APTD-1444
TRANSPORTATION  CONTROLS
                       TO REDUCE
    MOTOR VEHICLE EMISSIONS
    IN SEATTLE,  WASHINGTON
  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-1444
TRANSPORTATION  CONTROLS

         TO  REDUCE  MOTOR

         VEHICLE  EMISSIONS

   IN SEATTLE,  WASHINGTON

                    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-1444
                                   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




Winkler (Project Officer) and Mr. Dave Tamny of the Land Use Planning




Branch, EPA, Durham, North Carolina, and Mr. Jerry A. Kurtzweg (Co-




Project Officer) of EPA Region X.






     Many members of local and state agencies supplied data and criti-




cal 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

   I          INTRODUCTION AND SUMMARY

              A.  BACKGROUND

              B.  PURPOSE, SCOPE AND LIMITATIONS OF STUDY

              C.  CONTENT OF REPORT

              D.  SUMMARY OF PROBLEM AND REQUIRED TRANSPORTATION
                  CONTROLS

  II          VERIFICATION AND ASSESSMENT OF AIR POLLUTION         II-l
              PROBLEM

              A.  OUTLINE OF METHODOLOGY                           II-l

                  1.   General                                      II-l
                  2.   Methodology for Carbon Monoxide               II-2
                  3.   Discussion of Methodology for Carbon         II-4
                      Monoxide
                  4.   Methodology and Discussion for Oxidants      II-8

              B.  DISCUSSION OF 1970-1972 AIR QUALITY  LEVELS       II-9

                  1.   Natural Features Affecting Pollution Poten-  II-9
                      tial
                  2.   Monitoring -Network                           11-13
                  3.   Review of Air Quality Data                   11-14
                  4.   Impact of Stationary Sources                  11-37

              C.  DISCUSSION OF 1971 and 1977 VEHICLE  MILES OF     11-40
                  TRAVEL

                  1.   General                                      11-40
                  2.   Methodology                                  11-40

              D.  DERIVATION OF 1977 AIR QUALITY LEVELS            11-54

                  1.   General                                      11-54
                  2.   Estimation of CO Levels                      11-56
                  3.   Estimation of Oxidant Levels                  11-65

              E.  PROJECTED  CARBON MONOXIDE LEVELS  IN  1978 AND     11-72
                  1979

              F.  SUMMARY OF PROBLEM AND CONCLUSIONS               11-74
                                  IV

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                         TABLE OF CONTENTS (Cont.)

Section                          Title

  II              1.  Implementation Flan Assessment of CO and
                      Oxidant Problems
                  2.  Current Assessment of CO and Oxidant
                      Problems

 III          EVALUATION OF CANDIDATE TRANSPORTATION CONTROLS     III-l

              A.  GENERAL                                         III-l

              B.  STRATEGY EVALUATION                             III-4

                  1.  Continue to Support the METRO Transit       III-5
                      Program
                  2.  Develop Fringe Parking with PRT Links to    III-8
                      Downtown
                  3.  Incentive Retrofit Programs                 III-9
                  4.  Gaseous Conversion                          111-10
                  5.  Implement the Proposed 1-5 Surveillance,    III-ll
                      Control and Ramp Metering Program
                  6.  Develop Means to Bypass Through Traffic in  111-12
                      Downtown
                  7.  Driver Advisories                           111-14
                  8.  Car Pools, Staggered Hours, and Staggered   III-14
                      Days
                  9.  Improved Signal Systems                     111-16
                 10.  Discourage Use of Older Vehicles            111-16

              C.  SUMMARY AND IMPACT                              111-17

   IV         SELECTION OF TRANSPORTATION CONTROLS AND ESTIMATE
              OF AIR QUALITY IMPACT                                IV-1

    V         OBSTACLES TO IMPLEMENTATION OF SELECTED CONTROLS      V-l

              A.  GENERAL                                           V-l

              B.  INSTITUTIONAL OBSTACLES                           V-l

              C.  LEGAL OBSTACLES                                   V-2

              D.  POLITICAL AND SOCIAL OBSTACLES                    V-3

              E.  ECONOMIC OBSTACLES                                V-3

              F.  TECHNICAL OBSTACLES                               V-4

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                         TABLE OF CONTENTS (Cont.)




Section                           Title                             3*S&-




   VI          SURVEILLANCE REVIEW PROCESS                           VI~l




               APPENDIX A - VEHICLE MILES OF TRAVEL                   A-1




               APPENDIX B - TABULATIONS OF VEHICULAR EMISSIONS        B"1
                                     VI

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                               LIST OF TABLES

Table
Number                               Title                              Page
  1-1           Summary emission and CO air quality data  for  Seattle     1-8
                CBD

 II-l           Average mixing depths and wind speeds at  SEA-TAC       11-12
                Airport

 II-2           Summary of CO and Oxidant monitoring from 1/1/70       11-15
                to 5/31/72

 II-3           Summary of maximum 1-hour CO concentrations (in ppm)   11-17
                at seven locations in the Seattle area

 II-4           Maximum 1-hour CO concentrations (in ppm) observed     11-22
                at Food Circus, Seattle.

 II-5           Maximum 1-hour CO concentrations (in ppm) observed     11-23
                at Smith Tower and Duwamish (5th and Michigan)
                Seattle.

 II-6           Maximum 1-hour CO concentration (in ppm)  observed      11-24
                at three locations in Seattle

 II-7           Maximum 1-hour CO concentrations (in ppm) observed     11-25
                at the Municipal Building, Seattle

 II-8           Summary of maximum 8-hour CO concentrations (in ppm)   11-27
                at 7 locations in Seattle.

 II-9           Summary data for estimating required reductions in     11-28
                CO emissions.

 11-10          Summary of maximum 1-hour concentrations of total      11-29
                oxidants (in ppm) at 6 locations in Seattle.

 11-11          Maximum 1-hour concentrations of total oxidants (in    11-33
                ppm)  at Food Circus,  Seattle.

 11-12          Maximum 1-hour concentrations of total oxidants (in    11-34
                ppm)  observed at Smith Tower and Duwamish (5th and
                Michigan),  Seattle.

 11-13          Maximum 1-hour concentrations of total oxidants (in    11-35
                ppm)  observed at three locations in Seattle
                                    vn

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                             LIST  OF TABLES  (Cont.)
 Table
 Number                             Title                                2§££

  11-14            Summary data  for estimating required reductions  in     11-36
                   hydrocarbons  emissions

 11-15             Major point sources of CO emissions-King County  (1970) 11-38

 11-16             Major point sources of hydrocarbons emissions-King     11-39
                   County (1970)

 11-17             Guideline average speeds (mph)                         11-44

 11-18             Percent of daily traffic by hour                       11-46

 11-19             Vehicle mix and classification                         11-48

 11-20             Vehicle age mix                                        11-49

 11-21             CO emission estimates for King County in 1970          11-59

 11-22             CO emission estimates for Puget Sound Intrastate       11-60
                  A.Q.C.R.

 11-23             Summary data for Zone 21(CO)                           11-64

 11-24             Hydrocarbon emissions estimates for King County  in     11-68
                   1970

 11-25            Hydrocarbon emission estimates for Puget Sound         11-69
                   Intrastate A.Q.C.R.

 11-26             Summary data for central 23 square mile area           11-71
                   (hydrocarbons-oxidants)

 11-27            Projected CO emission levels in 1978 and 1979,         11-73
                  without strategies

III-l             Potential strategies by feasibility grouping -        III-2/3
                  Seattle area

III-2             Summary and evaluation of strategies for reduction    111-18
                  of CO emissions

 IV-1             Vehicle miles  traveled in 1977 for selected            IV-2
                  strategies

 IV-2             Impact of selected strategies on air quality in  1977   IV-3
                                    Vlll

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                              LIST OF TABLES  (Cent.)
Table
Number                                Title                                Page


 IV-3             1977 CO emissions  in the Seattle CBD by model year       IV-4
                  and vehicle type

 VI-1             Surveillance review process                              VI-2
                                       IX

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                             LIST OF FIGURES
Figure
Number                             Title

  II-1          Annual surface wind roses at two Seattle-Tacoma
                area airports for calendar year 1969.

  II-2          Sketch of Seattle area showing locations of seven     11-16
                monitoring sites.

  II-3          Diurnal variation of CO concentration at the Muni-    11-19
                cipal Building, Seattle, by season.

  II-4          Diurnal variation in CO concentration at 5 loca-      11-20
                tions in Seattle.

  II-5          Diurnal variation of CO concentration at Food         11-21
                Circus, Seattle, by season.

  II-6          Diurnal variation in total oxidant concentration      11-30
                at 5 locations in Seattle.

  II-7          Diurnal variation in total oxidant concentration      11-32
                at Food Circus by season.

  II-8          Locations of One-Mile-Square Grids - Seattle Area     11-42

  II-9          Percent of Average Daily Traffic by Hour - Seattle    11-45
                Area

  11-10         Daily vehicle miles per square mile.  Grid locations  11-55
                are:  Seattle, 1-32; Renton, 33-37; Bellevue, 38-41;
                Tacoma, 42-47; Everett, 48.

  11-11         Maximum 8-Hour CO emission densities (KGM/Sq. Mile)   11-58
                in Seattle.   Upper values are for 1971, lower values
                are 1977 emissions based on Federal Motor Vehicle
                Control Program.

  11-12         1971 vehicle miles traveled in Seattle CBD.  Freeway  11-62
                VMT's are indicated by the letter F.  Approximate
                locations of monitoring stations are shown by the
                symbol A .

  11-13         Hydrocarbon emission densities (KGM/Sq.Mi.) in        11-67
                Seattle for 6 A.M. - 9 A.M. period.  Upper values
                are for 1971, lower values are 1977 emissions based
                on Federal Motor Vehicle Control Program.

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                            LIST OF FIGURES (Cont.)
Figure
Number                              Title                               Page

 III-l           Blue Streak mode split curves                         III-7

  VI-1           Projected 8-hour CO concentration in Seattle CBD       VI-3
                 based on 1971 data
                                      XI

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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 transpor-




 tation  control strategies (including,  for example,  retrofit  and inspection,




 gaseous fuel conversions, traffic  flow improvements,  increased  mass  tran-




 sit  usage,  car pools,  motor  vehicle restraints,  and work  schedule changes).




 Because of the complex implementation  problems  associated with  transpor-




 tation  controls,  states were granted until  February  15, 1973  to study




 and  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 the




State of Washington  in the Seattle  urban  area by the  year  1977.  As  part




of the study,  calculations of motor vehicle  emissions were also carried
                                    1-1

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out  for  central  areas  of  Tacoma and  Everett.     The  results  of  the



study were  to help   determine   the   initial  direction  that



the  State of Washington should  take  in  selecting feasible and effective



transportation controls.   It was  anticipated  that  the control strategies



outlined in this  study would be periodically  revised  in the  coming years.




The  State's Implementation Plan was  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  discus-




sions 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.  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.  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
                                     1-2

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 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




 time-scale of the recommended program permits, the conclusions and recom-




 mendations 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  Seattle area




 were predicted.  These  levels  were determined by an  adaptation of  the




 proportional 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 en-




 abled 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  concentration(s) which
                                    1-3

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was  to  serve  as  the  basis  for  the  proportional model, an  intensive  evalu-




ation 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 de-




veloped,  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 pack-




age of controls necessary to achieve the required reduction in motor




vehicle emissions and also presents the confirmed effect on air quality.






        Section V deals in detail 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 ob-




stacles in earlier sections.






        Section VI presents the surveillance review process  which will




enable EPA to monitor the implementation  progress  and air  quality impact




of the recommended strategies.   Curves showing predicted air quality lev-




els for the years 1973  to 1977 and  beyond  are  presented, based  on the




Federal  Motor Vehicle Control  Program alone,  and  on the  federal program
                                    1-4

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 in conjunction with three recommended transportation control strategies.




 These curves indicate the rate at 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.





         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 assump-




 tions about the course of future events.  This data  base  should be con-




 tinuously 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 assump-




 tions  contained in this  report will  be  required  to  properly update the




 problem definition and appropriate control measures.






     D.   SUMMARY OF PROBLEM AND REQUIRED TRANSPORTATION CONTROLS





         The analysis  described in the body  of this report  indicates a




need  for transportation  control  strategies to reduce CO emissions within




Seattle's  central  business  district  if the national  8-hour  average  standard




for CO concentration  is  to  be met by  1977.  On the other hand,  the  avail-




able data  indicate  that the oxidant standard and the  1-hour average
                                  1-5

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CO standard will be met throughout the urban area by means of the Fed-
eral Motor Vehicle Control Program alone.  This assessment is based on
recently acquired data and is somewhat at variance with the assessment
made in the Implementation Plan which was based upon air quality measure-
ments made in 1970 near a major freeway and indicated that both CO and
oxidant problems would still be present in Seattle in 1977 unless trans-
portation control strategies were adopted.

         After evaluating a large number of possible controls, three
strategies are recommended for implementation.  They are:

         (1)   METRO Transit development
         (2)   Fringe parking with Personalized Rapid Transit (PRT)
         (3)   Improved downtown signal system

These three strategies together provide about one-third of the reduction in
emissions required to meet the national 8-hour standard.  The remaining re-
duction can be achieved through strategies which  directly limit  emissions
from operating vehicles,  such  as  retrofit, gaseous  conversion of  fleet
vehicles and  inspection,  or by strategies  which eliminate  older vehicles
from the CBD.   A table of 1977 emissions  by model year and vehicle type
is included in Section IV to  facilitate selection of a workable combina-
tion of these strategies.  The single strategy of excluding all pre-con-
trolled vehicles from the CBD, in conjunction with Strategies 1, 2,  and
3 above, is judged to be just sufficient.  A margin of safety can be intro-
duced by means of additional strategies,  if  desired.   The general use of
retrofit systems with the requisite annual inspection and maintenance pro-
gram, results in reductions considerably greater  than required,  but  is not
looked upon with favor by the State of Washington at the present time.
                                  1-6

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          Table 1-1 summarizes the CO problem and the cumulative effects




of Strategies 1, 2, and 3 plus the exclusion of pre-controlled vehicles.  It



is emphasized again that the air quality estimates are "best estimates" based




on available data and the proportional model. Also, experience shows that con-



siderable variation in the maximum (or second highest) 8-hour concentration will




be experienced at a given sampling location  from year to year even under




relatively constant emission rates.  Finally, in addition to the temporal



variation in air quality at a given station, substantial spatial varia-



tions are to be expected within the CBD.  The predicted concentrations



are presented in tenths of a part per million simply to indicate the




anticipated overall trend in air quality.





        The analysis of hydrocarbon emissions indicated that emissions



from motor vehicles will decrease by 51 percent between 1971 and 1977 as




a result of the Federal Motor Vehicle Control Program and that total



emissions of hydrocarbons in the 23 square milt eontral gone of Seattle



will be 16 percent below the allowable level in 1977.  Use of the oxi-



dant data used in the Implementation Plan, however, indicates the need



for an additional reduction in vehicular emissions of 6.6 percent.

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                                        TABLE 1-1
                     SUMMARY EMISSION AND CO AIR QUALITY DATA FOR SEATTLE CBD
Without Strategies
1971
a)


2
Emission Densities (kg/8 hr/mi )
Vehicular
Non- vehicular
Total

14
14

,301
292
,593
1977

8,175
292
8,467
1978
6,951
292
7,243
1979
6,001
292
6,293
With Strategies (1977)
METRO

8,032
292
8,324
+ PRT +

7,875
292
8,167
Sis
7
7
.Sys.
,579
292
,871
+ Exclusion

6,275
292
6,567
b)  Air Quality (8-hr average in ppm)
     Observed (2nd highest)                 20
     Estimated                                    H-6     9.9       8.6      11.4     11.2        10.8       9.0
                                                2
c)  Maximum Allowable Emission Level (kg/8 hr/mi )
                    Total          Non-Vehicular        Vehicular
                     6,567                292              6,275
d)  Reduction in Vehicular Emissions from 1971 levels
                                                            Percent
     From Federal Motor Vehicle Control Program               43
     Additional Required by Transportation Control            13
        Strategies
d)  Reduction in Vehicular Emissions from 1977 "no strategy" level
                                                            Percent
       Required by Transportation Control Strategies          23

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 II.  VERIFICATION AND ASSESSMENT OF AIR POLLUTION PROBLEM






      A.  OUTLINE OF METHODOLOGY





          1.  General





              The basic procedure employed was to develop,  for the urban




 area of Seattle, pollutant concentration levels which could be expected




 in 1977 without the application of transportation controls (the poten-




 tial 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 appropriate 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 the




State  Implementation Plan.   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. Klrcher and Don-




ald P. Armstrong, dated October  1972.  Air  quality data for each sensor




within the city area were reviewed and evaluated  in close  cooperation with




state and local agencies.   The instrumental method and  sensor  location
                                  II-l

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was 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 was 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.





             The  detailed methodologies for carbon monoxide and oxidants




are presented  separately below.






         2.  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 re-




duce 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.   Accordingly, the Seattle




urban area was divided into 32  one-mile-square traffic zones (one of




these zones being identified as the CBD) and the assumption was made




that pollutant concentration in each zone was directly proportional to




the emission rate of the pollutant within that zone.  Eighteen additional




one-mile-square zones were defined for urban areas in Tacoma, Renton




Bellevue, Everett, and on Mercer Island.
                                   II-2

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            The application of the proportional model, generalized for
 an urban area with multiple monitoring stations, comprises the fol-
 lowing steps:

               Calculation  of the  total CO emission density (vehicular
               plus  non-vehicular) for each zone  in which CO concen-
               trations are available for the baseline year.   (In prac-
               tice, baseline emission densities were calculated for
               all zones).
               Selection of the observed CO concentration for rollback
               computations at each monitoring station.
               Calculation  of an emission density/concentration (e/c)
               ratio at each monitoring station.

               Calculation of the allowable emission density in each
               zone from the appropriate e/c ratio.  (When measured
               e/c ratios differ from zone to zone, or within a single
               zone, the selection of an e/c ratio for general applica-
               tion is largely a matter of judgment.)

               Calculation of the total CO emission density for each
               zone for 1977 on the assumption that no transportation
               controls are imposed.

               Calculation,  where required,  of the reduction in emis-
               sions  needed to meet the  national air quality standard.
             Although the principal contributing sources of CO to the
urban area.are motor vehicles, an attempt was made to apportion total CO
emissions to vehicular and non-vehicular sources.  Non-vehicular emissions
                                   II-3

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 for the years of interest were estimated from the State Implementation

 Plan which took into account predicted growth and predicted control

 strategies.   The predicted control strategies were generally those that

 state agencies considered to be the maximum feasible,  and  therefore the

 predicted non-vehicular emissions  were assumed to be  irreducible  for  the

 purposes of  this study.   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  ef-

 fects of candidate  transportation  controls, the maximum allowable emis-

 sion 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.


          3.  Discussion of Methodology for Carbon Monoxide


             a.  Modified Proportional Model


                 The applications and the limitations  of the conventional

proportional rollback method have been well  documented and  reviewed*  and

need not be discussed further here.  The technique used in  the  present

study was an extension of the conventional rollback technique  to  the ex-

tent that it was assumed first that the constant  of proportionality be-

tween 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

      Noel de Nevers.  Rollback Modeling, Basic and Modified.   Draft
Document, EPA, Durham,  N.C.(August 1972).

                                    II-4

-------
ratio) could be  applied  to  determine  pollutant  concentrations  in  other

zones of  comparable  area on the  basis  of  the  pollutant  emissions  in those

zones.


     Some justification  of  the first  assumption can be  found,  for example,
                       ^C            -I-,!
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 uni-

form 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 constraints   of

the program.  Thus,  it was  felt  that, in  the  absence  of a more sophis-

ticated technique, the use  of this extension  to  the proportional model

was justified first,  to  obtain some assessment as  to whether the existing

sensors were located  in  the hot-spots,  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
       Hanna,  S.R.,  "A Simple Method  of  Calculating Dispersion  from Urban
Area  Sources,"  J. APCA 21_,  774-777  (December  1971).

    **Gifford,  F.A.,  "Applications of a Simple Urban Pollution Model,"
 (paper presented at  the Conference on Urban Environment  and Second Con-
 ference on Biometeorology of the Amer.  Meteor. Soc., October 31  - Novem-
ber 2,  1972,  Philadelphia,  Pa.).
                                  II-5

-------
emission densities to unacceptable levels in adjacent zones.  In many

cities it was found that the sensors were, in fact, in the "hot spot"

zones and also that the recommended transportation controls did not

increase emissions in adjacent areas to unacceptable levels.  Thus the

final rollbacks were confined to the zones with a sensor within their

boundaries and the extensions of the techniques to other non-sensor zones

did not, therefore, play a primary role in the final computations.


           Experience in urban areas that had several sensors showed

that the emission concentration ratio differed substantially from zone

to zone and 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 concen-

.ration  level and that this level depended only upon the average emission

density within that zone.  The two major factors mitigating against thia

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 uniformity of emission density  and partly
                      because the point surface concentrations are
                      affected by micrometeorology and microtopo-
                      graphy as well as emission density.


Considerable judgment 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

single recorded concentration might reasonably be expected to be repre-
                                 II-6

-------
 sentative  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.





            Accordingly, e/c ratios  were generally  derived from sensors




 in  the central  areas of  the  cities and  applied to suburban areas  for the




 prediction of 1977  concentration levels.  This procedure 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 occurrence of higher con-




 centrations in  very localized hot  spots  such as might occur in the




 immediate  vicinity  of  a  major  traffic intersection.





           The  analysis  indicated  that the Seattle CBD was the zone of




maximum emissions and  that the use of air quality data from the Munici-




 pal Building  (located  within the CBD) would provide a conservative approach




 to  rollback calculations.  The analysis  also indicated that rollback would




not be required in  other zones.  Thus, the final rollback calculations




were confined to a  single zone (the CBD) with a sensor within its bound-




aries.





           b.   Seasonal  and Diurnal Variations





               The CO observations at the Municipal Building showed that




the  1-hour average concentration was  much closer to the standard than the
                                  II-7

-------
 8-hour average,  so  that  controls  required to meet the 8-hour  standard




 would  also  result in  the  1-hour standard being met.  The diurnal varia-




 tion of concentration at  the Municipal Building showed clos   correspond-




 ence to the daily traffic  flow.   Thus, strategies which reduce emissions




 over the extended daytime  heavy traffic period should prove effective.




 Traffic data were not available on a seasonal basis, so vehicle emissions




 were based  on  annual  average workday traffic data.  Emission  densities




 were calculated  for the  8-hour period during the day with maximum traffic.







            c.  Background  Concentration





               Background  concentration levels of CO were not taken into




 account.  "Worst case" diffusion  calculations indicated that  the contri-




 bution of point  sources upon the  CBD could be safely neglected in the




 rollback calculations.





        4.  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,




 very much larger area, was used as the basis for the proportional roll-




 back.   Because of the length of time required for the formation of oxi-




 dants  from hydrocarbon emissions,  the relatively small  areas used as the




 basis  for CO could not be justified.   The actual area used  was largely a




matter  of judgement  and comprised  23 square  miles  in the heart of Seattle.





           The reductions in hydrocarbon emissions necessary to achieve




 oxidant ambient standards were obtained from Appendix J,  Federal Register




 of August 14, 1971.
                                 Il-f

-------
       B.   DISCUSSION OF 1970-1972  AIR QUALITY  LEVELS





           1.   Natural Features  Affecting Pollution Potential





               a.   Topography




                   Seattle,  with a  population in  excess  of  one million,  is




 located  in the heart of the urbanized corridor of  land  which extends along




 the  eastern shoreline of Puget  Sound  from Tacoma in the south to Everett




 in the north.   Geographically,  the Puget Sound area comprises a north-




 south  basin lying  between the Olympic Mountains  to the  west and the




 Cascade Mountain Range to the east.   Mount Olympus rises to a height of




 nearly 8000 feet due west of Puget Sound,  and  numerous  peaks of the




 Cascade  Range  east of the Sound extend above 8000  feet.  Mount Ranier,




 with an  elevation  of 14,410 feet,  lies approximately  60 miles to the south-




 east of  Seattle.   Seattle contains a  number of low hills.  It is bordered




 on the east by Lake  Washington.






               b.   Meteorology







                   Because of the north-south orientation of the principal




 topographic  features of the area,  the  prevailing winds  are either from the




 south  or from  the  north.   Differences  in wind  direction within the area may




be attributed  to local  variations  in  the terrain and  to thermally driven




mesoscale circulations.   Land-sea  breezes  and  mountain-valley winds tend




to dominate  the local  circulation  during periods of weak pressure gradient.




Figure II-1,    taken  from the Implementation Plan,  shows clearly the effect




of different  exposures on  wind directions.  The upper  and lower wind roses
                                     II-9

-------
                                            NNE
                                                      NE
       WNW,
                                                           ENE
       WSW
                                                                  Boeing Field
                                                                  Seattle, Wash.
                                                                  Seattle-Taooma
                                                                  International Airport
       wsw
                                                           ESE
                     SSW
                                             SSE
                     Percentage Frequency of Occurrence
                   Scale
         0    4    8    12   16   20


            Percent of Observations
                                                              Speed Intervals (MPH)
                                                          1-3   4-7  8-12 13-18 19-J4 25+
Figure II-l.   Annual surface  wind  roses  at two Seattle-Tacoma
                area airports  for calendar year  1969.
                                   11-10

-------
were  developed  respectively from observations  at  Boeing  Field,  located




in  the  north-northwest  to  south-southeast  oriented  Duwamish  Valley,  and




at  the  Seattle-Tacoma (SEA-TAG) International Airport, located on a plateau




southwest of the valley about 6 miles south of Boeing field.







              During winter,  the presence of a  semi-permanent low-pressure




area  off  the coast results  in prevailing southerly  winds over the  Seattle




region.   The wind shifts briefly  to  the north  following  the  passage  of




storms.   In  summer, the prevailing winds bring  air  from  the  Pacific




through the  Straits of Juan  de Fuca  to the  northern part of  Puget  Sound,




and from  the Grays Harbor  area south of Olympic Mountains to the southern




part  of Puget Sound.  Typically,  this results  in  a  northerly flow which




reaches the  northern  portions  of  King County,  and southwesterly flow




over  the  southern Puget Sound  Area.  As would be  expected, the  transition




months  of  spring and  fall exhibit circulation patterns found in both the




winter  and summer seasons.






              Diurnal  variation in wind direction  is most pronounced during




the summer season.  Although  the winds are  predominantly northerly both




day and night north of Seattle, a westerly  component  is evident during




the daytime.  Immediately south of Seattle,  the daytime winds have a




northerly component,  while the nighttime winds are  predominantly southerly.







             Table II-1   gives the  average mixing heights and mean wind




speeds averaged through the mixing layer by season and time  of day at the




SEA-TAG Airport.  These data are taken from Table B-l of Mixing Heights, Wind
                                   11-11

-------
                            TABLE II-1
          AVERAGE MIXING DEPTHS AND WIND SPEEDS AT SEA-TAG AIRPORT
A.  Average Mixing Depths (m)
                                             Summer      Fall     Annual
Morning                626         681        532         476      578
Afternoon              585        1490       1398         898     1092
B.  Average Mixing Layer Wind Speeds (m sec"1)

                     Winter       Spring     Summer      Fall     Annual
Morning                5.1          4.6      4.0         4.3      4.5
Afternoon              4.7          5.7      4-8         4-6      4-9
                                 11-12

-------
 Speeds,  and Potential  for Urban Air Pollution Throughout the Contiguous




 United States,  by George C.  Holzworth (Office of Air Programs Publication




 No.  AP-101, EPA).








         2.   Monitoring Network





             a.   General





                 Monitoring for oxidants  and  CO in the Seattle region is




 carried  out jointly by the Washington State  Department of Ecology  (DOE)




 and  the  Puget Sound Air Pollution Control  Agency (PSAPCA).   The  respon-




 sibilities  of each organization,  the concepts used  in designing  the




 monitoring  network, and details of network operation and  data handling




 are  covered in  the Implementation Plan.  Only details of  particular




 relevance to the present study will be repeated  here.






             b.   Type of Instrumentation





                 CO Analyzer  -  CO  measurements are made by the EPA  reference




method  (non-dispersive infrared spectrometry).   The  MSA units in use are




operated continuously.   They are  calibrated  by zero  and span gas references




every working day.   Water  discrimination is  accomplished  by  silica   gel




drying columns  changed  three times  each week.






                 Oxidant  Analyzer  -  Oxidant measurements are  made with




Mast Ozone Meters.   This  instrument  depends  upon the  oxidation  of iodide




to iodine and a  subsequent coulometric reduction  back to  iodide  for  its




operation.   It detects all oxidants reducible  by  the  iodide  ion  unlike




the ozone-specific EPA reference method (chemiluminescence).   The analyzers




are equiped with  SOo scrubbers  to minimize interferences.  Major maintenance





                                   11-13

-------
  and dynamic  calibration are  performed  every  six months.







               c.   Monitor Locations





                   Concentration measurements made at  seven  sites  in the




 Seattle  area  during  the  period January  1970 - May 1972 were available




 for  analysis.   The period of  observations at  the individual sites  ranged




 from two months to two years  and  five months.   Table II-2  gives  the




 7  locations and specifies the period over which the pollutants were




 measured at each  location.  The approximate geographic location of the




 seven sites is  given  in  Figure II-2.







         3.   Review of Air Quality Data





              a.   General




                  The  CO  and total oxidant concentrations observed  at the




 seven monitoring  stations during the periods listed in Table II- 2  were




 reviewed in detail.   The  inclusion of data collected since  submission of




 the  Implementation Plan  is believed to increase substantially the  reliability




 of the baseline concentrations used in projecting air quality and  estimating




 rollback requirements.






              b.  CO Air Quality Data





                  Table II-3   gives the highest 1-hour average concentration




observed at each site during each month of the sampling periods.   The




national standard  of 35 ppm was reached or exceeded once at 1-5 and Dearborn




 (in Oct.  1970) and once at the Municipal Building (in Feb.  1972).
                                     ri-14

-------
                                           TABLE II-2
              SUMMARY OF CO AND OXIDANT MONITORING FROM  1 JAN 1970 TO 31 MAY 1972
Height
Site Above
Name
Food
Circus
Smith
Tower
1-5 &
Westlake
Mall
Munici-
pal Bldg
McMicken
Hts.
Duwamish
Address Agency Pollutants Ground (ft) Location
Seattle DOE CO, Oxidants 70
Center
506-2nd Ave. DOE CO, Oxidants 225
Dearborn PSAPCA CO, Oxidants 55
5th & Pine PSAPCA CO, Oxidants 15
5th & James DOE CO 15
So. 176, PSAPCA CO, Oxidants 15
42nd Ave. S.
5th & Michigan DOE CO, Oxidants 30
Above Roof
Out Window
Above
Trailer
Above
Trailer
Side of
bldg.
Above
Trailer
Above
Trailer
Period o£
Observations
Jan 1970-
May 1972
Jan 1970-
May 1970
July 1970-
Oct 1970
May 1971-
Aug 1971
July 1971-
July 1972
Apr 1972-
July 1972
June 1972-
July 1972
Duration of
Sampling Period
(Months)
29
5
4
4
13
4
2
Approximately 32 feet above the north and southbound lanes of 1-5.

-------
   MONITORING STATIONS
       O  DOE
       ©  PSAPCA
Figure II-2.     Sketch of Seattle area showing locations  of seven monitoring
               sites.              -_,

-------
                               TABLE II-3
SUMMARY OF MAXIMUM 1-HOUR CO CONCENTRATIONS (IN PPM) AT SEVEN LOCATIONS
                             IN THE SEATTLE AREA
Year
1970











1971











1972






Month
Jan
Feb
Mar
Apr
May
June
July
Aug
Sept
Oct
Nov
Dec
Jan
Feb
Mar
Apr
May
June
July
Aug
Sept
Oct
Nov
Dec
Jan
Feb
Mar
Apr
May
June
July
Food
Circus
10
15
12
6
5
5
7
7
8
13
13
9
8
9
-5
6
9
5
5
5
7
8
5
7
5
7
6
4
4


Monitor Location
Smith 1-5 & Westlake McMicken Municipal
Tower Dearborn Mall Heights Building Duwatnish
18
17
12
7
8

13
13
21
3-5






12
10
10 20
10 20
30
27
30
27
29
38
31
4 24
5 19
6 18 4
5 20 4
                                 11-17

-------
                  The diurnal  variations  of  CO  concentration  observed  at
                                                      *
 the seven sites  are shown in  Figures  II-3 through  II-5.   Average  seas-

 onal curves  at the  Municipal  Building are included  in Figure II-3.  At

 this location, high concentrations  are consistently experienced during

 working hours  in all four seasons.  The  concentration increases sharply

 to an early  morning maximum at  about  0800 local time, remains at high

 levels throughout the middle  of the day, increases  to the maximum  for the

 day at about 1600 local  time, and decreases abruptly thereafter to a

 fairly uniform evening  level.   As would  be  expected, the lowest concen-

 trations are experienced between 0200 and 0500 local time, when traffic

 flow is at a minimum.  The  diurnal variations experienced at 1-5 and Dear-

 born,  Smith  Tower,  and at Westlake Mall  (Figure II-4) are roughly  similar

 to the diurnal variation at the Municipal Building, but the amplitudes of

 the curves are greatly reduced.  Also, concentrations at 1-5 and Dearborn

 remain relatively high throughout the evening.  Concentrations at Duwamish,

 McMicken Heights, and Food Circus remain low at all times of the day.  The

 seasonal variation  between winter (January,  February, and March) and spring

 (April and May) months at Smith  Tower is pronounced, and separate curves

 are shown in Figure  II-4  for the two  seasons.  Additional details of the

 diurnal  and  seasonal variations  of CO concentration can be obtained from

 Tables II-4  through  II-7 which  give the highest 1-hour concentration ob-

 served during each hour of the  day for each month at the various sites.
     *
      In these figures, and in Tables 11-4 through II-7 which follow, aver-
age concentrations are entered in accord with the procedures of the moni-
toring agency.  The PSAPCA records hourly average concentration as having
occurred at the end of the averaging period, while the DOE records the
hourly average concentration as having occurred at the beginning of the
period.
                                   11-18

-------
  12
  10
            T
             T
O SPRING   (M.A.M)
• SUMMER (J, J,A)
* FALL    (S.O.N)
A WINTER  (D.J.F)
I8
2
B
8
                 i   i    i    i
   9)000
0200    04OO  0600
                            0800    1000   1200    1400
                                       TIME (PST)
                                                                  1600   1800    20OO    2200
        Figure II-3.  Diurnal variation of CO concentration at the Municipal Building,  Seattle, by  season.

-------
    6 -
E
ex
                         ill
            SMITH TOWER
             (J, F, M 1970)
                                          SMITH TOWER
                                          (A, M 1970)
                                                                                 *	*——H	i
                                                                      I    I    I    I   I    I
                                           II    I   I   J
0000   0200    0400  0600    0800    10'
o
o
o
                                  0800     1000    1200    1400    1600    1800   2000   2200
                                 START OF I-HOUR SAMPLING PERIOD,  (PST)
                                 (	—
           1-5 AND DEARBORN
           (J, A, S,0, 1970)
                               WESTLAKE MALL
                               (M, J, J,A  1971)
         -O   O  O   O   O   O	O   O  -O   O	O	O   O   O   O
                                                 Me MICKEN  HEIGHTS -7
                                                 (A.M.J.J  1972)   /
                                                              *JL-
                                                                       O   O"   O   O  O   O-
         J	L
                    _|	I	I	I	I	1	I	I	I	I	I	L
                                                                               I   I    I
    0000  0200    0400   0600   0800    1000   1200    1400   1600    1800    2000   2200

                               END  OF 1-HOUR  SAMPLING PERIOD, (PST)

           Figure II-4.  Diurnal variation in CO concentration at 5 locations in Seattle.

-------
*t


~ 3
E
a.
a.
1 *
^ /
oc.
\-
1 l<
I
0
I 	 1 	 r-
. 0 SPRING
° SUMMER
- x FALL
A WINTER
i— X
k A A A
-

)— 0 0 O
-
, 1
— 1 	 1 	 1 	 1— — 1 	 1 	 1 	 1 	 \ 	 1 	 1 	 1 	 1 	 1 	 1 	 1 	 \ 	 1 	 1 	
(M,A,M)
(J, J, A)
(S,0,N) —
(D.J.F)
xxM«xxxAAA,*Ax xxxx;
OO°AAA&AOO AA A&AAAZ
•^
AAA oooo oooooooo
oooo ooo -c
-
._..! i i 1 i I i 1 i 1 i 1 i 1 i 1 i I
OOOO    0200   0400    0600    0800     1000    1200   1400     1600    1800    2000    2200
                                             TIME  (PST)
 Figure II-5.    Diurnal variation  of CO concentration at Food Circus, Seattle, by season.

-------
                    TABLE  II-4





MAXIMUM 1-HOUR CO COHCENTRATIOHS (IN PPM) OBSERVED AT FOOD CIRCUS. SEATTLE
1971
HOUR JUNE
00 4
01 4
02 4
03 4
04 4
05 4
06 4
07 4
08 5
09 4
10 3
11 4
12 4
13 4
14 3
15 4
16 4
17 4
18 4
19 4
20 4
21 4
22 4
23 4
MAXIMUM 5
7. OBS. 92
JULY
4
3
3
3
3
3
3
3
3
3
2
3
3
3
3
5
4
3
3
3
3
4
4
5
5

AUG SEPT OCT
336
336
336
J 4 6
335
3 J 5
345
455
554
554
344
344
344
334
334
334
544
424
3 3 7
335
446
466
478
457
578
94 95 97
NOV
5
4
4
4
4
3
3
3
3
3
3
3
3
3
3
4
4
5
5
5
5
5
5
5
5
97
DEC
3
4
4
6
7
7
6
5
5
4
6
6
7
6
5
4
4
5
4
4
3
3
3
3
7
93
1972
JAN
3
3
3
3
2
2
3
4
4
4
5
5
4
4
4
3
3
4
4
3
3
3
3
3
5
97
FEB
5
5
5
5
5
5
5
4
5
5
5
5
4
4
4
5
5
5
6
6
5
6
7
6
7
92
MAR
4
4
3
3
3
2
3
3
3
3
3
3
3
3
3
3
4
6
5
5
5
6
5
5
6
74
API
3
3
3
3
2
2
2
2
3
2
3
3
2
2
3
3
4
4
3
3
2
3
3
3
4
81
HIT
2
2
2
2
2
2
2
2
3
2
4
3
2
2
2
2
2
2
2
2
2
3
2
2
4
91
MAXIMUM
6
6
6
6
7
7
6
5
5
S
6
6
7
6
5
5
5
6
6
6
6
6
a
7
a


-------
                                             TABLE II-5




       MAXIMUM l-HOUR CO CONCENTRATIONS (IN PPM) OBSERVED AT SMITH  TOWER AND DUWAM1SII (5th AND MICHIGAN) SEATTLE
Hour
00
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
JAN
10
8
8
7
8
4
5
6
9
18
10
12
11
10
8
10
9
12
13
12
10
7
10
8
Smith Tower
1970
FEE MAR APR
9
7
10
10
10
9
9
11
17
17
13
10
8
7
7
8
8
9
17
10
9
8
9
12
6
6
6
5
5
5
5
6
8
12
10
8
8
7
8
8
8
11
11
9
8
6
8
8
5
5
3
3
3
3
3
3
7
7
4
3
4
4
5
6
7
7
6
5
4
4
7
6
MAY
3
3
3
2
3
5
8
6
6
5
6
4
4
4
4
5
8
5
4
3
5
7
7
5
MAXIMUM
10
8
10
10
10
9
9
11
17
18
13
12
11
10
8
10
9
12
17
12
10
8
10
12
Duwamlsh
1972
JUNE JULY
4
3
3
3
3
3
4
4
3
3
3
3
3
3
4
4
3
3
3
3
3
4
4
4
3
3
2
1
2
3
4
3
3
3
3
2
2
2
3
4
4
2
3
2
3
3
4
4
MAXIM™
4
3
3
3
3
3
4
4
3
3
3
3
3
3
4
4
4
3
3
3
3
4
4
4
MAXIMUM
                 18
                               12
                                                             18

-------
                          TABLE   II-6
MAXIMUM 1-HOUR CO CONCENTRATIONS (IN PPM) OBSERVED AT THREE LOCATIONS I» SEATTLE
HOUR
01
02
03
04
05
Ob
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
MAXIMl'M
OBS.
JULY
9
9
6
8
8
10
12
13
13
12
12
11
.1
11
11
11
11
10
10
10
11
10
10
10
13
82
1-5 AND DEARBORN
1970
AUC SEPT
6
6
6
6
7
9
13
13
10
9
9
8
8
9
9
10
11
10
9
9
7
8
8
8
13
94
13
10
9
8
7
10
20
21
14
8
10
B
8
8
10
16
12
11
12
15
20
11
17
16
21
90
OCT
13
10
10
9
15
15
27
28
20
20
14
9
9
11
13
IB
IB
25
35
25
23
20
20
17
35
88
MAXIMUM
13
10
10
9
15
15
27
28
20
20
12
11
11
11
13
18
18
25
35
25
23
20
20
17
35

MAY
7
7
6
6
6
7
10
S
12
8
8
9
10
10
8
8
9
7
7
B
B
7
7
6
12
45
WE
JUNE
7
7
6
5
6
7
8
9
7
5
6
6
6
10
9
8
9
7
7
6
7
9
B
7
10
85
iSTLAKE HAL
1971
JULY
8
6
5
4
4
6
10
10
6
6
6
5
5
5
5
6
7
5
5
6
7
7
9
B
10
98
I
AUG
5
5
5
4
4
5
9
9
8
8
7
7
6
7
6
B
9
7
7
9
10
9
a
B
10
99
MAXIMUM
8
7
6
6
6
7
10
10
12
B
8
9
10
10
9
8
9
7
7
9
10
9
9
a
12

APR
1
2
1
1
1
1
2
4
4
2
1
1
1
1
1
1
1
1
2
2
2
2
2
2
4
21
HcMlCKDI HEIGHTS
1972
HAY JUNE JULY
3
3
3
3
3
4
4
5
5
4
4
2
2
2
2
2
2
3
3
3
4
4
3
3
5
91
3
3
3
4
4
4
5
5
5
6
4
3
3
3
3
4
4
4
4
4
4
4
4
3
6
95
3
4
4
4
4
4
4
4
5
5
3
3
3
2
2
3
3
3
3
3
3
3
3
3
5
B4
HAXDUf
1
4
4
4
4
4
5
5
5
6
4
3
3
3
3
4
4
4
4
4
4
4
4
3
6


-------
                                                                                               TABLE  II-7
M
 1
NJ
Cn
                                                                 MAXIMUM 1-HOUR CO CONCENTRATIONS (IN PPM) OBSERVED AT THE MUNICIPAL BUILDING, SEATTLE.

                                                                              AN ASTERISK INDICATES A VALUE GREATER THAN THE STANDARD  OS PPM)
IWR
00
01
02
0}
04
OS
06
07
OB
09
10
11
12
13
14
15
16
17
1»
19
20
21
22
23
MAXIMUM
; oas.
1971
Al'G
6
6
5
4
5
6
13
18
14
14
13
12
18
13
13
IB
20
10
10
12
10
13
12
8
20
95
SEPT
7
7
7
7
5
7
17
19
17
14
13
15
13
13
14
25
30
17
12
10
10
8
9
8
30
90
OCT
7
6
5
5
4
6
16
IB
14
13
13
14
17
17
16
27
20
12
14
13
13
10
9
8
27
95
NOV
8
4
3
3
3
3
6
16
IB
15
13
13
9
13
19
19
30
23
12
10
7
7
7
6
30
90
DEC
11
B
7
5
4
3
6
16
25
23
IB
13
13
IB
16
18
27
23
13
B
7
6
12
13
27
79
1972
JAN
5
4
6
4
4
4
5
15
23
15
a
10
14
16
15
19
29
25
11
B
B
7
4
5
29
93
FEE
a
7
7
4
4
4
6
10
20
15
14
13
18
20
19
22
29
38*
18
17
14
15
14
9
38*
92
MAR
7
5
5
4
3
3
5
IB
25
13
14
14
17
21
IB
22
31
30
14
16
13
13
10
7
31
96
APR
B
6
7
6
3
2
5
4
18
14
14
13
11
14
12
13
24
20
9
B
5
5
7
12
24
97
HAY
4
3
3
3
3
6
12
18
13
13
11
12
13
12
13
19
16
9
6
5
6
6
7
4
19
91
JUNE
4
4
3
3
2
5
12
16
14
13
14
13
16
13
13
IB
16
B
6
6
6
7
8
6
18
97
JULY
7
6
4
3
4
7
16
17
14
16
15
13
15
12
14
18
20
17
»
6
t
»
»
g
20
93
MM DUI
11
1
7
7
5
7
17
19
25
23
18
15
18
21
19
27
31
38*
18
17
14
15
14
13
38


-------
 This summary data is given for the  last  one-year  period  only  for  the




 Food Circus site.





                  Table II-8 gives the  highest  8-hour  concentration  ob-




 served each month at each  site.  Of  the  recent measurements,  only the




 8-hour concentrations at the Municipal Building exceed the  standard.




 Table II-8 also gives the  number of  times the  8-hour  standard was exceeded




 each month.  However, these values are based on a running mean of 8 one-




 hour averages .   They do not, therefore,  represent independent 8-hour




 periods.





                  Table II-9 lists the  highest and second highest  1-hour




 and  8-hour average  concentrations observed in Seattle between January




 1970 and  July 1972.   The percent reductions in emissions required to




 meet the  national standards  at the two sites where the high readings




 occurred  are  also given in  the table.






              c.   Oxidant Air Quality Data





                  Table 11-10 gives the highest 1-hour concentrations of




 total  oxidants  at each site during each month of the sampling period.




 The  national  standard was exceeded 85  times at the 1-5 and Dearborn site.




 Since  October,  1970,  the standard has been exceeded only nine times:




 three  times at Food Circus  in August 1971, and six times at Duwamish in




 July 1972.





                 The diurnal variations of total oxidant concentration




 at five of the six sites where oxidants were measured are shown in  Fig-




ure II-6.   The diurnal variation at  the sixth site,  Food Circus, is shown
                                11-26

-------
                                                      TABLE  II-8



                     SUMMARY OF MAXIMUM 8-HOUR CO CONCENTRATIONS  (IN PPM) AT 7 LOCATIONS IN SEATTLE.  NUMBERS

                                IN PARENTHESES ARE NUMBER OF OBSERVATIONS GREATER THAN STANDARD  (9 ppm)
i
ho
Year
1970











1971











1972






Month
Jan
Feb
Mar
Apr
May
June
July
Aug
Sept
Oct
Nov
Dec
Jan
Feb
Mar
Apr
May
June
July
Aug
Sept
Oct
Nov
Dec
Jan
Feb
Mar
Apr
May
June
July
Food Smith
Circus Tower
7 9
12(81) 10(8)
10(110) 9
6 6
5 4
7
5
6
6
7
8
6
6
7
5
6
8
4
4
4
4
6
4
6
4
5
5
3
3


1-5 and Westlake McMicken Municipal Duwamish
Dearborn Mall Heights Bldg. (5th & Mich.)






11(14)
10(4)
14(40)
21(90)






8
8
6 13(94)
8 15(70)
18(94)
16(115)
19(69)
17(59)
14(55)
20(86)
21(66)
2 14(19)
4 17(65)
4 14(68) 4
4 14(60) 3

-------
to
oo
                                                      TABLE II-9



                           SUMMARY DATA FOR ESTIMATING REQUIRED  REDUCTIONS  IN CO EMISSIONS


Station
1-5 & Dearborn*

Municipal
Building

Sampling
Period
July 1970-
Oct. 1970
July 1971-
July 1972

Averaging
Time
1-hour
8 -hour
1-hour
8-hour
Concentrat ion


Highest
35
21
38
21

2nd
Highest
28
20
31
20
(ppm)

National
Standard**
35
9
35
9
Reduction Required
Percent
Based

Highest
0
57
8
57
on
2nd
Highest
0
55
0
55
        *  Used in Implementation Plan.


        ** Not to be exceeded more  than  once  per  year.

-------
                        TABLE  11-10

SUMMARY OF MAXIMUM 1-HOUR CONCENTRATIONS OF TOTAL OXIDANTS
    (IN PPM) AT 6 LOCATIONS IN SEATTLE.  NUMBERS IN
        PARENTHESES ARE NUMBER OF OBSERVATIONS
             GREATER THAN STANDARD (0.08 ppm)
Year
1970











1971











1972






Month
Jan
Feb
Mar
Apr
May
June
July
Aug
Sept
Oct
Nov
Dec
Jan
Feb
Mar
Apr
May
June
July
Aug
Sept
Oct
Nov
Dec
Jan
Feb
Mar
Apr
May
June
July
Location
Food Smith 1-5 and West lake McMicken Duwamish
Circus Tower Dearborn Mall Heights (5th &Mich.)
.04 .07
.06 .08
.05 .05
.04 .04
.04 .06
.05
.06 .06
.06 .11(6)
.04 .16(39)
.06 .20(40)
.04
.04
.02
.02
.02
.02
.02 .02
.'02 .02
.03 .05
.11(3) .03
.03
.02
.01
.02
.07
.01
.02
.02 .03
.02 .07
.07 .04
.07 -13(6)
                            11-29

-------
   0.04
   0.02
                         ~i	1	r

                          DUWAMSH
                          (J,J 1972)
                                      1 - 1
                                                               1 - r
                                                                                  1	r
       J _ I
                      L
                   J	I
 SMITH TOWER
 (J, F, M 1970)
J	l	i	i
                                                           1	1
                    04OO  0600   0800   1000   1200    1400   1600    I
                                   START OF  I-HOUR SAMPLING PERIOD  (PST)
                                                                              I
                                                                                     I
                                                                                         I
OOOO  02OO
                                                                             20OO   2200
O
o
OJ
o
   0.06
   0.04 -
0.02
        I	1	1	1	1	T	1	1	1	1	1	1	1	1   I    I    I    I   I
                         1-5 AND  DEARBORN
                                                         McMICKEN HEIGHTS
                                                         (A, M,J, J 1972)
                                           WESTLAKE MALL
                                           (M.J.J.A  1971)
                          I    I    I   I    I    III	I	l__	\	J	I	I	I    I
      0000   0200   0400   0600   0800   1000    1200   1400    I60O    1800   2000  2200

                               END OF  I-HOUR  SAMPLING  PERIOD (PST)

                 Figure II-6.  Diurnal variation in total oxidant concentration at 5 locations
                            in Seattle.

-------
 in Figure II-7.   Again,  hourly averages are entered in accord with the




 procedures of the collecting agency in these figures and in Tables 11-11




 through 11-13 (see footnote, p.  11-18 ).   In a general sense,  the  five




 curves of Figure II-6 reflect the increase in oxidant levels expected  as




 a result of photochemical reactions during the daytime period.   However,




 the curve at 1-5 and Dearborn shows a rapid increase in concentration




 starting between 0500 and 0600 PST, considerably earlier than would be




 expected as a result of  photochemical reactions.   The average  concentra-




 tion at this site continued to increase throughout the day  reaching its




 peak in the early evening.   Figure  II-7 is a plot  of the diurnal varia-




 tion of oxidant  concentration at  Food Circus by season.   Oxidant levels




 are generally quite  low  at  all times  of the day.   Maximum values occur




 during the middle of the day in summer as  expected.   The average summertime




 daytime values measured  at  Food Circus are in close  agreement with the




 average summertime values measured  at Westlake Mall.





                  Tables  11-11, 11-12,  and  11-13  show the highest 1-hour




 concentration of  the day for each month at each  of the  six  sites.  This




 detailed  summary  is  given for  the last one-year  period  only  for the Food




 Circus  site.





                  Table 11-14 lists  the highest and second highest 1-hour




 average oxidant concentrations observed in Seattle between January 1970




 and July  1972.  The  percent  reductions  in  hydrocarbon  emissions required




 to meet the national standard  (as indicated  by Appendix  J of 42 CFR, Part




420) at the three  sites where the high  readings occurred  are also given




 in the table.




                                  11-31

-------
i
Q.
I
O
0.03
0.02
Or\t
\Jt
L
\
0 SPRING
• SUMMER
* FALL
- A WINTER

k O • 0
1 1 :
(M.A.M)
( J,J,A)
(S.O.N)
(D.J.F)


A A ^
	 ®— ^» 	 0
| ' I I | ' | ' | ' | ' | ' I
	
A 0oOQ®0000
1 J^ X tA S^ A « tA 
-------
                         TABLE  II- 11
MAXIMUM 1-HOUR CONCENTRATIONS OF TOTAL OXIDANTS  (IN PPM) AT FOOD CIRCUS, SEATTLE.
         AN ASTERISK INDICATES A VALUE GREATER THAK STAXDARU (0.08 PPM).
HOUR
00
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
It
17
18
19
20
21
22
23
MAXIMUM
;. OBS.
1»71
JUNE
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.02
.01
.01
.02
.02
.02
.01
.02
.01
.01
.01
.01
.01
.02
95
JULY
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.02
.03
.02
.02
.(Si
.02
.01
.02
.02
.01
.01
.01
.01
.01
.03

AUG
.02
.02
.02
.02
.02
.02
.01
.02
.02
.03
.04
.06
.10*
.11*
.09*
.07
.06
.05
.05
.05
.04
.04
.02
.02
.11*
91
SE1T
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.03
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.03
84
OCT
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
OL
.01
.01
.01
.01
.01
.01
.02
.02
.02
.02
.02
.01
.02
95
NOV
.01
.01
.01
.01
.01
.01
.01
01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
98
DEC
.01
.01
.01
.02
.02
.02
.01
.02
.02
.01
.02
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.02
96
1972
JAN
.02
.02
.02
.02
.02
.02
.01
.01
.01
.07
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.02
.07
97
FEE
.01
.01
.01
.01
.01
.01
.01
.01
.01
.00
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
72
MAR
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.02
.01
.01
.01
.01
.01
.01
.02
96
APR
.01
.01
.02
.02
.02
.02
.02
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.02
81
HAT
.01
.02
.02
.02
.01
.01
.01
.01
.01
.01
.01
01
.02
.02
.02
.02
.02
.02
.02
.02
.02
.02
.01
.01
.02
94
MAXIMUM
.02
.02
.02
.02
.02
.02
.02
.02
.02
.07
0*
06
.10*
.11*
.09*
.07
.06
.05
.05
.05
.04
.04
.02
.02
*
.11


-------
                                           TABLE  II-  L2

MAXIMUM 1-HOUR CONCENTRATIONS OF TOTAL OXIDANTS (IN PPM) OBSERVED AT SMITH TOWER AND DUWAHISH (5th AND MICHIGAN), SEATTLE
                         AN ASTERISK INDICATES A VALUE GBEATER THAN STANDARD (0.08 PPM).
Hour
00
01
02
03
04
05
06
07
08
09
10

11
12
13

14

15

16
17
18
19
20
21
22
23
MAXIMUM
JAN
.04
.04
.03
.03
.03
.03
.02
.04
.06
.07
.04

.04
.04
.04

.02

.03

.03
.04
.05
.06
.04
.04
.04
.03
.07
Smith Tower
1970
FEB MAR APR
.04
.03
.04
.04
.04
.04
.05
.06
.08
.08
.05

.03
.03
.02

.02

.02

.02
.03
.04
.03
.03
.03
.03
.05
.08
.03
.03
.03
.03
.03
.03
.03
.03
.04
.05
.04

.03
.03
.03

.03

.03

.04
.04
.03
.04
.04
.04
.04
.03
.05
.03
.03
.03
.03
.04
.04
.03
.02
.02
.02
.03

.03
.03
.03

.04

.04

.04
.03
.03
.03
.02
.OJ
.03
.02
.04
MAY
.04
.04
.04
.04
.04
.04
.04
.04
.03
.04
.05

.05
.05
.06

.05

.06

.06
.04
.03
.03
.04
.04
.03
.04
.06
MAXIMUM
.04
.04
.04
.04
.04
.04
.05
.06
.08
.08
.05

.05
.05
.06

.05

.06

.06
.04
.05
.06
.04
.04
.04
.05
.08
Duvamiah
1972
JUNE JULY
.03
.03
.03
.03
.03
.03
.03
.03
.03
.03
.03

.03
.03
.04

.03

.03

.03
.03
.03
.02
.02
.02
.02
.02
.04
.02
.02
.02
.02
.02
.03
.03
.03
.04
.06
.08
*
.10
.08
.09*
A
.10
*
.10
if
.13
.10*
.08
.06
.06
.04
.03
.03
.13*
MAXIMUM
.03
.03
.03
.03
.03
.03
.03
.03
.04
.06
.08
*
.10
.08
.09*
i,
.10
1t
.10
It
.13
.10*
.08
.06
.06
.04
.03
.03
.13*

-------
                                                                                              TABLE  11-13
 i
w
Ul
                                                             MAXIMUM 1-HOJR CONCENTRATIONS OF TOTAL OXIDANTS (IN PPM) OBSERVED AT THREE LOCATIONS Di SEATTLE.


                                                                   NUMBERS IN PARENTHESES ARE NUMBER OF OBSERVATIONS GREATER THAN STANDARD (0.08 PPM).
X~5 AND DEARBORN
HOUR JULY
01 .02
02 .02
03 .02
04 .02
05 .02
06 .03
07 .06
08 .06
09 .04
10 .04
11 .03
12 .03
13 .03
14 .03
15 .03
16 .04
17 .03
18 .03
19 .03
21 .04
22 .03
23 .03
24 .02
MAXIMUM .06
OBS. 63
1970
AUG SEPT
.06
.04
.04
.03
.03
.04
.07
.09(1)
.09(1)
.06
.07
.07
.07
.07
.07
.09(1)
.09(2)
.11(1)
.09(2)
.OB
.08
.07
.07
.11
58
.09(1)
.07
.05
.05
.04
.06
.08
.07
.08
.14
.15(1)
.16(2)
.09(1)
.08
.10(3)
.13(7)
.10(2)
.U(3)
.12(6)
.15(2)
.10(2)
.13(2)
.10(2)
.16
78
OCT
.06
.05
.04
.03
.04
.05
.10
.08
.07
.07
.07
.06
.07
.07
.09(2)
.12(4)
.13(6)
.19(8)
.20(4)
.13(4)
.10(4)
.10(3)
.08
.20
91
MAXIMUM
.09
.07
.05
.05
.04
.06
.10
.09
.09
.14
.15
.16
.09
.08
.10
.13
.13
.19
.20
.15
.10
.13
.10
.20

MAY
.01
.01
.01
.01
.01
.01
.02
.02
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.01
.02
51
WESTLAKE MA
1971
JUNE JULY
.01
.02
.02
.02
.01
.01
.01
.01
.01
.01
.01
.02
.01
.02
.01
.02
.02
.02
.02
. 01
.01
.01
.01
.01
.02
99
.02
.01
.01
.02
.01
.01
.03
.03
.02
.02
.02
.03
.04
.05
.05
.03
.03
.03
.03
.02
.02
.02
.02
.02
.05
82
LI
AUG
.02
.01
.01
.01
.01
.02
.03
.02
.02
.02
.02
.02
.02
.03
.03
.03
.03
.02
.02
.02
.02
.02
.02
.02
.03
93
MAXIMUM
.02
.02
.02
.02
.01
.02
.03
.03
.02
.02
.02
.03
.04
.05
.05
.03
.03
.03
.03
.02
.02
.02
.02
.02
.05

APR
.01
.02
.02
.02
.03
.03
.03
.03
.03
.02
.03
.03
.03
.03
.03
.03
.03
.03
.03
.02
.02
.02
.02
.02
.03
28
McMICKEH HEIGHTS
1972
MAY JUNE JULT
.06
.04
.04
.04
.04
.04
.04
.04
.05
.05
.05
.07
.06
.06
.05
.05
.05
.05
.04
.04
.04
.04
.04
.04
.07
58
.03
.03
.03
.03
.03
.03
.04
.04
.04
.04
.04
.05
.06
.07
.07
.05
.05
.04
.03
.03
.03
.03
.03
.04
.07
46
.03
.02
.02
.02
.02
.02
.03
.03
.03
.04
.05
.06
.06
.06
.07
.07
.07
.06
.05
.04
.03
.03
.03
.03
.07
72
KAIIMUK
.04
.«
.0*
.04
.«
.0*
.04
.04
.05
.05
.05
.07
.06
.07
.07
.07
.07
.06
.05
.04
.04
.04
.04
.04
.07


-------
                                        TABLE 11-14

                  SUMMARY DATA FOR ESTIMATING REQUIRED REDUCTIONS IN HYDROCARBONS
                                          EMISSIONS
Oxidant
Concentration (ppm)
Station
1-5 and Dear-
born*
Food Circus
Duwamish
Sampling
Period
July 1970-
Oct 1970
Jan 1970-
May 1972
June 1972-
July 1972
Averaging
Time
1-hour
1-hour
1-hour
2nd
Highest Highest
0.16 0.15
0.11 0.10
0.13 0.10
National A
Standard
0.08
0.08
0.08
Reductions in Hydrocarbons
Required (Percent)
Based on
2nd
Highest Highest
53 48
26 18
38 18
Used in Implementation Plan.  Only values measured between 0900 and 1600 PST were considered.

Not to be exceeded more than once per year.

-------
                4.   Impact of Stationary Sources





                    a.   Major CO Sources




                        The major point-sources (emission rate  greater than




 50  tons  per year)  of CO in King County, arranged  in descending order  of




 emission rate,  are listed in Table 11-15.      Except for aircraft  oper-




 ations,  the largest source is the Olympic  Foundry which  emits  455  tons




 per year or 13  grams per second.   This  foundry is located approximately




 three miles south  of the CBD.  The use  of  any  conventional point source




 diffusion model  (see,  for example, Turner's Workbook of  Atmospheric Dis-




 persion  Estimates)  will show that the maximum  ground level concentration




 expected from a  source  of this  magnitude is a  small fraction of the




 allowable concentration even under unfavorable meteorological  conditions.




 As  an example, a low-level source of 13 grams  per second  under class  E




 stability conditions and a wind speed of 2 meters per second yields a




 peak ground level  concentration (10-min average)  1 kilometer from  the




 source of about  1.8  milligrams  per cubic meter, or about  five  percent of




 the  one-hour standard.   Accordingly, as  a  sufficiently accurate approximation




 for  the  proportional modeling carried out  in Section IID,  CO emissions  other




 than those  from  vehicular  traffic  are considered  uniform  throughout the




 critical  area.






                   b.  Major  Hydrocarbon Sources







                       Table  11-16   lists the major points sources of




hydrocarbons in King County in descending order of  emission rate.   For  the




proportional modeling carried out  in Section IID,  hydrocarbon  emissions from




non-vehicular sources are  considered uniform throughout the critical  area.






                                    11-37

-------
                      TABLE II- 15
MAJOR POINT SOURCES OF CO EMISSIONS - KING COUNTY (1970)
COMPANY
Seattle-Tacoma International Airport
Boeing Field
Renton Municipal Airport
Olympic Foundry
Weyerhaeuser Co. (Snow Falls)
Bellevue Airfield
Weyerhaeuser Co. (White River)
Auburn Field
Pacific Car and Foundry
Kenmore Air Harbor
Lake Union Air Service
SOURCE
CATEGORY
Aircraft
Aircraft
Aircraft
Process Losses
Hogged Fuel
Aircraft
Hogged Fuel
Aircraft
Process Losses
Aircraft
Aircraft
EMISSIONS
(TON /YEAR)
2830
1205
517
455
192
163
128
109
96
79
63
                         11-38

-------
                              TABLE 11-16
   MAJOR POINT SOURCES OF HYDROCARBONS EMISSIONS-KING COUNTY (1970)
         COMPANY
  SOURCE
 CATEGORY
 EMISSIONS
(TONS/YEAR)
 Seattle-Tacoma  International  Airport

 American  Can


 Pacific Car and Foundry


Weyerhaeuser  Co.(Snow Falls)


 Todd Shipyards


Weyerhauser Co.  (White River)

Boeing (Auburn)


Lockheed  Shipbuilding


Boeing Field

Boeing/Plant  II


Boeing/Renton


U. S. Plywood Corp.


Ideal Cement Co.
Aircraft

Fuel
Process Losses

Fuel
Process Losses

Hogged Fuel
Process Losses

Fuel
Process Losses

Hogged Fuel

Fuel
Process Losses

Fuel
Process Losses

Aircraft

Fuel
Process Losses

Fuel
Process Losses

Hogged Fuel
Process Losses

Fuel
  2928

    27
   592

     5
   442

   192
     2

     3
   145

   128

    17
   105

     2
   105

   100

 '   22
    57

    23
    41

    44
    19

    52
                                  11-39

-------
      C.  DISCUSSION OF 1971 Alto 1977 VEHICLE MILES OF TRAVEL





         1.   General





              This section provides information on vehicle mil s of travel




 (VMT) within  high traffic density areas of the Puget Sound Intrastate




Area  for the  calculation of vehicle emissions and subsequent evaluation




of  air quality.  The travel data is one of the bases for developing trans-




portation control strategies that will achieve air quality standards for




carbon monoxide and oxidants by 1977.  The steps in the procedure include




selection of  critical areas by inspection of traffic counts, calculation




of  vehicle miles of travel for 1971, and projection of vehicle miles of




travel to 1977 based on recent growth trends.






              The higher traffic densities in the Puget Sound Area are




found in Seattle and vicinity (King County), Tacoma (Pierce County),  and




Everett (Snohomish County).






         2,  Methodology





              a.  Development of Grid Network





                 Vehicle mile data for the Puget Sound region were developed




by the Washington State Highway Department and the Puget Sound Governmental




Conference.  These data,  however,  were either for the region as  a whole or




were for specific facilities within the region.   Therefore, methodology




had to be developed  to  provide data on vehicle miles  of travel for small




areas within the  region where air  pollution emissions were high  and air




quality was poor.
                                 11-40

-------
                  One-square-mile  grids were  developed  (along  range  and




 township  lines  for  possible  coordination with  the  Puget  Sound Govern-




 mental  Conference)  on USGS maps at  a  scale of  1:24,000.  Using a twenty-




 four hour average daily  traffic (ACT) flow map produced  in  1969 for  the




 Puget Sound  Region  by the Puget Sound Governmental Conference,  areas of




 greatest  traffic  concentration were selected for coverage with these mile-




 square  grids.   Initially, 19 square-mile grids were analyzed  in the Seattle,




 Tacoma  and Bellevue area.






                  To ensure that calculations of vehicle miles  of travel




 were available  for  all potential  "hot spots" of poor air quality, a rough




 estimate  of  a critical VMT level  was made by examining air  quality data




 and associated  VMT's.  The grid network  was  increased until grids with




 estimated high  emission  levels were surrounded by  grids with VMT's well




 below the critical  level, initially estimated  to be 130,000.   To do this,




 the number of grids  in the Seattle  area  were increased to 50,  as shown in




 Figure  II-8.






             b.   1971 Vehicle Miles of Travel





                 The  1971 daily vehicle  miles  of travel were calculated




 for each  square mile  studied by measuring the  length of each street or




 highway facility within each grid and multiplying  its length times the




ADT volume obtained from the most current traffic  flow maps, plus data




 from the Annual Traffic Report Series  produced by the Washington State




Highway Commission.   Traffic flow maps were  obtained from the  cities of




Seattle, Bellevue, Renton,  Everett,  and Tacoma.






                                11-41

-------
MONITORING STATIONS
    O  DOE
    ©  PSAPCA

— —PRINCIPAL
       HIGHWAYS
    Figure .II-8; Locations of One-Mile-Square Grids - Seattle Area

                               11-42

-------
                  This  calculation was  carried  out  separately  for  each




roadway  that was  on a  flow map  and included  in a grid.  In cases  where




a  length of roadway within a  grid had  substantially different  traffic




volumes  in various  locations, the roadway was  split into  two  or more




sections for the  vehicle  mile calculation.






                  Information  for  average network speed was obtained from




TOPICS studies  or from surveys  of peak and off-peak roadway speeds which




were made by the  city  traffic engineers.  Table 11-17 summarizes  these




data.  Table 11-17  was used as  a  guideline for selecting  and  assigning




average  speeds  on each roadway  in the  absence  of specific data for that




facility.






                  Data  were collected from screenline and  arterial traffic




counts so that  the  hourly traffic  profile could be evaluated.  Figure II-9




shows the profile used for Seattle, and Table  11-18 lists the hourly per-




centages .






                  From  the diurnal  traffic profile data, the percentages of




daily traffic that would occur  in  various critical time periods were de-




veloped.   These time periods were:





                  (1)   The peak hour (usually in the afternoon)




                  (2)   6:00 a.m.  to 9:00 a.m. in the morning




                  (3)  The highest  8 hours of the day.






The appropriate portion of the daily vehicle miles of travel occurring in




each time period was calculated using these percentages,  and the average

-------
TABLE 11-17  GUIDELINE AVERAGE SPEEDS (MPH)
Roadway
Classification

Freeway
Expressway
Arterial and
Collector
CBD
Peak Off-Peak

40-45 45-50


18 18
CBD Fringe
Peak Off-Peak




20 20
Other Urban
Peak Off-Peak_
•
50 55-60
35 35

20 25
                  11-44

-------
i-a -I
    ItfOO \00  tOO  3100  4-.00  S=00  Irm 7:00  «-00  9.00 10:00  (|:OO IZOO  I:OO  Z>OO  *OO  JtOO  *OI  fcOO "TOO
         Figure II- 9.   Percent of Average Daily Traffic by Hour  -  Seattle Area

-------
TABLE 11-18 PERCENT  OF DAILY TRAFFIC BY HOUR
                                            SEATTLE
  12:00 -  1:00 AM                             1-5
   1:00 -  2:00 AM                             0.8
   2:00-  3:00 AM                             0.6
   3:00 -  4:00 AM                             0.3
   4:00 -  5:00 AM                             0.3
   5:00 -  6:00 AM                             1. 1
   6:00 -  7:00 AM                             3.2
   7:00 -  8:00 AM                             7.6
   8:00 -  9:00 AM                             6.9
   9:00 - 10:00 AM                             4.8
  10:00 - 11:00 AM                             4.9
  11:00 - 12:00 Noon                            5.4
  12:00 -  1:00 PM                             5.3
   1:00 -  2:00 PM                             5.3
   2:00 -  3:00 PM                             6.4
   3:00 -  4:00 PM                             7.1
   4:00 -  5:00 PM                             9.0
   5:00 -  6:00 PM                             8.4
   6:00 -  7:00 PM                             5.3
   7:00 -  8:00 PM                             4.3
   8:00 -  9:00 PM                             3.2
   9:00 - 10:00 PM                             3.2
 10:00 - 11:00 PM                             2.8
 11:00 - 12:00 Midnight                         2.3
                                            100. 0%
                          11-46

-------
speed  for  each  facility was  assigned  for  that  particular time period.  In




the Puget  Sound Region the peak hour  was  9.0 percent, the morning three




hours were 17.7 percent,  the highest  8 hours 51.8 percent.






                 Streets  that were not included on the traffic flow maps




were assumed to be  in the "local streets" category.  Mileage for these




streets was measured by grid.  A speed of 15 miles per hour and ah ACT




of 500 vehicles per day was  assumed for local  streets.  The vehicle miles




of travel  generated for local streets were added to that estimated for




the freeways, arterials,  and collector roadways appearing on traffic flow




maps.






                 Table 11-19 shows vehicle mix and classification data




for the Puget Sound region.  The 1971 registration data by vehicle type




were obtained using the State registration data as a basic source.  The




daily vehicle trip information is from origin and destination surveys con-




ducted by  the transportation study groups in each area.   The breakdown on




daily vehicle miles of travel is from similar information, but has been




sub-divided into the three vehicle types using information on the trip




lengths for automobiles and commercial vehicles and for internal trips and




through trips.





                 Vehicle age  mix was obtained from two sources.   Statewide




data was obtained from the Washington Department of Motor Vehicles by




the Department of Ecology.  A breakdown by county was obtained from the




R.L.  Polk and Company.   These data are summarized  in Table 11-20.
                                11-47

-------
                          TABLE  11-19
                 VEHICLE MIX AND  CLASSIFICATION

1971 Registration:
Gasoline light duty
Gasoline heavy duty
Non-gasoline
Study Year:
Daily Vehicle Trip:
Auto
Truck

Daily VMT:
Gasoline, light duty
Gasoline, heavy duty
Non-gasoline
Puget Sound Region
** *** v
King Pierce Snohomish

83.3% 80.6% 76.0%
16.2 19.2 22.7
0.5 0.2 1.3
100.0% 100.0% 100.0%
1961

87.4%
_!2_-J>%
100.0%

88 . 8%
9.1
2.1
100.0%
Statewide

79 . 1%
20.5
0.4
100.0%








 **
   Not including motorcycles
   Seattle, Renton, Bellevue
***
   Tacotna
  V
   Everett
                             11-48

-------
                             TABLE 11-20

                           VEHICLE AGE MIX
Model
Year
72
71
70
69
68
67
66
65
64
63
62 § prior
Total
Statewide
as of
_ _
58,644
108,632
132,956
132,599
129,889
136,964
136,427
116,486
107,192
403,260
1,463,049
King County
1972
16,439
31,990
32,911
43,717
43,829
43,231
44,261
41,183
32,933
28,891
80,736
Pierce County
1972
5,131
9,700
9,861
12,433
12,565
12,338
12,892
12,829
10,999
9,486 1
28,376
1
440,121 136,610

Source:  Washington Department of Motor Vehicles and
         R.  L. Polk & Co.
                              11-49

-------
              c.   1977 Vehicle Miles  of Travel
                  For 1977 it is  assumed that:

                  .   The distribution of vehicle  miles  of  travel by
                     type of vehicle  is  the  same  as  1971.

                  .   The diurnal  traffic profile  is  the same  as  1971.
 The two techniques  used  in estimating  1977  vehicle miles  of  travel were

 (1) trend projections  and  (2)  growth factors.  Since  the  time  period from

 1971 to 1977 is  relatively short  term,  a  trend projection method was

 judged to be at  least  as accurate as using  currently  available travel

 forecasts based  on  model and traffic assignment techniques.  Moreover,

 short-range  future  assignments  of travel  to current streets  were not

 available.


                  For Seattle,  trends of growth are confused  by a down-

 turn in volume from 1969 to 1971,  undoubtedly caused  by economic set-

 backs.   It is now felt that growth will be more-or-less level  for a  few

 years,  and then  growth will accelerate to previous rates.  Continuing

 studies  by the State Department of Employment Security, Pacific Northwest

 Bell,  and those  reported in A Transit Plan for the Metropolitan Area -

 Seattle-King County, by Daniel, Mann, Johnson and Mendenhall in May  1972

 indicate  that King  County  growth would be at a ratio  1.17 from 1971  to

 1977.  This ratio was calculated  by taking the product of growth of

 employment, growth  in labor force, and growth of vehicles per  person.

With this as a guideline,  volumes  were estimated at little or  no growth

 to  1975,  and extrapolated  at rates exhibited during the 1960's  from  1975

 to  1977.  Each grid was analyzed  separately for freeway and  surface  street
                                 11-50

-------
                  Interstate 5  (1-5)  presented  problems related to speed,




as did several other  freeways  and heavily traveled arterials.  During




certain periods of the day these facilities were at capacity in 1969.




Although the volumes  are below 1969  levels, these facilities are nearly




at capacity today.  Therefore,  speed was reduced as volume increased on




these facilities  along lines indicated by speed-volume curves in the High-




way Capacity Manual.  (Highway Research Board, Highway Capacity Manual,




Special Report No. 87, 1965).   The little diversion away from the freeway




to adjacent arterials was estimated under these conditions.






                  In developing the 1977 VMT's  transportation system improve-




ments currently under consideration were treated in the following manner:





                  (1)  A project involving surveillance of traffic, geometric




improvements, ramp metering, and driver information is proposed for Inter-




state 5 from the  Seattle central business district to the North.  The




initial calculations of the 1977 vehicle miles of travel was done under




the assumption that this project is not implemented.  Therefore, this free-




way traffic control project could become a candidate strategy for subse-




quent evaluation  if an air quality problem is  identified in the 1-5 cor-




ridor.





                  (2)  The METRO bus system has been approved by King County




voters.   This system  (financed by a sales tax  increase) will preserve bus




service within the City of Seattle, expand local bus service into subur-




ban areas,  and create express bus service throughout the area using the




freeways.   The implementation of this system (starting in 1973)  will
                                 11-51

-------
cause patronage to increase in 1977 24 percent in Seattle, and over 600
percent in the suburbs.  The impact of this increase was accounted for
with the following methodology.

                    All available screenline data were plotted for
                    auto users and bus passengers.   This included
                    screenlines  along the north Seattle City Limits,
                    the Ship Canal, the southerly Seattle City
                    Limits, and  the easterly Seattle City Limits
                    at Lake Washington.

                 .   The plan for the METRO bus system included fore-
                    casts of patronage by year from 1973 to 1980.
                    These forecasts were used> to scale back 1980
                    screenline transit forecasts to the 1977 period.

                    The growth factor for auto travel (previously
                    calculated using growth trends) was then re-
                    duced to reflect the impact of  increased
                    transit use.   Data were available from the
                    METRO Transit Plan to differentiate between
                    growth of local service and passengers using
                    the express  service.   These data indicate that
                    little growth in transit patronage should be
                    expected in  the Seattle area where an extensive
                    transit system already exists.   However, for
                    express service connecting to Seattle a sub-
                    stantial growth in patronage was forecasted.
                    The actual adjustment to the auto growth fac-
                    tor was a reduction in that factor which was
                    calculated by dividing the difference in bus
                    passengers (1977 minus 1971)  by vehicle occu-
                    pancy and the 1971 vehicle volume.
                                  11-52

-------
                    This modified growth factor is applied to
                    the 1971 vehicle miles of travel selectively
                    by grid zone.

                  (3)  The King County Domed Stadium is scheduled to open
in the fall of 1975 just south of downtown Seattle.  This facility will
have two impacts  on travel.  First, normal daily travel in the vicinity
of the stadium will be dispersed over more streets than at the present
through the construction of an arterial along the southern boundary of
the stadium.  This new east-west arterial will provide additional travel
routes and thereby reduce volumes and improve speeds on other adjacent
arterials.  A manual re-assignment of volumes was made to reflect this
system modification.

                  Traffic generated by the. stadium itself will also impact
on the adjacent street system.  Weekday stadium events are expected to
occur about 130 days a year.  Planning studies for the stadium indicate
an average weekday attendance of 10,000 persons utilizing 4,000 parking
spaces, and maximum attendance of 13,000.  This would generate about 11,000
trips and about 8,000 vehicle miles of travel.  However, this travel will
occur after 6:00  p.m. and is therefore outside of the maximum 8- hour
period.

                 Saturday events would include some peak crowds, and
average weekend attendance is estimated at 39,000 utilizing 8,300 parking
spaces.  Maximum attendance would be 62,000 using some 10,800 parking
spaces.  With an average trip length of .67 miles assumed within the
grid,  14,000 vehicle miles of travel were estimated.  This travel, when
                                  11-53

-------
 added to  expected  Saturday  daily  vehicle miles  of  travel  in^the  grid




 zone,  is  less  than weekday  totals.  The 8-hour  total  is also  less  than




 weekdays,  and  the  peak hour is  about the same.






                 Therefore,  unless Saturday VMT grows excessively  by




 1977,  it  is  assumed that an analysis of weekday travel under  non-stadium




 conditions would provide a  reasonable evaluation for the  grid zone.






                 The total  daily  vehicle miles of  travel  resulting from




 the calculations and assumptions  described above for grids in Seattle




 are shown in Figure 11-10.






             (4)  The improvement of Interstate 90 from Bellevue into




 Seattle will create additional vehicle capacity to 1-5 (at a higher  level




 of service than at present)  plus  exclusive lanes for express bus transit.




 However, it is estimated that 1-90 will not be fully open for traffic




until 1980.  Therefore,  its  impact in 1977 (and 1978 and  1979) is included,




on the premise that facilities will exist  only for express buses.  No




 increase in average speeds is assumed and  volume growth is forecasted




along current trend lines.






     D.  DERIVATION OF 1977 AIR QUALITY LEVELS





         1.   General





             The methodology presented  in  Section II-A,  which assumes




that ambient  concentrations  are directly proportional to the total emis-




sions  of the  pollutant over an area of  appropriate size, was used to
                                 11-54

-------
                                                              CBO
               400 K
               300K
i
l/i
Ln
»    200 M
         o
         •rl
         0)
               IOOK-B
                    1 2
                   Grid
               3 i|  5  6  7
               Numbers
 e  9 10 11 12
Figure  II
                                                                                                                           1971

                                                                                                                           1977
                                                                         PUGET SOUND
                                                                              REGION
IS 1>| IS It 17 16 19 20 21 22 23 2* 25 26 27 28 29 30 31 32 33 34 35 36 37 38 8 W U tt M tk *S.4C *l I*
10.  Daily  vehicle miles per square mile.  Grid locations  are:   Seattle,
     1-32;  Renton, 33-37;  Bellevue, 38-41; Tacoma, 42-47;  Everett, 48.

-------
estimate the maximum allowable emission density and the level of air




quality expected  in 1977 as a result of the Federal Motor Vehicle Con-




trol Program.  The 1977 estimates were made using baseline VMT and air




quality data for  1971.  The percent reduction in vehicular emissions re-




quired by means of strategies was estimated by comparing calculated 1977




emission densities with the maximum allowable emission density.  Allow-




ance was made for non-vehicular emissions in the calculations.






             The  areas for which vehicle emissions were calculated were




shown in Figure II-9.  To ensure consideration of all areas with high




emission rates, preliminary calculations were made for 18 square miles




in Tacoma, Renton, Bellevue, Mercer Island, and Everett in addition to




the principal area of 32 square miles in Seattle.







             Hydrocarbon emission densities were calculated for the 3-




hour period from 0600 to 0900 local time in agreement with the time




period specified by the national standard for hydrocarbons.   Carbon




monoxide emission densities were calculated for the 8-hour period of




maximum traffic.






         2.   Estimation of CO Levels





             a.   Emission Densities within Core Area





                 Vehicular Emissions -  Emission densities were calculated for




all 50 one-mile-square zones for 1971 and 1977 using the traffic data given




in Appendix A,    and the EPA emission factors  discussed in Section II A.
                                11-56

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Emission densities were also calculated  for  1970  for Zones  1-41 by  in-




creasing the 1971 VMT's by 2.5 percent.  Figure 11-11 shows the results




for all zones for 1971 and 1977.  The computer printout listing the




results for all three years by vehicle type  is included in Appendix B.








                  Non-Vehicular  Emissions  -  Table 11-21,  compiled  from




data presented  in Appendix C of  the  Implementation Plan,  shows  that of




the 742,956 tons of  CO estimated to  have been  emitted within King County




during  1970, only 29,397  tons, or 4  percent, are  from non-vehicular sources.




Also, more than half of this amount  was  from sources such as aircraft and




solid waste disposal which are not likely  to significantly  affect concen-




trations within the  CBD.  Table  11-22  gives the  emission rates for various




source  categories for the Puget  Sound Intrastate  A.Q.C.R. in 1970 and 1975.




For non-vehicular sources, these  estimates show either no change or a




decrease in emission rate between the two years.   In the  proportional




modeling which  follows, we attribute 2 percent of  the CO  emissions  affecting




the CBD to non-vehicular sources  in  1970 and leave  their  emission rate un-




changed throughout the 1970-1979 period.






                  Selection of Air Quality Baseline - As  shown in Section




II-B-3, the CO monitor that was located at 1-5 and Dearborn for four months




in 1970 yielded a second-highest, 8-hour average concentration of 20 ppm.




However, as pointed out in the Implementation Plan, it is inappropriate




to compare measurements made along a major freeway with the 8-hour standard
                                 11-57

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                                                                     BELLEVUE
Figure II- 11.   Maximum 8-Hour  CO emission densities (KGM/Sq. Mil) in Seattle.
                Upper  values are for 1971, lower values are 1977 emissions based on
                Federal Motor Vehicle Control Program.
                                     11-58

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                               TABLE  11-21

               CO EMISSION ESTIMATES  FOR KING COUNTY  IN  1970
      SOURCE CATEGORY                              EMISSIONS  (TONS/YEAR)
Fuel Combustion                                       4,469
Process Losses                                          598*
Solid Waste Disposal                                  9,418*
Transportation
     Motor Vehicles                                 713,559
     Aircraft                                         5,077*
     Other                                            6,977
Miscellaneous Area                                    2,858*
               Subtotal (Non-Vehicular)              29,397 (4%)
               Total                                742,956


*From sources not likely to significantly affect the CBD.
                                    11-59

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                              TABLE II- 22


        CO EMISSION ESTIMATES  FOR PUGET  SOUND INTRASTATE A.Q.C.R.




      SOURCE  CATEGORY                             EMISSIONS (TONS/YEAR)

                                            1970                   1975
Process Losses
Fuel Combustion
Transportation
Motor Vehicles
Other
Solid Waste Disposal
Miscellaneous Area Sources
9,627
8,363

1,095,438
18,505
23,782
8,675
7,197
8,363

809,438
18,^05
14,052
8,175
               Subtotal (Non-Vehicular)  68,952                56,292


               Total                  1,164,390               865,730
*1970 values have been distributed in accord with breakdown given in King
 County 1970 estimates (Appendix C, Implementation Plan).  "Other" trans-
 portation emissions are left unchanged for 1975.
                                11-60

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unless the monitored area is occupied by people for a comparable period.




This statement simply represents, in GCA's opinion, preferred monitoring




practice.  It is not meant to preclude the possibility that a local area




of high concentrations existed  (or exists) in the vicinity of 1-5 and




Dearborn.  When concentrations were averaged over a one-hour period, which




more closely corresponds to the period of exposure experienced by freeway




drivers, the highest value equaled, but did not exceed, the one-hour stand-




ard of 35 ppm.






                The second monitor that measured  concentrations  of  possible




 concern was  located at  the  City Municipal  Building.   This  monitor  is




 currently  in operation  at  this  location,  and  the  site was  visited  by  GCA




 personnel.   The  intake  of  the monitor extends  outward from the  face of  the




 parking building over the  edge  of the sidewalk,  and  is  at  a height  of about




 15  feet above  the ground.   In our opinion,  the instrument  is not excessively




 influenced by vehicles  entering and  leaving the parking  building,  although




 the measured values include  some  contribution  from those vehicles.  The




Municipal Building is located within the CBD  in the  one-mile-square zone




 (Zone 21) of maximum CO emissions.





               A  second site within the CBD, Westlake Mall, was monitored




for four months  in 1971.  During  this period, no  8-hour concentrations




were measured which were in excess of the  standards.   In fact, during the




two months when observations were made at both the Municipal Building and




Westlake Mall, the  maximum 8-hour concentrations  at Westlake Mall were  approx-




imately one-half  those at the Municipal Building.  Figure  11-12  shows  the
                                11-61

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I

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distribution of daily VMT's by subgrid for the CBD.  It appears from this




distribution that the Municipal Building Monitor  (Subzone Z) receives




large contributions from both local city streets  and from the freeway,




whereas the Westlake Mall monitor  (Subzone M) is  less influenced by free-




way emissions.  The average VMT for Subzones 21-Z, 23-A, and 23-B is




19,533, and the average VMT for Subzones 21--M and 21-S is 12,935.  The




ratio of these VMT's is 1.5, whereas the average  ratio between 8-hour




maximum concentrations measured by the two monitors over corresponding




periods was 2.0.  We believe that the difference  in concentration at the




two sites reflects both a difference in area-wide emissions affecting




the sites, and a somewhat more open exposure at the Westlake Mall trailer




site.






                The proportional modeling in the following section is




 based on the second-highest,  8-hour average concentration at the Municipal




 Building and the average emission density for Zone 21.   We consider the




 development of control strategies from these data to be a sound,  but




 conservative,  approach to the reduction of CO levels in Seattle.   Veri-




 fication of the baseline concentration at other carefully selected locations




 within the  CBD is  highly desirable.






               b.   Results





                   Table 11-23  summarizes relevant emission density and




 air  quality data for  Zone  21.   According to these estimates,  a  12.7 percent




 reduction in vehicular  emissions  from  1971 levels is required  from trans-




portation control  strategies.
                                11-63

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                               TABLE  11-23
                     SUMMARY  DATA  FOR  ZONE  21  (CO)
a)  Emission Densities  (kg/8hr/mi )

               Category

          Vehicular
          Non-Vehicular
              Total


b)  Air Quality  (8-hr average in ppm)
          Observed (2nd highest)
          Estimated
           YEAR
  197.1

14,301
   292
14,593
                                                     YEAR
                                             1971
   20
                                                 2
c)  Maximum Allowable  Emissions Level (kg/8hr/mi )

                Total            Non-Vehicular
                6,567                292

d)  Reduction in Vehicular Emissions from 1971 Levels
 1977

8,175
  292
8,467
                     1977
                      11.6
                Vehicular
                  6,275
                                                               PERCENT
          From Federal Motor Vehicle Control Program by 1977      43.4
          Additional Required by Transportation Control           12.7
          Strategies
                                  11-64

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                 The maximum allowable vehicular emissions level is
               2
6275 kg/8-hr/mi .  Figure 11-11 shows that the 1977 emission levels

expected as a result of the Federal Motor Vehicle Control Program are

well below this acceptable level except for Zone 21.  In Tacoma, the

highest 1977 emission density is approximately one-half of the allow-

able level.
           3.  Estimation of Oxidant Levels


               a.  Emission Densities within Core Area


                   For the proportional modeling used to estimate air

 quality for 1977, it is necessary to apportion the total initial hydro-

 carbon content of the local air mass within which the highest oxidant

 concentrations are produced to vehicular and non-vehicular sources.   No

 spatial relationship between the source of the hydrocarbons and the region

 of high oxidant concentrations need be postulated.  The following basic

 assumptions were used in making the apportionment:

                       (1)  The local air mass of concern is the one
                            having the highest hydrocarbon content.
                            It's source is the central Seattle region
                            defined by Zones 7 through 29, where maxi-
                            mum vehicular emissions occur.

                       (2)  Hydrocarbons from non-vehicular sources  are
                            uniformly distributed throughout the city of
                            Seattle.

                       (3)  The amount of hydrocarbon emissions within
                            Seattle is directly related by population to
                            total emissions within King County.
                                11-65

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                 Vehicular Emissions - Figure 11-13 shows 1971. and 1977


three-hour hydrocarbon emission densities calculated for the Seattle


area from the traffic data in Appendix A.  Emission densities for 1970,


1971, and 1977 are listed by vehicle type in Appendix B.  The emission


densities for 1970 were calculated by increasing the 1971 VMT's by 2.5


percent.


                   Total 1970 hydrocarbon emissions for the 23 square mile


 area comprised of Zones 7 through 29 during the 0600-0900 period were 7052


 kilograms.   When adjusted on the  basis of traffic  flow, this is equivalent


 to 39,842 kilograms per day.



                   Non-Vehicular Emissions - Table  11-24,  compiled from


 the emission inventory data in Appendix C of the Implementation Plan, gives


 the distribution of hydrocarbon emissions,  by source category within King


 County in 1970.   The non-vehicular emissions attributed to Seattle were


 calculated  from the County emissions by population as  follows:



                         City Emissions = County Emissions X  City Population -
                            '                                 County Population
                                          35,969 X            =  16'608
 These  emissions were assumed  to be evenly distributed  throughout  the  city

         2
 (76.4  mi )  and emissions  from the central 23  square mile area was  calculated


 to be  4,970 tons/year or  12,352 kg/day using  this assumption.  Based  on  these


 very rough  approximations, the non-vehicular  emissions make up 24  percent


 of the total hydrocarbon  emissions within the central  area.  Table 11-25


 gives  estimated 1970 and  1977 hydrocarbon emission rates for the Puget
                                 11-66

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                      Gr««n Lake- 146    348
                                    68  I  186
Figure 11-13.   Hydrocarbon emission densities (KGM/Sq. Mi.) in Seattle for
                6 A.M. --9 A.M. period.  Upper values are for 1971, lower
                values are 1977 emissions based on Federal Motor Vehical
                Control Program.

                                   11-67

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                              TABLE 11-24
               HYDROCARBON EMISSION ESTIMATES FOR KING  COUNTY  IN  1970
     SOURCE CATEGORY
EMISSION (TONS/YEAR)
Fuel Combustion
Process Losses
Solid Waste Disposal
Transportation
     Motor Vehicles
     Aircraft
     Other

Miscellaneous Area
          Subtotal (non-vehicular)

          Total
       2126
       7959
       2100


    118,283
      3,066
     20,146

        572

     35,969   (23.37o)

    154,252
                                     11-68

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                            TABLE  II- 25
 HYDROCARBON EMISSION ESTIMATES FOR PUGET  SOUND  INTRASTATE A.Q.C.R.
   SOURCE CATEGORY                          EMISSIONS  ( TONS/YEAR)

                                       1970                       1975
Process Losses
Fuel Combustion
Transportation*
Motor Vehicles
Other
Solid Waste Disposal
Miscellaneous Area Sources
Subtotal (Non-Vehicular)
Total
13,520
4,623

185,791
36,447
5,100
1,736
61,426
247,217
13,520
4,623

124,391
36,447
3,075
1,636
59,301
183,692
*
  1970 values have been distributed in accord with breakdown given in

  King County 1970 estimates (Appendix C, Implementation Plan). "Other"

  transportation emissions are left unchanged for 1975.
                                 11-69

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Sound  Intrastate A.Q.C.R.  The  sum of the non-vehicular sources shows a




slight decrease between  1970 and  1975.  In the proportional modeling




which  follows, non-vehicular hydrocarbon emissions  in the area of con-




cern are  assumed to be 24  percent of the total in 1970 and to remain




constant  throughout the  1970-1979 period.





                 Selection of Air Quality Baseline  - Table 11-10 shows




that the  highest oxidant concentrations observed within the Seattle area




were measured at the 1-5 and Dearborn sampling station.  However, as men-




tioned in Section II-B, the average diurnal variation of concentration at




this site showed a rapid rise from 0500 to 0800 in the morning and maxi-




mum concentrations toward  the end of the afternoon and early evening.




Also,  the maximum one-hour concentration observed during each of the four




months  of the sampling increased steadily from July to October.   This




behavior, which is not typical of the behavior of photo-oxidants, plus




the fact  that the monitor was located at a major freeways  has raised ques-




tions  concerning the representativeness of the data.  In evaluating the




oxidant problem, we have, therefore,  chosen to disregard the 1970 data




from 1-5  and Dearborn and to rely on the more recent data taken at the




four widely distributed sites in operation during the summers of 1971 and



1972.





             b.   Results





                 Table 11-26 summarizes the results  of the proportional




modeling of hydrocarbons based on the second-highest, one-hour oxidant




concentration observed in the Seattle area in 1971  and 1972  and  hydro-
                               11-70

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                               TABLE  11-26
   SUMMARY DATA FOR CENTRAL  23  SQUARE MILE  AREA (HYDROCARBONS-OXIDANTS)
a)  Emission Rates of Hydrocarbons  (kg/3hr/23 mi2)
                                                          YEAR
     Vehicular
     Non-Vehicular
 1971
6,308
2,227
          Total                                  8,535
b)  Air Quality - Oxidants  (1-hr average in ppm)
 1977
3,063
2,227

5,290
                                                          YEAR
     Observed (2nd Highest)
     Estimated
 1971
 0.11
                                                                1977
            < 0.08
c)  Maximum Allowable  Emission Level of Hydrocarbons (kg/3hr/23mi )
              Total            Non-Vehicular           Vehicular
              6316                 2227                  4089
d)  Reduction in Vehicular Emission of Hydrocarbons from 1971 Levels
          From Federal Motor Vehicle Control Program by 1977
          Additional Required by Transportation Control Strategies
                   PERCENT
                     51
                      0
                                   11-71

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carbon emissions within the 23 square mile central zone of the city.

Estimates of air quality and allowable  emission rates were mad^ by means

of  the curve given in Appendix J of 42CFR, Part 420.

                 The estimates in Table 11-26 show that the hydrocarbon
                                                              2
emission rate expected in the central area (5290 kg/3-hr/23 mi ) is 16

percent below the maximum allowable  rate.  In our judgment, the data

available at the present time indicate that photochemical oxidants in

the Seattle area will fall within the national standards by 1977 without

the imposition of special transportation control strategies.


     E.  PROJECTED CARBON MONOXIDE LEVELS IN 1978 AND 1979


         Vehicular CO emission densities in 1978 and 1979 were calculated

for the CBD, using projected VMT's and the appropriate emission factors,

on the assumption of no additional transportation control strategies.   The

results are given in Table 11-27.  These estimates indicate that the

national standards for CO will be met by 1979 by means of the Federal

Motor Vehicle Control Program.
      *
       The use of the 1-5 and Dearborn 1970 oxidant data (2nd highest, 1-hour
 average concentration of 0.15 ppm) and the 1970 vehicular emission rates given
 in Appendix B (7052 kg/3 hr./23 mi2) yields a required total reduction in
 hydrocarbons of 5 percent,  and a required reduction by transportation control
 strategies of 6.6 percent.

                                 11-72

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                              TABLE  11-27
     PROJECTED CO EMISSION LEVELS IN 1978 AND 1979, WITHOUT STRATEGIES
      SOURCE CATEGORY
                                                                      • 2,
      EMISSION DENSITY  (kg/Shr/mi/)
Allowable           1978        1979
Vehicular
Non-Vehicular
 6275
  292
6951
 292
6001
 292
     TOTAL
 6597
7243
6293
                                  11-73

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      F.   SUMMARY  OF  PROBLEM AND  CONCLUSIONS

          1.  Implementation Plan  Assessment of CO and Oxidant Problems


             The  assessments  of  the  CO  and oxidant problems  in Seattle

 and  environs made in the  Implementation Plan were based  on  procedures

 specified in Appendix I of the Federal  Register, Vol.  36, No. 153,

 pp.  15500-15501.   The degree  of  improvement in air quality needed  for

 attainment of  the national air quality  standards was made by the propor-

 tional model

                               (A - QlOO
                                 A - B


 where A = the  second highest  concentration observed over the period

          of observation;

      B = the  air quality .standard ;

      C = the  background value, set equal to zero.


             The  formula for  calculating the air quality level for some

 future year, as specified in  Appendix I is:
                                     Fo+
where:
     Subscripts 0 and 1 denote the base year and future year of
        interest, respectively.

     A.Q.  = Air quality (measured or estimated) in region

     E    = Normalized emissions from Figures 1 and 2 in Appendix I
                                11-74

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     F  =  Ratio of motor vehicle  emissions to total emissions of
           each pollutant in region

    GF  =  Growth  factor for emission  increases from stationary sources

This equation was  applied directly for carbon monoxide.  The percent
reduction in hydrocarbon emissions expected from the Federal Motor Vehicle
Control Program was estimated by the portion of the equation in brackets
and compared with  the percent reduction required to meet the standard
for photochemical  oxidants obtained from Appendix J of the same Federal
Register (p. 15502).

             The rollback calculations for both CO and oxidants were
based on the 1970  observations made at 1-5 and Dearborn.  These calcula-
tions indicated that a 20 percent  reduction in CO and a 7 percent reduc-
tion in hydrocarbon emissions from 1970 levels would be required to meet
the national standards, in addition to the reductions expected through
the Federal Motor Vehicle Control Program.  Ressrvations were made about
the use of the CO and oxidant data from this location,  in the rollback
calculations, and the need for more complete and reliable information
before a valid assessment of the problem could be made was pointed out.
The limited data from other sources indicated that the CO standards would
be met in 1977 by means of the Federal Motor Vehicle Control Program, and
that the oxidant standard was currently being met.  In its review of the
Implementation Plan,  the Division of Air Surveillance,  EPA,  expressed
the opinion that rollback calculations for the region should not be based
on 8-hour average concentrations from the 1-5 and Dearborn site,  but
                               11-75

-------
that, because of the very limited oxidant data available upon which to




base the need for transportation controls, the oxidant data measured




between 0900 and 1600 PST should be considered.







         2.  Current Assessment of CO and Oxidant Problems





             As explained earlier in Section II, it was decided to take




full advantage in the present study of all data currently available and




to shift the base year to 1971.  The use of the more comprehensive set




of air quality data collected since submission of the Implementation Plan




is believed to increase substantially the reliability of the baseline




concentrations used in projecting air quality and estimating rollback re-




quirements.   The results of this reassessment of the problem may be sum-




marized as follows:





               (1)   The national oxidant standard will  be  attained




 throughout Seattle and environs by 1977 without the use of  transpor-




 tation control strategies .







               (2)   The national CO standards will be attained  through-




 out Seattle and  environs by 1977 without the use of transportation




 control strategies except within the CBD.





               (3)   Attainment  of  the 8-hour  CO standard within  the CBD




 will require  a reduction in CO emissions by  transportation  controls of




 13  percent  from  1971  levels.   This  is equivalent to a  reduction of




 23  percent  from  the 1977 "no strategy"  emission  level.
                               11-76

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             (4)  The Federal Motor Vehicle Control Program will ensure




that the national CO standards will be met by 1979 without the use of




transportation control strategies.







             (5)  In Tacoma, the calculated reduction in motor vehicle




emissions between 1971 and 1977 is  approximately 43 percent, and the 1977




vehicular emissions within the CBD are about half the level allowable in




the Seattle CBD.







             In summary, the current assessment of the problem, based




principally upon air quality data collected since the submission of the




Implementation Plan, indicates that the oxidant problem in the Seattle




area is less severe than initially thought and will not require the impo-




sition of transportation control strategies.  However, the recent CO data




collected at the Municipal Building in the Seattle CBD indicates a local




problem that will require a decrease in CO emissions within the CBD




greater than that anticipated from the Federal Motor Vehicle Control Pro-




gram.
                               11-77

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 III.   EVALUATION OF CANDIDATE  TRANSPORTATION CONTROLS







       A.   GENERAL





           The  proportional  analysis  carried out  in Section  II  indicates




 that by  1977 the motor  vehicle pollution  problem in Seattle and its




 environs will  be limited  to CO concentrations  in the CBD.   The reduc-




 tion in CO emissions required  from transportation control strategies to




 ensure that the  national  standards be met was  estimated to  be  13 percent




 from 1971  levels,  or 23 percent  from the  1977  "no strategy" level.  Pre-




 liminary estimates  showed that meeting this goal would require the joint




 implementation of  a number  of  the most feasible  transportation controls,




 and a  list of  potential strategies was developed for initial screening.




 These  strategies,  and preliminary estimates of their impact on air quality,




 are discussed  in Section  B, below.   The estimates of emission reductions




 in these evaluations are  from  the 1977 "no strategy" level.







           The  list  of potential  strategies is shown in Table III-l arranged




 into groups by a feasibility rating.  These groupings were decided as a




result of  discussions with representatives from  the City of Seattle,




Washington State Highway Department, and Washington State Department of




Ecology.






          Simply stated, the strategies listed in Group II through V are




not applicable because  they are too  long-range,  not practical in down-




town Seattle,  or run counter to present local and statewide policy.
                                 III-l

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                               TABLE  III-l
           POTENTIAL STRATEGIES BY FEASIBILITY  GROUPING  -  SEATTLE AREA

  I.  Strategies for Evaluation:

          a.  Continue to support the METRO transit development program.
          b.  Develop fringe parking with PRT links to downtown.
          c.  Develop incentive programs for retrofit (and inspection) of
              heavy-duty fleet vehicles.
          d.  Encourage gaseous conversion for fleet vehicles.
          e.  Implement the proposed 1-5 surveillance, control, and ramps
              metering program.
          f.  Develop means to bypass through traffic in downtown.
          g.  Driver advisories  directed to parking and loading.
          h.  Plan to exploit opportunities to encourage car pools, staggered
              hours, and staggered day programs.
          i.  Improved signal systems.
          j.  Support incentive programs to discourage ownership of older,
              uncontrolled vehicles.

 II.  Strategies of Doubtful Effectiveness in Downtown:

          a.   Air watch driver advisory.
          b.   Regional area traffic bypass.
          c.   Fuel additives.
III.  Strategies Outside Policies and Goals for Downtown:

          a.  Increase in parking fees.
          b.   Large-scale parking prohibitions without replacement elsewhere.
          c.   Large-scale vehicle prohibitions.
                                 III-2

-------
                           TABLE  III-l  (Cont.)
         d.  Limitations in street capacity.
         e.  Computer controlled signal system.
         f.  Controls on pedestrian movements.
         g.  Additional one-way or reversible streets.
         h.  Large-scale street capacity increases.

IV.  Strategies for Long-range Consideration, but Effective Only Beyond 1977:

         a.  New-type vehicles.
         b.  Communications substitutes for travel.
         c.  Land use policies.
         d.  Planning of facilities to reduce emissions.

 V.  Strategies Outside Present Policy Framework:

         a.  Impose tolls.
         b.  Fuel rationing.
         c.  Increased user taxes and fees.
         d.  Road use taxes.
         e.  Rationing of vehicle ownership.
         f.   Inspection and maintenance of all vehicles.
                                   III-3

-------
           Increases  in  parking  fees  and  large-scale  prohibitions  of




 parking  and vehicles  themselves  seem far from practical  from the  stand-




 point  of downtown business.  Such  steps  might  become  practical  only  as




 part of  programs to  replace parking  using  fringe  parking with equally




 convenient access.







          Strategies  such as prohibiting or imposing  tolls on older,  un-




 controlled vehicles  are viewed as  discriminatory.  Street capacity




 improvements, particularly signal  improvements, are considered  acceptable




 to  relieve hot spot  problems, reduce  idling, or solve safety  problems.




 However, improvements with the aim of accommodating more vehicles in




 downtown appear to be counter to the  present thrust of planning for down-




 town Seattle.  Also,  the development  of  an elaborate computer-controlled




 signal system for downtown falls very low in priority due to high cost




 and the  need to improve and develop signal systems in areas other than




 downtown.







          Land use policies can be an important tool for downtown by




 encouraging second-level sidewalks, parking control,  and building bulk




 control  (perhaps to improve air circulation).   The impact,  however,  is




 long-range.  In the meantime,  all significant  improvement projects should




 be reviewed for their air quality impact.







      B.   STRATEGY EVALUATION





          Group I in Table III-3 includes a fairly extensive list  of




activities  that can become elements of one or  more candidate strategies
                                III-4

-------
for Seattle.  The  strategies  discussed  in the following paragraphs are




recommended candidates  for  inclusion  in any air quality implementation




plan  for Seattle -  either in  total or in part.






           1.  Continue  to Support the METRO Transit Program





              The METRO Transit Plan was described briefly in Section




II C  since the  elements of  the Plan expected to be operating in 1977 were




used  to estimate the  1977 vehicle miles of travel.  Generally speaking,




there was  little impact estimated from  the new transit system on arterials,




but new express service was estimated to have an important effect on free-




ways.   Freeway vehicle miles were cut  back from levels based on past




trends in  the central business district and elsewhere.  Surface street




trips in downtown,  on the other hand, were not.  Therefore, it seemed




important  to investigate this impact in more detail.






              Several approaches were tried.  Background work fpr Draft




Environmental Impact Statement for the Metropolitan Area Transit Plan;




Cornell, Rowland, Hayes, and Merryfield, June 1972; estimated that peak




hour modal split for downtown would increase from 21.7 to 34.9 percent.




This large increase in  the transit share of trips to downtown is equiva-




lent to a  condition where transit absorbs all growth and vehicle miles




remain the same as  1971.  This is equivalent to a further reduction in




emissions  from the  calculated 1977 level of some 8 percent.





              However,  the forecasts of transit travel in 1980 across




various screenlines including one surrounding downtown Seattle, indicate
                                 III-5

-------
that growth  in transit passengers may be much more modest.  Therefore,
an  estimate  was made keeping  local transit route  loadings the same  as
1971, but calculating express transit use with mode split curves developed
in  the evaluation of the Blue Streak Bus Rapid Transit Demonstration
Project.  These curves are illustrated in Figure  III-l.

              In addition, several assumptions relating to regional travel
were made:

              (1)  The park-ride lots will be located an average of
                   12 miles from downtown.
              (2)  The starting point of these trips would approxi-
                   mate the same distribution of  trip lengths as
                   found in the Blue Streak corridor north of down-
                   town Seattle.
              (3)  Average auto speed to downtown will be 47 mph,
                   and transit travel time will be 1.5 times auto
                   travel time.

With such assumptions, it was calculated that 11  percent of 195,000 daily
trips would  be attracted to the express bus park  and ride system.

              These trips had already been deducted from freeway volumes
in the downtown area.  However,  the portion of the vehicle miles represent-
ing travel from the freeway to parking was not accounted for in the 1977
estimates.  This amounted to 4,000 vehicle miles during the 8-hour period.
Deducting this from the 8-hour vehicle miles  results in an emissions re-
duction of 2.2 percent.   This figure  is judged to be a fair evaluation
                                III-6

-------
                                            TlOO  PERCENT TRANSIT
    FREEHAND  PARK-RIDE  CURVE
                                                            PHASE  I  MODAL  SPLIT  CURVE
-70   -60    -50   -kO   -30   -20   -10
                  TRANSIT BETTER -«	
 10     20    30    kO    50    60    70
	»- AUTO BETTER
                       Transit Minus  Highway In  Equivalent Minutes
                 Figure III-l.  Blue Streak mode  split curves.

-------
of the impact of METRO Transit, although it is in the lower part of




the terminal.





          2.  Develop Fringe Parking with PRT Links to Downtown





              Serious consideration is being given to development of




Personalized Rapid Transit (PRT) in Seattle's downtown area.  "People-




movers" were recommended in previous studies.  The Boeing Company of




Seattle is installing a PRT in Morgantown,  West Virginia.  The famous




Seattle Monorail presently connects downtown and Seattle Center to the




north.





              Although a PRT system oriented east-west in Seattle's down-




town could be very important in linking vital land uses and overcoming




severe topographical barriers, the potential for connections to fringe




parking appears to lie in a north-south oriented system connecting to




an existing 2,000 parking spaces at Seattle Center on the north and to




a future 1,800 spaces at the King County Stadium on the south.  A loca-




tion for such a system is presently under study.






              To evaluate the impact of a PRT park-ride,  the Blue Streak




mode  split curves were again utilized.  For this application, the follow-




ing generous assumptions were made:





                 Free parking




              .   A 20-cent fare




                 A waiting time of 5 minutes




                 An average PRT speed of 30 mph
                              III-8

-------
Diversion from auto to PRT was  tested for autos  approaching  via  1-5




from the  north,  Aurora Avenue  from the north,  Elliott Avenue from  the




northwest,  1-90  from the east,  and 1st Avenue  from the  south.  Modal




splits  of 16 percent to 20 percent were calculated with the  low  cost




assumptions.   This  would mean  a large number of  daily trips  diverted,




probably  exceeding  the capacity of the 3,800 spaces available and




planned.






               Diversion of 3,800 trips in the  critical  8-hour period




is very likely since users of  the  PRT will probably be  downtown workers.




Such  a  diversion would reduce vehicle miles in downtown (with only a




slight  increase  in  adjacent areas)  and produce an  emissions  reduction




of 1.9  percent.






               It must  be pointed out  that  a bus  park-ride already exists




at the  Seattle Center,  but without  the high PRT  level of service.  Also,




it must be noted that  the planning, financing, design,  construction,




and commencement of  operations  for  the PRT by  1977  are  unrealistic.  Al-




though  only a  slight reduction  in/emissions is estimated for 1977, the




potential appears to be much^'much  greater.  However, obstacles to imple-




mentation by 1977 are  also great, as  described in Section V.






          3.  Incentive Retrofit Programs





              The retrofit program  for  heavy-duty  fleet vehicles has




been  suggested by the Department of Ecology and would be acceptable to




City Officials as an incentive-type program.





                               III-9

-------
              A 58 percent reduction in carbon monoxide emissions from

                                   )V
light duty vehicles is cited by EPA   for an "air bleed to intake mani-


fold" device, available at a nominal $40 cost.  Estimates place the


portion of uncontrolled heavy-duty vehicles at between 45 and 55 percent


of total heavy-duty vehicles by 1977.  For Seattle, heavy-duty gasoline


vehicles produce approximately 21 percent of the carbon monoxide emis-


sions.  Assuming an identical effect on heavy-duty vehicles,  the poten-


tial impact could be:


     (0.21 emissions)(0.58 reduction)(0.50 uncontrolled) = 0.062 = 6 percent



If only fleet vehicles are regulated (about 9 percent of all trucks are


in fleets of 10 or more) the potential reduction would be approximately


0.4 percent.



              Advantages to such a program could be its ease of admini-


stration and enforcement as compared to retrofit of all older vehicles,


and its relatively low cost.   However, an evaluation of the effectiveness


of such a device on heavy-duty vehicles has not been made but EPA,  and


its acceptance as a strategy requires justification.  Development of such


a program would require the support of the City of Seattle and other


agencies.



          4.  Gaseous Conversion



              Present legislation in the State of Washington provides a


tax incentive for conversion of vehicles to liquified natural gas (LNG)
      *Control Strategies for In-Use Vehicles, Office of Air and Water
Programs, Mobile Source Pollution Control Program, Washington,  B.C.,

November 1972.


                                111-10

-------
 or liquified petroleum gas (LPG).   Like retrofit, this program is best
 suited to fleet operation.  Reductions in emissions for light-duty
                                     •&
 vehicles range from 65 to 90 percent, and similar reductions are assumed
 for heavy duty.  Considering the percent of emissions from each class,
 overall reductions could be:

              Heavy-duty, fleets of 10 or more:   1.1 percent
              Light-duty, fleets of 10 or more:   0.7 percent
              Light-duty, fleets of 10 or more plus  all govern-
              ment:  2.2 percent

 Similar to the retrofit strategy,  this program would require the support
 of many agencies to extend legislation providing the incentive and to
 develop a public relations program aimed at fleet owners.

           5.   Implement the Proposed 1-5 Surveillance, Control and
               Ramp Metering Program

               Like METRO transit,  this strategy is mentioned in Section
 II C but with the suggestion that  it be considered as a candidate strategy
 if air quality problems are identified in the 1-5 corridor.   Such a
 problem has  not been identified for 1977, but the impact of the freeway
 control project from downtown north has been evaluated as  far as it may
 impact on downtown.

               Essentially,  the  project is designed to limit peak volumes
 on 1-5 to a  level where 50 mph  average speeds will result.   This will
 be accomplished mainly through  ramp metering where an approaching motorist
 will  face a  green or  red light  depending on the traffic density on the
      Preliminary EPA estimates.  Actual emission reductions have been found
to vary widely.  See Control Strategies for In-Use Vehicles, pp. 4-3 to 4-5.

                                 111-11

-------
freeway itself.  The signal control of ramps will assist with merging,




will allow express transit access without delay via a bypass lane, and




will divert "excess" vehicles to parallel arterials.  This would cause




some additional VMT on these arterials, however.






              In areas where this system is in operation, increases in




traffic volumes on parallel surface routes have not been detected.  Nev-




ertheless, the presence of diverted traffic on parallel arterials has




been assumed for this analysis.  Growth of freeway volumes to 1977 has




been estimated for all hours of the day.  Any hourly volume exceeding




1969 levels (representing the capacity of 1-5) was then manually assigned




to parallel arterials such as Aurora Avenue.






              In downtown, the effect of this is to increase peak period




vehicle miles on north-south arterials and decrease vehicle miles on




the freeway and east-west streets connecting to ramps.






              The net effect on downtown is calculated as an even balance,




with no reduction in emissions.






          6.  Develop Means to Bypass Through Traffic in Downtown





              In the report 1970 Study of Traffic and Parking in Seattle's




Central Business District, Seattle Traffic Engineering Division, two




types of through traffic were identified.  It was calculated that 20




percent of the volume to and from 1-5 travels through downtown to park




on the west side.  Bypassing this traffic would seem to require new
                               111-12

-------
 facilities  providing  access  to  the west  side  of downtown.  Development




 of such  facilities  by 1977 certainly must  be  considered doubtful,




 especially  in  view  of the voter defeat of  the Bay  Freeway  (east-west




 service  between  1-5 and  the  Alaskan Way  Viaduct).  Should  such bypass




 routes,  which  together could serve as a  ring  road  around the downtown




 area, be constructed, however,  a partial traffic  free zone,  such as that




 in effect in Gothenburgh, Sweden, might  be developed.






               The study  identified a through  traffic volume of 17,250




 and a total inbound volume of 175,600.   If it is assumed that this through




 volume includes  several  components such  as north to south, north to east,




 and south to east;  the magnitude of each component can be  estimated in




 direct ratio to  total  volume on the respective sides of downtown.  Doing




 so indicates that the  north-south component should be about one-third of




 the total.






               If this volume is bypassed to 1-5 (through some combination




of impedance in downtown and improvement of the bypass route), it is




estimated that vehicle miles will actually increase , with emissions up




1.9 percent.






              The problem of through traffic  in downtown would seem to




be relatively small, and bypass of such traffic not a profitable strategy




for improving air quality.
                                  111-13

-------
           7.   Driver  Advisories





               Some  sort  of  driver  information system to  guide  vehicles




 to  parking and to curb  loading zones  may be  effective in reducing the




 downtown "search for  parking" vehicle miles.   In  1968, Los Angeles found




 22  percent of  downtown travel during  peak periods  to be  of this  type.




 Assuming 10  percent effectiveness  of  such a  program  (it  could  include




 information  brochures, fixed signs, or  changeable  message sign systems)




 and a  20 percent share of downtown traffic affected,  a reduction in




 total  downtown 8-hour emissions  of 1.3  percent was estimated.







           8.   Car Pools, Staggered Hours,  and Staggered  Days





               Although there are no large-scale plans for such programs,




 and voluntary  programs are  favored, a considerable potential exists  for




 the use  of car pools  and staggered days  in solving the 8-hour  CO problem.




 Staggered  hours might help  peak hour  (or  half-hour)  air  quality,  but




 probably would not move significant vehicle miles  of  travel outside  of




 the 8-hour period or  even into hours  of higher travel speeds.







               Car Pools - This technique  is one that  is  frequently men-




 tioned as  a means to  reduce vehicular travel demand, but is seldom found




 in  actual  practice except at large employment centers.





               A practical maximum  vehicle occupancy  from a car pool  pro-




 gram is  1.7 persons per car average,   and  1.6 is more realistic.   Based




 on  the 1970 survey of downtown traffic, present occupancy is about  1.3.




With an  increase of occupancy from 1.3 to 1.6, vehicle miles could be
                               111-14

-------
reduced  about  11  percent.   If  a  car-pool  program  included only govern-




ment employees  (about  one-third  of  downtown employment) the reduction




could  still be  3.6  percent.  Realistically, a  lesser effectiveness must




be assumed, but the  potential  certainly exists.






              A car  pool  program could be approached from several stand-




points.   Incentives  are important in  terms of  preferred parking loca-




tion and  access to  any reserved  lanes (such as exclusive bus lanes on




streets,  freeways,  or  ramps).  The  second method  has real potential in




Seattle with the  existing exclusive bus ramp at Columbia-Cherry Streets,




and the  proposed  exclusive  bus lanes  on the Lake Washington bridges.





              Publicity is  another  factor, along with a "matching" ser-




vice to  locate  travellers with close-by origins and destinations.






              Staggered Days - This program involves a four-day work week




or similar approach.   The effect  could be removal of employee work trips




from downtown on  the fifth  day -  the  "off" day.





              The "4-40" plan has been implemented in some areas, usually




on an experimental basis.   Initial  implementation on a large-scale could




be with government employees.  To be effective, the plan would have to




spread the "off" day evenly throughout the week.  Assuming 100 percent




compliance (unlikely), the daily  20 percent employee reduction would pro-




duce a maximum reduction in vehicle  miles of 9.6 percent.  As with car




pools,  a lower  level of effectiveness must be assumed although the




potential is there.
                              111-15

-------
          9.  Improved Signal Systems





              The City of Seattle is about to implement and test a  "SIGOP"




project.  This project involves use of a computer program to prepare




timing plans for the existing downtown signal system that will  improve




traffic flow through better progressive speeds.  The program is experi-




mental, and a major product of the operation is an evaluation of just




what improvements do result.  However, the goals of the SIGOP program




may be a fair indication of what might be achieved in terms of  improving




air quality.






              With implementation of SIGOP, progressive speeds ranging




from 15 mph on steep crosstown routes to 30 mph on major downtown arter-




ials (these goals expressed to the nearest 5 mph) might be achieved.




With allowance for the difference between progressive speed and actual




average speed (less),  improvements in average speed are indicated for




some streets in the 18 mph and 20 mph categories used in the 1977 esti-




mate.  Calculating the effect of these speed changes  resulted in an esti-




mated emissions reduction of 6.2 percent.






         10.  Discourage Use of Older Vehicles





              This strategy could be directed towards an incentive pro-




gram to remove older,  pre-controlled vehicles from the traffic stream.




By 1977, vehicles of 1966 vintage and older will probably have reached




their minimum value.   Therefore, a program to offer a "bounty" of $100.00




or so to scrap such vehicles might encourage owners to obtain and use




newer model  autos.
                             111-16

-------
              Such a program would undoubtedly have to be approached on




& Statewide basis, or at least through State legislation.  Financing




such a program might be done by increasing user taxes or taxes on new




vehicles.  An additional benefit to this program would be improvement in




visual pollution.  The pay-off for such a program in terms of reduced




pollution could be high, up to 20  percent.






      C.  SUMMARY AND IMPACT





          The strategies discussed above are ranked in Table III-2 based on




the combination of reduction in emissions provided and the potential for




implementation.  The impact of each strategy is listed under several




categories.  Two strategies evaluated, bypass of downtown through traffic




and the 1-5 control project, are deleted as not effective.  Rather than




attempt to stipulate one strategy as being a higher priority than another,




the rankings are by groups.







           As mentioned earlier, prohibiting the use of older vehicles




is viewed by the various state and local agencies as discriminatory.




However, because of its  high potential for reducing emissions, the ex-




clusion of older model vehicles from the CBD has been included in Table




III-2, and its potential evaluated in the following section.  Its use is




suggested if an incentive program to discourage the use of older vehicles




fails.
                              111-17

-------
                             TABLE III-2




SUHHABX AND EVAUIATICH OF STRATEGIES FOR REDUCTION OF CO QOSSIOHS

Rank Strategy
1 Support METRO
Transit develop-
ment

Develop fringe
parking
and PRT




laprove down-
town olgnal
system

Retrofit heavy-
duty fleet
vehicle!

Exclusion of
pre-controlled
vehiclea
2 Gaaeous conver-
aion of fleet
vehlclea;
Light duty
Heavy duty

Program to d la-
courage owner-
•hlp of older,
pre-controlled autoa
3 Driver advisories
guiding to packing


Car poola






Stafeared day*




bluion
Reduction
(fro. 1977)
2.21 and up



1.91
and up





6.21



0.51



Up to 201




0.71 to 2.21
1.11

01 to 201


1.31



01 to 6.01






01 to 9.61





Implementation
Potential
High



Moderate
to high





High



Moderate



Low to
Moderate
Moderate





Low to
Moderate

Low to
Moderate


Low






Low





Cost
High
(Funded)


High






Low



Low unit
cost


Low

High Unit
Coat




High


Moderate
to Low


Low






Low





Political
Tax Support
Approved .
Eavorable
Image
Favorable
image. Re-
quires fed-
eral aupport



May not be
part of down-
town goal a &
objective!
Should be an
incentive
program.

Unfavorable

Favorable image
for fleet opera-
tor. Should con-
tinue Incentive
program.

Probably required
tax increases. Wll
ficatlon.




Strong agency
•upper t re-
quired.









IMPACT
Economic
sually a
eflcit
ctlvity

tllizea
vailable
ark ing.
'avorable
o down-
own actl-
Itiea.








fay divert
rom downtown









Could Improve
lowntown envir-
anntent








tay Impact
•OBW
lualnessaf.



Institutional
Public
ownership
to protest












Small
identified
group for

Adds to admin la -
t r en.
Small identi-
fied group for
administration.



Adda to atate
administrative





Public relation!
program required.





Hay not be
popular with long
weekend*. Require*
public relation*


Legal




Operating
agency must
»e •elected.








Preaent
legisla-
tion must
past 1975.
Legislation

Present Leg-
islation must
be extended
paat 1975.


Legislation
required,
specific area




Access to re-
•erved lane t
and reap*
aust be «pp-
rorwd. Enfor-
caswDt pro-
blaau.
Labor lain
•ay be ot>-
atacla*.



Social
Highly
favorable
to low la-
COM groups
Could en-
courage In-
city residen-
tial develop-
ment.










Discrimin-
T






Should laprova
mobility for low
income group..




Public attitudes
au»t b* altered.





Chanje! life
atyle




Technical




DaBonstratlon
underway.





talsaioo re-
tuctioa could
be ahort-ten.

Air bleed to
intake mani-
fold available

Requires en-

Fuel handling
and aome main'
tenanca pro-
blems. Poten-
tial shortage
of natural gaa.
Requires towing
dlaposal avanf.

Tech. of ad-
vanced system*
may require
development.
lider^etchln^
program re-
quired.










-------
 IV.  SELECTION OF TRANSPORTATION CONTROLS AND ESTIMATE OF AIR QUALITY
      IMPACT
      The  first  three .strategies  listed  under  Rank I  of  Table  III-2  re-


 sult  in changes  either  in the  distribution of VMT's  among  the  various


 speed categories,  or in the  total  number  of VMT's for certain  speed


 categories.  Estimates  of VMT's  by speed  category after applying  the


 three strategies  in  sequence are given  in Table  IV-1.   These estimates


 were  used to calculate  1977  emissions and the emissions  converted to CO


 concentrations by  the proportional  model  discussed in Section  II-D.


 The results are shown in  Table IV-2.

                                                                          o
       These estimates indicate that a further reduction  of 1304 kg/8 hr/mi


 will  be required  to  meet  the 8-hour standard.  Judged by their potential


 for implementation (See Table  III-2), the next two strategies  for selec-


 tion  are retrofit  heavy duty fleet  vehicles,  with an estimated yield of

             2
 41 kg/8 hr/mi  (0.005 x 8175), and  the  gaseous conversion of fleet ve-


 hicles.  The estimated  yield for conversion of light duty fleets of 10

                                                                 o
 or more plus all government light duty  vehicles  is 180 kg/8 hr/mi  (0.022


 x 8175).  Although useful, these two strategies  combined contribute only

                                        2
 about  17 percent of  the 1304 kg/8 hr/mi   reduction required.



       It appears from  these that a strategy with much higher potential


yield is required.  Two strategies with high potential are the exclusion


of pre-controlled vehicles from  the CBD and a more general use of retrofit


systems.   Table IV-3, which gives the expected 1977 emissions after the


application of Strategies 1, 2, and 3, provides a convenient means of
                               IV-1

-------
                    TABLE IV-1



VEHICLE MILES TRAVELED IN 1977 FOR SELECTED STRATEGIES
8 -Hour VMT
Average
Speed
(mph)
50
25
24
20
18
12
15
Total
Without
Strategies
79,736
1,300
0
96,240
22,079
23,172
881
223,408

1
79,736
1,300
0
92,968
22,079
23,033
881
219,997
Strategies
1 + 2
79,736
1,300
0
89,168
22,079
23,033
881
216,197

1 + 2 + 3
79,736
1,300
51,807
51,977
7,463
23,033
881
216,197
                    IV-2

-------
                                    TABLE IV-2
               IMPACT OF SELECTED STRATEGIES ON AIR QUALITY IN 1977
Without
Allowable Strategies
Vehicular Emissions 6275 8175
(kg/8 hr/mi2)
8-Hr CO Cone. 9.0 11.6
(ppm)
With Strategies
1
8032
11.4

1 & 2
7875
11.2

1 & 2 & 2
7579
10.8

1 & 2 & 3
Exclusion
6275
9.0

Retrofit*
3830
5.6

Key to  Strategies
     (1)  METRO  Transit  Development.
     (2)  Fringe Parking and PRT.
     (3)  Improved  Signal System.

* Example calculation based on:  (1)  "air bleed to intake manifold" on pre-1968
  models, and  (2) "oxidizing catalytic converter with distributor vacuum advance
  disconnect"  on 1968-1974 models.
                                           IV-3

-------
                              TABLE IV-3
      1977 CO EMISSIONS IN THE SEATTLE CBD BY MODEL YEAR AND VEHICLE TYPE
Model Year
1965 and earlier
1966
1967
1968
1969
1970
1971
1972
1973
1974
1975
1976
1977
1978
2
Emissions (kg/mi )
Light Duty '
477
302
436
524
948
675
925
439
501
477
85
73
27
2
Heavy Duty
217
32
38
58
77
116
134
180
193
117
145
186
100
3
Total                              5891                         1596
                                IV-4

-------
 evaluating strategies that affect selected years or vehicle types.   For

 example,  pre-controlled light duty vehicles (pre-1968 models)  contribute
                2
 1215  kg/8 hr/mi ,  and pre-controlled heavy duty vehicles (pre-1970  models)
                          o
 contribute 422  kg/8 hr/mi .   Presumably,  a policy of vehicular exclusion

 from  the  CBD would result, in part, in an increased use of public trans-

 portation systems, and, in part,  in a shift in the age distribution of

 vehicles.   For  purposes of estimation, the following two assumptions have

 been  made for pre-1968, light duty vehicle emissions:


           1)  Vehicle-trips  contributing  one-fourth of the emissions
               (304 kg/8 hr/mi2) will be eliminated;

           2)  The  remaining  excluded vehicle trips will be replaced
              by trips  made  by more recent models:   % by 1972-1974
              models, and %  by 1975 and later models.


 The second assumption results in  a drop in emissions of approximately 770
           2
 kg/8  hr/mi .  Thus,  the total decrease accomplished by the exclusion of
                                       2
 light duty vehicles  is  1074  kg/8  hr/mi ,  leaving a further required re-
                          2
 duction of 230  kg/8  hr/mi .   This  reduction can be accomplished  in  a

 number of  ways.  For example,  the  use of  the "air bleed to intake manifold"

 on light duty vehicles  is  estimated to yield a 58 percent  reduction in

 emissions  from  a maintained  baseline.   A  similar reduction in  emissions

 from heavy  duty vehicles  (as  yet undocumented)  would yield  a reduction

 of 262 kg/8 hr/mi2  (0.10 x 422 + 0.58  x 380)  if pre-controlled heavy duty

vehicles were so equipped.   It is  also  the  approximate  reduction likely to
                                                                         *
be achieved by excluding pre-controlled heavy  duty vehicles from the  CBD.
*  Assuming an average reduction in emissions from pre-controlled to
   replacement vehicles of 45 percent.

                                IV-5

-------
        Although the  general  use  of  retrofit  systems  and  the  establishment


 of the  requisite inspection  and  maintenance  facilities  is  not  looked upon


 with  favor  in  the State  of Washington,  computations  based  on Table IV-3


 illustrate  the potential impact  of  such a  strategy.   For example,  the


 1215  kg/8 hr/mi2 contributed by  pre-1968 light  duty  vehicles could be


 reduced by  755 kg/8  hr/mi2 by the use of "air bleed  to  intake  manifold"


 devices (assuming a  10 percent adjustment  to a  maintained  baseline,  and


 a  58  percent reduction due to the retrofit device  ).  Similarly, the use


 of an "oxidizing catalytic converter" on 1968-1974 light duty  vehicles

                                          2
 could yield a  reduction  of 2469  kg/8 hr/mi   (assuming a  50 percent re-


 duction from a maintained baseline); or the  use of the converter in  con-


 junction with  a distributor  vacuum  advance disconnect could  yield  a  re-


 duction of 2994 kg/8 hr/mi2  (assuming a 63 percent reduction from  a  main-


 tained  baseline).  Thus, the use of retrofit devices, in conjunction with


 the requisite  annual inspection  and maintenance, could easily  provide the

                                                               o
 required reduction.  In  fact,  the reduction  of  3749 kg/8 hr/mi  accomplished

                                                             o
 by the  two examples above is  nearly twice the 1900 kg/8 hr/mi  reduction


 required by all  strategies.



      It is significant  to note  that, with the  principal exception of the


 downtown signal  system,  the  proposed strategies will lead  to reduced  area-


vide  emissions,  and that their favorable impact on air quality will  not be


 limited  to the  CBD.
*  See Control Strategies for In-Use Vehicles for percent reductions ex-
   pected from retrofit devices.



                                 IV-6

-------
V.  OBSTACLES TO  IMPLEMENTATION  OF  SELECTED  CONTROLS

    A.  GENERAL

        In general,  the  implementation  climate  for  transportation pro-
jects  in and around  downtown Seattle  seems to be more  favorable towards
projects that encourage  public transportation than  towards projects that
favor  private vehicle  travel.  This is  in part ,due  to  the fact that, as
in many urban areas, large highway  and  street projects are difficult to
implement and require  long lead  times which  effectively eliminate such
strategies from consideration by 1977.

        Again, in general, there seem to be  few if  any obstacles to imple-
mentation of a top-ranked strategy:  development of the METRO transit
system.  The system  is legally authorized, funded,  planned and scheduled
for development.  Minor  obstacles are:

           Many steps must be taken to  start operation by Janu-
           ary 1973.  The time is short, but activity is intense.
           Acquisition of present transit systems is underway.

           There may be  some technical difficulties in obtaining
           gaseous fueled buses,  as desired,  in sufficient quan-
           tity by the time desired.

Obstacles  are catalogued in following paragraphs only for the top two
priority groups  where effective  implementation seems to be a real pos-
sibility.
                                 V-l

-------
    B.  INSTITUTIONAL OBSTACLES





        Planning, designing, and building a major  project  ] <.ice  one  and




one-half miles of PRT through a major downtown can involve  a  large




number of  institutional problems.  While the general attitude towards




such a project is favorable, individuals and groups are  likely  to be




affected by the specific  location.  Also, the matter of  jurisdiction




must be solved.  The choice would, in simple terms, be between  the  City




and METRO  as the sponsoring and operating agency.





        The strategies of retrofit and gaseous conversion are both  viewed




with reluctance on the part of owners, particularly the  small fleets.




The success of these techniques is likely to depend on incentives offered




and on a sound selling job by local and state agencies.







    C.  LEGAL OBSTACLES





        For the PRT proposal, legislation maybe required, probably on




the local  level, to sort out the question of jurisdiction.  Legislation




on the State level is certainly needed for retrofit, gaseous conversion,




and the "bounty" on older cars or the exclusion from the CBD.





        Present legislation providing fuel tax relief for gaseous con-




version must be extended beyond 1975.  Similar legislation must be




developed and enacted for retrofit.  If an inspection program is included,




this too must be enacted.   It should be noted that Washington does not




have a vehicle inspection law,  and does not meet Federal traffic safety




standards in this area.
                               V-2

-------
        The "bounty" program to discourage ownership of older autos




would certainly face serious legislative obstacles because of funding




requirements.  Increases in fuel and user taxes and fees, or new taxes




on new vehicles would be obviously unpopular.





    D.  POLITICAL AND SOCIAL OBSTACLES





        It is in this area that improvements to downtown signals may en-




counter problems.  It is anticipated that such a program would receive




mixed reaction, ranging from enthusiasm for improved access to disapproval




of any action enhancing the automobile's position in downtown access and




circulation.




         The exclusion of older vehicles from the CBD is likely to face




strong political opposition because of its discriminatory nature.







     E.  ECONOMIC OBSTACLES





         The PRT idea will certainly involve high costs.  Funding assist-




 ance is available through Federal Department of Transportation programs,




 and revenue sharing may help.  Nevertheless, funding such a project is




 a major obstacle to be overcome.  It should be kept in mind, however,




 that this project is intended to achieve goals other than air quality




 improvement.





         Signal improvements are, of course, much less costly.  Still,




 City budgets are tight, and signal improvements in other areas have call




 on available monies.  The Federal TOPICS program can assist.






          The retrofit program has  the  advantage of low unit cost  (about $40




 per vehicle for the "air bleed to  intake manifold" device), but gaseous con-
                                    V-3

-------
version is up to ten times that in unit cost.  Also as mentioned before,




funding a "bounty" program for older cars could involve large sums - per-




haps millions of dollars.  This is a definite obstacle from an economic




and political standpoint.








     F.  TECHNICAL OBSTACLES





         PRT's are being studied widely and a working demonstration exists




 in Morgantown.   Nevertheless,  the technology must be classified as




 "emerging," and care should  be exercised in selecting designs for appli-




 cation.   For the PRT,  time is  an obstacle.   Preliminary planning, detailed




 planning, hearings and applications,  design,  construction,  and  testing




 must be  accomplished.   Many  sidetracks and detours  could  occur  before 1977.





         It has  been mentioned  that, the downtown signal plans  are experi-




 mental in nature.   Definitive  application must  await this testing phase.





         Technical obstacles  to gaseous conversion are documented; and




 include  fuel handling,  maintenance  problems for pre-1971  engines and the




 shortage  of natural gas if that  alternative is  selected.





         The "bounty" strategy  creates  a whole range  of technical obstacles,




 but ones  more related  to scale than to methodology.   Disposal problems




 must be  solved.
                                  V-4

-------
VI.  SURVEILLANCE REVIEW PROCESS


     Surveillance review involves several overall steps.  Initially, an

air quality implementation plan must be adopted and promulgated.  Then,

specific elements within that plan must be  implemented.  Finally, the

impact of each element must be monitored continually in terms of legis-

lative and administrative actions, physical implementation, and air

quality improvement.


     Table VI-1 lists various milestones for each Group 1 and Group 2

strategy evaluated, assuming that all are initiated by the first of the

year 1973.  Of course it is far from sure that each strategy will find

its way into an adopted implementation plan.  Also the initiation of

some strategies may be delayed for various  reasons, and others may have

different schedules after detailed design.  Therefore, Table VI-1 should

be considered as a general source for more  detailed scheduling.


      The three curves in Figure VI-1 show  the decrease in CO concentration

expected from 1970 through 1979 at the Municipal Building as a result of:


           .  No strategies

           .  Strategies 1, 2, and 3 (METRO, PRT, Signal System)


              Strategies 1, 2, and 3 plus the exclusion of pre-controlled
              vehicles from the CBD.

These curves:can be used as guides to the success of the emission control

program.  However, because of year-to-year variations in meteorological

and other controlling factors, actual observations are expected to show

considerable scatter about the predicted curves.
                                 VI-1

-------
         TABLE VI-1




SURVEILLANCE REVIEW PROCESS
STRATEGY

development


Develop fringe parking
and PST
Improve downtown
slgnali

Retrofit heavy duty
fleet vehicles





trolled vehicles


conversion of fleets






Program to discourage
ownership of older, pre-
c on trolled vehicles.




1973

a) Acquisition of properties
(early in year)
of detailed planning for
park-ride facilities
Check status and progress of
route location study. Moni-
provements.
Check results of SIGOP test.
Monitor status of permanent
improvements.
Check progress:
a) Development of legislation.
b) Enactment
c) Development of administrative
regulations.
d) Development of implementation
programs.
a) Development of legislation.
b) Enactment
c) Development of administrative
regulations.
program. Check progreaa of
promotion program.





Check progress:
a) Development of legislation
b) Enactment
c) Development of administrative
regulations.
d) Development of Implementation
program*.
1974

commencement of design. Moni-
tor progress of hearings, ap-
provals, and grant applications.
award and beginning of construc-
tion.
grant applications.


Monitor Implementation progress.









program. Check progress of pro-
motion program.





Monitor Implementation pro-
gress.





1975

progress . Monitor
opening of park-ride
lots and diversion of

Check on construction
monitor progress.


Monitor implementation
progress.





procedures.


a) Development of leg-
islation extending
incentive program.
b) Enactment
Monitor success of con-
version program and pro-
motional activities.
Monitor implementation
progress.





1976




Monitor construction



Monitor implementation
progress.





procedures.


Monitor program.






Monitor implementation
progress.





1977




Monitor construction
of operation.


Monitor implementation
progress.





j^oc'eTurCi .


Monitor program.






Monitor Implementation
progress.






-------
   24



   22





   20





   18



   16
 §  14
T^
 n)

a  12

 
-------
                               APPENDIX A
                       VEHICLE MILES OF TRAVEL  (VMT)

     The data contained in the following tables were provided as input
to the emissions model.  Total district VMT was estimated by facility
type as described  in Section 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 esti-
mates of regional  travel prorated to a district level for purposes of
analysis.

     In the tables which follow, roadway types have been classified in
standard terminology as follows:

     Freeway:       A high-standard, grade-separated highway with
                    complete control of access.

     Arterial:      A surface street or highway with limited or no
                    access control and traffic signals at major
                    intersections.

     Collector:      A surface street that feeds traffic to arterials.
     Local:
A surface street that provides access to adjacent
land.
                                  A-l

-------
      Vehicle Miles of Travel (VMT)
Metropolitan Area   Seattle	
          Year	
1971
      Time Period_Peak=Hour_
District
1


2


3


4


6


7



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
20

15

50
20-25

15


20-25

15

40
18-25

15

50
20-25

15


20-25

15

VMT
LD
6, 242
2,573
--
272
9,087
7, 193
4,434
—
300
11,927
0
4,083
--
515
4,598
9,146
3,641
--
360
13,147
9, 324
1,954
__
588
11,866
0
4,848
--
567
5,415
HD
640
264
—
28
932
737
454
—
31
1, 222
0
418
—
53
471
937
373
--
37
1, 347
956
200
__
60
1,216
0
497
--
58
555
Diesel
147
61
--
6
214
170
105
—
7
282
0
97
__
12
109
217
86
--
8
311
220
46
__
14
280
0
115
__
14
129
Area
(sq. mi.)




1




1




1




1




1




1
                    A-2

-------
Seattle -  1971  - Peak-Hour
District
8


9


10


11


12


13


14



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
20-35

15


20-35

15

50
20-25

15


20-35

15

50
20-25

15


15-20

15


20-35

15

VMT
LD
10, 390
5,328
__
643
16, 361
0
5,035
--
540
5,575
10, 300
5, 506
—
823
16,629
0
7,330
--
551
7,881
11,544
6,038
--
535
18, 117
0
4,843
--
252
5,095
0
6,478
—
403
6,881
HD
1,065
546
__
66
1,677
0
516
—
55
571
1,056
564
—
84
1,704
0
751
—
57
808
1,183
619
—
55
1,857
0
496
—
26
522
0
664
—
41
705
Diesel
245
126
__
15
386
0
119
—
13
132
244
130
—
20
394
0
174
—
13
187
273
143
—
13
429
0
115
—
6
121
0
153
—
10
163
Area
(sq. mi.)




1




1




1




1




1




1




1
          A-3

-------
Seattle -  1971  - Peak-Hour
District
15


16


17


18


19


20


21



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
20-25

15

40
20

15


20-25

15


18-35

15

45
20

15


20

15

40
12-25

15

VMT
LD
13, 320
2,753
--
527
16,600
3, 132
3,183
—
432
6,747
0
6, 482
—
344
6,826
0
12, 352
__
400
12, 752
12,610
5, 328
__
643
18,581
0
3, 125
—
751
3,876
11, 633
19, 270
--
136
31,039
HD
1, 365
282
—
54
1,701
321
326
—
44
691
0
664
—
35
699
0
1,266
—
41
1,307
1,292
546
—
66
1,904
0
320
—
77
397
1, 192
1,975
—
14
3, 181
Diesel
315
65
—
13
393
75
75
—
10
160
0
153
—
8
161
0
292
—
9
301
298
126
—
15
439
0
74
--
18
92
275
455
—
3
733
Area
(sq. mi.)




1




1




1




1




1




1




1
          A-4

-------
Seattle -  1971  - Peak-Hour

District
22




23




24




25




26




27




28





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)

20

15

45
18-20

15


15-25

15


20-40

15

40
20

15


20-35

15


20-40

1.5

VMT

LD
0
6,633
--
684
7, 317
7,903
9, 235
--
339
17,477
0
7,680
--
959
8,639
0
6, 305
__
120
6,425
7,548
4, 884
--
232
12, 664
0
7,648
—
268
7, 916
0
9,413
--
40
9,453
HD
0
680
—
70
750
810.
946
--
35
1,791
0
787
—
98
885
0
646
--
12
658
773
501
--
24
1, 298
0
784
--
27
811
0
965
--
4
969
Diesel
0
157
--
16
173
187
219
—
8
414
0
182
—
23
205
0
149
—
3
152
179
115
--
5
299
U
181
--
7
188
0
222
--
1
223

Area
(sq. mi.)




1




1




1




1




1




1





             A-5

-------
Seattle  -  1971  -  Peak-Hour
District
29


30


31


32


33


34


35



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
20-40

15

50
20-25

15


20-35

15

50
20

15

40-50
35

15

40
20-25

15

45-50
20-35

15

VMT
LD
7, 548
7,193
--
364
15, 105
6, 721
4, 372
--
403
11,496
0
5,403
__
236
5, 639
4, 020
3,205
--
195
7,420
9, 387
703
--
284
10, 374
4,618
1, 154
--
144
5,916
5, 550
2, 939
__
220
8,709
HD
774
737
--
37
1, 548
689
448
—
41
1, 178
0
554
__
24
578
412
328
—
20
760
962
72
—
29
1,063
473
118
--
15
606
569
301
— —
24
894
Diesel
178
170
--
9
357
159
103
--
10
272
0
127
_ _
6
133
95
76
—
5
176
222
17
--
7
246
109
28
-_
3
140
131
70
_ _
4
205
Area
(sq. mi.)




1




1




1




1




1




1




1
      A-6

-------
Seattle  -  1971 -  Peak-Hour

District
36




37




38




39




40




41




42





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)
45
20

15

40
20-25

15

40
25

15

55
25

15

50
19-25

15

50
30

15


20

15

VMT

LD
3, 374
6, 926
_ _
339
10, 639
3,019
3, 108

272
6, 399
2,753
799
--
272
3,824
3, 907
977
--
256
5,140
2, 753
6,838
--
220
9,811
6, 127
799
--
179
7, 105
0
10, 390
--
240
10, 630
HD
346
710
— —
35
1,091
309
319

28
656
282
82
--
28
392
400
100
--
26
526
282
701
—
23
1,006
628
82
--
18
728
0
1,065
—
25
1,090
Diesel
80
164
	
8
252
72
73
__
6
151
65
19
--
6
90
93
23
--
6
122
65
161
--
5
231
145
19
—
5
169
0
245
--
5
250

Area
(aq. mi.)




1




1




1




1




1




1




1
        A-7

-------
Seattle  -  1971  -  Peak-Hour


District
43




44




45




46




47




48










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)

20-25

15


20

15

VMT


LD
0
8, 347
— —
184
8, 531
0
5,091
--
160
5, 251
55 4, 547
20-25

15

50
20-35

15

50
20-25

15

50
20

15






4,667
__
444
9, 658
5, 328
7, 104
--
355
12, 787
4, 795
1,687

533
7,015
3, 374
3, 197
--
599
7, 170


TOTAL

467,510

HD
0
855
_ —
19
874
0
522
--
16
538
466
478
— _
46
990
546
728
__
36
1, 310
491
173

55
719
346
328
—
61
735


TOTAL

47, 911

Diesel
0
198
__
4
202
0
120
--
4
124
108
111
_ _
10
229
126
168
--
9
303
114
40

12
166
80
75
--
15
170


TOTAL

11,058

Area
(sq. mi.)




1




1




1




1




1




1
VMT
Total
For All
Vehicle
Types
526,479
           A-8

-------
      Vehicle Miles of Travel (VMT)
Metropolitan Area	Seattle
         Year	
1971
      Time Period.
                        12-Hour
District
1


2


3


4


6


7



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)
60
25

15

60
25

15


20-30

15

60
20-25

15

60
25

15


20-30

15

VMT
LD
51, 479
21, 220

2, 243
74, 942
59, 323
36, 568

2, 474
98, 365
0
33, 673

4, 248
37, 921
75, 430
30, 028

2, 969
108, 427
76, 898
16, 115

4, 850
97, 863
0
39, 983
-
4, 676
44, 659
HD
5, 278
2, 177
-
231
7, 686
6, 078
3, 744
-
256
10, 078
0
3, 447

437
3, 884
7, 727
3, 076
-
305
11, 109
7, 885
1, 649

495
10, 029
0
4,099
-
478
4, 577
Diesel
1, 213
503

50
1,766
1, 402
866

58
2,326
0
800
-
99
899
1, 790
710
-
66
2, 566
1,814
379
-
115
2, 309
0
949
-
115
1,064
Area
(sq. mi. )




1




1




1




1




1




1
                    A-y

-------
SeattLe  -  1971  -  12-Hour
District
8


9


10


11


12


13


14



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)
60
20-35

15


20-35

15

55
20-25

15


20-35

15

55
20-25

15


20-25

15


25-35

15

VMT
LD
85, 689
43, 942
-
5, 303
134, 934
0
41, 526

4,454
45, 980
84, 947
45, 410
-
6, 787
137, 144
0
60, 453
-
4, 544
64, 997
95, 207
49, 797
-
4, 413
149, 417
0
39, 941

2, 078
42, 019
0
53, 426
-
3,323
56, 749
HD
8, 784
4, 503

545
13, 832
0
4, 255

454
4, 709
8, 709
4, 651

693
14, 053
0
6, 194

470
6,664
9, 756
5, 105

374
15, 315
0
4, 091

215
4, 306
0
5, 476

338
5, 814
Diesel
2, 021
1, 039
-
124
3, 184
0
981

107
1, 088
2,012
1, 072
-
165
3, 249
0
1, 435
-
107
1,542
2, 251
1, 179

107
3, 537
0
949

50
999
0
1, 262

82
1,344
Area
(sq. mi.)




1




1




1




1









1




1
               A-10

-------
Seattle  -  1971  -  12-Hour


District
15




16




17




18




19




20




21





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)
55
20-25

15

50
25

15


20-30

15


20-35

15

50
20

15


25

15

50
12-25

15

VMT


LD
109, 854
22,705

4, 346
136, 905
25,830
26, 251
_
3, 563
55, 644
0
53,459
-
2, 837
56, 296
0
101, 871

3, 299
105, 170
103, 998
43, 942

5, 303
153, 243
0
25,773
_
6, 194
31,967
95, 941
158, 925
-
1, 122
255, 988

HD
11, 258
2, 326

445
14,029
2,647
2,689
_
363
5,699
0
5,476

289
5, 765
0
10, 441
-
338
10, 779
10, 655
4, 503
-
545
15,703
0
2, 639

635
3,274
9, 831
16, 288
-
115
26, 234

Diesel
2, 598
536

107
3, 241
619
619
_
82
1, 320
0
1, 262

66
1, 328
0
2,408
-
74
2,482
2,458
1,039
-
124
3,621
0
610

149
759
2,268
3,753
-
25
6,046

Area
(sq. mi.)




1




1




1




1




1




1




1
                A-ll

-------
Seattle  -  1971
12-Hour
District
22


23


24


25


26

27


28



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)

20-25

15

50
20-25

15


20-35

15


25-50

15

60
25

15


25-35

15


25-50

15

VMT
LD
0
54, 704

5, 641
60, 345
65, 178
76, 164

2, 796
144, 138
0
63, 339

7, 909
71, 248
0
52, 000

990
52, 990
62, 251
40, 280
-
1,913
104, 444
0
63, 075
-
2, 210
65, 285
0
77, 632

330
77,962
HD
0
5, 608
-
577
6, 185
6, 680
7, 802
-
289
14, 771
0
6,491
-
808
7, 299
0
5, 328

99
5, 427
6, 375
4, 132
-
198
10,705
0
6,466
-
223
6,689
0
7,959

33
7,992
Diesel
0
1, 295
-
132
1,427
1, 542
1, 806

66
3, 414
0
1, 501
-
189
1, 690
0
1, 229

25
1, 254
1,476
949

42
2,467
0
1,493
-
58
1, 551
0
1, 831
_
8
1, 839
Area
(sq. mi.)




1




1




1




1



1




1




1
             A-12

-------
Seattle  -  1971  -  12-Hour


District
29




30




31




32




33




34




35





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)
50-55
25-35

15

60
25

15


25-35

15

60
25

15

55-60
35

15

50
25-35

15

55
25-35

15

VMT


LD
62, 251
50, 323

3, 002
124, 576
55, 430
36, 057

3, 324
94, 811

HD
6, 383
6,078

305
12,766
5, 682
3,695

338
9,715
0 0
44, 560

1, 946
46, 506
33, 154
26, 433

1, 608
61, 195
77, 418
5,798

2, 342
85, 558
38,086
9, 517
-
I, 188
48,791
45,773
24, 239

1, 814
71, 826
4, 569

198
4,767
3, 398
2,705

165
6, 268
7,934
594
-
239
8,767
3, 901
973

124
4,998,
4,693
2,482

198
7, 373

Diesel
1,468
1,402
-
74
2,944
1, 311
849
-
82
2,242
n
1,048

50
1, 098
784
627

42
1,453
1, 831
140
-
58
2,029
899
231
-
25
1, 155
1,080
577
-
33
1,690

Area
(sq. mi.)




1




1




1




1




1




1




1
           A-13

-------
Seattle  -  1971 -  12-Hour
District
36


37


38


39


40


41


42



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)
55
25

15

55
25

15

55
25

15

60
30

15

60
20-25

15

55
30

15


20

15

VMT
LD
27, 826
57, 121

2, 796
87, 743
24, 899
25, 633

2,243
52,775
22,705
6, 590

2,243
31, 538
32, 222
8,058

2, 112
42, 392
22, 705
56, 395
-
1, 814
80,914
50, 531
6, 590
-
1,476
58, 597
0
85,689
-
1, 979
87, 668
HD
2, 854
5,855
-
289
8,998
2,548
2,631

231
5,410
2,326
676
-
231
3, 233
3,299
825
-
214
4,338
2,326
5,781
-
189
8,296
5, 179
676
-
149
6,004
0
8,784

207
8,991
Diesel
660
1, 352
-
66
2,078
594
602
-
49
1,245
536
157

50
743
767
190
-
49
1,006
536
1, 328
-
42
1,906
1, 196
157
-
42
1, 395
0
2,021
-
42
2, 063
Area
(sq. mi.)




1




1




1




1









1




1
            A-14

-------
Seattle  -  1971  -  12-Hour
District
43


44


45


46


47


48




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)

25-30

15


25

15

60
25

15

60
25-35

15

60
25

15

60
25

15




VMT
LD
0
68, 840
-
1, 517
70, 357
0
41, 987

1, 320
43, 307
37, 501
38, 490

3, 662
79, 653
43, 942
58, 589

2, 928
105, 459
39, 546
13, 913
-
4, 396
57, 855
27, 826
26, 367

4, 940
59, 133
TOTAL

3,855, 696
HD
0
7, 052

157
7, 209
0
4, 305

132
4,437
3,844
3, 942

380
8, 166
4, 503
6, 004
-
297
10, 804
4, 049
1, 427

454
5, 930
2, 854
2,705
-
503
6, 062
TOTAL

395, 139
Diesel
0
1, 633

33
1, 666
0
990

33
1,023
891
915

82
1, 888
1, 039
1, 386

74
2,499
940
330

99
1, 369
660
619

124
1,403
TOTAL

91, 207
Area
(aq. mi. )




1




1




1




1




1




1
VMT
Total
For All
Vehicle
Types
4,342, 042
             A-15

-------
      Vehicle Miles of Travel (VMT)
Metropolitan Area  Seattle	
          Year_12Il.
      Time Period.
                    24-Hour
District
1


2

3


4


6


7



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)
60
25

15

60
25

15


20-30

15

60
20-25

15

60
25

15


20-30

15

VMT
LD
69, 286
28, 560

3.019
100.865
79, 842
49,217

3, 330
132. 389
0
45, 321

5, 717
51,038
101, 521
40,415

3,996
145,932
103,496
21, 689

6, 527
131, 712
0
53,813

6, 294
60, 107
HD
7, 104
2, 930

311
10. 345
8, 181
5,039

344
13, 564
0
4,640

588
5, 228
10,401
4, 140

411
14, 952
10,612
2,220

666
13,498
0
5, 517

644
6, 161
Diesel
1,632
677

67
2. 376
1,887
1, 166

78
3r 131
0
1,077

133
1, 210
2,409
955

89
3.453
2,442
511

155
3, 108
0
1,277

155
1,432
Area
(sq. mi.)




1



1




1




1




1




1
                   A-16

-------
Seattle  -  1971  -  24-Hour
District
8


Q

10


11


12


13


14



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)
60
20-35

15


20-35
15

55
20-25

15


20-35

15

55
20-25

15


20-25

15


25-35

15

VMT
LD
115, 329
59, 141
	
7, 137
181, 607
0
55, 889
5, 994
61, 883
114, 330
61, 117

9, 135
184, 582
0
81, 363

6, 116
87, 479
128, 138
67, 022
--
5, 939
201, 099
0
53, 757
	
2, 797
56, 554
0
71, 906
--
4,473
76, 379
HD
11, 822
6,061
	
733
18, 616
0
5, 728
611
6, 339
11, 722
6,260
__
932
18, 914
0
8, 336
__
633
8, 969
13,131
6, 871
--
611
20,613
0
5, 506
	
289
5, 795
0
7, 370
--
455
7,825
Diesel
2, 720
1,399
— —
167
4,286
0
1,321
' 144
1,465
2, 708
1,443
__
222
4,373
0
1,931
__
144
2,075
3,030
1,587
--
144
4,761
0
1,277
—
67
1,344
0
1,698
--
111
1,809
Area
(sq. mi.)




1



1




1




1




1




1




1

-------
Seattle  -  1971  -  24-Hour
District
15


16


17


18


19
20


21


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)
55
20-25

15

50
25

15


25-30

15


25-35

15

50
20
15


25

15

50
12-25
15

VMT
LD
147,852
30, 558

5,850
184, 260
34, 765
35,331

4,795
74,891
0
71, 950
_.
3, 818
75, 768
0
137, 107

4,440
141,547
139, 971
59, 141
7, 137
206,249
0
34,688
	
8, 336
43,024
129, 126
213,897
1,510
344,533
HD
15,152
3, 130

599
18.881
3, 563
3, 619

488
1, 670 _
0
7, 370
__
389
7, 759
0
14,053

455
14,508
14,341
6,061
733
21, 135
0
3,552
__
855
4,407
13,231
21,923
155
35, 309
Diesel
3,497
722

144
4.363
833
833

Ull
1, 777
0
1,698
__
89
1, 787
0
3,241

100
3, 341
3,308
1,399
167
4,874
0
821

200
1,021
3,053
5,051
33
8,137
Area
(sq. mi.)




1




1




1




1


1




1



1
                A-18

-------
Seattle  -  1971  -  24-Hour
District
22


23


24


25

26


27


28



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)

20-25

15

50
20-25

15


20-35

15


25-50
15

60
25

15


25-35

15


25-50

15

VMT
LD
0
73,626
__
7,592
81. 218
87, 723
102,509

3, 763
193, 995
0
85,248

10,645
95.893
0
69, 986
1,332
71, 318
83, 783
54, 212
	
2,575
140,570
0
84,893
	
2,975
87,868
0
104,484
	
444
104,928
HD
0
7,548
--
777
8, 325
8,991
10,501

389
19,881
0
8, 736

1,088
9,824
0
7, 171
133
7, 304
8,580
5, 561
	
266
14,407
0
8, 702
-. _
300
9,002
0
10, 712
_ _
44
10,756
Diesel
0
1, 743
--
178
1.921
2,076
2,431

89
4,596
0
2,020

255
2,275
0
1,654
33
1,687
1,987
1,277
	
56
3,320
0
2,009
_ _
78
2,087
0
2,464
__
11
2,475
Area
(sq. mi.)




1




1




1



1




1




1




1
                 A-19

-------
Seattle  -  1971  - 24-Hour
District
29


30


31

32


33
34
35

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)
50-55
25-35

15

60
25

15

25-35

15

60
25

15

55-60
35
15

50
25-35
15

55
25-35
15

VMT
LD
83, 783
79, 842

4,040
167, 665
74, 603
48, 529

4,473
127, 605
0
59, 973

2,620
62,593
44,622
35, 576
__
2, 165
82,363
104,196
7,803
3,152
115,151
51,260
12,809
1,598
65,667
61,605
32, 623
2,442
96, 670
HD
8, 591
8, 181

411
17, 183
7, 648
4, 973
__
455
13,076
0
6, 149

266
6,415
4,573
3,641
_.
222
8,436
10,678
799
322
11, 799
5,250
1,310
167
6,727
6, 316
3, 341
266
9, 923
Diesel
1,976
1,887

100
3, 963
1,765
1,143
	
111
3,019
0
1,410
__
67
1,477
1,055
844
_ _
56
1,955
2,464
189
78
2, 731
1,210
311
33
1,554
1,454
111
44
2,275
Area
(sq. mi.)




1




1



1




1


1


1


1
          A-20

-------
aeattle -  1971 -  24-Hour


District
36




37





38





39




40





41




42





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)
55
25

15

55

25

15

55

25

15

60
30

15

60

20-25

15

55
30

15


20

15

VMT


LD
37,451
76, 879

3,763
118,093
33, 511

34,499

3,019
71,029
30,558

8,869

3,019
42,446
43,368
10,845
- v
2,842
57,055
30,558

75,902
	
2,442
108,902
68,010
8,869

1,987
78.866
0
115,329

2,664
117,993

HD
3,841
7,881

388
12,110
3,430

3, 541

311
7,282
3,130

910

311
4,351
4,440
1,110
	
289
5,839
3, 130

7, 781
	
255
11,166
6, 971
910

200
8,081
0
11,822
__
278
12,100

Diesel
888
1,820

89
2, 797
799

810

"" 67
1,676
722

211

67
1,000
1,032
255
	
67
1,354
722

1,787
	
56
2, 565
1,610
211

56
1.877
0
2, 720
._
56
2, 776

Area
(sq. mi.)




1





1





1




1





1




1




1
             A-21

-------
Seattle  -  1971  - 24-Hour
District
43


44


45


46


47


48





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)

25-30

15


25

15

60
25

15

VMT
LD
0
92, 652
__
2,042
94,694
0
56, 510
	
1, 776
58, 286
50,472
51, 804

4,928
107,204
60 59,141
25-35

15

60
25

15

60
25

15





78, 854

3, 941
141, 936
53, 225
18, 726

5,916
77,867
37,451
35,487

6,649
79, 587

TOTAL

5, 189, 360
HD
0
9,491
	
211
9, 702
0
5, 794
_ _
178
5,972
5,173
5, 306
--
511
10,990
6,061
8,081

400
14, 542
5,450
1,920

611
7, 981
3,841
3, 641

677
8, 159

TOTAL

531, 821
Diesel
0
2, 198
_. _
44
2,242
0
1,332
—
44
1,376
1,199
1,232
--
111
2,542
1,399
1,865

100
3,364
1,265
444

133
1,842 .
888
833

167
1,888

TOTAL

122,757
Area
(sq. mi.)




1




1




1




1




1




1
VMT
Total
For All
Vehicle
Types
, 843, 938
             A-22

-------
      Vehicle Miles of Travel (VMT)
Metropolitan Area   Seattle	
          Year-
1977
      Time Period   Peak-Hour
District
1


2


3


4


6


7



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
20

15

40
15-25

15


20-25

15

35
18-20

15

40
20-25

15


20-25

15

VMT
LD
1, 241
3, 357

313
10, 911
8, 344
5,427

333
14, 104
0
4,933

567
5, 500
10, 541
4, 489

403
15,433
10,744
2,445

646
13, 835
0
5, 646

613
6, 259
HD
742
344

32
1. 118
855
556

34
1, 445
0
506

58
564
1, 080
460
-
41
1, 581
1, 101
251

66
1, 4i8
0
579

63
642
Diesel
171
79

7
257
197
128
-
8
333
0
117

13
130
249
106
-
10
365
254
58

15
327
0
134
-
14
148
Area
(sq. mi.)




1




1




1




1




1




1
                   A-23

-------
Seattle    1977  -  Peak Hour
District
8


9


10


11


12


13


14



Facility
Type
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Cpllector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)
25-35
20

15


20-35

15

50
15-25

15


20-30

15

35
15-25

15


12-20

15


20-30

15

VMT
LD
13, 266
4, 868

701
18, 835
0
5,911

583
-6, 494
11,614
6, 107
-
873
18, 594
0
8,424

590
9,014
12,925
8,749

567
22, 241
0
5,096
-
265
5, 361
0
6, 871

416
7, 287
HD
1, 359
499
-
72
1, 930
0
606
-
60
666
1, 190
626
-
89
1,905
0
863
-
60
923
1, 325
897

58
2, 280
0
522
-
27
549
0
704
-
43
747
Diesel
314
115

17
446
0
140
-
14
154
275
144

21
440
0
199

14
213
306
207
-
13
526
0
121

6
127
0
162
-
10
172
Area
(sq. mi.)




1




1




1




1




1




1




1
               A-24

-------
Seattle -  1977 -  Peak Hour
District
15


16


17


18


19


20


21



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)
35-40
20-25

15

35
15

15


20-25

15


18-30

15

35
20

15


20

15

35-40
12-25

15

VMT
LD
14, 812
3,078
-
554
18,444
3, 383
3, 315
-
445
7, 143
0
6,926

344
7,270
0
12,726
-
404
13, 130
13,205
5, 369
-
655
19,229
0
3, 343
-
804
4, 147
12, 301
23,291
-
136
35,728
HD
1, 518
315
-
57
1,890
347
340
-
46
733
0
710

35
745
0
1, 304
-
41
1,345
1, 353
550
-
67
1,970
0
343
-
82
425
1, 261
2, 387
-
14
3,662
Diesel
350
73
-
13
436
80
78
-
11
169
0
164
-
8
172
0
301
-
10
311
312
127
-
15
454
0
79
-
19
98
291
551
-
3
845
Area
(sq. mi.)




1




1




1




1




1




1




1
             A-25

-------
Seattle  -  1977  -  Peak
District
22


23


24


25


26


27


28



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)

20

15

35-40
18-25

15


15-25

15


20-40

15

50
20

15


20-35

15


20-40

15

VMT
LD
0
6,677
-
684
7, 361
8,658
9, 182
-
346
18, 186
0
7,848
-
959
8,807
0
6,305
-
120
6,425
8,543
4, 887
-
231
13,661
0
7,784
-
268
8,052
0
9, 653
-
40
9,693
HD
0
684
-
70
754
887
941
-
35
1, 863
0
804
-
98
902
0
646
-
12
658
876
501
-
24
1,401
0
798
-
27
825
0
989
-
4
993
Diesel
0
158
-
6
^74
205
217
-
8
430
0
186
-
23
209
0
149
-
3
152
202
116
-
5
323
0
184
-
6
190
0
228
-
1
229
Area
(sq. mi.)




1




1




1




1




1




1




1
              A-26

-------
Seattle  -  1977  -  Peak Hour
District
29


30


31


32


33


34


35



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)
35-40
20-35

15

50
20-25

15


20-35

15

40
20

15

35-45
35

15

35
20-25

15

35-40
20-35

15

VMT
LD
10,393
5,347
-
364
16, 104
7,528
4,372
-
403
12, 303
0
5,773
-
236
6,009
4,502
3,205
-
195
7,902
10,430
915

313
11,658
5,475
1, 191
-
144
6, 810
6, 337
3, 162
-
220
9,719
HD
1,065
548
-
37
1,650
771
448
-
41
1, 260
0
592
-
24
616
461
328
-
20
809
1,069
94
-
32
1, 195
561
122
-
15
698
649
324
-
23
996
Diesel
246
126
-
9
381
178
103
-
10
291
0
137
-
6
143
106
76
-
5
187
247
22
-
7
276
129
28
-
3
160
150
75

5
230
Area
(sq. mi.)




1




1




1




1




1









1
                 A-27

-------
Seattle  -  1977
Peak-Hour
District
36


37


38


39


40


41


42



FaciLcy
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)
45
20

15

40
20-25

15

35
25

15

55
25

15

50
19-25

15

50
30

15


20-45

15

VMT
LD
3,712
6,926
-
339
10,977
3,351
3, 347
-
285
6,983
3,221
799
-
272
4,292
4,534
1,255
-
307
6,096
3,028
8,511
-
256
11,795
7,201
968

251
8,420
0
10,770
-
249
11,019
HD
380
710
-
35
1, 125
343
343
-
29
715
330
82
-
28
L_ 440
465
129
-
31
625
310
872
-
26
1,208
738
99
-
26
863
0
1, 104
-
25
1, 129
Diesel
88
164
-
8
260
79
79
-
7
165
76
19
-
6
101
107
30
-
7
144
72
201
-
6
279
170
23
-
6
199
0
255
-
6
261
Area
(sq. mi.)




1




1




1




1




1




1




1
                 A-28

-------
Seattle  -  1977  -  Peak-Hour
District
43


44


45


46


47


48




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)

20-25

15


20

15

55
20-25

15

50
20-35

15

50
20-25

15

50
20

15




VMT
LD
0
9, 182
-
202
9, 384
0
5,871
-
168
6,039
5,047
4,901

466
10,414
5,914
7,459
-
373
13,746
5, 131
1,780

559
7,470
5,079
3,620
-
660
9,359
TOTAL

517,643
HD
0
941
-
21
962
0
602
-
17
619
517
502
-
48
1,067
606
764
-
38
1,408
526
182
-
57
765
521
371
-
68
960
TOTAL

53,044
Diesel
0
217
-
5
222
0
139
-
4
143
119
116
_
11
246
140
176
-
9
325
121
42
-
13
176
120
86
-
16
222
TOTAL

12,241
Area
(sq. mi.)




1




1




1




1




1




1
VMT
Total
For AL1
Vehicle
Types
582, 928
           A-29

-------
      Vehicle Miles of Travel (VMT)
Metropolitan Ar^a     Seattle _
                     1977
       Time Period.
                       1 9-Hrmr-
District
1


2


3


4


6


7



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)
55
25

15

55
25

15


20-30

15

55
20-25

15

55
25

15


20-30

15

VMT
LD
59, 719
27, 686
--
2, 581
89,986
68,815
44, 758
—
2,746
116, 319
0
40,684
__
4,676
45, 360
86, 935
37,022
—
3, 323
127,280
88,609
20,165
--
5, 328
114, 102
0
46,565
—
5,055
51,620
HD
6,119
2,837
—
264
9,220
7,052
4, 586
—
280
11,918
0
4, 173
—
478
4,651
8,907
3, 794
—
338
13,039
9,080
2,070
—
545
11,695
0
4,775
—
520
5,295
Diesel
1,410
652
--
58
2, 120
1,625
1,056
—
66
2, 747
0
965
—
107
1,072
2,054
874
—
82
3,010
2,095
478
—
124
2,697
0
1, 105
—
115
1, 220
Area
(sq. mi.)




1




1




1




1




1




1
                A-30

-------
Seattle - 1977 - 12-Hour
District
8


9


10


11


12


13


14



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)
35-55
20-25

15


25-35

15

55
20-25

15


20-35

15

50
20-25

15


20-25

15


25-35

15

VMT
LD
109,409
40, 148
—
5,781
155,338
0
48, 750
--
4,808
53, 558
95, 784
50, 366
—
7, 200
153, 350
0
69,475
—
4,866
74, 341
106,597
72, 156
—
4, 676
183,429
0
42,029
--
2,186
44,215
0
56,667
--
3,431
60, 098
HD
11,208
4, 115
--
594
15,917
0
4,998
--
495
5,493
9,814
5, 163
—
734
15, 711
0
7,117
--
495
7,612
10,928
7, 398
—
478
18,804
0
4, 305
—
223
4, 528
0
5,806
—
354
6, 160
Diesel
2, 589
949
--
140
3,678
0
1, 155
—
115
1,270
2,268
1,188
--
173
3,629
0
1,641
—
115
1,756
2,524
1,707
—
107
4, 338
0
998
—
50
1,048
0
1, 336
—
82
1,418
Area
(sq. mi.)









1




1




1




1




1




1
   A-31

-------
Seattle - 1977 - 12-Hour
District
15


16


17


18


19


20


21



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
20-25

15

50
25

15


25-30

15


25-35

15

50
20

15


25

15

50
12-25

15

VMT
LD
122,159
25, 385
--
4,569
152, 113
27,900
27, 340
--
3,670
58,910
0
57,121
"-
2,837
59, 958
0
104,955
--
3, 332
108, 287
108, 906
44,280
—
5,402
158, 588
0
27,571
--
6,631
34,202
101,450
192,088
—
1,122
294, 660
HD
12, 520
2, 598
—
470
15^588
2,862
2,804
—
380
6,046
0
5,856
—
289
6,145
0
10, 754
__
338
11,092
11,158
4,536
--
553
16,247
0
2,829
--
676
3,505
10,400
19,687
—
115
30, 202
Diesel
2,887
602
—
107
3,596
660
643
—
91
1, 394
0
1,352
—
66
1,418
0
2,482
—
82
2, 564
2,573
1,048
—
124
3,745
0
652
—
157
809
2,400
4, 544
—
25
6, 969
Area
(sq. mi.)




1




1




1









1




1





        A-32

-------
Seattle - 1977 - 12-Hour
District
22


23


24


25


26


27


28



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)

20-25

15

5_0
20-25

15


20-40

15


25-50

15

60
25

15


25-35

15


25-50

15

VMT
LD
0
55, 067
--
5,641
60, 708
71,405
75, 727
--
2,854
149, 986
0
64, 725
—
7,909
72,634
0
52,000
—
990
52, 990
70,456
40, 305
—
1,905
112,666
0
64,197
--
2,210
66,407
0
79,611
—
330
79, 941
HD
0
5,641
--
577
6,218
7, 316
7, 761
—
289
15, 366
0
6,631
--
808
7,439
0
5, 328
—
99
5,427
7,225
4, 132
—
198
11,555
0
6,581
—
223
6,804
0
8,157
—
33
8,190
Diesel
0
1, 303
--
132
1,435
1,691
1,790
--
66
3, 547
0
1,534
—
190
1, 724
0
1,229
--
25
1, 254
1,666
957
--
41
2,664
0
1, 517
—
50
1,567
0
1,881
--
8
1,889
Area
(sq. mi.)




1




1




1




1




1




1




1
       A-33

-------
Seattle -  1977 -  12-Hour
District
29


30


31


32


33


34


35



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
25-35

15

55
25

15


25-35

15

55
25

15

55-60
35

15

50
30

15

55
25-35

15

VMT
LD
85, 714
44, 099
—
3,002
132,815
62,086
36,057
—
3,323
101,466
0
47,611
—
1,947
49, 558
37,129
26,433
--
1,609
65,171
86,019
7,547
—
2, 581
96, 147
45,154
9,822
--
1,188
56,164
52,263
26,078
—
1,814
80, 155
HD
8,784
4, 520
—
305
13,609
6, 359
3,695
—
338
10, 392
0
4, 882
—
198
5,080
3,802
2, 705
—
165
6,672
8,816
775
—
264
9,855
4,627
1,006
—
124
5, 757
5, 353
2,672
—
190
8,215
Diesel
2,029
1,039
—
74
3,142
1,468
849
__
82
2,399
0
1,130
—
50
1,180
874
627
--
41
1,542
2,037
181
—
58
2,276
1,064
231
—
25
1, 320
i,237
619
—
42
1, 898
Area
(sq. mi.)




1




1




1




1




1




1




1
        A-34

-------
Seattle -  1977
12-Hour
District
36


37


38


39


40


41


42



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)
55
25

15

55
25

15

55
25

15

60
30

15

60
20-25

15

55
30

15


20-45

15

VMT
LD
30, 614
57, 121
--
2, 796
90, 531
27, 637
27,604
--
2, 351
57, 592
26, 564
6, 590
—
2,243
35,397
37, 393
10, 351
--
2, 532
50,276
24,.973
70, 193
—
2, 112
97, 278
59, 389
7,984
—
2,070
69,443
0
88,823
—
2,054
90,877
HD
3, 134
5,856
--
289
9,279
2,829
2,829
--
239
5,897
2, 722
676
--
231
3, 629
3,835
1,064
--
256
5, 155
2, 557
7, 191
--
215
9,963
6,087
817
—
214
7,118
0
9,105
--
206
9,311
Diesel
726
1, 352
--
66
2, 144
652
652
—
58
1,362
627
157
--
50
834
883
247
—
58
1, 188
594
1, 658
—
50
2,302
1,402
189
--
50
1,641
0
2,103
—
50
2, 153
Area
(sq. mi.)




1




1




1




1




1




1




1
       A-35

-------
Seattle  -  1977 -  12-Hour
District
43


44


45


46


47


48






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)

25-30

15


25

15

60
25

15

60
25-35

15

60
25

15

60
25

15






VMT
LD
0
75,727
—
1,666
77, 393
0
48, 420
--
1, 386
49,806
41,624
40,420
—
3, 844
85, 888
48, 774
61, 517
—
3,076
113, 367
42,317
14,680
--
4,610
61,607
41, 888
29, 855
—
5,443
77,186


TOTAL

1,269, 163
HD
0
7, 761
—
173
7,934
0
4,965
—
140
5,105
4,264
4,140
—
396
8,800
4, 998
6, 301
—
314
11,613
4, 338
1,501
—
470
6,309
4,297
3,060
—
561
7, 918


TOTAL

437,478
Diesel
0
1,790
—
41
1,831
0
1,146
—
33
1,179
981
957
—
91
2,029
1,155
1,452
—
74
2,681
998
346
--
107
1,451
990
710
—
132
1,832


TOTAL

100, 962
Area
(sq. mi.)




1




1




1




1




1




1
VMT
Total
For All
Vehicle
Types
,807, 603
      A-36

-------
      Vehicle Miles of Travel (VMT)
Metropolitan Area     "Seattle _
       Time Priori   24-Hour
District
1

2


3


4


6


7



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)
55
25

15

55
25

15


20-30

15

55
20-25

15

55
25

15


20-30

15

VMT
LD
80,375
37,263
-
3,474
121, 112
92,618
60, 240
-
3,696
156, 554
0
54,756
-
6,294
61,050
117,005
49,828
-
4,473
17.1, 306
119, 258
27, 140
-
7,171
153,569
0
62,671
-
6,804
69,475
HD
8, 236
3, 818
-
355
12,409
9,491
6, 172
-
377
16,040
0
5, 617
-
644
6, 261
11,988
5, 106
-
455
17,549
12, 221
2,786
-
733
15,740
0
6,427
-
699
7, 126
Diesel
1,898
877

78
2,853
2, 187
1,421

89
3. 697
0
1, 299
-
144
1,443
2,764
1, 177
-
Ill
4,052
2,819
644
-
167
3,630
0
1,487

155
1,642
Area
(sq. mi. )



1




1




1




1




1




1
                  A-37

-------
Seattle  -  1977 -  24-Hour
District
8


9


10


11


12


13


14



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)
35-55
20-25

15


25-35

15

55
20-25

15


20-35

15

50
20-25

15


20-25

15


25-35

15

VMT
LD
147,253
54,035
-
7,781
209,069
0
65,612
-
6,471
72,083
128,915
67,788
-
9,690
206, 393
0
93,506

6, 549
100,055
143,468
97, 114
-
6,294
246, 876
0
56; 566
-
2,942
59, 508
0
76,268
-
4,618
80,886
HD
15,085
5, 539

799
21,423
0
6,727
-
666
7, 393
13, 209
6,949
-
988
21, 146
0
9,579
-
666
10, 245
14,708
9,957
-
644
25, 309
0
5,794
-
300
6,094
0
7, 814
-
477
8,291
Diesel
3,485
1,277
-
189
4, 951
0
1,554
-
155
1,709
3,053
1, 598
-
233
4, 884
0
2,209
-
155
2,364
3, 397
2,298
-
144
5,839
0
1,343

67
1.410
0
1,798
_
Ill
1,909
Area
(sq. rni. )




1




1




1




1




1




1




1
              A-38

-------
Seattle  -  1977  -  24-Hour
District
15


16


17


18


19


20


21



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
20-25

15

50
25

15


25-30

15


25-35

15

50
20

15


25

15

50
12-25

15

VMT
LD
164,413
34, 166
-
6, 149
204,728
37,551
36,797
-
4,940
79,288
0
76,879
-
3,818
80,697
0
141,259
-
4,484
145,743
146,576
59,596
-
7,271
213,443
0
37, 107
-
8,924
46,031
136,541
258, 530
-
1, 510
396,581
HD
16, 850
3,497
-
633
20,980
3, 852
3,774
-
511
8, 137
0
7, 881
-
389
8,270
0
14, 474
-
455
14, 929
15,018
6, 105
-
744
21, 867
0
3,807
-
910
4,717
13,997
26,496
-
155
40, 648
Diesel
3,885
810
-
144
4,839
888
866
-
122
1,876
0
1,820

89
1,909
0
3,341
-
Ill
3,452
3,463
1,410
-
167
5,040
0
877

211
1,088
3,230
6, 116
-
33
9.379
Area
(sq. mi.)




1




1




1




1




1




1




1
               A-39

-------
Seattle  - 1977  - 24-Hour
District
22


23


24


25


26


27


28



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)

20-25

15

50
20-25

15


20-40

15


25-50

15

60
25

15


25-35

15


25-50

15

VMT
LD
0
74, 115
-
7,592
81,707
96, 104
101,920
-
3,841
201,865
0
87, 113
-
10,645
97,758
0
69,986
-
1, 332
71^318
94,827
54, 246

2, 564
151,637
0
86,402
-
2,975
89,377
0
107, 148

444
107, 592
HD
0
7, 592
-
777
8, 369
9,846
10, 445
-
389
20, 680
0
8, 924
-
1,088
10,012
0
7, 171
-
133
7,304
9,724
5,561
-
266
15, 551
0
8,858
-
300
9, 158
0
10, 978
-
44
11, 022
Diesel
0
1,754
-
178
1,932
2,276
2,409
-
89
4,774
0
2,065
-
255
2, 320
0
1,654
-
33
1,687
2,242
1,288
-
55
3,585
0
2,042
-
67
2, 109
0
2,531
-
11
2,542
Area
(sq. mi.)




1




1




1




1




1




1




1
          A-40

-------
Seattle  -  1977  -  24-Hour
District
29


30


31


32


33


34


35



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
25-35

15

55
25

15


25-35

15

55
25

15

55-60
35

15

50
30

15

55
25-35

15

VMT
LD
115, 362
59, 352
-
4,040
178,754
83,561
48, 529
-
4,473
136, 563
0
64,080
-
2,620
66,700
49,972
35,576
-
2, 165
87,713
115,773
10, 157
-
3,474
129,404
60,773
13,220
-
1,598
75,591
70,341
35,098
-
2,442
107,881
HD
11, 822
6,083
-
411
18,316
8,558
4,973
-
455
13,986
0
6, 571
-
266
6, 837
5, 117
3,641
-
222
8,980
11, 866
1,043
-
355
13,264
6,227
1, 354
-
167
7,748
7,204
3, 596

255
11,055
Diesel
2,731
1, 399
-
100
4, 230
1,976
1, 143

111
3,230
0
1, 521
-
67
1,588
1, 177
844
-
55
2,076
2,742
244

78
3,064
1,432
311
-
33
1,776
1,665
833
-
56
2,554
Area
(sq. mi.)




1




1




1




1




1




1




1
          A-41

-------
Seattle  -  1977  -  24-Hour
District
36


37


38


39


40


41


42



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)
55
25

15

55
25

15

55
25

15

60
30

15

60
20-25

15

55
30

15


20-45

15

VMT
LJD
41, 203
76,879
-
3,763
121,845
37,196
37, 152
-
3,164
77,512
35,753
8,869
-
3,019
47,641
50, 327
13,931
-
3,408
67,666
33,611
94,472
-
2,842
130,925
79,931
10,745
-
2,786
93,462
0
119,547
-
2,764
122,311
HD
4,218
7,881
-
389
12,488
3,807
3,807
-
322
7,936
3,663
910

311
4,884
5, 162
1,432
-
344
6,938
3,441
9,679
-
289
13,409
8, 192
1,099
-
289
9, 580
0
12, 254
-
278
12,532
Diesel
977
1,820
-
89
2,886
877
877
-
78
1,832
844
211
-
67
1,122
1, 188
333
-
78
1,599
799
2,231
-
67
3,097
1,887
255
-
67
2,209
0
2,831
-
67
2,898
Area
(sq. mi.)




1




1




1




1




1




1




1
         A-42

-------
Seattle  -  1977 -  24-Hour
District
43


44


45



46


47

48




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 i
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Avg Speed
(mph)

25-30

15


25

15

60
25

! VMT
j ' LD
0
101,920
-
2,242
104, 162
0
65,168
-
1,865
67,033
56,022
54,401
_
HD
0
10,445
-
233
10,678
"o
6,682
-
189
6,871
5,739
5,572
_
1
15 5, 173 533
115,596 11,844
60 65,645 6,727
! 1
25-35

15

60
25

15

60
25

15

i
i
1


82,795 8,480
j
4, 140 422
152,580 j 15,629
56,954 5,839
19,758 2,020
-
6,205
82,917
56,377 |
40, 182
633
8,492
5,783
4,118
I
7,326 755
103,885 10,656
•1
TOTAL TOTAL
1
5, 745,842 588,793
Diesel
0
2,409
-
56
2,465
0
1,543
"
44
1,587
1,321
1, 288
_

122
2,731
1,554
1,954
-
100
3,608
1,343
466
-
144
1,953
1,332
955
-
178
2,465
TOTAL

135, 885
Area
(sq. mi.)




1




1





1




1



1




1
VMT
Total
For All
Vehicle
Types
6,470, 520
         A-43

-------
                               APPENDIX B




                      TABULATIONS OF VEHICULAR EMISSIONS





     The computer printout contained in Appendix B provides a breakdown




of emissions by vehicle type for the various zones as well as the total




emissions for each zone which were presented in the body of the report.




1970 CO emissions for Zones 1-41 are given on page B-2, and 1971 and




1977 CO emissions for Zones 1-50 are given on Pages B-3 and B-4, respec-




tively.  Hydrocarbon emissions for Zones 1-41 for these three years are




given on pages B-5, B-6 and B-7.  CO emissions for Zone 21 (CBD) for




years 1972, 1973, 1974, 1975, 1976, 1978, and 1979 are given on pages




B-8, B-9, and B-10.  1977 CO emissions for Zone 21 under three strategy




combinations are given on page B-ll.
                                   B-l

-------
CITY OF SEATTLE                CALENDAR YEAR IS 1970




REGION NO.  1           POLLUTANT  SPECIES IS CARBON MONOXIDE




MODEL YEARS CONSIDERED  IS  FROM 1958 TO 1971




LENGTH OF TIME PERIOD IS     8  HOURS
VFHtCLE
CATEGORY -
ZONE AREA
NT.

1
2
3
4
5
6
7
8
9
10
11
12
13
1*
15
'.(.
'.7
18
T9
20
2)
22
73
2*
25
76
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
(SO. MI)
'.000
1.000
1..000
1.000
1.000
1.000
1..000
1.000
1.000
'.000
1.000
1.000
1.000
'.300
1.000
I. 000
'.000
1.000
1.000
1.000
i.OOO
1.000
UDOO
I.OOO
1.000
1.000
1.000
1.000
1.000
1 .000
1.000
1.000
1.000
1.000
i.boo
1.000
1.000
1.000
1.000
1.000
1.000
LIGHT
EMISSIONS
(XGM)
2475.9*
3463.16
2036.68
3679.47
0.0
304*. 99
2376.11
4547.51
2501.56
5233.81
3223.71
6170.98
2267.43
2592.20
4363.78
2340.00
2576.71
5063.80
5966.88
1789.94
13317.42
3451.60
5944.58
3414.34
1987.98
3484.85
2731. 61
2566.82
4115.54
3409.76
2019.14
2259.05
2298.71
1549.26
2414.42
3846.73
225B.75
1110.39
1265.32
4036.23
1705.67
DUTY
EMISSION
DENSITY
IKGM/SQ.MII
2475.94
3463.16
2036.68
3679.47
0.0
3044.99
2376.1.1
4547.51
'501.56
5233.81
3223. 71
6170.98
2267. 43
2592.20
4363.78
2340.00
2576.71
5063. 8C
5966.88
1789.94
13317.42
3451.60
5944.58
3414.34
1.987.98
3484.85
2738.61
2566.82
4115.54
3409.76
2019.14
2259.05
2298.71
1549.26
2414.42
3846. 73
2258.75
1110.39
1265.32
4036.23
1705.67
HEAVY DUTY OTHER
EMISSIONS EMISSION EMISSIONS EMISSION
DENSITY DENS ITY
(KGM) (KGM/SQ.MI)
378.62
529.56
311.36
562.58
0.0
465.69
363.34
695.41
382. 59
800.42
492. 98
943.75
346.76
396.44
667.32
357. 80
394.06
774.44
912.50
273.72
2036.68
527.86
909.05
522.18
494. 44
866.73
418.77
638.43
1023.66
521.46
308.84
345.49
351. 5J.
236.99
369.25
588.24
345.42
169.86
193.53
617.21
260.86
378.6-2
529.56
311.36
562.58
0.0
465.69
363.34
695.41
387. 59
800.42
49?. 98
943.75
346.76
396.44
667.32
357. 80
394.06
774.44
912.50
273.72
2036.68
527.86
909. 05
522.18
494.44
866.73
418.77
638.43
1023.66
521.46
308.84
345.49
351.51
236.89
369.25
588.24
345.42
169.86
193.53
617.21
260.86
IKGHI (KGH/SQ.MII
25.86
33.94
13.08
37.47
0.0
34.00
15.41
47.53
15.86
47.23
22.43
56.21
14.49
19.59
47.39
19.19
19.43
36.31
52.80
11.04
88.54
20.88
49.76
24.59
1.7.31
34.39
22. 5J
25.70
41.02
32.74
16.04
21.25
29.53
16.76
24.76
30.27
19.82
11.00
14.70
27.91
20.27
25.86
33.94
13.08
37.47
0.0
34.00
15.41
47.53
15.86
47.23
22.43
56.21
14.49
19.59
47.39
19.19
19.43
36.31
52.80
11.04
88.54
20.88
49.76
?4.59
17.31
34.39
22.51
25.70
41.02
32.74
16.04
21.25
29.53
16.76
24.76
30.27
19.82
11.00
14.70
27.98
20.27
TOTAL
EMISSIONS EMISSION
DENSITY
(KGM)
2880.43
4026.66
2361.13
4279.52
0.0
3544.68
2754.86
5290.45
2900.01
6081.46
3739.13
7170.93
2628.67
3008.23
5078.48
2716.99
2990.21
5874.55
6932.17
2074.70
15442.64
4000. 34
6903.38
3961.12
2499.73
4385.97
3179.89
3230.94
5180.22
3963.95
2344.02
2625.79
2679.75
1802.91
2*08.43
4465.24
2623.94
1291.24
1473.54
4*81.42
1986.80
(KGM/SQ.NI)
2880.43
4026.66
2361.13
4279.52
0.0
3544.68
2754.86
5290.45
2900.01
6081.46
3739.13
7170.93
2628.67
3008.23
5078.48
2716.99
2990.21
5874.55
6932.17
2074.70
15442.64
4000.34
6903.38
3961.12
2499.73
4385.97
3179.89
3230.94
5180/22
3963.95
2344.02
2625.79
2679. It
1802.91
2808.43
44-61.24
2623.99
1291.24
1473. 54
4*81.42
1986.80

-------
CITY OF SEATTLE               CALENDAR TEAR IS 1971



REGION NO.  2          POLLUTANT SPECIES IS CARBON MONOXIDE



NOOEL YEARS CONSIDERED IS TROH 1959~TDT972



LENGTH OF TIME PERIOD IS    8 HOURS
VEHICLE
CATEGORY
ZONE
NO.

1
2







10
11
12
13
14
It
16
17
IB
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
4t
47
4a
4»
50
AREA

ISO.NII
1.000
1.000
1.000
1.000
I. 000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
l.OOO
1.000
1.000
l.OOO
1.000
1.000
1.000
1.000
1.000
1.000
1.000
l.OOO
1.000
1.000
i.ooo
l.CUC
l.OOC
1.000
LIGHT
EMISSIONS

IKGHI
2283.92
3194.54
1671.75
3394.08
0.0
2(01.82
2191.63
4194.79
2307.53
4827.66
2973.67
5692.37
2091.56
2391.14
4025.33
2158.54
2376.85
4671.04
5504.09
1651.15
12284.45
3183.90
5483.49
3149.51
1X33. 13
3214.56
2526.18
2367.75
3796.32
3145.29
1162.54
2083.86
2120.43
1429.11
2227.18
3548.39
20»3. 50
1024.27
1167.20
3723.20
1573.40
4905.12
631.42
2074.34
2372.66
3600.12
1867.33
213*. 3",
2235.99
1504.96
DUTY
EMISSION
DENSITY
IKGM/SO.NII
2283.92
3194.54
1878.75
3394.08
0.0
2 BOS .82
2191.83
4194.79
2307.53
4827.86
2973.67
S692.37
2091.56
2391.14
4025.33
2158.54
2376.85
4671 .04
5504.09
1651.15
12284.45
3183.90
5483 .49
3149.51
1*33.03
3214.56
2526.18
2367.75
3796.32
3145.29
1X62.54
2083.86
2120.43
1429.11
2227.18
3548.39
20P3.5I"
1024.27
1167.20
3723.20
1573.40
4905.12
631.42
2074.34
2872.66
3600.12
1867.33"
21-J4.34
2235.99
1504.96
HEAVY T5DTY"
EMISSIONS

(KGHI
359.01
502.09
295.26
533.35
0.0
441.49
344.55
659.33
362.72
758.87
467.38
894.71
328.75
375.88
632.66
339.25
373.64
734.20
365.10
259.51
1930.89
500.45
S61.S6
495.08
468.80
821.73
397.07
605.26
970.47
494.39
292. '0
327.56
333.29
224.63
350.08
557.73
327.53
161.03
183.48
585.23
247.31
769.30
99.03
325.3?
450.56
564.61
292~i86"
343.35
359.34
236.57
EMISSION
DENSITY
(KGM/SO.MI I
359.01
502.09
295.26
533.35
0.0
441.49
344.55
659.33
362.72
758.87
467.38
894.71
328.75
375. P»
632.66
339.25
373.64
734. 2C
865.10
259.51
1930.89
500.45
361.36
495.08
468.30
321.73
397.07
605.26
970.47
494.39
292.30
327.56
333.29
224.63
350.08
557.73
327.53
161.03
183.48
585.23
247.31
769.50
99.03
325.32
450.56
564.61
~29T7as-
.143.35
359.34
236.57
OTHER
EMISSIONS

(KGM)
25.25
33.13
12.78
36.57
0.0
33.19
15.04
46.39
15.49
46.09
21.90
54.84
14.14
19.12
46.25
18.74
18.96
35.43
51.51
10. 7P
86.40
20.39
48.56
24.00
16.90
33.55
21.98
25.03
40.02
31.94
15.65
20.74
28.82
16.35
24.17
29.53
19.35
10.74
14.35
27.31
19.78
29.55
4.63
14.59
26.72
35.57
T9-.T2"
19.30
19.68
14.74
EMISSION
DENSITY
IKGM/SO.MII
25.25
33.13
12.78
36.57
0.0
33.19
15.04
46.39
15.49
46.09
21.90
54784
14.14
19.12
46.25
18.74
18.96
35.43
51.51
10. 7*
86.40
20.39
46.56
24.00
16.90
33.55
21.98
25.08
40.02
31 .94
15.65
20.74
23.32
16.35
24.17
29.53
19.35
10.74
14.35
27.31
19.78
29.55
4.63
14.59
26.72
35.57
19"; 72"
19.80
19.68
14.74
TOTAL"
EMISSIONS

(KGM)
2668.17
3729.76
2186.79
3964.00
0.0
3283 Y5(T
2551.42
4900.50
2685.75
5632.81
3462.96
6641.91
2434.45
27P6.14
4704.24
2516.52
2769.45
5440.66
6420.70
1921.44
14301.73
3704.74
6393.91
3668.59
2319.53
4069. «4
2945.24
2998.08
4806.81
3671.62
2171.00
2432.16
2482.54
1670.09
2601.43
4135.65
2430.45
1196.04
1365.03
4335.73
1840.49
5703.96
735.08
2414.26
3349.93
4200.30
Z179"i9r
2547.49
2665.00
1756.26
EMISSION
DENSITY
(KGM/SO.NI)
2668.17
3729.76
2186.79
3964.00
0.0
3283.50
2551.42
4900.50
2685.75
5632.81
3462.96
6641.91
2434.45
27P6.14
4704.24
2516.52
2769.45
5440.66
6420.70
1921.44
14301.73
3704.74
6393.91
3663.59
2319.53
4069. P4
2945.24
2998.08
4806.81
3671.62
2171. CO
2432.16
2482.54
1670.09
2601.43
4135.65
2430.45
1196.04
1365.03
4335.73
1840.49
5703.96
735.08
2414.26
3349.93
4200.30
2IT»;9T
2547.49
2665.00
1756.26

-------
                                                 CITY OF SEATTLE               CALENDAR TEAR IS 1977



                                                 REGION NO.  2          POLLUTANT SPECIES IS CARBON MONOXIDE



                                                 MODEL TEARS CONSIDERED IS FROM 1965 TO ITTff



                                                 LENGTH OF TINE PERIOD IS    8 HOURS
•F-
VEHICLE
CATEGORY
ZONE AREA
NO.
ISO.NII
1.000
I. 000
1.000
l.OOO
1.000
1.000
l.OOO
1.000
l.OOO
10 1.000
11 1.000
12 1.000
13 1.000
1* 1.000
13 1.000
14 1.000
IT 1.000
» 1.000
If 1.000
20 1.000
21 l.ioo
22 1.000
23 1.000
2* 1.000
25 I MOO
26 l.OOO
2T 1.000
21
29
30
31
32
33
34
3!
36
3T
38
39
40
41
42
41
44
45
4*
47
41
4*
y
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.ceo
.000
.000

LIGHT
EMISSIONS

IKGNI
13T0.2O
1830.73
1033.37
2022.91
0.0
1424.3T
1U9.J9
2349.91
1122.11
2SIP.TT
1370.74
3102.42
1011.93
1173.14
2213.23
1059.25
1170.7*
2230.32
2651.16
814.07
637:. *••
1491.31
2669.73
1494.49
903.67
1989.48
1202.34
1193.3P
1931.93
1602.92
924.29
1092.68
1137.89
772.92
1073.89
1683.67
1047.40
529.66
661.34
2121.87
889.50
2303.14
333.44
1142.57
1494.33
1862.76
962.47
1267. 4H
1107. 5i
747.33

DOTT
EMISSION
DENSITY
IKCM/SO.NII
1370 JO
1830.73
1033.37
2022.91
0.0
1624 .37
lit* .3*
236*. 31
1122 Jl
2918.77
1370.74
3102.42
1011.93
1173.84
2213.29
1059.29
1170.79
2230.32
2*91.16
816.07
•>)'.'.,!
1491 .31
2669.79
1494 .49
903.67
1989.48
1202.34
1153.3'
1931.93
1602.92
924 .25
1052.68
1 137 .89
772.92
1073.83
1683.67
1047.40
529.66
661 .34
2121. »7
889.90
2303.14
333.44
U42. 57
1464.33
1862.76
962.47
1Z67.-0
11U7.52
747.33

HEAVY
EMISSIONS

IKGM1
408.77
344.31
276.37
393.22
0.0
4*3.13
312.33
706.33
303.89
733.91
427.03
896.87
271.27
326.10
669.86
300.67
324.8?
610.32
769.42
219.90
17-7. 4-.
391.23
762.43
4O9.98
260.29
776.14
340.33
339.79
934.28
472 .66
259.66
308.27
370.08
23*. 30
326.86
473.22
303.11
198.60
207.09
573.27
281.19
59*. 41
87.18
295.96
414.59
529.30
278;&5"
369.41
312. 06
219.05

DUTY
EMISSION
DENSITY
IKGN/SO.NI)
408.77
944.91
276.37
3*3.22
0.0
4*3.13
312.33
706.33
309.8*
733.91
427.03
8*6.97
271.27
326. 10
669. »6
300.62
324.12
610.3?
765.42
215.50
H ;.,,
391.23
762.43
409.98
260.29
776.14
340.53
339.79
934.28
472.66
259.66
308.27
370.08
23". 30
326.86
473.22
303.11
158.60
207.09
973.27
281.15
590.41
87. IS
295.96
414.59
529.30
27S.65
369.41
312.^6
219.05


OTHER
EMISSIONS

IKGMI
30.33
39.19
13.29
42.18
0.0
31.43
17.3*
52.33
18.04
91.46
23.04
61.14
14.90
20.29
91.21
19.84
20.19
36.47
93.41
11.93
95.78
20.43
51.13
24.47
17.74
361.62
22.37
29.72
42.62
34.19
16.70
21.96
32.35
IK. 92
25.29
3O.47
20.98
120.79
16.94
32.9"
23.39
30.59
5.09
16.79
28. 80
38.25
20.96
26. (JL
20.41
15.63
EMISSION
DENSITY
IKGH/SO.HII
30.33
39.19
13.29
42.88
0.0
38.43
17.3*
32.33
18.04
31.66
29.04
61.84
14.90
20.29
31.23
19.84
20.19
36.47
33.41
11.33
95.78
20.49
51.13
24.47
17.74
361.62
22.37
23.72
42.62
34.19
16.70
21.96
32.35
18.92
25.29
30.47
20.98
120.79
16.94
32.90
23.39
30.59
5.0»
lo.76
29. 80
39.25
20.96
Jo. 02
?0.41
15.63


TOTAT.
EMISSIONS

(KGM)
1809.30
2434.49
1327.23
2661.01
0.0
2137.95
1499.31
3128.19
1446.75
3304.33
2022.04
4061.13
1305.12
1522.19
2934.34
1379.71
1515.00
2877.31
3473.00
1043.10
6170.13
1902.99
3403.32
1928.94
1183.70
2727.25
1565.26
1736.84
2900.02
2109.77
1200.60
1382.92
1540.32
1030.14
1426.01
2187.36
1371.49
805.05
885.37
2728.13
1194.04
3012.14
425.70
1455.30
1927.72
2430.31
1262 .ft
1062.92
1440.79
982.01
EMISSION
DENSITY
(KGN/SO.HI)
1809.30
2434.45
1327.23
2661.01
0.0
2157.95
1499.31
3128.19
1446.75
3304.33
2022.84
4061.13
1305.12
1522.19
2934.34
1379.71
1515.00
2BT7.3I
3473.00
1043.10
6176.13
1902.99
3403.32
1928.94
1183.70
2727.25
1565.26
1738.84
2900.02
2109. 7T
1200.60
1382.92
1540.32
1030.14
1426.01
2187.36
1371.49
805.05
885.37
2728.13
1194.04
3012.14
425.70
1455.30
1927.72
243C.31
1262.09
1662.92
1440.79
982.01

-------
CITY OF SEATTLE               CALENDAR  YEAR  IS  1970




REGION NO.  1          POLLUTANT SPECIES  IS  HYDROCARBONS



MODEL YEARS CONSIDERED IS FROM 1958  TO  1971




LENGTH OF TIME PERIOD IS     3 HOURS
VEHICLE
CATEGORY - LIGHT DUTY HEAVY DUTY OTHER
!ONE AREA EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSION
NO. DENSITY DENSITY DENSITY

1
2
3
4
5
6
7
8
9
10
I»
12
•3
14
15
•16
17
1.8
19
70
21
72
23
24
25
26
77
28
29
30
31
32
33
34
35
36
37
38
39
40
41
ISO. Nil
1.000
I. 000
1.000
1.000
1.000
(.303
1.000
1.000
J .000
I. 000
'..300
1.000
1 .300
1.000
l.OOO
'.000
1.000
1.000
1.000
liDoa
1.000
1.000
1.000
1.000
l.OOO
1.000
1.000
l.OOO
1.000
1.000
1.000
7.000
1.000
1.000
1.000
1..000
1.000
1.000
1.000
1.003
1.000
IKCMI IKGM/SO.MII
179.86
243.11
116.22
263.40
0.0
229.06
156.24
327.03
141. .20
351.02
191 .11
416.66
129.05
160.43
323.94
149.70
160.37
308.40
395.42
99.91
71 8. 44
190.28
385.25
201.09
13' .09
244.01
177.39
181.81
290.95
236.54
128.98
1.54.65
193.20
115.16
174.33
241.50
141.3'
78.50
97.27
737.65
133.99
1 79. 86
243.11
116.22
263.40
0.0
229.86
136.24
327.03
141.20
351.02
191.11
436.66
'.29.05
160.43
323.94
149.70
160.37
308.40
395.42
99.91
718.44
190.28
385. ?5
208.09
13' .09
244.01
177.39
181.81
290.95
236.54
128.98
154.65
193.20
115.16
174.33
241. SO
141.31
78.50
97.27
237.65
133.99
IKGMI (KGH/SO.MII
33.30
45.22
22.18
48.86
0.0
42.40
26.00
60.65
26.95
65.58
36.11
77.06
24.6^
30.34
5».B5
79.14
?0.37
58.58
73.96
19.10
136.56
36.42
72.37
39.49
39.96
73.81
33.37
54.95
87.97
44.04
24.33
28.85
35.47
21.30
32.33
45.53
26.50
14.58
17.89
45.10
24.63
33.30
45.22
22.18
48.86
0.0
47.40
26.00
60.65
76.95
65.58
'6.31
77.06
2
-------
CITY OF SEATTLE               CALENDAR YEAR IS 1971



REGION NO.  2          POLLUTANT SPECIES IS HYDROCARBONS




MODEL YEARS CONSIDERED IS FROM 1959 TO 1972




LENGTH OF TIME PERIOD IS    3 HOURS
VEHICLE
CATEGORY - LIGHT DUTY HEAVY DUTY OTHER
ZONE AREA EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSION
NO. DENSITY DENSITY DENSITY
ISO. Mil
1 .000
2
3
4
5
6
7
8
9
10
11
12
13
14
IS
16
17
la
19
20
21
22
23
24
25
26
27
2»
29
30
31
32
33
34
35
36
37
38
39
40
41
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
(KGM) (KGM/S3.MI)
1*8.63
214.51
102.66
232.34
0.0
202.62
120.58
286.46
124.98
309.90
169.06
367.83
114.23
141.84
2R5.61
132.26
141.80
272.80
349.14
88.46
635. 5S
16».4»
340.33
184.06
115.78
214.31
156.74
160.41
256.71
208.74
114. OP
136.51
170.21
101.54
153.79
213.45
124.81
69.26
85.73
210.21
118.07
1*8.63
21*. SI
IC2.86
232.34
0.0
202.62
120.53
238.46
124.99
309.90
lt.9.16
T>7.°3
114. IT
141.°4
295.61
132.26
141.10
272.30
349.14
ns.46
635.55
16».4»
340.13
114.06
115.78
215.31
156.74
160.41
256.71
208.74
114. PC
136.51
17P.21
101.54
153.79
213.45
124.81
69.26
85.73
210.21
118.07
IKGMI IKGM/S3.MI)
31.18
42.37
20.92
45.74
0.0
39.64
24.51
56.79
25.41
41.5?
J4.2I
72. 2=-
21.24
25.54
54.99
?4.45
2t.5B
55.17
49.39
18.02
12P.6P
34.38
67.96
37.20
37.5?
69.15
31.37
51.4'
32.41
41.28
22.ee
27.06
33.13
19.93
30.28
42.81
24.89
13.66
16.73
42. 4P
23.02
31.18
42.37
20.92
45.74
0.0
39.44
24.-J1
56.79
24.41
41.52
34.71
72.23
23.24
23.55
45.99
26.45
2f.5»
55.17
69. )9
13. "2
123. oC
34.38
67.96
37.20
37.52
69.15
31.37
51.48
82.41
41.28
22.98
27. P6
33.13
19.93
30.28
42.81
24.89
13.66
16.73
42.4'
23.02
IKGMI (KGM/SC.MII
1.42
1.86
0.72
2.06
0.0
1.37
O.f.5
2.55
0.87
2.59
1.23
3.09
0.30
1.07
2. 60
1.05
1.06
1.99
2.81
0.60
4.62
1.14
2.73
1.35
0.95
1.8?
1.24
1.41
2.25
1.80
0.3B
1.14
1.62
0.92
1.36
1.66 .
1.01
0.61
0.80
1.54
1.11
1.42
1.36
0.72
2.06
0.0
1.07
O.B5
2.55
O.B7
2.59
1.23
3.09
0.80
1.07
2.60
1.05
1.06
1.99
2. SI
C.6P
4.62
1.14
2.73
1.35
0.95
1.88
1.24
1.41
2.25
1.80
0.88
1.16
1.62
0.92
1.36
1.66
1.01
0.61
0.8C
1.54
1.11
TOTAL
EMISSIONS EMISSION
DENSITY
(KGM) (KGM/SO.MII
191.22
258.74
124.50
28P.14
0.0
244.13
145.94
347.80
151.25
374.01
204.50
443.20
138.26
171.47
344.20
159.77
171.45
329.96
421.34
107. C9
766.77
2C4.0P
411.03
222.61
154.25
2R6.33
189.35
213.30
341.37
251.82
137.76
164.73
204.95
122.39
11=5.43
257.92
150.71
83.54
103.26
254.23
142.20
191.22
258.74
124.50
28C.14
0.0
244.13
144.94
347.80
151.25
374.01
204.50
443.20
13S.20
171.47
344.20
159.77
171.45
329.96
421.34
1C7.09
7ob.77
2C4.CO
411.03
222.61
144. ?5
236.33
189.35
213.30
341.37
251.02
137.70
164.73
204.95
122.39
1«5.43
257.92
150.71
83.54
103.26
254.23
142.20

-------
                                             CITY OF SEATTLE               CALENDAR YEAR IS 1977

                                             REGION NO.  2          POLLUTANT SPECIES IS HYDROCARBONS

                                             MODEL YEARS CONSIDERED IS FROM 1965 TO 1978

                                             LENGTH OF TINE PERIOD IS    3 HOURS
                                VEHICLE
                                CATEGORY -
                                               LIGHT DUTY
                             ZONE   AREA  EMISSIONS   EMISSION
                              NO.                     DENSITY
                                  ISO.MI)   IKGMI    (KGM/SO.MI)
     HEAVY DUTY

EMISSIONS   EMISSION
            DENSITY
  (KGMI    (KGM/SO.MI)
        OTHER

EMISSIONS   EMISSION
            DENSITY
  (KGH)    IKGM/SO.MII
        TOTAL

EMISSIONS   EMISSION
            DENSITY
  (KGM)    (KGM/SO.MI)
td
I
1
2
3
4
5
6
7
a
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
2*
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
.GOO
.000
.000
.000
.000
.000
.000
.000
.000
.000
.000
73.11
101.38
46.69
109.05
0.0
89.53
47.77
132.60
52.55
129.57
73.21
160.99
47.65
56.78
124.24
55.79
,57.01
106.47
143.78
36.08
292.22
65.08
136.63
7l.l<=
45.99
85.85
60.21
61.79
106.94
85.96
45.87
55.84
72.36
44.81
65.07
83.35
51.33
29.36
3P.04
97.02
51.83
73.11
101.38
46.69
109.05
0.0
B9.53
47.77
132.60
52.55
129.57
73.21
160.99
47.65
56.73
124.24
55.79
57.01
106.47
143.78
36.08
292.22
65.CIB
136.63
71.19
45.99
B5.35
60.21
61 .79
106.94
E5.96
45.87
55.84
72.36
44.31
f>5.07
63.35
51.33
29.36
3P.04
97.02
M.33
28J17
38.55
17.37
41.67
0.0
34.71
19.70
50.70
19.67
49.62
27.40
61.28
17.60
21.3!v
47. P5
21.00
21.44
39.85
54.46
13.37
10P.69
24.06
51.83
26.66
17.52
53.39
22. PI
39.72
66.53
32.91
17.32
21.34
2C.25
17.32
25.08
31.49
19.52
11.31
14. «5
36.28
20.27
28.17
38.55
17.37
41.67
0.0
34.71
19.70
50.70
19.67
49.62
27.40
61.28
17.60
21.38
47. P5
21.00
21.44
39.35
54.46
13.37
1CP.69
C4.16
51. 13
26.66
17.52
53.39
2i.«-l
33.72
66.53
32.91
17.32
71.34
2f .25
17.32
25.0?
31.49
19.52
11.31
14. "5
36.28
2C.27
I.V.,
2.20
0.86
2.41
0.0
2.16
0.98
2.94
1.01
2.90
1.41
3.47
0.84
1.14
2.88
1.11
1.13
2.05
3.GC'
C.65
5.33
1.15
2.89
1.38
l.Ofi
2.03
1.26
1.44
2.39
1.92
0.94
1.24
1.82
1.06
1.52
1.71
1.1C
C.65
G.95
1.36
1.32
1.70
2.20
0.86
2.41
0.0
2.16
0.98
2.94
1.01
2.90
1.41
3.47
O.B4
1.14
2.38
1.11
1.13
2.05
3.00
0.65
5.38
1.15
2.B9
1.3B
l.OC
2.03
1.26
1.44
2.39
1.92
C.9»
1.24
1.82
1.06
1.52
1.71
I. IP
0.6E
0.95
1.66
1.32
102.99
142.13
64.91
153.13
0.0
126.40
68.45
186.24
73.23
1»2.09
102.01
225.74
66.09
79.29
174.96
77.91
79.58
148.38
201.24
50.10
406.29
90.29
191.35
99.22
64.51
141.77
84.27
101.95
175. 8t>
120.79
64.12
78.41
102.43
63'. 19
91. of
116.55
71.95
41.36
53.84
135.16
73.42
102.99
142.13
64.91
153.13
0.0
126.40
68.45
186.24
73.23
1*2.09
102.01
225.74
66.09
79.29
174.96
77.91
79.58
148.38
201.24
50.10
406.29
90.29
191.35
99.22
64.51
141.77
B4.27
101.95
175.86
12C.79
64.12
70.41
102.43
63.19
91.69
116.55
71.95
41.36
53.84
135.16
73.42

-------
CITY Of SEATTLE               CALENDAR YEAR IS 1972



REGION NU.  1          POLLUTANT SPECIES IS CARBON MONOXIDE



MODEL YEARS CONSIDERED IS FROM 1960 TO 1973




LENGTH OF TIHE PERIOD IS    8 HOURS
VEHICLE
CATEGORY
ZONE AREA
NO.
ISO.MI)
21 1.000




VEHICLE
CATEGORY
ZONE ARC A
NO.
(SO. HI)
21 1.000




VEHICLE
CATEGORY
ZONE AREA
NO.
ISO.MI)
LIGHT DUTY
HEAVY DUTY OTHER
EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSION
DENSITY DENSITY DENSITY
(KGMI (KGM/SO.MI) (KGM) (KGM/SO.MI) (KGM) (KGM/SO.MI)
11405.42 11405.42
CITY OF SEATTLE
REGION NO. 1
MODEL YtARS CONSIDERED
LENGTH OF TIME PERIOD
LIGHT DOTY
1898.32 1898.32 86.40 86.40
CALENDAR YEAR IS 1973
POLLUTANT SPECIES IS CARBON MONOXIDE
IS FROM 1961 TO 1974
IS 6 HOURS
HEAVY IlLJfY ilTHJR
EMISSIONS EMISSION EMISSION! t'MIiSION -MISSIONS EMISSION
DENSITY UrNSITY OtNSITY
(K3M) (KGM/SJ.MI) (KGM) (KO..M/S J.MI 1 (KVO (KC.M/SQ.MI)
10348.25 10348.25
CITr OF SEATTLE
REGION NO. I
MODEL YEARS CONSIDERED
LENGTH JF TIME P=1IJD
LIGHT DUTY
1174.13 1-7'.. 1I> 3i>.4J "0.40
CALbr.JiR YiArt IS 1974
PJLLUTANT SPECIE! IS CARSON MONOXIDE
IS FROM 1962 TO 1975
IS 8 HOURS
HEAVY DUTY OTHER"
EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSION
DENSITY DENSITY DENSITY
(KGM) IKGM/S9.MI) (KGMI IKGM/SQ.MII K.GMI IKGM/Sd.NII
TOTAL
EMISSIONS EMISSION
DENSITY
(KGMI (KGM/SO.MI)
13390.14 13390.1*




TOTAL
EMISSIONS EMISSION
DENSITY
(KGM) (KGM/SO.NI)
12308.79 12308.79




TOTAL
EMISSIONS EMISSION
DENSITY
(K.GMI (KGM/SO.MII
                      1794.6*
                                                          86.40
                                                                     1113*.79   11134.79

-------
                CITY OF SEATTLE               CALENDAR  YEAR  IS  1975

                REGION NO.  1          POLLUTANT  SPECIES  IS  CARBON MONOXIDE

                MODEL YEARS CONSIDERED is FROM  1963  TO  1976

                LENGTH OF TIME PERIOD IS    8 HOURS
   VEHICLE
   CATEGORY -     LIGHT DUTY

ZONE   AREA  EMISSIONS   EMISSION
 NO.                     DENSITY
     (SQ.MI)   (KGM)    (KGM/SQ.MI)
                 HEAVY DUTY

            EMISSIONS   EMISSION
                        DENSITY
              (KGM)    (KGM/SQ.MI)
        OTHER

EMISSIONS   EMISSION
            DENSITY
  (KGM)    (KGM/SQ.MI)
                                 TOTAL

                        EMISSIONS

                           (KGM)
             EMISSION
             DENSITY
            (KGM/SQ.MI)
 21
      1.000
               3414.38
                          3414.38
                                       1726.02
                                                  1726.02
                                                                88.74
                                                                           88.74
                                                                                     10229.14
                                                                                                10229.14
                CITY UF SEATTLE               CALENDAR YEAR  IS  1976

                REGION NO.  1          POLLUTANT  SPECIES  IS  CARSON MONOXIDE

                MODEL YEARS CONSIDERED IS FROM  19b4 TO 1977

                LENGTH OF TIME PERIOD IS    8 HOURS
   VEHICLE
   CATEGORY -
ZJNE
 NO.
                  LIGHT DUTY

       AREA  EMISSIONS
                 HEAVY DUTY

            EMISSIONS
     (SO.MI)
               (KGM)
 EMISSION   EMISSIONS   EMISSION
 DENSITY                DENSITY
(KGM/SQ.MI)   (KGM)    (KGM/SQ.MI)
        OTHER

EMISSIONS

  (KS.1I
            EMISSION
            DENSITY
        TOTAL

EMISSIONS   EMISSION
            DENSITY
  (KGM)    (KGM/SO.MI)
 21
      1.000
               72.12.86
                          7222.86
                                       1097.61
                                                  1697.61
                                                                91.C7
                                                                           91.C-7
                                                                                      9011.53
                                                                                                 9011.53

-------
                                CITY OF SEATTLE               CALENDAR YEAR  IS  1978

                                REGION NO.  1          POLLUTANT SPECIES  IS  CARBON MONOXIDE

                                MODEL YEARS~C6NSID~EREO"IS FROM 1966 TO 1979

                                LENGTH OF TIME PERIOD IS    8 HOURS
                   VEHICLE:
                   CATEGORY -     LIGHT DUTY
                ZONE   AREA  EMISSIJNS   EMISSION
                 NO.                     DENSITY
                     (SO.MI)   (KGM)    (KGM/SO.MI)
                          HEAVY DUTY

                     EMISSIONS   EMISSION
                                 DENSITY
                       (KGMI    (KGM/SO.MI)
                                           OTHER

                                   EMISSIONS

                                     (KGM)
                                   EMISSION
                                   DENSITY
                                  (KGM/SC.MI)
                                TOTAL

                        EMISSIONS   EMISSION
                                    DENSITY
                          (KGM)    (KGM/SQ.MIJ
                 21
                      l.CCO
                               5200.05
                                          5ZOO.C5
                                                       1654.17
                                                                  1654.17
                                                                                96.80
                                                                                           96.80
                                                                                                      6951.02
                                                                                                                 6951.02
to
i-"
o
                                CITY OF SEATTLE

                                REGION NL).   1

                                MODrL .YrAKS  CONSIDEK.
                               CALF*OAR YFAK  is  1979

                        3.ILLUTANT  SPLCI--C  IS  CARBON MONOXIDE

                        ir, FROM  19o7  t.i 19bC>
                                LENGTH OF  TIME P^rtUD  IS
                   VEHICLE
                   CATEGORY -
                ZUNE
                 NO.
                                  LIGHT DUTY

                       ARtA  EMISSIONS
                     (SO.MI)


                 21   1.000
(KGM)


4235.21
 EMISSION
 DtNSITY
(KGM/SO.MI)
                                          4255.21
     HFAVY DUTY

LMISilONS

  (KGM)
                                                                 DENSITY
        OTHEK

EMISSIONS   EMISSION
            DENSITY
  (KGM)    (KGM/Stt.MI)
                                                       1617.13
                                                                  1617.13
                                                                                9B.70
                                                                                           98.70
        TUTAL

EMISSIONS   EMISSION
            DENSITY
  (KGM)     (KGM/SO.MI)
                                                                                                       6001.04
                                                                                                                  6001.04

-------
ts
 I
t-'
~CTTY OI?rSE^TTn
REGION NO. 1
^T*
~T^F
•2 +
VEHICLE
CATEGORY
OKI AREA
"TSQ.HT1
MODEL YEARS CONSIDEI
LTHGTR OF TIME PER~I 1
LIGHT
EMISSIONS
— iKEMi —
1 1.000 6259.64
2 T.13OT5 6T357F4
3 1.000 5*90.02
DUTY
EMISSION
DENSITY
TKGM7SQ.MU
6259.64
5C90.02
	 (
POLLUTAI
RED IS FROM
30 TS" 81
HEAVY
"^MISSTWIS
~~ (KGH)
1678.42
"" 1646.21
1596.11
:ALENDAR YEAR :is T977
«T SPECIES I5~"CARBON' MONOXIDE
~R^5"TD 1^78"^
100RS •'
ZONK 21
DUTY ~
EMISSION
DENSITY
(KGM/SO.HI)
1678.42
1646.21
1596.11
OTHER
EMISSIONS EMISSION
DENSITY
(KGH) (KGM/SQ.MI)
94.29 94.29
92.66 92.66
92.66 92.66
TOTAL
EMISSIONS EMISSION"
DENSITY
(KGM) (KGM/SQ.MI)
8032.35 8032.35
7874.71 7874.71
7578.79 7578.79

-------
 I. Title and Subtitle
 BIBLIOGRAPHIC DATA
 SHEET
        Report No.
3. Recipient's Accession No.
                                                                     5- Report Date
                                                                        December 1972
Transportation Controls  to Reduce  Motor Vehicle
Emissions  in Seattle,  Washington
                                                                     6.
7. Author(s)
                                                                     8> Performing Organization Kept.
                                                                       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 Agency
               Office  of Air Quality Planning and  Standards
               Research Triangle  Park, N.C. 27711
                                                      13. Type of Report & Period
                                                       ..Covered  8/1/1/72
                                                       Final       t(,
                                                       Report  12/1£"72
                                                      14.
 is. Supplementary Notes  Prepared to  assist in the  development of transportation  control  plans
  by  those State  Governments demonstrating that  National Ambient Air Quality  Standards
  cannot be attained by implementing emission  standards for stationary sources  only.
 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 quality1 standard may be attained and
  maintained.
 17. Key Words and Document Analysis.  17o. 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  pub"-
                                              lished 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.
  LDV - 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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                                                          20. Security Class (This
                                                            Page
                                                               UNCLASSIFIED
          21. No. of Pages
             all
                                                                               22. Price
FORM NTIS-33 (REV. 3-72)

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                                                                                                      USCOMM-DC 149S2-P72
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