EPA-450/4-89-010
CONSIDERATION OF TRANSPORTED
OZONE AND PRECURSORS
AND THEIR USE IN EKMA
By
EDWIN L. MEYER, JR.
AND
KEITH A. BAUGUES
OFFICE OF AIR QUALITY PLANNING AND STANDARDS
U. S. ENVIRONMENTAL PROTECTION AGENCY
RESEARCH TRIANGLE PARK, NC 27711
JULY 1989
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TTiis report has been reviewed by the Office Of Air Quality Planning And Standards, U. S. Environmental Protection
Agency, and has been approved for publication. Any mention of trade names or commercial products is not intended
to constitute endorsement or recommendation for use.
EPA-450/4-89-010
11
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PREFACE
This document is one of five related to application of EKMA and the use of
OZIPM-4 (Ozone Isopleth Plotting with Optional Mechanisms), the computer program
used by EKMA. Listed below are the titles of the five documents and a brief
description of each.
"Procedures for Applying City-specific EKMA", EPA-450/4-89-012, July 1989
Describes . the procedures forf using the Empirical Kinetic Modeling
Approach (EKMA). The major focus is on how to develop needed inputs for
OZIPM-4. In addition this document describes how to determine a control
target once OZIPM-4 has been run.
"A PC Based System for Generating EKMA Input Files", EPA-450/4-88-016, November
1988
- Describes a program that creates EKMA input files using a menu driven
program. This sofware is only available for an IBM-PC or compatible
machine. Files built using this system can be uploaded to a mainframe
computer.
«
"User's Manual for OZIPM-4 (Ozone Isopleth Plotting with Optional Mechanisms)-
Volume 1", EPA-450/4-89-009a, July 1989
- Describes the conceptual basis behind OZIPM-4. It describes the chemical
mechanism, Carbon Bond 4, and each of the options available in OZIPM-4.
Formats for each of the options are outlined so that a user can create input
files using any text editor.
"User's Manual for OZIPM-4 (Ozone Isopleth Plotting with Optional Mechanisms)-
Volume 2: Computer Code", EPA-450/4-89-009b, July 1989
- Describes modifications to the computer code that are necessary in order
to use OZIPM-4 on various machines.,'A complete listing of OZIPM-4 is also
found in this publication. I
s
"Consideration of Transported Ozone and Precursors and Their Use in EKMA"
EPA-450/4-89-010, July 1989
- Recommends procedures for considering transported ozone and precursors
in the design of State Implementation Plans to meet national ambient air
quality standards for ozone. A compeerized (PC) system for determining
whether an ozone exceedance is due tqoverwhelming transport is described
This document is necessary, only if |n area is suspected of experiencing
overwhelming transport of ozone or ozone precursors.
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EKMA may be used in several ways: (1) as a means for helping to focus more
resource-intensive photochemical grid model ing analyses on strategies most 1 ikely
to be successful in demonstrating attainment; (2) as a procedure to assist in
making comparisons between VOC and NOx controls; (3) in non-SIP applications,
such as in helping to make national policy evaluations assessing cost/benefits
associated with various alternatives and (4) for preparation of control estimates
consistent with limitations/provisions identified in Clean Air Act Amendments.
iv
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TABLE OF CONTENTS
Page
PREFACE .. . ii,
LIST OF FIGURES . v11
LIST OF TABLES . viii
EXECUTIVE SUMMARY . 1
1.0 INTRODUCTION 4
1.1 Purpose 4
1.2 Organization 4
2.0 OVERVIEW: TWO TRANSPORT SCENARIOS 5
2.1 Overwhelming Transport 5
2.2 Days Without Overwhelming Transport 11
3.0 IDENTIFYING OVERWHELMING TRANSPORT 12
3.1 Data Bases * 12
3.2 Use of Data | '. 14
3.3 Computing Back Trajectories 15
3.3.1 Estimating Distance Traveled 16
3.3.2 Estimating Direction and Variability in Pathway
Traveled ; 17
3.3.3 Estimating Trajectories for Consecutive Time Periods . 20
3.4 Example Calculations for Back Trajectory Estimates ..... 20
3.5 Using a Calculated Back Trajectory to Identify Potentially
Important Sources of Observed Ozone . 23
3.6 Evaluation of the Methodology to Identify Overwhelming
Transport 25
3.7 Multi-day Transport 30
4.0 CONSIDERING TRANSPORT DURING INCIDENTS WHERE LOCAL EMISSIONS ARE
SIGNIFICANT CONTRIBUTORS TO OZONE 38
4.1 Ozone 39
4.1.1 Present Conditions (Base Case) . 39
4.1.2 Projected (Future) Conditions 39
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TABLE OF CONTENTS (CONTINUED)
Rage
4.2 Nonmethane Organic Compounds ... 40
4.2.1 Present NMOC . . . . .
4.2.2 Future Transported NMOC
40
40
4.3 Oxides of Nitrogen 41
4.3.1 Present Transported NOX '. 41
4.3.2 Future Transported NOX .*.!!!!! 41
4.4 Carbon Monoxide 4j
5.0 REFERENCES CITED 44
6.0 ACKNOWLEDGMENTS 45
APPENDIX A: USER'S MANUAL FOR THE TRAJECTORY MODEL A-l
APPENDIX B: SOURCES OF HOURLY SJJRFACE WIND DATA B-l
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LIST OF FIGURES
Page
1. Determining Overwhelming Transport-Conceptual View 7
2. Boundary Conditions Depicting Transport 13
3. Illustrating Difference Between Wind Velocity and Wind Speed. . . . .18
4. Multiperiod Back Trajectory, Conceptual View 21
5. Multiperiod Back Trajectory With Area Most Likely Contributing
to Observed 03 Identified . 29
6. Ozone Monitoring Sites Near Hartford, Connecticut 31
7. Ozone Monitoring Sites in Connecticut and Massachusetts
Used to Assess Overwhelming Transport 32
8. Future Ozone Transport as a Function of Present Transport 42
vii
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LIST OF TABLES
Page
I. Local Control Targets as a Function of Unexplained Incidents of
Overwhelming Transport .... 10
II. Days, Times of Ozone > 0.12 ppm. 33
III. Classifications Based on Review of Air Quality Data Alone '. . 35
IV. Comparison of Classification Based Upon TRAJECTORY Model and
Air Quality Data Alone
36
V. Comparison of Observed and Predicted Times of Maximum Ozone. 37
VI. Recommended Default Values for EKMA 43
vm
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EXECUTIVE SUMMARY
This report recommends procedures for considering transported ozone (03)
and precursors when using the Empirical Kinetics Modeling Approach in the
absence of regional scale modeling data. Incidents of high 03 near a
metropolitan statistical area (MSA) are categorized according to whether or not
"overwhelming transport" of ozone/precursors has occurred. Overwhelming
transport happens when high 03 is primarily attributable to emissions in MSA's
further upwind than the MSA under review. This determination is made using
hourly surface wind data to construct a back trajectory originating at .the site
and time of an observed 03 incident. Ordinarily, if the trajectory suggests
that the air reaching a monitor at the time of observed high 03 was over the
^local MSA between 8 a.m. - noon, local emissions are assumed to be significant.
Otherwise, overwhelming transport is assumed.
If overwhelming transport is identified and EKMA is used*, the back
trajectory should be examined to identify potentially culpable MSA's. These
would be located in a zone defined by that portion of the trajectory
corresponding with 8 a.m. - noon. If projected controls in the identified
MSA(s) are sufficient to reduce 03 to < 0.12 ppm, the incident of overwhelming
transport may be ignored in the attainment demonstration for the downwind
(local) MSA. If it cannot be demonstrated that upwind controls are sufficient
to reduce an incident of overwhelming transport to 03 levels < 0.12 ppm, the
local control target in the downwind MSA is raised. This is not done by
*Under proposed legislation (HR3030), use of EKMA as a means to
demonstrate attainment of the ozone NAAQS resulting from a SIP would require a
prior determination that EKMA is likely to yield predictions having similar
validity to those obtained with a grid model.
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modeling the incident with EKMA in the local attainment demonstration. Instead,
the incident is treated as an "irreducible exceedance." In attainment
demonstrations with EKMA, it is necessary to show that the expected number of
occasions per year on which daily maximum 03 is > 0.12 is < 1.0. Ordinarily,
a 3-year period is considered. Hence, if the fourth highest control estimate
is met, this means there would only be three occasions with daily maximum at a
site > 0.12 ppm over a 3-year period. Thus, if the control target needed to
meet the NAAQS were ordinarily the fourth highest control estimate, with the
irreducible exceedance it would become the third highest estimate.
It is likely that, in most locations, for the majority of occasions high
03 will not be judged to be a product of overwhelming transport. In these cases,
transport is treated by specifying boundary conditions to the urban scale
models. These boundary conditions represent pollutants advected into the
modeling domain as a result of a mix of single- and multi-day transport. The
following transported pollutants may be considered by existing models: 03,
nonmethane organic compounds (NMOC), mix of organic species comprising NMOC,
oxides of nitrogen (NOJ, portion of NOX which is nitrogen dioxide (NQJ, and
carbon monoxide (CO).
Use of upwind surface air quality monitors meeting certain siting criteria
is recommended for estimating present boundary conditions for 03, NOX, and N02.
In the event these monitors are unavailable for NOX/N02, default values are also
recommended for EKMA. Since upwind measurements of NMOC and its component
species are unlikely to be available, default recommendations are provided for
these as well. Default recommendations are based on monitoring studies
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conducted upwind of several cities in 1985 and 1986 using aircraft. The effect
of CO transported intercity can ordinarily be ignored.
To completely assess the role of transport, it is necessary to project
future boundary conditions. It is here where the results of regional scale
ozone modeling are most needed. However, for locations where regional model
predictions are not available, default recommendations for 03, NOX/N02 and NMOC
(NMOC species) are provided. These are based oh model simulations including the
effect of nationally mandated controls on volatile organic compound (VOC) and
NOX emissions, natural background, and the estimated impact such controls might
have on 03 at the end of a single day's travel time. In the absence of regional
modeling results or compelling evidence to the contrary, it is recommended that
default assumptions concerning future boundary conditions be used for
consistency.
The procedure to calculate back trajectories has been developed as a
spreadsheet which will run on an IBM-PC (or compatible machine). Guidance on
how to use this program is contained in Appendix A.
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., .
1-° INTRODnri-TriKf
M-ch controversy has arisen in recent years aboj
consider transport of o, and precursors from city to city ,
regulatory strategies. The fundamental concern is, ho,
wnich are equitable as well as effective? Both political,
and scientific/economic issues bear on the so,ution to
example, certain strategies My not be feasible because t
"It* existing laws or with a Federal system of government
'"ega,, require convincing scientific and/or economic just
Political obstacles. This may include a demonstration that
an area are ,,tol, to iffect 020ne ^ ^ ^^ ^
relative importance of pollution.transported from upwind, ex
locally generated emissions is an important part of such a
1 1 n...-.._
The purposes of this report are:
(1) to provide a comprehensive set of recomnendati,
transport using EKMA , the absence Qf ^.^ ^
Provide a rationale and other ,nfomat,on supportjng ^
The remainder of this paper is organized in the W,«
Sect,on 2.0 presents an overview of two basic scenarios
transport. These differ in the degree to which transport
frst termed, "overwhelming transport." The second addres
»n*n local emissions, along with transport, have a sign,
observed 0, concentrations. Section 3.0 is an in-depth disc
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identify overwhelming transport and potentially culpable upwind MSA's or
consolidated metropolitan statistical areas (CMSA). Section 4.0 describes how
to estimate boundary conditions. Specification of boundary conditions is the
way in which transport is considered on days when local emissions are important
contributors to observed 03.
2.0 OVERVIEW: TWO TRANSPORT SCENARIOS
2.1 Overwhelming Transport
Overwhelming transport occurs when it is likely that contributions of local
emissions to observed/predicted 03 is minor. Putting this another way, local
emissions could be completely eliminated and there would be little, if any,
effect on the observed or predicted daily maximum Oa concentration. It is
fruitless to develop a local control strategy based on such an incident. Yet,
the goal of a SIP is to demonstrate that each local control strategy is adequate
to attain the NAAQS, even at locations subject to overwhelming transport. The
procedure outlined in the following paragraphs may be used to resolve this
seeming inconsistency.
Demonstrating attainment in or near MSA's subject to possible overwhelming
transport entails a four-step procedure.
Step 1. Assess the likelihood that an observed ozone concentration is
influenced bv local emissions. This is done primarily through the use of
surface wind data, timing of an observed exceedance, and orientation of a
monitor with respect to the MSA under review. The foregoing information is used
to construct a backward trajectory from an Oa monitoring site. A band of
uncertainty is assigned to this trajectory based on variability of recorded wind
directions. Figure 1 presents a conceptual picture of the results. If ozone
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air quality data exist upwind from the MSA, these data may also be used to
refine estimates" obtained using wind data alone. Detailed analyses to perform
this step are described in Section 3.0.
S*6P 2-Assign the incident to the unwind MSA most likely culpable. The
analysis in Step 1 will identify a fairly broad geographical region. This region
is one where an air parcel reaching an 03 monitor at the time of an observed
high concentration is most likely located during the time of day having high
emissions subject to several hours of meteorological conditions conducive for
0, formation (i.e., 8 a.m. - noon, LOT). If the local MSA is included within
the identified geographical region, the incident in question is not considered
to be a case of overwhelming transport. If the local MSA is excluded, the
identified geographical area is searched for other, upwind MSA's. Generally,
if one MSA/CMSA is much larger in terms of emission rates than any other in the
identified region, it is selected as the most likely culpable source of the 03
observed downwind. The SIP covering the identified culpable MSA/CMSA should
demonstrate that projected controls are sufficient to reduce the level of 03
observed downwind on the incident in question to <; 0.12 ppm. If the SIP for
the culpable MSA/CMSA shows that it is sufficient to reduce higher 03
concentrations than that observed downwind to £ 0.12 ppm under several sets of
meteorological conditions, this should ordinarily suffice.
It may sometimes happen that there are several MSA's within the identified
region, all of which are about the same size. In such cases, it may not be
possible to single out one culpable upwind MSA. An alternative for dealing with
this situation is to review SIP's for each to assure projected controls in each
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MSA would be sufficient to reduce 03 downwind to <; 0.12 ppm during the incident
being reviewed.
steP 3. Tighten local controls if upwind culpability cannot be
established. Several undesirable outcomes, from the viewpoint of the downwind
MSA, might result from Step 2. First, the large identified culpable MSA/CMSA
may be able to demonstrate attainment without reducing 03 in the downwind MSA to
< 0.12 ppm on the incident in question. For example, this could happen if three
valid years of data existed at the downwind site and the incident was one of
three occasions attributable to the upwind MSA where 0.12 ppm could be exceeded
over the 3-year period. Recall that the NAAQS is met if the expected number of
daily maximum 03 concentrations > 0.12 ppm is less than or equal to 1.0/year.
Another undesirable outcome could be that the methodology to be described in
Section 3.0 is unable to identify any candidate culpable MSA's.
If either of the outcomes described in the previous paragraph occur, it
will be necessary to raise the local control target. In this case, the incident
of overwhelming transport is treated as an "irreducible exceedance" in the
procedure to establish a control target for the local MSA. Ordinarily, an MSA
having 03 monitors with three valid years of observed daily maxima would choose
the highest fourth highest site-specific control estimate as its.control target
(USEPA, 1989a). Now, however, with one exceedance which is assumed to be
unaffected by local controls and for which no commitment is made by upwind MSA's
to eliminate the problem, we must presume that similar incidents will persist
at approximately the same frequency. Thus, the control target derived with EKMA
becomes the highest third highest site-specific control target. Table I presents
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the appropriate local target as a function of the number of "irreducible
exceedances."
Step 4. If necessary, include consideration of "secondary peaks" on days
with daily maxima resulting from overwhelming transport. Occasionally, there
may be two periods during a day in which Oa > 0.12 ppm is observed at a
monitoring site. On days subject to overwhelming transport, the following
example is possible: high 03 around noon or early afternoon, followed by lower
concentrations in mid-afternoon and highest concentrations in late afternoon or
early evening. Suppose it were determined that the late afternoon (maximum)
values were the likely product of overwhelming transport, but that local
emissions most likely contributed to the earlier excursions above 0.12 ppm. How
would such a situation be addressed? The overwhelming transport incident (i.e.,
late afternoon in this example) would be handled exactly as described in Steps
2 and 3 above. Local control estimates addressing the secondary (early
afternoon) peak would be made exactly as they would for any other day (USEPA,
1989a; USEPA, 1989b). If the incident of overwhelming transport is treated as
an "irreducible exceedance," the problem causing the earlier peak can usually
be ignored. It has already been conceded that local controls will not be able
to reduce all ,03 observations on this day to < 0.12 ppm. An exception to this
would occur if there were four or more "irreducible exceedances" at a monitoring
site (assuming three valid years of observations). Here, the site-specific
control estimate would be the highest control estimate obtained considering all
days (with or without overwhelming transport) for which local emissions are
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TABLE I
LOCAL CONTROL TARGETS AS A FUNCTION OF UNEXPLAINED
INCIDENTS OF OVERWHELMING TRANSPORT*
NUMBER OF
UNEXPLAINED
EXCEEDANCES
0
1
2
S: 3
LOCAL CONTROL TARGET TARGET
Highest fourth high site-specific estimate
Highest third high site-specific estimate
Highest second high site-specific estimate
Highest site-specific estimate
*Table assumes all sites have 3 years of valid data.
10
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believed to contribute to a daily maximum 03 concentration or to a secondary
peak.
2.2 Days Without Overwhelming Transport
For most areas of the country, "overwhelming transport" is likely to be
relatively unusual. That is, most of the time emissions in the nearest MSA are
likely to be an important factor leading to high observed Qj. Local control
strategies are ordinarily designed by determining what is necessary to reduce
03 in the urban plume to < 0.12 ppm. Then, depending on such factors as data
completeness and presence of "irreducible exceedances," a control strategy
demonstrating attainment is selected.
In the foregoing procedure, transport is considered in the form of boundary
conditions. Boundary conditions are specified as pollutant concentrations
advected into the modeling domain. These specifications are multidimensional.
That is, they cover:
four pollutants (03, NMOC, NOX, and CO);
> 2 altitudes (in the morning mixed layer and above the morning mixed
layer but below the maximum afternoon mixing height);
two time periods (base period and the future or projected period);
compositional assumptions for two pollutants (mix of NMOC species and
portion of NOX which is N02).
Figure 2 summarizes boundary conditions considered in an application of
city-specific EKMA. Thus, the effect of transport is considered by estimating
present concentrations of 03, NMOC, NOX, and CO advected into the modeling domain
and then projecting future concentrations of these transported pollutants.
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Procedures for doing this are described in Section 4.0, as is use of this
information to derive control targets.
3.0 IDENTIFYING OVERWHELMING TRANSPORT
3.1 Data Bases
There are three potential sources of information which could be utilized
to assess whether an incident of high 03 is a product of overwhelming transport:
- surface wind data
- upper air wind data
- surface ozone observations
Surface wind data are typically measured about 2m above, the ground at
National Weather Service (NWS) stations. Observations of these measurements.
are made at hourly intervals. However, these hourly observations are only
archived for a subset of NWS stations. These sites are identified in Appendix
B (Hatch, 1983). Upper air measurements are made at about 50 sites (in the
order of 300 miles apart) twice a day (0700-0800 EOT and 1900-2000 EOT). Like
surface observations, upper air measurements at any reported altitude are made
over very short '(nearly instantaneous) time periods. Ozone observations are
made continuously at surface monitoring sites. Resulting continuous traces at
each site are integrated over hourly intervals to archive hourly average 03
concentrations. Because of normal diurnal patterns in atmospheric
stratification, surface deposition, and chemical reactions between ozone and
scavenging species, surface measurements made several hours before and after as
well as during nighttime may not be representative of transported ozone. Also,
surface wind measurements at night represent the local flow regime near the
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FIGURE 2
BOUNDARY CONDITIONS DEPICTING TRANSPORT
Base Case
Boundary Conditions
Aloft
r- .......... ------- >
NMOC (speciated) ..... >
NOX (N02) ..... - ...... >
CO
Model ing
Projected Case
Boundary Conditions
Aloft
NMOC'(speciated) >
NOX'(N02) >
CO' - >
Model ing
Surface Laver
0-
NMOC (speciated) >
NOX (N02)-- >
:o
Domain
Surface Laver
0,' >
NMOC'(speciated) >
NOX' (N02) >
CO' >
13
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ground close to the measurement site. Therefore, use of surface data is limited
to daytime measurements.
3.2 Use of Data
The procedures to be suggested in this paper for identifying cases of
overwhelming transport rely most heavily on surface wind data. The method
proposed herein is concerned with characterizing large scale motions rather than
documenting precisely the exact position of an individual plume from hour to
hour. Thus, the method utilizes hourly NWS surface wind data collected within
100 miles of an 03 monitor at which an incident of overwhelming transport is
suspected. This distance is about as far as one would ordinarily expect a given
parcel of air to travel during daylight hours under conditions conducive to high
0,. Because of concerns over vertical representativeness of nighttime surface
wind data, only observations recorded after 8 a.m. are utilized. These surface
data are used to construct back trajectories originating at the ozone monitor
at the time of an observed 03 incident (usually the daily maximum) whose cause
is in question. . «
Two additional considerations are necessary in utilizing surface wind data.
Due to surface roughness and frictional effects, there is a likelihood that wind
observations measured at 2 meters may underestimate typical wind speed within
the surface mixed layer. Using information presented in U.S. EPA (1988b), we
have estimated these surface winds could underestimate average wind speed within
a typical daytime mixed layer by as much as a factor of "2." There is a second
consideration, however, which makes such a large underestimate of travel distance
computed with surface data unlikely. Recall that "hourly" wind data are actually
observations made over about 1 minute. If this information is used to estimate
14
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travel distance during the hour, the estimate would probably be too high. It
is unlikely that a 1-minute observation would persist without deviation in wind
direction or speed over the entire hour. This is particularly true for low wind
speeds. The foregoing suggests that observed surface wind speeds may, perhaps,
need to be adjusted upward by some amount, but by less than a factor of "2."
To arrive at a suitable surface wind adjustment factor, we have computed
adjustment factors based upon wind profile exponents and typical stabilities and
elevations. We then examined a subset of high ozone incidents observed in
Connecticut and Massachusetts during June-August 1983. Because there is a
relatively dense network of 03 monitors, it is possible to "track" an ozone
plume moving from western to northern or eastern Connecticut or to .central
Massachusetts on the selected incidents. If an adjustment factor of "1.5" is
applied to the surface wind data, close correspondence between a plume
originating in the large New York CMSA during critical times of day and highest
observed 03 is observed. Use of this "1.5" factor, as well as the methodology
in general, was later tested against other incidents of high ozone observed in
Connecticut/Massachusetts during summer 1983. As described in Section 3.6,
reasonable agreement was found between air quality observations and estimated
trajectories with this factor.
3.3 Computing Back Tra.iectories
In assessing the likelihood of overwhelming transport, we are interested
in two things: (a) the net distance a pollutant-laden a-ir parcel has traveled
to reach an end point at a prescribed time and (b) a measure of the variability
in the pathway followed in traversing this net distance. For these a back
trajectory originating at the time and location of an 03 observation under
15
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question is calculated to establish whether or not overwhelming transport is
likely. Prior to describing the procedure for doing so in detail, it is
necessary to distinguish between wind velocity (V) and wind speed (v). Wind
velocity is a vector quantity consisting of both speed and direction (q>). The
wind speed is a scalar (1-dimensional) quantity. In order to estimate the path
traveled by an air parcel over a time, t, it is necessary to consider both of
these components. Procedures for calculating back trajectories are described
in this section. Figure 3 illustrates the difference in wind velocity and wind
speed.
3.3.1 Estimating Distance Traveled
For any time period t, net distance traveled is given by
d = Vt
d =* miles traveled
(1)
V - resultant wind velocity over time t, mph
t » time, hours
If observations at several sites are weighted equally, the average
resultant wind velocity during the period t is given by
V - .»
In n
n ([2 (easterly component),]2 + Z (northerly component) ],
where n - number of sites
(easterly component), = (
(northerly component), = (v,)(COS
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v, = average wind speed measured at site i during period t
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FIGURE 3. ILLUSTRATING DIFFERENCE BETWEEN WIND
VELOCITY AND WIND SPEED
Case 1
. v = 2 mph .. v = 2 mob
Case 2
. v = 2 mph .
v = -2mph
V = 2+2 - 2 mph
2
V = 2 + (-
2
0 mph
v = 2+2 = 2 mph
2
v = 2 + |-2j = 2 mph
2
18
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where Vt is the magnitude of the mean resultant wind velocity derived from
Equation (3) for period t, i, n, R, are defined in Equations (2) and (3).
Variability or uncertainty in the direction of an estimated trajectory is
determined using wind direction data (p,), and by comparing average resultant
wind velocity (Vt) with average wind speed (vt).
For each time period, t, we define a wind variability angle (8) using
Equations (5) or (6).
26
COS"
V
n 1
2_
i-1 1 /P 2
1-1 i/K,
n
S
i=l
1
(R,2)
(5)
or
28
, COS'1
Vt
(6)
where Vt = mean weighted resultant wind velocity for
period t (from Equation (3) )
vt « mean weighted wind speed for period t
For a single time period, "28" is shown in Figure 1. The angle 28 is
bisected by the weighted average wind direction ( 0 ) computed for period t.
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3.3.3 Estimating Trajectories for Consecutive Time Periods
We have seen, in Section 3.3.1, how to estimate distance covered by a back
trajectory during a single time period t. In Section 3.3.2, we have also shown
how to estimate the direction and variability associated with the trajectory
during period t. The time steps considered in these analyses are an hour in
length. Therefore, it is necessary to repeat the procedure described in Section
3.3.1 and 3.3.2 for several hours,, beginning at the time and location of the
observed 03 concentration being assessed and ending at 8 a.m. LOT. In repeating
these calculations, note that the distances between the trajectory starting point
for a given hour and the wind monitors (R,) are' different at the beginning of
each time period. .Of course, the values for wind speed (vj and direction (
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CD
3
O
a
o
U
2
o
PQ
§
21
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5. Estimate wind direction variability (28) for t = 0 using
Equations (5) or (6).
6. The distance traveled in first hour Ts V0t. The new starting
point for beginning of period t = 1 (e.g., 1 p.m.) is V0t upwind in the
direction of the mean wind direction q>, for t = 0.
7. Consider the next period, (t + 1). Enter appropriate values for
(RJt-u (
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velocity. If this is positive, the smaller of the two calculated values for cpt
applies. These checks are automatically made in the spreadsheet program. Third,
as discussed in Section 3.2, remember to use the ad.iusted wind speed. Finally,
make sure wind speed, velocity, and time increments are expressed in consistent
units.
3.5 Using a Calculated Back Tra.iectorv to Identify Potentially Important
Sources of Observed Ozone
Once a back trajectory has been constructed as described in the preceding
section, the next step is to use the resulting information to identify most
likely locations for emissions having a major effect on the observed 03 value
being evaluated. Our suggested methodology maintains that emissions between the
morning rush hour (i.e., 8 a.m. LOT) and noon LOT are likely to be very important
in leading to observed high 03. This allegation is based on two beliefs. First,
diurnal emission patterns for VOC and NOX are likely to produce a
disproportionately large amount of emissions during this period. Second, and
perhaps more importantly, meteorological conditions during this time of day and
shortly thereafter are most opportune for high 03 to form. That is, the sun
will shortly reach its zenith, temperatures are high and, in the beginning of
the period, dilution is relatively poor. Since it takes several hours after
emissions of precursors for 03 to reach maximum potential, 0800-1200 emissions
should make a disproportionately large contribution to high observed 03. .If the
calculated back trajectory is not consistent with 0800-1200 local emissions
making a contribution, an observed 03 level may be a product of overwhelming
transport.
There is an exception to the preceding rule of thumb. This occurs, because
routinely used anemometers cannot measure light winds reliably. Winds < 2 mph
23
-------
The following data are observed:
Input - Example 1
Wind Wind Speed (v,)
Time Site i (moh)
1500 1
2
3
1400 1
2
3
1300 1
2
3
1200 1
2
3
1100 1
2
3
1000 1
2
3
0900 1
2
3
0800 1
2
3
Adjusted
Wind Speed Wind Direction
fmoh) (jo,}
4
3
5
5
6
6
6
6
6
5
5
5
4
5
4
3
3
3
4
3
3
2
2
2
6
4.5
7.5
7.5
9
9
9
9
9
7.5
7.5
7.5
6
7.5
6
4.7
4.7
4.7
6
4.7
4.7
3
3
3
260
240
180
250
230
190
230
240
200
230
240
200
240
230
190
240
220
200
230
220
200
220
210
190
24
-------
may not exert sufficient force, on NWS instruments, to overcome inertia (USEPA,
1987c). Thus, the following exception applies:
If the magnitude of the mean average resultant wind velocity occurring
between 8 a.m. and the time of the observed 03 is < 3 mph, it should be
assumed that local emissions are important factors leading to observed high
ozone.
Magnitude of the mean average resultant velocity is determined by noting
the straight!ine distance between the center!ine of the back trajectory at 0800
LOT and the 03 monitoring site and dividing this distance by the number of hours
between 0800 and time of the 03 observation being evaluated. For example, if
the daily maximum 03 occurs at 4 p.m. and the straight!ine distance is 50 miles,
the mean average resultant wind velocity is 50 miles/8 hours = 6.25 mph.
It now remains to combine information regarding emissions likely to
importantly influence observed 03 with calculated: back trajectories. This is
done by identifying that portion of the trajectory corresponding to 0800-1200
LOT, as shown in Figure 5.
3.6 Evaluation of the Methodology to Identify Overwhelming Transport
The procedure for identifying overwhelming transport, described in
Sections 3.3 - 3.5, has been evaluated examining incidents of 03 > 0.12 ppm near
Hartford, Connecticut, during June-August 1983. Six ozone sites were judged to
be located such that it may be sufficiently ambiguous whether a high incident
is due to local Connecticut (Hartford) emissions or due to overwhelming transport
from more remote sources. These six sites are shown in Figure 6. In all there
are 21 days during June-August 1983 on which one or more of these sites observed
03 > 0.12 ppm. Figure 7 includes additional key 03 sites in Connecticut and
Massachusetts. By examining the timing and sequence of high 63 at the sites in
25
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Figure 7 during the 21 incidents of high 03 near Hartford, preliminary judgments
were made about whether an incident is primarily attributable to overwhelming
transport from the New York CMSA or is importantly influenced by more local
emissions. Table II presents timing of high 03 for days on which high 03 was
observed at the six sites shown in Figure 6. Under each day, all sites with 03
> 0.12 are listed in order, from SW to NE. Sites observing daily maximum 03 >
0.18 ppm are asterisked. Data summarized in Table II were examined to make a
preliminary judgment about likely importance of overwhelming transport vs. local
influences. Days were classified in one of three categories:
I -overwhelming transport is the most important cause of an exceedance
II -overwhelming transport is likely, but so are locally-induced secondary
peaks, or too uncertain to make a preliminary call based on air
quality data alone
III -local emissions likely influence observed exceedances (overwhelming
transport unlikely). y
Results are presented in Table III.
Methodology described in Sections 3.3 and 3.4 was next applied to see
"6
whether conclusions drawn from the trajectory analyses are consistent with those
reached independently from the review of air quality data.
Two days identified in each class were selected for analysis. These were
6/30, 6/15, 8/26, 8/8, 7/29, and 6/27. For each day, two to three monitoring
sites were selected. This resulted in a total of 16 cases for review.
Meteorological data for these days were run in the TRAJECTORY model. Results
of these modeling runs are shown in Table IV. Graphical displays of the results
for several days are shown in Appendix A.
In many cases, preliminary classifications based upon air quality data
alone do not agree with classifications based upon results of the TRAJECTORY
28
-------
CO "O
O
-------
model. This may indicate that preliminary indications may not be sufficient
to accurately relate emissions to an ozone exceedance at a downwind monitor.
Times of observed and modeled ozone peaks at monitors along the
trajectories are shown in Table V. Of the 16 cases for comparison, the exact
time is predicted 6 times (38 percent), while for 4 other cases (25 percent),
the time of the modeled ozone maximum is within 1 hour of the observed peak.
For most cases, it appears that the predicted trajectory is a fair
approximation of the trajectory actually travelled. The lone exception is
8/8, where observed peaks occurred much earlier than modeled peaks indicating
the modeled wind speeds are too low.
3.7 Multi-dav Transport
It should be apparent that the methods discussed thus far address single
day transport from large urban plumes which overwhelm any contributions
attributable to more local (usually smaller) MSA's. The analysis is confined
to single day situations due to (a) unrepresentativeness of surface data
during nighttime and (b) lack of data collected aloft.
Multi-day transport is considered through specification of boundary
conditions to urban scale models; As a result of longer residence times and
overnight wind shear, individual plumes more than 1 day old are expected to be
less identifiable and more diffuse. Therefore, boundary conditions specified
for use with urban scale models should be representative of large areas (e.g.,
> 18 'km x 18 km). Without benefit of Regional Oxidant Model (ROM)
applications (Lamb, 1983, 1984), it is difficult to estimate whether multi-day
transport can lead to overwhelming transport into moderate size cities. Ozone
^> 0.12 ppm during the early morning (e.g., before 10 a.m. LOT) may well
reflect such transport. However, it may also reflect recirculation from the
30
-------
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M
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0)
32
-------
TABLE II. DAYS, TIMES OF OZONE > 0.12 PPM
June 4
Chicopee (12-3)
June 14
Danbury (10-6)*
Stratford (5-6)
New Haven (12-6)
Middletown (12, 3-8)
E. Hartford (12-2)
Stafford (12-4)
June 30
Greenwich (12-1)
Stratford (12-3)
New Haven (12-4)
Madison (12-3)
Middletown (4)
E. Hartford (4-5.)
Stafford (3-6)
Groton (12-3)*
Agawam (4-6)
Amherst (6)
Ware (5-7)
June 5
Stratford (3)
Chicopee (11-2)
. June 15
Greenwich (11-4)*
Danbury (10-6)
Bridgeport (11-4)*
Stratford (11-5)*
Madison (11-4)*
Middletown (10-3)*
E. Hartford (11-2)*
Stafford (10-1)
Groton (12-3)
Ware (2-3)
Worcester (12-1)
July 2
Bridgeport (11-3)
Stratford (12-3)*
New Haven (12-4)*
Madison (1-3)
Middletown (12-4)*
Stafford (6)
June 7
Chicopee (12) Chicopee (3)
June 17
Stafford (1-3)
Amherst. (2-5)
Ware (3-4)
July 3
Stratford (5-6)
New Haven (3-5)
Groton (1-7)
Agawam (2-6)
June 27
Greenwich (12-4)
Danbury (11-4)
Bridgeport (12-4)*
Stratford (11-5)*
New Haven (11-4)*
Madison (12-4)*
Middletown (11-3)
Stafford (11)
Groton (11-3)*
Agawam (2-3)
July 4
Greenwich (10-11)
Danbury (9-4)*
Bridgeport (10-2)
Stratford (2)
New Haven (10-3)*
Middletown (11-4)
E. Hartford (1-4)
Stafford (3-4)
Groton (9-6)
Agawam (10-8)*
Chicopee (10-7)*
Amherst (11-7)
33
-------
July 12
Greenwich (11-5)*
Bridgeport (3-5)
Stratford (12-5)
New Haven (1, 5)
Madison (1-6)
E. Hartford (1)
Stafford (8 pm-10 pm)
Groton '(midnight,
12-8)*
Agawam (1-6)
August 8
TABLE II (CONTINUED)
28- July 29
Danbury (12-4)*
Agawam (12-6)
Chicopee (12-4)
Amherst (12-5)
Pittsfield (6 pm-
9 pm)*
Greenwich (2-3)
Bridgeport (1)
Stratford (11-4)*
New Haven (12-4)*
Madison (1)
Middletown (2-5)
E. Hartford (6)
Stafford (6)
Groton (1)
Agawam (4-8)
August 26
Danbury (1-4)
E. Hartford (2-4)
Stafford (12-5)*
Agawam (4-5)
Chicopee (4-6)
Amherst (1, 5-6)
August 16
Greenwich (11-3).
Danbury (4-5)
Stratford (11-3)
New Haven (11-12)
Madison (12-2)
Middletown (4-5)
E. Hartford (5).
Groton (2)
August 27
Greenwich (12-4)
Danbury (4-7)*
Bridgeport (12-4)
Stratford (12-4)
New Haven (12-5)
E. Hartford (5-7)
Groton (12-4)*
Danbury (1-3)
Middletown (1)
E. Hartford (2)
Stafford (1-4)
Agawam (2-5)*
Chicopee (4-5)
Amherst (3-6)
Ware (2-3)
August 17
July 31
Danbury (3-5)
Agawam (2-7)
August 2?
oLdTTora (3)
Chicopee (5)
Greenwich (11-4) Stratford m
Danbury (12-6) F Hari-FnvJi f>\
Bridgeport (l£-3) siafSrt &(3)
Stratford (11-5)* - - '
New Haven (12-4)*
Madison (1-3)
Middletown (12-5)*
E. Hartford (2-6)*
Stafford (1, 4-7)
.Groton (11-7)
Agawam (6 pm-8 pm)
Chicopee (5 pm-8 pm)
Amherst (8 pm-9 pm)
*Sites observing 03 > 0.18 ppm
34
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TABLE III. CLASSIFICATIONS BASED ON REVIEW
OF AIR QUALITY DATA ALONE
I
II
III
Days with likely Days with both transport and Days where overwhelming
overwhelming transport local influences, or uncertain transport is unlikely
6/30
8/8
8/16
8/17
8/27
6/15,
6/27
7/2
7/3
7/4
7/12
6/4
6/5
6/6
6/7
6/14
6/17
7/28
7/29
7/31
8/22
8/26
35
-------
\
TABLE IV. COMPARISON OF CLASSIFICATION BASED UPON TRAJECTORY
MODEL AND AIR QUALITY DATA ALONE
CLASSIFICATION
MONITOR
Amherst
Agawara
E. Hartford"
Ware
E. Hartford
Amherst
Amherst
Chicopee
Stafford
Agawam
E. Hartford
Agawam
Chicopee
Stafford
Agawam
Stafford
DATE
6/30
6/30
6/30
6/15
6/15
8/26 (6-7 pm)
8/26 (1-2 pm)
8/26
8/26
8/8
8/8
7/29
7/29
7/29 .
6/27
6/27
TRAJECTORY MODEL
I
I
I
II
II
. .. I
III
I .
I
I
I
I
I
I
II
III
AIR QUALITY DATA
I
I
I
II
II
III
III
III
III
I
I
III
III
III
II
II
36
-------
TABLE V. COMPARISON OF OBSERVED AND PREDICTED
TIMES OF MAXIMUM OZONE
Date
6/30
6/30
6/30
8/26
8/26
8/26
8/8
8/8
7/29
Starting
Location
Amherst
E. Hartford
Agawam
Amherst
Chicopee
Stafford
Agawam
E. Hartford
Agawam
Monitor
Chicopee
Bridgeport
New Haven
New Haven
Bridgeport
Danbury
Agawam
Danbury
E. Hartford
Bridgeport
Bridgeport
New Haven
Bridgeport
Bridgeport
Greenwich
Predicted Time
of Max. Ozone
6
1
1
3
2
2
5
2
4
1
4
5
4
2
1,
Observed Time
of Max. Ozone
5-6
2-3
3-4
3-4
2-3
2-3
5-6
3-4
3-4
1-2
1-2
3-4
1-2
12-1
1-2
7/29
Stafford
E. Hartford
2-3
37
-------
CMSA/MSA under review. Incidents of early morning 03 NAAQS exceedances need
to be examined on a case-by-case basis to see which of these two possibilities
is most likely. If recirculation is judged the more likely cause of the
incident, it will probably have to be treated as an "irreducible exceedance"
(see Section 2.1) unless a more sophisticated modeling approach like the Urban
Airshed Model (UAM) is used.
Incidents of 03 > 0.12 ppm in the early morning are likely to be
relatively rare. The more typical case is one where moderate 03 and precursor
concentrations, representing a mix of multi- and single-day transport, are
advected into an MSA. Section 4.0 outlines appropriate assumptions regarding
boundary conditions in the absence of a ROM analysis.
4-° CONSIDERING TRANSPORT DURING INCIDENTS WHERE LOCAL FMTSSTOMS flPF
SIGNIFICANT CONTRIBUTORS TO Q7QNF
In this section, we consider incidents of high 03 in which local
emissions play a significant role, but in which transport is still a factor.
For such incidents, urban scale models (like UAM or city-specific EKMA) are
used to evaluate whether locally prescribed controls are sufficient to reduce
03 1 0.12 ppm on modeled days. Difficulty in reaching this goal is affected
by: (a) present levels of ozone and its precursors transported from upwind
sources and (b) assumptions made about how concentrations of presently
transported pollutants may change between the. base and projected periods.
Urban scale models treat the following transported species of pollutants as
boundary conditions.
(a) Ozone
(b) NMOC (and its composition)
38
-------
* (c) NOX (and its composition)
(d) CO
Each of these is considered separately in the following subsections.
During certain times of day (early morning, night), surface measurements may
not be representative of pollutants transported into an MSA. Therefore, it is
sometimes necessary to provide concentration estimates for two or more
vertical layers.
4.1 Ozone
4.1.1 Present Conditions (Base Case^
Use of surface 03 measurements is recommended as the most feasible means
for estimating transported 03 during particular incidents of interest for
modeling.
The guidance in USEPA (1989a) recommends assuming transported 03 in the
surface layer to be 0 ppm. This assumption is justified because the modeled
trajectory begins in the .center of a city where aged, transported 03 is
presumed to have been removed by surface deposition or scavenged by NO,. A
constant value for 03 aloft equal to that seen at a representative upwind
monitor(s) during the hour following breakup of the nocturnal inversion is
recommended. If time of the inversion breakup is not known, use the 10-12 LOT
average (i.e., average of 10 a.m. and 11 a.m. readings). Use of a constant
03 value aloft is justified by the presumption that further 03 formation in a
layer trapped aloft, away from fresh sources of precursors, will be limited by
lack of NOX, reactive NMOC, or both.
4.1.2 .Projected (Future^ Conditions
In the absence of a regional scale analysis, Figure 8 should be used to
estimate future transport, as described in USEPA (1989a). Curves in Figure 8
39
-------
were derived using changes in typically observed 03 levels predicted as likely
with OZIPM4/EKMA (USEPA, 1989a) at the end of 1 day's irradiation under
various assumed sets of meteorological conditions and moderate (~ 20 percent)
VOC emission reductions.
4.2 Nonmethane Organic Compounds
4.2.1 Present NHQC
It is important to emphasize that NMOC data collected to derive NMOC/NO,
ratios for use in EKMA should not be used to estimate boundary conditions.
These measurements are typically made in center cities. Therefore, they are
not likely to represent NMOC values averaged over large distances in
relatively rural areas.
If rural upwind NMOC data are not available, a diurnally constant
default value suggested in USEPA (1989a) is recommended.
Use of constant default NMOC concentrations and speciations are
recommended for the layer aloft (USEPA, 1989a). These are presented in Table
VI. These values are derived from early morning (- 6-9 a.m.) measurements
conducted upwind from several cities using aircraft (USEPA, 1987c). For the
reasons described in USEPA (1989a), NMOC .in the surface layer may be assumed
to be 0 in an EKMA analysis.
4.2.2 Future Transported NHQC
In the absence of regional scale modeling information, it is recommended
that future transported NMOC be reduced 20 percent in all vertical layers.
Composition should remain constant. These assumptions are consistent with
those used to derive future transported 03 estimates in Figure 8.
40
-------
4.3 Oxides of Nitrogen
4.3.1 Present Transported NO
If EKMA is used, surface transport of NO, can be ignored. Constant
default assumptions recommended in USEPA (1989a) should be used (i.e., 2 ppb
NOJ for NOX aloft. It can be assumed that this NOX is all present as N02.
4.3.2 Future Transported NQu
In the absence of any rationale to the contrary, it is recommended that
transported NO, levels and composition be assumed constant.
4.4 Carbon Monoxide
Large changes in relatively high- urban concentrations of CO may affect
sensitivity of 03 to changes in VOC and NOX emissions. However, background
levels of CO are low and may not be subject to dramatic changes. Therefore,
even though EKMA can consider transported CO, this factor can most likely be
ignored without affecting estimated 03 values.
-41
-------
t-
f
g
u_
o
CO O
tu
cc.
SP
CD
o
Ou
S2
LU
g
r>»
O
LLl
c±:
I
«- O
1NOZO
42'
(3
£
ra
_O
0)
s_
re
ra
to
2
o
V
re
"o
-------
TABLE VI. RECOMMENDED DEFAULT VALUES FOR EKMA
Total NMOC aloft
NO, aloft
Speciat ion of NMOC aloft
OLE
PAR
TOL
XYL
FORM
ALD2
ETH
UNR
30 ppbC
2 ppb
.020
.498
.042
.026
.070
.037
.034
.273
Source: USEPA, 1989a
43
-------
5.0 REFERENCES CITED
Baugues, K. A., Support Document for Selection of Default Upper Air
Parameters for EKMA. (Oct. iga7a). ~~~
Hatch, W. L., Selection Guide to Climatic Data Sources. Key to Meteorological
Records Documentation No. 4.11, National Climatic Data Center, Ashville, NC,
(July 1983).
Lamb, R. G., A Regional-Scale flOOO km) Model of Photochemical Air Pollution.
Part 1. Theoretical Formulation. EPA-600/3-83-085 (1983).
Lamb, R. 6., A Regional-Scale flOOO km) Model of Photochemical Air Pollution.
Part 2. Input Processor Network Design. EPA-600/53-83-085 (1984).
U.S. EPA, OAQPS, Guideline on Air Quality Models (Revised^. EPA-450/2-78-027R,
(July 1986a).
U.S. EPA, OAQPS, Industrial Source Complex (ISC) Dispersion Model User's Guide
- 2nd Edition (Revised). Volume I. EPA-450/4-88-002a, (June 1988b), p. 2-2.
U.S. EPA, OAQPS, Procedures for Applying Citv-Specific EKMA. EPA-450/4-89-012,
(July 1989a).
U.S. EPA, OAQPS, On-Site Meteorological Program Guidance for Regulatory
Modeling Applications. EPA-450/4-87-013* (June 1987c).
U.S. EPA, OAQPS, Federal Register Proposal for Post-1987 Ozone and Carbon
Monoxide Policy. Preliminary Draft, (August 28, 1987d), Appendix I.
U.S. EPA, ORD, ASRL, Nonmethane Organic Carbon Concentrations in Air Masses
Advected Into Urban Areas in the United States. (May 1987e).
U.S. EPA, OAQPS, User's Manual for OZIPM4. Volume I. EPA-450/4-89-009a, (July
1989b).
-------
6.0 ACKNOWLEDGMENTS
The authors would like to acknowledge ideas and contributions obtained
in discussions with Dr. Robert Lamb, formerly of the Atmospheric Science
Research Laboratory, EPA. In addition, several helpful references and ideas
were provided by staff of the Source Receptor Analysis Branch, OAQPS, EPA.
Special recognition is due Mrs. Cynthia Baines for her splendid clerical
support in preparing and assembling this report.
45
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-------
APPENDIX A
USER'S MANUAL FOR THE TRAJECTORY MODEL
A-l
-------
PURPOSE
The TRAJECTORY model is intended for the purpose of identifying areas
with emissions of ozone precursors that are likely to contribute to ozone
exceedances on a specific day. This is accomplished by using surface wind
speeds and directions from several nearby meteorological stations. A back
trajectory is then defined from the time of the ozone exceedance to the
8-12 a.m. LOT period. Due to the uncertainty that surface winds are
representative of meteorological conditions aloft during the nighttime, this
model is only to be applied for ozone exceedances occurring no later than 8-9
p.m. LOT. The TRAJECTORY model cannot, therefore, address transport that
occurs overnight. For a more detailed discussion of how to consider transport
in ozone State Implementation Plans, see earlier sections of this document.
The remainder of this section outlines how to apply the TRAJECTORY model.
DESCRIPTION OF MODEL AND INPUTS
The TRAJECTORY model is a spreadsheet which consists of three sections:
an input section, a results section, and a calculation section. -The user
should only be concerned with the first two sections.
The input section requires three sets of input from the user: UTM
coordinates for the monitor which has the observed ozone exceedance, UTM
coordinates for the meteorological stations, and wind speed and directions for
each hour from 8 a.m. LOT to the time of the ozone exceedance for from 3-10
meteorological stations. In addition there are locations to enter the monitor
name or number and the date for the simulation. An accompanying program,
called UTM, which is on the disk with the TRAJECTORY model can be used to
determine UTM coordinates given latitude and longitude. It can also be used
A-2
-------
to "force" all UTM coordinates to be in the same UTM ozone. This is necessary
before running the TRAJECTORY model.
The wind speed data must be in knots. The user can convert other units
to knots by using the following conversion factors (m/sec x 1.9425 = knots;
mi/hr x 0.86839 = knots; km/hr x 0.53959 = knots). This can easily be done by
creating an input spreadsheet and converting units prior to entering the data
into the TRAJECTORY model. Wind directions represent the direction from which
the wind is blowing. For example, a wind blowing from the south (to the
north) is 180*.
UTM coordinates should only be included for meteorological stations that
are to be utilized in the particular day and/or monitor under review.
Including coordinates for meteorological stations and then not providing
hourly meteorological data for that station can lead to erroneous results.
RUNNING THE MODEL
The description of the operation of this program will assume that the
user is working with LOTUS 123. Many other spreadsheet programs can also be
*
used to run the TRAJECTORY model, but the commands may differ from those
listed here. The user should consult the spreadsheet manual he or she is
working with to determine equivalent commands to those shown.
LOTUS 123 should be started up and the TRAJECTORY model loaded using the
File Retrieve (/FR) command. If you are running TRAJECTORY from a diskette,
you must first use the File Directory (/FD) command to instruct LOTUS where to
find the files. The file to be retrieved is TRAJECT2.WK1.
Data can be entered into the spreadsheet in two ways: either manually
or by building spreadsheets with input data and then using the File Combine
A-3
-------
Copy (/FCC) command to incorporate these spreadsheets into the TRAJECTORY
spreadsheet. Both methods will be described and an example using the File
Combine Copy command will be outlined.
Figure A-l shows what the input section of the TRAJECTORY Model looks
like. The areas that require the user to input data are highlighted with
boxes. Each area will be described.
The UTM coordinates for the ozone monitor with the observed ozone
exceedance are entered into cells E3 and F3. Cell E3 the UTM E (East)
coordinate while cell F3 contains the UTM N (North) coordinate.
A name or ID number for the ozone site is entered in cell 13. The date
of the exceedance is entered into cell 15.
The UTM coordinates for the meteorological stations are entered into
cells C9 through D-18. Cells C9 through CIS contain the UTM E coordinates,
while cells D9 through D18 contain the UTM N coordinates.
The meteorological data are entered into two areas: cells B26 and K38
and B43-K55. Cells B26-B38 contain the wind speeds for station 1, while cells
C26-C38 contain the wind directions for station 1. The data for station 2 are
entered into cells D26-D38 and E26-E38. Data for the sixth station is entered
into cell B43-B55 and C43-C55.
To manually enter data the user must move the cursor to the appropriate
cell, type in the value and then press the enter key. The example shown below
will describe how to use the File Combine Copy command to enter data.
After all data has been entered the user must push the F9 key. This
instructs the program to carry out all calculations and should only take a few
seconds.
A-4
-------
FIGURE A-l
INPUT SECTION OF THE TRAJECTORY MODEL
til
A i C » E
INPUT SECTION «>
X (IITH E)
MONITOR COORHNATES }
HET STATION COORDINATES
F 6 H I J
» (BIH H) RONITOR i 1
1 f
IATE 1 |
K
K (UTH E) Y (UTI) N)
1
1
1
1
1
1
1
1
1
1?
20
21
22
23
24
29
26
27
28
2?
39
31
32
33
34
39
36
37
38
3?
40
41
42
43
44
49
46
47
48
4?
50
91
92
93
94
99
STATION 1
STATION 2
STATION 3
STATION 4
STATION 9
STATION 6
STATION 7
STATION 8
STATION 9
STATION 10
HETEOR0106ICAL 8ATA
STATION 1 STATION 2 STATIONS STATION 4 STATION 9
UT IS (KNOTS) ) n US (KNOTS) ID IS (KNOTS) IB IS (KNOTS) ) W IS (KNOTS) IP
8-9 AH
9-10 AK
10-11 AH
11-12 AH
12-1 PH
1-2 PH
2-3 PH
3-4 PH
4-9 PH
9-6 PH
-7PH
-8PH
-9PH
-
STATION 6 STATION? STATIONS STATION 9 STATION 10
DT IS (KNOTS) II IS (KNOTS) ) It US (KNOTS) 11 IS (KNOTS) ) If IS (KNOTS) Ifi
-9 AH
-10 AH
0-11 AH
1-12 AH
2-1 PH
-2PH
-3PH
-4PH
-9PH
-6 PH
-7PH
-BPH
-9PH
A-5
-------
The results section contains two sets of information: an hour-by-hour
position of the air parcel and an hour-by-hour summary of the meteorological
conditions. The wind speeds shown have been raised by 50 percent as described
earlier in this document. This section should be printed out in hard copy and
saved after each run of the TRAJECTORY model. The range of the results
section is from A7..J102.
EXAMPLE RUN
This example will assume that the user is running the TRAJECTORY model
from a diskette located in Drive A.
To set the appropriate directory type in /FD (file directory) then type
in A: and hit enter. Next type in /FR (file retrieve). Four file names
should appear on the screen. Move the cursor over such that TRAJECT2.WK1 is
highlighted, then hit enter. It may take 30 second to a minute to load the
program. Hit the HOME key to move to the input section.
Move the cursor to cell E3, type in 704.31, then hit enter. Move the
cursor to cell F3, type in-4696.06, then hit enter. These are the coordinates
for the ozone monitor. Move to cell 13, type in Amherst and hit enter. Move
to cell 15, type in '8/26/83 and hit enter.
Move the cursor to cell C9 and type in /FCC (file combine copy). Type
in E for entire file and hit enter. Four file names will appear on the
screen. In this case the correct file, COORD.WK1, is highlighted, so just hit
enter. The UTM coordinates for nine meteorological 'stations have been stored
in COORD.WK1. The./FCC command copies this data into the TRAJECTORY
spreadsheet.
A-6
-------
Move the cursor to cell B26. Type in /FCC and hit enter. Enter N for
named range. The computer will ask for a range name. Type in PARTI and hit
enter. The computer will then display four file names. Move the cursor over
and highlight M82683.WK1, then push enter, windspeed and direction data for
the first five meteorological stations have been entered.
Move the cursor to cell B43. Type in /FCC and hit enter. Enter N for
named range. Type in PART2 and hit enter. Move the cursor to highlight
M82683.WK1 and then push enter. Data for the last four meteorological
stations has now been entered. (The user is encouraged to review the manual
for his or her particular spreadsheet program to determine how to set up these
input spreadsheets).
The final step is to push F9. It should only take a few seconds to make
all the necessary calculations.
Move to the results section (A57-J102) and review the results. Table A-
1 contains the results from the example run which should be compared with the
user's results.
The final step is for the user to manually plot the coordinates in the
results section to determine the source area. This may be done manually or by
using other comrnercially available software programs. Two approaches may be ,
taken. The user might only plot coordinates for 8 a.m. - noon to define the
source area. However, it is often desirable to plot the entire trajectory so
that the location of the parcel at specific times can be compared to ozone
peaks at monitors passed over during the day. Figure A-2 displays the
trajectory for this day and monitor. Other examples are also shown. It
should be noted that all examples shown are exactly that; only examples. They
A-7
-------
not be considered final TRAJECTORY analyses for the monitors and days
illustrated.
A-8
-------
TABLE A-l
OUTPUT FOR EXAMPLE RUN
W RESULTS SECTION W oniitKST
HOURLY LOCATION OF AIR PARCEL
LEFT ENE
LST X (UTH E) T(UT« N)
LDT
CENTER
X (UTH E) T (UTH N)
9 PH
8PM
7PH
6PH
5PH
4PH
3PH
2 PH
1PH
NOON
11 AK
10 AH
9 AH
SAM
704.3
. 704.3
704.3
688.6
668.6
648.2
626.8
602.5
578.7
554.5
527.7
502.7
482.2
465.0
4696.
4696.
4696.
4681.
4665.
4646.
4627.2
4611.3
4594.0
4578.1
4567.3
4554.5
4543.5
4538.2
HOURLY SUHHARY OF KETEOROL06T
8-9 PH
7-8 PH
6-7 PH
5-6 PH
4-5 PM
3-4 PH
2-3 PH
1-2 PH
12-1 PH
11-12 AM
10-11 AH
9-10 AH
8-9 AH
0.0
0.0
22.0
26.7
28.1
29.2
30.2
30.5
29.6
29.8
28.9
24.1
18.9
0.0
0.0
21.2
26.1
27.8
28.6
29.0
29.5
29.0
28.9
28.1
23.3
18.0
704.3
704.3
704.3
692.7
677,0
659.7
642.6
623.8
605.1
584.8
561.5
MO. 5
523.4
508.8
4696.1
4696.1
4696.1
4678.3
4657.4
4635.7
4612.8
4590.7
4567.9
4547.3
4530.2
4511.6
4495.7
4485.3
AVERA6E
KIND SPEED
(KILOMETERS
PER HOUR)
RESULTANT
KIND SPEED
(KILOMETERS
PER HOUR)
RESULTANT
KIND
DIRECTION
0
0
213
217
219
217
220
219
225
234
229
227
235
8/26/83
RI6HT E96E
X(UTHE) Y(UTHN)
704.3
704.3
704.3
697.7
687.0
673.2
661.2
649.3
637.0
621.4
603.2
587.3
575.0
564.3
THETA
0
0
15
13
9
12
16
15
12
14
14
15
18
4696.1
4696.1
4696.1
4675.9
4652.1
4628.0
4602.0
4575.6
4548.8
4524.4
4502.0
4478.8
4459.1
4444.6
mmmimmmmmwtttmmmmmtmmmmmmmmmmmmmtmmmmmw
A-9
-------
UTM NORTH
B.
m
:u
CO
00
8
CD
CO
I
m
o>
44
TJ
-n
33
m
I
f>0
A-10
-------
ADDITIONAL EXAMPLE RUNS
A-ll
-------
TABLE A-3
immiimmimimmimmtimmimmmmiiimiwtmimmimmitiwmmmmimi
III RESULTS SECTION lit AHHERST 6/30/83
HOURLY LOCATION OF AIR PARCEL
LEFT ED6E
LIT X (UTN E) YIUTH N)
9PH
8PH
7PH
6PH
5PN
4PH
3PH
2 Pit
1PH
WON
11 AN
10 All
9 AH
8 All
LBT
CENTER
X (UTN E) Y (UTII N)
701.3
704,3
704.3
692.0
672.5
6S3.6
636.6
626.8
618.9
608.6
598.$
590.5
581.7
569.7
4696.1
4696.1
4696.1
4672.9
4650.4
4623.2
4604.3
4584.0
4564.6
4552.3
4548.8
4549.0
4551.0
4555.3
HOURLY SUNHARY OF HETEOROL06Y
AVERAGE
HIM SPEEi
(KILONETERS
PER HOUR)
8-9 PN
7-8 PH
6-7 PH
5-6 PN
4-5 PN
3-4 PN
2-3 PN
1-2 PN
12-1 PN
11-12 AN
10-11 AN
9-10 AN
8-9 AH .
0.0
. 0.0
27.0
31.0
33.3
27.7
24,4
22.5
19.1
14.0
10.2
* 10.5
13.0
RESULTANT
HP SPEED
(XliOHETERS
PER HOUR)
0.0
0.0
26.2
29.8
33.1
25.5
22.5
20.9
16.0
10.8
8.0
9.1
12.7
704.3
704.3
704.3
698.0
685.5
669.2
660.9
659.6
659,3
657.5
651.9
645.6
636.9
624,3
4696.1
4696,1
4696.1
4670.7
4643.6
4614.8
4590,7
4568.2
4547.3
4531.4
4522.2
4517.3
4514,8
4516.5
RESULTANT
1INI
DIRECTION
194
205
210
199
183
181
187
211
233
254
278
RI6HT E98E
X (UTN E) YIUTN N)
704.3
704.3
704.3
704.3
699.9
686.2
688.0
695.4
702.8
710.0
711.6
709.8
703.4
690.7
THETA
14
16
5
23
23
22
33
40
39
29
12
4696.1
4696.1
4696.1
4669.9
4640.4
4610.3
4584.8
4563.6
4544.0
4529,7
4519.1
4511.3
4504,8
4504,0
imiimmmitwiimiimmimmmittmiimmittsiiiwiimmimmtmmimmmmiti
A-12
-------
UTM NORTH
I
m
3
CO
Si
CO
o
CD
§
m
5
S
T3
n
H«1
CD
A-13
-------
TABLE A-4
wwumwwmwwwwwimwwmwmmmwwwwwwwmmwwmwmw
W RESULTS SECTIOH W E HARTFORI 4/30/83
KIT LOCATION OF AIR PARCEL
LEFT EIGE
LIT X (DTK E) Y(UTH H)
9PH
9PK
7 PI)
6 PI)
5PN
4PM
3PH
2PH
1PH
11 AH
10 AN
f AN
SAN
LSI
CENTER
X (UTX E) r (UTN N)
696,7
676,?
676.9
696,9
696.9
676.2
659.9
650.6
642.7
632.4
622.4
614,6
606.0
594.8
4628.5
4628.5
4628.5
4628.5
4628,5
4604.1
4585.0
4564.3
4544.6
4532.2
4528,4
4528.3
4530.2
4534.8
HOURLY SUHNARY OF HETEOROL06Y
AVERASE
HIM SPEED
(XILOHETERS
PER HOUR)
8-9 PN
7-8 PN
6-7 PN
5-6 PN
4-5 PH
3-4 PN
2-3 PN
1-2 PH
12-1 PH
11-12 AH
10-11 AN
9-10 AN
8-9 AH
0,0
0.0
0.0
0.0
32.8
27,8
24.7
22,8
19,3
14.0
10.1
10.3
12.5
RESULTANT
KIND SPEEB
(KILOMETERS
PER HOUR)
0.0
0.0
0.0
0.0
31.9
25.1
22,7
21,2
16.2
10.7
7,8
8.8
12.1
696.9
696.9
696.9
696,9
696,9
682,3
675.8
675.4
675.6
673.8
668.5
662.6
654.2
642.3
4628.5
4628.5.
4628.5
4628.5
4628,5
4600.1
4575.8
4553.1
4531.9
4515.9
4506.5
4501.4
4498.6
4500.3
RESULTANT
VINJ
DIRECTION
0
0
0
0
207
195
181
180
186
209
229
251
278
R16HT E96E
X (UTN E) Y(UTN N)
696.9
696.9
696.9
696.9
696.9
689.1
693.7
702.4
710.5
717.7
719.7
718.5
712.7
700.7
THETA
0
0
13
26
23
22
33
40
40
31
14
4628.5
4628.5
4628.5
4628.5
4628.5
4597.5
4572.8
4551.8
4532.3
4517.8
4507.2
4499,6
4492,9
4491.5
mimumimwmwmwwwmwimmmwmwmtwnwwwwwwwjwwmm
A-14
-------
UTM NORTH
CO
1C
1
p
O
CO
.O
co
CO
TO
g
O
I
m
£75
50
m
A-15
-------
WEM8E
iff
HOUR)
8-9 n
7-8 PM
6-7 M
5-6 n
4-5 PJf
3-4 Pfl
2-3 P/f
1-2 n
12-1 PK
1H2 /IN
10-11 /Id
HO M
8-? All
0,0
0.0
0.0
32.7
32.7
27.8
24.8
23.0
19.5
14,2
10.6
19.7
13.4
UT
m
5 fit
in
6PK
5P»
4PH
3P«
2P«
in
mm
u n
10 M
8 /Iff
iff r EJSE
x «ir» E)
692.1
692.1
692,1
692.1
672.4
651.4
635.9
626.9
619.3
697.9
597.1
588.6
579,4
566.7
win n
4659.0
4659.0
4659.0
4659.0
4633.4
4609.7
4590.3
4569.2
4549,0
4537.0
4533.4
4534,1
4536.4
4540.3
(mOKETERS
PER HOUR)
0.0
0.0
0.0
32.2
31,6
25,0
22.9
21.6
16.4
11.4
8.4
9.6
13.2
TABLE A-5
mmmwwwt
CEHFER
EJ8E
692,1 4659,0
"2.1 4459.0
«2.1 4659.0
692.1 4659,0
«76.9 4630,4
«2,8 4602,3
iJ7.1 4578,0
654,8 4555,1
*«,6 4533.5
653.3 4517.3
*46.7 4508,0
"9.5 4503.5
«0.2 4501,3
M'l 4503.2
W.I 4659.0
692.1 4659.0
«2.1 4459.0
"2.1 4659.0
MM 4628.5
*75.3 4597.4
«9,8 4573.2
/OA A
^2 4551.8
W.5 4533.5
7»2,2 4514.0
702.4 4504.4
«M 4494.7
"2.1 4490.5
678.9 4499.4
MMCTIW
0
208
206
193
181
180
192
215
238
257
278
THEM
9
0
0
19
15
26
22
29
32
37
37
27
A-16
-------
UTM NORTH
1
CO
o
~D
g
o
I
m
CJl
A-17
-------
TABLE A-6
ttwwwwtwmmmwmwwwwmwwwwwwwwwwwwwwwmmww
III RESULTS SECTIOH III AHHERST 8/26/83
LJT
7PH
8PH
7PH
6PH
5PH
4PH
3PH
2PN
1PH
HflOH
11 AH
10 AH
7 AH
8 AH
1ST
HOURLY LOCATION OF AIR PARCEL
LEFT EDGE
X (UTH E)
704,3
704,3
704.3
704.3
704.3
704.3
704.3
704.3
680.2
658.4
642.5
626.7
607.7
573.4
Y(UTH X)
4676.1
4676.1
4676.1
4676.1
4676.1
4676.1
4676.1
4676.1
4684.8
4667.0
4650.1
4631.7
4617.3
4613.0
CENTER
X (UTH E) Y (UTH N)
HOURLY SUHRARY OF NETEOROL06Y
8-7PH
7-8 PH
6-7 PH
5-6 PH
4-5 PH
3-4 PH
2-3 PH
1-2 PH
12-1 PH
11-12 AH
10-11 AH
9-10 AH
8-7 AH
0.0
0.0
0.0
0.0
0.0
0.0
0.0
28.1
27.8
25.7
25.7
23.7
20.3
0.0
0.0
0.0
0.0
0.0
0.0
0.0
26.6
26.7
24.7
24.1
21.2
17.5
704.3
704.3
704.3
704.3
704.3
704.3
704.3
704.3
685.2
668.3
658.3
650.4
640.6
627.7
4676.1
4676.1
4676.1
4676.1
4676.1
4676.1
4676.1
4676.1
4677.5
4656.7
4634.1
4611.4
4572.5
4578.8
AVERA6E
VINI SPEE1
(KILOHETERS
PER HOUR)
RESULTANT
BIND SPEED
(HLOHETERS
PER HOUR)
RESULTANT
HINI
DIRECTION
0
0
0
0
226
21?
204
179
207
218
RI6HT EtSE
X (UTK E) Y(UTH N)
704.3
704.3
704.3
704.3
704,3
704.3
704.3
704.3
692.3
681.3
678.1
677.0
678.6
676.1
THETA
0
0
0
0
1?
15
16
21
26
30
4676.1
4676.1
4676.1
4676.1
4696.1
4676.1
4696.1
4676.1
4672.3
4647.8
4623.3
4579.3
4578.0
4560.7
wwmmwwwimmwmmmmwwwwwwwwimwwwmwimwwmmm
A-18
-------
UTM NORTH
m
I
1
m
rv>
rn
3s
CTl
A-19
-------
TABLE A-7
wwwtwwwwwwwtwiwwwmwwwwwwwwwwwwwwmwmww
W RESULTS SECTION W CHICOPEE 8/26/83
LIT
?PH
8PN
7PH
6PH
SPH
4 PR
3RD
2PH
1 PX
NOOK
inn
10 AH
9 AH
8 All
LIT
HOURLY LOCATION OF AIR PARCEL
LEFT EDGE
X (UTH E)
701.8
701.8
701.8
701.8
682.0
662.5
641.4
617.0
593.0
' 568.8
541.7
516.5
496.2
479.0
Y(UTH N)
4674.0
4674.0
4674.0
4674.0
4657.0
4637.2
4618.1
4602.4
4585.2
4569.3
4558.8
4545.8
4533.9
4528.2,
CENTER
X (UTH E) Y (DTK H)
HOURLY SUHNARY OF XETEOROL06Y
AVERA6E
HIHI SPEE8
(KILOHETERS
PER HOUR)
RESULTANT
KIND SPEED
(KILOHETERS
PER HOUR)
RESULTANT
KIND
DIRECTION
8-9 PH
7-8 PH
6-7 PH
5-6 PH
4-5 PH
3-4 PH
2-3 PH
1-2 PH
12-1 PH
11-12 AH
10-11 AH
9-10 AH
8-9 AH
0.0
0.0
0.0
26.7
27.9
28.9
30.2
30.5
29.7
. 29.8
29.2
24.2
18.9
0.0
0.0
0.0
26.1
27.8
28.5
29,0
29,5
29.0
29.0
28.4
23.6
18.1
0
0
0
217
220
218
221
220
225
235
229
226
235
RI6HT EB6E
X (UTH E) Y(UTH N)
701.8
.701.8
701.8
701.8
686.0
668,3
650.9
631.8
613.0
592.5
568.8
547.2
530.3
515.5
4674.0
4674.0
4674.0
4674.0
4653.3
4631.8
4609.3
4587.5
4564.8
4544.1
4527.5
4509.0
4492.6
4482.2
701.8
701.8
701.8
701.8
690.7
674.9
661.8
649.5
637.0
621.2
602.1
585.5
572.8
561.8
4674.0
4674.0
4674.0
4674.0
4650.4
4627.5
4602.2
4576.0
4549.3
4524.9
4503.1
4480.0
4460.2
4445.9
THETA
0
12
5
10
16
15
12
14
14
14
17
nwwwiwwwwwwwwjtmwwimwwwwmwiwwmwwwmwmwuw
A-20
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UTM NORTH
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£75
73
A-21
-------
TABLE A-8
wwwwwtwiwmwwwwwwiwwwwiwwwwwwwwuwwwmwww
Wl RESULTS SECTION Ml STAFFORD 8/24/83
HOURLY LOCATION OF AIR PARCEL
LEFT EBBE
LPT X (UTR E) Y(UTH H)
9 PR
8 PR
7PH
iPli
5 PR
4 PR
3PH
2 PI!
1PK
HAH
10 AN
9 AH
8 AX
LIT
CENTER
X (UTR E) Y (DTK N)
716.5
716,5
716,5
716.5
716,5
695.4
675,0
650.5
626.2
602.0
575.?
54?,5
528.9
512,1
4650.2
4650.2
4650,2
4650,2
4650,2
4631.8
4612.5
4597.7
4581,7
4566.1
4557.3
4547,9
4534,8
4526,5
HOURLY SURRARY OF METEOROLOGY
AVERA6E
HIM SPEE&
(KILOMETERS
PER HOUR)
8-9 PH
7-8 PR
6-7 PR
5-6 PR
4-5 PR
3-4 PH
2-3 PR
1-2 PR
12-1 PR
11-12 AH
10-11 AH
9-10 AH
8-9 AR
0,0
0.0
0,0
0,0
28,4
28.5
29.6
30.2
29.6
28.7
28.6
24.9
19.1
RESULTANT
KIN! SPEEI
(HLORETERS
PER HOUR)
0.0
0.0
0,0
0.0
27.9
28.2
28.6
29.1
28.8
27.5
28.0
24.4
18,8
716.5
716,5
716.5
716.5
716.5
699,6
681.9
662.2
643.1
623.4
600.7
576.7
559.0
544.0
4650.2
4650,2
4650.2
4650,2
.4650,2
4628.0
4606,0
4585.3
4563,3
4542.4
4526.7
4512.3
4495.5
4484.2
RESULTANT
VIN&
DIRECTION
0
0
0
0
217
219
224
221
223
235
239
226
233
RI6HT EWE
X (UTfl E) Y(UTK N)
716.5
716.5
716.5
716.5
716.5
704.3
690.0
676,2
663.9
649,6
632.3
611,6
597,5
584,9
THETA
0
0
0
11
8
15
16
14
16
11
11
11
4650.2
4650.2
4650.2
4650.2
4650.2
4625,2
4600,8
4575,7
4549.4
4524.3
4502,9
4484,1
4464.2
4450.3
wmiiwmwtwwtwwmwwwwwwmwmwwmiwwmwwwmwmwiw
A-22
-------
UTM NORTH
i-i
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73
m
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A-23
-------
TABLE A-9
iwwumiwwwwwwwmw$www»wwwwwmwwww«wwwwm«wH
W RESULTS SECTION til 'MM 8/8/83
HOURLY LOCATION OF AIR PARCEL
LEFT EDGE
LIT X (OTR E) Y(UTR H)
9 PR
BPR
7 PR
6 PR
5 PR
4PH
3PK
2PH
IPX
11 AK
10 M
9 AH
8 AH
LDT
CENTER
X (UTH E) r (UTK N)
692.1
664.5
684.1
670.4
647.9
619.8
594.8
573.3
555.0
532.5
509.9
489.9
473.5
463.5
4659.0
4637.8
4613.0
4590.9
4571.7
4555.1
4533.8
4514.3
4495.6
4481.8
4474.8
4472.7
4473.8
4476.7
HOURLY SURRARY OF HETEOROL06Y
AVERA6E
HID SPEED
(KILOMETERS
PER HOUR)
8-9 PH
7-8 PH
6-7 PR
5-6 PR
4-5 PH
3-4 PR
2-3 PR
1-2 PR
12-1 PR
11-12 AH
10-11 AH
9-10 AH
8-9 AH
22.4
25.0
26.4
30.6
35.3
34.7
31.7
28,7
27,7
24.8
21.6
18.6
13.1
RESULTANT
KIND SPEED
(KILORETERS
PER HOUR)
22,0
24.9
26.0
29.5
32.6
32.9
29.0
26.2
26.4
23.7
20.1
16.4
10,3
692.1
690.9
690.6
680.8
664.2
644.6
627.7
616.0
606.9
589.7
570.3
552.3
537.3
527.7
4659.0
4637.1
4612.2
4588.1
4563.7
4537,6
4509.4
4482.8
4458.3
4438.2
4424.8
4415.7
4409.0
4405.1
RESULTANT
KIND
DIRECTION
183
181
202
214
217
211
204
200
221
235
243
246
248
RIGHT EDBE
I (UTK E) Y(UTK N)
692.1
695.4
697.2
691.6
681.9
673.8
666.9
666.9
66B.7
658.5
643.9
630.5
620.3
615.1
THETA
12
5
10
15
23
19
24
24
18
17
21
28
38
4659.0
4637.3
4612.5
4587.0
4559.1
4527.5
4495.4
4466,4
4440.2
4415.9
4397.2
4382.2
4369.3
4360.4
tmmwmmmtmmmmwmmmmmmmmtmmmwmmmmmmmmmmm
A-24
-------
UTM NORTH
I
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CD
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A-25
-------
TABLE A-10
mwwwwwwtiwmmwwmwmmmwmmwmwwwwwmwwwmmmt
W RESULTS SECTION «$ E HARTFORD B/8/83
9PK
8PK
7PK
6PK
5PH
4PH
3PH
2 PI!
i PK
HOURLY LOCATION OF AIR PARCEL
LEFT EDGE
LBT X (UTH E) Y(UTH N)
11 AK
10 AD
9 AH
8 AK
LIT
CENTER
X(UTKE) T(ITIH)'
694.9
694.9
696,9
685,4
663.4
634,7
608.0
583.2
567.0
547.5
525.6
505,6
488.9
478.8
4628.5
4628.5
4628.5
4605.8
4587,3
4574.2
4555,7
4538,1
4517.5
4502.3
4494,9
4492.2
4493,1
4496,0
HOURir SUHXARY OF KETEOROLOGY
AVERAGE
KIND SPEED
(KILDKETERS
PER HOUR)
6-9 PH
7-8 PK
6-7 PI
5-6 PK
4-5 PI!
3-4 PK
2-3 PK
1-2 PK
12-1 PK
11-12 Ml
10-11 AK
9-10 AK
8-9 AK
0.0
0.0
25.5
29.6
34,5
34,7
33.0
28,2
26.0
24.0
21,3
18,6
13.1
RESULTANT
HIND SPEED
(KILOHETERS
PER HOUR)
0.0
0.0
25.4
28,8
31,6
32,5
30,4
26,1
24.8
23.1
20.2
16.7
10,5
696.9
696.9
696.9
687.8
670.7
649,8
631.2
615.3
608,0
593.9
574.8
556.6
541.2
531.4
4628.5
4628.5
4628.5
4604.8
4581,6
4558,0
4531.4
4505,5
4480,4
4460.0
4447.0
4438.2
4431.7
4428.0
RESULTANT
UNI)
DIRECTION
0
0
201
216
222
215
211
196
215
236
244
247
249
RIGHT EDGE ,
X (UTN E) Y(UTK H)
696.9
696.9
696.9
690.3
679.1
669.4
661.3
656.9
659.5
652.0
637.2
622,6
611.7
605.9
THETA
0
6
14
24
21
23
22
17
16
18
26
37
4628.5
4628.5
4628,5
4604.0
4577,5
4547.4
4516.0
4485,9
4459.9
4436.2
4418.5
4404.5
4392.0
4383.1
wwwmwwmmwwwwmwwmwwwwmwwwwwwwmwwwmmw
A-26
-------
UTM NORTH
ID
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A-27
-------
TABLE A-11
immmmmmmmmmmmmmmmmmmmmmmmmmimmmimmmmm
til RESULTS SECTION W STAFFORD 7/29/83
HOURLY LOCATION OF AIR PARCEL
LEFT E8BE
LPT X (DTK E) Y1UTH N)
9PH
8PX
7PH
6PX
5PX
4PX
3PM
2PX
1 PH
11 AX
10 AH
9 AX
8 AX
LDT
CENTER
X (UTX E) Y (UTX N)
716,5
716.J
716. 5
716,5
716.5
716.5
716.5
691.9
663.9
63S.2
613.6
585.8
557.7
527.5
4650.2
4650.2
4650.2
4650.2
4650.2
4650.2
4650.2
4634.9
4624.1
4608.4
4590.8
4575.7
4559.1
4544.5
HOURLY SUNHARY OF HETEORDL06Y
AVERAGE
KIN! SPEE8
(HLDKETERS
PER HOUR)
8-9 ra
7-8 PX
6-7 PX
5-6 PX
4-5 PX
3-4 PX
2-3 PX
1-2 PX
12-1 PX
11-12 AX
10-11 AH
9-10 AX
8-9 AX
0.0
0.0
0.0
0.0
0.0
0.0
29.9
30.6
31.4
31.5
33.3
33.7
33.7
RESULTANT
VINI SPEEB
(HLOXETERS
PER HOUR)
0.0
'0.0
0.0
0.0
0.0
0.0
29.0
30.0
30.1
30.2
31.6
32,6
33.5
716.5
716.5
716.5
716.5
716.5
716.5
716; 5
696.2
671.1
650.8
632.3
610.7
587.6
559.0
4650.2
4650.2
4650.2
4650.2
4650.2
4650.2
4650.2
4629.5
4613.1
4590.8
4566.9
4543.8
4520.8
4503.4
RESULTANT
HIM
HRECTION
0
0
0
0
0
224
237
222
218
223
225
239
RIGHT EJ6E
X (UTX E) YJUTX N)
716.5
716.5
716.5
716.5
716.5
'716.5
716.5
701.7
680.6
667.3
656.4
643.2
626.6
599.7
THETA.
0
14
12
16
17
18
14
6
4650.2
4650.2
4650.2
4650.2
4650.2
4650.2
4650.2
4625.3
4604.0
4576.9
4548.7
4520.0
4491.9
4471.8
wtiwwwwmmwwwwwjwwwwwmwjjwwiwmmmmwwmwmww
A-28
-------
UTM NORTH
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A-29
-------
TABLE A-12
wmmtmwwmmwmmwwwmmwmwnmwwwwwmwwwmmmww
ISI RESULTS SECTION W mm 7/29/83
9PK
8PK
7PH
6PK
5PK
4PK
3PK
2 PR
1 PK
HOURLY LOCATION OF AIR PARCEL
LEFT EDGE
LJT X (UTK E) Y(UTH N)
11 AK
10 AK
9 AK
8 AK
L»T
CENTER
X (DTK E) Y (DTK N)
492.1
692.1
692,1
692,1
692,1
677.0
657,0
631,8
605.1
579.3
558.7
534,9
508,3
483,4
4659.0
4659.0
4659.0
4659,0
4659,0
4626,9
4600.5
4581,1
4559,2
4533,4
4510.2
4494,8
4480,3
4469,5
HOURLY SUHHARY OF BETEOROLD6Y
AVERAGE
ma SPEE5
(KILOHETERS
PER HOUR)
8-9 PH
7-8 PK
6-7 PK
5-6 PB
4-5 PK
3-4 PK
2-3 PK
1-2 PK
12-1 PK
11-12 AH
10-11 AK
9-10 AK
8-9 AK
0.0
0.0
0.0
0,0
35,7
33.6
34.0
37.5
38.6
32.6
30.5
31.6
27.9
RESULTANT
VIM SPEED
(KILOKETERS
PER HOUR)
0.0
0.0
0.0
0.0
35.5
33.1
31.8
34.5
36.5
31.1
28.3
30.3
27.1
692.1
692.1
692,1
692.1
692.1
680,1
664.9
648.3
632,1
616.3
603.6
587,4-
566.0
544,5
4659,0
4659.0
4659.0
4659,0
4659.0
4625.7
4596,2
4569,1
4538.6
4505,7
4477.3
4454,2
4432.6
4416,2
RESULTANT
-«NJ
DIRECTION
0
0
0
0
200
207
212
208
206
204
215
225
233
RI6HT EDGE
X (UTK E) Y(UTK N)
692.1
692.1
692,1
692.1
692.1
683.3
673.4
667.4
664,4
660.2
656.8
650.5
636,1
619,1
THETA
0
0
0
0
5
10
21
23
19
18
22
17
14
4659.0
4659.0
4659.0
4659.0
4659.0
4624,7
4593.1
4561,8
4527.4
4491,2
4460.3
4432.7
4406.0
4384.9
mimmtmmmsmmmmmmmmmmmmmtimmmmmummmmmmmimi
A-30
-------
UTM NORTH
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A-31
-------
TABLE A-13
wtwiwwwwiwmmwmwwtwiwwwwwwmwmwtwwwwwmwww
Ml RESULTS SECTION II* CHICOPEE 7/29/83
HOURLY LOCATION OF SIR PARCEL
LEFT EDGE
LDT X (ITI E) Y(UTH H)
9PH
8 PH
7PH
6PH
5FH
4 PIT
3PH
2PH
1 PH
NODH
11 AH
10 AH
9 AH
8 AN
LtT
CENTER
X (DTK E) Y (UTH N)
701,8
701.8
701.8
701.8
701.8
685. 0
667.7
£42.0
614.8
588.3
560.1
5!8.9
511.4
485.9
4674.0
4674.0
4674.0
4674.0
4674.0
4645.7
4617.1
4600.9
4584.2
4561.4
4539.9
. 4522.6
4508.3
4497.0
HOURLY SUHHARY OF METEOROLOGY
AVERSE
IIIW SPEED
(ULOHETBS
PER HOUR)
8-9 PH
7-8 PH
6-7 PH
5-6 PK
4-5 PH
3-4 PH
2-3 PH
1-2 PH
12-1 PH
11-12 AH
10-11 AH
9-10 Alt
8-9 AH
0,0
0.0
0.0
0.0
33.5
33.4
32.0
35,0
37,2
37.0
29.6
32.0
28.5
RESULTANT
HIM SPEED
(ULDHETERS
PER HOUR)
0.0
0.0
0.«
0.0
32.9
33.4
30.4
31.9
35.0
35.4
27.7
30.7
27.9
701.8
701.8
701.8
701.8
701.8
690.3
673.6
654.2
636.2
618.9
598.4
584.3
562.3
539.6
4674.0
4674.0
4674.0
4674.0
4674.0
4643.1
4614.2
4590.8
4564,5
4534.0
4505.2
4481.4
4460.0
4443,8
RESULTANT
IINI
DIRECTION
0
0
0
0
200
210
220
214
210
216
211
226
235
RI6HT EDGE
X (UTH E) Y(UTH H)
701.8
701.8
701.8
701.8
701.8
696.0
680.0
668.7
663.1
657.1
646.0
641.2
626.1
607.2
THETA
0
0
0
0
10
1
18
24
20
17
21
16
12
4674.0
4674.0
4674.0
4674.0
4674.0
4641.6
4612,4
4584.1
4552.7
4518.2
4484,6
4457.3
4430.6
4410,1
itmmmmmtmttmimitmmmmmmmmmmiwmmmmmmmttmtmmmm
A-32
-------
UTM NORTH
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CD
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A-33
-------
TABLE A-14
ll?llllllll^
III RESULTS SECTION III A&ANAH 6/27/83
LJT
9PK
8PK
7PK
6PK
5PK
4PM
3PH
2PK
1PH
NOON
11 AK
10 AK
9 AK
BAR
L&T
HOURLY LOCATION OF AIR PARCEL
LEFT EDBE
X (DTK E)
692.1
692.1
452,1
692,1
672,1
692.1
692.1
660.5
624,4
593.8
568.1
546,7
525.1
504.0
YIUTH N)
4659.0
4659.0
4659,0
4659.0
4659,0
4659.0
4659.0
4650.9
4659,2
4663,0
4665.2
4668.3
4662,2
4656.6
CENTER
X (UTH E) r (DTK N)
HOURLY SUKKARY OF METEOROLOGY
AVERAGE
KIN? SPEED
(KILOKETERS
PER HOUR)
RESULTANT
VIM SPEED
(XILOKETERS
PER HOUR)
RESULTANT
KIND
DIRECTION
8-9 PK
7-8 PK
6-7 PK
5-6 PK
4-5 PK
3-4 PK
2-3 PK
1-2 PK
12-1 PK
11-12 AK
10-11 AK
9-10 AK
8-9 AK
0,0
0.0
0.0
0.0
0,0
0.0
33,4
37,9
32,0
27.5
23.9
23.0
23.0
0,0
0.0
0.0
0.0
0.0
0.0
32,6
37,1
30,8
25.8
21.7
22.4
21.9
0
0
0
0
0
0
243
271
261
255
253
241
237
RIGHT EDGE
X (UTK E) YfUTK N)
692.1
692.1
692.1
692.1
692.1
692.1
692.1
663.0
626.0
595.6
570.6
549.9
530.3
512.0
4659.0
4659.0
4659.0
4659.0
4659.0
4659.0
4659.0
4644.3
4645.0
4640.1
4633.4
4627,2
4616.4
4604.4
692.1
692.1
692,1
692.1
692,1
692.1
692.1
666.9
630.5
602.7
581,5
565.3
548.6
535.1
4659.0
4659.0
4659.0
4659.0
4659,0
4659.0
4659.0
4638.3
4631.4
4618.2
4603.5
4589.1
4574.2
4557.0
THETA
0
0
0
0
0
0
13
12
16
20
25
13
18
mwwmwwwwwwwwmmwwwwwmwwwwmmwmwmwtmmmu
A-34
-------
UTM NORTH
s
T>
§
m
£T>
yo
m
A-35
-------
-------
APPENDIX B
SOURCES OF HOURLY SURFACE WIND DATA
B-l
-------
Surface wind data may be obtained by contacting the National Climatic
Data Center (NCDC), Federal Building, Asheville, North Carolina 28801. Data
tapes containing "surface airways observations" are assigned the code,
TD-1440. Wind direction data are available for 36 points of the compass, wind
speed is entered in knots. National Weather Service sites with archived
hourly data are listed in Table A-l.
B-2
-------
TABLE B-l. CLASS 1 NWS WEATHER STATIONS WITH HOURLY DATA
Dal
AT abama
Alaska
Iti
Arizona
Arkansas
California
Birmingham
Huntsville
Mobile
Montgomery
Anchorage
Annette Island
Barter Island
Bethel
Betiles
Big Delta
Cold Bay
Fairbanks
Gulkana
Homer
Juneau
Kodi ak
McGrath
Naknek
Nome
Point Barrow
St. Paul Island
Talkeetna
Valdez *
Yakutat
Flagstaff
Phoenix
Tucson
Prescott (FAA operated)
Ft. Smith
Little Rock
Bakers-field
Bishop
Fresno
Los Angeles
Mt. Shasta
Red Bluff
Sacramento (FAA operated)
San Bernardino
San Diego
San Francisco
Santa Maria
Other Name
Madison
Bates
Dannelly
Allen
Interm
W. Rogers W. Post
State
Pullian
Sky Harbor
Adams
Meadows
Hammer
Executive
County Airport
Lindbergh
Public
Station
Number
13876
13856
13894
13895
26451
25308
27401
26615
26533
26415
25624
26411
26425
25507
25309
25501
26510
25503
26617
27502
25713
26528
26442
25339
03103
23183
23160
23184
13964
13963
23155
23157
93194
23174
24215
24216
23232
23161
23188
23234
23273
B-3
-------
TABLE B-l. CLASS 1 NWS WEATHER STATIONS WITH HOURLY DATA (Cont'd)
State
Colorado
Connecticut
Del aware
District of
Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
City
Alamosa
Colorado Springs
Denver
Eagle (FAA operated)
Grand Junction
Hartford
Wilmington
Washington
Apalachicola
Daytona Beach
Ft. Myers
Jacksonville
Key West
Miami
Orlando (FAA operated)
Pensacola
Tallahassee
Tampa
West Palm Beach
*
At!anta
Augusta
Columbus
Macon
Savannah
Hilo
Honolulu
Kahului
Lihue
Boise
Lewiston
Pocatel1o
Chicago
Moline
Peoria
Rockford
Springfield
Other Name
Peterson
Stapleton
County Airport
Walker
Bradley
Greater Wilm. AP
National
Page
Jet Port
Hagler
Palm Beach
Bush
Lewis B. Wilson
Travis
Lyman Field
John Rogers
Nez Perce County
O'Hare
Quad City
Greater Peoria
Greater Rockford
Capital
Station
Number
23061
93037
23062
23063
23066
14752
13781
13743
12832
12834
12835
13889
12836
12839
12815
13899
93805
12842
12844
13874
3820
93842
3813
3822
21504
22521
22516
22536
24131
24149
24156
94846
14823
14842
94822
93822
B-4
-------
TABLE B-l. CLASS 1 NWS WEATHER STATIONS WITH HOURLY DATA (Cont'd)
State
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Mary!and
Massachusetts
Michigan
Citv
Evansville
Ft. Wayne
Indianapolis
South Bend
Des Moines
Sioux City
Water!oo
Concordia
Dodge City
Good!and
Russell (FAA operated)
Topeka
Wichita
Lexington
Louisville
Baton Rouge
Lake Charles
New Orleans
Shreveport
Bangor
Caribou
Port!and
Baltimore
Boston
Worcester
Alpen
Detroit (FAA operated)
Detroit
Flint
Grand Rapids
Lansing
Muskegon
Sault Ste. Marie
Traverse City (FAA
operated)
Other Name
Dress
Baer
Weir Cook
Blosser
Renner
Billard
Blue Grass
Standtford
Ryan
Moisant
Dow
Friendship
Logan
Phelps Collins
City
Grand Haven
Bishop
Kent Co. Airport
Capital City
County
Cherry Cap
Station
Number
93817
14827
93819
14848
14933
14943
94910
13984
13985
23065
93997
13996
3928
93820
93821
13970
3937
12916
13957
14606
14607
14764
93721
14739
94746
94849
14822
94847
14826
94860
14836
14840
14847
14850
B-5
-------
TABLE B-l. CLASS 1 NWS WEATHER STATIONS WITH HOURLY DATA (Cont'd)
State
Minnesota
Mississippi
Missouri
Montana
Nebraska
Nevada
New Hampshire
New Jersey
City
Duluth
International Falls
Minneapolis
Rochester
St. Cloud
Jackson
Meridian
Columbia
Kansas City
Kansas City
Springfield
St. Louis
Billings
Butte
Glasgow
Havre
Helena
Kalispell
Lewiston
Miles City (FAA operated)
Missoula
Lincoln
Norfolk
North Platte
Omaha
Scottsbluff
Desert Rock
Elko
Ely
Las Vegas
Reno
Tonopah (FAA operated)
Winnemucca
Concord
Atlantic City
Newark
Other Name
St. Paul
Whitney Mem.
Thompson
Key
Peg
Lambert
Logan
Silver Bow Cty Apt.
City County Arpt.
Glacier Nat! . Park
Johnson Bell
Karl Stefan Mem.
Lee Bird
Eppley
Yell and
McCarran
»
Station
Number
14913
14918
14922
14925
14926
3940
13865
. 3945
3947
13988
13995
13994
24033
24135
94008
94012
24144
24146
24036
24037
24153
14939
14941
24023
14942
24028
3160
24121
23154
23169
23185
23153
24128
14745
93730
14734
B-6
-------
TABLE B-l. CLASS 1 NWS WEATHER STATIONS WITH HOURLY DATA (Cont'd)
State
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Citv
Albuquerque
Clovis
Farmington (FAA operated)
Roswe'l 1
Truth or Consequences
Albany
Binghampton
Buffalo
Massena
New York
New York
Rochester
Syracuse
Asheville
Cape Hatteras
Charlotte
Greensboro
Raleigh-Durham
Wilmington
Bismarck
Fargo
Minot
Williston
Akron
Cleveland
Columbus
Dayton
Mansfield
Toledo
Youngstown
Oklahoma City
Tulsa
Other Name
Kirtland
Cannon
Walker
(FAA operated)
County AP
Broome Cty AP
Greater Buffalo AP
Richards
JFK
Laguardia
Monroe Cty
C. E. Hancock
Douglas
GSO-Hgh Pt. AP
RDU
New Hanover Cty AP
Hector Field
Sloulin
Hopkins AP
Port Columbus
JM Cox Day
Lamm
Will Rogers
Station
Number
23050
23009
23090
23009
93045
14735
4725
14733
94725
94789
14732
14768
14771
3812
93729
13881
13723
13727
13748
24011
14914
24013
24014
14895
14820
14821
93815
14891
94830
14852
13967
13968
B-7
-------
TABLE B-l. CLASS 1 NWS WEATHER STATIONS WITH HOURLY DATA (Cont'd)
State
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Citv
Astoria
Eugene
Medford
North Bend (FAA operated)
Pendleton
Port!and
Redmond (FAA operated)
Salem
Sexton Summit
Al1entown
Bradford (FAA operated)
Erie
Harrisburg
Philadelphia
Pittsburgh
Wilkes Barre
Williamsport
Providence
Charleston
Columbia
Greenville
Huron
Pierre (FAA operated)
Rapid City
Sioux Falls
Bristol
Chattanooga
Knoxville
Memphis
Nashville
Abilene
Amarillo
Austin
Brownsville
Corpus Christi
El Paso
Ft. Roth
Houston
Lubbock
Lufkin (FAA operated)
Other Name
Clatsop Co. AP
Mahlon Sweet AP
Regional AP
Port Erie
State
Lycoming Cty.
Francis Green
W.W. Howes
Foss
Tri-County Airport
Lovell
Metro
English
Mueller
Rio Grande
Cliff Haus
DFW Reg. AP
Int. Cont. AP
West Air Term.
Angelina Co.
Station
Number
94224
24221
24225
24284
24155
24229
24230
24232
24236
14737
4751
14860
14751
13739
04823
14777
14778
14765
13880
13883
3870
14936
24025
24090
14944
13877
13882
13891
13893
13897
13962
23047
13958
12919
12924
23044
3927
12960
23042
93987
B-8
-------
TABLE B-l. CLASS 1 NWS WEATHER STATIONS WITH HOURLY DATA (Cont'd)
State
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
Citv
Midland
Port Arthur
San Angelo
San Antonio
Victoria
Waco
Wichita Falls
Bryce Canyon (FAA
Cedar City (FAA
Mil ford
Salt Lake City
Burlington
Lynchburg
Norfolk
Richmond
Roanoke
Wallops Island
Washington, DC
Olympia
Quillayute
Seattle
Spokane
Stampede Pass
Yakima
Beckley
Charleston
Elkins
Huntington
Eau Claire (FAA operated)
Green Bay
La Crosse
Milwaukee
Casper
Cheyenne
Lander
Rock Springs
Sheridan
Other Name
Sloan
Jefferson Co.
Math is
Foster
Black!and
operated)
operated)
Ethan Allen
Byrd AP
Dulles
Tacoma
Kanawha
Randolph Co.
Tri-State
Austin Strabel
Mitchell
Hunt
County
Station
Number
23023
12917
23034
12921
12912
13959
13966
23159
93129
23176
24127
14742
13733
13737
13740
13741
93739
93738
24227
94240
24233
24157
24237
24243
3872
13866
13729
3860
14991
14898
14920
14839
24089
24018
24021
24027
24029
B-9
-------
-------
TECHNICAL REPORT DATA
ff lease read Instructions on the reverse before completing)
3. RECIPIENT'S ACCESSION NO.
TITLE AND SUBTITLE
Consideration of Transported Ozone and Precursors in
Regulatory Applications
5. REPORT DATE
6. PERFORMING ORGANIZATION CODE
Edwin L. Meyer, Jr. and Keith A. Baugues
8. PERFORMING ORGANIZATION REPORT NO
EPA-450/4-89-010
JIZATION NAME AND ADDRESS
U. S. Environmental Protection Agency
Office of Air Quality Planning and Standards
Research Triangle Park, North Carolina 27711
10. PROGRAM ELEMENT NO.
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'ONSORING AGENCY NAME AND ADDRES
U. S. Environmental Protection Agency
Office of Air Quality Planning and Standards
Research Triangle Park, North Carolina 27711
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Final
14. SPONSORING AGENCY CODE
'LEMENTARY NOTES
This document describes how to account for transport of ozone or ozone
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Airshed Model (UAM).
.Appendix A describes how to apply a Personal Computer (PC) computer program
to determine backtrajectories using surface wind data.
17.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.IDENTIFIERS/OPEN ENDED TERMS C. COSATI Field/Group
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VOC control strategies
Photochemical modeling
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