EPA-450/3-76-035
February 1975
METHODOLOGY
FOR THE
DETERMINATION
OF EMISSION
LINE SOURCES
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Office of Air Quality Planning and Standards
Research Triangle Park, North Carolina 27711
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This report is issued by the Environmental Protection Agency to report
technical data of interest to a limited number of readers. Copies are
available free of charge to Federal employees, current contractors and
grantees, and nonprofit organizations - in limited quantities - from the
Library Services Office (MD-35) , Research Triangle Park, North Carolina
27711; or, for a fee, from the National Technical Information Service,
5285 Port Royal Road, Springfield, Virginia 22161.
This report was furnished to the Environmental Protection Agency
by Washington University, School of Engineering and Applied Science,
Department of Civil Engineering, St. Louis, Missouri, in fulfillment
of Contract No. 68-02-1417. The contents of this report are reproduced
herein as received from Washington University. The opinions, findings,
and conclusions expressed are those of the author and not necessarily
those of the Environmental Protection Agency. Mention of company
or product names is not to be considered as an endorsement by the
Environmental Protection Agency.
Publication No . EPA-450/ 3-76-035
11
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TABLE OF CONTENTS
Page
CHAPTER I - INTRODUCTION - STUDY DESIGN - • ------------ 1
A.) Introduction - Objectives of Research --------- 1
B. ) Limited Literature Search --------------- 2
1.) Relevance of Air Standards ----------- 2
2.) Relationships of Emissions to Key Traffic
Engineering Stimuli ------- 3
C.) Formal Research Plan ----------------- 12
1.) Emissions Related Traffic Flow Research Aspects - 12
""** 2.) Specific Work Plan of Research --------- 15
\j
"'"%.
1 CHAPTER II - DATA DEVELOPMENT ------------------ 22
*•;•>
^ CHAPTER III - MODEL DEVELOPMENT --------- - ------- 2?
/x A. ) Overview of Model Logic -- ---- ___-._- -- -- 27
B. ) Software System Development ------- -- - -- - - 35
CHAPTER IV - DOCUMENTATION OF EMISSION LINE SOURCES ------- 40
A.) Introduction - Issues in Defining Line Sources ---- 40
B.) Basic Definitions - Delineation of Gross Line Sources - 40
C.) Refined Level - Ultimate Definition of Line Sources -- 49
D. ) Synthesis of Line Source Information- --------- 63
E.) Related Processing Costs ------ -- _____ -- 75
F.) Limited Sensitivity Analysis - -- -- -- --- - -- 7&
CHAPTER V - CONCLUSION --------------------- -'*7
A.) Use and Applicability of Present Research and
Modelling Results ---------------- 87
B. ) Recommendations for Further Research
C.) Closing Comments on Status of Line Source-
Traffic Attribute Modelling ----------- 91
Hi (Continued)
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TABLE OF CONTENTS (Continued)
Page
BIBLIOGRAPHY 93
Selected Research Bibliography 94
St. Louis Area Traffic Data Sources 95
Professional Interviews ----------------- 96
APPENDIX A - COMPUTER PROGRAM DOCUMENTATION 97
A-l NETSEN Program 98
A-2 HRCVRT Program 123
A-3 Data Management Program 133
A-4 Interface Program !37
APPENDIX B - EXAMPLES OF DATA COLLECTION AND CODING FORMAT 143
iv
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LIST OF TABLES
TABLE 1 - ACT RANGES USED FOR GROSS LEVEL LINE
SOURCE DEFINITION 42
TABLE 2 - GROSS LEVEL LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-FREEWAYS) 44
TABLE 3 - GROSS LEVEL LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-PRINCIPAL ARTERIALS) 46
TABLE 4 - GROSS LEVEL LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-MINOR ARTERIALS) 48
TABLE 5 - ADT RANGES USED FOR ULTIMATE LINE SOURCE DEFINITION - - 51
TABLE 6 - ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-FREEWAYS) 53
TABLE 7 - ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-FREEWAYS) 55
TABLE 8 - ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-FREEWAYS) 57
TABLE 9 - ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-FREEWAYS) 59
TABLE 10 - ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-PRINCIPAL ARTERIALS) 61
TABLE 11 - ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-PRINCIPAL ARTERIALS) 64
TABLE 12 - ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-PRINCIPAL ARTERIALS) 66
TABLE 13 - ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-PRINCIPAL ARTERIALS) 6a
TABLE 14 - ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-MINOR ARTERIALS) 70
TABLE 15 - ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-MINOR ARTERIALS) 72
TABLE 16 - ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-MINOR ARTERIALS) 74
v (Continued)
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LIST OF TABLES (Continued)
TABLE 17 - SUMMARY OF ULTIMATE LINE SOURCE EMISSIONS INFORMATION - ?6
TABLE 18 - PERCENTAGE OF TOTAL EMISSIONS CONTRIBUTED BY
FUNCTIONAL CLASS OF LINE SOURCE -------- 77
TABLE 19 - COST SUMMARY FOR TYPICAL SOFTWARE SYSTEM RUN ----- 79
TABLE 20 - EMISSIONS SUMMARY FOR FREEWAY CORRIDOR DIVERSION --- 32
TABLE 21 - EMISSIONS SUMMARY FOR PARALLEL ARTERIAL DIVERSION --- 85
vi
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LIST OF FIGURES
FIGURE 1. Speed Correction Factors for 1968 Model Year
Vehicles in Low Altitudes 4
FIGURE 2. Speed Correction Factors for 1968 Model Year
Vehicles in Denver- ------ ------ 5
FIGURE 3. Speed Correction Factors for 1971 Model Year
Vehicles in Denver- 6
FIGURE 4. Pollution Levels Along Transverse Street Cross Section
of Centered Expressway with Joint
Development Structures -_- _ Q
FIGURE 5. Pollution Levels Along Transverse Street Cross Section
of Centered Expressway without Joint
Development Structures --- ___ 9
FIGURE 6. Pollution Levels Along Transverse Street Cross Section
of Centered Expressway-Boulevard 10
FIGURE 7. Comparison of City Street and Freeway Conditions 11
FIGURE 8. Flow Parameters Related to Emissions and/or
Air Quality Phenomena 16
FIGURE 9. Research Work Plan 17
FIGURE 10. Master Logic of NETSEN Model 28
FIGURE 11. Traffic Emissions Software System 34
FIGURE 12. Gross Level Line Sources (Functional Class-Freeways) - 43
FIGURE 13. Gross Level Line Sources (Functional Class-
Principal Arterials) 45
FIGURE 14. Gross Level Line Sources (Functional Class-
Minor Arterials) ----------_____ 47
FIGURE 15. Ultimate Line Sources (Functional Class-Freeways) 52
FIGURE 16. Ultimate Line Sources (Functional Class-Freeways) 54
FIGURE 17. Ultimate Line Sources (Functional Class-Freeways) 56
FIGURE 18. Ultimate Line Sources (Functional Class-Freeways) 58
vli (Continued)
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LIST OF FIGURES (Continued)
Page
FIGURE 19. Ultimate Line Sources (Functional Class-
Principal Arterials) --- ________ 60
FIGURE 20. Ultimate Line Sources (Functional Class-
Principal Arterials) ------------- 62
FIGURE 21. Ultimate Line Sources (Functional Class-
Principal Arterials) ___ 65
FIGURE 22. Ultimate Line Sources (Functional Class-
Principal Arterials) 67
FIGURE 23. Ultimate Line Sources (Functional Class-
Minor Arterials) 69
FIGURE 24. Ultimate Line Sources (Functional Class-
Minor Arterials) 71
FIGURE 25. Ultimate Line Sources (Functional Class-
Minor Arterials) 73
FIGURE 26. Emissions Summary for Freeway Corridor Diversion 81
FIGURE 27. Emissions Summary for Parallel Arterial Diversion 84
FIGURE A-l Program GIN Flowchart 136
FIGURE A-2 Program RUMMY Flowchart 138
Vlll
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CHAPTER I
INTRODUCTION - STUDY DESIGN
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CHAPTER I
INTRODUCTION - STUDY DESIGN
A. INTRODUCTION - OBJECTIVES OF RESEARCH
The study of pollution concentrations in a metropolitan area requires
accurate characterization of pollution emitted due to the presence and
operation of transportation corridors and grids, termed line sources.
Accurate reporting of emissions depends on efficient monitoring of
traffic flow and system design and location parameters critical to the
emission process, in addition to adequate characterization of vehicular
emissions under a range of operating conditions.
The objective of this research is to develop a methodology which
documents the bases and criteria for determining which major freeway and
arterial links should be considered emission line sources in a metropolitan
area, and their geographic and temporal sensitivity to frequency and dura-
tion of monitoring. In addition to developing the methodology, it is to
be verified through testing in the St. Louis Air Quality Control Region,
determining specifically what links in this region shall be considered
as line sources. In accomplishing the above, several specific performance
objectives will be attained, which are:
a.) Obtainment and documentation of the most recent traffic
data relevant to emissions phenomena for the St. Louis Region.
b.) Development of the methodology, and use of the above data
to estimate emissions levels, through the use of the
Department of Transportation model SAPOLLUT, which computes
aggregate emissions and concentrations of CO, NO and HC
-X.
for a traffic network. Detailed discussion of the model
operation as used in this research is found in Chapters
III, IV and Appendix A.
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c.) Additional conceptualization of the methodology to
formulate a sensitivity analysis which analyzes emis-
sions information provided by different combinations of
line source components, and allows comparison of information
output vs. different specifications of traffic network inputs.
d.) Verification of the sensitivity analysis on the St. Louis
Area, ultimately yielding appropriate specifications of
emission line sources in the area.
B. LIMITED LITERATURE SEARCH
The objective of a limited literature search into traffic behavior
and air pollution emissions in a project such as this one is to reinforce
basic knowledge of relationships of emissions to key traffic behavioral
variables. In so doing, the search allows the research team to see
the rationale for their model building, its particular relationship to
emissions stimuli, and to develop an overview and fluency with the
traffic engineering literature dealing with the problem.
1.) Relevance of Air Standards
A basic research program with such a broad and intensive scope as
the RAPS program is interested in accurately uncovering the phenomena
of behavior of line sources and their resultant emissions, and the part
these emissions play in the region-wide emissions problem. In so doing,
the capability exists to add to basic knowledge which may ultimately
lead to improved strategies for meeting ambient air standards.
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The highway system acting as a line source may act as a primary
cause of CO. It may be a contributor to N0x and HC emissions. Cer-
tain aspects of the highway transportation system will now be investigated
in relation to these.
2') Relationships of Emissions to Key Traffic Engineering Stimuli
The pollutants of CO, HC and N0% have documented associations with
2
speed. Results of recent research on such associations is graphically
shown in Figures 1, 2, and 3. These figures are the result of developed
equations of:
LN HC = A + B? -f CS2 in grams/mile
LN CO = A' + B'S + C'?2 in grams/mile
N0x = A" + B"S in grams/mile
In the above, S is the average speed of the driving sequence. To de-
termine the speed correction factor at any particular speed in the
range of 15 to 45 miles per hour, a ratio of the above equations is
used. The emissions are determined at the desired speed and ratioed
with the emissions at a speed of 19.6 miles per hour, the average
speed over the federal driving schedule.5 Figure 1 represents vehicle
model year 1968 in low altitudes, Figure 2 represents the 1968 vehicle
model year in Denver, and Figure 3 represents the 1971 model year in
Denver. It should be noted the relationship is quadratic with respect
to HC and CO, and linear with respect to N0x, yielding decreasing
emissions with increased average route speed for HC and CO, and in-
creasing emissions of N0x with increased average route speeds.
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10
Average Route Speed, KPH
30 50
70
1.5
u
10
O
QJ
i-
$_
8
"8
00
1.0
0.5
I
I
HC
J__l
L
15 30
Average Route Speed, MPH
45
FIGURE 1. Speed Correction Factors for
1968 Model Year Vehicles in Low Altitudes
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O
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Speed Correction Factor
o
•
en
tn
tt>
O)
to
50
o
«-«•
ID
"O
to
tO Cd
Q. O
tn
f^v
cn
i—I—i—i
T 1 1 1 J
J _ i _ i
i I
fD
<*> -J
O CO
CD
f
r*
(D
CO
CD
vi CL
o •
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A further finding is that complex highway design configurations,
unique localized meterology, presence of topography and rough terrain
and downtown or high-rise street canyons play readily identifiable,
but relatively less understood roles in air quality. In the simplest
sense, average speed and vehicle miles of travel on a link are relevant
inputs as indicators of CO, HC and N0x emissions. The realistic design,
environmental and neighborhood attributes modify the impact of these
two basic stimuli on air quality, and the mechanics of these modifica-
tions are not developed in depth in the basic research to date. Figures
4, 5 and 6 are offered as visual examples of research output of the
effect of geometric configuration on air quality.4 A further behavioral
input, closely related to average speed, is the smoothness of traffic
flow and capability of avoiding traffic congestion effects. Figure 7
shows the concentrations for smooth, uninterrupted flow of 30 mph of
typical freeway movement versus higher emissions induced by poor signal
timing, pedestrian and parking interference which increases delay on a
typical interrupted flow arterial street operating poorly.5 As such,
from a traffic engineering point of view, V/C ratios and acceleration
noise parameters of the traffic stream are relevant to emissions levels.
In conclusion, the literature search revealed:
1.) The basic stimuli of emissions to be well documented
against inputs of average speed and VMT for CO and HC,
with more questionable data and relationships with respect to NO
2.) Further complexities in air quality overlaid on the above when
cut, fill, and complex cross section and geometric design
configurations are included, as illustrated in Figures 4,
5 and 6.
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0.05
25 Feet
FIGOBE 4. Pollution Levels Along Transverse Street Cross Section of
Centered Expressway with Joint Development Stractures
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l«vel 3 60 | 1
Uv.l 2 25J- —L
Itvel I oL
£
FIOTBE 5. Pollution Levels Along Transverse Street Cross Section of
Centered Expressway Without Joint Development Structures
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8 I i
-. i
0.05
0.0*
0.03
0.02
30
20
10
60
20
Level 2 35
Level I 0
35 Feet
PIGUHE 6. Pollution Levels Along Transverse Street Cross Section of
Centered Expressway-Boulevard
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400 600 800 1000
Vehicle Flow Per Hour
1200 1400
FIOTBE 7. Comparison of City Street and Freeway Conditions
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5.) Further complexity in emissions when system delay from
congestion is introduced, as illustrated in Figure 7.
4.) Further complexity in air quality when overlaid by local,
uniquely complex topography and terrain, and localized
unique meterologic conditions.
5.) The apparent need for further basic research on line
sources where such complexities in 2-4 a.bove are introduced.
That is, further research into locating them, stratifying
their attributes, classifying them in an orderly data
system, and relating their attributes to their resulting
link emissions and the air quality of their locale.
C. FORMAL RESEARCH WORK PLAN
1.) Emissions and Air Quality-Related Traffic Flow Research Aspects
In light of the previous literature search, it has been categorically
found that volume, or vehicle miles of travel, and average speed are
critical inputs which relate to emissions of nitrogen oxides, carbon
monoxides and hydrocarbons. However, exhaustive use of typical traffic
flow data related to the above two inputs should allow a refined and
meaningful statement of flow phenomena and traffic systems design which
pollution output is sensitive to. Thus, a short discussion of such
flow-related parameters is warranted, to demonstrate their categorization
as inputs:
Volumes - Average Daily Traffic and peak hour volumes, historically
as indicators of use of the facility.
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Average Travel Speed - As an indicator of efficiency of the
facility and adequacy of design.
General Interzonal Origin-Destination Patterns - As a regional
mapping of incidence of travel, and proximity of
travel paths to other regional activities.
Functional Classification of Highways - Classed as whether freeway,
arterial, collector or local, as an indication of importance
and frequency of use and level of design standards employed.
Delay Information - which modifies or refines information on
average speed, above, through studies of volume to
capacity ratios, travel time profiles, travel time
contours, or waiting time or delay contours. Locations
are detected in the system where sneeds are radically
altered due to delay and congestion.
Locations of Design Related Phenomena - such as extremely
complicated route or interchange configurations, and
areas of cut or fill, or frontage roads with struc-
tures, which induce localized alterations in air quality
and emissions, the latter when average speed is modified
due to the design phenomena.
Unique Areas of Progression - in addition to areas which can be
reviewed from speed and delay information as stated
above, these are unique in the network, in that some
engineering or planning alteration exists to eliminate
congestion by specific means with highly predictable
results, such as one-way street flows, or progressive
signalization, thus allowing atypical consistency in
volumes or average speeds, with stable emissions output.
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Areas of Critical Land Use Adjacent to or Within the Network -
The first type is an area adjacent to the traffic system
which is a highly sensitive land use to emissions output
and local air quality, or a land use type such as industrial,
which supplements and confounds the emissions level and
air quality in the vicinity of the corridor. The second
type is the downtown or core area, or like areas of
high-rise, high-density buildings. The building heights
or "street canyons" affect air quality in the vicinity of
the grid and corridor sources.
Vehicle Mix - the composition of traffic, in terms of percentage
of autos, intermediate size trucks and large size trucks
is relevant, due to differing emissions from vehicle type,
and the impact of the traffic composition on average
speed and traffic flow throughout a link. The composition
of vehicles by age also determines the level of emissions
from the traffic stream.
Frequency of Monitoring - all links under study will encompass some
or many of the above flow related phenomena which have
an impact on emissions and/or air quality. The frequency
of observing such network components with respect to
adequate characterization of CO, NO , and HC information
X.
is critical. Typical choices of duration of traffic
volume counting periods include 1, 8, 12, 24 hours,
weekly, and peak-off peak combinations.
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Thus, the above considerations are relevant to comprehensively
usinfT traffic flow information to develop the "optimal" network inputs
for specifying- emissions line sources. Use of this information may be
characterized by the following three dimensional array in Figure 8.
The research proceeds by essentially categorizing each apparently
relevant link component with respect to the above array, then testing
and trading off combinations of these with respect to emissions levels
to ultimately produce a set of line sources. The process pro-
ceeds interactively, making full use of local traffic engineering
knowledge about network components, yet developing the taxonomy in a
rigorous and consistent logic.
2.) Specific Work Plan of Research
To accomplish the stated objectives, and develop the output dis-
cussed above, a six-phase work program has been pursued, as shown in
Figure ^.
Phase 1 has four tasks, which were carried on simultaneously.
Task 1.1 consisted of review of the flow aspects discussed above with
respect to their impact on emissions. Tasks 1.2 and 1.J included the
procurement of St. Louis Air Quality Control Regional Traffic data, and
review of important links and their traffic operating attributes (Figure 8) with
local professionals. Through the principal investigator's local knowledge and
contacts, use was made of East-West Gateway Regional Coordinating Council profes-
sionals, and engineers with Missouri State Highway Department, Illinois
Department of Transportation, and St. Louis, St. Clair, Madison and
other appropriate county engineering personnel. The results of 1.2 and
1.3 yielded realistic insights into the operation of corridors and
arterial highway grid components. In Task 1.4, the traffic input and
emissions output aspects of the model SAPOLLUT was reviewed, and the
model was procured and put on the Washington University Software Library.
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Vehicle Mix
CBD or High Rise Area
Sensitive Land Uses
Functional
Classification
Unique Areas of Progression
^\ Specific Design Configurations
General Origin-Destination Information
^
Speed & Delay & V/C Info.
Volumes
Freeway
Arterial
Collector
Local
1 hr.
Peak
1 hr.
Off
Peak
Peak-Off
Peak
Comb.
8 hr.
Emissions Monitoring
Frequency
12 hr.
24 hr.
weekly
monthly
FIGURE 8. Flow Parameters Related to Emissions and/or Air Quality Phenomena
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Review of
Traffic Plow
Parameters
(1.1)
Review
St. Louis Area
Traffic Data
(1.2)
_y
Review
Link Attributes
with Local
Professionals
(1.5)
Categorization of
Appropriate Corridor,
Link and Grid
Components
Develop Combinations of
Network Components, Estimate
Emissions with SAPOLLUT
Sensitivity Analysis
of Different Network
Combinations
A
I
Documentation of
Emissions Estimates vs.
Network Combinations vs,
Monitoring Frequency
(4.0)
Final
Specification
of St. Louis
Air Quality
Control Region
Line Sources
(-5.0)
Procure and
Study SAPOLLUT
Model
(1.4)
Review Mechanics
of Sensitivity
Analysis
(2.2)
Write
Final
Report
(6.0)
FIGURE 9. Research Work Plan
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Phase 2 included two overlapping tasks. The initial task, 2.1
categorized appropriate corridors, links and street grid components
with respect to the flow phenomena illustrated in the previous three-
dimensional array. The coding was developed so that a complete set of
descriptors exists for each corridor, link or arterial street grid level con-
ceptualized and developed as input. Overlapping with this, task 2.2 familiarized
the study team with the sensitivity analysis, and the mechanics of
its performance in order to assure continuity between Phase 3 and
later phases.
Phase 3 had two tasks. Task 3*1 developed levels and combinations
of network hierarchial components as inputs to studying emissions.
The following sequence of components were developed for use with
SAPOLLUT and sensitivity testing:
Round 1; All freeway corridors, link components broken up by
average speed differentials and volume differentials.
Round 2t All freeway corridors, additional breakdown by sites
of specifically complex configuration.
Bound 3; Addition of the arterial street grid to above, broken
down by speed, delay and volume differentials.
Round 4; All the above, additional breakdown by arterial sites
of specifically complex configuration.
Round 5t Addition of refined locations adjacent to sensitive
land use areas, and areas of exceptional progression.
Hound 6; All of the above, cross classified by vehicle mix.
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- 19 -
Thus, the approach is to ultimately yield a descriptive network of
line sources N, which is composed of
y 9
N- <— A. ijkmnopq t
i,,5,k,m,n,o,p,q,......t
where L is a. specific link or network component and i, j, k, m, n, o, p, q
are its flow parameters shown in the three-dimensional array, and t is
the monitoring frequency. At each of the above rounds, the network
could be input to SAPOLLUT, and emissions information estimated. The
network is synthesized in a sequential manner through the several rounds,
to develop clarity about its composition and emissions output, allowing
for a more orderly sensitivity analysis.
Task 3.2 articulated changes in the above synthesized network
and site monitoring frequency. Prom knowledge of the local area,
specific link and network components developed through all of the above
rounds were removed or added, noting through the use of SAPOLLUT in a
sensitivity analysis, the change in resulting emissions information.
The sensitivity analysis of the coded link and network components was
developed in a batch software format, to allow a certain programmed
sequence of network alterations to occur. This process was hooked
with SAPOLLUT, to allow network input operations and emissions estima-
tion to occur in one continuous software run.
Phase 4 documented the results of the use of SAPOLLUT and the
sensitivity analysis carried on in 3.2. Reference to Figure 9 ahows
feedback and interaction across 3.1, 3.2 and 4 to adequately formulate
test, converge and document the above processes.
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- 20 -
Phase 5 utilizes the above array of sensitivity and convergence
information and specifically states network component locations, their
frequency of emissions monitoring, and the required traffic flow-related
data. This specification defines the emission line sources for the
St. Louis Air Quality Control Region.
Phase 6 combines previous conceptual analysis, the computer software,
associated network synthesis, use of SAPOLLUT and the sensitivity analysis
and its results, with specifications for refinement and further research
into a final written report contained herein. The following text will
elaborate on data collection, software development, use of SAPOLLUT
sensitivity analysis and definition line sources, and provide appropriate
appendices on software documentation and data formats.
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Footnotes Chapter I
Federal Register. Volume 36, No. 84, Friday, April 30, 1971.
2
Scott Research Laboratories, Inc., Development of Representative Driving
Patterns at Various Average Route Speeds. EPA No. 68-02-1301 (£-75)
February 11, 1974, San Bernadino, California. —
Ibid., pp. 3-1 through 4-18.
4
Sturman, G. M., The Effect of Highways on the Environment. May, 1970.
Steering Group and Working Group Appointed by the Minister of Transport,
Great Britain, Cars for Cities. 1967.
- 21 -
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CHAPTER II
DATA DEVELOPMENT
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CHAPTER II
DATA DEVELOPMENT
An assessment of highway line sources with respect to emissions requires that
the road network under study be classified according to a set of para-
meters that allows appropriate hierarchial analysis, since some links
will be much more critical from an emissions standpoint than others.
The data collection effort focused on those areas designated
as urban and urbanizing. The East-Vest Gateway Coordinating Council
defines these areas to include the City of St. Louis, St. Louis County,
and parts of St. Charles and Jefferson Counties in Missouri. In
Illinois part of Monroe, and Madison and St. Clair Counties are included.
Roadway data was collected within this area in light of emissions and
their sensitivity to highway functional class, volume and composition of
vehicles present, and the operational characteristics of vehicles related
to both traffic volume and average speed alterations due to roadway align-
ment and profile. Other data collected, suoh as the intensity and type of
the adjacent land use is relevant, along with certain highway design
characteristics, to the localized air quality.
A number of agencies were contacted to compile the inventory.
They included the East-West Gateway Coordinating Council, Missouri
State Highway Department Jefferson City Office and St. Louis Office,
the Region VII Office of the Illinois Department of Transportation,
the Office of the Deputy Commissioner of the City of St. Louis Street
Department, St. Louis County Division of Highways and Traffic, and
the City of St. Charles.
A working set of highway links was established through the use
of East-West Gateway's 7001 link-node map for the entire region under
- 22 -
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study. Actual street names for all links were recorded from maps
provided by the Auto Club of Missouri.
The initial major data collection effort was for the freeway
functional class. Volume and vehicle attributes sought for each link
were average daily traffic, peak hour traffic, hourly distribution of
traffic, percent of heavy duty vehicles, and the directional distribu-
tion of traffic. All the above were obtained for the Missouri counties
except percent heavy duty vehicles. However, in Illinois, only average
daily traffic and percent heavy duty vehicle data was available.
Link attributes sought to describe vehicle operating characteristics
were the volume to capacity ratio (V/C), peak hour speed by direction,
off peak speed by direction, frequency of complex interchanges, lane
drops and existing freeway bottleneck sections. The capacity informa-
tion obtained from East-West Gateway was a representative daily capacity
factored down to obtain a peak hour V/C ratio at level of service E.1 An
hourly V/C ratio table was given in the SAPOLLUT users manual based on
an hourly speed distribution. Current peak hour speed data by direc-
tion was available for Ty% of the area freeway links from East-West
Gateway. Through the cooperation of the Illinois Department of
Transportation and local agencies in St. Louis and St. Louis County,
a complete set of links with complex interchanges, lane drops, and
major freeway bottlenecks was compiled. The study team drove the
network to collect information on roadway topography as a freeway
link descriptor. Four terrain types were categorized: high fill,
deep cut, rolling terrain, and level terrain.
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-24-
As a final set of link descriptors for the freeway functional
class, land use by type and intensity was sought. East-West Gateway
provided an area map delineating high density regionally oriented
land uses. Types included commercial, educational, medical, recrea-
tional, and airport*
The next major data collection effort was for principal arterial
roadways* These roadways are characterized by a minimum number of
intersections at grade. Such intersections are typically designated
to provide channelization and signal synchronization to enhance the
traffic movement along the arterial. The link attributes sought to
describe volume and vehicle composition were as before, average daily
traffic, peak hour traffic, hourly distribution of traffic, percent
of heavy duty vehicles, and the directional distribution of travel.
The same data gaps that existed for freeways exist for principal
arterials in this attribute set. In addition to volume to capacity
ratios, peak hour directional speed, off peak directional speed, lane
drops, and general roadway bottlenecks were collected as link attributes
for vehicle operating characteristics. Further, information concerning
the degree of progressive movement was sought. Progressive movement
is typified by a continuous flow of a platoon of vehicles over long
stretches of highway. Such movement can be induced by the type of
signal systems employed at intersections and the distribution of
one-way streets. It is desirable to separate out links that have
progressive movement since the degree of vehicle delay is much less
than on arterials without it. Attributes for progression included
links with pre-timed signal systems, physically interconnected signal
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systems, and one-way street flows. The City of St. Louis, St. Louis
County, Missouri State Highway Department, and the Illinois Department
of Transportation provided us with complete information on this attri-
bute set.
As in the freeway case, sensitive land uses were included as link
descriptors. In addition to those already listed, the central business
district was included as an area type in the inventory. This was done
to aid in the delineation of an additional topography attribute, the
categorization of street canyons.
The final data collection report was for minor arterial roadways.
Such roadways provide for both traffic movement and land access. The
data sought was the same for principal arterials and had the same data
gaps.
In total, 28 link descriptors across three functional classes of
highway were assembled. This data was compiled on an individual link
basis, coded for keypunching and readied for input into the software
system to be described in Chapters III and IV. The collection and
coding format is illustrated in Appendix B.
-------
Footnotes Chapter II
Level of Service E represents operation of the system with volume at or
near capacity. Operating speed is relatively low, flow is unstable
and momentary stoppage occurs; the system is on the verge of complete
jam and saturation with attendant congestion effects.
- 26 -
-------
CHAPTER III
MODEL DEVELOPMENT
-------
CHAPTER III
MODEL DEVELOPMENT
A. OVERVIEW OF MODEL LOGIC
This chapter describes the logic construct of the network sensitivity
nodel NETSEN, and its interface with the emissions estimation model
SAPOLLUT. The flow chart of the master logic for the model NETSEN is
shown in Figure 10. In general, the model works by defining a series
of sequential tests of presence of network related attributes shown in
stens 2.0-1^.0. These are presence of the link within the Central Business
district (i.e., the Downtown Core Commercial Area), functional class of the
-ink, its ADT, presence of special topography, capacity alterations, pre-
sence of sensitive land uses, presence of progressive movement, speed
difference, truck volumes, and V/C ratio. After reading the coded link data
records in, with step 2.0, each link is tested to sort and classify it ac-
cording to combinations of attributes present in it. Those groups of links
thus containing certain combinations specified in the control card in step
i.O are then output to SAPOLLUT for use in estimating emissions. A complete
iescription of the software documentation is given in Appendix A. Two
specific points are important in overviewing the logic at this point:
1.) The network and any link subset component of it can be
tested at any level of data attributes relevant, from
very gross descriptions containing only ADT information,
to very refined descriptions of the network, classifying
and locating all of the attributes shown in steps 2.0-13.0
on the network.
- 2? -
-------
- 28 -
Read in Control Card (l.O) /
--W Read in Link REG (2.0)
No
Modify by CBD?
(3.1) x
Yes
Test for CED
(3.2) ,
Modify by "^
Functional Class
^ (4.1)
Yes
No
- Test for
Functional Class
^(4.2) _,
I Yes
la
4-
No
(Continued)
FIGURE 10. Master Logic of NETSEN Model
-------
- 29 -
Modify by ADT?
(5.1)
Test for ADT
(5.2)
Modify by
Special Topography
(6.1)
Test for
Special Topography
(6.2)
Modify by
Capacity Alterations
(7.1)
Test for
pacity Alteration
(7.2)
(Continued)
-------
2a
No
Modify by
Sensitive Land Use
(8.1)
Yes
Test for
Sensitive Land Use
(8.2)
Yes
^^ Modify by
Progressive Movement
----. (9.1)
Test for
Progressive Movement
(9.2)
Modify by
Speed Difference
(10.1)
No
(Continued)
-------
No
Test for
'Speed Difference
(10.2)
Modify by
Truck Volumes
(11.1) ^
Yes
Test for
Truck Volumes
(11.2)
Modify by
V over G
[12.1)
Yes
Test for
V over C
(12.2)
V
No
No
(Continued)
-------
4
V
OUTPUT;
LINKS MEETING
ASSIGNED CHARACTERISTICS
(13.1)
TO EMISSIONS MODEL
WITH TAGGED
LINK DESCRIPTORS
(14.0)
-------
-33-
*e level of attribute
-7 °* varied vith the Irfla_rt Qf
on the network the user has access to. „ the ievel of
«n.Hent ,ee.ed necessary for the user to study eMsslons
««. complete nexiMaity ellsts in
related behavioral aspects of the networtc as related to
emissions estimation.
B' SOFTWARE SYSTEM J
.hould
ion is that the .odel TOs desired to li^ to the «» pro.
.atte,, which PerfoMs the TO proOM. of trfp ^^^
rihutio,, and traffic assist. with th. attest ProUeffl
usin, a loaded traffic assist Mtvor, versus actual .round
counts, ^e design of tHe W prooess ^es it necessar, to »dify
usa. in order to Me rea!istic _d counts in
coveted soft^re svste. correctly e^loyin, these .odifica-
is sh»TO in KCTM u.
of the networ, ^ records of data attributes (l.l).
documentation of the format of this file is in 4ppento .
. o^nch contain, prc^^^.. ,.,, ,., Md ^ ^ ^
-------
- 34 -
LINK RECORD FILE
(1.1)
FORMAT REVISION PROGRAM
(1.2)
NETWORK SENSITIVITY PROGRAM
(2.1)
NODE PAIR OUTPUT
(2.2)
INTERFACE PROGRAM
(3.0)
DATA MANAGEMENT PROGRAM
(1.3)
MODIFIED LINK FILE)
(1.4)
BUILDER (FEWA) I
(4.0) y
PRINTER (FEWA)
(5.o)
HHMOD (FHWA)
(6.0)
SAPOLLUT
(7.1)
EMISSIONS OUTPUT SUMMARy/
(7.2)
FIGURE 11. Traffic Emissions Software System
-------
operation. The format revision program HRCVRT (1.2), takes the link
record file as input and transforms it into output which will eventually
be in a usable format for input into the FHWA program BUILDHR in step 4.0.
As such, module 1.3, referred to as the Data Management Program,
accepts as input the link records from the Format Revision Program.
The program creates what is called an indexed sequential data set.
Essentially, this implies attaching a key to each link record so that
it may later be retrieved with a single command, obviating a search
procedure. The output of the program, termed a modified link (1.4)
file, is essentially the same as its input except for the above keyed
reorganization to speed access, it is important to emphasize that this
program does not make any functional changes in the link records and
its function could be performed elsewhere in the system. As noted
earlier, this program is only executed once for all runs of NETSEN.
The next program in the software is the Interface Program (3.0),
and as its name implies, it is the heart of the interfacing procedure.
It accepts input from two places. First, it accepts a node pair output
(2.2) from the NETSEN Program (2.1) which has passed all logic tests in
that program. It then uses this node pair as a key to retrieve with a
single statement the link record from 1.4 which is identified by the
node pair. The program then processes the link by producing a dummy
link to connect to its A-node if the previous link already processed
does not have a B-node which is the same as the current A-node. The
program then checks to see if the A-node is numerically less than the
B-node, and if so the two are reversed. Further action takes the sum
-------
of the A-B volume count and the B-A volume count and places this sum
minus 1000 in an A-B count location. The program then makes a series
of edit checks to assure that valid links or dummy links do not violate
any of the traffic assignment coding conventions for leg numbers and
to assure that the proper count volumes are passed to SAPOLLUT. The
output is a network compatible to the historical record building pro-
gram, BUILDER, in 4.0.
The next program in the software system is the PHWA BUILDHR program.
The program accepts link records as input, and functionally, the program
performs edit checking on them for consistency in coding, ultimately
outputting a binary historical record for each link and also one for
each node. The types of edit checking done by BUILDHR include checking
for unusually long links, excessively large volume-to-capacity ratios
as well as duplicate node and leg numbers.
Another PHWA program, PRINTER (5«0), follows in the software system.
The program accepts the binary historical records as input from BUILDER
and prepares a printed summary of information in the records which is
useful in checking for proper operation of preceding programs as well
as for interpreting the output of SAPOLLUT on the basis of a specific
set of links. Although this program is not functionally necessary
for operation of the system, it provides useful information at a small
cost.
The final interface program preceding SAPOLLUT is the PHWA program,
HRMOD (6.0). This program is necessary because of SAPOLLUT's orienta-
tion toward traffic assignment loaded networks. Although the basic
historical record has ground count information included in it, SAPOLLUT
-------
can not use it in its storage location. It is necessary to relocate
actual ,-round count data from their storage locations in the historical
reco-d to those storage locations where traffic assignment loads would
normally be. The program HKMOD is used to shift the ground counts to
the locations where the loads are normally situated. It then outputs
this modified historical record to SAPOLLUT.
The last program in the software system is the emissions model
SAPOLLUT (7.1). It receives the modified historical record from HRMOD
and several control cards as input. It then proceeds to compute three
types of emissions (HCf CO, N0x) for three different area types (CBD,
Central City, Suburb)2 and two different functional classes, freeways and
arterials, using vehicle miles Of travel and average speed input, the latter
developed by one of three alternative methods available to the program.
The emissions output is currently available only in the aggregate, broken
dowr. by area type, hour of the day, and functional class across each emission
type. ^ further dividinff ^osg kilograms Qf emissions by vehicle_miles
traveled it provides emissions in grams per vehicle-mile and grams per
passenrer-mile, given an average auto occupancy level.
In its current state the software system is fully automated in
batch mode. Thus, when the network inventory is loaded onto a tape
or disk data set and the initialization programs (Format Revision
Program (1.2) and Data Management Program (1.3)) are run once, the
system can execute several runs of NEPSEK, examining the network at
several levels of refinement, with one submittal to the computer. By
providing a series of control cards to NETSEN, separate member data
-------
sets for each run are created, saving the individual sets of node pairs
to be processed all the way through SAPOLLUT on successive runs through
the system. This enables the user to rapidly analyze the network with
a set of pre-determined runs. It should be emphasized that no manual
interface is necessary during this process. The following chapter will
demonstrate the flexibility and solution properties of the system opera-
tion in documenting line sources for the St. Louis Air Quality Control
Region.
-------
jpotnotes Chapter III
Program Documentation. Urban Transportation Planning. March 1972,
Federal Highway Administration. A loaded network is defined'
as a transportation planning network in which the traffic volumes
on various links are the result of theoretical computation. A
ground count is defined as the actual recorded count of vehicles
on a roadway link, generally made by mechanical counting devices.
2
Central Buriness District is the downtown commercial core; the Central
City is the non-commercial downtown core area, and the suburban
area is the outlying area of lesser density.
-------
TV
DOCUMENTATI0 , 0^ EMISSION LINE SOURCES
-------
CHAPPED IV
DOCUMENTATION OF EMISSION LIME SOURCES
A. Introduction-Issuer, in Defining Line Sources
•In previously discussed, useful definition of line sources hinges
on the capability to analyze the highway network and its traffic nnd
desipi attributes at varying; levels of detail, depending; on the data
availability and the level of spatial refinement sought in cmirsions
information from SAPOLLUT. As such, this chanter demonstrate:; the deve-
lopment of a very unrefined definition of line sources, termed gross
line sources, and the sequential refinement of such to a set of descriptors
termed ultimate line sources. Each of these extremes of definition are
consistent with the basic definition of a line source, given immediately
below in Section B.
B. Basic Definitions-Delineation of Gross Line Sources
The following basic definition of a line source was employed in
documenting emissions for the St. Louis Regional network:
"the smallest ser^nent of inventoried roadway depictable with a
given specific set of attributes for the roadway."
At the grossest level, the line sources were "broken down in the categories
depicted by Table 1. The X's indicate which ADT ranges were used for
functional classes of roadway. In addition, separate baseline runs were
made to select all freeways, all principal arterials, and all minor
arterials within these ADT classes. The emissions produced by this
gross ADT breakdown of line sources are summarized in the following set
of figures and tables for 24-hour periods:
- 40 -
-------
- 41 -
1. Pi;Tur<-> 1? represents those freeway links in each of tho ADT
ranges from Table 1. Table 2 presents vehicle-mi IPS trnve.lled (VMT),
total emissions, and emission rates for freeways in each of thecc ADT
ranges.
2. Figure 1? represents those principal arterial links in each
of the ADT ranges fron Table 1. Table 3 presents VMT, total
emissions, and rates for principal arterials in each of these ADT ranges.
3. FiiTure 1A represents those minor arterial links in each of
the ADT ranges fro:.' Table 1. Table 4 presents VMT, total emissions
and rates for minor arterials in each of these ADT ranges.
A composite analysis of these tables leads to conclusions generally
consistent with the literature, subject to subtle interpretation which
must be employed when aggregating emissions information over all links
under study in a particular functional class. Total kg of emissions
over all categories (CO, NO , and HC) rank lowest for minor arterials,
reflecting lowest VMT exposure. Both the freeways and principal
arterials have very similar VMT totals. However, the freeways exhibit
lower totals for CO and HC, and higher NO totals than the principal
j\.
arterials, reflecting consistently lower average speeds on the arterials.
The CO rates (.Trams/vehicle mile) show the most noticeable change across ADT
ranges for all functional classes, with the most sharp changes associated
with the last three ADT ranges in each class. This is apparently due to
the distinct reduction in average speed associated with links at these
particular ADT ranges nearing or exceeding saturation for their functional
class. HC and NO , however, show generally stable emissions totals across
all functional classes. The HC rate rises slightly, reflecting the aggre-
gate impact across all links in the network of reduced average speed
-------
- 42 -
ADT
Ranges
(Thousands)
Freeways
Principal Arterials
Minor Arterials
1-30
30-40
40-50
50-60
60-70
70-200
X
5-10
10-15
15-20
20-25
25-30
30-35
35-40
40-100
20-40
TABLE 1
ADT RANGES USED FOB GROSS
LEVEL LINE SOURCE DEFINITION
-------
GROSS LEVEL LINE SOURCES
(FTOCTIffiiAL CLASS-FREEWAYS)
trgTCM rooi
ADT Ranges (Thousands)
1-JO
50-40
40-50
50-60
60-70
70-200
-------
- 44-
ADT Ranges (Thousands)
1_50 ^0-40 40-50 50-60 60-70
VMT
(24 hours)
Emissions (kilc
grans /2-i-hr. pe
CO
NO
HC
Emissions
Rates
(grams per
vehicle-mile)
CO
N0x
HC
624,407
riod)
10,906
5,809
2,257
17
9
4
563,007
10,221
5,133
2,073
18
9
4
889,163
16,876
7,929
3,340
19
9
4
1,015,384
20,849
8,701
3,956
21
9
4
1,728,011
35,901
14,747
6,773
21
9
4
70-200
2,774,162
60,37=
23,163
11,126
22
8
4
Total
7,594,134
155,128
65,482
29,525
TABLE 2
GROSS LE7EL LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-FREEWAYS)
-------
GROSS LEVEL LINE SOIJOTSS 5-10
U.'ICTIGNAL CIASS-PHHCIPAL ARTERIALS) 1O-15
15-20
20-25
25-50
JO-55
35-40
40-100
AIT Dong*! (Thoutandi)
-------
I
ON
TABLE 3
GROSS LEVEL LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-PRINCIPAL ARTERIALS)
^in 10-1S 15-20 20-25 25-30 30-35
"^•TT
(24 hours)
Emissions (kilc
grams/24-hour r
CO
'"0
"~x
- — i
ri-'
Emissions
Rate (grains
oer veh.— nile)
np
wW
i;ox
--."i
3.\~
672,528
eriod)
21,545
3,848
3,325
32
6
5
1,576,094
52,802
8,913
7,982
34
6
5
1,482,781
51,358
8,380
7,610
35
6
5
1,564,475
53,330
8,856
7,973
34
. 6
5
1,190,306
45,273
6,644
6,384
38
6
5
622,281
26,201
3,450
3,498
42
6
6
35-40
134,964
5,723
748
760
42
6
6
• -^ i ^ P.
^ J— - '-j ^
205,360
8,613
1,13?
1,155
46
6
6
1:o~^l
7,448,789
264,845
/l, 971
38,245
-------
- 47 -
GROSS LEVEL LIKE SOURCES
(FUNCTIONAL CLASS-KITOE ABTERJALS)
JtUT Hang** (Thousand*)
5-10 — i
1KIHIMI
15-20
20-40
-------
48
ADT Ran.'von (Thousand r.)
VMT
(24 hours)
Emissions (kil
594,058
19,713
3,369
2,994
33
6
5
15-20
319,406
12,611
1,779
1,744
39
6
5
20-40
191,680
9,695
1,012
1,193
51
5
6
Total
1,718,014
62,349
9,656
9,007
TABLE 4
GROSS LEVEL LIRE SOURCE EMISSIONS
(FUNCTIONAL CLASS-^MINOR AHTERIALS)
-------
- 49 -
due to increased flow. The NO rate shows some reductions in the latter
jC
ATI ranges of each class. This is apparently due to reductions in the
average speed on these higher volume sets of links which operate at or
near saturated levels of congestion.
C. Refined Level - Ultimate Definition of Line Sources
The most refined level of line source definition used involved
classifying the links by narrow ranges of ADT and combinations of
special characteristics defining their attributes. These attributes
have been noted in depth in Chapters II and III. The following para-
graphs show some examples of typical 24-hour graphic and tabular informa-
tion which form the ultimate definition of line sources for the St. Louis
Air ^-oality Control Region. Detailed commentary will be reserved until
syrtr.esis of information occurs in Table 17.
The initial presentation in Table 5 exhibits the basic ADT
ranges used in conjunction with the various combinations of attributes.
Figure 15 represents those freeway links in the various ADT ranges
for which none of the attributes of special topography, capacity
alterations, or sensitive land use were present. Table 6 is an
emissions summary of these links from Figure 15. Further, Figure 16
detict3 those freeway links in various ADT ranges for which capacity
alterations were present but not special topography or sensitive land
use attributes. Their emissions are summarized in Table 7. Likewise,
Figure 17 depicts those freeway links in various ADT ranges for which
botn special topography and capacity alterations were present, but
sensitive land use attributes were not. Table 8 summarizes emissions
for these particular links. Figure 18 represents those freeway links,
-------
- 50 -
in various ADT ranges, for which the combination of attributes of
special topography, capacity alterations and sensitive land use were
present. Their emissions are summarized in Table 9 .
The next component series of figures and tables illustrates the
most refined level of line source definition for principal arterials,
using ADT ranges as noted in Table 5 . Figure 19 exhibits those
principal arterial links in various ADT ranges which do not have any
of the attributes of capacity alteration, progressive movement, or
sensitive land use present. Table 10 summarizes emissions for
these links. Figure 20 depicts those principal arterial links in
various ADT ranges which had attributes of capacity alteration, but no
attributes of progressive movement, or sensitive land use. Their emis-
sions are summarized in Table 11. Further, Figure 21 illustrates
those principal arterial links in various ADT ranges which have attributes
of capacity alteration and progressive movement,but not sensitive land
use. The emissions summary for these links is shown in Table 12.
Figure 22 exhibits those principal arterial links in various ADT
ranges which have all the attributes of capacity alteration, progres-
sive movement, and sensitive land use. Their emissions are summarized
in Table 13-
The final example of line source definitions is composed of
minor arterials in the ADT ranges previously noted in Table 5. Figure
23 illustrates those minor arterial links in various ADT ranges which
did not have any attributes of capacity alterations, progressive move-
ment, or sensitive land use. Their emissions are summarized in
Table 14. Figure 24 shows those minor arterial links in various
-------
ADT
Ranges
(Thousands)
5-10
10-15
15-20
20-25
20-40
25-30
30-35
35-40
40-45
45-50
50-55
55-60
60-65
65-70
70-200
40-100
freeways
X
X
X
X
X
X
X
X
X
Principal Arterials
X
X
X
X
X
X
X
X
Minor Arterials
X
X
X
X
TABLE 5
APT HANGES USED FOB TOEIMAJE
LIKE SOURCE
-------
Baogtt
ULTIMATE LIHE SOUHOES
(fTCCTlOtlAL CLASS-FfWEVAYS)
Attribute I Speoial Topography I not present
Capacity Altorationit not present
S»n»itiv« Land Uiet not preaent
tVSTEM 70O1
55-40
40-45
45-50
50-55
55-60
60-65
65-70
70-200
-------
V?i?
(24 hours)
Emis'sions (kilo
grams /24-hour p
CO
::o
X
EC
Scissions
Rates (g/veh.-
nile)
CO
NO,
.A.
EC
50-3?
90,462
eriod)
2,697
690
424
30
8
5
55-40
0
0
0
0
0
0
0
AO-45 ^5-50 CC-C,5 SC-6Q 60-6S 6=^70 IT on~> Tr,f^i
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
153,325
2,984
1,350
582
19
9
4
0
0
0
0
0
0
0
124,945
6,598
809
809
53
6
6
245,958
13,242
1,570
1,613
54
6
7
614,677
25,521
4,419
3,428
TABLE 6
ULTIMATE LINE SOURCE EMISSIONS
(.FUNCTIONAL CLASS - FREEWAYS)
Attributes: Special Topography: not present
Pa^o^+Tr AH-o-na+Mnnn* not TVT«««nt
-------
Han«
-------
ADT Ranges (Thousands)
(24 hours)
Eaissions (kil
graJHS/24-hour
CO
X
HO
Emissions
Hates (g/veh.-
roile)
CO
NO,
HG
30-35
0
ieriod)
0
0
0
0
0
0
35-40
0
0
0
0
0
0
0
40-^5
0
0
0
0
0
0
0
45-50
133,200
2,520
1,189
500
19
9
4
50-55
53,388
355
322
46
46
7
6
55-60
0
0
0
0
0
0
0
60-6 s
0
0
0
0
0
0
0
65-70
0
0
0
0
0
0
" ,.
0
7 ^
0
0
0
0
0
0
0
-n - 4- _ 1
i -tal
186,588
2,875
1,511
546
—
01
I
TABLE 7
missions
'
Attributes: Special Topography: not present
Capacity Alterations: all categories
-
-------
-56-
ADT Rang*! (Thousands)
ULTIMATE LIRE SOURCES JO-55
(rr cnovAi CLASS- FREEWAYS) 55-40
Attributes! 3p«oial Topography > all categories 40-45
Capacity Alterations! all categories 45-50
Seneitire Land U«ei not present 50-55
60-65
65-70
70-200
-------
Ai/T Ranges (Thousands)
30-35
VMT
(24 hours)
Eniffsions (kilo
grams/24-hour p
CO
K0x
HC
Emissions
Pates (g/veh.-
nile)
CO
I.'Cfc
HC
29,475
eriod)
532
269
108
18
9
4
35-40
122,582
2,247
1,112
453
18
9
4
40-45 45-50 50-55 55-60 60-65 6^-70 7n-o,->r --^,-
22,373
558
172
96
25
8
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
180,470
5,648
1,562
697
20
9
4
16,210
410
124
70
25
8
4
256,155
10,295
1,876
1,400
40
7
5
320,842
16,091
2,084
2,016
50
6
6
948,107
33,781
7,199
4,840
TABLES
ULTIMATE LIKE SOURCE HUSSIONS
(FUNCTIONAL CLASS-FREEWAYSj
Attributes: Special Topography: all categories
Capacity Alterations: all categories
-------
(T8TEU ?001
70-200
-------
ALT Rar-5C 50-55 5S-60 6r:-Z=> ^?n 7a_oo- -- + ,-,
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
11,158
551
71
70
49
6
6
267,212
5,883
2,295
1,071
22
9
4
158,132
4,572
1,008
685
33
7
5
36,184
972
269
165
27
7
4
470,275
12,644
3,767
2,081
vo
I
TABLE 9
ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-FREEWAYS)
Attributes: Special Topography: all categories
-------
- 60 -
.X
AOT SiLDff* (Thouiuidi)
(YSTCM7001
ULTIMATE LINE SOURCES 5-10
(RJHCTIO;;AL CLASS-PIUHCIPAL ARTEMALS) 10-15
i, lttritiute»i Capacity Alterations! not present 15-20
Froereisive Movementt not present 20-25
Sensitive Land Vaei not pre««nt 25-JO
JO-J5 eVeV
55-40
40-100
-------
ADT Ranges (Thousands)
wrr
(24 hours)
Ptiissions (ki]
grams /2 4-hour
CO
H0x
EC
?:"•- 5 P ions
-" : ."• (grams
..-*• v;h.-mile)
CO
SOX
EC
5-10
440,668
o-
period)
14,094
2,522
2,178
32
6
5
10-15
921,497
30,530
5,254
4,634
33
6
5
15-20
643,503
21,804
3,655
3,267
34
6
5
20-25 25-50 30-55 3T-AO /rj-in Tnr-i
921,216
31,573
5,237
4,680
34
6
5
368,674
14,326
2,057
1,995
39
6
5
246,413
12,140
1,341
1,500
49
5
6
23,179
728
133
113
31
6
5
110,994
4,974
607
645
45
5
6
3,676,144
129,969
20,786
19,012
TABLE 10
ULTIMATE LINE SOURCE EMISSIONS
(FUNCTIONAL CLASS-PRINCIPAL ARTERIALS)
Attributes: Capacity Alterations: not present
Progressive Movement: not present
-------
AIXT Ranges (Thousurids)
1JLTIKATE LIKE SOURCES
(FUNCTIONAL CLASS-PRINCIPAL ARTERIALS)
% I, Attributes I Capacity Alterationsi all categories 15-20
"" Progressive Movement i not present 2O-25
Seniitlve Land Daei not present 25-JO
JO-55
35--10
40-100
10-15 iniiiir
.V.
-------
- 63 -
ADT rersges which have attributes of capacity alteration, but no pro-
gressive movement or sensitive land use. Emissions from the link sub-
set are summarized in Table 15. Figure 25 depicts those minor
arterial links in various ADT ranges which have attributes of capacity
alteration and progressive movement, but no sensitive land use attributes.
Table 16 summarizes these particular emissions. Finally, there are no
minor arterial links in various ADT ranges which have all the attri-
butes of capacity alteration, progressive movement, and sensitive land use.
The synthesis of all possible component attribute groups over all func-
tional classes represents the most refined and accurate level of line
source definition for the St. Louis Air Quality Control Region on the
basis of current network data. Discussion of the implications of this
synthesis will occur in the immediately following section.
D. .Synthesis of Line Source Information
The synthesis of 24-hour detailed definition and description of line
source information provided by NETSEN, and their resulting emissions
computations from SAPOLLUT is shown in Table 17. The aggregate
network of line sources encompasses approximately 1,370 miles of roadway,
with a total of nearly 17 million vehicle miles of travel daily.
Approximately 45$ of this VMT exposure occurs on freeways, 44% on
principal arterials, and the remaining 11$ on minor arterials. In
terms of mileage, 195 miles is composed of freeway line sources,
representing the freeway corridors of the region, and the principal
and minor arterials comprise the remaining 1,175 miles of line sources.
The aggregate 24-hour emissions are 482,322 kg. of CO,117,109 kg. of NO
and 76,777 kg. of HC. A component analysis in Table 18 shows that
x
-------
ADT Rar.ges Th
5-10
10-13
13-20
20-23
23-50
30-33
33-40
40-100
Total
(24 hours)
isissions (bilo
=frams/24-hour p
CO
NO
1
-------
-65-
AOT
MAPMIC fC*lf
5-10 •••
10-15 tntittui
«VSTCM7001
uns SOURCES
(rUIICTIONAL CLASS-PHISCIPAL AKTERIALS)
Attributed Capacity Alterations! all cate
-------
Ai/i1 Ranges (Thousands)
5-IC
10-15
15-20
20-23
2s-
30-35
/.0-1CO
Total
(24 hours)
anlssicns (kilc
grams/24-hour p
CO
iro
X
\;r-
-*w
Esissicns
Rate (grams
per veh.-mile)
CO
TIO
X
HC
0
eriod)
0
0
0
0
0
o
38,160
1,245
217
191
33
6
5
17,780
841
96
106
47
5
6
0
0
0
0
0
0
0
46,867
1,748
261
250
37
6
5
40,470
1,624
225
223
40
6
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
MS 277
5,458
799
770
ON
I
TABLE 12
ULTIMATE LIME SOUBCE MISSIONS
(FUNCTIONAL CLASS-PRINCIPAL ARTERIALS)
Attributes: Capacity Alterations: all categories
Progressive Movement: all categories
Sensitive Land Use: not present
-------
(Thousand!)
UI/TIKATE LIKE SOURCES
:.cno:;AL CI.ASS-PHMCIPAL
Attribut.ii Capacity llt^ratlons: all oat.gorle. 1S20
Progr«Miv« Mov«»nti all cate«{orie» 20-25 ••«..
S«n«ltl»» Land D»ei all o«t«gorie« 25-JC
55-40
40-100
-------
ADT Ranges (Thousands)
5-10 10-15 15-20 20-25 25-30 30-35 35-40
'/fit
(24 hours)
Emissions (kil
steams /24-hour
GO
^x
HC
Emissions
Bate (fraas
pUf vth»**aile)
CO
N0x
HC
0
0-
pariod)
0
0
0
0
0
0
8,240
277
46
42
34
6
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
40-100 Total
0
0
0
0
0
0
0
8,240
277
46
42
CD
I
TABLE .13
ULTIMATE LIME SOURCE EMISSIONS
(FUNCTIONAL CLASS-PRINCIPAL ARTERIALS)
Attributes: Capacity Alterations: all categories
Progressive Movement: all categories
Sensitive Land Use: all categories
-------
- 69-
AOT Rangei (Thousand*)
ULTIMATE LINE SOURCES ,
-• (FUNCTIONAL CLASS-MIMOH AKTEMALS) ,£1? „'""?.
Attribute., Capacity Alteration., not pr...nt itjo ffff!
Progre.oive Movement: not pre«ent 3a.iO ^-,
Benaitlve Land Uaei not prenent
-------
A1)T
- 70-
(Thousands)
VI-TT
(24 hours)
Emissions (kilc
grams/24-hour ]
CO
NO
•x.
HC
EndLssions
Rates (e/vch.-
mile)
CO
NOX
liC
5-10
539,917
eriod)
18,020
3,078
2,717
33
6
5
10-15
488,099
16,144
2,772
2,455
33
6
5
15-20
218,731
9,043
1,216
1,218
41
6
6
20-40
90,525
4,357
488
547
48
5
6
Total
1,377,272
47,564
7,554
6,937
TABLE 14
ULTIMATE LINE SOURCE MISSIONS
(FUNCTIONAL CLASS-MINOR ARTERIALS)
Attributes: Capacity Alterationst not present
Progressive Movement: not present
Sensitive Land Use: not present
-------
AOT Bug** (ThcraMadi)
DJ/TIMATE LIBI SOURCES 5.10
(iMNCVIOIlAL CUSS-milOn ARTERIALS) 10-15
Attrltuttii Capacity AJtermtionm all oattgorici 1J-20
Progittti'T* Kovtgwnti not pr»t«nt 2CMO
Svniitiv* Land Uo»i not pr«i«nt
-------
- 72 -
ADT Rinses (Thousands)
5-10 10-15 15-20 ?0-40 Total
VMT
(24 hours)
Emissions (kilo-
grams /24-hour pi
CO
NO
X
IlC
Emissions
Rates (g/veh.-
nile)
CO
:;ox
1IC
18,032
;riod)
575
103
89
32
6
5
24,161
839
135
125
35
6
5
81,595
2,944
455
450
36
6
5
33,458
1,985
175
227
59
5
7
157,246
6,343
868
871
TABLE 15
ULTIMATE LI1E SOUBCE
(FUNCTIONAL CLASS-MINOR ARTERIALS)
Attributes: Capacity Alterations: all categories
Progressive Movement: not present
Sensitive Land Use: not present
-------
AOT Ranges (Thousand*)
(TOTEM 7001
ULTIMATE LINE SOURCES 5-10
(TOiCTIOHAL CLASS-MlHOn ABTEEIALS) 10-15
Attributesi Capacity Alteration*! all oategorie* 15-20
Progreoai-M Hovenmti all cat«/?ori«i 20-40
Sensitive Land Doei not present
-------
- 74 -
ADT Ranges (Thousands)
5-10
10-15
15-20
20-40
Total
VMT
(24 hours)
Emissions (kilc
grams /24-hour j
CO
NO
HC
Missions
Rates (g/veh.-
mile)
CO
NO
HC
0
eriod)
0
0
0
0
0
0
16,947
622
93
90
57
6
5
19,080
624
108
96
33
6
5
61,305
2,935
315
373
48
5
6
97,332
4,181
516
559
TABLE 16
ULTIMATE LIKE SOUBCE SKESSIOHS
(FUNCTIONAL CLASS-MINOR ARTERIALS)
Attributes: Capacity Alterations: all categories
Progressive Movement: all categories
Sensitive Land Use: not present
-------
- 75 -
freeway line sources consistently contribute 30-60/0 to totals in all
emission types, with typically 5056 of total contribution emanating
from arterial sources, and typically near 12% being contributed from
minor arterial operations. These percentages correlate closely with
the logic of discussion of emission stimuli of average speed and VMT
referred to in Chapter I, and component analytic discussions earlier
in this immediate chapter. The average rates are aggregates over all
ADT ranges considered in each of the specific functional classes
under study. They show a disturbing stability across all functional
classes, essentially due to the aggregation and averaging of specific V/C,
average speed and WIT ranges such as those displayed in Tables 6 through
16. The research team feels that more meaningful and accurate rates exist
at the dissaggregate levels such as those shown in Tables 6 through 16
where rates specific to ADT ranges for particular components of the line
sources containing specific attributes are exhibited.
E- Related Processing Costs
The traffic emissions software system developed herein is a series
of eight basic programs coupled to a variable number of utility programs.
Two of the eight basic programs are run only once. As such, this dis-
cussion will deal only with the remaining six involved in software processing
with SAPOLLUT. It is theoretically possible to make 95 separate runs
of the system under one batch job, however, only four runs were made
in one job for the duration of the project, in order to facilitate
turn around time. A threshhold fixed cost figure for one run through
the system which produced emissions on only line link would be approxi-
mately $3.00. This cost represents the system overhead and individual
-------
- 76 -
Functional Class
Freeway
Principal
Arterials
Minor
Arterials
Totals
Total VMT*
(24 hours)
Total Emissions
(kilograms/24-hc
CO
N0x
HC
Average Bate
of Emissions
(g. /vehicle-
mile)
CO
NO
X
HC
7,594,134
ur period)
155,128
65,482
29,525
20
9
4
7,448,789
264,845
41,971
38,245
36
6
5
1,718,014
62,349
9,656
9,007
36
6
5
16,760,937
482,322
117,109
76,777
*For all links with volumes reported.
TABLE 17
SUMMAfiY OF ULTIMATE LIME
SOUHCE EMISSIONS INFORMATION
-------
Percent
Contribution
- 77 -
Principal Minor
Freeway Arterials Arterials Total
CO
NO
X
HC
32/o
56%
5&%
55/a
%1*
50$
13/0
&%
12%
100%
100%
100%
TABLE 18
PERCENTAGE OF TOTAL HUSSIONS
CONTRIBUTED BY JTOCTIOML
CLASS OF LINE SOTJHCE
-------
- 78 -
program overhead costs. Due to the rather large number of combinations
of link attributes which may be tested for, results of using the system
on the St. Louis Air Quality Control Region yield a typical maximum cost
for one pass of $8.00, with an average cost of $5 to $6. Table 19
illustrates a typical run of the system showing time requirement,
percentage of total time, and the amount of main core storage required
for each program. It is interesting to note that SAPOLLUT required
only 34.5$ of all Central Processing Unit (CPU) time. The cost of the
run is computed on the rate shown, and charges for lines printed
(approximately $1 per run ) should be added to the CPU time cost.
If four or more passes through the system are made, which is typical
of the operating rationale used in the performance of the research on
the St. Louis Air Quality Control Region, the cost drops to $6.30 due
to the spreading of overhead costs over several runs. It is felt
this cost figure is quite tolerable, given the level of detail possible
for examining the network, and the nominal number of runs required to
synthesize information over all functional highway classes. All figures
are for an IHt S/360 Model 65 machine.
P. Limited Sensitivity Analysis
Limited amount of sensitivity analyses were performed subsequent
to the definition of line sources, to examine gross changes in the
supply of highway facilities and resultant alterations of traffic flow
and emissions. Two separate analyses relating to 24-hour periods were performed,
-------
- 79 -
Program CPU* Time % Core Required**
NETSEN
RUMMY
BUILDER
PRINTER
HRMOD
SAPOLLUT
MISC. UTILITIES
TOTALS
8.59
1.8?
4.25
7.60
1.82
14.35
3.06
41.54
20.7
4.5
10.2
18.3
4.4
34.5
7.4
100.0
60
46
82
40
42
60
34
*Central Processing Unit, in seconds
**in K's (1024 bytes)
***A11 Freeways, 145 links
TABLE 19
COST SUMMARY FOR TYPICAL
SOITWAHE SYSTEM HUN***
-------
- 80 -
typical of near-term alteration of emissions estimates which might occur
as typical modification of corridor facilities occurs in one case, re-
quiring the placement of total corridor loads onto other corridors in
the region during construction alterations. In the second case, a
badly needed distributor facility is completed, as highway planning is
brought progressively to the implementation and completion phase, yield-
ing resulting diversion of presently congested crosstown flows onto the
new high-type design facility.
The first analysis was the examination of emissions performance re-
sulting from the deletion of availability of a freeway corridor and the resultant
loading of the displaced traffic onto two adjacent freeways. This was
performed through deletion of 1-44 from 1-55 to 1-244* An average IDT
was taken for 1-44 and half of this was loaded onto each link of 1-55
from 1-44 to 1-244 and the remaining half onto each link of U.S. 40
from 1-55 to 1-244. Figure 26 shows the location of these three
freeways. Table 20 summarizes original VMT's and emissions on
each freeway and their aggregate. It should be noted that because
of limitations in FHWA Battery program BUILDHR, only a maximum ADT
of 99,999 can be used. Therefore, since some links on U.S. 40 are
either currently near or over 100,000 ADT, or would exceed 100,000
-------
- 81 -
26
BUSSIORS SDWU8Y POH rHKWAT CORRIDOR DIVERSIOH
t-wtu not
1-55, 0.8. 40 >.t«j0j.
1-44
-------
- 82 -
Freeway
1-55
Original
1-44
Original
U.S. 40
Original
Total
Original
Facilities
1-55, U.S. 40
with Diversion
VMT
(24 hours)
Emissions
(ki 1 ograjns/24-hot
CO
NO
X
HC
Emissions
Bates
(g./veh.-mile)
CO
NQX
HC
789,093
T period)
17,763
6,452
3,220
23
8
4
718,290
15,131
6,070
2,834
21
8
4
1,092,597
24,473
8,987
4,446
22
8
4
2,599,980
57,367
21,509
10,500
2,502,875
59,534
19,982
10,513
24
8
4
TABLE 20
MISSIONS SUMMARY FOR FHEEtfAY CORRIDOR DIVERSION
-------
- 83 -
ADT with diversion, the VMT's for U.S. 40 are underestimates in
this sensitivity analysis.
The results reflect the result of eliminating a corridor from
use with current traffic loads, or the present impact if 1-44 had
not been completed. Again, the results are consistent with the
literature with respect to impact of increased VMT and lowered average
speed as saturation is approached on remaining 1-55 and U.S. 40 after
diversion. Total CO emissions are higher, total HC emissions are
slightly higher, reflecting the above speed and VMT issues, and total
NC^is lower, reflecting impact of lowered operating speeds. Again,
the total VMT's shown diverted, and resulting increase in emissions
output is understated, due to the FHWA input limitations on ADT dis-
cussed above. The aggregate rates have raised slightly for CO, reflect-
ing increased VMT loads on the remaining 1-55 and U.S. 40 corridors,
however, the lowered average speed component resulting from these
flow increases on each corridor have yielded a stable aggregate NO
X
rate. The aggregate combinations of altered speeds and changed VMT's
over all links of both remaining corridors appeared to have a balancing
effect on HC rates, with no apparent aggregate rate change.
The second sensitivity analysis examined the Innerbelt (Mo. 725)
North-South corridor. One component section of this route is complete,
and the analysis centered around hypothetically extending it North and
South to become an effective North-South Freeway Corridor, and divert-
ing traffic onto it from parallel high volume arterials. Figure 2?
illustrates the hypothetical Innerbelt Freeway and the parallel
arterials under study. The analysis consisted of diverting 50/0 of the
traffic off each arterial and placing it on the Innerbelt. Baseline
-------
FIOTHB 27
BC8SIOH8 SDHMABT TOE PARALLEL ARTERIAL DIYERSIOH
Paralltl Art«rial« Ililllll
Hypothatloal Innorb«lt • • •
-------
- 85 -
Routes
(1)
Parallel Arterials
before Diversion
(2)
Parallel Arterials
after Diversion
(3)
Hypothetical
InnerbeIt
(2) + (3)
VMT
(24 hours)
Emissions
(kilograms /24-hon
CO
NO
A
HC
Emissions
Rates
(g./veh.-mile)
CO
NOX
HC
451,042
r period)
15,513
2,565
2,299
34
6
5
220,896
6,811
1,279
1,069
31
6
5
261,992
5,079
2,312
993
19
9
4
482,888
11,890
3,591
2,062
25
7
4
TABLE 21
EMISSIONS gTTMMABY TOP
PARALLEL ARTERIAL DIVERSION
-------
- 86 -
runs were made of arterial street emissions before and after diversion,
and the hypothetical presently loaded Innerbelt. Table 21 summarizes
the results of this sensitivity analysis. Present provision of the
new freeway corridor facility, in light of current parallel arterial
operations, yields a drop in total emissions of CO and HC, when compared
to operation of arterials alone in column 1. Again, this is due to
diversion of part of the aggregate traffic load to a facility with
higher average speeds. Likewise, this increase in speed yields
higher total N(^ emissions. The rates on the Innerbelt, given the
constancy of total VMT and provision of higher operating speeds, have
dropped as expected for CO and HC, and increased slightly for NO .
•X
when compared to arterial rates before diversion.
-------
CHAPTER V
CONCLUSION
-------
CHAPTER V
CONCLUSION
In concluding the reported research, it is relevant to point out
the capabilities and information which have been provided, comment on
further needed research to advance the state of the art, and discuss
the general status of line source emissions modelling with respect to
current knowledge about related traffic engineering phenomena.
A> gse and Applicability of Present Beaearch and Modelling Results
The data analysis, model development, and integration with SAPOLLUT
has yielded several tangible outputs. They are:
1.) A complete quantitative and relevant qualitative data base
for freeways, principal arterials and minor arterials in the St. Louis
Air i&iality Control Region.
2.) A model format - NETSEN - which is capable of sorting and
describing any subset of components of the above traffic network, at
continually varying levels of detail, from gross geographic description
of volumes only, to highly refined geographic locations possessing
multiple attributes of traffic, geometric design, topographic, control
and land use conditions which are significant in the link's operation
and its relationship to emissions and/or air quality.
3.) The interface of the above format with the present operating
rationale of SAPOLLUT, thus yielding the capability to model and
describe the total emissions of CO, HQ^and HC emanating from a network
described at a desired level of attributes, which have been used as
input to NETSEN.
4.) Based on the most refined use of the above in the St. Louis
Area, an extremely accurate statement of the i^e sources. This statement
- 87 -
-------
- 88 -
encompasses the sources, descriptions, attributes and total emissions
resulting from 1,370 miles of roadway, composed of 195 miles of freeways,
and 1,175 miles of principal and minor arterials. The complete descrip-
tion and discussion of these line sources is contained in Chapter IV.
5.) A capability to perform link by link sensitivity analysis
on the types of attributes existing on one individual link, a corridor
of several links, or an area of several individual street links. Thus,
design characteristics and/or traffic loads may be altered or eliminated,
for purposes of using SAPOLLUT to yield the resulting changes in
aggregate emissions.
B. Recommendations for Further Research
As is expected from intensive research on any problem, the activities
of data collection, logic development and model construction of NETSEN,
and construction of its interface with SAPOLLUT, have yielded some in-
sights into current gaps in the state of the art of merging information
on the traffic and network phenomena with present emissions modelling.
As such, several specific items represent areas of new or improved
research focus which the research team feels should be pursued in future
activity on this topic. They are:
-------
1.) Future use of a model such as SAPOLLUT for basic research on
current emissions behavior should be pursued in a highly different
software format than SAPOLLUT currently employs. Specifically:
a.) Use of any format requiring a loaded assignment
network, including assignment on present networks should
not be considered due toj
1.) The complexities of intermediate software.
2.) The theoretical issues surrounding the validity
of assignment model forecast volumes, or
assignment model loaded volumes on the
present network vs. current ground count
data. This is particularly relevant in the
St. Louis Area at this time, due to vague
relationships of assignment output vs. actual
future foreseeable auto and transit networks
in the region, as the comprehensive transporta-
tion planning begins a period of revision.
2.) The study team further encourages the development of a
capability to use a highly detailed network descriptor model such
as NETSEN, with an emissions model which can be interfaced directly
with one of the output parameters from NETSEN without requiring an
intermediate software battery to change input form. Preferably, the
variable input from NETSEN to the emissions model would be a traffic
flow theoretic variable having significance to both the tagged links
in NETSEN and the emissions computation process.
-------
3.) To this immediate end, it is recommended that NETSEN be run
in conjunction with the Modal Emissions Model, which employs speed
modes as input to emissions computations. The speed mode concept,
as part of the traffic flow theoretic envelope of speed and delay
studies, and acceleration noise, it is a relevant and meaningful traffic
flow parameter, and can be output as another link descriptor in NETSEN.
4.) Further, appropriate development, collection and use of speed
mode or speed profile data should be undertaken by interested profes-
sional groups. Such activity is currently underway in the St. Louis
Area, through contracts to East-West Gateway from the Federal Highway
Administration and the Department of Transportation Systems Center.
The activity focuses on driving patterns throughout the metropolitan
area and the inherent speed profiles, volumes and spot speeds in such
driving patterns. Effort should be directed to matching speed mode and
profiles to links with specific groups of attributes, thus facilitating
the capability of using speed mode as the critical transfer parameter
from NETSEN through emission computations in a Modal Emissions Format.
Comprehensive results relating research to speed modes should be
possible through use of relevant field collection information to date,
synthesized with appropriate use of the literature and flow-theoretic
computations.
5.) Development and use of the capability to output emissions
information on a link by link mapping is necessary. Current SAPOLLUT
output is aggregate emissions by area type and functional class, rendering
investigation of emissions intensity and sensitivity analysis somewhat
cumbersome at the individual link and corridor level. It appears
-------
- 91 -
that employment of the Modal Emissions Model in a manner discussed in
the previous paragraphs has the capability of allowing mapping of
emissions output at an individual link level over the entire network
entered for study.
C. Closing CoamentB on Status of Line Source-Traffic Attribute Modelling
In final conclusion, effort should be directed toward detailed
filtering out of locations of attributes, and measurement of resultant
emissions at these link locations, thus cataloging the simultaneous
impact of these attributes on emissions. Further, the categorization
of traffic operation on facilities should proceed by capturing theoretically
sound aspects of flow activity categorized by situation type which are of
relevance to emissions, such as queuing and delay descriptions at inter-
sections, and shock wave phenomena on uninterrupted flow links and freeway
bottlenecks. Thus, a mapping of network description, refined traffic
flow parameters, and emissions will ultimately result, yielding a
comprehensive format from which to investigate and calculate emissions.
-------
- 92 -
Footnotes Chapter V
1Automotive Exhaust Emissions Modal Analysis Model. EPA No. 460/3-74-003.
United States Environmental Protection Agency, Office of Air and
Water Control Program, Office of Mobile Source Air Pollution Control,
Certification and Surveillance, Ann Arbor, Michigan, January, 1974.
-------
BIBLIOGRAPHY
-------
Selected Research Bibliograph
A, Study of Traffic Flov op a Restricted Facility. Interim Report
Phase One. Department of Civil Engineering, University of Maryland,
College Park, Maryland, June 1973.
"Air Pollution Controls for Urban Transportation," Highway Research
Record 465. Highway Research Board, National Research Council, 1973.
"Air Quality and Environmental Factors," Transportation Research Record
Transportation Research Board, National Research Council, 1974.
"An Introduction to Traffic Flov Theory," Highway Research Board
Special Report 79. Highway Research Board, National Research Council.
—_
Automotive Sxaauat Emission Modal Apalrais Hftdtl* EPA No. 460/5-74-00*5
United States Environmental Protection Agency, Office of Air and
Water Control Programs, Office of Mibile Source Air Pollution Control,
Certification and Surveillance Division, Ann Arbor, Michigan, January, 1974.
Design of An Urban Speed Characteristics Study. Research Triangle
Institute, Center for Development and Resource Planning, May 1974.
Drew, Donald R. , Traffic Flow Theory and Control. McGraw-Hill, 1968.
"Highway Capacity Manual," Highway Research Board Special Report 87.
National Research Council, 1965.
"Highways and Air Quality," Highway Research Board Special Report 141.
Highway Research Board, National Research Council, 1973.
Hillier, Fredrick S. and Liebermann, Gerald J., Introduction to Operations
Research. Holden-Day, Inc., 1970. - -
Littaan, Fred E., Searau, Konrad T., Rubin, Sylvan, Dabberdt, Walter F.,
A Regional Air Pollution Study (RAPS) Preliminary ia«< •«<•».. TnYentory.
Stanford Research Institute, Menlo Park, California, January 1974! —
Rossano, A. J. Jr** Ed., Air Pollution Control Guidebook for Management.
Environmental Science Services Division, E.R.A. Inc., SWord, Conn.,
Scott Research Laboratories, Incorporated; Malcom Smith, Development of
Representative Driving Patterns at Various Average Route Speeds*—
Prepared for the Environmental Protection Agency, Office of '
Administration, Research Triangle Park, North Carolina, EPA Contract
Number 68-02-1301 (6-73), February 11, 1974, San Bernadino, California.
- 93 -
-------
- 94 -
Selected Research Bibliography (Continued)
"Social, Economic, and Environmental Factors in Transportation," Highway
Research Record 35_6, Highway Research Board, National Research
Council, 1971.
Special Area Analysis Final Manual, Federal Highway Administration,
Urban Mass Transit Association, Federal Aviation Administration,
Office of the Assistant Secretary for Policy, Plans, and Interna-
tional Affairs, August 1973.
"Traffic Engineering A Tool to Reduce Air Pollution," Traffic
Engineering Magazine, Vol. 44, No. 9, June 1974.
Venezia, Ronald A., "The Impact of Transportation Alternatives on
Ambient Air Quality," Unpublished Ph.D. Dissertation, Washington
University, January 1972.
-------
- 95 -
St. Louis Area Traffic Data Sources
Peak Hour Travel Analysis. St. Louis Area. East-West Gateway Coordinating
Council, February 1974.
Roadway Functional Classification Study for the Saint Louis Area.
East-West Gateway Coordinating Council, July 1973.
Status of Missouri State Highways by Routes & Systems. Missouri State
Highway Department, December 31, 1973.
St. Louis Area Transportation Study, Streets. Highways and Transit.
East-West Gateway Coordinating Council.
St. Louis City Traffic Volume Studies. 19^^. St. Louis City Department of
Streets, Highway Division.
St. Louis County Traffic Volume Studies. 197?. St. Louis County Department
of Highways and Traffic, April 1974.
St. Louis Metropolitan Area Traffic Voluae Suaaary. March 1975-Aoril 1<
Missouri State Highway Department, May 1974.
Ih-affie nhai»aoteri3tic3 on Illinois Highways. State of Illinois Department
of Transportation, 1972.
-------
- 96 -
Professional Interviews
Bob Weidinger
Dave Schmidt
Donald C. Prinster, Jr.
Paul Hwang
Dick S. T. Hsu
Jack Kretzer
Bob Watson
Tom Dalton
James F. Baumann
Prank Kriz
Tom Dollous
Harold Ruffner
Fred Bartlesmeyer
Ted Ellioott
Richard Wilcox
Frank Brown
Missouri State Highway Department, Division
of Planning, Traffic Section, Jefferson City, Mo,
City of St. Charles, Mo.
Geomet, Rockville, Maryland
East-Vest Gateway Coordinating Council,
St. Louis, Mo.
Chief Traffic Engineer, St. Louis County
Division of Highways 4 Traffic
Deputy Traffic Commissioner, City of St. Louis
Missouri State Highway Department, Division of
Traffic, District VI Office, Kirkwood, Mo.
Illinois Department of Transportation,
Traffic Division, East St. Louis District Office
Illinois Department of Transportation,
Planning Division, East St. Louis District Office
-------
APPENDICES
-------
APPBEDIX A
COMPUTER PROGRAM DOCUMEBTATION
-97-
-------
A-l HETSEN PROGRAM
NETSEN or Network Sensitivity Program, ia deaigned to receive an
input roadway network and, from it, select a subset of the network with
certain common characteristics.
The program has two basic inputa, a control card and the data
card file. The program begina by reading a control card (illuatrated
on page 104 of this appendix) which has certain parametera on it for which
the program will teat the roadway inventory (data cards). The program
then moves to a point where the data card ia read in. At this point,
the program enters a loop, occuring after the last data card is
read and tested.
The tests which are performed include a test for ADT, speed dif-
ference, truck volumes, and V/C ratio. In testing for these, the user
specifies the range for which he wants tested. For example, if the
user would like to test ADT for volumes of 0 to 20,000, he enters 0
in ADTLW and 20,000 in ADTHI. For volumes of 19*963 to 23,222 he
enters these numbers in the appropriate variables. If the user does
not want to test this variable, he enters zeros or blanks in both
variables and the program will not perform these tests.
There is one error routine and this is contained in the V/C ratio
test. This error routine performs a test on the capacity to make sure
it is not zero if a peak hour volume exists. A message will be
printed containing node numbers of the link and a statement
»***ERROR**», DIVISION BY ZERO1. The program prints the message and
then goes to the beginning and reads another data card.
-------
- 99 -
Functional class, special topography, capacity alterations,
sensitive land use, and progressive movement are all major variables
with many component subolassifioations within them. For example,
functional class PCLSSL includes freeways, principle arterials, minor
arterials, collectors and local streets. Each of these can be tested
for individually,or in conjunction with some multiples of one. One
can test for freeway; freeway and principle arterial; freeway and
local and collector, etc. The program also has the ability to not
test for any of these by leaving the whole FCLASS (j), J - 1,5 section
on the control card blank or coded zeros.
There is also a test for CBD,central business district. If the user
wishes to test for CBD on the control card, 1 is entered in the appro-
priate column* If not, a zero is entered, and the program skips to
the next test. When all the tests are performed on a link and it
passes, it is written on the line printer and also onto disk or tape.
After the final data card is read, the program rewinds the tape
or disk file containing the link records (data card input) and the
user has the option to read another control card and start the whole
procedure over again. When no more control cards are read in and
all testing for the previous control card is complete, the program
ends.
A copy of the output appears as page 122 in this appendix.
The output allows the user to have a written record of the parameters
tested for along with the node pairs output.
-------
- 100 -
KETSEN
UTITIALIZE
BEAD
CONTROL
CABD
WRITE LIST OF
PARAMETERS TESTED
WRITE LEST OP
PARAMETERS HOT TESTED
Page 1
-------
pass
- 101
NETS
fail
V
GO TO 25
JKCTIOHALX. fail •««-««
2LASS TEST > !: A CJO TO 25
GO TO 25
fail
fail
(
GO TO 25
fail
( GO TO 25 J
Page 2
pass
page 3
-------
- 102 -
NETSEN
PROG.
MOVEMENT
TEST
WRITE
ANODE,
BNODE
\/
GO TO 25
Page J
800
GO TO 1
-------
- 103 -
INPUT DATA CAHD FORMAT t 1WFRRW
Variable tt
Col. 1
Col. 2-6
Col. 7
Col. 8-12
Col. 13
Col. 14-19
Col. 20-21
Col. 22-25
Col. 26
Col. 27-50
Col. 31-32
Col. 33-36
Col. 37
Col. 38-41
Col. 42-43
Col. 44-45
Col. 46
Col. 47-48
Col. 49
Col. 50-54
Col. 55-59
Col» 60-63
Col. 64
Blank
Anode Number
Anode Leg Number
Bnode Number
Bnode Leg Number
ADT
Peak Hour Direction - A Direction
Peak-Maximum Hour Beginning -
A Direction
AM or PM Peak Hour - A Direction
Peak Hour Volume - A Direction
Peak Hour Direction - B Direction
Peak-Maximum Hour Beginning -
B Direction
AM or PM Peak Hour - B Direction
Peak Hour Volume - B Direction
Average Daily Speed
AM Peak Speed
AM Direction
PM Peak Speed
PM Direction
A Capacity
B Capacity
Truck Volume
Special Topography
ANODE
LEGA
BNODE
LEGS
ADTD
AVDIR
AMAXHR
AVTIME
AWOL
BVDIfi
BMAXHR
BVI'IME
BWOL
ADASPD
AMPKSP
AMDIB
PMPKSP
PMDIfi
ACPACT
BCPACT
TJOKYi,
SPTOPL
-------
- 104 -
INPUT DATA CARD FORMAT: NETSEH (Continued)
Variable Name
Col. 65 Capacity Alterations CPALTL
Col. 66 Sensitive Land Use SENLUL
Col. 6? CBD - High Eiae CBD
Col. 68 Signal Progression PROMOL
Col. 69 Functional Class PCLSSL
Col. 70-72 Distance (x.xx) LDIST
-------
- 105 „
INPUT CONTROL CAW
Col. 1-6
Col. 7-12
Col. 15
A.D.T. Low
A.D.T. High
C.B.D. Test
Functional Class
Col. 14 Freeway
Col. 15
Col. 16
Col. 17
Col. 18
Principle Arterial
Minor Arterial
Collector
Local
Special Topography
Not Present
Deep Cut
High Pill
Street Canyon
Rolling Topography
Col. 19
Col. 20
Col. 21
Col. 22
Col. 23
Capacity Alterations
Col. 24 Not Present
Col. 25
Col. 26
Col. 27
Col. 28
Col. 29
Sensitive Land Use
Col. 30 Not Present
Col. 31 Coamercial
Complex Interchange
Lane Reductions
Bottleneck
Lane Reduction and Bottleneck
Complex Interchange and Bottleneck
Variable Name
ADTLW
ADTHI
CBDTST
PCLASS (1)
PCLASS (2)
PCLASS (3)
PCLASS (4)
PCLASS (5)
SPTOPO (1)
SPTOPO (2)
SPTOPO (3)
SPTOPO (4)
SPTOPO (5)
CAPALT (1)
CAPALT (2)
CAPALT (3)
CAPALT (4)
CAPALT (5)
CAPALT (6)
SEHLUS (1)
SHfUJS (2)
-------
- 106 -
INPUT COHTBOL CARD FORMATt KETSEN (Continued)
Variable Name
Sensitive Land Use (Continued)
Col.
Col.
Col.
Col.
Col.
32
33
54
35
36
Progressive
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
37
38
39
40
41
42-44
45-47
48-51
52-55
56-58
59-61
Industrial
Recreational
Hospital
University
Airports
Movements
Not Present
Pre-Timed Progressive
Inter-Connected Progressive
One-Vay Street Without Progression
One-Vay Street With Progression
Peak Speed High
Peak Speed Low
Truck High
Truck Low
V/C High (x.xx)
V/C Low (x»3oc)
SENLUS (3)
SENLUS (4)
SENLUS (5)
SENLUS (6)
SENLUS (7)
PEOVOV (1)
PEOVOV (2)
PB070V (J)
PEOVOV (4)
PEOVOV (5)
PKSPDH
PKSPDL
THUKHI
TRUKLW
VOCHI
VOCLW
-------
Variable Name
MODE
LBGA
MODE
LEGB
ADTD
AVDIfi
- 10? -
CODING: DATA CABDi HETSEN
The A node number is fire characters in length, an
integer variable and has values ranging from 1 to 99999.
The A node leg number is one character in length, an
integer variable and has values from 0 to 3. The
value of 0 is equal to an intersection leg in a
northern direction, 1 is equal to east, 2 is equal
to south, and 3 equals west.
The B node number is five characters in length, an
integer variable and has values ranging from 1 to 99999.
The B node leg number has the same values as variable
LEGA.
The Average Dally Traffic Volume for the link. It is
six characters in length, an integer variable and has
values ranging from 1 to 999999.
The direction of the peak hour and the type of facility
(one-way, two-way, reversible). It is two characters
in length, an integer variable and the first digit
concerns the type facility, one-way is coded as a 1,
two-way is 2, reversible is 3. The second digit refers
to direction of this facility, northbound is coded as
1, eastbound equals 3, southbound equals 2, westbound
equals 4, and both directions equals 5.
-------
- 108 -
CODING; DATA CARD; NETSEN (Continued)
Variable Name
AMAXHR
The beginning of the peak hour for the link. It is
four characters in length, an integer value, and the
first two characters correspond to the hours of the
day and the last two correspond to the minutes.
AVTIME This corresponds to the AM or PM of the day. AM is
coded as a 1, PM is coded as a 2, a one digit integer
variable. AYTIME is a one digit integer variable.
AWOL This variable is the peak hour volume for the link.
AWOL is a four digit integer variable with values
from 0 to 9999.
AVDIR, AMAXHR, AVTIME, AWOL all correspond to BVDIE, MAXHR, BVTIME, BWOL.
BVDIH
BMAXHR
BVTIME
Two character integer variable. The first digit
corresponds to the type of facility, one-way is
coded as a 1, two-way is 2, reversible is 3. The
second digit refers to direction of the facility,
northbound is coded as 1, southbound equals 2, east-
bound 3, westbound 4, and both directions equals 5.
The beginning of the other peak hour for the link.
It is a four character integer variable and the first
two digits are hours and the last two digits minutes.
This corresponds to the AM or PM time of the peak.
AM is coded as a 1, PM is coded as a 2. BVTIME is a
one digit integer variable.
-------
- 109 -
CODIIfGr DATA GAtmT
(Continued)
Variable ITaae
BWOL
ADASPD
AMPKSP
AMDIR
PMPKSP
PMDIR
ACPACT
BCPACT
TfiOKVL
This is a four digit integer variable corresponding
to the peak hour volume for the link under considera-
tion. The range is from 0 to 9999.
Average daily speed for the link. It is an integer
variable two digits long and a range from 0 to 99 mph.
AM peak speed for the link. Integer variable two
digits long and a range from 0 to 99.
The direction for the AM peak speed. A northbound
direction is coded as a 1, southbound 2, eastbound 3,
and westbound 4. A one digit integer variable.
PM peak speed for the link. Integer variable two
digits long and ranges from 0 to 99.
The direction for the PK pea* speed. A northbound
direction is coded as a 1, southbound 2, eastbound 3,
and westbound 4. A one digit integer variable.
The capacity froa the A node to the B node. ACPACT
is a five digit integer variable with a range from
0 to 99999.
The capacity from the B node to A node. BCPACT is a
five digit integer variable with a range from 0 to 99999.
The truck volume for the link under consideration.
TKJmis a four digit integer variable with a range
from 0 to 9999.
-------
- 110 -
Variable Name
SPTOPL
CPALTL
SEHLU1
CBD
PRQMOL
CODING; DATA CAED: HBTSEBT (Continued)
Is a one digit integer variable which represents
special topography conditions, values are from 0 to 4
corresponding tot 0 equals not present, 1 equals deep
cut, 2 equals high fill, 3 equals street canyon, and
4 equals rolling topography.
Is a one digit integer variable which represents
capacity alterations. Values range from 0 to 5 with
0 equaling not present, 1 equals complex interchanges,
2 equals lane reduction, 3 equals bottleneck segment,
4 equals 2 and 3, 5 equals 1 and 3.
Is a one digit integer variable which represents
sensitive land uses. Values range from 0 to 6 with
0 equaling not present, 1 equaling commercial develop-
ment, 2 equaling residential development, 3 equaling
recreation, 4 equaling hospitals, 5 universities, and
6 airports. These sensitive land uses are medium to
high densities with regard to generation of critical
traffic volumes.
Is a one digit integer variable which represents the
Central Business District. Values are 0 for link not
in CBD and 1 for link location in CBD.
Is a one digit integer variable which represents
progressive movement within the link. Values range
from 0 to 4, with 0 equaling not present, 1 pre-timed
-------
- Ill -
Variable Name
PBOMOL
(Continued)
KJLSSL
LDIS
CODING; DATA CARD: HBfSSBT (Continued)
progressive, 2 interconnected progressive signal,
3 one-way street flow without signal progression,
4 one-way street flow with signal progression.
Is a one digit integer variable which represent the
functional classification for the link under considera-
tion. Values range from 0 to 5, with 1 equaling free-
way, 2 principle arterial, 3 minor arterial, 4 collector,
5 local.
Is a three digit integer variable (programing)
representing the distance from A node to B node.
The first digit of LDIS is representation of miles
and the two digit tenths and hundreds of a mile (z.xz).
-------
_ 112 -
CODINGt COHTROL CABD: HBTSEH
Variable Naae
ADTLV Is a six digit integer variable with a range of 0 to
999999. ADTLW is the average daily traffic flow volume
which you want the program to test for.
ADTHI Is a six digit integer variable with a range of 0 to
999999. ADTHI is the average daily traffic high volume
which you want the program to test for.
CEDTST Is a one digit integer variable with values of 0 to 1.
0 results in the program not testing for the link being
located in the Central Business District. 1 results in
the link being tested for presence in the CED.
The following variables, FCLASS, SPTOPO, CAPACT, SENLUS and PROVOV are
all arrays. Each member of the above arrays is set up so that the pro-
gram tests for the given type variable in the link if a 1 is entered,
if a 0 is entered in the column then test is not performed.
(PCLASS (j), J - 1,5) Is a 1 by 5 array with each variable being a
one digit and integer in value.
PCLASS (l) Test for freeway.
PCLASS (2) Test for primary arterial.
PCLASS (3) Test for minor arterial.
PCLASS (4) Test for collector.
PCLASS (5) Test for local.
(SPTOPO(j), J » 1,5) Is a 1 by 5 array with each variable being one
digit in length and of integer value.
SPTOPO (l) Test for not present.
SPTOPO (2) Test for deep cut.
-------
- 113 -
Variable Name
SPTOPO (3)
SPTOPO (4)
SPTOPO (5)
(CIPACT(J), J
CAPACT (1)
CAPACT (2)
CAPACT (3)
CAPACT (4)
CAPACT (5)
CAPACT (6)
(SENLUS(J), J
SEHLUS (1)
SEHLTJS (2)
SENLTJS (3)
SENLTJS (4)
SENLUS (5)
SENLUS (6)
SENLUS (7)
(PBOVOL(J), J
PBOVOL (1)
PEOVOL (2)
CODING; CONTROL CARD; HETSEH (Continued)
Test for high fill.
Test for street canyon.
Test for rolling topography.
.1,6) Is a 1 by 6 array within each variable being one
digit in length and of integer value.
Test for not present.
Test for complex interchange.
Test for lane reductions.
Test for bottlenecks.
Test for lane reductions and bottlenecks.
Test for complex interchanges and bottlenecks.
• 1,7) Isalby? array within each variable being one
digit in length and of integer value.
Test for not present.
Test for commercial development.
Test for industrial development.
Test for recreational development.
Test for hospital.
Test for university.
Test for airport development.
-1,5) Is a 1 by 5 array with each variable being one
digit in length and of integer value.
Test for not present.
Test for pre-timed progressive.
-------
- 114 -
Variable Name
PROVOL (3)
PfiOVOL (4)
PROVOL (5)
PKSPDH
PKSPDL
TRDKHI
TRUKLV
VOCHI
VOCLW
CODING; CONTROL CARD; NETSBH (Continued)
Test for interconnected progressive.
Test for one-way street without progression.
Test for one-way street with progression.
Is a three digit integer variable with a range of 0
to 999. PKSPDH represents the high average dally
speed minus the A node to B node and B node to A node
peak speed, which the program will test.
Is a three digit integer variable with a range of
0 to 999. PKSPDL represents the low average daily
speed minus the A node to B node and B node to A node
peak speed for which the program will test.
Is a four digit integer variable with a range of 0
to 9999. TRDKHI represents the high volume of trucks
that the program will test for on the given links.
Is a four digit integer variable with a range of 0
to 9999. THUKLV represents the low volume of trucks
that the program will test for on the given links.
Is a decimal variable corresponding to X.XX. VOCHI
is the high peak volume over capacity ratio which the
program will test for.
Is a decimal variable corresponding to X.XX. VOCLW
is the low peak volume over capacity ratio which the
program will test for.
-------
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rsjfM f\J f\l|r\J CMJfVJ fM
r ziz z z ziz -z\z z!z z|z z z z jz zz
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-------
- 121 -
OU'i'iflJTt HRPSENs LIKE PRINTER
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
1-10
11-15
16-17
18
19-28
29-34
35-36
37
1
2-6
7
8-12
13
Variable Name
Blank
ANODE
Blank
LEGA
Blank
MODE
Blank
LEGS
OUTPUT:
Blank
MODE
LEGA
BNODE
LEGS
ANODE NUMBER
ANODE LEG NUMBER
BNODE NUMBER
BNODE LEG NUMBER
NETSENl DISK UNIT
ANODE flUflHJSK
ANODE LEG NUMBER
BNODE NUMBER
BNODE LEG NUMBER
-------
6C1,I
fib!
LLl
UI
891
«7'Wr i
fol
9-fcI
Obi
S1S31
*± 0
Ul J
•OOMd HUM J.33«1S AV« 3NQ
I* i3^»ii AVM 3NO
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(ViOdOid^-
(E)OdUldS
(I JGdOidS
Q31S31
Dl
A1IVU *3AV
C31SBJL
3HJL
-------
- 125 -
A-2 HRCYKF PROGRAM
HRCVHT is an initializing program which accepts as input the
highway link record file. This is the same input as is used for
NETSEN. HRCVRT then takes each record and puts it into a format
which will be acceptable to the programs in the PHtfA battery. The
output of HRCVHT iB then printed on the line printer and on disk or
tape. The following pages contains the HRCVBT programming logic and
statements.
-------
- 124 -
HRCVRT
SAVE - AWOL/ADTL
-------
SAVE = SAVE * 1000
SAVE B - BWOL/ADTD
_V
SAVE B = SAVE B * 1000
- 125 -
HRCVBT
-------
- 126 ~
-------
4
\
- 127 -
HRCVBT
WHITE
CONVERTED
HE. EEC
GO TO 1
-------
- 128 -
INPUT t HRCVRTt DATA CABD
The input to Historical Record Convert (HRCVBT) is exactly the
same as the input to NETSEN shown on pages 102 and 10%
OUTPUT: HRCVBT
The output of HRCVRT is on a line printer and on disk, tape or
cards, whichever the user specifies in his JCL (Job Control Language).
The format of the output on the line printer and the disk, tape or cards
is identical as follows:
Col. 1
Col. 2-6
Col. 7
Col. 8-12
Col. 13
Col. 14-17
Col. 18
Col. 19-21
Col. 22-24
Col. 25-28
Col. 29-31
Col. 32-56
Col. 37-38
Col. 39
Col. 40
Col. 41
Blank
ANODE
LEGA
MODE
LEGB
LDIST
SPEED
A
Blank
ACPACT
SAVE
SAVEA
Blank
Blank
Blank
SPEEDA
A node number.
A node leg number.
B node number.
B node leg number.
Distance from A node to B node.
Speed parameters to be used
in SAPOLLUT.
AH peak speed in SAPOLLUT
usable form.
Capacity from A node to B node.
Equal to the peak hour V over C
ratio.
Equal to the Average Daily
Traffic, both directions.
Speed parameter to be used
in SAPOLLOT.
-------
- 129 -
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
Col.
42-44
45-47
48-51
52-54
55-59
60-61
62
63
64
65
66
67
68
69-70
71-74
75-78
79
80
B
Blank
BCPACT
SAVES
SAVEC
Blank
Blank
Blank
Blank
FCLSSL
Blank
Blank
TAEEA
Blank
Blank
Blank
Blank
Blank
OUTPUT* HRCVBT (Continued)
PM peak speed in SAPOLLUT usable form.
Capacity from B node to A node.
Equal to the Average Daily
Traffic for both directions
in SAPOLLUT usable form.
Equal to the Average Daily
Traffic volume for both
directions.
Functional Classification.
The area type which the link is in.
-------
- 130 -
CODING; HRCVRT; DATA CAHD
See the explanation on CODING; DATA CAHD: NETSEN as it records
input into KETSEN which HRCVRT converts into BUILDHR acceptable format,
The following pages illustrate the HRCVKT coding, program statements,
and output.
-------
H R T ? /•
fCCl
r.o
21
N T P 1F v
BVA XH?, i
MP
HRCYBT Program Statements
MAIN D4TI-
XHK,AVT
74303
13/40/53
R" SAVFA,
_INTEGER _
DATA 5'PF.EfV/1 S' /iS PEFDA/ • S '"/
DE, ADTQ, AVOIR
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CONTINUE"
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-------
- 133 -
A-3 DATA MAgAGBEST PROGRAM
Deck Name: GIN
A.) Purpose:
GIN reads in reformatted inventory data, then adds keys and outputs
an indexed sequential data set of the reformatted network data, which
becomes the link record format for BFILDHR.
B.) Input-Output:
Data sets used during the execution of the program include:
1. SYSPRINT - the standard "system print" file for program and
system messages.
2. CNVRT - the input data set from the Format Revision Program
HRCVBT. This format is depicted on pages 102 and 103.
3. CNVBTK - the indexed sequential output data set of BUILDER
compatible link records. Note: indexed sequential data sets
are only supported on direct-access devices (disk) and not tape.
C.) Program Operation:
1. Program reads in one link record from CHVRT.
2. Program extracts the first 13 characters of the record and then
writes the record onto an indexed sequential data set (CNVHTK)
using the first 13 characters as a key.
3. Program proceeds through all records in CNVRT in similar manner.
Note: link records must be presented to the program in ascending
numeric order of the first 13 characters on the original link
data card. If a card is out of order it is ignored. When 10
such cards are encountered a message is issued and the program
is terminated.
-------
- 134 -
D.) Additional Information
1. The program was written initially in IBM S/?60 PL1 Version 5.4.
2. The input format is the link record format used for input to
BUILDER, the FHWA Battery Program.
3. The output format is the same as the input in appearance with
keys attached internally.
4. Execution of the load module form of the program should
require approximately 35K of main core storage.
E.) Source Program Listing and Flow Chart
The source program listing is included on the following page,
followed by the program flow chart in Figure A-l.
-------
STflT
2
3
8
GIN : PRQC OPTIONSIMAIN);
NtST
i
*-•
A
7
:T
H-
SEQUENT I A
QUI?UT
^
( INDEXED);
i
1
TO^STR
lif TO
N> 10 THEN 00;
* * ..• i •*. i -J w »W»"^fc*J»
f*^69HiHBttDillHttf!4HHh
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C^T'y-ISiiib"^'''15^ COMDITWH RAISED',N,.TIHES, EXECUTION TERI1INATEO.T;
NO^. .
(CNVRTKI, FUE(CNVRT);
END;
CO TO STRT;
VJl
r
-------
- 136 -
Read
Link Record k
Prom HRCVRT
Write
Link
Record
on Printer
Write
Link
Record
Onto Disk
Key
Condition
sed ?
Yes
STOP
Yes
Yes
Too
Many >
ErrorB ?
FIGURE A-l Program GIN Flowchart
-------
- 137 -
A-4 INTERFACE PPOP.PAM
Deck Name: HOMMY
A.) Purpose:
HDMMY reads in a node pair from the NETSEK output data set and
uses it to select the appropriate link record from the output indexed
sequential data set of program GIN. It then performs editing and builds
a workable network which is passed to BUILDHH.
B . ) Input-Output :
Data sets used during the execution of the program include:
1. SYSPBINT - standard systems output message data set.
2. CNVBTK - input data set (indexed sequential) from which link
records are selected with appropriate keys. Format is
depicted on pages 102 and 103 .
3. NODEP - input data set from HETSE5 from which A-node-B-node
pair are read to be used as keys to select link records from
CN7RTK.
4. CNVRTO - output data set of link records which are passed to
BUILDER. The format is the same on pages 102 and 103.
C.) Additional Notes
1. The program is written in IBM S/360 PL1 Version 5.4 and
occupies approximately 48K of main core.
2. Link records presented to the program should be organized
with the A-node larger than the B-node.
D. ) Program Source Listing and Plow Chart
The program source listing is included, in the following pages,
along with the program flow chart in Figure A-2.
-------
- 138 -
Initialize
Structures
&
Variables
d of
Pile for
Read
Node Pair
from NETSEN
Close Files,
END
Read
Link
Record
Using Node Pair
Key
Condition
Raised
Revise
Capacities
Set Speed
Using
Area Type,
Functional Class
Speed Equal Zero
Set Capacity
Using
Functional Class
Capacity Equal Zero
Check for Conflicts in
Node & Leg Numbers
Create Dummy Link
Save Node &
Leg Numbers
Write Dummy
Link onto Disk
Write Link
onto Disk
FIGURE A-2 Program HUMKT Flowchart
-------
RUMMY: PROC OPTIONS (MAI HI;
ST«T LEVEl
? 1
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2 CDfJVFl Tn
2 BVQL PIC M
2 HISC3 PIC
-------
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RUMMY: PRQC OPTIONS
-------
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SAVE$NO»CNVKTN.
TESTA-CMVKIN.ALEG;
TESTB-CNVKIN.BLEG;
ANGEN«ANGEN+2;
WR?™"FRE
-------
- 143 .
APPENDIX B
EXAMPLES OF DATA COLLECTION AND CODING FORMAT
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-------
146
TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
REPORT NO
EPA-450/3-76-035
3. RECIPIENT'S ACCESSION NO.
TITLE AND SUBTITLE
Methodology For
Sources
The Determination Of Emission Line
5. REPORT DATE
February 1975
6. PERFORMING ORGANIZATION CODE
AUTHOR(S)
I. PERFORMING ORGANIZATION REPORT NO.
Dr. Lonnie E. Haefner
PERFORMING ORGANIZATION NAME AND ADDRESS
k'ashinaton University
School of Engineering and Applied Science
Department of Civil Engineering
St. Louis. Missouri 63130
10. PROGRAM ELEMENT NO.
11. CONTRACT/GRANT NO.
68-02-1417
2. SPONSORING AGENCY NAME AND ADDRESS
U. S. Environmental Protection Agency
Office of Air Duality Planning and Standards
Monitoring and Data Analysis Division
Research Triangle Park, North Carolina 27711
13. TYPE OF REPORT AND PERIOD COVERED
Final Report
14. SPONSORING AGENCY CODE
5. SUPPLEMENTARY NOTES
6. ABSTRACT
The study of automotive vehicle pollution in a metropolitan area reouires
accurate reporting of emissions. This depends on efficient monitorina of traffic
flow, and knowing^the location parameters critical to the emission process, _and
adenuate knowledge of vehicular emissions under a range of operating conditions.
This report describes the development of a methodology which documents the
criteria for determining which major freeway and arterial links should be con-
sidered emission line sources in a metropolitan area. In addition to developing
the methodology, it is used in the St. Louis Air Duality Control Reaion, to de-
termine specifically what links shall be considered as line sources.
17.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
Line Source Emissions
Emissions
SAPOLLUT
CO
NOX
HC
b.lDENTIFIERS/OPEN ENDED TERMS
COS AT I Field/Group
18. DISTRIBUTION STATEMENT
Release Unlimited
19. SECURITY CLASS (This Report)
SECURITY CLASS I
Unclassified
21. NO. OF PAGES
155
20. SECURITY CLASS (This page)
Unclassified
22. PRICE
FP* Form 2220-1 (9-73)
------- |