APTD-1442
TRANSPORTATION CONTROLS
TO REDUCE
MOTOR VEHICLE EMISSIONS
IN BOSTON, MASSACHUSETTS
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Water Programs
Office of Air Quality Planning and Standards
Research Triangle Park, North Carolina 27711
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APTD-1442
TRANSPORTATION CONTROLS
TO REDUCE
MOTOR VEHICLE EMISSIONS
IN BOSTON, MASSACHUSETTS
Prepared by
GCA Corporation
GCA Technology Division
Bedford, Massachusetts
Contract No. 68-02-0041
EPA Project Officer: Fred Winkler
Prepared for
ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Water Programs
Office of Air Quality Planning and Standards
Research Triangle Park, North Carolina 27711
December 1972
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The APTD (Air Pollution Technical Data) series of reports is issued
by the Office of Air Quality Planning and Standards, Office of Air and
Water Programs, Environmental Protection Agency, to report technical
data of interest to a limited number of readers. Copies of APTD reports
are available free of charge to Federal employees, current contractors
and grantees, and non-profit organizations as supplies permit - from
the Air Pollution Technical Information Center, Environmental Protection
Agency, Research Triangle Park, North Carolina 27711, or may be obtained,
for a nominal cost, from the National Technical Information Service,
5285 Port Royal Road, Springfield, Virginia 22151.
This report was furnished to the Environmental Protection Agency by
GCA Corporation, Bedford, Massachusetts, in fulfillment of Contract
No. 68-02-0041. The contents of this report are reproduced herein
as received from GCA Corporation. The opinions, findings, and conclusions
expressed are those of the author and not necessarily those of the
Environmental Protection Agency.
Publication No. APTD-1442
11
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Acknowledgements
Many individuals and several organizations have been helpful in
carrying out this study; for these contributions the GCA Technology
Division extends its sincere gratitude.
Continued project direction and guidance were given by Mr. Fred
Winkier (Project Officer) and Mr. Dave Tamny of the Land Use Planning
Branch, EPA, Durham, North Carolina, and Mr. Wallace Woo (Co-Project
Officer) of EPA, Region I.
Many members of local and state agencies supplied data and critical
analysis to the study.
Alan M. Voorhees, Inc., acted as subcontractors to GCA Technology
Division and supplied major input to the study especially in the areas
of traffic data, control strategies and implementation obstacles.
ill
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TABLE OF CONTENTS
Section Title Page
I INTRODUCTION AND SUMMARY I-A-1
A. BACKGROUND I-A-1
B. PURPOSE, SCOPE AND LIMITATIONS OF STUDY I-B-1
C. CONTENT OF REPORT I-C-1
D. SUMMARY OF THE PROBLEM AND RECOMMENDED I-D-1
TRANSPORTATION CONTROL
1. Carbon Monoxide Air Quality and Emissions I-D-1
2. Oxidant Air Quality and Hydrocarbon Emissions I-D-1
3. Control Strategies I-D-6
II VERIFICATION AND ASSESSMENT OF AIR POLLUTION II-A-1
PROBLEM
4
A; OUTLINE OF METHODOLOGY II-A-1
1. Methodology for Carbon Monoxide II-A-2
2. Discussion of Methodology for Carbon II-A-4
Monoxide
a. Modified Proportional Model II-A-4
b. Seasonal and Diurnal Variations II-A-8
c. Background Calculations II-A-9
3. Discussion of Methodology for Oxidants II-A-9
B. DISCUSSION OF BASELINE AIR POLLUTION LEVELS II-B-1
1. Natural Features of the Metropolitan
Boston Area II-B-1
a. Topography II-B-1
b. Meteorology II-B-1
2. Location and Type of Instrumentation II-B-4
a. Instrumentation and Sampling Locations II-B-4
(1) Kenmore Square II-B-4
(2) Wellington Circle II-B-6
(3) Science Park II-B-6
(4) Waltham Site II-B-7
(5) BTPR Sites II-B-7
iv
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Section Title Page
b. Type of Instrumentation II-B-8
(1) CO Analyzers II-B-8
(2) Oxidant Analyzers II-B-8
3. Review of Air Quality Data II-B-8
a. General II-B-8
b. 1-Hour Carbon Monoxide Levels II-B-9
c. 8-Hour Carbon Monoxide Levels II-B-9
d. Oxidant Levels II-B-20
4. Implementation Plan Assessment II-B-29
a. Carbon Monoxide II-B-29
b. Oxidants II-B-39
C. VEHICLE MILES OF TRAVEL II-C-1
1. Study Area II-C-1
2. 1971 VMT Determination II-C-4
3. 1977 VMT Determination II-C-7
4. Vehicle Characteristics II-C-8
D. DERIVATION OF AIR QUALITY LEVELS II-D-1
1. Baseline Air Quality Projections II-D-1
a. Carbon Monoxide II-D-1
b. Oxidants II-D-3
2. 1977 Air Quality Projections II-D-5
a. Carbon Monoxide II-D-5
b. Oxidants II-D-9
E. CARBON MONOXIDE AND OXIDANT IN 1978 AND 1979 II-E-1
WITHOUT CONTROL STRATEGIES
1. Carbon Monoxide II-E-1
2. Oxidants II-E-1
III EVALUATION OF CANDIDATE TRANSPORTATION CONTROLS III-A-1
Ao MAGNITUDE OF REDUCTION REQUIRED III-A-1
V
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Section Title Page
B. 1977 TRAVEL PATTERNS III-B-1
C. STRATEGY EVELUATION III-C-1
D. PRELIMINARY CONTROL SCREENING III-D-1
1. Driver Advisory Displays III-D-1
2. Gasoline Rationing III-D-1
3. Increased Fuel Taxes III-D-2
4. Car Pooling III-D-3
5. Bypass Through Traffic III-D-3
6. Vehicle-Free Zones and Moving Sidewalks III-D-4
E. IMPACT EVALUATION OF FEASIBLE STRATEGIES III-E-1
1. Source Control Strategies III-E-1
a. Vehicle Retrofit III-E-3
b. Inspection and Maintenance III-E-5
c. Gaseous Fuel Systems III-E-6
2. Traffic Flow Improvements III-E-8
a. Surveillance and Control III-E-8
b. Design and Operational Improvements III-E-10
3. Reduce Travel Demand III-E-15
a. Four-Day Work Week III-E-15
b. Parking Management III-E-17
c. Peripheral Parking Facilities III-E-21
d. Road Pricing III-E-23
4. Increased Transit Use III-E-24
a. Mass Transit III-E-25
b. Commuter Rail III-E-26
5. Modify Travel Patterns III-E-29
a. Staggered Work Hours III-E-29
F. POTENTIAL PROGRAM STRATEGY III-F-1
1. Strategy Ranking III-F-1
VI
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Section Title Page
IV SELECTION OF TRANSPORTATION CONTROLS AND ESTIMATE IV-A-1
OF AIR QUALITY IMPACT
A. RECOMMENDED PROGRAM STRATEGY IV-A-1
B. IMPACT OF RECOMMENDED SOURCE AND TRANSPORTATION I'V-B-1
CONTROLS ON AIR QUALITY
1. Carbon Monoxide IV-B-1
2. Oxidants IV-B-1
V IMPLEMENTATION OBSTACLES V-l
A. INSPECTION, MAINTENANCE, RETROFIT V-A-2
1. Institutional Obstacles V-A-2
2. Legal Obstacles V-A-3
3. Political/Social Obstacles V-A-4
4. Economic Obstacles V-A-5
B. TRAFFIC FLOW IMPROVEMENTS V-B-1
1. Institutional Obstacles V-B-1
2. Legal Obstacles V-B-3
3. Political/Social Obstacles V-^B-3
4. Economic Obstacles V-B-4
C. IMPROVEMENT IN PUBLIC TRANSIT V-C-1
1. Institutional Obstacles V-C-1
2. Legal Obstacles V-C-2
3. Political/Social Obstacles V-C-2
4. Economic Obstacles V-C-3
D. PARKING POLICIES AND ROAD PRICING V-D-1
1. Institutional Obstacles V-D-1
2. Legal Obstacles V-D-1
3. Political/Social Obstacles V-D-10
4. Economic Obstacles V-D-10
VI SURVEILLANCE. REVIEW PROCESS VI-A-1
A. IMPLEMENTATION SCHEDULE VI-A-1
B. SURVEILLANCE PROGRAM VI-B-1
REFERENCES
APPENDICES A-E
vii
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LIST OF TABLES
Table
Number Title page
1-1 Carbon Monoxide Emissions (kg/day) and concen- I-D-2
tration (ppm) at Kenmore Sq. with and without
control strategies
1-2 Carbon Monoxide Emissions (kg/day) and concen- I-D-3
tration at Haymarket Sq. with and without
control strategies
1-3 Carbon Monoxide Emissions (kg/day) and concen- I-D-4
tration (ppm) at Science Park with and without
control strategies
1-4 Hydrocarbon Emissions (kg/day) and oxidant levels I-D-5
(ppm) within Route 128 Region with and without
control strategies
1-5 Emissions Reductions with Recommended Control I-D-9
Strategies
II-l Sample Summary Sheet for: Metropolitan Boston II-A-5
II-2 Average Mixing Depth and Wind Speeds for Metro- II-B-3
politan Boston
II-3 Stations Monitoring Carbon Monoxide or Oxidants II-B-5
in Metropolitan Boston
II-4 Highest and Second Highest CO Levels (in ppm) II-B-10
observed in Metropolitan Boston
II-5 Maximum Oxidant Levels Recorded in Metropolitan II-B-11
Boston
II-6 Maximum 1-Hour CO Concentration Observed at Kenmore II-B-12
Square in ppm during the Period 1 June 1971 - 31
July 1972
II-7 Maximum 1-Hour CO concentration Observed at II-B-13
Wellington Circle (in ppm) during the Period
1 February 1972 - 31 July 1972
II-8 Maximum Observed 1-Hour CO concentrations (in ppm) II-B-14
at Science Park during the Period 1 June 1972 -
8 May 1972
Vlll
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Table
Number Title Page
II-9 Maximum 1-Hour Carbon Monoxide Concentrations II-B-15
(in ppm) at Albany Street Station (BTP Review)
June 15, 1972 - August 15, 1972
II-10 Maximum 1-Hour Carbon Monoxide Concentrations II-B-16
(in ppm)
II-ll Maximum 8-Hour Carbon Monoxide Concentration II-B-21
(in ppm) observed at Kenmore Sq. during the
Period of 15 June 1971 - 15 March 1972
11-12 Maximum 8-Hour Carbon Monoxide Concentration II-B-22
(in ppm) observed at Science Park during the
Period of 15 June 1972 - 15 March 1972
11-13 Maximum 1-Hour Carbon Monoxide Concentration II-B-23
(in ppm) observed at Kenmore Sq. during the
Period of 1 June 1972 - 31 August 1972
11-14 Maximum 1-Hour Carbon Monoxide Concentration II-B-24
(in ppm) observed at Wellington Circle during
the Period of 1 April 1972 - 31 August 1972
11-15 Maximum 1-Hour Carbon Monoxide Concentration II-B-25
(in ppm) observed at the Waltham Field Station
during the Period 1 January 1972 - 31 August 1972
11-16 Maximum 1-Hour Oxidant Concentrations (in ppm) II-B-26
Observed at the Waltham Field Station During the
Period 19 July 1971 - 31 August 1971
11-17 Maximum 1-Hour Oxidant Concentrations (in ppm) II-B-27
Observed at Albany Street (BTP Review) During
the Period 19 July 1971 - 31 August 1971
11-18 Maximum 1-Hour Oxidant Concentrations (in ppm) II-B-28
Observed at D Street Station (BTP Review) During
the Period 19 July 1971 - 31 August 1971
11-19 Carbon Monoxide Emission Calculations from Imple- II-B-36
mentation Plan
11-20 Hydrocarbon Emission Calculation from Implementation II-B-37
Plan
11-21 Operating Speed by Facility Type II-C-6
11-22 Projected Increases in VMT II-C-8
IX
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Table
Number Title Page
11-23 Proportion of Truck VMT by Fuel Type II-C-10
11-24 Percentage Truck VMT of Total VMT by Area and II-C-10
Type of Fuel
11-25 8-Hour Maximum Ambient Air Quality Estimates for II-D-10
Carbon Monoxide in 1970 (in ppm)
H-26 Non-vehicular Hydrocarbon Emissions Inventory II-D-4
for the Region Within Route 128
11-27 Necessary Reduction for Hydrocarbons from 1972 II-D-7
Emissions
11-28 8-Hour Maximum Ambient Air Quality Projections II-D-8
for Carbon Monoxides in 1977 (in ppm)
11-29 Hydrocarbons Emissions (kg/24 hr) and Oxidant II-D-10
Levels (ppm) Without Source or Transportation
Strategies
11-30 8-Hour Maximum Ambient Air Quality Projections II-E-2
for Carbon Monoxide in 1978 (in ppm)
11-31 8-Hour Maximum Ambient Air Quality Projections II-E-3
for Carbon Monoxide in 1979 (in ppm)
11-32 Hydrocarbon Emission Rates and Oxidant Levels II-E-4
(ppm) in Metropolitan Boston without Source
or Transportation Strategies (kg/day)
III-l Carbon Monoxide Reduction Requirements - 1977 III-A-2
III-2 Candidate Strategies III-C-3
III-3 Potential Benefits from Retrofit Gasoline Powered III-E-4
Light Duty Vehicles
III-4 Auto Person Trips Diversions III-E-19
III-5 Reductions in Daily Vehicle-Miles of Travel III-E-20
III-6 Projected Commuter Rail Ridership III-E-28
III-7 Employment Change 1947-1970; Boston SMSA and III-E-31
Boston
III-8 Preliminary Strategy Evaluation Matrix III-F-2
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Table
Number Title
III-9 Strategy Evaluation Matrix III-F-3
IV-1 Reconmended Transportation Control Program IV-A-2
IV-2 Emission Reductions with Recommended Control IV-A-4
Strategies
IV-3 8-Hour Maximum Ambient Air Quality Estimates in IV-B-2
ppm for Carbon Monoxide in 1977 with Recommended
Transportation Control Program
IV-4 1977 Hydrocarbon Emissions and 1977 Oxidant Levels IV-B-5
within Route 128 Region Reduced by Source and
Transportation Oriented Strategies
V-l Cost of Recommended Transit Investments V-C-4
V-2 Major Capital Projects V-C-5
XI
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LIST OF FIGURES
Figure
Number Title
1-1 CO concentration estimates at Kenmore Sq. with
and without control strategies
1-2 Oxidant concentration estimates within Route 128 I-D-8
Region with and without transportation control
strategies
II-l Kenmore Square maximum 1-Hour Carbon Monoxide Level II-B-17
II-2 Wellington Circle maximum 1-Hour Carbon Monoxide II-B-18
Level
II-3 Science Park maximum 1-Hour Carbon Monoxide Level II-B-19
II-4 Wellington Circle Maximum 1-Hour Oxidant Levels II-B-30
II-5 Kenmore Square Mast Instrument Maximum 1-Hour II-B-31
Oxidant Levels
II-6 Kenmore Square Chemiluminescence Maximum 1-Hour II-B-32
Oxidant Levels
II-7 Waltham Maximum 1-Hour Oxidants II-B-33
II-8 Boston Air Quality Study Grid Cell Configuration II-C-2
II-9 Boston Inner City Area Air Quality Study Grid Cell II-C-3
Configuration
11-10 Relationship at Hydrocarbon Reductions to Oxidant II-D-6
Concentration
III-l 1977 Trip Movement for Boston Region III-B-2
III-2 Alternative Control Strategy Evaluation Process III-C-2
III-3 Emissions Reduction vs. Speed Increase III-E-14
1V-1 Carbon Monoxide Concentration Estimates at
Kenmore Square with and without Control Strategies IV-B-3
IV-2 Reduction of Hydrocarbon Emissions with and without IV-B-6
Control Strategies
V-l Existing Institutional Structure, Boston Area V-B-2
Transportation Agencies
xii
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Number Title Page
VI-1 Implementation Schedule for Recommended Trans- VI-A-2
portation Control Programs
VI-2 Carbon Monoxide Concentration Estimates at Kenmore VI-B-4
Square with and without Control Strategies
VI-3 Oxidant Concentration Estimates within Route 128 VI-B-5
with and without Control Strategies
Xlll
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I. INTRODUCTION AND SUMMARY
A. BACKGROUND
States were required to submit implementation plans by January
30, 1972, that contained control strategies demonstrating how the national
ambient air quality standards would be achieved by 1975. Many urban
areas could not achieve the carbon monoxide and oxidant air quality
standards by 1975 or even 1977 through the expected emission reductions
from the 1975 exhaust systems control. Major difficulty was encountered
by many states in the formulation of implementation plans that included
transportation control strategies (including, for example, retrofit
and inspection, gaseous fuel conversions, traffic flow improvements,
increased mass transit usage, car pools, motor vehicle restraints, and
work schedule changes.) Because of the complex implementation problems
associated with transportation controls, states were granted until
February 15, 1973, to study and to select a combination of transportation
controls that demonstrated how the national air quality standards would
be achieved and maintained by 1977-
B. PURPOSE, SCOPE AND LIMITATIONS OF STUDY
The purpose of the study reported on herein was to identify and
develop transportation control strategies that will achieve the carbon
monoxide and oxidant air quality standards required to be met by
Massachusetts in the Metropolitan Boston area by the year 1977. The
results of the study were to help determine the initial direction that
I-A 1
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the State of Massachusetts should take in selecting feasible arm ettective
transportation controls. It was anticipated that the control strategies
outlined in this study would be periodically revised in the coming years.
State implementation plans were analyzed to verify and assess the severity
of the carbon monoxide and oxidant pollutant problems, and the most
promising transportation controls and their likely air quality impact
were determined. Major implementation obstacles were noted after dis-
cussions with those agencies responsible for implementing the controls
and, finally, a surveillance review process (January, 1973 - December, 1976,
inclusive) was developed for EPA to use in monitoring implementation
progress and air quality impact of transportation control strategies.
It should be noted that the study was carried out relying on
the best data and techniques available during the period of the study
and further, that a large number of assumptions were made as to the nature
of future events. It should also be noted that much of the data utilized
was in the process of review and revision by the; appropriate agencies
throughout the course of the study. In order to satisfy contractual
requirements, it was necessary that the best available data as of November
10, 1972, be utilized. Any air quality readings taken after August 31,
1972, and any changes in emission estimates after November 10, 1972, are
not reflected in this study. The 1977 air quality predictions were based
on extant air quality data and on predicted stationary source emissions and
predicted traffic patterns, and these predicted parameters themselves were
based on anticipated emission control techniques, anticipated growth
patterns, and the assumed outcome of unresolved legal and political
decisions. (The opening of key major traffic facilities before 1977
was particularly sensitive to the outcome of legal and political decisions.)
I-B 1
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Further, the development ranking and selection of transportation controls
were based on extant and predicted economic, sociological, institutional
and legal considerations. Finally, the surveillance process presented
in this report, although showing key checkpoints towards implementation
of the recommended controls, is in itself dependent upon the same
assumed pattern of future events.
It should be emphasized therefore, that to the extent that the
tiraescale of the recommended program permits, the conclusions and recommenda-
tions of this report should not be construed as a program which must be
rigidly followed until 1977, but rather it should be regarded first, as a
delineation as to what appears at the present time to be a feasible course
of action to attain air quality goals, and secondly, as a framework upon
which an optimum on-going program can be built as new data and| techniques
become available, as legal and political decisions are made, and as the
assumptions as to future events are, or are not, validated.
C. CONTENT OF REPORT
Section II of this report describes how the pollutant concentra-
tion levels which could be expected to occur in 1977 in the Metropolitan
Boston area were predicted. These levels were determined by an adaptation
of the proportion model using motor vehicle emissions from traffic
patterns predicted for 1977 together with predicted non-vehicular emissions
for 1977 obtained from state agencies. Comparison of these predicted 1977
air pollutant concentrations with the national air quality standards
enabled the computation of the motor vehicle emissions which would result
in the air quality standards being met, and therefore, to what extent,
if any, reductions in the predicted 1977 motor vehicle emissions would
be required. In order to determine the pollutant concentrations which
I-C 1
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was to serve as the basis for the proportional model, an intensive eval-
uation of all existing meteorological and air quality data was performed.
The final determination as to the concentration value used was made in
close cooperation with representatives of local and state agencies and
of EPA.
Section III describes how candidate control strategies were
developed, evaluated and ranked having regard to technical, legal, insti-
tutional, sociological and economic criteria. An important feature of
this task was the continuing interaction between, on one hand, the GCA
study team, and on the other hand, representatives of local and state
environmental planning and transportation agencies, concerned citizen's
groups, and EPA representatives.
Section IV presents the rationale for selecting the optimum
package of controls necessary to achieve the required reduction in motor
vehicle emissions and also presents the confirmed effect on air quality.
Section V deals with the obstacles to the implementation of
the selected strategies. Since the obstacles to implementation were
important criteria in the evaluation of the feasibility of candidate
transportation controls, there is considerable discussion on such
obstacles in earlier sections.
I-C 2
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Section VI presents the surveillance review process which will
enable EPA to monitor the implementation progress and air quality impact
of the recommended strategies. A curve showing predicted air quality
levels for the years 1973 to 1977 and beyond is presented, based on the
implementation of the recommended transportation controls. This will
provide a basic indication of the way in which air quality should improve
as time passes and as controls are implemented. In addition, important
checkpoints are provided delineating the salient actions which must be
taken in order to implement the strategies such as the obtaining of the
necessary financing and legislation.
It should be noted, however, that the surveillance process thus
provided is of necessity based on the problem and the concomitant trans-
portation controls as they are presently perceived. An equally important
part of any surveillance process is the continuing reassessment of both
the problem itself and the appropriateness of the required controls. As
was discussed earlier in this Introduction, the present study employed
a whole range of both of extant data and techniques, and also of assumptions
about the course of future events. This data base should be continuously
reviewed as new information becomes available. Thus, although the key
background parameters are called out in the Surveillance Process, a
thorough and continuing review of all the data, techniques and assumptions
contained in this report will be required to properly update the problem
definition and appropriate control measures.
I-C 3
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D. SUMMARY OF THE PROBLEM AND RECOMMENDED TRANSPORTATION CONTROLS
1. Carbon Monoxide Air Quality and Emissions
The 8-hour average CO air quality will not be achieved by
1977 in several zones in the inner city of Boston with the CO emission
reductions obtained from the Federal Motor Vehicle Control Program.
Three zones, Kenmore Square, Haymarket Square-Government Center and
Science Park will exceed the standard by a substantial amount, while
two others, the East Boston Area by the Sumner-Callahan Tunnel and the
Washington Street-Albany Street Area, will exceed it slightly. Tables
1-1, 1-2 and 1-3 summarize the emissions and air quality in the three
most critical zones with and without the application of the recommended
control strategies. The other two zones will easily attain the air
quality when any part of recommended transportation controls is applied.
2. Oxidant Air Quality and Hydrocarbon Emissions
The oxidant problem in Metropolitan Boston is regional and
assumed to be uniform within the Route 128 area. A 257=, reduction by 1977
in hydrocarbon emissions will be needed in addition to that which is
attained by the Federal Motor Vehicle Control Program and the reduction
of the stationary sources. Table 1-4 summarizes the emissions and air
quality in the area within Route 128 with and without the application
of the recommended control strategies.
I-D-1
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TABLE 1-1
CARBON MONOXIDE EMISSIONS (KG/DAY) AND CONCENTRATION (PPM)
KENMORE SQ. WITH AND WITHOUT CONTROL STRATEGIES
1977 1977
Present without with
1970 strategy strategy
Vehicular Emissions
Non-Vehicular Emissions
Total Emissions
CO Level
(8 -hour Average)
Vehicular Emissions
Non-Vehicular Emissions
Total Emissions
CO Level
(8-hour Average)
13,130 7,164 3,790
45 54 54
13,175 7,218 3,844
22.4 12.3 6.5
Without Strategies
1978 1979 1981 1984
5,917 4,852 3,468 2,339
56 58 63 70
5,973 4,910 3,531 2,409
10.1 8.3 6.0 4.1
Area = .471 sq. mi.
I-D-2
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TABLE 1-2
CARBON MONOXIDE EMISSIONS (KG/DAY) AND CONCENTRATION (PPM)
AT HAYMARKET SQ. WITH AND WITHOUT CONTROL STRATEGIES
1977 1977 1978 1979
Present without with without
1970 strategy strategy strategy
Vehicular Emissions
Non-Vehicular Emissions
Total Emissions
CO Level
(8-hour Average)
12,119
45
12,164
20.7
7,837 4,195 6,472 5,306
54 54 55 57
7,891 4,249 6,527 5,363
13.4 7.2 11.1 9.1
Area = .471 sq. mi.
I-D-3
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TABLE 1-3
CARBON MONOXIDE EMISSIONS (KG/DAY) AND CONCENTRATION (PPM)
AT SCIENCE PARK WITH AND WITHOUT CONTROL STRATEGIES
Area = .471 sq. mi.
1977 1977 1978 1979
Present without with without
1970 strategy strategy strategy
Vehicular Emissions 14,148 8,658 4,645 7,238 6,027
Non-Vehicular Emissions 45 54 54 55 57
Total Emissions 14,193 8,712 4,699 7,293 6,084
CO Level 24.2 14.8 8.0 12.4 10.4
(8-hour Average)
I-D-4
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TABLE 1-4
HYDROCARBON EMISSIONS (KG/DAY) AND OXIDANT LEVELS (PPM)
WITHIN RT. 128 REGION WITH AND WITHOUT CONTROL STRATEGIES
1977 1977 1978 1979
Present without with without
1972 strategy strategy strategy
Vehicular Emissions 131,555 72,101 47,800 61,000 52,500
Non-Vehicular Emissions 170,002 51,000 51,000 52,500 54,000
Total Emissions 301,557 123,101 98,830 113,500 106,500
Oxidant Level .20 .10 .074 .089 .081
(1-hour Average)
Area = 243 sq. mi.
I-D-5
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3. Control Strategies
The following Transportation Control Strategies are recom-
mended and their impact over the years is shown in Figures 1-1 and 1-2.
a. A Source Oriented Control Strategy consisting of
Inspection-Maintenance and Retrofit estimated to
reduce emissions as summarized in Table 1-5.
b. A Transportation Oriented Control Strategy consisting
of a CBD Parking Management, Peripheral Parking
Facilities, moderate Transit Improvements, Road
Pricing and Traffic Flow Improvements. These
are estimated to reduce emissions in the inner
city and throughout the region by the percent
shown in Table 1-5.
I-D-6
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I I I
Without Control Strategy
With Control
Strategy
70 71 72 73 74 75 76 77 78 79 80 8! 82 83 84 85
Figure 1-1. Carbon Monoxide concentration estimates at Kenmore Sq. with and without
control strategies.
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0.3
E
Qi
O.
o
i
00
O 0.2
QC
K-
Z
UJ
O
z
o
o
DC.
O
I 0.
X
<
i r
i r
WITHOUT CONTROL STRATEGIES
Standard
WITH CONTROL STRATEGIES
72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87
YEAR
Figure 1-2. Oxidant concentration estimates within Route 128 Region with and without control
strategies.
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TABLE 1-5
EMISSION REDUCTIONS WITH RECOMMENDED CONTROL STRATEGIES
Percent Emission Reduction
Program
Element
Program
Strategy
Inner City
HC
CO
Region
HC
CO
Source Control Inspection and
Maintenance 10.4 8.7
Retrofit
33.2 43.5
10.4 8.7
33.2 43.5
Trans por ta t i on
Oriented
CBD Parking
Management,
Periphera1
Parking Facili-
ties, Mass Transit
Improvements,
Road Pricing 11.1
Traffic Flow
Improvements
1.5
11.1
1.5
3.9
.3
3.9
.3
TOTAL
56.2 64.8
47.8 56.4
I-D-9
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II. VERIFICATION AND ASSESSMENT OF AIR POLLUTION PROBLEM
A. OUTLINE OF METHODOLOGY
The bas,ic procedure employed was to develop pollutant concentra-
tion levels which could be expected in 1977 without the application of
transportation controls (the potential 1977 levels). Pollutant levels
were determined by the proportional model using non-vehicular emissions
supplied by state agencies and using vehicular emissions based on traffic
data developed during the course of this study. More sophisticated
techniques could not be employed due to the lack of suitable extant
calibrated diffusion models, and the short time period of the contract
which precluded the development of a suitable model and the required
inputs. Comparison of potential 1977 air quality levels with the approp-
riate standard gave the allowable motor vehicle emissions in 1977, which
in turn formed the basis for the development of transportation control
strategies.
Emissions from non-vehicular sources were obtained from state
implementation plans updated as required from information supplied by
state agencies. Emissions from vehicular sources were computed following
the recommendations given in EPA draft publication An Interim Report on
Motor Vehicle Emission Estimation by David S. Kircher and Donald P.
Armstrong, dated October 1972. Air quality data for each sensor within
the city area was reviewed and evaluated in close cooperation with state
and local agencies. The instrumental method and sensor location was
II-A-1
-------
studied and records of instrument maintenance and calibration examined so
as to identify questionable readings. Meteorological records were, then
examined and compared with seasonal and diurnal variations in air
quality levels. Finally the pollutant concentration which would form the
basis for the proportional rollback calculations were decided upon in
concert with state and local agencies and EPA representatives. The year
in which this concentration level occurred defined the base year for the
proportional rollback calculations.
Because of the major differences involved, the detailed methodolo-
gies for carbon monoxide and oxidants are presented separately below.
1. Methodology for Carbon Monoxide
Because ambient concentrations of carbon monoxide at any
given location appear to be highly dependent on carbon monoxide emissions
in the near vicinity, it was felt that some justification existed for a
modification of the proportional model. It was felt that in order to
reduce ambient CO levels in, for example, a central business district
(CBD), it would be more appropriate to roll back CO emissions in the CBD
itself, rather than the entire air quality region. The assumption was
therefore made that pollutant concentration in any given zone was
directly proportional to the emission rate of that pollutant emission
within that zone. Accordingly, the city area was divided into traffic
zones - about the size of the central business district (CBD) in the center
of the city with increasingly larger zones towards the suburban areas.
Where traffic data was already available for existing "traffic districts"
II-A-2
-------
the traffic zones were either the traffic districts themselves or suitable
aggregations thereof. Otherwise the traffic zones were based on rectangular
grids.
An emission density/concentration ratio (e/c ratio) was
assigned to each sensor, the e/c ratio being based on the total CO
emission density (expressed in Kg/sq. mile/24 hours) for the base year
within the zone in which the sensor was located, and the CO concentration
value which formed the basis of the proportional rollback computations.
Based on the e/c ratios so obtained, the maximum allowable emission
density was derived which corresponded to the national air quality level
to be achieved (i.e., 9 ppm for an 8-hour average). Maps showing the
emission densities for each zone were then prepared for 1977 and other years
based on the predicted vehicular and non-vehicular emissions for those
years. Vehicular emissions were based on traffic patterns predicted for
those years in the absence of any transportation controls imposed in
order to meet national air quality standards for CO (the "no strategy
case")- Non-vehicular emissions for the years of interest were obtained
from state implementation plans and state agencies. These take into
account the predicted growth and the predicted control strategies to be
applied to those sources. The predicted control strategies were generally
those which state agencies considered to be the maximum feasible.
II-A-3
-------
From these maps, the zones in which emissions exceeding the
maximum allowable density were identified. On the assumption that the
predicted emission densities from non-vehicular sources were to be taken
as irreducible, the allowable emissions from motor vehicles in each zone
for the year of interest were then determined. For the purposes of
evaluating the effects of candidate transportation controls, the maximum
allowable emission density for the year 1977 was expressed as a percentage
reduction from the 1977 "no strategy" emission density. However, as will
be seen in following sections of this report, as each traffic control was
developed, emissions were recomputed, using the revised VMT's and speeds
resulting from the application of the control measures.
A typical summary sheet of the output of this methodology
is shown in Table II-l. It should be noted that the term "without strategy"
refers to a transportation strategy, i.e., one which affects only vehicle
emissions. The non-vehicular emissions used reflected both the growth
expected in such emissions and also the effect of various control strategies
for non-vehicular sources as predicted by state agencies. It should
also be noted that total emissions rather than emission densities are
presented since the summary refers to the rollback in one zone only.
2. Discussion of Methodology for Carbon Monoxide
a. Modified Proportional Model Applications and the limita-
tions of the conventional proportional rollback method have been well
(21)
documented and reviewed and need not be discussed further here. The
II-A-4
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TABLE II-1
SAMPLE SUMMARY SHEET FOR: METROPOLITAN BOSTON
II. CARBON MONOXIDE
A. Zone for which emissions computed.
4-2 Kenmore Square Zone 25
B. Area: .471 sq. miles
G. Carbon Monoxide emissions (Kg/24 hr.) and CO levels (ppm).
Vehicular Emissions
Non-Vehicular Emissions
Total Emissions
CO Level
(8-hour average)
Vehicular Emissions
Non-Vehicular Emissions
Total Emissions
CO Level
Present
1970
13,130
45
13,175
22.4
1978
5,917
56
5,973
10.1
1977
without
strategy
7,164
54
7,218
12.3
1977
with
strategy
3,790
54
3,844
6.5
WITHOUT STRATEGIES
1979 1981 1984
4,852 3,468
58 63
4,910 3,531
8.3 6.0
2,339
70
2,409
4.1
(8-hour average)
II-A-5
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technique used in the present study was an extension of the conventional
rollback technique to the extent that it was assumed first, that the constant
of proportionality between emissions and concentration may be derived from
emissions emanating from the relatively small area around the sensor
(the traffic zone) and second, that this constant of proportionality
(the emission/concentration ratio) could be applied to determine pollutant
concentrations in other zones of comparable area on the basis of the pollu-
tant emissions in those zones.
Some justification of the first assumption can be
found, for example, in recent work of Hanna and Gifford who
demonstrate the dominance of urban pollution patterns by the distribution
of the local area sources. The success of their urban diffusion model,
in which concentration is simply directly proportional to the area source
strength and inversely proportional to wind speed, is attributed largely
to the relatively uniform distribution of emission within an urban area
and the rate at which the effect of an area source upon a given receptor
decreases with distance. In the proportional model, meteorological effects,
such as wind speed, are assumed to be duplicated over one-year periods.
The validity of the second assumption depends, in large part, upon the
extent to which diffusion and transport parameters are uniform from zone
to zone - a factor which could not be investigated because of the con-
straints of the program. Thus, it was felt that, in the absence of a
more sophisticated technique, the use of this extension to the proportional
model was justified first, to obtain some assessment as to whether the
II-A-6
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existing sensors were located in the hotspots, and second, to obtain
some assurance that transportation strategies intended to reduce emission
densities in one zone (to the level required to meet ambient standards)
did not increase emission densities to unacceptable levels in adjacent
zones. In Boston, it was decided by the Bureau of Air Pollution Control
and EPA to use only one e/c ratio because only one station was operating
at the time the maximum occurred.
As might be expected, where an urban area had several
sensors, the emission concentration ratios were widely different and this
served to underline the fundamental limitations of the technique employed.
An implicit assumption in the technique employed was that the air
quality in a traffic zone could be fairly represented by one concentration
level and that this level depended only upon the average emission density
within that zone. The two major factors mitigating against this assumption
are:
a) Emission densities are not uniform across even
a small traffic zone.
b) Concentration levels are not uniform across the
traffic zone partly because of the lack of uni-
formity of emission density and partly because
the point surface concentrations are affected
by micrometeorology and microtopography as well
as emission density.
Considerable judgement had to be used, therefore, both in the derivation
of e/c ratios and in their subsequent use. In heavily trafficked down-
town areas the variation was judged not to be too great, so that the
II-A-7
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single recorded concentration might reasonably be expected to be representa-
tive of the zone's air quality and emission density. However, in suburban
zones having overall low traffic densities, sensors were often found to
be placed at very localized hot spots, such as a traffic circle, so that
the recorded concentration levels were neither representative of the
overall air quality nor of the overall emission density in the zone.
The e/c ratio derived from the sensor in prediction
of 1977 concentration levels, gave air quality levels which were generally
representative of the suburban zone. However, it must be realized that
control strategies based on this procedure, while they may ensure that the
overall air quality in a suburban zone will not exceed ambient standards,
do not preclude the occurence of higher concentrations in very localized
hot spots such as might occur in the immediate vicinity of a major traffic
intersection.
b. Seasonal and Diurnal Variations
The carbon monoxide concentration level chosen as the
basis for the base year e/c ratio was the highest valid eight-hour average
obse^'M during the base year. The one-hour average either never exceeded
the standard or was very much closer to the standard than the eight-hour
average, so that controls required to meet the 8-hour standard would also
result in the 1-hour standard being met. Motor vehicle emissions over
24 hours, 12 hours and max. eight-hour periods were compared with sensor
II-A-8
-------
readings and the most appropriate period of time selected on which to
base calculations of emission density. Although seasonal variations in
readings were noted, traffic data was not available on a seasonal basis,
so that vehicle emissions were based on annual average work day traffic
data.
c. Background Concentrations
Background concentration levels of CO were not taken
into account. Where a zone was located near a large point source,
simple "worst case" diffusion calculations were performed to assess the
effect of the point source on the zone. In all cases, it was found that
this contribution negligible. Where a zone actually contained a large
point source, its emissions were found to be much greater than automotive
emissions within the zone and any problem in that zone was regarded as
due entirely to the stationary source.
3. Methodology and Discussion for Oxidants
The technique employed for oxidants was basically the
same as has just been described for CO with the major difference that
only one, the region within Route 128, was used as the basis for the pro-
portional rollback. Because of the length of time required for the forma-
tion of oxidants from hydrocarbon emissions, the relatively small areas
used as the basis for CO could not be justified. The region within Route
II-A-9
-------
128 was largely a matter of judgement and the decision was made in
concert with state and local officials and EPA. In general, it was
about the size of the metropolitan area.
The reductions in hydrocarbon emissions necessary to
achieve oxidant ambient standards were obtained from Appendix J, Federal
Register of August 14, 1971.
II-A-10
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B. DISCUSSION OF BASELINE AIR POLLUTION LEVELS
1. Natural Features of the Metropolitan Boston
a. Topography
The region is a flat coastal basin surrounded by a
semicircle of low hills to the south, west and north, and by Massachusetts
Bay on the east. These topographical features, while not of major conse-
quence, are of significance in confining the ventilation of the occasional
sea breezes.
Elevations vary from zero to 620 feet above sea level
and average 100 feet above sea level. The region is drained by several
rivers. The close proximity of the ocean greatly influences local climato-
logy and meteorology.
b. Meteorology
Climatological statistics for the Metropolitan Boston
area are based principally on observations from Logan Airport, at the
city center near the ocean.
The Metropolitan Boston Interstate Air Quality Control
Region experiences a coastal temperature climate with a normal annual
temperature of 51.4°F and a normal annual precipitation of 43 inches.
The data indicates that the prevailing northwesterly
winter wind has an average velocity of 12-15 mph with a resultant direction
of 300 degrees and a resultant wind speed of 7-10 mph. The information
II-B 1
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shows that the wind in the summer season, the prevailing southwesterly
wind, has an average velocity of 10-12 mph, a resultant velocity of 3-5 mph
and a resultant direction of 240 degrees.
The spring and fall seasons show a transition in wind
direction and average temperature, witha variation in resultant wind direc-
tion and resultant wind speed. The wind and the transition-weather variations
in spring and fall has changeable and less predictable weather patterns
during these seasons.
The months of December, March, June, and September
further complicate the weather patterns since these months are truly trans-
itional and, in most instances, do not follow the calendar seasonal weather
patterns.
The annual average morning mixing depth is 650 meters
and the annual average afternoon mixing depth is 1100 meters. The seasonal
averages vary from 475 meters for summer mornings to 800 meters for winter
mornings and from 1000 meters in autumn and winter afternoons to 1200
meters in spring and summer afternonns. The wind speeds vary from 8.8 meters/
second in spring afternoons to 5.5 meters/second in summer mornings with
annual averages of 7 meters/second for morning, and 8 meters/second for
afternoons. This data is summarized in Table 1.
Generally the area has fewer stable periods relative
to the typical Eastern United States meteorology. Periods of stable,
stagnant weather conditions (persisting 3 to 5 days) occur infrequently
II-B2
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TABLE II-2
AVERAGE MIXING DEPTH AND WIND SPEEDS FOR METROPOLITAN BOSTON
TIME PERIOD
MORNING
Winter
Spring
Summer
Fall
Annual
AFTERNOON
Winter
Spring
Summer
Fall
Annual
MIXING DEPTH
(me t e r s )
800
750
475
650
650
1000
1200
1200
1000
1100
WIND SPEED
(meters/second)
8.0
7.0
5.5
6.5
7.0
8.5
8.8
7.5
7.8
8.0
II-B3
-------
during the summer and fall. Such periods occur only about once or twice
a year.
2. Location and Type of Instrumentation
a. Instrumentation and Sampling Locations
Metropolitan Boston presently monitors carbon monoxide
andoxidants at Kenmore Square and at Wellington Circle as part of its air
quality monitoring network. Carbon monoxide was also sampled at Science
Park until May, 1972, when the station ceased operation. The University
of Massachusetts has monitored oxidants at its Surburban Experimental
Station, Waltham, Mass, for several years. The Environmental Protection
Agency monitored carbon monoxide and ozone at the University of Massa-
chusetts field station in Waltham, Massachusetts for a two-month period
in the summer of 1971. Data was also collected at two sites operated
during the summer of 1972 as part of a study by the Boston Transportation
Planning Review. Table II-3 is a brief summary of the operation of the situa*
tions.
1. Kenmore Square
The Kenmore Square air quality monitoring station
has monitored CO and Oxidants since December 1970. The station is presently
located at the intersection of three major roads in Boston: Commonwealth
Avenue, Beacon Street, and Brookline Avenue. The sampling port is less
than three meters from the road and approximately four meters above the
II-B 4
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TABLE II-3
STATIONS MONITORING CARBON MONOXIDE OR OXIDANTS IN METROPOLITAN BOSTON
LOCATION
Ketunore Square
Science Park
Wellington Circle
Wai Cham
A Street
South Boston
D Street
South Boston
POLLUTANT
Carbon Monoxide
Oxidants
Oxidants
Carbon Monoxide
Carbon Monoxide
Oxidants
Carbon Monoxide
Oxidants
Oxidants
Carbon Monoxide
Oxidants
Carbon Monoxide
Oxidants
I
METHOD
NDIR
Mast KI
Chemi lumine s c enc e
NDIR
NDIR
Chemiluminescenc<
NDIR
Chemi lumine s c en c <
Mast KI
NDIR
Chemi lumine s c enc e
NDIR
Chemiluminescenct
DATES OF OPERATION
12/70-Present
12/70 - 11/71
4/72 - Present
4/71 - 5/72
1/72 - Present
4/72 - Present
9/71 - 10/71
7/71 - 8/71
6/72-7/72
6/72-7/72
6/72 - 7/72
6/72 - 7/72
OPERATING AGENCY
Mass. Bureau of Air
Pollution Control
Mass. Bureau of Air
Pollution Control
Mass. Bureau of Air
Pollution Control
U. S. Environmental
Protection Agency
University of Mass.
Boston Transportation
Planning Review
Boston Transporation
Planning Review
B
-------
road. The station is in the midst of several blocks of five story row
houses, which impede the circulation of air in the area. An east-west
channeling of wind currents is expected in this area along the roadways.
Due to this circulation problem and the proximity of the station to the
street (less than 3 meters), the data collected at this site may be more
affected by traffic pecularities of the region than actual ambient condi-
tions. The station is so sensitive to local traffic that a small change
in the CO levels can be detected with every traffic light change.
2. Wellington Circle
The air quality monitoring trailer at Wellington
Circle, Medford, Mass., has been in operation since February 1972. It is
approximately three miles north of Boston within the traffic circle.
Three major arteries circulate traffic around the rotary. The inlet
port is approximately 20 meters from the road on two sides and an estimated
40 meters on the other two. The inlet port is approximately 3 meters above
the ground. The site is relatively open and should benefit from good
circulation from all directions.
3. Science Park
The Science Park station is presently not in opera-
tion. It has monitored CO since early 1971 and will soon be back in operation
at a nearby site. It was located at the entrance of the Boston Museum of
Science and Storrow Drive. It was moved because a parking garage was built
on the site. The trailer was located approximately 10 meters above
II-B 6
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the McGrath Highway and 10 to 15 meters back from the road.
The site was relatively open and near the ocean,
although the western side is blocked by the Science Museum. The site sits
on a bridge overlooking the Charles River.
4. Waltham Site
The Suburban Experimental Station operated by
the University of Massachusetts in Waltham, Mass, is approximately 8 miles
from downtown Boston. The sampling site is approximately 60 meters from
the nearest roadway. Route 128, a major expressway, is approximately
1 mile to the east and Waltham Square is one-half mile south of the sta-
tion. The University of Massachusetts has monitored oxidants for over
4 years using a Mast KI instrument. In addition EPA monitored carbon
monoxide and oxidants at this site during the summer of 1971.
5. BTPR Sites
The Boston Transportation Planning Review operated
two sites in Boston during the summer of 1972. The first station was
located on Albany Street in the Massachusetts Department of Public Works
yard, about 2 miles south of the downtown area and near the southeast
expressway.
The second BTPR site was on D Street in South
Boston at another Massachusetts DPW yard. D Street is about 1 mile
east of the downtown area and a mile south.
II-B 7
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b. Type of Instrumentation
1. CO Analyzers
The Kenmore Square, Wellington Circle and Science
Park stations all use an Intertech URAS II NDIR carbon monoxide analyzer
and have used them throughout the observation period. The other three
stations have all used the EPA reference method although the actual
models are not known.
2. Oxidant Analyzers
The Wellington Circle and Kenmore Square stations
both use a Bendix Chemiluminescence instrument and the BTPR sites soth
used a McMillan Chemiluminescence instrument. The EPA's data from the
Waltham site also used a Chemiluminescence instrument. The University
of Massachusetts data at Waltham and the Kenmore Square data previous
to 1972 used a Mast KI Oxidant monitor. All data were collected with
the EPA reference method or approved alternate.
3. Review of Air Quality Data
a. Genera1
CO and total oxidant concentrations observed in the
Metropolitan Boston area during the one-year period from 1 July 1971
through 31 July 1972 have been reviewed and the maximum values compared
to those reported in the implementation plan for 1970.
II-B 8
-------
The data are not yet summarized in a format that
allows for facile review. The EPA data handling system will be implemented
soon but is not yet in operation. Statistical summaries have been pre-
pared for the maximum 1 and 8-hour CO periods and 1-hour oxidant periods.
No 8-hour summaries are available unless the levels rose above 8 ppm. Due
to changes in the equipment and some maintenance problems, the stations
did not operate for a portion of the time. The number of days with
observations has also been summarized. Tables II-4, 5 summarize the max-
imum levels monitored at the various stations for CO and oxidants.
b. 1-hour Carbon Monoxide Levels
Tables II-(6-10) summarize the maximum 1-hour
levels observed at .the sampling stations.
There were no readings in excess of the maximum one-
hour standard of 35 ppm (40 milligrams/cubic meter) at any time from any
station during the period from June I, 1971 to July 31, 1972. The
standard was equalled on one occasion at the Science Park station, but
second highest one-hour reading was 26 ppm. Not much can be said about
the diurnal variation from the available data. As Figure II-l illustrates
the Kenmore Square station suffers from moderately high levels throughout
the day with noticeably lower levels recorded only in the early morning
hours. Wellington Circle (Figure 11-2 seems to have two rush hour periods
with a fairly high evening residual, perhaps the result of local effects
such as a nearby drive-in movie. Science Park (Figure II-3 with the exception
of one peak which occurred on a Sunday afternoon just previous to a
II-B 9
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TABLE II-4
HIGHEST AND SECOND HIGHEST CO LEVELS (IN PPM) OBSERVED IN METROPOLITAN BOS'iON
8-Hour Average
Highest 2nd Highest* 2nd Highest**
Kenmore Square 16.9 16.0 15.6
Science Park 18.9 18.4 14.3
Wellington Circle 17.1 16.9 14.9
Waltham 9.2 9.2 8.8
BTPR 1 N.A. N.A. N. A.
BTPR 2 N.A. N.A. N. A.
Implementation Plan 22.4 16.9
(1970 Kenmore Square Data)
1-Hour Average
Highest 2nd Highest
26
35
24
13
12.3
19.7
42
23.8
26
20
12.5
12.0
17-. f;
**
2nd Highest average following the maximum
2nd Highest average independent of the maximum
N.A. - Data not available
II-B 10
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TABLE II-5
MAXIMUM OXIDANT LEVELS RECORDED IN METROPOLITAN BOSTON
KENMORE SQUARE
Chemiluminescence
Mast KI
Maximum 1 hr Oxidant Level
(ppm)
,095
.150
WELLINGTON CIRCLE
.110
WALTHAM
Chemiluminescence
Mast KI
BTPR 1
BTPR 2
.179
.142
.186
.219
II-B 11
-------
M
I
NJ
TABLE II-6
MAXIMUM 1-IWVR CO CONCENTRATION OBSERVED AT UHMOtE SQUARE III PTM
DURING THE PERIOD 1 JUNE 1971 - 31 JULY 1»72
MOVR
1
J
3
4
i
6
7
«
»
10
11
12
13
14
15
16
17
11
19
20
21
22
23
2*
1971
JURE
6
J
5
2
2
3
4
9
10
10
9
8
8
9
11
9
10
10
8
9
8
12
13
13
JULY
10
9
7
3
3
3
4
12
IS
10
11
12
11
16
14
14
18
16
16
15
15
15
15
13
MIC
10
8
5
4
3
3
3
8
10
10
8
8
12
13
13
13
14
10
14
12
14
13
19
14
SEP OCT
10
7
6
4
2
2
5
16
17
16
16
13
15
13
22
19
20
16
18
16
11
13
15
10
NOV
8
7
6
Tj
U
1,
5
6
S
8
8
10
8
10
10
9
12
12
10
6
10
10
12
10
DEC
14
9
8
6
5
5
8
16
15
12
12
14
14
15
20
16
14
16
10
10
10
12
13
10
1972
JAN FEB
25
20
8
8
7
8
10
14
17
20
18
16
12
11
12
14
22
20
13
17
26
17
10
15
MAR
8.5
8.5
6.5
4.5
4
5.5
7
10.5
12
12
12
13
12
12
10
16
16
15
13
8
9
10
9
10
AFR
12
12
10
9
6
5
6
10
12
12
10
12
10
13
14
11
18
16
16
17
16
17
13
16
MAY
7.7
7.5
5.9
5.0
5.1
4.8
4.3
8.2
12.1
12.4
11.3
9.9
9.7
13.6
10.1
8.5
15.6
15.9
10.0
9.3
9.9
9.2
11.9
8.9
JURE
7.»
8.1
4.9
3.6
3.4
3.3
4.3
8.2
9.4
14.7
7.9
10.4
18.4
8.4
9.7
9.6
16.3
12.1
10.3
10.9
8.4
11.8
9.5
10. 1
JULY
10.7
11.6
5.6
1.6
2.9
2.7
4.2
9.7
7.7
23.9
9.1
8.5
9.3
9.4
8.0
8.2
8.9
10.4
8.0
9.3
8.6
14.7
16.8
14.4
MAX OHM
21
20
10
9
•
8
10
16
17
23. »
It
It
18.4
16
22
19
22
20
IS
17
26
r
19
14
MM BOM
BAYS WITH
O&S.
13
30
It
31
22
15.9
23.8
11
10
-------
TABLE II-7
MAXIMUM 1-HOUR CO CONCENTRATION OBSERVED AT WELLINGTON CIRCLE (IN PPM)
DURING THE PERIOD 1 FEBRUARY 1972 - 31 JULY 1972
1971
HOUR JAN
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
MAXIMUM
DAYS WITH
OBS.
FEB
10
7
6
4
4
4
16
16
16
11
10
7
8
9
10
8
14
16
20
20
17
17
24
19
24
15
MARCH
10
11
13
12
12
11
9
12
12
10
9
10
13
11
10
12
15
12
12
11
10
10
9
7
15
31
APR
14
13
12
11
8
8
9
14
9
8
7
7
8
8
9
8
13
17
12
12
12
13
14
13
17
30
MAY
6
5
6
5
5
6
9
9
7
8
7
6
7
7
7
10
13
15
10
9
10
8
8
10
15
30
JUNE
6
5
5
5
5
7
8
8
7
6
6
6
5
5
6
9
14
13
10
9
9
7
7
6
14
25
JULY
6
6
4
3
2
3
7
7
7
6
7
6
4
5
7
7
10
10
6
7
6
6
7
7
10
10
MAXIMUM
14
13
13
12
12
11
16
16
16
11
10
10
13
11
10
12
15
17
20
20
17
17
24
19
24
II-B 13
-------
M
I
TABLE II-8
MAXIMUM OBSERVED 1-HOUR CO CONCENTRATIONS (HI TTtT) AT KIDKE FAIX
DURING THE PERIOD 1 JUNE 1972 • 8 MAY 1972
HOUR
1
2
3
4
5
6
7
8
9
10
11
.12
13
14
15
16
17
18
19
20
21
22
23
24
MAX MI*
Mrs WITH
OSS.
1*71
JUNE
8
7
7
7
6
5
4
7
5
4
5
5
4
6
6
7
8
7
6
5
7
8
8
8
8
28
JULY
6
4
4
3
4.
3
3
5
7
6
6
6
5
8
8
9
16
15
10
7
6
5
6
8
16
31
ADC
5
4
3
3
2
2
4
7
7
6
6
5
3
5
6
5
10
11
4
6
7
7
7
6
11
28
SEPT
7
7
5
4
4
4
5
10
8
9
6
6
7
9
7
8
8
10
12
10
9
9
7
8
12
30
OCT
22
16
18
14
13
10
9
11
13
10
10
8
6
6
7
8
16
15
12
9
9
16
26
26
26
22
NOV
6
5
3
5
5
6
8
14
12
9
10
7
10
6
6
6
12
13
10
9
8
6
14
8
14
30
DEC
6
6.
4
3
4
4
7
9
9
10
8
8
10
9
9
11
13
10
8
5
6
8
9
8
13
31
1972
JAN
15
6
6
7
8
7
9
12
19
12
12
9
8
10
10
10
12
16
17
12
13
12
10
18
19
29
FIB
6
4
4
4
4
4
11
IB
15
12
9
10
8
8
10
10
16
14
10
10
8
8
8
9
18
27
MAR
6
6
5
5
5
6
10
12
10
11
11
8
B
14
35
10
13
14
12
7
6
8
10
6
35
31
AM
5.4
6.4
5.4
5.5
6.2
7.3
5.7
7.7
7.5
6.2
6.4
8.5
8.8
6.4
6.6
11.0
15.7
12.1
7.1
8.7
6.6
7.3
8.3
9.0
15.7
30
MAT
$
4
4
4
4
4
1
10
8
8
7
7
»
8
10
10
12
14
12
7
6
8
7
7
14
g
MAXIMUM
22
16
18
14
13
10
11
IS
1*
12
12
10
14
14
35
11
16
16
17
13
13
16
26
26
IS
-------
TABLE II-9
MAXIMUM 1-HOUR CARBON MONOXIDE CONCENTRATIONS (IN PPM)
AT ALBANY STREET STATION (BOSTON TRANSPORTATION PLANNING REVIEW)
JUNE 15, 1972-AUGUST 15, 1972
HOUR
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Max.
No. of Days
with Obs.
JUNE
8.6
7.7
7.2
7.7
6.0
7.7
8.6
9.7
8.0
7.9
8.7
9.0
11.7
11.5
11.5
11.4
12.0
11.0
10.1
9.5
9.6
8.7
9.1
8.8
12.0
15
JULY
7.8
9.4
9.8
9.9
9.0
9.3
10.0
11.1
11.7
11.2
11.0
10.6
11.1
11.3
7.2
7.6
10.7
12.3
10.1
9.5
9.6
9.7
10.6
11.1
12.3
27
AUG.
7.0
6.7
6.1
6.2
6.7
7.1
7.3
7.7
9.1
8.8
8.2
7.7
7.7
7.2
7.2
6.9
6.6
7.4
7.2
7.4
6.6
6.7
7.3
6.9
9.1
15
MAX.
8.6
9.4
9.8
9.9
9.0
9.3
10.0
11.1
11.7
11.2
11.0
10.6
11.7
11.5
11.5
11.4
12.0
12.3
10.1
9.5
9.6
9.7
10.6
11.1
12.3
II-B 15
-------
TABLE 11-10
MAXIMUM 1-HOUR CARBON MONOXIDE CONCENTRATIONS (IN PPM)
AT D STREET STATION (BOSTON TRANSPORTATION PIANNING REVIEW)
JUNE 15, 1972-AUGUST 15, 1972
HOUR
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Max.
No. of Days
with Obs.
JUNE
9.6
9.5
10.3
9.1
14.9
13.9
11.1
12.5
11.6
10.8
12.3
11.9
11.6
12.5
11.6
10.5
10.8
10.3
12.7
12.0
11.0
9.9
9.4
9.7
14.9
14
JULY
13.9
13.9
12.9
12.6
12.9
13.1
14.0
14.0
14.3
13.9
14.0
13.9
19.7
16.4
16.2
12.7
13.0
13.1
13.4
13.2
13.7
13.7
13.4
13.0
19.7
30
AUG.
11.3
11.2
11.4
11.3
12.6
12.7
11.1
10.4
12.5
12.7
14.9
15.0
12.4
12.2
15.7
12.6
11.3
11.7
11.4
12.3
13.2
11.8
12.6
12.1
15.7
15
MAX.
13.9
13.9
12.9
12.6
14.9
13.9
14.0
14.0
14.3
13.9
14.9
15.0
19.7
16.4
15.7
12.7
13.0
13.1
13.4
13.2
13.7
13.7
13.4
13.0
19.7
II-B 16
-------
Figure II-l Kenmore Square Maximum 1-Hour Carbon .Monoxide Levels.
T 1 1 1 1 1 1 1 [—
T—i—\—i—i—r
30
25
<
UJ
o
z
o
o
20
15
10
I
tu
J L
_L
_L
_L
_L
J_
J L
J_
_L
_L
8 9 10 II 12 13 14 15 16 17 18 '9 2O 21 22 23 24
NOON
-------
35
Figure II-2 Wellington Circle Maximum 1-Hour Carbon Monoxide Levels.
30
25
*e
o.
* 20
z
o
UJ
o
a
i
10
_L
_L
_L
JL
_L
_L
_L
JL
J L
_L
J L
4 5
9 10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
NOON
-------
Figure II-3 Science Park Maximum 1-Hour Carbon Monoxide Levels.
i r i i
T
T
30
25
E
CL
Q.
20
T
"T
T
15
8
10 II 12 13 14 15 16 17 18 19 20 21 22 23 24
NOON
-------
sporting event, follows the typical diurnal pattern of two rush hours
but has a relatively high late evening level, possibly a result of the
local sports arena and other night spots in the area.
The summer months had relatively low levels arid the
fall and winter data appeared higher but the seasonal variations were not
significant enough to evaluate based on the available data.
c. 8-hour Carbon Monoxide Levels
The data supplied by the Commonwealth of Massachusetts
was summarized up to the period ending March 15, 1972. The summaries
provided did not indicate levels if they did not exceed 8 ppm. The
blank areas in Tables H-ll, 12 are periods in which the levels never
exceed 8 ppm. No summaries were available for Wellington Circle. The
highest levels recorded were 16.9 at Kenmore Square and 18.9 at Science
Park. These compare with the levels of 13.3 and 16.9 used in the imple-
mentation plan as maximum values. With the exception of the one peak
period, the next highest levels unrelated to the 18.9 peak at Science
Park was 14.3 ppm. This compares with the one hour data which, in general,
showed Kenmore to be higher than Science Park.
d. Oxidant Levels
Hourly oxidants have only been monitored by the chemil-
uminescence method since April. The data reported previously has been
monitored by the Mast KI method. The data is presented in Tables 11-13
through 11-18. The totaT oxidant levels recorded by the last Instrument
II-B 20
-------
TABLE 11-11
M
M
M
MAXIMUM 8-HOUR CONCENTRATION (IN PPM) OBSERVED AT KENMORE SQUARE (BOSTON)
DURING THE PERIOD OF 15 JUNE 1971 TO 15 MARCH 1972.
NO ENTRY INDICATES MAXIMUM LESS THAN 8 PPM. NUMBER OF ADDITIONAL
VALUES GREATER THAN STANDARD (9 PPM) ARE SHOWN IN PARENTHESIS. ENTRY
IS AT HOUR ENDING 8-HOUR PERIOD.
HOUR JUNE
1971
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20 8.1
21 8.3
22 8.4
23 8.1
24 8.4
MAXIMUM 8.4
••;•. TL"ir,
EXCEED ST!? C
DAli WITH
OB S . i w
JULY
13.6(2)
12.8(1)
11.6
10.3
8.8
8.9
10.0(2)
11.0(1)
11.6(2)
12.6(2)
13.0(3)
13.0(2)
13.5(2)
14.5(2)
14.8(1)
14.6(2)
U.6
•^
30
AUG
10.4
9.6
8.4
9.0
9.8
10.4(1)
10.4(1)
11.3(1)
11.9(1)
1J.1
12.6
12.4(1)
11.7(1)
12.6
17
26
SEPT OCT
10.8(2)
9.9(1)
9.0
8.5
8.8
10.0
11.6
13.0
13.9
13.9
13.6(2)
13.6(3)
13.9(3)
14.0(2)
13.5(3?
13.5(2)
13.5(2)
13.5(1)
14.0
36
i:-. o
NOV DEC
10.4
10.1
9.6
9.0
8.1
8.4
9.9
11.0
12.0(1)
12.6(2)
12.6(2)
12.8(3)
9.9 13.0(4)
9.9 12.8(3)
9.6 12.6(3)
9.5 12.1(2)
9.1 11.8(2)
8.6 11.5(1)
8.1 10.9
9.9 13.0
5 39
12 22
JAN FEB MAR
1972
16.0(3)
16.9(2)
15.8(2)
14.8(1)
12.4(1)
11.6(1)
11.9
11.8
10.8
10.8(1)
12.5(1)
13.8(1)
14.4
14.8
15.0
15.0
15.6
15.6
14.8
14.0(1)
13.8(2) 8.4
13.9(2)
13.6(3)
13.6(3)
16.9
48
5 C 5
MAX
16.0
16.9
15.8
14.8
12.4
11.6
11.9
11.8
10.8
10.8
12.5
13.8
14.4
14.8
15.0
15.0
15.6
15.6
14.8
14.0
13.8
14.5
14.8
14.6
NO. OVER
STD.
12
9
5
3
2
2
1
1
1
2
2
4
3
4
8
8
13
16
16
15
15
14
13
12
-------
TABLE 11-12
MAXIMUM 8-HOUR CO CONCENTRATION (IN PPM) OBSERVED AT SCIENCE PARK DURING
THE PERIOD 15 JUNE 1971 TO MARCH 15, 1972.
NO ENTRY INDICATES MAXIMUM LESS THAN 8 PPM. NUMBER OF ADDITIONAL
VALUES GREATER THAN STANDARD (9 PPM) ARE SHOWN IN PARENTHESIS.
ENTRY IS AT HOUR ENDING 8-HOUR PERIOD
1971
HOUR JUNE JULY AUG SEPT
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18 8.3
19 8.6
20 8.8
21 9.1
22 9.0
23 8.9
24 8.3
MAXIMUM 9.1
D. TIMES
4CEED STDS. 020 0
DAYS WITH
OBS. 12 31 24 30
OCT NOV
15
16
17
18
18
18
16
14
13
12
11
10
9
8.
8.
9.
9.
9.
10.
13.
18.
27
19
.0(1)
.3(1)
.5(1)
.4(1)
.9(1)
.1(1)
.0
.1
.0
.3
.3
.5
.4
,3
,9
7 8.3
4 8.8
9 8.9
8(1) 9.0
0(1) 8.8
9 9.0
1
30
1972
DEC JAN
14
13,
11
10,
10.
9.
9,
8,
9.
10.
10.
10.
10.
10.
10.
8.1 10.
8.8 9.
9.0 9.
8.1 9.
9.
(1)10.
11.
12.
12.
9.0 14.
1 24
28 27
.3
.0
.6
.9
.3
.6
,3
,8
3
0
8
9
8
9
8
3
1
0
3
3
3
5
4
9
3
FEB MAR
9
8.
9.
10.
10.
10.
9.
8.
9.
9.
9.
10.
10.
10.
10.
10.
10.
13
.1
6
4
0
3
5
6 10.0
8 10.8
0 11.5
4 12.1
9 12.0
4 11.8
5 11.5
5 (1)10.4
5 8.9
4 8.5
5 12.1
9
MAX.
15
16,
17
18.
13,
18.
16.
14.
13.
12.
11.
10.
10.
10,
10.
10.
11
12.
! V
11.
11.
11
12,
13.
18,
.0
.3
.5
,4
,9
,1
,0
.1
0
3
3
9
8
?
fi
8
C.
}
0
8
5
b
4
9
9
26 15
II-B 22
-------
TABLE 11-13
MAXIMUM 1-HOVR CKIDANT CONCENTRATIOK (1N rrMl OBSERVED AT KEKMORE SQUARE
DURING THE PERIOD 1 JITCE 11'I TO M ArCl'ST 1972.
BtSCIX FRIEZ CHEMILUMINESCENCE
M
M
I
ro
HOUR
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
IS
19
20
21
22
23
24
nKKTKOK
SO. TIMES
EXCEED STD.
DATS WITH
CBS.
1971
JUKE
.070
.070
.080
.090
.DBS
.075
.055
.055
.065
.090
.095(2)
.115(3)
.105(4)
.120(3)
.120(5)
.125(4)
.115(3)
.HOC)
.100(3)
100(1)
.'.30(2-.
.145(2)
.110(1)
.085
.145
52
''6
JULY
.070
.060
.050
.050
.055
.040
.035
.050
.045
.055
.070
.090(1)
.080
.085
.080
.090
.090
.080
.100(1)
.1501-:)
.110
.080
.060
.040
.150
10
.'9
AUC
.035
.035
.040
.050
.050
.045
.040
.045
.045
.045
.050
.075
.110
.120
.120
.110
.100
.090
.095(1)
.085
105
.070
.050
.040
.120
9
2c.
SEPT
.065
.060
.055
.055
.050
.050
.040
.070
.060
.060
.045
.050
.060
.100
.060
.070
.070
.075
.080
.090
.115
.080
.060
.070
.115
3
;-
OCT
.035
.030
.025
.020
.015
.015
.030
.045
.045
.030
.030
.025
.030
.035
.035
.035
.050
.040
.035
.035
.035
.050
.030
.035
.050
0
24
NOV DEC
.055
.045
.040
.040
.030
.030
.045
.050
.035
.035
.025
.045
.020
.020
.015
.025
.030
.040
.025
.025
.025
.035
.030
060
.060
0
15 0
1972
.IAS FEE MAR APR
.013
.017
.021
.032
.039
.029
.025
.035
.039
.038
.039
.041
.043
.058
.068
.062
.041
.038
.047
.039
.048
.06:
.CSj
.054
.068
0
0 " " 15
MAY
.056
.051
.051
.042
.041
.035
.041
.042
.048
.054
.053
.067
.089
.085
.092
.094
.095
.095
.092
.079
.06:
.034
.030
.031
.095
31
JUNE
.027
.034
.036
.037
.042
.038
.029
.020
.024
.029
.042
.055
.079
.082
.071
.068
.055
.065
.058
.043
.045
.034
.015
.018
.052
1
30
JULY
.018
.013
.025
.027
.032
.027
.024
.020
.021
.025
.034
.045
.056
055
.058
.062
.062
.075
.058
.04?
.029
.0:2
.014
.019
.075
0
31
AUC
.020
.022
.020
.016
.015
.008
.004
.004
.007
.00".
.012
025
.023
.02<-
.04^
.02?
.029
030
o::
.019
012
.012
.011
.010
.048
0
22
-------
TABLE 11-14
MAXIMUM 1-HOUR OXIDANT CONCENTRATION (IN PPM) OBSERVED AT WELLINGTON CIRCLE
DURING THE PERIOD APRIL 1, 1972 TO AUGUST 31, 1972
HOUR
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
MAXIMUM
NO. TIMES
EXCEED STDS.
DAYS WITH
DBS.
1972
APRIL
.030
.032
.035
.040
.040
.037
.037
.040
.045
.047
.050
.050
.050
.055
.055
.052
.050
.037
.025
.020
.020
.020
.022
.027
.055
0
24
MAY
.040
.047
.055
.057
.065
.062
.052
.047
.052
.052
.055
.065
.085
.087
.100(1)
.110(1)
.102(1)
.075
.062
.052
.040
.042
.045
.042
.110
8
29
JUNE
.025
.027
.035
.045
.055
.055
.055
.035
.035
.035
.040
.040
.055
.075
.050
.055
.040
.030
.030
.035
.030
.040
.040
.002
.075
0
26
JULY
.001
.001
.002
.002
.002
.001
.000
.000
.000
.095
.003
.009
.005
.007
.006
.072
.005
.003
.002
.004
.001
.000
.001
.001
.095
1
9
AUG
.030
.032
.035
.032
.037
.028
.017
.014
.023
.030
.046
.081
.101
.102
.074
.070
.053
.039
.042
.035
.026
.030
.046
.047
.102
3
20
MAXIMUM
.040
.047
.055
.057
.065
.062
.055
.047
.052
.052
.055
.065
.085
.087
.100
.110
.102
.075
.062
.052
.040
.042
.046
.047
.110
II-B 24
-------
TABLE 11-15
MAXIMUM I HOUR TOTAL OX ID ANT CONCENTRATIONS (IN PPM) OBSERVED AT THE WALTHAM FIELD STATION DURING THE
PERIOD OF JANUARY 1, 1971 - AUGUST 31. 1972 (MAST KI METHOD)
M
Ul
1
2
3
-
5
6
7
8
9
10
11
12
13
It
13
It
17
18
19
2C
21
2Z
23
24
hAX D*JK
JA»
.030
.029
.029
.026
.029
.031
.030
.026
.023
.026
.029
.029
.030
.029
.030
.029
.024
.028
.028
.028
.028
.029
.026
.028
.030
NO. TIMES
EXCEEI- Stds 0
CAYS WITH
OBS.
31
m
.028
.033
.034
.034
.019
.024
.025
.024
.026
.029
.026
.027
.029
.031
.033
.033
.029
.017
.020
.013
.016
.021
.03!
.028
.034
0
28
MAR
.040
.040
.039
.040
.044
.050
.035
.033
.036
.039
.040
.044
.044
.045
.048
.042
.040
.04!
.042
.041
.039
.037
.037
.041
.048
0
:u
APRIL
.042
.049
.053
.055
.048
.044
.050
.045
.049
.055
.065
.067
.072
.065
.063
.061
. 05 5
.Ci'.
.000
. .'5t
.55;
.045
048
.-145
.072
0
30
MAY
.059
.061
.060
.058
.055
.050
.035
.041
.056
.057
.072
.075
.081
.079
.077
.078
.C-2
. ,bO
.-63
.356
.057
.056
05-
.057
.08!
^
3\
JUNE
.055
.045
.041
.039
.032
.035
.038
.044
.054
.068
.086
.083
.140(3",
.1,0(2)
. 140(2)
.110(2)
.102(3;
. 100,2)
.i:2U)
.137(1;,
.142(2)
.115.1)
.0900
.075
.:-2
13
•1
JULY
.047
.050
.050
.050
.052
.050
.045
.047
.047
.060
.080
.085
.ifcCC. i
. 1 00 1 1 .1
.0"7; 2 i
.lOOC,
.092
.105
.137(1)
.127
.097
-C'65
. o.= -->
.0-7
.1-0
18
31
AUG
.040
.037
.045
.035
.040
.042
.030
.032
.037
.045
.085
.110(1)
.liorij
.107(1)
.112.1)
.122(1)
.120(!)
.115(1)
.112(1,
. 117
.037
.060
.0-7
.0:0
. L22
19
SEPT
.025
.037
.030
.027
.022
.017
.017
.025
.032
.040
.055
.055
.066
.080
.087
.085
.067
.067
.050
.075
. ojo
. os;
.067
.1)60
.037
5
30
OCT
.018
.019
.017
.017
.022
.017
.016
.015
.019
.023
.027
.029
.039
.045
.052
. 046
.039
.028
.022
.015
.009
.012
.01-
.00"
.052
0
30
JUNE
.037
.045
.046
.060
.074
.065
.063
.057
.049
.048
.065
.075
.C8u
.06?
.065
.0=5
.065
.060
.053
. C 3 j
.j'-,
. o- :•
. ,3S
•-'"'
.080
0
29
JULY
.039
.037
.043
.042
.035
.039
.032
.032
.038
.057
.064
.065
.080
.085
.072
.078
.070
.088
.085(1)
.090(1)
.077
.055
.0^5
.0-4
.095
7
;,o
AUC
.052
.045
.034
.030
.024
.024
.016
.019
.027
.040
.075
.095
.090
.087(1)
.084(1)
.090(1)
.095
.098
.095
.085
.066
.062
.060
.056
.098
12
31
SEPT
.019
.015
.017
.015
.017
.017
.022
.028
.027
.035
.055
.070
.085
.077
.077
.082
.080
.064
.058
.037
.037
.031
.026
.025
.085
3
29
-------
TABLE 11-16
MAXIMUM 1HOUR OXIDANT CONCENTRATIONS (IN PPM) OBSERVED AT THE
WALTHAM FIELD STATION DURING THE PERIOD JULY 19, 1971 TO
AUGUST 31, 1971 (EPA Chemiluminescent Data)
(numbers in paranthesis indicate number of additional readings
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
MAXIMUM
NO. TIMES
EXCEED STDS
DAYS WITH OBS.
July
.049
.049
.059
.059
.054
.054
.049
.059
.094
.109(1)
.129(4)
.134(1)
.139(3)
.144(4)
.144(4)
.149(3)
.129(2)
.119(2)
.094(1)
.079
.064
.074
.059
.054
.144
39
13
August
.064
.064
.064
.064
.054
.049
.039
.069
.084
.099
.109(1)
.159(7)
.169(7)
.154(7)
.134(7)
.149(6)
.149(4)
.159(3)
.169(1)
.179
.144
.104
.064
.074
.179
57
31
II-B 26
-------
TABLE 11-17
MAXIMUM 1-HOUR OXIDANT CONCENTRATIONS AT ALBANY STREET (BTPR)
(numbers in parenthesis indicate number of additional readings
exceeding the standard)
JUNE 15, 1972-AUGUST 15, 1972
HOUR
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Max.
No. over Stds.
JUNE
.066
.072
.073
.121
.123
.091
.071
.058
.047
.052
.066
.108(1)
.115(3)
.125(3)
.120(2)
.109(1)
.107(1)
.090
.087(1)
.072
.073
.086
.061
.056
.125
22
JULY
.108(1)
.106(1)
.114(1)
.092
.090
.083
.078
.086(1)
.089
.088(2)
.121(9)
.138(10)
.158(15)
.172(14)
.165(18)
.177(18)
.151(12)
.152(13)
.186(11)
.178(7)
.138(6)
-104(4)
.140(4)
.109
.186
170
AUG.
.054
.047
.043
.048
.057
.061
.058
.046
.040
.063
.088
.100
.101(2)
.102(3)
.108(4)
.120(2)
.122(1)
.097(1)
.084
.067
.065
.066
.055
.050
.122
22
MAX.
.108
.106
.114
.121
. 123
.091
.078
.086
.089
.088
.121
.138
.158
.172
.165
.177
.151
.152
.186
.178
.138
.104
.140
.109
.186
No. of Days
with Obs.
16
31
15
II-B 27
-------
TABLE 11-18
MAXIMUM 1-HOUR OXIDANT CONCENTRATIONS AT D STREET STATION (BTPR)
(numbers in parenthesis indicate number of additional
reading exceeding the standard)
JUNE 15, 1972-AUGUST 15, 1972
HOUR
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Max.
No. over Stds.
JUNE
.070
.064
.118(1)
.173(1)
.202(1)
.218
.219
.181
.147
.127
.107(1)
.117(3)
.168(4)
.151(2)
.125(2)
.156(3)
.128(2)
.132(2)
.127(2)
.106(1)
.127
.101(1)
.109
.099
.219
48
JULY
.120
.147(1)
.120(1)
.087(2)
.082
.069
.060
.072
.088
.099(1)
.125(6)
.138(9)
.198(14)
.175(14)
.171(19)
.167(6)
.180(14)
.161(9)
.172(9)
.165(9)
.146(7)
.135(6)
.121(2)
.084
.198
160
AUG.
.046
.054
.060
.058
.058
.055
.057
.052
.050
.072
.090(2)
.125(3)
.139(5)
.146(4)
.166(6)
.167(6)
.154(5)
.143(2)
.130(2)
.107
.080
.060
.055
.045
.167
45
MAX.
.120
.147
.120
.173
.202
.218
.219
.181
.147
.127
.125
.138
.198
.175
.171
.167
.180
.161
.172
.165
.146
.135
.121
.099
.219
No. of Days
with Obs.
16
31
15
II-B 28
-------
in Waltham appear to be lower than those of ozone recorded by the chemil-
uminescence during the same time periods. The maximum levels recorded
by the chemiluminescence method by the Massachusetts Bureau of Air Pollu-
tion Control were .110 ppm at Wellington Circle and .095 at Kenmore Square.
The highest recorded by the Mast instrument was .150 ppm at Kenmore Square.
The maximum reading recorded in Waltham as part of an EPA study in Septem-
ber 1971, was .179 ppm. The University of Massachusetts Mast KI instrument
read .122 at the same hour. The Boston Transportation Planning Review
recorded a level of .219 ppm at their D street station in South Boston
using ohemiluminescence, the EPA reference method. The implementation
plan used the .179 ppm reported in Waltham as their basis.
Figures II-(4-7) show the maximum oxidant readings
throughout the day. The Wellington Circle data and the Kenmore Square
chemiluminescence follow typical patterns, but the Kenmore Square and
Waltham data show some unexplained double peaks. These may be due to
point sources in the area or other local factors which affect the normal
traffic patterns.
4. Implementation Plan Assessment
a. Carbon Monoxide
The Commonwealth of Massachusetts followed the format
described in 42 CFR, part 420, Appendix I. A proportional model based
on two separate cases was presented. The first case used the highest
eight-hour reading for the spring of 1971 at Kenmore Square which was
II-B 29
-------
0.12
Figure II-4-Wellington Circle Maximum 1-Hour Oxidant levels.
1
T
"T
T"
E
a.
Q,
O 0.08
UJ
o
2
O
O
0.04
8
9 10 II 12 13 14 15 16 17 18 IS 20 21 22 23 24
NOON
-------
0.16
Figure II-5 Kenmore Square Mast Instrument Maximum 1-Hour Oxidant
I 1 1 1 T
T
T
- 0.12
0.08
O.04
i—ir
_L
_L
_L
19 20 21 2t 23 2k
I 2
10 II 12 13 14 15 16 17 18
NOON
-------
Figure II-6 Kenmore Square Chemiluminescence 1-Hour Maximum Oxidants
0.12
T
E
Q.
Q.
0.08
<
-------
Figure II-7 Waltliam 1-Hour Maximum Oxidants.
22 23 24
NOONi
-------
13.3 ppm. The second was based on the second highest eight-hour reading
in 1970 of 16.9 ppm, also at Kenmore Square. The first case indicated
a necessary reduction of 32% and the second case indicated a necessary
reduction of 47%.
The estimate of carbon monoxide emission from motor
vehicle and non-motor vehicle sources was based on the most recent inven-
tory performed for the region. This inventory estimated total carbon
monoxide emissions to be 707,.625 tons in 1970 of which 698,424 tons were
from motor vehicles. A growth factor of 20% by 1977 was estimated for
the non-motor vehicle emissions. Referencing Appendix I of 42 CFR, part 420,
the emission reduction from motor vehicles due to federal controls was
estimated at 44% by 1977. The growth factor for motor vehicles implicit
in the nationwide emission estimates in Appendix I of 42 CFR, part 420
were assumed.
These calculations indicated that if the more stringent
case of 16.9 ppm were used as a baseline, then further reduction of 7%
beyond that provided by the Federal regulations would be necessary. Al-
though the plan stated that an additional 25% reduction in motor vehicle
emissions beyond that to be expected by federal action was necessary, no
further documentation was provided- Further communication with the
appropriate agency corroborated the 7% estimate.
b. Oxidants
The Commonwealth of Massachusetts followed the format
described in 42 CFR, part 420, Appendix J. The necessary reductions were
II-B 34
-------
cased on an oxidant concentration of .18 ppm for 1 hour measured by EPA
at the Waltham Field Station. Figure 2 in 42 CFR, part 420, Appendix J,
indicates a reduction in hydrocarbon emission of 56% to be necessary
to meet the oxidant standard.
The estimate of hydrocarbon emission from motor
vehicle and non-motor vehicle sources was based on the most recent inven-
tory performed for the region. This inventory estimated total hydrocarbon
emissions to be 168,500 tons in 1970 of which 119,241 tons were from motor
vehicles. A growth factor of 20% by 1977 was estimated for the non-motor
vehicle emissions. Referencing Appendix J of 42 CFR, part 420, the emissions
reduction from motor vehicles due to federal control was estimated at 50%
by 1977. No other growth factor for motor vehicles other than that implicit
in the nationwide emission estimates in Appendix J of 42 CFR, part 420,
were assumed.
The calculations indicated that a further reduction
of 60% beyond that provided by the federal regulations would be necessary
(Table 19). The plan stated a 50% reduction. This difference was a
result of use of the total transportation emissions rather than just the
motor vehicle segment so outlined in Table 18.
II-B 35
-------
TABLE 11-19
CARBON MONOXIDE EMISSION CALCULATIONS FROM IMPLEMENTATION PLAN
Case 1
13. 3-9
.x 100 = 32.3 percent reduction
Total CO emissions 1970 = 707,625 tons
Total CO emission to meet standards = (707, 677) x .677
= 479,062 tons
Total CO emissions from motor vehicles 1970 = 698,424 tons
Total CO emissions from motor vehicles 1977 = (698, 424) x -56
= 391,117 tons
Total CO emissions from non-motor vehicle sources 1970 = 9,201 tons
Total CO emissions from non-motor vehicle source 1977 = (9,201) x 1.2
= 11,041
Total CO emissions 1977 - 402 , 158 tons
*No Controls Necessary
Case 2
L^9g9 x 100 - 46.7
Total CO emissions 1970 = 707,625 tons
Total CO emissions in order to meet standard = (707,625) x 53.3
= 377.164 tons
Total CO emissions expected 1977 = 402,158 tons (see above)
7% reduction necessary
II-B 36
-------
TABLE 11-20
HYDROCARBON EMISSION CALCULATIONS FROM IMPLEMENTATION PLAN
.18 ppm of Oxidants = 56% reduction
Total Hydrocarbon emissions 1970 = 168,650 tons
Total Hydrocarbon emission to meet standards = (168,650) x .44
74,200 tons
Total hydrocarbon emissions from motor vehicles 1970 = 119,241 tons
Total hydrocarbon emissions from Motor Vehicles 1977 = (119,241) x .50
= 59,621 tons
Total hydrocarbon emissions from non-motor vehicle sources 1970 = 49,409 tons
Total hydrocarbon emissions from non motor vehicle sources 1977 = (49,409) x 1.2
59,291 tons
Total hydrocarbon emission 1977 118.912 tons
60% reduction of 1977 emissions necessary
II-B 37
-------
C. VEHICLE MILES OF TRAVEL
Basic transportation variables required in calculating emission
factors and identifying emission reductions are; vehicle miles of travel
(VMT) and speeds by facility type, vehicle age distributions, vehicle
mix, vehicle travel by model year, and travel characteristics. Traffic
and vehicle characteristic data were provided for the base year, 1971,
and for the design year, 1977.
The ensuing discussion summarizes methodologies used in
gathering and quantifying needed transportation data for 1971 and 1977.
Assumptions made during the study to obtain the needed transportation
data are stated and qualified.
1. Study Area
Transportation data was gathered for Boston and the environs
included within the Route 128 circumferential. For purposes of obtaining
emissions data as accurately as possible, the region was divided into
three areas (Figures II-8 and II-9). These areas correspond to the inner
city, the inner suburb, and the outer suburb. It was assumed that grids
within each area contained a uniform density of activities. A grid was
superimposed upon each of these three areas. The size of the grid
used in each area was a function of urban densities and activity con-
centrations.
For the Boston inner city area, the grid configuration used
corresponded to that developed by the Boston Transportation Planning
II-C 1
-------
BOSTON AIR QUALITY STUDY
GRID CELL CONFIGURATION
OUTER SUBURB
X-X INNER SUBURB ZONE
Figure II-8
II-C 2
-------
BOSTON AIR QUALITY STUDY
GRID CELL CONFIGURATION
INNER CITY AREA
. .**»Ni=;
£•*-•
M
CM
I
<£>
(C
i;
r*
s$^s&;
«sw
- "- imr^ • *-v
c .•*-ij7%^i\^
-i,.f. .
•jM:.
? ^* SiffJ—;
v ;:.
_S-'
-/
in
Figure II-9
II-C 3
-------
Review (BTPR) in their analysis of transportation and air pollution impacts.
Grid cells were 1.0 kilometer in length and 1.2 kilometers in width
(0.47 square mile). For the inner suburb area, a 3 kilometer square (3.47
square miles) grid cell was used. Due to the study area configuration,
a 5 kilometer square (9.65 square miles) grid cell was used as a guide-
line in the outer suburb area. Variation in grid cell size in the outer
suburb area was needed to conform to the physical layout of the defined
study area.
2. 1971 VMT Determination
Individual grid cells were used as a basis for inventorying
VMT. To determine the effects of travel on air quality, VMT was categorized
by type of facility and speed. The following classifications were used
to categorize type of facility: expressway-freeway, arterial, collector,
and local.
For the inner city area, total VMT by grid cell was obtained
from the BTPR. To adapt the travel data into the required form, it was
necessary to use the data which was classified by jurisdiction. A
jurisdiction is a sub-area having its own characteristics with respect
to vehicle miles of travel, vehicle hours of travel, and average speed by
type of facility. By identifying in which jurisdiction each inner city
grid cell was included, it was possible to factor total VMT according
to type of facility and average speed. Appendix A tabulates the 1971
inner city VMT data by type of facility and speed.
II-C 4
-------
For the inner suburb and outer suburb arsss, li. was necessary
to inventory VMT by a different method. Expressway, arterial and collector
facilities within each cell were identified and an estimate of Average
Daily Traffic (ADT) was assigned. The Massachusetts Department of Public
Works' automatic recorder counts were the primary source for estimates
of ADT. In addition, counts obtained under TOPICS (Traffic Operations
Program to Increase Capacity and Safety) studies were used to supplement
the DW automatic recorder counts.
With an estimate of ADT assigned to inventoried routes,
the length of each route was calculated. The product of ADT times the
length of the route resulted in an estimate of VMT. VMT for each grid
cell was then tabulated according to expressway-freeway, arterial, and
collector.
To account for VMT on network components not inventoried
because of the unavailability of traffic counts (mainly local streets),
a contingency factor of 30 percent was applied to existing grid cell
totals. This factor was based on a comparison between VMT totals for
routes inventoried in this study for selected communities and the VMT
calculated from traffic volumes inventoried in the TOriCS studies, which
includes major local streets. The City of Waltham was used as a represen-
tative case for the outer suburb area. Cambridge, Somerville, and Water-
town were used as the representative case for the inner suburb area.
Appendix A-l tables summarize inner suburb and outer suburb
travel data in terms of total VMT by grid cell and VMT by type of facility.
II-C 5
-------
Average operating speeds by facility type for the inner
suburb and outer suburb zones were assigned using the Highway Capacity
Manual and average network speeds from network descriptions developed by
the BTPR. Speeds in Table 11-21 are identified for both uncongested (off-
peak demand) and congested (peak demand) operations.
TABLE 11-21
OPERATING SPEED BY FACILITY TYPE
Facility Type
Expressway - Freeway
Arterial
Collector
Local
Uncongested
Speed
50
40
30
20
Congested
Speed
25
20
15
10
To convert traffic data from a 24-hour basis to needed
time frames, the following assumptions for the Boston area were made:
Duration of AM congestion period = 1 hour
Duration of PM congestion period = 1 hour
. Peak-hour volume = 10% of ADT
. Limits of 12-hour count period: 7:00 AM to 7:00PM
12-hour volume = 70% of ADT
II-C 6
-------
truck use, research data compiled in A System Sensitive Approach for
Forecasting Urbanized Area Travel Demands was used. For a city the size
of Boston, truck VMT is about 13.5 percent of auto vehicle miles. Adjust-
ments in travel patterns were considered to account for truck prohibitions
on designated Metropolitan District Commission facilities.
3. 1977 VKT Determination
In order to project VME to 1977, the nature of the traffic
network in 1977 was assumed. Currently, the BTPR is studying the feasibility
of constructing several major elements to the regional transportation
network. In light of the uncertainty of facility programming and con-
struction, it was assumed that five years is an absolute minimum period
needed before any major new highway facility could be operational. In
all likelihood, a major new regional facility would not be operational
before late 1978. If a third harbor crossing is built, it would not be
open before 1980. The only major new facility programmed for opening in
the 1977 time frame of this study is the 1-93 link from Somerville to
Boston.
No major land use changes were assumed. 1977 VMT estimates
were prepared using these basic assumptions. Projected rates of increase
in VKC to 1980 were obtained from the BTPR. Increases in 1977 VMT over
1971 were interpolated between 1971 VMT and the 1980 VMT obtained from
BTPR as indicated in Table 11-22. 1977 VME was obtained by applying
these rates of growth to 1971 VMT totals. Appendix A-2 tables summarize
resulting 1977 VMT by grid cell.
II-C 7
-------
9
17
35
7
12
25
TABLE 11-22
PROJECTED INCREASES IN VMT
Interpolated
1970-1980 1970-1977
Area Percent Increase Percent Increase
Inner City
Inner Suburb
Outer Suburb
Distribution of 1977 VMT by type of facility for the inner
city area was made by analyzing projected 1980 distributions obtained from
the BTPR. For the inner suburb and outer suburb areas, it was assumed
that the percentage of total VMT for each facility type in 1977 would
be comparable to that calculated for 1971. This is a reasonable assump-
tion inasmuch as no new major regional facilities were anticipated.
4. Vehicle Characteristics
Vehicles by age and passenger car-truck classification
according to 1971 registrations were obtained from R. L. Polk & Company
for the four counties comprising the study area as shown in Appendix B.
Based on comparisons made between counties and analysis of past registra-
tion trends, a vehicle age mix and passenger car-truck classification
representative of the overall study area as of December 31, 1971, was
determined as shown in Appendix C.
To calculate the average percentage contribution of VMT
by model year, percentages of vehicles by age classification were weighted
II-C 8
-------
jy annual miles driven per year by each age vehicle as illustrated in
Appendix D. This was done for both light and heavy duty vehicles.
Using R. L. Polk & Company data for the Boston truck regis-
trations for the first six months of 1972, trucks over 6000 pounds gross
vehicle weight (GVW) were further subdivided into diesel powered and
gasoline powered classifications. Of trucks over 6000 pounds GVW, 10
percent were found to be diesel powered and 90 percent gas powered.
Based on discussions with the Massachusetts Office of the American Truck-
ing Association, it was assumed that a balance exists between in-state
and out-of-state truck use in Boston.
To estimate the percentage contribution of diesel truck
use and heavy duty gasoline truck use as a percent of total VMT, the
previously obtained percentages were weighted by annual miles driven by
each type of truck. Annual miles driven by classification was obtained
from data compiled by the Massachusetts Department of Corporations and
Taxation. Table 11-23 summarizes the procedure used in weighting absolute
percentages by miles driven.
Using these derived proportions with estimated truck VMT
of 13.5 percent of passenger car VMT, the following constants (Table 11-24)
were calculated to identify truck VMT as a percent of total VMT.
II-C 9
-------
TABLE 11-23
PROPORTION OF TRUCK VMF BY FUEL TYPE
Truck
Tvoe
Diesel
Gas Powered
(1)
Proportion
of Total
.10
.90
(2)
Annual Miles
Driven
60,000
12,000
(1) x (2)
(100)
60
108
Proportion of
Truck VMT
60/168 •= .36
108/168 = .64
TABLE 11-24
Area
Inner City
Inner Suburb
Outer Suburb
PERCENTAGE TRUCK VMT OF TOTAL VMT
BY AREA AND TYPE OF FUEL
•t
Percent of Total VMT
Gasoline Powered Trucks
10.04
8.68
8.68
Diesel Powered Trucks
5.57
4.82
4.82
Percentages for inner city vary because VMT data obtained from BTPR
did not include truck VMT. Data compiled for the inner suburb and
outer suburb areas accounted for truck use.
II-C 10
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D. DERIVATION OF AIR QUALITY LEVELS
!• Baseline Air Quality Projections
a. Carbon Monoxide
The air quality data available for the Metropolitan
Boston area indicated that the diurnal variation was not the significant
factor in determining when the 8-hour carbon monoxide standard would be
exceeded. Therefore, the projections were based on 24 hour daily traffic.
Discussion with EPA Region I and the Massachusetts
Bureau of Air Pollution Control determined that estimates should be
based on the highest level recorded in the implementation plan. Hence
22.4 ppm recorded on October 28, 1970 at Kenmore Square was used as the
only baseline level for the whole region.
Review of the available stationary source data indicat-
ed that their contribution was minor. After discussion with the Bureau of Air
Pollution a growth factor of 20% from 1970 to 1977 as used in the implementation
plan was determined to be the best estimate available. The 9,201 tons/
year were apportioned evenly across the region.
Since the air quality data is for 1970, the 1970
vehicle mix and an extrapolated 1970 vehicle mile tabulation are used.
Rollback estimates were made throughout the region within Route 128,
using an emission density -concentration ratio of e/c = i.7> =* 1,240
^- ^ . T1
2
(Kg/day - mi - ppm). Table 11-25 presents the baseline estimates
II-D 1
-------
H
CJ
1-0
7.3 BOSTON 2.6
TABIE 11-25 3-Hour Maximum Ambient Air Quality Estimates for Carbon Monoxide in 1970 (In PPM)
-------
for carbon monoxide in the region of interest. The levels outsiae cnac
region do not exceed the standards.
b. Oxidants
Due to the nature of oxidants and the recorded high
levels in the western suburbs, it was determined that air quality level
should be projected regionwide within Route 128 consisting of 243 square
miles. It was also determined in discussion with EPA Region I and Mass-
achusetts Bureau of Air Pollution Control that 24 hour daily traffic
should be used as the baseline.
After reviewing the air quality data with Region I
EPA and Massachusetts Bureau of Air Pollution Control it was decided
that the baseline estimate would be determined based on the highest day-
light hour reading at any station. Accordingly, a baseline of .198 ppm,
measured at BTPR 2} was used to determine the necessary rollback.
Projection of non-motor vehicular source emissions
provided by the Massachusetts Bureau of Air Pollution Control proved to
be significant. The basis for the figures is the most recent and revised
emission inventory completed for the region. The most significant revision
was the addition of bulk storage of gasoline which was estimated at
15,000 tons/year. Since this data was calculated for 1970 and the plan
indicates 15% growth from 1970 to 1975, a 67=, growth factor was used to
estimate 1972 emissions. Non-vehicular emissions for 1972 were 68,274
tons/year or 170,000 kg/day. The data is summarized in Table 11-26.
II -D 3
-------
TABLE 11-26
NON-VEHICULAR
HYDROCARBONS EMISSIONS INVENTORY FOR THE
REGION WITHIN ROUTE 128
1970 1972
Emissions Emissions
(Tons/Year) (Tons/Year)
Aircraft 6,922 7,337
Other Transportation 246 261
Gasoline Marketing 6,530 6,922
Area Source Solvents 25,314 26,833
Point Source Solvents 4,818 5,107
Solid Waste Disposal 1,042 1,105
Fuel Combustion 4,537 4,809
Bulk Storage 15.000 15,900
64,409 68,274
II-D 4
-------
Motor vehicle emissions were estimated using the EPA
emission factor for 1972 and vehicle miles for 1972. The 1972 vehicle
miles were determined by interpolating between the 1971 and 1980 vehicle
miles as discussed in Section II-C. The emission calculations for hydro-
carbons were computed for each zone. However, after review of the air
quality and discussion with EPA Region I and Massachusetts Bureau of Air
Pollution Control, the entire region was taken in aggregate. The total
motor vehicle hydrocarbon emission rate was 131,555 Kg/day.
The procedure outlined in 42 CFR, part 420 Appendix J
was followed to estimate oxidant emission reductions necessary. The
curve showing the relationship between the oxidant concentration and the
required reduction in hydrocarbon emissions to achieve the standard is shown
in Figure 11-10. The necessary reduction of 65% was determined from the
federal curve in the above guidelines and the calculations are summarized
in Table 11-27.
2. 1977 Air Quality Projections
a. Carbon Monoxide
Table 11-28 presents the expected air quality
for 1977 in the inner city region. The estimates are developed using the
rollback technique described in 42 CFR, part 420. The emission estimates
for 1977 use an adjusted vehicle age mix for 1977 and the 1977 traffic
data. This data was developed by interpolating between 1971 and 1980
traffic data as described in Section II-C. The 1977 stationary emission
II -D 5
-------
H
M
tJ
100
Figure 11-10 Relationship of hydrocarbon reduction to oxidant concentration.
T
0.10 0.15 0.20 0.25
MAXIMUM MEASURED PHOTOCHEMICAL OXIDANT CONCENTRATION, ( ppm )
0.30
-------
TABLE 11-27
NECESSARY REDUCTIONS FOR HYDROCARBONS FROM 1972 EMISSIONS
Ambient Air Quality = .20 ppm
% Rollback = 65%
Non-Vehicular Emissions = 170,002 kg/day
Motor Vehicular Emission = 131,555 kg/day
Total Emissions = 301,557 kg/day
Emissions to Meet Std. = 105,545 kg/day
II-D 7
-------
I
o
00
Table 11-28. 8-Hour Maximum Ambient Air Quality Projections for Carbon Monoxide in 1977 (In PPM),
-------
2
density of 114 Kg/ml -day was added. Then using the same e/c ratio, con-
centration projections were made. The three maximum zones, Science Park,
Haymarket Square and Kenmore Square, exceed the standards by substantial
margins and will require reductions in emissions of 39%, 33% and 27%
respectively, from the expected 1977 levels. Two other zones, one in the
Washington Street and Albany Street area, and the other in the East Boston
area by the Callahan-Summer Tunnel, require much smaller reductions (47*
and 2% respectively) within the region to meet the standards.
b. Oxidants
Due to the high level of stationary source emissions
in the region it was necessary to develop an estimated reduction in non-
motor vehicle emissions. Discussions with the Massachusetts Bureau of
Air Pollution Control indicated that at maximum the emissions in 1972
of 170,002 Kg/day could be reduced to 51,000 Kg/day and indicated that
this should be used to project 1977 estimates. Table 11-29 indicates the
reductions necessary. With the assumed emission reductions for stationary
sources, transportation controls must further reduce motor vehicular
generated hydrocarbons in the entire region by 25%.
II-D 9
-------
TABLE 11-29
HYDROCARBON EMISSIONS (Kg/24HR.) AND OXIDANT LEVELS (ppm)
WITHOUT SOURCE OR TRANSPORTATION STRATEGIES
1972
1977
without
Transportation
Strategy
1977
with
Necessary
Oxidant
Strategy Only
Vehicular Emissions 131,555
Non-Vehicular Emissions 170,002
Total Emissions 301,557
Oxidant Level
(1-hr average) .20 ppm
72,101
51,000
123,101
.10 ppm
54,545
51,000
105,545
.08 ppm
II-D 10
-------
E. CARBON MONOXIDE AND OXIDANT IN 1978 AND 1979 WITHOUT CONTROL
STRATEGIES
Following are air quality levels up to the year in which the
standards are met by only the Federal Motor Vehicle Control Program.
1. Carbon Monoxide
Tables 11-30 and 11-31 show the expected air quality on
emission density maps for 1978 and 1979. The problem is very greatly
mitigated with the passage of time and all but one zone meet the carbon
monoxide standards in 1979 without any controls. It is evident that this
zone will also meet the standards with the passage of time. These tables
were generated in the same manner the 1977 table was generated, using the
adjusted vehicle age at mix the beginning of the year.
2. Oxidants
Predictions of hydrocarbon emissions from motor vehicles
in 1978 and 1979 show, as Table 11-32 indicates, that if the control
expected for stationary sources are met and grow again yearly at a 37»
rate and maintained in 1978 and 1979, then the air quality standards will
also be met without any transportation controls in 1980. These predictions
were made in the same manner previously described for 1977.
II-E 1
-------
1-1
M
ro
o 10.1
KENMORE
SQUARE
>*JJ SOUTH
/^ BOSTON
1.4
TABI£ II-30
8-Hour Maximum Ambient Air Quality Projections for Carbon Monoxide in 1978 (In PFM)
-------
H
1
TABLE 11-31 8-Hour Maximum Ambient Air Quality Projections for Carbon Monoxide in 1979
-------
TABLE 11-32
HYDROCARBON EMISSION KATES AND OXIDANT LEVELS (PPM) IN
METROPOLITAN BOSTON WITHOUT SOURCE OR TRANSPORTATION
STRATEGIES (Kg/Day)
Vehicular Emissions
Non-Vehicular Emissions
Total Emissions
1977
72,101
51,000
123,101
1978
61,000
52,500
113,500
1979
52,500
54,000
106,500
Oxidant Level
(1-hour average)
.10
.089
.081
II-E 4
-------
III. EVALUATION OF CANDIDATE TRANSPORTATION CONTROLS
A. MAGNITUDE OF REDUCTION REQUIRED
It is necessary to cast the discussion of individual strategies
or a program of strategies, within the framework of the air pollution
problem definition so as to set a perspective on which controls would
be most effective. To meet and maintain the mentioned ambient air
standards for carbon monoxide in Boston by 1977, the percent emission
reductions shown in Table III-l are needed. Carbon monoxide is a localized
problem, concentrated in the areas of the inner city shown in Table III-l.
Controls aimed at reducing carbon monoxide emissions can therefore be
directed to the particular problem area.
The oxidant problem in Boston, unlike carbon monoxide, is not
a localized problem. To meet the national standards for oxidants, an
approximate 25 percent reduction in hydrocarbon emissions is required
for the area within Route 128. This will require enormous restrictions
on urban mobility within the region.
III-A-1
-------
TABLE III-l
CO REDUCTION REQUIRED - 1977
GRID % REDUCTION
AREA DESIGNATION* FROM 1977
Science Park - North Station 2-4 39
East Boston by Sumner-Callahan Tunnel 2-6 2
Haymarket Square - Tunnel Entrance 3-5 33
Kenmore Square 4-2 27
Washington Street - Albany Street 5-4 4
* See Figure II-2
-------
B. 1977 TRAVEL PATTERNS
Figure III-l illustrates the nature of estimated trip movement
into the Boston inner city area for 1977. Trips shown in Figure III-l
are those with destinations in the inner city, and do not include intra-
zonal trips; trips with destinations external to the inner city; taxi,
school or airport trips. The number of trips by vehicle and transit
(23)
were obtained by interpolation from 1963 base year figures and the
BTPR 1980 trip generation estimates. Trips with origins or destinations
in the inner city area represent an estimated 50 percent of total trip
movement within Route 128. Working assumptions associated with the
1977 assignment include no further parking policies for the core area
and a moderate investment improvement program in the transit system
(these assumptions are outlined in the evaluation section for mass
transit.)
The 1977 travel patterns are a base measurement of both total
trips movement into the core and the mode used. With these figures and the
needed VMT reduction, the number of trips affected were identified and
the capabilities of mass transit to handle additional volumes were assessed.
III-B-1
-------
Figure III-l
1977 TRIP MOVEMENT FOR
BOSTON REGION
INNER CITY
22,0001
OUTER SUBURB 8 INNER SUBURB
V = VEHICLE TRIP
T = TRANSIT TRIP
NOTE.- FIGURES DO NOT INCLUDE THE FOLLOWING TYPE TRIPS >
INTRAZONALS, TRIPS WITH DESTINATIONS EXTERNAL TO THE
CORE, TAXIS, TRUCKS, SCHOOL TRIPS, AIRPORT TRIPS.
I J.I-B-2
-------
C. STRATEGY EVALUATION
Figure III-2 illustrates the process used in developing the
recommended program strategy and timetable. Basic criteria used in evalu-
ating each strategy included: technical feasibility, probable impact on
air quality and implementation obstacles. Implementation obstacles, in-
cluding institutional, legal, political, and economic impacts are des-
cribed in Chapter V.
Table III-2 lists all the strategies considered in the framework
of this study. Regional development strategies and transportation system
planning strategies were not examined in the study, as they could not be
implemented within the time frame for the selected strategies. Long term
approaches should be considered in the continuing planning process.
III-C-1
-------
PRELIMINARY SCREENING OF CONTROL STRATEGIES
IMPACT EVALUATION OF FEASIBLE STRATEGIES
POTENTIAL PROGRAM STRATEGY
Figure III-2
Alternative Control Strategy
Evaluation Process
III-C-2
-------
Table III-2. CANDIDATE STRATEGIES
Reduce Emission Rate
Source Control
Retrofit
Inspection/Maintenance
Gaseous Fuel Conversions
Traffic Flow Improvements
Surveillance and Control
Design and Operational Improvements
Truck Loading Zones
Driver Advisory Displays
Reduce Vehicle Miles of Travel
Reduce Travel Demand
Four Day Work Week
Parking Management
Peripheral Parking Facilities
Road Pricing
Gasoline Rationing
Increased Fuel Tax
Increase Transit Use
Commuter Rail System
Rapid Rail and Bus Systems
Increase Car Occupancy
Car Pooling
Modify Travel Patterns
Work Staggering
Bypass Through Traffic
Vehicle Free Zones
III-C-3
-------
D. PRELIMINARY CONTROL SCREENING
Initial review of candidate strategies consisted of identifying
which strategies could be eliminated due to the necessary implementation
time, the technical state of the art of the particular control measure,
or the probable impact on air quality. Public agency contact played an
integral role in this initial evaluation. Based on consideration of these
criteria, the following strategies were not considered viable in the
Boston area.
1. Driver Advisory Displays
The objective of this control is to inform motorists of the
traffic conditions on a freeway, thereby encouraging the use of alterna-
tive routes when the expressway is congested. The effectiveness of this
strategy is contingent upon the expressway being closely paralleled by
one or more arterial streets which can serve as alternative routes.
The application of this strategy to the Boston region shows
little potential in effecting improved traffic flow because of the latent
demand on the expressway and arterial systems, and the absence of alter-
native routes paralleling major expressway facilities.
2. Gasoline Rationing
A gasoline rationing strategy would allot each vehicle a
certain amount of gasoline per unit time. The vehicle owner would then
be forced to regulate his vehicle travel to those trips that he would
accomplish within his gasoline allotment.
III-D-1
-------
Gasoline rationing was not considered to be a viable strategy
for two reasons. First, it would be politically difficult to implement.
Second, a statewide program of gasoline rationing would be ineffective
because of nearby alternative supplies available in adjacent states.
3. Increased Fuel Taxes
One objective of increasing fuel taxes, other than for
revenue purposes, could be to discourage auto trips. Gasoline taxes,
however, are not a direct, out-of-pocket cost which is incurred with
each trip, thereby reducing the motorist's sensitivity to the increased
charge compared to a more direct pricing system.
As shown in the following discussion, the effect of increased
fuel taxes on reducing VMT would not be significant unless a substantial
rate increase was implemented. Again, the alternative of purchasing
gasoline in adjacent states would be an obstacle to implementation.
The average auto trip length in Boston is approximately 7,5
miles. It is estimated that one gallon of gas can propel a car approxi-
/
mately 12 miles. This results in .625 gallons of gas being consumed per
auto trip. If an additional fuel tax of 80 cents per gallon were in-
stituted, then the additional auto user cost per trip would be 50 cents.
An analysis of price demand relationships indicates that a 50 cent increase
in auto user cost would decrease vehicle trip ends to the core area by
5.6 percent. Since local VMT generates approximately 33 percent of the
total VMT in the core area, the resultant VMT decrease in the core area
would be 1.9 percent.
III-D-2
-------
cased on the necessary fuel tax increase needed to generate
an approximate 2 percent reduction in VMT and the proximity of alternative
fuel sources in neighboring states, it is concluded that increasing fuel
taxes an amount that is politically and economically feasible would not
effect a significant reduction in VMT.
4. Car Pooling
The average car occupancy for a home-to-work trip in the
Boston region is 1.1 persons per vehicle. The concept behind car pooling
is to accommodate the same number of persons in fewer autos, thus reducing
the absolute number of vehicle work trips.
Past efforts to promote car pooling on a voluntary basis in
other urban areas have been unsuccessful. To significantly increase car
occupancy, a system of car pool incentives would have to be initiated.
Such incentives could include graduated parking fees based on auto occu-
pancy or a pricing policy with higher tolls for low-occupancy vehicles.
Another approach is similar to that being implemented in the San Francisco
Bay Area, wherein car-pool vehicles may share reserved bus lanes, and are
not required to pay bridge tolls.
For the Boston area, car pooling is viewed as a complimentary
control to be used in conjunction with a road pricing or parking management
strategy. By itself, voluntary car pooling holds little promise.
5. Bypass Through Traffic
Bypassing through traffic would include designating a major
facility such as Route 128, as part of the Interstate system. Currently,
III-D-3
-------
1-95 terminates at Route 128 south of Boston, with no connecting link to
the continuation link north of Boston (under current conditions, it is
unlikely that 1-95 would be linked through the Boston inner city). The
concept behind designating Route 128 as 1-95 is to provide continuity
between the two existing terminal points. In theory, this would divert
trips from passing through the inner city area.
Because of the large number of "repetition" drivers in the
Boston area, the effectiveness of this strategy is largely diminished. It
is felt that commuter trips, the main group of auto trips which need to be
reduced, will not be affected by efforts to bypass through traffic.
6. Vehicle-Free Zones and Moving Sidewalks
In the inner city area, one of the most critical problems is
the lack of separation between pedestrian and vehicular traffic. Two
schemes are presently in the planning phase by the Boston Redevelopment
Authority (BRA). One is the establishment of vehicle-free zones, and
the other is the moving sidewalk concept, with separation of vehicles and
pedestrians.
The vehicle-free zone being considered lies along the Wash-
ington Street retail area. Final plans for the implementation of such a
scheme are many years away, if in fact they will ever be implemented. Wash-
ington Street presently serves as the only south-to-north arterial street
through the downtown area, forming one-half of a two-way couplet with Tre-
mont Street. Providing an alternative facility will result in extensive
III-D-4
-------
lana cakings and does not presently appear to be a feasible solution.
Application of vehicle free zones does not appear applicable to other
parts of the city, also due to the dense urban activity and lack of
alternative facilities.
The moving sidewalk concept is a means of separating vehic-
ular and pedestrian traffic flow, with a resulting increase in safety and
improvements in flow quality. This concept is in the design stage (post
1977) and should eventually offer a means of reducing congestion in the
downtown core area, assuming the increased capacity derived from separation
of vehicular and pedestrian flows does not induce further vehicular
traffic into the area.
E. IMPACT EVALUATION OF FEASIBLE STRATEGIES
In this review stage, priority was given to those strategies
capable of being introduced by 1977, and which would reduce carbon mon-
oxide and hydrocarbon levels in the Boston region. Individual strategies
were evaluated in the context of technical effectiveness, economic im-
pacts, social impacts, and political feasibility. The product of this
analysis was the determination of definitive strategies to be incorpor-
ated into the recommended program strategy.
1. Source Control Strategies
A transportation strategy based on inspection and maintenance,
vehicle retrofit, or gaseous fuel conversion is a hardware-type control
which attacks the emission problem at the source, the automobile. In con-
III-E-1
-------
sidering retrofit, vehciles are discussed in the context of pre-controliea
vehicles — light duty vehicles sold nationally prior to 1968-- and con-
trolled vehicles—vehicles sold nationally in 1968 and subsequent years.
To achieve the maximum reduction from a retrofit program,
an accompanying inspection/maintenance program would be necessary. Peri-
odic testing of vehicles will ensure that control devices are operable
and comply with inspection standards.
The Environmental Protection Agency has identified guide-
lines of possible emission reductions through retrofit of precontrolled
vehicles, and retrofit of controlled vehicles. It is emphasized that if
the reductions attributed to a retrofit program are used towards achieving
air quality standards, then an inspection/maintenance program, requiring
at least an annual inspection to ensure that implied reductions are
actually being realized, is needed. An inspection/maintenance program
would also ensure that fully controlled vehicles, 1975 model years and
later, are continuing to meet EPA standards prescribed for 50,000 miles.
In the ensuing sections, the potential effect of retrofitting
precontrolled and controlled vehicles is evaluated. The second section
describes the potential of a state operated inspection/maintenance program,
evaluated from a framework of technical feasibility and related costs.
It should be noted at this point that although a retrofit program would
need to be accompainied with an inspection and maintenance program, an
inspection and maintenance program is not contingent on a retrofit pro-
gram. The final section briefly explains the possible uses and results
obtainable through gaseous fuel conversion.
III-E-2
-------
a. Vehicle Retrofit
Emission reduction potential of a retrofit program
for precontrolled and controlled vehicles for Boston depends upon the
proportion of vehicle miles of travel generated by precontrolled and
controlled vehicles and on the device used.
It is assumed that the 1977 age mix will be similar
to the 1971 age mix of light duty vehicles. In 1977, precontrolled
vehicles (pre-1968) will contribute 5.1 percent of the light duty
vehicle VMT generated. Controlled vehicles between 1968 and 1974 will
generate 66.5 percent of the total light duty vehicle VMT and controlled
vehicles between 1968 and 1972 will generate 40.3 percent of the total
light duty vehicle VMT.
Table III-3 shows the expected 1977 emission reductions
that would occur if precontrolled or controlled vehicles are retrofitted
with particular devices. Since these reduction devices are used on all
gas-powered light duty vehicles, except for motorcycles, the reductions
should be factored by the appropriate VMT factor. For example, if the
most effective retrofit devices are used on precontrolled and controlled
vehicles then the emissions from light duty vehicles would decrease by
38.4 percent for hydrocarbons, and 50.3 percent for carbon monoxide.
Since light duty gas vehicles generate 86.5 percent of the VMT in the
area and emissions per VMT are slightly more for heavy duty vehicles,
the area emission reductions would be slightly less than 33.3 percent
for hydrocarbons, and 43.5 percent for carbon monoxide. These reductions
will depend on the successful enforcement of the retrofit laws.
III-E-3
-------
TABLE III-3
POTENTIAL BENEFITS FROM RETROFIT
GASOLINE POWERED LIGHT DUTY VEHICLES
Average Percent Emission Reduction For The Area
PRE-CONTROLLED VEHICLES
1977
HC
CO
Lean Idle Air/Fuel Ratio Adjustment and
Vacuum Spark Advance Disconnect
Oxidizing Catalytic Converter and Vacuum
Spark Advance Disconnect
Air Bleed to Intake Manifold
Exhaust Gas Recirculation and Vacuum
Spark Adva'nce Disconnect
2.9
7.9
2.4
1.4
1.1
7.8
7.2
3.8
CONTROLLED VEHICLES
Oxidizing Catalytic Converter and Vacuum
Spark Advance Disconnect
Exhaust Gas Recirculation and Vacuum Spark
Advance Disconnect
30.5
42.S
1981
HC CO
HC
1984
CO
Oxidizing Catalytic Converter and
Vacuum Spark Advance Disconnect
20.8 37.5
8.9
15.2
III-E-4
-------
b. Inspection and Maintenance
A comprehensive study by the Northrop Corporation for
the State of California(22) has revealed that the key-mode inspection
program is the most cost effective of those reviewed. Although the pro-
gram would be costly for the State of Massachusetts, it would accomplish
the greatest reduction in emissions per dollar cost. The Registry of
Motor Vehicles has, for the time being, rejected the idea of an in-
spection program for Massachusetts; but those who have investigated
the possibility agree that the key-mode procedure would be the best choice.
Due to the very large capital investments required
for testing facilities, the program would be most efficient if state-
owned and operated. A strict enforcement program to ensure that vehicle
owners would not tamper with emission-critical components after testing
would be required.
The implementation of an inspection and maintenance
program using a loaded emissions test has been estimated to reduce ini-
tial emissions 25 percent for hydrocarbons, 19 percent for carbon monoxide,
and 0 percent for nitrogen oxide. Assuming twelve month periods between
checks and a linear deterioration rate this would result in an average
reduction of 12 percent in the rate of emission for hydrocarbons and a
10 percent and a 0 percent reduction for carbon monoxide and nitrogen
oxides, respectively. These average reductions in the rate of emission
for each pollutant are applicable to gas powered light duty motor vehicles,
and since these vehicles generate approximately 86.5 percent of all
III-E-5
-------
vehicle travel in the region, and emissions per VMT are slightly more
for heavy duty emission reductions would be slightly less than 10.4 per-
cent for hydrocarbons and 8.7 percent for carbon monoxide.
c. Gaseous Fuel Systems
Large-scale conversions to gaseous fuel systems in the
Boston area would be impractical and unwarranted in view of efforts cur-
rently underway to meet emissions standards through modification of con-
ventional gasoline engines. Basic limitations on a massive conversion
to gaseous fuel systems include the following:
1. limitations on fuel supplies in the Boston area.
, 2. lack of refueling facilities
3. capital costs of conversions
4. current legislation-prohibited use of gaseous fuel
systems on the Massachusetts Turnpike extensions
and in harbor tunnels.
The concept of gaseous fuel conversion is most applicable
to fleet vehicle operations such as taxicabs, or large industrial fleets.
The costs of converting to a gaseous fuel system ($300-$500), and the pro-
visions of a refueling station are a sizeable investment that can only be
amortized when applied to a large number of vehicles with a higher than
average mileage. The major incentive for converting to a gaseous fuel
system such as compressed natural gas, liquified natural gas, or liquid
petroleum gas, is the lower maintenance costs that would be incurred.
Fleet vehicles of 10 or more represent 3 percent of the
vehicle population in Boston. These fleet vehicles account for approximately
1II-E-6
-------
7 percent of the VMT in Boston.^ ' If one-fifth of these vehicles were
converted, then 1.4 percent of the VMT in Boston would be affected. It
has been estimated that an 85.3 percent initial reduction in carbon mon-
oxide can be obtained for certain fleet vehicles.^ ' Using this approxi-
mate reduction and applying it to the 1.4 percent, VMT affected would
result in a 1.2 percent carbon monoxide emission reduction. In specific
grid cells such as those in the Boston inner city, the VMT generated by
fleet vehicles could be substantial. For example, if 5 percent of all
VMT in a particular grid were generated by taxis, and if these taxis
were converted, an approximate 4.3 percent reduction in carbon monoxide
emission would occur.
As can be observed, gaseous fuel conversion can reduce
emissions in a particular grid cell, if the conditions are favorable.
Before a gaseous fuel conversion strategy could be implemented, safety
standards and regulations to cover use of gaseous fueled vehicles would
have to be developed.
III-E-7
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2. Traffic Flow Improvements
The transportation system in the Boston area, as in other
large urban areas, has many inefficiencies built into it. First, major
portions of the existing transportation system are underutilized while
other segments of the system are excessively overtaxed. Coordination
between various municipalities and between operating agencies to achieve
maximum system capabilities is inadequate.
Secondly, there is no policy within the region which
effectively distinguishes between the movement of people and goods. Within
the Boston metropolitan area, over 90 percent of all goods are distributed
by trucks, which must compete with the automobile for use of the available
resources. Trucks contribute significantly to urban congestion within
the Boston metropolitan area, both by their presence within the traffic
stream and by obstructions caused while loading and unloading goods.
With this as a framework, it is apparent that a top priority
goal of a transportation program for Boston should be the enactment of
management policies to better utilize available resources.
a. Surveillance and Control - Surveillance and highway
monitoring controls are used to optimize traffic flow on freeways by main-
taining a smooth, efficient, and economical level of traffic flow through
the use of electronic traffic monitoring and control equipment. Studies
toward implementing such a strategy for the expressway system throughout
Boston are presently being made.
III-E-8
-------
In concept, the technique consists of metering freeway
traffic volumes entering an expressway system by some form of traffic control
device, so as to maintain an acceptable level of service on the freeway.
Traffic flow theories indicate that if flow conditions are kept below a
certain level, stable flow will result; beyond this designated point
forced flow (with its associated stopping and starting) will prevail.
Several installations of ramp metering are being tested in other cities.
Although these controls reduce delays along the expressway, they may tend
to increase delays at entering ramps. Television surveillance is used in
association with control methods to spot accidents and other bottlenecks
in the system.
The effectiveness of this control for the Boston
metropolitan area is questionable. To effectively limit traffic volumes
from entering the expressway, an alternative facility is needed to enable
vehicles to bypass a congested area. In the Boston core, such alternative
facilities are not readily available. In addition, such a concept favors
vehicles already on the system (through vehicles) and hinders those wanting
to enter the system in congested areas (core city).
In general, less congestion on expressways .will result
in lower emissions of carbon monoxide and hydrocarbons; however, unless
methods for handling detoured vehicles are available, higher emissions
would result within the congested areas near the expressway. This concept
would also tend to encourage longer trips as vehicles already on the system
receive an advantage and may limit the number of vehicles closer to the
core which can enter the system, forcing these vehicles to utilize the
local street system.
III-E-9
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Television monitoring in conjunction with "changeab^.
message signs" advises motorists of traffic conditions on a freeway so they
may take remedial action to either avoid the bottleneck by exiting from a
roadway, or slow down to avoid adding to the bottleneck situation. The
potential of this control is limited, due mainly to the fact that an in-
sufficient number of vehicles will exit onto an alternate route and that
the alternate route generally will not have the capacity to handle the
diverted traffic.
In summary, it would appear surveillance and control,
as currently practiced, would not be effective within the Boston inner city.
b. Design and Operational Improvements
(1) Expressway Design - In urban areas, there are
locations which are most conducive to congestion. Boston is no exception.
Locations where major expressway facilities enter the Boston inner city
are obvious bottlenecks. Elimination of these bottlenecks is technically
feasible, but these improvements would not provide the solution to the
overall transportation problem within the Boston metropolitan area.
Many locations along the expressway system do
warrant improvements based upon safety and capacity problems. These
locations can be improved and congestion eliminated but only to the extent
of available capacity on adjacent elements of the system.
In summary, design improvements of the existing
expressway network can result in some pollution reductions. Two factors
ILI-U-10
-------
are needed to qualify this statement. First, is the assumption that the
improvement does not result in an increase of traffic (through induced and
diverted volumes) that would result in a pre-design situation. Management
of the system is needed to overcome this occurrence. Second, the overall
spot design improvement is not the basis for determining air quality or
traffic improvement. The defining factor is the net improvement which
can bring the bottleneck location up to the capacity of the adjacent
roadway network. Improvements that result in a capacity greater than
adjacent roadway network capabilities simply shift the traffic problem
(air quality problem) to a different area (the new bottleneck area).
Continual improvement will eventually result in the problem being shifted
to the prime destination area (the core city).
(2) Expressway Operation - Improved operational design
includes the utilization of reversible lanes, the possible closing of
ramps during specified hours, and the use of special purpose lanes.
The utilization of reversible lanes and closing
of ramps during specified hours are methods which may be applied to reduce
congestion, especially during peak hours. Outside of design difficulties
in implementing such a policy, this procedure encourages more vehicles
to use the system, thus taxing the terminal facilities. Such a procedure
is an effective way to eliminate a bottleneck with no major construction,
but is again limited in its benefits by the overall capacity of the entire
system.
III-E-11
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The special use of expressway lanes can be an
effective way of reducing the number of single-vehicle, single-person trips
by the establishment of priority for buses or car pool vehicles. Successful
applications of this technique are in operation in the Shipley Highway,
outside Washington, D.C. and on the Lincoln Tunnel approach to New York
City. The use of an exclusive lane for buses on the Southeast Expressway
has not had significant impact on vehicle travel on the facility. The
technical problems associated with this lane have meant that it could
be operational only during summer months.
(3) Arterial Flow Improvements - Arterial and local
street operation in Boston are characterized by frequent at-grade inter-
sections, unrestricted midblock access, and traffic signal delays.
Traffic on arterials and local streets is also susceptible to interruptions
by pedestrians, truck deliveries, parking maneuvers, and transit buses.
All of these factors result in both side and internal friction that cause
lower vehicle speeds and more stops and starts. Furthermore, the potential
for pollution control from smoothing traffic flow in downtown areas is
limited in many instances (e.g., widening intersection approaches) by the
already densely developed nature of the central business district (CBD).
It is on or near these downtown facilities where the highest traffic and
population densities are found, and where emission reductions would be
most required.
Examining the metropolitan area as an entire
region, traffic operational improvements to arterial streets can have an
effect on improving air quality. Elimination of bottleneck areas in and
III-E-12
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around the region will eliminate some congested flow and its accompanying
pollutant characteristics, but such improvements will be marginal.
In the inner city of Boston, traffic flow improve-
ments over the next five years could increase vehicular speed by 10 percent
for the peak 12 hour period. Since these programs affect only a portion
of the total travel in the inner city, the overall effect would be less
than 10 percent. It is estimated that 20 percent of the travel in the
inner city would be affected by these traffic flow improvements. The
result would be an average speed increase of 2 percent. Figure III-3
shows the approximate percent emission reduction for carbon monoxide and
hydrocarbons as a function of the percent increase in speed. From Figure
III-3 a 1.5 percent decrease in carbon monoxide and hydrocarbons emissions
would result when the average speed is increased by 2 percent.
In a metropolitan area such as Boston, the
additional capacity afforded by traffic flow improvements will quickly
by used due to diverted and induced volumes the additional capacity
attracts. Because of the imbalance in the supply-demand relationship,
increased capacity can rarely keep pace with increased traffic flow.
This highlights the need for coordination of traffic flow improvements
with companion controls, such as auto disincentives. For a localized
problem such as carbon monoxide, operational type improvements do show
potential in a complementary role to the primary control strategies.
Their application is particularly warranted in those grid c^-lls where
substantial carbon monoxide reductions are needed.
III-E-13
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100
90
"** w
& & 70
CO* CO*
I 2 60
CO CO
CO CO
w w
o u
U ffi
50
55 § 40
»—i i— i
w w
CO CO
-------
(4) Truck Loading Zones - In the Boston inner city
area, on-street loading and unloading of trucks and commercial vehicles
seriously detracts from the operational capabilities of major streets.
With the exception of some of the newer buildings, off-street loading
facilities are relatively scarce in the downtown Boston area.
Alternatives are available to lessen the effect
of truck loading operations on traffic movements. Hours of operation
could be staggered so as not to coincide with work travel hours. As
the largest demand for loading space is from 10:00 A.M. to 4:00 P.M.,
peak hour restrictions are a reasonable measure. However, such programs
would be generally opposed by truck operators due to scheduling and work
shift problems.
Off-street loading facilities could be required
for all new buildings. In addition, when space becomes available through
urban renewal or redevelopment of the more dense urban activity concen-
trations, a truck loading zone might be made available to provide an
off-street loading and distribution facility for contiguous areas.
3. Reduce Travel Demand
a. Four-Day Work Week - The journey-to-work constitutes
approximately 60 percent of peak hour traffic in Boston. In considering
work schedule changes for the Boston area, we are dealing with the single
most important travel pattern inherent to peak hour operation. In theory,
a reduction and/or temporal redistribution of trips which ameliorate work
peak travel demand has considerable potential. Of the two potential
work schedule changes, the four-day work week has greater promise for
III-E-15
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reducing overall emissions than a program of staggered work hours. Because
of the evolutionary nature of society, any widespread implementation of
the 4/40 (forty hours of work in a four-day period) concept is some years
away. Conversion to the four-day work week implies a profound alteration
of societal patterns such as productivity, work habits, recreational
patterns, and leisure time use. Implications of a large shift to a four-
day week would seem to preclude its introduction before 1977; however,
firms and government agencies could begin planning over that period for
possible implementation.
An optimum reduction in work trips attributable to a
four-day work week is 20 percent, based on spreading the eight trips
equally over five days. An associated benefit to the 20 percent trip
reduction would be an increase in average speed. It is estimated that
decreasing work trips by 20 percent during the peak period (assuming auto
occupancy and modal split remain constant), would increase average speed
by approximately 20 percent on facilities which previously were at or
near capacity. This would reduce carbon monoxide and hydrocarbon rates
of emissions by approximately 12 to 15 percent. Based on the modal split
model, work trips comprise approximately 40 percent of all trips in the
Boston region and at least 40 percent of the vehicle miles of travel.
Assuming an optimum trip reduction of 20 percent, the net reduction in
vehicle miles of travel would be approximately 8 percent. With approxi-
mately 20 percent of trips occurring during the peak periods, the emission
reduction due to increased speeds would contribute an additional .12 x .20
III-E-16
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= 2.4 percent. In total, a 20 percent reduction in work trips per day
would realize a 10.4 percent reduction in emissions.
Assuming that by 1977 approximately 15 percent of the
total work force (a figure approximating existing employment in the govern-
ment sector for Boston) could be on a four-day work week, a 1.5 to 2.0
percent decrease in emissions could be achieved.
b. Parking Management - Parking management can be effective
in controlling vehicle trips to and from congested areas of a city. The
supply of parking spaces, the use of those spaces, and the price of
parking are all variables used to influence travel patterns.
Limiting the number of parking spaces in one area
puts an absolute limit on the number of vehicles that can drive there
and park. The supply of on-street parking can be limited through municipal
parking regulations and their enforcement. Off-street parking available
for public use is more difficult to monitor, but can be regulated by
granting or denying land use permits to those proposing to build new
garages or to create new lots. Another possibility lould be to close
certain key garages before 9:30 a.m. In addition, fringe parking can be
provided along transit lines, major arterial facilities and commuter
railroad lines, thus encouraging transit usage and replacing parking
spaces lost from the central business district.
Manipulation of price levels and the price structure
for parking can also divert many trips to alternate modes. Prices can be
III-E-17
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monitored either directly, through price controls, or indirectly, through
taxes. Street parking can be made more expensive by reducing the number
of unmetered spaces, raising meter rates and increasing fines for parking
violations. Price control for off-street parking would specify rates
which might give discounts to car pools, short-term parkers and others
as well as raising the cost of all-day parking.
Taxation of all parking results in an increase in
parking prices and, at the same time, provides revenue to the governing
authority. This additional revenue may be used to improve transit and
fringe parking facilities, thus providing an alternative mode of travel.
Parking taxes may be levied as a transaction tax or as a tax on gross
receipts or as a sales tax on parking fees. Any of these taxes could be
limited to certain hours. By applying this tax for example, to gross
receipts on parkers entering before 9:30 A.M., the tax would fall primarily
on long-term parkers. Taxation could be imposed on spaces in a city's
central business district, throughout the city or even on a regional basis.
Taxation on a regional basis would tend to lessen the imbalance created
by imposing parking taxes in the core only.
The use of off-street parking spaces can be controlled
to some extent without managing parking supply or parking rates. For
example, groups of spaces may be reserved for specific users, such as car
pools, neighborhood residents or short-term parkers.
All of these methods provide means of encouraging at
least some of the persons who drive their vehicles to the center uf the
III-E-18
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city each day, to seek out alternatives to driving. Some will join car
pools, others will use transit, and still others will continue to drive
their vehicles. The overall effect,, however, will be a reduction in
total vehicle-miles of travel in the city.
The Boston Transportation Planning Review, after
extensive analyses of the transportation system, travel patterns, and
growth characteristics of the Boston area, has determined the approximate
number of person trips between the core and suburbs which would be diverted
from vehicular travel to transit by increasing parking costs. These
trip reductions are shown below as a percentage of 1977 total person
trips between suburb and core.
TABLE III-4
AUTO PERSON TRIPS DIVERSIONS
$1.00 Increase
$2.50 Increase
Diverted Trips
in Daily Parking Fee
in Daily Parking Fee
Work Other
13.0 0
26.0 0
(Percent)
Total
5.6
11.0
In order to convert these vehicle trip reductions to
reduction in total vehicle miles of travel, several assumptions were made.
Trips from the area very near the core are far more elastic than trips
from farther away, due to the greater availability of transit and shorter
distances. Based on trip distribution analysis, 25 percent of all trips
destined for the core area were estimated to originate outside Route
128. Another 25 percent were estimated to originate in the outer suburbs
III-E-19
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while 50 percent were estimated to originate in the inner suburbs.
The resulting values for vehicle-miles of travel
reduced by each of the strategies are shown in Table III-5.
These figures show a maximum reduction in VMT of
about four percent using any one of these strategies. These analyses,
however, are conservative, since they are based for the most part on past
trends and assume only minimal transit improvements.
TABLE 1II-5
REDUCTIONS IN DAILY VEHICLE-MILES OF TRAVEL
$1.00 Increase $2.50 Increase
In Daily Parking In Daily Parking
Charge Charge
Core
Percent Reduction of Total VMT 1.87
Inner Suburbs
Percent Reduction of Total VMT 1.06
Outer Suburbs
3.74
2.12
Percent Reduction of Total VMT .48 .96
Many of the measures discussed above can be implemented and
would be effective to some extent in reducing vehicle trips into Boston.
A parking tax levy would increase the cost of parking and provide revenue
for transit at the same time. It is important that this revenue be ear-
III-E-20
-------
marked for transit improvements. The tax would then benefit those who do
not drive and penalize those who do, while maintaining mobility for each.
It is also essential that the cost of parking for the
long-term parker and not the short-term parker be increased since the
long-term parker is also the peak-hour driver — the source of peak-hour
congestion and excessive concentrations of pollutants. The short-term
parker presently pays a much higher rate than the all-day parker ($1.20/
hour for 30 minutes, $0.31/hour for all day) and he would probably pay the
same proportion of any imposed tax, if individual garage operators made
the determination. The result should be a rate inversion, giving the all
day parkers the disadvantages. This would also tend not to discriminate
against downtown merchants and businesses. Rate changes might include long-
term penalties or peak-hour penalties, and perhaps car pool discounts.
Some effort should also be made to control the supply
of parking perhaps by refusing land use permits where added parking space
would generate unwanted traffic. The use of existing spaces should also
be controlled by closing certain key garages during the morning peak and
perhaps reserving other spaces for car pools.
c. Peripheral Parking Facilities - Provision of park-
and-ride and kiss-and-ride facilities in conjunction with improvements
to the mass transit and commuter rail systems can have a positive effect
on home-to-work trip movement in Boston in terms of air quality considera-
tions. In addition to diverting auto trips to alternative modes of
transport, fringe parking facilities are necessary to alleviate some
III-E-21
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of the negative impacts of enacting a CBD parking management plan.
The Massachusetts Department of Public Works is
currently studying potential sites for fringe parking areas around the
City of Boston, utilizing state-owned properties near major arterials
and transit lines where they cross Route 128. The study will also
explore sites along 1-93 between Somerville and Route 128. It is hoped
that a parking facility there might ease the problem at the Central
Artery interchange. Special attention will also be given to the MBTA
Riverside Terminal, where Route 128 and the Massachusetts Turnpike
intersect.
The Boston Transportation Planning Review has made
some recommendations, based for the most part on the need for fringe
parking, at those locations. The feasibility of establishing parking
facilities at the sites remains to be examined. BTPR's recommendations
include parking at the Orange Line and the Blue Line of the MBTA Rapid
Transit System and at 17 different sites adjoining commuter railroad
lines.
If fringe charges are minimal, auto users could
possibly save $1.50 per day by parking in fringe parking areas instead of
parking in the inner city. According to the Boston modal split model,
a savings of $1.50 per day could divert 7.3 percent of all vehicle trips
destined to the inner city to terminate in fringe parking lots instead of
in inner city garages. This would result in a 2.43 percent decrease in
VMT in the inner city of Boston. By appropriately locating these
III-E-22
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fringe parking lots in particular transportation corridors, insignificant
VMT increases would occur in the grid cells which contain these fringe
parking areas. The object is to provide sufficient fringe parking near
each transportation corridor so that auto users who used to park in the
inner city would now park in the fringe areas without significant incon-
venience.
d. Road Pricing - The implementation of a road pricing
strategy can have a potential in effecting a reduction in VMT. Road
pricing would help to decrease VMT by imposing operating penalties, or
disincentives, in the form of special charges on traffic crossing into
the central Boston cordon area.
To accurately evaluate a road pricing strategy requires
sophisticated analysis of supply-demand relationships inherent to the
Boston area that are beyond the scope of this analysis. In evaluating the
potential of a road user charge on travel through the Boston core area,
it is a safe assumption that the effect would be a considerable reduction
in traffic volumes with an accompanying change in modal mix.
Based on results obtained from sensitivity analysis
using the Boston modal split model, applying a 25-cent road user cost to
all vehicle trips entering or leaving the core area would increase the
modal split 1.4 percent. Since the approximate modal split ror the core
area is projected to be 50 percent in 1977, the 25-cent road user cost
would reduce local VMI by 2.8 percent in the core area. Also, since local
III-E-23
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trips generate 33 percent of the total VMT in the core area, a 25-cent road
user cost would reduce total VMT by .9% in 1977. A 50-cent road user cost
would correspondingly reduce local VMT by 5.6 percent and total users
would also be penalized. In fact, by definition, a through trip would
enter and leave the core area twice a day per trip and therefore would
pay twice as much per trip as the local user. Therefore, a 25-cent
road user charge would add up to a 50-cent charge per trip. This addition-
al cost would divert a portion of the through trips around the CBD core,
would increase car pooling or would increase transit usage.
Implementation of a road user tax could take the form
of a toll charge on major facilities, a daily pass displayed within the
vehicle, or some kind of metering internal to the vehicle.
Ancilliary affects of a road pricing scheme in terms
of economic, social, and administrative implications need to be accurately
quantified before the actual implementation of the strategy. Road-pricing
policies can adversely affect the economic growth and viability of a region.
Techniques are available for imposing road pricing.
The major problem associated with a pricing scheme is that of gaining
widespread public acceptance to limiting "freedom of the road", even in
areas of high pollution.
4. Increased Transit Use
In light of the needed reductions in VMT, alternative means
of transporting people must be provided. The probability of providing
III-E-24
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these alternative modes of travel by 1977 in Boston is dependent on mass
transit and commuter rail systems.
a. Mass Transit - Mass transit, as defined in the context
of this analysis, includes both rapid rail and bus systems. To obtain a
maximum diversion from auto travel to rail or bus systems, a mass transit
i
strategy must be accompanied by motor vehicle use restraints. Assuming
a modal split of the needed proportions necessitates a public policy
commitment to institute a program for managing and planning for the
expansion and improvement of the regional transit system.
An improved mass transit system is a vital component
in providing efficient accessibility to downtown Boston and assuring the
continued growth and viability of the inner city area. Underlying goals
of a transit improvement strategy can be simply stated:
Improve equality of mobility and provide
the best possible level of service to
those now using transit.
Make the service as attractive as possible
to increase ridership and reduce auto
usage while still providing a high level
of total mobility and accessibility to all
parts of the region.
A transit improvement package capable of being imple-
mented by 1977 can be termed a moderate investment program. In the case
of the Boston mass transit system, a moderate investment program would
include only minor extensions of existing lines such as the following:
III-E-25
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. Needham extension of Orange line to
Route 128
. Harvard line to Alewife Brook Parkway
. Green line to Franklin Park
Modal splits by zone shown in Figure III-l, entitled,
"1977 Trip Movement for the Boston Region/' were projected, assuming a
moderate investment program and the implementation of needed service
improvements such as improved physical plants, expanded schedules, and
more efficient operating patterns. Based on the transit usage analysis
performed by BTPR and assuming the institution of a moderate investment
transit program, a .78 percent VMT reduction would occur in the inner
City.
A maximum investment plan could be considered for
greater diversion; however, there is little probability that this plan
could be implemented by 1977. This plan would include an inner city
circumferential system utilizing either a "people mover" system or a bus
loop. Further extensions to the moderate system would be:
. Green line to Mattapan
. Orange line from Forest Hills to Canton
. Red line from Alewife to Lexington at Route 128
If the maximum transit investment program were insti-
tuted, a 1.45 percent VMT reduction would occur in the core area.
b. Commuter Rail - The commuter rail system in Boston
is relatively extensive compared to those now operating in other comparable
III-E-26
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urban areas. Currently, thirteen lines radiate from Boston, with the Penn
Central Railroad operating five to the south and west, and the Boston and
Maine Railroad operating eight to the north and northwest. Because of the
extensive geographical coverage of the system, there is no intensive
ridership in any one corridor, thus the impact is diffused throughout the
system.
Massachusetts is actively pursuing the development of
the commuter rail system to its fullest potential. The Commuter Rail
Improvement Program (CRIP) evolved out of the Boston Transportation
Planning Review (BTPR) as a separate, subsidiary, correlated and coor-
dinated effort in early 1971. It was co-sponsored by the Executive
Office of Transportation and Construction (EOTC) and the Massachusetts
Bay Transportation Authority (MBTA). CRIP's main purpose was to propose
a program for placing the commuter rail on a permanent and expanding basis
as an integral part of a balanced transportation system for the Boston
metropolitan area. Table III-6 illustrates expected ridership on the
commuter rail system.
The estimated system ridership for 1977 of 20,303 can
be assumed to be on the conservative side. An outside estimate of rider-
ship would approach 30,000. To set this estimated ridership in a perspective
of "absolute system capacity," the post World War II one-way ridership
ranged from 90,000 to 100,000. The tracks and right of ways used to
achieve this ridership are still in place. The major capacity constraint
is the lack of rolling stock.
III-E-27
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TABLE III-6
PROJECTED COMMUTER RAIL RIDERSHIP
Year
1972
1973
1974
1975
1976
1977
1978
1979
1980
Projected One Way
Ridership/Day
16,063
16,911
17,759
18,607
19,455
20,303
21,151
21,999
22,848
* Commuter Rail Improvement Program.
Society's desire for increased mobility is resulting
in increased car ownership and an increased dependence on the motor
vehicle. These socio-economic factors reduce the possibility of achieving
any massive diversion to commuter rail on the part of riders in the post-
war period.
Based on the 1964 Mass Transportation Commission Study
entitled "Mass Transportation in Massachusetts," and the 1963 origin and
destination survey, it is known that commuter rail is used proportionately
more for work trips to downtown Boston than any other mode. Of all rail
trips, 72.9 percent are work oriented. Due to this high percentage of
work trips, commuter rail use is highly peaked with 72.0 percent of all
inbound trips arriving between 7:30 and 9:00 A.M.
III-E-28
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In light of the previous discussion of system capacity
and associated benefits, the commuter rail system provides a valuable and
apparently viable alternative mode of transport to the automobile. Through
a well planned service and capital improvements program, coupled with a
program of pricing and regulation to discourage auto use, commuter rail
ridership could probably exceed the 30,000 upper limit expected for 1977
and possibly approach the ridership attained in the post World War II
period. Based on sensitivity analyses performed on the Boston modal split
model, the institution of an extensive transit network increased modal
split by less than 1 percent and decreased VMT by less than 1 percent.
As can be observed, an improved transit network is not expected to reduce
auto travel significantly. The substantial commuter rail impact will come
when VMT is reduced by imposing additional auto user costs.
5. Modify Travel Patterns
a. Staggered Work Hours - The effectiveness of a work
staggering program is highly dependent upon the number of controllable
employees who are: (1) within the Boston inner city area;
(2) travel during the peak period, and
(3) work for an identifiable number of
major employers.
In addition to the spatial and temporal characteristics of the work force,
it is important to identify the major employment sectors in the Boston
economy. Certain employment sectors (i.e. - Government jobs) are more
adaptable to work staggering than others.
III-E-29
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Over the past 20 years, jobs in the Boston area have
shifted dramatically from a manufacturing base to a predominance of
service sector jobs. The actual number of manufacturing jobs has been
reduced, and the proportion of total employement in manufacturing has
fallen from a third to a fifth.
Table III-7 illustrates the employment changes which
have taken place in Boston over the past two decades. The growing sectors
of the economy are those oriented to the production of services, specifi-
cally:
. wholesale trade
. retail trade
. finance, insurance and real estate
. services
. government
Within the City of Boston, work staggering is presently
going on in certain employment sectors to a limited degree. Industry is
generally staggered on a shift basis. Major retail operations start later
in the morning and quit around 6:00 P.M. Some insurance companies have
staggered their working hours to avoid peak hour congestion. The total
percentage now utilizing the work staggering concept, however, is relatively
small compared to total employment figures for Boston.
If the one-hour carbon monoxide standard is exceeded
in the future in Boston, then application of a work staggering strategy
could significantly reduce emissions during the peak hour. Work staggering
III-E-30
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TABLE III- 7
EMPLOYMENT CHANGE 1947-1970
BOSTON SMSA AND BOSTON
(7)
(in thousands)
Metropolitan Area
Agriculture - Mining
Construction
Manufacturing
Transportation, Communication,
Utilities
Wholesale
Retail
Finance, Insurance, Real Estate
Services
Government
Total
1947 %
3.
39.
291.
90.
58.
163.
49.
138.
86.
919.
7
5
0
0
2
1
9
5
1
9
4.
31.
9.
6.
17.
5.
15.
9.
100.
4
3
6
0
3
7
4
1
4
0
1970 %
3.
51.
277.
76.
81.
212.
92.
301.
137.
1,235.
4
0
0
9
5
8
9
9
2
1
4.
22.
6.
6.
17.
7.
24.
1.1.
100.
3
1
5
2
6
2
5
4
2
0
Boston
Agriculture -Mining
Construction
Manufacturing
Transportation, Communications,
Utilities
Wholesale
Retail
Finance, Insurance, Real Estate
Services
Government
Total
2.
19.
112.
73.
44.
93.
40.
71.
62.
5
3
6
3
3
1
5
8
2
519.4
.
3.
21.
14.
8.
17.
7.
13.
12.
100.
5
7
7
1
5
9
8
8
0
0
,
17.
65.
42.
41.
77
71.
114.
79.
509.
6
8
2
0
0
7
5
3
0
1
.
3.
12.
8.
8.
15.
14.
22.
15.
100.
1
5
8
2
1
3
0
5
5
0
III-E-31
-------
can result in a decrease in vehicle miles of travel during the peak hour
and an increase in average speeds. Assuming a 20 percent decrease in
vehicle miles of travel during the peak and an average speed increase of
20 percent, an approximate 12 to 15 percent reduction in emissions could
result.
In the case of Boston, the eight hour carbon monoxide
standard is being exceeded, necessitating a reduction in emissions during
the peak twelve-hour travel period. Work staggering would not significantly
reduce vehicle miles of travel for the twelve-hour period. On a twelve-hour
basis, the derived benefits of a work staggering program would result
mainly from the associated speed increases which would reduce carbon
monoxide and hydrocarbons emissions approximately 2 to 3 percent.
The Boston Chamber of Commerce looked at work stagger-
ing in the 1960's as a solution to some of Boston's congestion problems.
Results of the study showed that work staggering on a scale large
enough to have a major impact on congestion was not feasible.
With the growth of the service sector in Boston, even
more definite limits are placed on the potential of work staggering in
controlling peak period vehicle use. The service sector, geared to ser-
vicing the public, needs a compatibility of hours with the major influxes
of people more than do the other sectors such as manufacturing. Retail
activity can only shift hours of operation if customers reorient their
buying habits. Retail and wholesale firms also adapt their working hours
to industry requirements and to outside factors such as the flow of
materials from external areas.
III-E-32
-------
A secondary, but equally important, consideration is
the relationship of hours of operation to national firms. Coordination
of activity is particularly important to financial, insurance, and real
estate sectors.
Summarizing, the factors limiting the potential of the
work staggering concept include the following:
existing laws regulating hours of
operation--!.e., banks
need for compatibility of service
sector with public demand
relatively long duration of peak
travel demand periods
the deleterious effects on alternative
strategies such as car pooling and
mass transit usage because of schedule
limitations
the fact that work staggering would
not have a significant effect in
achieving an eight-hour carbon
monoxide standard.
III-E-33
-------
F. POTENTIAL PROGRAM STRATEGY
Transportation control strategies designed to attain the
necessary reduction in mobile source emissions by 1977 of carbon monoxide
and hydrocarbon-formed oxides have been described above. Table III-8
summarizes the preliminary estimates that were placed on each in order to
evaluate the candidate strategies. This Table was presented to the Environ-
mental Protection Agency, Regional Review Committee during the course of
the study.
The table shows the ranges of expected reductions and the
probable feasibility of implementation. The total emission reduction of
58.0 percent for hydrocarbons and 67.4 percent for carbon monoxide over-
states the potential somewhat, as the various elements are not necessarily
additive. The second total, excluding source controls, is also non-
additive. However, these indicate what level of reductions may be
expected.
1. Strategy Ranking
The strategy evaluation matrix shown in Table III-9 was
derived from analyses in the preliminary screening and impact evaluation
phases. Individual strategies were rated on the following criteria:
Technical Effectiveness -- the emission reduction
potential of the specific strategy;
Economic Impact -- a cost/effectiveness estimate,
including capital cost for the public sector,
private cost, and impact on regional economics;
III-F-1
-------
TABLE III-O.
.JVAL
ON iv
IX
Actions
Reduce Emission Rate
• Source Control
1. Retrofit (pre '75 vehicles)
2. Inspection & Maintenance
3. Gaseous Fuel Conversions
• Traffic Flow Improvements
4. Surveillance & Control
5. Design & Operational
Improvements
6. Truck Loading Zones
7. Driver Advisory Displays*
Reduce Vehicle Miles of Travel
• Reduce Travel Demand
8. 4-day Work Week
9. CI5O Parking Management
10. Peripheral Parking
Facilities
11. Road Pricing
12. Gasoline Rationing*
13. Increase Fuel Tax
• Increase Transit Riding
14. Commuter Rail, Rapid Rail
and Bus Systems
• Increase Car Occupancy
15. Car Pooling (voluntary)
• Modify Travel Patterns
16, Work Staggering (hours)
17, By-Paas Through Traffic*
18. Vehicle Free Zones
Technical
easibility
+
•f
+
+
+
+
+
+
+
+
Not
evaluated
-
+ '
.
+
-
7
Emission
Reduction
Core
CO 4.3%
1.5%
10. 0 %
4.0%
2.4%
2.0-10.0%
Not
evaluated
2.5%
2.5%
Not
svaluatec
Region
-------
TABLE III-9. STRATEGY EVALUATION MATRIX
STRATEGY
Reduce Emission Rate
Source Control
Retrofit
Inspection /Maintenance
Gaseous Fuel
Conversion
Traffic Flow
Improvements
Surveillance & Control
Design and Operational
Improvements
Truck Loading Zones
Driver Advisory Signs
Reduce Vehicle Miles of
Travel
Reduce Travel Demand
Four-Day Work Week
CBD Parking
Management
Peripheral Parking
Facilities
Road Pricing
Gasoline Rationing
Increased Fuel Taxes
Increase Transit Use
Commuter Rail /Rapid )
Rail /Bus Systems )
Increase Car Occupancy
Car Pooling (Voluntary)
Modify Travel Patterns
Stagger Work Hours
Bypass Through Traffic
Vehicle Free Zones
Sub-Ratings
Technical
Effectiveness
5
5
2
2
2
1
1
3
3
3
4
1
1
3
1
2
1
5
Economic
Impact
2
3
2
2
3
1
1
2
3
4
1
1
2
4
1
1
2
2
Political/
Social Institutional
Implications Feasibility
2
4
2
3
3
2
1
3
3
3
2
1
2
4
1
2
2
3
2
3
2
3
4
1
1
3
3
3
2
1
2
4
1
3
2
2
Final
Rating
3.2
4.0
2. 0
2.4
2.8
1.2
l.Q
2.8
3.0
3.2
2.6
1.0
1.6
3. 6
1.0
2.0
1.6
3.4
III-F-3
-------
. Political/Social Implications -- impact on social
problems and public acceptance;
. Institutional Feasibility -- relationship to existing
institutional framework and/or need for new institu-
tions to implement.
Of the four criteria, technical effectiveness was identified
as being most important and was weighted double. The final rating, based
on a one to five scale, was determined in the following manner:
Final Rating =
2 (Technical Effectiveness) + Economic + Political/Social + Institutional
5
Those strategies that received the higher rating were recommended and
selected such that their impact on the air quality was sufficient to
meet the standards. They are discussed in the next chapter.
III-F-4
-------
IV. SELECTION OF TRANSPORTATION CONTROLS AND ESTIMATE OF AIR QUALITY
IMPACT
A. RECOMMENDED PROGRAM STRATEGY
The recommended transportation control program for Boston is
shown in Table IV-1. Due to the uncertainties associated with the
feasibility and potential effectiveness of the primary strategies, a set
of contingency strategies has also been included.
Source control strategies have the greatest potential for reducing
regional emissions. Assuming retrofit of all pre-1975 light duty vehicles
for the four counties (Essex, Middlesex, Norfolk and Suffolk) comprising
the study area, a 33.2 percent for hydrocarbons and 43.5 percent for
carbon monoxide emission rate reduction on a region-wide basis could be
attained. An inspection and maintenance program is required if a retrofit
program is implemented. Utilizing Environmental Protection Agency (EPA)
guidelines, inspection and maintenance of light duty vehicles can bring
about 10.4 percent emission rate reduction in hydrocarbons and a 8.7 percent
reduction in carbon monoxide on a regional scale.
Transportation control strategies are more applicable to localized
areas. In quantifying the effects of transportation planning strategies,
the reduction in vehicle miles of travel and/or emission rate was calculated
for the inner city zone. For the inner and outer suburb zones, it was
found that the reduction in VMT or emissions would be approximately 20
percent of that assigned for the inner city area, using total VMT in
each zone as a guide.
IV-A 1
-------
TABLE IV-1
RECOMMENDED TRANSPORTATION CONTROL PROGRAM
* These two strategy groupings complement each other. Total reduction expected will
approximate 11.1 percent for the inner city, and 3. 9 percent for the region.
-------
A combination of CBD parking management, peripheral parking
facilities, and mass transit improvements could reduce emissions by 7.6
percent in the inner city area and by 2.6 percent in the region.
The effect of road pricing on travel characteristics is highly
dependent on the prica charged. Reductions in VMT from road pricing
for the Boston area could vary from 2 to 10 percent while reductions for
the region could vary from .68 to 3.4 percent. It was calculated that
a 25-cent toll on facilities crossing the Boston cordon line would reduce
local trip movement by 2 percent.
The effect of road pricing on external trips was not evaluated
as sufficient data on external trip movement was not available. Assuming
that external trip reduction approximates that of local trip reduction,
a 3.5 percent total reduction can be attributed to road pricing. As road
pricing, parking management, peripheral parking, and mass transit improve-
ments complement and support each other, it is expected that a total
emission reduction of 11.1 percent for the inner city and 3.9 percent for
the region could be achieved through a combination of the four strategies.
Traffic flow improvements, in combination with motor vehicle
restraints, would reduce emissions by 1.5 percent in the inner city and
by less than .3 percent in the region.
Table IV-2 summarizes the potential emission reductions of the
recommended program package. A 25 percent reduction of hydrocarbons on
a regional scale is necessary to meet the oxidant standards in Boston.
IV-A 3
-------
TABLE IV-2
EMISSION REDUCTIONS WITH RECOMMENDED CONTROL STRATEGIES
Percent Emission
Program
Element
Source
Control
Program
Strategy
Inspection and
Maintenance
Retrofit
Inner
HC
10.
33.
4
2
City
CO
8.7
43.5
Reduction
Region
HC
10.
33.
4
2
CO
8.
43.
7
5
Transportation
Oriented
CBD Parking
Management,
Peripheral
Parking Facili-
ties, Mass
Transit Improve-
ments, Road
Pricing
Traffic Flow
Improvements
11.1
1.5
11.1
1.5
3.9
.3
3.9
.3
TOTAL
56.2
64.8
47.8
56.4
IV-A 4
-------
A program of inspection/maintenance, CBD parking management, peripheral
parking facilities, and mass transit improvements would realize a 23.0
percent reduction in the inner city and 14.6 percent reduction in the
region. It is left to a retrofit program to contribute the additional
needed reductions across the region.
It is concluded that the required oxidant reduction can be
achieved in Boston through a program of source control and transportation
oriented strategies. Primary reliance is placed on the source control
strategies.
The Federal Motor Vehicle Emission Control Program greatly
mitigates the extent of the carbon monoxide problem by 1977, reducing
emissions of carbon monoxide by 407o. Application of the recommended
oxidant strategy should eliminate the carbon monoxide problem entirely
by 1977 for it provides an additional 567, reduction on the 1977 baseline
or a total reduction of 74% of the 1970 levels.
Special localized controls are possible in absence of a
control plan for oxidants and are described below.
Five inner city grid cells exceeded the carbon monoxide standards
in 1977- Two of these areas, the east Boston area by the Sumner-Callahan
Tunnel and the Washington St. - Albany St. area will be able to attain carbon
monoxide standards through a CBD parking management plan. The remaining
areas, Science Park, Haymarket Square and Kenmore Square, need substantial
emissions reductions to meet the standards.
IV-A 5
-------
Special treatment will be needed in these particular grid cells.
For example, the problem in the Science Park area will necessitate further
consideration of how many lanes on 1-93 should be opened.
The Haymarket Square area is the one problem location where a
partial vehicle free zone may be applicable and where the four-day work
week concept could be instituted on a large scale because of the high
percentage of government employees. Unlike the other two major problem
areas, the Kenmore Square area does not seem readily adaptable to any
special strategy consideration.
In the absence of localized treatments as mentioned above, carbon
monoxide standards will not be met in the Science Park, Haymarket Square,
and Kenmore Square grid cells unless a major retrofit program in implemented.
IV-A 6
-------
B. IMPACT OF RECOMMENDED SOURCE AND TRANSPORTATION CONTROLS ON AIR
QUALITY
The effects of the recommended strategies were calculated for
the inner city zones by estimating the emissions with the new 1977 VMT's
and reducing the light duty vehicle emissions first for inspection-main-
tenance and then for retrofit. As done in Chapter II the stationary
emission density was added, and then the rollback technique related the
emission densities to air quality. The 1977 VMT's and the calculations
for each zone are found in Appendix
1. Carbon Monoxide
Table IV-3 presents the expected air quality for 1977 in
the inner city region. The three maximum zones, Science Park, Haymarket
Square - Government Center, and Kenmore Square, which exceeded the stand-
ard by a substantial amount, meet the standards. To reduce the emissions
at Science Park, where they are highest, all the pre-1975 light duty vehicles
are required to be retrofitted even though it is more than enough for most zones.
Figure IV-1 shows how the implementation of the control
strategies reduces the concentration of carbon monoxide at Kenmore Square.
The effects of the transportation oriented strategies is noted during the
years 1973 through 1975. Then inspection-maintenance and retrofit applied
during 1975 and 1976 drastically reduced the concentration below the stand-
ard. The curve with the control strategy approaches the other around
1986 when retrofit, inspection-maintenance is no longer applied.
IV-B 1
-------
M
w
I
Table IV-3. 8-Hour Maximum Ambient Air Quality Estimates in PPM for Carbon Monoxide
in 1977 with recommended transportation control program.
-------
H
o
ffl
OC
4
WITHOUT CONTROL STRATEGY
STANDARD
WITH CONTROL STRATEGY
-o Hi
1
I
70 71 72 73 74 75 76
77 78
YEAR
79 80 81
82 83 84 85 86
-------
2. Qxidants
The recommended strategies sufficiently reduce the hydro-
carbon emissions to meet the oxidant standard of .08 ppm in the region
within Route 128. The calculations on Table IV-4 show how the various
strategies reduce the emission by 1977 to 98,830 Kg/day - 243 sq. miles,
which corresponds to .074 ppm. Figure IV-2 demonstrates the impact of
the control strategies measuring the percent reduction from the 1972
base year up to 1985. The corresponding concentrations are calculated
using the curve in Figure II-8. This new figure is found in Chapter VI
where the Surveillance Review Process is discussed.
IV-B 4
-------
TABLE IV-4
1977 HYDROCARBON EMISSIONS AND 1977 OXIDANT LEVELS
WITHIN ROUTE 128 REGION REDUCED BY SOURCE AND TRANSPORTATION
ORIENTED STRATEGIES
Area 243 sq. miles
WITHOUT STRATEGY
Vehicular Emissions
Non-Vehicular Emissions
Total Emissions
HYDROCARBON
EMISSIONS
(Kg/day)
72,101
+ 51,100
123,101
OXIDANTS
LEVELS
(ppm)
.100
WITH STRATEGIES
Vehicular Emissions
(less) Inspection &
Maintenance
(12% Reduction on LD Emissions)
.12 (45,727)
(less) Retrofit
(38.4% Reduction on LD Emissions)
.384 .88 (45,727)
Non-Vehicular Emissions
Total Emissions
68,780
- 5,500
63,280
- 15,450
47,830
+ 51,000
98.830
.074
IV-B 5
-------
I
w
CM
N-
Z
Ui
UJ
a,
40
20
1I1|~1I|IIIf
/ ™"
Without Control Strategies
With Control Strategies
I I I I I L
1
72 73 74 7® 76 77 78 79 80 81 82 83 84 85
YEAR
Figure IV-2 Reduction of Hydrocarbon Emissions with and without Control Strategies
-------
V. IMPLEMENTATION OBSTACLES
The following agencies and civic groups participated in meetings
and discussions concerning implementation obstacles:
Executive Office of Transportation and Construction
Boston Transportation Planning Review
Massachusetts Department of Public Works
Massachusetts Department of Public Health
Massachusetts Registry of Motor Vehicles
Massachusetts Bay Transportation Authority
Boston Redevelopment Authority
City of Boston Air Pollution Control Commission
Greater Boston Chamber of Commerce
Following are descriptions of obstacles that may be encountered in
attempting to implement the various transportation control strategies
outlined in the preceding sections. The discussion here covers only
non-technical factors, since technical factors are described above.
Conclusions regarding both technical and non-technical factors are pre-
sented in Chapter III.
The evaluation in this study is preliminary, but will provide a
substantive basis for more thorough and detailed evaluation of control
strategies in subsequent studies.
V-l
-------
Non-technical obstacles considered herein are:
. Institutional Obstacles
. Legal Obstacles
. Political/Social Obstacles
. Economic Obstacles
Discussion of these obstacles, which follows, is presented according
to control strategy.
A. INSPECTION, MAINTENANCE, RETROFIT
This strategy would require retrofit of precontrolled (pre-1968)
and controlled vehicles (1968-1974) to achieve maximum emission reduction,
periodic inspection, and maintenance of vehicles not meeting control
criteria.
1. Institutional Obstacles
In Massachusetts, this program might fall within the
jurisdiction of the Registry of Motor Vehicles which presently supervises
a .semi-annual safety inspection program. The existing Registry safety
inspections are conducted at some 3,500 private service stations for a
nominal fee.
One view is that emission inspection equipment cannot be
effectively installed and supervised at private stations. Therefore, state
owned and operated stations may be necessary. Alternatively, it may be
V-A 2
-------
cost-effective to establish both safety and air pollution inspection at
the same sites. Since the proposed emission inspections would be required
annually and the safety inspections are semi-annual, it may be possible
to continue the same safety inspection program with perhaps a visual
inspection of anti-pollution equipment at the midyear safety check. The
question of interaction between the safety and pollution source inspection
programs requires further analysis. Total removal of inspections from
private operators would cause considerable opposition.
Police enforcement of the inspection programs would probably
be no more difficult than enforcement of the safety inspection program if
a sticker were placed on each approved vehicle.
The maintenance phase of the program, however, would raise
serious problems if sufficient qualified mechanics are not available.
Vehicles rejected during inspection would be required to have the necessary
corrections made and returned for reinspection. If this work cannot be
completed within a reasonable time limit, added enforcement problems would
occur.
Another candidate for supervising this program may be the
Department of Public Health which presently has authorization for
inspection of vehicles suspected of air pollution violations.
2. Legal Obstacles
One requirement for such a program would be passage of
state legislation which clearly identifies the agency chosen as a matter
V-A 3
-------
of public policy to supervise the inspection and maintenance program.
The legislation for the program would apply to all vehicles, with pre-
1968 and pre-1975 controlled vehicles required to install retrofit
devices to comply with the law. It probably would not be regarded as
class legislation, which is discriminatory and in violation of the Mass-
achusetts Constitution. This could take considerable time which would
increase the required lead time to initiate and establish an effective
system of inspection stations. Furthermore, there must be state legis-
lation appropriating funds for the program.
The legislation for a Registry supervised program may be
added as part of the Chapter 90 (Massachusetts General Laws) inspection
program presently under the jurisdiction of the Registry of Motor Vehicles.
The law would include a statement of purpose, delegation of power to the
Registry to set up and administer the air pollution program, and fines
and other penalties necessary for enforcement. In addition, air pollution
emission standards and rejection rates would have to be included in the
legislation.
3. Political/Social Obstacles
There is no known opposition from political figures in the
City of Boston or the Commonwealth of Massachusetts to this program.
However, the retrofit program will be regressive on low income persons
who tend to own older cars and can less afford to purchase the retrofit
device. An alternative to private purchase would be to provide for
state purchase from inspection fees, parking fees, etc. Few objections,
however, may be expected to the inspection program in view of the already
accepted semi-annual safety inspection program.
V-A 4
-------
4. Economic Obstacles
The startup cost of a state operated inspection/amintenance
program would be approximately $14 - 15 million with an annual operating
cost of $5 - 6 million. The state revenue source would be the General
Fund. No bonding would be required unless there is major construction.
The cost of acquiring the retrofit device for each vehicle might be placed
upon the individual car owner; however, state or federal direct or tax
derived subsidies might be considered for partial aid to those low
income persons who are auto dependent and unable to afford the required
devices.
V-A 5
-------
B. TRAFFIC FLOW IMPROVEMENTS
This transportation control strategy would involve improving
traffic flow rates to alleviate the idle mode and to generally increase
speed on arterials.
1. Institutional Obstacles
In general, institutional obstacles to improving traffic
flow are few in the Boston area,, if funds are made available for the
improvements. Opposition to improvement measures is often expressed by
commercial land owners whose access is affected; but, in general, traffic
flow improvements are accepted by the public. In fact, minor transportation
improvements such as those contemplated here are more readily accepted
than new highway construction, and clearly within the framework of the
regional transportation policy announced by Governor Sargent in his
November 30 statement.
There is presently no metropolitan transportation district
or other body to coordinate traffic flow improvements among street-highway
agencies and with the transit management agency (the MBTA) in the Boston
area. The present institutional structure of transportation agencies, as
shown in Figure V-l, tends to obstruct achievement of an optimum system
for coordination of traffic. Presently, the primary bases for coordina-
tion are: (a) the channeling of state and federal funds, and (b) planning
as part of the Section 134, "3C" process of coordinated, continuing,
comprehensive planning.
V-B 1
-------
Streets and Highways
Mass Transit
(Subway, Trolley, Bus)
Executive Office of Transportation
and Construction
Massachusetts Department of
Public Works - Highways for
Entire State
Metropolitan District Commission -
Parkways in the Boston Region
Massachusetts Turnpike Authority -
Massachusetts Turnpike and
Summer and Callahan Tunnels
Massachusetts Port Authority -
Mystic River Bridge
City of Boston -
Traffic and Parking Commission -
Promulgation of on-street
parking and other traffic
regulations with State DPW
approval
Boston Public Works Department -
Local street improvements, etc.
Massachusetts Bay Transpor-
tation Authority - Boston
Region
Figure V-l
EXISTING INSTITUTIONAL STRUCTURE
BOSTON AREA TRANSPORTATION AGENCIES
V-B 2
-------
To achieve optimum traffic flow, it may be necessary for
either the State or a new metropolitan entity to be given authority over
the management, budgeting, and planning of transportation facilities in
the Boston region. One possible means of doing this would be to give the
necessary authority to the existing Executive Office of Transportation
and Construction, a State cabinet-level office. These and other matters
must be reviewed after information is received concerning the course of
reorganization of all State agencies and authorities, taking place in
Massachusetts.
2. Legal Obstacles
There are no significant legal obstacles to carrying out
traffic flow improvements on streets and highways. The only major
obstacle to overcome is the legislative one, necessary to establish the
above-mentioned regional transportation entity. The legislation for this
purpose would include a statement of purpose, delegation of power to the
chosen entity, establishment of necessary powers and duties, possible
transferral of powers from existing agencies, and appointment of a chief
executive.
3. Political/Social Obstacles
Political opposition to agency reorganization may be expec.ted.
A social obstacle exists in that highway construction through existing
neighborhoods will be opposed.
V-B 3
-------
4. Economic Obstacles
Implementation is dependent on Federal and State funding.
The Governor's recently announced transportation local aid proposal
includes funding for local street improvements and will have to be re-
viewed in detail as it is processed through the legislature.
V-B 4
-------
C. IMPROVEMENT IN PUBLIC TRANSIT
The objective of this strategy is to improve transit systems to
attract new riders, and to achieve a corresponding reduction in auto
miles traveled in the region.
1. Institutional Obstacles
The manner of funding the operating subsidy of the Massa-
chusetts Bay Transportation Authority (MBTA) is by assessments levied on
the property tax rates of the jurisdictions within the MBTA district. The
assessment formula proportions the levy to each city and town based on
the relationship that the number of cummuters in each city or town bears
to the total number of cummuters in all of the cities and towns.
The assessment formula, applied to an already overburdened
tax in Massachusetts, has generated two institutional obstacles to improving
the transit system:
a. It has generated opposition to rapid transit extensions.
Based on the number of commuters boarding in each town,
towns in the path of the extensions foresee being assessed for numerous
commuters from nearby towns. They believe their assessment would rise
while those towns contributing the added ridership would be relieved of
the obligation.
b. It has generated a taxpayer's revolt against the MBTA
and the assessment formula.
The inflationary spiral in the MBTA deficit has led
V-C 1
-------
to extraordinary increases in the assessments levied on the member
communities. In 1972, the MBTA Advisory Board followed popular negative
reaction to the assessment's growth by refusing to authorize a supple-
mental budget submitted by the MBTA to cover year-end cost of service
increases. The ensuing crisis was avoided by the temporary suspension
of the Advisory Board's power to veto the MBTA budget and by appointment
of a special Executive Legislative Recess Commission to consider revised
formulae for funding the deficit. Service increases will lead to deficit
increases and further public opposition unless and until the legislature
resolves the problem.
An additional problem to improving the transit system is
the labor situation in the MBTA. Currently, MBTA disputes are subject to
compulsory arbitration, which is binding on labor and management.
2. Legal Obstacles
There are apparently no significant legal obstacles to
improving transit systems in the Boston area. Legislation is needed to
create a more coordinated transportation management agency. In addition,
legislation which would assure funding of the MBTA deficit beyond one
year (e.g., five years), has been proposed.
3. Politica1/Socia1 Obstacles
Political/Social obstacles stem largely from the institutional
sources mentioned above. Political opposition to financing the MBTA
deficit is strong, coming primarily from areas not served by the system,
V-C 2
-------
but also from member communities objecting to increased assessments.
4. Economic Obstacles
This is the principal obstacle to improving the MBTA
system. The long-range (up to 20 years) transit program proposed by the
Governor on November 30 is shown in Table V-l.
Implementation of this improvement program would require
substantial state and federal funding assistance. Total funds in the
Governor's proposed long-range transportation program are shown in Table V-2.
It is the Governor's view that the projects and programs
described above are eligible for Federal assistance under the Urban Mass
Transportation Administration's capital and technical studies grant programs.
This must be further studied in light of the present scarcity of UMTA
funding and possible changes in the program, such as increased overall
levels of funding and changes in the amount of the Federal share, which
is presently two-thirds of the total.
V-C 3
-------
TABLE V-l
COST OF RECOMMENDED TRANSIT INVESTMENTS (Millions of Dollars)
(24)
PROJECT
Modernization Projects
Authorized Under 1971
Bond Issue.
Modernization Projects
for Rapid" Transit and
Bus Service in Addition
to Those Authorized
Under the 1971 Bond
Issue.
Commuter Rail
Modernization.
Red Line Extension
from Harvard Square
to Alewife or Arlington
Heights.
5. Relocated Orange Line
from South Cove via
Forest Hills to both
Needham and Canton.
Replacement Service
for the Washington
Street El through the
South End, Roxbury and
Dorchester -to Mattapan.
Inner Circumferential
Transit Line.
8. Blue Line Improve-
ments in East Boston
and Revere.
9. Red Line Extension from
Quincy Center to South
Quincy.
10. Green Line Extension
from Lechmere to
Somerville (under
study).
TOTALS:
Low
Estimate
243
250
112
High
Estimate
243
250
70
200
172
106
112
10
26
1,111
240
274
254
10
'lO
26
1,577
EXPLANATION OF RANGE
Remaining issues:
should there be stations
at Porter Square, Davis
Square, and Arlington
Heights? how much
deep bore construction,
as opposed to cut and
cover?
Should the section .Tron
Ruggles Street to
Forest Hills be on the
existing Penn Central
embankment or be de-
pressed?
How much of the system
should be underground?
Which rapid transit
technology should be
used? how much of the
system should be under-
ground?
* These figures do not include the cost of the bus/truck tunnel to Logan
Airport ($200 million) or the cost of parking facilities and access roads
at transit stations that will be constructed by the Department of Public
Works (roughly, $100 million).
V-C 4
-------
TABLE V-2
Ul
MAJOR CAPITAL PROJECTS
(24)
NORTH SHORE
Beverly-Salem-Peabody
Connector
Route 1 Upgrade
Revere Beach Connector
Wonderland Parking
HIGHWAY FUNDS*
Under
Recommended Study
TRANSIT FUNDS*
Recommended
25
18
20
5
NORTHWEST
Arterial Improvements to
be determined pending
completion of BTPR North-
west Study.
SOUTHWEST
Arterial Street Improvements
20
SOUTHEAST
Access and Parking to
Red Line
17
CORE/REGIONAL
Bus Tunnel . 200
Central Artery Improvements 20
Fringe Parking Program 100
200
TOTALS:
$425
$200
Blue Line Upgrading
10
Red Line Extension from
**Harvard to Alewife or 112-
Arlington Heights 200
**Green Line Extension in
Somerville(under study) 26
Relocated Orange Line
Back Bay to Forest Hills 72-140
Forest Hills to Needham 40
Forest Hills to Cantpn 60
Replacement Corridor to
Mattapan 106-274
Red Line Extension to
South Quincy
10
Circumferential Transit 112-254
Commuter Rail Improvement
Program 70
Plant and Equipment
Modernization 493
***$1,111-
$1,577
* All costs in 1972 dollars.'
ft* Preliminary figures subject to final Northwest Study results.
fcv:V:possibie future additions to this program include:(l)extension of Red Line from Arlington Hts,
to Rte, 128,(2)A rail connection between North and South Stations,(3)commuter rail right-of-way
acquisitions.
-------
D. PARKING POLICIES AND ROAD PRICING
This approach to controlling vehicular movements includes
various methods of discouraging auto travel into and within the inner
city. Among the methods are parking regulations, parking price increases
(taxes), regulating road use (e.g., forced car pooling), and pricing road
use.
1. Institutional Obstacles
The first two items above (regulating parking supply and
pricing parking) appear to present fewer institutional obstacles than the
others. In general, it may be noted that both state and local governing
bodies have extensive powers relating to parking policy. If anything is
lacking, it is coordination, which could be achieved through the Executive
Office of Transportation and Construction or the agency given responsibility
for overall transportation coordination. This would, however, require
legislation.
Opposition of citizens to regulation and pricing of road
use may be great in comparison to parking policy opposition. There may
also be legal problems as indicated below.
2. Legal Obstacles
Following is a fairly detailed analysis of legal factors
(obstacles and possibilities) that will affect the feasibility of parking
and road user policies. This discussion is excerpted from work done under
the Boston Transportation Planning Review.
V-D 1
-------
a. Parking
Various state and local jurisdictions may have some
legal authority and influence over the development of metropolitan
parking policies. What follows is basically a summary listing of those
jurisdictions and their capabilities with respect to the control of
parking supply and pricing.
(1) On-Street Parking - Cities and towns generally
have the authority to regulate "carriages and vehicles" used within the
locality. This regulatory capability includes the power to prohibit
parking at designated places along ways within the control of the munici-
pality, and to establish penalties for violations of parking regulations
not exceeding $20.00 for each violation. Also, municipalities may
establish parking meters along ways and set meter fees at rate levels;
however, the revenue cannot exceed expenses incurred by the locality
for the acquisition, maintenance and operation of parking meters and the
regulation of parking and other related traffic activities.
In the City of Cambridge, this basic, on-street
parking regulatory power is vested in the City's Department of Traffic
and Parking. In Boston, the City's Traffic and Parking Commission is
given this general authority.
However, all such parking and traffic regulations
are subject to the approval of the Massachusetts Department of Public
Works, which also may revoke its approval once given. Further, the Dept-
artment of Public Works has principal authority to regulate traffic and
parking on all state highways and main ways leading from town to town, in-
V-D 2
-------
eluding limited access and express state highways. No municipality may
regulate parking or traffic on state ways without the approval of the
Department of Public Works.
(2) Off-Street Parking - Cities and towns generally,,
once having installed parking meters, may acquire off-street parking areas
and facilities by eminent domain as well as by purchase, gift, etc. With
respect to the rates charged at such municipally owned facilities, any
city or town already having installed parking meters may install parking
meters or other devices for control in minicipally owned parking lots,
and may use the receipts for the purchase and/or construction of additional
parking lots, maintenance, and traffic control or safety programs. It
appears that the municipalities authorized to construct and own off-street
parking lots have considerable flexibility in charging rates for those
parking areas in accord with a high-rate policy as well as with the more
traditional cost-based, low rate policy. However, it should be noted that
the power of municipalities to institute a high-rate policy has not
been determined by a Massachusetts court.
In the cities of Cambridge and Boston, special
legislation has been enacted with respect to municipal off-street facilities
In Boston, the Real Property Board is vested with general responsibility
for the establishment of off-street parking facilities. The role of the
Commissioner of Traffic and Parking is that of approving site location
and facility plans. The Real Property Board also is subject to the
approval of the Mayor regarding municipal parking facility acquisition
and construction. The Board has no authority to operate municipal
V-D 3
-------
parking facilities and thus has no direct control over rates charged
at those facilities. It may lease the garages to private operators and
may specify in the lease agreements schedules of maximum rates to be
charged by the lessee, regulations as to use, etc.
In Cambridge, legislation was enacted in 1970
which created a City Parking Fund (drawn principally from parking
meter revenues) from which the City intends to acquire and/or construct
municipally-owned parking facilities. The City Manager has been vested
with general responsibility for this new facility program and has the
authority to set rates at new facilities acquired. However, facility
construction would also be financed through bonds amortized over a
period no longer than 20 years. Thus, rate constraints may be created
as a result of bond trust agreements covering the construction of the
new facilities. Also, legislation provides that fees charged at the
new facilities must be just and equitable although not uniform through-
out the system, and shall take into account the primary purpose of
relieving traffic congestion and encouraging free circulation of traffic
throughout the city. It is also provided that when adequate parking
facilities for the accommodation of traffic have been provided and paid
for, fees and charges for the use of any parking system or systems shall
be adjusted to provide funds for maintenance and operation only. Long-
range parking policy planning in Cambridge should thus take this present
mandate into account. The City of Cambridge already owns several municipal
parking lots which, under long standing administrative practice, have
been under the control of the Department of Traffic and Parking; however,
the Cambridge Parking Facilities Act provides that the City Manager shall
have jurisdiction and control over the City's parking system. It would
V-D 4
-------
thus appear that the City Manager and his planning advisors in the Planning
Department are important to the implementation of a coherent rates policy
with respect to municipally owned parking areas and facilities. With
respect to provate parking supply, the City of Cambridge presently has
few privately owned and operated parking facilities.
In Boston, there are a large number of private
open-air lots. They are subject to the narrow regulatory control of the
Boston Traffic and Parking Commission which licenses such lots. At
present, the Commission exercises no control over rates set at such lots
and has not power to do so under its present mandate. The development
of parking supply and the charging of prices for such supply by private
owners is subject to control in Boston, if at all, only through the land
use control processes on-going under the Boston Redevelopment Authority,
including the zoning process.
At the state level, the Department of Public
Works has authority to lease land over, under or adjacent to state highways
for public parking facilities, subject to approval by the Governor. Pre-
sumably, the Department of Public Works may control rates policies at
such facilities through its lease agreements. Also, the 1972 Accelerated
Highway Act empowers the Department of Public Works to construct parking
facilities and, by implication, to control rates at those facilities.
This authorization becomes increasingly significant in light of amend-
ments to the Federal-Air Highway Act allowing federal funding for parking
facilities under the fringe and corridor parking facilities program and
the urban highway public transportation program. This combination of
V-D 5
-------
federal and state authorization for parking facility construction provides
a substantial basis for the implementation of a fringe parking program
with suitable rates policies for the Route 128 metropolitan area.
The Massachusetts Bay Transportation Authority
(MBTA) is also clearly authorized to construct and also to operate public
parking facilities in conjunction with its public transportation
stations and terminals. There are no locational constraints on such
facilities as long as they are reasonably related to the MBTA's program.
The significant issues involve means of financing actions undertaken by
the Authority in general, as well as the specific concern of parking
construction.
Similarly, the Massachusetts Port Authority pre-
sently has authorization to construct parking facilities in relation to
port and airport projects over which it has jurisdiction under its
present enabling legislation. The Massachusetts Turnpike Authority may
also construct parking facilities utilizing air rights over the Turnpike
or excess land. Both Authorities may, by implication, exercise controls
over rates charged at such public facilities, subject to any constraints
caused by trust agreements under bond financing arrangements.
Finally, the Massachusetts Parking Authority
operates the Boston Common Garage and consists of three members: two
appointed by the Governor of Massachusetts and one by the Mayor of Boston.
Its general grant of powers includes the power to fix and revise from time
to time, and charge and collect fees for parking at the Boston Common
Garage. However, the garage is financed with revenue bonds pursuant
V-D 6
-------
to which the Authority has entered into a trust agreement which likely
specifies in influences rates policies. The Authority is expressly exempted
from taxation, although that term probably means only property tax
exemption. Upon payment of all obligations incurred with respect to
construction of the Boston Common Garage, it is to be turned over to the
Boston Real Property Board.
Given the number of state and local jurisdictions
which do or may influence parking policies, it is apparent that some type
or coordination must occur, particularly in the absence of new legislation
giving a single entity control over metropolitan parking policy (an un-
likely and possibly undesirable event). One office which presently exists
and may be a prime candidate for such coordination is the Executive Office
of Transportation and Construction.
Also, as a method of influencing parking pricing,
especially in the metropolitan core, the possible implementation of a
Boston municipal parking excise tax has been suggested. Legal analysis
performed to date indicates that the City of Boston, if it so desires,
may enact such a tax for its jurisdiction but only via enabling legislation
from the state legislature. There is only a marginal possibility that
the courts would condone a unilateral effort to enact such an excise tax
on a part of a locality under the Home Rule provisions of the 1966
Amendment to the Massachusetts Constitution. However, given the possibility
of such an excise with special legislation from the General Court, the
central issues do and should focus on the policy merits of such an
excise in terms of its social and economic effects. The General Court
apparently does have ample authority to authorize the City of Boston
to levy an excise on parking.
V-D 7
-------
(3) Regulating Road Use - Cities and towns may
regulate such items as speed, parking, and types of vehicles permitted
on public ways; however,, this power is significantly limited with respect
to certain highways.
The Department of Public Works is given
primary authority to install, maintain and regulate signs, lights, signal
systems, traffic devices, parking meters, pavement markings, etc., on
state highways, on ways leading thereto, and on all main highways between
cities and towns. Cities and towns retain authority to enact ordinances,
regulations and bylaws concerning the above items but such regulations
must be approved in writing by the Department of Public Works. In actual
practice, such approval is normally given as a matter of course, provided
the proposed regulation or device complies with the Department of Public
Works manual on uniform traffic control devices; however, the Department
is empowered to disapprove proposed and existing parking regulations if
judged necessary.
One section of Massachusetts law tends to
limit the power of local jurisdictions to regulate motor vehicles and
and the use of public ways by motor vehicles, and provides that entities
(cities, towns, Department of Public Works) may, on ways within their
control, promulgate regulations on the use of those ways. Such regulations
are valid only when they have been published and certified by the Depart-
ment of Public Works as to consistency with the public interest. Moreover,
no regulation shall be valid if it:
V-D 8
-------
excludes motor vehicles from any state highway;
excludes motor vehicles of less than five
tons from any main highway leading from one
town to another;
excludes motor vehicles of five tons or
more from such main highways unless the
regulation describes a reasonable alter-
nate route.
With respect to the "reasonable alternate route" provision, the Department
of Public Works normally requires that the alternate route be located
entirely in the same city or town as the restricted route; however, where
both municipalities agree, the Department has in the past approved an
alternate route located in the second municipality. The General Court
could, by special act, further expand or limit the powers of cities
and towns to regulate motor vehicles and the use of motor vehicles.
The strategy of pricing road use may be most suitable
for those routes which are heavily used by core commutation traffic.
However, many such major arteries and expressways in the Boston area,
e.g., Route 1 (U.S. 1), Brighton Avenue (U.S. 20) and Memorial Drive -
Alewife Brook Parkway (U.S. 3), are federally assisted facilities.
The Federal Aid Highway Act (Section 301, Title 23, U.S.C..) provides:
"....Except as provided in Section 129 of this title
with respect to certain toll bridges and toll tunnels,
all highways constructed under the provisions of this
title shall be free from tolls of all kinds...."
There are a number of specific exceptions to and qualifications of this
V-D 9
-------
section; however, these exceptions apply in circumstances of improve-
ments to existing toll facilities or construction of new toll facilities.
There is no explicit mention of what will occur if a state, once having
built a federally assisted facility, applies tolls or other pricing
mechanism to the road. The question of application of tolls to existing
non-toll, federally assisted facilities must be examined in detail.
3. Political/Social Obstacles
There have been no stated positions taken by political
leaders in the Boston area on these strategies. It is likely that they
will consider public reaction which may be expected to be weakly negative
to parking policies and strongly negative to road use regulation.
4. Economic Obstacles
Increased parking costs may reduce total receipts, which
in turn would create concern among holders of parking facility bonds.
Further, restrictions on auto access may contribute to economic decline
of the Boston central business district which must compete with suburban
shopping centers and office parks offering free parking and easy access
via expressways.
V-D 10
-------
VI. SURVEILLANCE REVIEW PROCESS
This section describes a schedule for implementation and surveillance
of the recommended transportation control strategy program.
A. IMPLEMENTATION SCHEDULE
An implementation schedule, based on the assumption that the pro-
posed strategies described in Chapter III will have the calculated effect
on the 1977 air quality problem, is shown in Figure VI-1. The material
in this section was prepared prior to Governor Sargent's "Policy Statement
on Transportation in the Boston Region" on November 30, 1972. This report
did not incorporate relevant changes based on that statement.
Implementation of the program is staged to achieve the 25 percent
reduction in hydrocarbon emissions in the region and to reduce carbon mon-
oxide emissions in the three inner city hotspots so that standards will be
met by 1977.
It should be noted that a "crash program" oriented toward maximum
emission reductions within a minimum time period could result in a more
condensed schedule. This would require in the immediate future, the nearly
simultaneous undertaking of control measures at the outset of the initial
improvement. However, it should also be recognized that this type of pro-
gramming of emission reduction control measures would involve higher im-
plementation costs, reduced cost/effectiveness and public acceptance
problems not accounted for in the rating of strategies that accompanied
the analysis in this report.
VI-A-1
-------
SUB-PACKAGE
INSPECTION, MAINTENANCE
AND RETROFIT
1973
LEGISLATION CREATING
PROGRAM
eAPPROPRIATING FUNDS
COMPLETE
TECHNICAL STUDIES
197*
1975
1976
BEGIN
IMPLEMENTATION
BEGIN INSPECTION
50* EFFECTIVENESS
FULL INSPECTION
100* EFFECTIVENESS
-------
The implementation schedule shown in Figure VI-1 indicates that
the primary strategies included in the emissions reduction program can
be grouped into three independent sub-packages, whose implementation
processes are not necessarily a function of the implementation of the
other measures. For example, the implementation of the traffic flow
improvement strategy is not specifically related to progress on the other
recommended strategies. However, the recommended strategies of CBD
parking management, peripheral parking, short term mass transit improve-
ments, and road pricing are closely related and tend to complement each
other. The source control sub-package is independent of the other two
in terms of implementation but since source controls are the primary
component of the program package, the implementation should be closely
coordinated with other sub-packages to assure that the needed reduction
is achieved.
VI-A-3
-------
B. SURVEILLANCE PROGRAM
It is highly probable that the objectives of any emission reduction
program will, by 1977, vary significantly from objectives now adopted or
adopted in the near future. At least two significant factors contribute
to this likelihood:
The definition of the problem may change. As sur-
veillance devices and techniques are improved, en-
tirely new parameters of air quality may be defined.
For example, it is expected that very localized
measurements of air quality will be routine in the
near future. The mere disaggregation of the geo-
graphic area considered as a single unit for the
measurement of air quality will change the nature
of any air quality improvement objective drastically.
Thus, it is possible that air quality may eventually
be defined on the basis of areas smaller than a con-
ventional city block, rather than on the presently
used zones of more than a square mile.
The programmed activities may not occur, and activities
not programmed at present may be included. Some uncer-
tainty must be assumed along with most activities in
the implementation program for Boston. These uncer-
tainties arise primarily from the fact that the technical
effectiveness of most suggested strategies is not accu-
rately known at this point. Hence, the assumption of
a certain reduction in emissions as a result of the
adoption of a strategy is only an estimate at this point.
In addition to uncertainties concerning technical
effectiveness, there are also uncertainties involving
the political feasibility of adopting any recommended
measure.
As noted earlier, it is also possible that air quality improvements
measures not now considered may prove to be feasible in the near future.
Furthermore, it is also possible that measures not presently known or
considered as emission control strategies will be developed by 1977-
VI-B-1
-------
In addition to continuing the surveillance of the problem definition
and the effect of the control measures, the mechanics of the plan must be
monitored to assure a fulfillment of the implementation schedule (Figure
VI-1). It is probable that unless this is done, the entire plan will not
be executed on time. The plan is divided into three sections. These are
source control, traffic flow control and rapid transit improvements. So
that the source control section is 100% effective by 1976, the Massachu-
setts Legislature must in 1973 pass legislation to create and fund the
retrofit, inspection and maintainence program. Also, the supportive
technical studies necessary to the program must be completed by the end
of 1973. Implementation begins in 1974 and in 1975 inspection will be
50% effective. By 1976 the inspection program will be fully effective.
The section of the program to reduce travel into the City is divided
into four parts. Two of these place an economic penalty on driving to the
CBD while the others improve the mass transit alternative. Since this
section relies on four interrelated parts, the completion of each succeeding
task is dependent upon the timely completion of all preceeding tasks as
detailed below. By placing a fee on all automobile travel into Bsoton,
raising the parking rates and holding the supply of parking spaces con-
stant, a decrease in traffic volume can be realized. To achieve this
goal the legislature must stabilize the supply of parking spaces, deter-
mine and implement a parking rate increase in 1973. Also, the road use
fee and its method of collection will have to be set by the Municipal
Government. In 1974 and 1975, the road use fee and the parking rate in-
crease will be completely implemented. The second two parts allow traffic
VI-B-2
-------
volume to be further decreased by extending the rapid transit system
and constructing inexpensive fringe parking. In order to accomplish
this, the fringe parking requirements and a short term rapid transit
improvement plan must be specified by the end of 1973. Also, by this
time the application for the funds for the transit plan must be filed.
In the 1974 to 1975 period, the transit improvements and the fringe
parking facilities must be completed. The combined effect of the
travel charge, the CBD parking changes, the fringe parking and the
transit improvements will reduce the VMT in Boston by 10%.
The third section of the transportation control program is imple-
menting traffic flow improvements. In 1973 the Legislature must, in
addition to existing programs, complete studies on future road improve-
ments and traffic rerouting systems, and locate sources of funds for
these improvements. During the period 1974 to 1976, the results of
these studies must be implemented. The proposed schedule calls for
50% completion of road improvements by the end of 1974, 75% completion
by 1975 and 100% by 1976.
The results of these transportation controls are shown for CO and
oxidants on Figures VI-2 and VI-3. These figures can be used to monitor
the implementation progress and air quality impact by the recommended
strategies.
VI-B-3
-------
M
I
w
Without Control Strategy
With Control
Strategy
77 78 79 80 81
70 71 72 73 74 75
82 83 84 85
Figure VI-2. Carbon monoxide concentration estimates at Kenmore Square with and without
control strategies.
-------
O.3
E
a.
a.
O 0.2
<
a:
K-
Z
UJ
O
2
O
O
a:
8
I O.I
:D
§
x
1 T
1 T
1 T
I
WITHOUT CONTROL STRATEGIES
Standard
WITH CONTROL STRATEGIES
I I
J I
72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87
YEAR
Figure VI-3. Oxidant concentration estimates within Route 128 area with and without control
strategies.
-------
List of References
1. Alan M. Voorhees & Associates, Inc., Feasibility and Evaluation Study of
Reserved Lanes for Buses and Car Pools, prepared for U. S. Department
of Transportation, January,1971.
2. Alan M. Voorhees & Associates, Inc., A Guide for Reducing Automotive Air
Pollution. November, 1971.
3. Alan M. Voorhees & Associates, Inc., A Guide for Reducing Air Pollution
Through Urban Planning, December, 1971.
4. Alan M. Voorhees & Associates, Inc., A System Sensitive Approach For
Forecasting Urbanized Area Travel Demands. December, 1971.
5. Arthur D. Little, Inc., The Benefits and Risks Associated with Gaseous
Fueled Vehicles. May, 1972.
6. Automobile Manufacturers Association, Inc., 1971 Motor Truck Facts.
7. Boston Redevelopment Authority, Transportation Facts for the Boston
Region. 1968/1969 Edition.
8. Boston Transportation Planning Review, Regional Framework. October, 1972.
9. Burns, Robert E., "Urban Pricing Through Selective Parking Taxes",
Transportation Engineering Journal, A.S.C.E., November, 1972.
10. The Conservation Foundation, A Citizen's Guide to Clean Air. January, 1972.
11. Domencich, Thomas A., Kraft, Gerald, Valette, Jean-Paul, Estimation of
Urban Passenger Travel Behavior; An Economic Demand Model, Charles
River Associates, Cambridge, Massachusetts.
12. EPA National Primary and Secondary Ambient Air Quality Standards, Federal
Register. 36:84, April 30, 1971.
13. EPA Requirements for Preparation, Adoption, and Submittal of Implementation
Plans, Federal Register, 36:158, August 14, 1971.
14. Hanna, S.R., "A Simple Method of Calculating Dispersion from Urban Area
Sources," J. APCA 2,1, Ilk-Ill (December 1971).
15. Gifford, F.A., "Applications of a Simple Urban Pollution Model," (paper
presented at the Conference on Urban Environment and Second Conference
on Biometeorology of the Amer. Meteor. Soc., October 31-November 2, 1972
Philadelphia, Pa.).
16. Highway Research Board, Highway Capacity Manual, Special Report No. 87, 1965.
-------
17. Institute of Public Administration, Teknekron, TRW Inc., Evaluating
Transportation Controls to Reduce Motor Vehicle Emissions in Major
Metropolitan Areas, An Interim Report, March, 1972.
18. Institute of Traffic Engineers, Traffic Engineering Handbook, Wash., 1965.
19. Massachusetts Bay Transportation Authority, Seventh Annual Report, 1971.
20. Metropolitan Atlanta Rapid Transit Authority, "Atlanta's Reduced Transit
Fare Experience," prepared for presentation of the Urban Mass Transportatio
Administration UTPS User Symposium, July 27-28, 1972.
21. de Nevers, Noel, Rollback Modelling, Basic and Modified Draft Document,
EPA, Durham, N.C., August, 1972.
22. Northrup Corporation, Mandatory Emission Vehicle Inspection and Maintenance
Final Report, Volume 1, Summary, Anaheim, California, 1972.
23. Wilbur Smith & Associates, 1963 Boston Origin and Destination Study.
24. Governor Francis W. Sargent, "Policy Statement on Transportation in the
Boston Region", November 30, 1972.
-------
APPENDIX A
VEHICLE MILES OF TRAVEL (VMT)
The data contained in the following tables was provided as input
to the emissions model. Total district VMT was estimated by facility
type as described in Chapter II.C of the text. VMT by vehicle type
was factored, as described in the text. It should be noted that the
estimates for heavy duty vehicles (trucks) and diesel vehicles (non-
gasoline) are based on regional and area factors, as real data for
this level of detail is not available. These figures provide the best
estimates of regional travel prorated to a district level for purposes
of analysis.
-------
APPENDIX A-l
1971 VMT
A-l
-------
Vehicle Miles of Travel (VMT)
Metropolitan Area Boston - Inner City
Time Period.
24-Hour
District
1-1
1-2
1-3
1-4
1-5
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
16
15
15
16
15
15
16
15
15
30
23
21
15
30
23
21
15
30
23
21
15
VMT
LD
0
14, 700
12, 800
8, 100
35, 600
0
16, 950
14, 750
9, 350
41,050
0
12, 800
11, 100
7,050
30, 950
10,000
5, 400
14,200
6, 850
36, 450
15,800
8, 600
22, 450
10, 850
57, 700
5, 600
3,000
7, 900
3, 800
20, 300
HD
0
1,500
1, 300
800
3,600
0
1,700
1,500
1,000
4,200
0
1, 300
1, 100
700
3, 100
1,000
500
1,400
700
3,600
1,600
900
2,250
1, 100
5,850
600
300
800
400
2,100
Diesel
0
800
700
450
1, 950
0
900
800
500
2,200
0
700
600
400
1, 700
550
300
800
400
2,050
900
500
1,250
600
3,250
300
200
400
200
1, 100
Area
(sq. mi.)
. 47
. 47
.47
.47
.47
. 47
A-2
-------
Boston - Inner City - 1971
District
1-7
2-1
2-2
2-3
2-4
2-5
2-6
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
30
23
21
15
16
15
15
16
15
15
16
15
15
19
19
8
7
20
10
8
7
30
23
21
15
VMT
LD
7,200
3, 900
10,200
4, 900
26,200
0
15, 700
13, 650
8, 700
38,050
0
9,250
8,000
5, 100
22, 350
0
19,400
16, 900
10, 700
47,000
94,000
47, 600
5,050
16, 300
162, 950
2, 100
300
500
600
3, 500
28, 650
15, 600
40, 700
19, 700
104, 650
HD
700
400
1,000
500
2,600
0
1,600
1,400
900
3,900
0
900
800
500
2,200
0
1,950
1,700
1, 100
4,750
9,400
4,800
500
1,600
16,300
200
50
50
50
350
2,900
1,550
4, 100
1,950
10, 500
Diesel
400
200
600
300
1, 500
0
900
800
500
2,200
0
500
450
300
1,250
0
1, 100
900
600
2, 600
5,200
2, 650
300
900
9,050
100
0
50
50
200
1, 600
850
2,250
1, 100
5, 800
Area
(sq. mi.)
.47
.47
. 47
.47
.47
.47
. 47
A-3
-------
Boston - Inner City - 1971
District
2-7
3-1
3-2
3-3
3-4
3-5
4-1
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
30
23
21
15
16
15
15
16
15
15
26
11
13
10
19
19
8
7
20
10
8
7
23
16
15
12
VMT
LD
8,250
4, 500
11, 700
5, 700
30, 150
0
12,500
10, 900
6, 900
30, 300
0
23, 600
20, 500
13,000
57, 100
32, 500
8, 700
4, 500
1, 400
47, 100
44, 400
22, 500
2, 400
7, 700
77,000
76, 800
11, 400
17,050
22, 900
128, 150
6,500
9, 500
9, 600
4,700
30, 300
HD
800
450
1,200
600
3,050
0
1,300
1, 100
700
3, 100
0
2,400
2, 100
1,300
5,800
3,300
900
450
100
4,750
4,450
2,250
200
800
7,700
7,700
1, 150
1,700
2, 300
12,850
650
950
950
450
3,000
Diesel
500
250
650
300
1,700
0
700
600
400
1,700
0
1, 300
1, 100
700
3, 100
1, 800
500
250
100
2, 650
2, 500
1, 250
100
400
4,250
4, 300
600
950
1, 300
7, 150
400
500
500
300
1, 700
Area
(sq. mi.)
.47
. 47
. 47
.47
.47
.47
.47
A-4
-------
Boston - Inner City - 1971
District
4-2
4-3
4-4
4-5
5-1
5-2
5-3
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
23
16
15
12
26
11
13
10
27
13
13
7
20
10
3
7
23
16
15
12
23
16
15
12
23
16
15
12
VMT
LD
29, 700
43, 350
43,750
21, 250
138,050
80, 500
21, 600
11,200
3, 500
116, 800
45, 100
21, 700
22, 300
11,800
100, 900
43,400
6,450
9, 600
13,000
72,450
3, 600
5,200
5,200
2,550
16, 550
12,200
17, 850
18,000
8, 750
56,800
12, 750
18, 600
18,800
9, 100
59,250
HD
3,000
4,350
4,400
2, 100
13,850
8,100
2,200
1, 100
350
11,750
4,500
2,200
2,200
1,200
10, 100
4,350
650
950
1,300
7,250
3,550
5,200
5,250
2,550
16,550
1,200
1,800
1,800
900
5,700
1,300
1,900
1,900
900
6,000
Diesel
1, 650
2, 400
2,400
1,200
7, 650
4, 500
1, 200
600
200
6,500
2, 500
1,200
1,200
700
5, 600
2, 400
400
500
700
4,000
200
300
300
100
900
700
1,000
1,000
500
3,200
700
1,000
1,050
500
3, 250
Area
(sq. mi.)
. 47
.47
.47
.47
. 47
.47
.47
A-5
-------
Boston Inner City 1971
District
5-4
5-5
5-6
6-1
6-2
6-3
6-4
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
27
13
13
7
23
16
5
12
23
16
15
12
25
16
17
17
23
16
15
12
23
16
15
12
23
16
15
12
VMT
LD
47, 700
22, 900
23, 600
12,500
106, 700
5, 350
7, 800
7, 900
3, 800
24, 850
2, 800
4, 100
4, 100
2,000
13,000
20, 300
13, 500
18, 400
8, 700
60, 900
10, 300
15,000
15, 100
7, 350
47, 750
12, 500
18, 300
18, 450
8,950
58,200
17, 950
26,250
26,500
12,850
83, 550
HD
4, 800
2, 300
2,400
1,250
22,000
500
800
800
400
2,500
300
400
400
200
'1, 300
2,000
1,400
1,850
900
6,150
1,050
1,500
1,500
750
4,800
1, 300
1,800
1,850
900
5, 850
1,800
2,600
2,700
1,300
8,400
Diesel
2, 700
1, 300
1, 300
700
6,000
300
450
450
200
1, 400
130
250
250
100
750
1, 100
750
1,000
500
3, 350
600
800
800
400
2, 600
700
1,000
1,000
500
3,200
1,000
1,500
1,500
700
4, 700
Area
(sq. mi.)
. 47
.47
.47
.47
. 47
.47
.47
A-6
-------
Boston - Inner City 1971
District
6-5
6-6
7-1
7-2
7-3
7-4
7-5
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
23
16
15
12
23
16
15
12
25
16
17
17
25
16
17
17
25
16
17
17
25
16
17
17
25
16
17
17
VMT
LD
5, 400
1, 900
8,000
3, 900
25, 200
2, 300
3, 400
3, 400
1, 700
10, 800
13,250
8, 800
12,000
5, 700
39, 750
12,500
8, 300
11, 350
5, 400
37,550
10, 650
7, 100
9,650
4, 600
32,000
5, 800
3,800
5,200
2, 500
17, 300
31, 600
21,050
28, 650
13,550
94, 850
HD
500
800
800
400
2,500
250
350
350
150
1, 100
1,300
900
1,200
600
4,000
1,250
850
1,150
550
3,800
1,050
700
95,0
450
3, 150
600
400
500
250
1,750
3, 150
2, 100
2,900
1,350
9,500
Diesel
300
400
450
200
1, 350
100
200
200
100
600
700
500
700
300
2,200
700
500
600
300
2, 100
600
400
550
250
1, 800
300
200
300
150
950
1, 750
1, 150
1, 600
750
5,250
Area
(sq. mi.)
.47
.47
. 47
.47
. 47
.47
.47
A-7
-------
Boston Inner City - 1971
District
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
VMT
LD
TOTAL
2,240, 050
HD
TOTAL
251, 300
Diesel
TOTAL
124,450
Area
(sq. mi.)
VMT
TOTAL
For All
Vehicle
Types
2,615,800
A-8
-------
Vehicle Miles of Travel (VMT)
Metropolitan Ar»a Boston - Inner Suburb
Year.
1971
Time Priori 24-Hour
District
1-1
1-2
1-3
2-1
2-2
2-3
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
40
30
20
40
30
20
40
30
20
40
30
20
50
40
30
20
40
30
20
VMT
LD
0
9, 950
52, 300
18, 700
80, 950
0
77,250
36,200
34,050
147,500
0
32, 900
54, 950
26,400
114,250
0
67, 350
39, 450
32, 100
138,900
81, 750
129, 500
61,200
81, 350
353, 800
0
44,050
58, 550
30, 800
133,400
HD
0
1,000
5,250
1,900
8,150
0
7,750
3,650
3,400
14,800
0
3,300
5,500
2,650
11,450
0
6,750
3,950
3,200
13,900
8,200
13,000
6,150
8, 150
35,500
0
4,400
5,900
3,100
13,400
Diesel
0
550
2, 900
1,050
4, 500
0
4,300
2,000
1, 900
8,200
0
1,850
3,050
1,450
6, 350
0
3, 750
2,200
1, 800
7,750
4, 550
7,200
3,400
4,550
19, 700
0
2,450
3,250
1, 700
7, 400
Area
(sq. mi,)
3.47
3.47
3.47
3.47
3.47
3.47
A-!)
-------
Boston - Inner Suburb - 1971
District
2-4
2-5
3-1
3-2
3-3
3-4
3-5
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
50
40
30
20
40
30
20
30
20
40
30
20
40
30
20
40
30
20
50
40
30
20
VMT
LD
158,400
54, 450
10, 150
66, 600
289, 600
0
100,400
31, 550
39, 400
171, 350
0
0
37, 300
11,200
48,500
0
109, 850
44,000
46,250
200, 100
0
19,200
- 84, 900
31, 300
135,400
0
26,400
17, 600
13,250
57,250
52, 850
40, 900
37, 800
39,500
171,050
HD
15,900
5,450
1,000
6,700
29,050
0
10, 100
3, 150
3,950
17,200
0
0
3,700
1, 100
4,800
0
11,000
4,400
4, 600
20,000
0
1,900
8,500
3, 100
13,500
0
2,650
1,800
1,300
5,750
5,300
4, 100
3,800
3,950
17, 150
Diesel
8,850
3,050
550
3, 700
16, 150
0
5, 600
1, 750
2,200
9,550
0
0
2, 100
600
2, 700
0
6, 100
2, 450
2, 600
11, 150
0
1,050
4, 700
1, 750
7,500
0
1,450
1,000
750
3,200
2, 950
2, 300
2, 100
2, 200
9,550
Area
(sq. rni. )
3.47
3. 47
3.47
3.47
2. 15
2. 15
2. 15
A-10
-------
Boston - Inner Suburb
1971
District
3-6
4-1
4-2
4-3
5-1
5-2
6-1A
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
40
30
20
50
30
20
50
40
30
20
30
20
40
30
20
40
30
.20
40
30
20
VMT
LD
0
9, 300
55, 900
19, 600
84, 800
89, 700
0
83,200
51, 950
224, 850
98, 500
25,500
48, 150
51, 750
223, 900
0
0
16, 150
4, 850
21,000
0
57, 100
30, 600
26, 500
114,200
0
57,250
36, 750
28,050
122,050
0
29,000
19, 400
14, 550
(i^, 950
HD
0
950
5,600
1,950
8,500
9,000
0
8, 350
5,200
22,550
9,900
2,550
4,800
5,200
22,450
0
0
1,600
500
2, 100
0
5,750
3,050
2,650
11,450
0
5,750
3,700
2,800
12,250
0
2,900
1,950
1,450
6, :snn
Diesel
0
500
3, 100
1, 100
4, 700
5,000
0
4, 650
2, 900
12,550
5, 500
1,400
2, 700
2, 900
12, 500
0
0
900
250
1, 150
0
3,200
1, 700
1,500
6,400
0
3,200
2,050
1,550
6, 800
0
1, 600
1, 100
«00
H, him
Area
(sq. mi.)
3.47
3.47
3.47
3.47
3.47
3.47
:i.47
A-ll
-------
Boston - Inner Suburb - 1971
District
6-1
6-2
6-3
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
40
30
20
40
30
20
50
40
30
20
VMT
LD
0
89,500
3, 900
28,050
121,450
0
23,400
51,200
22, 550
97, 150
177, 600
44, 400
46, 850
80, 750
349, 600
TOTAL
,464, 000
HD
0
9,000
400
2,800
12,200
0
2,350
5, 150
2,250
9,750
17,800
4,450
4,700
8, 100
35,050
TOTAL
347,250
Diesel
0
5,000
200
1, 550
6, 750
0
1, 300
2, 850
1,250
5,400
9, 900
2, 500
2, 600
4, 500
19,500
TOTAL
192, 950
Area
(sq. mi.)
3.47
3.47
3.47
VMT
Total
For All
Vehicle
Types
4,004, 200
A-12
-------
Vehicle Miles of Travel (VMT)
Metropolitan ArPa Boston - Outer Suburb
Time P»rnnri 24-Hour
District
1-1
1-2
1-3
1-4
1-5
2-1
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
50
40
30
20
30
20
50
30
20
40
30
20
30
20
50
40
30
20
VMT
LD
281,200
19, 600
44, 650
105, 300
450, 750
0
0
97,050
29, 150
126,200
174,400
0
52,050
67, 650
294, 100
0
163, 400
61, 100
67, 400
291, 900
0
0
116, 350
34, 950
151, 300
213,400
140, 500
90, 800
133, 600
578, 300
HD
28,200
1,950
4,500
10,550
45,200
0
0
9,750
2,950
12,700
12,500
0
5,200
6,800
29,500
0
16,400
6, 100
6,750
29,250
0
0
11,650
3,500
15, 150
21,400
14, 100
9, 100
13,400
58,000
Diesel
14,450
1,000
2, 300
5, 400
23, 150
0
0
5, 400
1, 600
7,000
9, 700
0
2, 900
3, 750
16, 350
0
9, 100
3, 400
3, 750
16,250
0
0
6, 500
1, 950
8, 450
11, 900
7, 800
5,050
7,450
32,200
Area
(sq. mi.)
7.53
10.42
1.0. 62
10.62
10.62
15.251
A - 13
-------
Boston - Outer Suburb - 1971
District
2-2
2-3
3-1
4-1
5-1
6-1
6-2
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
40
30
20
50
40
30
20
50
30
20
50
40
30
20
50
20
50
40
30
20
40
30
20
VMT
LD
0
42, 900
12,550
16., 650
72, 100
106, 600
34,050
7, 300
44, 450
192, 400
316, 250
0
135, 800
135,800
587, 850
338,000
92,850
82, 150
155,000
668,000
102, 100
0
0
30, 650
132, 750
227, 700
139,450
70, 600
131, 500
569, 250
0
23, 900
74, 500
29,400
127,800
HD
0
4,300
1,250
1,650
7,200
10,700
3,400
750
4,450
19,300
31,750
0
13,650
13,650
59,050
33,900
9,300
8,250
15,550
67,000
10,250
0
0
3,100
13,350
22,850
14,000
7, 100
13,200
57, 150
0
2,400
7,450
2,950
12,800
Diesel
0
2, 400
700
900
4,000
5, 950
1, 900
400
2, 450
10, 700
17, 600
0
7,550
7,550
32, 700
18, 850
5, 150
4, 600
8, 650
37,250
5, 700
0
0
1, 700
7,400
12, 700
7, 800
3,950
7, 350
31, 800
0
1, 350
4, 150
1, 650
7, 150
Area
(sq. mi.)
4.63
6.95
11.89
9. 19
2.05
8.49
9. 65
A-14
-------
Boston - Outer Suburb - 1971 - 24-Hour
District
6-3
6-4
7-1
7-2
7-3
7-4
7-5
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
50
40
30
20
40
30
20
50
40
30
20
50
30
20
50
30
20
50
30
20
50
30
20
VMT
LD
236,850
62, 800
33,000
98,950
431, 600
0
44, 800
47, 550
27, 750
120, 100
235, 300
63, 300
7,550
91,950
398, 100
255, 850
0
31, 750
85,900
373.500
270,000
0
36,250
92,000
398,250
427, 950
0
28, 500
137, 100
593,550
254,450
0
121,850
113,050
489, 350
HD
23,750
6,400
3,300
9,950
43,400
0
4,500
4,750
2,800
12,050
23,600
6,350
750
9,250
39,950
25,700
0
3,200
8, 600
37,500
27,100
0
3, 650
9,250
40,000
42,950
0
2,850
13,750
59,550
25,550
0
12,250
11,350
49, 150
Diesel
13,200
3,550
1, 850
5, 500
24, 100
0
2, 500
2, 650
1,550
6,700
13, 100
3, 550
400
5, 100
22, 150
14,250
0
1, 750
4, 800
20, 800
15,050
0
2,000
5, 100
22, 150
23, 850
0
1, 600
7, 650
33, 100
14,200
0
6,800
6, 300
27, 300
Area
(sq. mi.)
9.65
5.79
3.01
8.49
8. 19
4.83
3.78
A-15
-------
Boston - Outer Suburb - 1971 - 24-Hour
District
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
VMT
LD
TOTAL
7,047, 150
HD
TOTAL
707, 250
Diesel
TOTAL
390, 700
Area
(sq. mi.)
VMT
TOTAL
for all
Vehicle
Types
8,145,100
A-16
-------
APPENDIX A-2
1977 VMT WITHOUT TRANSPORTATION CONTROL STRATEGIES
-------
Vehicle Miles of Travel (VMT)
Metropolitan A^»a Boston - Inner City
Year__1917
Time
24-Hour
Grid
1-1
1-2
1-3
1-4
1-5
1-6
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
34
15
16
15
34
15
16
15
34
15
16
15
29
23
21
17
29
23
21
17
29
*3
21
17
VMT
LD
10, 150
9, 050
8, 200
6, 550
33, 950
8, 700
7, 800
7, 050
5, 600
29, 150
11, 050
9, 900
8, 950
7, 100
37, 000
23, 900
10, 000
27, 850
12, 750
74, 500
18, 950
7, 900
22, 050
10, 100
59, 000
6, 400
2, 650
7, 450
3, 400
19, 900
HD
1, 000
900
850
650
3, 400
900
800
700
550
2, 950
1, 100
1, 000
900
700
3, 700
2, 400
1, 000
2, 800
1, 300
7, 500
1, 900
800
2, 200
. 1, 000
5, 900
650
250
750
350
2, 000
Diesel
600
500
450
350
1, 900
500
450
400
300
1, 650
600
550
500
400
2, 050
1, 350
550
1, 550
700
4, 150
1, 050
450
1, 250
550
3, 300
350
150
400
200
1, 100
Area
(sq. mi.)
. 47
. 47
.47
. 47
. 47
. 47
A-17
-------
Boston - Inner City
1-7
2-1
2-2
2-3
2-4
2-5
2-6
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
29
23
21
17
34
15
16
15
34
15
16
15
34
15
16
15
25
25
9
8
21
10
9
8
29
23
21
17
VMT
LD
8,200
3,400
9,500
4, 350
25,450
11, 150
9, 950
9,050
7, 150
37, 300
6,200
5, 550
5,050
4,000
20, 800
9, 300
8, 350
7,550
6,000
31,200
157,800
38, 750
6,200
18, 600
221, 350
1, 950
200
300
450
2, 900
44, 800
18, 700
52,200
23,850
139, 550
HD
800
350
950
450
2, 550
1, 100
1,000
900
750
3, 750
650
550
500
400
2, 100
950
850
750
600
3, 150
15, 850
3, 900
600
1, 850
22,200
200
50
50
300
4, 500
1, 900
5,200
2, 400
14,000
Diesel
450
200
500
250
1,400
650
550
500
400
2, 100
400
300
300
150
1, 150
550
450
400
350
1, 750
8, 800
2, 150
350
1,050
12, 350
100
50
150
2,500
1,050
2, 900
1, 350
7,800
Area
(eq. mi.)
.47
.47
.47
.47
.47
.47
. 47
A-18
-------
Boston - Inner City - 1977
District
2-7
3-1
3-2
3-3
3-4
3-5
4-1
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
29
23
21
17
34
15
16
15
34
15
16
15.
32
10
16
8
25
25
9
8
21
10
9
8
28
18
14
13
VMT
LD
14,050
5,850
16,400
7,500
43, 800
10,000
8,950
8, 100
6,400
33,450
17,450
15,550
14, 100
11,200
58, 300
35,500
6,850
5,000
1,200
48,550
62,500
15,350
2,450
7,350
87, 650
111,550
10, 350
17,450
25, 150
164,500
8,050
10,500
10,000
4, 900
33,450
HD
1, 400
600
1, 650
750
4, 400
1,000
900
800
650
3, 350
1, 750
1, 550
1, 400
1, 150
5, 850
3, 550
700
500
100
4, 850
6,250
1, 550
250
750
8, 800
11,200
1,050
I, 750
2, 500
16, 500
800
1,050
1,000
500
3, 350
Diesel
800
350
900
400
2,450
550
500
450
350
I, 850
950
850
800
650
3,250
1,950
400
300
50
2,700
3,500
850
150
400
4,900
6,200
600
950
1,400
9, 150
450
600
500
300
1,850
Area
(sq. mi.)
. 47
.47
.47
. 47
. 47
.47
A-19
-------
B.oston - Inner City - 1977
District
4-2
4-3
4-4
4-5
5-1
5-2
5-3
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
28
18
14
13
32
10
16
8
26
14
14
8
21
10
9
8
28
18
14
13
28
18
14
13
28
18
14
13
VMT
LD
36,300
47,350
45, 100
22,300
151,050
94,550
18,250
13, 300
3,250
129, 350
55,900
23,600
23,000
12,000
114,500
56, 350
5,250
8,800
12,700
83, 100
4,400
5, 700
5,450
2,700
18,250
14,250
18,550
17,650
8,750
59,200
13, 500
17, 600
16, 750
8, 300
56, 150
HD
3, 650
4, 700
4, 500
2, 300
15, 150
9, 500
1,850
1, 350
300
13,000
5, 600
2, 350
2, 300
1,200
11, 450
5, 650
500
900
1, 300
8, 350
450
550
550
250
1, 800
1, 450
1, 850
1, 750
850
5, 900
1, 350
1, 750
1, 650
850
5, 600
Diesel
2,000
2,600
2,500
1, 300
8,400
5,250
1,000
750
200
7,200
3, 100
1,300
1,300
650
6, 350
3, 150
300
500
700
4,650
250
300
300
150
1,000
800
1,000
1,000
500
3, 300
750
1,000
950
450
3, 150
Area
(Bq. mi.)
.47
.47
.47
.47
.47
.47
.47
A-20
-------
Boston - Inner City - 1977
District
5-4
5-5
5-6
6-1
6-2
6-3
6-4
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
26
14
14
8
28
18
14
13
28
18
14
13
25
19
17
15
28
18
14
13
28
18
14
13
28
18
14
13
VMT
LD
57,850
24,400
23,850
12,450
118,550
6,300
8,200
7,850
3,850
26,200
3,350
4,400
4,150
2,050
13,950
24,500
13,200
18,300
8,450
64,450
12,800
16,650
15,850
7,850
53,150
11,850
15,450
14,700
7,300
49,300
22,850
29,800
28,400
14,050
95, 100
HD
5,800
2,450
2, 400
1,250
11,900
650
800
800
400
2, 650
350
450
400
200
1,400
2,450
1,300
1,850
850
6,450
1,300
1,600
1,600
800
5,300
1,200
1,550
1,450
750
4,950
2,300
3,000
2,850
1,400
9,550
Diesel
3,200
1,350
1,350
700
6,600
350
450
450
200
1,450
200
250
250
100
800
1,350
750
1,000
500
3,600
700
900
900
450
2,950
650
850
850
400
2,750
1,250
1,650
1,600
800
5,300
Area
(sq. mi.)
.47
.47
.47
.47
.47
.47
.47
A-21
-------
Boston - Inner City - 1977
District
6-5
6-6
7-1
7-2
7-3
7-4
7-5
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
28
18
14
13
28
18
14
13
25
19
17
15
25
19
17
15
25
19
17
15
,-"
25
19
17
15
25
19
17
15
VMT
LD
6,600
8.650
8,200
4,050
27,500
2,700
3,500
3,300
1,650
11,150
19,250
10,350
14, 350
6,600
50,550
14,000
7,550
10, 500
4,850
36,900
12,550
6,750
9,350
4.350
33,000
7,350
3,950
5,550
2,550
19,400
41,700
22,500
31, 150
14,350
109, 700
HD
650
850
800
450
2,750
250
350
350
150
1, 100
1,900
1,050
1,450
650
5,050
1,450
750
1,050
450
3,700
1,250
650
950
450
3, 300
750
400
550
250
1,950
4, 200
2,250
3, 100
1,450
11,000
Diesel
350
500
450
200
1,500
150
200
200
100
650
1,050
600
800
350
2,800
800
400
600
250
2,050
700
400
500
250
1.850
400
200
300
150
1,050
2,300
1,250 ,
1,750
800
\ 100
Area
(sq. mi.)
.47
.47
.47
.47
.47
.47
.47
A-22
-------
BOSTON - Inner City - 1977
District
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
VMT
LD
TOTAL
2,522,250
HD
TOTAL
252, 900
Diesel
TOTAL
140,500
/
Area
(eq. mi.)
VMT
TOTAL
For All
Vehicle
Types
2,915,650
A-23
-------
Vehicle Miles of Travel (VMT)
Metropolitan A™° Boston - Inner Suburb
Year.
1977
Time Period.
24-Hour
District
1-1
1-2
1-3
2-1
2-2
2-3
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
40
30
20
40
30
20
40
30
20
40
30
20
50
40
30
20
40
30
20
VMT
LD
0
10,950
57, 600
20,600
89. 150
0
85,050
39, 800
37,500
162, 350
0
36,250
60, 550
29,050
125,850
0
74, 150
43, 400
35, 300
152,850
90, 000
142, 600
67,400
89, 600
389, 600
0
48, 500
64, 500
33, 950
146,950
HD
0
1,100
5,800
2,050
8.950
0
8,550
4,000
3,750
16,300
0
3,650
6, 100
2,900
12,650
0
7,450
4,350
3,550
15.350
9,050
14,300
6, 750
9,000
39,100
0
4,850
6, 450
3,400
14,700
Diesel
0
600
3,200
1, 150
4,950
0
4,750
2,200
2, 100
9,050
0
2,000
3,400
1,600
7,000
0
4, 150
2,900
1,950
9,000
5,000
7, 950
3,650
5,000
21, 600
0
2,700
3, 600
1,900
8,200
Area
(sq. mi.)
3.47
3.47
3.47
3.. 47
3.47
3.47
A-24
-------
Boston - Inner Suburb - 1977 24-Hour
District
2-4
2-5
3-1
3-2
3-3
3-4
3-5
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
VMT
Avg Speed
,_
;
(mph) LD
50 174,450
40 59,950
30 j 11,150
20
40
30
20
30
20
40
30
20
40
30
20
40
30
20
50
40
30
20
73, 350
318, 900
0
110, 550
34, 700
43, 400
188, 650
0
0
41, 100
! HD
17,500
6,000
1, 100
7, 350
31, 950
0
11, 100
3,500
4, 350
18,950
0
0
4, 100
12, 350 I 1,250
53,450 5,350
0 0
120, 950 ! 12, 150
i
48, 500
50, 900
220, 350
0
21, 150
93, 500
34, 450
149, 100
0
29,050
19, 400
14, 550
63,000
58,200
45,050
41, 650
43, 500
188, 400
4,850
5, 100
22, 100
0
2, 100
9,400
3,450
14,950
0
2,900
1,950
1,450
6, 300
5,850
4,500
4,200
4,350
18, 900
Diesel
9, 700
3, 350
600
4, 100
17, 750
0
6, 150
1, 950
2, 400
10, 500
0
0
2, 300
700
3,000
0
6, 750
2, 700
2, 850
12, 300.
0
1,200
5, 200
1, 900
8, 300
0
1, 600
1, 100
800
3, 500
3,250
2,500
2, 300
2, 450
10, 500
Area
(sq. mi.)
3.47
3.47
3. 47
3.47
2. 15
2. 15
2.15
A-25
-------
Boston - Inner Suburb
1977 - 24-Hour
District
3-6
4-1
4-2
4-3
5-1
5-2
6-1A
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
40
30
20
50
30
20
50
40
30
20
30
20
40
30
20
40
30
20
40
30
20
VMT
LD
0
10,250
61, 550
21, 600
93, 400
98,800
0
91, 600
57,200
247, 600
108, 500
28, 100
53,000
56, 950
246, 550
0
0
17, 750
5, 350
23. 100
0
62,850
33, 700
29, 150
125, 700
0
63,050
40,450
30, 900
134. 400
0
31, 950
21, 350
16,000
69, 300
HD
o.
1,050
6,200
2, 150
9,400
' 9,900
0
9,200
5,750
24,850
10,900
2,800
5,300
5,700
24,700
0
0
1,800
550
2.350
0
6,300
3,400
2,950
12,650
0
6,300
4,050
3, 100
13.450
0
3,200
2, 150
1,600
6,950
Diesel
0
550
3, 450
1,200
5,200
5, 500
0
5, 100
3,200
13, 800
6,050
1, 550
2, 950
3, 150
13, 700
0
0
1, 000
300
1. 300
0
3, 500
1, 900
1, 650
7,050
0
3, 500
2,250
1, 700
7. 450
0
1,800
1,200
900
3, 900
Area
(sq. mi.)
3.47
3.47
3.47
3.47
3.47
3. 47
3.47
A-26
-------
Boston
Inner Suburb
1977 - 24-Hour
District
6-1
6-2
6-3
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(rnph)
40
30
20
40
30
20
50
40
30
20
VMT
LD
0
98,550
4, 300
30, 900
133. 750
0
25, 750
56, 350
24, 800
106, 900
195, 550
48, 900
51, 600
88, 950
385,000
TOTAL
3,814,300
HD
0
9,900
450
3, 100
13,450
0
2,600
5,650
2,500
10,750
19,600
4,900
5,200
8,900
38,600
TOTAL
382, 700
Diesel
0
5,500
250
1, 700
7.450
0
1, 450
3, 150
1, 400
6,000
10,900
2, 700
2, 900
4, 950
21,450
TOTAL
212, 950
Area
(sq. mi. )
3.47
3.47
3.47
TOTAL
VMT
All
Vehicle
Types
4,409, 950
A-27
-------
Vehicle Miles of Travel (VMT)
Metropolitan Arsa Boston - Outer Suburb
Year.
1977
Time Period.
24-hour
District
1-1
1-2
1-3
1-4
1-5
2-1
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
50
40
30
20
30
20
50
30
20
40
30
20
30
20
50
40
30
20
VMT
LD
339, 850
23,700
54,000
127,250
544, 800
0
0
117, 150
35,200
152, 350
210, 500
0
62, 800
81, 650
354, 950
0
197,250
73, 600
81, 350
352,200
0
0
140, 400
42, 200
182, 600
257, 550
169, 600
109, 600
161,200
697, 950
HD
34,050
2,400
5,400
12,750
54,600
0
0
11,750
3,550
15,300
21, 100
0
6,300
8,200
35,600
0
19,800
7,400
8, 150
35, 350
0
0
14, 100
4,250
18,350
25,850
17,000
11,000
16,200
70,050
Diesel
18, 950
1, 300
3,000
7, 100
30, 350
0
0
6, 550
1, 950
8,500
11, 750
0
3, 500
4, 550
19, 800
0
11,000
4, 100
4, 550
19, 650
0
0
7, 800
2, 350
10, 150
14, 350
9, 450
6, 100
9,000
38, 900
Area
(sq. mi. )
7.53
10.42
10. 62
10.62
10.62
15.251
A-28
-------
Boston
Outer Suburb - 1977
District
2-2
2-3
3-1
4-1
5-1
6-1
6-2
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
40
30
20
50
40
30
20
50
30
20
50
40
30
20
50
20
50
40
30
20
40
30
20
VMT
LD
0
51, 800
15, 150
20, 100
87,050
128, 550
41,050
8,800
53, 600
232,000
381, 650
0
163, 850
163, 850
709, 350
407, 950
112,050
99, 150
187,050
806,200
123,250
0
0
37,000
160,250
274, 800
168, 300
85,200
158, 700
687,000
0
28,850
89, 900
35, 450
154,200
HD
0
5,200
1,500
2,000
8,700
12,900
4, 100
900
5,400
23,300
38,300
0
16,450
16,450
71,200
40,950
11,250
9,950
18,750
80,900
12,350
0
0
3,700
16,050
27,600
16,900
8,550
15,950
69,000
0
2,900
9,000
3,550
15,450
Diesel
0
2, 900
850
1, 100
4, 850
7, 150
2, 300
500
3,000
12, 950
21,250
0
9, 150
9, 150
39, 550
22, 750
6,250
5, 550
10, 400
44, 950
6, 850
0
0
2,050
8, 900
15, 300
9,400
4, 750
8, 850
38, 300
0
1, 600
5,000
2,000
8, 600
Area
(sq. mi.)
4.63
6.95
11.89
9. 19
2.05
8.49
9.65
A-29
-------
Boston - Outer Suburb - 1977
District
6-3
6-4
7-1
7-2
7-3
7-4
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
50
40
30
20
40
30
20
50
40
30
20
50
30
20
50
30
20
50
30
20
50
30
20
VMT
LD
286, 300
77, 150
39,850
119, 600
622, 900
0
54,050
57, 400
33, 500
144, 950
283, 950
76, 400
9, 150
111,000
480, 500
308,800
0
38, 300
103, 700
450, 800
325, 850
0
43,750
111,050
480, 650
516,500
0
34, 400
165,500
716, 400
307, 100
0
147,050
136,450
590, 600
HD
28,750
7,750
4,000
12,000
52,500
0
5,450
5,750
3,350
14,550
28,500
7,650
900
11, 150
48,200
31,000
0
3,850
10,400
45,250
32,700
0
4,400
11, 150
48,250
51/850
0
3,450
16,600
71,900
30,800
0
14, 750
13,700
59,250
Diesel
15, 950
4, 300
2,200
6, 650
29, 100
0
3,000
3,200
1, 850
8,050
15,800
4,250
500
6,200
26, 750
17,200
0
2,150
5, 800
25, 150
18, 150
0
2, 450
6,200
26, 800
28,800
0
1, 900
9,200
39, 900
17, 100
0
8,200
7, 600
32, 900
Area
(sq. mi.)
9. 65
5.79
3.01
8.49
8. 19
4.83
3.78
A-30
-------
Boston - Outer Suburb - 1977
Pistrict
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
VMT
LD
TOTAL
8,607, 700
HD
TOTAL
853, 750
Diesel
TOTAL
474, 100
(sq. mi.)
VMT
TOTAL
For All
Vehicle
Types
9,935, 550
A-31
-------
APPENDIX A-3
1977 VMT WITH TRANSPORTATION
CONTROL STRATEGIES
A-32
-------
REVISED
Vehicle Miles of Travel (VMT)
Metropolitan Area Boston - Inner City
Year 1977
Time Period 24-Hour
District
1-1
1-2
1-3
1-4
1-5
1-6
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
34.7
15.3
16.3
15.3
34.7
15.3
16.3
15.3
34.7
15.3
16.3
15.3
29.6
23.5
21.4
17.3
29.6
23.5
21.4
17.3
29.6
23.5
21.4
17.3
VMT
LD
8802
7848
7111
5680
29441
7545
6764
6114
4856
25279
9583
8585
7761
6157
32086
20726
8772
24151
11057
64706
16433
6851
19122
8759
51165
5550
2298
6461
2948
17257
HD
NO
CHANGE
Diesel
NO
CHANGE
Area
(sq. mi.)
NO
CHANGE
A-33
-------
District
1-7
2-1
2-2
2-3
2-4
2-5
2-6
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
29.6
23.5
21.4
17.3
34.7
15.3
16.3
15.3
34.7
15.3
16.3
15.3
34.7
15.3
16.3
15.3
25.5
25.5
9.2
8.2
21.4
10.2
9.2
8.2
29.6
23.5
21.4
17.3
VMT
LD
7112
2948
8238
3772
22070
9669
8629
7849
6200
32347
5377
4813
4378
3469
18037
8065
7242
6547
5203
27057
136844
33604
5377
16130
191955
1692
173
260
390
2515
38851
16217
45268
20682
121018
HD
Diesel
Area
(sq. mi.)
A-34
-------
District
2-7
3-1
3-2
3-3
3-4
3-5
4-1
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
29.6
23.5
21.4
17.3
34.7
15.3
16.3
15.3
34.7
15.3
16.3
15.3
32.6
10.3
16.3
8.2
25.5
25.5
9.2
8.2
21.4
10.2
9.2
8.2
28.6
18.4
14.3
13.3
VMT
LD
12184
5073
14222
6504
37983
8672
7762
7024
5550
29008
15133
13484
12228
9713
50558
30786
5940
4336
1041
42103
54200
13311
2125
6374
76010
96735
8976
15133
21810
142654
6981
9106
8672
4249
29008
HD
Diesel
Area
(sq. mi.)
A-35
-------
District
4-2
4-3
4-4
4-5
5-1
5-2
5-3
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
28.6
18.4
14.3
13.3
32.6
10.2
16.3
8.2
26.5
14.3
14.3
8.2
21.4
10.2
9.2
8.2
28.6
18.4
14.3
13.3
28.6
18.4
14.3
13.3
28.6
18.4
14.3
13.3
VMT
LD
31479
41062
39111
19339
130991
81994
15826
11554
2818
112192
48476
20466
19946
10406
99294
48867
4553
7631
11013
72064
3816
4943
4726
2341
15826
12358
16086
15306
7588
51338
11706
15263
14526
7198
48693
HD
Diesel
Area
(sq. mi.)
A-36
-------
District
5-4
5-5
5-6
6-1
6-2
6-3
6-4
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
26.5
14.3
14.3
8.2
28.6
18.4
14.3
13.3
28.6
18.4
14.3
13.3
28.6
19.4
17.3
15.3
28.6
18.4
14.3
13.3
28.6
18.4
14.3
13.3
28.6
18.4
14.3
13.3
VMT
LD
50167
21160
20683
10797
102807
5463
7111
6808
3339
22721
2904
3816
3599
1 778
12097
21246
11447
15870
7328
55891
11100
14439
13745
6808
46092
10276
13398
12748
6331
42753
19816
25843
24628
12184
82471
HD
Diesel
*
Area
(sq. mi.)
A-37
-------
District
6-5
6-6
7-1
7-2
7-3
7-4
7-5
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
28.6
18.4
14.3
13.3
28.6
18.4
14.3
13.3
25.5
19.4
17.3
15.3
25.5
19.4
17.3
15.3
25.5
19.4
17.3
15.3
25.5
19.4
17.3
15.3
25.5
19.4
17.3
15.3
VMT
LD
5724
7501
7111
3512
23848
2341
3035
2862
1431
9669
16694
8976
12444
5724
43838
12141
6547
9106
4206
32000
10884
5854
8108
3772
28618
6375
3425
4813
2211
16824
36163
19512
27013
12444
95132
HD
Diesel
Area
(sq. mi.)
A-38
-------
District
•
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
VMT
LD
TOTAL
2,187,416
HD
TOTAL
252,900
Diesel
TOTAL
140,500
(sq. mi.)
VMT
TOTAL
FOR ALL
VEHICLES
2,580,816
A-39
-------
REVISED
Vehicle Miles of Travel (VMT)
Metropolitan Area Boston - Inner Suburb
Year 1977
Time Period
24-Hour
District
1-1
1-2
1-3
2-1
2-2
2-3
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
40.8
30.6
20.4
40.8
30.6
20.4
40.8
30.6
20.4
40.8
30.6
20.4
51.0
40.8
30.6
20.4
40.8
30.6
20.4
VMT
LD
0
10467
55054
19689
85210
0
81291
38041
35842
155174
0
34647
57874
27766
120287
0
70873
41482
33740
146095
86022
136297
64421
85640
372380
0
46357
61649
32449
140455
HD
Diesel
*
Area
(sq. mi.)
"*
A-40
-------
District
2-4
2-5
3-1
3-2
3-3
3-4
3-5
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
51.0
40.8
30.6
20.4
40.8
30.6
20.4
30.6
20.4
40.8
30.6
20.4
40.8
30.6
20.4
40.8
30.6
20.4
51.0
40.8
30.6
20.4
VMT
LD
166739
57301
10657
70108
304805
0
105664
33166
41482
180312
0
0
39284
11804
51088
0
115604
46356
48650
210610
0
20216
89367
32927
142510
0
27765
18543
13907
60215
55628
43059
39809
41577
180073
HD
Diesel
Area
(eq. mi.)
A-41
-------
District
3-6
4-1
4-2
4-3
5-1
5-2
6-1A
•
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
40.8
30.6
20.4
51.0
30.6
20.4
51.0
40.8
30.6
20.4
30.6
20.4
40.8
30.6
20.4
40.8
30.6
20.4
40.8
30.6
20.4
VMT
LD
0
9798
58829
20645
89272
94433
o
87551
54672
236656
103704
26858
50657
54433
235652
0
0
16965
5114
22079
0
60072
32210
27862
120144
0
60264
38662
29534
128460
0
30538
20406
15293
66237
HD
Diesel
Area
(sq. mi. )
A-42
-------
District
6-1
6-2
6-3
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
40.8
30.6
20.4
40.8
30.6
20.4
51.0
40.8
30.6
20.4
VMT
LD
0
94194
4110
29534
127838
0
24612
53859
23704
102175
186907
46739
49319
85018
367983
TOTAL
,645,710
HD
TOTAL
382,700
Diesel
TOTAL
212,950
Area
(sq. mi.)
VMT
TOTAL
ALL
VEHICLES
,241,360
A-43
-------
REVISED
Vehicle Miles of Travel (VMT)
Metropolitan Area Boston - Outer Suburb
Year 1977
Time Period 24-Hour
District
1-1
1-2
1-3
1-4
1-5
2-1
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
51.0
40.8
30.6
20.4
30.6
20.4
51.0
30.6
20.4
40.8
30.6
20.4
30.6
20.4
51.0
40.8
30.6
20.4
VMT
LD
333087
23228
52925
124718
533958
0
0
114818
34500
149318
206311
0
61550
80025
347886
0
193325
72135
79731
345191
0
0
137606
41360
178966
252425
166225
107419
157992
684061
HD
Diesel
Area
(sq. mi.)
A-44
-------
District
2-2
2-3
3-1
4-1
5-1
6-1
6-2
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
40.8
30.6
20.4
51.0
40.8
30.6
20.4
51.0
30.6
20.4
51.0
40.8
30.6
20.4
51.0
20.4
51.0
40.8
30.6
20.4
40.8
30.6
20.4
VMT
LD
0
50769
14849
19700
85318
125992
40233
8625
52533
227383
374056
0
160589
160589
695234
399832
109820
97177
183328
790157
120797
0
0
36264
157061
269331
164951
83505
155542
673329
0
28275
88111
34745
151131
HD
Diesel
Area
(sq. mi. )
A-45
-------
District
6-3
6-4
7-1
7-2
7-3
7-4
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
51.0
40.8
30.6
20.4
40.8
30.6
20.4
51.0
40.8
30.6
20.4
51.0
30.6
20.4
51.0
30.6
20.4
51.0
30.6
20.4
51.0
30.6
20.4
VMT
LD
280602
75615
39057
117220
512,49-4
0
52974
56258
32833
142065
278299
74880
8968
108791
470938
302655
0
37538
101636
441829
319366
0
42879
108840
471085
506222
0
33715
162207
702144
300988
0
144124
133735
578847
HD
Diesel
Area
(sq. mi.)
A-46
-------
District
1
Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
VMT
LD
TOTAL
8,388,395
HD
TOTAL
853,750
Diesel
TOTAL
474,100
• Area
(sq. mi.)
VMT
TOTAL
ALL
VEHICLES
9,666,245
A-47
-------
APPENDIX B
VEHICLE AGE DISTRIBUTION
-------
APPENDIX B
PASSENGER CARS IN OPERATION
AS OF JULY 1, 1971
YEAR
1971
1970
1969
1968
1967
1966
1965
1964
1963
1962
1961
1960
1959
1958
1957
1956
Prior to
1956
ESSEX
COUNTY
17,660
27,880
28,794
30,005
25,670
27,467
27,154
22,200
18,225
12,922
6,887
4,029
1,608
652
742
626
1,869
MIDDLESEX
COUNTY
40,805
65,136
67,920
67,926
56,312
58,245
56,107
44,293
34,367
23,837
12,088
7,240
2,794
1,174
1,349
992
3,048
NORFOLK
COUNTY
19,734
31,314
32,282
31,595
25,768
25,981
24,354
19,082
14,660
10,029
5,266
3,125
1 ,220
587
627
512
1,596
SUFFOLK
COUNTY
9,762
15,553
15,708
15,637
13,357
14,668
14,517
11,971
9,492
7,319
3,861
2,441
1,006
395
517
392
1 ,264
Source: R. L. Polk & Company.
B-l
-------
APPENDIX B
TRUCKS IN OPERATION
AS OF JULY 1, 1971
YEAR -
1971
1970
1969
1968
1967
1966
1965
1964
1963
1962
1961
1960
1959
1958
1957
1956
Pr ior to
1 956
ESSEX
COUNTY
1 ,820
2,177
2,100
1 ,823
1,538
1,674
1 ,567
1 ,455
1 ,200
1,026
839
703
471
341
376
401
1 ,545
MIDDLESEX
COUNTY
4,274
5,71 1
4,673
3,796
3,524
3,473
3,382
3,024
2,41 0
1 ,993
1 ,483
1,353
890
656
636
796
2,505
NORFOLK
COUNTY
1,767
2,366
2,272
1 ,880
1,577
1,730
1,566
1 ,248
1 ,046
840
689
630
423
262
347
317
1 ,1 96
SUFFOLK
COUNTY
1,808
2,672
2,351
2,042
1,941
1,590
1,277
1,124
935
916
590
479
383
263
262
202
731
Source: R. L. Polk & Company.
B-2
-------
APPENDIX C
ADJUSTED VEHICLE AGE DISTRIBUTION
-------
APPENDIX C
AGE DISTRIBUTION BY VEHICLE CLASSIFICATION
AS OF DECEMBER 31, 1971*
Age In
Years
0
1
2
3
4
5
6
7
8
9
10
11
12
12+
Light Duty Vehicle
32,098
110,619
142,292
144,934
133,135
123,734
124,247
109,839
87,145
65,426
41,105
22,469
11,732
18,396
Heavy Duty Vi
3,568
12,203
12,161
10,469
9,061
$t5lH
7,557
7,322
6,221
5,183
4,188
3,383
2,666
6,802
* Adjusted from R.L. Polk Company data.
r -1
-------
APPENDIX D
VMT CONTRIBUTION BY MODEL YEAR
-------
APPENDIX D
PER CENT CONTRIBUTION TO VMT BY MODEL YEAR
LIGHT DUTY VEHICLES
Model
Year
1972
1971
1970
1969
1968
1967
1966
1965
1964
1963
1962
1961
1960
1959
1958
1957
1957**
December 1971
Registrations
32,298
110,619
142,293
144,934
133,135
123. 7JV
124,247
109,839
87,145
65,426
41,105
22,469
11,732
4,718
3,022
2,879
7,777
1,167,372
(1)
Fraction Of
Vehicles In Use
By Model Year
.0277
.0948
.1219
.1242
.1140
.1060
.1064
.0941
.0747
.0560
.0352
.0192
.0100
.0040-
nnoc
. uuzo
n n c. ~i
. UUo /
1.0000
(2)
Average*
Miles/Year
3,600
11,900
16,100
13,200
11,400
11,700
10,000
10,300
8,600
10,900
8,000
6,500
6,500
6,500
(1) x (2)
99.72
1128.12
1962.59
1639.44
1299.60
1240.20
1064.00
969.23
642.42
610.40
281.60
124.80
65.00
102.70
Ave. Fraction
Contribution
To VMT By
Model Year (M)
.009
.100
.175
.146
.116
.111
.095
.086
.057
.054
.025
.011
.006
.009
1.000
* Nationwide Personal Transportation Study, Annual Miles of Automobile Travel,
Report No. 2: April 1972, U.S. Department of Transportation, FHWA
**Prior to 1957
-------
a
CO
APPENDIX D
PER CENT CONTRIBUTION TO VMT BY MODEL YEAR
HEAVY DUTY VEHICLES
Model
Year
1972
1971
1970
1969
1968
1967
1966
1965
1964
1963
1962
1961
1960
1959
December 1971
Registrations
3,568
12,203
12,161
10,469
9,061
8,524
7,557
7,322
6,221
5,183
4,188
3,383
2,666
6,802
(1)
Fraction Of
Vehicles In Use
By Model Year
.0359
.1229
.1225
.1054
.0912
.0858
.0761
.0737
.0626
.0522
.0422
.0341
.0268
.0685
(2)
Average*
Miles/Year
3,500
11,700
17,200
15,800
15,800
13,000
13,000
11,000
11,000
9,000
9,000
5,500
5,500
5,500
(1) x (2)
Ave. Fraction
Contribution
To VMT By
Model Year (M)
125.65
1437.93
2107.00
1665.32
1440.96
1115.40
9 89 . 30
810.70
688.60
469.80
379.80
187.55
147.40
376.75
.011
.120
.176
.139
.121
.093
.083
.068
.058
.039
.032
.016
.012
.032
* Nationwide Personal Transportation Study, Annual Miles of Automobile Travel,
Report No. 2: April 1972, U.S. Department of Transportation, FHWA.
-------
APPENDIX E-l
EMISSIONS BY ZONE
FOR CARBON MONOXIDE IN 1970 IN THE
INNER CITY OF BOSTON
-------
CITY OF BOSTON CALENDAR YEAR IS 1970
REGION NO. 5 POLLUTANT SPECIES IS CARBON MONOXIDE
MODEL Y^ARS CONSIDERED IS FROM 1957 TO 1970
LENSTH OF TIME PERIOD IS 24 HOURS
CE-
VEHICLE
CATEGORY •
ZONE
MO.
1
?
3
4
5
6
7
r
P
1C
11
12
1?
14
15
IT
17
1C
1°
2r-
21
TO
23
24
25
26
27
2P
Z'l
3(
31
t ->
?,~1
?4
35
3'j
37
33
39
4C
*•(
AREA
ISO. MI)
C.471
0.471
0.471
0.471
0.471
0.471
C.471
C.471
C.471
0.471
C.471
C.471
0.471
0.471
C.471
C.471
C .471
C.471
C.t71
0.471
0.471
C.471
( .471
0.471
0.471
0.471
G.471
C.471
C.471
C.471
r . -V71
C.t71
0 . 47 1
C.471
r .471
C.471
0.471
0.471
0.471
C.471
O.fTI
LIGHT
EMISSIONS
(K",KI
2K90.99
3333.70
251C.16
30<>P.64
131C.25
3320.42
2454.61
4643.55
2231.64
3534.75
175C.C3
1599.74
64"3.55
1»'43.»13
11711 .96
5529.35
2?C.52
10043.20
5677.11
7659.55
7990.71
3146. 4S
7792.91.
2392.21
1C3T1.2P
1303. ?5
4473.^7
4473.34
196C.3C
101". .69
37'>t?.5.">
45 r-J.l -
65-7. ?:>
193 ^.
12P1.56
6587 .71
DUTY
EMISSION
DENSITY
(KSM/SO.M]
6137.99
7C77.<>2
5329.43
6557. o2
386C.4C
C111.3C
5232.71
9F5F.V2
4738.09
7504.72
2654.10
33 '/6. 4."
135^5.66
3914.71
24;"»6.16
11739.59
595.59
21323.15
12C53.jC
16050.01
16^65 .M
S6..0.3S
16545.43
5C79.00
23102.51
276^ .25
9507.57
9923.23
4162.0C
21C.2.53
7-^2.13
9739.66
13°''7.1o
4222.91
1T5.23
3969.67
5365.00
5537. f"
4713.02
2551.03
i 312C.S |
HEAVY DUTY
eilSCIONS EMISSION
0EMSITY
(KGM) (KC-M/S3.MI)
555.70
640.73
432.45
593.65
349.47
734.72
473.74
423.93
^7?.46
24C.33
307.53
173C.84
3*i4.45
10:>2.S4
53.8.1
1930.3C
IP91.11
1453.C6
1'535. 35
604.B3
1497.90
459. 82
2091.40
2506.09
•JbO.78
376.30
195.80
7.Z2.65
Pf 1.76
1266.25
332.23
163.49
412.07
530.92
501.2?"
427.10
230.90
121.1. . it
1179.S4
1560.47
1024.31
1'60.41
741.98
1559.91
10C5.T2
1395.07
910.6?
1442.59
510.25
652.94
2613.25
752.55
4779.49
2256.57
114.39
4C9J.46
2316.50
3085.06
3260.S2
12^4.14
31S0.25
976.27
444C.35
5320.79
1327.55
1907.3o
799.99
415.70
1534.2?
1C72.10
26:3.44
.311. 33
347.11
1724.14
1127.22
1064.29
906.30
49C.23
OTHER
EMISSIONS
(KGM)
40.49
46.70
35.15
43.25
25.47
53.54
34.39
65.03
41.45
65.64
23.21
29.72
118.93
34.25
1P5.26
97.46
4.06
145.77
32.40
114.77
121.32
53.64
132.37
34.39
157. Cl
13.32
64.62
67.43
23.29
14.70
54.25
66.19
95.05
2S.70
12 .27
69.23
45.27
42.74
36.41
19.70
10 7. If
EMISSION
DENSITY
(KGM/SO.HI)
85.97
99.15
74.62
91.82
54.08
1 13 . 66
73.02
138.06
RP.01
139.36
49.27
63.09
252.50
72.71
393.34
185.68
3.62
309.49
174.94
243.66
257.57
113.88
282.10
73.02
333.36
39.95
137.19
143.17
6C.C6
31.20
115.18
140.53
201.80
60.93
26.04
146.99
96.11
90.74
77.31
41.82
221. 11
TOTAL
EMISSIONS
(KGM)
3487.19
4021.18
3027.76
3725.54
2193.19
4608.67
2972.74
5601.15
2702.02
4279.85
1513.61
1936.99
7753.32
2232.53
1414P.36
6679.64
338.46
12119.34
6850.61
9127.38
9647. P7
3804.93
9423.66
2886.43
13129.70
3828.76
5403.46
5639.64
2365.39
1229.18
4536.48
5535.33
7949.26
2399.92
1026.02
5106.02
3338.61
3152.36
2685.70
1452.15
Tlbl-fl
EMISSION
DENSITY
(KGM/SO.MII
7403.80
8537.54
6428.36
7909.85
4656.46
9784.86
6311.55
11892.04
5736.77
9086.72
3213.62
4112.51
16461.40
4739.97
3003P.97
14181.83
718.60
25731.09
14544.81
19378.72
204*3.79
8078.40
20007.77
6128.29
27876.21
8128.99
11472.31
11973.76
5022.05
2609.73
9631.59
11752.29
16177.41
5095.37
2178.38
10840.80
7088.34
6692.91
5702.13
3083.13
/6f"¥-*S
-------
APPENDIX E-2
EMISSIONS BY ZONE
FOR CARBON MONOXIDE IN 1977 IN THE
INNER CITY OF BOSTON WITHOUT CONTROL STRATEGY
-------
CITY OF BOSTON CALENDAR YEAR IS 1977
REGION NO. 5 POLLUTANT SPECIES IS CARBON MONOXIDE
MOObL YEARS CONSIDERED IS FROM 1964 TO 1977
LENGTH OF TIME PERIOD IS 24 HOURS WITHOUT STMTEGY
-VEHICLE
CATEGORY •
ZONE
NO.
1
2
3
4
5
7
p
9
10
11
12
13
14
15
16
11
IE
19
20
21
22
23
24
25
24
27
28
29
30
31
32
33
34
35
36
37
38
39
4C
t-i
AREA
(SO. MI)
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
0.471
2.471
0.471
0.471
0.471
0.471
C.471
0 . fit
LIGHT
EMISSIONS
(KGM)
1143.80
9*2. *S
1248.13
1256.96
.700.75
1051.70
1127.79
1965.60
2153.60
1704.87
574.93
735.77
4033.91
1265.32
6446.03
2544.20
102.94
5910.74
2985.77
39*6.47
4127.96
1333.28
3549.92
1199.30
5402.43
653.65
2116.10
2006.98
938.12
499.56
1900.43
1764.04
340 1 .47
935.21
399.18
2093.63
1641.82
1199.11
1071.33
629.99
35< E.63
DUTY
EMISSION
DENSITY
(KGM/SO.MI)
2428.45
20S6.80
2649.97
2668.71
1487.79
2232.91
2394.46
4173.25
4572.41
3619.07
1220.65
1562.14
8564.56
26*6.45
13635.34
5401.69
218.56
12549.34
6339.21
»463.*5
8764.25
2830.75
7536.98
2546.28
11470.13
13*7. *0
4492 .77
4261.09
1991.77
1060.63
4034.39
3745.31
7221.81
2091.74
847.52
4445.01
3485.82
2545.88
2275.65
1337.57
7J4».3_5
HEAVY
EMISSIONS
(KGM)
339.73
291.95
370.75
373.34
208.17
312.40
334.94
533.80
655.65
519.03
175.03
224.05
1228.17
3P5.39
1959.98
775.9?
30.34
1739.12
878.51
117*.27
1220.11
409.65
1090.67
352.97
1590.15
192.36
622.90
590.74
276.13
147.05
559.41
519.26
1001.20
290.01
117.52
625.31
490.43
358.15
320.15
188.16
/(><¥• Zft
DUTY
EMISSION
DENSITY
(KGM/SO.MI)
721.29
619.35
7*7.15
792.66
441.96
663.26
711.12
1239.49
1392.04
1101.98
371.61
475.68
2607.58
813.24
4161.30
1647.51
64.42
3692.40
1365.21
2501.64
2590.47
869.75
2315.65
749.40
3376.11
40*. 40
1322.51
1254.22
586.27
312.21
1187.71
1102.46
2125.69
515.73
249.50
1327.63
1041.25
760.41
679.73
399.50
OTHER
EMISSIONS
(KGM)
38.60
33.17
42.13
42.41
23.65
35.4r
38.05
66.33
"4.74
67.09
22.61
28.94
158.73
49.80
251.74
99.65
3.27
137.08
94.50
130.22
134.85
55.25
147.12
38.06
171.44
20.74
67.15
53.70
29.73
15.86
60.31
55.98
107.95
31.27
12.67
73.29
57.47
41.93
37.51
22.06
EMISSION
DENSITY
(KGM/SQ.MI)
81.94
70.42
P9.44
90.05
50..22
75t;<
80.82
140.83
179.92
142.44
48.01
61.45
337.00
105.73
534.47
211.50
6.93
397. IT
200.63
276.47
286.30
117.30
312.35
80.82
364.00
44.03
142.57
135.24
63.22
33 . 67
128. C5
113. 3i
229.19
as. 39
25.91
155.il
122. C3
39.1i
79.55
46.84
TOTAL
EMISSIONS
(KGM)
1522.12
1308.00
1661.01
1672.72
932 . 57
i399.5?
1500.80
2615.73
2S94.00
2290.98
772.57
983.75
5420.80
1700.51
P657.74
3419.84
136.55
7836.93
3958.78
5294.96
54P2.92
1793.19
4737 ,_70
1590.33
7164.02
866.75
2*06.15
2661.41
1244.03
662.47
2520.16
2339.28
4510.62
1306.49
529.37
2792.24
2189.72
1599.24
1429.49
840.22
ff 73-1 . T
EMISSION
DENSITY
(KGM/SQ.MII
3231.68
2777.07
3526.56
3551.41
1979.98
2971.53
3186.40
5553.57
6144.36
4864.09
1640.27
2099.27
11509.14
3610.43
1P3R1.61
7260.80
289.91
16638..92
8405.05
11241.95
11641.02
3817.81
10164.97
3376.50
15210.23
1840.23
5957. *4
5650.55
2641.26
1406.52
5350.65
4966.63
9576.69
2773.86
1123.93
5928.32
4649.10
3395.42
3035.02
1783.91
/oosr.«s
-------
APPENDIX E-3
EMISSIONS BY ZONE
FOR CARBON MONOXIDE IN 1977 IN THE
INNER CITY OF BOSTON WITH CONTROL STRATEGY
-------
M
I
CITY OF BOSTON CALENDAR YEAR IS 1977
REGION NO. 5 POLLUTANT SPECIES IS CARBON MONOXIDE
MODEL YEARS CONSIDERED IS FROM 1964 TO 1977
LENGTH OF TIME PERIOD IS 24 HOURS
VEHICLE
CATEGORY
1 ONE AREA
NO.
(SO. MI")
,-, -'l 0.471
t-1 J 2 0.471
,-3 J3 0.471
z-« A 0.471
*-i *, 0.471
Z-J J6 0.471
3-1 77 0.471
3-Z yS 0.471
/-.» . 9 0.471
/-S- 1C C.471
/-* 11 0.471
/-7 12 0.471
•z-t 13 C.471
*-r 14 0.471
•»-* 15 C.471
3-t 16 C.471
2-5 17 0.471
3-* 13 C.471
*-S 19 0.471
t-f 2C C.471
i"»2l C.471
3-3 22 C.471
»-J 23 C.471
1-1 24 C.471
*-i 25 0.471
s-i 2b C.471
5-1 27 0.471
S-J 2S C.471
»-S 2? 0.471
S-« 30 0.471
t-t 31 C.471
4-1 32 0.471
t-v 33 0.471
4-S- 34 0.471
t-4 35 0.471
*-' 36 0.471
7-/ 37 0.471
r-t 38 C.471
T-J 39 0.471
r--y 40 0.471
7-f fl 0*4-71
LIGHT
EMISSIONS
(KGH)
978.88
840.50
1066.83
1075.50
599.74
P99.62
964.49
1681.00
1837.03
1454.82
490.69
62~7.55
3441.07
1080.02
5511.25
2182.34
89.74
50*9.90
2571.25
3405.48
3525.96
1145.78
3052.61
1019.98
4605.93
556.48
1805.16
1721.65
798.92
425.36
1620.69
1502.30
2398.24
038.55
339.93
1785.62
1400.51
1022.41
914.29
537.50
3oVf. Z1
DUTY
EMISSION
DENSITY
(KGM/SQ.MI)
2078.31
1784.50
2265.02
2233.45
1273.34
1910.01
2047 .74
3569.00
3900.28
3038.78
1041.31
1332.37
7305.38
2293.04
11701.18
4633.41
190.52
10106.59
5459.13
7230.32
7486.13
2432.65
6481.13
2165.57
9779.04
1181.48
3832.60
3655.30
1696.22
903.09
3440.97
3189.61
6153.38
1780.36
721 .83
3791.12
2973.49
2170.71
1941.17
1141.18
tt-st.lt
HEAVY
EMISSIONS
(KGM)
335.87
288.64
366.54
369.10
205.80
30". "5
331.14
577.17
646.86
512.07
172.68
221.04
1211.70
380.22
1937.07
766.91
30.16
172 P. 72
873.26
1163.30
1204.61
406.38
1083.29
347. 2f
1564.52
189.26
612.86
581.22
271.68
144. 6"
550.40
510.89
985.07
285.33
115.62
616. 5P
483.58
353.15
315.68
185.54
/o*1-3*
DUTY
EMISSION
DENSITY
(KGM/SQ.MI)
713.10
612.81
778.21
783.66
436.95
655.73
703.05
1225.42
1373.37
1087.20
366.62
469.30
2572.51
807.27
4112.68
1628.26
64.03
3670.33
1854.06
2469.86
2557.56
863.86
2299.98
737.33
3321.71
401.82
1301.19
1234.00
576.82
307. IB
1168.57
1084.69
2091.44
605.80
245.48
1309.09
1026.71
749.79
670.23
393.92
ZZ27.10
OTHER
EMISSIONS
(KGM)
38.60
33.17
42.13
42.41
23.66
35.49
38.06
66.33
84.74
67.09
22.61
28.94
158.73
49.80
251.74
99.66
3.27
1*7.0"
94.50
130.22
134.85
55.25
147.12
3P.06
171.44
20.74
67.15
63.70
29.78
15. P6
60.31
55.98
107.95
31.27
12.65
73.29
57.47
41.98
37.51
22.06
I2 + .7*
EMISSION
DENSITY
(KGM/SQ.MI)
PI. 94
70.42
89.44
90.05
50.22
75.36
PO.P2
140.83
179.92
142.44
48.01
61.45
337.00
105.73
534.47
211.60
6.93
397.19
200.63
276.47
286.30
117.30
312.35
RO.P2
364.00
44.03
142.57
135.24
63.22
33.67
128.05
118.86
229.19
66.39
26.87
155.61
122.03
69.14
79.65
46.84
Ztt.tt
TOTAL UG«T >UTr
EMISSIONS
(KGHi
1353.35
1162.30
1475.49
1487.02
829.20
1243.96
1333.69
2324.51
2568.63
2033.97
685.99
877.53
4811.50
1510.05
7700.06
3048.91
123.16
7005.70
3539.01
4698.99
4865.42
1607.91
4283.01
1405.33
6341.89
766.47
2485.17
2366.56
1100.38
5»5.90
2231.40
2069.18
3991.26
1155.15
468.26
2475.49
1941.57
1417.54
1267.49
745.10
fZiVJt
EMISSION tetnrr
DENSITY /If
(KGM/SQ.MI) iuavcnvt
2P73.35
2467.73
3132.68
3157.15
1760.51
2641.11
2*31.61
4935.25
5453.57
4318.41
1456.45
1863.12
10215.49
3206.05
16348.33
6473.27
261.49
14874.09
7513. R2
9976.63
10329.98
3413.81
9093.44
2983.72
13464.73
1627.32
5276.36
5024.54
2336.26
1243.95
4737.58
4393.16
8474.01
2452.55
994.18
5255.82
4122.22
3009.64
2691.05
1581.95
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-------
I. Title and Subtitle
BIBLIOGRAPHIC DATA
SHEET
1. Report No.
APTD-1442
3. Recipient's Accession No.
Transportation Controls to Reduce Motor Vehicle
Emissions in Boston, Massachusetts
5- Report Date
December 1972
6.
'. Auchor(s)
Land Use Planning Branch
8- Performing Organization Rept.
No.
>. Performing Organization Name and Address
GCA Corporation
GCA Technology Division
Bedford, Massachusetts
10. Project/Task/Work Unit No.
DU-72-B895
11. Contract/Grant No.
68-02-0041
12. Sponsoring Organization Name and Address
Environmental Protection Agejncy
Office of Air Quality Planning and Standards
Research Triangle Park, N.C. 27711
13. Type of Re
Coveted
Final
Report 12/15/72
14.
is. supplementary Notes preparec| to assist in the development of transportation control plans
by those State Governments demonstrating that National Ambient Air Quality Standards
r.annot be attained bv implementing emission standards for stationary sources onlv.
16. Abstracts
The_document demonstrates the nature of the Air Quality problem attributed to motor
vehicle operation, the magnitude of the problem and a strategy developed to neutralize
these effects in order that National Ambient air quality standard may be attained and
maintained.
17. Key Words and Document Analysis. 17a. Descriptors
Motor Vehicle emitted pollutants - air pollutants originating within a motor vehicle
and released to the atmosphere.
National Ambient Air Quality Standards - Air Quality Standards promulgated by the
Environmental Protection Agency and published
as a Federal Regulation in the Federal
Register.
17b. Identifiers/Open-Ended Terms
VMT - Vehicle Miles Traveled
Vehicle Mix - distribution of motor vehicle population by age group.
LDtf - light duty vehicle - less than 6500 Ibs.
HDV - heavy duty vehicle - greater than 6500 Ibs.
i7e. COSATI Field/Group Environmental Quality Control of Motor Vehicle Pollutants
18. Availability Statement
For release to public
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