comments, access the index listing of the contents of the public docket, and to access those documents in the public docket that are available electronically. Once in the system, select A search,@ then key in the docket ID number identified above. Also, you can send comments to the Office of Information and Regulatory Affairs, Office of Management and Budget, 725 17th Street, NW, Washington, DC 20503, Attention: Desk Office for EPA. Please include the EPA Docket ID No. ( OAR 2003 0???) and OMB control number ( 2060 0078) in any correspondence. 62 C ONTACT LOG AND DISPOSITION Date ( mm/ dd/ yyyy) Day of week Time Comments Contact Result Code Interview Result Code Interviewer ID No.

M T W T F S S am/ pm M T W T F S S am/ pm M T W T F S S am/ pm M T W T F S S am/ pm M T W T F S S am/ pm M T W T F S S am/ pm M T W T F S S am/ pm M T W T F S S am/ pm M T W T F S S am/ pm M T W T F S S am/ pm M T W T F S S am/ pm M T W T F S S am/ pm M T W T F S S am/ pm TOTAL CONTACTS: __________.

Pending Codes 01 = No Answer 02 = Number out of Service 03 = Wrong number 04 = Reached Answering Machine 05 = Intended Respondent not at listed Number. 06 = Unable to Reach Knowledgeable Respondent 07 = Respondent requested callback at later time ( indicate in Comments). 08 = Language Barrier 09 = Other ( specify in comments section). Final Codes 10 = No answer after repeated contacts 11 = No contact with live person after repeated contacts 12 = Valid number unavailable for intended respondent 13 = Knowledgeable respondent unavailable after repeated contacts 14 = Language barrier 15 = Refusal 16 = Made contact with knowledgeable respondent 17 = Other ( specify in comments section)

INTERVIEW RESULT CODES 63 Pending Codes 30 = Knowledgeable respondent unavailable, call back 31 = Break off ( no interview) 32 = Break off ( partial interview) 33 = Language barrier 34 = Refusal 35 = Other ( specify in comments) Final Codes 40 = Interview complete 41 = Refusal 42 = Break off ( partial interview) 43 = Knowledgeable respondent unavailable after repeated calls 44 = Intended respondent not at listed address, phone 45 = Language barrier 46 = Other ( specify in comments) 64 Light Duty Vehicle Usage and Emissions Vehicle Owners Questionnaire Interview ID:_______________________. Date Completed:____/____/_______.

Enter R= s Information Name:___________________________________________________. Enter R= s Address: No. & Street __________________________________. City, town or village __________________________________. State __________ ZIP: __________________. Enter R= s Phone: __ __ __  __ __ __  __ __ __ __.

I. Introduction A. Name of Recruitment Contractor and Sponsor of Survey Hello. This is ( NAME), calling from < name of survey contractor>. May I speak with R?

B. Introductory letter Did you get a letter telling you about the survey? ( IF YES, CONTINUE, IF NO, OR DON= T KNOW, (` Let me tell you about it') ( IF R WOULD LIKE ANOTHER LETTER SENT (` We will send another copy')

II. Saliency of Survey A. Purpose of Survey The purpose of the survey is to get vehicle use and emissions data to determine what needs to be done to clean the nation's air and improve its transportation system.