APTD-1448
TRANSPORTATION CONTROLS
TO REDUCE
MOTOR VEHICLE EMISSIONS
IN SPOKANE, WASHINGTON
US. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Water Programs
Office of Air Quality Planning and Standards
P.esearch Triangle Park, North Carolina 27711
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APTD-1448
TRANSPORTATION CONTROLS
TO REDUCE MOTOR
VEHICLE EMISSIONS
IN SPOKANE, 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, finding, and conclusions
expressed are those of the author and not necessarily those of the
Environmental Protection Agency.
Publication No. APTD-1448
ii
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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.
iii
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Section
I
II
TABLE OF CONTENTS
Title
INTRODUCTION AND SUMMARY
A.
B.
C.
D.
BACKGROUND
PURPOSE. SCOPE AND LIMITATIONS OF STUDY
CONTENT OF REPORT
SUMMARY OF PROBLEM AND REQUIRED TRANSPORTATION
CONTROLS
VERIFICATION AND ASSESSMENT O~ AIR POLLUTION PROBLEM
A.
B.
C.
D.
E.
F.
OUTL INE OF METHODOLOGY
1.
2.
3.
4.
General
Methodology for Carbon Monoxide
Discussion of Methodology for Carbon Monoxide
Methodology and Discussion for Oxidants
DISCUSSION OF 1970-1972 AIR QUALITY LEVELS
1.
2.
3.
4.
Natural Features Affecting Pollution Potential
Monitoring Network
Review of Air Quality Data
Impact of Stationary Sources
DISCUSSION OF 1971 and 1977 VEHICLE MILES OF
TRAVEL
1.
2.
3.
4.
5.
6.
General
Overall Research Methodology
1971 Vehicle Miles of Travel
Vehicle Mix
1977 Vehicle ~iles of Travel
Transportation System Improvements
DERIVATION OF 1977 AIR QUALITY LEVELS
l.
2.
3.
General
Estimation of CO Levels
Estimation of Oxidant Levels
PROJECTED CARBON MONOXIDE LEVELS IN 1978 and 1979
SUMMARY OF PROBLEM AND CONCLUSIONS
lV
Page
I-I
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I-I
1-3
1-5
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Section
III
IV
V
VI
TABLE OF CONTENTS (Cont.)
Title
1.
Implementation Plan Assessment of CO And
Oxidant Problems
2.
Current Assessment of CO and Oxidant Problems
EVALUATION OF CANDIDATE TRANSPORTATION CONTROLS
A.
GENERAL
B.
ALTERNATIVE STRATEGIES
C.
STRATEGY EVALUATION
l.
2.
3.
4.
5.
o.
7.
Computer-Controlled Downtown
Transit Improvements
Incentive Retrofit Programs
Gaseous Conversion
Second-Level Sidewalks
Contingency Strategies
Summary and Impact
Signal System
SELECTION OF TRANSPORTATION CONTROLS AND ESTIMATE
OF AIR QUALITY IMPACT
OBSTACLES TO IMPLEMENTATION OF SELECTED CONTROLS
A.
INSTITUTIONAL OBSTACLES
B.
LEGAL OBSTACLES
C.
ECONOMIC OBSTACLES
D.
TECHNICAL OBSTACLES
SURVEILLANCE REVIEW PROCESS
A.
CHECK IMPLEMENTATION PROGRESS
B.
MONITOR TRAFFIC PARAMETERS
C.
MONITOR AIR QUALITY
APPENDIX A - 1971 and 1977 VEHICLE MILES OF TRAVEL
APPENDIX B - TABULATIONS OF VEHICULAR EMISSIONS
v
Page
II - 54
II-55
III-l
III-l
III-l
III-5
III-S
III-6
III-7
III-8
III-8
III-9
III-12
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V-l
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V-2
V-2
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VI-2
A-l
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Table
Number
1-1
II-l
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II-6
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II-8
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II-ll
II-12
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II-1S
II-16
II-17
LIST OF TABLES
l!.lli
Summary Emission and CO Air Quality Data for
Spokane CBD
Average Mixing Depths and Wind Speeds at Spokane
Summary of CO and Oxidant Monitoring in Spokane
Summary of Maximum l-Hour CO Concentrations (in ppm)
at Two Locations in Spokane
Maximum l-Hour CO Concentrations (in ppm) Observed
at City Hall, Spokane
Maximum l-Hour CO Concentrations (in ppm) Observed
at Gonzago University, Spokane
Summary of Maximum 8-Hour CO Concentrations in
Spokane
Summary Data for Estimating Required Reductions in
CO Emissions
Maximum l-Hour Concentrations of Total Oxidants
(in ppm) at City Hall, Spokane
Maximum l-Hour Concentrations of Total Oxidants
(in ppm) at Gonzago University, Spokane
Guidelines Average Speeds (mph)
Percent of Daily Traffic by Hour
Vehicle Mix and Classification
Vehicle Age Mix
CO Emission Estimates for Spokane County in 1970
Carbon Monoxide Emission Estimates for Eastern
Washington - Northern Idaho Interstate A.Q.C.R.
Summary Data for Zone 4 (CO)
Hydrocarbon Emission Estimates for Eastern Washing-
ton - Northern Idaho Interstate A.Q.C.R.
Vl
Pag;e
1-7
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LIST OF TABLES (Cont.)
Table
Number
Title
II-18
Projected CO Emission Levels in 1978 and 1979,
Without Strategies
III-1
8-Hour Vehicle-Miles of Travel in Downtown
Spokane, 1977
1II-2
Potential Strategies by Feasibility Grouping -
Spokane Area
III-3
Summary and Evaluation of Strategies for Reduction
of CO Emissions
IV-1
Vehicle Miles Traveled in 1977 for Selected Strate-
gies
IV-2
Impact of Selected Strategies on Air Quality in 1977
IV-3
1977 CO Emissions in the Spokane CBD by Model Year
and Vehicle Type
VI-1
Surveillance Review Process
VI-2
1971 and 1977 Maximum 8-Hour VMT (Zone 4)
vii
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IV-3
IV-4
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VI-4
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LIST OF FIGURES
Figure
Number
Title
II-I
Diurnal Variation in Carbon Monoxide Concentration
at Spokane - Summer 1971
II-2
Diurnal Variation in Carbon Monoxide Concentration
at Spokane - Fall 1971
II-3
Diurnal Variation in Carbon Monoxide Concentration
at Spokane - Winter 1971-72
II-4
Diurnal Variation in Carbon Monoxide Concentration
at Spokane - Spring 1972
II-S
Percent of Daily Traffic by Hour - Spokane Area
II-6
Locations of One Mile-Square Grids - Spokane Area
II-7
Daily Vehicle Miles per Square Mile in Spokane
Maximum 8-Hour CO Emission Densities (kg/mi2) in
Spokane.
II-8
II-9
1971 Daily Vehicle Miles Traveled in Spokane CBD
6 AM - 9 AM Hydrocarbon Emission Densities (kg/mi2)
in Spokane.
II-10
VI-l
Projected 8-Hour CO Concentrations in Spokane CBD
based on 1971 Data
viii
Page
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VI-S
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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 Spokane urban area by the year 1977.
The re-
results of the study were to help determine the initial direction that
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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 tha~ 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
report, although showing key checkpoints towards implementation of the
recommended controls, is in itself dependent upon the same assumed pattern
of future events.
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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 Spokane 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
was to serve as the basis for the proportional model, an intensive evalu-
ation of all existing meteorological and air quality data was performed.
1-3
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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, ~nd 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
Spokane'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 indicates that the oxidant standard and the I-hour average
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CO standard will be met throughout the urban area by means of the Fed-
eral Motor Vehicle Control Program alone.
After evaluating a large number of possible controls, three
strategies are recommended for implementation.
They are:
(1)
A computer controlled signal system in downtown Spokane
(2)
Transit improvement
(3)
Pedestrian separations (second level sidewalks)
These three strategies together provide about half the reduction in emis-
sions required to meet the national 8-hour standard.
The remaining re-
duct ion 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 more than sufficient to bring about the necessary re-
duction in emissions.
The necessary additional reduction can also be
attained by the use of the "air bleed to intake manifold" retrofit device
on pre-1968 vehicles.
Table 1-1 summarizes the CO problem and the cumulative effects of Stra-
tegies 1, 2, and 3 plus the exclusion of pre-controlled light duty 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
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TABLE 1-1
SUMMARY EMISSION AND CO AIR QUALITY DATA FOR
SPOKANE
CBD
With Strategies (1977)
Without Strategies
1977
1979
Vehicle
+ Exc Ius ion
1971
Sig. Trans.
~+~+
1978
a) Emission Densities (kg/8 hr /mi 2)
Vehicular 7932 4751 4066 3482 4454 4352
Non-vehicular 162 162 162 162 162 162
Total 8094 4913 4228 3644 4616 4514
H b) Ai r Qu a 1 j t Y (8-hr average in ppm)
I
'-.J Observed (2nd highest) 18
Estimated 10.9 9.4 8.1 10.3 10.0
c) Maximum Allowable Emission Level (kg/8 hr/mi2)
Total
Non-Vehicular
Vehicular
4047
162
3885
d)
Reduction in Vehicular Emissions from 1971 levels
Percent
d)
From Federal Motor Vehicle Control Program
Additional Required by Transportation Control
Strategies
Reouction in Vehicular Emissions from 1977 "no strategy" level
40
11
Percent
Required by Transportation Control Strategies
18
Ped.
Sep.
4351
162
4513
10.0
3,543
162
3,705
8.2
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considerable variation in the maximum (or second highest) 8-hour concen-
tration 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 variations are to be expected within the CBD.
The predicted con-
centrations are presented in tenths of a part per million simply to indi-
cate the anticipated overall trend in air quality.
1-8
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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 Spokane, pollutant concentration levels which could be expected
in 1977 without the application of transportation controls (the pot en-
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. Kircher 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
11-1
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was studied and records of instrvment 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 modi fica-
tion of the proportional model.
It was felt that in order to reduce ambient
CO levels in, for example, a central business district (CBD), it would be
more appropriate to roll back CO emissions in the CBD itself, rather than
the entire air quality region.
Accordingly, the Spokane urban area was
divided into six one-mile-square traffic zones (one of these zones being
identified as the CBD) and the assumption was made that pollutant concen-
tration in each zone was directly proportional to the emission rate of the
pollutant within that zone.
The application of the proportional model, generalized for an
urban area with multiple monitoring stations, comprises the following steps:
11-2
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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
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
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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 prpsent
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.
Document, EPA, Durham, N.C. (August ~q72).
Draft
II-4
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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, in recent work of Hanna
**
and Gifford
who demonstrate the dom-
inance of urban pollution patterns by the distribution of the local area
sources.
The success of their urban diffusion model, in which concentra-
tion is simply directly proportional to the area source strength and in-
versely proportional to wind speed, is attributed largely to the relatively
uniform distribution of emission within an urban area and the rate at which
the effect of an area source upon a given receptor decreases with distance.
In the proportional model,meteorological effects, such as wind speed, are
assumed to be duplicated over one-year periods.
The validity of the sec-
ond 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 sophisticated 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 seconq., to obtain some assurance that transportation
strategies intended to reduce emission densities in one zone (to the level
required to meet ambient standards) did not increase emission densities to
unacceptable levels in adjacent zones.
In many cities it was found that
"k
Hanna, S.R., "A Simple Method of Calculating Dispersion from Urban
Area Sources," J. AJ'CA Q, 774-777 (December 1971).
-1<*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.).
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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 ex-
tensions of the techniques to other non-sensor zones did not, therefore,
playa 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-
tration level and that this level depended only upon the average emission
density within that zone.
the two major factors mitigating against this
assumption are:
(a)
Emission densities are not uniform across
even a small traffic zone.
(b)
Concentration levels are not uniform across
the traffic zone partly because of the lack
of 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-
sentative of the zone's air quality and emission density.
However, in
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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 th~
ZOI1l' .
Accordingly, e/c ratios were generally deriv~d
from Sl't1S<)l"S
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 in Spokane, based on two monitors, indicated
that the monitor at City Hall was at a representative location within the
zone of maximum emissions and 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 boundaries.
b.
Seasonal and Diurnal Variations
The CO observations at City Hall showed that the l-hour
average concentration was much closer to the standard than the 8-hour
average, so that controls required to meet the 8-hour standard would also
result in the l-hour standard being met.
A comparison of the diurnal
variation of concentration at City Hall during the seasons of maximum
II-7
-------
concentration (fall and winter) showed close correspondence 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.
The only large point source judged to be a possible external
contributor of CO to the CBD in Spokane was an aluminum reduction plant
outside of the city limits.
''Worst case" diffusion calculations indicated
that the contribution of the plant could be safely neglected in the roll-
back calculations.
4.
Methodology and Discussion for Oxidants
Oxidant levels are currently below the standards, and the eval-
uation of the oxidant problem was therefore restricted to showing a sub-
stantial decrease in total hydrocarbon emissions throughout the urban
area by 1977.
II-8
-------
B.
DISCUSSION OF 1970-1972 AIR QUALITY LEVELS
1.
Natural Features Affecting Pollution Potential
Spokane, a city with a population of 170,516, is located
in eastern Washington on the Spokane River northeast of the Columbia
Basin.
It is protected from Pacific storms by the Cascade mountain
range to the west, and from severe weather from Canada by the Rocky
Mountains to the east.
As a result, the climate is quite dry.
The
Columbia Basin is comprised of broad rolling plateaus.
The area to the
west of Spokane is characterized by steep cliffs, old cascades, meadows,
mesas and potholes.
The rolling Palouse Hills lie to the southeast, and
the Blue Mountains to the south.
The topographical and climatological features of central
and eastern Washington favor the formation of stable, stagnating air
masses which may result in the significant accumulation of air pollutants.
Prevailing winds are southerly, but northeasterly winds are also common
in all seasons of the year.
Table
II-l
gives the average mixing heights
and mean wind speeds averaged through the mixing layer by season and time
of day.
These data are taken from Table B-1 of Mixing Heights. Wind SDeeds,
and Potential for Urban Air Pollution Throughout the Contiguous United
States, by George C. Holzworth (Office of Air Programs Publication No. AP-10l,
EPA) .
The continental nature of Spokane's climate is apparent from the
low morning mixing depths experienced at all seasons of the year, and from
II-9
-------
TABLE II-l
AVERAGE MIXING DEPTHS AND WIND SPEEDS AT SPOKANE
a) Average Mixing Depths (m)
WINTER SPRING SUMMER FALL ANNUAL
Morning 336 341 234 218 282
Afternoon 430 1861 2533 1261 1521
b) Average Mixing Layer Wind Speeds (m see -1)
WINTER SPRING SUMME R FALL ANNUAL
Morning 4.7 5.2 4.1 3.8 4.4
Afternoon 4.8 6.1 5.2 5.0 5.3
11-10
-------
the high summertime afternoon mixing depths.
The annual average morning
mixing depth of 282 meters is approximately one half that measured in the
coastal climate of Seattle, whereas the average summertime mixing depth
at Spokane is approximately 1100 meters greater than that at Seattle.
2.
Monitoring Network
a.
General
Monitoring for oxidants and CO in Spokane is carried
out by the Washington State Department of Ecology (DOE).
The concepts
used in designing the monitoring network, and details of network operation
and data handling are covered in the Implementation Plan and will not be
repeated here.
b.
Type of Instrumentation
CO Analyzer - CO measurements are made by the EPA re-
ference method (non-dispersive infrared spectrometry).
The M8A 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 a11 oxidants reducible by the iodide ion unlike
the ozone-specific EPA reference method (chemiluminescence).
The analyzers
are equiped with 802 scrubbers to minimize interferences.
Major main-
tenance and dynamic calibration are performed every six months.
11-11
-------
c.
Monitor Locations
Concentration measurements were available for analysis
from two sites in Spokane.
Table
II-2
gives the locations and specifies
the period over which the pollutants were measured at each location.
The
City Hall is located south of the Spokane River on the northern edge of
the CBD.
Gonzaga University is located just north of the river in an
area classed as commercial.
3.
Review of Air Quality Data
a.
General
The CO and total oxidant concentrations observed during
the periods listed in Table
II-2
were reviewed in detail.
The inclu-
sion of data collected since submission of the Implementation Plan nearly
doubles the total amount of data available for analysis and substantially
increases the reliability of the baseline concentrates used in projecting
air quality and estimating rollback requirements.
b.
CO Air Quality Data
Table
II-3
gives the highest l-hour average concen-
tration observed at
each site during each month of the sampling period.
The national standard of 35 ppm was reached or exceeded three times during
the two year period at City Hall.
The maximum l-hour value observed during
the l6-month observation period at Gonzaga University was 21 ppm.
II-12
-------
TABLE
II-2
SUHHARY OF CO AND OXIDANT HONITORING IN SPOKANE
NAME
ADDRESS
LOCATION
PERIOD
OF
OBSERV ATIONS
.
POLLUTANT
HEIGHT
ABOVE
GROUND
(FEET)
DURAT ION
OF
SAMPLING
PERIOD
(MONTHS)
SITE
City Hall N22l Wall CO 12 Side of Bldg. July 1970- 25
July 1972
Oxidan ts 45 Out Window July 1970- 5
Nov. 1970
Gonzaga E. 302 Boone CO 30 Above Trailer Apr. 1971- 16
University July 1972
Oxidants 30 Above Trailer Apr. 1971- 5
Aug. 1971
II-13
-------
TABLE II-3
SUMMARY OF MAXIMUM 1- !lOUR CO CONCENTRATIONS (IN PPM)
AT TWO LOCATIONS IN SPOKANE
-- --~----- -- ----------
--.--.----------------
MONITOR LOCATION
YEAR
MONTH
CITY HALL
GONZAGA UNIVERSITY
1970 July 13
Aug 18
Sept 35
Oct 35
Nov 27
Dee 21
1971 Jan 27
Feb 32
Mar 20
Apr 25 13
May 15 13
June 15 9
July 13 12
Aug 15 11
Sept 17 10
Oct 30 21
Nov 24 10
Dee 40 11
1972 Jan 30 8
Feb 22 14
Mar 24 13
Apr 16 6
May 13 8
June 13 7
July 13 7
II-14
-------
Fi~ures 11-1 throu~h 11-4 show the J.urnal variation
of CO concentrat~on observed at the two monltor"ng stations in each of
the four seasons.
The curves for City Hall show a pronounced seasonal
variation with maximum values occurring in the fall and winter.
The
diurnal variation at this downtown location tends to follow the daily
traffic flow in the Spokane area (see Figure 11-5), whereas concentrations
are low during the middle of the day at Gonzaga University.
At City Hall,
the highest average concentrations occur during the late afternoon.
Addi-
tional details of the diurnal and seasonal variations in concentration
observed at the two sites during the period from August 1971 to July 1972
can be obtained from Table 11-4 and Table 11-5 which list, by month, the
highest one-hour concentration observed during each hour of the day.
Table 11-6 gives the highest 8-hour concentration observed
each month at the two sites.
The national 8-hour standard is exceeded signi-
ficantly during all but the summer months at City Hall.
During the 16-month
period of observations at Gonzaga University, the standard was exceeded in
April, May, and October of 1971, but was not exceeded during the period from
November 1971 to July 1972.
The number of times that the standard was
exceeded per month given in the table is based on a running mean of 8 one-
hour averages.
This number does not, therefore, represent independent
8-hour periods.
Table 11-7 lists tile highest and second highest I-hour and
8-hour average concentrations used in the 1mplementatwn Plan for estimating
the required reduction in CO emissions and values obtained from the period
from July 1971 to July 1972.
11-15
-------
10
~
a..
a..
8
z
0
~ 6
a:: CITY HALL
~
z
HW
HU
~Z 4
0'>0
U
0 GONZAGA UNIVERSITY
;.) 2
o
00
0200
0400
0600
0800
1000 1200
TIME (PST)
1400
1600
1800
2000
2200
2400
Figure II-I.
Di\lrnal '.'5ri2!.. iOTJ I!'
Carbon Y1onoxicJe Concentration at Spokane-Summer 1971
-------
12
10
H
H
I
to-'
....,
-
~
a..
a..
-8
~
~
-------
~
a.. 12
a..
-
z
o
~ 10
a:
....
z
~
Z 8
o
u
w
o
- 6
x
H 0
~ z
...... 0
r:TJ ~
2
CITY HALL
4
z
o
a:I
a:
~
u
GONZAGA UNIVERSITY
o
00
0200
0400
0600
0800
1000
1200
1400
1600
1800
2000
22:>0
TIME
(PST)
Figure II - 3.
::i" r'- a]
"'ariat ion
in Carhon Monoxide Concentration at Spokane-I')inter 1971-72
-------
H
H
I
......
\0
~IO
a.
z
o 8
I-
«
a::
I-
Z
UJ 6
u
:z
o
u
o
u
CITY HALL
4
GONZAGA UNIVERSI TY
2
000
I
2000
2400
0200
0400
"0600
1600
1800
0800
1000
1200
1400
2200
TIME (PST)
Figure II-4.
Diurnal "Jariatiop iT' Carbor "'1onoxide Co"cpnlration ar Spokane-Spring 1972
-------
TABLE II-4
HA.Jl:HMI I-HO,'R co CONCE!\TRATI0r-.'S (1', 1'Pl-1) 0I:\SfRVF.D AT CITY IlALl, SPOKANE.
AN ASTERISK INDICATES A VALUE GREATER THAN THE STANDARD OS PPH).
1971 1972
""'I Aue Sl:P'T OCT 001' DEe 'AO FEB MAR APR MAY JUNE JULY HAXl,..""
00 5
01 4
02 )
0) )
04 )
0' 14
06 10 13 15 12 10 ,5
07 l5 13 20 '4 11 12 10
08 10 13 15 13 15 14 12 B "
O. 10 11 ,. 12 " 12 10 10 " "
H 12 10 10 B 15
H 10 10 15 15
I 11 10 8 11 1. 17 111 11 10 I)
''''
0 12 11 12 14 15 15 ib II 10 13 I.
13 10 13 15 15 IB II 111 lJ 12 10 IB
11 15 22 " IB I. 10 lJ lJ 22
l5 12 '4 l' 22 18 I. 10 13 12 12 22
17 I. 22 40 ' 22 15 12 lJ 11 40
1. 11
17 10 24 14 12 '0 22 14 ,. )0
18 10 30 I. 15 I) 13 15 )0
19 12 10 18 I. I) I) l' 1\ lJ 10 "
20 10 19 12 13 10 " 10 10 10 I) 19
" 10 11 10
22 10 II
2J 12 10 12
'1AX 001'1 15 17 30 24 40 )0 22 ,. I. lJ lJ 13 40'
0". .. ., .. .. .. 91 94 84 91 .8 .9 9B
-------
TABLE Il-5
KAXlJ1UH I-HOUR CO CONCENTRATJ(}jS (till PPH) OBSERVED AT CONZAGA UN I VER$ ITY. SPC*.ANE
1971 1972
HOUR AUG SEPT OCT NO. DEG JAN FEB KAR APR KAY JUNE JULY 1lAl00M
DO II
01 12 12
02 10 10
OJ
04
05
0&
07
08
09
10
II
H 12
H
I 1)
N
..... 14
"
1&
17
18 10 17 14
19 10 7. to 12 21
10 10 17 17
" 10 I) 1) IJ
22 II II
2J 10 10
"".A.\~?1 II 10 11 .0 1) 21
085. 88 97 " " " " " " " 8& 71 88
-------
TABLE II-6
SUMMARY OF MAXIMUM 8-HOUR CO CONCENTRATIONS IN SPOKANE
City Hall Gonzaga Univ.
Year Month Max Cone. No. Cases Max. Cone. No. Cases
(PPM) >9 PPM (PPM) >9 PPM
1970 July 9 0
Aug 9 0
Sept. 16 51
Oct. 20 166
Nov. 16 50
Dec. 17 M'~
1971 Jan 16 99
Feb 13 56
Mar 13 13
Apr 19 69 12 46
May 6 0 12 35
June 10 12 4 0
July 8 0 7 0
Aug 9 0 6 0
Sept 10 5 6 0
Oct 17 55 14 9
Nov 18 97 7 f)
Dee 18 147 7 0
1972 Jan 17 53 5 0
Feb 13 45 7 0
Mar 14 10 6 0
Apr 9 0 4 0
May 10 3 4 0
June 9 0 6 0
July 9 0 4 0
*
M = Missing
II-22
-------
TABLE Il- 7
SUMMARY DATA FOR ESTIMATING REQUIRED REDUCTIONS
IN CO EMISSIONS
STATION
SAMPLING
PERIOD
AVERAGING
TIME
CONCENTRATION (PPM)
HIGHEST 2ND HIGHEST STANDARD**
REDUCTION REQUIRED
(PERCENT)
BASED ON
HIGHEST 2ND HIGHEST
*
Ci ty Hall Ju1 1970- I-Hour 35 35 35 0 0
Jun 1971 8-Hour 20 20 9 55 55
City Hall Ju1 1971- I-Hour 40 30 35 12 0
Ju1 1972 8-Hour 18 18 9 50 50
Gonzago Ju1 1971- I-Hour 21 17 35 0 0
University Ju1 1972 8-Hour 14 9 9 36 0
*
Used in Implementation Plan.
**
Not to be exceeded more than once a year.
II-23
-------
c.
Oxidant Air Quality Data
Table
11-8
and Table
11-9
give the highest I-hour
concentrations of total oxidants at each site during each month of the
observation period.
The highest I-hour average measured at City Hall
was 0.05 ppm, well below the national standard of 0.08 ppm.
The highest
value observed at Gonzaga University was 0.02 ppm.
4.
Impact of Stationary Sources
a.
Major CO Sources
The only major point source of CO in Spokane County is
the Kaiser aluminum reduction plant located in Mead, approximately 9 miles
from the CBD.
The emission rate of this plant has been estimated to be
14,400 tons per year.
Turner's Workbook of Atmospheric Dispersion Esti-
mates gives a maximum ground-level concentration (IO-min average) from a
source of this magnitude at a distance of 9 miles as approximately 0.73
ppm under Class E stability conditions and a wind speed of 3 meters per
second.
Under these conditions, the average 8-hour concentration will be
roughly one-half this amount, or about 4 percent of the standard.
Accordingly,
special consideration is not given to individual point sources in the pro-
portional modeling carried out in Section II-D.
b.
Major Hydrocarbon Sources
The largest single point source for hydrocarbons in the
area is the Spokane Airport.
Since oxidant levels are currently well below
the standard, hydrocarbon emissions need not be treated in detail.
11-24
-------
TABLE II-B
MAX IMUM I-HOUR CONCENTRATIONS OF TOTAL OXIDANTS
(IN PPM) AT CITY HALL, SPOKANE
1970
HOUR JULY AUG SEPT OCT NOV MAX IMUM
00 .03 .02 .01 0 .02 .03
01 .03 .02 .01 0 .02 .03
02 .03 .02 .01 0 .02 .03
03 .03 .03 .01 .01 .02 .03
04 .03 .03 .01 0 .02 .03
05 .03 .03 .01 0 .02 .03
06 .02 .02 .01 .01 .01 .02
07 .03 .03 .01 .01 .01 .03
08 .03 .03 .01 .01 .01 .03
09 .05 .04 .01 .01 .01 .05
10 .03 .03 .01 .01 .01 .03
11 .03 .03 .01 .01 .02 .03
12 .04 .04 .01 .01 .02 .04
13 .04 .04 .01 .01 .02 .04
14 .04 .04 .01 .01 .02 .04
15 .05 .04 .01 .01 .01 .05
16 .04 .04 .01 .01 .01 ,04
17 .04 .05 .01 .01 .01 .05
18 .04 .04 .01 .01 .01 .04
19 .03 .03 .01 .01 .01 .03
20 .02 .03 .01 .01 .01 .03
21 .03 .03 .01 .01 .01 ,03
22 .03 .03 .01 .01 .01 .OJ
23 .03 .02 .01 .01 .02 .03
MAXIMUM .05 .05 .01 .01 .02 .OJ
% OBS. 92 25 99 100 23
~ ----..-
II-25
-------
TABLE II-9
MAX!MUM I-HOUR CONCENTRATIONS OF TOTAL OX IDANTS
(IN PPM) AT GONZAGA UNIVERSITY, SPOKANE
1971
HOUR APR MAY JUNE JULY AUG MAX IMUM
00 .02 .01 .01 .01 .01 .02
01 .01 .01 .01 .01 .01 .01
02 .01 .01 .01 0 .01 .01
03 .01 .01 .01 0 0 .01
04 .01 .01 .01 0 .01 .01
05 .01 0 .01 0 .01 .01
06 .01 0 .01 0 .01 .01
07 .01 0 .01 0 0 .01
08 0 0 0 0 0 0
09 .01 .01 .01 0 0 .01
10 .01 .01 .01 0 .01 .01
11 .01 .01 .01 0 .01 .01
12 0 0 .01 0 0 .01
13 0 0 .01 0 0 .01
14 0 0 .01 0 0 .01
15 0 0 .01 0 0 .01
16 0 0 .01 0 0 .01
17 0 0 .01 0 0 .01
18 0 0 .01 0 .01 .01
19 .01 .01 .01 0 .01 .01
20 .01 .01 .01 0 .01
.01
21 .01 .01 .01 .01 .01
.01
22 .01 .02 .01 .01 .01
.02
23 .02 .01 .01 .01 .01
.02
MAX !MUM .02 .02 .01 .01 .01
.02
% OBS. 97 74 84 13 85
II-26
-------
C.
DISCUSSION OF 1971 AND 1977 VEHICLE MILES OF TRAVEL
1.
General
The objective of the tasks described in the following para-
graphs is to provide information on vehicle miles of travel within high
traffic density areas of the Eastern Washington-Northern Idaho Interstate
Area to be used for the calculation of vehicle emissions and subsequent
evaluation of air quality.
These data are then used as a basis for developing
transportation control strategies that will achieve air quality standards for
carbon monoxide and oxidants by the 1977 deadline.
The general procedure followed was to select critical areas
by inspection of traffic counts, calculate vehicle miles of travel for 1971,
and then project vehicle miles of travel to 1977 and beyond based on recent
growth trends.
Since high traffic densities and hi~h emission levels were
found only in the Spokane, Washington area, efforts were concentrated there
and geographical reference in the following paragraphs is to the "Spokane "
area.
2.
Overall Research Methodology
Vehicle mile data for the Spokane region were developed by the
Washington State Highway Department and the Spokane Metropolitan Area Trans-
portation Study.
These data, however, were either for the region as a whole
II-27
-------
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 emissions were high and air quality poor.
One-square-mile grids were laid out (along range and township
lines for possible coordination with other data collection efforts) on USGS 1:
24,000 maps.
Using twenty-four hour average daily traffic flow maps produced
in 1969-1970 by the City of Spokane Traffic Engineering Department and by
the Office of the Spokane County Engineer, areas of greatest traffic con-
centration were selected for coverage with these mile-square grids.
3.
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 facil-
ity within each grid, and multiplying that length by the daily traffic volume
obtained from the most current traffic flow maps plus data from the Annual
Traffic Report series produced by the Washington State Highway Commission.
This calculation was carried out separately for each roadway
appearing on the flow map.
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 was gathered from the records of the City Traffic
Engineer on surveys of peak and off-peak roadway speeds.
Table 11-10
summarizes these data.
Table 11-10 was used as a guideline for selecting
11-28
-------
TABLE Il-10
GUIDELINE AVERAGE SPEEDS (MPH)
Roadway CBD CBD Fringe Other Urban
Classification Peak Off-Peak Peak Off-Peak Peak Off-Peak
---
Freeway 40-45 45-50 50 55-60
E\.-pressway 35 35
Arterial and
Collector 18 18 20 20 20 2S
II-29
-------
and assigning average speeds for each roadway in absence of specific data
for that facility.
Data were collected from screenline and arter~al traffic
counts so that the hourly traffic profile could be evaluated.
Figure II-5
shows this profile as used for Spokane, and Table 11-11 lists the hourly
percentages.
From the diurnal traffic profile data, the percentages of
daily traffic that would occur in various critical time periods were developed
These time periods were:
(1)
( 2)
The peak hour (usually iD the afternoon).
6:00 AM to 9:00 AM 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 in calculated using these percentages,
and the average speed for each facility was assigned for that particular
time period.
In the Spokane area, the peak hour had 8.3 percent of the
daily VM'!'.
The morning three hours equaled 14.6 percent, and the highest
8 hours equaled 50.5 percent.
Streets that were not included on the traffic flow maps were
assumed to be in the "local street" category.
The mileage of these streets
was measured in each grid and a speed of 15 miles per hour and a daily volume
of 500 vehicles was assumed.
The vehicle miles of travel generated were
II-30
-------
H
H
I
W
I-'
W
(!)
0
2'<>0 ~.oo
4000 ~
Figure II-5.
i>'OO 1aJ
t>M.
8"'"
~.DO 100<1 1100 lUX>
1:00 2;00 3:fXJ
~''''' 1.00
PM
4''''' ~
e 00 9"'" IO.~ 11-= I~
Percent of Daily Traffic by Hour - Spokane Area.
-------
TABLE n-11
PERCENT OF DAILY TRAFFIC BY HOUR
Hour
Spokane
12:00 - 1:00 a. m.
1 :00 - 2:00 a. m.
2:00 - 3:00 a. m.
3:00 - 4:00 a. m.
4:00 - 5:00 a. m.
5:00 - 6:00 a. m.
1. 0%
6:00
7:00 a. m.
0.8
0.6
0.4
0.4
0.8
2.7
6.7
5.2
7.3
4.7
5.3
5.6
5.6
6.1
7.0
8.3
7.9
5.9
5.4
3.9
3.6
2.7
2.1
7:00 - 8:00 a. m.
8:00 - 9:00 a. m.
9:00 - 10:00 a. m.
10:00 - 11:00 a. m.
11:00
12:00 a. m.
12:00 - 1 :00 p. m.
1:00 - 2:00 p. m.
2:00 - 3:00 p. m.
3:00 - 4:00 p. m.
4:00 5:00 p. m.
5:00 6:00 p. m.
6:00 - 7:00 p. m.
7:00 - 8:00 p. m.
8:00 - 9:00 p. m.
9:00 - 10:00 p. m.
10:00 - 11 :00 p. m.
11:00 '- 12:00 p. m.
-- -- - ---
--'--
100.0%
II-32
-------
added to that estimated for the freeways, arterials and collector roadways
appearing on traffic flow maps.
In order to insure that calculations of vehicle miles of
travel were available for all potential "hot spots" of poor air quality,
grids were added to the system until it appeared that coverage was achieved such
that
grids with high emission levels were surrounded by grids with emissions
below the critical level, roughly estimated at about 90,000 vehicle miles of
travel.
This procedure resulted in a total of 6 grids, and the resulting
pattern is shown in Figure 11-6.
4.
Vehicle Mix
Table 11-12 shows vehicle mix and classification data for the
Spokane region.
The 1971 registration data by vehicle type was abstracted
from State registration data.
The daily vehicle trip information is from
origin and destination surveys conducted by the transportation study groups
in each area.
The breakdown on daily vehicle miles of travel was developed
from similar information, but has been subdivided into'the three vehicle
types using information of trip lengths for automobiles and commercial
vehicles, and for internal trips and through trips.
Vehicle age mix is obtained from two sources.
Statewide data
was obtained from the Washington Department of Motor Vehicles by the Depart-
ment of Ecology.
A breakdown by county was obtained from R.L. Polk and
Company.
These data are summarized in Table 11-13.
II-33
-------
I
1/1- 395
I
I I
I
I
I
I
I
I
3
6
@ City I
Hall I SPRAGUE
-------f--------- --
I AVE I
-----J. /-j
- 1----- 1-90..'
I
I
I
I
\1-90
1- 395
@= MONITORING
STATION
LATAH
CREEK
Figure 11-6. Locations of One Mile-Square Grids
Spokane Area.
II - 34
-------
TABLE II -12
VEHICLE MIX AND CLASSIFICATION
------ ---..-...---..-- - ------ --
-- ------ .--- ---
Spokane Statewide
1971 Registration:
Gasoline light
duty 79.2% 79.1%
Gasoline heavy !
duty 20.5 20.5
Non-gasoline 0.3 i 0.4
I
100.0% I 100.0%
I
I
Study Year: 1965
Daily Vehicle Trip:
Auto 90.5%
Truck 9.5
100.0%
Daily VMT:
Gasoline light
duty 91. 0%
Gasoline heavy
duty 7.3
Non-gasoline 1.7
100.0%
Not including motorcycles
II-35
-------
TABLE 11-13
VEHICLE AGE MIX
Statewide
M:>de1 as of Spokane COlmty
Year July 1, 1971 1972
72 - 3,712
71 58,644 6,698
70 108,632 7,713
69 132,956 9,295
68 132,599 9,529
67 129,889 8,950
66 136,964 9,668
65 136,427 10,121
64 116,486 8,313
63 107,192 7,286
62 403,260 25,066
& Prior
Total 1,463,049 106,351
11-36
-------
5.
1977 Vehicle Miles of Travel
For 1977 it is assumed that:
(1)
The division of vehicle miles of travel into vehicle
types will be the same as for 1971.
(2)
The diurnal traffic profile will be the same.
The overall technique used in estimating 1977 vehicle miles
of travel was a trend projection and growth factor method.
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 currently available travel
forecasts based on
travel model and traffic assignment techniques.
Moreover, short-range assignments to current streets were not available.
However, trip generation totals from longer-range travel forecasts did
provide the trend lines for Central Business District travel.
For Spokane, trends of growth on selected arterials were
evaluated.
Trends of daily traffic since 1959 on arterials such as Market
Street, Frances Avenue, Mission Avenue and Grand Blvd. were plotted and
inspected.
Similarly, trends on Interstate 90 and State Routes 2 and 395
were assessed.
The ratio of the 1971 volumes to 1977 varied from 1.01 to
1.25, with the central business district at 1.18.
6.
Transportation System Improvements
Vehicle miles of travel in each grid, and the average speeds,
could be significantly affected by improvements in the system of streets
11-37
-------
and highways.
For example, Interstate 90 was only partially completed
through downtown Spokane in 1971.
Most trips passing through the grid
east-west on the freeway, plus many downtown-bound trips using the freeway,
were detoured to arterials operating at a lower average speed than the
freeway.
This freeway is now completed and will serve 1977 travel at
higher speeds.
The diversion of trips to the freeway was estimated by
analysis of freeway counts and manual assignment of volumes at the 1971
level.
The 1971 volumes on the completed freeway and those remaining on
arterials were then projected to 1977.
The principal new project in the Spokane area is l~xpo'74".
This world exposition, scheduled for May through October 1974, will involve
substantial rebuilding and rehabilitation of the northerly fringes of
Spokane's Central Business District and the adjacent banks and islands of
the Spokane River.
Even though the facilities of Expo'74 will remain for other
uses after the exposition closes, the traffic generating impact of Expo '74
is assumed to be completely over by 1977.
Preliminary plans indicate that two large fringe parking lots
totaling some 7,000 spaces will be constructed with some sort of mass
transportation access of the exposition site.
At the present time it is
unknown whether these fringe parking lots will remain until 1977, and
whether or not there will be an adequate method of connecting these lots
with the Spokane Central Business District.
Therefore, for purposes of
11-38
-------
initial estimates of the 1977 conditions in Spokane, it was assumed that
Expo'74 would have no impact.
Other projects include a revised signal system in downtown
Spokane, and a substantial transit improvement program.
These and others
were ignored in the initial 1977 estimates, and became candidate strategies
for solving any 1977 air quality problem.
The total daily vehicle miles of travel resulting from the
calculations and assumptions described above for grids in Spokane are
shown in Figure 11-7.
11-39
-------
ell
I&J
..J
i
I&J 1001<
..J
u
Z
I&J
>
Figure II-7.
2001(
CBD
SOl<
I SOl(
1971
2
GRID
3
NUMBER
4
5
6
Daily Vehicle Miles per Square Mile in Spokane.
II-40
-------
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 emissions of
the pollutant over an area of appropriate size, was used to estimate the maxi-
mum allowable emission density and the level of air quality expected in 1977
as a result of the Federal Motor Vehicle Control Program.
The 1977 estimates
were made using baseline VMT and air quality data for 1971.
The percent
reduction in vehicular emissions required by means of strategies was estimated
by comparing calculated 1977 emission densities with the maximum allowable
emission density.
In the calculations, allowance was made for non-vehicular
sources.
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 emis-
sion densities were calculated for the 8-hour period of maximum traffic.
2.
Estimation of CO Levels
a.
Emission Densities
Vehicular Emissions -
Emission densities for 1971 and 1977
were calcu~ted for the 6 one-mile square zones shown in Figure 11-6 using the
traffic data given in Appendix A, and the EPA emission factors referred to in
Section II-A.
Figure 11-8 shows the results.
The computer printout listing
the results by vehicle type is reproduced in Appendix B.
11-41
-------
I
V I - 395
I
I I
2754 I
1606 I
42% I
I
I
I
2 I 3
3485 I 1934
2007 I 1134
42% I 41%
I
I
I
I
4 J 5
7932 I 2713
4751 I 1193
40% I 56%
6 I
1879 I
1177 I 1-90
37%
\1-90
1- 395
Figure II-8.
LATAH
CREEK
Maximum 8-Hour CO emission densities (kg/mi2) in Spokane. Upper
values are for 1971, lower values are for 1977 and are based on
Federal Motor Vehicle Control Program. Percent reduction is
indicated on line three.
II-42
-------
Non-Vehicular Emissions
Table II-14,compiled from data
presented in Appendix C of the Implementation Plan, shows that 13 percent of
the CO emissions within Spokane County are from non-vehicular sources. However,
of these non-vehicular emissions, approximately 64 percent are from the Kaiser
aluminum reduction plant, discussed under stationary sources, in Section II-B-4,
and many of the remaining non-vehicular sources do not contribute signifi-
cantly to concentrations in the CBD.
Table II-~gives the emission rates
for various source categories for the Eastern Washington-Northern Idaho
Interstate 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 two
percent of the CO emissions affecting the CBD to non-vehicular sources in
1971 and leave their emission rate unchanged throughout the 1970-1979
period.
b.
Selection of Air Quality Baseline
The proportional modeling in the following section is based
on the second-highest, 8-hour average concentration measured at City Hall
since January 1971 (18 ppm) , and the average 1971 emission density for
the one-mile-square zone in which the monitor is located (Zone 4).
Any
reduction in emissions adequate to ensure meeting the 8-hour standard is be-
lieved to be more than adequate to ensure that the I-hour standard will be met.
The location of the City Hall monitor with respect to
traffic density within the CBD is shown in Figure 11-9.
The monitor appears
to be suitably located to provide representative data for the CBD.
II-43
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TABLE II-14
CO EMISSION ESTIMATES FOR SPOKANE COUNTY IN 1970
Source Category
Emissions (tons/yr)
Fuel Combustion
1,313
Process Losses
14,526*
Solid Waste Disposal
1,120*
Transportation
Motor Vehicles
Other
145,340
577*
Misc. Area
5,050*
Subtotal (Non-vehicular)
22,583
(13%)
Total
167,926
*
From sources not "likely to significantly affect the CBD.
II-44
-------
TABLE II-15
CARBON MONOXIDE EMISSION ESTIMATES FOR EASTERN WASHINGTON-
NORTHERN IDAHO INTERSTATE A.Q.C.R.
Source Category Emissions (tons /yr)
1970 1975
Process Losses 14,526 14,526
Fuel Combustion 1,474 1,474
Transportation*
Motor Vehicles 193,601 146,101
Other 770 770
Solid Waste Disposal 7,985 4,634
Misc. Area Sources 10,299 5,149
Subtotal (Non-vehicular) 35,054 26,553
Totals 228,655 172 , 654
*1970 values have been distributed in accord with breakdown
given in Spokane County 1970 estimates (Appendix C, Imple-
mentation Plan). "Other" transportation emissions are left
unchanged for 1975.
II-45
-------
~
Q)
~ Q)
Q) 1-1
Q) ~
1-1 U)
~ d
U) 0
Q) .",
o U)
1-1 '.-'I
d :>
~ '.-'I
~
A B C D E
2330 6020 1630 2330 5740
F G H J K
1580 6850 7000 6990 9570
0
1 M N P Q
3050 8810 12,200 7760 9520
R S T U V
4920 9540 9740 8630 12,950
~- - -_.J ~__L ~--~- --~
--
,.. 2760 1040 2560 3820
/ 500
3200F 3200F 3200F 3200F 3200F
I
I
Main Ave.
- I-5
Figure II-9.
1971 daily vehicle miles traveled in Spokane CBD.
VMT's are indicated by the letter F. Monitor loca-
t ion is shown by the symbo 1 q.
II-46
-------
c.
Results
Table
11-16 summarizes the relevant emission density
and air quality data for the CBD (Zone 4).
According to these estimates,
an 11 percent reduction in vehicular emissions from 1971 levels is re-
quired from transportation control strategies.
The maximum
allowable vehicular emissions level is
3885 kg/8 hr/mi2.
Figure
11-8
shows that the 1977 emission levels
expected as a result of the Federal Motor Vehicle Control Program are
well below this
allowable level in all zones but the CBD.
d.
Implementation Plan Estimates
The analysis presented in the Implementation Pla~ re-
viewed in Section F of this report, indicated that a reduction of 22
percent between 1970 and 1977 would be required to meet the national
standards, in addition to that expected through the Federal Motor
Vehicle Control Program.
3.
Estimation of Oxidant Levels
a.
Emission Densities from Motor Vehicles
Figure
11-10 shows 1971 and 1977 three-hour hydrocarbon
emission densities calculated for the six aones using the traffic data
in Appendix A and the appropriate emission factors.
The computer print-
out listing the emission densities by vehicle type is reproduced in
Appendix B.
It can be seen from Figure 11-10
that a reduction in hydro.
carbon emissions from motor vehicles of about 50 percent is expected by
1977 as a result of the federal program.
11-47
-------
TABLE II-16
SUMMARY DATA FOR ZONE 4 (CO)
(a) Emission Densities (kg/8 hr/mi2)
Year
Category
1971
1977
Vehicular
Non-vehicular
Total
7932
162
8094
4751
162
4913
(b) Air Quality (8-hr average in ppm)
Year
Observed (2nd highest)
Estimated
1971
18
1977
10.9
(c) Maximum Allowable Emissions Level (kg/8 hr/mi2)
Total
4047
Non-vehicular
Vehicular
162
3885
(d) Reduction in Vehicular Emissions from 1971 Levels
Percent
From Federal Motor Vehicle Control Program
by 1977
Additional Required by Transportation
Control Strategies
40
11
II-48
-------
I
VI - 39~
I
156 I I
77 I
51% I
I
I
I
I
2 I 3
I
184 I 101 /1
90 I 50
51/0 f 50%
I I
I
I I
I
4 i 5
J
358 I 134 ~j
187 I 50
48% I 63%
6 I
I
I
107 I
56
48%
/
\1-90 LATAH
I - 39~ CREEK
Figure 11-10. 2
6 AM - 9 AM hydrocarbon emission densities (kg/mi) in Spokane. Upper
values are for 1971, lower values are for 1977 and are based on Federal
Motor Vehicle Control Program. Percent reduction in indicated on line three.
II-49
-------
b.
Non-Vehicular Hydrocarbon Emissions
Table
11-17 gives estimated 1970 and 1975 hydrocarbon
emission rates for the Eastern Washington-Northern Idaho Interstate
A.Q.C.R.
Over this period, the sum of emissions from non-vehicular sources
shows a slight decrease.
c.
Conclusion
Since oxidant levels are currently below the standard and
a substantial decrease in total hydrocarbon emissions is expected by 1977,
largely as a result of the Federal Motor Vehicle Control Program, oxidant
levels will remain below the standard throughout the period under study.
d.
Implementation Plan Estimate
The analysis presented in the Implementation Plan also
showed that no r~duction in hydrocarbon emissions was required from
transportation control strategies.
II-50
-------
TABLE II-17
HYDROCARBON EMISSION ESTIMATES FOR EASTERN WASHINGTON-
NORTHERN IDAHO INTERSTATE A.Q.C.R.
Source Category Emissions (Tons/yr)
1970 1975
Process Losses 6,276 6,276
Fuel Combustion 793 793
Transportation *
Motor Vehicles 31,840 21,940
Other 3,259 3,259
Solid Waste Disposal 1,896 1,155
Misc. Area Sources 1,224 612
Subtotal (Non-vehicular) 13,448 12,095
Totals 45,288 34,035
*1970 values have been distributed in accord with breakdown given in
Spokane County 1970 estimates (Appendix C, Implementation Plan). "Other"
transportation emissions are left unchanged for 1975.
11-51
-------
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 transportation control strategies.
The results
are given in Table 11-18. These estimates indicate that the national
standards for CO will be met by 1979 by means of the Federal
Motor Vehicle Control Program.
II-52
-------
TABLE II-18
PROJECTED CO EMISSION LEVELS IN 1978 AND 1979, WITHOUT S1RATEGIES
Source Category Emission Density (kg/8 hr/mi2)
Allowab Ie 1978 1979
Vehicular 3885 4066 3482
Non-vehicular 162 162 162
TOTAL 4047 4228 3644
II-53
-------
F.
SUMMARY OF PROBLEM AND CONCLUSIONS
1.
Implementation Plan Assessment of CO and Oxidant Problems
The assessments of the CO and oxidant problems in Spokane
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 proportional model
(A - C)lOO
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
A.Q'l = A.Q.O [:~
FO + (l-FO)(G F)]
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
F
= Normalized emissions from Figures 1 and 2 in Appendix I
= Ratio of motor vehicle emi.ssions to total emissions of
each pollutant in region
II-54
-------
GF = Growth factor for emission increases from stationary
sources.
The equation was applied directly for carbon monoxide.
The percent reduc-
tion in hydrocarbon emissions expected from the Federal Motor Vehicle Con-
trol Program was estimated by the portion of the equation in the 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 CO were based on observations
made at the City Hall and indicated that a 22 percent reduction in CO
emissions from 1970 levels would be required to meet the national stand-
ards, in addition to the reductions expected through the Federal Motor
Vehicle Control Program.
The limited amount of oxidant data available
showed a maximum value of 0.05 ppm, well below the standard,
and it
was concluded that transportation controls would not be required to con-
tinue to meet the standards.
Both of these conclusions are compatible
with the results of the present study, summarized below.
2.
Current Assessment of CO and Oxidant Problems
The results of the preceding analysis may be summarized as
follows:
(1)
Transportation control strategies are not required to
maintain oxidant levels below the national standards in Spokane.
II-55
-------
(2)
The Federal Motor Vehicle Control Program will ensure that
by 1977
l-hour CO concentrations will be below the national standard
throughout Spokane
.
8-hour CO concentrations will be below the national standard
except in the CBD
(3)
An additional reduction in motor vehicle CO emissions of
about 11 percent from 1971 levels will be required in the CBD to meet the
8-hour national standard by 1977.
This is equivalent to a reduction of
18 percent from the 1977 "no strategy" level.
(4)
The Federal Motor Vehicle Control PrQgram will ensure that
the national CO standards will be met in the CBD by 1979 without the use
of transportation control strategies.
II-56
-------
III.
EVALUATION OF CANDIDATE TRANSPORTATION CONTROLS
A.
GENERAL
It was concluded in Section II that an additional ll-percent
reduction fromo197l CO emission levels will be needed, over and above the
reduction provided by motor vehicle emission controls on new cars, if the
national standards are to be met in the CBD by 1977.
In selecting trans-
portation control strategies, priority has been given to strategies that
build upon presently planned programs and projects, rather than extensive
new strategies that are intended for emission reduction only.
The emissions estimated for 1977 are based on the vehicle-mile
data listed in Table 111-1.
The development of thp. requisite transporta-
tion control strategies is based first on an increase in average speed for
arterials from 18 and 20 mph to a little over 22 mph, and second on a
decrease in vehicle miles.
Any additional improvement needed is to be
accompli~ by the reduction in emission rate from existing vehicles by
such means as retrofit programs, gaseous conversion, or by programs to
discourage the ownership or restrict the use of older vehicles.
B.
ALTERNATIVE STRATEGIES
A very long list of potential strategies was developed for initial
screening.
This list is shown in Table 111-2 arranged into groups by a
feasibility rating.
These groupings were the partial output of discussion
with officials from the City of Spokane, Washington State Highway Department,
and Washington State Department of Ecology.
111-1
-------
TABLE III-1
8-HOUR VEHICLE-MILES OF TRAVEL IN
DOWNTOWN SPOKANE, 1977
Average Speed Vehicle-Miles
60 MPH 15,434
20 MPH 39,210
18 MPH 56,911
15 MPH 1,948
Total 113,503
III-2
-------
TABLE III-2
POTENTIAL STRATEGIES BY FEASIBILITY GROUPING - SPOKANE AREA
I.
Strategies for Evaluation:
a.
Implement
town with
and other
a computer controlled traffic signal system in down-
related street widenings, spot parking prohibitions,
traffic controls.
b.
Continue to implement a transit improvement program including
satellite parking.
c. Develop State sponsored incentive programs for retrofit (and
inspection) of heavy-duty fleet vehicles.
d.
Encourage gaseous conversion for fleet vehicles.
e.
Implement a system of second-level sidewalks in downtown.
Plan to take advantage of any residual fringe parking from
f.
g.
Expo' 74.
Plan to take advantage of any residual driver advisory system
from Expo' 74.
h.
Plan to exploit opportunities to encourage car pools and staggered
days programs.
Plan to take advantage of opportunities to ~mprove curb loading
~.
in down town.
j.
Support incentive programs to discourage ownership of older,
uncontrolled vehicles.
II.
Strategies of Doubtful Effectiveness in Downtown:
a. Reversible lanes or streets.
b. Ramp metering.
c. Air watch driver advisory.
d. Staggered hours.
III-3
-------
Table III- 2 (II cont'd)
e.
Regional area traffic bypass.
f.
Fuel additives.
III.
Strategies Outside Policies and Goals for Downtown:
a.
Increase in parking fees.
Large-scale parking prohibitions.
b.
c.
Large-scale vehicle prohibitions.
d.
Limitations in street capacity.
IV.
Strategies for Long-range Consideration, but Effective Only Beyond 1977:
v.
a.
New-type vehicles.
b.
Communications substitutes for travel.
c.
Land use policies.
d.
Planning of facilities to reduce emissions.
e.
Bypass route for through traffic in downtown.
Strategies Outside Present Policy Framework:
a.
Impose tolls.
b.
Fuel rationing.
c.
Increased uses taxes and fees.
d.
Road use taxes.
e.
Rationing of vehicle ownership.
f.
Inspection and maintenance of all vehicles.
III-4
-------
Simply stated, the strategies listed in Groups II through V do
not have application because they are too long-range, not practical in
downtown Spokane, or run counter to present local and Statewide policy.
Group I includes a fairly extensive list of activities that can
become elements of one or more candidate strategies for Spokane.
C.
STRATEGY EVALUATION
The strategies discussed in following paragraphs are recommended
candidates for inclusion in any air quality implementation plan for Spokane
either in total or in part.
The estimated percentage reductions are from
1977 "no strategy" levels.
1.
Computer-Controlled Downtown Signal Sy~tem
A project is being implemented at the present time leading
to full operation of a computer-controlled, fully-interconnected signal
system in downtown Spokane by 1975.
This system will include 37 inter-
sections by 1974 and 79 by 1975.
The signal system will be capable of
traffic-responsive operation.
Related to this overall improvement are
Spokane River bridge widenings (part of improvements for Expo'74), traffic
controls such as spot parking prohibition, and maintenance of the basic
one-way street system.
It is estimated by the Spokane Traffic Engineer that a 2 mph
increase in average speeds will result.
This will not apply to the freeway,
of course, and will apply only to a portion of the intersections within
grid 4.
III-5
-------
The 79 intersections are slightly over half of the total
intersections, but comprise some 90 percent of the high volume intersec-
tions.
Depending on the effectiveness of the signal system in terms of
this coverage, the reduction in emissions expected could be from 3.7 percent
to 6.2 percent.
2. Transit Improvements
Spokane's transit improvement program includes acquisition of
private systems, new rolling stock, and service improvements.
The report
Transit Development Program for Spokane, Alan M. Voorhees and Associates,
May 1970, conservatively projects no increase in patronage by 1980 while
pointing out that service improvements and a vigorous public information
program could achieve some gains.
The improvement program also includes six satellite parking
locations of some 350 spaces each by 1977.
Experience with the Blue Streak
express park-ride in Seattle has shown that express park-ride service can
succeed if transit speed is high and cost low in comparison to downtown
parking.
Downtown cordon counts and transit counts indicate about a
14 percent mode split at present in the morning peak period.
Full use of
the proposed 2,100 satellite spaces by 1977 would increase mode split in
the morning peak to 27 percent.
111-6
-------
Using modal split curves developed in Seattle for Blue Streak
it is indicated that a mode split of 21 percent might be achieved under the
following conditions of express service:
(1)
15 mph average express bus speed
(2)
(3)
10-minute headways
$0.25 fare.
If these (or closely similar) conditions occur, then it is
also likely that the balance of the satellite parking will be used off-peak.
If so, vehicle travel to downtown Spokane could be reduced 4.8 percent, with
a total reduction in downtown vehicle miles (and emissions) of 2.3 percent.
3.
Incentive Retrofit Programs
The retrofit program for heavy-duty fleet vehicles has been
suggested by the Department of Ecology and was acceptable for City Officials
hopefully as an incentive-type program.
A 58 percent reduction in carbon monoxide emissions from light
*
duty vehicles is cited by EPA for an uair bleed to intake manifold" 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 by 1977.
For Spokane, heavy-duty gasoline vehicles are estimated as 7.3 percent of
vehicle miles, producing 16 percent of the carbon monoxide emissions.
Assum-
ing an identical effect on heavy duty vehicles, the potential impact could be:
*Control
grams, Mobile
1972.
Strategies for In-Use Vehicles, Office of Air and Water Pro-
Source Pollution Control Program, Washington, D.C., November
UI-7
-------
(0.16 emissions)(0.58 reduction)(0.50 uncontrolled) = 0.047 ~ 5 percent
If only fleet vehic1es are regulated (about 9 percent of all
trucks are in fleets) of 10 or more the potential reduction could be as
low as 0.5 percent.
Advantages of such a program could be its ease of administra-
tion 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 by EPA, and its
acceptance as a strategy requires justification.
4.
Gaseous Conversion
Present legislation in Washington provides a tax incentive
for conversion of vehicles to LNG or 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 for each class,
overall reductions could be:
(1)
(2 )
(3)
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
5.
Second-Level Sidewalks
A plan for second floor sidewalks is now being implemented
in the core of downtown Spokane
along Main
Avenue.
These pedestrian
separations could reduce pedestrian-vehicle conflict and further enhance
*
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.
1II-8
-------
traffic flow.
Although it is difficult to gauge the impact of such a pro-
ject,
relatively few turning vehicles would be affected and relatively
few of the downtown intersections would be involved.
Nevertheless, an
emissions reduction of 0.4 percent can be calculated under the assumption
that a 20-second delay is eliminated from a quarter-mile trip.
6.
Contingency Strategies
Several other strategies (or elements of strategies) are
listed for evaluation in Table 111-2.
These are less sure than previously
discussed items, since they depend on possibilities that mayor may not
occur in the future.
Fringe Parking
7,000 spaces are planned for Expo'74 in two
sites north of the Spokane River and reasonably close to downtown.
They
are on railroad property, and cannot be counted for 1977 use.
Nevertheless,
7,000 spaces with low parking cost (or, better yet, none) plus quick transit
access to downtown could reduce 8-hour vehicle miles on the order of 14
percent if fully utilized by at least one vehicle per space daily.
Such utilization, however, could require that 40 percent of
the travel to and from the north be captured by fringe parking - which
appears to be unrealistic.
Assuming 10-minute headways for the downtown access link,
and no parking cost, the mode split could probably range from 7 percent
Using the lower figure, overall reduction in downtown
to 24 percent.
vehicle miles could be on the order of 2.7 percent.
111-9
-------
Driver Advisories -
Some sort of driver information system
to guide visitors to Expo '74 parking may be developed.
If so, there may be
carry-over applicable to reducing the downtown "search for parking" circula-
tion 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 a changeable message sign system and a 20 percent share of downtown
traffic affected, a reduction in total downtown 8-hour vehicle miles of
0.7 percent is estimated.
Car Pools - This technique is one that is frequently mentioned
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 program
is 1.7 persons per car aver?ge.
Based on 1965 survey trip purpose distribu-
tion to downtown, persent occupancy is about 1.6.
Therefore, a realistic
estimate of maximum effectiveness of a car pool program is a reduction of
vehicle miles of 1.9 percent.
A car pool program could be approached from several standpoints.
Incentives are important in terms of preferred parking location and access
to any reserved lanes (such as exclusive bus lanes on streets, freeways, or
ramps).
The latter approach does not appear to be significant by 1977 in
Spokane.
Publicity is another factor, along with a "matching" service
to locate travellers with close-by origins and destinations.
III-10
-------
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 bases.
Initial implementation on a large-scale could
be with governmental 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 produce
a maximum reduction in vehicle miles of 3.7 percent.
Loading Control - Control of curb loading zones could have
benefits by eliminating interferences with traffic flow and shifting truck
vehicle miles to more favorable time periods.
If loading zone use were
allowed only outside of daytime traffic hours, truck emissions (16 percent
of the 8-hour total) could be shifted away from the critical 8-hour period.
This would achieve a maximum reduction in emissions of 7.5 percent.
Such a policy, with its impact on the operations 6f downtown
establishments, would become attractive only in combination with needs from
other standpoints such as capacity deficiencies.
Discourage Use of Older Vehicles - This strategy could be
directed towards an incentive program to remove older,non-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 automobiles.
III-ll
-------
Such a program would undoubtedly have to be approached on a
Statewide basis, or at least through State legislation.
Financing such a
program might be done by increasing user taxes on new vehicles.
An addi-
tional 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.
7.
Summary and Impact
The strategies discussed above are ranked in Table 111-3
based on the combination of reduction in emissions provided and the po-
tential for implementation.
The impact of each strategy is listed under
several categories.
Because of its high potential for reducing emissions, the
exclusion of older model vehicles from the CBD has been included in
Table 111-3, even though such a strategy is viewed as discriminatory
by the various state and local agencies.
Its potential has been
evaluated in the following section.
Its use is suggested if an in-
centive program to discourage the use of older vehicles fails.
111-12
-------
H
H
H
I
.....
W
TABLE III-)
SU*AJD' A1m EVALUATION OF STRATEGIES FOR REDUCTION OF CO EMISSIONS
1818810a IMPACT
leductl~ ~!"'fttatioa
!IauIt Strat80' (f... 1977) PotenUal Coot Political Ec:ODOIIic In.titutiooal Legel Soc 181 TechDieal
1 IIIpl~t C~ 13.7 to 6.n "tab Fuaded Favorable to Wa.io!D ~.
puter-cODtrol1.ad t toa .., be
51p81 ayet.. .bort tam
2 Coot iDu8 to 18- .31. H1ab Funded Favorable U.ually . de- Public owner- Highly favor-
pl--."t trandt ma.. ficLt activity aUp accga. .sbl. to low
j"",.........,.u. plbbed. 1- &rou,..
3 Retrofit heavy 0.51 Kod:aratl Low unit Should be an Slll811 ideuti. LeIUlation Air blMd to b..
duty fl..t COlt incentive fied group for required, t.eb 8mUol'
"hie 1.. proar-. adm1nbtratlon. .tatewlda or 48T1c. nat18ble.
specific ar...
4 1JIp1e!8Dt aecoad 10.41 H1ab ?d.vata Fevorab18 blprove dO'ilQ'" City ,1... c-
level dd8A.1.b ConQtruc" Imap tow 8atheticl. eour418, dlwlop-
ill. dOVDtova. Hon. OO11t.
5 Icooc81c aue0u8 Favorable S:ull. Ideut1f18d Present leg18- Fu81 b.s.ndl1aa.
cOQwrdoa fleet .image for group for adainb- tattoo. 8.I.t be 8C188 -1aten8DC8
vehicl..: gOV1lrmDBDt traUon. e.ztwded p..t proble-..
L1&bt duty ~.7 to 2.n lbderau High tmit vehie 18 CODV. 1975.' Potsnt1al abort...
....,. duty 1.11 coat. .hould COD- of n.atural 8&8.
tinue inc:en-
ti" progrm.
6 hclu.dou of p to 20% l.gw'to Low Unf8vora.ble May divert ~c=e Add, to adminia- Leaielat1011 !Discr181r:18tory Requin. 8tl.forc~t.
pre"'cClD.trolled lZIOdente budne.. fI'Oll traUn burd8U. required.
"hie 18. downtOVD
7 Support pt'Olr- to 20t Low to 81gb Probebly t'8- Md, to .tat. IAShbtion Should iaprv\T8 hqulr.. t~l.
to dUcOQr... 80derata fluh'.. Us adainhtnt:iv8 rGquirad. 8Obi11ty for 10'8' d hpoeal 8UJUI.
OWD8nbip of old. In cr...... burden. Itatnid. or iucCDe lr0up8.
pn~aatrolled Anist witb specific ar...
veh1c:1ea. beautification
8 Cout1n&eaciea: to 2.71 Low 81.b eon,lderabl. Favorable to Land OWD8rahip ould aho Pot8ntbl vahicla
FriDa- 'aniAI COlt. could dCNlltowu ,""Y be . pro- .arva bpo ace... probl_.
be lnvolv8d. 'bI.... hdliti.. Tr.-dt link to
dowot08D. required.
Dr!wr Ad.b- D to o.n Low Moderata Favorable to r8cbnolOSJ of ....
or1oo. to Low dOWD.tOWD. v8I1c8d .,..t- ..,.
require devalos-at.
Car Pooh ~ to 1.91 Low Low "quina ravonh18 A.tt~tud.. 8J.t
incentive b4~bal1l8d Iid.r ""tcht.aa"
prosr- required.
'-- "-Y' to 3.71 Low Low x., not - b4- popu... ~bor 1... ...,- p.m... lif.
lar without lODJ "ob.t.cl... tyl...
....t.8Dd pot.cUal.
laqui1'8' attitud.
chana...
Loodba to 7.51 J.oor Low Probabl. May add to "quire. bu.Ia... Local Leab-
bu.8tn... bu.1u.. co.t. op8r8Uoaa cbaua" latiOlll n-
",,1red.
-.
-------
IV.
SELECTION OF TRANSPORTATION CONTROLS AND ESTIMATE OF AIR QUALITY IMPACT
Strategies I, 2, and 4 in Table 111-3 produce 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-I.
These estimates were used to calculate 1977 emissions and
the emissions were converted to CO concentrations by the proportional model
discussed in Section II-D.
The results are shown in Table IV-2.
These estimates indicate that a further reduction of 466 kg/8 hr/mi2
will be required to meet the 8-hour standard.
Judged by their potential for
for implementation (see Table 111-2), the next two strategies for selection
are retrofit heavy duty fleet vehicles, with an estimated yield of 24 kg/
8 hr/mi2 (0.005 x 4751) and the gaseous conversion of fleet vehicles.
The
estimated yield for conversion of light duty fleets of 10 or more plus all
government light duty vehicles is 105 kg/8 hr/mi2 (0.022 x 4751).
These
two strategies together provide approximately 28 percent of the 466 kg/8 hr/mi2
reduction required.
Thus, further substantial reductions are needed.
Table IV-3 gives the expected 1977 emissions after the application of
Strategies I, 2, and 3, and provides a convenient means of evaluating
strategies that affect selected years or vehicle types, such as the exclu-
sion of pre-controlled vehicles from the CBD.
For example, Table IV-3
shows that pre-controlled light duty vehicles (pre-1968 models) contribute
914 kg/8 hr/mi2, and pre-controlled heavy duty vehicles (pre-1970 models)
contribute 190 kg/8 hr/mi2. Presumably, a policy of vehicular exclusion
IV-l
-------
TABLE IV-1
VEHICLE MILES TRAVELED IN 1977 FOR SELECTED STRATEGIES
.
Average 8-hour VMT
Speed Without Strategie$
(mph) Strategies 1 1 + 2 1 + 2 + 3
60 15,434 15,434 15,079 15,079
22 ° 35,150 34,342 34,422
20 39,210 55,060 53,794 53,794
18 56,911 5,911 5,775 5,695
15 1,948 1,948 1,903 1,903
Total 113,503 113,503 110,893 110,893
IV-2
-------
TABLE IV-2
IMPACT OF SELECTED STRATEGIES ON AIR QUALITY IN 1977
H
<
I
W
WITH STRATEGIES
Without 1 & 2 & 3
Allowable Strategies 1 1 & 2 1 & 2 & 3 IExc1u- Retro-
sion fit
-~---~.~~C~--- ~~-._~_.~- r-----
Vehicular Emissions 3885 4751 4454 4352 4351 (3543 3783*
(kg/8 hr/mi2
8-Hr CO Cone. 9.0 10.9 10.3 10.0 10.0 < 8.2 8.8
(ppm)
-
Key to Strategies
(1)
(2)
(3)
Computer controlled signal system.
Transit improvement.
Pedestrian separations
* Example calculation based on an "air bleed to intake manifold" on pre-1968
models.
-------
TABLE IV-3
1977 CO EMISSIONS IN THE SPOKANE CBD BY
MODEL YEAR AND VEHICLE TYPE
Model Year
Emissions (kg/8 hr/mi2)
Light Duty Heavy Duty
1965 and earlier
1966
355 97
229 15
330 17
354 26
583 35
409 52
522 60
228 81
259 87
250 52
42 60
36 77
15 41
1 1
3613 701
1967
1968
1969
1970
1971
1972
1973
1974
1975
1976
1977
1978
Total
IV-4
-------
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
(228 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
580 kg/8 hr/mi2.
Thus, the total decrease accomplished by the exclusion
of light duty vehicles is 808 kg/8 hr/mi2.
If pre-1970 heavy duty vehicles
are also excluded from the CBD, it is estimated that the total reduction
of 866 kg/8 hr/mi2 required from the "no strategy" level will be exceeded.
The effects of various retrofit programs can also be estimated from
Table IV-3. For example, the 914 kg/8 hr/mi2 contributed by pre-1968 light
duty vehicles could be reduced by 568 kg/8 hr/mi2 by the use of "air bleed
to intake manifold" devices (assuming a 10 percent adjustment to a main-
tained baseline, and a 58 percent reduction* due to the retrofit device).
Thus, the reduction that would be accomplished by the use of this strategy
appears to be more than adequate to meet the requirements after the use of
Strategies 1, 2, and 3.
It has not be included in Table 111-3 because the
general use of retrofit systems and the establishment of the requisite in-
spection and maintenance facilities was not looked upon with favor by the
various concerned agencies.
Its effect on air quality, however, has been
included in Table IV-2.
* See Control Strategies for In-Use Vehicles for percent reductions expected
from retrofit devices.
IV-5
-------
It is significant to note that, with the principal exception of the
downtown signal system, the proposed strategies will lead to reduced area-
wide emissions, and that their favorable impact on air quality will not be
limited to the CBD.
IV-6
-------
V.
OBSTACLES TO IMPLEMENTATION OF SELECTED CONTROLS
For the Spokane area, the strategies ranked high are those that
have the fewest obstacles to implementation.
Because the air quality
problem is relatively small by 1977, and is solved by 1979 by the Motor
Vehicle Control Program, attention was directed first to strategies that
are part of on-going programs already active to achieve other goals.
However, the use of additional strategies has been found necessary.
A.
INSTITUTIONAL OBSTACLES
No significant institutional obstacles are identified for the top
five ranked strategies.
The largest obstacles from an institutional
standpoint affecting the lessor strategies are:
(1)
Opposition of downtown business to any curb loading controls.
A definite need from many standpoints in addition to air
quality improvement must be shown.
(2)
Possible opposition from downtown business to a staggered days
program due to employee admi~istrative problems and possible
changes in business operations.
(3)
Present traveller negative attitudes towards car-pools are a
major impediment to this program.
(4)
A staggered days program will require drastic modification of
life styles that may be difficult or impossible to achieve.
V-I
-------
B.
LEGAL OBSTACLES
Strategies of retrofit, gaseous conversion, reduced ownership
of older cars and the exclusion of uncontrolled vehicles from the cno
will require legislation at the City and State level.
A tax incentive
program for gaseous conversion presently exists but must be extended be-
yond 1975.
Similar programs would be suitable for retrofit, but manda-
tory legislation would undoubtedly face severe opposition.
Programs to provide a l~ounty" for discontinuing use of older, pre-
controlled automobiles are likely to require equally unpopular tax increases
to support the program.
C.
ECONOMIC OBSTACLES
The cost of a downtown computer signal system are high compared to
other traffic controls.
Certainly the cost of transit rolling stock, land
and equipment, and parking is high.
However, fund resources are already
available for the activities.
Transit operation is usually a deficit acti-
vity, but is funded because of over-riding benefits from other than air
quality improvement.
The high unit cost discourages gaseous conversion by vehicle owners.
The contrary situation applies to a I~ounty" program on older cars.
The
owner benefits, but the high cost of the program is an obstacle from the
State point of view.
V-2
-------
High costs may also be associated with fringe parking.
Federal grant programs are available, and some portion of the development
However,
costs could be 'a part of Expo'74 expenses.
The cost of administering a program to exclude all pre-1968
vehicles from the CBD would be limited principally to enforcement costs.
The administration of a partially restrictive program based on the in-
stallation of retrofit systems and periodic inspections would require
the start-up and operation of inspection stations since the State of
Washington does not currently have a vehicle inspection law.
From a
social-economic standpoint, such a program would be regressive, placing
a burden on those least able to pay.
D.
TECHNICAL OBSTACLES
Few, if any, technical obstacles exist to top-ranked strategies.
The maintenance, fuel handling, and fuel supply problems of gaseous con-
version are well-known.
The "bounty" program for older vehicles presents
administrative and financial problems, but also brings up obstacles in terms
of disposal of surplus older vehicles.
Technology is available, but perhaps
not in the quantity needed.
Fringe parking, if implemented, could create problems of providing
adequate street access capacity.
Also, the transit link to downtown is a
question:
What type of vehicle?
What routing?
Lastly, any driver advisory program that involves changeable message
signing, possibly with some sort of master computer control, would require
research and (possibly) development of hardware.
V-3
-------
VI.
SURVEILLANCE REVIEW PROCESS
The surveillance review process, by which the success of the Federal
Motor Vehicle Control Program and any transportation control measures that
may be implemented is to be judged, should be carried out on three levels.
These are:
(1)
(2)
Review progress in implementing the selected control measures.
Monitor the impact of the control measures on traffic parameters.
(3)
Monitor the air quality.
Each of these areas of surveillance is discussed briefly below.
A.
CHECK IMPLEMENTATION PROGRESS
The three strategies selected for initial implementation are:
.
A computer controlled signal system
.
Transit improvement
.
Second level sidewalks (pedestrian separation)
These are existing programs in the early phases of development, and their
surveillance involves periodic checks on progress.
The next three strate-
gies for possible implementation are:
.
Retrofit heavy duty fleet vehicles
.
Gaseous conversion of fleet vehicles
.
Discourage or prohibit the use of uncontrolled vehicles
To be effective, these strategies would need to be approached through
state 1egis1a~ion.
VI-1
-------
Table VI-1 summarizes surveillance activities by year for the
seven top-ranked strategies.
B.
MONITOR TRAFFIC PARAMETERS
The two basic traffic par~meters to be monitored to verify the
success of the federal program and of any transportation control strategy
are:
.
Traffic volume
.
Average operating speeds
A systematic method of calculating VMT by vehicle type and speed for the
CBD should be employed throughout the critical period.
The 1971 and 1977
VMT's presented earlier in this report for the CBD may be used as reference
points in judging the success of the programs.
For convenience, they are
repeated here in Table VI-2.
C.
MONITOR AIR QUALITY
Ultimately, the success of the program to reduce ambient CO con-
centrations to acceptable levels must be judged by air quality measurements.
The three curves in Figure VI-1 show the decrease in CO concentration ex-
pected
from 1970 through 1977 at the Municipal Building as a result of:
No strategies
Strategies 1, 2, and 3 (Signal system. Transit improvement,
and pedestrian separation)
Strategies 1, 2, and 3 plus the exclusion of pre-controlled
vehicles from the CBD.
Because of year-to-year variations in meteorological and other controlling
factors, actual observations are expected to show considerable scatter
about the predicted curves.
No attempt has been made to account for short-
term effects of Expo '74.
VI-2
-------
<:
.....
I
'-'
TABLE VI-1
SURVI!ILI.VfCB REVill! PROCESS
Raolt Strat8U 1973 1974 1975 1976 1977
1 lIIpt.e.ent c08puter Check conatruction Monltor 8tatue of fir8t Monitor atatU8 of com- Check progre.. of evalua
controlled .lanai .'8tell progrell 37 interaectiOlUl p!ete 79 intersect ion t 100 of reaulu
syetem
2 Coot iDue to ~l.e8eDt Monitor atatus of firat Monitor statue of two
tran.lt ~roar- four 8atellite parking additional .8tellite
lot8 loti
3 R.etrofit heavy duty Check progress: Monitor IDt'lementation Monitor implementation Monitor ~le:_at.tiOD ~oa1tor ~l.e8eo,.t1oa
fleet vehicle. .) Development of progress progrC:~:J progre.s IProgre..
legislation
b) Enacta:ent
c) Development of admln-
htrative regulations
d) Development of imple-
8entation programs
4 bple.eut 8eCood level Check progress: SaIDe 88 1973 Same 88 1973 Same 88 1973 Sa. a. 1973
aidevallr.8 in downtown .) Construction underway
b) City planning for
next phasea
c) Construction. permits
1aaued
5 EDcouraae 888e0Wl COD.- lIoo.itor success of COD.- Monitor success of Check progress: Monitor progra. Sa. a. 1976
verat.. of fleets version program. conversion program a) Developuent of legh-
Check. progreu of pro- Check progreu of lation extending
8)t1on program. promotion progr- incentive program
b) Enactment
Monitor auccess of con-
vel's ion program and
promotional activities
6 hclual00 of pre Check progress: Monitor enforcement Monitor enforcement Monitor enfO'l'ce8eDt Monitor entorce8l'D.t
cODtrolled wblclea a) Develop.nt of legh- procedure. procedures procedure. Drocedure.
latlon
b) lDec bien t
c) Develop.eDt of admin-
tstr.tlve regulation.
7 Prosr- to di8cour.e Check prosre..: Monitor implementation Monitor implementation Monitor I8pI_ntati,on lIoo1
-------
TABLE VI-2
*
1971 AND 1977 MAXIMUM 8-HOUR VMT
(ZONE 4)
VMT
Roadway Average 1971 1977
Type Speed Without Strategies
(mph) Strategies 1, 2, and 3
Freeway 60 8,080 15,434 15,079
Arterial 22 ° 34,422
" 20 37,770 39,210 53,794
" 18 48,230 56,911 5,695
Local 15 1,787 1,948 1,903
Total 95,867 113,503 110,893
*
The maximum 8-hour VMT is estimated to be 50.5 percent of the daily VMT.
VI-4
-------
24
22
20
18
E
Q. 16
Q.
z 14
o
i=
« 12
0:
~
z 10
IJJ
U
Z
0 8
u
o 6
u
4
2
I
I
I
I
I
I
I
I
I
I
I
';> I
" I
~~
- NATIOOAL~TA~~AR~~/.-t=-~~ ~-
STRATEGIES 1,2,3 I ~
PLUS VEHICLE EXCLUSION I
I
1
I
NO STRATEGY
STRATEGIES I. 2, 3
o
1970
74 75
YEAR
76
72
73
77
78
71
79
Figure VI-l.
Projected 8-hour CO concentrations in Spokane CBD
based on 1971 data.
VI-5
-------
APPEND IX A
1971 AND 1977 VEHICLE MILES OF TRAVEL
-------
APPEND IX A
VEHICLE MILES OF TRAVEL (VMT)
The data contained in the following tables was provided as input
to the emissions model.
Total district VMT was estimated by facility
type as described in Chapter II-C of the text.
VMT by vehicle type was
factored, as described in the text.
It should be noted that the estimates
for heavy duty vehicles (trucks) and diesel vehicles (non-gasoline) are
based on regional and area factors, as real data for this level of detail
is not available.
These figures provide the best estimates of re~ional
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 SDokane
Year 1971
Time Period
Pp~k J-1nl1T"
VMT
Facility Avg Speed Area
District Type (mph) LD HD Diesel (sq. mi.)
1 Freeway 0 0 0
Arterial 20 4,914 394 92
Collector -- -- - -
Local 15 860 69 16
TOTAL 5,774 463 108 1
2 Freeway 0 0 0
Arte rial 20 6,425 515 120
Collector -- -- - -
Local 15 737 59 14
TOTAL 7,162 574 134 1
3 Freeway 0 0 0
Arterial 20 3,331 267 62
Collector -- - - --
Local 15 573 46 11
TOTAL 3,904 313 73 1
4 Freeway 50 1,210 97 23
Arterial 18-20 12,867 1,032 240
Collector - - -- - -
Local 15 282 23 5
TOTAL 14,359 1, 152 268 1
5 Freeway 0 0 0
Arterial 20 5,305 426 99
Collector -- - - - -
Lo c al 15 360 29 7
TOTAL 5,665 455 106 1
6 Freeway 50 2,321 186 43
Arte rial 20-25 2,284 1$3 43
Collector -- - - - -
Loc al 15 593 48 11
TOTAL 5, 198 417 97 1
A-2
-------
Spokane - 1971 - Peak Hour
VMT
Facility Avg Speed Area
District Type (mph) LD HD Diesel (sq. mi.)
Freeway VMT
Arterial Total
Collector TOTAL TOTAL TOTAL For All
Vehicle
Loc al Type s
TOTAL 42,062 3,374 786 46,222
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Lo c al
TOTAL
Freeway
Arterial
Collector
Local
TO TA L
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Loc al
TOTAL
A -3
-------
Vehicle Miles of Travel (VMT)
Metropolitan Area Spokane
Year
1971
Time Period 12-Hour
VMT
Facility Avg Speed Area
District Type (mph) LD HD Diesel (sq. mi.)
1 Freeway 0 0 0
Arte rial 25 42,871 3,438 803
Collector -- --
Lo c al 15 7,503 602 140
TOTAL 50,.374 4,040 9'48 1
2 Freeway 0 0 0
Arte rial 25 56,053 4,493 1,047
Collector - - -- --
Local 15 6;430 515 122
TOTAL 62,483 .~,.00.8 1, 169 1
3 Freeway 0 0 0
Arterial 25 29,061 2,329 541
Collector -- - - --
Local 15 4,999 4.01 96
TOTAL 34;060 2,739 637 1
4 Freeway 60 10, 557 846 201
Arterial 18-20 112,254 9,004 2,094
Collector -- -- --
Lo c al 15 2,460 20) 4:3
.-
TOTAL 125,271 10,051 2,338 1
5 Freeway ° ° °
Arterial 25 46,282 3,716 864
Collector -- - - --
Lo c al 15 3.141 253 61
-
TOTAL 49,423 ' 3,969 925 1
6 Freeway 60 20,249 1, 622 375
Arterial 25-30 19, 926 1,596 375
Collector - - - - --
Loc al 15 5, 174 418 96
..
TOTAL 45, 349', 3,636 846 1
A-4
-------
Spokane - 1971 - 12-Hour
VMT
Facility Avg Speed Area
District Type (mph) LD HD Dies el (sq. mi.)
Freeway VMT
Arterial Total
Collector TOTA L TOTAL TOT A L For All
Vehicle
Lo c al Types
TOTAL 366.960 29 434 6 858 403 252
Freeway
Arterial
Collector
Lo c al
TOTAL
Freeway
Arterial
Collector
Loc a1
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Loc al
TOTAL
A-5
-------
Vehicle Miles of Travel (VMT)
Metropolitan Area Spokane
Year 1971
Time Period 24-Hour
VMT
Facility Avg Speed Area
District Type (mph) LD HD Diesel (sq. mi.)
1 Freeway 0 0 0
Arterial 25 59,214 4,748 1, 109
Collector - - -- --
Local 15 10,363 831 193
TOTAL 69,577 5,579 1,302 1
2 Freeway 0 0 0
Arte rial 25 77,421 6,206 1,446
Collector - - -- --
Local 15 8,881 711 169
TOTAL 86,302 6,917 1,615 1
3 Freeway 0 0 0
Arterial 25 40,139 3,217 747
Collector - - - - --
Loc al 15 6,905 554 133
TOTAL 47,044 3,771 880 1
4 Freeway 60 14,581 1, 169 277
Arterial 18-20 155,047 12,436 2,892
Collector -- - - --
Loc al 15 3,398 277 60
TOTAL 173,026 13,882 3,229 1
5 Freeway 0 0 0
Arterial 25 63,925 5, 133 1,193
Collector -- -- --
Local 15 4,338 349 84
TOTAL 68,263 5,482 1,277 1
6 Freeway 60 27,968 2,241 518
Arterial 25-30 27,522 2,205 518
Collector -- - - --
Loc al 15 7,146 578 133
TOTAL 62,636 5,024 1,169 1
A-6
-------
Spokane - 1971 - 24-Hour
VMT
Facility Avg Speed Area
District Type (mph) LD HD Diesel (sq. mi.)
Freeway VMT
A rteria1 Total
TOTAL TOTA L TOTAL For All
Collector Vehicles
Loc al Types
TOTAL 506,848 40,655 9,472 556,975
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TO TA L
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
A-7
o
-------
Vehicle Miles of Travel (VMT)
Metropolitan Area Spokane
Year 1977
Time Period Peak Hour
VMT
Facility Avg Speed Area
District Type (mph) LD HD Diesel (sq. mi.)
1 Freeway 0 0 0
Arterial 20 5,546 445 104
Collector - - -- --
Lo c al 15 920 74 17
TOTAL 6,466 519 121 1
2 Freeway 0 0 0
Arterial 20 7,067 567 132
Collector - - -- --
Local 15 782 63 15
TOTAL 7,849 630 147 1
3 Freeway 0 0 0
Arterial 20 3,746 301 70
Collector - - - - --
Local 15 619 50 12
TOTAL 4,365 351 82 1
4 Freeway 50 2,309 185 43
Arterial 18-20 14,379 1, 153 269
Collector - - - - - -
Lo c al 15 308 25 6
TOTAL 16,996 1,363 318 1
5 Freeway 0 0 0
Arterial 20 4,301 345 80
Collector - - - -
Local 15 393 32 7
TO TAL 4,694 377 87 1
6 Freeway 50 2,898 233 54
Arte rial 20-25 2,680 215 50
Collector - - - - --
Local 15 647 52 12
TOTAL 6,225 500 116 1
A -8
-------
Spokme - 1977 - Peak Hour
VMT
Facility Avg Speed Area
District Type (mph) LD HD Diesel (sq. mi.)
Freeway VMT
Arterial Total
Collector TOTAL TOTAL TOTAL For All
Vehicle
Local Types
TOTAL 46,595 3,740 871 51,206
Freeway
Arterial
Collector
Loc al
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Loc a1
TOTAL
Freeway
Arterial
Collector
Local
TO TA L
Freeway
Arterial
Collector
, Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
A-9
-------
Vehicle Miles of Travel (VMT)
Metropolitan Area Spokane
Year 1977
Time Period
12-Hour
VMT
Facility Avg Speed Area
District Type (mph) LD HD Diesel (sq. mi.)
1 Freeway 0 0 0
Arterial 25 48,384 3,882 907
Collector -- - - - -
Local 15 8,026 646 148
TOTAL 56,410 4,528 1,055 1
2 Freeway 0 0 0
Arterial 25 61,654 4,947 1,152
Collector - - - - - -
Loc al 15 6,822 550 131
TOTAL 68,476 5,497 1,283 1
3 Freeway 0 0 0
Arterial 25 32,681 2,626 611
Collector -- - - - -
Local 15 5,400 436 105
TOTAL 38,081 3,062 716 1
4 Freeway 60 20, 144 1,614 375
Arterial 18-20 125,445 10,059 2,347
Collector -- - - - -
Local 15 2,687 218 52
TOTAL 148,276 11,891 2,774 1
5 Freeway 0 0 0
Arterial 25 37,523 3,010 &98
Collector -- - - --
Lo c al 15 3,429 279 61
TOTAL 40,952 3,289 759 1
6 Freeway 60 25,283 2,033 471
Arterial 25-30 23,381 1,876 436
Collector - - - - - -
Local 15 5,645 454 105
TOTAL 54,309 4,363 1,012 1
A-10
-------
Spokane
1977
12-Hour
VMT
Facility Avg Speed Area
District Type (mph) LD HD Diesel (sq. mi.)
Freeway VMT
Arterial Total
Collector TOTAL TOTAL TOTAL For All
Vehicle
Local Types
TOTAL 406,504 32,.630- 7,599 446, 733
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
A-ll
-------
Vehicle Miles of Travel (VMT)
Metropolitan Area Spokane
Year
Time Pe riod
1977
24-Hour
VMT
Facility Avg Speed Area
District Type (mph) LD HD Diesel (sq. mi.)
1 Freeway 0 0 0
Arterial 25 66,829 5,362 1,253
Collector -- -- - -
Local 15 11,086 892 205
TOTAL 77,915 6,254 1,458 1
2 Freeway 0 0 0
Arte rial 25 85, 157 6,832 1,591
Collector - - - - --
Local 15 9,423 759 181
TOTAL 94,580 7,591 1,772 1
3 Freeway 0 0 0
Arte rial 25 45,139 3,627 844
Collector - - - - --
Local 15 7,459 603 145
TOTAL 52_~ 598 4,230 989 1
4 Freeway 60 27,823 2,229 518
Arterial 18-20 173,267 13,894 3,241
Collector - - - - - -
Loc al 15 3,711 301 72
TOTAL 204,801 16,424 3,831 1
5 Freeway 0 0 0
Arterial 25 51,827 4,157 964
Collector - - - - - -
Lo c al 15 4,736 386 84
TOTAL 56,563 4,543 1,048 1
6 Freeway 60 34,921 2,808 651
Arterial 25-30 32,294 2,591 603
Collector - - - - - -
Local 15 7,796 627 144
TO TAL 75,011 6,026 1,398 1
A-12
-------
Spokane -
1977 - 24-Hour
VMT
Facility Avg Speed Area
District Type (mph) LD HD Diesel (sq. mi.)
Freeway VMT
Arterial Total
Collector TOT A L TOTAL TOT A L For All
Vehicle
Loc al Types
TOTAL 561,468 45,068 10,496 617,032
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Loc al
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
Freeway
Arterial
Collector
Local
TOTAL
A -13
-------
APPENDIX B
TABULATIONS OF VEHICULAR EMISSIONS
-------
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 emis-
sions for each zone which were presented in the body of the report.
1971
and 1977 CO emissions for the six zones are given on page B-2; corresponding
hydrocarbon emission data are given on page B-3.
CO emissions for Zone 4
(CBD) for years 1970, 1972, 1973, 1974, 1975, 1976, 1978, and 1979 are
given on pages B-4 through B-6.
1977 CO emissions for Zone 4 under three
strategy combinations are given on page B-7.
B-1
-------
l.ITY OF SPOKANe
~CAlENOARYEAR n I'Hi-'
REGION NO.
2
'P'OLIXITANT SPEC I E S-~I S~tARBOI'rMONOXIO~
loIODi: l YE ARS CbNsID~lITI)TSt:~ROMlci59~T0T912-
l~~GTH OF TIME PERIOD ~IS-
~8 ~HOUR S
VEllIClE
CATEGORY - -LIGHT DUTY tfEA~iiYDUT y- OTHE-If IOI~
0101<' AREA UIISSlUNS EMI~SIO~ EMI SSIONS EMISSION EMISsloNS EMISSION EMISSliJNS-~ EMBSToN-
NO. DENSITY DE:NSITY DENSITY DENSITY
eSQ.MII (KStoll (K\;,'1/SI,).MI I eKGMI (KGM/SQ.IH I (KGHI IKGM/SO~-Mn (KGH) (KG~l
1 1 . OC' 0 2443.63 2443.63 298.09 290.09 12.76 12.76 2754.47 2754.47
2 1.000 3091.64 3091.64 377 .10 377 .1 0 16.51 16.51 ~348~ ;-25~ 348S~-
3 1.000 1115.99 1715.99 209.28 209.28 6.98 8.98 1934.25 1934.25
4 1.COO 7040.79 7040.79 857.93 857.93 33.27 33 ~ 2'7 ~7931.:"r8 - 193..-;98-
5 1.000 2406.81 2406.81 293.57 293.)7 13.08 13.08 2713.46 2713.46
t 1.0(0 1663 .~65 1b63.85 202~99 202~99 n~-a- TI:98 1878.82 1878.82
~
I
N
CITY l1F SPOKAN~
CAlEIoIDAR YEAR IS 1977
Kr:Gln;~ NO.
2
~ULLUTANT SPECI"S IS CAR~ON MONOXIDE'
MOD~L YEARS' CU"ISIDERElJ IS -FRUr4-19b5-TU-l~978-
LE"IGTH UF TIME PERIOD IS
. HOURS
VEHICL:
'CATEGORYu
LIGHT DUTY
HEAVY--DOT'f~
~bniER
TOTAL
ZONE
:-40.
A~EA
EMISSIl1NS
(KGMI
EMI SS'ION -E'HY-S-S HiNS 1:iffss-fo/.i-
DENSITY DENSITY
'( KGM/SO~Mn-- -TKGH 1~-fKGH/S~Q--;MT)
(,SO.MI I
(Ia.34 14.13 14.18 1606.04 1606.04
2 1.000 1664.93 1664."8 324~26 ~~4~-26- 18 ~-1 C 1.1r.To- ~ LO-O/~:OS- 2 0 o7~3S-
3 1.000 941.36 941.36 1"2.51 1"2.51 10.04 10.04 1133.90 1133.90
4 1 .000 3956.72 3956.72 755 ;-04 755;04 39-;3-'r 3~9--;)~9~ ~ 4751-; f5 4751;£5'
5 1 . CO C 989.41 Q~9.41 193.00 193.00 10.84 10.84 1193.25 1193.25
-6 l-;OC~O- - 9 "9-;-3~9- 9S9~39- ~2-0~ 203.15 -1~ 14.25 1176. 79 1176. 79
-------
c: (TY OF SPOKANE
CALENDAR YEAR IS 1971
'POLLUTANT SPECIES IS HYDROCARBONS
REG fON NO.
2
~ODEL YEARS CONSIDERED IS FROM 1959 T~ 1972
LENGTH OF TIME PERIOD IS
3 HOURS
_.!~~:~_L!. -
~Ht.~::JKY -
HEAVY DUTY
LIGHT DUTY
OTHER
ZON~
NO.
EMI SSIONS
EMISSION-
DENSITY
(KGH/SQ~HI I
EHISSIONS- He-MISS-IlIN
DENSITY
TKGif/SQ-.HfIIKGMI
EMfsSION
DENSITY
'KGMfu TKGHls~"T)- (KGHf
EMISSIONS
AREA
-, SI:! . M I »
--~--
I 1.000 133.99
2 I.GOG 158~88
3 1.000 87.72
4 1.000 307.97
5 1.000 115.63
- 6 -r;oro ---'f2.47
133 .99
158~88
87.72
307.97
115.63
-92.47--
20.92
24.97'
13 .81
48.32
18.01
--~4.-1Z--
20.92
24.97
13.81
48.32
IJ.OI
-}it. 1 :!---
0.72
o.PO
0.44
1.57
0.63
-0. 51!"'-
0.72
,- --O.PO
0.44
1.-57
0.63
0.58
td
I
U>
CITY OF SPOKANE
CALENDAR YEAR IS 1977
POLLUTANT SPECIE S IS flYOROCARtlONS
REGION NO.
2
MODEL YEARS-CONSIDERED-IS FROM 19o!> To-19-n
~- ---~~~
I "NGTH OF TIME PEKIOD IS
3 flOURS
VEHICLE
~~Tc-GDRY -
- --- -'-HEAVY OUTY----
LI GHT DUTY
OTHER
ZONE AUA EMISSIONS EMISSION ['ISSIONS E"'ISSION EMISSIONS ~IIISSION
NO, - -- DENSITY DENSITY DENSITY
I SC.I1I1 - -'KGHI IKGII/S?HII I'tGIII (KGH/~O. 'II I 'K~III (K"II/SO.1I1I
- _u --,
1 1.00C ~0.35 60.35 16.14 16.14 0.8(' 0.80
2 1.:;'00 70.86 70.C6 '18.81 -18.81 o.es 0.88
3 1.000 39.P7 39.~7 10.56 10.56 0.47 0.47
4 1.000 146.43 146 ;43 ---39.0~-39.0-3-----1.PP----l;FP -
5 1.000 39.10 39.10 10.48 10.48 0.52 0.52
-6-- l.ceo 43.69 43.69 11 .99 11.99 0.69 0.69
TOTAL
EIIISSIONS EMISSION
DENSITY
iKGMr-IKGH/SO~
155.62 155.62
-["4-.66---1"4.66
101.96 101.96
, 35i~-87 '--357~8Y
134.27 134.27
107.17 107.17
TOTAL
EMI SSI(}NS E MI SSION
DENSITY
'IKGIO 'IKGM/SO.MIj--
77.30 77.30
90.54 -9'0.54--
50.90 50.90
1 j\ i ~ 34------'n'1~34-
50.10 50.10
56.37 56.37
-------
CITY OF SPOKANE
CALENOAR YEAR IS 1910
POLLUTANT SPECIES IS CARBON MONOXIDE
REGION NO.
-MOOEL YEARS CONSIOEREO IS FROM 1958 TU 1971
LENGTH OF TIME PERIOO IS
~ HOUR 5
VEHICLE
CATEGORY - - . LIGHT OUTY
HEAVY OUTY
. OTHER
--TUTj\[
ZONE ARE 1\ ~MISSIONS EMISSION EMISSIONS EMISS ION EMISSIONS EMISS ION EMISSIONS EMISSION
NO. OENSITY OENS ITY DENSITY DENSITY
I SO.MII IKGMI IKGM/SO.MI) IKGMI IKGM/SO.MI I IKGM) IKGM/SQ.MIJ IKGM) IKGM/SO.MII
1.000 1Z22.29 1222.29 861.39 861.39 32.25 32.25 8115.92 8115.92
CITY OF SPOKANE
CALENDAR YEAR IS 191Z
REGION NO.
POLLUTANT SPECIES IS CARBON MONOXIOE
HOOEL YEARS CONSIDEREO IS FROM 1960 TO 1913
LENGTH OF TIME PERIOO IS
B HOUR S
td
I
~
VEHICLE
CHEGOR Y -
LIGHT OUTY
HEAvY OUTY
OTHER
TOTAL
ZONE AREA EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMI SSION
NO. DENSITY DENS ITY DENS ITY DENSITY
ISO.MII IKGM) IKGM/SO.MI I IKGMI IXGM/SO. MI) IKGMI IKGM/SO.MII IXGMI (f(Gf1'SQ.MTI
1.000 612 1.~B 6121.~B B6~.05 864.05 3~.29 34.2'9 T619.P2 1619.A2
C!TY OF SPOKAN E
CALEO«>AR YEAR IS 1973
POLLUTANT SPECIES IS CARBON MONOXIDe
REGION NO. 2
HODEL YEARS -CONSYOERED IS FROM 1961 TO 1914
LENGTH OF TIME PERIOD I>
. HOUR S
VEHICLE
; ATEGOR Y
LIGHT DUTY
HEAVY DUTY
- OTHER
TOTAL
ZONE ARFA E"ISSIONS EIIJSSION E"I~~ONS E"ISS ION E"ISSIONS EMISSION E"ISS IONS EMISS IOi"
NO. DENSITY DENSITY DENSITY DENSITY
ISQ."JI IXGI
-------
CtTY Of' SPOKANE
-E;IOII NO.
CALEII:IU Y£A1t IS 1974
POLLUTANT SPtCtES tS CAUOIf-lIDNIIXtO£
""OOl YEARS CONHO£REO IS FROIf 19/iZ TO Im--
LENG~ OF TINE PERIIXI IS
e HOUII 5
VEHICLE
CATEG(JIY -
- LIGHT OVTY
HEAVY OUTY- -
lJTRER
-~~
laNE
NO.
AREA ENISSIONS
ISO.NII
IKGN'
ENI S 5 ICfI
DENS ITY
(KGM/SO.MI I
ENISSICflS
(KGM)
EMISS WN
DENSITY
(KGN/SO.,n J
EMT 5 SIONS
(J<:GI
-------
REGION NO.
2
~ALENDAR YEAR IS 1978
POLLUTANT SPECIES IS CARBON MONOXIDE
CITY OF SPOKANE
MODEL YEARS CONSIDERED IS FROM 19&& TO 1979
LENGTH OF TIME PERIOD IS
8 HOURS
VEHICLE
CATEGORY -
LIGHT DUTY
HEAVY DUTY
OTHER
TOTAL
ZONE~REA EHIsSIdNS~ EMISSION EMISSIONS EMISSION EMISSIONS EMISSION EMISSIONS EMISSION
NO. DENSITY DENSITY DENSITY DENSITY
----,TO.MI' IKGHI--c KGMIS o."Mn (KGM' (KGM/SO.MI' (KGH) (KGM/SQ.MI' (KGM' (KGM/SO.HI I
1.000 3297.04 32." I .04 728.91 72B.91 40.09 40 .09 40&&.04 40&&.04
~---~- ---- --
t>I
,
C1'
CITY OF SP(j,fANE
--------
-REGId/rNb~
CALENDAR YEAR IS 1979
POLLUTANT SPECIES IS CARBON MONOXIDE
MOOEL YEARS CONSIDER~S FROH 19&7 TO 19BO
lENGT_H OF TIMEPERIOD IS~OURS--~--
VEHICLE
CATEGORY -
LIGHT DUTY
HEAVY DUTY
OTHER
TOTAL
-i)ilssioNS- EMISSION
DENSITY
-[KGM' - - -(KGH/SQ.MI'
lONE- AREA
ND--"
(SQ~Mff- -IKGin-
EMIS-sib-NS --EMIS-SION
DENSITY
(KGM/SO.HI'
EHISS IONS-EMISSWN-- EHISSIO~HI SSION
DENSITY DENSITY
--fKG'f/SO-~Mn (KGH) (KG-H-/SQ .HII
(KGH,
1.000
273B.57
2738.57
703.05
703.05
40.B4
40. 84_~- __~!!..1!2 ~&
. 3~!I~4f>
-------
CITY OF SPOKANE
REGION NO.
2
CALENDAR YEAR IS 1977
POLLUTANT SPF.CIES IS CARBON MONOXIDE
HOOEl YE.RS-~~NSIDERrD 1$ FROM 1965 TO 1976
-lENGTH UF-TIME PERIUD IS
.8 HOURS
ZCB 4
VEHICLE
-CATE(;ORY LfGHT DUTY HeAVY DUTY UTHER TOTAL
fttiDIIGT ARt:A tMISSION~ EIU S:; ION ,,'11~~IONS :14I:;SIO/>l ~MISSIONS EHISSION EMISSIONS E;4I 55 ION
td DENSITY IILNSITY DENSITY DENSITY
I
--.r sa.MII IKG~I IKG.'4ISJ.'411 IK~MI IKr;M/SJ.HII IKGMI IK(;H/SO.MII IKGMJ IKGM/SO.MIJ
1 1.000 361(1.31 16-/8.:H 716.73 716.13 39.39 39.39 4454.43 4454.43
1 +:! 1.000 3b13.27 3613.27 700.21 7CC.21 38.47 38.47 4351.95 4351.95
1+2+3 I.COO 3b12.83 3b Il ..93 700.14 7 (,0. 14 3S.lt7 3;;.47 4351.44 4351.44
-------
BIBLIOGRAPHIC DATA 11. Report No. \2. 3. Recipient's Accession No.
SHEET APTD-1448
4. Title and Subutle 5. Repon Date
Transportation Controls to Reduce Motor Vehicle December 1972
Emissions in Spokane, Washington 6.
7. Aurhor(s) 8. Performing Organization Rept.
No.
9. Performing Organization Name and Address 10. Project/Task/Work Unir No.
GCA Corporation DU-72-B895
GC~ Technology Division 11. Conrracr /Grant No.
Bedford, r>.1assachusetts 68-02-0041
12. Sponsoring Organizarion Name and Address 13. Type 01 Repf37 r4J'7~
En vi ronmenta 1 Protection Agency Fin ~,vered
Office of Air Quality Planning and Standards Report 12/ g/72
Research Triangle Park, N.C. 27711 14.
15. Supplementary Notes Prepared to assist in the development of transfJortation 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. Absrracts
The document demonstrates the nature of the Air Quality problem attributed to motor
vehicle operation, the magnitude of the problem and a strategy developed to neutralize
these effects in order that National Ambient air quality standard may be attained and
maintained.
i
17. Key Wotds and Documenr Analysis. 170. 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
En vi ronmenta 1 Protection Agency and published
as a Federal Regulation in the Federal
Register.
17b. Identifiers/Open-Ended Terms
VMT - Vehicle Miles Traveled
Vehicle Mix - distribution of motor vehicle population by age group.
LDV light duty vehicle - less than 6500 lbs.
HDV - heavy duty vehicle greater than 6500 lbs.
17c. COSATI Field/Group Environmental Quality Control of Motor Vehicle Pollutants
18. Availabiliry Statement 19. Security Class (This 21. No. 01 Pages
For release to public Re~~~t)T ,~~,r'r~ all
20. Security Class (This 22. Price
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