MOTOR VEHICLE EXHAUST EMISSIONS -
GARY, INDIANA
U. S. DEPARTMENT OF HEALTH, EDUCATION, AND WELFARE
Public Health Service
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MOTOR VEHICLE EXHAUST EMISSIONS-
GARY, INDIANA
A study done by the Abatement and Control Programs,
National Center for Air Pollution Control, for
Division of Air Pollution, City of Gary, Indiana.
by
C. R. Rehmann
U. S. DEPARTMENT OF HEALTH, EDUCA nON, AND WELF ARE
Public Health Service
Bureau of Disease Prevention and Environmental Control
National Center for Air Pollution Control
Durham, North Carolina
1968
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National Center for Air Pollution Control Publication APTD-68-5
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INTRODUCTION
SUMMAR Y .
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. . . . . . . . . . . . . . . .
. . . . . . . . .
PROCEDURE.
. . . .
Traffic Counts. . .
Street Mileage.
CONTENTS
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Vehicle-Mile Computation. .
Check of Vehicle-Miles. .
Route Speed. . . . .
. . . .
Emission Factors
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MOTOR VEHICLE EMISSION INVENTORY PROCEDURES
REFERENCES
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APPENDIX. . . . .
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iii
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1
3
9
9
9
11
12
12
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16
19
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MOTOR VEHICLE EXHAUST EMISSIONS-
GARY, INDIANA
INTRODUCTION
At the request of the Division of Air Pollution of the City of Gary, Indiana,
the Abatement and Control Programs of the National Center for Air Pollution
Control conducted an emissions inventory of the major pollutants from motor
vehicle exhausts.
This request was made to supplement more general information
that was included in an emissions inventory of the major pollutants from all
sources in the Northwest Indiana area.
Motor vehicles emit pollutants in varying quantities and chemical composi-
tion.
This report is
concerned with the pollutants generally found in urban en-
vironments:
carbon monoxide, hydrocarbons, nitrogen oxides, sulfur oxides,
and particulates.
The major source of pollution from motor vehicles is the exhaust system.
Intensive testing has been completed on exhaust emissions, and the emission
rates based on a vehicle operating under a fixed-mode cycle have given way to
emission rates based on the actual operating cycle of the engine.
The emission
rates that were based on the fixed-mode cycle did not include the stresses applied
to the operation of a vehicle's engine by the actual driving cycle. Rose, et al. 1
developed a relationship for emis sion rates and average trip speed that includes
the effects on emissions produced by variations in route, traffic density, speed,
etc.
These rates, when applied to comprehens ive traffic information, should
produce an accurate emissions inventory.
The source~ of emissions from motor vehicles are not limited to exhaust
emissions.
Evaporative losses from the fuel tank, the carburetor "hot-soak"
and the- crankcase are the other locations of major emissions from motor vehi-
cles.
These locations are of such a nature as to emit only hydrocarbons in
1
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detectable quantities.
Since evaporative and crankcase losses occur in the
stationary position and during the operating cycle, the emissions are distributed
in a different fashion from the exhaust emissions.
The location of these emis-
sions, as they are vented to the atmosphere, is related to the location of the
vehicle, the climatology of the area, the operating mode of the vehicle, and
various other factors that make it difficult to locate on a firm basis the evapora-
tive and crankcase losses; therefore, they are considered only briefly in this
report.
The vehicle -mile average-speed approach is used in this report to estimate
the emissions from motor vehicles.
This approach is based upon emission rates
developed by testing the exhaust emissions under the actual driving cycle.
The
method depends entirely on the type of traffic information available, such as
vehicle counts, traffic flow maps, and speed studies.
National averages can be
incorporated to complete the information needed in making a comprehensive
estimate of traffic conditions of the study area.
The vehicle-mile average-speed approach is used primarily to estimate
carbon monoxide and hydrocarbon emissions, which, according to National Aver-
ages, comprise more than 95 percent of the total weight of pollution from motor
vehicles.
This approach also is used to estimate nitrogen oxide emissions; how-
ever, this pollutant does not vary specifically with speed, but is dependent upon
the air -fuel ratio.
In this report an average air-fuel ratio of 12.8':' was used.
The exhaust emissions of sulfur oxide and particulates were included by
utilizing factors based on the fixed-mode cycle of operation
since curves have
not been developed on the operating cycle basis.
Automobile exhausts do contri-
bute significant amounts of particulates in urban areas as the result of secondary
reactions; therefore, they are included even though the fixed-mode based factors
have to be used.
The following sections slUXlmarize the results of this inventory and outline
the procedure followed in this report.
An outline of a procedure for completing
or updating a motor-vehicle exhaust emission survey is also included.
';'This average air-fuel ratio is the result of extensive tests on motor vehicles
conducted in Los Angeles, Denver, and Cincinnati by the Public Health Se rvice.
2
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SUMMAR Y
The results of the motor-vehicle exhaust emission inventory are reported
by a grid system on a map of the study area and by grids in the Appendix of this
report.
Figures 1, 2, and 3 illustrate the distribution of the three major pollu-
tants throughout the City of Gary.
The total amounts of pollutants emitted from motor vehicle exhausts are
listed in Table 1.
Table 1.
EMISSIONS FROM MOTOR VEHICLES IN GARY, INDIANA
Type of pollutants
Carbon Nitrogen Sulfur
Units monoxide Hydrocarbons oxides oxides Particulates
lb/day 351,850 26,630 11 ,950 1,190 1,450
lb/year 1 28. 4 x 106 9.72 x 106 4.36 x 106 0.43 x 106 0.53 x 106
tons/year 64,200 4,860 2,180 215 265
Percent of 89.50 6.78 3.04 0.31 0.37
total weight
of pollutants
Evaporative losses and crankcase emissions in the study area account for
47 percent of the total hydrocarbon emissions, and exhaust emissions compose
the remaining 53 percent. Typical analysis of motor vehicle emissions, con-
ducted by the U. S. Public Health Service, 2. was used to check these estimates.
This report shows that 51 percent of the hydrocarbon emissions are from crank-
case and evaporative losses, and that 49 percent of the emis-sions are vented
from the exhaust.
The differences in this report are due to utilizing national
averages to complete the local traffic information.
Three pollutants
- carbon monoxide, hydrocarbons, and nitrogen oxides -
comprise 99 percent of the total weight of exhaust emissions in the study area.
Sulfur oxides and particulates generally compose the greater percentage af the
pollution in an industrial-urbanized area; however, these pollutants comprise
only a small portion of the total weight of exhaust emissions.
The s e pollutants
are significant because of their toxicity, particle size, and secondary reactions
involving the formation of aerosols.
3
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,.j::..
1480-
410
415
420
425
430
435
440
445
450
455
4/>0
4/>5
1510
1510
LAKE
MICHIGAN
1505
1505
1500 - -
- -1500
-1495
- - ~ -1490
1485
TRI-STATE
450
455
4/>0
I
4/>5
- - -- - -
~/"rl~ -
405
410
415
42
,
EMisSIONS, 1b/day
1475
1475
N
O' L,OOO
1,000 2.500
2,500 - 5-,000
5,000 10,000
'OVER 10,000
1470
14/>5. .
425
430
435
. 14/>5
440
Figure 1.
Vehicle carbon monoxide emissions in Gary, Indiana.
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410 41S 420 42S 430 43S 440 44S 4S0 4SS 460 46S
1 S 1 0 IS10
LAKE MICHIGAN
ISOS IS0S
EMISSIONS, lbjday
o - 100
100 200
200 - 500
500 - 1 ,000
OVER 1 ,000
IS00
149S
... 9th
Z
1490 ;:;
15th
148S - -
1480
40S
tJl
-ISOO
-149S
- - - - -1490
2111
-148S
25th
TRI-STATE
4S0
I
465
455
460
-- I
1.17,-,.,
1480
410
41S
42
!
1475
147 S
N
1470
49.h
146S
. 1465
440
425
430
43S
Figure 2.
Vehicle hydrocarbon emissions in Gary, Indiana.
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.... ISOO
'"
...
"
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The combined emission rate of sulfur oxides and particulates is 2,640
pounds per day.
If this pollution were distributed over the 41. 6 square miles
that comprise the land area of the City of Gary, the emission density for these
two pollutants would be 63.5 pounds per square mile as compared to the emission
density for carbon monoxide of 845. 9 pounds per square mile.
Figure 4 illustrates the density of vehicle-miles traveled throughout the
study area.
This figure also indicates the locations at which the exhaust emis-
sions will be vented to the atmosphere.
The areas of heavy east-west traffic on
the tri-state highway and the heavy north-south traffic on Broadway are also
areas of heavy emissions.
Figure 4 also indicates the areas of high-density
traffic in the vicinity of the steel industry and in the downtown areas, where high-
density emissions are found during specific hours of the day.
Figures 1, 2, and 3 illustrate the density of the different pollutants.
Al-
though the scales vary, these maps can be used as a comparison with the map
locating the vehicle-mile densities.
The vehicle-mile average-speed approach is
presently the most accurate
method for e stima ting the emis s ions fr om motor vehicle exhausts.
The accuracy
of the method is dependent upon the number of vehicle counts and the availability
of average-speed information for individual streets in the area under considera-
tion.
To estimate the vehicle-miles traveled in the City of Gary, 27 traffic
counts were used, along with estimates of vehicle counts from a traffic flow map
prepared by Tee -Search, Inc. for its comprehensive plan for the City of Gary.
This information gave good coverage of the street system in the City of Gary and
allowed calculation of 95 percent of the vehicle-miles, which were estimated by
using national average figures for urban driving and motor vehicle registration
information.
The caI-culation of the emissions of nitrogen oxides is somewhat arbitrary
because an average air-fuel ratio of 12.8 was used to determine the emission
factor.
Since vehicle counts include cars, trucks, buses, etc., the air -fuel
ratio should be varied instead (ff being assumed constant; but detailed traffic
information would be necessary to accomplish the use of a varying emis sion
factdr for nitrogen oxides.
As s-tated before, the total emission of sulfur oxides and particulates from
7
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w
vehicle-miles/day
410
415
420
425
430
435
440
445
450
455
460
465
1510
1510
LAKE
MICHIGAN
1505
1505
1500
....
- 'VI -- -.... -
MAPU
1500
...
"
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motor vehicles is small as compared with the three major pollutants.
The use of
the emission factors based on the fixed-mode cycle does not, therefore, introduce
much error in the total weight of pollutants.
The concepts involved in this type of study are not complex in nature, and a
detailed inventory of emissions from motor vehicles will enable a local agency to
assess the importance of each pollutant within the total spectrum of emissions in
a complex urban area.
PROCEDURE
Traffic Counts
The accuracy of the vehicle -mile approach for the calculation of motor
vehicle exhaust emissions depends upon the number of vehicle counts (annual
average daily traffic counts':') available for the street system of the city in
question.
The traffic counts used in this study were acquired from the following
sources:
1.
City of Gary Traffic Engineering Office
a.
Traffic counts on major streets (unpublished).
A Highway Transportation Plan for the City of Gary, prepared by
b.
2.
George W. Barton and Associates for the City of Gary, 1958.
Comprehensive Plan, The City of Gary, Indiana, 1964, prepared for
3.
the Gary Plan Commission by Tec-Search, Inc.
Indiana State Highway Department
a.
1962 traffic map, Division of Planning, Indiana State Highway
Commission.
b.
State Highway Commission, Planning and Statistics Engineering
Department, provided individual traffic counts.
Figure 5 illustrates the locations and volumes of traffic on the major arterial
streets in the City of Gary.
Street Mileage
The street mileage must be measured to complete the calculation of the
vehicle-miles that are traveled in an area.
The grid system used in the North-
west Indiana Air Res ource Management Program was overlaid on the existing
':'Annual average daily traffic counts are average counts taken throughout the year
to reflect the numerous factors peculiar to that location, such as season, day of
week, and time of day.
9
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:::;
1505
410
415
420
425
430
435
440
445
450
455
460
465
1510
1510
LAKE
MICHIGAN
1505
1500
...
'V'I ~ - -
-1500
IT48~Q] .
'NO 4 J\
CALUMET 11
...
'"
«
..
o
>
iii
1495 ...'
'"
5th
1495
Z 9th
...
'"
...
'"
u. S 20
1490 u
15th
>
..
10
1218lQJ 1490
~
21 st
1485
25th
1485
1480
rDI-(YATE
l62jjJ1j ~
405
410
450 455
'-;r"l~ 1480
ll~ A
415 42 35th
us. I>
1475 1475 N
~0J. ~Q 1197501
41 II
70
41>5
COUNTS ARE REPORTED
IN ANNUAL AVERAGE
24~hour TRAFFIC COUNTS
49th
141>5 425
430
435
141>5
440
Figure 5.
Traffic counts in Gary, Indiana.
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land-use map of the City of Gary.
The street mileage was measured and re-
corded by different land usage for each grid.
The categories of land usage are:
1.
Residential.
a.
single dwelling.
multiple dwelling.
b.
2.
3-
Commercial.
Indus trial.
4.
Other (including vacant lands. parks, agricultural lands, etc.).
The major streets, where traffic counts were available, were considered
individually, and their mileage was recorded for each grid.
Vehicle-Mile Computation
The computation of the vehicle-miles for the City of Gary was done by
taking the mileage in each land-use category and multiplying it by the vehicle
count for the particular street.
The estimated vehicle counts in Table 2 were
used for the particulate land-use categories.
Since a comprehensive traffic
study was not available, these counts were used to complete the void of informa-
tion.
The validity of these counts should be investigated by the local officials
along with the traffic engineering office.
Table 2.
ESTIMATED VEHICLE COUNTS BY LAND-USE CATEGORY
Type
Count, vehicles/day
1 7 ,000
14,000
10,000
500
1,000
1,000
r~aj or streets
Industrial
Commercial
Residential - Single dwelling
Multiple dw~lling
Other
An example of the calculation under the following conditions is:
Grid number:
1495-410
Street:
Residential
Stn'et mileage: 4.0
Vehicle Count:
500 vehicles / day
Vehicle-miles = 500 (4.0)
2,000 vehicle-miles/day.
The vehicle-miles calculated for the City of Gary totaled 1,639,523 vehicle-
miles/day. This total was validated through the use of the follo'wing national aver-
.. 3
age dri\,ing charactenstlcs. deyeloped by the U. S. Bureau of Highways, for an
11
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average vehicle traveling in an urban area.
l.
2.
Average speed =
25 miles /hour
Time required for trip
-= 19.2 minutes.
3.
Trips per day =
Length of trips
3.25
8.0
4.
8.5 miles.
By applying these figures to the passenger car registration in the City of
Gary for 1966, the calculated figure of vehicle-miles for the city of Gary appears
very reasonable.
Check of Calculated Vehicle-Miles
l.
2.
1,639,523.
Total calculated vehicle -miles
=
1966 passenger car registration for the City of Gary =
66,550.
3.
4.
3.25 trips x 8 miles
26 miles /day.
Average miles traveled per day =
26x66,550
Local vehicle-miles
1,730,300 vehicle-miles.
Comparison of the calculated 1,639,523 vehicle-miles versus the estimated
1,730,300 vehicle-miles shows that the vehicle-mile approach obtained reason-
able results for the study area in question.
Route Speed
The emission factors that are applied to the vehicle-miles traveled in an
street.
area are determined from the average speed for a prescribed trip on a certain
Since actual route-speed surveys were not available, typical average
route speeds were used.
These speeds were determined by extensive testing.
The values used and their respective land-use categories are listed below.
1
Average route speed, mph
Land-use category
Business
Street type
Commercial, industrial
10
18
Residential
Arterial
Average
Freeway
Residential; single, multiple
24
25
Major arterial streets
Other
45
Interstate highway
Emission Factors
Figures 6 and 7 illustrate the relationship between exhaust emissions and
These curves were developed for carbon monoxide
average trip or route speed.
anJ hydrocarbons, two of the major pollutants from motor vehicles.
The curves
were used with the individual route speeds to obtain an emission factor for each
These factors (pounds of pollutant per vehicle-mile) were
of the pollutants.
12
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resultant emissions were obtained.
applied to the vehicle-miles traveled on each street or type of street, and the
An example of the procedure for calculating the emissions for grid number
1495-410 is given in Table 3.
0.5
0,4
0.3
Q)
~
E 0.2
I
Q)
~
u
L
Q)
>
,
(/)
-0
C
:J
[ 0.07
0.1
w
o
x
o
:z
o
:L
0.05
0.03
:z
o
co
cr::
«
w
0.02
0.01
10
20 30 40 50 80
AVERAGE TRIP SPEED,mph
Figure 6. Exhaust emission of
carbon monoxide per
mile versus average
trip speed.
Table 3.
0.05
0.04
0.03
0.02
«
- Q)
l.L.. -
~
VJ E
I
:z Q)
0-
co u
cr:: .-
«L
W Q)
o >
cr::,
o (/)
>--0
I C
:J
VJ 0
VJ D-
o
cr::
c..:J
0.01
0.005
0.003
0.001
10
20 30 40 50 80
AVERAGE TRIP SPEED,mph
Figure 7. Exhaust emission of
gross hydrocarbons
(FIA) per mile versus
average trip speed.
CALCULATION OF CARBON MONOXIDE EMISSIONS FROM GRID 1495-410
Route CO CO
Type of Vehicle Street Vehicle- speed, emission emissions,
street count mileage miles/day mph factora lb/day
Indiana toll rd. 14,000 1.0 14,000 45 0.013 1,442
5th Avenue 20,000 0.94 18,750 24 0.165 3,094
Industrial hwy. 25,000 0.38 9,375 24 0.165 1 ,547
Commercial -- -- -- -- -- --
Residential 500 4.0 2,000 18 0.215 430
Other - - -- -- -- -- --
Total 44,125 6,513
apounds per vehicle-mile.
13
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The emissions of sulfur oxides and particulates from motor vehicles are
not bas ed on average route speed or the vehicle -mile approach.
An estiInation
of the fuel consumed in the City of Gary was made so that emission factors based
on pounds of pollutants emitted per 1,000 gallons of fuel consumed could be used.
The emissions of nitrogen oxides from motor vehicle exhausts are indepen-
dent of speed, but they have been found to vary with the air-fuel ratio.
Figure 8
illustrates this relation and designates the air-fuel ratio of 12.8 used in calcula-
ting the emissions from motor vehicles in the City of Gary.
(lJ 0.04
E
I
(lJ
U
-'= 0.02
(lJ
>
'-
111
-0
C
::J
0
a. 0.01
:z
LLI 0.008
<.:J
a
cr.
I- 0.006
:z
I.J...
a 0.004
t/)
LLI
0
X
c.
0.002
010
0.08
0.06
0.001
10
15
11
12
13
14
16
17
A tR-FUEL RAT I 0-
'Figure 8.
Exhaust emission of nitrogen versus
air-fue1 ratio.
3
According to published figures, the average distance traveled per gallon of
fuel consumed is 12.44 miles for all motor vehicles.
This factor was applied to
the calculated vehicle-miles, and an average figure of 131,800 gallons of fuel per
day was estimated to be consumed in the Gary city limits.
14
Service station sales
-------
were conv(c'rted to gallons of gasoline sold in the area as a check of the vehicle-
mile approach for fuel consumption.
An average figure for gasoline consumed
per year on a national average was als 0 us ed to check the gasoline consumption
figures.
The results are as follows:
1.
Vehicle-Mile Approach.
1,639,523 vehicle-miles/ 12.44 miles/gallon = 131, 7q4 gallons/day
Estimate of gasoline
consunlption in the
City of Gary.
(131,794 gal/day) (365 days/yr) = 48,104,810 gal/yr
2.
Service Station Sales. 4
Sales in Gary, Indiana
Sales in State of Indiana
$ 18,459,000
$492,251,000
1,864,945,000 gal
Ga s oline s old in Sta te of Indiana
Estimate of gasoline sold in Gary, Indiana
($18.5 x 106)
($492.3 xlOb)
(1. 86 x 109 gal) = 69,513,000 gal/yr.
3.
National Averages.
Auto registration, City of Gary
Truck registration, City of Gary
3
National averages
66,550
6,542
cars
Fuel consumption
Cars (654 gal/car/year) (66,550 cars) = 43,523,700 gal/yr
Trucks (1,350 gal/truck/year) (6,542 trucks) = 8,831,700 gal/yr.
Estimated consurnption of gasoline in the City of Gary
Since service station sales represent more than just gas oline consumption
and since not all of the gas oline used in a year by each motor vehicle is consum-
ed in the city limits, the lower estimate of 48 million gallons of gasoline was
used in calculating the emissions of sulfur oxides and particulates.
If the gas-
oline consumption determined from the national average figures (52,355,400) was
used and 9 percent of the gasoline was assumed to have been consumed outside of
the Gary area, the total consumption in the city would also be about 48. 1 million
gallons.
The emission factors for sulfur oxides and particulates were applied to the
131,800 gallons/day fuel consumption figure. Factors of 9 pounds of sulfur oxides
and 11 pounds of particulates per 1000 gallons of gasoline consumed 6 were used
15
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to calculate the amount of each pollutant that was emitted in the City of Gary on
a daily basis.
This quantity was then distributed to each grid zone by using a
percentage of the vehicle-miles traveled in that grid to the total vehicle-miles
traveled in the City of Gary.
To complete the inventory of major pollutants, an estimate of the amount
of hydrocarbons emitted from crankcase and evaporative losses will be calcula-
ted.
The emission factors for hydrocarbons are listed below:
Source
Emission factor 2 lb/vehicle day
,
Crankcase losses
O. 159
0.216
Evaporative los ses
Total
0.375
To utilize this information, the vehicle-day must be related to the vehicle-
mile. A vehicle-day is defined as the average use of a motor vehicle for one day.
Utilizing the national average driving characteristics, 3 a vehicle-day can be de-
fined as a vehicle making 3.25 trips of 8.0 mile length per day or a vehicle-day
is equal to 26 vehicle-miles.
The study area has an estimated 1,639,523 vehicle-
miles traveled daily.
This is equal to an estimated 63,058 vehicle-days.
Apply-
ing the factors listed above, this would amount to 23,650 pounds of hydrocarbons
on a daily basis and..t, 316 tons of hydrocarbons on an dnnual basis over the study
area.
Evaporative losses account for 42.2 percent of this total while crankcase
emissions account for 57.6 percent of the total.
MOTOR VEHICLE EMISSION INVENTOR Y PROCEDURES
The following outline is a summary of the procedure for calculating emis-
sions from motor vehicles using the vehicle-mile approach.
1.
Acquisition of Basic Data
A.
Type of data needed to complete survey
1.
2.
Vehicle counts
Traffic -flow maps
3.
Average route speeds
Type of vehicle traveling area
4.
5.
Vehicle registration
Gasoline and diesel fuel consumption
6.
16
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B.
7.
8.
Highway and local street maps
Land-use maps
Locations where data are available
1.
2.
Local traffic engineering office or city road department
Local police department
3.
4.
Local planning agencies
County facilities,
same as
1. and 3.
5.
6..
State highway and traffic engineering offices
State motor vehicle registration office
7.
State police department
8.
9.
Toll road commissions
Published data
II.
Calculation of Pollutants
A.
Calculation of Vehicle -mile s
1.
2.
Overlay a grid system on a road map or land-use map.
Locate vehicle counts on map.
3.
Measure individual streets where counts are available, and
record the miles of each of these particular streets in each
grid zone.
(Do this by individual street. )
4.
Record
the specific traffic count by grid for each of the
streets in step 3.
5.
Using land-use map, locate and measure the remaining
streets by land-use category, and record the miles of each
category by grid.
Record the vehicle count for each land-use
by using either counts suggested by the local officials or
those counts found in this text.
6.
Calculate the vehicle-miles by multiplying the vehicle counts
for each street or type of street and sum the individual
vehicle-miles to a total for the area.
7.
Check the total vehicle-mile figure with local traffic depart-
ment estimate or with national figures.
Go back and readjust
if necessary.
17
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18
B.
Calculation of Emissions
1.
Record average route speeds (time that it takes to go from.
one point to another including all stops) for individual streets
2.
and for each land-use category.
Using the average route speed, record the appropriate emls-
s ion factor for each pollutant from the curves of emis s ion
rates versus average route (trip) speed for each street or
category of streets.
3.
Apply the emission factors (pounds per vehicle-mile) to the
vehicle-miles for each street or category of streets in each
4.
grid and record the amounts of each pollutant.
Calculate the percent of vehicle-miles in each grid to the
total vehicle-miles for the area in question, and record for
each grid.
5.
Estimate the gasoline and diesel oil consumed in the area in
question and apply the emission factors for sulfur oxides and
particulates, which are based on pounds of pollutants emitted
per 1,000 gallons of gasoline or diesel fuel consumed, and
sum the totals for the area.
6.
Distribute the sulfur oxide and particulate totals by applying
the percent of vehicle-miles traveled in the particular grid
to the totals of each of these two pollutants.
7.
Summarize each grid, and report results as desired.
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REFERENCES
1.
Rose, A. H., Smith, R., McMichael, W. F., and Kruse, R. E.
"Compari-
son of auto exhaust emissions from two major cities." Division of Air Pollu-
tion, Public Health Service.
Presented at the Air Pollution Control Associa-
t ion Annual Meeting.
Toronto, Canada.
June 1965.
2.
Rose, A. H. "Summary report of vehicular emissions and their control. "
Division of Air Pollution, Public Health Service.
USDHEW.
R. A. Taft
Sanitary Engineering Center, Cincinnati, Ohio.
1965.
3. Automobile Facts and Figure s: 1964. Automobile Manufacturers Associa-
tion, Inc. 1965. pp. 40-50.
4. Petroleum Facts and Figures: 1965. American Petroleum Institute. 1965.
5.
Automotive Air Pollution:
Second Report of the Secretary of Health, Educa-
tion, and Welfare to the United States Congress.
U. S. Government Printing
Office.
Washington, D. C.
June 1965.
6.
Mayer, M. "A compilation of emission factors for combustion processes,
gasoline evaporation, and selected industrial processes." Public Health
Service.
Robert A. Taft Sanitary Engineering Center.
Cincinnati, Ohio.
19
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APPENDIX
EMISSIONS FROM MOTOR VEHICLES
IN CITY OF GARY, INDIANA
Air pollution emissions, 1b/day
Vehi c1 e-mil es Carbon Hydro- Nitrogen Sulfur Partic-
Grid number per day monoxide carbons oxides oxides u1ates
1485-405 10,000 2,529 173 74 7 9
1490-405 8,000 1,320 100 60 6 7
1495-405 48,013 7,050 547 359 35 42
1500-405 33,125 8,216 2,236 249 24 29
1505-405 21,875 3,610 273 164 16 19
1485-410 8,375 1,813 131 63 6 7
1490-410 21,250 8,489 611 159 15 19
1495-410 57,031 8,560 661 428 41 50
1500-410 25,000 4, 125 313 188 18 22
1485-415 21,500 4,894 349 162 16 19
1490-415 1-7,625 4,476 310 132 13 16
1495-415 67,887 12,204 900 509 49 60
1500-415 17,000 4,250 298 128 12 15
.1480-420 40,550 5,616 433 305 29 36
1485-420 9,000 } ,848 135 68 7 8
1490-420 41,625 11 ,192 766 312 30 37
1495-420 78,380 14,324 1,055 481 57 69
1465-425 1,500 298 22 12 1 1
1470-425 27,625 5,643 415 210 20 24
1475-425 56, 150 16,556 1,100 422 41 50
1480-425 81,009 12,851 920 492 59 72
1485-425 46,330 11 ,245 782 347 34 41
1490-425 16,25Q 4,914 326 122 12 14
1495-425 102,652 22,638 1,649 871 74 91
1465-43(} 12,656 2,600 188 95 9 11
1470-430 26,500 4,253 452 199 19 23
1475-430 72,013 22,298 1 ,471 540 52 64
1480-430 15,496 13,405 959 566 55 67
1485-430 59 ,171 19,204 1,254 444 43 52
1490-43{) 100,525 33, 1 00 2,099 750 73 89
21
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IN CITY OF GARY, INDIANA
(continued)
Vehicle-miles Carbon Hydro- Nitrogen Sulfur Parti c.
Grid number per day morioxide carbons oxides oxides ulates
1495-430 96,624 15,072 1,070 505 70 85
1465-435 3,125 547 41 24 2 3
1470-435 875 188 14 66 1 1
1475-435 4,250 802 59 32 3 4
1480-435 38,660 4,106 344 290 28 34
1485-435 14,958 2,924 213 102 11 13
}490-435 61,000 11 ,076 819 458 44 54
1495-435 7,500 773 65 56 5 7
1480-440 9,165 944 80 68 7 8
1485-440 6,677 1,002 77 50 5 6
1490-440 42,580 8,747 628 319 31 38
1490-445 55,595 11 ,359 811 417 40 49
1495-445 6,000- 1,797 119 45 4 5
1500-445 563 121 9 4.
1490-450 37,625 8,659 607 282 27 33
1495-450 8,750 1,788 130 66 6 8
1500-450 1,375 295 21 10 1 2
1490-455 14,963 2,993 217 112 11 13
1495-4.55 12,1 25 2,457 178 91 9 IT
T50Ck455 4,000 860 62 3p 3 3
1490-460 4,375 883 64 33 3 4
1495-4.60 3,000 583 42 23. 2 3
1500-460 1,625 349 25 12 1 1
Grid totals 1,639,523 351 ,848 26,627 11 ,947 1 , 188 1,4'52
Z2
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